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Open Thread: Talk About What Matters Most to You
Discuss and debate the issues that mean the most to you.
In the winter of 1997, I found myself on a trip to NYC, the reason for which has since escaped my memory; I was at college in Boston, there was a school-sponsored bus to New York, I got on it.
The trip completed, as we drove out of NYC on that bus, after having done God knows what, I caught a glimpse of an ad on an MTA bus shelter. The ad showed a plus-size model wearing a nondescript beige slip dress with a coat over it, mid-stride down a city street. Her unbuttoned coat was blown open, and the force of her walk combined with the wind she faced had flattened the dress against her body -- or rather, it had caused the flimsy dress to be anything BUT flat, to instead to settle in to every roll and crevice, even outlining her navel.
I would later learn that the image was advertising the yet-unlaunched MODE magazine, but at the time it didn't matter to me what the model was supposed to be selling -- I wanted it, whatever it was.
As I passed it, trapped on my Boston-bound bus, I pressed my palms against the glass of my window and focused as hard as I could, craning my neck madly to see as much of that image as possible before it disappeared forever. I have never seen it again since (although if anybody's got a line on it someplace online, let me know), and yet I remember it as vividly as if I had seen it this morning. It was a curiously revolutionary moment, seeing some pretty model's chub rolls unabashedly displayed on a city street, and as such, it stuck with me for a long time, because I'd never witnessed such a thing before.
It'd be grand if I could tell you that this moment awakened an instantaneous new era of body-positivity in me, but it didn't. In spite of having seen chub publicly displayed as a seemingly acceptable body attribute, it would be many years before I could even conceive of my own fat-enhanced bellyparts as something I didn't need to obsess over hiding, sometimes enthusiastically, sometimes resentfully. I even, for a time, ventured into the shapewear badlands in search of a sleeker fatness, right around when Spanx appeared with its friendly retro-modern GIRDLES ARE COOL AGAIN HOORAY brand. Never let it be said that I am not an impressionable consumer.
To be precise, in the early 00s I started investigating powermesh-enhanced options in an effort to specifically moderate my middle roll -- that fat part that doesn't have a funny name like FUPA and which doesn't really count as a muffin-top because a muffin-top happens as a result of too-tight pants-wearing, while my middle roll is present whether I've got clothes on or not. It is forever blossoming -- an eternal muffin. (Can we give this part a name? In my case, it has been there since middle school. I don't expect to face life without its squishy presence anytime soon. I would like it to have a name.)
ANYWAY: I was wearing shapewear to try to squelch this chub-donut (?) section of my belly, and I grew to favor shaping camisoles from Avenue. Proper high-waisted Spanx -- which were my first effort -- just rolled themselves down to my waist, no matter how many times I rolled them back up, and trying to connect them to my bra resulted in HILARIOUS SHENANGIANS in which my choices seemed to be either a) having a snatch in constant danger of strangulation-by-Spanx or b) having a well-padded bra sliding down my midsection giving me an interesting quad-boob look like I was some miserable fat multiply-breasted alien. I blame the length of my torso.
And all of this isn't even touching on (heh) Spanx's creepy pee hole. Does anyone pee through the pee hole, seriously? I guess I could see it being hypothetically useful for impromptu sex but I am personally morally opposed to any garment that is so certain to interfere with my ability to empty my bladder before my kidneys explode that the manufacturers added a pee hole, just to be safe. Possibly to avoid lawsuits, in the event of peeing emergencies when you don't have twenty minutes to de- and re-Spanx in a public restroom in which you are trying to touch as few surfaces as possible.
So Avenue's shaping camis were the ticket, and I squeezed myself into their tender embrace on a near-daily basis, given that at the time I was wearing a lot of body-hugging knit wrap dresses (you know, the ones that are "flattering on every shape"? LOLZ all you assholes in fashion) so I felt I needed the support, as it were, to go fatting around my place of employment in flimsy jersey knits.
Eventually I started to notice that when I took the damn thing off at the end of the day, the relief was overwhelming. And then I began to have actual shapewear-related PAIN, that sometimes lingered for a bit even after I extracted myself from the hated cami after ten hours thusly imprisoned. And I was all, "WHY THE FUCK AM I WEARING THIS? AM I FUCKING CRAZY?"
So I stopped, and remembered what it felt like to breathe at work again. It was actually totally great.
And then I got angry, because I wanted to know what it was that made me feel like I needed to wear an oxygen-depriving garment out of fear that my VBO (visible belly outline) might offend one of my colleagues. Because fuck my colleagues, man. And fuck that pressure to be Barbie-doll smooth all the time, which I probably picked up because -- aside from that one chub-embracing bus ad in New York I saw all those years ago -- even plus size models and performers are Spanxed and airbrushed and we rarely see their real, unrestricted bodies, such that I thought MY normal body was somehow grotesque and would be dangerous to show the world without at least making an effort to compress it into the smallest sausage casing I could fit.
To be clear, I'm not anti-shapewear because I think it's antifeminist or whatever -- as a general rule, I think it is usually a feminist act to do whatever you individually want with your body, and to tell anyone who doesn't like it to fuck right off, me included. And before you get all COLD DEAD HANDS on me, I will assert that if you genuinely love your shapewear, then I support your freedom to rock on with your spandex-encased self.
My problem with shapewear is simply that I hate homogeneity, and while the individual choice to employ shapewear in your personal body autonomy is not something I would ever deny a person, the popularity (or even perceived necessity) of shapewear means we're erasing a lot of our awesome physical diversity. When I think about how floored I was by that unshapeweared MODE ad in 1997, and then think about how many women's bodies actually look like that, but we just never see it -- thus creating a cultural subtext that says these women's bodies are not worth seeing, and are in fact supposed to be hidden from view -- well, it's little wonder that so many American women have such overwhelming complexes about their physical appearance.
It wasn't hard to give up my shapewear habit, not only because it was uncomfortable, but also because it kinda didn't work; while there may be a level of minor-league flabitude that a bit of shapewear can eliminate completely, I and many others are way past that point. My shaping camis didn't turn my chub-donut into a body-hugging pancake; they just firmed it up a little. I realized there was a part of me -- the tiny, sad, self-hating part I mostly keep locked in my psyche's dark basement -- that enjoyed the discomfort, because it felt like punishment. It felt like I was reining in my outrageously out of control flesh and making it sorry for defying me. Never mind that I was, in fact, hurting myself, and not some external fatness that I could separate and distinguish from the rest of my physical body.
That self-punishment seemed an awfully toxic way of thinking. So I gave my shapewear up, forever, and instead took too going around in my natural fatness to add what diversity I can to the visual landscape of women's bodies. Because it's good to see a variety of bodies -- our own included. It's important, in fact.
Thus, I am offering you a challenge this holiday party season -- the season in which even those who are not ordinarily shapewear fans will make the occasional exception to wear some slinky cocktail dress, or to mitigate the bloat from an abundance of cocktails in liquid form. My challenge is simple: go without! Can you go without? Will you feel like crap? You don't need to feel like crap! But if you do, maybe think about whether the shapewear is actually helping with the crap-feeling in the long term. You're sexy and gorgeous in your unsquished flesh! Are you with me? LET'S ALL BE UNAPOLOGETIC ABOUT OUR AWESOMELY UNIQUE BODIES THIS HOLIDAY SEASON, YOU GUYS. And maybe expedite any surprise hookups without the whole shapewear-barrier thing to deal with as a bonus.
(Also, please do get back to me about the Spanx pee-hole. I really want to know if people can use that thing and NOT wind up with urine-soaked thighs, which in most cases is a pretty significant party foul, at least at the parties I have generally attended.)


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With a fork prick the skin of each breast and with a small sharp knife score the skin diagonally both ways to form a diamond pattern. Season with salt and black pepper. Place them skin-side down into a frying pan and cook very gently for 20 minutes until most of the fat has rendered and the skin is a light golden brown. The fat will bubble around the pieces of duck; but don't let it get too hot or the skin will color too quickly and you risk the meat being tough.
Carefully drain off the duck fat (I add it in my goose-fat jar that I keep in the fridge for roast potatoes et cetera). Then turn each breast over and, without increasing the heat, cook them for five minutes if you like them pink; 10 minutes for medium. But you need to keep checking.
(An alternative is when you turn the duck breasts on to the flesh side and sear for one minute to keep the juices inside; then place them skin-side down in a hot oven for 4 mins. Then let them rest for another 4 mins.)
(Another alternative is to transfer them to a plate, keeping the skin side up. When you are ready to use them, stick the breasts under a very hot grill (about 11cm from the heat source) skin-side down on the rack of the grill pan for two to three minutes. Let them rest for a couple of minutes; then turn them over for two to three minutes to let the skin sizzle and crisp as it turns a deeper golden brown. )
Remove the duck breasts to a carving board to rest for a few minutes before cutting them into thick chunky slices and placing on warm plates. Drizzle some sauce over and garnish with watercress and serve with rice or mash and a green vegetable - garden peas (or jar of petits pois) or spinach. Green lentils go well with this dish. Or try pear and celery salad.
Sauce: Many chefs prescribe a sweet or a sweet n' sour sauce. But whatever you do, don't smother your duck breasts in sauce: the taste of the moist, pink meat, unsalted, just on it's own is a delight.
Raymond Blanc's cherry sauce: On a high heat in a medium saucepan, boil about 30 mls of red wine and 50 mls of ruby port, until reduced by about half. Add 300 gms of fresh stoned cherries, '5-spice powder,' cinnamon, a pinch of salt and black pepper. Return to the boil and simmer for 2-3 mins. Remove half the cherries and set aside. Pour the remaining cherries and sauce into a blender and blend for a couple of mins. Strain through a fine sieve into a small saucepan; add the reserved cherries to the sauce and check the seasoning.
Experimenting the other day, I took a shallow fruit dish and tentatively mixed oyster sauce (a suggestion from a local Chinese taxi driver) with a little light soy sauce; then added a fork-end of Dijon mustard and a careful drop of Balsamic vinegar; then a teaspoonful of 'redcurrent & port jelly' I found in the cupboard. Boy, it tasted good. I plan to try plums, redcurrent or blackcurrent compote in a similar way. Pears in red wine blend nicely. And I am sure that a splash of Cointreau could play a useful role.
The bottom line is that, with a little experimentation, this could become one of your very own signature dishes

subset: commoncrawl


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Railway Investigation Report R04E0027
The Transportation Safety Board of Canada (TSB) investigated this occurrence for the purpose of advancing transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability.
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Main-Track Derailment
Canadian Pacific Railway
Freight Train 575-03
Mile 86.9, Red Deer Subdivision
Red Deer, Alberta
04 March 2004
At 0420 mountain standard time on 04 March 2004, northward-bound Canadian Pacific Railway freight train 575-03, proceeding towards Red Deer, Alberta, from Calgary, Alberta, derailed 1 locomotive and 20 cars at Mile 86.9 of the Red Deer Subdivision, near Penhold, Alberta. The derailed cars included 5 cars loaded with steel, 4 residue dangerous goods tank cars and 11 non-dangerous goods empty cars. One anhydrous ammonia residue tank car was punctured, releasing a small amount of product to the atmosphere. As a result, 28 residents were temporarily evacuated from a nearby trailer park. While investigating the immediate cause of the derailment, the conductor was exposed to fumes. He was subsequently taken to hospital for observation.
Ce rapport est également disponible en français.
Other Factual Information
Freight train 575-03 (the train) departed Calgary1 at 0051 mountain standard time2 Thursday, 04 March 2004 with 3 locomotives, 51 loads, and 19 empties. The train weighed 4507 tons and was 4686 feet long. The crew consisted of a locomotive engineer, a conductor, and a trainee. All were qualified for their respective positions, and met fitness and regulatory requirements.
Movements over the Red Deer Subdivision, the southern half of the Canadian Pacific Railway (CPR) Calgary-Edmonton corridor, are governed by the Occupancy Control System as authorized by the Canadian Rail Operating Rules, and are supervised by a rail traffic controller located in Calgary. Traffic on the Red Deer Subdivision in 2003 was 26.4 million gross tons, which was composed mainly of grain and various petrochemicals, and intermodal traffic.
The weather was clear and calm with a temperature of -18ºC.
After departing Calgary, the trip was uneventful until after the train stopped at Campaign, Mile 72.1 of the Red Deer Subdivision. At Campaign, locomotive CP 3064 was added as a fourth unit in the locomotive consist. It was isolated, that is, not generating power, and left in idle. From Campaign, the train continued northward towards Red Deer. Recorded information indicates that on departing Campaign the train was gradually accelerated up to about 40 mph using moderate throttle ranging from idle to throttle position four. At the time of the derailment, the train was in throttle position two, travelling about 39 mph. The posted subdivision speed at the point of derailment was 45 mph. However, due to excess cross-level variation3 there was a temporary 40 mph slow order in effect.
At approximately 0411, the train experienced an undesired emergency brake application at Mile 86.9. It was later determined that the fourth locomotive (CP 3064) and the 20 cars immediately behind it had derailed. The derailed cars included one empty gondola, five gondolas loaded with steel, six empty covered hoppers, and eight residue tank cars. During the derailment, a broken rail punctured the side of tank car PLMX 135303, which contained anhydrous ammonia residue, causing a small amount of product to be released to the atmosphere.
This tank car was built in 2003 to Department of Transportation (DOT) specification 112J340W. Although the other tank cars remained intact, two of them (PROX 98738 and PROX 98755) had to be flared off by qualified personnel because they contained propylene residue.4
Anhydrous Ammonia
The manufacturer's Material Safety Data Sheet (MSDS) describes anhydrous ammonia as 99.8 per cent ammonia and 0.2 per cent water by weight. It stipulates that anhydrous ammonia gas or liquid is very corrosive to body tissues, reacting with body moisture on contact. Health hazards identified by the MSDS include, among others:
The TSB has investigated a number of derailments in recent years involving the release of anhydrous ammonia. On 23 September 1999, Canadian National freight train M304-41-21, destined for Toronto, Ontario, derailed 26 cars near Britt, Ontario (Report R99T0256). In that report, the Board concluded that first responders who have little experience with dangerous goods, such as fire-fighters and police in small communities, may incorrectly base their first danger estimates in part on the colour and shape of a placard, rather than on the specific characteristics of the product. As a result, the Board made the following recommendation:
The Department of Transport review the classification and safety marks for anhydrous ammonia to ensure that it is in a class and division consistent with the risks it poses to the public.
(R02-01, issued in 2002)
Transport Canada responded that the full information system, which includes "ANHYDROUS AMMONIA" and "Inhalation Hazard" stencilled on both sides of the car and the placard used, effectively provides information to responders.
At the time of the Britt derailment, anhydrous ammonia was classified in Canada as a "corrosive gas," Class 2.4 (9.2), UN 1005. Subsequently, Transport Canada proposed changing its classification to a Class 2.2, Compressed Gas, with a subsidiary classification of Class 8 (corrosive). This change was made. In section 2.14(b) of the Transportation of Dangerous Goods Regulations, Class 2.2 is described as "Non-flammable and Non-toxic Gases." Class 2.2 gases require a green placard, while classes 2.3, 6, and 8 require the white background used for toxic and corrosive products.
On 02 February 2001, CPR train 966-02 derailed five tank cars containing anhydrous ammonia at Mile 95.4 of the Red Deer Subdivision (Report R01E0009). Among the conclusions of the investigation were:
Having anhydrous ammonia classified differently in different jurisdictions increases the risk of misunderstandings and errors of perception by the first responders and general public when identifying the dangers of an accidental release.
The new Transport Canada Dangerous Goods classification system increases the risks of adverse consequences from anhydrous ammonia leaks as anhydrous ammonia is classified in a class and division that does not clearly identify the dangers posed by that product.
At the time of the derailment, anhydrous ammonia was classified as class 2.2 non-flammable compressed gas. Its presence was indicated by a green diamond-shaped placard showing a compressed gas cylinder. In addition, the cars carrying anhydrous ammonia had "Inhalation Hazard" stencilled on them.
After the derailment, the conductor encountered anhydrous ammonia fumes while walking back to inspect the train. He immediately returned to the lead locomotive, was taken to hospital, and later released with no injuries. The locomotive engineer and trainee were also taken to hospital, placed under observation, and subsequently released without injuries.
Twenty-eight residents from nearby Springbrook Trailer Park were evacuated as a precautionary measure. The evacuees were allowed to return to their homes approximately nine hours after the initial evacuation. There were no adverse affects or injuries to the residents as a result of the product release or the evacuation.
Particulars of the Track
The point of derailment (POD) was determined to be the south joint of a 36 foot, 115 pound closure or buffer rail5 located in the east rail at Mile 86.9. Approximately 500 to 600 feet of track was damaged in the derailment. The track in the area of the derailment is tangent on a northward descending grade of -0.1 per cent. The track structure was 115-pound continuous welded rail (CWR) manufactured by Algoma in 1984. Rail was fully box-anchored on every tie for 200 feet from the joint, and box-anchored on every other tie beyond that point. The track subgrade was in good condition. The track shoulder was 18 to 24 inches wide and all cribs were full.
There was no record of when the closure rail was installed; however, the condition of the rail, i.e., the presence of battered rail ends at joints, indicated that it had been in place for some time. There were multiple rail fragments found at the POD. All of the rail breaks had occurred in the 115-pound closure rail. Two broken joint bars, as well as 29 pieces of the buffer rail, which had an approximate overall length of 94 inches, were recovered and sent to CP's Test Department in Winnipeg for failure analysis. The breaks were all catastrophic, and impact facets were observed on several sections of rail head, which were consistent with the train's direction of travel. Post-derailment inspection found three other broken rails on the east rail at Miles 70.4, 81.4, and 89.2. Each break was a clean, fresh, brittle fracture oriented along a transverse plane. Each originated from a pre-existing defect located on the bottom surface of the gauge side of the base.
The last rail flaw detector car inspection was conducted between Mile 67.3 and Mile 95.6 on 13 February 2004, with no defects found. The last Track Evaluation Car test was conducted on 04 November 2003, with two priority alignment defects identified at Mile 86.8 and at Mile 87.1 on either side of the POD. No defects were identified at the POD.
The last track inspection was conducted by the track maintenance supervisor on Wednesday 03 March 2004 with no anomalies noted. Post derailment examination led to a number of observations indicating that the POD joint and the adjacent rail had been unrestrained and moving freely under traffic before the derailment. That is,
- track spikes for approximately 30 to 35 feet in advance of the POD were standing high, and there was evidence of ice build-up between the rail seats of the tie plates and the base of the rail;
- in some spots, the rail base was sitting on top of spike heads that were not raised;
- some of the tie plates under the joint had been ejected to the field side of the track; and
- the field-side shoulder of the first tie plate south of the joint was broken off approximately ¾ inch east of the rail base.
A review of reports on track inspections conducted in the general vicinity of the POD over several months before the derailment, revealed poor rail and joint support. That is, there were
- a high number of broken, loose, and missing track bolts;
- broken tie plates; and
- cracked and broken joint bars.
Two joints were involved in the derailment: a compromise joint at the south end of the 36-foot buffer rail and a standard joint at the north end. Both rail ends in the north joint were battered and flattened. Maximum batter recorded was 5/32 inch near the middle of the joint, running out to zero approximately 11 inches in either direction. The north joint bars were manufactured by Algoma in the mid-seventies. Both bars failed at their approximate middles. The fracture surfaces of both bars showed pre-existing fatigue cracks extending from surface anomalies (corrosion pitting) on the joint bars' fishing surfaces6. The fatigue cracks were dark in colour. Those in the gauge bars measured 3/8 inch deep by ¾ inch wide. Those in the field bars measured ½ inch deep by 1 inch wide. In each case, when the fatigue cracks reached a critical size, they acted as macroscopic stress raisers that facilitated the nucleation of brittle fractures from the tip of the fatigue cracks and propagated downward through the remainder of the joint bars' cross-section.
The compromise bars on the south joint were used to compensate for the 3/16th inch difference in vertical head wear between the south end of the buffer rail and the adjoining rail. Both rail ends in the south joint were battered and flattened. Maximum batter was ¼ inch near the middle of the joint, running out to zero approximately 9½ inches in either direction. In addition, there was a ¾ inch gap between the rail ends. Both bars failed at their approximate middles. They had been manufactured by Portec in January 2003. The fracture surfaces of both bars showed fatigue cracks extending from the top fishing surfaces. The fatigue cracks were dark in colour. Those in the gauge bars measured ¾ inch deep by 1 inch wide and those in the field bars measured ¾ inch deep by 1½ inch wide. The remainder of the field-side bar cross-section failed downward in a brittle mode from the extremity of the fatigue cracks. The gauge side bar exhibited another fatigue crack extending upward from its bottom fishing surface. This fatigue crack measured ¾ inch deep by 1 inch wide and appeared to be more recent than the one extending from the top. The fatigue crack located at the bottom of the joint bar resulted in the nucleation of a secondary brittle fracture that propagated upward. This was the primary crack that caused the bar's failure. The dark colouring of the fatigue defects in the four joint bars indicated that they had been present for some time.
Chemical, hardness, macroscopic, and metallographic analyses conducted on the buffer rail and on the gauge-side joint bar revealed that both met specifications.
Even in CWR, rail joints are a common track feature and a necessary track discontinuity. Joints occur in switches, at track circuit limits, and where defective sections of rail have been cut out and replaced with pieces of matching rail called plugs. Joint bars, also known as angle bars, are fastenings designed to join the abutting ends of rails. A joint bar is fitted on each side of the rail ends to be joined. The assembly is fastened together, through the web of the rails to be joined, with four or six bolts, depending on the rail weight.
Joint bars are designed to provide strength and stiffness, and to keep both rail ends in line vertically and horizontally. As the moment of inertia7 of a pair of joint bars is only about one-third the value for the corresponding rail, the stiffness in rail joints is well below that of the corresponding rail. Therefore, even when the joint bars are attached tightly to the rails, the resulting joint is still a weak spot in the track structure. As a result, joints require a high level of maintenance. Due to their vulnerability and the cost of maintenance, railways constantly try to eliminate unnecessary joints with CWR and with thermite and flash butt welding.
Railway standard practice circulars dictate that maintenance personnel pay special attention to rail joints. Transport Canada Safety Inspectors also focus attention on joints. Ideally, joints must be firmly supported on sound ties on well-tamped, free-draining, clean ballast. In addition, they must be fully bolted (if timely thermite welding is not planned) and tightened to the recommended torque. If joints are not properly maintained, wheel impact forces will quickly lead to increased vertical rail deflections, causing loosening and deterioration of the joint assembly; rail head batter; and degradation of the ties, ballast, and subgrade under the joint.
When poorly maintained, joint bars and/or bolt holes drilled in the web of the rail are prone to developing fatigue cracks. Undetected and uncorrected, these cracks can eventually lead to failure and may cause a derailment. Although not specifically designed to do so, signal systems will provide limited protection from these types of defects. Track circuits may not show a problem until the rail or joint bars completely break apart and separate. If the rail breaks out within a joint and the joint bars remain intact, or if the rail break occurs on a tie plate, a track circuit continuity may not be disrupted. There is no protection from these types of defects on non-signalled track like the Red Deer Subdivision.
There was a derailment on 02 February 2001 (Occurrence R01E0009) on the Red Deer Subdivision at Mile 95.6 that involved the release of anhydrous ammonia, in which the condition of rail joints contributed to the accident. In addition, the United States National Transportation Safety Board (NTSB) investigated the 18 January 2002 CPR derailment near Minot, North Dakota, which resulted in the release of 240 000 gallons of anhydrous ammonia that caused an extensive evacuation, at least one death, and many serious injuries. In all three occurrences, inspection procedures before the accidents did not detect cracking in the joint bars and rails, allowing them to grow to a critical size that resulted in rail and/or joint bar failure.
The most common method of inspecting joint bars is visually from a moving hi-rail vehicle. While this type of inspection may find an obviously fractured, separated joint, small joint bar fatigue cracks are impossible to see. To adequately visually check joint bars, an inspector must conduct a visual, on-the-ground inspection.
A secondary benefit of an on-the-ground inspection is that the inspector can assess the rail joint gap and look for evidence of bent or loose bolts. Because of the time required to conduct a visual, on-the-ground inspection, they are considered impractical and are not routinely performed.
Although rail bound or hi-rail ultrasonic/induction testing is effective in testing rails, there is no known production method for field testing joint bars. Joint bars can be ultrasonically tested manually with a hand-held transducer. Although CPR had previously used this method, over time it was discontinued. Joint bars can also be tested using magnetic particle or dye penetration methods. However, railways consider both of these tests impractical because of the time, labour, and expense required.
A joint bar inspection system is currently under development and testing that will enable detection of cracked joint bars at speeds up to 50 mph. The system, a joint project with a railway engineering technology developer, the U.S. Federal Railroad Administration, and the Union Pacific and Canadian Pacific railways, is expected to be available in the near future.
Condition of Locomotive and Rolling Stock Wheels
Examination of the wheels on the first three units of the train was conducted at Red Deer. Impact damage was found on a number of the wheel treads on the east side of the locomotive consist. Wheels R1, R2, and R3 on the lead unit (CP8605), wheels L4 and L6 on the second unit (CP5927), and wheel L5 on the third unit (CP8621) all exhibited impact marks on the wheel treads indicating contact with a rail end. There were no corresponding marks on the wheels on the west side of the locomotive consist.
The train passed the last Hot Box and Dragging Equipment Detector at Mile 80.4 of the Red Deer Subdivision, 5.6 miles before the POD with no alarms or anomalies noted. Southward train 264 03 was the last train through the derailment area before the accident. Inspection of this train revealed a heavily shelled wheel on loaded tank car DOWX 70730. This wheel was on the east side of the train as it traversed the Red Deer Subdivision.
The wheel set was measured to determine if it was out of round and to determine the overall location and size of the damaged area. The wheel tread was determined to be 0.015 inch out of round over approximately 12 inches of wheel tread. TSB's gauging of the wheel tread defects (in CP's Winnipeg Test Department) determined two shelled areas measuring 1 inch and 1c inches circumferentially, 13 inches and 12 inches wide, respectively, 1 inch from the flange throat and 12 inches from the outboard rim face over a length of about 52 inches. The shells individually did not accommodate a 1-inch diameter template and were, therefore, not condemnable according to the AAR Field Manual of Interchange rules, Rule 41 A (1) (i), page 269. Two adjoining flat spots each measuring 12 inch in length did make the wheel condemnable as a slid flat wheel under AAR Field Manual of Interchange Rule 41 Handling Line Responsibility 1 (b), page 280. Under Transport Canada's Freight Car Safety Rules the minimum safety standard for a shell is 1¼ inches wide and 1½ inches long, which is less restrictive than the AAR limit.
The TSB Engineering Branch has done a number of analyses of shelled wheels with damage similar to the heavily shelled wheel on loaded tank car DOWX 70730. For example, TSB performed an analysis of a failed locomotive wheel after an Ontario Northland Railway Passenger train derailed at Mile 4.0 of the CN Bala Subdivision in February 2001 (Report LP 010/01). One of the conclusions stated, in part: "The size limits of shells currently allowed by the various regulatory bodies may not be a reliable indicator of the large sub-surface cracks which can develop from shells on class 'C' wheels."
The last recorded Wheel Impact Load Detector data available for DOWX70730 on Canadian National (dated 23 January 2004), indicated a maximum of 84 kips8. The Association of American Railroads, Rule 41 of the A.A.R. Interchange Rules, established the condemnable limit at 90 kips.
Effective 01 July 2005, the AAR modified Rule 41 (Change No. 05-1) making it condemnable when a car is on a repair track for any reason and an impact has been detected by a wheel load impact detector between 80 kips and 90 kips for a single wheel.
There was no information to suggest that the cross-level variation, train handling, or train marshalling contributed to this derailment. The analysis will focus on track conditions, joint inspections, wheel impact, and the safety markings used in the transportation of anhydrous ammonia.
Track Conditions
The investigation determined that the derailment resulted from the failure of the compromise joint bars located in the east rail, at the south end of a 36 foot closure rail. The poorly supported and unrestrained joint and adjacent rails had been experiencing vertical deflection. This led to the development of micro-cracks from irregularities (i.e., corrosion pitting) on the fishing surfaces. Continued exposure to in-service cyclic loading led to the formation and growth of fatigue cracks that acted as macroscopic stress raisers. Brittle fractures initiated from the fatigue cracks when a single (impact) load exceeded the reduced strength of the bars' remaining cross-section.
Inspection of Joints
The history of broken and loose bolts, broken tie plates, and cracked and broken joint bars across the subdivision indicates that there is a risk of similar derailments. Although regular inspection by track forces in the months leading up to the derailment noted these conditions in the general vicinity of the POD, no corrective action was taken. Although rail joints are a well-known vulnerability within track structure, the joints involved in this derailment were inadequately inspected and maintained.
Inspections of rail joints using current rail defect detection equipment or geometry cars are unable to identify joint bar defects. Joint bars can be ultrasonically tested manually with a hand held transducer; however, the absence of a production method to test for internal defects increases the risk of latent internal defects growing to critical size, thus leading to joint bar failure and derailment.
Although new methods of testing joint bars are under development, the most effective way to avoid problems with joints is to eliminate them or to ensure that they are properly installed and continuously maintained.
Wheel Impact
Although the impacts recorded for tank car DOWX 70730 were below the AAR threshold, lower temperatures at the time of the derailment reduced the impact resistance of the rail steel. Given that the defective wheel was on the last train to have operated over the derailment location and given the reduced impact resistance of the rail, it is likely that impacts from this defective wheel contributed to the failure of the compromise joint bars and of three other broken rails that were found in the general vicinity of the POD.
The provisions of AAR Interchange Rule 41 A (1) (i) may be inadequate for defining a condemnable wheel due to shelled tread. Although individual shells less than one inch in diameter are not condemnable, adjoining shells of similar size act as one shell, increasing the risk of broken rails.
Safety Markings of Anhydrous Ammonia
When the conductor approached the derailed cars he was exposed to anhydrous ammonia and felt its effects before getting sufficiently close to observe the placards or the stencilling on the car. As referenced in this report, a recommendation and conclusions from previous TSB investigations involving the release of anhydrous ammonia remain relevant. Train accidents involving the release of anhydrous ammonia leading to serious injury and death continue to happen both in Canada and the United States (Minot, North Dakota, NTSB report RAR-04-01). The primary classification of this toxic and corrosive chemical as a compressed gas, with its commensurate green placard depicting a compressed gas cylinder, continue to be insufficient to represent the dangers posed by this product, particularly to first responders.
Findings as to Causes and Contributing Factors
- The train derailed as it passed over a rail joint that had broken and separated.
- The joint bars were weakened by fatigue defects due to the poorly supported and unsecured condition of the joint and adjacent rails.
- Impact loading from a defective wheel with shells and flat spots on the previous train over the derailment site likely contributed to the failure of the joint bars at Mile 86.9 and of three additional rail breaks near the point of derailment.
- Although regular inspection by track forces in the months leading up to the derailment noted a high number of broken and loose track bolts, broken tie plates, and cracked and broken joint bars in the general vicinity of the POD, action was not taken to correct these conditions.
Findings as to Risks
- Although ultrasonic/induction testing is effective in testing rails, the absence of a similar production method to test for internal defects in joint bars increases the risk of latent internal defects growing to critical size, leading to joint bar failure and derailment.
- The high number of broken and loose bolts, broken tie plates, and cracked and broken joint bars across the subdivision indicates that there is a risk of similar derailments.
- The provisions of AAR Interchange Rule 41 A (1) (i) may be inadequate for defining a condemnable wheel due to shelled tread. Although individual shells less than one inch in diameter are not condemnable, adjoining shells of similar size act as one shell increasing the risk of broken rails.
- The primary classification of this toxic and corrosive chemical (anhydrous ammonia) as a compressed gas, with its commensurate green placard depicting a compressed gas cylinder, continue to be insufficient to represent the dangers posed by this product, particularly to first responders.
Safety Action Taken
Subsequent to the derailment, Transport Canada visited the Red Deer Subdivision and found that the area in question had a number of joints in poor condition and poor ties that resulted in surface/cross-level deviations. Transport Canada indicates that CPR has since made changes to improve track conditions on this subdivision. In 2004, CPR increased track patrols on this section of track, significantly increased joint inspections (now conducted monthly), and performed joint elimination and surfacing. In 2005, CPR continued improvements with more joint elimination and surfacing and with the installation of joint ties in the area.
Planned revisions to the Transportation of Dangerous Goods Regulations contain the following items, with examples shown in Figure 1:
- The classification of anhydrous ammonia is to be changed to class 2.3.
- When UN1004, ANHYDROUS AMMONIA, is contained in a large means of containment, the large means of containment must have displayed on it one of the following placards:
- until 15 August 2006 the placard to be displayed can be either the placard for class 2.2, for class 2.3, or for UN 1005;
- after 15 August 2006 the placard to be displayed can be either the placard for class 2.3 or for UN1005.
Class 2.2, Non-flammable and Non-toxic Gases
Class 2.3, Toxic Gases
Label and Placard
Black or White: Symbol, number and line 5 mm inside the edge for a label and 12.5 mm inside the edge for a placard
Green: Background
The symbol is a gas cylinder.
Label and Placard
Black: Symbol, number and line 5 mm inside the edge for a label and 12.5 mm inside the edge for a placard
White: Background
The symbol is a skull and crossbones.
Class 2.3, Toxic Gases
Optional Label and Placard for UN1005, Anhydrous Ammonia
White background
The symbol is a gas cylinder.
Figure 1: Examples of labelling for the transportation of dangerous goods
CPR indicates that since this accident the following safety actions have been taken:
- All joint bars on this section of track were closely inspected on 27 February 2004 and replacement of all defective joint bars was completed on 05 March 2004.
- Track maintenance supervision was reorganized to ensure improved track inspection and timely corrective action.
- A new wheel impact detector was commissioned on 30 November 2004 at Mile 22.7 on the Red Deer Subdivision.
This report concludes the Transportation Safety Board's investigation into this occurrence. Consequently, the Board authorized the release of this report on 25 October 2005.
- Date modified:


text:
Every startup business story is different,
but here are 35 typical success factors that we believe in:
After we invest, we really get to work. This is partly to get to know our portfolio companies well, but mainly to add value.
And because we can, of course. Between us, we have founded or co-founded well over 20 startups and have invested in and advised many more. Our joint upstart experience cover digital media and entertainment, TV and data broadcasting, mobile, interactive, SaaS, big data, IT consulting, metadata, digital data, property, finance and more.
Our roles in these ventures have covered everything from idea-generation and story-telling to product development, strategic planning, market analysis, partnership building, data monetization, direct-selling, managing and scaling BD and sales teams, sales and marketing, recruitment, legal, finance, trade sale, IPO and more.
And one more thing: We have great networks in international IT, lifestyle businesses and corporate finance.
And our preferred point of exit is when it has proven it – really.
The difference is implementation of go-to-market strategies, which is our home ground. We have done full or partial exits many times before: mergers, acquisitions, asset sales, strategic company sales, joint ventures, management buy-outs, IPO, earn-outs, reverse takeovers, etc. We are therefore familiar with the terms and the processes, and we know the partners who can help.
Through our presence in California, we can help Nordic startups enter a market where valuations are greater and growth potential is exceptional.


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"Are ye ready, mates?"
I can't hear you! If nautical nonsense be something you wish… then our Build-A-Boat activity will "knock the barnacles off yer team!" In this exhilarating activity team captains and first mates will eventually take to the high seas as they compete with other crews in this rickety rafting regatta.
Teams are challenged to create a seaworthy craft from a set of raw materials. Each vessel must support 2 crew members as they navigate around a set of buoys that outline the charted racecourse.
The colorful climax of this aquatic competition requires captains and crews to present their boats for a critical inspection at water's edge. Once the race order is determined each vessel will take to the sea. The spectators are the real winners, as they watch their peers sink, swim and paddle like a rabid octopus racing for the Corporate Cup!
Team Building Effects
- Stimulates creative engineering
- Encourages strategic planning
- Emphasizes team brainstorming
- Offers an amusing competition
- Simulates timelines
- Practices working with limited resources
- Specifies resource management
- Emphasizes meeting product specification
- Simulates marketing the final product
- Enhances team leadership
- Delineates roles & responsibilities
- Builds team spirit
- Establishes team anchors


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hello everyone today this post is not to help you but to ask for support from you.Do you know 100's developers work hard for your device to make it perfect or you can get bet out of the hardware they support you even after company discontinues service for that particular device.
But for all of the development they have to spend money from their pockets even to publish there content on the internet so that you easily find it and use it. All this they do to earn love from you not to earn money.
So why not to help them by providing Free domain,Free hosting,Free google play development consoles.
Providing all this by individual is not easy or we say impossible but together we can do it even if 1,000 people each will donate even Rs10 we can support whole community of developer for a particular device So why not to do it if we easily can provide them by all of the resources which at end will ease our life If we can we will.
Donation of even rs 10 can make a big change so please support by donating different developers communities below
Support all developers{coming soon}
(donation done to this page will be divided among all kind of developers {10% each section})
Support Coolpad Developers(rs450/na so far)
(donation done to this page will be divided among all kind of development resources for coolpad devices click on the above link to donate or to know where it will be used)
Want to add support page for a particular device contact us on :-
Whatsapp- +918437207767


text:
Vision, Ethos and Values
Riverside Bridge is an inclusive school where every child is valued and supported to achieve as full and independent life as possible.
Inclusion is about entitlement, access and equality of opportunity. Every student has a right to expect a broad and balanced relevant education alongside his or her peer group and within their local community. We will be open to children from all religions and will practice tolerance of all faiths and beliefs in the multi-cultural community we serve.
Riverside Bridge aims to enable every student to realise his or her full potential and make a positive contribution to society by:
- valuing every student as an individual
- a commitment to inclusion, entitlement, access and equality of opportunity
- promoting an environment which is disciplined, caring and safe
- efficient management of resources
- co-operation between the school, the parents/carers and all other contributors to the education of our students
At Riverside Bridge we will:
- raise the level of pupil achievement by ensuring pupils are supported in achieving their best through the application of effective pedagogy and learning
- create a school and service ethos firmly based on mutual trust; respect and tolerance of difference; and caring and thoughtful attitudes
- prepare pupils for happy and fulfilled lives beyond school by providing for their individual learning, physical, social and emotional needs through differentiated pedagogies
- provide a broad, balanced, relevant curriculum within an inspiring, secure, positive and supportive environment and in the wider community
- provide staff with a clear expectation of outstanding teaching and agreed criteria for monitoring teaching and learning
- promote a calm working environment which facilitates the development of a positive work ethic and social skills
- value all pupils, irrespective of ability, race, gender, age or achievement
- encourage pupils' self-esteem by recognizing, praising and rewarding positive achievements.
We want our learners to feel good about themselves and to aspire to achieve their own individual goals and targets.
We want them to feel safe and secure and valued within their community.
Anna Hope
Head of School


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Cloud Imperium Games (CIG), the developer behind Star Citizen and Squadron 42, is being sued by Crytek for an alleged breach of contract and copyright infringement.
In its lawsuit, Crytek claims to have licensed CryEngine at a below-market rate, in an agreement that would have put its trademarks and branding at prominent display across Star Citizen. Crytek alleges that CIG began removing its trademarks and branding form Star Citizen around September of 2016, and attempted to minimize CryEngine's prominence by stating that Star Citizen was built on top of "Star Engine." This was only made worse when CIG switched from CryEngine to Amazon's Lumberyard earlier this year, entirely removing the CryEngine branding, which Crytek claims puts CIG in breach of contract.
Crytek also states that it licensed its engine to the developer for one game – Star Citizen – but alleges that CIG appears to be creating two games – Star Citizen and Squadron 42, the latter being a single-player game being sold separately. Crytek claims to have notified CIG of this contractual violation in February 2016, and alleges that CIG ignored its concerns and began selling Squadron 42 as a standalone game shortly thereafter.
The decision to switch from CryEngine to Amazon's Lumberyard itself is also an infringement on its agreement with CIG, according to Crytek. As per the agreement, Crytek claims that CIG agreed to exclusively use CryEngine for the development of Star Citizen. It must be noted, however, that Amazon's Lumberyard is also based on CryEngine, licensed from Crytek.
Read more about it here
Raid wrote:I find it amusing that I technically bought in to Star Citizen when I chose one of its bundles as part of a GPU free games promotion. The funny thing is that it wasn't even my current GPU. I suspect that by the time they stop adding stuff to the game and actually release it, this card will be inadequate to run it too.
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text:
Dream On
Click HERE to read the Script, look at the Score and listen to the Songs
Dream On
by Malcolm Sircom
Pricing & Order Info.
"Great script and memorable music."
St Georges School, Switzerland
"Shakespeare made easy!"
Biggar Junior Theatre Workshop
Ideal Cast Size 50
Speaking Roles 23
Minimum Possible Cast Size 26
Duration (minutes)75
Celebrate 400 years of Shakespeare's creative legacy with our superb adaptation of "A Midsummer Night's Dream"
- Flexible Cast size to suit YOUR group numbers, from 26 actors upwards. See "Casting" tab below.
- Unlimited chorus parts.
- Easy to stage with simple scenery - adaptable.
- CD of Backing Tracks.
- CD of Vocal Tracks. For those of you who prefer a live pianoforte accompaniment, we now have available a superb BRAND NEW Performance Score which encompasses ALL Songs, Link Music, Cues and Chord Symbols. (Grade 8 standard).
- Easily constructed and manageable props.
- Age range: Key Stage 2 Production (9-11 years).
- Duration: One hour 15 minutes.
NEW! Instant Scenery with our digital backdrops
A different backdrop for EVERY scene change
Supplied in both a PowerPoint presentation and as individual JPG files.
No more Scenery Painting!
Download for FREE now! Click HERE!
Takes the fear out of Shakespeare
Song Samples
Update Required To play the media you will need to either update your browser to a recent version or update your Flash plugin.


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Shashi Naidoo is a South African actress and a Television anchor who was born on November 7, 1980. She is very famous for her hot shoot videos and spicy poses.
This health conscious young lady attracts many online users into her twitter and facebook accounts. However, the reality of the accounts present on the Internet cannot be verified, many fans follow these accounts on her name.
Here is Shashi Naidoo's facebook account link: facebook.com/shashi.naidoo
Shashi Naidoo's twitter account: twitter.com/SHASHINAIDOO
To visit more of her gallery: Shashi Naidoo Wallpapers
View video shoot of Shashi Naidoo video:
Shashi Naidoo dated reality TV contestant Ismail Hendricks, who appeared on the show The Apprentice South Africa in 2005 and married Mark Sandler in December 2009.


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Each week KaiserCraft reveals a new sketch that will help you create a beautiful layout and the best part is you enter it in their monthly sketch challenge. You could win some of Kaiser's yummy goodies and get some great layouts created at the same time.
Here is my take on one of this month's sketches.
All of my flowers are handmade ...something I love to do. They are so easy but add so much.
I'm not sure what my addiction is to banners and tickets, but I adore them. So I was thrilled to see the banner that is included in the Fine and Sunny stamp set from Kaisercraft.
I hope you'll go check out Kaiser's sketches that are revealed every Saturday. Click Here to go to Kaiser's Blog


text:
These guys from Dallas, Texas have that Stooges/Ramones/1960s-garage amalgam vibe down solid. Not bad at all. There are flourishes of the Byrds' jangle popping up here and there, too, as on "Someday."
Several of the tunes do have a sameness to them that made them fade into one another. I liked the ones that stood out from the pack a lot better. Funny enough, I had never heard of these fellas before this album, actually their fourth release, though they've been around since 1997.
The catchy "Something For Yourself," with that Stooges drive, sounds like it's seasoned with some primo New York Dolls and wouldn't have sounded out of place on the first couple of Ramones albums. It has that whole N.Y. proto-punk 1970s vibe, served with tasty, gritty guitar work from Matt Mayo — who just hammers on throughout. "You Really Move Me" could have been a single, because it's so damn catchy. The same hard pile-driving Stooges vibe prevails on this tune. Now that is what I call rock 'n' roll, in the best sense of the term Go, man, go!
The maraca shakin,' pulse generatin' "Boilermaker" revs things up on a Them groove, with Tim Stile's blues harmonica driving it home. "Nighttime" is an all-nighter drive-late-at-night-in-your-car song that would do Iggy Pop proud these days.
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Steve Elliott
Latest posts by Steve Elliott (see all)
- Tony De Meur, of the Fabulous Poodles: Something Else! Interview - July 5, 2018
- The Fabulous Poodles – Mirror Stars: The Complete Pye Recordings (2018) - June 29, 2018
- Golden Dawn Arkestra – Children of the Sun (2018) - June 2, 2018


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Pope Benedict XVI on February 27, 2013 in Vatican City. (Photo by Franco Origlia/Getty Images)
BOSTON (CBS) – Pope Benedict XVI gave his final general audience today, waving to the cheering crowds as he made one last lap around St. Peter's Square in the popemobile. Ray Flynn, former U.S. Ambassador to the Vatican, joins Dan in studio to talk about this nearly unprecedented process. Tune in to hear who Flynn thinks has the inside track to be the next pope, and what the future of the church could look like.


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Glass Onion
|"Glass Onion"
|Song by the Beatles
|from the album The Beatles
|Northern Songs
|22 November 1968
|11 September 1968
|Psychedelic rock[1]
|George Martin
"Glass Onion" is a song by the Beatles from their 1968 double-album The Beatles (also known as the "White Album") primarily written by John Lennon and credited to Lennon–McCartney. This is the first track on the album to feature Ringo Starr on drums. Starr briefly left the group during recording sessions for the album and was replaced on drums by Paul McCartney on both "Back in the U.S.S.R." and "Dear Prudence".
The song refers to several earlier Beatles songs, including "There's a Place", "Strawberry Fields Forever", "I Am the Walrus", "Lady Madonna", "The Fool on the Hill", and "Fixing a Hole". The song also refers to the "Cast Iron Shore", a coastal area of south Liverpool known to local people as "The Cazzy".[2]
The song's "the Walrus was Paul" lyric is both a reference to "I Am the Walrus" and Lennon saying "something nice to Paul" in response to changes in their relationship at that time.[3] Later, the line was interpreted as a "clue" in the "Paul is dead" urban legend that alleged McCartney died in 1966 during the recording of Sgt. Pepper's Lonely Hearts Club Band and was replaced by a look-alike and sound-alike. The line is preceded with "Well, here's another clue for you all".
Lennon himself dismissed any deep meaning to the mysterious lyrics:
I threw the line in—"the Walrus was Paul"—just to confuse everybody a bit more. It could have been "The fox terrier is Paul." I mean, it's just a bit of poetry. I was having a laugh because there'd been so much gobbledygook about Pepper—play it backwards and you stand on your head and all that.[4]
Cover versions[edit]
When Mojo released The White Album Recovered in 2008, part of a continuing series of CDs of Beatles albums covered track-by-track by modern artists, "Glass Onion" was covered by Big Linda.[5]
- John Lennon – double-tracked vocals, acoustic guitar
- Paul McCartney – bass guitar, piano, recorder, vocals
- George Harrison – lead guitar
- Ringo Starr – drums, tambourine
- George Martin – string arrangement including:
- Personnel per Ian MacDonald[6]
- ^ Jim DeRogatis, Greg Kot. The Beatles vs. The Rolling Stones: Sound Opinions on the Great Rock 'n' Roll Rivalry. p. 79.
- ^ allertonOak 2009.
- ^ Wenner 2000, p. 87.
- ^ The Beatles 2000, p. 306.
- ^ "The White Album Recovered 1 – Track Listing – Mojo Cover CDs – The Definitive List". Archived from the original on 2 February 2014.
- ^ MacDonald 2005, pp. 311–14.
- The Beatles (2000). Anthology.
- MacDonald, Ian (2005). Revolution in the Head: The Beatles' Records and the Sixties (2nd revised ed.). London: Pimlico (Rand). ISBN 1-84413-828-3.
- Wenner, Jann S (2000). Lennon Remembers (full interview from Lennon's 1970 interview in Rolling Stone magazine). London: Verso. ISBN 1-85984-600-9.
- "South Liverpool: Toxteth, Wavertree, Aigburth and Garston". allertonOak. 2009. Archived from the original on 20 October 2008. Retrieved 20 May 2009.
External links[edit]
- Quotations related to The Beatles (album) at Wikiquote


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Anyone with a child under five will probably know all about this, from the CBeebees show Hey Duggee. And now the rest of us can marvel at the simple pleasures of STICK STICK STICK STICK STICK STICK STICK STICK STICKY STICKY STICK STICK.
Metal, Rock
You are here
Robert Schober's brilliant video for Mastodon is a horror B-movie pastiche, and an ode to anybody who's ever had a bad week at work.
Taking its inspiration from the main lyric and songtitle, Stuart Birchall's new clip for Welsh metal rockers Bullet For My Valentine is a powerful drama that deals with domestic violence.
The story sees an abusive partner and step-father destroying his family with his angry and violent outbursts, leading his mother and daughter to take matters into their own hands.
Wayne Adams, enthusiast of ear-bleeding electronic noisecore (or 'gabba') with Ladyscraper, has hung up his pneumatic drill for a while and picked up a guitar to play thrash metal with drummer Henri Grimes as Shitwife. And Wayne has also made this "pretty stupid" lofi animation for the track Golf GTI with his friend Oli Barratt.
It may be stupid, but in a good way...


text:
DONATION: Oriste Williams
JLS STAR Oriste Williams will put some of his prized possessions up for auction to raise money for a multiple sclerosis (MS) charity.
The singer, whose mother was diagnosed with MS when he was 12, has donated a hat he wore on ITV1's X Factor, the show that launched his mainstream music career, and his favourite Michael Jackson t-shirt at the MS Society auction on August 5.
He told The Sun: "I was only 12 when Mum was diagnosed with MS. I felt scared and alone because I never really knew what it was or how it would impact our lives"
"I was the oldest and soon became the man of the house and my mum's carer. I also had to take care of my two brothers and little sister who at the time were three.
"I grew up fast, but I had to get on with it, just like every one of the 175,000 young carers in the UK today," he said.
The teen heartthrob says he wishes to raise awareness and money for sufferers of MS, which affects the ability of their nerve cells in the brain and spinal cord to communicate with each other, because he knows firsthand what it is like growing up with someone who is living with the disease.
"I am auctioning off some of my prized possessions to help them continue their great work," he added.


text:
Popular Now
Popular Now
Popular Now
Popular Now
01803 865913
+44 1803 865913
Series: A New York State Museum Bulletin Volume: 492
Edited By: Ed Landing and Stephen R Westrop
92 pages, 29 line illus
Presents the most up-to-date views on fossil- and geochronology-based correlation of the Cambrian Period (543-c.487 million years ago). Contents of this bulletin include all of the proceedings of the Third International Field Conference of the Cambrian Subcommission, which was held in August 1997.
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text:
Delicious homemade pizza with a cannabis ghee based crust and topping… Who could ask for more? For other cool recipes (that work!) check out The Cannabis Cookbook: Over 35 Tasty Recipes for Meals, Munchies, and More
Estimated Time:
about 1 hour
Serves: Makes 2 Pizzas
- 3 1/2 cups all-purpose flour
- 1oz/28g yeast
- 1 tbsp granulated sugar
- 1 cup/8fl oz warm water
- 1 tsp salt
- 2 tbsp melted cannabis ghee
- 4-5 tbsp melted cannabis ghee
- 2 cups grated cheese
- 1-2 cans chopped tomatoes
- 1-2 tsp fresh oregano (or other spices and herbs)
- other optional toppings: mushrooms, pepperoni, peppers, etc.
- To make the dough add the flour, yeast, and sugar into a large bowl.
- Add water, and knead into dough. Cover with a cloth and leave in warm place to rise for 30 minutes.
- Add the salt and melted ghee to the dough and knead into a ball. Coat with flour.
- Saute the vegetable toppings in the cannabis ghee. (Don't over-do it!)
- Add tomatoes and oregano and allow to simmer until it has a sauce-like consistency.
- Roll dough into two circles.
- Add sauce, toppings and cheese.
- Bake for 10-15 minutes at 400°F
Yummy! Enjoy.


text:
Summer Wrap-Up and Mr. Graham Goes to Williamsburg
This past summer was a busy time in Morton Hall. More than a dozen students spent portions or all of the summer months working with faculty on collaborative research.
In August, Ben Bowyer and Naomi Levy left us for jobs at Santa Clara University and will be missed. Clay Clemens' canine friends were regularly in the building.
And on July 24, former Senator Bob Graham of Florida visited the government department and met with interested faculty and students over lunch to talk about Congress, American politics and the policy challenges confronting the nation.
Graham, a moderate Democrat, served as governor of Florida from 1981 to 1987 and he represented his state in the U.S. Senate from 1987 until his 2005 retirement. While in the Senate, among other accomplishments, Graham chaired the Select Committee on Intelligence.
During his lunch visit to the government department, Graham spoke with faculty and students about his new book, American Government: An Owners Manual, which is a practical guide to how ordinary citizens can influence the political process.


text:
Quick Reference
(b. 1945)
A California-born bhakti-yogin who lived in India and Nepal as a renunciant in the 1960s. On his return to the USA he mixed with other popularizers of Indian culture, such as Alan Ginsberg and Alan Watts. He has published a number of books and recordings, the latter a mixture of devotional kīrtana and pop rhythms, designed to appeal to a Western youth audience.
From: Bhagavan Das in A Dictionary of Hinduism »
Subjects: Hinduism.
Related content in Oxford Index
Reference entries
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text:
After her address, Spitemorta tied up her skinweler in its pouch and dropped it into her bag. She missed the awed multitudes beyond the balcony of her throne room at Castle Goll. "A little trollish supplication might be just the thing," she said as she picked up the Staff. She stepped into the hall, trotted downstairs and out into the glory of dandelions, wren chatter and bright sunshine. Bethan was on her knees, picking strawberries and didn't see her set the Staff in the air, mount it and lean forward to shoot away into the deep blue sky.
She didn't know exactly where Oilean Gairdin was beyond its being somewhere in the Jut of Niarg. But after some time, hurtling along the length of the Jut, she spied the remains of stone walls standing in a tumble of pink quartz rubble, surrounded by abandoned orchards and formal gardens on an island in the middle of Jutland Lake. "This has to be it," she said as she settled her feet into the knee-deep grass and sat on her hovering stick, looking about. Grackles scolded, mobbing something in the crown of an apple tree. She dismounted and waded through the grass toward the ruins, pausing at an arbor to eat grapes. She saw no sure signs of trolls at all, but there were getting to be paths tramped flat in the grass as she neared the rubble. A striped blue lizard as big around as a pitchfork handle, vanished into the cracks of a stone fence. She stood, looking all about from under her hand. Over near a wall she saw bones. "Ha!" She hurried up her wallow through the grass to find a collapsed bedroom, overflowing the window sills with bones. Outside the broken walls, she now saw a good score of stone circles for campfires, most of them with live coals, scattered randomly about a courtyard littered with gnawed pieces of animal carcass and barefoot prints in the ankle deep dust. Presently she was hearing deep rumbling snores coming from every hole and recess that might protect from rain.
"Oh yes," she said, stopping short. "I very nearly forgot. I'll have to change to Fnadiyaphn's throat. At least Fnadi-phnig-nyd and Dyr-jinyr-yy will know who I am as a human. It's still hard to swallow from the last time." She held the Heart to her throat. It began glowing at once. "Gaah-hoof!" she bellowed, jerking the Heart away. "Aah-hoof-aah-hoof!"
She could hear trolls mumbling and stirring as she stood there with pains shooting through her head, working her jaw. She began quietly peering into holes, wincing each time she bent over for a look. By the time she was wondering if she could bear any more bending over, she found Dyr-jinyr-yy sound asleep on his back not far away from a huge breasted sow, asleep against a wall under her snarled bush of fiery red hair, snoring away like a giant bullfrog with a grimy toddler in her arms. "Maybe I'm getting lucky," she thought as she tiptoed close to peer at the baby. "He actually looks like James, except he's a troll. Well we'll see." She went back to stand over Dyr-jinyr-yy. "Jy-oyf-ny-oyd-fif, Dyr- jinyr-yy," she rumbled as she gave him a sharp poke with the Staff. "Ni!"
"Jyrp-dyoy-dyn-yoy-oyr," said Spitemorta with a phosphorescent flicker in her eyes. "You'll live."
With a squeal, he pitched forward and flattened himself at her feet. "Fnadiyaphn!" he whimpered into the foul dirt. "Goddess come-give Veyfnaryr big-head-nod looky-look?"
"And you're going to show me," she said with a cherubic nod.
Dyr-jinyr-yy was on his feet at once, dashing over to Fnayooph to give her hair a good yank.
Fnayooph gave an explosive swing of her fist, barely missing Dyr-jinyr-yy, who sat backwards with a bounce in the dirt. She gasped in shock at the sudden sight of Spitemorta and grabbed up a club, giving it a furious fling right by her ear.
Spitemorta gave a crackling jab with the Staff, setting aglow a patch of earth in front of Fnayooph which immediately exploded, blinding everyone with dirt and making Veyfnaryr howl.
"Fnayooph!" cried Dyr-jinyr-yy. "She-be Goddess Fnadiyaphn! Fnadiyaphn play human queen."
Veyfnaryr wiggled out of her arms and stood up with his fists in his eyes, wailing at the top of his lungs. Fnayooph grabbed him into her lap and silenced him with a teat as she ground at her eyes with the heel of her other hand.
"Good job that you took care of my baby before you even tried to see," said Spitemorta, "otherwise, you would be dead right now. Does he bite?"
Fnayooph looked up with one confused eye, shook her head and held out Veyfnaryr for Spitemorta to take.
Spitemorta got a whiff of him and held up a pious hand. "I don't need to take him," she said. "I can see that he is getting the best of care." She pursed her lips as a look of awe flickered across her face. "My word!" she thought. "He simply glows with magical power."
She turned to Dyr-jinyr-yy. "I shall not keep you awake any longer," she said. "You all are doing quite well indeed. I'll simply be back from time to time to see how he's doing." And with that, she took to the air on her staff and vanished over the trees.
Well beyond Jutland lake, she landed and used the Heart to return her human throat and end her pounding headache. "My word!" she said as she climbed into the sky once more. "Nobody I've ever been around has that strong an aura..."
"See?" came a voice in her ear. "What did I try to tell you?"
"Shut up!" she screamed as she shook the Staff. "Shut up! Shut up Demonica!"
"Well I'm glad to see that you didn't completely lose control of the Staff this time, dear," came the voice again.
"Shut up!" she screamed. "Leave me alone!"
"Now just what kind of respect for the dead is that, Rouanez Bras?"
"Why can't you leave me alone?"
"Believe me," said the voice, "I most certainly would if it weren't for your endless need of guidance. But since you clearly resent even the slightest inclination which I might have to help..."
"All right!" cried Spitemorta. "If I let you help me, will you go away?"
"Very well, what do I need help with then, Grandmother?"
"Didn't I tell you that your troll baby was going to be more powerful than the great Razzmorten himself?"
"I don't remember."
"Of course not," said the voice. "I couldn't get you to hold off your demands to have him killed long enough to notice what I was saying, as I recall."
"And I can see that you're just as tedious to listen to as ever."
"Well let's try again, dear. Did you notice what I said this time?"
"Veyfnaryr. Razzmorten..."
"What? Being stronger? Get out of here, Demonica! I know very well what all that means."
"Do you then? What does all this mean? This should be good."
"Why go through telling you?" said Spitemorta. "You already have all the answers. But if you must, it means that even if the Elves do manage to raise some dangerously powerful wizard, your ugly little troll monster just might destroy him. Right?"
"Bravo!" cheered the voice with the sound of clapping. "But the 'ugly little troll monster' as you put it, is yours, dear."
"My monster? It was your turning me into Fnadiyaphn, Grandmother."
There did not seem to be an answer.
"Grandmother?" said Spitemorta, frantically looking all about. "Demonica? Damn you! Where'd you go? Hey Demonica!"
Ch. 12, The Reaper Witch, book five of Heart of the Staff:Complete Series


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Heat the butter and oil over medium heat in a heavy-bottomed medium saucepan. Add the onions and garlic and cook until translucent, 3 to 4 minutes. Add 2 cups bourbon and cook until completely reduced. Add the tomatoes and water, bring to a boil, and then simmer for 10 minutes. Add the remaining ingredients, excluding the salt, pepper, and steaks, and simmer for an additional 20 to 25 minutes, stirring occasionally. Transfer the mixture to a food processor and puree until smooth. Season with salt and pepper, to taste. Pour into a bowl and allow to cool slightly. Whisk in the remaining 2 tablespoons of bourbon.
Heat grill to high. Season steaks on both sides liberally with salt and pepper and rub some of the spice rub from the onions onto 1 side of the steaks. Place steaks on grill, spice rub side down, and grill until slightly charred and crusty, about 4 to 5 minutes. Brush the steaks with some of the Bourbon-BBQ baste and turn steaks over; reduce heat of the grill to medium-low and cook to medium-rare doneness, about 8 to 9 minutes longer. Brush with the Bourbon-BBQ baste every 2 minutes. Remove from the grill, brush with more of the baste, and let rest for 5 minutes before slicing into 1/4-inch thick slices.
Heat grill to high.
Whisk together all spices in a small bowl until combined. Brush onions with oil on both sides. Rub 1 side of each onion with some of the spice mixture and place rub side down on the grill. Grill until golden brown and a crust has formed. Turn the onions over and continue grilling until just cooked through. Serve with the steaks.
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The ever so bubbly, charming and gorgeous actress Niti Taylor gained popularity through her show...read more
The bold and beautiful Krishna Mukherjee who is currently popular by the name of Aliya in Yeh hai...read more
The handsome Kashmiri lad "Leenesh Mattoo" who is very well known for his role as Rudra Singh Oberoi in Star Plus drama Ishqbaaaz is not just a...read more
No clothes for me on a beach says Rohan Gandotra read more
It wouldn't be an exaggeration to state that travelling is the food for the soul. all and sundry love to travel. We are sure everyone would just...read more
Aditi Bhatia is one of the most cute and beautiful looking actresses from television. The young starlet started her career as a child artist and...read more
Actress Roshni Sahota is trying to make a strong place for herself in the TV industry by her hard work. Currently, the pretty lady is playing the...read more
My erotic food would be chocolate ice-cream: Sargun Mehta read more
Biswarup Bandyopadhyay talks about all things related to travel. read more
Hot and sexy Lopamudra Raut represented India in Miss United Continent 2016 and was crowned the second runner up. She was also the finalist in...read more
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text: Missouri businessman and founder of Learfield Communications, Clyde Lear, teamed up with NCF to maximize the impact of his business sale and send more to ministry, instead of taxes. The money went to Clyde's Giving Fund at NCF, which he and his wife, Sue, used to go online and support their favorite charities. NCF mailed the checks for Clyde and Sue, and they got to joyfully watch the impact their generosity had on so many.


text:
Partial Verdict Favors Brokers In Squawk Box Trial
The jury panel of six men and six women in the U.S. District Court for the Southern District of New York in Brooklyn found all but one of the seven defendants in the case not guilty on all...
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text: Place the eggs in a small saucepan, cover them with cold water by about 1/2 inch (1cm), place on a high heat and, as soon as they reach boiling point, reduce the heat to a gentle simmer for 3 minutes. While the eggs are simmering, toast the bread. Put the mackerel on a plate and microwave for 1 minute until piping hot. When the eggs have finished simmering remove them from the heat, drain and place in cold water for 1 minute. This should ensure they become cool enough to handle. Remove the eggs from the water, de-shell (gently as the yolks should still be quite soft) and place in a small bowl along with the rosemary, sea salt and black pepper. Using a fork, mash the eggs together with the herbs and seasoning then divide equally amongst the four slices of toast and spread gently. Flake the mackerel over the top of the eggs and garnish with a little more rosemary and freshly ground black pepper. Eat immediately. See more High energy recipes


text: Angelcare Established in 1997, Montreal–based Angelcare® is known for its one–of–a–kind patented Sensor Pad which detects your baby's slightest movements. The company's quality products incorporate this revolutionary technology to give parents and caregivers peace of mind via digital video, movement and sound monitors along with baby monitoring systems and bathing support systems. The baby monitors employ state–of–the–art technology including features such as high quality video transmission, night vision and seamless Smartphone integration so you can keep an eye on your little one right through your phone. Designed for your peace of mind, products include baby movement and sound monitors; touchscreen movement and sound monitors; digital video and sound baby monitors; comprehensive video, movement and sound baby monitor systems (a baby registry favorite), baby bath support systems; portable playards and more.


text:
The Saffire range
The Saffire range has been discontinued and replaced by the Scarlett and Clarett ranges.
The Scarlett series features six USB interfaces: Scarlett Solo, Scarlett 2i2, Scarlett 2i4, Scarlett 6i6, Scarlett 18i8 and Scarlett 18i20. Or, if you're interested in a preamp, check out the Scarlett OctoPre and Scarlett OctoPre Dynamic.


text:
To make a borax-free laundry detergent, mix grated bar soap with washing soda and baking soda. Store the mixture in an air-tight container.Continue Reading
Grab a clean air-tight jar or container to store the mixtures. Other necessary items include bar soap, washing soda and baking soda.
To make enough detergent to wash 42 to 62 loads, grate three 5 ounce bars of soap such as castile soap, Fels Naptha or Zote. Cut the bars into small pieces, and finely grate them into a powder using a food processor. Alternatively, use a box grater to grate each bar into small flakes.
Add an equal amount of both washing soda and baking soda, which performs the same function as borax. When making a large batch of detergent with three bars of soap, add 6 cups each washing soda and baking soda. When making a smaller batch, add 1 cup each for every 1 cup of grated soap.
Store the homemade mixture in the air-tight container. Add 2 to 3 tablespoons of homemade detergent for every load of laundry. Optionally, add essential oil such as lemon oil as a degreaser, or tea tree oil, which helps disinfect laundry.


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Job Openings
Avionics Tech - VIP large cabinDate Posted: 8/15/2018
Job Summary: The Avionics Technician is responsible for testing, installing, replacing or repairing electrical wiring and/or cable on aircraft.Essential Duties and Responsibilities:
A&P MechanicDate Posted: 8/15/2018
Job Summary: APA Services is seeking to hire several Senior A&P Mechanics for a long term opportunity in Greenville, SCEssential Duties and Responsibilities: Under minimal supervision perform a variety of air frame and powerplant service, modification and completion functions. Working on corporate aircraft doing Depot level maintenance, so must have a knowledge of the aircraft from nose to tail. Conduct operational checks on all aircraft systems such as landing gear, engine components, electrical components, control systems including APU operations.Will be performing scheduled/non scheduled maintenance and phase inspections. Candidate should have good solid corporate aircraft experience and an A&P License is required.Requirements:
A&P Mechanic (Service)Date Posted: 8/15/2018
Job Summary: 3+ years' maintenance experience on Corporate AircraftEssential Duties and Responsibilities: Operate, test, modify, troubleshoot, repair and inspect aircraft mechanical and propulsion systems on the aircraft. Operate a wide assortment of test equipment and tooling. Interpret technical manuals and engineering data to support tasks. Complete assigned tasks within the allocated man-hour budgets and on schedule while maintaining quality standards and performing the tasks within the guidelines of all safety and regulatory regulations and requirements.Requirements:
Bench Sheet MetalDate Posted: 8/15/2018
Job Summary: Must have 3-5 years of experience in bench sheetmetal fabrication.Essential Duties and Responsibilities: Candidates should have the knowledge to build all lengths of tubes using conventional methods and know about flaring, fittings…etc……Requirements: Thermwood router, tubing fabrication and assembly. Must be able to fabricate small aircraft parts/components such as doublers, brackets, etc.. Bending at Close Tolerances.Miscellaneous: Bring ToolsAbout Our Client: Our partner is a French aerospace company with proven dual expertise as a manufacturer of both military aircraft and business jets. They are a pioneer in the use of CATIA™, the 3D CAD / CAM system that has become a global standard. They are a creator of more than 100 prototypes in the last century, with over 10,000 aircraft delivered to 90 countries.
Upholster - ARDate Posted: 8/14/2018
Job Summary: Seeking Upholstery Fabricators with Seat experience fro assignment in Little RockEssential Duties and Responsibilities: Covering panels, headliners, side walls, seat sewing & surging carpet. Knowledgeable in different types of materials like leathers, suede, upholstery fabric, and sheepskin.Requirements: Hand Pattern developmentCutting Leather and FabricSewing (Double and single needle)Covering and/or applying UpholsteryAbout Our Client: Our partner is a French aerospace company with proven dual expertise as a manufacturer of both military aircraft and business jets. They are a pioneer in the use of CATIA™, the 3D CAD / CAM system that has become a global standard. They are a creator of more than 100 prototypes in the last century, with over 10,000 aircraft delivered to 90 countries.
Cabinet FinisherDate Posted: 8/13/2018
Job Summary: Perform cabinet finish work with excellent quality in a fast-paced environmentEssential Duties and Responsibilities: Experience in removing, repairing/refurbishing, and re-installing various interior componentsInstallation experience to include: seat tracks, custom cabinetry, overhead bins, galleys, side panels, and bulkheadsRequirements: 3-5 years of experience in interior installationExperience on corporate aircraft (such as Gulfstream or Falcons)Miscellaneous: bout the Opportunity: Beautiful, high tech climate controlled facilitiesHigh-End Corporate CustomersLong-Term Contract / Job StabilityContractor Benefits AvailableAbout Our Client:
InspectorDate Posted: 8/13/2018
Job Summary: This role is responsible for researching aircraft records for compliance with airworthiness requirements and doing floor inspection on all King Air and/or Dash-8 aircraft.Essential Duties and Responsibilities: Research aircraft records for compliance with airworthiness requirements.Review Work Orders for completeness and make aircraft maintenance record entries for repairs and alterations performed by the Repair Station.Maintain the Repair Station library for Maintenance Manuals, Service Bulletins, Airworthiness Directives, and Advisory Circulars.Supply the customer with an updated summary of aircraft maintenance status.Requirements:
Composite TechnicianDate Posted: 8/13/2018
Job Summary: Seeking Qualified and Experienced Composite technicians for a position in Oklahoma City, OK.Essential Duties and Responsibilities:
SheetmetalDate Posted: 8/10/2018
Job Summary: Sheetmetal/mechanic for Beechcraft King Air B-200 aircraft.Essential Duties and Responsibilities: Need experience in heavy modification/ISR 4-5 year experience. The project is 3 to 4 months long, possibility of overtime and contractors will need to bring their own tools. Requirements: Small aircraft experience required.Miscellaneous: Must have U.S. Work eligibility status.Candidates must report on day 1 with acceptable US Persons documentation per U.S. Export Control Compliance requirements.Jeans and gray T-shirt or APA T-shirtsAppropriate attire for a FBO & Completion Center – neat appearance.About Our Client:
Sheetmetal ApprenticeDate Posted: 8/10/2018
Job Summary: Sheetmetal/mechanic apprentice for Beechcraft King Air B-200 aircraft.Essential Duties and Responsibilities: Apprentice level position for heavy sheetmetal modifications on Beechcraft King Air B-200 aircraftRequirements: Small aircraft experience required.Miscellaneous: Must have U.S. Work eligibility status.Candidates must report on day 1 with acceptable US Persons documentation per U.S. Export Control Compliance requirements.Jeans and gray T-shirt or APA T-shirtsAppropriate attire for a FBO & Completion Center – neat appearance.About Our Client:
APA has taken care of me for the past 10 years and I will never work for another contract company! They treat me great!Jonathan H
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text:
Status: Open
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Memories of a Chelsea Pensioner: William Titchmarsh the Bren-Gunner
|In memory of the late William Titchmarsh 1921 - 2013
"I was a Bren-Gunner, I liked the Bren Gun. There was one chap in a bit of hand to hand fighting and I got him down, and I had my Bren Gun with me, and I hit him with this Bren Gun, I couldn't fire it because he was on the ground you see, and he kept on calling for his mother, and that has kept with me.
But there is one thing that remains in my memory until I die – that's my little mate Willy Williams. He was a music teacher, tall – we were 19, 20, 21 years of age. No good as a soldier. They put him with me, you see. I had said, "Excuse me Sir you know that Willy Williams, he's got a terrible squint, no disrespect sir but he's a music teacher, he's classed for music", "Oh well he said, you look after him and I'll tell the Sergeant". And he kept with me all along. We were in an attack, a whole brigade attack. We were all ready to go forward of course and our guns opened up and it was hell, absolute hell, we were in a big ditch, you know. Well, the chap on my right was killed, and I don't know what happened to my mate Willy on the left there, he disappeared. I stood up and there wasn't a scratch on me, and I saw this fella there, he had a hole nearly the size of the top of his back. I took him to the doctor and I shouted, and he said "He's still alive Sir", "Still alive?" I said. And then I saw this fella - I've never seen anybody so covered in bandages, his legs were covered up, his chest, his arms, his head, "Are you alright mate?" I said, "Do you want a fag?" and it was Willy.
After the war, I went to his house and his wife, a young lady, took me up to the bedroom and he was sitting on the bed on his backside. His right arm was off, his left leg was off and when I went downstairs, the nurse was there to dress him; he had harnesses all around him. I like to think that she didn't say it, but she told me not to call again. I don't know why she said it; she was so distressed with me walking around. I wake up at night thinking about it.
I was with some very good people [in the Army] and I stayed with them, I refused promotion because I wanted to stay with these people, and they looked up to me. I was in hospital and came out and got to my unit, and then got a truck back to my division and then back to my battalion and then back to my company and the boys were glad to see me, because we were brothers together."
|William shaking hands with HRH Prince Henry of Wales at Founders Day 2011
Labels: battalion, Bren Gun, brothers, Chelsea Pensioner, war


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Transporting a vehicle is anything but easy – it takes a lot of hard work and a lot of patience to move a vehicle from one state to another, not just on your part but on any shipping company as well. Overland transport takes time, and as there is no other way to ship a car from one state to another it can be frustrating for people that are in a rush, especially if they don't understand exactly what is taking so long to get their vehicle picked up or shipped. This is why we've come up with a great way to break down all the different variables in the industry – as most of them are on a region-by-region basis, we've decided to compile helpful information on a per-state basis, in order to give you a better idea of what you will face come transport time from your state to the state you are shipping to.
There are a few different things we'll focus on, the most important being the major cities in the state and the major interstates that run through them. Carriers typically run set routes along pre-determined roads through pre-determined cities, and don't like deviating from their routes often. Some routes are more heavily traveled than others, and as most of these routes are primarily based on the Interstate Highway System in the U.S. most carriers don't bother with U.S. routes or state routes unless they are paid more to travel them.
We recommend you read more about the state that you are shipping from and the one you are transporting to; that way, when you book your order and ship your vehicle you will have a better understanding of what your auto transport representative is looking in terms of challenges and carrier availability, and any delays will be better understood and will save you a lot of time and hassle in the long run.
Alaska |� Alabama |� Arkansas |� Arizona |� California |� Colorado� |� Connecticut |� Delaware |� District of Columbia | � Florida |� Georgia |� Hawaii |� Iowa� |� Idaho |� Illinois |� Indiana |� Kansas |� Kentucky | Louisiana | Massachusetts | Maryland | Maine | Michigan | Minnesota | Missouri | Mississippi | Montana | North Carolina | North Dakota | Nebraska | New Hampshire | New Jersey | New Mexico | Nevada | New York | Ohio | Oklahoma | Oregon | Pennsylvania | Rhode Island | South Carolina | South Dakota | Tennessee | Texas | Utah | Virginia | Vermont | Washington | Wisconsin | West Virginia | Wyoming
Regardless of where you are shipping your vehicle to or from, however, we here at Direct Express Auto Transport just want to help you get your vehicle moved quickly and affordably. If you're interested in transporting your vehicle state to state, you can fill out our free online car shipping quote form and get an instant auto transport quote. You can book your auto transport order right there online or you can call our toll-free telephone number at 800-600-3750 to speak to one of our live auto shipping service representatives who can answer your questions and explain more about the auto transportation process.


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