NROP: Going viral – the double-edged sword of social media. — One day at a time…

Dealing with bullies – an overview! 

Has your content ever gone viral? Mine has not. Why would it? There is so much better content out there like the #BottleCapCallenge, a photo of a good looking guy working at Target, or a guy asking for $10 to make a potato salad (and receiving over $50,000). Have you ever been bullied? Who has not? […]

via NROP: Going viral – the double-edged sword of social media. — One day at a time…

Great British Railway Journeys

Great British Railway Journeys is a BBC documentary series presented by Michael Portillo, a former Conservative MP and Cabinet Minister who was instrumental in saving the Settle to Carlisle line from closure in 1989.[1][2] The programme was first broadcast in 2010 on BBC Two and has returned annually for a total of 11 series.

The series features Portillo travelling around the railway networks of Great BritainIreland and the Isle of Man, referring to Bradshaw’s Guide and comparing how the various destinations have changed since; initially, he used an 1840s copy, but in later series he used other editions.[3][4][5]

Portillo has also presented 7 other programmes with a similar format: Great Continental Railway Journeys (6 series; 2012–2018), Great American Railroad Journeys (4 series; 2016–2020), Great Indian Railway Journeys (2018), Great Alaskan Railroad Journeys and Great Canadian Railway Journeys (broadcast consecutively in January 2019), Great Australian Railway Journeys (2019) and Great Asian Railway Journeys (2020).

A writer’s guide to internet safety – by Triona Guidry… — Chris The Story Reading Ape’s Blog

Useful insights to help us all

lottery-1

on WriterMag: The internet may be a wealth of information for writers, but it can also be a heap of trouble. Your productive workday can easily derail thanks to a sneaky computer virus, a rogue link, or an infected ad. Today’s internet viruses are more aggressive than ever, commandeering your computer and charging cash ransoms […]

via A writer’s guide to internet safety – by Triona Guidry… — Chris The Story Reading Ape’s Blog

Buses in London

The London Bus is a London transportation system used for multiple decades. Considered to be an icon of London, the London Bus operates nights, days, and long-distances with a plethora of different routes and lines. The main depiction and image of a London Bus is an arched, double-decker, red-painted bus used for carrying large numbers of passengers.

History

Buses have been used on the streets of London since 1829, when George Shillibeer started operating his horse drawn omnibus service from Paddington to the city. In 1850 Thomas Tilling started horse bus services,[1] and in 1855 the London General Omnibus Company (LGOC) was founded to amalgamate and regulate the horse-drawn omnibus services then operating in London.[2]

LGOC began using motor omnibuses in 1902, and manufactured them itself from 1909. In 1904 Thomas Tilling started its first motor bus service. The last LGOC horse-drawn bus ran on 25 October 1911, although independent operators used them until 1914.[3]

In 1909 Thomas Tilling and LGOC entered into an agreement to pool their resources. The agreement restricted the expansion of Thomas Tilling in London, and allowed the LGOC to lead an amalgamation of most of London’s bus services. However, also in 1909 Thomas Clarkson started the National Steam Car Company to run steam buses in London in competition with the LGOC. In 1919 the National company reached agreement with the LGOC to withdraw from bus operation in London, and steam bus services ceased later that year.

Vehicles

From the early days of motor bus operation by the London General Omnibus Company (LGOC) in the 1900s (decade) until the 1960s, London went its own way, designing its own vehicles specially for London use rather than using the bus manufacturers’ standard products used elsewhere. The Associated Equipment Company (AEC) was created as a subsidiary of the LGOC in 1912 to build buses and other equipment for its parent company, and continued in the ownership of LGOC and its successors until 1962. Many of London’s local service buses over this period were built by AEC, although other manufacturers also built buses to London designs, or modified their own designs for use in London.[3]

The last bus specifically designed for London was the AEC Routemaster, built between 1956 and 1968. Since then, buses built for London’s local services have all been variants of models built for general use elsewhere, although bus manufacturers would routinely offer a ‘London specification’ to meet specific London requirements. Some manufacturers even went so far as to build new models with London in mind such as the Daimler Fleetline and Leyland Titan.

London did see the introduction of several of the newly emerging minibus and midibus models in the 1980s and 1990s, in a bid to up the frequency on routes, although the use of these buses dropped off to the level of niche operation on routes not suitable for full size buses.

With the move to tendered contracts for TfL routes, the ‘London specification’ was further enforced as being part of tender proposals, invariably specifying new buses. The major difference for London is the usage of dual doors on central routes.

London was one of the earliest major users of low-floor buses. From 2000, the mainstay of fleet, double-decker buses, were augmented with a fleet of articulated buses, rising to a peak fleet size of 393 Mercedes-Benz Citaros.[13] These were introduced to help replace the AEC Routemaster, as well as to cope with an increased capacity.[14] A small fleet of hybrid buses was also introduced

WW1 what the trenches were like

Like many veterans of the killing fields of World War I, Horace Pippin had a tough time shaking off the memories. So in the decade after the war he captured them, and tamed them, inside sketch-filled journals.

He had no dearth of stories to tell. There was the terrified young recruit who hauntingly foresaw his own death. The foul trenches, with their unending soundtrack of screaming artillery shells and staccato machine-gun fire. The gas clouds that suddenly appeared from the sky. The forays across fields littered with wounded and dead. And the trauma of being hit by a German sniper and then pinned in a foxhole, bleeding out.

Pippin poured out his war memories into a few small composition books, filling page after page with his tidy handwriting. The spelling and grammar are often makeshift. The humble drawings are rendered in pencil and crayon. But the stories—even in Pippin’s muted, matter-of-fact telling—offer a rare first-person account of the harrowing combat experience of the Harlem Hellfighters, the most celebrated U.S. regiment of African-American soldiers during WWI.

The Harlem Hellfighters were an African-American infantry unit in WWI who spent more time in combat than any other American unit. Despite their courage, sacrifice and dedication to their country, they returned home to face racism and segregation from their fellow countrymen.

Signing on for Uncle Sam

When the U.S. entered World War I in 1917, Horace Pippin was almost 30 years old. Born in West Chester, Pennsylvania and raised in Goshen, New York, he left school after the 7th grade to help support his family. He took an array of menial jobs (hotel porter, coal-wagon driver, feed-store helper); lived intermittently in New York City as a laborer; then moved to Patterson, New Jersey in 1912, to work as an iron molder. At this point, there was little evidence he would go on to become one of the most renowned African-American artists of the 20th century.

On June 1, 1917, not long after the U.S. entered the war, Pippen volunteered for the 15th New York National Guard, later christened the 369th regiment and nicknamed the Harlem Hellfighters. That November, during training, he earned his corporal stripes. They landed on the Atlantic coast of France the following month.

From the time the Hellfighters arrived in France late in December 1917, it was unclear if they would ever see combat at all. In the heyday of Jim Crow discrimination, the U.S. military’s all-white leadership questioned whether black soldiers had the intelligence or courage to fight, so most were relegated to support roles. Roughly 10 percent of the 380,000 African-Americans who served in the war actually fought, according the U.S. National Archives.

Eager to fight, hailed as heroes

Assigned to the infantry under General John J. “Black Jack” Pershing, commander of the American Expeditionary Force, the Hellfighters initially toiled as laborers, constructing a railroad yard, building roads and unloading ships. “It were slow work and wet work and you would go to bed wet, for there would be no fire to dry by,” Pippin wrote of the latter duty. But the black troops were eager to fight from the front-line trenches. “It were a place we all wanted to see,” he wrote. “We did not think it right to go there and not see it.”

They ultimately did see the trenches—and combat—in northern France, where they played a crucial role in helping to blunt the German advance across the Western front.

The 369th proved themselves able and fearless fighters. Serving 191 days on the front—more time in continuous combat than any other American unit—the Hellfighters never lost ground to the Germans or had a man captured. And they were the first unit of all the Allied armies to reach the River Rhine, a key strategic victory. “My men never retire, they go forward or they die,” said their commanding officer, Colonel William Hayward, to a French general who urged retreat after one particularly bruising battle. The French government honored the entire regiment with the Croix de Guerre; many individual members received medals of valor. Many didn’t.

Of his unit, Pippin wrote, “I never seen the time yet that…[they] were not ready. They were always ready to go and they did go to the last man….We were good. Good a nuff to go any place.”

Fighting for the French

But it wasn’t alongside American forces that the Hellfighters made their mark. With the French looking to the U.S. to help replenish their badly depleted armies, Pershing handed the 369th over to their allies.

Seeing the shoddy equipment given to America’s black troops, the French re-kitted the Hellfighters with French rifles, helmets, belts, gas masks and canteens (with wine). They also beefed up the 369th’s military training: in trench construction, machine-gun operation, the construction and use of grenades, and preparations for a gas attack.

“They proved apt pupils,” wrote journalist and educator Emmett J. Scott in Scott’s Official History of The American Negro in the World War, the first major chronicle of African-American contributions to WWI, published in 1919. “In grenade-throwing they easily outdid their instructors, and in bayonet work they demonstrated great skill.”

After months of training, the 369th first saw action in Bois d’Hauze, in the Champagne region, on March 12, 1918. The Hellfighters went on to fight major battles at Château-Thierry, Belleau Wood and Minancourt.

Horace Pippin Sketches

Dogfights above, vermin below

Life on the front, in what Pippin called “them lonely, cooty, muddy trenches,” was a miserable, terror-filled slog, where one day blurred into the next. Soldiers had to constantly bail out water with pails, he wrote, to keep their bottom bunks from being inundated. Rats and lice were constant companions. And the steady German barrage meant that death could arrive at any moment.

“We were all in the dugout when…the shells were dropeing all around our trench,” he wrote. “Soon as we came out of our dugout I could smell gas… I looked around me and I seen that they all had their gas mass on… Every step we took a shell would land somewhere near the trench.” He went on to describe how mortar shells caved in parts of the trench, forcing them to fall to their bellies and crawl like worms through the muck.

Clouds of poisonous gas drifted in without warning. They could be so thick, he wrote, “that it all looked blue… [The Germans] put so mutch gas in one place and it were so thick that it looked like fog.”

And hardly a day went by without a dogfight overhead. Once, Pippin witnessed a French plane score a direct hit on a German one: “All at once he were afire and came down to rise no more.” He ran to the crash site, where the cockpit’s two occupants looked “like mush.” Meanwhile, the victorious French pilot circled above “like a king over his great foe.”

Airborne gunners would also strafe the ground with bullets. Anywhere men were out in the open, on roads or in fields, “the Germens would come in a plain and would deel out Death to them,” Pippin wrote. “I never gave it a thought ontill one afternoon, it were a cloudy day… I were not thinking of anytheing in the line of danger at that time…when all at once I heard a sound like a gush of air… I fell to one side of the trench as he fired at me. I lade lo ontill he were gon. I said to myself he near had me this time.”

Not that there was ever time to recover from such close calls. Afterward, as Pippin sat on a box, smoking a cigarette to calm his nerves, the gas alarm sounded, alerting the platoon to an incoming cloud of strong mustard gas. Later that night, a runner arrived; soon after, Pippin and others were sent out into no man’s land in the pouring rain to root out a nest of German gunners; the mission failed.

Men as machine-gun fodder

Pippin vividly described the 369th’s hellish forays into the battlefield. When the artillery opened up, he wrote, “You would have thought the world was coming to an end… To see those shells bursting in the night…the gas, dust and smoke was terrible.”

Sometimes they would be out for days, without food, trying to advance as enemy machine-gunners targeted them continuously. “Men layeing all over wounded and dead, some was being carryed. We wished we could help the wounded by we couldn’t. We had to leave them there and keep advanceing, ducking from shell hole to shell hole all day.”

He described one afternoon in summer 1918 when virtually all of his platoon had been felled by heavy machine-gun crossfire. “It only left four unhirt in that pit,” he wrote. After one friend got killed right behind him while peeking up to spot the enemy position, Pippen creeped away. “The bullets were hitening in front of me and would throw dirt in my face. I knew that if I stayed there I would get it. So I said to my budy, when I say go be ready and make it for the little bridge and cross the swamp if we can. I said go and we made the bridge.” The whole way, he wrote, “the Germans were shelling the swamp with gas and scrapnel.”

A foreboding of death

While the 369th was renowned for its aggressiveness and bravery, soldiers naturally had moments of primal fear. Pippin wrote about a young fellow Hellfighter who, in July 1918, had gathered with other volunteers to join a raid: “He looked like every nerve was shakeing. I never saw a man like this before. I asked him what was wrong. His eyes all but bulged out of his head, he said I am not comeing back.” Pippin reminded the young man that he didn’t have to volunteer, that he could take a sick exemption. “He said no I am going through with it. But I am not comeing back.”

Pippin called it “the worse fifteen minutes I ever put in, watching this boy.” After the squad jumped into the enemy trench, and returned with two German prisoners, the boy wasn’t with them, he wrote: “A Germen had run him through. He fore told his end… I have seen men die in all forms and shapes, but never one who knew like he did.”

3 Ways I’ve Changed As A Blogger — New Lune

Good advice for all bloggers here!

I’ve mentioned a number of times on how much I’ve changed as a person and the fact I do relate to the person I used to be to a certain extent but in other aspects, I definitely don’t see any resemblance at all. So I asked myself the same question but in terms of blogging. […]

via 3 Ways I’ve Changed As A Blogger — New Lune