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Budd announced the RDC in 1949.
Welcome to our "Budd Rail Diesel Car" WebSite
Here's a preview of some of the exciting projects we have put together for you:
Our feature articles are the Budd RDC and Budd RDC's in Connecticut .
See our Budd RDC Reference Material and read about the continuing saga of the Budd RDC .
We have a picture of a Budd RDC in the snow and an RDC in Quebec's Eastern Townships Section . Read about the RDC in Cape May and did you know some RDC's went to Cuba? .
We talk about other types of rail cars as well as some comments on the Colorado DMU .
Find out what happened to the SPV ?
Do you know the types of RDC's ?
Some photos: Cuba has RDC's !!!
Lehigh Valley Budd RDC
The first Budd RDC-1 went to the New York Central for service on the Boston & Albany in 1950.
Railroad Station at Troy, New York
The station in Troy was owned by the Troy Union Rail Road. The TURR lasted from the mid 19th Century till the mid 20th Century. It was owned by the New York Central, Delaware & Hudson and Boston & Maine. Access from the South was from Rensselaer; from the West, via the Green Island Bridge; from the North was street running almost the entire length of Troy. See Penney's blog for more information (and a great movie from the 1950's).
Lots of Boston & Maine RDC's went to Troy
BUDD RDC's in CONNECTICUT
Meandering from Devon on the Northeast Corridor, through Derby to Waterbury is a 32-mile Metro-North branch usually protected by Rail Diesel Cars which are almost forty years old. About three RDC's are available for use on the branch. They were used by AMTRAK until the State of Connecticut purchased newer-model SPV2000's for AMTRAK.
Budd announced its RDC in 1949. Self-propelled passenger equipment had been tried in the 1920's and 1930's. Models used had inadequate power, involved maintenance and were fire hazards. Railroads wanted out of short-haul and commutation service. By 1949, passenger car orders had fallen to 109 units from 2993 in 1945.
Budd had built some equipment before 1949 that helped pioneer the concept. Representative of early self-propelled equipment was the Burlington "Zephyr" of 1934 and the Rio Grande "Prospector". American Car & Foundry had built some "Motorailers" which Susquehanna and a few others used. World War II made the engineering of the RDC possible. Detroit Diesel's V-6 had been made for tanks. They were a modest investment at $160,000. RDC's never reached their full potential because they were caught in the timeframe when railroads were cutting back passenger service.
The RDC has outlasted most of the railroads that purchased them. Over one-half of them remain "alive". They were used in secondary mainline service, on branch lines and in commuter service. Currently, the largest operator of RDC's is VIA Rail Canada. Canadian RDC's serve branch lines from Nova Scotia to British Columbia. RDC's successor, the Budd SPV-2000 never quite made it. New York State ordered 10 and Connecticut ordered 13 (mostly for AMTRAK New Haven-Springfield service). They encountered severe maintenance problems, especially in cold weather.
AMTRAK made use of RDC's in the Northeast for several years. When it was first formed and searching for equipment, AMTRAK found 24 RDC's from Penn Central and Burlington Northern including half of Budd's experimental "Roger Williams" production. This consisted of:
They were used on the New Haven-Springfield route, Providence-New Haven, and in Boston-New Haven service. Their only use outside the New Haven area was on the 182-mile Chicago-Dubuque "Black Hawk" between 1974 and 1976.
The RDC-3's never turned a dollar for AMTRAK. The intention was to use the large baggage section as a food service or lounge area. In 1976 they were sold to the British Columbia Railway. The remaining RDC's were rebuilt in the old Reading shops in 1973.
Before the "Maple Leaf" began service between New York and Toronto, VIA ran into Buffalo with RDC's to provide a Toronto connection. The route followed Canadian National from Toronto to Hamilton, TH&B to Welland and CONRAIL (after Penn Central) into Buffalo over the International Bridge.
The unique "Roger Williams" was a six-car train built for the New Haven in 1956 for Boston-New York service. It was even equipped with third-rail shoes for Grand Central operation. Like the rest of the New Haven's 1956 experiment (also "Talgo" and "Train X"), it flopped. Relegated to commuter service, the six cars (two cab units and four middle cars) went to Boston. Three middle cars wore out and the fourth was sold by AMTRAK to the B&O for Washington service. Eventually, the residue was seen on the New Haven-Springfield corridor.
Several ex-New York Central "Beeliners" and New Haven "Shoreliners" can still be found. All were Penn-Central also at one time. At least five are in Alaska. Five more were being used by Massachusetts (no longer self-powered). Metro-North has a dozen (4 New Haven and 8 Central). These are used mostly on the Waterbury, Danbury and Pawling branches. One was with the Blue Mountain & Reading while another went to the Bellefonte RR Society. An ex-New Haven RDC-3 ended up as a Northwestern track inspection car. Two were out of service on the AMTRAK roster. This status will become out-of-date quickly as time passes because of the advancing age of the RDC's. It may even be so now.
Speaking of RDC's, on June 20, 1988 a Metro-North train from Waterbury bound for Bridgeport left the station a little ahead of schedule. It left so early that the surprised conductor and engineer didn't get a chance to say "All aboard".
None of the dozen passengers on the 96-seat car were hurt in the incident which ended when one of the passengers pulled the emergency brake 200 yards from the station. Metro-North officials were trying to determine what caused the 7:07 a.m. train to leave at 6:57 a.m. They were focusing on the electric switch that governs the diesel-powered vehicle's hydraulic brake system.
The conductor and engineer had gone inside the station for coffee when Self-Propelled Vehicle No. 992 took off on its own. It was in neutral and gravity alone may have caused it to start rolling down the tracks, which are pitched at a slight grade. The train was moving so slowly that two passengers who thought the train was leaving without them were able to jump aboard. One passenger was a six-year-old on his first train ride who asked his mother where the conductor was. She couldn't answer him, nor could any of the other passengers. The passengers came out of the train blowing the horn so they wouldn't be forgotten. The trip continued by - you guessed it - bus.
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This Budd RDC still lives at the Pennsylvania Railroad Museum. It once ran for the Lehigh Valley.
NY Central Beeliner failure 1953
(Photo clipped from an old New York Central Headlight)
Budd RDCs and snow plow at Susquehanna yard in Utica, NY
(From BirdsEye View in Bing Maps)
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Budd announced its RDC in 1949.
Now that they are disappearing, many of us tend to forget about Rail Diesel Cars (RDC). Self propelled passenger equipment had been tried in the 1920's and 1930's. Models used had inadequate power, involved maintenance and were fire hazards. Railroads wanted out of short-haul and commutation service. By 1949, passenger car orders had fallen to 109 units from 2993 in 1945.
Budd had built some equipment before 1949 that helped pioneer the concept. Representative of early self propelled equipment was the Burlington "Zephyr" of 1934 and the Rio Grande "Prospector". American Car & Foundry had built some "Motorailers" which Susquehanna and a few others used. World War II made the engineering of the RDC possible. Detroit Diesel's V-6 had been made for tanks. They were a modest investment at $160,000. RDC's never reached their full potential because they were caught in the timeframe when railroads were cutting back passenger service.
Some features of the RDC:
o Simple to service
o Comfortable
o Doesn't require turntable or wye.
o 64 cents/mile (1953 prices)
o Can be used as a coach.
o Can be run with a two-man crew on many railroads.
In 1966, the New York Central even made a RDC jet-powered. It got up to 183.85 mph between Indiana and Ohio.
AMTRAK made use of RDC's in the Northeast for several years. When it was first formed and searching for equipment, AMTRAK found 24 RDC's from Penn Central and Burlington Northern including half of Budd's experimental "Roger Williams" production.
This consisted of:
They were used on the New Haven-Springfield route, Providence-New Haven, and in Boston-New Haven service. Their only use outside the New Haven area was on the 182-mile Chicago-Dubuque "Black Hawk" between 1974 and 1976.
The RDC-3's never turned a dollar for AMTRAK. The intention was to use the large baggage section as a food service or lounge area. In 1976 they were sold to the British Columbia Railway. The remaining RDC's were rebuilt in the old Reading shops in 1973.
Before the "Maple Leaf" began service between New York and Toronto, VIA ran into Buffalo with RDC's to provide a Toronto connection. The route followed Canadian National from Toronto to Hamilton, TH&B to Welland and CONRAIL (after Penn Central) into Buffalo over the International Bridge.
The unique "Roger Williams" was a six-car train built for the New Haven in 1956 for Boston-New York service. It was even equipped with third-rail shoes for Grand Central operation. Like the rest of the New Haven's 1956 experiment (also "Talgo" and "Train X"), it flopped. Relegated to commuter service, the six cars (two cab units and four middle cars) went to Boston. Three middle cars wore out and the fourth was sold by AMTRAK to the B&O for Washington service. Eventually, the residue was seen on the New Haven-Springfield corridor.
Some facts about RDC's from a BUDD manual:
Length varies with model; usually 88 feet.
14 ft 7" high
Anti lock disk brakes.
120,000 lbs (empty?)
80 or so passengers
Two 275 hp GM engines. 6 cylinder, 31 cubic inch each.
Drive line hydraulic/automatic to right angle drive to adjacent axle of truck.
Max speed not given, but I have seen 65 mph on good track
Pre RDC "Doodlebugs" were more of a success than they are commonly given credit for, especially in "fan" literature. They were not tradtional steam and they were not "flashy streamliners". By the time the RDC was being designed, the proper power to weight ratio had been determined (by experiment) and adequate hydraulic transmission, based on tank development during WWII were available.
An Indiana shortline: the Louisville, New Albany & Corydon Railroad operates a small tourist line on the weekends using a GE 45 Tonner with a couple of older heavyweight passenger cars along with an RDC lettered for the Corydon Scenic Railroad. They also have another RDC with what looked like New York Central peeking faintly out from under much newer painted lettering (MARTA ?). I'm not sure where they got this particular RDC but think it was an old New Haven RDC. One of the employees was of the opinion that this RDC carried Penn Central number boards and although more details were not forthcoming about the origins of the various machines, he did say that they were looking to acquire yet another RDC. Another RDC does carry very faded New Haven lettering.
A Rail Budd car was blown up in November for a made for television explosion at Porteau Cove. "Basically, it means we will do anything for money," BC Rail's Barrie Wall said with a laugh. He hastened to add the Budd car, although genuine, is little more than a shell, its parts long ago cannibalized for other cars. Wall wouldn't say how much the producers of the "X-Files" is paying for the privilege of exploding taxpayers property. "Just say we're getting a good buck for the band," he said. Fox Television, which produces the mad in Vancouver sci-fi drama, is also coy on the cost. "I haven't a clue; I don't know," said Mary Hendrickson, assistant to the co-executive producer. "Suffice it to say a train car goes phlooey, smithereens." Hendrickson said she hoped the big bang wouldn't attract much public scrutiny because explosions "can be a little dodgy," requiring crowd control.
February 1996 BRIDGE LINE BULLETIN
By Ken Kinlock at email@example.com
Find out about Commitment and Fair Promise
What happened to the SPV?
Was the Budd SPV, a failure or ahead of its time?
The SPV was in some eyes a failure but in most railroaders that did understand them a car that was way to advanced for the railroads of 80's. In todays enviroment with AC locomotives and electronics galore it would seem a SPV would be maintainable. With 30 actual cars built from 1979 to 1981 it was not even a small class .
Cars built were:
One demonstrator for Budd itself #2000
Six cars for Morocco's Royal train shell numbers 2001 to 2006
One Car for FRA geometry unit shell no #2007 #T-10
Thirteen cars for Conndot (amtrak painted) shell numbers 2008 to 2020 Road numbers # 988 to 999 plus #50
Ten cars for MTA(metro North) shell no's 2021 to 2030.
There were extra shells built of which 3 are at Delaware car Company plus 10 shells cut up at the former Red Lions plant in Philadelphia.
The cars had two Drive engines, stock 360 hp Detroit 8V-92's and one aux(HEP) Detroit unit 4V-92 of 35 Kw (the Conndot cars had Lister-Petter Aux engines) at 127 000 Lbs it only weight in 10 000 lbs over the RDC.
The SPVs (now named "Constitution Liners") run in push-pull service on the ConnDOT's Shoreline East route between New Haven and New London.
A dunebuggy was a Volkswagen but it no longer is. A SPV once motors are removed is no longer a SPV no matter what you call it.
Talgo Train in Castelldefels, Spain Picture was taken along the beach in Castelldefels, Spain.
In 1950, the first Talgo train was put into service in Spain. The Talgo principle was invented by the Spanish engineer Alejandro Goicoechea and his research was financed by an investor named Oriel - thus the name Talgo: "Train Articule Leger Goicoechea et Oriel". The innovative Talgo articulation system combined with construction techniques from the aircraft and automobile industries (extensive use of aluminium materials and monocoque construction) created a totally new lowslung look of lightweight railroad trains consisting of up to 16 short articulated cars.
Spain's first successful Talgo trains had been custom-built by the American Car & Foundry Company. American Car and Foundry's Spanish Talgo Train was the first of the postwar lightweight streamlines.
The Talgo set a standard for all other manufacturers as the race for new development began in the 1950s. The radical design concepts of the Talgo gave hope to the American railroads who wanted to turn the diminishing amount of passengers into a situation more in their favor. It all began in 1944 when the American Car and Foundry (ACF) expanded on the Talgo concept in a joint effort to create the prototype trains for the Spanish National Railway. The units were manufactured at ACF's two subassemblies units in Wilmington, Delaware.
In Spain Talgos were further perfected (even attaining a speed world record for diesel powered trains in 1972: 137.9 mph/222.0 kmh) and are to this day very popular and successful and have even been exported for service for example in Germany and also in the Pacific Northwest of the USA (Seattle - Portland). Experiments with Talgo type trains during the 1950s in the USA (on the Rock Island, the New Haven and the New York Central railroads) were not very successful.
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Types of RDC's
RDC1 - full coach
RDC2 - baggage coach
RDC3 - mail - baggage - coach
RDC3m - can be either enlarged baggage (covering the area for both the mail and baggage compartments) - coach or mail (encompacing the mail and baggage section) - mail
RDC4 - baggage - mail (some built without mail compartment)
RDC9 - full coach with a single motor and no oeprating controls
RDCA - "Roger Williams" cab - coach
RDCB - "Roger Williams" blind end coach
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If you have "GOOGLE EARTH©" installed on your computer, you can "fly" these routes with these "PLACEMARKs"
Cuba has RDC's!!!
These articles appeared at various times in the BRIDGE LINE BULLETIN of the
Bridge Line Historical Society. and
the CALLBOARD of the
Mohawk and Hudson
Chapter of the National Railway Historical Society.
Material researched in these articles was done by the author at the Yale University Library and other credible sources.
|The Bellefonte Historical Railroad operates two Budd Rail Diesel Cars (RDCs), #9167 and #9153. RDC #9167 was built in 1953 and operated originally on the New York, New Haven & Hartford Railroad (or just New Haven) while RDC #9153 was built in 1962 for the Reading.
A great picture from British Columbia
From Bob's Garden Railroad
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FRANCE: NICE WILL OPEN TRAMWAY LINE 2 in YEAR 2016!
In a surprise move, Nice Mayor Christian Estrosi changed his mind about running Line 2 up the Promenade des Anglais and instead went with a plan that provides an 8.6 kilometer "tram/metro" with 3.6 kilometers below ground. It will cost €'450,000,000 and carry 110,000 - 140,000 daily passengers. It will run between Gare de Riquier and new? Gare Multimodal Saint-Augustin.
Boulevard Rene Cassin / Avenue Californie at the Champion/Carrefour food market has a tramway in its future.
Fifty-three years after the closure of the Tramway de Nice et du Littoral, the Tramway de Nice began to serve its Northern and Eastern sections. 2007 saw the completion of Line 1 serving the North-South needs of the city. Line 2 now addresses the East-West needs. This WebSite will be updated continuously until completion of Line 2 in Year 2016. See a presentation on the Nice, France tramway extensions including a movie based on Deputy-Mayor Estrosi's Tramway Line 2 presentation September 26, 2011.
Continuing Saga of the Budd RDC
The RDC-4 did not carry any passengers, with the exception of some customized RDC-4's, they were designed to carry baggage and mail only. There is only one RDC-4 that I know of that is still in opreation. VIA RDC4 6250 in use on the Sudbury-White River RDC run.
Here's the list of all 14 that were built:
New Haven (3), 135, (first RDC-4 blt. 5/53), 136, 137
M&StL (2), 32, 33
In 2005, commuter rail came to Duluth, Minnesota (briefly)
From KARE-TV 11
Unlike the light rail line in Minneapolis, Duluth's Lakefront Zephyr is costing taxpayers almost nothing. But it's just running long enough, promoters say, to prove it's a feasible alternative to cars.
The Duluth and North Shore Scenic Railroad will use a single "Budd car" that carried commuters for decades in the Chicago area. It's self-propelled passenger coach, with a diesel engine in the middle and operating controls on both ends.
The idea is to help commuters who live in east Duluth, where traffic from Lake Superior's North Shore funnels in with city drivers for what can be an aggravating three-mile, stop-and-go drive along two-lane London Road.
The Minnesota Department of Transportation is planning a traffic study for London Road to consider solutions such as widening the street or pushing one lane up a block to Superior Street. Maybe MNDOT is overlooking the best idea.
There is a set of perfectly good railroad tracks that extended from downtown Duluth right along London Road, out to Lakeside, Lester Park. The tracks are publicly owned and used now by the North Shore Scenic Railroad. And the railroad already has the Budd car.
The demonstration is a partnership between the Scenic Railroad and the Duluth Transit Authority, which has rearranged an east end bus schedule to meet the rail commuters. The train ride will take about 30 minutes.
The railroad acknowledged the demonstration is really intended to make a point -- to prove there are other ways to get around beyond cars.
See a picture of the RDC.
Budd RDC's running in snow. See more about trains and snow.
Head End
Railway Express and Railway Post Office
On passenger trains, railroads operated lots of equipment other than
sleepers, coaches, dining cars, etc. This equipment was generally
'head-end' equipment, these 'freight' cars were at one time
plentiful and highly profitable for the railroads.
In the heyday of passenger service, these industries were a big part
of the railroad's operations, and got serious attention.
We have text and pictures not found elsewhere on the Web.
RDC in Quebec's Eastern Townships
|The Budd Rail Diesel Car List
|Our favorite Short Lines
|Interesting Railway Stations
Leaving on a Jet Train:
How Don Wetzel
and the General Electric Company
Brought Train Travel into the Jet Age
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There is no "brrreeeport" in Connecticut, but there are plenty of towns that are served by freight railroads.
Search them out!
The Colorado DMU...some comments
Colorado's DMU is now being experimented with in Florida.
What do you think?
Any opinions on the new DMU?
I say it's about time......look at Europe, they have really advanced DMUs.....over here refurbished RDCs, are the only thing available, as good as they are.
They had the DMU in New Jersey too. The engineers claim the studied the Budd SPV-2000 for it pluses and many faults. They use available standard diesels, nothing special. The transmissions are the same as used on European DMU's, so those are also proven reliable units. The trucks only have one powered axle each, the inboard ones. They claim the powered unit can haul one trailer. One interesting thing is that there is only one unit and it is a single ended cab, the other end has a door. The electronics used to control everything is home built. They tested the unit at the Railroad test facility at Pueblo. The design has been approved for use on freight lines. The prototype that they displayed is designed to show off many possible seating arrangement, seat types, interior designs and window types. It is interesting that they didn't construct a cab trailer so that they can run it in either direction. It is a design that is being seriously considered here in Bergen County NJ as a less expensive way to reactive passenger service on light service freight rail lines.
How many gallons of foreign oil does it take to fill this thing?
Trains can be powered by electricity generated by home-grown coal.
|The purpose of the Budd RDC Yahoo! Groups list is to provide railfans and railroad modelers of BUDD RDCs a forum for where they can share information, ideas and photographs related to these cars... and work towards keeping the memory of these cars alive.
M-497 Jet Powered RDC New York Central at Bryan Ohio in 1966 courtesy of Wayne Koch
July 23, 1966 In a combination publicity stunt and
test of how track functions under high
speeds, a New York Central jet powered Rail Diesel Car
hits 183.85 mph near Stryker, OH
M-497 still holds the record as the fastest passenger car to travel on a US railway system.
High Speed Budd on the New York Central
Read a book about New York Central's M-497. The Midwest High-Speed Rail Association has put a pdf on their WebSite.
M-497 with New York Central president A.E. Perlman
(Photo clipped from an old New York Central Headlight)
Ever wondir how far an RDC could go on without refueling?
They have a 250 gallon tank giving it a range of about 450 miles.
RDC's at Cape May
|Thanks to Tom Moran for sending me a lot of information on the new RDC operation near at Cape May, NJ. For the first time in 15 years, 1950-style Rail Diesel Cars are running alongside Route 9 north of Cape May. They currently operate 10 miles of track (owned by NJ Transit) between Cold Spring Village and the Cape May County Zoo in the town of Cape May Court House. Aim is to continue south into the city of Cape May and north to Tuckahoe (total 27 miles). Beyond that is a "stretch" goal of another 26 miles to a junction with the Atlantic City rail corridor at Winslow Junction. Among other things, the bridge over the Cape May Canal needs repair. It is designed to serve mostly tourists, but could start to gain regular riders as it expands. They acquired eight of the Budd RDC's that once served the Pennsylvania Reading Seashore Line (another one is owned by Central NY NRHS and leased to the BattenKill). Expansion may see some old Pennsylvania coaches in operation as well as a dinner train. The Cape May Seashore Lines Inc. is a private operation but did receive some aid, including local communities fixing stations. The county has 100,000 permanent residents (including some NIMBY's making noises about harmful diesel fumes and irritating noises), but can see 650,000 on a busy summer weekend. Having been a visitor to Cape May in the '80's (I walked the line a couple of times) as well as an RDC fan, this venture is exciting to me and I hope to visit whenever I can get East.
Traveling in Europe?
Other Types of Railcars
Mack made them too!
Ex Sperry Rail Services, exx Remington Arms #2, originally New Haven #15. Built August 1954 by Mack in Allentown, Pennsylvania. Sold to Remington Arms of Bridgeport, Connecticut, April 1962. Sold to Sperry Rail Services of Danbury, Connecticut, July 1985. Donated to the Danbury Railway Museum, September 7, 1996.
Copake Station on a rainy day in March 1932.
Heyward Cohen Collection
These gasoline powered rail buses were used in place of steam trains for the last few years of passenger service. They ran to Poughkeepsie in the morning and returned in the afternoon. Rail Bus #9020 was a Brill car built in 1925 that had a 120 hp gasoline engine and a manual transmission similar to trucks. Service was discontinued by the NH RR in September 1933.
See more about the railroad this doodlebug ran on.
Brill gas car #9022 at Millerton station ready to depart for Poughkeepsie as train #917 due out at 7:50am. Photo taken prior to Apr., 1928 when this train was cut back to originate from Copake instead.
Lee Beaujon collection
See more about the railroad this doodlebug ran on.
Did you know some RDC's went to Cuba?
5 ex-VIA Rail RDCs made it to Cuba in 1998. No .2302 - 2306.
In early 2006: Of those five, currently only 2303 is working. Usually on Havana - Moron express service. But due to maintenance, it is frequently canceled. 2304 is now stored at Moron Station with window grazing and some parts stripped. Probably to be demotered (as of early March 2006). At least until December 2004, 2305 was also running. 2303 and 2305 had been spotted MUed on Havana - Moron service. But now 2305 is waiting for repair at Moron works along with 2302 and 2306.
According to "Cuban National Railways Volume 2" (by Wilfrid F. Simms, published in UK), the history is as follows.
2302: RDC-1, Built 1955, Works # 6222, Ex-Chicago & Eastern Illinois, then CN 6109, then VIA 6109
2303: RDC-3, Built 1957, Works # 6703, Ex-CN 6120, Converted to RDC-1 configuration by CN, then VIA 6120
2304: RDC-1, Built 1955, Works # 6220, Ex-Duluth, South Shore & Atlantic, then CN 9049, then VIA 6124
2305: RDC-1, Built 1953, Works # 5924, Ex-CN 9055, then VIA 6132
2306: RDC-2, Built 1955. Works # 6014, Ex-CN 9307, Converted to RDC-1 configuration by CN, then VIA 6147
Another source stated that 2304-06 are former CP RDC's. 2304=ex-CP 9049, 2305=ex-CP 9055, 2306 is ex-CP 9307 and was rebuilt to an RDC1 by CP.
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The difference in emotional processes due to gender.
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|2012-12-27, 07:46
|Link #21
Senior Member
Join Date: Dec 2005
Tragic characters in the dramatic sense are almost non-existent in anime, so that doesn't seem likely. Characters in tragic circumstances are about as common for male characters as it is for female ones so that doesn't seem right either. The last type does use a lot more female characters than male ones, and your questions seem to be asking about them, but your examples don't fit that type.
|2012-12-27, 07:54
|Link #22
Senior Member
Girls can emote despair and sadness more easily and frequently without spurring backlash for it. This is a gender double-standard, of course, but it can be a hard one for people to mentally overcome.
Imagine Shinji Ikari as a female. I think the "emo" and "whiny" criticisms disappear almost entirely.
Imagine Kaname Madoka as a male. I think the "emo" and "whiny" criticisms arise like a volcano erupting.
|2012-12-27, 08:24
|Link #23
Senior Member
Join Date: Aug 2007
Er it isn't just women. I think there are plenty of male characters with tragic past. I do think the demographic has something to do with it though. If it is aimed at a female audience you are more likely to see male characters with sad pasts & vice versa.
|2012-12-27, 08:27
|Link #24
Disabled By Request
Join Date: Apr 2012
Location: Nintensalem
Pretty much most of the shoujo hero or anti-hero have tragic past for the target demographic can shed their tears for and also where the heroine were fooled into loving "bad guys". At least sympathetic "bad guy".
|2012-12-27, 09:04
|Link #25
Part-Time TTK & Master
Join Date: Jun 2006
Location: Iwakawa base and Chaldea
Age: 37
You can have a tragic male character in a story aimed at guys. Guts was already named. I'll point to Jonathan Joestar in the Phantom Blood arc of JoJo's Bizarre Adventure (seriously, check the nine first episodes if you are not convinced), Oskar Von Reuenthal from Legend of Galactic Heroes and even Jagi, yes the guy who got disfigured by Kenshiro, in the spin-off manga Gokuaku no Hana. Their tragedies are either the result of their own qualities or fatal flaws. And the circumstances are what pushes their life down to the road to tragedy.
|2012-12-27, 09:19
|Link #26
Senior Member
Join Date: Aug 2007
And I never said there was a rule that you can't have male characters with tragic pasts aimed at male audiences or female characters with tragic pasts aimed at female audiences but the opposite tends to be more common.
|2012-12-27, 09:19
|Link #27
Senior Member
Join Date: Dec 2005
The tragic backstory is the standard condition for most of the characters in something as prototypical as Naruto, so I don't think this topic is about that kind of situation. If it was, then the obvious answer is that "guys are tragic just as often, if not more so".
|2012-12-27, 09:43
|Link #28
Don't Call Me Bro
Hard fact of anime within Japan - who buys it more? Teen-adult males. Guys will crave girls. Girls sell. Particularly in this era. So there's one fairly obvious reason.
It has been noted by some people within the industry that The Diary of Anne Frank was considered an example people in the early days of anime should follow. Now there's a tragic girl for sure. Innocent, in a scenario no person should be, yet she handled it with grace and maturity compared to a good number of the adults stuck in the same situation. A simple reasoning to this supposed trend is that if Anne's fate befell an adult, they would be considered to have lived a fairly long life and have had chances to do things most people would want to do in their life. Whereas Anne had much less time, didn't reach adulthood and missed out on so much. Hence it hurt more and those that survived felt so very guilty that she, the most innocent and the most underserving person, met a bitter end. When tragedy strikes, it is human nature to try and rationalise why something happened. It's generally easier with an adult. When it happens to someone younger, it's harder to because you generally don't expect it and wonder why worse people in this world live on instead.
Spoiler for examples from Code Geass, Fullmetal Alchemist:
It's not like this aspect is unique to anime or movies, though. Take the sudden conscience prick within the last decade about sexual or general abuse crimes against children by the Catholic Church. This is an issue that quickly generates a majority feeling of sympathy for the children that were victims and wondering 'how could we let this happen?!' Now...does this happen to the same degree when adults are the victim of such crimes? Not even close. Society shows some degree of care but it's almost as if there's an attitude of 'so glad it happened to you and not me or someone close to me' or 'you're an adult now, life is cruel, deal with it.' And the sad fact is the majority of young men don't think it is a crime. Recurring surveys done for years within universities find that if a young adult male was allowed to commit a rape against an adult woman and get away with it, about 70% of them would. If that was a girl, that number would drop right down because people consider that far worse. That and plenty of other factors show that society considers crimes and tragedy against younger people to be far worse than those against adults. So wouldn't creators work upon that feeling that is common throughout society?
As for who is the criminal and the victim, the majority of murders, sexual crimes, assualts, etc. are committed by men. So there is a perception of males being the perpetrators of evil most of the time and either girls or weaker males being the victims.
Now to the issue of gender. What is different about it happening to male teens compared to female teens? Well, it could be considered that females are generally capable of a wider variety of emotions than males. In most cultures, to show sympathy or emotional vulnerability as a male is one of the biggest signs of weakness and considered unmanly. To 'take it like a man', 'harden up', 'get over it'. And if you don't, the emo label gets tagged on pretty quickly. Whereas for girls, it's considered more plausible and that to not show such emotions or qualities would be cold or inhuman. Being overly emotional would get the crybaby tag, but that wouldn't be considered as bad as being emo. And yeah, let's remember than paying anime fans in Japan are suckers for emotional vulnerability since it's something that pitches at their level and they feel capable enough to go up against that and visualise themselves as being able to fill that girl's void. Whereas for males, they're expected to internalise it, move on and be the man/leader, or handle it in a more manly outburst that wouldn't be considered weak.
Spoiler for examples from Elfen Lied:
Another simple point could be what qualities do you associate with teen males and teen females? For the males, you could expect them to be somewhat wild/hormonal, daring/reckless, somewhat lusting, physical, breaking the rules. Females could definitely have those qualities applied to them as well, but not in the same proportions. Or at least it isn't expected. Cute is a quality you would see prevalent in females and rarely in males - one that would be condemned by other males if a male was seen that way. To be called handsome, dashing, FABulous, GAR - those are the terms males are more likely to have or strive for. They don't want to be seen as cute. Whereas cute is a quality females generally are expected to have and somewhat crave. So what would evoke more sympathy - the wilder one or the cuter, supposedly more innocent one? I'd think the latter would get the majority.
Another point would be what contexts are aimed for with tragedies/demises of each gender. Male deaths tend to evoke warrior-like endings sometimes, being portrayed as a glorious way to go out and that their life burned brightest at the end, signifying a burning, passionate spirit that was defiant and thriving until the very end - that perhaps a young death was maybe the best way for them to go. Or, that they were such bastards that nothing could possibly ever save them or redeem that - that their demise was tragic only in the sense they weren't always like that and the reflection on what could have been is painful, but seeing their tragic demise is actually fulfilling and justified. For the more commonly seen types of females, such a tragic end would play more upon lost oppourtunities, innocence, something they didn't deserve. There can be cases generated to get a sense of satisfaction from seeing the demise of a female, but it isn't as common as seeing a male get that fate. Male tragedies or demises can invoke sympathy but not as commonly as what females do.
A theme that seems to come across in a good number of manga and anime is that the time in teen years can be considered to be the peak of your life in some ways. That the time there is the freest/sweeter and give the memories to cherish the most. It is a sentiment that high school and/or moe titles play on, for sure. It is considered that when you become an adult and gain certain freedoms, you trade away certain innocences/naivetes and freedoms in return. So in the respect of adults being more tainted by the world, that could be another reason younger characters get the tragic treatment more.
There's always the case the director or whatever is just fulfilling their own reasons. Tomino sending the female cast of Gundam Victory to absolute hell with no inhibition after being turned down by the seiyuu he wanted to be with is a classic example. Anno's portrayl/treatment of females in Evangelion is somewhat explained by being dumped by his terminally ill girlfriend on her deathbed and being in a fragile mental state for years after. Yazawa's treatment of female characters in NANA is a reflection of her own experiences of abuse, despair and pain via men. Some directors (forget which ones) say they find it easier to inflict ills upon teen characters to get the desired effect. So the perspective of the director/scriptwriter/author has something to do with it.
They're not qualities or reasons confined to anime, I feel. They seem to apply to various walks of life. But I do feel anime and what sells does play upon them for profit, particularly with females.
|2012-12-27, 14:07
|Link #29
Join Date: Aug 2010
Location: Arcadia Bay.
Age: 24
I knew I didn't make myself clear in the opening post.
I'm not talking about characters that have a tragic past - and the nothing later. I'm talking about the show heaping on the misery on the said character in the present - irrespective of his/her past.
And I would also like to ask(although it feels redundant after LastSinners post) if those characters you mention pull your heartstrings just as well were it a female character?
Oh, and btw, good post Last Sinner.
|2012-12-27, 18:43
|Link #31
Obey the Darkly Cute ...
Join Date: Dec 2005
Location: On the whole, I'd rather be in Kyoto ...
Age: 60
It'd be a series where, for example, the male character makes mistakes, loses friends, women leave him, many people he knows dies, etc. And I honestly have to say I'm having trouble coming up with an anime example of that. Usually, that's all in the past (or starts out the story) and the plot line is about what happens afterward.
You don't often see something like "All Quiet on the Western Front" or the Russian-made movie "Stalingrad" where it all just goes to shit in steady drizzle.
|2012-12-27, 18:57
|Link #32
Senior Member
Join Date: Sep 2008
Age: 31
|2012-12-27, 19:04
|Link #33
Disabled By Request
Join Date: Apr 2012
Location: Nintensalem
I've yet to see a sympathetically tragic shoujo heroine with tragic past. Instead 90% of them are unsympathetic at best and hate-able at worst.
Are shoujo heroines created to be loathed by readers at first place? I think so.
|2012-12-27, 19:27
|Link #35
Senior Member
Join Date: Mar 2007
|2012-12-27, 20:01
|Link #36
Disabled By Request
Join Date: Apr 2012
Location: Nintensalem
|2012-12-27, 20:22
|Link #37
Senior Member
Join Date: Aug 2007
Can we stop stereotyping Shoujo & shoujo readers. I am beginning to find this anti female stance this thread has taken ridiculous.
There is badly written wish fulfillment series in Shoujo & Shounen just like there are well written series in these demographics.
|2012-12-27, 20:54
|Link #38
Senior Member
Join Date: Mar 2007
|2012-12-27, 21:02
|Link #39
Don't Call Me Bro
If people think shounen isn't wish fulfillment either...or moe...but call shoujo wish fulfillment...they are deluded...
Anime IS wish fulfillment full stop!
The females in anime don't exist in reality. And neither do the males.
Anime is escapism. So is manga, merchandise, gaming, etc.
Don't just call the section of it you don't like wish fulfillment then claim your own is better. Chasing the dream and being allowed to be the boy-man is as much wish fulfillment as being swept away by the FABulous man of your dreams. Or cute girls eating cake while contemplating playing music.
I think Kirakim's point is that while yes, examples exist of it across the multiple styles, shoujo is the one that is called out and slandered for doing so. Double standards indeed.
|2012-12-27, 21:06
|Link #40
Senior Member
Join Date: Aug 2007
I am not sure why this thread degraded into this because it is not what this thread is about.
|Thread Tools


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Now, I have two queries.
1. The CSG route into DR currently resides on two boxes, an external gateway, and internal gateway (sorry, I don't know the correct terms), then the Citrix server itself. I understand this will provide an additional layer of security, but what other drawbacks are there to using the CSG server as the only boundary (single hop) before we connect to our Citrix box - and how significant are they?
2. Should we have a second farm for this box, bearing in mind it's on a different site, and is only used to invoke the DR plan (essentially logon to VMWare and hit 'play' on our DR plan). Once everything is up and running on site, the whole Citrix farm should reside on the DR site.
Does that make sense?, our users mostly connect via Program Neighbourhood if that makes any difference, although we use the web UI to connect to DR, but then again around 60% of users would go to site and use terminals to access Citrix, while the rest would probably work from home using CSG to connect in and program neighbourhood.
5 Replies
Oct 5, 2011 at 7:46 UTC
I'm not sure I follow what you're asking, but wouldn't you want the DR CSG box to be at the DR location - as opposed to at your live site?
Oct 5, 2011 at 7:56 UTC
The DR CSG box is at the DR site. We have the CSG box, and intermediary Citrix server, and a single Citrix server to service logons.
The question is should I create a new farm to hold this logon server, and if so why?
Also what are the implicaitons/risks of consolidating the CSG and intermediary server onto one box?
When DR is initiated, the whole farm is migrated to DR, so I don't know if the recommended setup would be to have a separate farm just for the DR server as it's on a different site, and only used for the purpose of invoking DR plan.
Does that make more sense?
Oct 5, 2011 at 8:02 UTC
Sorry, re-read and see where the confusion is. The citrix farm spans both the live and DR site, the only Citrix servers in the farm at DR howerver are a CSG gateway, an intermediary server, and a single server servicing logons.
Hope that clears up confusion
Oct 5, 2011 at 8:15 UTC
Since the Citrix we have (XenApp 5) doesn't really support a way to regulate which servers people log in to, you'd probably want to duplicate your farm. I don't think the switch over would be instantaneous, but you could have your users back online in a reasonable amount of time (unless you've got a bigger budget than most).
Oct 5, 2011 at 8:52 UTC
Currently we replicate by having a separate application, published to just that server, so it isn't an issue with regards to keeping users off the remote box.
The question is more with regards to how it should be done, as in best practice. My leaning is to have a separate farm, as it's on a separate site, and the box isn't used for anything other that the single application, that in turn isn't used for anything other than invoking DR!
If however keeping things in a single farm is fine from the point of view of configuration, I'm happy to keep things simple! :)
Of more concern is the CSG setup, since there are effectively 3 points of failure (external gateway, internal gateway and the citrix server) - is this really necessary considering what we're using the server for, or should we at least consolidate the internal and external gateways onto a single server. If there are valid security issues doing this let me know.
This discussion has been inactive for over a year.
You may get a better answer to your question by starting a new discussion.


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Popular movies week 24 January 2016
Here's the list of the most popular movies in the week 24/January - 30/January - 2016. Do you remember Beauty and the Beast by Christophe Gans or The Big Short starring Brad Pitt, Ryan Gosling, Finn Wittrock, Christian Bale ?
What else happened in that week of 2016?
Discover what the world looked like on:


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Lanz (1480 – 1503) was the leader of a Rome-based gang ofbandits, the Cento Occhi. Shortly after being discovered robbing aBorgia carriage, he began working for the Templars, under the command of Cesare Borgia.
In 2012, his genetic memories were used as an Animi Avatar by the Templar company Abstergo Industries, in the first stage of training for their Animus recruits, under the title of the Footpad.


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Brittany Sellers Model
Classic Images by JeffPhotographer Male San Jacinto, California, US
My Website: Pink Lace Studios
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About Me
I have been shooting most of my life. About a five years ago I decided I'd had enough with the corporate world, and wanted to make a living doing what I love. So here I am. I'm always looking for new models for my portfolio, as well as there's. Will do TFP with the right model, if that's you contact me.
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WordPress AJAX Search v1.9.8 plugin, queries your website contents as you type (real time) and shows results as a drop-down list with featured image instantly. You can exclude post types from searching or limit search to some custom post types (E.g: limit WordPress search to only pages.) You can go to any result directly or open full search page from autocomplete results.
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Cocoa Honey Cake
READY IN: 1hr 10mins
Recipe by PanNan
I'm posting this recipe for the World Tour 2005 RecipeZaar event. This recipe looked so good to me. It's from The Hadassah Jewish Holiday Cookbook - a collection of traditional recipes from contemporary kosher kitchens.
Top Review by LillyZackMom
This had a pretty good flavor. Unfortunately, it was a bit dry. Thanks for sharing, but I doubt I'll make it again....
See Discussion:12 Reviews
Ingredients Nutrition
- 1 1⁄2 cups flour, less 1 tbsp
- 3 tablespoons unsweetened cocoa powder
- 1 teaspoon baking powder
- 1⁄2 teaspoon baking soda
- 1⁄2 teaspoon ground cinnamon
- 1⁄2 teaspoon ground ginger
- 1 pinch nutmeg (hefty pinch)
- 1⁄2 cup sugar
- 2⁄3 cup honey
- 2 eggs, lightly beaten
- 1⁄4 cup vegetable oil
- 1⁄4 cup apple juice (or orange juice, or water)
- 1 tablespoon sliced almonds
Directions See How It's Made
- Preheat oven to 325 F, and lightly grease 8 X 4 loaf pan. Line the bottom of the pan with greased parchment paper.
- Whisk flour with cocoa powder, baking powder, baking soda, cinnamon, ginger, and nutmeg.
- Place beaten eggs in another bowl, and add sugar and honey, beating until smooth and light in color. Gradually beat in oil until blended. Stir the egg mixture into the flour mixture alternating with juice (or water).
- Pour the batter into the prepared pan, and top with sliced almonds.
- Bake 50 minutes, or until pick comes out clean after inserting in center of the cake.
- Cool 15 minutes, then turn out onto rack and peel off paper.
- Wrap in plastic when completely cool, then in foil.


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Full Roll Bar Cover Kit; 78-91 Jeep CJ/Wrangler YJ/TJ/JK
This factory roll bar pad and cover kit from Rugged Ridge fits 78-86 Jeep CJ models and 87-91 Jeep Wrangler (YJ). Black denim.
Was: $70.99
Sale: $51.99
Save: 27%
Save: $19.00
Custom covers dress up your vehicles roll bar with light weight foam and summer soft goods fabric. Roll Bar Covers easily install using zippers and Velcro attachments. Special cut outs for seat belt locations make the covers look clean. Fit original equipment roll bars only.
- 13610.15
- 13610.15
- 804314121150
- Rugged Ridge
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- Item Requires Shipping
- 2.0 lbs.
- W12.0000" x H8.0000" x L12.0000"
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PhD STUDENTS
Benjamin Clark
Benjamin's research interests relate to the impacts of agriculture on ecosystem functions and food security in Eastern and Southern Africa. In particular, he studies how agricultural land cover change alters the water cycle and landscape-level hydrological processes.
Amrita Neelakantan
Amrita studies relocation of people from national parks. Her research focuses on human well-being, livelihood strategies and impacts on natural resources once forest dwellers have relocated outside protected areas. She aims to collect data from relocated households to explore landscape wide patterns. Her study is based around Kanha national park in the central Indian highlands.
Naomi Schwartz
Naomi is interested in human impacts on disturbance regimes and the social and ecological effects of those changes, especially as these questions as they apply to tropical forest regeneration: how do novel disturbance regimes affect forest succession in the tropics, and how do the characteristics of secondary forests feed back to affect disturbance regimes? Her work is primarily based in the Peruvian Amazon, where she is using remote sensing and field data to address questions about feedbacks between windstorm damage, wildfire, and forest succession.
WebsiteNaomi Schwartz Website Download CV
Kyle Davis
Kyle's interests lie at the nexus of food, water, and climate change. Combining crop models, climate projections, and agricultural census data, his work looks to identify strategies to increase nutrition, climate resilience, and water sustainability. He also explores the potential tradeoffs associated with large-scale land investments in the developing world and their implications for food security, rural livelihoods, and climate adaptation.
Alexandra Karambelas
Alex' research focuses on the links between energy, emissions, air quality, and human health outcomes in northern India. Through this research, she seeks to quantify contributions from various anthropogenic emissions sectors to ambient pollution concentrations and human health outcomes in the region and determine potential sectors for future mitigation. Alex received her Ph.D. in Environment and Resources and also holds degrees in Atmospheric and Oceanic Sciences (B.S., M.S.) and a certificate in Energy Analysis and Policy, all from the University of Wisconsin—Madison.
Miriam Marlier
Miriam defended her Ph.D. dissertation, Public Health Impacts from Fires in Tropical Landscapes, from Columbia's Department of Earth and Environmental Sciences in December 2013. She is now working as a postdoctoral research scientist as part of the Health & Ecosystems: Analysis of Linkages project, using satellite data to develop future fire emissions inventories associated with land cover change scenarios, which are used to quantify the impact of different development and conservation strategies on air quality and public health.
Deepti Singh
Deepti is a postdoctoral research fellow at Columbia University's Lamont-Doherty Earth Observatory. She graduated with a Ph.D. in Environmental Earth System Science from Stanford University in 2015. Her research investigates the role of anthropogenic emissions of greenhouse gases and aerosols in influencing regional climate change, the characteristics of extremes events, and their human impacts. She has a particular interest in understanding the physical drivers of climate extremes and their agricultural impacts in monsoon-dominated regions that are particularly vulnerable to climate change. She is currently using a combination of observations and modeling tools to study the dynamics of hydro-climatic extremes in Asia in the past and future climates. She is also combining climate data with satellite images to examine the impacts of such extremes on agriculture in India in recent years.
Nandini Velho
Nandini's research focuses on understanding the social and health outcome that exist in and around India's protected areas. Her PhD work focused on how protected areas and community-managed lands are managed to reduce hunting and help wildlife persist. She is also interested in popular writing, nature education and the interface between science and policy.
Xiao Chang
Xiao's research interests lie in diets and nutrition, agricultural land use and rural livelihoods in China. She is using survey data and statistical models to examine how household food diversity has changed for different household groups across different areas in the last two decades and the effects of associated household characteristics. She also studies land use strategies of farmer households to explore the nexus of land use, household livelihoods and the dietary outcomes.
Sebastian Heilpern
Sebastian is generally interested in using a trait-based approach to understand and predict how changes in fish biodiversity might influence ecosystem services in the Amazonian watersheds. Fishes are often times the primary protein source for many amazonian people and a developing project is to investigate how multiple services associated with ecosystem properties (e.g., biogeochemisty) and human well-being (e.g., protein and micronutrient availability) derived from fishes may be affected by land-use policy and dam development. He is also particularly interested in making science relevant to policy, especially for the goal of reconciling conservation and development. Sebastian's primary advisor is Shahid Naeem in the department of E3B.
Pinki Mondal
Pinki's current research examines impacts of weather variability on agriculture and food/nutrition security in India. She uses remote sensing/GIS, statistics, and crop-climate models to identify how crop productivity will vary with different adaptation strategies for projected climate change scenarios. She uses household surveys and linear programming tool to understand how agricultural intensification impacts food and nutrition security in smallholder farmer families.


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5 Lincoln Way,Bethlehem NH, 03574
Sold Price
3 beds , 1 Full/2 Half baths
3,000 sq. ft
Status: Sold
Berkshire Hathaway HomeServices Verani Realty
(888) 723-0306
Listing Provided Courtesy Of: Moosilauke Realty - Myles Moran
Last Updated: 8/17/2017 12:02 PM
Description for 5 Lincoln Way Bethlehem, NH 03574
Some words will not translate correctly. By using this feature, you accept this risk and agree to release Berkshire Hathaway HomeServices and its franchisees from any claims or damages resulting from incorrect translation.
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Listing Information
Public Water Service, Gas Water Heater
Public Sewer, Unknown
200 Amps, Circuit Breaker Box, Cable TV, Underground
School Information
Room Information
Family Room, Living Room, Foyer, Office, Mud Room
Master Bathroom, Master Suite
Dining Area, Breakfast Nook, Formal
pantry walk-in, Eat-In Kitchen
Interior Features
3,000 Sq. Ft. Above Ground
Gas Range/Cooktop, Dishwasher, Disposal, Exhaust Fan/Hood, Microwave, Wall Oven, Refrigerator
Hardwood, Tile, Laminate, Carpet
Window Air Conditioning, A/C - Zone, Ceiling Fan(s)
Oil, Wood, Hot Water, Baseboard, Zone, Stove
Alarm -Smoke/Fire
Smoke Alarm, Cathedral/vaulted Ceiling, Gas Fireplace, Skylight, Window Treatment
Exterior / Lot Features
2 Garage Spaces, Detached Garage
Deck, Porch Covered
Asphalt Shingle
Landscaped, Golf Course, Corner, Gravel Road
Financial Considerations
Inside AccessTM
Current market conditions for 5 Lincoln Way
Active Market Trends
Source:MLS DATA
Median list price$177,000
Days on market159
Properties for sale24
Sold Market Trends
Source:MLS DATA
Median sold price$139,500
Sales to list price95.7%
Properties sold16
Median sq ft price$85
Arrows indicate 90 day trend
Listing Price History for 5 Lincoln Way
Bethlehem Real Estate
Bethlehem is located in New Hampshire. Bethlehem, New Hampshire 03574 has population of2,553.
The median household income in Bethlehem, New Hampshire 03574 is $49,671. The median household income for the surrounding county is $55,045 compared to the national median of $53,482. The median age of people living in Bethlehem 03574 is 43.2 years.
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Product code: 24889
Despatched in 3-5 days.
Orange essential oils and linden blossom extract leaves you with a pleasant sensation of harmony.Provides gentle cleansing, leaves your skin soft and supple, moisturized ans lightly scented. *pH balanced* Alkaline free * Dermatologist Tested
Aqua (Water), Sodium Laureth Sulfate, Polysorbate 20, Coco-Glucoside, Cocamidopropyl Betaine, PEG-18 Glyceryl Oleate/Cocoate, Parfum (Fragrance), Citrus Aurantium Dulcis (Orange) Oil, Citrus Aurantium Amara (Bitter Orange) Oil, Tilia Cordata Flower Extract, Cinnamomum Camphora Bark Oil, Glycerin, Butylphenyl Methylpropional, Limonene, Linalool, Eugenol, Glyceryl Oleate, Glycol Distearate, Tocopherol.
Pour a quarter sized amount into the palm of the hand and massage into wet skin.Leave the Kneipp Classic Herbal Body Wash on the skin for a short period of time to experience the maximum benefits of the Essential oils before rinsing off.Follow with various Kneipp Body Lotions or Body Oils.
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eChemist.co.uk © 2017. All rights reserved.


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Social Communication, Emotional Regulation, Transactional Support (SCERTS) Therapy
Developed by Dr. Barry Prizant, the SCERTS® educational model provides specific guidelines for helping a child become a competent and confident social communicator, while preventing problem behaviors that interfere with learning and the development of relationships. It also is designed to help families, educators and therapists work cooperatively as a team, in a carefully coordinated manner, to maximize progress in supporting a child.
The acronym "SCERTS" refers to the focus on:
"SC" - Social Communication – the development of spontaneous, functional communication, emotional expression, and secure and trusting relationships with children and adults;
"ER" - Emotional Regulation – the development of the ability to maintain a well-regulated emotional state to cope with everyday stress, and to be most available for learning and interacting;
"TS" – Transactional Support – the development and implementation of supports to help partners respond to the child's needs and interests, modify and adapt the environment, and provide tools to enhance learning (e.g., picture communication, written schedules, and sensory supports). Specific plans are also developed to provide educational and emotional support to families, and to foster teamwork among professionals.
Learn more at the SCERTS website.


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Self Catering in Devon - North Tawton
Sleeps a maximum of: 6
Pricing From: £331.00 - 978.00
This detached, ground floor cottage is located near to North Tawton in Devon, and can sleep six people in three bedrooms.
The Shippen is a ground floor, detached cottage, one of a group of three, situated near to the small town of North Tawton in Devon. The cottage sleeps six people and has two double bedrooms (one with a shower), a twin room, and a family bathroom. It also has a kitchen with a dining area, and a sitting room. Outside is a private, lawned garden with furniture, and shared use of communal grounds and meadows. Perfect for a family holiday at any time of the year, The Shippen is a lovely cottage in beautiful countryside.
This is a lovely cottage in a fantastic setting.
Mr Arnold
This is a lovely spacious property. I can highly recommend this property and wouldn't think twice about returning.
Mrs Brayford
Absolutely fantastic, will be booking again next year.
Mr Baptist
We had a thoroughly enjoyable stay, beautiful location and setting with very pleasant owner.
The Shippen was ideal for us as my mother is very immobile, so being on one level was perfect.
Lovely spacious accomodation, with super views from the lounge, in particular. Very comfortable lounge and super kitchen and facilities. Plenty of bathroom facilities and good bedroom sleeping arrangements - would be great for a family holiday.
Good base location for exploring and lots of lovely opportunity to walk.
Very likely we will return!
Mrs Matkins
"The property was of a very high standard; spacious and well equipped with lovely views. It's location was convenient for exploring all of Dartmoor and the rest of Devon."
Mr Grixti
Services / Facilities:
Gas central heating. Range cooker with electric oven and gas hob, microwave, fridge/freezer, washer/dryer, dishwasher, TV with Freeview, DVD, CD, WiFi, selection of books and games. Fuel and power inc. in rent. Bed linen and towels inc. in rent. Travel cot and highchair. Off road parking for 2 cars. Secure bike store. Enclosed rear lawned garden with furniture and BBQ, plus use of communal grounds. Two well-behaved dogs welcome. Sorry, no smoking. Shop and pub 10 mins walk. Note: Ponds in the communal grounds, children and pets to be supervised.
Changeover Day
Double Beds: 2
Twin Beds: 1
Further Amenities:
Linen provided
Towels provided
Washing Machine
High Chair
Get an Ordnance Survey map covering the North Tawton area.
Nearest AttractionsHeritage Rated from 1- 5 (low-exceptional) on historic interest
Sampford Courtenay, St Andrew's Church - 2.7 miles (Historic Church)
Brushford, St Mary's Church - 3.7 miles (Historic Church)
Coldridge, St Matthew's Church - 3.9 miles (Historic Church)
Finch Foundry - 5.2 miles (Historic Building)
Okehampton Castle - 6.8 miles (Castle)
Morchard Bishop, st Mary's Church - 7 miles (Historic Church)
Castle Drogo - 7.6 miles (Historic House)
Chulmleigh, St Mary Magdalene Church - 7.7 miles (Historic Church)
Sandford, St Swithun's Church - 9.5 miles (Historic Church)
Burrington, Holy Trinity Church - 9.6 miles (Historic Church)
Nearest Alternative Cottages
North Tawton, Devon
Sleeps: 2
Stay from: £240.00 - 564.00
North Tawton, Devon
Sleeps: 8
Stay from: £446.00 - 1261.00
North Tawton, Devon
Sleeps: 3
Stay from: £240.00 - 693.00
Details of facilities are believed correct at time of publication, but may be subject to change by the cottage proprietor. Up-to-the-minute facility listings will be always presented during the booking process for your approval.
UK Self Catering
England - Scotland - Wales
Popular Locations
Devon - Cornwall - Lake District - Highlands - North Wales - South West Wales


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|Message view
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|Lars Kühne (JIRA) <j...@apache.org>
|[jira] Commented: (YOKO-430) Nothing can be downloaded
|Wed, 25 Aug 2010 20:52:17 GMT
[ https://issues.apache.org/jira/browse/YOKO-430?page=com.atlassian.jira.plugin.system.issuetabpanels:comment-tabpanel&focusedCommentId=12902624#action_12902624 ] Lars Kühne commented on YOKO-430: --------------------------------- According to http://www.apache.org/dev/release-publishing.html#distribution we can't just point users to maven.org. I can't find the yoko releases in http://www.apache.org/dist/ or http://www.apache.org/dist/geronimo. Have the release artifacts only been published to repository.apache.org? > Nothing can be downloaded > ------------------------- > > Key: YOKO-430 > URL: https://issues.apache.org/jira/browse/YOKO-430 > Project: Yoko - CORBA Server > Issue Type: Bug > Security Level: public(Regular issues) > Components: Web Site > Reporter: Elad > Priority: Critical > > Going to the download page: https://cwiki.apache.org/YOKO/download.html and clicking any of the links leads to an error message such as "The requested URL /dist/incubator/yoko/1.0-incubator-M2/yoko-distribution-1.0-incubating-M2-runtime-bin.zip was not found on this server." -- This message is automatically generated by JIRA. - You can reply to this email to add a comment to the issue online.
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text: Oscar Reflections with Julianne Moore and Steve Martin 02.24.14 :: Filed Under: Celebs :: Comments Ellen had some of her guests discuss their experience with the Oscars. Check out Julianne Moore, Steve Martin and June Squibb! Related Posts Steve Martin Keeps it Funny! Oscar Beauty Tips from Kym Douglas #Oscars4Ellen #Oscars4Ellen on Vine! Reenact the Best Picture Oscar Nominees on Vine Heads Up! It's the Oscars! Comments


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Like a guy that a lot of people wouldn't hold in high regard but you like him for some reason
Have an opinion?
yeah i have.
Does it count if I had a crush on the biggest stoner in my grade when I was in high school? He was always high but he had a great butt. Until he started doing coke, then he got really skinny.
You cannot undo this action. The opinion owner is going to be notified and earn 7 XPER points.


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Tethys Petroleum Limited has been informed by David Botting that he does not plan to put himself up for re-election as Non-executive Director at this year's Annual General Meeting.
Executive Chairman, John Bell, commented, 'I would like to thank David for his significant contribution to the Company since he joined in November 2014. He has played a valuable role in the board transition that took place and I speak on behalf of everyone at Tethys in wishing him well for the future.'
Tethys Petroleum Limited
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The friendly folk at Kraftbomb are celebrating its 2nd birthday this weekend – this Sunday marks two whole years of craft, cupcakes and good times every month at Grey Lynn Community Centre! Nestled amongst the cosy collection of crafty goodness you'll find such talented people as Trixie Delicious, Birdspoke, Ruby in the Dust, Zooshii, Cheek Pinchy, Purrsie, Zippitydoodah and many more – it's well worth a visit.
I went along to Kraftbomb last month and had a fabulous time, so I can give it my personal recommendation as a lovely way to spend a Sunday morning. And you should definitely sample some of Fred's amazing lemonade – it's exceptionally good. Head along to Grey Lynn Community Centre at 510 Richmond Road from 11am till 2pm on Sunday 29 August.
Congratulations Karla and City, and happy birthday Kraftbomb!


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"I wrote these letters so that long after I'm gone, you'll know that I loved you, had great hopes for you, and wanted to give you my best advice on living in this tough world. If I can't be there with you, I hope my letters will act as a sort of reminder of me - as if I'm standing there beside you, whispering in your ear, and putting my arm around your shoulder."
Mike Huckabee has worn many hats throughout his life: pastor, politician, governor, presidential candidate, talk show host, rock bassist, pundit, husband, and father. But since his first grandchild was born, he's found that the role of grandfather is more satisfying than just about any of the others.
Huckabee wanted to give something to his grandson, Chandler, that would last forever. He began drafting a series of letters to Chandler recounting heartwarming stories from his past and the bittersweet lessons learned along the way. With the birth of his granddaughter, Scarlett, just a year later, Huckabee was further inspired to convey his love and wisdom.
Dear Chandler, Dear Scarlett touches on the timeless topics of faith, love, family, overcoming adversity, and staying true to your values in the face of failure and temptation. For instance, Huckabee tells how being forced to pick up pecans from the trees in his yard taught him the value of hard work. ("We were told that if we wanted to eat that night and sleep in a bed instead of in the yard, we'd pick up the pecans.") Years later, he learned the real meaning of love after watching a friend care for his dying wife who could no longer recognize him. ("He loved her not because he enjoyed it or found pleasure in it, but because he had promised that he would never leave her until death parted them. And here he was, keeping that promise, faithful to the end.")
Like his best seller A Simple Christmas, Dear Chandler, Dear Scarlett isn't about politics. It's a deeply personal, heartfelt, inspirational book that can be enjoyed by anyone. As Huckabee writes: "Although my advice comes from my personal experience and I'm writing with my grandkids in mind, I hope any parent, grandparent, child, or grandchild can take away something valuable from these letters. I'll try not to be too obnoxious, but don't worry, if you ever sit next to me on a plane, I'll still be happy to show you all the photos of Chandler and Scarlett I have on my phone."
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A Guide for All Grandparents
I plan to listen to Dear Chandler, Dear Scarlett again... after listening the first time, I now understand how it is organized and can now listen for details previously missed.
I have not encountered any work similar to this. There may be some out there, but this was a unique listen/read for me.
This is a difficult question as the work is a series of letters on different topics from a grandfather to his grandchildren. So, my favorite character was Grandpa Mike.
Yes, but it would be too much for sitting. It took me 3-4 sittings.
Genealogy is one of my hobbies. It is easier to learn about ancestors through events, dates, etc, than it is about their character and what messages they might have desired to pass on to their descendents. Governor Huckabee has done something very few people have thought about, let alone taken any action. Although not a simple task, it has inspired me to do something similar for my grandchildren.
- Monterey_Jack


text:
As in OTL, OPEC is founded, but achieves more power than in OTL because of the USSR's rise.
In 1961, Libya, Iran, Iraq, Venezuela, Mexico and Angola met in Bahrain, Bahrain, to discuss the formation of a group of crude producers. They agreed to start operating a group named the Organisation of Petroleum Exporting Countries or the OPEC.
1962: The OPEC Reference Basket Price is established, with the Mexican Gulf Crude, Libyan Saharan Light, the Iraqi Northern Arabia Heavy Crude and the Iranian Persian Standard, as well as the non-member Norwegian North Sea Light and Kazakh Caspian Sea Heavy.
Algeria, Sudan, Malaysia, Indonesia and post-revolution Saudi Arabia (now Democratic Arab Islamic Republic of Arabia, or still Saudi Arabia by most) join.
1964: OPEC makes its first move when member state Iran drops production from 6.5 million bbl/d to 5.6 million bbl/d in protest of Western Europe's attack on its regime, verbally. In response to North Sea crude flooding the market, the members of OPEC cut production. Saudi Arabia drops production from 7.98 million bbl/d to just 6.98 million bbl/d, effectively crippling Middle East production. The new member of Kuwait also follows, dropping production from 2.645 million bbl/d to 1.9 million bbl/d. Indonesia, with its 1,200,350 bbl/d level, refuses to cut, so it is ordered by the OPEC to halt production by force.