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Chicago & North Western Railway
Diesel Locomotive Roster Notes
This page was last updated on April 30, 2021.
(Return to C&NW Index Page)
C&NW locomotives not equipped with dynamic braking except as noted.
Locomotives of predecessor roads held in C&NW accounts as owned by (and sub-lettered for) the original roads, except as noted. The locomotives of the Fort Dodge, Des Moines & Southern Railroad (GE 70-tonners 401-406) were not integrated into C&NW's locomotive fleet upon its lease by C&NW in June 1971, and therefore are not covered in this roster. Neither are the locomotives of the Chicago Metropolitan Railroad Authority (Metra).
This roster shows all road numbers for C&NW locomotives. Where a C&NW road number was used more than once on any C&NW owned or leased locomotive, multiple road numbers are shown as first (1st), second (2nd), third (3rd), or fourth (4th). For example, RS-3 1553 (1st) is an original C&NW unit purchased new in 1951 and retired in 1962; C&NW 1553 (2nd) is a former Litchfield & Madison unit which carried its original L&M road number (303) until it was renumbered to its C&NW number (1553) in 1971.
Where a road number is in parenthesizes, this locomotive was assigned this road number, but was never physically renumbered.
The dates in this roster are the result of extensive research. In some cases (notably the GP7 and GP9 rebuilds), there have been other dates previously published. This roster uses dates from C&NW records.
According to the September 1994 issue of Pacific RailNews, page 10, C&NW closed its Oelwein shops on May 31, 1994, with a few employees staying on until July to clean out the buildings and shut down the facilities.
Some portions of these roster notes have been edited and updated based on information by Paul Withers and Mike Iden in the book "Diesels Of The Chicago and North Western," published in 1995.
Predecessor and Subsidiary Railroads
Chicago Great Western Railway (CGW) was merged with C&NW on 1 July 1968.
Chicago, St. Paul, Minneapolis, & Omaha Railroad (CStPM&O, also CMO) was controlled by C&NW since 1882. It was merged with C&NW in 1972.
Litchfield & Madison Railway (L&M) was merged into C&NW on 2 January 1958.
Minneapolis & St. Louis Railroad (M&StL, also MSL) was merged with C&NW on 1 November 1960.
C&NW continues to use M&StL (Minneapolis & St. Louis) and CGW (Chicago Great Western) reporting marks on rebuilt and leased equipment, for variety. Most recent example is M&StL 220-339, 120 aluminum coal gondolas leased from PLM.
Spin-off Railroads
Fox River Valley Railroad began operation over 208 miles of former C&NW tracks between Green Bay and Milwaukee, and Butler and Appleton, Wisconsin, on January 12, 1989. C&NW sold 30 GP7Rs, GP9s, GP30s, and GP35s to Fox River Valley Railroad in January 1989. See roster for unit numbers.
C&NW sold seven SD7Rs and 11 SD9s to Dakota, Minnesota & Eastern on September 5, 1986 (the same day that DM&E took over operation of the 826 miles of former C&NW line between Winona, Minnesota, and Rapid City, South Dakota). These units were SD9s 6601, 6602, 6604-6606, and 6609-6614, and SD7Rs 6615-6621.
(Listed alphbetically)
Throughout its diesel era, C&NW used a variety of air horns, typically specifying Leslie three-chime horns on new locomotives, but also acquiring other types of horns with used locomotives. In 1989, the standard air horn was changed for the first C40-8 order to the Nathan K5HR24 air horn, a five-chime horn with three trumpets facing forward and two to the rear. The Nathan horn was selected because of its tonal quality, with the basic Nathan design having been designed in the 1940s and 1950s by Southern Railway in conjunction with the U.S. Navy band.
Compared to the Leslie and other air horns, the Nathan gave the newer C&NW locomotives an unparalleled sound, which was not only distinctive and pleasant but also noticeable to motorists.
As a side note, the "C&NW" horn was selected by Australia's Hamersley Iron railroad officials while visiting GE at Erie, during specification reviews for their 29 C44-9Ws for iron ore service. The HI officials found the horn on C&NW C44-9Ws to be so distinctive and pleasing that they specified the same Nathan horn for their units.
C&NW F-Units
Seven former C&NW F-units were moved from storage at Marshalltown to UP at Cheyenne during late April 1995, including F7As 400, 401, 402, and 403, and F7Bs 315, 410 and 411. The units will probably be cannibalized for parts, then scrapped.
Cab Signals
North Western had the most complex cab signal arrangement of any contemporary freight railroad, with many equipped units carrying two separate systems.
Automatic Train Control (ATC) is used between Chicago Passenger Terminal (CPT) and Council Bluffs. It was installed around 1926, and consists of a two-aspect color indication in the locomotive cab (green or "clear" and red-over-yellow or "restrictive"). Except at interlockings and their approaches, there are no wayside signals along this route. ATC also enforces speed control, such that if a locomotive engineer fails to control the speed of the train according to cab signal indications, the ATC will make a penalty brake application and stop the train. The signal current passing through the rails when a clear block exists ahead of a train is detected by pick-up coils located underneath the front pilot, behind the plow or breastplate. All C&NW high-horsepower locomotives from SD40-2 on up are equipped with ATC (with the exception of several C42-8s) . Automatic Train Stop (ATS) is used between CPT and both Harvard and Kenosha, Wisconsin (on the Northwest and North suburban lines, respectively). ATS does not feature any cab signal indicator, with engineers relying on wayside signals. ATS also uses electrical inductors, one located to the right of the track at each signal location and another mounted to the right-front axle journal box on equipped locomotives. When the locomotive inductor passes over the trackside inductor, power is passed magnetically to the locomotive inductor if the signal indication is clear. If the signal is other-than clear, no power passes to the locomotive inductor, and the engineer must acknowledge the signal or a penalty stop will be made. ATS does not enforce any speed limits. Currently, the biggest ATS-equipped fleet is 65 of the 132 SD40-2s. These units are primarily used as ATS leader units for freight trains between Proviso Yard and Janesville and Butler, Wisconsin
Coded Cab Signal (CCS) is the Union Pacific's cab signal system and is used on the UP west of Council Bluffs. It is similar to ATC, but with several differences. Wayside signals exist in CCS territory. The CCS cab indicator has four aspects (clear, advance approach, approach and restrictive) as compared to ATC's two. And CCS track signals are coded using different frequencies, whereas ATC's track signal is non-coded. Using CCS equipment from UP SD45s retired in 1981 and 1982, C&NW GP50 5063 was first equipped with CCS on top of ATC on a test basis in 1983. Dual ATC-CCS applications were later extended to all GP50s (equipment later transferred to 48 SD40-2s), all SD50s, 31 of the SD60s, and almost all of C&NW's GE locomotives. The presence of dual ATC-CCS permits C&NW locomotives to lead trains over both the C&NW and Union Pacific east-west main lines.
Cabooseless Operations
C&NW cabooseless operations began on 13 November 1985 on unit coal trains. Cabooseless operations were begun on run-through trains with Union Pacific on 16 July 1986, upon repeal of the Nebraska caboose law.
Crandall Cabs
In reply to the question, "In 1973 which C&NW locomotive shop would have rebuilt those UP B passenger E units into the C&NW cab built locomotives in the 500s?"
Stephen Borleske wrote in an email on February 10, 2019:
The rebuilds were done at the ex-CGW Oelwein, IA shop. The first released was the UP 935B as the CNW 504 on 4/9/73. The last released was the UP 962B as the CNW 506 on 8/16/73. There were four E9B's and two E8B's rebuilt with the Crandall Cabs. Along with the cab addition to the units they also received ATC, ATS, HEP, and new paint.
Concurrent with that program the CNW also modified four E8A's and an E9A for Chicago commuter service with ATC, ATS, HEP, and new paint. It is likely that the UP removed the CCS equipment from the locomotives before they left the property.
All the Crandall Cab units were eventually scrapped. Two of the A-units remain. The 949 (CNW 511) is once again owned by the UP, and the 942 (CNW 510) is part of the collection at Orange Empire Railway Museum in Southern California.
DASH 8 Trade-in Units
In May 1989, 25 GP7s and GP9s were traded to General Electric. The units were shipped direct to, and scrapped by, Pielet Brothers, McCook, III. They were 4305, 4312, 4340, 4343, 4349, 4351, 4353, 4354, 4358, 4361, 4365, 4366, 4368, 4372, 4373, 4374, 4375, 4377, 4378, 4450, 4458, 4462, 4515, 4522, and 4526.
Former Conrail U30C Units
In 1982, C&NW purchased five former Conrail U30Cs (ex-CR 6840-6844) to serve as parts sources for C&NW's ALCO C-628s, which had similar electrical gear. All five units were sent as trade-in to GE in June 1989. None received either C&NW number or paint.
GP7 and GP9 Rebuilding Program
Beginning in 1971 and continuing through 1981, C&NW rebuilt 74 GP7s and 55 GP9s at its shops in Oelwein, Iowa, including chopping the short hood on some of the units. Units with 1,500 horsepower and EMD 567BC engines are called "GP7Rs" and units with 1,750 horsepower and 567C engines are called "GP9Rs." The 74 GP7Rs and 55 GP9Rs came from C&NW's own 125-unit fleet of 100-, 1500-, and 1600-class GP7s, along with its own 83-unit fleet of 100-, 600-, 700- and 1700-class GP9s. The rebuilding effort generally consisted of a rebuilt main engine, main generator, air compressor, new standardized control stand, electro-pneumatic sanders, 26R brake equipment, snowplow pilot, and chopped short hood. Also included were rebuilt electrical cabinets, rebuilt trucks with new wheels and rebuilt traction motors, new electrical wiring and cabling, and new pipe work. Upon completion, the units were operated in local service in the Oelwein area, then moved to Chicago for painting and assignment system wide.
(A separate article about C&NW's rebuilding program)
Lease-Expired GP15-1s
C&NW's lease on GP15-1s 4411-4424 (14 units) expired on August 1, 1991, and the units were officially retired on January 10, 1992. They were later moved from Oelwein to VMV at Paducah, Kentucky, for GMAC Leasing, owner. Immediately prior to retirement, 4411, 4416, 4421, 4422 were assigned to Council Bluffs, 4412 to Wisconsin Rapids, 4413-4417, 4420 to Fremont, 4418, 4419, 4423 to Sioux City, and 4424 to Chadron.
Locomotive Numbering
In the early years of dieselization, North Western used an odd method of assigning numbers to diesel locomotives on an "as-delivered" basis, without assigning blocks of numbers to individual groups of the same model. This resulted in END, ALCo-GE, Fairbanks Morse and other locomotives sharing adjacent numbers.
When the EMD SD40 and SD45 models arrived in the mid- to late-1960s, C&NW had already adopted a more conventional method of assigning blocks of numbers to fleets based on model designation. But the acquisition of the Chicago Great Western Railway in 1968, for example, resulted in SD40s and SD45s being mixed into four separate blocks of numbers (SD40s numbered 866-897 and 921-929, and SD45s numbered 901-920 and 930-977).
In the last two decades, many C&NW observers questioned the logic behind the numbering scheme chosen for North Western locomotives. When the first SD40-2s arrived in 1974, C&NW also standardized on the use of "01 " numbers for the first or "class" unit in each new fleet (although this pattern broke down with the acquisition of GP38-2s, GP40s, GP50s and SD50s). For example, the "class" units were numbered 6801 (SD40-2), 8001 (SD60), 8501 (C40-8), 8601 (C44-9W) and 8801 (AC44000W). The original GP38-2s, built by EMD for the bankrupt Rock Island but never delivered, were assigned numbers 4600-4634, and the ex-Conrail/Penn Central/New York Central GP40s were assigned 5500-5534 after C&NW's Oelwein Shops completed a partial rebuilding. The GP50s were originally intended to be delivered as C&NW 5000-5049 (note the reversion to use of "00" for the class unit), but the inability to renumber C&NW/METRA E8 suburban locomotives from the lower numbered 5000 series obviously created a conflict, and the GP50s were delivered as 5050-5099. The SD50s were to have been numbered 7001-7034, but a typographical error in a C&NW letter to EMD resulted in the class unit being the 7000. Another exception was the one-of-a-kind SDCAT rebuild, which carried the number 6000.
Special equipment on the locomotives was also a factor in determining the later numbering scheme. For example, the SD60s jumped past the 7000s (in which the SD50s were numbered) into the 8000s, specifically to call attention to the then-new use of "high capacity" dynamic brakes on the SD60s. Up until the SD60, most EMD locomotives with dynamic brakes had resistor grids rated at a maximum of 710 amps of braking current. The SD60 introduced the use of grids rated at 945 amps, which gave the SD60 about one-third more retarding force while in dynamic brake operation at lower speeds as compared to an SD40-2 or an SD50. To help call attention to this feature of the SD60s, North Western trained its engineers to consider the SD60s as being the equivalent of an eight-axle locomotive while in dynamic braking. An SD60 can produce as much as 80,000 pounds of dynamic braking effort, as compared to 60,000 pounds for an older SD locomotive, and the use of the 8001-number series was intended to help engineers remember this.
C&NW numbering jumped into the mid-8000s during the five years of exclusive GE acquisitions: C40-8s numbered 8501-8530 and 8531-8542, C42-8s numbered 8543-8577 (although all but the last three of that series were originally delivered as "straight" 4,000 horsepower C40-8s), C44-9Ws delivered as 8601-8730 (but delivered in four separate orders), and the AC44000Ws numbered 8801-8835.
Because of the strong operating relationship between C&NW and Union Pacific, an unspoken agreement existed in the last 20 years to avoid duplication of locomotive numbers, which was seldom violated. The only exception in recent years was the overlap between UP's SD50s (5000-5059) and C&NW's GP50s (5050-5099).
C&NW gave consideration in late 1994 to placing the 35 AC4400s delivered by Erie in the number series 1-35, but this was considered to be too radical a numbering scheme by certain top executives in Chicago. Shortly after the AC44000Ws were delivered to C&NW, in fact, CSX took delivery of its first AC44000Ws and soon renumbered those locomotives to a distinctive numbering system starting with the road number 1.
Locomotive Paint, Logotypes and Striping
The North Western will always be associated with the use of the classic green-and-yellow color scheme, which was first applied to the "400" streamliner EMD E3A cab units in 1939. The dark green was commonly referred to as "Candy Apple Green" while the yellow was known as "Stagecoach Yellow." With the exception of an experimental all-green scheme applied in the 1950s, use of these two colors continued on new locomotives without interruption through 1980, when EMD applied the standard yellow and green colors to 50 GP50s using DuPont enamel.
The following reference to C&NW's green and yellow paint comes from "Commuters: The 1950 Turnaround" by William D. Middleton:
The Chicago & North Western of the 1950s was among the big-time of Chicago passenger railroading. It was a proud partner with UP and SP in the West Coast streamliner fleet, and its handsome400 streamliners in Apple Green and English Stagecoach yellow reached every place of importance served by C&NW in the upper Midwest. ("Commuter: The 1950s Turnaround, William D. Middleton, Pacific News, June 1995, page 26)
In the early 1980s, Chicago & North Western diverged from the use of Stagecoach Yellow to a paler yellow officially known as "Pantone 102C" (a trade name for this particular hue). This color was the source of a misconception, because it was usually referred to as "Zito Yellow," a reference to Jim Zito, senior vice president-operations at the time that use of the paint began around 1980. In fact, Zito did not have any personal preference for the color, but had simply directed the Motive Power Department to investigate the use of a yellow paint that could improve the visibility of North Western's locomotives, for safety reasons. "Pantone 102C" was the color selected. (In fact, before the final selection of "Pantone 102C," an even lighter, more whitish yellow and also a lime-yellow were tried as a test on several locomotives.)
The first use of Safety Yellow, also known as "Zito Yellow," was on the 5500-5537 series, former Conrail GP40s. First leased by C&NW in 1980, then purchased in early 1981 and rebuilt, including new paint, between June and December 1981 at Oelwein shops.
The use of less-expensive non-enamel paints by C&NW's various paint shops (primarily Oelwein Shop and California Avenue Coach Yard) combined with the "Pantone 102C" hue resulted in several years of "off-color" C&NW locomotives, due to the low resistance to fading of the paint pigments (typically caused by deterioration resulting from exposure to strongly caustic soaps and the sun's ultraviolet radiation). This made it commonplace to see C&NW locomotives in various shades of "Pantone 102C" yellow, ranging from "stock as-painted" all the way to an almost neutral, faded chalky-white yellow, all mixed in with older locomotives still bearing their factory-applied, but now well-weathered "Stagecoach Yellow."
In addition to using "Pantone 102C" for in-house repainting, C&NW specified it for factory painting of the EMD SD50s and SD60s (in 1985 and 1986, respectively), and the first two orders of General Electric C40-8s (in 1989 and 1990).
By the mid-1980s, C&NW had sufficient experience with fading yellow paint on locomotives and a color change needed to be made. Perhaps the "final straw" was the rapid fading of yellow paint applied by General Electric to the first 42 C40-8s within one year of delivery. All of these locomotives (which included the Wyoming Centennial unit, 8542) were being used in captive service on Western Railroad Properties, Inc. (WRPI), where the elevation ranges from about 3,800 feet above sea level at South Morrill to just over 5,400 feet at East Myles, Wyoming. This high average altitude subjected the units to continuous exposure to strong sunlight, which, of course, contains ultraviolet radiation, and UV is particularly damaging to chrome yellow pigments. Even though GE painted these units at Erie using expensive polyurethane paint, the chrome yellow pigment used in blending the paint was a cheaper domestic inorganic pigment. Consequently, the yellow on all 42 units (8501-8542) had to be repainted in 1991, with GE selecting Mid-America Car in Kansas City as its contractor.
In addition to using a more-expensive organic chrome yellow pigment from Germany, the replacement yellow paint reverted to Stagecoach Yellow at C&NW's request, to match the same colors being applied to the third order of C40-8/C42-8 locomotives then being built at Erie (8543-8577). Thus, North Western was able to have all 77 of its Dash 8s in the same colors.
To mark the return to the deeper, richer hue of older days, C&NW officially renamed Stagecoach Yellow as "Traditional C&NW Yellow." Unofficially, however, everyone simply called it the "new old yellow." Starting with the 130 C44-9Ws and continuing with the 35 AC44000Ws, C&NW specified "clear coat" paint from GE. This involves making a final application of pigment-free paint (just like clear coating applied to new automobiles) which seals the pigmented paints and all adhesive decals. As for the C&NW logotype, which first appeared in its classic ball-and-bar format in 1891, the logotype variously referred to Chicago & North Western as the "Line," "System" (starting in 1944), and "Railway" (from 1957). From 1972 until about 1982, the logotype substituted the words "Employee Owned" inside the top-and-bottom of the ball portion. The employee-owned moniker was dropped in the early 1980s, reverting to "System" when North Western's common stock began trading publicly, and expanded ownership by non-employees made the employee distinction meaningless (and also non-compliant with various stock trading regulations). Logotype colors were never changed from red, white and black - they were in use from before World War II until the end in 1995.
Starting in 1987, reflective striping was applied to the underframe sill on the sides of the locomotive. Initially, 3M-brand Scotchcal "Engineering Grade" striping three inches wide was applied in short, 18-inch-long pieces between handrail stanchions. This reflective material was commonly used in the railroad industry, for applications such as the C&NW logotype (made by silk screening colored inks onto plain white film). The color used was "Lemon Yellow." The alternating 18-inch pattern was applied on several of the first C40-8s built at GE. However, when C&NW executives arrived to examine the 8501 in July 1989, the consensus was that the striping would look better if applied continuously around the platform, with short breaks only at the handrail stanchions. This last-minute change resulted in GE having to grind off the Scotchcal striping on about six of the 30 C40-8s, since they had already been partially or completely painted by the time of the C&NW visit; restoration required repainting parts of the dark green and reapplying more Scotchcal striping. The large 18-inch numerals on the engine cab, however, continued to be applied using dark green paint.
When C&NW finally returned to Traditional C&NW yellow in 1991, the decision was made to upgrade the reflective striping to 3M-brand Scotchcal "Diamond Grade" striping, which contains a much larger quantity of reflective beads glued on the film surface. The striping color was also changed to "Yellow" to more closely match the deeper yellow paint. At the same time, the 18-inch carbody numerals were changed from painted numbers to die-cut "Diamond Grade" Scotchcal dyed "Green." The use of "Diamond Grade" film, which was several times more reflective than the older striping film, made the newly-painted C&NW locomotives much more visible at night, since the "Diamond Grade" film reflects light even at low angles of incidence (as little as 15 degrees off the surface). Starting in the summer of 1991, the same reflective striping and numerals were applied to all repainted locomotives.
The only significant change to C&NW's color scheme occurred when the C44-9Ws were built, starting in December 1993. The traditional C&NW color scheme including a dark green cab did not lend itself gracefully to the Dash 9's angular North American comfort cab. A revised color scheme was developed by Mike Iden, C&NW's assistant chief mechanical officer-locomotives, patterned in part after the old British Columbia Railway two-tone green "lightning stripe" (although most railfan publications credited the design to the classic New York Central design of the 1950s). Not only did the new design "fit" better with the GE carbody, but it also gave the Dash 9s a "speed" look. The dark green roof extended up to but not including the operator cab, and was then thrown backward and down at a 45-degree angle, then reversing itself and sweeping forward around the bottom of the cab and then up and over the front nose, again at a 45-degree angle. To further highlight the new "lightning stripe" scheme, a two-inch stripe of 3M-brand "Diamond Grade" yellow film was applied along all edges of the dark green roof/cab/ nose stripe, at the suggestion of GE project engineer Bob Lambrecht.
Overall, each of the C&NW C44-9Ws wore a total of 88 square feet of Scotchcal reflective film. They were and remain some of the most visible locomotives in American railroading. The "lightning stripe" design, however, seemed to split opinions. People either liked it or disliked it, there being little room for compromise. Locomotive engineers expressed a liking for the design because of the high visibility at night, and the general impression was that it made a "new image" for the North Western.
Starting in late 1993 and extending through 1994, C&NW applied "Operation Lifesaver" logotypes to the engine carbodies of numerous repainted locomotives. The repainted units included several MP15s, GP15-1s, GP38-2s, and SD40-2s. Also, several General Electric units carried the specialized OL logo, including C449Ws 8659, 8717 and 8727, plus all 35 of the new AC4400s. Also in 1993, all four C42-8s receiving Locotrol II at Marshalltown Shop for Escanaba iron ore service (8550-8553) also received OL logos.
In a reversal of recent reflective logo design changes, the "Lifesaver" logotypes were printed using the less-reflective "Engineering Grade" film, because the "Diamond Grade" high reflective film would have been unsuitable. Due to its superior reflectiveness, and because of the large size of the OL logo, using Diamond Grade for the logo would have resulted in nothing more than a bright spot of light.
SD50 7004 may have been the last C&NW unit to be painted, or repainted in this case, into C&NW's yellow and green paint scheme. The unit was completed by Transco at its Oelwein shop (formerly a C&NW facility) on December 16, 1994.
Operating Weights
Locomotive operating weights shown in the roster are an average weight from each group of locomotives. Each locomotive may have an actual weight as much as 2,000 pounds heavier or lighter than the weight shown. Operating weights shown for the GP7Rs and GP9Rs are an average for each group. These units may vary as much as 3,000 pounds heavier or lighter because of the variety of original units from which they were rebuilt.
Operating Weight Classification
C&NW classifies its units by weight, with the class displayed on the locomotive cab side:
C&NW
Class Pounds
Axle Pounds
Per 4-axle
Locomotive Pounds
C 0 to 49,999 0 to 199,999 0 to 299,999
B 50,000 to 54,999 200,000 to 219,999 300,000 to 329,000
A 55,000 to 61,499 220,000 to 245,999 330,000 to 368,999
A-A 61,500 to 64,499 246,000 to 257,999 369,000 to 386,999
A-A-A over 64,500 over 258.000 over 387.000
Operation Lifesaver Units
The following units are known to have carried the Operation Lifesaver slogan:
MP15: 1303, 1304, 1305 (3 units)
GP15-1: 4405, 4410 (2 units)
GP38-2: 4601, 4602, 4604, 4606, 4607, 4614, 4627, 4631 (8 units)
SD18R: 6629, 6636 (2 units)
SD38-2: 6652
SD40-2: 6825, 6826, 6886, 6902, 6913, 6930, 6934, 6935 (8 units)
SD50: 7004
SD60: 8029 ( SD60 8029 actually carried two versions of the OLS logo, the first logo was a small black one, and the road number was in the normal position on the hood doors. Shortly after, the larger OLS logo replaced the small one, and this caused the road number decals to be displaced to the rear of the long hood under the radiator grilles. This became the standard size and placement for all other OLS units. )
C40-8: 8551, 8553 (2 units)
C44-9W: 8659, 8717, 8727 (3 units)
CW44AC: 8801 - 8835 (all 35 units)
(update from Larry Gholson, October 19, 2007)
Remote-Control Locomotives (LocoTrol)
C&NW used "Locotrol" equipment from Harris Corp. twice. The first experience came when C&NW acquired the Chicago Great Western. CGW had two of its nine SD40s equipped with Locotrol 102 remote control; one unit was the lead unit and the other was set up to operate as the remote-control booster. The Locotrol equipment was not used by C&NW until about 1968 when the Locotrol lead unit (927, ex-CGW 407) was reassigned to Escanaba, Michigan, for iron ore service. The remote-control equipment, however, was removed from the other SD40 and installed inside a former F7B unit, remaking it into "RCU" or remote-control-unit car X262401. The RCU car was former-CGW F7B 104B, which was in the process of being converted into a slug for GP35s. This permitted the SD40 to control remotely any other locomotive (typically a Fairbanks Morse H16-66), which was conventionally connected to the RCU car with a multiple-unit jumper cable. The equipment was usually operated on 130-car iron ore trains. The Locotrol experiment lasted only about one year, and was terminated because the EMD SD40 was too slippery in ore service.
C&NW re-examined Locotrol beginning in 1982, while planning the western coal operation. By 1992, interest was sufficient to borrow two BC Rail C40-8Ms (4607 and 4617) for testing. Three C&NW SD40-2s were given to BC Rail in exchange for the Dash 8s. After receiving the BCR units from the Duluth, Winnipeg & Pacific Railroad at Duluth, Minnesota, C&NW moved them to Proviso and then west to WRPI. The first test train was a 150-car behemoth handled from Shawnee Junction, Wyoming, to South Morrill, Nebraska. This test train consisted of 35 cars from one unit coal train (which had 115 cars) coupled to a second, complete 115-car coal train, making a 150-car, 19,800-ton train. Locomotives for the train consisted of one BCR C40-8M on the head end, trailing C42-8 8577 (the "Safety and Reliability" slogan unit) and C40-8 8542 (the "Wyoming Centennial" unit), and the second BCR C40-8M operating in remote mode on the rear end. The most difficult part of the test was stopping the entire train on the 1 percent grade on Lost Springs Hill and restarting it. Several days later, the BCR units had been relocated to Fremont, Nebraska, and a similar test train was operated as far east as Boone, Iowa, (handling the train over the stiff Arlington Hill east of Fremont).
In early 1993, C&NW purchased three sets of Locotrol II equipment, and installed it on C42-8s 8550, 8551 and 8552 at Marshalltown. In late September, the three Dash 8s were reassigned to Escanaba, on Michigan's Upper Peninsula. Historically, C&NW had always operated 108-car trains of short ore "jennies" between Empire Mine (one of the two surviving northern Michigan iron ore mines) and the railroad's Lake Michigan dock at Escanaba. The trains consisted of one C42-8 on the head end, followed by 100 loaded cars, a second C42-8, and the last 50 cars. The third C42-8 was always used to shuttle loaded cars out of the mine up to the main line; an arriving empty train always exchanged one C42-8 Locotrol unit for the mine job's C42-8. The operation was generally successful, but was hampered by the inability of the mine to consistently load enough cars to allow uninterrupted operation of one 150-car train every eight to 10 hours.
In December 1994, the three C42-8 Locotrol units were pulled from Escanaba ore service, equipped with dual C&NW-UP cab signals, and reassigned to handling 128-car coal trains between WRPI in Wyoming and Midwest Power System's power plant at Sergeants Bluff, Iowa, (near Sioux City). Thus began the first regular operation of larger-than-normal coal trains with remote-control power in the Powder River Basin. When the merger occurred, Union Pacific stopped the Locotrol operation in the Basin, while making plans for restarting the operation of 128-car trains later in 1995.
In early 1995, C&NW purchased five sets of Locotrol III equipment (permitting the operation of more than one remote consist - in fact, up to four remote consists per train) for application to C44-9Ws 8726-8730, again for Powder River service, handling 140-car coal trains to Commonwealth Edison near Chicago. Because of the merger, this Locotrol equipment was diverted to Elko, Nevada, where GE applied it to standard-cab Union Pacific C40-8s as part of UP's expanding distributed power (DP) program.
The 50 C&NW AC44000Ws ordered by the railroad before the merger (to be delivered to UP) will be equipped by GE with Locotrol III, and will most likely be used for Powder River coal service.
SD40s Leased From VMV
Beginning in mid-September 1988, C&NW leased 15 SD40s from VMV Enterprises. These 15 units were part of a 20-unit group of former Missouri Pacific units (MP 3034-3053) that MP (Union Pacific) returned to the lessor in August 1984. The units were sold to VMV, which sold one unit to SP for rebuilding into a slug and rebuilt four others into SD40-2s for sale to NdeM in Mexico. The remaining 15 units were leased to C&NW, wearing VMV reporting marks and road numbers the same as their former MP numbers. Some of the 15 units were painted in full VMV blue and silver "Paducahbilt" colors; others remained in modified MP blue and were nicknamed "Blue Devils." C&NW returned all 15 units to VMV upon delivery of C&NW's new C40-8s in August 1989. In 1990, VMV sold the 15 units to Morrison Knudsen, which rebuilt the units into SD40-2s and sold them to CSX Transportation in July and August 1990.
SD45s Sold To National Railway Equipment
In June 1994, C&NW sold 29 SD45s retired in 1994 (C&NW 944 retired in 1990) to National Railway Equipment Company, Dixmoor, III. They were 904, 912, 913, 944, 948, 957, 964, 974, 6474, 6485, 6504, 6507, 6514, 6515, 6524, 6527, 6528, 6529, 6532, 6535, 6540, 6542, 6543, 6549, 6556, 6566, 6576, 6582, and 6585. Nineteen SD45s (904, 912, 913, 944, 948, 957, 964, 974, 6474, 6514, 6515, 6527, 6528, 6532, 6535, 6549, 6576, 6582, and 6585) were moved from storage at Boone, Iowa, on 24 June 1994, with NRE spray-painted reporting marks on cab sides, destined for Morrison Knudsen at Mountain Top, Pa., for rebuilding by MK into Southern Pacific SD40M-2s.
Nine SD45s (C&NW 6485, 6504, 6507, 6529, 6540, 6542, 6543, 6556, and 6566) were sold to NRE and moved from storage at Marshalltown, Iowa, during June 1994. NRE resold the nine units to Montana Rail Link, to be renumbered to MRL 367-375 (not in sequence). All except 6507, 6529, and 6556 were moved to Livingston, Mont. on June 30, 1994. C&NW 6507, 6529, 6556 were moved to Livingston, Montana, by early September 1994. MRL traded 10 ex-C&NW SD40s to NRE for the nine SD45s. The former C&NW SD40s were 867, 871, 874, 875, 879, 885, 887, 888, 893, and 922; all were shipped to Metro East Industries, East St. Louis, III.
C&NW 6524 was resold by NRE to Morrison Knudsen, moved from Marshalltown, Iowa, by early September 1994 to Boise, Idaho, and rebuilt to Southern Pacific SD40M-2 8615.
SD50 Trade-in Units
In June 1985, 71 units were traded to EMD on new SD50s. The units were shipped direct to, and scrapped by, St. Louis Auto Shredding, Madison, Illinois, in July 1985. Included were C&NW 201, 202, 205, 210, 211, 212, 213, 215, 305, 306, 307, 308, 309, 313, 711, 712, 1526, 1548, 1567, 1630, 1634, 1635, 1638, 1640, 1641, 1642, 1643, 1644, 1645, 1646, 1647, 1648, 1657, 1734, 1736, 1737, 1740, 1741, 1744, 1745, 1750, 1754, 1755, 1756, 1757, 1759, 1761, 1762, 1766, 1767, 1771, 1772, 1774, 1775, 1776, 1777, 1778, 1779, 4301, 4302, 4315, 4316, 4317, 4318, 4319, 4325, 4334, 4335, 4336, 4338, and 4449.
In August and September 1986, 99 locomotives and three slugs were traded to EMD on new SD60s. The units were shipped direct to, and scrapped by, St. Louis Auto Shredding, Madison, III. In anticipation of the trade-in, many units were moved to Madison in April, but others did not move until late July and September; most of the units were actually retired in July and August 1986 (in some cases the unit was already scrapped by the time it was formally retired). Included were 817, 835, 839, 844, 845, 857, 860, 942, 945, 946, 947, 953, 960, 961, 962, 963, 1000, 1001, 1002, 1004, 1005, 1006, 1007, 1008, 1009, 1011, 1014, 1015, 1016, 1017, 1020, 1025, 1026, 1030, 1034, 1035, 1036, 1 101, 1102, 1 104, 1105, 1106, 1107, 1210, 1213, 1215, 1216, 1217, 1222, 1655, 4240, 4241, 4242, 4243, 4244, 4245, 4246, 4247, 4248, 4249, 4255, 4256, 4257, 4258, 4259, 4306, 4313, 4342, 4350, 4352, 4359, 4363, 4369, 4444, 4446, 4456, 4511, 4518, 6551, 6552, 6554, 6555, 6558, 6559, 6560, 6561, 6562, 6563, 6572, 6575, 6577, 6578, 6587, 6588, 6603, 6607, 6608, 6714, 6719, BU-1, BU-2, and BU-3.
Units Sold To Livingston Rebuild Center
In November 1989, C&NW sold 28 SD40s and 19 GP7s/GP9s to Livingston Rebuild Center, Livingston, Montana, for a total of 47 units. The SD40s were 867, 868, 871, 873, 874, 875, 876, 877, 879, 880, 881, 883, 884, 885, 887, 888, 890, 891, 893, 894, 895, 921, 922, 924, 925, 927, 928, and 929. The GP7s/GP9s were 4309, 4320, 4337, 4345, 4346, 4347, 4355, 4362, 4376, 4448, 4507, 4516, 4517, 4519, 4520, 4523, 4524, 4525, and 4555.
Units Sold To National Railway Equipment
On November 27, 1991, C&NW sold 16 GP30s, 23 GP35s, and six SD40s to National Railway Equipment, Silvis, III., for a total of 45 units. The GP30s were 802, 803, 804, 805, 806, 807, 809, 810, 811, 812, 813, 816, 818, 819, 821, and 823. The GP35s were 824, 825, 826, 827, 828, 829, 830, 833, 838, 841, 843, 847, 849, 850, 851, 852, 853, 854, 855, 861, 863, 864, and 865. The SD40s were 869, 872, 878, 882, 923, and 926.
Units Sold To VMV
In October 1989, C&NW sold 88 SD45s to VMV Enterprises, Paducah, Kentucky. They were 901, 902, 905, 906, 907, 908, 909, 910, 911, 914, 915, 916, 917, 918, 919, 920, 937, 938, 939, 940, 941, 943, 949, 951, 952, 955, 956, 958, 959, 965, 966, 967, 968, 969, 970, 971, 972, 973, 975, 976, 977, 6472, 6473, 6476, 6477, 6478, 6490, 6491, 6501, 6502, 6505, 6506, 6508, 6509, 6510, 6511, 6516, 6517, 6519, 6520, 6521, 6522, 6525, 6530, 6531, 6533, 6534, 6536, 6538, 6541, 6545, 6546, 6548, 6550, 6553, 6557, 6565, 6568, 6570, 6571, 6573, 6574, 6579, 6580, 6581, 6583, 6586, and 6589. During early 1991, VMV sold eight SD45s to Morrison Knudsen, Boise, Idaho. They were C&NW 905, 907, 917, 959, 967, 971, 6502, and 6505. In December 1993, VMV sold 14 additional SD45s to MK. The were C&NW 6477, 6490, 6491, 6520, 6522, 6533, 6534, 6538, 6548, 6568, 6579, 6581, 6583, and 6589.
Many C&NW units assigned to suburban commuter service were originally equipped with Mars signal lights, in which the entire warning light oscillated in a figure-eight pattern. These were replaced in 1973 and 1974 with four-bulb rooftop yellow flashers, and the opening for the Mars light was plated over.


text:
Der Political Film Society Award – Spezialpreis wird seit 1987 unregelmäßig an Filme vergeben, die mit den moralischen Werten der Political Film Society (PFS) korrelieren. Für diesen Preis gibt es keine offiziellen Nominierungen.

Der Preis kann, wie jeder andere Political Film Society Award (PFSA), an einen Mainstreamfilm, einen Independentfilm oder auch an einen Internationalen Film vergeben werden.

Sieger

 2009: Gottes Werk und Teufels Beitrag – Lasse Hallström
 2002: The Distinguished Gentleman – Jonathan Lynn
 1997: Poverty Outlaw – Peter Kinoy und Pamela Yates
 1996: Six O'Clock News – Ross McElwee
 1995: Bombay – Mani Ratnam
 1994: Dragon – Die Bruce Lee Story – Rob Cohen
 1993: Lebewohl, meine Konkubine – Kaige Chen
 1992: Midnight Express – Alan Parker
 1991: Stadt der Hoffnung – John Sayles
 1990: Pele's Appeal
 1989: Die Stadt der Traurigkeit – Hou Hsiao-hsien
 1988: Good Morning, Vietnam – Barry Levinson
 1987: The Killing Fields – Schreiendes Land – Roland Joffé

Best film on Hawai'i

Die PFS wurde 1996 in Honolulu (Hawaii) gegründet und hatte dort auch seinen Hauptsitz bis 1998. Daher verleiht sie auch einen Spezialpreis in der Kategorie Best film on Hawai'i für einen Film, der am besten das politische Bewusstsein über Hawaii fördert.

 2010: Princess Ka'iulani – Marc Forby
 1995: Das Geheimnis der Braut – Kayo Hatta

Einzelnachweise

Spezialpreis
Erstverleihung 1987

redpajama_set_name: RedPajamaWikipedia


text:
'Who is standing up for us?'- Black, rural students left behind as U.S. schools go online
By Nellie Peyton
WASHINGTON (Thomson Reuters Foundation) - With coronavirus sweeping through their rural district, the children of Francis Marion School in Perry County, Alabama, started school online this week. But for many, logging on for class was out of the question.
Only about half of the school's 600-odd students have reliable internet at home and one in five has no connection at all, said principal Cathy Trimble.
"Our district cannot afford to get devices for our students. And then the biggest thing is connectivity. No broadband," she told the Thomson Reuters Foundation.
Perry County is one of the poorest in the state, and Francis Marion School ranks near the bottom of Alabama schools on test scores. Ninety-nine percent of its students are Black.
As the pandemic forces schools across the country to switch to virtual learning, a technology gap that has existed for decades has suddenly become visible and of urgent concern.
Some 16 million children, or 30% of all U.S. public school students, lack either an internet connection or a device at home adequate for distance learning, according to a recent study by Boston Consulting Group.
One in three Black, Latino and Native American students lacks a broadband connection, compared to one in five white students, according to an analysis by four educational advocacy groups in July.
While donors, states and phone companies have stepped up with plans to connect more students for free or at discounted rates during the pandemic, the programs are temporary and do not reach everyone, educators and analysts said.
"There's no big federal imperative or mandate to ensure that every school kid has access to technology," said Nicol Turner Lee, a senior fellow in governance studies at the Brookings Institution, a Washington-based think-tank.
"I think what schools are doing in the interim... is a critical move. But it in no way addresses the Herculean effort that is going to be needed to cover all of America," she said.
Before the pandemic, most schools did not know how many of their students lacked home internet. Since then they have scrambled to connect as many as possible, but devices are backordered, funding is limited and time is running out.
On the Friday before classes were due to start, Trimble had fewer than 100 hotspots for an estimated 300 children who might need one, she said. Some parents had already returned them because they were not picking up a signal where they lived.
'BROADBAND DESERT'
At least 18 million Americans, or 6% of the population, live in areas where fixed broadband service is not available, according to the Federal Communications Commission.
Many more have access to the internet, but cannot afford to pay for it.
In Marion County, South Carolina, both poverty and a lack of coverage keep more than half the population offline, said Miko Pickett, a former IT professional who runs a local foundation called Neighbors Helping Neighbors.
"We are a broadband desert," she said.
The majority of Marion County's residents are Black, and a quarter of the population lives below the poverty line, according to U.S. Census data.
When students were first sent home in March, residents and local charities rushed to find solutions.
"I was on LinkedIn and everything, begging people for laptops. It was horrible," said Pickett, who shared her own Wi-Fi hotspot with neighbors so their children could do homework.
South Carolina has earmarked $50 million from its federal coronavirus relief funds to expand internet access, and Marion County schools are expecting laptops and hotspots to arrive next month.
But students will be playing catch-up to those who transitioned seamlessly to digital learning earlier this year, said Pickett.
"We're worried that for children who were already far behind, they will be farther behind," said Phyllis Martin, CEO of the Tri-County Cradle to Career Collaborative (TCCC), which works to boost educational equity in South Carolina.
In the three counties where TCCC works, the racial gaps in educational attainment are already vast.
In 2018, just 20% of Black students attained the expected level of reading by 8th grade, compared to 60% of white students. Lack of technology could widen that gap, Martin said.
'NOT A LEVEL PLAYING FIELD'
Farther south, in Beaufort County, retired bookstore owner Esther Shaver-Harnett, 79, bought 100 hotspots for school children in her community because no one else was doing it.
"I've started raising hell, not money yet," she said of her quest to get poor students in coastal South Carolina online.
Beaufort County includes islands such as Hilton Head that are vacation spots for the wealthy, but also has poor, largely Black areas that community members say have been overlooked.
Educators and advocates say that if anything good comes from the pandemic, it will be shining a light on wide disparities in internet access and getting the issue on legislators' agendas.
"The biggest thing that's happened for our country is to realize that there is a gap," said Mark Chauhan, technology services officer for the Beaufort County School District.
Both Democrats and Republicans in Congress have petitioned for the right to use coronavirus relief funding to expand permanent broadband infrastructure in rural areas, rather than spending it on short-term solutions such as mobile hotspots.
The CARES Act - the $2 trillion economic stimulus package signed into law by President Donald Trump in March - stipulates that the money be spent on broadband projects that will be finished by December, effectively limiting it to quick fixes.
For Trimble, the principal in Perry County, Alabama, time is of the essence.
"Who is standing up for us?" said Trimble, who spent all summer trying to get broken iPads that had been donated five years ago in working condition for her students.
"We're not on a level playing field. We want to at least be in the game."
Reporting by Nellie Peyton; Editing by Helen Popper; Please credit the Thomson Reuters Foundation, the charitable arm of Thomson Reuters, that covers the lives of people around the world who struggle to live freely or fairly. Visit news.trust.org

redpajama_set_name: RedPajamaCommonCrawl


text:
Q: asi-http-request asynchronous selector error I keep getting a very weird error when using asi-http-request when I use selectors to register callbacks for success and failure.
The following methods are used:
//  Sets up a request and takes care of the stuff that needs to be for each
//  and every request.
- (void) setup:(NSString *) fragment successCallback:(SEL) success_callback failureCallback:(SEL) failure_callback {

  //  Convert the string to a url
  NSString *url = [[NSString alloc] initWithFormat:@"%@%@",
    self.server.serverUrl,
    fragment
  ];
  NSURL *full_url = [NSURL URLWithString: url];

  //  Time to setup the request
  self.curRequest = [ASIFormDataRequest requestWithURL:full_url];
 [self.curRequest setDelegate:self];
 [self.curRequest setDidFailSelector:success_callback];
 [self.curRequest setDidFinishSelector:failure_callback];

 //  If we're using iphone os version 4.0
 #if __IPHONE_OS_VERSION_MAX_ALLOWED >= __IPHONE_4_0
 [self.curRequest setShouldContinueWhenAppEntersBackground:YES];
 #endif

 //  Clean up time!
 [url release];
 [full_url release];

}
The register method
- (void) register_user:(NSString *) email password:(NSString *) password confirmPassword:(NSString *) confirm_password successCallback:(SEL) success_callback failureCallback:(SEL) failure_callback {

[self setup:@"/users/register"
          successCallback:success_callback
          failureCallback:failure_callback
        ];
// Setup the input to the method
 [self.curRequest setPostValue:email forKey: @"email"];
 [self.curRequest setPostValue:password forKey: @"password"];
 [self.curRequest setPostValue:confirm_password forKey: @"confirm_password"];
NSLog(@"We got here yo :)~ %@ %@ %@", email, password, confirm_password);
[self.curRequest startAsynchronous];
    }
Success and Failure Callbacks
- (void) registerSuccess: (ASIHTTPRequest *) request {
    NSString *response = [request responseString];
    NSLog(@"Response string: %s", response);
}

// Called when the http request fails. That means it could not
// reach the server for an unknown reason.
- (void) registerFailure: (ASIHTTPRequest *) request {
    NSError *error = [request error];
    NSLog(@"Register error: %s", [error localizedFailureReason]);
}

I invoke the register method like so:
[self.appdelegate.userModel register_user:self.emailAddress.text
          password:self.password.text
         confirmPassword:self.confirmPassword.text
         successCallback:@selector(registerSuccess:)
         failureCallback:@selector(registerFailure:)
 ];
The callstack and error from gdb:
2010-12-02 12:33:56.889 ProjectPrototype[2201:6003] -[__NSCFType absoluteURL]: unrecognized selector sent to instance 0x6457c60
2010-12-02 12:33:56.891 ProjectPrototype[2201:6003] *** Terminating app due to uncaught exception 'NSInvalidArgumentException', reason: '-[__NSCFType absoluteURL]: unrecognized selector sent to instance 0x6457c60'
*** Call stack at first throw:
(
    0   CoreFoundation                      0x0292eb99 __exceptionPreprocess + 185
    1   libobjc.A.dylib                     0x02a7e40e objc_exception_throw + 47
    2   CoreFoundation                      0x029306ab -[NSObject(NSObject) doesNotRecognizeSelector:] + 187
    3   CoreFoundation                      0x028a02b6 ___forwarding___ + 966
    4   CoreFoundation                      0x0289fe72 _CF_forwarding_prep_0 + 50
    5   CoreFoundation                      0x02843b04 CFURLCopyAbsoluteURL + 100
    6   CFNetwork                           0x023fe5e8 _ZN11HTTPMessage10initializeEPK10__CFStringPK7__CFURLS2_ + 52
    7   CFNetwork                           0x023fe50c CFHTTPMessageCreateRequest + 80
    8   ProjectPrototype                    0x00011360 -[ASIHTTPRequest main] + 852
    9   Foundation                          0x000c83ca __NSThreadPerformPerform + 251
    10  CoreFoundation                      0x0290ffaf __CFRUNLOOP_IS_CALLING_OUT_TO_A_SOURCE0_PERFORM_FUNCTION__ + 15
    11  CoreFoundation                      0x0286e39b __CFRunLoopDoSources0 + 571
    12  CoreFoundation                      0x0286d896 __CFRunLoopRun + 470
    13  CoreFoundation                      0x0286d350 CFRunLoopRunSpecific + 208
    14  CoreFoundation                      0x02870614 CFRunLoopRun + 84
    15  ProjectPrototype                    0x00023b55 +[ASIHTTPRequest runRequests] + 173
    16  Foundation                          0x000b376c -[NSThread main] + 81
    17  Foundation                          0x000b36f8 __NSThread__main__ + 1387
    18  libSystem.B.dylib                   0x9689881d _pthread_start + 345
    19  libSystem.B.dylib                   0x968986a2 thread_start + 34
)
terminate called after throwing an instance of 'NSException'

I appreciate any and all help, thanks alot :)~

A: Dudester you have two serious syntax priblems:
First, each use of this is incorrect:
self.curRequest

The first time only you set request, use self.request = blah.
After that, just use [curRequest xyz]
Second serious problem,
[self.curRequest setDidFailSelector:success_callback];
[self.curRequest setDidFinishSelector:failure_callback];

You forgot the 'selector' bit, it should look more like this:
[request setDidFinishSelector:@selector(blahCommuniqueDone:)];
[request setDidFailSelector:@selector(blahCommuniqueDoneProblem:)];

(Be careful with the colons, also.) Forget about trying to pass them in as SELs. The two routines are right there in the same object. You simply point to them.
Here's a typical complete working example. If you follow this you'll have no problems. These three routines just sit in the same file.
-(void) blahCommunique
    {
    // it sends the string blah for pid (even if blank)
    // from V5 it sends the blah as well ..

    NSURL *url = [NSURL URLWithString:@"https://blah?blah"];
    ASIFormDataRequest *request = [ASIFormDataRequest requestWithURL:url];

    [request setPostValue:blahAA forKey:@"blahAA"];
    [request setPostValue:blahBB forKey:@"blahBB"];// new in V5

    [request setPostValue:SIMPLESTRINGTHISVERSION forKey:@"version"];

#define QQ(a) [NSString stringWithFormat:@"%d", a]

    [request setPostValue:QQ(vfourblahCount) forKey:@"cr"];
    [request setPostValue:QQ(vfourblahCount) forKey:@"sb"];
    [request setPostValue:QQ(vfourblahCount) forKey:@"so"];
    [request setPostValue:QQ(vfourblahCount) forKey:@"lc"];
    [request setPostValue:QQ(OLDlaunchCount) forKey:@"olc"];

#undef QQ

    [request setPostValue:[[NSLocale preferredLanguages] objectAtIndex:0] forKey:@"langpref"];

    [request setDelegate:self];
    [request setDidFinishSelector:@selector(statsCommuniqueDone:)];
    [request setDidFailSelector:@selector(statsCommuniqueDoneProblem:)];

    [request startAsynchronous];
    }

-(void) statsCommuniqueDone:(ASIHTTPRequest *)request
    {
    NSData *newStringData = [request responseData];//todo, check [incomingFloatData length]

    self.factoryMessageIfAny =
        [[[NSString alloc] initWithData:newStringData encoding:NSUTF8StringEncoding] autorelease];

    if ( [self.factoryMessageIfAny isEqualToString:@"OK"] )
        self.factoryMessageIfAny = @"";
    }
-(void) statsCommuniqueDoneProblem:(ASIHTTPRequest *)request
    {
    // statsCommuniqueDoneProblem ... !
    self.factoryMessageIfAny = @"";
    }

redpajama_set_name: RedPajamaStackExchange


text:
La Diète de partition (en polonais : ) est une diète de la République des Deux Nations, convoquée par ses trois voisins (l'Empire russe, le Royaume de Prusse et l'Empire des Habsbourg) afin de légaliser le premier partage de la Pologne. Elle s'est tenue d' à  et a également permis d'adopter d'autres textes législatifs, comme le Conseil permanent, la Commission de l'éducation nationale, et la confirmation des .

Prélude

À la fin du  et au début du , la République des Deux Nations passe du statut de grande puissance européenne à celui de protectorat, ou État satellite, ou vassal, de Russie. Ce sont effectivement les tsars de Russie qui déterminent le choix des souverains de Pologne-Lituanie par le jeu des « élections libres » et décident d'une grande partie de la politique intérieure du pays. La Diète de Repnine est par exemple ainsi nommée d'après le nom de l'ambassadeur de Russie qui préside officieusement les réunions de la Diète.

La diète de partition et le premier partage de la Pologne qui en découle, renforcent la Russie et mettent en danger les intérêts des Habsbourg dans cette partie de l'Europe (en particulier en Moldavie et en Valachie). L'Auriche envisage alors d'entrer en guerre contre la Russie.

La France, favorable à la fois à la Russie et à l'Autriche, suggère une série d'ajustements territoriaux, dans lesquels l'Autriche reçoit en compensation une parties de la Silésie prussienne, et la Prusse reçoit à son tour l'Ermland (Warmie) polonaise et des parties du duché de Courlande et Semigallia, fief polonais déjà sous hégémonie allemande-balte.

Si le roi Frédéric II de Prusse n'a aucune intention d'abandonner ainsi la Silésie, récemment acquise dans les guerres silésiennes, il est cependant intéressé par une solution pacifique - son alliance avec la Russie le met potentiellement en état de guerre avec l'Autriche, et la guerre de Sept Ans a laissé le trésor et l'armée prussienne au plus bas. Le prince Henri, frère de Frédéric II, passe l'hiver 1770-1771 à la cour de Saint-Pétersbourg.

L'Autriche ayant annexé 13 villes dans la région hongroise de Szepes en 1769 (en violant le traité de Lubowla), Catherine II de Russie et son conseiller général Ivan Tchernychev suggère à Henri que la Prusse revendique une terre polonaise, comme l'Ermland. Après qu'Henri en eut informé Frédéric, celui-ci suggère à son tour une partition des frontières polonaises par l'Autriche, la Prusse et la Russie, la plus grande part allant au parti le plus affaibli par les changements récents.

Depuis quelques décennies, la Pologne est dévastée par une guerre civile dans laquelle les forces de la Confédération de Bar tente d'affaiblir le contrôle de la Russie. Un récent  en Ukraine (1768-1769), l'a en outre encore affaibli. Le roi Stanislas II étant considéré comme faible et dangereusement épris d'indépendance, la Russie estime désormais qu'il n'est plus vraiment utile de considérer la Pologne comme un protectorat.

Le , la Confédération de Bar fait enlever Stanislas. Celui-ci retrouve rapidement la liberté. Mais l'événement prouve l'anarchie qui règne en Pologne et vient apporter un nouvel argument à ses trois puissants voisins pour intervenir militairement pour « sauver » le pays et ses citoyens.

Le , un accord de partage est signé à Saint-Pétersbourg entre Russie et la Prusse. Le , un accord est signé à Vienne entre l'Autriche et la Prusse. Le , les trois parties signent le traité sur leurs gains territoriaux respectifs. Dans les jours qui suivent, les troupes russes, prussiennes et autrichiennes entrent simultanément sur le sol de la République et occupent les provinces qu'elles se sont octroyées. Le traité de partage est ratifié par ses signataires le .

Les trois puissances exigent ensuite que le roi et la Diète approuvent leur action. Stanilas fait appel aux nations de l'Europe occidentale. Mais les puissances européennes réagissent à la partition avec indifférence. Seules quelques voix - comme celle d'Edmund Burke - se font entendre en signe de protestation. Pendant ce temps les ambassadeurs des puissances étrangères s'impatientent et exigent que le roi et le Sénat convoquent la Diète pour ratifier la partition. Le Sénat se soumet finalement le , tandis que Varsovie est occupée par les troupes étrangères.

Les préparatifs
Les préparatifs pour la tenue de la Diète ne sont pas faciles à gérer. Les évêques Adam Krasiński et Kajetan Sołtyk plaident contre elle. Au moins 32  (parlements régionaux) qui doivent élire leurs députés sont très perturbés. Finalement moins de la moitié des députés arrivent à Varsovie, où ils sont rejoints par environ 36 sénateurs et ministres. La plupart des députés du Grand duché de Lituanie ne sont pas présents. La Russie est représentée par Otto von Stackelberg, la Prusse par  et l'Autriche par .

Le traité de partition

La diète commence le  (quelques discussions préliminaires ont eu lieu quelques jours auparavant) à Varsovie. Les députés et sénateurs au service des puissances étrangères déclarent qu'il s'agit d'une diète confédérée. Le Liberum veto, qui permet à chaque député de mettre fin à la cession et annuler toute décision, ne s'applique donc pas. Les maréchaux de la diète sont , un des nobles au service de la Russie, pour la Couronne de Pologne, et Michał Hieronim Radziwiłł pour le Grand duché de Lituanie.

Au moins la moitié des députés ont été soudoyés par les nations étrangères, les autres ont été menacés. Certains députés (, , , , , , , , , , Tadeusz Wołodkowicz) tentent de protester. En désespoir de cause, le député  déchire sa chemise, barricade la porte de son propre corps et demande qu'on l'assassine, lui, plutôt que la Pologne. Son geste est immortalisé dans un tableau de Jan Matejko. En représailles, quelques sénateurs sont arrêtés et déportés en Sibérie, d'autres sont menacés de voir leurs biens saccagés ou confisqués. La résistance fini par s'éteindre. Le 24 avril, le roi rejoint la confédération et la diète désigne un comité de trente membres pour négocier le traité jusque mi-septembre. D'ici là, la diète est suspendue.

Le , malgré quelques protestations, le Comité signe officiellement le traité de partition, renonçant à toutes les revendications. À son tour, la diète accepte le traité, le . Dans cette première partition, la République de Pologne-Lituanie perd 30 % de son territoire (environ ), et quatre à cinq millions d'individus. Le traité est un succès majeur pour Frédéric II de Prusse qui a particulièrement bien négocié. La Russie reçoit la plus grande région, dans le nord-est, mais ce n'est pas la plus économiquement importante.

Les autres points du traité
En plus de leurs gains territoriaux, la Russie, l'Autriche et la Prusse exigent que la République entreprenne des réformes. La commission est autorisée à travailler jusqu'en , mais à cette date, elle n'est pas en mesure de procéder à des modifications. Elle est donc une nouvelle fois autorisée à prolonger ses travaux. Finalement, sept prolongations lui seront nécessaires.

Les , assurant le fonctionnement de la République et garantissant le partage du pouvoir sont confirmées. La diète adopte également des lois réduisant la tolérance religieuse. Les droits électoraux des orthodoxes et des protestants sont réduits. Le nombre de députés catholiques romains est limité à trois (un pour la Grande-Pologne, un pour la Petite-Pologne et un pour le Grand duché de Lituanie).

Le pouvoir royal est réduit. Le roi perd le droit de donner des titres et des rangs aux militaires, ministres et sénateurs. Des territoires de la Couronne sont cédés par le biais de ventes aux enchères. L'élection royale est confirmée, stipulant que les rois futurs doivent être élus parmi la noblesse polonaise. Un traité commercial très favorable à la Prusse est signé. La République perd l'accès à la mer Baltique et n'a d'autre choix que d'accepter les tarifs élevés imposés par la Prusse.

Liens externes

Partition
Histoire de la Pologne
Histoire de la Lituanie
Partages de la Pologne


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Pakistan's Persecution of Christians -
Information on T.C. McCarthy:
Follow him on Twitter: https://twitter.com/tcmccarthy_
Just friend him on Facebook: https://www.facebook.com/tc.mccarthy.7
Buy his books at B&N: http://www.barnesandnoble.com/s/-T-C-McCarthy-?store=allproducts&keyword=%22T.C.+McCarthy%22
Buy his books at Amazon: http://www.amazon.com/T.C.-McCarthy/e/B004A2JC3U/ref=sr_ntt_srch_lnk_1?qid=1420977550&sr=8-1
Buy his books in the UK: http://www.waterstones.com/waterstonesweb/advancedSearch.do?buttonClicked=1&author=T.+C.+McCarthy&searchType=2
Contacting government agencies and demanding a stop to the persecution of Christians in Muslim republics accomplishes little to nothing. Want to help non-Muslim minorities being persecuted, raped, slaughtered like animals, forced into sexual slavery, etc.? Here are some links that point to charitable sites that operate throughout the Islamic world. Note: WE DO NOT VOUCH FOR ANY OF THESE ORGANIZATIONS. Do your own research and pick the ones you think look legitimate.
Rescue Christians: http://rescuechristians.org/
Save the Children: http://www.savethechildren.org/site/c.8rKLIXMGIpI4E/b.6115947/k.8D6E/Official_Site.htm
Open Doors: http://www.opendoorsuk.org/
Caritas: http://www.caritas.org/
CNEWA: http://www.cnewa.org/home.aspx?ID=26&pagetypeID=12&sitecode=HQ
Aid to the Church in Need: http://www.churchinneed.org/site/PageServer?pagename=mainpage
As an author, T.C. often encounters interesting stories while doing research for his novels, and sometimes these wind up as a YouTube episode. T.C. is an award winning and critically acclaimed southern writer whose short fiction has appeared in Per Contra: The International Journal of the Arts, Literature and Ideas, in Story Quarterly and in Nature. His debut novel, Germline, and its sequel, Exogene are available worldwide and the final book of the trilogy, Chimera, was released in August 2012. In addition to being an author, T.C. is a PhD scientist, a Fulbright Fellow, and a Howard Hughes Biomedical Research Scholar.
Music: In the Air Tonight, Phil Collins


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Long Island Car Accident Statute of Limitations
When it comes to pursuing legal action following a car accident, time is of the essence. A Long Island car accident statute of limitations is three years from the date of accident in a traditional accident case involving a two-car accident, a one-car accident, or a chain collision accident. It is three years. It does change when the other vehicle is owned or operated by a municipality or when dealing with a municipal common carrier like a train or a bus. With respect to two-car or one-car accidents, it is a three-year statute of limitations. If you have been involved in a car accident, contact a competent car accident attorney who can work diligently to build your case, before the statute of limitations ends.
Different Statutes of Limitations in Long Island
For car accident cases, the Long Island car accident statute of limitations is three years from the date of the accident. For car accident cases involving municipalities, for example, a bus, train, or other common carriers like a shuttle or ferry boat, there is a much shorter statute of limitations.
They also require a notice of claim. A notice of claim, in many instances, though not all, requires a 90-day notice of claim period. Any more than 90 days from the accident, a person has to file a notice of claim with the municipality. Then they have one year following that to file a summons complaint. It is a 90-day notice of claim and then a year following that for a summons complaint.
Many of the other traditional negligence cases are three years regardless of whether it is a premises case, a construction accident, or general negligence case. If an infant is involved, the statute of limitations is very different. The statute of limitations does not run, meaning it does not start until the person is 18. In death cases, the statute of limitations is two years from the date of death.
Statute of Limitations for Minors and the Disabled
For a minor or somebody with disabilities, the statute is tolled, meaning it freezes in time. If somebody is eight years old, the Long Island car accident statute of limitations is frozen until that person is 18. At 18, the statute of limitations defrosts and the normal statute of limitations begins. If somebody is in a car accident at six years old, at age 18, they have three years left. For someone with disabilities or mentally disabled, the statute of limitations is frozen until that person is no longer under that limitation, just as it would for a minor. If somebody is permanently mentally disabled, an appointment has to be made for a guardian for that person.
Retaining a Lawyer
The Long Island car accident statute of limitations is very serious. If the statute of limitations passes and a summons complaint are not, the case is over. It is always important to hire somebody experienced in the area of the case so that they understand the statute of limitations and the particular circumstances of the case, whether it involves cars, municipalities, minors, or death because they all have different statute of limitations. Even experienced lawyers occasionally make a mistake. You should make sure that you hire an experienced attorney and they have a good communication policy with that lawyer so that they understand when that lawsuit is being filed. A skilled car accident lawyer can fight for you.
Long Island Car Accident Lawyer
Collecting Evidence
Cruise Control Safety Tips
Bad Weather Accidents
Crashes Caused by Animals
Common Carrier Accident
Front-End Collision
Head on Collisions
Left Turn Accidents
Major Road Accident
Parking Lot Accident
Rear-End
Side Impact and Rollover Collision
Stop Sign Accidents
Uber/Lyft Accidents
Multi-Car Accidents
No Fault Insurance
Determining Negligence
Settling a Case
Speaking to an Insurance Company
Tips for Driving
Tips for Driving Safely Through Fog
Using Headphones While Driving
Out-of-State Accident


Last week's Posidonia was filled to the brim with shipowners, suppliers, trade media and more setting new records for attendance and expanded opportunities to hear the industry identify challenges and opportunities. But despite the platform for viewing new technologies, there is still a large element of denial that the industry needs to make changes not only for regulatory reasons, but to also accelerate into the "Fourth Industrial Revolution".
Despite the moans and groans over the recent MEPC meeting about GHG reduction by 2050, and the ongoing malaise about the global Sulphur cap in 2020, these actions MUST happen if we don't want society forcing these actions upon us. With the EU "Sword of Damocles" hanging over our heads, we MUST participate in the global effort to reduce emissions.
We must also accelerate our adoption of the digital wave. This is a prime example of "Lead, Follow, or Get Out of the Way". There are going to be some companies that adopt digitalization and benefit from the operational efficiencies baked into these platforms. The companies that don't will find themselves at a competitive disadvantage.
I'm also concerned about the brokerage community who haven't evidenced any concern about new technologies—such as blockchain—threatening their way of doing business. Even an event hosted by the Baltic Exchange last week dismissed blockchain as a factor in their business. One broker actually claimed that digitalization wouldn't affect shipping because "each ship has individual characteristics and only a broker could keep track of them". Hmmmm…. ever hear of databases???? Let's hope they decide to climb aboard the Digitalization Bullet Train!
These discussions and more will be at SHIPPINGInsight October 16-18th. Let's plan to be there and share insights on the way forward. Nobody wants to be a Dodo bird!!


Are you eating processed foods and still wondering why you can't shed those 10, 15 or 50 pounds? Mimi Kozma, Master Chef, shares with us the 6 processed foods you need to avoid. And Stacy Cahn, PhD, Philadelphia College of Osteopathic Medicine, tells us about food additives and how that is sinking your diet as well.
Are you or do you know a cancer patient or survivor? Well June 7th is a big day in the world of cancer. Verna Snyder, Tampa resident and cancer survivor, tells us about National Cancer Survivors Day and about her treatment.
The VSA, The State Organization of Arts & Disability, celebrates their 40th Anniversary and is with us tonight to talk about their special event this Saturday, June 6th at 2pm.


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redpajama_set_name: RedPajamaGithub


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Austrostipa tenuifolia (synonyme : Stipa tenuifolia) est une espèce de plantes monocotylédones de la famille des Poaceae (graminées), originaire d'Australie.

C'est une plante herbacée vivace poussant en touffe, commercialisée comme plante ornementale sous le nom de « cheveux d'anges ».

Notes et références

Liens externes

Poaceae
Espèce de Poaceae (nom scientifique)
Graminée ornementale


When you are seeking a roommate, you'll want to choose someone whose lifestyle fits with your own. Looking for the six traits listed below will help ensure that your roommate is actually a good fit.
Open Communicator: Basic honesty about finances, schedules, cleanliness, overnight guests and other important matters is essential to harmonious coexistence.
Adaptable: When two or more people are sharing close quarters, adaptability is a must. All parties must be willing to make reasonable compromises to keep the peace.
Considerate: This doesn't mean always letting the other person have his or her way. It does mean doing things like keeping the noise down late at night when your roommate is sleeping.
Reliable: Of course it's great if you and your roommate become good friends, but that doesn't always happen. What is essential is that you and your roommate can count on one another for support when things happen.
Reasonably Clean: Your roommate doesn't need to be a total clean freak. But an Odd Couple situation with one Felix and one Oscar is a guaranteed recipe for disaster.
Respectful: Disputes between roommates are inevitable. But as long as you're willing to meet one another halfway, you should be able to work out most disagreements.
Is Your Prospective Roommate Trustworthy & Financially Stable?
Get everything in writing. No exceptions.
Once you've determined that a prospective roommate is a good match for you in temperament and lifestyle, your work still isn't done. You should also ask yourself the following five questions to ensure that your would-be roommate is trustworthy and financially stable.
Does he or she have references? Friends are among the best possible references for would-be roommates. They can give you the 411 on the person's integrity, financial stability and other characteristics. Asking a prospective roommate for references and then checking them out is an essential element of due diligence.
Have you met in person? No matter how great someone seems on paper or over the phone, there is no substitute for meeting him or her in person. You'll be able to read nonverbal cues that could signal red flags.
Do they seem reasonably stable? Nearly everyone has some baggage, but you don't want to take on someone who can't seem to hold a job or who has been thrown out of his or her last three apartments because of unpaid rent or causing disturbances.
Are you both clear on finances? It is essential that all parties are on the same page about who pays what share of the rent and utilities – and whether you'll share grocery expenses.
Is he or she willing to sign an agreement? Get everything in writing. There are no exceptions. If a prospective roommate balks about signing an agreement, do not share space with him or her.
Whether you've decided to share space with a roommate or go it alone, Caprock Apartments has just the right unit for you.
Caprock Apartments offers a wide range of amenities inside and out. More than an apartment complex, Caprock is a thriving community that is welcoming and inviting. Discover the affordable luxury of Caprock Apartments for yourself!
Even Small Spaces Deserve Some Decorating Fun!
10/3/17 Update!!! So after talking with management they were more than willing to Fix the problems that I stated below. They made everything right and not only made it right but made me feel like family. Yes this complex is older but they are investing to improve and make it feel like new. I will say what this apartment complex has here versus other complexes is a staff that treats you like family, from the office staff to the maintenance staff they care for you and how you feel. DO NOT MOVE HERE!!! A/C units are old and noisy enough to shake your apartment walls when turning off and when you ask to get a work order they say until it fully breaks you have to live with the noise of a loud unreliable A/C unit that sounds like a motorcycle in your kitchen and I'm not even trying to joke or exaggerated when explaining how loud and unreliable their A/C units are at this complex, Keep in mind that is only one of the issues here. Plumbing is another issue that takes forever to get fixed, for me it took 4 months to get a working toilet in my 1 bed 1.5 bath.This complex is falling apart.
I actually lived here the year Caprock opened up in 1978. And today it is still being run and managed superbly. The grounds are well-kept and the staff is really super! It's a great place to live, was then, and still is today!
Caprock Apartments is an AMAZING complex! I was a resident from 2009-2012 and then moved away. The experience and rates are so good that when it came time to get an apartment again I came right back, and the experience is even better this time around. Any issues or repairs that may come up get resolved quickly and professionally. The office and maintenance staff are great and very accommodating. I really have no complaints at all!
I really want to post my feelings about Caprock Apartments because I have been extremely happy living here the last two years. John Wilson is just fabulous! He has great customer service. And he has trained the new employees they have hired recently very well. They are all just Great! And the manager Angelica is wonderful as well. And whenever I have something that needs to be repaired, they are always great about calling me back to let me know it has been done or the status. Great communication.
This is a wonderful staff running this place. Beautiful and peaceful atmosphere and nice friendly neighbors. Glad to be living here!!!


The first event will be held from Monday 5th August until Friday 9th August 2019. The last event will be held on Friday so it is advised to book flights one day either side of the week so as not to miss events. There will be an event each day of the Meltdown.
How much is a wristband?
Early bird wristbands are from just €199 and prices increase in tiered releases. Deposits are only €50. All payments are final and nonrefundable. Full information on our tickets page.
What does the wristband cover?
The wristband gives you entry to all events in the Ibiza Meltdown 2019 itinerary. Flights and accommodation are not included.
When will the full itinerary be released?
Our payment system is exclusively handled by PayPal which both accept all major credit cards globally.
The €50 Deposit is due upon reservation of your wristband. The price of your wristband will be fixed at the time of deposit. Full payment must be made by Saturday 27th July.
How will I know when my booking has been confirmed?
Once you have booked & paid the deposit you will receive an email confirmation via email including a booking reference. Please make sure you use a valid email address.
Where and when do I collect my wristband?
Wristbands will be posted to the address submitted on the booking form.
If you are already in Ibiza you may also purchase your wristband from our local representative via the following number +447951092935. This number can also be reached via whatsapp for convenience. For international queries please contact +447738729787.
Where in Ibiza will it be?
All of the scheduled events will be hosted either in San Antonio or Bossa at some of the most renowned nightclubs in the world.
There may be events hosted in Ibiza Town which is located on the other side of the island approximately 30 minutes by cab. This will cost roughly €35 between 4 people. You can also utilise the public disco bus which comes every hour and costs €4 per person.
Ibiza Meltdown is a global link up. Everyone from all over the world is welcome!
Refunds are issued only in the event of Ibiza Meltdown being cancelled or rescheduled. In any other case all payments are final. Full Terms & Conditions CLICK HERE.
Do you book Flights, Transfers or Hotels?
We don't arrange flights, transfers or hotels for Ibiza Meltdown. We have recommended accommodation via our search engine on our website here.
If you are booking from the UK we recommend booking with Travel Republic who allow you to reserve your hotels with as little as a £1 deposit. We are in no way associated with Travel Republic and are not held liable for any bookings made on their platform, just a dope way to freeze your hotel prices early we thought we'd let you know about!
What sort of events can I expect?
Ibiza Meltdown hosts a mixture of events including club nights, bar takeovers, brunch party, boat party & pool parties at the world famous venues based in Ibiza. Events schedule may be subject to change. In the event of changes passengers will be notified via email.
How old do you have to be to attend the events?
Is travel insurance included with the trip?
No, but we do recommend our guests to buy travel insurance if you haven't already got cover.


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Q: How should Postgres be installed to run as a daemon under user name _postgres on Mac OSX? I followed directions for installing Postgres on Mac OS X using Brew.  All worked well.  I placed a .plist in my Library/LaunchAgents and had Postgres running when I logged in.  However, when I logged out postgres shuts down (which is correct behavior for processes started by launchd which are in a user's Library/LaunchAgents directory).
I wanted to have the database running all the time for all users so I tried to move my file homebrew.mxcl.postgresql.plist into the directory /Library/LaunchDaemons.  I set the owner:group to root:wheel and set permissions as well.  This didn't work as Postgres said it wouldn't run as root (reported in the log file in /usr/local/var/log).  So I added a UserName and GroupName to be _postgres for each.  It wouldn't run, and I believe there were permission issues, which I gather is that postgres running as postgres running as user:group of _postgres:_postgres cannot read files in /usr/local/var/postgres or /usr/local/var/log which are all sholland:admin for user:group (brew installed files under my userid holland and group admin).  I changed the UserName to sholland and GroupName to admin in /Library/LaunchDaemons/homebrew.mxcl.postgresql.plist, and now postgres is running happily each restart as user sholland group admin.
This is all fine, but I would like to run Postgres under user _postgres instead. I imagine I could use sudo chown _postgre:_postgres * in /usr/local/var/log and /usr/local/var/postgres, but I don't know if there are other issues if I go that route.  It seems that it would all be cleaner if brew did the install with user:group _postgres:_postgres instead of under my username and group admin.
The motivation to be able to set user:group in homebrew.mxcl.postgresql.plist to _postgres:_postgres is that I will be migrating the project to a linux system on a server at my hospital where I will use Django to run a report generator and patient tracking system for my GI group.  I will need to run postgres under it's own user:group to keep permissions other than my personal userid in that environment.
So, how does one get brew to install postgres under user _postgres under Mac OS X?


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Falls of Falloch (Scottish Scenic Routes Pilot)
John Kennedy, Crianlarich, 2014
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Falls of Falloch - entrance
Ross Campbell (website) Download Original
Development images
Working details
A viewing platform for a waterfall
The Scottish Scenic Routes project is a developing Scottish Government funded three year pilot project that seeks to enhance Scotland's natural landscapes by developing a series of small interventions along key tourist routes.
One of the guiding principles of this pilot project is to engage with young, untested design talent who have largely remained excluded from such processes and represent a great untapped resource. All of the designers of these projects are either recently qualified part 2 graduates or current architecture students.
The Loch Lomond and the Trossachs National Park Authority were chosen to deliver the first phase of this project and their in-house chartered architects oversaw the process from initial design competition to final delivery, mentoring the young designers through an often complex process.
The Falls of Falloch is a very well known waterfall adjacent to the main Glasgow to Oban road. The Falls are recorded in many works of literature over the years including the travel diaries of various Romantic writers of the 18th and 19th centuries.
The installation at the Falls is intended to provide a sheltered viewing platform which allows visitors to experience the drama of the Falls at closer range. Cantilevering over the edge of the water, the shelter takes the form of a long narrow trellis which weaves its way between existing trees to the cliff edge at the falls.
The structure is very delicately inserted into the context, wrapping around existing trees and following the contours of the ground. The shelter is formed from lengths of steel-reinforcing bar woven together to create an undulating, sculptural shape that forms a journey through the forest, focusing the sound of the falls and finishing at the water's edge. The thoughts of Dorothy Wordsworth on her experiences of the Falls are engraved on the end balustrade – providing a visual and literary link to the Grand Tourist of the past and reinforcing this project's part in defining a new grand route through Scotland's scenery.
Begun: Feb 2014
Completed: May 2014
Sector: Arts and culture
Total cost: £90,000
Funding: Scottish Governemnt grant
Tender date: Dec 2013
Procurement: SBCC Standard Building Contract With Quantities for use in Scotland (SBC/Q/Scot), 2011 Edition
Address: Falls of Falloch, Loch Lomond and the Trossachs National Park, Crianlarich, G83 7DZ , United Kingdom
AJ Small Projects 2015 entry, Installation, Public realm, Scotland
Architect: John Kennedy
Client: Loch Lomond and Trossachs National Park
Structural engineer: David Narro Associates
Quantity surveyor: Armour Construction Consultants
Main contractor: Chris Brammall
Cultybraggan Visitors' Centre, 2014
Box 459, 2014
Camera Obscura, 2014
The Wind Tower, 2014
Tile Mile, 2014
Stonehaugh Stargazing Pavilion, 2014
Temple of Agape, 2014
Smith, 2014


A head-on truck accident occurred near Coeur D'Alene, Idaho leaving one man injured. Idaho State Police reported the injury crash east of Coeur D'Alene, Idaho. The truck accident involved three vehicles: a semi truck, a pickup truck and a compact car. It was reported that the pickup truck was traveling eastbound when it went over the center line and collided with a semi truck heading westbound. The pickup truck then spun around and hit the compact car which was traveling behind the semi truck. The semi truck landed in a ditch south of the highway. The man driving the pickup truck was taken by ambulance to a nearby hospital for injuries. All other persons involved in this accident were reportedly uninjured. This truck accident remains under investigation.
Head-on car accidents took the lives of 6,684 persons in 1998 reported the National Highway Traffic Safety Association. Compare that to the 3,914 head-on fatalities in 2008. This is a significant decline, but it could still be better. Head-on truck accident fatalities make up more than 10 percent of motor vehicle traffic fatalities. In these head-on truck accidents, 74 percent of the victims were the drivers of traditional vehicles and not the semi truck driver.
If you come across an aggressive driver, don't react to them in the same manor. Let them pass.
If you have been injured in a truck accident, call Mat Parke. Mat has years of experience being an aggressive personal injury attorney. Call (509) 482-7274 for a free consultation.


If that piece of trivia was not notable because it's a trait more than one Pokémon share (although I've already brought up that 2 out of 718 makes it notable), yet a Pokémon that share its Base Stats and Species name with several others is, that's hypocritical. If one piece of trivium is unnotable because it's a trait shared by several individuals, all trivium of that kind is, regardless of what is is. And no, Charizard being a fan favourite does not give it special permission to break the notability rules.
The "stealing" comment is mistaken and irrelevant.
1) don't blatantly lie to me.
Why is this move in your personal space instead of the mainspace? Serebii lists this and there are videos on Youtube showing the move used by AZ's Floette; even though it is an obvious hacked 'Mon, it's still the only 'Mon with a legitimate move (though I do not know if it knows the move during the endgame parade).
This page was last edited on 12 January 2015, at 01:55.


Garments from UNIQUE series are truly unique. Why?
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The UNIQUE collection is recommended to use at the secondary phase (after the first three weeks following your procedure), to help your curves form into shape perfectly.


text:
in Intellectual Property Rights Guide Government Affairs
SEMA is pleased to provide our members with the following information about trademarks, patents and copyrights. The ideas, names, logos and inventions of your company are valuable property and often can be legally protected for your exclusive use. The overview materials (below) will familiarize you with the basics on this topic so that you may take advantage of the law on patents, trademarks and copyrights.
This overview is not intended as a legal "how to" manual but rather as an informational document to help you plan today to protect and get the most out of your company's intellectual property. The overview is supplemented with reference materials provided by the U.S. Patent and Trademark Office and other government agencies (see links). SEMA recommends securing the assistance of a qualified attorney to assist in planning and protecting your company's intellectual property rights.
The information contained herein is current as of 2014; however, please be advised that the law is subject to change.
Please contact Stuart Gosswein at the SEMA Washington D.C. office if you have questions or need further information, or call (202) 783-6007, ext. 30.
Limited-Time Offer for Domestic Buyers Who Register for SEMA Show Before July 30
SEMA Show Hotels Available: What You See Is What You Pay
Bruce Crower Passes Away
Enthusiasts Save Off-Roading at Oceano Dunes
Rhode Island Bills to Allow for Display of a Single Year of Manufacture License Plate Pass Legislature; Go to Governor
Latest Gov't Affairs News
SEMA Joins AASA in Presenting an Aftermarket Intellectual Property Protection Forum on August 15 in Dearborn, Michigan
Additional Tickets Released for SEMA PAC Afterparty—Act Now!
U.S. House Passes Bill to Increase Minimum Wage
U.S. Trade Representative Grants Tariff Exclusion Requests for Certain Products From China
Hawaii Bill to Allow Military Vehicle Titling Vetoed by Governor
U.S. House Committee Passes Bill to Bolster Outdoor Recreation
Companies May Now Submit Requests to Be Excluded From China's List 3 Tariffs


text:
Colgate Sales Up 22.5 in Latin America
Markets & Trends > Regions > Latin America
Colgate Sales Up 22.5% in Latin America
May 4, 2010 Contact Author	Cristina Kroll
One of the polo teams that participated in the polo event sponsored by L'Oréal's Men Expert brand.
Most Popular in Latin America
1The Beauty of Latin America
2Sephora Expands Into Latin America
3Sephora Arrives in Mexico
4Amway Expanding in Latin America
5Latin Beat: Amway Launches Personal Care Lines for Latin American Market
6Latin Beat: Beauty Market Grows in South America
7Tax Spike in Brazil Weighing Heavily on Cosmetics Market
8Latin Beat: Colgate-Palmolive Introduces Amazonia Line
9Trends on the Brazil Cosmetics Market 2015-2019
10Legislative Changes in Ecuador Impact Beauty Imports
Colgate's sales in Latin America grew 22.5% in 2009, led by Brazil and Colombia. Colgate continues building its strong leadership in oral care throughout Latin America, with its regional toothpaste market share at a record high of 78.7% in 2009, driven by market share gains in nearly every Latin American country.
Colgate's share of the global toothpaste market strengthened to 45.1% in 2009, led by share gains in (among other markets) Mexico, Brazil and Venezuela.
Argentine Issue Group to Expand
Argentine-based Issue Group announced it will strengthen its presence in Latin America, where it already has subsidiaries in Uruguay, Brazil and Mexico.
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"The company signed an agreement with international company GA.MA to distribute products in Colombia and Venezuela in 2010," Antonio Cao, CEO, told GCI magazine. The company also operates through distributors in Bolivia, Paraguay, Ecuador, Peru, Chile and Costa Rica. Issue Group is a leader in sales of hair color products in Argentina, holding 21% of the market share. Denney Color District, a hair coloring line positioned for a higher-end market, is among its most recent successful launches.
L'Oréal's Polo Event
As part of a strategy to position its Men Expert brand, L'Oréal participated in the International Polo Tournament El Paraíso Open Door, which was held in Buenos Aires March 5. Local celebrities and beauty editors joined the exclusive sporting event, which included activities such as exhibitions, cocktails and prize giveaways.
In Latin America, L'Oréal posted sales of €1,138 million in 2009, achieving 11.2% growth. The consumer products' division achieved a strong increase in the region, driven by Elsève hair care products, which are gaining market share throughout the Latin American market. Argentina and Chile posted double-digit growth during the last year, whereas Mexico is gradually improving, and resumed positive growth with the hair care breakthrough of Elvive.
Avon Invests $1 Million in Peru
With an investment of approximately $1 million, Avon built a warehouse in Peru's Santa Anita district. The 1,000+ square-meter facility increases Avon's regional storage capacity by more than 50%.
Avon currently holds 11% of the market share in the Peruvian cosmetic market. "In the case of competitive categories such as personal care and hair care, we are seeking major participation," said David Legher, general manager of Avon in Peru, Colombia and Ecuador.
Colombia Inaugurates Free Trade Zone Facility
In March, Colombia's Paul Calley free trade zone industrial park opened its doors for business. "It has a surface area of 14,000 square meters, an output of 100 ton per day and, in a period of five years, the surface will [grow to] 40,000 square meters," Jaime Concha Prada, director of the Colombian Cosmetic Chamber told GCI magazine.
The facility, located in Tocancipá, Cundinamarca, has already required $4.2 million of the total $8.65 million budgeted for the entire project, said Wilson Alfredo Chamorro, general director of Paul Calley. He emphasized that it will "result in the biggest free trade zone cosmetic market in Latin America." One of Paul Calley's priorities is to produce for the international market, particularly the United States. Nevertheless, it will also produce for the local market, while maintaining a focus on international companies.
Natura Sponsors BAFWEEK
Natura was the official sponsor of BAFWEEK, the most important fashion show in Argentina. The February 2010 event was held at the La Rural Center in Buenos Aires. During the course of three days, local designers and brands had a chance to exhibit their collections for the autumn/winter season.
In addition, Natura launched its Natura Diversa line, and visitors had a chance to experiment with the brand's new products in a specially prepared showroom. Verónica Mendoza, Natura's makeup artist, defined the style of each of the collections presented.
Greta Expands Fragrance Portfolio
According to its director Renato Saphir, Greta SA will now market five fragrances from the Falic Fashion Group (which owns the Animal, Daddy Yankee, Ed Hardy, Paris Hilton and Perry Ellis brands) in Argentina, Chile and Uruguay.
In addition, Greta retook control of the regional Mont Blanc license through an agreement with Inter Parfums group, which recently acquired Mont Blanc's license from P&G. Greta had held the Mont Blanc license until 2008.
Cristina Kroll is a business journalist specializing in the beauty sector and living in Buenos Aires, Argentina. She has written for the main Argentine magazines related to the beauty business, and was a correspondent for French magazine Beauty Business News.
This article	appeared in the May 2010 issue. Find more on this topic in the digital magazine.


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Gov. Walker plays with children at Jewish Community Center
Updated: 1:28 PM CST Mar 8, 2017
Gov. Scott Walker on Wednesday morning visited the Harry & Rose Samson Family to demonstrate his support and highlight the positive impact the center has on the community. The center a day earlier was closed for the third time in five weeks after receiving a threat of violence, an action Walker deemed a "form of domestic terrorism."
Gov. Scott Walker on Wednesday morning visited the Harry & Rose Samson Family to demonstrate his support and highlight the positive impact the center has on the community.
The center a day earlier was closed for the third time in five weeks after receiving a threat of violence, an action Walker deemed a "form of domestic terrorism."
At visit to JCC, Walker says threats a 'form of domestic terrorism'
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