text:
Talk:Futsal

Not five-a-side football
Futsal is NOT the same as Five-a-side football. - See http://www.thefa.com/application?origin=template.jsp&event=bea.portal.framework.internal.refresh&pageid=maximise&pageName=grassroots&pillar=grassroots&contentId=27464&contentType=1&subContentType=1 — Preceding unsigned comment added by Mintguy (talk • contribs) 13:18, 25 February 2003 (UTC)

 * OK, call them different games if you want.
 * Then you need a page for indoor soccer, too. Indoor soccer is as much different from futsal as what is talked about on the link you gave me. FIFA's rules of futsal are an attempt to standardize a game that isn't very standard.
 * The US futsal team is the US five-a-side team.
 * People will tell you that indoor soccer is totally different from futsal, too. But it's really the same game, only different. — Preceding unsigned comment added by Bluelion (talk • contribs) 13:41, 25 February 2003 (UTC)

 * In Futsal, you can't bounce the ball off the side wall. That's a fundamental difference. From the quick hunt I've made in the last 10 minutes, I don't think there are any standard rules for five-a-side. In Britain there are thousands of five-a-sive clubs and about 50 five-a-side leagues. There are rules recommended by the FA to which the U.S.S.C. have made their own amendments. Mintguy — Preceding undated comment added 13:46, 25 February 2003 (UTC)

 * There are dasher boards in indoor soccer too. The games are still similar.
 * BTW, I don't really care becuse I HATE indoor soccer. — Preceding unsigned comment added by Bluelion (talk • contribs) 13:49, 25 February 2003 (UTC)
 * Hello i did a bigpoo. 2A00:23C4:4501:C401:F85B:6B83:CB98:C8F4 (talk) 23:45, 8 March 2024 (UTC)

Bias
Even if futsal official rules were designed after the other types, its absurd to say futsal is a latter creation. —The preceding unsigned comment was added by 201.8.9.245 (talk • contribs) 29 Nov 2005.

Japan
There is a Japanese celebrity women's league that's been getting a lot of press of late. As this may be the only national Futsal league (at least the article does not mention others) would this bear mentioning? — Preceding unsigned comment added by 70.94.32.126 (talk) 13:25, 4 March 2006 (UTC)

After the sixth foul
Are all of those sanctions taken simultaneously after a team accrues six fouls in a half, or due they accrue sequentially with each additional foul after six? All of that coming at once upon the sixth foul seems a little harsh to me, and the article isn't totally clear on this. Being that limited defensively would seem to amount almost to a "death sentence" of certain defeat if all are applied at once against an opponent while the other team suffers no such consequences because of a lower total of fouls. Rlquall 21:03, 23 March 2006 (UTC)

microfutbol
Does anyone watching this page know how microfutbol relates to either futsal or 5-a-side? Microfutbol currently doesn't have an article and is on Articles requested for more than a year. -- Rick Block (talk) 16:25, 15 April 2006 (UTC)

Definition
Futebol de Salão is NOT the same as futsal. So why does the former link to the latter?? Ondog 07:59, 22 June 2006 (UTC)

 * The term futsal is the contraction of the Portuguese expression Futebol de Salão. Because in 1983 FIFA claimed ownership of the term football (soccer), the FIFUSA/AMF created the term futsal (fut-sal). In 1985, during its Congres in Madrid, Spain, the term futsal was written into the statutes of the FIFUSA/AMF. In 1990 FIFA used the term, originating in the FIFUSA/AMF organization, and the majority of the rules to create a fusion between the FIFUSA's futsal and the FIFA's five a side (indoor soccer or football à cinq that belong to FIFA). The FIFUSA/AMF does not recognize this sport fusion as futsal, however, FIFA continues to use futsal as the name for its clone. In fact you must make a difference between futsal which belong to the international government body of the FIFUSA/AMF, and the futsal FIFA which is a clone made by FIFA to control this old and original sport. — Preceding unsigned comment added by Studiojb~enwiki (talk • contribs) 22:43, 6 August 2009 (UTC)

 * Edited version: The term futsal is the contraction of the Portuguese expression Futebol de Salão. Because in 1983 FIFA claimed ownership of the term football (soccer), the FIFUSA/AMF in 1985 created the term fut-sal, since in Spain everyone called the sport Futbol Sala. In 1986 U.S. Futsal decided to remove the hyphen and came up with the word FUTSAL, and in 1986 changed its Corporate name in California, USA to United States Futsal Federation and lobbied FIFA to use the name. FIFA included the name in its Status in 1989 and used it for the first time in its 3rd. Futsal World Cup in 1996. FIFUSA changed its name incorporating "FUTSAL" in 2002 to Asociacion Mundial de Futsal or AMF. In 1990 FIFA used the term to create a fusion between the FIFUSA's futsal and FIFA's five-a-side (indoor soccer or football à cinq that belong to FIFA). The FIFUSA/AMF does not recognize this sport's fusion as futbol sala, however, FIFA continues to use futsal as the name and the AMF has adopted some of its laws of the game, such as the ball and changed its name in 2002 from FIFUFA to AMF. While both games are evolving there are still changes between Futsal and Futbol Sala (Fut-Sal). — Preceding unsigned comment added by 135.180.131.208 (talk) 23:15, 19 May 2023 (UTC)

UEFS
I have moved UEFS Futsal Championship from Europe to International competition because in UEFS Championship some non european nations participate, Australia for instance. Cpt.Miller 12:22, 25 February 2007 (UTC)

Peer review result
These issues were raised at this article's peer review page.

 * At the moment, the article has lots about the rules, but less material about other aspects. The big brother of this article. association football, is a featured article and gives an example of a good balance between sections about rules, history, competitions etc.
 * Why are there big black lines in the tables?
 * Actually, the tables probably shouldn't be there at all. A prose section like the "International competitions" section in association football would be better.
 * Nearly all the references are to the rules from the FIFA website. More diversity in sourcing would be beneficial.
 * There is very little about the relative popularity / unpopularity of futsal. For instance, except in passing no mention is made that it is more popular in Latin countries than elsewhere, nor that it is hardly played at all in Northern Europe even though it is a football heartland. How many people play futsal? How many people watch it? What media coverage does it get? How does it differ from standard football?

DeMoN 2009 17:51, 17 March 2009 (UTC)

Professional?
The article also doesn't explain whether it is a professional sport. If it is, how much money is there in it, and how does it compete with mainstream football for players? Luwilt (talk) 20:12, 9 June 2009 (UTC)

Please add the schematic diagram of a futsal playing field
See the topic name.--Pierce (talk) 09:12, 15 July 2009 (UTC)

sole football?
Spanish salon and Portuguese salão are translated to English as 'saloon' or 'salon'. Sole meaning alone is translated as solo in Spanish and so in Portuguese. Sole meaning the botton of the foot is translated as sola both in Spanish and Portuguese.

--Dionisio —Preceding unsigned comment added by 210.225.125.112 (talk) 04:04, 15 September 2009 (UTC)

links
The external link Futsal Leagues in Essex seems to be a link thats could be removed, the linked site is a local league site with very little information on futsal, in my opinion it should be removed as it is of little relevance, perhaps a better link if needed could be Futsal Planet? Schematic diagram of a futsal playing field can be found un ref 7 (which is the fifa laws of the game)  -Edw400 (talk) 23:44, 5 February 2010 (UTC)

Five players on each team? Five players on the pitch?
Presently "Players, equipment and officials" leads with:
 * There are five players on each team, one of whom is the goalkeeper.

I -believe- this means that there are five players allowed on the pitch at a time, not that the team is comprised of five players. I am not familiar with the sport but the adjacent photograph of at what appears to be at least ten players for the Brazillian national team indicating that this sentence is misleading. To be fair, the FIFA rules -- which this appears to quote verbatim -- creates the same grammatical confusion. It appears per FIFA that there are twelve players, five of whom are on the pitch and seven available as subsitutes, but again, I'm unfamiliar. Ogre lawless (talk) 23:41, 26 March 2010 (UTC)

Unofficial rankings
On the rankings section, do you think there should be something mentioned to point out that these are unofficial rankings, as FIFA nor UEFA have rankings for Futsal. UEFA does have a UEFA coefficient for Futsal, but that isn't quite the same. Bobbymaestro (talk) 12:13, 18 November 2011

Duration and tie-breaking methods
Do away goals really count double? Hack (talk) 17:05, 13 September 2012 (UTC)

Originating in Australia?
This page is tagged with the category Sports originating in Australia, which seems obviously incorrect. Cybrspunk (talk) 05:27, 5 December 2012 (UTC)

Basic techniques
I removed the whole 'Basic techniques' section as it was incomprehensible in many places.

The text appears to be primarily a machine translation of Spanish text found on dozens of websites and in the Spanish WP article on Fútbol sala. Note that this section in the Spanish WP article appears to be plagiarism. It was added to WP by an anonymous user on 25 Jul 2011, but the same text is findable in multiple older web pages. The earliest source appears to be a downloadable monograph from Sept 2009 at http://www.monografias.com/trabajos74/tecnicas-futbol-sala/tecnicas-futbol-sala.shtml

Guffydrawers (talk) 12:04, 19 February 2013 (UTC)

Transition from futsal to professional football careers
The article mentions that "Several Brazilian futsal players have moved on to careers as successful professional soccer players." This is not substantiated with any source, however. Does anyone have a list of notable professional football players that started their careers in futsal? — Preceding unsigned comment added by Molero (talk • contribs) 19:32, 23 March 2013 (UTC)

Rule table needs rewrite
It reads now like either a machine translation, or more likely in my opinion, it was written by someone with limited English skills. "Overcome the midfield" presumibly means something like "go past the center line"; no native Engllish speaker would ever say anything like that. I'd do it, but I am not familiar with the actual rules and would be concerned that trying to rewrite this based sololy on what here might introduce mistakes. 173.202.242.209 (talk) 11:55, 27 July 2014 (UTC)

Tone in "The Origins"
Parts of it sound a lot more like an advertisement rather than an informative, unbiased article. This part "It was easily played by everyone, everywhere, and in any weather condition, even in winter" and this one "The result is a lively, evolved, dynamic, active and supportive sport." sound particularly bad. 91.199.104.243 (talk) 13:25, 29 October 2014 (UTC)

Origin of the name
The article lede states (without source citation) "Its name comes from the Portuguese Futebol de salão, which can be translated as "room football"." However later in the "Naming" section the article states:

"Futsal comes from Spanish fútbol sala or fútbol de salón, which can be translated as "hall football". During the sport's second world championships held in Madrid in 1985, the Spanish name fútbol sala was used. Since then, all other names have been officially and internationally changed to futsal. … The name has been translated into Portuguese as futebol de salão fútbol sala [sic] … "

again, with no sources cited.

So is it Portuguese or Spanish in origin, and could some sources be mentioned for the origin of the name? 86.131.83.197 (talk) 14:38, 15 February 2015 (UTC)

World ranking
I have removed "FIFA" and some countries to make it Top 20, per source. SLBedit (talk) 20:22, 3 February 2016 (UTC)

Redirect of futsal technique
as per the rational in Talk:Futsal technique, that page has been redirected here. No content has been transferred as it wasn't suitable. Rayman60 (talk) 20:52, 9 April 2017 (UTC)

Ranking
Like football, please a page of futsal ranking too. Zaki Frahmand 4 August 2023, 19:58 AEST

Deja vu
The lead says futsal is "football-based". Apparently, the editors are unaware that 245 million *native* English speakers (in the USA) and many more using it as a 2nd language regard American football as "football" and "soccer" as another sport played by guys 'n gals in shorts and knee socks. I don't know if the word "football" has more people using it for soccer or Am. football, it depends on how much of the rest of the world (mostly non-English speakers) literally use the English term or not. Be that as it may, the first sentence is misleading and should be changed. Recall that when this article is linked to, hovering over the text/link in the other, linked by, article will show the 1st sentence. So, that someone unfamiliar with futsal will have a fairly good chance of misunderstanding what game it's based on. I propose the first sentence be changed to:"Futsal is a football(soccer)-based game played on a hardcourt like a basketball court, smaller than a football pitch, and mainly indoors." or "Futsal is a football-based (soccer-based) game played on a hardcourt like a basketball court, smaller than a football pitch, and mainly indoors." 72.16.97.19 (talk) 09:03, 11 May 2024 (UTC)

title: Talk:Futsal


text:
Medium tank

A medium tank is a classification of tanks, particularly prevalent during World War II, which represented a compromise between the mobility oriented light tanks and the armour and armament oriented heavy tanks. A medium tank's classification is not actually based on weight, but off of tactical usage and intended purpose; for instance the German Panzerkampfwagen V Panther medium tank has a mass similar to contemporary Allied heavy tanks. The most widely produced, cost effective and successful tanks of World War II (the German Panzer IV, the Soviet T-34, and the American M4 Sherman) were all medium tank designs. Many of the medium tank lines became what are called main battle tanks in most countries.

History
The first tanks to carry the name "Medium" appeared in the First World War with the British Medium Mark A Whippet. It was smaller, lighter and faster than the British heavy tanks of the time and only carried machine guns.

The medium tank doctrine came into use in the interwar period. Its existence outlasted the super-heavy tank and the heavy tank and gradually transitioned into the main battle tank.

Medium tanks of the interwar period included the British Vickers Medium Mark II and the Soviet multi-turreted T-28. In the period leading up to World War II, the British stopped using the term Medium for their tanks as the new philosophy of 'Cruiser tank' and 'Infantry tank' which defined tanks by role rather than size came into use.

There were medium tanks that focused on anti-infantry capabilities (such as in World War II: the initial short-barrel gun Panzer IV, and the initial 75 mm gun M4 Sherman), and medium tanks which were more focused on the anti-tank role, mounting high-velocity tank guns. The French cavalry tanks (Chars de Cavalerie) such as the SOMUA S35 focused on speed in addition to power and protection of the other designs. They were similar to what other countries called medium tanks.

When Soviet tank designers were preparing a successor to the BT tank series, they combined its excellent mobility with thick, sloped armour and the unprecedented firepower of a 76.2 mm high-velocity gun. The result was the T-34 medium tank, whose superb capabilities shocked the German Wehrmacht when it invaded the Soviet Union. The lessons of Blitzkrieg, first employed by the Germans and eventually adopted by other nations, found their best expression in formations of mutually-supporting medium tanks and motorised infantry. The traditional view of infantry and cavalry tank roles was rendered obsolete. Both the Soviet Union and the United States benefited from their industrial capacity to manufacture a well-balanced medium tank in very large numbers — around 57,000 T-34 and 49,234 M4 Sherman tanks were built during the war.

Cold War
During and after World War II, the roles of light tanks were gradually taken over by less-expensive armoured cars and specialised reconnaissance vehicles. Heavy tanks, having shown their limitations in combat, experienced a limited post-war arms race of progressively more heavily armed and armoured designs. With the rise of more sophisticated anti-tank missile weapons, to which heavy tanks had demonstrated high vulnerability, these too were eventually phased out. With advances in technology, aspects such as mobility, armour and weaponry pushed the medium tank to form the core of a country's armoured fighting capability, eventually merging into the main battle tank. Simpler and more economical self-propelled guns, and later anti-tank guided missiles, came to fulfil some fire-support and anti-tank roles, thus shifting the tactical approach how tanks were used.

Although the term "medium tank" classification has largely fallen out of use after World War II, the term is informally used to describe some first and second-generation main battle tanks which fall between 20 and 50 tons, such as the Leopard 1 and T-72 each of which weigh around 40 short tons, while third and subsequent generations have increased markedly in weight and have included some of the heaviest main battle tanks such as the M1 Abrams which is over 60 short tons. In the 1990s the "medium" main battle tanks still proved useful, such as the Canadian Leopard 1 tanks deployed to Kosovo in 1999 which were much better suited to the poor roads and soft ground than the French armoured cars there, but were still able to move along narrow streets and over lighter bridge classifications than the much heavier M1 Abrams tanks used by the Americans.

Role
The role of medium tanks started with a prioritisation of speed. Medium tanks could travel faster, but needed help to cross trenches, where heavy tanks were large enough to cross unaided. In British use, this evolved into the Cruiser tank class, while other tank doctrines formed around the medium tank making the main advance.

In this later use, medium tanks represent the designer's intent of producing a successful balance of firepower, mobility, and protection. Medium tanks aim to be suitable to the widest variety of roles, with less reliance on other types of tank during normal operations.

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Medium tank


text:
John Moore (British Army officer)

Lieutenant-General Sir John Moore (13 November 1761 – 16 January 1809), also known as Moore of Corunna, was a senior British Army officer. He is best known for his military training reforms and for his death at the Battle of Corunna, in which he repulsed a French army under Marshal Soult during the Peninsular War.

After the war General Sarrazin wrote a French history of the battle, in which he said: "Whatever Bonaparte may assert, Soult was most certainly repulsed at Corunna; and the British gained a defensive victory, though dearly purchased with the loss of their brave general Moore, who was alike distinguished for his private virtues, and his military talents."

Early years
John Moore was born in Glasgow, the son of John Moore, a doctor and writer, and the older brother of Admiral Sir Graham Moore. He attended Glasgow High School, but at the age of 11 joined his father and Douglas, the young 16-year-old 8th Duke of Hamilton (1756–1799), his father's pupil, on a grand tour of France, Italy and Germany. This included a two-year stay in Geneva, where Moore's education continued.

Military and political career 1776–1798
He joined the British Army in 1776 as an ensign in the 51st Regiment of Foot then based in Menorca. He first saw action in 1778 during the American War of Independence as a lieutenant in the 82nd Regiment of Foot, which was raised in Lanarkshire for service in North America by the 8th Duke of Hamilton. From 1779 to 1781 he was garrisoned at Halifax, Nova Scotia. In 1779, he distinguished himself in action during the Penobscot Expedition in present-day Maine, when a small British detachment held off a much larger American force until reinforcements arrived.

After the war, in 1783, he returned to Britain and in 1784 was elected to Parliament as the Member for Lanark Burghs, a seat he held until 1790.

In 1787, he was made Major and joined the 60th briefly before returning to the 51st. In 1791, his unit was assigned to the Mediterranean and he was involved in campaigning in the invasion of Corsica and was wounded at Calvi. He was given a Colonelcy and became Adjutant-General to Sir Charles Stuart. Friction between Moore and the new British viceroy of Corsica led to his recall and posting to the West Indies under Sir Ralph Abercromby in 1796. Moore played a leading role in the British recapture of Saint Lucia, which at the time was under the nominal control of the French as a result of a successful invasion by French Republican administrator Victor Hugues. During the campaign, Moore retook Fort Charlotte with the 27th Inniskilling Fusiliers after two days of bitter fighting. The regiment was honoured for their actions in capturing the fort by having their regimental colour displayed on the flagstaff of the captured fortress at Morne Fortune for an hour, before being hauled down and replaced by the British flag. Upon the capture of the fort, Abercromby departed the island, placing Moore in charge of the British garrison. Moore remained at this post until falling with yellow fever, upon which he was repatriated to Britain.

Moore in Ireland 1798

In 1798, he was made Major-General and served in the suppression of the Irish Rebellion of 1798. His personal intervention was credited with turning the tide at the Battle of Foulksmills on 20 June and he regained control of Wexford town before General Gerard Lake could, thereby possibly preventing its sacking.

Moore and military training
In 1799, he commanded a brigade in the Helder Expedition, with the campaign failing after the British and Russian forces failed to overcome entrenched Dutch defenders. Moore himself was seriously injured in the action. He recovered to lead the 52nd regiment during the British campaign in Egypt against the French, having become colonel of that regiment in 1801 on the death of General Cyrus Trapaud.

He returned to Great Britain in 1803 to command a brigade at Shorncliffe Army Camp near Folkestone, where he established the innovative system of drill and manoeuvre. Sir Arthur Bryant wrote: "Moore's contribution to the British Army was not only that matchless Light Infantry who have ever since enshrined his training, but also the belief that the perfect soldier can only be made by evoking all that is finest in man – physical, mental and spiritual."

War with France 1803–1808
When it became clear that Napoleon was planning an invasion of Britain, Moore was put in charge of the defence of the coast from Dover to Dungeness. It was on his initiative that the Martello Towers were constructed (complementing the already constructed Shorncliffe Redoubt), following a pattern he had been impressed with in Corsica, where the Torra di Mortella, at Mortella Point, had offered a stout resistance to British land and sea forces. He also initiated the cutting of the Royal Military Canal in Kent and Sussex, and recruited about 340,000 volunteers to a militia that would have defended the lines of the South Downs if an invading force had broken through the regular army defences. In 1804, Moore was made a Knight Companion of the Bath and, in 1805, he was promoted to Lieutenant-General.

In 1806, he returned to active duty in the Mediterranean and then in 1808 in the Baltic with Edward Paget to assist the Swedish. Disagreements with Gustavus IV soon led to his being sent home where he was ordered to Portugal in July 1808.

Spanish War 1808–1809
Moore took command of the British forces in the Iberian Peninsula following the recall of Sir Harry Burrard, Sir Hew Dalrymple and Sir Arthur Wellesley (the future Duke of Wellington) to face the inquiry over the Convention of Cintra on the French troops' evacuation from Portugal. When Napoleon arrived in Spain with 200,000 men, Moore drew the French northwards while retreating to his embarkation ports of A Coruña and Vigo. Moore established a defensive position on hills outside the town while being guarded by the 15th Hussars. He was fatally wounded at the Battle of Corunna, being "struck in his left breast and shoulder by a cannon shot, which broke his ribs, his arm, lacerated his shoulder and the whole of his left side and lungs". Like Admiral Lord Nelson, he was mortally wounded in battle, surviving long enough to be assured that he had gained a victory. He remained conscious and composed throughout his final hours. Before succumbing to his wounds, Moore confided to his old friend and aide-de-camp, Colonel Paul Anderson: "You know, I always wished to die this way, I hope the people of England will be satisfied! I hope my country will do me justice!" He asked Colonel Anderson to speak to his friends and mother, but became too emotional to continue, and changed the subject.

He asked if his staff were safe and was assured that they were, and where his will could be found. Casting his eyes around the room, he spied Charles Banks Stanhope and said to him: "Remember me to your sister, Stanhope." He was then silent and died shortly afterwards. Moore was buried wrapped in a military cloak in the ramparts of the town. Moore's funeral was commemorated in the poem "The Burial of Sir John Moore after Corunna" by Charles Wolfe (1791–1823), which became popular in 19th-century poetry anthologies. The first verse runs: Not a drum was heard, not a funeral note, As his corse to the rampart we hurried; Not a soldier discharged his farewell shot O'er the grave where our hero we buried. ending six verses later with: Slowly and sadly we laid him down, From the field of his fame fresh and gory; We carved not a line, and we raised not a stone, But we left him alone with his glory.

Although the historian Napier attributes the funeral monument to Marshal Soult, it was erected by orders of the Spanish commander, the Marquis de la Romana, when he returned to Corunna after the French abandoned Galicia.

In his native Glasgow he is commemorated by a statue in George Square, and in England by a monument in St Paul's Cathedral by John Bacon. Houses are named for him at The High School of Glasgow and HM Queen Victoria School, Dunblane. Sir John Moore Avenue is in Hythe Kent near the Royal Military Canal.

title: John Moore (British Army officer)


text:
NGC 6240

NGC 6240, also known as the Starfish Galaxy, is a nearby ultraluminous infrared galaxy (ULIRG) in the constellation Ophiuchus. The galaxy is the remnant of a merger between three smaller galaxies. The collision between the three progenitor galaxies has resulted in a single, larger galaxy with three distinct nuclei and a highly disturbed structure, including faint extensions and loops.

Star formation versus supermassive black holes
The power sources of ULIRGs in general has been greatly debated. Infrared light from galaxies generally originates from dust in the interstellar medium. ULIRGs are abnormally bright in the infrared. The infrared dust emission in ULIRGs is over one trillion times more luminous than the Sun (i.e. it has an infrared luminosity of ). Astronomers have speculated that either intense star formation regions or active galactic nuclei (which contain supermassive black holes) may be responsible for the intense dust heating that produces this emission, although the general consensus is that both may be present in most ULIRGs. Studying the exact nature of ULIRGs has been difficult, however, because the dust in the centers of these galaxies obscures both visible and near-infrared starlight and because theoretical models of both starbursts and active galactic nuclei have demonstrated that they may look similar. Because NGC 6240 is a nearby example of such a ULIRG, astronomers have studied it intensively to understand its power source.

X-ray observations

Observations performed by Stefanie Komossa and collaborators with the Chandra X-Ray Observatory have detected strong hard X-ray emission from both of the nuclei. The intensity of this emission and the presence of emission from lowly ionized or neutral iron indicate that both of the nuclei are active galactic nuclei. Presumably, these are the black holes that were originally at the centers of the two merging galaxies. Over the course of millions of years, the two black holes are expected to come closer together and form a binary supermassive black hole.

Recent studies by Wolfram Kollatschny and collaborators using the MUSE instrument on board the VLT have revealed that there are in fact three, not two, supermassive black holes at the core of this remnant. Their masses are suggested to be 90, 710 and 360 million solar masses. Two of the three black holes are active. The additional SMBH implies that three original galaxies are merging instead of two.

Supernovae
Four supernovae have been observed in NGC 6240: SN 2000bg (Type IIn, mag. 17.4), SN 2010gp (type Ia, mag. 17.5), SN 2013dc (Type IIP, mag. 18.7), and PSN J16525760+0223367 (type Ia, mag. 15.8).

Final stages
A galaxy merger is a slow process lasting more than a billion years as two galaxies, under the inexorable pull of gravity, dance toward each other before finally joining together. After research done over the past few years, scientists have concluded that this galaxy has reached its last stages before colliding into one another. Photographic evidence proves that the two nuclei have been growing closer, and in that process, they have been emitting more gasses and stellar winds outward. Those winds evict about 100 solar masses in gases from the galaxy every year. These type of winds and growth of the black holes are known to occur during the last 10 to 20 million years of the merger; it is assumed that this is the amount of time left for the galaxy to finish its collision phase. After this phase, the merged galaxies will become one, becoming a post-merger object until if and when any tidal tails and plumes evaporate.

title: NGC 6240


text: Talk:Polish literature

title: Talk:Polish literature


text:
USS Brandywine

USS Brandywine (formerly named Susquehanna) was a wooden-hulled, three-masted frigate of the United States Navy bearing 44 guns which had the initial task of conveying the Marquis de Lafayette back to France. She was later recommissioned a number of times for service in various theaters, such as in the Mediterranean, in China and in the South Atlantic Ocean.

During several instances she served as a role player in American gunboat diplomacy, a role she was well suited for with her large long-range 32-pounder guns and her short-range carronades which produced fragmentation and fire damage to the ship fired upon, as well as splinter and shrapnel injury to its crew.

1825: Conveying Marquis de Lafayette to France
From July 1824 to September 1825, the last surviving French General of the Revolutionary War, the Marquis de Lafayette, made a famous tour of the 24 states in the United States. At many stops on this tour, he was received by the populace with a hero's welcome, and many honors and monuments were presented to commemorate and memorialize Lafayette's visit.

Susquehanna—a 44-gun frigate—was laid down on September 20, 1821, at the Washington Navy Yard. Shortly before she was to be launched in the spring of 1825, President John Quincy Adams decided to have an American warship carry the Marquis de Lafayette back to Europe, in the wake of his visit to the land he had fought to free almost 50 years before.

The general had expressed his intention of sailing for home sometime in the late summer or early autumn of 1825. Adams selected Susquehanna for this honor, and accordingly—as a gesture of the nation's affection for Lafayette—the frigate was renamed Brandywine to commemorate the Battle of Brandywine, in which Lafayette was wounded fighting with American forces. Launched on June 16, 1825, and christened by Sailing Master Marmaduke Dove, Brandywine was commissioned on August 25, 1825, Captain Charles Morris in command.

As an honor to the Marquis, officers were selected from as many States as possible and, where practicable, from descendants of persons who had distinguished themselves in the American Revolution. One of these young men selected as an officer on the Brandywine's maiden voyage was 19-year-old Virginian Matthew Fontaine Maury, who would eventually make great influences in the science of oceanography.

After fitting out at the Navy Yard, the frigate traveled down the Potomac River to await her passenger at St. Mary's, Maryland, not far from the river's mouth. Lafayette enjoyed a last state dinner to celebrate his 68th birthday on the evening of September 6 and then embarked in the steamboat Mount Vernon on September 7 for the trip downriver to join Brandywine. On September 8, the frigate stood out of the Potomac River and sailed down Chesapeake Bay toward the open ocean.

After a stormy three weeks at sea, the warship arrived off Le Havre, France, early in October; and, following some initial trepidation about the government's attitude toward Lafayette's return to a France now ruled by the ultra-royalist King Charles X, Brandywine's passenger and her captain disembarked, the former to return home and the latter to tour the country for six months to study shipyards, ship design and other naval matters.

1825: European operations
Brandywine left Le Havre that same day to join the United States' Mediterranean Squadron. En route, she stopped at Cowes on the Isle of Wight in England to re-caulk seams that had opened rather badly during the Atlantic crossing.

Then, after being rendered more seaworthy, she resumed her voyage to Gibraltar on October 22, reaching the famed British bastion guarding the Mediterranean Sea's Atlantic entrance on November 2. At the end of a fortnight in port, Brandywine sailed for the Balearic Islands in company with the ship of the line USS North Carolina (1820) and sloop of war USS Erie (1813). Following an 11-day passage, the trio reached Port Mahon, Minorca; and Brandywine spent the next three months refitting.

In February 1826, USS Porpoise (1820) arrived in Port Mahon with orders recalling Brandywine to the U.S., and the frigate set sail for home late in the month. She stopped at Gibraltar early in March and finally entered New York City in mid-April.

1826: Pacific Ocean operations
After passing the rest of spring and much of the summer in repairs and outfitting for duty in the Pacific Ocean, Brandywine departed New York City on September 3, 1826, as the flagship of Commodore Jacob Jones who was sailing around Cape Horn for the Pacific coast of South America to take over command of the American squadron in the region from Commodore Isaac Hull and his flagship, USS United States. She also carried a relief crew for the schooner USS Dolphin (1821) that had been slated to remain on the Pacific Station.

By the time the frigate joined the squadron on January 6, 1827, Spain had abandoned her efforts to re-conquer her empire in the Western Hemisphere, so Brandywine's tour of duty in the Pacific proved far less troubled than that of her predecessor. She directed her efforts to protecting American citizens, especially merchant seamen who were being impressed into service by the Peruvian Navy.

Her own relief—the frigate USS Guerriere (1814)—arrived in the summer of 1829 bringing Commodore Charles C. B. Thompson, the squadron's new commander, along with another crew for Dolphin; and Brandywine set sail for home. She reached New York City on October 8 and was decommissioned soon thereafter.

1830: Gunboat diplomacy in Europe
Placed back in commission on January 10, 1830, Capt. Henry E. Ballard in command, the warship set out for the Gulf of Mexico two months later to gather information concerning conditions in that area. She returned to the east coast at Norfolk, Virginia on July 7 and began preparations for another European deployment.

Brandywine departed Hampton Roads, Virginia on October 22, 1830, and headed for Gibraltar. At first, this deployment was devoted almost exclusively to sailing from one peaceful port to the next, showing the flag to maintain and enhance American prestige. However, President Andrew Jackson—determined to collect indemnities owed to the U.S. for merchant ships that had been confiscated by several European nations while under Napoleon Bonaparte's governments during the Napoleonic Wars—decided to begin with the Kingdom of Naples.

While Napoleon's brother, Joseph Bonaparte, sat on the throne there, Naples had seized several American merchantmen; and the most recent successor to the throne, King Ferdinand II, had repudiated the debts. Jackson sent former Maryland congressman John Nelson to Naples as U.S. minister to negotiate the payment of these debts.

He also dispatched Commodore Daniel Patterson to the Mediterranean with reinforcements for the squadron already there and with orders to take overall command of American forces from Commodore James Biddle. The frigate gave a physical dimension to Nelson's legal arguments.

1832: Demonstrating American firepower
When Nelson first raised the issue of the debts, King Ferdinand refused even to consider the question. This prompted the American minister to write to Commodore Patterson asking for naval support.

The commodore divided his squadron into two groups. The first contingent—headed by Brandywine and including USS Constellation (1797)—reached Naples on July 23, 1832, and anchored near Ferdinand's palace. This group remained in port until late in August when it returned to Port Mahon. Beginning with USS Concord (1828), that arrived on September 17, however, the ships of the second contingent began standing into the harbor at Naples singly. Soon, the frigate USS United States (1797) arrived, followed in rapid succession by USS John Adams (1799) and USS Boston (1825).

Not a shot was fired and no explicit reference to the squadron was made during the negotiations; nevertheless, the unspoken message of power helped the king to see the justice of the American claims and prompted him to sign a treaty promising to pay 2,100,000 ducats to the U.S. over the next nine years. Her remaining months in the Mediterranean proved less dramatic; and Brandywine sailed for the United States late in the spring of 1833, returning to New York on July 9 and going out of commission two days later.

1834: Pacific Ocean operations
Reactivated in the spring of 1834, on April 4, Capt. David Deacon in command, and set sail on June 2 to replace USS Vincennes (1826) as the flagship of the Pacific Squadron. She reached Rio de Janeiro, Brazil on July 22 and stayed until August 14, when she resumed her journey down the coast and around Cape Horn.

Brandywine arrived at Valparaiso on October 3 after a stormy passage of the cape, and Commodore Alexander S. Wadsworth broke his flag in her on November 1. For the next three years, the warship plied the waters along South America's west coast protecting U.S. citizens and commerce. On November 3, 1836, she collided with the Peruvian ship Limena off Callao, Peru, while Limena was on a voyage from Callao to Igargue, Peru; Limena suffered severe damage and put back into Callao for repairs.

Finally, expiring enlistments signaled the time for Brandywine to sail for home, and she departed Callao in January 1837, bringing Commodore Wadsworth back home at the conclusion of his own tour of duty. After a relatively quiet 94-day passage, she reached Norfolk, Virginia, on April 22, 1837, and was placed in ordinary on May 9, 1837.

1839: The Caroline incident
After being laid up for more than two years, the frigate was recommissioned on August 2, 1839, Capt. William C. Bolton in command; and, once outfitted, sailed for the Mediterranean on October 22.

This cruise was enlivened by tension with Great Britain over the Caroline incident. In 1837, when many people in the United States had sympathized with Canadian rebels, some Canadian loyalists had captured the steamboat Caroline from the American side of the Niagara River. In November 1840, a Canadian had been arrested and charged with murder in Lewiston, New York, after drunkenly boasting that he had taken part in the cutting out of Caroline and had killed an American.

Feelings on both sides of the Atlantic deepened during the spring of 1841, and the American minister to the Court of St. James's wrote to Commodore Hull urging him to leave the Mediterranean lest war break out and his squadron be trapped there.

1841: Avoiding war with Britain
Upon receiving this warning, Hull ordered his ships to get underway and head for Gibraltar. Not knowing what faced them when they reached the strait, Brandywine and her consorts were prepared for the worst. Steady pilots manned the helms on both sides, and peace persisted unbroken when the warship passed the strait and entered the Atlantic Ocean.

The frigate continued on westward and entered New York Harbor on May 12, 1841. Later that summer, the crisis with Great Britain abated somewhat, and Brandywine headed back to the Mediterranean on June 29. She completed her originally scheduled tour there under the command of Capt. David Greisinger and then returned to New York on July 12, 1842, to be decommissioned on July 30, 1842.

1843: China operations
Brandywine went back into commission on February 16, 1843, Lieutenant Charles W. Chauncey in command, and set sail for the East Indies on 24 May. After rounding the Cape of Good Hope, she reached Bombay, India on October 24 to pick up the special envoy to China, Caleb Cushing, and took him to Macau where he went ashore and began negotiations for a treaty.

While Cushing was working to develop contacts with the Chinese government, Brandywine visited Manila, Hong Kong and Whampoa. On June 16, 1844, the high commissioner appointed by the Chinese emperor to deal with Cushing, Ch'i-ying, arrived at Macau; and negotiations opened on the 21st.

Following 12 days of discussions, the Treaty of Wang Hsia was signed on July 3 providing for the establishment of five American treaty ports in China. It also granted protection to American sailors shipwrecked on Chinese shores and guaranteed that both civil and criminal law cases involving Americans would be adjudicated in consular courts. In effect, the treaty extended to the U.S. the privileges that Great Britain had extracted from China in the Treaty of Nanking that ended the Opium War, though with one important exception. The American treaty expressly forbade the opium traffic, but the British treaty did not.

Cushing set sail in the brig USS Perry (1843) on August 29 to return to the U.S. with the new treaty. Brandywine, on the other hand, remained in the Orient until departing Macau for Honolulu, Hawaii on December 2, carrying word of the Chinese privy council's approval of the treaty.

From Hawaii, she sailed to the west coast of South America where she made calls at several ports before setting out to double Cape Horn on her way home. At the end of a long and successful cruise, Brandywine stood into Norfolk, Virginia on September 17, 1845, and was decommissioned there eight days later.

1847: Brazil Station operations
After nearly two years in ordinary, the frigate was recommissioned once more on August 30, 1847, Capt. Thomas Crabbe in command. On September 13, Brandywine set sail for the Brazil Station where she cruised for more than three years protecting United States interests in the region. The warship then returned to the United States at New York City on December 4, 1850, and was decommissioned 10 days later.

1861: American Civil War operations
Laid up in ordinary for more than a decade, Brandywine finally resumed active service as a result of the American Civil War. She was recommissioned at the New York Navy Yard on October 27, 1861, Commander Benjamin J. Totten in command, and set sail immediately for Hampton Roads, Virginia, where she arrived on October 29.

Housed over and converted to a storeship, the former warship supported the operations of the North Atlantic Blockading Squadron for almost three years. She spent much of that time anchored near Fort Monroe, her most conspicuous absence coming in the wake of CSS Virginia's attempt to break the Union blockade early in the spring of 1862.

Towed to Baltimore, Maryland by USS Mount Vernon (1859), Brandywine remained there until early June 1862, by which time the danger posed by the Confederate ironclad had waned considerably. Later moved to Norfolk, she also assumed the role of receiving ship for the squadron.

1864: Brandywine sinks at her moorings
She remained so employed until a fire broke out in her paint locker on September 3, 1864, and destroyed her. She sank at her moorings at Norfolk but was later raised and sold to Maltby & Co., of Norfolk on March 26, 1867.

Note
Brandywine is notable as the final evolution of the 44-gun frigate design that began by USS Constitution and her sisters a quarter-century earlier; while ships such as USS Raritan (1843) were launched in the 1840s and differed in details, their basic design was identical to Brandywine. Brandywine was also the very first warship ever built with an innovative elliptical stern which reduced the chronic vulnerability of the traditional square stern ship to enemy fire and allowed her to carry stern-mounted guns.

title: USS Brandywine


text:
New York Penn Station

Pennsylvania Station (also known as New York Penn Station or simply Penn Station) is the main intercity railroad station in New York City and the busiest transportation facility in the Western Hemisphere, serving more than 600,000 passengers per weekday. The station is located beneath Madison Square Garden in the block bounded by Seventh and Eighth Avenues and 31st and 33rd Streets and in the James A. Farley Building, with additional exits to nearby streets, in Midtown Manhattan. It is close to several popular Manhattan locations, including Herald Square, the Empire State Building, Koreatown, and Macy's Herald Square.

Penn Station has 21 tracks fed by seven tunnels, including its two North River Tunnels, four East River Tunnels, and one Empire Connection tunnel. It is at the center of the Northeast Corridor, a passenger rail line that connects New York City with Boston to its north and Philadelphia, Baltimore, and Washington, D.C. to its south, along with various intermediate stations. Intercity trains are operated by Amtrak, which owns the station, while commuter rail services are operated by the Long Island Rail Road (LIRR) and NJ Transit (NJT). Connections are available within the complex to the New York City Subway and buses.

Penn Station is named for the Pennsylvania Railroad (PRR), its builder and original owner, and shares its name with several stations in other cities. The original Pennsylvania Station was an ornate station building designed by McKim, Mead, and White and considered a masterpiece of the Beaux-Arts style. Completed in 1910, it enabled direct rail access to New York City from the south for the first time. Its head house and train shed were torn down in 1963 at a time of low train ridership, with the rail infrastructure reconstituted as the smaller underground station that survives today. The New York Times editorial board described the demolition of the original station as a "monumental act of vandalism", and its destruction galvanized the modern historic preservation movement.

The 2020s saw the opening of Moynihan Train Hall, an expansion of Penn Station into the Farley Post Office building, as well as expansion of the LIRR concourse and a new direct entrance from 33rd Street to the LIRR concourse. Further plans call for adding railway platforms in a new southern annex to connect to two new Gateway Program tunnels under the Hudson River, adding underground connections to the Herald Square station and with the PATH to the 33rd Street station, and renovating the core Penn Station under Madison Square Garden.

Planning and construction
Until the early 20th century, the PRR's rail network terminated on the western side of the Hudson River (once known locally as the North River) at Exchange Place in Jersey City, New Jersey. Manhattan-bound passengers boarded ferries to cross the Hudson River for the final stretch of their journey.

The rival New York Central Railroad's line ran down Manhattan from the north under Park Avenue and terminated at Grand Central Depot (later replaced by Grand Central Terminal) at 42nd Street. Many proposals for a cross-Hudson connection were advanced in the late 19th century, but financial panics in the 1870s and 1890s scared off potential investors. In any event, none of the proposals advanced during this time were considered feasible.

An early proposal for a bridge was considered but rejected. The alternative was to tunnel under the river, but this was infeasible for steam locomotive use. The development of the electric locomotive at the turn of the 20th century made a tunnel feasible. In 1901, PRR president Alexander Cassatt announced the railroad's plan to enter New York City by tunneling under the Hudson and building a grand station on the West Side of Manhattan south of 34th Street. The station would sit in Manhattan's Tenderloin district, a historical red-light district known for its corruption and prostitution.

Beginning in June 1903, the two single-track North River Tunnels were bored from the west under the Hudson River. A second set of four single-track tunnels, the East River Tunnels, were bored from the east under the East River, linking the new station to Queens, the PRR-owned Long Island Rail Road, and Sunnyside Yard in Queens, where trains would be maintained and assembled. Construction was completed on the Hudson River tunnels on October 9, 1906, and on the East River tunnels on March 18, 1908.

Original structure
A small portion of Penn Station opened on September 8, 1910, in conjunction with the opening of the East River Tunnels, and LIRR riders gained direct railroad service to Manhattan. On November 27, 1910, Penn Station was fully opened to the public. With the station's full opening, the PRR became the only railroad to enter New York City from the south.

During half a century of operation by the Pennsylvania Railroad (1910–1963), scores of intercity passenger trains arrived and departed daily to Chicago and St. Louis on "Pennsy" rails and beyond on connecting railroads to Miami and the west. Along with Long Island Rail Road trains, Penn Station saw trains of the New Haven and the Lehigh Valley railroads. A side effect of the tunneling project was to open the city up to the suburbs, and within 10 years of opening, two-thirds of the daily passengers coming through Penn Station were commuters.

The station put the Pennsylvania Railroad at comparative advantage to its competitors offering direct service from Manhattan to the west and south. Other railroads began their routes at terminals in Weehawken, Hoboken, Pavonia and Communipaw which required passengers from New York City to take the interstate Hudson Tubes (now PATH) or ferries across the Hudson River before boarding their trains. By 1945, at its peak, more than 100 million passengers a year traveled through Penn Station.

By the late 1950s, intercity rail passenger volumes had declined dramatically with the coming of the Jet Age and the Interstate Highway System. The station's exterior had become somewhat grimy, and due to its vast scale, the station was expensive to maintain. A renovation covered some of the grand columns with plastic and blocked off the spacious central hallway with a new ticket office. The Pennsylvania Railroad optioned the air rights, which called for the demolition of the head house and train shed, to be replaced by an office complex and a new sports complex, while the tracks of the station would remain untouched.

Plans for the new Penn Plaza and Madison Square Garden were announced in 1962. In exchange for the air rights to Penn Station, the PRR would receive a smaller underground station at no cost and a 25 percent stake in the new Madison Square Garden Complex. Modern architects rushed to save the ornate building, but to no avail; demolition of the above-ground head house began in October 1963.

A giant steel deck was placed over the tracks and platforms to allow rail service to continue during construction. Photographs of the day showed passengers waiting for trains even as the head house was demolished around them. This was possible because most of the rail infrastructure (including the waiting room, concourses, and boarding platforms) was below street level.

The demolition of the Penn Station head house was controversial and caused outrage internationally. "One entered the city like a god. One scuttles in now like a rat," the architectural historian Vincent Scully famously wrote of the original station. The controversy over the demolition of such a well-known landmark, and its deplored replacement, is often cited as a catalyst for the architectural preservation movement in the United States.

New laws were passed to restrict such demolition. Within the decade, Grand Central Terminal was protected under the city's new landmarks preservation act, a protection upheld by the courts in 1978 after a challenge by Grand Central's owner, Penn Central (the corporate successor of the PRR, following its merger with the rival New York Central Railroad).

Under Madison Square Garden
Post-1968, the core Penn Station has been underground, sitting below Madison Square Garden, 33rd Street, and Two Penn Plaza. The core has three levels: concourses on the upper two levels and train platforms on the lowest. The two levels of concourses, while renovated and expanded during the construction of Madison Square Garden, are original to the 1910 station, as are the tracks and platforms.

Over the following decades, various renovations attempted to add service and some concourse space. The West End Concourse under Eighth Avenue opened in 1986. In 1987, a rail connection to the West Side Rail Yard opened, and in 1991, the opening of the Empire Connection allowed Amtrak to consolidate all of its New York City trains at Penn Station and save $600,000 a year in fees; previously, trains from the Empire Corridor terminated at Grand Central Terminal, a legacy of the two stations' respective roots in separate railroads.

In 1994, the station was renovated to add the 34th Street LIRR entrance and central corridor, along with artwork and improved waiting and concession areas. The new entrance consisted of a 90 ft structure with a glass and brick facade, a clock salvaged from the original station, and air-conditioning units for the terminal. In 2002, the NJ Transit concourse was created in space previously occupied by retail and Amtrak office space, although the concourse could only be accessed from the Amtrak entrance on 32nd Street. Plans for a new entrance from 31st Street to the NJ Transit concourse were announced in 2006, and the entrance opened in 2009.

After the September 11 attacks, security was increased and passenger flow curtailed. In 2002, $100 million of work added security features such as lighting, cameras, and barricades. The taxiway under Madison Square Garden, which ran from 31st Street to 33rd Street at mid-block, was permanently closed off with concrete Jersey barriers. Escalators providing direct access to the lobby of Madison Square Garden were closed and later removed. The underground Gimbels Passageway connecting pedestrians to 34th Street–Herald Square has been sealed off since 1986, after decades of safety concerns and sexual assaults.

Despite the modest renovations, the underground Penn Station continued to be criticized as "reviled", "dysfunctional", and a low-ceilinged "catacomb" lacking charm, especially when compared to the much larger and more ornate Grand Central Terminal. The New York Times, in a November 2007 editorial supporting development of an enlarged terminal, said that "Amtrak's beleaguered customers...scurry through underground rooms bereft of light or character," and Times transit reporter Michael M. Grynbaum called Penn Station "the ugly stepchild of the city's two great rail terminals." After its nadir in the 1960s, ridership exploded in subsequent decades, a situation never contemplated by the structure's designers. By the 2010s, the station operated at almost three times its intended capacity; over 600,000 passengers used the station daily in 2019.

Expansion and renovation
In the early 1990s, U.S. Senator Daniel Patrick Moynihan proposed building a new station in the James A. Farley Building, the city's former main post office across the street which was designed by the same firm as the original Penn Station; Moynihan had shined shoes in the original station as a boy. Many redevelopment or expansion concepts were proposed over the 1990s and 2000s, but none reached fruition until funding from the 2009 American Recovery and Reinvestment Act enabled the expansion of the West End Concourse of the LIRR under the Farley Building in 2016.

In 2016 New York Governor Andrew Cuomo announced plans for the renovation of Penn Station and mixed-use redevelopment of the Farley Building, including development of a new train hall, which he called the Empire Station Complex. The new expansion, Moynihan Train Hall, opened in January 2021, named for the man who had conceived it. The $1.6 billion, 255,000 ft2 renovation retained the original, landmarked Beaux Arts Farley Building, added a central atrium with a glass roof, and provided access to Amtrak and LIRR trains. A new 33rd Street entrance to the LIRR concourse opened at the same time. The station received a place in the world selection for the 2021 Prix Versailles in the passenger stations category.

Following the opening of the 33rd Street entrance, the LIRR concourse was doubled in width from 30 to 57 ft, and the ceilings were raised to a minimum height of 18 ft by removing seven "head knockers", low-hanging steel beams only 6 ft above the concourse's floor which were part of the original Penn Station; the expansion was completed in March 2023. 33rd Street between Seventh and Eighth Avenues was converted into a pedestrian plaza and permanently closed to vehicular traffic. The plaza opened in June 2024 as part of a $65 million project funded by Vornado.

Services
The station is served by 1,300 arrivals and departures per day, twice the number than during the 1970s. There are more than 600,000 subway, commuter rail and Amtrak passengers who use the station on an average weekday, or up to 1,000 every ninety seconds. It is the busiest passenger transportation facility in the United States and in North America.

Amtrak
Amtrak owns the station and uses it for the following services:

 * Acela to Boston (northern terminus) and Washington D.C. (southern terminus)
 * Adirondack to Montreal
 * Berkshire Flyer to Pittsfield
 * Cardinal to Chicago
 * Carolinian to Charlotte
 * Crescent to New Orleans
 * Empire Service to Albany–Rensselaer and Niagara Falls, NY
 * Ethan Allen Express to Burlington
 * Keystone Service to Harrisburg
 * Lake Shore Limited to Chicago
 * Maple Leaf to Toronto
 * Pennsylvanian to Pittsburgh
 * Northeast Regional to Boston or Springfield (northern termini) and Washington D.C., Roanoke, Newport News, Richmond, or Norfolk (southern termini)
 * Palmetto to Savannah
 * Silver Meteor to Miami
 * Silver Star to Miami
 * Vermonter to Washington D.C. (southern terminus) and St. Albans (northern terminus)

All except the Acela, Northeast Regional and Vermonter originate and terminate at Penn Station. Amtrak normally uses tracks 5–12 alongside New Jersey Transit and shares tracks 13–16 with the LIRR and NJ Transit.

Long Island Rail Road
The following Long Island Rail Road (LIRR) services originate and terminate at Penn Station:

 * Babylon Branch to Babylon
 * Belmont Park Branch seasonal service to Belmont Park
 * Far Rockaway Branch to Far Rockaway
 * Hempstead Branch to Hempstead
 * Long Beach Branch to Long Beach
 * Montauk Branch to Speonk and Montauk
 * Oyster Bay Branch to Oyster Bay
 * Port Jefferson Branch to Huntington and Port Jefferson
 * Port Washington Branch to Port Washington
 * Ronkonkoma Branch to Ronkonkoma with connecting service to Greenport
 * West Hempstead Branch to West Hempstead

All branches connect at Jamaica station except the Port Washington Branch. Jamaica station also connects to Airtrain JFK for service to John F. Kennedy International Airport.

Normally, the LIRR uses tracks 17 to 21 exclusively and shares tracks 13 to 16 with Amtrak and NJT. The LIRR uses tracks 11 and 12 on rare occasions.

NJ Transit
The following NJ Transit Rail Operations (NJT) branches originate and terminate at Penn Station:
 * Montclair-Boonton Line to Montclair State University station, with connecting service west to Hackettstown.
 * Morris and Essex Lines, consisting of the Morristown Line to Dover via Morristown and the Gladstone Branch to Gladstone.
 * Northeast Corridor Line to Trenton
 * North Jersey Coast Line to Long Branch and Bay Head
 * Raritan Valley Line to Raritan and High Bridge

NJT normally uses tracks 1 to 4 exclusively, as these four tracks end at bumper blocks to their east. NJT shares tracks 5 through 12 with Amtrak, and occasionally uses tracks 13 to 16, which are shared with Amtrak and the LIRR.

New York City Subway
Connections are available to the following New York City Subway stations:
 * From Penn Station:
 * at 34th Street–Penn Station, under Eighth Avenue
 * at 34th Street–Penn Station, under Seventh Avenue
 * From Herald Square, one block east at Sixth Avenue:
 * at 34th Street–Herald Square station, under Broadway & Sixth Avenue

PATH
Connections are also available to the PATH system at 33rd Street station, under Sixth Avenue on Herald Square. The JSQ-33 and HOB-33 services terminate at 33rd Street on weekdays, and are combined into the JSQ-33 (via HOB) service on late nights, weekends and holidays.

Bus and coach
NYC Airporter provides bus transportation to and from John F. Kennedy International Airport and LaGuardia Airport, and is authorized by the Port Authority of New York and New Jersey and the New York City Department of Transportation.

New York City Bus
The following MTA Regional Bus Operations buses stop near Penn Station:
 * M7 (Lenox, Columbus, Amsterdam, Sixth and Seventh Avenues): southbound to Greenwich Village, via Seventh Avenue; or northbound to Harlem via Sixth, Amsterdam, and Lenox Avenues
 * M20 (Seventh and Eighth Avenues/Varick and Hudson Streets): northbound to Lincoln Center via Eighth Avenue; or southbound to South Ferry via Seventh Avenue
 * M34 Select Bus Service (34th Street Crosstown): westbound to Javits Center; or eastbound to FDR Drive
 * M34A Select Bus Service (34th Street Crosstown): westbound to Port Authority Bus Terminal; or eastbound to Waterside Plaza and Kips Bay
 * Q32 (Fifth and Madison Avenues): northbound only, to Jackson Heights, Queens

Intercity coaches
Intercity bus service to and from Penn Station is provided by Vamoose Bus, Tripper Bus, and Go Buses. Vamoose Bus runs buses from a stop near Penn Station to Bethesda, Maryland; Arlington, Virginia; and Lorton, Virginia. Tripper Bus runs buses from a stop near Penn Station to Bethesda, Maryland and Arlington, Virginia. Go Buses runs buses from a stop near Penn Station to Newton, Massachusetts and Cambridge, Massachusetts.

Most intercity and commuter bus services to and from midtown Manhattan use the Port Authority Bus Terminal, located approximately 0.5 miles (0.8 kilometers) to the north of Penn Station.

Proposed Metro-North service
The Metropolitan Transportation Authority plans to bring Metro-North Railroad commuter trains to Penn Station as part of its Penn Station Access project. The East Side Access project, which was completed in 2023, has freed up track and platform space at Penn Station by redirecting some LIRR trains from Penn Station to Grand Central Madison. This new capacity, as well as track connections resulting from the East Side Access project, will allow Metro-North trains on the New Haven Line to run to Penn Station via Amtrak's Hell Gate Bridge.

Four new local Metro-North stations in the Bronx are planned as part of this project, at Co-op City, Morris Park, Parkchester/VanNest, and Hunts Point. The MTA also proposes a second service from the Metro-North's Hudson Line to Penn Station using Amtrak's West Side Line in Manhattan. The Penn Station Access project would provide direct rides from Connecticut, Westchester County, the Lower Hudson Valley, and the Bronx to West Midtown; ease reverse-commuting from Manhattan and the Bronx to Westchester County, the Lower Hudson Valley, and Connecticut; and provide transportation service to areas of the Bronx without direct subway service.

Station layout

Penn Station does not have a unified design or floor plan but rather is divided into separate Amtrak, LIRR and NJ Transit concourses with each concourse maintained and styled differently by its respective operator. The Amtrak and NJ Transit concourses are located on the first level below the street level while the Long Island Rail Road concourse is two levels below street level.

The main concourse, which was principally used by Amtrak until the opening of the Moynihan Train Hall, is at the west end of the station directly beneath Madison Square Garden. It was created out of the original station's waiting rooms and main concourse, though few remnants of the original still exist in the space. It was renovated in the early 2000s in anticipation of Acela service and includes an enclosed waiting area for ticketed passengers with seats, outlets and Wi-Fi. The ticketed waiting room underwent a $7.2 million renovation from 2019 to 2020 that was funded jointly between Amtrak and NJ Transit. The renovation included new furniture and fixtures that feature seats with electrical and USB outlets, an upgraded ceiling with new LED lighting, a new information desk, a second entrance in close proximity to the NJ Transit concourse that provides improved access towards the Seventh Avenue side of the Station, two new Passenger Information Display Systems boards that display NJ Transit departure information and a lactation suite for nursing mothers.

The LIRR's connecting concourse runs below West 33rd Street between Seventh and Eighth Avenues, as it has since the original station opened in 1910. Significant renovations were made to the LIRR areas over a three-year period ending in 1994, including the opening of the Central Corridor passageway and the addition of a new entry pavilion on 34th Street. The West End Concourse, west of Eighth Avenue, opened in 1986, and was widened and lengthened to cover tracks 5 through 21 in 2017.

The NJ Transit concourse near Seventh Avenue opened in 2002 out of existing retail and Amtrak office space. A new street-level entrance to this concourse at the corner of 31st Street and Seventh Avenue opened in September 2009. Previously, NJ Transit used space in the Amtrak concourse.

In December 2017, Amtrak and Zyter released a mobile app called FindYourWay to help commuters navigate around Penn Station, though Zyter also plans to roll out the app at other large Amtrak stations. The station's three providers use different official addresses for the station.

 * Amtrak: 351 West 31st Street
 * LIRR: 34th Street at 7th and 8th Avenues
 * NJ Transit: 31st Street and 7th Avenue

Tracks and surrounding infrastructure
Tracks 1–4 end at bumper blocks at the eastern end of the platform and have no access to the East River Tunnels and Amtrak's Sunnyside Yard in Queens, so they are used only by NJ Transit. In normal operations, Amtrak and NJ Transit share tracks 5–12, all three railroads share tracks 13–16, and the LIRR has the exclusive use of tracks 17–21 on the north side of the station.

From the east, the East River Tunnels' lines 1 and 2 (the more southerly tubes) can only access tracks 5–17 and are used by most Amtrak and NJ Transit trains, while the East River Tunnels' lines 3 and 4 (the more northerly tubes) can only access tracks 14–21 and are mostly used by LIRR. From the west, the North River Tunnels can access tracks 1–19, while the Empire Connection can only access tracks 1–9 and the LIRR's West Side Yard can only access tracks 10–21.

All station tracks are powered by 12 kV overhead wire. Tracks 5–21 also have 750 V DC third rail. Due to the lack of proper ventilation in the tunnels and station, only electric locomotives and dual-mode locomotives are scheduled to enter Penn Station. Diesel-only NJT trains terminate at Hoboken Terminal or Newark Penn Station, and diesel-only LIRR trains terminate at or prior to Long Island City.

Trains on track 18 open their doors only on the north side (platform 10).

2017–2018 service disruptions and track improvements
Since the early 2010s, Amtrak had planned to fix the deteriorating rails and infrastructure around Penn Station, but due to the prioritization of other projects, applied only minimal fixes. In early 2017, this culminated in numerous power outages, derailments, and delays due to track maintenance delays. There were frequent service disruptions to train schedules caused by the deterioration of its tracks and their supporting infrastructure, as well as in those of the East River and North River tunnels that respectively connect the station to Long Island and New Jersey.

A string of early 2017 service disruptions started on March 23, 2017, when an Acela train derailed, causing delays for the day. On April 3, a NJ Transit train derailed at a known problem site, where repairs had been deferred. This caused four days of reduced service along the Northeast Corridor for both Amtrak and NJ Transit, because the incident damaged the switch that connects Tracks 1–8 to the North River tunnels. This closure caused a cascading failure, delaying Amtrak and Long Island Rail Road trains on the unaffected tracks.

On April 14, a New Jersey Transit train became stuck in the North River tunnels, causing the station to grow crowded with waiting passengers. After an Amtrak police officer used a Taser on a man who was acting disruptively, rumors of gunshots sparked a stampede that injured 16 people. Following the stampede, U.S. Senator Chuck Schumer called on Amtrak to centralize law enforcement response.

As a result of these incidents, the Long Island Rail Road had proposed taking over Penn Station from Amtrak to improve maintenance, and New Jersey has suggested withholding state payments to Amtrak. Amtrak has discussed accelerating major maintenance work, even at the cost of further disruptions, to more quickly stabilize infrastructure and decrease more future incidents that could potentially cause even greater disruption.

On April 28, 2017, Amtrak announced that it would perform some track maintenance during the summer over a period of one and a half months. Five tracks were closed for repairs as part of the reconstruction work, severely reducing track capacity in a situation media outlets deemed "the summer of hell". Many affected NJ Transit passengers were diverted to take the PATH instead. Some Amtrak trains from the Empire Corridor were routed to Grand Central instead of Penn Station. Regular service resumed on September 5, 2017.

Amtrak made further improvements to Penn Station's trackage in summer 2018. As a result, some Empire Corridor trains were rerouted again to Grand Central. The Lake Shore Limited and Cardinal to Chicago were truncated or rerouted because of this work.

Planning and redevelopment
Resurgence of train ridership in the 21st century has pushed the current Pennsylvania Station structure to capacity, leading to several proposals to renovate or rebuild the station, often characterized as correcting for the 1960s demolition of the original facility.

In 2013, the Regional Plan Association and Municipal Art Society formed the Alliance for a New Penn Station. Citing overcrowding and the limited capacity of the current station under Madison Square Garden, the Alliance began to advocate for limiting the extension of Madison Square Garden's operating permit to ten years. In May 2013, four architecture firms released concepts for redeveloping Penn Station without Madison Square Garden above it, by moving the Garden a few blocks southwest to the Morgan Postal Facility, to the area south of the James Farley Post Office, or to a new pier west of Jacob K. Javits Convention Center. Madison Square Garden officials rejected the idea of moving the facility, calling the plans "pie-in-the-sky", but on July 24, 2013, the New York City Council voted 47–1 to give the Garden a ten-year operating permit, after which the owners would have to move or seek permission anew.

In January 2016, at the same time he announced the development of Moynihan Train Hall, New York governor Andrew Cuomo announced that requests for proposals would be solicited for the redevelopment of the station under the Garden, which would be a public-private partnership called the Empire Station Complex. Investors would be granted commercial rights to the station in exchange for paying building costs.

In June 2023, nearing the end of the ten-year permit granted in 2013, the MTA, along with Amtrak and NJ Transit, filed a report stating that Madison Square Garden is no longer compatible with Penn Station, saying, "MSG's existing configuration and property boundaries impose severe constraints on the station that impede the safe and efficient movement of passengers and restrict efforts to implement improvements, particularly at the street and platform levels." On September 14, 2023, the New York City Council voted 48–0 to renew the operating permit for Madison Square Garden for five years, the shortest-ever granted by the city to the Garden.

Southern expansion
In January 2020, Governor Cuomo unveiled a proposed southern annex to Penn Station, part of his vision for the Empire Station Complex. The annex would include eight additional tracks with four platforms and would involve demolishing the entire block bounded by 30th and 31st streets between Seventh and Eighth avenues, directly south of the existing station, as well as parts of the two blocks to the east and west. The new tracks would connect to and take advantage of the new capacity provided by the Hudson River tunnels built as part of the Gateway Program. This new southern terminal, which would require federal approvals and could cost as much as $16.7 billion, has not proceeded; the necessity of new tracks has been debated, in light of studies by regional advocacy groups and the railroads themselves suggesting that service improvements to enable regional through-running could similarly boost capacity.

Station reconstruction
In April 2021, MTA officials under governor Andrew Cuomo proposed two options to reconstruct the Penn Station building under Madison Square Garden, to be financed by the development of 10 new office and residential towers in the surrounding neighborhood. One concept would retain the existing two-level concourse; the other envisioned a taller single-level concourse with a multi-story glass atrium in the former midblock taxiway. Both plans would improve passenger circulation and platform access, and could demolish the Hulu Theater for a new Eighth Avenue entrance. Some of the plan's opponents alleged the tower development would disproportionately benefit real-estate firm Vornado Realty Trust, which would redevelop several buildings without paying property taxes.

In November 2021, after Cuomo resigned, governor Kathy Hochul announced plans to hasten the reconstruction to take place before construction of a southern annex, and to slightly reduce the size of the office tower development. Hochul's plan selected the one-level concourse alternative, and in June 2022, Hochul and New Jersey governor Phil Murphy announced a call for architects and engineers to submit preliminary designs. John McAslan was announced as designer that September.

In February 2023, Vornado declared it would no longer invest in new office space at that time due to high interest rates and lack of demand following the COVID-19 pandemic, and in June 2023 Hochul announced that Penn Station reconstruction would be "decoupled" from any office tower development, presumably financed in other ways, and she announced the "kickoff" of a renewed design process. That same June, private developer ASTM North America unveiled an unsolicited alternative reconstruction plan, which would focus on creating both a 55-foot tall Eighth Avenue entrance and a 105-foot tall midblock atrium, and which would be financed by both private investment from ASTM and government funding sources.

Gateway Program
The Gateway Program is the planned expansion and renovation of the Northeast Corridor between Newark, New Jersey, and New York City to alleviate the bottleneck under the Hudson River and allow for refurbishment of the existing North River Tunnels. Two new tunnels would add 25 cross-Hudson train slots during rush hours and could connect to a 7-track, 4-platform terminal annex to Penn Station to its south. Some previously planned improvements were also incorporated into the Gateway plan.

The Gateway Program was unveiled in 2011, one year after the cancellation of the somewhat-similar Access to the Region's Core (ARC) project, and was originally projected to cost $14.5 billion and take 14 years to build. Construction of a "tunnel box" that would preserve right-of-way on Manhattan's West Side began in September 2013, using $185 million in recovery and resilience funding awarded after Hurricane Sandy in 2012. In 2015, Amtrak said that damage done to the existing trans-Hudson tunnels by Sandy had made their replacement urgent. That year, Amtrak reported that environmental and design work was underway, estimated the project cost at $20 billion, and said construction would last four to five years.

A draft environmental impact statement was released in July 2017, but the Trump administration delayed consideration of it. Unblocking the project was a stated priority of the Biden administration, and the project was approved in May 2021. Federal funding was anticipated from the Biden administration's Bipartisan Infrastructure Bill, which became law in November 2021. The first federal funding was announced by President Biden in 2023, with the federal government committing as much as $11 billion of the $16.1 billion price tag and the states of New York and New Jersey agreeing to split the rest. Construction began in late 2023.

title: New York Penn Station


text:
Johann Weikhard von Valvasor

Johann Weikhard Freiherr von Valvasor or Johann Weichard Freiherr von Valvasor (Janez Vajkard Valvasor, ) or simply Valvasor (baptised on 28 May 1641 – September or October 1693) was a natural historian and polymath from Carniola, present-day Slovenia, and a fellow of the Royal Society in London.

He is known as a pioneer in the study of karst topography. Together with his other writings, until the late 19th century his best-known work—the 1689 Glory of the Duchy of Carniola, published in 15 books in four volumes—was the main source for older Slovenian history, making him one of the precursors of modern Slovenian historiography.

Biography
Valvasor was born in the town of Ljubljana (Laibach), at the time the principal city of Duchy of Carniola, today the capital of Slovenia, to an aristocratic family originally from Bergamo, Italy. In the 16th century, it was Johann Baptist Valvasor who moved the Valvasor family to the Duchy of Carniola in central Europe, to a part of the Habsburg monarchy that is now part of Slovenia. In medieval Latin Valvasor or Valvasore held the meaning 'carrier of a feud'.

Neither the exact day nor the actual place of Valvasor's birth are known, but his baptism was registered at Ljubljana Cathedral, where he was baptized Joannes Waichard Valvasor. He was the twelfth child born to Bartholomäus and Anna Maria Freiin von Rauber, who only lived at Medija Castle in Izlake but also had a town residence in Ljubljana at Old Square. His godparents were Freiherr (Baron) Konrad Ruess von Ruessenstein from Strmol Castle and Regina Dorothea Rasp from Krumperk Castle.

Valvasor's father died when the boy was ten years old. His mother died when he was 16. At the time he was attending the Jesuit school in Ljubljana. Graduating in 1659 at the age of seventeen, he did not choose to continue his studies at a university but decided to broaden his horizons by meeting learned men on a journey across Europe. This journey lasted fourteen years and it even took him to northern Africa. During this period, he joined the army in the Austro-Turkish War, where he became closely acquainted with the conditions on the Croatian Military Frontier.

Shortly after marrying 13-year-old Anna Rosina Grafenweger in 1672, Valvasor acquired Bogenšperk Castle near Litija, where he arranged a writing, drawing and printing workshop. Valvasor spent a fortune on the publishing of his books; towards the end of his life, his debts forced him to sell Bogenšperk Castle, his vast library and his collection of prints. In 1690, Aleksandar Ignacije Mikulić, the Bishop of Zagreb, bought his library, along with some 7,300 graphics, and moved it to Slavonia, where the collection became part of the library of the Zagreb Archbishopric, now part of the Croatian State Archives. In 1692, he lost most of his wealth after he invested in travel, graphics and printbooks which proved unprofitable. He had nine children, among them daughters Maria Sidonia, Maximilla Kordula, Johanna Rosina, and Anna Theresia, and sons Wolfang Waikhard, Johann Gottlieb, Johann Ludwig, Johann Wolfgang Engelbert, and Franz Joseph. Five children died very early, and then, when delivering their last child in 1687, Anna Maria Rosina died as well. Just three months after her death, Valvasor married Baroness Anna Maximilla Zetschker of Vrhovo. They had four children. In 1693, the same year that their last child, Franz Engelbert, was baptized, Valvasor died at age 52 in Krško.

He is believed to have been buried in the family crypt at Medija Castle, but this is uncertain. The Yugoslav Partisans dynamited the castle in 1944 and no trace of his putative grave remains today.

The Glory of the Duchy of Carniola
Valvasor's most important work remains The Glory of the Duchy of Carniola (original title: Die Ehre deß Herzogthums Crain, Slovene: Slava vojvodine Kranjske), published in 1689 in 15 books (four volumes), totalling 3532 pages and including 528 illustrations and 24 appendices, which provides a vivid description of Carniola at the time. He also recorded the first written document on vampires when he wrote on the legend of a vampire in Istria named Jure Grando.

From 2009 until 2012, it was translated into Slovene by Doris, Primož and Božidar Debenjak. The initiator, project manager, editor and technical editor of this monumental publishing project was Tomaž Čeč.

Karst research
Valvasor was a pioneer of study of karst phenomena. Upon the proposal of Edmond Halley, who was not only an astronomer but also a geophysicist, and in 1687 his extensive treatise on the hydrology of intermittent Lake Cerknica won him a fellowship of the Royal Society.

Works

 * Dominicae passionis icones, 1679, reprint 1970
 * Topographia Ducatus Carnioliae modernae das ist Controfee aller Stätt, Märckht, Clöster und Schlösser, wie sie anietzo stehen in dem Herzogthumb Crain, 1679, reprint 1970
 * Topographia arcium Lambergianarum id est arces, castella et dominia in Carniolia habita possident comites a Lamberg; Bagenspergi (Bogenšperg), 1679, reprint 1995
 * Topographia Archiducatus Carinthiae modernae: das ist Controfee aller Stätt, Märckht, Clöster, undt Schlösser, wie sie anietzo stehen in dem Ertzhertzogthumb Khärnten; Wagensperg in Crain (Bogenšperg), 1681 ; Nürnberg, 1688
 * Carniolia, Karstia, Histria et Windorum Marchia, Labaci (Ljubljana) 1681
 * Theatrum mortis humanae tripartitum: figuris aeneis illustratum : das ist: Schau-Bühne des menschlichen Todts in drey Theil : mit schönen Kupffer-Stichen geziehrt vnd an Tag gegeben; Laybach, Saltzburg (Ljubljana, Salzburg); 1682
 * Topographia Archiducatus Carinthiae antiquae & modernae completa: Das ist Vollkommene und gründliche Land – Beschreibung des berühmten Erz – Herzogthums Kärndten; Nürnberg 1688,
 * Opus insignium armorumque ...; (1687–1688)
 * Enhanced Acta Eruditorum - XIII slovenia geografia, 1689 – BEIC 13398218.jpg, 1689]]Die Ehre deß Hertzogthums Crain: das ist, Wahre, gründliche, und recht eigendliche Belegen- und Beschaffenheit dieses Römisch-Keyserlichen herrlichen Erblandes''; Laybach (Ljubljana) 1689

title: Johann Weikhard von Valvasor