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Nicholas of Tolentino

Nicholas of Tolentino (S. Nicolaus de Tolentino), (c. 1246 – September 10, 1305), known as the Patron of Holy Souls, was an Italian saint and mystic. He is particularly invoked as an advocate for the souls in Purgatory, especially during Lent and the month of November. In many Augustinian churches, there are weekly devotions to St. Nicholas on behalf of the suffering souls. November 2, All Souls' Day, holds special significance for the devotees of St. Nicholas of Tolentino.

Life
Born in 1245 in Sant'Angelo in Pontano, St. Nicholas of Tolentino took his name from St. Nicholas of Myra, at whose shrine his parents prayed to have a child. Nicholas became a friar at 18, and seven years later, he was ordained a priest. He gained a reputation as a preacher and a confessor. C. 1274, he was sent to Tolentino, near his birthplace. The town suffered from civil strife between the Guelphs and Ghibellines, in their struggle for control of Italy. Nicholas was primarily a pastor to his flock. He ministered to the poor and criminals. He is said to have cured the sick with bread over which he had prayed to Mary, the Mother of God. He gained a reputation as a wonderworker. Nicholas died in 1305 after a long illness. People began immediately to petition for his canonization. Eugene IV canonized him in 1446, and his relics were rediscovered in 1926 at Tolentino.

A studious, kind and gentle youth, at the age of 16 Nicholas became an Augustinian novice and was a student of the Blessed Angelus de Scarpetti. A friar at the monasteries at Recanati and Macerata as well as others, he was ordained in 1270 at the age of 25, and soon became known for his preaching and teachings. Nicholas, who had had visions of angels reciting "to Tolentino", in 1274 took this as a sign to move to that city, where he lived the rest of his life. Nicholas worked to counteract the decline of morality and religion which came with the development of city life in the late thirteenth century.

On account of his kind and gentle manner his superiors entrusted him with the daily feeding of the poor at the monastery gates, but at times he was so free with the friary's provisions that the procurator begged the superior to check his generosity. Once, when weak after a long fast, he received a vision of the Blessed Virgin Mary and Saint Augustine, who told him to eat some bread marked with a cross and dipped in water. Upon doing so he was immediately stronger. He started distributing these rolls to the ailing, while praying to Mary, often curing the sufferers; this is the origin of the Augustinian custom of blessing and distributing Saint Nicholas Bread.

In Tolentino, Nicholas worked as a peacemaker in a city torn by strife between the Guelphs and Ghibellines who, in the conflict for control of Italy, supported the Pope and the Holy Roman Emperor respectively. He ministered to his flock, helped the poor and visited prisoners. When working wonders or healing people, he always asked those he helped to "Say nothing of this", explaining that he was just God's instrument.

During his life, Nicholas is said to have received visions, including images of Purgatory, which friends ascribed to his lengthy fasts. Prayer for the souls in Purgatory was the outstanding characteristic of his spirituality. Because of this Nicholas was proclaimed patron of the souls in Purgatory, in 1884 by Leo XIII.

Towards the end of his life he became ill, suffering greatly, but still continued the mortifications that had been part of his holy life. Nicholas died on September 10, 1305.

Legends
There are many tales and legends which relate to Nicholas. One says the devil once beat him with a stick, which was then displayed for years in his church. In another, Nicholas, a vegetarian, was served a roasted fowl, for which he made the sign of the cross, and it flew out a window. Nine passengers on a ship going down at sea once asked Nicholas' aid, and he appeared in the sky, wearing the black Augustinian habit, radiating golden light, holding a lily in his left hand, and with his right hand, he quelled the storm. An apparition of the saint, it is said, once saved the burning palace of the Doge of Venice by throwing a piece of blessed bread on the flames. He was also reported to have resurrected over one hundred dead children, including several who had drowned together.

According to the Peruvian chronicler Antonio de la Calancha, it was St. Nicholas of Tolentino who made possible a permanent Spanish settlement in the rigorous, high-altitude climate of Potosí, Bolivia. He reported that all children born to Spanish colonists there died in childbirth or soon thereafter, until a father dedicated his unborn child to St. Nicholas of Tolentino (whose own parents, after all, had required saintly intervention to have a child). The colonist's son, born on Christmas Eve, 1598, survived to healthy adulthood, and many later parents followed the example of naming their sons Nicolás.

Veneration
Nicholas was canonized by Pope Eugene IV (also an Augustinian) on June 5, 1446. He was the first Augustinian to be canonized. At his canonization, Nicholas was credited with three hundred miracles, including three resurrections.

The remains of St. Nicholas are preserved at the Shrine of Saint Nicholas in the Basilica di San Nicola da Tolentino in the city of Tolentino, province of Macerata in Marche, Italy.

He is particularly invoked as an advocate for the souls in Purgatory, especially during Lent and the month of November. In many Augustinian churches, there are weekly devotions to St. Nicholas on behalf of the suffering souls. November 2, All Souls' Day, holds special significance for the devotees of St. Nicholas of Tolentino.

St Pius V did not include him in the Tridentine calendar, but he was later inserted and given September 10 as his feast day. Judged to be of limited importance worldwide, his liturgical celebration was not kept in the 1969 revision of the General Roman Calendar, but he is still recognized as one of the saints of the Roman Catholic Church.

A number of churches and oratories are dedicated to him, including San Nicolò da Tolentino in Venice, San Nicola da Tolentino agli Orti Sallustiani in Rome, St. Nicholas of Tolentino in The Bronx, New York City, San Nicolás Church in Barranquilla (which served as the city's pro-cathedral church from 1932 to 1986), and St. Nicholas of Tolentino in Bristol, UK.

In Ireland, Augustinian churches and friaries historically marked his feast day with a ceremony distributing bread, sometimes with his likeness on the loaves. This practice was most strongly related to churches in County Waterford.

Philippines
In the Philippines, the 16th century Church of San Nicolas de Tolentino in Banton, Romblon, was built in honor of him and his feast day is celebrated as the annual Biniray festival, commemorating the devotion of the island's Catholic inhabitants to St. Nicholas during the Muslim raids in the 16th century.

In the province of Pampanga, a 440-year-old Augustinian church, which was founded in 1575, built in his honor is located in the heart of Macabebe, Pampanga. The façade of the church has scantly ornamentation and its architectural symmetry is lost amid and the various forms assumed the windows and the main entrance. Simple neo-classic lines of the façade. Presently, a second class relic of the saint is venerated every Tuesdays after the mass.

In the province of Nueva Ecija, St. Nicholas is being venerated as the titular of the historic Cabanatuan Cathedral where General Antonio Luna was assassinated in 1899. His first class relic is being exposed to the faithful from September 1 until September 10 every year.

In Dimiao, Bohol, the feast of San Nicolas de Tolentino, patron saint of the parish church built between 1797 and 1815, is also celebrated every September 10.

There is also the San Nicolas de Tolentino Parish Church along C. Padilla Street in Cebu City, the capital city of the province and island of Cebu. Built in 1584, the church is one of the oldest in the country. The church was also built years ahead of the establishment of the Cebu Diocese in 1595. Located some 1.5 kilometer south of the ciudad, it was called Cebu Viejo, separated from the ciudad by the Pagina creek and El Pardo. The area is also considered the original site of the landing of Miguel López de Legazpi's armada on April 17, 1565, and became the embryo of a settlement which Legaspi established. San Nicolas was a vibrant town during the Spanish Period, the spawning ground for the Revolution against Spain in 1898, and the birthplace of Cebuano musical legends of the 20th century. The town eventually merged with Cebu City on April 17, 1901.

The 16th century church in Sinait, Ilocos Sur is dedicated to Saint Nicholas of Tolentino. In May 2021, Pope Francis elevated the parish church to the status of minor basilica.

Cultural references
San Nicholas cookie or Pan de San Nicolas is a Kapampangan cuisine delicacy originating since 1600s. It is baked in honor of Saint Nicholas (Apo Kulas), the patron saint of bakers and the Municipality of Macabebe. According to legends, the Blessed Virgin Mary healed Saint Nicholas' illness with a piece of bread. The shortbread is made of butter, egg yolk, flour and coconut milk poured in wooden molds, then baked.

Iconography
He is depicted in the black habit of the Order of the Hermits of St. Augustine — a star above him or on his breast, a lily, or a crucifix garlanded with lilies, in his hand. Sometimes, instead of the lily, he holds a vial filled with money or bread.

title: Nicholas of Tolentino


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Province of Lower Silesia

The Province of Lower Silesia (Provinz Niederschlesien; Silesian German: Provinz Niederschläsing; Prowincja Dolny Śląsk; Prowincyjŏ Dolny Ślōnsk) was a province of the Free State of Prussia from 1919 to 1945. Between 1938 and 1941 it was reunited with Upper Silesia as the Province of Silesia. The capital of Lower Silesia was Breslau (now Wrocław in Poland). The province was further divided into two administrative regions (Regierungsbezirke), Breslau and Liegnitz.

The province was not congruent with the historical region of Lower Silesia, which now lies mainly in Poland. It additionally comprised the Upper Lusatian districts of Görlitz, Rothenburg and Hoyerswerda in the west, that until 1815 had belonged to the Kingdom of Saxony, as well as the former County of Kladsko in the southeast.

The province was disestablished at the end of World War II and with the implementation of the Oder–Neisse line in 1945, the area east of the Neisse river fell to the Republic of Poland. The smaller western part was incorporated into the German states of Saxony and Brandenburg.

Urban districts / Stadtkreise

 * 1) City of Breslau
 * 2) City of Brieg
 * 3) City of Schweidnitz
 * 4) City of Waldenburg

Rural districts / Landkreise

 * 1) Landkreis Breslau
 * 2) Landkreis Brieg
 * 3) Landkreis Frankenstein
 * 4) Landkreis Glatz
 * 5) Landkreis Groß Wartenberg
 * 6) Landkreis Guhrau
 * 7) Landkreis Habelschwerdt
 * 8) Landkreis Militsch
 * 9) Landkreis Namslau
 * 10) Landkreis Neumarkt
 * 11) Landkreis Oels
 * 12) Landkreis Ohlau
 * 13) Landkreis Reichenbach (im Eulengebirge)
 * 14) Landkreis Schweidnitz
 * 15) Landkreis Strehlen
 * 16) Landkreis Trebnitz
 * 17) Landkreis Waldenburg
 * 18) Landkreis Wohlau

Urban districts / Stadtkreise

 * 1) City of Glogau
 * 2) City of Görlitz
 * 3) City of Hirschberg im Riesengebirge
 * 4) City of Liegnitz

Rural districts / Landkreise

 * 1) Landkreis Bunzlau
 * 2) Landkreis Fraustadt
 * 3) Landkreis Freystadt i. Niederschles.
 * 4) Landkreis Glogau
 * 5) Landkreis Görlitz
 * 6) Landkreis Goldberg
 * 7) Landkreis Grünberg
 * 8) Landkreis Hirschberg
 * 9) Landkreis Hoyerswerda
 * 10) Landkreis Jauer
 * 11) Landkreis Landeshut
 * 12) Landkreis Lauban
 * 13) Landkreis Liegnitz
 * 14) Landkreis Löwenberg
 * 15) Landkreis Lüben
 * 16) Landkreis Rothenburg (Ob. Laus.)
 * 17) Landkreis Sprottau

Post-1945 population
During the Polish post-war census of December 1950, data about the pre-war places of residence of the inhabitants as of August 1939 was collected. In case of children born between September 1939 and December 1950, their origin was reported based on the pre-war places of residence of their mothers. Thanks to this data it is possible to reconstruct the pre-war geographical origin of the post-war population. The same area corresponding to pre-1938 Province of Lower Silesia east of the Oder-Neisse line (which became Polish in 1945) was inhabited in December 1950 by: Over 90% of the 1950 inhabitants were new to the region, with less than 10% residing in the province already back in August 1939 (so called autochthons, who had German citizenship before World War II and were granted Polish citizenship after 1945). The largest group among new inhabitants were Poles expelled from areas of Eastern Poland annexed by the USSR. The second largest group came from Southern Poland (from Kraków, Rzeszów, Lublin, Kielce and Katowice regions in total 28%) followed by Greater Poland. Many Poles from Bosnia settled around Bolesławiec.

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

title: Province of Lower Silesia


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Tasman Bridge

The Tasman Bridge is a prestressed concrete girder bridge connecting the Tasman Highway over the River Derwent in Hobart, Tasmania, Australia. When it opened on 29 March 1965, the Tasman was the longest prestressed concrete bridge in Australia, with a total length measuring 1396 m, including approaches. The bridge provides a vital link between Hobart's city centre on the western shore and the City of Clarence on the eastern shore. Averaging 73,029 vehicle crossings per day, the bridge is the highest volume road section in Tasmania. It features five lanes of traffic including a central lane equipped for tidal flow operations and separated shared-use walkways on both sides, with ramp upgrades for improved access and cyclists completed in 2010.

The Tasman Bridge gained national attention following the Tasman Bridge disaster. On 5 January 1975, the bridge was struck by the bulk ore carrier SS Lake Illawarra, bound for EZ Industries' Risdon Zinc Works with a cargo of 10000 tonnes of zinc concentrate. It caused two piers and three sections of concrete decking totalling 127 m, to collapse and sink the vessel, resulting in the loss of twelve lives. The disaster split the city in half, forcing commuters living on the eastern shore to make a 50 km round trip to the CBD via the next bridge to the north. The crisis is unique in that no similar analysis of a city divided into two parts could be referenced. After two-and-a-half years, the Tasman Bridge reopened on 8 October 1977. The Bowen Bridge was subsequently constructed to mitigate any future failure of the Tasman Bridge.

In June 2022, the Tasmanian transport ministry revealed a $130 million investment in the Tasman Bridge, the largest since its 1977 reconstruction. Designed by GHD Group with a target completion date set for 2025, the upgrades encompass wider dedicated paths for cyclists and pedestrians, increased barriers between vehicles and pedestrians, improved lighting and digital signage.

History
During the 1950s, Hobart's eastern shore underwent substantial expansion due to the opening of the Hobart International Airport at Cambridge in 1956. By 1957, the airport was the country's fifth busiest, and the surge in air travel, associated automobile usage and surrounding developments led to a notable rise in traffic, overwhelming the capacity of the existing Hobart Bridge. With its single carriageway struggling to manage escalating traffic volumes and frequent disruptions due to the lifting of the bridge's lift span for passing ships, a necessity emerged for a novel bridge solution. These challenges highlighted the pressing need for a new, more accommodating bridge designed specifically for the increased traffic flow without constant interruptions for maritime navigation.

Design
In 1956, Tasmania's Department of Public Works commissioned Maunsell & Partners Pty Ltd to design the new River Derwent crossing. The stable foundation for the bridge was ensured by the favorable conditions of the riverbed between Queens Domain and Montagu Bay on the eastern shore, which includes bedrock, dolerite, and basalt beneath the silt. The engineers recommended a bridge supported by multiple piers due to the width of the water expanse, similar to that of the Sydney Harbour Bridge but requiring a comparable height to accommodate medium-sized cargo vessels. Consequently, a decision was made to construct a girder bridge featuring twenty-two spans, including a navigation span at its apex, with thirteen spans to the west and six spans to the east, each measuring 42.7 meters wide. To achieve the height of the 60.5 m apex, a large sequence of interval spans was critical in the design to accommodate the weight of concrete required for each heightened pier, with its deepest pile measuring 265 ft below mean sea level.

Criticism of then-Premier Eric Reece arose in 1958 when concerns were raised by engineers about the susceptibility of the concrete design to potential ship collisions. Investigative reports revealed Reece's dismissal of objections during parliamentary proceedings in favor of the $14 million project over a slightly more expensive suspension bridge option.

Construction
Tenders were issued in April 1959, and contracts were subsequently awarded to Reed, Braithwaite, Stuart, and Lipscombe in November of the same year. Construction on the eastern shore viaduct commenced in May 1960. A labour force of over 400 workers were employed during peak construction.

Several prerequisites were crucial during construction. The old Hobart Bridge had to remain operational until the Tasman Bridge's completion, and shipping lanes along the River Derwent needed to stay open. The construction posed significant challenges for Hobart as it marked the city's largest and most expensive undertaking to date. Procuring construction equipment, such as jacks and wires, required sourcing from the UK, while reinforced steel had to be imported from the Australian mainland, contributing to the bridge's elevated cost, totaling £7 million, equivalent to $14 million in 2015.

The first two lanes bridge opened on 18 August 1964. The other two lanes opened on 23 December 1964. It was officially opened on 18 March 1965 by Prince Henry, Duke of Gloucester. Upon completion, the Tasman Bridge was the longest prestressed concrete bridge in Australia, utilising 45000 lt of concrete and 5200 lt of reinforcement steel.

Disaster
On 5 January 1975, the SS Lake Illawarra, a 140 metre bulk ore carrier, collided bow first with the pile capping of Pier 19 and then amidships with Pier 18 while en route to EZ Industries' Risdon Zinc Works with a cargo of 10000 tonnes of zinc concentrate. These successive impacts led to the collapse of both piers, their supporting pylons, and three unsupported sections of the bridge deck spanning 127 m, causing the vessel to sink and resulting in the deaths of seven crew members. Five motorists lost their lives when four cars drove over the collapsed sections before traffic was halted. A major press shot showed a Holden Monaro HQ and Holden EK perched balancing on the ledge.

The breakage of an important arterial link isolated the residents in Hobart's eastern suburbs – the relatively short drive across the Tasman Bridge to the city suddenly became a 50 km journey via the estuary's next bridge at Bridgewater. The only other vehicular crossing within Hobart after the bridge collapsed was the Risdon Punt, a cable ferry which crossed the river from East Risdon and Risdon, some 5 km upstream from the bridge. It was totally inadequate, carrying only eight cars on each crossing, and although ferries provided a service across the river; it was not until December 1975 that a two lane, 788 m bailey bridge was opened to traffic, 2 km to the north from Dowsing Point to Cleburne Point thereby restoring some connectivity. The bailey bridge remained in use until replaced by the Bowen Bridge in 1984.

The separation of Hobart saw an immediate surge in the small and limited passenger ferry service then operating across the river. In a primary position to provide a service were the two ferries of Bob Clifford. He had introduced the locally-built ferries Matthew Brady and James McCabe to the river crossing, from the Hobart city centre to the eastern shore, shortly before the collision. These were soon joined by the MV Cartela, a wooden vessel of 1912 vintage, and Kosciusko, Lady Ferguson and Lady Wakehurst that were loaned by the New South Wales Public Transport Commission.

Following the Tasman Bridge Disaster, former-Premier Eric Reece maintained his defence of the chosen bridge design. Reece argued that the selected design was the sole financially viable option for the state at that time, despite the construction costs doubling throughout the project's execution.

Reconstruction
Reconstruction of the Tasman Bridge by John Holland commenced in October 1975. Due to the amount of debris at the foundations, engineers decided not to rebuild Pier 18. Pier 17 on the western side of the gap was reinforced, and the pile cap and shaft of the pier above water level were replaced. A new pier was built at the site of the decimated Pier 19, and the existing Pier 20, on the eastern side of the gap, was repaired and strengthened. A new span, about 85.5 m long, was built in steel box girder construction between piers 17 and 19, and another new, prestressed concrete span, about 42.5 m meters long, was built from the new Pier 19 to Pier 20.

The annual expenditures on the Tasman Bridge reconstruction were $1.7 m in 1974–75; $12.3 m in 1975–76; $13.2 m in 1976–77 and $6.1m in 1977–78. After two and half years and an approximate cost of $44 million, the Tasman Bridge reopened to the public on 8 October 1977.

Following the reopening of the bridge, the Port of Hobart implemented additional maritime safety measures, including directing large vessels to navigate slightly west of the original main navigation span and providing specialised training to harbour pilots in the use of a laser lighthouse for navigation. Additionally, the City of Hobart configured traffic systems to temporarily halt all road traffic when large vessels approach and pass under the bridge.

Wreck of SS Lake Illawarra
The average depth of the river between piers 17 and 19 is 35 m, with the wreck of the SS Lake Illawarra lying on the bottom covered by a scattering of concrete debris, presenting no navigational hazard to smaller watercraft. 10000 tonnes of zinc concentrate remain in the vessel's cargo hold.

The wreck attracts regular visits from divers. In 2019, the Tasmanian University Dive Club shared underwater footage of the wreck on social media. This footage, championed as the clearest footage ever captured, was attributed by the Derwent Estuary Program to decreased sediment levels in the River Derwent, a result of improved stormwater management measures in the city.

In 2022, the CSIRO and Jacobs Engineering Group collaborated to produce the first complete 3D model of the wreck, bridge, riverbed, and shoreline. The mapping unveiled the ship's placement adjacent to the bridge between piers 17 and 19 on the eastern shore, with its bow near Pier 19, angled at 45 degrees toward the centre of the river. The vessel's bow lies roughly 15 m below the waterline, around 125 m from the eastern shore.

Addition of fifth lane
The bridge deck was widened to accommodate a fifth traffic lane during the bridge's 1975 reconstruction. Utilising a Japanese construction method dubbed the "Nippon clip-on," the central lane incorporates a reversible lane management system for tidal flow operations.

Tidal flow operations
Designed to optimise vehicle flow throughout the day, the reversible lane operates with a traffic light system and a sign above each lane. These signs, working in tandem with the traffic lights, utilise a pulley system to periodically shift over their respective lanes. During morning peak hours, the middle lane directs traffic towards the city side (or western shore), while during evening peak hours, it points back towards the eastern shore. Outside of peak hours, the lane generally directs traffic towards the eastern shore. This adaptable lane configuration maximises the bridge's capacity and reduces congestion by efficiently utilising lanes according to current traffic demand.

LED lighting
In 2019 the Hobart City Council commissioned Decrolux to convert the Tasman bridge's fluorescent lighting with modern LED lighting. Spanning almost 3 km and utilising 1,930 LEDs, the project was completed in 2021. These remotely programmable lights have been utilized for various purposes, including commemorating annual events such as Dark Mofo and the TasPride parade, supporting sports teams like the Hobart Hurricanes and Tasmania JackJumpers, marking special occasions like the inauguration of Queen Mary of Denmark, and raising awareness for causes such as Women's Health Week and Men's Health Week.

Sensors
In 1987, a renovation initiative implemented the use of sensors to measure the currents of the river and the strength of winds, assisting ships in determining the optimal route for safe passage beneath the bridge.

title: Tasman Bridge


text:
Ben Weber (composer)

William Jennings Bryan "Ben" Weber (July 23, 1916 in St. Louis – June 16, 1979 in New York City) was an American composer.

Weber He was "one of the first Americans to embrace the 12-tone techniques of Schoenberg, starting in 1938"; he was largely self-taught. He worked initially as a copyist and only came to recognition in the 1950s.

Weber used the twelve-tone technique but, rather than avoid tonality, he worked with it and achieved a virtuoso Romantic style: "Weber could not stifle his bent for expansive lyricism and bold gestures," wrote music critic Anthony Tommasini, adding: "One gets the sense that his adaptation of the 12-tone technique was his way of ensuring that his music would keep its cutting edge and not slip into Romanticism. There is a rather Brahmsian spirit trying to emerge here." He composed chamber music for various combinations of instruments, orchestral music including concertos for violin and piano, piano music, and songs.

Weber also wrote an unpublished memoir, How I Took 63 Years to Commit Suicide (as told to Matthew Paris).

Awards
Weber was awarded a Guggenheim Fellowship in 1950. He received a Thorne Music Award in 1965,. which was given to composers of “mature years and recognized accomplishments".

Compositions
(in chronological order)
 * op.1: Three songs for contralto and piano (texts by Robert Browning and Edward Short) (1936/40)
 * o. op.: To a golden-haired girl, for voice and piano (text by Nicholas Vachel Lindsay)
 * o. op. : Autumn
 * o. op. : Legende for violin and piano
 * op.2: Five Bagatelles for piano (4/1939)
 * o. op.: Two pieces for clarinet and piano
 * op.3: Pastorale and Scherzino for woodwinds
 * op.4: Fantasie for violin and piano
 * op.5: Violin sonata No.1 (1939)
 * op.6: Three songs for soprano and piano (texts by Ben Weber and Rainer Maria Rilke) (1940)
 * op.7: Lyric piece for string quartet (1940)
 * op.8: Suite for piano
 * op.9: Pastorale for violin and piano
 * op.10: Lied des Idioten, for soprano and orchestra (text by Rainer Maria Rilke)
 * op.11a: Variations for piano, violin, clarinet and cello (1941)
 * op.11b: Concertino for violin, clarinet and cello
 * op.12: String quartet No.1
 * op.13: Five pieces for cello and piano
 * op.14: Divertimento for 2 solo celli
 * op.15: Five songs for voice and piano (texts by Adelaide Crapsey) (1941)
 * op.16: Violin sonata No.2 (1940–42, rev. 1943)
 * op.17: Cello sonata No.1 (1941)
 * o. op.: Piece (later called: Ballade) for oboe and orchestra (1943)
 * op.18: Chorale and Variations for cello and piano
 * o. op.: Ballade for cello and piano
 * o. op.: Intermezzo for clarinet and piano
 * op.19: String trio (1944)
 * op.20: Wie kann ich bleich, for voice and piano (German text by Ben Weber)
 * op.21: Sinfonia for cello and orchestra (1945)
 * op.22: Variations for oboe and string quartet (1944)
 * op.23: Three piano pieces (1946)
 * op.24: String trio
 * op.25: Fantasia (Variations) for piano
 * op.26: Ballet: The Pool of Darkness, for flute, violin, trumpet, bassoon, cello and piano
 * op.26a: Episodes for piano (Piano version of Ballet Pool of Darkness) (1957)
 * op.27: Suite for piano No.2 (1948)
 * op.28: Dance for cello
 * op.29: Concert Aria after Solomon, for soprano, wind quintet, violin, cello and piano (text from the bible, song of Solomon)
 * op.30: Sonata da camera for violin and piano
 * op.31: Dance No.2 for cello
 * op.32: Concerto for piano solo, cello and woodwind quintet
 * op.33: Symphony in four movements on Poems of William Blake
 * op.34: Two pieces for string orchestra (1950)
 * op.35: String quartet No.2
 * op.36: Closing piece, for organ solo
 * op.37: Colloquy, for brass septet
 * op.38: Ballade for 2 pianos
 * op.39: Serenade for harpsichord, flute, oboe and cello (1953)
 * op.40: Four songs for tenor or soprano and cello (texts by Ezra Pound, Euenus, Hadrian, Bhāsa)
 * op.41: Concerto for violin and orchestra (1954) (WP: 1973, Daniel Kobialka (violin), Atlanta Symphony Orchestra, Robert Shaw (conductor))
 * op.42: Prelude and Passacaglis for orchestra (1954)
 * op.43/1: Madrigal No.1 Ah, Dear Heart for SATB chorus (text by John Donne)
 * op.43/2: Madrigal No.2 Sonnet to Orpheus for SATB chorus (text by Rainer Maria Rilke)
 * op.44: Serenade for string quintet
 * op.44a: New Adventures, for piano
 * op.45: Concertino for flute, oboe, clarinet and string quartet (1956)
 * op.46: Serenade for strings
 * op.47: Rapsodie concertante for viola and small orchestra (1957)
 * op.48: Three songs for soprano and strings (1958) (texts by Stefan George, Rainer Maria Rilke, Richard Dehmel)
 * op.49: Humoresque for piano
 * op.50: String quartet No.3 (1959)
 * op.51: Chamber fantasie for solo violin and small ensemble (1959)
 * op.52: Two songs for voice and piano (texts by John Dowland and Ausonius)
 * op.53: Piano concerto (1961)
 * op.54: The Ways, for voice and piano (text by Pauline Hanson)
 * op.55: Nocturne for flute, celesta and cello (1963)
 * op.56: Suite for piano four hands
 * op.57: A bird came down the walk, for mezzo-soprano and piano (1963) (text by Emily Dickinson)
 * op.58: Dolmen, for winds and strings (1964)
 * op.59: Four songs (1966)
 * op.60: The enchanted midnight, for orchestra (1967)
 * op.61: Dramatic piece for violin and orchestra (1970)
 * op.62: Sinfonia Clarion, for orchestra (1973)
 * op.63: Two songs for voice and piano (text by J. Mayhall)
 * op.64: Intermezzo for piano (1972)
 * op.65: Variazioni quasi una fantasia for harpsichord (1974)
 * op.66: Consort of Winds, for wind quintet (1974)
 * op.67: Capriccio for cello and piano (1977)
 * op.68: Ciaconna for piano (1979, incomplete)

Links

 * 2012 article by Roger Trefousse
 * List of compositions published by American Composers Edition (BMI)

title: Ben Weber (composer)


text:
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Renamed
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title: User talk:Esquire78


text:
Tokyo Metro Ginza Line

The Tokyo Metro Ginza Line (東京メトロ銀座線) is a subway line in Tokyo, Japan, operated by Tokyo Metro. The official name is Line 3 Ginza Line (3号線銀座線). It is 14.3 km long and serves the wards of Shibuya, Minato, Chūō, Chiyoda, and Taitō. It is the oldest subway line in Asia, having opened in 1927.

The line was named after the Ginza commercial district in Chūō, Tokyo, under which it passes. On maps, diagrams and signboards, the line is shown using the color orange, and its stations are given numbers using the letter "G".

Operations
Almost all Ginza Line trains operate on the line's full length from Asakusa to Shibuya. However, two trains depart in the early morning from Toranomon, and some late-night trains from Shibuya are taken out of service at Ueno. Along with the Marunouchi Line, it is self-enclosed and does not have any through services with other railway lines.

On weekdays, trains run every 2 minutes 15 seconds in the morning and evening peak and every 5 minutes during the daytime. The first trains start from Shibuya and Asakusa at 05:01, and the last ones reach Shibuya at 00:37, and Asakusa at 00:39.

Station list
Being the oldest line on the Tokyo Metro, stations are also the closest to the surface—generally no more than one and a half stories underground. The western end of the line enters Shibuya Station located on the third-floor of a building that is located in a depression.

History
The Ginza Line was conceived by a businessman named Noritsugu Hayakawa, who visited London in 1914, saw the London Underground and concluded that Tokyo needed its own underground railway. He founded the Tokyo Underground Railway (東京地下鉄道) with Baron Furuichi Kōi in 1920, and began construction on September 27, 1925, after raising ¥6.2 million of the ¥35 million initially required to fund the project.

Originally, the Ginza Line was proposed to open from Shimbashi to Asakusa all at once, but because of a recession following the Great Kanto Earthquake, it became difficult to raise funds for the line. The portion between Ueno and Asakusa was completed on December 30, 1927, and publicized as "the first underground railway in the Orient". Upon its opening, the line was so popular that passengers often had to wait more than two hours to ride a train for a five-minute trip.

On January 1, 1930, the subway was extended by 1.7 km to temporary Manseibashi Station, abandoned on November 21, 1931 when the subway reached Kanda, 500 m further south down the line. The Great Depression slowed down construction, but the line finally reached its originally planned terminus of Shimbashi on June 21, 1934.

In 1938, the Tōkyō Rapid Railway (東京高速鉄道), a company tied to the predecessor of today's Tokyu Corporation, began service between Shibuya and Toranomon, later extended to Shimbashi in 1939. The two lines began through-service interoperation in 1939 and were formally merged as the Teito Rapid Transit Authority ("Eidan Subway" or "TRTA") in July 1941 in accordance with the Land Transport Business Coordination Law (陸上交通事業調整法).

The "Ginza Line" name was applied in 1953 to distinguish the line from the new Marunouchi Line. In the postwar economic boom, the Ginza Line became increasingly crowded. The new Hanzōmon Line began to relieve the Ginza Line's traffic in the 1980s, but the Ginza Line is still quite crowded as it serves major residential, commercial, and business districts in central Tokyo. According to a 2018 release of Tokyo Metropolitan Bureau of Transportation, the Ginza Line is the seventh most crowded subway line in Tokyo, running at 160% capacity between Akasaka-mitsuke and Tameike-sannō stations.

Automatic train control (ATC) and train automatic stopping controller (TASC) were activated on the Ginza Line on July 31, 1993, replacing the previous mechanical automatic train stop (ATS) system. This allowed for an increase in the maximum operating speed limit from 55 km/h to 65 km/h, which came into effect on August 2, 1993, and hence enabled a corresponding increase in the line's route capacity and train frequency. The newest station on the line, Tameike-sannō Station, opened in 1997 to provide a connection to the newly built Namboku Line.

The line, station facilities, rolling stock, and related assets were inherited by Tokyo Metro after the privatization of the Teito Rapid Transit Authority (TRTA) in 2004.

Rolling stock
Since April 2012, the Ginza Line uses a fleet of 40 six-car Tokyo Metro 1000 series EMUs which have a maximum speed of 80 km/h. Each car is 16 m long and 2.55 m wide, with three doors on each side. They are powered by a third rail electrified at 600 V DC. Both the Ginza Line and the Marunouchi Line are the only Tokyo Metro lines to use and third rail electrification, while subsequent lines employ narrow gauge  rails and 1,500 V DC overhead power supply to accommodate through services.

Cars are stored and inspected at Shibuya Depot located after Shibuya Station and at Ueno Inspection Division (上野検車区), a facility located northeast of Ueno Station with both above-ground and underground tracks. The facility is capable of holding up to 20 6-car formations. Major inspections are carried out at Tokyo Metro's Nakano depot on the Marunouchi Line, forwarding over a connecting track at Akasaka-Mitsuke.

Former rolling stock

 * 100 series (1938–1968)
 * 1000 series (TRTA) (1927–1968)
 * 1100 series (1930–1968)
 * 1200 series (1934–1986)
 * 1300 series (1949–1986)
 * 1400 series (1953–1985)
 * 1500 series (1954–1986)
 * 1500N series (1968–1993)
 * 1600 series (1955–1986)
 * 1700 series (1956–1986)
 * 1800 series (1958–1986)
 * 1900 series (1958–1987)
 * 2000 series (1958–1993)
 * 01 series 6-car EMUs, from 1983 until March 2017

The last remaining 01 series trains were withdrawn from regular service on 10 March 2017.

title: Tokyo Metro Ginza Line


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User talk:Look upon my works, ye mighty, and despair!

Hello, and welcome to Wikipedia. Here are some useful links in case you haven't already found them;

 * How to edit a page
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 * Naming conventions
 * Manual of Style

If you have any questions, see the help pages, add a question to the village pump or ask me on my talk page. I hope you enjoy editing here and being a Wikipedian! Alexandros 01:49, 6 Dec 2003 (UTC)

Do you have anything else to say about moving text from Mother Teresa to the Missionaries of Charity? silsor 20:05, Dec 6, 2003 (UTC)


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Ikebukuro Station

Ikebukuro Station (池袋駅) is a major railway station located in the Ikebukuro district of Toshima, Tokyo, Japan, shared by the East Japan Railway Company (JR East), Tokyo subway operator Tokyo Metro, and the two private railway operators Seibu Railway and Tobu Railway. With 2.71 million daily passengers on average in 2007, it is the second-busiest railway station in the world (after Shinjuku Station), and the busiest station in the Tobu, Seibu, and Tokyo Metro networks. It primarily serves commuters from Saitama Prefecture and other residential areas northwest of the city center. It is the Tokyo terminal of the Seibu Ikebukuro Line and the Tobu Tojo Line.

JR East
Yamanote Line - along with Ōsaki, one of two stations where Yamanote loop trains are taken in and out of service

Saikyō Line

Shōnan–Shinjuku Line - through service to Takasaki Line and Utsunomiya Line; also used by Narita Express trains

Seibu Railway
Seibu Ikebukuro Line (Ikebukuro to Agano) - limited through service to Seibu Chichibu Line; branches to Seibu Toshima Line, Seibu Yūrakuchō Line, and Seibu Sayama Line

Tobu Railway
Tōbu Tōjō Line (Ikebukuro to Yorii)

Tokyo Metro
Tokyo Metro Marunouchi Line

Tokyo Metro Yūrakuchō Line

Tokyo Metro Fukutoshin Line

On weekdays, S-Train (Seibu) services skip this station on the Tokyo Metro Yurakucho Line. However, on weekends or holidays, S-Train (Seibu) services stop here on the Tokyo Metro Fukutoshin Line platforms for alighting passengers only.

Station layout
In Ikebukuro Station, there are two main entrances; the East Exit and the West Exit. There are a number of other secondary entrances such as the JR North Exit, the Metropolitan Exit, the various Seibu exits, and multiple subway exits.

The JR lines run north/south through the center. The Tobu platforms are to the northwest and the Seibu platforms are to the southeast. Both Tobu and Seibu operate department stores adjacent to their terminal stations. (Despite their names, "Seibu" (西武) starts with the kanji for "west" (西), but its platforms are on the eastern side of the station, while "Tōbu" (東武) starts with the character for "east" (東), but its platforms are on the western side of the station.)

The Marunouchi Line and Yurakucho Line run east/west two stories underground, while the Tokyo Metro Fukutoshin Line is four stories underground, to the west of the main station complex. The latter line runs south toward Shinjuku and Shibuya along Meiji-dori, and offers through services to Motomachi-Chūkagai Station in Yokohama via the Tokyu Toyoko Line and Minatomirai Line.

Tokyo Metro's underground mall "Echika" is also located inside the station.

JR East

Chest-high platform edge doors were introduced on the Yamanote Line platforms on 2 March 2013.

Platforms
The Tobu station has three terminating tracks served by platforms 1 to 5, arranged as shown in the diagram on the right.

Platforms 3 and 5 are normally used for disembarking passengers, although platform 5 is also used for passengers boarding the evening TJ Liner services, which require payment of a supplementary fare. From 14 June 2015, the departure melodies used when trains are about to depart from the station are to be changed to classical themes, with "Allegro" from "Divertimento in D major, K. 136" by Mozart used for platforms 1/2, "Menuetto" from "Eine kleine Nachtmusik" by Mozart used for platforms 3/4, and "Allegro ma non troppo" from the "Pastoral Symphony" by Beethoven used for TJ Liner services departing from platform 5.

Chest-high platform edge doors are scheduled to be added by the end of fiscal 2020. Platform doors protecting platform 1 are in use since 21 April 2018. It is planned to have platform doors protecting platforms 2 and 3 in operation from 2 March 2019.

Ticket barriers
There are three sets of ticket barriers giving access to the platforms: the "South Gate" at ground level (signposted in red), and the "Central Gate" (signposted in blue) and "North Gate" (signposted in green) on the first basement level.

Seibu Railway
Platforms 1, 4, and 6 are normally used for disembarking passengers only.

Platform
This station consists of three separate island platforms for the Marunouchi Line, Yurakucho Line, and Fukutoshin Line.

Station layout
The Tokyo Metro platforms are equipped with chest-height platform edge doors.

History
The station was opened on 1 April 1903 by the Japanese Government Railways (JGR). The Tōjō Railway Line (present-day Tobu Tojo Line) station opened on 1 May 1914 with the opening of the 33.5 km line to Tanomosawa (田面沢駅) in Saitama Prefecture (located between the present stations of Kawagoeshi and Kasumigaseki). As the Tokyo terminus of the line was originally planned to be at Shimo-Itabashi, Ikebukuro Station is to this day marked by km post "-1.9" (the distance from Shimo-Itabashi Station where the "0 km" post for the line is located).

Tobu opened a department store adjoining its station on 29 May 1962. Around the same time, the Tobu station platforms were expanded with three tracks.

In March 1992, automatic ticket barriers were installed at the north exit of the Tobu Station, and in June of the same year, the Tobu Department Store was expanded with the addition of the Metropolitan Plaza annex located on the south side.

The station facilities of the Marunouchi and Yurakucho Lines were inherited by Tokyo Metro after the privatization of the Teito Rapid Transit Authority (TRTA) in 2004.

In June 2008, the Tobu station ticket barriers were color-coded into three "zones": North, Central, and South.

Chest-height platform edge doors were installed on the Tokyo Metro Yurakucho Line platforms in January 2011.

Station numbering was introduced to the JR platforms in 2016 with Ikebukuro being assigned station numbers JY13 for the Yamanote Line, JA12 for the Saikyo Line, and JS21 for the Shonan-Shinjuku Line.

On 1 March 2024, the departure melody on both Yamanote Line platforms was changed to the theme song of Bic Camera. The company has its head office and a major store building in the area.

Passenger statistics
The figures below are the official number of passengers entering and exiting each day released by each train operator.

Annual passenger figures for the station between fiscal 1903 and 1965 are as shown below. Note that the figures only consider boarding passengers and a blank indicates that no data is available.

The daily passenger figures for the JR East, Seibu, Tobu, and Tokyo Metro station after fiscal 2000 are as shown below. Note that the JR East figures only consider boarding passengers whereas the Seibu, Tobu, and Tokyo Metro figures consider both entering and exiting passengers.

Surrounding area
The surrounding Ikebukuro district is a major commercial center. The Seibu department store, Sunshine City, Parco, and Bic Camera are located to the east of the station, while the Tobu department store and Metropolitan Plaza are located to the west.

Schools

 * Rikkyo University
 * Tokyo College of Music
 * Teikyo Heisei University (Ikebukuro Campus)
 * Tokyo International University (Ikebukuro Campus)
 * Tokyo University of Social Welfare (Ikebukuro Campus)
 * Shukutoku University (Ikebukuro Satellite Campus)
 * Tokyo College of Transport Studies
 * Toshimagaoka-joshigakuen Junior and Senior High School

Retail

 * Seibu Department Store
 * Parco Department Store
 * Tobu Department Store
 * Bic Camera
 * Yamada Denki
 * Sunshine City

Hotels

 * Hotel Metropolitan
 * Centurion hotel Ikebukuro

Civic

 * Toshima Tax Office
 * Toshima Civic Centre
 * Tokyo Metropolitan Theatre
 * Ikebukuro Library
 * Ikebukuro Fire Station

Other stations

 * Higashi-Ikebukuro Station, on the Subway TokyoYurakucho.png Tokyo Metro Yurakucho Line

title: Ikebukuro Station


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User:Mattworld/Sandbox

''This article is a stub. You can help Wikipedia by fixing it.''

$$\sqrt{32}$$

I'm so glad I have a sandbox; I didn't even know it existed.

This is a test.

-- Mattworld (talk to me) 03:16, 6 January 2006 (UTC)

title: User:Mattworld/Sandbox


text:
Teton Dam

The Teton Dam was an earthen dam in the western United States, on the Teton River in eastern Idaho. It was built by the U.S. Bureau of Reclamation, one of eight federal agencies authorized to construct dams. Located between Fremont and Madison counties, it suffered a catastrophic failure on June 5, 1976, as it was filling for the first time.

The collapse of Teton Dam killed 11 people and 16,000 livestock. The dam cost about $100 million to build and the federal government paid over $300 million in claims arising from its failure. Total damage estimates have ranged up to $2 billion, and the dam was not rebuilt.

History and geology
Interest in building a dam in the eastern Snake River Plain had arisen for many years to control spring runoff and provide a more constant water supply in the summer. The area had suffered a severe drought in 1961, followed by severe flooding in 1962. The Bureau of Reclamation proposed the Teton Dam in 1963 and Congress passed, without opposition, an authorizing bill the following year. The planned dam was to be an earthen structure 310 ft high and 0.6 mi long, creating a reservoir 17 mi in length. The impounded water would be used to generate hydroelectric power. An environmental impact statement was issued for the dam in 1971, but it did not raise the possibility of a collapse. Lack of funding and site preparation work and questions surrounding the required environmental impact statement stalled the project. Barely 14 pages long, the statement quickly drew the ire of opponents of the project.

On September 27, 1971, several environmental and conservation groups filed a lawsuit in Idaho District Court to stop the construction. Opponents of the dam questioned the project's justifications. They argued that damming a wild and scenic river would result in the destruction of its trout fishery and other wildlife habitat and "replace a unique resource with a vulgar one." The suit questioned the economic return on the investment, the bureau's compliance with the National Environmental Policy Act, and the geologic soundness of the dam's location. Concerns over the seismic conditions of the dam site delayed the bid process pending further review by the Department of the Interior. Pressure from Idaho's congressional delegation stopped the review, and in spite of the lawsuit, bids were taken in Idaho Falls on October 29, 1971. The contract was awarded to Morrison-Knudsen Co. of Boise, assisted by Peter Kiewit Sons Co. of Omaha, Nebraska. The $39 million contract was awarded in December 1971. In spite of the lawsuit, work began in February 1972. After various motions, amended complaints, attempted injunctions, and appeals, the suit was dismissed on December 23, 1974.

The eastern Snake River Plain is almost entirely underlain by basalt erupted from large shield volcanos on top of rhyolitic ash-flow tuff and ignimbrites. The tuff, a late-Cenozoic volcanic rock, is 1.9 million years old. The dam site is composed of basalt and rhyolite, both of which are considered unsuitable for dam construction because of their high permeability. This was confirmed by long-term pump-in tests at rates of 165 to 460 gal per minute. Test cores, drilled by engineers and geologists employed by the Bureau of Reclamation, showed that the canyon rock at the dam site is highly fissured and unstable, particularly on the right side (as one faces the direction of flow). The widest fissures were determined to be 1.7 in wide. The bureau planned to seal these fissures by injecting grout into the rock under high pressure to create a grout curtain in the rock.

In addition, an investigation of the area by geologists of the U.S. Geologic Survey indicated that it was seismically active; five earthquakes had occurred within 30 mi of the dam site in the previous five years, two of which had been of significant magnitude. This information was provided to the Bureau of Reclamation in a memorandum, but the geologists' concerns were considerably watered down in the 6-month redrafting process before the USGS sent the final version of the memo to the USBR in July 1973.

In 1973, when the dam was only half built, but almost $5 million had already been spent on the project, large, open fissures were encountered during excavation of the keyway trench near the right end of the dam, about 700 ft from the canyon wall. The two largest, near-vertical fissures trended generally east-west and extended more than 100 ft below the bottom of the key trench. Some of the fissures were lined with calcite, and rubble filled others. Several voids, as much as 6 in wide, were encountered 60 to 85 ft below the ground surface beyond the right end of the dam and grout curtain. The largest fissures were actually caves. One of them was 11 ft wide and 100 ft long. Another one was 9 ft wide in places and 190 ft long. These were not grouted because they were beyond the keyway trench and beyond the area where the bureau had decided grouting was required. This necessitated using twice as much grouting as had been originally anticipated; the total injected grout included 496,515 ft3 of Portland cement, 82,364 ft3 of sand, 132,000 pounds of bentonite, and 418,000 pounds of calcium chloride, injected into 118,179 linear ft of drilled holes.

Later, the report of a committee of the House of Representatives, which investigated the dam's collapse, felt that the discovery of the caves should have been sufficient for the Bureau of Reclamation to doubt its ability to fill them in with grout, but this did not happen. Even after the dam had failed, the bureau continued to insist that the grouting was appropriate.

In December 1972, concerned about the geological conditions of the Teton River Canyon, USGS geologist David Schleicher wrote about the Teton Dam while it was still under construction, "A final point is that flooding in response to seismic or other failure of the dam—probably most likely at the time of highest water—would make the flood of February 1962 look like small potatoes. Since such a flood could be anticipated, we might consider a series of strategically placed motion-picture cameras to document the process."

Filling
The dam was completed in November 1975 and filling the reservoir began at the standard rate of 1 ft a day. However, snows were heavy that winter, and five months later, the project's construction engineer requested permission to double the filling rate to deal with the additional spring run-off, while continuing to inspect for leaks and monitor the groundwater. A month later, though monitoring showed that groundwater was flowing a thousand times faster than had been originally anticipated, the filling rate was doubled again, to 4 ft a day.

On June 3 and 4, 1976, three small springs were discovered downstream of the dam, although the water running through the leaks was clear and such leaks are not unexpected for an earthen dam. At the time, the reservoir was almost at capacity, with a maximum depth of 240 ft. The only structure that had been initially prepared for releasing water was the emergency outlet works, which could carry just 850 cuft/s. The main outlet works and spillway gates were not yet in service; the gates were cordoned off by steel walls while they were being painted.

Collapse and flood
On Saturday, June 5, 1976, at 7:30 am MDT, a muddy leak appeared, suggesting sediment was in the water, but engineers did not believe there was a problem. By 9:30 am, the downstream face of the dam had developed a wet spot, which began to discharge water at 20 to 30 cuft/s and the embankment material began to wash out. Crews with bulldozers were sent to plug the leak, but were unsuccessful. Local media appeared at the site and at 11:15, officials told the county sheriff's office to evacuate downstream residents. Work crews were forced to flee on foot as the widening gap, now larger than a swimming pool, swallowed their equipment. The operators of two bulldozers caught in the eroding embankment were pulled to safety with ropes.

At 11:55 am MDT (UTC−17:55), the crest of the dam sagged and collapsed into the reservoir; two minutes later, the remainder of the right-bank third of the main dam wall disintegrated. Over 2000000 cuft/s (many times the average flow rate of Niagara Falls) of sediment-filled water emptied through the breach into the remaining 6 mi of the Teton River canyon, after which the flood spread out and shallowed on the Snake River Plain. By 8:00 pm, the reservoir had completely emptied, although over two-thirds of the dam wall remained standing.

Cause
Study of the dam's environment and structure placed blame for the collapse on the permeable loess soil used in the core and on fissured (cracked) rhyolite in the abutments of the dam that allowed water to seep around and through the earth-fill dam. The permeable loess was found to be cracked. The combination of these flaws is thought to have allowed water to seep through the dam and to lead to internal erosion, called piping, that eventually caused the dam's collapse.

An investigating panel had quickly identified piping as the most probable cause of the failure, then focused its efforts on determining how the piping started. Two mechanisms were possible. The first was the flow of water under highly erodible and unprotected fill, through joints in unsealed rock beneath the grout cap and development of an erosion tunnel. The second was "cracking caused by differential strains or hydraulic fracturing of the core material." The panel was unable to determine whether one or the other mechanism occurred, or a combination:

"The fundamental cause of failure may be regarded as a combination of geological factors and design decisions that, taken together, permitted the failure to develop."

A wide-ranging controversy ensued from the dam's collapse. According to the Bureau of Reclamation, bureau engineers assess all reclamation dams under strict criteria established by the Safety of Dams program. Each structure is periodically reviewed for resistance to seismic activity, for internal faults, and for physical deterioration. The dam safety program identified two other dangerous dams – Fontenelle, which very nearly failed 11 years earlier, when it was filled, in a manner similar to the Teton Dam, and again in May 1985; and the Jackson Lake Dam, which would have failed during an earthquake on the nearby Teton Fault.

Deaths, damage, and property claims

Teton Canyon ends about 6 mi below the dam site, where the river flows onto the Snake River Plain. When the dam failed, the flood struck several communities immediately downstream, particularly Wilford at the terminus of the canyon, Sugar City, Salem, Hibbard, and Rexburg. Thousands of homes and businesses were destroyed. The small agricultural communities of Wilford and Sugar City were wiped from the river bank. Five of the 11 deaths attributed to the flood occurred in Wilford. The similar community of Teton, on the south bank of the river, is on a modest bench and was largely spared. One Teton resident was fishing on the river at the time of the dam failure and was drowned. An elderly woman living in the city of Teton died as a result of the evacuation.

An estimated 80% of existing structures were damaged in the Hibbard and Rexburg area, whose population was about 10,000. The Teton River flows through the industrial, commercial, and residential districts of north Rexburg. Much of the damage in the area was done by thousands of logs dislodged from a lumber yard. Dozens of them hit a bulk gasoline-storage tank a few hundred yards away. The gasoline ignited and sent flaming slicks adrift on the racing water. The force of the logs and cut lumber and the subsequent fires practically destroyed the town.

The flood waters traveled west along the route of the Henrys Fork of the Snake River, around both sides of the Menan Buttes, damaging the community of Roberts. The city of Idaho Falls, even further down on the flood plain, had time to prepare. At the older American Falls Dam downstream, engineers increased discharge by less than 5% before the flood arrived. That dam held and the flood was effectively over, but tens of thousands of acres of land near the river were stripped of fertile topsoil.

The force of the failure destroyed the lower part of the Teton River, washing away riparian zones and reducing the canyon walls. This damaged the stream's ecology and hurt the native Yellowstone cutthroat trout population. The force of the water and excessive sediment also damaged stream habitat in the Snake River and some tributaries, as far downstream as the Fort Hall bottoms.

Debris clean-up began immediately and took the remainder of the summer. Rebuilding of damaged property continued for several years. Within a week of the disaster, President Gerald Ford requested a $200 million appropriation for initial payments for damages, without assigning responsibility for Teton Dam's failure.

The Bureau of Reclamation set up claims offices in Rexburg, Idaho Falls, and Blackfoot. By January 4, 1977, seven months after the disaster, victims had filed over 4,800 claims totaling $194 million and the federal government had paid 3,813 of those claims worth $93.5 million. The claims program was originally scheduled to end in July 1978, but continued until January 1987, when the federal government had paid 7,563 claims for a total amount of $322 million.

No plans have been made for rebuilding the Teton Dam, but its reconstruction has been discussed over the years.

Footage and interviews are featured in Catastrophe-No Safe Place (1980), hosted by Charles Bronson and Jill Ireland.

title: Teton Dam


text:
Shōnan–Shinjuku Line

The Shōnan–Shinjuku Line (湘南新宿ライン) is a passenger railway service in Japan which commenced in December 2001. The line has no dedicated track as services run through shared sections along the Ryōmō Line, Takasaki Line, Utsunomiya Line, Yamanote freight line, Yokosuka Line, and Tōkaidō Main Line. It is treated as a distinct service at stations and on railway maps.

Services
Service patterns on the Shōnan–Shinjuku Line are as follows:

Utsunomiya Line–Yokosuka Line route

 * Shōnan–Shinjuku Line local (Utsunomiya Line: local; Ōmiya–Ōfuna: local; Yokosuka Line: local)
 * Services commenced on December 1, 2001.
 * One train per hour is operated between Koganei (some to/from Utsunomiya) and Zushi; this increases to 2–3 trains per hour during peak periods. Sometimes trains operate to/from Ōfuna as well as to/from Koga on weekday mornings.
 * Most trains are operated in 15-car sets. Some pause at Koganei to couple-up or divide, with the 10-car portion continues northward; others are operated in 10-car sets along the entire line.
 * E233 series LED Displays show a green colour ■ for this service.
 * Shōnan–Shinjuku Line local / Shōnan–Shinjuku Line rapid (Utsunomiya Line: Rapid; Ōmiya–Ōfuna: Local; Yokosuka Line: Local)
 * Services commenced on October 16, 2004.
 * From morning to midday, trains are operated hourly between Utsunomiya and Zushi (some to/from Ōfuna). Trains operate as rapid services within the Utsunomiya Line and as local services within the Yokosuka Line. These services replace daytime Rabbit rapid trains within the Utsunomiya Line to/from Ueno.
 * Most trains are operated in 15-car sets. Some pause at Koganei to couple-up or divide, with the 10-car portion is operated north of Koganei; others are operated in 10-car sets along the entire line.
 * E233 series LED Displays show an orange colour ■ within the Utsunomiya Line, and a green colour ■ south of Ōmiya for this service.

Takasaki Line–Tōkaidō Line route

 * Shōnan–Shinjuku Line local / Shōnan–Shinjuku Line rapid (Takasaki Line: Local; Ōmiya–Totsuka: Rapid; Totsuka–Tōkaidō Line: Local)
 * Services commenced on December 1, 2001.
 * One train per hour is operated between Kagohara and Hiratsuka (some to/from Kōzu). During peak periods when there are no special rapid services this increases to 2–3 trains per hour, with trains to/from Takasaki, Kōzu, and Odawara. Some morning southbound trains and weekday evening northbound trains operate to/from Maebashi via the Ryōmō Line; one weekday morning train is operated from Fukaya.
 * Except for a single northbound morning and southbound evening train, all trains are operated in 15-car sets south of Kagohara, where they are joined/separated; a 10-car train is operated north of Kagohara. The train from Fukaya is operated as a 15-car set.
 * E233 series LED Displays show an orange colour ■ between Ōmiya and Totsuka, and a green colour ■ within the Takasaki and Tōkaidō Lines for this service.
 * Shōnan–Shinjuku Line special rapid (Takasaki Line–Ōmiya–Ōfuna–Tōkaidō Line: Special Rapid)
 * Services commenced on October 16, 2004.
 * One train per hour is operated throughout the day. This service replaces Urban rapid services to/from Ueno within the Takasaki Line. Except for the first northbound train, which starts from Hiratsuka, all trains are operated between Takasaki and Odawara.
 * Except for two round trips on weekdays, all trains are operated in 15-car sets south of Kagohara, where they are joined/separated; a 10-car train is operated north of Kagohara.
 * On very rare occasions in the past, extra services would be operated on weekends and holidays, in which two services each way to/from Odawara are extended to/from Atami, stopping at Manazuru and Yugawara.
 * E233 series LED Displays show a blue colour ■ for this service.

Station list

 * Trains stop at stations marked "●" and pass those marked "｜".
 * For information on Limited Express services, see the Shōnan article.

Rolling stock
Initially, services were operated using a mixture of rolling stock, including 115 series, 211 series, 215 series (double-deck), E217 series, and E231-1000 series EMUs, but rolling stock was standardized on the E231-1000 series EMUs in 2004, from which date these trains also included two bilevel Green cars. From the start of the new timetable on 14 March 2015, E233-3000 series trainsets were also introduced on Shonan–Shinjuku Line services.
 * E231-1000 series
 * E233-3000 series (since March 2015)

History
On 20 August 2016, station numbering was introduced with stations being assigned station numbers between JS05 and JS24. Numbers increase towards in the northbound direction towards Omiya.

title: Shōnan–Shinjuku Line


text:
Talk:Zipf–Mandelbrot law

Untitled
Is this the same thing as Zipf's law? Unless it is more general, probably the two articles should be merged. Michael Hardy 02:23, 6 Dec 2003 (UTC)

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title: Talk:Zipf–Mandelbrot law


text:
Shibuya Station

Shibuya Station (渋谷駅) is a major railway station in Shibuya, Tokyo, Japan, operated by East Japan Railway Company (JR East), Keio Corporation, Tokyu Corporation, and Tokyo Metro. It serves as a terminal for six railway lines, five of which are operated by Tokyo Metro and Tokyu Corporation.

With 2.4 million passengers on an average weekday in 2004, it is the fourth-busiest commuter rail station in Japan and the world (after Shinjuku, Ikebukuro, and Ōsaka / Umeda) handling a large amount of commuter traffic between the city center and suburbs to the south and west.

JR East

 * Saikyō Line / Shōnan–Shinjuku Line (Yamanote Freight Line) - also used by Narita Express trains
 * Yamanote Line

Private railways

 * Number prefix Keio-Inokashira-line.svg Keio Inokashira Line - terminus
 * - through service with Tokyo Metro Hanzomon Line
 * - through service with Tokyo Metro Fukutoshin Line

Subways

 * - terminus
 * - through service with Tokyu Den-en-toshi Line
 * - through service with Tokyu Tōyoko Line

Note that the Tokyo Metro Hanzōmon Line and Fukutoshin Line are directly connected to each other (and passengers can switch from one to another without passing through ticket gates), but they are not directly connected to the Ginza Line.

Station layout
In 2013 and 2014, Shibuya station underwent major renovations as a part of a long-term site redevelopment plan. While all rail and subway lines continued to operate, some station exits and entrances were subject to change. As of March 2013, the east side of the main station was transformed due to the provision of through train services between the Tokyu Toyoko Line and the Tokyo Metro Fukutoshin Line. While much of the main station building, previously housing the Tokyu department store, had been closed and was set for demolition, the west building of the Tokyu department store continued to operate as before. The Shibuya Hikarie building, also owned by the Tokyu Group, opened in 2012 and contains department store retail, restaurants, and offices.

The Tokyo Metro Ginza Line, originally built and operated by a Tokyu keiretsu company, continues to use platforms on the third floor of the station building. The JR lines are on the second floor in a north-south orientation. The Tokyu Toyoko Line originally used parallel platforms on the second floor of the same building, but effective on 16 March 2013, the Toyoko Line moved underground to provide through service with the Tokyo Metro Fukutoshin Line. The Tokyo Metro Hanzomon Line and Tokyu Den-en-Toshi Line share platforms underground in a different part of the station. The Keio Inokashira Line uses platforms on the second floor of the Shibuya Mark City building to the west of the main station complex.

The main JR/Tokyu/Tokyo Metro complex has six exits. The northwest Hachikō Exit (ハチ公口), named for the nearby statue of the dog Hachikō and located next to Shibuya's famous scramble crossing, is a particularly popular meeting spot. The Tamagawa Exit (玉川口) on the west side leads to the Keiō Inokashira Line Shibuya Station platforms.

On November 17, 2008, a mural by Tarō Okamoto, "The Myth of Tomorrow", depicting a human figure being hit by an atomic bomb, was unveiled in its new permanent location at the station, in the connecting passage to the Keio Inokashira Line entrance.

Platforms
There are two island platforms with a total of four tracks. One of the platforms serves the Yamanote Line and the other serves the Saikyō Line and Shōnan–Shinjuku Line.

The station was opened in 1885 with one island platform serving what is now the Yamanote Line. To alleviate congestion, a second side platform was opened to the west in July 1940 and the original platform was converted to a side platform. In March 1996, the first Saikyō Line platform was opened. It was located to the south of the Yamanote Line platforms, approximately 350 m away. This platform was relocated to its current location during 30-31 May 2020. The original Yamanote Line platform was then widened during 23-24 October 2021. It was widened further during 7-8 January 2023, when the west side platform was removed from service and both directions of the Yamanote Line were recombined into a single island platform.

Platforms
On the third basement (B3F) level, a single underground island platform serves two tracks.

Platforms
Two underground island platforms on the fifth basement (B5F) level serve four tracks. Tokyu has been managing the station since the opening of the Fukutoshin Line in 2008, and the Toyoko Line uses platforms 3 and 4 since the start of through services with the two lines on 16 March 2013.

Platforms
As of January 2020, one island platform serves two tracks. Until December 2019, two side platforms each served one track, with one platform for terminating services and one for services departing towards Asakusa.

Due to the distance between Ginza and Hanzomon Line platforms, the transfer announcements was announced at Omote-sando station instead.

Platforms
The Keio station consists of two bay platforms serving two tracks.

History
On 1 March 1885, Shibuya Station first opened as a stop on the Shinagawa Line, a predecessor of the present-day Yamanote Line. The station was later expanded to accommodate the Tamagawa Railway (1907; closed 1969), the Toyoko Line (1927), and the Teito Shibuya Line (1 August 1933; now the Inokashira Line).

Between 1925 and 1935, the legendary Akita dog named Hachikō waited for his deceased owner, appearing at the station right when his train was due for nine years.

In 1938, the station added platforms for the Tōkyō Rapid Railway, which began through service with the Ginza Line in 1939 and formally merged with it in 1941.

In 1946, the infamous Shibuya incident, a gang fight involving hundreds of people, occurred in front of the station.

More recently, the Den-en-toshi Line (1977), the Hanzōmon Line (1978), and the Fukutoshin Line (2008) began serving the station. Between December 2008 and March 2009, piezoelectric mats were installed at Shibuya Station as a small scale test.

From 22 February 2013, station numbering was introduced on Keio lines, with Shibuya Station becoming "IN01".

Station numbering was later introduced to the JR East platforms in 2016 with Shibuya being assigned station numbers JS19 for the Shonan-Shinjuku line, JA10 for the Saikyo line, and JY20 for the Yamanote Line. At the same time, JR East assigned its major transfer stations a 3-letter code; Shibuya was assigned the code "SBY".

On 3 January 2020, the Ginza Line platforms were shifted about 50 m east of the old platforms.

On 1 June 2020, the Saikyo Line platforms were shifted about 350 m north of the old platforms, and now sits right next to the Yamanote Line platforms.

Major widening work took place on the Yamanote Line inner circle platform (Platform 2) on 23–24 October 2021. As a result, Yamanote Line service was suspended between Ikebukuro and Osaki. To accommodate for delays, an additional special train service was run between Shinagawa and Shinjuku by way of the Yamanote Freight Line.

Effective the timetable revision on 18 March 2023, through services onto the Sagami Railway commenced courtesy of the Tokyu and Sotetsu Shin-yokohama Line. Most southbound services routing through Hiyoshi on the Tokyu Shin-yokohama Line continue as far south as Shōnandai Station on the Sōtetsu Izumino Line.

Former Toyoko Line station
The former above-ground Tokyu Toyoko Line terminal station platforms were taken out of use after the last train service on 15 March 2013. From the start of the revised timetable on 16 March 2013, Toyoko Line services used the underground platforms 3-4 shared with Tokyo Metro Fukutoshin Line services.

Platforms
The station had four 8-car long bay platforms numbered 1 to 4, serving four tracks.

Future developments
JR East is in the process of rebuilding the station, with reconstruction work starting in earnest in fiscal year 2015.

On the platform of the Toyoko Line, which was moved to the east side of the station, Tokyu Corporation constructed a 230 m high, 47-story commercial building "Shibuya Scramble Square", which became the tallest building in Shibuya when it opened in November 2019. Several commercial buildings connected to the station will be constructed by 2027.

Passenger statistics
In fiscal year 2013, the JR East station was used by 378,539 passengers daily (boarding passengers only), making it the fifth-busiest JR East station. Over the same fiscal year, the Keio station was used by an average of 336,957 passengers daily (exiting and entering passengers), making it the busiest station on the Inokashira Line. In fiscal 2013, the Tokyo Metro Ginza station was used by an average of 212,136 passengers daily and the Tokyo Metro Hanzōmon and Fukutoshin stations were used by an average of 731,184 passengers daily. Note that the latter statistics consider passengers who travel through Shibuya station on a through service as users of the station, even if they did not disembark at the station. In fiscal 2013, the Tokyu Toyoko Line station was used by an average of 441,266 passengers daily and the Den-en-toshi Line station was used by an average of 665,645 passengers daily. The daily passenger figures for each operator in previous years are as shown below.

 * Note that JR East figures are for boarding passengers only.
 * Note that the Tokyo Metro figures are for the Ginza Line station only.

Surrounding area

Surrounding the station is the commercial center of Shibuya. The Tokyu Department Store is connected to the east gate of the station and several other department stores are within walking distance.

 * Shibuya Ward Office
 * NHK Broadcasting Center
 * NHK Hall
 * Shibuya Mark City
 * Shibuya 109
 * Shibuya Hikarie
 * Yoyogi Park
 * Miyashita Park

The Shibuya River flows directly under the station, to the east and parallel to the JR tracks. Unlike most other Japanese department stores, the east block of Tokyu Department Store closed in 2013, and due for demolition as a part of the Shibuya Station redevelopment plan, did not have basement retail space due to the river passing directly underneath. An escalator in the east block of the store was constructed over the river stops a few steps above floor level to make space for machinery underneath without the need for further excavation. Rivers are deemed public space under Japanese law, so building over one is normally illegal. It is not clear why this was allowed when the store buildings were first constructed in 1933.

title: Shibuya Station


text:
Association for the Advancement of Creative Musicians

The Association for the Advancement of Creative Musicians (AACM) is a nonprofit organization, founded in 1965 in Chicago by pianist Muhal Richard Abrams, pianist Jodie Christian, drummer Steve McCall, and composer Phil Cohran. The AACM is devoted "to nurturing, performing, and recording serious, original music," according to its charter. It supports and encourages jazz performers, composers and educators. Although founded in the jazz tradition, the group's outreach and influence has, according to Larry Blumenfeld, "touched nearly all corners of modern music."

Background
By the 1960s, jazz music was losing ground to rock music, and the founders of the AACM felt that a proactive group of musicians would add creativity and outlet for new music. The AACM was formed in May 1965 by a group of musicians centered on pianist Muhal Richard Abrams, who had organized the Experimental Band since 1961. The musicians were generally steadfast in their commitment to their music, despite a lack of performance venues and sometimes indifferent audiences. From 1969 the AACM organised a music education program for inner-city youths. In the 1960s and 1970s AACM members were among the most important and innovative in all of jazz, though the AACM's contemporary influence has waned some in recent years. Many AACM members have recorded widely: in the early days on the Delmark Records Avant Garde Jazz series and later on the Black Saint/Soul Note and India Navigation labels, and to a lesser extent on the Arista Records and ECM labels.

The musical endeavors of members of the AACM often include an adventurous mixing of avant-garde jazz, classical, and world music. The AACM also ran a school, The AACM School of Music, with classes in all areas taught by members of the AACM. The AACM also had a strong relationship with an influential sister organization, the Black Artists Group (BAG) of St. Louis, Missouri. The AACM has received aid from the MacArthur Foundation and has a strong relationship with Columbia College. A Power Stronger Than Itself: The AACM and American Experimental Music by George E. Lewis, has been published by the University of Chicago Press (May 2008).

In 2015, a 50-year retrospective exhibition of art, music and group-related artifacts, entitled, "Free at First", was held at the DuSable Museum of African American History.

Music
The AACM has been on the forefront of the avant-garde since its inception in 1965. Anthony Braxton, Henry Threadgill, and the Art Ensemble of Chicago pushed the boundaries of jazz and challenged the avant-garde classical movement led by John Cage. Concerts were heavily improvised, and many AACM members created scores that blended music, geometry, painting, and ciphers to be interpreted by the performers live. The AACM was part of an artistic movement on the South Side of Chicago that included AFRICobra (African Commune of Bad Relevant Artists) and other collectives.

Members
(largely complete through at least 2015)

 * Muhal Richard Abrams
 * Peggy Abrams
 * Soji Adebayo
 * Willel Afi-Fi
 * Ajaramu Joseph Shelton
 * Dee Alexander
 * Martin Alexander
 * Frederick "Fred" Anderson
 * Leon Q. Allen
 * Khari B
 * JoVia Armstrong
 * Harrison Bankhead
 * Renee Baker
 * Thurman Barker
 * Fred Berry
 * Stephen E. "Steve" Berry
 * Felix Blackmon
 * Mwata Bowden
 * Byron Bowie
 * Lester Bowie
 * Joel Brandon
 * Anthony Braxton
 * William "Billy" Brimfield
 * Ari Brown
 * Yosef Ben Israel
 * Jodie Christian
 * Charles Clark
 * Chet
 * Charles Wes Cochran
 * Phil Kelan Cohran
 * Adegoke Steve Colson
 * Iqua Colson
 * Pete Cosey
 * Gordon Emmanuel Cranshaw
 * Jerome Croswell
 * Michael Danzy
 * Edwin Daugherty
 * Rahmlee Michael Davis
 * Ernest Khabeer Dawkins
 * Justin Dillard
 * Eugene "Gene" Dinwiddie
 * Drahseer Khalid
 * Sura Ramses Dupart
 * Eugene Easton
 * Coco Elysses
 * Kahil El'Zabar
 * Douglas R. Ewart
 * Malachi Favors Maghostut
 * Alvin Fielder
 * Benjamin Ford
 * Earl "Chico" Freeman
 * Christopher Gaddy
 * Steven Galloway
 * Sarnie Garrett
 * Aaron Getsug
 * Frank Gordon
 * Aquilla Graves
 * Robert U. Griffin
 * Vandy Harris
 * Walter Henderson
 * Tony Herrera
 * Frederic J. "Fred" Hopkins
 * Edward "Ed" House
 * Billy Howell
 * "Maia" Sonjia Hupert Harper
 * Frederick "Fred" Jackson
 * Isaiah "Ike" Jackson
 * John Shenoy Jackson
 * Shaku Joseph Jarman
 * Leroy Jenkins
 * James Johnson
 * Shaun Johnson
 * Edward "Kidd" Jordan
 * Buford Kirkwood
 * Janis Lane-Ewart
 * Lester Lashley
 * Sandra Lashley
 * George E. Lewis
 * Evod Magek
 * Steven "Steve" McCall, IV
 * Kalapurasha Ahrah Difdah/Maurice McIntyre
 * Wallace Laroy McMillan
 * Nicole "Niki" Mitchell
 * Roscoe Mitchell
 * Famadou Don Moye
 * Ameen Muhammed
 * Amina Claudine Myers
 * Reggie Nicholson
 * Eddie "Gip" Noble, Jr.
 * Seitu "Rah Bird" Nurullah
 * Jeff Parker
 * John Powell
 * Carlos Pride
 * Amen Ra
 * Michael "Mike" Reed
 * Tomeka Reid
 * Matana Roberts
 * Troy Robinson
 * Bata Rutlin
 * Sherry Scott
 * Sar Abshalom Ben Sholamo
 * Rasul Siddik/Sadik
 * Wadada Leo Smith
 * John Stubblefield
 * Hanah Jon Taylor
 * Henry Threadgill
 * Malachi Thompson
 * Umchaka Uba
 * Frank Walton
 * Ann E. Ward
 * Rita Warford
 * Jesus Wayne
 * Edward Wilkerson, Jr.
 * Jose Williams
 * Reggie Willis
 * Jonathan Woods
 * Adam Zanolini
 * Sabu Zawadi
 * Saalik Ahmad Ziyad
 * Taalib-Din Ziyad
 * Umchaka Uba
 * Frank Walton
 * Ann E. Ward
 * Rita Warford
 * Jesus Wayne
 * Edward Wilkerson, Jr.
 * Jose Williams
 * Reggie Willis
 * Jonathan Woods
 * Adam Zanolini
 * Sabu Zawadi
 * Saalik Ahmad Ziyad
 * Taalib-Din Ziyad
 * Taalib-Din Ziyad


text:
Keihin–Tōhoku Line

The Keihin–Tōhoku Line (京浜東北線) is a railway line in Japan which connects the cities of Saitama, Kawaguchi, Tokyo, Kawasaki, and Yokohama. It is part of the East Japan Railway Company (JR East) network. The line's name is derived from the characters for Tokyo (東京), Yokohama (横浜) and the Tōhoku Main Line (東北本線). The line runs parallel with the Tōkaidō Main Line between Yokohama and Tokyo and the Utsunomiya Line (part of the Tōhoku Main Line) except between Ueno and Akabane stations where the two lines are physically separate and thus alternate routes.

Most Keihin–Tōhoku Line trains have a through service onto the Negishi Line between Yokohama and Ōfuna stations. As a result, the entire service between Ōmiya and Ōfuna is typically referred to as the Keihin-Tōhoku–Negishi Line (京浜東北・根岸線) on system maps and in-train station guides. Keihin-Tōhoku Line–Negishi Line trains are recognizable by their light blue stripe (the line's color on maps is also light blue).

Service outline
Trains run every 2–3 minutes at peak hours, every 5-6 minutes during the daytime, and less frequently the rest of the time. In general, these trains are classified as "Local" (各駅停車), stopping at all stations en route. However, all trains in the daytime (10:30-15:30) are classified as "Rapid" (快速). These rapid trains skip some stations in central Tokyo, where the Keihin-Tōhoku Line runs parallel to the Yamanote Line.

Station list

 * Local trains stop at all stations. Rapid trains stop at stations marked "●" and "■". (Stations marked "■" allow cross-platform transfers to the Yamanote Line). Additionally, stations marked "▲" are served by rapid trains on weekends and national holidays only.

Rolling stock
As of January 2010, all Keihin-Tohoku Line services are formed of E233-1000 series 10-car electrical multiple unit (EMU) trains. These were phased in from December 2007, and replaced the previous 209 series 10-car EMUs by 24 January 2010. All Keihin-Tohoku Line rolling stock is based at Urawa Depot. Yokohama Line E233-6000 series 8-car EMUs also operate on through services over the Keihin-Tohoku Line between Higashi-Kanagawa and Ofuna stations.

Keihin–Tohoku Line & Negishi Line services

 * E233-1000 series 10-car EMUs (sky blue stripe) (from December 2007)

Yokohama Line through services

 * E233-6000 series 8-car EMUs (light/dark green stripe) (from February 2014)

Rolling stock used in the past

 * 72 series 8-car EMUs (brown livery) (until October 1970)
 * 101 series 10-car EMUs (sky blue livery) (from December 1970 until March 1978)
 * 103 series 10-car EMUs (sky blue livery) (from October 1965 until March 1998)
 * 205 series 10-car EMU (sky blue stripe) (from October 1989 until February 1996)
 * 205 series 8-car EMUs (light/dark green stripe, on Yokohama Line through services until August 2014)
 * 209-900 series 10-car EMUs (sky blue stripe) (from May 1992 until August 2007)
 * 209-0 series 10-car EMUs (sky blue stripe) (from March 1993 until January 2010)
 * 209-500 series 10-car EMUs (sky blue stripe) (from January 2001 until 2009)

History
The line opened on 20 December 1914 as an electrified passenger line connecting Shinagawa Station in Tokyo with Takashimacho Station in Yokohama. (The latter station was renamed Yokohama Station in August 1915, when the former Yokohama Station was renamed Sakuragicho Station). It was originally called the Tokaido Electric Line (東海道電車線) and was subsequently renamed to the Keihin Line (京浜線). From 30 December 1915, services were extended south to the new Sakuragicho Station.

The Keihin Line service was extended north via the Tohoku Main Line to Akabane Station in February 1928, and to Ōmiya Station in September 1932.

The Keihin Line initially had third-class and second-class cars, analogous to today's ordinary cars and Green Cars respectively. Second-class service ended in 1938 in order to accommodate special military cars during the World War II. The military seating was converted to seating for women and children after the war, and back to ordinary seating in 1973 amid overcrowding concerns: second-class service was briefly restored in the 1950s but abandoned shortly thereafter.

From November 1956, the Keihin-Tohoku Line was physically separated from the Yamanote Line between Tamachi and Tabata, allowing more frequent service. Through service with the Negishi Line began on 19 May 1964. 10-car trains (103 series) began operating from 1 April 1966.

Limited-stop "Rapid" services were introduced in 1988 to further ease congestion along the Yamanote Line corridor. From 14 March 2015, all rapid services began serving Kanda Station. Additionally, rapid services began serving Okachimachi Station on weekends and national holidays only.

On 20 August 2016, station numbering was introduced with stations being assigned station numbers between JK12 and JK47. Numbers increase towards in the northbound direction towards Omiya.

A new station, the Takanawa Gateway Station, opened on 14 March 2020, in time for the 2020 Summer Olympics to be held in Tokyo. The station is located on the Yamanote Line and Keihin-Tohoku Line between Shinagawa and Tamachi stations. The distance between Shinagawa and Tamachi stations was 2.2 km. Takanawa Gateway was constructed on top of the 20-hectare former railyard, which is undergoing rationalization and redevelopment by JR East. The Yamanote Line and the Keihin Tohoku Line tracks were moved slightly to the east to be aligned closer to the Tokaido Shinkansen tracks. The area on the west side of the yard made available will be redeveloped with high-rise office buildings, creating an international business center with connections to the Shinkansen and Haneda Airport.

Accidents
At around 01:11 in the morning of 23 February 2014, an empty stock train operating from Sakuragicho to Kamata hit a track maintenance vehicle on the track close to Kawasaki Station. The first two cars of the 10-car E233 series train derailed, with the first car ending up on its side. The train was carrying no passengers, and the driver and conductor escaped with minor injuries.

title: Keihin–Tōhoku Line