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Mandatory retirement

Mandatory retirement also known as forced retirement, enforced retirement or compulsory retirement, is the set age at which people who hold certain jobs or offices are required by industry custom or by law to leave their employment, or retire.

As of 2017, as reported by the Organisation for Economic Co-operation and Development (OECD), only three European member states (UK, Denmark and Poland) and four OECD countries (Canada, Australia, New Zealand, United States) had laws banning mandatory retirement.

Rationale
Typically, mandatory retirement is justified by the argument that certain occupations are either too dangerous (military personnel) or require high levels of physical and mental skill (air traffic controllers, airline pilots). Most rely on the notion that a worker's productivity declines significantly after age 70, and the mandatory retirement is the employer's way to avoid reduced productivity. However, since the age at which retirement is mandated is often somewhat arbitrary and not based upon an actual physical evaluation of an individual person, many view the practice as a form of age discrimination, or ageism.

Economist Edward Lazear has argued that mandatory retirement can be an important tool for employers to construct wage contracts that prevent worker shirking. Employers can tilt the wage profile of a worker so that it is below marginal productivity early on and above marginal productivity toward the end of the employment relationship. In this way, the employer retains extra profits from the worker early on, which he returns in the later period if the worker has not shirked his duties or responsibilities in the first period (assuming a competitive market).

Australia
In Australia, compulsory retirement is generally unlawful throughout the various State and Territory jurisdictions in Australia. Among exceptions to the general rule, permanent members of the Australian Defence Force must retire at the age of 60 and reservists at 65.

Since the passage of a constitutional amendment in 1977, judges on federal courts are required to retire at the age of 70.

Brazil
The Constitution of Brazil says in Article 40, Paragraph 1, Item II, that all public servants in the Union, States, Cities and the Federal District shall mandatorily retire at the age of 70. This regulation encompasses servants from the executive, legislative and judicial branches. It also applies to the Supreme Federal Court Justices, as per Article 93, Item VI, of the Constitution, and the Court of Accounts of the Union Judges, as stated in Article 73, Paragraph 3 of the Constitution (disposition added after the 20th Amendment).

Canada
The normal age for retirement in Canada is 65, but one cannot be forced to retire at that age. Labour laws in the country do not specify a retirement age. Age 65 is when federal Old Age Security pension benefits begin, and most private and public retirement plans have been designed to provide income to the person starting at 65 (an age is needed to select premium payments by contributors to be able to calculate how much money is available to retirees when they leave the program by retiring).

All judges in Canada are subject to mandatory retirement, at 70 or 75 depending on the court. Federal senators cease to hold their seats at 75.

Israel
A 2006 decision by Israel's High Court of Justice stated that mandatory retirement at age 67 does not discriminate against the elderly.

New Zealand
In New Zealand, there is no mandatory retirement age except if working in a job that clearly specifies a mandatory retirement age. The normal age of retirement is the same as the beginning of pension payments, which is 65.

Philippines
Employees working in the government, who can retire as early as age 60, have a set mandatory retirement age of 65. Personnel including officials of the Philippine Armed Forces, the Philippine Coast Guard, the Philippine National Police, the Bureau of Fire Protection, and the Bureau of Jail Management and Penology are required to retire once they reach age 56. Judges are subject to mandatory retirement at 70.

In the private sector, it is illegal to force employees and executives in the private sector to be forced to retire before age 65 with the exception of underground miners who are required to retire at age 60, and professional racehorse jockeys at age 55.

South Korea
South Korea enforces compulsory retirement before age 60 at the latest to all private companies, and 65 for public sectors. However, it is custom for most companies to lay off their employees between the ages of 50 to 55.

United Kingdom
In October 2006 the Employment Equality (Age) Regulations 2006, the UK Labour Government introduced a Default Retirement Age, whereby employers are able to terminate or deny employment to people over 65 without a reason. A legal challenge to this failed in September 2009, although a review of the legislation was expected in 2010 by the new Conservative/Liberal Democrat coalition government. This review has taken place and on 17 February 2011 BIS published the draft Regulations abolishing the Default Retirement Age. Revised regulations were later implemented and, as of 6 April 2011, employers can no longer give employees notice of retirement under Default Retirement Age provisions and will need to objectively justify any compulsory retirement age still in place to avoid age discrimination claims. In 2021, the retirement age for judges was raised from 70 to 75.

United States
Since 1986, mandatory retirement has been generally unlawful in the United States, except in certain industries and occupations that are regulated by law, and are often part of the government (such as military service and federal police agencies, including the Federal Bureau of Investigation). Earlier steps toward this include the Age Discrimination in Employment Act of 1967 (ADEA), which "protects individuals who are 40 years of age or older from employment discrimination based on age. The ADEA's protections apply to both employees and job applicants. Under the ADEA, it is unlawful to discriminate against a person because of his/her age with respect to any term, condition, or privilege of employment, including hiring, firing, promotion, layoff, compensation, benefits, job assignments, and training."

From the U.S. Code of Federal Regulations discussing the Age Discrimination in Employment Act:

"…one of the original purposes of this provision, namely, that the exception does not authorize an employer to require or permit involuntary retirement of an employee within the protected age group on account of age,"

"…an employer can no longer force retirement or otherwise discriminate on the basis of age against an individual because (s)he is 70 or older."

Professions

 * Pilots: the mandatory retirement age of airline pilots is 65. The Fair Treatment for Experienced Pilots Act (Public Law 110-135) went into effect on 13 December 2007, raising the age to 65 from the previous 60.
 * Air traffic controllers: Mandatory retirement age of 56, with exceptions up to age 61. Most air traffic controllers are hired before the age of 31 (the hiring cutoff age for those with experience is 36).
 * Foreign Service employees at the Department of State: Mandatory retirement at 65 with very narrow exceptions.
 * Federal law enforcement officers, national park rangers and firefighters: Mandatory retirement age of 57, or later if less than 20 years of service.
 * Florida Supreme Court justices: The Florida Constitution establishes mandatory retirement at age 70.
 * Michigan Judges of all levels cannot run for election after passing the age of 70.
 * Minnesota has statutorily established mandatory retirement for all judges at age 70 (more precisely, at the end of the month a judge reaches that age). The Minnesota Legislature has had the constitutional right to set judicial retirement ages since 1956, but did not do so until 1973, setting the age at 70.
 * New Hampshire Constitution - Article 78 sets the retirement of all Judges and sheriffs at age 70.
 * New Jersey Supreme Court also established mandatory retirement at age 70.
 * Maryland Constitution establishes mandatory retirement age of 70 for Circuit and Appellate Court judges.
 * Oregon – mandatory judicial retirement age of 75.

Roman Catholic Church
There is no mandatory retirement age for cardinals nor for the pope, as they hold these positions for life, but cardinals age 80 or over are prohibited from participating in the papal conclave as of 1970 because of the Ingravescentem aetatem. The Code of Canon Law specifies in Canon 401 that ordinary bishops, nuncios, and bishops with Curial appointments (but not auxiliary bishops) must present their resignation to the Pope when they turn 75, but he need not accept it right away or at all. Canon 538 makes a similar stipulation of diocesan priests who are requested, but not obliged, to offer to resign from their appointments at 75. Note that in either case, resigning from the active exercise of the office means giving up the daily responsibilities of the offices, not ordination itself. Once a man is ordained a priest or a bishop, he retains that character until his death, whether he is still working or has since retired.

title: Mandatory retirement


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Stuart Highway

Stuart Highway is a major Australian highway. It runs from Darwin, in the Northern Territory, via Tennant Creek and Alice Springs, to Port Augusta in South Australia; it has a distance of 2720 km. Its northern and southern extremities are segments of Australia's Highway 1. The principal north–south route through the central interior of mainland Australia, the highway is often referred to simply as "The Track".

The highway is named after Scottish explorer John McDouall Stuart, who was the first European to cross Australia from south to north. The highway approximates the route Stuart took.

Overview
Stuart Highway runs from Darwin, Northern Territory, in the north, via Tennant Creek and Alice Springs, to Port Augusta, South Australia, in the south – a distance of 2720 km.

The Royal Flying Doctor Service uses the highway as an emergency landing strip and sections of the highway are signed to that effect. These sections of highway have been specially selected and prepared for the landing of aircraft which only takes place after the piece of road has been closed by the police.

There are petrol and other facilities (meals, toilets, etc.) available at reasonable intervals (usually around 200 km) and more frequent rest stops. Some of the rest stops are located at scenic points with information boards, but others are little more than a picnic table and a rubbish bin in an otherwise deserted area.

Northern Territory
The Northern Territory section of the Stuart Highway starts from the edge of the Darwin central business district at Daly Street and continues as a dual-carriageway to the Arnhem Highway in Howard Springs. The highway continues 317 km south passing the Kakadu Highway to the Victoria Highway at Katherine.

At Daly Waters, the route number changes from A1 to A87. The highway then continues 673 km south passing the Roper Highway, the Carpentaria Highway and the Buchanan Highway to the Barkly Highway at Tennant Creek. The highway continues 508 km south into Alice Springs passing the Plenty Highway. It passes through the Macdonnell Ranges and finally crosses the Northern Territory/South Australia border south of Kulgera.

The highway was only fully sealed in February 1987 as part of the Australian Bicentenary roadworks programme. There are no police patrolling the majority of this remote highway and until the end of 2006 there was no speed limit outside towns and other built-up areas on the Northern Territory part. The unrestricted limit has now been generally set at 130 kph. The bulk of the Northern Territory's population not living in Darwin lies along its track.

South Australia
Stuart Highway passes through the Far North region to Port Augusta. The highway passes through the Woomera Prohibited Area where travellers may not leave the road. The highway continues south-east towards Adelaide.

Background
John McDouall Stuart led the first successful expedition to traverse the Australian mainland from south to north and return, through the centre of the continent, in 1861–1862. In 1871–72 the Australian Overland Telegraph Line was constructed along Stuart's route. The principal road from Port Augusta to Darwin was also established on a similar route.

A track developed along the route of the telegraph, and by 1888 the road between Adelaide and Alice Springs was well known. Several wells along the route provided water, although these could run dry or be contaminated by dead animals, resulting in sections as long as 144 mi without water.

The route was traversed by motor vehicles in the 1920s. While passable, sections of the road could be sandy, boggy, washed away in the winter, or rugged with boulders. Several creek crossings were required, though few were difficult. North of Alice Springs the road was in comparatively good condition, with sections allowing speeds of up to 50 mph.

Highway planning and construction
With the onset of World War II, supply roads leading to the north of the country were considered vital by the Federal Government. A central north–south highway was planned to connect the railheads at Alice Springs and Birdum, with surveying completed in August 1940. The task of constructing the highway was split between the Main Roads Departments of three states, to ensure completion before the next wet season. New South Wales would construct the northern section of 91 mi, Queensland the central section of 90 mi, and South Australia the southern section of 131 mi.

The Alice Springs–Birdum road was completed by December 1940, – upgraded from an often impassable track to an all-weather sealed highway that could cope with heavy military traffic. The 306 mi highway was built in under than 90 days. In one week, 11 mi was constructed, which was claimed to be a world record. The new highway, in conjunction with the railways at either end, reduced the impact of Darwin's isolation. Quick and efficient movement of military equipment and troop was possible, with the road remaining open throughout the wet season.

By March 1941, military authorities advocated extending the Alice Springs–Birdum road to Darwin. During the wet season, the road north of Birdum was impassable, which meant that a single railway line was the only connection through to Darwin. Construction was underway by October 1941, once again at a fast pace in an attempt to finish before the next wet season. The road was nearing completion in July 1942, although some sections were yet to be bitumenised.

Speed limits
There was no absolute speed limit in the Northern Territory before 1 January 2007 but maximum speed limits are now posted throughout the Stuart Highway. Previously, drivers were simply required to drive at a safe speed to suit the conditions. Thus, the Northern Territory section of the Stuart Highway had no speed limits at all. The Northern Territory traffic laws were updated from 1 January 2007 to be similar to the rest of Australia. This included placing a speed limit on all roads (130 km/h on major highways such as the Stuart Highway) and significantly increasing penalties for speeding.

The South Australian section is signposted as 110 km/h outside built-up regions, between Port Augusta and the Northern Territory border.

In October 2013 the NT Government announced a trial period of reverting to an open speed limit on the 200 km stretch between Alice Springs and Barrow Creek, beginning 1 February 2014. In September 2015, following the conclusion of the trial, a 276 km stretch of the highway had its speed limits derestricted. However, speed limits were restored to this stretch in November 2016; the highest is 130 km/h.

In March 2021, the road was closed due to a serious accident 500 km north of Adelaide at Wirraminna where the road collapsed due to burning diesel fuel that melted the road's plastic culverts. Plastic culverts had been used in place of concrete as they were seen as the best material for this particular location as the flood plain of the river is acidic and can destroy concrete culverts.

The road was closed while repair works took place. The asphalt also had to be given time to cure and the section of road underwent testing with a road train. With this now complete, both lanes are reopened with speed restrictions in place. Traffic signage is now in place and road users are asked to take extra care while travelling through this section of road.

Motor racing
Motor races have been proposed or undertaken on the highway since the 1950s.

In 1994 the first and only Cannonball Run in Australia ran from Darwin to Yulara and back again. Based on similar events in the United States, this event ended in tragedy when an out of control Ferrari F40 crashed into a checkpoint south of Alice Springs, resulting in the death of the two event officials manning the checkpoint as well as the two competitors. The remainder of the race had a 180 km/h speed limit imposed to prevent further accidents.

Stuart Highway is the highway taken in the World Solar Challenge. The 3000 km race starts in Darwin, follows Stuart Highway to Port Augusta, and then Highway 1 through to Adelaide.

Engineering heritage award
Stuart Highway North received a Historic Engineering Marker from Engineers Australia as part of its Engineering Heritage Recognition Program.

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

title: Stuart Highway


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Adcox 1-A

The Adcox 1-A was a two-seat open-cockpit biplane built by the students of the US Adcox Aviation Trade School in 1929. Only a single example was constructed.

title: Adcox 1-A


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Wesley L. Fox

Wesley Lee Fox (September 30, 1931 – November 24, 2017) was a highly decorated United States Marine Corps colonel with 43 years of service. Fox was a combat veteran – receiving the Medal of Honor for his heroic actions during the Vietnam War – and is considered one of the Marine Corps' legendary heroes. After retiring from the Marine Corps, he wrote a book about his career: Marine Rifleman: Forty-Three Years in the Corps; and, he served for 8 years as deputy commandant for the Virginia Tech Corps of Cadets.

Early years
Wesley Lee Fox was born on September 30, 1931, to John Wesley and Desola Lee (née Crouch) Fox on a farm outside of Herndon, Virginia, the oldest of ten siblings. He attended Warren County High School in Front Royal, Virginia until 1946, quitting school after the eighth grade, intending to be a farmer.

Korean War
When the Korean War began, inspired by the military service of his cousins in World War II, Fox enlisted in the Marine Corps on August 4, 1950, shortly before his 19th birthday. He intended to serve for four years and then return to the farm. He completed recruit training at the Marine Corps Recruit Depot, Parris Island, South Carolina in October 1950. After a brief tour as a rifleman with the 2nd Marine Division at Marine Corps Base, Camp Lejeune, North Carolina, he was sent to Korea.

His first tour to Korea began in January 1951, serving as a rifleman with Company I, 3rd Battalion, 5th Marines. In March 1951, he was promoted to corporal. He was wounded in action in Korea on September 8, 1951, and sent to the National Naval Medical Center in Bethesda, Maryland, and was awarded the Bronze Star Medal with Combat "V".

He recovered and was released from Bethesda in March 1952, he served with the Armed Forces Police, in Washington, D.C., as a patrolman until September 1953 when he was reassigned to Marine Aircraft Group 11 in Japan.

1954 - 1967
In 1954, with the war in Korea over, he re-enlisted for six years. and was returned to Korea for his second tour, as a platoon sergeant with Company G, 3rd Battalion, 5th Marines. When he returned to the United States, he served briefly at the Marine Corps Base, Camp Pendleton, California, prior to being assigned to Drill Instructors School at the Marine Corps Recruit Depot, San Diego, California, where he completed the course of instruction in August 1955.

Completing his course of instruction in August 1955, he remained at San Diego serving as a drill instructor until August 1957 when he once again returned to the East Coast to attend Recruiter's School at the Marine Corps Recruit Depot, Parris Island, South Carolina, subsequent to being assigned duty as a recruiter in the Washington, D.C., and the Baltimore, Maryland areas from 1957 to December 1960.

In December 1960, Fox was ordered back to the West Coast and served as a platoon sergeant with the 1st Force Reconnaissance Company at both Camp Pendleton, California, and on Okinawa through November 1962. In December 1962, he was assigned as a troop handler at the Marine Air Detachment, in Jacksonville, Florida, and served in this capacity until September 1965. Gunnery Sergeant Fox next saw duty in the Office of the Provost Marshal, Supreme Headquarters Allied Powers Europe (SHAPE) in Paris, France.

In May 1966, he was promoted briefly to first sergeant, and shortly afterwards, he was commissioned as a Marine second lieutenant by Brigadier General John W. Antonelli on 27 May 1966. Returning to the United States in August of that year, he became a platoon commander with the 2d Force Reconnaissance Company at Camp Lejeune, North Carolina.

Vietnam War
Beginning in September 1967, Fox served in the Vietnam War for 13 months as an executive officer of a South Vietnamese Marine Battalion. In November 1968, he was reassigned to Vietnam as the company commander of Company A, 1st Battalion, 9th Marines until May 1969. On February 22, 1969, during Operation Dewey Canyon in Quang Tri Province, he was wounded twice. He was wounded the first time in the shoulder when his company was attacked by a large enemy force. A first lieutenant at the time, Fox then personally neutralized one enemy emplacement and directed his company to destroy the enemy. After his company's executive officer was mortally wounded, he continued to direct the company's actions, ordering air strikes and coordinating the advance until the enemy retreated; Fox, the only officer left in his company still capable of resisting the enemy, was wounded again in the final assault, but refused medical attention while he reorganized his troops and prepared the wounded for evacuation. Fox was later promoted to captain on 1 April 1969. For his heroic actions, he was awarded the Medal of Honor by President Richard Nixon on March 2, 1971.

Post-Vietnam
Fox graduated from Amphibious Warfare School at Marine Corps Base Quantico in 1970 followed by assignment as tactics instructor at the Basic School. He later served duty with Marine Security Guards in Europe and then later as training officer, 2nd Marine Division. As a major, Fox served a tour in Okinawa with 3rd Recon Battalion, then was assigned as Reconnaissance Officer in the Marine Corps Development Center. As a lieutenant colonel, Fox assumed command of 1st Battalion, 6th Marines from June 1982 to July 1983. Fox graduated from the Army War College at Carlisle, Pennsylvania and was next assigned as Fleet Marine Officer Second Fleet aboard USS Mount Whitney (LCC-20) for two years. His final assignment was as the commanding officer of Marine Officer Candidate School.

Post-Marine Corps
Fox retired from the Marine Corps as a colonel on 1 September 1993 at the mandatory age of 62. Fox was one of the very few servicemembers that fought in the Korean War who was still on active duty during the Gulf War. He continued to wear the uniform for eight more years as a deputy commandant of cadets for the Virginia Tech Corps of Cadets. During and following his time as a deputy commandant, Fox was a regular guest speaker at Virginia Tech, sharing his experiences with America's next generation of military officers, business executives, and civic leaders.

In 2002, Fox wrote a book about his experiences in the military, Marine Rifleman: Forty-Three Years in the Corps and was featured on the 2003 PBS program American Valor. In 2011, he wrote a second book, Six Essential Elements of Leadership: Marine Corps Wisdom from a Medal of Honor Recipient, which is required reading for first year cadets at Virginia Tech.

Fox resided in Blacksburg, Virginia, with his wife, Dotti (formerly Dotti Lu Bossinger). They have three daughters. He died in Blacksburg on the evening of November 24, 2017, and was buried at Arlington National Cemetery.

Military awards
Fox's military decorations and awards included:
 * Marine Corps Rifle Expert Badge
 * Marine Corps Pistol Expert Badge

Medal of Honor citation
The President of the United States in the name of The Congress takes pleasure in presenting the MEDAL OF HONOR to CAPTAIN WESLEY L. FOX UNITED STATES MARINE CORPS for service as set forth in the following CITATION:

"For conspicuous gallantry and intrepidity at the risk of his life above and beyond the call of duty while serving as commanding officer of Company A, in action against the enemy in the northern A Shau Valley. Capt. (then 1st Lt.) Fox's company came under intense fire from a large well concealed enemy force. Capt. Fox maneuvered to a position from which he could assess the situation and confer with his platoon leaders. As they departed to execute the plan he had devised, the enemy attacked and Capt. Fox was wounded along with all of the other members of the command group, except the executive officer. Capt. Fox continued to direct the activity of his company. Advancing through heavy enemy fire, he personally neutralized 1 enemy position and calmly ordered an assault against the hostile emplacements. He then moved through the hazardous area coordinating aircraft support with the activities of his men. When his executive officer was mortally wounded, Capt. Fox reorganized the company and directed the fire of his men as they hurled grenades against the enemy and drove the hostile forces into retreat. Wounded again in the final assault, Capt. Fox refused medical attention, established a defensive posture, and supervised the preparation of casualties for medical evacuation. His indomitable courage, inspiring initiative, and unwavering devotion to duty in the face of grave personal danger inspired his Marines to such aggressive action that they overcame all enemy resistance and destroyed a large bunker complex. Capt. Fox's heroic actions reflect great credit upon himself and the Marine Corps, and uphold the highest traditions of the U.S. Naval Service."

/S/ Richard M. Nixon

title: Wesley L. Fox


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Walter Brodie

Walter Brodie (1811 – 11 September 1884) was a New Zealand politician in Auckland, on both provincial and national level.

Biography
Brodie was born in 1811 in Eastbourne, East Sussex, England, as the sixth of twelve children. His mother was Anna Brodie (1779–1864), the daughter of The Times founder John Walter. His father was Revd Dr Alexander Brodie DD (1773–1828). His parents had married in 1802, and his father had become the Reverend at St Mary's, Eastbourne, in 1809. His grandfather died in 1812, the year after Brodie was born, and his mother inherited 2/16ths of the shares in The Times; the same proportion went to her sister Mary Carden. In 1821, the two sisters and their respective husbands signed an affidavit that clarified that the shares were held by the daughters of The Times founder, and were not the property shared with their husbands. His father died in 1828.

Brodie emigrated to the colony in the early 1840s. He returned to England in 1844 and published a book on his experience of New Zealand colonial life titled Remarks on the Past and Present State of New Zealand.

Brodie returned to New Zealand, by way of Pitcairn.

In 1851, he imported English pheasants (Phasianus colchicus) and released them near Mongonui. At around the same time, Thomas Henderson imported Chinese pheasants (Phasianus colchicus torquatus) and released them on his property on his property, now known as the Auckland suburb of Henderson. Pheasants became common game birds in the North Island. Brodie also imported sparrows into New Zealand.

He represented the Suburbs of Auckland electorate in the 2nd New Zealand Parliament, but resigned before the end of his term on 6 December 1859. He did not serve in any subsequent Parliaments. He also participated in Auckland provincial politics, representing the Suburbs of Auckland electorate in 1855–1857.

Upon receiving his inheritance, which included his mother's shareholding in The Times, Brodie returned to England with his wife and daughter around 1870. His daughter Josephine married George Daniel Moore at Holy Trinity, Paddington, on 1 July 1870.

Brodie visited Auckland again in December 1878. He died in England on 11 September 1884.

title: Walter Brodie


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Tallgrass Prairie National Preserve

Tallgrass Prairie National Preserve is a United States National Preserve located in the Flint Hills region of Kansas, north of Strong City. The preserve protects a nationally significant example of the once vast tallgrass prairie ecosystem. Of the 400000 mi2 of tallgrass prairie that once covered the North American continent, less than 5% remains, primarily in the Flint Hills. Since 2009, the preserve has been home to the Tallgrass Prairie bison herd.

Description
The NPS and The Nature Conservancy work toward preservation of the tallgrass prairie, while sharing the story of ranching legacy, American Indian history, and the diverse tallgrass prairie ecosystem in the heart of the scenic Flint Hills of Kansas.

There are over 40 mi of maintained hiking trails in the preserve allowing visitors access to the tallgrass prairie. During the summer, narrated bus tours of the prairie are offered.

On January 29, 2008, Tallgrass Prairie National Preserve was named as one of the 8 Wonders of Kansas by the Kansas Sampler Foundation.

Ranch history
Development of Spring Hill Ranch began in 1878, with land purchases in the Flint Hills by Stephen F. Jones, a cattle rancher originally from Tennessee. He completed the ranch headquarters in 1881, and was one of the early adopters in the region of enclosed ranching, in which cattle movements are limited by stone walls, fences, or barbed wire. This was a marked change that swept across the Plains in the 1880s, caused in large part by overgrazing in open range operations. Over the years that followed his initial purchase, Jones expanded the ranch to a size of 7000 acre. The Second Empire style ranch house was built for Jones in 1881 at an estimated cost of $25,000. Jones was also responsible for construction of the Lower Fox Creek School, built on land he donated. Jones used the ranch to grow herds of purebred cattle of several breeds, as well as some purebred breeds of hogs and sheep. Jones sold the ranch in 1888 to Barney Lantry.

The Lantry family kept the ranch until 1904, primarily raising thoroughbred cattle. Spring Hill, the core of their holdings, was eventually divided up into smaller parcels. It was reassembled in a series of purchases executed in 1935 by George Davis, a grain dealer from Kansas City. Following Davis's death in 1955, the property was eventually put into a trust, and operated as the Z-Bar Ranch.

Historic interest in the property began in the 1960s, when local groups organized the restoration of the Lower Fox Creek School. The ranch complex was listed on the National Register of Historic Places in 1971, one of the first listings in the state. The National Audubon Society acquired an option to purchase the property in 1988, but this expired in 1990. It aroused wider interest in the property, resulting in its eventual acquisition by the National Park Trust. The entire ranch property was designated a National Historic Landmark District in 1997, primarily for its association with Jones and the end of the open range ranching era.

The 10882 acre Spring Hill/Z-Bar Ranch was purchased by the National Park Trust in 1994. Legislation introduced in 1991 called for the creation of the Preserve, but local interests objected to the condition that the National Park Service would own it all. U.S. Senator Nancy Kassebaum convened a group of stakeholders to seek agreement on the formula for a tallgrass prairie park. The group began work in January 1992, and a different model for a national park emerged; it would be a public/private partnership, managed by the National Park Service, but the land privately owned.

Preserve history
In 1994, Senators Kassebaum and Bob Dole introduced Senate bill S. 2412 in Congress, which would allow the Federal government to create a national preserve under the public/private partnership ownership arrangement. The bill limited National Park Service ownership to no more than 180 acre of the preserve, the remainder owned by the National Park Trust; both would manage the new park cooperatively. On November 12, 1996, the bill became, later codified under 16 USC 698.

On September 20, 2002, the National Park Trust donated approximately 32 acre to the National Park Service; it included the 1881 historic ranch house, limestone barn and outbuildings, and one-room schoolhouse. The National Park Trust worked with the National Park Service to plan and develop the park from 1996 to 2005.

Though the National Park Trust was named in the legislation, the law allowed for successor non-profits to own the land and continue the unique public/private ownership and management relationship. So, in 2005, the National Park Trust sold the approximate 10862 acre to The Nature Conservancy. Additionally Texas billionaire Ed Bass owns grazing rights to nearly 10,000 acres until 2035; his cattle dot much of the hills and valleys of the preserve.

Management
The National Park Service and The Nature Conservancy established a bison herd with 13 animals in 2009 from Wind Cave National Park. The population of 90 bison not only represent a vital component for the tallgrass prairie ecosystem, but also help preserve the genetic integrity in the conservation of American bison. Typically a third of the prairie grasslands is burned each year. The fire and grazing animals are used to prevent trees from taking over the prairie.

title: Tallgrass Prairie National Preserve


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Dingley Askham Brittin

Dingley Askham Brittin (1823–1881) was an English solicitor. He spent three years in New Zealand as a runholder and during that time, he represented the Christchurch Country electorate in the New Zealand House of Representatives for one term.

Brittin was born in Huntingdonshire, England, in 1823. He received an education as a solicitor, but during his time in New Zealand, he did not practice in that profession. Brittin came out to New Zealand on the Minerva in 1853, together with his wife, and his brother John Danns Brittin, his wife and son. The Minerva, one of the ships chartered by the Canterbury Association, had left London on 29 September and Plymouth on 12 October 1852, and arrived in Lyttelton on 2 February 1853. Other notable passengers on the ship were Henry Sewell, Edward Gibbon Wakefield, Jane and John Deans, Thomas Rowley, John Cuff, and Elizabeth Torlesse.

The Brittin brothers took up run 105 at the mouth of the Rakaia River. They sold their land in 1854, and took land in the Port Hills.

In the, Brittin was one of four candidates in the two-member Christchurch Country electorate. He came second and represented the electorate in the 2nd New Zealand Parliament in 1856, but resigned during the 1856 session before the end of his term; the Speaker read out his letter of resignation on 31 July, two weeks before the session finished. He had to return to England on 'urgent business' in 1856 and feared that he may not be back in time for the start of the 1857 parliamentary session. In fact, he did not return to New Zealand, and historian George Macdonald noted that he "was not heard of again" in Canterbury. The resulting by-election was won by John Ollivier, who beat Crosbie Ward.

Brittin died in 1881 and is buried at All Saints, the Parish Church of St Ives. His wife Anna Maria Brittin, who died in 1902, is buried next to him.

title: Dingley Askham Brittin


text:
Sikorsky CH-148 Cyclone

The Sikorsky CH-148 Cyclone is a twin-engine, multi-role shipborne helicopter developed by the Sikorsky Aircraft Corporation for the Canadian Armed Forces. A military variant of the Sikorsky S-92, the CH-148 is designed for shipboard operations and replaced the CH-124 Sea King, which was in Canadian Armed Forces operation from 1963 to 2018.

The Cyclone entered operational service with the Royal Canadian Air Force (RCAF) in 2018 and now conducts anti-submarine warfare (ASW), surveillance, and search and rescue missions from Royal Canadian Navy frigates. The helicopter also performs utility and transport roles in support of national and international security efforts. In 2004, Canada awarded Sikorsky Aircraft a contract for 28 CH-148s with deliveries originally planned to start in 2009. Deliveries were repeatedly delayed due to development issues and difficulty fulfilling contract requirements; the first deliveries, involving six initial helicopters (designated as Block 1), occurred during June 2015. Three years later, the Cyclone Block 2 achieved initial operating capability (IOC). The fleet was briefly grounded in early 2020 following a crash that was attributed to poor documentation and software flaws.

Origins
Canada began to seek a replacement for the Sea King maritime helicopter in 1986 when it issued a solicitation for the New Shipborne Aircraft (NSA) Project. A variant of the AgustaWestland EH101 was selected and a contract was signed by the nation's governing party at the time, the Progressive Conservatives. After a change of government to the Liberal party, the EH-101 contract was cancelled. The cancellation resulted in a lengthy delay to procure a replacement aircraft. The project took on increased importance in the early 2000s and another procurement competition was initiated.

On 23 November 2004, Canada's Department of National Defence announced the award of a CA$1.8 billion contract to Sikorsky to produce 28 helicopters, with deliveries scheduled to start in January 2009. In addition, Sikorsky's subcontractors, General Dynamics Canada and L-3 MAS are responsible for in-service maintenance and the Maritime Helicopter Training Centre including two Operational Mission Simulators. Other elements of in-service support include the Integrated Vehicle Health Monitoring System, spares and software support.

The first flight of the first production CH-148, serial number 801 (FAA registration N4901C), took place in Florida on 15 November 2008.

Delays and upgrades
In May 2010, Sikorsky announced an engine upgrade for the CH-148 Cyclone by the end of 2012. General Electric was developing a new engine version based on the CT7-8A1. The CT7-8A1 makes the CH-148 Cyclone heavier and less efficient than expected. General Electric developed the CT7-8A7 to be certified by June 2012 and eventually integrated into the Cyclone as soon as possible. General Electric developed the upgraded engine at its own expense. The new CT7-8A7 engine version produces 10% additional horsepower. The CT7-8A7 included modifications to the fuel manifold and nozzles. Interim CH-148s were to be provided with CT7-8A1 engines.

Additional complications in the program, and restrictions from US government International Traffic in Arms Regulations delayed initial aircraft deliveries until 2010. Further delays resulted in expected delivery pushed to 2015. In 2013 Canada rejected the delivery of "interim" helicopters offered by Sikorsky that lacked critical mission systems. In September 2013, the Canadian government announced that they were reevaluating the CH-148 purchase, and would examine cancelling the contract and ordering different helicopters if that were the better option; by this point, Sikorsky had accrued over $88 million in late damages since 2008.

In June 2014, it was announced that the Canadian government had removed the mandatory requirement from Sikorsky to supply the CH-148 with a 30-minute run-dry main gearbox. This was a key safety feature defined as mandatory in the original RFQ and one of 7 concessions made to Sikorsky. The Canadian government stated that these concessions would not affect the safety of Armed Forces personnel. However, oil loss in the main gearbox followed by several other factors caused the 2009 crash of a S-92, a civil version of the helicopter, off the coast of Newfoundland. Sikorsky added an oil cooler bypass switch and stated a similar accident is extremely unlikely. The effectiveness of the bypass switch has been questioned as it assumes that the leak will happen within the oil cooler assembly, and that the bypass can be activated in time to maintain enough oil. In the case of the S-92 crash, a titanium stud sheared causing catastrophic oil loss through the oil filter assembly.

Design

The CH-148 has a metal and composite airframe. The four-bladed articulated composite main rotor blade is wider and has a larger diameter than the S-70 Blackhawk. The tapered blade tip sweeps back and angles downward to reduce noise and increase lift. Tethered hover flight has recorded 138 kN (31,000 lbf) of lift generated, both in and out of ground effect. Unlike the Sea King, but in common with almost all current production naval helicopters, the Cyclone is not amphibious and cannot float on water.

A number of safety features such as flaw tolerance, bird strike capability and engine burst containment have been incorporated into the design. An active vibration system ensures comfortable flight and acoustic levels are well below certification requirements. The Cyclone will feature a modified main gearbox, which has been redesigned since a March 2009 accident.

The CH-148 is equipped with devices to search and locate submarines during ASW, and is equipped with countermeasures to protect itself against missile strikes. The Integrated Mission System is being developed by General Dynamics Canada, as is the Sonobuoy Acoustic Processing System. The radar is a Telephonics APS-143B, the EO System a Flir Systems SAFIRE III, the sonar an L-3 HELRAS, and the ESM, a Lockheed Martin AN/ALQ-210. CMC Electronics provides the flight management system, named CMA-2082MH Aircraft Management System.

Operational history
The Canadian Forces were to take delivery of CH-148s beginning in November 2008. In April 2009 the Government of Canada waived late fees and allowed Sikorsky two additional years to deliver compliant Cyclones. In February 2010, the first CH-148 arrived at CFB Halifax. Shearwater Heliport is the headquarters of 12 Wing, which were operating the CH-124 Sea King. Due to delays and export restrictions, the first 19 of the 28 CH-148 Cyclones were to be delivered in an interim standard which does not meet the original contract requirements. This allows operational testing and training to begin before the end of the year.

In March 2010, the first CH-148 was embarked on HMCS Montréal (FFH 336) for an intensive open seas trials including landing and takeoff. In June 2010, Sikorsky announced the Canadian Forces would receive six interim CH-148 Cyclones in November 2010. In July 2010, Sikorsky reached an agreement on delay payments and deliveries; deliveries of the remaining CH-148s with full capabilities were to begin in June 2012. All interim-standard helicopters were to be retrofitted by December 2013.

On 22 February 2011, the Office of the Prime Minister of Canada announced the proposed arrival of nine Cyclones on Canada's west coast in the spring of 2014. By March 2011 the six interim CH-148s had not been delivered. On 3 March 2011, the federal government announced that it would impose a fine of up to CA$8 million on Sikorsky for failure to meet contractual obligations. In January 2012 it was reported Sikorsky would deliver five training CH-148s in 2012, including one "fully mission capable" CH-148 by June 2012, or face a further possible $80 million in contract penalties. On 10 July 2012 in reference to Sikorsky missing another delivery deadline, Defence Minister Peter MacKay called the Cyclone purchase "the worst procurement in the history of Canada".

In December 2012, Louis Chenevert, chairman of Sikorsky's parent corporation United Technologies Corporation, stated that the five CH-148s scheduled for delivery in 2012 would instead be delivered in 2013, along with three additional helicopters. The remaining deliveries are to follow. In October 2013, the project appeared to be on the verge of cancellation with the Canadian government ordering a possible change to the maritime helicopter requirements.

In June 2015, it was reported that Sikorsky was ready to begin deliveries of the first interim Cyclones to the Royal Canadian Air Force. Six helicopters were delivered on 19 June 2015, and two "Block 1.1" Cyclones were delivered in November–December 2015. These eight helicopters will allow for RCAF training on the Cyclone until the fully operational Block 2 Cyclones start to arrive in 2018. A ninth CH-148 was delivered in August 2016. The eleventh helicopter was delivered in March 2017 as deliveries of the weapons system continue. In June 2018, the Cyclone was declared to have reached its "initial operating capability".

In July 2018, the RCAF announced that the Cyclone was assigned to a Canadian deployment to Latvia as part of Operation Reassurance, with one helicopter leaving Canada on board HMCS Ville de Québec (FFH 332).

In December 2021, the RCAF found cracks on the tails of 19 of the 23 CH-148s which had been delivered, leaving only 2 CH-148s without defects (the other 2 were already in long-term maintenance and had not been inspected), compromising Operation Lentus. The RCAF claimed that the issue had been addressed by the end of 2021, and CH-148 detachments continued to be deployed frequently on operations around the world throughout 2022. By December 2022, 26 out of 28 helicopters had been delivered, with most in Block 2 configuration.

Operators

 * Royal Canadian Air Force – 26 helicopters delivered as of December 2022, out of 28 total ordered. One helicopter was lost at sea in 2020.
 * 406 Maritime Operational Training Squadron - since summer 2016
 * 423 Maritime Helicopter Squadron - since January 2018
 * 443 Maritime Helicopter Squadron - since August 2018
 * 443 Maritime Helicopter Squadron - since August 2018

Accidents

 * On 29 April 2020, an RCAF CH-148 from 423 Maritime Helicopter Squadron, attached to HMCS Fredericton (FFH 337) and based at the Shearwater Heliport crashed in the Ionian Sea during a NATO Mediterranean exercise, killing all six crew members aboard. As a result, all Cyclones in service were placed on an "operational pause" until it was lifted on 16 June 2020. An investigation attributed the accident to the electronic control system and fly-by-wire control law known as "Command Model Attitude Bias Phenomenon". This resulted in the CH-148 responding insufficiently to pilot inputs when the flight director was engaged. The investigation concluded that manufacturer-supplied materials contained "misleading or confusing" information, incomplete sections on automation and lacked manoeuvre descriptions. The recommended fix was to modify software governing the electronic flight control laws and enhance flight mode annunciation and awareness to the crew.

title: Sikorsky CH-148 Cyclone


text:
Thomas Beckham

Thomas Beckham (1810 – 31 July 1875) was a 19th-century New Zealand politician. He represented the City of Auckland electorate in the 2nd New Zealand Parliament from 1855 to 1859, but resigned before the end of his term and did not serve in any subsequent Parliament. He was also a member of the Auckland Provincial Council, representing the City of Auckland electorate in 1855–1856. During most of that time, he was a member of the Auckland Executive Council.

title: Thomas Beckham


text:
Portland Union Station

Portland Union Station is a train station in Portland, Oregon, United States, situated near the western shore of the Willamette River in Old Town Chinatown. It serves as an intermediate stop for Amtrak's Cascades and Coast Starlight routes and, along with King Street Station in Seattle, is one of two western termini of the Empire Builder. The station is a major transport hub for the Portland metropolitan area with connections to MAX Light Rail, the Portland Streetcar, and local and intercity bus services. The station building contains Wilf's Restaurant & Bar on the ground level and offices on the upper floors. It also has Amtrak's first Metropolitan Lounge on the West Coast, which is reserved for first-class sleeping car and business-class passengers.

Southeast of the station, the tracks make a sharp turn and cross the river on the historic Steel Bridge. To the northwest, they follow the river, passing through rail yards before crossing the river again on the Burlington Northern Railroad Bridge 5.1.

The station is owned by the city of Portland and operated by Prosper Portland, the city's urban renewal agency. The city earns $200,000 a year from nearly 30 tenants. Amtrak, the main tenant, has a continuing lease in 2021.

Services
Union Station serves as a major intermodal transportation hub for Portland and Oregon. Union Station connects to TriMet MAX Green and Yellow Line trains at the nearby Union Station/Northwest 6th & Hoyt Street and Union Station/Northwest 5th & Glisan Street stations, as well as local bus service provided by TriMet. Located at the northern end of TriMet's transit mall, Union Station is also only a short walk to both lines of the Portland Streetcar, in the Pearl District.

The station is one of two western termini for the Empire Builder, Amtrak's major long-distance train to the Pacific Northwest. The train splits at Spokane, with one section continuing to Portland by way of the Columbia River Gorge and the other continuing to Seattle. It is also a stop for the Seattle-Los Angeles Coast Starlight, Amtrak's long-distance West Coast train. It serves as the southern terminus for two daily Cascades trains from Vancouver, British Columbia and four daily Cascades trains from Seattle, and the northern terminus for two Cascades trains from Eugene.

As of 2018, Union Station is the fifth-busiest Amtrak station in the Western United States (behind Los Angeles, Sacramento, Seattle and Emeryville) and the 21st busiest overall.

Bus connections
Portland's former Greyhound bus terminal is the next building to the south, having moved to the building (from a location in the center of downtown) in 1985. Greyhound vacated the facility in September 2019 in favor of a curbside pickup location nearby.

Station details
Union Station is situated near the western bank of the Willamette River in downtown Portland's Old Town Chinatown. The site is bound by Northwest Glisan, Hoyt, and Irving streets to the south; Northwest Broadway Street and Station Way to the west; Northwest Overton Street and Naito Parkway to the north; and Northwest Ironside Terrace and industrial and commercial zones to the east.

History
The initial design for the station was created in 1882 by McKim, Mead & White. Had the original plan been built, the station would have been the largest train station in the world. A smaller plan was introduced by architects Van Brunt & Howe, and accepted in 1885. Construction of the station began in 1890. It was built by the firm of Wakefield and Bridges for the Northern Pacific Terminal Company at a cost of $300,000 ($ in adjusted for inflation), and opened on February 14, 1896. The roof is made of bright red metal roof tiles, with exposed detailed pressed red brick, grey sandstone trimmings, and pebbledash stucco masonry exterior. A feature was the projecting metal canopies with cast iron support posts at the entryway. The annex, also constructed in 1896 also by Wakefield and Bridges, contained the freestanding steam plant, storerooms, telegraph office, laundry, and police-room. At the Depot's opening in 1896, the yards in front of the station contained six parallel railroad tracks. Passengers gained entry to the tracks by passing through along, narrow, enclosed one-story shed appended to the east side of the station. The tracks remained unsheltered for almost 10 years.

The track shelters were built in response to the expected increase in travellers arriving by rail to attend the 1905 Lewis and Clark Exposition in Portland.

The signature piece of the structure is the 150-foot-tall Romanesque Revival clock tower with its four-sided 1898 Seth Thomas eight-day pendulum clock, has become one of the most iconic and recognizable features of the station. Each of the clock faces is 12 feet in diameter, with a minute hand 6 feet long and an hour hand 5 feet long. The clock has a 14 foot pendulum and 1,000 pounds of counterweight that drops almost 50 feet over 7 days. It is wound every seven days. Neon signs were added to the tower in 1948. The signs read "Go by Train" on the northeast and southwest sides and "Union Station" on the northwest and southeast sides.

The nearby Interlocking Tower, also called the “VC tower” was built in 1914 to replace an earlier, wooden, building at this same location that served the same function related to the complex track switching function necessary for the operation of the station-related trackage. Construction was likely related to improvements required to changes in operation after the Terminal Company granted use of Tracks 1 and 2 to the Oregon and California Railroad and Southern Pacific railroad. The building is a small two-story brick volume with a decorative parapet, glazed terra cotta or white “face brick” detailing remains virtually unaltered on its exterior. The Interlocking Tower at Union Station is believed to be the only remaining building of its type in Oregon, and one of just five in the western United States. Now leased to Tri-Met, the original interlocking function ended on November 5, 1997. This interlocking tower was added to the National Registry of Historic Places form for Portland Union Station in a 2015 update.

Dissatisfaction with the lack of a clear, formal entry and confusing circulation patterns and dramatically increased passenger load were factors that led to the need to remodel. In 1927, the prestigious Portland architectural firm of A.E. Doyle was hired by the Terminal Rail Company to remodel the station. Pietro Belluschi, a young designer with little architectural training at the time, was put in charge of the remodel. With input from Southern Pacific, Union Pacific and Northern Pacific, the owners of the Terminal Rail Company, the drawings were finished in 1929. Major changes included: structural, functional and formal reordering of the main waiting room (including removing interior cast-iron columns) and associated public spaces; reorganizing the entry and exit sequences from the street and tracks; and functional and formal reorganization of the wing between the restaurant dining room and the main hall. Dormers were added to permit more natural light to enter the station. All new exterior finishes were closely matched to the old. Marble for the floors and walls was shipped from Italy for the remodeling. Little has changed in the station since this remodel in 1930.

In 1931, a pedestal was built in the station's courtyard and the Oregon Pony 1862-built locomotive was put on display in front of the station. The locomotive was moved to Cascade Locks Oregon in 1970.

In the early 1920's, ninety trains moved in or out of the station daily, 52 steam trains and 38 electrics; a train would arrive or depart about every 11 minutes. Expansion of service at Union Station related to the Spokane, Portland and Seattle Railway line in 1920s required significant changes to the building and track, and at its peak period of operation in the late 1940s Union Station had as many as 30 separate tracks, continuing east to Front Avenue. Over time, freight rail became less utilized as some businesses turned to trucks instead of railroads for shipment of goods.

In the years prior to Amtrak's assuming passenger operations on May 1, 1971, the Union Pacific's City of Portland ran to Portland from Chicago via Utah. Amtrak ran a successor train, the Pioneer, on a similar route to Portland until 1997.

The station was placed on the National Register of Historic Places in 1975.

The neon signs on the tower went dark in March 1971, because the railroads using it, Union Pacific, Burlington Northern and Southern Pacific, were preparing to transfer all of their remaining passenger services to Amtrak. For that reason, the station's then-owner, the Portland Terminal Railroad (itself jointly owned by those three railroads), decided to discontinue operation of the signs. In 1985, two local non-profit groups, the National Railway Historical Society (Pacific Northwest chapter) and the Oregon Association of Railway Passengers, led a fundraising campaign for public donations to enable the signs to be restored to operation. New neon tubes, in place of the old, were installed in July, and the signs were switched back on and returned to regular use in September 1985. The "Union Station" signs remain illuminated continuously, while the "Go by Train" signs flash on and off, in a sequence of "Go", then "Go by", then all three words, then off and on and repeat. In 1987, ownership of the station and surrounding land was transferred from Portland Terminal Railroad to the Portland Development Commission (now Prosper Portland) as part of the Downtown/Waterfront urban-renewal district. Shortly afterwards, Union Station underwent a renovation. It was rededicated in 1996 for its 100th anniversary.

In 2004, the roadway in front of the station was reconfigured, providing a new connection to the northwest and a forecourt. In addition, the area is being redeveloped, including new housing where railroad tracks once were.

In 2023, Prosper Portland re-evaluated the alignment of its continued ownership of Portland Union Station with the economic development mission of the agency. They have concluded that it is in the City of Portland’s and the Station’s best long-term interest to align ownership of this asset with an entity with a transportation mission. As a result, Prosper Portland has begun to explore the sale of the Station and does not anticipate taking any further actions to pursue any renovation plans.

title: Portland Union Station


text:
Talk:Billet

A possible starting source
Here's a short dictionary type answer, found via Onelook: http://www.metal-mart.com/Dictionary/dictletb.htm#I25

Please paraphrase this, and make it into a stub. I'll do it when I have time. JesseW 04:05, 29 Sep 2004 (UTC)
 * As discussed below, belongs in Billet (manufacturing). David Brooks (talk) 02:22, 7 December 2008 (UTC)

Modern day definition of billet
To me, the term "billet" as described in this article is most used in a civilian setting - say a school student or a member of a club - not just a military person. There isn't any mention of this in the article, which makes me wonder if other terms are used for this definition that I am not aware of? -- Chuq 10:13, 17 September 2006 (UTC)
 * I also agree. The term billet can be likened to a landparent. For example, junior hockey players living away from while part of a hockey program. Flibirigit 05:22, 7 August 2007 (UTC)
 * I would further question "billet" as being a "US" term, as the article indicates. The Oxford English Dictionary defines the word as follows: "ORIGIN originally denoting a short written document, later a written order requiring a householder to lodge the bearer: from Old French billette ‘little bill’;". Ergo, I'd be tempted to severely edit this article... Wikig39 (talk) 13:02, 27 August 2008 (UTC)
 * Not difficult, with EB1911 to help. David Brooks (talk) 02:22, 7 December 2008 (UTC)
 * Perhaps a section for etymology would be beneficial. NedTown5000 (talk) 00:30, 18 June 2020 (UTC)

Motorcycle Parts
This topic doesn't belong here. It belongs in the article on material billets. —Preceding unsigned comment added by 192.88.212.43 (talk) 13:47, 27 August 2008 (UTC)
 * sofixit... I did. I'll figure out if the reference is useful in Billet (manufacturing). David Brooks (talk) 02:19, 7 December 2008 (UTC)

External links modified
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title: Talk:Billet


text:
Adcox Student Prince

The Adcox Student Prince was a two-seat open-cockpit biplane designed by Basil Smith and built by the students of the US Adcox Aviation Trade School in 1929. It was based on the one-off Adcox Special, and the first example flew on 17 September.

A single example of a Student Prince X was produced in 1931 powered by a 90 hp ACE engine.

As of 2004, a single example remains registered in the United States, which was successively re-engined with 100 hp Kinner K-5, then 110 hp Warner Scarab Junior, Comet 150hp, 150 hp Wright-Hisso A and 220 hp Continental E-225 in 1963.

title: Adcox Student Prince


text:
Booth baronets

There have been three baronetcies created for persons with the surname Booth, one in the Baronetage of England and two in the Baronetage of the United Kingdom. The 1916 creation remains extant, the 1835 creation became extinct in 1896 and the 1611 baronetcy has been dormant since 1797. The senior line of the first creation was elevated to the peerage as Baron Delamer and Earl of Warrington.

History
The Booth Baronetcy, of Dunham Massey in the County of Chester, was created in the Baronetage of England on 22 May 1611 for Sir George Booth, High Sheriff of both Lancashire and Cheshire. The Booths were amongst the first eighteen families raised to the baronetage when the Order of Baronets was first instituted by James I in 1611. Booth was succeeded by his grandson, also George, who succeeded him as second Baronet and in 1661 he was raised to the Peerage of England as Baron Delamer, of Dunham Massey in the County of Chester. On his death the title passed to his eldest surviving son, Henry, the second Baron; he served as Chancellor of the Exchequer between 1689 and 1690 and on 17 April 1690 he was created Earl of Warrington in the Peerage of England. The earldom became extinct on the death of his son, the second Earl, in 1758. The baronetcy and barony devolved to the late Earl's first cousin, the fourth Baron. He was the son of Dr Robert Booth, Dean of Bristol, younger son of the first Baron. On his death in 1770 the barony became extinct. However, he was succeeded in the baronetcy by his second cousin, the sixth Baronet: the Reverend Sir George Booth. He was the grandson of Nathaniel Booth, younger brother of the first Baron. The baronetcy became dormant on his death in 1797.

Langham Booth, younger son of the first Earl of Warrington, sat as Member of Parliament for Cheshire. Lady Mary Booth, only child of the second Earl, married Harry Grey, 4th Earl of Stamford. In 1796 the titles of Baron Delamer and Earl of Warrington were revived in favour of their son, George Grey, 5th Earl of Stamford.

The Booth Baronetcy, of Portland Place in the County of London, was created in the Baronetage of the United Kingdom on 27 March 1835 for the wealthy gin distiller Sir Felix Booth. This title became extinct on the death of the third Baronet in 1896.

The Booth Baronetcy, of Allerton Beeches in the City of Liverpool, was created in the Baronetage of the United Kingdom on 24 January 1916 for Sir Alfred Allen Booth, a Director of Alfred Booth and Company and Chairman of the Cunard Steamship Company. As of 2023 the title is held by his grandson, Sir Douglas Booth, 3rd Baronet, who succeeded his father in 1960. He is a television and film writer living in the United States with his wife and two daughters.

Booth baronets, of Dunham Massey (1611)

 * Sir George Booth, 1st Baronet (1566–1652)
 * Sir George Booth, 2nd Baronet (1622–1684) (created Baron Delamer in 1661)

Barons Delamer (1661)

 * George Booth, 1st Baron Delamer (1622–1684)
 * Henry Booth, 2nd Baron Delamer (1652–1694) (created Earl of Warrington in 1690)

Earls of Warrington (1690)

 * Henry Booth, 1st Earl of Warrington (& 3rd Baronet) (1652–1694)
 * George Booth, 2nd Earl of Warrington (& 4th Baronet) (1675–1758)

Barons Delamer (1661)

 * Nathaniel Booth, 4th Baron Delamer (& 5th Baronet) (1709–1770)

Booth baronets, of Dunham Massey (1611; dormant)

 * Rev. Sir George Booth, 6th Baronet (1724–1797)

Booth baronets, of Portland Place (1835)

 * Sir Felix Booth, 1st Baronet (1775–1850)
 * Sir Williamson Booth, 2nd Baronet (1810–1877)
 * Sir Charles Booth, 3rd Baronet (1812–1896)

Booth baronets, of Allerton Beeches (1916)

 * Sir Alfred Allen Booth, 1st Baronet (1872–1948)
 * Sir Philip Booth, 2nd Baronet (1907–1960)
 * Sir Douglas Allen Booth, 3rd Baronet (born 1949)

The heir presumptive is the present holder's younger brother Dr Derek Blake Booth (born 1953), whose son and heir in line is Colin Booth (born 1982).

title: Booth baronets


text:
Adcox Cloud Buster

The Adcox A-100, also known as the Adcox Cloud Buster was a two-seat enclosed sporting biplane built by the students of the US Adcox Aviation Trade School, Portland, Oregon in 1931. Identified in some publications as Adcox Cloud Buster or Bidwell Cloud Buster Junior, it was originally powered by a Salmson AD-9 engine of 40 hp (30 kW), however in 1936 it was repowered with a more powerful, but heavier, 65 hp LeBlond 60-5D and later dismantled in 1938 after several other owners.

It was sold successively to Groat Aeronautical, Yale Air Service and on 20 August 1931 to William B Bidwell as the Cloud Buster Junior. The Bidwell-Yale Aviation Co was based at Gardiner Airport, Gardiner, Montana.

title: Adcox Cloud Buster


text:
Template talk:Recreation.Gov

I have changed the template significantly. This template was dominating the articles way too much, so i removed the image, the colorful box, and some of the text. Was there any discussion before the template was created? For a good template see Template:1911 -- Chris 73 Talk 04:13, Sep 29, 2004 (UTC)

title: Template talk:Recreation.Gov


text:
D-5 (Panasonic)

D-5 is a professional digital video format introduced by Panasonic at 18th International Television Symposium in Montreux in 1993 and released a year later in 1994. Like Sony's D-1 (8-bit), it is an uncompressed digital component system (10-bit), but uses the same half-inch tapes as Panasonic's digital composite D-3 format. A 120 min. D-3 tape will record 60 min. in D-5/D-5 HD mode. D-5 standard definition (SD) decks can be retrofitted to record high definition with the use of an external HD input/output box/decoder. There were native D5 HD decks as well that didn't need an external processor and could record in both SD and HD. High definition conversion on D5 HD decks does not allow for any error correction that exists on standard definition recordings, as the full bandwidth of the tape is required for high definition recording.

D-5 HD
D-5 HD uses standard D-3/D-5 videocassettes to record HD material, using an intra-frame compression with a 4:1 ratio. It was introduced in 1994. D-5 HD supports the 1080 and the 1035 interlaced line standards at both 60 Hz and 59.94 Hz field rates, all 720 progressive line standards and the 1080 progressive line standard at 24, 25 and 30 frame rates. Four 48 kHz 24-bit PCM audio channels, or eight 48 kHz 20-bit channels, are also supported. D-5 runs at different data rates for different formats:

 * 323 Mbit/s (1080/59.94i/8CH, 720/59.94p/8CH, 480/59.94i/8CH)
 * 319 Mbit/s (576/50i/8CH)
 * 300 Mbit/s (1080/59.94i/4CH, 720/59.94p/4CH, 480/59.94i/4CH)
 * 258 Mbit/s (1080/23.98p/8CH, 1080/24p/8CH)
 * 269 Mbit/s (1080/50i/8CH, 1080/25p/8CH, 576/50i/4CH)

HD material is often captured for post production of film projects, whereby the D-5 HD scanning equipment is cheaper by the hour than a full resolution 2K film scan.

As of 2010, no D-5 HD camcorders have been offered for sale. Panasonic instead markets P2 camcorders for field production of 720p or 1080i and 1080p images.

In 2007, Panasonic introduced an add-on box (AJ-HDP2000) that allows a standard D-5 VTR to encode 2K (2048 x 1080) resolution material with 4:4:4 color space onto D-5 tape using the industry standard JPEG2000 wavelet-based compression.

title: D-5 (Panasonic)


text:
Cynthia Plaster Caster

Cynthia Plaster Caster (born Cynthia Dorothy Albritton; May 24, 1947 – April 21, 2022) was an American visual artist and self-described "recovering groupie" who gained fame for creating plaster casts of celebrities' erect penises.

Albritton began her career in 1968 by casting penises of rock musicians. She later expanded her subjects to include filmmakers and other types of artists, eventually amassing a collection of 50 plaster phalluses. In 2000, she added casting female artists' breasts.

Biography
Albritton was born in Chicago. Shy as a young girl, Albritton sought out a way to make contact with the opposite sex. In the late 1960s, she became caught up in free love and rock music. Albritton studied at the University of Illinois Chicago. In college, when her art teacher gave the class an assignment to "plaster cast something solid that could retain its shape", she hit upon the idea of casting erect male genitalia, which would then go flaccid and exit the mold. Finding a dental mold-making substance called alginate to be sufficient, she found her first celebrity client in Jimi Hendrix, the first of many to submit to the idea.

Meeting Frank Zappa, who found the concept of "casting" both humorous and creative as an art form (though he himself had no interest in submitting to the procedure), Albritton found in him something of a patron. He moved her to Los Angeles, which she described as a veritable groupie heaven, with no lack of willing assistants eager to prepare the subjects for casting. In 1971, after her apartment was burgled, Zappa and Albritton decided the casts should be preserved for a future exhibition, entrusting them to Zappa's legal partner, Herb Cohen, for safekeeping. The exhibition idea did not take off however due to a sudden lack of rock stars willing to participate. She made no casts between 1971 and 1980. After years of wrangling, Albritton found herself in 1993 having to go to court in order to retrieve the 25 casts Cohen held (she got all but three of them back). In 2000, Albritton finally held her first exhibition of the casts in New York City. She also decided to begin casting women's breasts as an egalitarian move.

In 2001, a film documentary, Plaster Caster, was made about her. She also contributed to the BBC Three documentary My Penis and I (2005), made by British filmmaker Lawrence Barraclough about his anxiety over his 9 cm ($3 1/2$-inch) erect penis. She has inspired at least two songs: "Five Short Minutes" by Jim Croce and "Plaster Caster" by Kiss. She is also mentioned in Momus' song "The Penis Song" on his album Folktronic and the Le Tigre song "Nanny Nanny Boo Boo". In 1969, Pamela Des Barres, of Frank Zappa's group The GTOs, recorded a telephone conversation with Cynthia from Chicago for the GTOs album Permanent Damage.

Albritton was a candidate for mayor of Chicago in the 2011 election on the "Hard Party" ticket.

She is the inspiration for the character 'Juicy Lucy' in Good Girls Revolt, whom Patty interviews as a witness to the Altamont riot.

Albritton died from cerebrovascular disease at a care facility in Chicago on April 21, 2022, aged 74.

Shortly before her death, Albritton donated a copy of her 1968 plaster cast of Jimi Hendrix's erect penis to the Icelandic Phallological Museum.

List of casts
Source:

Men

 * 0002 Joel Coplon (February 16, 1968), friend
 * 0003 Al Hernandez (February 18, 1968), friend
 * 0004 Jimi Hendrix (February 25, 1968), guitarist – The Jimi Hendrix Experience
 * 0005 Noel Redding (March 30, 1968), bass player – The Jimi Hendrix Experience
 * 0006 Don Ogilvie (May 5, 1968), road manager – Mandala (band)
 * 0007 Bob Pridden (August 1, 1968), road manager and engineer – The Who
 * 0008 Eric Burdon (September 3, 1969), singer – The Animals (mold failure, no cast)
 * 0009 Richard Cole (November 26, 1968), tour manager – Led Zeppelin
 * 0010 Dennis Thompson (February 26, 1969), drummer – MC5
 * 0011 Wayne Kramer (February 26, 1969), guitarist – MC5
 * 0012 Frank Cook (March 31, 1969), drummer – Pacific Gas & Electric (band)
 * 0013 Fritz Richmond (May 12, 1969), washtub bass player – Jim Kweskin Jug Band
 * 0014 Michael Vestey (May 30, 1969), record producer
 * 0015 Bob Grant (June 5, 1969), conservative radio host
 * 0016 Anthony Newley (June 7, 1969), singer/songwriter
 * 0017 Danay West (June 11, 1969), manager – Iron Butterfly (never returned by Cohen)
 * 0018 Eddie Brigati (June 23, 1969), singer – The Rascals
 * 0019 Barry Bono (June 23, 1969), road manager – The Rascals (never returned by Cohen)
 * 0020 Harvey Mandel (July 10, 1969), guitarist
 * 0021 Lee Mallory (July 22, 1969), singer/songwriter
 * 0022 Doug Dillard (July 27, 1969), banjo player – The Dillards (mold failure, no cast)
 * 0023 John Barr (July 30, 1969), bass player – The Churls
 * 0024 Tony Stevens (September 7, 1969), bass player – Foghat, Savoy Brown (never returned by Cohen)
 * 0025 Keef Hartley (September 8, 1969), drummer – Keef Hartley Band, others (mold failure, no cast)
 * 0026 Keith Webb (September 9, 1969), drummer – Terry Reid
 * 0027 Bob Henrit (April 30, 1970), drummer – Argent (band), The Kinks
 * 0028 Zal Yanovsky (July 14, 1970), singer/guitarist – The Lovin' Spoonful
 * 0032 Aynsley Dunbar (September 30, 1970), drummer – The Mothers of Invention, Journey (band), others
 * 0033 Ricky Fataar (October 28, 1971), drummer – Beach Boys, Bonnie Raitt, The Rutles
 * 0034 Smutty Smiff (Steven Douglas Smith) (October 12, 1980), bass player – Levi and the Rockats (mold failure, no cast)
 * 0035 John Smothers (November 29, 1980), bodyguard – Frank Zappa
 * 0036 Ivan Karamazov (Howard Jay Patterson) (June 11, 1981), juggler – The Flying Karamazov Brothers
 * 0037 Shane Eason (January 22, 1982), drummer – Loverboy
 * 0038 Mary Byker (Ian Garfield Hoxley) (April 16, 1988), singer – Gaye Bykers on Acid
 * 0039 Jon Langford (June 29, 1988), singer/guitarist – The Mekons, The Three Johns
 * 0040 Chris Connelly (September 8, 1988), singer – Revolting Cocks, Ministry (band)
 * 0043 Clint Poppie (Clint Mansell) (September 30, 1989) singer – Pop Will Eat Itself
 * 0044 Terryll Loffler (June 30, 1990), filmmaker
 * 0045 Brian St. Clair (February 19, 1991), drummer – Rights of the Accused, Triple Fast Action, Local H
 * 0047 Jello Biafra (Eric Reed Boucher) (April 29, 1991), singer – Dead Kennedys
 * 0048 Pete Shelley (Peter McNeish) (November 10, 1991), singer/songwriter/guitarist – Buzzcocks (mold failure, no cast)
 * 0049 Bart Flores (August 8, 1993), drummer – Wreck (band), Pigface
 * 0050 Ronnie Barnett (August 9, 1993) bass player – The Muffs
 * 0051 Richard Lloyd (May 11, 1994), guitarist – Television (band), Matthew Sweet
 * 0052 Mike Diana (March 3, 1995), cartoonist
 * 0054 Martin Atkins (February 21, 1996), drummer – Public Image Limited, Killing Joke, Pigface, Ministry (band), Nine Inch Nails
 * 0057 Russ Forster (September 29, 1997), filmmaker, fanzine writer, label owner Underdog Records, multi-instrumentalist with Spongetunnel, engineer for Screeching Weasel
 * 0060 Momus (Nick Currie) (February 14, 1998), singer/songwriter
 * 0062 Jake Shillingford (December 18, 1999), singer – My Life Story
 * 0065 Danny Doll Rod (Dan Kroha) (March 15, 2000), guitarist – Demolition Doll Rods
 * 0067 Billy Dolan (April 2, 2000), guitarist – Five Style
 * 0069 David Yow (August 6, 2000), actor, singer/bassist – The Jesus Lizard, Scratch Acid
 * 0071 Bobby Conn (Jeffrey Stafford) (January 18, 2001), singer/songwriter/guitarist
 * 0073 Lawrence Barraclough (September 26, 2004), filmmaker (of My Penis and I)
 * 0074 Lawrence Barraclough (September 26, 2004), filmmaker
 * 0075 Ariel Pink (Ariel Marcus Rosenberg) (February 19, 2006), singer/songwriter
 * 0077 Lias Kaci Saoudi (March 20, 2014), singer – Fat White Family

Women

 * 00001 Suzi Gardner (May 28, 2000), singer/guitarist – L7
 * 00002 Suzi Gardner (May 28, 2000), singer/guitarist – L7
 * 00003 Christine Doll Rod (Christine Gomoll) (August 26, 2000), drummer – Demolition Doll Rods
 * 00004 Christine Doll Rod (Christine Gomoll) (August 26, 2000), drummer – Demolition Doll Rods
 * 00005 Margaret Doll Rod (Margaret Gomoll) (August 26, 2000), singer/guitarist – Demolition Doll Rods
 * 00006 Margaret Doll Rod (Margaret Gomoll) (August 26, 2000), singer/guitarist – Demolition Doll Rods
 * 00007 Monica BouBou (January 18, 2001), singer/violinist – Bobby Conn
 * 00008 Monica BouBou (January 18, 2001), singer/violinist – Bobby Conn
 * 00009 Lætitia Sadier (January 28, 2001), singer/keyboardist – Stereolab
 * 00010 Lætitia Sadier (January 28, 2001), singer/keyboardist – Stereolab
 * 00011 Peaches (Merrill Beth Nisker) (May 9, 2001), singer
 * 00012 Peaches (Merrill Beth Nisker) (May 9, 2001), singer
 * 00013 Sally Timms (May 30, 2001), singer – The Mekons
 * 00014 Sally Timms (May 30, 2001), singer – The Mekons
 * 00023 Stephanie Barber (February 9, 2002), artist
 * 00024 Stephanie Barber (February 9, 2002), artist
 * 00027 Karen O (Karen Lee Orzolek) (May 1, 2003), singer – Yeah Yeah Yeahs
 * 00028 Karen O (Karen Lee Orzolek) (May 1, 2003), singer – Yeah Yeah Yeahs
 * 00029 Cynthia Plaster Caster (self) (May 26, 2013), artist
 * 00030 Cynthia Plaster Caster (self) (May 26, 2013), artist
 * 00031 Cynthia Plaster Caster (self) (May 26, 2013), artist
 * 00032 Cynthia Plaster Caster (self) (May 26, 2013), artist
 * 00033 Jan Terri (December 15, 2013), singer/songwriter
 * 00034 Jan Terri (December 15, 2013), singer/songwriter

title: Cynthia Plaster Caster


text:
Mantidae

Mantidae is one of the largest families in the order of praying mantises, based on the type species Mantis religiosa; however, most genera are tropical or subtropical. Historically, this was the only family in the order, and many references still use the term "mantid" to refer to any mantis. Technically, however, "mantid" refers only to members of the family Mantidae, and not the 14 remaining families of mantises. Some of the most recent classifications have promoted a number of the mantid subfamilies to the rank of family, e.g. Iridopterygidae, Sibyllidae, Tarachodidae, Thespidae, and Toxoderidae, while other classifications have reduced the number of subfamilies without elevating them to higher rank.

Subfamilies and genera
Following the major revision of the Mantodea in 2019, the Mantodea Species File includes ten subfamilies:

Choeradodinae
The Americas, Asia
 * Asiadodis Roy, 2004
 * Choeradodis Serville, 1831
 * †Prochaeradodis Piton, 1940

Deromantinae
Africa
 * Deromantis Giglio-Tos, 1916
 * Pseudostagmatoptera Beier, 1931

Hierodulinae
Africa, Asia, Australia
 * Archimantis Saussure, 1869
 * Austromantis Sjostedt, 1918
 * Austrovates Sjostedt, 1918
 * Camelomantis Giglio-Tos, 1917
 * Chlorocalis Stiewe, Shcherbakov & Vermeersch, 2019
 * Coenomantis Giglio-Tos, 1917
 * Corthylomantis Milledge, 1997
 * Dracomantis Shcherbakov & Vermeersch, 2020
 * Ephierodula Giglio-Tos, 1912
 * Gretella Werner, 1923
 * Hierodula Burmeister, 1838
 * Hierodulella Giglio-Tos, 1912
 * Mekongomantis Schwarz, Ehrmann & Shcherbakov, 2018
 * Nullabora Tindale, 1923
 * Pnigomantis Giglio-Tos, 1917
 * Pseudomantis Saussure, 1869
 * Rhombodera Burmeister, 1838
 * Rhombomantis Ehrmann & Borer, 2015
 * Sphodropoda Stal, 1871
 * Stictomantis Beier, 1942
 * Tamolanica Werner, 1923
 * Tismomorpha Roy, 1973
 * Titanodula Vermeersch, 2020
 * Trachymantis Giglio-Tos, 1917
 * Zopheromantis Tindale, 1924

Mantinae

 * Mantilia Roy, 1993
 * Mantis Linne, 1758
 * Statilia Stal, 1877

Mellierinae
Australia
 * Melliera Saussure, 1892
 * Mellierella Giglio-Tos, 1915
 * Rhodomantis Giglio-Tos, 1917
 * Scolodera Milledge, 1989
 * Xystropeltis Rehn, 1935

Omomantinae

 * Omomantis Saussure, 1899

Orthoderinae

 * Orthodera Burmeister, 1838
 * Orthoderina Sjostedt, 1918

Stagmomantinae
The Americas
 * Antemna Stal, 1877
 * Hondurantemna Rodrigues, Rivera, Reid & Svenson, 2017
 * Phasmomantis Saussure, 1869
 * Stagmomantis Saussure, 1869
 * Tauromantis Giglio-Tos, 1917

Tenoderinae
Africa, Europe
 * Alalomantis Giglio-Tos, 1917
 * Cataspilota Giglio-Tos, 1917
 * Epitenodera Giglio-Tos, 1911
 * Paramantis Ragge & Roy, 1967
 * Mantasoa Mériguet, 2005
 * Mesopteryx Saussure, 1870
 * Nausicaamantis Meriguet, 2018
 * Notomantis Tindale, 1923
 * Plistospilota Giglio-Tos, 1911
 * Polyspilota Burmeister, 1838
 * Prohierodula Bolivar, 1908
 * Rhomboderella Giglio-Tos, 1912
 * Sphodromantis Stal, 1871
 * Tarachomantis Brancsik, 1892
 * Tenodera Burmeister, 1838
 * Tenospilota Roy & Ehrmann, 2014
 * Tisma Giglio-Tos, 1917

Vatinae
South America
 * Alangularis Svenson, Medellin & Sarmiento, 2015
 * Callivates Roy, 2003
 * Catoxyopsis Giglio-Tos, 1914
 * Chopardiella Giglio-Tos, 1914
 * Heterovates Saussure, 1872
 * Lobocneme Rehn, 1911
 * Oxyopsis Caudell, 1904
 * Parastagmatoptera Saussure, 1871
 * Pseudovates Saussure, 1869
 * Pseudoxyops Saussure & Zehntner, 1894
 * Stagmatoptera Burmeister, 1838
 * Vates (mantis) Burmeister, 1838
 * Zoolea Serville, 1839

title: Mantidae


text:
Kidd

Kidd may refer to:

Places

 * Kidd (railway point), British Columbia, a former Canadian settlement
 * Kidd's Beach, a coastal town in the Eastern Cape, South Africa
 * Kidd Islands, Antarctic island grouping
 * Mount Kidd, a peak in the Canadian Rockies
 * Kidd Mine, the world's deepest base metal mine

People

 * Kidd (surname)
 * Kidd (American rapper) (born 1996), American rapper
 * Kidd (Danish rapper) (born 1989), Danish rapper
 * Kidd Brewer (1908–1991), American football player and coach
 * Kidd Jordan (1935–2023), American jazz saxophonist and music educator
 * Kidd Kraddick (1959–2013), American radio host

Other uses

 * KSUR, a defunct radio station (630 AM) formerly licensed to serve Monterey, California, United States, which held the call sign KIDD from 1957 to 1987 and from 1991 to 2021
 * Kidd antigen system
 * Kidd class destroyer
 * Kidd Hall, a student housing cooperative in Berkeley, California
 * USS Kidd, the name of several U.S. Navy destroyers

title: Kidd