Hurt Park is a small park in downtown Atlanta in the triangle between Edgewood Avenue, Courtland Street, Gilmer Street. It is named after banker, real estate, streetcar developer Joel Hurt; when Hurt Park opened in 1940, it was the first public park in downtown Atlanta since the 1860s and represented one of the great achievements of Mayor William B. Hartsfield's first administration; the park was part of a 1937–1942 "transformation of aging Municipal Auditorium and the surrounding area into a civic center that befitted Atlanta's rising status as a convention center". The park and its fountain were funded in part by the Woodruff Foundation and were designed by the noted landscape architect William C. Pauley; the park was one of downtown Atlanta's principal attractions during the 1950s. The park contains the "Fountain of Light", which used to light the water in different patterns and colors: An electric fountain with seventy-eight bulbs from one hundred watts to fifteen hundred, it plays for twenty minutes at a time, giving numerous changes of pattern and color before it repeats its rainbow symphony.
It was built at a cost of seventeen hundred dollars, designed by Atlanta sculptor Julian Harris and presented to the city through the Emily and Ernest Woodruff Foundation. The fountain without the light show; the park is included as one of the stops for the Atlanta Streetcar, which became operational around late 2014. Historic photos of Hurt Park on Atlanta Time Machine site
Mouna known as Mona is an Algerian Jewish sweet bread of Sephardi origin, similar to challah, kubaneh or brioche, traditionally consumed for the Jewish holidays of Mimouna and Shabbat, found today in France, Israel, has a sweet taste enriched with oil and eggs and contains anise, orange, or other citrus. Mouna derives its name from the Jewish holiday Mimouna, a special holiday traditionally celebrated by Sephardic Jews of North Africa to mark the end of the Pesach holiday with a feast of sweets and baked goods. Mouna comes from the Hebrew word emunah, meaning faith. Mouna is a popular bread in Algerian Jewish cuisine, but in Moroccan Jewish, Tunisian Jewish, as well as French Jewish and Israeli cuisine. Mouna is used in similar way as Challah is used by other Jewish communities, as the bread served for Shabbat and other holidays such as Mimouna of the Yom Kippur break fast. Mouna is a delicate and sweet bread, sometimes contains a filling such as jam in the center. Mouna is prepared most for Jewish holidays and special occasions in the Algerian Jewish community.
Mouna is prepared by making an enriched dough made with flour, cooking oil, sugar and sometimes anise seeds, orange or lemon zest or juice. The bread is Kneaded and left to rise, it is formed into small individual balls, the balls of dough are joined together in a pan and are coated with an egg wash. Oftentimes mouna is topped with powdered sesame and anise seeds; the bread is baked, when it is ready it looks somewhat similar in appearance to the Yemenite Jewish bread kubaneh, or the American monkey bread
Salima Belhaj is a Dutch politician. She has been a member of the House of Representatives of the Netherlands for the Democrats 66 since 26 January 2016, when she replaced Wassila Hachchi, she served as a municipal councillor and faction leader in Rotterdam between 2008 and 2016. Belhaj was born on 18 October 1978 in Harderwijk, she is of Moroccan descent, her father was a social worker. Belhaj moved to Rotterdam for her studies of Personnel and Work at the Rotterdam University of Applied Sciences, which she followed between 1998 and 2002. From 2004 to 2007 she was a personnel coordinator at the Museum Boijmans Van Beuningen, she worked as business leader of the De Appel theatre from 2007 to 2008. From 2008 until January 2016 she was head of personnel of the Scapino Ballet. Belhaj was member of the municipal council of Rotterdam for the Democrats 66 between January 2008 and January 2016. During this period she was fraction leader; when Belhaj started she was the only council member for Democrats 66.
During her years in the council Democrats 66 became part of the municipal ruling coalition. On 26 January 2016 Belhaj became a member of the House of Representatives, when she replaced Wassila Hachchi. In the House she deals with topics as defence and infrastructure. Parlement.com biography
Leszna Górna is a village in Gmina Goleszów, Cieszyn County, Silesian Voivodeship, in southern Poland, on the border with the Czech Republic. It has a population of 576, it lies in the historical region of Cieszyn Silesia. The name is derived from hazel trees. In the 15th century to differentiate the village from the sister settlement Dolní Líštná the adjective Nemeczska was used but was replaced with adjective Górna/Horní, e.g. w Nemeczsky Lessczne in 1457 and Lessczna Wirhny in 1523. A simplification Leszczna→Leszna occurred; the village was first mentioned in a Latin document of Diocese of Wrocław called Liber fundationis episcopatus Vratislaviensis from around 1305 as item in Lesna principis XX mansi solventes. It meant that the village was obliged to pay a tithe from 20 smaller lans, that it belonged to dukes of Cieszyn as opposed to the sister settlement of Lesna Snessonis mentioned in the same document, a private village; the creation of both villages was a part of a larger settlement campaign taking place in the late 13th century on the territory of what will be known as Upper Silesia.
The village became a seat of a Catholic parish, first mentioned in an incomplete register of Peter's Pence payment from 1335 as Lezna and as such being one of the oldest in the region. It was again mentioned in the register of Peter's Pence payment from 1447 among 50 parishes of Teschen deanery as Lesna. After the 1540s Protestant Reformation prevailed in the Duchy of Teschen and a local Catholic wooden church was taken over by Lutherans, it was taken from them in the region by a special commission and given back to the Roman Catholic Church on 21 March 1654. It is now served by the late Baroque Church of Saint Martin built between 1719 and 1731, an important landmark in the village. Politically the village belonged to the Duchy of Teschen, formed in 1290 in the process of feudal fragmentation of Poland and was ruled by a local branch of Piast dynasty. In 1327 the duchy became a fee of the Kingdom of Bohemia, which after 1526 became part of the Habsburg Monarchy. After Revolutions of 1848 in the Austrian Empire a modern municipal division was introduced in the re-established Austrian Silesia.
The village as a municipality was subscribed to the legal district of Cieszyn. According to the censuses conducted in 1880, 1890, 1900 and 1910 the population of the municipality grew from 744 in 1880 to 870 in 1910 with a majority being native Polish-speakers accompanied by a small German-speaking minority and 1 Czech-speaking person. In terms of religion in 1910 the majority were Protestants, followed by Jews; the village was traditionally inhabited by Cieszyn Vlachs, speaking Cieszyn Silesian dialect. After World War I, fall of Austria-Hungary, Polish–Czechoslovak War and the division of Cieszyn Silesia in 1920, it became a part of Poland, the western part of the village was incorporated into Czechoslovakia and called Horní Líštná.. It was annexed by Nazi Germany at the beginning of World War II. After the war it was restored to Poland. Józef Kożdoń, politician Paweł Musioł, educator and activist Description at the Gmina Goleszów website
The Sm3 Pendolino is a class of high-speed body-tilting trains operated by VR Group. It is a member of the Pendolino train family; the first two trainsets were assembled in Finland by Rautaruukki-Transtech in the mid-1990s. The rest of the series of eighteen EMUs were built by FIAT Ferroviaria between 2000 and 2006; the trains serve most of Finland's major cities such as Helsinki, Turku and Joensuu with a maximum speed of 220 km/h, although this speed is only attained between Kerava and Lahti. The train weighs 328 tonnes; the Sm3 had a long prototype phase before the main series was ordered, with reliability issues being brought up by the press from time to time. Negative reporting continues to haunt the series' reputation. Reliability problems can not be proven; the train has not managed to cope with harsh Finnish weather conditions, the time benefit of the tilting mechanism will not be taken into account in timetables of winter 2011–2012. The Sm3 has received positive feedback from passengers and has led to increased operating speeds on the Finnish rail network.
VR announced its 2 billion Finnish Mark Pendolino order on 7 February 1992, consisting of two firm orders and twenty-three options. ABB's X 2000 was considered in addition to the Italian train. Only these two tilting trains were considered due to the twisting nature Finland's railway network. Thanks to its tilting mechanism, the Pendolino – unlike such other European high-speed trains like the TGV, AVE – does not need to run on specialised high-speed lines, important to VR; this has both negative consequences. The trains cannot run at as high a speed as, for example, the TGV, due to the lines. However, the Pendolino can run alongside normal non-tilting trains, allowing for greater use of the railway. Building trains that could ensure passenger comfort at high speed on these routes by tilting through the curves was seen as a much cheaper solution than reconstructing the railway network itself due to Finland's low population and long distances; the train was called the Sm200, but in May 1995 it was named Sm3 according to VR's nomenclature for multiple units.
It was expected that the train would, as in Italy, run at a maximum speed of 250 kilometres per hour and shorten the travel times between major cities. As an example, the 2 hour and 7 minute travel time between Helsinki and Turku was expected to drop to 1:28 by 2010; as of July 2011, 1:44 is the fastest train link between the two cities. A test carriage from an ETR 460 arrived by boat into Finland from Italy in March 1993, it was used to test how the Pendolino would cope with Finland's winter and rail network by running it in Northern Carelia between Nurmes and Vieki. The carriage had to be fitted with new bogies over night at Hanko as it was designed for standard gauge instead of the broader Finnish 1,524 mm gauge. Another carriage was built by Transtech according to the specifications of the new train, it was included in the first completed unit as the fourth car, TT 7401. Before a full trainset was finished, some test runs were made with only the first three carriages of the train in late 1994.
The first finished train was unveiled to the press on 14 October 1994, the first two trainsets started their regular test traffic on 27 November 1995 between Helsinki and Turku on the coastal track. Test traffic was stopped only after three months, at the end of February 1996, due to technical difficulties with the trains. Testing resumed, VR announced in 1997 that it would start normal operations with the Pendolino despite electrical problems; the ability of the train to cope with the Finnish winter was put into question, but VR denied that coldness had been a factor in the electrical failures. Testing ended in August 1997, after the two trainsets had covered a total of 815,000 kilometres during 3,870 trips between Helsinki and Turku. Only six of three thousand journeys were terminated due to technical issues. VR's CEO Henri Kuitunen was positive about the new train in 1998, stating that passengers feel it has been a good purchase. Passenger numbers rose by 17% between Helsinki and Turku in 1997.
Eight additional Pendolinos were ordered at the end 1997 at the price of FIM 77 million per train. They were delivered between 2000 and 2002; the main series trains differed in various ways from the prototypes. The new trains allowed Pendolino traffic to extend: they started running between Helsinki and Jyväskylä on 22 October 2001. In June 2002, the network was expanded further, routes were continued from Tampere onwards to Oulu and from Jyväskylä to Kuopio. One of the main series trains was damaged during maritime transport in October 2001; the badly secured train had come loose during a storm on the Atlantic causing the loss of M/S Traden, the ship carrying it. Thanks to good actions of the ship's crew, it was able to reach Le Havre and the train was sent back to Italy to be repaired. Not all passengers were happy with the new train. In 2005, a delegation of commuters between Helsinki and Tampere collected criticism from fellow