text:
Articles, Images, Journeys Through Unexpected Places, Photography, Stories, Uncategorized
The Business Park in the Marsh: Post-Brexit Wanders in Grimsby's Europarc
Gareth E. Rees meets artist Marc Renshaw for a walk through the a business park in the edgelands of Grimsby, in which they are haunted by the spectre of potential economic disasters to come.
The Business Park in the Marsh: Post-Bre ...
WORDS & PHOTOS: Gareth E Rees
LOCATION: Grimsby, Lincolnshire
My book, Unofficial Britain, explores the mythology and lore of industrial estates, electricity pylons, motorways, housing estates, roundabouts, ring roads, flyovers, hospitals & factories. To research the book, I made a series of trips around the country, one of which was to Grimsby in mid-December 2018.
In the aftermath of the Brexit vote, Article 50 had been invoked and the withdrawal agreement had been published the month before my journey. It was in this political atmosphere, on a grey Sunday morning, that I drove northwest from Grimsby to Europarc, a business park situated in a marshland between the A180 and the Humber estuary.
I pulled up outside 'Beechwood Farm' a harvester-style restaurant carvery pub on the edge of the business park, surrounded by boggy fields of pylons, striated with drainage ditches, crossed by ramshackle wooden bridges. In the near distance loomed the hulks of factories along the estuary edge, and the imposing Victorian tower rising from Grimsby's dockland.
Inside the carvery, I met Marc Renshaw, a Lincolnshire-based artist who has grown a strong attachment to Europarc. In 2016 he created an exhibition based on the site, combining short fiction, film, drawings and marketing materials. He has also documented his wanderings through the business park and its environs on a blog.
We sat at a table and I ordered a tea. This turned out to be an empty mug and a finger pointed at a table containing teaspoons, jugs of milk and an urn of hot water. Marc ordered a cappuccino which took an age to arrive. When he asked for its whereabouts, the waitress said she hadn't forgotten, though it was clear she had. There were a surprising number of people at the tables around us. A few families arrived, presumably using the pub as some kind of service station en-route to somewhere else. Or perhaps Europarc was now a destination in its own right, which is precisely how Marc had been experiencing it for years: a place to wander, think and – as he puts it – to occasionally "wallow in capitalism".
Marc grew up in the Isle of Man, the British Crown dependency in the Irish Sea. Perhaps this is why he was drawn, he told me, to this island of business activity on the outskirts of Grimsby. As an adult, Marc lived in Cambridge for a while, near the Science Park. When he moved to Grimsby and saw Europarc for the first time, glimpsed in the corner of his eye while driving, he wondered what was going on in the marsh, where the trucks rumbled among stark metallic buildings. The place felt similar to the science park, which he had loved in Cambridge. But also familiar somehow, to his childhood idea of what Britain looked like.
"As a kid, big England appeared as a shadow on the horizon" he said. "On a clear day you could see the towers of Sellafield".
From the Europarc island, Marc could look out at the industrial skyline, including the Grimsby Dock Tower, Lenzig Fibers factory and Novartis Pharmaceuticals, and feel strangely comforted. I wondered whether being called Marc with a 'C' made him feel even more predisposed towards Europarc, also spelled with a C? But I didn't ask.
For a while after moving to Grimsby Marc worked out here in the marsh in the Kerry foods factory, a fish processing plant. It had now become a Morrisons distribution centre. He told me that it was the very Europeanness of the park that first captured his imagination. Evocative names like 'Fabricom' and 'Achtis' and global enterprise. Road names like Origin Way, Genesis Way, Pegasus Way and Innovation Way spoke of mythic rebirth and visions of progress. But now the general vibe of the place, said Marc – influenced by Brexit and the forces of isolationism behind that vote – was turning it into something more bland. Perhaps it would not even be called Europarc in the near future.
A weekend morning was a strange time to visit the place. The business park felt abandoned. In a layby jutting into a field near the carvery, we found the remnants of a plastic playground slide, and a smashed wooden farm fence, surrounded by energy drink containers. In a verge I spotted a page from a corporate magazine, showing two men in hard hats smiling at a piece of paper, had become distorted by sun and moisture, bleaching them with stark white blobs, as if they were being consumed by some ghostly ectoplasmic entity.
We walked down long straight streets, bordered by hedgerows, interrupted by access roads into vacant car parks for monolithic office buildings and warehouses in greys and beiges, punctuated by the occasional steel chimney. But this rigid formality was tattered by desire paths cutting through verges, endless litter from discarded kebabs and soft drinks, and occasionally signs of violent damage. For instance, the sign for Innovation Way looked like it had been hit sideways by a vehicle. Or perhaps this was simply an innovative sign design.
With a retro 1980s school dinner smell in the air, emanating from a readymeal food company, we visited the warehouse of Haiths, a birdseed company that was established in Grimsby town centre in 1937. A family business of local renown. However, for cost and space reasons it had moved out here to the island to become a big warehouse, like any other in the park, bland and anonymous.
However, the company has tried to retain its unique identity by placing multiple bird feeders and birdbaths at the edge of its car park.
All around the Haiths building, crows and starlings darted in and out of the hedgerows, spiralling over the grey roof, filling the small space above it with shrieking life. One of his Marc's blog posts takes the form of a poem, which describes this spot:
I'm waiting on Genesis Way in my car.
The sun is blinding my eyes as I recall passive stares from the shirtless fishers by the lake.
A gentle sadness…
The obligatory fountain has stopped.
The Haiths bird food hopper is on repeat.
A perpetual hum of productivity…
It was a strange sight, this flurry of wildlife, even more disconcerting amidst the perpetual roar of the A180 feeder road from the motorway, which we could only hear and not see. In the vacant sunday morning business park, that traffic noise was a constant ghostly presence. An intimation of its other life, as a thriving hub of commerce. I keep expecting a car to swing into view or suddenly rush past me, but when I turned to look, there was nothing on the road. The whole place was empty.
It might have been a twist of the circumstances, that abandoned grey weekend morning, but Europarc felt haunted by the spectre of economic disasters yet to come. A year later, the global pandemic would begin and a 'no deal' Brexit would be well and truly underway.
An image by Marc Renshaw from his Europarc Project copyright @ Marc Renshaw
If you want to find out about the haunting qualities of trading and industrial estates, pylons, factories and modern roads, then order a copy of Unofficial Britain: Journeys Through Unexpected Places today (published September 17th 2020). It's available on Amazon, Hive and Watersones: https://bit.ly/30yk6sg
For find out more about Marc Renshaw's work, visit his website here.
Photo by Sara-Louise Bowrey
Gareth E. Rees is author of Car Park Life (Influx Press 2019), The Stone Tide (Influx Press, 2018) and Marshland (Influx Press, 2013). His weird fiction and horror has appeared in Best of British Fantasy 2019, An Invite to Eternity, This Dreaming Isle, The Shadow Booth: Vol. 2, Unthology 10 and The Lonely Crowd. His essays about place have appeared in Mount London, An Unreliable Guide to London and The Ashgate Companion to Paranormal Cultures.
Brexit Europarc Gareth E Rees Grimsby Lincolnshire Marc Renshaw
More Articles for You
Books, Recommendations, Reviews, Uncategorized • December 23, 2022 • 26 min read
Unofficial Britain's Weird and Wonderful Reads 2022
WORDS: Gareth E. Rees I've had an insanely busy year. It began with me finalising my debut short story collection, …
Books, Recommendations, Shop • December 12, 2022 • 5 min read
Climate Change, Ecological Breakdown & Neoliberal Anxiety in the English Edgelands
LOCATION: Southern England WORDS: Gareth E. Rees, author of Unofficial Britain "Global warming had gone past the tipping point, the …
Articles, Stories • October 14, 2022 • 24 min read
Newcastle's Haunted Alley: The Mysterious Origins of The White Lady of the Quayside.
Joe Barton and Jack Gardner search for the true life origins of a dockside spectre
Art, Images • August 30, 2022 • 1 min read
Edgeland Visions: Heraldic Relics from an Imaginary Time
In advance of his exhibition in Margate, Matt James Healy shares his abstract visions of a world on the edge
Books, Film, Images, Music, Sounds • August 28, 2022 • 3 min read
Beer Cans, Wildflowers and a Dead Dog's Ashes – A Dream Life Beneath the Pylon of Hackney Marsh
With the remains of his dead dog in a cardboard tube, Gareth E. Rees returns to the pylon that sparked his edgeland obsession
Books, Film, Images, Shop • August 25, 2022 • 2 min read
A Murdered Cyclist on the Pevensey Levels
In this film, Gareth E. Rees revisits the site of the strange murder in his new book, Terminal Zones


Home What's On ? Upcoming Events KL Car Free Mornings x MOVE8, lah!
KL Car Free Mornings x MOVE8, lah!
Living in bustling cities like Kuala Lumpur, we hardly have the opportunity to play on the streets like when we were kids. Playing skip rope, football, badminton, cycling and walking your dog down the street was a common scene outside urban housing estates and very much a thing of the past. Kudos to the organisers, KL-ites can take their streets back for 2-hours every 1st and 3rd Sunday starting at Dataran DBKL 1, Jalan Raja Laut just beside the green Dataran Merdeka field over a 7-KM loop through to Jalan Sultan Ismail past KLCC Twin Towers and Jalan Ampang.
Join the Asia Fitness Today community at the MOVE8LAH dance flash mob movement this coming 1st July 2018 at 7.00am. Participation is free upon registration.
For more information, visit: http://klcarfreemorning.com.


The entire event was witnessed by the representatives of Guinness Book of World Record with the help of drone cameras.
Andhra Pradesh: The Polavaram project entered the Guinness Book of World by pouring 32,100 cubic metres of concrete in a matter of 24 hours. The construction of the spillway commenced at 8 AM on Sunday and ended at 8 AM on Monday.
While the staff of Navayuga Engineering company performed the task, project and state government officials remained at the site until the goal was completed. The entire event was witnessed by the representatives of Guinness Book of World Record with the help of drone cameras.
The previous Guinness record of 21,580 cubic metres was achieved by Abdul Wahed Bin Shabib, RALS Contracting LLC and Alfa Eng. Consultant (all UAE), in Dubai from May 18 to May 20 in 2017. However, Andhra Pradesh's Polavaram project beat the record.
Recently, the Pollavaram project had secured the Central Board of Irrigation and Power (CBIP) award for the quick implementation of the multipurpose project including the water resources project. On January 4, Minister for Water Resources Devineni Umamaheswara Rao collected the CBIP award from Union Minister of Energy Raj Kumar Singh at Scope Convention Centre in New Delhi.


text:
Subway surfers new york city free download for pc rar
Lionel ho scale train sets for sale online
Map of new york city penn station area wise,model train clubs long island,hobby shops in hershey pa,model train stores lincoln ne ymca - PDF Review
A Penn Station map, or information on the station's layout in general, can be acquired at the station itself.
If you consult a Penn Station map, the first thing that you might notice is that the station is wedged between 34th Street on the north side, 31rst Street to the south, 7th Avenue to the east, and 8th Avenue to the west. In relation to the layout of Penn Station, it should be noted that within the complex are access points to three New York City subway stations. Yesterday, New Jersey Governor Chris Christie viewed the Gateway announcement as a vindication of his decision to cancel ARC, but as Steinemann explains in the post below, Christie is off base. If anything, the chart is a testament to just how beneficial the ARC Tunnel promised to be, noting, for example, that ARC promised to connect commuters to the subway lines at Herald Square.
In addition, Gateway's new Penn Station South adds four new platforms serving seven tracks underground between 30th and 31st streets from 7th Ave. A critical benefit of Gateway, that is not being widely touted, is the system redundancy that the connectivity to Penn Station provides. The price comparisons between Gateway and ARC, reported at $13.5 billion and $10 billion respectively, are also misleading. The 63rd street tunnel was prefabricated and lowered into a trench on the bottom of the east river, while the proposed Hudson tunnels will be constructed with tunnel boring machines due to the longer distance and deeper channel. Build the tracks to Penn, lose the Penn South, and have NJ Transit joint operate a few LIRR lines, such as Woodmere or Port Jefferson.
That said, SF actually needs some sort of parallel line or secondary platform, when theres delays during rush hour, Embarcadero can reach dangerous levels of crowding on the platform very quickly. Forgive as I'm not a BART expert, but isn't this an apples and oranges type comparison? BART has service patterns typical of an S-Bahn, track infrastructure typical of a subway, and station surroundings typical of American-style commuter rail.
You might be able to picture it if you think of a setup where all of the Bronx IRT lines ran deep into Westchester County, and ran only on the Lexington Ave Local in Manhattan.
It is also somewhat similar to how Metro North RR and current LIRR run, in stretches during rush hr (I.E. While the Park Ave tunnel was built with local stations at 59th, 72nd, 86th and 110th, the stations at 59th and 72nd were never used in regular service.
Building a 1-seat ride would once again turn the Transfer into a boondoggle that costs NJ Transit more than it could bring in to support the operating costs and debt repayment that is an ongoing drain to the agency.
North Jersey riders aren't getting a one-seat ride, but that means that Secaucus remains viable and not the boondoggle that it has been since the outset.
Um, as an Amtrak intercity rider I'd like a decent station, rather than a hole in the ground. As a frequent user of Amtrak myself, I would like a railroad that runs on time and a station that's convenient to get into and out of. Now couple the news of this project proposal with the timing of Obama's push for $52 billion in new HSR funding over 5 years.
A very large fraction of the money would go to California HSR, whose current problem is funding and not NIMBYism. That could leave one train per hour on each of the New Haven and Hudson lines, if Lautenberg's site means only six trains per hour, three each way (or two each if it is six trains per hour each way). Honestly, with track connections to the LIRR tracks, and Metro-North Access, this will hugely benefit New York as well. Alt G is still the right idea, but this project actually is Alt G compatible, unlike NJT's. There are several information booths that offer such maps or advice – the main one being found near the Amtrak ticketing area.
The main Amtrak ticketing hub, or concourse, is found on the station's upper level just off 31rst Street.
If you are looking at a Penn Station map, it runs just below West 33rd Street between 8th and 7th Avenues.
One of the stops for this discount bus company is found at 33rd Street and 7th Avenue, while the other is situated at 34th Street and 8th Avenue. The biggest difference between the two projects, however, are the compromises that Gateway requires of NJ Transit.
Whereas ARC mentioned it as a possible future project, new access for Metro North at Penn Station is a full component of Gateway. The Gateway Tunnel also includes the Portal Bridge Replacement project, which ARC critics demanded should have been considered part of ARC's total cost. The new option that would allow the two new tubes at least some sort of East River connection via the southernmost LIRR tunnels means the new tubes can be beneficial as part of an overall high-speed rail corridor from Washington to Boston. When I look at the double track Embarcadero BART in San Francisco, compared to the 20 tracks of NYP, its amazing how much they get done during rush hour, and how NYP is such a glutton for platforms due to their old-timey railroad orientation. Penn doesnt have this problem because passengers typically arent waiting on the platform itself. So on the one hand it's primarily suburban, with multiple lines converging to create a single high-frequency urban line, just like the Munich S-Bahn. Only he explains it with analogies that are a lot more comprehensible to New York railfans.
Off-peak trains are limited on the North Jersey train lines, and parking is the single biggest impediment to greater commuter train usage. Before then, Secaucus was a billion dollar boondoggle because the transfer traffic wasn't there.
NJ Transit, if it built the loop connector, would be cannibalizing ridership from Secaucus, and riders from North Jersey would still be faced with increased commute times (5-7 minutes each way) to Hoboken as has been the case since the track realignment and opening of Secaucus (most folks still ride the train to Hoboken for transfers to Lower Manhattan and Midtown below 34th Street).
Fortunately, it's a stub-end that allows trains from either the new or the old tunnel to access both the new and the old tracks. For most of the way, the people along the line support construction because they want the jobs and the access to LA and the Bay Area.
Its my understanding that many foreign systems (RER, S-Bahn) operate more in this fashion as well.
Assuming that when the Empire Corridor gets upgraded and electrified, it would need two frequencies per hour each way. Most riders could be intercity passengers heading to Penn Station to connect to Next Gen Acelas going to Boston or DC. Now New York and New Jersey can benefit equally; hopefully Christie will use that thick head of his and actually work with others to get this done! In addition to offering tips on the layout of Penn Station, these information booths offer info on such things as the NYC attractions and hotels. This part of the Penn Station complex is also where you will find the New Jersey Transit platform, or concourse, which has its own separate entrance at West 31rst Street and can also be accessed by going through the Amtrak concourse.
The LIRR trains travel between Penn Station and any number of Long Island destinations, including Montauk. He's going to track the progress of the Gateway Tunnel there, and he is allowing me to post some of his analysis here as well. For passengers on trains from Bergen, Passaic, Rockland and Orange Counties on the Main-Bergen and Pascack Valley lines, Gateway will not provide the long-promised, one-seat ride to Manhattan (at least not at first).
In fact, a presentation on Lautenberg's site promises capacity for six hourly trains on Metro North's New Haven and Hudson Lines.
Finally, Amtrak's proposal also suggests extending the 7 train not westward but eastward from its future terminus at 34th St. If, for some reason, a train dies in one tunnel, as happens frequently now, the Gateway tunnels will provide a back-up.
Like ARC and the Portal Bridge projects, Gateway will double the right-of-way from Newark Penn Station to New York Penn Station from two to four tracks.
The more federal funding that is sought, the more it helps to have House and Senate members in states besides New York and New Jersey who can see a benefit from a Hudson River tunnel project. But unlike an S-Bahn, it's entirely greenfield, and incompatible with mainline rail, raising the costs of everything.
Where is NJ Transit going to get the funds to operate 12 additional trains into Penn Station, let alone the 25 claimed under ARC (and Amtrak gets an additional 8-12 trains – so the total capacity is actually close to the same number as under ARC, but with the added benefits to HSR on the NEC). It's now utilized for additional traffic from the parking lot and those who would use the station to attend events at the Meadowlands via the spur line that opened last year. For Penn Station, there was access to Sunnyside Yards, while there was no such access for ARC, which meant that the trains had to go somewhere (back into New Jersey?) that would reduce the actual capacity. Unfortunately, it's still unnecessary infrastructure and still costs about five times what most Continental European cities would be spending on the same project.
The billion(s of?) $ being wasted on Mohnihan, which will in no way improve mobility,* could go to straightening tracks, improving signals, investing in constant tension catenary, electrifying commuter rail, or any number of worthy local transit projects. The NIMBYs are cocooned in the Bay Area demagoguing about how grade-separating the local commuter line and running high-speed trains on it at low speed will be the end of the world. Also worth noting is the fact that police officers and Port Authority officials have a presence at Penn Station and are known to be very helpful when it comes to directions and things the like. The Amtrak trains are intercity trains that travel between NYC and such destinations as Boston, Baltimore, and Philadelphia. As is true of the other main platforms, the LIRR platform features shops and restaurants that travelers can take advantage of. Travelers can also access NYC bus stations from the Penn Station complex by venturing up to the street level, and just one block away at Herald Square (33rd Street and 6th Avenue) is a Port Authority Trans-Hudson station. The details of the Gateway operating arrangement are not clear, but improvements over the current arrangement are essential. Due to the complicated nature of the train platforms underneath Moynihan station, however, it seems impossible for NJ Transit and Amtrak to utilize three of the four tunnels for peak-directional flow as the LIRR currently permits in its four tunnels under the East River.
Any changes to the connection between the Northeast Corridor and NJT's Morris & Essex and Montclair Lines (located just west of the Portal Bridge) remain unclear at this time. And the dominance of parking lot stations in the suburbs, with very little development, is inexcusable. These other systems are commuter rail that put multiple stations within the CBD as well as through-running.
Those who prefer navigating Penn Station themselves can rely on the numerous signs that are in place throughout the station. The New Jersey Transit trains travel between Penn Station and several New Jersey destinations, including Montclair and Trenton. The Port Authority Trans-Hudson rapid transit trains travel between Manhattan and the New Jersey destinations of Jersey City, Newark, Harrison, and Hoboken. Finally, as I noted yesterday, Gateway increases NJ Transit's peak train capacity by only 13 additional trains, as opposed to ARC's 24 additional trains. One such sign leads the way to Madison Square Garden, which like Penn Station, is part of the larger Pennsylvania Plaza complex.
Model train show madison wi
Kosher subway in new york 2014
Model car kits calgary weather
Rubric: Ho Gauge Train Sets
Comments to «Map of new york city penn station area wise»
Nastinka
Presents six N-scale track from it is plywood.
1/148 and 1/160 the size.
Hayatim
Handles games like Riptide GP and GTA III.
yjuy
That is the amount full-colour delight runs more than one hundred and every of HubPages.
95 woodland st hartford ct 5k
Woodland universal trade centre
Williams trains f3
Vamoose bus washington dc new york
Wooden train table dubai 5
Thomas the train wooden christmas set up
Lgb train sets uk
New york city clubs 18
Electric Model Trains
Ho Gauge Train Sets
Ho Model Railroad
Model Train Magazine
Toy Trains For Kids
Train Sets For Adults
Train Stores
Wood Train
Lillabo train set assembly
Boston to new york bus south station
Model train shows kent 2014
What is the best toy train set ebay Train toy with smoke Train hobby shops new york city jobs N gauge model railway controllers xbox Dcc ho train layouts ho Toy electric train repair Lionel little lines polar express manual Amtrak model train videos Old lionel train sets reviews Model train museum greenville sc menu Lima o gauge train set up Model railway for sale uk 69 Thomas the tank engine loses it full episode Ho scale train appraisal form Training home attendant Penn station departures amtrak Ho brass train parts catalog
Woodland caribou wiki designed for WordPress.
Designer themes Joni Ang.

redpajama_set_name: RedPajamaCommonCrawl


Professional Obstacle Course Racer for team MudGear. Tiffany won 14 OCR races in 2017, finishing 3rd in the Spartan Elite Points Series and ranked 5th in the World.
Born in 1985, Tiffany was born in Gambrills, Maryland and began her athletic journey at the age of 5. She started speed skating and landed herself a spot at the Junior Olympics where she took home the Gold. After speed skating, she played every sport imaginable. Lacrosse, softball, gymnastics, and cheerleading just to name a few. She believes all of these endeavors at a young age led her to such success in Obstacle Course Racing today.
Tiffany participated in her first Elite Spartan Race in April, 2016 (the New Jersey Beast) where she placed 2nd. She found her true passion was to inspire others through her journey of becoming one of the top obstacle course racers in the World. She competed in 12 OCR races in 2016, and 25 in 2017. Some of her highest achievements being a first place team finish at OCR World Championships, 5th place in the 3k and 15k OCR World Championships, 10 Spartan Elite Wins, and 14 overall podiums for 2017. Tiffany was picked up by Team MudGear in 2017 and continues to run for them. She is also sponsored by Tailwind Nutrition and Second Skin. She also competed on The Broken Skull Challenge where she stepped outside of her comfort zone and had the opportunity to get physical with other athletes.
Tiffany attained her ACE personal training certification in 2016 to pursue her passion of coaching humans to become better in all aspects. She began working at The Endurance Factory in 2018. When she is not coaching, running, or training, she loves going out to movies, enjoying dinner, or anything outside. She loves the mountains and the beach. She also can not wait to get her 2018 race season kicked off and help others at The Endurance Factory conquer new obstacles and goals!


text:
Leonardo goes solo on T-X
© Leonardo
Leonardo has confirmed that it will participate in the U.S. Air Force T-X competition, despite the decision by U.S. team mate Raytheon to drop out of the contest. The Italian firm is offering its M-346-based T-100 integrated training system. The company's U.S. affiliate, Leonardo DRS, will be prime contractor on the bid. CAE, Leonardo's partner on the ground-based training systems (GBTS) delivered for the M-346, will support development of the T-100 GBTS.
Leonardo maintains that the T-100 will be a U.S.-based programme that will bring significant economic benefits to the U.S. through a newly established and skilled U.S. work force, in addition to the technological and industrial capabilities embedded in newly built U.S.-based manufacturing facilities.
The T-100 is described by Leonardo as a proven, low-risk alternative, since the M-346 is already in service in Italy, Israel and Singapore.
As the Northrop/BAE Systems team have also thrown in the towel, the two main remaining contenders are Boeing/Saab, with their all-new design rolled out in September, and Lockheed Martin/Korea Aerospace Industries (KAI), who are offering the T-50A, based on South Korea's in-service FA-50.
The T-X will replace the aging T-38 Talon, which is no longer able to fully prepare Air Force pilots for advanced new-generation aircraft. The Air Force says it plans to award a contract for 350 T-Xs to replace the 431 T-38s in the fall of 2017, with initial operational capability by the end of 2023.
Boeing KAI Leonardo Lockheed Martin M-346 Saab T-100 T-X Trainer USAF


The fantastic on the net advertising campaign need to be focused on investing as little as probable, when acquiring as much as probable in return. Specialist marketers comprehend this. Amateur marketers normally dont grasp this until they have sunk thousands of dollars into campaigns that only produce a couple of dollars if they are lucky. Thats named going into the red but let evaluation. OK, Alright, you know what a banner ad is and you assume you know what you want it to say. That is a start, but it is only a start. There are other more pressing items to take into consideration. The banner ad is a pretty important piece of the marketing puzzle but exactly where you place it makes all the difference in the world. In the brick and mortar planet of real estate, enterprises seek out buildings for their operations based on where it is located. Businessmen and businesswomen normally attribute accomplishment to location, place, place.
Now, in the brick and mortar planet hot areas are pretty high priced to obtain. This is simply simply because the owner knows that it is a hot home and sets his/her rates accordingly. Mega hot on the net properties are no various. The laws of provide and demand drive their rates upward to the point that small corporations just cant afford to compete for those spots. So, if you have attempted to get noticed on the internet with a price range of much less than 100 dollars, you undoubtedly have located that you are out of luck.
Marketing on-line is the 1st factor marketers feel of when their organization is prepared to launch. Having said that, developing a website that areas their item or service on display for the world to see is a lot much easier than getting the globe to actually want to see it. The way to beat unfriendly advertising pricing structures is to be innovative in your ad placements. Look for internet sites that are just starting and scoop up the ad spaces like a stock prepared to blast off.
The exact same reasoning must be applied to on line marketing and advertising banners.
As previously stated, provide and demand drives the price tag of advertising up quite rapidly. You have to locate the web-sites that are destined to take off and get in Just before they go major. A lot of tiny advertisers wait around and finish up competing with the large boys as soon as the property goes hot. Quit performing that. You cant afford it. The very same reasoning will have to be applied to on the web marketing banners. Where you location it is as essential as what the banner actually says.
The best on line marketing campaign should be focused on investing as tiny as achievable, although acquiring as considerably as achievable in return. Qualified marketers understand this. Amateur marketers commonly dont grasp this till they have sunk thousands of dollars into campaigns that only create a handful of dollars if they are lucky. Thats called going into the red but let assessment. OK, Alright, you know what a banner ad is and you assume you know what you want it to say. That is a start out, but it is only a get started. There are other extra pressing factors to consider. The banner ad is a pretty essential piece of the advertising puzzle but exactly where you location it tends to make all the difference in the globe. In the brick and mortar world of true estate, organizations seek out buildings for their operations primarily based on exactly where it is positioned. Businessmen and businesswomen normally attribute results to location, place, location.
Now, in the brick and mortar planet hot locations are very high priced to acquire. This is basically since the owner knows that it is a hot property and sets his/her prices accordingly. Mega hot on the net properties are no diverse. The laws of provide and demand drive their costs upward to the point that tiny corporations just cant afford to compete for these spots. So, if you have attempted to get noticed on-line with a price range of less than 100 dollars, you undoubtedly have found that you are out of luck.
Advertising on the internet is the initially point marketers think of when their company is prepared to launch. Nonetheless, creating a web page that areas their solution or service on show for the planet to see is a lot simpler than receiving the globe to in fact want to see it. The way to beat unfriendly advertising pricing structures is to be innovative in your ad placements. Look for sites that are just beginning and scoop up the ad spaces like a stock ready to blast off.
Premier Property Management – Nonetheless, building a website that places their solution or service on display for the planet to see is a lot a lot easier than obtaining the globe to truly want to see it.


The Stock Exchange of Hong Kong Limited ("HKEX") has published on 27 July 2018 the Consultation Conclusions on the Review of the Corporate Governance Code and Related Listing Rules ("Consultation Conclusions") and the Guidance for Boards and Directors ("Boards and Directors Guidance").
The original consultation paper sought comments on proposed changes to the Corporate Governance Code and Corporate Governance Report of the listing rules ("CG Code") as well as related amendments to the listing rules for the enhancement of the corporate governance framework.
The new measures will take effect on 1 January 2019.
The Boards and Directors Guidance is a new publication containing practical advice to boards and directors of listed companies on their roles and responsibilities to carry out their roles more effectively. It covers directors' duties and board effectiveness, board committees, board diversity - including gender diversity - and corporate governance for weighted voting rights issuers.
There is also a section on the company secretary's role and function, in particular when the role is outsourced to an external service provider.
In addition, the Boards and Directors Guidance recommends successful listing applicants to appoint INEDs at least two months prior to listing.
The Boards and Directors Guidance is effective from 27 July 2018 with the exception of certain provisions which are noted to be effective from 1 January 2019 (noted in the margin notes) when the amendments to the CG Code and listing rules will become effective.
It should be noted the Boards and Directors Guidance does not form part of the listing rules nor do they vary any rule requirements or absolve issuers and/or their directors of any obligations to make their own judgment.
If you are a director or proposed director of an existing of a listed company, it would be helpful to take a look at the Boards and Directors Guidance as a refresher of your obligations under the listing rules.
If you are considering to become an INED of a listed company, you may wish to note the enhanced independence criteria in assessing potential INED candidates above. In addition, if you are considering to become an INED of a proposed listed company, you may want to discuss with the proposed listed company the feasibility of being appointed at least two months prior to listing.
For further details, please refer to the proposed amendments to the CG Code and related listing rules which can be found in Appendix III (for Main Board) and Appendix IV (for GEM Board) of the Consultation Conclusions, and the Boards and Directors Guidance.


text:
Meet the teams Get in touch Call us 020 7485 8811
Home > Cycling Accident Claims > The law around E-bikes and E-scooters explained
The law around E-bikes and E-scooters explained
16 Sep 2021 | Stuart Kightley
Why are electric bikes legal but not scooters?
E-bikes and e-scooters are the new rides on the block. To many, they are the micro-mobility revolution that will deliver low carbon, cheap, urban travel. To others, they are cheating. Or dangerous. Or illegal.
As with any new technology, micro-mobility devices offer opportunities and challenges, and lawmakers have the job of regulating them so that their obvious benefits can be enjoyed safely.
Why are electric bikes legal?
If an e-bike complies with the construction and use regulations, it is already allowed by law. The requirements are:
It must have a maximum power output of 250 watts
It must have a maximum powered speed of 15.5 mph (20 kph)
Find out how to make a cycling accident claim
Providing these requirements are met, it officially becomes an Electrically Assisted Pedal Cycle (EAPCs). This gives it special status, so it is not treated as a motor vehicle. Therefore, it is exempt from the road traffic acts that require insurance, helmets, tax and registration.
EAPCs are allowed on the roads and in cycle lanes (but not on pavements) and can be ridden by anyone aged 14 and over. As with bicycles, proficiency training and bike helmet use are recommended on safety grounds but are not mandatory. This is a light-touch legal framework and e-bikes are essentially treated the same as bicycles. This makes sense – they are in fact the same as a normal bike, only the pedal power is enhanced by battery output within strict limits.
A small e-battery is better seen as a way of encouraging those who might otherwise be daunted by the prospect of cycling, to venture forth onto the streets. This is especially so during the pandemic lockdown when alternative means of transport are even less appealing and the roads are quieter than normal. An e-bike will smooth the hills and extend the range of the average cyclist so that commuting to work becomes an achievable target – at least for many, a realistic alternative to the tube, bus or car.
There is no evidence that e-bikes are more likely to be involved in accidents – injuring the rider or anyone else – than normal bikes, so if they get more people on two wheels rather than four it is hard to fault a bike that gives a bit more oompf for those who want it.
One of the most common injuries caused by bicycle accidents is head injuries, accounting for around 40% of reported cycling injuries. These range from cuts and bruises to concussion and hairline fractures to severe brain damage and fatalities. The most common type of head injury caused by cycling is concussion which can cause dizziness, memory loss, temporary loss of brain function and loss of speech control. The higher the speed of a cycling accident the more likely the head injury will be a lot more serious.
Why are electric scooters illegal?
An e-scooter is a slightly different animal. The law treats the e-scooter very differently, at least at present.
The electric scooter is a powered vehicle (technically a Personal Light Electric Vehicle), and therefore unlike the e-bike, it is classed as a motor vehicle under the road traffic legislation. However it does not comply with the construction and use regulations (for instance a registration plate and rear-facing lights) like other motor vehicles, so it is illegal on our roads.
Even if you were to have a compliant e-scooter you would still have to comply with the rules requiring insurance, MOT, road tax and helmet to legally ride an e-scooter on the road. So they are only currently allowed on private land (with the owner's permission).
The penalty for use on a road is 6 penalty points and/or a £300 fine.
The annual casualties in Greater London report from Transport for London show that serious injuries caused by 'other' vehicles such as e-scooters are on the rise, up to 56 from 10 in the previous year.
Legalising e-scooters
In the Spring of 2020, the government consulted on legalising e-scooters, and they indicated in the call for evidence that they were looking at regulating e-scooters so that they are essentially treated the same as e-bikes. That is a low regulatory bar which sets a maximum speed limit (12.5 mph or 15.5 mph, or somewhere in between) and perhaps a maximum power output. There may be other construction requirements, such as the need to have a handlebar (ruling out some other forms of micro-mobility).
The government paper also sought views on whether to allow e-scooters on roads and cycle lanes (but not the pavement) and will need to consider what regulations to impose in relation to braking and lighting/reflectors; dimensions and ability to indicate; registration, licencing and age limits.
Governmental pilot scheme
Around the same time, it was announced that a 12-month pilot rental scheme for e-scooters would begin on 4 July 2020. From this time on, local authorities could allow private e-scooter rental schemes within their area, subject to certain rules. The hope was that the change in transport use resulting from the pandemic lockdown would create a window of opportunity to encourage and roll out micro-mobility vehicles. The new scheme attracted headlines that perhaps suggested an e-scooter free-for-all, where all e-scooters became legal overnight. The reality was very different: from 4 July the enabling regulations were put in place to allow rental schemes to be approved by councils, and at the time of writing none have yet been publicised.
The rules under the scheme remain fairly tight. They will still be treated as motor vehicles during the trial and so will need insurance cover (to be arranged by the hiring company) and a valid driving licence (full or provisional). E-scooters hired under an approved scheme will be allowed to ride on roads and in cycle lanes and tracks, but not on pavements. There will be no need to wear a helmet (but it is recommended).
The government intends to monitor the scheme monthly. The evaluation process will look at risk vs benefit: safety outcomes from e-scooter users, public perception (including from other road users and people with disabilities); as well as take-up and popularity.
Experience in early adopter cities around the world shows that differences in infrastructure and culture can create very different regimes: a 6 mph speed limit in Barcelona's cycle lanes, compulsory insurance in Berlin and helmets in Kyoto. And Paris has just announced a crackdown to stop e-scooters littering the capital.
Can you ride a private electric scooter on the road?
The only electric scooters that can be ridden on public roads are those currently part of government-backed trials such as the one being carried out in 10 boroughs of London. Privately owned e-scooters can not be ridden on public roads, they can only be used on private land. This is because they don't always have visible rear red lights, number plates or the ability to signal when turning left or right.
Can you ride an electric scooter if banned from driving?
If you are banned from driving this excludes you from riding electric scooters as well. To ride an e-scooter you require a category Q entitlement on your driving license. All of the same rules apply to e-scooters as other vehicles within the Q category.
To speak with Stuart or another of our London lawyers, contact us at 020 7485 8811 or fill in an online enquiry form.
Stuart Kightley Partner
For expert advice or to start your claim, please call our specialist cycling accident solicitors today.
For a free initial conversation call 020 7485 8811
Email us Send us an email and we'll get back to you
Which service can we help you with?* Please selectPersonal InjuryMedical NegligenceFamily LawResidential Property - Sale / PurchaseWills, Probate & Disputed EstatesHousing & Social CareSocial WelfareProperty DisputesCommercial PropertyLease Extensions
By ticking this box, I confirm I am 18 years & over and consent to Osbornes Law processing my personal data to deal with my enquiry. Our privacy policy is available here
Cycling News & InsightsVIEW ALL
Top 10 Major Highway Code Changes for Cyclists
New Highway Code rules for cyclists At the end of January 2022, the Highway Code was updated to make British roads...
Sophie Davies
Cycling accident advice
Now more than ever before, people are embracing the pleasures and benefits of cycling in and around London. Unsurprisingly, the...
Nicola Hall
Why are electric bikes legal but not scooters? E-bikes and e-scooters are the new rides on the block. To many,...
Stuart Kightley
Bike Boxes – what are the rules?
Cycle boxes at traffic lights I read a post recently on a London cycling forum in relation to some confusion...
Andrew Middlehurst
Highway Code changes just the start in protecting...
The 2020 changes to the Highway Code do not go far enough to change driver behaviour and protect cyclists and pedestrians,...
The importance of parks for cycling
I ventured outside the comfort of my home this past weekend for the first time in 11 weeks. As I walked...
Laura Swaine
Bike Cam Prosecutions
Have you ever been cut up by a van turning left? Or been riding along only to find the tarmac...
Helmet Cameras: Personal Safety and the Law
Helmet cameras have become one of the must-have items for cyclists, especially those commuting to and from work. They offer...
Around the World In One Day for NHS...
On Thursday 30th April 2020 I took part in a 240 mile cycle, raising money for the NHS. This ride was to...
Boom time for bikes – London Mayor's new...
Yesterday Sadiq Khan unveiled his 'London Streetspace' programme designed to transform London's streets to accommodate a possible ten-fold increase...
Highway code refresher for cyclists
As we start week 7 of lockdown, there is one thing that is more noticeable on the roads…cyclists. Whether you...
How can liability insurance offer peace of mind...
Stuart Kightley, managing partner writes in the Spring '20 issue of the London Cycling Campaign (LCC) magazine and explores the question...
Staying safe whilst cycling during the COVID-19
We are all having to change our lifestyles as a result of the COVID-19 pandemic and its effects on society....
Cycling Accidents involving potholes
If a cyclist is injured as a result of a pothole or defect on the road they were travelling on...
Do I need insurance for cycling?
There is no legal requirement for cyclists to hold insurance cover in order to cycle in the UK. That includes...
Tips for a cycle commuter
Two weeks ago I was cycling home from hockey training along Upper Richmond Road. I was literally 2 minutes from my...
Death of cyclist in road traffic accident opens...
After the death of a cyclist outside the Olympic park, Stuart Kightley, personal injury solicitor at Osbornes re-visits the question...
E-Bikes – are they the future for commuting?
The Government released some clarification last week in relation to the upper limit of the cycle to work scheme. Many...
Intimidatory driving to become breach of traffic law?
A new driving offence of 'intimidatory driving' is being considered by the government to crack down on close passes by...
Ealing cyclists up in arms over latest death
After 51-year-old Met Police officer, Claudia Manera was killed in a bike accident at the junction of The Broadway and...
Can a 'bike backie' get you in trouble?
London's controversial mayor Boris Johnson has been caught by The Sun newspaper giving his lawyer wife Marina Wheeler a...
The risks and rewards of cycling in London
Stuart Kightley of Osbornes solicitors asks the question: is cycling in London good for your health? I acted for a...
Cyclists, Roundabouts and the Highway Code
The Highway Code is more than just a guide to how to pass your driving test. It is intended to...
Cycling accident claims and the blame game
Road deaths increased last year for the first time since 2003 (Transport for London figures, 2011), and with the number of cyclists...


text:
Francis Poulenc's Concerto pour deux pianos (Concerto for Two Pianos and Orchestra) in D minor, FP 61, was composed over the period of three months in the summer of 1932. It is often described as the climax of Poulenc's early period. The composer wrote to the Belgian musicologist Paul Collaer: "You will see for yourself what an enormous step forward it is from my previous work and that I am really entering my great period." The concerto was commissioned by and dedicated to the Princess Edmond de Polignac, an American-born arts patron to whom many early-20th-century masterpieces are dedicated, including Stravinsky's Renard, Ravel's Pavane pour une infante défunte, Kurt Weill's Second Symphony, and Satie's Socrate. Her Paris salon was a gathering place for the musical avant-garde.

Premiere
The premiere was given on September 5, 1932, at the International Society for Contemporary Music in Venice. Poulenc and his childhood friend Jacques Février were concerto soloists with the La Scala Orchestra, with Désiré Defauw (later conductor of the Chicago Symphony Orchestra) conducting. Poulenc was gratified by the warm acclaim his work received, and later performed the concerto with Benjamin Britten in England in 1945.

Inspirations
The concerto's recurring moto perpetuo, modally inflected figurations are clearly inspired by Poulenc's encounter with a Balinese gamelan at the 1931 Exposition Coloniale de Paris. Additionally, the work's instrumentation and "jazzy" effects are reminiscent of Ravel's G major Concerto, which was premiered at Paris in January 1932. Inevitably, comparisons have been drawn with Mozart's Concerto in E-flat for two pianos, K. 365, but the Larghetto's graceful, classically simple melody and gentle, regular accompaniment is reminiscent of the Romanze of Mozart's D minor Piano Concerto, K. 466. The composer admitted that he chose for the opening theme to go back to Mozart because "I have a veneration for the melodic line and because I prefer Mozart to all other composers". Poulenc wrote in a letter to Igor Markevitch, "Would you like to know what I had on my piano during the two months gestation of the Concerto? The concertos of Mozart, those of Liszt, that of Ravel, and your Partita".

Instrumentation
The concerto is scored for two pianos and an orchestra of flute, piccolo, two oboes (second doubling cor anglais), two clarinets, two bassoons, two horns, two trumpets, two trombones, tuba, snare drum, shallow snare drum, bass drum, castanets, triangle, military drum, suspended cymbal, and strings.

Style and form
The concerto features simple ABA form in the first and second movements, but suggests a more complex rondo form with intervening episodes in the finale. The concerto is in three movements as follows:
Allegro ma non troppo – in D minor. Poulenc chooses to bypass the conventions of sonata allegro in the opening movement in favor of ternary form, with a slower middle section. If this first movement is meant to evoke Mozart, it is the blithe composer of the delightful Divertimenti and Serenades. The general effect is "gay and direct", words Poulenc often used to describe his own music.
Larghetto – in B-flat major. In the gently rocking, consciously naive Larghetto, Poulenc evokes the famous Andante from Mozart's D Minor Concerto, K. 466. The increasingly sonorous, steadily building middle section echoes the spirit of Camille Saint-Saëns, who, though indefatigably French, could in his serious moments be among the most Mozartean of 19th-century composers. Poulenc commented, "In the Larghetto of this Concerto I permitted myself, for the first theme, to return to Mozart, because I have a fondness for the melodic line and I prefer Mozart to all other musicians. If the movement begins alla Mozart, it quickly diverges at the entrance of the second piano, toward a style that was familiar to me at the time."
Allegro molto – in D minor. Poulenc's finale is a syncretic Rondo that merges the insouciance of a Parisian music hall and the mesmerizing sonorities of a gamelan orchestra. Its scintillating patter and energetic rhythms produce a vivacious, effervescent effect. As did his idol Mozart, Poulenc favors us with profligate melodious invention, featuring a new theme for nearly each succeeding section. His biographer Henri Hell has observed, "the finale flirts with one of those deliberately vulgar themes never far from the composer's heart."

As brilliant as it sounds, the Poulenc Concerto for Two Pianos demands of its piano soloists more skills of ensemble than of technique. Although the pianos intersperse conversational interludes, conventional cadenzas are absent. Throughout the concerto, the pianists play nearly continuously, sometimes unaccompanied by the orchestra. Poulenc creates a dramatic yet charming dialogue between the two keyboards and the supporting orchestra ensemble. Unusually, his orchestration foregrounds the woodwinds, brass and percussion, relegating the strings to an unfamiliar secondary role.

Quotes

References

Bibliography

External links
 Pianopedia page
 San Francisco Symphony program notes
 CSO program notes
 Classical Archives page
 New World Symphony program notes

Poulenc
Compositions by Francis Poulenc
1932 compositions
Compositions in D minor

redpajama_set_name: RedPajamaWikipedia


text:
Madirakshi Mundle speaks out on the sudden closure of Jaat Ki Jugni
Arpit Ranka's character to end in Star Plus' Chandra Nandini
Fame is a devil, art is an angel: Raghav Juyal
Published by user1 at June 21, 2017
Sony Entertainment Television's visphotak love drama Jaat Ki Jugni (Rashmi Sharma Telefilms) is all set to go off air in July.
This will perhaps be the first show to go off air in three months of its commencement.
The story is based on the tumultuous love story of Bittu and Munni who belong to a small town of Haryana in India.
The lead characters of the show: Bittu and Munni are played by Vishal Vashishtha and Madirakshi Mundle.
The other cast includes talented actors like Yash Tonk, Amit Pachori, Rinku Karmarkar and a few more.
got in touch with Madirakshi and Vishal to know about how they feel about the show coming to an end.
While Vishal remained unavailable for comment, Madirakshi commenting on the topic said, "I am an artist and my job is to work. I can only tell you that I loved working with the cast, made new friends and totally enjoyed playing my character of 'Munni'."
Well, we loved her character too, didn't we?
Jaat ki Jugni will be replaced by Sony TV's upcoming show Pehredaar Piya Ki which revolves around a girl who gets married to a young prince who is 10 years younger to her.
The show features popular actress Tejaswi Prakash Wayangankar in the lead.
Let us know what you think about Jaat ki Jugni going off air in the comments section below.
− eight = zero
Notice: It seems you have Javascript disabled in your Browser. In order to submit a comment to this post, please write this code along with your comment: b9e1110e7f6232289034d2735908c9c8


Emily Foxhall Dec. 5, 2018 Updated: Dec. 5, 2018 8:54 p.m.
NAVASOTA — Twenty-two-year-old Emily Gainey worked on hands and knees, stringing a zip tie through borrowed patriotic bunting. She tightened it to a newly printed vinyl sign, through a hole that Navasota City Manager Brad Stafford poked with a knife.
In 28 hours, Locomotive 4141 was scheduled to pull out of a Union Pacific facility in Spring, carrying the body of the former president to his College Station burial place. As elsewhere up and down the route, it was all hands on deck here to prepare.
The train on Thursday will chug across 70 miles of track through rural towns and cities some Houstonians have never heard of — let alone people across the country. They include tiny Todd Mission, pop. 100, which grew around the Texas Renaissance Festival. Navasota, home to 7,000, is among the biggest on the route.
In that moment, with thousands expected in some places to watch, the communities will be the backdrop to history. The Texans along the way, honored for the chance to pay their respects to a president of a bygone era, don't plan to blow it.
Residents in Plantersville, pop. 1,000, ordered flags to pass out. Railroad contractors in twice-as-big Magnolia cleaned up the track. Gainey, who is the Navasota marketing director, and Stafford were hanging their sign from a building's balcony across from the track.
Grimes County Judge Joe Fauth echoed the sentiment.
Already, people with motorhomes had been spotted in Navasota for the occasion, said Chris Kehl, 53, who manages a coffee shop, owned by the mayor, in the quaint downtown where the train will pass.
Kehl was thinking of keeping the coffee shop open late Wednesday evening, in case of an uptick in business. He also planned to go a few doors down to get a pair of festive socks for the occasion.
There was an air of anticipation. He noted that a reporter from the Washington Post called to interview the mayor.
As the sign was hung, Navasota Mayor Bert Miller, 53, watched from down below. He discussed the event earlier that morning with the school superintendent, who, like at least one other district on the route, planned to release students early.
They agreed: it was going to be a once-in-a-lifetime, where-were-you-when-kind of moment.
Between towns, part of the train's path winds through woods and ranches. But 23 miles southeast of Navasota, in Plantersville, was another clearing.
Here Larry Leggett, 39, could look out his office windows and see the train tracks where Locomotive 4141 will pass.
Sam English, 34, who works in the same building, would watch along with him. On Wednesday, he viewed the funeral service for Bush on T.V., growing emotional as the former president was eulogized by his son.
Both coach baseball and invited the players to be there, too. They planned to cook hotdogs and pass out miniature flags they ordered, doing all they could to represent their little piece of the track.
Train after train passed through the tiny town every day and, finally, this was one to be excited about. English felt fortunate to have it passing right by them.
"All the years out in Plantersville finally paid off," English joked.
The train will be coming to Plantersville from Magnolia, where, like Navasota, it will pass through downtown. "WE SALUTE YOU PRESIDENT BUSH 41" read a sign Wednesday at the historic depot.
Along the tracks, three employees of Choctaw Construction Services used hulking machinery to pick up old rail ties and debris. They knew that the next day all eyes were going to be on the rail.
Near where they worked, at the Montgomery County library in town, branch manager Elaine Taylor, 63, was pulling Bush-related books for a display in the entry. She hoped those waiting for the train might come in and want to peruse them.
Magnolia City Secretary Lynne George meanwhile fielded numerous calls from those with questions about the event. The city expected perhaps 3,000 to come to town, more than doubling their population.


More and less mono in large.
My mother and I visited the wetland centre at Barnes in the afternoon: arrived to glorious autumn sunshine and were driven away by increasingly torrential rain... Nice mix of conditions photographically.
I tried to take more different photographs (i.e. point my camera at anything other than the Most Beloved emperor geese and nēnēs) and was pleased with some of my portraits (inc. wood ducks, Laysan ducks, Puna teal, ringed teal, fulvous tree ducks, falcated ducks, and mandarins).


My client is a well established and market leading company in their industry. They have some ambitious plans to expand and are currently growing from strength to strength. As a result they're currently expanding the maintenance team for a mechanically biased Maintenance Engineer.
As a leading UK specialist, my client are currently looking for a highly skilled Mechanically biased Maintenance Engineer experienced within a similar, heavy environment to help maintain machinery through PPMs and reactive breakdowns.
This business has a well built production output; their goal is to keep machinery downtime low in order to produce more of their product per hour. The engineering team are very motivated and work hard to ensure this is being achieved.
* Job security - They have a low staff turnover, once they join people don't leave! Most have been with the company 5+ years so you can be sure this is going to be a long term job.
* Career development -Lots of internal career progression with a good structure for promotions/pay increases.
* Training & personal development- In house training from top engineers, product training, training from machinery manufacturers and external training courses!
If you come close to having these skills, hit the apply button.
Maloy & Flynn Recruitment are always looking for good Multi Skilled, Electrically biased and Mechanically biased Maintenance Engineers, Mechanical Fitters, Maintenance Electricians, Maintenance Technicians, Reliability Engineers across the UK.
Maloy & Flynn Recruitment is an equal opportunities employment consultancy for both temporary and permanent positions in Sales and Marketing, Engineering, Construction, Head Office Support, Administration, Apprenticeships, Customer Services and Call Centre.