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Coffee cabinet

A coffee cabinet is an ice cream-based milkshake found almost exclusively in Rhode Island consisting of coffee ice cream, coffee syrup, and milk. The ingredients are mixed in a drink blender or milkshake blender.

Among the famous Rhode Island creameries which serve them are Delekta Pharmacy in Warren, and the Original Vanilla Bean in South Kingstown. Newport Creamery, a chain of family restaurants found almost exclusively in Rhode Island, serve a variation of cabinets made with ice milk under the brand name "Awful Awful". A cabinet is often referred to elsewhere in New England as a frappe.

The earliest known reference to the Coffee Cabinet was published in The Spatula in 1903: "A drink that has become the most popular is 'Coffee Cabinet,' consisting of coffee syrup, egg, plain cream, ice cream, and shaved ice, thoroughly shaken. The coarse stream of soda is drawn and the drink is strained. This has often been called a meal in itself."

As with downcity, the etymology of this term is unknown. One common, but unsubstantiated, explanation is that the soda jerk or pharmacist kept the coffee syrup in one of the polished wooden cabinets behind the counter. It has also been theorized by some that the name was a variation on a drink known as the Royal Cabinet, an egg cream first popularized in Chicago.

title: Coffee cabinet


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Edward Onslow Ford

Edward Onslow Ford (27 July 1852 – 23 December 1901) was an English sculptor. Much of Ford's early success came with portrait heads or busts. These were considered extremely refined, showing his subjects at their best and led to him receiving a number of commissions for public monuments and statues, both in Britain and overseas. Ford also produced a number of bronze statuettes of free-standing figures loosely drawn from mythology or of allegorical subjects. These 'ideal' figures became characteristic of the New Sculpture movement that developed in Britain from about 1880 and of which Ford was a leading exponent.

Early life
Ford was born at Islington in north London, the son of businessman Edward Ford and Martha Lydia Gardner. His family moved to Blackheath while he was still a child. After he had spent some time at Blackheath Proprietary School, he went to Antwerp to study painting at Royal Academy of Fine Arts there during 1870 and 1871. Ford then studied under Michael Wagmüller in Munich until 1874, during which time he shared a studio with the sculptor Edwin Roscoe Mullins. Before leaving Munich, Ford married a fellow student Anne Gwendoline, the third daughter of Baron Frans von Kreusser, in 1873.

Portrait work
On returning to England around 1874, Ford settled at Blackheath and established a studio concentrating on portrait sculptures. In 1875, he submitted a portrait bust he had sculpted of his wife to the Royal Academy Summer Exhibition in London. From 1875 to 1884 Ford exhibited portrait sculptures each year at the Academy.

Much of Ford's early success came in portraiture. His portrait busts are extremely refined and show his subjects at their best. He sculpted many portrait busts which are noted for their tasteful conception, delicate modelling, and verisimilitude. The best, perhaps, are the heads of John Everett Millais, Thomas Huxley, Herbert Spencer, Sir WQ Orchardson, Matthew Ridley Corbet, the duke of Norfolk, Briton Rivière, Sir Lawrence Alma-Tadema, Sir Walter Armstrong, Sir Hubert von Herkomer, Arthur Hacker (1894), and M. Dagnan-Bouveret. Those in bronze of his fellow-artist Arthur Hacker (1894) and of the politician Arthur Balfour are striking likenesses, as is the marble statue of Sir Frederick Bramwell for the Royal Institution.

In 1881 Ford moved his studio operation to Sydney Mews, among a block of studios off the Fulham Road. Alfred Gilbert had a neighbouring studio and together they worked on a number of experimental techniques, notably in lost wax casting which Ford would use throughout his career.

Exhibition pieces
In 1885 Ford exhibited a full-size bronze male nude, Linus at the Royal Academy and the following year exhibited Folly there, the first in an extended series of bronze statuettes of adolescent girls in poses loosely derived from mythology or allegorical themes. Folly was acquired by the Trusties of the Chantrey Fund for the Tate in 1886 and Ford's subsequent variations on the subject, including Peace (1887), The Singer (1889), Applause (1893) and Echo (1895) were also widely praised. These works, termed 'ideal figures', came to be regarded by art critics as among the defining works of the New Sculpture movement that had developed in Britain from about 1880 onwards as a reaction to the blandness of much other Victorian sculpture.

The modest scale of these works by Ford indicate they were not intended for grand country houses but rather for smaller domestic settings and, like other New Sculpture artists, Ford supported the commercial production of bronze statuettes and smaller copies of his work for the home market with Peace and other works by him becoming popular reproductions. Another characteristic of New Sculpture which Ford embraced was the use of polychromatic materials. For example, Applause has coloured resins with semi-precious stones and elements in silver, while The Singer uses copper and brass strips.

The Singer and 'Applause were both originally on lotus-shaped pedestals, share the use of Egyptian motifs and iconography and are related by subject matter. Although created four years apart, Ford clearly considered the two works a pair and they each appear in several portraits of him, indicating both their significance to him personally and their place as his most widely exhibited works. The two were only exhibited together once, at the Paris International Exhibition of 1900, during Ford's lifetime but since 2008 both have been in the Tate collection in London.

Public monuments
Alongside his portrait work, Ford received his first public commission in 1881 for the statue of Rowland Hill now at King Edward Street in London. Other notable commissions included Irving as Hamlet (1883) depicting Henry Irving, found in the Guildhall Art Gallery and the Shelley Memorial in University College, Oxford (1892). The standing statue of William Ewart Gladstone, 1894, for the City Liberal Club, London, is regarded as one of Ford's best portrait works.

A number of Ford's monumental commissions celebrate the British Empire, either by promoting imperial values or as memorials to military figures. A memorial statue by Ford from 1890, depicting General Gordon on a camel, stands at Brompton Barracks, Chatham, the home of the Royal School of Military Engineering. A second cast of the statue was installed in Khartoum from 1904 until 1958 when, shortly after Sudan achieved its independence, the statue was removed and relocated to Gordon's School at Woking in Surrey during 1959. Ford oversaw the production of small copies in bronze of the complete Gordon figure and of the camel alone for the domestic retail market. The full-size statue was exhibited in the Egyptian Hall of The Crystal Palace in south London for a time and a statuette of the camel was shown at the Arts and Crafts Exhibition Society in 1889. Ford's 1895 equestrian statue of the army officer Lord Strathnairn, originally erected at Knightsbridge, was cast in gun-metal presented by the Indian government. He created a silver equestrian statuette, commissioned by the family, of Frederick Roberts, who was killed in action at the Battle of Colenso in the Second Boer War.

Ford received several commissions for monuments in India. These included the 1898 statue of the Maharaja of Mysore, Chamarajendra Wadiyar X in full state regalia, installed in the Lal Bagh botanical garden in Bangalore, the 1899 seated statue of Maharaja Lakshmeshwar Singh Bahadur of Darbhanga in Kolkata and two full-size statues representing Dance and Music which were commissioned by the Maharajah of Durbhanga, Lachmeswar Singh Bahadur.

Completed sometime during 1890, Ford's memorial to Percy Bysshe Shelly was commissioned by Lady Shelley, the widow of the poets' son, Sir Percy Shelley, 3rd Baronet, for the Protestant Cemetery in Rome but was deemed too large for the intended location and eventually installed at University College, Oxford. With the intended cemetery location in mind, Ford designed the monument with a tall and elaborate base in bronze and coloured marble featuring a mourning figure and winged lions supporting a marble figure of the drowned Shelley. The work was shown at the Royal Academy in 1891, to considerable praise, before being installed at Oxford.

For Queen Victoria's Diamond Jubilee in 1897, Ford was commissioned to create a monumental statue of the Queen for Manchester. The work was not completed until after her death and received poor reviews when exhibited, indoors, at the Royal Academy in May 1901 but was greatly praised when unveiled in a more appropriate external setting in Manchester later the same year. Victoria sat for Ford a number of times for the Manchester monument. At her request, those studies became the basis of several portrait busts of the queen by Ford, in both marble and bronze, which she used as gifts. Ford delivered the last of these early in January 1901, weeks before she died. He subsequently produced a number of small-scale copies, in bronze, of the work which is considered a sensitive and sympathetic study of the elderly Victoria and the last sculptured likeness of her for which she sat.

Ford was a founding member of the Art Workers Guild in 1884 and became president of the Guild in 1885. He was elected an Associate Member of the Royal Academy in 1888 and became a full Academician in 1895.

Death and legacy
Around 1900, following an extended period of over-work and stress from financial worries, Ford developed heart disease but continued working at pace and died suddenly at his home in St John's Wood on 23 December 1901. Ford's obituary in The Sketch, dated 1 January 1902, states that he died of pneumonia exacerbated by a weak heart. However the suddenness of his death, and his debt issues, led to some speculation about suicide. He was survived by his mother, his wife, four sons, and a daughter. Two of his sons had worked with Ford in his studio and they completed some of his unfinished works, most notably the marble sculpture, Snowdrift. His salt cellar, in silver, ivory, marble and lapis lazuli, of St George and the Dragon was completed by John Seymour Lucas.

A monument was erected to Ford's memory which was designed by the architect J W Simpson and sculpted by Ford's former studio assistant Andrea Carlo Lucchesi in St John's Wood, near his home. The monument comprises a stone pillar with a bronze seated figure in mourning at the front, based on Ford's statue The Muse of Poetry, and a wreathed bust of Ford at rear.

The Henry Moore Foundation in Leeds holds an archive of Ford's papers and correspondence. The Fine Art Society held a memorial exhibition for Ford in 1905, from which the Victoria and Albert Museum in London purchased a, unfinished, bronze titled Fate. Several other national collections in Britain hold examples of Ford's work, notably the Tate, the National Portrait Gallery in London, the Lady Lever Art Gallery on Merseyside and the Walker Art Gallery in Liverpool.

Other works

 * Processional cross for Saint Matthew's Church, Sheffield
 * The Resurrection of Christ, c. 1889-1893, Saint Albans Cathedral
 * Monument to Benjamin Jowett, 1897, Balliol College, Oxford
 * Marble pulpit with bronze panels, c. 1888, St Mary-le-More, Wallingford
 * Statue on pedestal of Chamarajendra Wadiyar X, the Maharaja of Mysore, 1898, Lal Bagh, Bangalore
 * Bronze statue on pedestal of James Davidson Gordon, c. 1884, Gordon Park, Mysore
 * A Bacchante bronze on a black stone base,1899, in Aberdeen Archives Art Gallery and Museum collection

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

title: Edward Onslow Ford


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InterCity (British Rail)

InterCity (or, in the earliest days, the hyphenated Inter-City) was a brand name introduced by British Rail in 1966 for its long-haul express passenger services (see British Rail brand names for a full history).

In 1982, the British Railways Board divided its operations into a number of sectors (sectorisation). The sector responsible for long-distance express trains assumed the brand-name InterCity, although many routes that were previously operated as InterCity services were assigned to other sectors (e.g. London to King's Lynn services were transferred to the commuter sector Network SouthEast).

Etymology
InterCity derives from the prepositional of the between with City giving rise to meaning between cities.

The Inter-City train
British Rail first used the term Inter-City in 1950 as the name of a train running between London Paddington and Wolverhampton Low Level. This was part of an overall policy of introducing new train names in the post World War II period.

The name was applied to the business express which ran from London in the morning and returned in the afternoon, and became part of the railway lore of the West Midlands. West Midlands residents always believed that it was the success of this one train that led to the adoption of the name as a British Rail brand in 1966. This belief was supported by the timeline: in 1966 The Inter-City was heading towards its ultimate demise in 1967, when the mainline London-West Midlands service was consolidated into the newly electrified route via Rugby.

InterCity brand
British Rail introduced the Inter-City brand for long haul passenger services in 1966.

Other brand users
The InterCity brand has also been adopted by countries in Europe.

InterCity Company
With sectorisation of British Rail in 1982 most long haul services became consolidated in the InterCity company which retained the brand. InterCity became profitable and one of Britain's top 150 companies, providing city centre to city centre travel across the nation from Aberdeen and Inverness in the north to Poole and Penzance in the south.

Divisions
InterCity had the following divisions:

Note: '' before 1974 services also ran from Nottingham to Glasgow.
 * East Coast: Services on the East Coast Main Line from London King's Cross to Yorkshire, North East England and eastern Scotland.
 * West Coast: Services on the West Coast Main Line from London Euston to the West Midlands, North Wales, North West England and southern Scotland, including overnight sleeper services to Scotland.
 * Midland: Services on the Midland Main Line from London St Pancras to the East Midlands and South Yorkshire.
 * Great Western: Services on the Great Western Main Line from London Paddington to South Wales and the West Country, including overnight sleeper services to the West Country.
 * Great Eastern: Services on the Great Eastern Main Line from London Liverpool Street to Essex and East Anglia.
 * Cross-Country: Services between city pairs that used a combination of the various main lines, but usually avoided Greater London; many of these served the Cross-Country Route.
 * Gatwick Express: Shuttle service between London Victoria and Gatwick Airport.
 * Motorail: long-distance services that carried passengers and their cars. Later it was grouped under the wider InterCity sector.
 * Inter-city Sleepers: Night Train service between London Euston to Scotland (along the WCML), London Kings Cross to Scotland (along the ECML) (pre 1986) and London Paddington to Penzance

Operations
InterCity operated High Speed Trains (HST) under the brand-name InterCity 125, as well as InterCity 225s for the electric high-speed trains operated on the East Coast route. The "125" referred to the trains' top speed in miles per hour (mph), equivalent to 201 km/h, whereas "225" referred to the intended top speed in km/h (equivalent to 140 mph) and for signalling reasons their actual speed limit was the same 125 mph. InterCity 250 was the name given by InterCity to the proposed upgrade of the West Coast Main Line in the early 1990s. The existing trains operating on the West Coast were intended to be marketed under the brand InterCity 175, again referring to those trains' top operating speed of 110 mph, roughly equivalent to 175 km/h, although this idea was subsequently dropped.

All InterCity day services ran with a buffet car and the majority ran at speeds of 100 mph or above. If expresses on other sectors are included, there was a period in the early 1990s when British Rail operated more 100 mph services per day than any other country. Special discounted fares, including the Super Advance and the APEX, were available on InterCity if booked ahead.

Rolling stock
HST services were first introduced in 1976 on the Great Western Main Line from London Paddington to Bristol, Cardiff and Swansea. Formations consisted of 2 first-class, a Restaurant Buffet and 4 standard-class Mark 3 carriages with a Class 43 power car at each end.

East Coast – InterCity 125 HST services started in 1977: Typically 2 first-class, a Restaurant Kitchen, Buffet Standard and 4 standard-class British Rail Mark 3 carriages with a Class 43 power car at each end. These progressively replaced Class 55 "Deltics" which were finally withdrawn in 1981. Later, as catering needs changed, the Restaurant Kitchen was replaced by a fifth standard-class coach. InterCity 225: a Class 91 electric locomotive, nine Mark 4 coaches and a Driving Van Trailer (DVT) operating in push-pull mode; introduced in 1990, with electrification completed in 1991. This saw most of the HSTs transferred to Great Western, Midland and Cross-Country routes, but some remained for the runs to/from Aberdeen, Inverness and Hull.

West Coast – London Euston to Wolverhampton used Class 86 electric locomotives hauling Mark 2 carriages and operated at 100 mph. Euston to Glasgow services used Class 86, Class 87, and Class 90 locomotives hauling Mark 3 coaches and operated at 110 mph. Euston to Holyhead services used Class 47 hauled Mark 2s or HSTs. From 1988, West Coast trains operated in push-pull mode with a DVT at the London end of the train. Before DVTs were introduced, larger fleets of Classes 81–87 were used to haul the trains conventionally. Class 50s operated in pairs north of Preston until electrification was completed in 1974.

Midland – Class 45, 46 and 47 locomotives hauling Mark 1 and Mark 2 carriages. HSTs replaced the loco-hauled trains in the 1980s.

Great Western – InterCity 125s from new, which replaced Class 50s, which in turn, replaced Class 52s. Other services were also operated by Mark 2 carriages hauled by Class 47s and 50s; later these were transferred to Network SouthEast and replaced by Class 165 DMUs.

Great Eastern – Class 47 diesels hauled Mark 1 and Mark 2 carriages before electrification of the route in the mid-80s. Class 86 electrics were introduced to haul trains from Liverpool Street to Ipswich from 1985, with through electric trains reaching Norwich by 1987. Mark 2 Driving Brake Standard Opens were cascaded from Scotland in the early 90s, so that trains could operate in push-pull mode. Some routes transferred to Network SouthEast, leaving London-Norwich and the London-Harwich boat-train with InterCity.

Cross Country – Some routes were operated by InterCity 125s, but with only one first class carriage and standard class seats in the buffet car replaced the restaurant. Other routes saw Mark 2 carriages hauled by Class 47 diesel locomotives. Services operating north of Birmingham on the West Coast main line switched to electric traction using Class 86 and Class 90 locomotives. DVTs were not used.

Gatwick Express – Originally used dedicated Class 423 electric multiple units as part of the Southern Region. Prior to being transferred to InterCity, the service ran from London Victoria calling at Clapham Junction, East Croydon (sometimes via Redhill) and Gatwick Airport running via Haywards Heath to Brighton. The service was transferred to InterCity with Class 73 electro-diesel locomotives (electric third-rail current or diesel-powered) hauling Mark 2 coaches and a modified driving motor carriage were introduced in 1984 in push-pull mode. When InterCity took over, the service only served London Victoria and Gatwick Airport.

Sleepers – Originally consisted of Mark 2 or Mark 3 seating coaches with Mark 1 sleeper cars. Mark 3 sleeper cars replaced the Mark 1s in the early 1980s. DVTs were not used. The Night Riviera (Paddington-Penzance) was hauled by Class 47s while the Euston-Scotland sleepers were usually hauled by Class 86, 87 or 90 electric locomotives as far as Edinburgh and Glasgow. The sections north of Edinburgh were hauled by Class 37 or 47 diesel locomotives to/from Aberdeen and Inverness, while the section to/from Fort William was hauled by Class 37s. The London Euston to Stranraer Harbour service worked on the same basis with a change from electric to diesel at Carlisle. The service to Holyhead saw locomotive changes at Crewe.

Train formation
Formations of HST and push–pull train sets would always place the driving van at the London end of the train, then two or three first-class carriages, restaurant and buffet car, and 5 standard-class carriages; the locomotive would always be at the country end of the train. The only exception was the London to Norwich route. As Crown Point depot is to the south of Norwich station, the locomotives worked from the London end as this facilitated easier loco changing at Norwich if necessary. Operating trains in push-pull mode eliminated the requirement to attach locos at terminus stations in order to turn the trains around. This also saved maintenance costs and reduced the number of locomotives and carriages needed to operate the services.

Main destinations
East Coast Main Line: London Kings Cross, Stevenage, Peterborough, Grantham, Newark North Gate, Retford, Doncaster, Hull, Wakefield Westgate, Leeds, York, Northallerton, Darlington, Durham, Middlesbrough, Newcastle, Berwick-upon-Tweed, Dunbar, Edinburgh, Glasgow Central, Dundee, Perth, Aberdeen, Inverness.

West Coast Main Line: London Euston, Watford Junction, Bletchley, Milton Keynes Central (opened 1982), Rugby, Coventry, Birmingham International, Birmingham New Street, Wolverhampton, Stafford, Stoke-on-Trent, Crewe, Macclesfield, Wilmslow, Stockport, Manchester Piccadilly, Runcorn, Liverpool Lime Street, Chester, Llandudno Junction, Bangor, Holyhead, Warrington Bank Quay, Wigan North Western, Preston, Lancaster, Oxenholme, Carlisle, Motherwell, Glasgow Central.

Great Western Main Line: London Paddington, Reading, Didcot Parkway, Swindon, Bath Spa, Bristol Parkway, Bristol Temple Meads, Weston-super-Mare, Newport, Cardiff Central, Bridgend, Port Talbot Parkway, Neath, Swansea, Taunton, Tiverton Parkway, Exeter St David's, Newton Abbot, Paignton, Totnes, Plymouth, Bodmin Parkway, St Austell, Truro, Penzance.

Midland Main Line: London St Pancras, Luton, Bedford, Wellingborough, Kettering, Market Harborough, Leicester, Loughborough, Nottingham, Derby, Chesterfield, Sheffield, Leeds, York, Scarborough.

Cross Country Route: Penzance, Truro, St Austell, Plymouth, Totnes, Paignton, Torquay, Newton Abbot, Exeter St. David's, Taunton, Bristol Temple Meads, Bristol Parkway, Cardiff Central, Newport, London Paddington, Poole, Bournemouth, Southampton, Brighton, Gatwick Airport, Reading, Oxford, Gloucester, Cheltenham Spa, Coventry, Birmingham International, Birmingham New Street, Wolverhampton, Stafford, Crewe, Warrington Bank Quay, Wigan North Western, Stoke-on-Trent, Macclesfield, Stockport, Manchester Piccadilly, Manchester Oxford Road, Bolton, Hartford, Runcorn, Liverpool Lime Street, St Helens Central, Preston, Blackpool North, Lancaster, Oxenholme, Penrith, Carlisle, Motherwell, Glasgow Central, Derby, Sheffield, Doncaster, Leeds, York, Darlington, Durham, Newcastle, Berwick-upon-Tweed, Edinburgh, Kirkcaldy, Dundee, Arbroath, Aberdeen.

Great Eastern Main Line: London Liverpool Street, Chelmsford, Colchester, Manningtree, Harwich International (for the ferry to Hook of Holland), Ipswich, Stowmarket, Diss, Norwich.

Gatwick Express: London Victoria, Gatwick Airport.

Livery
British Rail introduced a new corporate livery in 1965. The basic blue colour was relieved on long-distance coaches by a light grey panel around the windows. The fronts of locomotives and multiple-unit trains were painted yellow to improve visibility, and this was often wrapped around on to the side in varying amounts. This was therefore the colour scheme used by the new Inter-City services when they were launched the following year. Coaches used on these routes later had a white 'Inter-City' logo added to the blue area near the door at the left end of each side. This was extended to show the purpose of specialist vehicles such as 'Inter-City Sleeper'.

When the production High Speed Train (HST) sets entered service in 1976, they too carried the blue and grey livery. The coaches carried an 'Inter-City 125' logo by the left-hand door. The part of the power car nearest the passenger coaches was also painted blue and grey, but most of the power car was painted yellow with a wide blue panel which lined up with the grey on the coaches. On this blue panel was a large 'Inter-City 125' logo, albeit in outline rather than solid white.

Executive livery
The first production Advanced Passenger Train was unveiled on 7 June 1978. It was painted in a new livery with dark grey upper body and light grey lower body separated by wide white and red bands. The roof was white to reduce solar heating, and a large 'InterCity APT' logotype was positioned on the dark grey section of the power cars – 'InterCity' had no hyphen and was solid white but the 'APT' was an outline. A new 'Executive' service was part of the relaunch of the InterCity Sector on 3 October 1983. This saw the coaches of the Manchester Pullman and two HSTs refurbished and repainted experimentally into the same colour scheme as the APT. The HSTs continued to carry an outline 'InterCity 125' logotype (now with no hyphen) and the large yellow area on the power car that had been a feature of the blue and grey livery. The logotype on coaches was positioned as before but changed to black. By May 1984 other coaches and locomotives were entering service in the dark and light grey livery. 87012 Coeur de Lion entered service with black numbers on the cab side but no logo. 73123 Gatwick Express had white numbers and a large double arrow logo on the dark grey of its bodyside, although the new Gatwick Express service was not operated by the InterCity Sector. In use there were problems with the light colour showing dirt on the diesel HSTs and so dark grey was extended from the roof to cover louvres near the top of the power car body, and the logotype was changed from an outline to solid white to make it more striking. The use of the term 'Executive' was dropped in 1985 and the livery was then referred to as just 'InterCity'.

Swallow livery
A new logotype was introduced on 1 May 1987 as part of InterCity's 21st anniversary celebrations. The colours were unchanged (although locomotives often carried less yellow than before) but locomotives, carriages and advertising received a new logotype. The word INTERCITY was presented in italic, serif upper case letters. A new swallow logo 'to symbolise grace and speed' replaced the double arrow. It was announced that the new branding would appear on 'all InterCity trains that meet high quality standards'. The logotype was omitted from some older locomotives that were otherwise carrying InterCity livery, although some locomotives that predominantly worked in Scotland were given a ScotRail logotype.

Privatisation
During the privatisation of British Rail, InterCity's services were divided up into several franchises. Initial plans were for the train operating companies to co-operate to continue providing a consistent InterCity network, but disagreements meant this did not occur. Great Western Trains registered the term as a British trademark and applied it to its HSTs, but the term fell into disuse before Great Western was bought by FirstGroup in 1998. Occasional services are run using 'Inter-City' branded coaches, usually where additional rolling stock has been hired, but the term is not in official use by train operators. The planned upgrade to many of Britain's former InterCity lines has been termed Intercity Express Programme. The new operators replaced the InterCity branding and liveries with their own branding. One set of Mark 2 carriages remained in InterCity livery until withdrawn by National Express East Anglia in 2005. Several locomotives and carriages have subsequently been repainted into InterCity livery. Virgin CrossCountry repainted 47826 into InterCity livery in December 2001. Some stations on the West Coast Main Line still retain Swallow motifs in 2017. Abellio ScotRail announced that it is to revive the InterCity name on new services operated by refurbished High Speed Train sets, linking the seven cities in Scotland, from mid-2018.

InterCity Railtours
The train operating company Locomotive Services Limited has begun to reuse the InterCity name for its numerous programmes of electric-worked or occasional diesel railtours. An Intercity-liveried set of first-class MK2 coaches, including a matching DVT, is used for the trains. The electric locomotives used for the tours are painted in the matching InterCity paint scheme. Electric locomotives allocated to these trains include British Rail Class 86s, Class 87s & Class 90s. The unique Class 89 No 89001 is planned to be used to haul InterCity trains following the completion of its restoration. Most diesel-worked trains use locos which are not painted in InterCity livery. Although allocated for use on diesel and electric railtours, the coaches have on occasion been hauled by steam locomotives when out on test.

title: InterCity (British Rail)


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East Bay (Rhode Island)

Narragansett Bay divides the state of Rhode Island into two parts. The term East Bay refers to communities on the east side of the bay, including Bristol, Warren, Barrington, Tiverton, Little Compton, Newport, Middletown, Portsmouth and Jamestown. The city of East Providence is commonly included, especially the community of Riverside. The term West Bay refers to communities on the west side of the bay (the mainland), such as Warwick, Cranston and East Greenwich. Jamestown and the towns on Aquidneck Island are sometimes known as "The Islands" along with Block Island.

The East Bay contains the East Bay Bike Path which runs for 14.3 miles from Providence to Bristol. In Bristol, the path begins at Independence Park on Thames St. and Oliver St. and in Providence, the path begins at India Point Park on Tockwotton St. and India St. In 2009, the bike path was inducted into the Rail-Trail Hall of Fame. The path is home to numerous species of coastal wildlife and gorgeous views of the bay.

Newport is home to the International Tennis Hall of Fame. The hall was opened by the President of the Newport Casino, Jimmy Van Allen and his Wife, Candy, in the 1950s. The hall was officially recognized by the International Tennis Federation in 1986. Newport is also home to the Newport Mansions. These mansions include: The Breakers, The Elms, Marble House, Rosecliff, Chateau-sur-Mer, Isaac Bell House, Kingscote, Chepstow, Hunter House and Green Animals Topiary Garden. The Breakers was the summer house of Cornelius Vanderbilt II and The Rosecliff mansion was setting more multiple movies including 27 Dresses, The Great Gatsby and Meet Joe Black.

Bristol is the home of the oldest Fourth of July Celebration in the United States of America. The celebration was founded in 1785 by Rev. Henry Wight of the First Congregational Church. Today, the celebrations are run by the Bristol Fourth of July Committee and begin on June 14, also known as Flag Day. Annual celebrations include the parade, a concert series, a drum and bugle corps competition, a ball, a pageant, a carnival in the town common, and a derby.

Barrington, Rhode Island
Barrington is located on the east shore of Narragansett Bay, 10 miles southeast of Providence via U.S. 95 and 195. (195 connects with RI 114, which becomes County Road at the White Church in Barrington, Main Street in Warren, and Hope Street in Bristol) No point in Barrington is more than two miles from salt water. Barrington Land Area: 8.9 sq. miles Barrington Water Area: 7.0 sq. miles

Bristol, Rhode Island
Bristol, the southernmost town in Bristol County, is easily accessible from RI 114 and 136 which connects to U.S. 195 and from Rtes. 24 and 138 on Aquidneck Island. Bristol Land area: 10.1 sq. miles Bristol Water area: 10.5 sq. miles

Warren, Rhode Island
Warren is located in the center of Bristol County and is bordered by Bristol to the south and Barrington to the north. It is accessible from RI 114 and 136 which connect to US Route 195. Warren Land area: 6.2 sq. miles Warren Water area: 2.5 sq. miles

Populations
The East Bay contains multiple beaches. The public beaches include: Barrington Town Beach, Bristol Town Beach, First Beach, Fogland Beach, Fort Adams Beach, Goosewing Beach, Grinnell's Beach, King Park Beach, Jamestown Town Beach, Second Beach, Sandy Point Beach, South Shore Beach, Teddy's Beach, Third Beach and Warren Town Beach.
 * Barrington - 16,819
 * Bristol - 22,469
 * Warren - 11,360

Things to do on the East Bay: -Bike Path -Newport Mansion Tour -Tennis Hall of Fame Museum -Fort Adams -Cliff Walk -Sailing -Attend one of their numerous festivals like the Newport Folk Festival

title: East Bay (Rhode Island)


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Soda jerk

Soda jerk (or soda jerker) is an American term used to refer to a person—typically a young man—who would operate the soda fountain in a drugstore, preparing and serving soda drinks and ice cream sodas. The drinks were made by mixing flavored syrup, carbonated water, and occasionally malt powder over either ice or a few scoops of ice cream. The drink would then be served in a tall glass with a long-handled spoon, most commonly known as a "soda spoon", and drinking straws.

Soda jerks were relatively common in the United States from the 1920s until the late 1950s; due to economic and social trends, the occupation essentially no longer exists.

Origin of term
The term soda jerk was a pun on soda clerk, the formal job title of the drugstore assistants who operated soda fountains. It was inspired by the "jerking" action the server would implement to drive the fountain handle back and forth when adding soda. The soda fountain spigot itself was typically a sturdy, shiny fixture attached at the end of a pipe which protruded over the counter and curved down at the end for filling glasses. Since most drinks required carbonated water, the tap handle was built large to accommodate frequent use of the fountain.

History
The practice of operating a soda fountain in a drugstore reached its peak popularity in the 1940s but was popular from the 1920s through the 1950s. The position was coveted, and was commonly only awarded after protracted menial labor in the store. Soda jerking was dominated by popular young men with loud personalities and good people skills because of the popular environment and "cool" association. These boys who worked at the shops were expected to serve the drinks and also socialize and entertain the guests.

Michael Karl Witzel describes an archetypal soda jerk as "[a] consummate showman, innovator and freelance linguist... the pop culture star of the Gilded Age".

The proliferation of ice cream parlors declined as drive-ins and walk-up fast food stands grew in popularity, and grill and fry cooks replaced soda jerks.

Lingo
Soda jerks were known for having their own lingo for how their drinks were made. They created nicknames for different drinks. For example, they called a glass of milk "baby" and a strawberry milkshake "in the hay". A Coca-Cola with ice was called "scratch one". They also had lingo to express how they wanted their drink to be served. Coffee, or "draw one" would be served strong if called "draw one from the south". If a drink was ordered with extra ice it was "heavy on the hail".

Some of these terms are still used today. Egg creams, the shorthand for a chocolate soda with some milk, are served in many places and are especially known in New York where they originated.

Another term from soda-jerk lingo that remains in use is "concrete", a name for an extremely thick milkshake or custard. For example, Culver's continues to serve their famous Concrete Mixers.

title: Soda jerk


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Christopher O'Kelly

Christopher Patrick John O'Kelly (18 November 1895 – 15 November 1922) was a Canadian First World War officer and prospector. O'Kelly was a recipient of the Victoria Cross, the highest and most prestigious award for gallantry in the face of the enemy that can be awarded to British and Commonwealth forces.

Biography
Born in Winnipeg, Manitoba, O'Kelly joined the Canadian Expeditionary Force in October 1915 during the First World War. He was 21 years old and an acting captain in the 52nd Battalion (New Ontario), CEF, when on 26 October 1917, in the Battle of Passchendaele, Belgium, he led his company in the action that resulted in his Victoria Cross. His citation reads: Lt. (A./Capt.) Christopher Patrick John O'Kelly, M.C., Can. Inf.

For most conspicuous bravery in an action in which he led his company with extraordinary skill and determination. After the original attack had failed and two companies of his unit had launched a new attack, Capt. O'Kelly advanced his command over 1,000 yards under heavy fire without any artillery barrage, took the enemy positions on the crest of the hill by storm, and then personally organised and led a series of attacks against " Pill-boxes," his company alone capturing six of them with 100 prisoners and 10 machine guns. Later on in the afternoon, under the leadership of this gallant officer, his company repelled a strong counter-attack, taking more prisoners, and subsequently during the night captured a hostile raiding party consisting of one officer, 10 men and a machine gun.

The whole of these achievements were chiefly due to the magnificent courage, daring and ability of Capt. O'Kelly.

He was later promoted the rank of major.

After the war, O'Kelly became a prospector in northwestern Ontario.

He drowned in 1922 while canoeing on Lac Seul. His Victoria Cross is displayed at the Canadian War Museum in Ottawa, Canada.

title: Christopher O'Kelly


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Prominent Americans series

The Prominent Americans series is a set of definitive stamps issued by the United States Post Office Department (and later the United States Postal Service) between 1965 and 1978.

It superseded the Liberty Issue of 1954, which by the mid-1960s had become somewhat dated, especially in its focus on political figures. This was the first U. S. omnibus definitive series in which Benjamin Franklin did not appear on one of the lower-valued issues. The values of the new series included figures from all walks of life, each depicted in a different style by a different designer, presumably in a quest for wider diversity—a significant departure from the uniformity of concept that had marked previous definitive issues. That portraits of two women appear in the series (Elizabeth Blackwell and Lucy Stone) represented a small but significant step toward gender equality in U. S. Stamp history: no previous definitive set had included more than one prominent female (Martha Washington in the issues of 1902, 1922 and 1938; Susan B. Anthony in the Liberty series). This was also the first definitive issue to include a stamp devoted to an African-American, with Frederick Douglass portrayed on the 25¢ denomination.

The stamps appeared one by one from 1965 on, and the basic designs had all been issued by 1968; tagged versions made their first appearances gradually through 1973, and coil and booklet versions of the 15¢ were issued in 1978 in response to a first-class rate change.

The 5¢ Washington was originally excessively shaded around the lower part of the face, so much so that it has come to be known as the "dirty face" or "unshaven" Washington. Originally appearing in February 1966, it was superseded by a lightened version in November 1967. The $1 Eugene O'Neill stamp was notable for its repeated use by Theodore Kaczynski, the Unabomber, who habitually used them on his mail bombs.

Stamps of the series:

 * 1¢ green - Thomas Jefferson, third President of the United States
 * 1¼¢ light green - Albert Gallatin, fourth Secretary of the Treasury, founder of New York University, scientist, diplomat, member of the Senate and of the House of Representatives
 * 2¢ dark blue gray - Frank Lloyd Wright, architect, with Guggenheim Museum
 * 3¢ violet - Francis Parkman, historian
 * 4¢ black - Abraham Lincoln, 16th President of the United States
 * 5¢ blue - George Washington, first President of the United States
 * 6¢ gray brown - Franklin Delano Roosevelt, 32nd President of the United States
 * 6¢ dark blue gray - Dwight Eisenhower, 34th President of the United States
 * 7¢ bright blue - Benjamin Franklin, politician, political theorist, diplomat, first U. S. Postmaster General, inventor, founder of the predecessor of the University of Pennsylvania and journalist
 * 8¢ violet - Albert Einstein, physicist
 * 8¢ black, red blue gray (sheet) - Dwight Eisenhower
 * 8¢ claret (coil and booklet) - Dwight Eisenhower
 * 10¢ lilac - Andrew Jackson, seventh President of the United States
 * 12¢ black - Henry Ford, founder of Ford Motor Company, shown with the Ford Model T
 * 13¢ brown - John F. Kennedy, 35th President of the United States
 * 14¢ gray brown - Fiorello LaGuardia, 99th Mayor of New York City
 * 15¢ claret - Oliver Wendell Holmes Jr., Supreme Court Justice
 * 16¢ light brown - Ernie Pyle, World War II journalist
 * 18¢ purple - Elizabeth Blackwell, physician
 * 20¢ olive - George C. Marshall, Chief of Staff of the Army, Secretary of State and Secretary of the Treasury
 * 21¢ olive - Amadeo Giannini, founder of the Bank of America
 * 25¢ rose lake - Frederick Douglass, abolitionist (born a slave), political activist, author and orator
 * 30¢ reddish lilac - John Dewey, educational reformer, philosopher and psychologist
 * 40¢ bluish black - Thomas Paine, political activist, political theorist and author
 * 50¢ magenta - Lucy Stone, abolitionist, suffragist and political activist
 * $1 dull purple - Eugene O'Neill, playwright and winner of the Nobel Prize in Literature
 * $5 gray black - John Bassett Moore, jurist

title: Prominent Americans series


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Soda fountain

A soda fountain is a device that dispenses carbonated soft drinks, called fountain drinks. They can be found in restaurants, concession stands and other locations such as convenience stores. The machine combines flavored syrup or syrup concentrate and carbon dioxide with chilled and purified water to make soft drinks, either manually, or in a vending machine which is essentially an automated soda fountain that is operated using a soda gun. Today, the syrup often is pumped from a special container called a bag-in-box (BiB).

Fountain coke is an often confused term normally referring to a handheld dispenser behind a bar or counter that are used in many countries, including Spain, France and the United Kingdom. The term ‘fountain’ helps differentiate from, ‘machine’ cola as the fountain is more easily controlled and offers more flavours.

A soda fountain is also referred to as a postmix machine in some markets. Any brand of soft drink that is available as postmix syrup may be dispensed by a fountain.

The term may also refer to a small eating establishment, soda shop or luncheonette, common from the late 19th century until the mid-20th century, often inside a drugstore, candy store or other business, where a soda jerk served carbonated beverages, ice cream, and sometimes light meals. The soda jerk's fountain generally dispensed only unflavored carbonated water, to which various syrups were added by hand only.

History
The soda fountain was an attempt to replicate mineral waters that bubbled up from the Earth. Many civilizations believed that drinking, and bathing, in these mineral waters cured diseases. Large industries often sprang up around hot springs, such as Bath in England (43 AD) or the many onsen of Japan.

Although vessels to bottle and transport water were part of the earliest human civilizations, bottling water began in the United Kingdom with the first water bottling at the Holy Well in 1621. The demand for bottled water was fueled in large part by the resurgence in spa-going and water therapy among Europeans and American colonists in the 17th and 18th centuries. The first commercially distributed water in America was bottled and sold by Jackson's Spa in Boston in 1767. Early drinkers of bottled spa waters believed that the water at these mineral springs had therapeutic properties, and that bathing in or drinking the water could help treat many common ailments. Many types of mineral water are sparkling, and thus so were they when bottled.

Early scientists tried to create effervescent waters with curative powers, including Robert Boyle, Friedrich Hoffmann, Jean Baptiste van Helmont, William Brownrigg, Antoine Laurent Lavoisier, and David Macbride. In the early 1770s, Swedish chemist Torbern Bergman, and (separately) English scientist Joseph Priestley invented equipment for saturating water with carbon dioxide. In 1774, John Mervin Nooth demonstrated an apparatus that improved upon Priestley's design. In 1807, Henry Thompson received the first British patent for a method of impregnating water with carbon dioxide. This was commonly called soda water, although it contained no sodium bicarbonate.

The soda fountain began in Europe, but achieved its greatest success in the U.S. Benjamin Silliman, a Yale chemistry professor, was among the first to introduce soda water to America. In 1806, Silliman purchased a Nooth apparatus and began selling mineral waters in New Haven, Connecticut. Sales were brisk, so he built a bigger apparatus, opened a pump room, and took in three partners. This partnership opened soda fountains in New York City and Baltimore, Maryland. At roughly the same time, other businessmen opened fountains in New York City and Philadelphia. Although Silliman's business eventually failed, he played an important role in popularizing soda water.

In 1832, John Matthews of New York City and John Lippincott of Philadelphia began manufacturing soda fountains. Both added innovations that improved soda-fountain equipment, and the industry expanded as retail outlets installed newer, better fountains. Other pioneering manufacturers were Alvin Puffer, Andrew Morse, Gustavus Dows, and James Tufts. In 1891 the four largest manufacturers—Tufts, Puffer, Lippincott, and Matthews—formed the American Soda Fountain Company, which was a trust designed to monopolize the industry. The four manufacturers continued to produce and market fountains under their company names. The trust controlled prices and forced some smaller manufacturers out of business.

Before mechanical refrigeration, soda fountains used ice to cool drinks and ice cream. Ice harvesters cut ice from frozen lakes and ponds in the winter and stored the blocks in ice houses for use in the summer. In the early 20th century, new companies entered the soda fountain business, marketing "iceless" fountains that used brine.

The L.A. Becker Company, the Liquid Carbonic Company, and the Bishop & Babcock Company dominated the iceless fountain business. In 1888 Jacob Baur of Terre Haute, Indiana founded the Liquid Carbonics Manufacturing Company in Chicago, becoming the Midwest's first manufacturer of liquefied carbon dioxide. In 1903 Liquid Carbonic began market-testing its prototype iceless fountain in a Chicago confectionery. Louis A. Becker was a salesman who started his own manufacturing business in 1898, making the 20th-Century Sanitary Soda Fountain. In 1904 Becker's company produced its first iceless fountain. In 1908 William H. Wallace obtained a patent for an iceless fountain and installed his prototype in an Indianapolis drugstore. He sold his patent to Marietta Manufacturing Company, which was absorbed by Bishop & Babcock of Cleveland.

Liquid Carbonic spawned another leading soda fountain manufacturer, the Bastian-Blessing Company. Two Liquid Carbonic employees, Charles Bastian and Lewis Blessing, started their company in 1908. The newer manufacturers competed with the American Soda Fountain Company and took a large share of the market. The trust was broken up, and its member companies struggled to stay in business. During World War I, some manufacturers marketed "50% fountains," which used a combination of ice and mechanical refrigeration. In the early 1920s, many retail outlets purchased soda fountains using ammonia refrigeration.

In their heyday, soda fountains flourished in pharmacies, ice cream parlors, candy stores, dime stores, department stores, milk bars and train stations. They served an important function as a public space where neighbors could socialize and exchange community news. In the early 20th century many fountains expanded their menus and became lunch counters, serving light meals as well as ice cream sodas, egg creams, sundaes, and such. Soda fountains reached their height in the 1940s and 1950s.

In 1950, Walgreens, one of the largest chains of American drug stores, introduced full self-service drug stores that began the decline of the soda fountain, as did the coming of the Car Culture and the rise of suburbia. Drive-in restaurants and roadside ice cream outlets, such as Dairy Queen, competed for customers. North American retail stores switched to self-service soda vending machines selling pre-packaged soft drinks in cans, and the labor-intensive soda fountain did not fit into the new sales scheme. Today only a sprinkling of vintage soda fountains survive.

In the Eastern Bloc countries, self-service soda fountains, located in shopping centers, farmers markets, or simply on the sidewalk in busy areas, became popular by the mid-20th century. In the USSR, a glass of carbonated water would sell for 1 kopeck, while for 3 kopecks one could buy a glass of fruit-flavored soda. Most of these vending machines have disappeared since 1990; a few remain, usually provided with an operator.

In literature and popular culture
The arrival of soda fountain establishments in Glasgow, Scotland, was satirised by Neil Munro in his Erchie MacPherson story, "The Soda-Fountain Future", first published in the Glasgow Evening News on 11 October 1920.

title: Soda fountain


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User:Prisonblues/Crests

shut up

title: User:Prisonblues/Crests


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Category:Propaganda

This category is related to articles which reliable sources describe as being associated with propaganda—communications aimed at influencing others regarding a cause, ideology, party or state.

title: Category:Propaganda


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Zürich Hauptbahnhof

Zürich Hauptbahnhof (often shortened to Zürich HB, or just HB; Zürich Main Station or Zürich Central Station) is the largest railway station in Switzerland and one of the busiest in Europe. Zürich is a major railway hub, with services to and from across Switzerland and neighbouring countries such as Germany, Italy, Austria and France. The station was originally constructed as the terminus of the Spanisch Brötli Bahn, the first railway built completely within Switzerland. Serving up to 2,915 trains per day, Zürich HB is one of the busiest railway stations in the world. It was ranked as the second-best European railway station in 2020.

The station can be found at the northern end of the Altstadt, or old town, in central Zürich, near the confluence of the rivers Limmat and Sihl. (The Sihl passes through the station in a tunnel with railway tracks both above and below.) The station is on several levels, with platforms both at ground and below-ground level, and tied together by underground passages and the ShopVille shopping mall. The station's railway yards extend about 4 km to the west.

The station is included in the Swiss Inventory of Cultural Property of National Significance.

Besides Zürich HB, there are 22 railway stations in the municipality of Zürich: Affoltern, Altstetten, Binz, Brunau, Enge, Friesenberg, Giesshübel, Hardbrücke, Leimbach, Manegg, Oerlikon, Saalsporthalle, Schweighof, Seebach, Selnau, Stadelhofen, Stettbach, Tiefenbrunnen, Triemli, Wiedikon, Wipkingen and Wollishofen (excluding the five stations of the Forch railway, which uses the tracks of the tram system in Zürich). Another railway station, Letten, has been disused since 1989.

The first station

The first Zürich railway station was built by Gustav Albert Wegmann, on what were then the north-western outskirts of the city. It occupied a piece of land between the rivers Limmat and Sihl, and trains accessed it from the west via a bridge over the Sihl. At the eastern end of the station was a turntable, used for turning locomotives. This basic terminal station layout, with all trains arriving from the west, was to set the basic design of the station for the next 143 years.

The new station was the initially the terminus of the Swiss Northern Railway, more often called the Spanisch-Brötli-Bahn, which opened on 9 August 1847 and linked Zürich with Baden. Initially the railway lines in the station were laid to a gauge of, perhaps because the same gauge was used at the contemporaneous and nearby Grand Duchy of Baden State Railway.

From the opening of the station, the railways of northern Switzerland developed rapidly, and by 1853 the Swiss Northern Railway had been merged into the Swiss Northeastern Railway (Schweizerische Nordostbahn; NOB). Also in 1853, the tracks in the station were regauged to the standard gauge that is still used by all lines in the station. In 1856, the NOB completed its line from the station to Winterthur via the Wipkingen Tunnel and Oerlikon. In 1858, the NOB completed its line from Baden via Brugg to Aarau, where it connected with the Swiss Central Railway (Schweizerische Centralbahn; SCB), thus providing connections to Basel, Solothurn and Lausanne.

With further railways planned, it became clear that the 1847 station was not large enough. A rebuild was started to meet Zürich's increased transport needs, albeit on the same site and using the same basic layout.

The 1871 station
In 1871, the replacement station building opened, to a design by architect Jakob Friedrich Wanner. Its main entrance is a triumphal arch facing the end of the then newly built Bahnhofstrasse. In front of the arch stands a monument to the railway pioneer Alfred Escher. The magnificent sandstone neo-Renaissance building features richly decorated lobbies and atriums, restaurants and halls. Originally housed inside it was the headquarters of the Schweizerische Nordostbahn (NOB). The train shed, spanned by iron trusses, initially covered six tracks.

The station was named Zürich Hauptbahnhof in 1893, to reflect that year's incorporation of many of Zürich's suburbs into an enlarged municipality. In 1902, the year in which the Swiss Federal Railways (SBB) took over the Schweizerische Centralbahn and the NOB, the tracks inside the eastern end of the train shed were lifted, due to a lack of space. Since then, these tracks have terminated at a more central location, immediately to the north of the Bahnhofstrasse. Also in 1902, four more tracks and a north wing with a restaurant and railway mail service were added to the north of the train shed. In the vacant space left inside the train shed, new rooms were built for baggage handling.

On 18 February 1916, the SBB decided that electrification of its network would be by the high-tension single-phase alternating current system that is still used on all routes. On 5 February 1923, the electrified Zug–Zürich railway was put into operation, the first electrified line to Zurich. By 1927 all routes from Zürich Hauptbahnhof had been electrified.

In 1933, the station's simple concourse and the iron and glass train shed were created with seven and a half arches to cover 16 tracks. As part of that work, the main shed was shortened by two segments.

In the 1940s, the line between Zürich and Geneva served as a "parade route". The first lightweight steel express train had entered service on this route in 1937. By 11 June 1960, the SBB network was largely electrified. In the following year, the SBB introduced its first four-system electric trains under the Trans Europ Express banner, and thereby increased the Zürich Hauptbahnhof's international importance.

In 1963, about 500 metres before the concourse, an imposing six-storey concrete cube arose in the station yard. It was designed by SBB architect Max Vogt (Architect), and it has been the home of the Zentralstellwerk Zürich (central signalling control) since 1966. The then state-of-the-art relay-controlled interlocking system replaced the decentralised mechanical and electro-mechanical signal boxes in the station throat, including the Stellwerk «Seufzerbrücke» ("Bridge of Sighs" signal box), which had spanned the entire station throat just east of the Langstrasse.

The signalling control system was modernised to coincide with the commissioning of the Zürich S-Bahn. It is equipped with a computerised controller that performs the standard operations. Apart from the tracks and points (switches) of the "Sihlpost station" (which are controlled by an electronic control system), the entire control of the points and signals in the Langstrasse–Concourse section is still largely under relay control, in some cases with the original relay sets installed in 1966.

The immense station yard, with its platform tracks and station building, is a bottleneck for the city of Zürich. The Limmat and the Sihl were further bottlenecks, and the combination of the three led to gridlock in the 1950s and 1960s. In parallel, there were plans for a subway system. Although the people voted against it in 1962, the city's Civil Engineering Department had already started to convert the Bahnhofplatz for the purpose of a possible underground line.

ShopVille and S-Bahn
On 1 October 1970, construction of the Bahnhofplatz, as well as the pedestrian and shopping arcade ShopVille was completed. Upon its opening, the Bahnhofplatz became a pedestrian-free zone, and the underground ShopVille the only access to the station. Contrary to expectations, ShopVille did not capture the support of the people, who, in 1973, voted even more emphatically to reject a subway system.

In the 1980s, ShopVille became a drug-dealing hub, due to its proximity to the Autonomes Jugendzentrum Zürich ("Autonomous Youth Center Zürich"). Its low point was reached at the end of the decade, when travellers avoided all parts of it other than the concourse and the tram stop. Consequently, there were several night-time closures by mesh fences. However, the solution to this problem was foreseeable, as the people had agreed on 29 November 1981 to the construction of the Zürich S-Bahn and the extension of the Sihltal Zürich Uetliberg Bahn to the Hauptbahnhof.

The 2.1 km long Hirschengraben Tunnel was built for the S-Bahn from the Hauptbahnhof to Zürich Stadelhofen. This new line continued through the Zürichberg Tunnel to Stettbach, with connections to the existing lines to Dietlikon and Dübendorf. In the Hauptbahnhof, two underground stations were constructed. For the S-Bahn, a four-track station with the working title Museumstrasse was built, and the Sihltal Zürich Uetliberg Bahn was extended to the Zürich HB SZU station, which had once been intended for the never-realized U-Bahn.

The opening of the S-Bahn was on 27 May 1990, and since then, the ShopVille arcades have connected the two underground stations with the main hall. Black and white striped marble walls and granite floors are the main design features of what is one of the largest shopping centres in Switzerland. In 1996, the main hall was cleared of its temporary installations. In 1997, the train shed was fitted on both sides with pitched roofs on sloping concrete supports, designed by local architects Marcel Meili and Markus Peter.

Löwenstrasse station
The planning of the S-Bahn and the Rail 2000 long-haul project raised the idea of building the Weinberg Tunnel, a through route from Zürich Hauptbahnhof to Oerlikon. That proposal was initially postponed, but the great success of the S-Bahn led to an expansion of services and, consequently, to capacity constraints. Plans were made to expand existing rail lines within Zürich leading to the north, but this encountered resistance from the population living near those rail lines. As an alternative the construction of the Weinberg tunnel and four additional underground tracks in the railway station was suggested and confirmed by a referendum.

In 2002, an architectural competition was held for the new Löwenstrasse transit station, won by the architect Jean-Pierre Dürig. On 22 December 2006, the Federal Office of Transport approved the building of the tunnel and a third underground four-track Löwenstrasse station. In September 2007, construction began on the project, nicknamed Durchmesserlinie (cross-city link). On 14 June 2014, the new platforms and tunnels were opened.

The new line runs from the Altstetten railway station, crosses the Zürich HB station throat on a bridge, and leads into the underground Löwenstrasse station. From there, it goes through the new, approximately 5 km long Weinberg Tunnel in a long left-hand curve under the existing Zürich HB–Stadelhofen line. It then ends at the level of the portals of the existing Wipkinger Tunnels in Oerlikon, where it connects with the northbound lines, including the line to Zürich Airport and Winterthur.

In 2007, the SBB and Deutsche Bahn entered into a station partnership between the Zürich HB and the Berlin Hauptbahnhof to promote knowledge sharing between operators of similarly sized stations.

Layout
The station is aligned approximately east to west, at the northern edge of the city centre and the northern end of Bahnhofstrasse, the city's main shopping street. It is split over three principal levels, with the ground level housing sixteen terminal platform tracks and the station's main concourse. Below this level are a series of pedestrian passageways, the ShopVille shopping centre, and the course of the Sihl river. At the lowest level, and parallel to the terminal platforms at ground level, are ten underground platform tracks, of which two are terminal and eight are through.

The station's main concourse itself comprises two sections. To the east is the Haupthalle (Main Hall), which was the train hall of the 1871 station but is now a pedestrian circulation space. The Haupthalle is surrounded on three sides by station buildings, whilst to the west it opens onto the Querhalle (Cross Hall), which stretches across the head of the ground level terminal platforms. These platforms, comprising two side platforms and seven island platforms, are sheltered by the 1933-built train shed and are served by tracks numbered 3 to 18.

At the middle level, the station site is crossed north to south by four pedestrian passageways. The eastern three of these, the Passage Bahnhofstrasse, the Passage Löwenstrasse and the Passage Gessnerallee, form an interconnected complex with the ShopVille shopping complex and give direct access to all the station's platforms as well as to the surrounding streets. An intermediate underground level, immediately below the Haupthalle, connects these passageways with the concourse. The westernmost passage, the Passage Sihlquai, lies to the west of the Sihl, which passes under the station from north to south at the same level as the passageways. Because of the presence of the river channel, the Sihlquai passage has no direct connection to the other passageways, but it connects to streets to the north and south of the station, and to all platforms except that serving tracks 21 and 22.

At the lowest level, there are three groups of underground platforms. The most southerly are terminal tracks 21 and 22 of the Zürich HB SZU station, with a single island platform, and accessible only to trains on the SZU's Uetliberg and Sihltal lines. To the north of these are two island platforms serving tracks 31 to 34, known as the Löwenstrasse station, which link to the station's western rail approaches, and to an eastern approach via the Weinberg tunnel from Oerlikon station. Some distance to the north of these are two further island platforms serving tracks 41 to 44, known as the Museumstrasse station, which also link to the station's western approaches, and to an eastern approach via the Hirschengraben Tunnel from Stadelhofen station.

Facilities
Underneath the Bahnhofplatz and the station is the large underground shopping centre called "ShopVille" of over 200 shops or other businesses. It benefits from the Swiss employment law rule that while generally labour on Sundays is not allowed, it is allowed in "centres of public transport". The huge underground "Rail City" is, therefore, usually bustling on Sundays even while the streets of Zurich are largely empty.

Events take place regularly in the Haupthalle, including "open air" cinema; vegetable, flea and Christmas markets; and events such as skating, beach volleyball and the "warm up" for the Street Parade.

Since 8 June 2009, Zürich HB has been the site of the first SBB Lounge. This waiting room was exclusively for holders of a first-class general subscription or a valid international first-class ticket or for frequent traveller program members of the Railteam partner railways. However, the lounge was closed in 2016.

The station also has its own chapel, jointly run by the Evangelical Reformed and the Roman Catholic churches, but open to travellers of all denominations or religions. The chapel is located on the intermediate underground level, immediately below the Haupthalle.

Station bells, clock and lights
There are station bells above the rear exit of the large hall. In the 1847 station, bells rang before each departure of the Spanisch-Brötli-Bahn. The signal order prescribed as follows: "10 minutes before the departure of a train, one [bell]; 5 minutes before the same, two [bells]; and immediately prior to departure, three bells". For the 1871 renovations, the architect Jakob Friedrich Wanner gave the station clock the place of honour in the portal above the main entrance, and the bells were placed in a small tower in the east facade.

On 12 September 2006, to commemorate the station's 150th anniversary, the ETH Zürich installed the NOVA, a three-dimensional, bivalent display, which consists of 25,000 individually addressable light balls. It represents a play of light of several colours, but can also represent cinematic sequences. It is expected to remain hanging in the station until further notice.

Operation
Zürich HB is served by more than 2,900 trains daily. In 2018, it had an average of 471,300 passengers each working day. The station is busy at all times, with trains running from 05:00 until 01:00 during the week. From Friday night to Sunday morning, trains run also all night as part of the ZVV Nachtnetz (nighttime network).

Tracks
The station has four distinct groups of tracks (Gleis), giving a total of 26 tracks:

 * Tracks 3–18 are terminal tracks located at ground level, served by two side platforms and seven island platforms. These are used by long-distance trains from throughout Switzerland, and by international trains such as the EuroCity, Cisalpino, InterCityExpress and TGV. A few S-Bahn services also depart from these tracks.
 * Tracks 21 and 22 are underground terminal tracks, served by a single island platform, and located on the southern side of the station. This platform is known as Zürich HB SZU and is used by SZU operated S-Bahn services and, heading south and west towards Sihl valley and Uetliberg, respectively.
 * Tracks 31–34 (Löwenstrasse station) are underground through tracks, served by a pair of island platforms, and located just to the north of tracks 21 and 22. These are used by long-distance trains and S-Bahn services   and  running to and from Oerlikon station via the Weinberg Tunnel.
 * Tracks 41–44 (Museumstrasse station) are underground through tracks, served by a pair of island platforms, and located on the northern side of the station. These are used by S-Bahn trains running via the Hirschengraben Tunnel and Zürich Stadelhofen station (services, , , , , , , , , , ).

International services
The following international services call at Zürich Hauptbahnhof:

 * Intercity Express: four round-trips per day over the Zürich–Baden line to Hamburg-Altona and two round-trips to Chur.
 * TGV Lyria: five round-trips per day over the Zürich–Baden line to Paris-Lyon.
 * EuroCity:
 * Transalpin: Single round-trip per day over the Zürich–Winterthur line to Graz Hauptbahnhof.
 * Ten trains per day over the Lake Zürich left-bank line to Bologna Centrale, Genova Piazza Principe, Milano Centrale, or Venezia Santa Lucia.
 * Six round-trips per day over the Zürich–Winterthur line to München Hauptbahnhof.
 * Single round-trip per day over the Zürich–Baden line to Hamburg-Altona.

 * InterCity: Hourly service over the Zürich–Winterthur railway to Stuttgart Hauptbahnhof.
 * Railjet Express: Four round-trips per day over the Lake Zürich left-bank line to Vienna, Budapest, or Bratislava.
 * Nightjet / EuroNight:
 * Overnight train over the Zürich–Baden line to Amsterdam Centraal.
 * Overnight train over the Lake Zürich left-bank line to Graz, Vienna, Prague, Budapest, or Zagreb.

Domestic long-distance traffic
The following long-distance services call at Zürich Hauptbahnhof:

 * EuroCity/InterCity: half-hourly service over the Lake Zürich left-bank line to Lugano (EuroCity continues to Milano).
 * InterCity:
 * Half-hourly service over the Zürich–Baden and Zürich–Winterthur lines between Geneva Airport/Lausanne and Rorschach.
 * Hourly service over the Zürich–Baden and Lake Zürich left-bank lines between Basel SBB and Chur.
 * Hourly service over the Zürich–Baden line to Lausanne.
 * Hourly service over the Zürich–Baden and Zürich–Winterthur lines between Spiez and Romanshorn; service every two hours from Spiez to Brig and Interlaken Ost.

 * InterRegio:
 * Hourly service over the Lake Zürich left-bank line to Chur.
 * Hourly service over the Zürich–Baden and Zürich–Winterthur lines between Basel SBB and Zürich Airport.
 * Two trains per hour over the Zürich–Baden line to Bern.
 * Hourly service over the Zürich–Baden line to Basel SBB.
 * Half-hourly service over the Lake Zürich left-bank line to Lucerne.
 * Service every two hours over the Lake Zürich left-bank line to Locarno.

 * RegioExpress:
 * Hourly service over the Zürich–Baden line to Schaffhausen.
 * Hourly service over the Zürich–Baden line to Aarau.

S-Bahn services
Since the commissioning of the Zürich S-Bahn in May 1990, the Hauptbahnhof has been the central node of the Zürich S-Bahn Stammnetz (core network). As such, it is the nodal point where S-Bahn lines S2, S3, S5, S6, S7, S8, S9, S12, S14, S15, S16, S19, S20, S21, S24 and S25, the Sihltal Zürich Uetliberg Bahn (S4 and S10) and Zürich trams interconnect.

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During weekends, there are seven nighttime S-Bahn services (SN1, SN4, SN5, SN6, SN7, SN8, SN9) calling at the Hauptbahnhof, offered by ZVV:

 * : hourly service between Aarau and Winterthur.
 * : hourly service to Langnau-Gattikon.
 * : hourly service between Knonau and Pfäffikon SZ.
 * : hourly service between Würenlos and Winterthur.
 * : hourly service between Bassersdorf and Stäfa.
 * : hourly service between Lachen and Pfäffikon ZH.
 * : hourly service between Bülach and Uster.

Urban public transport
Around the station, the trams and trolleybuses of the Verkehrsbetriebe Zürich (VBZ) provide local public transport services. The Hauptbahnhof is one of the most important nodes of the Zürich tramway network.

The main station is accessible from five tram and bus stops:
 * Sihlquai|HB to the north next to exit Sihlquai via the most western underpass, tram lines, , and ;
 * Bahnhofquai|HB to the east via the main hall, tram lines, , , , and trolleybus ;
 * Bahnhofplatz|HB to the south via traverse hall, main hall, or underground ShopVille, tram lines, , , and trolleybus ;
 * Bahnhofstrasse|HB just south of Bahnhofplatz via main hall or underground ShopVille, tram lines, , , and ;
 * Sihlpost|HB 300m to the south-west from exit Europaallee via the most western underpass, tram lines, and trolleybus.

Train operations
Due to its central location in Switzerland and in Europe, the station was quickly able to establish itself as an important railway junction. Most trains running through several European countries operated through Switzerland. In addition, a majority of Swiss mainline trains travelled to or from Zürich. For the clock-face timetable introduced to Switzerland in 1982, Zürich is the "pacemaker". Delays and other disruptions at Zürich Hauptbahnhof sometimes affect the whole of Switzerland.

Long-distance trains meet in Zürich on the hour and half-hour, and thus connect with each other. In cases of delays, connecting trains wait a maximum of 3 minutes beyond the scheduled departure time, except for some international trains and the late night trains. S-Bahn services do not wait for late connecting trains, but the long-distance trains - contrary to popular opinion - usually wait for delayed S-Bahn trains (also for a maximum of 3 minutes).

Flood risk
The Sihl passes through the station in a tunnel, with platforms above and below the river, and public circulation areas to either side. The tunnel comprises 5 culverts with a length of 190 m and a clear opening of 12 m by 3 m each. This limits the river's flow capacity, raising concerns about the capacity of the tunnel to deal with extreme flood events. Additionally, during the building of the new Löwenstrasse platforms, it was necessary to temporarily close part of this tunnel, thus reducing the capacity even further.

Some 50 km upstream of the station lies the Sihlsee, Switzerland's largest artificial lake, which is impounded by a 33 m high dam. Studies showed that a failure of this dam could lead to an 8 m high flood wave reaching the Hauptbahnhof within 2 hours. This threat has led the City of Zürich to develop, publish and test evacuation plans for the affected areas of the city, and especially the station area.

Customs
Zurich main station is, for customs purposes, a border station for passengers arriving from Germany. As such, customs checks may be performed in the station by Swiss customs officials. Systematic passport controls were abolished, however, when Switzerland joined the Schengen Area in 2008.

title: Zürich Hauptbahnhof


text:
Del's

Del's is a brand of frozen lemonade typically found in Rhode Island and southeastern Massachusetts during the summer months. Del's lemonade is available in 20 states. Frozen lemonade is a kind of slush. It is made from water, concentrate, and real lemons in an ice cream machine. In Rhode Island and southeastern Massachusetts "Del's" is synonymous with frozen lemonade.

History
Del's was founded by Angelo DeLucia, who originally received the recipe for lemonade from his father, Franco DeLucia, who brought the recipe to the United States from Italy. Angelo then developed a machine to dispense their product.

The first Del's stand was a small, pushable cart in Cranston, Rhode Island, in 1948. Soon afterwards, Angelo started using "Del's Trucks" to serve the beverage anywhere in the state. The company still uses the trucks today in addition to its storefront locations.

In 1993, the Rhode Island legislature made an attempt to select an official state beverage. Del's lemonade and coffee milk were chosen as "finalists"; however, coffee milk was eventually chosen as the official state beverage.

The 2011 television movie Lemonade Mouth, a Disney Channel Original Movie adapted from the book of the same name by Massachusetts author Mark Peter Hughes, prominently features "Mel's Frozen Lemonade", which the author has indicated is a parody of Del's.

Angelo DeLucia died of prostate cancer on September 6, 2007.

Products
There are seven main flavors of the popular drink: lemon, watermelon, peach-mango, blueberry, cherry, grapefruit, and blood orange. There are occasionally extra seasonal flavors, like tangerine. Coffee was once a flavor but has not appeared on the menu for many years. Del's also sells other various products such as pretzel sticks, candy, and popcorn.

In partnership with Del's, the Narragansett Brewing Company produces a shandy called Del's Shandy.

Distribution
Del's operates franchises selling their prepared product, with 20 locations in Rhode Island, the most of any state, as well as locations throughout the US, and even internationally. Trucks selling the product are often seen at popular beach locations in summer months. The Del's "take-home" mix and non-frozen variety of lemonade can be found in grocery stores throughout the world.

title: Del's


text:
Lotis (beetle)

Lotis is a genus of lady beetles.

title: Lotis (beetle)


text: User talk:24.61.44.7

title: User talk:24.61.44.7


text:
Kolberg (film)

Kolberg is a 1945 Nazi propaganda historical film written and directed by Veit Harlan. One of the last films of the Third Reich, it was intended to bolster the will of the German population to resist the Allies.

Harlan and Alfred Braun, who also worked on the screenplay, based the film on the autobiography of Joachim Nettelbeck, mayor of Kolberg in Pomerania, and on Paul Heyse's later play adapted from the book. (Joseph Goebbels participated in writing the screenplay but was not credited. He insisted that a romantic interest be added; this is the figure of Maria.)

The film recounts the defence of the besieged fortress town of Kolberg against French troops between April and July 1807, during the Napoleonic Wars. In fact, the city's defence, led by then-Lieutenant Colonel August von Gneisenau, held out until the war was ended by the Treaty of Tilsit. But the film portrays the French abandoning the siege.

Plot
The film begins in 1813 after the phase of the Napoleonic Wars known in German as the Befreiungskriege (Wars of Liberation). The opening scenes show Prussian Landwehr and volunteers marching in the streets of Breslau through enthusiastic crowds. King Frederick William III of Prussia and Count August von Gneisenau discuss recent events, with Gneisenau saying that the successful defence of Kolberg under siege taught the importance of citizen armies.

After an admonition that kings who cannot lead must abdicate, the scene switches to Vienna in 1806. It shows the abdication of the last Holy Roman Emperor, Francis II of Austria. In the film, the character Gneisenau describes him as "an Emperor who abandoned the German people in their hour of need".

The film moves to Kolberg in 1806, where inhabitants are shown enjoying ordinary life. The town's leaders, Mayor Nettelbeck chief among them, discuss Napoleon's announcements and what it will mean to them. Some see the French victories as a good thing; some wonder whether to leave. Nettelbeck alone is set on resisting the French.

Nettelbeck struggles to defend his city against others' cowardice and lethargy, and the old-fashioned ideas of the garrison commander. Nettelbeck creates a citizen militia although opposed by the regular Prussian Army. He has supplies collected and strongly opposes any idea of surrender to the French.

Finally, having been threatened with execution by the military, and convinced that Kolberg can be saved only if a great leader can be found, Nettelbeck sends Maria, a farmer's innocent daughter the dangerous journey to Königsberg, whither the Court of Prussia has retreated. She is to meet with the King and with Queen Louise. Napoleon had described the Queen as "the only man in Prussia". Maria meets with the Queen alone and persuades her to order Gneisenau to Kolberg.

He confronts Nettelbeck, and emerges as the top leader. But the two work together with the army and the citizens to save the city from the French. After Kolberg is saved when the French retreat (this is not historically true), the film returns to 1813 after the Convention of Tauroggen. Napoleon had been defeated in Russia, and Prussian leaders wonder whether it is time to confront him. Gneisenau convinces Frederick William to do so; he writes the proclamation An Mein Volk ("To my People") announcing the Wars of Liberation.

Cast

 * Kristina Söderbaum as Maria, a farmer's daughter who gains audience with the Queen
 * Heinrich George as Joachim Nettelbeck
 * Paul Wegener as General Ludwig Moritz von Loucadou
 * Horst Caspar as August Neidhardt von Gneisenau
 * Gustav Diessl as Ferdinand von Schill
 * Otto Wernicke as Farmer Werner
 * Kurt Meisel as Claus
 * Claus Clausen as Frederick William III of Prussia
 * Irene von Meyendorff as Louise of Mecklenburg-Strelitz

 * Greta Schröder as Sophie Marie von Voß
 * Franz Herterich as Emperor Francis II
 * Jakob Tiedtke as Shipowner
 * Paul Bildt as Rector
 * Charles Schauten as Napoléon
 * Theo Shall as Louis Henri Loison
 * Werner Scharf as Pietro Teulié
 * Jaspar von Oertzen as Prince Louis Ferdinand of Prussia, a role edited out.

Production
The screenplay by Harlan and Braun was based on the 1823 autobiography of Joachim Nettelbeck, mayor of Kolberg, and on Nobel laureate Paul Heyse's 1865 play adapted from the book. Heyse and his work were not referred to in film publicity as he was Jewish. Propaganda Minister Joseph Goebbels had explicitly ordered a film based on historical events, which he regarded as highly suitable for the circumstances Germany faced.

Goebbels began planning for Kolberg in 1941, and the film entered production in 1943. On 1 June 1943 Goebbels hired Veit Harlan, the director of Jud Süß. It was made in Agfacolor and cost, not as is often stated.

The film's cast of 'extras' amounted to perhaps 5,000 soldiers; hundreds of Kolberg people participated for a daily fee of. The number of extras is commonly exaggerated at 187,000, and claims of entire divisions of troops taking part are completely false.

Kristina Söderbaum, the director's wife, was cast as Maria, a farmer's daughter and one of the lead roles in the film.

Principal cinematography took place from 22 October 1943 to August 1944. The exteriors were shot in and around the cities of Kolberg, Königsberg, Treptow, Berlin, Seeburg, and Neustettin. Harlan said that the "law of madness" applied during the film's production, and that Adolf Hitler and Goebbels believed the film "could be more useful to them than even a military miracle, because they no longer believed in victory in any rational way". Goebbels worked on the film as an uncredited screenwriter.

One-fourth of the film's budget was spent on scenes cut by Goebbels. 100 railroad cars were used to transport salt to be used as snow in the film.

Release
The film was premiered for German forces in the defense zone in occupied La Rochelle, France on 30 January 1945. The city was liberated by Allied forces two months later.

It opened in a temporary cinema (U.T. Alexanderplatz) and at Tauentzien-Palast in Berlin. It ran under constant threat of air raids until the fall of Berlin to Soviet forces in May 1945. Simultaneously with the opening in Berlin, it was shown to the crew of the naval base at La Rochelle at the Théâtre de la Ville. It was also screened in the Reich Chancellery after the broadcast of Hitler's last radio address on 30 January. One of the last films of the Third Reich, it never went into general release.

The city of Kolberg was declared a Festung ("fortress town") as Soviet forces neared it on 24 February 1945. Within a month of the film's opening Kolberg was under full siege (sometimes called the "Second Siege" or "Second Battle" of Kolberg), with around 70,000 trapped German civilians and military personnel. House-to-house fighting caused devastation. Kolberg fell to Soviet and Polish forces on 18 March 1945. Many civilians escaped by sea. The Soviet Union permanently expelled all who survived the siege, along with all Germans in east Pomerania. The ruined city of Kolberg became part of the postwar socialist republic of Poland. The city is now known as Kołobrzeg.

The film was theatrically released by Atlas Films in West Germany in 1966.

title: Kolberg (film)


text:
Emirates Office Tower

The Emirates Office Tower, is a 54-floor office building along Sheikh Zayed Road in the city of Dubai, United Arab Emirates. Connected with the 56-floor Jumeirah Emirates Towers Hotel by a retail boulevard, the two towers form what is commonly referred to as the Emirates Towers complex. The tower has a total structural height of 354.6 m and roof height of 311 m, making it the 55th-tallest building in the world. The Emirates Office Tower One is taller than the neighbouring Jumeirah Emirates Towers Hotel, but has two fewer floors. Construction of the building was completed on 3 November 1999.

Design and Style
The Emirates Office Tower is located in the financial centre of Dubai. The Emirates Towers complex designed by NORR represents modern business age architecture. Two equilateral triangles are one of their kind in Dubai. The tower consists of three large core walls. The walls support the load transferred at four levels by large steel trusses, which are connected to the cores with the aid of post tensioning and shear stud connection. A curved wall rising almost the whole height of one face of the triangular building provides a view of the city.

The Emirates Office Tower building is surrounded by clad in silver aluminium panels, silver and copper reflective glass. Flanking each tower at the base is a low curvilinear structure, that houses parking and service elements. Both towers rise from a terraced podium featuring a boutique retail mall, restaurants, and cafes with leasable retail area of 80,730 sqft, at the three storey base. Landscaping is an integral feature of the design with undulating land forms, water features, and a variety of plants creating a unique development in downtown Dubai. Located along the Sheikh Zayed road the buildings are one of the most distinctive pairs of skyscrapers.

title: Emirates Office Tower


text:
Musa Hitam

Tun Musa bin Hitam (Jawi: موسى بن هيتم; born 18 April 1934) is a Malaysian retired politician who served as the Deputy Prime Minister of Malaysia from 1981 to 1986, serving under Mahathir Mohamad. He was the chairman of Sime Darby Berhad.

Early life and education
Musa bin Hitam was born on 18 April 1934 in Johor Bahru, British Malaya, to a Malay father of Javanese descent and a mother of Chinese descent, who was adopted by and grew up in a Malay household at the age of five.

Musa continued his studies at the English College Johore Bahru. He received his bachelor's degree from the University of Malaya and his master's degree from the University of Sussex. He has since been awarded with various honours, including an Honorary Doctorate from the University of Sussex and an Honorary Doctorate from Ohio University (in 1980). Musa has held various posts at the international level at various times. These included being Chairman of the Commonwealth Parliamentary Association, Member of the Board of UNESCO, Leader of the Commonwealth Observer Delegation to the Malawi general elections and Member of the Commonwealth Ministers Delegations to Nigeria, Pakistan, Fiji and Gambia.

Political career
In the 1960s, Musa was briefly served as Acting Secretary-General of UMNO. He was later expelled from the party in the wake of the 13 May racial rioting for insubordination to Prime Minister and UMNO President Tunku Abdul Rahman. During his political exile, he obtained his Master's from the University of Sussex.

In 1971, he was readmitted to UMNO under the Tunku's successor, Tun Abdul Razak. He rose quickly, becoming Deputy Whip of the Alliance coalition in Parliament, and was elected as a member of the UMNO Supreme Council. He was elected as a UMNO Vice-President in 1978.

When Mahathir Mohamad succeeded as Prime Minister of Malaysia, he declared the election for the Deputy Presidency of UMNO open; and thus by extension the Deputy Prime Ministership — was open; he would not support any candidate. Musa Hitam faced Tengku Razaleigh Hamzah in 1981 the party election. Eventually, Musa won the election with 722 votes to Razaleigh's 517 votes, becoming the new Deputy President and Deputy Prime Minister. Razaleigh blamed himself for taking "a rather passive stance" and not having a campaign strategy.

Government positions
Before becoming Malaysia's fifth Deputy Prime Minister and Minister of Home Affairs in 1981–1986, Musa held a number of key government posts, including Musa retired after the UMNO leadership crisis and was replaced by Ghafar Baba as Deputy Prime Minister in 1987.
 * Chairman of the Federal Land Development Authority (FELDA)
 * Deputy Minister of Trade & Industry (1970–1974)
 * Minister of Primary Industries (1974–1978); and
 * Minister of Education (1978–1981).
 * Deputy Prime Minister (1981–1987)

Post-political career
In 1987, Tengku Razaleigh challenged Mahathir Mohamad for the presidency of UMNO. Musa Hitam, who was then having a growing rift with Mahathir, resigned as Deputy Prime Minister, citing irreconcilable differences with Mahathir. He then joined Razaleigh's Team B as UMNO deputy president candidate. In the election, Dr. Mahathir and his Team A managed to retain his position and power over the party. However, UMNO was split into two separate entities as Tengku Razaleigh was left unsatisfied with the result. The split forced the Malaysian court to declare UMNO as illegal. Shortly after the court ruling, Dr. Mahathir reestablished UMNO as UMNO Baru (New UMNO), though the new UMNO was badly weakened. Tengku Razaleigh at the same time went on his own path and found a new political party called Semangat 46 in 1989. The number 46 refers to the year UMNO was founded. Musa, however, decided to retire from politics and has not joined the fray since.

Between 1990 and 1991, he was Malaysia's Special Envoy to the United Nations, and since 1995 he has been the Prime Minister's Special Envoy to the Commonwealth Ministerial Action Group (CMAG). Tan Sri Musa also led the Malaysian delegation to the UN Commission on Human Rights from 1993 to 1998 and was elected Chairman of the 52nd Session of the Commission in 1995. As a member of UMNO, Musa has held various positions within the party up to Deputy President until 1987.

He also served as the Chairman of Suhakam, the Malaysian Human Rights Commission, from 1999 till 2002. In 2007, Musa became the chairman of Synergy Drive Berhad, the entity which arose out of the newly formed merger between Sime Darby, Guthrie, and Golden hope Plantations. He also serves on the International Advisory Council of the Brookings Doha Center. Musa is currently the Chairman of the World Islamic Economic Foundation.

Personal life
Musa was married to Toh Puan Datin Ines Maria Reyna, a Peruvian of Spanish descent, whom he first met at Lima, Peru in 1959 as an international student. They had 3 children: Mariana, Carlos Abdul Rashid and Rosana. Carlos was killed together with his wife Rozita Datuk Abu Bakar during the Highland Towers collapse in December 1993.

Musa is now married to Toh Puan Zulaikha Sheardin. His daughter Mariana died on 5 November 2022.

Honours of Malaysia

 * 🇲🇾 Malaysia :
 * MY Darjah Yang Mulia Pangkuan Negara (Defender of the Realm)- PMN.svg Commander of the Order of the Defender of the Realm (PMN) – Tan Sri (1994)
 * Order of Loyalty to the Crown of Malaysia - SSM.svg Grand Commander of the Order of Loyalty to the Crown of Malaysia (SSM) – Tun (2006)
 * Johor :
 * Order of the Crown of Johor ribbon bar.svg Knight Grand Commander of the Order of the Crown of Johor (SPMJ) – Dato' (1973)
 * Order of the Loyalty of Sultan Ismail (Johor) - ribbon bar.png Knight Grand Companion of the Order of Loyalty of Sultan Ismail of Johor (SSIJ) – Dato' (1977)
 * Sultan_Ibrahim_Coronation_Medal_ribbon.gif First Class of the Sultan Ibrahim Medal (PIS I) (1982)
 * Selangor :
 * MY-SEL Order of the Crown of Selangor - Knight Grand Commander - SPMS.svg Knight Grand Commander of the Order of the Crown of Selangor (SPMS) – Dato' Seri (1982)
 * Malacca :
 * MY-MAL Exalted Order of Malacca.svg Knight Grand Commander of the Premier and Exalted Order of Malacca (DUNM) – Datuk Seri Utama (1982)
 * Negeri Sembilan :
 * MY-NEG Order of Loyalty to Negeri Sembilan.svg Knight Grand Commander of the Order of Loyalty to Negeri Sembilan (SPNS) – Dato' Seri Utama (1982)
 * Sabah :
 * MY-SAB Order of Kinabalu - SPDK.svg Grand Commander of the Order of Kinabalu (SPDK) – Datuk Seri Panglima (1984)

Foreign honour

 * 🇯🇵 Japan :
 * JPN_Kyokujitsu-sho_1Class_BAR.svg Grand Cordon of the Order of the Rising Sun (2018)

title: Musa Hitam


text: Template:Greek myth (nymph)

title: Template:Greek myth (nymph)


text: User talk:81.168.80.170

title: User talk:81.168.80.170


text:
Talk:A. Merritt

Biography assessment rating comment
The article may be improved by following the WikiProject Biography 11 easy steps to producing at least a B article. -- John Carter 20:59, 3 May 2007 (UTC)

Found some inaccuracies, plus indications that this article was copied from here (or vice versa of course). In any case, I should have enough knowledge of Abe to be able to fix things up. - Kenwarren 14:53, Jul 17, 2004 (UTC)

Removed the following, which I can't substantiate:

 * Merrit also had a passion for exotic plants, writing numerous articles on botany. Also discoverer, with S. Weir Mitchell, of psychedelic drugs.

He did collect plants used in witchcraft, and S. Weir Mitchell, M.D. did write about psychedelic drugs, but I can find no confirmation of a link between Merritt and Mitchell. - Kenwarren 15:56, Jul 17, 2004 (UTC)

Question. Anyone? My understanding was that most of Hannes Bok's collaborations with Merritt were posthumous. Calling him a frequent collaborator would be inaccurate I don't have anything in front of me now but could someone check the accuracy of the Bok statement and point to a list of collaborations? Jplatt39 22:30, 8 July 2006 (UTC)

Other images
Just flagging the presence of other free to use images that could be useful:

 * File:Abraham Merritt 001.jpg, an alternative image of Merritt
 * File:Weird Tales August 1926.jpg, the cover of Weird Tales with The Woman of the Wood in it.

A lot of the other original covers are also in the public domain, so if anyone adds them here they can either add them to the relevant article of flag it here for future use. (Emperor (talk) 20:50, 25 October 2009 (UTC))

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title: Talk:A. Merritt