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Bruce Fraser, 1st Baron Fraser of North Cape

Admiral of the Fleet Bruce Austin Fraser, 1st Baron Fraser of North Cape, (5 February 1888 – 12 February 1981) was a senior Royal Navy officer. He served in the First World War, saw action during the Gallipoli Campaign and took part in the internment of the German High Seas Fleet at the end of the war. He also served in the Second World War initially as Third Sea Lord and Controller of the Navy and then as second-in-command and afterwards as commander of the Home Fleet, leading the force that destroyed the GERMAN BATTLESHIP Scharnhorst. He went on to be First Sea Lord and Chief of the Naval Staff in which role he assisted in establishing NATO and agreed to the principle that the Supreme Allied Commander Atlantic should be an American admiral, in the face of fierce British opposition.

Early naval career
Born the son of General Alexander Fraser and Monica Stores Fraser (née Smith), Fraser was educated at Bradfield College. He joined the Royal Navy as a cadet in the training ship HMS Britannia in September 1902 and passed out as a midshipman in the battleship HMS Hannibal (1896) in the Channel Fleet on 15 January 1904. He transferred to the battleship HMS Prince George (1895) in the Channel Fleet in February 1905 and, having been promoted to sub-lieutenant on 15 March 1907, he joined the battleship HMS Triumph (1903) in May 1907. He moved to the destroyer HMS Gypsy in September 1907 and, having been promoted to lieutenant on 15 March 1908, he joined the cruiser HMS Lancaster (1902) in the Mediterranean Fleet.

Fraser transferred to the Home Fleet in August 1910 and remained there serving in HMS Boadicea (1908) until July 1911 when he joined HMS Excellent (shore establishment), the Royal Navy's school of Gunnery at Whale Island in Portsmouth harbour where he commenced the 'long course' to qualify as a specialist Gunnery Officer. He assisted on the Advanced Gunnery Course at the Royal Naval College, Greenwich, in 1912 and then joined the instructing staff at HMS Excellent in 1913.

Fraser served in the First World War, initially in the cruiser HMS Minerva (1895) providing naval gunfire support during the Gallipoli Campaign and then carrying troops to protect Egypt's Western frontier. He returned to HMS Excellent early in 1916 and, having been promoted to lieutenant commander on 15 March 1916, he joined the battleship HMS Resolution (09) as Gunnery Officer at the end of the year. He spent the remainder of the War with the Grand Fleet and took part in the internment of the German High Seas Fleet in November 1918.

After the war and following his promotion to commander on 30 June 1919 and his appointment as an Officer of the Order of the British Empire on 17 July 1919, Fraser volunteered to serve with the White Russian Caspian Flotilla; however on arrival in Azerbaijan as part of the 1920 Royal Navy Mission to Enzeli, he was captured and imprisoned by Bolsheviks in the Black Hole of Baku until released in November 1920. He then returned to HMS Excellent before joining the Naval Ordnance Department at the Admiralty in June 1922. He became Fleet Gunnery Officer for the Mediterranean Fleet in December 1924 and, having been promoted to captain on 30 June 1926, he became Head of the Tactical Division of the Admiralty in January 1927. He was appointed to command the cruiser HMS Effingham (D98) on the East Indies Station in September 1929 and then became Director of the Naval Ordnance Department at the Admiralty in July 1933.

Fraser returned to sea to take command of the aircraft carrier HMS Glorious in May 1936 and then became Chief Staff Officer to the Flag Officer Aircraft Carriers in 1937. He reached Flag rank as a rear admiral on 11 January 1938 and was made chief of staff to the commander-in-chief Mediterranean Fleet in April 1938. He was appointed Companion of the Order of the Bath in the 1939 New Year Honours.

Second World War
In March 1939, shortly before the outset of the Second World War, Fraser was appointed Third Sea Lord and Controller of the Navy. Promoted to vice admiral on 8 May 1940, he was advanced to Knight Commander of the Order of the British Empire in the 1941 Birthday Honours and became second-in-command, Home Fleet and Flag Officer, 2nd Battle Squadron, in June 1942. He was appointed a Grand Officer of the Dutch Order of Orange-Nassau on 19 January 1943.

Fraser was appointed Commander-in-Chief of the Home Fleet in May 1943 and appointed a Knight Commander of the Order of the Bath in the 1943 Birthday Honours. In the role of Commander-in-Chief of the Home Fleet, he commanded the Royal Navy force that destroyed the German battleship Scharnhorst at the Battle of the North Cape on 26 December 1943. Units of the Home Fleet regularly escorted convoys to Murmansk in the Soviet Union: Fraser was convinced that Scharnhorst would attempt an attack on Convoy JW 55B, and put to sea in his flagship HMS Duke of York (17) to reach a position between the convoy and the German battleship's base in North Norway. Scharnhorst had her fighting ability destroyed by repeated hits from Duke of York and her speed reduced by a 14-inch shell hit to a boiler room, which deprived her of the ability to escape. She was then hit by an initial wave of four torpedoes and, after concentrated gunfire and further torpedo attacks, sank at 7.45 pm that night. Thus Fraser avenged the destruction of his old command, HMS Glorious, by Scharnhorst three years earlier. After the action Fraser and his fleet returned to Murmansk for refuelling.

For this action he was advanced to Knight Grand Cross of the Order of the Bath on 5 January 1944, and awarded the Russian Order of Suvorov, First Degree on 25 February.

Promoted to full admiral on 7 February 1944, Fraser took command of the Eastern Fleet in August 1944 and then of the British Pacific Fleet in December 1944. He commanded from ashore at his Headquarters in Sydney in Australia and built a strong relationship with the United States Navy, adopting their system of signal communications. Fraser was the British signatory to the Japanese Instrument of Surrender at Tokyo Bay on 2 September 1945.

Later career
On 27 April 1946 Fraser was appointed First and Principal Naval Aide-de-Camp to the King and, in September, he was raised to the peerage as Baron Fraser of North Cape, of Molesey in the County of Surrey. He became Commander-in-Chief, Portsmouth in September 1947 and First Sea Lord and Chief of the Naval Staff in September 1948, and was promoted to the rank of Admiral of the Fleet on 22 October. As First Sea Lord he assisted in establishing NATO and agreed to the principle that the Supreme Allied Commander Atlantic (SACLANT) should be an American admiral, in the face of fierce British opposition. He retired in December 1951 and died, unmarried, in London on 12 February 1981, one week after his birthday at the age of 93, upon which the barony became extinct.


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Redechius

Rederchius was a legendary king of the Britons according to Geoffrey of Monmouth's History of the Kings of Britain (1136). He was also known as   Rhydderch and came to power in 143BC.

He was preceded by Redon and succeeded by Samuil Penissel.

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

title: Redechius


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Cohocton River

The Cohocton River, sometimes referred to as the Conhocton River, is a 58.5 mi tributary of the Chemung River in western New York in the United States. Via the Chemung River, it is part of the Susquehanna River watershed, flowing to Chesapeake Bay. The name "Cohocton" is derived from an Iroquois term, Ga-ha-to, meaning "log floating in the water" or "trees in the water".

New York State Route 17 follows the valley of the river along much of its route through Steuben County. The river is a popular destination for fly fishing.

History
In the 1820s the New York State Legislature commissioned a study for the building of a canal that would link the Cohocton at Bath to Keuka Lake (Crooked Lake) and Seneca Lake. The Crooked Lake Canal connecting the two lakes was built, but the link to the Cohocton was never completed.

Course and watershed
The Cohocton River rises in southeastern Livingston County, approximately 15 mi northeast of Dansville in Tabor Corners. It flows generally southeast through rural Steuben County, in a winding course through a valley of the Allegheny Plateau, past Cohocton, Avoca and Bath. At Painted Post, just west of Corning, it is joined by the Tioga River from the southwest to form the Chemung, a tributary of the Susquehanna River.

The 474.3 sqmi watershed of the Cohocton River is largely undeveloped, with 61.9 percent being forested, 35.8 percent in agriculture, and only 1.5 percent urban.

title: Cohocton River


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Gehn

The Gehn is a small ridge of hills between Bramsche and Ueffeln in Germany's Central Uplands, that are an extension of the Wiehen Hills (Wiehengebirge). The ridge runs from northwest to southeast and is about 5 km long and an average of 2 km wide. The highest point is the Kettelberg which is high. The Gehn forms a link between the Wiehen Hills and the Ankum Heights (Ankumer Höhe). It is largely forested and is not - like the Ankum Heights- part of a series of ice age terminal moraines from the latest event of the Saalian glaciation, the so-called Drenthe I stage, but is a ridge of Jurassic rock that was pushed up during the folding towards the end of the Cretaceous period.

Like the Wiehen Hills and the Ankum Heights, the Gehn belongs to the North Teutoburg Forest-Wiehen Hills Nature Park (Naturpark Nördlicher Teutoburger Wald-Wiehengebirge).

Elevations
Amongst the main elevations on the Gehn are the:
 * Kettelsberg
 * Gehnberg (108.1 m)
 * Heseper Berg (107.9 m)
 * Frettberg (105.9 m)

title: Gehn


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Eldol

Eldol (Eidol mab Arthmael) is a legendary king of Britain in Geoffrey of Monmouth's c. 1136 work Historia Regum Britanniae ("The History of the Kings of Britain"). He came to power in 155BC. He was succeeded by Redion.

A 6th century hero called Eidol is mentioned in The Gododdin but is unlikely to be the source for Geoffrey's Eldol. He should also not be confused with Eldol, Consul of Gloucester, who lives generations later in Geoffrey's work.

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Shivneri Fort

Shivneri Fort (known as Killa) (Marathi pronunciation: [ʃiʋneɾiː]) is an ancient military fortification located near Junnar in Pune district in Maharashtra, India. It is the birthplace of Chatrapati Shivaji Maharaj, the founder of Maratha Empire.

History
Shivneri got its name as it was under the possession of the Yadavas of Devagiri. This fort was mainly used to guard the old trading route from Desh to the port city of Kalyan. The place passed on to the Bahmani Sultanate after the weakening of Delhi Sultanate during the 15th century and it then passed on to the Ahmadnagar Sultanate in the 16th century. In 1595, a Maratha chief named Maloji Bhosale, the grandfather of Shivaji Maharaj Bhosale, was enobled by the Ahmadnagar Sultan, Bahadur Nizam Shah and he gave him Shivneri and Chakan. Shivaji Maharaj was born at the fort on 19 February 1630 (some accounts place it 1627), and spent his childhood there. Inside the fort is a small temple dedicated to goddess Shivai Devi, after whom Shivaji was named. The English traveller Fraze visited the fort in 1673 and found it invincible. According to his accounts, the fort was well-stocked to feed thousand families for seven years. The fort came under the control of the British rule in 1819 after the Third Anglo-Maratha War.

In 2021, it was added to the tentative list of the UNESCO World Heritage Committee as part of "Serial Nomination of Maratha Military Architecture in Maharashtra".

Architecture
Shivneri Fort is a hill fort having a triangular shape and has its entrance from the South-west side of the hill. Apart from the main gate there is an entrance to the fort from side called locally as the chain gate, where in one has to hold chains to climb up to the fort gate. The fort extends up to 1 mile with seven spiral well-defended gates. There are mud walls all around the fort. Inside the fort, the major buildings are the prayer hall, a tomb and a mosque. There is an overhanging where executions took place. There are many gates structures protecting this fort. Mana Daravaja is one of the many gates of the fort. Its also called the origin of Tune.

At the centre of the fort is a water pond which is called 'Badami Talav', and to the south of this pond are statues of Jijabai and a young Shiva. In the fort there are two water springs, called Ganga and Yamuna, which have water throughout the year. Two kilometers away from this fort there are the Buddhist rock-cut caves, called Lenyadri caves, which is also one of Ashtavinayak temple in Maharashtra. It has been declared as a protected monument.

Access
The nearest town Junnar is a taluka place and is well connected by road. Junnar is about 90 km from Pune. The fort is at about 2–3 km from the junnar town. It is easy to reach the fort top via main entrance; however, the trekkers with proper climbing equipment can try the chain route which is located on the western scarp of the fort. From the top of the fort, Narayangad, Hadsar, Chavand and Nimgiri forts can easily be seen.

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Millau

Millau (Milhau ) is a commune in Occitania, France. Located at the confluence of the Tarn and Dourbie rivers, the town is a subprefecture of the Aveyron department.

Millau is known for its Viaduct, glove industry and several nearby natural landmarks such as the Gorges du Tarn. The surrounding Causses are renowned for their pastoral traditions and cheese production, including Roquefort. In this regard, the region has been part of the Causses and Cévennes World Heritage Site since 2011.

History
The town dates back nearly 3000 years when it was situated on the Granède hills which dominate the town. In the second or first century B.C, it would move to the alluvial plain on the left bank of the Tarn. The plain gave the town its Gallic name of Condatomagus (Contado meaning confluence and magus for the market). The site of Condatomagus was identified in the 19th century by Dieudonné Rey; it was close to the major earthenware centre in the Roman Empire, La Graufesenque. This is where luxury ceramics such as red terra sigillata were made. Despite major new developments in the late twentieth and early twenty-first centuries, the centre of the old Roman and medieval town on the opposite (left) bank of the Tarn remains poorly excavated, and the newly renovated Maison du Peuple, almost on the site of the old Roman forum, saw no archaeological dig prior to the excavation of the new, very deep, foundations. The local museum sits almost adjacent to this site.

By the second century A.D. trade had collapsed from competition, and subsequent barbarian invasions during the fourth and fifth centuries saw the town relocate to the opposite bank, changing its name to Amiliavum, then to Milhau en Rouergat (in the Millhau language), then to the French Millhau.

By the ninth century the town had grown. It a seat of viguerie, a mediaeval administrative court, and a centre for the production of lambskin gloves. Ramparts surrounded the town. The tenth and eleventh centuries saw the creation of the Viscount of Millau and subsequently passed to the Counts of Provence, the Counts of Barcelona and eventually, in 1112, to the father of the future King of Aragon, Béranger III following his marriage to the daughter of the Viscount of Millau. In 1187, the King of Aragon grants him the seal and communal freedom of Provence by Consular Charter. A consulate was thus created, and was responsible for administering the city to raise taxes and to apply justice. In 1271, Millau passed to the crown of the kings of France.

In 1361, during the Hundred Years War, the city came under English rule. The return to peace in the fifteenth century gave the city an economic boost. Louis XI connected Millau to the crown in 1476 by letters patent. At this time, the town was part of the former province of Rouergue where local people spoke Rouergat, a dialect of the Occitan language.

In the Middle Ages the town had one of the main mediaeval bridges across the Tarn river. It had 17 arches, but after one poorly-maintained arch collapsed in the 18th century, the bridge was mostly demolished. Only one arch remains, with a mill that is now an art gallery, as testament to this significant trading route from north to south across pre-Renaissance France.

The 19th century saw the development of the glove industry. Major urban development works were carried out during the Second Empire at the instigation of banker Achille Villa, mayor from 1855 to 1865. In the first half of the 20th century, more than half of the town's inhabitants made their living from the leather industry. Millau was affected rather late by the Great Depression. In 1934, the Villa bank went bankrupt. The town was then paralysed by a six-month general strike in the winter of 1934-1935, following a 25-30% cut in workers' wages. But the glove industry remained resilient, before starting its decline in the 1960s.

The town gained national notoriety in the 1970s as part of the Larzac struggle. In 1999, local anti-globalisation activists destroyed the building site of a McDonald's restaurant. They were protesting against the US overtax on the import of Roquefort, in retaliation for the European Union refusing the import of US hormone-treated meat. It was also an opportunity to condemn fast food, Americanization, and the spread of GMO. The McDonald's was quickly completed and José Bové, one of the leaders of the dismantling operation, was sentenced to a short prison term.

The Millau Viaduct opened in 2004, eliminating traffic jams from the town centre.

Heraldry
The traditional arms of the city of Millau are "Gold with four pallets gules, a chief azure three gold fleurs-de-lis."

This has been the arms of the Crown of Aragon since 1187, but since 1271 surmounted with the leader of France (Azure three fleurs de lys) indicating that this is a bonne ville (good town), i.e. a commune reporting directly to the king. The city itself was administered through elected consuls – like Toulouse and its sheriffs – while the king was the sole and direct lord. Few cities in France enjoyed such an autonomous regime.

Geography
The territory of this town lies across a southern portion of the Massif Central. It covers a large area of some 16,823 ha, which makes it the 25th largest metropolitan town in France. The municipality lies at the heart of the Grands Causses, a part of the Causse Rouge (east of the plateau Lévézou), and part of Larzac as well as part of the Black Causse. The city county seat is located in the lower part of the town, in a large depression at the confluence of the Tarn and Dourbie, at an altitude of about 340 m.

The territory surrounding the town of Millau is characterized by livestock production and the maintaining of natural grasslands, fields and temporary pastures. A multitude of gorges, ravines and defiles give the landscape its character. These predominantly agricultural rural areas like the rest of this fragile region, are protected by the Regional Natural Park of Grands Causses.

The area's flora consists of over 2000 species. There is a triple-leaved asparagus, Montpellier aphyllanthe, honeysuckle from the Etruria region of Italy. During the summer, the highest land of the municipality does not retain rain water and becomes arid. Some game in the area is protected and regulated by the hunting missions which gather quails, Hobby falcon, hawks, lizards, deer, wild boars, deer and mountain sheep.

The expansion of the bed of the river Tarn in the city and the creation of a raw discharge linked to its expansion has slowed and lowered the level of the river that now sees the proliferation of aquatic buttercup which is reveling in the stagnant water. This has also led to a decline in wild populations of brown trout in this sector. Also waterproofing concrete and paving large areas has increased significantly water from rain discharged directly to the river inducing a phenomenon called "flush" that is quite destructive to aquatic fauna and the banks.

Climate
There are three distinct climatic effects felt in the region. In spring and autumn, the westerly winds and southwest produce an oceanic climate. In summer, winds from the southeast predominate and the weather is more Mediterranean, but these winds can also disrupt the normal course of the season at any time of the year. In winter, northern winds submit this country to the rigors of continental climate.

Administration
Millau is a sub-prefecture of the Aveyron department in Occitania.

The 'Community of Communes of Millau Grands Causses' was created on 22 June 1989. It was a federation of 5 municipalities, namely Aguessac, Compeyre, Creissels, Millau and Paulhe. Nowadays, the community consists of 15 communes with the addition of Comprégnac, Saint-Georges-de-Luzençon, La Roque-Sainte-Marguerite, Saint-André-de-Vézines, Mostuéjouls, Peyreleau, Rivière-sur-Tarn and Veyreau.

Tourism
The town is now a tourist destination with one of the largest campsites in the Massif Central, benefiting from the attractive surrounding landscapes and its architecturally-acclaimed Viaduct. It is also a major centre for outdoor sports, especially paragliding. Millau hosts a variety of competitions every year.

Sporting events

 * 100 kilometers of Millau (Running)
 * Terre des Cardabelles Rally
 * Templars Festival (Trail)
 * Natural Games Festival (Outdoor Sports and Music)
 * Viaduct Half-Marathon

Historical buildings
There are 11 listed historical monuments in Millau :
 * The archaeological site of La Graufesenque, i.e. the remains of a major Gallo-Roman center for ceramics production.
 * Notre-Dame de l'Espinasse, built in the twelfth century. This church takes its name from a relic of the crown of thorns once kept in his treasure. Destroyed in the sixteenth century, it was rebuilt a century later. Its bell tower is Toulouse style.
 * The Belfry of Millau, which is composed of two parts corresponding to two different eras. The square tower was built in the twelfth century on the site of the original castle of the Counts of Millau. It assured the safety of the fortifications in the southwest corner. At the beginning of the 17th century, the consuls of Millau built an octagonal tower above it. The square tower was used as a prison from the 17th to the 19th century. The building was burned by lightning on 29 July 1811 and then rebuilt.
 * The washhouse of the Ayrolle. The roof dates from the 18th century.
 * The Old Mill and Old Bridge on the River Tarn.
 * Sambucy de Sorgues Hôtel, also called Sambucy castle, and its gardens. It was built between 1672 and 1674 by Jacques Duchesne, Advisor to the King, local Master of Waters and Forests. After his marriage, the Hôtel became the property of Marc Antoine de Sambucy, capitoul of Toulouse.
 * Sambucy de Miers Hôtel, acquired in the 17th century by the Sambucy family.
 * Les Halles, a market hall built during the Belle Époque.
 * La Rue Droite, the central Roman road.
 * Pégayrolles Hôtel built in 1738, which now hosts the town's Museum. This Museum houses rich collections of pottery, tannery and gloves.
 * The neo-Byzantine Sacré-Coeur church dating from the 19th century.

Education
The schools of Millau fall under the authority of the academic administration in Toulouse. Vocational education can be found at the 2iSA (South Aveyron Computer Institute). Higher education courses are offered by the Institute of Nursing Training (IFSI), Jean Vigo High School (BTS), and the Conservatoire National des Arts et Métiers (CNAM).

Transport
The Millau Viaduct, tallest cable-stayed road bridge in the world, which carries the A75 autoroute across the Tarn valley, relieved the town of much of its traffic, particularly during the summer months.

The municipality operates the airfield of Millau-Larzac.

Economy
The town is the seat of the Chamber of Commerce and Industry in South Aveyron.

Having been recognized for over a century as the "capital of leather and glove", Millau is renowned for its tannery and sheepskin gloves. Although industrial fabric has all but disappeared, a few workshops continue to manufacture gloves for major French fashion and luxury brands. Millau gained the title of "City and Art Professions" in 2000.

Farming production, including Roquefort cheese made from raw sheep's milk, is essential to the economic activity of the region. Since 1993, a serie of four major night markets organized by farmer-producers take place from July to August in the city center. In November, the autumn fair of farm products is organized by the same association of farmers and runs for two days.

International relations
Millau is twinned with:
 * 🇸🇳 Louga, Senegal (1962)
 * 🇩🇪 Bad Salzuflen, Germany (1975)
 * 🇬🇧 Bridlington, UK (1992)
 * 🇪🇸 Sagunto, Spain (2006)
 * 🇧🇦 Mostar, Bosnia and Herzegovina (2006)
 * Mealhada, Portugal (2010)

Notable people

 * Justin Benoît (1813 – 1893), physician and anatomist.
 * Emma Calvé (1858 – 1942), operatic dramatic soprano.
 * José Bové (born 1953), farmer, politician and syndicalist, member of the alter-globalization movement.

In fiction
Part of Ian McEwan's award-winning novel Atonement (2001) centers on Briony Tallis, a nurse in a London hospital in June 1940, to which wounded British and French soldiers evacuated from Dunkirk were brought. In a poignant passage, she is comforting Luc Cornet, a young soldier from Millau who is dying of severe head wounds. In his delirium he talks of the town, of his family and his father's boulangerie where he worked, and mistakes Tallis for his own fiancée.

After he dies, Tallis for a moment imagines the life she might have had if Luc had survived and if she had married him and come to live with him in Millau: "She imagined the unavailable future – the boulangerie in a narrow shady street swarming with skinny cats, piano music from an upstairs window, her giggling sisters-in-law teasing her about her accent, and Luc Cornet loving her in his eager way. She wanted to cry for him, and for his family in Millau who would be waiting to hear news from him. But she couldn't feel a thing. She was empty.'"

The Millau countryside also played an important part in the French film Total Western, by Eric Rochant.

title: Millau


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Sela Ward

Sela Ann Ward (born July 11, 1956) is an American actress. Her breakthrough TV role was as Teddy Reed in the NBC drama series Sisters (1991–1996), for which she received her first Primetime Emmy Award for Outstanding Lead Actress in a Drama Series in 1994. She received her second Primetime Emmy Award and Golden Globe Award for Best Actress – Television Series Drama for the leading role of Lily Manning in the ABC drama series Once and Again (1999–2002). Ward later had the recurring role of Stacy Warner in the Fox medical drama House, also starred as Jo Danville in the CBS police procedural CSI: NY (2010–2013) and starred as Dana Mosier in the CBS police procedural series FBI (2018–2019).

She also played supporting roles in films, including The Man Who Loved Women (1983), Rustlers' Rhapsody (1985), Nothing in Common (1986), Hello Again (1987), The Fugitive (1993), My Fellow Americans (1996), The Badge (2002), The Day After Tomorrow (2004), The Guardian (2006), The Stepfather (2009), Gone Girl (2014), and Independence Day: Resurgence (2016).

Early life
Ward was born in Meridian, Mississippi, to Annie Kate (née Boswell), a housewife, and Granberry Holland "G.H." Ward, Jr., an electrical engineer. Her father is a native of Meridian while her mother was born in Choctaw County, Alabama, before moving to Meridian as a child. Ward is the eldest of four children with a sister, Jenna, and two brothers, Joseph Brock and Granberry Holland Ward III. She graduated from Lamar School in Meridian.

Ward attended the University of Alabama, where she was Homecoming Queen, a Crimson Tide cheerleader, and joined Chi Omega sorority. She double-majored in fine art and advertising. She graduated in 1977.

Career
While working in New York City as a storyboard artist for multimedia presentations, Ward began modeling to supplement her income. She was recruited by the Wilhelmina agency and was soon featured in television commercials promoting Maybelline cosmetics.

Ward eventually moved to California to pursue acting and landed her first film role in the 1983 Burt Reynolds vehicle The Man Who Loved Women. Her first regular role in a television drama series, as a socialite on Dennis Weaver's short-lived CBS series, Emerald Point N.A.S., followed in the same year. Ward continued to land guest roles in both television and films throughout the 1980s, most notably opposite Tom Hanks in 1986's Nothing in Common. In 1991 she was cast as the bohemian alcoholic Teddy Reed on Sisters, for which she received her first Emmy for Outstanding Lead Actress in a Drama Series in 1994. She portrayed Helen Kimble, the wife of Dr. Richard Kimble (Harrison Ford), in The Fugitive, one of the top films of 1993.

Ward won a CableACE Award for her portrayal of the late television journalist Jessica Savitch in the 1995 TV film Almost Golden: The Jessica Savitch Story. Almost Golden remains Lifetime's most watched TV film to date.

In 1995, Ward was passed over for a Bond girl role for the 1995 movie GoldenEye, learning that even though then-Bond Pierce Brosnan was 42, the casting director said "What we really want is Sela, but Sela ten years ago". In response, she developed and produced a documentary, The Changing Face of Beauty, about American obsession with youth and its effect on women. Later on, Ward would voice the part of former model turned villain Page Monroe in an episode ("Mean Seasons") of The New Batman/Superman Adventures, which focused primarily on the media's obsession with youth.

Ward succeeded Candice Bergen as commercial spokesperson for Sprint's long distance telephone service from 1999 until 2002. She also appeared on Frasier as supermodel/zoologist Kelly Easterbrook in the fifth season opener ("Frasier's Imaginary Friend"). When she read for the role of Lily Brooks Manning on the series Once and Again, its creators (Edward Zwick and Marshall Herskovitz of thirtysomething fame) initially deemed Ward "too beautiful" for the average single mother to identify with. Ward received her second lead actress Emmy and a Golden Globe Award.

In 2004, she played the role of a private investigator in the television film Suburban Madness. The same year, she also appeared in the film The Day After Tomorrow with Dennis Quaid and Jake Gyllenhaal. In 2005, she began a recurring role in the Fox dramatic series House as Stacy Warner, the hospital's attorney and formidable ex-partner of the protagonist Dr. Gregory House (played by Hugh Laurie). In 2006, Ward's character was written off the show. However, she made her last guest appearance in the series finale (which aired on May 21, 2012).

Ward was originally offered both the role of Megan Donner on CSI: Miami and Susan Mayer on Desperate Housewives, but turned both down. Ward was reluctant to commit to another lead role in an hour-long series because of the time away from her family it would require.

Although she was on a brief hiatus from television, she continued to appear in feature films. She starred opposite Kevin Costner in The Guardian in 2006 and starred in the thriller The Stepfather in 2009. In July 2010, Ward signed on to star in the police drama CSI: NY, at the seventh season's start. Ward remained on the show until the ninth and final season's end in February 2013.

Ward appeared as newswoman Sharon Schieber in Gone Girl (2014), and co-starred in Independence Day: Resurgence, released June 2016, in which she played the President of the United States, President Lanford. She also played the leading role alongside Nick Nolte in the political comedy series Graves. She was in a leading role alongside Missy Peregrym, Zeeko Zaki and Jeremy Sisto in the crime series FBI.

Personal life
On May 23, 1992, Ward married entrepreneur Howard Elliott Sherman. They have two children: Austin and Anabella.

After meeting two foster children during a holiday trip home to Mississippi in 1997, Ward decided to meet a broader need for abused and neglected children by initiating and partially funding the creation of a permanent group home and emergency shelter, as well as transition houses. Hope Village for Children opened in Ward's hometown of Meridian in January 2002, housed on a 30 acre property once used as a Masonic-owned and operated orphanage, and is intended to serve as a pilot for a nationwide network of similar shelters. Hope Village had a capacity of 44 residents and served an average of 300 children per year.

In 2002, Ward published her autobiography, Homesick: A Memoir, through HarperCollins' ReganBooks imprint. In 2014, Ward was a part of her first group art exhibition at KM Fine Arts.

Legacy
A roughly 0.9 mile stretch of 22nd Avenue in Meridian (from 6th Street southeast to the Interstate 20 highway interchange) has been named the "Sela Ward Parkway" in her honor.

title: Sela Ward


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Talk:Dissolve

Deletion debate
For a March 2005 deletion debate over this page see Votes for deletion/Dissolve

Govt. bodies
What about dissolving governmental bodies? What's that? -Jeshii 04:21, May 26, 2004 (UTC)

Merge
I think this should be merged with Dissolution. PeepP 16:58, July 15, 2005 (UTC)

Or the other way around. PeepP 17:19, July 15, 2005 (UTC)

title: Talk:Dissolve


text:
Demodicosis

Demodicosis, also called Demodex folliculitis in humans and demodectic mange or red mange in animals, is caused by a sensitivity to and overpopulation of Demodex spp. as the host's immune system is unable to keep the mites under control.

Demodex is a genus of mite in the family Demodecidae. The mites are specific to their hosts, and each mammal species is host to one or two unique species of Demodex mites. Therefore, demodicosis cannot be transferred across species and has no zoonotic potential.

Humans

Demodicosis in humans is usually caused by Demodex folliculorum and may have a rosacea-like appearance. Common symptoms include hair loss, itching, and inflammation. An association with pityriasis folliculorum has also been described.

Demodicosis is most often seen in folliculitis (inflammation of the hair follicles of the skin). Depending on the location, it may result in small pustules (pimples) at the base of a hair shaft on inflamed, congested skin. Demodicosis may also cause itching, swelling, and erythema of the eyelid margins. Scales at the base of the eyelashes may develop. Typically, patients complain of eyestrain.

Dogs
Minor cases of demodectic mange usually do not cause much itching but might cause pustules, redness, scaling, leathery skin, hair loss, skin that is warm to the touch, or any combination of these. It most commonly appears first on the face, around the eyes, or at the corners of the mouth, and on the forelimbs and paws. It may be misdiagnosed as a "hot spot" or other skin ailment.

In the more severe form, hair loss can occur in patches all over the body and might be accompanied by crusting, pain, enlarged lymph nodes, and deep skin infections.

Typically, animals become infected through nursing from their mother. The transmission of these mites from mother to pup is normal (which is why the mites are normal inhabitants of the dog's skin), but some individuals are sensitive to the mites due to a cellular immune deficiency, underlying disease, stress, or malnutrition, which can lead to the development of clinical demodectic mange.

Some breeds appear to have an increased risk of mild cases as young dogs, including the Afghan Hound, American Staffordshire Terrier, Boston Terrier, Boxer, Chihuahua, Chow Chow, Shar-Pei, Collie, Dalmatian, Doberman Pinscher, Bulldog, French Bulldog, English Bull Terrier, Miniature Bull Terrier, German Shepherd, Great Dane, Old English Sheepdog, American Pit Bull Terrier, West Highland White Terrier, Rat Terrier, Yorkshire Terrier, Dachshund, and Pug.

Cats
There are two types of demodectic mange in cats. Demodex cati causes follicular mange, similar to that seen in dogs, though it is much less common. Demodex gatoi is a more superficial form of mange, causes an itchy skin condition, and is contagious amongst cats.

Other
Demodectic mange also occurs in other domestic and wild animals, including captive pandas.

Dogs
For demodectic mange, properly performed deep skin scrapings generally allow the veterinarian to identify the microscopic mites. The demodex mite is rarely found on clinically normal dogs, meaning that the presence of any number of mites in a sample is very likely to be significant. Acetate tape impression of the skin is another method to identify mites. In breeds such as the West Highland White Terrier, relatively minor skin irritation which would otherwise be considered allergy should be carefully scraped because of the predilection of these dogs to demodectic mange. Skin scrapings may be used to follow the progress of treatment in demodectic mange.

Alternatively, plasma levels of zinc and copper have been seen to be decreased in dogs with demodicosis. This may be due to inflammation involved in the immune response of demodicosis which can lead to oxidative stress, resulting in dogs with demodicosis to exhibit higher levels of antioxidant productivity. The catalases involved in the antioxidant pathway require the trace minerals zinc and copper. Dogs with demodicosis show a decrease in plasma copper and zinc levels due to the increased demand for antioxidant activity. Therefore, this may be considered as a potential marker for demodicosis.

Dogs
Localized demodectic mange is considered a common puppyhood ailment, with roughly 90% of cases resolving on their own with no treatment. Minor, localized cases should be left to resolve on their own to prevent masking of the more severe generalized form. If treatment is deemed necessary, Goodwinol, a rotenone-based insecticide ointment, is often prescribed, but it can be irritating to the skin. Demodectic mange with secondary infection is treated with antibiotics and medicated shampoos.

For more severe generalized cases, Amitraz is a parasiticidal dip that is licensed for use in many countries (the only FDA approved treatment in the USA) for treating canine demodicosis. It is applied weekly or biweekly for several weeks, until no mites can be detected by skin scrapings. Demodectic mange in dogs can also be managed with avermectins, although there are few countries which license these drugs, which are given by mouth daily, for this use. Ivermectin is used most frequently; collie-like herding breeds often do not tolerate this drug due to a defect in the blood–brain barrier, though not all of them have this defect. Other avermectin drugs that can be used include doramectin and milbemycin.

Recent results suggest that the isoxazolines afoxolaner and fluralaner, given orally, are effective in treating dogs with generalized demodicosis. Because of the possibility of the immune deficiency being an inherited trait, many veterinarians believe that all puppies with generalized demodex should be spayed or neutered and not reproduce. Females with generalized demodex should be spayed because the stress of the estrus cycle will often bring on a fresh wave of clinical signs.

Cats
Cats with Demodex gatoi must be treated with weekly or bi-weekly sulfurated lime rinses. Demodex cati are treated similarly to canine demodicosis. With veterinary guidance, localized demodectic mange can also be treated with a topical keratolytic and antibacterial agent, followed by a lime sulfur dip or a local application of Rotenone. Ivermectin may also be used. Generalized demodectic mange in cats is more difficult to treat. There are shampoos available that can help to clear dead skin, kill mites and treat bacterial infections. Treatment is in most cases prolonged with multiple applications.

title: Demodicosis


text:
Tacoma Community College

Tacoma Community College (TCC) is a public community college in Tacoma, Washington with operations in Tacoma and Gig Harbor. It serves the city of Tacoma and the Pierce County portion of the Kitsap Peninsula.

History
TCC's creation was authorized by voters in 1962, and it opened in fall 1965. On 7 December 1966 the Pearl A. Wanamaker Library at Tacoma Community College was named and Pearl Anderson Wanamaker was an honoured guest.

As of 2009, nearly 1/2 million students have attended TCC since its opening. TCC is accredited by the Northwest Commission on Colleges and Universities (NWCCU) and is currently in the process of continued accreditation with NWCCU's current cycle of standards. TCC's average student age is 28 years old with over 15,000 students enrolling each year. TCC offers 46 state-approved vocational and technical programs with the average placement rate of 86% for students in their chosen field as of 2009/2010 data.

TCC offers 43 associate degree programs, 3 bachelor's degree programs, and 33 professional and technical certificates.

The bachelor's degree programs include Health Information management, Community Heath and Applied Management. There was seven graduates of these programs in the Class of 2019.

title: Tacoma Community College


text:
Sopwith Snipe

The Sopwith 7F.1 Snipe was a British single-seat biplane fighter of the Royal Air Force (RAF). It was designed and built by the Sopwith Aviation Company during the First World War, and came into squadron service a few weeks before the end of the conflict, in late 1918.

The Snipe was not a fast aircraft by the standards of its time, but its excellent climb and manoeuvrability made it a good match for contemporary German fighters.

It was selected as the standard postwar single-seat RAF fighter and the last examples were not retired until 1926.

Design and development
In April 1917, Herbert Smith, the chief designer of the Sopwith Company, began to design a fighter intended to be the replacement for Sopwith's most famous aeroplane, the Sopwith Camel. The design, called Snipe by Sopwith, was in its initial form a single-bay biplane, slightly smaller than the Camel and intended to be powered by similar engines. The pilot sat higher than in the Camel while the centre-section of the upper wing was uncovered, giving a better view from the cockpit. Armament was to be two Vickers machine guns. In the absence of an official order, Sopwith began construction of two prototypes as a private venture in September 1917. This took advantage of a licence that had been granted to allow construction of four Sopwith Rhino bomber prototypes, only two of which were built. The first prototype Snipe, powered by a Bentley AR.1 rotary engine was completed in October 1917.

The second prototype was completed with the new, more powerful Bentley BR.2, engine, which gave 230 hp in November 1917. This promised better performance and prompted an official contract for six prototypes to be placed, including the two aircraft built as private ventures. The third prototype to fly, serial number B9965, had modified wings, with a wider centre-section and a smaller cut-out for the pilot, while the fuselage had a fully circular section, rather than the slab-sided one of the first two aircraft and the tail was smaller. It was officially tested in December 1917, reaching a speed of 119 mph and was then rebuilt with longer-span [30 ft] two-bay wings (compared with the 25 ft single bay wings). This allowed the Snipe to compete for Air Board Specification A.1(a) for a high-altitude single-seat fighter. This specification required a speed of at least 135 mph at 15000 ft and a ceiling of at least 25000 ft while carrying an armament of two fixed and one swivelling machine gun. An oxygen supply and heated clothing were to be provided for the pilot to aid operation at high altitude. The Snipe was tested against three other fighter prototypes, all powered by the Bentley BR.2 engine: the Austin Osprey triplane, the Boulton & Paul Bobolink and the Nieuport B.N.1. While there was little difference in performance between the aircraft, the Sopwith was selected for production, with orders for 1,700 Snipes placed in March 1918.

The Snipe's structure was heavier but much stronger than earlier Sopwith fighters. Although not a fast aircraft for 1918, it was very manoeuvrable and much easier to handle than the Camel, with a superior view from the cockpit - especially forwards and upwards. The Snipe also had a superior rate of climb and much better high-altitude performance compared with its predecessor, allowing it to fight Germany's newer fighters on more equal terms. Further modifications were made to the Snipe during the war and postwar. The Snipe was built around the Bentley BR2 engine - the last rotary to be used by the RAF. It had a maximum speed of 121 mph at 10,000 ft compared with the Camel's 115 mph at the same altitude and an endurance of three hours. Its fixed armament consisted of two 0.303 in (7.7 mm) Vickers machine guns on the cowling and it was also able to carry up to four 25 lb bombs for ground attack work, identical to the Camel's armament. The design allowed for a Lewis gun to be mounted on the centre section in a similar manner to those carried by the Dolphin - in the event this was not fitted to production aircraft.

Production began in 1918, with more than 4,500 being ordered. Production ended in 1919, with just under 500 being built, the rest being cancelled due to the end of the war. There was only one variant, the Snipe I, with production by several companies including Sopwith, Boulton & Paul Ltd, Coventry Ordnance Works, D. Napier & Son, Nieuport and Ruston, Proctor and Company. Two aircraft were re-engined with a 320 hp ABC Dragonfly radial engine and these entered production as the Sopwith Dragon. An armoured version entered production as the Sopwith Salamander.

First World War
In March 1918, an example was evaluated by No.1 Aeroplane Supply Depot (No.1 ASD) at St-Omer in France. Lieutenant L. N. Hollinghurst (later an ace in Sopwith Dolphins, and an air chief marshal) flew to 24,000 ft in 45 minutes. He stated that the aircraft was tail heavy and had "a very poor rudder", but that otherwise manoeuvrability was good.

The first squadron to equip with the new fighter was No. 43 Squadron, based at Fienvillers in France, which replaced its Camels with 15 Snipes on 30 August 1918. After spending much of September training, it flew its first operational patrols equipped with the Snipe on 24 September. The Snipe also saw service with No. 4 Squadron Australian Flying Corps (AFC) from October 1918. While 43 Squadron's Snipes saw relatively little combat, the Australians had more success, claiming five victories on 26 October and six on 28 October, while on 29 October, 4 Squadron claimed eight Fokker D.VIIs destroyed and two more driven down out of control for the loss of one of 15 Snipes. No. 208 Squadron RAF converted from Camels in November, too late for the Snipes to see action.

One of the most famous incidents in which the Snipe was involved occurred on 27 October 1918 when Canadian Major William Barker attached to No. 201 Squadron RAF flew over the Forêt de Mormal in France. Barker's Snipe (No. E8102) had been brought with him for personal evaluation purposes in connection with his UK-based training duties and was therefore operationally a "one-off". The engagement with enemy aircraft occurred at the end of a two-week posting to renew his combat experience as Barker was returning to the UK. While on his last operation over the battlefields of France, he attacked a two-seater German aircraft and swiftly shot it down. However, he was soon attacked by a formation of at least 15 Fokker D.VIIs, an aircraft widely considered to be the best operational German fighter of the First World War. The ensuing melee was observed by many Allied troops. In the engagement, he was wounded three times, twice losing consciousness momentarily, but managing to shoot down at least three D.VIIs before making a forced landing on the Allied front lines. Barker was awarded the Victoria Cross for this action. The fuselage of this Snipe is preserved at the Canadian War Museum, Ottawa, Ontario.

Postwar operations
Following the Armistice with Germany that ended the First World War, Sopwith Snipes formed part of the British Army of Occupation, returning to the United Kingdom in August/September 1919, while Snipes replaced Camels in four home defence squadrons based in the United Kingdom. This force was quickly run down, however, and by the end of 1919, only a single squadron, No 80 was equipped with the Snipe.

In 1919, the Snipe took part in the Allied intervention on the side of the White Russians during the Russian Civil War against the Bolsheviks, twelve Snipes being used by the RAF mission in north Russia. At least one of the RAF Snipes was captured by the Bolsheviks and pressed into service. Two squadrons of Snipes (25 and 56) were deployed to Turkey in response to the Chanak Crisis in September 1922, flying demonstration flights over Constantinople to deter Turkish forces from attacking British forces in the Dardanelles. No. 1 Squadron was deployed to Iraq in 1922, flying ground attack missions against rebelling Kurdish tribesmen led by Sheikh Mahmud Barzanji until the squadron was disbanded in November 1926.

Although the performance demonstrated by the Snipe was unimpressive (tests at Martlesham Heath in October 1918 had shown that the Snipe was inferior to the Martinsyde F.3 and Fokker D.VII ), it was selected as the standard postwar single-seat fighter of the RAF almost by default, with the Martinsyde Buzzard development of the F.3 being 25 per cent more expensive than the Snipe and relying on a French engine that was in short supply (the 300 hp Hispano-Suiza 8), while the range of fighters powered by the ABC Dragonfly radial engine did not come to fruition owing to failure of that engine. Snipes remained in squadron service as a fighter with the RAF until 1926, and was used as a trainer by the RAF until 1927. It was declared obsolete in 1928.

The Canadian Air Force (CAF) operated the Snipe after the war, but it was phased out in 1923, a year before the Royal Canadian Air Force (RCAF) was formed.

Operators

 * Australian Flying Corps
 * No. 4 Squadron AFC in France.
 * No. 5 (Training) Squadron AFC in the United Kingdom.
 * No. 8 (Training) Squadron AFC in the United Kingdom.
 * No. 8 (Training) Squadron AFC in the United Kingdom.

 * Brazilian Naval Aviation operated 12 Snipes.
 * Brazilian Naval Aviation operated 12 Snipes.

 * 🇨🇦 Canada:
 * Canadian Air Force
 * No. 1 Squadron RCAF

 * Soviet Air Force - Postwar.
 * Soviet Air Force - Postwar.

 * Royal Flying Corps / Royal Air Force
 * Royal Flying Corps / Royal Air Force

 * No. 1 Squadron RAF
 * No. 3 Squadron RAF
 * No. 17 Squadron RAF
 * No. 19 Squadron RAF
 * No. 23 Squadron RAF
 * No. 25 Squadron RAF
 * No. 29 Squadron RAF
 * No. 32 Squadron RAF
 * No. 37 Squadron RAF
 * No. 41 Squadron RAF
 * No. 43 Squadron RAF

 * No. 45 Squadron RAF
 * No. 56 Squadron RAF
 * No. 70 Squadron RAF
 * No. 78 Squadron RAF
 * No. 80 Squadron RAF
 * No. 81 Squadron RAF
 * No. 111 Squadron RAF
 * No. 112 Squadron RAF
 * No. 143 Squadron RAF
 * No. 201 Squadron RAF
 * No. 208 Squadron RAF

Survivors and reproductions
Two complete, original, Sopwith Snipes survive. E6938 is displayed in the Canada Aviation and Space Museum in Ottawa. Formerly owned by film star Reginald Denny, it was restored in the 1960s. E8105 is exhibited at the National Air and Space Museum in Washington, D.C. Previously, it had been at the Old Rhinebeck Aerodrome, in Rhinebeck, New York. It passed to the NASM after Cole Palen's death in December 1993. The fuselage (minus landing gear, engine and cowl) of Major William G. Barker's Snipe, E8102 is on display at the Canadian War Museum, Ottawa.

Reproductions
Antique Aero in California has completed construction of an airworthy, very detailed reproduction Sopwith Snipe. It awaits a new-build 230 h.p. Bentley B.R.2 engine.

Another Snipe reproduction marked as E8102 was built in New Zealand by The Vintage Aviator Ltd., and was subsequently purchased by Kermit Weeks for his Fantasy of Flight aviation museum in Polk City, Florida. This is airworthy and uses an original Bentley rotary engine.

The RAF Museum in August 2012 took delivery of a static display reproduction of the Snipe. Marked E6655, it was constructed in the Wellington workshops of The Vintage Aviator Ltd. in New Zealand. The inclusion of original, non-airworthy parts precludes this aircraft from flight status.

The first reproduction was built by Richard Lincoln Day of Colonia, NJ. This Snipe, marked as E6837, flew for one summer at the Old Rhinebeck Aerodrome, in Rhinebeck, NY before being purchased by Doug Champlin for his collection in Mesa, Arizona. This collection was later donated to the Museum of Flight in Seattle, Washington.

Tyabb Airport in Victoria, Australia, hosts a reproduction snipe VH-SNP E8050. The aircraft first flew on the 17th of October 2014, and is powered by a W670 Radial. This snipe has since been relocated to the RAAF Museum in Point Cook, Victoria

title: Sopwith Snipe


text:
Talk:Christianity and other religions

ZOROASTRIANISM'S "Link" TO JUDAISM UNPROVEN.
I don't know about the other entries, but this proposed link between Zoroastrainism and Judaism and Christianity does not exist. Some cultural traditions, might be inspired through Zoroastrianism, through intermarriage between Jews and others, but that doesn't mean Zoroastrianism necessarily is responsible for Judaism in anyway shape or form. This article about Zoroastrianism being the grandaddy of Christianity is utterly unproven. -TheEpicLevelHandbook

Christianity and Ancient Egyptian Religion
There are parallels between the Christian idea of the God who is the son of God and comes to Earth as a man and dies and rises to heaven to become God again and the Egyptian myth of Osiris and Horus. This concept was common in the Middle East for thousands of years BC. The Mithra story has elements of it. Seth is probably Satan. The obvious counterpart to Isis is Mary. (The Holy Spirit as God's {Osiris's} detached penis? Maybe this is too much of a stretch.)

Requested move 24 February 2020

 * The following is a closed discussion of a requested move. Please do not modify it. Subsequent comments should be made in a new section on the talk page. Editors desiring to contest the closing decision should consider a move review after discussing it on the closer's talk page. No further edits should be made to this discussion.

The result of the move request was: no consensus. – wbm1058 (talk) 22:55, 10 April 2020 (UTC)

Christianity and other religions → ? – The phrase "and other religions" is vague since with its position in the title, the scope of the article can be assumed to be about all religions ... since "Christianity and other religions" = "all religions". To remove the potential confusion with this article title, some possible suggestions on where to move it (that I can think of) are Relationship of Christianity with other religions or Relations of Christianity with other religions. (I'm essentially neutral to any proposal ... but I oppose the current name and I oppose any title that includes the phrase "and other religions".) Steel1943  (talk) 20:52, 24 February 2020 (UTC) —Relisting. BegbertBiggs (talk) 22:01, 2 March 2020 (UTC)  —Relisting. ©  Tb hotch ™ (en-3). 18:56, 23 March 2020 (UTC)
 * Support title Relationship of Christianity with other religions, it makes most sense.-- Farang Rak Tham   (Talk) 10:21, 25 February 2020 (UTC)
 * Comment: if this is changed, then it should probably be implemented as a naming convention to other religion relationship articles to create a WP:CONSISTENT style. Buddhism and Eastern religions, Hinduism and other religions, and Islam and other religions (might be others as well). --Gonnym (talk) 08:53, 4 March 2020 (UTC)
 * Comment: Relations between Christianity and other religions would be a better title (and fits article titles for relations between countries), but I agree this should be done as a naming convention rather than as a one-off. jamacfarlane (talk) 00:14, 25 March 2020 (UTC)

 * Weak oppose. Relations between Christianity and other religions would be acceptable, but it's a line call at best as to whether it's a better title. The meaning is unchanged. It would be clearer to some speakers of English as a second language, and English Wikipedia is for all English speakers. But at the cost of being less concise and no more precise. Andrewa (talk) 17:11, 31 March 2020 (UTC)

Proposed close
The lead sentence of this article, which is not concise as written, suggests its obvious title:
 * Christianity and other religions documents Christianity's relationship with other world religions, and the differences and similarities.
 * Christianity and other religions This article documents Christianity's relationship with other world religions, and the differences and similarities.

Any objections to moving to Christianity's relationship with other world religions. Speak up now if you object, or I'll move it there. – wbm1058 (talk) 03:41, 10 April 2020 (UTC)
 * Thanks for the Ping. Remove the word "world" from that, and you got a "weak support" from me. Steel1943  (talk) 03:56, 10 April 2020 (UTC)
 * Asked and answered above.-- Farang Rak Tham   (Talk) 06:33, 10 April 2020 (UTC)
 * Still a weak oppose. Both Christianity's relationship with other world religions and Christianity's relationship with other religions are acceptable titles, but the meaning is unchanged from the current title, and so it's not obvious to me that anything is gained. Andrewa (talk) 07:13, 10 April 2020 (UTC)

see my notes below, and feel free to add your thoughts. Participation here has been thin so this should probably be expanded to a more meta-discussion to try to get more participation and a stronger consensus. But, after making my notes, I'd like your opinion on Christianity and other religions → Comparison of Christianity with other religions, which may help guide the start of any followup discussion. That title would more clearly frame the article as a comparative religion topic. – wbm1058 (talk) 15:36, 10 April 2020 (UTC)

Christianity's relationship with Atheism
Echoing 's comment in 2009, a section about Christianity and Atheism needs to be added. 〜 Festucalex  •  talk  23:18, 21 April 2023 (UTC)

title: Talk:Christianity and other religions


text:
Millau Viaduct

The Millau Viaduct (Viaduc de Millau, ) is a multispan cable-stayed bridge completed in 2004 across the gorge valley of the Tarn near (west of) Millau in the Aveyron department in the Occitanie Region, in Southern France. The design team was led by engineer Michel Virlogeux and English architect Norman Foster. it is the tallest bridge in the world, having a structural height of 336.4 m.

The Millau Viaduct is part of the A75 –A71 autoroute axis from Paris to Béziers and Montpellier. The cost of construction was approximately €394 million (US$424 million). It was built over three years, formally inaugurated on 14 December 2004, and opened to traffic two days later on 16 December. The bridge has been consistently ranked as one of the greatest engineering achievements of modern times, and received the 2006 Outstanding Structure Award from the International Association for Bridge and Structural Engineering.

History
In the 1980s, high levels of road traffic near Millau in the Tarn valley were causing congestion, especially in the summer due to holiday traffic on the route from Paris to Spain. A method of bypassing Millau had long been considered, not only to ease the flow and reduce journey times for long-distance traffic, but also to improve the quality of access to Millau for its local businesses and residents. One of the solutions considered was the construction of a road bridge to span the river and gorge valley. The first plans for a bridge were discussed in 1987 by CETE, and by October 1991 the decision was made to build a high crossing of the Tarn by a structure of around 2500 m in length. During 1993–1994, the government consulted with seven architects and eight structural engineers. During 1995–1996, a second definition study was made by five associated architect groups and structural engineers. In January 1995, the government issued a declaration of public interest to solicit design approaches for a competition.

In July 1996 the jury decided in favour of a cable-stayed design with multiple spans, as proposed by the SODETEG consortium led by Michel Virlogeux, Norman Foster and Arcadis. The decision to proceed by grant of contract was made in May 1998; then in June 2000, the contest for the construction contract was launched, open to four consortia. In March 2001, Eiffage established the subsidiary Compagnie Eiffage du Viaduc de Millau (CEVM), and was declared winner of the contest and awarded the prime contract in August.

Possible routes
In initial studies, four potential options were examined:
 * 1) Great Eastern (grand Est) ( yellow route ) – passing east of Millau and crossing the valleys of the Tarn and Dourbie on two very high and long bridges (spans of 800 and 1000 m) whose construction was acknowledged to be problematic. This option would have allowed access to Millau only from the Larzac plateau, using the long and tortuous descent from La Cavalerie. Although this option was shorter and better suited to through-traffic, it did not satisfactorily serve the needs of Millau and its area.
 * 2) Great Western (grand Ouest) ( black route ) – longer than the eastern option by 12 km, following the Cernon valley. Technically easier (requiring four viaducts), this solution was judged to have negative impacts on the environment, in particular on the picturesque villages of Peyre and Saint-Georges-de-Luzençon. It was more expensive than the preceding option, and served the region badly.
 * 3) Near RN9 (proche de la RN9) ( red route ) – would have served the town of Millau well, but presented technical difficulties, and would have had a strong impact on existing or planned structures.
 * 4) Intermediate (médiane), west of Millau ( blue route ) – was supported by local opinion, but presented geological difficulties, notably on the question of crossing the valley of the Tarn. Expert investigation concluded that these obstacles were not insurmountable.

The fourth option was selected by ministerial decree on 28 June 1989. It encompassed two possibilities:
 * 1) the high solution, envisaging a 2500 m viaduct more than 200 m above the river;
 * 2) the low solution, descending into the valley and crossing the river on a 200 m bridge, then a viaduct of 2300 m, extended by a tunnel on the Larzac side.

After long construction studies by the Ministry of Public Works, the low solution was abandoned because it would have intersected the water table, had a negative impact on the town, cost more, and lengthened the driving distance. The choice of the 'high' solution was decided by ministerial decree on 29 October 1991.

After the choice of the high viaduct, five teams of architects and researchers worked on a technical solution. The concept and design for the bridge was devised by French designer and structural engineer Michel Virlogeux. He worked with the Dutch engineering firm Arcadis, responsible for the structural engineering of the bridge.

Choosing the definitive route
The 'high solution' required the construction of a 2500 m viaduct. From 1991 to 1993, the structures division of Sétra, directed by Virlogeux, carried out preliminary studies, and examined the feasibility of a single structure spanning the valley. Taking into account technical, architectural, and financial issues, the Administration of Roads opened the question for competition among structural engineers and architects to widen the search for realistic designs. By July 1993, seventeen structural engineers and thirty-eight architects applied as candidates for the preliminary studies. With the assistance of a multidisciplinary commission, the Administration of Roads selected eight structural engineers for a technical study, and seven architects for the architectural study.

Choice of technical design
Simultaneously, a school of international experts representing a wide spectrum of expertise (technical, architectural, and landscape), chaired by Jean-François Coste, was established to clarify the choices that had to be made. In February 1995, on the basis of proposals of the architects and structural engineers, and with support of the school of experts, five general designs were identified.

The competition was relaunched: five combinations of architects and structural engineers, drawn from the best candidates of the first phase, were formed; each was to conduct in-depth studies of one of the general designs. On 15 July 1996, Bernard Pons, minister of Public Works, announced the decision of the jury, which was constituted of elected artists and experts, and chaired by Christian Leyrit, the director of highways. The solution of a multiple-span viaduct cable-stayed bridge, presented by the structural engineering group Sogelerg, Europe Etudes Gecti and Serf, and the architects Foster + Partners was declared the best.

Detailed studies were carried out by the successful consortium, steered by the highways authority until mid-1998. After undergoing wind tunnel tests, the shape of the road deck was altered, and detailed corrections were made to the design of the pylons. When the details were eventually finalised, the whole design was approved in late 1998.

Contractors
Once the Ministry of Public Works had taken the decision to offer the construction and operation of the viaduct as a grant of contract, an international call for tenders was issued in 1999. Five consortia tendered:
 * 1) Compagnie Eiffage du Viaduc de Millau (CEVM), a new subsidiary created by Eiffage;
 * 2) PAECH Construction Enterprise, Poland;
 * 3) a consortium led by the Spanish company Dragados, with Skanska, Sweden, and Bec, France;
 * 4) Société du Viaduc de Millau, including the French companies ASF, Egis Projects, GTM Construction, Bouygues Travaux Publics, SGE, CDC Projets, Tofinso, and the Italian company Autostrade;
 * 5) a consortium led by Générale Routière, with Via GTI (France) and Cintra, Nesco, Acciona, and Ferrovial Agroman (Spain).

Piers were built with Lafarge high performance concrete. The pylons of the Millau Viaduct, which are the tallest elements (the tallest one being 244.96 m) were produced and mounted by PAECH Construction Enterprise from Poland.

The Compagnie Eiffage du Viaduc de Millau, working with the architect Norman Foster, was successful in obtaining the tender. Because the government had already taken the design work to an advanced stage, the technical uncertainties were considerably reduced. A further advantage of this process was to make negotiating the contract easier, reducing public expense, and speeding up construction, while minimising such design work as remained for the contractor.

All the member companies of the Eiffage group had some role in the construction work. The construction consortium was made up of the Eiffage TP company for the concrete part, the Eiffel company for the steel roadway (Gustave Eiffel built the Garabit viaduct in 1884, a railway bridge in the neighbouring Cantal département), and the Enerpac company for the roadway's hydraulic supports. The engineering group Setec has authority in the project, with SNCF engineering having partial control. was responsible for the job of the bituminous road surface on the bridge deck, and Forclum (fr) for electrical installations. Management was handled by Eiffage Concessions.

The only other business that had a notable role on the building site was Freyssinet, a subsidiary of the Vinci Group specialising in prestressing. It installed the cable stays and put them under tension, while the prestress division of Eiffage was responsible for prestressing the pillar heads.

The steel road deck, and the hydraulic action of the road deck were designed by the Walloon engineering firm Greisch from Liège, Belgium, also an information and communication technologies (ICT) company of the Walloon Region. They carried out the general calculations and the resistance calculations for winds of up to 225 km/h. They also applied the launching technology.

The sliding shutter technology for the bridge piers came from PERI.

Costs and resources
The bridge's construction cost up to €394 million, with a toll plaza 6 km north of the viaduct, costing an additional €20 million. The builders, Eiffage, financed the construction in return for a concession to collect the tolls for 75 years, until 2080. However, if the concession yields high revenues, the French government can assume control of the bridge as early as 2044.

The project required about 127000 m3 of concrete, 19000 tonne of steel for the reinforced concrete, and 5000 tonne of pre-stressed steel for the cables and shrouds. The builder claims that the lifetime of the bridge will be at least 120 years.

Opposition
Numerous organisations opposed the project, including the World Wildlife Fund (WWF), France Nature Environnement, the national federation of motorway users, and Environmental Action. Opponents advanced several arguments:
 * The westernmost route would be better, longer by 3 km, but a third of the cost with its three more conventional structures.
 * The objective of the viaduct would not be achieved; because of the toll, the viaduct would be little used, and the project would not solve Millau's congestion problems.
 * The project would never break even; toll income would never amortise the initial investment, and the contractor would have to be supported by subsidies.
 * The technical difficulties were too great, and the bridge would be dangerous and unsustainable; the pylons, sitting on the shale of the Tarn Valley, would not support the structure adequately.
 * The viaduct represented a detour, reducing the number of visitors passing through Millau and slowing its economy.

Construction
Two weeks after the laying of the first stone on 14 December 2001, workers started digging deep shafts for the pilings. Each pylon is supported by four concrete pilings. Each piling is 15 m deep and 5 m in diameter, assuring the stability of the pylons. At the top of the pilings a large footing was poured, 3 – in thickness,to reinforce the strength of the pilings. The 2000 m3 of concrete necessary for the footings was poured at the same time as pilings.

In March 2002, the pylons emerged from the ground. The speed of construction then rapidly increased. Every three days, each pylon increased in height by 4 m. This performance was mainly due to sliding shuttering. Thanks to a system of shoe anchorages and fixed rails in the heart of the pylons, a new layer of concrete could be poured every 20 minutes.

Launching
The bridge road deck was constructed on plateaus at both ends of the viaduct, and pushed onto the pylons using bridge launching techniques. Each half of the assembled road deck was pushed lengthwise from the plateaus to the pylons, passing across one pylon to the next. During the launching, the road deck was also supported by eight temporary towers, which were removed near the end of construction. In addition to hydraulic jacks on each plateau pushing the road decks, each pylon was topped with a mechanism on top of each pylon that also pushed the deck. This mechanism consisted of a computer-controlled pair of wedges under the deck manipulated by hydraulics. The upper and lower wedge of each pair pointed in opposite directions. The wedges were hydraulically operated, and moved repeatedly in the following sequence:

 * 1) The lower wedge slides under the upper wedge, raising it to the roadway above, and then forcing the upper wedge still higher to lift the roadway
 * 2) Both wedges move forward together, advancing the roadway a short distance
 * 3) The lower wedge retracts from under the upper wedge, lowering the roadway and allowing the upper wedge to drop away from the roadway; the lower wedge then moves back all the way to its starting position. There is now a linear distance between the two wedges equal to the distance forward the roadway has just moved.
 * 4) The upper wedge moves backward, placing it further back along the roadway, adjacent to the front tip of the lower wedge and ready to repeat the cycle and advance the roadway by another increment.

The launching advanced the road deck at 600 mm per cycle which was roughly four minutes long.

The mast pieces were driven over the new road deck lying down horizontally. The pieces were joined to form the one complete mast, still lying horizontally. The mast was then tilted upwards, as one piece, at one time in a tricky operation. In this way, each mast was erected on top of the corresponding concrete pylon. The stays connecting the masts and the deck were then installed, and the bridge was tensioned overall, and weight tested. After this, the temporary pylons could be removed.

Timeline

 * 16 October 2001: work begins
 * 14 December 2001: laying of the first stone
 * January 2002: laying pier foundations
 * March 2002: start of work on the pier support C8
 * June 2002: support C8 completed, start of work on piers
 * July 2002: start of work on the foundations of temporary, height adjustable roadway supports
 * August 2002: start of work on pier support C0
 * September 2002: assembly of roadway begins
 * November 2002: first piers complete
 * 25–26 February 2003: laying of first pieces of roadway
 * November 2003: completion of the last piers (piers P2 at 245 m and P3 at 221 m are the highest piers in the world)
 * 28 May 2004: the pieces of roadway are several centimetres apart, their juncture to be accomplished within two weeks
 * 2nd half of 2004: installation of the pylons and shrouds, removal of the temporary roadway supports
 * 14 December 2004: official inauguration
 * 16 December 2004: opening of the viaduct, ahead of schedule
 * 10 January 2005: initial planned opening date

Construction records
The construction Millau Viaduct broke several records:
 * A mega structure bridge constructed several hundred meters above ground, without any life loss throughout the 3 years construction period (First stone laid on: 14 December 2001, Official inauguration on: 14 December 2004).
 * The highest pylons in the world: pylons P2 and P3, 244.96 m and 221.05 m in height respectively, broke the French record previously held by the Tulle and Verrières viaducts (141 m), and the world record previously held by the Kochertal Viaduct (Germany), which is 181 m at its highest;
 * The highest bridge tower in the world: the mast atop pylon P2 peaks at 336.4 m;
 * The highest road bridge deck in Europe, 270 m above the Tarn at its highest point; it is nearly twice as tall as the previous tallest vehicular bridges in Europe, the Europabrücke in Austria and the Italia Viaduct in Italy.

Since opening in 2004, the deck height of Millau has been surpassed by several suspension bridges in China, including Sidu River Bridge, Baling River Bridge, and two spans (Beipan River Guanxing Highway Bridge and Beipan River Hukun Expressway Bridge) over the Beipan River. In 2012, Mexico's Baluarte Bridge surpassed Millau as the world's highest cable-stayed bridge. The Royal Gorge suspension bridge in the U.S. state of Colorado is also higher, with a bridge deck approximately 291 m over the Arkansas River.

Location
The Millau Viaduct is on the territory of the communes of Millau and Creissels, France, in the département of Aveyron. Before the bridge was constructed, traffic had to descend into the Tarn valley and pass along the route nationale N9 near the town of Millau, causing much traffic congestion at the beginning and end of the July and August holiday season. The bridge now traverses the Tarn valley above its lowest point, linking two limestone plateaus, the Causse du Larzac and the, and is inside the perimeter of the Grands Causses regional natural park.

The Millau Viaduct forms the last link of the existing A75 autoroute (known as "la Méridienne"), from Clermont-Ferrand to Béziers. The A75, with the A10 and A71, provides a continuous high-speed route south from Paris through Clermont-Ferrand to the Languedoc region, thence to Spain, considerably reducing the cost and time of vehicle traffic travelling along this route. Many tourists heading to southern France and Spain follow this route because it is direct and without tolls for the 340 km between Clermont-Ferrand and Béziers, except for the bridge.

The Eiffage group, which constructed the Viaduct also operates it, under a government contract, which allows the company to collect tolls for up to 75 years. As of 2018, the toll bridge costs €8.30 for light automobiles (or €10.40 during the peak season of 15 June to 15 September).

Pylons and abutments
Each of the seven pylons is supported by four deep shafts, 15 m deep and 5 m in diameter.

The abutments are concrete structures that provide anchorage for the road deck to the ground in the Causse du Larzac and the Causse Rouge.

Road deck
The metallic road deck, which appears very light despite its total mass of around 36000 tonne, is 2460 m long and 32 m wide. It comprises eight spans. The six central spans measure 342 m, and the two outer spans are 204 m. These are composed of 173 central box beams, the spinal column of the construction, onto which the lateral floors and the lateral box beams were welded. The central box beams have a 4 m cross-section, and a length of 15 – for a total weight of 90 metric ton. The deck has an inverse airfoil shape, providing negative lift in strong wind conditions.

Masts
The seven masts, each 87 m high, and weighing around 700 tonne, are set on top of the concrete pylons. Between each of them, eleven stays (steel cables) are anchored, providing support for the road deck.

Cable stays
Each mast of the Viaduct is equipped with a monoaxial layer of eleven pairs of cable-stays; laid face to face. Depending on their length, the cable stays were made of 55 to 91 high tensile steel cables, or strands, themselves formed of seven strands of steel (a central strand with six intertwined strands). Each strand has triple protection against corrosion (galvanisation, a coating of petroleum wax, and an extruded polyethylene sheath). The exterior envelope of the stays is itself coated along its entire length with a double helical weatherstrip. The idea is to avoid running water which, in high winds, could cause vibration in the stays and compromise the stability of the viaduct.

The stays were installed by the Freyssinet company.

Road surface
To allow for deformations of the metal road deck under traffic, a special surface of modified bitumen was installed by research teams from. The surface is somewhat flexible to adapt to deformations in the steel deck without cracking, but it must nevertheless have sufficient strength to withstand motorway conditions (fatigue, density, texture, adherence, anti-rutting etc.). The 'ideal formula' was found after two years of research.

Electrical installations
The electrical installations of the viaduct are large in proportion to the size of the bridge. There are 30 km of high-current cables, 20 km of fibre optics, 10 km of low-current cables, and 357 telephone sockets; allowing maintenance teams to communicate with each other and with the command post. These are situated on the deck, on the pylons, and on the masts.

The pylons, road deck, masts, and cable stays are equipped with a multitude of sensors to enable structural health monitoring. These are designed to detect the slightest movement in the Viaduct, and measure its resistance to wear-and-tear over time. Anemometers, accelerometers, inclinometers, and temperature sensors are all used for the instrumentation network.

Twelve fibre optic extensometers were installed in the base of pylon P2. Being the tallest of all, it is therefore under the most intense stress. These sensors detect movements on the order of a micrometre. Other extensometers, electrical this time, are distributed on top of P2 and P7. This apparatus is capable of taking up to 100 readings per second. In high winds, they continuously monitor the reactions of the Viaduct to extreme conditions. Accelerometers placed strategically on the road deck monitor the oscillations that can affect the metal structure. Displacements of the deck on the abutment level are measured to the nearest millimetre. The cable stays are also instrumented, and their ageing meticulously analysed. Additionally, two piezoelectric sensors gather traffic data: weight of vehicles, average speed, density of the flow of traffic, etc. This system can distinguish between fourteen different types of vehicle.

The data is transmitted by an Ethernet network to a computer in the IT room at the management building situated near the toll plaza.

Toll plaza
The toll plaza is on the A75 autoroute; the bridge toll booths and the buildings for the commercial and technical management teams are situated 4 km north of the viaduct. The toll plaza is protected by a canopy in the shape of a leaf, formed from tendrilled concrete, using the ceracem process. Consisting of 53 elements (voussoirs), the canopy is 100 m long and 28 m wide. It weighs around 2500 tonne.

The toll plaza can accommodate sixteen lanes of traffic, eight in each direction. At times of low traffic volume, the central booth is capable of servicing vehicles in both directions. A car park and viewing station, equipped with public toilets, is situated at each side of the toll plaza. The total cost was €20 million.

Rest area of Brocuéjouls
The rest area of Brocuéjouls, named Aire du Viaduc de Millau, is situated just north of the viaduct, and is centred on an old farm building named 'Ferme de Brocuéjouls'. It was inaugurated by the prefect of Aveyron, Chantal Jourdan, on 30 June 2006, after 7 months of works. The farm and its surroundings can accommodate entertainment and tourism promotion activities.

The cost of this work amounted to €5.8 million:
 * €4.8 million of state funds for the realisation of the area (access roads, parking, rest area, toilets, etc.)
 * €1 million for the restoration of the old farm building of Brocuéjouls (all two tranches)

Statistics

 * 2460 m: total length of the roadway
 * 7: number of piers
 * 77 m: height of Pier 7, the shortest
 * 336.4 m: height of Pier 2, the tallest (245 m at the roadway's level)
 * 87 m: height of a mast
 * 154: number of shrouds
 * 270 m: average height of the roadway
 * 4.20 m: thickness of the roadway
 * 32.05 m: width of the roadway
 * 85000 m3: total volume of concrete used
 * 290000 tonnes: total weight of the bridge
 * 10,000–25,000 vehicles: estimated daily traffic
 * €8.30–10.40: typical automobile toll (price increasing in summer),
 * 20 km: horizontal radius of curvature of the road deck

Pedestrian sporting events
Unusually for a bridge closed to pedestrians, a run took place in 2004, and another on 13 May 2007:
 * December 2004 – 19,000 walkers and runners of the Three Bridge Walk had the privilege of crossing the bridge deck for the first time, but the walk was not authorised to go further than pylon P1; the bridge was still closed to traffic.
 * 13 May 2007 – 10,496 runners took the departure of the race from Place de Mandarous, in the centre of Millau, to the southern end of the Viaduct. After starting on the northern side, they crossed the viaduct, then retraced their steps. Total distance: 23.7 km.

Events and popular culture

 * In 2004, a fire started on the slope of the because of a spark originating from a welder; some trees were destroyed in the fire.
 * The speed limit on the bridge was reduced from 130 km/h to 110 km/h because tourists were slowing down to take photos. Soon after the bridge opened to traffic, cars were stopping on the hard shoulder so that travelers could view the landscape and the bridge.
 * A postage stamp was designed by Sarah Lazarevic to commemorate the opening of the Viaduct.
 * The Chinese transport minister at the time visited the bridge on the first anniversary of its opening. The commission was impressed by the technical prowess of the bridge's immense construction, but also by the legal and financial assembly of the Viaduct. However, according to the minister, he did not envisage building a counterpart in People's Republic of China.
 * The cabinet of the governor of California Arnold Schwarzenegger, who envisaged the construction of a bridge in San Francisco Bay, asked the council of the town hall of Millau about the popularity of the construction of the viaduct.
 * This bridge was featured in a scene of the 2007 film Mr. Bean's Holiday.
 * The bridge also appeared in the ending of the console and PC versions of the third-person shooter video game James Bond 007: Blood Stone, where James Bond confronts the game's true antagonist.
 * The hosts of the British motoring show Top Gear featured the bridge during Series 7, when they took a Ford GT, Pagani Zonda, and Ferrari F430 Spyder on a road trip across France to see the newly completed bridge.
 * Richard Hammond, one of the above hosts on Top Gear, explored the engineering aspects in the construction of the Millau Viaduct in Series 2 of Richard Hammond's Engineering Connections.
 * The bridge was featured in Series 2 of World's Greatest Bridges.
 * Construction of the bridge was featured in the series How Did They Build That?

title: Millau Viaduct


text:
Egmont (electoral district)

Egmont is a federal electoral district in Prince Edward Island, Canada, that has been represented in the House of Commons of Canada since 1968. Its population in 2021 was 35,925.

Following the 2022 Canadian federal electoral redistribution, at the first election held after April 22, 2024. It will gain the Bedeque area plus some areas east and southeast of Summerside from Malpeque.

Demographics
Ethnic groups: 98.0% White, 1.4% Native Canadian

Languages: 87.9% English, 10.9% French

Religions: 54.1% Catholic, 38.4% Protestant, 1.8% Other Christian, 5.5% no affiliation

Average income: $22,065

 * According to the 2016 Canadian census

 * Languages: (2016) 89.6% English, 8.7% French, 0.4% Tagalog, 0.1% Arabic, 0.1% Spanish, 0.1% German, 0.1% Albanian, 0.1% Mandarin, 0.1% Vietnamese, 0.1% Cantonese, 0.1% Dutch

Geography
The district includes the part of Prince County located in Summerside and west of Summerside. Communities include Summerside, Alberton, Tignish, O'Leary, Miscouche and Sherbrooke. The area is 1,527 km2.

History
The electoral district was created in 1966 from Prince riding. There were no boundary changes as a result of the 2012 federal electoral redistribution.

Members of Parliament
This riding has elected the following members of Parliament:

2011
In 2011, a student vote was conducted at participating Canadian schools to parallel the 2011 Canadian federal election results. The vote was designed to educate students and simulate the electoral process for persons who have not yet reached the legal majority. Schools with a large student body that reside in another electoral district had the option to vote for candidates outside of the electoral district then where they were physically located.

title: Egmont (electoral district)


text: User:Jaredwf/Math Markup

title: User:Jaredwf/Math Markup


text:
User talk:Mind Cemetary

Welcome to Wikipedia! Glad to have you with us. Just one thing--it's generally not considered polite to remove discussion from talk pages (even if it's fairly old and cluttering the page); if a talk page gets too long, it just gets archived (see Talk:George W. Bush, which has 8). Anyway, you can ask questions about editing at Help desk, or try our Tutorial, so that should hopefully take care of any problems you have. Good to have you, and again, welcome. Yours, Meelar 04:53, 26 May 2004 (UTC)

Oh, I rewrote the intro of public education to address your concerns; you had a very valid point. Hope you like it--if not, see you on Talk:Public education. Yours, Meelar 04:56, 26 May 2004 (UTC)

title: User talk:Mind Cemetary


text: User talk:35.8.131.164

title: User talk:35.8.131.164


text:
Talk:Spore print

"While most poisonous mushrooms do not have a green spore print, 99.5% of mushroom species with green spores are poisonous."

I thought it was 99.3%. :-) Does anybody have a source on this statistic, or should we consider it folklore? Until we've got a source (such as a mycology textbook or study) this sentence should be less definite.
 * I believe it comes from a study cited/discussed under toxicity of mushrooms. Still, it is a statistic hard to ascribe any practical value to, since it really means 99.5% of the mushroom species looked at in the study (which may have been all or a majority of mushrooms). For any given mushroom-hunting individual, however, the number is likely to be 100% of the mushrooms they would encounter in their area. I say modify - Marshman 17:13, 26 May 2004 (UTC)

 * One rule of thumb for determining if a mushroom is poisonous may be a green or white spore print. While most poisonous mushrooms do not have a green or white spore print, all but a very few species of mushroom species with green spores are poisonous. Mycologists, however, would be quite are reluctant to identify any  mushroom from its spore print alone allthough the spore print are one of many characteristics used in determination.

 * (Please forgive my poor english - English is not my native language.) This «rule of thumb» in the article is wrong and it is dangerous if it is not removed. A lot of deadly poisonus mushrooms do have white spores and some of them are allso quite common. As an example, a lot of the species within Amanita (Norwegian: Fluesopper) are deadly poisonus, f.ex. A. virósa (norwegian: hvit fluesopp), A. phalloídes (norwegian: grønn fluesopp, A. phanterína (norwegian: panterfluesopp) are all extremely poisonus and have caused death. There are allso many other examples of species that don't follow the above «rule of thumb» so I think there are no more bold and old mushroom-hunters left to argue against the «rule of thumb». I therefore removed the «rule of thumb» in the article and changed the text accordingly.  --Jan Helge Salvesen 09:40, 24 Feb 2005 (UTC)

title: Talk:Spore print


text:
Anadiplosis

Anadiplosis (ἀναδίπλωσις, anadíplōsis, "a doubling, folding up") is the repetition of the last word of a preceding clause. The word is used at the end of a sentence and then used again at the beginning of the next sentence.

Examples

 * "... how it was that people had lived in this place and in this place had died." — Cormac McCarthy, Blood Meridian
 * "What I present here is what I remember of the letter, and what I remember of the letter I remember verbatim (including that awful French)." —Vladimir Nabokov, Lolita
 * Noust in the grass / grass in the wind / wind on the lark /  lark for the sun / Sun through the sea / sea in the heart / heart in its noust / nothing is lost —John Glenday, Noust
 * "For Lycidas is dead, dead ere his prime, Young Lycidas and hath not left his peer." —John Milton, Lycidas
 * "Queeg: 'Aboard my ship, excellent performance is standard. Standard performance is sub-standard. Sub-standard performance is not permitted to exist. —Herman Wouk, The Caine Mutiny.
 * "Mine be thy love, and thy love's use their treasure." —Shakespeare, Sonnet 20.
 * "Having power makes [totalitarian leadership] isolated; isolation breeds insecurity; insecurity breeds suspicion and fear; suspicion and fear breed violence." —Zbigniew Brzezinski, The Permanent Purge: Politics in Soviet Totalitarianism
 * "The years to come seemed waste of breath, / A waste of breath the years behind" — William Butler Yeats "An Irish Airman Foresees His Death"
 * “Your beliefs become your thoughts, your thoughts become your words, your words become your actions, your actions become your habits, your habits become your values, your values become your destiny.”
 * "Turn the lights out now / Now I'll take you by the hand / Hand you another drink / Drink it if you can / Can you spend a little time? / Time is slipping away / Away from us so stay / Stay with me I can make / Make you glad you came" — The Wanted, "Glad You Came"
 * "I love her! Isn't that a wonder? / I wonder why I didn't want her? / I want her!  that's the thing that matters! / And matters are improving daily!" — Sheldon Harnick, "She Loves Me"
 * "Hard times create strong men. Strong men create good times. Good times create weak men. And weak men create hard times." — Michael Hopf, Those Who Remain
 * "Fear leads to anger. Anger leads to hate. Hate leads to suffering. I sense much fear in you." Yoda - Star Wars: Episode I - The Phantom Menace

title: Anadiplosis


text:
Bertram Thomas

Bertram Sidney Thomas CMG OBE (13 June 1892 – 27 December 1950) was an English diplomat and explorer who is the first documented Westerner to cross the Rub' al Khali (Empty Quarter). He was also a scientist who practiced craniofacial anthropometry.

Biography
Bertram Thomas was born in Pill near Bristol and educated at Trinity College, Cambridge.

After working for the Civil Service in the General Post Office, he served in Belgium during World War I. He was commissioned in the Somerset Light Infantry in January 1916 and served in Mesopotamia (now Iraq) between 1916 and 1918. He worked as an Assistant Political Officer in this country from 1918 to 1922, and Assistant British Representative in Transjordan (now Jordan), from 1922 to 1924. He was appointed as Finance Minister and Wazir to Taimur bin Feisal, the Sultan of Muscat and Oman (now Oman), a post he held from 1925 to 1932. In this capacity, he undertook a number of expeditions into the desert, and became the first European to cross the Rub' al Khali from 1930 and 1931, a journey he recounted in Arabia Felix (1932), in which he described this desert's animals, inhabitants, and culture.

Besides Arabia Felix, Thomas wrote several other books, including The Arabs: The Epic Life Story of a People Who Have Left Their Deep Impress on the World (London: T. Butterworth, 1930; Garden City, New York: Doubleday, Doran and Co., Inc., 1937).

During World War II, Thomas headed the Middle East Centre for Arab Studies in Jerusalem, where British Army officers were taught Arabic language and culture.

He returned to England and died in the house in which he was born, in 1950.

Two species of Omani reptiles are named in his honor, Platyceps thomasi and Uromastyx thomasi.

Awards
He was awarded the OBE in 1920 and CMG in 1949. In 1932 he was also awarded the Livingstone Medal of the Royal Scottish Geographical Society. One of the Society's most prestigious awards, it is offered for outstanding service of a humanitarian nature with a clear geographical dimension.

Film about Bertram Thomas
A recent film called Crossing the Empty Quarter was created by the Anglo-Oman Society's Chairman, Richard Muir — the ex-Ambassador to Oman — from footage taken by Thomas on his journey, and photographs from the Library of the Oriental Institute in Cambridge.

title: Bertram Thomas


text:
Snipe (disambiguation)

A snipe is a wading bird.

Snipe may also refer to:

 * Woodcock

People

 * Snipe (rapper), American rapper from New Orleans
 * Snipe Conley (1894–1978), baseball pitcher
 * Snipe Hansen (1907–1978), baseball pitcher for the Philadelphia Phillies and St. Louis Browns

Places

 * Snipe, Texas, a town in the US
 * Outpost Snipe, a World War II location in the Second Battle of El Alamein
 * Snipe, an islet between Chile and Argentina; see Snipe incident

Technology and transportation

 * Snipe (dinghy), class of racing sailboat
 * Snipe (wood machining), an unwanted deeper cut at the end of a board
 * Snipe Diamond, a 1980s British ultralight aircraft
 * Globe KDG Snipe, an American target drone
 * Humber Snipe, British automobile produced 1930–1940 and 1945–1948
 * Humber Super Snipe, British automobile produced 1938–1967
 * Sopwith Snipe, a World War I biplane fighter

Marketing

 * Snipe (graphic), an ad appearing on a TV screen during a program
 * Snipe (theatrical), a short announcement trailer on behalf of the theater

Fictional characters

 * Snipe (My Hero Academia), a character in the manga series My Hero Academia
 * The Snipe, one of the Titans in Crash of the Titans, an action-adventure game published by Sierra Entertainment

Other uses

 * Sniper tactic or other forms of shooting from concealment
 * "Snipe" (song), a 2009 J-pop song by Kotoko
 * Snipe hunt, a class of practical jokes
 * Snipe incident, a 1958 military incident between Chile and Argentina in the Snipe Islet
 * Auction sniping, a strategy of placing a winning bid at the last possible moment

title: Snipe (disambiguation)