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The boot is the most important part of the skater’s equipment.
At Edea we’ve created boots that are highly technical tools and to work properly they need to be correctly fitted.
The right size means better performance and more comfort.
To ensure the right size shoes Edea indicates the size of its boots in millimeters.
To get the right size it is important to measure the foot correctly.
You need to get the length of the foot in millimeters and then compare with the length of the boot.
Measure the foot wearing the socks you use for skating. These socks should be thin in a microfiber or another smooth absorbent material to reduce friction in the shoe and ensure maximum sensitivity.
The Foot can be measured in one of the following ways:
-Using a sponge mould
-Using the Edea measuring device
-Drawing Around The Feet
Whatever method you choose to measure you should always try the boot on.
Normally the boot is tried unlaced to double check the measurement.
You should stretch your toes and push your foot forward until it touches the front. That way you can see how much empty space there is in the back of the boot. Again this should be no more than 5mm for an adult foot and 10mm (one finger) for a child whose feet are still growing.After the measurements have been checked you need to lace the boots to check for comfort.
First the heel must be pushed into the heel pocket so it is sitting securely. Once this is done you should lace the boot.
The boot should be worn long enough to allow the padding to form around your foot and you enjoy the comfort.
If you feel any pressure at this point you can adjust the outer shell using instant custom fit to give you the perfect pair of skates.
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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.
well, properly this is swing, but that's just left right lens tilt so lets not get hairy about names. This is with a Canon TS-E 90
I synced my iPhone, properly disconnected from iTunes then grabbed my phone and tried to use the iPod feature and saw this message. Strange.
Sorry for the poor image, I had my crappy old camera and was trying to get a shot quickly just in case the message went away. It did go away...after a few minutes after hitting the Home button.
This small part of the goose brigade had already walked for a great distance through the vast parking lots of Eastview Mall to get to this point. Some did stop to eat some grass in the small islands, but many of them, like these, just seemed to be on some kind of forced march to some unspecified destination.
Not focused properly, but 'u' get the message. A cheeky car driver turns in the middle of Corporation St so as to get to the West Orchard Shopping Centre car park. You are actually meant to use Lamb Street, Chapel Street, Well Street then turn right onto Corporation St to reach this place - following the road signs. This is presumably an attempt to reduce queuing at the Upper Well St junction which was delaying buses etc. Enviro 400 4834 approaches on service 21.
You can't function properly if you do not eat good food. Luckily, the info outlined here will give you helpful advice about being nutritious in order to feel and check your greatest at your workplace, school or home.
You require riboflavin with your everyday diet. Humans need it to be able to glean energy from proteins, fats and carbs. Riboflavin also plays a significant role in metabolism, plus in the transportation of iron through the entire body. Products where Riboflavin is located contain dairy, whole grain products, and enriched grains, just to mention a few.
Getting proper nutrition if you are nursing is vital. Women that are pregnant must get enough protein. However, they might not need to nibble on sometimes. You can add the white of your pasteurized egg for your morning smoothie to obtain additional protein. An egg white contains three grams of proteins, fifteen calories rather than fat. You need to eat pasteurized eggs in case you are pregnant.
It is essential to consume protein daily. Proteins are helpful to all of the organs from the body such as the skin, muscles and blood. Proteins also enhance your metabolism and help in your cell processes. Protein aids your bodies defenses against diseases. Foods which contain protein include fish, meats, legumes, milk, and grains.
Maintaining a healthy diet is excellent, but eating too much, even sensible food, may cause problems. When you overeat, you risk consuming an excess of nutrients that the body doesn't need. It may then attempt to store this excess as fat. This could mess together with your metabolism and make you be unhealthy.
An excellent nutritional tip would be to eliminate sugar from the diet and initiate utilizing an artificial sweetener. Excessive sugar can result in many health problems, including serious heart disease. A sweetener like Stevia or Splenda will make a great substitute when utilized in cooking or added straight to food. The main difference in taste is tough (as well as impossible) to notice.
Using the hand-picked nutrition tricks and tips in this post, you may make an optimistic change in the manner you view your diet. Begin using these suggestions to drink and eat healthier things to feel much better. www.naturalnest.com
Brainstorming & Collaborative Session of MCHIP, USAID &Rotary Club of Greek, Sep 23, 2014
Thousands of women and newborns in Pakistan die each year as a result of preventable complications of pregnancy and childbirth. Pakistan’s maternal mortality ratio at 276 per 100,000 live births (2006-2007 Pakistan Demographic and Health Survey) is one of the highest in South Asia. Most of these deaths can be prevented if there were enough properly trained, competent and supported midwives working in the communities and in a functional health system.
The Maternal & Child health Integrated Program (MCHIP) along with program partner USAID and event partners Rotary Clubs of R.I district 3271 met on 20 September 2014 for a brainstorming and collaborative event. There were presentations on the importance of support for midwives in the community, challenges faced by maternal and child health and efforts that can be undertaken by corporate partners in improving quality of maternal and child health practice in Pakistan. The brainstorming session focused on supporting community midwives, improvement of quality of mother and child health services and a dire need for community distribution of misoprostol and chlorhexidine.
Held at a Marriott hotel karachi, the session’s audience had over 70 participants and included doctors, obstetricians, businessmen and philanthropists. During the event; Shaan Technologies private Limited, corporate partners with MCHIP/Jhpiego presented a documentary video about application of solar energy for remote clinics. Shaantech also donated 10 solar LED lamps for community midwives.
Exeter Cathedral, properly known as the Cathedral Church of Saint Peter in Exeter, is an Anglican cathedral, and the seat of the Bishop of Exeter, in the city of Exeter, Devon, in South West England. The present building was complete by about 1400, and has several notable features, including an early set of misericords, an astronomical clock and the longest uninterrupted vaulted ceiling in England.
The founding of the cathedral at Exeter, dedicated to Saint Peter, dates from 1050, when the seat of the bishop of Devon and Cornwall was transferred from Crediton because of a fear of sea-raids. A Saxon minster already existing within the town (and dedicated to Saint Mary and Saint Peter) was used by Leofric as his seat, but services were often held out of doors, close to the site of the present cathedral building.
In 1107 William Warelwast was appointed to the see, and this was the catalyst for the building of a new cathedral in the Norman style. Its official foundation was in 1133, during Warelwast's time, but it took many more years to complete. Following the appointment of Walter Bronescombe as bishop in 1258, the building was already recognised as outmoded, and it was rebuilt in the Decorated Gothic style, following the example of Salisbury. However, much of the Norman building was kept, including the two massive square towers and part of the walls. It was constructed entirely of local stone, including Purbeck Marble. The new cathedral was complete by about 1400, apart from the addition of the chapter house and chantry chapels.
During the Second World War, Exeter was one of the targets of a German air offensive against British cities of cultural and historical importance, which became known as the "Baedeker Blitz". On 4 May 1942 an early-morning air raid took place over Exeter. The cathedral sustained a direct hit by a large high-explosive bomb on the chapel of St James, completely demolishing it. The muniment room above, three bays of the aisle and two flying buttresses were also destroyed in the blast. The medieval wooden screen opposite the chapel was smashed into many pieces by the blast, but it has been reconstructed and restored. Many of the cathedral's most important artefacts, such as the ancient glass (including the great east window), the misericords, the bishop's throne, the Exeter Book, the ancient charters (of King Athelstan and Edward the Confessor) and other precious documents from the library had been removed in anticipation of such an attack. The precious effigy of Walter Branscombe had been protected by sand bags. Subsequent repairs and the clearance of the area around the western end of the building uncovered portions of earlier structures, including remains of the Roman city and of the original Norman cathedral. Wikipedia
Properlies to Brave for the invite to the exhibition he's curating in Colchester at the Slackspace Gallery.
Sorry fella we couldn't make it as full crew, but great to see Demane repping it with Frame and Kak.
The unmistakable funk of Essex.
I think the hat goes with Laura's "old fashioned" dress. The pink ribbon on the hat matches the one on her dress. I also found this cloak in a bag of doll clothes which seems to be part of her ensemble as well!
Brainstorming & Collaborative Session of MCHIP, USAID &Rotary Club of Greek, Sep 23, 2014
Thousands of women and newborns in Pakistan die each year as a result of preventable complications of pregnancy and childbirth. Pakistan’s maternal mortality ratio at 276 per 100,000 live births (2006-2007 Pakistan Demographic and Health Survey) is one of the highest in South Asia. Most of these deaths can be prevented if there were enough properly trained, competent and supported midwives working in the communities and in a functional health system.
The Maternal & Child health Integrated Program (MCHIP) along with program partner USAID and event partners Rotary Clubs of R.I district 3271 met on 20 September 2014 for a brainstorming and collaborative event. There were presentations on the importance of support for midwives in the community, challenges faced by maternal and child health and efforts that can be undertaken by corporate partners in improving quality of maternal and child health practice in Pakistan. The brainstorming session focused on supporting community midwives, improvement of quality of mother and child health services and a dire need for community distribution of misoprostol and chlorhexidine.
Held at a Marriott hotel karachi, the session’s audience had over 70 participants and included doctors, obstetricians, businessmen and philanthropists. During the event; Shaan Technologies private Limited, corporate partners with MCHIP/Jhpiego presented a documentary video about application of solar energy for remote clinics. Shaantech also donated 10 solar LED lamps for community midwives.
I can't smile properly at the moment due to a sore left jaw but i tried :)
I helped JT out with his photoshoot today at work and theres these fun photo frames (The adding of colour was jt's idea :) ) that we use for work and I've been dying to use it for my 365 :D
So here it is
My jaw is still a little puffy from having my wisdom tooth out but atleast I can now eat! my mouth was so sore yesturday I was in tears because of it but now its healing and feels slightly better :)
still can't eat crunchy or hard food but few more days and I can eat properly again woop!
I had a good day today :) Had yum cha with JT too before his photoshoot :) I love dim sum so much :D
You can see the turnout of his photoshoot here Kapow
Pictures will be up soon :)
Song of the day
Rent ost - I'll cover you
Random fact
I love love LOVE rent :)
Sophia of Hanover (properly Electress of Brunswick-Lüneburg; born Sophia, Countess Palatine of Simmern; 14 October 1630 – 8 June 1714) was the youngest daughter of Frederick V, Elector Palatine, of the House of Wittelsbach, the "Winter King" of Bohemia, and Elizabeth Stuart. She is frequently referred to as the Duchess Sophia, particularly when the text also is discussing her niece and future daughter-in-law, who is referred to as Princess Sophia.
Through the Act of Settlement 1701, an Act of the Westminster Parliament which changed the normal laws of inheritance to the English and Irish thrones, Sophia was declared the heiress presumptive to her first cousin once removed, Queen Anne of England and Ireland (later Queen of Great Britain and Ireland). Sophia was never declared heiress presumptive to Scotland.
She would have acceded to Anne's crown, had she not died a few weeks before Anne did. Upon Sophia's death, her son George Louis, Elector of Hanover and Duke of Brunswick-Lüneburg, became heir presumptive. Upon Queen Anne's death, he became King George I.
As the mother of George I therefore, Sophia is the legislative linchpin ancestor of the House of Hanover line of succession to the British throne and their modern descendants of the House of Windsor. Her grandfather was James I & VI of England and Scotland and her uncle was Charles I of England and Scotland. As Electress, Sophia was the consort to Ernest Augustus, Elector of Hanover until his death in 1698.
Sophia was born in exile in The Hague (the exile was because her father had been defeated at the Battle of White Mountain) and she was the youngest of the five daughters of Frederick V, Elector Palatine and Elizabeth Stuart. She was brought up in Leiden until moving back to her mother's court at The Hague in 1641. Her mother later suggested she marry their neighbour, the exiled Charles II, but Sophia was not interested in marrying her first cousin, and went to live with her brother, Charles I Louis (the new Elector Palatine, who had recently been restored to his lands) in Herrenhausen in 1650.[2]
In 1657 Sophia's niece Elizabeth Charlotte of the Palatinate came to live with Sophia. Sophia was Elizabeth Charlotte's youngest aunt; the young Elizabeth Charlotte married the only brother of Louis XIV of France in 1671; Elizabeth Charlotte, later known as Madame at court, would write long letters to her aunt describing the court of Louis XIV.
Before her marriage, Sophia, as the daughter of Frederick V, Elector Palatine of the Rhine, was referred to as Sophie, Princess Palatine of the Rhine, or as Sophia of the Palatinate.
On 30 September 1658, Sophia married Ernst August, Duke of Brunswick-Lüneburg, at Heidelberg, who in 1692 became the first Elector of Brunswick-Lüneburg. Electors were princes who had the right to vote to elect the emperor of the Holy Roman Empire. Ernst August was a second cousin of Sophia's mother Elizabeth Stuart, as they were both great grandchildren of Christian III of Denmark.
Sophia became a friend and admirer of Gottfried Leibniz while he was a courtier to the House of Brunswick, from 1676 until his death in 1716, and a librarian at Hanover. This friendship resulted in a substantial correspondence, first published in the nineteenth century (Klopp 1973), that reveals Sophia to have been a woman of exceptional intellectual ability and curiosity. She was well read in the works of Rene Descartes and Baruch Spinoza. She encouraged her husband, brother and sons to read Spinoza and popularized his works at court.4
Sophia commissioned significant work on the Herrenhausen Gardens surrounding the palace at Herrenhausen, where she died.
The English crown, in the default of legitimate issue from Mary II, William III and Anne, was settled upon "the most excellent princess Sophia, electress and duchess-dowager of Hanover" and "the heirs of her body, being Protestant". The key excerpt from the Settlement, naming Sophia as heiress presumptive reads:
Therefore for a further Provision of the Succession of the Crown in the Protestant Line We Your Majesties most dutifull and Loyall Subjects the Lords Spirituall and Temporall and Commons in this present Parliament assembled do beseech Your Majesty that it may be enacted and declared and be it enacted and declared by the Kings most Excellent Majesty by and with the Advice and Consent of the Lords Spirituall and Temporall and Comons in this present Parliament assembled and by the Authority of the same That the most Excellent Princess Sophia Electress and Dutchess Dowager of Hannover Daughter of the most Excellent Princess Elizabeth late Queen of Bohemia Daughter of our late Sovereign Lord King James the First of happy Memory be and is hereby declared to be the next in Succession in the Protestant Line to the Imperiall Crown and Dignity of the forsaid Realms of England France and Ireland with the Dominions and Territories thereunto belonging after His Majesty and the Princess Anne of Denmark and in Default of Issue of the said Princess Anne and of His Majesty respectively.
Sophia plays an important role in British history and royal lineage. As a daughter of Elizabeth Stuart and granddaughter of James I of England, VI of Scotland, she was the closest Protestant relative to William III (king of England and Scotland by marriage and by being the son of Princess Mary, daughter of Charles I), after his childless sister-in-law, Princess Anne, the heiress presumptive. In 1701, the Act of Settlement made her Anne's heiress presumptive for the purpose of cutting off any claim by the Catholic James Francis Edward Stuart, who would otherwise have become James III, as well as denying the throne to many other Catholics and spouses of Catholics who held a claim. The act restricts the British throne to the "Protestant heirs" of Sophia of Hanover who have never been Catholic and who have never married a Catholic.
When the law was passed in 1701, Sophia (age 71), five of her children (ages 35 to 41), and three legitimate grandchildren (ages 14 to 18) were alive. She never had another legitimate grandchild. A year and a half before George I ascended to the throne, his daughter and his nephew married. The result is that all the members of the Line of Succession to the British throne are either a descendant of George II of Great Britain, or of his sister Sophia Dorothea of Hanover. The descendants of Sophia Dorothea are also the Prussian line of kings. It wasn't until 1723 that someone in the line of succession was actually born in Britain. Mary Princess of Great Britain was the sixth child of George II. The daughters of George II, and his sister Sophia Dorothea, married into royalty in Netherlands, Denmark and Sweden so the line of succession began to include members of these countries from the mid 18th century. By the 1770's further descendants began to marry into the Russian royal family spreading the line to that country and eventually on to most of the countries in Europe.
Currently, there are more than 5,000 legitimate descendants of Sophia, although not all are in the line of succession. The Sophia Naturalization Act 1705 granted the right of British nationality to Sophia's non-Catholic descendants (although this has been modified by subsequent laws).
Although considerably older than Queen Anne, Sophia enjoyed much better health. In June 1714, Sophia was walking in the gardens of Herrenhausen when she ran to shelter from a sudden downpour of rain and collapsed and died, aged 83.[2] Just a few weeks later, Anne died at the age of forty-nine, so Sophia came near to inheriting the British throne; and if she had done so, she would have become the oldest person to be crowned British monarch. In fact, no British monarch has yet attained this age, though Elizabeth II will on February 7, 2010 if she is still Queen.
Upon Sophia's death, her eldest son Elector Georg Ludwig of Hanover (1660–1727) became heir presumptive in her place, and weeks later, succeeded Queen Anne as George I. Sophia's daughter Sophia Charlotte of Hanover (1668-1705) married Frederick I of Prussia, from whom the later Prussian kings and German emperors descend. The connection between the German emperors and the British royal family, which was renewed by several marriages in future generations, would become an issue during World War I.
Sophia had other sons, none of whom had children. Those who reached adulthood were:
* Friedrich August of Brunswick and Lunenburg, Imperial General, (1661-1691)
* Maximilian Wilhelm of Brunswick and Lunenburg, field marshal in the Imperial Army, (1666-1726)
* Karl Philipp of Brunswick and Lunenburg, colonel in the Imperial Army, (1669-1690)
* Christian of Brunswick and Lunenburg, (1671-1703)
* Ernst August II of Brunswick and Lunenburg, Duke of York and Albany, became bishop of Osnabrück (1674-1728)
Old Spitalfields Market's Square Pie began 'properly' (to quote the website) in 2011, when recently unemployed cofounder Martin Dewey found himself inspired to create a place to get 'quality pies' round here. Considering the UK is supposedly known for pie and mash (amongst other things) I can't help but feel that the country was letting him down back then. Anyway, well over a decade later (and after some rough times, including the remortgaging Martin's flat) Square Pie is doing very well indeed. We were invited down into the Square Pie mothership (OK, it's just a shop but mothership sounds better) on Old Spitalfields Market for their latest pie/global sports tie in: the 'Pie World Cup'.
So yeah, this was the launch of their new range of 'pies for trys' (lol). They've teamed up with ex England captain and all round sports hero, Lawrence Dallaglio, and his charity - the Dallaglio Foundation - where Square Pie are 'official food partner' for the next few years. What this entails, really, is a limited range of pies with unusual ingredients: including Kangaroo Pie (for Australia) and Moose Pie (for Canada), Springbok (South Africa) and Pastel De Carne (Uruguay). Representing England is nothing other than the classic Steak and Ale, with 10p from every sale of said steak and ale going to the Dallaglio Foundation - which is cool. Lawrence was not around to comment on charitable pies but I was distracted by a new variety of cider so this is OK.
A little more about their history, Square Pie, who describe themselves as a 'gourmet pie company', started trading on a small stall in Spitalfields market (supposedly selling a grand total of seven pies on their first day of trading..) which eventually led to the likes of a stall at Glastonbury and now to outlets all over London - including Canary Wharf, Heathrow Terminal 1 and Selfridge's food hall. They're opening their first 'non-London' outlet at the new Grand Central development in Birmingham later this year, and have produced over 120 pie varieties to date - supplying said pie varieties to the likes of Manchester United, Virgin Atlantic Upper Class and Wimbledon Lawn Tennis.
Asides from pies in many forms (and by 'many forms' I mean usually square), they also produce a range of (mainly sausage-centric) British classics such as bangers and mash, sausage rolls, macaroni cheese, etc. Square Pie also list the kcal/macros for most of their foods onsite, which is pretty ballsy for a supplier of food that will never be accused of being healthy. I'm no fan of pies but they seem like good people so I wish them many further successes!
Brainstorming & Collaborative Session of MCHIP, USAID &Rotary Club of Greek, Sep 23, 2014
Thousands of women and newborns in Pakistan die each year as a result of preventable complications of pregnancy and childbirth. Pakistan’s maternal mortality ratio at 276 per 100,000 live births (2006-2007 Pakistan Demographic and Health Survey) is one of the highest in South Asia. Most of these deaths can be prevented if there were enough properly trained, competent and supported midwives working in the communities and in a functional health system.
The Maternal & Child health Integrated Program (MCHIP) along with program partner USAID and event partners Rotary Clubs of R.I district 3271 met on 20 September 2014 for a brainstorming and collaborative event. There were presentations on the importance of support for midwives in the community, challenges faced by maternal and child health and efforts that can be undertaken by corporate partners in improving quality of maternal and child health practice in Pakistan. The brainstorming session focused on supporting community midwives, improvement of quality of mother and child health services and a dire need for community distribution of misoprostol and chlorhexidine.
Held at a Marriott hotel karachi, the session’s audience had over 70 participants and included doctors, obstetricians, businessmen and philanthropists. During the event; Shaan Technologies private Limited, corporate partners with MCHIP/Jhpiego presented a documentary video about application of solar energy for remote clinics. Shaantech also donated 10 solar LED lamps for community midwives.
Once prepared properly , bracken (Pteridium aquilinum) is considered edible.
I blanched them for a few minutes , soaked them in ice water , then sautéed with oil and butter . another spring green that is reminiscent of asparagus.
There are potential health risks from eating this plant so I would say don’t take my word for it , do your own research and decide whether you would consume it .
Brainstorming & Collaborative Session of MCHIP, USAID &Rotary Club of Greek, Sep 23, 2014
Thousands of women and newborns in Pakistan die each year as a result of preventable complications of pregnancy and childbirth. Pakistan’s maternal mortality ratio at 276 per 100,000 live births (2006-2007 Pakistan Demographic and Health Survey) is one of the highest in South Asia. Most of these deaths can be prevented if there were enough properly trained, competent and supported midwives working in the communities and in a functional health system.
The Maternal & Child health Integrated Program (MCHIP) along with program partner USAID and event partners Rotary Clubs of R.I district 3271 met on 20 September 2014 for a brainstorming and collaborative event. There were presentations on the importance of support for midwives in the community, challenges faced by maternal and child health and efforts that can be undertaken by corporate partners in improving quality of maternal and child health practice in Pakistan. The brainstorming session focused on supporting community midwives, improvement of quality of mother and child health services and a dire need for community distribution of misoprostol and chlorhexidine.
Held at a Marriott hotel karachi, the session’s audience had over 70 participants and included doctors, obstetricians, businessmen and philanthropists. During the event; Shaan Technologies private Limited, corporate partners with MCHIP/Jhpiego presented a documentary video about application of solar energy for remote clinics. Shaantech also donated 10 solar LED lamps for community midwives.
St Giles' Cathedral, more properly termed the High Kirk of Edinburgh, is the principal place of worship of the Church of Scotland in Edinburgh. Its distinctive crown steeple is a prominent feature of the city skyline, at about a third of the way down the Royal Mile which runs from the Castle to Holyrood Palace. The church has been one of Edinburgh's religious focal points for approximately 900 years. The present church dates from the late 14th century, though it was extensively restored in the 19th century, and is protected as a category A listed building.
In 2014 Sir Chris Hoy married his wife Sarra Kemp in St Giles Cathedral.
Edinburgh is the capital city of Scotland, located in Lothian on the southern shore of the Firth of Forth. It is the second most populous city in Scotland and the seventh most populous in the United Kingdom. Recognised as the capital of Scotland since at least the 15th century, Edinburgh is home to the Scottish Parliament and the seat of the monarchy in Scotland. The city is also the annual venue of the General Assembly of the Church of Scotland and home to national institutions such as the National Museum of Scotland, the National Library of Scotland and the Scottish National Gallery. It is the largest financial centre in the UK after London.[
"The Alexandra Road estate, properly known as the Alexandra and Ainsworth estate, but more commonly, and erroneously, referred to as simply Rowley Way, is a housing estate in the London Borough of Camden, North West London, England. It was designed in 1968 by Neave Brown of Camden Council's Architects Department. Construction work commenced in 1972 and was completed in 1978. It is constructed from site-cast, board-marked white, unpainted reinforced concrete. Along with 520 apartments, the site also includes a school, community centre, youth club, heating complex, and parkland.
"The estate consists of three parallel east-west blocks, and occupies a crescent-shaped site bounded on the south by Boundary Road, Loudoun Road on the east, Abbey Road on the west, and by the West Coast Main Line to the north. The desire to control the sound and vibration from passing trains was a major consideration in the layout of the estate. Two rows of terraced apartments are aligned along the tracks. The higher, eight-story block directly adjacent to the railway line is organised in the form of a ziggurat, and acts as a noise barrier that blocks the noise of the trains from reaching the interior portion of the site, and its foundations rest on rubber pads that eliminate vibration. A lower, 4-storey block runs along the other side of a continuous pedestrian walkway, known as Rowley Way, serving both terraced rows of buildings. The third row of buildings, along the southern edge of the site, parallels another public walkway, Langtry Walk, between this row and the existing earlier buildings of the Ainsworth Estate and defines a public park with play areas between the second and third row of dwellings."
Source: Wikipedia
Brainstorming & Collaborative Session of MCHIP, USAID &Rotary Club of Greek, Sep 23, 2014
Thousands of women and newborns in Pakistan die each year as a result of preventable complications of pregnancy and childbirth. Pakistan’s maternal mortality ratio at 276 per 100,000 live births (2006-2007 Pakistan Demographic and Health Survey) is one of the highest in South Asia. Most of these deaths can be prevented if there were enough properly trained, competent and supported midwives working in the communities and in a functional health system.
The Maternal & Child health Integrated Program (MCHIP) along with program partner USAID and event partners Rotary Clubs of R.I district 3271 met on 20 September 2014 for a brainstorming and collaborative event. There were presentations on the importance of support for midwives in the community, challenges faced by maternal and child health and efforts that can be undertaken by corporate partners in improving quality of maternal and child health practice in Pakistan. The brainstorming session focused on supporting community midwives, improvement of quality of mother and child health services and a dire need for community distribution of misoprostol and chlorhexidine.
Held at a Marriott hotel karachi, the session’s audience had over 70 participants and included doctors, obstetricians, businessmen and philanthropists. During the event; Shaan Technologies private Limited, corporate partners with MCHIP/Jhpiego presented a documentary video about application of solar energy for remote clinics. Shaantech also donated 10 solar LED lamps for community midwives.
Yet another day of Flickr not working properly. Will be so glad when they fix the map issue, for a start! Uploading this morning was fast.
As you can tell, I have finally managed to get back to sorting and editing a few more (15 + 11) photos taken on our 13-day birding trip to South Texas, 19-31 March 2019. Apart from yesterday, the last photos from this holiday were posted om 20 May, three weeks ago. These photos look so drab in comparison to the colourful local birds I have been posting recently. Actually, I think Day 8 and Day 9 are going to be similar, but then Day 10 will have more colourful Texas birds.
Despite the lack of close, colourful birds, Day 8 was an interesting day, spent at the Santa Ana National Wildlife Refuge in South Texas. The forest was so different from anything I had ever seen, with Spanish Moss hanging from all the branches. It was quite a strange feeling to walk the trails,
"Established in 1943 for the protection of migratory birds, Santa Ana National Wildlife Refuge happens to be positioned along an east-west and north-south juncture of two major migratory routes for many species of birds. It is also at the northern-most point for many species whose range extends south into Central and South America. The refuge is right in the middle of all this biological diversity, which is what makes this 2,088 acre parcel the ‘jewel of the National Wildlife Refuge System.’ Though small in size, Santa Ana offers visitors an opportunity to see birds, butterflies and many other species not found anywhere else in the United States beyond deep South Texas." From link below.
"The Alexandra Road estate, properly known as the Alexandra and Ainsworth estate, but more commonly, and erroneously, referred to as simply Rowley Way, is a housing estate in the London Borough of Camden, North West London, England. It was designed in 1968 by Neave Brown of Camden Council's Architects Department. Construction work commenced in 1972 and was completed in 1978. It is constructed from site-cast, board-marked white, unpainted reinforced concrete. Along with 520 apartments, the site also includes a school, community centre, youth club, heating complex, and parkland.
"The estate consists of three parallel east-west blocks, and occupies a crescent-shaped site bounded on the south by Boundary Road, Loudoun Road on the east, Abbey Road on the west, and by the West Coast Main Line to the north. The desire to control the sound and vibration from passing trains was a major consideration in the layout of the estate. Two rows of terraced apartments are aligned along the tracks. The higher, eight-story block directly adjacent to the railway line is organised in the form of a ziggurat, and acts as a noise barrier that blocks the noise of the trains from reaching the interior portion of the site, and its foundations rest on rubber pads that eliminate vibration. A lower, 4-storey block runs along the other side of a continuous pedestrian walkway, known as Rowley Way, serving both terraced rows of buildings. The third row of buildings, along the southern edge of the site, parallels another public walkway, Langtry Walk, between this row and the existing earlier buildings of the Ainsworth Estate and defines a public park with play areas between the second and third row of dwellings."
Source: Wikipedia
As promised in December, a count of how many Christmas trees we see not disposed of properly
Warham Road, 08_01_09
UPDATE: Haringey council street enforcement have put one of those little yellow stickers that threaten fines on the base . At least it might make people realise it is dumping to put Christmas trees in the street, if they didn't know already.
Monday
An early start, up at 6 and on the road by 7, into Keswick and fuelled up again – I thought I had mixed up properly but no, after 100 metres dead again. John S had stopped to help me, drained the carb and flushed petroil through, I needed to drain the float bowl, I did and loads of water came out and I mean loads. Started first kick and we were off, but where were the others? Luckily we had a map and remembered the route up the A591 and turned off right. However, we missed the turn and ended up in Bassenthwaite at the Sun Inn again, well at least we knew where we were.
We decided to press on but after joining the intended route we noticed there
were no tyre marks from the others. We had looped around them, so when we
got to Caldbeck, out came the mobiles. No signal - so John walked back up the
hill – success, contact - they were on their way. In was now 9.20am the café still shut and we had not had breakfast.
After a quick discussion we would make for the Hartside Top Cafe. Using Martin's cross country route we joined the Hartside climb way over half way up. So what’s this fuss with Hartside, we had no problem getting up it after Honister, a doddle. All up, and in for breakfast, some the BIG breakfast (maybe it now should be called
the HE MAN breakfast?).
Suitably filled we were again off.... Disaster, John Shaw had a puncture, but it wasn’t long fixing and gave the others who needed fuel time to go into Alston where we again met up. A slow climb out of Alston, then a whizz down through beautiful Teesdale into Middleton - oops, Martin pulls up, problems with the transmission on the Moby.
Got down into Middleton and rested up with an ice cream - after all it was sunny and we were dry. Another quick discussion and we were off. We didn’t get far, Martin pulled up again - he had obviously been thinking about his problem. Using my oil syringe he injected his pedal crank and a mile or two later - thumbs up, a uccess - all was working well.
We took the B6282 across Woodland Fell and stopped in Woodland where we said our goodbyes to Martin, who then headed South.
The rest of us however had an appointment in Hartlepool and a stone to get rid of.
story by John G
Brushing properly twice daily for 2 minutes with toothpaste that does not have high levels of abrasives, and flossing once a day help reduce the chance of tooth sensitivity. Also a diet low in acidic foods and drinks can helps to prevent tooth sensitivity.
Not properly introduced at Flickr before and for that I humbly apologise. Vincent joined my family along with Myrtle after a long trip from Canada on our BlytheCon UK trip to Manchester.
Yet another day of Flickr not working properly. Will be so glad when they fix the map issue, for a start! Uploading this morning was fast.
As you can tell, I have finally managed to get back to sorting and editing a few more (15 + 11) photos taken on our 13-day birding trip to South Texas, 19-31 March 2019. Apart from yesterday, the last photos from this holiday were posted om 20 May, three weeks ago. These photos look so drab in comparison to the colourful local birds I have been posting recently. Actually, I think Day 8 and Day 9 are going to be similar, but then Day 10 will have more colourful Texas birds.
Despite the lack of close, colourful birds, Day 8 was an interesting day, spent at the Santa Ana National Wildlife Refuge in South Texas. The forest was so different from anything I had ever seen, with Spanish Moss hanging from all the branches. It was quite a strange feeling to walk the trails,
"Established in 1943 for the protection of migratory birds, Santa Ana National Wildlife Refuge happens to be positioned along an east-west and north-south juncture of two major migratory routes for many species of birds. It is also at the northern-most point for many species whose range extends south into Central and South America. The refuge is right in the middle of all this biological diversity, which is what makes this 2,088 acre parcel the ‘jewel of the National Wildlife Refuge System.’ Though small in size, Santa Ana offers visitors an opportunity to see birds, butterflies and many other species not found anywhere else in the United States beyond deep South Texas." From link below.
Brainstorming & Collaborative Session of MCHIP, USAID &Rotary Club of Greek, Sep 23, 2014
Thousands of women and newborns in Pakistan die each year as a result of preventable complications of pregnancy and childbirth. Pakistan’s maternal mortality ratio at 276 per 100,000 live births (2006-2007 Pakistan Demographic and Health Survey) is one of the highest in South Asia. Most of these deaths can be prevented if there were enough properly trained, competent and supported midwives working in the communities and in a functional health system.
The Maternal & Child health Integrated Program (MCHIP) along with program partner USAID and event partners Rotary Clubs of R.I district 3271 met on 20 September 2014 for a brainstorming and collaborative event. There were presentations on the importance of support for midwives in the community, challenges faced by maternal and child health and efforts that can be undertaken by corporate partners in improving quality of maternal and child health practice in Pakistan. The brainstorming session focused on supporting community midwives, improvement of quality of mother and child health services and a dire need for community distribution of misoprostol and chlorhexidine.
Held at a Marriott hotel karachi, the session’s audience had over 70 participants and included doctors, obstetricians, businessmen and philanthropists. During the event; Shaan Technologies private Limited, corporate partners with MCHIP/Jhpiego presented a documentary video about application of solar energy for remote clinics. Shaantech also donated 10 solar LED lamps for community midwives.
So stop whining, please.
Read about it on Steven Can Plan.
Eastbound side.
Wednesday, June 15, 2011. Day 8 of construction on the Kinzie Street protected bike lane.
Photo by Brandon Souba.
Three more "bauble" necklaces for the Etsy shop.
Each necklace features It features what I call "Watercolor Beads"- I hand shape a bead out of properly conditioned polymer clay, cure it in the oven, sand it and smooth it. After all of that, I dye/paint the surface of the bead with a mix of inks, dyes, and liquid paints and then coat it with several coats of Varathane to make it colorfast and weatherproof.
To properly kick off December now, having spent some time staying over at University and eventually run out of things to do, seeing 747 tracking on the bus tracker, I just shrugged my shoulders and went for it. In truth, getting another repeat shot here was drawn by the fact that the last time I photographed this in it's former livery was on the 28th of January 2020 up in Bridlington, meaning that by January, it would have been four years since I photographed 747. And so, I resolved to prevent that. Repainted about two years ago now, 747 has recently transferred to Hull and, in that time, seems to have not only had a side impact which lost the panels wearing the side 'East Yorkshire' logos but also seems to have developed a patchwork effect of faded paint. I think this deserves a touch-up at the paintshops!
Passing by the University of Hull after a recent transfer down from Bridlington, East Yorkshire's 747, a 2009 Volvo B9TL Wright Eclipse Gemini, comes up Cottingham Road on a 105 to Castle Hill Hospital. Note the deep scrape just below the offside fleet number.
Lentils are the perfect base to any meal as they are a great source of plant protein, fiber, iron, and several other key nutrients that your body needs. They are super filling and will take on any flavor profile. Properly cooking your lentils can be accomplished in a few easy steps and from...
cook, food