The Southern Railway, sometimes shortened to'Southern', was a British railway company established in the 1923 Grouping. It linked London with South West England, South coast resorts and Kent; the railway was formed by the amalgamation of several smaller railway companies, the largest of which were the London & South Western Railway, the London and South Coast Railway and the South Eastern and Chatham Railway. The construction of what was to become the Southern Railway began in 1838 with the opening of the London and Southampton Railway, renamed the London & South Western Railway; the railway was noted for its astute use of public relations and a coherent management structure headed by Sir Herbert Walker. At 2,186 miles, the Southern Railway was the smallest of the Big Four railway companies and, unlike the others, the majority of its revenue came from passenger traffic rather than freight, it created what was at that time the world's largest electrified main line railway system and the first electrified inter-city route.
There were two Chief Mechanical Engineers. The Southern Railway played a vital role in the Second World War, embarking the British Expeditionary Force, during the Dunkirk operations, supplying Operation Overlord in 1944; the Southern Railway operated a number of famous named trains, including the Brighton Belle, the Bournemouth Belle, the Golden Arrow and the Night Ferry. The West Country services were dominated by lucrative summer holiday traffic and included named trains such as the Atlantic Coast Express and the Devon Belle; the company's best-known livery was distinctive: locomotives and carriages were painted in a bright malachite green above plain black frames, with bold, bright yellow lettering. The Southern Railway was nationalised in 1948. Four important railway companies operated along the south coast of England prior to 1923 – the London & South Western Railway, the London and South Coast Railway, the South Eastern Railway and the London Chatham and Dover Railway; these companies were amalgamated, together with several small independently-operated lines and non-working companies, to form the Southern Railway in 1923, which operated 2186 route miles of railway.
The new railway partly owned several joint lines, notably the East London Railway, the West London Extension Joint Railway, the Somerset and Dorset Joint Railway and the Weymouth and Portland Railway. The first main line railway in southern England was the London and Southampton Railway, which completed its line in May 1840, it was followed by the London and Brighton Railway, the South Eastern Railway in February 1844. The LSWR branched out to destinations including Portsmouth and Exeter and Plymouth, it grew to be the largest of the four constituent companies. The LBSCR was a smaller railway than its LSWR neighbour, serving the port of Newhaven and several popular holiday resorts on the south coast and operating much of the south London suburban network, it had been bankrupt in 1867, during the last twenty-five years of its existence, it had been well-managed and profitable. It had begun to electrify routes around London from 1909 to compete with the new electric trams that were taking away some of its traffic.
The SECR had been created after years of wasteful and damaging competition between the two companies involved, with duplication of routes and services. Both companies had been unpopular with the travelling public and operated poorly-maintained vehicles and infrastructure. Real progress had been made in rectifying this. During the period 1899–1922; the formation of the Southern Railway was rooted in the outbreak of the First World War, when all British railway companies were taken into government control. Many members of staff joined the armed forces and it was not possible to build and maintain equipment at peacetime levels. After the war; the government considered permanent nationalisation. But instead decided on a compulsory amalgamation of the railways into four large groups through the 1921 Railways Act, known as the Grouping; the resultant amalgamation of the four south coast railways to form the Southern Railway meant that several duplicate routes and management structures were inherited.
The LSWR had most influence on the new company, although genuine attempts were made to integrate the services and staff after 1923. The rationalisation of the system led to the downgrading of some routes in favour of more direct lines to the channel ports, the creation of a co-ordinated, but not centralised form of management, based at the former LSWR headquarters in Waterloo station. In addition to its railway operations, the Southern Railway inherited several important port and harbour facilities along the south coast, including Southampton and Folkestone, it ran services to the harbours at Portsmouth and Plymouth. These had come into being for handling ocean-going and cross-channel passenger traffic and the size of the railway-owned installations reflected the prosperity that the industry generated; this source of traffic, together with the density of population ser
Henley & Partners is a global citizenship and residence advisory firm based in London. The company advises governments on residence and citizenship-by-investment policy and works with them to develop and implement residence and citizenship programs, it consults on general immigration law and policy as well as visa policy and the negotiation of associated treaties. The company's Residence and Citizenship Practice Group advises individuals and their advisors such as law firms and family offices on alternative residence and citizenship. Founded in the 1970s, Henley & Partners was re-formed in 1997 through the combination of a private client immigration consultancy and a corporate and family services company. In the late 1990s and through the 2000s, the firm advised wealthy businesspeople and individuals move their businesses and families around the world through the acquisition of residence and citizenship from Austria, Hong Kong, US, St. Kitts and Nevis. At the time, the concept of residence and citizenship planning was new and not considered to be of much relevance.
This situation changed in 2006, when Henley & Partners became involved in the restructuring of St. Kitts and Nevis's citizenship-by-investment program, introducing better procedures and due diligence, incorporating donations to support the country's transition to tourism and services following the closure of the sugar industry in 2005; the firm obtained exclusive rights to market St. Nevis worldwide. In 2006, 1% of St. Kitts and Nevis's GDP came from the country's citizenship-by-investment program. By 2014, this figure had grown to 25%, with nearly half of the capital inflows generated by the donations under the Sugar Industry Diversification Foundation contribution option. Following the successful restructuring of the St. Kitts and Nevis citizenship program, Henley & Partners began to advise the governments of Antigua and Barbuda and Cyprus, among others, on how to develop their own investment migration programs. In 2013, Henley & Partners participated in a public tender and won the right to design and globally promote Malta's citizenship-by-investment program, the Malta Individual Investor Programme, which raised over $1 billion within 18 months of its launch.
The firm and its individual partners and senior officers are regulated where applicable by the relevant authorities in the countries where they operate. They are members of various professional associations, including the Investment Migration Council and STEP. Henley & Partners is led by Christian Kälin, an immigration and citizenship law specialist who heads an executive committee of seven members and a management board of 30 managing partners. In addition to advising private clients and governments, Kälin is a speaker and writer, quoted in the international media. Having coined the term ius doni as a stand-in for citizenship-by-investment, Kälin introduced the concept of ius doni into the contemporary legal and political theory of citizenship by providing the first comprehensive academic analysis of the subject. Jürg Steffen, the firm's chief executive officer, is a writer and speaker. Among other publications he has published books on Relocation to Switzerland and Relocation to Austria. According to Henley & Partners, its number of immigration inquiries from Hong Kong increased by double in July and June of 2019 when compared to the year before.
The firm's CEO is Juerg Steffen. Henley & Partners has published a variety of books and reports offering information on the investment migration industry; the Global Residence and Citizenship Handbook, updated covers a number of topics pertaining to the industry, including residence rules, citizenship law, dual citizenship, visa-free travel, tax and real estate planning. The International Real Estate Handbook is a reference manual on the subject of international real estate It is published in German; the annual Global Residence and Citizenship Programs report uses a scientific methodology to systematically analyse some of the world's major residence- and citizenship-by-investment programs. The report details the outcomes of the Global Residence Program Index and the Global Citizenship Program Index, which are produced by an independent panel of experts and updated annually; the company releases a quarterly publication, in print and online, called the Global Citizenship Review, in which authors from legal, business, political and philanthropic areas provide perspectives on global mobility and issues affecting global citizenship.
Christian Kälin serves as editor-in-chief of the Global Citizenship Review. The publication is targeted at wealthy individuals and advisers as well as governments interested in attracting FDI for their countries through citizenship by investment programs; the Henley & Partners Passport Index is the original global ranking of all the passports of the world according to the number of countries they can access visa-free or with a visa-on-arrival. The Index has been produced annually for over 10 years in collaboration with the International Air Transport Association, which maintains the world's largest database of travel information. In June 2016, the firm launched its latest index in collaboration with Dr. Dimitry Kochenov, Professor of EU Constitutional and Citizenship Law in the Department of European and Economic Law at the University of Groningen in the Netherlands; the Henley & Partners – Kochenov Quality of
Carl Bonafede was born in the Little Italy Chicago community on October 16, 1940. He appeared as a young boy on local television on Morris B. Sach's Amateur Hour playing the accordion, he appeared on Ernie Simon's Curbstone Cut-up. He sang his hit record "Were Wolf" on disc-jockey Jim Lounsbury's TV show in Chicago, he went on to promote local bands with his weekly dances at local ballrooms including the Aragon Ballroom, Madura's Danceland and The Holiday Ballroom with owner and collaborator Dan Belloc of big band fame. He produced over 200 records with various recording artists, he fronted a local group, The Gem-tones, whose saxophone player, Harry Manfredini, became a movie musical score arranger for the "Friday the 13th" movies. He turned to managing and promoting local teen bands, his most famous clients were the all-girl group The Daughters of Eve. He managed Thee Prophets, from Wisconsin and Mickey & Larry and the Exciters from Boston, he managed The Delights, in Chicago. He worked for the Willard Alexander Booking Agency with agent Herb Gronauer, who now promotes celebrities in Palm Springs, California.
He worked for the CASK Attractions agency. As a young band manager Bonafede promoted many young teens in a new phenomenon – the garage band. One of these groups included The Fabulous Centuries; the Centuries consisted of Curtis Bachman, Carl Giammarese and Jerry Elarde. Carl Bonafede first crossed paths with Phil Orsi in 1964 when Phil was fronting Phil Orsi and the Little Kings at the Vogue Ballroom in Chicago. Another group with great vocal harmonies was known as The Pulsations. John Poulos, Dennis Miccolis, George LeGros and Dennis Tufano were members of The Pulsations; these two groups merged to form The Buckinghams. One day, Sheldon Cooper, an executive at WGN-TV, witnessed a promotion of Carl's outside Lane Tech High School across the street from WGN-TV's studios. Carl's discussion with Cooper led to The Pulsations entering and winning a competition to appear for 13 weeks on The All-Time Hits, Chicago's first locally produced TV program broadcast in color, featuring a variety of musical guests.
By the end of the 13-week run, the Pulsations/Fabulous Centuries became The Buckinghams. He was on hand at the Chess Records studios in Chicago, Illinois to record "Kind of a Drag" with the Buckinghams co-producer'Dan Belloc and arranger Frank Tesinsky. Jim Holvay of the local Chicago group The Mob was the composer of "Kind of a Drag"; as of 2017, Carl Bonafede aka "The Screaming Wildman" still lives and works in Chicago in the Lincoln Park area, close to the lakefront. USA 1779, 1966. "Hey Lover" Originally a modest hit for Debbie Dovale in 1963. "Stand by Me" Produced by Carl Bonafede and Ron Malo. USA 891, 1967. "Symphony of My Soul" Penned by Chicago songwriter James Butler. "Help Me Boy" As "Help Me Girl", a hit for Eric Burdon and The Animals earlier in 1967. Produced by Carl Bonafede and James Butler. Spectra Sound 920, 1967. "Don't Waste My Time" Written by John Serafini. "He Cried" As popularised by The Shangri-Las, a hit, as "She Cried", for Jay and the Americans in 1962. Produced by Carl Bonafede, engineered by Ron Malo.
Cadet 5600, 1968. "Social Tragedy" Written by James Butler, subsequently recorded, as "Don't Let It Slip Away", by Ral Donner. "A Thousand Stars" Introduced by The Rivileers in 1954, but popularised by Kathy Young and The Innocents in 1960. Produced by Carl Bonafede, engineered by Gary Knipper and Ed Cody; the Buckinghams official web site The story of The Daughters of Eve by Debi Pomeroy and Mick Patrick The Screaming Wildman Blogspot Carl Bonafede Blogspot Carl Bonafede Official Web site Discogs.com
50 Reasons to Hate the French: Vive La Difference? is a humorous book by Jules Eden and Alex Clarke that takes an irreverent look at French politics, geography and history, in order to delineate just what makes France so "exceptionnel". Published in London on August 3, 2006 by Quetzal Publishing, it has since been released in the United States by Ivan R. Dee. In the introduction the authors write, For all the magnificence of the Louvre and the Arc de Triomphe, for all the cultural joy of Debussy and Cézanne, for all the achievements of Joan of Arc and Napoleon, there just is something fishy about the French; the book is arranged into fifty chapters, each one examining some aspect of France from politics to sports to cuisine to history to pop music. While this is a book of journalistic humour, the authors substantiate their views throughout with tables and quotes. Writing in The Literary Review of April 2006, critic Alexander Waugh described the book: Carefully and painstakingly and Clarke haul their readers across everything concerning French life and culture, explaining why the whole lot of it is rubbish.
Brian Eastick is an association football coach, an assistant at Manchester City Women. Eastick was technical director of Al Jazira, managed Newport County, held various posts within the England coaching setup, including head coach of the under-19 and under-20 teams; as a young player at Crystal Palace, Eastick was capped at England under-18 level. He has been involved in coaching for more than 30 years, working at Queens Park Rangers, Brighton & Hove Albion and Charlton Athletic, before spending five months as manager of Newport County in the 1987–88 season, he took the post of assistant manager of Leyton Orient. Before working at Coventry City, Crewe Alexandra and Sheffield United. Between 1988 and 1995 Eastick worked part-time at the Football Association's National School at Lilleshall before leaving to take up a role as assistant to Bryan Hamilton in managing the Northern Ireland team between 1995 and 1998. Eastick spent seven years at Birmingham City, brought in by manager Trevor Francis to develop the youth system from scratch, before spending two years as academy manager and head coach of Newcastle United during Sir Bobby Robson's reign.
In May 2005 he was appointed assistant to Don Givens as manager of the Republic of Ireland under-21 team. In August of the same year, Eastick was appointed a national coach with the FA and took responsibility for the England under-18 side; when Martin Hunter stepped down in June 2006 to take up a role as first-team coach with Norwich City, Eastick stepped up to take charge of the under-19s. He led that team to the final of the 2009 European Championships, before taking over as head coach of the England under-20 team, from the 2009 under-20 World Cup finals until the 2011 competition. Eastick spent several days in Hong Kong in September 2011 as prime candidate for the post of manager of the Hong Kong national football team, he turned it down. He returned to Stuart Pearce's coaching staff, assisting with the under-21 team and with the Great Britain Olympic team; when Pearce stood in as England manager in February 2012, Eastick took charge of the under-21 match on the same night. Eastick joined UAE Pro-League club Al Jazira in 2015 for a two-year spell as technical director.
In February 2018, he was appointed to an assistant role within Aston Villa's Academy
The Fifth Army Corps was a formation of the United States Army raised for the Spanish–American War, noted chiefly for its victory in the Siege of Santiago, which led to the general collapse of the Spanish war effort. As relations between Spain and the United States deteriorated in the spring of 1898, the leaders of the U. S. Army began to plan for its first large-scale campaign since the Civil War, which had ended more than 30 years previously. On April 15, 1898, the regiments of the Regular Army were ordered to various assembly points in the South, with only a handful of units to remain at their peacetime posts. Seven regiments of infantry were ordered to Tampa and Brigadier General James F. Wade assigned to command the assembled troops. Two weeks Brigadier General William Rufus Shafter, at the time commanding the troops assembling at New Orleans, was directed to Tampa and assume command. Five more regiments were ordered to Tampa on May 10 from Camp Thomas, where the troops assembled had been formed into a provisional corps, the first command larger than brigade-size the Army had organized since the Civil War.
Meanwhile, following the declaration of war, General Order 36 of May 7 had approved the organization of eight "army corps," each of, to consist of three or more divisions of three brigades each. Each brigade was to have 3,600 officers and enlisted men organized into three regiments and, with three such brigades, each division was to total about 11,000 officers and men, thus the division was to be about the same size as the division of 1861, but army corps were to be larger. The division staff was to have an adjutant general, commissary, inspector general and engineer, with an ordnance officer added later; the brigade staff was identical except that no inspector ordnance officer was authorized. General Order 46 of May 16, 1898 assigned commanding officers and training camps to the new corps. Major General William R. Shafter was named as commander of Fifth Army Corps, which assumed control of the troops assembling at Tampa, Florida. On June 7, the corps began embarking on transports for the landing in Cuba, although this took a week and the fleet did not sail until June 14.
Reaching Cuban waters without incident, the troops began landing at Daiquiri on June 22. As the troops continued to suffer from disease, including yellow fever misdiagnosed as malaria, it was decided to return the men of Fifth Army Corps to the United States and a site on Montauk Point, Long Island was chosen, being convenient to the Long Island Rail Road and in theory, an easy location to quarantine; as men recovered, units were mustered out of service. Fifth Army Corps was "discontinued" on October 3, 1898