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a car fell in the Salto del Tequendama on the morning of this Wednesday. At the time, Cundinamarca Firefighters are responding to the emergency at this point in the department of Cundinamarca. "Volunteer Firefighters of San Antonio and Official Firefighters of Soacha apparently report a private vehicle with two occupants fell into the abyss between km 8 and 9 via Soacha - San Antonio," is the report that the authorities deliver at this time. According to the most recent information from Firefighters Cundinamarca, the vehicle is currently in one of the deepest points of the Tequendama Falls. The car involved has RMW 778 license plates, is red and is registered in Bogotá. At the moment, there is no more confirmed information on the occupants of the vehicle and the causes of this emergency. Authorities are conducting investigations at the point. https://www.eltiempo.com/bogota/un-carro-cayo-en-el-salto-del-tequendama-704058

The more than 20 thousand bees of Isabel II received the news that the queen had died. At the same time, they were notified that its new owner would be Carlos III. The world's media have focused their efforts on covering, second by second, the funeral of Elizabeth II. After more than 70 years of mandate, the monarch of the United Kingdom said goodbye to the throne on September 8, 2022. Her children, her grandchildren and all her subjects received her condolences after the death of she. Few people know that, just like the human beings who accompanied her in her life, Elizabeth II's bees were also informed of her death. This is an old custom in the British monarchy. In fact, it is part of the official protocols when the current ruler dies. Although Elizabeth II's bees obey her own queen, the court notifies them when the monarch in turn has died. In fact, if this centuries-old tradition is not followed to the letter, the royal beekeeper could face severe consequences, reports The Daily Mail. Here's why. We suggest: Elizabeth II dies: these were the moments that defined her long political career How did Elizabeth II's bees find out that the queen had died? Elizabeth II's bees don't use Twitter. Nor could they find out by watching television, or checking the updates on their Facebook walls. On the contrary, from her care center in London, the official caretaker John Chapple informed them that the queen had passed away. AT 79 YEARS OF AGE, CHAPPLE INFORMED "HIVES KEPT ON THE GROUNDS OF BUCKINGHAM PALACE AND CLARENCE HOUSE OF THE DEATH OF THE QUEEN," THE BRITISH NEWSPAPER reported. Announcing the death of the monarch in progress adds to the string of protocols that must be observed once a member of the royal family passes away. In addition to verbally telling them that the queen had died, he also informed them that her new owner was her son, Charles III. Appointed as the 'king of climate change', he will surely have a particular interest in caring for the species that, despite being one of the most important pollinators on the planet, is in danger of extinction. A 2015 International Union for Conservation of Nature (IUCN) report stated that "one in 10 wild bee species is facing extinction in Europe." In contrast, the state of more than 50% remains undocumented. In parallel, it is estimated that 44,000 beekeepers manage the hives of British royalty. Each one, at least, has 20 thousand copies that work making honey for the family in power. Unlike other personalities, Elizabeth II's bees did not receive an invitation to the queen's funeral. While royal hives receive specialist care from thousands of beekeepers – including Chappel, who is listed as president of the London Beekeepers Association – bee numbers are estimated to have fallen by 20-15% in the UK. Even so, John Chappel followed the rite step by step to inform the colonies of bees about the death of their former owner. The Daily Mail called it 'superstitious': "[CHAPPEL] PLACED BLACK RIBBONS TIED IN TIES ON HIVES, HOME TO TENS OF THOUSANDS OF BEES, BEFORE INFORMING THEM THAT THEIR MISTRESS HAD DIED AND THAT A NEW MASTER WOULD BE IN CHARGE FROM NOW ON." Once he concluded the rite, he "urged them to be good to their new master, who was once famous for talking to plants." This procedure is born from a belief that, if they are not notified of the death of the current monarch, the bees will not produce honey to sweeten the lives of the reigning family. In the most extreme cases, legend has it, they may abandon the hive or lose their lives themselves. For this reason, although bee po[CENSORED]tions are declining in the territories controlled by the British Crown, Elizabeth II's bees received a ritual to learn of the death of the previous monarch. It is not going to be that the royals run out of honey. https://www.ngenespanol.com/animales/por-que-las-abejas-de-isabel-ii-recibieron-el-pesame-por-el-fallecimiento-de-la-reina/

You’re looking at the most successful BMW 3 Series of all time. The G20 has been on sale since 2019, and in that period it has sold 1.1 million units globally – more than any other 3 Series in the same time, despite all the global crises to contend with. It also achieved the full five stars in the Autocar road test. Impressive stuff. So, with all of that success, you can see why BMW has opted for an understated mid-life refresh. If it ain’t broke, and all of that… Key differences include a freshened front with completely redesigned, slimmer headlights and a tweaked kidney grille that gets a new ‘double bar’ design but – thankfully – isn’t any bigger. M Sport models also get new air vents at the extreme corners of the front to emphasise the width and, according to BMW, evoke something of the brand’s classic shark nose. Oddly, though, foglights have now been removed, optionally or otherwise. The trim options have been simplified and equipment levels upped, so it’s now just Sport or M Sport and even the entry-level car has tri-zone climate control, heated leather sports seats and a full gamut of new, curved-screen infotainment goodness. Keyless entry, wireless phone charging, electric seat adjustment, adjustable lumbar support and adaptive dampers (available on M Sport only) remain some of the options that are likely to tempt a lot of buyers into the inevitable optional kit packages. Even so, the 3 Series is competitively equipped by the standards of its peers, including the Audi A4 and Mercedes C-Class. The big changes have been made inside, where a single curved screen features a 12.3in digital instrument readout and a 14.9in touchscreen, with BMW’s latest Operating System 8 software (already seen in the iX). That means fewer buttons for a sleeker dashboard, the minimalist look further complimented by a new gear stick that has morphed and shrunken into more of a gear flick. And yes, the climate controls are now on the touchscreen. Boo. For what it’s worth, the temperature controls are permanently fixed and visible at the bottom of the display and aren’t difficult to prod while you’re driving. We also credit BMW’s voicecontrol system with being one of the best out there. It’s not infallible, but it responded correctly whenever we asked it to change the temperature. In better news for button advocates, there’s still a simple volume dial, not to mention BMW’s familiar iDrive rotary controller for the infotainment and shortcut switches, which remain a very welcome feature in every 3 Series. The touchscreen itself responds quickly, the icons are mostly big enough to hit accurately and the graphics are second to none. Over-the-air software updates, wireless Apple CarPlay and Android Auto and an excellent native sat-nav system should keep everyone happy. Overall, the interior is the biggest upgrade. The frameless, curved screen really does also add a very classy touch to a set-up that remains one of the best in the class, thanks to excellent layout, ergonomics, perceived quality and materials. Nothing has changed in terms of packaging and space for this facelift, so you can get two adults in the back comfortably and the 480-litre boot will be fine for family use if you’re not fussed about a hatch opening. The 3 Series remains much the same mechanically, too. The diesel options are now down to the 320d (with rear or four-wheel-drive) and the M340d with its lovely 3.0-litre straight six. The 330d is no longer, which is a great shame in our books. The petrols run from the four-cylinder 320i and 330i up to the plug-in hybrid 330e, which uses the same 2.0-litre four-pot plus an electric motor and a 12kWh battery to deliver an electriconly range of up to 39 miles. All variants get ZF’s Steptronic eight-speed torque-converter automatic gearbox. There’s no manual option. Prices start at just under £38,000 for the 320i and up to more than £54,000 for the range-topping M340i xDrive that we’re testing. That means 369bhp and 369lb ft from the peachy turbo six delivering a 0-62mph sprint of 4.4sec. For a bit of yardstickery, that’s compared with 336bhp and 4.6sec for the (diesel) Audi S4 or 444bhp and 3.2sec in the (electric) Tesla Model 3 Performance. More important than the numbers game is that the M340i, while clearly a way short of the full frothing lunatic that is the M3, looks to be a proper M car in the ways that matter. Over and above standard 3 Series variants, it gets M-specific tuning for all of the important bits, including the suspension and its adaptive dampers, the rear-mounted electronic differential lock, the gearbox software and the launch control. The xDrive four-wheel drive system also gets more of a rearward bias, so on paper there’s some proper M magic to look forward to. And of course it doesn’t disappoint. Our test route around Regensburg took in a variety of rapid autobahn sections through to small villages and flowing rural roads, which did a brilliant job of showing the breadth of talents that this car has. This is really where the 3 Series has always excelled, almost regardless of which variant you pick. The 320d Tourer estate that we also spent time in was also as ruthlessly brilliant as ever. Yet arguably the M340i saloon is the best of them at balancing superb touring sophistication with proper enthusiast’s handling. Even in standard Personal mode (‘Normal’ was clearly deemed far too self-explanatory), the car feels taut and responsive. The steering is light but tactile enough to feel reasonably engaging and communicative, even on faster bits, and it’s only in properly spirited driving that the heavier response in Sport mode becomes a little more confidence-inspiring. There’s a delightful cheekiness to the set-up of the xDrive system. It gives you a safe yet fun little squirm of oversteer if you accelerate hard out of a tight corner, but it generally does an excellent job of delivering unflappable security without compromising the fluid, alert cornering style that has always set the 3 Series apart. The Steptronic gearbox also wakes up a bit in Sport mode, but paddling your way manually through the ratios is always more fun and gives you more control. It does hold the gear, too, even if you reach the limiter. Sport Plus mode ups the ante further with looser traction control and more enthusiastic booming and banging from the exhausts. Such is the smooth, lengthy mid-range of the straight six that you really don’t need to wring its neck to have the best from it. It really is a supremely lovely engine, whether you’re using everything it’s got or just mooching around and enjoying the understated purr and effortless responses. Even with some spectacular four-cylinder and battery-electric options out there, the M340i is a reminder that the six-cylinder engine is still king if you really want the finest executive-to-enthusiast transport. And when you calm down and just want to drive home, the M340i reverts to being a seriously refined commuter. The engine noise dies down, the gearbox blurs its shifts perfectly and you can just relax. It’s also surprisingly comfortable, given that we found the M340i a bit stiff when we drove it previously. The M340i comes on adaptive M Sport suspension a standard, but it might well be the 19in Michelin Pilot Sport 4S tyres of our test car that are the real trick to improved ride comfort. On the evidence of admittedly well kept German roads, it soothed over coarse surfaces and sunken drain covers with little fuss or bother. Only a bit of overly taut, bobbing vertical damper movement over some scruffy town roads let it down a touch. Overall, then, the 3 Series remains as ruthlessly brilliant as ever. We would have given the M340i the full five stars were it not for previously documented qualms over ride comfort in the UK that we can’t yet confirm either way. The full 3 Series range remains a five-star job, no doubt. It’s now a bit sleeker and a bit techier but ultimately unchanged; the same but better. https://www.autocar.co.uk/car-review/bmw/3-series/first-drives/bmw-3-series-m340i-xdrive-2022-review

France's left-green alliance parties are facing crises after two senior MPs were accused of violence against women. On Sunday, Adrien Quatennens of France Unbowed (LFI) stepped down from his role as party co-ordinator after he admitted slapping his wife. Days later, Green MP Julien Bayou was suspended as co-leader of his party's bloc in parliament after accusations of psychologically abusing his ex-partner. His party is investigating the allegations. The left-wing alliance has been accused of "total hypocrisy" by the far-right National Rally (RN) for their stance on gender-based violence. The two parties form part of an alliance of far-left, left and green parties which came together to form the New Ecological and Social Po[CENSORED]r Union (Nupes) and secured more than a quarter of the votes in June's parliamentary elections, depriving President Emmanuel Macron's centrist government of its majority in the National Assembly. Mr Quatennens, 32, is a prominent MP and was seen as a potential successor to Jean-Luc Mélenchon as leader of the France Unbowed (LFI) party. Mr Mélenchon's response to the allegations against his colleague has sparked anger. He saluted the "dignity and courage" of Mr Quatennens in a social media post on Sunday, saying the MP had his "confidence and affection". Only later did he expressly acknowledge the experiences of his wife, saying in a subsequent post that a slap was unacceptable in all cases. The allegations against Mr Bayou first emerged in July, but he was only suspended from his leadership role in the Greens after his party colleague Sandrine Rousseau was asked about them in a television appearance on Monday. Women's rights activists had taken to Twitter to demand that action be taken. She said Mr Bayou's ex-partner had been very depressed, and referred to behaviour that would be likely to "break" the mental health of a woman. Another Green MP, Sandra Regol, said it had been a collective decision by the party in response to "legitimate questions" from women, feminists and victims. Both parties came under fire from their political opponents. Prime Minister Elisabeth Borne said in response to Mr Mélenchon's comments that it was "extremely shocking" to have someone minimising domestic violence, while Jordan Bardella of the far-right RN criticised the left for "setting itself up as a model of virtue" while being caught up in such allegations. https://www.bbc.com/news/world-europe-62980921

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The country's economic activity remained in positive territory during July, although it is gradually showing the signs of a slowdown that the Government has been predicting, after the good performance in 2021 compared to 2020, the year of the pandemic. According to Dane, the Economic Monitoring Indicator (ISE) showed a growth of 6.4 percent during the month of July, below the behavior registered last year during the same month, when it grew 14 percent. Even compared to the month of June, the ISE showed a negative variation of -0.3 percent. (You may be interested: The Fiscal Rule Committee requests that diesel also rise) This is the lowest level since February 2021, when the indicator had a negative variation of -2.9 percent per year. By groups of activity, services, grouped within tertiary activities, showed an annual dynamic of 7.6 percent, while its inter-monthly performance decreased 0.2 percent in relation to June 2022. This group, which represents 69.8 percent of the economy, was responsible for 5.5 percentage points of the variation of the ISE. (Also read: Interest rates: how much would they rise in the US and what is their impact on Colombia?) Secondary activities, manufacturing and construction showed an annual growth of 7.6 percent, and compared to the month of June they fell 0.7 percent. These contributed 1.1 percentage points to the total variation of the indicator. And, on the other hand, primary activities, that is, mining and quarrying and agriculture, showed a negative annual result of -1.7 percent, for which they contributed 0.2 negative percentage points to the total variation. https://www.eltiempo.com/economia/sectores/crecimiento-asi-le-fue-a-la-economia-en-julio-del-2022-segun-el-dane-703576

Before the Russian invasion, only 3 stranded dolphins were recorded in Ukraine per year. In just 6 months, the figure exceeds thousands of fatal cases. Ivan Russev is 63 years old. For much of his life, he has been involved with underwater wildlife in the Black Sea, between Western Asia and Eastern Europe. At present, the ecosystem is under pressure from the pressure of the Russian invasion. In the six months of military hostilities, around 5,000 dolphins have died in the vicinity of Ukraine. Russev and his team have spent months collecting the bodies that wash up on the Ukrainian coast. According to AFP coverage, the death toll is 'terrifying'. The Ukrainian scientist, who serves as the director of the Tuzly Lagoons National Park, has collected bodies of jackals, dolphins and other species of marine mammals near Odessa, in southwestern Ukraine, near the border with Romania. We suggest: What has happened in Ukraine 6 months after the start of military hostilities The war on the biosphere: what consequences has the Russian invasion had for the fauna of the Black Sea? Along 280 square kilometers, the coasts are protected in the Bessarabia region. Since January 2010, this region is a protected natural area by the Ukrainian government. Since Roman times, this body of salty water has been problematic for boaters. In fact, it was known as 'the inhospitable sea', because of how difficult it was to cross them for the largest boats. These complications have been maintained over the millennia. In the 1990s, this region was further politicized by the disintegration of the Soviet Union. By giving entrance to Turkey, Georgia, Bulgaria, Romania, Ukraine and Russia, the Black Sea has become an area of great economic and military influence. Also read: Russia and Ukraine, the tangled history that unites and divides the two countries at war Documenting is resisting With the outbreak of military hostilities between Russia and Ukraine, the biosphere has also been affected. More than 6 months into the war, Bulgarian and Ukrainian scientists have been in communication to continue documenting animal deaths in the region: “[…] WE STARTED TO COMMUNICATE WITH OUR TURKISH, BULGARIAN, ROMANIAN COLLEAGUES, AND THEY ALL REACH THE SAME CONCLUSIONS: THERE IS A HUGE NUMBER OF DOLPHINS KILLED SINCE THE BEGINNING OF THE WAR”, DENOUNCES RUSSEV, ALONG WITH HIS TEAM OF COLLEAGUES. The researchers assure that the first fatal cases were documented in early March 2022. Before the war in Ukraine, only 3 dolphins stranded in the region. Currently, the figure rises to 5 thousand. Not even the quality of 'nature reserve' has been enough to protect the species of the Black Sea. Many of Ukraine's dolphin carcasses have been collected inside Limans Tuzly Lagoons National Nature Park, near the town of Prymorske. The effects of war on nature would not be known without the record of Ivan Russev and his colleagues. https://www.ngenespanol.com/animales/5-mil-delfines-muertos-en-ucrania-tras-la-invasion-rusa/

Noble is back – only it never really went away. I’m inclined to think of Leicestershire’s supercar maker as the antithesis of TVR. With that, there’s plenty of noise, loads of bluster, lots of promises, a huge (unopened) facility and loads of customer demand… but no car. And Noble? It has a small unit in which it has been making M600s since 2010. No fuss, no bother. It’s there if you want it. It’s just that not so many people do. At launch, the 650bhp from its twin-turbocharged Yamaha-Volvo-Judd 4.4-litre V8 was a heady amount for a supercar (most of them wouldn’t get out of bed for a number starting with a six these days), while the six-speed manual gearbox and the absence of anti-lock brakes have become bigger anachronisms over time – but not necessarily unappealing ones. A new Ferrari, wonderful though it is, has an automated hybrid engine, an automated gearbox, an automated limited-slip differential, an automated slip control… You can see where I’m going. For a certain kind of buyer, the kind who mourns the demise of the Lotus Exige, maybe there’s still a niche in that market. Lotus is fast selling out of its relatively straightforward Emira, after all. Anyway, Noble’s new car, the M500, aims to sit in that niche. It’s more attainable than the M600 that it replaces, less powerful and cheaper to make, so out goes the 4.4-litre V8 that arrived in Leicester in a crate and took a heap of work before it made its way into the car. (Noble has a few left; you can pick one up on eBay.) In comes Ford’s Ecoboost 3.5-litre V6, which is rather easier to turn up to the 506bhp it gets. Mid-mounted, it drives through a six-speed manual gearbox, which is supplied by Graziano and used to be offered in the Audi R8. Rear-driven, this prototype has an open differential, but customer cars will get a mechanical limited-slip one. There’s still no ABS, although the brakes are more assisted than in the unnervingly heavy-pedalled M600. There’s power steering and there’s a traction control system, but other than that, it’s just you and machine – which feels no bad thing to me. The machine itself has a steel spaceframe, as per the M600. In fact, it’s about “70% M600”, according to Peter Boutwood, Noble’s managing director, although with lower sills to aid entry and a slightly wider track. The body on top is now glassfibre rather than carbonfibre – heavier but much cheaper to put together. And there are two seats inside, plus a pretty accommodatingly sized boot at the front.Digital dials, air-con, a stereo and a reversing camera: that’s your lot. This prototype has quite a heavy body, on account of it being made with crude moulds (although fit and finish is actually pretty good); Noble is still productionising the M500 and seeing where weight can come out of it. As a result, it weighs around 1400kg in its current form, but Boutwood is targeting a number in the 1200kg range. (The M600 tipped Autocar’s road test scales at 1305kg even when fully fuelled, so it’s an intrinsically light set-up.) Settling inside is like being dropped into a cocoon of Alcantara – an atmosphere that I rather like. The pedals are slightly offset to the left and the steering wheel, not quite round, is fairly small. But the pedals themselves are perfectly spaced, and even though the brake has a bigger servo, middle-pedal feel is still strong. And get this: there’s this little slot next to the steering wheel, into which you put the key to hold it securely, and then you turn it and the car starts! It’s amazing. So simple.This could catch on. I meet the M500 at the factory for our road test. Inside Noble’s unit, the V6 braps to a noisy, powerful idle, but it has an easy throttle response from low revs and the clutch has a smooth take-up. The gearshift is medium-weighted, fairly short of throw and exceptionally positive, drawing itself home within its deliberate metal gates (slightly sharp edges on the strakes, watch your thumb). The steering is relatively light at low speeds and we’re rolling. Rolling very smoothly, too, I have to say. The suspension set-up is as per the M600, with Eibach springs and Bilstein dampers, which is no bad thing. It always rode exceptionally well and had terrific body control, and that never goes out of fashion, does it? The steering rack, meanwhile, has been changed since the M600’s days. This new one, sourced from the Audi A4, is around 2.6 turns lock to lock, but on the road it keeps all of the things that made the M6oo’s so good. It has a benign response and feel, weighting up nicely as cornering forces build and giving you plenty of clues as to what the front wheels are up to but with no unwanted kickback.If there is an issue, it’s that the low-speed over-assistance drops away markedly bang on 30mph in a too-noticeable step. Noble knows it too and will either dial back the low-speed assistance, up the higher speed assistance, or extend and smooth the transition. But this isn’t much of a gripe. Our route takes us to another throwback: Bruntingthorpe Proving Ground, which closed its doors to magazine testers a couple of years ago, although makers of cars and, more frequently, motorbikes still pound down its runway. Having completed around 1000 road test miles, this is the first time the M500 has seen a test track, and after a brief sighter with an engineer monitoring the temperatures, I’m told to give it everything along the main straight. It may be over its intended weight and down on power from the M600, but there’s still genuine urgency here. The V6 has a notable step in urge at around 3500rpm and it rips around to its 7000rpm hard limiter. The gearshift is fabulous, stability is great and 150mph comes up without drama before I’m inclined to lean on the brake pedal, whose firmness – and the pedal placement and predictable engine response – means rev-matching on downshifts is utterly natural. I can’t remember the last time a car’s drivetrain felt like it was so on my side. The M500 turns with a natural agility, too, although this might change with the fitment of a limited-slip diff; and on the passive springs and dampers retained from the M600, it adopts a pleasingly sorted cornering stance. Just the right amount of lean, and deftly controlled. Back on the road, what’s lovely about it is that it’s entertaining at lower speeds, too. Great steering is always great steering, a good gearshift and pedal weights are always rewarding. And the whooshes and whistles when you do get the chance to apply a bit of throttle would take a while to become boring. It’s close to ready and there’s a lot of promise here. Is the market more prepared for an M500 than it was the M600? Noble is still working on the price. The volatility that affects our daily lives is replicated in parts prices, and it’s even worse if you want to buy only a handful. The target was about £150,000. More than that puts the M500 in difficult territory; less than that and it still has the Lotus Emira and Chevrolet Corvette to worry about. But Noble’s sales targets are small and the car’s abilities are tall. https://www.autocar.co.uk/car-review/noble/m500

Even when you know something important has happened, it can still have the power to shock. Particularly when you see it with your own eyes. I had a close-up view inside Westminster Abbey, and that electric moment came when the Queen's coffin was brought up the aisle. This was history before us, solemn, spectacular and intense. Heads of state, dignitaries and local community heroes, side by side on this once-in-a-lifetime guest list, suddenly stood up to attention together. The significance of the moment was almost audible. The chatter, the WhatsApps, texts and Tweets from the crowded pews stopped in its tracks. There was a sharp intake of breath. We were watching something that we'd remember all our lives. An era was ending, step by step, right before our eyes, here and now, as the soldiers carrying the coffin shuffled up the aisle. The choir filled the spine-tingling moment. King Charles stared straight ahead. Maybe one of his medals was for surviving the exhaustion of the past 11 days. He looked like he must be aching for rest, and who could blame him. "We brought nothing into this world and it is certain we carry nothing out," sang the choir, sending up their voices into the high gothic arches. The congregation of the century was gathered for this state funeral. The Royal Family, NHS workers, political heavyweights, so many world leaders that they had to be loaded onto buses like schoolchildren on an outing. US President Joe Biden had travelled in an armour-plated car called the Beast. Others of us had come in an overcrowded sea of people called the District Line. President Biden, holding hands with Jill Biden, looked around the abbey before taking a seat at the side. It can't be often that a US president is not the centre of attention. Ex-prime ministers were clustered together, nodding awkwardly like Doctor Whos from rival eras. "Thou knowest Lord the secrets of our hearts," sang the choir. The Prince of Wales and Duke of Sussex, William and Harry, were on different sides of the aisle looking sombre - and anyone trying to read the expression of Meghan, the Duchess of Sussex, or Catherine, Princess of Wales, were faced with the wide brim of their hats. French President Emmanuel Macron had arrived earlier and stood in the aisle slightly lost, like someone looking for friends at a wedding. Four candles stood around the coffin. The orb and sceptre glowed. The Imperial State Crown was poking up from behind the spray of flowers. On the top of the crown was a big blue sapphire once worn on a ring by Edward the Confessor more than 900 years ago. It was an extraordinary spectacle to witness first-hand, the plumed helmets, the convoys of overseas royals, the sea of black mourning clothes, the security whisperers, the bright clerics' robes and the heralds dressed like a pack of cards. Even the statues in Poet's Corner seemed to be craning round to see. Prime Minister Liz Truss looked tense but held steady as she went up for her reading. "Let your heart not be troubled." The congregation stood up to sing The Lord's My Shepherd. It's one of those hymns that lulls you into its sadness. Voices begin to catch. "Though I walk through death's dark vale, yet will I fear none ill." You could feel the static in the air. The Archbishop of Canterbury, the Most Reverend Justin Welby had the impossible task of doing justice to the longest reign in British history. He spoke straight to the point. A woman of deep faith had gone to her final rest in the firm conviction of her beliefs. She had every expectation that we would "meet again". But at the centre of everything here was the Queen's coffin and her mourning family, an inescapable message of what had happened. This was a moment to say goodbye. A trumpet played the Last Post. The silence that followed was even louder. This was how things end. In this immense quiet an era was closing. This was our moment of history. Time doesn't stand still, it never does, whether for a head of state or a nurse on a shift. The New Elizabethan era in which most of us had grown up had finished. The 20th Century boys and girls were now grey-haired parents and grandparents. Everyone has their own story to remember. A piper played a lament as the Queen was carried slowly towards the Abbey doors, the same doors where she'd once stood on her wedding day as a 21-year-old bride. On her coffin was a sprig of myrtle grown from a cutting from her wedding bouquet. The guests stepped outside into the daylight, stunned witnesses to something momentous. It wasn't just that we'd said farewell to the Queen, it was the recognition that we'd lost part of our own lives. This was a date to be underlined in a future text book. A chapter closing. But the area around the Abbey had been sealed tight with security and there were no crowds on the pavement. We were in a new era and outside there was silence. https://www.bbc.com/news/uk-62961080