One of the delights of this dish is you can prepare it in advance so that your dinner looks as if you have prepared it with the skill of a French cook. We picked it as our top dish for a perfect Valentines Day idea because it is delicious and easy. It also works for supper parties and will make you the perfect hostess.
The following recipe for beef bourguignon will make enough to serve 4 to 5 people dependent upon appetite.
This is an ideal recipe to prepare in advance to Valentine's Day, the day before or if you have a freezer save the dish in two servings as it freezes really well. On the day you can also put it in the oven until you are ready to serve it- not too high and watch it doesn't dry out, so don't put the ready prepared meal in the oven hours before your guest is due to arrive.
Cube the meat and place in a bowl with the wine, bay leaves and thyme. Mix and cover to allow to marinade to soak in overnight. Place in the fridge.
Drain off the red wine into another bowl using a sieve or colander. Keep the wine for later.
In small batches, brown all sides of the cubed steak and once done, place in the casserole dish.
Once the frying pan is empty, pour in a little of the kept wine and use to bubble off any meat juices that have stuck to the bottom of the frying pan. Pour this into the casserole dish with the meat.
Also place any residual bits from the overnight bowl (tiny little pieces of meat, bay leaves, thyme and residual wine) into the casserole dish.
Chop the onion and carrots into chunks and fry in the pan until they start to colour then add to the casserole dish.
With the frying pan off the heat, add the tomato puree and the flour and mix into a paste with a splash or two of red wine to make a fairly runny mixture.
Place the frying pan back on the heat and stir continuously whilst the flour cooks. As the flour cooks it will start to thicken, so keep stirring to remove any lumps from the mixture. You can add little more wine as it cooks to keep it from getting too thick. The desired result will have a thickness similar to custard.
Add the cooked flour mixture to the casserole dish as well as the red wine kept from earlier.
Mix well, cover with the lid and place the casserole dish into the preheated oven to cook for 2 ½ hours.
Just before the end of this cooking time, place the bacon bits into a frying pan and brown (optional).
Add in the baby shallots and baby button mushrooms (whole or at most cut in two) to the pan and sauté until they start to soften. Dependent upon how fatty the bacon was, add a little oil or butter during frying if needed. (Keep 12 and 13 to one side).
At the end of the 2 ½ hour cooking time add the bacon, shallots and mushrooms from the pan to the casserole dish.
Mix and cook in the oven at the same temperature for a further 45minutes.
We suggest serving this delicious recipe for beef bourguignon with a new potatoes and tender stem broccoli.
Remember that any leftover beef bourguignon will keep well in the fridge to have later in the week, or you can freeze to enjoy at a later date.


Nathan: What was the hardest part about writing the book? What was the hardest part of the book to write?
Jeremy: Mm. Believing in it. I struggled a lot with that. Kind of an ongoing fight with myself throughout the process. Believing that I could accomplish it, that I could render the story. That I had the technical ability, but moreso this idea of "talent". Part of the work of writing a book, at least for me, was very indirect. Seeking out sources of inspiration and support; like, I wouldn't just watch any movie, or read just any book. The things I took in were tailored, curated kind of, I mean I was conscious about seeking out material that would help me, in this very specific process I was engaged with. I remember reading Crime and Punishment, which is like, a universally recognized "great book", a work of art. And there was this point, some passage, where I was reading and I realized that the passage was just a bridge, to get from one important part of the story to the next. And I realized that it was imperfect, and I could picture Dostoevsky writing it, just essentially nailing some boards together, to cross over some impediment. That was a real light-bulb moment for me, about how worrying about whether you're talented or not is not the right question, that it's just a matter of doing the work, of the grind of it. Sitting down and staring at the page for an hour and nothing comes out.
And then believing that it was worthwhile. Writing a book is a fairly egotistical enterprise, in general. It's saying, essentially, "Hey, listen to me, spend a bunch of time being quiet, and just listening to what I have to say." So on top of that, here I am also writing a book about my own life, saying: listen to me talk about my own life. Solipsism. That was a big struggle for me, the question of whether I was just writing a book because I was really self-absorbed, or because I'd been a living component of what had just happened to be a great story. Whether I was employing my gifts, or just squandering them. And the way that I solved that was by writing myself--not the historical version of myself, but me as an author--into the narrative. Making that struggle a part of the story. Which is a fairly universal thing that most people go through, I suppose, the struggle to believe that your voice is valid, is important.
The hardest part of the book to write? Well, the first thing that comes to mind is the reveal of Isobel's backstory. Partly because that happens in one of the "journal" sections, where the protagonist is reading from that journal he finds. Those sections are actually taken from an earlier, abortive attempt to write this book, that I undertook several years ago, and as such they were difficult to edit. Because it's such a different writing style, but also a very specific voice, and so I had to edit it--to make the writing better, to integrate it into the book--but without losing that particular voice, and that was a difficult technical problem. But also that part was hard to write because it's such a concentrated node of darkness. Emotionally exhausting, to be in there working, to be inside that space for an extended time period. But the hardest part overall, in terms of sheer expenditure of energy, was the construction of Part IV, the last part. Because it's the part where there's no more contact with "reality", where the story finally drops, fully, the constraint of those physical laws. It sounds counter-intuitive, but it took a lot of work to give myself that freedom. To get to the point where I felt like I'd exhausted all other possible avenues, and determined this was in fact where the story needed to go. The key was a reconstruction of the central image, something that came to me, and I sat with for awhile before pulling the trigger on it. In the earlier drafts he enters a kind of dark castle sort of thing, but now it's just a black box. Just an enormous black cube of stone. Which is a pretty clear symbol, I think; and for me it was like, all right, no more rules, anything can happen in here now.


Recording process information in oilfield operations can be extremely difficult. Furthermore, documenting everything on paper and storing it in files has become unworkable and unnecessary. While these tasks were traditionally done on paper, the scale and complexity of operations today make it almost impossible. Instead, firms are moving to automate process control documentation. This shift helps to reduces cost, increase efficiency, and improves organization and retrieval.
Documenting customer and regulatory mandated process information is one of the more tedious components of oilfield operations. Managers want to focus on increasing efficiency and productivity. They want to produce more volume for the same amount of labor and energy input. In contrast, process control documentation is mostly focused on recording past actions and complying with regulation. For that reason, automating the documentation process continues to grow in popularity.
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City ditty, scammage and camouflage.
May have to do a bit more to it - wanted the dark at the top to be water with a boat in it, but it could look like sky with a moon in it. Will decide which I prefer...or may leave it ambiguous!
I had an interesting email from a chap in Prague wanting to buy three paintings...although he said I'd have to use a specific carrier to transport them - ASSESS AIR LOGISTIC. I looked them up (it seemed suspicious) and discovered it is a scam. Unsuspecting people take "his" credit card details and ship the goods, then discover the credit card is fake.
Too bad the internet is a new way for people to steal from other people, although it also provides ways of checking up. I prefer to trust, but at the same time do my homework.
A recent "Watch this space..." part of my exhibition hanging currently in Gordon.
Windy August - will toast my toes by the fire tonight.


Snagged yourself a brand-new iPhone 5c or 5s?
Should Apple ban in-app review reminders from the App Store?
2013 was the year of the iPhone 5c and 5s. Will 2014 bring the iPhone 6?
The 5 best iPhone alternatives: what's the best smartphone for you?


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Jungle Brothers 'Done by the Forces of Nature' 30th Anniversary
Release date: 7th November 1989
Label: Warner Bros.
Producers: Jungle Brothers, Kool DJ red Alert
"Done by the Forces of Nature is the second studio album by American hip hop group Jungle Brothers, released on November 7, 1989 by Warner Bros. Records. Recording sessions for the album took place in 1989 at Calliope Studios in New York City, and production was handled by the Jungle Brothers. It was mixed at Apollo Studios by Kool DJ Red Alert and the Jungle Brothers. The album's title may refer to a line from the Bhagavad Gita, a Hindu scripture, wherein Krishna says, "Those who are deluded by the illusive power (Maya) of Nature become attached to the work done by the forces of nature".
Done by the Forces of Nature peaked at number 46 on Billboard's Top R&B/Hip-Hop Albums chart. It also received rave reviews from music critics who praised its Afrocentric themes, clever lyrics, house-influenced production, and eclectic sampling of music genres such as jazz, R&B, funk, and African music. Done by the Forces of Nature has been considered a golden age hip hop classic, as well as one of the greatest and influential hip hop albums of all time. In 1998, The Source magazine selected the album as one of its 100 Best Rap Albums."
- The album comes in at #3 on Ego Trip's Top 25 Rap Albums of 1989.
- The track 'U Make Me Sweat' and 'Feelin' Alright' appear on our Classic Material 1989 mixtape.
Listen: Youtube / Spotify

redpajama_set_name: RedPajamaCommonCrawl


I've bought some capital drilling this morning after Centamin CEY suspended operatinos in Egypt. CAPD do provide services to CEY but they also have many other customers. The drop of 40% seems well overdone. Admittedly this is only a quick glance but the company seems profitable, has varied customers and i expect some sot of share price recovery sooner rather than later. Additionally we do not know the cost, if any from suspended work for CEY in Egypt. My guess would be that CEY will still have to pay some sort of fees to CAPD.


A bond of love unites a family throughout generations in this companion to the beloved and bestselling classic The Keeping Quilt.
When Anna's family leaves Russia for America, they bring the tea set and its blessings. A source of heritage and security, the tea set helps Anna's family make friends and find better lives in America. A cup from the tea set—The Blessing Cup—became an anchor of family history, and it remains a symbol of lasting love more than a century later.
This tender tribute to the importance of loving lineage is a prequel and companion to the perennial bestseller The Keeping Quilt and is told and illustrated with authenticity and tremendous heart.


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As the symbol of Chinese nation, dragon represents authority and good fortune. It has the fifth position among the Chinese zodiac animals. People born in the year of the Dragon are powerful, kind-hearted, successful, innovative, brave, healthy courageous and enterprising. However, they tend to be conceited, scrutinizing, tactless, quick-tempered and over-confident.
You are mainly lucky this week. In terms of career, you may meet some difficulties in work. In dealing with things, you need more ambitions and patience. You'd better make good use of the power of cooperation. The team is stronger than one person. You can overcome your own deficiencies and realize self-worth through team work. In terms of wealth, this week's spending is large, whether it is from social gatherings or family expenses, it makes you a little breathless. Fortunately, when the weekend is over, your investment income will ease some pressure. You will also get some satisfactory rewards from work. In terms of love, you singles may meet a person who deserves to love; you who have a partner is easy to have cold war with your lover for some trivial things. In fact, as long as you comminicate well, you can avoid it.
Since Dragon and Dog conflict with each other, people under the Dragon sign will conflict with Tai Sui in 2018, year of the Dog. What's more, five inauspicious stars eye on you while the auspicious stars are very few, so your luck will be seriously tested and you will experience ups and downs in all aspects.
Dragon's fortune is mainly good in 2019. The auspicious stars will help you turn calamities into blessings and make you have good assistants in work. You may show up prominently in your field in the year. However, you need to watch your finance and take good care of yourself.
Click the following links to get personalities and horoscope for the five types of Dragon.
Among all the twelve Chinese zodiac signs, dragon is the only fictitious and deified animal that doesn't exist in the world. It is one of the four most revered animals of ancient China (they other three are phoenix, tortoise and kylin). The dragon images now we see are just from people's imagination. Because of this, the people born in the year of the dragon are usually dreamers fond of imagining. This gives others an unreal sense about them. To mention about their work, they can work hard at the beginning but usually give up once encounter difficulties. The permanent jobs with fixed salary are not fit for them. Those need more imagination like interior designers, architects, artists or cultural workers are suitable for them. The dragon women usually are typical modern occupation female paying much attention to their work while neglecting marriage. In general, the people under the dragon sign are mostly marry at a mature age as concentrating too much on their career.
→ Please click for more about Dragon Personality Traits.
Following are the compatibility chart of the Dragon with other signs. → more about Dragon Compatibility.
Choose a Chinese Zodiac lucky charm bracelet for dragon to help you improve luck and exorcise evil spirits in daily life.
Best Birth Time:The birth time of people plays a very important role in terms of whether the destiny is auspicious or not. People under the Dragon sign born in different time periods will have different characters and fate. Those who were born and will be born between 11:00PM - 01:00AM and 07:00AM - 09:00AM are the most auspicious.
Best Birth Dates:The Dragon people born in the 1st, 3rd, 9th, 12th, 13th, 16th, 21st, 22nd, 24th, 25th, 28th or the 30th day in Chinese lunar calendar are usually blessed with good luck and fortune during the whole life.
Best Birth Months: The Dragon people born in February, March, April, July or August are usually lucky and fortunate.
February: The Dragon people born in February could have a prosperous fortune and great success in career. Owning a great power and high position, they are well-respected by people.
March: Blessed with great talent, the Dragons born in March are usually put in an important position in work. Also, they are strong-willed and perseverant. Most of them could achieve a high official position.
April: Full of vigor, wise and highly regarded by others, the Dragon people with the birth month of April are winners both in fame and profit.
July: Blessed with extraordinary talent and courage, the Dragons born in July could get success in every aspect. They could keep good health and are regarded venerable.
August: The dragons with the birth month of August are always outstanding figures. They are also popular among friends and enjoy a free life by traveling around the world.
The Dragon people are not fit to those manual and mechanical jobs. They should choose those works from which they could display their creative and thinking talents well. Therefore, working as an office man is not fit to a Dragon. Suitable jobs for them include statesmen, conductors, artists, critics, sportsmen and explorers.
When selecting a Chinese name for the people born in the year of Dragon, there are some dos and don'ts you need to know which are based on the characters of the Dragon, zodiac compatibility and Chinese five element theories. Let's take a look at what are good and auspicious names for the male and female Dragons.


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text:
People Who Need to Shut Up 2
Everything was set up perfectly for the guy. He was a Washington outsider in a year when Americans were sick of politicians. He came from a poor family and is a self made millionaire. He was seeking the GOP presidential nomination in a year when the candidate pool resembled the cast from Survivor. He had the support of the powerful Tea Party, and he had the opportunity to take the black vote away from Barack Obama. It all came to pieces when he kept talking instead of trying to act just a bit political. When all the sexual assault allegations first began swirling he should have shut up, conferred with his campaign strategists, sought advice from his legal team, and then gave a measured, thoughtful response. Instead he shot from the hip again and contradicted himself about the situations. The public now perceives him as a liar, and all of his warts about not understanding foreign affairs, saying, "I was just joking," and using tax payer money for secret service protection has completed submarined a campaign that was going full steam ahead.
Pointing to all the people who aren't going to vote for him anymore.
When I write a People Who Need to Burn in Hell article Sandusky will be in that one also. This sick, pompous, asshole had the nerve to do an interview with Bob Costas while being investigated on 40 counts of child molestation. He and his lawyer Joe Amendola need to shut up and wait to defend themselves during court proceedings. Of course Sandusky is legally innocent until proven guilty, he didn't help himself by taking literally 16 seconds to answer when Costas asked him if he were sexually attracted to young boys. Here is the transcript from the exchange:
BOB COSTAS:
Are you sexually attracted to young boys, to underage boys?
JERRY SANDUSKY:
Am I sexually attracted to underage boys?
Sexually attracted, you know, I — I enjoy young people. I — I love to be around them. I — I — but no I'm not sexually attracted to young boys.
Not only did Sandusky sound like someone who is guilty, he also admitted to horse playing in the shower with underage boys. Does he not know that anything he says or does can be used against him in a court of law? In retrospect I hope he keeps talking. The more he blabs, the more evidence the jury will have to send this monster behind bars forever. In addition, Mr. graduate assistant Mike McQueary needs to stop sending emails that he secretly wants to be leaked to the press. He says he stopped the rape, but not physically? What does that even mean? McQueary also said in the email that he alerted local police. That sounds great, except that the police department reported that they have had no correspondence from McQueary. It would be best for all of these idiots in the Penn State circus would shut up and let their high priced attorneys do the talking in the court room.
This is the definition of a buffet for this sick freak.
In an effort to not be too cliché, I will only mention the caddy credo one time: show up, keep up, and shut up. Williams has the first two down pat, but he just can't seem to conquer the last one. When he had diarrhea of the mouth shortly after getting fired by Tiger Woods everyone understood his frustration. Woods is somewhat of a shady guy, so the emotional response was accepted. Unfortunately Williams couldn't stay away from the cameras, and completely overshadowed a great win by the actual guy he's carrying the bag for. I find it hilarious that Williams gets significantly more press than the stud golfer he works for, Adam Scott. It's also quite comical that Williams can't realize that he has lived a charmed life. He worked for one of the greatest golfers of all time for over a decade, and thanks to Tiger, Williams is a millionaire. Should he be this upset, or could he actually be thankful for his great fortune. Maybe he thinks he's the reason Woods had such success? At any rate, Williams put his foot in his mouth again when he made a pejorative comment about Woods that had possibly racially insensitive undertones. Yes it has a closed door event, and yes the whole night was built on comedy, but some weapons are better left in the holster. If Scott didn't have such a calm, casual temperament Williams would be unemployed just like the 9% of Americans and roughly 6.6% of new Zealanders (Williams birth place).
From sharing tears together to sharing endless low-brow barbs
The super promoter for Manny Pacquiao finally has been put in his place. Initially it appeared like Floyd Mayweather and his camp were ducking an epic showdown with Pacquio, but now the tables have been turned. Pacquiao was awarded a very controversial decision against Juan Manuel Marquez, and has lost a bit of his luster. Although everyone is still dying to see a Mayweather vs. Pacquiao battle, Arum announces that he is looking to secure another fight for Pacman against Marquez. Are you serious?! For years Arum wouldn't stop yapping his gums about how Floyd was afraid of Manny and that Manny would fight would fight Floyd anywhere, anytime, at any weight. Apparently that's all changed now, and Arum sounds like a complete dumbass and coward. It would be best if he stops making cryptic remarks through the media and either negotiates a fight with Mayweather, or plain and simply goes away. You can't be the one who calls out the other guy for being a chicken just to pull the same stunts.
Arum's cash cow is running out of his golden milk
BCS Proponents
Seriously, anyone who still thinks this system is legitimate and good for the game needs their head examined. As it stands now LSU and Alabama will have a rematch at a neutral site of a game that Alabama previously lost at home. How is this even remotely fair to LSU? Furthermore, how is this fair to the other 5 one loss teams? I'm not even going to discuss unbeaten Houston, only because their strength of schedule is a joke. All the people who say that every week is a playoff need to shut up and stop using students-athletes as pawns to amass large amounts of wealth. If all the games are considered a playoff, why does Alabama get preference? Moreover, if LSU just so happens to lose to Arkansas on Black Friday, things get even more confusing. Arkansas' one loss is to Alabama, so they currently have no claim above Alabama to the #2 position. If Arkansas beats LSU, then shouldn't LSU stay above Alabama since they defeated them earlier this month in Tuscaloosa? All of this tomfoolery would be avoided if the idiots who keep trying to stick the BCS down our throats would shut up and do what's fair … develop a playoff system.
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ON THE NORTHERN RAILWAY OF FRANCE through coaches for the "Rome Express" are run from Calais to the Gare du Nord at Paris. From that station the coaches are worked round on the Paris Ceinture Line to the Gare de Lyon, the PLM terminus, where the main portion of the "Rome Express" begins its journey. The picture shows a luxury train of earlier years passing over the Nord line.
The title of the "Rome Express" recalls to mind the old proverb: "All roads lead to Rome". Two thousand years ago Rome was the centre of the world's land transport system, for it was the capital city of the only people who knew how to build a really good road. To-day, even though the "Eternal City" is no longer a world transport centre, it is a goal for passengers from all parts of the continent of Europe.
It may be thought that traffic passing into Italy from the North is destined for Italy alone on every occasion, that country being a peninsula. This is not so, however. Travellers to the Levant often go by train to Venice, Trieste, or Brindisi, continuing their journey by sea. The "Rome Express", however, is all-Italian in its destination. It is not such a veteran as its sister-train the "Orient Express", for it did not begin regular running until November 15, 1897. At first the "Rome Express" ran only during the winter months, and then but once a week, the Italian summer climate not being agreeable to the majority of Northern Europeans, for whom the train was mainly operated. At the end of the last century, therefore, the rich man or woman who always wintered in Italy, after braving the accommodation offered by the London, Chatham and Dover Railway and the contemporary cross-Channel steamer, would find a truly gorgeous train awaiting him on the quay at Calais.
Those old International Sleeping Cars were rather too gorgeous. They annoyed the late Mr. Arnold Bennett so much that he said they were not half as spacious and comfortable as an ordinary first-class carriage running on an English main-line railway. Yet most people who travelled on this train were thrilled by their journey through France and Italy.
At the time of its inauguration, the "Rome Express" left Calais at 12.49 mid-day and arrived at Rome at 10.25 on the evening of the following day. In view of the general operating conditions of the period, especially in Italy, this was remarkably good running. The cars contained four berths in each compartment, and in this way were little superior to the original rolling-stock on the "Orient Express". Gas lighting and steam heating were incorporated. The exterior of the old train was handsome enough, though some of the old-fashioned Continental locomotives which hauled it at that time were of rather alarming appearance. The four-berths compartments gave way to the double berth type in 1901, and single-berth compartments, generally similar to those on British trains, but convertible for day use, appeared in 1923.
During the war of 1914-18, although so-called "express" trains still connected Paris with Rome, the famous train was suspended. The Calais-Paris section of the route was close to the area of hostilities, while the long single-track sections across the Alps to Italy were congested with troop trains maintaining communication with the southern port of Taranto. On these through troop trains might occasionally be found rolling stock belonging to the former Midland and London and South-Western Railways of England.
NINE HUNDRED MILES are covered between Paris and Rome by the "Rome Express" on the this route in under twenty-two hours. The train began regular service in 1897.
After the war the "Rome Express" began to make several ambitious extensions. It was one of the first of the great trans-European trains to recommence running. Though it took over thirty hours to cover the ground between Paris and Rome, which was considerably slower running than that set by the pre-war standard, it carried, in 1920, a through coach to Taranto, which in 1921 ran on to Brindisi. In the latter year, too, a car was run through to Naples. In 1924 through coaches from the Channel coast - at Boulogne this time - ran to Florence and Rome.
In 1930 even Palermo, in Sicily, was brought into the range of the through coaches from Boulogne on four days a week. At the present time, in the same way as the "Orient Express" and its even closer relation the "Berlin-Rome Express", the "Rome Express" is notable also in another way. For a considerable part of its journey electricity is the motive power. That, however, will be mentioned more fully later on. To-day, also, the train is no longer as exclusive as it was, for it carries first-and second-class passengers.
Passengers from London leave Victoria at 11 am. The Southern Railway's boat express is primarily part of the "Golden Arrow" service between London and Paris, described in the chapter beginning on page 232. The connecting boat from Dover arrives at Calais at 2.50 pm. As with the "Orient Express", we shall perhaps see at Calais only two sleeping cars attached to an ordinary Northern Railway of France boat train, which follows the route of the "Golden Arrow" through Boulogne, Abbeville, and Amiens to the Gare du Nord in Paris. Thence the through sleeping cars are worked round the Paris Ceinture or "Belt" Railway to the PLM Terminus of the Gare de Lyon.
But that charming character probably went third class, and at the moment we are concerned with the "Rome Express", which could not have catered for him. At the Gare de Lyon the rest of the train, consisting of long sleeping cars, a dining car, and two luggage vans, one containing a bathroom, will be found waiting at one of the departure platforms. All the cars are beautifully fitted and most comfortable.
As we rumble out to the south at twenty minutes past eight, an excellent French dinner is announced from the restaurant car. A night train getting into its stride is one of the best places in the world in which to enjoy a good dinner, and by the time the meal is over the "Rome Express" is well away from the neighbourhood of the French capital, hurrying through the darkness of Central France. There is nothing to do but read, relax and digest the meal until the berths are made up for the night. Although the PLM has recently introduced some fast timings on its lines, the "Rome Express" is not particularly speedy. It progresses southwards through France at a long, easy swing, and reaches Dijon, 195 miles, twenty-two minutes after midnight, with one stop, at Laroche. From Paris to Laroche, ninety-six miles away, a "Pacific" locomotive is used. Over the next stage, to Dijon, in view of the long climb to Blaisy-Bas Summit, a powerful 4-8-2 will probably be substituted. Haulage between Dijon and Chambery may be entrusted to a 4-8-2, 4-6-2, or 2-8-2 locomotive.
8.20 pm. The first stop is at Laroche, ninety-six miles distant.
All is quiet on the cars as the train rolls out of Dijon, and bears away from the main line to Marseilles in a curve to east-wards. It is still dark when, at 3.49 am, the train draws up at its next stopping-place, Aix-les-Bains. If there is a good moon, those who may be awake can see that the line has reached the foothills of the Alps, high mountains rising on either side. Aix-les-Bains is a pleasant spot, but it is not to be recommended as a holiday resort for the young and energetically-minded. It is too full of recuperating politicians and elderly persons undergoing the cure. There are plenty of mountain resorts less sacred to companions of this nature, and one of these is Chambery, 175 miles from Dijon, where the train stops at 4.5 am.
At Chambery a change-over to electric traction is made, and we shall be far down in Italy before a familiar puffing comes once more from the head of the train. The electric locomotives of the PLM are peculiar. They collect current from a third rail at the side of the running rails while in open country, but in the stations and sidings overhead wires are provided, the loco-motives being fitted with pantograph bows as well as collector shoes. This is to render the movements of shunters and station porters in the yards and sidings less dangerous. In Italy there is a different system of electrification, and it is possible to study the two systems side by side in the station of Modane, on the Italian frontier.
A TWENTY-WHEELED ELECTRIC LOCOMOTIVE hauls the "Rome Express" on the PLM section between Chambery and Modane. In open country the electric locomotives of the PLM take current from a third rail, while in stations and sidings current is collected from overhead wires.
From Chambery onwards to Modane, through St. Jean de Maurienne, the only intermediate stop, the train passes through magnificent mountain scenery. If the passenger is travelling at the right time of year, and if the weather is fortunate, he will be treated to a sunrise effect not easily forgotten. Most of us, however, are not fond of early rising, and many sunrises come and go without being appreciated. Not infrequently it is a night train, roaring up through the morning mists, that gives the best view of the most beautiful of all natural phenomena. A fine effect, which has been lost with the coming of electric traction over the mountain section, was that made by the columns of snowy-white vapour which used to rise high into the morning air from the locomotives at either end of the train as it climbed steadily up to the Mont Cenis Tunnel. The smuts and coal-dust from those labouring engines used to be rather formidable, and settled in thick layers on the carriage window-sills. But there was nothing to beat the grandeur of the effect as the engines crept up the valley with their high smoke-plumes above them.
Modane, where we leave the PLM, is an interesting place. It might be in either France or Italy, and its name might belong to either language. It is in France, in the extreme south of the department of Savoy, through whose mountains the "Rome Express" has been passing since it left the country preceding Aix-les-Bains. Modane is a single straggling Alpine township shut in, apparently on all sides, by high mountains. The "Rome Express" reaches it at 5.45 am, roughly five hours and twenty minutes after leaving Dijon, 235 miles away. This is remarkably good running when we consider the climbing which has been done.
At Modane most trains undergo official examination by the Italian Customs officials and frontier police, but in the present instance this is carried out on the train itself. Soon we shall be familiar with the black-shirted military railway police, who are to be found on the trains, stations, and tracks all over Italy.
The train waits at Modane for half an hour, but as Italy sets her clocks by Central European time, our watches point to 7.15 (if we have put them on properly) when the "Rome Express" glides out to cross the frontier behind an electric locomotive belonging to the Italian State Railways. The Italian electric locomotives work on the three-phase system, consequently double collector bows are mounted on the cab roofs, and there are two conductor wires overhead instead of one for each track. Before the great Mont Cenis Tunnel was opened in 1871, a 3 ft 7 in gauge line, constructed on the principle invented by Mr. J. B. Fell, carried passengers, goods, and mails right over the Mont Cenis Pass, topping a summit nearly 7,000 feet above sea level. This was long before the "Rome Express" started running; but it is worth recalling. (The Fell system is described in the chapter, "Rack Rail Locomotives", which begins on page 804). On the Mont Cenis route, of course, the Fell line ceased to operate after the construction of the tunnel, but it had three years of useful life.
THE "ROME EXPRESS" is hauled over the line between Modane and Leghorn, a distance of 274 miles, by an Italian electric locomotive of this type. The locomotive is put on at Modane and hauls the express through the Mont Cenis Tunnel.
After leaving Modane, and before entering the Mont Cenis Tunnel, the line rounds a complete horse-shoe curve, rising all the way. The Mont Cenis is the oldest of the great Alpine tunnels, and we wonder at the perseverance of its builders all the more when we realize that the whole of its length of 8 miles 832 yards was bored without the aid of pneumatic rock-drills or any of the modem appliances which are now considered essential to tunnel building. It is feared that Mark Twain, when he went to Turin, was not properly reverent, for he said that he travelled by a railway profusely decorated with tunnels, and that as he had omitted to bring a lantern along with him, he missed all the scenery.
The "Rome Express" tops its Alpine summit-level as it passes through the Mont Cenis Tunnel. As we feel the speed gradually increase, we realize that we are beginning to run down into Italy. At the Italian end of the tunnel the train passes through a gallery in the face of the mountain before finally emerging into the open. Looking back, we obtain an unforgettable view of the great Alpine mountain mass, under which the train has passed, towering into the sky. At most times of the year it is thickly cloaked with snow. Mont Cenis Pass is 6,860 feet high, the summit being in Italy. It is, however, somewhat east of the wall of rock under which the railway finds its way for nearly eight and a half miles.
At first sight the country seems generally similar to that which we left behind at Modane, but even after a few minutes we begin to find differences. The whole feeling of the air is different on the southern side of the Alps. There is a different smell about; there are subtly different shades in the colouring. A strange little mountain town which is passed on the left side recalls the general idea of a town in Corsica. It is wild, romantic, and primitive. French mountain towns seem to have an air of trying to be respectable under difficulties. There is none of that false "respectability" in Italy.
Changes are noticeable, too, in the railway equipment. Instead of the characteristic "chess-board" signals of the French railways, we find strangely familiar square-cut red semaphores, with the usual white stripe across. Many of the Italian carriages, too, which we may see on northbound trains passing us, forcibly recall British practice with their side doors, curved sides and semi-elliptical roofs. The mainline electric traction on the three-phase system, however, has nothing familiar about it; in fact, Italy is one of the few countries to adopt this system extensively. The great barn-like, cream-washed station houses, also, are strange to British eyes, though similar houses are seen in Germany.
The first stop made by the "Rome Express" in Italian territory is at Oulx-Clavieres-Sestrieires, only nineteen miles from Modane. The station after, at which the train does not stop, has an even less Italian-sounding name, Sal-bertrand. These are reminders of the Nordic origin of many of the people in Piedmont and Lombardy. In the same way, the traveller finds Welsh-sounding Celtic names in the heart of German-speaking Switzerland.
The train continues to slip down through a relatively narrow belt of Alpine foothills into the great plain of North Italy, and by 9.15 am we are at Turin, fifty-eight miles from Modane.
Turin has a fine station, and the whole place is an interesting example of nineteenth century town-planning. It is here that the train is reversed; the tail becomes the head, and it goes out again behind another big electric engine. As far as Alessandria, the line still runs through the fiat Northern Plain, past picturesque farm buildings of the traditional Italian type, with great white oxen ploughing in the fields and drawing carts along the country roads beside the line.
Having left Turin at 9.25, the "Rome Express" calls at Asti at 10.8, and reaches Alessandria, 115 miles from Modane, a little under half an hour later. It will be noticed that there is, on the whole, less long-distance non-stop running in Italy than there was in France. But the train keeps good time, and there is smart running between the stations.
After Alessandria there is an end to the flat plains, for the train turns southwards and begins to climb into the Ligurian Apennines. At Ronco, 1,070 feet up and twenty-nine miles from Alessandria, we are practically on the back of the watershed, and the train soon runs down into Genoa past sunny south-facing hill-sides, arriving at the great and ancient seaport at 11.50. Genoa is 161 miles from Modane.
The station at Genoa always seems to be a place of many tongues. This is natural, for not only does it serve a great sea-port, but it is also a centre for international trains from many parts of the Continent. Coaches belonging to the Swiss Federal, German State, and Netherlands Railways are all seen in one train, bringing people down from Central Europe to the Riviera. Trains come in, too, from the Danubian countries, and even through coaches from the Balkans are seen.
The station itself is bright and clean, but somehow rather cramped for space, and the "Rome Express", were it worked by a steam engine, might give a sigh of relief as it slips out and continues its run along the coast. It is here that the electric locomotive proves itself to be a great aid to comfort, for the whole stretch down past Rapallo and Spezia contains one long succession of tunnels through projecting cliffs.
The intervening glimpses of Italian coast scenery, however, are charming, especially in the spring, when the pink Juias-trees are out and the oranges are already taking a good colour. Rapallo is beautiful, and even Spezia manages to disguise her undeniably plain face behind masses of flowers and sub- tropical trees. Luncheon and the incessant tunnels fail to distract attention from these lovely snatches of scenery. After calling at Nervi, Santa Margherita, Rapallo, and Spezia, the train turns inland at Viareggio to historic Pisa. At Pisa the famous Leaning Tower, Cathedral, and Baptistery are clearly seen on the left side of the train as it enters the city.
From Pisa, the Florence cars are taken on eastwards via Empoli, the junction for Siena, arriving at Florence at 4.10 pm. In the meantime, however, the main part of the "Rome Express", soon to be headed by a 2-6-2 steam locomotive, has hurried away down the coast.
OVER STEAM-OPERATED LINES in Italy 2-6-2 locomotives of the type illustrated are employed extensively for fast passenger trains, including the "Rome Express", on the 197-miles stretch between Leghorn and Rome. The man on the top of the engine in the illustration is inspecting the contents of the sand-box.
Continuing south we reach Leghorn at one minute past three in the afternoon. It is here, 274 miles from Modane, that the change over to steam traction is made. We have covered, from Chambery, an all-electric stretch of railway 334 miles long. The Italians, in the same way as the Swedes, have made railway electrification a matter of national policy, and they are carrying it out very ably indeed.
Notable external features of our new steed are the conical front, the large combined dome and sandbox, and above all the Fascist emblem of axe and faggots set in front of the chimney. The Fascist emblem is seen on all locomotives of the Italian State Railways.
Beyond Leghorn the sea-coast is less impressive than it was on the Italian Riviera, but the tideless Mediterranean can be beautiful enough anywhere under good conditions.
Although steam trains are generally slower in Italy than electric trains, it is on this last lap that the "Rome Express" begins to sprint again, for the well-patronized resorts between Genoa and Pisa have been left behind, and the train proceeds to run from Leghorn to Rome without a single booked intermediate stop, the distance being 197 miles. The Italian railways have no track water troughs, however, so we do not really have an unbroken nonstop run, a halt being made at Grosseto for water. Curiously enough, too, the following ordinary express train - the 9.5 am from Modane, does rather more non-stop running than the "Rome Express", for it has no booked stops between Turin and Genoa, or again between Genoa and Pisa.
On the last stretch along the coast the "Rome Express" recalls ancient history when it passes Tarquinia, which takes its name from the line of legendary kings who ruled over ancient Rome before she became a republic and expelled Tarquin II in 509 BC. After Civita Vecchia, too, we pass the ancient port of Rome before striking inland across the Campagna.
At a distance of 471 miles from Modane and at 7.5 pm, the "Rome Express" rolls into the great terminal station of the city of the Caesars.
AN ITALIAN "PACIFIC" locomotive built for express services in 1932. The heating surface is 2,368 sq ft, and working pressure 227½ lb. There are four cylinders - simple -17¾ by 26¾ in. The coupled wheels measure 6 ft 8 in, and the weight of the engine in working order, without tender, is 89 tons. The reversion to simple expansion recalls modern British practice.
Here, for most of us, is the end of the journey. The train goes forward, however, and, after fast running across the grey-green plains of the Campagna, once more behind an electric locomotive, it reaches Naples three hours later. For those who are travelling through to Sicily, there is another night journey in store, and the berths are put up in the through car. After leaving Rome, this Palermo car is taken southwards through the Campagna, then through Calabria - the "toe" of Italy, arriving at Reggio on the following morning. Thence to Messina it is taken across the intervening straits on one of the fine modern train ferries, to run along the north coast of Sicily.
Apart from the passenger traffic handled by the Italian State Railways' ferries between Sicily and the mainland, there is also a considerable fruit traffic. Much of this Sicilian produce is conveyed in special containers for cities in Northern and Central Europe.
Sicily is different from Italy, just as Scotland is different from England. The inhabitants have a strong Greek strain in their blood, so that the racial difference draws a double parallel. To the southwards, as the train steams along past Barcelona and Patti, there is a superb view of the perfect cloud-tipped outline of Mount Etna, while on the other side the Lipari Islands - perhaps even Stromboli is visible - stand out as jewels in the sea. Finally, at 9.15 in the morning of the third day after leaving London, this farthest South connexion of the "Rome Express'' is brought into the brilliantly sunny city of Palermo.
The Sicilian lines are part of the Italian State Railways, whose standard rolling-stock is to be found on them. Many years ago, however, some American-built Pullman cars found their way to Italy, and the Italian railways are said also to have bought some Pullmans, second-hand, from the old Midland Railway in England, when that company decided to build and run its own sleeping and dining cars. Old Pullmans were still to b e seen on Sicilian express trains quite recently. One or two old express engines were sold to Italy, too, by the London, Brighton and South Coast Railway, and rumour has it that one, either "Connaught" or "Edinburgh", was at work in Sicily at the time of the Messina earthquake, in which it was destroyed. These, however, are matters quite unconnected with our old-established, but essentially modern friend, the "Rome Express".
Another interesting fact that the traveller should remember while on the "Rome Express" is the change of time from Greenwich to Central European time, and vice-versa, referred to earlier in this chapter. This occurs at Modane both on the outward and on the return journey, and has the effect of making the journey time seem about an hour less from Rome to Paris than from Paris to Rome. After due adjustment has been made, however, it will be found that the outward journey is quicker.
ALONG THE ITALIAN COAST, between the stations of Genoa and Spezia, the "Rome Express" has to pass through a succession of tunnels bored through projecting cliffs. This illustration shows Nervi station, seven miles east of Genoa.
You can read more on "Italy's Chilled Freight", "Modern Construction in Italy" and "The Rome Naples Direttissima" on this website.


Take a look at the 40-yard dash simulcam between Alabama defensive lineman Quinnen Williams and the Rams Aaron Donald.
Alabama defensive lineman Quinnen Williams runs an official 4.83 40-yard dash at the 2019 NFL Scouting Combine.
Watch Alabama defensive tackle Quinnen Williams run the 40-yard dash against San Francisco 49ers quarterback Jimmy Garoppolo and Arizona Cardinals QB Josh Rosen.


This year we traveled to Baltimore for a long Thanksgiving weekend with Grandma and Paw Paw, Aunt Lizzie and Great Aunt Fran. Thanks to the help of a second portable DVD player, the kids did well on the trip and it was so nice to be surrounded by family, especially family we don't get to see very often.
The weather was unusually warm—we spent much of Thanksgiving morning outside, at several neighborhood parks.
As usual, Thanksgiving dinner was delicious. The kids especially enjoyed their own kid table this year.
Later that weekend we went to Baltimore's Festival of Trees—Owen and James loved the train exhibit; Sophie loved the indoor carousel and tattoos.
Andy found his old Battleship game in the basement. Sophie played a good game against him, but Daddy won.
Thankful for family, and being able to travel and spend time with family. Thankful, indeed.
This entry was written by kara, posted on December 30, 2012 at 2:03 pm, filed under All and tagged Aunt Fran, Aunt Lizzie, baltimore, family, Grandma, Paw Paw, thanksgiving, travel. Bookmark the permalink. Follow any comments here with the RSS feed for this post. Post a comment or leave a trackback: Trackback URL.


text:
Michael T. Renaud
Global IP Matters Blog
Election Law / Legislative News
House Judiciary Committee Holds Hearing on Innovation Act, Fee-Shifting
Tuesday, April 14, the House Judiciary Committee convened to discuss H.R. 9, the "Innovation Act," which was introduced in February 2015 by the Committee's Chairman, Rep. Bob Goodlatte (R-VA). The hearing came a day after the Federal Circuit Bar Association sent a letter to Rep. Goodlatte that questioned the need for a bill creating a presumption of fee-shifting, given the marked increase in fee awards in patent cases since the Supreme Court's 2014 opinion in Octane Fitness LLC v. Icon Health & Fitness Inc. In its letter, the FCBA also warned that the fee-shifting provision could pose a significant obstacle to legitimate enforcement efforts.
At the hearing, Undersecretary of Commerce for Intellectual Property and Director of the U.S. Patent and Trademark Office Michelle Lee voiced the Obama Administration's support for the fee-shifting provision in the Act. Asked whether the Act should permit joinder of universities with a stake in patent assertion programs to be joined for purposes of satisfying a fee award, she testified at first simply that "if you control or engage in abusive litigation you should be held liable, and should be able to be joined." Later, she further testified that "if the universities are not controlling the litigation they should be protected [from fee awards]."
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Supreme Court Update: Department of Commerce v. New York (No. 18-966), Rucho v. Common Cause (No. 18-422), Mitchell v. Wisconsin (No. 18-6210), Carpenter v. Murphy (No. 17-1107), Iancu v. Brunetti (No. 18-302)
The State of Patent Eligibility – Report on Senate Hearings
Cutting Through the Patent Thicket – The Little Bill that Couldn't
Michael's practice is focused on patent litigation and also includes licensing, patents, copyrights, trademarks or trade secrets, and other intellectual property matters. His work in patent litigation primarily involves technologies such as electromechanical systems, digital cameras, embedded microprocessors, telecommunications and network software, cellular phones, and e-commerce, among others. Michael has also advised clients in regards to patent portfolios and IP diligence, and has counseled venture capital funds on their IP assets and patent value.
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The choice of an artwork to enjoy is never an easy one. When deciding on this matter, I was looking for an artwork that produced a significant impact on the modern cultural discourse; additionally, it should present a deep analysis of society in general and human nature in particular. Personally, I firmly believe that cinema is perhaps the most compelling of all the art forms. Consequently, I made a choice to watch and reflect upon the film 'Scarface'.
"The choice of an artwork. Film 'Scarface'" topic?
Scarface, directed by Brian De Palma, is a remake of 1932 film by Howard Hawks, but it's loosely based on it. The reason why I decided to watch a remake instead of the original movie wasn't based on accessibility of the latest version. I was highly interested in investigating how almost a century-old plot can appeal to the modern viewer. The film focuses around the main characters, Tony Montana and his close friend Manny Ray; important characters are the Montanas - Elvira Hancock, Gina and Mama – and others including Frank Lopez, Omar Suarez, Alejandro Sosa, Mel Bernstein, Chi Chi, Ernie, Angel Fernandez etc.
The plot is tense and tragic: Tony Montana rises to the top of the criminal empire, selling cocaine, but then he experiences addiction and ends assassinated. The simple story is presented from a variety of angles and perspectives, which is probably one of the best features of the film.
The setting is America of early 80's; the majority of scenes take place in Miami, in the gangster's underworld. Scarface, in fact, is a genuine combination of the motivation elements. Tony, Cuban refugee, was released from prison in 1980, when Fidel Castro opened the port at Mariel Harbor. Tony sails to America to become one of the most prominent figures of the so-called Cuban crimewave. He is driven by a desire to get the most of this life; too much is never enough for him. Tony is a protagonist, and choosing a 'bad guy' as a protagonist is probably one of the most efficient ways to make the audience reconsider the traditional perceptions of good and evil.
Tony's character is very vivid, and it explains the tragic end of the story. He resorts to extremes and knows no fear; his life should have been short and bright. His drug addiction and the uncontrolled desire to rule the world result in paranoia. He is able to get everything he wants - money, power, and a woman – but he doesn't know where to go next. Tony's character is shown in dynamics, and the conflict is between the power of money v. personal sanity.
Manny Ray is a controversial character, and he doesn't seem plausible. The film features him and Tony get to the top together, but I believe that in reality drugs and money are too fast to ruin any friendship.
Elvira Hancock, Tony's love, is strong-willed and witty, so Tony sometimes perceives her as a rival and is stimulated by her charisma. In my opinion, Gina, Tony's sister, is the most interesting female character. The powerful scene, where Gina declares that she wants to be Tony's, because she doesn't want to belong to anyone else, is shocking but touching.
I believe that all the important women characters are round characters, as their personalities are complex and many-sided. Now let me proceed with in-depth analysis of the picture, its message and rich imagery. I've consulted several authoritative critical sources, but I would like to present my point of view as well.
Many critics focus their attention on the idea of American Dream as central in the film. But I believe that this idea is so perverted that we can't interpret the film in terms of it. Scarface centers around the idea of 'easy come, easy go' money, but such money doesn't go – it corrupts and kills. There's no sign of morality, only reality. In the criminal world everyone ends up like Tony Montana.
'Like poor Oedipus, he attempts to control his own fate, to fight the forces that would tear him down, only to find that the prophetic narrative is one step ahead of him.' De Palma's perfect direction gives an unusual picture of the culture of the drug lords; this film made a great contribution to the formation of cocaine aesthetics, which became dominant during late 80's and early 90's.
Profanity and violence sometime arouse disgust, but in the majority of cases the viewers simply can't help by sympathise with the characters trapped in their own devastating lifestyle, pain and illusion. Presenting a different view requires certain courage, therefore Scarface stands out among other films. The imagery of the film is worth analysing. The X-shaped scar embodies and symbolise of death, so I would call the imagery of the film to be aggressive and assertive. De Palma 'isn't interested in small gestures and subtle emotions. His best films are expansive, passionate, stylized and cheerfully excessive, and yet he has never caved in to the demand for routine action thrillers' (Ebert, 2003, para.9).
To sum up, I would like to share personal impressions of the film and once more justify my choice. Scarface is different from the great number of gangster films produced in America in the late 20th century. Also it had a significant impact on the discourse and further development of the movie industry in general. Many phrases, for instance, 'Say hello to my little friend,' became known all around the planet.
The performance of Al Pacino and Michelle Pfeiffer is excellent. The screenplay was written by celebrated Oliver Stone; as a consequence, it's impossible to tear oneself away from this three-hour film. And finally, it is cinematography and camera work that made the film a symbol of excellence in film production.
De Palma, B. (dir). Scarface. Universal Studios, 1983.


An air source heat pump is a cheap and competitive alternative for space and water heating at your home. Its running costs are considerably lower than those of conventional heating technologies. In addition to that, the UK Government has created schemes aimed at fostering the use of renewable energy by homeowners, such as the Feed-in Tariffs (FITs) scheme, or the Renewable Heat Incentive (RHI). The owners of dwellings equipped with air source heat pumps have the possibility of benefiting from those schemes.
The values above are based on a specific case. If you want to know how we got them, as well as more in-depth information about air source heat pump costs, read the paragraphs below.
If you're already considering the installation of an air source heat pump, GreenMatch provides you with a free of charge and with no obligation service that allows you to request quotes and compare different systems, so that you can find the most suitable for you. Just fill in the form on the right to request offers.
Lower heating expenses, with up to 70% compared to direct electricity.
Can work in cooling mode during summer, so that an additional air conditioner system is not needed.
Minimal maintenance required when compared to combustion systems.
May allow the homeowner to benefit from the Renewable Heat Incentive.
Other important benefits of air source heat pumps are that there's no fuel usage required in their operation, so they're a safer option than gas and oil boilers and have lower carbon emissions; and that they have a lifespan of 20 years.
When calculating the costs of buying an air source heat pump equipment and installing it in the dwelling, it's a common practice to combine them into a more general cost: the air source heat pump installed cost. For the specific example of this page, in which the required heating capacity of the air source heat pump ranges between 4 to 6 kW, according to the features of the dwelling, the air source heat pump cost has an approximate value of £7,000-11,000. In some cases, however, that cost could reach £14,000.
The installation cost includes, as stated above, the purchase of the heating system and its installation in the dwelling. The first of these expenses depends on the manufacturer. In the UK's air source heat pump market, there's a varied range of manufacturers/ suppliers, from Japanese and Korean big conglomerates to European companies. Even when heat pump technologies are less developed in the UK, there are some UK heat pump manufacturers.
When it comes to the installation, the Microgeneration Certification Scheme (MCS) developed a set of standards for installers based on international and European ones. The possession of the MSC by an air source heat pump installer guarantees the higher quality of installation to customers. Many of the installers of air source heat pumps in the UK are accredited by one or more of the manufacturers as official installers of their products.
From a financial point of view, what makes air source heat pumps very appealing heating systems, aside from the RHI scheme, that is be explained below, is the considerable running saving they produced when replacing any conventional space and water heating technology, and even many relatively new ones. These low running costs are a consequence of the high efficiency of air source heat pumps. Unlike most energy systems, heat pumps have an efficiency rate higher than 100%.
When working in heating mode, that efficiency rate is called Coefficient of Performance (COP), with typical values of 2.5-3 for air source heat pumps. In cooling mode, the Energy Efficiency Ratio (EER) normally varies from 12 to 15. If we take the heating mode, for example, 1 kW of electricity consumed by the air source heat pump could generate 3 kW of space heat.
For our specific case study, the fulfilment of space and heating needs of the average dwelling would result in a cost of £400-500 per year.
Households equipped with an air source heat pump may be eligible to receive the Renewable Heat Incentive, a UK Government grant aimed at encouraging not only householders but also businesses and communities to use renewable heat technologies. If the requirements for eligibility were met, quarterly payments would be received over a period of 7 years. The amount of these payments depends on a number of factors. In the example, the features of the house and the technology employed allow for a grant of £935-1,445 from the Government per year.
During the last decades, the energy market has been experiencing a rapid and constant increase in the demand for sustainable solutions. That has led to the proliferation of many green options and companies. Among them, heat pumps constitute a well-established industry in Central and Northern Europe and in North America. Consequently, the state of the art of heat pump technology, and, particularly, air source heat pump technology, is considerably advanced.
If we add the effort by governments to make these systems more accessible for consumers, it's easy to explain why installing an air source heat pump for space and water heating is a viable and even attractive alternative to the conventional solutions.


Challenge: JTI Switzerland decided to update its employee magazine based on the new international JTI guidelines that were created as part of a global corporate design initiative.
Solution: Heads designed and produced the Swiss edition of the JTI magazine exactly in accordance with the new international guidelines. The images used and the layout allowed the magazine to maintain its regional character in spite of the global guidelines.
Result: JTI Switzerland's management is still able to address their employees in a personal and effective way with a regional focus. The new layout was received positively by employees at all levels – from management to administration all the way to the production team.


text:
I Hate to Leave This Beautiful Place
By: Howard Norman
"The events of a single episode of Howard Norman's superb memoir are both on the edge of chaos and gathered superbly into coherent meaning . . . A wise, riskily written, beautiful book." — Michael Ondaatje
Howard Norman's spellbinding memoir begins with a portrait, both harrowing and hilarious, of a Midwest boyhood summer working in a bookmobile, in the shadow of a grifter father and under the erotic tutelage of his brother's girlfriend. His life story continues in places as far-flung as the Arctic, where he spends part of a decade as a translator of Inuit tales—including the story of a soapstone carver turned into a goose whose migration-time lament is "I hate to leave this beautiful place"—and in his beloved Point Reyes, California, as a student of birds. Years later, in Washington, D.C., an act of deeply felt violence occurs in the form of a murder-suicide when Norman and his wife loan their home to a poet and her young son. In Norman's hands, life's arresting strangeness is made into a profound, creative, and redemptive story.
"Uses the tight focus of geography to describe five unsettling periods of his life, each separated by time and subtle shifts in his narrative voice . . . The originality of his telling here is as surprising as ever." — Washington Post
"These stories almost seem like tall tales themselves, but Norman renders them with a journalistic attention to detail. Amidst these bizarre experiences, he finds solace through the places he's lived and their quirky inhabitants, human and avian." — The New Yorker
Howard Norman
HOWARD NORMAN is a three-time winner of National Endowment for the Arts fellowships, and a winner of the Lannan Award for fiction. His novels The Northern Lights and The Bird Artist were both nominated for National Book Awards. He is also author of the novels The Museum Guard, The Haunting of L, What Is Left the Daughter,Next Life Might Be Kinder, and My Darling Detective. He divides his time between East Calais, Vermont, and Washington, D.C.
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