text:
User talk:Combuchan

Hello and welcome to Wikipedia! Hope you like it here, and stick around.

Here are some tips to help you get started:

 * To sign your posts (on talk pages, for example) use the '~' symbol. To insert just your name, type ~~~ (3 tildes), or, to insert your name and timestamp, use ~~~~ (4 tildes).
 * Try the Tutorial, and feel free to experiment in the test area.
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Good luck!

Belated birthday
--User:Jenmoa 00:14, 17 August 2005 (UTC)

note
Just in case as an Arizonan you know anything of Spider Ranch, whether it's locally notable or not. Articles for deletion/Spider Ranch. Herostratus 19:53, 24 January 2006 (UTC)

note
Just in case as an Arizonan you know anything of Spider Ranch, whether it's locally notable or not. Articles for deletion/Spider Ranch. Herostratus 19:54, 24 January 2006 (UTC)

thanks
Just a word of thanks for developing Central Avenue, Phoenix, Arizona! It's a great resource, and I'll throw some photos on it. --Lockley (talk) 21:45, 8 February 2008 (UTC)
 * on photo of the Phoenix Financial Center, will do! I spoke to Mr. Sarmiento again this past weekend, and he appreciates the attention he's getting in Phoenix, so I'll try to work up an article on him too.  I told him that people still try to decode the south side of that building and he seemed faintly amused. --Lockley (talk) 17:08, 11 February 2008 (UTC)

Non-free rationale for File:Steel reserve.jpg
Thanks for uploading or contributing to File:Steel reserve.jpg. I notice the file page specifies that the file is being used under non-free content criteria, but there is not a suitable explanation or rationale as to why each specific use in Wikipedia is acceptable. Please go to the file description page, and edit it to include a non-free rationale.

If you have uploaded other non-free media, consider checking that you have specified the non-free rationale on those pages too. You can find a list of 'file' pages you have edited by clicking on the "my contributions" link (it is located at the very top of any Wikipedia page when you are logged in), and then selecting "File" from the dropdown box. Note that any non-free media lacking such an explanation will be deleted one week after they have been tagged, as described on criteria for speedy deletion. If the file is already gone, you can still make a request for undeletion and ask for a chance to fix the problem. If you have any questions, please ask them at the Media copyright questions page. Thank you. Kelly hi! 19:23, 4 August 2011 (UTC)

 * I took this photo myself and uploaded it five years ago. Can you explain to me what I am supposed to do here?  Combuchan (talk) 00:00, 5 August 2011 (UTC)

Suggestion for WikiProject United States to support WikiProjeck Arizona
It was recently suggested that WikiProject Arizona, to which you are a member, may be inactive or semiactive and it might be beneficial to include it in the list of projects supported by WikiProject United States. After reviewing the project it appears that there haven't been muchany active discussion on the talk page in some time and the only content updates appear to be simple maintenance so being supported by a larger project might be beneficial. I have begun a discussion on the projects talk page to see how the members of the project feel about this suggestion. Another user has added the project to the WPUS template and I added it to the list of supported projects in the WPUS main project page but before I take any further action I wanted to contact each of the active members for their input. --Kumioko (talk) 13:28, 7 August 2011 (UTC)

September 2011 Newsletter for WikiProject United States
--Kumioko (talk) 13:14, 5 September 2011 (UTC)

December 2011 Newsletter for WikiProject United States
--Kumioko (talk) 04:18, 12 December 2011 (UTC)

January 2012 Newsletter for WikiProject United States and supported projects
--Kumi-Taskbot (talk) 18:51, 16 January 2012 (UTC)

ArbCom elections are now open!
MediaWiki message delivery (talk) 12:49, 23 November 2015 (UTC)

Speedy deletion nomination of AC Lounge

A tag has been placed on AC Lounge requesting that it be speedily deleted from Wikipedia. This has been done under section A7 of the criteria for speedy deletion, because the article appears to be about a company, corporation or organization, but it does not credibly indicate how or why the subject is important or significant: that is, why an article about that subject should be included in an encyclopedia. Under the criteria for speedy deletion, such articles may be deleted at any time. Please read more about what is generally accepted as notable.

If you think this page should not be deleted for this reason, you may contest the nomination by visiting the page and clicking the button labelled "Contest this speedy deletion". This will give you the opportunity to explain why you believe the page should not be deleted. However, be aware that once a page is tagged for speedy deletion, it may be deleted without delay. Please do not remove the speedy deletion tag from the page yourself, but do not hesitate to add information in line with Wikipedia's policies and guidelines. If the page is deleted, and you wish to retrieve the deleted material for future reference or improvement, then please contact the. MT Train Talk 11:22, 1 April 2018 (UTC)

One and only warning
This is your one and only warning, if you persist with nonsense like the crass garbage you left at User talk:Mark the train, you will be blocked for harassment and personal attacks. There is nothing wrong with having a dispute with another user, but name calling and yelling is not acceptable. Primefac (talk) 17:46, 3 April 2018 (UTC)
 * Exactly to which article were you referring?--Dloh cier ekim  (talk) 18:22, 3 April 2018 (UTC)
 * Not seeing any edits that were deleted after tagging by Mark the train. Is it possible you forgot to save your work? If you mean AC Lounge, it looks like you attempted to create a redirect, MtT tagged it, and then an admin fixed the redirect. Interestingly, you then tagged the target of the redirect as an advert. It was tagged for G11, then reverted to a non promotional version. You might want to try to create a draft article via WP:AfC to develop it in terms of sourcing. --Dloh cier ekim  (talk) 18:36, 3 April 2018 (UTC)

2019 US Banknote Contest
Sent by ZLEA at 23:30, 19 October 2019 (UTC) via MediaWiki message delivery (talk)

ArbCom 2022 Elections voter message
 Hello! Voting in the 2022 Arbitration Committee elections is now open until 23:59 (UTC) on. All eligible users are allowed to vote. Users with alternate accounts may only vote once.

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 Hello! Voting in the 2023 Arbitration Committee elections is now open until 23:59 (UTC) on. All eligible users are allowed to vote. Users with alternate accounts may only vote once.

The Arbitration Committee is the panel of editors responsible for conducting the Wikipedia arbitration process. It has the authority to impose binding solutions to disputes between editors, primarily for serious conduct disputes the community has been unable to resolve. This includes the authority to impose site bans, topic bans, editing restrictions, and other measures needed to maintain our editing environment. The arbitration policy describes the Committee's roles and responsibilities in greater detail.

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title: User talk:Combuchan


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Lincoln Futura

The Lincoln Futura is a concept car promoted by Ford's Lincoln brand, designed by Ford's lead stylists Bill Schmidt and John Najjar, and hand-built by Ghia in Turin, Italy — at a cost of $250,000 (equivalent to $ in 2024).

Displayed on the auto show circuit in 1955, the Futura was modified by George Barris into the Batmobile, for the 1966 TV series Batman.

History
The idea for the Futura came from designer Bill Schmidt, who got the idea while he was diving, after an encounter with a shark.

The car's official public debut was on January 8, 1955, at the Chicago Auto Show; it had been shown to the press at the city's Congress Hotel on January 5. While being displayed elsewhere in the U.S. that spring, the Futura was seen by the country's television audience on Today ("The Today Show") on March 3, 1955. The Futura's styling was original by 1950s standards — with a double, clear-plastic canopy top, exaggerated hooded headlight pods, and very large, outward-canted tailfins. The Futura had a complete powertrain and was fully operable, in contrast to many show cars. Its original color was a pearlescent white, created by one of the first pearlescent color treatments. To achieve the effect Bill Schmidt wanted, Ghia ground and pulverized the scales of thousands of fish and mixed them into the paint.

The Futura was powered by a 368 cubic inch Lincoln engine and powertrain; the chassis was an early prototype Y-shaped backbone perimeter frame that would go into production on the 1956-1957 Continental Mark II.

The Futura was a success as a show car, garnering favorable publicity for Ford. It was released as a model kit and a toy, and, in a much more subdued form, its headlight and tailfin motifs would appear on production Lincolns for 1956 and 1957, such as the Lincoln Premiere and Lincoln Capri. The concave front grille inspired the grille on the 1960 Mercury Monterey and the 1960 Ford Galaxie.

The styling showed a progression from the Mercury XM-800 introduced in 1954.

Media appearances
The Futura played a prominent part in the 1959 movie It Started with a Kiss, starring Debbie Reynolds and Glenn Ford. For the movie, it was painted red, as the white pearlescent finish did not photograph well.

The red-painted car is also seen in Ford's 1961 promotional film The Secret Door. The film's look inside Ford's Styling Center includes footage of the Futura on the test track and in the wind tunnel.

The concept car was subsequently sold to auto customizer George Barris. Having originally cost $250,000, the Futura was sold to Barris for $1 and "other valuable consideration" by Ford Motor Company. As the car was never titled and was therefore uninsurable, it was parked behind Barris' shop, sitting idle and deteriorating for several years.

The Lincoln Futura was also included in the Vegas Pack DLC of Mafia II as the "Jefferson Futura".

The 1994 NBC TV series Viper featured a red replica of the 1955 Lincoln Futura called "The Baxley." In the episode "Wheels of Fire" (S01E08), the car's creator stole it after it was recovered by construction workers. There was quite a bit of film featuring the vehicle, even a chase between the Viper Defender and the Futura. There is a YouTube video available of the chase.

Batmobile

In 1966, Barris was asked to design a theme car for the Batman television series. Originally the auto stylist Dean Jeffries was contracted to build the car for the show in late 1965, but when the studio wanted the car sooner than he could deliver, the project was given to Barris. With the short notice, Barris thought the Futura might work well, and using Jeffries's initial car, decided that its unusual winged shape would be an ideal starting point for the Batmobile. Barris hired Bill Cushenbery to modify the car's metalwork.

Barris went on to build three fiberglass replicas using the frames and running gear from 1966 Ford Galaxie cars for the show circuit. Barris later acquired a fourth replica, a metal car built on a 1958 Ford Thunderbird.

Barris retained ownership of the car after its conversion to the Batmobile, leasing it to the TV studio for filming. After production of the TV series ended, it was displayed in Barris' own museum in California. It has also been displayed in the Cayman Motor Museum on Grand Cayman Island.

Barris sold the Batmobile to Rick Champagne at the Barrett-Jackson collector car auction on Saturday, January 19, 2013, in Scottsdale, Arizona for US$4.62 million.

As of August 2016, Dave Anderson in Fairfax, Virginia owns the #1 made from the Futura Concept Car and he also owns the #2 car (the first replica that Barris built).

Replica

In the 1990s, Bob Butts (with George Barris' consent) made replicas of the Batmobile, using a mold of one of the Barris-built replicas. Based on pictures from when the Futura was shown in the 1950s, he reskinned an existing Batmobile replica back into a Lincoln Futura replica. He only created one copy.

The original fiberglass copy shell of the Futura made by Bob Butts was later found by Gotham Garage owner Mark Towle and his friend and actor Shawn Pilot and rebuilt as an original copy of the Lincoln Futura together with his team (Constance Nunes, Tony Quinones, Michael "Caveman" Pyle) in their shop in Temecula, California, as seen in the Netflix series Car Masters: Rust to Riches.

When finished, the replica Futura was eventually sold at the Grand National Roadster Show at the Pomona Fairplex for approximately $90,000.

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

title: Lincoln Futura


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Category:Civic organizations

This category is closely related to: Category:Political organizations. For English speaking countries, whether an article appears in one or the other depends primarily on local usage, which varies from one country to another.

title: Category:Civic organizations


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User talk:Ilikea

Hello and welcome to Wikipedia! Hope you like it here, and stick around.

Here are some tips to help you get started:

 * To sign your posts (on talk pages, for example) use the '~' symbol. To insert just your name, type ~~~ (3 tildes), or, to insert your name and timestamp, use ~~~~ (4 tildes).
 * Try the Tutorial, and feel free to experiment in the test area.
 * If you need help, post a question at the Help Desk
 * Follow the Simplified Ruleset
 * Eventually, you might want to read the Manual of Style and Policies and Guidelines.
 * Remember Neutral point of view
 * Explore, be bold in editing pages, and, most importantly, have fun!

Good luck!

Hapa
Hi Ilikea, I'd like to join Meelar in welcoming you. I've noticed you've made a lot of changes to the Hapa article, as suggested on the Village Pump. I think the article has come a long way, but I had a few comments/questions. Again, welcome! -- DropDeadGorgias (talk) 21:27, Jul 27, 2004 (UTC)
 * 1) It is helpful to put edit summaries for your edits.  Since you make a lot of edits in batches, this is helpful for people to distinguish between your various edits and see what you have added incrementally from the history page.
 * 2) You can mark minor fixes (such as punctuation mistakes) by checking the "This is a minor edit" checkbox,
 * 3) What is your source for Bruce Lee being 1/4 russian?  I've never seen this statistic, and can't seem to find it on Google.  If you are sure of this information, please update the Bruce Lee article accordingly.  If you are unsure of any of these facts, it is best to discuss these changes on the Talk page, first, either at Talk:Bruce Lee or Talk:Hapa.

Hello Ilikea, I read your statement on talk:Hapa, and I added some of my thoughts on the matter. Thank you for your contributions. --Ryanaxp 21:51, Aug 3, 2004 (UTC)

Aloha
Aloha, Ilikea. First of all, welcome to Wikipedia. Second, there is no need to apologize for your being upset with whatever actions I may have taken against your contributions. It is understandable and you had every right to feel angry. Also, it was my fault for not having explained my actions before I took them and for that I must sincerely apologize. I was working erroneoulsy under the assumption that all the editors working on the Hawaii page had already known about the policy concerning the List of famous people from Hawaii and had failed to acknowledge that newcomers, like yourself, would have never had known. I obviously had learned that lesson.

Your contributions are very worthwhile as evident in the remarkable work you've already achieved to shape the Hawaii sections of Wikipedia to be so much more true to the identity of the Hawaiian Islands and its people. With your fervent desire to infuse the Spirit of Aloha to Wikipedia, Hawaii cannot be represented as anything other than genuine — as it should be portrayed — on this forum.

While my actions certainly were never driven by any intent to disregard and disrespect the values that are held true to kanaka ma‘oli and kama‘aina alike, I should hope to warn you that there are other editors on Wikipedia who are very Americocentrist and will try to do whatever they can to make sure their views prevail over the spirit of righteousness that is indicative of Hawaiian — both native and contemporary millennial — culture and society. When actions are taken against you and your contributions in that manner, always know that you won't be alone in the anger that you may feel and that you will have the support of many here at Wikipedia. We stood together to make sure the Republic of Hawaii, Territory of Hawaii and Bayonet Constitution articles reflected reality instead of the radical propoganda that was being fed to unsuspecting Wikipedia readers. We're currently standing together to make sure anti-Hawaiian-English spelling factions (yes, they do exist) don't ban the use of ‘okina and kahako from Wikipedia. And we intend to do the same for any Hawaii article here.

I look forward to working closely with you. Malama pono. --Gerald Farinas 20:27, 31 Jul 2004 (UTC)

Deal with differences outside Wikipedia?
Dear Ilikea,

I have heavily edited a lot of changes you introduced, and you have restored your originals. We will be doomed to an edit war unless we can reach some modus vivendi. Perhaps email communication? A face to face meeting? I've repeated this on several talk pages, but I want to make sure that you get my message. Email lofstrom@lava.net to get in touch.

Zora 04:03, 6 Aug 2004 (UTC)

Farewell
I conclude you made the decision to cease contributing because you disagree with editing of your contributions by other contributors. While it is unfortunate that some contributors respond to editing in the way you have chosen, such is the nature of the wiki medium. Please accept my best wishes for your future endeavors.

User categorization
Greetings! Your user page hasn't been vandalized :-) --it was updated to use the new User Categorization scheme. I have categorized your User Page as a Wikipedian in Hawai'i (Category:Wikipedians in Hawaii) since your name was listed on the Wikipedia:Wikipedians/Hawaii page.  The Wikipedia:Wikipedians/Hawaii page is scheduled for deletion.  Thanks!   Roby Wayne  Talk •  Hist 23:44, 7 September 2005 (UTC)

Looking for editors to help with an Asian Pacific American edit-a-thon in Honolulu
Aloha!

Last summer I moved to the Seattle area after 14 years in Kailua on Oahu. I immediately fell in with the Cascadia Wikimedians User Group as it formed, joined its board and became its first president as well as the GLAM representative for Washington State.

Recently, Adriel Luis, Curator (Digital & Emerging Media) at the Smithsonian Asian Pacific American Center, contacted me about setting up an edit-a-thon like the previous Wikipedia APA edit-a-thon. In addition to discussing one for Seattle, he wrote:

It's awesome to learn about your past in Honolulu - I'm actually going to be there for another SmithsonianAPA project mid September, and thinking that this could be an opportunity to do an event there as well! I have lots of contacts with UH and the museums, but do you know of any contacts on the Wikimedia side out there?

As I was working two jobs while I lived on Oahu, I did not have the opportunity to meet your or any other Wikipedians at the time. Hence, the reason why I am contacting you now.

If you would like to help, please contact me through one of these methods:
 * Email me directly at [mailto:peaceray@cascadia.wiki peaceray@cascadia.wiki]
 * Use Special:EmailUser/Peaceray to email me
 * Leave a message for me on my talk page.

Mahalo,

Discussion at Wikipedia talk:WikiProject Hawaii § Campaign to upload Lāhainā photographs
You are invited to join the discussion at Wikipedia talk:WikiProject Hawaii § Campaign to upload Lāhainā photographs.

title: User talk:Ilikea


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Rogers Pass (British Columbia)

Rogers Pass is a high mountain pass through the Selkirk Mountains of British Columbia, but the term also includes the approaches used by the Canadian Pacific Railway (CP) and the Trans-Canada Highway. In the heart of Glacier National Park, this National Historic Site has been a tourist destination since 1886.

Topography
Rogers Pass is the lowest route between the Sir Donald and Hermit ranges of the Selkirks, providing a shortcut along the southern perimeter of the Big Bend of the Columbia River from Revelstoke on the west to Donald, near Golden, on the east.

The pass is formed by the headwaters of the Illecillewaet River to the west and by the Beaver River to the east. These rivers are tributaries of the Columbia, which arcs to the north.

Proposal & planning
During the 1870s, when the transcontinental was being planned, the preferred route through the Canadian Rockies was the northerly Yellowhead Pass. After awarding the contract, the government allowed CP to amend the designated crossing to the Kicking Horse Pass. Although believing the change advantageous, hindsight indicates the Yellowhead and CP's 1898 Crowsnest Pass would have provided a more economical and strategic combination. Poor judgement best describes this unfortunate decision that created lasting impediments for both the railway and highway.

Discovery of the pass
While the transcontinental advanced across the prairies, the railway sought a way over the unexplored Selkirks. In April 1881, CP offered Major A.B. Rogers naming rights and a $5,000 bonus to locate a pass. Walter Moberly had discovered Eagle Pass just to the west, and based on suggestions in Moberly's reports, Rogers started out from what is now Revelstoke, up the Illecillewaet River. On May 28, 1881, the party followed a branch of the river past "Syndicate Peak" (now Mount Sir Donald), discovering a large level opening between the mountains where the waters flowed east and west. (Some secondary sources state that Rogers only saw the pass from a distance, but this is contradicted by first-hand reports.) To get a better view of the landscape, Rogers, his nephew A.L. Rogers and some of their Shuswap guides then climbed to the crest of a nearby mountain ridge, later identified as the ridge between Mount Macdonald and Avalanche Mountain. From here they could see the Beaver River valley on the east side of the Selkirks. Running out of food, the party turned back west. Although they had found a pass, they had been unable to explore its eastern approach, a distance of 18 mi from the junction of the Beaver and Columbia rivers. Returning in 1882 from the east, Rogers followed the Beaver River and Connaught Creek (formerly Bear Creek), and on July 24, 1882 he reached the same pass, confirming its existence and the feasibility of a railway route. Rogers refused to cash the $5,000 cheque, and instead framed it upon his wall until CP General Manager William Cornelius Van Horne offered him a gold watch as an incentive to cash it. Folklore has generated many later variations of this story.

The discovery was due in part to the efforts of Moberly, his assistant Albert Perry and their First Nations guides, who had explored the Illecillewaet River on the west side of the pass fifteen year earlier. In later life Moberly stated that Perry reached the pass in 1866, but there is no contemporaneous evidence for this.

Planning & construction
Rogers blindly believed the pass presented no special engineering difficulties. By May 1883, the westward railhead had only reached Medicine Hat, still leaving time to find an alternative to the equally problematic Kicking Horse Pass. Moberly advocated Howse Pass. During the time it took to determine a practicable Kicking Horse/Selkirks route, the railhead had advanced up the Bow Valley making it too late to use Howse, which required an access from the North Saskatchewan River Valley.

Since the immediate capital costs for the Selkirks and Big Bend options were similar, the additional operating costs expected from the increased mileage eliminated the latter. As a general rule, if the interest payable on a capital investment was less than the expected savings on operating costs, CP made the investment. Decisions were a trade-off between immediate costs and delayed costs. Later traffic revenue enabled upgrades.

The acute capital shortage during 1885, meant months of unpaid payroll, and minor strikes. Captain Steele and his small North-West Mounted Police force protected construction manager Ross from confrontations with workers. When the Riel Rebellion drew Steele away, Ross formed his own 25-man armed police force. To survive the capital crisis, infrastructure costs were reduced to a bare minimum. Not only did untreated wooden trestles provide all bridging, but cuttings were of minimum width, track was not ballasted, and no snow sheds were built. Ballasting only occurred three years later. Although accurately predicting construction costs was difficult, especially in a mountainous region, total overruns were reasonable.

The eastern approach up the Beaver River required some of the largest trestles on the line.

In early February 1885, three avalanches struck. At MacKenzie camp, 6 mi west of the summit, a worker was buried. At McDermot camp, 2 mi away, three buried men were never found. At the summit, three occupants escaped through a camp store window. Later that month avalanches totally destroyed the store, and buried six men in the vicinity. These slides, followed by heavy summer rainfall, delayed the work. Abandoning the damaged right-of-way on the western slope, north of the river, CP built the switchback Loops well clear of avalanche paths.

The railhead crossed the summit that August. After the last spike ceremony that November, the line was shut down for the winter. After slide damages were repaired, the line opened to through traffic the following June.

Route
Route details. Only the crest and eastern slope of the Connaught Tunnel route is underground.

Early operation

CP's traffic predictions proved largely correct. Contrary claims that early traffic would be mainly eastbound were unfounded, but became a reality within 20 years. Two pusher locomotives, each needing crews, were adequate for each side. However, pusher gradients were expensive to operate. Most loaded freight trains required a single pusher, because they were longer than 9 cars. Wyes were at the Selkirk pushing extremities of Beavermouth (east) and Albert Canyon (west). At the summit, a roundhouse and rail yard existed. Some days no freight trains passed, but on the arrival of a steamer in Vancouver, there could be a quick succession eastward for several days. Double heading replaced rear pushing from 1907. Local traffic was negligible.

Usually, passenger trains did not need pushers, and until 1902, the 5– to 9–car service was daily. On rare occasions, trains were as long as 12 cars. The 1886 average mountain speed of 12 mph had increased to 18 mph by 1902. By 1913, to maintain this speed, the 9-car trains required a pusher. Scheduled stops for breakfast, lunch, and dinner existed at Field, Glacier House, and North Bend. Albert Canyon was a scenic stop. The twice daily summer service from 1908 continued into the winter, instead of reducing to one train, and increased to three trains the following summer.

In 1905, CP installed a water-powered bucket system to fill the coal hopper. The next year, the four-locomotive engine house was enlarged to accommodate six locomotives. In 1907, a track deviation created more yard space to handle increased freight. Housing key staff and extensive equipment, the pass functioned as if it were a divisional point. Assigning the most powerful locomotives, the Selkirk section had 12 in 1898 and 18 in 1908. Pushers increased from 5 in 1908 to 11 in 1914. Oil storage facilities were built for the 1912 conversion to oil-fired locomotives in the mountains, eliminating firemen and fire patrols. Additionally, the constant steam pressure increased the tonnage capacity.

In 1915, seven employees received 25-month sentences for creating ghost employees.

One year after the tunnel opening, the right-of-way over the pass was handed over to the Parks Department for a wagon road, and the snow sheds were removed. Some sections of the abandoned railway eventually became walking rail trails in Glacier National Park.

Avalanches

The extent and cost of snow sheds had been grossly underestimated. Snow shed construction continued until 1890, but only in places displaying consistent problems, and only where diversions were not a cheaper option. Sheds were patrolled in winter for avalanche damage, and in summer for fires started by smokestacks. An increased section gang shovelled out both slides and drifts. Wing plows could not disperse the really deep snow. A rotary snowplow was shared with Eagle Pass until a dedicated one arrived in February 1890. However, rotaries cannot handle avalanches containing rocks or timber. These combined measures ensured that blockages from 1889/90 onward were nearly always cleared within hours.

The 31 sheds built had a combined length of 6.5 km. During the first 25 years of the line, 200 people died in avalanches. Single avalanches killed 6 employees in 1887, 7 or 8 in 1899, and about 60 in the 1910 catastrophe. The failure to rebuild snow sheds after the prior track deviation, and the inadequate design strength of an existing shed, proved devastating. On at least four occasions, avalanches struck passenger trains in the pass, seemingly causing no passenger injuries.

During summer months, trains ran on separate tracks outside the sheds. Although the tunnel removed the avalanche danger for that section, the problem persisted along neighbouring segments.

Community
In 1886, the features of a transient construction community remained. Drinking and gambling characterized the 15 hotels. A single provincial police officer maintained the peace. Transitioning to respectability, formal dances were held. The hamlet of about 50, included two general stores, two hotels, a butcher, a barber, and CP boarding house.

Storekeeper James M. Carroll was postmaster 1890–1892, his store appearing to have barely outlasted his competitor. In 1893, the Queens Hotel, the only one remaining, was renamed the Dewdrop Inn. William Cator, CP agent, was postmaster 1893–1899. In 1899, the population was 25–30, a community newspaper operated, and a school existed. John Taylor, CP agent, was postmaster 1899–1901.

When the station relocated, the community buildings followed suit. Public functions were initially held in the CP boarding house. Residents built a new boarding house for the manager, after she was terminated for not housing scabs during a strike.

C.D. Morris, who opened a store within a tent in 1901, erected a permanent store, boarding house and hall. Lodge, church, and public gatherings used this hall. In 1904, he added 15 or 16 bedrooms and a bathroom to the boarding house to cater for the big summer demand from workers and tourists. He was postmaster 1901–1903. His store clerk, John O. Forbes, and brother, William B. Morris, later filled the role. A 1910 fire destroyed this hotel/boarding house. The store was saved, but badly scorched. The 1916 fire that destroyed the Morris store and residence preceded the move to the new community of Glacier near the west portal. The school similarly relocated.

Superseding tunnels
Beneath Rogers Pass are the 8.0 km Connaught Tunnel (1916) and the 14.7 km Mount Macdonald Tunnel (1988). The former once held, and the latter still holds, the title of longest railway tunnel in North America. Connaught handles eastbound traffic, and Mount Macdonald westbound.

Proposal
In 1908, a new wagon road was built from Laggan. Two decades later, a proper highway linked Lake Louise and Golden. The selection of a Golden–Revelstoke link via the 108 mi Big Bend, rather than over the Selkirks, was the snowplowing difficulty. This road finally opened in 1940. A proposal to upgrade to Trans-Canada Highway standards a decade later, determined that the Selkirks route would be cheaper, and not conflict with the Columbia River hydro-electric potential.

Construction & opening
Constructed 1956–1962, headquarters of the four camps was 1/4 mi from the Glacier station. The former schoolhouse was the dining hall, a former railway house the office, and prefabricated cabins housed the employees. Radio reception was poor. Entertainment, such as movies, or a haircut, required train travel to the nearest towns. Similarly, all supplies came in by train for the workforce of about 500 who built the 28 mi highway.

West of the summit, much of the original route was used. To the east, excavations uncovered the remnants of the roundhouse destroyed by the 1899 slide. The provincial government held an official opening ceremony in July 1962, whereas the federal one was the following September. This scenic route reduced bus travel time by five hours.

Avalanche control
Prior to 1962, snow sheds provided the only control measure. Three concrete sheds exist on the eastern slope. To keep the highway and railway open during the winter, the Royal Canadian Artillery has since used 105 mm howitzers to knock down unstable snow under controlled circumstances to reduce avalanche hazards. Stopping is prohibited in high-risk locations.

Facilities
Camping, cabins, and an information centre make up the Glacier park facilities. The Northlander Motor Hotel, opened in 1964, was renamed Glacier Park Lodge. The teal-roofed lodge, restaurant and gas station were the only services for 150 km. After expiring in 2010, the lease continued on a month to month basis. The new owners, who acquired the property in 2008, failed to meet their legal obligations to the previous owners, Parks Canada, and others. Parks Canada terminated the lease in 2012. The gas station and lodge, closed in 2009 and 2012 respectively, were both demolished in 2018.

Non-avalanche accidents & emergencies
{{hidden|list|

Railway
1886: When a man walking the tracks stepped from the path of an approaching train, another train to his rear cut him in two. That week, three rear cars, plus the caboose, from an ascending freight train, broke away and rolled back down the slope, smashing into a following freight train. The latter engineer died instantly, and the several occupants of the caboose sustained fatal or serious injuries, but two children were thrown clear.

1887: A carpenter, who fell from a bridge in the vicinity, rolling 40 ft into a stream, suffered a likely fatal skull fracture.

1888: A westbound passenger train waited at snow shed 7, while a crew, standing on a flat car, fought a fire at shed 13. When the coupling broke, the runaway car carried the crew eastward down the slope. All jumped clear, except the conductor, who unable to brake, passed through the burning shed, and jumped just before the car smashed into the stationary train. That year, a young snow shed worker, who refused to seek and pay for medical treatment, died of fever. On his person was $3,000 in cash.

1889: When a freight and passenger train collided in a snow shed to the east, one person was seriously injured and the locomotives received extensive damage.

1890: A cook deliberately poisoned a brakeman, who later died.

1891: A car inspector slipped while boarding and fell beneath the moving passenger train, which cut off his left leg below the knee.

1897: An employee lost three fingers that were caught while coupling cars. The locomotive taking him to hospital derailed, delaying his arrival.

1898: During loading operations, a log slipped and fractured a worker's skull. In a coma for days, the outcome appeared to be total deafness from burst eardrums.

1900: While uncoupling a pusher from an eastbound freight, a brakeman slipped and fell in front of the pusher, sustaining such leg injuries that he died the next day.

1906: When a passenger train ran into a mudslide in the vicinity, some injuries, but no deaths, were reported.

1907: While clearing track just west of Glacier, a snowplow plunged 20 ft down a bank, dislodging a stove and inflicting severe injuries to the right thigh of a worker. Later that year, while infilling a trestle a few hundred feet east of depot, the brakes failed as the final cars were being emptied. When the 14-car train derailed, the employees jumped clear, but the locomotive fell upon the fireman, fatally crushing him. The engineer fractured his leg, and two others sustained lesser injuries. Two months later, by snow shed 17, a brakeman fell from an eastbound train, costing him his left arm.

1908: During excavations with a steam shovel, a bank gave way, burying a worker who suffocated. Later that year, two workers suffered serious injuries when a rail being placed slipped and fell on them.

1909: To the east at Griffith's siding, an eastbound train hauling 12 empty cars derailed. The locomotive and 9 cars rolled down an incline killing the engineer and fireman. Months later, an unmanned locomotive left the pass yard, and derailed 2 mi east down the grade.

1911: A body found near Six-Mile Creek suggested a hopper, who boarded a freight train at the pass, had jumped to his death.

1912: When an eastbound passenger train ran into snow slide, three cars derailed, but no serious injuries occurred. However, a slide at Albert Canyon struck the rescue wrecker. The locomotive and three cars toppled over, killing a crew member and injuring three others.

1913: An engineer, who fell into an underground draining trough of heated oil at the roundhouse, later died from the scalding.

1914: Run over by a train, a man survived with serious injuries.

1915: The victims bowled over, a train cut off one man's legs, and the leg above the ankle for a seven-year-old boy.

Refer Connaught Tunnel and west portal vicinity for later incidents in the general area.

Highway
1967: Near the west portal, a runaway loaded gravel truck collided head on with an eastbound bus carrying 25 passengers. The bus driver, a trainee driver, and three passengers died.

1968: A bus carrying 14 children and two adults plunged 135 ft down a gorge, but the occupants suffered only fractures and minor injuries.

1994: To avoid a head-on collision with a highway sanding truck, a tour bus carrying 21 passengers swerved into a snowbank. One passenger sustained a broken leg, and another an injured shoulder.

2000: A tour bus passing through a snow shed drifted into the oncoming lane. A head-on collision with a truck killed both drivers and four passengers. The remaining 21 passengers suffered minor to critical injuries.

2007: After crossing the centre line and crashing through a concrete guardrail, a 24-passenger bus, carrying 11 people and a driver, came to rest on the passenger side. Two passengers incurred non-life threatening injuries.

Aircraft
1964: A Jodel D.11 crashed. Records sealed.

1969: A Piper PA-28 crashed. Records sealed. After a passenger bailed out to direct traffic, the pilot of a Cessna 185 landed on the highway.

1977: A couple died in a light plane crash in the vicinity of Glacier.

2017: The pilot of a Boeing A75N1 bi-plane survived a crash near the summit. Six months later, the two occupants died when a Mooney M20D crashed in the mountains about 10 km southwest of Glacier. }}

Climate
Rogers Pass has a subarctic climate (Köppen Dfc) with an average high in January of about -7 C and in July of about 20 C. With an average 9.3 m snowfall per year, Rogers Pass is among the snowiest places in Canada. Encompassing 134 individual paths in the steep terrain, avalanches are common in winter.

title: Rogers Pass (British Columbia)


text:
Emergency vehicle

An emergency vehicle is a vehicle used by emergency services. Emergency vehicles typically have specialized emergency lighting and vehicle equipment that allow emergency services to reach calls for service in a timely manner, transport equipment and resources, or perform their tasks efficiently. Emergency vehicles are usually operated by authorized government agencies, but some may also be operated by private entities where permitted by law.

Emergency vehicles are usually given right of way in traffic, and may be exempted from certain basic road laws to reach their destinations in the fastest possible time, such as driving through a red traffic light or exceeding the speed limit; however, this is almost always done with emergency lights and sirens on, to alert traffic that the emergency vehicle is approaching. In some jurisdictions, the driver of an emergency vehicle can face legal action if the driver shows "reckless disregard for the safety of others".

Types
There are many types of emergency vehicles. Which service operates which vehicle depends on the jurisdiction. Examples of emergency vehicles include:

 * Police force
 * Police car
 * Police van
 * Police motorcycle
 * Police bicycle
 * Police armoured vehicle
 * Mobile communications vehicle
 * Police bus
 * Police aviation
 * Police watercraft

 * Fire department
 * Fire engine
 * Airport crash tender
 * Wildland fire engine
 * Quint
 * Fire command vehicle
 * Fire motorcycle
 * Light and air unit
 * Water tender
 * Wildland water tender
 * Firefighting aircraft
 * Fireboat

 * Emergency medical services
 * Ambulance
 * Ambulance bus
 * Bariatric ambulance
 * Combination car
 * Nontransporting EMS vehicle
 * Motorcycle ambulance
 * Rail ambulance
 * Air medical services
 * Water ambulance

 * Other
 * Military police vehicle
 * Internal security vehicle
 * Military vehicle
 * Rescue vehicle
 * Hazardous materials apparatus
 * Tow truck
 * Volunteer responders' Personally Owned Vehicles

Equipment
Many emergency response vehicles (especially those of the main police, fire, and medical services) are likely to be fitted with audible and visual warning devices, which are designed to facilitate their movement through traffic to reach their destination, and to provide some protection on the scene.

Depending on local laws, other vehicles on the road—either those in the lanes the emergency vehicle is on, those on the side of the road the emergency vehicle is traveling on, or all vehicles on both sides of the road—may be required to yield the right of way and travel slower, if not fully stop, for emergency vehicles with their warning devices enabled, at least until it has passed through. Exemptions may sometimes be made to this, such as if yielding would cause an accident or if the vehicles are stopped at a red light or stop sign. Even in jurisdictions where no such laws exist, many motorists may allow the emergency vehicle to pass as a matter of courtesy.

Livery
Liveries are graphic designs on emergency vehicles that are intended to identify the vehicle's respective emergency service, improve visual identification, and differentiate emergency vehicles from regular traffic. Each service's design choices reflect different needs, but typically include:
 * Identification of the service: Text or logos identifying the emergency service to which the vehicle belongs, and its purpose to the public and other services. Occasionally, the name of the service ("police", "ambulance", etc.) may be written in reverse lettering on the front of the vehicle; this lettering is reflected properly in rear-view mirrors.
 * Vehicle ID number: A fleet number or unit number, typically printed on the roof, trunk, or fender of the emergency vehicle, simplifying internal identification and fleet maintenance.
 * High visibility markings: A design or paint scheme that makes the emergency vehicle distinct or highly visible, and thus easily identifiable as an emergency vehicle from a distance. These can be as simple as unique paint schemes (such as black and white for police, or bright red for fire) or stripes, or as complex as Battenburg markings or intricate images evoking the jurisdiction they serve. Police sometimes partially detract from this, with unmarked police cars that lack markings and resemble civilian traffic, though these rarely make up the majority of a fleet and are almost always paired with marked vehicles.
 * Contact information: Appropriate contact information for the emergency service operating the emergency vehicle, or appropriate methods to request their assistance. The most common contact information printed on an emergency vehicle is an emergency telephone number, usually a national uniform number, but also a service's respective dedicated emergency number if they have one. The service's phone number or website link may also be used, though these are generally less emphasized so as to not confuse people who may be unfamiliar with a jurisdiction's emergency contact methods.

title: Emergency vehicle


text:
Operator (computer programming)

In computer programming, operators are constructs defined within programming languages which behave generally like functions, but which differ syntactically or semantically.

Common simple examples include arithmetic (e.g. addition with ), comparison (e.g. "greater than" with  ), and logical operations (e.g. , also written   in some languages). More involved examples include assignment (usually  or  ), field access in a record or object (usually  ), and the scope resolution operator (often   or  ). Languages usually define a set of built-in operators, and in some cases allow users to add new meanings to existing operators or even define completely new operators.

Syntax
Syntactically operators usually contrast to functions. In most languages, functions may be seen as a special form of prefix operator with fixed precedence level and associativity, often with compulsory parentheses e.g.  (or   in Lisp). Most languages support programmer-defined functions, but cannot really claim to support programmer-defined operators, unless they have more than prefix notation and more than a single precedence level. Semantically operators can be seen as special form of function with different calling notation and a limited number of parameters (usually 1 or 2).

The position of the operator with respect to its operands may be prefix, infix or postfix, and the syntax of an expression involving an operator depends on its arity (number of operands), precedence, and (if applicable), associativity. Most programming languages support binary operators and a few unary operators, with a few supporting more operands, such as the ?: operator in C, which is ternary. There are prefix unary operators, such as unary minus, and postfix unary operators, such as post-increment  ; and binary operations are infix, such as   or. Infix operations of higher arity require additional symbols, such as the ternary operator ?: in C, written as  – indeed, since this is the only common example, it is often referred to as the ternary operator. Prefix and postfix operations can support any desired arity, however, such as.

Occasionally parts of a language may be described as "matchfix" or "circumfix"  operators, either to simplify the language's description or implementation. A circumfix operator consists of two or more parts which enclose its operands. Circumfix operators have the highest precedence, with their contents being evaluated and the resulting value used in the surrounding expression. The most familiar circumfix operator are the parentheses mentioned above, used to indicate which parts of an expression are to be evaluated before others. Another example from physics is the inner product notation of Dirac's bra–ket notation. Circumfix operators are especially useful to denote operations that involve many or varying numbers of operands.

The specification of a language will specify the syntax the operators it supports, while languages, such as Prolog that support programmer-defined operators require that the syntax be defined by the programmer.

Semantics
The semantics of operators particularly depends on value, evaluation strategy, and argument passing mode (such as boolean short-circuiting). Simply, an expression involving an operator is evaluated in some way, and the resulting value may be just a value (an r-value), or may be an object allowing assignment (an l-value).

In simple cases this is identical to usual function calls; for example, addition  is generally equivalent to a function call   and less-than comparison   to , meaning that the arguments are evaluated in their usual way, then some function is evaluated and the result is returned as a value. However, the semantics can be significantly different. For example, in assignment  the target   is not evaluated, but instead its location (address) is used to store the value of   – corresponding to call-by-reference semantics. Further, an assignment may be a statement (no value), or may be an expression (value), with the value itself either an r-value (just a value) or an l-value (able to be assigned to). As another example, the scope resolution operator :: and the element access operator. (as in  or  ) operate not on values, but on names, essentially call-by-name semantics, and their value is a name.

Use of l-values as operator operands is particularly notable in unary increment and decrement operators. In C, for instance, the following statement is legal and well-defined, and depends on the fact that array indexing returns an l-value:

An important use is when a left-associative binary operator modifies its left argument (or produces a side effect) and then evaluates to that argument as an l-value. This allows a sequence of operators all affecting the original argument, allowing a fluent interface, similar to method cascading. A common example is the  operator in the C++   library, which allows fluent output, as follows:

User-defined operators
A language may contain a fixed number of built-in operators (e.g. +, -, *, <, <=, !, =, etc. in C and C++, PHP), or it may allow the creation of programmer-defined operators (e.g. Prolog, Seed7, F#, OCaml, Haskell). Some programming languages restrict operator symbols to special characters like + or = while others allow also names like  (e.g. Pascal).

Most languages have a built-in set of operators, but do not allow user-defined operators, as this significantly complicates parsing. Many languages only allow operators to be used for built-in types, but others allow existing operators to be used for user-defined types; this is known as operator overloading. Some languages allow new operators to be defined, however, either at compile time or at run time. This may involve meta-programming (specifying the operators in a separate language), or within the language itself. Definition of new operators, particularly runtime definition, often makes correct static analysis of programs impossible, since the syntax of the language may be Turing-complete, so even constructing the syntax tree may require solving the halting problem, which is impossible. This occurs for Perl, for example, and some dialects of Lisp.

Examples
Common examples that differ syntactically are mathematical arithmetic operations, e.g. ">" for "greater than", with names often outside the language's set of identifiers for functions, and called with a syntax different from the language's syntax for calling functions. As a function, "greater than" would generally be named by an identifier, such as  or   and called as a function, as. Instead, the operation uses the special character  (which is tokenized separately during lexical analysis), and infix notation, as.

Common examples that differ semantically (by argument passing mode) are boolean operations, which frequently feature short-circuit evaluation: e.g. a short-circuiting conjunction (X AND Y) that only evaluates later arguments if earlier ones are not false, in a language with strict call-by-value functions. This behaves instead similarly to if/then/else.

Less common operators include:
 * Comma operator:
 * Dereference operator:  and address-of operator:
 * ?: or ternary operator:
 * Elvis operator:
 * Null coalescing operator:
 * Spaceship operator (for three-way comparison):
 * Compound operators combining two or more atomic operations into one to simplify expressions, ease compiler optimizations depending on the underlying hardware implementation, or improve performance for speed or size. An example are the set of compound assignment operators (aka augmented assignments) in C/C++:,  ,  ,  ,  ,  ,  ,  ,  ,   Similarly, some digital signal processors provide special opcodes for fused operations like multiply-accumulate (MAC/MAD) or fused multiply-add (FMA) and some high-performance software libraries support functions like $cis x = cos x + i sin x$ to boost processing speed or reduce code size.

Compilation
A compiler can implement operators and functions with subroutine calls or with inline code. Some built-in operators supported by a language have a direct mapping to a small number of instructions commonly found on central processing units, though others (e.g. '+' used to express string concatenation) may have complicated implementations.

Operator overloading
In some programming languages an operator may be ad hoc polymorphic, that is, have definitions for more than one kind of data, (such as in Java where the + operator is used both for the addition of numbers and for the concatenation of strings). Such an operator is said to be overloaded. In languages that support operator overloading by the programmer (such as C++) but have a limited set of operators, operator overloading is often used to define customized uses for operators.

In the example IF ORDER_DATE > "12/31/2011" AND ORDER_DATE < "01/01/2013" THEN CONTINUE ELSE STOP, the operators are: > (greater than), AND and < (less than).

Operand coercion
Some languages also allow for the operands of an operator to be implicitly converted, or coerced, to suitable data types for the operation to occur. For example, in Perl coercion rules lead into  producing the result of. The text  is converted to the number 3.14 before addition can take place. Further,  is an integer and   is either a floating or fixed-point number (a number that has a decimal place in it) so the integer is then converted to a floating point or fixed-point number respectively.

JavaScript follows opposite rules—finding the same expression above, it will convert the integer  into a string , then concatenate the two operands to form.

In the presence of coercions in a language, the programmer must be aware of the specific rules regarding operand types and the operation result type to avoid subtle programming mistakes.

Operator features in programming languages
The following table shows the operator features in several programming languages:

title: Operator (computer programming)


text:
Talk:Jack Whyte

For (brief) edit history, see Jack whyte, a redirect page. --1pezguy 02:03, Jul 27, 2004 (UTC)

Impetus behind major revision
I updated this page for several reasons. First and foremost, I am very fond of the books. That being the case, I thought a more detailed summary of the series was called for (though there is of course room for MUCH more detail!) As for the format revision, I can't much see the point in having each of the book titles linked to a non-existent page. As soon as someone summarizes each individual book this page should be updated. I likewise felt it redundant to have an individual link to numerous sub-pages on his website.

I do have one concern though, but felt that as a neophyte wiki-er I ought probably not make so big a change. This page is titled "Jack Whyte" but essentially nothing is said about the man himself. Wouldn't it be more accurate to move the content of this page to one titled "A Dream of Eagles" or even "The Camulod Chronicles"?

-One25 22 April 2005

 * I wouldn't move it; I'd either update the page with info about him or his writing style, or wait until he writes something which isn't part of the Dream of Eagles stuff and include that. His web page refers to a book on Burns, for example? I have just discovered this page whilst correcting a typo on the Merlin pages, incidentally. I didn't know about this series. I must find them now :) --Telsa 08:07, 30 May 2005 (UTC)

As Jack Whytes biggest fan I took my Wikipedia name(Merlinus) roughly from him. I would be happy to take some time in the near future to add links about individual books in Jack Whytes Catalog. Is anyone aware that he's written other books besides this series? The one about the Knights Templar? The book about Uther is not really so stand alone is is completely part of this Merlin series, it just focuses on Uther Pendradon at the time of Eagles Brood. Eagles Brood was originally so long that it had to be edited down and focused on Merlin and most of the stuff about Uther was saved for part2. The Sorcerer and The Lance Thrower mesh together nicely around the event of Arthurs corination so I do not see it as part of different series either. It is perhaps the best book of the whole bunch! If you've got excited by Skystone and felt it got slow later on try the Lance Thrower and it will one that will keep you awake all night unable to sleep before putting it down! --merlinus 13:49, 9 April 2006 (UTC)Melinus--merlinus 13:49, 9 April 2006 (UTC)

re : Bedwar
not to sure if this is the place to ask but in an earlier book shelagh said in her dreams that Bedwar would have no place in arthurs future. As I dont own the books I cant look it up but I kept waiting for something to happen to him. But he was there to the bitter end. Anyone else notice that?? .Absolutely loved the whole series will buy it for my kids to read later

Official Site
Official site that was changed previously now no longer exists as well. Should it be removed? - March 19/2010 —Preceding unsigned comment added by 99.243.40.24 (talk) 04:49, 19 March 2010 (UTC)

title: Talk:Jack Whyte


text:
User talk:DotDan

[dotDan]

title: User talk:DotDan


text:
Talk:Nan Madol

Untitled
I removed the following suggestion from the page to here:

The history could be split up in Ancient times, Priestly times, Saudelaur times, Nahmwarki times, and the time of Foreigners. --Roisterer 02:05, 27 Jul 2004 (UTC)

Cthulhu Mythos Link
hey you guys, ive heard stories from some friends and stuff, and they said that the Stories of Cthulhu Originated on this Island. well, is there any evidence of this?
 * No, Cthulhu and the Cthulhu mythos were purely inventions of H. P. Lovecraft. However, in The Shadow over Innsmouth Lovecraft mentions the ruins on Ponape (this city) as containing Elder Signs used to repel the Deep Ones. Vultur (talk) 02:45, 31 March 2008 (UTC)

I have removed the following text from the article:

"Nan Madol is identified with R'lyeh, the sunken city in which Cthulhu reputedly lies, 'Dead, but dreaming' in H.P. Lovecraft's short story 'The Call of Cthulhu'"

While Necronomicon Gnosis does say that, it is anonymous and generally non-credible. What is more, a quick check of "The Call of Cthulhu" at Wikisource shows that the location of R'lyeh is specifically given in the story as "S. Latitude 47° 9', W. Longitude 126° 43'", almost 10,000 kilometers from Nan Madol. --John Cowan (talk) 21:00, 11 February 2015 (UTC)

Nan Madol Coordinates
Using Google Earth, the Pohnpei maps, and a map in Mysterious Nan Madol, Pohnpei, the coordinates are approximately: Latitude: 6°50'26.82"N Longitude: 158°19'57.38"E Chillintau 09:14, 22 March 2007 (UTC)

Nan Madol in the movies
There is some mention of Nan Madol as being remnants of Lemuria in the movie "Beyond Lemuria" which is available on Amazon. Though brief, Nandauwas is clearly shown in the video. —Preceding unsigned comment added by 24.117.41.47 (talk) 18:16, 28 February 2009 (UTC)

History of archaeology?
What seems to be missing is the "discovery" of the ruins by Western explorers and the history of the archaeological investigations. Can anyone add anything on this? (Emperor (talk) 03:40, 20 December 2009 (UTC))

External links modified (February 2018)
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Location map
I think it would be good to add a map of Nan Madol in relation to Pohnpei island next to the location map of FSM. 93.136.199.101 (talk) 00:12, 6 August 2020 (UTC)

YouTube video as a credible source?
In the section discussing the age of the site there is a sentence stating that: "[Graham Hancock's documentary] made false claims about the age of the site". The source included for this statement is a YouTube video entitled: 'I watched Graham Hancock's documentary so you don't have to'. How is this a credible source? 49.183.31.145 (talk) 04:59, 28 November 2023 (UTC)

 * It was too kind to Hancock to just link that, so I've added text with sources from the "documentary" and removed the link. It's a great youtube site but not what we need. Doug Weller  talk 11:20, 28 November 2023 (UTC)

Original point
Nan Madol was one of the best location for the origins and migrations of the Pacific Ocean nations, Nan Madol retained its defensive, religious, political status throughout the centuries to come.

43.242.178.47 (talk)\\\\\\\\\\\\\\\\\\\06:01, 21 December 2023 (UTC)06:01, 21 December 2023 (UTC)\\\\\\\\\\\\\\\\\\06:01, 21 December 2023 (UTC)43.242.178.47 (talk)

 * See WP:NOR. Hypnôs (talk) 06:04, 21 December 2023 (UTC)

Food
locals at Nan Madol had better diet compared to most Pacific Islanders.

06:21, 21 December 2023 (UTC)06:21, 21 December 2023 (UTC)06:21, 21 December 2023 (UTC)43.242.178.47 (talk)\\\\\\\\\\\\06:21, 21 December 2023 (UTC)06:21, 21 December 2023 (UTC)~\\\\\\

title: Talk:Nan Madol


text:
Agathe Backer Grøndahl

Agathe Ursula Backer Grøndahl (1 December 1847 – 4 June 1907) was a Norwegian pianist and composer. Her son Fridtjof Backer-Grøndahl (1885–1959) was also a pianist and composer, who promoted his mother's compositions in his concerts.

Biography
Agathe Ursula Backer was born in Holmestrand in 1847, in a wealthy and art-loving home, as the second youngest of four sisters, all gifted in drawing and music. In 1857 she moved with her family to Christiania, where she studied with Otto Winther-Hjelm, Halfdan Kjerulf and Ludvig Mathias Lindeman. Between 1865 and 1867 she became a pupil of Theodor Kullak and studied composition under Richard Wuerst at the Akademie der Tonkunst in Berlin, where she lived together with her sister Harriet Backer. She won fame there with her interpretation of Beethoven's "Emperor" Concerto.

After her arrival to Norway in 1868, she debuted with Edvard Grieg, then 26 years old, as conductor of the Philharmonic Society. A recommendation from Ole Bull led to further studies with Hans von Bülow in Florence in 1871. Later the same year she played at the Gewandhaus in Leipzig, becoming a pupil of Franz Liszt in Weimar in 1873. In 1874 she married the conductor and singing teacher Olaus Andreas Grøndahl, and was generally known thereafter as Agathe Backer Grøndahl. During the second half of the 1870s she built up an outstanding pianist career with a series of concerts in the Nordic countries, also playing with very great success in London and Paris. In 1889 and 1890 she gave concerts in London and Birmingham with a wide-ranging program, including Grieg's piano concerto. After that she was proclaimed one of the century's greatest piano artists by George Bernard Shaw, who also remarked on the sensitiveness, symmetry and artistic economy of her compositions. At the World Exhibition in Paris in 1889, she repeated her success with her brilliant interpretation of Grieg's piano concerto. It was then that she began experiencing nerve problems, although she eventually resumed her artistic career as a pianist. Later in the 1890s she became almost completely deaf. She gave her last concerts in Sweden and Finland in the autumn of 1901. Then she retired to teaching.

As a teacher she was markedly successful and influential. Her students included Erika Stang and Bertha Tapper. Her children studied under her and are counted with her gifted pupils. She was the author of many songs and a great deal of music for the piano, and both as pianist and composer stands at the head of modern music in Norway. Agathe Backer Grøndahl died at her home in Ormøya, outside Christiania, at the age of 59. She is today chiefly remembered for her piano pieces and songs.

Compositional style
Agathe Backer Grøndahl played a major role in the period often called the golden age of Norwegian music history. She composed in total some 400 pieces spanning seventy opus numbers. She was a prominent character on the Norwegian musical scene and a close friend of Edvard Grieg. Her earlier compositions synthesized the predominant pianistic and stylistic ideas of 1850s Europe. In her later years however, her style transformed and anticipated some of the early twentieth century impressionistic ideas, which ultimately led the composer Pauline Hall to call her the first true Norwegian impressionist.

Songs

 * 3 Songs, Op. 1, (1868–9)
 * 5 Songs, Op. 2, (1871)
 * 5 Songs, Op. 3, (1870–73)
 * 7 Songs, Op. 4, (1869–74)
 * 4 Songs, Op. 5, (1871–2)
 * 6 Songs, Op. 6 (1867–71)
 * Summer Life, 4 Songs, Op. 7
 * 5 Songs, Op. 8 (1871–6)
 * 6 Songs, Op. 9 (1871–9)
 * 4 Songs, Op. 10 (1871–5)
 * 5 Songs, Op. 12 (1879)
 * 5 Songs, Op. 13 (1881)
 * 6 deutsche Lieder, Op. 14
 * 6 Songs, Op. 16
 * Songs at Sea, Op. 17 (1884)
 * 7 Folkeviser og Romanser, Op. 18
 * Serenade, Op. 21 (1888)
 * 5 Songs, Op. 23 (1888)
 * 6 Songs, Op. 26 (1890)
 * 6 Songs, Op. 27 (1890)
 * Chant de Noces: Bryllupsmorgen, Op. 28 (1890)
 * 10 Songs, Op. 29, (1892)
 * 10 Songs, Op. 31, (1894)
 * Norske folkeviser, arrangements, Op. 34 (1894)
 * The Night is Calm, Old Folks Waltz, Op. 40 (1897)
 * 5 Songs, Op. 41 (1897)
 * The Child's Spring Day, song cycle, Op. 42 (1899)
 * 8 kjaempeviser, Op. 43 (1896–7)
 * 20 folke- og skjaemteviser, Op. 43 (1896–7)
 * 5 Songs, Op. 46, (1897–9)
 * 2 Sange fra havet, Op. 48
 * 3 Sange i moll, Op. 49
 * Sommer (Jynge), 8 songs, Op. 50 (1899)
 * 12 folkeviser og melodier fra fremmede lande, Op. 51 (1902)
 * The Mother Sings, 8 songs, Op. 52 (1900)
 * Sydover 6 songs, Op. 54 1900
 * Ahasverus, 6 songs, Op. 56 (1900)
 * 6 deutsche Liebeslieder aus der Jugend, Op. 60 (1869–1900)
 * Clover Field, Op. 62 (1901)
 * 4 Songs, Op. 65 (1901–4)
 * One more Glimpse, Op. 70 (1907)

Piano solo

 * 6 concert-etuder, Op. 11 (1881)
 * 3 morceaux, Op. 15 (1882)
 * 4 skizzer, Op. 19 (1886)
 * Suite, 5 movements Op. 20 (1887)
 * 3 études, Op. 22 (1888)
 * 6 idylles, Op. 24 (1888)
 * 3 klaverstykker, Op. 25 (1890)
 * Norske folkeviser og folkedanse, Op. 30 (1891)
 * 3 études de concert, Op. 32 (Copenhagen, 1895)
 * Norske folkeviser og folkedanse, Op. 33 (1894)
 * 3 klaverstykker, Op. 35 (1894)
 * Fantasistykker, Op. 36 (1895)
 * Serenade, Op. 37 (1896)
 * 3 ungarske studier, Op. 38 (1896)
 * Fantasistykker, Op. 39 (1896)
 * In the Blue Mountain, fairytale suite, 6 pieces, Op. 44 (1897)
 * Fantasistykker, Op. 45 (1897)
 * Etudes de concert, Op. 47 (Copenhagen, 1901)
 * 3 klaverstykker, Op. 53 (1900)
 * Smaa fantasistykker, Op. 55 (1902)
 * Etudes de concert, Op. 57 (Copenhagen, 1903)
 * Concert-études, Op. 58 (Copenhagen, 1903)
 * 6 klaverstykker, Op. 59 (1903)
 * Prélude, Op.61, No. 1 (Copenhagen, 1904)
 * Grand menuet, Op.61, No. 2
 * Lettere fantasistykker, Op. 63 (Copenhagen, 1904)
 * Danse burlesque, Op.64, No. 1 (1905)
 * Valse caprice, Op.64, No. 2
 * Barnlige Billeder [Children Pictures], 6 fantasias, Op. 66 (1905)
 * 2 klaverstykker, Op. 68 (1907)
 * 3 klaverstykker, Op. 69 (1907)

Discography

 * Kirsten Flagstad-Songs (1994)
 * Kirsten Flagstad Early Recordings 1914-1941 (1995)
 * The Danish Nightingale (1995)
 * Povla Frijsh - The Complete Recordings (1995)
 * Women Composers (1996)
 * Women's Voices: Five Centuries of Song (1997)
 * Norsk Romances (2000)
 * Bravourisimo - Wiener Boheme Quartett (2000)
 * Agathe Backer Grøndahl (2000)
 * Agathe Backer Grøndahl: Piano Music (2001)
 * Norwegian Classical Favorites (2004)
 * Women's Work: Solo Piano Music (2006)
 * Noel (2006)
 * Agathe Backer Grøndahl: Complete Piano Music, Vols. 1 - 5: Natalia Strelchenko (2007)

title: Agathe Backer Grøndahl


text:
Ontario Highway 427

King's Highway 427 (pronounced "four twenty-seven"), also known as Highway 427 and colloquially as the 427, is a 400-series highway in the Canadian province of Ontario that runs from the Queen Elizabeth Way (QEW) and Gardiner Expressway in Toronto to Major Mackenzie Drive (York Regional Road25) in Vaughan. It is Ontario's second busiest freeway by volume and the third busiest in North America, behind Highway401 and Interstate 405 in California. Like Highway401, a portion of the route is divided into a collector-express system with twelve to fourteen continuous lanes. Notable about Highway427 are its several multi-level interchanges; the junctions with the QEW/Gardiner Expressway and Highway401 are two of the largest interchanges in Ontario and were constructed between 1967 and 1971, while the interchanges with Highway 409 and Highway 407 were completed in 1992 and 1995, respectively.

Highway427 is one of two complete north-south freeways in Toronto, the only other one being Highway404/Don Valley Parkway serving North York and Scarborough. Highway427 serves as a major traffic route for the western portion of Toronto (Etobicoke), the northeastern portion of Mississauga (Malton), the southeastern portion of Brampton (Claireville), and the western portion of Vaughan (Woodbridge). The section of Highway427 between Highway401 and Dundas Street is a heavily traversed transit corridor; the 1.61 km stretch between Burnhamthorpe and Rathburn saw an average of over 400,000 vehicles and over 5,000 buses per day in 2016, including express buses from GO Transit, MiWay, and the Toronto Transit Commission (TTC). The freeway is also the main feeder to Toronto Pearson International Airport from the north and south, as a considerable amount of traffic from Highway401 (eastbound), the QEW/Gardiner Expressway, and Highway407 make use of the route for airport access.

First designated in 1972, Highway427 assumed the recently completed 12-lane collector-express freeway of Highway 27, as well as a short freeway north of Highway401 known as the Airport Expressway. Both routes were upgraded throughout the 1950s and 1960s, eventually becoming intertwined into the present configuration in 1972. The freeway was extended north from Pearson Airport to Highway7 over the following twenty years. Construction of an extension north to York Regional Road 25 (Major Mackenzie Drive) began in 2017 and was opened on September18, 2021.

Route description
Highway 427 is the second-busiest freeway in Canada with an average of 300,000 vehicles that use it between the QEW and Highway401 per day. The section between Burnhamthorpe Road and Rathburn Road has an annual average daily traffic (AADT) count of 353,100. The route was 19.9 km long from 1991 until 2021, with the latest extension bringing it to approximately 27 km.

At its southern terminus, the route begins at Coules Court, where it continues as Brown's Line, once the southernmost stretch of Highway27. Alderwood Plaza, located on the east side of the route, has a parking lot which provides access to the highway; this is the only at-grade access along the length of the route. The four-lane road splits into a divided highway and descends below Evans Avenue. The highway weaves through a complicated interchange, providing northbound access to Evans Avenue and the Gardiner Expressway, and southbound access to The Queensway, QEW/Gardiner Expressway, and Evans Avenue. North of the interchange, the lanes from Brown's Line diverge and form the collector lanes of a collector-express system. Flyover ramps to and from the QEW/Gardiner pass over the southbound lanes and converge to form the express lanes. This collector-express system serves to divide local traffic from freeway-to-freeway traffic; the express lanes provide access between the QEW/Gardiner Expressway and Highway401, while the collector lanes provide local access between those interchanges.

After crossing Canadian Pacific Railway (CPR) tracks, the freeway interchanges with Dundas Street (former Highway 5). A set of criss-crossing ramps provide access between the collector and express lanes north of this point, referred to as "The Basketweave," with the northbound express-to-collector transfer also having an offramp to Dundas Street. North of Dundas, the highway has a northbound right-in/right-out (RIRO) interchange with Gibbs Road, the first of several that provide collector lane access to minor streets that mostly connect to The East Mall and The West Mall, which run parallel with the collector-express section of the freeway. The highway passes beneath Bloor Street but has no interchange with it. A full interchange is provided shortly after with Burnhamthorpe Road, southwest of Burnhamthorpe Collegiate Institute. Across from the school, another RIRO provides access from the southbound lanes to Holiday Drive and The West Mall. Following the off-ramp, to the north, is a half-cloverleaf interchange with Rathburn Road, which provides access from the northbound lanes and to the southbound lanes.

Transfers provide a second and final opportunity to cross between the express and collector lanes, or vice versa, south of the complicated 1.56 sqkm Highway401 interchange. A final RIRO provides southbound access to and from Eringate Drive, after which the collector lanes diverge, and the express lanes cross the southbound collectors. The collector lanes cross Eglinton Avenue at a half-cloverleaf interchange and then dives under Highway401 while transitioning into Highway27, while the express lanes interchange with Highway401 and continue the route of Highway427. The Highway 427 express lanes and ramps connecting to Highway 401 are constructed around the Richview Memorial Cemetery. Highway427 passes through the sprawling Highway 401 interchange and becomes displaced approximately 1 km to the west. There are no ramps to provide access from southbound Highway427 to eastbound Highway401 and vice versa, as this connection is handled by Highway 409. Highway 427 crosses Renforth Drive and then curves to the east of Runway24R and 24L of Toronto Pearson International Airport. Shortly thereafter, it crosses and interchanges with Dixon Road and Airport Road, between which it forms the demarcation line. Several ramps diverge at this point to provide access to Pearson Airport, and the freeway narrows to eight lanes.

From here to just south of Finch Avenue, the freeway follows the boundary line between Toronto and Mississauga. It encounters the third multi-level junction along its length, with Highway409, which provides access to the airport as well as the southbound to eastbound movement that cannot be performed at the interchange with Highway401 to the south. Highway427 continues straight north and narrows again to six lanes. After crossing the Kitchener GO line, it passes west of Woodbine Racetrack and interchanges with Rexdale Boulevard/Derry Road and Finch Avenue. The freeway bends slightly eastward, diverging from the Toronto/Mississauga boundary to briefly run exclusively through Toronto again. It crosses the West Humber River where it drains from Claireville Reservoir. The highway crosses Steeles Avenue and enters Vaughan, as it approaches a fourth and final sprawling interchange with Highway407. It then interchanges with Highway 7 (York Regional Road 7), Langstaff Road (Regional Road 72), Rutherford Road (Regional Road 73), and ends at a trumpet interchange with Major MacKenzie Drive(Regional Road 25).

QEW to Highway 401 (1953–1956)
Although Highway427 was not officially designated until 1972, several sections of freeway were already in place prior to that date. The designation was applied following the completion of the interchanges at the QEW and Highway401 as well as the expansion of the section between them into a collector-express system.

Highway27 was designated as a two-lane road travelling north from Highway 2 (Lake Shore Boulevard) towards Barrie. As Toronto grew outwards following the annexation of various municipalities, the Ontario Department of Highways (DHO) began planning for a bypass of the city, aptly named the Toronto Bypass. A significant portion of this bypass was designed to be incorporated into the Transprovincial Highway, now Highway401. The remainder was designed to follow the existing right-of-way of Highway27 between the QEW and Richview Sideroad (now Eglinton Avenue).

Construction of the Toronto Bypass began near Yonge Street in 1949 (along present-day Highway401) and on the four-laning of Highway27 in 1953. The Highway27 work involved the construction of two interchanges: a three-way interchange at Highway401 and a large cloverleaf at the QEW, the latter of which would become one of the worst bottlenecks in the province a decade after its completion, according to Minister of Transportation Charles MacNaughton. By September 1956, it was possible to bypass Toronto entirely on the four lane divided highway composed of Highway401 and Highway27. Highway401 was extended to the west soon after, but Highway27 remained a two-lane highway north of it.

Airport Expressway (1964–1971)
During the early 1960s, Toronto International Airport was expanded with the construction of the Aeroquay One terminal. To serve the expected demand of the airport expansion, the DHO built a new four-lane freeway known as the Toronto Airport Expressway which opened on January 3, 1964. This new route ran north from Highway401 at Renforth Drive to Dixon/Airport Roads (roughly followed the same alignment as today's Highway 427) where it tied in with and downgraded into Indian Line. The Airport Expressway featured a connection with the western terminus of Richview Sideroad at the southern end of the interchange with Highway401 as well as an interchange with Renforth Drive. On Highway401 the Airport Expressway interchange was located 1 km (0.62 mi) to the west on the existing interchange with Highway27.

Expansion (1963–1971)
In 1963, MacNaughton announced that Highway 401 would be widened from a four-lane highway to a collector-express system, modeled after the Dan Ryan Expressway in Chicago. Plans were soon developed to apply this model to the QEW between Highway27 and Royal York Road and to Highway27 between the QEW and Highway401, and were unveiled to Etobicoke council on October13, 1966. Design work followed and was completed by May 1967. The widening of Highway27 required the demolition and rebuilding of overpasses at Bloor Street, Burnhamthorpe Road, and Rathburn Road constructed just over a decade earlier. The rest of the route was rebuilt by September 1968, the next stage involved the reconstruction of the interchanges with QEW and Highway401 which were reconfigured into complicated multi-level interchanges to permit free-flow movement.

Replacing a cloverleaf, the new interchange with the QEW was built over 48.5 ha and required the construction of 19 bridges and the equivalent of 42 km of two-lane roadway. The project involved the temporary diversion of QEW traffic to an overpass that would eventually be used for The Queensway. Construction began in September 1968, although preliminary work had been ongoing since 1966; the interchange opened to traffic on November14, 1969.

The existing Airport Expressway was removed in its entirety, as the DHO deemed it insufficient for future expansion beyond an airport access road, but its replacement in the form of the Highway427 extension (also known as the Airport Expressway until 1980) still followed roughly the same alignment. Like the former Airport Expressway, the extension included direct access to the airport and Dixon/Airport Roads, north of which at a temporary terminus it defaulted to Indian Line.

Highway401's new junction with Highway27 remains the largest interchange in Canada as it sprawls over 156 ha and required the construction of 28 bridges and the equivalent of 46.6 km of two-lane roadway, being built around the existing Richview Memorial Cemetery. On Highway401 this required the removal of the existing interchange with Highway27 as well as the half-cloverleaf interchange with the Airport Expressway which was 1 km (0.62 mi) to the west as both were originally conceived as separate routes. These two interchanges were replaced with a single large junction, where north of Highway401 the collector lanes would continue the Highway27 routing while the express lanes would shift westward to meet the rebuilt Airport Expressway. The reconstructed interchange also including connections to Eglinton Avenue (ultimately meant for the proposed but never-built municipal Richview Expressway) from all directions except for Highway401 east of that interchange, while Carlingview Drive received ramps to Highway401 east of that interchange. While the new interchange with the QEW was opened to traffic on November14, 1969, the more complex Highway401 junction required several more years of construction staging, fully opening on December4, 1971 (though portions were opened in the weeks prior to that). On that same date, Highway427 was inaugurated as it assumed the collector-express portion of Highway27 and the new Airport Expressway. North of Highway401, while the existing Highway27 remained a provincial route as it transitioned from an expressway to an arterial road, the parallel section of Highway427 effectively served as a freeway bypass.

Extensions beyond Highway 401 (1976–1994)
At the recently-opened interchange between Highway401 and Highway427, the off-ramp from westbound Highway401 to Carlingview Drive was temporarily signed as "Airport Expressway", since Carlingview Drive had a temporary on-ramp to northbound Highway427 near the Renforth Drive underpass but that on-ramp was closed in the early 1970s. Direct access from westbound Highway401 to northbound Highway427 would be restored a few years later once Highway 409 opened, which had greater capacity then the short-lived Carlingview ramps.

Ultimately, it was planned to extend Highway427 north along Indian Line (although a 680 m stretch of that road would be retained to maintain access to driveways) to the future Highway407, where ramps would direct northbound traffic onto Highway27. An extension north of Dixon/Airport Roads began in 1976 as part of the work to build Highway409, and it included the construction of the interchange between the two freeways. By the beginning of 1980, this work was completed, and construction was progressing on the section north to Rexdale Boulevard, which opened by the end of the year. In 1982, construction began on the next section of Highway427, which would extend it to just north of the West Humber River, afterwards the freeway would narrow to two lanes and continue on as Indian Line until an intersection with Albion Road (Highway50). This project included an interchange with the extension of Finch Avenue west from Humberline Drive to Steeles Avenue and was completed in late 1984.

Highway427 was extended north to Highway7 in Vaughan beginning with the construction of the interchange between the two in 1988. The extension followed a new alignment since this has sufficient right-of-way for future expansion and a junction with the initial phase of Highway407, as opposed to upgrading Indian Line and incorporating it into the freeway. The extension was opened in late 1991, with the Highway7 interchange only half-completed since the freeway would not be extended further north until 2021. Access to Indian Line from Albion Road (Highway50) was then closed off to vehicular traffic.

The final at-grade intersections were removed in the early 1990s, the first being the signalized left turn from the southbound lanes with eastbound Highway409 which was replaced by a flyover ramp in 1992, and the second being at Morning Star Drive where an overpass was constructed in 1994 to extend the street across the freeway to Humberwood Boulevard, making Highway427 a fully controlled-access freeway for its entire length.

Work on the interchange with Highway407 proceeded in stages, starting with the underpasses for Highway407 as well as the fourth-level flyover ramp from westbound Highway407 to Highway427 southbound by 1991, following by the third-level flyover ramp from Highway427 northbound to Highway407 westbound, and the interchange was finally put into service when Highway407 opened in 1997.

Upgrades since 1990s
In 2001-02, modifications were made to the interchange with the QEW and Gardiner Expressway. This included a new loop ramp from the Highway427 southbound collectors to the Gardiner, aimed at relieving the congestion in the express lanes created by the southbound collector-to-express transfer near Bloor Street, as the collector lanes originally lacked direct access to the Toronto-bound QEW (downloaded from the province in 1998 to become the part of the Gardiner). The Gardiner Expressway also received an off-ramp to Sherway Gardens, which necessitated an underpass to be implemented in the directional ramp from the Highway427 southbound express to the Hamilton-bound QEW.

Arterial extension and widening (2008–2021)
An 800 m four-lane arterial road designated as Regional Road 99 was opened in the autumn of 2008 by York Region. This road unofficially extended Highway427's northern terminus from Highway7 to a signalized intersection with Zenway Boulevard, and mainly served to provide improved access to Highway27 and Highway 50. York Regional Road99 was permanently closed on August8, 2020, to make way for the extension of Highway427 northwards to Major MacKenzie Drive (Regional Road 25), which also involved constructing an overpass for Zenway Boulevard to cross the extended freeway.

A section of Highway427 between Campus Road-Fasken Drive and Highway 7 was expanded to four lanes in each direction. This project included the installation of high-mast lighting, median barriers, and the addition of high-occupancy toll lanes (HOT) in both directions, and was completed in 2021 in conjunction with the Vaughan Extension (see below). One of the challenges during this project was widening the Highway 427 bridges crossing Highway 407 ETR, with the solution being steel box girders added on either side of the existing post-tensioned concrete structures, as opposed to the conventional bridge widening practice of the expansion using a similar construction to the original bridge since post-tensioned concrete additions require falsework which in turn would close down Highway 407 ETR lanes for extended periods. The completed HOT lanes stretch from south of Highway 409 to north of Rutherford Road. In conjunction with the widening work, and in anticipation of the opening of the extension north of Highway 7, exit numbers were added (still ongoing as of late 2021), starting with the northern sections of the highway.

Vaughan Extension (2017–2021)

An environmental assessment was completed on a northward extension of Highway427 to Major Mackenzie Drive to relieve traffic issues on Regional Road27 and 50, as well as provide improved access to the Canadian Pacific Intermodal Terminal, with construction beginning in May 2017. The project included HOT lanes as far north as Rutherford Road, and was scheduled to open in 2021, with the HOT lanes opening the following year. However, a pending legal dispute between the provincial government and the constructor delayed the opening of the extension in late April 2021.

The extension was built by Link 427, a consortium of six companies that tendered the winning bid to Infrastructure Ontario, The project was estimated at a cost of $616 million, and included the design, financing, and construction of the extension, as well as its maintenance for thirty years. Construction required the periodic closure of eleven roads, as well as the removal of Regional Road99. McGillivray Road was realigned at Rutherford Road, as was the intersection of Huntington Road and Major Mackenzie Drive. The extension north to Major Mackenzie Drive opened on September18, 2021, after the legal dispute was settled.

Future
There is a planned extension that would see the freeway pushed north to near Bolton to meet the proposed Highway 413, should that highway be constructed. The Highway427 Extension Transportation Needs Assessment Study examined further extensions; connections with the Bradford Bypass freeway, as well as Highway 400 and Highway 11 north of Barrie were considered. In the past decade, there has been little discussion of this highway extension due to concerns with traversing the Oak Ridges Moraine and Minesing Wetlands.

title: Ontario Highway 427


text:
User talk:Andrew Maiman

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Proposal to shut down WP Geographic Coordinates & ban coordinates on wikipedia articles
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title: User talk:Andrew Maiman


text:
Category:Consumer organizations

 * This category includes government & regulatory organizations, consumer rights advocacy organizations, and unions / associations of consumers that provide consumer benefits.

 * See also Category:Consumer rights organizations (organizations that advocate or lobby for consumer rights or educate consumers about their rights)

title: Category:Consumer organizations


text:
Hatchie River

The Hatchie River is a 238 mi river in northern Mississippi and southwestern Tennessee. It is of considerable geographic, cultural, and historic significance. In large measure, this is because it is the only major river of West Tennessee that has never been impounded, channelized, or otherwise modified by human activity to any major degree, although several of its tributaries have. Its environs are indicative of what much of West Tennessee must have resembled prior to the time of European settlement in early 19th century.

The Hatchie rises in the northern part of Union County, Mississippi and travels through Tippah and Alcorn counties before crossing into Hardeman County, Tennessee, near the community of Pocahontas. After a short jog into adjoining McNairy County, Tennessee, the Hatchie flows north, in a serpentine fashion, then turns northwest toward Bolivar. While there is usually a discernible main channel, the Hatchie at this point is largely a zone of wetlands approximately one mile (1.6 km) wide. Supposedly Bolivar was the head of navigation for small, shallow-draught steamboats in the 19th century.

From Bolivar, the Hatchie continues generally northwest, crossing into Haywood County and the southwestern corner of Madison County. It then enters Hatchie National Wildlife Refuge. The rest of the stream course generally trends west. US 51 (Future I-69) crosses the river. There is a "bow" to the north in the final part of the stream course, which forms the line between Tipton County and Lauderdale County. The Hatchie enters the Mississippi River just north of the Hatchie Towhead and just south of the Lower Hatchie National Wildlife Refuge. The Hatchie is designated as a "scenic river" under the Tennessee Wild and Scenic Rivers Act.

The name "Hatchie River" is tautological, as the element "hatchie" means "river" in the Choctaw language.

Variant names of the Hatchie River include Arteguet River and Big Hatchie River.

title: Hatchie River