OpenLLM-France/wikimedia huggingface dataset:
# DRG Class 98.10

The locomotives of DRG Class 98.10 (Baureihe 98.10 and, unofficially, the Bavarian GtL 4/5) were superheated steam locomotives with the Deutsche Reichsbahn-Gesellschaft.
After the Bavarian GtL 4/4 (Bayerische GtL 4/4) class engines had proved to be very reliable and had all been taken over by the Reichsbahn, it was decided to build further examples of them. However, because they were very slow with a top speed of 40 km/h (25 mph), the design was modified and the so-called GtL 4/5 was built with an additional trailing axle, that was linked to the final coupled axle by a Krauss-Helmholtz bogie.
In 1929 Krauss supplied the first five examples of these machines. In 1930 and 1931 there followed further batches of six and ten locomotives respectively. The remaining engines were manufactured by the newly created firm of Krauss-Maffei in 1932 and 1933.
In spite of the extra carrying axle the top speed could only be raised to 45 km/h (28 mph), so that later rebuilds or new engines were based on the GtL 4/4 (the rebuild becoming the DRG Class 98.11 (1′D)) and LAG Nos. 87 and 88 (1′D1′)).
All 45 locomotives of DRG Class 98.10 passed over to the Deutsche Bundesbahn after the Second World War. Their retirement began in 1957 and was complete by 1966.
# Gassendi (crater)

Gassendi is a large lunar impact crater feature located at the northern edge of Mare Humorum. The crater was named after French astronomer Pierre Gassendi by the IAU in 1935. The formation has been inundated by lava during the formation of the mare, so only the rim and the multiple central peaks remain above the surface. The outer rim is worn and eroded, although it retains a generally circular form. A smaller crater – Gassendi A – intrudes into the northern rim, and joins a rough uplift at the northwest part of the floor. The crater pair bear a curious resemblance to a diamond ring.
In the southern part of the crater floor is a semi-circular ridge-like formation that is concentric with the outer rim. It is in the southern part where the rim dips down to its lowest portion, and a gap appears at the most southern point. The rim varies in height from as little as 200 meters to as high as 2.5 kilometers above the surface. The floor has numerous hummocks and rough spots. There is also a system of fractures that criss-crosses the floor, named the Rimae Gassendi.
The fresh crater Gassendi A is adjacent to Gassendi to the north. Due to its ray system, Gassendi A is mapped as part of the Copernican System. On some older maps the crater Gassendi A was called Clarkson, after the British amateur astronomer and selenographer Roland L. T. Clarkson, but this name is not officially recognized by the IAU and the name has been removed.
Gassendi was considered for a possible landing site during the Apollo program, but was never selected. However, it was imaged at high resolution by Lunar Orbiter 5, for this reason. It was also heavily photographed by Apollo 16.

## Satellite craters

By convention these features are identified on lunar maps by placing the letter on the side of the crater midpoint that is closest to Gassendi.
| Gassendi | Coordinates | Diameter, km |
| A | 15°33′S 39°48′W﻿ / ﻿15.55°S 39.80°W﻿ / -15.55; -39.80﻿ (Gassendi A) | 32 |
| B | 14°40′S 40°38′W﻿ / ﻿14.66°S 40.64°W﻿ / -14.66; -40.64﻿ (Gassendi B) | 25 |
| E | 18°27′S 43°38′W﻿ / ﻿18.45°S 43.63°W﻿ / -18.45; -43.63﻿ (Gassendi E) | 7 |
| F | 15°02′S 45°01′W﻿ / ﻿15.03°S 45.02°W﻿ / -15.03; -45.02﻿ (Gassendi F) | 8 |
| G | 16°45′S 44°40′W﻿ / ﻿16.75°S 44.67°W﻿ / -16.75; -44.67﻿ (Gassendi G) | 7 |
| J | 21°37′S 37°06′W﻿ / ﻿21.62°S 37.10°W﻿ / -21.62; -37.10﻿ (Gassendi J) | 9 |
| K | 18°47′S 43°44′W﻿ / ﻿18.78°S 43.74°W﻿ / -18.78; -43.74﻿ (Gassendi K) | 6 |
| L | 20°23′S 41°47′W﻿ / ﻿20.39°S 41.79°W﻿ / -20.39; -41.79﻿ (Gassendi L) | 5 |
| M | 18°37′S 39°09′W﻿ / ﻿18.61°S 39.15°W﻿ / -18.61; -39.15﻿ (Gassendi M) | 3 |
| N | 18°04′S 39°19′W﻿ / ﻿18.07°S 39.32°W﻿ / -18.07; -39.32﻿ (Gassendi N) | 4 |
| O | 21°58′S 35°08′W﻿ / ﻿21.96°S 35.13°W﻿ / -21.96; -35.13﻿ (Gassendi O) | 10 |
| P | 17°17′S 40°45′W﻿ / ﻿17.29°S 40.75°W﻿ / -17.29; -40.75﻿ (Gassendi P) | 2 |
| R | 21°56′S 37°51′W﻿ / ﻿21.94°S 37.85°W﻿ / -21.94; -37.85﻿ (Gassendi R) | 4 |
| T | 19°03′S 35°26′W﻿ / ﻿19.05°S 35.44°W﻿ / -19.05; -35.44﻿ (Gassendi T) | 10 |
| W | 17°40′S 43°44′W﻿ / ﻿17.66°S 43.73°W﻿ / -17.66; -43.73﻿ (Gassendi W) | 6 |
| Y | 20°55′S 38°31′W﻿ / ﻿20.91°S 38.51°W﻿ / -20.91; -38.51﻿ (Gassendi Y) | 5 |
# LDE – Renner to Greif

The German locomotive series Renner to Greif comprised passenger train, tender locomotives operated by the Leipzig–Dresden Railway Company (LDE).

## History

The five locomotives were delivered in 1837 and 1839 by Thomas Kirtley & Co., Warrington, Lancashire to the LDE. They were given the names: RENNER, STURM, ELEPHANT, WILLIAM CURTLEY and GREIF.
These locomotives were retired between 1851 and 1858.
# Château des Amerois

The Château des Amerois (French pronunciation:) is a 19th-century neo-Gothic style château in the Ardennes forest, south-east of Bouillon, Wallonia, Belgium. Replacing an original building destroyed by fire, the current château was built from 1874 to 1877 for Prince Philippe, Count of Flanders.

## History

The domain was originally purchased in 1849 by the Count of Mesniel, who acquired land to build a manor house. In 1859, the property was purchased by Theodore van der Noot, 8th Marquess of Assche. Ten years later, the property was sold to Prince Philippe, Count of Flanders, the brother of King Leopold II.
After a fire destroyed this first manor house in 1873, Prince Philippe commissioned the architect Gustave Saintenoy to build a replacement. The chapel received special attention and received polychromes by the painter Jules Helbig. The park houses redwoods and a 158-metre-long (518 ft) bower. Thousands of plant and flower species were grown in several greenhouses. Prince Philippe also planned sumptuous stables. Passionate about hunting, he spent several months a year at the château. His wife, Princess Marie of Hohenzollern-Sigmaringen, made sketches and watercolours.
When Prince Philippe died in 1905, his three children inherited the château and sold it to the Liège wood merchant Robert Colette for 7 million Belgian francs. He cut down practically all the trees and resold the property three years later to Alice Solvay, the niece of Ernest Solvay. Nowadays, the estate still belongs to her descendants.
During the First World War, a patrol of German soldiers commanded by Lt. Wolf-Werner von Blumenthal of the 2nd Reserve Heavy Cavalry occupied the château, which left it without major damage, except in the wine cellar.
* The royal carriages in front of Florenville railway station
* The large living room on the ground floor
* The Winter Garden

## Controversy

The castle has been mentioned in conspiracy theories surrounding the Dutroux affair.

## Residents

* 1849: Count of Mesniel
* 1859: Theodore van der Noot, 8th Marquess of Assche
* 1868: Prince Philippe, Count of Flanders
* 1924: Robert Colette
* 1927: Alice Solvay
* 1931: Pierre Solvay
* 1989: Eldest son of Pierre Solvay as well as Wangen and Aubertin families
# Mecklenburg III

The Grand Duchy of Mecklenburg Friedrich-Franz Railway grouped early, 2-4-0, passenger train locomotives from the Friedrich-Franz Railway into its Class III.

## History

When the Güstrow-Neubrandenburg line went into service, it was essential that locomotives were procured that could cope with the inclines in Mecklenburg Switzerland without difficulty. The existing 2-2-2 locomotives of what later became classes I and II were not powerful enough.
To that end the Friedrich-Franz Railway bought 19 2-4-0 locomotives from Richard Hartmann in Chemnitz in 3 batches in the years 1864, 1866 and 1869. The locomotives were named after north German towns. Two engines were given the names ZWEIHUNDERT ("two hundred") and VIER HUNDERT ("four hundred") based on their factory numbers. The locomotives remained in service until after the turn of the 20th century and were retired between 1903 and 1911.

## Technical description

The locomotives had an inside forked frame. The boiler barrel had three shells. On the centre one there was a large steam dome, which was as tall as the short cylindrical smokestack. The steam dome was decorated with brass bands. The vertical boiler had a safety valve on top.
The twin-cylinder wet steam engine was on the outside. The steam chests and the Stephenson valve gear were on the inside. The cylinders, which were set horizontally, drove the first coupled axle.
The coupled axles had overhung springing using leaf springs. An equalising beam, level with the axle boxes, linked the two springs. On the final batch of 1869 the springs were located underneath the axle boxes of the coupled wheels. On the carrying axle the springs were above the frame.
The locomotives had a Schleifer compressed air brake. The sandboxes were in front of the first driving axle and sanded the wheels from in front.
The engines were equipped with tenders of class 3T 7.9.
# Estadio IV Centenario

Estadio IV Centenario is a multi-use stadium in Tarija, Bolivia. It is used mostly for football matches, on club level by Unión Central, Ciclón, and Real Tomayapo. The stadium has a capacity of 15,000 people.
21°31′56″S 64°43′28″W﻿ / ﻿21.53222°S 64.72444°W﻿ / -21.53222; -64.72444
* This article about a Bolivian sports venue is a stub. You can help Wikipedia by expanding it.
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# Mecklenburg T 4

The Mecklenburg T 4 was a German steam locomotive built for the Grand Duchy of Mecklenburg Friedrich-Franz Railway as a goods train 2-6-0T with a leading axle and three coupled axles. In 1925 it was incorporated in the renumbering plan of the Deutsche Reichsbahn as DRG Class 91.19.
At the beginning of the 20th century much more powerful locomotives were needed for branch line operations, but the tried and trusted Prussian engines could not be used because the T 9 family was already clearly too heavy. As a result, Henschel-Werke was given an order for what became the Mecklenburg T 4, one of the few locomotive classes to be developed by Mecklenburg itself. Contrary to what is often stated in the literature, these engines had a Krauss-Helmholtz bogie (just like the Prussian T 9.3). The Reichsbahn took over all 50 vehicles. Because the Mecklenburg routes were reinforced, the first locomotives became superfluous as early as the 1930s. Of the 38 locomotives left after the Second World War, two were taken over by the PKP in Poland, four came into the hands of the Deutsche Bundesbahn (DB), 15 had to be given up as reparations and two were retired as a result of serious damage, leaving just 13 with the Deutsche Reichsbahn (DR) in East Germany, of which two in the early 1950s ran in Saxony (for example between Niederschlema and Schneeberg, because damage by the uranium mines meant that only very light vehicles could be employed; eventually even that was no longer possible). The DB retired its locomotives by 1950 due to their low numbers, but continued to use them for a long time as industrial locos in repair shops. In 1949, the DR took over four of the six locomotives built in 1919/1920 for private lines by Henschel and gave them the numbers 91 6401–6404. The last of these engines were withdrawn from service in 1970.
# Oldenburg T 0

The Oldenburg Class T 0 (originally Class VIII) were goods train tank engines operated by the Grand Duchy of Oldenburg State Railways. They were built specifically for branch lines, because four-coupled engines had proved uneconomical. Their wheelbase of 7.70 m enabled them to travel at up to 60 km/h. They were considerably more economical than the four-couplers. In 1885 four were built and two more followed in 1891.
# Palatine Nos. 9–20

The Palatinate Railway locomotives with operating Nos. 9 to 20 were 2-4-0 locomotives acquired for mixed traffic service.
Four locomotives each were manufactured by the companies Keßler of Karlsruhe, Maffei of Munich and J.-H. Regnier-Poncelet [fr] of Saint-Léonard [fr] in Liège. Initially, the engines were equipped with a four-sided steam dome, which was omitted after the boiler was replaced. Retirement began in the 1870s and was completed in the mid-1880s.
They were equipped with Type 3 T 5 tenders.
# Kalani, Fars

Kalani (Persian: كلاني) is a village in, and the capital of, Dasht-e Barm Rural District of the Central District of Kazerun County, Fars province, Iran.

## Demographics
### Population

At the time of the 2006 National Census, the village's population was 1,729 in 368 households, when it was in Kuhmareh District. The following census in 2011 counted 1,710 people in 433 households. The 2016 census measured the population of the village as 1,985 people in 560 households. It was the most populous village in its rural district.
After the census, the rural district was transferred to the Central District.
# Palatine P 3.I

The German steam locomotives of Palatine Class P 3$^I$ were operated by the Palatinate Railway and were the first engines in Germany with a 4-4-2 (Atlantic) wheel arrangement. The two-cylinder saturated steam locomotives with inside cylinders had in addition to an inside bar frame a characteristic outer frame for the rear part of the locomotive, that partly covered the driving wheels. The valve gear was of the Joy type.
In 1898 and 1899 Krauss initially built eleven locomotives; in 1904 a twelfth followed that was equipped with a Pielock superheater. Although the P 3$^I$ locomotivess met their intended performance criteria, they were soon overtaxed by increasingly long trains.
The Palatinate Railway decided therefore on an unusual conversion: in 1913 the two-cylinder engine was converted into a four-cylinder compound engine by the addition of two outside cylinders, the inner ones becoming the high-pressure cylinders. However they did not achieve the higher performance required, just a lower fuel consumption of around 15%.
The Deutsche Reichsbahn took over five of these locomotives as DRG Class 14.1 with numbers 14 101 to 14 105, but by 1926 they were retired from service. Also grouped into Class 14.1 were the Bavarian S 2/5s.
The locomotives were equipped with tenders of the Bavarian Class 3 T 16.
# Palatine P 5

The six-coupled P 5 of the Palatinate Railway (Pfalzbahn) was to replace the four-coupled locomotives in the Palatinate. They were given a leading Krauss-Helmholtz bogie and a trailing bogie in order to achieve satisfactory weight distribution.
The firm of Krauss delivered twelve examples in 1908. One notable feature was the particularly large coal and water tanks requested by the Railway. The Deutsche Reichsbahn took all the vehicles over and converted them to superheated engines. After the end of the Second World War nine were left. Most of them were sold to private railways. The last one owned by the Deutsche Bundesbahn was retired in 1951.
After the Palatine P 5 had proved successful, the Royal Bavarian State Railways (Königlich Bayerische Staatsbahn) decided to procure more of this class in a more powerful version. As a result, the Palatine Pt 3/6 was built from 1911. A total of 19 engines were procured. In 1923 a further 10 of these two-cylinder superheated steam engines were ordered for Bavaria as the Bavarian Pt 3/6. They were deployed on the express train routes between Garmisch-Partenkirchen and Munich. All the engines were taken over by the Reichsbahn, the Bavarian versions being given the operating numbers 77 110–119. One machine was lost during the Second World War. The Deutsche Bundesbahn took over 27 engines and retired them by 1954. One locomotive remained with the East German DR and was retired in 1956.
# Prussian G 4.1

The Prussian Class G 4 were German, six-coupled, goods train, steam locomotives with a boiler pressure of 12 bar, built primarily for the Prussian state railways. Classified by the state railway in 1905, they included 16 locomotives from the railway division of Mainz, that originally came from the Hessian Ludwigsbahn. These earlier locomotives were delivered between 1872 and 1896 and did not meet the Prussian norms.
The later G 4.1 engines were an evolutionary development of the Prussian G 3, but their higher boiler pressure enable a significant increase in power to be achieved. Between 1884 and 1901 some 165 G 4.1 locomotives were delivered; in addition there were numerous conversions of locomotives which originally had a 10 bar boiler pressure. However, not all of them were designated as G 4 engines.
In 1923 the Deutsche Reichsbahn planned to incorporate 92 of these locomotives in its renumbering plan as 53 7601 - 7692. But by 1925 only locomotive numbers 53 7601 - 7617 were included. They were retired by 1930.
The Lübeck-Büchen Railway (LBE) also owned two locomotives of this class, built in 1892 and 1893, but they classified them as G 3s and had retired them by 1923.
The Class G 4.1 engines were coupled to Prussian pr 3 T 12 tenders.
# Greater Pibor Administrative Area

The Greater Pibor Administrative Area is an administrative area in South Sudan.

## History

From the beginning of South Sudanese independence, the Anyuak, Jie, Kachepo, and Murle people in Jonglei sought greater autonomy from the Jonglei State government dominated by Nuer and Dinka. The resulting armed insurrections against the Government of South Sudan, initially dispersed, coalesced into the South Sudan Democratic Movement/Army (SSDM/A), which in turn was ultimately dominated by David Yau Yau and his Cobra Faction. Peace negotiations in the spring of 2014 led to a compromise that carved out two counties of Pibor and Pochalla within Jonglei state to create the new semi-autonomous Greater Pibor Administrative Area (GPAA).
The special administrative area was dissolved after the creation of Boma State in 2015.
As a result of a peace agreement signed in February 2020, Boma State was dissolved and Pibor was reconstituted as a special administrative area.

## Towns and cities

The capital of the state is Pibor. The population of Pibor was estimated at less than 1,000 people in 2005. The town of Pochalla in Pochalla County lies directly on the border with Ethiopia. The town is about 470 kilometers (290 miles) from Juba via road.

## Chief Administrators

| Tenure | Incumbent | Party |
| 31 August 2005 – 30 December 2005 | Akot Madhi | SPLM |
| 30 December 2005 – 21 May 2011 | Akot Madhi | SPLM |
| May 2011 – March 2013 | Kuol Monyluak Dak | SPLM |
| February 2013 – June 2020 | David Yau Yau | SPLM |
| June 2020 – July 2021 | Joshua Konyi | |
| July 2021 – April 2024 | Lokali Ame Bullen | |
| April 2024 – present | Gola Boyoi | |
# Airware

Airware (incorporated as Unmanned Innovation, Inc.) was an American venture-funded startup that provided commercial unmanned aerial vehicles for enterprises. The company ceased operations on September 14, 2018.
Airware was founded in 2011 in Newport Beach, California, by Jonathan Downey. The company relocated to San Francisco in January 2014.
The company produced enterprise drones which combine hardware, on-aircraft and mobile software, and cloud services. Downey has stated the company is focused on building systems for drones for commercial uses, including anti-poaching efforts, infrastructure inspections, and precision agriculture.

## History

Airware was founded by Downey in 2011 out of a frustration with the "inflexible and costly" autopilot systems for unmanned aircraft.
Airware was incubated at both Lemnos Labs and Y Combinator. In March 2016, the company announced a $30 million Series C round of financing led by Next World Capital with Andreessen Horowitz, Kleiner Perkins Caufield & Byers and Cisco Systems executive chairman John T. Chambers. Andreessen Horowitz partner Martin Casado, Kleiner Perkins Caufield & Byers partner Mike Abbott, and John T. Chambers are members of the company's board. In 2015, Airware launched a new venture fund for commercial drones to support "scaling the use of drones across a variety of commercial applications." Airware purchased Redbird, a drone analytics software company, in 2016. On September 14, 2018, Airware announced it was ceasing operations effective immediately.

## Products and services

Airware offered enterprise drone services combining hardware, on-aircraft and mobile software, and cloud services for industries like mining, insurance, and construction. Airware offered navigation software for drones, table software to guide and monitors drones in flight, and cloud services to store and manage the information gathered by drones. Where most software is designed for specific models of drones, Airware was developing a platform that enables compatibility across aircraft. The company previously collaborated with commercial drone manufacturers to integrate its autopilot hardware and software, then consulted directly with enterprise clients to identify solutions and to ensure regulatory compliance.
# Stone House (Lexington, Virginia)

Stone House, also known as the Zachariah Johnson House, is a historic home located near Lexington, Rockbridge County, Virginia. It was built in 1797, and is a 2+1⁄2-story, five-bay, stone dwelling. It has a side-gable roof, interior end chimneys, and a central-hall-plan. The front facade features a rough-hewn, four columned portico with pediment.
It was listed on the National Register of Historic Places in 1979.
# Stone House Mansion

Stone House Mansion, also known as the John Strode House, is a historic home located near Martinsburg, Berkeley County, West Virginia. The main house was built in 1757, and is a two-story, stone house with a slate gable roof. Porches were added during the 20th century. Also on the property is a stuccoed brick ice house (c. 1900), bunk house (1905), and a barn / garage (c. 1910).
It was listed on the National Register of Historic Places in 1994.
# Stone House on Tanner's Creek

Stone House on Tanner's Creek is located near Salvisa, Kentucky in the United States. It was built in about 1800 and added to the National Register of Historic Places in 1983.
It is a one-and-a-half-story hall-parlor house with a stone kitchen that is now attached.
When listed it had stonework in excellent condition, including mostly original mortar.
# Uma Rosa com Amor

Uma Rosa com Amor is a Brazilian telenovela that was produced by SBT and broadcast from 1 March 2010 to 16 August 2010 in 145 chapters. It was written and adapted by James Santiago, inspired in the Vicente Sesso's work of same title, in collaboration with Renata Dias Gomes and Miguel Paiva and the direction by Del Rangel.
It stars Carla Marins, Cláudio Lins, Betty Faria, Mônica Carvalho, Isadora Ribeiro, Edney Giovenazzi, Toni Garrido, Pathy Dejesus, Carlo Briani and Marina Stacciarini in the leading roles.

## Plot

Serafina Rose is a simple girl who lives with her parents, Giovanni and Amália, her sister Therese, who is engaged to Miltom, and her brother Dino in a village in São Paulo. She works at Claude's company, a French industrialist who needs a permanent visa to stay in Brazil in order to start a big business with approximately 10 million Americans. Serafina is in love with her boss but he is not aware of it.
Claude has a strange rash. Whenever he hears the word "marriage" he starts to sneeze, cough, hiccup, etc. All residents of the slum are threatened with eviction and need a million dollars to be able to buy it. Claude is engaged to an ambitious woman named Nara and they work together. Serafina and Nara met and argue in a fabric shop but Serafina didn't know that Nara is engaged to Claude.
One day, Claude discovers through his partner and best friend Frazão that he has to marry in order to start business with Americans. One of the Americans who want to trade is Mr. Claude Smith, a successful businessman who met Serafina after she found his wallet and returned it. Claude cannot marry Nara because she is still married to a man who fled and left her with two children (Bob, a reckless boy, and Rachel, a sweet girl who is dating Sérgio, the son of Joanna, who lives in tenement). Sérgio's dream is to become an actor.