• The story of Miami's first zoo is a sad one.
• A hurricane destroyed the coastal attraction, leaving the cages empty.
• The animals that live there today are free.

Elephants, monkeys, tigers, and reptiles once lived on a corner of a South Florida beach, where I found empty cages covered in graffiti and greenery.

The Crandon Park Zoo opened in 1948 as Miami's first zoo, according to the Miami Herald. Then a hurricane in the 1980s left it in shambles. The park closed, and animals that survived the hurricane were moved to a larger area. In 1991, the zoo ruins reopened as gardens.

I visited the park in October 2021 to see what remained of the abandoned zoo, and I found a natural wildlife sanctuary.

The first thing I noticed was a sign at the entrance warning visitors that crocodiles were present.

According to Atlas Obscura, the ruins are also home to wild alligators, iguanas, and peacocks.

The walkways through the park made me feel as if I were in a zoo — one where the animals were free.

Parts of the park were paved, while others felt wild. Some of the land was once a coconut plantation, according to the Miami Herald.

In one shaded area, I spotted what appeared to be an abandoned animal cage embedded in the rocks.

I thought it looked like it could have been a unique, immersive attraction and wondered what animals may have lived there decades ago. 

Some of the abandoned structures were fenced off and covered in graffiti.

I peered over high, chain-linked fences and spotted remnants of vandalized structures.

But one large structure remained accessible.

It appeared to once house multiple cages.

Around the back, I noticed caged doors that looked as if they were used to feed the animals inside.

I was able to see inside a few of the animals' quarters, which were now empty aside from some leaves, branches, and overgrown vines. The doors were still locked.

The view inside the structures was somewhat haunting.

Peering inside made me think about the animals that might have gotten stuck inside as hurricane waters filled their enclosures.

I tried to imagine what kind of animals could live in these spaces. Based on their size, maybe monkeys, I thought.

I left the park thinking it's probably a better home now for the wildlife that has taken over.

After my visit, the zoo celebrated its 75th anniversary of serving the community in November 2022.

• A couch, a seat, a table, two beds, a full bathroom, a window, and a sliding door.
• My home for the longest train ride in the US was basically a hotel room in motion.
• It wasn't cheap, but I don't regret splurging on an Amtrak bedroom.

I wasn't about to sacrifice comfort to save a few bucks. Not when booking the longest train ride in the US.

Most people use trains to get from one place to another. But in February, Amtrak's California Zephyr was my destination. I wanted to thoroughly enjoy the 53-hour journey from snowy Chicago to sunny Emeryville, California.

That's why I spent $2,200 on a bedroom accommodation, a private cabin with a full bathroom.

While I was excited to stay in the tiny, moving hotel room, I wondered whether I'd regret spending so much. In the end, I was sure I had made the right choice for such a long journey.

Here's a look inside the 50-square-foot bedroom.

My bedroom was on the second level of an Amtrak Superliner train.

The California Zephyr is an Amtrak Superliner — a two-story train with coach seating, bedrooms, roomettes (a private cabin that's about half the size of a bedroom), a dining car, and a lounge car. There are also larger, family-sized bedrooms and accessible bedrooms.

I'd ridden the California Zephyr a year earlier, but I took a shorter trip in a roomette. This was my first time riding the entire route from Chicago to California. It was also my first time booking a bedroom on an Amtrak Superliner.

The 50-square-foot enclosed space packed in two bunks, a couch, a single seat, and a full bathroom.

The couch folded out to form the bottom bunk, and the top bunk pulled down from the ceiling.

The Amtrak bedroom sleeps up to two passengers, though I traveled solo.

The booking also included some perks. Sleeper-car ticket holders get a first-class attendant, priority boarding, lounge access at some stations, and complimentary meals on board.

When I first boarded the train, there were no bunks in sight.

During the day, the lower bunk was set up as a couch, and the upper bunk was folded up. A single seat faced the couch with a pullout table in between.

There was a pullout table between the seats that I used for working and eating.

The table also had two foldout leaves for more space. I thought this was a smart space-saving hack.

There was also a narrow closet at the front of the room.

The closet had two hangers inside. I used it to store my coat, sweater, and winter boots.

The closet was across from a sink and vanity.

The sink and vanity had two power outlets and an overhead light. Although the cabinets were stocked with extra hand towels, tissues, and soap, there was still enough space for me to store my own toiletries. The paneled mirror made getting ready in the morning feel a tad luxurious.

On the other side of the vanity, a door led to a compact bathroom with a toilet and shower.

Only bedroom accommodations on Amtrak Superliner trains have private bathrooms.

Showering next to the toilet felt odd, but I couldn't deny that it was a clever use of a limited space. And I certainly preferred it over having just a toilet or just a shower.

To use the shower, I set the temperature first. Then I pressed a button to start the water. There was another button on the showerhead itself to turn the water on and off. On the wall above the toilet, I spotted shampoo, conditioner, and body wash.

There was a full-length mirror on the far end of the bedroom behind the single seat.

The mirror was not only useful for getting ready — it also made the tight space feel larger.

I used the shelf above the single seat to store my luggage.

When I changed my clothes each morning and evening, I pulled my suitcase down to the single seat. Passengers can also store their luggage in a shared space in the sleeper car, but I prefer to keep my stuff with me.

I found room controls on either side of the couch.

Both sets of controls had a reading light. One had a power outlet and a temperature dial, and the other had an attendant call button and lighting options.

Among these controls was a night setting for the lights.

The night setting was a dim blue light, which I thought added a dreamy glow to the space before bed.

When it was time for bed on night one, I selected the top bunk.

When I pulled the top bunk down from the ceiling, I found a ladder on the cot and attached it to the far side of the bunk. There were safety straps that I hooked onto the ceiling.

There was also a mattress topper, soft bedding, and pillows. I used a wall-mounted pouch to store a water bottle and my phone.

I liked sleeping on the top bunk — despite hitting my head on the low ceiling — because I could store my backpack and other belongings on the couch below, which kept the room neat. I got seven hours of sleep that first night.

I slept in the bottom bunk on the second night.

I pulled a lever beneath each couch cushion to form the lower bunk.

Although the room wasn't as tidy, since I didn't have as much space to store my belongings, I appreciated that the lower bunk was slightly larger than the top cot.

I also liked being right next to the window when I woke up in the morning. I got eight hours of sleep in this bunk.

After 53 hours on the California Zephyr, I decided the bedroom was worth the steep price point.

Unlike most overnight trains I've taken, the bedroom was comfortable enough to actually enjoy spending 53 hours in a confined space. I arrived in California feeling well-rested and squeaky clean.

I wouldn't splurge on a bedroom for just any long-distance Amtrak train. I think the smaller roomette is comfortable enough and worth saving money on shorter overnight journeys. But for rides that are more than 24 hours long, I'll book a bedroom every time.

• When I spotted a castle in the Hudson River from my train window, I had to get a closer look.
• Back then, the abandoned weapon fortress wasn't open to the public.
• But I got a private tour.

Sitting on Pollepel Island in New York's Hudson River, a stunning piece of history is slowly crumbling away.

Bannerman Castle was built in the early 20th century as a fortress for weapons by Scottish arms trader Francis Bannerman, The New York Times reported. Gunpowder exploded inside the castle in 1920, and it was abandoned about 30 years later.

Then, in the early 1990s, the Bannerman Castle Trust led efforts to restore the structure and make the island safe for public visitation. It's been accessible since 2004 and open for tours since 2020.

I got a private tour of the island in 2019 — before tours were available to the public. Take a look at Pollepel Island's decaying castle, which is being taken over by nature. 

Welcome to Bannerman Castle, an abandoned fortress in New York's Hudson River that I visited in 2019.

Today, you can reserve tours on the Bannerman Castle website.

Bannerman Castle is about 60 miles north of New York City on Pollepel Island.

The abandoned castle is visible from the Metro-North Railroad's Hudson line. I took the train from Grand Central Terminal in NYC to the Manitou train station.

To get to the castle, I took a cab from the Manitou train station to Donahue Memorial Park in the town of Cornwall, New York.

There, I met up with guides from the Bannerman Castle Trust, the group that oversees the castle's preservation and maintenance.

I boarded a boat at Donahue Memorial Park and headed to the island.

Pollepel Island is only accessible by boat. Two guides from the Bannerman Castle Trust met me at the dock.

I crammed into the boat with the guides and a handful of volunteer gardeners who do landscaping work on Pollepel Island.

Twenty minutes later, I arrived at the castle. From the dock, I thought its beautiful, sturdy-looking walls made the building appear almost functional.

From the dock, we climbed 72 stairs to reach the island.

But my guide told me I could not go inside — it's not safe.

My guide explained that the castle's towers are supported by external beams braced with steel. Each section weighs 250 pounds.

But even with this support, there's still a risk that the walls could fall. That's why all visitors must stay at least 100 feet away from the castle.

Luckily, observation decks are set up around the castle at picturesque vantage points.

Accidental explosions and weather damage have left Bannerman Castle, once a weapons storage fortress, in ruins.

Francis Bannerman VI, an arms dealer who lived in Brooklyn, bought Pollepel Island in 1900. He wanted a place outside the city to store an arsenal of munitions, according to The New York Times, so he built the fortress and an accompanying harbor.

Bannerman's sons took over the business when he died in 1918.

A room full of gunpowder exploded in 1920.

This shattered the castle's windows.

Forty-seven years later, the Bannerman family sold the island to New York State.

It eventually became part of the Hudson Highlands State Park Preserve, according to the park's website.

In 1969, a fire destroyed much of the castle.

After that, Pollepel Island was deemed unsafe and declared off-limits by the State of New York.

Then, in 1992, Neil Caplan, a resident of nearby Beacon, New York, formed the Bannerman Castle Trust.

The group raised money to restore the island; Caplan is its executive director.

The Trust teamed up with New York's Office of Parks, Recreation, and Historic Preservation to open the island to the public in 2004.

Today, it serves as a theater, museum, and historical site.

Although the main castle is inaccessible, the Trust stabilized another structure that served as the Bannerman family residence. That's now the island's visitor center.

The facade of the building also serves as the backdrop for the theater's stage.

Inside, visitors can find information about the island's past.

Modest exhibits explain the site's history and the castle's construction. Drawings and documents are framed on the building's distressed walls.

Visitors can also see preserved fixtures from the castle, like this bathtub.

The center also has a gift shop that sells art and T-shirts.

Although the Trust has restored parts of the castle since the 1990s, the weather has still taken a toll on the structure in recent decades.

According to the Bannerman Castle Trust, much of the castle's shell collapsed one night in December 2009. Then, just a month later, more walls fell during a winter storm.

On my way back from the castle, the boat took a spin around the island's perimeter.

From the water, we caught glimpses of other pieces of the abandoned fortress, including its deteriorated harbor.

From afar, it was especially clear that nature has already taken over many parts of this mysterious piece of history on the Hudson River.

The combination of medieval architecture and overgrown trees and foliage makes Bannerman Castle a place worth visiting up close.

Dopo Bruno Vespa, tocca a Paolo Del Debbio. Le manifestazioni dei giorni scorsi spopolano nei talk show generando scontri accesi tra ospiti e conduttori. Un tema approdato anche a “Dritto e Rovescio” lo scorso 22 ottobre: “Non ci arrivi, qui con me non ci parli più“, ha tuonato Paolo Del Debbio interrompendo il confronto con Ezou Lalaoui e Marina Wildt, entrambi attivisti del PCR (il Partito Comunista Rivoluzionario). Il conduttore stava dando spazio al caso di Ivan, presentato come “l’eroe anti-maranza” e vittima di un pestaggio durante i disordini, il padrone di casa, come ricostruisce Fanpage.it, ha più volte chiesto ad entrambi di dissociarsi e di condannare chi commette quelle azioni.

“Bisogna chiedersi perché è successo questo. Si sta semplificando il dibattito sul ‘chiedi scusa o no'”, hanno replicato i due attivisti ovviamente slegati dal caso in questione e da responsabilità dirette nei disordini. “Fonzie non riusciva mai a dire di aver sbagliato. Voi siete due Fonzie… che fa rima con…”, le parole di Del Debbio, che ha citato il celebre personaggio di “Happy Days”, senza pronunciare apertamente la parola “str**i”.

Lalaoui e Wildt in un’intervista a Fanpage.it hanno spiegato di aver preso parte agli scioperi del 17 ottobre ma di non aver partecipato agli scontri violenti, anche se a “Dritto e Rovescio” la puntata sembrava costruita per far rispondere delle violenze commesse da altri: “E’ uno schema ricorrente della Tv e di alcuni giornali. C’è il tentativo costante di associare l’intero movimento alle azioni violente di pochi. (…) Quello di Del Debbio è stato un modo per delegittimarci, come se non avessimo idee ben strutturate da portare avanti in un confronto. Per anni hanno dipinto i giovani come disinteressati alla politica, adesso che ci mobilitiamo non va bene lo stesso. È lo stesso trattamento paternalistico che viene riservato anche ai lavoratori, a cui si ripete che non si possono alzare gli stipendi e che certi temi non li riguardano. Noi pensiamo invece che spetti proprio al movimento giovanile e ai lavoratori rimettere radicalmente in discussione il sistema”, il racconto degli attivisti.

“Sapevamo di trovarci di fronte a interlocutori con idee diverse dalle nostre a Dritto e Rovescio, ma speravamo quanto meno di riuscire ad avere un contraddittorio. Manca, secondo noi, uno spazio mediatico che rifletta il reale dibattito della società, in tutte le sue tendenze. Molti giovani non guardano più la televisione, non leggono più i giornali, proprio per questo motivo”, hanno concluso.

L'articolo “Non ci arrivi, qui con me non ci parli più. Voi siete due Fonzie… che fa rima con…”: Paolo Del Debbio perde la pazienza e va su tutte le furie con due attivisti a Dritto e Rovescio proviene da Il Fatto Quotidiano.

• I've never been skiing.
• But if I ever decide to learn, I'll do it at the Four Seasons in Jackson Hole, Wyoming.
• My 550-square-foot room felt like a luxury cabin on the slopes.

When I arrived at the Four Seasons Jackson Hole on a muggy day in early September, I imagined it covered in snow. This was in 2024, when I visited Jackson Hole, Wyoming, for the first time.

I spent one night at the five-star ski-in, ski-out resort. If I ever take a ski trip, I imagine that my room at this Four Seasons would be a peaceful place to rest after an active day of gliding through powder.

Step inside the 550-square-foot room with a starting rate of nearly $1,000 a night during the winter ski season.

Welcome to the Four Seasons Jackson Hole, a five-star, slopeside ski resort.

The 65-year-old hotel chain has a luxurious reputation and over 130 locations worldwide, each designed to reflect its destination.

Kim Cole, the director of public relations for the Four Seasons, told Business Insider that the company describes the Jackson Hole location's aesthetic as "modern mountain chic," catering to hikers, bicyclists, and skiers in the winter.

After checking in, I explored the room with the typical peak-season guest in mind.

The hotel has 106 guest rooms and 18 suites. The starting rate is $525 in the offseason and $995 in the peak winter season. Business Insider received a media rate for a one-night stay.

There are also 31 Resort Residences on-site, built to serve large groups. These residences have kitchens and up to five bedrooms. Starting prices range from $4,200 to $11,000, depending on the season.

Cole told Business Insider that in the winter, guest rooms are typically booked with active guests who participate in winter sports, so I imagined how the room would feel as a skier.

I thought my 550-square-foot room blended traditional cabin nostalgia with midcentury modern luxury.

My room had a king-sized bed, a full bathroom, and a private balcony.

Renovated by Wimberly Interiors in 2022, the guest rooms were designed to bring the outside in, with metal accents, stone finishings, and a soft, earth-toned color palette. This nature-inspired trend, known as biophilic design, gained traction in 2024.

The bed was plush with warm, fluffy bedding and dense pillows.

The king-sized bed sat between mixed-material nightstands with edgy lamps that contrasted with classic wooden shutters.

With one king-sized bed, the room sleeps up to three adults (or two adults and one kid). The room can also be arranged with two double beds, increasing the maximum occupancy to four adults (or two adults and two kids).

The nature-inspired headboard was a mesmerizing statement piece.

The headboard was the standout piece in the room. A cherry-wood frame juxtaposed with a bright-white image gave it a midcentury modern look.

The image was a textured carving of trees that I could feel when I brushed my fingers over the branches. A light bar glowed beneath the board, making it easier to see the details of the monochrome image.

The bed was so comfy that I didn't want to get up — and with smart controls on the in-room tablet, I didn't have to.

The tablet on the nightstand served as the room's control center, commanding everything from the TV to room service. This amenity was added in the 2022 remodel.

The tablet would be especially handy after an exhausting day on the slopes.

The other nightstand held an eclectic shelf of books with a warm white color palette.

Few things are more relaxing on a snow day than cozying up with a good book.

Luckily, my room had a small selection of biographies, historical literature, and novels, ranging from realistic fiction to young adult fantasy.

Publishing dates for these books ranged from 2003 to 2020, but I thought they looked much older. They were all sleeveless with a white or off-white binding.

Across from the bed, a large TV was mounted above a stone fireplace.

Rustic drawers were to the left of the fireplace, while a modern sitting area was on the right.

I noticed all the seating in my room was soft and cushy, which seemed ideal for sore bodies after an active day.

The room also had a private bar with gold trimmings.

The bar had an espresso machine, neutral-toned ceramic mugs, and Four Seasons-branded water.

Beneath the bar, a cabinet hid the mini-fridge. It was stocked with alcohol and snacks like peanut M&Ms and gummy bears, which were available for an extra cost.

In the marble bathroom, the oversize tub had a bendy shower head that made me feel like I was in a spa.

The bathroom had complimentary Le Labo toiletries.

The bathroom felt spacious, with a double-sink vanity, a sizable shower, and a separate toilet room.

The mirrors and vanities were replaced by Wimberly Interiors in 2022.

Across from the bathroom, a walk-in closet held bathrobes, a safe, and some classic, upscale amenities I've only seen in ultra-luxury hotels.

I spotted old-school amenities like a shoehorn and a shine brush, which I've seen more often in high-end European accommodations than in the US.

The ample size of the bathroom and closet made the room suitable for up to four guests.

The private balcony seated one in a comfortable lounge chair.

I spent some time on the deck, but since I imagined it would be less enjoyable in the cold, I appreciated the sliding glass doors that let me enjoy the view without the cold.

Out there, I had a view of the ski lifts traveling up and down Rendezvous Mountain.

From the balcony, I spotted the downhill trails towering over the resort's courtyard. Looking down, I pictured the green courtyard blanketed in snow.

In the winter, I imagine the biggest luxury of this $1,000-a-night room is hitting the slopes just outside. If I ever visit Jackson Hole during peak season, I'll only splurge on a Four Seasons stay if I'm taking a ski trip.

Assista ao vivo o show convocado por Caetano Veloso para a defesa da democracia

The post AO VIVO: show de Caetano em Copacabana (Ato pela Democracia) appeared first on Diário da Manhã - O Jornal do leitor Inteligente.

The European Union has reached an agreement with China to restrict imports of Chinese hybrid vehicles to 350,000 annually, introducing a significant new barrier to the expansion of Chinese manufacturers in Europe’s automotive market.

The arrangement, confirmed on 12 October, follows months of negotiations between Brussels and Beijing and reflects growing concern about the competitive position of European carmakers.

The import ceiling could reduce Chinese hybrid vehicle sales in the EU by more than half compared with previously anticipated volumes, although the actual effect will depend on demand, product classifications and implementation.

The agreement comes as manufacturers gather for the Paris Motor Show, where the future of European vehicle production, Chinese competition and industrial policy have become central subjects.

China’s Commerce Ministry has presented the outcome as a negotiated arrangement intended to preserve trading relations, while the European side has emphasised the need to prevent rapidly increasing imports from undermining domestic production.

Chinese manufacturers confront a new European barrier

Chinese carmakers have expanded aggressively in overseas markets as domestic demand has weakened. Chinese passenger vehicle exports rose sharply in September, with manufacturers increasingly targeting Europe, Latin America and Asian markets.

Hybrid vehicles have become particularly important because they offer consumers lower fuel consumption without requiring the same degree of dependence on charging infrastructure as fully electric cars.

This has allowed Chinese brands to compete in market segments where European manufacturers retain substantial established production capacity.

The new quota limits the number of eligible Chinese hybrid vehicles permitted to enter the European market each year. According to details of the import restrictions, shipments exceeding the permitted volume would face restrictions at EU customs.

The mechanism differs from a conventional tariff because imports beyond the ceiling cannot simply enter the market by paying a higher duty. Manufacturers and importers will need to consider both delivery costs and the availability of import allocations.

European manufacturers seek protection

The measures arrive amid growing pressure on the European automotive industry, which faces high production costs, expensive energy, competition from Chinese manufacturers and the capital requirements of shifting towards electrified transport.

Companies operating in Germany, France, Italy and other established manufacturing centres must fund the development of new vehicles while maintaining existing factories and employment.

Chinese manufacturers benefit from extensive domestic production networks, considerable scale and access to battery manufacturing capacity.

European policymakers have questioned whether competition takes place under equivalent economic conditions, particularly where Chinese producers receive support from state-directed industrial policies.

Beijing rejects allegations that its export performance results principally from unfair state assistance, arguing that Chinese companies have achieved competitiveness through investment, innovation and efficiency.

The quota represents a departure from the assumption that European consumers will necessarily have unrestricted access to the lowest-priced imported vehicles.

Its economic effects will depend partly on whether European manufacturers can use the additional protection to improve productivity and develop more competitive models.

Will Chinese manufacturers move production into Europe?

Restrictions on imports do not necessarily reduce the presence of Chinese-owned companies in the European automotive industry.

Several manufacturers are already developing production capacity outside China, including within the European Union. BYD’s investment in Hungary is one example of how Chinese companies can pursue access to European consumers through local manufacturing rather than relying entirely on imported finished vehicles.

The new arrangements could strengthen the commercial incentive to expand such operations.

For European governments, Chinese investment presents a difficult calculation. New factories may create employment, increase industrial activity and preserve automotive supply chains, while also expanding the influence of Chinese manufacturers within Europe’s domestic market.

The economic consequences depend on how much research, component manufacturing, battery production and other high-value activity takes place locally.

A Chinese-owned assembly plant using predominantly imported components would provide different benefits from a fully developed European production network.

The British dimension

The debate is also drawing attention to the position of the United Kingdom, whose automotive industry remains closely integrated with European supply chains despite Brexit.

Executives from Stellantis and Renault have supported including Britain within proposed European industrial protection measures, reflecting the importance of UK manufacturing operations to their broader businesses.

Such an arrangement would raise questions about regulatory alignment, trade preferences and the conditions under which non-EU production could qualify for European industrial support.

British manufacturers also face the challenge of Chinese competition, and decisions taken in Brussels could influence investment strategies across the wider European automotive sector.

Protection versus competitiveness

The restrictions may offer European manufacturers additional time to adapt, but they do not eliminate the structural challenges confronting the industry.

Energy prices, labour costs, the availability of batteries and the affordability of new vehicles remain important factors in the competitiveness of European production.

Nor will the quota necessarily prevent Chinese firms from gaining market share through investment, partnerships or vehicles manufactured outside China.

The EU’s approach combines restrictions on imports with the possibility of continued Chinese industrial participation inside Europe.

The outcome will depend on whether European manufacturers use the reduced competitive pressure to strengthen their technological and manufacturing position, or whether the restrictions primarily accelerate the relocation of Chinese-owned production into the EU.

A Phantom F-4 fighter jet of the Greek Air Force crashed during the air show of the Athens Flying Week in Tanagra north-western Athens at noon on Saturday, September 5, 2026. +++ One hour after the crash and it is still not known whether the pilot and the co-pilot survived the crash. +++ It is […]

The post Two pilots killed as Phantom F-4 jet crashes during Athens Flying Week (VIDEO) appeared first on Keep Talking Greece.

At a conformation show, purebred dogs are evaluated by judges according to written documents that strive to capture the exemplary features of each breed. (These standards are searchable via the American Kennel Club; my dog’s breed standard, for instance, is “interested and even mischievous” in expression, but might be faulted for a “short, prancing, or choppy gait.” Noted.) Hannah Berger files a remarkably observed dispatch from one such show in Virginia, where she has traveled to consider show dogs as signifiers, “the ideal against its approximation.” There’s plenty of human folly here, not limited to the interpretation of a “breed standard” and its pursuit over time. A janitor ceaselessly sweeps away dog hair; a mother silences her child as one might a yapping pet. Berger layers her observations into an ending so clever that I gasped.

Now under the jurisdiction of the American Kennel Club in the U.S., conformation shows measure the degree to which a dog “conforms” to its “breed standard,” a document that transmutes historical function into superficially measurable and marketable qualities: proportions, attitude, gaiting patterns. These documents vary widely in length and style. The greyhound’s standard, for example, is a spare two-hundred-word document that strays from sobriety just once in its description of the eyes: “dark, bright, intelligent, indicating spirit.” The standard of the Coton de Tulear, the bichon-like “national dog” of Madagascar, is nearly eight times as long, describing colors and shapes in percentages and angles. Its “joie de vivre” is mentioned twice.