Sigebert I

Sigebert I was a Frankish king of Austrasia from the death of his father in 561 to his own death. He was the third surviving son out of four of Clotaire Ingund, his reign found him occupied with a successful civil war against his half-brother, Chilperic. When Clotaire I died in 561, his kingdom was divided, in accordance with Frankish custom, among his four sons: Sigebert became king of the northeastern portion, known as Austrasia, with its capital at Rheims, to which he added further territory on the death of his brother, Charibert, in 567 or 568. Incursions by the Avars, a fierce nomadic tribe related to the Huns, caused Sigebert to move his capital from Rheims to Metz, he repelled their attacks twice, in c. 568. About 567, he married daughter of the Visigothic king Athanagild. According to Gregory of Tours: Now when king Sigebert saw that his brothers were taking wives unworthy of them, to their disgrace were marrying slave women, he sent an embassy into Spain and with many gifts asked for Brunhilda, daughter of king Athanagild.

She was a maiden beautiful in her person, lovely to look at, virtuous and well-behaved, with good sense and a pleasant address. Her father did not refuse, but sent her to the king I have named with great treasures, and the king collected his chief men, made ready a feast, took her as his wife amid great joy and mirth. And though she was a follower of the Arian law she was converted by the preaching of the bishops and the admonition of the king himself, she confessed the blessed Trinity in unity, believed and was baptized, and she still remains catholic in Christ's name. Upon seeing this, his brother Chilperic sent to Athanagild for his other daughter's hand; this daughter, was given him and he abandoned his other wives. However, he had her murdered in order to marry his mistress Fredegund. Spurred by his wife Brunhilda's anger at her sister's murder, Sigebert sought revenge; the two brothers had been at war, but their hostility now elevated into a long and bitter war, continued by the descendants of both.

In 573, Sigebert took possession of Poitiers and Touraine, conquered most of his kingdom. Chilperic hid in Tournai, but at Sigebert's moment of triumph, when he had just been declared king by Chilperic's subjects at Vitry-en-Artois, he was struck down by two assassins working for Fredegund. He was succeeded by his son Childebert under the regency of Brunhilda. Brunhilda and Childebert put themselves under the protection of Guntram, who adopted Childebert as his own son and heir. With Brunhilda he had two daughters: Chlodosind. Dahmus, Joseph Henry. Seven Medieval Queens. 1972. History of the Franks: Books I-X at Medieval Sourcebook

Victorian Railways E class (electric)

The Victorian Railways E class was a class of electric locomotive that ran on the Victorian Railways from 1923 until 1984. Introduced shortly after the electrification of the suburban rail system in Melbourne and based on the same electrical and traction equipment as Melbourne's early suburban electric multiple unit fleet, they provided power for suburban goods services and shunting for six decades. With the rapid expansion of Melbourne's suburban electrification scheme, becoming by 1924 the largest in the world at 346 miles, the Victorian Railways decided to utilise the advantages of electric traction for suburban goods services, which until had been hauled by steam locomotives such as the Y class 0-6-0, E class 2-4-2T and Dde class 4-6-2T. In 1923 it introduced two electric locomotives of 620 hp, built at VR's Newport and Jolimont Workshops with the same General Electric traction motors and related electrical equipment, installed in Melbourne's Tait and Swing Door electric suburban train sets, with the notable exception of the deadman's handle because the driver would always have a second person with them, because unnecessary activation of the emergency brake could damage goods loadings and delay following trains.

The first two locomotives were built with a steeplecab-style appearance. Despite their appearance and unlike other steeplecab locomotives, they included a large amount of the electrical equipment including the dynamotor in the driver's cab; the exposure of the driver to this electrical equipment led to them being nicknamed "electric chairs" among drivers. The two were designed as "E" Class engines, but issued to service only with numbers 1100 and 1101. Following a 1926 review into suburban goods traffic a further fleet of engines were ordered to a modified design; these had a box-cab design on a longer frame with end platforms for crew access to the cabs, two pantographs. These engines gained the nickname "butterboxes", or "black engines" to distinguish them from all the "red rattlers". 1102 and 1103 entered service in 1928, followed by the rest o the class up to 1111 in 1929. It is thought that the original order was for only seven new engines, but some design documents refer to 1113 implying a total order of up to 12 additional units.

Around the time of the first L Class locomotives, the butterbox engines started to have "E" letter plates affixed adjacent to the cabside and end handrail number plates as they were recovered from scrapped E Class steam engines. The two steeple-cab engines never had these "E" plates fitted. Upon introduction, the two steeple-cab locomotives proved the superiority of electric traction, they were able to operate together with multiple-unit train control, allowing a single crew to control both as an articulated locomotive with greater tractive effort than the Victorian Railways C class heavy goods locomotive, the most powerful steam locomotive on the VR at the time. Based on their success, suburban goods sidings were electrified and most suburban goods traffic utilised electric traction. With the electrification of the Gippsland line as far as Traralgon in the 1950s, the range of the E class locomotives was extended and they could be found shunting or hauling services along the line. Locomotives 1100 to 1111 were painted in a plain black livery, matching that of the VR steam locomotive fleet.

During the 1960s the ten box-cabs were painted in a variation of the blue and gold livery applied to the VR diesel fleetm starting with E1111 on 13 November 1965. The locomotives were based at the Jolimont Workshops along with the suburban electric multiple unit fleet, as steam locomotives were housed at the North Melbourne Locomotive Depot; however with the opening of the new South Dynon Locomotive Depot in 1964, the entire E class fleet was relocated there in June 1968. When the boxcab engines were fitted with automatic couplers the frames were raised by about two inches, the buffers lowered by the same amount, to gain clearance over the traction motors for the drawgear and associated equipment; the locomotives were fitted with dual couplers, where the head of the automatic coupler could be rotated out of the way to expose an older-style hook-and-chain coupler set. The first two steeple-cab locomotives were "slightly damaged" due to a runaway incident in Fairfield in 1954 and withdrawn; the damage would have been repairable, but the engines could not be fitted with automatic couplers and so they were scrapped in July 1955, By this time, the electric locomotive fleet had been expanded with 2,400 hp L class locomotives of a far more modern design.

The box-cab E class locomotives continued in service. However, during the 1970s, Victorian Railways conducted detailed studies of goods traffic and found that handling costs made the transport of high rated, small freight items unprofitable; as a result of these studies, rail freight operations were rationalised around block trains carrying bulk freight such as gravel, rice or grain, suburban goods sidings were closed in favour of road freight services. Furthermore, the use of block trains reduced the need for shunting locomotives; these operational changes rendered the ageing E class suburban electric locomotives surplus, by 1981 scrappings had commenced. The last was withdrawn from service in 1984. Four E class locomotives have survived into preservation; as of May 2007, their disposition was as follows: E 1102 was in static preservation at the Australian Railway Historical Society Williamstown Railway Museum, wearing its original black livery E 1106 and 1108 were stored out of service by Steamrail Victoria E 1109 is in the custody of Steamrail Victoria, is a long term restoration project. E c

Lautaro Bellucca

Lautaro "LuKa" Bellucca is a bass and double bassist and arranger, best known as the key bassist in jazz group MUSA's. LuKa has been learning and playing bass since the age of 12. At 14 he studied in EMU, a jazz musical school in La Plata, started receiving lessons from bass masters like Karl Miklin and Herve Selin, Hugo Fattoruso, Pedro Aznar, Argentinean Bassist Alejandro “el zurdo” Herrera. By the age of 16, he was jamming in different sessions in La Plata and Buenos Aires. Started his career as a professional musician playing in his own hard rock band Pelones, in 2006, with his younger brother Joaquin Bellucca, band members Jose Antonio Centorbi and Juan Gascon, his jazz-folkloric band Lo Que Te Falta Quarteto won a contest in La Plata and released an album under the name of the band. In 2007, together with the band-leading pianist Martin "Musa" Musaubach from La Plata, LuKa travelled to China and started a new musical journey in another perspective. By 2011 he was playing with Musa, drummer/ percussionist Adriano "Gaofei" Moreira, in Shangri-La Summit Wing Hotel Beijing as house band MUSA's Trio.

In mid-summer 2011, accompanying Musa and Adriano, LuKa moved to Taipei to join Project SENSATION with the Malaysian Chinese vocalist Gary Chaw and Taiwanese compose-producer Michael Tu. His own group, LuKa Group had performed debut in October 2013. LuKa Group The Lifers Olivia & The Fat Cats MUSA's SENSATION LuKa facebook MUSA's facebook DFM Jazz Club facebook