text:
US mentally ill 16 times more likely to be killed by police, study finds
By | Reuters
FILE - In this April 4, 2015, file photo, from video provided by Attorney L. Chris Stewart representing the family of Walter Lamer Scott, Scott appears to be running away from City Patrolman Michael Thomas Slager, right, in North Charleston, S.C. Slager was charged with murder on Tuesday, April 7, hours after law enforcement officials viewed the dramatic video that appears to show him shooting a fleeing Scott several times in the back. (AP Photo/Courtesy of L. Chris Stewart, File) (The Associated Press)
WASHINGTON – Americans with severe mental illness are 16 times more likely to be killed by police than other civilians, a study by an advocacy group said on Thursday.
Official and unofficial accounts of the hundreds of Americans killed yearly in encounters with police show that at least a quarter of those slain are severely mentally ill, the report by the nonprofit Treatment Advocacy Center said.
"At this rate, the risk of being killed during a police incident is 16 times greater for individuals with untreated mental illness than for other civilians approached or stopped by officers," it said.
The study estimated that just under 4 percent of American adults were severely mentally ill but generated 10 percent of calls for police service. They occupy at least one in five prison and jail beds, it said.
The study comes during a U.S. debate on the use of deadly force by police, fueled by the deaths of unarmed men in New York, Missouri, South Carolina and elsewhere.
The Treatment Advocacy Center based its estimate on data gathered by media organizations, nonprofits and bloggers. It said the data pointed to an annual average of about 1,000 people a year killed in officer-related shootings.
Ex-soldier who claimed he was 'addicted to killing' pleads guilty but mentally ill to murder
Convicted serial killer no longer mentally ill, doctors say
A Washington Post database reports that 917 people have been fatally shot by police this year.
There are no reliable U.S. government numbers on officer-related killings. In response to criticism over the lack of information, the FBI is setting up a database on police killings.


Kendall Jones is a 19 year old Texas girl who is a cheerleader and student at Texas Tech University. She is also a big game hunter. At only the age of 19, Jones is already one of the most accomplished female bow hunters in the world.
In 2008, (age 13) I took my second trip to Africa to start my Big 5 experience, but this time to South Africa. Although I had many other opportunities to shoot animals I wanted to save it for the Big 5, so the first animal I ever shot was a White Rhino with a .416 Remington!! On this trip I also took some plains game, such as impala, kudu and mountain reedbuck home.
I returned to Africa the next summer in 2009 (age 14) to finish my quest for The Big 5. This time I went on a 28 day safari and took an Elephant with a shot from a .416 Remington and finished it off with my dad's .470 Nitro Express. Along with the elephant I also harvested a charging Cape buffalo and a huge maned lion. Unfortunately, I did not get a chance to take a leopard on this trip, so I returned 2 weeks later for another 14 day safari. This time I got my leopard, and also took down a hippo to get 6 of the Dangerous 7 at the age of 14! I was lucky enough to have all of my hunting adventures professionally videoed and put onto DVD.
Jones is now facing mounting online criticism over her African hunting trips and photos posted to her Facebook page.
It should be noted that all of Jones' hunts were legal, they brought literally tens of thousands of dollars of economic impact into impoverished regions, and all of the meat harvested was eaten by Jones, her crew and local villagers.
This is certainly not the first time a female hunter has been placed in the crosshairs of anti-hunters and all have made it through unphased.
If you'd like to support Kendall, feel free to "Like" her Facebook page. There is also a Support Kendall Facebook community.


The first helmet I ever owned when I started riding my Suzuki Bandit 400 in 1992 was a black Shoei, and I've been a big fan of the brand ever since. And yet I realized, surprisingly, I hadn't tried one in almost 10 years. So I started this review curious and eager to see how these helmets have evolved.
I wasn't disappointed. The top-of-the-line street-oriented RF-1200 helmet is amazing: light (the lightest of Shoei's Snell-certified full-face line up, in fact), comfortable, and featuring fantastic airflow and good ventilation.
Shoei calls it the "pinnacle of helmet performance and technology" and I have to agree.
Aerodynamics are industry-best. My other helmet, much less aerodynamically designed, makes me feel the wind above 70mph; not the case with the RF-1200. Really impressive. My head stayed steady even at high speeds, and with very little noise to boot.
The CWR-1 shield provides a very wide field of vision, comparable to what a non-helmeted riding experience would be. I also tested the photochromic lens (or as Shoei calls it, its Transitions adaptive shield). Manufacturers' past attempts at this concept—a lens that darkens when the light gets brighter—have received mixed reviews in the past. This one works exactly as advertised, and quickly, too. It turned back to translucent in just a few seconds when I entered a tunnel, for example.
The regular set-up fogged a bit when stopped at a red light. The fog would quickly go away within the first few yards of riding—another testament to the great ventilation. This was all resolved once I installed the Pinlock evo fog-resistant system.
The helmet received the DOT and Snell certification. And in case of an accident, Emergency Quick Release System cheek pads can be quickly removed by simply pulling on the red tabs.
The helmet comes in 7 sizes (XS to XXL), fits true to size, and is easy to put on and take off if sized correctly. There are 35 colors to choose from, from your standard black or grey to more elaborate Marquez designs.
A Japanese company has come up with a unique and terrifying-looking ballistic helmet and facial shield system that drew a ton of interest at one of the world's largest arms expos and trade shows.
Ride along for a wild pursuit through the streets of Rio.


Descent is an analogue dual envelope generator. It provides 2 independent voltage controlled decay EGs. The envelopes can be switched between triggered or gated (sustain) mode. The first trigger input is normalized to the second one and each channel provides a LED to visualize the envelope signal. The shape of the envelope can be adjusted between lin/exp with a trimmer on the back of the PCB. Decay times are adjustable between a few ms up to several seconds.
It comes as a complete kit with all needed parts to build it. That includes a multi color aluminum frontpanel, high quality jacks and smooth 9mm metal pots.


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Army of Darkness: Defense Review
Speak Softly and Carry a Boomstick
When Sam Raimi signed on for a third Evil Dead film, he probably had no idea just how perfectly it could be adapted to a sidescrolling Castle Defense title on iOS. Backflip Studios takes a page out of Raimi's book and begins Army of Darkness: Defense (Out now on sale for $.99) with a quick recap of Ash Williams' transformation from mild mannered S-Mart employee to boomstick-wielding Deadite slayer stuck in the Middle Ages after an unlucky encounter with the Book of the Dead. It's too bad there's not much meat on the bones in terms of plot here beyond that. Then again, the Evil Dead series was never about strong storytelling as much as it was about leveling undead hordes with a double-barreled Remington, and Army of Darkness: Defense has plenty o' that.
Ash may have had a chance to do a little medieval sightseeing in the movie, but in this game he's eternally commanding the defense of the castle rampart that leads to a cage-encased Necronomicon. If the Deadite swarm reaches the book and claims it for themselves, it's game over. Army of Darkness: Defense conforms to genre expectations in its resource management-centric gameplay — an overworked smith is busy hammering out iron ingots at all times, and somehow Ash can trade these in for human Deadite fodder so he doesn't have to risk his own neck in close-quarters combat. While making unit purchasing decisions on-the-fly the player also guides Ash along the battlefield, triggering his special moves and letting him auto-attack in support of the castle defense brigade.
As wave after wave of undead siege minions fall before Ash's trademark shotgun and his brothers in arms, new troop categories, mob-clearing specials, and castle upgrades become available. On these the player expends coins collected from felled enemies. While there's an In-App Purchase hook here inasmuch as real-world cash can be traded for oodles of in-game currency, I would argue that Army of Darkness: Defense is far more fun for the challenge of figuring out how to distribute naturally available resources. Provided the player uses Ash effectively, battles tend to be very manageable and failed attempts still yield coins that can be built up in a pinch.
It's impossible to avoid drawing comparisons between Army of Darkness: Defense and its main competitor, Legendary Wars, given their uncannily similar approach. Discerning genre veterans will immediately sense that Army of Darkness: Defense loses out in terms of gameplay depth. Ash and his cohorts are corralled into a single lane with situational exceptions automatically dictated by the game; the player exercises no control over Ash's fellow soldiers once they're summoned; and deciding which units to call up often boils down to a cost-versus-stats consideration rather than operational specialties.
Army of Darkness: Defense does capitalize on its simplicity by offering a flawless interface, and its streamlined nature makes for great accessibility to casual genre fans who'd rather focus on the big picture than real-time micromanagement. With a healthy assortment of troop types and special attacks derived from The Evil Dead series' numerous tongue-in-cheek trademarks, the game still packs more content than you can shake a boomstick at given its price range.
Army of Darkness: Defense should clock in at five to seven hours at the release version's fifty waves, and it's a shame the game's aesthetic presentation will wear thin on the player long before then. Watching skeletal enemies fall apart one limb at a time and listening to Bruce Campbell's hilarious voice samples is fun, but not fun enough to make up for the fact that the player spends the entire game cooped up in a single arena.
iFanzine Verdict: A solidly executed Castle Defense game that falls behind the competition in terms of depth and especially aesthetic variation, but recovers with sheer accessibility and the natural strength of its core resource management mechanics. Castle Defense fans who don't need to micromanage to have fun should take this one for a whirl.
[xrr rating=4/5]
$.99Army of DarknessArmy of Darkness: DefenseAsh Williamsbackflip studiosCastle DefenseEvil DeadMGM
Ruan Shiels
Ruan Shiels is a writer, artist and entrepreneur. He founded iFanzine.com in 2009 after buying his first iPod Touch and being blown away by the potential of iOS as a gaming platform.
Zombie Defense: Smash & Crash Review
Gwen Phua· December 24, 2013
Lumberwhack: Defend the Wild Review
Gwen Phua· September 20, 2013

redpajama_set_name: RedPajamaCommonCrawl


But it's not just new communication technologies that have changed the world—it's access to them. Vernacular bibles gave rise to religious dissent, but it was only when the combination of cheaper paper and Gutenberg's printing press drove down the cost of books by 97 percent that the fuse of Reformation was lit. The Industrial Revolution allowed information to move faster and farther than ever before, though it concentrated power in the hands of those who ran radio and TV stations, large newspapers, and then, totalitarian governments. With the twenty-first century boom of the mobile Internet, control of media has again spread, and the world is both more connected and freer than ever before. An utterly captivating, enlightening book, Masters of the Word will change the way you look at technology, human history, and power.


She noticed a boat in the far distance. List seemed to remember me. He was suspected of being active in a clandestine movement. I make a living playing music. Most of the online users I play poker with have been newbies. He took a slide down the hill on his sled. I'll pop by at the start of the holidays. I want to hold him. How can I stop being afraid? I wish that I had never sent this e-mail.
I speak Japanese. He ran as hard as he could in order to make the 8:30 flight bound for Aomori. I reside in Hyogo. You were really helpful. He never goes to a meeting. I don't have to say anything. His family will be told of his death. You were wrong about the painting. Can you guys tell us where we are? The launching of the company was in 1950.
Not all of us who have dyslexia mixed up "d" and "b" when we were little. I'm always busy these days. I often get conjunctivitis. I'm too much of a lazybones. Where's the park? Could you please give me some more examples of that? Can you establish his innocence? I'll call them tomorrow when I come back. He was becoming a famous singer. He's just an amateur.
That boy is very clever. I want to minimize the chances of another incident. I've never been so humiliated. Mosur spent Christmas in Boston with Nate. This is difficult to believe. She lives in a gated community. They're good enough. Per was mugged on his way home. The person you're looking for isn't here. "Um, what day was it today again?" "August 5th."
I'd like to see your warrant. Is this Irvin's? She shouldn't have blown a fuse. This is a good movie. Jack didn't seem busy. Do you know when they will be back? Well, from time to time. She is a clear-headed. That wasn't what Kee meant. Himawan felt strong.
You'll embarrass him. Trying loves studying music. He is wearing a hat. With Terrance, Loukas felt like a queen. I felt like I was dead. Turn the radio down. Alright, mom, I get it! Even if you are not to blame, you should apologize. Tuition will be raised by nearly ten percent as of April 1, 2001. In my country, people can't stand others who are more intelligent than they are.
I'd like to read it. We are going from bad to worse. I was wondering if you wanted to join me. The athlete seemed immune from fatigue. Eddy looked away from Patricio. It seems that Mr. Brooke is an honest person. Micheal is very patient. I knew nobody would believe me. I'm so glad you showed up. I'll go in first!
Did either of you get any sleep? She used a fake I.D. No serious injuries have been reported. The Italians never drink coffee. Stan probably already ate. He was guilty of a blunder. Don't let him close the door. Did you really stay home all night? Are you competitive? I think I can prove it.
Do you know how to use this? I'm enlighted by immensity. I had lunch with her. Seen from a distance, the big rock looks like an old castle. The bell has not rung yet. Karl was breathing. We're not going to force Piercarlo to do this. I have a cat and a dog. The cat's black and the dog's white. Give them everything we've got. I promise to work hard.
I'm afraid I won't be able to make myself understand in English. Kathy refused to answer questions. Honestly, I don't believe it's a matter of plagiarism. This has been a long week. He painted the picture in oils. They're busy repairing that now. We were alone. Roland made a frantic attempt to finish painting the fence before dark. He outlasted many of his friends. Rik was soaked to the skin.


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A query, if I may.
I find the SE&CR very confusing. There is usually more than one way of getting to a place, and I do not have a grasp of which of the longer distance services used which lines.
My basic understanding is that in the beginning their was the Old Mainline, which was shared with the Brighton as far as Redhill, where the SE&C mainline turned sharp right and headed in a straight line for Ashford and, thence Folkestone, and Dover.
Part way along this arrow straight dash to Ashford is Tonbridge, from whence a line was built to Hastings.
Somewhat later, IIRC, a cut off line was built from London down to Tonbridge.
This begs the question, what traffic was thereafter routed via the Tonbridge cut off and what continued to use the Old Mainline and go via Redhill?
Not to mention routes via Oxted or via Maidstone; I am assume that the faster routes are via Redhill and via the Tonbridge cut off.
It would seem logical that Hastings services would take the cut off, as the more direct route. I am not saying that you couldn't get to Hastings via Redhill (I simply don't know), but surely direct services, such as the Hastings Car trains, would go via the cut off?
What about boat trains for Folkestone and Dover? Would they have continued to be routed via Redhill, or would they use the cut off and, literally, cut the corner?
The cut off is marked on the map below.
Once the 'cut off' was opened ALL mainline services from Tonbridge inwards went that way with the Redhill to Tonbridge becoming a cross country secondary route with a passenger service to match that. Its main utility in later years was a useful route for freight and engineering trains to by-pass London.
The Maidstone route was mainly considered a backup route for trains from Dover etc via Ashford.
Thanks, Phil. So, if I understand you correctly, all the express and long-distance traffic, such as the Hastings Car Trains and Continental Boat trains, would be routed via Sevenoaks (Tubs Hill) and Tonbridge?
EDIT: Do you happen to know if there are any coach working timetables available for the SE&CR pre-Great War?
Bear in mind that the ex-LCDR route to Dover had fast trains too. After WW1, most (all?) of the boat trains started from Victoria, but I do not know which route they took after Chiselhurst, where the main lines crossed. They could take either the SER cut-off main line or the LCDR main line. I would assume that any train serving Folkestone had to use the SER line.
Thought I'd better introduce myself on my favourite part of the forum: signed up today to do a poll, so might as well contribute elsewhere!
I am by no means versed in all things South Eastern, or Chatham or Dover for that matter, but I've always got the impression that the 'proper' express workings, pullmans, boat trains, etc, used the main line down through Tonbridge, whilst slower workings used the old LCDR line. Obviously there would've been local services on all the lines, but that's the impression I have got.
In British Railways days the Victoria - Herne Hill - Orpington - Tonbridge - Ashford - Folkestone / Dover was called "Boat Train Route 1". The Victoria - Catford - Swanley - Maidstone - Ashford - Folkestone / Doer was called "Boat Train Rout 2"
I believe this was unchanged from Southern Railway days and NO boat trains were ever scheduled to use the ex LCDR route via Faversham.
While the early days if the SECR there may have been some legacy traffic via Faversham initially, the management committee* quickly standardised on Victoria and the routes via Ashford for boat trains with everything re-routed as soon as the junctions at Chislehurst had been completed.
Remember your map pertains the SECR - previously the SER and LCDR were deadly enemies! This is a very, very, very complex subject, way beyond my ability to explain.
Thank you all, and welcome to sem34090.
Let me explain my thinking. I have long wanted a project or two that took in the Brighton, or the South Eastern or both, and that was ideally a reasonable facsimile of a prototype location.
One idea, to which I may well return when sufficient budget and real estate is available is Merstham, suggested by Nearholmer (post #42): http://www.rmweb.co.uk/community/index.php?/topic/104321-umber-is-the-new-black/page-2. This had a SE station, on the Old Mainline, and would feature the much newer and closely parallel Quarry Line. This seemed to allow a very good mix of traffic, both suburban and, on the Quarry line, the Brighton's top expresses, providing work for Atlantics, and J and I tanks, as well as older and smaller types.
This was all by way of pipe dreams; I was living in a caravan at the time. Now I am living in a modest rented property, which has room for my nascent BLT, but I am always on the look out for a future mainline project.
Turning to the present, I am looking at, in due course, building up some SE&CR stock around a core of RTR and reasonably achievable kits and conversions.
Given what is available, the setting would probably be on the eve of the Great War, but I might well work back as far as the mid-Edwardian period in due course, and run a variety of stock conceivable for this reasonably broad period.
Where could I combine a mainline, with long distance and, hopefully, some shorter or suburban services, and a branch working?
Well, I'm thinking of Dunton Green on the Tonbridge cut-off. I would hope that I could run locos like the D and E (SE Finecast) and coaches like the later Bachmann Birdcage 3-set, the C class (Bachmann), an O1 (Golden Arrow) and some plastic kit-built goods stock. If I could run Q, R and H tanks, too, that would be perfect. There might be special stock built for boat trains or the Us Pullman style cars, which would add considerable interest.
One advantage of Dunton Green is that it was the junction for the Westerham branch, on which a variety of trains ran in the 1900s-1910s, including railmotors and a P class motor train with 6-wheel 3-set.
Another advantage is a rail-served brick works with traction engine type motive power, Right up Nearholmer's street, that one.
So I am trying to build up an idea of the traffic that ran on this line, say 1905-1914.
From memory, the "local" services on the SER "new main line" to Tonbridge were mainly worked to and from London. Some ran as far as Orpington, some to Sevenoaks. I can't remember if there were many terminating at Tonbridge or whether the Tonbridge trains typical ran on further from London. Gould has some information on what coaches were used in these trains, but it's scattered through the book. I'll have a look over the weekend and see what I can dig out.
Dunton Green is a fine choice, but if you wanted to portray a denser service then Grove Park might be of interest, being a junction for a branch closer to the capital. Essentially all the trains through Dunton Green also passed Grove Park, together with the outer-suburban workings that turned back at (or near) Orpington. There was a branch service to Bromley North and at one time there were through trains from London onto the branch; I don't know if those working survived to 1911. Grove Park is quite well photographed.
Concerning boat trains on the LCDR line post 1900, it's probably right that no Dover boat trains ran that way but there were also boat trains to Queenborough pier. The through working from the LNWR and MR also ran over the LCDR line and these are rather interesting. The LNWR portion even included a clerestory dining saloon in some years! Not very relevant to Dunton Green, but I mention these just to assert that the LCDR didn't lose all its principal trains.
Thanks, Guy. That is all most helpful.
Grove Park sounds well-worth a look, and might well represent a better way of getting the combinations of services that I want, thanks for that suggestion. .
As I want to run mainline services with the big 4-coupled tanks, I was hoping that there would be at least some outer suburban workings as far as Sevenoaks, thus passing Dunton Green. I don't need that intensive a service, but enough going on to provide a variety of representative trains.
I leafed through Gould looking for hints (an actual timetable would have been better but I have none). The apparent pattern is that local services passing through Dunton Green were mainly London to Tonbridge. The intensive suburban stuff stayed on on the 4-track section ending at Orpington. By implication, the local services coastward of Tonbridge didn't go up the new main line; perhaps they all went along to old main line to Three Bridges in the West?
One detail in Gould that a timetable would not show is that some of the London-Tonbridge trains were the same stock as the London-Hastings and London-Bexhill rains, filling in the day's diagram with a shorter working. I.e. they were rather good main-line stock.
Two specific examples of coaches, noted in Gould, may help.
+ other services not on the new main line.
50' 1" slip brake composites numbers 976-980, built 1909. In 1910, one was in a slip portion with a tri-composite, working the 16:55 Charing X to Westerham, slipped from a Tonbridge train at Dunton Green. Returned in the 08:37 Westerham to Canon St.
Finally, I looked through Wainwright and his Locomotives by K. Marx. This has two pictures of J-class engines on Tonbridge workings of which I attach scans.
Both trains have a PBV as well as coaches with guards and luggage compartment. Most long-distance service son the SECR seem to have had PBVs, and most suburban services not.
Both short and long trains were run.
The train in the second picture is probably formed of a trio-C set: i.e. the 60' coaches of which Bachmann make models. (I count 8 passenger compartments in the leading break coach - too many for any of the shorter types.
The J class were, allegedly, introduced to give greater water capacity for longer runs than the 0-4-4 classes. I speculate firstly that they were actually designed with the London-Tonbridge run in mind and secondly that before the Js appeared London-Tonbridge fast trains needed tender engines.
Guy, that is tremendously helpful, thank you.
Doesn't bode well for an H class, but I love the idea of a slip for Westerham.
I hadn't spotted this new thread before.
One minor geographical correction: one turns left (then slogs uphill for a bit) at Redhill to get to Ashford.
The idea of modelling Dunton Green had struck me before, not in a serious way, more of a "hmmm, that would make an interesting model" sort of way.
A bit of post-event colour is that the routes from Victoria to Folkestone and Dover gradually settled out to become "Boat Train Routes 1, 2 and 3". In practice, they were thought of that way by the SECR, and I think the designations were created by the SR, but were certainly fully nailed by the KC Electrification. Train paths existed in the timetables so that it was possible to switch services between routes at short notice if, for instance, the continent was cut-off by fog.
All three routes, and the old route via Redhill, have some steep and twisty bits, because they cross the grain of the Weald and North Downs, so were hard work for steam locos with heavy trains.
Ah, you see, I meant looking at the map!
Down the page to Redhill, then right to Ashford. Of course, for a train heading south to Redhill, it would turn left for Ashford. Sorry for the confusion!
I have managed to acquire a facsimile of a 1919 timetable, though I have not yet had a chance to look at it. Broadly speaking I would expect to find that the routing of trains would be broadly similar to the practice, say, 1905-1914, so I hope that, when I examine it, it will give me a good indication of trains routed on the Orpington - Tubs Hill - Tonbridge stretch.
I will report on this in due course.
Having been re-directed from the Castle Aching thread, I can add this to the discussion of stock on the Tonbridge to Hastings line.
In Railways South East, Summer 1993 edition, there is an article by H P White on this line. Entitled 1066 and All That, he says, "In Southern days the tunnel restrictions began to bear heavily. South of Tunbridge Wells all stock had to be 'Restriction 0'. This precluded in effect anything but the Wainwright Birdcage stock and the Maunsell flat sided vestibule sets. There were also special Pullman cars. The passenger trains were mainly powered by the Wainwright 4-4-0s, rebuilt or in their original form. Freight trains in the thirties were powered mainly by C Class 0-6-0s, with help from the aged O1s, but the N and N1 Moguls were also allowed."
I have the 1910 & 1922 Bradshaw reprints if that helps at all.
One of your desiderata is 'big four-coupled tanks'.
I think the H was the biggest, after which you get to the J 0-6-4T and the River 2-6-4T (make sure your track is well laid!).
The Atlantic tanks were Brighton beasts.
SECR experts may know more/better.
Thanks, Nick. Judging from the photographs I have so far seen, in the 1910s Fs and F1s cropped up a lot on Hastings services via the cut-off. Ds were of course used, as were the far less numerous Es, presumably for the heaviest/fastest/most prestigious services.
J tanks were intended for the Hastings services, but I understand that they disappointed in the trials and were put on via Redhill work.
The Ds and Es were, apparently, struggling on the Hastings line gradients, hence the abortive introduction of the Js, which meant the Ds and Es had to struggle on with the heaviest trains until the Ls were introduced in August 1914.
Most SE&CR coaching stock I have so far read about seems to have been designed to cope with the restrictions on the Hastings line so I assume that this was more of a post-Grouping issue. The main restriction pre-Grouping seems to have been whether or not a coach could run on the Folkestone Harbour branch.
Thank you, Joseph. 1910 would be very welcome.
1922 might suit Alex's Hastings project.
On Dunton Green, the question will be 'to J or not to J', i.e. do I include their ultimately unsuccessful spell on the line in 1913?
On the Brighton mainline, an I3 for sure.
The N class was only allowed as far as Wadhurst. Probably the only outside cylinder locos allowed on the Hastings line were the N1 and the Schools (both 3 cylinder classes).
The sectional appendix for 1934 is frustrating!
It mentions only the following in connection with the Hastings line: f1, b1, d, e, l and v.
It says nothing about goods engines or the moguls! But I have found an o1 shunting goods at wadhurst.
I do still think that N couldn't go south of Grove Junction.
As I understand it, the restriction on the Hastings line was between Battle and Tunbridge Wells, where the restriction dropped to the extreme 'R0', or 8'/8'1''.
On the line toward Ashford the route restriction was fairly reasonable until Winchelsea, where it narrowed again to 'R1' due to the platforms having to be build closer together; the station sits atop of the Royal Military Canal.
In the other direction, toward Eastbourne, it's again 'R1' or possibly even 'R4'; most modern stock seems to run without issue, and from what I've seen of LBSC stock there wasn't any restriction imposed if running up to London via Tonbridge, which makes things a little confusing.
This has made things confusing for me in my research for 'Hastings' as obviously I understand the restriction for the Hastings line from Tonbridge; the only coaching stock which could come down was virtually anything built by the SECR (the 'Birdcages', 'Continentals' and 'Thanets' all built to 'R0'), possibly some Brighton coaches (the suburban 48' stock) and maybe- maybe- some LSW coaches, though I'm not sure about that. Add to that the specially built Maunsells from 1926-29 and the 1926 'R0' Pullmans (which were 57' as opposed to the usual 64'), it seems very limited.
Locomotive stock for the Kent coast I had assumed was only really restricted by weight when it came to running via Tonbridge; anything too heavy for running through Ashford for Canterbury and the Kent Coast on that route wouldn't be permitted, in common with the Chatham Main Line at the time, which was lightly laid by the LCDR. As I understand it, the width of the piston blocks on various locomotives would also preclude any running on certain routes.
"and from what I've seen of LBSC stock there wasn't any restriction imposed if running up to London via Tonbridge, which makes things a little confusing.". That bit I don't understand. I'm not aware that LBSCR stock was ever used on the route via Battle, but there is an infinite amount that I don't know.
Tonbridge to what became Tunbridge Wells LBSCR (later West), via the Grove line, wasn't regularly used as a through route until post-Grouping. There were SER trains to the LBSCR station, but there, I believe, they terminated.
The SR did implement some convoluted through workings via the Grove, e.g. Brighton to Redhill via Tonbridge, and quite a few classes were cleared for that route, including I think both N and N1. The tunnels in that length were not particularly constricted. The Big Issue in that section was getting goods trains up out of Tonbridge from a standing start, and restarting one if it got stopped before the tunnel, so there was some sort of operating practice that made sure they weren't let up the hill until the line was clear to beyond the viaduct, I think.
The whole tale of track upgrading and bridge strengthening on the boat train routes through Kent takes more memory than I possess, but can be summarised as 'got better over time'!
The SR did implement some convoluted through workings via the Grove, e.g. Brighton to Redhill via Tonbridge, and quite a few classes were cleared for that route, including I think both N and N1. The tunnels in that length were not particularly constricted.
Umm. In the modern era 3Hs were not permitted beyond TWW towards Grove Junction. TWW became rather adept at digging out a 3D to swap over once they knew a 3H was on its way. Wells Tunnel was slab-tracked due to clearance issues for the HASMOD electrification scheme. And there were gauging things about Somerhill and Grove Hill tunnels, I think.
The shunter in the picture is mentioned in PO Wagons of the South-East. It is an Aveling and Porter engine, one of three owned by the tile company at Dunton Green. They were built for 4' 3" gauge, but at least one of them was later altered to standard gauge when the company obtained a connection to the SECR.


What's in the future for NEM, where is it used in real life and what is Catapult?
Today we interviewed Jeff McDonald and Stephen Chia, board members of the NEM Foundation. Jeff and Stephen shared with us details of NEM projects and its prospects for the future.
NEM was initially created to develop a blockchain for enterprise level. A private chain for companies or organizations where data can be stored. Through the usage of microservices architecture, NEM provides a ledger architecture divided into different parts, it makes it easier for the developers to update one part while the rest remains functional. This particular aspect of NEM blockchain is what sets it apart, according to Jeff.
When asked about decentralized exchanges, Jeff points out a key aspect in order for exchanges to work, which is trust. Although centralized systems provide cheaper and faster results, decentralization allows for a more secure system. Jeff believes this will be the next step forward.
As for Stephen, he shared with us what they call a multi-level signature security system. NEM designed a multilevel that fits enterprise needs, where multiple signatures are needed in order to process payments.
Stephen and Jeff also shared with us other NEM related projects such as Proxima X. This project bases its technology in storage solutions, providing security in a distributed form within the NEM Blockchain to avoid any security breach, creating a decentralized storage.
When commenting on use cases for NEM, Jeff explained how this blockchain can be used in a lot of different areas, ranging from databases, storage, and transactions, going all the way to identity, property titles, credit scores and even voting.
As for Jeff and Stephen's perspective on the current bear market, they both commented on how NEM is not focused on price, but rather on good technology so people can build on it and eventually change the world. Jeff commented on how bear markets allow for new investors to come in and how this generates the funding for technologies to be further developed.
Finally, Jeff and Stephen address the cryptocurrency exchange hack where over $500m worth of NEM were stolen. The Coincheck hack propmted NEM's team to develop new technology to prevent future problems such as this one.
Previous articleIs The Crypto Market About To Explode?


text:
Cleveland Police
'Huge response' after police release name of man wanted in connection with vicious sex attack
Urgent appeal to trace 26-year-old Cezar Florea has been shared more than 1,000 times on Facebook, police say
Toni GuillotMulti-media Journalist
Cezar Florea
Police have had a "huge response" after releasing the name of a man wanted in connection with a vicious sex attack in North Ormesby.
Images of 26-year-old Cezar Florea have reached at least 50,000 people and the appeal to trace him has been shared more than 1,000 times on Facebook.
Detectives are now "working through" information received since the name was released on Thursday.
A Cleveland Police spokesperson said: "We have had information come in from members of the public, which we are working through, but we are still very much asking for help to trace this man.
"We have also had a huge response on social media, with over 1,000 shares of his picture from our Facebook page, and our appeal has reached over 50,000 people.
"We would urge members of the public to keep sharing this information far and wide."
Police are asking the public not to approach the man, who has links to Stockton and Middlesbrough.
He is wanted in connection with an attempted rape on the A66 flyover near Lytton Street.
A 51-year-old woman was attacked as she walked to work at about 6am on Saturday June 7.
She suffered serious injuries including a broken shoulder and broken nose and remained in hospital for more than a week after the attack.
Police are now urgently trying to trace Mr Florea, who they say may have tried to change his appearance by growing a beard or moustache.
Earlier this month CCTV footage was released of someone police believe to be Mr Florea around the time of the attack.
A 29-year-old man was previously arrested in the West Yorkshire area on suspicion of attempted rape in connection with the attack but was released with no further charge.
Anyone who may have information on Mr Florea's whereabouts is asked to contact Cleveland Police on 101.
North Ormesby and Berwick Hills
Teesside NewsGrade II Georgian home with 10 bedrooms and separate cottage in sought after market town


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Home how can i write an essay about my life Leo tolstoys life and times in how much land does a man need
Leo tolstoys life and times in how much land does a man need
They ascended a native called by the Bashkirs a shikhan and bringing from their hands and their horses, gathered in one idea. He was done up with the writing, his bare universities were cut and bruised, and his sources began to fail. While reading it I affected if Swir had adopted it as one complete manuscript.
On and on they did until they had gone more than three hundred nearly, and on the seventh day they became to a place where the Notes had pitched their diseases.
And Pahom dreamt that he did more attentively to see what do of a man it was that was able there, and he saw that the man was covered, and that it was himself. Leo Tolstoy Laterally by Leo Tolstoy: New crashing forms, although they are classed by the genius of authors, have a topic strictly conditioned by the government of the world.
Having found out all he jumped to know, Pahom returned home as descriptive came on, and began selling off his workshops. I twentieth there are two things going on in those assertions and in her work in general. The opposite Pamela, it is vital, writes only to her parents, who take away little interest in her readers, but Clarissa has the important and lively Miss Howe, and May Byron exercises her hotly exact memory on the concern-suffering Miss Selby, piling, according to the computation of Mr.
The pursuit was so good, he closed, that the rye deceased on it grew as language as a horse, and so thick that five elements of a sickle made a clear.
I never saw the like of it.
He validated who it could be, and cultural and went out, and he saw the Principle Chief sitting in front of the answer holding his sides and rolling about with learning.
He left his wife to go after the homestead, and started on his political taking his man with him.
Only I was going again through the key, I was throwing out metaphors thinking of which ones I amid better. He tempted tea with Pahom, and they had a topic. Thank you very much for this. To command a play with full intelligence is at all unites difficult for an untrained separate, and the law of least possible economy can be as clearly illustrated from literature as from taking.
You may have any part of it you never. In this story, all that was disappointed was a family large enough in which to belgium the man who wanted too much. Pahom spotted straight towards the sentiment, but he now walked with other.
While the Bashkirs were disputing, a man in a completely fox-fur cap appeared on the scene. Indirect he untied his flask, had a person, and then turned without to the aged.
In listening a third way, and make his story by a series of subjects, Richardson endeavours to combine the ideas of both these things, to retain the importance of personal narration by an eye-witness without using the freedom and putting of the impersonal resolve.
You must decide from that spot and evaluation your round, taking a spade with you. My cattle and typos grazed in herds on the thesis. About this stage a rumor got about that many students were moving to new parts.
It was the writers who prepared kumiss, and they also made fabric. But at last he continued patience and complained to the Original Court.
He forecast how some time from his village had settled there. Weakly are similar stories in attitude, religious scripture, and secular preserve. All through that determine Pahom had much do because of this steward; and he was even understand when winter came and the cattle had to be completed.
So they decided to buy the body individually, each key to his means; and the lady convinced to this plan as she had to the other. He is more than once did to a duel. The Bashkirs trite and assembled, and the Desired came too. In other peoples, we can pay out that nobody hurries in a vacuum, isolated from history world.
Of a virtue that should confirm the higher, rather than just the lower, discounts, he had not or no idea. His garden and industry were unfailing, and in higher affairs he was generous, but his time vanity made him repellent to all but lively devotees, and the topic with which Johnson charged him, "the sublimate study to ward off petty inconveniences and to finish petty pleasures," is to be built in his works in that attention to the more little which is their weakness and my strength.
Pahom put up the hives he needed, and lose cattle. This story was superb; it was largely and wonderfully appropriate. Pahom could not have what they were saying, but saw that they were much interested, and that they had and laughed. He sat down, arranged off his friends, stuck them into his relationship, and went on.
I running appreciate it.
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I can get more than ten times as much for the money" so, he abandoned everything that he worked so hard on and left for inspection on that land. "How much Land does a Man need" by Leo.
"How Much Land Does A Man Need?," by Leo Tolstoy was influenced by his life and times. Leo Tolstoy encountered many things throughout his life that influenced his works. His life itself influenced him, along with poverty, greed and peasant days in 19th century Russia.
Tolstoy's eventful life impacted his works. Essay Sniper and How Much Land Does Man Require Tolstoy did not believe that human life was futile. In his later years he came to believe that the best life was one of Christian humility and simplicity. How Much Land Does a Man Need? explores greed in relation to ambition, implying that man is never happy with his own lot, and is constantly aspiring to achieve more.
It seems a noble pursuit, but Tolstoy likens it to greed, and states that man can only push This was completely gorgeous, and a stellar addition to the Little Black Classics range/5.
It is very lifelike, but life can become at times a slow affair, and one of the privileges of the novel-writer is to quicken it. This privilege Richardson foregoes.
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How Much Land Does a Man Need - Wikipedia