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Engineering 2022-10-28 15:30:42
£40000 – £45000/annum Van + Fuel Card
Position: Mobile Powered Access Engineer
Salary: £40,000 – £45,000 DOE + Van + Fuel Card
Shifts: Monday – Friday
Location: Aylesbury
About your new company:
My client, a national provider of Powered Access and Plant equipment are looking for an experienced Powered Access Engineer to join their rapidly expanding team.
About your new Mobile Powered Access Engineering role:
Routine maintenance, service and repair of powered access equipment.
Repairs as necessary to ensure hire equipment is fit for purpose and operating efficiently.
PDI inspection work.
Visiting customer sites attending to breakdowns.
What you'll need to succeed for this Mobile Powered Access Engineer role:
Previous experience in Powered Access, Plant, Material Handling or HGV.
A passion for service
Approachable and the ability to work in a team.
IPAF & CAP licence is essential
NVQ qualification or equivalent
Full UK Drivers licence with no more than 3 points
Previous experience as a Mobile Powered Access Engineer is beneficial
Mobile Powered Access Engineer Benefits:
A competitive salary
Van + Fuel Card
Genuine opportunities for career progression
25 days Holiday + Bank Holidays
Company Pension Scheme
Employee welfare programme
Next steps:
If you are interested in applying for this Mobile Powered Access Engineer role or you are looking for advise on your next career move, please contact Jamie at Kemp Recruitment on (phone number removed) or submit you up-to-date CV via this advert.
Kemp Recruitment offers its candidates a complete recruitment service with up to date, informed advice on the current Lifting & Access job market and how to best utilise your skill set and experience. Dedicated solely to the Commercial Vehicle markets, our team focuses on your requirements, listens, and provides you with a channel to the best opportunities on the market


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'Look down before you sit down': Virginia man finds ball python in toilet
VIRGINIA BEACH, Va. - A Virginia man was shocked to look at his toilet and see a python staring back at him Thursday night.
James Hooper thought it was a prank when he looked down and saw the reptile, according to WTKR.
It wasn't.
"When I saw the tongue of the snake, I was like, 'wow,'" he said. "We've had snakes in the yard, but not in the toilet."
Hooper says he called his roommate, Kenny Spruill, into the house and, not knowing if the snake was venomous or not, they tied a noose to the end of a fishing pole, fished it out and put it into a bucket outside.
"I couldn't believe it. I was all freaked out at the time. I was like, 'this is not normal,'" said Spruill.
Next, they called a Virginia Beach Animal Control officer, who thought it was a prank, but came out to check.
"I don't recall ever having a call or hearing of one for a snake that was actually found in the toilet," said Rebecca Franklin, Virginia Beach Animal Control Supervisor. "(It) is one of those things where you think, 'it can't actually happen', but now it has."
The Animal Control officer came and retrieved the snake, Hooper said, but not before taking a few pictures with themselves and the snake first.
Franklin told WTKR that Hooper and Spruill did everything right in this case, but even if they left the snake in the toilet, the Animal Control officer would've gotten it out.
Turns out the snake is a harmless, domesticated ball python, Franklin said, and she believes it followed food into the house before settling in the toilet.
"It's what's called a 'pastel pied,' so it has white on its body as well. It's a lighter color," said Franklin. "Nothing that's a wild snake here looks anything like what this snake looks like."
According to Franklin, the snake's owners picked it up Friday morning. They told Animal Control it had been missing for two weeks until they saw a Facebook post from Hooper.
Hooper says he's happy the snake is back with its owners. He also says there's a new rule around their house.
"Look down before you sit down."

subset: commoncrawl


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Currently, there are no volunteer opportunities available.
Adoption fees are $75 for each dog; $55 for each cat; $25 for each hoofed animal; $15 for any other animal and $0 for foul or poultry. The prices are as stated regardless if the animal has already been microchipped, sterilized or vaccinated.
The City of Hot Springs Animal Services strongly encourages citizens to take precaution when allowing pets to be outside uncontained and/or off a leash. For the safety of every pet and the well-being of every pet owner, when taking pets outdoors, make sure they are in a confined area or on a leash to keep everyone safe and in compliance with City ordinances.
"Every week, at least two to three pets end up on the side of the road," said Animal Services Coordinator Michelle Stone. City Ordinance 10-1-11 (2) refers to dog owners within the city limits keeping their dogs under control to prevent the pets from running at large. This ordinance was put in place to keep citizens and pets safe and out of harm.
The importance of microchipping goes well beyond simply injecting a microchip into your pet(s). When the chip is registered with a national pet database, valuable information is made available to others for situations related to lost pets. The microchip serves as a safety net for instances when a lost pet is separated from its collar and their owner's contact information.
These lifetime-guaranteed devices transmit a unique ID number that is connected to the owner's name, valid phone number and any other relevant up-to-date contact information. If a microchipped animal is taken to almost any shelter or a veterinarian office, they'll be scanned for their owner's information so they can be returned to their family.
When the City of Hot Springs Animal Services officers are out in the field, they scan every animal for a chip before taking it to the shelter. If the animal has a valid registered microchip, the officers will try to return the pet(s) before taking them into the shelter. Because several owners have microchipped their pets, Animal Services officers have been able to reunite a large amount of lost pets with their families.
Over the course of 2019, the City of Hot Springs Animal Services microchipped more than 500 animals, which includes the animals adopted out and pets brought to the Rabies Drive events and the Animal Services facility.
Owners can bring their pet(s) to the City of Hot Springs Animal Services facility, 319 Davidson Drive, to be microchipped for only $20 a pet. This service is available Monday through Friday, noon to 5 p.m., and takes less than five minutes.
For more information, contact Animal Services at 501-262-2091.
We hold "found" animals a minimum of five business days for an owner to claim them. After that time, the decision to hold an animal is based on space and adoptability. We hold animals as long as we can.
You must be at least 18 years old and have a valid drivers license. Our adoption fee is $75 for puppies /dogs and $55 for kittens /cats. The adoption fee covers the spay and neuter, rabies vaccination and microchipping.
If you choose to have your new pet spayed/neutered at another location, that expense is not covered through the adoption process. All dogs and cats must be spayed/neutered before they can go into the custody of their new owner.
The Hot Springs Animal Shelter reserves the right to refuse any adoption.
(10-1-6) All dogs and cats over three (3) months of age within the city shall be vaccinated against rabies once each year by a licensed veterinarian, who will issue to the owner a durable metal tag and a certificate of vaccination approved by the Animal Control Authority. Tags must be attached to the collar or harness of the dog or cat and be worn at all times. Tags are not transferable from one dog or cat to another dog or cat.
The health officer and the Animal Control Authority may adopt such other rabies control regulations as they deem necessary for the protection of the public health and safety.
(10-1-7) All dogs and cats over three (3) months of age shall be licensed as provided herein. Application for a dog or cat license shall be made to the licensing authority and shall state the name, address and telephone number of the owner(s); the name, breed, color, age and sex of the dog or cat; and a certificate of rabies vaccination issued by the licensing authority.
Applicants shall pay the following license fees:
Failure to have the animal vaccinated annually will result in revocation of the lifetime license. Un-neutered animals shall not be eligible for a lifetime license.
Application for a license must be made within thirty (30) days after obtaining a dog or cat over three (3) months of age, or within thirty (30) days of establishing residence in the city. This requirement will not apply to a nonresident keeping a dog or cat within the city for no longer than sixty (60) days.
For registered dogs serving the blind or deaf or government owned dogs used for law enforcement, licensing fees shall be waived. All other licensing and vaccination provisions shall apply.
The licensing period shall be for one year and shall be concurrent with the rabies vaccination.
The licensing authority shall include licensed veterinarians who are hereby empowered to collect the license fee and issue a dog or cat license and a durable metal tag at the time a dog or cat is vaccinated for rabies. Dog or cat license receipts shall be collected from such veterinarians by the city clerk on at least a quarterly basis.
Tags must be attached to the collar or harness of the dog or cat and be worn at all times. Tags are not transferable from one dog or cat to another.
(10-1-10) It shall be unlawful for any person to transport any animal in an open vehicle without said animal being restrained in such a manner as to prohibit such animal from leaving or being thrown out of the vehicle while in a public place or upon the public streets. If the animal is tethered, it shall be done in a manner as to prevent such animal from exiting the vehicle and from causing harm to said animal or persons.


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(visited by Ken Cardwell and Allan Romanovitch)
18-Aug-2008 -- After visiting a confluence during our annual canoe trip last year (55°N 103°W) we decided that we would attempt another one this year. With the high number of forest fires our choices were limited. We finally settled on 55°N 102°W which is conveniently located along Saskatchewan Canoe Route 46 Tyrrell Lake to Sandy Bay also available as a PDF here.
The 1:50,000 Canadian topographical maps needed to replicate this trip are 063K13 (FLIN FLON), 063L16 (ANNABEL LAKE), 063M01 (ATTITTI LAKE), 063M08 (NEMEI LAKE), 063M09 (SANDY BAY), 063N04 (DUVAL LAKE) and 063N05 (KIPAHIGAN LAKE). Note that the route 46 guide book lists ten maps. We eventually decided to do a shortened version of the trip and exit at Chekuhikun Lake. The list of seven maps presented here covers the trip we did. Position references are using map datum NAD27 Canada.
After leaving the Esterhazy area we travelled north along the Saskatchewan Manitoba border to Flin Flon where we used a cell phone to call Slim's Cabins to arrange for someone to pick up our truck and store it for us during our trip. Slim's is located at map 63M/08 13 U 661718 6145955 20 Km from Sandy Bay, the end point of our trip. Jim Woods agreed to fly a driver to the dock at Tyrrell Lake the next morning. We arrived in the Tyrrell Lake camp ground on 14-AUG-2008.
The next morning a kind old gentleman that lived at Tyrrell Lake spoke with us as we were loading the canoe. He offered us valuable information about the route and conditions that lay ahead. The float plane carrying Jim and our driver arrived right on time. We had a brief discussion about our plans and our route with Jim. We also obtained his email address so that we could send him position updates from the satellite phone. After turning over the keys we were on our way.
Paddling a generally NNE course we arrived at the first portage by 10:00 CST (map 63L/16 13 U 686739 6090043). This 34m (the guide book reports this as 6m) long portage consisted of a narrow rocky stream bed that had a few logs placed across it. We were able to drag the canoe over the logs to the waters below without unloading it. After padding only another 70m we became lost in a maze of very tall and dense reeds. We had to try pulling ourselves along a few false paths before we found the correct one hidden behind a beaver lodge (map 63L/16 13 U 686642 6090004). After making our way past the reeds we were treated to a Bald Eagle sighting (Haliaeetus leucocephalus). The first of many we would see on this trip.
Again paddling a generally NNE course we soon arrived at the second portage (map 63L/16 13 U 686287 6091196). We had some trouble finding the beginning of this one and back tracked a couple of times before finding it at about 11:00 CST. We found there was a number of old and new paths for this portage the newest of which was cut wide as an ATV trail. As a result it was pretty easy going. After we loaded the canoe and were ready to leave I came across a very cooperative and photogenic Leopard Frog (Rana pipiens). He sat still for a good five minutes while I got out a camera and took several close up photographs. I measure this portage as about 80m, the guide book reports 40m.
Paddling a generally NNE course we followed the stream until it emptied into Little Mari Lake. It was 12:30 CST so we stopped on the western shore for lunch and a rest before continuing. After our usual lunch of trail mix, cheddar cheese and beef jerky we paddled on to portage number three (map 63L/16 13 U 687752 6096767) arriving at about 14:18 CST. This portage was pure luxury. It was well used and there was a wooden cart with bicycle wheels on it to carry stuff across with. The cart was even equipped with a spare tire tube although I'm not sure what one was supposed to inflate it with if it were needed. On the other side we discovered a fishing boat that had two fishing rods and a jacket in it. It appeared as if we had just missed some fishermen. We called out but received no answer and we didn't see anyone around. There was a nice waterfall just south of the portage so we stopped and took pictures and video of it. I measure this portage as about 72m, the guide book reports 65m.
Now in Mari Lake we continued generally NNE. There is a undocumented portage at map 63L/16 13 U 688829 6098274 that bypasses about 3 Km of paddling on this route but we did not feel it to be of benefit and did not use it. Continuing up into the west arm of Mari Lake we then turned SSE into a bay. Within this bay we established a camp at map 63M/01 13 U 689547 6099104 from which we would explore an approach to the confluence from the west. Along with the three portages we had travelled 22.2 Km and camp set up was done by 18:00 CST
16-AUG-2008 After breakfast we decided to explore the possibility of approaching the confluence from the west. We had a number of challenges to consider. A western approach was going to be at least 700m longer than one from the east but the eastern side had steeper contours and more swamp area according to the topographical maps we had. Another problem was the weather. It was hot at 29.5°C, fine idle near the water with a breeze but brutal in the forest. We were loosing water as fast as we were drinking it. We started at 09:45 CST and penetrated the forest to a linier distance of 524m having actually walked for a distance of 684m at an average speed of 1.3 Km/h. We stopped to take stock of the situation and concluded that given the late hour of our start time, the heat and our speed that we would not reach the confluence that day without becoming exhausted and dehydrated. We returned to camp.
After cooling down we struck camp and started paddling to the eastern side of the land mass that contained the confluence. Once we rounded the south end of the land mass and started heading generally north again we took full advantage of the SE wind letting it do all the paddling for us. We even rigged a large trash bag on a couple of paddle shafts achieving another 1/2 Km/h for our effort for a total of 4 Km/h. On the way we stopped at a small clearing on the western shore (map 63K/13 14 U 309844 6098255) to indulge in a massive feed on blue berries. After that we explored the western shore at right angles to the confluence looking for a suitable camp site. Finding none that were satisfactory we turned to the eastern shore and found an excellent site on a small peninsula (map 63K/13 14 U 310066 6098335). As it turned out this site had a rough cabin used for the fall hunting season and a pit toilet buried deep in the bush. After pitching camp and eating our supper we discussed what to do next. We decided that we would rest the following day and then explore the forest conditions from this side while waiting for cooler temperatures.
17-AUG-2008 After lazing around in the heat for most of the day and restoring hydration and energy we headed over to the east shore at about 17:00 to check out the forest conditions. We penetrated the forest for a linier distance of 442m while having walked a distance of 522m at an average speed of 1.2 Km/h. Two things were of particular interest: The first was to see if there were any impassable rock walls where we had noted the close contour lines on the map. The second was to establish if the north end of the swamp terminated where the map indicated and could be passed. We were quite satisfied with what we found. A plan was made to make an attempt to reach the confluence the following day. We would get up at sun rise (05:30) to take advantage of the cooler time of day.
18-AUG-2008 We got up at 05:30 as planned, ate breakfast and paddled across the lake to map 63N/04 14 U 309817 6098669 and began our trek at 07:00. We followed our track from the previous day to the point where we had turned around and then continued from there. It was a fairly normal forest walk until we came out onto a rock outcropping (map 63K/13 14 U 308819 6098610). Directly in our path was a huge area of forest that had been burned out and was now full of new growth. We knew this meant that there would be a combination of all the debris from the fire as well as the thick new growth to penetrate. It was still 662m linear distance to the confluence. These conditions slowed our speed to 0.7 Km/h. The area can be seen on Google Maps as a transition from shades of green to browns and oranges. We pressed on arriving at the confluence site at 08:55. We took the required pictures but as you can see the vegetation is so thick you can't get much of a view.
On the way back we noticed that as we passed through the burned out area our feet never touched the ground. We were using "bush sidewalks", the fallen burned trees to walk on. As these were over rocks we were often 1m to 3m off the ground. We took our time going back. We had not taken any breaks on the way in, but now with the temperature rising, we took several. By the time we got back to the canoe it was time for lunch so we sat down in the grass and ate. After a rest we paddled back to camp to spend the rest of the day.
19-AUG-2008 to 25-AUG-2008 We continued with the rest of the canoe trip. We found the next portages to be in very poor condition with significant overgrowth that had to be cleared with hand saws before use. Counting the tree rings on some of what we cleared suggested to me that no one had used these portages since I had eight years earlier. These was an episode of high winds that kept us pinned down in one spot (map 63N/05 14 U 310231 6138421) for a couple of days during which the temperature dropped 23°C to 3°C. We had switched from trying to keep cool to trying to keep warm. I found it interesting that I had been storm stayed on this same lake in AUG-2000 and camped 2.5 Km to the South. The route 46 guide book also specifically mentions winds on this lake. At the end point staff from Slim's Cabins arrived right on time with our truck and we were packed up and away in just a few minutes.
I have uploaded several other pictures taken along this route to Google Earth. They should appear online by October.


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An Illinois audit is providing details about the $12.3 million that the state's Medicaid program paid for medical care for people who were dead.
Auditor General William Holland released the report Thursday. The Associated Press first reported on the overpayments last month.
The report says 561 individuals were signed up for Medicaid managed care after their deaths. The state paid monthly premiums totaling nearly $7 million for them.
Others had large fee-for-service expenditures after their deaths. One person who died in 1989 had payments of nearly $30,000 for medical services from 2005 through 2013.
Department of Healthcare and Family Services spokeswoman Joanne Von Alroth tells the AP that more than $11 million will be recovered by the end of the summer and steps have been taken to correct the problem.


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Man, I really should have waited another day before writing that US Airways pilots union (USAPA) piece last week. Why? On Friday, US Airways filed an injunction in the courts to try to get the union to stop illegal slowdown activity. The evidence is quite comprehensive.
But let's start with what's important. If you're flying, should you be concerned about a slowdown? It's important to note that the slowdown is only being effected by "East" pilots from the pre-merger US Airways. That means that the Phoenix hub is running as usual. In fact, that's one of the things that makes the evidence so compelling. The West operation is running just as it always has while the East has gotten much worse since May 1.
The epicenter of these problems is Charlotte, where USAPA has its strongest pilot support. If you're flying through Charlotte, you may have had some problems during the last three months, and that could continue until (if) an injunction is issued. On time performance has suffered and there have been a few more cancellations each day, but it's not a disastrous slowdown at this point. Still, it's enough to get the airline to act.
So, should you stop flying US Airways on the east cost until it's fixed? I say no; not unless you want to support illegal job action as a tactic for negotiations. If you stop flying US Airways, then those slowing things down will have achieved their goal. And remember, the West operation isn't impacted, nor is the large Express operation. Hopefully this will all end quickly anyway now that the courts are involved.
How Bad is the Slowdown?
How bad is it? It's not United summer of 2000 bad, but the actions seem pretty awful. Here is the motion. Take a look at this supporting brief for the juicy details. Also, here's a report from an independent expert Darin Lee who performed statistical analysis to show how the changes are highly unlikely to be simply due to chance. (Take note, UNITE HERE. This is how to do analysis.)
There are really two parts to this. First, has there been a pilot slowdown? The statistics seem to conclusively point to "yes" as the answer. But there also has to be proof that the union is behind it, supporting it, or not doing anything to stop it. Let's start with point one. Here's what's happened:
- The rate of the number of maintenance issues written up by pilots as a percent of total flights has usually been just below 25 percent. Since May 1, that has increased by half and stayed there. Here's a chart:
- The percentage of East flights delayed due to pilot action has increased from a norm of 1.31 percent up to 2.85 percent since May 1.
- Previously there was an average of fewer than 7 fatigue calls per month. That's more than doubled since May.
- Taxi times for mainline aircraft on the East were statistically about a quarter minute longer than Express. Since May, that has spiked to over 1 minute. Taxi times themselves have lengthened as well.
The end result here is that on-time performance in the East has dropped by 11 points and an additional 9 to 10 flights have been canceled each day due to pilot action. Once again, this is ONLY the EAST PILOTS. The West pilots and Express operations have seen no change, and that makes the evidence even more damning.
So, it seems pretty clear that there is a slowdown here, but the harder part is proving that the union is behind it. See, the union knows that it's illegal to have any sort of job action unless the National Mediation Board releases the two sides from negotiation and the cooling off period has passed. That hasn't happened here, so this kind of job action would be illegal.
Of course, that means the union, if involved, will do what it can to cover its tracks. It is, of course, already denying that it has anything to do with this, but it has left plenty of clues according to the evidence submitted by US Airways. Though there have been issues before this year including a flawed safety culture survey and incorrect information about what is considered safe to fly, the rhetoric ramped up this year.
Get On Board for Safety
The whole effort seems to be disguised as a safety campaign, something that has been used before as a tactic for disrupting operations at other airlines. US Airways strings together a picture of a campaign linked by a central campaign for being "On Board" the slowdown effort.
All of the information below comes from the US Airways supporting information. Though many of the actions came from anonymous email addresses and prepaid cell phones, there were plenty of mentions of this in union communications as well.
The union even started handing out lanyards with "Safety First" and "I'm on Board" on them. When a West pilot asked about them, the union's communications chair said:
The lanyards are not however just a 'party gift' handed to everyone; they are handed to those, from any domicile, who have first demonstrated that they are onboard with the idea that safety comes before everything else . . . there are pilots roaming the system giving them out to those who demonstrate they are on board. If you're flying, demonstrate in some fashion that you're on board and have one of these pilots in the back, I would imagine you'll get one.
Distance Learning Delays Not Safety-Related
So where else did this campaign show up? For example, calls were made to pilots encouraging them not to complete their FAA-mandated distance learning courses until the day they were due, May 31. These calls again referenced being "On Board" and clearly had nothing to do with safety.
Three days before the deadline, 897 pilots had failed to finish the learning, and only 1 of those was from the West group. That's about 900 out of 2,600 active East pilots, or about a third. What's worse? Sixty percent of those pilots had completed 94 percent of the learning, so they were just waiting for the deadline. Had US Airways not been able to get a waiver from the FAA for a couple of days, it would have had to cancel flights because the pilots weren't going to be legal to be scheduled for multi-day trips that extended beyond May 31.
Emails and Text Messages Leave Ample Evidence
The informal communications got even bolder. One email told pilots "to engage in slow taxi, stay home if they are fatigued, and refuse aircraft with legal [Minimum Equipment Lists] with the express purpose of "prov[ing] that [the pilots] are willing to endure a summer of inconvenience in exchange for decent wages."
Decals were placed around the system with words like "+16" and "Time to get serious about a contract BLOCK +16." The +16 reference refers to pilots arriving at the gate 16 minutes late so it counts as late in the Department of Transportation statistics.
Another email said "[b]eing 'ON BOARD' means . . . do[ing] what you can to help our cause," including being "15 MINUTES LATE EVERYWHERE."
A note was found on an aircraft stating "Management is very upset about the deteriorating performance of our airline. It's time to turn up the heat. Until that time, the e-mail WE WILL Prevail[.] Pass this along to another pilot that you know is "ON BOARD[.]"
As if that wasn't enough, the pilots turned on themselves and started calling out people who weren't willing to obey. A broadcast text message went out on July 24 of this year saying:
Seems like we have our first winner for the COMPANY SUCK UP AWARD… PINK PANTY AWARD or whatever you want to call it. This A330 CAP on Reserve, on July 15th had 1 Day Available, suddenly on July 16th he is on a FRA 3 day trip. Congratulations go to [rank and file US Airways pilot] XXXX [name deleted by Cranky] as our first winner. Keep up the good work by screwing all your fellow pilots that are trying to get a contract we deserve. If you have a good reason please let everyone know.
They then actually placed a card in his mailbox saying "CONGRATULATIONS! You're a WINNER! Your heroic effort to help management achieve their bonus checks has earned you the Pretty Pink Panties award[.] Do you want a new contract? EARN IT[.]"
Pretty awful stuff, right? As mentioned above, the union unsurprisingly argues that it was not behind these efforts. That means that this would have been just individual pilot actions that it can't be responsible for, but that seems less likely after reviewing the filing. But even if that's the case, how can the union explain why it hasn't done anything to try to put a stop to these actions? It has a responsibility to do so and appears to have not acted, or used lukewarm responses at most.
With this mountain of evidence, I imagine it's going to be a tough ride for the union with mounting legal bills. Once again, I feel terrible for the West pilots and really even worse for the East pilots who are just doing their jobs and not participating is this. What happens next? The union has 14 days to respond and then it goes from there. It could take weeks or even months depending upon the different tactics used by each side.
In the end, we'll see if the court agrees, but there is clearly some solid statistical analysis showing evidence of a slowdown. The question is – will the union be held accountable for these actions?


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Leaving Rivendell
From Tolkien Gateway
Leaving Rivendell is the fourth album by the Tolkien Ensemble.
Tracks listing[edit | edit source]
- "Riddle of Strider (II)" (Caspar Reiff)
- "Verse of the Rings (II)" (Caspar Reiff)
- "Bregalad's Song" (Caspar Reiff)
- "Legolas' Song of the Sea" (Caspar Reiff)
- "Song of the Elves Beyond the Sea - Galadriel's Song of Eldamar (II)" (Caspar Reiff)
- "Oliphaunt" (Peter Hall)
- "Ents' Marching Song" (Peter Hall)
- "Galadriel's Messages" (Caspar Reiff)
- "Song of Eärendil" (Peter Hall)
- "Song of Durin" (Peter Hall)
- "Tom Bombadil's Song (III) I Had an Errand There..." (Peter Hall)
- "Wight's Chant" (Peter Hall)
- "Ho! Tom Bombadil (II)" (Peter Hall)
- "Tom Bombadil's Song (IV)" (Caspar Reiff)
- "Théoden's Battle Cry" (Caspar Reiff)
- "At Théoden's Death" (Caspar Reiff)
- "Snowmane's Epitaph" (Caspar Reiff)
- "Burial Song of Théoden" (Caspar Reiff)
- "Long List of the Ents, No. 2" (Peter Hall)
- "Sam's Invocation of Elven Hymn to Elbereth Gilthoniel" (Peter Hall)
- "Call to Arms of the Rohirrim" (Caspar Reiff)
- "Eagle's Song" (Caspar Reiff)
Preceded by: At Dawn in Rivendell |
Tolkien Ensemble discography | Followed by: Complete Songs and Poems |


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Create a Website Account - Manage notification subscriptions, save form progress and more.
The following is intended to provide a general overview of the major points of this policy. The full policy should be reviewed if a request is to be submitted. Significant additional information is included in the full policy.