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Post by Tony Dunkley on Mar 31, 2024 22:11:46 GMT
Brinklow Slip
- or - How to turn a comparatively minor occurrence into a major long-term stoppage Landslips of similar proportions to the current one in the Brinklow Cutting have been commonplace, in my personal experience and to my knowledge, for at least the last 60 years. Less so the further back in time you go, . . mainly because the trees were smaller back then, and so applied less rotating/slipping force to the areas of the cutting sides around the roots. C&RT, and their equally clueless contractors, are setting about this landslip with their customary long drawn out song and dance methods, and making some very serious mistakes over getting the canal open to boat traffic again following this relatively minor, and if you know how, comparatively easy to deal with landslip. In the days when the North Oxford still saw regular commercial traffic, . . and was maintained and run by British Waterways, an organisation with many of its own shortcomings, but a bit more akin to a real navigation authority than the clowns in charge these days, . . a slip such as the present one in Brinklow Cutting would generally delay traffic for no more than around half a day at most. There's a right way and a wrong way to deal with slips like this present one in the Brinklow Cutting. A lot of useful lessons in doing it the right way were learned from mistakes made with the Saddington Slip many years ago, . . which, going from what I recall being told, from the early 1960's through to the early 1970's, by other working and ex-boatmen, BWB lengthsmen, other British Waterways company men, the two BWB Section/Length Foremen, and BWB's Leicester Section Inspector, Matt Mortimer, . . first began causing really serious recurring problems in the late 1930's or early 1940's.Removing too much slip material/spoil from the navigation channel at the site of a landslip too soon after the slip, combined with also removing the main trunks and root systems from where they all finish up immediately after a slip, is a really big mistake, . . and is almost certain to lead to further slippage and movement. The weight/mass of the main parts of the fallen trees must, initially, be moved out of the way and is repositioned only as much as is absolutely necessary, ie. only what is needed in order to open up a temporary minimal width and depth navigation channel past the slip site. Leaving as much as possible of the slip material/spoil, . . plus most of the weight/bulk of the fallen trees, all in situ at first, has the beneficial effect of allowing the slip to naturally stabilize itself to the greatest possible extent, . . whilst navigation resumes via a short length of minimal depth/width channel through the slip site. This way of dealing with slips such as this leaves the whole site/area still in a mess that all needs clearing up afterwards, . . but it works, it's practical, it's proven and above all, it's safe, both for those working on site, and the boats and the people aboard passing through after re-opening, . . and it gets the navigation open again in a matter of hours. The cutting up and removal of the trees already done in Brinklow Cutting is absolutely the wrong way to go about this. All that has been achieved by what's been done so far, and what is proposed next, is to turn the possibility of further slippage at the same spot into what amounts to almost an absolute certainty. What should, and what WOULD, be happening under a responsible and competent navigation authority, is that the navigation is re-opened by the means described above, with appropriate signage clearly warning of the serious ground instability throughout the whole length of the cutting, . . and the consequential very high risk of further similar slips occurring, at ANY time and without ANY warning.
An urgent program of work to reduce or eliminate the massive destabilizing forces from the trees on the sides of the cutting by means of extensive lopping, or removal of all the largest/heaviest overhanging trees along the whole length of the cutting, MUST then commence as a matter of urgency, and without any delay whatsoever.
Pleasure boaters who use, have used, or intend to use the North Oxford in the future should NOT be under any illusions. Years of joint BWB/C&RT neglect of essential tree maintenance, lopping, and growth/size control, has left Brinklow Cutting in a very dangerous state, . . along its entire length. With the high number of neglected and now very much oversized, much too weighty, overhanging trees, along the length of the cutting on both sides of the canal, and the permanently wet unstable ground they're all standing and growing in, . . it is potentially a very dangerous place to be, whether walking through or boating through, . . irrespective of how much recent rainfall there may or may not have been. If nothing is done about all the oversized, overhanging trees that haven't yet fallen across the cutting, but could do without warning at any time, they're just going to keep coming down, . . and bringing more sizeable, potentially very dangerous, landslips full of yet more honking great overgrown trees down with them, . . with ever increasing regularity ! The navigation should have been re-opened to boat traffic in the way described above, . . moving and clearing the absolute minimum of slip material and tree debris from only the navigation channel itself. Everything on the towpath should have been left temporarily undisturbed, . . left to settle and stabilise itself, to whatever extent it can, under the influence of gravity, and its own bulk/mass and natural tendency to inertia. Top priority MUST then be given over IMMEDIATELY to - as referred to above - lopping and/or felling, as necessary, all of those very much oversized, much too weighty, overhanging trees, along the length of the cutting on both sides of the canal. They are all standing and growing in permanently wet unstable ground, and any or all of them could start moving at any time, without warning, triggering more landslips when they do.
Put simply, . . C&RT are getting this very wrong. Top priority, after re-opening the canal, with the absolute minimal width and depth of navigation channel passing through the slip site, should, and MUST, be the prevention of further landslips, . . NOT the cosmetic clearing and tidying up of this one, . . or re-opening the towpath, . . or dredging the canal in the cutting and the navigation channel back to its full width and depth. _________________________________________________ FAO : Dogless - Andyberg - Mr Stabby - and ANYONE else continuing to post uncalled for responses amounting to internet stalking when deliberately posted in inappropriate threads/topics covering other specific unrelated subjects. www.legislation.gov.uk/ukpga/1997/40/contents
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Post by Trina on Mar 31, 2024 22:15:12 GMT
It really is funny thinking back to the days when you got to a certain cheque in the book & it reminded you to ask for a replacement ! Also made me think of new years when I used to write the years on a few cheques to make sure I got the year right.
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Post by Jim on Apr 1, 2024 15:07:56 GMT
I have always wondered why they are cheques rather than checks. Because we are in Englandland not 'mericka.
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Post by Jim on Apr 1, 2024 15:09:41 GMT
I've never lived a life where Β£20k was a transaction π Good on you ! Rog Buying/selling a house?
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Post by Tony Dunkley on Apr 1, 2024 19:57:47 GMT
Brinklow Slip
- or - How to turn a comparatively minor occurrence into a major long-term stoppage Landslips of similar proportions to the current one in the Brinklow Cutting have been commonplace, in my personal experience and to my knowledge, for at least the last 60 years. Less so the further back in time you go, . . mainly because the trees were smaller back then, and so applied less rotating/slipping force to the areas of the cutting sides around the roots. C&RT, and their equally clueless contractors, are setting about this landslip with their customary long drawn out song and dance methods, and making some very serious mistakes over getting the canal open to boat traffic again following this relatively minor, and if you know how, comparatively easy to deal with landslip. In the days when the North Oxford still saw regular commercial traffic, . . and was maintained and run by British Waterways, an organisation with many of its own shortcomings, but a bit more akin to a real navigation authority than the clowns in charge these days, . . a slip such as the present one in Brinklow Cutting would generally delay traffic for no more than around half a day at most. There's a right way and a wrong way to deal with slips like this present one in the Brinklow Cutting. A lot of useful lessons in doing it the right way were learned from mistakes made with the Saddington Slip many years ago, . . which, going from what I recall being told, from the early 1960's through to the early 1970's, by other working and ex-boatmen, BWB lengthsmen, other British Waterways company men, the two BWB Section/Length Foremen, and BWB's Leicester Section Inspector, Matt Mortimer, . . first began causing really serious recurring problems in the late 1930's or early 1940's.Removing too much slip material/spoil from the navigation channel at the site of a landslip too soon after the slip, combined with also removing the main trunks and root systems from where they all finish up immediately after a slip, is a really big mistake, . . and is almost certain to lead to further slippage and movement. The weight/mass of the main parts of the fallen trees must, initially, be moved out of the way and is repositioned only as much as is absolutely necessary, ie. only what is needed in order to open up a temporary minimal width and depth navigation channel past the slip site. Leaving as much as possible of the slip material/spoil, . . plus most of the weight/bulk of the fallen trees, all in situ at first, has the beneficial effect of allowing the slip to naturally stabilize itself to the greatest possible extent, . . whilst navigation resumes via a short length of minimal depth/width channel through the slip site. This way of dealing with slips such as this leaves the whole site/area still in a mess that all needs clearing up afterwards, . . but it works, it's practical, it's proven and above all, it's safe, both for those working on site, and the boats and the people aboard passing through after re-opening, . . and it gets the navigation open again in a matter of hours. The cutting up and removal of the trees already done in Brinklow Cutting is absolutely the wrong way to go about this. All that has been achieved by what's been done so far, and what is proposed next, is to turn the possibility of further slippage at the same spot into what amounts to almost an absolute certainty. What should, and what WOULD, be happening under a responsible and competent navigation authority, is that the navigation is re-opened by the means described above, with appropriate signage clearly warning of the serious ground instability throughout the whole length of the cutting, . . and the consequential very high risk of further similar slips occurring, at ANY time and without ANY warning.
An urgent program of work to reduce or eliminate the massive destabilizing forces from the trees on the sides of the cutting by means of extensive lopping, or removal of all the largest/heaviest overhanging trees along the whole length of the cutting, MUST then commence as a matter of urgency, and without any delay whatsoever.
Pleasure boaters who use, have used, or intend to use the North Oxford in the future should NOT be under any illusions. Years of joint BWB/C&RT neglect of essential tree maintenance, lopping, and growth/size control, has left Brinklow Cutting in a very dangerous state, . . along its entire length. With the high number of neglected and now very much oversized, much too weighty, overhanging trees, along the length of the cutting on both sides of the canal, and the permanently wet unstable ground they're all standing and growing in, . . it is potentially a very dangerous place to be, whether walking through or boating through, . . irrespective of how much recent rainfall there may or may not have been. If nothing is done about all the oversized, overhanging trees that haven't yet fallen across the cutting, but could do without warning at any time, they're just going to keep coming down, . . and bringing more sizeable, potentially very dangerous, landslips full of yet more honking great overgrown trees down with them, . . with ever increasing regularity ! The navigation should have been re-opened to boat traffic in the way described above, . . moving and clearing the absolute minimum of slip material and tree debris from only the navigation channel itself. Everything on the towpath should have been left temporarily undisturbed, . . left to settle and stabilise itself, to whatever extent it can, under the influence of gravity, and its own bulk/mass and natural tendency to inertia. Top priority MUST then be given over IMMEDIATELY to - as referred to above - lopping and/or felling, as necessary, all of those very much oversized, much too weighty, overhanging trees, along the length of the cutting on both sides of the canal. They are all standing and growing in permanently wet unstable ground, and any or all of them could start moving at any time, without warning, triggering more landslips when they do.
Put simply, . . C&RT are getting this very wrong. Top priority, after re-opening the canal, with the absolute minimal width and depth of navigation channel passing through the slip site, should, and MUST, be the prevention of further landslips, . . NOT the cosmetic clearing and tidying up of this one, . . or re-opening the towpath, . . or dredging the canal in the cutting and the navigation channel back to its full width and depth.
____________________________________________ It is necessary, once again, to 'bump' the above post, due to more repeated uncalled for responses (many of them amounting to internet stalking and harassment offences) posted by forum members in inappropriate threads or topics, and covering other specific unrelated subjects. Among the most prolific of offenders is Vince ' Mr Stabby' Coventon - an internet stalker already known to the Police, who has recently taken to publishing confidential personal information, on the internet, contrary to Data Protection Legislation, and calculated to compromise named individual's privacy and safety. Anyone inclined to dismiss this matter as being of no serious consequence, should read the appropriate sections of this :- www.legislation.gov.uk/ukpga/1997/40/contents
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Post by dyertribe on Apr 1, 2024 20:27:03 GMT
I've never lived a life where Β£20k was a transaction π Good on you ! Rog Buying/selling a house? Or a car?
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Post by Mr Stabby on Apr 1, 2024 20:31:04 GMT
'Kinell, my car cost Β£2,800, eleven years ago and that's the most I've ever spent on one.
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Post by dyertribe on Apr 1, 2024 20:42:04 GMT
'Kinell, my car cost Β£2,800, eleven years ago and that's the most I've ever spent on one. Itβs a fact that some cars cost A LOT OF MONEY these days
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Post by Tony Dunkley on Apr 2, 2024 8:54:42 GMT
Brinklow Slip - or - How to turn a comparatively minor occurrence into a major long-term stoppage Landslips of similar proportions to the current one in the Brinklow Cutting have been commonplace, in my personal experience and to my knowledge, for at least the last 60 years. Less so the further back in time you go, . . mainly because the trees were smaller back then, and so applied less rotating/slipping force to the areas of the cutting sides around the roots. C&RT, and their equally clueless contractors, are setting about this landslip with their customary long drawn out song and dance methods, and making some very serious mistakes over getting the canal open to boat traffic again following this relatively minor, and if you know how, comparatively easy to deal with landslip. In the days when the North Oxford still saw regular commercial traffic, . . and was maintained and run by British Waterways, an organisation with many of its own shortcomings, but a bit more akin to a real navigation authority than the clowns in charge these days, . . a slip such as the present one in Brinklow Cutting would generally delay traffic for no more than around half a day at most. There's a right way and a wrong way to deal with slips like this present one in the Brinklow Cutting. A lot of useful lessons in doing it the right way were learned from mistakes made with the Saddington Slip many years ago, . . which, going from what I recall being told, from the early 1960's through to the early 1970's, by other working and ex-boatmen, BWB lengthsmen, other British Waterways company men, the two BWB Section/Length Foremen, and BWB's Leicester Section Inspector, Matt Mortimer, . . first began causing really serious recurring problems in the late 1930's or early 1940's. Removing too much slip material/spoil from the navigation channel at the site of a landslip too soon after the slip, combined with also removing the main trunks and root systems from where they all finish up immediately after a slip, is a really big mistake, . . and is almost certain to lead to further slippage and movement. The weight/mass of the main parts of the fallen trees must, initially, be moved out of the way and is repositioned only as much as is absolutely necessary, ie. only what is needed in order to open up a temporary minimal width and depth navigation channel past the slip site. Leaving as much as possible of the slip material/spoil, . . plus most of the weight/bulk of the fallen trees, all in situ at first, has the beneficial effect of allowing the slip to naturally stabilize itself to the greatest possible extent, . . whilst navigation resumes via a short length of minimal depth/width channel through the slip site. This way of dealing with slips such as this leaves the whole site/area still in a mess that all needs clearing up afterwards, . . but it works, it's practical, it's proven and above all, it's safe, both for those working on site, and the boats and the people aboard passing through after re-opening, . . and it gets the navigation open again in a matter of hours. The cutting up and removal of the trees already done in Brinklow Cutting is absolutely the wrong way to go about this. All that has been achieved by what's been done so far, and what is proposed next, is to turn the possibility of further slippage at the same spot into what amounts to almost an absolute certainty. What should, and what WOULD, be happening under a responsible and competent navigation authority, is that the navigation is re-opened by the means described above, with appropriate signage clearly warning of the serious ground instability throughout the whole length of the cutting, . . and the consequential very high risk of further similar slips occurring, at ANY time and without ANY warning. An urgent program of work to reduce or eliminate the massive destabilizing forces from the trees on the sides of the cutting by means of extensive lopping, or removal of all the largest/heaviest overhanging trees along the whole length of the cutting, MUST then commence as a matter of urgency, and without any delay whatsoever. Pleasure boaters who use, have used, or intend to use the North Oxford in the future should NOT be under any illusions. Years of joint BWB/C&RT neglect of essential tree maintenance, lopping, and growth/size control, has left Brinklow Cutting in a very dangerous state, . . along its entire length. With the high number of neglected and now very much oversized, much too weighty, overhanging trees, along the length of the cutting on both sides of the canal, and the permanently wet unstable ground they're all standing and growing in, . . it is potentially a very dangerous place to be, whether walking through or boating through, . . irrespective of how much recent rainfall there may or may not have been. If nothing is done about all the oversized, overhanging trees that haven't yet fallen across the cutting, but could do without warning at any time, they're just going to keep coming down, . . and bringing more sizeable, potentially very dangerous, landslips full of yet more honking great overgrown trees down with them, . . with ever increasing regularity !* This is now showing signs of happening - slightly further along the cutting towards Bridge 34, near the stone gabions. *The navigation should have been re-opened to boat traffic in the way described above, . . moving and clearing the absolute minimum of slip material and tree debris from only the navigation channel itself. Everything on the towpath should have been left temporarily undisturbed, . . left to settle and stabilise itself, to whatever extent it can, under the influence of gravity, and its own bulk/mass and natural tendency to inertia.With the canal reopened - as above - the first job to get on with is lopping and/or felling, as necessary, all of those very much oversized, much too weighty, overhanging trees, along the length of the cutting on both sides of the canal. They are all standing and growing in permanently wet unstable ground, and any or all of them could start moving at any time, without warning, triggering more landslips when they do.C&RT are getting this wrong. Top priority, after re-opening the canal with the absolute minimal width and depth of navigation channel passing through the slip site, should, and MUST, be the prevention of further landslips, . . NOT the cosmetic clearing and tidying up of this one, . . or re-opening the towpath, . . or dredging the canal in the cutting and the navigation channel back to its full width and depth. ___________________________________________________________ It is necessary, once again, to 'bump' the above post, due to more repeated uncalled for responses (many of them amounting to internet stalking and harassment offences) posted by forum members in inappropriate threads or topics, and covering other specific unrelated subjects. Among the most prolific of offenders is Vince 'Mr Stabby' Coventon - an internet stalker already known to the Police, who has recently taken to publishing confidential personal information, on the internet, contrary to Data Protection Legislation, and calculated to compromise named individual's privacy and safety. Anyone inclined to dismiss this matter as being of no serious consequence, should read the appropriate sections of this :- www.legislation.gov.uk/ukpga/1997/40/contents
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Post by dyertribe on Apr 2, 2024 10:01:27 GMT
Cheques are going to be a thing of the past I think
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Post by Jim on Apr 2, 2024 10:03:47 GMT
tra-la-la! What a lovely day. Just got back from a rather taxing Pilates session, now for coffee and toast with butter. It's good here innit, post whatever we want wherever we want about whatever. Oh the joys of a forum with no rules. I'm surprised that anybody that can't cope with that stays around.
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Post by Tony Dunkley on Apr 2, 2024 10:50:26 GMT
Brinklow Slip
- or - How to turn a comparatively minor occurrence into a major long-term stoppage Landslips of similar proportions to the current one in the Brinklow Cutting have been commonplace, in my personal experience and to my knowledge, for at least the last 60 years. Less so the further back in time you go, . . mainly because the trees were smaller back then, and so applied less rotating/slipping force to the areas of the cutting sides around the roots. C&RT, and their equally clueless contractors, are setting about this landslip with their customary long drawn out song and dance methods, and making some very serious mistakes over getting the canal open to boat traffic again following this relatively minor, and if you know how, comparatively easy to deal with landslip. In the days when the North Oxford still saw regular commercial traffic, . . and was maintained and run by British Waterways, an organisation with many of its own shortcomings, but a bit more akin to a real navigation authority than the clowns in charge these days, . . a slip such as the present one in Brinklow Cutting would generally delay traffic for no more than around half a day at most. There's a right way and a wrong way to deal with slips like this present one in the Brinklow Cutting. A lot of useful lessons in doing it the right way were learned from mistakes made with the Saddington Slip many years ago, . . which, going from what I recall being told, from the early 1960's through to the early 1970's, by other working and ex-boatmen, BWB lengthsmen, other British Waterways company men, the two BWB Section/Length Foremen, and BWB's Leicester Section Inspector, Matt Mortimer, . . first began causing really serious recurring problems in the late 1930's or early 1940's. Removing too much slip material/spoil from the navigation channel at the site of a landslip too soon after the slip, combined with also removing the main trunks and root systems from where they all finish up immediately after a slip, is a really big mistake, . . and is almost certain to lead to further slippage and movement. The weight/mass of the main parts of the fallen trees must, initially, be moved out of the way and is repositioned only as much as is absolutely necessary, ie. only what is needed in order to open up a temporary minimal width and depth navigation channel past the slip site. Leaving as much as possible of the slip material/spoil, . . plus most of the weight/bulk of the fallen trees, all in situ at first, has the beneficial effect of allowing the slip to naturally stabilize itself to the greatest possible extent, . . whilst navigation resumes via a short length of minimal depth/width channel through the slip site. This way of dealing with slips such as this leaves the whole site/area still in a mess that all needs clearing up afterwards, . . but it works, it's practical, it's proven and above all, it's safe, both for those working on site, and the boats and the people aboard passing through after re-opening, . . and it gets the navigation open again in a matter of hours. The cutting up and removal of the trees already done in Brinklow Cutting is absolutely the wrong way to go about this. All that has been achieved by what's been done so far, and what is proposed next, is to turn the possibility of further slippage at the same spot into what amounts to almost an absolute certainty. What should, and what WOULD, be happening under a responsible and competent navigation authority, is that the navigation is re-opened by the means described above, with appropriate signage clearly warning of the serious ground instability throughout the whole length of the cutting, . . and the consequential very high risk of further similar slips occurring, at ANY time and without ANY warning. An urgent program of work to reduce or eliminate the massive destabilizing forces from the trees on the sides of the cutting by means of extensive lopping, or removal of all the largest/heaviest overhanging trees along the whole length of the cutting, MUST then commence as a matter of urgency, and without any delay whatsoever. Pleasure boaters who use, have used, or intend to use the North Oxford in the future should NOT be under any illusions. Years of joint BWB/C&RT neglect of essential tree maintenance, lopping, and growth/size control, has left Brinklow Cutting in a very dangerous state, . . along its entire length. With the high number of neglected and now very much oversized, much too weighty, overhanging trees, along the length of the cutting on both sides of the canal, and the permanently wet unstable ground they're all standing and growing in, . . it is potentially a very dangerous place to be, whether walking through or boating through, . . irrespective of how much recent rainfall there may or may not have been. If nothing is done about all the oversized, overhanging trees that haven't yet fallen across the cutting, but could do without warning at any time, they're just going to keep coming down, . . and bringing more sizeable, potentially very dangerous, landslips full of yet more honking great overgrown trees down with them, . . with ever increasing regularity !
* This is now showing signs of happening - slightly further along the cutting towards Bridge 34, near the stone gabions. *
The navigation should have been re-opened to boat traffic in the way described above, . . moving and clearing the absolute minimum of slip material and tree debris from only the navigation channel itself. Everything on the towpath should have been left temporarily undisturbed, . . left to settle and stabilise itself, to whatever extent it can, under the influence of gravity, and its own bulk/mass and natural tendency to inertia.
With the canal reopened - as above - the first job to get on with is lopping and/or felling, as necessary, all of those very much oversized, much too weighty, overhanging trees, along the length of the cutting on both sides of the canal. They are all standing and growing in permanently wet unstable ground, and any or all of them could start moving at any time, without warning, triggering more landslips when they do.
C&RT are getting this wrong. Top priority, after re-opening the canal with the absolute minimal width and depth of navigation channel passing through the slip site, should, and MUST, be the prevention of further landslips, . . NOT the cosmetic clearing and tidying up of this one, . . or re-opening the towpath, . . or dredging the canal in the cutting and the navigation channel back to its full width and depth. ___________________________________________________________ It is necessary, once again, to 'bump' the above post, due to more repeated uncalled for responses (a great many of them amounting to internet stalking and harassment offences) posted by forum members in inappropriate threads or topics, and covering other specific unrelated subjects. Among the most prolific of offenders is Vince ' Mr Stabby' Coventon - an internet stalker already known to the Police, who has recently taken to publishing confidential personal information, on the internet, contrary to Data Protection Legislation, and calculated to compromise named individual's privacy and safety. Anyone inclined to dismiss this warning as a matter of no serious consequence, should read the appropriate sections of this :- www.legislation.gov.uk/ukpga/1997/40/contents
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Post by Jim on Apr 2, 2024 11:06:34 GMT
Ooh, someone makes my heart go...
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