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Isma'il Pasha of Egypt

Isma'il Pasha (إسماعيل باشا ; 12 January 1830 – 2 March 1895), also known as 'Ismail the Magnificent, was the Khedive of Egypt and ruler of Sudan from 1863 to 1879, when he was removed at the behest of Great Britain and France. Sharing the ambitious outlook of his grandfather, Muhammad Ali Pasha, he greatly modernized Egypt and Sudan during his reign, investing heavily in industrial and economic development, urbanization, and the expansion of the country's boundaries in Africa.

His philosophy can be glimpsed in a statement that he made in 1879: "My country is no longer only in Africa; we are now part of Europe, too. It is therefore natural for us to abandon our former ways and to adopt a new system adapted to our social conditions".

In 1867 he also secured Ottoman and international recognition for his title of Khedive (Viceroy) in preference to Wāli (Governor) which was previously used by his predecessors in the Eyalet of Egypt and Sudan (1517–1867). However, Isma'il's policies placed the Khedivate of Egypt and Sudan (1867–1914) in severe debt, leading to the sale of the country's shares in the Suez Canal Company to the British government, and his ultimate toppling from power in 1879 under British and French pressure.

The city of Ismailia is named in his honor.

Family
The second of the three sons of Ibrahim Pasha, and the grandson of Muhammad Ali, Isma'il, of Albanian descent, was born in Cairo at Al Musafir Khana Palace. His mother was Circassian Hoshiyar Qadin, third wife of his father. Hoshiyar Qadin (also known as Khushiyar Qadin) is reported to be the sister of Pertevniyal Sultan, mother of the Ottoman Emperor Abdulaziz, who ruled from 1861 to 1876 and who also was deposed at the behest of the western powers. Thus, Isma'il Pasha was ruling Egypt and Sudan for the entire period when his cousin, Abdulaziz, was ruling the Ottoman empire.

Youth and education
After receiving a European education in Paris where he attended the École d'état-major, he returned home, and on the death of his elder brother became heir to his uncle, Sa'id, the Wāli and Khedive of Egypt and Sudan. Sa'id, who apparently conceived his safety to lie in ridding himself as much as possible of the presence of his nephew, employed him in the next few years on missions abroad, notably to the Pope, the Emperor Napoleon III, and the Sultan of the Ottoman Empire. In 1861 he was dispatched at the head of an army of 18,000 to quell an insurrection in Sudan, a mission which he accomplished.

Khedive of Egypt
After the death of Sa'id, Isma'il was proclaimed Khedive on 19 January 1863, though the Ottoman Empire and the other Great Powers recognized him only as Wāli. Like all Egyptian and Sudanese rulers since his grandfather Muhammad Ali Pasha, he claimed the higher title of Khedive, which the Sublime Porte had consistently refused to sanction. Finally, in 1867, Isma'il succeeded in persuading the Ottoman Sultan Abdülaziz to grant a firman finally recognizing him as Khedive in exchange for an increase in the tribute, because of the Khedive's help in the Cretan Revolt between 1866 and 1869. Another firman changed the law of succession to direct descent from father to son rather than brother to brother, and a further decree in 1873 confirmed the virtual independence of the Khedivate of Egypt from the Porte.

Reforms
Isma'il spent heavily—some went to bribes to Constantinople to facilitate his reform projects. Much of the money went for the construction of the Suez Canal. About £46 million went to construct 8000 miles of irrigation canals to help modernize agriculture. He built over 900 miles railroads, 5000 miles of telegraph lines, 400 bridges, harbor works in Alexandria, and 4,500 schools. The national debt rose from £3 million to about £90 million, in a country with 5 million population and an annual treasury revenue of about £8 million.

Isma'il launched vast schemes of internal reform on the scale of his grandfather, remodeling the customs system and the post office, stimulating commercial progress, creating a sugar industry, building the cotton industry, building palaces, entertaining lavishly, and maintaining an opera and a theatre. Over one hundred thousand Europeans came to work in Cairo, where he facilitated building an entire new quarter of the city on its western edge modeled on Paris. Alexandria was also improved. He launched a vast railroad building project that saw Egypt and Sudan rise from having virtually none to the most railways per habitable kilometer of any nation in the world.

Education reform increased the education budget more than tenfold. Traditional primary and secondary schools were expanded and specialized technical and vocational schools were created. Students were once again sent to Europe to study on educational missions, encouraging the formation of a Western-trained elite. A national library was founded in 1871.

One of his most significant achievements was to establish an assembly of delegates in November 1866. Though this was supposed to be a purely advisory body, its members eventually came to have an important influence on governmental affairs. Village headmen dominated the assembly and came to exert increasing political and economic influence over the countryside and the central government. This was shown in 1876 when the assembly persuaded Isma'il to reinstate the law (enacted by him in 1871 to raise money and later repealed) that allowed landownership and tax privileges to persons paying six years' land tax in advance.

Isma'il tried to reduce slave trading and with the advice and financial backing of Yacoub Cattaui extended Egypt's rule in Africa. In 1874 he annexed Darfur, but was prevented from expanding into Ethiopia after his army was repeatedly defeated by Emperor Yohannes IV, first at Gundet on 16 November 1875, and again at Gura in March of the following year.

War with Ethiopia
Isma'il dreamt of expanding his realm across the entire Nile including its diverse sources, and over the whole African coast of the Red Sea. This, together with rumours about rich raw material and fertile soil, led Isma'il to expansive policies directed against Ethiopia under the Emperor Yohannes IV. In 1865 the Ottoman Sublime Porte ceded the African portion of the Habesh Eyalet (with Massawa and Suakin at the Red Sea as the main cities of that province) to Isma'il. This province, which neighboured Ethiopia, first consisted of a coastal strip only but expanded subsequently inland into territory controlled by the Ethiopian ruler. Here Isma'il occupied regions originally claimed by the Ottomans when they had established the province (eyalet) of Habesh in the 16th century. New economically promising projects, like huge cotton plantations in the Barka delta, were started. In 1872 Bogos (with the city of Keren) was annexed by the governor of the new "Province of Eastern Sudan and the Red Sea Coast", Werner Munzinger Pasha. In October 1875 Isma'il's army tried to occupy the adjacent highlands of Hamasien, which were then tributary to the Ethiopian Emperor, and suffered defeat at the Battle of Gundet. In March 1876 Isma'il's army tried again and suffered a second dramatic defeat by Yohannes's army at Gura. Isma'il's son Hassan was captured by the Ethiopians and only released after a large ransom. This was followed by a long cold war, only finishing in 1884 with the Anglo-Egyptian-Ethiopian Hewett Treaty, when Bogos was given back to Ethiopia. The Red Sea Province created by Ismail and his governor Munzinger Pasha was taken over by the Italians shortly thereafter and became the territorial basis for the Colony of Eritrea (proclaimed in 1890).

Khedive's Somali Coast
The jurisdiction of Isma'il Pasha from the 1870s until 1884 included the entire northern coast of Somalia, up to the eastern coast at Ras Hafun in contemporary Puntland. The Khedive's northern Somali Coast territory was reached as far inland as Harar, although it was subsequently ceded to Britain in 1884 due to internal difficulties of Egypt.

Suez Canal
Isma'il's khedivate is closely connected to the building of the Suez Canal. He agreed to, and oversaw, the Egyptian portion of its construction. On his accession, at the behest of Yacoub Cattaui his minister of Finance and close advisor, he refused to ratify the concessions to the Canal company made by Sa'id, and the question was referred in 1864 to the arbitration of Napoleon III, who awarded £3,800,000 to the company as compensation for the losses they would incur by the changes which Isma'il insisted upon in the original grant. Isma'il then used every available means, by his own undoubted powers of fascination and by judicious expenditure, to bring his personality before the foreign sovereigns and public, and he had much success. In 1867 he visited Paris during the Exposition Universelle (1867) with Sultan Abdülaziz, and also London, where he was received by Queen Victoria and welcomed by the Lord Mayor. While in Britain he also saw a British Royal Navy Fleet Review with the Sultan. In 1869 he again paid a visit to Britain. When the Canal finally opened, Isma'il held a festival of unprecedented scope, most of it financed by the Cattaui banking house, from whom he borrowed $1,000,000, inviting dignitaries from around the world.

Debts
These developments – especially the costly war with Ethiopia – left Egypt in deep debt to the European powers, and they used this position to wring concessions out of Isma'il. One of the most unpopular among Egyptians and Sudanese was the new system of mixed courts, by which Europeans were tried by judges from their own states, rather than by Egyptian and Sudanese courts. But at length the inevitable financial crisis came. A national debt of over £100 million sterling (as opposed to three millions when he acceded to the throne) had been incurred by the Khedive, whose fundamental idea of liquidating his borrowings was to borrow at increased interest. The bond-holders became restive, chief among them the House of Cattaui. Judgments were given against the Khedive in the international tribunals. When he could raise no more loans, he sold the Egyptian and Sudanese shares in the Suez Canal Company in 1875 with the assistance of Yacoub Cattaui to the British government for £3,976,582; this was immediately followed by the beginning of direct intervention by the Great Powers in Egypt and Sudan.

In December 1875, Stephen Cave and John Stokes were sent out by the British government to inquire into the finances of Egypt, and in April 1876 their report was published, advising that in view of the waste and extravagance it was necessary for foreign Powers to interfere in order to restore credit. The result was the establishment of the Caisse de la Dette. A subsequent investigation in October by George Goschen and Joubert resulted in the establishment of joint Anglo-French control over most of the Egyptian government's finances. A further commission of inquiry by Major Evelyn Baring (afterwards 1st Earl of Cromer) and others in 1878 culminated in Isma'il handing over much of his personal estates' to the nation and accepting the position of a constitutional sovereign, with Nubar as premier, Charles Rivers Wilson as finance minister, and de Blignières as minister of public works.

As the historian Eugene Rogan has observed, "the irony of the situation was that Egypt had embarked on its development schemes to secure independence from Ottoman and European domination. Yet with each new concession, the government of Egypt made itself more vulnerable to European encroachment."

Urabi Revolt and exile
This control of the country by Europeans was unacceptable to many Egyptians, who united behind a disaffected Colonel Ahmed Urabi. The Urabi Revolt consumed Egypt. Hoping the revolt could relieve him of European control, Isma'il did little to oppose Urabi and gave into his demands to dissolve the government. Britain and France took the matter seriously, and insisted in May 1879 on the reinstatement of the British and French ministers. With the country largely in the hands of Urabi, Isma'il could not agree, and had little interest in doing so. As a result, the British, and French governments pressured the Ottoman Sultan Abdülhamid II to depose Isma'il Pasha, and this was done on 26 June 1879. The more pliable Tewfik Pasha, Ismail's eldest son, was made his successor. Isma'il Pasha left Egypt and initially went into exile to Resina, today Ercolano near Naples, until 1885 when he was eventually permitted by Sultan Abdülhamid II to retire to his palace in Emirgan on the Bosporus in Constantinople. There he remained, more or less a state prisoner, until his death. According to TIME magazine, he died while trying to guzzle two bottles of champagne in one draft. He was later buried in Cairo.

Language
Although he ruled Egypt, where the common language was Arabic, Isma'il spoke Turkish best and could not speak Arabic. Nevertheless, under his reign, the use of Arabic in government gradually increased at the expense of Turkish, which had been the language of the ruling elite in the Nile delta during the hundreds of years of Ottoman rule. In the following decades, Arabic would further expand and eventually replace Turkish in the army and in administration, leaving Turkish to be used only in correspondence with the Ottoman Sultan in Constantinople.

Honours

 * Order of Glory, Nichan Iftikhar
 * 🇧🇪 Grand Cordon (civil) of the Order of Leopold, 10 February 1863
 * Order of Nobility, Special Class, 1863
 * Order of Osmanieh, Special class, 1863
 * Grand Cross of the Imperial Order of Leopold, 1864
 * Grand Cross of the Imperial Order of the Mexican Eagle, 1865
 * 🇸🇪 Commander Grand Cross of the Order of the Sword, 27 July 1866
 * Honorary Grand Cross (civil) of the Order of the Bath, 18 December 1866
 * 🇳🇱 Grand Cross of the Order of the Netherlands Lion, 1866
 * Knight of the Supreme Order of the Most Holy Annunciation, 29 January 1867
 * Grand Cross of the Legion d'Honneur, 1867
 * Honorary Grand Commander of the Order of the Star of India, 27 August 1868
 * Knight of the Order of the Black Eagle, 30 December 1868
 * Grand Cross of the Order of the Red Eagle, 3 April 1865
 * 🇩🇰 Grand Cross of the Order of the Dannebrog, 3 November 1869
 * Grand Cross of the Order of Saints Maurice and Lazarus, 1869
 * Grand Cross of the Order of the Crown of Italy, 1869
 * 🇬🇷 Grand Cross of the Order of the Redeemer, 1869
 * Grand Cross of the Order of St. Stephen, 1869
 * Grand Cross of the Saxe-Ernestine House Order, 1872
 * Honorary member: Bavarian Academy of Sciences and Humanities, 1874
 * Grand Cross of the House and Merit Order of Peter Frederick Louis, with Golden Crown, 5 February 1875
 * Order of the Brilliant Star of Zanzibar, 1st Class, 1875
 * Order of the Brilliant Star of Egypt, 1st Class, 1875

title: Isma'il Pasha of Egypt


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 * 1) bodyContent a[href ^="gopher://"] {
 * 1) bodyContent a[href ^="https://"],
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 * 1) bodyContent a[href ^="irc://"],
 * 1) bodyContent a.extiw,
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/*
 * IE/Mac fixes, hope to find a validating way to move this
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/* tabs: border on the a, not the div */ border: 1px solid #aaaaaa; border-bottom: none; } /* footer icons need a fixed width */ overflow-x: auto; width: 100%; padding-bottom: 25px; }
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 * > html #f-poweredbyico,
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 * > html #bodyContent,
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/* more IE fixes */ /* float/negative margin brokenness */ display: inline; margin-bottom: 0; }
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font-size: 84%; line-height: 1.2em; margin: 0 0 1.4em 1em; color: #7d7d7d; width: auto; } span.subpages { display: block; }
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title: User:Blankfazetestcss/myskin.css


text:
User talk:Agl~enwiki

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Image Tagging for Image:Bimodal-diagram-small.png
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File source problem with File:Online codes highlevel.png
Thank you for uploading File:Online codes highlevel.png. I noticed that the file's description page currently doesn't specify who created the content, so the copyright status is unclear. If you did not create this file yourself, you will need to specify the owner of the copyright. If you obtained it from a website, please add a link to the website from which it was taken, together with a brief restatement of that website's terms of use of its content. However, if the copyright holder is a party unaffiliated from the website's publisher, that copyright should also be acknowledged.

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File source problem with File:Online codes time against blocks graph.png
Thank you for uploading File:Online codes time against blocks graph.png. I noticed that the file's description page currently doesn't specify who created the content, so the copyright status is unclear. If you did not create this file yourself, you will need to specify the owner of the copyright. If you obtained it from a website, please add a link to the website from which it was taken, together with a brief restatement of that website's terms of use of its content. However, if the copyright holder is a party unaffiliated from the website's publisher, that copyright should also be acknowledged.

If you have uploaded other files, consider verifying that you have specified sources for those files as well. You can find a list of files you have created [ in your upload log]. Unsourced and untagged images may be deleted one week after they have been tagged per Wikipedia's criteria for speedy deletion, F4. If the image is copyrighted and non-free, the image will be deleted 48 hours after 07:28, 1 January 2011 (UTC) per speedy deletion criterion F7. If you have any questions or are in need of assistance please ask them at the Media copyright questions page. Thank you. Kelly hi! 07:28, 1 January 2011 (UTC)

Hi I have restored two pictures File:Online codes time against blocks graph.png etc, please use the information template. Documentation below:Graeme Bartlett (talk) 22:05, 12 May 2011 (UTC)

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Your account will be renamed
Hello,

The developer team at Wikimedia is making some changes to how accounts work, as part of our on-going efforts to provide new and better tools for our users like cross-wiki notifications. These changes will mean you have the same account name everywhere. This will let us give you new features that will help you edit and discuss better, and allow more flexible user permissions for tools. One of the side-effects of this is that user accounts will now have to be unique across all 900 Wikimedia wikis. See the announcement for more information.

Unfortunately, your account clashes with another account also called Agl. To make sure that both of you can use all Wikimedia projects in future, we have reserved the name Agl~enwiki that only you will have. If you like it, you don't have to do anything. If you do not like it, you can pick out a different name. If you think you might own all of the accounts with this name and this message is in error, please visit Special:MergeAccount to check and attach all of your accounts to prevent them from being renamed.

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Renamed
 This account has been renamed as part of single-user login finalisation. If you own this account you can |log in using your previous username and password for more information. If you do not like this account's new name, you can choose your own using this form after logging in: . -- Keegan (WMF) (talk) 10:14, 22 April 2015 (UTC)

title: User talk:Agl~enwiki


text:
Mantra (comics)

Mantra is an American comic book series written by Mike Barr, mainly penciled by Terry Dodson and published by Malibu Comics in the mid-1990s, until it was purchased by Marvel Comics. Adam Hughes is credited for the character designs. After the purchase, the title was canceled after 24 issues and revamped in a new version, with a new protagonist.

Mantra is the name of the lead character, an Ultra (superhero) within Malibu's Ultraverse line of comics.

Publication history
Mantra made his first appearance in Mantra #1, dated July 1993, written by Mike Barr and illustrated by Terry Dodson.

As part of the Ultraverse imprint, the comic was set within a shared universe of super-powered beings conceptualized by writers and artists of Malibu comics. The first volume lasted 24 issues, with a Giant Sized issue. Mantra was also depicted in the Mantra: Spear of Destiny miniseries published in April 1995, that lasted two issues. Mantra appeared in other Ultraverse books, and crossovers like Break-thru, Godwheel and Black September. After the Black September event, the title of Mantra passed to a new character in Mantra issue # ∞. The new protagonist was depicted in Mantra vol. 2 for 7 issues until the series was canceled by low sales.

From warrior to sorceress
An eternal warrior named Lukasz and 11 compatriots had been fighting the villain Boneyard for centuries: whenever an individual soldier dies, his soul would be placed magically in a new body to take up the fight once more. In the 1990s, Lukasz' leader Archimage was betrayed by one of his men and captured by Boneyard, leading to the permanent death of most of the warriors and a final reincarnation for others. To the shock of Lukasz, he was put into the body of a woman, Eden Blake.

In addition to being forced to deal with a new life as a woman, Lukasz also faces the particular challenges of Eden's life — in particular, her two children and her ex-husband. He falls in love with the soul of Eden Blake, which still exists within him. He also discovers that Eden had vast latent powers, including a mystical armor activated by a specific invocation including the word 'mantra', leading to the media dubbing her as such.

In his last battle with Boneyard's men, commanded by Notch, the last male body of Lukasz was killed by a mercenary with precognitive abilities called Warstrike, who was deceived by the soldiers of Boneyard into attacking Archimage's warriors. While Lukazs is adapting to the body and family of Eden Blake, Warstrike found the Blake's house and told Lukasz-Eden that he had discovered the fraud of Boneyard's men. Lukasz-Eden convinces Warstrike to help him in the battle against Boneyard. Later, Lukasz recoveres a magical mask that is being sold in an auction. With this mask, Lukasz becomes Mantra and, through the use of magic, defeats the soldiers of Boneyard that had attacked during the auction. Lukasz-Mantra knew that someone close to Archimage betrayed him. He suspected the lawyer that worked with Archimage, John Dalmas. Mantra fools Dalmas into leaving his office and begins to search for evidence, but he is attacked by a magical construct called Kismet Deadly, created by Archimage with the intention of testing him. Mantra defeats Kismet, and later found two of his old companions, Hamath and Yaron, reincarnated as an old man and a dog respectively. Kismet Deadly appears to the trio and kills Hamath and Yaron. Confronted with the nature of mortality, Kismet leaves. After the battle, Mantra is captured by Boneyard, who takes the sorceress to his kingdom in the Godwheel.

Boneyard tries to force Mantra to become his fourth wife, but she escapes with help of Warstrike and the local resistance. Sometime later, Mantra fights a demon vassal of Boneyard that had adopted the form of a wolf cartoon character. Mantra and the demon fight in a cartoon-like reality, and the demon is banished to Boneyard's realm. Mantra later joins the government agency Aladdin.

Break-Thru
During the Break-Thru event, Mantra helps other heroes in fighting the minions of the villain Rex Mundi while protecting Amber Hunt. Lukazs-Mantra arrives on the moon possessing magic and for the first time, when he was shown various illusions created by the Entity of the Moon, Mantra is confronted by the fact that for 1500 years she has been destroying families by stealing men's bodies and forcing them to walk away from their lives. Mantra joins other heroes that have arrived on the moon and discovers that The Entity of the Moon is the origin of the existence of Ultras on Earth. On the moon, Mantra also encounters Prime who is romantically attracted to her.

Back on Earth, Lukasz-Mantra is captured by Dr. Gross, an enemy of Prime, and has to be rescued by a young Ultra. He later helps the Aladdin agent Wrath in the fight against an alien hunter. When Mantra appears as a metallic knight in the wedding of one of Eden Blake's friends, he discovers that his friend Thanasi was the one who betrayed Archimage and his warriors.

Later, Boneyard tricks Mantra into killing Archimage. Mantra arrives in Godwheel, where he meets Topaz, one of the three Queens of Gwendor (a female-only country). Mantra has to fight Topaz in a ceremonial battle for possession of the Sword of Fangs, the blade that Mantra is using and that formerly belonged to Gwendor.

Godwheel
Lukasz is temporarily separated from the body of Eden Blake and transferred to a male body. He, Warstrike, Eden Blake (now back in possession of her body), Boneyard and other heroes and villains were transported to the Godwheel by the god Argus. Argus was searching for minions in his quest for power. The corpse of Eden was taken over by Thanasi, who called himself Necromantra and had joined Argus' side. Lukasz, Warstrike and other heroes are forced to make an alliance with Boneyard to search for certain magical objects. Necromantra creates the creature Primevil with the old carcass of the hero Prime. With the help of the Marvel hero Thor, the Ultraheroes fight Necromantra, Primevil and a Lord Pumpkin-possessed Argus. After the battle Thor and the other heroes return to Earth.

On Earth, Lukazs and Eden are finally together and they conceive a child. The pregnancy of Eden is abnormally short and the child born is revealed to be Necromantra, who proceeds to grow to adult size and fights Lukasz. Later Mantra again meets Primevil, who has gained sapience with the Mind Gem. Primevil was infatuated with Mantra, however the Asgardian god Loki takes advantage of the situation and steals the Mind Gem. When Mantra meets Topaz again on the Ultraforce's ship, the Queen of Gwendor demands the return of the sacred sword of Fangs that Mantra still possesses. They begin to fight and are interrupted by the villain Hybrid. With the help of Ultraforce, Hybrid is defeated.

Post-Black September
Following the Black September event, the Marvel-led Malibu began publication of a second volume with a new Mantra, removing the magic from Eden/Lukasz and casting it onto a minor character from the first series named Lauren Sherwood, a young blonde woman who was the teenage babysitter of Eden Blake's children. This new version becomes stuck in the Ultraverse. Lukasz-Mantra became a supporting character until issue #5. The new Mantra fought NecroMantra-Thanasi and N.M.E. The second volume lasted only 7 issues.

In her last appearance, Mantra meets Ghoul from Ultraforce, who was working as a taxi driver, and gives him a ring that transforms his appearance, allowing him work without scaring his fares.

Powers and abilities
Lukasz was an extremely experienced warrior whose master (Archimage) would reincarnate him and eleven other warriors into new bodies each time they fell in combat throughout the centuries. In Eden Blake's body, he could use the latent potential for magic inherited by those of her bloodline; the longer he was in her form, the more he could access this power, slowly becoming a vastly powerful sorceress. She could summon a mystical armor by invoking the word "Mantra". The armor acted as a "focus" for her powers, increasing the abilities greatly. She could also accomplish great things requiring vast power by reciting over and over the mantra given to her by Archimage, "Change, Growth, Power" while the power inside her built.

Lauren Sherwood's abilities were similar, but developed more rapidly.

Possibility of revival
In 2003, Steve Englehart was commissioned by Marvel to relaunch the Ultraverse with the most recognizable characters, including Mantra, but the editorial staff decided finally not to resurrect the Ultraverse imprint. In June 2005, when asked by Newsarama whether Marvel had any plans to revive the Ultraverse, Marvel editor-in-chief Joe Quesada replied that:

"Let's just say that I wanted to bring these characters back in a very big way, but the way that the deal was initially structured, it's next to impossible to go back and publish these books.There are rumors out there that it has to do with a certain percentage of sales that has to be doled out to the creative teams. While this is a logistical nightmare because of the way the initial deal was structured, it's not the reason why we have chosen not to go near these characters, there is a bigger one, but I really don't feel like it’s my place to make that dirty laundry public."

title: Mantra (comics)


text:
Piggly Wiggly

Piggly Wiggly is an American supermarket chain operating in the American Southern and Midwestern regions run by Piggly Wiggly, LLC, an affiliate of C&S Wholesale Grocers. Its first outlet opened in 1916 in Memphis, Tennessee, and is notable as the first true self-service grocery store, and the originator of various familiar supermarket features, such as checkout stands, individual item price marking and shopping carts. The company headquarters is in Keene, New Hampshire. As of 2024, 503 independently owned Piggly Wiggly stores currently operate across 18 states, primarily in smaller cities and towns.

[[File:Piggly Wiggly locations by US state.svg|thumb|346px|Piggly Wiggly operations in the U.S. as of 2018

]]

History
Piggly Wiggly was the first self-service grocery store. It was founded by Clarence Saunders on September 6, 1916 (although it did not open until five days later due to delays in construction), at 79 Jefferson Avenue in Memphis, Tennessee. A replica of the original store has been constructed in the Memphis Pink Palace Museum and Planetarium, a mansion that Saunders built as his private residence, which was later sold to the city.

At the time of its founding, grocery stores did not allow customers to gather their goods. Instead, a customer would give a list of items to a clerk, who would then collect them throughout the store. This created greater costs and higher prices. Piggly Wiggly introduced the innovation of allowing customers to go through the store, gathering their goods, thus cutting costs and lowering prices. Losses due to easier shoplifting were more than offset by profits from increased impulse purchasing. Others were initially experimenting with this format, which came to be known as a "groceteria", reminding people of cafeterias, another relatively new, self-service idea.

Piggly Wiggly Corporation secured the self-service format and issued franchises to hundreds of grocery retailers to operate its stores. The concept of the "self-serving store" was patented by Saunders in 1917. Customers at Piggly Wiggly entered the store through a turnstile and walked through four aisles to view the 605 items sold in packages and organized into departments. The customers selected merchandise as they continued through the maze to the cashier. Instantly, packaging and brand recognition became important to companies and consumers alike.

In 1937, Piggly Wiggly became the first company to provide shopping carts for customers, in their Oklahoma branch; they were also the first company to use point of sale lanes for payment.

The success of Piggly Wiggly was phenomenal, and other independent and chain grocery stores changed to self-service in the 1920s and 1930s. At its peak in 1932, the company operated 2,660 stores and posted annual sales in excess of $180 million. In November 1922, Saunders attempted a squeeze on the substantial short interest in the stock, running the share price up from 40 to 120 and profiting by millions on paper. The Stock Exchange Governors responded by deciding that a corner had been established in Piggly Wiggly and removed the stock from the Board, eventually forcing Saunders to turn over his assets to the banks that had financed his leveraged position. Saunders reputedly lost $9 million in the attempted corner.

Following these events, the company was divided into strategic units, which were sold to regional grocery chains, including Kroger, Safeway, National Tea, and Colonial. In 1935, all 179 Canadian Piggly Wiggly were also sold to Canada Safeway, which merged with Sobeys in 2013. Prior to this, three stores in Texas were sold to the emerging H-E-B in 1927.

After losing control of Piggly Wiggly, Saunders had no further association with the company. However, he remained interested in automated shopping, with which he experimented initially with the Keedoozle store until he died in 1953.

According to John Brooks, Piggly Wiggly's "greatly changed corporate structure ... flourished into the 1960s", and hundreds of stores operated under a franchise agreement with the Piggly Wiggly Corporation of Jacksonville, Florida.

Name and logo
According to the Piggly Wiggly website, Saunders was "reluctant" to explain the origin of the company's name. One story recounts that while riding a train, he looked out his window and saw several little pigs struggling to get under a fence, which prompted him to think of the rhyme. Someone once asked him why he had chosen such an unusual name for his organization, to which he replied, "So people will ask that very question".

American artist George Condo painted the "Piggly Wiggly" logo as part of his Memphis Series.

Present company
Piggly Wiggly was acquired by the wholesale grocer Malone & Hyde in 1982. Malone & Hyde was acquired by Fleming Companies in 1988. Fleming filed for bankruptcy in 2003, and C&S Wholesale Grocers acquired most of the business, including Piggly Wiggly. C&S acquired regional warehouses Piggly Wiggly Carolina in 2013 and Piggly Wiggly Midwest in 2021.

There are more than 500 independently owned and operated stores in 18 states. The company headquarters is located in Keene, New Hampshire. Some of the stores in Alabama have formed Piggly Wiggly Alabama Distributing Company, a retailers' cooperative to manage distribution while using the Piggly Wiggly name.

title: Piggly Wiggly


text:
Talk:Freedows OS

Untitled
The first version was a quick page to get the ball rolling. Wikipedians, if anyone has time, the included links should allow anyone to make this a much better description. The "wiki" from tunes.org has very good writeups for this and related info, but I don't know enough about licensing to want to try to include it. Maybe someone could try to do that?

 * It can be included. I asked.

http://tunes.org/wiki/Talk:Freedows 71.81.52.23 00:03, 19 March 2006 (UTC)

"Free DOS"?
As I recall, it was meant to be a pun on Fritos corn chips; the motto "not just a snack" was used in the early days of the project. I can't find a source for this, though. Sw2k7 (talk) 03:50, 5 January 2008 (UTC)

 * Does a primary source, right here, from the person who named it count as a source? :-) If so, the story is a little more complicated -- the original name of it was intended to be MultiOS, but I ultimately rejected it after some consideration.  The next idea was the one that was ultimately used -- Freedows ("'98" and later "OS").  The article is accurate to suggest Freedows is a portmanteau of "free" and "windows" (akin to Freedos), but it was definitely not named that way to be a pun on the corn chips.  One of the early project members, however, indicated that he thought "Not just a snack anymore" would be a good motto (given how similar the name sounds) -- that was shortened to "Not just a snack," giving pretty much the only semi-official motto we used throughout the duration of the project.  It also seemed like an appropriate motto to illustrate that it wasn't intended to be a "weak" OS -- i.e. it wasn't just "a snack." :-)  Succinctly: the motto was partially a pun on corn chips, but the original name had nothing to do with them.  As an aside, the main corn chip brand I was familiar with was the one most popular in Western Canada, and the one I ate, Old Dutch.  I don't recall that the name similarity to Fritos even occurred to me until it was pointed out by the aforementioned project member. Reecesel (talk) 19:26, 21 January 2008 (UTC)

Delete.
I realize this was previously nominated for deletion, but it seems completely insignificant. The reasons it was kept last time around are completely unverifiable and seem to have disappeared off the face of the earth (making me wonder if they ever existed) and the content of the article demonstrates absolutely no reason this is Wikipedia notable. Can we call another deletion vote? Nonint (talk) 02:13, 27 July 2010 (UTC)
 * Maybe it can be merged with a new article about Alliance OS, which ended up being a bit more substantial - at least in terms of ideology... —Preceding unsigned comment added by Nonint (talk • contribs) 02:18, 27 July 2010 (UTC)
 * By all means feel free to nominate it again. The instructions are here, or I could do the nomination for you if you prefer. If you do nominate it yourself, would you mind letting me know on my talk page?
 * As for the Chronicle reference I can assure you it did exist, although it seems to have disappeared now. I found this on the same site, but it's unfortunately subscriber access only. I don't know anything about Alliance so no opinion on the merge. Olaf Davis (talk) 09:17, 27 July 2010 (UTC)
 * Right, this article is pretty horrid. It amounts to me starting an article that says something like;  "In 1990, a developer in the US had a revolutionary idea for an operating system.  He thought about it very heavily, almost four times, but it was never worked on or written." 24.1.252.60 (talk) 11:16, 18 November 2011 (UTC)

Freedows is not a operating system I heard. (Talk To Me?)Micro1975791soft (talk) 08:45, 5 January 2013 (UTC)

title: Talk:Freedows OS


text:
User:FireCatcher/randomthoughts

Headline text
Random Thoughts

title: User:FireCatcher/randomthoughts


text:
User:XGrape

xGrape is one of many Wikipedia users. He is from Norway, and maintains a blog at xgrape.net

title: User:XGrape


text:
Georgia Department of Transportation

The Georgia Department of Transportation (GDOT) is the organization in charge of developing and maintaining all state and federal roadways in the U.S. state of Georgia. In addition to highways, the department also has a limited role in developing public transportation and general aviation programs. GDOT is headquartered in downtown Atlanta and is part of the executive branch of state government.

GDOT has broken up the state of Georgia into seven districts in order to facilitate regional development. Each district is responsible for the planning, design, construction, and maintenance of the state and federal highways in their region.

History
The State Highway Department was created on August 16, 1916 by an act of the Georgia General Assembly. In 1918 came the creation of the Georgia State Highway Commission, which made surveys and oversaw plans for road projects. Finally, in 1972, came the creation of the Georgia Department of Transportation by Governor Jimmy Carter.

Roles and responsibilities
The Georgia Department of Transportation plans, constructs, maintains, and improves the state's road and bridges; provides planning and financial support for other modes of transportation such as mass transit and airports; provides airport and air safety planning; and provides air travel to state departments. The department also provides administrative support to the State Road and Tollway Authority and the Georgia Rail Passenger Authority.

A majority of the department's resources are directed toward maintaining and improving the state's network of roads and bridges. Proceeds from the state's motor fuel taxes are constitutionally earmarked solely for use on Georgia's roads and bridges. Non-road and bridge construction projects are supported by a combination of state general funds, federal funds, and local funds.

The department is responsible for waterways, including the Intracoastal Waterway and the Savannah and Brunswick ports.

Commissioners

 * Jim L. Gillis Sr. (1963-1970)
 * Bert Lance (1970-1973)
 * Downing Musgrove (1973-1975)
 * Tom Moreland (1975-1987)
 * Hal Rives (1987-1991)
 * Wayne Shackleford (1991-2000)
 * J. Tom Coleman Jr. (2000-2003)
 * Harold E. Linnenkohl (2003-2007)
 * Gena Lester Abraham Evans (2007-2009)
 * Vance C. Smith Jr. (2009-2011)
 * Keith Golden (2011-2015)
 * Russell R. McMurry (2015–present)

Highway system
The state of Georgia has 1244 mi of Interstate highways within its state lines. Georgia's major Interstate Highways are I-95, I-75, I-16, I-85, and I-20. Other important interstate highways are I-24 and I-59. I-285 is Atlanta's perimeter route and I-575 connects with counties in north Georgia on I-75 and I-675 connects to I-285 on the south side of Atlanta. I-475 is a western bypass of Macon, shortening the trip for through I-75 traffic. The Georgia Department of Transportation maintains only 16 percent of the roads in the state. The other 84 percent are the responsibility of the counties and cities; 75 percent of those roads are county roads.

GDOT maintains approximately 18,000 miles of state routes and has maintained this mileage cap since the early 1970s. This has led to a significant shift of road responsibility from state responsibility to local governments. This is because the state highway system has not been allowed to grow in proportion to the massive overall road system growth due to rapid population increases statewide over the past 40 years. This has left many urbanized counties forced to maintain many miles of arterial routes and a few freeways due to inability to get these roads onto the state highway system.

Freeing the Freeways
The Freeing the Freeways program is the largest urban expressway reconstruction project of the late 20th century. The program involved widening the all the interstate highways within the beltway of Atlanta. The Federal Highway Act of 1976 allowed states for the first time to use federal highway dollars to widen and build new interchanges on existing highways. This change to federal policy and subsequent similar changes in the 1978 Surface Transportation Assistance Act and 1981 Federal-Aid Highway Act allowed Georgia to rebuild metro Atlanta interstates with 90/10 federal support.

The project cost $1.5 billion and doubled Atlanta's freeway lane miles from 900 to 1851 mi. The project sought to increase lanes from six to eight on I-20, I-75, I-85, and I-285 and 10 lanes on the downtown connector involved 125 mi and was phased over 13 years between 1976 and 1988. During this time, auxiliary interstates in the Atlanta metropolitan area would be constructed and open including Interstate 575 (construction began in 1979 and was completed in 1985) and Interstate 675 (construction began in 1982 and was completed in 1987).

Widening of I-285 took place first, in order to allow drivers to bypass the construction when it took place within the beltway. Construction began on the northern arc of I-285 from Paces Ferry Road just west of I-75 to Chamblee Tucker Road just east of I-85 in 1976, and it was completed by 1978. The radiating expressways were then upgraded. By July of 1985, I-75 and I-85 had both been widened from the Brookwood Split to north to their interchanges with I-285. The only section of major interstates that was not rebuilt in the project was I-85 between the Brookwood Split to present-day Georgia 400. The Georgia Department of Transportation opted to build a new viaduct carrying the new 10-lane I-85 just north of the original I-85 alignment and downgraded the original alignment to Georgia State Route 13.

The construction of the Tom Moreland Interchange, replacing the cloverleaf interchange at the junction of Interstate 85 and Interstate 285 on the northeast side of Atlanta, began in 1983. The first flyover ramp opened in 1985 and the interchange was completed in 1987. The other intersection of I-285 and I-85 on the southwest corner of Atlanta was originally constructed as a concurrency in the 1960s. When completed in 1989, the newly widened I-285 and I-85 had separate parallel roadways.

The final phases of construction were on the Downtown Connector. Work on the 8 mi Connector began in 1984. The project widened the Connector to 10 lanes, which included the design and construction of 55 bridges over the connector. GDOT policy mandated that there were never fewer lanes open during construction as existed before construction which added to the cost and time devoted to the Downtown section. The final segment of the Downtown Connector opened in November 1988. While not officially part of Freeing the Freeways, over the next few years into the early 1990s, several of the suburban interstates would be widened including I-75 in Cobb County from Windy Hill Road to I-575 and I-85 in Gwinnett County from I-285 to SR 316. I-285's northern arc would get another lane in each direction. All these projects contributed to Atlanta having world class infrastructure and being selected to host the 1996 Summer Olympics.

I-75 and I-85 (as well as their Downtown Connector concurrency) were built with provisions for high-occupancy vehicle lanes (HOV lanes) including dedicated exits and on-ramps at Northside Drive, Lindbergh Drive, Williams Street, Piedmont Avenue, Memorial Drive, and Aviation Boulevard. In 1989, the Georgia Department of Transportation estimated it would cost just under $430,000 to convert a lane in each direction for 21.3 miles of I-85 to HOV lanes. The first HOV lanes to open were on I-20 from the Connector east to I-285. In June 1996, in anticipation of the 1996 Summer Olympics, HOV lanes opened on I-75 and I-85 from Aviation Boulevard on I-75 north to the Chattahoochee River and I-85 from the Connector north to I-285. This marked the true end of Freeing the Freeways as all the urban and suburban widening projects were complete and the HOV lanes initially built in the late 1980s were finally opened and operating.

Railroads
Georgia boasts one of the most extensive freight rail systems in the U.S., with some 5,000 miles of track that run through almost all of the state's 159 counties. The system primarily consists of two Class 1 railroads—Norfolk Southern and CSX—and 25 shortlines. 29 percent (1,433 miles) of the state's railroad system is operated by 25 independent or short-line operators.

Light density lines
The DOT owns nearly 540 miles of light density rail line. Approximately 90 percent of the 540 miles is leased to a shortline operator. The remaining 10 percent is leased to the Georgia Department of Natural Resources for use as a bicycle and pedestrian trail, is inactive, or is not leased. Norfolk Southern has approximately 851 miles of light density lines and CSX has another 242 miles. Georgia's light density lines carry less than 5 million gross tons of freight per year and function as local shortline service operators, primarily in rural agricultural areas.

Mainlines
2,463 miles of the rail system are classified as "mainline track". Some Georgia mainlines transport more than 80 million gross tons per year, ranking them among the most heavily used in the country.

Aviation Programs
Aviation Programs is tasked to assure a safe, adequate, and well-maintained system of public-use airports, to promote and encourage the use of aviation facilities, to guide airport development, to promote viable scheduled air service throughout the state, and to foster safer operating conditions at these facilities.

Other responsibilities
Aviation Programs is responsible for inspecting and licensing all open-to-the-public general aviation airports in the state. State law requires public-use airports to have a state airport license. Licensing occurs on a biennial basis.

Aviation Programs also publishes and distributes to the airports and aviation community the Georgia Airport Directory and the Georgia Aeronautical Chart in alternating years.

State Block Grant Program
Georgia was designated by the FAA as the 10th participant in the State Block Grant Program beginning October 1, 2008. This mandates the department to accept and administer millions of dollars in federal funding for improvements at federally eligible general aviation airports. Aviation Programs assumes additional responsibility for project oversight, airport planning, compliance, and environmental review at these airports.

Airport Development
The Airport Development program is responsible for developing, managing, and administering programs to satisfy these goals. The Georgia Airport Aid Program is designed to provide financial assistance to communities in accomplishing capital improvement, airfield maintenance, and approach aid projects. Capital improvement projects include new, extension or widening of a runway, taxiway, or aircraft parking apron. Maintenance projects include resurfacing or reconstruction of runways, taxiways, and aprons, repair of lighting systems and approach aids, and sealing of joints and cracks on airfield pavements. Approach aid projects include the purchase and installation of glide slopes, localizers, visual guidance, and automated weather reporting equipment.

Aviation Planning
The Aviation Planning program participates in individual airport planning projects, and, on a statewide basis, maintain the Georgia Aviation System Plan, which reviews the state system of airports and make recommendations on their development that would benefit statewide development goals. We routinely maintain a statewide Airfield Pavement Management Study which evaluates the pavement at 103 airports in the state. Recommendations include a 5-year maintenance work program for each airport and documentation of the needs for state funds to maintain the airport infrastructure.

Department management
Georgia DOT is governed by a 14-member State Transportation Board that is elected by the Georgia General Assembly for a five-year term and is headed by a commissioner chosen from among the board members. The board's powers include designating which public roads are encompassed within the state highway system; approving long-range transportation plans; overseeing the administration of construction contracts; and authorizing lease agreements. Offices within the board, other than Commissioner, are Deputy Commissioner; Chief Engineer and Treasurer.

The Georgia Department of Transportation has several different divisions. They include:

 * Division of Administration
 * Chief Engineer
 * Communications Division
 * Division of Construction
 * Division of Equal Employment Opportunity
 * Division of Field Districts
 * Division of Information Technology
 * Division Legal Services
 * Division of Operations
 * Division of Planning
 * Division of Preconstruction
 * Special Staff
 * Treasurer

title: Georgia Department of Transportation


text:
Granollers

Granollers is a city in central Catalonia, about 30 kilometres north-east of Barcelona. It is the capital and most densely populated city in the comarca of Vallès Oriental.

Granollers is now a bustling business centre, having grown from a town dominated by Catalonia's textile industry that was prominent during the 19th Century. However, in the southern portion of the municipality, the Palou area retains the agricultural characteristics of the past.

Granollers forms a conurbation with Canovelles, Les Franqueses del Vallès and the district of La Torreta in La Roca del Vallès. The city is crossed by the Congost river, a tributary of the Besòs. It is considered to be the other jewel of the Barcelona metropolitan area. It is around 25 km north-east of the centre of Barcelona.

Spanish Civil War
During the Spanish Civil War, in May 1938, the Bombing of Granollers was carried out by Italian bombers, resulting in 100-200 civilian fatalities.

Notable landmarks
La Porxada, is a Renaissance building which served as a grain storehouse, emblematic of the town. On Corró street, there is the ancient hospital of Sant Domènec, now the Francesc Tarafa theatre, a good example of restored Gothic architecture. The church of Sant Esteve in the city centre also contains Gothic elements from the 15th Century, along with an octagonal tower.

Notable natives and residents

 * King Peter V of Aragon died in Granollers
 * Bishop Martin Griver, born in Granollers; died in Perth, Western Australia.
 * Gerard López, football player for Barcelona and Spain, born in Granollers
 * Jordi López, footballer, born in Granollers
 * Marc Valiente, footballer, born in Granollers
 * Aleix Espargaró, motorcycle racer, born in Granollers
 * Pol Espargaró, motorcycle racer, born in Granollers
 * Abraham Minero, footballer
 * Jordi Benito, artist, born in Granollers
 * Dani Mateo, TV host, journalist and comedian, born in Granollers.
 * Lamine Yamal, football player for Barcelona and Spain.

title: Granollers