6.1.1 This chapter considers the appraisal of additional rail services to Dunbar, Berwick and Newcastle, primarily from the perspective of the costs and benefits associated with each potential service. These services are considered as being additional to the May 2011 timetabled services.
6.1.2 It also considers the case for the re-opening of East Linton and Reston stations in conjunction with the new train services.
the social cost benefit analysis adds to the financial appraisal via a monetary valuation of the benefits accruing to train users, principally through shorter journey times which are turned into monetary benefits using established values of time.
6.2.2 The forecasting of changes to patronage and revenue at existing stations has been undertaken using the industry-standard 'MOIRA' software. MOIRA also provides a valuation of the 'user benefits'; this is the savings in travel time associated with any timetable change translated into a monetary value. ScotRail provided a May 2009 version of MOIRA which contained timetable, patronage and revenue data for all relevant station origin - destination combinations on the network and this has formed the basis of the study.
each additional train service configuration was then coded on top of the May 2011 timetable and tested - the results from this were compared with the 'Reference Case' to determine the incremental impact of the new services, and it is these values which are reported here.
6.2.4 Network Rail provided the study with the underlying processes and methodology used during the RUS study, where a similar analysis was undertaken. This process was used to translate the single year impacts produced by MOIRA into the 60-year discounted appraisal required in STAG. This methodology was adopted and updated here in order to retain broad consistency with the previous RUS findings.
6.2.5 The impacts of the potential new stations were assessed separately. The approach taken here was based on benchmarking against other stations in the area, together with an analysis of the potential catchment and market for rail travel from each station. This included an analysis of the likely 'abstraction' of demand to the new stations, ie rail travellers transferring from an existing station to the new station. The methodology used in the previous 2004 study was also reviewed and built upon as part of this process.
6.2.6 A key requirement of STAG is the production of Transport Economic Efficiency (TEE) figures which reflect a discounted 60-year appraisal of the costs and benefits of any transport proposal, in line with the Treasury Green Book methodology. As noted above, we have sought to maintain broad consistency with the previous RUS methodology in this respect and have made use of the spreadsheet-based processes which were made available by Network Rail. All monetary figures are discounted to 2002 values in line with guidance.
Benefit Cost Ratio (BCR): 'total 60 year benefits' divided by 'total 60 year costs'.
6.2.10 The resulting values are all reported in the sections which follow.
6.3.2 In May 2011, there were 15 northbound services from Dunbar (including four Dunbar to Edinburgh ScotRail services) and there were also 18 Edinburgh to Dunbar trains (including four ScotRail Edinburgh to Dunbar services).
6.3.3 The timetable developed for the new services here allows for the new trains to call at all stations between Dunbar and Edinburgh, unlike the current ScotRail services which run direct to Dunbar (although some stop at Musselburgh). It has been assumed that these trains will call at all stations and this gives a journey time of around 35 minutes from Dunbar to Waverley. This service would therefore provide a step change in frequency offering a near half-hourly service from Drem, Longniddry, Prestonpans, Wallyford and Musselburgh throughout the day.
T1b - Edinburgh Dunbar, 26 additional services: requiring two additional train sets (and hence reduced train operating costs).
6.3.5 Figure 6.1 below shows the scale and location of the additional annual patronage resulting from T1 by origin-destination station pair. Absolute and percentage change are both shown in the Figure.
6.3.6 It can be seen that there are substantial uplifts in passenger numbers along the line overall at around 12%, not just at Dunbar. The increase at Dunbar is actually rather less at around 8%, reflecting the continuing presence of faster, LDHS services there. Musselburgh to Edinburgh shows large absolute and percentage changes in passenger numbers.
6.3.7 However, it should be noted that MOIRA does not account for parking availability at railway stations. As many of the stations here have constrained parking on site, these figures may over-estimate the ability of these stations to cope with this level of additional demand. On the other hand, it could be possible to incrementally increase parking supply at some of these locations over time to cope with this additional demand. Note also that base level travel between Dunbar and Musselburgh (including Queen Margaret University) will be very low given the lack of direct services. These new services will improve this connectivity considerably, and as such the MOIRA (elasticity based) forecasting approach will underestimate this potential new demand.
6.3.8 If the services did not stop at all the intermediate stations between Dunbar and Edinburgh there would be a loss of benefits to these stations which would impact on the viability of the services.
6.3.9 Figure 6.2 below shows the distribution of user benefits in terms of the station origin-destination pairs noted in Figure 6.1.
6.3.10 It can be seen that although Musselburgh - Edinburgh sees the biggest increase in passenger numbers, Dunbar - Edinburgh sees the greatest share of benefits, ie the benefits per passenger are greater there. If say Prestonpans, Longniddry and Drem were excluded from this service, the level of benefits associated with this service would drop by 28%. Benefits to Dunbar passengers would increase slightly if journey times were cut as a result, but this would not outweigh the loss of benefits at the other stations, underlining the value of these intermediate stops.
net benefits: the sum of the above, ie revenue - operating costs + user benefits + non-user benefits.
6.3.12 This initial figure provides an outline of the scale of the various components of the analysis.
6.3.13 It can be seen that operating costs are reduced substantially in T1b compared to T1, as there are two additional train sets rather than three. However, the level of benefits and additional revenue is also proportionately lower, as there are fewer new services and hence a lower service frequency. Overall, costs and benefits are both reduced by around 33% in T1b compared to T1.
6.3.14 Both tests show that operating costs outweigh the combined user benefits and additional revenue generated. So in both cases, the net financial cost and net benefits are both negative suggesting that the costs associated with the services outweigh the benefits realised. This service would therefore require an initial annual subsidy of £1.5m to £2.5m to run.
6.3.15 The 60 year appraisal for T1 and T1b is shown below in Table 6.1. This adds an estimate of 'other government impacts' to the single year figures discussed above and includes optimism bias.
6.3.16 Note that, over the 60 year period, the assumed growth in patronage is higher than the assumed increases in operating costs. This means that the balance between costs and benefits changes from that shown in Figure 6.3 (which considered an opening year position) when analysed over the 60 year period.
6.3.17 Table 6.1 shows that both tests T1 and T1b return a BCR of around 0.9, ie for every £1 spent only around 90p is returned by way of benefits. In test T1b, operating costs are lower, but revenues and benefits also reduce so the BCR is virtually unaffected. Note that increased revenue is shown here as a negative cost. The NPV for the two-train service in T1b is rather better than that of T1 reflecting the lower level of cost associated with this service.
6.3.18 It would seem reasonable to consider that LDHS services at Dunbar could be reduced at Dunbar in conjunction with a fuller ScotRail service, bringing benefits to LDHS passengers if time savings can be made within the overall timetable. This would however lead to a reduction in level of service at Dunbar due to the longer ScotRail journey times, albeit with increased frequency. However, it could be argued that this would bring Dunbar into line with the level of service which exists at most other similar stations, and certainly into line with the level of service at other East Lothian stations. The current situation at Dunbar means that there is a near hourly service with a mix of journey times to Edinburgh and direct connections to the south, which means that in many ways the existing level of service is high at Dunbar.
6.4.2 In May 2011, there were 25 northbound services from Berwick and 24 southbound services, so the addition of these services would see a step change in train frequency between Edinburgh and Berwick. The timetable developed here allows for these trains to call at all stations between Berwick and Edinburgh. As a core assumption, it has therefore been assumed that these trains will call at all stations and this gives an end to end journey time of just over one hour. This would therefore provide a step change in frequency offering a near half-hourly service from Dunbar, Drem, Longniddry, Prestonpans, Wallyford and Musselburgh.
T2f - Edinburgh-Berwick, 20 additional trains: requiring only two additional train sets.
6.4.4 Figure 6.4 below shows the scale and location of the additional annual patronage resulting from T2.
6.4.5 Again, it can be seen that there are substantial uplifts in passenger numbers along the line, not just at Dunbar. Edinburgh to Musselburgh, Dunbar and Wallyford see the largest rises in passenger numbers. It is notable that Edinburgh - Berwick passenger numbers do not increase significantly. This reflects the uncompetitive journey times offered by the new service compared to the existing East Coast and Cross Country services. Travel volumes between Berwick and stations in East Lothian would anticipated to be very low, although Dunbar - Berwick sees a high percentage increase (although low in absolute terms) reflecting the step change in connectivity between the two locations.
6.4.6 As before, it should be noted that MOIRA does not account for parking availability at railway stations and as many of the stations here have constrained parking on site, these figures may over-estimate the ability of these stations to cope with this level of demand.
6.4.7 Figure 6.5 below shows the distribution of user benefits in terms of the station origin destination pairs noted in Figure 6.4.
6.4.8 The pattern here is very similar to the Dunbar services, with the benefits accruing in the main at the stations nearest Edinburgh, plus Dunbar. The level of benefits associated with Berwick - Edinburgh travel is low suggesting that there is little merit in continuing trains to Berwick-upon-Tweed.
6.4.10 The level of user benefits is highest in T2. The removal of stops at Prestonpans, Longniddry and Drem reduces the level of benefits by around 30% in T2d. In T2e, the faster journey times from Dunbar and Berwick increase the level of benefits compared to T2d but this is not enough to compensate for the loss of the benefits from the three stations at which services do not stop in this scenario, ie the overall benefits are still less than T2. With only two new trains in T2f, the reduced level of service is reflected in much lower benefits than T2. Revenue follows a similar pattern to user benefits.
6.4.11 Operating costs are identical in T2, T2d and T2e, and are reduced in T2f where only two train sets are used.
6.4.12 Overall, all tests show that operating costs outweigh the combined user benefits and revenue - in all cases the net financial cost and net benefits are negative suggesting that the costs associated with the services outweigh the benefits realised.
6.4.13 This service would therefore initially require an annual subsidy of over £3m or £2m to run depending on whether three or two train sets are used.
shortening this journey time (paths and slots permitting) would require fewer intermediate stops, reducing the benefits to the East Lothian stations which make up the bulk of the benefits associated with the services.
6.4.15 The 60-year appraisal for the various Berwick services is shown in Table 6.2 below.
6.4.16 As with the Dunbar services, all options here show a negative NPV and a BCR of less than one. In general the BCRs for the Berwick services are lower than for the Dunbar services. This reflects the fact that very little additional benefit is realised in taking the services on to Berwick, yet the operating costs are significantly increased with the increased train miles. A local service to Berwick as such would not seem to be an attractive proposition, although new stations could change this picture.
6.4.17 Omitting station stops at Prestonpans, Longniddry and Drem to improve journey times to Dunbar and Berwick is seen to reduce the BCR from 0.7 to 0.5 so should not be pursued.
6.4.18 An Edinburgh to Berwick ScotRail service could be seen as a replacement for LDHS services between Berwick and Edinburgh. However, the longer journey times would create disbenefits for travellers relative to the present day. LDHS services would still have to call at Berwick in any case in order to retain connectivity between Berwick and Newcastle as Northern Rail services do not currently extend as far as Berwick.
6.4.19 In the longer term, a more radical re-cast of services could see Berwick and other intermediate stations omitted from LDHS services between Edinburgh and Newcastle with local services introduced between Edinburgh and Berwick and Berwick and Newcastle. Alternatively all LDHS trains could call at Berwick only, with this station acting as a hub for the area. Detailed consideration of these options lies beyond the scope of the current study however, which is limited to changes which could be implemented in conjunction with the current timetable. These ideas did emerge from the consultation process however as could be considered further.
6.5.2 The services would stop at Dunbar, Berwick-upon-Tweed, Alnmouth and Morpeth. The end to end journey time calculated from RailSys is around one hour and 35 minutes.
6.5.3 In May 2011, there were 25 northbound services from Berwick-upon-Tweed and 24 southbound services. At Alnmouth, there were 15 northbound and 17 southbound trains and at Morpeth there were 20 northbound and 21 southbound services. So again, each of the four stations would see a step change in the level of service with the introduction of additional semi-fast services. In addition, the links between these four stations would be greatly improved with regular, direct intra-Northumberland services between eg Morpeth and Berwick.
T3f - Edinburgh-Newcastle, 20 additional services: requiring only three additional train sets.
6.5.5 An Edinburgh - Newcastle semi-fast service could be seen as an opportunity to reduce the number of LDHS service calls at the intermediate stations of Morpeth, Alnmouth, Berwick and Dunbar. The rationale underlying this is that this could speed up LDHS services between Edinburgh and Newcastle (and hence Edinburgh and London) providing benefits to longer distance passengers, and also making rail more competitive with air for anglo-Scottish travel.
T4 - can be combined with T3e / T3g to estimate the composite impact of reducing LDHS stops and thus reducing LDHS travel times for long distance travellers.
6.5.7 These tests were primarily undertaken to inform longer term decision making as the EUREKA timetable sets the parameters for short term planning.
6.5.8 Another aspect of an Edinburgh - Newcastle semi-fast service is its potential to displace some of the Northern Rail services which operate between Morpeth and Newcastle. However most of these services currently call at Cramlington, many go on to Newcastle Metrocentre rather than terminating at Newcastle, and some also call at Manors. Any displacement by an Edinburgh - Newcastle service calling only at Morpeth, Alnmouth, Berwick and Dunbar would lead to a reduced service at Cramlington and Manors, and would require some passengers to interchange at Newcastle for journeys to the Metrocentre.
T3h - as T3f with reduced Northern Rail services, ie displaced by the Edinburgh - Newcastle semi-fast.
6.5.10 Firstly, Figure 6.7 below shows the scale and location of the additional annual patronage resulting from T3.
6.5.11 The main impacts of the Edinburgh - Newcastle semi-fast service are increases in passenger numbers between Edinburgh - Dunbar and Morpeth - Newcastle. Other increases are much smaller, although some large percentage changes are seen, given the low base numbers. Alnmouth - Newcastle also sees a significant increase as this service would represent a step change in the level of service for that movement. End-to-end Edinburgh - Newcastle movements see a modest, single digit percentage increase. Travel between the intermediate stations is forecast to grow strongly, but the base volume of travel is very low so changes are small in absolute terms.
6.5.12 Once again, it should be noted that MOIRA does not account for parking availability at railway stations and as many of the stations here have constrained parking on site, these figures may over-estimate the ability of these stations to cope with this level of demand.
6.5.13 Figure 6.8 below shows the distribution of user benefits in terms of the station origin-destination pairs noted in Figure 6.7.
6.5.14 The distribution of the benefits is rather more even than the changes in passenger numbers. In addition to Edinburgh - Dunbar and Morpeth - Newcastle, Alnmouth - Newcastle, Edinburgh - Berwick, Edinburgh - Newcastle, and Edinburgh - Morpeth all see a good level of benefits arising from the new service.
net benefits: the sum of the above, ie revenue - operating costs +user benefits + non-user benefits.
6.5.16 Figure 6.10 then shows the same information for tests T3, T3g, T3e and T4 which explore the relationship between the semi-fast and LDHS services.
6.5.17 Looking at the impacts of the semi-fast in addition to all existing services, the absolute level of user benefit associated with T3 is around 60% higher than with T1 and T2, reflecting the greater scope of the new service here. As before, the reduced services seen in T3f (where the use of only three trains sets cuts the service frequency) sees benefits reduce by around one third compared to T3. Operating costs are reduced relative to T3 in T3f where only three train sets are used.
6.5.18 In T3h, the following Northern Rail services have been omitted from T3f to provide an illustration of the impacts of removing Northern Rail services: 1015 Newcastle - Morpeth; 1205 Newcastle Metro - Morpeth; 1400 Newcastle Metro - Morpeth; 1600 Newcastle Metro - Morpeth; 1818 Newcastle - Morpeth; 0849 Morpeth - Newcastle; 1049 Morpeth - Newcastle Metro; 1149 Morpeth - Newcastle Metro; 1449 Morpeth - Newcastle Metro; and 2245 Morpeth - Newcastle.
6.5.19 Variable operating costs have been amended to account for the reduced train miles in this test. It has also been assumed that only two rather than three new train sets are required. It can therefore be seen that T3h sees reduced operating costs compared to T3f and only slightly reduced benefits.
6.5.20 Considering the interaction between a semi-fast and LDHS services, the results of T3, T3g and T3e show how user benefits and revenue decline with reduced LDHS service intermediate stops, ie the new semi-fast is not enough to compensate for the loss of LDHS stops and results in a net loss of service quality. In the case of T3e where all LDHS stops are removed, there is a very large user disbenefit. Operating costs are the same in all three cases.
6.5.21 In T4, an illustrative five minute reduction in LDHS journey times between Edinburgh and Newcastle (and hence between Edinburgh and London etc) represents the journey time improvements brought about by a hypothetical removal of intermediate stops, and this does bring significant user benefits and additional revenue. At five minutes, these benefits do not outweigh the disbenefits seen in T3e, but a net user benefit is seen if combined with T3g. This is shown 'T3g+T4' in the figure. The figures for T4 can be scaled however so for example if a 10 minute journey time saving could be achieved as a result of the removal of intermediate stops, user benefits and revenue would be double the above figures. This theme is returned to below. Revenue figures show a very similar pattern to user benefits.
6.5.22 All tests have identical operating costs here. There are no operating cost changes associated with T4.
6.5.23 The semi-fast service would therefore require an initial annual subsidy of between £6m -£8m to run depending on whether four or three train sets are used.
6.5.24 The equivalent 60 year TEE analyses are shown below.
6.5.25 The best case test, T3, produces the largest benefits but also the highest costs and hence the poorest BCR of 0.58. Reducing the service frequency to comprise only three trains reduces costs and benefits but does improve the NPV and BCR somewhat in T3f.
6.5.26 Displacing selected Northern Rail services in T3h further improves the BCR by reducing overall rail operating costs with only a modest corresponding reduction in benefits, but only to 0.68. Note however that this saving in operating cost would accrue to Northern Rail rather than ScotRail.
6.5.27 As such, none of these options in isolation represent good value for money.
6.5.28 Table 6.4 considers these services combined with changes to LDHS service timetables and stopping patterns.
6.5.29 Table 6.4 shows the interaction between the introduction of a semi-fast and reduced LDHS service stops at the intermediate stations for the 60 year appraisal. As before, T3 shows that the introduction of a four-train semi-fast in isolation produces a negative NPV and a BCR of 0.58. In Table 6.3, T3h showed that this BCR could be increased to 0.68 with fewer new trains and a displacement of selected Northern Rail services.
6.5.30 T3g shows how removing 50% of the LDHS service stops at Morpeth, Alnmouth, Berwick and Dunbar produces disbenefits and revenue losses along the route, meaning that the introduction of the semi-fast is not enough to compensate for the reduced level of LDHS service. T3e shows the case if all LDHS service stops were removed and this created a very substantial negative NPV from reduced revenues and traveller disbenefits. On the other hand, T4 suggests that a five minute LDHS service journey time reduction would produce substantial benefits with a NPV of £176m to longer distance travellers between Edinburgh and Newcastle. Combining T4 with T3g (ie running the semi-fast, reducing intermediate LDHS service stops by half and achieving a five minute LDHS service travel time reduction) produces an improved BCR of 0.85.
6.5.31 However, if the benefits associated with T4 are doubled (representing a 10 minute journey time reduction), this coupled with the semi-fast produces a positive BCR of 2.85.
6.5.32 This analysis therefore suggests that a semi-fast could provide good value for money overall, if its introduction leads to significant LDHS service time savings. This would represent 'winners' and 'losers' though with Northumberland and east Scotland losing out in some respects and longer distance travellers benefitting.
6.5.33 It should be noted that these LDHS service time savings are hypothetical. Even if reducing intermediate stops between Edinburgh and Newcastle could achieve time savings on this section, there is no guarantee that these time savings could be carried all the way down the line to London. Without a recast of timetabling all down the ECML, these time savings would be likely to be lost in terms of trains complying with existing time slots further down the line.
6.6.1 It has been a long-running aspiration of many stakeholders in the East Lothian and eastern Borders / Berwickshire areas to see the re-opening of stations at East Linton and Reston, where passenger services were withdrawn in the 1960s and 1950s respectively. This section considers the factors which would influence the demand for travel from these stations and their potential to impact on the viability of the train services reported in the previous sections.
6.6.2 Construction costs for the two new stations were estimated in the 2004 Edinburgh to Berwick Local Rail Study. These costs have been updated in line with construction cost indices and used here, but must still be regarded as preliminary. There were a number of construction options in each case and the average has been used here. The 2004 value for East Linton is £3.05m and for Reston the estimate was £2.53m. These figures are subjected to appropriate optimism bias within the appraisal6 .
6.6.3 East Linton is 24 miles by road from Edinburgh and the route from East Linton (the A1) is dual carriageway from Haddington to Edinburgh. The A1 is actually dual carriageway to Dunbar, but there is no access to this section from East Linton. Its nearest stations are Drem to the west (6.3 miles) for ScotRail services and Dunbar to the east (6.1 miles) where LDHS and ScotRail services can be accessed, as can be seen in Figure 6.11 below.
6.6.4 There are 68 spaces at Drem station car park and this is often insufficient to cater for all the demand for parking at that station, and there are similar constraints on parking supply at Dunbar where a charge is applied by East Coast for parking on station premises.
6.6.5 East Linton has a fairly frequent (at least hourly) bus service to Edinburgh, with journeys scheduled to take one hour and 10 minutes to Edinburgh Haymarket in the peak hours. By contrast the train from Drem takes between 25 and 30 minutes to Edinburgh Waverley making train much the more attractive option.
6.6.6 The 2001 Census reported that the settlement of East Linton had a population of around 1,750 some 800 of whom were in employment. Recent estimates by GROS up to 2008 do not suggest any significant change in these figures. The current East Lothian local plan does not allocate any significant new development at East Linton.
6.6.7 The 2001 Census found that 29% of employed adults resident in East Linton worked in Edinburgh (some 345 people) and of these 87% travelled to work by car. Overall, only 2% of all working adults in East Linton stated that they travelled by train to Edinburgh for employment. Survey evidence suggests that those who do travel via park and ride at Drem station.
6.6.8 The demand at individual railway stations in areas such as East Lothian is a combination of local 'walk in' demand and demand from car-based park and ride. The broad pattern of park and ride use in East Lothian was established from a set of passenger surveys undertaken at all station in East Lothian during 2003 as part of the SEStran Integrated Transport Corridor Study (SITCoS), so the travel behaviours here are relatively well known.
6.6.9 Looking at walk in catchment, Figure 6.12 below shows how East Linton compares to existing East Lothian stations and the other proposed new station site at Reston. It can be seen that East Linton has a similar level of walk in catchment to Longniddry but a much smaller catchment than most of the others and Musselburgh, Wallyford, Prestonpans Dunbar and North Berwick have similar levels of (much higher) walk in catchments. Reston has a far smaller walk in catchment, although this is still larger than Drem.
6.6.10 Table 6.4 below considers all GROS-defined settlements in East Lothian in order of distance from Edinburgh, and shows a number of aspects of travel from these settlements. These settlements account for 90% of East Lothian's total population. In particular it shows the stations typically used by residents of each settlement (including East Linton if this were to be open).
6.6.11 A number of key messages are then highlighted below.
East Linton station would not be likely to be used by residents of any other settlement defined here, as they all have closer options from existing stations.
6.6.13 So for Edinburgh-bound travel, East Linton would not become the closest station for any of the settlements named above, although people from West Barns may use East Linton in preference to doubling back to Dunbar, depending on the services available and the availability of parking. There would be a reasonable rural hinterland however, covering a dispersed number of hamlets south of the A1 in particular.
6.6.14 The main impact of opening East Linton station would be likely to be an uplift in public transport modal share in line with other settlements in the area with a station, together with some transfer of demand from Drem station, used by current East Linton based rail travellers.
Office of the Rail Regulator (ORR) 2002 East Lothian stations total entries and exits = 1,090,300.
6.6.16 It can be seen that this formulation provides a good fit to the 2002 data. This means that if a good approximation of travel to work can be made for a given station, these factors can be applied to estimate its total daily and annual figures.
these figures are based on benchmarking against the current level of train service in East Lothian - elasticity based adjustments have been made to reflect different service frequencies (ie higher frequencies) where appropriate.
6.6.18 Reston is 10 miles by road from Berwick-upon-Tweed (its nearest station), 18 miles from Dunbar, and 47 miles from Edinburgh. A high proportion of the A1 in this area is of single carriageway standard, albeit one that does not suffer from significant congestion until very near Edinburgh. The location is shown in Figure 6.13 below.
6.6.19 Reston itself is very small with a population of around 335 (2001 Census). GROS does not produce mid-2008 population estimates for Reston as it is too small, but there has been modest growth there since 2001. The current Scottish Borders Consolidated Local Plan (2011) has an allocation for a further 36 housing units at Reston8 , although it is understood that there are local aspirations for further development there, and the Local Plan does note two sites for longer term development, in connection with any new station.
6.6.20 As such Reston would have a very low 'walk in' catchment as demonstrated previously and station patronage would depend to a large extent on drive in park and ride. In terms of the settlements defined by GROS, the potential drive in 'catchment' for Reston could include Ayton, Chirnside, Coldingham, Duns and Eyemouth, and around 8,700 people live in these settlements. The Local Plan has provision for around a further 1,100 homes in these settlements.
6.6.21 In addition there would be a number of others living in smaller villages and hamlets not classified as 'settlements' by GROS including Burnmouth, Hutton, Grantshouse, Preston and St Abbs and these villages account for around a further 750 people.
6.6.22 The A698 provides a good standard route between Coldstream (and indeed Kelso) and Berwick, so it assumed that residents of these towns would continue to use Berwick to access the rail network, although parking charges and availability issues in Berwick could still make Reston a viable choice for some. Reston is around 18 miles from Coldstream and the route is entirely on 'B' class and unclassified roads making this a relatively slow journey.
6.6.23 Taking the six settlements of Ayton, Chirnside, Coldingham, Coldstream, Duns and Eyemouth together, the census identified 78 people living in these areas and working in Edinburgh. Of these, 15 were reported as travelling to work by train, presumably either from Dunbar or Berwick. Nobody from the six settlements reported commuting to Edinburgh by bus so the other 63 (over 80%) reported car as their main mode of travel to Edinburgh.
6.6.24 Travel times by bus from Reston to Edinburgh are currently around one hour and forty minutes, against which the proposed 50 minute train journey would be a significant improvement. There are currently six buses per day northbound and six southbound from Reston to Edinburgh, operated by Perrymans Buses. These buses also call at Burnmouth, Eyemouth and Coldingham. The first bus provides an early arrival into Edinburgh (0845) but the last bus leaves Edinburgh for Reston at 1510 making a working day in Edinburgh impossible. However even if the bus service was extended to span the working day more effectively, the journey time for the bus compared to rail would be unattractive for regular commuters.
6.6.25 However it is possible to drive to Dunbar from Reston in around 26 minutes and pick up a LDHS service with a journey time of around 25-30 minutes (assuming parking availability). Even allowing for a transfer at Dunbar, the total journey time would be around one hour and five minutes, so in this case the differential between a new station at Reston and rail travel from Dunbar is much less.
6.6.26 All of these settlements in the Reston area therefore have a very low proportion of residents who work in Edinburgh with all seeing less than 3% of their resident working population employed within the City of Edinburgh Council area. This suggests a very low core commuter market, and reflects the time and costs associated with regular travel to Edinburgh from this area.
Duns: approximately hourly buses to Berwick, last return bus 2022.
6.6.28 National Rail Enquiries report that there are 150 parking spaces at Berwick station car park which is operated by the local council. The maximum charge is £3.50 for more than three hours. There are, however issues with parking availability at this station car park with parking often spilling over into neighbouring streets. This lack of capacity impacts on the communities' reliability of access to the rail network. Any change in parking supply at Berwick-upon-Tweed would materially impact this though, and also therefore the potential attractiveness of Reston as a station. Indeed, Northumberland County Council commissioned a report from Network Rail which looked at the potential for car parking on the northern side of the platform. This has been an aspiration for several years but has not been progressed to date, primarily due to funding issues. The road distances to Berwick and Reston for the five communities are shown in Table 6.6 below.
6.6.29 Residents of all these settlements would therefore have significantly shorter car journeys to access the rail network if a new station were in place at Reston.
Reston would have free parking.
6.6.31 In addition, those travelling to destinations south of Berwick would probably still use Berwick-upon-Tweed to access LDHS services rather than parking at Reston and interchanging at Berwick.
6.6.32 The ONS report that the population of Berwick-upon-Tweed district is around 26,000, with the town itself having a population of 11,600. Berwick would also be the closest station for residents of Coldstream (2,000) and Kelso (5,500). It is conceivable that demand at Berwick station is being constrained by lack of parking there. As such Reston could prove an alternative, given the potentially unconstrained and free parking, particularly for those from the north of Berwick travelling north.
note that benefits accruing to those travelling form Reston to Berwick have not been included as these are likely to be very small given the size of the walk in catchment at Reston.
6.7.1 This section considers the benefits and costs associated with the re-opening of the stations in conjunction with the new train services. East Linton station stops could form part of a Dunbar or Berwick service. It would seem less likely to form part of an Edinburgh - Newcastle semi-fast service. Reston would form part of an Edinburgh - Berwick service and again would be less likely to be part of an Edinburgh - Newcastle semi-fast.
6.7.2 It has been assumed here that any new station stops at East Linton and Reston can be accounted for within the new timetables developed in RailSys, ie there is no loss of time to 'existing' end to end travellers. This is an important assumption as it means that the only costs associated with the stations are the construction costs, ie train operation costs and existing user benefits are unaffected. As such, as long as the additional benefits and revenue from the new stations outweigh the construction costs (over a 60 year period) the addition of new stations will improve the business case.
6.7.3 Any extension of the end to end core service journey times (as assessed in Section 5.6) as a result of the additional station stop(s) would lead to a reduction in benefits to those passengers however, and have a negative impact on the business case.
6.7.4 The impact of adding a station at East Linton to the new Dunbar service (T1) is considered here. Figure 6.14 below shows the impact on single year revenues and benefits.
6.7.5 The re-opening of East Linton (comparing T1a with T1) sees a small rise in overall user benefits and a larger rise in total revenues. This means that annual net costs and disbenefits are improved (ie less negative). The additional user benefits associated with East Linton are around an initial £108k per annum. Note that as discussed above, any increase in journey time to Dunbar passengers as a result of the extra station stop at East Linton would create disbenefits to Dunbar passengers. Each additional minute for Dunbar passengers would result in disbenefits of around £26k, so a two minute journey time increase would cancel out around 50% of the East Linton user benefits. These figures do not take account of construction costs however. These are accounted for in the 60 year appraisal in Table 6.6 below. This reproduces the results for T1 and T1a, and shows the incremental impact of East Linton.
the addition of East Linton does not generally bring about delays for 'existing' Dunbar passengers: note that the RailSys work undertaken broadly supports this assumption.
6.7.7 The benefits associated with East Linton are based on a similar level of service / frequency to existing East Lothian stations (ie around 18 trains per day each way). Test 1 would provide broadly this level of service. If the Dunbar service was run with only two train sets (ie T1b), the benefits associated with East Linton would be proportionately lower, reflecting the lower service frequency. However, sensitivity tests have suggested that this formulation still returns a similarly positive BCR, ie 'T1b + East Linton' is positive.
6.7.8 The impact of adding East Linton and / or Reston to the new Berwick service is considered here. Figure 6.15 below shows the impact on single year revenues and benefits.
6.7.9 The additional revenue and user benefits generated by the two new stations are significant but do not eliminate the net costs and disbenefits associated with T2. In purely financial terms, these services would require an initial annual subsidy of between £2.5m and £3.5m, although the additional stations do have the impact of reducing subsidy. This excludes construction costs.
6.7.10 Any additional journey time associated with the introduction of a Reston stop to a Berwick service (ie T2) would not have a material detrimental impact on existing passengers as very few would be travelling to / from Berwick. However, an East Linton stop would have a material impact on Dunbar passengers if journey times were increased as a result. As noted above, every additional minute would create a disbenefit of around £26k, to set against the benefits derived.
6.7.11 The picture for the 60 year appraisal is shown in Tables 6.8, 6.9 and 6.10 below for East Linton, Reston and East Linton / Reston combined respectively.
6.7.12 It has already been shown in test T2 that the costs of providing additional Edinburgh - Berwick services greatly outweigh the benefits from providing these services. A new station at East Linton would considerably improve the business case for additional Edinburgh - Berwick services but would be insufficient, on its own, to generate a positive business case for these enhanced local services.
6.7.13 As with East Linton, the addition of Reston to the Berwick service improves the business case but is not enough to produce a positive BCR. This level of benefit is greater here for each rail user despite the lower level of patronage, given the step change in service provision at Reston compared to the more modest, incremental impact at East Linton.
6.7.14 The addition of the two new stations to the Berwick service has the effect of producing a small positive NPV and a BCR of just over one. Note that the increased revenues from the two new stations reduce the total costs of this option compared to T2a and T2b.
6.7.15 Overall, this is therefore a finely balanced proposal which would be sensitive to any changes in the underlying assumptions.
6.7.16 As previously stated, any diminution of the LDHS station stops at Dunbar (or Berwick) would lead to disbenefits which, taken together with the above could turn the NPV negative, depending on the balance of benefits to LDHS passengers and disbenefits to local passengers.
6.7.17 East Linton or Reston could conceivably be added to any Edinburgh - Newcastle semi-fast service but this would not seem to be in keeping with the nature of a semi-fast service. In any case, sensitivity testing has shown that adding the benefits associated with East Linton and Reston to an Edinburgh - Newcastle service is not sufficient to produce an overall positive NPV for the whole service, given the large negative NPV to be overcome, so this option can be discounted.
6.8.1 Table 6.11 below provides a summary of the main TEE findings.
6.9.1 The results summarised in Table 6.11 above are largely based on a common set of assumptions to those used in the previous RUS modelling, for the purposes of consistency with the previous analysis. There are perhaps two main aspects where alternative assumptions could substantively affect the findings though and these are explored below.
6.9.2 In the absence of a detailed transport model, car travel assumed to be removed from the road as a result of the improved rail services (ie through modal shift) attracts a pence / mile benefit, and this appears as a 'non-user benefit' in the above TEE analysis. Decongestion benefits make up over 80% of these non-user benefits. The level of decongestion benefit depends on the nature of the roads which are being relieved, ie removing traffic from highly congested areas creates a higher benefit per vehicle mile than removing traffic from uncongested areas.
6.9.3 The RUS analysis used a 'weighted average' value which reflects all road types. However, the rail schemes proposed here would affect relatively uncongested areas with the exception of the approaches to Edinburgh and Edinburgh itself.
6.9.4 A sensitivity test has been undertaken for the Dunbar and Berwick-upon-Tweed service based on a more representative estimate of decongestion benefits which better reflects the road types affected.
6.9.5 The RUS analysis implicitly assumed that the additional rail revenue seen as a result of the rail proposals was entirely 'additional' to public transport. In reality it is likely that a proportion of this additional rail revenue would be the result of a switch from bus use and hence lead to a reduction in bus revenue. This means that only a proportion of the new rail revenue should be counted as additional public transport in terms of the TEE analysis.
6.9.6 In practice, this transfer can be large, but for the purposes of this sensitivity test, we have made a conservative assumption that 50% of the rail revenue is new and 50% is a transfer from bus, and hence a loss of revenue to the bus operators and not a net gain to public transport. Note that although commuting levels by bus from the Reston area have been shown to be low, there will be a quantum of bus travel for other purposes from this area (to Edinburgh and other destinations) which could switch to the train resulting in a significant switch of revenue from bus to train.
6.9.7 Table 6.12 below shows the impact of these sensitivity tests on the previous tests which returned a positive NPV, ie tests T1a (Dunbar & East Linton) and T2c (Berwick plus East Linton & Reston).
6.9.8 Table 6.12 therefore shows that the adjustments to the calculation of decongestion benefits and net additional public transport revenues has the effect of turning the positive NPVs into negative NPVs and hence BCR values of less than one, with revenue and non-user benefits reduced accordingly.
6.9.9 This shows how sensitive the outcome is to the assumptions used, and therefore how marginal the case is from this perspective. Applying these 'downside' sensitivity parameters to any of the other tests would produce similar outcomes, ie a diminution of the BCR.
6.9.10 The cost associated with the 60 year maintenance of the new stations has also not been included in the analysis. Although modest in this context, its inclusion would give a further downside to the numbers.
the reductions in accidents due to reduced traffic volumes.
6.10.2 New rail services and the opening of new railway stations make positive contributions to many of the Government's objectives, as encapsulated in STAG, as all of the new service options analysed above would have the effect of improving rail services and hence public transport accessibility. However, it is the balance of the cost of providing these services versus the scope of the benefits which decision makers ultimately have to balance.
6.10.3 The greatest impacts here would be in the localities affected by the proposed new railway stations. East Linton lies in an area where there are already good rail services. This means that the scope of these benefits would not extend significantly beyond East Linton. East Linton is a relatively prosperous community with low levels of unemployment and high levels of professional occupations compared to the national average. As such there is not a strong rationale for East Linton station from the perspective of social-inclusion relative to other communities.
6.10.4 On the other hand, the incremental impact of re-opening Reston would be much greater. The consultation identified local concerns regarding the long term future of the east Berwickshire area. In particular, the presence of a station is felt locally to be an important factor in allowing younger people to remain resident in the area. More generally, the new station is also seen locally as an important issue for the future sustainability and economic development of the area. The new station would open up opportunities to access employment in Edinburgh, albeit we have seen that the sheer distance from Edinburgh means that low proportions of the local population are likely to take up these opportunities. Unemployment levels in some of the areas potentially affected by a new station at Reston are higher than the national average. As such there is a stronger case in terms of social inclusion for a new station at Reston.
6.10.5 There is no doubt that a new station at Reston would provide a step-change in accessibility for residents of the local settlements of Ayton, Chirnside, Coldingham, Duns and Eyemouth as well as the smaller villages in the area and Reston itself. However, aside from Reston, this access would be via park and ride unless there is an equivalent step-change in the quality of local bus services and their connectivity to local settlements. If the bus services do not provide good access to Reston, then easy access to the station would be limited to those with access to a car, which is poor from a social inclusion perspective. Indeed the regular use of park and ride often means that households are often required to own than one car in rural areas such as east Berwickshire.
6.10.6 By many socio-economic measures, the areas affected by these proposals do not suffer from significant deprivation. None of these areas are defined as 'deprived' by the Scottish Indices of Multiple Deprivation (SIMD). There may however be issues associated with an aging population in the Reston area.
6.10.8 The re-opening of Reston station would provide opportunities for local bus services to be amended to provide links to the station. This increased connectivity would need to be maximised if the full potential of the new station were to be realised.
6.10.9 As noted above, new rail services and infrastructure generally have a positive impact from an environmental perspective provided that there is sufficient modal shift from road to rail to reduce overall emissions.
6.10.10 This study has not considered any further the local environmental impacts associated with construction of the new stations. The previous studies did not however identify any environmental 'showstoppers' so it is assumed here that there are no significant environmental issues associated with the construction activity.
6.10.11 It should be noted that the construction of new stations would give rise to issues with embedded carbon though. STAG notes a value of 100 tonnes of embedded carbon per 'standard station structure'11 .
6.10.12 The only relevant safety issues are the reduction in road accidents brought about by reduced traffic levels. These have been accounted for in the quantified analysis.


You're not sure whether you're supposed to laugh at it and whether you're messed up for laughing at it. Either way, you're laughing at it.
Based on the 2014 Norwegian movie 'In Order of Disappearance', the film tells the story of a snowplow driver (Liam Neeson) who seeks revenge against the drug dealer (Tom Bateman) who he believes is responsible for killing his son.
From the very opening scene of 'Cold Pursuit' right through to its bizarre finale, what's clear is that violence is not only a vehicle for comedy, but the manner in which it's handled is so resolutely absurd. There's a moment in the opening few minutes where a grief-stricken Laura Dern and Liam Neeson stand mute over their dead son's body is raised up in a squeaking gurney. In the hands of any other director, it'd be a harrowing moment. Here, you're not sure whether you're supposed to laugh at it and whether you're messed up for laughing at it. Either way, you're laughing at it.
That void-black comedy is a tricky thing to balance, primarily because it can come off as snide and far too knowing. Instead, what 'Cold Pursuit' does so well - and what makes it so effective - is how it manages to play up the casual absurdity of death itself, and how nobody is really able to deal with it. Whether it's Liam Neeson's character deciding to take revenge in a split-second, or Tom Bateman's callous gangster who kills people as easily as he tends to his son's diet, violence is everywhere and it's never played for thrills in the regular fare you'd associate both with this genre and Neeson, specifically.
In fact, picking Neeson for the lead role really is a stroke of genius and shows how self-aware he is about his own persona since the success of 'Taken' et al. Almost sublimating himself on screen, Neeson speaks in clipped and terse lines, but never with the same forcefulness you'd see from the likes of 'Taken'. In fact, Neeson is almost a supporting character compared to the gang warfare that erupts as a result of his killing spree. Tom Bateman and Tom Jackson - one as a yuppie drug lord, the other as a solemn First Nations leader who just so happens to be a drug lord - are perfectly pitched against one another and while some of the most comic moments stem from them, it never at all feels like it's forced or yucking it up for the camera.
Instead, Hans Petter Moland's direction allows it to come about organically, such as the awkward silence and glares of a hotel clerk asking a group of First Nations people if they have reservations. 'Cold Pursuit' moves at a deliberate pace, and the comparisons to 'Fargo' are well-earned as there's the same essence and style present on the screen and in Frank Baldwin's script.
Ultimately, 'Cold Pursuit' is Liam Neeson's best performance in years and it's clear that he is trying to honestly contend with his legacy as a revenge-seeking action hero. It's just a crying shame that 'Cold Pursuit' will forever be That Movie for Liam Neeson.


text:
'If He Comes Here, We Can't Guarantee Anything': Kunal Kamra's Show in Surat Cancelled After Organisers Get Threats
By DA Staff • 5 August 2019
Kunal Kamra's show Fresher Thoughts in Surat was cancelled on Saturday after local members of an unconfirmed political party showed up at the venue, Shree Surti Modh Vanik Wadi Auditorium, and threatened to disrupt it.
Their issue was allegedly with Kamra's content, which they say disrespects the Indian Army, PM Nehru, and the religious sentiments of Hindus by generating hate against their religion.
Around 90 minutes before the show was scheduled to start, show organiser Mubin Tisekar of The Entertainment Factory received a call from his team saying three people had showed up at the venue demanding the show be cancelled. As arguments and negotiations commenced, the three locals are said to have made some calls and exchanged messages on a WhatsApp group, after which more people aligned to the political party arrived at the venue on motorbikes, he confirmed. In less than half an hour, around 30 of them had reached the auditorium to ensure the show would not take place.
As arguments and negotiations commenced, the three locals are said to have made some calls and exchanged messages on a WhatsApp group, after which more people aligned to the political party arrived at the venue on motorbikes… In less than half an hour, around 30 of them had reached the auditorium to ensure the show would not take place.
According to the organisers, who were mid-setup, the rickshaw carrying the sound and light equipment for the show was not allowed to enter the premises, with threats of the equipment being destroyed if they did not comply.
By 8 pm, people who had bought tickets for Kamra's 9 pm show started arriving at the venue, but were told the show was cancelled. With half the disruptors stationed inside the auditorium, and the other half outside, attendees realised something was wrong "and there was chaos".
"There was no physical violence," Tisekar confirmed when we reached out to him. "But they told one of my employees: 'we won't touch you but if Kamra comes here, we can't give any guarantee; bawaal ho jayega'. And other stuff I can't say because it's too vulgar."
"They told one of my employees: 'we won't touch you but if Kamra comes here, we can't give any guarantee; bawaal ho jayega'."
"I called Kamra immediately telling him to stay at his hotel, and said we should call off the show for security reasons," Tisekar said. "If something goes wrong, we'd be risking the safety of 500 audience members, the artists, the crew, my employees… there's no way of predicting the consequences of going on with the show. I was not ready to take the chance."
The police was called immediately, but "they just wanted that mutually jhagda khatam ho jaye". According to the team, the disruptors continued to argue even after police officials showed up, and were standing at the gate till almost 11 pm making sure no one entered the venue.
Eventually, Kamra remained at his hotel, as organisers were informed that his presence would be considered "inciting violence"; the show was cancelled and the money was refunded to those who had bought tickets.
According to a report in The Indian Express, Police Inspector P A Arya said: "The programme was on Saturday and there was some problem between those setting up the sound system for the show organisers and some of local youths. The issue was later sorted out through mutual understanding," Arya claimed, adding, "The organisers had booked the hall online and not taken police permission for the show."
Here is a witness account from a show attendee, shared on a Twitter thread:
So I was taken to the police station yesterday. I went to see @kunalkamra88's show in Surat. But it was cancelled because some people from RSS or Bajrang Dal or VHP called police saying Kunal is anti-Hindu, anti-national and he makes fun of military etc. (1/8)
— Sagar Parekh (@sagarparekh51) August 3, 2019
We reached out to Kunal Kamra, but he did not wish to comment.
Review: Kunal Kamra's 'Fresh Thoughts' is a Tour de Force & Funnier Than Any Indian Special Online
Kunal Kamra Receives Cash from BJP IT Cell For Changing Twitter Handle to 'Chowkidar Kunal Kamra'
12 Times Kunal Kamra Threw Serious Shade At Arnab Goswami On Twitter

redpajama_set_name: RedPajamaCommonCrawl


For the past few months, I've been on a podcast binge. It started with S-Town, then went to Dear John, then Someone Knows Something, and from there it's kept going until today. I just finished Missing Richard Simmons, so now I have to find a new series to listen to while I walk the dog, wash dishes, brave the exercise machine, or fold laundry. There's nothing like a good podcast to make excruciatingly boring tasks enjoyable!
So, here's a rundown of my top three favorites, and if you have any suggestions of great podcasts, please share them in the comments section!
S-Town: Produced by Serial and This American Life, S-Town feels to me a little like Midnight in the Garden of Good and Evil but with a lot more cursing. The main "character" is John, who hounded journalist Brian Reed for months and months, wanting Reed to come down to Alabama to investigate a murder. At least, what John thinks is a murder. From there, the story unravels like a prickly spool of mohair yarn, itchy and bright colored. I have mixed feelings about S-Town. Part of me feels like it exploits the quirks of the deep South — but what saves it, I think, is Reed's affection for the eccentric and troubled John.
Someone Knows Something: This series is by far my favorite. Produced by CBC Radio (Canadian Broadcasting Corporation) and hosted by David Ridgen, Someone Knows Something covers cold cases — murders and missing persons — compassionately and extremely thoroughly. Its first season delves into the case of a missing five-year-old boy from 1972. The second season looks into the disappearance of Sheryl Sheppard in 1998, and the third season helps solve a 1960s murder by the KKK. I can't wait for Season 4!
Unconcluded: I just listened to the latest episode of Unconcluded last night. Friends Shaun and Scott are currently investigating the 2006 disappearance of Jennifer Kesse from Orlando, Florida. To me, this podcast feels the most urgent because it deals with a somewhat recent case, and as Scott and Shaun find out information about the case, they share it with listeners. We are on the journey, too. This podcast, like Someone Knows Something, feels compassionate and honest, with real hope of helping the Kesse family find answers to a horrible crime.


No Download! Utilizes Flash 10 to play right in your web browser!
Massively multiplayer. Hundreds of players may be online together.
A unique interactable world, all in easily accessible 2.5D vector art.
Find and capture wild horses who wander the lands. Then care, train and feed your horses.
Buy fancy tack, pets, decorative extras and even design your own logo for your horse!
Compete in 8+ horse arenas with up to 8 others at once.
Player interaction via chat, trading, auctions, mail, forums and multiplayer minigames.
Buy your very own island. Build a customizable ranch to produce items and support your horses!
Unique club system. Help grow your club to the largest in Horse Isle.
Hundreds of islands and buildings to explore.
Hundreds of challenging minigame quests.
Hundreds of game characters to interact with.
Dozens of accurate and detailed breed renderings.
Dozens of original, professionally composed soundtracks for each terrain type and location type.
Horse Isle may be played completely FREE. There are benefits for subscribing ($5/month or $40/year) detailed below. The main goal of these benefits is to limit game money transfering from a non-subscriber to a subscriber. This prevents cheating and makes it more fair for honest players.
Player to player trading: Trade money, items, horses, pets and even lease a horse to another player.
Send money/items in game mail: If a player is offline, you can still give them something!
Horse auctions: Sell or buy horses with all other subscribers.
Participate in all arena levels: Non-subscribers can only enter the lowest level.
Ranch island ownership: Once you can afford it, you may buy your very own island!
Additional content: Your subscription fee is what makes Horse Isle possible, supporting the many artists, servers and support required.
For those that cannot afford to subscribe, the game is still fully playable, just not as easily or maybe not quite as much fun. However many players sell subscription tokens within the game, so it is possible to earn a subscription even if you cannot spend real money.
Horse Isle has been designed from the ground up to be an enjoyable, safe and educational experience. Players of all ages enjoy Horse Isle. All content in the game is completely non-violent. There is no horse breeding or any of the terminology associated with that. Horses never die within Horse Isle.
Puzzles: Many puzzle minigames require memory, logic, planning and problem solving.
Reading: Quests provided by game characters require lots of reading, comprehension and even decision making.
Spelling: Our chat filter REQUIRES that every word a player speaks is found in our 'clean dictionary'. This is a continuous spelling exercise, as the child cannot successfully communicate unless they properly spell.
Finance: Many expensive items in the world require saving up lots of game money. Banking system includes interest and a simple stock market system.
Politics: Club system requires players work together to be successful in a hierarchical system.
Social: Multiplayer minigames and chat allow players to interact with other real people from around the world.
Horses: Lots of accurate horse information, artwork and breed histories.
Brain Teasers: Many riddles and other brain teasers stretch the mind a bit.
Educational Games: A wide range of subjects from History, Physics, Programming, Math, etc. are directly used in some games.
Rules: We have a detailed set of rules designed to keep the game safe and clean. These are strictly enforced, requiring all players to abide by them or risk losing their accounts.
Chat Filtering: There is a chat, but it is limited to saying words from our 'clean' dictionary.
Moderators: Even with a clean dictionary, trouble-makers could still discuss topics that violate our rules. In these cases we have moderators to enforce the rules.
Abuse System: If someone is blatantly breaking the rules any player may report them using our 'Abuse Report' system. All of these reports are followed up on by a live person to verify their accuracy and then proper action is taken.
Content Rated G: Our goal with all game content we produce is Rated G. No violence, vulgar language, etc.
No Advertising: We have opted for a pay-to-play rather than an ad supported model, so your child will not be subjected to advertising of dubious origins.


text:
Working group 1: Bilingual/multilingual language acquisition (Coordinators Dr Stanislava Antonijevic-Elliott and Dr Sarah Berthaud)
This working group includes linguists, psychologists, speech & language therapists and teachers who are interested in multilingual language acquisition. We look at topics and research questions related to the quantity of language exposure (e.g. differences in language acquisition in simultaneous and sequential bilinguals; effects of immersion in L2 environment, etc.) and quality of language exposure related to the language used in the community of speakers as well as grammatical characteristics of languages involved. We are interested in acquisition of different languages that are spoken in Ireland (English as L2, Irish, Polish, Russian, French, Italian, etc.).
Working group 2: Language impairment in bilingual/multilingual children (Coordinators Dr Ciara O'Toole and Sinead Coughlan)
In this working group we have a group of researchers and practitioners ranging from teachers, speech and language therapists to psychologists and linguists who are interested in the area of bilingual children with language disorder. Our working group aims to look at best practice in assessment, intervention and education for these children.
Working group 3: Bilingual education (Coordinator Sylvaine Ní Aogáin)
This group includes researchers, practitioners ranging from teachers, teacher educators and policy makers, who each share an interest in Bilingual Education. The primary objective of this working group is to work collectively to learn, to share and to embark on new research journeys to enhance bilingual education.
Working group 4: Teaching children from diverse linguistic backgrounds; EAL; socio-cultural aspects of bilingualism; family language policy (Coordinators Dr Cassie Smith-Christmas and Lorraine Crean)
In this workgroup, we have a range of practitioners and researchers who work with different aspects of the connection between language use in the home and in the school. The primary aim of this group is to devise and implement effective ways to support children and families in their multilingual endeavours.
Working Groups at the May meeting of the Irish Research Network in Childhood Bilingualism and Multilingualism
Working Groups at the May meeting of the Irish Research Network in Childhood Bilingualism and Multilingualism, Trinity College


text:
Q: How to filter all the fields based on one field in iOS swift when I filter a field other fields in the structure are not getting filtered
 struct Objects {
                 var sectionName : String!
                 var sectionObjects : [String]
                 var sectionid:[String]!
                 var sectionph:[String]!
                 var sectionImage:[String]!
                    }

            var objectArray = [Objects]()
            var objectArrayFilter = [Objects]()

       objectArrayFilter = objectArray.flatMap{
                var filterObjects = $0
                print(filterObjects)
                filterObjects.sectionObjects = $0.sectionObjects.filter {
                    //print($0.sectionObjects.filter)
                    $0.range(of : searchBar.text!, options: .caseInsensitive) != nil
                }
                return filterObjects.sectionObjects.isEmpty ? nil : filterObjects

            }

I need to get only sonam id but every ones id in the section is coming
.Objects(sectionName: S, sectionObjects: ["Sonam"], sectionid: ["4", "2", "5"], sectionph: ["", "8086285424", ""], sectionImage: ["", "http://www.***.com/**/images/participant/SintoSep_04_2017_09:43:482.jpg", ""])]

A: you say you only want the section names.. im not sure what you mean so I wrote what I think is likely...
only get section names (map structs and filter, you could keep objects if you let out the map directly)
let sectionNames = objectArray.map {
    return $0.sectionName
}
let filteredItems = sectionNames.filter {
    return $0.range(of : searchBar.text!, options: .caseInsensitive) != nil
}
let selectedSectionNames = filteredItems.isEmpty ?? sectionNames

I dont get why you do the flatMap at the beginning. are the sections somehow nested in that case?

redpajama_set_name: RedPajamaStackExchange


text:
Introduction to ICBC Automobile Insurance (12:I)
A. General
The automobile insurance system in BC is comprised of "no fault" benefit claims and indemnification for claims in tort law. No fault benefits are included as part of the basic (compulsory) insurance coverage offered by the Insurance Corporation of British Columbia (ICBC or "the Corporation") exclusively. As the name implies, payment of the no fault coverage is given regardless of whether or notany element of fault is attributed to the insured. Optional coverage above and beyond the basic coverage may be purchased from either ICBC or a private insurer under an optional insurance contract ("OIC").
Claims for damages brought under tort law however do require the presence of a fault element on the part of the defendant to be successful. The victim of the accident (e.g. a personal injury claimant) may sue the other driver(s), the owner(s) of the insured car, manufacturer(s), automobile shop(s), municipal, insurer(s), or any other parties liable for the injury. Legislatively, there is no limitation on the maximum amount of damages that a court could award to a victim. However, case law and statute in the province may effectively cap certain heads of damage, such as non-pecuniary damages. Where the necessary conditions are met, ICBC may indemnify the insured for all or part of the assessed liability. This means that where damages are awarded to a victim in an accident, ICBC will pay those damages instead of the party (i.e. the insured) who is at fault.
For cases involving a BC resident who has been involved in an out-of-province accident, private international law rules apply. Generally, for the substantive issues, the law of the jurisdiction where the accident took place will apply. For procedural matters, the rules of the trial court will apply. It is important to determine whether the action is one that can be commenced in BC and whether the law of BC applies. A summary of out-of-province insurer qualifications, service procedures, and jurisdictional considerations is listed in Section VI.
The Insurance (Vehicle) Act [IVA] and the Insurance (Vehicle) Regulation [IVR] form a code governing most aspects of auto insurance in BC. The IVR alone runs 102 pages, and it is impossible to give a complete summary in a manual such as this. This chapter is only a guide to help people locate the relevant sections of the IVA and IVR that they are likely to encounter. A few preliminary concepts, which will be of use in understanding this chapter, are discussed immediately below.
Drivers purchase car insurance to protect themselves in the event that they are found liable for damages. If the necessary preconditions are met, ICBC assumes liability for payment of benefits or damages to the claimant or victim of a car accident. Instead of the insured paying the damages claimed, the insurance company, here ICBC, "indemnifies" the insured.
2. Subrogation
This is a common feature of insurance contracts. When ICBC assumes liability for payment of benefits or damages of any kind on behalf of the insured, ICBC is 'subrogated' to the right of recovery that the insured had against any other person (IVA, s 84), i.e., ICBC has all remedies available to it that the insured person might have exercised by him or herself (IVA, s 83).
3. Premiums
Premiums are regular payments made by the insured to ICBC Premiums are based on: where the insured lives, how the vehicle is used, the type of vehicle, and the insured driver's claim record. Customers can vary their premiums by increasing or decreasing their deductibles, as well as the extent of their optional coverage. Experienced drivers may receive discounts up to 43 percent on insurance plans. There is an informal discount review body created by corporate policy to ensure that discounts are appropriately awarded, but this body was not created for the purposes of hearing formal appeals.
The point penalty system is authorized by ss 210 and 211 of the MVA. Section 28.02 of the MVA Regulations outlines the various breaches and/or offences of the MVA and the corresponding point penalties recorded. The number of points, beyond the set limits, that accumulated during the first year is taken into account when fixing premiums.
4. Waiver
Section 85 of the IVA allows ICBC to either generally, or for a particular case, waive a term or condition of an insurance contract (also known as "the plan"). However, in order for a term or condition to be waived, the waiver must be in writing and signed by an ICBC officer.
B. Application of the Current Legislation, and Transitional Provisions
On June 1, 2007, the IVA and accompanying IVR were amended. Transitional provisions in Parts 1, 4, and 5 of the IVA dictate which regime, old or new, will apply to a particular claim (ss 1.2, 58, and 74 respectively).
Generally, it is safe to say that the IVA and the IVR, taken as a whole, apply to:
Insurance policies under the universal compulsory vehicle insurance plan set out by the Act (the "plan") that take effect on or after June 1, 2007;
Optional insurance contracts that take effect on or after June 1, 2007;
Any claims that arise under these insurance plans or contracts; and
Insured persons, and insurers, and ICBC in relation to these insurance plans or contracts.
NOTE: The critical time to look at is the date on which the individual insurance policy or contract came into effect, or was renewed.
Claims and parties to the claims in relation to an insurance policy that came into effect before June 1, 2007 will continue to be governed by the old IMVA and IMVAR. It is entirely possible for a single accident to trigger the operation of both the old and new Acts simultaneously, (albeit in relation to different aspects of the resultant legal issues).
Although the IVA and IVR cover both ICBC and private insurer plans, some parts of the Act and Regulation apply only to one or the other. Specifically, the parts of the Act and Regulation that govern ICBC are Parts 1, 2, 3, 5, and 6 of the Act and Parts 1, 2, 3, 4, 5, 6, 7, 8, 10, 11, 12, and 14 of the Regulation. The parts of the Act and the Regulation that govern the private insurers are Parts 4, 5, and 6 of the Act and Parts 13 and 14 of the Regulation.
Furthermore, the IVA and IVR apply to both universal mandatory coverage and optional coverage. Part 1 of the IVA applies to ICBC's mandatory coverage only. Part 4 of the IVA applies to optional coverage. Parts 5 and 6 of the IVA apply to both mandatory coverage and optional coverage.
C. Seeking Legal Counsel for Your Claim
Most personal injury lawyers will take motor vehicle accident claims on a contingency basis (a percentage of the total sum recovered) and offer a free consultation. Since this means that there is usually no cost barrier, it is often wise to at least consult a lawyer to ensure that you will receive the amount to which you are entitled. Here are a few things to be aware of when consulting a lawyer for your claim:
1. Contingency Fees
Contingency fees usually range between 20 percent and 25 percent if the case is settled before trial, and 33 percent if the case goes to trial. Some lawyers use a sliding scale, so that the fee increases as the trial date approaches. The Law Society of British Columbia imposes limits on contingency fees, and the claimant is unlikely to encounter lawyers who charge more than 33 percent.
2. The Contingency Fee Contract
The contingency fee contract must be in writing and must contain a provision that it is the claimant's right to have the contract reviewed by the Supreme Court for reasonableness.
Contingency fee contracts often provide that if the claimant discharges the lawyer, the claimant will have to pay an hourly rate for services up to the date of discharge and that these fees must be paid before the lawyer will transfer the file to another lawyer. A claimant who discharges a lawyer can have the lawyer's bill reviewed by a Registrar of the Supreme Court in a hearing called an Assessment. The Registrar will make a ruling about the reasonableness of the bill and whether the claimant should be required to pay the bill right away.
3. Disbursement Costs
Disbursement costs are the expenses incurred for photocopying, medical reports, transcripts of evidence, police reports, motor vehicle searches, etc. Most law firms will pay these costs for the claimant, and collect them at the end of the lawsuit.
4. Marshalling of Reports
Over the course of the claim, the claimant's lawyer will collect your medical records, typically for the period from 2 years before the motor vehicle accident to the period following the accident, and deliver them to the defence counsel. As a claimant in a personal injury action, it is important to be diligent in pursuing recommended medical treatment and visiting a family physician, as clinical medical records are typically only generated when a patient attends at an appointment. The lawyer for the claimant and for the defendant(s)/ICBC may also arrange for independent medical evaluations with specialized doctors over the course of the claim.
If there is a claim for loss of prospective earnings or cost of future care, the claimant's lawyer may also collect and deliver economic briefs and reports by vocational specialists, accountants, actuaries, and other non-medical professionals.
The claimant's lawyer will also receive defence reports and expert summaries. All of this goes on behind the scenes. Claimants wishing to have a more active role in their file should not hesitate to contact their lawyers for periodic updates.
Retrieved from "https://wiki.clicklaw.bc.ca/index.php?title=Introduction_to_ICBC_Automobile_Insurance_(12:I)&oldid=37215"


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This entry was posted on فوریه 27, 2010 at 3:22 ب.ظ. and is filed under کسب درآمد از نمایش تبلیغات.	You can follow any responses to this entry through the RSS 2.0 feed. You can leave a response, or trackback from your own site.


text:
Q: Python opening a File within a Zip File I am trying to open a file with a zip file in python and copy it somewhere else. How do I go about handling the ZIP file open? I can copy and move files fine, it is just getting into the zip file.
File PATH: t:/Test/step1/step2/test.zip/FIL
I have looked at Zipfile docs, but I just can't get this to work right.
zipfile.ZipFile('file_path', 'r')

A: As I understand your question, you want to extract a single file from a ZIP archive. Which you do like this:
import zipfile
with zipfile.ZipFile('example.zip', 'r') as zf:
    zf.extract(filename)

If you want to extract the file to a different directory, specify that in the path parameter of extract().
zf.extract(filename, path)


Sometime today you're going to read a marketing message that was probably written by Persado's software — and if you haven't, Goldman Sachs has led a $30 million investment into the company to make sure you will soon.
Persado has developed software that can write what co-founder Assaf Baciu calls "cognitive content", which he says is copywriting primed to get readers to engage.
"We've run 4,000 campaigns and our average uplift on conversion rates is 49.5%," Baciu boasted. That includes all types of messaging, from up-selling, to cross-selling, to (I'm assuming) just selling.
Baciu and his co-founder Alex Vratskides began working on the idea that would become Persado five years ago, and the two men spun out the business from Upstream Systems in 2012.
Initially backed by Bain Capital Ventures, Persado has gone on to raise additional funding from the European investment firm StarVest Partners, and the venture arms of banking and credit card giants Citi Ventures and American Express Ventures.
All of the company's previous investors participated in the most recent round.
With 200 employees and offices in New York, San Francisco, London, the company's biggest issue has been spreading the word about its existing applications and the other industries that could be influenced by the technology.
While Persado remains focused on marketing campaigns for now, in the next few years the company plans to start pursuing opportunities for pushing health and wellness prompts in apps and other areas, says Baciu.
Back in 2012 when Baciu and Vratskides were at Upstream, a mobile marketing company, the two men saw the difference that changes to simple words and phrases could make to how a campaign was received. It was that observation that led the two to pursue developing the technology that would become Persado.
The key was to apply machine algorithms and computational logistics to solve the problem of how to craft the perfect marketing message. In the early days, it would optimize messages from marketers, but now it can begin crafting messages itself given parameters from companies.
The company has cataloged 1 million words and phrases that marketers use in their copy, and scored those words based on sentiment analysis and the structure of marketing pitches defined by a message's format, linguistic structure, description, emotional language, and its actual call to action. The software can create a message, optimize its language, and then translate that message into any of 23 languages, according to Baciu.
With every word organized and scored, Persado can tweak messages infinitely to find the phrases that will be most engaging for readers," says Baciu.
So, it's true for marketing language, but when will Persado be coming for my job (sorry, I'm self-interested)?
"We're not here about displacing, we're here about enhancing," says Baciu. And to get to a place where a machine can turn out an article with (ideally) some creativity and critical analysis will take another 20 years.


An 100 SQM apartment in north of Tehran. My apartment is very calm and cozy with fantastic day light.
There are two bedrooms with one double bed in each one. Fully furnished. Two toilets (both western style) and one bathroom. There is also a sofa bed in the living room.
There are many cafe shop and restaurant around this place.
Read about city of Tehran.


text:
/**
 * Created by Kyle on 2016-11-28.
 */
export default class GalleryItem {
    constructor (type, title) {
        this._type = type;
        this._title = title;
        this._element = null;
        this._isReady = false;
    }

    get title () {
        return this._title;
    }

    get type () {
        return this._type;
    }

    get element () {
        return this._element;
    }

    resize (w, h, focusPoint, startX, startY, offset) {
        let x;
        let y;

        //Constrain size
        let displayAR = this.element.parentNode.offsetWidth / this.element.parentNode.offsetHeight;
        let elementAR = this.element.offsetWidth / this.element.offsetHeight;

        if (displayAR > elementAR && h < this.element.parentNode.offsetHeight) {
            h = this.element.parentNode.offsetHeight;
            w = this.element.offsetWidth;
        } else if (displayAR < elementAR && w < this.element.parentNode.offsetWidth) {
            h = this.element.offsetHeight;
            w = this.element.parentNode.offsetWidth;
        }

        //Make sure it doesn't exceed original dimensions x2
        if (h > this.element.parentNode.offsetHeight * 2 || w > this.element.parentNode.offsetWidth * 2) {
            h = this.element.offsetHeight;
            w = this.element.offsetWidth;
        }
        // console.log(focusPoint);
        let scale;
        if (displayAR > elementAR) {
            scale = (this.element.offsetHeight / this.element.parentNode.offsetHeight) - 1;
        } else {
            scale = (this.element.offsetWidth / this.element.parentNode.offsetWidth) - 1;
        }

        //TODO: Redo focus point calculations to be more accurate
        //Recenter image with new dimensions against focus point based on zoom level
        let destination = {x: startX - ( focusPoint.x * 2), y: startY - (focusPoint.y * 2)};

        x = (startX + (destination.x)) * scale;
        y = (startY + (destination.y)) * scale;

        x += offset.x;
        y += offset.y;

        //Boundry Enforcement
        if (h < this.element.parentNode.offsetHeight) {
            y = (this.element.parentNode.offsetHeight - h) / 2;
        }  else if (h > this.element.parentNode.offsetHeight && y > 0) {
            y = 0;
        } else if (h > this.element.parentNode.offsetHeight && y < 0-((h - this.element.parentNode.offsetHeight))) {
            y = 0-((h - this.element.parentNode.offsetHeight));
        } else if (h === this.element.parentNode.offsetHeight) {
            y = 0;
        }

        if (w < this.element.parentNode.offsetWidth) {
            x = (this.element.parentNode.offsetWidth - w) / 2;
        } else if (w > this.element.parentNode.offsetWidth && x > 0) {
            x = 0;
        } else if (w > this.element.parentNode.offsetWidth && x < 0-((w - this.element.parentNode.offsetWidth))) {
            x = 0-((w - this.element.parentNode.offsetWidth));
        } else if (w === this.element.parentNode.offsetWidth) {
            x = 0;
        }

        this.element.style.display = "none";
        this.element.style.top = Math.floor(y) + "px";
        this.element.style.left = Math.floor(x) + "px";
        this.element.style.width = Math.floor(w) + "px";
        this.element.style.height = Math.floor(h) + "px";
        this.element.style.display = "block";
    }

    move (x, y) {
        //Constrain movement...
        if (this.element.offsetWidth > this.element.parentNode.offsetWidth) {
            if (x > 0) {
                x = 0;
            } else if (x < this.element.parentNode.offsetWidth - this.element.offsetWidth) {
                x = this.element.parentNode.offsetWidth - this.element.offsetWidth;
            }
        } else {
            //Don't allow it to move
            x = this.element.offsetLeft;
        }

        if (this.element.offsetHeight > this.element.parentNode.offsetHeight) {
            if (y > 0) {
                y = 0;
            } else if (y < this.element.parentNode.offsetHeight - this.element.offsetHeight) {
                y = this.element.parentNode.offsetHeight - this.element.offsetHeight;
            }
        } else {
            y = this.element.offsetTop;
        }

        //Set finalized coordinates
        this.element.style.left = x + "px";
        this.element.style.top = y + "px";
    }

    reset () {
        if (this.isReady()) {
            //Remove all dimensions styling to insure a fresh slate
            this.element.style.removeProperty("height");
            this.element.style.removeProperty("width");
            this.element.style.visibility = "hidden";

            //Compare Aspect Ratios and set the size of the element
            let displayAR = this.element.parentNode.offsetWidth / this.element.parentNode.offsetHeight;
            let imageAR = this.element.offsetWidth / this.element.offsetHeight;

            if (displayAR > imageAR) {
                this.element.style.top = "0px";
                this.element.style.height = this.element.parentNode.offsetHeight + "px";
                this.element.style.left = ((this.element.parentNode.offsetWidth - this.element.offsetWidth) / 2) + "px";
            } else if (displayAR < imageAR) {
                this.element.style.left = "0px";
                this.element.style.width = this.element.parentNode.offsetWidth + "px";
                this.element.style.top = ((this.element.parentNode.offsetHeight - this.element.offsetHeight) /2) + "px";
            } else {
                this.element.style.top = "0px";
                this.element.style.left = "0px";
                this.element.style.height = this.element.parentNode.offsetHeight + "px";
                this.element.style.width = this.element.parentNode.offsetWidth + "px";
            }

            this.element.style.visibility = "visible";
        }
    }

    onceReady (cb) {
        this.readyCB = cb;
    }

    isReady () {
        return this._isReady;
    }

    setReady () {
        this._isReady = true;
        if (this.readyCB) {
            this.readyCB();
        }
    }

    onShown () {
        //Abstract Method for when Item is shown in gallery
    }

    onHidden () {
        //Abstract Method for when Item is Hidden in Gallery
    }
}

redpajama_set_name: RedPajamaGithub


text:
# This file is automatically generated by puppet-swagger-generator and
# any manual changes are likely to be clobbered when the files
# are regenerated.

require_relative '../../../puppet_x/puppetlabs/kubernetes/provider'

Puppet::Type.type(:kubernetes_daemon_endpoint).provide(:swagger, :parent => PuppetX::Puppetlabs::Kubernetes::Provider) do

  mk_resource_methods

  def self.instance_to_hash(instance)
    {
    ensure: :present,
    name: instance.metadata.name,

        port: instance.Port.respond_to?(:to_hash) ? instance.Port.to_hash : instance.Port,

    object: instance,
    }
  end

  def create
    Puppet.info("Creating kubernetes_daemon_endpoint #{name}")
    create_instance_of('daemon_endpoint', name, build_params)
  end

  def flush
   unless @property_hash.empty?
     unless resource[:ensure] == :absent
        flush_instance_of('daemon_endpoint', name, @property_hash[:object], build_params)
      end
    end
  end

  def destroy
    Puppet.info("Deleting kubernetes_daemon_endpoint #{name}")
    destroy_instance_of('daemon_endpoint', name)
    @property_hash[:ensure] = :absent
  end

  private
  def self.list_instances
    list_instances_of('daemon_endpoint')
  end

  def build_params
    params = {

        Port: resource[:port],

    }
    params.delete_if { |key, value| value.nil? }
    params
  end
end


College graduation marks the end of one chapter and the beginning of another. Gone are dorm rooms, awful part-time jobs and asking your parents for money — hopefully. Now it's time for your first full-time job and paycheck.
Managing that money on your own can be a tricky task, but these four tips can help recent grads master some of the basics.
Student checking accounts offer great benefits, such as waived ATM and monthly service fees. Those perks may disappear after graduation, though, making it an ideal time to review your checking and savings account options.
Most financial institutions offer a variety of accounts, so try to find one that will maximize the return on your money, and look for ways to minimize fees. A lot of checking accounts will waive monthly service fees if you set up direct deposit, for example.
Nearly 70 percent of college graduates have student loan debt, and those who take out loans owe an average of $28,950, according to an annual report by the Institute for College Access and Success.
Understanding what you owe, whom you owe it to and what your repayment options are can help make paying off your loans seem a little less daunting.
The National Student Loan Data System is an easy way to view all of your federal student loans. These loans have multiple repayment options, many of which are income-based. Private lenders set their own repayment terms, so it's best to contact each lender to review your balance and repayment choices.
Setting up automatic payments through your bank or the loan servicer can help ensure you never miss a due date.
Full-time employment can come with a lot of benefits. One many employers off is a 401(k).
Some companies will match a portion of what you put in, giving you free money toward your retirement. And since it's a pretax plan, putting money in reduces the amount you're taxed on each paycheck.
A 401(k) isn't your only option, though, Traditional and Roth IRAs also come with tax benefits. Start saving now, even just a small percentage, and the money you set aside can build upon itself over time.
A good credit score can save you thousands of dollars in interest on mortgages and auto loans. One way to build your score is to open a credit card.
Look for cards with low fees and interest rates. Rewards such as airline miles or cash back are also a nice bonus. Avoid applying for multiple cards at once, though, as this can harm your credit rather than help it.
If you open a card, try to use it only for essentials, and pay your balance in full each month to avoid interest charges. Failing to do so can also hurt your credit.
Following these tips can prepare you for the big financial challenges ahead and help set you up for success in your 30s, 40s and beyond.
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text:
Valentin Dânga () a fost un compozitor din Republica Moldova.

Biografie

Valentin Dânga s-a născut la data de 14 iulie 1951, în satul Mîndrești (raionul Telenești). A absolvit studii de muzică la Institutul de Arte din Chișinău (1982-1987).

S-a remarcat ca autor de muzică pentru filme, spectacole de teatru, cântece devenite șlagăre. A debutat în cinematografie în anul 1974 la studioul "Telefilm-Chișinău", compunând muzica pentru documentarul "Orașul meu, Chișinău". El a compus muzica pentru un număr mare de filme documentare, de ficțiune și de animație. A făcut parte din mai multe jurii muzicale: finala națională a Concursului "Eurovision" , "Steaua Chișinăului- 2003"  etc. În anul 1991 a obținut titlul de Maestru în artă.

De asemenea, în anul 1984, a primit două Diplome pentru muzică originală de film documentar la Festivalul Republican de Filme Cocostârcul de argint pentru filmele Fântânarii și Moldova, casă părintească.

Valentin Dânga este autorul aranjamentului muzical al imnului Republicii Moldova din anul 1995 (poezia Limba Noastră de Alexei Mateevici), a cărui muzică este compusă de către Alexandru Cristea .

Filmografie

Filme documentare
 Orașul meu, Chișinău ("Telefilm-Chișinău", 1974)
 Moldova, casă părintească (1983)
 Fântânarii (1983)
 Crama republicii (1984)
 Monolog despre viață (1987)

 Filme de ficțiune
 Pregătirea de examene ("Moldova-film", 1976)
 Casă pentru Dionis ("Telefilm-Chișinău", 1980)
 Un bătrân ducea un cal ("Moldova-film", s/m, 1980)
 Adolescenta (1981)
 Un autobuz în ploaie (1986)
 Cine va intra în ultimul vagon (1986)
 Cursa (1989)
 Văleu, văleu, nu turna! (1991)

Filme de animație
 Haiducul (1985)
 Ladys și gentlemani (1986)
 Ruxanda (1987)
 Fumul (1988)
 Sub semnul întrebării (1988)
 Toate culorile (1989)
 Ploaia'' (1990)

Ediții muzicale
«Ochii tăi, Moldovă». Culegere de muzică folc. Chișinău, ed. "Literatura Artistică", 1982.

Note

Legături externe
 Web-enciclopedia filmului moldovenesc - Valentin Dînga

Nașteri în 1951
Decese în 2014
Compozitori moldoveni
Oameni din raionul Telenești
Compozitori români

redpajama_set_name: RedPajamaWikipedia


We were only three botanists meeting to explore this area where these two farms are located - on the Ordovician limestone of the Gelli-Grin Calcareous Ash Formation.There is very little trace of calcareous influence on the vegetation, and the best indicator we found was a single small clump of Galium odoratum, Sweet Woodruff, on exposed rock in the quarry at the first farm. There was Dog's Mercury, Mercuralis perenne, Primrose, Primula vulgare, as well as Polypodium interjectum, Intermediate Polypody, which also suggest some base richness, but no out-and-out calcicoles.
Polly and Lucia with a very tall Cirsium palustre!
We drove on to the second farm stopping on the way to have lunch by a small artificial lake beside the road - in the company of three friendly pigs who snuffled along the side of Polly's car! See Polly's blog We found some nice plants there as well including only the second record for Glyceria maxima - and the second this year! At Bryn Bedwog we saw traces of the limestone extraction but found no sign of any calcareous influence there either.
We had a good day out without any very outstanding records but they included a Hieracium yet to be identified and a nice suite of plants of wet acid grassland.


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