text:
Talk:Monorail

Monorails in Simpsons/fiction
I'm personally surprised nobody has added a section about the satirical views on the monorail as a mode of transportation presented in the Simpsons.
 * That is covered at Marge vs. the Monorail.--MrFishGo Fish 16:02, 15 February 2007 (UTC)
 * I don't really understand what the big deal is with monorails. Why one rail?  Could someone add an "Advantages" section?  --Spikey 16:36, 22 May 2004 (UTC)
 * I suppose taking fiction as a primary information source has the merit that we can prove what we damn well please by the expedient of simply making up the facts. Gordon Vigurs 12:01, 20 March 2006 (UTC)
 * Added. Jpatokal 01:51, 23 May 2004 (UTC)
 * You would be surprised to learn how much of the primary sources end up being fiction through archaeology. — Preceding unsigned comment added by 131.242.9.3 (talk) 05:19, 3 August 2020 (UTC)

Vandalism
Removed quite a bit of vandalism from the page (or maybe monorail really is used as a colloquial term for any form of pidgeon. —Preceding unsigned comment added by 203.37.164.130 (talk) 07:30, 25 October 2009 (UTC)

New monorail is being built in Ukraine
Its secret project I assume (no info on it in press or internet). Testing suite is situated in Gostomel, Ukraine, about six kilometers from Antonov airport. Actually, it's ready (the vehicle). I got exclusive picture of it. Black Phoenix 16:45, 13 August 2006 (UTC)
 * It is a project by Antonov Design Bureau.--Nixer 17:01, 13 August 2006 (UTC)
 * This is clearly NOT a monorail as it runs on two beams, not one. --Dygituljunky (talk) 06:25, 26 October 2009 (UTC)

Computer
There was also a computer company named Monorail. I think the story was: Some guys from Gateway ripped off from them and made computers. They mostly made all-in-one computers, but also made towers. (I own one of there computers). I just have in my hands a computer named monorail but I can not find information about it. It looks like a notebook but is heavy.

disadvantages

 * Monorails must be elevated, they can't be safely street level (without safety zone) or tunnelized.

This elevates perhaps higher (though not by much) than huge steel wheels sitting on top of steel rails. Train wheels have an automatic clearance provided by the rails. But you don't want to get anywhere near them and have to board over or around them. Mea (talk) 04:47, 16 August 2012 (UTC)
 * But this is illogical. Look at the Seattle monorail. How would it make a difference to the system whether the guideway were elevated or not? The base of it could be in a well for easy entrance the same as a subway train. There is a shroud that must clear the ground, covering the bogeys which are typically rubber-tired.

KeithTyler 18:15, Jun 1, 2004 (UTC)
 * Emergency plans for monorails are difficult and reliant on emergency responders, not on e.g. exit routes.

Jpatokal 10:18, 3 Jun 2004 (UTC)
 * Incorrect -- eg. Malaysia's Putrajaya monorail has tunneled sections. Admittedly it doesn't make much sense to not elevate a monorail though, since requiring little space in the air is the mode's primary advantage...
 * Some monorail systems (eg. Las Vegas) do provide full-length exit routes along the track.
 * The Tokyo-Haneda aiport monorail has tunneled sections as well: The aiport stations are underground. It seems a monorail requires no more (and no less) space underground than a subway does.

Yes monorails are easier to construct, and cheaper to maintain (Don't need drivers, total computerization, etc) but I dont think they are necesarily cheaper to build. I think light rail is cheaper to build than monorail, but more expensive to maintain. Any one know the average price of both systems? --Weyoun6 06:37, 23 Jul 2004 (UTC)

 * "Average" prices are so vague as to be meaningless... but in terms of construction material alone, elevated monorail track is a lot less bulky than the equivalent amount of elevated light rail track, and hence much faster (and one would presume cheaper) to build.

 * Contrariwise, drivers can also be eliminated from light rail systems, so this is not an argument in monorail's favor. Most existings monorails do in fact have drivers. Jpatokal 07:54, 23 Jul 2004 (UTC)
 * Except for any recently built monorail (such as the one in Las Vegas, Nevada.) Not sure what the comment means. Not many monorails get built, most of them were built before the advent of the computer, hence they have drivers.

-Why not just use an inflatable "slide" like on airplanes, if an emergency occurs? That cannot be terribly expensive to install/maintain.
 * The monorail in Wuppertal Germany is statistically safer to ride than an elevator. But you touch on the core issue about monorails. To our human brain (which is certifiably poor at assessing risk) they just don't appear robust. Mea (talk) 02:37, 16 August 2012 (UTC)

A gyro-monorail will work at street level, so will the so-called 'peg-leg' design, but this misses the point; a monorail solution is relevant to overcoming the right of way problem in congested city centres, without blotting out as much sunlight as an overhead road or conventional railway.

With turning radii of 7km, without severe hunting limits, and an inability to cope with grades greater than 5%, wheel on steel duo rail solutions introduce a right of way problem in developed countries, where all the land is owned, or large areas are designated as national parks, it is not a problem restricted to cities, and is a problem which is due to get worse.

Light rail industry groups are saying that monorails are much slower to accelerate than light rail trains (with direct impacts on speed, throughput, and finally economics). Could someone who knows more about this please address this in this article? —Preceding unsigned comment added by 138.88.175.108 (talk) 18:57, 30 May 2009 (UTC)

Light rail people are also saying that monorail cars simply can't hold as many people because they are not as wide and the wheels intrude into the cabin. For a whole list of complaints, see this Light Rail Now link (http://www.lightrailnow.org/facts/fa_monorail007.htm). Would like to see some follow up from the monorail experts. —Preceding unsigned comment added by 138.88.175.108 (talk) 18:59, 30 May 2009 (UTC)

 * Contact the rabid fanboys at http://monorails.org. Jpatokal (talk) 00:57, 1 June 2009 (UTC)
 * I'm a fanboy myself. I reviewed the light rail commentaries that helped kill the Seattle monorail extension. Their objections come from a primitive part of the brain. The support "track" for a monorail is always narrower than the car. This looks a little unstable to the eye. It is a fact, people have a hard time assessing risk. The Wuppertal Schwebeban has a near 100% safety record for going on 100 years. However the system actually counts on the cars swinging to avoid pipes, edges of buildings, etc. as designed by those wacky German engineers. Even worse is the gyroscopic balancing model. This relies on a huge spinning mass and you could count on bringing it safely to rest almost 100% of the time. But it doesn't look as safe as the nice wide-load typical train track setup. So it goes, according to human nature, not physics. Mea (talk) 06:34, 16 August 2012 (UTC)

NOT running at street level is seen as an advantage since there are no wrecks as commonly seen in light rail-automobile wrecks. Having a dedicated right-of-way (above, below, or at grade) with no at-grade intersections can be fully automated which should reduce the long-term staffing costs, even if the initial costs are higher. --Dygituljunky (talk) 06:38, 26 October 2009 (UTC)

Seattle Monorail Dispute
The Seattle monorail expansion is not certain to be built, people who think monorails are unsafe and too expensive are against the expansion, so it's not certain to be built. And the city has said that the monorail would maybe be built in 2008, not 2005. CDNguye1 9 July 2005 01:40 (UTC)

Brazilian Monorail
Could anyone specify on this? As a Brazilian, I've never heard of monorail around here. The only thing that ressembles monorail would be Porto Alegre's "aeromovel"

There is a monorail at the Barra Shopping Center in Rio. The last time I was in Brasil it was not working (2002).

There was a monorail in Amapá. Not to be confused with the conventional two-rail system that still operates in a different part of the state (http://www.estradadeferrodoamapa.com/). I recalled reading, years ago, in a book, in a library, about a monorail up there, and here at last are some references:

http://www.academia.edu/988768/O_Massacre_de_Amapa_a_guerra_imperialista_que_nao_houve

http://books.google.com/books?id=QiU6AQAAMAAJ&pg=PA100&lpg=PA100&dq=amapa+monorail&source=bl&ots=Pl_K_bfUYD&sig=XawtmMW3l9RRkpcO_fXyTtiBKyQ&hl=en&sa=X&ei=DM40U5qaCPHKsQSK3YLQBg&ved=0CEIQ6AEwAw#v=onepage&q=amapa%20monorail&f=false

http://books.google.com/books?id=kXkwAAAAYAAJ&pg=PA243&lpg=PA243&dq=cassipore+river&source=bl&ots=W0lOUHEQy0&sig=RPanNnmSY0A7R2hWJ7ysNnRjE2g&hl=en&sa=X&ei=Zc42U4PCEc6psAS66IGoCw&ved=0CD8Q6AEwBQ#v=onepage&q=cassipore%20river&f=false

To summarize: a French enterprise, hauling gold with mules, operating near what is now the French Guianan border. I wish I could offer more. Apparently monorails were fairly common utilities in the 19th century, so much so that hardly anyone thought they required much discussion, or photography. I'd guess that where there's a lot of thick vegetation, nothing but human muscle available to remove it, and the freight carried by such a railway is dense and will never complain of uncomfortable accommodations, one rail is obviously easier than two. The only stated advantage I can find for monorails is for the suspended type (http://en.wikipedia.org/wiki/Monorail_history#Early_developments), whose pylons can be built of varying heights over uneven ground to ensure shallow or no gradients in the rail itself. But that probably wouldn't apply to Amapá, which is not an especially hilly place. Jahutter (talk) 13:37, 30 March 2014 (UTC)

BHX
Removed the ref. to monorail at Birmingham international. The 'skytrain' as they call it runs on two rails and is moved via a cable betweeen the rails. It replaced a maglev system (i think the first public maglev?) which had become too expensive to maintain.

Advantages and disadvantages
I'm considering removing this section, as it tends to list talking points both ways which are not central to the issue of monorail as one transit choice among others. It would be better to include these points in the general discussion of monorail features. -- Cecropia 04:31, 1 February 2006 (UTC)

 * It's an issue that comes up a lot and there are a lot of myths on the pro and con sides, so having them in one place does make sense to me. Jpatokal 10:27, 1 February 2006 (UTC)

An acriminious debate about whether or not monorails are 'good things', is utterly pointless. Monorails have certain niche applications, where wheel on steel adhesion and cornering limitations restrict the use of conventional railways, and space limitations preclude a conventional road.

The obvious applications are theme parks, where an elevated railway of some form clearly gives a wider unobstructed field of view, a similar comment applies to parkland, but here the overhead guideway would be visually obtrusive to everybody else. The next clear niche is in tackling the right of way problem in congested city centres, where the guideway is less obtrusive than an overhead road or railway, and is more likely to be able to follow streets designed around road vehicles. The alternative of tunnelling may be more expensive, depending on the local geology.

If the objection is raised that elevated monorails are incompatible with tunnels, the answer is; who on Earth wants them to go through tunnels? The overhead monorail solution is to travel above the congestion, whilst a tunnel travels beneath. The overhead guideway must be cheaper than tunnelling.

This is a contrived objection, deliberately combining the features of mutually incompatible solutions to present the worst of all worlds, and then associating the result with the design we wish to discredit. A neat trick, but propaganda, not engineering.

I find many other objections somewhat contrived, particularly as baselines for comparison are usually conspicuous by their absence, or change with each attribute considered. When suggesting that the high monorail presents difficulties in evacuating passengers in the event of an emergency (evidently nobody has heard of ladders), we need to compare with the alternative of an underground railway, where the Kings Cross fire demonstrated beyond any possible doubt, that access to a tunnel in the event of a major emergency is many orders of magnitude worse than getting a ladder up to a monorail.

The right of way problem is not restricted to city centres. Wheel on steel high speed trains have a turning circle of some 14km, and have difficulty with gradients much greater than 5%. Braking distances are positively frightening compared with road transport. These restrictions introduce a right of way problem in densely populated developed countries, where all the land is owned by somebody. Either the rights of the individual must be sacrificed for the convenience of the many, or years of legal wrangling will precede any new project whilst compensation is negotiated.

In countries having extensive central state control, such as France, the TGV system can be constructed relatively easily. In a more crowded country, which has traditionally valued the rights of the individual above the State, such as the UK, the chances of using anything other than the existing rail routes, built in the days of steam traction, are not good, especially as the resulting railway will require a massive state subsidy to operate at all.

The challenge here is to achieve speeds of say 180-200mph on existing routes, and it is not at all clear that wheel on steel can deliver.

Gordon Vigurs 10:09, 20 March 2006 (UTC)

 * I mostly agree with your points but your claims that a monorail can't be both elevated and tunneled is AFAIK incorrect. The Putrajaya monorail will be both tunneled and elevated. While you're probably right that a tunneled monorail has little advantage over tunneled light rail, in practice it does arguably make sense to have a tunneled monorail.

 * In many countries modern urban transport systems is a combination of underground and elevated. Clearly for a continous system you can't be switching between light rail and monorail so you stick with one. In practice, in most cases light rail has been used. However monorail does have the advantages in elevated sections that you've mentioned. So for a system that is both elevated and tunnelled, using a monorail does make sense as well.

 * In the Putrajaya case (which is a recently built, planned city), I'm not quite sure of the reasoning. Originally a light rail was planned (KL also has light rail) but the company behind the KL monorail managed to convince the planners to convert to a monorail. The reasons I don't know. There could have be some political wrangling behind it. However it may have primarily been because monorails, arguably look cooler then light rail and would improve the aesthetics in the elevated sections especially. And maybe also because it is primarily a inner city transport system (ala the KL monorail and unlike the KL LRT/light rail). I guess the underground sections were always intended and perhaps with a monorail, some of the underground sections could have been replaced with elevated sections but since the underground sections we're already in the plans, it was decided to go ahead even when light rail was replaced with monorail.

 * However I suspect in practice it does make sense to have tunneled sections since even if monorails make elevated sections more technically feasible they can still potentially ruin the aesthetics. I guess the Putrajaya monorail is in many ways unique as it is going to become part of a planned city where rail (now monorail) has been included in the design from the outset (I believe) and congestion is not currently a problem (indeed the monorail construction was/is? temporarily halted because it was felt unnecessary). Nil Einne 14:00, 2 April 2006 (UTC)

I did a couple of edits again. The "not capable of high speed" seems improbable, as ordinary monorails can exceed 100 km/h and maglevs regularly exceed 500 km/h. The complexity of switches is also highly unlikely to be the reason why there are no large monorail networks. On the other hand, the poor integration with non-monorail systems is a major concern and I've elevated that to the first spot. Jpatokal 10:21, 27 May 2006 (UTC)

 * With all due respect, since you have apparently spent significant time on this article, can we try to clarify our thinking about maglev and monorail. The maglev technology is easily capable of high speed. But the mentioned maglev train in Shanghai is actually not a monorail, check the references I added to Monorail Society and Einar Svensson.  Mea (talk) 05:10, 16 August 2012 (UTC)

Too many images
This article has too many images. At this point they clutter the page and detract from the real information. Anyone have any suggestions for which ones should go? --Hetar 04:34, 30 March 2006 (UTC)

 * I nuked everything except three: the initial KL Monorail pic, because it's pretty and it shows off a straddle-beam monorail; the historical gyroscope monorail, because it's old-school and weird; and the Schwebebahn, because it's historically important and a good example of a suspended monorail. Jpatokal 04:50, 30 March 2006 (UTC)

 * I feel a the Shanghai maglev picture should also be included since it looks cool and is unique. However I'm uncertain whether the maglev can actually be considered a monorail. If it can, then a picture should be added, if not it should be removed from the article! Nil Einne 14:04, 2 April 2006 (UTC)

 * According to the references I added, it is NOT a monorail. I agree that maglev always comes up with the discussion of monorails. So I just added some carefully worded text that should pass muster with the edit nazis. Mea (talk) 04:16, 16 August 2012 (UTC)

SAFEGE
SAFEGE trains are wider then their track, see eg.. This is even clearer in SAFEGE's descendant, the Mitsubishi suspended monorail. Jpatokal 16:55, 11 July 2006 (UTC)

 * There is no reason to employ the term track with reference to a monorail system. There is a guideway with a single rail. On a suspended (type I) monorail it makes even less sense to me. The car is dangling down, looking nothing like a train on its track. Mea (talk) 02:44, 16 August 2012 (UTC)

TfD nomination of Template:Infobox Monorail
Template:Infobox Monorail has been nominated for deletion. You are invited to comment on the discussion at the template's entry on the Templates for Deletion page. Thank you. — Dream out loud 22:36, 1 June 2007 (UTC)

Tehran Mono rail is just a plan. All the story exists only on paper and at the moment, no monorail is constructed.

Pod monorails
I suspect this is a weird reference to personal rapid transit. If there are actual PRTs out there using monorails, let's hear it, but I can't think of any off the top of my head. Jpatokal 07:29, 15 August 2007 (UTC)

 * Again, SkyTran is complete vaporware and doesn't need more than a sentence in the article. Jpatokal 02:45, 27 August 2007 (UTC)

West Midlands (England)
The former transport at Birmingham Internation Airport was a Magnetic Levitation Cabin Transport. Not a monorail.

There was a Von Roll monorail at the Merry Hill shopping centre, providing a very useful transport within the site - but alas not beyond its boundary. It closed when the shopping centre (only) was sold, and eventually was dismantled and sent off to Brazil. When I can find exact facts (dates, etc) I'll edit the page. Simon Citytransport.info 13:36, 7 September 2007 (UTC)citytransport.info

 * Most if not all maglevs are also monorail systems. That said, I'd be open to removing maglev systems from the list though. Jpatokal 14:03, 7 September 2007 (UTC)

Its not in Brazil, its in Broadbeach, queensland, australia, i just saw it - parked and unrepainted. —Preceding unsigned comment added by 203.37.164.130 (talk) 07:34, 25 October 2009 (UTC)

Huh?
I have no idea what this is supposed to mean:

 * Adding extensions by diverging the track is more expensive because of the linear nature of the track itself.

I've removed it until it can be rephrased. Jpatokal 03:52, 9 September 2007 (UTC)

Segway monorail
Segway scooters stay upright by intermittent momentary actuation of electric motors fixed to flywheels, the divergence from vertical being detected by gyroscopes. It is possible to use such reaction wheels to build a monorail vehicle, the reaction wheels having their axes in line with the roll axis of the vehicle, to keep the vehicle upright.

Reaction wheels have long been used to change the orientation of satellites.

Monorails are cheaper to build than conventional railways. A monorail need weigh no more than a conventional rail vehicle, because the bogeys weigh less. This reduction in weight offsets the weight of the reaction wheels and electric motors.

David Erskine

58.168.40.76 06:54, 1 October 2007 (UTC)

'Track' vs. 'Rail'
I've been working on fixing article links to the Track (disambiguation) page, and 'track' has come up in this article, does anyone have an opinion on whether Track (monorail) [to redirect here] needs to be added to the disambig page, meaning the physical track i.e. as in railway track? (Also posted on Talk:Magnetic Levitating Train) MickMacNee (talk) 16:13, 6 December 2007 (UTC)

A train track has two rails. A monorail has a single rail. Yes, we have no tracks, we have no tracks today. This article is so off I treasure it. I have seen articles with very minor flaws talked to death. — Preceding unsigned comment added by Mea (talk • contribs) 02:15, 16 August 2012 (UTC)

The structure upon which a monorail train travels is generally referred to as the beamway. BEAMWAY. Not "monotrack". — Preceding unsigned comment added by 172.56.7.213 (talk) 14:58, 29 July 2014 (UTC)

Fahrenheit 451
The SAFEGE suspended monorail test track was used in the 1966 movie of Fahrenheit 451. —Preceding unsigned comment added by 70.58.133.134 (talk) 03:48, 2 May 2008 (UTC)

I removed a bit at the bottom about the different monorail manufacturers "sucking carl kammerer's dick" If this is a noob edit that makes a mess of something else, sorry! -Googlevictim —Preceding unsigned comment added by 93.97.145.131 (talk) 02:34, 5 March 2009 (UTC)

Historical Monorails.
The following press clipping from 1879 describes a military "one-rail" system, so earlier that the name "Monorail" has not yet come into use. It is also being advocated as a "Cheap railway".

Keep a look out for a logging monorail of more recent times. The vehicle had a crane which could be used to move the track around as each area was logged out. It was particularly useful in swampy ares where normal vehicles would get bogged, the monorail track sections spreading the weight and elimintating this problem.

There is of course the famous Irish monorail.

Tabletop (talk) 04:53, 20 February 2010 (UTC)

Historical Monorails.
The following press clipping from 1879 describes a military "one-rail" system, so earlier that the name "Monorail" has not yet come into use. It is also being advocated as a "Cheap railway".

Keep a look out for a logging monorail of more recent times. The vehicle had a crane which could be used to move the track around as each area was logged out. It was particularly useful in swampy ares where normal vehicles would get bogged, the monorail track sections spreading the weight and elimintating this problem.

There is of course the famous Irish monorail.

Tabletop (talk) 05:01, 20 February 2010 (UTC)

Does not make the important distinction between type I and type II monorail
Just noting it here, will try to gather the documentation that I know you people will demand.

The Wuppertal, Germany Schwebeban (literally "hanging transport") is an example of a type I monorail. The cars are suspended from the guideway. (Also noted is the fact that the dedicated article on this monorail refers to it as "floating" which indicates a lack of understanding about monorails and basic German.)

Monorails such as the Walt Disney World and Seattle monorail are examples of type II monorails. These monorails have the cars sitting atop the guideway.

I am not really an expert on the subject. I simply produced a report on monorails for a technical writing class I took many years ago. I pity the person who gets their primary knowledge of monorails from this article. I know it's easy to tear down. But let me suggest the only real value is the graphics. The text is almost superfluous, in my opinion. After saving this comment, I will look at the references. I can't believe they were actually read through. Sorry. Mea (talk) 02:24, 16 August 2012 (UTC)

Correction: my bad. Apparently the terms "type I" and "type II" monorails have been superseded by newer terms. People in the know know that the hanging one was (practically) realized first and the Alweg system later. But time marches on... — Preceding unsigned comment added by Mea (talk • contribs) 06:12, 16 August 2012 (UTC)

good grief. How uninformed... — Preceding unsigned comment added by 172.56.7.213 (talk) 15:00, 29 July 2014 (UTC)

Ridership on Tokyo Monorail NOT 300,000
I recently edited the page to change the Tokyo Monorail ridership figure from 300,000 down to 120,692. The 300,000 is cited on the web a lot but it is the CAPACITY of the system. If you let google translate this page - http://www.tokyo-monorail.co.jp/company/profile.html - you will see the correct capacity is 311,856 passengers per day (weekday). I have added a note about this. It is still he busiest monorail LINE in the world; Walt Disney World Monorail is the busiest SYSTEM with ~150,000 passengers per day on three lines.

The daily ridership figure is derived from http://www.tokyo-monorail.co.jp/company/profile.html. There is a list of the 2011 "Per day by getting on and off station personnel" by station; if you sum all the figures given then divide by two (i.e. every passenger both enters and exits a station) the daily ridership for that year is 120,692. Tjej (talk) 15:39, 22 May 2013 (UTC)

 * Actually, the Chongqing Monorail crushes both, line 3 alone serves 500k pax/day. Jpatokal (talk) 04:39, 7 February 2014 (UTC)

Dubious claims
From the section Monorail:

 * This high-cost perception was challenged most notably in 1963 when the ALWEG consortium proposed to finance the construction of a major system in Los Angeles in return for the right of operation.

I can't be the only person who finds this claim very dubious. Anyone who follows the progress of large-scale transportation projects understands that costs frequently rise far above whatever was projected at the start of the planning process. How does the proposed cost for a system that was never built serve as an adequate challenge to the notion that monorail systems are very expensive to construct?

 * This was turned down by the city authorities in favour of no system at all, and the later subway system has faced criticism as it has yet to reach the scale of the proposed monorail.

There's a webpage on past visions of L.A.'s transit future, compiled by a library run by the city's current transit agency, which mentions this proposal. There they suggest that giving up the right of operation over this proposed monorail was no easy choice for the public agency in 1963, something that seems to have been overlooked here. It also mentions a competing monorail proposal, something else that isn't mentioned here.

Also, who exactly is criticizing the Los Angeles subway system on the basis of not being as large as a monorail that was never constructed? And by "the later subway system", are we referring just to the Red and Purple Lines, or are we referring to the entire Metro Rail network (which is now quite a bit larger than the monorail system that was proposed)? If we're only comparing it to the subway lines, why? Is that a fair comparison?

I don't want to just start removing text, because I'm sure that would anger other editors here. But someone needs to start backing up these claims. PerryPlanet (talk) 21:51, 25 December 2016 (UTC)

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Farm monorails
Mention farm monorails. https://www.youtube.com/results?search_query=農業用單軌車 Jidanni (talk) 21:10, 1 August 2019 (UTC)

Lead section issues
For several months, User:Ettrig has been expanding lead sections of articles using AI. Some are Ok, some look OK but are wrong and some are just blatantly wrong. As a result of this discussion, we are reverting these edits: There are 1000s of these to fix. In some cases (such as this article), pieces of the lead were subsequently edited by others. Unsure whether the lead is now fully reliable, I have tagged it for possible rewrite. A. B. (talk • contribs • global count) 20:39, 19 July 2023 (UTC)
 * Administrators' noticeboard/Incidents

 * Will review this article's lead in the next few days when I have the chance. Trainsandotherthings (talk) 02:38, 20 July 2023 (UTC)

POV
This article is rather lacking in information on the benefits and disadvantages of monorails compared to other forms of transport. Eldomtom2 (talk) 16:52, 22 August 2023 (UTC)
 * What POV is it pushing? NinjaRobotPirate (talk) 02:15, 23 August 2023 (UTC)
 * A pro-monorail one, since it lacks information on why you would decide not to build a monorail instead of other transport systems.--Eldomtom2 (talk) 11:24, 23 August 2023 (UTC)
 * This is an article about monorails, not other modes of transport. Thus, it seems perfectly appropriate to describe the aspects of a monorail in an article about a monorail. To suggest that this gives the article a pro-monorail POV is misguided at best; we are writing an encyclopedia article, not an essay on why other transit modes may be better or worse. Epicgenius (talk) 15:08, 30 August 2023 (UTC)
 * No, I'm sorry, you can't write an encyclopedia article on a mode of transport without comparing it to other modes of transport. Especially when the article already talks about monorail advantages in the "Differences" section. Wikipedia articles should not restrict themselves to technical information only.--Eldomtom2 (talk) 17:10, 1 September 2023 (UTC)
 * No, I'm sorry, we should not be talking about one mode of transit in an article about another mode of transit. That would be off topic. Furthermore, this article is by no means all-technical. I'm removing the tag again.In any case, I added a few sentences about the possible shortcomings of monorails as compared to other transit systems. Epicgenius (talk) 01:57, 17 September 2023 (UTC)
 * I don't object to removing the POV tag now that you've added some stuff comparing them to other transit systems in a neutral manner, but I still disagree with your attitude that an article on a mode of transport should ignore that mode's place among other modes.--Eldomtom2 (talk) 12:34, 18 September 2023 (UTC)
 * I apologize for my tone earlier, as this was completely due to a misunderstanding on my part. I assumed that you wanted to add detailed info about other modes of transit, when it seems like you wanted to add info comparing the monorail to other modes of transit. – Epicgenius (talk) 23:03, 18 September 2023 (UTC)

Rails
So a monorail doesn't actually use any rail at all in the sense that railroads use it. They use concrete beams and rubber tires.

The irony is that this makes this a track, which doesnt use rails, although I see people in the comments here getting very offended at the idea that anyone would use the term "track" in refere to a monorail. Idumea47b (talk) 19:05, 11 September 2023 (UTC)

title: Talk:Monorail


text:
Wembley Downs, Western Australia

Wembley Downs is a northwestern suburb of Perth, Western Australia. It is about 10 km from the central business district.

History
The name "Wembley Downs" is derived from the name of the local golf course and the name was used by residents before being officially approved in 1959. The golf course was named after the suburb of Wembley, several kilometres east of Wembley Downs. The name "Wembley" originates from a town in England.

In 1927 Wembley Downs was subdivided into approximately 90 lots. Development was slow, due partly to the thick virgin bush and limestone outcrops, which made building difficult. In 1947 the Perth Road Board had to resume 600 blocks for unpaid rates, and these were sold at very low prices. However, growth accelerated in the 1950s, and by the 1970s the area was almost completely developed. The key defining demographic characteristics of the Wembley Downs area are its predominantly family household structure and higher income levels relative to most other areas of the City of Stirling and the Perth metropolitan area.

Hale School, a selective and private Anglican boys' school, is located in Wembley Downs along with a state primary school and "The Downs", a small shopping centre which burnt down in October 2008. The street plan of Wembley Downs was designed in the 1960s in the "garden suburb" formation, in a circular pattern around the main intersection at Hale and Weaponess Roads.

Bus

 * 82 City Beach to Perth Busport – serves The Boulevard
 * 83 City Beach to Perth Busport – serves Empire Avenue
 * 84 City Beach to Perth Busport – serves Hale Road
 * 412 Scarborough Beach Bus Station to Stirling Station – serves Cobb Street and Dunrossil Street

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

title: Wembley Downs, Western Australia


text:
Type II string theory

In theoretical physics, type II string theory is a unified term that includes both type IIA strings and type IIB strings theories. Type II string theory accounts for two of the five consistent superstring theories in ten dimensions. Both theories have $$\mathcal{N}=2$$ extended supersymmetry which is maximal amount of supersymmetry — namely 32 supercharges — in ten dimensions. Both theories are based on oriented closed strings. On the worldsheet, they differ only in the choice of GSO projection.

Type IIA string theory
At low energies, type IIA string theory is described by type IIA supergravity in ten dimensions which is a non-chiral theory (i.e. left–right symmetric) with (1,1) d=10 supersymmetry; the fact that the anomalies in this theory cancel is therefore trivial.

In the 1990s it was realized by Edward Witten (building on previous insights by Michael Duff, Paul Townsend, and others) that the limit of type IIA string theory in which the string coupling goes to infinity becomes a new 11-dimensional theory called M-theory. Consequently the low energy type IIA supergravity theory can also be derived from the unique maximal supergravity theory in 11 dimensions (low energy version of M-theory) via a dimensional reduction.

The content of the massless sector of the theory (which is relevant in the low energy limit) is given by $(8_v \oplus 8_s) \otimes (8_v \oplus 8_c)$ representation of SO(8) where $$8_v$$ is the irreducible vector representation,  $$8_c$$ and $$8_s$$ are the irreducible representations with odd and even eigenvalues of the fermionic parity operator often called co-spinor and spinor representations. These three representations enjoy a triality symmetry which is evident from its Dynkin diagram. The four sectors of the massless spectrum after GSO projection and decomposition into irreducible representations are

$$\text{NS-NS}:~ 8_v \otimes 8_v = 1 \oplus 28\oplus 35= \Phi \oplus B_{\mu\nu} \oplus G_{\mu\nu}$$

$$\text{NS-R}: 8_v\otimes 8_c=8_s\oplus 56_c=\lambda^+ \oplus \psi_m^-$$

$$\text{R-NS}: 8_c\otimes 8_s=8_s\oplus 56_s=\lambda^-\oplus \psi_m^+$$

$$\text{R-R}: 8_s\otimes 8_c=8_v\oplus 56_t=C_n \oplus C_{nmp}$$

where $$\text{R}$$ and $$\text{NS}$$ stands for Ramond and Neveu-Schwarz sectors respectively. The numbers denote the dimension of the irreducible representation and equivalently the number of components of the corresponding fields. The various massless fields obtained are the graviton $$G_{\mu\nu}$$ with two superpartner gravitinos $$\psi_m^\pm $$ which gives rise to local spacetime supersymmetry, a scalar dilaton $$\Phi$$ with two superpartner spinors—the dilatinos $$\lambda^\pm$$, a 2-form spin-2 gauge field $$B_{\mu\nu}$$ often called the Kalb-Ramond field, a 1-form $$C_n$$ and a 3-form $$C_{nmp}$$. Since the $$\text{p}$$-form gauge fields naturally couple to extended objects with $$\text{p+1}$$ dimensional world-volume, Type II-A string theory naturally incorporates various extended objects like D0, D2, D4 and D6 branes (using Hodge duality) among the D-branes (which are $$\text{R}$$$$\text{R}$$ charged) and F1 string and NS5 brane among other objects.

The mathematical treatment of type IIA string theory belongs to symplectic topology and algebraic geometry, particularly Gromov–Witten invariants.

Type IIB string theory
At low energies, type IIB string theory is described by type IIB supergravity in ten dimensions which is a chiral theory (left–right asymmetric) with (2,0) d=10 supersymmetry; the fact that the anomalies in this theory cancel is therefore nontrivial.

In the 1990s it was realized that type IIB string theory with the string coupling constant g is equivalent to the same theory with the coupling 1/g. This equivalence is known as S-duality.

Orientifold of type IIB string theory leads to type I string theory.

The mathematical treatment of type IIB string theory belongs to algebraic geometry, specifically the deformation theory of complex structures originally studied by Kunihiko Kodaira and Donald C. Spencer.

In 1997 Juan Maldacena gave some arguments indicating that type IIB string theory is equivalent to N = 4 supersymmetric Yang–Mills theory in the 't Hooft limit; it was the first suggestion concerning the AdS/CFT correspondence.

Relationship between the type II theories
In the late 1980s, it was realized that type IIA string theory is related to type IIB string theory by T-duality.

title: Type II string theory


text:
Woodlands, Western Australia

Woodlands is a suburb of Perth, Western Australia. Its local government area is the City of Stirling and it is in the federal Division of Curtin.

Many of the streets in Woodlands are named after trees, such as oak, elm, birch, sandalwood and willow.

History
Woodlands is part of the original Woodlands Estate owned by John Daniel Manning. Thomas William Mews was assigned a parcel of the land in 1831. Mews could not fulfil the required duties, and the grant passed to TRC Walters in 1840. It was later part of the land owned by Manning.

In 1842 the locality was named "Jackadup", the Aboriginal name for the area. This was later adapted to "Jackadder Lake", which is still the name of the lake in Woodlands.

Development in Woodlands started in the 1960s. The Floreat Lakes Estate to the south east was subdivided in 1991.

Woodlands is one of Perth's original northern suburbs.

In 1964 Lake View Rd (now Huntriss Rd), saw housing development commence in Woodlands. At this time there were no house between it and Jackadder Lake. Jim Graham was the builder who made many of the original 1960s homes in this street on approximately a fifth of an acre blocks. Many of the homes were purchased for amounts between £3000 and £4000.

The area was surrounded by many bush land areas. Pearson St housed stables, a battery and market gardens. Floreat was the nearest developed suburb and locals tended to shop at Floreat Forum which was then home to the department store Moores. Churchlands was largely undeveloped except for the high school and Herdsman Lake was house free at this time, and remained so until the 1980s.

Woodlands for many years was in the Floreat electorate (now Churchlands), and Andrew Mensaros was the member for many years.

Woodlands Village provided essentials and was home to Freecorns, a butcher, a school uniform shop, and for a time a Shell petrol station.

In the 1970s Woodlands Primary School had a student body of over 700 pupils. There were approximately three classes in each year level from Grade 1 to 7; class sizes ranged generally from 30 to 36 students. Mr Larkin was principal for much of this period. Students walked to school and there was no traffic problems in the area at this time. The kindergarten was in Tamarisk Way with a walkway between houses from Castle Rd to Tamarisk Way. This was closed due to repeated noise complaints; the walkway land was offered for sale to the adjoining residents.

Liege St has seen many changes over the years, including the development of a putt putt course to a retirement village.

Around 1980 a man made island was formed in Jackadder Lake to provide a safe have for nesting wildlife. Many of the trees at the lake were planted by Woodlands Primary School students, who were made tree wardens.

Schools
Woodlands contains two primary schools:
 * Woodlands Primary School, established in 1964 and located at 7 Bentwood Avenue
 * Holy Rosary Catholic Primary School, established in 1959 and located at 35 Williamstown Road

Community Development
Woodlands is well serviced by parks and reserves. The most significant open space surrounds Jackadder Lake. Jackadder Lake was first recorded as "Mews Lake" in 1831 and provides a local recreation area.

There are several smaller parks in the locality, including Sweeting Reserve and Woodlands Reserve.

The neighbourhood retail area is called "Woodlands Village" and is located in the centre of the suburb. Ribbon development along Scarborough Beach Road in the north of Woodlands forms part of the Stirling Regional Centre and supplements local shopping.

The locality also contains a retirement village, while entertainment is provided by Event Cinemas on Liege Street.

title: Woodlands, Western Australia


text:
Territory of Hawaii

The Territory of Hawaii or Hawaii Territory  (Hawaiian: Panalāʻau o Hawaiʻi) was an organized incorporated territory of the United States that existed from April 30, 1900, until August 21, 1959, when most of its territory, excluding Palmyra Island, was admitted to the United States as the 50th U.S. state, the State of Hawaii. The Hawaii Admission Act specified that the State of Hawaii would not include Palmyra Island, the Midway Islands, Kingman Reef, and Johnston Atoll, which includes Johnston (or Kalama) Island and Sand Island.

On July 4, 1898, the United States Congress passed the Newlands Resolution authorizing the U.S. annexation of the Republic of Hawaii, and five weeks later, on August 12, Hawaii became a U.S. territory. In April 1900 Congress approved the Hawaiian Organic Act which organized the territory. United States Public Law 103-150 adopted in 1993, (informally known as the Apology Resolution), acknowledged that "the overthrow of the Kingdom of Hawaii occurred with the active participation of agents and citizens of the United States" and also "that the Native Hawaiian people never directly relinquished to the United States their claims to their inherent sovereignty as a people over their national lands, either through the Kingdom of Hawaii or through a plebiscite or referendum".

Hawaii's territorial history includes a period from 1941 to 1944, during World War II, when the islands were placed under martial law. Civilian government was dissolved and a military governor was appointed.

Background
After the Overthrow of the Hawaiian Kingdom in January 1893, the Provisional Government of Hawaii set out to effect Hawaii's speedy annexation by the United States. A commission, led by Lorrin A. Thurston, was sent to Washington, D.C. to negotiate an annexation treaty with US President Benjamin Harrison. A delegation led by Princess Victoria Kaiulani also went to Washington to protest the overthrow and to lobby against annexation.

Harrison and the commission signed a treaty of annexation, which was sent to the US Senate for ratification. However, the Senate did not act before 4 March 1893, when Harrison's term ended and Grover Cleveland took office. The new president was an anti-imperialist and strongly opposed to annexation. He withdrew the treaty from consideration, and ordered a congressional investigation into the events surrounding the overthrow of the Hawaiian monarchy. After receiving the committee's first report, Cleveland recommended the restoration of Queen Liliuokalani. This did not go over well even with his own party. Eventually a bipartisan congressional vote called for a "hands off" policy in regards to internal events in Hawaii. Further investigation by Congress led to the Morgan Report, which established that US troops in Hawaii had been completely neutral during the overthrow, and exonerated the US military from any accusations of complicity.

The Provisional Government convened a constitutional convention to establish the Republic of Hawaii. Thurston was urged to become the nation's first president but he was worried his brazen personality would damage the cause of annexation. The more conservative Sanford B. Dole, former Supreme Court Justice and friend of Queen Liliuokalani, was elected as the first and only president of the new government.

During the Spanish–American War, Hawaii's strategic location relative to the Philippines made it especially important to American interests, as argued by naval strategist Alfred Thayer Mahan. This and fears that the Empire of Japan would seize control of the islands provided momentum for the proponents of annexation. On 4 July 1898, the U.S. Congress passed a joint resolution to provide for annexing of Hawaii to the United States. The resolution, commonly known as the Newlands Resolution (named after US Representative Francis G. Newlands), was signed into law three days later by President McKinley. The Newlands Resolution states:

"Whereas, the Government of the Republic of Hawaii having, in due form, signified its consent, in the manner provided by its constitution, to cede absolutely and without reserve to the United States of America, all rights of sovereignty of whatsoever kind in and over the Hawaiian Islands and their dependencies, and also to cede and transfer to the United States, the absolute fee and ownership of all public, Government, or Crown lands, public buildings or edifices, ports, harbors, military equipment, and all other public property of every kind and description belonging to the Government of the Hawaiian Islands, together with every right and appurtenance thereunto appertaining: Therefore, Resolved by the Senate and House of Representatives of the United States of America in Congress assembled, That said cession is accepted, ratified, and confirmed, and that the said Hawaiian Islands and their dependencies be, and they are hereby, annexed as a part of the territory of the United States and are subject to the sovereign dominion thereof, and that all and singular the property and rights hereinbefore mentioned are vested in the United States of America."

The resolution took effect on 12 August 1898, and a formal ceremony marking the transfer of Hawaiian state sovereignty to the United States was held that day on the steps of the ʻIolani Palace in Honolulu. The Hawaiian flag was lowered and the American flag was raised in its place.

The Resolution also provided for the establishment of a five-member commission to study what new laws were needed regarding the management and disposition of public lands in Hawaii, and to develop a frame of government for the islands. Its members were Sanford B. Dole (who, under the terms of the Resolution, retained the powers he previously exercised as President of Hawaii), Walter F. Frear (who likewise remained Judge of the Supreme Court of Hawaii), US Senators Shelby M. Cullom (R-Illinois) and John T. Morgan (D-Alabama), and US Representative Robert R. Hitt (R-Illinois). The commission's final report was submitted to Congress for a debate which lasted over a year. Many Southern Representatives and Senators raised objections to establishing an elected territorial government in Hawaii, as doing so would open a pathway for the admission of a state with a "non-white" majority population at a time when strict "Jim Crow laws" enforced white political control throughout the American South.

Organic Act
In early 1900 Congress passed an Act To provide a government for the Territory of Hawaii, which was signed into law by President William McKinley on April 30, 1900. This organic act established the office of governor of Hawaii. Territorial governors were appointed by the president of the United States with the advice and consent of the U.S. Senate. They served for four years, unless removed sooner by the president.

Territorial governors

 * Sanford B. Dole, Republican (1900–1903)
 * George R. Carter, Republican (1903–1907)
 * Walter F. Frear, Republican (1907–1913)
 * Lucius E. Pinkham, Democrat (1913–1918)
 * Charles J. McCarthy, Democrat (1918–1921)
 * Wallace R. Farrington, Republican (1921–1929)
 * Lawrence M. Judd, Republican (1929–1934)
 * Joseph B. Poindexter, Democrat (1934–1942)
 * Ingram M. Stainback, Democrat (1942–1951)
 * Oren E. Long, Democrat (1951–1953)
 * Samuel Wilder King, Republican (1953–1957)
 * William F. Quinn, Republican (1957–1959)

Legislature
The Organic Act also created a bicameral Hawaii Territorial Legislature. It consisted of a lower chamber, the House of Representatives, and an upper chamber, the Senate. Its members were elected by popular vote.

Judiciary
The Act created the Territorial Supreme Court and additional appellate courts. All judges of these courts were appointed by the President with advice and consent of the Senate.

Congressional Delegate
The Act also provided that Hawaii, like other US Territories, would have a non-voting Delegate to the United States Congress.

Congressional delegates
Representation in the U.S. House of Representatives was limited to a single, non-voting delegate:

 * Robert William Wilcox (1900–1903)
 * Jonah Kūhiō Kalanianaole (1903–1922)
 * Henry Alexander Baldwin (1922)
 * William Paul Jarrett (1923–1927)
 * Victor Stewart Kaleoaloha Houston (1927–1933)
 * Lincoln Loy McCandless (1933–1935)
 * Samuel Wilder King (1935–1943)
 * Joseph Rider Farrington (1943–1954)
 * Mary Elizabeth Pruett Farrington (1954–1957)
 * John Anthony Burns (1957–1959)

Tourism

Hawaii's tourism industry began in 1882 when Matson Navigation Company, founded by William Matson, began sailing vessels between San Francisco and Hawaii carrying goods. His transports encouraged him to purchase passenger steamships that would carry tourists hoping to vacation in Hawaii from the U.S. mainland.

Matson's fleet included the SS Wilhelmina, rivaling the best passenger ships serving traditional Atlantic routes. With the boom in interest of Hawaiian vacations by America's wealthiest families in the late 1920s, Matson added the SS Mariposa, SS Monterey and SS Lurline (one of many Lurlines) to the fleet.

Matson Navigation Company operated two resort hotels in Honolulu near royal grounds. The first (and for a time the only) hotel on Waikīkī was the Moana Hotel which opened in 1901. As the first hotel in Waikīkī, the Moana Hotel was nicknamed the "First Lady of Waikīkī." The hotel gained international attention in 1920 when Edward, Prince of Wales and future King Edward VIII of the United Kingdom, stayed as a guest.

In 1927, the luxurious Royal Hawaiian Hotel, informally called the "Pink Palace of the Pacific", opened for business. It was the preferred Hawaii residence of President Franklin D. Roosevelt when he visited Hawaii during World War II.

Military bases
With annexation, the United States saw Hawaii as its most strategic military asset. McKinley and his successor U.S. President Theodore Roosevelt expanded the military presence in Hawaii and established several key bases, some still in use today. By 1906, the entire island of Oahu was being fortified at the coastlines with the construction of a "Ring of Steel," a series of gun batteries mounted on steel coastal walls. One of the few surviving batteries completed in 1911, Battery Randolph, is today the site of the U.S. Army Museum of Hawaii.

List of territorial installations:

 * Camp McKinley (est. 1898)
 * Fort Kamehameha (est. 1907)
 * Pearl Harbor Naval Station (est. 1908)
 * Fort Shafter (est. 1907)
 * Fort Ruger (est. 1909)
 * Schofield Barracks (est. 1909)
 * Battery Closson (est. 1911)
 * Battery Dudley (est. 1911)
 * Battery Randolph (est. 1911)
 * Fort DeRussy (est. 1915)
 * Wheeler Army Airfield (est. 1922)

Industrial boom and the "Big Five"
As a territory of the United States, sugarcane plantations gained a new infusion of investment. By getting rid of tariffs imposed on sugarcane sent to the continental United States, planters had more money to spend on equipment, land and labor. Increased capital resulted in increased production. Five kingdom-era corporations benefited from annexation, becoming multimillion-dollar conglomerations: Castle & Cooke, Alexander & Baldwin, C. Brewer & Co., American Factors (later Amfac), Theo H. Davies & Co. Together, the five companies dominated the Hawaiian economy as the "Big Five."

Pineapples and Hawaii
James Dole, also known as the Pineapple King, arrived in Hawaii in 1899. He purchased land in Wahiawa and established the first pineapple plantation in Hawaii. Confident that canned pineapples could become a popular food export, Dole built a cannery near his first plantation in 1901. Hawaiian Pineapple Company, later renamed Dole Food Company, was born. With his profits soaring, Dole expanded and built a larger cannery in Iwilei near Honolulu Harbor in 1907. The Iwilei location made his main operations more accessible to labor. The cannery at Iwilei was in operation until 1991. Dole found himself in the midst of an economic boom industry. In response to growing pineapple demand in 1922, Dole purchased the entire island of Lanai and transformed the Hawaiian tropical low shrublands into the largest pineapple plantation in the world. For a long stretch of time, Lanai would produce 75% of the world's pineapple and become immortalized as the "Pineapple Island."

By the 1930s, Hawaii became the pineapple capital of the world and pineapple production became its second largest industry. After World War II, there were a total of eight pineapple companies in Hawaii. Today pineapples are imported from Thailand and elsewhere; few are commercially grown in Hawaii.

Race relations
One of the most prominent challenges territorial Hawaii had to face was race relations. Intermarriage was tolerated and even sought after. Many native women married immigrant men and joined their community. By 1898, most of Hawaii's population was made up of plantation workers from China, Japan, the Philippines, and Portugal. Their plantation experiences molded Hawaii to become a plantation culture. The Hawaiian Pidgin language was developed on the plantations so they all could understand each other. Buddhism and Shintoism grew to become large religions. Catholicism became Hawaii's largest Christian denomination.

Massie Trial
Race relations in Hawaii took to the national spotlight on September 12, 1931 when Thalia Massie, a U.S. Navy officer's wife, got drunk and alleged that she was beaten and raped. That same night, the Honolulu Police Department stopped a car and detained five men, all plantation workers. Officers took the men to Massie's hospital bedroom where she identified them. Although evidence could not prove that the men were directly involved, national newspapers quickly ran stories about the brute locals on the prowl for white women in Hawaii. The jury in the initial trial failed to reach a verdict. One of the accused was afterwards severely beaten, while another, Joseph Kahahawai, was murdered. Police caught the Kahahawai killers: Massie's husband Thomas, mother Grace Fortescue, and two sailors. Famed criminal lawyer Clarence Darrow defended them. A jury of locals found them guilty and sentenced to hard labor for ten years. Outraged by the court's punishment, the territory's white leaders as well as 103 members of Congress signed a letter threatening to impose martial law over the territory. This pressured Governor Lawrence M. Judd to commute the sentences to an hour each in his executive chambers. Hawaii residents were shocked and all of America reconsidered what they thought of Hawaii's racial diversity. The term "local" (Hawaii's non-Caucasian population) was galvanized through the Massie trial

Martial law
From 1941 to 1944, following the attack on Pearl Harbor and America's entry into World War II, Territorial Governors Joseph Poindexter and Ingram Stainback stripped themselves of their administrative powers by declaring martial law. With the territorial constitution suspended, the legislature and supreme court were also dissolved indefinitely. Military law was enforced on all residents of Hawaii. The formation of the military government was mostly done by Major General U.S. Army Judge Advocate General's Corps, who became military Attorney General. General Walter Short appointed himself military governor December 7, 1941. He assumed control of Hawaii and governed from ʻIolani Palace, which was quickly barricaded and fitted with trenches. He was relieved December 17 and charged with dereliction of duty, accused of making poor preparations in case of attack before the attack on Pearl Harbor.

Under martial law, every facet of Hawaiian life was under the control of the military governor. His government fingerprinted all residents over the age of six, imposed blackouts and curfews, rationed food and gasoline, censored the news and media, censored all mail, prohibited alcohol, assigned business hours, and administered traffic and special garbage collection. The military governor's laws were called General Orders. Violations meant punishment without appeal by military tribunals.

Anthony, the shadow Attorney General of the period, provides different information. The "aged and weak" Poindexter (sic), an appointed Democrat, was variously misled into surrendering his powers. Anthony does not mention fingerprinting; corroborates gasoline rationing but not food (the latter unlike the mainland); and disproves a liquor ban by showing how the military gained handsome profits by liquor permits and fees.

The military government instituted employment stasis by General Order No. 91 (no leaving an employer without a letter of good standing); and the banning of courts that required witnesses and juries. Traffic violations were said to have netted prison terms and the military courts evidenced bias against civilians. There ensued a turf battle between the federal Departments of War, Justice and Interior, in which the middle one played a mediating or flip-flopping role. Indeed, it appeared War if not the Pacific Command was operating autonomously.

The Glockner and Seifert cases, actually two detained, naturalized Germans, tested the military's suspension of habeas corpus. In the second year of martial law, August 1943, U.S. District Judge Metzger subpoenaed General Richardson as to why these two were held without charges. The General, according to General Order No. 31, could have had the server arrested for bringing charges against a military person, but instead had the Marshal manhandled so as to evade summons. The prisoners were released outside of Hawaii, avoiding the implicated fall of military power.

List of military governors:
 * Walter C. Short (1941)
 * Delos C. Emmons (1941–1943)
 * Robert C. Richardson Jr. (1943–1944)

Democratic Revolution of 1954
The Democratic Revolution of 1954 was a nonviolent revolution consisting of general strikes, protests, and other acts of civil disobedience. The Revolution culminated in the territorial elections of 1954 where the reign of the Hawaii Republican Party in the legislature came to an abrupt end, as they were voted out of office to be replaced by members of the Democratic Party of Hawaii.

Hawaii 7
During the years leading up to the ousting of the Republican Party, Cold War fears brewed and the U.S. was in the middle of the Second Red Scare. The FBI employed the Smith Act toward the ILWU and Communist Party of Hawaii, arresting those who would become known as the Hawaii 7 on August 28, 1951, in synchronized raids at 6:30 that morning. They were convicted in a two-year-long trial. The Hawaii 7 were eventually released in 1958:

 * Jack Hall
 * John Reinecke
 * Koji Ariyoshi
 * Jack Kimoto
 * Jim Freeman
 * Charles Fujimoto
 * Eileen Fujimoto

Statehood
The first Congressional bill for Hawaii statehood was proposed in 1919 by Kuhio Kalanianaole, and was based upon the argument that World War I had proved Hawaii's loyalty. It was ignored, and proposals for Hawaii statehood were forgotten during the 1920s because the archipelago's rulers believed that sugar planters' interests would be better served if Hawaii remained a territory. Following the Jones–Costigan amendment, another statehood bill was introduced to the House in May 1935 by Samuel Wilder King but it did not come to be voted on, largely because FDR himself strongly opposed Hawaii statehood, while "Solid South" Democrats who could not accept non-white Congressmen controlled all the committees.

Hawaii resurrected the campaign in 1940 by placing the statehood question on the ballot. Two-thirds of the electorate in the territory voted in favor of joining the Union. After World War II, the call for statehood was repeated with even larger support, even from some mainland states. The reasons for the support of statehood were clear:

 * Hawaii wanted the ability to elect its own governor
 * Hawaii wanted the ability to elect the president
 * Hawaii wanted an end to taxation without voting representation in Congress
 * Hawaii suffered the first blow of the war
 * Hawaii's non-white ethnic populations, especially the Japanese, proved their loyalty by having served on the European frontlines
 * Hawaii consisted of 90% United States citizens, most born within the U.S.

A former officer of the Honolulu Police Department, John A. Burns, was elected Hawaii's delegate to Congress in 1956. A Democrat, Burns won without the white vote but rather with the overwhelming support of Japanese and Filipinos in Hawaii. His election proved pivotal to the statehood movement. Upon arriving in Washington, D.C., Burns began making key political maneuvers by winning over allies among Congressional leaders and state governors. Burns' most important accomplishment was convincing Senate Majority Leader Lyndon B. Johnson (D-Texas) that Hawaii was ready to become a state, despite the continuing opposition of such Deep Southerners as James Eastland and John Sparkman.

In March 1959, both houses of Congress passed the Hawaii Admission Act and U.S. President Dwight D. Eisenhower signed it into law. On June 27, 1959, a plebiscite was held asking Hawaii residents to vote on accepting the statehood bill. The plebiscite passed overwhelmingly, with 94.3% voting in favor. On August 21, church bells throughout Honolulu were rung upon the proclamation that Hawaii was finally a U.S. state.

Surveys

 * Craig, Robert D. Historical dictionary of Honolulu and Hawaiʻi (Scarecrow Press, 1998).
 * Fuchs, Lawrence H. Hawaii Pono: 'Hawaii the Excellent': An Ethnic and Political History.(1961).
 * Haley, James L. Captive Paradise: A History of Hawaii (St. Martin's Press, 2014).
 * Kuykendall, Ralph Simpson, and Arthur Grove Day. Hawaii: a history, from Polynesian kingdom to American state (Prentice Hall, 1961).
 * Wyndette, Olive. Islands of Destiny: A History of Hawaii (1968).
 * Wyndette, Olive. Islands of Destiny: A History of Hawaii (1968).

Specialty studies

 * Allen, Helena G. Sanford Ballard Dole: Hawaii's Only President, 1844–1926 (1988).
 * Bartholomew, Duane P., Richard A. Hawkins, and Johnny A. Lopez. "Hawaii pineapple: the rise and fall of an industry." HortScience 47#10 (2012): 1390–1398. online
 * Beechert, Edward D. Working in Hawaii: A Labor History (U of Hawaii Press, 1985) 401pp
 * Brown, DeSoto and Anne Ellett. Hawaii goes to war: life in Hawaii from Pearl Harbor to peace (1989).
 * Chapin, Helen. Shaping history: The role of newspapers in Hawai'i (University of Hawaii Press, 1996).
 * Forbes, David W. Encounters with paradise: views of Hawaii and its people, 1778–1941 (Honolulu Academy of Arts, 1992).
 * Hartwell, Alfred S. The Organization of a Territorial Government for Hawaii. The Yale Law Journal, vol. 9, no. 3, 1899, pp. 107–113. JSTOR
 * Hawkins, Richard A. "James D. Dole and the 1932 Failure of the Hawaiian Pineapple Company," The Hawaiian Journal of History (2007) vol. 41, pp. 149–170.
 * Imai, Shiho. Creating the Nisei Market: Race & Citizenship in Hawai'i's Japanese American Consumer Culture (2010)
 * Jung, Moon-Kie. Reworking Race: the making of Hawaii's interracial labor movement (Columbia University Press, 2006).
 * MacLennan, Carol A. Sovereign Sugar, Industry and Environment in Hawaii (2014).
 * Melendy, Howard Brett, and Rhoda E.A. Hackler. Hawaii, America's Sugar Territory, 1898–1959 (Lewiston, New York: Edwin Mellen Press, 1999).
 * Melendy, Howard Brett. Walter Francis Dillingham, 1875–1963: Hawaiian Entrepreneur and Statesman (Lewiston, New York: Edwin Mellen Press, 1996).
 * Melendy, H. Brett. "The Controversial Appointment of Lucius Eugene Pinkham, Hawaii's First Democratic Governor," Hawaiian Journal of History (1983(, Vol. 17, pp 185–208.
 * Parkman, Margaret A., and Jack Sawyer. "Dimensions of ethnic intermarriage in Hawaii." American Sociological Review (1967): 593–607. JSTOR
 * Poblete, JoAnne. Islanders in the Empire: Filipino and Puerto Rican Laborers in Hawai‘i (University of Illinois Press, 2014).
 * Rohrer, Judy. Haoles in Hawai'i (2010) 124pp; scholarly survey
 * Sumida, Stephen H. And the View from the Shore: Literary Traditions of Hawai'i (University of Washington Press, 2015).
 * Williams Jr., Ronald. "Race, Power, and the Dilemma of Democracy: Hawaii's First Territorial Legislature, 1901." Hawaiian Journal of History (2015) 49#1 pp 1–45.
 * Whitehead, John S. Completing the Union: Alaska, Hawai`i, and the Battle for Statehood (2004).

title: Territory of Hawaii


text:
Madan Lal Khurana

Madan Lal Khurana (15 October 1936 – 27 October 2018) was an Indian politician and former Chief Minister of Delhi from 1993 to 1996. He also served as Governor of Rajasthan in 2004. He was the Union Minister of Parliamentary affairs and Tourism in the Atal Bihari Vajpayee government. He was a member of Rashtriya Swayansevak Sangh and Bharatiya Janata Party.

Early life
Khurana was born on 15 October 1936 in Lyallpur, Punjab Province (British India) (now called Faisalabad in Punjab, Pakistan) to S. D. Khurana and Laxmi Devi. Khurana was barely 12 when the family was forced to migrate to Delhi by India's partition and began to piece its life together again at a refugee colony Kirti Nagar in New Delhi. He took his bachelor's degree from Kirori Mal College under Delhi University.

As a student
Khurana had his training in politics at Allahabad University, where he was doing his post-graduation in economics. He was general secretary of the Allahabad Students Union in 1959 and became general secretary of the Akhil Bharatiya Vidyarthi Parishad in 1960.

Jan Sangh
As a youth, Khurana became a teacher with Vijay Kumar Malhotra, at PGDAV (evening) College before deciding to enter politics. Madan Lal Khurana, Vijay Kumar Malhotra, Kedar Nath Sahani and Kanwar Lal Gupta founded the Delhi chapter of the Jan Sangh, which in 1980 transformed into BJP. Khurana was the Jan Sangh's general secretary from 1965 to 1967. He dominated first Municipal Corporation politics and then the Metropolitan Council where he was the Chief Whip, Executive Councillor and Leader of the Opposition by turns.

Rise in BJP
BJP suffered badly in 1984 general elections, held after the death of Indira Gandhi. Khurana is credited with reviving the party in India's capital, New Delhi. He worked tirelessly, which earned him the title of 'Dilli Ka Sher' (Lion of Delhi).

He was the Chief Minister of Delhi from 1993 until he resigned in 1996. The party declined to reinstate him and preferred staying with Sahib Singh Verma.

He along with Kedar Nath Sahani and Vijay Kumar Malhotra kept the party afloat in New Delhi for more than four decades spanning from 1960 to 2000.

The peak of his career saw him serve as the Union Minister of Parliamentary Affairs and Tourism in the Vajpayee government, before resigning in January 1999, owing to a fallout with the senior leadership of the party following a series of attacks on Christians that were blamed on Hindu groups. He also served as the governor of Rajasthan from 14 January 2004 to 28 October 2004, when he resigned to return to politics in Delhi after about half a dozen MLAs from Delhi went up to him in Jaipur Raj Bhawan requesting that he return to active politics.

On 20 August 2005, Khurana was removed from the BJP for indiscipline for publicly criticising BJP president Lal Krishna Advani and expressing inability and discomfort at serving with him. On 12 September 2005, he was taken back to the party and given back his responsibilities after he apologised about his remarks about the party's leadership.

On 19 March 2006, he was again expelled from the primary membership of the BJP for his anti-party statements. Khurana spoke against the party leadership when he announced that he would attend expelled Saffron Party leader Uma Bharti's rally in Delhi. Khurana left the BJP, accusing it of not helping solve his cause as committed to giving weight to his mission of developing Delhi.

Criticism
In 1991, an arrest linked to militants in Kashmir led to a raid on hawala brokers, revealing evidence of large-scale payments to national politicians. Those accused included L. K. Advani, V. C. Shukla, P. Shiv Shankar, Sharad Yadav, Balram Jakhar, and Madan Lal Khurana. The prosecution that followed was partly prompted by a public interest petition (see Vineet Narain), and yet the court cases of the Hawala scandal eventually all collapsed without convictions. Many were acquitted in 1997 and 1998, partly because the hawala records (including diaries) were judged in court to be inadequate as the main evidence. The Central Bureau of Investigation's role was criticised. In concluding the Vineet Narain case, the Supreme Court of India directed that the Central Vigilance Commission should be given a supervisory role over the CBI.

Personal life
Khurana was married to Raj Khurana. Together they had four children. One of his sons, Vimal, died in August 2018. Two months later, at 11 p.m. (IST) on 27 October 2018, Khurana died at his residence in Kirti Nagar, New Delhi, aged 82. He had a brain hemorrhage five years prior to his death and had been ailing since then.

title: Madan Lal Khurana


text:
Bell barrow

A bell barrow, sometimes referred to as a Wessex type barrow, campanulate form barrow, or a bermed barrow, is a type of tumulus identified as such by both John Aubrey and William Stukeley.

In the United Kingdom, they take the form of a circular mound or mounds within a circular ditch, the mounds being separated from the ditch and each other by a berm. There is sometimes present an additional bank, external to the ditch. The ditch is typically the source of the material used to create the mound and is therefore described as a "quarry-ditch". A burial pit beneath the mound usually contains human remains, sometimes cremated, sometimes simply interred. Grave goods such as daggers or pottery vessels are commonly found within the burial pit also. An example at Sutton Veny included a bronze-age wooden coffin. The bell barrow in Milton Lilbourne in Wiltshire has no burial associated with it. Most bell barrows in the United Kingdom date to the early Bronze Age.

Leslie Grinsell constructed a typology for bell barrows:
 * Type Ia: A single mound with a narrow berm
 * Type Ib: A single mound with a normal berm
 * Type Ic: A single mound with a wide berm
 * Type II: Two mounds
 * Type III: Three mounds
 * Type IV: Four mounds

title: Bell barrow


text:
Bowl barrow

A bowl barrow is a type of burial mound or tumulus. A barrow is a mound of earth used to cover a tomb. The bowl barrow gets its name from its resemblance to an upturned bowl. Related terms include cairn circle, cairn ring, howe, kerb cairn, tump and rotunda grave.

Description
Bowl barrows were created from the Neolithic through to the Bronze Age in Great Britain. A bowl barrow is an approximately hemispherical mound covering one or more Inhumations or cremations. Where the mound is composed entirely of stone, rather than earth, the term cairn replaces the word barrow. The mound may be simply a mass of earth or stone, or it may be structured by concentric rings of posts, low stone walls, or upright stone slabs. In addition, the mound may have a kerb of stones or wooden posts.

Barrows were usually built in isolation in various situations on plains, valleys and hill slopes, although the most popular sites were those on hilltops. Bowl barrows were first identified in Great Britain by John Thurnam (1810–73), an English psychiatrist, archaeologist, and ethnologist.

British bowl barrows
English Heritage proposed the following classification of British bowl barrows:
 * Type 1: Kerbless and ditchless barrows
 * Type 2: Kerbless with continuous ditch
 * Type 3: Kerbless with penannular ditch
 * Type 4: Kerbless with segmented ditch
 * Type 5: Kerbed but ditchless
 * Type 6: Kerbed with continuous ditch
 * Type 7: Kerbed with pennanular ditch
 * Type 8: Kerbed with segmented ditch
 * Type 9: Structured but ditchless
 * Type 10: Structured with continuous ditch
 * Type 11: Structured with penannular ditch
 * Type 12: Structured with segmented ditch

Tump
Tump is Worcestershire dialect term for a small hill, such as a barrow, even a large barrow such as the Whittington Tump in the village of Whittington south east of Worcester, or an "unty tump" meaning mole hill (unty being Worcestershire dialect for a mole). It is related to the Welsh language term Twmpath which was once applied to the mound or village green. From a short list of tumps, it can be seen that the term is used extensively in the Welsh Marches and its use extends beyond that, to Somerset, Wiltshire, Oxfordshire, and Buckinghamshire.

title: Bowl barrow


text:
Yokine, Western Australia

Yokine is a suburb of Perth, Western Australia. Its local government area is the City of Stirling.

History
The name Yokine was derived from a Nyungar language word meaning "dingo" (which early settlers referred to as the "native dog"). The name was chosen because the area is close to Dog Swamp. Its post code is 6060.

Yokine was part of the grant originally allocated to T. R. C. Walters in 1840. Western Australian Golf Limited owned Yokine from at least 1927 and subdivided a small portion of land near the golf course. Before World War II the only house in Yokine was at the eastern end of Royal Street. Yokine experienced a housing boom after the war and much of the area near the golf course was developed by the early 1950s. The southern area grew rapidly in the 1960s and by the late 1970s Yokine was almost completely developed.

Facilities
Yokine is home to the Western Australian Golf Club, Yokine Bowling Club, Coolbinia-West Perth Cricket Club, Maccabi Soccer Club, Dianella Soccer Club, Coolbinia Amateur Football Club and the Coolbinia Bombers Junior Football Club. The Dianella Soccer Club, bowling, cricket and football clubs are located at Yokine Regional Open Space, a very large open space at the suburb's southern border, comprising four large grassed areas and two children's playgrounds. Pathways surrounding the reserve are used by walkers and runners, including a regular Parkrun group.

Education
Yokine Primary School was opened in 1959 on Woodrow Avenue in the centre of Yokine. Carmel School, a Jewish day school, operates both a primary and senior high school adjacent to the Yokine Primary School. Its primary school opened in Yokine in 1962, with the high school commencing in the 1970s.

Dog Swamp Shopping Centre
Dog Swamp Shopping Centre is a major shopping centre, located in Yokine.

The shopping centre was first opened in 1967. Prior to being taken over by the Westpac Diversified Property Trust, the centre was owned by the Foodland Associated Limited Property Trust.

Flinders Square Shopping Centre
Flinders Square Shopping Centre is a shopping centre located in Yokine, adjacent to Dog Swamp Shopping Centre. It was owned by Vicinity Centres, and was sold to Colliers International in 2018.

Transport
The suburb is served by a number of Transperth bus routes operated by Swan Transit and Path Transit. The 354, 370 (limited stop) and 970 (Mirrabooka-Yokine and Mirrabooka-Perth) covers Flinders Street, while the 384 (Mirrabooka-Perth), 385/386 (Marangaroo-Perth), 387 and 388 (Warwick-Perth) and the 389 (Wanneroo-Perth) cover Wanneroo Road, and route 19 covers the inner part of Yokine via Blythe Avenue.

title: Yokine, Western Australia


text:
Bank barrow

A bank barrow, sometimes referred to as a barrow-bank, ridge barrow, or ridge mound, is a type of tumulus first identified by O.G.S. Crawford in 1938.

In the United Kingdom, these take the form of a long, sinuous, parallel-sided mound, approximately uniform in height and width along its length, and usually flanked by ditches on either side. They may be the result of a single phase of construction, or be the result of the addition of one or more linear extensions to the bank of a pre-existing barrow. Although burials have been found within the mound, no burial chambers as such have been identified in bank barrows. These ancient monuments are of middle Neolithic date.

Fewer than ten bank barrows remain in the United Kingdom. Examples may be found at
 * Maiden Castle, Broadmayne and Martin's Down in Dorset; and
 * Long Low near Wetton in Staffordshire.

title: Bank barrow


text:
Jenner

Jenner may refer to:

 * Jenner (name), a surname, including a list of people with the name
 * Jenner, Alberta, Canada
 * Jenner, California, United States
 * Jenner Township, Somerset County, Pennsylvania, United States
 * Jenner (mountain), a mountain in Bavaria, Germany
 * Jenner (crater), a lunar crater in the Mare Australe on the far side of the Moon
 * Jenner & Block, an American law firm
 * Jenners, a department store in Edinburgh

title: Jenner


text:
List of colleges in Ontario

Colleges in Ontario may refer to several types of educational institutions. College in Canada most commonly refers to a career-oriented post-secondary institution that provides vocational training or education in applied arts, applied technology and applied science. Most post-secondary colleges in Ontario typically offer certificate and diploma programs.

There are 24 publicly funded colleges in Ontario. Most are designated as a College of Applied Arts and Technology (CAAT), although five are designated as a Institute of Technology and Advanced Learning (ITAL). In addition to certificates, apprenticeship, and diplomas, several public colleges have also received ministerial consent from the province's Ministry of Colleges and Universities to award degrees. While any public college in Ontario may receive ministerial consent to offer degrees, degree programs at CAATs may only constitute 5 per cent of the institution's programming, while ITALs are capped at up to 15 per cent.

In addition to publicly funded colleges, the province has also authorized the establishment of over 500 privately operated career colleges that provide certificate and diploma programs.

The Canadian Armed Forces also operate several institutions in Ontario that also bear the name "college". However, one of these institutions is considered a university with full degree-granting authority, while the others are considered staff colleges that provide professional development courses for officers of the Canadian Armed Forces.

Public colleges
The modern college system in Ontario which focuses on vocational training was established through Bill Davis' Bill-153 on May 21, 1965. This legislation aimed to establish a distinct post-secondary educational system separate from universities. All 24 publicly funded colleges in Ontario were established through the Ontario Colleges of Applied Arts and Technology Act, 1965, which outlined that these institutions were to provide "career-oriented, post-secondary education and training to assist individuals in finding and keeping employment, to meet the needs of employers and the changing work environment and to support the economic and social development of their local and diverse communities." These CAATs represented a consolidation of the province's earlier vocational and career-oriented postsecondary institutions formed in the 1940s to 1965, including institutes of technology, institutes of trades, and vocational centres.

Public colleges in Ontario historically only provided certificate, apprenticeship, and diploma programs, and did not offer degree programs, as the province had one of the most stringent regulations in North America in restricting degree-granting authority solely to universities. In 2000, the Ministry of Training, Colleges and Universities authorized colleges to offer a limited number of applied baccalaureate degrees under the Postsecondary Education Choice and Excellence Act, 2000. However, in contrast to public universities, which possess full degree-granting authority through legislation, public colleges in Ontario can only offer specific degrees after receiving ministerial consent from the provincial government.

In 2003, the province introduced a new designation, Institute of Technology and Advanced Learning, to denote publicly funded colleges where up to 15 per cent of its programs awarded degrees, while colleges that retained the College of Applied Arts and Technology title were limited at 5 per cent. In 2012–2013 approximately 74 degree programs were offered by 12 Ontario colleges.

The Ontario Public Service Employees Union represents faculty and support staff working in Ontario's publicly funded colleges, though certain classes of faculty and support staff are not covered. These are divided into three bargaining units: academic, full-time support, and part-time support.

List of public colleges
There are 24 publicly funded colleges in Ontario. Most operate as a "College of Applied Arts and Technology", although five are designated as an "Institute of Technology and Advanced Learning".

English is the language of instruction for the majority of programs at publicly funded colleges in Ontario, although some programs are taught in French. There are 22 publicly funded colleges operating as English-language institutions and two as French-language institutions.

The following is a list of publicly funded colleges in Ontario:

Private colleges
Ontario has over 500 career colleges (formerly known as private career colleges) that confer certificate and diplomas. These colleges are regulated by the Ontario Career Colleges Act, 2005. These are privately operated institutions which must be registered and approved by the provincial Superintendent of Career Colleges.

Military institutions
The names of several military institutions based in Ontario include the word college, and are all operated by the Canadian Armed Forces.

The Royal Military College of Canada is a military university based in Kingston, and offers undergraduate and graduate education for officers-in-training. Although the institution includes the word college in its name, the Royal Military College of Canada is recognized as a university with full degree-granting authority.

The Canadian Armed Forces also operates several staff colleges in Ontario, including the Canadian Forces College in Toronto and the Canadian Army Command and Staff College in Kingston. These institutions provides professional development programs for military officers in the Canadian Armed Forces.

title: List of colleges in Ontario


text:
Association of Chess Professionals

The Association of Chess Professionals (ACP) is a non-profit organisation which aims to protect the rights of professional chess players, address their concerns and to promote chess worldwide through the organisation of high level chess tournaments and maintaining a ranking system of the top professionals.

Besides these activities, the ACP encourages and promotes the civil engagement of chess players into the decision-making processes of FIDE, the world chess body. This was particularly evident with the formation of the joint ACP-FIDE panel Anti Cheating Committee (renamed to Fair Play Commission in 2018 ).

In 2014 the ACP announced the initiation of the Veteran's Programme along with FIDE, which seeks to provide a stipend to a few deserving veteran players who could benefit from such support. – since then 18 veterans were awarded with an annual stipend.

At the summer of 2015 the ACP united about 1100 chess professionals (International Masters, Grand Masters, International Arbiters and Organisers) from 85 countries. While the World Champion Magnus Carlsen is a notable exception, most of the World's top players, including the previous World Champion Vishwanathan Anand can be found among the ACP members.

ACP Board
It consists of ACP President Aleksandar Colovic, ACP Board Director and Deputy President Yuri Garrett, ACP General Secretary Beatriz Marinello, ACP Treasurer Laurent Freyd, ACP Tour Director Pavel Tregubov and Board Members Jesús García Valer, Aleksandra Dimitrijevic, Gunnar Bjornsson, Iván Salgado López, Sergei Beshukov and Maria Emelianova.

The ACP Board coordinates all activities of the ACP. The main activities are the following:
 * Organization of the high-level chess events
 * Consultations of the ACP members on the topical issues
 * Veteran's support and anti-cheating programs
 * Development of recommendations for FIDE, national federations and other members of the chess society on the actual problems
 * Dialogue with the members through the ACP Newsletter as well as open dialogue on internet
 * Conduction of opinion polls – the ACP is the only organization in the chess world that develops and conducts the polls on the regular basis
 * ACP Tour – the permanent up-to-date calculation of the player's performance throughout the year, with the winners receiving wild cards to the most prestigious tournaments worldwide
 * The ACP Board is an international team of [chess] professionals united by the main aims of the organization: to protect the rights of all the actors in the chess society as well as to promote the game of chess worldwide. All members of the ACP have the right to be elected as well as to vote for the candidates of the ACP Board. The ACP Board coordinates all the activities of the ACP on a voluntary basis.
 * Members of the Board are in constant contact with each other using all possible means of communications. About once a month there is a common gathering of the board members, when the issues are discussed live (over a conference call or, if possible, in person).
 * For decision-making within the Board, all proposals are voted upon by each member. For most decisions a majority is sufficient, but the most critical ones require the support of 2/3rd of the Board.

ACP Tour and Tournaments
The ACP Tour is the unique system that unites about 100 high-level chess tournaments in 25 countries. Best players of the ACP Tour qualify to participate in the annual ACP Cup – one of the most prestigious events of the global chess calendar. The idea and points system of the ACP Tour was envisioned by Pavel Tregubov, who managed the technical details from 2004 to 2006. During 2007–2011 the ACP Tour was managed by Yannick Pelletier. Finally, from 2012, Tregubov once again took the role of the ACP Tour Coordinator.

Based on the rankings of the ACP Tour, the top performing players in the ACP Tour received wildcards to important international events. Maxime Vachier-Lagrave went on to reach the semi-finals in the 2013 World Cup, after qualifying due to his results on the tour. Dozens of other grandmasters have received wildcards for prestigious tournaments like Tata Steel Chess and Poikovsky.

During the period of 2012–2015, the ACP organised seven world-class tournaments with the participation of world's best players: The ACP Golden Classic 2014 in Bergamo, Italy, the ACP Women Cup in Tbilisi, the Women's World Rapid and Blitz Championship in Batumi, the ACP Golden Classic in Amsterdam (2012), the ACP Cup in Riga (2013) and European – ACP Women's Rapid Championship in Kutaisi (2015). More than 150 players have participated in these events where prizes over US$750,000 were at stake.

History
The organisation was founded in June 2003, the catalyst for its foundation being disagreement with the European Chess Union and professional players during 2003 European Individual Chess Championship in Turkey. The first players meeting organised during that event by three GMs Almira Skripchenko, Pavel Tregubov and Igor Glek was followed by the formation of an initiative group headed by the same players.

The first ACP Board started its work in 2004 with the following people: the ACP's President French Grandmaster Joël Lautier, secretary Bartłomiej Macieja, Treasurer Almira Skripchenko, Deputy Treasurer Pavel Tregubov, Board members Igor Glek, Anna Hahn, Vladimir Kramnik, Peter Heine Nielsen and Yannick Pelletier. First members of the ACP were such prominent players as Viswanathan Anand, Péter Lékó, and Judit Polgár, but not Garry Kasparov.

The organisation was founded in 2003, the catalyst for its foundation being disagreement with the European Chess Union over the choice of hotel that all participants in the 2003 European Individual Chess Championship were required to stay in. It has since been involved in a number of matters relating to professional play.

The organisation has been compared by some to the Professional Chess Association, the body established by Garry Kasparov and Nigel Short as an organisation under which to play their 1993 World Championship having broken away from FIDE, the official governing body of chess. However, unlike the PCA, which was in competition with FIDE over the running of the world championship, the ACP initially stated that they "hope to work together with FIDE, as well as other international and national chess bodies". In March 2005, however, Lautier commented that "at present FIDE avoids any contact with us, does not respond to our mails, and we don't expect any positive changes of the situation."

The ACP has been extremely critical of FIDE on a number of issues, including its selection of Libya as the site for the 2004 Championships (thus putting the ability of Israeli players to take part under question) and aspects relating to the contracts with players in that championship.

As well as these political activities, the ACP has organised a number of online chess tournaments (open only to its members) on the Playchess server (run by Chessbase). On 31 July 2004, at a press conference held during the Dortmund tournament, Lautier announced plans for the inaugural ACP tour in which the eight ACP members who perform best in tournaments over the course of a year (as determined by a points scoring system) will play in a final event (the ACP Masters) to determine the best player of the season.

But recently, there was more contact and co-operation between ACP and FIDE, and many ACP suggestions were approved by FIDE to improve the conditions of the players. Also some ACP officials were involved in FIDE anti cheating committees. Thanks to this increased influence, ACP has managed to push through many important changes in the FIDE regulations, raising the prize funds and improving the financial conditions of the professional chess players.

ACP development
As the first act of his presidency in December 2011 Emil Sutovsky outlined the basis of his programme, which will be centered around the fostering of the interest of chess professionals.

There are four main guidelines:
 * the development of a think tank for promoting professional chess and organizing top-level events
 * the renewal of the communication strategy of the ACP, with special attention being paid to the mainstream and new media
 * working with corporate sponsors based on the transparency and time-effective decision process of the ACP
 * the increase in membership and representativeness

title: Association of Chess Professionals


text:
Isaac Tichenor

Isaac Tichenor (February 8, 1754 –December 11, 1838) was an American lawyer and politician. He served as the third and fifth governor of Vermont and United States Senator from Vermont.

Biography
Tichenor was born in Newark in the Province of New Jersey, the son of Susanna (Guerin) and Daniel Tichenor. He graduated from Princeton University in 1775 and moved for a short while to Schenectady, New York where he studied law. He was a descendant of Martin Tichenor (1625–1681), an early colonist and original settler of Newark, New Jersey.

Career
In 1777, Tichenor moved to Bennington, Vermont and served as an Assistant Commissary General during the American Revolution. He was elected captain and commander of a Bennington militia company, which was activated for service several times in Vermont and upstate New York. He was also appointed a justice of the peace.

He was a member of the Vermont House of Representatives from 1781 to 1784 and served as Speaker of the House in 1783. He was an agent from the Vermont Republic to the Continental Congress, and presented Vermont's request for admission to the Union from 1782 to 1789.

After Vermont's admission to the Union in 1791, Tichenor ran unsuccessfully for a seat in the United States House of Representatives against Matthew Lyon and Israel Smith, receiving 29% of the vote in the first round. He was an associate justice of the Vermont Supreme Court from 1791 to 1794, and Chief Justice in 1795 and 1796.

Tichenor was also active in the Vermont militia, and attained the rank of major general as commander of its 2nd Division.

In 1796 he was elected to fill the unexpired term of Moses Robinson in the United States Senate beginning on October 18, 1796. He was re-elected to a full six-year term to begin on March 4, 1797, but he resigned on October 17, 1797, when he was elected Governor of Vermont.

Tichenor was a member of the Federalist Party; when that party dominated the federal government in the 1790s many leading politicians in Vermont joined the Democratic-Republican Party and opposed a strong federal government at the national level. Despite dominating the Governor's office for a decade, Tichenor's elections reflected the decline of the Federalist Party as a whole, as he won by increasingly narrow margins. After his last consecutive victory in 1806, he lost in 1807, won narrowly won 1808, and lost in 1809, 1810, and 1817 by increasing margins.

In 1815, Tichenor returned to the United States Senate, where he served until 1821. By the end of his term the Federalist Party had ceased to exist.

Death
After completing his Senate term, Tichenor lived in retirement in Bennington. He died in Bennington on December 11, 1838, and was interred at Bennington Village Cemetery. He was the last surviving Governor to have served in the 18th century.

title: Isaac Tichenor