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Tag Archives: John Remond
An Array of Amazing Caterer-Abolitionists!
I'm starting to work on the proposal for a book on Salem history to be published for the city's 400th anniversary in 2026. This would be a joint enterprise: I have a colleague (and collegial) co-editor, Brad Austin, and we hope to have contributions from as many members of Salem State's History Department as possible. Brad came up with the tentative title, Salem's Centuries: 400 Years of Culture, Conflict, and Contributions, and we already have chapter proposals on topics ranging from the material culture of witchcraft in the seventeenth century to Catholic women in the nineteenth century to initiatives in support of Jewish refugees in the twentieth. As usual, I'm kind of in an odd spot: I'm not an American historian and my academic expertise is winding down just when Salem's history is beginning! But I do think I have learned some things here, and so I've committed to chapters on the Remond family in the nineteenth century and urban development/preservation in the twentieth. I'm going to trust my co-editor and my colleagues who have more authority in these eras to prevent me from embarassing myself! For the Remond chapter, I want to use the family's hospitality and provisioning roles as avenues into civic life in Salem during the early Republic. I'm fascinated with the idea that John and Nancy Remond, in particular, were catering events for institutions which excluded them. I always thought they were exemplary (and I still do, in many ways), but it turns out that there were actually many African-American caterers working up and down the Atlantic seaboard under similar conditions, pursuing their professional careers in civic settings while at the same time working to advance their civil rights. Despite the identification of African-American caterers in Philadelphia as "as remarkable a trade guild as ever ruled in a medieval city… [who] took complete leadership of the bewildered group of Negroes, and led them steadily to a degree of affluence, culture and respect such as has probably never been surpassed in the history of the Negro in America" by no less than W.E.B. Du Bois in his Negro in Philadelphia: A Social Study (1899), I know very little about these powerful purveyors. This is a perfect exemple of the potential pitfalls I am confronting with this project: I know a lot about the Remonds and their Salem world, but very little about the national context in which they lived and worked.
The Remond menu for the 200th Anniversary of the Settlement of Salem Dinner at Hamilton Hall in September of 1828 (I'm not sure why this was not held in 1826?), Phillips Library, Peabody Essex Museum.
Clearly I've got to up my game, but this effort will not be a hardship if I get to learn about people like these amazing caterer-abolitionists:
Joshua Bowen Smith (1813-1879): a Pennsylvania native who became a prominent Boston caterer and abolitionist, and later a Massachusetts state senator. Smith catered for Harvard University and many prominent Boston families including that of Robert Gould Shaw, with whom he was reportedly quite close. He was also a close friend of Massachusetts Senator Senator Charles Sumner (along with George T. Downing, below). Smith employed African-American refugees from the South in his business, and aided them in numerous ways through his membership in Boston's Vigilance Committee, his participation in the Underground Railroad, and his foundation of the New England Freedom Association. Neither his abolitionist activism or his connections aided him when he was stiffed by his fellow abolitionist Governor John Andrew, who refused to pay a $40,000 bill submitted for catering services for the 12th Massachusetts Regiment of Volunteers. Andrew claimed that the legislature had not appropriated the funds, but managed to pay other provisioners without appropriations. Smith was consequently in a financially-vulnerable situation for the rest of his career, but this did not stop his public service.
Joshua Bowen Smith, Massachusetts Historical Society; Bill of Fare for the 75th Anniversary of the American Revolution Dinner for the Boston City Council, 1851. Boston Athenaeum Digital Collections.
Thomas Downing (1791-1866): I think I've called John Remond an "oyster king" a few times, and he certainly earned that title in Salem, but his contemporary Thomas Downing was the original Oyster King of a bigger kingdom: New York City. Downing was a native of Chincoteague Island off Virginia (one of my favorite places as a child because of my love for Marguerite Henry's Misty of Chincoteague: my pony's name was Chinka), the son of enslaved and then freed parents. He made his way north as a young man, spending some time in that foodie mecca Philadelphia, and then came to New York where his skills as both an oysterman and an entrepreneur enabled him to open the ultimate oyster establishment in 1825. By all accounts, Thomas Downing's Oyster House was a cut (or several) above all the other oyster "cellars" in New York City, and so it attracted a more genteel, monied, and political crowd. Downing expanded the scale of both his establishment and his business over the next decade, filling mail orders for an international clientele (including Queen Victoria!). Just like John Remond in Salem and Joshua Bowen Smith in Boston, he was also very active in several abolitionist efforts: he founded the Anti-Slavery Society of New York as well as the refuge aid Committee of Thirteen, and worked for both school and transportation desegregation. I'm sure he and John Remond would have heard OF each other, but I'm really curious if they knew each other: they seem to be moving forward on tandem tracks. Downing was definitely the king of PICKLED oysters, which Remond also offered, but I don't think the New Yorker moved into the latter's lobster territory.
A stoneware pickled oyster jar from Thomas Downing's Oyster House (New York City Historical Society) and a handbill for John Remond's pickled oysters (Phillips Library, Peabody Essex Museum).
George T. Downing (1813-1903): followed in his father's footsteps in both his profession and his activism, though primarily in a different setting: Newport, Rhode Island. It's difficult to discern the difference between a restauranteur and a caterer in this period, but Downing Jr. seems to have operated as both with his establishments in Newport and his role as manager of the Members' Dining Room at the U.S. House of Representatives in Washington from 1865 to 1877. This position was preceded by a long struggle to desegregate the Newport schools: the Remonds had removed to Newport during their own struggle for school desegregation in Salem in the later 1830s, so I'm pretty certain there is a connection here. Both before and after the Civil War, Downing Jr. was active in all of the abolitionist and equal rights organizations which his father and circle supported, always striving for more equality, more access, and more opportunities for African-Americans.
George Thomas Downing and his family, Rhode Island Black Heritage Society. What I would give for a photograph of all of the Remonds!
Robert Bogle (1774-1848): the first of the emerging Philadelphia African-American "caterers' guild" referred to by Du Bois above; in fact, Bogle is often credited as not just the first African-American caterer but the first caterer, period (although the term was not used until after his death). He merged the professions of caterer and funeral director in Philadelphia for several decades, inspiring Nicholas Biddle to pay tribute to Boggle in 1830 as one whose "reign extends oe'r nature's wide domain begins before our earliest breath nor ceases with the hour of death." Bogle's Blue Bell Tavern opened in 1813, and soon became famous for its meat pies and terrapin creations as well as a gathering place for Philadelphia's political leaders: this is the hospitality entrée that accomplished caterers of any color could obtain, but perhaps one of the few avenues of access for African-Americans in the nineteenth century. Indeed, the wonderful digital exhibition on the life and work of an enslaved Charleston cook presented by the Lowcountry Digital History Initiative at the College of Charleston observes that the multi-faceted role of caterer was "one of the few, and most lucrative, prominent public positions that could be acceptably filled by an African American during slavery."
Nat Fuller (1812-1866): It must have been difficult enough to be an African-American caterer in the North during this period, just imagine what that role would entail in the south! Fortunately we don't have to imagine because we have this great digital exhibition: Nat Fuller's Feast: the Life and Legacy of an Enslaved Cook in Charleston. As an enslaved teenager in Charleston in the 1820s, Nat Fuller was apprenticed to a remarkable free African-American couple who seem to be playing the same culinary and catering roles in Charleston that John and Nancy Remond were occupying in Salem, at the exact same time: John and Eliza Seymour Lee. Charleston John was the event manager for several venues; his wife Eliza the famous cook and pastry chef. After Nat Fuller completed his culinary training under Eliza, he worked as an enslaved cook for his slaveholder William C. Gatewood, an ambitious man who entertained frequently, for the next three decades under "evolving" conditions: in 1852 Gatewood agreed to let Fuller live outside of his household with his wife Diana (another famous pastry chef) under the so-called "self-hire" system. The Fullers began to operate independent provisioning and catering businesses in Charleston, paying Gatewood a percentage of their profits. By the later 1850s, though still enslaved, Fuller was Charleston's "well known" and go-to caterer, staging elaborate events like the Jubilee of Southern Union dinner celebrating the completion of a railway between Memphis and Charleston in May of 1857 for 600 guests. In the fall of 1860, though still enslaved, Fuller opened his famous restaurant, the Bachelor's Retreat, operating it throughout the war except for a few periods of illness and relocation, and at which, as a newly-free man, he hosted a dinner celebrating the end of the war and slavery in the spring of 1865. Abby Louisa Porcher, a white Charleston lady, documented this momentous event in a letter soon afterwards: "Nat Fuller, a Negro caterer, provided munificently for a miscegenation dinner, at which blacks and whites sat on an equality and gave toasts and sang songs for Lincoln and freedom." Perhaps Fuller could not operate as a caterer-abolitionist like his colleagues in the North, but he emerged as an advocate for racial equality as soon as he was enabled. He died in the next year.
Appendix: you can read all about the "reenactment" of Nat Fuller's Feast on the occasion of its 150th anniversary in 2015 here; Invitation below. Another prominent southern African-American caterer, John Dabney of Richmond, was born into slavery, is the subject of a beautiful documentary, The Hail-Storm. John Dabney in Virginia, which you can watch here.
5 Comments | tags: African-American History, books, Commemoration, Food and drink, John Dabney, John Remond, Joshua Bowen Smith, Slavery, Thomas Downing | posted in Culture
John Remond's Struggle for Citizenship
I've written about the Remonds, the African-American family who lived, worked, and strove for a succession of causes in nineteenth-century Salem quite a bit, but I think there is more to write, and more to learn. I live right next to Hamilton Hall, which was the center of many of their activities, and it's really difficult for me NOT to think of it as their hall, their place. Rather intimate spaces in our home, including my study, the kitchen, and our dressing room (I know, who has a dressing room? Well, we live in a town house with interconnected bedrooms so that's what we call the room adjacent to our bedroom as that's pretty much all we do in there), look out to the Hall and so I feel like I am constantly in its presence or their presence. Charles Lenox and Sarah Parker Remond are the famous Remonds, as they were both very active speakers for the Abolitionist movement here in America and also (in the case of Sarah) in England, but it is their father, John Remond (1788-1874), who captivates me. He was an incredible man in so many ways and I am constantly trying to understand the historical landscape which he navigated so successfully. He arrived in Massachusetts from Curaçao in 1798 as a lone ten-year-old and over the next decade established himself in several occupations, married Nancy Lenox of Newton, and became settled in Salem's newest assembly house, Hamilton Hall. During the following decades, his primary occupational identity as caterer and manager of the Hall was supplemented by a succession of provisioning roles: restauranter, grocer, wholesaler. He acquired properties in Salem and supported the various entrepreneurial and activist pursuits of his eight children. "Venerable" and "famous" are the adjectives employed in his 1874 obituaries, indicating that he attained a high level of respect for the accomplishments of his long life. In retrospect, his career looks like the proverbial American success story, unencumbered by race (I'm sure this is not true, but it looks that way from afar). Those most "American" of commemorators, the Daughters of the American Revolution, even included several items associated with John Remond items in their 1897 exhibition at Copley Hall in Boston , including the bottle of Schiedam gin given to him by his mother, Marytelia, on the day he disembarked for the United States.
Undated photograph of John Remond, Collection of Hamilton Hall; advertisement in The Salem Literary & Commercial Observer, 1827 January 13; Catalogue of a Loan Exhibition of Ancient and Historical Articles, Daughters of the American Revolution, 1897; John Remond's gin bottle on display in the "Salem Stories" exhibition at the Peabody Essex Museum.
I saw John Remond's gin bottle—his sole childhood possession!—at the Peabody Essex Museum the other day, where it is featured in the "Salem Stories" exhibition (see above): I think he would be pleased with its display both in Copley Hall at the end of the nineteenth century and here in Salem in the twenty-first. While his professional struggles are not immediately apparent and overwhelmed by his achievements, his personal struggles to claim the identity and rights of an American citizen are manifest, so I think he would have been particularly pleased by his inclusion in the DAR exhibition. There were several moments during his life where we can see his strong desire for citizenship: his naturalization in 1811, his son John Lenox's acquisition of a Seaman's Protection Certificate in 1839 (even though he was not, to my knowledge, a seaman), his own acquisition of an American passport in 1854, and his obvious frustration with his daughter Sarah's inability to leave Britain five years later when the U.S. Department of State failed to recognize the passport that it had issued her in 1858! In the interim the Dred Scott decision had invalidated the paper trail of citizenship he had so carefully crafted for himself and his children, placing them all in a terrible limbo.
The paper trail records the paper trail: The National Era, The New York Times, and the Salem Register cover the passport paradox, 1858-1860. Sarah's middle name was incorrectly presented as Lenox rather than Parker in the rather haughty Times!
Sarah Remond ultimately obtained a visa which enabled her to travel to Italy and back home for brief periods: she became a British citizen in 1865. From the vantage point of 1860 however, her father was in evident distress. In a long article published in the Salem Register in July of that year, he asked the reporter, or the readers, or the government: if we cannot be citizens either home or abroad, what is going to become of us?
Transportation segregation was another issue confronted by the eldest Remond son, Charles Lenox Remond: Elizabeth Stordeur Pryor's Colored Travelers. Mobility and the Fight for Citizenship before the Civil War presents essential context for the restricted mobility of African-Americans both home and abroad. School segregation was an issue for all the Remonds, who moved to Newport for a lengthy period of time in 1835 after Sarah and her sister Caroline were expelled from Salem High School, only to keep fighting and return once the public schools were desegregated. This struggle will be the focus of an exhibition at the Peabody Essex Museum later this spring!
2 Comments | tags: Abolition, African-American History, Black History Month, books, Exhibitions, Hamilton Hall, Home, John Remond, Peabody Essex Museum, Remond Family, Sarah Parker Remond | posted in Culture


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Portpatrick Railway
A section of this line between Challoch Junction and Stranraer remains open and is used by ScotRail to provide services between Glasgow, Ayr and Stranraer as well as Kilmarnock and Carlisle. The bulk of this line is now closed. The line was known by the abbreviations PR and PP&W as well as The Port Road.
/ /1840 Ayr and Dalmellington Railway
Originally promoted as the Ayrshire and Galloway Railway it was to run from Ayr to Dalmellington and on to Castle Douglas to join the British and Irish Grand Junction Railway, which later was opened as the Portpatrick Railway.
17/08/1857 Portpatrick Railway
Act receives Royal assent for line from Castle Douglas to Stranraer Town with branches to Stranraer Harbour and Portpatrick.
/ /1861 Portpatrick Railway
Glenluce Viaduct completed.
Stranraer to Castle Douglas (on the Castle Douglas and Dumfries Railway) formally opened. (Alternative date 12/02/1861.)
Stranraer to Castle Douglas opened to the public. Most of the line was single track. Stations at; Stranraer, Glenluce, Kirkcowan, Newton Stewart, Creetown, New Galloway, Parton and Crossmichael.
/06/1861 Portpatrick Railway
Loch Skerrow Halt opened.
Castle Kennedy, Dunragit and Palnure opened.
Dromore opened.
Portpatrick to Stranraer opened. New stations at; Colfin and Portpatrick.
Stranraer Harbour opened. The Stranraer and Larne Steamboat Company starts a service between the ports in its title.
Stranraer and Larne Steamboat Company services are suspended as too expensive.
Dromore re-named Gatehouse.
01/09/1863 Dumfries, Lochmaben and Lockerbie Railway
The Caledonian Railway associated Dumfries, Lochmaben and Lockerbie Railway is opened giving the company access to Dumfries. In response the Portpatrick Railway applies for running powers over the Castle Douglas and Dumfries Railway to Dumfries and the Caledonian Railway negotiates running the Portpatrick Railway, a blow to the Glasgow and South Western Railway which had considered the Portpatrick line to be within its territory.
Deviation to Stranraer Harbour branch authorised. Original route partly abandoned.
17/02/1864 Kirkcudbright Railway
Opened from Castle Douglas (Portpatrick Railway and Castle Douglas and Dumfries Railway) to Kirkcudbright.
Caledonian Railway takes over running of the Portpatrick Railway. The smaller company had eight engines and the larger company added some of its own engines.
Power given to own and operate steamboats.
Working agreement with Caledonian Railway.
/ /1865 Castle Douglas and Dumfries RailwayGlasgow and South Western Railway
Castle Douglas and Dumfries Railway absorbed by Glasgow and South Western Railway. Running powers were granted to the Caledonian Railway giving access to the Portpatrick Railway.
/ /1865 Girvan and Portpatrick Junction Railway
Act receives Royal Assent for a line running from Girvan Junction (Maybole and Girvan Railway) to Challoch Junction (Portpatrick Railway).
Caledonian Railway experiments with a Stranraer Harbour to Belfast service.
Plant, rails, machinery taken over by the Caledonian Railway.
Portpatrick Harbour - before the railway even opens, the harbour suffers storm damage.
Gatehouse re-named Dromore for Gatehouse.
Tarff for Gatehouse re-named Gatehouse [Tarff]. Presumably the Glasgow and South Western Railway (who now owned the Kirkcudbright Railway) was competing with the Caledonian Railway operated Portpatrick Railway for Gatehouse of Fleet traffic - for which neither of the two stations were convenient.
Dromore for Gatehouse re-named Gatehouse.
Portpatrick to Donaghadee Boat starts running.
Portpatrick Harbour station and branch opened.
Portpatrick Harbour station and branch closed.
Gatehouse re-named Dromore.
Larne and Stranraer Steamboat Company commences running between the ports in its title. The Portpatrick Railway owned part of the company. The company operated a steamer Princess Louise.
/ /1872 Girvan and Portpatrick Junction Railway Portpatrick Railway
The Girvan and Portpatrick Junction Railway is authorised to use the Portpatrick Railway from Challoch Junction to Stranraer Harbour and Portpatrick.
Portpatrick to Donaghadee boat stops running. This is in part due to the unsuitability of Portpatrick Harbour. The Stranraer Harbour to Larne Harbour [1st] service replaces the abandoned service. Portpatrick to Stranraer remains open.
03/04/1875 Wigtownshire Railway
Opened from Newton Stewart (Portpatrick Railway) to Wigtown. (Alternative dates 03/05/1875, 02/08/1875.)
Larne and Stranraer Steamboat Company operates second steamer Princess Beatrice.
Purchases the Stranraer Harbour Pier (the East Pier).
05/10/1877 Girvan and Portpatrick Junction Railway
Line opened from Girvan Junction (Maybole and Girvan Railway) to Challoch Junction (Portpatrick Railway). Railway worked by the Glasgow and South Western Railway. (Alternative date 01/10/1877.)
07/02/1882 Girvan and Portpatrick Junction RailwayPortpatrick Railway
Girvan and Portpatrick Junction Railway trains banned from Stranraer and Portpatrick by the Portpatrick Railway. Line closed temporarily from Girvan to Challoch Junction.
Lifting of ban of Girvan line trains from the Portpatrick Railway.
/ /1885 Portpatrick Railway Wigtownshire Railway
The Caledonian Railway's lease expires - the Portpatrick Railway and Wigtownshire Railway become jointly run as the Portpatrick and Wigtownshire Joint Railway - controlled by the Caledonian Railway, London and North Western Railway, Glasgow and South Western Railway and Midland Railway. The stock was owned by all four companies and operated by the two Scottish companies. The Joint company also owned 4/5 of the Larne and Stranraer Steamship Joint Committee, the remaining 1/5 owned by the Belfast and Northern Counties Railway.
Working agreement with the Caledonian Railway comes to an end.
01/08/1886 Portpatrick and Wigtonshire Joint Railway
The Portpatrick Railway and Wigtownshire Railway comes under management of the joint committee.
Tablets introduced on the line. The company went on to employ Mansons tablet-catcher to allow exchanges at speeds up to 76mph.
Authorisation to enlarge Stranraer Harbour Pier (the East Pier).
A wooden engine shed is opened at Newton Stewart in the V of the junction.
During a period of very heavy snowfall a train is held up at Creetown for 3 days.
Stranraer Harbour east pier widening and extension authorised. Powers to dredge for the pier granted.
Portpatrick Shed out of use.
Dromore re-named Gatehouse of Fleet.
Mansons tablet-catchers removed.
A new large brick engine shed, Newton Stewart Shed [2nd] is opened at Newton Stewart in the V of the junction, replacing the wooden structure.
/ /1934 Portpatrick Railway Carrickfergus and Larne Railway
Further consideration of the tunnel from Portpatrick, Scotland, to Whitehead, Northern Ireland.
Stranraer Shed numbered 12H under Carlisle Kingmoor Shed.
Stranraer to Portpatrick starts to be operated as one engine in steam. Portpatrick signal box is moved to Barrhill on the former Girvan and Portpatrick Junction Railway.
Dunragit to Castle Kennedy doubled.
Brysons tablet-catcher installed. Only allows 50mph running (Manson^s tablet had allowed faster running), but is portable.
Challoch Junction signal box replaced with motorpoints operated from Dunragit.
Cairnryan Junction signalbox for the Cairnryan Military Railway opened.
Stranraer Shed classed 68C. The sheds were rebuilt with girder joists instead of arches for entries.
Gatehouse of Fleet closed to passengers.
Portpatrick to Stranraer closed to passengers. Portpatrick and Colfin stations closed. Portpatrick to Colfin (excluded) closed to all traffic.
Gatehouse of Fleet re-opened to passengers.
Palnure closed.
Stranraer re-named Stranraer Town.
Loch Skerrow Halt re-named Lochskerrow.
Newton Stewart Shed closed
DMUs introduced on Stranraer to Glasgow workings.
Colfin to Stranraer Town (excluded) closed to freight.
Stranraer Shed classed 67F under Glasgow Corkerhill Shed.
Cairnryan Military Railway and Cairnryan Junction signal box closed.
Lochskerrow closed to passengers.
Newton Stewart Shed closed and track lifted on closure of the Wigtownshire Railway.
Troop trains run over line (Stranraer Harbour - Woodburn (Wansbeck Railway)) for Northern Ireland.
Last passenger train on Port Road; the overnight Paddy to London. (A Saturday.)
14/06/1965 Ayr to Mauchline Branch (Glasgow and South Western Railway) Girvan and Portpatrick Junction Railway Maybole and Girvan Railway
Annbank to Mauchline re-opened to passengers (with the closure of the Port Road the trains are diverted). The number of trains between Challoch Junction, Girvan and Ayr increases after closure of the Portpatrick Railway.
14/06/1965 Portpatrick Railway Castle Douglas and Dumfries Railway
Challoch Junction (excluded) to Dumfries (excluded) closed to passengers. Glenluce, Kirkcowan, Newton Stewart, Creetown, Gatehouse of Fleet, New Galloway, Parton and Crossmichael closed. Challoch Junction to Maxwelltown Factory Siding (excluded) closed to all traffic. On the surviving part of the line Castle Kennedy and Dunragit stations closed.
Stranraer Town to Stranraer Harbour Junction closed to passengers. Stranraer Town station closed and given over to goods.
Stranraer Shed closed.
Track lifting begins between Challoch Junction and Maxwelltown Factory Siding.
Track lifting complete.
^SEALINK^ stock withdrawn and broken up at the Springburn works (St Rollox Works), replaced with other stock.
03/10/1988 Girvan and Portpatrick Junction Railway Portpatrick Railway
Class 156 Sprinters introduced.
/ /1990 Girvan and Portpatrick Junction Railway Portpatrick Railway Maybole and Girvan Railway
Stranraer to Euston sleeper withdrawn.
/03/2000 Girvan and Portpatrick Railway
Timber siding proposed at Barrhill.
13/03/2000 Portpatrick Railway Sea Containers
The Seacat fast ferry service to Belfast is relocated from Stranraer Pier to Troon.
/11/2011 Portpatrick Railway Stena Line
Stena Line ceased operating ferries to Stranraer Pier, running instead to Old House Point, north of Cairnryan. This slightly reduced the journey but took the ferry service away from the railway, passengers now needing to use a connecting bus service.
Locations along the line
These locations are along the line.
This was a two platform station in the north of Castle Douglas.
Castle Douglas and Dumfries Railway
Kirkcudbright Railway
Looking west over the former junction between the Portpatrick Railway and the Kirkcudbright Railway. ...
Looking west from the road bridge at the station site - see image 24070 for a 1973 view. ...
Colin Miller 07/07/2016
The road overbridge at the west end of the station - all that is visible is part of the main beam - see image 32313 for 1973. All else is under a ...
View west towards Castle Douglas station on 16 July 1956 as Stanier 2-6-2T 40170 leaves with a train for Dumfries. ...
G H Robin collection by courtesy of the Mitchell Library, Glasgow 16/07/1956
Crossmichael
This was a two platform station with a loop. The River Dee was to the west and village of Crossmichael to the east. The main station building was on the south bound platform. The platforms were at the south end of the loop.
Looking west at the former Crossmichael station. ...
Platform view at Crossmichael station in February 1970, looking west towards Stranraer. ...
Parton
This was a single platform station with the platform on the north side of the line. There was a goods yard to the east on the north side, approached from the east. There was a water tank at the east end of the platform.
The closed station at Parton (1861-1965) between Castle Douglas and Newton Stewart on the Port Road. Photographed from the A713 in November 2005. [Ref ...
The former Parton station, Dumfries & Galloway, looking east - November 2005. ...
Looking east at the closed Parton station from the roadside. ...
New Galloway
This was a two platform station with a passing loop on the single track Port Road. New Galloway itself is quite some distance away, just under 5 miles to the north. The former station was located in the small village of Mossdale, by which name it is also, informally, known.
View east along the trackbed of the Port Road in 2010. Beyond the bridge stood the former station of New Galloway, which is located in the hamlet of ...
A Dumfries - Stranraer train photographed shortly after leaving New Galloway station on 14 July 1956 behind Fowler 2P 4-4-0 40623. [Ref query 46221] ...
Compound 4-4-0 41132 calls at New Galloway on 14 July 1956 with a Stranraer - Dumfries train. [Ref query 980] ...
The former New Galloway station on 12 May 2010 looking west along the down platform towards Lochskerrow. In the background the trackbed passes below ...
Stroan Viaduct
This is a disused single track four arch masonry viaduct. Each arch is 50ft long. The overall length is 219 ft and height 37 ft.
Standing alongside the Stroan Viaduct on 12 May 2010, with the expanse of Loch Stroan itself off to the right. View is west along the Port Road ...
The Stroan Viaduct on the Port Road between New Galloway and Loch Skerrow in May 2010. The line closed in 1965 and the route now forms part of a long ...
Looking west along the trackbed of the Port Road towards Stranraer over the Stroan Viaduct on 12 May 2010. See image 28983 [Ref query 3760] ...
Dumfries based Caley ^Jumbo^ 0-6-0 57362 crossing Stroan Viaduct westbound on Saturday 14 July 1956 with a short goods train. ...
Loch Skerrow
This was a halt at a remote location alongside Loch Skerrow. There was a passing loop, two short platforms, a siding, water tank, signal box and railwaymen^s cottages. Due to the exposed location there were lengths of sleeper fencing and trees planted as a wind break.
Extract from the Scottish Region timetable for winter 1960-61 showing the Port Road and Kirkcudbright branch. Not much of a service, was it? The ^q^ ...
Ex-Caledonian ^Jumbo^ 0-6-0 57362 approaching Loch Skerrow on 14 July 1956 with a Newton Stewart - Castle Douglas goods. ...
A trainload of bombs destined for Loch Ryan heading west on the Port Road near Loch Skerrow in the summer of 1956. Locomotive in charge is Stanier 8F ...
View west at Loch Skerrow in 2003. In the distant right is the eastbound platform and the remains of the watertank supports. Above and to the left is ...
Little Water of Fleet Viaduct
This was a grey granite nine arch single track viaduct between the Big Water of Fleet Viaduct and the former Loch Skerrow station. The overall length of the viaduct was 359 ft. Also known as the ^Wee Fleet Viaduct^.
Scottish Rambler no 2, westbound through remotest Kirkcudbrightshire on 15 April 1963 between Loch Skerrow and Gatehouse of Fleet. The special ...
John Robin 15/04/1963
Site of the Little Water of Fleet Viaduct looking east to Loch Skerrow. ...
Wee Fleet viaduct from the west after closure of the line. ...
Shortly after leaving Gatehouse of Fleet station, heading east on The Port Road, the railway crossed a brace of viaducts spanning the two main ...
Robin Barbour Collection (Courtesy Bruce McCartney) //
Big Water of Fleet Viaduct
This is a disused large granite single track viaduct 900ft long and 70 ft high with 20 arches.
The impressive twenty arch Big Water of Fleet Viaduct looking south in May 2012. ...
John Gray /05/2012
Looking east over the valley of the Big Water of Fleet and the viaduct that once carried the Port Road between Dumfries and Stranraer, as well as ...
The Big Water of Fleet Viaduct in the evening sun on 9 April 2010. The original granite piers were reinforced with brick outer casings and the arches ...
John Gray 09/04/2010
The viaduct over the valley of the Big Water of Fleet seen 40 years after closure of the ^Port Road^ between Dumfries and Stranraer. Photographed in ...
Gatehouse of Fleet
This was a two platform station with a loop on the single track Port Road line from Dumfries to Stranraer. It was the summit of the Portpatrick Railway at 495 ft.
The old station at Gatehouse of Fleet, Kirkcudbrightshire (closed 1965), on a spring afternoon in 2010. View is west towards Stranraer. [Ref query 17 ...
The former station at Gatehouse of Fleet, seen from the south on 11 November 2005. Opened in 1861 (originally as Dromore) and closed in June 1965, it ...
The overgrown platform at Gatehouse of Fleet on 12 May 2010. View is west towards Stanraer. ...
Scene at Gatehouse of Fleet looking west platform side in April 2008. ...
Culcronchie Viaduct
Creetown
This was a two platform station with the main station building on the westbound platform. The station building had an interesting attractive rubble construction style. The station had a loop on the single track line. The platforms were at the western end of the loop. The station was just under a mile north of Creetown itself.
^Jumbo^ 0-6-0 57362 tackles the 1 in 80 gradient out of Creetown on 16 July 1956 at the head of a Newton Stewart - Castle Douglas freight. ...
Compound 40920 arrives at Creetown on 16 July 1956 with a Stranraer - Dumfries train. ...
The former Creetown Station is now a private dwelling, seen here in May 2012. The owner has kept the old station^s origins alive with the brake van ...
Creetown goods shed looking east. ...
Graddoch Viaduct
Palnure Viaduct
Palnure
This was a two platform station with the main station building on the eastbound platform and a goods yard on the north side, approached from the west. There is no town at Palnure.
Palnure from the roadside ...
Looking south at the closed Palnure station from the roadside. ...
Cree Viaduct
This was a five span single track viaduct over the River Cree. The bridge was unusual in having timber piers right up to the time of closure.
Carty Siding
This short farm siding was just west of the Cree Viaduct. It was approached from the east and was on the south side of the line.
This was an important junction station on the Portpatrick Railway, to the south west of the town of Newton Stewart itself.
Wigtownshire Railway
40623+45432 photographed shortly after leaving Newton Stewart on 16 July 1956 with a train for Dumfries. [Ref query 1660] ...
The former locomotive shed at Newton Stewart, closed on the last day of 1959. The building is in a better condition than it was 10 years ago, having ...
The locomotive shed at Newton Stewart, looking to the former junction ...
Rear view of the old goods shed at Newton Sewart on 31 May 2007. It definitely looks much better from the front! See image 50646 ...
Barskeoch Level Crossing
Bladnoch Viaduct
A bridge on the Wigtown line on 5 April 2009, just south of the Bladnoch Viaduct. ...
The remains of Bladnoch viaduct, as seen from the distillery of the same name looking west. The bridge carried the Whithorn branch and lies just south ...
The remains of Bladnoch Viaduct near Wigtown seen here in April 2009 from the south bank of the river. ...
Kirkcowan
This was a two platform with a loop on a single track line. The main station building was on the eastbound platform. Opposite was a wooden waiting shelter on the westbound platform. The station was about a quarter of a mile west of Kirkcowan itself.
View north across the B733 road at the former Kirkcowan station, just west of Newton Stewart, on 31 May 2007. The road once crossed the station site ...
Kirkcowan. ...
The station remains at Kirkcowan in May 2007, looking south west between the infilled platforms towards Stranraer. Over on the right cattle now graze ...
Tarf Bridge
Glenjorrie Quarry
Glenluce
This two platform station was in the north of Glenluce, about a mile east of the GlenLuce Viaduct (or Luce Viaduct). There was a goods yard on the south side, approached from the west. The station was on a loop, the line being single track. The main station building was on the westbound platform.
Looking north at the Glenluce Viaduct. ...
The old station site at Glenluce, as seen from the overbridge, on a very wet morning in May 2011. This view looks west towards Challoch Junction where ...
Looking west over the former Glenluce station. ...
Most of the Glenluce station site has been built over since the 1965 closure of the Port Road. However, at the east end is a small car park ...
Glenluce Viaduct
This is a disused masonry single track eight arch stone viaduct. It is west of the former Glenluce station and west of the former Challoch Junction. The viaduct is 327 ft long overall and 78 ft high.
The old railway viaduct to the west of the Wigtownshire village of Glenluce, between Newton Stewart and Stranraer, seen from the north in the spring ...
Looking north along the old military road towards Glenluce Viaduct in the spring of 2007. ...
A panorama photograph showing the Glenluce Viaduct, formerly part of the Dumfries to Stranraer Port Road, until closure in 1965. View is south ...
Two bridges in retirement in May 2011. In the foreground is the old A75 road bridge, which since the Glenluce bypass was completed has only carried a ...
Challoch Junction
This junction was formed in 1877 between the Girvan and Portpatrick Junction Railway and the 1861 Portpatrick Railway.
Girvan and Portpatrick Junction Railway
View west at Challoch Junction in 1997. The line from Dumfries was to the left and the line from Ayr is in the foreground. The junction was in the ...
View from the rear of a Stranraer-bound Swindon-built DMU approaching Challoch Junction in 1962. The ^Port Road^ to Dumfries (closed 1965) is on the ...
R Sillitto/A Renfrew Collection (Courtesy Bruce McCartney) //1962
Challoch Junction looking east. The line from Girvan is in the foreground and the closed line from Dumfries is further away running parallel. ...
Challoch Junction looking west. The line from Dumfries (closed) is on the left and the line from Girvan (open) is on the right. ...
Challoch Junction Golfers Platform
This halt was located west of Challoch Junction. It opened with the Glenluce course - the Wigtownshire Country Golf Club.
Dunragit Creamery Siding
This siding was east of Dunragit station.
This was a two platform station. a loop and signal box (^B^ listed) remain here and the station building still stands, complete with short section of platform. This had a canopy on its extension to the west, now removed.
Approaching the level crossing at Dunragit from the north in the spring of 2007. The former station, six miles east of Stranraer Harbour, closed to ...
A reminder of when the Stranraer line carried freight - not so long ago, 1989. Here a northbound train of steel sections passes Dunragit level ...
The Girvan Goods at Dunragit on 16 July 1956. Stranraer 2P 4-4-0 40616 pilots Corkerhill based Standard class 5 4-6-0 73100. ...
The signal box at Dunragit, seen from the south side of the crossing in May 2007, looking east towards the site of Challoch Junction.
Little Gennoch No 1 Level Crossing
Castle Kennedy
This was a two platform station with a loop on the single track line. The main station building was on the eastbound platform.
Road approach to Castle Kennedy station in May 2007. Located some 3 miles east of Stranraer, passenger trains stopped calling here in June 1965. The ...
Entrance to the former Castle Kennedy station - May 2007. ...
Castle Kennedy looking east. ...
Looking east from the level crossing at Castle Kennedy on 31 May showing the platform remains and converted station building. ...
Cairnryan Junction
This junction opened with the Cairnryan railway (Military Port No 2) in 1942. A second hand Caledonian Railway signal box was used, placed on the south side of the line where the sidings were on the north side, approached from the east.
Cairnryan Military Railway
The overgrown Cairnryan Junction looking west. ...
Stockton Haulage Depot [Stranraer]
This site had been carriage sidings, then a freight depot. It is no longer in railway use.
08675 shunting flatbeds carrying steel sections at Stockton Haulage, Stranraer, in 1989. ...
Stranraer Harbour Junction
This junction is east of Stranraer Town station, it is where the Stranraer Harbour line leaves the former route to Portpatrick. Today this is where the harbour line divides from the disused Stranraer Town sidings. A ground frame controls the junction.
The view east towards Castle Kennedy from the small overbridge near Stranraer Town as 156449 heads for the port. The building on the right was ...
156449 is on the last part of its journey to the Harbour station at Stanraer and just about to swing into the shallow cutting that leads down to the ...
Only a short distance for 156449 to go before reaching Stranraer Harbour as it passes over the disused connection to the Stranraer Town freight ...
Scene from the gantry crane at the former Stockton Haulage yard, Stranraer, in 2004 looking south west. The Stockton Haulage yard area has since been ...
David Reid (Courtesy David Spaven) //2004
Stranraer Shed
This shed was located north of Stranraer Town station in the ^V^ of the junction between the lines to Portpatrick and Stranraer Harbour and north of the good yard just north of the station.
Strangers outside Stranraer^s repair shop in April 1963. HR ^Jones Goods^ no 103 and GNSR no 49 Gordon Highlander stand ready to take over the ...
Class 2P 40638 at Stranraer^s running shed in August 1962. ...
David Stewart 05/08/1962
The running shed is the only remaining part of Stranraer MPD, now in a scrapyard which itself appears closed. ...
The running shed at Stranraer, latterly BR code 68C, was officially closed at the end of October 1966. The site saw subsequent use as part of a ...
Stranraer Town
This was a four platform station. Two of the platforms were the main through platforms on either side of a loop which ran from the west end of the station to Stranraer Harbour Junction. The other two platforms were single track bays at either end of the up platform, this was the northern of the through platforms on the town side.
This was the main goods shed (and later tamper shed) at Stranraer Town, looking towards the station in 2006 See image 59353. ...
One of the goods sheds at Stranraer. Views look east from Town terminus. ...
The main goods shed at Stranraer. Views look east from Town terminus. For a while this was the tamper shed. ...
Part of the once extensive yards at Stranraer Town, seen here abandoned in May 2007. The building on the left is the former locomotive shed, while in ...
This station is located on the former ferry pier in Stranraer. It is a little remote from the town, being separated from it by the former car parks associated with the ferries to Ireland.
A stern view of Stena Voyager as it reverses into Stranraer Harbour in August 2010. ...
A memento of the former station name at Stranraer Harbour. ...
With a bow profile more reminiscent of an HST than the name suggests, Stena Voyager reverses into Stranraer Harbour in August 2010. ...
Stranraer plaque - unveiled today in memory of the SAYLSA company secretary James McKenzie Wilson who died last month. ...
Pitlanton Viaduct
Colfin
This was a single platform station with the platform on the north side of the single track line, just east of a level crossing. A siding, approached from the west, was to the south. This goods yard siding had a loop and cattle pen at the east end. The station building was at the west end.
Colfin looking roughly towards Portpatrick. ...
When Portpatrick station closed to passengers and goods in 1950 the branch was cut back to the intermediate station of Colfin where goods services ...
Portpatrick
This station was the terminus of the line, although until 1868/1870, by reversal at the north end of the station, a train could continue on to Portpatrick Harbour station.
Portpatrick station building and platform in 1988. View looking south. The line from Stranraer approached from the left and the line down to ...
Trackbed level view through the Portpatrick headland cutting looking, at this point, south south east. From the station the line climbed steeply and ...
The grey house in the foreground sat at the buffers end of Portpatrick station platform although the station buildings themselves, which were behind ...
Sadly Portpatrick station site was cleared and prepared for housing in the 1980s. ...
Portpatrick Harbour
The harbour station was reached by reversal at Portpatrick - the line extended beyond the platform there to a reversing spur and the branch dropped down to the harbour.
Although the short lived 1:35 branch from Portpatrick station to the Harbour was closed as early as 1868, a section of embankment and two bridge ...
Portpatrick Harbour was an early casualty being approached from a difficult incline reached by a reversal and being an inappropriate location for a ...
Portpatrick and Wigtownshire Railways (Library of Railway History) Rails to Portpatrick (Local History Series)
The Port Road: Dumfries to Stranraer, Portpatrick, Kirkcudbright and Whithorn

redpajama_set_name: RedPajamaCommonCrawl


Abstract: Network densification and heterogenisation through the deployment of small cellular access points (picocells and femtocells) are seen as key mechanisms in handling the exponential increase in cellular data traffic. Modelling such networks by leveraging tools from Stochastic Geometry has proven particularly useful in understanding the fundamental limits imposed on network coverage and capacity by co-channel interference. Most of these works however assume infinite sized and uniformly distributed networks on the Euclidean plane. In contrast, we study finite sized non-uniformly distributed networks, and find the optimal non-uniform distribution of access points which maximises network coverage for a given non-uniform distribution of mobile users, and vice versa.


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text:
Part 1, Prologue Part 1, Chapter 1 Part 1, Chapter 2 Part 1, Chapter 3 Part 1, Chapter 4 Part 1, Chapter 5 Part 1, Chapter 6 Part 1, Chapter 7 Part 1, Chapter 8 Part 1, Chapter 9 Part 1, Chapter 10 Part 1, Chapter 11 Part 1, Chapter 12 Part 1, Chapter 13 Part 1, Chapter 14 Part 1, Chapter 15 Part 1, Chapter 16 Part 1, Chapter 17 Part 1, Chapter 18 Part 1, Chapter 19 Part 1, Chapter 20 Part 1, Chapter 21 Part 1, Chapter 22 Part 1, Chapter 23 Part 1, Chapter 24 Part 1, Chapter 25 Part 1, Chapter 26 Part 1, Chapter 27 Part 1, Chapter 28 Part 1, Chapter 29 Part 1, Chapter 30 Part 1, Chapter 31 Part 1, Chapter 32 Part 1, Chapter 33 Part 1, Chapter 34 Part 1, Chapter 35 Part 1, Chapter 36 Part 1, Chapter 37 Part 1, Chapter 38 Part 1, Chapter 39 Part 1, Chapter 40 Part 1, Chapter 41 Part 1, Chapter 42 Part 1, Chapter 43 Part 1, Chapter 44 Part 1, Chapter 45 Part 1, Chapter 46 Part 1, Chapter 47 Part 1, Chapter 48 Part 1, Chapter 49 Part 1, Chapter 50 Part 1, Chapter 51 Part 1, Chapter 52 Part 2, Prologue Part 2, Chapter 1 Part 2, Chapter 2 Part 2, Chapter 3 Part 2, Chapter 4 Part 2, Chapter 5 Part 2, Chapter 6 Part 2, Chapter 7 Part 2, Chapter 8 Part 2, Chapter 9 Part 2, Chapter 10 Part 2, Chapter 11 Part 2, Chapter 12 Part 2, Chapter 13 Part 2, Chapter 14 Part 2, Chapter 15 Part 2, Chapter 16 Part 2, Chapter 17 Part 2, Chapter 18 Part 2, Chapter 19 Part 2, Chapter 20 Part 2, Chapter 21 Part 2, Chapter 22 Part 2, Chapter 23 Part 2, Chapter 24 Part 2, Chapter 25 Part 2, Chapter 26 Part 2, Chapter 27 Part 2, Chapter 28 Part 2, Chapter 29 Part 2, Chapter 30 Part 2, Chapter 31 Part 2, Chapter 32 Part 2, Chapter 33 Part 2, Chapter 34 Part 2, Chapter 35 Part 2, Chapter 36 Part 2, Chapter 37 Part 2, Chapter 38 Part 2, Chapter 39 Part 2, Chapter 40 Part 2, Chapter 41 Part 2, Chapter 42 Part 2, Chapter 43 Part 2, Chapter 44 Part 2, Chapter 45 Part 2, Chapter 46 Part 2, Chapter 47 Part 2, Chapter 48 Part 2, Chapter 49 Part 2, Chapter 50 Part 2, Chapter 51 Part 2, Chapter 52 Part 2, Chapter 53 Part 2, Chapter 54 Part 2, Chapter 55 Part 2, Chapter 56 Part 2, Chapter 57 Part 2, Chapter 58 Part 2, Chapter 59 Part 2, Chapter 60 Part 2, Chapter 61 Part 2, Chapter 62 Part 2, Chapter 63 Part 2, Chapter 64 Part 2, Chapter 65 Part 2, Chapter 66 Part 2, Chapter 67 Part 2, Chapter 68 Part 2, Chapter 69 Part 2, Chapter 70 Part 2, Chapter 71 Part 2, Chapter 72 Part 2, Chapter 73 Part 2, Chapter 74
All Themes Truth and Lies Literature, Realism, and Idealism Madness and Sanity Intention and Consequence Self-Invention, Class Identity, and Social Change
All Characters Don Quixote de la Mancha Sancho Panza Dulcinea del Toboso Sansón Carrasco
All Symbols Inns Enchanters Food
Instant downloads of all 1542 LitChart PDFs (including Don Quixote).
Teachers and parents! Struggling with distance learning? Our Teacher Edition on Don Quixote can help.
Part 1, Prologue
Part 1, Chapter 1
Part 1, Chapter 10
Literature, Realism, and Idealism
Madness and Sanity
Intention and Consequence
Self-Invention, Class Identity, and Social Change
Don Quixote de la Mancha
Dulcinea del Toboso
Sansón Carrasco
Enchanters
Don Quixote: Part 2, Chapter 43 Summary & Analysis
LitCharts assigns a color and icon to each theme in Don Quixote, which you can use to track the themes throughout the work.
In the last chapter Quixote advised Sancho about his soul, and here he advises him about his body. He tells Sancho to be clean, tidy, and well-groomed, to buy his servants liveries, to eat and sleep in moderation, avoid belching, and to stop mixing proverbs. Sancho comes out with a string of proverbs, and says he will mostly remember the advice about belching and trimming nails, but not much else. Quixote curses his silly proverbs, wondering how he thinks of them so easily. Sancho wonders whether his master thinks him incapable of governing well, but Quixote says that he will do well, because "heaven always favours good intentions."
This conversation describes an odd power struggle between the two friends. First, Quixote puts himself in a position of authority by giving out a great deal of unasked-for advice. Sancho waves him off with his string of proverbs. We see, here, that Quixote's irritation with Sancho's nonsensical proverbs is mixed with envy. He himself doesn't quite have the imagination to think of them so easily.


text:
// Copyright 2007-2010 Baptiste Lepilleur
// Distributed under MIT license, or public domain if desired and
// recognized in your jurisdiction.
// See file LICENSE for detail or copy at http://jsoncpp.sourceforge.net/LICENSE

#ifndef JSON_WRITER_H_INCLUDED
#define JSON_WRITER_H_INCLUDED

#if !defined(JSON_IS_AMALGAMATION)
#include "value.h"
#endif // if !defined(JSON_IS_AMALGAMATION)
#include <vector>
#include <string>
#include <ostream>

// Disable warning C4251: <data member>: <type> needs to have dll-interface to
// be used by...
#if defined(JSONCPP_DISABLE_DLL_INTERFACE_WARNING)
#pragma warning(push)
#pragma warning(disable : 4251)
#endif // if defined(JSONCPP_DISABLE_DLL_INTERFACE_WARNING)

namespace Json {

class Value;

/**

Usage:
\code
  using namespace Json;
  void writeToStdout(StreamWriter::Factory const& factory, Value const& value) {
    std::unique_ptr<StreamWriter> const writer(
      factory.newStreamWriter());
    writer->write(value, &std::cout);
    std::cout << std::endl;  // add lf and flush
  }
\endcode
*/
class JSON_API StreamWriter {
protected:
  std::ostream* sout_;  // not owned; will not delete
public:
  StreamWriter();
  virtual ~StreamWriter();
  /** Write Value into document as configured in sub-class.
      Do not take ownership of sout, but maintain a reference during function.
      \pre sout != NULL
      \return zero on success (For now, we always return zero, so check the stream instead.)
      \throw std::exception possibly, depending on configuration
   */
  virtual int write(Value const& root, std::ostream* sout) = 0;

  /** \brief A simple abstract factory.
   */
  class JSON_API Factory {
  public:
    virtual ~Factory();
    /** \brief Allocate a CharReader via operator new().
     * \throw std::exception if something goes wrong (e.g. invalid settings)
     */
    virtual StreamWriter* newStreamWriter() const = 0;
  };  // Factory
};  // StreamWriter

/** \brief Write into stringstream, then return string, for convenience.
 * A StreamWriter will be created from the factory, used, and then deleted.
 */
std::string JSON_API writeString(StreamWriter::Factory const& factory, Value const& root);

/** \brief Build a StreamWriter implementation.

Usage:
\code
  using namespace Json;
  Value value = ...;
  StreamWriterBuilder builder;
  builder["commentStyle"] = "None";
  builder["indentation"] = "   ";  // or whatever you like
  std::unique_ptr<Json::StreamWriter> writer(
      builder.newStreamWriter());
  writer->write(value, &std::cout);
  std::cout << std::endl;  // add lf and flush
\endcode
*/
class JSON_API StreamWriterBuilder : public StreamWriter::Factory {
public:
  // Note: We use a Json::Value so that we can add data-members to this class
  // without a major version bump.
  /** Configuration of this builder.
    Available settings (case-sensitive):
    - "commentStyle": "None" or "All"
    - "indentation":  "<anything>"
    - "enableYAMLCompatibility": false or true
      - slightly change the whitespace around colons
    - "dropNullPlaceholders": false or true
      - Drop the "null" string from the writer's output for nullValues.
        Strictly speaking, this is not valid JSON. But when the output is being
        fed to a browser's Javascript, it makes for smaller output and the
        browser can handle the output just fine.

    You can examine 'settings_` yourself
    to see the defaults. You can also write and read them just like any
    JSON Value.
    \sa setDefaults()
    */
  Json::Value settings_;

  StreamWriterBuilder();
  virtual ~StreamWriterBuilder();

  /**
   * \throw std::exception if something goes wrong (e.g. invalid settings)
   */
  virtual StreamWriter* newStreamWriter() const;

  /** \return true if 'settings' are legal and consistent;
   *   otherwise, indicate bad settings via 'invalid'.
   */
  bool validate(Json::Value* invalid) const;
  /** A simple way to update a specific setting.
   */
  Value& operator[](std::string key);

  /** Called by ctor, but you can use this to reset settings_.
   * \pre 'settings' != NULL (but Json::null is fine)
   * \remark Defaults:
   * \snippet src/lib_json/json_writer.cpp StreamWriterBuilderDefaults
   */
  static void setDefaults(Json::Value* settings);
};

/** \brief Abstract class for writers.
 * \deprecated Use StreamWriter. (And really, this is an implementation detail.)
 */
class JSON_API Writer {
public:
  virtual ~Writer();

  virtual std::string write(const Value& root) = 0;
};

/** \brief Outputs a Value in JSON format
 *without formatting (not human friendly).
 *
 * The JSON document is written in a single line. It is not intended for 'human'
 *consumption,
 * but may be usefull to support feature such as RPC where bandwith is limited.
 * \sa Reader, Value
 * \deprecated Use StreamWriterBuilder.
 */
class JSON_API FastWriter : public Writer {

public:
  FastWriter();
  virtual ~FastWriter() {}

  void enableYAMLCompatibility();

  /** \brief Drop the "null" string from the writer's output for nullValues.
   * Strictly speaking, this is not valid JSON. But when the output is being
   * fed to a browser's Javascript, it makes for smaller output and the
   * browser can handle the output just fine.
   */
  void dropNullPlaceholders();

  void omitEndingLineFeed();

public: // overridden from Writer
  virtual std::string write(const Value& root);

private:
  void writeValue(const Value& value);

  std::string document_;
  bool yamlCompatiblityEnabled_;
  bool dropNullPlaceholders_;
  bool omitEndingLineFeed_;
};

/** \brief Writes a Value in JSON format in a
 *human friendly way.
 *
 * The rules for line break and indent are as follow:
 * - Object value:
 *     - if empty then print {} without indent and line break
 *     - if not empty the print '{', line break & indent, print one value per
 *line
 *       and then unindent and line break and print '}'.
 * - Array value:
 *     - if empty then print [] without indent and line break
 *     - if the array contains no object value, empty array or some other value
 *types,
 *       and all the values fit on one lines, then print the array on a single
 *line.
 *     - otherwise, it the values do not fit on one line, or the array contains
 *       object or non empty array, then print one value per line.
 *
 * If the Value have comments then they are outputed according to their
 *#CommentPlacement.
 *
 * \sa Reader, Value, Value::setComment()
 * \deprecated Use StreamWriterBuilder.
 */
class JSON_API StyledWriter : public Writer {
public:
  StyledWriter();
  virtual ~StyledWriter() {}

public: // overridden from Writer
  /** \brief Serialize a Value in JSON format.
   * \param root Value to serialize.
   * \return String containing the JSON document that represents the root value.
   */
  virtual std::string write(const Value& root);

private:
  void writeValue(const Value& value);
  void writeArrayValue(const Value& value);
  bool isMultineArray(const Value& value);
  void pushValue(const std::string& value);
  void writeIndent();
  void writeWithIndent(const std::string& value);
  void indent();
  void unindent();
  void writeCommentBeforeValue(const Value& root);
  void writeCommentAfterValueOnSameLine(const Value& root);
  bool hasCommentForValue(const Value& value);
  static std::string normalizeEOL(const std::string& text);

  typedef std::vector<std::string> ChildValues;

  ChildValues childValues_;
  std::string document_;
  std::string indentString_;
  int rightMargin_;
  int indentSize_;
  bool addChildValues_;
};

/** \brief Writes a Value in JSON format in a
 human friendly way,
     to a stream rather than to a string.
 *
 * The rules for line break and indent are as follow:
 * - Object value:
 *     - if empty then print {} without indent and line break
 *     - if not empty the print '{', line break & indent, print one value per
 line
 *       and then unindent and line break and print '}'.
 * - Array value:
 *     - if empty then print [] without indent and line break
 *     - if the array contains no object value, empty array or some other value
 types,
 *       and all the values fit on one lines, then print the array on a single
 line.
 *     - otherwise, it the values do not fit on one line, or the array contains
 *       object or non empty array, then print one value per line.
 *
 * If the Value have comments then they are outputed according to their
 #CommentPlacement.
 *
 * \param indentation Each level will be indented by this amount extra.
 * \sa Reader, Value, Value::setComment()
 * \deprecated Use StreamWriterBuilder.
 */
class JSON_API StyledStreamWriter {
public:
  StyledStreamWriter(std::string indentation = "\t");
  ~StyledStreamWriter() {}

public:
  /** \brief Serialize a Value in JSON format.
   * \param out Stream to write to. (Can be ostringstream, e.g.)
   * \param root Value to serialize.
   * \note There is no point in deriving from Writer, since write() should not
   * return a value.
   */
  void write(std::ostream& out, const Value& root);

private:
  void writeValue(const Value& value);
  void writeArrayValue(const Value& value);
  bool isMultineArray(const Value& value);
  void pushValue(const std::string& value);
  void writeIndent();
  void writeWithIndent(const std::string& value);
  void indent();
  void unindent();
  void writeCommentBeforeValue(const Value& root);
  void writeCommentAfterValueOnSameLine(const Value& root);
  bool hasCommentForValue(const Value& value);
  static std::string normalizeEOL(const std::string& text);

  typedef std::vector<std::string> ChildValues;

  ChildValues childValues_;
  std::ostream* document_;
  std::string indentString_;
  int rightMargin_;
  std::string indentation_;
  bool addChildValues_ : 1;
  bool indented_ : 1;
};

#if defined(JSON_HAS_INT64)
std::string JSON_API valueToString(Int value);
std::string JSON_API valueToString(UInt value);
#endif // if defined(JSON_HAS_INT64)
std::string JSON_API valueToString(LargestInt value);
std::string JSON_API valueToString(LargestUInt value);
std::string JSON_API valueToString(double value);
std::string JSON_API valueToString(bool value);
std::string JSON_API valueToQuotedString(const char* value);

/// \brief Output using the StyledStreamWriter.
/// \see Json::operator>>()
JSON_API std::ostream& operator<<(std::ostream&, const Value& root);

} // namespace Json

#if defined(JSONCPP_DISABLE_DLL_INTERFACE_WARNING)
#pragma warning(pop)
#endif // if defined(JSONCPP_DISABLE_DLL_INTERFACE_WARNING)

#endif // JSON_WRITER_H_INCLUDED

redpajama_set_name: RedPajamaGithub


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Founded Proactive Investors in 2006 as a way to channel his own views on companies listed in London and Toronto. What started as a hobby quickly turned into a full time job as the website's readership exploded over the next six months. One2One forums were added in 2006 and within two years the company had expanded its operations into Canada and Australia. Before starting Proactive, Ian spent many a year wandering the earth while investing in equities and futures, chalking up several great investment successes and failures along the way. Ian started a biology degree in Canada, hopped on a plane to Dublin half way through, and ended up finishing a business degree in England many moons later. Ian now resides in Toronto.
Investors who put their faith in Valdor Technology International's (CVE:VTI) $2 million private placement - which closed last month - have been handsomely rewarded in short order with shares in the fiber optics components specialist already up over 90 per cent from the 10 cent placement price.


text:
Companies (Consolidation) Act 1908
1908 c. 69
Part X
Repeal of Acts and...
Previous: Crossheading
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This is the original version (as it was originally enacted). This item of legislation is currently only available in its original format.
Repeal of Acts and Transitional Provisions
286Repeal of Acts and savings
(1)The Acts mentioned in the First Part of the Sixth Schedule to this Act are hereby repealed to the extent specified in the third column of that Part:
Provided that the repeal shall not affect—
(a)The incorporation of any company registered under any enactment hereby repealed ; or
(b)Table B. in the Schedule annexed to the Joint Stock Companies Act, 1856, or any part thereof, so far as the same applies to any company existing at the commencement of this Act; nor
(c)Table A. in the First Schedule annexed to the Companies Act, 1862, or any part thereof (either as originally contained in that Schedule or as altered in pursuance of section seventy-one of that Act) so far as the same applies to any company existing at, the commencement of this Act; nor
(d)The. continuance in force of the enactments set out in the Second Part of the Sixth Schedule to this Act, being the enactments continued in force by section two hundred and five of the Companies Act, 1862. (2) The mention of particular matters in this section or in any other section of this Act shall not prejudice the general application of section thirty-eight, of the Interpretation Act, 1889, with regard to the effect of repeals.
287Saving of pending proceedings for winding up
The provisions of this Act with respect to winding up shall not apply to any company of which the winding up has commenced before the commencement of this Act, but every such company shall be wound up in the same manner and with the same incidents as if this Act had not passed, and, for the purposes of the winding up, the Act or Acts under which the-winding up commenced shall be deemed to remain in full force.
288Saving of deeds
Every conveyance, mortgage, or other deed, made before the commencement of this Act in pursuance of any enactment hereby repealed, shall be of the same force as if this-Act had not passed, and for the purposes of that deed the-repealed enactment shall be deemed to remain in full force.
289Former registration offices, registers, official receivers, &c continued
(1)The offices existing at the commencement of this Act in England, Scotland, and Ireland for registration of joint stock companies shall be continued as if they had been established under this Act.
(2)Registers of companies kept in any such existing offices shall respectively be deemed part of the registers of companies to be kept under this Act. '
(3)The existing registrars, assistant registrars, officers, clerks, and servants in those offices shall during the pleasure of the Board of Trade hold the offices and receive the salaries hitherto held and received by them, but subject to any regulations of the Board of Trade with regard to the execution of their duties.
(4)The existing official receivers and officers of the Board of Trade appointed for the execution of the Companies (Winding Up) Act, 1890, shall during the pleasure of the Board of Trade hold the offices and receive the salaries or remuneration hitherto held and received by them.
(5)Persons, other than officers of the Board of Trade, performing any duties under the Companies (Winding Up) Act, 1890, and receiving therefor any salary or remuneration by the direction of the Lord Chancellor, shall during his pleasure receive the salaries or remuneration hitherto received by them.
(6)The Companies liquidation Account under this Act shall he deemed to be in continuation of the Companies Liquidation Account under the Companies (Winding Up) Act, 1890.
290Saving for existing rules of procedure, &c
Until revoked and except as varied under the powers of this Act, the general rules and orders, and scales of fees, under the Companies (Winding Up) Act, 1890, in force at the commencement of this Act, and the rules of court in force at the commencement of this Act in England, Scotland, and Ireland respectively with respect to the procedure for reduction of capital, and to winding up companies, and the practice and procedure for winding up companies in England, Scotland, and Ireland respectively in force at the commencement of this Act, shall, so far as they are not inconsistent with this Act, continue in force.
291Substitution of provisions of this Act for provisions of repealed Acts
Where any enactment repealed by this Act is mentioned or referred to in any document, that document shall be read as if the corresponding provision (if any) of this Act were therein mentioned or referred to and substituted for the repealed enactment.
292Saving for 28 & 29 Vict. c. 78. s. 3
Nothing in this Act shall affect the power of a company to alter its memorandum under the provisions of section three of the Mortgage Debenture Act, 1865.
293Saving for Life Assurance Companies Acts
Nothing in this Act shall affect the provisions of the Life Assurance Companies Acts, 1870 to 1872, except that references in those Acts to any provision of the Companies Act, 1862, shall be read as references to the corresponding provision of this Act.
Nothing in this Act shall affect the provisions of section five of the Trade Union Act, 1871, except that the reference in that section to the Companies Acts, 1862 and 1867, shall be read as a reference to this Act.
295Short title
This Act may be cited as the Companies (Consolidation) Act, 1908.
296Commencement of Act
This Act shall come into operation on the first day of April nineteen hundred and nine.
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I have a light object and I set its parameters using its BaseContainer*, which I access via GetDataInstance.
For example, I use SetInt32 to set its LIGHT_TYPE parameter.
I have applied a TagData plugin on this Light object, which has the Execute method implemented.
In Execute() method, I check the LIGHT_TYPE parameter and its BaseContainer has different value than light_object.GetParameter(...). The BaseContainer has the correct value.
Why is this happening ? Shouldn't GetParameter return the same value as the one stored in object's data BaseContainer ?
maybe look at it the other way round.
The point is no entity inside of Cinema 4D is forced to store its data inside of a BaseContainer. Or, if needed, every entity may do additional steps, whenever a certain parameter gets changed or is read. In order to do so, one can override SetDParameter() and/or GetDParameter(). And this is also the reason, it is recommended to access parameter always with SetParameter()/GetParameter() instead of accessing the data inside of the BaseContainer directly.
In your case you may be of the opinion to read the correct value from the BaseContainer (as it seems to be the one, you wrote into it earlier), but I think, indeed GetParameter() delivers the "correct" value. And I expect everything to work fine, if you use SetParameter() and GetParameter().
Your suggestion works correctly !


Whether you have been involved in an automobile accident, slipped on a wet floor at work, or been bitten by a friend's dog, chances are you have been severely injured and will need medical attention. When situations such as these happen, you will also likely have to take time off from your job, have many medical bills start showing up in your mailbox, and possibly have to endure tremendous pain and suffering. Because of this, it's often a good idea to consider filing a personal injury claim against those who were responsible for your injuries. However, to do so and be successful in proving your case, there are many things to take into consideration when filing a personal injury case.
According to numerous personal injury attorneys, the biggest mistake most personal injury victims make is failing to collect the evidence necessary to help them prove their case. This can include taking photographs or videos of the damage to your car when an accident occurs, documenting a wet floor that caused you to fall, or having a photograph of the bites and scratches sustained from a dog attack. Whatever the case may be, having as much photographic and other evidence as possible will greatly increase your chances of having a successful personal injury case.
Since in many of these cases it often comes down to one person's word against the other person's version of events, personal injury attorneys know the importance of witness testimony. As a result, it's vital you get the names and contact information of anyone who may have witnessed your accident. Even if they think they have nothing to offer your case, the fact is even the slightest details can sometimes change the direction of your case. Therefore, get this information and give it to your attorney, who can contact the people if needed regarding your case.
Since personal injury cases can be very complex, personal injury attorneys need to have as many specifics as possible to determine how much to seek in damages. Because of this, it's crucial that you keep track of all medical bills that have been sent to you, as well as how much time you have missed from work and the ensuing wages you have lost due to your injuries. By having this information readily available for your attorney, they will be able to assess your situation, decide if you have a relevant case, and then determine the amount of monetary damages to be sought.
Along with the contact information of witnesses and copies of medical bills and other paperwork, it's important to have a sense of urgency when preparing to file a claim. Because most states have statutes of limitations regarding these cases, failing to act in a timely manner can cause you to potentially lose out on the financial compensation you deserve. So rather than let those who were negligent get by unscathed, make sure to speak with an experienced and knowledgeable personal injury attorney as soon as possible after your accident.
Along with your medical bills, be sure to have copies of your medical records to show your attorney. By doing so, your attorney can examine the records and also have them looked at by independent medical experts, who may in fact be called upon to testify on your behalf as expert witnesses. By having these records readily available, your attorney can begin the process of building what will hopefully be a winning case.
No matter what type of injury you sustained, having a free consultation with an experienced lawyer can make all the difference. By working with a lawyer who is determined to see justice served, you will be well on your way to gaining the compensation you deserve.


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text:
Makini Howell is a vegan chef and restaurateur in Seattle, Washington. Her flagship restaurant, Plum Bistro, is a vegan fine-dining restaurant in Seattle's Capitol Hill neighborhood.

History
Howell was raised vegan. Her parents have since the 1990s owned vegan sandwich shops and sold vegan sandwiches through co-ops in the region, and Howell grew up working in her family's sandwich shops.

Howell worked in New York City as a graphic designer and a clothing designer, including for Jay-Z's Rocawear, then moved back to the Northwest to pursue a renewed interest in the culinary world.

She opened Plum Bistro in 2009. In 2013 Howell published Plum. In 2014 she appeared on the Queen Latifah Show. In 2015 Stevie Wonder hired her as personal chef during his yearlong, 44-city Songs In The Key Of Life tour. In addition to Plum Bistro, Howell also operates a catering company, food truck Plum Burgers, casual eatery Plum Pantry in Seattle Center's Armory, and dessert shop Sugar Plum. According to vegan lifestyle magazine Laika, Plum Burgers, which launched in 2013, was the first vegan burger food truck in the United States.

Howell supported Seattle's 2012 required paid sick leave law and 2015 $15 minimum wage hike. She spoke at the 2014 White House Summit on Working Families about her support of the minimum wage increase.

Reception
In 2019 Julia Moskin and John Eligon, writing in the New York Times, named her to their list of "16 Black Chefs Changing Food in America". In 2017 Tasting Table named Plum Bistro one of the eight best vegan restaurants in the U.S and called them "the OG of Pacific Northwestern vegan dining." James Beard award-winning food writer Karen Page featured Howell in her Kitchen Creativity (2017).

Page and fellow Beard winner Andrew Dornenburg featured Howell in their Vegetarian Flavor Bible (2014).

Selected publications

Plum: Gratifying Vegan Dishes from Seattle's Plum Bistro (2013)

See also
List of vegetarian restaurants
List of vegans

References

21st-century African-American people
21st-century African-American women
African-American chefs
American veganism activists
American women chefs
Chefs of vegan cuisine
Living people
People from Seattle
Vegan cookbook writers
Year of birth missing (living people)

redpajama_set_name: RedPajamaWikipedia


St Mary-le-Moor is a small church with a small, but loyal congregation. We are part of the Church of England and follow the traditions of this church, using for a large part the language, hymns and rituals of the church as adopted and developed locally. We also aim to offer, through our services and through our church and churchyard, a place and a pattern of worship which will appeal to people from all backgrounds and all beliefs (or none). We hope that you will be able to understand the language of our services without confusion or misunderstanding and we intend to make every effort to ensure that this is so.
The Church is always open in daylight hours, and there is a place at the back of the church where you may wish to sit, light a candle and reflect or pray. There are a number of church books which visitors are welcome to read .Our lovely churchyard is a place where people are always welcome to sit and reflect as well as tending the graves of loved ones.


text:
Home Resorts DUP's Ian Paisley luxury holiday 'paid for by Maldives government minister'
DUP's Ian Paisley luxury holiday 'paid for by Maldives government minister'
The latest headlines in your inbox
A Maldivian government minister is alleged to have paid for a luxury holiday taken by Ian Paisley and his family.
Last December BBC Spotlight raised queries over who paid for a luxury holiday the DUP MP and his family took to the Coco Bodu Hithi resort in the nation in 2016.
Mr Paisley said then that he paid for part of the holiday and the rest was paid for by a friend.
He did not reveal the person's identity, but added that the friend was unconnected with his work and has received no benefit as a result of his work.
On Tuesday night, a follow-up BBC Spotlight programme, Paisley In Paradise Revisited, reported that the friend was Dr Mohamed Shainee, who at the time of Mr Paisley's trip to Coco Bodu Hithi was the Maldives Fisheries and Agriculture Minister.
Dr Shainee told the programme he did not pay for the trip.
However the programme reported that in a statement, Sunland Hotels which owns the resort, told them: "In 2016, Mohamed Shainee requested Sunland Hotels co-owner Hussain Hilmy for a rate at one of the company's resorts … Shainee settled the payment for Ian Paisley's stay at the head office".
Barrister Gavin Millar QC told Spotlight: "If it's correct, in light of everything we know about his dealings with the government, that a government minister negotiated a rate at this holiday resort for Mr Paisley and his family and then subsequently paid the bill for the accommodation, that is unquestionably an example of a gift which would generate the obligation to register it and tell the public about it.
Political podcast Brexitcast to become weekly show on BBC One
"He has to produce some tangible evidence to show that what you've found is not correct and the government minister didn't pay for it."
BBC Spotlight also raised questions about other visits it reported that Mr Paisley made to the Maldives.
One of these trips, in February 2016 with the All-Party British-Maldives Parliamentary Group, was registered with the House of Commons Register of Interests.
But the other two trips – one to Kandolhu resort with his family in April 2014 and a two-night stay in January 2016 at Paradise Island resort – were not declared.
The trips would only require to be declared if they were gifted to the MP.
Spotlight reported that a source told them the trip to Kandolhu was complimentary.
Mr Paisley did not respond to BBC Spotlight over these questions, and did not respond when approached by Press Association.
Spotlight also approached the DUP over whether an announced investigation into Mr Paisley's visit to the Coco Bodu Hithi resort had reached a conclusion.
A DUP spokesman said: "Discipline is an internal party matter. We do not give a running commentary. All members are treated fairly and have a right to due process."
Mr Paisley was suspended from the House of Commons in 2018 for 30 days for "serious misconduct" for failing to declare two family holidays to Sri Lanka in 2013.
He referred himself to the Parliamentary Commissioner for Standards.
The Commissioner, Kathryn Stone, found that Mr Paisley had failed to properly declare two holidays and engaged in paid advocacy for the Sri Lankan government.
No-one is a winner in Britain's battle of the political bubbles
Parliament suspended Mr Paisley from the House of Commons for 30 days over the matter.
However, a petition to trigger a by-election in his North Antrim constituency fell short by 444 votes.
On his return to the House of Commons following his suspension, he said: "A smaller man than me would have crumbled."
Mr Paisley is the son of veteran politician Ian Paisley, who was one of the founders of the DUP, and held the North Antrim Westminster seat since 1970.
A DUP spokesman said: "We note the serious issues raised in the programme. The Party Officers will consider these matters within the context of our disciplinary process and any other relevant authority.
"Ian Paisley MP was suspended from the Party for 57 days. He was readmitted to membership, with conditions. Amongst other sanctions, was a ban on holding office in the party for 12 months. That ban is still in place.
"We require high standards from our elected representatives. Discipline is an internal party matter. We do not give a running commentary."
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As we are fast approaching the Christmas period we would like to remind all of our customer to please place any orders before Wednesday 12th December that are required Pre-Christmas.
The Mill will be closing from Friday 21st December 2018 & re-open on Wednesday 2nd January 2018.
We would like to wish all our Customers a Merry Christmas and a Prosperous New Year.


text:
Q: How to show "Why did this render" In React Dev Tools Profiler I am reading this article about profiling React applications: Optimize slow React components and in the Profiler you can see "Why did this render" in the tooltip and sidebar:

Where as in my profiler there is no such information. I am using the latest version of React Native Debugger:

How can I see / display this information?

A: There is a setting for that, which is disabled by default apparantly:

redpajama_set_name: RedPajamaStackExchange


This JPX - Jet Protector Set, consisting of shoulder holster with cartridge holder, the JPX and an additional cartridge, was put together by us for you, in order to enable the greatest possible personal protection against attacks, e.g. from aggressive dogs.
With the additional cartridge, which can be carried comfortably in the cartridge holder, the fourfold power is ready for defense. The disposable cartridge contains 2 irritant charges which can be fired one by one. When both charges are used up, the cartridge can be replaced with a new one in a flash. Thanks to a special self-cleaning system, no irritant amount remains in the chambers of the cartridge.
The pyrotechnical propellant of the JPX - Jet Protector is fired at a speed of approx. 180 m/s. Together with the proven irritant, a defense up to 7 meters is possible. The pressure of the fired OC irritant has a high stopping power. This allows attacking animals to be held at a safe distance. The irritant prevents a renewed aggression behavior effectively. So you can win distance and get help if necessary.
The Jet Protector JPX may only be purchased in Germany for the purpose of animal protection. This purpose is not subject to the provisions of the German Weapons Act, the acquisition and management are free of charge. No weapons license is required. In a self-defense situation the device may also be used against persons.


text:
'Migrant Air' To Speed Deportations
Alan Travis, Guardian (London), July 6
Britain is to take part in a plan to organise joint charter flights to deport illegal immigrants across Europe, the home secretary, Charles Clarke, confirmed yesterday.
Interior ministers from France, Germany, Italy, Spain and the UK, agreed to organise charter flights that will pick up illegal migrants in each country before flying them home.
The scheme will effectively set up a discrete charter airline, already dubbed "migrant-air", that will cut the cost of deportations and reduce the need to send those being deported back home on commercial airlines.
The scale of removals of illegal migrants in Britain needs to be stepped up sharply if the Home Office is to meet Tony Blair's target that the number of monthly total deportations exceeds the number of unfounded new asylum applications by the end of this year. In the first three months of 2005 3,000 were removed but 5,200 new unfounded asylum claims were lodged.
"Our idea is simple — we think that foreigners with no right or entitlement to be in our countries should not stay. They are in breach of our laws," said the French interior minister, Nicolas Sarkozy.
"So we have decided to combine our political and financial efforts and organise return flights for those foreigners whose residence papers are not in order."
The Italian minister, Guiseppe Pasanu, said that putting the planes into service "is a question of days". A Home Office spokesman said the practicalities of the scheme were being worked on now so that it could be implemented as quickly as possible.
In the past, joint charter flights have been organised on a "one-off basis" such as the return of Kosovans and Albanians to the Balkans in 2000 and has proved to be as much as a 10th of the cost of using scheduled airlines.
At the same time commer cial airline pilots and cabin staff have refused to fly with potentially violent or disruptive deportees on board. The situation has become so bad that only British Airways will take forced removals.
The cost of chartering a plane for a small number of migrants being deported can also prove prohibitive. Last year it cost £75,000 to hire a private jet to deport a single Algerian failed asylum seeker who was banned by commercial airlines.
The Home Office also faces the problem that Britain does not have direct air links to countries such as Somalia and could benefit from joint charter flights with countries which have better relationships with the destinations.
The group of interior ministers, known as the G5, meeting in Evian, France, yesterday also backed British suggestions to extend the network of immigration airline liaison officers to prevent passengers travelling without proper documents and passport copying measures by check-in staff to counter illegal entrants destroying their papers.
Mr Clarke said after the meeting: "Between our five countries there is a real determination to demonstrate to citizens that we can work together so that international action is always more effective."
Meanwhile, a critical report published today shows that slack and inadequate practices are still a feature in Britain's immigration removal centres.
The chief inspector of prisons, Anne Owers, says there is recent evidence of abuse of those facing removal while under escort and at the point of deportation.
She says that when those involved in such incidents are returned to the detention centre after the removal has failed to take place, they are not being medically examined to see if they have been injured. She also says reception procedures are very poor, with detainees having to wait for hours in vans outside the centres where they are held before removal.
< Congolese Bites His Way Out Of Deportation
Activist Feels A Calling to Oppose Illegal Immigration >


text:
Hans-Mill Corporation
Hans-Mill's new 121,000 square foot facility anticipates creating more than 50 local jobs as part of Walmart's 10-year commitment to buy an additional $250 billion in products supporting American jobs. The factory will use state-of-the-art automated assembly equipment and, in the beginning, produce stainless steel, pedal trash cans. This equipment, developed by a consortium of international equipment makers, is believed to be the first of its kind in this industry.
"Our economy continues to gain significant momentum with new jobs and opportunities coming to our city," said Mayor Lenny Curry. "Jacksonville's growing manufacturing industry is attracting international companies like Hans-Mill Corporation that are adding even more opportunities for families in our community. With the opening of this new facility, we are increasing Jacksonville's growing reputation as a hub for international business."
Based on data from Boston Consulting Group, it's estimated that 1 million new U.S. jobs will be created through Walmart's initiative, including direct manufacturing job growth of approximately 250,000, and indirect job growth of approximately 750,000 in the support and service sectors.
"Our customers have told us that second to price, where products are made influences their purchase decisions," said Cindi Marsiglio, vice president, U.S. manufacturing, Walmart. "We are focused on buying great quality products that create jobs in communities across the U.S. It makes sense for our customers, our communities and our company."
As part of the Jacksonville investment, HMC is also setting up a full injection molding operation to produce plastic bulk storage containers for consumer use. The items being produced at HMC's factory are very large, so freight costs were a key factor in evaluating this investment.
"Walmart has made a significant impact on our company, our employees, and our community," said James Han, President and CEO of Hans-Mill Corp. "We're excited for today's grand opening and the opportunity to bring new jobs and manufacturing to Jacksonville."


text:
Our Work: The Wilmore
The Wilmore
Type:Mixed-Use
Size:75 units
5,677 square feet of retail
Completion Date:February 2016
Location:North Portland, OR
The Wilmore is a new construction 75 unit, mixed-use development in the North Williams District. The development is located at the Northwest corner of N. Williams Avenue and N. Skidmore Street. Sitting atop 6,300 square feet of retail space and enclosed parking, the Wilmore features an impressive 3,500 square foot rooftop terrace.
The City of Portland granted The Wilmore a 10-year MULTE tax exemption. 20% of the Wilmore's apartments will be set aside for tenants earning 60% of median income and all of the apartments will have increased accessibility for people with disabilities.
View The Wilmore website for more information.
The Marathon family of companies is full-service real estate company that develops, constructs, manages, and owns multifamily communities in the greater Portland/Vancouver area. Learn more…
Marathon Acquisition & Development
30050 SW Town Center Loop West, Ste. 200
© 2021 Marathon Acquisition & Development, Inc., all rights reserved.