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text:
Q: Задано натуральное х, необходимо вывести все простые натуральные числа, которые меньше х Буду рад, если поможете и скажете, где проблема в коде:
#include <iostream>
#include <string>
using namespace std;

int main()
{
    int n,i;
    cin >> n;

  while ( i<=n )
  {
      if ( i%2 != 0 && i%2 != 0 && i%2 != 0 )
      {
       cout<<'prime number are: '<< i << endl;
      }
      else
      {
          return 0;
      }
  }
}

A: Проще всего, пожалуй, примерно так:
int main()
{
    unsigned int N;
    cin >> N;
    if (N <= 2) return 0;
    cout << "2\n";
    vector<bool> p(N,true);
    p[0] = p[1] = false;
    for(unsigned int i = 4; i < N; i+= 2) p[i] = false;
    for(unsigned int j = 3; j < N; j+=2)
    {
        if (p[j] == false) continue;
        cout << j << "\n";
        if (j*j < N) for(unsigned int i = 2; i*j < N; ++i) p[i*j] = false;
    }
}

A: Вот пример
#include <iostream>
#include <vector>
using namespace std;

int main()
{
    int x;
    cin >> x;
    vector<bool> arr;
    for (int i = 0; i < x; i++)
    arr.push_back(true);

    for (int i = 2; i < x; i++)
    {
        if (arr[i])
        {
            cout << i << " ";
            for (int j = i; j < x; j = j + i)
            arr[j] = false;
        }
    }
    return 0;
}

redpajama_set_name: RedPajamaStackExchange


While your trailer is essentially your home, it is more than just a place to say on the road. It's your kitchen, TV room, car, family room, and more. That's why it is important to make sure that your vintage trailer is safe and secure with functioning locks. With this in mind, the type of lock that you use to secure your home is of the utmost importance.
This particular lock was made by the Theodore Bargman Company based in Detroit. While it has been obsolete since around 2002, this beauty was used in most Boler trailers around from the 1970-1990s. Its paddle handle design was popular amongst trailer users because it allowed for it to fit well with the exterior of the trailer. Although this model was aesthetically pleasing and sufficiently operational, it was not a high quality product. The majority of these locks did not last the lifespan of the trailer itself and had to be replaced. Because the company no longer sells the L-400 lock, replacement parts are difficult to find.
The Keeler lock is another lock that was utilized the paddle handle design, however, this rectangular model had a vertical orientation rather than horizontal. It was made by the Keeler Brass Company and used from 1978-1990 in most Airstreams and also Fleetwing trailers. Although this model has been obsolete since around the 1980s, replacement parts are still available to restore original models.
This paddle handle lock is still being used today and holds a horizontal orientation. This model was typically used in the Airstream (1970-1977). This particular lock is still sold by Airstream dealers in similar versions.
These locks are unique because they are not used like a traditional trailer lock. Unlike other locks, these flush-type locks require a special technique to lock your vintage trailer. The key is turned to unlock the vehicle and the handle is turned to open the door just like a normal door lock, however, the vehicle is locked by pushing the handle in rather than with a key. These locks were normally found on the 1940 Elcar and 1946-1948 Spartan trailers.
While these locks always had a lever for the interior side, the exterior sides came with the options of level or knob. The lever was available with the words "Airstream" written on them on certain models. A similar model is the Bargman L-100 and the Bargman L-200. While these locks were very similar and fit the same openings as the Chesler locks, the Bargman locks came with a serrated (jagged) grip rather than smooth.
This model by the Bargman company was used in almost every trailer from 1950-2008. With its horizontal orientation, this chrome-finished lock included a "panic release" feature. Unlike the L-400 model, the earlier L-66 was high quality and made to be durable for years on end. Despite the old version of the L-66, which is still in service on some trailers, the newer L-66 models were unfortunately made with less quality. Not only were they not as durable, but they were also hard to manage because the cylinders made for these locks were difficult to replace.
Although the L-77 looks very similar to the L-66 models, this particular lock has a vertical orientation rather than a horizontal one. Obsolete since the early 1960s, the L-77 was used in the Airstream and Silver Streak around 1958-1961. Despite its similar design, this model cannot be used interchangeably with the L-66 model locks.
Because of its innovative and complex features, the H20-2 handle was used mostly on high-end trailers during the time period of 1948-1958. This handle was known for its extreme flexibility to work with a variety of different trailers such as the Airfloat, Spartan, Lintzcraft, and more. The handle was spring-loaded so that it could move in and out of the way of other objects in the way. It could them be pushed back into its original place. Not only was it spring-loaded, but since it was made with a circular design, the key opening placement as well as the handle placement could be adjusted according to preference.


A first-time operator will need a brief introduction to optimise their use of the CryoTech system, but the same "good practice" that applies to conventional systems also applies to CryoTech. The local Thermo King dealer will provide the right tools to ensure that maximum benefit is extracted from the system.
Filling stations are fully automated and have patented quick-connect couplings with automatic cut-offs to prevent leakage even when accidentally damaged. Unlike some cryogenic systems, CryoTech units do not exhaust their coolant into the load space, thus protecting the operator and avoiding complex safety procedures.


Experience the magnificent Devon countryside in a powerful 4x4 vehicle, and enjoy a wonderful 45 minute Off Road Driving Day at one of the country's finest locations!
Hit the Devon countryside in a 4x4 vehicle worthy of keeping pace with the UK's most picturesque of counties, as you tackle all sorts of tricky terrains in a powerful machine. With a BORDA qualified instructor sat right next to you throughout, you will be pushing the more than capable Landrover Discovery vehicle up, around and over just about obstacle standing in the way! With totally opposing driving principles to those learned on road, 4x4 driving will equip you with some fantastically fun new skills!Your 4x4 Driving Experience will begin with a welcome brief and technical introduction to the world of Off Road Driving, covering the axle distribution and differentiation of the burly vehicles. Then, once briefed you'll be ready to hit the challenging track with your instructor - learning to go up, over and across anything in your way! With 45 minutes of driving and a qualified expert sat next to you, you can't help but learn some new driving skills and have a fantastic time. The session will come to a close with a debrief from your instructor.
The 45 minute 4x4 drive in Devon is available on most days throughout summer, and on more select days in winter.
If you are particularly tall or short, or feel that your physique may impair your enjoyment of this activity in any way, please enquire before booking.
This is a solo drive with the instructor and will last for 45 minutes. Expect to be at the centre for around 1.5 hours.
Participants: The 45 Minute 4x4 Driving Experience in Devon is for 1 participant.
If more than 1 voucher is purchased, customers may choose to share the vehicle - each participant will receive 45 minutes of driving time, before swapping with any other participants.
Spectators are welcome to watch from the viewing area at the start - where refreshments are available.
Drivers may also wish to bring up to 3 passengers to spectate from the vehicle - this will come at a cost of £10.00 (passengers may not share the driving time).
The centre will provide all necessary equipment, all you should bring is yourself dressed in clothes you don't mind getting dirty and soft soled shoes such as trainers.
4x4 driving is generally better in typical English weather, so only in extreme circumstances will a cancellation occur! Should this be the case, the experience will be rescheduled for another date.
This is the second off-road experience I have had and this was by far the best. The young gentleman who accompanied me was very thorough with his explanations and instructions and very obliging. It appeared that nothing was too much trouble for him to the extent that he even drove up to the car park to fetch my wife who was waiting in the car and brought her down for us to have a cup of coffee. All in all a very brilliant day.
Is this experience for people who have done 4x4 driving before or is it also suitable for beginners?
This driving experience is suitable for beginners, as an instructor will take each participant through the entire process and sit beside them during the drive.
Is it only 1 participant per 4x4 vehicle or can it be 2 people?
Up to three extra people can sit in the back of the car during the off-road experience, but unfortunately they cannot share the driving.
Are children allowed to join as spectators?
Yes, children are welcome to join as spectators. Please make sure to bring any care seats etc. that your child may need. There is an additional spectator fee of £10, this can be paid on the day.


Paul Levéré (1875 -1949), landscape painter of Toulon was also official painter for the Navy. He painted this large painting in 1909 – (it measures several metres long: at the sight of about 4.50m to 5.00m x 1.50m). It decorated the main hall of the Chemins de Fer du Sud Station in Toulon.
After the war, when the demolition of the station (which had been badly damaged by the bombing of 1944) was due to proceed, this painting was saved by the Society of Friends of Old Toulon. The painting figures prominently in the Musee du Vieux Toulon located in Cours Lafayette.
• 42 passenger coaches: 3 in 1st class A series; 21 mixed 1st and 2nd class series AB; 6 in 2nd class B series; 2 mixed 2nd class + van series BD and 10 open coaches called 'jardiniers' series AC and C. These were sourced from various manufacturers: the Foundries and Forges of Horme Company, Chantiers de la Buire in Lyon; the Desouche and David workshops in Pantin; the Hanquet-Aufort and Company in Vierzon; the establishments De Dietrich in Lunéville; and the 'jardiniers' came from a network of steam trams – the Raincy-Montfermeil in the northern suburbs of Paris.
• 12 luggage and post office vans: 10 luggage vans with DD series postal compartment and 2 DS series emergency vans. Their manufacturers were as follows: 6 Buire vans, 4 De Dietrich vans, 2 Hanquet-Aufort vans.
• 219 goods wagons: built by Horme and Buire, Hanquet-Aufort, De Dietrich, and Magnard and Decauville.
• 16 diesel-electric multiple units: Brissonneau and Lotz railcars.
• Two locotractors (shunters) from the same manufacturer were added to the inventory.
Between 1889 and 1894, 19 steam locomotives were put into circulation on the network of South France; divided between 3 manufacturers: 8 SACM, 8 Pinguely and 3 Corpet-Louvet.
Later, between 1902 and 1904, four locomotives were purchased for the Toulon-Hyères line (Corpet, Krauss and JF Cail). Three locos were also lent by the Alpine network in 1905, 1925 and 1931.
The Pinguely company was formed by Benoit Alexandre Pinguely in Lyon, France in 1881. He was born on 20th April 1849. In 1881 he took over a company run by the Gabert brothers which had specialised in bucket dredgers.
At first they made steam locomotives, but diversified into making other equipment. In 1892, they supplied a locomotive to the Chemins de Fer de St Victor à Thizy. In 1895, Pinguely supplied seven locomotives to the Voiron – Saint-Béron railway. Pinguely was not a major locomotive manufacturer in terms of numbers produced.
In 1930, Pinguely supplied a steam tram locomotive to the Chemins de Fer du Haut-Rhône. By 1932, Pinguely was also making steam shovels.
Production of steam locomotives was stopped in the 1930s, and the company concentrated on manufacturing earthmoving equipment and mobile cranes.
In addition to the Chemins de Fer du Sud de La France their clientele included: The tramway of Pont-de-Beauvoisin, The railways of Dauphiné, The West Tramway du Dauphiné, The railways of the Drôme, The trams of the Dordogne, The Camargue railways, The trams of the Indre, The Regional Railways of Rhône et Loire, The Departmental Board of Railways Bouches-du-Rhone.
The French railway system worked on a series of metre gauge feeder railways connecting to the standard gauge main lines. Pinguely locomotives were used on many of these feeder lines. There are a number of these locomotives in preservation today as across France, metre gauge railways are ripe for preservation. Many of these lines, like those in Provence, still have the majority of their formation/route in public ownership. The two plaques shown alongside the text are from Pinguely locomotives on Le Réseau du Vivarais.
In 1902, as soon as the Toulon-Hyères line was opened, the Chemins de Fer du Sud management decided to order 4 0-6-0T locomotives designated "Type 18" by the Albert Pinguély works. Modifications were requested by the company to increase the power and speed of these machines, which were considered too slow and too little nervous: these machines were given the same stroke of pistons, the diameters of cylinders and wheels of the 4-6-0T SACM Locomotives (see below).
The diameter of the coupled wheels increased from 90 cm to 1.20 m, the wheelbase from 2.15 m to 2.70 m, the diameter of the cylinders from 35 cm to 38 cm. The net weight (empty) was increased as a result from 23.1 tonnes to 25 tonnes and the gross weight in running order from 27.8 tonnes to 31.7 tonnes.
Very quickly, it was found that these new machines had major defects. They were highly unstable when they exceeded 25 km/hr. The instability was likely to cause breakdown of the suspension, movement in track alignment and derailments.
As early as 1906, Jacques Henry, the engineer, studied the possibility of transforming these locomotives into 2-6-0T locos by adding a steering axle to the front. The modification was carried out by the Fréjus workshop from December 1906 onwards and everything was completed in 1908.
The increased tare of 6 tons and the new front axle considerably improved the road holding and the grip and they gave satisfaction until the period of the 2nd World War. Some weaknesses of the boiler were however reported as early as 1921.
A 2-6-0T Pinguely series 41 to 44 arrives at the stop of Saint-Jean du Var whose small building is characteristic of the stops of the suburbs of Toulon (Collection: Renaud Semadé).
Pinguely 2-6-0T locomotive at Toulon Sud-France station awaiting clearance to head for St. Raphael. The photo dates from the years 1925-1930 (Collection: Gérard Bernaud).
A train pulled by a 2-6-0T Pinguely, stops at Warvieille-Beauvallon near Sainte-Maxime. The station house is identical to that of the gatekeeper's but it is completed with a desk and a waiting room. Note the super-elevation of the line. (Collection: Edmond Duclos).
Usage: Nos. 41, 42 and 44 were taken out of use in around 1938; No. 43 in around 1944. The locos were scrapped only after the closure of the network.
The 4-6-0T Pinguely locomotives are almost twin sisters to the 4-6-0T SACMs numbered 61 and 62 -The difference is at the rear: a straight and closed cabin for the Pinguely, an overflowing charcoal hood and an open cabin for the 4-6-0T SACM. The shape of the side window was different as well.
Here at Canadel Halt, 4-6-0T Pinguely No. 65 arrives at the head of a mixed train.
Delivered between January and July 1906, the Pinguely were assigned to the heaviest trains.
These machines had a weak point: the bad behaviour of their boiler.
This time seen from behind, 4-6-0T Pinguely No. 66 is stabled at the Fréjus depot. Note at the back of the cab, the 2 small circular openings not original, which give light and a little visibility in the cabin. Originally there were 2 more large windows that were closed with sheet metal plates. These probably were broken regularly be the charcoal shovel and furnace tools.
The 4-6-0T No. 63 is stabled on the No. 3 siding at Toulon station ready to refuel with coal briquettes (Collection: Bernard Rozé).
No. 165 of 1905, Railways of Morbihan "No. 101" – entrusted by the FACS to the railway of the Bay of Somme . In service.
No. 368 of 1922, Tuilerie de la Rochefoucaud (Charente) – Maurice Dufresne Museum, Marnay. then Azay-le-Rideau (Indre & Loire).
The Alsatian mechanical engineering company (Société Alsacienne de Constructions Mécaniques (SACM)) based in Mulhouse was a flagship of French industry. It produced a lot of locomotives.
In 1839, André Koechlin, after producing textile machines since 1826, opened a locomotive construction workshop in Mulhouse in Alsace. The business grew rapidly but in 1871, the annexation of Alsace-Lorraine by Germany, brought about the transfer of some production to Belfort in France. In 1872 the company merged with the Graffenstaden company of Illkirch-Graffenstaden (a suburb of Strasbourg) to form SACM.
The new company diversified into the production of boilers, steel equipment, printing equipment, compressors, firearms and other engineering products growing to 4500 employees by 1910.
A new foundry was built in 1922 for textile machinery. In 1928 the Thomson-Houston Electric Company merged with the Electrical Engineering division of SACM to form a new company named Alsthom, (Alsace-Thomson), later changed to Alstom.
Production of steam locomotives was originally carried out at Mulhouse and Graffenstaden (for German production), and Belfort for the French production. The plants also exported models. However, after the First World War, Mulhouse and Graffenstaden built French steam locomotives, and Belfort specialized in the construction of electric locomotives.
During the 1890s the company was particularly noted for its fast and efficient compound locomotives designed by Alfred de Glehn.
A whole series of different locomotive types were constructed by SACM, two were present on Le Chemins de Fer du Sud.
2-4-2T Locomotive No. 56 series 51 to 56 built by SACM in Belfort for Le Chemins de Fer du Sud network (Collection: Bernard Rozé).
2-4-2T SACM No. 53, one of six locomotives of the series numbered 51 to 56 delivered between April 1889 and March 1890, they allowed the opening of the section St-Raphaël – La Foux in September 1899. They were attached to the depot of Fréjus. These machines had 1 carrying axle at the rear, one at the front (small wheels) and 2 coupled axles (driving wheels) – One of these machines was presented at the World Fair of 1889 before leaving for the Var (Collection: Bernard Rozé).
A mixed train St-Raphaël-Hyères pulled by the 2-4-2T No. 51 enters Cavalaire station. It was this locomotive that represented Le Chemins de Fer du Sud de la France at the World Fair in Paris in 1889 (Collection: Edmond Duclos).
A 2-4-2T SACM locomotive at the head of a Hyères-Toulon passenger train running along the Eygoutier wharf, a small river to which the Toulonnais give the poetic name of "River of Lovers." The photo is taken towards the slaughterhouse bridge at the entrance of the Rode (this bridge still exists today, crossing the river). A level crossing allowed to cut at right angles Rue de Cap Brown (nowadays Avenue Resistance) and to cross the tracks of the tram (Line 7 – to Magaud). In the background, are the laboratories and warehouses of Castel-Chabre and the Palmary house selling litter manure for gardens (Collection: R Renaud Sémadéni Corfund).
Usage: June 1926: numbers 51 and 56 were scrapped. In 1935 the remaining locos were withdrawn following the putting into service of the railcars. Nos. 52 and 55 were sold for scrap in October 1937, Nos. 53 and 54 in 1939 – They still had a career of some 50 years.
SACM locomotives numbered 61 and 62 were almost twin sisters of the 4-6-0T Pinguely, the differences are at the rear: the coal hood and open cabin for the 4-6-0T SACM, with the cabin straight and closed for the Pinguely. The shape of the side window is different as well. In this image a SACM 4-6-0T in charge of a train from St. Raphael to Toulon enters La Londe Station.
Locomotive 4-6-0T No. 61 of the Littoral network is seen on display just after out-shopping at the SACM factory in Belfort in June 1900, it is the first of a long line of 124 units delivered to France, Spain and the colonies of French West Africa (Collection: Bernard Rozé).
Corpet-Louvet is the name of a company known particularly for its production of steam locomotives. It was a family business with a focus on motive power for the secondary railway network in France and elsewhere. It had a history of nearly 100 years in railway infrastructure and motive power, although during this period it went through a number of different legal entities. It was active from the second half of the nineteenth century throughout the first half of the twentieth century, with the end of railway production in 1952.
Founded in 1855 as Anjubault, based in the Avenue Phillippe-Auguste in Paris, the firm was taken over by Lucien Corpet in 1868. Corpet's daughter Marguerite married Lucien Louvet, the engineer of the Compagnie Meusienne des Cheminss de Fer, which used Corpet locomotives. Corpet died in 1889, and the management of the firm was taken over by Louvet. In 1912, the firm moved to new premises at La Corneuve, and a limited liability company, Corpet, Louvet et Compagnie was formed. The last steam locomotive was built in 1953, but the company is still in business, manufacturing 'Caterpillar' earth moving equipment under licence.
Corpet-Louvet, could not be ranked with the large locomotive building companies: Schneider et Cie; the Batignolles Construction Company; JF Cail et Cie, the Compagnie de Fives-Lille; André Koechlin & Co. and the Graffenstaden Society. It was a family-size railway manufacturer, which nevertheless satisfied its customers with simple, well-built and robust machines.
Corpet-Louvet locomotives are regularly cited as emblematic of the secondary railways in France. From 1855 until 1952, the plant produced 1962 locomotives. The majority of them were metre-gauge tank locos.
Three 0-6-0T Corpet-Louvet series 70 to 72 locomotives were ordered by the company for the line between Cogolin and St Tropez. These 0-6-0T locomotives were of a light weight, suitable for the branch tramways either side of La Foux. The three locos provided this service with two active and one in reserve at all times.
0-6-0T Corpet-Louvet No. 70 stabled at the fuel depot at Toulon Station in around 1930 (Collection GECP).
0-6-0T No. 72 taken at the time of out-shopping at the Corpet-Louvet factory in February 1894. The photo may have been used in a commercial catalogue (Collection: GECP – Pierre Virot – Bernard Rozé).
A few years later, in Toulon, in 1937 0-6-0T Corpet-Louvet N ° 70 awaits disposal for scrap. To the left, No. 71 already has its water tanks removed and is awaiting the same sad fate (Collection: Bernard Rozé).
Usage: In October 1937, No. 70 and No. 71 were set aside and sold for scrap then it was the turn of the No. 72.
During the Second World War, the Littoral network received reinforcement from the largest steam locomotives that had ever been in regular service on a metre-gauge track in France. They were imposing type 2-8-2 tender locomotives (or Mikados). These machines were to be delivered to Senegal but their delivery was blocked. In the spring of 1943, 6 Mikado locomotives were allocated to the company's network in the Alps and 3 others, numbered 21, 22 and 30 to the Littoral network.
They started service at the end of the summer of 1943. From the end of January 1944, No. 30 was transferred to another network. Only No. 21 and No. 22 ran on the coast line. Because of the worn state of the track, the relatively tight curves and the light rails, there were several derailments. The 2 Mikados left Toulon in 1945, underwent an overhaul by Corpet-Louvet then were sent to Africa, where their service did not last more than a decade before dieselization.
Their sojourn on Le Chemins de Fer du Sud was short and there are very few photographs.
Corpet-Louvet Mikado 2-8-2 locomotive "Dakar-Niger" with its 16m3 bogie tender seen on the Littoral (Collection: Bernard Rozé).
Chemins de Fer Dakar-Niger, Corpet-Louvet 1736 of 1927, was typical of a large number of metre gauge 2-8-2 tender locomotives built for service with the railways of French West Africa. Cylinders: 450mm x 550mm. Coupled Wheels: 1200mm. This is the same class of loco as those used on Le Chemins de Fer du Sud.
The Mikado Locos were not the only temporary residents on the Littoral Network. A BB Mallet locomotive was seen on the network during the occupation in the Second World War. Its sojourn was not a great success nd it was discovered languishing on depot after the German troops withdrew. The Locomotive was built by SACM and served elsewhere in France before being requisitioned for the Chemins de Fer du Sud.
It was requisitioned in July 1943 and then shipped to Toulon. It was first used on behalf of the occupation authorities before being found at the liberation in 1944 stored in the naval workshop near La Londe. Requiring major repairs and no longer serving the needs of the network, the loco was taken to Toulon to be scrapped in 1947.
Interestingly there is a picture of a Mallet Loco (see below) being moved from St. Raphael to the Alpine network on 17th January 1935 which suggests that the loco, or another similar one, served on the network before the war.
The embarkation of locomotive 020 + 020T SACM n ° 32 on wagon PLM at St.Raphaël January 17, 1935, for restitution to the network of general interest of the Alps. The chimney, the valves, the steam dome casing and the cabin were dismantled so as not to exceed the loading gauge (Photo Marcel CAUVIN – G. E. C. P. Collection).
All the railcars on the Chemins de Fer du Sud Littoral were supplied by one company – Brissonneau et Lotz.
Brissonneau et Lotz was a French locomotive engineering company, engaged in the manufacture of railway locomotives and wagons. The company was also a supplier of rolling stock to the Paris Metro, constructing in 1951 the first metro trains in the world to be equipped with rubber tyres.
In 1837, Etienne Lotz and Paul-Henri Renaud founded an engineering company that quickly became very successful. In 1849, they were the first in France to manufacture locomotives and became the leading manufacturers of agricultural steam engines.
Meanwhile, in 1841: Mathurin (1814-1897) and Joseph (1817-1900) Brissonneau created the engineering company Brissonneau in Nantes, rue du Chapeau Rouge. At the time, they worked for the sugar industry and in shipbuilding. They patented and improved a number of industrial machines.
In 1862, Etienne Lotz left the company he had founded with Renaud and entered, with his son Alphonse (1840-1921) into the service of their main competitors: Brissoneau.
In 1866, Alphonse Lotz, married the daughter of Mathurin Brissonneau. In 1878, Brissonneau Frères became Brissonneau and Lotz and moved from Launay Street to Doulon. By 1908, the company had diversified into boilermaking, refrigerating installations, machine tools, and wagons. At this time Brissonneau and Lotz employed more than 400 skilled workers.
In 1920 they created a factory located sixty kilometres north of Paris in Montataire, the industrial suburb of the city of Creil and decided to build railcars (autorails) primarily for the metre-gauge secondary railways in France and for export.
In 1972, Brissonneau & Lotz was absorbed into Alstom, becoming Alsthom Groupe Brissonneau. The company was founded in Nantes where it had many of its main facilities, but by the time it lost its independence it had acquired or established factories and workshops in many parts of France.
Diesel traction made its appearance on the Chemins de Fer du Sud in Provence in 1935. The diesel service continued until the closure of the line in the late 1940s, apart from the period of the Second World War (1939-1945) during which steam was brought back onto the network.
Trains usually composed a motor unit and a trailer unit, independent bogie coaches but permanently coupled. 10 combined units went into service in 1935 and a further 6 were purchased and in service by 1938. Two of the original batch were destroyed by fire at Frejus.
Steam operation in the 1920s was beginning to prove expensive and the Company was seeking ways to reduce operating costs. Electic traction was seriously considered before the decision was taken in October 1933 to acquire the 10 diesel units. The motor units were 270 horsepower. The order was placed on February 16th, 1934.
These two pictures show models of the units in use from 1935. The models were produced by Ardèche Miniatures and are shown on a garden railway.
Brissonneau & Lotz railcars on the Chemins de Fer du Sud Littoral were painted grey and blue rather than cream and blue.
Brissonneau-&-Lotz in the colours of the Railways of Provence: it is a magnificent model (probably at 1/22.5) made by Jean-Pierre Minard of Le Sarthe, and presente at an amateur meeting about garden trains organized by Ardèche Miniatures in September 2002. The railcar is powered by Aristo-Craft engines/bogies.
The first 10 sets were numbered ZM-1+ZR-1 to ZM-10+ZR-10. The further six sets delivered in 1938 went into service, two to replace ones destroyed by fire and four which became ZM-11+ZR-11 to ZM-14+ZR-14. One was delivered to Draguignan on the Alpine system in 1940 by SNCF, but was returned to St Raphael without being unloaded. There were plans in 1948 to move two to four sets to replace the steam locos on the remaining sections of the Nice-Meyrargues line (which had been badly damaged in the war). Instead, the whole line was abandonned and the coastal railcars were sold for use on the metre-gauge lines of northern Spain. One set is preserved in the narrow gauge museum at Gijon, as shown in the image below the data table. Another set ZM-8+ZR-4 returned from Spain to the Chemins de Fer du Vivarais.
Builder: Brissonneau and Lotz in Creil Colours: Blue and pale gray.
Usage: 2 railcars were destroyed by a fire in November 1937 – In 1946, the train ZM 9 caught fire at St-Tropez station, in January 1947 it was the turn of the ZM 5 which caught fire on the run near Cavalaire then the ZM 2 was badly damaged in a collision. Sale of the remaining cars was agreed at the closure of the network but did not take place until 1951.
Brissonneau and Lotz EA MAZ 1 former property of Ferocariles Económicos de Asturias. Oviedo Sto- Domingo. Museum of Gijón (Asturias). Daniel P. Lanuza – © listado.pizias.com.
The railcar is painted in the colours it was given when in use in northern Spain.
In August 1937, 2 Brissonneau and Lotz railcars at Toulon Station (Collection: FACS-UNECTO).
At Toulon station: the train includes a 1st Class and a 2nd Class coach with a luggage compartment.
The coaches were connected by a gangway to allow the conductor to pass between the coaches. The raised area on the roof housed the engine cooling elements.
The driver did not have a fixed seat at his disposal, a simple wooden stool was delivered with the units. This was quickly replaced in each case by a more comfortable chair. The comfort of the driver was not a priority. There was a toilet on board (1 WC + 1 sink) located in the trailer. This was a good development, the earlier coaches on the system were not equipped with these facilities and passengers had to rely on the frequent station stops to relieve pressing need.
During the war, from 1941 onwards, fuel shortages almost closed the network. Old steam locomotives had to be brought out to sustain the service. Shortly after the liberation, the service resumed with tired old railcars; some damaged by bombing (MZ 1, 5, 7 and 14). The speed limit was reduced from 75 km/hr to 60 km/hr.
At the closure of the network, railcars were sold, where possible. Some found a new life in northern Spain.
A train (ZM 12 + ZR 12) was set aside in 1943 in Creil because there was no money to pay for repairs. The network did not recover after the War. The line closed in June 1948. Some traffic continued between Toulon and Hyères to ensure the workers shuttles, until October 18, 1948. Another train continued running from La Foux towards St. Tropez to cover workers access to the Bertaud torpedo factory. It operated until 4 June 1949. 5 units were set aside immediately at the Fréjus depot awaiting sale.
After many visits from various representatives of other networks, estimates and various consultations, sale was agreed in 1951 to 3 Spanish companies operating metre-gauge lines in the north of the country.
The Ferrocaril Santander – Bilbao (SB) bought 10 units that received new equipment (buffers, hitches, recessed lights) and a green and silver livery with yellow nets. They served the Bilbao-Valmaseda and Bilbao-Santander lines.
Ferrocaril Cantabrico (FC ) commissioned a single train for the Santander – Llanes line.
Ferrocariles Economicos de Asturias (EA ) received a train that covered the Oviedo – Llanes line and an extension beyond on the line of the FC to Santander. The last units continued in operation until 1985.
I have struggled to find images of these Brissoneau and Lotz railcars in service in Spain. Very similar vehicles show up well in photographs. For instance, the first two pictures below show very similar Billiard A 150 D 7 railcars. Friends on the Passions Metrique et Etoile Forum have commented that these were much better vehicles to travel in than the Brissonneau and Lotz autorails.
These three images above show various units operating on the Ferrocaril Santander-Bilbao, only the third of these shows a Brissonneau and Lotz railcar. It is operating in the vicinity of Liérganes and Balmaseda. (Photograph: Ferrán Llauradó. Collection: EuskoTren Archive / Basque Railway Museum). As we have already noted, the middle image above shows a Billiars A 150 D 7 unit on the Reus-Salou line. The top image shows one of the Billiard units on depot.
The image above shows a Brissonneau & Lotz diesel-electric locomotive from the Littoral network (these are covered later in this blog – it is either ZT51 or ZT52) in northern Spain, this time in Asturias. The locotractor was probably numbered EA-MAZ-1 on the Spanish system. The vehicle being towed my be a MAN trailer.
Another unit on the Ferrocariles Economicos de Asturias.
There are a few units in preservation. We have already seen images of one of the preserved units at the Museum of Gijón (Asturias). Another is shown in blue livery below in 2009 at the same museum.
In February 1983, the Vivarais Railway (CFV) bought the MCD-8 and the RC-4 trailer and repatriated them to France, despite their poor condition. Currently, it has still not been restored. Here is a picture seen on a forum of http://www.passion-metrique.net/forums (Photo Malletslm -Tournon May 2007).
In addition to these railcar units the Chemins de Fer du Sud had two diesel shunter units – locotractors. These were also supplied by Brissonneau & Lotz.
The electric diesel transmission: one of the unique features of Brissonneau and Lotz railcars and shunters was the use of diesel-electric transmission. This consisted of a diesel engine that drives a generator supplying direct current to electric motors directly driving the wheels of the vehicles.
From 1930 onwards diesel-electric railcars and shunters were built by the Company for a whole series of secondary networks including: the railways of Anjou; the network of the Var; the railways of Provence; the railways of Morbihan; the railways of the Charentes; the railway of the valley of Celles in the Vosges; the railways of Madagascar; the railways of the Port of Reunion (Reunion Island). In 1937, Brissonneau and Lotz built for 16 tramway cars for Lille, intended for. They are intended for the ELRT network (Électrique Lille – Roubaix – Tourcoing). In 1950, a further order was placed by the same network for 28 engines. The Company was also responsible for a large part of the equipment of the Metro in Paris and for networks in Lyon, Marseille, Brussels, Caracas.
for the railways of Dauphine, No. 1 to 4.
ZT-51 locomotive when it left the Brissonneau & Lotz factory in Creil in the spring of 1938 (Collection: José Banaudo). Colours were blue and light gray.
Usage: ZT-52 damaged by a fire in 1943 but eventually brought back into service. ZT-51 taken out of service in 1951. These units were broken up in 1983 and 1988.
In the autumn of 1936, in the face of the growing success of the railcars, the company and the department decided to order two 300-horsepower locomotives to ensure the traction of freight trains as well as additional passenger trains. In 1943 the ZT-52 caught fire following tests conducted by Brissonneau & Lotz to improve the electric circuit and after a time was brought back into service. ZT-51 remained in service until the closure of the network.
After a period in storage after the line closed, both shunter units were sold for ongoing use in Spain. In 1951 they served for a few days carrying equipment sold to Spain, from Fréjus to St-Raphaël. Once they reached Spain they were remotorized with Renault type 561-B diesel engines and modified to meet local standards.
One was commissioned on Ferrocaril Cantabrico (FC) under No. MD-1; renovated in 1980, it was scrapped in 1983.
The other was used by Ferrocariles Economicos de Asturias (EA) under No. MA-2, Renovated in 1985, it was scrapped in 1988 (50 years after its commissioning).
Taken in 1937 at Hyeres, this is a two-axle 2nd Class A-2013 Decauville (José BANAUDO Collection).
Mixed car AB-2531 (ex-1031) Hanquet-Aufort seen in 1937 at St. Raphaël was repainted in blue and grey to be used as a trailer behind the railcars Brissonneau & Lotz (José BANAUDO Collection).
Very little of the rolling stock from the line entered into preservation, but a few items did the following photos from the 21st Century provide good details for those who are interested.
One of 2 authentic coaches from Le Chemins de Fer du Sud de la France preserved today. They are used with the steam train managed by the GECP on the Puget-Théniers-Annot route. They are 2nd class bogie coaches, with wooden bodywork, built by Desouches and David (factory in Pantin) in 1892. They were numbered B74 and B77 by the Chemins de Fer du Sud and were renumbered B505 and B508 at the creation of Les Chemins de Fer de Provence in 1925. They are currently in the traditional colours for coaches on the network – a brown / red colour known as Brown-Van Dyck, with the window surropunds and roof in black. The symbol CP of the Railways of Provence o-is on the panel side of the coach together with the Class shown in Roman numerals (Collection: GECP)..
This image is taken in around 1910 and the station is busy. On the left is a short passenger train from La Foux – St.Raphaël. To its right, we see bags piled up on the platform, a cart loaded with furniture, barrels of wine on an open wagon (Buire X-147) which is equipped with a seat for the brakeman. We also can see, on the left of the picture, workers unloading a De Dietrich wagon No. T-1571 under the canopy of the goods shed (Pierre VIROT Collection).
This image is taken at St. Raphael Station It shows the trans-shipment yard with wagons from Les Chemins de Fer du Sud on the right. Those of the PLM are on the left (Raymond BERNARDI Collection).
Two open wagons stand in the foreground of this picture, parked at Cogolin-Grimaud station around 1910: on the left a T-1522 with interchangeable sideboards (construction Hanquet Aufort in 1899), on the right a T-1563 (construction Magnard in 1901). Both are equipped with the hand turned screw brakes, whose steering wheel is visible at the end of the chassis (Edmond DUCLOS Collection).
Cogolin-Grimaud station around 1910 with an 0-6-0T Corpet-Louve series 70 to 72 ready for departure to La Foux and St. Tropez; on the left, a Hanquet – Aufort series TM-15O1 to 1516 open wagon with removable sides (René CLAVAUD collection).
This picture shows a mixed train from St. Raphael to Toulon, pulled by 2-4-2T SACM No. 56 stopping at La Croix. A line of wagons is stabled in the goods siding. Note the buffer, couplers and coupling for the vacuum brake of the Buire T-1386 open wagon (Philippe LEPINE Collection).
Locomotive Pinguely 4-6-0T No. 62 failed to brake effectively and passed the stopping position in Cavaliere station and struck the Brissonneau & Lotz ZM-10 railcar, train 103, Toulon to St. Raphael. They would usually have passed at this station.
Among the derailed vehicles of the freight train 182, depicted covered wagon J-2141 De Dietrich and a flat V series wagon loaded with sand.
The remaining images show some models made of the goods wagons on Les Chemins de Fer de Provence.
This last image shows the paint schemes used on these wagons.
1. Les Racines de Leurs Vies; http://lesracinesdeleursvies.over-blog.com/article-644638.html. Retrieved 20th January 2018.
2. Philippe Mioche & Jacques Roux; Henri Malcor: Un héritier des maîtres de forges; Editions du CNRS, 1999.
4. P. E. Clegg; The Railroad Runs Through the Middle of the House; (.pdf), retrieved 20th March 2008.
5. History of Pinguely-Haulotte SA; http://www.referenceforbusiness.com/history2/58/Pinguely-Haulotte-SA.html; Retrieved 20th January 2018. Which says:"Pinguely had been a manufacturer of steam locomotives, producing more than 25 steam locomotives in the years around the turn of the 20th century." Other references suggest that the number made was over 360 locomotives between 1881 and 1932. See reference .
6. The Train Tram Concept, Part 1 – Historical Context; The Locomotive & Carriage Institution; https://web.archive.org/web/20080308084631/http:/www.lococarriage.org.uk/train_tram.htm. Retrieved 20th January 2018.
7. When our past legitimises our future; (.pdf), Haulotte Group Magazine 13th October 2007; https://web.archive.org/web/20071013183546/http:/www.haulotte.com/CMS/Files/HaulotteTime/8/Haulotte%20time%208-uk.pdf; p5. Retrieved 20th January 2018.
8. Pinguely; Wikipedia; https://fr.m.wikipedia.org/wiki/Pinguely. Retrieved 20th January 2018.
9. Arrivée de la PINGUELY 030 No. 103; Le Train du Bas-Berry http://www.traintouristiquedubasberry.com/arrivee-de-pinguely-030-n103. Retrieved 21st January 2018.
10. Notice No. PM07000324 , Protection des droits des auteurs de la base Palissy , French Ministry of Culture; http://www.culture.gouv.fr/public/mistral/palissy_fr?ACTION=CHERCHER&FIELD_1=REF&VALUE_1=PM07000324. Retrieved 21st January 2018.
11. Roland Le Corff; http://www.mes-annees-50.fr/Le_Macaron.htm. Retrieved 13th December 2017.
12. Marc Andre Dubout; http://marc-andre-dubout.org/cf/baguenaude/toulon-st-raphael/toulon-st-raphael3.htm. Retrieved 4th January 2018.
13. Jean-Pierre Moreau; http://moreau.fr.free.fr/mescartes/ToulonGareSudFrance.html. Retrieved 24th December 2017.
14. José Banaudo; Histoire des Chemins de Fer de Provence – 2: Le Train du Littoral (A History of the Railways of Provence Volume 2: The Costal Railway); Les Éditions du Cabri, 1999.
15. Société Alsacienne de Constructions Mécaniques; https://www.revolvy.com/main/index.php?s=Soci%C3%A9t%C3%A9%20Alsacienne%20de%20Constructions%20M%C3%A9caniques. Retrieved 21st January 2018.
16. Société Alsacienne de Constructions Mécaniques; https://en.wikipedia.org/wiki/Soci%C3%A9t%C3%A9_Alsacienne_de_Constructions_M%C3%A9caniques. Retrieved 21st January 2018.
17. Corpet-Louvet; Wikipedia; https://en.m.wikipedia.org/wiki/Corpet-Louvet. Retrieved on 22nd January 2018.
18. C. W. Clingan; Corpet-Louvet: Locomotive Builders; The Industrial Railway Record. The Industrial Railway Society. 3 (27). December 1968, http://www.irsociety.co.uk/Archives/27/CL_1.htm, p129-153. Retrieved 22nd January 2018.
19. Brissoneau & Lotz; Wikipedia; https://en.m.wikipedia.org/wiki/Brissonneau_and_Lotz. Retrieved 20th January 2018.
20. René Bellu; Automobilia. Toutes les voitures françaises 1959 (salon Paris Oct 1959). Paris: Histoire & collections. 21: 14, 2002.
21. L'Usine de Creil; (Brissoneau & Lotz); http://fccdf.free.fr/article.php3?id_article=13&lang=fr. Retrieved 23rd January 2018.
22. Ardèche Miniatures; http://ardecherail.blogspot.fr, retrieved 18th March 2018; and http://www.jardin-des-trains.com, retrieved 23rd January 2018.
23. Historias del Tren; http://historiastren.blogspot.co.uk/2014/10/el-ferrocarril-de-santander-bilbao.html. Retrieved 23rd January 2018.
24. Quaranta Anys Sense el Carrilet; http://reusdigital.cat/noticies/reus/quaranta-anys-sense-el-carrilet. Retrieved 23rd January 2018.
25. Carrilet Tortosa – Amposta -La Cava; https://www.todocoleccion.net/postales-cataluna/carrilet-tortosa-amposta-la-cava-542-7-fesa~x20678367. Retrieved 23rd January 2018.
26. Pasando Pagina; http://vitorino-pasandopagina.blogspot.co.uk/2013/07/historia-de-feve.html, 29th July 2013. Retrieved 23rd January 2018.
27. AuberTrain; http://www.aubertrain.com/DOWNLOADS/INS-S.pdf. Retrieved 25th January 2018.
28. Les Chemins de Fer de Provence; Les Forums de Passions Métrique et Etroite; http://www.passion-metrique.net/forums/viewtopic.php?f=2&t=4143&sid=4bb1d3e27f39656eb05c8d08b7a7801d. Retrieved 25th January 2018.
1. Henri Domengie, Les petits trains de jadis – Sud-est de la France, ed. du Cabri, 1985.
2. Claude Wagner , "Les locomotives Pinguely 030T type 107 : et types proches," Chemins de fer régionaux et urbains, vol. 1997/1, no 259, 1997, p. 5-20 (ISSN 1141-7447).
3. Frédéric Toublanc, Tacot et galoche en Roannais et Forez : Histoire des Chemins de fer départementaux de la Loire, editions de l'Ormet, 1993 (ISBN 2-906575-17-8, notice BnF No. FRBNF35671053).
This entry was posted in Railways and Tramways Around Nice, Railways Blog on January 26, 2018 by rogerfarnworth.


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Princess Finalizes Contract for Two New Cruise Ships
by Kirk Cassels |
May 4, 2010 1:00am
The Ruby Princess
Princess Cruises, a unit of Carnival Corporation & plc, has finalized contracts to build two 3,600-passenger ships with Italy's Fincantieri shipyard. The as-yet-unnamed ships, estimated at 141,000 tons, are scheduled to enter service in spring 2013 and spring 2014 and will be the largest in Princess' fleet.
The ships' design will keep with the themes of the line's newest vessels, but will features new innovations such as the addition of balconies to all outside cabins, bringing the percentage of balconies on the ships to 80 percent of all staterooms. The company's signature Piazza— a ship's central atrium featuring dining, entertainment and retail— will be expanded, as will the Sanctuary, spa, and restaurants. Specific amenities and design elements for the new ships will be revealed over the coming months.
Susan J. Young was on site 18 months ago when the Ruby Princess made her debut. Read about her experience here.
Cruises Travel Companies
Video Preview: Ocean Cay MSC Reserve
MSC Cruises has released a new video preview of its private island destination, which opens this November. Watch it here.
Royal Caribbean Cancels Second San Juan Call Over Protests
The Harmony of the Seas will instead sail to St. Maarten, the ship's next scheduled port of call. More here.
by Adam Leposa Jul 17, 2019 4:08pm
Kirk Cassels

redpajama_set_name: RedPajamaCommonCrawl


An innovative campaign initiated by H&H Insurance Brokers demonstrates that the traditional Collie dog names may no longer in favour.
This summer, throughout agricultural shows across the North of England and South of Scotland, HHIB had been running a competition to name their ad campaign Collie dog. Over 500 entries were received, with more than 100 names suggested, and from the results, it is evident that the traditional Collie dog names may be diminishing. The name which became the office favourite was Barny, with Millie and Oscar achieving second and third place respectively.
"Whilst the more traditional names such as Patch, Bess and Fly were still suggested, what was interesting is that more modern names such as Ziggy, Guss, Hunter, Cleo, Zeus and even Rainbow Dash are now on trend", says Nina Oxley, Marketing Manager for H&H Insurance Brokers.
'Name the Collie Dog' is part of a multi-faceted national award-winning marketing initiative, launched by HHIB earlier this year. The Collie dog, now named Barny, is the main character in most of the illustrations, and going forward through digital campaigns, he will offer support, assistance and relevant insurance advice.
"The Border Collie, the word "collie" meaning "useful" in Gaelic, is a breed which is invaluable to many farmers and to many of our customers. Considered to be the world's premier sheep herding dog, Border Collies have worked with and helped shepherds around the border area of England and Scotland for hundreds of years, so we felt that choosing a Collie for our campaign really was truly fitting", adds Nina.
Not sound like any commands – as confusion will arise!
For Barny, his working days are only just beginning. Going forward, Barny will be constantly raising the profile and brand awareness of HHIB, and as he is farm based, he will also offer agricultural and rural related insurance messages throughout the year on such topics as advice on winter protection, staying safe and on-farm security. He will also become involved with various agricultural related activities and events throughout the year, such as British Lamb Week and Borderway Agri-Expo.


Barn doors have been one of the biggest trends to emerge from the modern farmhouse style that's so big right now (and not fading away anytime soon if the excitement over Chip & Joanna's new line for Target has shown). But the thing about barn doors is that they're the perfect mix of form and function. By making a few small aesthetic changes, you can introduce this trend into practically any style of house. Whether you're a true rustic farmhouse style lover (#teamMagnolia) or more of the modern persuasion, there's a sliding barn door for you, my friend.
I'm personally a huge fan of pocket doors for their space-saving function, and sliding barn doors are essentially the same thing. But they provide an excellent opportunity to introduce charm, color, texture, or a focal point. Most are mounted on an exposed track system and can come in a variety of finishes.
When you're in a pinch for space, a barn door can do double duty when you mount a mirror directly to it.
A wide classically-styled barn door is a beautiful and moody backdrop for this cozy corner thanks to the matte black paint.
I'm obsessed with the acid yellow hue of this barn door. It's such an unexpected pop of color and a great way to modernize a traditional style.
How fun is this chalkboard barn door?
This chevron-style barn door has a beautiful chalky blue stain applied to it that still allows for the natural beauty of the wood to be revealed.
And for those who appreciate a more glamorous aesthetic, check out the criss-cross pattern on this beautiful black barn door. The long brass handle is perfection.
This simplified barn door allows the wood to be the main star but adds a little more visual interest by placing the wood on the diagonal.
A mix-and-match shiplap powder bath with a quilt-inspired cement tile floor — so so good.
Simple and chic, this barn door manages to feel lightweight and airy thanks to the minimalistic lines and clean windows.
I literally gasped when I saw this room. Would you try barn doors in lieu of walls?
A DIY media cabinet. Cover up the TV when you're not using it with these lovely chevron-inspired doors.
Or use them to close up your home office when work is done (this whole house tour is ridiculously fabulous and full of inspiration).
An all-white space gets an added boost of texture and charm thanks to the rustic, chippy barn door.
And a great way to introduce light into darker spaces is with a built-in transom window. An otherwise dark hallway can get a burst of sunlight thanks to the windows that still allow for privacy into the bathroom.
Hall laundry rooms can be tight on space, so a sliding barn door in lieu of doors that open out keep everything neat and tidy visually.
Finally, here's a creative spin on window treatments. Check out these sliding barn doors that cover a double hung window. Clever and functional!
Do you love the barn door trend or are you over it? Let me know in the comments!


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AP FACT CHECK: Sanders spins savings in Medicare plan
AP FACT CH...
WASHINGTON (AP) - Sen. Bernie Sanders is skimming over the facts in claiming that his "Medicare for all" plan will lead to big reductions in what Americans spend for health care.
In a recent tweet, the Vermont independent insists the plan will cut $2 trillion from the nation's health care bill.
But that's based on a scenario in which hospitals and doctors accept significantly lower payments for many patients. It's a big asterisk, and one that Sanders fails to disclose.
A look at the claim:
SANDERS: "Medicare for All will lead to a $2 TRILLION REDUCTION in national health expenditures over 10 years." - July 30 tweet.
THE FACTS: Sanders' vision of El Dorado in his tweet and a YouTube video is being widely echoed by supporters of a government-run national health system. But Sanders mischaracterizes a study from a libertarian policy institute that found his legislation would actually lead to a massive boost in federal spending and taxation.
The study from the Mercatus Center at George Mason University in Virginia also concluded that "Medicare for all" is unlikely to produce a dividend for U.S. society in the form of lower total health care spending. To get that result would require paying hospitals and doctors much less than they get now and risk putting some out of business.
The study found that if hospitals and doctors were willing to accept Medicare-based payments of 40 percent less for patients who currently have private insurance, then
The study found that if hospitals and doctors were willing to accept Medicare-based payments of 40 percent less for patients who currently have private insurance, then projected U.S. health care spending would decline by about 3 percent from 2022 to 2031, or $2.05 trillion.
That's the number Sanders is celebrating.
But the study also said if medical providers continue to be paid about the same as now, U.S. health care spending would increase by $3.25 trillion over 10 years under "Medicare for all." It works out to about 5 percent more.
That's far different from Sanders' assurance that his plan "will lead" to huge spending reductions.
The study concludes it's unlikely.
"More generous health care insurance would be provided to everyone at the expense of health care providers," it said. "Whether providers could sustain such losses and remain in operation, and how those who continue operations would adapt to such dramatic payment reductions, are critically important questions."
Find AP Fact Checks at http://apne.ws/2kbx8bd
Follow @APFactCheck on Twitter: https://twitter.com/APFactCheck
https://www.hellonashville.com/
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Israeli Prime Minister Benjamin Netanyahu is facing his toughest challenge yet, writes Natan Sachs. The Israeli police recommended Tuesday that he be charged with bribery in two separate criminal cases. His political career is not over, but he is entering a major, perhaps final battle for political survival. This piece originally appeared in The Atlantic.
His political career is not over, but he is entering a major, perhaps final battle for political survival.
Israel Hayom is not a regular newspaper: It does not fund itself primarily through ads (though those are sold) or subscriptions (the paper is free) but by the bankrolling of the owner, American casino magnate Sheldon Adelson, a major donor to conservative causes, including the Trump presidential campaign. Adelson's casino-earned wealth is such that no operating loss in the Israeli paper market could cause a dent; this is, critics have claimed, merely a form of political contribution in the guise of press. Israel Hayom hotly disputes this, of course; political contributions are regulated in Israel, and if it were deemed one, Israel Hayom would be illegal in its current form.
The string of corruption cases in the past two decades have brought a new a level of shamelessness to Israeli political life.


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   <button type="button" id="btn-remove" class="btn btn-danger" >Del</button>
   <button type="button" id="close-btn" class="btn btn-default" data-dismiss="modal">Cancel</button>
   <button type="button" id="save-btn" class="btn btn-primary">Save changes</button>
</div>

However the javascript environment keeps complaining that I am attaching a click event to an element which doesn't implement the  HTMLElement interface. WTH? I use exactly the same techinque to wire up the other two buttons, binding with jQuery to the buttono element by id:
$('#close-btn').on('click', self.clear_modal_values);
$('#save-btn').on('click',  self.save_modal_values);
$('#btn-remove').on('click', self.remove_exceptions);

Is there something inherently different about the btn-danger treatment ? Or something else obvious I have screwed up?

A: Turns out the error was elsewhere, and this was merely the point at which it popped through.


When you configure the SNMP agent for SNMP v3, the agent supports sending traps. SNMP v3 also provides stronger security than v1 or v2c, including cryptographic authentication and encryption.
In vSphere 6.0 SNMP v3 informs are not supported. The vCenter Server Appliance supports only notifications such as v1/v2c traps and v3 traps with all security levels.
Every SNMP v3 agent has an engine ID, which serves as a unique identifier for the agent. The engine ID is used with a hashing function to generate localized keys for authentication and encryption of SNMP v3 messages.
SNMP v3 optionally supports authentication and privacy protocols.
You can configure up to five users who can access SNMP v3 information. User names must be no more than 32 characters long.
Configure SNMP v3 targets to allow the SNMP agent to send SNMP v3 traps.


A day after finishing the 2012 regular season with a 10-6 record and missing out on the playoffs, Bears' general manager, Phil Emery and team owner, George McCaskey, have fired their long-time head coach, Lovie Smith. Smith coached the Bears for nine seasons beginning in 2004, getting as far as the 2007 Super Bowl and another NFC Championship game in 2011, but unlike storied predecessors Mike Ditka and team founder, George Halas, never won an outright league championship during his tenure.
This marks the second straight year the Bears have decided to overhaul their immediate team structure with the firing last January of previous general manager, Jerry Angelo, being the first volley. Team president, Ted Phillips, hired Emery to replace Angelo and now Emery must seek a replacement for Smith and his coaching staff.
Although it is only one of many head coaching changes expected throughout the NFL this offseason, Smith is undoubtedly the most successful coach to be dismissed. His overall team record of 84-66 places him behind only Ditka and Halas in franchise history and there is a strong likelihood of Lovie being hired to coach another team in 2013, possibly the Cowboys, as Smith is a native Texan and Jerry Jones cannot be happy with his own underachieving team in Dallas.
The Bears have underachieved lately themselves, failing to make the playoffs in five of the last six seasons under Smith. The acquisition in 2009 of Jay Cutler as their supposed franchise quarterback has, thus far, been frustrating, even with the pairing of Brandon Marshall as his go-to receiver this past year. Under a new coaching regime, all returning players will have to be on the clock as to their performances with Cutler entering the final year of his deal in 2013.
Notable players who might not return at all include linebacker Brian Urlacher and kick returner Devin Hester, both of whom have seen their best NFL days pass them by and it will be interesting to see what defensive design a new coach brings as other veteran stars such as Lance Briggs have long been tied to the Lovie Smith system and will either have to learn a new scheme or be replaced.
Certainly, a new and better scheme needs to surround Cutler and Marshall on offense. Running back Matt Forte signed a contract extension before the season, but overall, had a subpar campaign due to injury and a lack of commitment on the part of offensive coordinator, Mike Tice, to the running game. Tice and most, if not all, of Smith's assistant coaches, will likely be fired, as well.
Ideally, Emery should find a young coach, either out of the college ranks or someone with just a few seasons as an assistant coach in the NFL, as Smith's successor. One suspects that contacts have been made to qualified candidates already or will be this week and that a new coach will be announced sometime in January.


On Subversion Feature, we have added the option settings that allow modification of revision properties.
Sticky PostsThreads in a forum are laid out sequentially with the latest at the top, but now there's a new feature to make a part of them stick at the top.
URLs that were made public by the File Storage Feature will normally be shown as below.


Old House for Sale Gharzouz Jbeil Housing area 110Sqm.The area of the land is 1590 m 2 divided into 3 adjacent sections. There are 2 water wells in the property. Strategically located overlooking Beirut and Jounieh and the sea is not shocked, reach the road and surround it. The house is a large restorer with an electricity clock.


D.B. Russell (Ted Danson, left) smiles as both he and Sara Sidle (Jorja Fox) gather their thoughts and anticipate their next move in capturing a killer. Photo: Robert Voets/CBS ©2012 CBS Broadcasting, Inc. All Rights Reserved.


text:
module Wukong
  class Processor

    # Joins XML input data based on a root tag.
    class JoinXML < Processor

      field :root, String, default: 'xml', doc: "Name of the root XML element"

      def setup
        @lines = []
      end

      def process line
        if match = terminator.match(line)
          if match.end(0) == line.size
            @lines << line
          else
            @lines << line[0...match.end(0)]
          end
          yield @lines.join("\n")
          @lines = []
          @lines << line[match.end(0)..-1] unless match.end(0) == line.size
        else
          @lines << line
        end
      end

      def terminator
        %r{<\s*/\s*#{root}\s*>}i
      end

      register :join_xml
    end
  end
end

redpajama_set_name: RedPajamaGithub


text:
Who is the Owner of Punjab Kings in IPL? PBKS IPL Team Owner
Punjab Kings is considered to be one of the most underrated teams in the Indian Premier League. Unfortunately, Punjab Kings (earlier known as Kings XI Punjab) have failed to get their hands on the trophy since its inception in 2008. The team came very close to the silverware in the year 2014. The George Bailey-led-side finished runners-up against Kolkata Knight Riders in Bangalore. Despite the franchise failing to taste enough success in the IPL, Punjab Kings have one of the most loyal co-owner in Preity Zinta.
Punjab Kings have featured some of the finest cricketers around the world. The likes of Yuvraj Singh, Virender Sehwag, Kumar Sangakkara, Adam Gilchrist, and Hashim Amla have helped the team to go strength to strength in the early days of the cash-rich league. At present, KL Rahul has been handed the captaincy baton as the team management has completely overhauled their team with young faces and experienced cricketers roped into the squad.
Punjab Kings Owner | Team Details
Team Name Punjab Kings
Current Owner Dabur (Mohit Burman), Wadia Group (Ness Wadia), PZNZ Media (Preity Zinta), Apeejay Surendra Group (Karan Paul)
CEO/Team Manager Satish Menon
Captain KL Rahul
Coach Anil Kumble
ALSO READ All IPL Team Owners
Who is the Owner of PBKS?
Punjab Kings co-owners – Ness Wadia & Preity Zinta (Source: BCCI/IPL)
Punjab Kings had gone through some severe ups and downs in their 14-year long IPL journey. Talking about the team owners in detail, the franchise was established in 2008 as Kings XI Punjab (KXIP). The franchise is jointly owned by Mohit Burman, Ness Wadia, Preity Zinta, and Karan Paul. All four individuals are billionaires and eventually decided to come together and buy an exorbitant team as the IPL bomb was all set to explode in the world.
The team was purchased by the Dabur group's Mohit Burman (46%), the Wadia group's Ness Wadia (23%), Preity Zinta (23%), and Saptarshi Dey of the Dey & Dey Group (minor stake). The group had to pay a total of $76 million to completely acquire the Punjab-based franchise.
Satish Menon – CEO Punjab Kings in IPL (Source: Getty Images)
Satish Menon is the designated CEO of Punjab in the 14th edition of the IPL. Although the team has succumbed to win the trophy till now, the presence of high-profile players in the form of KL Rahul and Chris Gayle adds value to the batting order of the team.
The team plays its home matches at the PCA Stadium in Mohali. Due to alleged interference in the IPL scandal in 2010, the team was suspended in the year 2011. Nonetheless, the ban was lifted with the intervention of the Mumbai High Court. The multi-billionaires Indian entrepreneurs put their bets with optimism and energy. Eventually, their decisions have started to pay rich dividends as they have a strong fleet of cricketers who multiply the brand value of the team year by year.
Brand Value for Punjab Kings (PBKS) in IPL
PBKS brand value has taken a major hit (Image Source: BCCI/IPL)
Over the years, the brand value of the Indian Premier League has grown leaps and bounds. Eventually, the brand value of premier franchises has spiraled up significantly. Unfortunately, the annual turnover, as well as brand value, has taken a massive hit owing to the worldwide pandemic. According to a recent study done in 2020, Punjab Kings' brand value is INR 318 crores. It is currently stationed at the 7th position ahead of only Rajasthan. Comparing with the figures of 2019 which was INR 358 crores, it could be adjudged that the pandemic has adversely affected the brand value of the team.
The survey was conducted by the well-renowned Duff & Phelps IPL Brand Valuation Report. Thus, Punjab Kings will see a rise in the monetary value of the team as soon as the pandemic blues gets shy away from the world.
Punjab Kings Sponsors in IPL 2021
EbixCash is the Principal Sponsor for Punjab Kings in IPL
Title Sponsor: EbixCash
Principal Sponsors: BKT, Lotus Herbals, Jio, Dream11, boAt, All Seasons
Official Sponsors: FanCode, BodyCare, Kotak, Go First
(Source: Punjab Kings)
August 29, 2021 August 29, 2021 Punjab Kings (PBKS)


Description: Devart ODBC Driver for PostgreSQL provides high-performance and feature-rich connectivity solution for ODBC-based applications to access PostgreSQL databases from Windows, both 32-bit and 64-bit. Full support for standard ODBC API functions and data types implemented in our driver makes interaction of your database applications with PostgreSQL fast, easy and extremely handy.
- Direct Connection. Database applications based on our solution get an opportunity to establish connection to PostgreSQL in Direct Mode. Direct Mode gives your applications an unrivalled advantage - connection to PostgreSQL databases directly via TCP/IP avoiding PostgreSQL Client. That improves performance of your applications, their quality, reliability and especially the deployment process, since there is no need to supply additional client software together with your application.
- Development Platforms Variety. ODBC driver for PostgreSQL doesn't limit your choice of the development platform and environment. The driver installations are available for various operational systems and platforms. The current version supports Windows, both 32-bit and 64-bit.
In addition, we provide support for Advanced Connection String parameters. Thus allowing any desktop and web applications to connect to PostgreSQL from various environments and platforms, that support ODBC.
- DB Compatibility. Our driver is compatible with major and the latest PostgreSQL server versions since 7.1 up to 9.2.


Go for a jaunt from Helsinki to Espoo to see Nuuksio National Park about 46 minutes away. Pack the 9th (Mon) with family-friendly diversions at Linnanmaki Amusement Park. And it doesn't end there: learn about all things military at Sea Fortress Suomenlinna, take in the architecture and atmosphere at Rock Church, admire the masterpieces at Museum of Contemporary Art Kiasma, and don't miss a visit to The Esplanadi Park.
To find ratings, maps, where to stay, and tourist information, use the Helsinki trip planner .
London, UK to Helsinki is an approximately 6-hour flight. You can also do a combination of flight and ferry; or drive. The time zone difference moving from Greenwich Mean Time (GMT) to Eastern European Time (EET) is 2 hours. In December, Helsinki is slightly colder than London - with highs of 3°C and lows of -3°C. Finish your sightseeing early on the 10th (Tue) to allow enough time to travel to Valkeakoski.
Valkeakoski is a town and municipality in Finland.Valkeakoski is located south of Tampere and 150km north of Helsinki in the province of Western Finland and is part of the Pirkanmaa region. Explore the numerous day-trip ideas around Valkeakoski: Kallenaution Kievari (in Juupajoki), Padasjoen Tuomastornit (in Padasjoki) and Pihamaa Estate & Winery (in Asikkala). There's much more to do: admire the masterpieces at Forssa Museum, get in on the family fun at Funpark, look for gifts at Ideapark, and take in the architecture and atmosphere at Pyhan Birgitan kirkko.
To find where to stay, traveler tips, and other tourist information, read our Valkeakoski holiday planner.
You can drive from Helsinki to Valkeakoski in 2 hours. In December, Valkeakoski is a bit cooler than Helsinki - with highs of 0°C and lows of -6°C. Cap off your sightseeing on the 14th (Sat) early enough to travel back home.


text:
Niklas Krog is a Swedish author of a number of young-adult novels within the High Fantasy genre.

Biography
Niklas Krog was born in 1965, in Lund, Sweden. He later relocated with his family to Alvik in Stockholm, at the age of eight. In Alvik, Krog joined a local basketball-team and competed in Europe, and his team won several times. Krog had good grades from his highschool, although school never interested him much. Instead he liked sports and continued to play basketball and competed for some a time in the Swedish Championship. But eventually Krog chose to quit sports and focus on a literary career. Krog made his debut in 1996 with "Under guds himmel" which literally translates to Beneath the sky of God.

Personal life
Niklas Krog met his wife, Elizabeth, when he was fourteen years old. They have two children.

Bibliography

Trilogin om Frihetskrigen (The Trilogy of the Wars of Peace)
 En krigares hjärta (1997)
 En magikers styrka (1999)
 En härskares själ (2001)
 Den stora fredens krig (2004) - continuation of the Wars of Peace Unadan
 Tanarog Yxkämpen (2007) - continuation of Unadan's childhood
 Krigarens väg (2007) - continuation of En krigares hjärta

Janus
 Gudarnas son (2000)
 Till världens ände (2001)
 Den sista striden (2002)
 Kampen om tronen  (2006)

Yumi och den magiska världen Loophole
 Loophole: Drakmagi och saftsmugglare (2004)
 Loophole - Magiväktare och sköldpaddspirater (2006)

Trilogin om Biko - Krigare utan minne (The Trilogy of Biko - Warrior without memory)
 Krigare utan minne (2008)
 I krigarens spår (2010)
 Krigarens sista strid (2010)

Turk and Ayla
 Ingen rädsla (2008)
 Turk & Ayla (2010)
 Turk & Ayla - Sista skottet (2011)
 Turk & Timotej, En natt (2012)

Legenden om Tann (The Legend of Tann)
 Legenden om Tann - Skogsflickan (2010)
 Legenden om Tann - Bestens håla (2010)
 Legenden om Tann - Drakmötet (2011)
 Legenden om Tann - Nidaros vrede (2011)
 Legenden om Tann - Dräparen (2012)
 Legenden om Tann - Havet (2012)

Easy-reading fantasy
 Draksvärdet (2000)
 Häxmästarens skugga (2003) - continuation of Draksvärdet
 Det mystiska skeppet (2005)
 Det magiska molnet (2007) - continuation of Det mystiska skeppet

Others
 Under Guds himmel (1996)
 Jor & Ka (1998)
 Den röda planeten (2000)

References

External links
 Niklas Krogs officiella webbplats
 Författarförmedlingen - Niklas Krog

Swedish fantasy writers
1965 births
Living people
Alviks BK players
Swedish basketball players
People from Lund Municipality

redpajama_set_name: RedPajamaWikipedia


text:
Flashback Friday – The Portage Lake Lift Bridge
The Milwaukee Road uses the new bridge for the first time. The remains of the old bridge can still be seen.
Today's Flashback Friday honors one of our most beloved and practical local landmarks, the Portage Lake Lift Bridge, which opened to traffic on this day in 1959.
The night before the Governor of Michigan was to christen the bridge, many families in Houghton and Hancock were awakened by the sound of a ship's horn. A Michigan Tech alum recalls that the bridge operator was supposed to sound the horn on the bridge that all was well, but the operator fell asleep and forgot to signal back to the ship.
The photo above is a 1959 view from Hancock of the old and current bridges from the John T. Reeder Collection.
The lift type bridge replaced the Portage Canal Swing Bridge, which was built by the King Bridge Company in the mid-1890s. The cost to replace the swing bridge was roughly 12 million dollars, although sources vary on the exact amount. The lift bridge was built by the American Bridge Company and it is still in operation today, with some minor outages for maintenance and testing. While the lower portion of the bridge used to be for trains to pass, it is now mainly used only in the winter for snowmobiles.
A popular focal point, the Portage Lake Lift Bridge is the subject of many photographs, artworks, company and community logos, and souvenirs. It is so beloved in fact, that Hancock and Houghton hold an annual celebration, Bridgefest, to honor the opening of the bridge and to show appreciation for it working to unite the two communities.
Flashback Friday, Lift Bridge
Welcome to Our New Library Assistant
Flashback Friday: Skaters Gonna Skate, Skate, Skate


April 11, 2013. After-school at the Chittick Elementary--2 days before Spring Break. Five of the seven World Peace Chamber Players rehearse their chamber/R&B remix of Köprüden Geçemedim, a 1960's Turkish Cypriot song.


text:
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text:
Sino-Israeli Relations
Consular Service
About China
Biography of Ambassador
Economic Exchange
Technology Co-operation
Chinese Ambassadors to Israel
Forms for Download
Notice Bulletin
Links to Other Missions
Permanent Mission to the UN
Embassy in the United States
Embassy in the United Kingdom
Embassy in France
Embassy in Germany
Mission to the European Union
Embassy in Egypt
The Jerusalem Post Publishes Ambassador Zhan Yongxin's Article Entitled"The Belt & Road Initiative: From Vision to Fruition"Israel Hayom Publishes Ambassador Zhan Yongxin's Op-ed On the Friendship Between the Chinese and Jewish PeopleState Councilor and Foreign Minister Wang Yi Meets the PressHoliday Schedule for 2019The Jerusalem Post Publishes Ambassador Zhan Yongxin's Article Entitled"China supports WTO reforms"
The Jerusalem Post Publishes Ambassador Zhan Yongxin's Article Entitled "However Difficult It might Seem, The Challenge Will Be Overcome"
China's Position on the China-US Economic and Trade Consultations(2019-06-02)
Reminding Notice on the Closing of the Consular Section on 9 May 2019(2019-05-07)
The Jerusalem Post Publishes Ambassador Zhan Yongxin's Article Entitled"The Belt & Road Initiative: From Vision to Fruition"(2019-05-03)
China's Position on the China-US Economic and Trade Consultations
The Facts and China's Position on China-US Trade Friction(2018-10-09)
Working Together to Build a Better World
How is the CPC National Congress held?(2017-10-12)
Spokesperson's Remarks
Foreign Ministry Spokesperson Geng Shuang's Regular Press Conference on July 16, 2019
Foreign Ministry Spokesperson Geng Shuang's Regular Press Conference on July 15, 2019(2019-07-15)
Foreign Ministry Spokesperson Geng Shuang's Remarks on Chinese Government's Sanctions on US Enterprises Involved in Arms Sale to Taiwan(2019-07-12)
Reminding Notice on the Closing of the Consular Section on 21 April 2019(2019-04-18)
Emergent Notice on Office Hours of the Consular Section(2019-01-29)
Holiday Schedule for 2019(2018-12-26)
Presentation of Chinese Provinces
FORUM ON CHINA-AFRICA COOPERATION BEIJING SUMMIT
NPC&CPPCC Annual Sessions 2018
Beijing Winter Olympic Games 2022


Silverstone: Championship leader Sebastian Vettel topped the times for Ferrari in yesterday's crash-hit second free practice for this weekend's British Grand Prix, outpacing Lewis Hamilton's Mercedes by nearly two-tenths of a second.
On a hot afternoon in central England, the four-time champion German clocked a best lap in one minute and 27.552 seconds to ease 0.187 seconds clear of the Briton, who is seeking a record sixth victory in his home event and fifth in succession.
The session was red-flagged to a halt for 10 minutes when Max Verstappen crashed at Luffield, spinning his Red Bull backwards into the barriers. He was unhurt, but took no further part in the session.
Hamilton's Mercedes team-mate Valtteri Bottas was third quickest, ahead of Kimi Raikkonen in the second Ferrari, Daniel Ricciardo of Red Bull and, unexpectedly, Fernando Alonso of McLaren.
Hamilton had clocked the fastest time in opening practice earlier in the day when he outpaced Bottas.
Nico Hulkenberg was seventh for Renault ahead of Esteban Ocon and his Force India team-mate Sergio Perez with Monegasque Charles Leclerc taking 10th for Sauber.
The air temperature at the former war aerodrome was 26 degrees Celsius and the track 51 when the session began without Romain Grosjean, whose Haas car had not been repaired in time following his crash in the morning.
Raikkonen was quickest early on before Verstappen, who won so impressively last weekend in Austria, crashed heavily after two laps on hard tyres, the rear end of his Red Bull car snapping back 180 degrees.
His car's rear suspension was broken and he took no further part in the session.
"I think I wanted to be too quick on the hard tyre," said Verstappen. "I just lost it. Unfortunately, the way I hit the wall, it rips off the right rear.
"At the end of the day it is not ideal to lose the second session, but the feeling I had before that was pretty good.
This prompted the deployment of a Virtual Safety Car (VSC) after which Vettel took over on top of the times on softs, the two Mercedes men having remained in their garage at that time.
Eventually, they joined the fray before Pierre Gasly pulled up with power problems at Turn Four. He parked neatly to avoid any need for another VSC.
After an hour's action, with the teams going into 'long run' mode, Vettel remained fastest one-tenth clear of the two Mercedes of Hamilton and Bottas.