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User talk:Gtdanyelz

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Placage
I'm assuming your the one who so greatly extpanded the plaçage article. I would like to offer my supreme thanks on this. I started it with only a very cursory knowledge of the practice, barely enough to write the article, and now it is a veritable treasure. I myself am a descendent of a Macarty Creole, and I had almost forgotten the fact, cerainly not enough to put it into the article. Thanks so much!

Dlayiga 05:38, 21 March 2006 (UTC)

Yes, I am. I am not Creole, but I am interested in interracing and was born in New Orleans. I just wonder why I am being tagged for not "verifying sources" when they are in the references section below. It's very hard to please these folks.

gab 03:01, 24 March 2006 (UTC)

Wonderful job. I am in awe. I'd love to hear about the novel you are writing...winkwink.

Dlayiga 05:14, 24 March 2006 (UTC)

Regarding the comments on my talk page
''Your prejudice shows big time. You cite that my revisions to this page were not verified, when they are. This is a blatant stab at censorship. Even the links can be verified. You make a slap that I am only citing my point-of-view about certain issues which you never name. Then I see that you have connections to Louisiana politics (the Old Confederacy and the OLD DEAD CAUSE) and possibly Louisiana families. No wonder you want to say that the page is not verified, because you feel anyone talking about crossed bloodlines has an axe to grind. That this kind of thing is still happening, even in the 21st century, makes me think that Wikipedia is not, repeat IS NOT, what it claims to be. That it suppresses history under the guise of being open to everyone. 66.188.129.20 03:52, 24 March 2006 (UTC)(gab)''

 * Hi gab, it seems as though you left these comments on my Talk page at precisely the same time that I was replying to you on Talk:Plaçage.  My feeling is that perhaps you misinterpreted my intentions, and perhaps when you read my (long) comment on the talk page, you might feel differently.

 * But let me say, in addition to what I wrote over there:
 * There is no attempt at censorship. You'll notice that everything you wrote is still available to be seen by any reader of Wikipedia; I removed nothing and I changed nothing in the text.  Nothing is being suppressed.  I'm simply making stylistic comments about the article as it stands.
 * I'm repeating what I said over there, but let me go ahead and repeat: I think this subject (plaçage, that is) is important for historical reasons, and without question Wikipedia should have an article on this.  Moreover, it should be a great article.  My intentions are to work towards that.  But in any case (and you'll see this more the more time you spend at WP) my opinions really aren't that important here; what is important is the community concensus.  All I'm saying is that you shouldn't be worried about one user that is a loose cannon; even if I were someone who simply wanted to make your article disappear, I can't do that.  Noone can.  It would have to go to WP:AfD and be voted on by the community, and approved by many users.  In short, this article would never be deleted, because it is prima facie worthy of inclusion as a scholarly topic.  (And, for what it's worth, if this article ever did go to be voted for deletion, I'd vote strongly to keep it.)
 * Again, I think you're misreading where I'm coming from with these comments. You can go in my edit histories and note that I have contributed to a wide array of topics here on Wikipedia.  If it makes you feel any better, note that I have contributed quite a bit on topics concerning the West Indies; in fact I've created the majority of the player pages on List of West Indian Test cricketers.  I hope this goes a bit towards convincing you that I have a wide variety of interests here on Wikipedia and I'm not pushing any kind of agenda.
 * In summary, what I want you to do (and what I think you want to do) is to continue to edit Plaçage, and to continue to make it better. Just be careful to be as consistent with the community's guidelines, specifically WP:V, as you can.
 * All in all, I hope after you read my comments here and on the talk page you see where I'm coming and you're no longer upset about this issue.--Deville (Talk) 05:09, 24 March 2006 (UTC)

Responding to Deville
Alright.

By no means is this page on placage complete. I am still trying to find and to clarify material I have listed and written about. (I have found online prints of the St. Philip venue for the quadroon balls, and of Count de Marigny himself, but no portraits or prints of Eugene Macarty or his common-law wife, Eulalie Mandeville, although descendants of their progeny almost certainly exist.)

I do want to make this page the best possible. So far I believe that it is and will be. But to say that it is unverifiable, when books and links are listed below that would prove it...well. Imagine my dismay.

I love history; and above all, I love hidden and proven history. What I write is not hearsay or innuendo.

gab 14:43, 24 March 2006 (UTC)(gab)

 * Hi, glad to see that we are on the same page and we know where each other is coming from on this. :-)

 * I also noticed that you had a copyright violation below on your talk page. It turns out that the picture that you uploaded is fine, it is old enough so that the copyright has passed into the public domain (a good rule of thumb is anything in the Cabildo is public domain).  But on Wikipedia you need to be careful about saying this; if you upload pictures with no copyright information, they will eventually be deleted.  Wikipedia is pretty careful about copyrights on pictures, because they've been sued a few times, mostly in European jurisdictions, for people uploading pictures they weren't supposed to have.  In any case, though, the picture "headdress.gif" is ok now that I have changed the copyright, but in the future be careful that when you upload a picture that you give it the correct copyright information, otherwise it may get deleted.  When you upload the picture, be sure to select the "United states public domain" tag.  Like I said, a good rule of thumb is that a reproduction of  artwork made before 1923 is ok.

 * As for the plaçage page, I see you've removed the tag, and it's already gotten better since we talked about it. This page could also do with more pictures, you could also link to the one of Marie Leveau.  Are there any paintings of quadroon balls?  I think such a picture would be set up this section well.  Also, if I could make another stylistic suggestion, the intro is a bit long.  One has to scroll down to get to the table of contents.  I'd suggest just leaving the first paragraph in the introduction, and encapsulate the second through seventh paragraphs in a section called something like "History and development of the Plaçage System".  Anyway, good luck with the article. --Deville (Talk) 18:57, 25 March 2006 (UTC)

Tignon
Ok. You are, oficially, my favorite person. Merci Beaucoup!Dlayiga 08:55, 25 March 2006 (UTC)

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Marcus Bruce Christian
The tag indicates that no other pages link to the page where the tag appears. Not the reverse. See Special:Whatlinkshere/Marcus_Bruce_Christian. The link in the header might be of use in finding other Wikipedia articles that could benefit from a link to the Christian article.

And the tag is likewise explained in its header. See the Wikipedia Manual of Style and Guide to Layout. I've already done initial wikifying, however, and have removed this tag. Valrith 21:39, 22 May 2007 (UTC)

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ArbCom elections are now open!
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title: User talk:Gtdanyelz


text:
User talk:RobyWiki~enwiki

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

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Your account will be renamed
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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 RobyWiki. To make sure that both of you can use all Wikimedia projects in future, we have reserved the name RobyWiki~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
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license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: User talk:RobyWiki~enwiki


text:
WSB (AM)

WSB (750 kHz) is a commercial AM radio station in Atlanta, Georgia. It airs a talk radio radio format, simulcast on Doraville-licensed WSBB-FM. WSB is the flagship station for Cox Media Group; in addition to WSB and WSBB-FM, it owns three other Atlanta radio stations and Atlanta's ABC Television Network affiliate, WSB-TV. From 1939 to 2019, WSB was owned by Cox Enterprises along with the Atlanta Journal-Constitution daily newspaper; the station had been established by the Journal in 1922. The station's studios and offices are located at the WSB Television and Radio Group building on West Peachtree Street in Midtown Atlanta, which is shared with its television and radio partners.

WSB transmits with 50,000 watts of non-directional power, the highest permitted by the Federal Communications Commission (FCC) for AM stations. WSB is a clear-channel Class A station. Its transmitter and radiating tower are located seven miles (11 kilometers) northeast of Atlanta at the Northlake Tower Festival Shopping Center, off Lavista Road in Tucker, Georgia. Its daytime coverage area is not as large as 50,000-watt AM stations in other parts of the country due to Georgia's poor ground conductivity; as such, a number of outer Atlanta suburbs only receive a grade B signal. At night, when radio waves travel farther, WSB can be heard across much of the eastern half of North America with a good radio. However, it is strongest in the Southeast and East Coast. Although WSB is licensed to make HD Radio digital transmissions, it is not doing so, apparently due to listener complaints of RF interference.

History

WSB was one of the first radio stations in the South. In early 1922, there was a tremendous public interest in the then-new technology of radio broadcasting. On December 1, 1921, the U.S. Department of Commerce, in charge of radio at the time, adopted a regulation formally establishing a broadcasting station category, which set aside the wavelength of 360 meters (833 kHz) for entertainment broadcasts, and 485 meters (619 kHz) for farm market and weather reports. By the end of the year, the number of authorized stations exceeded 500.

In many communities, a race broke out to see who would be the first to get a station on the air. In Atlanta, the primary contenders were the two major newspapers, the Atlanta Journal and the Atlanta Constitution. The Journal established a makeshift studio on the fifth floor of its building at 7 Forsyth Street. A transmitter had been ordered, but facing a delay, the newspaper arranged for the equipment used by Gordon Heidt for his amateur station to be temporarily installed. A broadcasting license was normally needed before a station could go on the air, but it was arranged to have an initial telegraphed authorization, which was sent by the Department of Commerce on the evening of March 15, 1922. The station's debut broadcast took place that evening.

The Journal's new station was issued the randomly assigned call sign WSB. Station management would claim the call letters stood for "Welcome South, Brother", even though the Journal did not specifically request those call letters. The Constitution's station, WGM, debuted two days later on March 17. Because it also was transmitting on 360 meters, the two newspapers had to set up a time-sharing agreement allocating broadcast hours. Competition was so fierce between the two that WSB's manager, Lambdin "The Little Colonel" Kay, banned any person who had previously appeared on WGM from broadcasting over WSB.

In September 1922, the Department of Commerce set aside a second entertainment wavelength, 400 meters (750 kHz) for "Class B" stations that had quality equipment and programming. Both WSB and WGM were assigned to this new wavelength. In May 1923, additional "Class B" frequencies were made available, and Atlanta was assigned the use of 700 kHz. Once again, both WSB and WGM were assigned to this new frequency. However, at the end of July, WGM permanently ceased operations, which gave WSB exclusive use of the assignment.

In February 1924, Lambdin Kay called Art Gillham "The Whispering Pianist" while performing on WSB, a name he used in billing on Columbia Records, radio and theatre. Gillham returned to WSB in 1937 for regular programs. In 1927, WSB became an NBC Red Network affiliate. The trademark three-tone NBC chimes were first played in the WSB studios.

In the summer of 1927, WSB began transmitting on 630 kHz. On November 11, 1928, under the provisions of the Federal Radio Commission's General Order 40, WSB was reassigned to a "clear channel" frequency of 740 kHz. WSB was the dominant station nationally on this frequency. In March 1941, as part of the implementation of the North American Regional Broadcasting Agreement (NARBA), WSB moved to 750 kHz, where it has been ever since.

WSB smoothed the way for the radio spread of southern gospel music throughout the region, through regular programming hosted by Charles Davis Tillman. The Shelby Star newspaper, in an issue dated November 1985, wrote that the talented Dan Hornsby, after the national disaster crash of the stock market, found himself working no longer for Columbia Records but for radio stations like WGST, WATL and WCON, along with being the first morning show announcer for WSB in Atlanta. Lambdin Kay called Hornsby "90% of the local talent on WSB".

In 1939, the Journal newspaper and WSB radio station were sold to James Middleton Cox, the founder of what would become Cox Enterprises. Wright Bryan, a WSB news reporter as well as managing editor of the Atlanta Journal, was also a stringer for NBC during World War II. He was the first war correspondent to broadcast an eyewitness account of the D-Day invasion, reporting from London in the early hours of June 6, 1944. Elmo Ellis, who programmed WSB in the 1950s and 1960s, is remembered as an innovator among Southern broadcasters. He provided the on-air editorials for the station, and in the 1960s, consistently supported civil rights.

From 1925 to 1956, WSB radio, along with later co-owned stations WSB-FM and WSB-TV, operated out of the top floor of the Atlanta Biltmore Hotel in Midtown Atlanta. Afterward, the WSB stations were housed in a Colonial-style mansion with its interior specially built for broadcasting, informally known as "White Columns". That location was also in Midtown Atlanta, where Peachtree Street crosses West Peachtree Street near Ansley Park. In 1998, all of the Cox Radio stations located in the Atlanta radio market, as well as WSB-TV, moved into a new "Digital White Columns" on the same property. The original White Columns was demolished afterward.

In 1948, WSB added a companion FM station, WSB-FM, originally broadcasting on 104.5 MHz. The Atlanta Constitution had also been experimenting with FM radio, putting WCON-FM on the air the year before. When the two newspapers merged under Cox ownership in 1952, WCON-FM and WSB-FM went silent. WSB-FM returned to the air in 1955 on WCON-FM's dial position, 98.5 FM. While it has the call letters of WSB-FM, the station traces its founding to when WCON-FM first signed on.

During its early years, when few people had FM radio receivers, WSB-FM mostly simulcast the programming on WSB. That included dramas, comedies, news and sports from the NBC Red Network, as well as local shows. As network programming moved from radio to television in the 1950s, WSB-AM-FM moved toward a full service, middle of the road format of popular music, news, sports and information. By the late 1960s, WSB-FM was separately programmed with a beautiful music, or "easy listening", format.

Also in 1948, WSB-TV first signed on the air on September 29. It originally broadcast on Channel 8. It is the second-oldest TV station south of Washington, D.C., after WTVR-TV in Richmond, Virginia. Just as WSB aired NBC Red Network radio programming, WSB-TV was originally a primary NBC-TV affiliate. WSB-TV also carried some ABC shows. While Channel 8 was assigned to The Atlanta Journal, Channel 2 was assigned to The Atlanta Constitution, although the Constitution never got its TV station on the air. After the two newspapers came under Cox ownership, WSB-TV moved to Channel 2. The station switched networks with WXIA-TV in 1980 to become an ABC affiliate.

WSB formerly broadcast in AM stereo using the Motorola C-QUAM system during the 1980s, a period when music could still be heard on the station. The on-air talent in this era included morning hosts Russ Spooner and Dick Hemby, playing "middle of the road" music, and longtime Atlanta Braves baseball announcer Skip Caray presenting morning sportscasts. As WSB's format progressed to a full-time news/talk radio format by 1987, the AM stereo system was turned off, as it was superfluous since music had been discontinued.

Also in the 1980s, WSB discontinued its NBC affiliation. Its own news staff delivered all the newscasts, with sound and actualities supplied by AP Radio. In 2018, WSB affiliated with ABC News Radio for its world and national news coverage (co-owned WSB-TV has been an ABC television affiliate since 1980); in 2020, the station switched to CBS News Radio.

On August 16, 2010, WSB began a full-time simulcast on co-owned WBTS 95.5 FM, which previously played rhythmic contemporary music under the branding "95.5 The Beat". That October 1, WBTS's call letters were changed to WSBB-FM; the extra "B" was added to the FM call letters because Cox already owns a station with the WSB-FM call sign on 98.5. On July 31, 2019, WSB and WSBB-FM began calling themselves "95.5 WSB". The AM frequency and FM callsign are only mentioned occasionally, such as during the hourly FCC-mandated station identification.

Cox Enterprises sold majority control of Cox Media Group to Apollo Global Management on December 17, 2019. While Cox Enterprises retains a minority stake in the company, the sale effectively separated the WSB stations from the Atlanta Journal-Constitution, which remains wholly owned by Cox Enterprises.

Award
WSB won a 1946 Special Citation of Honor Peabody Award for its program "The Harbor We Seek".

Sports
WSB has long served as the flagship radio station for the University of Georgia Bulldogs Radio Network, carrying its football and basketball games. In past years, WSB also served as the flagship station for Atlanta Braves Major League Baseball, Atlanta Falcons NFL Football and Atlanta Hawks NBA basketball. WSB carried Braves baseball coverage from 1966, the year the Milwaukee Braves moved to Atlanta, until 1991. Braves games moved to 640 WGST from 1992 until 1994.

In 1995, the team returned to WSB, the season in which the Braves won the World Series. That same year, Atlanta Hawks game coverage was also picked up by the station. From 1995 until 2004, WSB branded itself as the "Sports Voice of the South", carrying play-by-play game coverage of Braves baseball, Hawks basketball and UGA football and basketball. In 2019, Braves baseball moved to WCNN.

title: WSB (AM)


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Bulach

Bulach may refer to:

 * Beiertheim-Bulach, a borough of Karlsruhe
 * Bülach, a historic town in Switzerland

title: Bulach


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Bud Brown (politician)

Clarence John "Bud" Brown Jr. (June 18, 1927 – January 26, 2022) was an American politician and publisher who served as a Republican United States Representative from the 7th District of Ohio, from 1965 to 1983. He also served as the United States Deputy Secretary of Commerce and Acting Secretary of Commerce in the Reagan administration from 1983 to 1988.

Early life and education
Brown was born in Columbus, Ohio, the son of Ethel (née McKinney) and United States Representative Clarence J. Brown. He attended Western High School in Washington, D.C., and graduated from Duke University in 1947 and Harvard Business School, with an M.B.A., in 1949.

Career
Brown served in the United States Navy from 1944 to 1946 (V-12 Navy College Training Program) and again from 1950 to 1953 in the Korean War. Before entering the service, Brown had started working in the newspaper business for his father's family-owned Brown Publishing Company, from youth to 1953, and from 1957 to 2010. In the late 1950s and early 1960s, Brown and his family lived in Urbana, Ohio, 90 miles north of Cincinnati, where the headquarters of the publishing company was based.

Brown served as president from 1965 to 1976, and later as chairman of the board. The company had interests in a wide network of newspapers across the country but, due to the rapidly changing business as a result of technology, it ceased operations in 2010 after 90 years.

Political career
Brown was first elected to the Eighty-ninth Congress, by special election, to fill the vacancy caused by the death of his father Clarence Brown in 1965, and reelected to the eight succeeding Congresses (November 2, 1965, to January 3, 1983). He was not a candidate for reelection to the Ninety-eighth Congress in 1982, as he ran for Governor of Ohio that year, losing to Richard Celeste.

He became involved in Republican Party politics, serving as a delegate to the Republican National Conventions in 1968, 1972, 1976, and 1984. Ronald Reagan appointed Brown as Deputy Secretary of Commerce and Acting Secretary of Commerce; he served from 1983 to 1988. He was a member of the board of the Overseas Private Investment Corporation from 1988 to 1989, and he was president and chief executive officer of the United States Capitol Historical Society from 1992 to 1999.

Personal life and death
Brown was married to Joyce Helen (née Eldridge) Brown, a conductor, composer and classical pianist. They married on June 11, 1955 in a garden ceremony at the home of Roy Eldridge and Helen Eldridge in the town Franklin, Ohio, his wife's hometown. They had four children: Beth (c. 1957–1964); Clancy, an actor, Cathy, and Roy, who followed his father into newspaper publishing and politics.

Bud Brown died in Urbana, Ohio, on January 26, 2022, at the age of 94, from complications of COVID-19.

title: Bud Brown (politician)


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Jaguar XK engine

The Jaguar XK is an inline 6-cylinder dual overhead camshaft (DOHC) engine produced by Jaguar Cars between 1949 and 1992. Introduced as a 3.4-litre, it earned fame on both the road and track, being produced in five hemispherical heads displacements between 2.4 and 4.2-litres for Jaguar passenger cars, with other sizes being made by Jaguar and privateers for racing. A de-rated version was also used in certain military vehicles built by Alvis and Daimler.

Early development
Prior to World War II, SS Cars (which changed its name to Jaguar in 1945) used three engines produced by the Standard Motor Company: a 1.5-litre 4-cylinder and 6-cylinder engines of 2.5 and 3.5 litres. Sir William Lyons and his engine designers; William Heynes (Chief Engineer), Walter Hassan, Claude Baily, and Harry Weslake are widely reported to have discussed a new range of replacements whilst fire-watching on the roof of the SS factory in Swallow Road, Coventry, during German World War II bombing raids. Rather than developing prototype engines immediately after the war, it is claimed that Jaguar's wartime engine developments went far beyond mere discussion and design, extending to the construction and testing of several prototype engines as early as 1943.

The initial aim was to produce a series of engines of higher than normal output that would be able to stay ahead of the competition without revision for many years and which Sir William insisted also had to "look good". In 1942-43, a range of configurations was considered and it was concluded that, for good breathing and high bmep, the new engines would need vee-opposed valves operating in hemispherical combustion chambers. Two configurations of this type were selected for comparison in 1943 and the prototypes named "XG" and "XF". The XG 4-cylinder of 1,776 cc, first tested in October 1943, was based on the 1.5-litre Standard block and used its single cam-in-block to operate the opposed valves via a complicated crossover pushrod arrangement, similar to that of the pre-war BMW 328. The XF 4-cylinder of 1,732 cc used the now familiar dual overhead cam (DOHC) configuration and was first tested in November 1944. The XG was found to suffer from excessive pushrod and rocker noise and gas flow figures through its vertical valve ports did not equal those of the horizontal ports on the XF. Therefore, from these two options, the DOHC XF layout was selected.

4-cyl engine development progressed as follows:
 * XG Pushrod engine 73 x 106 x 4    1776 cc                                          May to Nov 1944
 * XF 75 x 98 x 4   1732 cc                                                                     Nov 1944 to Jun 1945
 * XK1 (first of Heynes’ 4 x XJs)  76.25 x 98 x 4     1790 cc                       Oct 1945 to Nov 1946
 * XK2 76.25 x 98 x 4          1790 cc                                                       Feb to Sep 1946
 * XK3 76.25 x 98 x 4          1790 cc                                                       Dec 1946 to Feb 1947
 * XK4 76.25 x 98 x 4          1790 cc                                                       Nov 1946 to Dec 1947
 * Gardner Engine  (used in record-breaking MG car)   1970 cc                 1948
 * XK Number 1 3-bearing crank     1970 cc                                             1949-1952
 * XK Number 2 3-bearing crank     1970 cc                                             1950-1952
 * XK 5-bearing crank                    1970 cc                                             1953

By September 1947 a 3.2-litre 6-cylinder version had been produced, called the "XJ 6-cylinder", which was intended to replace both Standard-based 6-cylinder units. Testing showed the need for higher torque at low speeds than this engine could produce and hence it was 'stroked' to 3,442 cc to form the "XK 6-cylinder", which saw its debut in an open two-seat XK120 sports car at the 1948 London Motor Show. Following this the XK powered the Jaguar Mark VII and a number of other models in subsequent years.

The XG prototype soldiered on as a component testbed until 1948. There also existed an "XK 4-cylinder" of 1,790 cc, also first tested in October 1945 and remaining under development alongside the XK 6-cylinder units. At the time of William Heynes' paper presented to the IMechE in February 1953, the XK 4-cylinder was still referred to as being under development. It was only finally dropped as a possible production engine later in 1953, by which time it had been realised that Jaguar's image in the market had moved beyond the need for a replacement for the old 1.5-litre Standard 4-cylinder unit.

Because the 6-cylinder XK prototypes were found to be so much more refined than the 4-cylinder versions, in 1951 a 1,986 cc 6-cylinder version of the XK 6-cylinder was built to see if it would suffice as a smaller scale engine. By 1954 this had grown to 2,483 cc and it was this short-block version of the XK 6-cylinder that was fitted to the new compact Jaguar 2.4-litre (retrospectively known as the Mark 1) released in that year. None of the 4-cylinder prototypes ever advanced to production but Lt. Col. Goldie Gardner's speed record team did fit a 1970 cc version to the MG streamliner EX-135 in 1948 to take the 2,000 cc class record at 177 mi/h, on the Jabbeke motorway in Belgium.

There are some misleading claims of an intervening "XJ" 4-cyl prototype but it seems the only person who referred to them as such was William Heynes in a paper presented to the IMechE in 1953. Heynes stated there were many 4-cyl variants following the XF but it was he alone who loosely grouped them as XJ. The last mention of XF was in July 1945 and the first mention of XK (XK1) was in October of the same year. This doesn't give much room for a series of XJ engines.There are no mentions of XJ in the archive (other than in Heynes’ paper). If there is a XJ, the first one is likely to have been referred to as XK1 internally. There were three others of nominally 1790 cc capacity called XK2, XK3 & XK4. It is likely these are what Heynes referred to as "XJ". The first "true" XK was called "XK Number 1" (distinct from "XK1") and was of 1970 cc nominal capacity with an 83mm/91mm bore/stroke.

Thus were developed the two block sizes that formed the basis of all subsequent XK 6-cylinder engines; the shorter block being used for the 2.4 and 2.8-litre engines and the full sized block for both versions of the 3.4, the 3.8 and the 4.2-litre engines.

Valve train
The most recognisable feature of the XK engine is the dual cam covers atop the engine, which were a polished alloy until a change to ribbed black and alloy finish in early 1968, four years or so after the introduction of the 4.2-litre versions in 1964. The unusual depth of the engine's cylinder head was dictated by the desire to make room for two generously-sized valves, whilst not excessively restricting the flow of gases into and out of the hemispherical combustion chambers. To satisfy these two conditions, a relatively wide angle between the valves was initially chosen, with quite long valve stems. To efficiently operate valves whose tops were such a long way apart, the dual overhead cam arrangement was found to be the most effective.

The cam lobes act directly on bucket type tappets, which are adjusted by means of shims between the underside of the bucket and the top of the valves. Two duplex chains drive the camshafts, one from the crankshaft to a sprocket at the level of the combustion chambers, and one from the sprocket to each camshaft. The original sprung slipper design of the lower cam chain tensioner proved to be too weak and after a couple of years was changed to an improved hydraulic design, using engine oil pressure.

Cylinder head
The cylinder heads were made of RR50 aluminium alloy due to that material's high rate of heat conduction and light weight, the latter estimated by William Heynes to give a weight saving of some 70 lb compared with a similar head made of cast iron. Special attention was paid to the gas flow, with Harry Weslake and Heynes designing a curved inlet port to impart swirl to the air-fuel mixture for improved combustion. The same basic cylinder head layout was preserved throughout the production life of the engine but with many detail changes. Valve and port sizes and angles, camshaft lift, compression ratio and carburetion were frequently amended from model to model, depending upon whether power or torque was being emphasised. Very early XK engines fitted to the XK 120 sports car and Mark VII saloon lacked fixing studs at the front part of the cam covers, where they covered the timing chains, which leaked oil as a result. From 1951 onwards, all XK engines had studs around the full perimeter of the cam covers.

The earliest cylinder heads are known as "Standard" or "A type" heads and are identifiable by their differing valve angles of 30 degrees inlet and 45 degrees exhaust, as well as by their unpainted aluminium finish. Around 1954, the "B type" head appeared, with equal valve angles of 35 degrees on inlet and exhaust. The "B type" heads are painted light "duck egg" blue (early cars) to light green (later cars) in the 2.4 and 3.4-litre models and metallic dark blue in 3.8-litre models. A very few XK 120s and XK 140s were supplied to customers with the "C type" cylinder head, which was painted red and carried a plaque on each cam cover stating "Jaguar Type C".

A supposedly more efficient "straight port" cylinder head, again with equal 35 degree angles on the inlet and exhaust was introduced later in the 1950s and this was painted pumpkin orange on the XK-150S. The cylinder heads in the Series 1 E-type and Mark X were painted gold whether the engine was a 3.8-litre or 4.2-litre. Around the time of the later series 1 E-Types and 420G in 1968, about the same time as the arrival of the ribbed cam covers, the practice of painting the cylinder heads ceased. Many sources still describe the subsequent unpainted aluminium finish as "silver".

Jaguar's colour-coding of its cylinder heads of the late 1950s and early 1960s can be determined from Heiner Stertkamp's list below. The only real anomaly is that the earliest 3.8-litre E-Types had an orange painted head (because they had 3 carburettors) but later changed to gold (because they had straight-port heads). Gold paint signified a straight port triple-carburettor setup from then until the demise of the Mark X.
 * Silver/bare aluminium => 3.4 A-type head (Standard XK120, XK140 and MkVII with two H6 carburettors)
 * Red => 3.4-litre with C-type head and 2 carburettors (XK 120 C and XK 140SE/M only)
 * Light duck egg blue and later light green => 3.4-litre with B-type head and 2 carburettors (may appear as light blue, light green or light blue-green)
 * Dark blue metallic => 3.8-litre with B-type head and 2 carburettors
 * Orange => 3.4 and 3.8-litre with straight-port head and 3 carburettors
 * Gold => later 3.8-litre and all 4.2-litre (until 420G and Series 2 E-Type) with straight-port head and 3 carburettors

Cars with the straight-port head and only two carburettors did not have painted heads. See the complete table of XK cylinder head types as they relate to Jaguar and Daimler models at the end of this article.

Engine block
The block was made of cast iron (with the exception of some made of aluminium alloy for racing engines), with the crankcase split on the centreline of the seven-bearing crankshaft. The crankshaft was made of EN16 steel, heat treated prior to machining. An innovation was the fitting of a proprietary Metalastik vibration damper on the nose of the crankshaft to eliminate damaging crankshaft resonances. The design and materials of the bottom end of the engine hardly changed throughout its life, apart from the changes dictated by the respaced cylinders of the 4.2-litre version (also used by the 'new 3.4' litre version). The oil pump was changed after a couple of years from a relatively inefficient gear-type pump to a Hobourn-Eaton eccentric-lobe unit.

Fuel system
The pre-injection cars had either two or three SU, Weber, Zenith or Zenith-Stromberg carburettors of various sizes depending upon the model and market, although Weber carburettors were only available from the dealer or on the aftermarket, and not supplied by the factory. The exception to this was 2.4 litre cars up to the introduction of the 240, these earlier cars having twin Solex downdraught carburettors. Some D-Type sports racing cars received fuel injection, but it did not become available on the road cars until 1978, beginning on certain US market models in order to comply with government fuel-efficiency standards. It was eventually extended across the range and to all markets.

Power rating
During the 1950s and 1960s Jaguar released SAE gross horsepower figures, using the measurement system preferred by US manufacturers, as otherwise its cars would have appeared under-powered in comparison with US cars. This practice was superseded by reliance on the more realistic SAE net horsepower system around 1972, although Jaguar power ratings of that era may also be expressed using the very similar DIN net rating system. Since the conditions upon which the SAE gross figures were determined were not recorded, an objective comparison of the power outputs of the various models of XK powered Jaguar over time is impossible.

The 1965 4.2 XK fitted to the carburetted E-Type had a listed output of 265 hp SAE gross; the 1986 fuel injected 4.2 XK fitted to the series 3 XJ6 was listed at 202 hp DIN net. Variables such as compression ratio, cam lifts and durations, and fuel consumption rate for each engine during testing would, at a minimum, be additionally required to develop any estimated comparisons.

3.4-litre
The first production use of the XK straight-6 was in the 1948 Jaguar XK120, which used the 3441 cc version with a bore x stroke of 83x106 mm. It had an iron block without cylinder liners and aluminium cylinder head. It had a wider gap between cylinders 3 and 4 than between the other cylinders. The 3.4 was first rated at 160 bhp SAE gross at a compression ratio of 8:1, rising to 210 bhp SAE gross with the C-type cylinder head (confusingly not the head from the C-Type as raced at Le Mans) all the way to 250 bhp SAE gross with the "straight port" head at a compression ratio of 9:1 as fitted to the XK150SE.

Almost as soon as the new compact Jaguar 2.4-litre was released, there was pressure on Jaguar to fit the 3.4-litre engine to it. This was duly done in February 1957, the car being known as the Jaguar 3.4-litre. The designation "Mark 1" for these cars was applied retrospectively, after the release of the Mark 2 in 1959.

The original 3.4-litre XK was used in the following road cars:
 * Jaguar XK120 - 1948-53, "Standard (or "A type")" cylinder head, bare aluminium finish, 2 × SU H6 carburettors. The XK 120 C came with the C-type head (red) as an option from 1951 to 1952 with 2 × SU H8 carburettors. In 1953, the XK 120 C switched to a triple 40 DCOE Weber carburetor setup. The XK 120 SE and M came with the C-type head as an option with 2 × SU H6 carburettors (occasionally SU H8)
 * Jaguar XK140 - 1954-57, "Standard (or "A type")" cylinder head, 2 × SU H6 carburettors. The XK 140 SE or M came with the C-type head as an option, painted red with 2 × SU H6 or H8 carburettors
 * Jaguar XK 150 3.4 - 1957-61, "B type" cylinder head, painted light blue-green, 2 × SU HD6 carburettors
 * Jaguar XK 150 3.4S - 1957-61, "Straight port" cylinder head, painted orange, 3 × SU HD8 carburettors
 * Jaguar Mark VII - 1950-54, "A type" then "C type" (as option from April 1953) cylinder head, unpainted aluminium, 2 × SU H6 carburettors
 * Jaguar MkVIIM - 1954-57, "C type" cylinder head, 2 × SU H6 carburettors, some had high-lift cams
 * Jaguar Mark VIII - 1956–1958, "B type" cylinder head, painted light blue-green, 2 × SU HD6 carburettors
 * Jaguar 3.4-litre 'Mark 1' - 1957-59, "B type" cylinder head, painted light blue-green, 2 × SU HD6 carburettors
 * Jaguar 3.4-litre Mark 2 - 1959-67, "B type" cylinder head, painted light blue-green, 2 × SU HD6 carburettors
 * Jaguar 340 Mark 2 - 1967-68, "B type" cylinder head, ribbed cam covers, 2 × SU HD6 carburettors
 * Jaguar S-Type 3.4 - 1963-68, "B type" cylinder head painted light blue-green, smooth cam covers, 2 × SU HD6 carburettors

2.4-litre
In the mid-1950s, Jaguar lacked a compact saloon of the type represented until 1949 by the Standard-engined 1½ litre. In choosing a power unit for its all new compact saloon, Jaguar could choose between the 1,995 cc four-cylinder XK prototype and a downsized version of the 3.4-litre six-cylinder XK. The 4-cylinder was considered too low powered and unrefined. The 3.4 was already well "undersquare", which means that its bore was much less than its stroke, so a smaller bore version of the 3.4 was not seen as a realistic proposition. Jaguar was therefore obliged to create a short-stroke version of the 6-cylinder XK with a shorter cylinder block, reducing it in height from 11.5 in to 8.85 in.

Introduced in the Jaguar 2.4-litre in 1955, the engine had a stroke of 76.5 mm while retaining the bore of 83 mm to give a capacity of 2483 cc. Despite having a displacement of almost 2.5 litres, the new car was called the "Jaguar 2.4" to create an obvious separation from the old Standard 2½ litre and link it to the now familiar 3.4-litre XK engine. The 2.4s produced were rated at 112 bhp (nett) by the factory, using twin Solex downdraft carburettors.

In 1959 the engine was carried over into the new Mark 2, in which it produced 120 hp SAE gross, still with Solex carburettors. The Jaguar 240 was fitted with an uprated version of the engine, incorporating the straight-port cylinder head and twin SU carburettors delivering 133 bhp SAE gross.

The 2.4-litre XK was used in the following cars:
 * Jaguar 2.4-litre 'Mark 1' - 1955-59, "B type" cylinder head, unpainted, 2 × Solex B32PB15S carburettors, valve angles 30 degrees inlet, 45 degrees exhaust
 * Jaguar 2.4-litre Mark 2 - 1959-67, "B type" cylinder head, unpainted, 2 × Solex B32PB15S carburettors, valve angles 45 degrees inlet and exhaust
 * Jaguar 240 Mark 2 - 1967-69, "Straight port" cylinder head, unpainted, 2 × SU HD6 carburettors, valve angles 45 degrees inlet and exhaust

3.8-litre
The 3.8-litre version was released in 1958, initially for the last of the XK150s and the Mark IX saloon. It retained the 3.4’s bore centres and 106 mm stroke but was bored out to 87 mm for a total displacement of (3,781 cc / 230.7 cu-in). The distance between the cylinder bores was sufficiently small that it was decided to fit dry liners to the bores. The 3.8 had a number of detail differences from the 3.4, particularly in its valve gear and carburetion. The standard 3.8 produced 220 hp SAE gross and up to 265 hp SAE gross in the XK150SE with the straight port head.

The 3.8-litre XK was used in the following road cars:
 * Jaguar XK 150 3.8 - 1958-61, "B type" cylinder head, painted dark blue metallic, 2 × SU HD6 carburettors
 * Jaguar XK150 3.8S - 1958-61, "Straight port" cylinder head, painted pumpkin orange, 3 × SU HD8 carburettors
 * Jaguar Mark IX - 1958-61, "B type" cylinder head, painted dark blue metallic, 2 × SU HD6 carburettors
 * Jaguar Mark X 3.8 - 1961-64, "Straight port" cylinder head, painted gold, 3 × SU HD8 carburettors
 * Jaguar Mark 2 - 1959-67, "B type" cylinder head, painted dark blue metallic, 2 × SU HD6 carburettors
 * Jaguar E-Type Series 1 3.8 - 1961-64, "Straight port" cylinder head, painted orange then gold, 3 × SU HD8 carburettors
 * Jaguar S-Type 3.8 - 1963-68, "B type" cylinder head, dark blue metallic or later with smooth cam covers and unpainted, 2 × SU HD6 carburettors
 * Panther J.72

3.0-litre
3-litre versions of the XK engine were built from 1959 onwards for FIA sports car racing with a 85 mm (3.35 in) bore and 88 mm (3.46 in) stroke. It was also popular with small race car manufacturers such as Lister Cars who could not afford to produce their own engines. As well as endurance racing, the engine was also used in Formula Libre racing.

A 3.0-litre XK was used in the following road cars:
 * Jaguar E2A prototype sports racer (1960)
 * Jaguar E-type lightweight sports racer (1961)
 * Jaguar D-type (non-works) sports racer (1959)
 * Lister Cars endurance and formula racers
 * Hersham and Walton Motors (HWM) endurance and formula racers
 * Cooper Car Company endurance and formula racers
 * John Tojeiro endurance and formula racers

4.2-litre
A bored-out 4.2-litre version of the XK was officially released in 1964, although racers had been boring the 3.8 out to 4.2 litres for years. The factory 4.2-litre block was a new siamesed sleeve design which used respaced cylinders set evenly along the length of the block with new main bearing spacings and a new crankshaft. The middle two cylinders were moved closer together and the outer two moved further apart but the overall length of the block remained unchanged. This enabled the cylinder bores to be taken out to 92.08 mm whilst retaining the familiar long stroke of 106 mm for a total displacement of 4235 cc.

Despite the re-spacing of the cylinder bores, the cylinder head castings remained unchanged. As a result, the centrelines of the combustion chambers in the head no longer aligned precisely with the centrelines of the cylinders but this did not matter greatly as the combustion chamber diameters in the head were smaller than the cylinder diameters. The 3.8 and 4.2-litre cylinder heads and cams are therefore interchangeable. The 4.2-litre engine from the factory had unsmoothed steps between the inlet manifold and head, and the manifold gaskets were not a good match for the inlet ports. These engines therefore make excellent bases for some modification, achieving approx. 220 bhp SAE net and increased torque merely by "flowing" the head.

Published horsepower ratings of the various versions of the 4.2-litre are complicated by the switch from gross to net horsepower systems during its lifetime. For example, in 1965 the 4.2-litre with triple SU HD8 carburetors fitted to the US-specification E-Type was rated at 265 hp @ 5400 rpm SAE gross and a maximum torque of 384 Nm @ 4000 rpm   whereas by 1969, now with twin Zenith-Stromberg carburetors, this had fallen to 246 hp SAE gross. The difference indicates the effect of the revised carburetion and other changes made to reduce exhaust emissions from US specification engines. Jeff Daniels' reference states that the similar twin Zenith-Stromberg version fitted to a US specification XJ6 was rated by Jaguar at 170 PS using the DIN net horsepower system, the difference being largely due to the effect of the gross versus net horsepower rating systems.

The 1987 Jaguar XJ6 was the last Jaguar car fitted with the XK engine. In 1992 the last Daimler DS420 Limousine was produced. Like all other DS420 limousines, it was equipped with a 4.2-litre XK engine. The 4.2 variant was also used in some military vehicles with relatively few modifications. The XK engine has the rare accolade of having been in production and service in cars spanning six consecutive decades.

All of the 4.2-litre XK engines used the straight port head. After the arrival of the ribbed cam covers in 1967 the heads normally remained unpainted, which some sources describe as "silver".

The 4.2-litre XK was used in the following cars:
 * Jaguar Mark X 4.2 - 1964-66, "straight port" cylinder head, painted gold, 3 × SU HD8 carburettors
 * Jaguar 420 - 1966-68, 2 × SU HD8 carburettors
 * Daimler Sovereign - 1966-69, 2 × SU HD8 carburettors
 * Jaguar 420G - 1966-70, painted gold, 3 × SU HD8 carburettors
 * Jaguar E-Type Series 1 4.2 - 1964-68, painted gold, 3 × SU HD8 carburettors (from 1967 US specification E-Types used 2 × Zenith-Stromberg 175 CDSE carburettors for reduced emissions)
 * Jaguar E-Type Series 2 - 1968-70, 3 × SU HD8 carburettors (US specification E-Types used 2 × Zenith-Stromberg 175 CDSE carburettors for reduced emissions)
 * Jaguar XJ6 4.2 Series 1 - 1968-73, 2 × SU HD8 carburettors (North American specification XJ6 used 2 × Zenith-Stromberg 175 CDSE carburettors for reduced emissions)
 * Daimler Sovereign 4.2 'XJ6' Series 1 - 1969-73, 2 × SU HD8 carburettors
 * Jaguar XJ6 4.2 Series 2 - 1973-74, 2 × SU HS8 carburettors (North American specification XJ6 used 2 × Zenith-Stromberg 175 CDSE carburettors for reduced emissions)
 * Daimler Sovereign 4.2 'XJ6' Series 2 - 1973-74, 2 × SU HS8 carburettors
 * Jaguar XJ6 L 4.2 Series 2 - 1973-79, 2 × SU HS8 carburettors. From 1977, 2 × SU HIF7 carburettors, US market from May 1978 Bosch-Lucas L-Jetronic electronic injection
 * Daimler Sovereign LWB 4.2 'XJ6' Series 2 - 1973-79 (and Daimler Vanden Plas 1975-79), 2 × SU HS8 carburettors. From 1977, 2 × SU HIF7 carburettors, US market (VDP only) from May 1978 Bosch-Lucas L-Jetronic
 * Jaguar XJ6 4.2 Series 3 - 1979-87, 2 × SU carburettors or Bosch-Lucas L-Jetronic electronic injection
 * Daimler 4.2 'XJ6' Series 3 - 1979-86, 2 × SU carburettors or Bosch-Lucas L-Jetronic electronic injection
 * Daimler DS420 Limousine - 1968-92, 2 × SU HD8 carburettors. From 1985 Bosch-Lucas L-Jetronic electronic injection
 * Panther J.72
 * Panther De Ville

It was also used in the Combat Vehicle Reconnaissance (Tracked) - CVR(T) - family of military vehicles: e.g.,
 * FV101 Scorpion, a light tank
 * FV107 Scimitar, an armoured reconnaissance vehicle

and the corresponding Combat Vehicle Reconnaissance (Wheeled) - CVR(W) - family: e.g., Fox armoured reconnaissance vehicle plus the Dennis D600 fire engine.

2.8-litre
A 2.8-litre version of the XK was introduced for the entry-level XJ6 models in 1968. It had a similar short block to the old the 2.4 with addition of the later two rear water cooling holes for the straight port cylinder head, retaining the bore of 83 mm but lengthening the stroke by 9.5 mm to 86 mm to give a displacement of 2,792 cc / 170.4 cu-in. The power output of the 2.8 was listed as 142 PS DIN net, which cannot be directly compared with the 133 bhp SAE gross of the last of the 2.4s in the 240 Mark 2.

The 2.8 gained a bad reputation early in its career due to a tendency for excessive carbon deposits to accumulate on the piston crowns during low-speed running, which would burn through the crowns when run at higher revs. This was later cured by a switch to stronger pistons but the engine was also a mediocre performer offering no real economy benefit and it was dropped in 1973, to be replaced by the ‘new’ 3.4.

All of the 2.8-litre XK engines used the straight port head unpainted, which some sources may describe as "silver", and had ribbed cam covers.

The 2.8-litre XK was used in the following cars:
 * XJ6 2.8 Series 1 - 1968-73, 2 × SU HD8 carburettors
 * Daimler Sovereign 2.8 'XJ6' Series 1 – 1969-72, 2 × SU HD8 carburettors
 * XJ6 2.8 Series 2 - 1973-74, 2 × SU HS8 carburettors

"New" 3.4-litre
Introduced in 1975 to replace the 2.8 in the entry level XJ6, the new 3.4 was not a simple revival of the original XK. Whilst it shared the old 3.4’s bore and stroke of 83 mm and 106 mm respectively, it carried over some features of the newer 4.2 litre engine - the main bearing spacings and bearing sizes, and stiffer bottom end but dispensing with the cylinder liners used by the 3.8 and 4.2. However the cylinder spacing remained as the original 1948 design. With 83mm bore, the cylinders needed to line up with the combustion chambers in the cylinder head (whose centres remained as the original 1948 design right up to the end of XK-engine production. It used a straight port head and delivered 161 PS DIN net and far superior torque to the 2.8.

The "new 3.4" used the straight port head, had ribbed cam covers and the heads were unpainted.

The "New 3.4" litre XK was used in the following cars:
 * XJ6 3.4 Series 2 - 1975-79, ribbed cam covers, 2 × SU HS8 carburettors. From 1977, 2 × SU HIIF7 carburettors
 * Daimler Sovereign 'XJ6' 3.4 Series 2 – 1975-79, ribbed cam covers, 2 × SU HS8 carburettors. From 1977, 2 × SU HIIF7 carburettors
 * XJ6 Series 3 - 1979-86, ribbed cam covers, 2 × SU carburettors

Cylinder head types
The following table relates XK cylinder head type to Jaguar/Daimler model and includes the paint colours applied to certain versions of the cylinder head in the 1950s and 60s. Unpainted heads are sometimes referred to as "silver" but this is merely the natural colour of the aluminium alloy.

title: Jaguar XK engine


text:
Foxtrot (disambiguation)

Foxtrot is a dance and style of music.

Foxtrot or fox trot may also refer to:

Films

 * Foxtrot (1976 film), a British drama film directed by Arturo Ripstein
 * Foxtrot (2017 film), an Israeli drama film

Music

 * Foxtrot (album), 1972 album by Genesis

Other uses in arts, entertainment, and media

 * FoxTrot, syndicated comic strip by Bill Amend
 * The Foxtrot, television play

Horses

 * Fox trot (gait), horse gait
 * Missouri Fox Trotter, a breed of horse

Other uses

 * The letter F in the NATO phonetic alphabet
 * Foxtrot (convenience store), a defunct convenience store chain
 * Foxtrot (criminal network), a criminal network in Sweden
 * Foxtrot (Ukrainian retailer), a chain of electronics and home appliance stores in Ukraine
 * Foxtrot class submarine

title: Foxtrot (disambiguation)


text:
Augusta GreenJackets

The Augusta GreenJackets are a Minor League Baseball team of the Carolina League and the Single-A affiliate of the Atlanta Braves. They play their home games at SRP Park in North Augusta, South Carolina.

History
Augusta was a member of the South Atlantic League from 1980 to 2020. Before the San Francisco Giants took over the club's affiliation after the 2004 season, the GreenJackets were a part of the Boston Red Sox organization. Prior to that, the Red Sox replaced the Pittsburgh Pirates in Augusta. The GreenJackets boast third baseman Kevin Youkilis and Dustin Pedroia as the only prospects to make the Red Sox roster, although knuckle baller Tim Wakefield pitched there in 1989 with the Pirates organization. The Red Sox' relationship with Augusta met with immediate success when the GreenJackets won the South Atlantic League championship in their first year as an affiliate team.

The 2020 season was postponed and later cancelled for Augusta and all of MiLB due to the COVID-19 pandemic. In the MiLB Reorganization of 2021, the Braves invited Augusta to be their new Low-A affiliate in the Low-A East. In 2022, the Low-A East became known as the Carolina League, the name historically used by the regional circuit prior to the 2021 reorganization, and was reclassified as a Single-A circuit.

The team is named after The Masters golf tournament held across the Savannah River in Augusta, Georgia, where the winner receives a green jacket. The team logo features a yellowjacket wasp colored green, wearing a tam o' shanter cap, associated with golf.

One week a year the GreenJackets assume the name of their alter ego and become the Pimento Cheese. This name also pays homage to the Masters tournament with the iconic pimento cheese sandwich, a popular concession item sold at the tournament, featured prominently as the team's logo on caps, jerseys, and all team branding.

Stadium
The GreenJackets play in SRP Park, a 4,782-seat stadium which opened on April 12, 2018. SRP Park is part of Riverside Village at Hammond's Ferry, which overlooks the Savannah River and the city of Augusta, featuring apartments, a hotel, office space, and multiple restaurants and shops. The North Augusta-based SRP Federal Credit Union purchased the naming rights to the ballpark.

SRP Park replaced Lake Olmstead Stadium as the home of the GreenJackets. Lake Olmstead Stadium was built primarily as a baseball facility between 1994 and 1995. The stadium seated 4,400 with nearly 1,000 box seats, 830 reserved seats, over 2,000 general admission seats.

Awards
In 2008, the team was voted by fans as the best minor league team in the Minor League Baseball Yearly (MiLBY) Awards.

Notable alumni

 * Moisés Alou MLB All-Star
 * Bronson Arroyo MLB All-Star
 * Madison Bumgarner 4 x MLB All-Star; 2014 World Series Most Valuable Player
 * Carlos García MLB All-Star
 * Clint Courtney (1948)
 * Fred Gladding (1958)
 * Vaughn Grissom (2021)
 * Brian Horwitz
 * Ralph Houk (1941) Manager: 1961 & 1962 World Series Champion - New York Yankees
 * Roberto Kelly (2007, MGR) 2 x MLB All-Star
 * Jason Kendall (1993) 3 x MLB All-Star
 * Jon Lester (2003) 4 x MLB All-Star
 * Orlando Merced (1988)
 * Brandon Moss (2004) MLB All-Star
 * Wally Moses (1931) 2 x MLB All-Star
 * Aramis Ramirez (1996) 3 x MLB All-Star
 * Dustin Pedroia (2004) 4 x MLB All Star; 2007 AL Rookie of the Year; 2008 AL Most Valuable Player
 * Hanley Ramírez (2003) MLB All-Star; 2009 NL Batting Title; 2006 NL Rookie of the Year
 * Sergio Romo (2006) MLB All-Star
 * Freddy Sanchez (2000) 3 x MLB All-Star
 * Pablo Sandoval (2006) 2 x MLB All-Star; 2012 World Series Most Valuable Player
 * Spencer Strider (2021)
 * Brian Wilson (2005) 3 x MLB All-Star
 * Tim Wakefield (1999) MLB All-Star
 * Rube Walker (1962)
 * Tony Womack (1992) MLB All-Star
 * Kevin Youkilis (2001-2002) 3 x MLB All-Star
 * Adam Duvall (2011)

title: Augusta GreenJackets


text:
List of colonial governors of the Dutch Gold Coast

This article lists the colonial governors of the Dutch Gold Coast. During the Dutch presence on the Gold Coast, which lasted from 1598 to 1872, the title of the head of the colonial government changed several times:

 * 1675–1798: Director-General (Dutch: directeur-generaal)
 * 1798–1810: Governor-General (Dutch: gouverneur-generaal)
 * 1810–1815: Commandant-General (Dutch: commandant-generaal)
 * 1815–1819: Governor-General (Dutch: gouverneur-generaal)
 * 1819–1838: Commander (Dutch: kommandeur)
 * 1838–1872: Governor (Dutch: gouverneur)

List
Dates in italics indicate de facto continuation of office.

Direct Dutch rule (1612–1621)
Before the establishment of the Dutch West India Company on 3 June 1621, Dutch traders nominally were at the direct control of the Dutch government. Initially, the regulation of trade was left to the traders themselves, but after the building of Fort Nassau at Mouri in 1612, a general was installed to administrate the new colony.

Dutch West India Company rule (1621–1791)
There are many lists available of Director-Generals of the Gold Coast in service of the Dutch West India Company, all with slightly conflicting names and dates. The most accurate information is available for the eighteenth century, as Harvey Feinberg compiled a list of Director-Generals of that century on the basis of day registries available at the Nationaal Archief.

Direct Dutch rule (1792–1872)
The Dutch West India Company was dissolved in 1791, and its colonies reverted to the rule of the States-General of the Dutch Republic on 1 January 1792. The last Director-General installed by the Dutch West India Company, Jacobus de Veer, became the first Director-General under the direct authority of the Dutch Republic. The Dutch Republic was succeeded by the Batavian Republic and the Kingdom of Holland, which all inherited the rule over the colony.

Although the Kingdom of Holland was incorporated into the First French Empire, the colony on the Gold Coast was never occupied by either France or Great-Britain. Dutch rule continued under the Kingdom of the Netherlands proclaimed in 1815, until the cession of the possessions on the Gold Coast to the United Kingdom in 1872.

{{legend|#E6E6AA|Denotes service as acting governor.|border=black}}


text:
Ann Curry

Ann Curry (born November 19, 1956) is an American journalist and photojournalist, who has been a reporter for more than 45 years, focused on human suffering in war zones and natural disasters. Curry has reported from the wars in Kosovo, Iraq, Syria, Lebanon, Palestine, Afghanistan, Darfur, Congo, and the Central African Republic. Curry has covered numerous disasters, including the Indian Ocean tsunami in 2004, and the earthquake in Haiti in 2010, where her appeal via Twitter topped Twitter's 'most powerful' list, credited for helping speed the arrival of humanitarian planes.

In June 2012, she became the national and international correspondent-anchor for NBC News and the anchor at large for the Today show. She was co-anchor of Today from June 9, 2011, to June 28, 2012, and the program's news anchor from March 1997 until becoming co-anchor. She was also the anchor of Dateline NBC from 2005 to 2011.

On January 13, 2015, it was announced that Curry would be leaving NBC News after nearly 25 years. In January 2015, Curry founded her own multi-platform media startup. She continued to conduct major news interviews on network television, including securing an exclusive interview with Iranian Foreign Minister Javad Zarif in 2015 about the Iran nuclear talks. She hosted and produced We'll Meet Again with Ann Curry from 2018 to 2019 on PBS.

Early life and education
Ann Curry was born in Agaña, Guam, the daughter of Hiroe Nagase and Robert Paul "Bob" Curry. Her mother is Japanese, and her father, an American from Pueblo, Colorado, had Irish and German ancestry. Her parents met when her father, a career United States Navy sailor, worked as a streetcar conductor during the United States occupation of Japan after World War II. Although he was transferred out of Japan, he returned two years later to marry Nagase. Curry is the eldest of five children.

Curry lived in Japan for several years as a child, and attended the Ernest J. King School on the United States Fleet Activities Sasebo naval base in Sasebo, Nagasaki. During her childhood, she also lived in San Diego, Alameda, California, and Virginia Beach, Virginia. Later, she moved to Ashland, Oregon, where she graduated from Ashland High School. She graduated with a Bachelor of Arts in journalism from the University of Oregon in 1978.

1978–1989
Curry began her broadcasting career in 1978 as an intern at then NBC-affiliate (now CBS-affiliate) KTVL in Medford, Oregon. There she rose to become the station's first female news reporter. In 1980, Curry moved to NBC-affiliate KGW in Portland, where she was a reporter and anchor. Four years later, Curry moved to Los Angeles as a reporter for KCBS-TV and received two Emmy Awards while working as a reporter from 1984 to 1990.

1990–2012
In 1990, Curry joined NBC News, first as the NBC News Chicago correspondent then as the anchor of NBC News at Sunrise from 1991 to 1996. Curry also served as a substitute news anchor for Matt Lauer from 1994 to 1997 at Today. From 1997 to 2011, she served as news anchor at Today, becoming the show's second-longest serving news anchor, behind Frank Blair, who served in that capacity from 1953 to 1975. During this time, she also served as a substitute anchor for Today. On June 24, 2005, Curry was named co-anchor of Dateline NBC with Stone Phillips; she remained as the primary anchor when Phillips left on July 2, 2007, until she replaced Meredith Vieira on Today in 2011. She was the primary substitute on NBC Nightly News from 2005 to 2011.

Curry has reported on major international stories, filing stories from places such as Baghdad, Sri Lanka, Congo, Rwanda, Albania, and Darfur. Curry hosted NBC's primetime coverage and highlights of the Live Earth concerts on July 7, 2007, and also contributed with interviews for the special with New York City Mayor Michael Bloomberg and former Vice President Al Gore. Curry reported from the USS Theodore Roosevelt (CVN-71) during the invasion of Afghanistan in November 2001, and had an exclusive interview with General Tommy Franks. She reported from Baghdad in early 2003, and then from the USS Constellation (CV-64) as the war in Iraq began. Curry was also the first network news anchor to report from inside the Southeast Asian tsunami zone in late 2004.

On December 17, 2007, Curry bungee-jumped off the Transporter Bridge in Middlesbrough, England, to raise money for charity. Her jump was shown live on the Today show.

In 2009, Curry traveled to Iran, where she interviewed then-President of Iran Mahmoud Ahmadinejad days before Ahmadinejad traveled to America to speak in front of the United Nations General Assembly.

In 2011, Curry appeared in the first PBS Kids Sprout "Kindness Counts" public service announcement.

Departure from Today
In June 2012, Curry was widely reported as being replaced as co-host of Today. Curry hired attorney Robert Barnett to represent her in her discussions with NBC. On June 28, Curry announced in an emotional broadcast on the show that she was leaving Today. She signed a new multiyear contract with the network as NBC News national and international correspondent/anchor and Today anchor-at-large. Her departure had led to some discussions about racism, particularly as she was one of the most prominent Asian-American journalists on the national stage.

For a time, she led a seven-person unit producing content and reporting for NBC Nightly News with Lester Holt (for which she also was a regular substitute anchor), Dateline NBC, Rock Center with Brian Williams, Today, and MSNBC. Curry also anchored multiple NBC News primetime specials. On August 9, 2012, Curry made her first post-departure appearance on Today, when she reported a story during the show's coverage at the 2012 Summer Olympics in London. The reunion with her former co-anchor, Matt Lauer, was described in the media as "tense", "awkward", and "chilly". In September 2013, Lauer said he was disappointed in the way the media reported Curry's departure.

In January 2015, Curry was announced as officially leaving NBC News.

2015–present

In June 2016, she moderated a panel discussion between the Dalai Lama and Lady Gaga at the 84th annual U.S. Conference of Mayors in Indianapolis. In July 2017, PBS announced a new documentary television series We'll Meet Again with Ann Curry hosted and co-produced by Curry. In November 2017, she attended WE Day at Xcel Energy Center in Saint Paul, Minnesota. In 2018, she also spoke at two other WE Day events, in Seattle and in Toronto.

In January 2018, Curry returned to television with her PBS series, We'll Meet Again. Developed by her own production company, the series focused on 12 stories of people searching for individuals who changed their lives. She then appeared on The View as guest co-host on January 23, 2018, where she addressed the controversies surrounding her departure from Today. In 2019, Curry hosted TNT/TBS's Chasing the Cure.

Career timeline

 * 1978–1980: KTVL reporter
 * 1980–1984: KGW reporter and anchor
 * 1984–1990: KCBS reporter
 * 1990–2015: NBC News
 * 1990–1991: NBC News Chicago bureau correspondent
 * 1991–1996: NBC News at Sunrise anchor
 * 1996: Weekend Today interim anchor
 * 1994–1997: Today substitute news anchor
 * 1997–2011: ''Today news anchor and substitute anchor
 * 2005–2007: Dateline NBC co-anchor
 * 2005–2011: NBC Nightly News substitute anchor
 * 2007–2008: Today 4th hour co-host (with Hoda Kotb and Natalie Morales)
 * 2007–2011: Dateline NBC anchor
 * 2011–2012: Today co-anchor
 * 2012–2015:
 * Today anchor-at-large
 * NBC News national and international correspondent
 * NBC News special anchor
 * 2018–2019: PBS' We'll Meet Again docuseries
 * 2019: TNT and TBS' Chasing the Cure

Personal life
Curry was raised Catholic by her mother, who was a convert to the religion. Curry is married to Brian Ross, a software executive, whom she met in college. They have a daughter, McKenzie, and a son, William Walker Curry Ross. The family lives in New Canaan, Connecticut.

Charitable work

 * Multiple Myeloma Research Foundation
 * Susan G. Komen Breast Cancer Foundation
 * AmeriCares
 * Save the Children
 * Médecins Sans Frontières
 * Airline Ambassadors International
 * buildOn

Awards and honors

 * Emmy Awards, presented for coverage of the 1987 Los Angeles earthquake and for reporting on the explosion of a San Bernardino gas pipeline and a third in 2007 for her reporting on NBC Nightly News about the Darfur crisis.
 * Golden Mike (four times), presented by Radio and Television News Association of Southern California
 * Quinn Award, Los Angeles Press Club.
 * Certificate of Excellence, Associated Press
 * Gracie Award, presented by the Foundation of American Women in Radio and Television
 * Excellence in Reporting, presented by the NAACP
 * Vision Award, presented by the Asian American Journalists Association,
 * Pioneer Award, presented by University of Oregon, 2003
 * Truth in Media Award, presented by the Centre for Responsible Leadership
 * Hall of Achievement induction, University of Oregon School of Journalism and Communication, 2002
 * Common Wealth Award of Distinguished Service, presented by PNC Bank for outstanding achievements in mass communications, 2008
 * Honorary Doctorate in Journalism from Southern Oregon University on May 6, 2010, after giving the commencement address
 * Curry received an honorary degree from Providence College in Providence, Rhode Island on May 16, 2010.
 * Curry received an honorary doctorate from Wheaton College in Norton, Massachusetts, on May 22, 2010, where she also delivered the keynote address to the graduating class. The address briefly gained national news attention as she cited several famous alumni in her speech, only one of whom had graduated from the college. All the other "alumni" had graduated from the Wheaton College in Illinois. Curry later apologized for the gaffe.
 * Ann Curry Scholarship for University of Oregon School of Journalism and Communication Broadcasting Students, 2002
 * Member of the board of directors of the International Women's Media Foundation
 * Former member of the board of trustees of the University of Oregon
 * Member of the board of the American Friends of Yahad-In Unum

title: Ann Curry


text:
Talk:Interstate 285 (Georgia)

Interstate 285 (Georgia)
This article needs to be changed to the title of this comment, since there'll be a 285 in NC as well. I'd do it, but I'm not sure how we want to handle it since I-285 (Georgia) already exists as a redirect. Anybody? --MPD01605 (T / C) 22:40, 23 July 2006 (UTC)
 * The North Carolina article already exists at Interstate 285 (North Carolina). --Mhking 23:07, 23 July 2006 (UTC)
 * Once I-285 (NC) comes online—signed road with traffic on it—at that point we'll need to have this article moved to I-285 (GA) and I-285 turned into a disambiguation page. I'm not sure when to make the switch, though. Probably the thing to do is start discussion here and, if necessary, propose the page move—in both cases, the idea being to get debate and see if the editor community agrees it's time to rename. —C.Fred (talk) 23:48, 23 July 2006 (UTC)
 * UPDATE - Now that Interstate 285 (North Carolina) is being approved by NCDOT, perhaps the potential to rename this article should be taken more seriously. -User:DanTD (talk) 18:41, 15 February 2018 (UTC)

Requested move 2 December 2018

 * The following is a closed discussion of a requested move. Please do not modify it. Subsequent comments should be made in a new section on the talk page. Editors desiring to contest the closing decision should consider a move review after discussing it on the closer's talk page. No further edits should be made to this section.

The result of the move request was: Moved (non-admin closure) Iffy★Chat -- 13:59, 10 December 2018 (UTC)

Interstate 285 → Interstate 285 (Georgia) – Since I-285 in NC is now approved by the FHWA, shouldn’t this page be moved to Interstate 285 (Georgia), and a dab page be created? EBGamingWiki (talk) 19:07, 15 February 2018 (UTC) --Relisting. Flooded  with them hundreds  06:22, 3 December 2018 (UTC)
 * I added the RM discussion which included an old comment, and didn't clarify it at the time. My apologies to all involved. - BilCat (talk) 06:30, 3 December 2018 (UTC)

 * Oppose - No. The I-285 in Georgia is the clear primary topic, and a hatnote is sufficient disambiguation. I apologize if a lack of response here prompted today's move, but I have reverted it for those reasons. - BilCat (talk) 01:34, 2 December 2018 (UTC)
 * Support. Yes, this page should be located at Interstate 285 (Georgia). WP:NOPRIMARY and WP:USSH are the relevant guidelines. –Fredddie™ 02:40, 2 December 2018 (UTC)
 * How is there no primary topic? One highway has existed for decades and is widely known by that name, and the other is brand new and unknown. - BilCat (talk) 03:20, 2 December 2018 (UTC)
 * That's your perspective. One person doesn't get to decide if a brand new designation is notable or not. –Fredddie™ 03:29, 2 December 2018 (UTC)
 * If you don't believe there is a primary topic, then propose a move, and let the community decide. - BilCat (talk) 03:33, 2 December 2018 (UTC)
 * That was why this thread was started in the first place. We've now successfully initiated WP:BRD. –Fredddie™ 06:11, 2 December 2018 (UTC)
 * Support - Since I-285 is coming to North Carolina, this page needs to be moved since neither I-285 can lay claim to being the primary topic despite one existing much longer than the other.  Dough   4872   03:39, 2 December 2018 (UTC)
 * Support - There is no primary topic here.  Cards84664  (talk) 03:46, 2 December 2018 (UTC)
 * Support—longevity doesn't equate to primacy in this case.  Imzadi 1979  →   04:06, 2 December 2018 (UTC)
 * Actually it's one major component of primacy, that of long-term significance. The other is what that is highly likely that it's what the user is searching for. In both cases, it's not very likely that the new highway challenges the old one on these points. - BilCat (talk) 05:14, 2 December 2018 (UTC)
 * Now I'm curious of how many people search I-285 vs. how many search "the Perimeter" or similar, though I'm not sure how much that would or should affect anything. Roadsguy (talk) 23:48, 3 December 2018 (UTC)
 * Support - We have done this with other interstates that recently became duplicates in other states, like Interstate 87 and Interstate 840. Now that I-285 is duplicated, we should identify them properly. --WashuOtaku (talk) 05:48, 2 December 2018 (UTC)
 * Looking at Category:Lists of Interstate Highways sharing the same title, there are only two cases of duplicative auxiliary Interstates with a primary topic: I-410 and I-494. In the former case, only one I-410 is actually signed, and the others were decommissioned and otherwise renumbered. In the latter, only one I-494 was ever built, and the proposed highways in Illinois were never added to the Interstate Highway System.    Imzadi 1979   →   06:11, 2 December 2018 (UTC)
 * I-605 is another case, but it is similar to the I-494 case. --Rschen7754 07:13, 2 December 2018 (UTC)
 * Maybe if this rule is actually written down in project guidelines, the written exception should be proposed, cancelled, or decommissioned routes, which would be relegated to disambiguation while the one existing route gets the "pure" title. Roadsguy (talk) 23:48, 3 December 2018 (UTC)
 * Support: I agree with Dough4872, Cards84664, and Imzadi1979. Morriswa (Charlotte Allison) (talk) 06:45, 2 December 2018 (UTC)
 * Support per above, this is the convention. --Rschen7754 07:13, 2 December 2018 (UTC)
 * Relisting note - I have relisted the RM because it was started incorrectly using the February 2018 timestamp. Flooded  with them hundreds 06:24, 3 December 2018 (UTC)
 * Support - Absolutely move. This is standard convention. With the almost unanimous support, I'm surprised my bold move was reverted at all. Roadsguy (talk) 21:36, 3 December 2018 (UTC)
 * I moved it back because it was clear to me the I-285 in Georgia is the primary topic. Individual projects cannot unilaterally declare that there is no primary topic for certain titles, especially by unwritten custom. Project customs and guidelines have been overturned on many occasions when they conflict with Wikipedia's policies and guidelines, including those of the projects that I am a member of. While it is clear from the supports that this custom (no primary topic for highways) is the view of the project, as far as I can tell, I'm the only highway project outsider who has participated in this move discussion. That's quite telling to me. - BilCat (talk) 22:53, 3 December 2018 (UTC)
 * I linked to this discussion at WT:USRD, WT:GEORGIAUS, and WT:WNC; I'm willing to ping other talk pages. The RM tag should get us some more attention, but we'll see. –Fredddie™ 23:51, 3 December 2018 (UTC)
 * I know, and you did right. It's not canvassing. I just disagree strongly with the project's interpretation, but I'm not taking it personally. I hope we do get some outside comments. I won't be disruptive if the consensus goes against me, but that doesn't rule out an appeal either. - BilCat (talk) 00:46, 4 December 2018 (UTC)
 * Support. Both highways are current, official, and signed. Georgia guy (talk) 01:27, 4 December 2018 (UTC)
 * Support per DAB In ictu oculi (talk) 10:32, 4 December 2018 (UTC)
 * Support seems reasonable, and matches existing practice. -- Jayron 32 16:23, 4 December 2018 (UTC)

 * The above discussion is preserved as an archive of a requested move. Please do not modify it. Subsequent comments should be made in a new section on this talk page or in a move review. No further edits should be made to this section.

Extra column in the exit list table
Greetings and felicitations. To the right of "Cloverstack interchange" (Exits 4A and 4B) is an extra cell. I'm afraid I'm not well enough versed in the markup to figure out exactly what the mistake is, though experimenting shows that it has something to do with the two row height of the Notes cell in those rows. —DocWatson42 (talk) 19:28, 28 December 2022 (UTC)

 * ✅ It just needed a none for the second row there.  Imzadi 1979  →   19:38, 28 December 2022 (UTC)

 * Thank you. ^_^ —DocWatson42 (talk) 20:10, 28 December 2022 (UTC)

title: Talk:Interstate 285 (Georgia)