text:
Shawnee Hills

The Shawnee Hills is a region of southern Illinois that rests mainly in an east-west arc roughly following the outline of the southern end of the Illinois Basin. Whereas Mississippian and Pennsylvania Age rock layers are deep beneath the soil surface in central Illinois, these strata pierce the surface in southern Illinois. The Shawnee Hills are surface expressions of the more weather-resistant limestone and sandstone layers. This formation is due in part to the last glaciation of the Ice Age (which tended to grind down hills and bury them under soil) not reaching this far south.

Shawnee is the name used for a native American people, who historically resided in the Ohio Valley. The Shawnee Hills are often called the "Illinois Ozarks", especially in promotional literature for tourism. But they are technically not a part of The Ozarks, a geologically similar area that for the most part begins just to the west across the Mississippi River floodplain in southeastern Missouri.

Within the Shawnee Hills, limestone is extensively quarried from outcrops, while both north and south of the Shawnee Hills, coal is mined by surface techniques on shallow coal seams near the edges of the Illinois Basin and by deep mining techniques in the deeper parts of the Basin. Additionally, extensive faulting in and around the Shawnee Hills occurred due to deep tectonic activities and formed sites for deposition of fluorite, a mineral used for production of the element fluorine. At one time, about 80% of the world's fluorspar ore was mined near the towns of Rosiclare and Cave in Rock.

A large portion of the Shawnee Hills lies within the Shawnee National Forest. The beauty of the Shawnee Hills, the Shawnee National Forest, and the Ohio River Valley make the area a prime tourist destination.

The Shawnee Hills can be seen faintly from as far north as Vergennes. The westernmost portion of the hills rise south of Murphysboro and continue southward to Olive Branch. Large plains used for farmland separate the hills from the Mississippi River along Illinois Route 3, especially near the towns of Wolf Lake, Grand Tower and Ware. The Big Muddy River cuts through the hills south of Kinkaid Lake, making rocky cliffs that can be viewed by boat-ride down the river.

title: Shawnee Hills


text:
Norzoanthamine

Norzoanthamine is an alkaloid found in soft corals of the genus Zoanthus

Norzoanthamine has been shown to suppress the loss of bone weight and strength in mice. Some derivatives of norzoanthamine also suppress development of some kind of leukemia cell lines and human platelet aggregation.

A laboratory synthesis of this compound was developed in 2004.

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

title: Norzoanthamine


text:
Hawaii's 1st congressional district

Hawaii's 1st congressional district is a congressional district in the U.S. state of Hawaii. The district is entirely on the island of Oahu, encompassing the urban areas of the City and County of Honolulu, a consolidated city-county that includes Oahu's central plains and southern shores, including the towns of Aiea, Mililani, Pearl City, Waipahu, and Waimalu. The district is smaller and more densely populated than the 2nd congressional district (which comprises the rest of the state). It is represented by Democrat Ed Case.

History
When Hawaii and Alaska were admitted to the Union in 1959, both new states were granted one at-large representative to Congress, pending the next United States census. In the reapportionment following the 1960 U.S. census, Hawaii gained a second U.S. representative. Instead of creating two congressional districts, the state continued to elect its representatives at large. Two representatives were first elected in 1962, and Hawaii was first represented by two U.S. representatives on January 2, 1963, upon the convening of the 88th Congress.

The 1st congressional district was created in 1971, when Hawaii began electing its representatives from districts instead of electing at-large representatives statewide.

List of members representing the district
District established following the.

title: Hawaii's 1st congressional district


text:
Grace

Grace may refer to:

United States

 * Grace, Idaho, a city
 * Grace (CTA station), Chicago Transit Authority's Howard Line, Illinois
 * Little Goose Creek (Kentucky), location of Grace post office
 * Grace, Carroll County, Missouri, an unincorporated community
 * Grace, Laclede County, Missouri, an unincorporated community
 * Grace, Mississippi, an unincorporated community
 * Grace, Montana, an unincorporated community
 * Grace, Hampshire County, West Virginia
 * Grace, Roane County, West Virginia

Elsewhere

 * Grace (lunar crater), on the Moon
 * Grace, a crater on Venus

People with the name

 * Grace (given name), a feminine name, including a list of people and fictional characters
 * Grace (surname), a surname, including a list of people with the name

Theory and practice

 * Grace (prayer), a prayer of thanksgiving said before or after a meal
 * Divine grace, a theological term present in many religions
 * Grace in Christianity, the benevolence shown by God toward humankind

Mythology

 * Charites, figures in Greek mythology, known as Graces in Roman mythology

Institutions

 * Grace Cathedral (disambiguation)
 * Grace Church (disambiguation)
 * Grace Bible College (disambiguation)
 * Grace Christian College, Quezon City, Philippines
 * Grace College & Seminary, Winona Lake, Indiana
 * Grace University, Omaha, Nebraska

Films

 * Grace (2009 film), a 2009 horror film
 * Grace (2014 film), a 2014 drama film starring Annika Marks
 * Grace (2018 film), a 2018 comedy film

Literature

 * "Grace" (short story), a 1914 short story by James Joyce from Dubliners
 * Grace (play), a 2006 play by Mick Gordon and A. C. Grayling
 * Grace, 2008 play by Sophie Dingemans about Grace Oakeshott

Albums

 * Grace (Jeff Buckley album), 1994
 * Grace (Ketil Bjørnstad album), 2001
 * Grace (Simon Webbe album), 2006
 * Grace (Mandy Capristo album), 2012
 * Grace (Moses Mackay album), 2023
 * Grace, by Wild Strawberries, 1991
 * Grace, by Margaret Becker, 1995
 * Grace, by Tribes of Neurot, 1999
 * Grace by Lee Soo-young, 2006
 * Grace by Grace Kelly, 2011

Songs

 * "Grace" (Jeff Buckley song), 1994
 * "Grace" (Supergrass song), a 2002
 * "Grace" (Apocalyptica song), 2007
 * "Grace" (Miss Kittin song), 2008
 * "Grace" (Simon Webbe song), 2007
 * "Grace" (Phil Wickham song), 2006
 * "Grace" (Will Young song), 2008
 * "Grace" (Ed Kowalczyk song), 2010
 * "Grace" (Lewis Capaldi song), 2018
 * "Grace" (Lil Baby and 42 Dugg song), 2020
 * "Grace" (Marcus Mumford song), 2022
 * "Grace", an Irish ballad about Grace Gifford
 * "Grace", a 1967 song by Country Joe and the Fish from the album Electric Music for the Mind and Body
 * "Grace", a 1981 song by Sylvia St. James from the album Echoes & Images
 * "Grace", a 1998 song by Robbie Williams from the album I've Been Expecting You
 * "Grace", a 1999 song by Jars of Clay from the album If I Left the Zoo
 * "Grace", a 2008 song by U2 from the album All That You Can't Leave Behind
 * "Grace", a 2008 song by Parachute Band from the album Technicolour
 * "Grace", a 2009 song by Lamb of God from the album Wrath
 * "Grace", a 2010 song by The View from the album Bread and Circuses
 * "Grace", a 2011 song by Nerina Pallot from the album Year of the Wolf
 * "Grace", a 2017 song by Sevdaliza from the album ISON
 * "Grace", a 2018 song by Bebe Rexha from the album Expectations
 * "Grace", a 2023 song by Idles from the album Tangk
 * "Grace (I Think I'm in Love Again)", a 2022 song by Bad Suns from the album Apocalypse Whenever

Other uses in music

 * Grace (band), a 1990s dance music group
 * Grace note, a kind of music notation
 * The Grace (group), a South Korean girl group
 * Saygrace (formerly Grace), an Australian singer and songwriter

Television

 * Grace (TV series), a 2021 British crime drama series
 * "Grace" (Falling Skies), a 2011 episode of the science fiction drama Falling Skies
 * "Grace" (Homeland), a 2011 episode of the TV series Homeland
 * "Grace" (Skins), a 2011 episode of the UK TV series Skins
 * "Grace" (Stargate SG-1), a 2004 episode of the TV series Stargate SG-1

Other uses in arts, entertainment, and media

 * Grace (comics), a list of comics that use the name Grace
 * Grace (photograph), the Minnesota state photograph
 * Le Bénédicité (Grace), a painting by Jean-Baptiste-Siméon Chardin

Brands and enterprises

 * Grace (food company), the brand name for Grace Kennedy Limited, a Caribbean food company
 * Grace (restaurant), a restaurant in Chicago, Illinois
 * Grace Bio-Labs, supplier of pharmaceutical, biomedical, and biochemical research products, Bend, Oregon, U.S.
 * W. R. Grace and Company, a United States-based chemical conglomerate

Organizations

 * Godly Response to Abuse in the Christian Environment, a Virginia organization formed to assist evangelical groups in confronting sexual abuse
 * Grass Roots Art and Community Effort, American non-profit organization

Transportation

 * Grace (1811 ship), a ship destroyed by fire in Struys Bay, South Africa in 1822
 * Grace, the American codename for the Aichi B7A, a World War II Japanese bomber aircraft
 * Honda Grace, Japanese name for the Honda City, a compact car
 * Hyundai Grace, a minivan built by Hyundai Motor Company
 * MV Grace, a Panamanian coastal tanker, launched 1941
 * Grace 1, an Iranian oil tanker seized by the UK off Gibraltar during the 2019–20 Persian Gulf crisis

Other uses

 * Grace Gates, at Lord's Cricket Ground in London, England
 * Grace (plotting tool), software
 * Grace (style), a form of address
 * GRACE and GRACE-FO, space missions
 * Grace period, extra time to fulfill an obligation
 * Nvidia Grace, codename for a datacenter/server class CPU from Nvidia
 * Tropical Storm Grace, storms assigned the name Grace

title: Grace


text:
Talk:Grace

{{WikiProject Disambiguation}

Grace itself
This disambig page should really start with a link to an article on grace itself. Grace is as deserving of wikipedia content as wit, charm, and humility (or pride, greed or envy). A link to a dictionary definition does not suffice.

Grace is the essence and power of God's provision. Oluwaseyi229 (talk) 04:49, 19 April 2020 (UTC)

Untitled
Unlinking redirect of this talk page to talk:Divine Grace. Maurog 10:55, 28 May 2007 (UTC)
 * Also, I notice there is no mention of grace as being the property of "elegant movement; poise or balance." Wikipedia is not a dictionary, but surely a mention of that meaning can't hurt? Maurog 11:03, 28 May 2007 (UTC)
 * I think that's covered via the Wiktionary link in the box on the righthand side of the page. --Elonka 17:54, 28 May 2007 (UTC)
 * Nope, that only has the name in it. 74.245.38.202 02:06, 19 September 2007 (UTC)

Grace Name
The name Grace means gift fom god or it can also mean graceful. Grace is a Latin name. Other versions of Grace include: Engracia, Graca, Gracelia, Gracella, Gracia and many 41.114.114.184 (talk) 22:36, 27 January 2022 (UTC)

title: Talk:Grace


text:
Locro

Locro (from the Quechua ruqru) is a hearty thick squash stew, associated with Native Andean civilizations, and popular along the Andes mountain range. It is one of the national dishes of Peru, Bolivia, Ecuador, Chile, Paraguay, Northwest Argentina and Southwestern Colombia.

Composition
The dish is a classic squash, corn, beans, and potato or pumpkin soup well known along the South American Andes. In some regions, locro is made using a specific kind of potato called papa chola, which has a unique taste and is difficult to find outside of its home region.

The defining ingredients are squash, corn, some form of meat (usually beef, but sometimes beef jerky or chorizo), and vegetables. Other ingredients vary widely and typically include onions, beans, squash, or pumpkin. It is mainly eaten in winter.

In Ecuador, a variant known as yahuarlocro is popular. It incorporates lamb entrails and lamb blood into the recipe.

In Argentina its consumption has spread from the Northwest and Cuyo to the rest of the country. In the Argentine province of Neuquén, in addition to locro made with corn, a kind of locro is prepared with peas, and in the Northeast of Argentina locro is also prepared on the basis of cassava.

Although the Argentine locro has Indo-American origins, its preparation in Argentina for at least three centuries synthesizes the European gastronomic contributions: for example, pork, chorizos, tripe and numerous seasonings have been contributed by the Europeans (especially by the Spanish).

There are several classic types of locro: corn, beans, cassava and wheat, although an expert cook can make an excellent synthesis of two or more of these types of locro to include all the ingredients.

Thus, the Argentine locro is prepared according to a multitude of recipes, the only invariable thing being its vegetable base and the cooking procedure, over low heat for several hours. According to the region, it is prepared with fresh or dried beef jerky (charqui), offal (such as intestines, tripe, ribs, trotters, tail, ears and hide), sausages, pork ribs and bacon; the meats are cooked separately and then added to the preparation of vegetables, among which pumpkin usually stands out (especially the round, gray kind known as zapallo plomo), which usually gives its yellow color to the locro, and white corn grains, beans and even wheat grains. In Argentina locro with white corn is preferred. Locro based on crushed corn grains is called frangollo, vegetables which due to starch make the preparation reach the density of a cream. It is a hearty and nutritious dish typical of winter. It is seasoned accordingly, with a spicy sauce prepared with oil (or fat), ground chili, paprika, green onion and salt, called quiquirimichi.

The succulent locro (dense and with varied and abundant ingredients) usually receives the name of locro pulsudo; on the other hand, it is called huaschalocro, 'poor locro' without meat or huascha locro (from Quechua wakcha luqru), to the "light" locro prepared with the minimum of ingredients and with a thick sticky consistency. A gastronomic variety close to huaschalocro is mote.

It is also called pulsudo in Argentina to the locro that besides being substantial and full of calories is very spicy, like the locro with cumbarí bell pepper as it happens in certain zones of the Argentine Northwest and especially in certain zones of the Argentine province of La Rioja.

Locro casserole is a food with many calories and nutrients and is very suitable for consumption during winters or in cold areas. It is traditionally consumed on a massive scale on May 1 and May 25, the day that commemorates the May Revolution and the formation of the first Argentine patriotic government, which was established on May 25, 1810. For this reason, it has gone from being a regional and traditional dish to being one of Argentina's national dishes to celebrate patriotic dates: on the two Argentine patriotic dates – May 25, date of the de facto or concrete independence of Argentina since 1810, and July 9, the date on which, in 1816 in San Miguel de Tucumán, Argentina's independence was explicitly proclaimed. The breakfast of chocolate infusions with milk and pastries given in schools on May 25 and July 9 is usually traditional, as opposed to the also traditional mate cocido, which is usually given during most of each year in public schools, military barracks and regiments, etc., accompanied by pastelitos criollos. Eventually there is the custom of inviting guests with small casseroles of locro at wedding celebrations.

On cold days, adults have as an excellent companion to a hot locro a good red wine such as Argentine malbec, and if the locro is consumed on warm days, a fresh and fruity honeyed Argentine torrontés white wine is preferable.

According to authors such as Victor Ego Ducrot, the Argentine locro became one of the Argentine national dishes during the Argentine War of Independence, and especially in the Gaucho War, when the gauchos who had fought in the ranks of the Army of the North then spread the typical stew of the Argentine Northwest in Argentina pampeana, litoral, cuyana, etcetera; on the anniversary of the Revolution of May, that is to say on May 25, 1910, practically (although no legislation is known in this respect) locro was made official as national food in the two main patriotic dates.

title: Locro


text: User talk:81.213.106.229

title: User talk:81.213.106.229


text:
Talk:Liberalism in countries

Australia
I don't know Australian politics, but I do know that the description here of the Australian Liberal Party keeps changing. Are they really "right-wing conservative"? That would suggest pretty far right, as even a mainstream conservative is on the right, broadly speaking. -- Jmabel 23:40, Aug 22, 2004 (UTC)

U.S.
The description of liberalism in the US seems wrong. To say it is at variance with the rest of the world is to ignore the "social liberalism" which is mentioned in many of the other parts of the article as one of the forms of liberalism. john k 03:50, 22 Sep 2004 (UTC)
 * Feel free to edit... -- Jmabel 05:50, Sep 22, 2004 (UTC)

Europe
I think the description of liberalism in Europe is mis-leading. The "broad tradition" of liberal parties in Europe were most definitely on the left, as they advocated free market capitalism in opposition to the protectionist capitalism of conservative forces during the nineteenth centuries, and advocated individual liberty in contrast to the traditional right-wing opposition to all forms of liberty. Liberalism was shifted to the centre when group rights and progressive alternatives to capitalism developed with the rise of socialism. In Europe the word still generally refers to the broad left/centre tradition. --User:195.92.67.71

 * This issue is not too simple to solve, and for instance "National-Liberals" are/were not necessarily perceived as centre-left, but by and large, I would agree, stressing the Liberals' role to promote democracy, freedom of religion, abolishment of guild privileges, women's rights, minority rights and civil rights in general, international charity, etc, etc. /Tuomas 12:58, 22 Oct 2004 (UTC)

I think the problem is the broad lack of historical context in the description. We need to explain how the meaning of the term has grown and changed. john k 15:58, 22 Oct 2004 (UTC)

 * That history is there in Liberalism, or at least it was last time I read that article. John, do you think it would be useful to bring more of that here as well? -- Jmabel | Talk 19:13, Oct 22, 2004 (UTC)

Hmm...yes, I knew the history was present there. Perhaps this entire article should be scrapped, and this should all just be discussed in Liberalism. The title certainly doesn't make much sense. It should be Liberalism in different countries, at the very least. john k 19:40, 22 Oct 2004 (UTC)
 * I accepted the challenge :-) and integrated the content into liberalism --Gangulf 20:47, 22 Oct 2004 (UTC)

title: Talk:Liberalism in countries


text:
User talk:Pikpik

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!

Hapas
Yes, it can be offensive. See [hapa]. --1pezguy 01:23, Jul 27, 2004 (UTC)

Sorry!
Sorry for editing your user page. I wasn't paying attention to what I was doing. And I thought I read in another "Hapa" link that the term could be offensive. I can't find it now :\ --1pezguy 01:28, Jul 27, 2004 (UTC)

Cleanup page heading
You posted on my page: You deleted the heading saying it was the 5th on the cleanup page, but that user added it when it was the 5th in UTC (think that's the correct abv.). So was he right to add it? It's 2am so I could just be being thik here. Could you reply on my talk page? Only I'll forget to check here probably, due to tiredness.Pikpik 01:15, 5 Aug 2004 (UTC)
 * I believe that you're right. I checked the page again and it seems that it is now Aug 5 in UTC. I changed the page back. Thanks. Mateo SA 01:40, 5 Aug 2004 (UTC)

Revision to Sid Meier's Alien Crossfire and Sid Meier's Alpha Centauri articles
I noticed that you have revised either Sid Meier's Alpha Centauri or Sid Meier's Alien Crossfire.

I intend to revise those articles following the WikiProject Video games/Article guidelines. There are more details on the discussion pages of those articles. I'd be interested in any comments you have. It would be best if your comments were on the discussion pages of the two articles.

Thank you.

Vyeh (talk) 04:31, 10 June 2010 (UTC)

title: User talk:Pikpik


text:
Vesting

In law, vesting is the point in time when the rights and interests arising from legal ownership of a property are acquired by some person. Vesting creates an immediately secured right of present or future deployment. One has a vested right to an asset that cannot be taken away by any third party, even though one may not yet possess the asset. When the right, interest, or title to the present or future possession of a legal estate can be transferred to any other party, it is termed a vested interest.

The concept can arise in any number of contexts, but the most common are inheritance law and retirement plan law. In real estate, to vest is to create an entitlement to a privilege or a right. For example, one may cross someone else's property regularly and unrestrictedly for several years, and one's right to an easement becomes vested. The original owner still retains the possession, but can no longer prevent the other party from crossing.

Inheritance
Some bequests do not vest immediately upon death of the testator. For example, many wills specify that an heir who dies within a set period (such as 60 days) is not to inherit, and further specify how the corresponding share is to be distributed. This is generally done to obviate disputes over the precise time of death, and to avoid paying taxes twice in rapid succession should multiple members of a family die in the wake of a disaster. Such a bequest does not vest until the expiration of the specified period, because the actual heir cannot be determined with certainty.

It is also possible to give a person, A, a life interest in a property, with the remainder to go to another person or persons, B. If the beneficiary of the remainder cannot yet be known, then the remainder is said not to have vested, and the remainder is said to be contingent. This may happen with entailed estates, or when property is left in trust to care for a child or relative without heirs. (See trust law for details).

Retirement plans
Vesting is an issue in conjunction with employer contributions to an employee stock option plan, deferred compensation plan, or to a retirement plan such as a 401(k), annuity or pension plan.

Once a retirement plan is fully vested, the employee has an absolute right to the entire amount of money in the account. It is a "basic right that has been granted, or has accrued, and cannot be taken away"; for example. one has a right to a vested pension.

Generally, the portion vested cannot be reclaimed by the employer, nor can it be used to satisfy the employer's debts. Any portion not vested may be forfeited under certain conditions, such as termination of employment. The portion invested is often determined pro-rata.

Generally, for retirement plans in the United States, employees are fully vested in their own salary deferral contributions upon inception. For employer contributions, however, such as those from an employer matching program, the employer has limited options under the Employee Retirement Income Security Act (ERISA) to delay the vesting of their contributions to the employee. For example, the employer can say that the employee must work with the company for three years or they lose any employer contributed money, which is known as cliff vesting. Or it can choose to have the 20% of the contributions vest each year over five years, known as graduated vesting or graded vesting.

Choosing a vesting schedule allows an employer to selectively reward employees who remain employed for a period of time. In theory, this allows the employer to make greater contributions than would otherwise be prudent, because the money they contribute on behalf of employees goes to the ones they most want to reward.

Ownership in startup companies
Small entrepreneurial companies (startups) usually offer grants of common stock or positions in an employee stock option plan to employees and other key participants such as contractors, board members, advisors and major vendors. To make the reward commensurate with the extent of contribution, encourage loyalty, and avoid spreading ownership widely among former participants, these grants are usually subject to vesting arrangements.

Vesting of options is straightforward. The grantee receives an option to purchase a block of common stock, typically on commencement of employment, which vests over time. The option may be exercised at any time but only with respect to the vested portion. The entire option is lost if not exercised within a short period after the end of the employer relationship. The vesting operates simply by changing the status of the option over time from fully unexercisable to fully exercisable according to the vesting schedule.

Common stock grants are similar in function but the mechanism is different. An employee, typically a company founder, purchases stock in the company at nominal price shortly after the company is formed. The company retains a repurchase right to buy the stock back at the same price should the employee leave. The repurchase right diminishes over time so that the company eventually has no right to repurchase the stock (in other words, the stock becomes fully vested).

Beginning in the 1990s, vesting periods in the United States are usually 3–5 years for employees, but shorter for board members and others whose expected tenure at a company is shorter. The vesting schedule is most often a pro-rata monthly vesting over the period with a six or twelve month cliff. Alternative vesting models are becoming more popular including milestone-based vesting and dynamic equity vesting.

In the case of both stock and options, large initial grants that vest over time are more common than periodic smaller grants because they are easier to account for and administer, they establish the arrangement up-front and are thus more predictable, and (subject to some complexities and limitations) the value of the grants and holding period requirements for tax purposes are set upon the initial grant date, giving a considerable tax advantage to the employee.

Profit sharing plans
Profit-sharing plans are usually vested in ten years, although in some cases a plan may serve essentially as a pension by allowing a limited amount of vesting should the employee retire or leave on good terms after an extended period of employment.

Vested rights doctrine in zoning law
The vested rights doctrine is the rule of zoning law by which an owner or developer is entitled to proceed in accordance with the prior zoning provision where there has been a substantial change of position, expenditures, or incurrence of obligations made in good faith by an innocent party under a building permit or in reliance upon the probability of its issuance.

Vesting arrangements and terminology
A "vesting period" is a period of time an investor or other person holding a right to something must wait until they are capable of fully exercising their rights and until those rights may not be taken away.

In many cases vesting does not occur all at once. Specific portions of the rights grant vest on different dates over the duration of the period of the vesting. When part of a right is vested and part remains unvested, it is considered "partly vested".

In cases of partial vesting, a "vesting schedule" is a table or chart showing the portion of a right that is vested over time; typically the schedule provides for equal portions to vest on periodic vesting dates, usually once per day, month, quarter, or year, in stairstep fashion over the course of the vesting period. Often there is a cliff by which the first few steps in the graph are missing, so that there is no vesting at all for a period (usually six or twelve months in the case of employee equity), after which there is a cliff date upon which a large amount of vesting occurs all at once.

Some arrangements provide for "accelerated vesting", by which all or a major portion of the unvested right vests all at once upon the occurrence of a specified event such as a termination of employment by the company or acquisition of the company by another. Less commonly, the vesting schedule may call for variable grants or subject to conditions such as reaching milestones or employee performance. "Graded vesting" or called retable vesting (vesting after each year until the employee is fully vested) may be "uniform" (e.g., 20% of the compensation vested each year for five years) or "non-uniform" (e.g., 20%, 30%, and 50% of the compensation vested each year for the next three years).

title: Vesting


text:
List of lakes of Finland

There are 187,888 lakes in Finland larger than five ares (500 square metres / 5,382 sq.ft.). Most are small, but there are 309 lakes or reservoirs larger than 10 km². They are listed here along with some smaller noteworthy lakes.

A
Aapajärvi, Ala-Kintaus, Ala-Kitka

B
Bodominjärvi

E
Elämäjärvi, Enäjärvi, Enijärvi, Enonvesi, Evijärvi

H
Haapajärvi, Hankavesi, Hankavesi – Lonkari, Hankavesi-Välivesi, Hauhonselkä, Haukivesi, Hiidenvesi, Hiirenvesi, Hirvijärvi Reservoir, Hirvijärvi – Kalliovesi, Höytiäinen, Hyrynjärvi

I
Iijärvi (1), Iijärvi (2), Iijärvi (3), Iijärvi (4), Iisvesi, Iivantiira – Juttuajärvi, Ilmoilanselkä, Immalanjärvi, Inari, Irnijärvi – Ala-Irni, Iso and Pieni Tipasjärvi, Iso Lamujärvi, Iso Lohijärvi, Iso- and Keski-Kero, Iso- and Pikku-Ii, Iso-Kiimanen, Iso-Naakkima, Iso-Pyhäntä, Iso-Roine, Iso-Vietonen, Isojärvi (1), Isojärvi (2)

J
Jääsjärvi, Jäsys – Retujärvi, Jerisjärvi, Jonkeri, Jonku, Jormasjärvi, Joukamojärvi, Joutjärvi, Joutsijärvi, Joutsjärvi, Juojärvi, Juolasvesi – Sarkavesi, Juurusvesi–Akonvesi, Jyväsjärvi

K
Kaavinjärvi, Kalajärvi Reservoir, Kallavesi (1), Kallavesi (2), Kangasjärvi, Kangasvesi, Kankareenjärvi, Kankarisvesi, Kannonselkä, Karankajärvi, Karhijärvi, Karijärvi, Karikkoselkä, Kaukajärvi, Kaukuanjärvi, Keitele, Kellojärvi – Korpijärvi, Kelontekemäjärvi, Kemijärvi, Kermajärvi, Keurusselkä, Keyritty, Kiantajärvi (1), Kiantajärvi (2), Kiesimä, Kiitämä, Kilpisjärvi – Alajärvi, Kiteenjärvi, Kiuruvesi, Kivesjärvi, Kivijärvi (1), Kivijärvi (2), Koitere, Koivujärvi, Kolima, Koljonselkä, Kolkonjärvi, Konnevesi, Konnivesi, Korpijärvi, Korpijärvi – Verijärvi, Korvuanjärvi, Koskelovesi – Miekkavesi, Kostonjärvi, Köyliönjärvi, Kukkia, Kulovesi, Kuohattijärvi, Kuohijärvi, Kuolimo, Kuorasjärvi, Kuorevesi, Kuorinka, Kuortaneenjärvi, Kurkijärvi – Tuuliainen, Kuttajärvi, Kuuhankavesi, Kuusamojärvi, Kuusvesi, Kuvansi, Kynsijärvi – Kynsilampi, Kynsivesi – Leivonvesi, Kyrösjärvi, Kyyjärvi, Kyyvesi

L
Laakajärvi, Lahnavesi, Lammasjärvi, Lampaanjärvi, Längelmävesi, Lannevesi, Lapinjärvi, Lappajärvi, Lappalanjärvi, Lentiira, Lentua, Leppävesi, Lestijärvi, Liesvesi, Lievestuoreenjärvi, Livojärvi, Lohjanjärvi, Lokka Reservoir, Loppijärvi, Luirojärvi, Lummene

M
Maaninkajärvi, Maavesi, Mahnalanselkä – Kirkkojärvi, Mallasvesi, Mallos, Melakko – Loitimo, Miekojärvi, Muojärvi – Kirpistö, Mutusjärvi, Muurasjärvi, Muuratjärvi, Muuruejärvi

N
Näläntöjärvi, Nammijärvi, Näsijärvi, Nerkoonjärvi (1), Nerkoonjärvi (2), Niemisvesi – Pemu, Niinivesi, Nilakka, Niskajärvi, Nitsijärvi, Nolimojärvi, Norvajärvi, Nuorajärvi, Nuoramoisjärvi

O
Oijärvi, Olkkajärvi – Matkalampi, Onkamojärvi, Onkivesi, Ontojärvi – Nurmesjärvi, Orajärvi, Orivesi, Osmankajärvi, Otermanjärvi, Oulujärvi

P
Pääjärvi (1), Pääjärvi (2), Paatari (Paadaar), Päijänne, Paljavesi, Pälkänevesi, Pallasjärvi – Pallaslompolo, Palovesi – Jäminginselkä, Pankajärvi, Pautujärvi, Peruvesi, Pesiöjärvi, Petruma, Pieksänjärvi, Pielavesi, Pielinen, Pieni-Kiimanen, Pieni-Onkamo, Pihlajavesi (Saimaa), Pihlajavesi (Keuruu), Piispajärvi, Pirttijärvi – Kaitainjärvi, Pirttilampi, Pohjois- and Etelä-Virmas, Porovesi, Porttipahta Reservoir, Posionjärvi, Pöyrisjärvi, Pöyrysjärvi Puhosjärvi, Pulmankijärvi, Puruvesi, Puula, Pyhäjärvi (1), Pyhäjärvi (2), Pyhäjärvi (3), Pyhäjärvi (4), Pyhäjärvi (5), Pyhäjärvi (6), Pyhäjärvi (7), Pyhäjärvi (8), Pyhäjärvi (9), Pyhäselkä, Pyhävesi, Pyyvesi, Puujärvi

R
Raanujärvi, Rahajärvi (Raahajärvi), Ranuanjärvi, Rapojärvi – Haukkajärvi, Rauhajärvi, Rautavesi (1), Rautavesi (2), Rehja – Nuasjärvi, Repovesi – Luujärvi, Riistavesi, Rikkavesi, Roine, Ruotsalainen, Ruovesi, Rutajärvi (1), Rutajärvi (2), Ruunaanjärvi, Ryökäsvesi – Liekune

S
Sääksjärvi (1), Sääksjärvi (2), Saanijärvi, Saarijärvi (1), Saarijärvi (2), Saarijärvi (3), Saarijärvi (4), Saimaa, Sälevä, Sapsojärvet, Saraavesi, Särkijärvi, Savivesi, Sevettijärvi, Simojärvi, Simpelejärvi, Sonkari – Riitunlampi, Sorsavesi, Suininki, Summasjärvi, Suolijärvi (1), Suolijärvi (2), Suolisjärvi, Suontee, Suontienselkä – Paasvesi, Surnujärvi, Suuri-Onkamo, Suuri-Pieksä, Suurijärvi, Suvasvesi, Synsiä, Sysmä (1), Sysmä (2), Syvänsi, Syväjärvi 108, Syväri, Syysjärvi

T
Tallusjärvi, Tarjanne, Tohmajärvi, Toisvesi, Torsa – Pieni-Torsa, Tuusjärvi, Tuusulanjärvi, Tyräjärvi, Tampaja

U
Ukonvesi, Uljua Reservoir, Ullavanjärvi, Unari, Unnukka, Urajärvi, Uurainen

V
Vaalajärvi, Vahvajärvi, Vajukoski basin, Vanajavesi, Vallonjärvi, Vanttausjärvi, Vaskivesi – Visuvesi, Vehkajärvi, Venetjoki Reservoir, Vesijako, Vesijärvi (1), Vesijärvi (2), Viekijärvi, Viiksinselkä, Viinijärvi, Virmajärvi (1), Virmajärvi (2), Vuohijärvi, Vuokalanjärvi, Vuokkijärvi, Vuontisjärvi, Vuosanganjärvi – Hyötyjärvi, Vuosjärvi, Vuotjärvi

Y
Ylä-Enonvesi, Ylä-Rieveli, Yli-Kitka, Yli-Suolijärvi

Ä
Ähtärinjärvi, Äkäsjärvi

Ten largest lakes
(1) Includes Saimaa, Pihlajavesi, Haukivesi, Puruvesi, Orivesi and Pyhäselkä among some smaller lakes.

title: List of lakes of Finland


text:
Hawaii's 2nd congressional district

Hawaii's 2nd congressional district is a congressional district in the U.S. state of Hawaii. It is represented by Jill Tokuda, who succeeded Kai Kahele after the 2022 election. The district encompasses all rural and most suburban areas of Oahu/Honolulu County, as well as the entire state outside of Oahu. It includes the counties of Kauai, Maui, Kalawao, and Hawaii ("the Big Island"). The district spans 331 miles. The most populous community entirely within the district is Hilo. Major segments of the economy include tourism, ranching, and agriculture.

Under the U.S. Constitution, a candidate for this district has to be a resident of Hawaii, but does not have to live in the district itself. The first non-resident elected to this seat was Ed Case, a Honolulu attorney, though he was born and raised on the Big Island of Hawaii. The home state office of the second congressional district is at the Prince Kuhio Federal Building near Honolulu Harbor.

History
When Hawaii and Alaska were admitted to the Union in 1959, both new states were granted one at-large representative to Congress pending the next United States census. In the reapportionment following the 1960 U.S. census, Hawaii gained a second U.S. representative. Instead of creating two congressional districts, the state continued to elect its U.S. representatives at large. Two representatives were first elected in 1962, and Hawaii was first represented by two U.S. representatives on January 2, 1963, upon the convening of the 88th Congress. The 2nd congressional district was created in 1971 when Hawaii began electing its representatives from districts instead of electing at-large representatives statewide.

The 2nd congressional district has a Cook Partisan Voting Index of D+14. It has supported the Democratic nominee in every presidential election since 1988, and has never elected a Republican U.S. representative. In October 2019, Representative Tulsi Gabbard announced that she would not seek reelection, instead choosing to focus on her campaign for the Democratic presidential nomination.

In January 2019, Hawaii state senator Kai Kahele announced he would run for the seat in 2020. Other Democrats who announced were David Cornejo, Brian Evans (a self-described "Berniecrat" who ran for the seat as a Republican in 2018), Noelle Famera, and Ryan Meza. Republicans Joseph Akana and Jonathan Hoomanawanui also announced. Kahele won the Democratic nomination on August 8 and the general election on November 3.

title: Hawaii's 2nd congressional district


text:
Lehigh Valley Railroad

The Lehigh Valley Railroad was a railroad in the Northeastern United States built predominantly to haul anthracite coal from the Coal Region in Northeastern Pennsylvania to major consumer markets in Philadelphia, New York City, and elsewhere.

On April 21, 1846, the railroad was authorized to provide freight transportation of passengers, goods, wares, merchandise, and minerals in Pennsylvania. On September 20, 1847, the railroad was incorporated and established, initially called the Delaware, Lehigh, Schuylkill and Susquehanna Railroad Company.

On January 7, 1853, the railroad's name was changed to Lehigh Valley Railroad. It was sometimes known as the Route of the Black Diamond; black diamond is a slang word for anthracite, the high-end type of Pennsylvania coal that it initially transported by boat down the Lehigh River.

The Lehigh Valley Railroad's original and primary route between Easton and Allentown was built in 1855. The line later expanded past Allentown to Lehigh Valley Terminal in Buffalo and past Easton to New York City, bringing the Lehigh Valley Railroad to these metropolitan areas. By December 31, 1925, the railroad controlled 1,363.7 miles of road and 3,533.3 miles of track. By 1970, this had dwindled to 927 miles of road and 1963 miles of track.

The first small repair shops for locomotives and cars were located in Delano, Wilkes-Barre, Weatherly, Hazleton, and South Easton. In 1902 these were mostly consolidated into the shops at Sayre, Pennsylvania on the New York State border, which featured a 750 by 336-foot machine shop with 48 erecting pits. Meanwhile, the shops at Packerton, Pennsylvania (north of Allentown) acted as the primary freight car shops.

Conrail maintained the line as a main line into the New York City area. The line became known as the Lehigh Line during Conrail ownership. Conrail abandoned most of the route in New York State to Buffalo after 1976, considerably shortening the line.

The majority of the Lehigh Line is now owned by the Norfolk Southern Railway (NS) and retains much of its original route in eastern Pennsylvania and New Jersey, although it no longer goes into New York City. The former Lehigh Valley tracks between Manville, New Jersey, and Newark are operated separately by Conrail Shared Assets Operations as their own Lehigh Line.

In 1976, the railroad ended operations and merged into Conrail along with several northeastern railroads that same year.

19th century
The Delaware, Lehigh, Schuylkill and Susquehanna Railroad (DLS&S) was authorized by the Pennsylvania General Assembly on April 21, 1846, to construct a railroad from Mauch Chunk, Pennsylvania, now Jim Thorpe, Pennsylvania, to Easton, Pennsylvania. The railroad would run parallel to the Lehigh River and break the Lehigh Coal and Navigation Company's monopoly on coal traffic originating in the Wyoming Valley. The railroad was chartered on August 2, 1847, and elected James Madison Porter its president on October 21.

Little occurred between 1847 and 1851, save some limited grading near Allentown, Pennsylvania. All this changed in October 1851, when Asa Packer took majority control of the DLS&S. Packer brought additional financing to the railroad, installed Robert H. Sayre as chief engineer, and renamed the company the "Lehigh Valley Railroad." Construction began in earnest in 1853, and the line opened between Easton and Allentown on June 11, 1855. The section between Allentown and Mauch Chunk opened on September 12.

At Easton, the LVRR interchanged coal at the Delaware River where coal could be shipped to Philadelphia on the Delaware Division Canal or transported across the river to Phillipsburg, New Jersey, where the Morris Canal and the Central Railroad of New Jersey (CNJ) could carry it to the New York City market. At Easton, the LVRR constructed a double-decked bridge across the Delaware River for connections to the CNJ and the Belvidere Delaware Railroad in Phillipsburg.

Through a connection with the Central Railroad of New Jersey, LVRR passengers had a route to Newark, New Jersey, Jersey City, New Jersey, and other points in New Jersey.

The LVRR's rolling stock was hired from the Central Railroad of New Jersey and a contract was made with the CNJ to run two passenger trains from Easton to Mauch Chunk connecting with the Philadelphia trains on the Belvidere Delaware Railroad. A daily freight train was put into operation leaving Easton in the morning and returning in the evening. In the early part of October 1855, a contract was made with Howard & Co. of Philadelphia to do the freighting business of the railroad (except coal, iron, and iron ore).

The length of the line from Mauch Chunk to Easton was 46 miles of single track. The line was laid with a rail weighing 56 pounds per yard supported upon cross ties 6 x 7 inches and 7-1/2 feet long placed 2 feet apart and about a quarter of it was ballasted with stone or gravel. The line had a descending or level grade from Mauch Chunk to Easton and with the exception of the curve at Mauch Chunk had no curve of less than 700 feet radius. The 46 mi LVRR connected at Mauch Chunk with the Beaver Meadow Railroad. The Beaver Meadow Railroad had been built in 1836, and it transported anthracite coal from Jeansville in Pennsylvania's Middle Coal Field to the Lehigh Canal at Mauch Chunk. For 25 years the Lehigh Canal had enjoyed a monopoly on downstream transportation and was charging independent producers high fees. When the LVRR opened, those producers eagerly sent their product by the railroad instead of canal, and within two years of its construction the LVRR was carrying over 400,000 tons of coal annually. By 1859 it had 600 coal cars and 19 engines.

The LVRR immediately became the trunk line down the Lehigh Valley, with numerous feeder railroads connecting and contributing to its traffic. The production of the entire Middle Coal Field came to the LVRR over feeders to the Beaver Meadow: the Quakake Railroad, the Catawissa, Williamsport and Erie Railroad, the Hazleton Railroad, the Lehigh Luzerne Railroad and other smaller lines. At Catasauqua, the Catasauqua and Fogelsville Railroad transported coal, ore, limestone and iron for furnaces of the Thomas Iron Company, the Lehigh Crane Iron Company, the Lehigh Valley Iron Works, the Carbon Iron Company, and others. At Bethlehem, Pennsylvania, the North Pennsylvania Railroad which was completed during the Summer of 1856, provided a rail connection to Philadelphia and thus brought the LVRR a direct line to Philadelphia. At Phillipsburg, New Jersey, the Belvidere Delaware Railroad connected to Trenton, New Jersey. To accommodate the 4 ft gauge of the Belvidere, the cars were furnished with wheels having wide treads that operated on both roads.

The 1860s saw an expansion of the LVRR northward to the Wilkes-Barre, Pennsylvania, area and up the Susquehanna River to the New York state line.

Asa Packer was elected President of the Lehigh Valley Railroad on January 13, 1862.

In 1864, the LVRR began acquiring feeder railroads and merging them with its system. The first acquisitions were the Beaver Meadow Railroad and Coal Company, which included a few hundred acres of coal land, and the Penn Haven and White Haven Railroad. The purchase of the Penn Haven and White Haven was the first step in expanding to Wilkes-Barre, Pennsylvania. To reach Wilkes-Barre, the LVRR began constructing an extension from White Haven, Pennsylvania, to Wilkes-Barre. The Penn Haven and White Haven Railroad allowed the LV to reach White Haven.

In 1866, the LVRR purchased acquired the Lehigh and Mahanoy Railroad (originally the Quakake Railroad) and the North Branch Canal along the Susquehanna River, renaming it the Pennsylvania and New York Canal & Railroad Company (P&NY). The purchasing of the North Branch Canal saw an opportunity for a near monopoly in the region north of the Wyoming Valley. In 1866, two years after the purchase of the Penn Haven and White Haven, the extension from White Haven to Wilkes-Barre opened.

Construction of a rail line to the New York state line started immediately and, in 1867, the line was complete from Wilkes-Barre to Waverly, New York, where coal was transferred to the broad gauge Erie Railroad and shipped to western markets through Buffalo, New York. To reach Wilkes-Barre, the LVRR purchased the Penn Haven & White Haven Railroad in 1864, and began constructing an extension from White Haven to Wilkes-Barre that was opened in 1867. By 1869, the LVRR owned a continuous track through Pennsylvania from Easton to Waverly.

In the following year, the LVRR—a standard gauge railroad—completed arrangements with the Erie Railroad, at that time having a six-foot gauge, for a third rail within the Erie mainline tracks to enable the LV equipment to run through to Elmira and later to Buffalo.

Further rounds of acquisitions took place in 1868. The acquisitions in 1868 were notable because they marked the beginning of the LVRR's strategy of acquiring coal lands to ensure production and traffic for its own lines. Although the 1864 acquisition of the Beaver Meadow had included a few hundred acres of coal land, by 1868 the LVRR was feeling pressure from the Delaware and Hudson and the Delaware, Lackawanna and Western Railroad in the northern Wyoming Valley coal field, where the railroads mined and transported their own coal at a much reduced cost. The LVRR recognized that its own continued prosperity depended on obtaining what coal lands remained. In pursuit of that strategy, the 1868 purchases of the Hazleton Railroad and the Lehigh Luzerne Railroad brought 1800 acre of coal land to the LVRR, and additional lands were acquired along branches of the LVRR. Over the next dozen years the railroad acquired other large tracts of land: 13,000 acre in 1870, 5,800 acre in 1872, and acquisition of the Philadelphia Coal Company in 1873 with its large leases in the Mahanoy basin. In 1875, the holdings were consolidated into the Lehigh Valley Coal Company, which was wholly owned by the LVRR. By 1893, the LVRR owned or controlled 53,000 acre of coal lands. With these acquisitions, the LVRR obtained the right to mine coal as well as transport it.

The 1870s witnessed commencement of extension of the LVRR in a new direction. In the 1870s the LVRR acquired other large tracts of land starting at 13,000 acre in 1870, with an additional of 5,800 acre in 1872, and turned its eye toward expansion across New Jersey all the way to the New York City area. In 1870, the Lehigh Valley Railroad acquired trackage rights to Auburn, New York, on the Southern Central Railroad.

The most important market in the east was New York City, but the LVRR was dependent on the CNJ and the Morris Canal for transport to the New York tidewater. In 1871, the LVRR leased the Morris Canal, which had a valuable outlet in Jersey City on the Hudson River opposite Manhattan. Asa Packer purchased additional land at the canal basin in support of the New Jersey West Line Railroad, which he hoped to use as the LVRR's terminal. That project failed, but the lands were later used for the LVRR's own terminal in 1889.

The CNJ, anticipating that the LVRR intended to create its own line across New Jersey, protected itself by leasing the Lehigh and Susquehanna Railroad (L&S) to ensure a continuing supply of coal traffic. The L&S had been chartered in 1837 by the Lehigh Coal & Navigation Company (the Lehigh Canal company) to connect the upper end of the canal at Mauch Chunk to Wilkes-Barre. After the LVRR opened its line, the Lehigh & Susquehanna extended to Phillipsburg, New Jersey, and connected with the CNJ and the Morris and Essex Railroad in 1868. In 1871, the entire line from Phillipsburg to Wilkes-Barre was leased to the CNJ. For most of its length, it ran parallel to the LVRR.

The LVRR found that the route of the Morris Canal was impractical for use as a railroad line, so in 1872 the LVRR purchased the dormant charter of the Perth Amboy and Bound Brook Railroad which had access to the Perth Amboy, New Jersey, harbor, and added to it a new charter, the Bound Brook and Easton Railroad. The State of New Jersey passed legislation that allowed the LVRR to consolidate its New Jersey railroads into one company; the Perth Amboy and Bound Brook and the Bound Brook and Easton were merged to form a new railroad company called the Easton and Amboy Railroad (or Easton & Amboy Railroad Company).

The Easton and Amboy Railroad was a railroad built across central New Jersey by the Lehigh Valley Railroad to run from Phillipsburg, New Jersey, to Bound Brook, New Jersey, and it was built to connect the Lehigh Valley Railroad coal-hauling operations in Pennsylvania and the Port of New York and New Jersey to serve consumer markets in the New York metropolitan area, eliminating the Phillipsburg connection with the CNJ that had previously been the only outlet to the New York tidewater; until it was built, the terminus of the LVRR had been at Phillipsburg on the Delaware River opposite Easton, Pennsylvania. The Easton and Amboy was used as a connection to the New York metropolitan area, with a terminus in Jersey City, New Jersey.

Construction commenced in 1872 as soon the Easton and Amboy was formed; coal docks at Perth Amboy were soon constructed, and most of the line from Easton to Perth Amboy was graded and rails laid. However, the route required a 4893 ft tunnel through/under Musconetcong Mountain near Pattenburg, New Jersey (about twelve miles east of Phillipsburg), and that proved troublesome, delaying the opening of the line until May 1875, when a coal train first passed over the line. To support the expected increase in traffic, the wooden bridge over the Delaware River at Easton was also replaced by a double-tracked, 1191 ft iron bridge.

At Perth Amboy, a tidewater terminal was built on the Arthur Kill comprising a large coal dock used to transport coal into New York City. These tracks were laid and the Easton and Amboy Railroad was opened for business on June 28, 1875, with hauling coal. The Easton and Amboy's operations were labeled the "New Jersey Division" of the Lehigh Valley Railroad. The Easton and Amboy had already completed large docks and facilities for shipping coal at Perth Amboy upon an extensive tract of land fronting the Arthur Kill. Approximately 350,000 tons of anthracite moved to Perth Amboy during that year for transshipment by water. Operations continued until the LVRR's bankruptcy in 1976. The marshalling yard is now the residential area known as Harbortown.

Passenger traffic on the LVRR's Easton and Amboy connected with the Pennsylvania Railroad (PRR) at Metuchen, New Jersey, and continued to the PRR'S Exchange Place terminus in Jersey City; that connection was discontinued in 1891 after the LVRR established its own route to Jersey City from South Plainfield. The Easton and Amboy Railroad was absorbed into the parent Lehigh Valley Railroad.

In 1875, the LVRR financed the addition of a third rail to the Erie Railroad main line so that cars could roll directly from colliery to the port at Buffalo. While the third rail on the Erie Railroad main line between Waverly and Buffalo gave the LVRR an unbroken connection to Buffalo, the road's management desired its own line into Buffalo. The Geneva, Ithaca & Athens Railroad passed into the hands of the LVRR in September 1876, which extended from the New York state line near Sayre, Pennsylvania, to Geneva, New York, a distance of 75 miles.

On May 17, 1879, Asa Packer, the company's founder and leader, died at the age of 73. At the time of his death, the railroad was shipping 4.4 million tons of coal annually over 657 mi of track, using 235 engines, 24,461 coal cars, and over 2,000 freight cars of various kinds. The company controlled 30000 acre of coal-producing lands and was expanding rapidly into New York and New Jersey. The railroad had survived the economic depression of 1873 and was seeing its business recover. Leadership of the company transferred smoothly to Charles Hartshorne, who had been vice president under Packer. In 1883, Hartshorne retired to allow Harry E. Packer, Asa's 32-year-old youngest son, to assume the Presidency. A year later, Harry Packer died of illness, and Asa's 51-year-old nephew Elisha Packer Wilbur was elected president, a position he held for 13 years.

The 1880s continued to be a period of growth, and the LVRR made important acquisitions in New York, expanded its reach into the southern coal field of Pennsylvania which had hitherto been the monopoly of the Reading, and successfully battled the CNJ over terminal facilities in Jersey City.

In 1880, the LVRR established the Lehigh Valley Transportation Line to operate a fleet of ships on the Great Lakes with terminals in Chicago, Milwaukee, and Duluth. This company became an important factor in the movement of anthracite, grain and package freight between Buffalo, Chicago, Milwaukee, Duluth, Superior and other midwestern cities. Following Federal legislation which stopped the operation of such service, the lake line was sold to private interests in 1920.

The port on Lake Erie at Buffalo was critical to the LVRR's shipments of coal to western markets and for receipt of grain sent by the West to eastern markets. Although in 1870 the LVRR had invested in the 2 mi Buffalo Creek Railroad, which connected the Erie to the lakefront, and had constructed the Lehigh Docks on Buffalo Creek, it depended on the Erie Railroad for the connection from Waverly to Buffalo, New York.

In 1882, the LVRR began an extensive expansion into New York from Sayre, Pennsylvania (just southeast of Waverly) to Buffalo. Construction from Sayre to Buffalo was split into two projects, Sayre to Geneva, New York, and Geneva, which is located at the northern end of Seneca Lake), to Buffalo. First, it purchased a large parcel of land in Buffalo, the Tifft farm, for use as terminal facilities, and obtained a New York charter for the Lehigh Valley Railway, a similar name to the LVRR, but with "railway" instead. LVRR subsidiary, Lehigh Valley Railway began constructing the main line's northern part from Buffalo to Lancaster, New York, in 1883, a total distance of ten miles. This was the second step toward establishment of a direct route from Sayre to Buffalo (thus avoiding the connecting spur to Waverly and on to Buffalo on the Erie), the first being the acquisition of the Geneva, Ithaca & Athens Railroad.

In 1887, the Lehigh Valley Railroad obtained a lease on the Southern Central Railroad (the LVRR previously had trackage rights on the railroad starting in 1870), which had a route from Sayre northward into the Finger Lakes region. At the same time, the LVRR organized the Buffalo and Geneva Railroad to build the rest of the 97-mile Geneva to Buffalo trackage, from Geneva to Lancaster. Finally, in 1889, the LVRR gained control of the Geneva, Ithaca, and Sayre Railroad and completed its line of rail through New York. As a result of its leases and acquisitions, the Lehigh Valley gained a near-monopoly on traffic in the Finger Lakes region.

It also continued to grow and develop its routes in Pennsylvania. In 1883 the railroad acquired land in northeast Pennsylvania and formed a subsidiary called The Glen Summit Hotel and Land Company. It opened a hotel in Glen Summit, Pennsylvania, called the Glen Summit Hotel to serve lunch to passengers traveling on the line. The hotel remained with the company until 1909, when it was bought by residents of the surrounding cottages.

In New York State, s branch line, the Hayts Corners, Ovid & Willard Railroad opened May 14, 1883 from the Geneva, Ithaca & Sayre to the Willard asylum, and continued in service until 1936.

In Pennsylvania, the Lehigh scored a coup by obtaining the charter formerly held by the Schuykill Haven and Lehigh River Railroad in 1886. That charter had been held by the Reading Railroad since 1860, when it had blocked construction in order to maintain its monopoly in the Southern Coal Field. That southern field held the largest reserves of anthracite in Pennsylvania and accounted for a large percentage of the total production. Through neglect, the Reading allowed the charter to lapse, and it was acquired by the Lehigh Valley, which immediately constructed the Schuylkill and Lehigh Valley Railroad. The line gave the LVRR a route into Pottsville, Pennsylvania, and the Schuylkill Valley coal fields.

The Vosburg Tunnel was completed and opened for service on July 25, 1886. The 16-mile mountain cut-off, a rail segment of the line that extended from Fairview, Pennsylvania, to the outskirts of Pittston, Pennsylvania, was completed in November 1888. This allowed the line's eastbound grade to be reduced and a shorter route for handling through traffic established.

The LVRR had built coal docks in Perth Amboy, New Jersey, when it built the Easton and Amboy in the 1870s, but desired a terminal on the Hudson River close to New York City. In New Jersey, the LVRR embarked on a decade-long legal battle with the CNJ over terminal facilities in Jersey City. The land that Asa Packer had obtained in 1872 was situated on the southern side of the Morris Canal's South Basin, but the CNJ already had its own facilities adjacent to that property and disputed the LVRR's title, which partly overlapped land the CNJ had filled for its own terminal.

Finally in 1887 the two railroads reached a settlement, and construction of the LVRR's Jersey City freight yard began. The LVRR obtained a 5-year agreement to use the CNJ line to access the terminal, which opened in 1889. It fronted the Morris Canal Basin with a series of 600 ft piers angling out from the shoreline but was too narrow for a yard, so the LVRR built a separate yard at Oak Island in Newark to sort and prepare trains. The South Basin terminal was used solely for freight, having docks and car float facilities. Passengers were routed to the Pennsylvania Railroad's terminal and ferry.

The LVRR strove throughout the 1880s to acquire its own route to Jersey City and to the Jersey City waterfront. The LVRR decided to expand more to the Northeastern New Jersey in order to reach its freight yards without using the CNJ main line.

The LVRR began construction of a series of railroads to connect the Easton and Amboy line (Easton and Amboy Railroad) to Jersey City. The first leg of the construction to Jersey City was the Roselle and South Plainfield Railway in 1888 which connected with the CNJ at Roselle for access over the CNJ to the Hudson River waterfront in Jersey City. The LVRR, which had built coal docks in Perth Amboy when it built the Easton and Amboy in the 1870s, desired a terminal on the Hudson River close to New York City. In 1891, the LVRR consolidated the Roselle and South Plainfield Railway into the Lehigh Valley Terminal Railway, along with the other companies which formed the route from South Plainfield to the Jersey City terminal.

Initially, the LVRR contracted with the CNJ for rights from Roselle to Jersey City, but the LVRR eventually finished construction to its terminal in Jersey City over the Newark and Roselle Railway, the Newark and Passaic Railway, the Jersey City, Newark, and Western Railway, and the Jersey City Terminal Railway. The LVRR's Newark and Roselle Railway in 1891 brought the line from Roselle into Newark, where passengers connected to the Pennsylvania Railroad. Bridging Newark Bay proved difficult. The LVRR first attempted to obtain a right of way at Greenville, but the Pennsylvania Railroad checkmated them by purchasing most of the properties needed. Then the CNJ opposed the LVRR's attempt to cross its line at Caven Point. Finally after settling the legal issues, the Newark Bay was bridged in 1892 by the Jersey City, Newark and Western Railway and connected to the National Docks Railway, which was partly owned by the LVRR and which reached the LVRR's terminal.

In 1895, the LVRR constructed the Greenville and Hudson Railway parallel with the national docks in order to relieve congestion and have a wholly-owned route into Jersey City. Finally in 1900, the LVRR purchased the National Docks Railway outright.

The 1890s began with the completion of its terminals in Buffalo and Jersey City, and the establishment of a trunk line across New York state, the company soon became entangled in costly business dealings which ultimately led to the Packer family's loss of control.

The coal trade was always the backbone of the business but was subject to boom and bust as competition and production increased and the economy cycled. The coal railroads had begun in 1873 to form pools to regulate production and set quotas for each railroad. By controlling supply, the coal combination attempted to keep prices and profits high. Several combinations occurred, but each fell apart as one road or another abrogated its agreement. The first such combination occurred in 1873, followed by others in 1878, 1884, and 1886. Customers naturally resented the actions of the cartel, and since coal was critical to commerce, Congress intervened in 1887 with the Interstate Commerce Act that forbade the roads from joining into such pools. Although the roads effectively ignored the Act and their sales agents continued to meet and set prices, the agreements were never effective for long.

In 1892, the Reading Railroad thought it had a solution. Instead of attempting to maintain agreements among the coal railroads, it would purchase or lease the major lines and bring them into a monopoly. It leased the CNJ and the LVRR, purchased the railroads' coal companies and arranged for the Delaware, Lackawanna and Western Railroad to cooperate with the combination, thereby controlling 70% of the trade. Unfortunately, it overreached and in 1893 was unable to meet its obligations. Its bankruptcy resulted in economic chaos, bringing on the financial panic of 1893 and forcing the LVRR to break the lease and resume its own operations, leaving it unable to pay dividends on its stock until 1904. The economic depression following 1893 was harsh, and by 1897 the LVRR was in dire need of support. The banking giant J. P. Morgan stepped in to refinance the LVRR debt and obtained control of the railroad in the process. Ousting President Elisha P. Wilbur and several directors in 1897, the Morgan company installed W. Alfred Walter as president and seated its own directors. In 1901, Morgan arranged to have the Packer Estate's holdings purchased jointly by the Erie, the Pennsylvania, the Lake Shore and Michigan Southern Railway, the DL&W and the CNJ, all companies in which Morgan had interests. Newly elected president Eben B. Thomas, formerly of the Erie, and his board of directors represented the combined interests of those railroads.

A final attempt to establish a coal cartel took place in 1904 with the formation of the Temple Iron Company. Prior to that time, the Temple Iron Company was a small concern that happened to have a broad charter allowing it to act as a holding company. The Reading, now out of receivership, purchased the company and brought the other coal railroads into the partnership, with the Reading owning 30%, the LVRR 23%, the Delaware, Lackawanna and Western 20%, CNJ 17%, Erie 6%, and New York, Susquehanna and Western 4 percent. The purpose of the Temple Iron Company was to lock-up independent coal production and control the supply. Congress reacted with the 1906 Hepburn Act, which among other things forbade railroads from owning the commodities that they transported. A long series of antitrust investigations and lawsuits resulted, culminating in a 1911 Supreme Court decision that forced the LVRR to divest itself of the coal companies it had held since 1868. The LVRR shareholders received shares of the now independent Lehigh Valley Coal Company, but the railroad no longer had management control of the production, contracts, and sales of its largest customer.

In 1896, the very early film Black Diamond Express was produced by Thomas A. Edison's company Kinetoscope. The train arrives from far away and passes the camera, while workers are waving their handkerchiefs.

20th century
Grain tonnage was increasing and the company transported large quantities from Buffalo to Philadelphia and other Eastern markets. Also, in 1914 the Panama Canal was completed, and the LVRR gained an important new market with ores shipped from South America to the Bethlehem Steel company. In order to handle the additional new ocean traffic, the LVRR created a large new pier at Constable Hook, which opened in 1915, and a new terminal at Claremont which opened in 1923.

It also built a passenger terminal in Buffalo in 1915. Since 1896 the LVRR had run an important and prestigious express train named the "Black Diamond" which carried passengers to the Finger Lakes and Buffalo. Additional passenger trains ran from Philadelphia to Scranton and westward. From the beginning, the LVRR's New York City passengers had used the Pennsylvania Railroad's terminal and ferry at Jersey City, but in 1913 the PRR terminated that agreement, so the LVRR contracted with the CNJ for use of its terminal and ferry, which was expanded to handle the increased number of passengers. The railroad also published a monthly magazine promoting travel on the train called the "Black Diamond Express Monthly".

In the war years 1914 to 1918, the Lehigh handled war materials and explosives at its Black Tom island facility, which had been obtained along with the National Docks Railroad in 1900. In 1916, a horrendous explosion occurred at the facility, destroying ships and buildings, and breaking windows in Manhattan. At first the incident was considered an accident; a long investigation eventually concluded that the explosion was an act of German sabotage, for which reparations were finally paid in 1979.

After the U.S. entered World War I, the railroads were nationalized in order to prevent strikes and interruptions. The United States Railroad Administration controlled the railroad from 1918 to 1920, at which time control was transferred back to the private companies. Although the heavy wartime traffic had left the railroad's plant and equipment in need of repair, the damage was partly offset by new equipment that had been purchased by the government.

In 1920, the LVRR sold its lake line company, the Lehigh Valley Transportation Line, to private interests due to new federal legislation which stopped the practice of railroads owning lake lines.

Throughout the 1920s the railroad remained in the hands of the Morgan / Drexel banking firm, but in 1928 an attempt was made to wrest control from it. In 1927, Leonor Fresnel Loree, president of the Delaware and Hudson Railroad, had a vision for a new fifth trunk line between the East and West, consisting of the Wabash Railroad, the Buffalo, Rochester and Pittsburgh Railway, and the LVRR. Through bonds issued by the D&H, he obtained 30% of the LVRR stock, and won the support of nearly half the stockholders. In 1928, he attempted to seat a new president and board. A massive proxy fight ensued, with existing President Edward Eugene Loomis narrowly retaining his position with the support of Edward T. Stotesbury of J. P. Morgan.

Following the defeat of its plan, the D&H sold its stock to the Pennsylvania Railroad. In the following years, the Pennsylvania quietly obtained more stock, both directly and through railroads it controlled, primarily the Wabash. By 1931, the PRR controlled 51% of the LVRR stock. Following Loomis' death in 1937, the presidency went to Loomis' assistant Duncan J. Kerr, but in 1940 he was replaced by Albert N. Williams, and the road came under the influence of the PRR. In 1941, the Pennsylvania placed its shares in a voting trust after reaching an agreement with the New York Central regarding the PRR's purchase of the Wabash.

Following the Great Depression, the railroad had a few periods of prosperity, but was clearly in a slow decline. Passengers preferred the convenience of automobiles to trains, and airlines much later provided faster long-distance travel than trains. Oil and gas were supplanting coal as the fuel of choice. The Depression had been difficult for all the railroads, and Congress recognized that bankruptcy laws needed revision. The Chandler Acts of 1938-9 provided a new form of relief for railroads, allowing them to restructure their debt while continuing to operate. The LVRR was approved for such a restructuring in 1940 when several large mortgage loans were due. The restructuring allowed the LVRR to extend the maturity of its mortgages, but it needed to repeat the process in 1950. The terms of the restructurings precluded dividend payments until 1953, when LVRR common stock paid the first dividend since 1931. In 1957, the LVRR again stopped dividends.

In 1944, the LVRR's gross revenues came close to $100,000,000 which was a milestone for the railroad.

In the 1950s, the passage of the Federal-Aid Highway Act in 1956, better known as the Interstate Highway Act, and the opening of the Saint Lawrence Seaway in 1959, proved harmful to Lehigh Valley Railroad and the rest of the nation's rail industry. Interstate highways helped the trucking industry offer door-to-door service, and the St. Lawrence Seaway allowed grain shipments to bypass the railways and go directly to overseas markets. By the 1960s, railroads in the East were struggling to survive. The Pennsylvania Railroad in 1962 requested ICC authorization to acquire complete control of the LVRR through a swap of PRR stock for LVRR and elimination of the voting trust that had been in place since 1941. It managed to acquire more than 85% of all outstanding shares, and from that time the LVRR was little more than a division of the PRR. The Pennsylvania merged with the New York Central in 1968, but the Penn Central failed in 1970, causing a cascade of railroad failures throughout the East.

On June 21, 1970, Penn Central declared bankruptcy and sought bankruptcy protection. As a result, the PC was relieved of its obligation to pay fees to various Northeastern railroads—the Lehigh Valley included—for the use of their railcars and other operations. Conversely, the other railroads' obligations to pay those fees to the Penn Central were not waived. This imbalance in payments would prove fatal to the financially-frail Lehigh Valley, and it declared bankruptcy just over one month after the Penn Central, on July 24, 1970.

The Lehigh Valley Railroad remained in operation during the 1970 bankruptcy, as was the common practice of the time. In 1972, the Lehigh Valley Railroad assumed the remaining Pennsylvania trackage of the Central Railroad of New Jersey, a competing anthracite railroad which had entered bankruptcy as well. The two roads had entered a shared trackage agreement in this area in 1965 to reduce costs, as both had parallel routes from Wilkes-Barre virtually all the way to metropolitan New York, often on adjoining grades through Pennsylvania.

In the years leading to 1973, the freight railroad system in the northeast of the U.S. was collapsing. Although government-funded Amtrak took over intercity passenger service on May 1, 1971, railroad companies continued to lose money due to extensive government regulations, expensive and excessive labor cost, competition from other transportation modes, declining industrial business and other factors; the Lehigh Valley Railroad was one of them.

Hurricane Agnes in 1972 damaged the rundown Northeast railway network, which put the solvency of other railroads including the LVRR in danger; the somewhat more solvent Erie Lackawanna Railway (EL) was also damaged by Hurricane Agnes.

In 1973, the United States Congress acted to create a bill to nationalize all bankrupt railroads which included the LV. The Association of American Railroads, which opposed nationalization, submitted an alternate proposal for a government-funded private company. President Richard Nixon signed the Regional Rail Reorganization Act of 1973 into law. The "3R Act," as it was called, provided interim funding to the bankrupt railroads and defined a new "Consolidated Rail Corporation" under the AAR's plan.

On April 1, 1976, the LVRR, including its main line, was merged into the U.S. government's Consolidated Rail Corporation (Conrail) ending 130 years of existence and 121 years of operation of the LVRR.

Conrail Ownership
On April 1, 1976, major portions of the assets of the bankrupt Lehigh Valley Railroad were acquired by Conrail.

This primarily consisted of the main line and related branches from Van Etten Junction (north of Sayre, Pennsylvania) to Oak Island Yard, the Ithaca branch from Van Etten Junction to Ithaca, New York, connecting to the Cayuga Lake line and on to the Milliken power station in Lake Ridge, New York (closed on August 29, 2019) and the Cargill salt mine just south of Auburn, and small segments in Geneva, New York(from Geneva to the Seneca Army Depot in Kendaia), Batavia, New York, Auburn, New York, and Cortland, New York. A long segment west from Van Etten Junction to Buffalo was included in the Conrail takeover, but was mostly torn-up not long afterward. A segment from Geneva to Victor, New York, later cut back to Shortsville, New York, to Victor, remained with the Lehigh Valley Estate under subsidized Conrail operation. The Shortsville to Victor segment became the Ontario Central Railroad in 1979 (the Ontario Central became part of the Finger Lakes Railway in October 2007 ).

Most of the rail equipment went to Conrail as well, but 24 locomotives (units GP38-2 314-325 and C420 404–415) went to the Delaware & Hudson instead. The remainder of the assets were disposed of by the estate until it was folded into the non-railroad Penn Central Corporation in the early 1980s.

The route across Pennsylvania, New Jersey, and Oak Island Yard remains important to the Norfolk Southern Railway and CSX Transportation today, the only two Class 1 railroads that are based in the Eastern United States. This route became important to Conrail as an alternate route to avoid Amtrak's former PRR/PC Northeast Corridor electrified route. Today, this route continues as two lines, one that is considered the original line that served as the main line for the Lehigh Valley Railroad and the other that is considered a new line that was once part of the original line that served as the main line for the Lehigh Valley Railroad. The original line retains its original route when it was first constructed and is served by Norfolk Southern Railway. The new line is also served by Norfolk Southern Railway, but it is served together with CSX Transportation in a joint ownership company called Conrail Shared Assets Operations. Most of the other remaining Lehigh Valley track serves as branch lines, or has been sold to short line and regional operators.

These operators include:
 * Finger Lakes Railway/Ontario Central Railroad
 * Genesee Valley Transportation Company (Depew, Lancaster & Western)
 * Livonia, Avon and Lakeville Railroad
 * New York, Susquehanna and Western Railway
 * Reading Blue Mountain and Northern Railroad

The Lehigh Line
The Lehigh Line was the Lehigh Valley Railroad's first rail line and served as the main line. It was opened on June 11, 1855, between Easton, Pennsylvania, and Allentown, Pennsylvania, passing through Bethlehem, Pennsylvania. Three months later the line branched out to the northwest past Allentown to Jim Thorpe, Pennsylvania (then known as Mauch Chunk), on September 12, 1855. The line was later extended out to the northwest past Jim Thorpe to the Wilkes-Barre, Pennsylvania, area and later it reached the Buffalo, New York, area and past Easton all the way to Perth Amboy, New Jersey, and then switched direction to the northeast to Jersey City, New Jersey, later cut back to Newark, New Jersey.

During the early years, the line served as the body of the Lehigh Valley Railroad until the railroad either built, acquired, or merged other railroads into its system. During the majority of its ownership under the Lehigh Valley Railroad, the line was known as the Lehigh Valley Mainline, starting in the 1930s. The line and the rest of the Lehigh Valley Railroad was absorbed into Conrail in 1976 and was maintained as a main line into the New York City area.

The line became known as the Lehigh Line during Conrail ownership. Conrail integrated former CNJ main line leased trackage into the line and kept the line in continuous operation (since 1855); however, it downsized the line in the northwest from the Buffalo area of New York State: first to Sayre Yard in Sayre, Pennsylvania; then to Mehoopany, Pennsylvania; and finally to Penn Haven Junction in Lehigh Township, Carbon County, Pennsylvania. The line's being downsized three times created two new rail lines: the Lehigh Secondary and the Lehigh Division, which was later sold to the Reading Blue Mountain and Northern Railroad (RBMN) in 1996; the RBMN would later cut back the Lehigh Division from Mehoopany to Dupont, Pennsylvania. The tracks from Dupont to Mehoopany became a new rail line called the Susquehanna Branch.

In 1999, the Norfolk Southern Railway which is owned by the Norfolk Southern Corporation acquired the Lehigh Line in the Conrail split with CSX Transportation but the tracks from Manville, New Jersey, to Newark, New Jersey, were kept with Conrail in order for both Norfolk Southern and CSX to have equal competition in the Northeast. The existing tracks from Manville to Newark became a new rail line and Norfolk Southern along with CSX own it under a joint venture. However, for historical purposes, the part from Manville to Newark is considered a new rail line and the Norfolk Southern part is considered the original line. Now under ownership of the Norfolk Southern Railway, the Lehigh Line's route is now from Port Reading Junction in Manville, New Jersey, to Penn Haven Junction in Lehigh Township, Pennsylvania. This is currently the last time the line has been downsized.

Current operations
The Lehigh Line still exists and still serves as a major freight railroad line that operates in New Jersey and Pennsylvania. The line is still owned and operated by the Norfolk Southern Railway and the line still runs from Port Reading Junction in Manville, New Jersey, to Penn Haven Junction in Lehigh Township, Pennsylvania. The line connects with Conrail Shared Assets Operations's Lehigh Line, the new rail line, and CSX Transportation's Trenton Subdivision at Port Reading Junction in Manville, New Jersey, and connects with the Reading Blue Mountain and Northern Railroad's Reading Division at Packerton, Pennsylvania, and Reading Blue Mountain and Northern Railroad's Lehigh Division, originally M&H Junction, in Lehighton.

The line makes notable connections with other Norfolk Southern lines such as the Reading Line and independent shortline railroads.

At Three Bridges, New Jersey, in Readington Township, the line interchanges with Black River and Western Railroad. At Phillipsburg, New Jersey, the line interchanges with its New Jersey side branch line, the Washington Secondary and the Belvidere and Delaware River Railway which also passes over the Belvidere and Delaware River after that. Across the river in Easton, Pennsylvania, the line interchanges with its Pennsylvania side branch line, the Portland Secondary, which extends from Easton to Portland, Pennsylvania, connecting to the Stroudsburg Secondary, which was originally part of the Lackawanna Old Road (or simply Old Road); the Stroudsburg Secondary goes under the Lackawanna Cut-Off and connects with the Delaware-Lackawanna Railroad.

The line hosts approximately twenty-five trains per day, with traffic peaking at the end of the week. East of the junction with the Reading Line in Allentown and in Bethlehem, the line serves as Norfolk Southern's main corridor in and out of the Port of New York and New Jersey, and the New York Metro Area at large, as Norfolk Southern doesn't currently use the eastern half of its Southern Tier Line, which follows the Delaware River from Port Jervis north to Binghamton, New York, and which is now (2022) operated by the Central New York Railroad. The line is part of Norfolk Southern's Harrisburg Division and it is part of Norfolk Southern's Crescent Corridor, a railroad corridor. It passes through the approximately 5,000-foot Pattenburg Tunnel in West Portal, New Jersey, along its route. Most of the traffic along the line consists of intermodal and general merchandise trains going to yards such as Oak Island Yard in Newark, New Jersey, and Croxton Yard in Jersey City.

The first locomotive purchased by the LVRR was the "Delaware", a wood-burning 4-4-0 built by Richard Norris & Sons of Philadelphia in 1855. It was followed by the "Catasauqua" 4-4-0 and "Lehigh" 4-6-0, which were also Norris & Sons engines. In 1856, the "E. A. Packer" 4-4-0 was purchased from William Mason of Taunton, Massachusetts. Subsequently, the LVRR favored engines from Baldwin Locomotive Works and William Mason, but tried many other designs as it experimented with motive power that could handle the line's heavy grades.

 * In 1866, Master Mechanic Alexander Mitchell designed the "Consolidation" 2-8-0 locomotive, built by Baldwin, which was to become a standard freight locomotive throughout the world. 2-8-0 pattern provided the traction needed for hauling heavy freight, but had a short enough wheelbase to manage curves.
 * 1945: The first Lehigh Valley Railroad mainline diesels arrive in the form of EMD FT locomotives.
 * 1948: ALCO PA passenger diesels replace steam on all passenger runs.
 * 1951: September 14: Last day of steam on the Lehigh Valley Railroad as Mikado 432 drops her fire in Delano, Pennsylvania.

Passenger operations
The LVRR operated several named trains in the post-World War II era. Among them:
 * No. 11 The Star
 * No. 4 The Major
 * No. 7/8 The Maple Leaf
 * No. 9/10 The Black Diamond
 * No. 23/24 The Lehighton Express
 * No. 25/26 The Asa Packer, named for the LVRR's best-known president
 * No. 28/29 The John Wilkes

The primary passenger motive power for the LVRR in the diesel era was the ALCO PA-1 car body diesel-electric locomotive, of which the LVRR had fourteen. These locomotives were also used in freight service during and after the era of LVRR passenger service. A pair of ALCO FA-2 FB-2 car body diesel-electric locomotives were also purchased to augment the PAs when necessary. These were FAs with steam generators, but they were not designated as FPA-2 units.

Due to declining passenger patronage, the Lehigh Valley successfully petitioned the Interstate Commerce Commission to terminate all passenger service. This took effect on February 4, 1961. The Maple Leaf and the John Wilkes were the last operating long-distance trains, terminated that day. The only daylight New York-Buffalo train, the "Black Diamond", was discontinued in 1959. Budd Rail Diesel Car service would continue on a branch line (Lehighton-Hazleton) for an additional four days. The majority of passenger equipment is believed to have been scrapped some time after February 1961. Most serviceable equipment not retained for company service was sold to other roads.

title: Lehigh Valley Railroad


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Beige

Beige is variously described as a pale sandy fawn color, a grayish tan, a light-grayish yellowish brown, or a pale to grayish yellow. It takes its name from French, where the word originally meant natural wool that has been neither bleached nor dyed, hence also the color of natural wool. A more than 300 year old antecessor of the word "beige" can be found in the surname of Louis de Béchameil and the French name for Béchamel sauce.

The word "beige" has come to be used to describe a variety of light tints chosen for their neutral or pale warm appearance.

Beige began to commonly be used as a term for a color in France beginning approximately 1855–60; the writer Edmond de Goncourt used it in the novel La Fille Elisa in 1877. The first recorded use of beige as a color name in English was in 1887.

Beige is notoriously difficult to produce in traditional offset CMYK printing because of the low levels of inks used on each plate; often it will print in purple or green and vary within a print run.

Beige is also a popular color in clothing, such as for men’s trousers, as well as for interior design.

Cosmic latte
Cosmic latte is a name assigned in 2002 to the average color of the universe (derived from a sampling of the electromagnetic radiation from 200,000 galaxies), given by a team of astronomers from Johns Hopkins University.

Cream
Cream is the color of the cream produced by cattle grazing on natural pasture with plants rich in yellow carotenoid pigments, some of which are incorporated into the cream, to give a yellow tone to white. The first recorded use of cream as a color name in English was in 1590.

Unbleached silk
Unbleached silk is one of the Japanese traditional colors in use since beginning in 660 CE in the form of various dyes that are used in designing kimonos. The name of this color in Japanese is shironeri.

Tuscan
The first recorded use of Tuscan as a color name in English was in 1887.

Buff
Buff is a pale yellow-brown color that got its name from the color of buffed leather. According to the Oxford English Dictionary, buff as a descriptor of a color was first used in the London Gazette of 1686, describing a uniform to be "A Red Coat with a Buff-colour'd lining".

Desert sand
The color desert sand may be regarded as a deep shade of beige. It is a pale tint of a color called desert. The color name "desert" was first used in 1920.

In the 1960s, the American Telephone & Telegraph Company (AT&T) marketed desert sand–colored telephones for offices and homes. However, they described the color as "beige". It is therefore common for many people to refer to the color desert sand as "beige".

Ecru
Originally in the 19th century and up to at least 1930, the color ecru meant exactly the same color as beige (i.e. the pale cream color shown above as beige), and the word is often used to refer to such fabrics as silk and linen in their unbleached state. Ecru comes from the French word écru, which means literally "raw" or "unbleached".

Since at least the 1950s, however, the color ecru has been regarded as a different color from beige, presumably in order to allow interior designers a wider palette of colors to choose from.

Khaki
Khaki was designated in the 1930 book A Dictionary of Color, the standard for color nomenclature before the introduction of computers.

The first recorded use of khaki as a color name in English was in 1848.

French beige
The first recorded use of French beige as a color name in English was in 1927.

The normalized color coordinates for French beige are identical to café au lait and Tuscan tan, which were first recorded as color names in English in 1839 and 1926, respectively.

Mode beige
Mode beige is a very dark shade of beige.

The first recorded use of mode beige as a color name in English was in 1928.

The normalized color coordinates for mode beige are identical to the color names drab, sand dune, and bistre brown, which were first recorded as color names in English, respectively, in 1686, 1925, and 1930.

In nature
Fish Mammal
 * Beige catshark
 * Beige rabbit

Metaphor
Beige is sometimes used as a metaphor for something which is bland, boring or conventional-for instance the band Coldplay. In this sense, it is used in contradistinction to more vibrant and exciting (or more individual) colors.

title: Beige


text:
Fatou (album)

Fatou is the debut album from Malian musician Fatoumata Diawara. Uncut placed the album at number 34 on its list of "Top 50 albums of 2011", The Sunday Times named it number 1 world music album in the 2011 end of year polls and WMCE voted it 2011 album of the year.

Background
The album was recorded following a successful acting career and tours as a backing singer with Diawara's mentor Oumou Sangaré, who brought her to the attention of World Circuit Records and to whom the song, "Makoun Oumou" is dedicated. Sung in the Malian language Wassoulou and backing herself on guitar, Diawara explores themes of war, abandonment of children and female circumcision (Boloko) supported by contributions from West African virtuosi Tony Allen (drums) and Toumani Diabaté (kora) as well as Led Zeppelin bassist John Paul Jones.

Personnel
Other credits Technical
 * Fatoumata Diawara – vocals, guitar (all tracks except 2), shaker (tracks 1, 4–6, 11) , calabash (track 1) , udu (track 5)
 * Alioune Wade – bass guitar (tracks 1, 10, 12)
 * Hilaire Penda – bass guitar (tracks 3, 5, 9, 11)
 * John Paul Jones – bass guitar (track 6)
 * Sola Akingbola – congas (tracks 4, 8, 9)
 * Jon Grandcamp – drums (tracks 4, 10, 12)
 * Sebastian Rochford – drums (tracks 2, 3, 5, 11)
 * Tony Allen – drums (track 9)
 * Moh! Kouyaté – electric guitar (tracks 3, 4, 6, 9, 11)
 * Guimba Kouyaté – guitar (tracks 2, 10, 12), ngoni (tracks 5, 6, 11)
 * Ousmane Keita – ngoni (track 1)
 * Boris Persikoff – keyboards (track 1)
 * Madou Kone – calabash (track 4)
 * Toumani Diabaté – kora (track 10)
 * Fatoumata Diawara, Nick Gold – production
 * Guy Davie – mastering
 * Bernie Grundman, Jerry Boys, Tom Leader, Tony Cousins – additional mastering
 * Marc Loisel – recording
 * Boris Persikoff, Christophe Marais, Lucas Chauviere – additional recording
 * Dan Ingall – engineering

title: Fatou (album)