text:
EAST CROYDON
Extracted and adapt from a report
by Douglas Galton, Capt. Royal Engineers
The accident that occurred at Croydon, on the 21st August, 1854, an excursion train belonging to the South Eastern Railway,
having come into collision with a ballast engine standing on the line at Croydon. The portion of railway on which this
accident happened belongs to the London, Brighton, and South Coast Railway Company, and is entirely under the
management of that Company, but is run over by the trains of the South Eastern Railway Company, to the number of some 30
per diem. The approach to the Croydon station from the south is on a curve, and on a falling gradient of 1 in 264; and it is
protected by two signals-a semaphore signal, to the south of the station, and a distant revolving signal-which are worked by
the same signalman, the handles of the south semaphore (as I shall designate it), and the lever of the distant signal, being
within 5 yards of each other. To the north of the station there is a ballast pit, and there are several sidings ; and for the further
protection of this portion of the line, there is another semaphore signal, serving to warn both up and down trains. Thus, then,
there are three London, Brighton, and South Coast signals at the Croydon station applying to the up line, or to trains from the
Railway. south, the north semaphore signal, the south semaphore signal, and the distant signal : the north and south
semaphore signals are 373 lards apart, and the distant signal is 533 yards to the south of the south semaphore signal. The
curve which occurs on this portion of the line prevents the north semaphore from being seen from a greater distance than 400
yards ; but the south semaphore is plainly visible from a distance of at least 786 yards, the view of it from an approaching
engine being intercepted, however, for a space of 190 yards, by some bridges and an aqueduct, which are carried over the
railway, but which being passed, it is again seen from a distance of 413 yards. I may mention also that the distant signal,
besides being worked by wires by the signalman stationed at the south semaphore, is provided with a self acting apparatus, by
means of which it is invariably set " at danger " by the passing of an engine or train ; and that the principal duty of the
signalman, in reference to this signal, is to set it at "all right" again, as soon as the engine or train has proceeded past the
north semaphore. These details will probably become clearly understood by a reference to the enclosed plan, with which the
Brighton Company have been so good as to supply me.
The particulars of the occurrence are briefly as follows :
An excursion train was run by the South Eastern Railway Company, on the 21st instant, to take passengers from Dover and
the neighbourhood, as well as from other parts of the railway, to the Crystal Palace; and one of that Company's inspectors
was sent down for the express purpose of taking charge of it. When the excursion train arrived at Ashford, the number of
passengers was so great that the inspector found it necessary to divide it into two portions ; and, having divided it, he sent
forward the first half, remaining, himself, to prepare, and proceed with the second portion. The second portion left Ashford 20
minutes after the 1st portion, and, after remaining for 8 minutes at the Redhill Junction, started again at 12.38 for the Crystal
Palace. Unfortunately, however, in passing the Croydon station, it ran into a ballast engine, which had just been taking water
at a crane, which is situated 153 yards to the south of the north semaphore signal; and, as the portion of the line on which this
happened was curved, the engine of the excursion train, and the break van next to it, were thrown of the line by the effect of
centrifugal force, on the outside of thc curve, when the engine turned over on its side, and the carriages, thus suddenly
stopped, ran against each other-those in the rear against those which were in front-and against some ballast wagons, which
were standing on a neighbouring siding. The leading carriages were, in this manner, so broken up that three of the passengers
have lost their lives, and at least eleven others received injuries, some of them of a most serious nature.
I will now proceed to investigate the circumstances which led to this melancholy result.
It appears that the notice given by the South Eastern Railway Company to the London. Brighton, and South Coast Railway
Company. and to the stationmasters dong the line, of their intention to run the excursion train on the 21st instant, was to the
erect that a special up train would pass Croydon at 11.35 a.m., and would repass Croydon at 7.20 p.m., in returning on that
day; and that this notice was also given by the traffic manager of the London, Brighton, and South Coast Railway to the
stationmaster at Croydon, as well as to other servants of the Company. But, as before stated, it was found necessary to divide
the excursion train into two portions at Ashford, on account of its great length, and, as far as I can learn, the first half was
despatched from Ashford, without any notice having been sent forward of the division which had taken place ; and the second
half started from Ashford, without any further precaution having been taken than to telegraph it from station to station as it
proceeded. Now this mode of proceeding was not, perhaps, so much calculated to lead to dangerous consequences on the
South Eastern Railway, as it is the invariable rule, on that line, not only to telegraph trains from station to station, but to
prohibit a train from leaving any station, until it has been ascertained, by telegraph, that the line is clear to the next station;
but on the Brighton Railway, on which the train entered, near the Stoat's Nest station, the case is different, as I shall presently
have occasion to show. It seems that the assistant of the stationmaster at Redhill, having ascertained from the guard of the first
half of the excursion train, that a second portion of it would follow, affixed a red board to the tail of the first portion, and thus
gave warning along the Brighton Railway that a special train would travel up the line at a subsequent period; this being the
usual notification that a special train may be expected. After the first portion of the excursion train, there passed up the line
four other trains, one of them a Dover train, and one a ballast train, and thc other two belonging to the Brighton Company,
but no doubt could have been entertained that the red board did not apply to any one of these trains, as they were none of
them of a special nature. Next came the second half of the excursion train; the only general notice of its approach, which was
sent up the Brighton line from Redhill, was, as before stated, the red board, which had been affixed to the first portion at that
station ; but a telegraphic message announced its passage from station to station, and, preceding its arrival, gave such
warning as might probably, if attended to, have insured its safety. The telegraph clerk at Croydon thus received due notice
from his needle, that a special Dover train had left Stoat's Nest (a station 4 1/2 miles to the south of Croydon) for Croydon, at
12.53, and he recorded the message in his book in these words, D. special 12.53."
The stationmaster at Croydon had seen the red hoard behind the first half of the excursion train, but thought proper to
consider that it had not meant anything, because four trains, not special, had followed ; and went to his dinner about the time
that this message was received. The signalmen respectively posted at the north and south semaphore signals of the Croydon
station, had also each of them seen the red tail board, and, although four trains, not special, had followed it, they still
considered that a special train might be expected, hut they did not know when ; so the signalman at the north semaphore
signed to the driver of a ballast engine, who was in want of water, to come and take it from the main line, and the signalman of
the south semaphore began to dine in his box. Whilst matters were in this peaceful state at the Croydon station, a train was
heard approaching, on which the south signalman left his dinner in his box, and seeing the train some 300 yards on the other
side of his distant signal, lie did not set his distant signal at " danger" to warn its driver, but he rang a bell, with which he is
provided, for the purpose of preparing the north signalman for its approach, and when the train came nearer, he held up his
hand over his head as ,a sign of danger. The north signalman, however, heard the train coming himself, and directed the
driver of the ballast engine to go back out of the way, which he attempted to do and nearly succeeded m doing, when he was
struck by the excursion train, and a crash ensued which the stationmaster returned in time to hear, as, before he was able to
commence his dinner, he heard an unusual amount of whistling, which induced him to quit it, just in time to witness the result
of the catastrophe.
Now there were three measures of precaution, the adoption of any one of which would, in all probability, have prevented this
accident. The first the immediate promulgation of the telegraphic message " D. special 12.53" from Stoat's Nest. The second-
the turning on of the distant signal to "danger." And the third the keeping clear of the main line, when a special train was, or
ought to have been expected. But the first was not done because the electric telegraph is stated by the Brighton Company to be
used on their line simply to register the arrival and departure of trains, and not for the purpose of working the line. The
second was not done because the south signalman has special instructions from his superiors not to use his distant signal,
unless trains arc crossing at the station, or are at the south portion of it. And the third was not done, because it was not known
that the second half of the excursion train was so soon to arrive, and because the ballast engine had not the means of
obtaining water without coming on the main line.
In regard to the use of the electric telegraph on the Brighton Railway, I must here beg to offer one or two observations, more
specially than I should otherwise perhaps have done, because this is a case in which confirmation is given in so marked a
manner, to the expediency of the recommendations addresser; by their Lordships to the Railway Companies in a circular of so
recent a date as the 12th ultimo. In that circular, the careful consideration of the directors of the different companies was
requested to the system of working on the South Eastern Railway, and to a limited extent on some other railways, under which
greater security is afforded from the most numerous class of railway accidents, those occasioned by collision between trains
following each other upon the same line of rails. The mode of working proposed for consideration, is simply not to allow train
to leave any station until it has been ascertained by telegraph that the line is clear to the next station. Now one great
advantage of the system to which attention has thus been drawn, is, that so long as it is strictly adhered to no train can
approach a station without being expected, and that, therefore, if the main line be not freed from obstruction of every kind,
and be not clear to receive it, or be not protected by all the means within the power of those in charge of the station, the direct
responsibility of any accident that may happen, must rest upon the heads of the station authorities.
The Brighton Company alleged that they have tried for some time to work their line by telegraph, and are continuing to try to
do so, but have never succeeded, in consequence of the number of trains on the line, and the number of stations worked by one
continuous wire. How, the number of trains on the line is only an additional reason for the adoption of some extra measure of
precaution of this nature, and is no cause of difficulty, so long as the telegraph stations are at suitable intervals ; and, if the
wire were divided from station to station, the latter difficulty would he at once disposed of. The only inconvenience, or,
perhaps danger, which the Brighton Company then conceive to remain, is that trains are kept at intermediate stations, instead
of being allowed to come on to principal stations where they may he better protected by signals. Any argument of danger, on
this account, at once falls to the ground, as long as the telegraph clerks, and their communication with the signalmen, are to
be depended upon, because, under the system referred to, trains at the intermediate stations may, in all cases, be protected by
telegraph from the approach of another train from the next station, and intermediate stations, therefore, become as secure, in
this respect as the principal stations. But the Brighton Company believe that the attention required is so pest, and the mistakes
made are so frequent, in telegraph messages, that it would be very dangerous to depend upon the telegraph clerks and their
communications with the signalmen ; and, as 1 think I have shown that the other objections above mentioned may be
overcome, it would appear that in this belief lies the only objection which has any claim to validity, to the system referred to of
working the line by telegraph." Even this objection the Brighton Company still hope to overcome, by simplifying the present
signals, or by making an engine give a signal itself, which latter they consider to be the preferable course, and they express
themselves anxious, in that case, to work by telegraph.
In the meantime, as far as the Croydon station is concerned, the needle is employed for the purpose of communicating all
necessary warnings ; but these are unnoticed. The stationmaster considers the telegraph as useless, and therefore does not
attempt to make use of it ; and the telegraph clerk fulfils his instructions by simply writing in his book whatever he may learn
from his instrument, in regard to the approach of trains. I must remark, however, that, although the telegraph clerk at Croydon
does not consider it his duty to communicate to anybody the warnings he receives, yet the telegraph clerks at
Stoat's Nest and Forest Hill both state that they think it necessary in all cases to communicate with the signalmen at their
stations when they receive notice of the approach of an unexpected train, and that they did so in the case of this very train. It
appears, therefore, and it is somewhat singular, that, though working under the same instructions from the Brighton Company,
the clerks at these stations, which are on either side of Croydon, have fallen into a mode of working which the Brighton
Company would do well to cause to he adopted at Croydon, even if they cannot carry out the system of working altogether by
telegraph. As I have before stated, this is one of the precautions by the adoption of which this accident might probably have
been prevented.
The stationmaster at Croydon did not make use of the telegraph, as he might have done, after the passage of the first half of
the excursion twin with the red tailboard attached to it, indicating that a special train would follow, in order to ascertain when
it was coming ; nor did he make use of the telegraph after the four ordinary trains had followed, to ascertain whether the
special train might still be expected ; but, looking at the notice thus given in a different light from that in which the two
signalmen of the station viewed it, he states that he no longer expected the special train. This, however, is not very material,
as, if even he had expected it, although llc would not have gone to his dinner; yet he would not, according to his own account,
have acted differently in any way to the course pursued, and his presence would not therefore have prevented the accident. It
is not admitted by the Brighton Company that the stationmaster's impressions in regard to his obligations and duties are
erroneous ; and instead, therefore, of remarking on his neglect to adopt all the means in his power to prevent accident, and to
ensure the public safety, I must direct my remarks towards the system of the Brighton Company.
That Company appears to take their stand thus. They allege that the Croydon station being protected by a semaphore signal to
the south, which is in all cases plainly visible from a distance of at least 786 yards, and which is itself 373 yards from the
semaphore at the north of the. station, no train, either of their own or of the South Eastern Railway Company, has any right to
run against any obstruction which may exist at the north of the station, even though the distant signal which is provided for
the further protection of the southern part of the station, may show the "all right" signal. This may be true, but it has been
amply and unfortunately proved by the occurrence of many previous accidents on various railways, that the mere exhibition of
a signal, even if it be a sufficient one, is not of itself, in all cases, enough to cause drivers to stop their trains, and it stands to
reason that the fact of the " all right" signal being shown by the distant signal post, whilst danger is indicated from the
semaphore, is not likely to increase the caution of a driver. In fact, all experience goes to prove that signals alone must not be
depended upon more than can be possibly avoided, however valuable they may be as auxiliary instruments, in the working of
railways, but that it is also necessary to keep main lines clear for the approach of trains, and, in order to do this, it is essential
that the times of their approach should be previously known. These remarks apply generally to all railways, but they arc
particularly forcible in regard to the portion of railway now referred to, because, over this portion, special trains are run
continually, by both the Brighton and South Eastern companies, without any previous notice having been given, and at very
high speeds, which are but little abated, if at all, as a rule, in passing through stations. The electric telegraph, fortunately,
offers a means of warning stations of the approach of such trains, and if it be not made use of, accidents must, under these
circumstances, be expected, whenever a driver, from want of judgment or any other cause, neglects to pull up his train in
sufficient time, in obedience to a danger signal.
I found, in the course of this investigation, that the views expressed by the officers of the Brighton Company were different
from those which I entertained, in respect to the distance which would be required for stopping a train of the dimensions of
that now referred to, when travelling at a high speed. I therefore requested that some experiments might be tried by which
information on this subject might be afforded: and I will now detail the valuable and interesting results which were obtained,
in consequence of the liberal and zealous manner in which these experiments were performed by the officers and servants of
the two Companies.
Two trains mere prepared on the 12th instant, one by the South Eastern Company, and the other by the Brighton Company,
each of them nearly similar to the train which caused the accident, and composed as follows:
Weights of train, Brighton total 175.17.0. tonnes, weights on wheels acted on by breaks total 29.15.1 tonnes.
Weights of train, S. Eastern total 170.16.1. tonnes, weights on wheels acted on by breaks totals 29.1.2 tonnes.
The weights above given were determined by weighing each vehicle after the experiments were concluded, in the state in
which they then were. The above weights include the load which was distributed throughout the carriages to represent the
weight of the passengers, some 500 in number, who were in the second half of the excursion train.
Four experiments were tried, two with each train ; no person knew before hand where the train would commence to pull up ; but I accompanied the engine for the purpose of giving the signal on each occasion to the driver, who then shut off his stem1
and for the breaks as he would do in practice. The whole of the experiments were tried on a falling gradient of 1 in 264, at the
approach to the Croydon station. Each train started in the first instance from Reigate Junction, and ample space was allowed
for getting up the speed. In the last two experiments, the speed was the greatest that could be attained with the engines
employed coupled to trains of such large dimensions.
In the first experiment, which was with the train of the South Eastern Company, the last mile was performed in 65 seconds, or
at the rate of 55.38 miles per hour, and, on the signal being given, the steam was shut off and the train was stopped in 2077
yards, by the application of the tender break, and two van breaks, but without the engine having been reversed.
In the second experiment, which was with the train of the Brighton Company, the last mile was performed in 66.5 seconds, or
at the rate of 54.13 miles per hour, and, on the signal being given, the steam was shut off, and the train was stopped in 1832
In the third experiment, which was with the train of the South Eastern Company, the last mile was performed in 66 seconds, or
at the rate of 54.54 miles per hour, and on the signal being given, the steam was shut off, the engine reversed, the steam put on
again, and the tender break, as well as the two van breaks, applied, when the train was stopped in 1790 yards, and in 2
minutes from the moment at which the signal was given. In this experiment, the driver reversed his engine before sounding his
whistle, and a few seconds more than usual were thus perhaps lost, before the breaks were applied.
In the fourth experiment, which was with the train of the Brighton Company, the last mile was performed in 63 seconds, or at
the rate of 57.14miles per hour, and on the signal being given, the steam was shut off, the engine reversed, the steam put on
again, and the tender break and two van breaks applied, when the train was stopped in 1389 yards, and in 90 seconds from
the moment at which the signal was given. In this experiment sand was scattered on the rails from the engine, which was not
done in any of the other experiments, and from the state of preparation in which the servants of the Brighton Company
appeared to be, and the alertness with which every exertion was made, after the signal was given to the driver to stop the
train, I should be disposed to look upon 1389 yards as nearly the minimum distance in which such a train could be pulled up
in practice.
The day was fine, the atmosphere clear, and the rails were as dry as they could be. If the rails had been in a greasy state, as is
constantly the case in certain conditions of the atmosphere, these distances would, of course, have been materially increased.
In order to appreciate these experiments at their proper value, it should be remembered, that it was rather the interest of the
South Eastern Company to show that the distance from which the south semaphore signal of the Croydon station could be seen
by the driver of an approaching train was not sufficient to have prevented the late accident, whilst it would have been
undoubtedly to the advantage of the Brighton Company to have shown that the train could have been pulled up considerably
within that distance; and, although the experiments were made with perfect Fairness, it is hardly to be expected, but that these
conflicting interests might have had some slight effect upon the alertness of the movements of the servants of the two
Companies, by whom such interests are usually pretty well understood, and by whom much anxiety is, in most cases, felt for
the success of the cause of their employers.
Taking these considerations into account, the results of the experiments do not present greater differences than might perhaps
have been expected.
In the first two experiments,
The South Eastern train at 55.38 miles per hour, stopped in 2077 yards.
The Brighton train at 54.13 miles per hour, stopped in 1832 yards.
or the Brighton train at 1.25 miles per hour more than the South Eastern train, was stopped in 245 yards less distance than
that train.
In the last two experiments,
The Brighton train at -57.14 miles per hour stopped in 1389 yards,
or the Brighton train at 2.6 miles per hour more than the South Eastern train, was stopped in 401 yards less distance than that
train, when the rails were sanded in the case of the Brighton train, and a few additional seconds were lost before the
application of the breaks of the South Eastern train.
The increased power of retardation, in consequence of the action of the steam of the engine with the gearing reversed, caused
the South Eastern train to be stopped in 287 yards less distance in the third experiment than in the first, and this number of
yards would have been increased if the breaks had been sooner applied in the third experiment.
The sanding of the rails, in addition to the action of the engine with the gearing reversed, caused the Brighton train to be
stopped in 443 yards less distance in the fourth experiment than in the second.
I will now apply the results of the experiments to the case of the collision under investigation.
For reasons which will be presently stated, the arms of the south semaphore signal of the Croydon station cannot be seen at so
great a distance as the post to which they are fixed, at the particular time of day at which the accident occurred; but the
distance from the point of collision to the point where the south semaphore post is first visible is 1518 yards, and the distance
from the point of collision to the point where the arms are plainly visible is 1174 yards. Now it appears that in none of the
experiments could the stoppage of the train be effected in the latter distance, and that it was only in one of them, the last, that
it could be effected within the former distance, or 1518 yards, and then only 129 yards within that distance, although every
preparation was made and all possible activity used, in favourable weather.
I believe that the proportion of break power used in these experiments was not much less than that frequently employed in the
trains of both companies, and it would appear, if that be the case, to be highly desirable that additional facilities for stopping
their heavy trains should be afforded when high speeds are permitted, particularly, as, in those states of the weather in which
the rails become more slippery, the difficulty of stopping trains is most materially increased.
I will now refer to the question of the signals, in respect to the second precaution before alluded to. I found, from a personal
inspection, during which marks were made to indicate distances that were afterwards measured by the servants of both
companies, that the post of the south semaphore signal of the Croydon station could be first seen by an approaching up train
from a distance of 1120 yards, but that at the particular time of day at which the accident occurred, the arms of this signal
could not be distinguished plainly, at a greater distance on an engine, than 786 yards. At that distance, the top of the signal
post is seen against the sky, but at a greater distance, it is seen against the Norwood Hills; and the effect of the sun and mist
render it difficult to distinguish the position of the arms, which are not solid-or to see more than an ill defined appearance of
redness, which would be still less easily seen from an engine travelling at speed. At 786 yards, however, the arms of this
signal, when at danger, are plainly visible ; but at 603 yards, they are obscured by a bridge and aqueduct which are thrown
across the line, and at 413 yards they are again plainly discernible. As the distance from the south semaphore to the point of
collision is 388 yards, the driver of the excursion train had not any excuse for not seeing that the semaphore signal was at
"danger," at a point 1174 yards from the site of the collision ; and after it was obscured by the bridges, he might again have
seen it at 801 yards from the site of the collision. It appears from the evidence that the driver was approaching the Croydon
station at a rate not much under 60 miles an hour, as will be hereafter shown, and, as I have proved by actual experiment,
that, at that speed, the driver could not have stopped his heavy train in 1174 yards, it is evident that the semaphore signal, of
itself, did not provide sufficient warning to a train so constituted, and travelling at so high a speed. The distant signal had it
shown danger, could have been plainly seen at a distance of 1985 yards from itself, and 1921 yards from the site of the
collision, and might perhaps, as has been before remarked, have prevented the collision, because and South coast it appears
by experiment, that the train might have been pulled up by the application of the breaks, as well as reversing the engine,
within that distance.
There is no doubt that the "danger" signal was exhibited from the south semaphore, and that the " all right" signal was shown
from the distant signal, to the driver of the second portion of the excursion train ; and I must now explain the reasons as given
by the Brighton Company forth is circumstance It appears that the south semaphore is considered in the light of an auxiliary
to the north semaphore, and that the distant signal is only used as an auxiliary to the south semaphore, and that the verbal
instructions given to the signalman at the south semaphore, are, to show " danger" from his semaphore whenever the line is
obstructed near the north end of the station, and whenever the north semaphore is at "danger," but to leave his distant signal
at "all right," unless when any shunting is going on at the station over the crossings, or unless a train at the station should
extend over the crossing, which is 133 yards from the north semaphore. As this distant signal is also turned to danger, by a
self-acting apparatus, y the passage of any train or engine, this man is further instructed not to set it at "all right," until such
train or engine shall have proceeded past the north semaphore. It would thus appear, that an engine, having itself passed the
distant signal, and turned it on, would be protected b it whilst taking water at the crane which is situated fifteen yards to the
south of the north semaphore, but that an engine coming from the north to water at that crane would only be protected by the
semaphore signals. It is clear that, acting under these instructions, the south signalman is not in any way to blame for not
having set his distant signal at 'l danger," when, as in the present case, a ballast engine came on to the main line, from the
north of the north semaphore, and was taking water at the crane fifteen yards from it. These instructions were neither written
nor printed, and I have not any reason to believe that the driver of the South Eastern Company's train was acquainted with
them. The practical working of them may be appreciated at its proper value, when it is considered that it justifies the
signalman for eating his dinner quietly in his box, with his distant signal at "all right," when he had reason to expect a special
train, without reference to any obstructions that might have occurred at the northern portion of his station; and when that "all
right" signal could not but tend to encourage any spirit of recklessness which a driver might possess, and which is usually
possessed by all men whose occupations appear to be attended with a more than ordinary amount of danger. Under these
circumstances, I would venture to suggest to the Brighton Company, that it would he better that the "danger" signal should be
exhibited from this distant signal whenever there is any obstruction at the Croydon station. And I would add, that in order to
avoid any chance of misunderstanding in reference to these matters, it would appear to be better that the signalmen of this
Company should be furnished with written or printed instructions, and that these instructions should be made known to the
drivers of the South Eastern Company, particularly when, as in this instance, they are of an unusual nature. As it a pears that
there are other distant signals on the Brighton Railway, at which the same method of working is adopted, I think it right to
state that I intend these observations to apply to them, as well as to the Croydon distant signal.
In reference to the fact of the ballast engine having been found on the main line, on the arrival of the excursion train, I have to
observe that no blame appears to attach either to the driver who brought the engine on to the main line, or to the signalman
who permitted him to do so. They were both acting up to their instructions, which simply required that, under such
circumstances, the semaphore signal should be set at danger. But, as has been remarked from various sources since the
occurrence of this accident, it would not be difficult to provide the means of watering a ballast engine at that spot without
bringing it on the main line at all; and the engine would not probably have been allowed by the signalman to ham been there
at that moment, if more formal notice had given of the approach of the excursion train. And here I must remark, that when, in
future, the South Eastern Company do run excursion trains on the Brighton Company's line, and find it necessary to divide
them, it would perhaps be better that they should forward by the first portion, a written statement of the fact to each
stationmaster on the way, with a notification as to the probable time at which the next portion will follow, as all uncertainty to
which a tailboard alone might give rise, would then be at an end. As it was, no precaution of any sort or kind appears to have
been taken in this respect by the servants of the South Eastern Company at Ashford, and had it not been for the thoughtfulness
of the guard of the first half of the excursion train, and of the assistant of the stationmaster at Redhill, by whom the tailboard
was affixed to the first half, no notice whatever would have been received at Croydon of the approach of the second half of the
excursion train, with the exception of the "D special 12.53,"which was entered in the book at the telegraph office, and which
only preceded the train by four minutes. It certainly cannot be considered as tending to the safety of the public that a train so
circumstanced should, considering the uncertainty that appears to have existed in regard to the regulations, approach the
station of another Company at a rate not much under sixty miles an hour-if, indeed, it is justifiable under any circumstances
with so great a weight of train and so moderate a proportion of break power. I cannot, however, impute any great amount of
recklessness to the driver on this account, as I understand that both the Brighton Company and the South Eastern
Company, and particularly the latter, frequently run special trains over this portion of the line without previous notice, and
without any great restrictions as to the speed at which they pass the stations, unless where there are facing points.
But in considering the measures which ought to have been taken on this occasion for the security of the public by the South
Eastern Company, in reference to the then existing circumstances and conditions under which the Brighton Railway was
worked, the great question arises as to whether these two Companies, running their trains as they do in quick succession, and
it might, almost be said, promiscuously, over the same portion of' railway, conduct the traffic jointly and unitedly in such a
manner as is best calculated to provide for the safety of their passengers. Unfortunately, the past history of the accidents
which have occurred on the portions of railway which they both make use of, prove that this is not the case, and it is to be
observed that this is not the first collision which has been imputed by the Brighton Company to the recklessness of the South
Eastern Company's drivers, and by the South Eastern Company to the management of the Brighton Company's signals. 'I'his
result can hut be attributable to the diffcucnt mode of working practised by the two Companies.
In the course of this inquiry, I have observed that there is considerable difference in their mode of working ; that there is a
want of agreement as to the best modes of working, and that there is a want of harmony between the two Companies ; but
there is no feature with which I have been so forcibly struck as the apparent ignorance, or at least the alleged want of
knowledge, that exists on the part of those high in authority in each Company, as to the actual practice and the success
attending such practice, of working by the other Company. The printed rules and regulations of the South Eastern Company
are more full, but there does not seem to be much essential difference between them and those of the Brighton Company,
except in the mode of working their lines by telegraph ; the Brighton Company appear, however, to prefer the use, in some
cases, of verbal instructions-a course which, whilst unsatisfactory for many other reasons, cannot have so great an effect in
ensuring care and consideration by those who issue the instructions, any more than precision in the instructions themselves,
or direct responsibility on, and therefore greater attention from, those by whom the instructions are to bc carried out.
The portion of railway between Redhill and London is worked over by both Companies, under mutual compromises and
agreements, and it would therefore appear to be highly desirable that it should be worked under regulations assimilated as
nearly as possible to those of each of the two Companies. It rests, I believe, principally with the Brighton Company to
sanction such an arrangement, and they would no doubt very justly reply that it would be dangerous to them to have this
portion of their railway worked differently from the remainder. The only satisfactory mode, then, of accomplishing such an
object would be by the assimilation of the regulations of the two Companies ; and I am not aware of any reason of importance
that could be urged against this measure, excepting the differences of opinion which exist amongst those in whom the
principal executive authority of the Companies is placed as to working by telegraph. I believe that the antagonistic feeling
which has existed between these Companies is on the decline, and I therefore hope that the time may not be far distant when
the same regulations may be enforced upon the two lines, similarly circumstanced as they are, in many ways, as to interests,
position, and the nature of their traffic ; but, in the meanwhile, 1would recommend earnestly, for the consideration of the
directors, the appointment of a joint committee, under whom the working of the traffic on all the parts of the line which arc
used and South Coast by both Companies should be arranged, in order that, at least, each Company may bc kept intimately,
continually, and fully informed of whatever instructions it may be considered expedient to issue for the guidance of the
servants of the other Company. In order to show more clearly the necessity for the adoption of some measure of this nature, I
will state the portions of the railway between London and Redhill Junction which are respectively owned and worked by each
of the two Companies. From London to Greenwich Junction, one mile fifty-nine chains, is owned and worked by the South
Eastern Company, From Greenwich Junction to the south of Stoat's Nest, thirteen miles twenty-six chains, by the Brighton
Company. From the south of Stoat's Nest to Redhill, five miles and sixty chains, by the South Eastern Company.
I have only now to remark more particularly upon the train of the South Eastern Railway Company, by which this accident
was occasioned, the second half of the excursion train.
It appears that this train was composed of engine, tender, 20 carriages, and two break vans, weighing altogether sonic 150
tons, and that it conveyed about 500 people, or upwards of 22 tons of passengers. According to the evidence of the inspector
who was in charge of it, this train was going at the rate of 20 to 25 miles an hour as it approached the Croydon station, and
when the south semaphore signal was found to be set at danger ; but the evidence of this man is highly discreditable to him,
for it is proved by the tide surveyor at Folkestone, who was a passenger in the train, and who timed its speed by the mile
posts, with a seconds hand watch, that the last mile before coming to Croydon was passed in "scarcely a minute," so that the
train must have been going at. the rate of 60 miles an hour when within three quarters of a mile of Croydon station. This
evidence is corroborated by that of the telegraph clerks, by whom the train was signalled from Stoat's Nest to Croydon, and
from Croydon to Forest Hill ; as, from the entries in their books it appears that only four minutes were consumed in the
passage of the train between the period at which it was passing Stoat's Nest, and that of its arrival at Croydon. The fact of the
great speed of the train is also corroborated by other evidence, though it is not admitted by the guard who was with it. It is
not, then, a matter of surprise, that there should have been difficulty in stopping a train of these dimensions at that particular
spot; but I would suggest for the consideration of the South Eastern Company, that, looking to the results of the experiments
before referred to, it might be desirable with trains of this nature, and particularly when running on the line of another
Company, that they should he furnished with a larger proportion of break power, even when speeds of considerably less than
60 miles an hour are employed.
Upon the conduct of the driver on this occasion, or the particular circumstances under which he was individually placed, I
shall refrain from remarking to a greater extent than I have already done, as, having been pronounced guilty of manslaughter
by the juries of the coroners before whom the causes of the deaths of the passengers were investigated, he is now awaiting his
trial for that offence.
I will now, in concluding this report, repeat, summarily, the principal recommendations which I have felt it my duty to make
for the consideration of the directors of the South Eastern, and London, Brighton, and South Coast Railway Companies.
1st. In regard to the two Companies, that they should agree upon a code of regulations, and a system of working, common to
2d. That in the meantime, the management of the portion of railway over which the trains of the two Companies run, should
be placed in the hands of a joint committee.
3. In regard to the Brighton Company, that they should make more me of the electric telegraph.
4. In regard to the Brighton Company, that their servants should be instructed to keep the main h e clear for the approach of
special or other trains, and to use the telegraph for the purpose of ascertaining when they maybe expected
5. In regard to the Brighton Company, that the system which appears to prevail on parts of their line, of causing main signals
and distant signals, under certain circumstances, to allow contrary instructions, should be discontinued.
6. In regard to the South Eastern Company, that the amount of break power on their trains should he increased, in cases when
heavy trains are run at high speed.
7. In regard to the South Eastern Company, that, at least until the system of working on the Brighton Railway be altered more
formal notice should be given when it is necessary to dividc any special trains which may be run over that railway.


As the Lead Partner until the 2018/19 season, EA Sports enjoys an expanded partnership involving on-screen branding and integration during EPL global broadcasts.
EA Sports and the English Premier League have such a quality relationship because of their tech-centric sponsor package. As the Lead Partner until the 2018/19 season, EA Sports enjoys an expanded partnership involving on-screen branding and integration during EPL global broadcasts. Fans see EA Sports branding at stadiums during pre-match. The arrangement also includes the league's official Player of the Month and Seasons Awards.
One of my favorite components of this innovative deal is the sponsorship of Fantasy Premier League where four million fans around the world play for free and win prizes.
Video gaming and Esports are popular with fans because of the FIFA franchise. It makes good financial sense then for EA Sports to hold the Exclusive Game License for the EPL. The benefit for gamers, publisher and EPL is a truly authentic gaming experience complete with league teams, new kits, updated player data, stadia criteria, and more for the release of FIFA 18.
EPL clubs such as Crystal Palace and Bournemouth are on the rise so expect a wide range of eager new sponsors to be unveiled next season. Fans looking for a live casino over the web, cutting edge smartphones or an automobile full of new technologies are in for a treat when these new sponsor partners are announced. You can be sure that like the EA Sports and EPL partnership, each will be designed to reach out to fans across the UK and globe with exciting offerings.
Sports Techie, the day is here when tech sponsorships rule the digital football landscape. The 2018 FIFA World Cup in Russia will be a showcase for such activations as will the Premier League next season. The ROI on these types of technology deals benefits the teams, league and fans like no other sponsorship arrangements.
Might HBO 'Game of Thrones' be next EPL?


There is of course much to take into consideration beyond images. How will you build up a portfolio to show clients? How might you win attendees? How will you present your past record? What packages will you offer? What equipment do you need? How much post- processing will be involved? How much can you charge and through maximise money? Importantly, can you make a living from professional wedding digital photography training?
It is truly easier to get started in portrait photographer compared with wedding photography – you can start with family members who may be willing matters.
It is harder to build a wedding photography portfolio absolutely no experience, yet can be accomplished. There might be a wedding in the family, enabling you to ask for a short time with their bride-to-be and https://taraweddings.ca/asian-wedding-photography/ groom to photograph them. It can be a problem whether they have hired a photographer who may not appreciate rivalry was announced. Alternatively you could hire a model and a wedding dress, employ a local wedding venue or church. Portfolio workshops is a really good option if you're in a hurry, although might are expensive and include less suppress. Working as a second shooter with just one wedding could be a good program.
Running a successful wedding photography business involved around 20% photography and 80% marketing or advertising. You will need to consider how you can win clients otherwise you've no business. Currently has found the best way to advertise the services you receive is to provide a website what your display your portfolio. A targeted internet marketing campaign can generate several phone and Email issues. Other forms of advertising (adverts on cars, in magazines) might not be so successful. Wedding fayres can be good, especially they close to local venues where you hope in order to locate work. Certain you only show your ideal work and in addition it must be very well presented. You will obtain an initial conversation with the bride or groom. To reflect upon the main purpose is only to book opertation with the happy couple.
Your charges depends as part of your target sell off. It is best to avoid the 'budget photographer' label, it's very tricky to shake off as you have experience.
Remember to factor in all the hours that will be spent being prepared for the wedding, the post-production work (which could be several days for one wedding), price tag of equipment, insurance and transport. Essential to the idea from the the serious competition is charging. You are just starting, noticing need for you to become reasonably priced compared these people. You can put your prices as you gain experience. Sensibly . would be not to get results for free just to gain feel! You will be valued better by paying customers who appreciate good photography. An effective pricing strategy would be to offer at least 3 numbers of service. Your lowest priced package end up being above the 'budget photoographers' in place. Clients should clearly see what sun's rays getting, the hours of photography and the format of presentation. In the majority of cases, clients opt for that middle package when assigned a assortment of 3 phases!


The parent company of six radio stations in Corpus Christi has filed for bankruptcy to try and pare down about $20 billion in outstanding debt.
The parent company of six Corpus Christ radio stations has filed for bankruptcy to try and pare down about $20 billion in outstanding debt.
iHeartMedia Inc. filed for Chapter 11 Bankruptcy protection in a federal bankruptcy court as part of its strategy to reduce its debt. According to a statement posted on the company's website, the move will allow iHeartMedia to restructure its debt and reduce it by about $10 billion.
The move has the support of the company's creditors and financial sponsors, representatives said, but will need to be implemented via a court-supervised process.
"The agreement we announced today is a significant accomplishment, as it allows us to definitively address the more than $20 billion in debt that has burdened our capital structure," said Bob Pittman, chairman and chief executive officer of iHeartMedia.
The company owns about 850 radio stations nationwide — including Corpus Christi-based K99, C101, NewsRadio 1360 KKTX, KSAB Tejano 99.9, Big 93.9 and 1400 El Patron — and provides services on more than 200 different platforms.
The debt in question was incurred after a leveraged buyout of iHeartMedia by financial sponsors in 2008, officials said.
iHeartMedia representatives said the company plans to continue operations as usual during the Chapter 11 process, adding that there would be no impact to current operations or payment of employees.


Using Rocket Spanish - it is fun, easy to use & a very pleasant learning experience. The interactive media makes for very effective learning. You can truly immerse yourself in the language very quickly. By far, the best way to learn Spanish that I have found so far!!


text:
Необоротные активы – это материальные и нематериальные ресурсы, принадлежащие предприятию и обеспечивающие его функционирование, срок полезной эксплуатации которых составляет более одного года или операционного цикла, если он превышает год.

Нематериальные активы — это активы долгосрочного использования, которые не имеют материально-предметной формы, но имеют стоимостную оценку и использование которых приносит экономические выгоды.
В зависимости от назначения и функций, нематериальные активы делятся на три группы:
 интеллектуальная собственность
 имущественные права
 отложенные расходы (капитализирующиеся расходы). К отложенным расходам можно отнести стоимость прав на ведение деятельности, на использования ряда экономических привилегий (защита от недобросовестной конкуренции) и прочие расходы, которые в силу их понесения в связи с долгосрочными намерениями подлежат капитализации.

Материальные активы- земля или право на её использование;
 здания и сооружения производственного и непроизводственного назначения;
 административные здания
 жилищные, детские, учебные, лечебные, оздоровительные и иные здания, помещения, находящиеся на балансе предприятия
 установленное и неустановленное производственное оборудование
 движимое имущество непроизводственного назначения
 запасы сырья, топлива, полуфабрикатов и готовой продукции
 имущество, основные средства, здания или сооружения, земельные участки, сданные в аренду
 принадлежащие предприятию филиалы, дочерние компании, если они не имеют статуса юридического лица, а их балансы не разделены с балансом данного предприятия

Бухгалтерский учёт

redpajama_set_name: RedPajamaWikipedia


WWE SmackDown Live Superstar and Tag Team Champion Harper of The Bludgeon Brothers was recently a guest on Edge & Christian's Pod of Awesomeness podcast.
"When we first started, me and Rowan hated each other. I don't know what it was. We just didn't get along. We were forced to room together. He's taller than me. If you look at some of my old pictures, I clearly tried to put weight on and it didn't work well. He's a f*cking giant and he snores. So, I didn't sleep a lot. We just didn't get along. Slowly came the realization of, 'Hey man, we are stuck together. Are we gonna fight against it or are we just gonna do it?' It took me a long time to realize that; but, when I did, we made it work way better."
"You're fighting against yourself. You're fighting against management. It took me awhile to learn. Early I wanted to fight against things, 'Oh I feel like a background dancer here in the back of the Wyatts.' Man, looking back now I wish we could still be doing that. I'm on TV every week, plenty of TV, you've got to look at some of the positives of the situation."
"I got a call before I was even signed, before I had medicals or anything…he puts Bray Wyatt on the phone, I've never met him, and this guy talks to me for 20 minutes about this idea he has & how I would fit in perfect and how this is gonna be great, the best thing that's ever happened and literally my head was spinning. I don't know if you've ever talked to Bray; but, he can talk. I wasn't even signed yet. Then by the time I got down there like the first couple weeks we tried it out. We used to do it in promo class for Dusty [Rhodes] and he loved it. Then we got Rowan involved and then the rest kinda fell together."


text:
Kaley Cuoco slams German coach who allegedly punched Olympic horse
By Lauren Cox
August 14, 2021 | 2:00pm
Kaley Cuoco slammed the German coach for punching a horse during the 2020 Olympics. FilmMagic; Getty Images
Kaley Cuoco cradles baby bump, kisses Tom Pelphrey at Golden Globes
Kaley Cuoco reveals new tattoo dedicated to Tom Pelphrey at baby shower
Inside pregnant Kaley Cuoco and Tom Pelphrey's over-the-top baby shower
Pregnant Kaley Cuoco bares bump in bikini on tropical trip with Tom Pelphrey
Kaley Cuoco is disgusted by the allegations that a German coach punched a horse, Saint Boy, during the 2021 Olympics.
Cuoco, who has been an equestrian since childhood, slammed coach Kim Raisner and rider Annika Schleu for the incident, which occurred on August 7th.
"You and your team did not do your county proud, or this sport," the 35-year-old actress wrote in a now expired Instagram story on Friday. "You make us look bad. Shame on you and godspeed to any animal that comes in contact with you."
"The Flight Attendant" star even offered to buy Saint Boy from them, writing, "Name your price."
Raisner allegedly punched Saint Boy above his back leg during the modern pentathlon event because he "refused to jump." She even encouraged Schleu to do the same when he misbehaved during warmups and they were both disqualified from the event, as The Post previously reported.
The moment Raisner allegedly punched a horse.
Coach Raisner was also disqualified from participating in the mens modern pentathlon the following day.
Cuoco felt that it was her "duty and heart to comment on this disgrace."
"This is not Olympic show jumping. This is a disgusting, classless, abusive representation of our sport in so many ways. This team should be ashamed of themselves," she continued.
Cuoco gets a kiss from one of her horses.
Not only does Cuoco ride horses, but her husband, Karl Cook, is also an equestrian and a trainer.
In February 2020, Cuoco told equestrian magazine "Sidelines" that her husband was the "hardest working and most empathetic rider."
"He always feels the horses' needs come first, and everything else is secondary."
Filed under 2020 olympics , kaley cuoco , olympics , 8/14/21
Rachel Bloom has breast reduction surgery, shares before-a...

redpajama_set_name: RedPajamaCommonCrawl


The Applause Acoustic/Electric Bass guitars highlight the focus, projection and articulation that Ovation's Lyrachord body produces in the lower register. This new vintage varnish finish on the flamed maple top Applause Elite bass includes additional Ovation appointments such as a spruce top, scalloped X bracing, and laser-cut, multi-port sound holes. Unplugged or amplified, this is a performance instrument. Four string bass models offer exceptional volume and clarity usually expected from much higher priced instruments.


After almost a year away from ONE Championship, the long-awaited return of Sam-A Gaiyanghadao is imminent.
The ONE Super Series Flyweight Muay Thai World Champion is set to make his comeback to the ring in the main event of ONE: FOR HONOR on Friday, 3 May.
The Thai legend will defend his belt against England's Jonathan Haggerty at the Istora Senayan in Jakarta, Indonesia, and Sam-A is ready to put on another memorable performance in front of the watching world.
Sam-A's rise from extreme poverty to Muay Thai royalty is the stuff of legend. On 3 May, he defends his most prized possession the ONE Flyweight Muay Thai World Title!
"The time off hasn't affected me. Even though I haven't fought, I'm still training every day. I also take really good care of my body," the 35-year-old explains.
Sam-A is a multiple-time World Champion in Muay Thai, and is known as one of the sport's greatest ever competitors – not least because of his unbelievable professional record of 366-46-9.
The Buriram native, who now lives and trains in Singapore as part of the Evolve team, has already returned to competition after a lengthy layoff once in the Home Of Martial Arts.
He made his promotional debut last January after 18 months on the sidelines, and did not skip a beat as he took out Joseph "The Hurricane" Lasiri in the second round. Sam-A made history that night by winning ONE's first ever Muay Thai bout.
The Thai icon followed that by becoming the first ONE Super Series World Champion when he defeated Sergio "The Samurai" Wielzen by knockout to cap a virtuoso performance last May.
Flash: Sam-A's dominant ONE debut! He defends the ONE Flyweight Muay Thai World Title against British phenom Jonathan Haggerty on 3 May!
Since then, ONE Super Series has exploded by attracting many of the world's greatest kickboxers and Muay Thai artists, and Sam-A is delighted to see his national sport be given a platform on the global stage for martial arts.
"I'm really happy to see so many Thais in ONE Championship now. It is amazing for so many great athletes to be able to represent our nation on an international level," he boasts.
The only thing that has arguably been missing during the past year of electrifying battles between world-class strikers has been the man who set the stage for them all.
Now his return is in sight, Sam-A has thrown himself into his preparation to face Haggerty, a Roar Combat League World Champion who he regards as a dangerous opponent.
Muay Thai World Champion Sam-A's kicks are _____ !
"I've seen Jonathan fight before – he's really tall," he says.
He might be wary of his opponent, but Sam-A is supremely confident he will emerge with the World Title around his waist thanks to his preparation.
Though he has almost 30 times the number of bouts as his opponent, he stayed humble, increased the intensity of his training, and worked on a game plan with his trainer – legendary World Champion Nonthachai Sit-O.
"He pushes me so hard! He still teaches me, and makes sure my technique stays sharp," Sam-A explains.
Sam-A is also kept in peak condition by a hybrid training regimen that consists of the same old-school, Thai-style conditioning he has used for almost 30 years, as well as modern methods.
"Monday, Wednesday, Friday we train twice a day – Muay Thai style. Tuesday and Thursday I do strength and conditioning, and on the weekends, I keep active on my own," he explains.
The defending World Champion will need to be firing on all cylinders when he faces Haggerty, who is 13 years his junior, and competes with a relentlessly aggressive style.
In January, the 22-year-old looked outstanding as he defeated Lasiri via unanimous decision, and he has vowed to go for the knockout on 3 May.
The UNREAL speed of ONE Flyweight Muay Thai World Champion Sam-A, who returns to action on 3 May in Jakarta!
However, he will have to overcome the biggest challenge of his career. Sam-A is one of the all-time greats, and he will also push for a stoppage in front of the Indonesian fans.
"I anticipate his height will pose a lot of problems for me, but I know for sure that I want to win, and I want a KO!" he adds.


Thailand is known for its tropical climate and with the spicy food it offers, it's quite impossible not to have a chilled drink aside to soothe your taste buds. The Bael drink is one of these delicious options.
Bael fruit or wood apple (Ma Toom) is often planted in Thai households, due to its medicinal properties and nutritional benefits. Every part of the bael tree can be turned into something useful - its young leaves for instance, can be enjoyed as a salad; Its outer layer, roots and trunk can also be used for curing a cold as well.
dried and later transform into a delicious tea, hot or cold. Just heat some water and mix with honey until dissolves. Then add sliced, ripe bael fruit and stir until the pieces become cooked. Finally strain with a clean cloth sheet and enjoy. The pleasant smell of this drink is even stronger when hot, since the aroma intensified with heat.
Bael tea is known to have been an excellent blood cleanser and is extremely beneficial for relief from constipation, indigestion, peptic ulcer, piles, respiratory problems and diarrheal. Dried Bael sliced fruit can be bought at any market of Chiang Mai as well as in supermarkets.


Barometer/Hygrometer/Thermometer set into a beautiful black-stain wood base along with a classic matching clock.
Also shows the humidity reading (on the hygrometer) and the current ambient temperature (on the thermometer). Both of these instruments are set within the barometer dial.
Measures 32 x 17 x 4cm and hangs on the wall in all its elegant beauty.


text:
Q: Throw Error on Two Record Merge I'm working on a requirement where I need to stop contact merge if the child record associated with both of them are same.
I have written a before delete trigger on Contact, but I'm not getting MasterRecordId in before delete as it is not available at that time.
In My after delete trigger, I'm getting the MasterRecordId but by that time my child records are already associated with Master record. so I'm not able to get any child record in after delete.
How can I prevent the merge if associated child will create duplicates on merging?
Set<Id> masterRecordIdSet = new Set<Id>();
        Set<Id> allContactIdSet = new Set<Id>();
        for(Contact con : oldList){
            if(con.MasterRecordId != null){
                masterRecordIdSet.add(con.MasterRecordId);
                allContactIdSet.add(con.Id);
                allContactIdSet.add(con.MasterRecordId);
            }
        }

        Map<Id,List<Custom__c>> customMemListPerContactIdMap = new Map<Id,List<Custom__c>>();
        for(Custom__c corres : [SELECT Id, Contact__c,Dublicate__c FROM Custom__c WHERE Contact__c IN : allContactIdSet]){

            if(customMemListPerContactIdMap.containsKey(corres.Contact__c)){
                customMemListPerContactIdMap.get(corres.Contact__c).add(corres);
            }else{
                customMemListPerContactIdMap.put(corres.Contact__c,new List<Custom__c>{corres});
            }
        }

        system.debug('>>> customMemListPerContactIdMap... '+customMemListPerContactIdMap);

        for(Contact con : oldList){
            if(customMemListPerContactIdMap.containsKey(con.Id)){
                for(Custom__c corr : customMemListPerContactIdMap.get(con.Id)){
                    if(customMemListPerContactIdMap.containsKey(con.MasterRecordId)){
                        for(Custom__c Corres : customMemListPerContactIdMap.get(con.MasterRecordId)){
                            if(corr.Dublicate__c == masterCorres.Dublicate__c){
                                con.addError('Merging these contacts will create duplicate Custom records');
                            }
                        }
                    }
                }
            }
        }

A: You've outlined the problem well

*

*In before delete trigger, you have access to the child records but no MasterRecordId for the merging operation

*In after delete trigger, the child records have already merged and you have access to MasterRecordId
As such, you'll need to pass over (or persist) information between before and after delete with a static map of contacts and the child records you're interested in to perform the check when you do have access to MasterRecordId.
For this, as noted in Static and Instance Methods, Variables, and Initialization Code, you'll want to define this static variable in a trigger handler class

A static variable defined in a trigger doesn't retain its value
between different trigger contexts within the same transaction, such
as between before insert and after insert invocations. Instead, define
the static variables in a class so that the trigger can access these
class member variables and check their static values.

//define static variable to store information between before + after delete
private static Map<Id,List<Custom__c>> customMemListPerContactIdMap = new Map<Id,List<Custom__c>>();

In your before delete method, do what you're already doing:
//method in before delete trigger - store information from before trigger
for(Custom__c corres : [SELECT Id, Contact__c,Dublicate__c FROM Custom__c WHERE Contact__c IN : allContactIdSet]){
    if(customMemListPerContactIdMap != null && customMemListPerContactIdMap.containsKey(corres.Contact__c)){
        customMemListPerContactIdMap.get(corres.Contact__c).add(corres);
    } else {
        customMemListPerContactIdMap.put(corres.Contact__c,new List<Custom__c>{corres});
    }
}

In your separate method for after delete, you would then be able to leverage the information you stored in the before trigger and MasterRecordId as you already provided in the question (I did not change this code). For the addError in after delete, make sure you're leveraging Trigger.old.
//in your after delete method
for(Contact con : oldList){
    if(customMemListPerContactIdMap.containsKey(con.Id)){
        for(Custom__c corr : customMemListPerContactIdMap.get(con.Id)){
            if(customMemListPerContactIdMap.containsKey(con.MasterRecordId)){
                for(Custom__c Corres : customMemListPerContactIdMap.get(con.MasterRecordId)){
                    if(corr.Dublicate__c == masterCorres.Dublicate__c){
                        con.addError('Merging these contacts will create duplicate Custom records');
                    }
                }
            }
        }
    }
}

redpajama_set_name: RedPajamaStackExchange


text:
Jordan Pober, MD, PhD
Bayer Professor of Translational Medicine and Professor of Immunobiology, Pathology and Dermatology; Director, Human and Translational Immunology Program; Vice-Chair, Dept. of Immunobiology for the Section of Human and Translational Immunology
jordan.pober@yale.edu
Dr. Pober was born in Brooklyn, New York in 1949 and grew up in the New York City metropolitan area. He attended Haverford College, graduating summa cum laude in 1971 with high honors in Biology, Chemistry and History. He was admitted to Yale's Medical Scientist Training Program, receiving his MD and his PhD in Molecular Biophysics and Biochemistry with Prof. Lubert Stryer in 1977. He completed his first year of pathology residency at Yale-New Haven Hospital in 1978, was a post-doctoral fellow with Prof. Jack Strominger in the Department of Biochemistry at Harvard University from 1978 through 1980, and completed pathology training at Brigham and Women's Hospital in 1981. He worked as an attending Pathologist at Brigham and Women's Hospital from 1981-1991, serving as an Assistant Professor and then Associate Professor of Pathology at Harvard Medical School during the same period.
He returned to Yale Medical School in 1991 as a Professor of Pathology and Immunobiology, and also became a Professor of Dermatology in 1998. Dr. Pober was named the Director of the Molecular Cardiobiology Program at the Boyer Center for Molecular Medicine in 1991 and founded the Vascular Biology and Transplantation (VBT) Program, which succeeded Molecular Cardiobiology, in 1999. In 2007, he stepped down as the director of the VBT program, becoming Professor and Vice-Chair of the Department of Immunobiology for the Section of Human and Translational Immunology. He was named Ensign Professor of Immunobiology in 2011 and Bayer Professor of Translational Medicine in 2012. Dr. Pober has been honored as a Searle Scholar, an Established Investigator of the American Heart Association and a MERIT awardee of the National Heart, Lung and Blood Institute. He received the Warner Lambert-Parke Davis award in 1988 and the Rous Whipple Award in 2011 from the American Society of Investigative Pathology, the Earl Benditt award from the North American Vascular Biology Organization in 2014 and the Basic Science Established Investigator Award from the American Society of Transplantation in 2018. He has served as an Editor of Immunity and Co-Editor-in Chief of Laboratory Investigation, leading immunology and pathology journals, respectively. He also has served as President of the North American Vascular Biology Organization. He is co-founder and co-director of the Joint Yale-Cambridge University Biomedical Research Program, is a visiting fellow in the Dept. of Medicine at the University of Cambridge, and was elected a Fellow Commoner of Trinity Hall, University of Cambridge in 2012. .
Dr. Pober's research involves understanding the functions of blood vessels and vascular cells in human inflammatory and immune responses and, reciprocally, how inflammation and immunity affect vascular health and function. He is particularly interested in how insights from experiments with human cells and tissues and with humanized mice can be used to improve organ replacement therapy, to improve tissue engineering and to regenerate injured tissues.
Yale University (1977)
Haverford College, Biol/Chem/History (1971)
Yale-New Haven Hospital
Basic Science Established Investigator Award American Society of Transplantation 2018
Earl Benditt Award North American Vascular Biology Organization 2014
Rous-Whipple Award American Society of Investigative Pathology 2011
Russell Ross Memorial Lecturer in Vascular Biology Arteriosclerosis, Thrombosis and Vascular Biology Council of the American Heart Association 2010
Haverford College Alumni Distinguished Achievement Award Haverford College 2007
Cancer Immunology
Dean's Workshops
Diabetes Research Center
Experimental Pathology Graduate Program
Human and Translational Immunology Program
Molecular Medicine, Pharmacology, and Physiology
Pathology Research
Vascular Biology and Therapeutics Program
Yale Combined Program in the Biological and Biomedical Sciences (BBS)
Yale Stem Cell Center


Build extensions with guaranteed compatibility with Oracle SaaS apps by utilizing the exact same platform that delivers Oracle SaaS services.
Leverage hundreds of extensions and applications built by Oracle or Oracle partners (3rd Party Independent Software Vendors). Deploy these extensions easily and seamlessly from the Marketplace to your Java Cloud Service.
Enterprise-grade security, with isolated, dedicated virtual machines running your applications or extensions. No environment sharing between tenants. A fully integrated Identity Management solution to provide out-of-the-box Single Sign-On (SSO) between your extension and your SaaS service, including self-service user management and access control.
Fully managed by Oracle, including all platform lifecycle operations like backup, patching, and so on.
Easy integration to on-premises or any other Oracle or external cloud service offering.


text:
New Rules!
2/1/21 Selectboard Meeting
by Ken Signorello & Irene Wrenner
Chair Elaine Haney opened the February 1st Selectboard Meeting with new restrictions on public comment.
Public members had no advance notice; the board hadn't discussed or voted on altering the rules of engagement.
These changes may have been a response to the prior meeting, in which public members attempted to cede time, as allowed in the past, to a resident who expressed a wish to speak for five minutes.
February's first public hearing on the merger plan followed a traditional pattern, with a 33-minute power point presentation by Haney and the two other pro-merger members of the Selectboard.
Using their two-minute allotments, the public weighed in with praise or pan of the plan to merge the Town and Village budgets. Comments reflected what the community has been saying all along.
There were complaints about how the plan would shift taxes from the Village to the Town-outside-the-Village, which has had no say in formulating the plan. Those in favor said the price tag would be worth moving past the conflict these perennial merger conversations generate.
Long-time Selectboard member Andy Watts is one of two board members who has maintained that the merger plan is incomplete. Watts, whose input has been limited by Haney of late, expressed concern that "the minority positions on the Selectboard are not represented anywhere in the merger material. … We're not sharing all the information we have."
Andy Snyder, a member of the public, suggested the board take up the residents' challenge to debate the merger. Speaking for herself, Haney declined to accept the challenge. "We are simply doing the job of delivering the information about what we want to move the community forward with."
She said Watts is welcome to agree to a debate or to otherwise express his minority concerns or different interpretations.


text:
GREEN LEFT TV: Female rappers help women prisoners
On June 16, 2012, an all-female line-up of artists put on a Sydney gig to raise funds for women prisoners after funding for the charity Sisters Inside was cut by the Liberal state government in Queensland. Green Left TV spoke to event organiser Shannon Hall and Aboriginal rappers Naomi Wenitong, of The Last Kinection, and Sky'high.
The curious case of Caper, the unsigned Aboriginal rapper
Fans of Aboriginal rapper Caper may see his failure to secure a record deal as a mystery. After all, he has made global news headlines, got his promo videos on national television, become a daytime radio favourite and even had an award-winning documentary made about him. But Caper, also known as Colin Darcy, sees plenty of reasons. "Man, it's hard to make it as a rapper and it's harder to make it if you're a rapper who is Aboriginal," he tells Green Left Weekly.
The curious case of Caper, the Aboriginal rapper still unsigned
GREEN LEFT TV: Anti-Flag performing at Occupy Sydney
On June 2 Justin Sane and Chris #2 from Anti-Flag dropped in to Martin Place to show their support and performed a few songs for Occupy Sydney.
Public Enemy bring anti-racism to Melbourne stage
Legendary masters of hip-hop Public Enemy made their seventh visit to Australia to play to 800 fans at St Kilda's Esplanade Hotel on May 17, after consecutive shows in Brisbane and Sydney. Original members Chuck D and Flavor Flav belted out their most popular hits including "Don't Believe the Hype", "Welcome to the Terrordome" and "Fight the Power" from their 25 year-long recording career .
Anti-nuclear brothers are radio activists
Nuclear Kop The Super Raelene Brothers www.superraelenebrothers.com.au Anti-nuclear activist band The Super Raelene Brothers first made it into the pages of Green Left Weekly in 1995. But the duo, who have just dropped their latest atomic-bomb-atomising EP, Nuclear Kop, were making music way before then. "We've been making music since we were kids," says guitarist and vocalist Basil Schild, who makes up one half of the band with his violinist brother, Derek.
Beastie Boys Adam Yauch — maker of music that broke the rules
Adam Yauch (best known as MCA from the US hip hop group the Beastie Boys) wasn't larger than life. Beneath the dynamic stage presence, over-the-top rhymes and highly stylised videos was someone who was quite humble and even soft-spoken in interviews. One almost gets the feeling that Yauch and his MCA alter-ego were two separate people. The hole that both leave in modern music, however, is immense.
Filastine battles political philistines
£OOT Filastine Muti Music Released April 3, 2012 www.filastine.com Genre-bending musician Filastine says he has taken so much flak for being political in his music that these days he tries to be a little more innovative in getting his message across.
Phil Monsour Band releases Ghosts of Deir Yassin CD
Musician and activist Phil Monsour is releasing his latest 12-song CD, Ghosts of Deir Yassin after the mobilisations for Palestinian Land Day on March 30. The CD is available online at Cdbaby and other outlets.
'Bring on your wrecking ball' — Springsteen back and angry as hell
Wrecking Ball Bruce Springsteen Columbia www.brucespringsteeen.net Bruce Springsteen is back. And according to fan and detractor alike, he's angry as hell. Given the times in which we find ourselves, this should be unsurprising. What is surprising, however, is the musical method he's chosen to express this anger: a sound and structure that is at once vintage Springsteen and new territory for the Boss.
We read the GLW regularly. It keeps us informed of working class actions locally and around the world and gives us some guidance on similar issues.
Col and Bill Ryan
Climate activists from New South Wales.


text:
King of Fighters XV
The Legend Of Zelda Breath of the Wild 2
Nioh Pre-Order Bonuses (Special Editions & Differences)
Action, RPG
This game was released on February 07, 2017 and is no longer available to pre-order. Any incentives that were offered are listed below.
Nioh is a samurai-centric action RPG developed by Team Ninja and published by Sony in the West. The game is set in a dark fantasy version of feudal Japan, where vile beasts and grotesque yokai roam the lands, and the country is torn by warring daimyo factions. The protagonist of the game is a Western swordsman William (inspired by the real-life story of William Adams) who arrives in Japan in pursuit of an enemy, and is recruited to battle yokai by the fabled ninja Hattori Hanzo.
Pre-order Nioh and receive in-game Nioh Armor, which is inspired by the ancient statues that stand guard at temples across Japan. In addition, instantly gain the "Bloody Grave" Dynamic Theme.
Furthermore, pre-ordering the game or buying it within two weeks after launch also grants Crimson Master Armor, based on the battle dress worn by legendary samurai Yukimura Sanada.
In addition to the game itself, the $79.99 Deluxe Edition adds the following goodies:
Season Pass with three pieces of DLC containing extra missions and story
Five weapons inspired by those found on Nioh statues across Japan
PS4 Avatar
TGS 2016 trailer
From the initial announcement back in 2005, Nioh underwent a lot of changes, but the game will finally be out for PlayStation 4 consoles on February 7, 2017 in North America. On the new PlayStation 4 Pro, Nioh will run at either higher resolution or at 1080p with stable 60 FPS.
Check out our other upcoming action games and upcoming playstation 4 games.


text:
LGBTQ+, Updates
Dillon Passage did not hold back when he was pressured for details about his relationship with 'Tiger King' Joe Exotic felon on Andy Cohen's Sirius XM radio show
Passage described Joe as a "genuine and a good down-to-earth guy." He explained that the two met on Grindr in 2017 when he was 22 and addicted to prescription pain pills.
"I was in a really bad place in my life ," he recalled. "I was going through a lot of things. I was an addict, and being around the animals kind of gave me a purpose. It brought me out of my depression. It was my own little rehab."
Two weeks later, they were married.
"We definitely jumped the gun," he said, "but I'm not ashamed of it whatsoever."
https://www.instagram.com/p/BiDWaPxn0v7/?utm_source=ig_web_copy_link
Listen to Passage's full interview below.


We broke ground this morning on our new house! Never have I been so happy to see so much dirt.
Oh, yay! How fun for everyone!
Yeah! We're going to Bismarck this weekend to check out two properties there — a hobby farm (!) and one in the city (!).
Lookin' good! Progress, hooray! It will probably be a long journey ahead, but it will be so worth it! We've never regretted all that work of building our home when we did.
and it will be finished by august you say?
may God continue to bless you and your family sarah during this new chapter of your lives. and always!


We finally have a full-length trailer for the next season of iZombie, and it tells us a lot about what's in store for the team after last season's total shake-up of a finale. The answer: Major Lilywhite helps solve crimes by eating a teenage girl's brain.
We see a bit of our team in their SWAT gear from last season's finale—looks like the bloodbath they survived will be covered up by a giant explosion. But the majority of this trailer gets the team back to solving crimes. Only now, Clive Babineaux knows Liv's a zombie and not psychic, and Major's getting in on the action. I feel for Babineaux. Some things were more fun when you were in the dark.
You know what else? They do need a van and a dog. Someone get on that.


Consumer spending drives more than 60% of SA's GDP, with Statistics SA reporting on Wednesday that seasonally adjusted retail trade sales increased 1.5% in January from the previous month.
Statistics SA's retail figures for December had showed a shock decline of 1.4% instead of the expected 2.1% growth. This had been particularly bad news for a sector that relies on increased activity in the festive period to boost their results.
The food and drug retail index has lost 4%.


Customization : Available | Color, Design, Shape & Size.
Availibility : NO | Made-to-order as per your design.
MOQ : Order 100 Pieces Minimum.
Packaging Details : 1. Piece in a box 24 Pieces in a export carton.
We offer Golden Painted Wooden Box.
Serving the markets of vasai-virar(india) and nearby area, we offer top-notch quality range. Looking for trusted painted wooden box suppliers? we are the perfect ones and capable of fulfilling bulk orders.
Use : Newspaper , Shoes , Garden Tools Etc.
Packaging Details : Form Corner, Bubble wrap, Corrugated Paper & Corrugated Box.
Packaging Details : As per Export Packing Which is perfect for Safety of this Nice Products or as per Buyers Specifications.


Thank you for checking out my first project on PMC. I have been interested in motorsports since I can remember, and I am a massive Formula 1 fan. Therefore, I would like to announce my main project on our server, Block Perfect Network.
This project will be a street circuit throughout our realistic city, through the skyscrapers of the Central Business District (CBD) and the narrow streets of the Old Town. It will be inspired by the Baku F1 track in Azerbaijan.
Feel free to hop onto build.blockperfect.net to check out the progress!
Can I have the download or schematic somehow. I really like it want want to make some edits to my track based on yours!
Unfortunately not. This is being made on the Block Perfect Network server. It is only in the planning stages, will be a month or two until any more work is done. Feel free to come onto build.blockperfect.net to see the project develop.
Sounds cool! Can't wait to see it completed!


Henry's Fork is a new community located at the northwest corner of Park Lane and Floating Feather. This community will have building lots starting at ½ acre in size and up to 2 acres. Henry's Fork was created for the discerning homebuyer, combining large home sites and quality homes built with an emphasis on luxury. Including stunning Foothill views, wide open spaces, walking paths, a community pool and so much more.While the overall feel of the community may be rustic and simple, don't be fooled – the homes in Henry's Fork are built for stylish, contemporary living.


text:
EVERGLOW 'reminiscence' EP Review
· E
After making waves last year with their debut and comeback tracks Bon Bon Chocolate and Adios, rookie girl group EVERGLOW are finally back! Here's what I thought of their EP reminiscence.
I'm sure that everyone will agree with me when I say that the lyrics "Salute to my ladies" is a good way to begin any song. Salute kicks off this EP with a vibrant burst of energy that already has me longing for summer. This song is cute and upbeat, and with it EVERGLOW show that they can emulate that familiar girl group vibe that most rookies give off these days. The change of mood in the bridge is a nice touch.
DUN DUN is a fun and high-powered track that fits well with what has now become the group's signature sound i.e. EDM-heavy instrumentals and a rmemorable catchphrase. The song is well produced and the instrumental sounds expensive; as soon as the song starts you know it's designed to be a super hit. For a rookie group, this is an impressive feat. I really liked the rap verses and overall found the song to be a bit more palatable than their previous song Adios (don't get me wrong though, I thought that track was fire). The most interesting part of this song was arguably the dance break, where the beat got funky and member Mia (a young HyunA, anyone?) really gets down. This part reminded me of the break in BLACKPINK Jennie's song Solo, though I think EVERGLOW's high octane version was more enjoyable.
Player is a confusing song at first, but as soon as you get your head around it it becomes insanely addictive. This song reminds me of the sort of music that NCT 127 put out as rookies. The chorus is unexpected and is reminiscent of Bollywood music - a good direction to take I'd say! The eclectic mix of majors and minors in this song keeps you on your toes.
The final song on this EP is No Lie. It is slightly slower paced, and after three fairly upbeat songs it comes as a welcome addition. Don't worry, it's still got a banging beat and a tropical house-trap inspired feeling that is a glorious throwback to summer of 2018 when practically everyone in K-pop was trying out this type of music. The simple melodies in this song give me Disney vibes - think the Little Mermaid.
Overall, I really enjoyed this EP! EVERGLOW have established themselves in the world of K-pop and are growing well into their characteristic sound. I'll admit that it's not for everyone, but if you like your EDM as much as you like your girl groups, then this is the perfect fit. They've still got a long way to go, but I'm confident that they will flourish.
Kpop Review Café's Overall Ranking: 6/10
Zico 'Any Song' Review
NCT Taeyong 'Long Flight' Review


Hailed by The New York Times for her "radiant, liquid tone," "exquisitely phrased," and "sweetly dazzling" singing, soprano Sarah Brailey is in growing demand as a soloist and chamber music artist in all genres of classical music. She has performed everywhere from Carnegie Hall with Steve Reich to the Hollywood Bowl with Kanye West. Highlights of Sarah's current and recent seasons include Barber's Knoxville: Summer of 1915 with the Colorado Symphony; George Benjamin's Dream of the Song with the Lorelei Ensemble and Boston Symphony; Zweite Dame in Mozart's Die Zauberflöte with the Clarion Music Society; various John Zorn works at the Louvre, Guggenheim and Met museums; Handel's Messiah with the St. Paul Chamber Orchestra and Charlotte Symphony; Costanza in Haydn's L'isola disabitata with the American Classical Orchestra at Lincoln Center; the world premiere of Daniel Felsenfeld's Astrophysical Mass; Britten's Les Illuminations with NOVUS NY; and Schoenberg's Das Buch der hängenden Gärten with the Brooklyn Art Song Society. Among Sarah's awards are First Prize in the 2015 Madison Early Music Festival's Handel Aria Competition and the Leopold Damrosch Award in the 2014 Lyndon Woodside Oratorio Solo Competition.