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text:
Anthony Ashley Cooper, 3rd Earl of Shaftesbury (26 February 1671 – 16 February 1713) was an English politician, philosopher, and writer.

Early life
He was born at Exeter House in London, the son of the future Anthony Ashley Cooper, 2nd Earl of Shaftesbury and his wife Lady Dorothy Manners, daughter of John Manners, 8th Earl of Rutland. Letters sent to his parents reveal emotional manipulation attempted by his mother in refusing to see her son unless he cut off all ties to his father. At the age of three Ashley-Cooper was made over to the formal guardianship of his grandfather Anthony Ashley Cooper, 1st Earl of Shaftesbury. John Locke, as medical attendant to the Ashley household, was entrusted with the supervision of his education. It was conducted according to the principles of Locke's Some Thoughts Concerning Education (1693), and the method of teaching Latin and Greek conversationally was pursued by his instructress, Elizabeth Birch. At the age of eleven, it is said, Ashley could read both languages with ease. Birch had moved to Clapham and Ashley spent some years there with her.

In 1683, after the death of the first Earl, his father sent Lord Ashley, as he now was by courtesy, to Winchester College. Under a Scottish tutor, Daniel Denoune, he began a continental tour with two older companions, Sir John Cropley, 2nd Baronet, and Thomas Sclater Bacon.

Under William and Mary
After the Glorious Revolution, Lord Ashley returned to England in 1689. It took five years, but he entered public life, as a parliamentary candidate for the borough of Poole, and was returned on 21 May 1695. He spoke for the Bill for Regulating Trials in Cases of Treason, one provision of which was that a person indicted for treason or misprision of treason should be allowed the assistance of counsel.

Although a Whig, Ashley was not partisan. His poor health forced him to retire from parliament at the dissolution of July 1698. He suffered from asthma. The following year, to escape the London environment, he purchased a property in Little Chelsea, adding a 50-foot extension to the existing building to house his bedchamber and Library, and planting fruit trees and vines. He sold the property to Narcissus Luttrell in 1710.

Lord Ashley moved to the Netherlands. Away for over a year, Ashley returned to England, and shortly succeeded his father as Earl of Shaftesbury. He took an active part, on the Whig side in the House of Lords, in the general election of 1700–1701, and again, with more success, in the autumn election of 1701.

Under Queen Anne
After the first few weeks of Anne's reign, Shaftesbury, who had been deprived of the vice-admiralty of Dorset, returned to private life. In August 1703, he again settled in the Netherlands. At Rotterdam he lived, he says in a letter to his steward Wheelock, at the rate of less than £200 a year, and yet had much to dispose of and spend beyond convenient living.

Shaftesbury returned to England in August 1704, he landed at Aldeburgh, Suffolk having escaped a dangerous storm during his voyage. He had symptoms of consumption, and gradually became an invalid. He continued to take an interest in politics, both home and foreign, and supported England's participation in the War of the Spanish Succession.

The declining state of Shaftesbury's health rendered it necessary for him to seek a warmer climate and in July 1711 he set out for Italy. He settled at Naples in November, and lived there for more than a year.

Death
Shaftesbury died at Chiaia in the Kingdom of Naples, on 15 February 1713 (N.S.) His body was brought back to England and buried at Wimborne St Giles, the family seat in Dorset.

Associations
John Toland was an early associate, but Shaftesbury after some time found him a troublesome ally. Toland published a draft of the Inquiry concerning Virtue, without permission. Shaftesbury may have exaggerated its faults, but the relationship cooled. Toland edited 14 letters from Shaftesbury to Robert Molesworth, published in Toland in 1721. Molesworth had been a good friend from the 1690s. Other friends among English Whigs were Charles Davenant, Andrew Fletcher of Saltoun, Walter Moyle, William Stephens and John Trenchard.

From Locke's circle in England, Shaftesbury knew Edward Clarke, Damaris Masham and Walter Yonge. In the Netherlands in the late 1690s, he got to know Locke's contact Benjamin Furly. Through Furly he had introductions to become acquainted with Pierre Bayle, Jean Leclerc and Philipp van Limborch. Bayle introduced him to Pierre Des Maizeaux. Letters from Shaftesbury to Benjamin Furly, his two sons, and his clerk Harry Wilkinson, were included in a volume entitled Original Letters of Locke, Sidney and Shaftesbury, published by Thomas Ignatius Maria Forster (1830, and in enlarged form, 1847).

Shaftesbury was a patron of Michael Ainsworth, a young Dorset man of Wimborne St Giles, maintained by Shaftesbury at University College, Oxford. The Letters to a Young Man at the University (1716) were addressed to Ainsworth.  Others he supported included Pierre Coste and Paul Crellius.

Works
Most of the works for which Shaftesbury is known were completed in the period 1705 to 1710. He collected a number of those and other works in Characteristicks of Men, Manners, Opinions, Times (first edition 1711, anonymous, 3 vols.). His philosophical work was limited to ethics, religion, and aesthetics where he highlighted the concept of the sublime as an aesthetic quality. Basil Willey wrote "[...] his writings, though suave and polished, lack distinction of style [...]".

Contents of the Characteristicks
This listing refers to the first edition. The later editions saw changes. The Letter on Design was first published in the edition of the Characteristicks issued in 1732.

Volume I
The opening piece is A Letter Concerning Enthusiasm, advocating religious toleration, published anonymously in 1708. It was based on a letter sent to John Somers, 1st Baron Somers of September 1707. At this time repression of the French Camisards was topical. The second treatise is Sensus Communis: An Essay on the Freedom of Wit and Humour, first published in 1709. The third part is Soliloquy: or, Advice to an Author, from 1710.

Volume II
It opens with Inquiry Concerning Virtue and Merit, based on a work from 1699. With this treatise, Shaftesbury became the founder of moral sense theory. It is accompanied by The Moralists, a Philosophical Rhapsody, from 1709. Shaftesbury himself regarded it as the most ambitious of his treatises. The main object of The Moralists is to propound a system of natural theology, for theodicy. Shaftesbury believed in one God whose characteristic attribute is universal benevolence; in the moral government of the universe; and in a future state of man making up for the present life.

Volume III
Entitled Miscellaneous Reflections, this consisted of previously unpublished works. From his stay at Naples there was A Notion of the Historical Draught or Tablature of the Judgment of Hercules.

Philosophical moralist

Shaftesbury as a moralist opposed Thomas Hobbes. He was a follower of the Cambridge Platonists, and like them rejected the way Hobbes collapsed moral issues into expediency. His first published work was an anonymous Preface to the sermons of Benjamin Whichcote, a prominent Cambridge Platonist, published in 1698. In it he belaboured Hobbes and his ethical egoism, but also the commonplace carrot and stick arguments of Christian moralists. While Shaftesbury conformed in public to the Church of England, his private view of some its doctrines was less respectful.

His starting point in the Characteristicks, however, was indeed such a form of ethical naturalism as was common ground for Hobbes, Bernard Mandeville and Spinoza: appeal to self-interest. He divided moralists into Stoics and Epicurean, identifying with the Stoics and their attention to the common good. It made him concentrate on virtue. He took Spinoza and Descartes as the leading Epicureans of his time (in unpublished writings).

Shaftesbury examined man first as a unit in himself, and secondly socially. His major principle was harmony or balance, rather than rationalism. In man, he wrote,

"Whoever is in the least versed in this moral kind of architecture will find the inward fabric so adjusted, [...] that the barely extending of a single passion too far or the continuance [...] of it too long, is able to bring irrecoverable ruin and misery".

This version of a golden mean doctrine that goes back to Aristotle was savaged by Mandeville, who slurred it as associated with a sheltered and comfortable life, Catholic asceticism, and modern sentimental rusticity. On the other hand, Jonathan Edwards adopted Shaftesbury's view that "all excellency is harmony, symmetry or proportion".

On man as a social creature, Shaftesbury argued that the egoist and the extreme altruist are both imperfect. People, to contribute to the happiness of the whole, must fit in. He rejected the idea that humankind is naturally selfish; and the idea that altruism necessarily cuts across self-interest. Thomas Jefferson found this general and social approach attractive.

This move relied on a close parallel between moral and aesthetic criteria. In the English tradition, this appeal to a moral sense was innovative. Primarily emotional and non-reflective, it becomes rationalised by education and use. Corollaries are that morality stands apart from theology, and the moral qualities of actions are determined apart from the will of God; and that the moralist is not concerned to solve the problems of free will and determinism. Shaftesbury in this way opposed also what is to be found in Locke.

Reception
The conceptual framework used by Shaftesbury was representative of much thinking in the early Enlightenment, and remained popular until the 1770s. When the Characteristicks appeared they were welcomed by Le Clerc and Gottfried Leibniz. Among the English deists Shaftesbury was significant, plausible and the most respectable.

By the Augustans
In terms of Augustan literature, Shaftesbury's defence of ridicule was taken as an entitlement to scoff, and to use ridicule as a "test of truth". Clerical authors operated on the assumption that he was a freethinker. Ezra Stiles, reading Characteristicks in 1748 without realising Shaftesbury had been marked down as a deist, was both impressed and sometimes shocked. Around this time John Leland and Philip Skelton stepped up a campaign against deist influence, tarnishing Shaftesbury's reputation.

While Shaftesbury wrote on ridicule in the 1712 edition of Characteristicks, the modern scholarly consensus is that the uses of his views on it as a "test of truth" were a stretch. According to Alfred Owen Aldridge, the "test of truth" phrase is not to be found in Characteristicks; it was imposed on the Augustan debate by George Berkeley.

The influence of Shaftesbury, and in particular The Moralists, on An Essay on Man, was claimed in the 18th century by Voltaire (in his philosophical letter "On Pope"), Lord Hervey and Thomas Warton, and supported in recent times, for example by Maynard Mack. Alexander Pope did not mention Shaftesbury explicitly as a source: this omission has been understood in terms of the political divide, Pope being a Tory. Pope references the character Theocles from The Moralists in the Dunciad (IV.487–490):

"Or that bright Image to our Fancy draw,
Which Theocles in raptur'd vision saw,
While thro' Poetic scenes the Genius roves,
Or wanders wild in Academic Groves".

In notes to these lines, Pope directed the reader to various passages in Shaftesbury's work.

In moral philosophy and its literary reflection
Shaftesbury's ethical system was rationalised by Francis Hutcheson, and from him passed with modifications to David Hume; these writers, however, changed from reliance on moral sense to the deontological ethics of moral obligation. From there it was taken up by Adam Smith, who elaborated a theory of moral judgement with some restricted emotional input, and a complex apparatus taking context into account. Joseph Butler adopted the system, but not ruling out the place of "moral reason", a rationalist version of the affective moral sense. Samuel Johnson, the American educator, did not accept Shaftesbury's moral sense as a given, but believed it might be available by intermittent divine intervention.

In the English sentimental novel of the 18th century, arguments from the Shaftesbury–Hutcheson tradition appear. An early example in Mary Collyer's Felicia to Charlotte (vol.1, 1744) comes from its hero Lucius, who reasons in line with An Enquiry Concerning Virtue and Merit on the "moral sense". The second volume (1749) has discussions of conduct book material, and makes use of the Philemon to Hydaspes (1737) of Henry Coventry, described by Aldridge as "filled with favorable references to Shaftesbury." The eponymous hero of The History of Sir Charles Grandison (1753) by Samuel Richardson has been described as embodying the "Shaftesburian model" of masculinity: he is "stoic, rational, in control, yet sympathetic towards others, particularly those less fortunate." A Sentimental Journey Through France and Italy (1768) by Laurence Sterne was intended by its author to evoke the "sympathizing principle" on which the tradition founded by latitudinarians, Cambridge Platonists and Shaftesbury relied.

Across Europe
In 1745 Denis Diderot adapted or reproduced the Inquiry concerning Virtue in what was afterwards known as his Essai sur le Mérite et la Vertu. In 1769 a French translation of the whole of Shaftesbury's works, including the Letters, was published at Geneva.

Translations of separate treatises into German began to be made in 1738, and in 1776–1779 there appeared a complete German translation of the Characteristicks. Hermann Theodor Hettner stated that not only Leibniz, Voltaire and Diderot, but Gotthold Ephraim Lessing, Moses Mendelssohn, Christoph Martin Wieland and Johann Gottfried von Herder, drew from Shaftesbury.

Herder in early work took from Shaftesbury arguments for respecting individuality, and against system and universal psychology. He went on to praise him in Adrastea. Wilhelm von Humboldt found in Shaftesbury the "inward form" concept, key for education in the approach of German classical philosophy. Later philosophical writers in German (Gideon Spicker with Die Philosophie des Grafen von Shaftesbury, 1872, and Georg von Gizycki with Die Philosophie Shaftesbury's, 1876) returned to Shaftesbury in books.

Legacy

At the beginning of the 18th century, Shaftesbury built a folly on the Shaftesbury Estate, known as the Philosopher's Tower. It sits in a field, visible from the B3078 just south of Cranborne.

In the Shaftesbury papers that went to the Public Record Office are several memoranda, letters, rough drafts, etc.

A portrait of the 3rd Earl is displayed in Shaftesbury Town Hall.

Family
Shaftesbury married in 1709 Jane Ewer, the daughter of Thomas Ewer of Bushey Hall, Hertfordshire. On 9 February 1711, their only child Anthony, the future fourth Earl was born.

His son succeeded him in his titles and republished Characteristicks in 1732. His great-grandson was the famous philanthropist, Anthony Ashley Cooper, 7th Earl of Shaftesbury.

Notes

Attribution

Further reading
 Cooper, Anthony Ashley, Earl of Shaftesbury, An Inquiry Concerning Virtue, London, 1699. Facsimile ed., introd. Joseph Filonowicz, 1991, Scholars' Facsimiles & Reprints, .
 David Walford (editor). An Inquiry Concerning Virtue or Merit. A selection of material from Toland's 1699 edition with introduction.
 Robert B. Voitle, The third Earl of Shaftesbury, 1671–1713, Baton Rouge: Louisiana State University Press, c. 1984.
 Edward Chaney (2000), George Berkeley's Grand Tours: The Immaterialist as Connoisseur of Art and Architecture, in E. Chaney, The Evolution of the Grand Tour: Anglo-Italian Cultural Relations since the Renaissance, 2nd ed. London, Routledge

External links

 Shaftesbury's Characteristicks in three parts
 Contains the five treatises in Shaftesbury's Characteristicks, slightly modified for easier reading
 The Third Earl of Shaftesbury, an article by John McAteer in Internet Encyclopedia of Philosophy 2011

1671 births
1713 deaths
17th-century English philosophers
18th-century essayists
18th-century British philosophers
Age of Enlightenment
Anthony
British deists
British ethicists
British male essayists
Cambridge Platonists
3
English essayists
Ashley, Anthony Ashley-Cooper, Lord
Enlightenment philosophers
People educated at Winchester College
Philosophers of religion
Philosophers of social science

redpajama_set_name: RedPajamaWikipedia


text:
Q: Comparing keys and values std::maps I have two maps. I need to compare both keys and values.
map<char,int> mymap;
mymap.insert(pair<char,int>('a', 1));
mymap.insert(pair<char,int>('c', 2));

map<char,int> mymap1;
mymap1.insert(pair<char,int>('b', 1));
mymap1.insert(pair<char,int>('d', 2));

Example key a from mymap is compared with b and d in mymap1.
If same key found in other mymap1 I need to compare the values.
So I need to compare keys and values. How can I do that in C++?

A: If you need to find out if both maps are equal just use mymap1 == mymap2 - it is already implemented in std::map. If you need someting more complex use something like this:
auto it1 = mymap1.begin();
auto it2 = mymap2.begin();
while( true ) {
   bool end1 = it1 == map1.end();
   bool end2 = it2 == map2.end();
   if( end1 and end2 ) break;
   if( !end1 and ( end2 or it1->first < it2->first ) ) {
       std::cout << "key:" << it1->first << " not found in map2" << std::endl;
       ++it1;
       continue;
   }
   if( end1 or it2->first < it1->first ) {
       std::cout << "key:" << it2->first << " not found in map1" << std::endl;
       ++it2;
       continue;
   }
   if( it1->second != it2->second ) {
       std::cout << "values for key:" << it1->first << " are different" << std::endl;
   }
   ++it1;
   ++it2;
}

just replace std::cout output with your logic accordingly.

A: You could try something like this:
for (auto iter = mymap.begin(); iter != mymap.end(); iter++) {
    auto iter1 = mymap1.find(iter->first);
    if (iter1 != mymap1.end()) {
        // compare iter->second with iter1->second
    }
}

redpajama_set_name: RedPajamaStackExchange


The Lee Hatfield team has just listed this lovely condo in Chestnut Hill!
This 1st floor condo features laminate throughout the living room, dining room, hallway, and bedroom. The cabinets in the kitchen have all been recently updated. Owner suite offers a huge walk in closest! The large patio off the living room offers additional living space! Community pool!
This Reisterstown, MD 21136 home is currently listed for $59,900.
Previous PostPrevious The Lee Hatfield Team is Searching for a Buyer Specialist!


text:
Local News13 Connects13 Days and Knights of Giving
1 October survivors and newlyweds open their hearts and home to two foster children
Makele and Ty believe everything happens for a reason. After surviving the shooting at Route 91 last year, they wondered why they lived and not others. Until shortly after getting married, when the opportunity arose to foster two children.
By: Jackie Kostek
LAS VEGAS (KTNV) — On their way to the first night of the Route 91 festival last year, Ty mentioned to Makale he wanted to get married on September 29.
"It's both of our birthdays and S for my last name, our last name is Sanders, that way I never forget," he said.
"I said, hey, if you want to get married, you better get on it because, ugh, that's one year from today," Makele said.
Two nights later, they had another "s" word to their name: survivors.
"I was like, you better marry me now. We can survive anything. You better marry me now," Makele said with a laugh.
Two months later, Ty proposed in the couple's backyard. And on September 29th of this year, they said I do. The trauma of 1 October lingered though and Makele was left wondering.
"You always question why did you make it out? And not other people. What was the reason?"
About a month ago - an answer came, in the form of two little girls. A student in Makele's Kindergarten class needed a new home. Makele and Ty acted fast and within a week, they were foster parents - to a five-year-old and a 6-month-old.
"I don't know what it was before but it's chaos now - we went from no kids to two kids but I wouldn't change it for anything. We do love them."
Both Makele and Ty believe everything happens for a reason.
"Maybe this is why because someone else knew that there was going to be two little girls who needed a home for even if it's temporary then they were going to need a good life for the time you had them so that's really kind of helped me overcome and get through this."
"We had someone looking out for us that day.'"
Makele's uncle Jim has been looking on in admiration as the two young newlyweds have opened not just their hearts but their homes. That's why he nominated the couple for our 13 Days and Knights of Giving.
"They haven't even received a dime from foster, they're still in the process of getting everything. They didn't care. We want these children. We want them to have a good environment and it's working and it's amazing."
But Makele said they didn't do any of this for recognition.
"It was really just because we wanted to do what we thought was best and that was it. There were no other reasons behind it so for someone to go out of their way to do this for us really means a lot to both of us."

redpajama_set_name: RedPajamaCommonCrawl


The food industry may seem like the last bastion of brick and mortar companies, relying solely on human efforts. Think again. A new crop of entrepreneurs are taking our love of food out of the kitchen and into the digital realm. Several members of 1M/1M, our global virtual startup incubator, have created specialty brands that help consumers eat better and cook more efficiently.
Instagram meets Pinterest, but with a focus on preparing food, is the best way to explain Platter. Home cooks can upload a photo of a dish they made to Platter and tag ingredients for other home cooks to search for their dishes. Users can also follow people whose food they find interesting, and post comments and "likes" on pictures. Of course, cooks can cross-share photos on Facebook and Twitter as well.
Founder Will Hodson wanted to drill down into people's food habits via a micro social network, similar to a food-focused Twitter. He and four other Cambridge (UK) graduates developed the site and smartphone app while working their day jobs, with the focus only food-loving techies could provide. While there are other food photo networks for restaurant dishes, Hodson says that Platter is the only app dedicated to home cooking.
Launched in 2007, iFood.tv is a popular site for foodies seeking recipe-related video content. With more than 40,000 cooking videos and 200,000 text recipes, all the videos are hosted, managed, and streamed through a content management platform that delovers a blend of multimedia, interactive, and social features. Content is created by an in-house team of editors and sourced from professional chefs, video producers, authors, and media companies.
Co-founder Vikrant Mathur said the idea was conceived when he and the other founders were learning how to cook. All they could find were text-based recipes from Allrecipes.com and Epicurious—there were no videos online to show them how to actually make the dish. They wanted to create something like an online version of the Food Network, so cooks could access information from the comfort of their homes when it was convenient for them. While YouTube is a competitor, Mathur says its content is not tailored to home cooking, nor does it provide a community experience like iFood.tv.
The company has been profitable for the last three years. It has had an average of 3 million monthly unique visitors and close to 125,000 daily video streams. There is a growing display ad network (currently more than 70 sites) using ifood.tv for their monetization needs. In 2012, iFood.tv is well beyond $1M in revenue.
IndiaCakes is an online cake delivery shop, offering high-quality birthday and holiday cakes as well as cakes for any occasion to 250 cities in India. Founder Manit Nagri has brought together hundreds of cake shops all over India, and created a consolidated user experience whereby consumers from anywhere in the world can order cakes from them, to be delivered to their friends and family in India. The company is going gangbusters, and is well past the elusive $1M revenue mark in 2012.


text:
/* To avoid any problems with the gettext implementation (there used
   to be some vulnerabilities in the last years and the use of
   external files is a minor security problem in itself), we use our
   own simple translation stuff */

#include <config.h>
#include <errno.h>
#include <stdio.h>
#include <stdlib.h>
#include <string.h>
#include <ctype.h>
#include <assert.h>
#include <unistd.h>
#include <sys/stat.h>

#include "agent.h"

const char *
trans (const char *text)
{
  return text;
}

redpajama_set_name: RedPajamaGithub


ColorMunki, the integrated solution that gives you the freedom to design with any color from the visible spectrum. Even ones you never thought possible. Now you can swing from inspiration to production without losing color quality. And ColorMunki is so versatile, it is ready to help you grab color for your next idea.


Today is the third day in a row that Sam has been home from school. Ever since he came home from school sobbing on Monday, he's had a constant fever except for when he's under the influence of Motrin.
When he is under the influence of Motrin, he is perky, happy, and jumping around doing frequent Ewok impressions. Four to six hours later, he's flushed, sweaty, feverish, and yelling about, "My head hurts! My head hurts!" and "The light! It hurts my eyes!"
Because today was Day 4 of this, I decided to call the doctor's office to see if we should go in. After hearing about the headache and light sensitivity, they suggested we come in.
Here is Sam in the library the new armchairs in the doctor's exam rooms.
I wonder how often they've been puked on. Ick.
I didn't actually think he had meningitis. But it seemed like the responsible thing to do to take him to the doctor. The doctor offered to swab and test Sam for something, but as it wouldn't have changed the (non)treatment plan, I passed. If he's not better by Monday, we get to go back.
I'm hopeful that Sam will get to go back to school tomorrow, if only because it is incredibly sad to watch Jack gamely trooping off to school each day while his brothers cavort at home.
So now you know what I've been doing all week.
If he had spots - I would say measles. But I guess people don't get that anymore, do they? Well, at least he isn't feeling miserable ALL the time. Tiny silver lining?
Oh no, sorry to hear he's still not feeling well. We did the swab test last week to test for the flu but we passed. I hope Sam feels better soon!
Hopefully Sam feels better soon.
I had the same thing last month - two rounds of antibiotics to clear it up.
My son has been home all week with fever and cough, but none of the other symptoms, thank God!
If it helps this sounds like what went through NoVa for the last 3 weeks, high fever for a few days (for my son 102 on motrin and tylenol, 104 when they wore off) and then a low fever for a few more. Both my kids then got secondary infections and ended up on antibiotics but lots of kids didn't and got better after 5-6 days. Watch for sending him back to school too early - I heard of several kids relapsing because they went back before they were well.
Good luck. It could be a long haul if they get it sequentially (like mine did).
Aww hang in there. I was finally able to send mine back yesterday. To bad Moe only goes Mon - Wed.
Poor baby. At least the Motrin works. Weird symptoms though. Do you have a history of migraines in your family?
Gremlin mentioned his neck hurt the other day. He probably just slept wrong. Meningitis was the first place my (overactive) mind went.
Poor little guy! Hope he feels better soon.
I hate it when my kid is sick. And 9 times out of 10 when I take her to the doctor's, it's a virus and there's nothing they can do anyway.
Hope he feels bettah soon.
Maryelena, it never occurred to me that they would get it sequentially. Yikes. My fingers are crossed that they don't.
Poor little dude, I hope whatever it is goes away! I had something like that once last year, with a horrible headache and an unexplicablely high fever. It got so high at some point that I threw up just from the fever! But it went away. It was just some weird virus. I hate those things!
Hope the little guy feels better, and the others stay healthy. And you stay healthy.
Hope Sam is feeling better by now! And, hopefully Jack and Quinn will manage to escape whatever it is Sam has. Otherwise it will be "Germ Fest 2009" at your house too!! We have already been there....Not cool.
Poor Sam! Get better! And I have not seen these new chairs! And I was just there last week. Perhaps they move them into hiding when they see my crew coming!
Joseph had this same fever thing a while back. He would have a high fever and be miserable but as soon as they tylenol kicked in he would be just fine. I couldn't send him to school (because of the fear that the RAGING FEVER OF DEATH would return) but I hated keeping him home when he was just fine and dandy. He had it for like a week and he darned near drove me nuts.


It's an unfortunate cover. An otherwise stellar book that is covered in something less than kid-friendly. Sure enough, try as I might, "Boy" was an extremely hard sell. Come to find out this is the cover for adult readers. Luckily there are many other versions available.
One name: Richard Cuffari. Ubiquitous in the 1970s and 80s, yet any book with his cover is doomed in my library. Very sad. Check out the site http://jacketwhys.wordpress.com/ for a lot of good stuff on covers.
Thanks for the cover info – I'll have to look into this further. Amazing how much power covers hold. I like the site as well, already added it to my reader.


Glutrasol FE is a patented science-based specialty supplement we developed to support fertility in both women and men. A compromised immune function due to elevated stress may play a role in an estimated 30% of all fertility problems.
Based on chemistries veterinarians have found highly effective in increasing fertility rates in animals—by 70%, in some cases—Glutrasol FE is expected to complete human beta studies in 2018.
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So, how does GLUTRASOL FE support fertility, anyway?


Stefanie Herr, born 1974 in Germany, holds a degree in Architecture from TU Berlin. After working in architectural design and model making for several years, she decided to pursue a genuinely artistic career and began mainly experimenting on photographic relief sculptures in 2007. Stefanie currently lives and works in Barcelona. Since 2009, her delicate handiwork has been shown in several group and solo exhibitions across Europe.


I try to read minds which play tricks through your eyes.
Do they see what I see or is it just the blinds?
For the good odds, let me assume they hear, they see and they think the same.
Wouldn't they feed the shame and feel the same?
Won't it hurt to look around at people who know nothing about what destiny do they belong to?
Holding hands and walking through the streets as love binds them too.
But it's not the love of attachment , the pains , the share of heart that I'm talking about.
It's about the belief. The hope that keeps them stray.
Look around and you will see all minds just thinking the future and past.
But how long can we last?
Does anyone hear the footsteps of the grave master ? Or is it just another illusion?
You never know what every second beholds .
They say there is a ray of hope. They say don't dwell in past or get lost in future, but work for present.
But what does it mean? Why do people hustle everyday without knowing the future?
Don't think that I own a time machine, no I'm not that dope. Does that make you chuckle?
With faces , rubbed enough and loved enough.
With eyes that can see only the present and not the future.
But I will follow you too.
You don't have to see what I see cause that may confuse your eyes too.
I'll believe in all the graffiti and continue to go through the streets with minds like you.
Thank you for taking me on a journey with you.
Anytime 🙂 I hoped you liked the journey !


text:
Home News Josephine Lee appointed COO of Reed China
Josephine Lee appointed COO of Reed China
Reed Exhibitions Greater China, has announced Josephine Lee's name for the role of Chief Operating Officer.
Ms. Lee takes up the appointment after several successful years as Senior Vice President and later in 2016 as Executive Vice President of Reed Exhibitions Greater China. In this new position, in addition to Sales and Marketing responsibilities, Ms. Lee will oversee Reed Greater China's entire portfolio of events, as well as the Operations Team.
Josephine Lee joined Reed Exhibitions Greater China in 2003, and was a core part of the setup of its Beijing, Shanghai and Shenzhen offices. She has also played a crucial role in developing the Greater China businesses, including the growth of many events and the burgeoning Reed e-business team. In recent years, Reed's landmark gaming event, G2E Asia, has enjoyed renewed prosperity under Ms. Lee's stewardship. Today, the show is globally regarded as a model for generating new revenue streams through innovation.
Speaking of the appointment, Hu Wei, President of Reed Exhibitions Greater China and Korea said, "It gives me great pleasure to welcome Josephine to her elevated role. You cannot overestimate the significance of her contribution over the nearly two decades she has been part of the company. Over her long tenure, she has an excellent track record of integrity and dedication, bringing outstanding insight and value to the management team. We look forward to her continuing to leverage that wealth of experience in her new role."
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Барон Оскар Эберхард Зигфрид фон Вехтер (; 29 апреля 1825 , Тюбинген — 15 июня 1902 , Штутгарт) — вюртембергский немецкий , , общественный деятель, член вюртембергского сейма.

Биография
Представитель старой вюртембергской семьи с саксонскими корнями. Сын академика, ректора Тюбингенского университета Карла фон Вехтер-Шпиттлера.

Изучал право в Штутгарте. С 1868 года работал в страховой компании в Вюртемберге.

Много лет заседал в вюртембергском сейме. С 1862 по 1868 год был членом государственного парламента от Херренберга, с 1872 по 1876 год — членом государственного парламента от Штутгарта-Штадта. О. фон Вехтер также в течение нескольких лет был членом городского комитета граждан, а с 1879 по 1881 год — председатель комитета граждан Вюртемберга.

Решительно выступал против конкордата, заключенного правительством Вюртемберга с Папой Римским в 1857 году и за отделение церкви от государства. Выступал против участия в войне против Пруссии в 1866 году и 1872—1876 годах.

В 1868 году издавал популярную еженедельную газету «Der Landbote».

Творчество
Литературная деятельность О. фон Вехтера весьма разнообразна и касается, как чисто правовых, так и общественных вопросов, он автор многочисленных религиозных сочинений и биографических очерков. Из многочисленных сочинений его наиболее известны:
 «Das Verlagsrecht, mit Einschluss der Lehre von dem Verlagsvertrag und Nachdruck» (Штутгарт, 1857—1858);
 «Das Autorrecht nach dem gemeinen deutschen Recht systematisch dargestellt» (Штутг., 1875);
 «Das Urheberrecht an Werken der bildenden Kü nste, Photographien und gewerblichen Mustern» (Штутгарт, 1877);
 «Das Handelsrecht nach dem allgemeinen deutschen Handelsgesetzbuch» (Лейпциг, 1865); «Die Wechsellehre nach den deutschen u. ausländischen Gesetzen» (Штутг., 1861);
 «Das Wechselrecht des Norddeutschen Bundes» (Лейпциг, 1869);
 «Encyclopädie des Wechselrechts der europ. n. aussereurop. Länder auf Grundlage des gemeinen deutschen Rechts» (Штутг., 1879);
 «Das Wechselrecht des deutschen Reichs» (Штутг., 1883);
 «Bekenntnissgrund, Kirche und Sektenwesen in Wü rttemberg nac h Geschichte, Recht u. Lehre» (Штутг., 1862);
 «Karl Georg von Waechter. Leben eines deutschen Juristen» (Лейпц., 1881);
 «Vehmgerichte und Hexenprozesse» (Штутг., 1882);
 «Johann Jacob Moser» (Штутг., 1885).

Награды
 Орден Ольги (Вюртемберг)

Примечания

Ссылки

 Oskar von Wächter
 http://runeberg.org/nfcl/0684.html Oskar von Wächter]

Бароны Вюртемберга
Члены ландтага Вюртемберга
Издатели XIX века
Издатели Германии
Кавалеры орденов Вюртемберга


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Your model in this school is St. Aloysius Gonzaga after whom the School is named. This 16th century prince, heir to the throne of the Marquisate of Gonzaga in Italy and at his disposal everything he could have desired in life.
But inspired by a deep spirit of faith and moved by a deep love for his fellowmen, at the age of 18 he abdicated his rights and entered the Jesuit Order, founded by St. Ignatius of Loyola, to be a religious priest whose wealth would be god alone and whose happiness would be the service of others.
While Aloysius was still in training there was a plague in Rome. Victims of the plague had no hopes of recovery and were
being abandoned everywhere for fear of contagion. The youthful Aloysius who was then 24 rose up to the occasion with his companions and immediately set about caring for the sick and the dying, risking his own life.
The risk, however, was too great; Aloysius became a victim of the disease and died in the midst of his noble work, offering his life as a sacrifice for others.
Saint Aloysius Gonzaga


We're at Center Parcs longleat. Love it.
Well that's an exciting blog title if I ever read one! I should imagine that visitors to my blog will triple over night!
I've just signed Lacey Architectural Services up to the LABC Partner Authority Scheme, which I hope will make the whole building control experience much easier for me and my clients.
The ugly side of alternative energy.
Bolt on solar panels are ugly, and you shouldn't put them on your house!


Kapur R, Fink ES. Kapur R, Fink E.S. Kapur, Rahi, and Elizabeth S. Fink.Chapter e293.1. The Violent Patient. In: Tintinalli JE, Stapczynski J, Ma O, Cline DM, Cydulka RK, Meckler GD, T. Tintinalli J.E., Stapczynski J, Ma O, Cline D.M., Cydulka R.K., Meckler G.D., T Eds. Judith E. Tintinalli, et al.eds. Tintinalli's Emergency Medicine: A Comprehensive Study Guide, 7e New York, NY: McGraw-Hill; 2011. http://accessmedicine.mhmedical.com/content.aspx?bookid=348&sectionid=40381789. Accessed April 21, 2019.
Kapur R, Fink ES. Kapur R, Fink E.S. Kapur, Rahi, and Elizabeth S. Fink.. "Chapter e293.1. The Violent Patient." Tintinalli's Emergency Medicine: A Comprehensive Study Guide, 7e Tintinalli JE, Stapczynski J, Ma O, Cline DM, Cydulka RK, Meckler GD, T. Tintinalli J.E., Stapczynski J, Ma O, Cline D.M., Cydulka R.K., Meckler G.D., T Eds. Judith E. Tintinalli, et al. New York, NY: McGraw-Hill, 2011, http://accessmedicine.mhmedical.com/content.aspx?bookid=348&sectionid=40381789.
Emergency personnel worldwide witness the effects of violence in society while caring for its victims. Over the last decade, ED personnel have also witnessed an increased prevalence of violence within the ED. Multiple factors contribute to verbal and physical assaults on ED staff members: unlimited and unrestricted access to patient care areas, family and friends of critically ill patients who have heightened levels of frustration and anxiety, patients who are substance abusers, prolonged waiting times, staff shortages, overcrowding, patient financial problems, and high expectations of the patients. ED personnel have very close interaction with the public and handle drugs, both of which are workplace characteristics that make violence more likely.1 As a 24/7 operation, the ED is also exposed to the increased violence that occurs at night.2 As the problem of violence in the ED has increased, so has the body of literature that addresses this issue (see PubMed search hits for violence and emergency department by decade in Table 293.1-1).


text:
The Women's Freestyle 68 kg is a competition featured at the 2021 European Wrestling Championships, and was held in Warsaw, Poland on April 21 and April 22.

Medalists

Results
 Legend
 F — Won by fall
WO — Won by walkover

Main Bracket

Repechage

References

External links
Draw

Women's Freestyle 68 kg
2021 in women's sport wrestling


WordPress is one of the most popular CMS and blogging platforms out there. The ability to add a wide variety of plugins makes it extremely powerful and robust. LMS.org has put together a collection of LMS WordPress Plugins & Templates so you can provide low cost eLearning and training solutions to your website visitors.


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Zavvi's A To Z Of Directors | Christopher Nolan
Tom Pitts
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The Dark Knight of cinema, Christopher Nolan is one of the most popular and influential directors of his time. His work has been as 'intensely embraced, analysed and debated by ordinary film fans as by critics and film academics' and is possibly the closest you can come to the oxymoron 'an art-house blockbuster'. He is an innovative and emotional storyteller with artistic ambition and philosophical depth, more often than not resulting in thought-provoking tales of epic proportions, both gritty and complex. Though due to the sheer scale of his imagination Nolan is forced to execute some of his vision in CGI he continues to champion the integrity of the photographic image and is known for his continued use of film stock over digital recording methods.
Image Source: Rex Features
Written by: Jonathan Nolan, Christopher Nolan
Starring: Matthew McConaughey, Anne Hathaway, Jessica Chastain, Michael Caine
Cinematography: Hoyte van Hoytema
The earth is dying and efforts to look for a new home for humanity result in a final space mission by a group of scientists and an ex-pilot desperate to be reunited with his family once he knows that he has secured their future.
To escape comparing Interstellar with Kubrick's 2001: A Space Odyssey and Contact (also featuring Matthew McConaughey) is unavoidable, however the intensity of both the imagery and emotion of Interstellar make it a tremendous space epic in its own right. In one scene in particular, where space-time distortion means every hour that passes results in lost years on earth, Nolan manages to make the struggle of his characters feel so impossibly personal – a feat he seems to be perfecting with each new film. The Guardian's Tom Shone quite accurately summarizes Interstellar as 'a fiendish compound of grief, longing, loss and awe at time's immensity.'
With a consultant theoretical physicist on hand throughout filming, it was Nolan's goal to make the film both believable and genuine wherever possible, and this effort doesn't go unnoticed. Mind-blowing as some of the paradoxes might seem, the scientific 'details' in Interstellar certainly add to the urgency within the film regardless of their credibility.
The Dark Knight Trilogy (2005-2012)
Written by: Jonathan Nolan, Christopher Nolan, David S. Goyer
Starring: Christian Bale, Heath Ledger, Ken Watanabe, Aaron Eckhart, Tom Hardy
Cinematography: Wally Pfister
Nolan's trilogy portrays Batman in three very different acts; Batman Begins, The Dark Knight and The Dark Knight Rises. The first chapter follows Bruce Wayne's transformation into the infamous masked vigilante, followed by his psychologically charged battle against the chaotic Joker and subsequent self-imposed exile, culminating in Batman's return to Gotham to save it from the self-destructive grasp of guerilla terrorist Bane.
With humanity and realism at their core the films are undoubtedly darker in tone than previous installments on the caped crusader, (and more than a few worlds away from the 'Holy smoke!' days of Adam West and Burt Ward.) Christian Bale stars as the thunderous hero that Gotham needs, alongside a star-studded cast across the trilogy including Michael Caine, (Nolan's 'good luck charm') and the last full performance of Heath Ledger before his untimely death.
Written by: Christopher Nolan
Starring: Leonardo DiCaprio, Joseph Gordon-Levitt, Ellen Page, Marion Cotillard
Dom Cobb is an 'extractor', an idea thief, who uses experimental military technology to infiltrate the subconscious mind of his targets in order to acquire information. He is forced to carry out the impossible, and implant (rather than remove) an idea in order to clear his name for good.
Bend your mind to comprehend the world within a world (within a world) and the layered physical consequences of Nolan's characters trapped inside a dream. In Inception architecture becomes fluid, reality is turned on its head, and we are given a visually stunning glimpse into the imagination of someone upgraded Orwell's idea of 'thought-crime' into a different kind of weapon.
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Independent & foreign film aficionado, Pilsner lover and Rocket League troll. I'm a big fan of the work of directors like Wim Wenders and Wes Anderson, and a sucker for pretty cinematography. Will take an isometric, turn-based tactical RPG over an FPS any day of the week.
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Previous chapter: R.0314
R.0204
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Train formation
When you drive along the highway, you will want to keep a safe distance from the vehicle in front and you'll want a clear gap on either side. All this takes up a surprising amount of space. Any economist will tell you that empty space is wasted space, and one can get more value out of the highway system by joining vehicles together. For example, each truck can tow a trailer. A trailer confers two advantages: first, the operator delivers two loads with one driver, which halves the staff costs, and second, two vehicles joined together take up little more space than one because the trailer doesn't need a safe gap in front. Hence, coupling vehicles in pairs will almost double the capacity of the highway. The same applies to other forms of transport such as canals and railways. Railways have the unique advantage that users can join together vehicles in much larger numbers to get a much larger saving. It is almost as easy to drive a train of ten coaches as a single railcar, so per hectare of land, the capacity of a railway line to handle traffic is potentially huge. A twin-track railway can serve around 10 trains per hour in each direction, and if each train carries 1000 passengers, the overall throughput comes to 20 000 passengers per hour, more than twice the capacity of a six-lane motorway. Of course, it's not quite that simple. Trains must be assembled from vehicles of the right kind in the right order, and when vehicles are joined together in large numbers, they don't always behave as you might expect. In this Section we'll ask why, and explore some of the practical implications.
Marshalling the train
A train consists of one or more vehicles connected together and moving under the control of a single driver. The vehicles can be passenger coaches or freight wagons, or occasionally a combination of both. It will be propelled by a locomotive, or alternatively motors built into the vehicles themselves. In earlier times, a freight train would include a brake van at the rear (figure 1). Today, most wagons are fitted with air brakes and the brake van is no longer needed, but the order in which the vehicles are 'marshalled' is still important. The driver and the controls need to be at the front so the driver can see where he or she is going, and while the power source that keeps the train moving is often located close to the driver, this is no longer necessary and nor is it ideal for a fast-moving train. And the wagons need to be assembled in the right order, because once they are coupled, it's difficult to add vehicles to or remove them from the middle of the formation.
Schematic illustration of a train formation
What trains are made of
Passenger trains and freight trains differ in many ways. Let's start with size. On the whole, passenger trains are shorter, usually between 2 and 12 coaches long compared with 20 or more wagons in a freight train. Ultimately, the length of a passenger train is limited by the length of the platform at the stations it serves, and since passenger coaches are generally about 20 m long, a high-speed service with 8 trailer coaches will measure a total of 200 m in length including power cars. The Brussels-Paris-London Eurostar with 18 trailer coaches is exceptional, having a total length of 400 m. Most high-speed trains need a large rectifier bank together with other equipment that cannot easily be fitted underneath the passenger coaches; they are usually provided with separate power cars, one each at the front and rear (figure 2). The set of coaches in between is called a rake. Each coach will seat between 40 and 50 passengers, so an 8-coach rake will carry up to 400 in total. Many of the coaches are designed to provide specific functions (such as the restaurant car) and will normally be coupled in a specific order. If the coaches are articulated (figure 3) they cannot easily be separated except at the maintenance depot. Articulation has the advantage [22] of eliminating overhang at the end of each passenger cabin and damping down relative motions between neighbouring cars, which improves the quality of the ride. And since for each coach there are only four wheels in contact with the rail (only two in the case of the Talgo trains), the train makes less noise. On the other hand, articulated bogies are more complex to build and maintain, the wheel loadings are higher, and since a fault effectively disables the whole rake, scheduling becomes more difficult.
Formation of a passenger train
Articulated rake
Articulated bogies are normally confined to high-speed trains. By comparison, regional trains must be more flexible. And they are lightly built and more sparsely furnished because they carry more passengers per unit of floor area. A regional express will seat about 70 passengers per coach. A suburban service or metro will carry even more passengers - over 100 per coach during peak periods - but many will have to stand. In either case, if the track is electrified the motors will be slung under one or more of the passenger cabins so there is no power car as such.
So much for size: what about the weight? Typically, a high-speed passenger train with two power cars and 8 coaches seating a total of 400 passengers weighs around 400 tonnes. It doesn't make much difference whether the coaches are loaded or empty. If you reckon each passenger at 75 kg including luggage [26], the total payload comes to 30 tonnes, less then 10% of the gross weight of the train. To put it the other way round, the dead weight is many times greater than the payload, roughly 1 tonne for every passenger [11]. This might seem excessive, but railway coaches are built with a robust and almost impenetrable shell so they protect passengers in the event of a derailment or a collision with a line-side object. And the weight per passenger is actually about the same as the equivalent figure for a jet airliner such as the Boeing 747, or an automobile, which weighs over a tonne and spends much of its life carrying only a single occupant.
Freight trains are a different matter. They fall into two distinct categories: those in the first category are made up of individual freight wagons each with its own specific origin and destination. Trains of this type are engaged in the traditional form of distribution, known in the UK as tripping. Those in the second category are block trains, trains made up from identical wagons hauled together from a single origin to a single destination. Tripping services require a flexible approach because the wagons must be capable of being coupled and uncoupled possibly several times during the journey. Trains in either category contain at least 20 vehicles and often stretch further than the eye can see. The maximum permissible length for freight trains in many European countries is normally 750 m, but this is modest compared with some of the trains that carry bulk loads in less densely populated regions. In Australia in 1996, a train 6 km long and hauled by 10 locomotives weighed nearly 60 000 tonnes [4], and there have been heavier ones since. On a reasonably level track the total weight can be increased almost indefinitely by linking up smaller units into larger ones: the locomotives are positioned at intermediate points along the train so the traction is distributed evenly and the coupling forces minimised. The intermediate locomotives are controlled remotely by radio. In practice, things are not quite so simple because as we shall see later, quite dramatic longitudinal forces can be set up in a long train that may cause damage unless carefully managed.
Assembling a passenger train
When railway lines were first built in Britain, no-one was sure how they would work. Passenger coaches were equipped with primitive wooden seats but no roof, and supported on two axles like the horse-drawn trucks that were used in the coal mines of the north-east. And like trucks, they were joined together in whatever order seemed convenient at the time. The main challenge was not to form the train but to build a steam locomotive powerful enough to haul it from one end of the line to the other. What would the locomotive look like, and how should the boiler, cylinders and control levers be arranged? From the earliest days, the driver was positioned at the rear end of the chassis with the smoke-box and funnel at the front, so the driver had a restricted view of the track ahead. If this seems puzzling today, the reason was that the crew had to stand close to the coal and water supplies that were carried in a separate tender towed behind the engine. It was towed behind because if pushed ahead it was likely to derail, a point to which we'll return later. There was also the stability of the loco itself to be considered. As speeds increased towards the end of the nineteenth century it was found that a locomotive could become dangerously unstable, zig-zagging from side to side in a motion called 'hunting' (see Section R0418). Partly in order to damp down the oscillations and partly to guide locos round curves, designers added pony trucks to the front of the chassis. They helped to cure the stability and curving problems, but only when the vehicle was moving forward. The steam loco was a one-way beast.
This requirement made the business of train formation more complicated than it is today. If you wanted to run an express service starting from a mainline terminal, the locomotive that was scheduled to haul the train couldn't be used to bring the coaches into the departure platform because it would be facing the wrong way as well as being at the wrong end of the train. It was therefore necessary to provide a second locomotive, usually a smaller shunting engine, to set up the formation. The express loco would arrive afterwards, reversing into the station to be coupled to the leading coach. The procedure for dealing with an arriving service followed a similar pattern but in reverse order. However this wasn't always possible on a minor branch line with limited facilities, and the same locomotive was employed for the outward and return leg of each service. Here, the tank engine proved useful. The tank engine did not need a separate tender, and although not very fast, it could haul a few coaches quite happily in either direction without having to turn around in between. The only requirement at the remote terminal was a headshunt with two turnouts so the loco could run round to the opposite end ready for the return journey (figure 4).
Headshunt at a terminal
Reversing the orientation of a locomotive on a Y-section of track
Balloon loop
By contrast, faster locos with tenders were rotated through \(180^\circ\) so they could operate in either direction on a main line. There were several ways of doing this: for example, major depots were provided with a turntable (figure 5). Another method was to run the loco through a track section arranged in the form of a triangle with three turnouts as shown in figure 6, a facility that was usually available on a main line network within a reasonable distance of the terminus. In some cases, the terminus was provided with a balloon loop so the whole train could double back in an arc without uncoupling the locomotive at all (figure 7). A well-known example was the loop at Grand Central Station in New York. Today, almost all locomotives can operate equally well in either direction and such measures are not needed. But the Eurotunnel shuttle system between Calais in France and Folkestone in the UK is an exception. In order to maintain a high throughput, the trains are designed to run in a fixed direction on a continuous circuit. There is a balloon loop at either end, but because of the limited area of land available, the radius of curvature is relatively small, which causes appreciable wear of the wheel treads and flanges on the outside of the curve. To counter this, the track is actually laid out as a figure-of-eight as shown in figure 8, so the balloons are opposite-handed and the wear is more evenly distributed between the wheels on either side of the train (see the web site [29] listed at the end of this Section).
Opposite-handed balloons at the terminals of the Eurotunnel system
However, conventional passenger trains today are usually made up of fixed-formation rakes with a driver's cab at each end so the train as a whole can shuttle backwards and forwards between terminals without having to turn round. Regional and local services are often built up from two or more complete sets so that the formation can be divided en route. One set continues on the main route while the second diverges onto a branch line. The division takes place at the station immediately upstream of the junction. It's not an ideal arrangement because passengers sometimes find themselves in the wrong part of the train and have to scramble along the platform to avoid being taken to the wrong destination. Even more exciting is the practice of trains dividing on the move. At one time it was not unusual for express services to shed coaches from the rear of the train at intermediate stops without the main body of the train losing speed. In 1914, there were 200 services in Britain that operated in this way, and the practice only ended in 1960 [17]. The process only worked in one direction. No-one has yet discovered a way of assembling a train at speed even under computer control.
Freight operations
By comparison with passenger trains, freight trains have always been noisy, dirty and slow. The traditional railway distribution process is known as tripping. Each consignment is loaded onto a general-purpose wagon, and the routing of individual wagons is based on the hub principle. Wagons are collected from their respective rail heads by a small diesel loco, either individually or in small groups, and taken to a nearby marshalling yard, where they are sorted into larger trains each bound for a particular destination. The sorting operation takes place within a group of sidings or 'classification tracks': parallel tracks that branch out from a single approach (figure 9). When a train arrives, the loco is removed and the wagons are parked on the approach. A shunting engine then pushes the rake back-and-forth, each time dropping off one or more wagons into the appropriate siding; the wagons in each siding are then made up into outbound trains. Sorting consignments in this way is a slow process. Hauling them to the next stage can be a slow process too, because, as we'll see later, empty wagons have a propensity to jump the rails and loaded wagons to break apart, so they are rarely allowed to travel at more than half the speed of a mainline passenger train. The slow travel speed together with time lost in the shunting yard means that it often takes more than a day to transport a cargo over a relatively short distance - an average of roughly 100 km in the UK [13].
Sidings
The sorting process can be speeded up by rolling the wagons one after the other down a slope and switching each wagon separately onto its classification track, the turnouts being controlled from a central control box. During the twentieth century, a proportion of freight yards were converted to operate in this way, and for a while they were successful although demand has since declined. From the 1960s onwards, tripping operations suffered through competition with road transport, not least because a lorry can deliver from door to door whereas a shipment by rail will usually begin on a lorry and finish on a lorry with at least two transhipment operations in between. In future, it is conceivable that wagons can be shunted automatically by vehicles under remote control [16] [28], and as we'll see later, other developments are being considered. But in many countries, the decline has been offset by growth in block trains. Block trains are used for transporting in bulk, for example gravel, iron ore, grain, refrigerated food, and containers. The wagons that make up a block train are specialised to the extent that they are all built to the same specification, which is tailored to the cargo they are carrying. An example of extreme specialisation might be the supply of coal from a stockpile to a power station. For many years now, trains have been operating this kind of service like a conveyor belt on a continuous circuit, loading and unloading while creeping along under electronic control at a little under 1 km/h [9].
Longitudinal dynamics
A railway wagon is a simple contraption, and like any other vehicle, it obeys Newton's laws of motion. For example, if you pull steadily on one of its coupling it will pick up speed, accelerating at a rate proportional to the applied force. Yet when joined together in a train, wagons sometimes appear to take on a life of their own, jostling one another like unruly children. Their group behaviour emerges from the way they are connected. A certain amount of slack is built into the couplings, so that when an impulse is applied to any one vehicle, the vehicle transmits the event to its neighbours only after a short delay. As a result, considerable forces are set up between adjacent wagons that unless carefully managed, can be large enough to compromise the stability of the train.
Forces between wagons
Let's begin by imagining a conventional freight train hauled by a loco at constant speed along a straight, level track. Under these conditions, the whole train will be in tension because each wagon has a certain resistance to motion and exerts a retarding force on the train. The retarding force arises from air resistance and rolling resistance as described in Section G0119. At a speed of 50 km/h, the resistance is quite small, about 18 N per tonne [10]. So the total resistance for a wagon whose gross weight is 50 tonnes comes to about 0.9 kN. For the moment let's just call it \(S\).
Under these conditions, the tensile force acting on each coupling between adjacent vehicles is steady and predictable. Suppose there are 30 wagons in the train, numbered 1 to 30 from front to rear. The last wagon needs a steady force of \(S\) to keep it moving at the stipulated speed, so the tension in the coupling between wagon number 29 and wagon number 30 is just \(S\) (we'll adopt the convention that tension is positive and compression negative). Similarly, wagon number 29 requires a force of \(S\) plus the force \(S\) required to haul along wagon 30 behind, so the coupling force between wagon 29 and wagon 28 is \(2S\) newtons. The coupling force rises in equal increments from the rearmost coupling to the leading coupling on wagon number 1, where it peaks at \(30S\) newtons. The variations in coupling force along the train are shown diagrammatically in figure 10.
Pattern of coupling force in a front-hauled freight train
Negative forces between wagons in a train of wagons pushed from behind
So what happens if the loco is coupled to the rear of the train and pushes the wagons instead? The profile of coupler forces is reversed, with the force between neighbouring vehicles increasing from front to rear as shown in figure 11. The peak force occurs between the loco at the rear and wagon number 30, and this time it's compressive so we write it as \(-30 S\) for a train of 30 wagons. (Note incidentally that compressive forces between vehicles don't always act through the coupling in the way that tensile forces do. For example, with old-fashioned screw link couplings of the kind still used in the UK and Europe, the links are not rigid. They carry only tensile forces, and therefore any compression force must pass through the buffers.) Now, since any wagon can be marshalled into any position during its working life, its couplings must be capable of handling the maximum tensile and compressive loads likely to be experienced anywhere in a train. For the train in question, consisting of 30 wagons each with a resistance of 0.9 kN, the steady-state force owing to rolling resistance on a level track is about 26 kN, not a huge amount. But it greatly increases on an uphill gradient; if the slope is 1.5% the loco must overcome a component of the train weight that amounts to 0.015 x 1500 tonnes or 225 kN approximately.
Moreover, in practice the forces in the couplings fluctuate over wide range. Fluctuations or shock loads can be several times higher than the static loads, which explains why standard screw couplings on European freight wagons are designed to carry loads up to 850 kN [2]. And since repeated shock loads tend to encourage fatigue cracks, it is better to keep the loads within more conservative limits.
Mexican wave
During a dull passage of play, spectators at a football match will sometimes take part in a 'Mexican wave'. Taking their cue from the people sitting next to them, they rise from their seats, raise their arms in the air, and sit down again. This creates a ripple that travels round the arena at a characteristic speed of about 12 m/s [12]. Waves can travel along a freight train too: the motion is less obvious but if you live near a railway line you will have heard the melancholy clanking of the coupler chains at night. When a freight locomotive accelerates from a standing start there is a brief delay while the slack in the first coupling tightens, followed by another delay as the slack is taken up between wagon no 1 and wagon no 2, and so on. The effect is called 'run out'. A similar effect occurs in reverse when a loco slows down: if the wagons don't have air brakes, they will close up one at a time, ramming each other in turn to create a shock wave that passes along the train [5]. This is called 'run-in'. The amount of slack depends on the type of coupling and tends to be greatest for the old-fashioned screw couplings used in Europe. Even if the wagons have air brakes they don't all act at once. When the driver applies the brake lever, the signal is transmitted via a brake pipe at finite speed so there will be a delay in the actuation of the brakes on successive wagons. As a result, for a train 700 m long there may be a lag of 5 seconds overall from front to rear until the brakes on the trailing wagon take hold [7].
In addition to steady-state loads and shock waves, there is a third category of motion that occurs only with freight trains hauled by locomotives inserted at intermediate points within the train. It takes the form of slow undulations in the coupling force (usually remaining in tension throughout) as the locos continually speed up and slow down a little, out of phase. There are no shock impacts, but the amplitude of the force variations is significant [5].
Longitudinal forces between neighbouring coaches on a circular curve
S-bend at a cross-over
Longitudinal forces in a train can cause trouble. We have already touched on the possibility of fatigue failure in the couplings under tension; less obvious is the effect of compressive forces. A compressive force introduces a different kind of risk, and one that is especially relevant for freight trains. If you have played with toy trains you'll know that when you push a train from behind, derailments are frequent because the compressive loads between neighbouring vehicles tend to prise them sideways off the track. Figure 12 shows a vehicle within a rake travelling round a circular curve. The angular difference between the longitudinal axes of adjacent vehicles is \(\theta\). We imagine a compressive force \(Q\) transmitted from vehicle to vehicle through the couplings, and by symmetry, this force \(Q\) acting on any particular coupling of any particular vehicle forms an angle \(\theta / 2\) with its longitudinal axis. Hence each vehicle is subject to lateral force away from the centre of the circle. This is opposed by the lateral reaction \(Y\) between the outer rail and the outer wheel flange of each axle. Note that this flanging force occurs independently of and in addition to any centripetal force arising from the speed of the train. Resolving at right-angles to the vehicle axis we find that
\[\begin{equation} Y \quad = \quad Q \sin \frac{\theta }{2} \end{equation}\]
We know from Nadal's criterion (see Section R0314) that there is a limit to the flanging force \(Y\) that the wheel can resist before climbing the rail, and since the smaller the curve radius the larger the angle \(\theta\), the formula confirms what we might expect, namely that when you push a train from behind it is likely to 'spring' off the rails on a sharp curve. Another critical situation [21] arises on an S-bend of the kind that occurs on the cross-over between two parallel tracks as shown in figure 13. Compressive forces acting through the couplers tend to swivel the wagon about a vertical axis, so that each axle is forced sideways against the rail, but this time in opposite directions.
Lateral reactions between the wheel flange and rail increase the likelihood that the wagon will be forced off the track, but Nadal's criterion tells us that the effect is more serious if at the same time the vertical reaction between the wheel and rail is reduced, i.e., the wheel 'unloads'. If the train is subject to a compressive load through the couplings, a shock impact can jolt the wagon and make it pitch with one axle lifting vertically so that it almost loses contact with the rails: theoretically, a force greater than 200 kN can cause it to derail altogether [3]. This is why freight trains should ideally be configured with empty cars at the rear, where the longitudinal impacts are less severe [1].
Distributed power
We are so accustomed to seeing a locomotive hauling a train from the front that we don't question whether the front is the best place to put it. It is true that the driver must be near the front to have a clear view of the track ahead, and if the loco in question is a steam engine it must be located at the front too, so the driver can reach the controls. But if you haul a train from the front you risk pulling it apart, a risk that can be lessened if the locomotive is placed further aft in the formation, and controlled through an electronic circuit or through digital radio. This raises some interesting possibilities. For example, if you are running a shuttle service on a rural branch line, it makes sense to keep the loco permanently coupled at the same end of the train throughout (figure 14), so it pulls the train on the outward journey and pushes it on the way back. This makes the line more efficient since no time is wasted running the loco round the stationary rake at the end of each trip. It does however require a second driving cab with remote controls installed in the tail of the last coach.
Locating the tractive unit on a shuttle service
But is it safe? We saw earlier that compressive loads tend to de-stabilise a train. It is well known that empty freight wagons are liable to derail if pushed from behind, and experiments with passenger trains on the Weymouth line in the UK during the 1970s showed modest increases in the lateral forces at the first coach when the loco was coupled at the rear [20]. However, the derailment risk is relatively small for passenger coaches, which have a soft suspension that keeps each wheel pressing on the rail when the coach is jolted, and for which the compression loads are generally modest compared with a freight train. In fact, regional 'pusher' services have run for many years in the UK without any problems [24]. And where the track alignment is sufficiently well maintained, high-speed trains will run safely with the power car at the rear: the UK East Coast Main Line service operates at 225 km/h (140 mph) as a 'pusher' on its return journey from the north of Britain to London; as shown in figure 15 there is one power car permanently coupled at the north end with a control cab, and a trailer car known as the 'DVT' (Driving Van Trailer), also with a driver's cab but no motors, at the south end [23]. On the German ICE system, speeds of 300 km/h are allowed with the loco at the rear [25].
Formation of Intercity 225 trains on the UK East Coast Main Line
Another possibility is to put the loco in the middle. Let's return to our earlier example. If the locomotive is placed in the centre of the 30 wagons as shown in figure 16, the first fifteen wagons are being pushed so the compression profile peaks at \(-15 S\) immediately ahead of the loco, while the tension profile peaks at \(+15 S\) immediately behind the loco because it is pulling fifteen wagons. Compared with a front-hauled train or a 'pusher', the maximum force under steady state conditions is reduced numerically by a half. Power cars located in the centre of the train were once proposed for the Advanced Passenger Train that was run experimentally in the UK during the 1970s. However most high-speed trains have since adopted a common arrangement with a power car at the front and another at the rear. Again, as shown in figure 17, the steady-state coupler forces are reduced by a half. Those in the leading half of the train are tensile while those in the rear half are compressive.
Steady-state longitudinal forces for a train with the loco in the centre
Steady-state longitudinal forces for a train with a power car at both the front and rear
This arrangement doesn't work for a freight train though, because compressive forces tend to destabilise the wagons, especially when they are empty or partially loaded. It is better put the first loco at the head and the second halfway down the train as shown in figure 18. In Canada, a freight service was run experimentally in this configuration as early as 1967, with the second loco in mid-train under radio control from the leading cab [19]. Not only is the maximum coupler force halved compared with the front-hauled equivalent, but in addition, the force immediately ahead of the second ('remote') loco is zero: the pattern is the same as if two separate trains of half the original length were travelling in close formation along the track. This suggests that we could make a freight train as long and as heavy as we want by joining together a series of smaller trains: provided the motive power is evenly distributed among the wagons, the coupling forces can be maintained at the same level as if the trains were moving independently. In practice however, this is not as simple as it looks because as described earlier, a long train is liable to oscillate from front to rear as it moves along, rather like a caterpillar whose body stretches and squeezes in waves that pulse at regular intervals from head to tail. Although the oscillations are not spectacular, a sophisticated control strategy is needed to contain the coupler forces within their fatigue limits. A frequently used configuration for heavy trains consists of three locos at the head and two more placed about two-thirds of the way along the train, although the best positioning of the 'remote' group is still under debate [8].
Distributed power arrangement for a freight train
Finally, let's turn to a different kind of train altogether. Vehicles employed on a light rail system such as a metro, a tramway, or a suburban railway are designed to make frequent stops and starts. Hence they must brake and accelerate quickly to maintain a viable average speed. This can't be achieved with a traditional formation hauled by a locomotive regardless of its position within the train, because the locomotive wheels can't develop enough friction. Only a small proportion of the total weight rests on the powered axles, and a powerful loco is not much use if the wheels are slipping. The answer is to distribute motors along the whole train, slung from the vehicles that carry the payload. The higher the proportion of the axles that generate traction, the better the performance.
If you liken a railway train to a pearl necklace, then the couplings between wagons are the string on which the pearls are threaded: not the most eye-catching part of the machinery but vital to its operation. Without them, the whole concept of a railway falls to pieces. Since 1850, engineers have produced and patented hundreds of different designs. To be successful, a coupling must be simple, safe and easy to use, and utterly reliable in operation.
Manual couplers
At the dawn of the railway era, chain-making was an established industry. If you wanted to lift something heavy, a steel chain was the best way to do it, and being made in large quantities, it was relatively cheap and widely available. So not surprisingly, engineers adapted chains for railway use. Each vehicle was equipped at either end with a hook and a three-link chain permanently attached to the chassis frame (figure 19). Vehicles were coupled manually by a railway employee using a wooden pole; in a British freight yard the employee was known as a 'shunter'. The shunter lifted the end of the chain with his pole and dropped it over the hook of the next vehicle (this left one hook and chain unused). The pole enabled the shunter to make the connection without stepping onto the track between the vehicles. The chain couldn't be drawn tight, so the system was noisy, and for many years, 'loose-coupled' trains would rattle and clank their way along railways in many parts of the world.
Three-link coupling
But loose couplings were also a boon, because they made starting easier for a freight train carrying a heavy load. When the locomotive began to move, the coupling to wagon number 1 would tighten first, and the wagon would begin to move. A moment later, the coupling between wagon number 1 and wagon number 2 would tighten also, and the second wagon would begin to move. The starting wave then passed along the whole train until all the wagons were in motion. The loco did not need to accelerate all the wagons simultaneously, and by applying relatively modest traction to each wagon in turn it was possible to move a load that might otherwise lie beyond the engine's capacity. But this called for considerable skill from the driver. If the loco accelerated too quickly, the intensity of the starting wave would increase as it moved rearwards from one wagon to the next. By the time it neared the tail end of the train, the wagons downstream could be moving quite quickly, and any wagon near the tail would receive a considerable jerk or 'snatch' that was liable to break the coupling. When braking, the same process could happen in reverse, with the wagons at the tail running into the main body of the train and making a considerable impact. The shock loads encountered on passenger trains were less severe, but they made travel uncomfortable, particularly for passengers in the last coach.
Consequently, loose-coupled trains couldn't travel very fast, and locomotive engineers strived for something better. The solution was the screw coupling, invented by Henry Booth, a railway promoter who worked with George Stephenson and became the secretary and treasurer of the Liverpool and Manchester Railway company. A screw coupling was just a three-link chain whose central link was replaced with a threaded spindle (figure 20). Each vehicle was equipped at either end with a screw chain and a hook. To connect two vehicles, using his pole the shunter would lever one of the screw chains over the hook of the other vehicle as before, and after he had connected the vehicles in a train, he would visit each coupling in turn and wind the spindle to tighten the chain. This drew the vehicles together and produced a small pressure on the buffers so there was less jerking when the train moved off or when the brakes were applied [27]. But it was a risky operation, and remains so to this day. To complete the last step, the shunter is obliged to move into the gap between neighbouring vehicles and for a while becomes invisible to the train driver. The same applies when uncoupling two vehicles: the shunter must move into the gap and loosen the screw link before using his pole to lever the chain off its hook. Any inadvertent movement of the train can lead to horrendous consequences. And both the screw coupling and its predecessor the three-link coupling carry another risk. If a vehicle moves while the shunter is attaching or detaching the coupling, his pole can jam and throw him bodily into the air. While working for the national railway company some years ago, your writer was assigned to help carry out a survey at the scene of a fatal accident of this kind that had occurred in a freight yard in the north of England.
Automatic couplers
In a freight yard where hundreds of wagons are sorted every day, coupling and uncoupling is a labour-intensive process that adds significantly to the journey time of each consignment and to the cost of the operation as a whole. Quite early on, railroad companies in the USA grasped the need for coupling that would engage automatically, with minimum risk to employees. The solution was provided by Major Eli Janney, a Confederate veteran of the Civil War, who patented his device in 1873. Adopted as standard in the USA eighty years later [18], it is still in common use. It looks a little like a human hand, with the fingers bent round to grasp the coupling on the next vehicle in the train (figure 21). The devices at opposite ends are both right-handed, so that the couplers on any wagon will mate with couplers on any other wagon regardless of orientation. Each coupler is welded to a draught gear unit that we'll describe shortly.
Janney coupling
Variations of the Janney coupler have since spread to countries throughout the world under different names including the buckeye (the name by which it is commonly known in the UK, where it is used mainly for passenger stock) and proprietary names such as 'Tightlock'. The secret of the coupler's success is a locking pin that holds the outer 'fingers' firmly in place. Before two wagons can be connected, a shunter must raise the locking pins so the fingers can swivel out of each other's way. He does this manually via the cut lever, which is operated from either side of the wagon and does not require the shunter to step between the wagons. The engine driver then closes the gap. When two wagons are pushed together the fingers close around each other and the locking pins drop automatically into place. Later, the shunter can hook up the brake pipe, and in the case of a passenger train, the electrical connections.
There are several aspects of the design that we won't go into here, some of them quite subtle such as such as the shape of the knuckle faces, which must allow for variations in the geometry that occur when the angle between neighbouring wagons changes during the course of a journey, for example on a horizontal curve or on the crest of a vertical curve. And several alternative devices have since appeared such as the SA3 coupling [15], which was once mooted as a standard coupler for railways in Europe but was never taken up. It is now widely used in countries of the old Soviet Union. There is however a fully automatic system in which the brake pipe and electrical connections are made in a single operation when the two vehicles are pushed together. The Scharfenberg coupling is a complex and sophisticated piece of equipment widely used on German high-speed passenger trains [14].
Draft gear
One of the requirements that distinguishes the Janney coupler from chain link types is that it must be rigidly mounted on the vehicle frame so that the two knuckles of neighbouring vehicles line up when they are pushed together and will transmit compressive forces between vehicles. In order to reduce shock loads during shunting, the coupler allows longitudinal movement up to about 80 mm against the pressure of a spring and damper. The spring and damper are contained within a cylinder welded to the wagon chassis, and together the assembly is known as the draft gear. The spring can be made from polymer or steel, and the coupler shank is encircled by steel wedges to provide a simple form of damping [6].
When freight wagons or passenger coaches are joined together to make a train, they can move about on the network in greater numbers, and in greater safety, than would otherwise be possible. The aim is to ensure an appreciable time gap between successive vehicles entering any particular section of track so they don't run into one another. Longer trains mean longer gaps - and fewer drivers. The result, paradoxically, is that for most of the time a railway track seems idle. If you stand on a railway bridge overlooking a main line, you may have to wait for several minutes before anything happens. And when a train appears, it will occupy the track only for few seconds before the line becomes quiet again. The principle has worked well for over a hundred years and will probably continue to do so as far as passenger traffic is concerned. But freight traffic is a different matter. Freight trains are cumbersome to assemble and take apart, and the shunting process accounts for much of the total journey time from depot to depot. How much better if wagons could be routed individually or in small groups, travelling direct from origin to destination and thereby making use of spare network capacity outside busy periods [28] [30]. Using technology developed over the last twenty years or so, motor cars can effectively drive themselves, so it's not difficult to imagine autonomous freight wagons, each powered by its own electric motor or diesel engine, travelling in close formation like ghost trains in the night.
Based on tests and computer simulation, there seems to be a convincing case that one can safely push a passenger train from behind - it's unlikely to derail if suitable precautions are taken. But this leaves open the question of what might happen if things went wrong. When a coach in a front-hauled train derails, it is likely to be dragged along without necessarily colliding with line-side structures or an opposing train until the train is brought to a halt. A different scenario springs to mind for a pusher train. If the leading coach of a pushed train derails at the leading bogie, the train seems likely to push the coach to one side so that it ends up doubling back and possibly dragging other coaches with it. In either case, the subsequent career of the train could depend on how quickly the driver perceives what has happened and applies the brakes, and whether the brake pipe connections remain intact. Are there any crash simulation results that might throw light on the relative merits of the two types of train formation on the effects of derailment?
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text:
Professional Manual
BRIEF P
Behaviour Rating Inventory of Executive Function, Preschool Version
Gerard A. Gioia, PhD, Kimberly Andrews Espy, PhD & Philip K. Isquith, PhD
Introductory Kit (Professional Manual, 25 Rating Forms, 25 Scoring Summary/Profile Forms)
Rating Forms (25)
Scoring Summary/Profile Forms (25)
CD-ROM (Unlimited Use Software, On-Screen Software Manual, Quick Start Guide)
The observations of parents and teachers provide a wealth of information about a child's behaviour that is directly relevant to an understanding of that child's executive functioning. The assessment of executive function in pre-school-aged children is often difficult because of the variable nature of behaviour in this age range; the limitations in motor and verbal proficiency at this age; and the many neuropsychological, psychological, developmental, and other medical conditions that begin to manifest during the preschool years. The BRIEF-P™ is designed to specifically measure the range of behavioural manifestations of executive function in children as young as 2 years of age, thus facilitating intervention at earlier stages of development.
Individuals aged 2 to 5.11 years.
The BRIEF-P consists of a single rating form used by parents, teachers, and day care providers to rate a child's executive functions within the context of his/her everyday environments - home and preschool. The original Behavior Rating Inventory of Executive Function (BRIEF™) was the basis for the development of the BRIEF-P. Consequently, the BRIEF-P is an ecologically valid and efficient tool for screening, assessing, and monitoring a young child's executive functioning and development.
The BRIEF-P is useful in assessing pre-school-aged children with such medical, acquired neurological and developmental conditions as prematurity, emerging learning disabilities and attentional disorders, language disorders, traumatic brain injuries, lead exposure and pervasive developmental disorders/autism.
The hand-scorable BRIEF-P Rating Form consists of 63 items that measure various aspects of executive functioning: Inhibit, Shift, Emotional Control, Working Memory, and Plan/Organize. The clinical scales form three broad indexes (Inhibitory Self-Control, Flexibility, and Emergent Metacognition) and one composite score (Global Executive Composite). The BRIEF-P also provides two validity scales (Inconsistency and Negativity).
Based on US child ratings from 460 parents and 302 teachers from urban, suburban and rural areas, reflecting 1999 UK Census estimates for ethnicity, gender, socio-economic status and age.
10 to 15 minutes to administer, 15 to 20 minutes to score.