text:
Avast Software s.r.o. is a Czech multinational cybersecurity software company headquartered in Prague, Czech Republic that researches and develops computer security software, machine learning and artificial intelligence. Avast has more than 435 million monthly active users and the second largest market share among anti-malware application vendors worldwide as of April 2020. The company has approximately 1,700 employees across its 25 offices worldwide. In July 2021, NortonLifeLock, an American cybersecurity company, announced that it is in talks to merge with Avast Software. In August 2021, Avast's board of directors agreed to an offer of US$8 billion.

Avast was founded by Pavel Baudiš and Eduard Kučera in 1988 as a cooperative. It had been a private company since 2010 and had its IPO in May 2018. In July 2016, Avast acquired competitor AVG Technologies for $1.3 billion. At the time, AVG was the third-ranked antivirus product. It was dual-listed on the Prague Stock Exchange and on the London Stock Exchange and was a constituent of the FTSE 100 Index until it was acquired by NortonLifeLock in September 2022.

The company's main product is the Avast Antivirus along with tools such as the Avast Secure Browser and the Avast SecureLine VPN.

Avast produces Avast Online Security, which is its main extension, but it also has extensions like Avast SafePrice and Avast Passwords.

History
Avast was founded by Eduard Kučera and Pavel Baudiš in 1988. The founders met each other at the Research Institute for Mathematical Machines in Czechoslovakia. They studied math and computer science, because the Communist Party of Czechoslovakia would require them to join the communist party to study physics. At the institute, Pavel Baudiš discovered the Vienna virus on a floppy disk and developed the first program to remove it. Afterwards, he asked Eduard Kucera to join him in cofounding Avast as a cooperative. The cooperative was originally called Alwil and only the software was named Avast.

The cooperative was changed to a joint partnership in 1991, two years after the velvet revolution caused a regime change in Czechoslovakia. The new regime severed ties with the Soviet Union and reverted the country's economic system to a market economy. In 1995, Avast employee  wrote the first antivirus program for the Windows 95 operating system. In the 1990s security researchers at the Virus Bulletin, an IT security testing organization, gave the Avast software an award in every category tested, increasing the popularity of the software. However, by the late 1990s, the company was struggling financially. Alwil rebuffed acquisition offers by McAfee, who was licensing the Avast antivirus engine.

By 2001, Alwil was experiencing financial difficulties, when it converted to a freemium model, offering a base Avast software product at no cost. As a result of the freemium model, the number of users of the software grew to one million by 2004 and 20 million by 2006. Former Symantec executive Vince Steckler was appointed CEO of Avast in 2009. In 2010, Alwil changed its name to Avast, adopting the name of the software, and raised $100 million in venture capital investments. The following December, Avast filed for an initial public offering, but withdrew its application the following July, citing changes in market conditions. In 2012, Avast fired its outsourced tech support service iYogi, after it was discovered that iYogi was using misleading sales tactics to persuade customers to buy unnecessary services. By 2013, Avast had 200 million users in 38 countries and had been translated into 43 languages. At the time, the company had 350 employees.

In 2014, CVC Capital bought an interest in Avast for an undisclosed sum. The purchase valued Avast at $1 billion. Later that year, Avast acquired mobile app developer Inmite in order to build Avast's mobile apps. Additionally, in 2014 Avast's online support forum was compromised, exposing 400,000 names, passwords and email addresses. By 2015, Avast had the largest share of the market for antivirus software. In July 2016, Avast reached an agreement to buy AVG for $1.3 billion. AVG was a large IT security company that sold software for desktops and mobile devices. In July 2017, Avast acquired UK-based Piriform for an undisclosed sum. Piriform was the developer of CCleaner. Shortly afterwards it was disclosed that someone may have created a malicious version of CCleaner with a backdoor for hackers. Avast had its IPO on the London Stock Exchange in May 2018, which valued it at £2.4bn and was one of the UK's biggest technology listings.

 assumed the role of CEO and co-owner of Avast Plc in July 2019. A day later, he changed his annual pay to $1 and pledged his board director's compensation of $100,000 to charity. In October 2019 Jaya Baloo joined Avast as their Chief Information Security Officer.

In April 2020, Avast released a new secure, private mobile web browser for Android based on technology acquired from previously unreported acquisition of Tenta, a Seattle-based startup.

In July 2021, NortonLifeLock, an American cybersecurity company, announced that it is in talks to merge with Avast Software. In August 2021, Avast's board of directors agreed to an offer of US$8 billion. In September 2022, the Competition and Markets Authority approved the proposed takeover by NortonLifeLock so allowing the transaction to be completed.

Products

Avast develops and markets business and consumer IT security products for servers, desktops, and mobile devices. The company sells both the Avast product line and the acquired AVG-branded products. As of late 2017, the company had merged the AVG and Avast business product lines and were working to integrate the corporate departments from both companies. Additionally, Avast has developed utility software products to improve battery life on mobile devices, cleanup unnecessary files on a hard drive, find secure wireless networks or create a VPN connection to the internet.

Avast and AVG consumer security software are sold on a freemium model, where basic security features are free, but more advanced features require purchasing a premium version. The free version is also supported by ads. Additionally, all Avast users provide data about their PC or mobile device to Avast, which is used to identify new security threats. Antivirus scanning, browser cleanup, a secure browser, password management, and network security features are provided for free, while firewall, anti-spam, and online banking features have to be purchased. According to PC Pro, the software does not "nag" users about upgrading. About 3% of Avast's users pay for a premium version (10% in the US).

The Avast business product family includes features for endpoint protection, Wi-Fi security, antivirus, identity protection, password management, and data protection. For example, the desktop product will look for vulnerabilities in the wi-fi network and run applications suspect of having malicious software in an isolated sandbox. The Avast Business Managed Workplace monitors and manages desktops, and assesses on-site security protocols. The company also sells management software for IT administrators to deploy and manage Avast installations.

Reception

In 2021, PC Magazine gave Avast Free Antivirus software an overall score of 4 out of 5 and gave AVG, which was purchased by Avast in 2016, a score of 4, plus "AVG AntiVirus Free offers precisely the same virus protection engine as Avast Free Antivirus, but it lacks the impressive collection of additional features you get with Avast." In tests conducted by the AV-TEST Institute in August 2021, Avast and AVG received six out of six points for protection and usability, and six out of six points for performance. A review in Tom's Guide says that the free Avast antivirus product has "good protection against malware" and takes up little space on the system. The review says that Avast has a competitive set of features for a free antivirus product, but the scans are sometimes not very fast.

The Avast antivirus product for business users received 4 out of 5 by TechRadar in 2017. The review said that the software had good features, protection, configuration and an "excellent interface", but it took up a lot of hard disk space and did not cover mobile devices. According to Tom's Guide, the mobile version is inexpensive and packed with features. PC Magazine said that the mobile version "has almost all the security features you could want."

AVG has also generally performed well in lab tests. A review in Tom's Hardware gave the AVG software seven out of ten stars. The review highlighted that  the software has a small system footprint and has good malware protection, but does not have a quick scan option and lacks many additional features.

Collection and sale of user data

In late 2019, Avast browser extensions were found to collect user data, including browsing behavior and history, and send it to a remote server. The discovery led to the extensions of the Avast and AVG brands being temporarily removed from the Google Chrome, Firefox and Opera extension stores, however, they returned a short time later as there was no concrete evidence that demonstrated a breach of private data of the users.

In January 2020, a joint investigation by Motherboard and PCMag found that the Avast Antivirus and AVG AntiVirus Free version were collecting user data, which was being resold to personalize advertising through a subsidiary, Jumpshot. The leaked documents showed that Jumpshot offered to provide its customers with "Every search. Every click. On every site." from more than 100 million compromised devices. In response, Avast announced on January 30, 2020, that it would immediately shut down Jumpshot and cease all operations due to the backlash of its users' data privacy.

On the basis of the information revealed, on 11 February 2020 the Czech Office for Personal Data Protection announced that it had initiated a preliminary investigation.

See also
 Comparison of antivirus software
 Comparison of firewalls

References

External links

1988 establishments in Czechoslovakia
Software companies of the Czech Republic
Multinational companies headquartered in the Czech Republic
Companies based in Prague
Software companies established in 1988
Czech brands
Computer security software companies
Companies formerly listed on the London Stock Exchange
Former cooperatives
Gen Digital acquisitions
2018 initial public offerings
2022 mergers and acquisitions


text:
St John of God Ballarat Hospital provides hospital care for people living in Ballarat and Western Victoria regions of Australia.

Founded in 1915, the 221-bed hospital is located in the central business district of Ballarat, a city in Victoria, Australia. It is the largest private hospital in regional Victoria.

St John of God Ballarat Hospital is a division of St John of God Health Care, one of the largest Catholic not-for-profit health care providers in Australia, serving communities with hospitals, home nursing, and social outreach services throughout Australia, New Zealand and the wider Asia-Pacific region.

Facilities
St John of God Ballarat Hospital has five operating theatres, including a theatre with stereoscopic laparoscopic equipment, endoscopy unit and a cardiac and vascular angiography suite.

The hospital also has an emergency department, day chemotherapy centre, medical and surgical wards, a maternity unit, day procedure centre and rehabilitation gym and hydrotherapy pool.

Services
The hospital provides a range of health care services, including:
 Emergency medicine
Coronary care
 Intensive care
 Elective surgery
 Emergency medicine
 Rehabilitation
 Maternity and gynaecology
 Medical and surgical
 Outpatient care
 Community mental health

Research
In collaboration with the Australian Catholic University, St John of God Ballarat Hospital undertakes nursing and midwifery clinical research.

The hospital launched the Ballarat Collaborative Health Research Centre in November 2016, a joint initiative between St John of God Ballarat Hospital, Ballarat Health Services, Australian Catholic University and Federation University.

Ballarat Cancer Centre
Along with Ballarat Health Services, Austin Health and the Ballarat community, St John of God Ballarat Hospital was part of a successful push in 2010 to secure state and federal government funding for a $56.5 million Ballarat Cancer Centre.

The centre will include two new linear accelerators, four radiation oncology bunkers, four extra chemotherapy chairs and a computed tomography scanner. It is expected to be completed by early 2013.

Social outreach
St John of God Raphael Services provides perinatal infant mental health care and research in Ballarat. Staffed by mental health clinicians, Raphael Services provide free support for parents and families affected by anxiety, depression and other mental health difficulties during pregnancy and in the postnatal period. The services also provide counselling and support for parents undergoing prenatal testing or who have experienced pregnancy loss.

St John of God Health Care delivers community mental health support in Ballarat through its Social Outreach services. Pomegranate House Community Psychology Services provides specialised care to the local community and offers holistic, professional and compassionate care tailored to individual needs.

See also
List of hospitals in Australia

References

External links
Official website
Sisters of St John of God website

Hospital buildings completed in 2009
Hospitals in Victoria (Australia)
St John of God Health Care
Buildings and structures in Ballarat

redpajama_set_name: RedPajamaWikipedia


text:
The Electoral district of North Perth was a Legislative Assembly electorate in the state of Western Australia. The district was named for its location immediately to the north of the central business district of Perth.

North Perth was created under the Constitution Acts Amendment Act 1896, which took effect at the 1897 election. Its first election was notable in producing Western Australia's first Labor member of Parliament, Charles Oldham, who had been a president of the Trades and Labor Council and had become an employer, and hence could afford to run in the days prior to payment of members. Oldham associated with the official opposition led by George Leake, but ultimately his seat was declared vacant for non-attendance on 16 October 1900. An independent, Richard Speight, won at the subsequent general election four months later, but died seven months into his term.

The seat changed hands several times between Labor and non-Labor members until 1914, when James MacCallum Smith won the seat for the Liberal party, which folded into the Nationalist. He and his Nationalist successor Arthur Abbott were the seat's only members until a major redistribution following the abolition of the neighbouring Perth seat at the 1950 election transformed it into a marginal seat. Future Premier of Western Australia (1982–1983), Ray O'Connor, won his first term of office against the incumbent Labor member Stan Lapham in the 1959 election. The seat was abolished in a redistribution in 1961 ahead of the 1962 election, and the seat was split between a recreated Perth seat and Mount Lawley.

Members for North Perth

Election results

References

Former electoral districts of Western Australia


text:
Julodis candida es una especie de escarabajo del género Julodis, familia Buprestidae. Fue descrita científicamente por Holynski en 1997.

Referencias

candida
Insectos descritos en 1997


text:
Давіда Янг Теллер (, 25 липня 1938, Йонкерс — 11 жовтня 2011, Сіетл) — американська феміністка та психолог, лідер в науковому дослідженні візуального розвитку немовляти. Професор кафедри психології та фізіології/біофізики Університету Вашингтона, Сіетл, штат Вашингтон.

Життєпис
Давіда Янг Теллер народилася в місті Йонкерс, штат Нью-Йорк, 25 липня 1938 року в Девіда Янг та Джини Стерджес.

Відвідувала Коледж Свертмора на стипендії. Після університету закінчила аспірантуру Каліфорнійського університету в Берклі, отримавши ступінь доктора наук з психології під керівництвом професора Тома Корнсвіта. Там же закінчила докторантуру з професором Горасом Барлоу.

В 1965 році одружилася з Девідом К. Теллером, доктором біохімії у Берклі, згодом викладачем біохімії Університету Вашингтона. В шлюбі народила дітей Стівена та Сару. Після розлучення взяла шлюб з Ентоні У. Янгом, техніком з океанографії, пізніше митним працівником. Давіда Теллер померла 11 жовтня 2011 року в Сіетлі, штат Вашингтон.

Наукова діяльність
Первісні дослідження Теллер зосереджувались на просторових та часових властивостях «ефекту (функції) Вестгеймера», явища, вперше описаного Дж. Вестгеймером.

На початку 1970-х, після народження власних дітей, Теллер розпочала дослідження візуального розвитку немовлят, що стали центральною темою всіх її подальших досліджень. Щоб оцінити зорові можливості немовлят, Таллер поєднала техніку зорових уподобань Роберта Л. Фанца з теорією виявлення сигналів. Головною темою, що лежить в основі досліджень Теллер, був характер взаємозв'язку між візуальними явищами та їх нервовими підґрунтями.

Починаючи з аспірантури в Берклі, Девіда Теллер була рішучою прихильницею ролі жінок у науці та наукових колективах. Багаторічна робота Теллер з покращення умов для жінок у науці була офіційно визнана після її смерті заснуванням премії «Давіда Теллер» Товариством наук про зір. Ця щорічна нагорода вручається жінці, яка внесла винятковий внесок у сферу науки про зір та яка має сильну історію наставництва.

Наукові нагороди
 Премія лекції Глена А. Фрі від Американської академії оптикометрії (ААО), 1982 р.
 Премія Фріденвальда від Асоціації досліджень з зору та офтальмології (ARVO), 1997 р.
 Співробітниця Оптичного товариства Америки (OSA).
 Співробітниця Товариства експериментальних психологів (SEP).
 Співробітниця Американської асоціації просування науки (AAAS).
 Ступінь почесного доктора наук Державного університету Нью-Йорка, 1992 р.

Див. також
 Жінки в науці
 Список психологинь
 Список науковиць ХХ століття

Примітки

Джерела та посилання
 Davida Y. "Vida" Teller Ph.D.
 McKee, Suzanne P. (1997)   Investigative Ophthalmology and Visual Science. 38 (11): 2181–2182.

Жінки-психологи
Вікова психологія
Когнітивна психологія
Феміністки США
Американські науковиці


text:
The Verville Sport Trainer AT was a two-seat tandem biplane designed by Alfred V. Verville as a civilian version of the YPT-10 primary trainer, intended to appeal to the wealthy private owner.

The White Aircraft Company bought the rights to the AT in 1939.

Civilian version

The Sportsman, as it was also known, offered excellent flight characteristics and good stability, due in part to the design of the lower wing. With leather trim, battery with starter, and navigation lights, the Sport Trainer sold for $5,250. There were 10 manufactured.  The owner of serial number one was Eugene Francis May.

One AT was built for NACA testing in 1930, and was designated the AT-4.  It had modified wide landing gear with added fittings for pontoons, which may or may not have been used. The colors were a blue fuselage, silver wings, yellow stripe. Special equipment included: EDO pontoon fittings with structural bearing, steel interplane struts. On 31 January 1931, test pilot Lou Meister bailed out of this plane after entering an unrecoverable spin. He died when his parachute did not fully deploy after bailing out.

One AT was modified in 1931 for Lycoming Manufacturing Company of Williamsport, Pennsylvania. It was designated the LT Sportsman. It was fitted with a 210 hp Lycoming R-680.

Kenneth Parker, the son of George Safford Parker, founder of Parker Pen Company owned an AT.

Military version - trainer
The USAAC purchased 4 YPT-10's and tested with 5 different engine versions resulting in YPT-10 thru YPT-10D designations. It had a 165 hp engine and could produce top speed of 120 mph, which was not faster than other aircraft of that era, but was more than adequate for the flight training purposes of the Army.

Specifications

Other specs
Heywood air starter
dual A.P.C. brakes

See also

Alfred V. Verville

References

External links

Aviation Enthusiast Corner

1930s United States military trainer aircraft
1930s United States sport aircraft
Verville aircraft
Single-engined tractor aircraft
Biplanes
Aircraft first flown in 1930


text:
Хегевальд () — немецкая фамилия. Известные носители:

 Хегевальд, Тобиас (род. 1989) — немецкий автогонщик.
 Хегевальд, Лидди (1884—1950) — немецкий кинопродюсер.
 Хегевальд, Вольфганг (род. 1952) — немецкий писатель.

См. также
  — посёлок немецких колонистов около Житомира, Украина, в годы Второй мировой войны.


text:
René Wolff, né le  à Erfurt, est un coureur cycliste sur piste et entraineur allemand. Durant sa carrière de coureur, il est champion du monde de la vitesse par équipes en 2003, puis champion olympique de cette discipline l'année suivante. En 2005, il devient champion du monde de vitesse individuelle.

Après sa carrière de cycliste, il devient entraineur dans les disciplines du sprint sur piste.

Biographie
René Wolff commence le cyclisme en 1987 à l'âge de huit ans. En 1995 et 1996, il est champion du monde de vitesse individuelle juniors (moins de 19 ans). En 1999, il devient  champion d'Europe de vitesse individuelle, puis champion d'Allemagne du keirin en 2001.

En 2002, il est médaillé de bronze du keirin aux mondiaux. En 2003, il est champion du monde de vitesse par équipes avec Carsten Bergemann et Jens Fiedler et médaillé de bronze du tournoi de vitesse. La même année, il réalise un triplé aux championnats d'Allemagne. En 2004, il est champion olympique de vitesse par équipes avec Stefan Nimke et Jens Fiedler aux en Jeux d'Athènes. Il décroche également la médaille de bronze de la vitesse individuelle. En 2005, il devient champion du monde de vitesse individuelle à Los Angeles en battant Mickaël Bourgain en finale. Il est le cinquième allemande à décrocher ce titre.

Il connait ensuite deux saisons plus difficiles et met fin à sa carrière en , à 29 ans. Il évoque notamment un manque de perspectives et des désaccords avec la Fédération allemande de cyclisme.

En 2010, il est nommé entraîneur de l'équipe nationale néerlandaise sur piste pour les disciplines du sprint. En novembre 2016, son contrat est prolongé de quatre ans. Finalement, en août 2018, après huit ans aux Pays-Bas, il déménage en Nouvelle-Zélande, où il occupe le même poste jusqu'en décembre 2021. Il démissionne de son poste après des Jeux olympiques à Tokyo décevant, marquée par une scission avec les coureurs en raison de son management sur l'épreuve de vitesse par équipes. En janvier 2022, il succède à Hugo Haak comme entraineur national du sprint aux Pays-Bas. Il retrouve un poste qu'il avait déjà occupé jusqu'en 2018, mais a cette fois sous ses ordres des sprinteurs qui dominent les compétitions internationales depuis plusieurs années. Sous ses ordres les sprinteurs néerlandais continuent leur domination, même si lors des mondiaux 2022, il oublie d'inscrire Hetty van de Wouw lors de la vitesse par équipes, ce qui la prive d'une médaille. De plus, lors de ces mondiaux, le trio de vitesse par équipes masculin est battu pour la première fois en quatre ans sur une grande compétition internationale. Son contrat n'est finalement pas renouvelé le  février 2023, à un an et demi des Jeux olympiques de Paris. Il est révélé que son remplacement par Mehdi Kordi est dû à la perte de confiance des sprinteurs, qui le considéraient comme un bon entraîneur pour progresser, mais pas pour le très haut niveau.

Vie privée
René Wolff a étudié la littérature et la philosophie. Il a deux enfants d'un premier mariage. Pendant qu'il travaillait aux Pays-Bas, il a vécu et travaillé à Apeldoorn. Il est en couple avec l'ancienne sprinteur néerlandaise Willy Kanis. Le couple a eu un fils en 2014.

Palmarès

Jeux olympiques
 Athènes 2004
  Champion olympique de vitesse par équipes (avec Stefan Nimke et Jens Fiedler)
  Médaillé de bronze de la vitesse individuelle

Championnats du monde
 2002
  Médaillé de bronze du keirin
 2003
  Champion du monde de vitesse par équipes (avec Carsten Bergemann et Jens Fiedler)
  Médaillé de bronze de la vitesse individuelle
 2005
  Champion du monde de vitesse individuelle
  Médaillé de bronze de la vitesse par équipes (avec Stefan Nimke et Matthias John)

Championnats du monde juniors
1995
  Champion du monde de vitesse individuelle juniors
1996
  Champion du monde de vitesse individuelle juniors

Coupe du monde
1997
  de la vitesse à Copenhague
1999
  de la vitesse par équipes à Frisco
2000
  de la vitesse à Copenhague
2002
 Classement général de la vitesse
  de la vitesse à Monterrey
  de la vitesse par équipes à Monterrey
  de la vitesse par équipes à Moscou
2003
  de la vitesse à Sydney
  de la vitesse par équipes à Sydney
2004
  de la vitesse par équipes à Moscou (avec Jens Fiedler et Carsten Bergemann)
  de la vitesse à Moscou
2004-2005
  du keirin à Manchester
2005-2006
  du keirin à Sydney

Championnat d'Europe
1999
  Champion d'Europe de vitesse individuelle

Championnats nationaux
 2001
  Champion d'Allemagne du keirin
 2003
  Champion d'Allemagne du keirin
  Champion d'Allemagne de vitesse individuelle
  Champion d'Allemagne de vitesse par équipes (avec Matthias John et Michael Seidenbecher)
 2004
  Champion d'Allemagne du keirin

Notes et références

Liens externes

Coureur cycliste allemand
Coureur cycliste sur piste
Champion olympique allemand
Champion olympique en cyclisme sur piste
Coureur cycliste aux Jeux olympiques d'été de 2004
Naissance en avril 1978
Naissance à Erfurt
Champion du monde de cyclisme sur piste
Médaillé de bronze olympique allemand
Champion d'Europe de cyclisme sur piste


text:
Mayesville is a town in Sumter County, South Carolina, United States. The population was 731 at the 2010 census, this was a decline from 1,001 in 2000. It is included in the Sumter, South Carolina Metropolitan Statistical Area.

History
The town was named for the Mayes family of early settlers after the Wilmington and Manchester Railroad cut through the Mayes' property and began as Mayes Station in 1852, replacing an earlier name of Bradleyville, South Carolina.

Fortunes made in cotton and tobacco created wealthy landowners in this area of South Carolina. Mayesville served the local area as a place to process and sell these products and to obtain supplies. Merchants such as I.W. Bradley, Witherspoon Cooper and Isaac Strauss opened some of the earliest businesses in town. The town suffered greatly during the Civil War but thrived again for several decades beginning in about 1880.

The patriarch of the Mayes family, Matthew Peterson Mayes II, known as "the Squire," had been a merchant in Raleigh, North Carolina, was wounded in the War of 1812, and then turned to farming. Purchasing an existing plantation prior to 1819, he turned this small beginning into an empire that would survive the Civil War. He died in 1879 and was buried in the historic cemetery at Salem Black River Presbyterian Church. His great-great grandson James Edgar Mayes, known locally as "Bubba Jim" presided over an 8,000-acre cotton plantation in Mayesville and served as president of the National Cotton Council before his death in 1994. His passing was recognized by the South Carolina Legislature.

Goodwill Parochial School and Mayesville Historic District are listed on the National Register of Historic Places. The Kineen Hotel is one of the more significant historic buildings still standing.

Geography
Mayesville is located at  (33.985514, -80.207302).

According to the United States Census Bureau, the town has a total area of 1.0 square miles (2.7 km2), all land.

Demographics

As of the census of 2000, there were 1,001 people, 331 households, and 246 families residing in the town. The population density was 968.0 people per square mile (375.2/km2). There were 369 housing units at an average density of 356.8 per square mile (138.3/km2). The racial makeup of the town was 13.19% White, 86.01% African American, 0.10% Native American, 0.30% Asian, 0.10% from other races, and 0.30% from two or more races. Hispanic or Latino of any race were 0.60% of the population.

There were 331 households, out of which 35.6% had children under the age of 18 living with them, 36.9% were married couples living together, 31.4% had a female householder with no husband present, and 25.4% were non-families. 22.1% of all households were made up of individuals, and 9.1% had someone living alone who was 65 years of age or older. The average household size was 3.02 and the average family size was 3.60.

In the town, the population was spread out, with 30.6% under the age of 18, 10.7% from 18 to 24, 25.9% from 25 to 44, 21.1% from 45 to 64, and 11.8% who were 65 years of age or older. The median age was 35 years. For every 100 females, there were 83.7 males. For every 100 females age 18 and over, there were 74.2 males.

The median income for a household in the town was $25,852, and the median income for a family was $27,321. Males had a median income of $21,964 versus $20,313 for females. The per capita income for the town was $10,738. About 29.6% of families and 36.5% of the population were below the poverty line, including 49.5% of those under age 18 and 16.2% of those age 65 or over.

Notable people
 Mary McLeod Bethune - educator and civil rights activist
 Archie Reese - defensive tackle, mostly for the San Francisco 49ers
 James McBride Dabbs - author
 McKinley Washington Jr. - Presbyterian minister and politician

References

Towns in Sumter County, South Carolina
Towns in South Carolina


text:
Scior Carera (; ) and Omm de preja (; "stone man") are traditional, popular names used to refer to an ancient Roman sculpture located in Milan, Italy, at No. 13 of Corso Vittorio Emanuele (next to the Duomo). Before being located where it is now (on the facade of a modern building) in the mid 20th century, the sculpture has been in different places around the city, most notably in Via San Pietro dall'Orto.

It is a marble bas-relief dating back to the 3rd century, depicting a man wearing a toga, with the right leg slightly put forward; it has lost its arms as well as its head. The latter was replaced in the middle ages, supposedly to represent archbishop Adelmanno Menclozzi.

The name  is a corruption of the first word  of the epigraph found below the statue, a sentence credited to Cicero:  ("Anybody who wants to criticise someone should be free from all faults").

Another inscription below this one recalls the former collocation of the statue in Via San Pietro all'Orto as well as the role this statue has played in the 19th century during the Austrian rule of Milan; at the time, in fact, there was the common habit of attaching satirical political messages to the statue, much like what happened in Rome with Pasquino and other "talking statues". In particular, the so-called tobacco riots that started the Five Days of Milan (whereby the Milanese quit smoking to cause economical damage to the Austrians) was possibly initiated on 31 December 1848 by a message attached to Scior Carera.

Because of the role of the statue in the fight for independence of Milan, its name was used for a satirical journal (, Italian equivalent of ) that was published between 1856 and 1864 and again after 1878.

References

Culture in Milan
Statues in Italy
Talking statues
Sculptures of men in Italy


text:
Bueng Kan (în ), de asemenea scris și Bung Kan, este cea de-a 76-a provincie (changwat) din Thailanda. Provincia este situată în regiunea Isan și a fost fondată la 23 martie 2011.
Cu o populație de 407.634 de locuitori, Bueng Kan este a 63-a provincie din Thailanda ca mărime după numărul populației.

Diviziuni administrative

Provincia Bueng Kan este subdivizată în 8 districte (amphoe), care la rândul lor sunt împărțite în 53 de subdistricte (tambon) și 615 sate (muban).

 Mueang Bueng Kan
 Phon Charoen
 So Phisai
 Seka
 Pak Khat
 Bueng Khong Long
 Si Wilai
 Bung Khla

Clima

Referințe

Legături externe
 Website of province administration

Bueng Kan


text:
Николай Васильевич Сергеев:
 Сергеев, Николай Васильевич (1894—1988) — советский актёр театра и кино.
 Сергеев, Николай Васильевич (в монашестве Феодосий; 1880—1937) — деятель Украинской автокефальной православной церкви и обновленчества.


text:
D-glycero-alpha-D-manno-heptose 1-phosphate guanylyltransferase (, hddC (gene), gmhD (gene)) is an enzyme with systematic name GTP:D-glycero-alpha-D-manno-heptose 1-phosphate guanylyltransferase. This enzyme catalyses the following chemical reaction

 D-glycero-alpha-D-manno-heptose 1-phosphate + GTP  GDP-D-glycero-alpha-D-manno-heptose + diphosphate

The enzyme is involved in biosynthesis of GDP-D-glycero-alpha-D-manno-heptose.

References

External links

EC 2.7.7


text:
«Чёртовы футболисты» () — немецкая комедия а режиссёра Гранца Хенмана, экранизация романа Фроке Нарган.

Сюжет
Школьник по имени Мориц сходит с ума по футболу и играет в детской команде, которую тренирует его отец. Но из-за ошибки мальчика команда проигрывает важный матч.

В это же время мать Морица застаёт мужа с секретаршей. Она не может простить измену и уезжает в другой город, забрав сына с собой. Там Мориц пытается попасть в местный футбольный клуб, но ему отказывают. Тогда мальчик решает создать собственную команду. В этом ему помогают новые друзья и одноклассники. Намечается большой турнир, поэтому ребятам необходимо много тренироваться.

Тем временем, их импровизированное футбольное поле, организованное на пустыре, забирают под строительство. Но на помощь приходит дедушка Морица и отдаёт под тренировки супермаркет, где он работает сторожем. По ночам мальчик и его друзья отрабатывают технику среди витрин, эскалаторов и прилавков, чтобы доказать всем: их «Адская команда» — лучшая. Также в мечтах Морица его поддерживают кумиры — футболисты сборной Германии Лукас Подольски и Филипп Лам.

В итоге команда Морица выигрывает турнир. Родители мальчика мирятся, и он возвращается домой.

Актёрский состав

См. также
 «Играй, как Бекхэм» — фильм 2002 года.
 «В поисках Эрика» — фильм 2009 года.

Ссылки

 Официальный сайт фильма
 Фильм на сайте компании UFACINEMA
 Фильм на сайте filmportal.de

Кинокомедии Германии
Кинокомедии 2010 года
Фильмы о футболе
Семейные фильмы Германии
Фильмы Гранца Хенмана


text:
Răscăeți is een Roemeense gemeente in het district Dâmbovița.
Răscăeți telt 2322 inwoners.

Gemeente in Dâmbovița


text:
Wouter Spoelman (born 5 June 1990) is a Dutch chess grandmaster.

Chess career
Born in 1990, Spoelman earned his international master title in 2006 and his grandmaster title in 2009. He is the No. 12 ranked Dutch player as of March 2018.

References

External links

1990 births
Living people
Chess grandmasters
Dutch chess players
Sportspeople from Zwolle


text:
Dyoplosaurus acutosquameus — вид птахотазових динозаврів родини Анкілозаврові (Ankylosauridae). Вид існував у кінці крейдяного періоду (76,5 млн років тому). Скам'янілі рештки знайдено в Канаді в провінції Альберта у відкладеннях формування Парк Динозаврів. Описаний по голотипу ROM 784 , що містить рештки черепа, фрагментів щелепи, десяти ребер, крижів, кісток хвоста, частин таза, лівої п'ясткової кістки, лівої задньої кінцівки.

Опис
Динозавр сягав 4-4,5 м завдовжки та 1,7 м заввишки. Череп сягав 35 см довжини.

Примітки

Анкілозаврові
Динозаври крейдового періоду
Вимерлі тварини, описані 1924
Динозаври Північної Америки


text:
Passavant-en-Argonne is een gemeente in het Franse departement Marne (regio Grand Est) en telt 211 inwoners (2016). De plaats maakt deel uit van het arrondissement Châlons-en-Champagne.

Geografie
De oppervlakte van Passavant-en-Argonne bedraagt 7,2 km², de bevolkingsdichtheid is 29 inwoners per km².

Demografie
Onderstaande figuur toont het verloop van het inwonertal (bron: INSEE-tellingen).

Bezienswaardigheden
 meerdere vakwerkhuizen
 monument voor de doden ter ere van de 49 krijgsgevangen Franse soldaten die in 1870 tijdens de Frans-Pruisische Oorlog werden vermoord. Het monument, dat even buiten het dorp staat, werd door de Duitsers verminkt in 1914.

Externe links

Gemeente in Marne


text:
Die Rathauspassagen sind ein nach Plänen der Architekten Heinz Graffunder, Eckart Schmidt, Wolfgang Radke und anderen zwischen 1967 und 1972 südlich des Alexanderplatzes errichtetes Gebäudeensemble zwischen der Rathausstraße, der Jüdenstraße und der Grunerstraße im Berliner Ortsteil Mitte. Sie waren gleichzeitig Teil der gesamten Neubebauung entlang der Spandauer und Karl-Liebknecht-Straße. Die Passagen wurden von 2002 bis 2004 vollständig umgebaut und zur Grunerstraße hin mit einem Parkhaus abgeschlossen.

Lage und Baubeschreibung
Der langgestreckte Gebäudekomplex zieht sich als zusammenhängender Baukörper vom Roten Rathaus bis kurz vor der Trasse der Stadtbahn auf ursprünglich 185 Meter Länge an der Rathausstraße entlang. Die Wohnungen in Nord-Richtung haben ihre Schauseite zur Grünanlage um den Berliner Fernsehturm. Die gesamte Breite des Komplexes betrug 68 Meter.

Baugeschichte und Nutzung

An der Stelle der Rathauspassagen befanden sich bis zum Ende des Zweiten Weltkriegs mehrere Einzelgebäude, darunter an der Ecke zur Jüdenstraße das 1967 abgerissene Gouverneurshaus. Im Zuge der mit dem Abriss fast der gesamten historischen Bausubstanz verbundenen großräumigen Umgestaltung des historischen Stadtzentrums und der Errichtung des Berliner Fernsehturms gab der Ost-Berliner Magistrat eine Neuplanung zur Rathausstraße an ein städtebauliches Entwicklungskollektiv in Auftrag. Unter Leitung von Heinz Graffunder erarbeiteten die Architekten Lothar Köhler, Peter Schweizer, Walter Wenzel, Dietmar Kuntzsch und Joachim Näther die konkreten Bebauungspläne. Die Rathauspassagen galten als sozialistische Antwort auf das Bauwerk Unité d'Habitation und das Corbusierhaus des Architekten Le Corbusier. Als Vorbild sind zudem die Entwürfe zur Vertikale Stadt von Ludwig Hilberseimer zu nennen. Der Komplex wurde nach den so entstandenen Plänen vom VEB WBK Berlin und der Aufbauleitung Sondervorhaben der Hauptstadt Berlin unter der Leitung von Erhardt Gißke verwirklicht.

Die Entwürfe und künstlerischen Ausführungen für den Sockelbau, die Innenhöfe und die Freiflächen gehen auf Eberhard Horn und Dietmar Kuntzsch zurück.

Von Anfang an war eine gemischte Nutzung vorgesehen. Während im Erdgeschoss Geschäfte und Lokale untergebracht wurden, in dem als Wandelgang gestalteten Terrassengeschoss in der ersten Etage Arztpraxen und Kindergärten Platz fanden, waren die oberen Etagen den Mietern vorbehalten. Die Ladenzone in den unteren Geschossen zählte seinerzeit zu den exklusivsten Einkaufszentren der DDR. Es bot ausgewählte Geschäfte wie das Haus der Mode, das Schuhhaus Hans Sachs, den Schmuckladen Ostseeschmuck, den Pelzsalon, den Kosmetiksalon Helena, den Wintersportausstatter Skihütte, den Musikinstrumentenladen Takt und Ton, das Feinkostgeschäft Delikat, eine Niederlassung der Fluggesellschaft Finnair und weitere Läden. Viele Geschäfte dienten als zentraler Repräsentationsort für in der DDR produzierte Bekleidung, Schmuck, Schuhe und Kosmetika.

Weitere Einrichtungen waren das Postamt 2, das Weinrestaurant Morava, das Berliner Kaffeehaus, das Café Rendezvous, das Café Espresso und das Grillrestaurant Zum Goldbroiler, später: Zur Haxe. Für den Außerhaus-Verkauf waren die Ketwurst und das B300 angeschlossen. Im Keller befand sich zudem ein Bowlingzentrum mit 18 Bahnen.

Gestaltungskonzept

Allgemeines
Die Gestaltung für die Rathauspassagen folgte einer damals neuartigen Konzeption, die nicht nur die Architektur, sondern auch Kunst, Gartengestaltung, Inneneinrichtung und Leuchtwerbung umfasste. Dieser Aufwand hing mit der herausragenden Bedeutung des Komplexes zusammen: Die Rathauspassagen waren nicht nur als Einkaufszentrum geplant, sondern sie waren auch ein Schaufenster für die Leistungen der DDR-Wirtschaft. Deshalb wurde für den Komplex eine besonders anspruchsvolle Gestaltungskonzeption entwickelt. Dabei waren die Planer bestrebt, die unterschiedlichen Gestaltungsmittel zu einer harmonischen Einheit, zu einem Gesamtkunstwerk zusammenzuführen.

Architektur
Der ursprüngliche Gebäudekomplex besteht aus zwei rückwärtigen Quertrakten und einem zweigeschossigen Flachkörper, montiert in Stahlbeton-Skelettbauweise. Aus dem Flachkörper erheben sich auf Stelzen fünf Wohnhaustrakte des Plattenbautyps P2.

Entsprechend der besonderen städtebaulichen Bedeutung der Rathauspassagen wurde der Plattenbau allerdings modifiziert:

Einerseits sollten die Wohnungen repräsentativer ausfallen, daher wurden sie deutlich größer ausgeführt als gewöhnliche P2-Wohnungen. Dies wurde durch eine größere Gebäudetiefe erreicht.

Andererseits wurden die Platten mit besonderen Materialien verkleidet. Für die beiden Fahrstuhl- und Treppenhausschächte des Haupttraktes entlang der Rathausstraße und alle Giebel wurden rote Spaltklinker aus Großräschen und Zahna verwendet. Damit entstand eine optische Verbindung zum Roten Rathaus. Zudem korrespondieren die beiden Treppenhaustürme an der Rathausstraße mit den Treppenhaustürmen des gegenüberliegenden Blocks an der Karl-Liebknecht-Straße. Die facettenartig gegliederten Fassaden der Wohntrakte nehmen dagegen die Gestaltung des Alexanderhauses, des Berolinahauses und des Fernsehturms auf. Dafür wurden weißer Marmorsplitt in hellem Wolfener Zement und blaue Glasmosaiken aus Reichenbach verbaut.
Eine weitere Besonderheit war die Wendeltreppe aus Sichtbeton im Mittelhof des Komplexes, der ursprünglich einen Zugang zum Terrassengeschoss herstellte.

Die Fassaden und Giebel der aufgeständerten Wohntrakte sind original erhalten, das darunter liegende Einkaufszentrum ist komplett umgebaut und überformt worden.

Innenarchitektur
Auch die Innenarchitektur wurde mit großem Aufwand von unterschiedlichen Architekten gestaltet. Da die Rathauspassagen auch als eine Leistungsschau für die DDR-Industrie dienten, wurde eine möglichst effektvolle Präsentation der Waren angestrebt. Besonders prägnante Beispiele waren:

 Schmuckladen Ostseeschmuck, Architekt: Achim MalerDieser Laden war mit Kugeln und Halbkugeln aus transparentem Piacryl ausgestattet, in denen die Schmuckstücke präsentiert wurden. Eine effektvolle Beleuchtung des Schmucks verstärkte die Wirkung der Ausstellungsstücke. Einen Kontrast zu den Kugeln bildeten weiße Möbel.
 Schuhsalon Hans Sachs, Architekt: Peter SchubringIm Geschäft präsentierten die Dekorateure die Schuhe in Glasvitrinen. Sessel aus rotem Schaumleder komplettierten die exklusive Atmosphäre.
 Kosmetiksalon Helena, Architektin: Christiane MikuschiesIn diesem Laden hingen zylinderförmige Vitrinen von der Decke herunter, die damit wie schwerelos wirkten. In diesen Vitrinen wurden die Kosmetikartikel ausgestellt. Auch hier sorgte eine effektvolle Beleuchtung für eine wirkungsvolle Präsentation der Waren.
 Skihütte, Architekt: Joachim KönigHier wurde ein rustikaler Baudencharakter angestrebt. Daher war der Laden mit Schränken und Wandverkleidungen aus Kiefernholz ausgestattet. Ein Kamin und handgeknüpfte Teppiche trugen ebenfalls zur rustikalen Atmosphäre bei.
 Musikinstrumenteladen Takt und Ton, Architekt: Achim MalerHier wurden die Instrumente (ebenfalls) in großen Glasvitrinen präsentiert. Ein Raum, der zecks guter Akustik mit Holzfurnieren verkleidet war, diente zudem der Vorführung von Instrumenten.
 Modesalon Haus der Mode, Architekt: Achim MalerAuch hier wurde versucht, eine möglichst großzügige und exklusive Verkaufsatmosphäre zu schaffen. Gestaltungsmittel waren Holzfurniere, Ledersessel, Blumenkästen und Pendelleuchten.

Kunstkonzeption
Für die Rathauspassagen hatte ein Kollektiv von Künstlern und Kunstwissenschaftlern unter Leitung von Gerhard Stelzer eine umfangreiche Kunstkonzeption entwickelt. Das übergreifende Thema lautete: Sozialistische Gemeinschaft – Verkörperung des realen Humanismus. Ein Großteil der realisierten Kunstwerke wurde bei der Sanierung 2002–2004 beseitigt.

Folgende Kunstwerke wurden ausgeführt:

Werbung
Für die Rathauspassagen wurde durch die Werbeagentur DEWAG Berlin ein einheitliches Werbekonzept entwickelt, das ebenfalls mit hohem gestalterischen Anspruch realisiert wurde. Es bestand aus den Leuchtwerbeanlagen der Geschäfte und Gaststätten in den Sockelgeschossen. Verwendet wurden Leuchtschriften, die einem einheitlichen Gestaltungsprinzip folgten. Weitere Gestaltungsmittel waren leuchtende Würfel, die ebenfalls auf die Geschäfte hinwiesen. Auf diese Weise sollte ein einheitliches Erscheinungsbild der Rathauspassagen erreicht werden.

In Einzelfällen wurden auch bewegliche Motive verwendet. So wurde am Bowlingzentrum eine Leuchtwerbung angebracht, die bei Dunkelheit bewegliche Kegel darstellte, die Weingaststätte Morava wurde mit leuchtenden Weintrauben ausgestattet.

Werbeelemente an den Giebelseiten der Wohnblöcke und im Firstbereich der Treppenhaustürme hatten dagegen keinen direkten Bezug zu den Rathauspassagen. Die Giebelseiten an der Grunerstraße trugen Werbeanlagen für Frauenzeitschriften aus dem Verlag für die Frau und für Produkte von VEB Berlin-Kosmetik. An den Treppenhaustürmen fand Werbung für Ruhla-Uhren ihren Platz.

Sanierung
Von 2002 bis 2004 (offizielle Eröffnung: 10. Juni 2004) erfuhren die Rathauspassagen nach Plänen der Architekturbüros RKW Rhode Kellermann Wawrowsky und Kny & Weber eine Grundsanierung. Dabei kam auf der Rückseite zur Grunerstraße hin ein großes Parkhaus als Anbau hinzu, das sich über die ganze Länge des Gebäudes erstreckt, wofür Teile der originalen Bausubstanz weichen mussten. Nach Entkernung und Sanierung der Sockelgeschosse hat der Eigentümer, die Wohnungsbaugesellschaft Berlin-Mitte mbH, die Rathauspassagen zu einem vollwertigen Einkaufszentrum entwickelt. Die Stirnseite zur Stadtbahn hin erhielt auf 25 Meter Breite ebenfalls einen Anbau.

Von 2014 bis 2015 wurden die Rathauspassagen erneut baulich verändert. Das Düsseldorfer Architekturbüro thelenarchitekten plante im ersten Obergeschoss die Verkaufsflächen für den französischen Sportkonzern Decathlon. Im Zuge dieser Maßnahmen wurde auch die Eingangshalle umgestaltet. Eine neue Rolltreppe zur Rathausstraße hin, die nun das Erdgeschoss mit dem ersten Obergeschoss verbindet, erforderte die Neuorganisation der Ladenflächen im Erdgeschoss. Es ist eine Einkaufspassage mit verschiedenen kleinen Shops und Ladengeschäften entstanden, die von der Grunerstraße als auch von der Rathausstraße zugänglich ist.

Rezeption
Oliver Päßler veröffentlichte 2006 mit Straße Nummer Eins ein filmisches Porträt über die Rathauspassagen. Für den Film interviewte er ehemalige und neue Bewohner des Gebäudekomplexes, die sich zu dem erfolgten Wandel überwiegend positiv äußerten.

Sonstiges

 Vor den Rathauspassagen ereignete sich im Oktober 2012 der Todesfall Jonny K. Der Tod des jungen Mannes erregte bundesweit große Aufmerksamkeit. An dem mutmaßlichen Tatort ist mit einer Messingplatte ein dauerhaftes Mahnmal entstanden.
 Der ehemalige Senatsbaudirektor Hans Stimmann gilt als Gegner der Passagen. Wenige Tage nach den Anschlägen vom 11. September 2001 forderte er, dass es am besten sei, "man schmeißt darauf [auf die Rathauspassagen] eine Bombe". Die Äußerungen führten zu erheblicher Kritik. Stimmann entschuldigte sich später für seine Äußerung.

Literatur
 Architekturführer DDR Berlin. VEB Verlag für Bauwesen, Berlin 1976 (2. Aufl.)
 Ruth Pape, Erika Neumann: Bildende Kunst und Architektur, Katalog, Teil 6, Ergänzung, Berlin (DDR) 1974
 Gerhard Stelzer: Ein weites Feld gestalterischer Möglichkeiten. In: Bildende Kunst, Heft 8/1972, S. 366–371 und 413

Weblinks

 Rathaus-Forum. deutsches-architektur-forum.de

Einzelnachweise

Architektur (DDR)
Erbaut in den 1970er Jahren
Wohngebäude in Berlin
Bauwerk der Moderne in Berlin
Berlin-Mitte
Einkaufszentrum in Berlin


text:
Mustela erminea stabilis es una subespecie de  mamíferos  carnívoros  de la familia Mustelidae  subfamilia Mustelinae.

Distribución geográfica
Se encuentra en Inglaterra.

Referencias

Bibliografía
 Barrett-Hamilton, G. E. H., 1904. Notes and descriptions of some new species and subspecies of Mustelidae. Annals and Magazine of Natural History, ser. 7, 13:394

Enlaces externos

  ITIS (en inglés)
  Encyclopedia of life (en inglés)
  WildLife Photography (en inglés)

erminea stabilis


text:
KK Policija je kuglački klub iz Đakova.

Trenutačno se natječe u 3. HL - zona Osijek.

Vanjski izvori
Kuglački savez OS

Šport u Đakovu
Policija


text:
In law, an allegation is a claim of an unproven fact by a party in a pleading, charge, or defense. Until they can be proved, allegations remain merely assertions.

Types of allegations

Marital allegations
There are also marital allegations: marriage bonds and allegations exist for couples who applied to marry by licence. They do not exist for couples who married by banns. The marriage allegation was the document in which the couple alleged (or most frequently just the groom alleged on behalf of both of them) that there were no impediments to the marriage.

Civil complaints
Generally, in a civil complaint, a plaintiff alleges facts sufficient to establish all the elements of the claim and thus states a cause of action. The plaintiff must then carry the burden of proof and the burden of persuasion in order to succeed in the lawsuit.

A defendant can allege affirmative defenses in its answer to the complaint.

Other allegations are required in a pleading to establish the correct jurisdiction, personal jurisdiction and subject matter jurisdiction.

Disjunctive allegations
Disjunctive allegations are allegations in a pleading joined by an "or". In a complaint, disjunctive allegations are usually per se defective because such a pleading does not put the party on notice of which allegations they must defend.

On the other hand, defendants often plead in the alternative by listing seemingly inconsistent defenses. For example, "I did not do the crime", "if I did, I didn't know", or "even if I did know, I've got a good excuse".  Such a pleading may be considered disjunctive and may be permissible.

Terminology
"Adduction" is another term relating to allegations. Evidence is said to be adduced, in the process of putting forward or presenting evidence or arguments for consideration by the court.

See also

 Accusation
 False accusation
 Reasonable doubt

References

Legal terminology


text:
Lora turricula är en snäckart. Lora turricula ingår i släktet Lora och familjen Turridae. Inga underarter finns listade i Catalogue of Life.

Källor

Snäckor
turricula


text:
Pierre Vaneau, né à Montpellier le  et mort au Puy le , est un sculpteur sur bois français.

Biographie

Il s'établit d'abord à Monistrol-sur-Loire  appelé par Armand de Béthune évêque du Puy, puis au Puy-en-Velay. Ses œuvres les plus monumentales sont visibles à la cathédrale du Puy avec le grand orgue, la chaire à prêcher et l'Assomption de la Vierge, ainsi qu'à la collégiale Saint-Julien de Brioude (chapelle de la Croix).

Armand de Béthune lui commanda un monument à la gloire de Jean III Sobieski, roi de Pologne, dont les plus beaux éléments sont conservés au musée du cloître de la cathédrale du Puy et au musée Crozatier (par dépôt du Louvre).

Œuvres réalisées

 la porte de hôtel-Dieu du Puy (1686)
 la chaire de église Saint-Pierre du Monastier (1686-1687)
 des statues pour église de Craponne (1689-1692)
 les reliquaires de saint Maurice et de sainte Madeleine au couvent du Refuge du Puy (1689-1692) dont un détail est conservé au Musée du Louvre
 des travaux à Monistrol (1688) dont le retable en bois doré de La Mort de Saint-Joseph du couvent des Ursulines
 la chaire et orgue de la cathédrale du Puy (1689-1692)
 des travaux à Yssingeaux, des boiseries à l'église Notre-Dame de Saint-Étienne (1693)
 le retable de la chapelle de la Croix à Brioude (1693)
 un monument commémoratif au roi de Pologne Jean III Sobieski dont un fragment a été déposé par le Musée du Louvre au Musée Crozatier du Puy-en-Velay
 un terme conservé au Musée Crozatier

Rétrospectives
 1980, Exposition au Puy-en-Velay : La sculpture française au  : Pierre Vaneau.

Notes et références

Voir aussi

Bibliographie

Liens externes

Sculpteur français du XVIIe siècle
Sculpteur d'art sacré
Naissance à Montpellier
Naissance en décembre 1653
Décès en juin 1694
Décès au Puy-en-Velay
Personnalité liée à la Haute-Loire
Décès à 40 ans


text:
The Fife Coast Railway was a railway line running round the southern and eastern part of the county of Fife, in Scotland. It was built in stages by four railway companies:

 the Leven Railway opened the section from a junction at Thornton on the Edinburgh and Northern Railway main line to Leven in 1854, serving textile mills and a distillery. In 1857 the company extended eastwards to Kilconquhar;
 the East of Fife Railway built the line from Leven to Kilconquhar, opening in 1857;
 the Leven and East of Fife Railway was created in 1861 by an amalgamation of the first two companies. It opened the line to Anstruther in 1863;
 finally the Anstruther and St Andrews Railway completed the line from Anstruther to St Andrews in 1887.

St Andrews itself had already been reached from Leuchars in 1852 by The St. Andrews Railway.

As well as the textile industries, the line served fishing and agriculture, and an important passenger traffic built up. The lines had been engineered by Thomas Bouch and some difficulties were experienced with inadequately specified technical equipment.

Coal exports assumed a huge importance in the last decades of the nineteenth century, and harbours at Leven and Methil were extended considerably.

The line thrived up until 1939, but road transport took its toll on both passenger and freight business, and the importance of coal declined, and the line closed to passengers in 1965 and to goods traffic in 1966.

History

First railways
Following the success of the Edinburgh and Glasgow Railway, Scotland's first trunk railway, which opened in 1842, promoters started to think of ambitious schemes for other Scottish lines. The easy availability of money as the economy improved resulted in a frenzy of railway promotion and the 1845 Parliamentary session saw a huge number of authorisations. Among them was the Edinburgh and Northern Railway, which was planned to link Edinburgh and Dundee, with an arm to Perth. Bridging the Firths of Forth and Tay was not technologically feasible and ferry crossings at both ends were to be part of the journey, for passengers and for goods.

The Edinburgh and Northern soon changed its name to the Edinburgh, Perth and Dundee Railway and it opened its lines progressively in 1847 - 1848. The route ran through Kirkcaldy, Markinch and Ladybank, forking there for Ferryport-on-Craig via Leuchars, and Perth.

The original prospectus for the line had included a branch line from Leuchars to St Andrews, but this was dropped from the scheme as actually authorised, and it fell to local people in St Andrews to build their own branch line from Leuchars. They did so, and the St Andrews Railway opened in 1852.

Immediately following the authorisation of the Edinburgh and Northern Railway in 1845, a prospectus was issued for an East of Fife Railway. It would either leave the E&NR at Thornton and follow the valley of the River Leven, or leave it at Markinch and follow the valley of the River Orr (often spelt "Ore"). Either way, the line would pass through Cameron Bridge and run close to the coast as far as Anstruther, a distance of about twenty miles. The easy topography of the area was such that the line would be "free from tunnelling or embanking".

The capital of the Company was to be £250,000, a huge amount for a simple branch line. Supported by prominent local persons, the scheme obtained its authorising Act of Parliament on 16 July 1846, adopting the Markinch junction route. In 1844 - 1845 money for railway schemes had been easy to come by; now in 1846 the slump had set in and it was impossible to get subscriptions; nonetheless in 1847 the Company obtained a further Act modifying the route, but soon reality struck home, and in 1850 the Company was dissolved.

The Leven Railway: authorisation
In 1847 the Edinburgh and Northern Railway, now retitled the Edinburgh, Perth and Dundee Railway, had opened part of its main line, with a station at Markinch. In 1848 a station at Thornton was opened. This emphasised to the people of Leven the loss of the railway connection that the East of Fife had promised.

In October 1851 a prospectus for the Leven Railway Company was issued. A less ambitious scheme was contemplated, running six miles from Thornton to Leven as a single track line; by avoiding the purchase of rolling stock (by contracting with the EP&DR to work the line) the capital cost of the project could be kept to £25,000.

As the scheme took shape, Thomas Bouch was appointed as Engineer to the Company. He pursued a policy of building low cost branch lines, arguing that the heavy expense of over-engineered railways crippled their profitability from the outset. The board of directors had no previous railway experience and at first they followed Bouch's recommendations implicitly.

The company would have capital of £23,000 and the line would run from Thornton to Burnmill, on the north-west margin of Leven, with branches to Kirkland Mill and to Leven Harbour. Burn Mill was a flour mill at that edge of Leven; the location was apparently chosen to enable later extension to Anstruther. Kirkland Mill was a large textile mill south of the river Leven a mile west of Leven itself. There was a large distillery and textile mill at Cameron Bridge, and numerous mills at Leven, where the terminal was some way north-west of the town; the attraction was the flour mill named Burn Mill. (The line was later extended south to the harbour.)

A Bill went to Parliament, and notwithstanding fierce opposition from a local landowner, C Maitland Christie, it received the Royal Assent on 17 June 1852.

The working arrangement with the EP&DR was revisited; it was to split any surplus income equally between the two Companies, but the Leven Railway had to provide a locomotive.

Leven Railway: construction
In August land acquisition was high on the agenda, and the contractor went to Thornton to make the junction with the EP&DR there. This caused an immediate problem, for the Leven Railway had agreed that the EP&DR would be able to approve the plans for the junction in advance. It emerged that Bouch should have arranged this and had failed to do so; moreover despite urgent requests he had still not produced the plans in October.

During the construction there was exceptional hostility from landowners; the land was fertile and although in most cases payment had been made to acquire the land, handing over the land shortly before harvest time was against the owners' nature and many obstacles were put in the way of the railway.

The EP&DR was in serious financial difficulty as the Leven Railway took shape, and approached the Leven Company with a proposition: instead of the Leven Company providing a locomotive, they could give the money for it to the EP&DR, who would work the line with one of its own engines. This was obviously some kind of trick, and the Leven Company declined. The EP&DR took huge offence and tried to coerce the Leven Company, but Bouch obtained a Hawthorn 0-4-0 tender locomotive, Leven no. 1, and the EP&DR was obliged to comply with the agreement.

Captain Tyler of the Board of Trade inspected the line in early June; the Company was confident that the line would pass, but Tyler found a great number of shortcomings, and the anticipated opening had to be deferred. On 2 August 1854 he visited again and this time he approved it. There was a Directors' special run on the line on 5 August 1854, and it opened to the public on 10 August 1854. There were four passenger trains each way daily, connecting with main line trains at Thornton. The stations at Cameron Bridge and Leven were rudimentary, and the authorised branches to Kirkland and Leven Harbour were not yet started.

Leven Railway: first years of operation
There was soon serious difficulty with the locomotive in negotiating the curves, which appear to have been very sharp. At first the EP&DR declined to work the line with the locomotive, but agreed to do so at reduced speed while the Leven Company obtained a better locomotive. Bouch blamed all this on the locomotive, but when Bouch could not be contacted for some time, the Directors called in an independent engineer, Robert Nicholson, locomotive engineer of the EP&DR, to advise them.  He found that there had been nothing wrong with the Hawthorn engine, but that Bouch's setting out of the line of route and the curves in the track were substantially at variance with the approved plans, and that the track was "substandard throughout". He was sent south to procure one from the Lancashire and Yorkshire Railway, which he did: a second-hand Bury 2-2-0. Leven no. 1 was sold to the Caledonian Railway.

The EP&DR continued to harbour hostile feelings towards the Leven Railway, and when a dispute over the terms of the working agreement could not be resolved, they gave notice that they would cease to work the line from 31 July 1854: about two weeks' notice. The Leven Railway had already overspent its authorised capital and could not simply acquire rolling stock and other plant as well as a replacement for the failing Bury locomotive. At the eleventh hour, General Lindsay of Balcarres funded the procurement of the necessary rolling stock, which was acquired remarkably quickly (from the Scottish Central Railway), and the line continued to run after the withdrawal of the EP&DR.

The traffic was very buoyant, almost double what had been foreseen, and having an efficient locomotive was essential. Unfortunately the Bury locomotive was also defective, and although it could hardly cope with the traffic, the Leven Company had to make the best of it while a new Hawthorn locomotive was built. The goods wagons also were extremely poor. The new locomotive arrived in October 1855 and immediately on arrival it too was found to be unready for work. It is not clear whether Bouch, as the Engineer of the line, was responsible for locomotive matters; but the Directors now found many deficiencies with the line itself, and wrote to Bouch in such strong terms that the letter was in effect dismissal.

In 1856 the finances of the Company were buoyant; in the half year to 28 April 1856 the surplus was £1,204, nearly double that under the EP&DR working arrangement. In 1860 and 1861 the Company was able to declare dividends of 8%.

Some time prior to 23 April 1858 the quarter-mile spur to the Kirkland Works, authorised in the original Act of Parliament, was opened.

The East of Fife Railway authorised and constructed

In the middle of 1854 the Leven Railway was taking shape, and there was increasing demand for the settlements further east to be included in the railway network; many important fishing towns were located along the south-eastern coast of Fife. On 24 August 1854, just after the opening of the Leven line, a prospectus was issued for the East of Fife Railway. It was to run from the Leven Railway along the coastal strip to end at Anstruther and Cellardyke, a small community immediately east of Anstruther. Thomas Bouch had been engaged as engineer—his shortcomings on the Leven line had not yet become apparent—and he estimated £58,411 to build the line. There was considerable concern that the money to build the line would not be forthcoming in the community, and that the scheme might fail like the 1851 proposal. It was suggested building the line through Lower Largo and as far as Kilconquhar only at first; the insignificant village was a little inland and home only to a clay pit and a brickworks, and not obviously a destination in itself, and some opinions insisted on carrying the line throughout. But the Kilconquhar first stage prevailed, and the subscriptions were just about raised to get that far.

A Parliamentary Bill was deposited, and although there was a last minute ambiguity about the exact location of the Kilconquhar terminus, the Act obtained the Royal Assent without difficulty on 23 July 1855, with capital of £32,000. A further Act of 5 June 1856 (the East of Fife Railway (Deviation) Act) regularised the Kilconquhar location.

Intermediate stations were to be provided at Lundin Links (at the time completely undeveloped) and Lower Largo and the Kilconquhar terminus (to be called Kilconquhar and Elie). None of these was a large community, nor had they any great industrial activity.

The Board of the East of Fife line heard of the difficulties on the nearby Leven Railway, and had Bouch's work checked by an independent engineer. His report led the board to dismiss Bouch immediately, and Martin, one of Bouch's assistants, was brought in.

In September 1856 the Company wrote to Hawthorn's asking them to supply a locomotive identical to the one then running on the Leven line, and on 3 January 1857 the Directors were able to make a trial run from Leven to Drummochie (spelt Drummochy by some sources); the viaduct at Lower Largo was not yet ready for them to go further. This was successful and goods traffic started on 1 February 1857 as far as Drummochie, although the temporary goods station there was named Lundin Mill. Work on the viaduct and the route beyond proceeded well, and on 27 July 1857 Captain Tyler of the Board of Trade inspected it. Immediately north of Leven town a former waggon road (that is, tramway) crossed the line; it had connected a brickfield with the town. No signalling or other protection had been provided; moreover the Board of Trade had not been given the required certificate as to the method working the single line, and Tyler declined the approval to open to passengers.

These matters were quickly attended to: probably the waggon road crossing was removed, and the main line was to be worked under the "one engine in steam" principle. The necessary approval was given, and the directors made a demonstration run throughout the line on 30 July.

Opening to Kilconquhar
The line opened to the public on 11 August 1857 There were four trains each way daily.

Ridership on the line exceeded expectations, amounting soon to over a thousand a week; by April 1858 the Shareholders' Meeting was informed that capital expenditure had been £36,606, and the operating surplus (probably for the half year) was £861. At 31 July 1860 the surplus for the half year was £626; the Leven surplus was £1,433. The East of Fife declared a dividend of 2% compared with the Leven's 8%.

The Leven and East of Fife Railway
This accentuated the feeling that terminating at Kilconquhar was not conducive to generating income, and the next stage onward to Anstruther was urgent. At the same time there was common ground that the two Companies should be merged, although the detail of the arrangement was not without controversy. Parliamentary Bills were to be submitted to authorise the extension to Anstruther and also the amalgamation of the two companies. On 22 July 1861, the Leven and East of Fife Railway Act was passed, amalgamating the Companies: there would be three classes of shares: Leven shares would benefit from two thirds of the income, and East of Fife shares one third; preference shares were to be issued to finance a number of debts. The Leven and East of Fife Railway (Extension) Act was also passed, authorising the line to Anstruther. A station at Pittenweem had been omitted from the original plans but was now inserted, and a loop line at Elie bringing the line closer to the town was deleted. £40,000 of further preference shares was authorised to pay for the new line.

On 13 August 1863 the Board of Trade inspector, Colonel Yolland, carried out his inspection of the line, and although most of the works were satisfactory, he was not satisfied with fencing and he found the permanent way to be rough, and wished a goods service to be operated for some time so as to consolidate the ballast. A goods service had started on 14 August, and Yolland being satisfied, a passenger service started on 1 September 1863. There were stations at Elie, St Monance, Pittenweem and Anstruther; there were three mixed (passenger and goods) trains each way daily, from Thornton to Anstruther. The  Kilconquhar station was converted to a through station, as earlier envisaged, and the Anstruther station was in Anstruther Wester.

A third locomotive was obtained after the opening to Anstruther and a five trains a day were run in summer, one being goods only. Traffic was much better than expected and more rolling stock had to be acquired. Fish was an exceptionally heavy traffic at Anstruther, and it often happened that a large number of landings took place at one, overwhelming the railway's capacity to cart the fish to market.

Muiredge branch
There was a colliery at Muiredge, immediately north of Buckhaven. It had earlier been worked by the Wemyss Estate but that had been given up. A new mineral company, Bowman and Cairns took a lease to develop the mine, and requested a railway connection. This short branch was provided, running south from the east end of Cameron Bridge station, authorised by an Act of 16 July 1866. A public goods station was to be provided at Muiredge in addition, and a branch a mile and a half long to serve Methil docks, although this latter was never built. The Muiredge branch was steeply graded, and opened at the end of 1868. The public goods depot was named Muiredge Sidings Goods at first, but then Buckhaven from June 1878 and from 5 May 1887 Buckhaven (Old). Several additional colliery sidings were later made to the branch, although the Muiredge colliery itself installed a tramway direct to Methil Harbour and used that, horse-drawn at first, to ship the coal out direct.

Renewals
In the years from 1868, Bouch's original (and cheap) timber bridges were becoming unserviceable. Several were replaced with iron bridges, and much of his early wrought iron rail was replaced with steel rail. A fourth locomotive was obtained in 1870 and a fifth in 1872.

Leven Harbour
The Leven Railway's original Act had authorised a branch to Leven Harbour, but this had never been constructed. At this period coal extraction in the area grew considerably, and the Leven Harbour Dock and Railway Company was established to improve the docks at Leven and to arrange a railway connection. It got an authorising Act of Parliament on 24 July 1876. The capital was £25,000, and the railway part of the works extended to just over half a mile. The North British Railway, intending to take over the line, contributed £5,000 to the scheme. On 18 November 1879 the first vessel used the harbour; the branch railway was to be treated as a siding branch of the NBR with receipts for traffic on it divided between the NBR and the Dock and Railway company. The Leven Harbour never realised its potential, chiefly due to difficulty with silting, and the availability of alternative docks.

Absorbed by the North British Railway
Although the Leven and East of Fife Railway was profitable on revenue account, it was vulnerable to a number of external factors. Nearly all its traffic was through to or from the North British Railway at Thornton. (The North British had taken over the Edinburgh Perth and Dundee Railway in 1862.) The trade cycle had diminished the Company's income, and its lack of capital reserves made it difficult to consider expanding the network. Amalgamation with the North British Railway was obviously imminent. This was in fact agreed, and on 28 June 1877 the North British Railway (Amalgamation) Act was passed; the agreed date for the actual amalgamation was 1 August 1877. A final dividend of 10.5% for Leven stock and 5% for East of Fife stock was declared. (The St Andrews Railway was amalgamated with the NBR on the same day.)

The Anstruther and St Andrews Railway authorised
Anstruther had been reached by a railway in 1863, and St Andrews, 8 miles away, had been on the railway system since 1852: but the short gap in the railway network between the two important towns, with fertile agricultural land in between, demanded a connecting link. In February 1864 this was proposed in the press, and a survey was carried out. In September 1864 a prospectus was issued, but there were mixed feelings locally about the profitability of the line, and after several meetings, it was announced in December 1866 that the scheme would be deferred for the time being. A further unsuccessful attempt to get a proposal activated took place in 1874, and in 1877 there was what seemed to be a better outcome, when on 24 August 1877 a meeting at Crail attracted considerable support, including subscriptions for shares. Yet in August 1878 it was announced that "the prospect of the line being shortly proceeded with is now bright", implying that not enough subscriptions had been taken

By this time (actually in 1877) the North British Railway had taken over both the St Andrews Railway (from Leuchars) and the Leven and East of Fife Railway.

In February 1880 after a considerable controversy over the route of the line, and particularly the location of the St Andrews station and whether the line should link up with the St Andrews Railway there, the matter seemed to be settled. A working agreement with the North British Railway was negotiated (giving them 50% of gross receipts), and the matter went to Parliament. The Anstruther and St Andrews Railway was authorised by Act of Parliament on 26 August 1880. The share capital was to be £57,000; a new through station was required at Anstruther, and there would be a terminus at St Andrews in the Argyle district.

A contract was let on 7 January 1881 to John Coghill and Sons in the amount of £37,698 exclusive of permanent way, a lower price than expected. At first the works proceeded as expected, but the following year it was obvious that Coghill and Sons had over-reached themselves and were bankrupt in August 1882. The Company resolved to continue the works themselves.

In November 1882 it was announced that a railway connecting the Anstruther line and the St Andrews Railway at St Andrews was to be built. The North British Railway was to fund the work, which would include providing a new through station, and it would get free use of the new Joint station. This was authorised by Parliament on 16 July 1883.

Opening: from Anstruther to Boarhill at first

A rudimentary goods train service had already been started, on 1 May 1883, between Anstruther and Crail, following pressure from local farmers. The line as far as Boarhills was pressed forward and in August 1883 Major Marindin of the Board of Trade inspected the line. Marindin gave a positive report, although some details required to be resolved; in particular it was intended to detach coaches at Anstruther off trains for Boarhills, and there was no accommodation to do so at the new Anstruther station. (The old Anstruther station would be on a spur from the new line, and was to become a goods station.)

The line was single with a passing loop at Kingsbarns (although for the time being the line was to be worked on the one-engine-in-steam principle). Stations were at Anstruther, Crail, Kingsbarns and Boarhills. The steepest gradient was 1 in 60. Accordingly, the line opened for passenger traffic as far as Boarhills on 1 September 1883.

There were five passenger trains daily except Sundays, and they ran from Pittenweem on the Leven and East of Fife line to Boarhills, calling at Anstruther new station on the way. The coaches of the trains ran through from Leven and were detached at Pittenweem, the Leven train continuing to Anstruther old station. The arrangement worked in reverse in the other direction, being necessitated by the absence of a loop of other track connections at Anstruther on the St Andrews line. In fact, as required by Major Marindin, a loop there was constructed, and was operational at the end of December 1883. The Leven passenger trains diverted there from then onwards and the East of Fife station at Anstruther became a goods station only. The first train of the day was mixed, passenger and goods. There were three road coach journeys daily connecting Boarhills and St Andrews.

The Wemyss Estate

Leven Harbour had been declining due to silting, and in 1883 the Wemyss Estates (Randolph Wemyss, his tenant colliers and certain other business interests) acquired the Leven Harbour Company for £15,000, on 15 August 1883. This knock-down price for a useless harbour included the short branch line. Coal production in the area was expanding enormously, and Wemyss clearly foresaw that modern harbour facilities were appropriate to handle it. He enlarged the dock at Methil, a short distance westward on the coast: it opened on 5 May 1887. Wemyss arranged for storage sidings there and for the Leven Connection Railway to be built, from the NBR Leven Dock Branch to Methil; it was two miles long and crossed the River Leven on a three-span girder bridge. It opened on 17 September 1887, and traffic at Leven Dock collapsed immediately. The North British Railway felt seriously aggrieved at the disadvantage that they experienced, but Wemyss sold the Methil Dock and the connecting railways back to the NBR for £225,000 on 1 November 1889.

Dissatisfaction with the efficiency of the dock arrangements was a continuing issue, and in 1893 the coal owners were pressuring the NBR to improve matters. Wemyss complained that the Methil no. 2 Dock scheme was halted. Wemyss threatened that if the NBR did not act, he would create a new dock himself and divert the railway traffic away from the NBR branch.

In 1896 the North British Railway made an agreement with Wemyss and 27 other coal owners: for 21 years they would not support rival railway proposals nor build one themselves. Wemyss had a seat on the NBR board as a result of the 1889 sale, but in 1897 he announced that he was to build a line of his own to Methil. This was in contravention of the agreement, and of course would be in competition with the NBR of which he was a Director. There followed an unseemly public spat on the Board, which took some considerable time to smooth over, and brought the NBR into disrepute.

Completing from Boarhills to St Andrews
Although the intention of the Anstruther and St Andrews Company had been to press on from Boarhills to St Andrews without delay, the Directors now discovered that nearly all the capital had been expended, and there was no possibility of continuing. This was serious, for Boarhills was no destination in itself, and indeed the first three months of operation had resulted in a loss. The Company appealed to the North British Railway for assistance, which the NBR gave, and they agreed to extend the working arrangement too. The Anstruther and St Andrews Company also issued preference shares and managed to generate some more capital. This took some time, but in November 1885 a contract was awarded to James Young & Company for construction of the line on to St Andrews.

By now it was confirmed that the NBR would fund the connection from the location at St Andrews where the Anstruther line was earlier planned to terminate, on to the junction with the Leuchars line just west of the earlier St Andrews station, in the amount of £5,000. The NBR was to work the line for 50% of gross receipts.

The work went ahead and on 28 May 1887 Major General Hutchinson of the Board of Trade visited the line to inspect it. Hutchinson reported a number of improvements that he required, but he recommended approval for passenger operation. The line was signalled and worked on the train staff and ticket system, and the Anstruther to Boarhills section, previously operated as one engine in steam, was to be converted also to the train staff and ticket system. (Hutchinson recommended that the Leuchars to St Andrews section should also be converted to this system.) Gradients on this section were steep, the most extreme being 1 in 49.5, and Hutchinson was concerned about steep gradients at siding connections, where there was a risk of vehicles being left on the main line on the gradient during shunting operations, and by some mishap running away.

Stations were at Stravithie (spelt Stravithy in Hutchinson's report), Mount Melville, and St Andrews New Station. Hutchinson recommended that the section between the two St Andrews stations should be made double track. (This was never done.)

The line opened on 1 June 1887. The new St Andrews station had an island platform and a passing loop, but being in a deep cutting, if had no other trackage. Goods facilities were provided at the old St Andrews Railway station, now renamed St Andrews Links (or sometimes St Andrews Old), while the new station was named St Andrews (New). The two stations were 616 yards apart.

In the decade from 1880 the habit of holidaying at seaside resorts had been increasing markedly, but it was not until the Anstruther line was completed to St Andrews that this affected railway travel in the area, due to the relatively limited scope of the former railway network.

Accident at Anstruther New station
On 12 December 1896 a collision took place at Anstruther. The station still had only one platform, although a passing loop had been provided following Major General Hutchinson's requirements, but this was a goods loop only, without a platform and without proper locking on the points. An arriving train was signalled into the platform line where a train was standing, instead of into the loop. There were eleven injuries, but the collision drew attention to the chaotic technical arrangements on the line.

In fact nothing was done, and it was not until 1900, following a question asked in the House of Commons, that the NBR, by then the owner of the line, were induced to respond and provide the second platform and lengthen the existing one, and provide better access.

The end of independence
The Anstruther and St Andrews Railway had never made significant profits, and had paid dividends generally of 1%, while never paying off the deficit on capital account amounting to £5,000. The NBR considered acquiring the Company, at first by purchase of shares, although these retained a high price, exactly because shareholders believed that eventually the NBR would have to acquire them at par. The NBR wanted to acquire the line in order to make improvements to it, which the independent Anstruther company could not afford.

The issue dragged on, but in early 1897 agreement was reached, and on 15 July 1897 the North British Railway (General Powers) Act was passed, approving the absorption, which was to be effective from 1 August 1897. The Anstruther and St Andrews ordinary shareholders received about 33% of their paid up value in cash.

The NBR lost little time in planning improvements. The whole line had a single passing place, at Kingsbarns, and there was no passing place at Crail, for long a sore point for this important resort. The NBR decided to provide one and a second platform, and a siding there, and to convert the signalling to tablet working instead of the obsolete train staff and ticket system. The new arrangements were implemented on 7 May 1898. A passing loop and second platform were also provided at Stravithie at this time.

The twentieth and twenty first century
On 3 July 1901 there was a serious fire at St Andrews (New) station. A few weeks previously the Links station had been burned down, and the two events were assumed to be the work of an arsonist. Most of the New station buildings were destroyed, and the Burgh urged the NBR to provide enhanced accommodation in the rebuilding. However the NBR's costings indicated that this would be unaffordable, and they replaced the station buildings broadly as before.

Holiday traffic was exceedingly heavy in the summer, with seemingly every loop and siding occupied by a passenger train on the busiest days, and working the single line sections proved difficult. In 1907 the NBR established a new passing place named Kilconquhar West, about a mile west of the station, and not close to any other habitation. Otherwise, in the face of constant criticism in the press, the NBR confined itself to minor improvements at stations for the time being.

The mineral traffic at Methil was building up considerably as well, and delays to that also led to complaints. On 2 August 1907 the NBR got an Act of Parliament to build a new, much larger, no. 3 dock at Methil to the east of the former docks, and to provide a new branch line parallel to the earlier Dock branch; the Buckhaven connection had severe gradients and was no longer a suitable route to handle the very heavy traffic. The line between Thornton and Leven was to be doubled, and a large marshalling yard provided near the junction on the main line at Leven. The new railway works were commissioned on 19 June 1910. The no. 3 Dock was constructed between 1908 and 1913. This was coupled with an attempt to close Leven Docks, which were subject to heavy silting; this had been attempted in 1900 but rebuffed. The NBR spent £1,387,000 on Methil and Leven between 1889 and 1913.

These arrangements enabled the NBR to operate a weekend summer train in 1910, the Fifeshire Coast Express, from Glasgow to Crail on Friday evening, returning on Monday morning. This enabled business people to locate their families on the coast in the summer, and to travel there themselves at the weekend. The train was a success and ran from Mondays to Fridays in subsequent summers.

During World War I traffic on the line was depressed as holidays in the area were discouraged, and menfolk were away at the front. Mount Melville and Boarhills stations were closed to passengers and goods from 1 January 1917, until 1919. (The two stations handled less than 25 passengers per week between them at the time: Boarhills had once been the terminus of the line!)

A Royal Naval Air Station was proposed in 1916 to be located at Crail. The workers and the materials for the construction brought considerable extra traffic to the line; the aerodrome was opened in July 1918 as a Royal Air Force station.

After the armistice, the express trains from Glasgow and now Edinburgh were re-introduced (now called The Fife Coast Express).

In 1923 the main line railways of Great Britain were "grouped" under the Railways Act 1921; the North British Railway was a constituent of the new London and North Eastern Railway (LNER) from the beginning of 1923.

In 1923 also bus services started in earnest in the locality. The Anstruther line was meandering and its stations were mostly remote from their communities, and trains were infrequent compared with the bus offerings. Motor lorries too showed their superiority in door to door transits over the railways. The decline in income was serious and in 1929 the LNER announced the closure of Kingsbarns, Boarhills, Stravithie and Mount Melville stations to passengers; this took effect on 22 September 1929.

During World War II three airfields were opened near the line: at Crail, the earlier aerodrome was reopened, and new fields at Stravithie and Dunino (near Kingsbarns) were set up, once again involving considerable construction traffic.

At the end of the war, the Fife Coast Express was reinstated between Crail and Glasgow; it used the former Silver Jubilee streamlined stock displaced from the East Coast Main Line, but without refreshment facilities. It ran until 5 September 1959.

In 1948 the railways of Great Britain were nationalised, and the lines in the area now formed part of British Railways, Scottish Region. The future of the line was already plain to see, as both passenger and goods carryings continued the pre-war decline, as road services were discovered to be more convenient and cheaper.

In 1959 the first diesel multiple units appeared on some trains, and in April 1960 they took over most of the passenger operation in the area. The decline of local goods services accelerated and on 5 October 1964 most local goods stations were closed, and on 6 September 1965 the entire line between Leven and St Andrews closed to passenger trains; the section from St Andrews to Crail closed completely. The residual goods service at Crail could not survive on its own, and from 18 December 1966 the entire line from Leven was closed.

Parts of the line have been used for the Fife Coastal Path, a popular walking route. There is no railway use on the former line at present.

The Leven to Thornton section continued and through passenger trains ran to Edinburgh, and at first it seemed that this could continue; but passenger business on those trains too was small and a huge loss was incurred in running the trains; the line between Thornton and Leven closed to passengers on 6 October 1969.

Rationalisation of the remaining freight facilities on the Leven section followed progressively over the succeeding years, and by 1980 the only residual traffic was to Methil power station, grain to Cameron Bridge and a public coal siding at Leven Dock. In 1999 all these traffics had disappeared.   The first mile of line between Thornton North Junction and Earlseat opencast mine reopened and operated with around two trains a week serving the Earlseat coal terminal from 2012–15.  Several detailed transport studies conducted by consultants have been undertaken between 2008-2019 demonstrating a favourable case for the reinstatement of both passenger and freight on the mothballed line, still fully intact and owned by Network Rail.  Levenmouth, with a population of 37,500, is now by far the largest urban area in Scotland not served by a direct rail link

In 2014 another campaign was started by the local community to reinstate the section of line between Leven and Thornton. This culminated in an announcement by Michael Matheson, the Cabinet Secretary for Transport in the Scottish Government that the line would be reinstated at a cost of £70,000,000. The Levenmouth Rail Campaign had succeeded as a result of full community involvement including a 12500 signature petition to the Scottish Parliament. The line is planned to reopen in December 2023 and will offer a direct train service between Leven and Edinburgh, thus creating opportunities for employment, leisure and tourism..

It was announced on 18 September 2020 that Network Rail is to begin vegetation clearance, site surveys and geological investigations to inform the development of plans to reopen the Levenmouth line, with stations at Cameron Bridge and Leven. 'Although still at a very early stage, it is fantastic to see work happening literally preparing the ground and to inform the design of the line', said Graeme Stewart of NR's Levenmouth project team on 15 September. 'We have been working on developing a range of options which will define what the project looks like and how it is delivered.'

Topography

From Thornton the line fell with a ruling gradient of 1 in 100 to Leven; from there slight undulations followed leading to a minor summit at Largo, approached from each direction at 1 in 115. There was a further climb to Kilconquhar West at 1 in 223, then falling gently until a short descent at 1 in 100 to Elie. Further undulations followed, with the steeper gradients only running for short distances, finishing by falling at 1 in 176 to Anstruther.

From Anstruther the line climbed at 1 in 60 and after a level section fell at 1 in 120, climbing again at 1 in 89 through Crail. Similar gradients brought the line down to Kingsbarns, and after a gentle section to Boarhills the line climbed at 1 in 50 to Stravithie, then falling at 1 in 50 almost continuously to St Andrews.

Locations on the line were:

Leven Railway

 Thornton; junction station on Edinburgh Perth and Dundee Railway;
 Cameron Bridge; opened 10 August 1854; closed 6 October 1969;
 Burnmill; temporary terminus opened 3 July 1854; replaced by permanent Leven station 11 August 1857;
 Leven; opened 11 August 1857; closed 6 October 1969.

East of Fife Railway

 Leven; above;
 Lundin Links; opened 11 August 1857; closed 6 September 1965;
 Largo; opened 11 August 1857; closed 6 September 1965;
 Kilconquhar; opened 11 August 1857; closed 6 September 1965.

Leven and East of Fife Railway

 Kilconquhar; above;
 Elie; opened 1 September 1863; closed 6 September 1965;
 St Monance;  opened 1 September 1863; soon renamed St Monan's October 1865; renamed St Monance February 1936; closed 6 September 1965;
 Pittenweem; opened 1 September 1863; closed 1 January 1917; re-opened 1 February 1919; closed 6 September 1965;
 Anstruther Junction; divergence of Anstruther and St Andrews Railway;
 Anstruther; opened 1 September 1863; closed (reduced to goods station) 27 December 1883.

Anstruther and St Andrews Railway

 Anstruther Junction; above;
 Anstruther (New); opened 1 September 1883; renamed Anstruther for Cellardyke 31 December 1883; closed 6 September 1965;
 Crail; opened 1 September 1883; closed 6 September 1965;
 Kingsbarns; opened 1 September 1883; closed 22 September 1930;
 Boarhills; opened 1 September 1883; closed 1 January 1917; re-opened 1 February 1919; closed 22 September 1930;
 Stravithie; opened 1 September 1883; closed 22 September 1930;
 Mount Melville; opened 1 September 1883; closed 1 January 1917; re-opened 1 February 1919; closed 22 September 1930;
 St Andrews; opened
 St Andrews (Links); former passenger terminal of the St Andrews Railway.

Notes

References

External links
Railscot on Leven Railway
Railscot on East of Fife Railway
Railscot on Anstruther and St Andrews Railway

Closed railway lines in Scotland
Railway lines in Scotland
Early Scottish railway companies
Standard gauge railways in Scotland
North British Railway
Pre-grouping British railway companies
Railway lines opened in 1887
1887 establishments in Scotland
Transport in Fife


text:
Наталья Николаевна Фролова (до 2012 — Карасёва; род. 7 апреля 1989, Воронеж) — российская волейболистка, нападающая-доигровщица.

Биография
Наталья Фролова (Карасёва) начала заниматься волейболом в воронежской СДЮШОР № 3. Первый тренер — Сергей Жанович Калдеран. В профессиональном волейболе начала выступать в 2005 году за серпуховскую «Надежду» в высшей лиге «А». С 2006 один сезон провела в тутаевской «Ярославне-ТМЗ». В 2007 году вернулась в Воронеж и начала играть в новообразованной команде (одноимённой с названием города), с которой прошла путь от первой лиги до суперлиги чемпионата России.

В 2016 году «Воронеж» по финансовым причинам был вынужден покинуть суперлигу и Наталья Фролова перешла в челябинский «Метар». С 2017 выступала за казахстанский «Иртыш-Казхром», тульскую «Тулицу», красноярский «Енисей». В 2021 заключила контракт с ВК «Липецк».

Клубная карьера
 2005—2006 —  «Надежда» (Серпухов);
 2006—2007 —  «Ярославна-ТМЗ» (Тутаев);
 2007—2016 —  «Воронеж» (Воронеж);
 2016—2017 —  «Метар» (Челябинск);
 2017—2018 —  «Иртыш-Казхром» (Павлодар);
 2018—2019 —  «Тулица» (Тула);
 2019—2020 —  «Енисей» (Красноярск);
 2020—2021 —  «Тулица» (Тула);
 с 2021 —  «Липецк» (Липецк).

Достижения

Клубные
 бронзовый призёр чемпионата Казахстана 2018.
 серебряный призёр розыгрыша Кубка Казахстана 2017.
 двукратный бронзовый призёр чемпионатов России среди команд высшей лиги «А» — 2013, 2019.

Примечания

Ссылки
 Профиль на сайте ВК «Тулица»
 Фролова Наталья. Статистика
 Natalia Frolova. women.volleybox.net

Волейболисты России
Игроки ВК «Воронеж»
Игроки ВК «Динамо-Метар»
Игроки ВК «Тулица»
Игроки ЖВК «Енисей»
Игроки ВК «Липецк»