text:
Bar-le-Duc

Bar-le-Duc, formerly known as Bar, is a commune in the Meuse département, of which it is the capital. The department is in Grand Est in northeastern France.

The lower, more modern and busier part of the town extends along a narrow valley, shut in by wooded or vine-clad hills, and is traversed by the Ornain, which is crossed by several bridges. It is bordered on the north-east by the Marne–Rhine Canal and on the south-west by a small arm of the Ornain called the Canal des Usines, on the left bank of which the upper town (Ville Haute) is situated. The highly rarefied Bar-le-duc jelly, also known as Lorraine jelly, is a spreadable preparation of white currant or red currant fruit preserves. First mentioned in the historical record in 1344, it is also colloquially referred to as "Bar caviar".

History

Bar-le-Duc was at one time the seat of the county, from 1354 the Duchy of Bar. Though probably of ancient origin, the town was unimportant until the 10th century when it was fortified by Frederick I of Upper Lorraine. Bar was an independent duchy from 1354 to 1480, when it was acquired by Duchy of Lorraine.

The Ville Haute, which is reached by steps and steep narrow thoroughfares, is intersected by a long, quiet street, bordered by houses of the 15th, 16th and 17th centuries. In this quarter are the remains (16th-century) of the château of the dukes of Bar, dismantled in 1670, the old clock-tower and the college, built in the latter half of the 16th century. The church of Saint-Étienne (constructed during the 14th and 15th centuries) contains the Cadaver Tomb of René of Chalon, a skilfully carved effigy in white stone of a half-decayed corpse. It was erected to the memory of René of Châlon (died 1544) and is the work of 16th-century artist Ligier Richier, a pupil of Michelangelo.

The lower town contains the official buildings and the churches of Notre-Dame, the most ancient in the town, and St Antony, with 14th-century frescoes. Among the statues of distinguished natives of the town is one of Nicolas Oudinot, whose house serves as the hôtel-de-ville. Other sights include Notre-Dame Bridge, with five arches surmounted by a chapel in the middle.

Bar-le-Duc served as the assembly point for essential supplies going to the besieged city of Verdun during the Battle of Verdun in 1916. Thousands of trucks, carrying men, equipment and food, travelled north, around the clock, on the road linking Bar-le-Duc to Verdun. The route was given the name Voie Sacrée (Sacred Way) by the writer and politician Maurice Barres in April 1916, a reference to the ancient Roman Sacra Via, leading to triumph.

Notable residents
Bar-le-Duc was the birthplace of:
 * Jean de Lorraine (1498–1550), Cardinal de Lorraine, Bishop of Metz, Archbishop of Narbonne
 * Mary of Guise (1515–1560), queen consort of Scotland and mother of Mary, Queen of Scots
 * Francis, Duke of Guise (1519–1563), soldier and politician
 * Louis Joblot (1645–1723), mathematician and microscopist
 * Nicolas Oudinot (1767–1847), marshal of France
 * Jean-Joseph Regnault-Warin (1773–1844), writer, pamphleteer
 * Rémi Joseph Isidore Exelmans (1775–1852), marshal of France
 * Pierre Michaux (1813–1883) inventor
 * Edmond Laguerre (1834–1886), mathematician
 * Albert Cim (1845–1924), novelist, literary critic and bibliographer
 * Henri Poincaré (1854–1912), mathematician and physicist
 * Job (1858–1931), illustrator
 * Raymond Poincaré (1860–1934), statesman
 * Pierre de Bréville (1861–1944), composer
 * Lucien Poincaré (1862–1920), physicist
 * Pierre Camonin (1903–2003), canon and organist
 * Jean Dries (1905–1973), painter
 * Michel Bernard (born 1958), writer and senior official
 * Anaïs Delva (born 1986), singer and actress
 * Benjamin Compaoré (1987–), athlete

Other notable residents were:
 * Jean-François Jacqueminot (1787–1865), who established a great silk factory
 * Ernest Bradfer (1833–1882), who established a major iron works in the town.

Twin cities
As of 2023 Bar-le-Duc is twinned with: Cultural exchanges are made throughout the year and the twinning committee also offers German lessons.
 * 🇩🇪 Griesheim (Germany) since 1978
 * 🇩🇪 Wilkau-Haßlau (Germany) since 1994
 * 🇭🇺 Gyönk (Hungary) since 1995

title: Bar-le-Duc


text:
London and Blackwall Railway

Originally called the Commercial Railway, the London and Blackwall Railway (L&BR) in east London, England, ran from Minories to Blackwall via Stepney, with a branch line to the Isle of Dogs, connecting central London to many of London's docks. It was operational from 1840 until 1926 (for passengers) and 1968 (for goods), closing after the decline of inner London's docks. Much of its infrastructure was reused as part of the Docklands Light Railway. The L&BR was leased by the Great Eastern Railway in 1866, but remained independent until absorbed into the London and North Eastern Railway at the 1923 Grouping. Another branch was opened in 1871, the Millwall Extension Railway.

History
It was authorised by an Act of Parliament entitled An Act for making a Railway from the Minories to Blackwall, with Branches, to be called "The Commercial Railway" dated 28 July 1836 in the reign of William IV. The length of the railway was to be 3+1/4 mi.

The engineer of the line was intended to be John Rennie, but the project's City financiers favoured Robert Stephenson, believing that they would also benefit from the knowledge and wisdom of his respected father George. Although, because of the Act, Robert Stephenson had to follow Rennie's route and use the obscure track gauge of , he was free to choose his own method of propulsion. Drawing on his experience with the Camden Incline on the London and Birmingham Railway he decided upon cable haulage from stationary steam engines.

The railway was on brick arches as far as the West India Docks, and then on an embankment before entering a shallow cutting near the Blackwall terminus at Brunswick Wharf. The station there had an iron-roofed shed, and offices designed in an Italianate style by William Tite.

The line opened on 6 July 1840, and the company changed its name to the London and Blackwall Railway on completion of an extension to Fenchurch Street, just within the City boundary, in 1841. The line was converted to use steam locomotives in 1848, partly because wear on the rope proved greater than anticipated (a steel-wire replacement had been tried but this twisted and kinked ferociously) and partly in consequence of the intended 1849 extensions.

A line from Stepney (now Limehouse) linking it with the Eastern Counties Railway at Bow was opened in 1849, known as the London and Blackwall Extension Railway (LBER), at which time the line was converted to steam locomotive operation and the track converted to. Agreement between the L&BR and the ECR about operation of the services over the LBER could not be reached so the actual junction was not completed. An interchange station called Victoria Park and Bow was opened but the ECR stopped few services there so most services terminated at Bromley and Bow. Services were withdrawn from Victoria Park and Bow on 6 January 1851.

By 1854 relations between the two companies had improved and the junction between the two lines was built and the LBER became part of the initial London Tilbury and Southend (LTSR) route to Fenchurch Street and the ECR started operating trains from Loughton into Fenchurch Street.

The LBER was joined to the new London, Tilbury and Southend Railway direct line from Barking at Gas Factory Junction in 1858.

In 1852 the North London Railway had linked up with the L&BR at Poplar, and Fenchurch Street became the terminus for that line until Broad Street opened in 1865. In 1871 another branch line, the Millwall Extension Railway, opened from Millwall Junction to Millwall Docks to serve the West India Docks better. A year later the line was extended to North Greenwich, near the site of the original Island Gardens DLR station.

Withdrawal of services
In 1893 the Fenchurch Street–Stepney line was widened to four tracks, but by the turn of the century traffic to Blackwall and the Isle of Dogs was dropping. As an economy, railmotors acquired from the Great Western Railway were introduced in 1922 but nonetheless passenger services east of Stepney to North Greenwich and Blackwall were withdrawn on 3 May 1926 as a result of competition from trams.

John Betjeman (1906–1984), in his book First and Last Loves (published 1952), wrote of a journey on the L&BR (most likely in the years just before closure): "Those frequent and quite empty trains of the Blackwall Railway ran from a special platform at Fenchurch Street. I remember them. Like stagecoaches they rumbled past East End chimney pots, wharves and shipping stopping at empty black stations till they came to a final halt at Blackwall station...When one emerged there, there was nothing to see beyond it but a cobbled quay and a vast stretch of wind whipped water..."

The minor stations at Leman Street and Shadwell were closed in 1941 as wartime economy measures (as was Burdett Road opened on the Bow extension route in 1871). The junction at Stepney was disconnected in 1951, so that the only remaining access to the Blackwall Branch was from the LBER via the Limehouse Curve, and this was abandoned in 1963 (last train ran 5 November 1962). Access for occasional goods services to Blackwall and North Greenwich via the North London Railway at Poplar continued until 1968, but with the closure of the docks the line was abandoned, leaving only the Fenchurch Street–Stepney section of the original Blackwall branch still in use.

When the Docklands Light Railway opened in 1987, it reused much of the L&BR line between Minories (renamed Tower Gateway) and Westferry Road. Part of the viaduct at North Greenwich for the line to the original terminus between Mudchute and Island Gardens DLR stations was used, though some of this section became disused again when the extension to Lewisham was constructed and those stations replaced with ones nearby but below ground.

Cable haulage
As built the line was 3+1/2 mi long, with two bidirectional tracks operated independently of each other. At the opening only one track was complete and the other was not brought into use until one month later. Each track had a double length of hemp rope, as an engine was winding in from one end an equivalent length of rope was being paid out at the other. Fourteen miles of rope, with metal swivels inserted at intervals to resist entanglements, were therefore required.

On journeys from the terminus cars were dispatched in two groups: the first group of four cars for the three most distant stations (the terminus stations, as the most important, received two cars per trip) and the second group destined for the three nearest. Each rearmost car was released ("slipped") as the convoy passed through its destination station. When the extension to Fenchurch Street was brought into use the pair of cars for that station was slipped from the rope at Minories as before, but the brakes were not applied. Momentum carried them up the slight slope to the new platforms. "Slipping" and "pinning" (attaching) was controlled from an open platform at whichever end of a car was leading, using levers connected to iron grips (acting vertically against blocks beneath the carriage floor). The carriages were joined by link-and-pin couplings and the pin was withdrawn as each carriage was released. First and second class accommodation was provided; seats were not thought necessary in second class because of the short journey times.

It was clearly dangerous to use the reverse method to pick up cars on journeys to the terminus, so all the cars were "pinned" to the cable at their respective stations and started simultaneously with the convoy departing from the terminus, the timing coordinated by an early example of the Cooke and Wheatstone telegraph. They arrived at the terminus at intervals and a new train gradually assembled itself, with the pair of cars from the far terminus becoming the lead pair for the return trip. The timetable was simply one train every 15 minutes.

Power was provided by eight marine steam engines from Maudslay, Sons and Field, providing for four in use and four in maintenance. The Minories winding house had four at 110 hp but the engines at Blackwall were only at 75 hp as the overall gradient of the line fell from the west, where it was built on brick arches, to the east.

The line was converted to use steam locomotives in 1848, partly because wear on the rope proved greater than anticipated (a steel-wire replacement had been tried but this twisted and kinked ferociously) and partly in consequence of the intended 1849 extensions. A light roof over the line was provided where it passed near to timber stores or shipping, because of the anticipated fire risk from locomotive sparks. It then became possible to travel directly between intermediate stations, without a detour by way of a terminus.

Stations
The stations were:

 * {| class="wikitable"

! Station || Opened || Closed || Notes
 * Fenchurch Street || 1854 || ||
 * Minories (resited) || 1841 || 1853 ||
 * Minories (original) || 1840 || 1841 || Site used for Tower Gateway in 1987
 * Leman Street || 1877 || 1941 ||
 * Cannon Street Road || 1842 || 1848 ||
 * Shadwell || 1840 || 1941 ||
 * Stepney || 1840 || || 1923 renamed Stepney East, 1987 renamed Limehouse
 * Limehouse || 1840 || 1926 || not to be confused with the above
 * West India Docks || 1840 || 1926 ||
 * Millwall Junction || 1871 || 1926 ||
 * Poplar || 1840 || 1926 ||on a different site to Poplar DLR station
 * Blackwall || 1840 || 1926 ||on a different site to Blackwall DLR station
 * }
 * Stepney || 1840 || || 1923 renamed Stepney East, 1987 renamed Limehouse
 * Limehouse || 1840 || 1926 || not to be confused with the above
 * West India Docks || 1840 || 1926 ||
 * Millwall Junction || 1871 || 1926 ||
 * Poplar || 1840 || 1926 ||on a different site to Poplar DLR station
 * Blackwall || 1840 || 1926 ||on a different site to Blackwall DLR station
 * }
 * Poplar || 1840 || 1926 ||on a different site to Poplar DLR station
 * Blackwall || 1840 || 1926 ||on a different site to Blackwall DLR station
 * }
 * Blackwall || 1840 || 1926 ||on a different site to Blackwall DLR station
 * }

Branch to Bow from Stepney, called the London and Blackwall Extension Railway (opened 1849, joint-operated with the Eastern Counties Railway):

 * Burdett Road (opened 1871, closed 1941)
 * Bromley and Bow (1849–1850)
 * Bow Road first station (1876–1892) then closed and replaced by second station to provide interchange with Bow (North London Railway station) and on site of original Bromley and Bow station (opened 1892, closed 1949)
 * Victoria Park & Bow (opened 1849, closed 1850, interchange with Eastern Counties Railway - not to be confused with Victoria Park or Bow stations)

Branch to North Greenwich from Millwall Junction, called the Millwall Extension Railway:

 * South Dock (opened 1871, closed 1926)
 * Millwall Docks (opened 1871, closed 1926)
 * North Greenwich (opened 1871, closed 1926; not to be confused with North Greenwich Underground station)

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

title: London and Blackwall Railway


text:
Finnish war children

During World War II some 70,000 Finnish children (sotalapset, the 'war children' krigsbarn) were evacuated from Finland, chiefly to Sweden, but also to Norway and Denmark. Most were evacuated during the Continuation War (1941–1944) to ease the situation for their parents who set out to rebuild their homes in the re-conquered Karelia returning from the 1940 evacuation of Finnish Karelia. The first surge of evacuees arrived, however, during the Winter War when the Finns had reasons to fear a humanitarian catastrophe following the expected Soviet occupation.

Effects
In retrospect, the evacuation has been considered psychologically flawed, as the separations turned out to inflict a far greater damage on the evacuees than the damage suffered by those children who had remained with their parents in Finland. In comparison to Finland's approximately 23,000 military deaths in the Winter War, the 66,000 in the Continuation War, and the total of 2,000 civilian deaths – and the roughly equally many seriously wounded – the war children were, of course, not physically injured, let alone killed. However, their number is of about the same size as that of the war invalids, and many of them feel their sufferings to be ignored.

Fate
After the war, Finland experienced times of economic hardship, and also substantial insecurity with regard to the Soviet Union's plans for Finland, which resulted in the delay of the return of the children for several years. Ultimately, about 20% of the war children stayed with their foster families after the war, who often adopted them. Many more returned to Sweden as adults, when the prolonged post-war hardship in Finland pushed large contingents of unemployed Finns to Sweden's booming economy in the 1950s–60s.

2005 film – Mother of Mine
Mother of Mine (Finnish: Äideistä parhain, Swedish: Den bästa av mödrar) is a 2005 Finnish-Swedish film directed by Klaus Härö about a Finnish war child who is sent by his mother to live in Sweden during World War II. The film is based on a novel by Heikki Hietamies. It received good reviews from the Finnish press, and was selected as Finland's submission for Best Foreign Language Film at the 78th Academy Awards.

Notable people
Notable people who, as a child, were evacuated from Finland to Sweden during World War II:
 * Jean Cronstedt (born 1932), Swedish gymnast
 * Toini Gustafsson (born 1938), Swedish cross-country skier
 * Pentti Kaskipuro (1930–2010), Finnish artist
 * Laila Kinnunen (1939–2000), Finnish singer
 * Frej Lindqvist (born 1937), Swedish actor
 * Carita Nyström (1940–2019), Finnish writer, poet, journalist and feminist
 * Pentti Saarikoski (1937–1983), Finnish poet

title: Finnish war children


text:
Kate Adie

Kathryn Adie (born 19 September 1945) is an English journalist. She was Chief News Correspondent for BBC News between 1989 and 2003, during which time she reported from war zones around the world.

She retired from the BBC in early 2003 and works as a freelance presenter with From Our Own Correspondent on BBC Radio 4.

Early life
Adie was born in Whitley Bay, Northumberland. She was adopted as a baby by a Sunderland pharmacist and his wife, John and Maud Adie, and grew up there. Her birth parents were Irish Catholics and she made contact with her birth family in 1993, establishing a loving relationship lasting more than 20 years with her birth mother 'Babe' Dunnet. She failed to trace her birth father John Kelly, or his family from Waterford, despite public appeals, she knows only that he had a brother (her blood uncle) Michael.

She had an independent school education at Sunderland Church High School, and in 1963-1964 travelled to Berlin including the Soviet Sector of East Berlin to complete a German language course. She obtained her degree at the University of Newcastle upon Tyne, in Swedish and Icelandic studies. At university she got to know the BBC presenter Marian Foster, who was president of the Gilbert and Sullivan society in which Adie performed several times.

During her third year at Newcastle, she also taught English in sub-arctic northern Sweden.

Radio
Her career with the BBC began, after graduation, as a station assistant at BBC Radio Durham. From 1971 to 1975 she was at Radio Bristol, where she presented 'Womanwise' on Fridays at 11am.

Television
By 1977, she was a BBC South news reporter based in Plymouth and Southampton, before her move to BBC national television news in 1979. She was the duty reporter one evening in May 1980 and first on the scene when the Special Air Service (SAS) went in to break up the Iranian Embassy siege. As smoke bombs exploded in the background and SAS soldiers abseiled in to rescue the hostages, Adie reported live and unscripted to one of the largest news audiences ever while crouched behind a car door. This proved to be her big break. Adie reported extensively for BBC News, including from the north London crime scenes of serial killer Dennis Nilsen, in 1983.

Adie was thereafter regularly dispatched to report on disasters and conflicts throughout the 1980s, including The Troubles in Northern Ireland, the American bombing of Tripoli in 1986 (her reporting of which was criticised by the Conservative Party Chairman Norman Tebbit),  and the Lockerbie bombing of 1988. She was promoted to Chief News Correspondent in 1989 and held the role for fourteen years.

One of her most significant assignments was to report the Tiananmen Square protests of 1989. She was reportedly injured after being grazed by a bullet which had "shaved the skin off her arm", as she ran through Tiananmen Square at the height of the protests. Nearly thirty years later, she said that she and her team were the only crew out in the square, and so were able to witness "the massacre by the Chinese army of its own citizens in Beijing in 1989", which had never been acknowledged by the government nor reported in China. She said, "... at least we were there and we have the evidence of what they did. They would love to erase it from history". Adie famously had a public disagreement with fellow British journalist John Simpson, who reportedly had accused her of falsifying her reports on Tiananmen Square.

Major assignments followed in the Gulf War, the war in the former Socialist Federal Republic of Yugoslavia, the 1994 Rwandan genocide and the war in Sierra Leone in 2000. Her trademark assignment look became flak jacket and pearl earrings.

In Libya she met leader Colonel Muammar Gaddafi. She was also shot by a drunk and irate Libyan army commander after refusing, as a journalist, to act as an intermediary between the British and Libyan governments; the bullet, fired at point-blank range, nicked her collar bone but she did not suffer permanent harm.

While she was in Yugoslavia, her leg was injured in Bosnia and she met Bosnian Serb leader Radovan Karadžić.

A newspaper cartoon features two soldiers, one with a tattered flag "To Iraq" on the barrel of his machine gun, and the caption "We can't start yet... Kate Adie isn't here." Her insistence upon being on the spot elicited the wry adage that "a good decision is getting on a plane at an airport where Kate Adie is getting off".

In 2003 Adie retired from the BBC, where she had been Chief News Correspondent. She subsequently worked as a freelance journalist, where among other work she gives regular reports on Radio New Zealand, as a public speaker, as well as participating in many of the 500 iPlayer episodes of From Our Own Correspondent on BBC Radio 4. She hosted two five-part series of Found, a Leopard Films production for BBC One, in 2005 and 2006. The series considered the life experiences of adults affected by adoption and what it must be like to start one's life as a foundling.

In 2017 she was one of the speakers at the Gibraltar International Literary Festival.

After being appointed a Commander of the Order of the British Empire (CBE) in the 2018 Birthday Honours, Adie warned the public that journalism was under attack:

"We seem to be living through a time where there are threats to journalists everywhere, whether it's repression or censorship, and it's hugely important to recognise that the intention of journalism is to tell it as it is and we need to do that more than ever now."

Adie was appointed Chancellor of Bournemouth University on 7 January 2019, succeeding Baron Phillips of Worth Matravers. In her address, she warned postgraduate journalism students that confirming information and verifying news sources was critical in the current climate of fake news. She stressed the importance of personally verifying news sources. "Getting your person there is an absolutely standard lesson... news is not news without verification. ...If you only have the station cat to send, send them!".

Awards and honours

 * BAFTA Richard Dimbleby Award (1990)
 * OBE (1993 New Year Honours)
 * Deputy Lieutenant of Dorset (2013)
 * BAFTA Fellowship (2018)
 * CBE (2018 Birthday Honours)
 * Honorary degrees:
 * York St John University
 * Nottingham Trent University
 * University of Bath (MA,1987)
 * Loughborough University (1991)
 * Honorary Professor of Journalism at the University of Sunderland
 * three Honorary Fellowships including one awarded by Royal Holloway, University of London (1996)
 * Honorary Doctorate of Letters from Plymouth University (2013)

Personal life
Adie lives in Cerne Abbas, Dorset.

Charitable associations
In 2017 Adie was appointed as ambassador for SSAFA, the UK’s oldest military charity. Adie is currently also an ambassador for SkillForce and the non-governmental organisation Farm Africa. In July 2018 Adie became an Ambassador for the medical charity Overseas Plastic Surgery Appeal.

Adie is a fan of Sunderland AFC. In 2011, she took part in the Sunderland A.F.C. charity Foundation of Light event.

Works

 * - autobiography

In popular culture
Adie's role as a BBC television journalist covering the 1980 Iranian Embassy siege in Princes Gate, central London, is included in 6 Days. The role was played by actress Abbie Cornish.

The satirical British puppet TV show Spitting Image depicted Adie as a thrill seeker giving her the title "BBC Head of Bravery" and featuring her puppet in dangerous situations.

title: Kate Adie


text:
Zeke (band)

Zeke is an American hardcore punk band from Seattle, Washington, formed in 1992. They are known for their extremely fast, energetic guitar sound. Zeke mixes this with strong influences from hard rock, and occasionally blues rock, and are often compared to Motörhead.

Zeke has released six full-length studio albums. Their first single, "West Seattle Acid Party", came out in 1992; after several album releases on indie label Scooch Pooch Records, they signed with Epitaph in 1998. They are currently signed to Relapse Records. They are featured in several soundtracks from video games such as the song "Death Alley" was on Tony Hawk's Pro Skater 4, the song "Long Train Runnin'" appeared on Tony Hawk's Underground 2, and "Kill the King" appeared on Tony Hawk's Project 8. Zeke appeared on the Project Gotham Racing 4 soundtrack. Zeke released a digital EP entitled Lords of the Highway in 2007. It includes the tracks "Lords of the Highway", "Kings and Queens" and "Hay Bailer", as well as a cover of GG Allin's "Die When You Die".

Zeke recorded Hellbender in 2017, 13 years after their last full LP 'Til the Livin' End.

Members
Current
 * Guitar, vocals: Blind Marky Felchtone
 * Guitar: Jeff Hiatt
 * Bass: Jason Freeman
 * Drums: Donny Paycheck

Former
 * Guitar: Abe Zanuel Riggs III, Dizzy Lee Roth, Chris Johnsen, Kyle Whitefoot
 * Bass: Jeff Matz, Mark Pierce, Kurt Kolfelt
 * Drums: Dayne Porras, Buzzy

Original
 * Guitar, vocals: Blind Marky Felchtone
 * Guitar: Dizzy Lee Roth
 * Bass: Mark Pierce
 * Drums: Donny Paycheck

Discography

 * Super Sound Racing (IFA, 1994) (Scooch Pooch (reissue), 1995) (Relapse (reissue) 2008)
 * Flat Tracker (Scooch Pooch, 1996) (Relapse (reissue) 2008)
 * PIG (live 7"), (Man's Ruin, 1997)
 * Kicked in the Teeth (Epitaph, 1998)
 * True Crime (Dropkick, 1999)
 * Pinstriping the Dutchman's Coffin: Von Dutch Tribute (1999)
 * Dirty Sanchez (Epitaph, 2000)
 * Death Alley (Aces and Eights, 2001)
 * Live and Uncensored (live album, 2003)
 * 'Til the Livin' End (Relapse, 2004)
 * Split 7" w/ Disfear (Relapse, 2004)
 * Split CD & 10" w/ Peter Pan Speedrock (Bitzcore, 2005)
 * Lords of the Highway (Digital release and 7") (Relapse, 2007)
 * Hellbender (Relapse, 2018)
 * Ride Hard Ride Free (7 inch, Hound Gawd! Records, 2023)

Compilations

 * Contaminated VI
 * We're a Happy Family: A Tribute to Ramones
 * Mad Mike Jones Presents Mototrax 1
 * How We Rock
 * Alpha Motherfuckers: A Tribute to Turbonegro
 * Free the West Memphis 3: A Benefit For...
 * Punk-O-Rama Vol. 5
 * Serial Killer Compilation
 * Free Air Festival
 * A Fistful of Rock 'N Roll Vol. 1
 * Built for Speed: A Motörhead Tribute
 * Of Things to Come (soundtrack)
 * Punk-O-Rama Vol. 4: Straight Outta the Pit
 * Punk-O-Rama Vol. 3
 * Goin' After Pussy: Teasers & Tidbits
 * Live at the Colourbox Vol. 2
 * Pogo, Strut, Slam, Swivel & Mosh
 * Scooch Pooch Plays: Their Original Sins

title: Zeke (band)