Bulgaria and Hungary will seek closer economic cooperation and work toward greater stability and prosperity in Europe, Bulgarian Foreign Minister Velislava Petrova said during the opening of an exhibition at the Foreign Ministry alongside Hungarian Deputy Prime Minister and Foreign Minister Anita Orbán. The exhibition traces the history of the Lajos Kossuth House-Museum in Shumen and was inaugurated by the two ministers to mark Bulgarian-Hungarian Friendship Day on October 19. This year marks the 10th anniversary of the date being established as a joint holiday for the two countries. ...

Gjatë një mbledhjeje të zhvilluar në datën gjashtë tetor, ekzekutivi i vendit mori vendim për të ndarë shumën prej pesëmbëdhjetë milionë eurosh. Kjo mbështetje financiare i dedikohet mbulimit të faturave të energjisë elektrike për kategoritë e konsumatorëve të cenueshëm, duke mbuluar harkun kohor ndërmjet viteve 2026 dhe 2027. Pavarësisht këtij hapi institucional, nismat e këtij lloji që përqendrohen te lehtësimi i pagesave nuk mjaftojnë për ta eliminuar sfidën e varfërisë energjetike, sipas vlerësimeve të dhëna nga ekspertja e fushës, Zanfina Kabashi. Video · YouTube ↗ Duke folur në podkastin pesë pyetje të Radios Evropa e Lirë, ajo ka shpjeguar se ky fenomen nuk kufizohet vetëm te pamundësia për të shlyer faturën e muajit. Mungesa e kushteve bazike, si ngrohja e ambientit përgjatë muajve të dimrit dhe ftohja gjatë verës, qasja në ujë të ngrohtë, ndriçimi si dhe furnizimi me rrymë për nevojat e përditshme të amvisërisë përbëjnë së bashku dimensionin e plotë të kësaj problematike. Ajo ka shtuar se varfëria e kësaj natyre definohet si mungesë e qasjes në energji të mjaftueshme për të siguruar shërbimet e nevojshme për jetesë. Në diskutimin mbi skemat shtetërore, është theksuar se gjendja ekonomike dhe aftësia paguese e familjeve kanë shërbyer deri tani si kriteri kryesor përzgjedhës. Megjithatë, sipas Kabashit, ky tregues nuk e pasqyron saktësisht shkallën e varfërisë energjetike, ngaqë ai nuk merr parasysh gjendjen e banimit, humbjet e energjisë apo mundësinë reale për të ngrohur të gjithë hapësirën e shtëpisë. Një familje me të ardhura modeste, por që jeton në një ndërtesë të izoluar mirë dhe pa shpenzime të larta faturash, mund të jetë ekonomikisht e pafavorizuar, por nuk klasifikohet domosdoshmërisht si e varfër në aspektin energjetik. Në krahun tjetër, edhe qytetarët me të ardhura që duken të mjaftueshme mund të përballen me vështirësi të tilla nëse banesat e tyre vuajnë nga izolimi i dobët ose mungesa e burimeve adekuate. Ndihmat financiare të deritanishme përfaqësojnë vetëm një mekanizëm mbrojtjeje të njëhershme dhe një lehtësim të përkohshëm, i cili nuk siguron një zgjidhje afatgjatë për konsumatorët që gjenden në kushte të varfërisë energjetike. **Burimet:** Periskopi; Epoka e Re; Ekonomia Online; Evropa e Lirë (klaster 4 outlets).

Në seancën gjyqësore për ish-gjyqtarin Gjoko Ristov kanë dëshmuar prindërit e tij lidhur me shumën prej 350 mijë eurosh të gjetura të fshehura në një bunker special në mur. Nëna e tij, Donka Ristova, deklaroi gjatë dëshmisë se paratë e zbuluara nuk janë personalisht të saja, por se i ka përfituar nga shitja e produkteve bujqësore gjatë pesëdhjetë viteve. Ajo shpjegoi detaje rreth vendndodhjes dhe mënyrës se si i ruante kursimet e saj, duke treguar se i mbante në kuzhinën e katit të dytë të shtëpisë, e cila ishte ndërtuar në vitin 1975, konkretisht pas shporetit. Sipas shpjegimit të saj, pllakat e murit kishin qenë të ngjitura vetëm në katër vende në mënyrë që të bien lehtë dhe të hapet hapësira, të cilën ajo e përdorte si një dritare të vogël. Ajo tha se të gjitha paratë që i kishin mbetur i fuste në fletë alumini dhe i vendoste direkt atje, duke i ruajtur për ditët e rënda të pleqërisë. E pyetur se përse nuk i kishte dërguar paratë në ndonjë bankë, ajo u përgjigj se nuk kishte besim te institucionet bankare, duke shtuar se banka nuk garanton mbi tridhjetë mijë euro dhe se gjatë viteve të kaluara janë mbyllur banka, ndërsa njerëzit sipas saj vetëvriten ose vdesin. Në lidhje me mënyrën e fitimit të parave, Donka Ristova tregoi se ajo dhe bashkëshorti i saj kishin punuar shumë gjatë gjithë jetës duke shitur në tregje të ndryshme shalqi, pjepër, spec të kuq, arra dhe kajsi, si dhe kishin pasur vreshtari nga të cilat shisnin rrush në sasi të mëdha. Megjithatë, gjatë seancës gjyqtarja e ballafaqoi atë me rezultatet e ekspertizës, sipas së cilës në paratë e gjetura ishin zbuluar gjurmët biologjike të djalit të saj, Gjoko Ristov, dhe jo të saj. Donka Ristova deklaroi se kjo gjë nuk është e mundur. Të njëjtën përgjigje për këtë çështje e dha edhe bashkëshorti i saj dhe babai i Gjokos, Zdravko Ristov, i cili gjithashtu dëshmoi në seancë. **Burimet:** Albeu; Zhurnal.mk; Podujeva News; Telegrafi (klaster 4 outlets).

Смотреть онлайн камеру: Болгария, регион Shumen Smyadovo.

TIRANË — Seksioni për Hetimin e Krimeve Ekonomiko-Financiare, në bashkëpunim me Forcën e Posaçme “Operacionale”, ka finalizuar operacionin e koduar “Seen”, duke arrestuar në flagrancë dy shtetas të dhënë me inicialet E. K., 24 vjeç, dhe O. B., 23 vjeç. Sipas njoftimit të Policisë së Shtetit, këta individë u kapën në momentin kur po përpinjan të marrin shumën prej 100 mijë eurosh nga viktimi, një qytetar 64-vjeçar. Hetimet tregojnë se dyshohet për dhunën e komunikimit me viktimën përmes një profili të rremë në rrjetet sociale, aktivizuar me të dhënat e një personi të njohur nga viktima për qëllime mashtrimi. Video · Facebook ↗ Personi kritik i këtij rasti është prezantuar nga burimet hetimore si presidenti i Federatës Shqiptare të Futbollit (FSHF), Armand Duka. Të rinjtë, identifikuar nga mediat si Edison Korra dhe Orest Balla nga Elbasani, kanë bërë përdorim të aplikacionit Signal për të kontaktuar Dukën. Ata u paraqitën me emrin e ish-ministrit Taulant Ballës, duke i kërkuar Dhuka shumën e madhe prej 100 mijë eurosh, në fillim nga kriptovalutë. Pas disa komunikimeve, u thy dhe u rregullua mënyra e dorëzimit, kështu që paratë do të ishin dorëzuar në kesh (cash), jo në format digjital. Armand Duka, i cili dyshoi rreth rregullueshmërisë së kërkesave dhe iu përsëritjes e njëjta temë me emrin e njohur të Taulant Ballës, njoftoi menjëherë policinë. Në komunikim, Duka u referua te djali i tij, deklaroi se ai nuk e merr vesh nga kriptovalutat dhe kërkoi që komunikimi të vazhdonte me të. Në mesin e takimit në Elbasan, agjenti i infiltruar i policisë i la në telefonat e dy të arrestuarve duke u prezantuar si djali i presidentit të FSHF-së. Agjenti u tha se nuk e kishte paratë në kriptovalutë, por do ta sjellë atë me kesh. Në takimin e parashikuar, të rinjtë u gjetën në flagrancë dhe u mbyllën menjëherë në pranga. Viçjtë Taulant Balla ka reaguar publikisht në rrjetet sociale për pasojat praktike të këtij rasti. Ai shpreh përgëzime te Policia e Shtetit Tiranë me rezultatninë e jashtëzakonshme në neutralizimin e një tjejtë akti kriminal në mos-të komunikave në internet. Ai theksori që qytetarët duhet tu sigurojnë veten e shumë e t'u denoncojnë në mënyrë të shpejtë të gjitha rrethanat e këtij lloji, ndërsa përshkroi duhet të forcojë kontrollet ndaj të gjitha llogarive të rreme të dërguara nga rrjete elektronike. Njoftimi policuar sqaron se administrimi i denoncimit të bërë nga 64-vjeçari ka prodhuar rezultime për detajet e rrethanave të pasojës. Megjithëse emrat e plotë të dy të rinjve u bëën publik nga mediat, njoftimi zyrtar i mbyste në forma iniciale për t'i mbajtur konfidencialitetin e procedurarisë penale në dhe janë mirësuar në veçu. Kjo vjen nga bashkëja e metodave speciale të hetimit për të bërë të qartë autoritë dhe marrjet në rastet e këtij lloji. Kjo operacion ka lidhjes se kampionatit të vendit që po ndodh dhe ka ndihmuar në nëndërtimin e shqetësues për sigurinë e marrëdhënies në komunikimet elektronike të institucioneve dhe individëve. Polica përshkroi shërbimet e saj për sigurinë në internet dhe deklarojë se do të vazhdojë të monitorojë në mënyrë proaktive të gjitha llojet e mashtrimeve në platformat e komunikimeve. **Burimet:** IndeksOnline; Almakos; Vizion Plus; JavaNews; Albeu (klaster 5 outlets).

Masjid Tombul di Shumen merupakan masjid terbesar di Bulgaria, dibangun pada 1740–1744 dengan gaya Tulip dan kompleks pendidikan bersejarah.

* Two railways that carry a train and had no line drawn on them joined the map. From Pitești a CFR regional runs 142 km west to Craiova, on rails opened on 9 May 1878 as the Pitești to Craiova to Vârciorova section, six years after the line from Bucharest had reached Pitești and still an unelectrified single track. From Varna a BDŽ regional runs 107 km inland to Shumen through Provadia and Kaspichan: everything east of Kaspichan is the first railway built in what is now Bulgaria, the Ruse to Varna line of 1866, and the last 24 km into Shumen opened on 20 June 1895. Both are drawn from their own OpenStreetMap relations, both are on real railway for every metre of their length, and both sit on the shape of the train the planner runs along them with nothing measurable between the drawing and the service. Neither was found by looking at a map: a sweep measures, country by country, which railways carry a scheduled train and have no atlas line within a kilometre and a half of them, and these two came off the top of that list for Romania and Bulgaria. _Found by the atlas’s own audit sweep._ * A third line joined them, and it fills the emptiest corner of the map in this part of Europe. Eastern Serbia had one atlas line anywhere near it, the Belgrade to Niš trunk, and nothing at all in the Timok valley. The regional train from Zaječar now runs on the map the way it runs in the timetable: 111 km to Niš in two hours and forty eight minutes, through the Svrljig gorge, where the railway passes through nineteen tunnels. The line was finished in 1922, late for a Serbian main line and for a reason, the work having been interrupted by the First World War and finished afterwards partly by Russian emigre labour. Its own drawing comes from the OpenStreetMap relation for train 2741, it is on real railway for every metre, and the planner puts our line and the train on the same rails with nothing measurable between them. _Found by the atlas’s own audit sweep._ * And a fourth, which is a border crossing rather than a branch line. The R Zakarpatia leaves Chop in the far west of Ukraine, crosses into Slovakia at Cierna nad Tisou and runs on to Kosice, 104 km in three hours and nineteen minutes. It is the kind of line this atlas exists to show: the two countries use different track gauges, so Chop is where a train changes between them, and a reader looking at the map could not otherwise tell that the crossing carries a scheduled passenger service at all. The Slovak half of it dates itself precisely, because its own line article lists each section as it opened, and the last of them, Kosice to Michalany, opened on 22 October 1873. _Found by the atlas’s own audit sweep._ * A fifth, and it is the loneliest line added in a long time. The regional train up the Ibar valley from Kraljevo to Rudnica runs 77 km in two hours, past the spa towns of Mataruska Banja and Josanicka Banja, and there was no atlas line within a hundred kilometres of it in any direction. The rails were completed in 1931 to carry ore north out of the Ibar mines, which is the fact that dates the card: Serbian Wikipedia has no article for this railway, so the year comes from the history of the mines it was built to serve, where the line is named in full. Every one of its fifteen stations sits within seven metres of the line as drawn, which is the closest fit of any card added today. _Found by the atlas’s own audit sweep._ * Two British main lines were missing, and the larger of them is the second railway between London and Birmingham. The atlas drew the West Coast route from Euston and nothing else, so the Chiltern Main Line out of Marylebone, 180 km through High Wycombe, Bicester, Banbury and Leamington Spa to Birmingham Snow Hill, had 164 km of track no line on the map came near. It is a different railway from the one beside it rather than a second drawing of it, and it dates itself: the Great Western built it in three phases and finished it in 1910 with the Bicester cut-off, which shortened the run by thirty kilometres and let it match its rival on two hours. The other is the West Coastway, 73 km along the Sussex and Hampshire shore from Brighton to Portsmouth, built by five companies between 1840 and 1889 and ending on piles out over the water, at a harbour station opened on 2 October 1876. _Found by the atlas’s own audit sweep._ * Photographs. Eleven routes that had never had one now do, each found by searching for the stations the line actually calls at and then opening the file to look: a railcar at Knin, another at Ormoz, one at Bleiburg, a train at Beli Manastir, Trenord units on the Bergamo lines, a locomotive at Warszawa Zachodnia, a Vouga railcar working to Espinho, a train on the Beira Alta viaduct at Rocamondo, a railcar at Entroncamento and a GySEV Ventus. Four more had a photograph too small to be a hero, under 600 pixels wide, and the worst of them sat on one of the busiest pages here: the Rome to Naples card showed an empty stretch of track with no train on it at all. It now shows a Frecciarossa at Naples. Oslo to Gothenburg has the train that actually runs it, Monte Generoso its rack train on the mountainside, and the Niesenbahn its funicular car on the bridge over the Kander. Every crop was measured against the band the hover card really shows and then looked at, which is how the Chop to Kosice card was caught cropping to a stretch of platform concrete with the train pushed out of frame. _Found by the atlas’s own audit sweep._ * Then the same question was asked of the whole atlas, and the answer was that the crops are fine and the photographs repeat. Of 1,347 cards whose crop could be compared against a fresh measurement, ten differed enough to look at, and on seven of those the measurement was the thing that was wrong: moving the crop would have pushed the train out of the frame. Those were left alone. What the sweep did find is that 23 photographs were doing duty on 53 different cards, which the atlas has a rule against: one picture of an ICE was the hero of four German routes and one Frecciarossa of four Italian ones. Every group of three and four is broken up, and each card now carries a picture tied to its own line, an ICE on the Hohenzollern bridge at Cologne, a railjet at Budapest Keleti, another at Poertschach above the Woerthersee, a Frecciarossa under the roof at Venezia Santa Lucia. Three more cards were illustrated by photographs with no train in them at all, and two of those are fixed: Sierpc had two semaphore signals and now has the double decker that works the line, and Sarajevo to Banja Luka had an empty building and now has a train crossing the valley. Sixteen cards still share eight pictures between them, because nothing better exists on Commons for the second of each pair, and one of those pairs is deliberate: the Brussels to Luxembourg card was given a photograph of its own, which turned out to show a station entrance and no train, so it went back to sharing a locomotive with its neighbour. A shared photograph that is right beats a private one that is wrong. _Found by the atlas’s own audit sweep._

Welcome and enjoy the pleasant and beautiful view in Shumen · Shumen · Bulgaria. Surveillance Map.

Faturat e larta të energjisë elektrike shpesh vijnë si pasojë e zakoneve të përditshme dhe jo nga përdorimi i vetëm një pajisjeje të vetme. Ndër konsumatorët më të mëdhenj brenda familjes përfshihen ngrohësi i ujit, frigoriferi, furra, lavatriçja dhe gjatë stinës së verës kondicioneri. Ekspertët sugjerojnë se konsumi mund të ulet pa qenë e nevojshme të qëndrohet në errësirë ose të hiqet dorë nga komoditetet bazë, por duke ndryshuar kohën dhe mënyrën e përdorimit të tyre. Ngrohësi i ujit kërkon vëmendje të veçantë pasi shpesh mbahet ndezur për orë të tëra ose gjatë gjithë natës. Specialistët e instalimeve shpjegojnë se ngrohja e vazhdueshme e ujit në temperatura shumë të larta nuk sjell përfitim të madh nëse pjesa më e madhe e tij hollohet më vonë me ujë të ftohtë. Për përdorimin e përditshëm, një temperaturë prej rreth 40 deri në 45 gradë mjafton për larje, duke parandaluar gjithashtu akumulimin e gëlqeres në pajisje. Përveç sasisë së energjisë, rëndësi ka edhe koha se kur shpenzohet ajo. Përdorimi i pajisjeve si lavatriçja, lavastovilja apo ngrohësi i ujit mund të planifikohet gjatë orëve të tarifës së ulët, e cila për familjet vlen çdo ditë në periudha të caktuara kohore, si dhe gjatë fundjavave nga e shtuna deri të hëna në mëngjes. **Burimet:** Alsat-M (klaster 1 outlets).

* Two railways that carry a train and had no line drawn on them joined the map. From Pitești a CFR regional runs 142 km west to Craiova, on rails opened on 9 May 1878 as the Pitești to Craiova to Vârciorova section, six years after the line from Bucharest had reached Pitești and still an unelectrified single track. From Varna a BDŽ regional runs 107 km inland to Shumen through Provadia and Kaspichan: everything east of Kaspichan is the first railway built in what is now Bulgaria, the Ruse to Varna line of 1866, and the last 24 km into Shumen opened on 20 June 1895. Both are drawn from their own OpenStreetMap relations, both are on real railway for every metre of their length, and both sit on the shape of the train the planner runs along them with nothing measurable between the drawing and the service. Neither was found by looking at a map: a sweep measures, country by country, which railways carry a scheduled train and have no atlas line within a kilometre and a half of them, and these two came off the top of that list for Romania and Bulgaria. _Found by the atlas’s own audit sweep._ * A third line joined them, and it fills the emptiest corner of the map in this part of Europe. Eastern Serbia had one atlas line anywhere near it, the Belgrade to Niš trunk, and nothing at all in the Timok valley. The regional train from Zaječar now runs on the map the way it runs in the timetable: 111 km to Niš in two hours and forty eight minutes, through the Svrljig gorge, where the railway passes through nineteen tunnels. The line was finished in 1922, late for a Serbian main line and for a reason, the work having been interrupted by the First World War and finished afterwards partly by Russian emigre labour. Its own drawing comes from the OpenStreetMap relation for train 2741, it is on real railway for every metre, and the planner puts our line and the train on the same rails with nothing measurable between them. _Found by the atlas’s own audit sweep._ * And a fourth, which is a border crossing rather than a branch line. The R Zakarpatia leaves Chop in the far west of Ukraine, crosses into Slovakia at Cierna nad Tisou and runs on to Kosice, 104 km in three hours and nineteen minutes. It is the kind of line this atlas exists to show: the two countries use different track gauges, so Chop is where a train changes between them, and a reader looking at the map could not otherwise tell that the crossing carries a scheduled passenger service at all. The Slovak half of it dates itself precisely, because its own line article lists each section as it opened, and the last of them, Kosice to Michalany, opened on 22 October 1873. _Found by the atlas’s own audit sweep._ * A fifth, and it is the loneliest line added in a long time. The regional train up the Ibar valley from Kraljevo to Rudnica runs 77 km in two hours, past the spa towns of Mataruska Banja and Josanicka Banja, and there was no atlas line within a hundred kilometres of it in any direction. The rails were completed in 1931 to carry ore north out of the Ibar mines, which is the fact that dates the card: Serbian Wikipedia has no article for this railway, so the year comes from the history of the mines it was built to serve, where the line is named in full. Every one of its fifteen stations sits within seven metres of the line as drawn, which is the closest fit of any card added today. _Found by the atlas’s own audit sweep._ * Two British main lines were missing, and the larger of them is the second railway between London and Birmingham. The atlas drew the West Coast route from Euston and nothing else, so the Chiltern Main Line out of Marylebone, 180 km through High Wycombe, Bicester, Banbury and Leamington Spa to Birmingham Snow Hill, had 164 km of track no line on the map came near. It is a different railway from the one beside it rather than a second drawing of it, and it dates itself: the Great Western built it in three phases and finished it in 1910 with the Bicester cut-off, which shortened the run by thirty kilometres and let it match its rival on two hours. The other is the West Coastway, 73 km along the Sussex and Hampshire shore from Brighton to Portsmouth, built by five companies between 1840 and 1889 and ending on piles out over the water, at a harbour station opened on 2 October 1876. _Found by the atlas’s own audit sweep._ * Photographs. Eleven routes that had never had one now do, each found by searching for the stations the line actually calls at and then opening the file to look: a railcar at Knin, another at Ormoz, one at Bleiburg, a train at Beli Manastir, Trenord units on the Bergamo lines, a locomotive at Warszawa Zachodnia, a Vouga railcar working to Espinho, a train on the Beira Alta viaduct at Rocamondo, a railcar at Entroncamento and a GySEV Ventus. Four more had a photograph too small to be a hero, under 600 pixels wide, and the worst of them sat on one of the busiest pages here: the Rome to Naples card showed an empty stretch of track with no train on it at all. It now shows a Frecciarossa at Naples. Oslo to Gothenburg has the train that actually runs it, Monte Generoso its rack train on the mountainside, and the Niesenbahn its funicular car on the bridge over the Kander. Every crop was measured against the band the hover card really shows and then looked at, which is how the Chop to Kosice card was caught cropping to a stretch of platform concrete with the train pushed out of frame. _Found by the atlas’s own audit sweep._ * Then the same question was asked of the whole atlas, and the answer was that the crops are fine and the photographs repeat. Of 1,347 cards whose crop could be compared against a fresh measurement, ten differed enough to look at, and on seven of those the measurement was the thing that was wrong: moving the crop would have pushed the train out of the frame. Those were left alone. What the sweep did find is that 23 photographs were doing duty on 53 different cards, which the atlas has a rule against: one picture of an ICE was the hero of four German routes and one Frecciarossa of four Italian ones. Every group of three and four is broken up, and each card now carries a picture tied to its own line, an ICE on the Hohenzollern bridge at Cologne, a railjet at Budapest Keleti, another at Poertschach above the Woerthersee, a Frecciarossa under the roof at Venezia Santa Lucia. Three more cards were illustrated by photographs with no train in them at all, and two of those are fixed: Sierpc had two semaphore signals and now has the double decker that works the line, and Sarajevo to Banja Luka had an empty building and now has a train crossing the valley. Sixteen cards still share eight pictures between them, because nothing better exists on Commons for the second of each pair, and one of those pairs is deliberate: the Brussels to Luxembourg card was given a photograph of its own, which turned out to show a station entrance and no train, so it went back to sharing a locomotive with its neighbour. A shared photograph that is right beats a private one that is wrong. _Found by the atlas’s own audit sweep._

Futbollisti shqiptar Arbër Hoxha ka përfunduar rrugëtimin e tij te skuadra kroate Dinamo Zagreb dhe pritet të nisë një eksperiencë të re në Emiratet e Bashkuara Arabe. Sipas mediave në Kroaci, marrëveshja mes palëve është arritur dhe zyrtarizimi te skuadra Al Wahda është vetëm çështje kohe, duke u mundësuar që ky kalim të ndodhë edhe para grumbullimit me kombëtaren e Shqipërisë. Nga ky transferim, klubi i Dinamos do të përfitojë shumën prej 2.5 milionë eurosh, së bashku me bonuset përkatëse, ndërkohë që do të ruajë edhe 10 për qind të kartonit për shitjen e mundshme të ardhshme të lojtarit. Hoxha ishte bërë pjesë e Dinamos gjatë vitit 2024 pas kalimit nga Slaven Belupo, ndërsa në karrierën e tij kroate ka luajtur gjithashtu për Lokomotivën e Zagrebit. Gjatë edicionit aktual, sulmuesi ka regjistruar 12 paraqitje dhe ka realizuar 2 gola për ekipin e tij në të gjitha garat. **Burimet:** Epoka e Re (klaster 1 outlets).

Bienvenidos y disfruten de la agradable y hermosa vista en Shumen · Shumen · Bulgaria. Mapa de Vigilancia.

* Two railways that carry a train and had no line drawn on them joined the map. From Pitești a CFR regional runs 142 km west to Craiova, on rails opened on 9 May 1878 as the Pitești to Craiova to Vârciorova section, six years after the line from Bucharest had reached Pitești and still an unelectrified single track. From Varna a BDŽ regional runs 107 km inland to Shumen through Provadia and Kaspichan: everything east of Kaspichan is the first railway built in what is now Bulgaria, the Ruse to Varna line of 1866, and the last 24 km into Shumen opened on 20 June 1895. Both are drawn from their own OpenStreetMap relations, both are on real railway for every metre of their length, and both sit on the shape of the train the planner runs along them with nothing measurable between the drawing and the service. Neither was found by looking at a map: a sweep measures, country by country, which railways carry a scheduled train and have no atlas line within a kilometre and a half of them, and these two came off the top of that list for Romania and Bulgaria. _Found by the atlas’s own audit sweep._ * A third line joined them, and it fills the emptiest corner of the map in this part of Europe. Eastern Serbia had one atlas line anywhere near it, the Belgrade to Niš trunk, and nothing at all in the Timok valley. The regional train from Zaječar now runs on the map the way it runs in the timetable: 111 km to Niš in two hours and forty eight minutes, through the Svrljig gorge, where the railway passes through nineteen tunnels. The line was finished in 1922, late for a Serbian main line and for a reason, the work having been interrupted by the First World War and finished afterwards partly by Russian emigre labour. Its own drawing comes from the OpenStreetMap relation for train 2741, it is on real railway for every metre, and the planner puts our line and the train on the same rails with nothing measurable between them. _Found by the atlas’s own audit sweep._ * And a fourth, which is a border crossing rather than a branch line. The R Zakarpatia leaves Chop in the far west of Ukraine, crosses into Slovakia at Cierna nad Tisou and runs on to Kosice, 104 km in three hours and nineteen minutes. It is the kind of line this atlas exists to show: the two countries use different track gauges, so Chop is where a train changes between them, and a reader looking at the map could not otherwise tell that the crossing carries a scheduled passenger service at all. The Slovak half of it dates itself precisely, because its own line article lists each section as it opened, and the last of them, Kosice to Michalany, opened on 22 October 1873. _Found by the atlas’s own audit sweep._ * A fifth, and it is the loneliest line added in a long time. The regional train up the Ibar valley from Kraljevo to Rudnica runs 77 km in two hours, past the spa towns of Mataruska Banja and Josanicka Banja, and there was no atlas line within a hundred kilometres of it in any direction. The rails were completed in 1931 to carry ore north out of the Ibar mines, which is the fact that dates the card: Serbian Wikipedia has no article for this railway, so the year comes from the history of the mines it was built to serve, where the line is named in full. Every one of its fifteen stations sits within seven metres of the line as drawn, which is the closest fit of any card added today. _Found by the atlas’s own audit sweep._ * Two British main lines were missing, and the larger of them is the second railway between London and Birmingham. The atlas drew the West Coast route from Euston and nothing else, so the Chiltern Main Line out of Marylebone, 180 km through High Wycombe, Bicester, Banbury and Leamington Spa to Birmingham Snow Hill, had 164 km of track no line on the map came near. It is a different railway from the one beside it rather than a second drawing of it, and it dates itself: the Great Western built it in three phases and finished it in 1910 with the Bicester cut-off, which shortened the run by thirty kilometres and let it match its rival on two hours. The other is the West Coastway, 73 km along the Sussex and Hampshire shore from Brighton to Portsmouth, built by five companies between 1840 and 1889 and ending on piles out over the water, at a harbour station opened on 2 October 1876. _Found by the atlas’s own audit sweep._ * Photographs. Eleven routes that had never had one now do, each found by searching for the stations the line actually calls at and then opening the file to look: a railcar at Knin, another at Ormoz, one at Bleiburg, a train at Beli Manastir, Trenord units on the Bergamo lines, a locomotive at Warszawa Zachodnia, a Vouga railcar working to Espinho, a train on the Beira Alta viaduct at Rocamondo, a railcar at Entroncamento and a GySEV Ventus. Four more had a photograph too small to be a hero, under 600 pixels wide, and the worst of them sat on one of the busiest pages here: the Rome to Naples card showed an empty stretch of track with no train on it at all. It now shows a Frecciarossa at Naples. Oslo to Gothenburg has the train that actually runs it, Monte Generoso its rack train on the mountainside, and the Niesenbahn its funicular car on the bridge over the Kander. Every crop was measured against the band the hover card really shows and then looked at, which is how the Chop to Kosice card was caught cropping to a stretch of platform concrete with the train pushed out of frame. _Found by the atlas’s own audit sweep._ * Then the same question was asked of the whole atlas, and the answer was that the crops are fine and the photographs repeat. Of 1,347 cards whose crop could be compared against a fresh measurement, ten differed enough to look at, and on seven of those the measurement was the thing that was wrong: moving the crop would have pushed the train out of the frame. Those were left alone. What the sweep did find is that 23 photographs were doing duty on 53 different cards, which the atlas has a rule against: one picture of an ICE was the hero of four German routes and one Frecciarossa of four Italian ones. Every group of three and four is broken up, and each card now carries a picture tied to its own line, an ICE on the Hohenzollern bridge at Cologne, a railjet at Budapest Keleti, another at Poertschach above the Woerthersee, a Frecciarossa under the roof at Venezia Santa Lucia. Three more cards were illustrated by photographs with no train in them at all, and two of those are fixed: Sierpc had two semaphore signals and now has the double decker that works the line, and Sarajevo to Banja Luka had an empty building and now has a train crossing the valley. Sixteen cards still share eight pictures between them, because nothing better exists on Commons for the second of each pair, and one of those pairs is deliberate: the Brussels to Luxembourg card was given a photograph of its own, which turned out to show a station entrance and no train, so it went back to sharing a locomotive with its neighbour. A shared photograph that is right beats a private one that is wrong. _Found by the atlas’s own audit sweep._

Një ndalesë e vendosur nga FIFA për shkak të një mosmarrëveshjeje ligjore mes Santosit dhe AS Monacos u trajtua nga kompania e marketingut sportiv të familjes së Neymarit, e cila dyshohet se pagoi shumën prej dy milionë eurosh. Ky veprim i mundësoi klubit brazilian heqjen e sanksionit dhe realizimin e transferimeve të reja. Pas shlyerjes së detyrimeve, skuadra siguroi hapësirë reklamuese në fanella për markën e blerë nga kompania e marketingut. Ndërkohë, lojtari po qëndronte jashtë fushës pas një lëndimi në kofshë të pësuar gjatë ndeshjes ndaj Palmeirasit, duke ia kushtuar vëmendjen drejtimit të klubit dhe afrimit të emrave të njohur si Arthur, Everton Cebolinha dhe Philippe Coutinho. **Burimet:** Zëri; Ekonomia Online; Bota Sot; Gazeta Express (klaster 4 outlets).