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Aha!!!
“Zelensky’s Former Press Secretary Confirms The West Blocked Peace Deal In Ukraine”
by The Dissident on Substack
“In a recent interview with journalist Tucker Carlson ,Iuliia Mendel, the former press secretary for Ukrainian president Volodymyr Zelenskyy, gave further evidence that Russia and Ukraine agreed to end the war in April of 2022, but the U.S. and UK blocked the peace deal to use Ukraine, and its people to bleed Russia”
https://open.substack.com/pub/the307/p/zelenskys-former-press-secretary
#Press #SocialMedia #Ukraine #Zelensky #Russia #Peace #UK #US #Block #Deal #Johnson #Biden #Blinken #ProxyWar
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Aha!!!
“Zelensky’s Former Press Secretary Confirms The West Blocked Peace Deal In Ukraine”
by The Dissident on Substack
“In a recent interview with journalist Tucker Carlson ,Iuliia Mendel, the former press secretary for Ukrainian president Volodymyr Zelenskyy, gave further evidence that Russia and Ukraine agreed to end the war in April of 2022, but the U.S. and UK blocked the peace deal to use Ukraine, and its people to bleed Russia”
https://open.substack.com/pub/the307/p/zelenskys-former-press-secretary
#Press #SocialMedia #Ukraine #Zelensky #Russia #Peace #UK #US #Block #Deal #Johnson #Biden #Blinken #ProxyWar
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Aha!!!
“Zelensky’s Former Press Secretary Confirms The West Blocked Peace Deal In Ukraine”
by The Dissident on Substack
“In a recent interview with journalist Tucker Carlson ,Iuliia Mendel, the former press secretary for Ukrainian president Volodymyr Zelenskyy, gave further evidence that Russia and Ukraine agreed to end the war in April of 2022, but the U.S. and UK blocked the peace deal to use Ukraine, and its people to bleed Russia”
https://open.substack.com/pub/the307/p/zelenskys-former-press-secretary
#Press #SocialMedia #Ukraine #Zelensky #Russia #Peace #UK #US #Block #Deal #Johnson #Biden #Blinken #ProxyWar
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Mapathon 2025-2026 par CartONG, Le lundi 11 mai 2026 de 18h00 à 20h00. https://www.agendadulibre.org/events/34121 #cartographie #cartong #osm #humanitaire #libre #mapathon
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Mapathon 2025-2026 par CartONG, Le lundi 27 avril 2026 de 18h00 à 20h00. https://www.agendadulibre.org/events/34120 #cartographie #cartong #osm #humanitaire #libre #mapathon
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Mapathon 2025-2026 par CartONG, Le lundi 13 avril 2026 de 18h00 à 20h00. https://www.agendadulibre.org/events/34119 #cartographie #cartong #osm #humanitaire #libre #mapathon
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Répondre aux catastrophes et s'y préparer grâce à #openstreetmap et le tasking manager de #cartOng
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Mapathon 2025-2026 par CartONG, Le lundi 23 mars 2026 de 18h00 à 18h00. https://www.agendadulibre.org/events/34118 #cartographie #cartong #osm #humanitaire #libre #mapathon
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Mapathon 2025-2026 par CartONG, Le lundi 9 mars 2026 de 18h00 à 20h00. https://www.agendadulibre.org/events/34117 #cartographie #cartong #osm #humanitaire #libre #mapathon
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Mapathon 2025-2026 par CartONG, Le lundi 23 février 2026 de 18h00 à 20h00. https://www.agendadulibre.org/events/34116 #cartographie #cartong #osm #humanitaire #libre #mapathon
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Con calma
Heavy Metal Kingdom: La nueva ola del rock británico | DOCUMENTAL | ARTE.tv Cultura
Interesante documental sobre la nueva ola del rock británico: guitarras de cartón (yo las ví de marquetería), queríamos ser Led Zeppelin pero con las actitud y la rabia punk, los primeros bolos en los sótanos de los locales de las asociaciones y clubs obreros, Samson y su batería enmascarado Thunderstick, la «battle jacket» (colegas eran aquellos con los que te podías intercambiar la chupa)…
«Cuando Angel Witch escribía canciones sobre sirenas y brujas blancas y cosas de esas, no pensamos «esto es algo estúpido», sabíamos que lo era. Pero lo aceptábamos porque, aunque fuera un poco tonto, ¿qué más teníamos? […] El país era un desastre. Había auténtica miseria política y social en el Reino Unido. Así que, junto a todas esas cosas que estaban ocurriendo, a uno le gustaba la idea de que existiera una bruja blanca que vive al lado.»
Interesante la historia de Murder in Hex Hollow sobre el asesinato de un curandero powwow en 1928 en los EEUU. El powwon era magia popular que cogía elementos de distintas tradiciones cristianas europeas y se había desarrollado en los EEUU por medio de los alemanes de Pensilvania en el s. XVIII. Uno de los principales manuales de estas practicas era Long Hidden Friend de Johann Georg Hohman.
Van algunos recortes de este libro que señala muchas de las preocupaciones y problemas de salud comunes. Me sorprendió que comenzara con una sección de testimonios que avalaban las virtudes del libro y contaban los problemas que éste les había solucionado.
He recortado del libro un encantamiento para superar a hombres que son más fuertes que uno. Aunque el asesino confiaba en el powwow, de hecho si no creyera en ello no hubiera asesinado, prefirió llevar consigo a dos socios.
Reconozco que no tenía ni idea de Adamastor y si llegué a él fue por un juego de mesa. Un poco injusto con lo que ha sido definido como «o mito mais importante para aqueles que tratam das viagens das descobertas dos Portugueses.»
En este artículo: Adamastor, Espíritu do Cabo das Tormentas de O.J.O. Ferreira se repasa la historia de esta creación de Camoens y cuáles han sido las interpretaciones que ha tenido a lo largo de la historia y su representación en el arte. No se asusten por su extensión pues contiene las versiones en tres idiomas: afrikáans, inglés y portugués.
Entre las principales víctimas que reclama Adamastor en «Os Lusiadas» están: Bartolomé Diaz, Francisco de Almeida e Sousa de Sepúlveda. El naufragio de Sepúlveda en la costa sur de Natal fue la historia que más me sorprendió. Tras el naufragio comenzó una peregrinación por tierra para encontrar un lugar desde donde regresar a casa. En ese vagabundear son robados y desnudados por una tribu local, la mujer de Sepúlveda, Dona Leonora, «la humillación fue insoportable y rehusó dar un paso más, cubrindo su cuerpo con arena […] Finalmente Dona Leonora y sus dos hijos murieron y Sepúlveda alucinado desapareció en la floresta, sin ser visto nunca más.»
Me quedan dos cosas pendientes: encontrar una guía o un libro de creaciones mitológicas posteriores a griegos y romanos, esos seres que inventamos para complementar a los clásicos y leer más sobre el naufragio de Sepulveda… Miren que buena pinta tiene esto: Naufrágio de Sepúlveda: uma sequência da transformação da história no decurso das edições
La imagen procede de los créditos del documental «Marea blanca: La surrealista historia de Rabo de Peixe»O «Naufrágio do galeão grande São João» é o primeiro relato da História Trágico-Marítima, publicada em 1735, e do desastre ocorrido em 1552. O relato conhecido como «Naufrágio de Sepúlveda» é o mais famoso entre todos os relatos de naufrágios. Contudo, devido à existência de um manuscrito e de diversas edições, o que conhecemos é resultado de várias alterações ao longo do tempo. Neste trabalho, através da análise comparativa do manuscrito e de sete versões publicadas, tenciona-se esclarecer como a narrativa foi modificada ao longo das edições.
#Adamastor #Camoens #crimen #documental #DonaLeonora #heavy #magia #MareaBlanca #musica #naufragio #nuevaOlaDelRockBritánico #Portugal #powwow #RaboDePeixe #remedios #rock #SousaDeSepúlveda #Sudáfrica #tradición
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Esta máscara mortuoria no tiene la clásica cara egipcia, ni el peinado, y tiene sentido, pues se trata de un cartonaje de capas de lino cubierto de oro datado del 20 d.C., en la época romana. Al ser la única encontrada en Meir con su nombre, se sabe que perteneció a Pa-remet-syg o Pasyg (griego: Promsiko), hijo de Pshentahe, cuyo funeral fue el 25 de Joiak (10 diciembre-8 enero) y la mañana del 26.🏛️Museo Nuevo de Berlín #antiguaroma #ancientrome
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[nouvelle édition] Le magnifique Papier (à lire aux) toilettes vient de (res)sortir à l'Atelier des 13 Vents. Tout en typo au plomb avec du papier fait main recyclé, le tout dans un magnifique rouleau de papier carton. C'est Adriana Cassian qui a fait le texte et s'est chargée de tout, du papier à l'impression et à la colle. Il y'a 27 rouleaux numérotés et c'est 12€ le rouleau.
#livreobjet #perpignan #papierrecycle #toilettes #atelierdes13vents
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Looking towards Leith and the Forth, from Calton Hill
https://www.flickr.com/photos/woolamaloo_gazette/55259331743/in/photostream/lightbox/#Edinburgh #Edimbourg #photography #photographie #architecture #Leith #CItyscape #CaltonHill #BlackAndWhitePhotography
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Bryon #Noem — husband of fired DHS Secretary #KristiNoem, father of three — reportedly told an online dominatrix named #ShySotomayor that he wanted to leave his wife and become a #transgender woman. He chose the name #Crystal. His screen name was #Chrystalballz666.
https://thistleandmoss.com/p/what-survives-the-morning-tucker-carlson-was-never-the-end-goal
#trans #queer #lgbtqia #news #liberal #progressive #nonfiction #history #culture -
The Edinburgh & Leith Atmospheric War: the thread about the fight to build an improbable and impossible railway
An initial version of this thread was written in December 2020.
In 1844, Britain was in the grip of a stock market bubble called the “railway mania”. Rival companies vied to build lines here, there and everywhere, and attracted ever increasing financial speculation. In Edinburgh, three principal schemes were converging at a central locus that would later become known as Waverley Station; the Edinburgh & Glasgow – running between those two cities – the Edinburgh, Leith & Granton – running north to a ferry terminal at Granton through the Scotland Street tunnel, with a branch to Leith – and the North British Railway – entering the city from the east and Berwick-upon-Tweed.
Railway mania reaches Edinburgh; the E&G in green, the EL&G in Yellow and the NBR in brown. Overlaid on an OS 6-inch map of the period.These railways favoured orthodox steam locomotives to provide their motive power, with occasional assistance by rope haulage for steep gradients,e.g. the Scotland Street Tunnel. However there was an exciting new technology which promised cleaner, faster and more economical railways that would be cheaper to build; the “Atmospheric Railway”.
This name does not come from them having a particularly romantic ambience, it is because they are propelled – in theory – by atmospheric pressure. In principal the scheme was simple; a slotted tube was laid between the railway tracks and every few miles there was a pumping house which exhausted the air from the pipe, creating a vacuum. A piston in the pipe was pushed along by the atmospheric pressure behind it; if you attached a train to that then you could propel it too. The trick to get it working was how to connect the train and the piston without breaking the vacuum. This required a longitudinal valve (in practice, long leather flaps) to seal the tube; a trick that nobody ever managed to pull off reliably.
The atmospheric railway system was patented in 1839 by Samuel Clegg and the Samuda brothers. They set up a demonstration of the system at Wormwood Scrubs in West London. This impressed the directors of the Dublin & Kingstown Railway in Ireland who felt it would be suitable for an extension of their line from Kingstown to Dalkey. This was a 1 3/4 mile branch and began operation on 19th August 1843. It persisted for a full 9 years until a small locomotive was brought in to do the same work. The Dalkey scheme attracted the attention of the London & Croydon Railway, who in 1844 built a short 1 1/4 mile atmospheric expansion of their mainline from London Bridge station to Bricklayers Arms. This was to try and reduce congestion on a steep section of the line with a number of stops and starts. The whole thing though was a “sad fiasco” which consumed a huge amount of capital and was terminated in 1847.
Contemporary illustration of the Saint-Germain atmospheric railway in France. Note the vacuum tube between the rails and the slot in its top, sealed (in theory) by the leather flap valves“Croydon Atmospheric Road”, from the Illustrated London News, October 11th 1845These were small schemes and most sensible railway engineers steered well clear of the obvious complexities of the system for larger scale application, but the great Isambard Kingdom Brunel was an exception. He was captivated by the promise of this modern and unconventional technology and proposed it for the 51 mile South Devon Railway, to help overcome the steep curves and gradients. The father of modern British railways, George Stephenson, denounced the idea as “a great humbug” before it even got going. Brunel’s own locomotive engineer, the eminently sensible Daniel Gooch, said he “could not understand how Mr. Brunel could be so misled. He had so much faith in his being able to improve it that he shut his eyes to the consequences of failure.” Brunel however remained convinced and the force of his reputation carried the scheme through; the South Devon opened its first atmospheric section in September 1847, at least a year later than planned. By September 1848 it was abandoned, having “rapidly disintegrated throughout its entire length“.
A surviving section of track and 15 inch vacuum tube of the South Devon atmospheric railway. CC-BY-SA 2.5 ChowellsDespite these hiccups, for a brief period from 1845-1846, the “railway mania” investment bubble was briefly joined by “atmospheric fever.” And once again, Edinburgh and Leith were in on it, with not just one but two atmospheric schemes were proposed. And not just two schemes; two in direct competition, running from the same start and end points, less than 100m apart, each backed by a considerable array of the councillors, merchants and notable figures of both the City and its port. And so commenced the brief but petulant Edinburgh and Leith Atmospheric Railway War of 1845.
The rival Edinburgh & Leith atmospheric schemes were both formed at some point in June 1845; each claimed to be the original and genuine scheme and that the other was a pretender. In one corner was the Edinburgh & Leith Atmospheric Railway (which we shall call the Atmospheric Route) and in the other was the Edinburgh & Leith Atmospheric Direct Railway (which we shall call the Direct Route.) The engineer to the former was John Miller, who designed the Almond Valley Viaduct for the Edinburgh & Glasgow Railway and also Granton Harbour. The latter had George Gunn, also a railway engineer, but one who had hitherto acted in support of another, including Miller himself.
The Atmospheric Route proposed to run a railway from a terminus in the Low Calton – with a connection to the “Waverley” stations – through the Greenside Valley, under London Road and then through the market gardens parallel to Leith Walk. It then continued around the west of Leith Links to a principal terminus near the Assembly Rooms at Constitution Street. From here, branches ran to the docks, with one possibly a small passenger terminus for the Forth ferries and the other going over (or under) the river to the wet docks. A service every ten minutes was promised.
The Direct Route originated at a station near West Register Street, with an onward connection to one or more of the “Waverley” stations. It ran underground down Leith Street, possibly with an intermediate station in the vicinity of York Place, and continued underground in a “cut and cover” tunnel a few feet below the surface to Elm Row. Here it re-surfaced to run in a semi-recessed trench down the entirety of Leith Walk, the proposal being to provide regular bridges across this road.
A drawing in the “Lighthouse” Stevenson collection showing the “Direct route” at Union Place. CC-BY NLSA drawing in the “Lighthouse” Stevenson collection showing the “Direct route” at Antigua Place. The tunnel roof was to be just 2.5 feet below the surface. CC-BY NLSWhile this proposal might seem absurd today – Leith Walk is almost end-to-end 4 storey tenements and is Scotland’s most densely populated neighbourhood by quite some margin – bear in mind that the street is all “made up ground”; it’s a former defensive feature, so easy to dig out, and that in the 1850s it was nothing like as built up as it is today. It was very lightly developed with few large or important buildings, and almost pastoral in character. It was intended to use an “inclined plane” (i.e. gravity) to provide downhill locomotion to Leith and the atmospheric principle to get back up the hill to Edinburgh. There would be two tracks but only the uphill would be powered, this would cut costs but greatly reduce operational flexibility; they did however hedge their bets and publicly did not preclude themselves from using normal steam locomotives “should they prove expedient.”
What the Leith Walk atmospheric railway of the “Direct route” might have looked like. London Illustrated News illustration of the Dalkey atmospheric railway in January 1844There two atmospheric schemes not only had each other to contend with, additional pressure placed on both by the conventional railway of the Edinburgh, Leith & Granton, – already building a line from Scotland Street to North Leith via Bonnington (yellow line on the route map below) – but were now also lodging a bill with Parliament to build an extension from Bonnington across the Water of Leith to South Leith (the pale yellow line). In November the North British Railway joined in and announced their intention to tunnel through the eastern end of the Calton Hill to get from their existing mainline at Croft-an-Righ to the top of Easter Road, down which they would run a horse-drawn tramway to a terminus in the vicinity of Queen Street (pale brown line).
Atmospheric Fever in Edinburgh; the “Atmospheric Route” in red and the “Direct Route” in cyan. The pale lines are the proposals to reach Leith by the EL&G and the NBR. Note the darker blue line of the Edinburgh & Dalkeith railway approaching Leith via Niddrie from the east. Overlaid on an OS 6-inch map of the period.The Atmospheric route got their preliminary announcement published first on October 7th 1845, a day before the Direct route. They were seeking a capitalisation of £100,000. The following day the Direct route announced they were seeking £200,000 and accused the Atmospheric route of financial impropriety by issuing considerably more shares to the public than they were actually available. The Direct route stated that they were proposing their scheme lest “the independence, usefulness and commerce of [Edinburgh & Leith] are gone forever”.
Initial invitations to purchase shares were made by both schemes in the Caledonian Mercury and Evening Courant in June 1845, but there was almost instantly a problem arose. One of the merchants listed as backing the Atmospheric Route denied any connection with it and that his name had been put against it without his knowledge. As did the stock exchange said to be dealing in the sale. As was the stock broker claimed to be acting for the railway! All three immediately took out their own personal adverts in the next days Scotsman to this effect. This pattern of disinformation and using the columns of the newspapers to fight a proxy war was one that was to continue.
Scotsman, 18th June 1845By October, both schemes were ready to issue their shares. Adverts to this effect were placed in the Edinburgh papers and also in Glasgow too (each city having its own stock exchange at this time). The Direct route was careful to point out in their advert that all other railway schemes proposed to Leith were “inutile and insufficient“. Despite the improbability of two such rival schemes, with the railway investment boom being what it was the shares of both concerns were oversubscribed. Adverts were placed in newspapers seeking to buy and surplus share and each company seemed to spread gossip that their opponent had not allocated their shares in an equitable manner. As a result, the companies had to place further adverts in the newspapers to reassure investors of the fair nature of their allocation.
A blank share certificate of the Edinburgh & Leith Atmospheric Direct RailwayAnd then the “phoney war”, hitherto conducted through the newspaper columns alone, suddenly got a lot more real. In the early hours of October 19th 1845, Sunday, a representative of the Atmospheric route pinned copies of its parliamentary notices in public on the church doors of Edinburgh & Leith (this was actually a legal requirement as a way to circulate official notices around the public – it was not until the 20th century that churches would have dedicated public notice boards for this purpose). However, when the faithful came to worship on the Sabbath later that morning, it was found that the Direct route had also been out and had replaced all the notices with their own.
Martin Luther also fixed his controversial notice to a church doorThe Atmospheric route was outraged, offering a reward of £50 if the perpetrator could be apprehended. The Direct route denied all complicity and reiterated that they were the original scheme and the opposition were “plagiarists”, out to serve not the public but only their own interests.
Reward notice offered by the Atmospheric routeThe next task for both schemes was to collect the deposit money for their shares, complete their surveys, plans and engineering proposals and prepare their bills to go before parliament for approval. While this took place, after the outrage on the Sabbath, the skirmishing returned to tit-for-tat adverts placed in the newspapers by the solicitors of each scheme. The details of this are tiresome and childish, each consistently blamed the other for forcing its hand and making it respond. On October 29th, both companies took out extensive, self-important adverts in the Scotsman in side-by-side columns in which they each reiterated the authenticity of their own schemes and attacked that of their opponent. Both besmirched each other as not acting in the interests of the travelling public and merely being moneymaking schemes for their backers. Each also claimed to be the original railway proposal and that the other was a mere copycat.
The Direct route consistently positioned itself as the “bona fide” and original scheme, thereby having the right of putting forward their bill to Parliament. It said that its rival “thereby created in the public mind a just and general dissatisfaction” and that that the criticism of their scheme had been “inveterate and persevering“. However, they were repeatedly vague about the specific details of their proposed route – beyond it just being more “direct” than the competition. The reality differed; their route was less than 50m to the west and the distance saving marginal. By choosing the route down the middle of Leith Walk – rather than the sensible parallel one of its rival through undeveloped ground – they gave themselves a far more expensive and complex construction proposition.
Neither company was prepared to back down, and both published notices proclaiming their intent to lodge a bill with Parliament. When the notices of intent were made to Parliament, the Treasurer’s Committee of the Edinburgh Town Council made it known that they would act in dissent, “inasmuch as it was proposed by these companies to take possession of the whole of the public markets beneath the North Bridge.” On November 20th, the Direct route “[had] the pleasure to inform the Shareholders” that their engineer had assured them their plans and surveys were nearing completion in order that they could be lodged with Parliament.
The sparring continued over the festive season as both companies tried to get the other to withdraw their bills. And then on January 29th 1846, in a surprise notice in the Caledonian Mercury, the Direct route threw in the towel and indicated that they agreed to give the Atmospheric route their “cordial cooperation and support”. After seven months, the war was over. Two days later it was announced that the Atmospheric route had lodged their bill with Parliament.
The surrender notice, in the Caledonian MercuryBut when the bill came to be read, the railway took the unusual action of immediately asking for more time. This was reluctantly given despite their opponents trying to use this as an excuse to have it thrown out; the Trustees of Heriot Hospital, who owned much of the land over which the railway was to run, and the competing Edinburgh, Leith & Granton having objected. The road ahead for the Atmospheric route was now clear, and with their focus back on the project and not fighting the competition, they evidently finessed their route, as the plans prepared for the bill are different from those described initially. A station has been inserted at Blenheim Place and at Duke Street, and the terminus is now at the harbour. The freight branches to the wet docks were still there, with an awkward approach over (or under) the lower drawbridge
The final route of the Edinburgh & leith Atmospheric, from Scotland’s Railway Atlas by David Spaven, from a map in the collection of the NLS.The company pressed on, but despite its triumph in the “Atmospheric war”, all was not well. Over Christmas, the Bank of England had increased interest rates. It was becoming obvious to many that the railway bubble was exeactly that, and that the investments might not be a sure fire winner, and began to get cold feet. Indeed this may have been what caused the Direct route to withdraw; was it a strategic withdrawal rather than a tactical surrender? The Atmospheric route‘s investors were evidently getting unsettled, and on April 6th, at a Meeting in the Waterloo Hotel in Edinburgh, a general meeting was called at the demand of key backers.
An 1845 newspaper cartoon warning over the dangers of “Railway Mania” financial speculationAsked to account for its progress, the committee stated that they had spent £670 in Edinburgh and £2,000 in Leith on ground for the termini, and a further £250 towards the Town Council for rights to run through the ground in their ownership. Construction costs were estimated at £160,000 and £1,000 had been set aside to cover the costs to date of the Direct route in a conciliatory gesture for their co-operation. It was noted that a deputation from the committee had been on a fact-finding visit to the Croydon Railway’s atmospheric operation and found its principal to be “most admirably adapted for the projected line.” This is interesting considering the persistent difficulties of that undertaking. The committee estimated that running costs would be 4d per mile, which was challenged by a key shareholder who countered that in Parliament the respected railway engineer Joseph Locke had stated that ordinary locomotives were costing 10d per mile and that the Croydon atmospheric was running up the incredible amount of 2/10d per mile.
The shareholders went on the record to say they were unhappy that the recent changes in the financial markets had made the scheme far less attractive and that huge additional costs (these were not specified, but one assumes they were for engineering) had made themselves known. The complainants made a motion to circulate the full details of the undertaking’s most recent reports amongst the shareholders and return at a further General Meeting on April 16th once there had been a chance to read these. The shareholders were clearly having second thoughts, time was pressing as they were due in Parliament to have their bill read as soon as May 4th, and one wonders if they were just looking for an excuse to call the whole thing off.
The General Meeting meeting was duly held, with the engineer Mr Miller and the patentee of the atmospheric principal, Mr Samuda, in attendance. on the 16th. By a majority of 462 votes to 309, it was decided to proceed with the bill – but to have one more vote to confirm this before going in front of Parliament. The naysayers, led by a Mr Berry – probably George Berry esq., chairman of the Leith Chamber of Commerce – retired to the Cafe Royal to plot their next move, and took out an advert in the Caledonian Mercury asking their sympathisers to join them. Two days later they published a letter in the Scotsman challenging the vote, on the grounds that shareholders accounting for 2/3 of the stock had not been present at the General Meeting and it was not therefore quorate. The solicitor acting for this group invited those seeking to wind the company up to sign a petition to parliament, copies of which were held in various locations around Edinburgh, Leith and Glasgow. Within 24 hours, the holders of 2,000 shares, or 40% of all the stock, had signed. The race was on to end the Atmospheric route.
A final General Meeting was due for the 18th May, just 2 weeks before they were due in Parliament, for the shareholders to finally decide the fate of the scheme.
By order of the Committee of Management. Edinburgh, April 27, 1846The meeting would never take place. On Saturday the 16th May, the “Committee of Management regre to announce to the Shareholders that the Select Committee of the House of Commons to whom the Bill for this Company referred, has found the preamble not proven“. Parliament would not read the bill. The Edinburgh & Leith Atmospheric Railway was dead. The shareholders now set about attempting to recover their investments, the management gave them 8 days to lodge their requests and set about winding up the company and liquidating their assets – the land at the Low Calton and behind the Leith Assembly Rooms that had been purchased for stations. The ground purchased for stations was quickly sold by public roup (the Scottish version of an auction).
On September 1st 1846, at a General Meeting held at the Waterloo Hotel, the company formally voted itself out of existence and agreed to return its remaining balances to the shareholders. Of the £20,000 raised by the Atmospheric route, £11,000 had been spent and little had been achieved apart from the acquisition of a few parcels of land and the creation of much bad blood amongst the merchant and political classes of Edinburgh and Leith. The subscribers at least got back 18s in the pound, or 90% of their investment. For all too many in the railway speculation boom, a failed scheme meant financial ruin. The engineer, John Miller, attempted to take legal action against the company in December 1846 for loss of dividends. I am unclear if he succeeded.
Although they promised so much, atmospheric railways were riddled with insurmountable technical and operational challenges. The problems included, but were not limited to:
- The leather flaps that were required to seal the vacuum wore out and froze as hard as wood in the winter
- The vacuum tube was constantly fouled by dirt and water, needing constant cleaning
- The pumping engines frequently failed; they were just not reliable enough to keep up the constant work required to provide the vacuum. If a steam locomotive failed, it could be uncoupled and replaced, if a large pumping engine suffered the same fate, every train on that section of line would fail
- Construction costs were far higher than promised
- Operating costs were far higher than promised, as a result of the fuel consumption of the stationary engines and the constant maintenance and replacement needs of the vacuum tube
Footnote. Little more was heard of either scheme ever again, although in 1868 when the engineer to the Atmospheric route – John Miller – was standing for parliament, he was charged in a letter to the Edinburgh Evening Courant by one James Aytoun of having acted with impropriety with regards the scheme and fundamentally having lined his own pockets at the expense of the investors. James Aytoun, esq. was an advocate who had at one time been a prominent supporter of the scheme, but who had become a dissenting voice within it and ended up losing money by his account. It was Aytoun who had seconded the formal motion winding up the company in September 1846.
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#Lochend #Logan #Restalrig #StMargaret -
Forgotten Fatalities: the thread about the Granton railway disaster of 1860
Recent threads about the Scotland Street Tunnel and the Granton Breakwater inevitably involved me touching on the history of the railway that ran between these two places and brought to my attention a striking image of a forlorn-looking steam engine lying on its side on the Wardie foreshore. How this locomotive came to be here isn’t “in the books“, so of course I had to find out more.
The remains of the old railway embankment and sea wall at Lower Granton Road, where a bridge gave access beneath the tracks to Wardie Bay. CC-by-SA 3.0 Guinnog via WikimediaThe answer to this anomaly was that it was the result of an accident which took place on the Edinburgh, Perth & Dundee Railway‘s (EP&D) short section of track on the southern side of the Firth of Forth between Trinity Station and Granton Harbour. This event on the evening of Sunday 8th August 1860 would claim the lives of four people, injure six more and cruelly impact upon one family in particular.
The EP&D ran from its start at Canal Street Station (beneath and at right angles to what we now call Edinburgh Waverley), by gravity down the steep incline of the Scotland Street tunnel to a station of that name at its foot. Here, steam engines were attached to trains to haul them the few miles to Granton, via Trinity, or North Leith, via Bonnington. At Granton passengers could continue their journey onward across the Firth of Forth to Burntisland, by connecting paddle steamer. North of the Forth the railway carried on north to Perth and to Dundee (via a further steamer from the harbour at Tayport), explaining the full name of the company.
Route map of the Edinburgh, Perth & Dundee Railway, south of the Forth, 1860.On Sundays there were usually there were only two passenger trains a day each way to Granton. On the day of the accident the 4:30PM from Edinburgh ran the three mile trip hauled by engine No. 32. At the terminus the driver detached his engine and shunted the carriages back into the platform to where it would later form the 8:10PM return journey. This pattern only took place on the Sabbath; Monday to Saturday there were sixteen trains each way and a much quicker turnaround was required, undertaken in a rather frightening manner known as “fly shunting” whereby the carriages were “slipped” (detached) while the train was in motion and a well-timed throw of the points directed the engine one way and the freely coasting train the other into the platform. The guard at the rear in the brakevan was responsible for bringing the train to a controlled halt by which time the engine was already in the process of re-positioning itself so it could re-attach at the front of the train and haul it back the way it had come.
Granton Harbour and Pier, c. 1880, from Grant’s Old & New Edinburgh. The trains in the foreground are running on the railway embankment, Granton Middle Pier, where the station buildings are, lies beyond, with the steamers tied up alongside. Note the signalman standing behind the coal wagons with a flag raised.There was nowhere at Granton for engines to wait for any period of time and so on No. 32 now returned the way it had come to while away the next few hours in the engine shed at Scotland Street. As it departed it began to pick up speed and ascend the gradient up to the embankment along the foreshore and parallel to Lower Granton Road. It crossed the bridge over the footpath access to Wardie Bay and passed over first one and then a second set of points as it rounded a gentle bend in the route. This is where disaster struck: as it approached a second, smaller, bridge (which carried it over the Wardie Burn, marked nowadays by a break in the seawall) the left-hand leading wheel of the engine jumped the rails and the locomotive derailed.
The break in the sea wall at Lower Granton Road marks the spot where a bridge once carried the railway across the Wardie Burn. The embankment here was more substantial in the past. Photo © SelfIt continued to plough along the trackbed, derailed, for some 30 yards, ripping up tracks and sleepers and partially demolished the bridge. In doing so it was eventually tipped over the side when it hit the stone parapet. It fell a height of 9 feet down the embankment and then slithered 20 yards down the foreshore, coming to rest on its right hand side (not the left, as shown in the engraving, which may have either been reversed or show it during recovery).
Ordnance Survey 1849 Town Plan showing the route of the engine and its course during the accident. Reproduced with the permission of the National Library of ScotlandThere were six people on the footplate when the crash happened of whom four were killed instantly; driver David Mathieson, his 9 year old son William Mackenzie Mathieson (out for an exciting Sunday trip), his brother-in-law and neighbour John Mackenzie and Andrew Morgan, a railway signalman hitching a lift back to Scotland Street. The fireman, James Bowling, had a lucky but painful escape, jumping from the tender as it left the tracks. He broke an arm and dislocated a shoulder amongst other injuries, but lived to tell the tale. A railway porter who was also cadging a lift, George Dall, found himself swimming in the waters of Wardie Bay from where he was pulled, miraculously unhurt.
“The Recent Railway Accident at Granton Near Edinburgh, The Engine on the Beach”. London Illustrated NewsBlacksmith Thomas Gillies, his wife and two children had been sitting on the sea wall below the embankment, enjoying their day of rest, when the engine came crashing down from above, passing inches away from where they sat. All were badly scalded by escaping steam but survived. A horse cab was summoned to take the injured away to the Royal Infirmary. Sheriff Gordon, Procurator Fiscal Paterson and Chief Constable List were on the spot within the hour. They appointed engineers Mr Hawkins and Mr Jardine to investigate, while the officials of the railway company appointed their own civil engineer, Mr Lorimer, to also make enquiries. The Board of Trade appointed Captain (R.E.) Henry Whatley Tyler, to write a formal report.
None of the investigating engineers found any fault in the permanent way, engine No. 32 or with the manner in which it was driven by Mathieson. Tyler noted that although there were minor defects along the way none “ would have caused a steady engine thus to leave the line“. The type of engine – built locally in Leith by R. & W. Hawthorn – had been used without problem for 15 years and the only derailment it had suffered had been caused by a fractured rail. He did however note that the engine was particularly light at 11½ tons, that it had poor weight distribution and that there was a very short wheelbase of just 6 feet. This made it liable to oscillate at higher speeds and Tyler’s educated guess was that the engine had been travelling fast enough (“but not imprudently so“) to set up such an oscillating motion. Without the weight of a following train to restrain such gymnastics it was able to jump enough to leave the rails at a position where the gauge between the tracks was slightly too wide.
A North British Railway (successor to the Edinburgh, Perth & Dundee) 0-4-0 tender locomotive, No. 811, similar in overall size, configuration and styling to No. 32 which crashed at Granton.Margaret Stewart Mackenzie, the driver’s wife, lost not only her husband but also her brother and eldest son that day. She was left a widow with three children to support; a 7 year old girl and boys aged 3 and 1 years. She was also four months pregnant and would give birth to a daughter, Sarah Clapperton Mathieson, that December. The members of the Mathieson and Mackenzie family – who all lived next door to each other on Duncan (now Dundonald) Street – were also interred alongside eachother at the Old Calton Burying Ground.
Old Calton Burying Ground, register for the burials of John Mckenzie, David Mathieson and William Mckenzie MathiesonGiven the loss of her husband and brother the Mathieson widow and children found themselves without any financial support and a public subscription was set up under the coordination of the Lothian Road United Presbyterian Church for their benefit. In September the Scotsman reported that “a woman who assumes different names and represents herself to the the wife of an elder of Lothian Road U.P. Church” was wanted by the police for fraudulently soliciting for donations to the fund. The 1881 census shows that Margaret Mathieson stayed on at 10 Duncan Street and was living there with her 80 year old mother (Margaret Mackenzie), two sons (David, 24, a clerk and John ,21, a piano tuner) and her daughter (Sarah, 20, a dressmaker). She was working as a laundress. Sarah Clapperton Mathieson married 4 years later to Robert Fotheringham and they moved nearby to Airlie Place and then Deanpark Street, with at least 6 children born. Margaret would join them next door at Airlie Place, where she died in 1911 aged 81, after 51 years a widow.
Marion Mathieson was about 64 years old when her son David died and lost her son and a grandson that day. The Caledonian Mercury reported the agonising news that this was her fourth son to die; one was knocked down in the street near the family home, another fell from Salisbury Crags and a third had drowned off Aberdeen where he was serving an apprenticeship. She was by this time a widow, living in a cottage in the village of Corstorphine where she would die in 1871.
Of the other victim, Signalman Morgan, he was buried at Warriston Cemetery. A correspondent called Fair Play wrote to the Scotsman soon after to ask for subscriptions for the case of “Mrs Morgan, a highly respectable widow“, the mother of the deceased signalman. He had been “her only hope of subsistence since he was 12 years of age” and that the “good feeling of the public” had overlooked her plight.
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#Lochend #Logan #Restalrig #StMargaret -
Donovan Mitchell, Evan Mobley, Darius Garland lead Cavs over Wizards https://www.rawchili.com/nba/473270/ #Basketball #Carlton #CarltonCarrington #Carrington #Cleveland #Darius #DariusGarland #De'Andre #DeAndreHunter #Evan #EvanMobley #Garland #george #hunter #jaylon #JaylonTyson #kyshawn #KyshawnGeorge #Mobley #NBA #Neutral #News #OH #Overall #OverallNeutral #Sports #SportsNews #Tristan #TristanVukcevic #Tyson #vukcevic #Washington #WashingtonWizards #WashingtonWizards #Wizards
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How JD Vance’s path to being Trump’s VP pick wound through Silicon Valley
Following a brief period of work in corporate law after he graduated Yale, Vance moved to San Francisco and got a job at #Peter #Thiel’s Mithril Capital venture firm in 2015.
After Hillbilly Elegy became a bestseller in 2016 and brought him to national prominence, Vance joined the venture capital firm Revolution, founded by the former AOL CEO #Steve #Case.
Vance remained a part of the tech VC world after returning to Ohio and leaving Revolution in early 2020.
He received financial backing from Thiel to co-found the venture firm Narya Capital
– which, like Thiel’s enterprises, was named after an object from The Lord of The Rings, this time a ring of power made for elves.Other prominent investors in Narya included #Eric #Schmidt, the former Google CEO,and #Marc #Andreessen, a venture capitalist, who announced his own support for #Trump this past week.
The stated goal of Vance’s firm was to invest in early-stage startups in cities that Silicon Valley tended to overlook.
Narya Capital in 2021 led a group of conservative investors,
including Thiel,
to put money into #Rumble, the video streaming platform that positions itself as
a less-moderated and more rightwing friendly version of YouTube.Vance’s co-founder at Narya, #Colin #Greenspon, touted the investment as a challenge to big tech’s hold on online services
– a frequent conservative talking point during the backlash to content moderation around the pandemic and 2020 presidential election.It was also around this time that Thiel, who heavily backed Trump financially during the 2016 campaign, brought Vance to first talk with Trump during a secretive meeting at Mar-a-Lago in February of 2021, according to the New York Times.
Vance’s long association with Thiel also proved lucrative during his run for senator in 2022.
Thiel put a staggering $15m into Vance’s campaign and, according to the Washington Post, helped court Trump’s endorsement, leading to Vance winning a tightly contested Republican primary race and then the senate election.Although Thiel has pledged in recent years to stay out of donations to the 2024 election,
Vance has since flexed his other Silicon Valley connections to ingratiate himself to Trump.The Ohio senator introduced #David #Sacks, a prominent venture capitalist, to Donald Trump Jr in March, the New York Times reported,
and attended Sacks’ pro-Trump fundraiser in June, co-sponsored by #Chamath #Palihapitiya, Sacks’ co-host on the popular podcast All In.The event, which cost as much as $300,000 to attend, was held at Sacks’s San Francisco mansion and featured the investor thanking Vance for his help making the fundraiser happen.
During an informal conversation at the dinner, Sacks and Palihapitiya told Trump to nominate Vance as his VP choice.
Sacks spoke at the Republican national convention Monday.
In the days prior, he had also called Trump to advocate for Vance as the VP pick,
as had #Elon #Musk and #Tucker #Carlson, the ex-Fox News host, according to Axios.Thiel also expressed his support for Vance in private calls with Trump, the New York Times reported.
When Trump confirmed Vance would be his running mate, Sacks and Musk posted fawning celebrations on Twitter
– with Musk saying the ticket “resounds with victory”.Many of Vance’s wealthy tech elite and venture capitalist supporters now appear to be preparing to offer even more tangible support.
Investors including Musk, Andreessen and Thiel’s co-founder in #Palantir, #Joe #Lonsdale, are all reportedly planning to donate huge sums of money to back the Trump and Vance campaign
https://www.theguardian.com/technology/article/2024/jul/19/jd-vance-trump-vp-pick-silicon-valley?CMP=Share_iOSApp_Other -
Une tactique révolutionnaire pour contenir Michael Olise ? Le gardien du PSG, Matvey Safonov, a recours à une mesure inhabituelle lors du match contre le FC Bayern
🗞️ Goal.com - 🕐 07/05 12:39
Ce qui a frappé, c’est la manière dont l’équipe d’Enrique a réussi à contenir Olise, pourtant en grande forme cette saison. Certes, son adversaire direct, Nuno Mendes, a écopé d’un carton jaune dès l’entame pour une faute – et aurait même pu recevoir... [1313 chars]
🔗 https://www.goal.com/fr/listes/une-tactique-revolutionnaire-pour-contenir-michael-olise-le-gardien-du-psg-matvey-safonov-a-recours-a-une-mesure-inhabituelle-lors-du-match-contre-le-fc-bayern/blt37545c23f723a5f5
#actu #news #presse #goal.com -
Pirates, Sugar and Stone: The Carlton Bank Alum Works
Some industrial stories begin with a balance sheet. This one begins with a privateer’s cannon.
The alum works at Carlton Bank, gorged out of the Cleveland Hills, has a history that stretches from the Caribbean to the Cleveland coast. It is, when you look closely, a rather splendid ...
http://www.fhithich.uk/2026/03/17/pirates-sugar-and-stone-the-carlton-bank-alum-works/
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Realizzando il mio cartone in occasione della Festa della Liberazione del 25 Aprile.
#25aprile #festadellaliberazione #antifa #oggi #today #liberation #liberationday #italia #italy #history #partigiani #resistenza #photo #mastodon #mastodonitalia #mastodonsocial #attualità #attuality #social #painting #arte #art #manifest #manifestation #democracy #democrazia #pace #peace #freedome #libertà #uguaglianza #equality
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Okay, I've crapped on #PennDOT a bit here so it's only fair I give them props when it's due. I'm going to check on this broken sign tonight and see if its fixed, but this is pretty good ticket management this month.
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#PennDOT: Thanks for submitting a road concern in April. It’s now December so it’s been a while and we think it might be done. Although it might not be. If it isn’t, it’s in the plan. But we’re closing this ticket and you’ll never hear from us again. Cheers!
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Tetra Pak remplace l’aluminium par du papier dans une brique de jus
> En collaboration avec l’espagnol García Carrión, le leader des emballages en carton pour liquides alimentaires annonce la première application commerciale de sa technologie de barrière à base de papier pour les briques aseptiques.
#boite #tetrapak #innovation #emballage -
🎶 Deux titres, mais en cassette !
Je connaissais les disques 45 tours avec leur face A et B, les CD deux titres (les single dans une pochette en carton), mais je n'avais jamais vu de cassette deux titres !
https://video.neliger.com/w/qu7rGdPXVLQ4hPbBgrxaSJ
#Cassingle #K7 #cassette #analogique #retro #retroTech #vintage #vintageTech #oldTech
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ADORO IL GENIO - SFAIGHE 1
Le cose non vanno sempre come è normale che vadano...
Una mini serie dedicata alle sfaighe. Perché se la fortauna è cieaica, la sfaiga ci vaide benaissimo.
(Today's credit: Birdbox)#adoroilgenio #3gennaio #animazione #cartoneanimato #CartoniAnimati #cartoon #sfiga #sfaiga #comedy #humor #FurtiAuto #uccellini #UCCELLATO #furto #furti #antifurto #cartoneanimato #short #CarAlarm #carwash
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ADORO IL GENIO - SFAIGHE 1
Le cose non vanno sempre come è normale che vadano...
Una mini serie dedicata alle sfaighe. Perché se la fortauna è cieaica, la sfaiga ci vaide benaissimo.
(Today's credit: Birdbox)#adoroilgenio #3gennaio #animazione #cartoneanimato #CartoniAnimati #cartoon #sfiga #sfaiga #comedy #humor #FurtiAuto #uccellini #UCCELLATO #furto #furti #antifurto #cartoneanimato #short #CarAlarm #carwash
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ADORO IL GENIO - SFAIGHE 1
Le cose non vanno sempre come è normale che vadano...
Una mini serie dedicata alle sfaighe. Perché se la fortauna è cieaica, la sfaiga ci vaide benaissimo.
(Today's credit: Birdbox)#adoroilgenio #3gennaio #animazione #cartoneanimato #CartoniAnimati #cartoon #sfiga #sfaiga #comedy #humor #FurtiAuto #uccellini #UCCELLATO #furto #furti #antifurto #cartoneanimato #short #CarAlarm #carwash
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ADORO IL GENIO - SFAIGHE 1
Le cose non vanno sempre come è normale che vadano...
Una mini serie dedicata alle sfaighe. Perché se la fortauna è cieaica, la sfaiga ci vaide benaissimo.
(Today's credit: Birdbox)#adoroilgenio #3gennaio #animazione #cartoneanimato #CartoniAnimati #cartoon #sfiga #sfaiga #comedy #humor #FurtiAuto #uccellini #UCCELLATO #furto #furti #antifurto #cartoneanimato #short #CarAlarm #carwash