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Anacostia station

Anacostia station is a Washington Metro station in Washington, D.C., on the Green Line. The station is located in the Anacostia neighborhood of Southeast Washington, with entrances at Shannon Place and Howard Road near Martin Luther King, Jr. Avenue SE (a major street serving the southeastern portion of the city). The station serves as a hub for Metrobus routes in Southeast, Washington, D.C., and Prince George's County, Maryland.

Station layout
The architecture at Anacostia is unusual. Due to cost considerations and the station's shallow depth, the usual arched ceiling was abandoned in favor of flat concrete walls and a ceiling of small barrel vaults (oriented perpendicular to the tracks) similar to the upper coffers in the six-coffer arch station design. The station is an underground stop because the distance between the Anacostia River tunnels and the station is too short to have permitted an above-ground stop. The station has entrances on both sides of DC-295/I-295 (Anacostia Freeway), which necessitated the construction of a slightly longer platform than would be necessary to accommodate trains. In addition, there are no pylons at platform-level at Anacostia.

Because of a 1978 consent decree between Metro and a coalition of handicapped persons' advocacy groups, the Anacostia Metro station is one of three Metrorail stations to have two elevators.

Streetcar service
The Metro station was slated to have a transfer to a stop on the Anacostia Line of the DC Streetcar trolley system. However, in August 2010 construction on the Anacostia Streetcar Line was halted after District of Columbia Department of Transportation (DDOT) officials ordered construction shut down after city officials refused to extend the construction contract or give a new contract to another firm.

Artwork
The station also contains a work of public art which reflects on the history and culture of the community. River Spirits of the Anacostia is a glass mosaic tile frieze completed in 2004 by Martha Jackson-Jarvis. The mosaic, (4 by) is placed along the roof-line of the Metro station and depicts the aquatic life of the river showing fish, plants, birds and other wildlife of the Anacostia River. The work was commissioned by way of a contest by the D.C. Commission on the Arts and Humanities.

Master plan
Metro drew up its original master plan for its planned 103 mi system in 1968. At that time, a Green Line was planned to pass through some of the area's poorest and most transit-dependent neighborhoods and provide them with subway service. The southern part of the Green Line was originally to pass over the 11th Street Bridges to the intersection of Good Hope Road SE and Martin Luther King, Jr. Avenue SE. The line was originally scheduled to open in 1976. The site of the Anacostia station, set for the intersection of Martin Luther King Jr. Avenue and Good Hope Road SE, led to concerns that the station would destroy historic Old Anacostia, and after pressure from the federal government Metro moved the site of the station to Howard Road SE. By the end of 1977, Metro had pushed the opening of the Green Line to June 1983. Increasing construction costs and financing problems (primarily caused by the inability of local governments to contribute their share of Metro's funding) led Metro to consider whether to shift the Green Line to a more southerly route along Wheeler Road SE to terminate near Rosecroft Raceway.

In January 1978, a Metro regional task force approved a Green Line route in Anacostia that followed Martin Luther King, Jr. Avenue and then Wheeler Road down to the Beltway (with a new station added near St. Elizabeths Hospital). But the Prince George's County government demanded in May 1978 that Metro choose the Suitland Parkway-to-Rosecroft route instead, a change Metro agreed to. Metro announced in November 1978 that it had secured funding to build the Green Line from Gallery Place to Waterfront and that construction was nearly complete on this portion of the line, but that funding did not exist to push the line from Waterfront to Anacostia. Nonetheless, Metro reiterated that it intended to complete the extension to Anacostia station by late 1983.

1980 troubles and near-cancellation
Funding troubles delayed construction even further. In March 1980, Maryland officials worried that high inflation would leave Metro without enough funds to complete the Green Line, forcing Maryland to pay these construction costs alone. These fears were confirmed in part in September 1980 when Metro announced that inflation had created a $16 million shortfall in its $271 million budget. By then, Anacostia residents were increasingly angry at the repeated delays in building the Green Line. In September 1980, D.C. City Council member Jerry A. Moore, Jr. delivered a petition containing 1,000 signatures from Anacostia residents demanding that construction on the Green Line be sped up.

In October 1980, The Washington Post ran a major article asking "What Ever Happened to the Green Line?" in which the newspaper concluded: "The 18.86 mi Green Line, which some argue should have been the first built because it would serve the most disadvantaged sections of the Washington area, is last on the construction list and threatened with extinction." The article confirmed that funds were in place and contracts signed to complete the Green Line to the proposed Anacostia Station at Howard Road SE and Martin Luther King, Jr. Avenue SE, but that repeated local opposition in Maryland to the line's actual location had forced planners to delay final siting of the line inside the District of Columbia. Additionally, Maryland businessmen argued that the switch of the terminus from Branch Avenue to Rosecroft Raceway had economically harmed them, and they filed a suit in the United States District Court for the District of Maryland demanding a halt to construction of the Green Line until the line's route could be again reconsidered.

Legal and funding battles
In December 1978, Metro announced that cost considerations had forced it to abandon the high-vault ceiling design for all unbuilt stations (except Navy Yard), and that a less-costly design would be used at the Anacostia station. In late 1978 and 1979, a controversy erupted over parking at the planned station. In 1978, Metro proposed building a 2,000-space parking lot on the west side of the Anacostia Freeway. Angry residents, protesting the amount of traffic which would come into their residential neighborhood, forced Metro to reduce the size of the parking lot to 1,300 spaces. In January 1979, Metro proposed building a 500-space parking garage at the proposed Anacostia station, and adding another 800 temporary spaces by paving over a part of Anacostia Park (to be removed once additional parking was built at the terminus of the Green Line at Rosecroft). But residents resisted this plan as well on the grounds that too much traffic would clog local streets. (These concerns were resolved in March 1980.) By July 1979, despite the release of billions of dollars in construction funds by the U.S. Department of Transportation, Metro had pushed the construction of the Anacostia station to mid-1985 and the completion of the Branch Avenue Line to late 1986. But construction deadlines continued to slip. Despite reaffirming its Branch Avenue Line construction deadlines in December 1979, in January 1980 Metro announced that completion of the Green Line terminus would be pushed back six more months to 1987. In January 1981, Metro admitted that the station would not open until 1990 because of funding constraints.

Controversies regarding the siting of the Green Line continued, however. In May 1980, a group of business owners sued Metro on the grounds that the decision to change the course of the Green Line was illegal because it had been undertaken without a public hearing (in violation of Metro's rules). In February 1981, Judge Norman Park Ramsey of the U.S. District for Maryland ruled against Metro, Metro's appeal failed,  and on March 16, 1982, Judge Ramsey barred Metro from spending any money on the construction of the Rosecroft Raceway route for the southern half of the Green Line. District residents also protested the siting of the route. Advisory Neighborhood Commission (ANC) 6C (an elected local governmental body advising the District government on neighborhood issues) asked Metro to move the Anacostia Metro station from its proposed location on Howard Road between Firth Sterling Avenue SE and Martin Luther King, Jr., Avenue SE to the intersection of Good Hope Road SE and Anacostia Drive SE. In May 1981, Metro changed its estimate for the opening of the Anacostia station to early 1988. Metro estimated on December 9, 1981, that the Anacostia station would open in late 1989.

Federal delays
Construction of the Anacostia station was also delayed by a land controversy involving the federal government. Metro planned to tunnel under the Anacostia River to connect the Anacostia station with the proposed Navy Yard station, but the south end of the tunnel would have required the relocation of a 25 acre plant nursery maintained by the federal government to provide Congress with flowers and trees. Because the nursery was on federally owned land, moving it required an Act of Congress. The District of Columbia agreed to provide $29 million in federally provided highway funds to move the nursery (arguing that the land would be used to build a parking garage and lot for use by commuters using the Anacostia station), but the Federal Highway Administration ruled the funds could not be used for this purpose. The delay threatened to push the station's opening to 1990, and some officials worried that by then funds to build the Green Line would have run out. Metro proposed moving the nursery to Camp Simms, a former U.S. Army campground in the Congress Heights neighborhood. But construction on the Green Line was suspended for nearly two years due to federal budget cuts (see below), and in March 1983 the Architect of the Capitol agreed to move the nursery to a parcel of land in the Bellevue neighborhood. The United States House of Representatives and United States Senate passed legislation approving the move in March and June 1984, respectively.

But even as the nursery resiting issue was resolved, funding problems delayed construction on the station. Despite the funding troubles, Metro planned to seek contractors in March 1982 for a $60 million contract to tunnel under the Anacostia River, a $60 million contract to build the Anacostia station, and a $100 million contract to build the Navy Yard station.

In October 1982, Metro estimated that opening of the Green Line to Anacostia would happen in the "late 1980s," and in November the Metro staff report recommended construction of the Rosecroft Raceway route.

More cuts in federal construction funds for Metro further delayed construction of the Anacostia station. Metro announced in December 1982 that the station would not open until late 1989 at the earliest. Metro, for the first time in its history, formally announced that (absent full construction funding) it could not build the Green Line, the Red Line from Wheaton to Glenmont, or the Yellow Line from Franconia-Springfield to King Street–Old Town.

District court appeal
As Metro struggled to secure construction funding for the Green Line and Anacostia station, it also struggled to lift the district court's injunction on Green Line construction. Metro asked the court to allow construction of the Navy Yard, Anacostia and Congress Heights stations pending a decision on the Green Line route in Prince George's County, but the court refused. More than 23,000 Anacostia residents signed a public petition demanding that the line be built. Metro declined to appeal Judge Ramsey's latest ruling. Frustrated by funding constraints and the court injunction, Metro released a proposed "final" system map in December 1983 which showed the Green Line terminating at the Anacostia and Mount Vernon Square stations.

Resolution of controversies
Metro opened negotiations with Prince George's County officials in 1984 to win their approval to build the Green Line from the L'Enfant Plaza Station to Anacostia. After four days of negotiations, Metro, D.C. and Prince George's County officials reached an agreement to begin construction of the Green Line from L'Enfant Plaza to Anacostia, pending resolution of the line's final route by December 6, 1984. The agreement called for construction of the Green Line to Waterfront Station in the summer, siting of the tunnel under the Anacostia River by June 28, and the holding of public hearings on the remaining route between July 18 and August 3. The U.S. federal district court approved the agreement on March 7. Following the ruling, Metro announced that it would build the Anacostia station on Howard Road between Martin Luther King, Jr. Avenue SE and the Anacostia Freeway as well as a new Metro station at the Washington Navy Yard and open the Green Line by 1990. Metro asked and won approval from the court to build the Navy Yard and Anacostia stations and the tunnel in mid-June 1984.

Metro also began new political efforts to secure funding to complete the transit system. Initially, Reagan administration officials balked at this plan, reiterating that they would not permit Metro to build more than 76.4 mi of subway. But in June, House and Senate committees passed legislation requiring the Reagan administration to release all funds appropriated for Metro, putting pressure on the administration to rescind its 76.4 mi limit.

Constructing the Green Line and Anacostia
Metro issued a call for bids to tunnel under the Anacostia River in July 1984, and awarded the $25.6 million contract to the firm of Harrison Western/Franki-Denys (a joint venture) in December 1984. The debate over the route for the remainder of the Green Line was finally resolved in December 1984 when the original route was re-selected. The U.S. district court approved Metro's decision. Funding for Green Line construction fell into place in 1985. Construction on the line started in 1985. Survey and clearing work for the twin 2,500 ft Anacostia River tunnels began in March 1985. The completion date for the two tunnels was estimated at late 1987.

Parking garage problems
A major controversy over parking at the Anacostia station occurred as well. In 1981, Metro had proposed building 1,000 parking spaces in a three-level parking garage and 300 spaces at a ground-level parking lot at the station and using interstate highway funds to pay for them. Metro officials argued the facility was highway-related, since it provided parking, but the Federal Highway Administration refused to allow the District of Columbia use its funds to pay for the parking garage. Local citizens also opposed the parking garage in favor of ground-level-only parking at the station, and demanded that Metro provide more connecting bus routes at the proposed station. These disagreements were put off as Metro officials and others focused on getting the Green Line built, but by 1985 the parking garage remained part of the station's overall transportation and construction plan. Metro solicited bids for an $11 million contract to build the parking garage in early 1985, but rejected all bids when the lowest bidder failed to meet minority-contracting standards. In May 1985, Metro officials still maintained that construction on the parking garage would begin in June.

In a second round of bidding, the winning contractor met the standard, but the cost of the parking garage had now risen by $900,000 to $11.9 million. But the second winning bid was also rejected after transit officials said they inadvertently misstated minority-contracting and minimum wage standards in the contracting process.

Metro relaxed its minority-contracting requirement from 35 percent to 25 percent, and after a third round of bidding awarded a $12.6 million contract for the parking garage to the Kiewit Construction Co. The bid was more than $1.6 million higher than the rejected second-round bid. Construction on the three-level parking structure was well under way by April 1986.

Station construction
Metro's board awarded a $41.5 million contract for the construction of the Anacostia station to Kiewit Construction Co. in June 1985, and said the station would open in 1990. Ground was broken at the site on September 21, 1985. A significant number of prehistoric artifacts were found during the station's excavation. Rubble from the station's construction was dumped on the south side of Good Hope Road SE between 24th Street SE and Altamont Place SE (where the Woodmont Crossing housing project was built in 2002). Exit 3B (Howard Road) on southbound I-295 was closed to construct Anacostia station, blocking traffic from reaching South Capitol Street. Although above-ground construction ended in late 1989, the exit remained closed until December 1991 so that its reopening would coincide with the Anacostia station opening. In July 1991, Metro paid an additional $1 million to install stronger escalator treads at the nine planned Green Line stations (including Anacostia) as well as the Wheaton and Van Dorn Street stations after discovering that the escalator treads it had ordered were insufficiently strong.

Funding for construction of the station and the Green Line was threatened again in 1986, but lengthy negotiations and heavy pressure from Congress led to the release of $400 million on July 16, 1986. Construction proceeded quickly thereafter. On March 23, 1986, the second of the two 2,450 ft, concrete-lined tunnels under the Anacostia River was completed. In December 1988, Metro reaffirmed that the Waterfront, Navy Yard, and Anacostia stations would open in late 1991.

The first Metro budget which contained funds for operating the Green Line was proposed in December 1989, and it requested funds to test the soon-to-open Green Line from Gallery Place-Chinatown to the Anacostia station. The budget also projected that the Green Line from Gallery Place-Chinatown to the Anacostia station would open in 1991, and that new Metrobus service will be added in Prince George's County to bring commuters to the new station. The cost of testing and operating the Green Line left Metro struggling financially. These costs (along with costs associated with extending and operating the Blue Line to Van Dorn Street) forced Metro to cut 335 jobs as well as supplies, travel, overtime and temporary employee budgets. Although ridership was projected to rise 3.8 percent to 260 million trips in the coming year, the increased revenue was not expected to cover the costs of operating the new lines and stations.

Station opening
The Mount Vernon Square, Shaw-Howard University, and U Street stations opened in May 1991.

Metro announced on September 6, 1991, that the Green Line from L'Enfant Plaza to Anacostia would open on December 28, 1991. Only 983 parking spaces would be available at the station upon its opening (673 of them in the parking garage). One hundred and fifty Anacostia residents rode a special preview train along the line on December 21.

The Green Line from L'Enfant Plaza to Anacostia opened on schedule at 8:00 AM on December 28. The $286 million extension added 2.88 mi to the rail system. Although Metro had estimated in September 1991 that 60,000 riders would board daily at the three stations, this number had fallen to just 30,700 riders a day by early December 1991 and to just 28,000 on December 28. Metro estimated 20,000 riders a day would board at Anacostia station alone by late June 1992. Fearing a boycott of the station due to ongoing disputes over bus service in Anacostia (see below), Metro sent large numbers of extra station managers and supervisors into the Anacostia station on the first workday it was open to help commuters decide whether to take rail or bus, and which bus routes to take. Metro said 1,854 people boarded at Anacostia, 459 boarded at Waterfront, and 127 boarded at Navy Yard on the first workday.

Ridership
Ridership continued to expand rapidly on the Green Line. In the first workweek of the year, more than 8,000 riders a day boarded at the three stations (more than 5,000 of them at Anacostia), exceeding Metro's estimates. Although nearly 10,000 riders were boarding each day at the three stations by the third week of January, Metro nonetheless handed out free rail passes (the first free rail pass giveaway in the transit agency's history) to customers at the three stations to encourage ridership. By March 1992, the number of weekday riders had risen to nearly 11,000 per day at Anacostia station alone.

Parking
Initially, parking at the Anacostia station was low. Only an average of 275 people parked each day at the station's parking garage and parking lot by March 1992. To encourage parking, in April 1992 Metro offered half-price parking coupons to encourage commuters to use the Anacostia parking spaces. Metro also held public hearings in Maryland to learn why commuters did not use the lot; crime was the highest concern. The campaign worked, and by November 1992 the lot was nearly full every weekday. In July 1993, District of Columbia officials canceled plans to build a $5.4 million ground-level parking lot at the Anacostia Metro station. The unused funds sat idle until 2004, when the District of Columbia finally used them to improve traffic signals, lighting, and pedestrian access along South Capitol Street between E Street SE and the Anacostia Metro station, and for the design of a new Frederick Douglass Memorial Bridge.

Extension
In 1995, Metro broke ground on the Suitland, Naylor Road, Southern Avenue, and Congress Heights stations, a $900 million project which would complete the final 6.5 mi of the originally planned 103 mi Metrorail system in late 1999. The Green Line's final five stations opened on January 13, 2001.

Controversy
Two major controversies, one over buses and one over the number of rail cars servicing the Green Line, occurred when the station opened.

Bus controversy

Like all Metro stations, the Anacostia station was intended to be a major hub for Metrobus service in its area. But with the Anacostia neighborhood being the poorest and most transit-dependent area in the District of Columbia, changes to bus routes in the area proved highly controversial.

As the opening of the Green Line to Anacostia neared, Metro proposed halving the number of bus routes traveling between Anacostia and the National Archives Building downtown—forcing riders to take the more expensive Metrorail and requiring many riders to walk several blocks to their destination (rather than the "virtually door-to-door service" they currently enjoyed). A total of 25 routes were changed, affecting more than 80,000 riders. Many of the new routes were designed to terminate at the Anacostia station rather than continue into downtown Washington, as they once had.

Metro officials admitted that fares for most Anacostia residents would rise an average of 50 percent, and that Anacostia residents would be forced to pay more and travel farther to access the services (such as doctors) and shopping most District residents had ready access to. To help mitigate the impact of the total fare increase on Anacostia residents, Metro reduced basic bus fares for many routes in the area from $1 to 35 cents. District residents protested the cuts with a picket line in front of Metro's downtown headquarters in late August 1991. Prince George's County residents, too, were angered by the bus route changes, arguing that Metro had promised more (not less) bus service and complaining that they would be forced to use a rail station located in the District of Columbia's most violent and crime-prone neighborhoods. More than 1,000 people packed "raucous" public hearings for three nights in the District and Prince George's County in early September, denouncing Metro and claiming they were "becoming a victim of transportational apartheid."

Worried about the impact of the cuts as well as a possible bus boycott, D.C. Mayor Sharon Pratt Dixon announced on September 11, 1991, that she would seek an alternative to the changes proposed by Metro. But suburban commuters were angry that Metro would keep the bus routes open in Anacostia (at an estimated cost of $4 million) when their bus service had been cut at the time Metrorail stations opened in their areas. But D.C. residents countered that poor African American District citizens could ill-afford the same transit changes and fare increases that wealthy, white suburbanites were asked to absorb. Calls for a boycott increased in mid-September. On September 16, 1991, declaring that the city paid "40 percent of the Metro subsidy, but we're the last to get service," Mayor Dixon threatened to withhold the District's payment to Metro unless the bus changes were rescinded. Metro officials were angered by Dixon's statement, saying District officials had been involved in the bus route planning process for months. Mayor Dixon proposed on September 20 that Metro continue to use the Anacostia station as a hub, but also continue bus service into downtown D.C. The plan (estimated to cost less than $500,000 a year) would require residents to transfer at Anacostia station but would not raise the total fare to more than $1. A month later, Metro's board of directors unanimously agreed to accept Dixon's plan, and cancelled all planned route changes in the District of Columbia and Prince George's County.

The cost of operating the bus routes totaled $2.5 million. Prince George's County, meanwhile, also announced that its county-run buses ("The Bus") would not run to Anacostia station as previously promised either, drawing outrage from D.C.'s representatives on Metro's board. The District of Columbia had spent more than $20 million adding bus bays at the station to accommodate The Bus arrivals. The compromise led residents to call off their boycott of Metrobus.

Two months after the Anacostia station opened, Metro said that a study of bus and rail ridership showed that the unaltered bus routes were costing the transit agency $200,000 a month in lost rail fares. To make up the lost revenue, Metro said it would run only two-car trains on the Green Line during slow periods weekdays and evenings and on Sundays beginning in June 1992. In November 1992, Metro reported that ridership at the Anacostia station was (on average) 7,500 riders a day, 700 below estimates. Metro admitted that although riders had made the switch from bus to rail, the lower ridership numbers due to the recession and not because of continuing bus service in the area. Metro said ridership on buses in the neighborhood was down significantly, and the transit agency reduced the number of buses on some routes to avoid having empty buses.

Bus conditions
Metro also encountered controversy over its plan to upgrade the conditions of the buses in the Anacostia area. A Metro survey in April 1991 found that the 75,000 bus riders in Anacostia were forced to use the dirtiest and most poorly maintained buses operated by the transit agency. Metro also admitted that although it had sent new buses to Southeast in 1983, the buses suffered from a high rate of breakdowns. Metro blamed the problem on its outdated and undersized bus garage at South Capitol and M Streets SE, and proposed building a new, much larger bus garage near the Anacostia Metro station for $30 million to $35 million. Metro originally planned for the bus garage to be built near the new Anacostia station, where many of the routes the buses ran terminated. But D.C. officials balked at that site (arguing the land should be used for development and would cost Metro an extra $3 million a year for 50 years to operate), and asked Metro to build a new bus garage at the site of the existing garage on M Street SE. Metro refused to budget money for that project, arguing that the Metro did not have the $40 million needed to buy additional land at the M Street site. In retaliation, D.C.'s representatives on Metro's board of directors vetoed funding for 16 of Metro's projects. The District of Columbia rezoned the land near the Anacostia station for commercial use in mid-1993, hoping to spur development in the area and prevent Metro from using the site for the bus garage. Washington Gas offered to lease 14 acre in southeast Washington to Metro for the bus garage, but concerns over the $26 million cleanup costs for coal tar pollution at the site led to the rejection of this proposal.

Station operation
The Anacostia station has had relatively few maintenance issues during its lifetime. In 1997, the station's escalators suffered repeated breakdown, as did escalators throughout the Metrorail system, due to poor maintenance.

Parking at the station was originally difficult to find, but availability has improved over time. By July 1997, the parking garage at the Anacostia station was usually full by 9 A.M. on a weekday. But after the Green Line's final five stations opened in January 2001, the parking garage at the Anacostia station became underused. Ten years into its operation, the parking garage required refurbishing, but Metro put the project off for a year to pay for other projects. The parking garage was one of 13 in the Metro system which had no waiting list for long-term parking as of February 2004. Its parking garage still did not fill up on workdays as of March 2005.

The station plays a key role in Metro operations. In October 1997, Metro announced that it would use sidings located near the Anacostia station for storing extra trains whenever major public events downtown (such as Capitals or Wizards games at the Capital One Arena) required extra train service.

Experiments
The Anacostia station has been used several times for experiments in improving Metrorail's operations. In July 1997, Anacostia was one of five Metrorail stations used to test a premium monthly parking fee which would guarantee the purchaser a spot at the station's parking garage. The $50-a-month pass was the most popular at Anacostia, and the pricing scheme was expanded throughout the Metro system in March 1998. Although Metro reserved on 15 percent of all spaces for such parking at most stations, at Anacostia this was raised to 25 percent. In March 1999, Metro tested a new emergency call box system at Anacostia and two other Metrorail stations. When Metro established a carsharing program with Flexcar in 2001, the Anacostia station was one of 12 Metrorail stations at which the system was tested. Metro also tested its "Next Bus" real-time information system (designed to let riders know how long they have to wait for the bus) at Anacostia and four other Metrorail stations. Technical problems and funding issues delayed implementation of the project on a wider scale. Metro relaunched the system in June 2009, and once more Metrobus "Next Bus" signs were activated at Anacostia and two other pilot Metrorail stations. When Metro announced a pilot program in the spring of 2006 to encourage food and other vendors to sell goods in Metrorail stations, Anacostia was one of 12 stations chosen for the test. The program stalled due to cleanliness, safety, and other concerns, but was reinvigorated in 2009, and Anacostia was one of three Metrorail stations chosen again to experiment with the initiative. When Metro adopted the SmarTrip fare care program the same year, Anacostia was one of three stations chosen to experiment with SmarTrip fare gate express lanes. The express lane program was canceled when too few riders used the express lanes. Anacostia was also one of six parking garages and lots where Metro experimented with accepting credit card payments rather than SmarTrip cards in 2007. Anacostia was also one of eight Metro stations which first sold SmarTrip cards in 2008.

Rail car shortage
Service at the Anacostia station and along the entire Green Line was hampered during the station's first decade by a severe shortage of rail cars. Metro first became aware of a rail car shortage in 1988 (at the time, there were only 666 railcars of 1000-, 2000-, and 3000- series rolling stock in the entire system; these comprised the entire system's fleet in 1988), but did little to resolve the issue.

Metro also encountered significant problems estimating the number of riders who would board the system at the Anacostia and other Green Line stations. In June 1991, WMATA estimated that just over 15,000 riders on average would board at the Waterfront, Navy Yard, and Anacostia stations. In December 1991, when the Anacostia Station opened, Metro had revised that number to 30,700 riders per day (by June 1992). Just a week later, Metro dropped that estimate to only 28,000 riders a day (by June 1992).

Even though significant numbers of bus riders in Anacostia had switched to Metrorail by February 1992, WMATA nonetheless began running two- rather than four-car trains on the Green Line on Sundays and during slow periods in order to close a revenue shortfall.

Metro finally ordered new 5000-series rail cars, but the first of the cars were not due to be delivered until February 2001.

The December 2000 opening of the final five Green Line stations (Branch Avenue, Suitland, Naylor Road, Southern Avenue, and Congress Heights) significantly worsened overcrowding and service problems on the Green Line. The five new stations added almost 20,000 new riders a day, overwhelming station platforms, jamming trains to capacity, and forcing many riders at Anacostia and other stations up the line to wait as train after train passed them filled. Metro had estimated that 18,000 riders a day would board from these stations by June 2001. That estimate was exceeded by 2,000 riders a day on the second day the stations were open.

By January 24, the number had risen to more than 30,600 per day—three times as many as originally estimated. Angry commuters using the Anacostia, Navy Yard, and Waterfront stations peppered the transit agency with complaints. Metro claimed a number of factors contributed to the ridership crunch: The system was experiencing record ridership; two-year-old ridership projections were used; the five stations were opened two months ahead of schedule, which was well before 192 new 5000-series rail cars were ready for service; and Metro offered free parking at the Green Line stations, which drew 12,000 riders, 300% of the expected 4,000, to the line.

Early incidents
Since the 1980s, Anacostia has been long been synonymous with crime and violence, and has one of the highest crime rates in the District of Columbia (albeit not in all crimes). Concern about crime on the Green Line stations in southeast D.C. (Anacostia, Congress Heights, and Southern Avenue) have existed for a long time, although statistics only partially support these concerns.

The first reported incident of crime at the Anacostia station occurred during the station's construction. Three teenagers broke into the construction site on July 7, 1989; stole tools; and broke the glass on the cab of a crane before being arrested. Concern about crime at the station led Metro to station additional transit police officers at Anacostia station in the weeks after the station's opening, and D.C. police patrolled the station's parking garage. Fear of crime was one of the reasons why Prince George's County residents fought bus route changes in 1991 which would have forced riders to disembark at Anacostia station.

Concerns about crime at the station initially appeared justified. The first reported crime at Anacostia station occurred on February 5, 1992, just six weeks after the station opened. A man was accosted by three teenagers at about 9:25 P.M. at the station, kidnapped at gunpoint, and forced to strip naked. The youths took clothing, a watch, and $7 from him, and were caught by police while trying to flee the scene of the crime. In its first year of operation, Anacostia tied with the Capitol Heights station for the most auto thefts (17), and accounted for 11.3 percent of all auto thefts at Metrorail stations. By 2005, large crowds of middle and high school students began congregating at the station, brawling and robbing Metro riders and creating a public safety issue. In November 2005, Metro and the District of Columbia Public Schools entered into an agreement to bus students from Anacostia High School directly to the station rather than have them walk or take Metrobus to the station. Metro Transit Police officers, some accompanied by dogs, began patrolling Anacostia station along with six other Metro stations, to increase awareness of police presences in the stations and deter crime. The police presence did not appear to help: Between 2002 and 2006, arrests of juveniles on Metro increased to 295 from 156, and warnings increased 40 percent. Nearly half the arrests occurred at just five stations: Anacostia, Fort Totten, Gallery Place-Chinatown, L'Enfant Plaza, and Minnesota Avenue. Metro even created a special unit to focus on juvenile crime on Metro, and established liaisons at all D.C. public schools to feed intelligence and information about pending problems to Metro's police division.

Trends
Crime continued to be a problem at the Anacostia station late into the first decade of the 21st century. Assaults and shootings were more frequent at the station than at any other station in the transit system. There were 32 robberies at the station in 2007, and Metro Transit Police established a system-wide crime prevention and awareness program to help reduce crime. Although Anacostia was one of the ten Metro stations with the highest crime rate in 2007 (and the only such station on the list inside the District of Columbia), it had no auto thefts or break-ins. To help deter crime, Metro installed outdoor security cameras at the 10 high-crime Metrorail stations in July 2008. Metro Transit Police stepped up their visibility and presence even further in September 2008 at all stations with high student ridership, including Anacostia.

But crime on Metro as a whole was rising in the late 2000s. Historically, Metro has had a significantly lower crime rate than any comparable transit system in the United States. But crime on the transit system began spiking in 2008 and 2009. Robbery rose by 30 percent to 581 incidents in 2008, and in the first four months of 2009 rose another 28.3 percent to 240 robberies. But Anacostia was no longer the station with the most robberies; Gallery Place-Chinatown had 30 percent more robberies than Anacostia (the next-highest station was L'Enfant Plaza, with 20 percent fewer than Anacostia). Nonetheless, juvenile crime (assault and robbery) continued to be a serious issue for Metro, with more than 260 juvenile arrests in the first nine months of 2009 and Metro Transit Police continuing to engage in large numbers of high-visibility patrols. Anacostia, Fort Totten, Gallery Place-Chinatown, L'Enfant Plaza, and Minnesota Avenue continued to be trouble spots, and Metro added Metro Center to the list as well.

Notable crimes
Notable crimes committed at the Anacostia station include:
 * February 5, 1992: A man was accosted by three teenagers at about 9:25 P.M., kidnapped at gunpoint, and forced to strip naked on a nearby street. The youths took clothing, a watch, and $7 from him, and were caught by police while trying to flee the scene of the crime.
 * March 30, 2004: Two men began arguing inside the Anacostia station. One of the men, 29-year-old Bradley Gant, boarded an idling Metrobus. The other man opened fire on the bus with a handgun, shooting Gant in the chest and killing him. The assailant fled and has not been captured as of December 2009.
 * November 17, 2007: 25-year-old Timothy Spicer was carjacked at about 9:10 P.M. near the entrance to the Anacostia station parking garage. He was shot multiple times, pushed from his vehicle, and died a few hours later. In February 2018, Maurice Blakey pled guilty to second degree murder while armed for shooting Mr. Spicer in the back, and was sentenced to a 22 year prison term. Mr. Blakey had two look-outs, Joseph Minor and Randolph Williams. Mr. Minor pled guilty to voluntary manslaughter while armed and was sentenced to 8.5 years to run consecutively to a 47 year prison term he is serving for another murder. Mr. Williams pled guilty to second degree murder. Kadeem Quarles was sentenced to 16 years in prison for his role in the murder of Mr. Spicer in October 2018.
 * June 18, 2008: A Metrobus driver received a gunshot wound to the head at 12:45 P.M. from a stray bullet during a shootout between two teenagers near the Anacostia station. Both juveniles were also wounded. D.C. police arrested both youths inside the station.
 * February 15, 2009: A teenager was shot and wounded inside the Anacostia station at about 12:20 A.M. The teen was allegedly part of a group which boarded the Green Line at the Gallery Place-Chinatown Station. A dispute with another group of teens and young adults broke out. The victim left the train at the Anacostia station, and was shot on the platform. Two Metro Transit Police officers gave chase and captured the alleged assailant (an adult).

Economic development
Metrorail has often been viewed as an important factor in spurring economic development in the D.C. metropolitan region.

However, the Green Line has brought relatively minimal economic development to the area around the Anacostia station.

Early history
The Anacostia area of the District of Columbia is one of the most economically depressed regions of the city, and has been since the 1960s. As early as 1981, consultants and studies were predicting that the Anacostia station would spark a similar economic revival in Anacostia. But little real estate speculation in the area had occurred as of mid-1982. To help spur development, the D.C. City Council adopted a comprehensive land-use policy in 1985 (the city's first), and identified the area around the planned Anacostia station at Howard Road SE as a proposed regional shopping center and designated it a "development opportunity area". In 1988, the D.C. City Council designated the entire Anacostia area an Economic Development Zone, giving tax and other incentives to developers who constructed buildings or established businesses in the area. A wave of federal and city housing subsidies poured into the area in 1989 as the opening of the station neared, leading to the renovation of about 3,500 housing units (homes and apartments) and a rise in the price of land (to $55 per square foot from $2 per square foot, an increase of 2,650 percent) around the station. Many residents and businesses in the area resisted development which was out of character with the Anacostia Historic District, and feared the loss of the area's identity. However, at least one study by a professor of urban and regional planning at George Washington University found that the historic district designation had done little to spur economic growth in the neighborhood. These fears were supported by Dorn McGrath, Jr., director of the George Washington University Institute for Urban Development Research, who says that new Metro stations attracted high-income residents who gentrified their areas, drove rents up, and caused neighborhoods to lose their identity.

Opening
As the Anacostia station opened, little development had occurred, however. The closest businesses (hair salons, carry-out fast food stores, auto repair and tire shops) were three blocks away, and no plans for retail development had been submitted despite the city's action six years earlier. Nonetheless, McGrath and the nonprofit Anacostia Economic Development Corp. both believed new restaurants, new service businesses, and housing redevelopment were coming quickly.

These hopes initially seemed justified. As property assessments in D.C. fell an average of 0.3 percent, assessments near the Anacostia station rose 4.1 percent in 1992 and 9.7 percent in 1993. In mid-1993, the District of Columbia rezoned 11 acre of vacant land (bounded by South Capitol Street, Anacostia Drive SE, and Howard Road SE) known as Poplar Point for mixed-use retail, office and residential use rather than industrial use in order to spur economic development. Dr. McGrath and others warned that the city was moving too fast and allowing economic development to get out of control.

Late 1990s
But by 1997, almost no economic development around the Anacostia station had occurred despite the Economic Development Zone incentives or existence of the new Metro station. In 1999, D.C. Mayor Anthony A. Williams again made development of Poplar Point a major focus of the District government. The Oliver Carr Co., a major D.C. area real estate developer, offered to build the D.C. Department of Employment Services a new headquarters next to the Anacostia Metro station if the government would sell the company its building at 6th Street NW and Pennsylvania Avenue NW, but the offer was not accepted. In 2001, the National Capital Planning Commission produced a master plan for the city's memorials and monuments which suggested that Anacostia (including the Anacostia Metro station) become a hub for new memorials.

Another five years passed, and still Metro and the District of Columbia were trying to find builders who would develop land around the Anacostia station. Although the District of Columbia was building two office buildings at Martin Luther King, Jr. Avenue and Good Hope Road (the Anacostia Professional Building at 2041 Martin Luther King, Jr. Avenue SE and the Anacostia Gateway building at 1800 Martin Luther King, Jr. Avenue SE), Metro was still unable to find developers willing to respond to its call for economic improvement next to the Anacostia station.

Early 2000s
In 2005, D.C. Mayor Williams proposed Metro move its headquarters to a site near the Anacostia station, setting off a years-long controversy. Williams promised to relocate 200000 sqft of city offices and the headquarters of the Anacostia Waterfront Corporation to the building to ensure high occupancy rates. Williams said Metro could then sell its downtown eight-story office building and land at 5th and F Streets NW for $75 million, which would help the transit agency fund projects as well as the move. City officials and Anacostia residents said that the move would spur economic growth in the area, although private-sector developers said that was not clear. Although the D.C. City Council passed legislation requiring Metro to locate in Anacostia (if it moved), Metro officials were skeptical that the move would be cost-effective.

After a year without any movement on the proposal, the Anacostia Waterfront Corp. proposed a more detailed, even larger development that included 750000 sqft of office space, apartments and condos, and retail space. The AWC also proposed building another 180000 sqft of office and residential space by constructing a building above the Anacostia station's bus bays. D.C. representatives on Metro's board of directors pushed the agency to accept the proposal in April 2007. But by November 2007, no decision had been made. In September 2008, D.C. Deputy Mayor for Economic Development Neil Albert joined Metro's board of directors in a move many observers interpreted as an attempt to persuade Metro to move to the Anacostia station. D.C. City Council members criticized Virginia's representatives on the Metro board for not doing more to support the move, and threatened to withhold approval for the Silver Line to Ashburn Station and Dulles International Airport Station. The District backed down from the threat after an independent consultant's report for Metro found that the move would cost the transit agency $70 million. Nonetheless, D.C. Mayor Adrian Fenty (who took office in 2007) said moving Metro's headquarters to the Anacostia station remained the "highest priority of our administration".

Criticism
Metro's efforts to develop the land at the Anacostia station have been strongly criticized. When Metro began operations in 1976, the transit agency created the Joint Development Program cooperatively promote retail, office, and residential development on land owned by Metro, by state or local governments, or private owners in order to boost bus and rail ridership on the system, generate operating income for Metro, and help state and local governments see a return on their investment in Metro (through revenues or increases in tax assessments). By 2007, Metro had signed 56 joint development projects generating $129 million (over 30 years) in income. At least one study showed that Metro-sponsored developments significantly outperformed developments built solely by the private sector. Nonetheless, Metro was only generating a rather small $4.3 million a year from its joint development projects, and anecdotal evidence indicated that Metro had a very mixed history in actually bringing development online.

Current status
In 2006, Metro's Interim General Manager, Dan Tangherlini, established a task force composed of experts in land use and economic development to study Metro's efforts to develop land around its Metrorail stations. Delivered in September 2007, the report found that Metro managers focused on running the system day-to-day and opening new stations and lines rather than pushing income-generating development at existing stations; Metro staff were either apathetic to and "sometimes obstructionist" regarding development planning (particularly regarding stations in Anacostia and Prince George's County); Metro had alienated developers and residents, subjected plans to "interminable reviews", ignored community concerns, and rarely coordinated with local or state government. Although a quarter of Metro's stations had property available for development (most of them in Anacostia and Prince George's County), Metro had done little to develop them. "Metro has been totally ineffective and counterproductive to any decent development at Metro stations," the task force chairman said. The report concluded that Metro had actually hindered development near Metrorail stations. Dozens of proposals had been stymied, and development proposals had dropped to an extremely low 2.1 per station per year. Although the report said the problem was urgent, Metro's board of directors repeatedly postponed discussion of the report for at least seven months.

The last publicly reported development proposal at the Anacostia station came in September 2008. Urban-City Ventures LLC announced it had purchased 200000 sqft of land along both sides of Howard Road SE just west Anacostia Metro station and planned to build a big-box store there (although the retailer was not announced). Meanwhile, Clark Realty Capital LLC and the District of Columbia were petitioning the federal government to transfer 110 acre of federally owned land at Poplar Point to build office buildings.

title: Anacostia station


text:
Talk:VfD

 * See also: Talk:VFD, Talk:Vfd

This is used more than Vfd and has many links to it. Arguably, it should redirect to VFD as well, but it's less clear and more work, so I'm not going to do it. (See also Talk:Vfd.) -- Toby Bartels 00:55, 19 May 2004 (UTC)

 * There are over 170 links to this, so I think it's important it's kept. VfD isn't likely to be confused with the things listed on VFD as they would never be capitalised in that way, so I see no need to change the redirect. Angela. 01:17, May 19, 2004 (UTC)
 * I agree. This should still link to Votes for deletion. The change was really pointless. -- Mike Rosoft 18:55, 1 Oct 2004 (UTC)

I've changed this into a redirect to VFD. is for use on the tops of articles and disambiguation pages (like the one on top of VFD. WP:ASR says we should avoid self references, and it's completely possible that somebody might be looking for something at VFD but type "VfD" or "vfD" or something.  There's no reason to have it point to AfD.  If somebody needs to go there, they can just add a "WP:" to the beginning or just click on the link at the top of the disambiguation page. --Rory096 03:51, 5 June 2006 (UTC)

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

title: Talk:VfD


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Congress Heights station

Congress Heights station is an island-platformed Washington Metro station situated in the Congress Heights neighborhood of Washington, D.C., United States. Opened on January 13, 2001, the station is operated by the Washington Metropolitan Area Transit Authority (WMATA). Serving only the Green Line, it is positioned at the intersection of Alabama Avenue and 13th Street, beneath St. Elizabeths Hospital. Congress Heights marks the terminus of the Green Line in the District of Columbia as it extends southeastward.

Groundbreaking for the final segment of the Green Line occurred on September 23, 1995, and Congress Heights station officially opened on January 13, 2001. Its opening coincided with the completion of approximately 6.5 mi of rail southeast of the Anacostia station, as well as the opening of the Branch Avenue, Naylor Road, Southern Avenue, and Suitland stations.

Congress Heights is the closest metro station to the Entertainment and Sports Arena, home to the Washington Mystics of the WNBA and the Capital City Go-Go of the NBA G League.

Station layout
Congress Heights is the southernmost underground station on the Green Line and features an island platform with escalator entrances on either side of Alabama Avenue. A park and ride and bus bays are located adjacent to the northern entrance.

title: Congress Heights station


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Falaise pocket

The Falaise pocket or Battle of the Falaise pocket (Kessel von Falaise; 12–21 August 1944) was the decisive engagement of the Battle of Normandy in the Second World War. Allied forces formed a pocket around Falaise, Calvados, in which German Army Group B, consisting of the 7th Army and the Fifth Panzer Army (formerly Panzergruppe West), were encircled by the Western Allies. The battle resulted in the destruction of most of Army Group B west of the Seine, which opened the way to Paris and the Franco-German border.

Six weeks after the 6 June 1944 Allied invasion of Normandy, German forces were in turmoil, having expended irreplaceable resources defending the frontline and with Allied air superiority threatening the availability of food and ammunition. However, on the Allied side, British forces had expected to liberate Caen immediately after the invasion, an operation which ended up taking nearly two months, and US forces had expected to control Saint-Lô by the 7 June, yet German resistance delayed this until after Caen's liberation.

The Allied armies developed a multi-stage operation, beginning with Operation Goodwood on 18 July, and continuing with Operation Cobra on 25 July, which saw American forces pushing into a gap around Saint-Lô in and overwhelming the defending German forces. On 1 August, Lieutenant General George S. Patton was named the commanding officer of the newly recommissioned US Third Army, which included large segments of the force that had broken through the German lines. The Third Army quickly pushed south and then east, meeting little resistance. Concurrently, the British/Canadian troops pushed south in Operation Bluecoat, attempting to keep the German armour engaged. Four depleted panzer divisions were insufficient to defeat the First US Army, driving the Germans deeper into the Allied envelopment.

On 8 August, Allied ground forces commander General Bernard Montgomery ordered the Allied armies to converge on the Falaise–Chambois area to envelop Army Group B, with the First US Army forming the southern arm, the British the base, and the Canadians the northern arm of the encirclement. The Germans began to withdraw on 17 August, and on 19 August the Allies linked up in Chambois. German counter-attacks forced gaps in the Allied lines, the most significant of which was a corridor forced past the 1st Polish Armoured Division on Hill 262, a commanding position at the pocket mouth. By the evening of 21 August, the pocket had been sealed, with an estimated 50,000 Germans trapped inside. Approximately 20–50,000 German troops managed to escape the pocket before it was closed. The Allied Liberation of Paris came a few days later, and on 30 August the remnants of Army Group B retreated across the Seine, completing Operation Overlord.

Operation Overlord
Early Allied objectives in the wake of the D-Day invasion of German-occupied France included the deep water port of Cherbourg and the area surrounding the town of Caen. Allied attacks to expand the bridgehead had rapidly defeated the initial German attempts to destroy the invasion force, but bad weather in the English Channel delayed the Allied build-up of supplies and reinforcements, while enabling the Germans to move troops and supplies with less interference from the Allied air forces. Cherbourg was not captured by the VII US Corps until 27 June, and the German defence of Caen lasted until 20 July, when the southern districts were taken by the British/Canadians in Operation Goodwood and Operation Atlantic.

General Bernard Montgomery, the Allied ground forces commander, had planned a strategy of attracting German forces to the east end of the bridgehead against the British/Canadians, while the US First Army advanced down the west side of the Cotentin Peninsula to Avranches. On 25 July the US First Army commander, Lieutenant-General Omar Bradley, began Operation Cobra. The US First Army broke through the German defences near Saint-Lô and by the end of the third day had advanced 15 mi south of its start line at several points. Avranches was captured on 30 July and within 24 hours the US VIII Corps of the US Third Army crossed the bridge at Pontaubault into Brittany and continued south and west through open country, almost without opposition.

Operation Lüttich
The US advance was swift and by 8 August, Le Mans, the former headquarters of the German 7th Army, had been captured. After Operation Cobra, Operation Bluecoat and Operation Spring, the German army in Normandy was so reduced that "only a few SS fanatics still entertained hopes of avoiding defeat". On the Eastern Front, Operation Bagration had begun against Army Group Centre which left no possibility of reinforcement of the Western Front. Adolf Hitler sent a directive to Field Marshal Günther von Kluge, the replacement commander of Army Group B after the sacking of Gerd von Rundstedt, ordering "an immediate counter-attack between Mortain and Avranches" to "annihilate" the enemy and make contact with the west coast of the Cotentin peninsula.

Eight of the nine Panzer divisions in Normandy were to be used in the attack, but only four could be made ready in time. The German commanders protested that their forces were incapable of an offensive, but the warnings were ignored and Operation Lüttich commenced on 7 August around Mortain. The first attacks were made by the 2nd Panzer Division, SS Division Leibstandarte and the SS Division Das Reich, but they had only 75 Panzer IVs, 70 Panthers and 32 self-propelled guns. The Allies were forewarned by Ultra signals intercepts, and although the offensive continued until 13 August, the threat of Operation Lüttich had been ended within 24 hours. Operation Lüttich had led to the most powerful remaining German units being defeated at the west side of the Cotentin Peninsula by the US First Army, and the Normandy front on the verge of collapse. Bradley said,

"This is an opportunity that comes to a commander not more than once in a century. We're about to destroy an entire hostile army and go all the way from here to the German border."

Operation Totalize
The First Canadian Army was ordered to capture high ground north of Falaise to trap Army Group B. The Canadians planned Operation Totalize, with attacks by strategic bombers and a novel night attack using Kangaroo armoured personnel carriers. Operation Totalize began on the night of 7/8 August; the leading infantry rode on the Kangaroos, guided by electronic aids and illuminants, against the 12th SS Panzer Division Hitlerjugend, which held a 14 km front, supported by the 101st SS Heavy Panzer Battalion and remnants of the 89th Infantry Division. Verrières Ridge and Cintheaux were captured on 9 August, but the speed of the advance was slowed by German resistance and some poor Canadian unit leadership, which led to many casualties in the 4th Canadian (Armoured) Division and 1st Polish Armoured Division. By 10 August, Anglo-Canadian forces had reached Hill 195, north of Falaise. The following day, Canadian commander Guy Simonds relieved the armoured divisions with infantry divisions, ending the offensive.

Allied plan
Still expecting Kluge to withdraw his forces from the tightening Allied noose, Montgomery had for some time been planning a "long envelopment", by which the British/Canadians would pivot left from Falaise toward the River Seine while the US Third Army blocked the escape route between the Seine and the Loire, trapping all surviving German forces in western France. In a telephone conversation on 8 August, the Supreme Allied Commander, General Dwight D. Eisenhower, recommended an American proposal for a shorter envelopment at Argentan. Montgomery and Patton had misgivings; if the Allies did not take Argentan, Alençon and Falaise quickly, many Germans might escape. Believing he could always fall back on the original plan if necessary, Montgomery accepted the wishes of Bradley as the man on the spot, and the proposal was adopted.

Battle
It is also referred to as the battle of the Falaise gap (after the corridor which the Germans sought to maintain to allow their escape).

Operation Tractable

The Third Army advance from the south made good progress on 12 August; Alençon was captured and Kluge was forced to commit troops he had been gathering for a counter-attack. The next day, the US 5th Armored Division of the US XV Corps advanced 35 mi and reached positions overlooking Argentan. On 13 August, Bradley over-ruled orders by Patton for a further push northwards towards Falaise by the 5th Armored Division. Bradley instead ordered the XV Corps to "concentrate for operations in another direction". The US troops near Argentan were ordered to withdraw, which ended the pincer movement by the XV Corps. Patton objected but complied, which left an exit for the German forces in the Falaise pocket.

With the Americans on the southern flank halted and then engaged with Panzer Group Eberbach, and with the British pressing in from the north-west, the First Canadian Army, which included the Polish 1st Armoured Division, was ordered to close the trap. After a limited attack by the 2nd Canadian Infantry Division down the Laize valley on 12–13 August, most of the time since Totalize had been spent preparing for Operation Tractable, a set-piece attack on Falaise. The operation commenced on 14 August at 11:42, covered by an artillery smokescreen that mimicked the night attack of Operation Totalize. The 4th Canadian Armoured Division and the 1st Polish Armoured Division crossed the Laison, but delays at the River Dives gave time for the Tiger tanks of the schwere SS-Panzer Abteilung 102 to counter-attack.

Navigating through the smoke slowed progress, and the mistaken use by the First Canadian Army of yellow smoke to identify their positions—the same colour strategic bombers used to mark targets—led to some bombing of the Canadians and slower progress than planned. On 15 August, the 2nd and 3rd Canadian Infantry Divisions and the 2nd Canadian (Armoured) Brigade continued the offensive, but progress remained slow. The 4th Armoured Division captured Soulangy against determined German resistance and several German counter-attacks, which prevented a breakthrough to Trun. The next day, the 2nd Canadian Infantry Division entered Falaise against minor opposition from Waffen SS units and scattered pockets of German infantry, and by 17 August had secured the town.

At midday on 16 August, Kluge had refused an order from Hitler for another counter-attack, and in the afternoon Hitler agreed to a withdrawal but became suspicious that Kluge intended to surrender to the Allies. Late on 17 August, Hitler sacked Kluge and recalled him to Germany; Kluge then killed himself with potassium cyanide, fearing his involvement in the 20 July plot. Kluge was succeeded by Field Marshal Walter Model, whose first act was to order the immediate retreat of the 7th Army and Fifth Panzer Army, while the II SS Panzer Corps—with the remnants of four Panzer divisions—held the north face of the escape route against the British/Canadians, and the XLVII Panzer Corps—with what was left of two Panzer divisions—held the southern face against the Third US Army.

Throughout the retreat, German columns were constantly harried by Allied fighter bombers of the US Ninth Air Force and the RAF Second Tactical Air Force, using bombs, rockets and guns, turning the escape routes into killing grounds. Despite claims of large numbers of tanks and other vehicles destroyed from the air, a post-battle investigation showed that only eleven armoured vehicles could be proved to have had been destroyed by aircraft, although about one third of wrecked trucks were lost to air attack and many others had been destroyed or abandoned by their crews, probably due to the air threat.

Encirclement

On 17 August the encirclement was still incomplete. The 1st Polish Armoured Division, part of the First Canadian Army, was divided into three battlegroups and ordered to make a wide sweep to the south-east to meet American troops at Chambois. Trun fell to the 4th Canadian Armoured Division on 18 August. Having captured Champeaux on 19 August, the Polish battlegroups converged on Chambois, and with reinforcements from the 4th Canadian Armoured Division, the Poles secured the town and linked up with the US 90th and French 2nd Armoured divisions by evening. The Allies were not yet astride the 7th Army escape route in any great strength, and their positions were attacked by German troops inside the pocket. An armoured column of the 2nd Panzer Division broke through the Canadians in St. Lambert, took half the village and kept a road open for six hours until nightfall. Many Germans escaped, and small parties made their way through to the Dives during the night.

Having taken Chambois, two of the Polish battlegroups drove north-east and established themselves on part of Hill 262 (Mont Ormel ridge), spending the night of 19 August digging in. The following morning, Model ordered elements of the 2nd SS Panzer Division and 9th SS Panzer Division to attack from outside the pocket towards the Polish positions. Around midday, several units of the 10th SS Panzer Division, 12th SS Panzer Division and 116th Panzer Division managed to break through the Polish lines and open a corridor, while the 9th SS Panzer Division prevented the Canadians from intervening. By mid-afternoon, about 10,000 German troops had passed out of the pocket.

The Poles held on to Hill 262 (The Mace), and were able from their vantage point to direct artillery fire on to the retreating Germans. Paul Hausser, the 7th Army commander, ordered that the Polish positions be "eliminated". The remnants of the 352nd Infantry Division and several battle groups from the 2nd SS Panzer Division inflicted many casualties on the 8th and 9th battalions of the Polish Division, but the assault was eventually repulsed at the cost of nearly all of their ammunition, and the Poles watched as the remnants of the XLVII Panzer Corps escaped. During the night there was sporadic fighting, and the Poles called for frequent artillery bombardments to disrupt the German retreat from the sector.

German attacks resumed the next morning, but the Poles retained their foothold on the ridge. At about 11:00, a final attempt on the positions of the 9th Battalion was launched by nearby SS troops, which was defeated at close quarters. Soon after midday, the Canadian Grenadier Guards reached Mont Ormel, and by late afternoon the remainder of the 2nd and 9th SS Panzer Divisions had begun their retreat to the Seine. For the Falaise pocket operation, the 1st Polish Armoured Division listed 1,441 casualties including 466 killed, while Polish casualties at Mont Ormel were 351 killed and wounded, with eleven tanks lost. German losses in their assaults on the ridge were estimated at 500 killed and 1,000 men taken prisoner, most from the 12th SS-Panzer Division. Scores of Tiger, Panther and Panzer IV tanks were destroyed, along with many artillery pieces.

By the evening of 21 August, tanks of the 4th Canadian Armoured Division had linked with Polish forces at Coudehard, and the 2nd and 3rd Canadian Infantry divisions had secured St. Lambert and the northern passage to Chambois; the Falaise pocket had been sealed. Approximately 20–50,000 German troops, minus heavy equipment, escaped through the gap and were reorganized and rearmed, in time to slow the Allied advance into Eastern France, the Netherlands, Belgium and Germany.

Analysis

The battle of the Falaise pocket ended the Battle of Normandy with a decisive German defeat. Hitler's involvement had been damaging from the first day, with his insistence on unrealistic counter-offensives, micro-management of generals, and refusal to withdraw when his armies were threatened with annihilation. More than forty German divisions were destroyed during the Battle of Normandy. No exact figures are available, but historians estimate the battle cost the Germans 450,000 men, including 240,000 were killed or wounded. The Allies had 209,672 casualties among their ground forces, including 36,976 killed and 19,221 missing. The Allied air forces lost 16,714 airmen killed or missing in connection with Operation Overlord. The final battle of Operation Overlord, the Liberation of Paris, followed on 25 August, and Overlord ended by 30 August with the retreat of the last German unit across the Seine.

The pocket area was full of the remains of battle. Villages had been destroyed, and derelict equipment made some roads impassable. Corpses of soldiers and civilians littered the area, along with thousands of dead cattle and horses. In the hot August weather, maggots crawled over the bodies, and swarms of flies descended on the area. Pilots reported the smell from hundreds of feet (metres) in the air. General Eisenhower recorded that:

"The battlefield at Falaise was unquestionably one of the greatest 'killing fields' of any of the war areas. Forty-eight hours after the closing of the gap I was conducted through it on foot, to encounter scenes that could be described only by Dante. It was literally possible to walk for hundreds of yards at a time, stepping on nothing but dead and decaying flesh."

Fear of infection from the rancid conditions led the Allies to declare the area an "unhealthy zone". Clearing the area was a low priority though, and went on until well into November. Many swollen bodies had to be shot to expunge gases within them before they could be burnt, and bulldozers were used to clear the area of dead animals.

Disappointed that a significant portion of the German army had escaped from the pocket, many Allied commanders, particularly among the Americans, were critical of what they perceived as Montgomery's lack of urgency in closing the pocket. Writing shortly after the war, Ralph Ingersoll—a prominent peacetime journalist, who had served as a planner on Eisenhower's staff—expressed the prevailing American view at the time:

"The international army boundary arbitrarily divided the British and American battlefields just beyond Argentan, on the Falaise side of it. Patton's troops, who thought they had the mission of closing the gap, took Argentan in their stride and crossed the international boundary without stopping. Montgomery, who was still nominally in charge of all ground forces, now chose to exercise his authority and ordered Patton back to his side of the international boundary line. For ten days, however, the beaten but still coherently organized German Army retreated through the Falaise gap."

Some historians have thought that the gap could have been closed earlier; Wilmot wrote that despite having British divisions in reserve, Montgomery did not reinforce Guy Simonds and that the Canadian drive on Trun and Chambois was not as "vigorous and venturesome" as the situation demanded. The British author and historian Max Hastings wrote that Montgomery, having witnessed what he called a poor Canadian performance during Totalize, should have brought up veteran British divisions to take the lead. D'Este and Blumenson wrote that Montgomery and Harry Crerar might have done more to impart momentum to the British/Canadians. Patton's post-battle claim that the Americans could have prevented the German escape, had Bradley not ordered him to stop at Argentan, was "absurd over-simplification".

Wilmot wrote that "contrary to contemporary reports, the Americans did not capture Argentan until 20 August, the day after the link up at Chambois". The American unit that closed the gap between Argentan and Chambois, the 90th Division, was according to Hastings one of the least effective of any Allied army in Normandy. He speculated that the real reason Bradley halted Patton was not fear of accidental clashes with the British, but knowledge that, with powerful German formations still operational, the Americans lacked the means to defend an early blocking position and would have suffered an "embarrassing and gratuitous setback" at the hands of the retreating Fallschirmjäger and the 2nd and 12th SS-Panzer divisions. Bradley wrote after the war that:

"Although Patton might have spun a line across the narrow neck, I doubted his ability to hold it. Nineteen German divisions were now stampeding to escape the trap. Meanwhile, with four divisions George was already blocking three principal escape routes through Alencon, Sees and Argentan. Had he stretched that line to include Falaise, he would have extended his roadblock a distance of 40 mi. The enemy could not only have broken through, but he might have trampled Patton's position in the onrush. I much preferred a solid shoulder at Argentan to the possibility of a broken neck at Falaise."

Casualties
By 22 August, all German soldiers west of the Allied lines were dead or in captivity. Historians differ in their estimates of German losses in the pocket. The majority state that from 80,000 to 100,000 troops were caught in the encirclement, of whom 10,000–15,000 were killed, 40,000–50,000 were taken prisoner, and 20,000–50,000 escaped. Shulman, Wilmot and Ellis estimated that the remnants of 14–15 divisions were in the pocket. D'Este gave a figure of 80,000 troops trapped, of whom 10,000 were killed, 50,000 captured and 20,000 escaped. Shulman gives, 10–15,000 killed and 45,000 captured. Wilmot recorded 100,000 trapped, 10,000 killed and 50,000 captured. Williams wrote that troops escaped. Tamelander estimated that 50,000 German troops were caught, of whom 10,000 were killed and 40,000 taken prisoner, while perhaps another 50,000 escaped. In the northern sector, German losses included 344 tanks, self-propelled guns and other light armoured vehicles, as well as 2,447 soft-skinned vehicles and 252 guns abandoned or destroyed. In the fighting around Hill 262, German losses totalled 2,000 men killed, 5,000 taken prisoner and 55 tanks, 44 guns and 152 other armoured vehicles destroyed. By 22 August 1944, the 12th SS-Panzer Division "Hitlerjugend" had lost around 8,000 soldiers, out of its initial strength of 20,540, along with most of its tanks and vehicles, which had been redistributed among several Kampfgruppe in the previous weeks. Elements of several German formations had managed to escape to the east, but they left behind most of their equipment. After the battle, Allied investigators estimated that the Germans lost around 500 tanks and assault guns in the pocket, and that little equipment was taken across the Seine.

title: Falaise pocket


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Dan Hays

Daniel Phillip Hays (April 24, 1939) is a Canadian politician born in Calgary, Alberta. He was Speaker of the Senate of Canada from 2001 to 2006, when he became Leader of the Government (Liberal) in the Senate. Hays was the Leader of the Opposition in the 39th Canadian Parliament (2006-2007), and chair of numerous Senate committees.

He is the only child of Muriel and Harry Hays, who served as Minister of Agriculture in the government of Prime Minister Lester B. Pearson. Dan Hays married Kathy in 2001. He has three daughters from his previous marriage.

Hays attended Western Canada High School, and Strathcona-Tweedsmuir in Calgary, as well as, Appleby College in Oakville. He obtained his B.A. degree in history from the University of Alberta and his LL.B. degree from the University of Toronto. Following his articles, in 1966, with the Calgary-based firm Macleod Dixon, he was called to the Alberta Bar, and became known as a prominent lawyer. Hays was active in various practice areas, most notably corporate, commercial, and international operations. As well, he had a meaningful role in the firm's strategic planning and government relations. He served as Chairman of Macleod Dixon, LLP after his retirement from the Senate. He has been a member of Macleod Dixon, and successor firm Norton Rose Fulbright, for over 50 years.

Hays was appointed to the Senate of Canada by Prime Minister Pierre Trudeau on April 29, 1984, representing Alberta. He chose Calgary as his self-designated senate division. Hays served as Chair of the Senate Standing Committee on Agriculture and Forestry from 1986 to 1988 and again from 1994 to 1995. He was also the chair of the Senate Standing Committee on Energy, the Environment and Natural Resources from 1989 to 1993. He chaired the Committee on Senate Reform, 2006 to 2007. On October 12, 1999, he was appointed Deputy Leader of the Government by Prime Minister Jean Chrétien. Chrétien appointed him as Speaker in January 2001. He is the only Albertan to have held this office.

Hays served as president of the Liberal Party of Canada between 1994 and 1999. He has chaired the party's National Executive Committee and Management Committee, as well as serving as Chair of the Liberal party's Revenue Committee. From 1996 to 1998, he served as Election Readiness Co-Chair and National Platform Co-Chair for the Liberal party. Hays is also the past Chair of the Canada-Japan Inter-Parliamentary Group and the Canadian section of the Asia-Pacific Parliamentary Forum.

On February 1, 2006, he was named as the Leader of the Opposition in the Senate, replacing Noël Kinsella, a position he held until being succeeded by Céline Hervieux-Payette on January 18, 2007. On January 22, 2007, he was sworn into the Queen's Privy Council for Canada.

Hays officially vacated his Senate seat on June 30, 2007.

Hays served as an Honorary Lieutenant-colonel of The King's Own Calgary Regiment (RCAC) since 2000 with two extensions in 2007 and 2010 as Honorary Colonel of the Regiment. In 2005, he was admitted to the pantheon of l'Order of La Pléiade by the Canadian branch of l’Assemblée Parlementaire de la Francophonie (APF). He also sits on the Advisory Council of the Canadian Defence and Foreign Affairs Institute. In 2018, he was recognized for his exemplary contributions to Alberta and Canada by his alma mater, the University of Alberta, with an honorary degree of Doctor of Laws.

Honours
On April 29, 2000, Hays received Grand Cordon of the Order of the Sacred Treasure from the Emperor of Japan. He was conferred with this honour for promoting Canada/Japan bilateral relations.

In 2007, Hays was appointed by Prime Minister Stephen Harper as member of the Queen's Privy Council of Canada.

In 2011, Hays became an Officier de la Légion d'honneur for his work in furthering Canada's involvement in the Organisation Internationale de Francophonie.

In 2012 He received the Canadian Forces' Decoration (CD) for 12 years service in the Canadian Army.

In 2014, Hays was recognized as a Distinguished Alumni by the University of Alberta.

In 2017, Hays received the Canadian Senate 150th anniversary of Confederation medal from Sen. Art Eggleton.

On November 21, 2018, Hays received an honorary Doctor of Laws degree from the University of Alberta.

In 2019 He was appointed as Officer of the Order of Canada (OC) by Governor General Julie Payette.

title: Dan Hays


text:
User:CoyneT

Me

 * My name is Coyne Tibbets.tel. I am retired and live in San Bernardino, California, USA.

 * I have done a few submissions, but I don't have a lot of time, so they aren't as frequent as I would like. Quite a few involve simple enhancements of what is already there.

Wiki Memberships

 * WikiBooks user page
 * Wiktionary user page
 * Meta user page
 * Commons user page

Wikipedia Particulars

 * I agree to multi-license all my text contributions, with the exception of article talk pages, wikipedia namespace, and my user pages, as described below:

Project Memberships
It would be fibbing to say I was a member of any project.

Project Pages

 * These are projects on which I am (no doubt) working very slowly.

 * None at this time.

Pages Under Work

 * Articles I am building or once started to build. There probably won't be any more of these; now, if I build a new article, I usually do the initial work offline.

 * User:CoyneT/Sandbox
 * Infobox Color Work Page A page showing yet another proposed format of the Infobox Color template.

 * CLV An article on Constant linear velocity.

 * Normalized Color Coordinate Intended for Wikipedia:Normalized Color Coordinate as a discussion of how color coordinates are shown in Wikipedia and how they would be converted for use in programs which don't support the same ranges. After the page is ready, the goal is to include it in Template:Infobox color for reader reference.  The concept of the following test links have been discarded due to lack of interest. (Test links: hex triplet, RGB Coordinates, CMYK Coordinates, HSV Coordinates.) 01:41, 28 Apr 2005 (UTC)

Pages which are dead issues or indefinitely suspended.

 * Color Standardization: Trying to bring some consistency to Wikipedia color-coordinate usage. This is dropped semi-permanently because the issues it was intended to address are being resolved by Wikiproject Color. 01:41, 28 Apr 2005 (UTC)

Pages going away or went away.

 * I guess I am keeping this list because I seem to keep everything.

 * User:CoyneT/Copyrights The copyright notice is back here, so this page is no longer needed. (That's all that was on it.)
 * User:CoyneT/Computer storage density
 * User:CoyneT/Normalized Color Coordinates was moved to WikiProject Color/Normalized Color Coordinates.

Under consideration

 * module convert/show an idea to add a style guide link to conversion unit sections.

Other Pages
My Sandbox. monobook.js

title: User:CoyneT


text:
Loránd Eötvös

Baron Loránd Eötvös de Vásárosnamény (or Loránd Eötvös,, vásárosnaményi báró Eötvös Loránd Ágoston; 27 July 1848 – 8 April 1919), also called Baron Roland von Eötvös in English literature, was a Hungarian physicist. He is remembered today largely for his work on gravitation and surface tension, and the invention of the torsion pendulum.

In addition to Eötvös Loránd University and the Eötvös Loránd Institute of Geophysics in Hungary, the Eötvös crater on the Moon, the asteroid 12301 Eötvös and the mineral lorándite also bear his name, as well as a peak (Cima Eotvos) in the Dolomites.

Life
Born in 1848, the year of the Hungarian revolution, Eötvös was the son of the Baron József Eötvös de Vásárosnamény (1813–1871), a well-known poet, writer, and liberal politician, who was cabinet minister at the time, and played an important part in 19th century Hungarian intellectual and political life. His mother was the Hungarian noble lady Agnes Rosty de Barkócz (1825–1913), member of the illustrious noble family Rosty de Barkócz that originally hailed from the Vas county, and through this, he descended from the ancient medieval Hungarian noble Perneszy family, which died out in the 18th century. Loránd's uncle was Pál Rosty de Barkócz (1830–1874) was a Hungarian nobleman, photographer, and explorer, who visited Texas, New Mexico, Mexico, Cuba and Venezuela between 1857 and 1859.

Loránd Eötvös first studied law, but soon switched to physics and went abroad to study in Heidelberg and Königsberg. After earning his doctorate, he became a university professor in Budapest and played a leading part in Hungarian science for almost half a century. He gained international recognition first by his innovative work on capillarity, then by his refined experimental methods and extensive field studies in gravity.

Eötvös is remembered today for his experimental work on gravity, in particular his study of the equivalence of gravitational and inertial mass (the so-called weak equivalence principle) and his study of the gravitational gradient on the Earth's surface. The weak equivalence principle plays a prominent role in relativity theory and the Eötvös experiment was cited by Albert Einstein in his 1916 paper The Foundation of the General Theory of Relativity. Measurements of the gravitational gradient are important in applied geophysics, such as the location of petroleum deposits. The CGS unit for gravitational gradient is named the eotvos in his honor.

From 1886 until his death, Loránd Eötvös researched and taught in the University of Budapest, which in 1950 was renamed after him (Eötvös Loránd University).

Eötvös is buried in the Kerepesi Cemetery in Budapest, Hungary.

Torsion balance
A variation of the earlier invention, the torsion balance in the Eötvös experiment, the Eötvös pendulum, designed by Hungarian Baron Loránd Eötvös, is a sensitive instrument for measuring the density of underlying rock strata. The device measures not only the direction of force of gravity, but the change in the force of gravity's extent in the horizontal plane. It determines the distribution of masses in the Earth's crust. The Eötvös torsion balance, an important instrument of geodesy and geophysics throughout the whole world, studies the Earth's physical properties. It is used for mine exploration, and also in the search for minerals, such as oil, coal and ores. The Eötvös pendulum was never patented, but after the demonstration of its accuracy and numerous visits to Hungary from abroad, several instruments were exported worldwide, and the richest oilfields in the United States were discovered by using it. The Eötvös pendulum was used to prove the equivalence of the inertial mass and the gravitational mass accurately, as a response to the offer of a prize. This equivalence was used later by Albert Einstein in setting out the theory of general relativity.

This is how Eötvös describes his balance: "It was just a simple, straight stick that I used as instrument, specially loaded at both ends, enclosed into a metal sheath to protect it from the wind and temperature changes. Upon this stick every single mass, be it near or far, exerts a directing force; but the wire upon which it hangs resists, and whilst resisting it twists, with the degree of this twist showing us the exact magnitude of the forces acting upon the stick. This is a Coulomb balance, and that is all there is to it. It is simple, like the flute of Hamlet, you only have to know how to play on it, and just like the musician who can delight you with splendid variations, the physicist can, on this balance, with no less delight determine the finest variations of gravity. This way we can peer into such depth of the crust of the Earth, that neither our eyes, nor our longest drills could reach."

One of Eötvös' assistants who later became a noted scientist was Radó von Kövesligethy.

Honors
To honor Eötvös, a postage stamp was issued by Hungary on 1 July 1932. Another stamp was issued on 27 July 1948 to commemorate the centenary of the birth of the physicist. Hungary issued a postage stamp on 31 January 1991.

title: Loránd Eötvös


text:
Southern Avenue station

Southern Avenue station is an island platformed Washington Metro station in Prince George's County, Maryland, United States. The station was opened on January 13, 2001, and is operated by the Washington Metropolitan Area Transit Authority (WMATA). Providing service for only the Green Line, the station is located on the southern side of Southern Avenue, putting it just outside the District of Columbia, opposite Valley Terrace straddling the D.C/Maryland border. Southern Avenue is the first station in Maryland going southeast on the Green Line.

Groundbreaking for the final segment of the Green Line occurred on September 23, 1995, and the station opened on January 13, 2001. Its opening coincided with the completion of approximately 6.5 mi of rail southeast of the Anacostia station and the opening of the Congress Heights, Naylor Road, Suitland, and Branch Avenue stations.

This station provides service to National Harbor via Metrobus route NH1 and TheBus route 35.

Station layout
Although this station is open-cut, and the next station east (railroad south) (Naylor Road) is elevated, there is an underground section of the Green Line's tracks between these two stations; additionally, the Southern Avenue station descends into a tunnel at its western (railroad northern) end. The construction and overall design of the station is similar to that of Greensboro on the Silver Line, and Arlington Cemetery on the Blue Line because of its depressed but open-air layout.

title: Southern Avenue station


text:
Rubberneck (album)

Rubberneck is the debut studio album by American rock band Toadies. It was released in August 1994 on Interscope Records and attained RIAA gold and platinum status in December 1995 and December 1996 respectively. The album produced the band's most popular single, "Possum Kingdom".

In 2014, in honor of the album's 20th anniversary, Kirtland Records re-released the album on CD and vinyl on April 1. The album was remastered and also includes five bonus tracks. Three of the bonus tracks are previously unreleased songs from the original album's sessions, including "Run in with Dad" and a cover of Pylon's "Stop It", both of which were previously recorded for Velvet, and "Rockfish", an early version of "Waterfall", a song later recorded for Feeler, the intended follow-up to Rubberneck. The other two bonus tracks are early live versions of "Possum Kingdom" and "Tyler", recorded at Trees Dallas on December 5, 1991. The vinyl only features the original 11 album tracks, and includes a download of the five bonus tracks.

Also in honor of the album's 20th anniversary, current band member Clark Vogeler made Dark Secrets: The Stories of Rubberneck, a 23-minute documentary about the album, featuring original behind-the-scenes footage recorded by Lisa Umbarger as well as newly recorded interviews. It was debuted on March 10, 2014, at the Kessler Theater, in Dallas, Texas. The documentary was then posted on the internet two days later.

Critical reception
The New York Times opined that "Todd Lewis's voice comes across somewhere between Robert Plant and Eddie Vedder." The Village Voice noted that the band's "shrewd mixture of black-metal thematics, punk aggression, and grunge melancholia contains a seed of genuine revelation that rewards anyone who isn't scared off by the whiff of brimstone and scandal that clings to their work."

Personnel

 * Vaden Todd Lewis - Rhythm Guitar, Vocals
 * Darrel Herbert - Lead Guitar
 * Lisa Umbarger - Bass, Baritone Guitar
 * Mark Reznicek - Drums, Percussion
 * Sally Browder - Engineer
 * Tom Rothrock - Producer, Engineer
 * Rob Schnapf - Producer, Engineer
 * Andy Wallace - Mixing
 * Howie Weinberg - Mastering
 * Eric White - Mixing, Mixing Assistant
 * Michael Lavine - Photography

title: Rubberneck (album)


text:
Talk:Greek numerical prefixes

Any pages you know that can link here?? 66.32.251.152 01:02, 19 May 2004 (UTC)

All referenced pages link to the page via See Also paragraph

Latin Scholar Needed!
We need a page on Latin numerical prefixes - I can fill in some of the links Leonard G. 04:49, 20 May 2004 (UTC) Oh, my Latin book had all of those in the back. It was given back at the end of the year. I can probably do something with it, but not until August. ɱў ɭ ĩє What did I do wrong 11:01, 7 June 2007 (UTC)

Pronunciation of "chilia"
As mentioned here, "chilia" is the Greek prefix for 1000. The ch is pronounced using a sound not found in English, namely, the ch in the Scottish loch. Because this sound is not in English, does anyone know of the best way to approximate this ch sound. (Do not confuse this sound with the ch in church, which is very different.) 66.245.26.111 19:55, 30 May 2004 (UTC)

 * χ was pronounced like k in ancient times (close but not exact); in Modern Greek it is like an h but much stronger. m.e. 07:43, 19 Jun 2004 (UTC)

Words with Greek "ch" are always pronounced with "k" in English (for example, "Achilles"). -- Daniel Reinhardt, 11:31, 28 Oct 2004

In English, it's /k/. That does sound a bit odd to me, but I'm used to hearing it with a modern Greek accent... Unless we are going to give Greek pronunciations for the others (/penda/ for penta, /ðoðeka/ for dodeca, etc.) we oughtn't single out chilia. —Tkinias 11:00, 18 Dec 2004 (UTC)

True or false??
True or false: this article needs at attention message. 66.245.100.146 01:34, 23 Aug 2004 (UTC)

Chilia- problem
Is anyone aware of the question I wrote at Talk:1000 (number)?? It is important that this question should be answered by whoever can answer it. 66.245.2.106 14:33, 4 Sep 2004 (UTC)

Problem
Any comments about merging this article and the Latin numerical prefixes article into one article called Numerical prefixes?? Any comments please explain using whatever detail you can. Georgia guy 17:46, 30 Jan 2005 (UTC)
 * Well ... it allows you to include twi-, which is an Old English prefix that isn't on either of these lists. ☺ Uncle G 00:30, 2005 Mar 20 (UTC)

Sanskrit numerical prefixes
Somebody believes in the existence of a third kind of numerical prefix besides Greek and Latin, namely Sanskrit. Does anyone know what these are:

1. eka- 2. dvi- 3. tri- 4. 5. 6. 7. 8. 9. 10. 20. 100. 1000. Georgia guy 22:48, 5 Apr 2005 (UTC)

title: Talk:Greek numerical prefixes


text:
Talk:Rubberneck (album)

<^>v!!This album is connected!!v<^>

 * All song titles serve as redirects to this album, have their own pages, or have been placed at the appropriate disambiguation pages.--Hraefen Talk 20:03, 30 August 2006 (UTC)

Possum Kingdom is a lake in North Texas. The song is about a murder that happened at Possum Kingdom Lake. The band also hails from Texas.

Actual town!
Possum Kingdom is the name of a very small town in South Carolina. —The preceding unsigned comment was added by 216.203.6.12 (talk) 15:00, 8 March 2007 (UTC).

this was not their debut album and the link should be removed from the bottom67.200.133.89 (talk) 02:21, 6 March 2008 (UTC)

Genre.
I have taken out "post-grunge" and put in "Alternative rock" and "grunge". I mean, i know that the Toadies are known as a post band, but this album (which I own, and, coincidentily am listening to right now) and I don't belive it to be "post-grunge" in any way. Any objectors with a good argument and I will revert back. Really, I think we should at least keep "Alternative rock" and "grunge". (this is really CheezerRox4502, i just can't remember my password, AGAIN) —Preceding unsigned comment added by 69.142.142.112 (talk) 23:25, 10 March 2009 (UTC)

Theme
This is a theme album that deals with vampires. The lyrics to (almost) every song are connected and deal with the plot of a girl falling in love with a vampire (eat your heart out, Stephenie Meyer). The song "Possum Kingdom" has nothing to do with murder at a lake, it has to do with a girl agreeing (or perhaps not) to become an immortal vampire. Other songs deal with the girl's desire to break ties with the vampire (Quitter) and eventually killing and cremating him (Velvet, I Burn). If you want citations, you'll have to listen to the entire album. 173.66.226.20 (talk) 01:06, 23 March 2009 (UTC)

Dead external links to Allmusic website – January 2011
Since Allmusic have changed the syntax of their URLs, 1 link(s) used in the article do not work anymore and can't be migrated automatically. Please use the search option on http://www.allmusic.com to find the new location of the linked Allmusic article(s) and fix the link(s) accordingly, prefereably by using the Allmusic template. If a new location cannot be found, the link(s) should be removed. This applies to the following external links: --CactusBot (talk) 09:43, 2 January 2011 (UTC)
 * http://www.allmusic.com/cg/amg.dll?p=amg&sql=A7kq8g44ntv6z

title: Talk:Rubberneck (album)