text:
More and more scientific studies ensure that certain foods can effectively fight prostate cancer.
It is not just about generic advice. Of course we have now understood that Leading a balanced life and a healthy diet can do a lot for our health. In addition to this, however, the Scientific studies that they have taken into consideration certain substances.
The prostate cancer it is a bit of the “scourge” of industrialized countries. This statement alone should make us think. It is precisely the “consumerist” lifestyles that fuel the onset of various health problems. Stress, excesses, a diet consisting of refined foods and / or “junk” are all elements that they undermine the psychophysical well-being of individuals.
In several articles we have found that you need to take a little step back and start again a live according to more natural rhythms. The “mad rush” for success,accumulation of money and ephemeral well-being leads us nowhere. And if the confirmation to these considerations – which could be considered empirical – also comes from ScienceAt that time we have no more excuses. Here’s what the latest research shows.
5 foods to fight prostate cancer, here are what they are
In relation to the cancer to the prostate, many studies confirm that some alimenti am capable of prevent it even up to 80%. This type of health problem arises especially in the male population after 45 years of age. And it is increasingly an accident. The cures existand the survival rate fortunately it is high. But we can also help medicine with just one proper diet.
The scholars they analyzed some substances found in certain foods. And they confirm that their regular intake helps a lot counteract the onset and even the expansion of the tumor. Let’s talk about the prostate, but it also applies to other types of neoplasms.
The merit it would all go to the antioxidantsespecially some types present in green tea, tomatoes, red fruits, grapes and pomegranate. These 5 foods are also very easy to find, and we can easily integrate them into our diet. The antioxidants examined by the Scientific Community are above all 4: epigallocatechins, lycopene, resveratrol and pterostilbene. According to experts, take some in adequate amount helps not only to to preventbut also a block the metastases of the neoplasm.
The results of the studies
The above statements are derived from results of some research carried out (also) by Italian Society of Andrology (IS). During a National Congress held in Rome, the members of the SIA highlighted the benefits of a certain type of dietand the positive implications of supplementing any medications and a balanced diet.
In the report, the studies are cited and illustrated the results obtained from long observations: “A lot of research has highlighted the preventive power of many compounds of natural origin. The most studied are undoubtedly the epigallocatechins and lycopene, substances with antioxidant and anti-inflammatory action, contained in large quantities mainly in the green tea is in the tomato. “
It’s still, “In a clinical study involving a group of people at high risk of cancer to the prostate it was seen that those who regularly took epigallocatechins derived from green tea he saw reduced the risk of getting sick by 60% compared to those taking only a placebo substance. The risk can be reduced by up to 80% with an intake of these substances for two consecutive years. “
The theme offood supplementation with synthetic products. It is absolutely recommended as long as it is supervised by the attending physician of the subject. Each individual, in fact, needs a therapeutic plan studied ad hoc and measured according to its momentary and peculiar situation.
(The information in this article is for informational purposes only and concerns scientific studies published in medical journals. Therefore, it does not replace the consultation of a doctor or specialist, and should not be considered for formulating treatments or diagnoses)
We would like to thank the writer of this write-up for this incredible content
There are 5 foods that effectively fight prostate cancer and more
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domain: health


text:
Little Bear's Adventure's
Just Got Back
I was on a trip to St. Louis with Beth's family. This was a trip to remember Beth's Mom and the city she adored. Somewhere in this city is the store where Nancy bought me years ago...and gave me to Beth, even though she was an adult and much too old for toys.
Sitting on the Arch
Nancy grew up in St. Louis, long before the arch was built. But the arch was there when she moved back in 1975 and she loved taking her family there. She didn't act embarrassed 37 years ago, when her kids wanted to lie down on the ground so they could "sit on the arch" for a little viewing.
Beth's mom was always game for a little something silly. She would have liked it that just the other day, some of her kids and grandkids, got down on the ground and enjoyed some fun arch views. I did too.
Down on the Levee
It was early morning when Beth walked down by the Mississippi to view the arch. She set me on the granite cobblestone so I could see the morning light on the arch.
Nancy used to love finding "treasures" along the river... stones, driftwood, and worn pieces of glass. She would have loved this old rusty chain.
From my spot on the old rusty chain, I could look up at the arch...
Or, I could look back towards the Mississippi!
And remember stories Beth has shared about her mom's memories of the river and the historic Eads bridge and parties aboard the old "Admiral".
There just wasn't enough time to see everything, since Beth's family was headed for a service in Springfield. But we did stop in the University City area where Nancy grew up.
There's a sidewalk on Delmar Blvd which honors some special folks who also called St. Louis their home. Tennessee Williams was one of Nancy's favorites. As a writer herself, she always admired his work. But we admire Nancy. She was a star in her family. I so wish I'd had some chalk. I would have made a star for her on that Delmar sidewalk!

domain: geography


text:
Little Bo-Peep fell fast asleep and dreamt she heard them bleating,
When she awoke, 'twas all a joke. Ah! Cruel vision so fleeting!
Then up she took her little crook, determined for to find them.
What was her joy to behold them nigh, wagging their tails behind them.
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domain: artistic


Canal du Midi
|Canal du Midi|
|UNESCO world heritage|
The apex of the Canal du Midi, to the left the former canal to the Bassin de Naurouze reservoir
|Criteria :||(i) (ii) (iv) (vi)|
|Reference No .:||770|
|UNESCO region :||Europe and North America|
|History of enrollment|
|Enrollment:||1996 (session 20)|
|Canal du Midi|
Sketch of the canal course (blue line)
|Water code||FR : ---- 0142|
|location||South of France , Occitania region|
|Built||1667 to 1681, planned by Pierre-Paul Riquet|
|class||Lock length only 30 m
(too short for class I = Freycinet class)
|Beginning||Crossing of the Canal latéral à la Garonne in Toulouse at an altitude of 132 m|
|Parting posture||Seuil de Naurouze , 5 km from Écluse d'Océan to Écluse Méditerranée , at 189 m altitude|
|The End||It flows into the Étang de Thau near Les Onglous|
|Descent structures||see Appendix lock sequence|
|Ports||Toulouse , Castelnaudary , Carcassonne , Béziers , Agde|
|Junctions, crossings||Canal de Jonction , Hérault river|
|Outstanding structures||Saint-Ferréol reservoir , Fonserannes lock staircase , Béziers canal bridge|
|Kilometrage||starting in Toulouse towards the Mediterranean|
The canal is 240 km long and runs over the saddle between the Pyrenees and the French Massif Central . From Toulouse it leads in a south-easterly direction upwards to the apex of Naurouze (Seuil or Col de Naurouze, German "Pass von Naurouze" ) in Lauragais , then down towards the Mediterranean Sea to Carcassonne . Here it changes its course from northeast to east, reaches Béziers , the hometown of its builder Pierre-Paul Riquet , then passes the city of Agde and finally flows into the Étang de Thau . After crossing the lagoon , the ships using the canal reach the city of Sète on the Mediterranean.
The canal was completed in 1681. Its continuation at the time via Bordeaux to the Atlantic was the Garonne River , later the Canal latéral à la Garonne ( German "Garonne Lateral Canal" ) was built. A more direct connection to the Mediterranean was also established later. This branches off at about two thirds of the way between Carcassonne and Béziers into the Canal de Jonction and continues through the Canal de la Robine , on which Narbonne is located.
The Canal du Midi has been a UNESCO World Heritage Site since 1996 .
A waterway between the Atlantic coast and the French Mediterranean coast was considered desirable long before it was built in order to avoid the long and arduous route around the Iberian Peninsula . The distance between Gironde on the Atlantic Ocean and the Mediterranean Sea is only about 500 kilometers as the crow flies. Around two thirds of these, the Garonne and its Gironde estuary between Toulouse and the Atlantic, were already navigable. The sea route around the Iberian Peninsula is more than 3,000 kilometers. This trip required ocean-going ships. Piracy has often been exposed off the Spanish and Portuguese coasts . And finally the Spanish- controlled Strait of Gibraltar had to be crossed, which in certain circumstances - depending on the political situation - was difficult or expensive.
Even in ancient times , at the time of Emperor Augustus , the Romans had thought about building a canal in southern France between the Mediterranean and the Atlantic. In order to reach their province of Gallia Narbonensis , they already built an approximately 20 km long stretch from the Mediterranean Sea as a sea canal , part of today's Canal de la Robine . Considerations were also made in the Middle Ages, in which Leonardo da Vinci was also involved. The main reason why these projects were not tackled was that it seemed impossible to supply the canal with water. The apex of a possible canal in Languedoc would be in an area in which there would not be a sufficient amount of natural water to compensate for the water consumption during lock operations and natural water losses. The rivers Hers and Fresquel , which flow away from the apex, are also not navigable in their lower reaches in summer, which would considerably lengthen the canal. It was not until the 17th century that it was recognized that enough water could be drawn from the rain-rich, not too distant area of the Montagne Noire to the apex. And they were also able to afford the high costs of a relatively long canal, which also required crossing structures with Hers and Fresquel .
The construction of the canal through Riquet
Planning and building application to the king
Henry IV and his minister Sully had given priority to a canal between the Loire and the Seine because of the difficulties encountered in a canal between the Mediterranean and the Atlantic . The construction of this Canal de Briare in 1642 also provided evidence that the passage from one valley to another by means of a canal is basically possible. The salt tax collector Pierre-Paul Riquet , born in Béziers in 1609 , has been interested in building a canal through Languedoc since his youth . He studied the Canal de Briare thoroughly. Above all, however, it was he who found the necessary water for "his canal" in the southwestern part of the Montagne Noire and finally led to the Seuil de Naurouze , which was the deepest point in the transition between the Mediterranean and the Atlantic for the apex of the future canal . He acquired all the technical and scientific knowledge necessary for the project in self-study. Over many years he designed the canal and all necessary technical structures. At his Bonrepos country estate east of Toulouse , he made an almost complete and functioning model of the canal and all the structures. In 1662 he presented his plans to the French finance minister, Jean-Baptiste Colbert . The latter convened a commission of experts who advocated the construction of the canal under the restriction that the flow of water from the Montagne Noire to the planned canal apex at Naurouze first had to be proven in practice. Riquet initially presented the evidence at his own expense in 1665: water flowed from the Revel area to Naurouze in a corresponding narrow test channel . Another year passed before the distribution of the construction costs and the future ownership structure were clarified. On October 7, 1666, the French King Louis XIV issued the edict on the construction of a canal between the two seas, which was then called Canal Royal .
Construction of the water supply
In January 1667, the extensive work began on the water supply for the vertices. The water was brought in from the Montagne Noire hills about 30 kilometers away. Some creeks flowing to the south - beginning with the Alzeau - were dammed and their water was discharged together in a trench that was parallel to the creeks and crossing the creeks ( Rigole de la Montagne Noire ) into the Sor flowing to the west . At Revel it was removed from the Sor and led through another ditch ( Rigole de la Plaine ) to the top of Naurouze . There an octagonal basin was filled with the water .
The Saint-Ferréol reservoir was built near Revel. It was designed as a dam and , with a volume of 7 million cubic meters, was the largest engineering structure in Europe at the time. It dams the Laudot stream , whose water was only intended to compensate for dry summers. Its water can feed the Rigole de la Plaine .
First construction phase between Toulouse and Trèbes
In autumn 1667, work began on the actual canal near Toulouse . Just four years later, the 52-kilometer western section of the canal between Toulouse and the apex near Naurouze was completed and went into operation. In 1674 the canal led to Castelnaudary .
The first construction phase for which Riquet was authorized extended from Toulouse via Naurouze to Trèbes . At Trèbes , the canal directly meets the Aude , which they initially wanted to make navigable. Riquet had discarded this possibility long before the canal to Trèbes was completed and in 1668 received permission and an order for another section of the canal from Trèbes to the Étang de Thau .
Second construction stage between Trèbes and Étang de Thau
The shortest connection to the Mediterranean would have led via Narbonne or to the mouth of the Aude and was still considered by Riquet when Narbonne was rejected by the state ("Port Royal") around 1664 for the construction of a new seaport. The exact timing and reasons why Riquet abandoned it are unknown. The still open choice for Sète or Agde as the location of the new seaport, he influenced for Sète with the offer to direct “his” canal near Agde into the Étang de Thau , at the northern end of which is Sète . The new port could thus be located further north, which would shorten a future coastal canal to the mouth of the Rhone . Cities in the hinterland such as Beziers could be reached from the north via the Canal du Midi.
Riquet has already had to apply for several additional loans from the state due to construction cost overruns. As a result, in addition to Colbert, he was also discredited in the Languedoc region . Those who accused him of wasting public money were met with fierce critics from Narbonne when it became clear that the canal would avoid this city. In their disappointment, they cursed Riquet and hoped that he would solve the technical difficulties, such as the passage between the Aude and the steep flank of the Pechlaurier mountain , the tunnel through the hill Ensérune ( Tunnel de Malpas ) or the lock stairs at Béziers ( Fonserannes ), wouldn't master.
The second construction phase was tackled from both sides. At Agde , the dammed Hérault river was crossed and a round sluice was built next to it, from which a branch channel branches off into the lower reaches of the Hérault into the city, thus establishing a connection to the Mediterranean. For the junction with the Libron river , a facility was created that led its brief summer floods over the canal, which was interrupted at this time (modernized today). For the crossing of the Orb at Béziers , only a small river was planned. The operation between the Étang de Thau and Béziers could already be started in 1677.
The canal to Béziers was completed later from the opposite direction . The nearby Malpas Tunnel was started in 1679 and completed in 1680. Riquet died shortly afterwards (October 1, 1680), so he did not experience the first commissioning of the entire Canal du Midi in May 1681, which the king himself initiated. His sons carried out the rest of the construction work and inherited the rights to operate the canal.
Construction workers and mortgage lending
Riquet Sr. employed up to 12,000 workers, including women. He treated her very well, he paid above-average wages and continued paying wages even in the event of illness or weather-related construction stoppages. At that time, several million cubic meters of excavated material had to be moved to build the canal. Although hardly any other technical aids were available than shovels, hoes and ox carts, the 240-kilometer-long canal was completed within just 14 years before the first continuous trial run in 1681.
The funds made available by the French king would not have been sufficient for such a rapid construction. The royal casket took over 40 percent, and the province another 40 percent. Pierre-Paul Riquet financed the rest of the costs himself, initially using his assets - gained through the rights to collect the salt tax - and later taking on considerable debts. In return, the king had given him the privilege of receiving income from the canal. It is estimated that the construction of the canal, including subsequent works, cost between 15 million and 17.5 million livres by the 20th century , of which Riquet paid for four million. The later income, however, fully amortized the investment. The sons of Riquet inherited around 2 million livres in debts, which they were only able to pay off after a long period of time, mainly because costly follow-up work was required (around 3 million livres by 1727).
Construction work by Vauban
Just one month after the canal section between Naurouze and Beziers was put into operation, the canal was drained again in June 1681 in order to be able to finish the walling of several large structures. In December 1682 it was filled with water again, and the sons of Riquet officially announced the completion of the construction work. Thereafter, the entire length of the canal was visited twice by royal inspectors. After the first voyage, further culverts had to be built for smaller streams, the floods of which had previously flowed into the canal during heavy rainy seasons, before the successful completion of the canal construction was officially confirmed in March 1685.
In the same year, when many residents complained about flooding caused by the canal, the Riquet sons asked Seigneley , the king's new finance minister (Colbert had died in 1683), for help. This prompted an investigation by the royal fortress builder Sébastien de Vauban , who recommended, designed, and had the fortress construction engineer Antoine Niquet carry out unavoidable additions and improvements . The work carried out in the years 1686 to 1694 concentrated on
- the improvement of the water supply of the canal and
- the avoidance of summer floods from the crossed streams and rivers flowing into the canal.
The Laudot brook was only able to fill the Saint-Ferréol dam again after a period of drought several months later, and the octagonal basin of Naurouze, which was intended to store the water from the Rigole de la Montagne, which had previously passed Saint-Ferréol, had become unusable due to silting up as early as 1681. That is why the Rigole de la Montagne was introduced directly into the Saint-Ferréol dam , for which a tunnel at Cammazes and the extension of the Rigole up to the dam were built. Its dam was reinforced and increased, increasing the storage volume from around 4 to over 6 million cubic meters.
Vauban initiated the construction of about 50 more culverts for smaller streams and aqueducts over the Cesse and Orbiel rivers . Both rivers were also dammed and could thus discharge additional water into the canal. At the crossing points, the freeboards of the streams, rivers and the canal were enlarged and accompanying drainage ditches were created. An aqueduct over the Orb designed by Vauban was not executed as "too ambitious and too expensive". The crossing remained at the same level, but had apparently been made less susceptible to failure than before by changes recommended by Vauban during low and high tides of the Orb .
The construction of the canal was not finished until 1694 due to the work initiated by Vauban.
Construction work in the 18th and 19th centuries
The function of the canal left by Vauban left a lot to be desired only at the remaining points of level crossing with rivers. In the period that followed, these places - with the exception of the Hérault intersection - were provided with corresponding structures. Other construction work involved connections to other canals and a short stretch of the Canal du Midi itself. Although the work started by Riquet was followed by several generations of French engineers for around 200 years, the canal appears to have been created according to the concept of a single dominant client. All builders from Vauban / Niquet (active at the end of the 17th century), via Garipuy , sen. and jun. (active in the 18th century) to Maguès / Simonneau (active in the mid-19th century) reflected on Riquet's work and emulated him.
The construction of the Canal de Jonction was completed in 1787, creating a navigable connection with the already existing Canal de la Robine , so that one can also get to the Mediterranean via Narbonne and Port-la-Nouvelle . Riquet had refused to branch the canal because of the additional water consumption in the branch line, which was not planned at the time. As a result, the Lampy dam (completed in 1782) was built in the Montagne Noir , in which additional canal water is kept in stock. The builder for both was Garipuy, jun.
The Canal du Midi has been running through Carcassonne since 1810 . During the laying work, a canal bridge was also built over the laid Fresquel , the water of which - as before - supports the feed of the canal. Two abandoned locks (five steps) have been replaced by three new locks (four steps). A canal harbor was built in and on the outskirts of the city. That of Garipuy, jun. originating project was accepted in 1786. Construction work did not begin until 1802 because of the French Revolution .
The coastal canal Canal du Rhône à Sète , which is relatively easy to build (only one lock) in the Étang de Thau and the Canal du Midi, was only started in 1777 and initially only ran as far as Aigues Mortes . Completion up to the Rhone near Beaucaire was delayed until 1828 and it was not until 1834 that the problem of keeping it free from the salt water of the sea was solved.
In 1854 the construction of the Canal latéral à la Garonne , which runs parallel to the Garonne river from Toulouse to Castets-en-Dorthe (first stage to Agen ), was completed. With it, the continuous canal connection from the Atlantic to the Mediterranean is available, the name of which Canal des Deux Mers was coined long before its creation. Before the canal latéral à la Garonne was built , the Garonne and Gironde were used between Toulouse and the Atlantic . However, the Garonne was always considered difficult and unpredictable in the upper reaches.
In 1827 the Ognon was bridged with an aqueduct. Because of the small difference in height, the canal is overflowed under the double lock between this and a weir in the canal in extreme floods. The channel is then blocked.
In 1858 the Béziers canal bridge was built over the Orb , eliminating one of the last river crossings that were prone to failure. The traffic on the canal has been interrupted for several days every year due to low or high water levels in the river, for 17 days in 1797. The builders were M. Maguès and M. Simonneau . The previously eight-step lock staircase at Fonserannes was shortened to six steps. Between the two new double locks on the other side of the Orb , the city of Béziers got a new canal port.
The traffic on the Canal du Midi had to be stopped from the beginning due to the rare but violent flooding of the small river Libron . Since this section of the canal was put into operation, the resulting soiling of the canal has been avoided with the help of a temporarily sunk barque, the deck of which was designed as a wide, transverse channel. The double structure, which is still functioning today, with several narrower transverse channels that can be quickly installed over the canal, was designed by the master builder Maguès - like the Béziers canal bridge before . The doubling allows shipping even when the Libron floods .
Recent construction work
The Sor reservoir near Cammazes , which is primarily intended as a drinking water reservoir, has existed since 1958 , from which up to four million cubic meters of water (total requirement around 90 million cubic meters) can be taken for the canal every year.
At the end of the 20th century, the canal was to be expanded for longer barges ( Freycinet-Péniche : 38.5 m long, 5.05 m wide). This plan turned out to be a wrong decision because of the additional competition to the railroad from the simultaneously built, almost parallel motorway Autoroute des Deux Mers . When the project was stopped, the locks between the Étang de Thau and Béziers and between Toulouse and Baziège and those of the Canals de Jonction and the Canal de la Robine were already enlarged. The two double locks Orb and Béziers were converted into single-stage locks. The lock staircase in Fonserrannes was to be replaced by a water wedge lift (a ship lift ). This had already been built, but soon had to be shut down again because it was not working satisfactorily.
Although the French king and the province of Languedoc paid a majority for the construction of the canal, Riquet practically became its owner in accordance with the agreement with Louis XIV. The sons of Riquet initially had to sell shares of their inherited property in order to finance the unfinished and subsequent construction work. However, they bought back all the shares later and were able to assert themselves as sole owners when the king died in 1715 and expropriation was requested. Languedoc wanted to buy the canal for about a third of its construction costs in 1768, which the Riquet families naturally refused to do, as they had been debt-free from around 1724 and had steadily improving income. The users of the channel were against the nationalization, whereupon the purchase "offer" was withdrawn.
During the French Revolution, the canal became the property of the Republic. Only the branch of the Riquets family that remained in France was compensated for its third share. At the time of Napoleon , the two-thirds share of the other family branch was also compensated. A new canal company was created (from which Napoléon claimed 90% of the shares for himself and his new aristocracy), which finally leased the canal to a railway company for 40 years in 1858. In 1898 the canal was again owned and managed by the state.
The canal authority Voies navigables de France (VNF) has been in charge of the canal since 1992 .
Economic importance of the canal
The Canal du Midi "led the south of France into modernity". He opened up regional productions and markets for a supra-regional economic and trading area. Mail and passenger transport became faster and more convenient. Trade and traffic grew steadily, except in the years between 1858 and 1898, when the canal was leased by a railroad company, and during World War II . Only at the end of the 20th century did real competition arise from the railways and motorways. Since the canal became important for tourism at this time , it was preserved and continues to promote the economy in its region in the form of tourism .
The railway gained a high reputation when it was first introduced, at the expense of the canals and even led to the Canal du Midi being leased to a railway company, the Compagnie des chemins de fer du Midi . The canal boatmen and the employees of the canal found this decision “like a manslaughter”. The railway company neglected canal transport in favor of rail transport, which ran on a parallel route. Annual canal transport was suddenly cut in half (in 1859 to around 60 million tonnes kilometers), while rail transport soon amounted to a multiple of that (around 200 million tonnes kilometers between Bordeaux and Sète in 1860, 500 million tonnes kilometers in 1880).
When the 40-year lease expired, the Canal du Midi became the property of the French state and was able to recover and develop. It was only with the advent of the highways that canals finally lost their function for transporting goods. Nevertheless, the French state wanted to expand the entire Canal des Deux Mers for larger ships in the 1970s . In 1973 the expansion of the Canal latéral à la Garonne was completed, but it remained meaningless because of the parallel motorway that was completed in 1978. This led to the abandonment of the expansion work on the Canal du Midi.
In the 1970s, the Canal du Midi was discovered for tourism. Since then it has been used by more and more tourists with sport boats and houseboats . The many old locks that have not been enlarged and the openings in the old arched bridges are sufficiently dimensioned for this. The prevented expansion for larger ships contributed to the fact that the Canal du Midi could be declared a World Heritage Site.
The Canal des Deux Mers (from the Canal du Midi is a part) had opposed his name have little impact on shipping through the Strait of Gibraltar. Reloading to the small canal ships was only practiced during the naval blockade imposed by England on France at the time of Napoleon .
Locks and a boat lift
The height differences between the end points of the canal and its apex require a large number of locks . As modifications were made over and over again, their number has changed over and over again. Currently (2006) 63 lock systems with a total of 98 lock basins are in operation: 15 locks between Toulouse and the summit (ascent 57 m), 48 locks between the summit and the Étang de Thau (descent 189 m). On average, a lock has to be passed every 3.8 km. The shortest distance between two locks is 105 m (below the bridge over the channel Fresquel ), the longest 53.9 km (between Argens and lock staircase of Fonserannes ).
The locks on this canal have an oval floor plan, so that despite the narrow gates they are wide enough inside for ships lying next to each other. In addition, the curved walls offer greater stability against the earth load that is pressing on the walls from outside. Riquet opted for this shape after some of the first straight-walled locks collapsed. The concrete extensions made on some locks in the 1970s are rectangular. Renewed locks (mainly in the Toulouse area ) and newer locks (e.g. in Béziers , north of the canal bridge) are concreted in a rectangular shape.
A special attraction is the six-step (originally eight-step) Fonserannes lock staircase near Béziers , in which the ships are raised or lowered by 13.6 meters in six stages. The passage takes about 45 minutes uphill and 30 minutes downhill, with alternating times only up or down.
The round lock of Agde is an unusual lock , in which the ships can be turned by 90 degrees in order to reach the city of Agde via a secondary canal and into the Mediterranean via the Hérault River . In the course of the expansion of the canal that began in the 1970s, the round lock was enlarged. The chamber was expanded over about a quarter of the circular enclosure. In this sector the longer ships are turned. The three lock gates have remained largely unchanged. Since the extended quarter sector is also bounded by a circle, the round character of the lock was hardly disturbed by the measure.
Of the 63 locks, 30 are operated automatically and 33 by lock keepers. The lock keepers generally live at their lock; many have turned their houses and properties into little gems. They occasionally offer local products or homemade handicrafts for sale. Like the construction workers on the canal back then, the lock keepers call themselves Gens de l'eau.
A technical innovation was the Fonserannes water wedge lift , which is located directly next to the Fonserannes lock staircase and was intended to replace it. It was only in operation for a short time after it opened in 1984; due to constant defects and lack of demand, it was shut down on April 11, 2001. A similar work, the Montech water wedge lift , is located on the Canal latéral à la Garonne . It was built in 1974 and was in operation until 2009.
Ports, a lake, bridges and a tunnel
Ports are typically rectangular widenings of the canal in cities lined with warehouses. Today they are mainly used to moor tourist boats. Even on the way there are occasionally rectangular widenings to enable or facilitate mooring or even just encounters of ships.
A special feature is the lake of Castelnaudary, which was laid out together with the canal and crossed by it and has shaped the image of this city ever since. The water stored in it also ensures the lock operation in the canal between Castelnaudary and the Mediterranean Sea.
The canal bridges a large number of streams, rivers and drainage ditches and runs through a tunnel. Roads and railways are higher up and bridge the canal. The exception is the railway, which crosses under the canal in its tunnel from Malpas with little difference in direction.
Most of the bridges of watercourses are simple so-called culverts which are located in an earth dam relatively deep below the bottom of the canal bed. The dam walls can be fixed (masonry). However , it is only a canal bridge if the canal bed is also attached and supported by a bridge. At the Canal du Midi, the canal trough and the vault bridge are always bricked. Only a newer canal bridge leading over the motorway on the outskirts of Toulouse has been concreted. From Riquet only the river Répudre was crossed with a canal bridge - the Pont de Répudre . All other larger rivers were initially crossed at the same level in a stagnation of the river. Later all river crossings with the exception of the slowly flowing Hérault near Agde were replaced by canal bridges (aqueducts). The Béziers canal bridge , which went into operation in 1858, was the last to be built and at the same time the longest .
The road and path bridges were built from local material and reflect the geology of the respective region. They lead over the canal as arched bridges. Because of the design-related small arch width, they are less than 5 m wide and should have disappeared when the canal was expanded for longer and wider ships. Its appearance is one of several criteria for the Canals du Midi to be recognized as a World Heritage Site. The narrowest bridge is in Le Somail .
The canal tunnel built for the Canal du Midi was the first in the world. The Malpas tunnel runs under the hill of Ensérune for a length of 160 meters . Just before construction began, a royal commission is said to have been announced to check whether Riquet was using the state funds effectively. Riquet felt hurt and gripped in his honor. He also deployed all construction workers and the best foremen from neighboring construction sections on the tunnel and had them work day and night for higher wages, so that the tunnel should have broken through in just six days. The commission that arrived shortly afterwards was faced with a fait accompli.
Malpas Canal Tunnel , northeastern mouth hole
The Libron flood passage
At Vias the canal crosses the Libron River . In normal times this carries little water, which flows through a culvert under the canal. After thunderstorms, however, its water flow is often enormous, which requires a different solution. The high water level of the Libron is only slightly above the canal level, so that the overpassing of the stream with an aqueduct is not possible. When the tide is high , the Libron is allowed to flow through channels that are temporarily laid across the canal.
Former high water flow of the Libron via a barge temporarily sunk in the canal (original drawing)
Initially, a barque was used for this purpose, which fitted flush between the masonry canal borders and was lowered onto the canal floor. Its flat deck, which was flush with the upper edges of the walls, and a front and a rear transverse wall on the deck formed the desired channel. The work was time-consuming, which further delayed ship operations, which had been interrupted during the flood.
The final solution found in the middle of the 19th century in the form of a fully mechanized double structure is original and unique. Two lock-like chambers were built into the canal at a distance of one ship's length. Parallel to the chamber walls, which extend approximately to the level of the canal, there are additional high walls on the outside with openings that can be shut off from the river bed. There are several bridge arches leading over the chambers between the outer walls. The relatively narrow spaces between the “foot sections” of these arches form four niches on each side of the chambers, each of which normally contains a narrow wooden channel half and a raised plate. In the event of flooding, the halves of the channel hanging from trolleys on the bridge arches are pushed over the chambers until they collide in the middle. The plates, which can be rotated at their lower edge, are laid flat until their front edge rests on the floor of the respective channel half. In this position they form the bottom of the niches that is flush with the channel halves. A niche on the mountain side and a valley side together with two halves of the channel form a channel that is about twice as long. After the channel has been laid, the lifting gates (“guillotine plates”) are raised in the outer walls . The high water of the Libron can now shoot over the canal and after a few kilometers reach the open sea. The construction used prevents sediment and floating debris from entering the canal and, because of its deep location, from polluting it even over a greater length. The niches and channel halves also remain relatively clean.
With the help of this double structure, ship operations no longer need to be stopped during floods. Between the individual structures there is space for at least one ship, which only has to wait until the structure behind it is set up for flood flow and the structure in front of it is cleared for passage. In extreme floods, the Libron can flow through both structures.
The water supply
The structures of the water supply are water intakes ( prises ), water reservoirs ( basins ) and moats ( rigoles ). The water catchments consist of weirs and dams in the Black Mountains ( Montagne Noir ). The dam of the Laudot brook serves as a reservoir (reservoir of Saint-Ferréol ) for the Canal du Midi. The amount of water flowing in from the stream is small. The majority of the water that flows into the Rigole de la Montagne is stored . The latter was already routed through the tunnel built under the direction of Vauban near Cammazes into the reservoir of Saint-Ferréol (previously at the Sluice Conquet in the Sor and at Revel in the Rigole de la Plaine ). The storage volume of this reservoir made the octagonal basin near Naurouze, which was silted up soon after its commissioning, superfluous. The Rigole de la Montagne brings water from four south-flowing rivers ( Lampy dammed) and, since 1954, also from the Sor (damming near Cammazes , water extraction from the former reverse-acting Sluice Conquet ). The Rigole de la Plaine was at the time of Riquet between Revel ( Port St. Louis ) and the summit level ( Partage des Eaux in Naurouze passable) also of small boats with which building material to Naurouze was brought. The later operation remained insignificant and was stopped in 1725. The locks that existed at the time are now in ruins.
In order to improve the durability of the canal banks, Riquet had fast-growing trees - preferably willows - planted on embankments and irises in the water along the banks . The idea of providing the canal banks with trees throughout for both practical and aesthetic reasons finally caught on after the French Revolution. The willows had already been followed by mulberry trees for the silk industry, Italian poplars and fruit trees, for which tree nurseries belonging to the canal were established. The tree nursery manager Antoine Ferrière , who was in charge between 1787 and 1817, promoted the planting of plane trees , which today dominate the canal edges. Their roots seem to hold up the banks particularly well. Their shade reduces evaporation and the horses and workers protect them from the sun when they are towing .
A large number of the 42,000 plane trees along the canal today have been infected by the massaria disease since around 2005 . So far, the phenomenon has been described less as a disease than as self-cleaning (so-called “branch cleaning”). However, this disease has already led to the death of many trees on the canal. For example, all plane trees died in Trèbes . The plane tree cancer is caused by the fungus Ceratocystis fimbriata. Since the fungus can get from tree to tree via the canal water and the boats sailing along the canal, control is more difficult, which is why it is feared that over the next 15 to 20 years all 42,000 plane trees on the canal will fall ill and have to be felled.
Towing and ship propulsion
Canal ships were pulled (grained) from the shore before the introduction of steam engines and ship engines. It was only possible to sail on very wide canals. Riquet, however, presumably assumed that the majority could be sailed and, as an exception, people would take over the towing. This is indicated by the very narrow towpath under the old arched bridges for horses . The towing was mainly done with horse power, less often with human power. Horses were used on the Canal du Midi until the 20th century. A continuous towpath was usually only laid out on one side of the canal. He often crosses a bridge to the other side if it is cheaper. Adjustments were necessary in some structures. For example, canal overflows ( epanchoirs ) were each provided with a bridge for the towpath. The trees along the canal were planted outside the towpaths.
The transition to steam engines as a ship propulsion system began in the 1830s and since around 1930 almost all ships have had a diesel engine. Since the speeds that can be achieved with motor power can damage canal embankments, a speed limit of 5 knots (9 km / h) applies today.
Freight, mail and travel
From the beginning, the canal was not only used for the transport of goods, but also for the transport of mail and people. The latter could travel from Agde to Toulouse or vice versa in four days . The intermediate stages ended in Le Somail , Trèbes and Castelnaudary , where there were hostels, hotels and even small churches for visiting a trade fair. The boats used were faster and much more comfortable than the carriages on the bad roads. In the middle of each stage there was a break in which the travelers had lunch and the horses were changed. The boat was not passed through multiple locks and lock stairs, but the travelers changed to another boat, which saved time (and water). Regular passenger transport was transferred to the railroad from the middle of the 19th century.
There were two different speed classes of ships for transporting goods. Heavy ships drove an average of 6 km per hour, the faster ones - loaded with only up to 60 tons - were as fast as the passenger ships at 11 km per hour.
The canal had an economic peak in 1856, when 110 million tonne kilometers of goods were transported. In the end, the canal lost the competition against the rail traffic that would emerge afterwards. In addition, the road traffic infrastructure was getting better and better, so that in the 1980s the transport of bulk goods on it was given up.
Today the canal is almost exclusively used for tourism.
It is mostly only used by houseboats , which can be rented along the entire route. A patent (driver's license) is not required, a brief training by the boat rental company is sufficient. In contrast, captains who sail the canal with their own boat must hold an inland navigation patent.
The flat and shady towpaths are suitable for bike tours and (long-distance) hiking.
Fishing permit holders are allowed to fish in the canal . Like all French canals, the Canal du Midi is also rich in fish.
Swimming in the canals is prohibited as the water is heavily polluted by microbes .
The use of the French channels is regulated and generally chargeable. Renters of boats pay the corresponding tax to the state indirectly through the lessor.
Course of the canal
- Starting point of the canal:
- Crown position (Bassin Naurouze ):
- End point of the canal:
Major cities on the canal
The following shows the course of the canal via its locks (as of 2006), starting at its western end. The name of the lock is given, followed by the number of barrages in this lock and the height it has overcome (all steps; + = upwards, - = downwards). The lock is then removed from the starting point of the waterway. Special features are described under Notes.
|-||-||0.0||Connection to the Canal latéral à la Garonne|
|Ayguesvives||1||4.44 m||27.9||up to here: length for Freycinet-Péniche|
|Océan||1||2.62 m||51.3||Crown posture in the upper water|
|Méditerranée||1||- 2.58 m||56.4||Crown posture in the upper water|
|Roc||2||- 5.58 m||57.2|
|Laurens||3||- 6.78 m||58.4|
|Domergue||1||- 2.24 m||59.6|
|La Planque||1||- 2.63 m||60.8|
|Saint Roch||4th||- 9.42 m||65.4|
|Gay||2||- 5.23 m||67.0|
|Vivier||3||- 7.23 m||68.6|
|Guillermin||1||- 2.83 m||69.1|
|Saint Sernin||1||- 2.46 m||69.6|
|Guerre||1||- 2.40 m||70.6|
|Peyruque||1||- 2.02 m||71.7|
|La Criminelle||1||- 3.11 m||72.2|
|Tréboul||1||- 3.19 m||73.5|
|Villepinte||1||- 3.05 m||77.3|
|Sauzens||1||- 2.14 m||79.0|
|Bram||1||- 2.98 m||80.3|
|Béteille||1||- 2.25 m||85.8|
|Villesèquelande||1||- 2.47 m||93.3|
|Lalande||2||- 5.82 m||98.2|
|La Douce||1||- 2.71 m||99.9|
|Carcassonne||1||- 3.32 m||105.0|
|Saint Jean||1||- 2.71 m||107.8|
|Fresquel Double||2||- 5.66 m||108.6|
|Fresquel Simple||1||- 2.53 m||108.7|
|Évêque||1||- 3.19 m||112.5|
|Villedubert||1||- 2.82 m||113.2|
|Trèbes||3||- 7.89 m||117.9|
|Marseillette||1||- 3.70 m||127.1|
|Fonfile||3||- 8.73 m||130.2|
|Saint Martin||2||- 5.61 m||131.4|
|Aiguille||2||- 5.47 m||133.2|
|Jouarres||1||- 3.62 m||142.5|
|Homps||1||- 3.14 m||146.2|
|Ognon||2||- 5.81 m||146.9|
|Pechlaurier||2||- 4.63 m||149.7|
|Argens||1||- 2.41 m||152.2|
|-||-||168.1||Junction of the Canal de Jonction|
|-||-||197.8||Malpas tunnel (160 m long)|
|Fonserannes||6th||- 13.60 m||205.6||Fonserannes water lift , out of order|
|-||-||206.8||Béziers canal bridge over the Orb (198 m long)|
|Orb||1||- 6.19 m||207.1||from here: length for Freycinet-Péniche|
|Beziers||1||- 4.24 m||207.6|
|Ariège||1||- 2.16 m||211.5|
|Villeneuve||1||- 2.05 m||212.9|
|Portiragnes||1||- 2.23 m||217.3|
|-||-||225.0||Flood passage of the Libron|
|Agde||1||0.44 m||230.5||Round lock
max. Hub ( depending on the Hérault level)
secondary connection (3rd gate) to Agde
|-||-||231.5||Crossing the Hérault River|
|Prades||1||- 0.44 m||233.0||Max. Hub ( depending on the Hérault level)|
|Bagnas||1||- 1.51 m||234.3|
|-||-||240.1||Confluence with the Étang de Thau|
- LTC Rolt: From sea to sea. The Canal du midi . Allen Lane, London 1973, ISBN 0-7139-0471-2 .
- Michel Adgé: Les oeuvres d'art du Canal du Midi. Conception et évolution des principaux types (1667–1857). Agde, 1983, ISBN 2-9500003-0-4 .
- Jean-Denis Bergasse: Le Canal du Midi . 4 volumes. Vol I: Pierre-Paul Riquet et le Canal du Midi dans les arts et la littérature . Vol. II: Le Canal du Midi - trois siècles de batellerie et de voyages . Vol. III: Le Canal du Midi - des siècles d'aventure humaine . Vol. IV: Le Canal du Midi - grands moments et grands sites; les canaux de Briare et du Lez-Roissy . Cessenon: Bergasse, 1982–1985.
- Jacques Morand: The Canal du Midi and Pierre-Paul Riquet. The history of the "Canal royal en Languedoc". Edisud, Aix-en-Provence 1993, ISBN 2-85744-850-3 .
- Lefrançais de Lalande, Joseph-Jérôme: Des canaux de navigation et spécialement du Canal de Languedoc . Reprint of the 1778 edition. Toulouse: APAMP, 1996. ISBN 2-908564-40-7
- René Gast: Canal du midi . Éditions Ouest-France, 2000, ISBN 978-2-7373-2475-8 .
- Michel Cotte: Le Canal du Midi - "Merveille de Europe". Belin-Herscher, 2003, ISBN 2-7011-2933-8 .
- Bernd-Wilfried Kießler : Canal du Midi. 5th edition 2008, Verlag Edition Maritim, Hamburg, ISBN 3-89225-172-X .
- Angelika Maschke, Harald Böckl: With the houseboat through southern France. 3rd edition 2001, Edition Hausboot Böckl - self-published, ISBN 3-901309-12-8 .
- Jean Morlot: Guide Vagnon de Tourisme Fluvial - n ° 7. Les éditions du plaisancier, Miribel 2002, ISBN 2-85725-302-8 .
- Voies Navigables: Canaux du Midi. Éditions Grafocarte, July 2002, ISBN 2-7416-0164-X .
- Lauriane Clouteau: Le canal du Midi; guide du randonneur destiné aux randonneurs à pied, à bicyclette, en canoë-kayak, aux navigateurs de pénichette . Les éditions du vieux crayon, 2005, ISBN 2-9516797-4-2 .
- Jean-Yves Grégoire: Canal du Midi - à pied, à vélo de Bordeaux à Sète au fil de l'eau. Editions Rando, 2007, ISBN 978-2-84182-314-7 .
- Philippe Calas: Le Canal du Midi à vélo . Edisud, Aix-en-Provence 2007, ISBN 978-2-7449-0665-7 .
- Christina Langner, UNESCO : The natural and cultural wonders of the world . Wissenmedia Verlag 2006. ISBN 3-577-14640-0
- Chandra Mukerji: Impossible Engineering. Technology and Terrioriality on the Canal du Midi. Princeton 2009, ISBN 978-0-691-14032-2 .
- The Canal du Midi. Documentary, Germany, 2011, 43 min., Script and director: Susanne Gebhardt, camera: Norbert Bandel, production: Sehmannsklub Filmproduktion, arte , SWR , series: Countries - People - Adventure, first broadcast: July 8, 2011 by arte, summary by ARD .
- Canal du Midi. Where ships have to climb. Documentary, Germany, 2001, 14:43 min., Script and director: Gisela Mahlmann , camera: Hans Jürgen Grundmann, production: SWR , series: Schätze der Welt , Filmtext & Video , u. a. with a short chronology of the construction stages.
- Canal du Midi. Une découverte inédite et interactive. Documentary, France, 2009, 65 min., Philippe Calas and Christian Salès, DVD - French, Occitan, English, Spanish, German, Italian, with 1 m long map (oldest detailed map of the canal)
- From Toulouse to Étang de Thau: brief overview with pictures
- Canal du Midi: technology and history on plans and photos
- Le site du Canal du Midi (French)
- Collection of web links on the topic of Canal du Midi (French)
- Canal guide France: Canal du Midi
- Tourist office of the Canal du Midi in Capestang
- Museum and Gardens of the Canal du Midi ("Musée & Jardins du Canal du Midi")
- Michel Cotte: Le Canal du Midi - "Merveille de Europe" , Belin-Herscher, 2003, ISBN 2-7011-2933-8 , map on p. 10
- Description of this pass: fr: Seuil de Naurouze
- http://www.canalmidi.com:/ Description and course with maps, French
- Michel Cotte: Le Canal du Midi - “Merveille de Europe” , Belin-Herscher, 2003, ISBN 2-7011-2933-8 , pp. 171–178
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 16
- L.TC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . Pp. 18/19
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 24
- Michel Cotte: Le Canal du Midi - “Merveille de Europe” , Belin-Herscher, 2003, ISBN 2-7011-2933-8 , p. 44/45
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 37/38
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . Pp. 38-41
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 47
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 49
- Michel Cotte: Le Canal du Midi - “Merveille de Europe” , Belin-Herscher, 2003, ISBN 2-7011-2933-8 , pp. 25-29
- L.TC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 50 and Appendix A
- L.TC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 52
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 58
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 57
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 70
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 82
- Michel Cotte: Le Canal du Midi - “Merveille de Europe” , Belin-Herscher, 2003, ISBN 2-7011-2933-8 , pp. 60/61
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . Pp. 84/85
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . Pp. 86/87 and 91
- Michel Cotte: Le Canal du Midi - “Merveille de Europe” , Belin-Herscher, 2003, ISBN 2-7011-2933-8 , p. 64
- Michel Cotte: Le Canal du Midi - “Merveille de Europe” , Belin-Herscher, 2003, ISBN 2-7011-2933-8 , p. 172
- L.TC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 96/97
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 98
- Michel Cotte: Le Canal du Midi - "Merveille de Europe" , Belin-Herscher, 2003, ISBN 2-7011-2933-8 , 55
- Michel Cotte: Le Canal du Midi - “Merveille de Europe” , Belin-Herscher, 2003, ISBN 2-7011-2933-8 , p. 72
- Michel Cotte: Le Canal du Midi - “Merveille de Europe” , Belin-Herscher, 2003, ISBN 2-7011-2933-8 , 51
- L.TC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . Pp. 101-104
- Michel Cotte: Le Canal du Midi - “Merveille de Europe” , Belin-Herscher, 2003, ISBN 2-7011-2933-8 , pp. 68/69
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 59
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 146
- L.TC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . Pp. 134/35
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 175
- Michel Cotte: Le Canal du Midi - “Merveille de Europe” , Belin-Herscher, 2003, ISBN 2-7011-2933-8 , pp. 97/98
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 144
- L.TC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . Pp. 62-66
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 152
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 113/14
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 112
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 148
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 136
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . Pp. 128/29
- Michel Cotte: Le Canal du Midi - “Merveille de Europe” , Belin-Herscher, 2003, ISBN 2-7011-2933-8 , p. 116
- Cammazes dam on structurae.de
- Michel Cotte: Le Canal du Midi - “Merveille de Europe” , Belin-Herscher, 2003, ISBN 2-7011-2933-8 , p. 147
- Odile de Roquette-Buisson and Christian Sarramon: The Canal du Midi , Rivage / Technal, 1983, ISBN 2-903059-21-7 , p. 42
- Michel Cotte: Le Canal du Midi - “Merveille de Europe” , Belin-Herscher, 2003, ISBN 2-7011-2933-8 , p. 150
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 108
- L.TC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 110
- Michel Cotte: Le Canal du Midi - “Merveille de Europe” , Belin-Herscher, 2003, ISBN 2-7011-2933-8 , pp. 80-82
- Michel Cotte: Le Canal du Midi - “Merveille de Europe” , Belin-Herscher, 2003, ISBN 2-7011-2933-8 , p. 119
- Michel Cotte: Le Canal du Midi - “Merveille de Europe” , Belin-Herscher, 2003, ISBN 2-7011-2933-8 , p. 129
- Odile de Roquette-Buisson and Christian Sarramon: The Canal du Midi , Rivage / Technal, 1983, ISBN 2-903059-21-7 , p. 41
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 111
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 74
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 158
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . Pp. 93/94
- Michel Cotte: Le Canal du Midi - “Merveille de Europe” , Belin-Herscher, 2003, ISBN 2-7011-2933-8 , p. 103/04
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 109
- Cf. Peter Kuhn: ( The plane tree and its diseases ( Memento of July 18, 2013 in the Internet Archive )), page 20
- Le sacrifice des platanes du canal du Midi
- ( PDF ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. )
- Le sacrifice des platanes du canal du Midi
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 114
- L.TC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 116
- LTC Rolt: From sea to sea. The Canal du midi . London: Allen Lane, 1973. ISBN 0-7139-0471-2 . P. 119
- Michel Cotte: Le Canal du Midi - “Merveille de Europe” , Belin-Herscher, 2003, ISBN 2-7011-2933-8 , pp. 85-87
- Michel Cotte: Le Canal du Midi - “Merveille de Europe” , Belin-Herscher, 2003, ISBN 2-7011-2933-8 , p. 110


text:
Flashbacks & Smash Attacks
The 60's Victim, aka Jimmy Marvin, is the result of 1960's musicianship meeting 21st century high tech possibilities. Gliding seamlessly through some of the greatest songs of the 1960's and 70's, Mr. Jimmy brings a creative new energy while staying true to the original artist's intent. Plus the musical abilities of Mr. Jimmy, both instrumentally and vocally, border on the spectacular. This old hippie rocks, man!


text:
The Dubai International Film Festival (DIFF) today announced they will present Magdi Ahmed Ali’s ‘Mawlana’ and Vatche Boulghourjian’s ‘Tramontane’ to the Hollywood Foreign Press Association (HFPA) in Los Angeles for consideration for Best Foreign Film at the 75th annual Golden Globe Awards.
The event will be hosted on 21st September, 2017 in Los Angeles and both movies will feature to the members of the Hollywood Foreign Press Association (HFPA).
Both films have been hailed almost instantly as masterpieces and selected for their interesting and innovative subject matters, compelling storylines, and extraordinary performances and an example of landmark Arab cinema.
Egyptian director Magdi Ahmed Ali’s ‘Mawlana’ is based on journalist-novelist Ibrahim Eissa’s bestselling book. The multi-award winning renowned director who realized acclaimed films like O Life, O Love, Girls’ Secrets, Fawzeya’s Secret Recipe and Nile Birds brings us ‘a film that has proved to be one of the most discussed films of the year.
The film revolves around Sheikh Hatem who stands out in a society influenced by fundamentalist views. From leading the prayers at a government mosque to becoming a popular TV celebrity issuing fatwas that deviate from the traditional religious rhetoric, he has amassed millions of fans. His responses on TV reveal a witty and eloquent person against a backdrop of darkness, where power struggles rage. Hatem finds himself caught within a complex web of conflict – his personal life unravels and he tries to stay above the politics of institutions. When he is entangled in a delicate matter, he has to find a way to make a dent in the climate of hypocrisy and fear.
Lebanese director and writer, Vatche Boulghourjian’s ‘Tramontane’ is his first directorial feature, which he also wrote. The highly acclaimed film was supported by DIFF’s post production initiative Enjaaz and picked up a Muhr award at DIFF last year, it scooped the Grand Golden Rail earlier this year at Cannes Film Festival and received a special mention at Pula Film Festival.
The film follows Rabih, a young blind man, lives in a small village in Lebanon. He sings in a choir and edits Braille documents for an income. His life unravels when he tries to apply for a passport and discovers that his identification card, which he has carried his entire life, is a forgery. Traveling across rural Lebanon in search of a record of his own birth, he meets people on the far fringes of society who tell their own stories, open further questions and give Rabih minor clues about his true identity. Descending into a void at the heart of his existence, Rabih encounters a nation incapable of telling his or its own narrative.
Abdulhamid Juma, DIFF Chairman said: “Recognition from the Hollywood Foreign Press Association for an Arab film would help propel Arab talent and cinema significantly. Arab cinema is still overlooked in the mainstream despite many films from the region receiving critical acclaim at festivals around the world. Both Tramontane and Mawlana are compelling films with a universal appeal and deserve to be seen by a wider audience. We thank the HFPA for their continued support; it’s initiatives like this that champion Arab films and that can really make a difference.”
Bollywood film ‘Toilet’ offers solution to open defecation in rural IndiaAkshay Kumar and Bhumi Pednekar are making headlines after starring in Indian rom-com “Toilet.” The movie has created a buzz grossing $29 ... Television & Radio
High-wattage stars kick off Cannes Film FestivalThe 70th Cannes Film Festival opened Wednesday under the lights of Cote D’Azur sunshine and high-wattage stars such as Will Smith and Marion ... Entertainment
Saudi director Haifaa Al Mansour's movie, women survival stories at TIFF 2017Stories of survival in turbulent times, including David Gordon Green’s world premiere of “Stronger” about a victim of the 2013 ... Entertainment
Tale of Saudi Sheikh who made it to Hollywood but lost his son in AmericaAs part of Vision 2030, Saudi Arabia has taken a historic decision to grant licenses for cinema houses in the kingdom. This has brought spotlight on ... Features

domain: news


text:
LSU professor continues his role on hit show 'Stranger Things'
BATON ROUGE - LSU professor and actor, Joe Chrest, is continuing his role in the hit Netflix series 'Stranger Things 3'.
Chrest plays Ted Wheeler, the father of one of the main characters, Mike Wheeler. He also serves as an adjunct professor at the LSU School of Theatre. He received his Master's degree from LSU and has been a member of the 'Stranger Things' cast since the show began in 2016.
The third season of 'Stranger Things' premieres on Netflix on July 4th.


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While other states expect smaller crops this year, New Jersey’s crop is up. But everybody is average.
Recent media reports point to a national cranberry shrinkage, but it’s actually an average year. (Photo: U.S. Agricultural Research Service)
Cranberry farmers in New Jersey had been concerned that the cool, rainy weather of May and June would discourage pollination of their crops. Apparently that’s not the case. The US Department of Agriculture predicts the harvest to be 5 percent greater than last year.
Massachusetts and Wisconsin, the two biggest producers of cranberry in the US, will have smaller crops than in 2008. Each will see roughly a 10 percent shrinkage. “It’s within an average year,” says Troy Joshua, the director of the USDA’s statistics service in New Jersey. That’s because Massachusetts and Wisconsin had record-breaking volumes in 2008. Their 2009 numbers, while below last year, are still above those of 2007.
Here’s how Joshua broke it down:
2007 3,830,000 barrels
2008 4,470,000 barrels
2009 4,000,000 barrels
2007 1,522,000 barrels
2008 2,374,000 barrels
2009 1,900,000 barrels
Joshua predicts New Jersey’s 2009 harvest to be 512,000 barrels.

domain: agronomy


text:
Need more space for small & important items on your hikes? Get a bum bag! They are ultralight, multi-use and you’ll wonder how you survived without one before!
Disclosure: This article has been supported with gear from HUCKEPACKS. As you know: I’m keepin’ it real and tell you how it is - I maintain full editorial control of the content published on Hiking in Finland. Read the Transparency Disclaimer for more information on the affiliate links in this article & blogger transparency.
I’m a big fan of keeping my gear sorted on my hikes, and a problem I encountered on many trips in the past is that I miss a bag or pouch for essential stuff which I wanna keep close but not really in my pockets or inside my backpack. Enter the fanny pack (or a bum bag in British English). Since seven plus years I use different kinds of shoulder and fanny packs, so the HUCKEPACKS beiPACK is a logical addition to my HUCKEPACKS Fanboy collection. On my hike in Hammastunturi last autumn 🍂 I still used a HUCKEPACKS Hipbelt Pocket to store essentials, but now that I have upgraded to the more spacious beiPACK I think the Hipbelt Pocket will only come out to play as a … Hipbelt pocket =)
Now while theoretically the beiPACK is double the volume of the Hipbelt Pocket, I have found it fits actually more than double the content (as for how much, watch the Video above!). At 74 g with the strap (or 42 g without it) the beiPACK is not much heavier than a Hipbelt Pocket, but the possibility to load it up with a map, snacks, an SUL hardshell and a Pocket camera makes it a lot more useable for me - especially as a wee summit pack which I can load up with the aforementioned gear at camp and then head out to explore the hills and forests around my ⛺
The beiPACK also comes with a flat inside pocket, which is where I keep my passport, notebook + pen and other documents, and a large main compartment. It’s waterproof and has a comfortable 25 mm wide strap with durable and easy-to-use buckles, which obviously can be totally removed if you decide to carry it in front of your chest, connected to your pack. You also can strap it around your pack, if you don’t like to carry it around your shoulders (which is my preferred way to carry it).
I especially love the limited edition beiPACK Special series, where a dozen different beiPACKS in various materials and colours are available. It definitely wasn’t easy to pick a colour I have to say, but I am super happy with the darkgreen woven DCF version I picked 😊 So if you have the problem of having small items in your pockets and flying around in your pack, solve the problem by getting a beiPACK!
If you enjoyed this article Please support me on Patreon as this COVID-19 Pandemic means a severe loss of income for me (and you get Discount codes for kit from partners!) or buy me a coffee - I work Full-Time on Hiking in Finland to bring you inspiring trip reports, in-depth gear reviews and the latest news from the outdoors. You also could subscribe to the rarer-than-ever Newsletter and follow along on Instagram, Twitter, Facebook and Youtube for more outdoorsy updates!

domain: hobby


text:
Barf BagWelcome to Barf Bag, a daily politics roundup to help you sort through the chaotic Trumpian news cycle.
- Former Fox News contributor Richard Grenell was confirmed as the new ambassador to Germany. Grenell is the first openly gay appointee in the Trump administration. The Senate’s confirmation vote was initially scheduled for earlier this week but pushed back after Democrats expressed concern over Grenell’s history of sexist statements for which he apologized during his hearing, describing them as “attempts at humor gone wrong.” [The Guardian]
- The Senate confirmed Mike Pompeo as the new Secretary of State. [Axios]
- Here are some pictures of Pompeo’s meeting with Kim Jong Un. [NBC News]
- Scott Pruitt is still in trouble. [Washington Post]
- After allegations that he created a hostile work environment and drunkenly wrecked a government-owned car, Ronny Jackson, Trump’s nominee for Secretary for the Department of Veterans Affair, withdrew his nomination. [Politico]
- In more goodbyes, after six months on the job, Bryan Rich, head of the Bureau of Indian Affairs has resigned. [Huffington Post]
- One more goodbye: Paul Ryan forced House Chaplain Patrick Conroy to resign after the Jesuit priest delivered a prayer supposedly “critical” of the House tax bill. [The Hill]
- The Administration for Children and Families is expected to tell Congress that they have lost nearly 1,500 refugee children the agency placed with sponsors across the United States. The missing children all arrived at the border as unaccompanied minors fleeing violent situations in their native countries. [New York Times]
- For the sake of journalism, Anna Merlan and I once sat through an empty Women for Trump event featuring pro-Trump duo Diamond and Silk who testified today before the House Judiciary Committee during a hearing on Facebook. It brought back a lot of memories. [Washington Post]
This has been Barf Bag.


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|Death: ||Jul. 22, 1864|
Re-interred to National Cemetery. Grave originally numbered F-76.
Notes from one who removed the bodies to the National Cemetery:
Field Hospital Cemetery 3 1/2 miles east of Atlanta 1 mile north of the Decatur St road at Murphy Rice & Co Saw Mill.
Buried alongside men of the 2nd Division, 15th Army Corps.
Marietta National Cemetery
Created by: Janet
Record added: Aug 07, 2013
Find A Grave Memorial# 115067815


CAMERON Jerome’s goal was fine – Norwich City had nothing to complain about.
Canaries manager Bryan Gunn moaned that David Marshall was fouled as he went to collect a cross by Hameur Bouazza in the 38th minute.
“It was a clean jump by Cameron,” stressed Alex McLeish. “He’s a powerful man. The ball was there up for grabs. It was a 50-50 ball with the goalkeeper.
“Marshall has the added bonus of being able to use his hands and I think if he looks at it again, he will think he should have punched it.
“He tried to catch it, Cameron was in between the goalkeeper and the ball and certainly didn’t put any hands on Marshall.
“Marshall may have hurt his nose, as Bryan Gunn said, but that was when he fell into the back of Cameron as Cameron was scoring.”
McLeish was frustrated that Blues didn’t go on and improve after Jerome’s goal.
“Too many players were not at their top level and when that happens you always run the risk,” he said.


Huawei may be in hot water here in the US, but it is doing so well in the rest of the world that is currently the third-largest phone maker, right after Samsung and Apple, and was even second-place at one point this year. Looking at the newly-announced Mate 20 and 20 Pro, it's not hard to fathom why.
The Pro is perhaps the most feature-laden flagship for the whole of 2018, and if you don't believe us, just read on what's on offer for the price of... well, a Note 9 or an iPhone XS Max
, Huawei isn't underestimating itself here. Here's, however, the pretty unique hardware you will be getting for this tag:
Glass with traction, gradient colors, highest screen-to-body ratio on a flagship with the Mate 20
The Huawei Mate 20 and the Pro come with the now-trademark gradient colors of the glass body they are housed in, but there is a new and welcome twist. Huawei calls it Hyper Optical Pattern, and it makes the phones less slippery in the hand than smooth glass, aiding traction if you are using them without a case. It's only on the Midnight Blue, Emerald Green and Twilight color options, though, the Black and Pink Gold versions skip it.
The OLED panel of the Huawei Mate 20 Pro
is with plastic substrate and is curved on the sides similar to Samsung's flagships, adding to the pleasant aesthetic impression but not much else. Any aesthetic advantages from the curved screen are offset by the wide top bezel protrusion that houses Huawei's answer to Apple's TrueDepth camera kit. It does have all the 3D-sensing and flood illuminator components needed to reliably unlock the phone or authorize payments with your face, plus engage in some animated emoji action.
Given that the Mate 20 Pro also has an in-display finger scanner, placing an extra biometric option sounds like what it probably is - Apple has it, so we can't let our buyers feel disadvantaged. The Mate 20 has a much tinier notch that houses the front camera only, which Huawei calls a dewdrop, and means a much higher screen-to-body ratio on a phone that rivals the XS Max in screen diagonal. This is also achieved by a thinner bottom bezel compared to the Mate 20 Pro, even though the latter comes with that Wild West of notch bearing. The Mate 20 is a bit taller and much wider than the Mate 20 Pro, though, which would make its more expensive brother a bit more comfortable to hold and carry around.
Huawei Mate 20 (dewdrop notch, rear finger scanner) and 20 Pro design
Big, bright, curved and nothch-y
The Mate 20 Pro has a large 6.3" 1440p OLED display with 19.5:9 ratio, while the Mate 20 a humbler LCD one, but with larger, 6.53" diagonal, FHD+ resolution, and a quirky 18.7:9 aspect ratio brought to you by a dewdrop notch at the front and a thinned-out bottom bezel. The LCD one is with an extra white pixel in an RGBW matrix which, as usual, means a big boost to peak brightness levels - Huawei cites up to the whopping 820 nits. Both displays support the wide DCI-P3 color gamut, and are certified for whatever HDR movie Netflix throws their way.
First 7nm chipset on Android, first phones with Cat. 21 LTE downloads of up to 1.4Gbps
Android's 7nm processor era is now upon us, with the introduction of Huawei's Mate 20 and Mate 20 Pro. As we witnessed with Apple's A12 Bionic in the iPhone XS
and XS Max, the era will be fast, and it will be powerful, all without taking a further toll on battery life.
The first Geekbench result of Huawei's Kirin 980 chipset, built with the 7nm production node was 3390 points on the single-core test and 10318 on the multi-core. That's way above the best scores that 10nm chipsets like Samsung's Exynos 9810 in the Galaxy Note 9
, or a Snapdragon 845 in OnePlus 6
, have to offer on this test, and yet is below what the iPhone XS and XS Max score with smaller amounts of RAM.
Still, benchmarks aren't that indicative of real-life performance anyway, plus we are likely talking about pre-release versions of the Mates, so the results might get higher when it is launched for retail users with finalized software. The Mate 20 Pro comes in 6/8GB RAM versions with 128GB of storage and special nanoSD card support up to 256GB, while the Mate 20 starts lands with 4GB/6GB RAM, a 128GB storage option, and the same nanoSD support.
Last but not least, the Mate 20 and 20 Pro come with Huawei's fastest cellular modem in the Kirin 980 chipset, capable of heretofore unseen Cat. 21 LTE download speeds of up to 1.4Gbps. That's if your carrier can provide those, of course, but even if not, the modem is using plenty of aggregation technologies to make the phones the fastest downloaders among all 2018 flagships announced so far.
Here comes the interesting part. Huawei introduced the world's first triple-camera phone with a 40MP sensor last year on the P20 Pro, and, instead of raising the sensor count as Samsung does, it improved on the existing setup. On the Mate 20 Pro, gone is the monochrome sensor from last year's kit, as Huawei says that software algorithm improvements made it unnecessary. It is replaced by a 20MP camera with a wide-angle lens. It lets you fit more of the landscape, and more of the people at a wedding in the frame, and also helps to produce some insane macro shots now. The third camera is still telephoto, with an 8MP resolution, and 3x "optical" zoom, paired with digital for up to 5x magnification like on the P20 Pro.
The 40MP sensor is combined with a f/1.8 aperture and a new technology called “FusionMind” which does 4-in-1 pixel-binning in a new way that is supposed to improve low-light shots even further. You can also combine the info from all sensors to form ultra-macro shots, and Huawei promises you will be able to get clear images from a distance of just an inch or so.
The Mate 20 sports a humbler 12MP main + 16MP wide-angle + 8MP telephoto kit that is, however, still a triple-camera setup that does 2x zoom and can accommodate all the landscape you want to fit into the frame. A 24 MP front-facing camera on both rounds up the stellar Mate 20 and 20 Pro photography chops.
Battery and charging
Portable power banks, those two, with whopping 40W wired and 15W wireless charging speeds
To back up the roughly 30% more pixels on its 2K display compared to the Mate 10 Pro's FHD+ screen, Huawei increased the battery capacity to 4200mAh on the Mate 20 Pro. The Mate 20 is with a no-less generous 4000mAh, and, with an FHD+ display, we expect it to be the actual screen-on time champion. That's what Huawei may be expecting, too, as it included an ultra-fast 40W charging option on the Mate 20 Pro, and left the Mate 20 with its typical fast 22W charger. This is still one the most capable setup out there this side of the OnePlus Dash Charge or Oppo's VOOC, but SuperCharge 2.0 is something else entirely.
The 40W fast-charger of the Mate 20 Pro can top up the battery to 70% in 30 minutes, and will probably take less than an hour to charge it fully. This is pretty amazing, but get this - the phone also includes wireless charging this time around, and it is with the whopping 15W input abilities, meaning that the coils inside will be able to top up the phone as fast as some slower wired chargers do on other phones. In addition, you can use the phone as wireless power bank to top up other handsets that support the Qi standard, or various paraphernalia like true wireless buds with the tech.
Faster, richer, gesture-based
If we don't count Google's own Pixel 3
and 3 XL, Huawei's Mate 20 and 20 Pro are the first top-shelf handsets from a first-tier phone maker that arrive with Android 9 Pie out of the box. Huawei has made sure that all the goodies that Pie brings, like better battery stats and power draw management and notch support, are augmented with things like rich gesture navigation, faster app loading times, less clutter and extra one-handed navigation options, all wrapped up in the newest Emotion UI 9.0 version.
Price and release date
You get what you pay for
The Mate 20 Pro will start from 999-1049 EUR in Europe, depending on the country, which is as much as the best that Samsung or Apple can offer, and is apparently immediately available for pre-order, with deliveries slated for October 26. The US will miss out on official channels, but with Cat. 21 LTE with up to 1.4Gbps downloads, the Mate 20 Pro will feel very comfortable on GSM carriers like AT&T or T-Mobile if you get them on a side hustle.
The new Mate 20 Pro will go on sale in countries including the U.K., France, Italy and United Arab Emirates as soon as today. The Mate 20 starts from 799 EUR for the 4GB RAM/128GB model, while 50 EUR more will net you the 6GB model. Pre-orders may start today, but the presser states that it will be released on October 26.
In addition, Huawei also announced a 1695 EUR Porsche Design Mate 20 RS model and a 7.2" Mate 20 X
with 5000mAh battery for all mobile gamers out there, but mum's the word on their detailed specs just yet. The 20 X will be available for order October 26 for 899 EUR, and the expensive RS from November 16. Any takers?


The price of MacBook Pro display range between ₹6,400 to ₹40,000 with one year of Warranty. The exact price of display depends on the specific model and year of manufacture.
|MacBook Pro Models||Display Price|
|✅ Apple MacBook Pro A1278 13-inch Early 2011 with Touchbar Display||₹6,499|
|✅ Apple MacBook Pro A1706 13-inch Late 2016 Dispaly||₹13,999|
|✅ Apple MacBook Pro A1708 13-inch 2017 with Touchbar Display||₹13,999|
|✅ Apple MacBook Pro A1989 13-inch Mid 2018 with Touchbar Display||₹13,999|
|✅ Apple MacBook Pro A1990 15 -inch 2018 with Touchbar Display||₹37,999|
|✅ Apple MacBook Pro A2159 13-inch Retina 2019 with Touchbar Display||₹13,999|
|✅ Apple MacBook Pro A2289 13-inch 2020 with Touchbar Display||₹13,999|
|✅ Apple MacBook Pro M1 A2338 13-inch 2020 with Touchbar Display||₹17,999|
|✅ Apple MacBook Pro A2141 16-inch 2019 with Touchbar Display||₹39,999|
How to find Your MacBoook Pro Display Model Price
To find the MacBook model you are Looking for a screen replacement
When choosing a MacBook Pro screen based on price, there are several key factors to consider that can help you make an informed decision. Here are some factors to keep in mind:
The quality of screen or provider can influence the cost of MacBook Pro display.
Lappy Maker provide MacBook display at very competitive price in the market. Our certified technicians are well-versed in handling various MacBook Pro models and can fix issues like cracked screens, flickering displays, or dead pixels.
Whether you need a complete Mac Pro Display replacement, trust Lappy Maker for reliable and affordable solutions. Experience our quality service and restore your MacBook Pro display to optimal condition.


text:
What to Expect with Dmitry’s Redemption: An Insight Look with Latrivia Welch
Join Latrivia Welch when she goes LIVE in 30 minutes by clicking this link: http://www.blogtalkradio.com/latriviawelch2/2018/07/05/what-to-expect-with-dmitrys-redemption-an-insight-look-with-latrivia-welch
Book One of Dmitry’s Redemption will be out this month – no date shared, but find out what to possibly expect in the latest installation of the Medlov Men Series with its creator, Author Latrivia Welch. For 30 minutes, she’ll share her journey to complete this complex 15-chapter novel and why it was necessary to write two books for beloved Russian Mafia bad boy, Dmitry Medlov. Also, find out when and where to expect Book Two. For those who are in the Memphis area, don’t forget that her first Meet & Greet Brunch is scheduled for Sunday, July 29, 2018 at G. Alston restaurant. You can book tickets on her website at http://www.latriviawelchbooks.com But hurry. There are only a few tickets available. #LatriviaWelch #MedlovMen #LatriviaWelchBooks #interracialromance
Then head over to Facebook to Join Latrivia in her exclusive private Group: The Red Door Retreat for fun talk with no prying eyes or ears.
Latrivia’s Red Door Retreat
Are you a member of Latrivia Welch’s Red Door Retreat? If not, you’re going to miss tonight’s discussion held after the radio interview. Don’t be the last to know. If you’re a fan of her work, you should be a member of her exclusive group. Join now before the radio show begins in 30 minutes.
#LatriviaWelch #MedlovMen #LatriviaWelchBooks #interracialromance

domain: literature


text:
Dubai Lighthouse Project
Located on the Dubai Harbour development, off the south western edge of Jumeirah Beach, Dubai Harbour Lighthouse is designed as a striking visual landmark for the residents and tourists of Dubai.
In keeping with Dubai’s burgeoning and sophisticated leisure and entertainment scene, the Lighthouse creates a memorable landmark and focus within the Dubai Harbour development connecting to the Mainland as a dynamic sculpture with powerful imagery and lighting.
The site is well connected with a dedicated road network within Dubai Harbour and to the mainland.
Cost Planning and Feasibility Studies


Politicians, others besiege Minna to condole with Babangida
measures put in place, therefore, the situation warranted other ad-hoc security measures.
A top ranking security man who spoke with The Guardian on condition of anonymity admitted that the crowd would have been more difficult to control had Maryam not been buried earlier.
Vehicles were made to park about two kilometres to the mansion, an arrangement that forced many people to embark on a long trek.
The visitors ranged from politicians, royal fathers, serving and former public office holders, top military officers (both serving and retired) to business associates of the family. Even the ordinary people were not left out.
Senate President David Mark, dressed in a white caftan, who arrived at exactly 11.20 a.m, led the serving public holders’ categories while former President Shehu Shagari, who had come at 10.25 am, led the category of former public office holders.
And shortly after another prayer was held for the deceased right inside the mansion for the repose of her soul, the visitors poured forth tributes, describing her as a model for women in Africa and beyond.
Mark said: “Her activities were giant strides that were difficult to measure because she did so much for Nigeria women. She impacted so much on the lives of all Nigerians not just the women, but the boys and girls of this country. Her Better Life Programme for the Rural Woman cut across not just the women alone but even the men and I think all Nigerians will remember her for that.”
Former Head of State, Maj.-Gen. Muhammadu Buhari, dressed in a simple and flowing white caftan, however, would not want to make a comment but when journalists later forced him to do so, he simply declared: “We came here to pray and that is all you can do to those who died. Anything I will say have been fully covered by you journalists. We are all on transition. That is all I can say”.
To the former Information Minister and presidential aspirant on the platform of the Peoples Democratic Party (PDP), Prof. Jerry Gana, “Maryam’s death is a tremendous loss to both Niger State and the nation. Maryam lived a life of compassion, a life of wanting a better life for other people; she was very famous in her Better Life Programme, which she used to transform the lives of Nigerian women. We will remember her as someone who was very dedicated to excellence, dedicated to humanity, dedicated to justice, fairness and equity.”
Former Deputy President of the Senate, Ibrahim Mantu spoke in these words: “Her death is not only a loss to her immediate family but to the entire nation. The nation is mourning at the moment because this is a woman who actually changed the face of the nation by creating activities like the Better Life for the Rural Woman that has actually empowered rural women. She put smiles on millions of faces, and I have no doubt in my mind that Allah will put smiles on her face by granting her Aljanat Fiddau. This is the time for all of us to reflect on the good work she did and she has left something for posterity. I will want Nigerian first ladies to emulate her humility and her concern for the less privileged in the society. I will like the Nigerian first ladies to also establish NGOs (Non-Governmental Organisations) that will outlive them, not NGOs that will go with them when they are out of office.”
Former governor of Lagos State, Bola Tinubu said: “Maryam bore a symbol of patriotism and dedication to women liberation and development all over Africa. She did not use her privileged position only for her self. Rather, she did a good job of bringing liberation to women particularly to the rural folk, the market women especially. She was a very humble woman. I advise Nigerian women to continue to work hard and continue to develop her legacies. They should continue to promote her values and eliminate poverty among our women.”
House of Representatives member, Mrs. Abike Dabiri-Erewa who was Maryam’s press secretary while in office as First Lady said: “She taught me so many values in life. I learnt so much from her that anywhere you are and whatever you do make life better for other people. Her better life programme is the most successful NGO anybody has ever embarked up till today. Till today, anywhere you go, you see women who tell you that Maryam made them. I will miss her counseling. I will miss her words of wisdom and her advice. Her legacies will live forever”.
In the meantime, encomiums have continued to pour in for Maryam.
Former Chief of General Staff, Lt.-Gen. Oladipo Diya (rtd), in a statement titled: “Adieu! Icon of Better Life for Womanhood,” said: “The death of Chief (Mrs.) Maryam Babangida represents yet another major depletion of the rank of Nigerians who used their privileged position as platform of crusade for enthronement of a better Nigeria.
“It is not life itself that matters but the end of which a life is used. By any definition, Chief (Mrs.) Maryam Babangida lived a useful, impact-full, responsible and highly successive life. Chief (Mrs.) Maryam Babangida, succeeded in making her name, a household name in Nigeria through the famous ‘Better Life Programme for the Rural Woman’ project.”
Diya added: “Chief Maryam Babangida was an epitome of the very best in womanhood – a virtuous and devoted wife, compassionate mother, dynamic, energetic and highly responsible woman leader. Chief (Mrs.) Maryam Babangida radiated much vibrancy, vitality, resourcefulness and humility to a level that made her personality unforgettable.”
Dignitaries who paid their last respects included the wife of Alhaji Atiku Abubakar (a former Vice-President), Chief Titi Abubakar, the Minister of Information and Communications, Prof. Dora Akinyuli as well as the Governors of Ogun, Kogi and Imo states.
Mrs. Abubakar described the deceased as a friend and an associate whose death came as a surprise to everyone.
“She was a very beautiful woman,” Akinyuli said.
When asked about rate at which cancer was killing Nigerians in the absence of good medical facilities, the minister noted that regular check-up was important to detect cancer early enough for it to be treated or the growth reduced.
“Luckily, the First Lady Hajia Turai Yar’Adua is building a cancer centre and I know that many NGOs across the country are doing one thing or the other about cancer. By the grace of God the future will be better for women because it is women that actually suffer more from cancer especially ovarian and breast cancer.”
Edo State Governor, Comrade Adams Oshiomhole, said Maryam, had already immortalised herself in the hearts of the people with her good work with the Better Life for the Rural Woman Programme.
Governor Godswill Akpabio of Akwa Ibom State described Maryam as “a breath of fresh air” while alive but whose death was a great loss to the nation.
Oshiomhole made the assertion yesterday during a condolence visit to the former military President at his Hilltop Mansion in Minna.
According to Oshiomhole, “she brought a lot of respect to the office of the First Lady, because before her, not much was known about that office and she used that office for the promotion of the rural women.”
He added: “She reminds all of us who occupy public position to not just look at our own material comfort but to have time to reflect on the poor.
“I still can’t find any other programme that can rival her work with the Better Life for the Rural Woman. We all miss her and it is sad that she left at the time that she did, but God gives and God takes and we cannot fault God.
“Of course she had already immortalised her name by her work. Everytime you talk about rural women, you talk about the rural poor, the conditions of the forgotten majority in the rural parts of Nigeria, you can’t but remember the agenda, which Maryam put in place to address and bring to the national consciousness the condition of the rural poor people, particularly the women who are among the poorest of the poor and I think that’s what will be in the memory of Nigerians.
“Of course, future generations may not know and therefore whatever can be done to immortalise her name is something that will encourage future First Ladies to recognise that when they occupy privileged position, they should devote part of it and use their office to address the challenges facing the poor.”
But former elected civilian governor of Cross River State, Mr. Clement Ebri, called for the immortalisation of Maryam’s ideals as a house wife, first lady and founder of the Better Life Programme for Rural the Woman.
Ebri, who governed Cross River State during Babangida’s mlitary presidency expressed shock over Maryam’s death.
He condoled with her husband, children and close relations, including Nigerian women whom he said benefited from the pet project.
He also commended her role in raising political, social and cultural consciousness of women in Nigeria and for giving her husband all the support he needed while he piloted the affairs of the country as president at that difficult period.
Ebri, who spoke from the United States (U.S.), asserted that the late Mrs. Babangida developed the most comprehensive outreach programme for women in the country and tried to sustain the programme even after her husband left office.
He urged Nigerian women to pray for the repose of her soul and for God to make available to mankind more of her type. The erstwhile governor prayed God to give her husband, children and Nigerians the fortitude to bear her loss, which he described as irreparable.
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