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Anna Pirozzi as Lady Macbeth from the recent dress rehearsal of Verdi's 'Macbeth' by Teatro Regio of Turin, at the Festival Theatre.
You can buy tickets here:
www.eif.co.uk/2017/macbeth#.WZYOwq3MwUEt Festival Theatre Edinburgh as part of Edinburgh International Festival 2017.
Oddly, Truth or Consequences has two working post offices with the same zip code, this one on the north side of town is called the main post office and the other is located in the middle of town in downtown T or C.
grilled figs with ricotta
2 tbs honey
1 cinnamon stick
3 tbs flaked almonds
4 large [or 8 small] figs
1/2 cup ricotta cheese
1/2 tsp natural vanilla extract
2 tbs icing sugar
pinch of ground cinnamon
1/2 tsp finely grated orange zest
Place honey and cinnamon stick in a small saucepan with 4 tablespoons of water. Bring to the boil, then reduce the heat and simmer gently for 6 minutes, or until thickened and reduced by half. Discard the cinnamon stick and stir in the almonds.
Preheat the grill to hot and grease a shallow ovenproof dish large enough to fit all the figs side by side. Slice the figs into quarters from the top to within 1cm [1/2 inch] of the bottom, keeping them attached at the base. Arrange in prepared dish.
Combine the ricotta, vanilla, icing sugar, ground cinnamon and orange zest in a small bowl. Divide the filling among the figs, spooning it into their cavities. Spoon the syrup over the top. Place under the grill and cook until the juices start to come out from the figs and the almonds are lightly toasted. Cool for 2-3 minutes. Spoon the juices and any fallen almonds from the bottom of the dish over the figs and serve.. serves 4.
enjoy! :)
Mingle Media TV and our Red Carpet Report team with host, Stephanie Piche were at the 5th Annual TorC Film Fiesta.
This year’s TorC Film Fiesta was held from October 22-24, 2021 in Truth or Consequences New Mexico and screened winning feature and short films from the Santa Fe Film Festival and some local films in addition to “Walking with Herb’ a truly New Mexican film from the author of the book to the filmmaker.
The festival also had Anthony Michael Hall, who is a star in the new “Halloween Kills” movie along with a rich history of film and TV work. Three of the films that AMH made with John Hughes, “Weird Science,” “16 Candles,” and “The Breakfast Club” were screened on the opening night of the festival with AMH available for photos, signed merch and a Q&A held after the final film was shown to a grateful audience of fans.
Screenings of films "Walking with Herb," "The Kennedy incident," "Earl biss Doc," Steven Maes "Caffeine & gasoline," Jerry Angelo "Artik," Hafid abdelmoula "Broken GAite," Ruben Pla "The Horror Crowd," Jordyn Aquino "Can't have it both ways," Jordan Livingston "DeLorean: Living the dream," Jeanette Dilone "Rizo," & Two 'Best Of' Shorts screenings
In addition to the screenings, the El Cortex Theatre, was enjoying a grand re-opening after being shuttered for years and the town was thrilled to see the progress of the updates being done for this event.
Follow the TorC Fiesta Partners on Social
www.facebook.com/ElCortezTheater
www.facebook.com/SierraCinemaNM
Filmmakers were also honored with a filmmaker brunch, a panel by esteemed entertainment lawyer, Harris Tulchan, at Ingo’s Cafe, after parties at the Point Blanc Winery and Glam Camp which also had a fire dancer perform in addition to everyone letting loose and singing Karaoke songs throughout the night.
There was a filmmakers brunch at the Center Gallery and a filmmakers lounge with specialty cocktails during the festival.
In addition to honoring filmmakers, it was a joy to hear that they were excited to see their films on the big screen.
For video interviews and other Red Carpet Report coverage, please visit www.rcrnewsmedia.com and follow us on Twitter and Facebook at:
www.youtube.com/MingleMediaTVNetwork
That’s what it’s about, making stories come alive and enjoying them in the dark with strangers…
Worcester Cathedral is the commanding presence on the skyline of the city, perched on high ground overlooking the River Severn. It is one of England's most rewarding cathedrals, though denied first rank status owing to the heavy handed Victorian restorations it underwent, an unavoidable consequence of being built of soft red sandstone (a problem shared with Chester and Lichfield) and thus a 19th century feel pervades inside and out in it's mostly renewed external stonework and furnishings.
The cathedral impresses with it's scale, one or our longer churches, crowned by a magnificent central tower (originally surmounted by a lead spire, lost sometime after the Refomation; subtle alterations to the tower's design were made when it was refaced in the Victorian restoration) and with a secondary pair of transepts flanking the choir (as at Salisbury, Lincoln, Rochester & Canterbury). Of the former monastic buildings the cloister and Norman chapter house have survived (along with the refectory, now part of neighbouring King's School), making this a more complex and enjoyable building to explore.
The earliest parts are of the Norman period with the superb 12th century crypt under the choir. The west end of the nave is also Norman work, though very late and unusual in design, with transitional pointed arches. However the bulk of the building we see dates from the 13th and 14th centuries, the east end in Early English gothic style (where most of the windows were restored to stepped lancets by Sir George Gilbert Scott during the Victorian restoration, having been altered over the centuries), whilst the remainder of the nave and tower largely of the Decorated period (the cathedral originally also possessed a detached octagonal bell tower with a lead spire, which stood near the north east corner but was demolished in 1647).
Of the original furnishings little remains beyond the fine set of misericords in the choir stalls. The stained glass too is nearly entirely Victorian (only some meagre, much restored medieval fragments survive in traceries of the south aisle). Much of the Victorian glass is quite impressive, particularly the great east and west windows by Hardman's of Birmingham.
Worcester is however especially rich in tombs and monuments of all periods, with medieval effigies of bishops, knights and ladies, not all in good condition but worth seeking out. There are also several large tombs from the post-Reformation period (especially in the cluttered south aisle) and some fine Baroque work in the north transept.
The most significant of the monuments here are Royal; in the centre of the choir lies the fine 13th century effigy of King John, best remembered for signing the Magna Carta. Nearby is the superb chantry chapel of Prince Arthur, elder brother of Henry VIII, whose premature death aged 15 changed England forever (one of the most pivotal moments in our history, had he survived the Reformation may never have happened). The gorgeous late Perpendicular gothic chapel stands to the south of the High Altar and is remarkable for it's rich sculpted detail.
The town out on that ridge is Truth or Consequences, New Mexico. It got its name back in 1950, when -- according to Wikipedia -- "it took the name of a popular radio program . . . Truth or Consequences host Ralph Edwards announced that he would do the program from the first town that renamed itself after the show. Edwards came to the town during the first weekend of May for the next fifty years. This event was called the "Fiesta" and included a beauty contest, parade, and stage show." The town's original name was Hot Springs.
clickeventonline.com/event/cultura/150930-FromMotherstoDa...
We live in a hyper-technological society in which family life is failing, a world where we can learn anything except how to be parents; how to raise children with values and limits, how to say No more often, how to discipline them.
It is said that we must raise children in freedom. No demands on them. Let them dictate their own rules and do as they please. These are well-intentioned mistakes whose consequences we are paying for daily: children and adolescents who run away, commit suicide, kill and drug themselves.
The absence of the mother in the home and the weakening of fatherly authority have become a central issue of a daily reality that threatens to destroy the family as an institution. Alone, in front of a computer our children grow up in a state of emotional emptiness. Consequently, they do not grow up. Christina Balinotti provides an enlightening handbook designed to show mothers (and fathers) how to lead and strengthen the family. It is a defense of the most important and significant event of human experience: parenthood.
Christina Balinotti is an Argentine author and lecturer. She holds a bachelor’s degree in the social sciences with graduate studies in Psychology including three years of special studies in Philosophy and Literature in her native Buenos Aires. She also has ample knowledge in the field of quantum physics.
She has resided in Miami since the year 2000, where she works as an international analyst on TV and Radio, investigating the crimes and suicides of our young people and their relationship to maternal absence during a child’s early years in this and in other developed societies.
Through her Foundation, Holistic Femininity, Christina Balinotti organizes conferences and annual workshops at several Florida universities (FIU, UM, SUAGM) as well as in important venues in Miami for the purpose of educating women in the essential recovery of family values and in the pathways of holistic femininity, all free of charge.
In 2013 she hosted a radio show at Radio Nova Internacional as well as a weekly TV Show at Telemiami in which she, together with other professionals, including sociologists, historians and psychologists, analyzed the role of women in Western cultures. Proud mother and grandmother.
Berlin boasts two zoological gardens, a consequence of decades of political and administrative division of the city. The older one, called Zoo Berlin, founded in 1844, is situated in what is now called the "City West". It is the most species-rich zoo worldwide. The other one, called Tierpark Berlin ("Animal Park"), was established on the long abandoned premises of Friedrichsfelde Manor Park in the eastern borough of Lichtenberg, in 1954. Covering 160 ha, it is the largest landcape zoo in Europe.
Rund 15 Prozent der Erdoberfläche werden von Savannen bedeckt. Damit gehören sie zu den größten und wichtigsten Lebensräumen des Planeten. Seit dem 26. Mai 2023 wird Besucher*innen im Tierpark Berlin ein Einblick in diese faszinierende Landschaft gewährt und sie können mehr über die unterschiedlichen Bewohner der ostafrikanischen Savanne und ihren natürlichen Lebensraum erfahren.
Ein wahrer Höhepunkt der neuen Tierpark-Savanne ist der 120 Meter lange Giraffenpfad: Hier werden die Gäste den bis zu fünf Meter hohen Grazien der Savanne zukünftig auf Augenhöhe begegnen können – wer sich traut, bahnt sich den Weg durch den Wald bis zu den Aussichtsplattformen über eine abenteuerliche Hängebrücke. Der Tierpark Berlin erreicht mit der Eröffnung der Afrikanischen Savannenlandschaft ein neues Etappenziel auf seinem Weg zu einem Zoo der Zukunft. Seit knapp neun Jahren wird der 1955 gegründete und 160 Hektar große Tierpark Berlin zu einem naturnahen Geozoo umgebaut. Um einen Einblick in den Lebensraum der einzelnen Tierarten und deren Interaktionen, Besonderheiten und Problematiken zu ermöglichen, werden die Tiere im Tierpark größtenteils nach geografischen Gesichtspunkten zu sehen sein.
de/de/aktuelles/alle-news/artikel/wil...
Around 15 per cent of the earth's surface is covered by savannahs. This makes them one of the largest and most important habitats on the planet. Since 26 May 2023, visitors to Tierpark Berlin have been given an insight into this fascinating landscape and can learn more about the different inhabitants of the East African savannah and their natural habitat.
A true highlight of the new zoo savannah is the 120-metre-long giraffe trail: here, guests will be able to meet the up to five-metre-high graces of the savannah at eye level in future - those who dare will make their way through the forest to the viewing platforms via an adventurous suspension bridge. With the opening of the African Savannah Landscape, Tierpark Berlin has reached a new milestone on its way to becoming a zoo of the future. For almost nine years, the 160-hectare Tierpark Berlin, which was founded in 1955, has been transformed into a near-natural geozoo. In order to provide an insight into the habitat of the individual animal species and their interactions, peculiarities and problems, the animals in the zoo will largely be seen according to geographical aspects.
Historic U.S. Post Office in Truth or Consequences, New Mexico. When it was constructed in 1939, the name of the city was “Hot Springs”. It was changed in 1950 to “Truth or Consequences” after the TV game show.
The Classical Revival style building was listed on to the National Register of Historic Places in 1990 (NRHP No. 90000141 as the US Post Office-Truth or Consequences Main). It was also added to the New Mexico State Register of Cultural Properties in 1990 (HPD 242 as Hot Springs Main Post Office).
The final four uploads.....
Or Dover Marine.
Or even Dover Admiralty Pier station.
It has been all of them. But is now Dover Cruise Terminal.
We got news from a friend, Paul, that the station was open on Good Friday, so we went down just after it opened. There were massive queues leading to the Western Docks, and all along Townwall Street leading to the port, was blacked with stationary traffic. A little bit of heading through Market Square, and hoping that the police had kept the roundabout open at the end of York Street, they had, so we were clear to head to the old station.
Although the tracks have been filled in with concrete, the rest of the station is pretty complete and in good order, especially after a major refurbishment last year.
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This was a large, spacious, and impressive station, located within a maze of lines upon a tight triangular junction between the routes from Folkestone and Dover Priory. The origins of the terminus and general railway expansion in the Dover area derive from a need to cope with ever-increasing traffic, both local and boat services. Indeed, many capacity issues upon both SER and LC&DR networks were properly addressed after the formation of the SE&CR. The SER had initially commenced through running to Dover on 7th February 1844, after an eastward extension from Folkestone, which involved taking the railway along the dramatic coastline of Folkestone Warren. This had witnessed the blowing up of sections of chalk cliff with gunpowder, and boring three tunnels:
Martello Tunnel: 532-yards
Abbotscliff Tunnel: 1,942-yards
Shakespeare Tunnel: 1,387-yards
The SER ran into what later became known as ‘’Dover Town’’ station, and between here and Shakespeare Tunnel, the double-track line was elevated upon a wooden framework. The SER’s Town station was a large affair, comprising five tracks entering the terminus from the west, all of which were protected by a large twin-span overall roof. Substantial three-storey-high railway offices backed onto the rear of the platform lines, these being constituted of the customary yellow brick, lined at the edges with stone. Extension beyond the terminus took place in 1860, by means of a single track exiting the rear (east) of the layout, veering southwards onto a stone-built pier head. The latter, known as the ‘’Admiralty Pier’’, carried a double-track and allowed trains to come directly alongside steamer boat services to France. In July of the following year, the LC&DR commenced through running between Victoria and Dover Priory. Also in 1861, after the boring of a 684-yard-long tunnel southwards through the Kentish chalk, from Priory station, the ‘’Chatham’’ line was brought closer to the earlier SER station. The LC&DR opened ‘’Dover Harbour’’ on 1st November 1861, which was a terminus affair comprising two platform faces, separated by three tracks, all of which were protected by a single-span triangular-shaped trainshed. Just like the SER’s Town station, Dover Harbour ceased to be a terminus proper when a single-track was taken beyond the original buffer stops, down to the Admiralty Pier. LC&DR services commenced to the pier on 30th August 1864, where separate platforms were provide for both ‘’Chatham’’ and SER companies. The platforms were arranged in an end-to-end fashion along the same section of track, rather than serving their own separate lines upon the pier. The LC&DR’s southward extension from Dover Harbour formed the second side of what would later become a triangular junction – the SER had created the first southern side of the arrangement, as a result of its initial 1860 opening of the short section of line between Dover Town and Admiralty Pier.
On 15th June 1881, the SER and LC&DR opened the ''Dover & Deal Joint Line'' – a rare example of the frenetic rivals cooperating. To allow the SER direct access to this line from its trunk route via Folkestone, a double-track spur (the ‘’Hawkesbury Street Curve’’) between Dover Harbour station and the Dover Town approaches came into use on the same day – the triangular junction was now complete. The SER was granted running powers over LC&DR metals through Priory station, and a number of local services now bypassed Dover Town. However, to compensate for this, additional platform surfaces were brought into use upon the connecting spur. The area in-between the two sites was already heavily built up, but early maps suggest that demolition in the locale, to accommodate the spur, was surprisingly modest. At the ‘’Chatham’’ end of the spur, signalling was installed by contractors Stevens & Sons.
The formation of the SE&CR Joint Managing Committee on New Years Day 1899 marked the beginning of a new era of railway expansion and improvements on the erstwhile independent networks of the SER and LC&DR. Of prominence during this company’s tenure was the St Johns to Orpington quadrupling works, between 1900 and 1905, which involved physically connecting both Tonbridge Cut-Off and ‘’Chatham’’ main lines in the vicinity of Chislehurst. In the Dover area, alterations began with the closure of the platforms upon the connecting spur between SER and LC&DR lines, in 1903. Subsequently, in 1912, major works began alongside the Admiralty Pier, to create an artificial platform within the water, on which a whole new terminus station was to be built. The latter was to be a spacious affair, dedicated to boat traffic only, and would permit the closure of existing station sites. Creating the platform involved dumping large quantities of chalk into the water immediately east of the Admiralty Pier. As it later transpired, the Admiralty Pier was not demolished, but rather, was absorbed into the new works to become the western side of the sea platform. Construction of the terminus commenced in 1913, and by the outbreak of the Great War in August 1914, the majority of the building work had been completed. A splendid vaulted train shed roof, comprising seven spans of varying widths, had been erected. The station measured 170-feet in width, and at its longest point stretched to 800-feet. The well-covered terminus comprised four 693-foot-long platform faces, arranged in the form of two spacious islands of concrete construction.
Wartime economies saw the closure of the ex-SER Dover Town station in 1914, which was never to reopen, but the retention of the ex-LC&DR Harbour and Priory stations, to which all services were now diverted to. The demise of the Town station was coupled with the closure of the three-road engine shed adjacent to the Hawkesbury Street Curve, and the concentration of the area’s locomotive allocation on the depot at Priory. The withdrawal of boat services on the outbreak of war saw that the semi-complete SE&CR terminus had no passenger traffic to serve. Despite its unfinished state, the station was quickly brought into use on 2nd January 1915 for military traffic, initially in the form of ambulance trains. Although the trainshed was virtually complete by this time, a significant feature still lacking was the marvellous stone façade which now graces the structure’s landward elevation. Completion of building works came after the cessation of war in November 1918, and the first passenger boat trains commenced to the terminus on 18th January 1919, the station being christened ‘’Dover Marine’’.
Attractive single-storey red brick offices, complete with war memorial, were built upon the platform surfaces, and both platform islands and the exit were linked by a lattice footbridge at the northern end of the terminus, located within the trainshed. The incorporation of the SE&CR’s main war memorial here was unusual, for the other large railway companies erected these at their main termini in London. The layout upon the sea platform had grown to an extensive arrangement of tracks, numerous sidings having been brought into use to handle substantial levels of freight traffic during the war period. Dover Marine was controlled by an SE&CR-designed 120-lever signal box positioned to the west of the station, immediately adjacent to the tracks from Priory. The signal box comprised a substantial brick base and was in fact a much larger version of the signal cabin which still exists at Folkestone Harbour, demonstrating traits of those early Saxby & Farmer products. A 455-foot long enclosed glazed footbridge was suspended above the double-track of the former Admiralty Pier, and this took passengers over the complex approaches from the Folkestone direction. A physical connection was also made between this footbridge and the Lord Warden Hotel. The latter was a four-storey colossus, the main section of which was built upon a floor plan of 130-foot by 120-foot. Originally opened in 1851, the hotel was built on a site immediately behind the SER’s Dover Town station.
Locomotive facilities at the site initially comprised just a turntable and cylindrical water tank, located behind the signal box. As previously mentioned, on the closure of Dover Town, the locomotive allocation was concentrated on the existing depot at Priory. However, the inadequacy of the Priory site was emphasised after completion of the SE&CR’s Dover area enlargement works, and a new improvement scheme was soon set in motion after the formation of the Southern Railway. The SR devised a modernisation programme for the Dover area, which included a comprehensive rebuilding of Priory station, the closure of Harbour station, and the building of a new motive power depot. The proposals got underway in 1924, with the confirmation of a 280-foot-long five-road locomotive shed, to be built to the west of Dover Marine, alongside the running lines from Folkestone. As per the construction of the twelve-acre platform for the Marine station, large quantities of chalk were dumped into the sea, beside the former site of the ex-SER’s Dover Town, to reclaim enough land for a spacious complex. The depot came into use during 1928, comprising four eastward-facing dead-end tracks, a single through track, and a sixth line which terminated within an adjacent repair shed. The provision of a 65-foot turntable at the site resulted in the removal of that which resided behind the signal box at Dover Marine, and the water tank there also disappeared. The commissioning of the engine shed, which at 2007 prices cost approximately £7,767,500 to build, allowed the closure of the shed at Priory station, allowing the site there to become part of an enlarged goods yard. Dover Harbour station was subject to closure on 10th July 1927, all local traffic being concentrated at Priory and boat services being served exclusively at Marine station. Other improvements in the Dover area during the SR’s tenure included the rebuilding of the elevated track bed east of Shakespeare Tunnel from wood to concrete, and the laying of coal sidings at the Eastern Docks. Eight freight sidings also came into use alongside the Hawkesbury Street Curve, at Bulwark Street, partially upon the former site of the SER’s Dover Town engine shed. A dock basin for the train ferry, fed by a double-track emanating from the Dover Priory route, came into use during 1936, to the north of the Marine terminus.
Before continuing, it is worth examining one of the out-of-the-ordinary boat trains that served Dover Marine. Initially, the French inaugurated the ‘’Flèche d’Or’’ on 11th September 1926, a prestigious boat train running between Calais and Paris. The ‘’Compagnie Internationale des Wagons-Lits’’ (International Sleeping Car Company) ordered twenty British Pullman vehicles to operate the service: fifteen kitchen cars (Nos. 4001 to 4015) were built by the Birmingham Railway Carriage & Wagon Company, and fifteen parlour cars (Nos. 4016 to 4030) were constructed by the Metropolitan Carriage, Wagon & Finance Company. The luxury vehicles were delivered new in the now renowned Umber and Crème ‘’New Standard’’ Pullman colours of the British fleet, and were operated as pairs, rather than individual carriages. With reference to the latter, this meant that a kitchen car and a parlour car would be semi-permanently coupled into a pair known as a ‘’Couplage’’, or, if you like, ‘’Linkage’’. Initially, the Flèche d’Or service was operated by two trains, each ten vehicles in length. From 1932 onwards, Pullman vehicles were repainted into the standard colours worn by the rest of the Wagon-Lits fleet: a lighter shade of crème appeared in place of the British colour, and the umber lower half became dark blue.
The French’s efforts were matched on the other side of the Channel by an all-Pullman service run by the Southern Railway from Victoria. Colloquially, this was referred to as the ‘’White Pullman’’, because the other Pullman cars on the Eastern Section at that time still wore the crimson lake livery of the SE&CR. Officially, however, the service was called the ‘’Continental Express’’, but it was nevertheless referred to by passengers as the ‘’Golden Arrow’’, the English translation of the French title. This was a sign of things to come, for on 15th May 1929, the SR’s all-Pullman boat train service was re-launched as the ‘’Golden Arrow’’. Significant engineering works occurred on the ex-SER trunk line between Petts Wood Junction and Dover, which involved strengthening bridges to accommodate the heavier engines planned to haul this prestigious service. Maunsell ‘’Lord Nelson’’ 4-6-0 locomotives were selected as the prime motive power, with Urie 4-6-0 ‘’King Arthur’’ engines (later modified by Maunsell) supplementing the fleet.
Much of the time, the outward ‘’Golden Arrow’’ from Victoria was booked to arrive at Folkestone Harbour, but the return portion instead started at Dover Marine, which gave rise to some interesting shunting movements. As mentioned elsewhere on the website, the Folkestone Harbour branch has never had a direct connection with the main line, and access to it can only be made by means of a headshunt manoeuvre. This arrangement was implemented as a safety measure from the outset, since the branch descends at a steep gradient of 1 in 30 to the harbour. Thus, the Pullman service would arrive at Folkestone Junction, and initially terminate in the reception sidings positioned to the east of the station there, where the connection with the Harbour Branch was made. An ex-SE&CR R1 Class 0-6-0 Tank would then attach itself to the rear of the train, whilst the ‘’main line’’ engine was detached, and take the Golden Arrow stock down to Folkestone Harbour. This released the ‘’main line’’ locomotive from the headshunt, and consequently, it ran light along Folkestone Warren, to Dover Marine. At the latter, the engine would be rotated, more often than not by means of the triangular junction between the converging lines from Folkestone, Priory, and Marine stations, rather than on the turntable at Dover shed. After rotation, the locomotive would then head back to Folkestone Junction to collect the empty Pullman stock for the return working, which had previously been banked up the steep Harbour Branch incline by as many as four R1 Tanks. The tank engines would usually bring the train out onto the running lines at the Junction station, allowing the express locomotive to immediately couple to the stock. The Pullman vehicles would then be hauled empty to Dover Marine to form the return working to Victoria. This involved some indignity for the engine because for this empty stock movement, it had to run tender-first.
The declaration of war on Germany on 3rd September 1939 signalled the beginning of harsh times for the Port of Dover, as it became a prime target for bombing raids. Boat trains and steamer services were suspended immediately, and passenger services to the Marine station ceased. The Marine site was again dedicated to military traffic, just as it had been during World War I, and as a consequence, services along the ex-SER route went no further than Folkestone. Indeed, consistent shelling over the Channel, from France, had made the site unsafe to handle any form of passenger traffic, and even the 1928-opened engine shed had to close during the conflict, all engines being stationed at Ashford for the duration. The attractive Marine station suffered damage to the trainshed roof, but thankfully, this was modest enough to deem it practical and worthwhile to repair, normal service at the station resuming after the conflict. Since the advent of World War II, the prominent Lord Warden Hotel had been used as offices; the Marine Department occupied the building from 1952 onwards, by which time it was known as ‘’Southern House’’.
Initially, the British Railways era did not necessarily mean rationalisation for this extensive site, as it did at so many other stations nationwide. Rather, the emphasis was on modernising facilities, to cater for new rail freight boat traffic which, in these pre-Chunnel days, was still important and by no means in decline. Modernisation of the site began in 1953, with the renewal of the five quayside cranes which ran alongside the northern wall of the terminus. This was followed in February 1956 by the approval of the Kent Coast Electrification Scheme. Published within an ‘’Extension of Electrification’’ report of 1957 were the alterations proposed for the Marine station. In early 1959, the station was closed to passengers temporarily to allow modifications to be carried out. These involved the extension of both island platforms westward by 114-feet, beyond the extent of the trainshed, and the installation of canopies above the exposed surfaces. The platform extensions were constituted of prefabricated concrete components, manufactured at Exmouth Junction concrete works; the platform canopies were W-shaped and lacked any form of valance. The latter were virtually enlarged versions of the equally clinical canopies which emerged at the rebuilt Folkestone Central and St Mary Cray stations, and these additions somewhat marred the attractive stone façade of the SE&CR station. Third rail was installed on all platform lines during 1959, as part of the ‘’Chatham’’ line electrification of the scheme’s ‘’Phase 1’’, and these were subsequently energised for the commencement of the full electric timetable via this route on 15th June of that year. An enclosed riveted steel footbridge was also erected across the approach tracks from Dover Priory, linking the main entrance beside the Lord Warden Hotel with the Customs Hall, on the northern perimeter of the Western Docks. Naturally, steam continued to visit the station by means of the ex-SER trunk line from the Folkestone direction until the implementation of a full electric timetable on this route on 18th June 1962. The Golden Arrow had been hauled by E5000 series electric locomotives since 12th June 1961. Colour lights installed at the Marine station during the electrification scheme were of the three-aspect type. Before electrification, the empty stock of arrived services would be shunted out the seaward end of the trainshed, and up along the extent of the old Admiralty Pier, to clear the platform lines. Locomotives would also be required to run-a-round using the Admiralty Pier tracks.
The commencement of electric haulage on the Golden Arrow in the June of 1961 coincided with the demise of Dover engine shed. Hitherto, the depot had the responsibility of servicing the Stewarts Lane-allocated steam locomotives which brought the luxurious train down from Victoria. Closure of the sub-shed at nearby Folkestone Junction also occurred, but the site of Dover MPD was put to new railway use, becoming host to a plethora of goods sidings. Closure of goods sidings at Bulwark Street occurred on 15th August 1966, but Archcliffe Junction – at the Folkestone end of the Hawkesbury Street Curve – remained in existence. In the following decade, major works were planned around the Marine station’s peripheral: in 1973, proposals were put forward for the construction of a roll-on-roll-off vehicle shed, and in 1974, planning of a new hoverport at the Western Docks began. After a consultation period spanning 1975 to 1976 inclusive, the hoverport was formally commissioned for operation on 5th July 1978, and replaced a smaller affair situated in the Eastern Docks. Track rationalisation had also occurred beyond the rear of the trainshed, and the ‘’Golden Arrow’’ had ceased between Victoria and the Channel Ports after a final run on 30th September 1972. Since 1969, the number of Pullman cars in the train had been whittled down to five, and the rest of the formation consisted of Second Class BR Mk 1 vehicles.
On 14th May 1979, Dover Marine station was renamed ‘’Dover Western Docks’’, and on 31st October of the following year, the ‘’Night Ferry’’ London to Paris train made its final run. This had first operated on the evening of 14th October 1936, between London Victoria and Paris Gare du Nord, via Dover Marine and Dunkirk. The service was unique among the boat trains, because the carriage stock travelled across the Channel with the passengers and ran on both British and French railway networks. Indeed, the vehicles were smaller than standard Continental carriage stock, having been specially built to meet the restrictive loading gauge of the British system. The service had been suspended during the war years, the last train running through to Paris over the night of 3rd/4th September 1939. After the cessation of the conflict, the ‘’Compagnie Internationale des Wagons-Lits’’ (CIWL: International Sleeping Car Co.) found itself engaged in a search and rescue mission over the whole of Europe, to find several missing carriages. Stock of both the ‘’Night Ferry’’ and ‘’Orient Express’’ services had been taken over by the Germans, camouflaged and armoured, and subsequently used as army vehicles. The ‘’Night Ferry’’ service was resumed on 14th December 1947, and this was followed ten years later by the addition of a through sleeping car to Brussels. A sleeping car for Basle, Switzerland, was added to the service in 1967, but this lasted just two years.
Over the five years which followed the renaming of the station to ‘’Dover Western Docks’’, truncations of the lines within the trainshed, at their seaward ends, saw a ground level walkway come into use for passengers, behind the new buffer stops (a headshunt did, however, still remain for locomotive-hauled services). The SNCF train ferry continued to handle an abundance of ferry vans, shunted by Class 33/2 locomotives – the latter had been under the auspices of Railfreight Distribution (RfD) since that Business Sector’s formation on 10th October 1988. The ferry itself accommodated a double-track, and to maintain balance on the vessel, wagons on both lines would be loaded and unloaded simultaneously. During 1993, the train ferry shunting duty passed to Class 09 diesels.
Channel Tunnel boring began on 1st December 1987, and in light of this, the British Rail Board produced the dreaded report in 1989: the ‘’Proposed closure of Dover Western Docks Station and Folkestone Harbour branch’’. Passenger boat traffic was now seen as a thing of the past, as the advent of the proposed ‘’Eurostar’’ services through the Chunnel would now cater for this, providing a much faster and efficient service. Some of the freight carried upon the ferries could be transferred for haulage through the Chunnel; certain traffic, however, such as chemicals and inflammables, were not permitted through the tunnel, as they were safety hazards. Handling of these goods would therefore transfer to the Eastern Docks, involving the use of road transport, due to the lack of a rail connection there. During 1992, the headshunt facility at Western Docks station was taken out of use, meaning that locomotive-hauled services had to be shunt released – the latter duty was generally undertaken by a RfD Class 33/2. The fateful day was on Saturday 24th September 1994, when 4 CEP No. 1604 departed with the last advertised public departure to Victoria, scheduled for 21:44. The following day, the closure of the station was marked by the visit of ex-BR Pacific No. 70000 ‘’Britannia’’, with ‘’The Continental Farewell’’ rail tour from London Victoria. This had travelled via Balham, Beckenham Junction, and Tonbridge. The locomotive was masquerading as No. 70014 ‘’Iron Duke’’, which was one of two ‘’Britannias’’ formerly associated with the haulage of the famous ‘’Golden Arrow’’ on the South Eastern Division, between the years of 1952 and 1958 inclusive. At Western Docks, the tour met another ex-Golden Arrow locomotive, but of a more modern era: Type ‘’HA’’ E5000 series No. E5001. This locomotive fronted two tours on the same day, taking the excursion stock from Western Docks to Ashford and back, via Folkestone and Canterbury West.
It was not the total end of Dover Western Docks – yet. Until 19th November 1994, empty stock movements to and from the station continued to be available to passengers, albeit not advertised in the official timetable. Thereafter, the trainshed became a useful facility for stabling electric units for cleaning, until complete closure came with the decommissioning of the SE&CR signal box on 5th July of the following year. The bulldozers finally moved in at the beginning of 1996, but thankfully, since the main building was protected by Listed Status, demolitions only encompassed those additions made in 1959, as part of the Kent Coast Electrification Scheme. Naturally, the tightly curving track, with its famous crossovers, was also lifted, and as part of the works to convert the trainshed into a cruise liner terminal, the gap in-between the island platforms was in-filled, to provide a continuous floor at the same level. All red brick offices upon the platforms were retained, as was the elongated footbridge towards the Lord Warden Hotel. Even the substantial SE&CR signal box remained on site as office accommodation, but unlike the main station structure, this was not a Listed building. Tragically, the signal box met its end in 2000. The train ferry dock basin of 1936 was in-filled, and today its site is host to a sand operation.
The British Rail Board’s original report of 1989 outlined the closure of the Folkestone Harbour branch, but in the midst of the redevelopment at the Western Docks, the renowned steeply graded line continued to enjoy services. Unlike at Dover, where the passenger ferries at Eastern Docks were detached from the railway, Sea Cat sailings continued to operate from the railway pier at Folkestone, even after the opening of the Chunnel. These justified the retention of rail services to the Harbour station, which continued until the transference of the Sea Cat to Ramsgate in 2001.
[UPDATE]
Dublin City Council (DCC) yesterday informed Luas about the extent and consequences of the structural damage caused to the fire damaged buildings adjacent to the Red Line Luas tracks on Benburb Street, Dublin 7.
DCC's Consultant Structural Engineer confirmed that the buildings are unstable and it is not possible to secure the buildings as they had originally planned.
Furthermore DCC informed Luas that it will be Friday 23rd March or indeed Monday March 26th before Luas can resume a full Red Line service.
[UPDATE]
At a meeting this morning, Tuesday March 20th, Dublin City Council, Buildings Department confirmed work had commenced on the site and a progress meeting will be held at 4pm on Wednesday March 21st. Following this meeting Luas will update passengers on the service for the rest of the week.
I had a discussion with an official at a Luas today and he indicated that it could take until Friday before the service is restored. However, everyone was trying their best to restore service by Thursday.
====================================
Red Line Service Tuesday March 20th 2012: Please note the Red Line will operate between Tallaght/ Saggart and Heuston Stop only. There will be no service from Heuston to the city centre. The frequency will change also, 7 - 10 minutes in the peak. 15- 20 minutes off peak. Luas passengers are therefore advised to leave extra time to travel. Luas tickets are valid on Dublin Bus.
Monday March 19th: Please be advised the Luas Red Line service is currently running between Tallaght/Saggart and Blackhorse Stop only. As a result there is no tram service between Blackhorse Stop and the city centre.
This service disruption is due to a fire in the city centre on Saturday morning March 17th on Queen Street.
Luas has been requested to turn off the power to the overhead lines in the affected area as buildings in the immediate vicinity of the track need to be protected and or demolished and a safety cordon is in operation.
Capote, Truman. In Cold Blood: A True Account of a Multiple Murder and Its Consequences. New York: Random House, 1966.
Reasons Banned/Challenged: Sexual References and Violence
Well, I wasnt in the mood to take a picture today, and I thought hey, I will take a picture of me and my boyfriend, simple but fun. NOPE! he didn't want his picture taken, so FU! I put his clothes on and here you go.
only consequence, I'm just as big as him and maybe a little bigger. NEVER fun that out.
SCHOOL SUCKS
After three partial work days of pumping papercrete we have managed
to fill the dome to just above the height of the door. If you look
carefully you can see a even ring of wetness at the 7' mark of the
dome. Now the work should go very fast as the dome rapidly shrinks in
diameter at that height.
As a consequence of the intellectual and erudite nature of the inhabitants of Baeza, they decided to create their own University at the end of the XVI century, a long time before these of Jaén or Úbeda.
The building, one of the few with Mannerist style that the city has, was founded by the priest Rodrigo López, a relative of the Pope Paulo III, upon the Saint León chapel, a plot transferred by the Council in 1571.
Firstly, a first letters school was created dedicated to the Holly Trinity. Nevertheless, with the arrival of Juan de Ávila in 1540, new teachings were introduced as Liberal Studies, secondary education, degrees and doctorates in Arts and Theology.
The first students' graduation took place in 1549 and they became the professors of the future University. Their effort and good performance convert this University of Baeza into the best university in Andalusia during the years. However, due to the parish character of the University, a phenomenon of exaltation occurred between the students, known as "illuminati", which forced the intervention of the Inquisition Court, something that finished with the imprisonment of the most distinguished teachers.
In 1565, new Rhetoric, Grammar, Greek Philosophy and Theology chairs were created. With the arrival of Pedro Fernández de Córdoba to the management, the institution would be elevated to a higher position. Due to that, he designed an enlargement which finished with the construction of the Saint Jean Evangelist church.
The University remained until 1824. Nevertheless, the lessons on the primary school continued with these of Latin; followed by the creation of a Liberal Studies School and after a high-school -where Antonio Machado worked as a teacher-, and these days there is a secondary education centre.
The architecture is similar to that of the renaissance palaces.
The Paraninfo or Assembly hall is placed in the courtyard.
November 18, 2010 - "Roles for Third Parties in Improving Implementation of EPA's and OSHA's Regulations on the Management of Low-Probability, High-Consequence Process Safety Risks" - Penn Program on Regulation, in conjunction with the Wharton Risk Management Center, hosted a conference regarding the usage of third party auditors in the enforcement of regulatory safety measures in high risk industries. Industries which experts call "Low-Probability, High-Consequence," such as nuclear reactors, oil refineries, or chemical processing plants, are specifically hoped to be improved by third party inspections safety. The conference brought together numerous participants from a variety of fields, including from government, industry, insurance, academia, and non-profit sectors. The conference consisted of a day-long discussion spread over three separate panels. Over the course of the conference, participants stressed the importance of implementing a third party system to effectively and thoroughly audit industry despite lack of adequate funds and resources. Other potential scenarios offered for enacting effective third party auditing included making sure that these third party auditors were completely independent from the industries they would be inspecting so as to eliminate bias or a conflict of interest. Another issue to consider is the question of whose authority would the third party auditors be under and what kind of enforcement power would they have to enforce industry change. One of the panel discussions brought up the potential linkage of third party audits with insurance companies so as to provide an incentive for industry to decrease safety risks in order to pay lower insurance premiums. Workshop participants included Isadore "Irv" Rosenthal, a Senior Research Fellow at the Wharton Risk Management and Decision Processes Center; Howard Kunreuther, James G. Dinan Professor of Business and Public Policy at Wharton and Co-Director of the Wharton Risk Center; Laurie Miller, Senior Director of Environment and Process Safety at the American Chemistry Council; Erwann O. Michel-Kerjan, Managing Director of the Wharton Risk Management and Decision Processes Center; Scott Berger, Executive Director of the American Institute of Chemical Engineers; Don Nguyen, a Principal Process Safety Management Engineer at Siemens Energy, Inc.; Mike Marshall, Process Safety Management Coordinator at the Directorate of Enforcement Programs at the Occupational Safety and Health Administration (OSHA) within the United States Department of Labor; Cary Coglianese, Edward B. Shils Professor of Law and Professor of Political Science at the University of Pennsylvania Law School and Director of the Penn Program on Regulation; Bob Whitmore, Former Chief of OSHA Division of Recordkeeping at the United States Department of Labor; Jim Belke, Chemical Engineer at the Office of Emergency Prevention and Member of the Office of Chemical Preparedness within the U.S. Environmental Protection Agency (EPA); William Doerr, FM Global Research Area Director; Manuel Gomez, Director of Recommendations at the U.S. Chemical Safety Board; Tim Cillessen, Manager of Sales and Marketing at Siemens Energy, Inc.; Mike Wright, Director of Health, Safety, and Environment at United Steelworkers; Jennifer Nash, Affiliated Researcher of Nanotechnology and Society Research Group at Northeastern University and the Associate Director of the Mossavar-Rahmani Center for Business and Government, Executive Director of Regulatory Policy Program at Harvard Kennedy School of Government; Michael Perron, Senior Vice President of Willis Re New York.
The 2030 Agenda for Sustainable Development and its 17 Sustainable Development Goals (SDGs) underscore the need to address broad inequalities in their quest to ‘leave no-one behind.’ Income Inequality Trends in sub-Saharan Africa: Divergence, Determinants, and Consequences is a groundbreaking UNDP study that provides policy guidance to reduce income inequality in sub-Saharan Africa. UNDP Regional Director for Africa, President of Burkina Faso, President of Guinea and AU Chairperson, Prime Minister of Mauritius. Photo: UNDP
With a name like Truth or Consequences, I had to visit. From what I could see, it was just another older western town strung along the interstate. It had renamed itself after a radio show, so that the radio show would broadcast from there once every year.
From "T or C" my plan was to get to Alamogordo and see the White Sands area. This required going south on I-25 through a number of small towns to Las Cruces (which turned out to be much less interesting than I expected), and then east on US-70 across the White Sands Missile Range (next picture).
Best viewed as part of New Mexico set.
Mingle Media TV and our Red Carpet Report team with host, Stephanie Piche were at the 5th Annual TorC Film Fiesta.
This year’s TorC Film Fiesta was held from October 22-24, 2021 in Truth or Consequences New Mexico and screened winning feature and short films from the Santa Fe Film Festival and some local films in addition to “Walking with Herb’ a truly New Mexican film from the author of the book to the filmmaker.
The festival also had Anthony Michael Hall, who is a star in the new “Halloween Kills” movie along with a rich history of film and TV work. Three of the films that AMH made with John Hughes, “Weird Science,” “16 Candles,” and “The Breakfast Club” were screened on the opening night of the festival with AMH available for photos, signed merch and a Q&A held after the final film was shown to a grateful audience of fans.
Screenings of films "Walking with Herb," "The Kennedy incident," "Earl biss Doc," Steven Maes "Caffeine & gasoline," Jerry Angelo "Artik," Hafid abdelmoula "Broken GAite," Ruben Pla "The Horror Crowd," Jordyn Aquino "Can't have it both ways," Jordan Livingston "DeLorean: Living the dream," Jeanette Dilone "Rizo," & Two 'Best Of' Shorts screenings
In addition to the screenings, the El Cortex Theatre, was enjoying a grand re-opening after being shuttered for years and the town was thrilled to see the progress of the updates being done for this event.
Follow the TorC Fiesta Partners on Social
www.facebook.com/ElCortezTheater
www.facebook.com/SierraCinemaNM
Filmmakers were also honored with a filmmaker brunch, a panel by esteemed entertainment lawyer, Harris Tulchan, at Ingo’s Cafe, after parties at the Point Blanc Winery and Glam Camp which also had a fire dancer perform in addition to everyone letting loose and singing Karaoke songs throughout the night.
There was a filmmakers brunch at the Center Gallery and a filmmakers lounge with specialty cocktails during the festival.
In addition to honoring filmmakers, it was a joy to hear that they were excited to see their films on the big screen.
For video interviews and other Red Carpet Report coverage, please visit www.rcrnewsmedia.com and follow us on Twitter and Facebook at:
www.youtube.com/MingleMediaTVNetwork
That’s what it’s about, making stories come alive and enjoying them in the dark with strangers…
"He should have been careful. It's dangerous to be an honest man."
- Michael Corleone
© Shafaq Saleem | Photograph
As a consequence, I lost my health, honour and job. I did my first official complaint to The Parliamentary Ombudsman of Finland on 14.9.2004 concerning these issues. Later on, on 15.7.2005, I did a police investigation request that covers both the work bullying and the acts of police authorities.
Some criminal record entry has been wished for me. Furthermore, false information and false insinuations concerning me have been spread as a method of pressure and a method of deterrent so that I would not be able to advance the case. Apparently, the purpose of this has been to depress me mentally and to make other people participate in bullying and mental pressure.
My right to an effective remedy has been prevented. I am ended up hunted by the security authorities. Outsiders either do not have courage to interfere in incidents or on request they participate in them.
In its decision 14.4.2016, the Supreme Administrative Court of Finland has approved the destruction of my and my close ones' lives. I have the right to make an application against the Republic of Finland to the international courts.
1. A Decision of the Unemployment Security Appeal Board (6279/3/A), dated 11.3.2004
2. A Decision of the IAET-kassa, dated 27.4.2004
3. A Note from the IAET-kassa Concerning Nokia Salary Certificates, dated 19.6.2003
4. A Decision of the IAET-kassa Concerning Erroneous Decision, dated 12.2.2004
5. A Note from the IAET-kassa (www.iaet.fi), printed 9.2.2009
and so on. For more information about the used methods, please see the Wikipedia's article "Zersetzung" and its sections "Against individuals" and "Against groups and social relations". With exceptions, see also
1. Field T., Bully in Sight. How to predict, resist, challenge and combat workplace bullying. Overcoming the silence and denial by which abuse thrives. ISBN 0-9529121-0-4. Success Unlimited. Great Britain 1996
2. Violence, bullying and harassment in the workplace - European Foundation for the Improvement of Living and Working Conditions 6.5.2005 (9.10.2008): www.eurofound.europa.eu
3. Fourth European Working Conditions Survey (2005) - European Foundation for the Improvement of Living and Working Conditions 22.2.2007 (9.10.2008): www.eurofound.europa.eu
4. Sairaanhoitaja-lehti 4.9.2007 "Kertomuksia psyykkisen väkivallan menetelmistä terveysalalla" (14.10.2008): www.terveysportti.fi
5. Sandelin P., Kertomuksia psyykkisestä väkivallasta terveydenhuollon työ- ja opiskeluyhteisöissä. Acta Universitatis Ouluensis Medica D 931. ISBN 978-951-42-8475-5 (PDF). ISSN 1796-2234 (Online). URN:ISBN:9789514284755. Oulun Yliopisto, Oulu 2007 (18.10.2008): herkules.oulu.fi
Twin Arrows is a ghost town located in the central part of Arizona on U.S. Route 66 (US 66) in Coconino County between the city of Flagstaff and the town of Winslow.
The area in which Twin Arrows is located was inhabited by the Hopi and Navajo tribes. The Navajo fought against the Apaches in the area. The first setters to arrive in the area of European descent were the Spanish conquistadores. The area became part of Mexico when Mexico gained its independence from Spain.
The United States fought against Mexico in what is known as the Mexican–American War. The war ended officially when the 1848 Treaty of Guadalupe Hidalgo was signed and forced onto the remnant Mexican government. It specified its major consequence, the Mexican Cession of the northern territories of Alta California and Santa Fe de Nuevo México to the United States.[1]
Old US 66 in Twin Arrows
Wagon roads routes between Flagstaff and Winslow were surveyed in the 1880s. The Atlantic and Pacific Railroad choose to build the railroad along it. The railway passed to the north of the modern alignment of the National Old Trails which would eventually become US 66. The U.S. Highway System established US 66 in 1926. US 66 served as a major path for those who migrated west during the Dust Bowl of the 1930s. The road supported the economies of the communities through which it passed.[2]
Traffic began to flow through the Twin Arrows area because Route 66 was aligned along the National Old Trails Road. A business named the Canyon Padre Trading Post, named for the gorge that cuts nearby, was established in the late 1940s in Twin Arrows. Business was slow for the store and diner until the owners changed its name to "Twin Arrows Trading Post", inspired by nearby town of Two Guns and added a service station. Two 25-foot (7.6 m) giant arrows which were placed on the property were easily recognized by traveling motorist and the business began to flourish.
The Twin Arrows Trading Post began to fail with the construction of the Interstate 40 (I-40), because motorists no longer had to take US 66. Business for the Twin Arrows Trading Post began to decline and it was not long before the store/diner/service station/gift shop passed through the hands of various owners. This continued until 1995, when it was finally closed and abandoned. The land where Twin Arrows is located is in the Navajo and Hopi reservations and owned by the Twin Arrows Navajo Casino.
from Wikipedia
Descend from the high wolds near the remote villages of Guiting Power and Hawling, down towards Andoversford in the valley below. If you follow the old Gloucester road, rather than the busy A40 you will approach the twin villages as travellers have for hundreds of years. A ribbon of houses that skirts the margins of an infant River Coln, the waters of which glister over two fords and through many a clear pool between clumps of yellow flags, dividing the two villages.
Shipton or 'sheep farm' was divided into two parishes in the middle ages each with it's own small church, though they are barely a mile apart. Shipton Oliffe long in the ownership of the Oliffe family grew in importance and when the two parishes were united in 1766 St. Mary's Shipton Solers fell out of use. By 1883 St. Mary's was reduced to a cow byre and only the intervention of the rector Charles Pugh and his wife saved the church for future generations.
St. Oswald, Shipton Oliffe, a small Norman church with 13th century additions, stands below the level of the road. Once owned by the Abbey of St. Peter, Gloucester the church has a 13th century west bellcote with two bells above two gothic windows inserted by H. A. Prothero in 1903-4. A blocked Norman north door gives evidence of the church's early origins while the Early English chancel has retained many of it's original features including an east window with a shafted rere-arcade. The chancel has an Early Decorated south window, a stepped sedilia and a rare Late Decorated canopied piscina. A 13th century south chapel is separated from the nave by a two-bay arcade inserted by Prothero in 1904. The church has a Perpendicular octagonal font, a pulpit by W. Ellery Anderson 1937 and a plaster 19th century Royal Arms. There is an area of wall painting above the chancel arch which may be early 13th century and other texts of the 17th and 18th centuries. The east window has stained glass by Burlison and Grylls. In the churchyard are an interesting collection of tea-caddy tombs.
St. Mary, Shipton Solers was probably consecrated in 1212 as this date was inscribed over the chancel, a discovery made during the sympathetic 1929-30 restoration by W.E. Ellery Anderson. A simple 13th century church of nave and chancel with a west bell-cote added in 1884, lengthened in the Perpendicular period. Most of the windows reflect this 15th century refurbishment although a 13th century lancet survives in the chancel. North and south doors face each other across the nave, the south door appears to be late medieval. When passing through the Early English chancel arch you step down into the chancel, an unusual feature probably a consequence of the sloping ground. Perpendicular king-posts support a wagon roof with carved bosses. Consecration crosses painted in red lead survive in both nave and chancel, possibly late medieval in date, the nave walls have post-Reformation biblical texts. The altar is a 13th century stone mensa found buried beneath the floor during the restoration work carried out in 1929-30. An elaborate painted reredos was carved by Ellery Anderson in 1929, oak panelling was fitted at this time. The nave has a Jacobean pulpit with tester and a modern hourglass stand (the original was stolen) which dates from the 1660 Restoration when sermons were meant to last for over an hour. At the west end of the nave is an octagonal 15th century font. There are a few fragments of medieval glass as well as several attractive 1930s windows by Geoffrey Webb whose web signature can be seen beneath a depiction of the Madonna and Child. Two of the windows have rebus designs, one depicting a house amongst fields of corn commemorates Ernest Fieldhouse while the other shows a ship and tun representing Shipton. St. Mary's is now in the able custody of The Churches Conservation Trust.
The Shiptons are near Andoversford 7miles from Cheltenam, just over an hour from Stratford-upon-Avon.
Mingle Media TV and our Red Carpet Report team with host, Stephanie Piche were at the 5th Annual TorC Film Fiesta.
This year’s TorC Film Fiesta was held from October 22-24, 2021 in Truth or Consequences New Mexico and screened winning feature and short films from the Santa Fe Film Festival and some local films in addition to “Walking with Herb’ a truly New Mexican film from the author of the book to the filmmaker.
The festival also had Anthony Michael Hall, who is a star in the new “Halloween Kills” movie along with a rich history of film and TV work. Three of the films that AMH made with John Hughes, “Weird Science,” “16 Candles,” and “The Breakfast Club” were screened on the opening night of the festival with AMH available for photos, signed merch and a Q&A held after the final film was shown to a grateful audience of fans.
Screenings of films "Walking with Herb," "The Kennedy incident," "Earl biss Doc," Steven Maes "Caffeine & gasoline," Jerry Angelo "Artik," Hafid abdelmoula "Broken GAite," Ruben Pla "The Horror Crowd," Jordyn Aquino "Can't have it both ways," Jordan Livingston "DeLorean: Living the dream," Jeanette Dilone "Rizo," & Two 'Best Of' Shorts screenings
In addition to the screenings, the El Cortex Theatre, was enjoying a grand re-opening after being shuttered for years and the town was thrilled to see the progress of the updates being done for this event.
Follow the TorC Fiesta Partners on Social
www.facebook.com/ElCortezTheater
www.facebook.com/SierraCinemaNM
Filmmakers were also honored with a filmmaker brunch, a panel by esteemed entertainment lawyer, Harris Tulchan, at Ingo’s Cafe, after parties at the Point Blanc Winery and Glam Camp which also had a fire dancer perform in addition to everyone letting loose and singing Karaoke songs throughout the night.
There was a filmmakers brunch at the Center Gallery and a filmmakers lounge with specialty cocktails during the festival.
In addition to honoring filmmakers, it was a joy to hear that they were excited to see their films on the big screen.
For video interviews and other Red Carpet Report coverage, please visit www.rcrnewsmedia.com and follow us on Twitter and Facebook at:
www.youtube.com/MingleMediaTVNetwork
That’s what it’s about, making stories come alive and enjoying them in the dark with strangers…
Correct me if I'm wrong. When I grew up it seems that consequences — cause and effect — not just the immediacy of gain and gratification were ingrained in day-to-day lessons; in experience.
Here's a case-in-point arising out the horrendous floods that have bedevilled SE Australia for months and months. As a child I knew where my milk came from: Molly, the cow. I was surrounded by dairy cows. When the notion of bulk tankers to replace 10 gallon milk cans was mooted it caused an uproar. Sure, those cans when full of precious cow juice were heavy. But they were picked up in a new pink truck owned by the neighbour's brother. This was a small, close-knit community where everyone supported everyone else. A bulk tanker would be easier, more profitable. But not for the man with the pink truck.
We lived on a ridge. That's because, in a loop of a river prone to flooding especially when rain and a king tide coincided, the ridges were that which remained high and dry. Of course, when the river did break out of its banks the pink truck couldn't collect the milk. Nor could a bulk tanker. We hear this flood season of hundreds of thousands of litres of milk running to waste because those bulk tankers are no better at getting through floods than they were way back then. What was different then was that this little, tight community had a flood boat; a flat bottomed jobby that could negotiate the flooded farms and just push up onto a flooded slope to drop off supplies AND backload those full milk cans where a truck could get them to the plant for processing. Could they do that with bulk vats? No! Now we see the consequences of that short-sighted focus on the immediacy of a biased gain for one and a loss for another; a powerless other. Shame. Now everyone loses.
Here's another consequence. Remember that bold, early flowering berry? The consequence of doing that thing — planting, maintaining, nurturing — is here to see. The flowers, pollinated against all odds by our likewise nurtured bees, will soon enough stain my fingers and adorn my table. There it is again— cause and effect — not just the immediacy of gain and gratification; the long game, a vision and a reward. Which would you choose?
The hamstersquid is the result of a inter-university game of consequences.
Ink and digital colour, 2008
Fish at the Robin 2, Bilston on the Feast of Consequences tour with
Robin Boult (Guitar)
Foss Paterson (Keyboards)
Steve Vantsis (Bass)
Gavin Griffiths (Drums)
Shave Ice: Brandon had strawberry, Lisa had coconut and lime, Fred had pink lemonade and lime. I had coconut and honeydew, which had a much more subtle effect.