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Oeyo

Oeyo (於江与), Gō (江), Ogō (小督) or Satoko (達子) : 1573 – September 15, 1626) was a prominently-placed female figure in the Azuchi–Momoyama period and early Edo period. She was a daughter of Oichi and the sister of Yodo-dono and Ohatsu. When she rose to higher political status during the Tokugawa shogunate, she took the title of "Ōmidaidokoro". Following the fall of the Council of Five Elders, Oeyo and her sisters were key figures in maintaining a diplomatic relationship between the two most powerful clans of their time, Toyotomi and Tokugawa. Due to her great contributions to politics at the beginning of the Edo period she was posthumously inducted into the Junior First Rank of the Imperial Court, the second highest honor that could be conferred by the Emperor of Japan.

Oeyo married three times, first to Saji Kazunari, her cousin, then to Toyotomi Hideyoshi's nephew, Toyotomi Hidekatsu. She had a daughter with Hidekatsu named Toyotomi Sadako later married Kujō Yukiie. Her third and last husband Tokugawa Hidetada became the second Tokugawa shōgun. She was also the mother of his successor Iemitsu, the third shōgun. She had Senhime, Tamahime, Katsuhime, Hatsuhime, Takechiyo (Iemitsu), and Tadanaga. Hatsuhime was adopted by Oeyo's sister Ohatsu, who is married to Kyōgoku Takatsugu.

Surviving record books from merchants of luxury goods provide insight into patterns of patronage and taste amongst the privileged class of women like Oeyo and her sisters.

Genealogy
Oeyo, also known as Ogō, was the third and youngest daughter of the Sengoku-period daimyō Azai Nagamasa. Her mother, Oichi was the younger sister of Oda Nobunaga. Toyotomi Hideyoshi became the adoptive father and protector of Oeyo in the period before her marriage.

Oeyo's oldest sister, styled Yodo-dono, Cha-Cha in birth name, was a prominent concubine of Hideyoshi who gave birth to his heir, Toyotomi Hideyori.

Oeyo's middle sister, Ohatsu was the wife of Kyōgoku Takatsugu and the mother of Kyōgoku Tadataka.

Name
Oeyo also known as Sugoin-in, was initially engaged to Saji Kazunari but was later separated from him by Toyotomi Hideyoshi. She subsequently married her adoptive nephew, Toyotomi Hidekatsu, and bore a daughter named Sadatako. Tragically, Hidekatsu died suddenly. For her third marriage, she wed Tokugawa Hidetada, who would become the second shogun of the Tokugawa Shogunate. She had two sons and five daughters, including a daughter named Takako.

Regarding her name, "Sugoin-in" was part of her posthumous title. There has been debate over its pronunciation. The authoritative "Kokushi Daijiten" suggests it should be pronounced as "Sūgen'in," with the character "崇" read as "sū." However, a document believed to be authored by Kasuga no Tsubone in the possession of Ryoan-ji Temple in Kyoto uses the reading "Sōgen'in-sama." Additionally, a provisional edition of "Kansei Shoka Keizu Den" also reads "崇源院殿" as "Sōgen'in den." These sources suggest that she may have been referred to as "Sōgen'in" during her time.

Her childhood name (commonly used name) was "Kogou" based on the oldest record found in "Taikō Sosei Ki." However, different historical sources have assigned the characters "江" or "郷" to her name. The change from the character "督" to "江" may have been due to her marriage to Tokugawa Hidetada, who was known as "Edo-chunagon" at the time.

In pre-modern Japan, most women retained their childhood names throughout their lives and did not have formal given names. However, in the upper classes, women were sometimes given given names to be used in official documents, especially when receiving titles or honors. In the case of Sugoin-in, a formal given name "Michiko" was bestowed posthumously, as recorded in the "Chūin Tsūmura Nikki" from 1626.

In the case of noblewomen, they were often given honorary titles in addition to their childhood and given names. These titles could change based on their residence or status. Sugoin-in had several titles throughout her life, including "Kitano Kata," "Oshinzo," "Go-Shinzo," and "O-Go-Shinzo," each reflecting her changing circumstances and roles.

Early life and marriage to Saji Kazunari
Sugoin-in was born in Odani, Omi Province (present-day Nagahama, Shiga Prefecture), as the third daughter of Asai Nagamasa, a powerful regional daimyo. Her mother was Oichi no Kata, the daughter of Oda Nobuhide and sister of Oda Nobunaga.

The exact year of her birth is a subject of debate, with some sources suggesting 1570, based on her age at death, while others propose 1573. The latter is considered more likely, with some scholars estimating her birth month to be August.

In September 1573, Odani Castle, her family's stronghold, was attacked and taken by Oda Nobunaga, leading to the downfall of the Asai clan. Sugoin-in, along with her mother Oichi and sisters, was rescued by Oda Nobunaga's forces. After her father's suicide, she was placed under the care of Oda Nobunaga's brother-in-law, Oda Nobutada.

In June 1582, following the death of Oda Nobunaga in the Incident at Honno-ji, Sugoin-in, her mother, and her sisters were transferred to the care of Oda Nobunaga's uncle, Oda Nobutaka. They resided in Gifu Castle but were soon separated as her mother married Shibata Katsuie, one of Nobunaga's loyal retainers.

Marriage to Toyotomi Hidekatsu
Sugoin-in's first marriage took place under the patronage of Toyotomi Hideyoshi. She married her adoptive nephew, Toyotomi Hidekatsu, the lord of Tanba Province. The exact timing of this marriage is uncertain, but it is believed to have occurred in 1584. This marriage served to strengthen ties between the Oda and Toyotomi clans.

However, this union was short-lived due to Toyotomi Hideyoshi's ambitions and conflicts within the Toyotomi clan. After the Siege of Shizugatake in 1583, Hideyoshi ordered the dissolution of their marriage, resulting in Sugoin-in's separation from Hidekatsu.

Second marriage to Toyotomi Hidekatsu
After the dissolution of her first marriage, Sugoin-in found herself in a precarious position. During this period, Japan was in a state of turmoil, with various warlords vying for power. She eventually remarried, this time to her adoptive nephew, Toyotomi Hidekatsu, the nephew and adopted son of Toyotomi Hideyoshi. The exact date of their marriage remains uncertain, but it likely occurred in the late 1580s or early 1590s.

Hidekatsu was a loyal supporter of Hideyoshi and served as the lord of various domains. Despite their significant age difference, Sugoin-in and Hidekatsu married, and they had a daughter named Sadatako. Hidekatsu died soon after.

Third marriage to Tokugawa Hidetada
Sugoin-in's life took another dramatic turn. On September 17, 1595, she remarried in Fushimi, becoming the wife of Tokugawa Ieyasu's heir, Tokugawa Hidetada. Hidetada, who had come to Kyoto in 1590 during the 18th year of the Tensho era, had been engaged to Oda Nobunaga's daughter, Oda Go, who was also a ward of Toyotomi Hideyoshi. However, their wedding plans were never realized due to Go's untimely death. Hidetada and she went on to have seven children, with their eldest daughter, Senhime, born in 1597.

In 1600, during the 5th year of the Keicho era, Toyotomi Hideyoshi expanded the hall of Sennyu-ji Temple and built a shrine dedicated to Oda Nobunaga on the former site of Azuchi Castle. Subsequently, after Hideyoshi's death, she instructed Niwa Nagashige to rebuild the shrine in the ashes of Azuchi Castle.

During the Siege of Osaka in 1614-1615, the Toyotomi clan was defeated, and she lost her sister Yodo-dono. On May 7, 1617, she mourned for Yodo-dono and Toyotomi Hideyori at Yogen-in Temple. When Yogen-in, the temple founded by Yodo-dono in memory of their father, Azai Nagamasa, was destroyed by fire in 1619, she petitioned the Tokugawa shogunate to rebuild it. Her request was granted, and the temple was reconstructed in 1621.

Death and legacy
She died on September 15, 1626, at Edo Castle's Nishinomaru (Western Bailey) at the age of 54. Her posthumous Buddhist name was "Sugeden-in Donsho Wako Ninsei Shojotei Ni."

Following her death, she was buried at Zojo-ji Temple in Tokyo's Minato Ward, at the same site as her husband Tokugawa Hidetada and other Tokugawa shogunate members.

There are also memorial pagodas dedicated to her at Kinkai-koji Temple in Kyoto's Sakyo Ward and Kongobu-ji Temple in Koya-cho, Wakayama Prefecture. These pagodas bear inscriptions recognizing her as "Sugeden-in Donsho Wako Ninsei." Another memorial pagoda is located inside the Rokkakudo Pagoda at Konkai Komyo-ji Temple in Kyoto, with the inscription "Sugeden-in Gen Donsho Taishi."

In summary, her life was marked by her marriages to prominent figures of the time, her involvement in the reconstruction of religious sites, and her contributions to the Tokugawa family. Her legacy is commemorated in several memorial pagodas across Japan.

Family

 * Father: Azai Nagamasa (1545-1573)
 * Mother: Oichi (1547-1583)
 * Step-Father: Shibata Katsuie (1522-1583)
 * Foster Father: Toyotomi Hideyoshi (1537-1598)
 * Husbands:
 * Saji Kazunari (m. 1583 div. 1584)
 * Toyotomi Hidekatsu (m. 1591–1592)
 * Tokugawa Hidetada (m. 1595)
 * Children:

by Hidekatsu

 * Toyotomi Sadako (1592–1658), adopted by Toyotomi Hideyoshi and Yodo-dono later married Kujō Yukiie and later adopted by Tokugawa Hidetada

by Hidetada

 * Senhime (1597-1666)
 * Tamahime (1599-1622)
 * Katsuhime
 * Hatsuhime
 * Tokugawa Iemitsu (1604-1651)
 * Tokugawa Tadanaga (1606-1634)
 * Tokugawa Masako (1607-1678)

Timeline

 * 1573: Born
 * 1573: Azai Nagamasa and Manpukumaru committed suicide, Oichi and her daughters returned to Oda clan.
 * 1579: Moved to Azuchi Castle from Ise-Ueno Castle
 * 1582: Oda Nobunaga was betrayed
 * 1582: Oichi married to Shibata Katsuie
 * 1583: Shibata Katsuie and Oichi committed suicide
 * 1583: Married Saji Kazunari
 * 1584: Divorced with Saji Kazunari
 * 1587: Ohatsu married Kyōgoku Takatsugu
 * 1589: Yodo-dono gave birth to Toyotomi Tsurumatsu
 * 1591: Yodo-dono's son, Toyotomi Tsurumatsu died
 * 1591: Married with Toyotomi Hidekatsu and moved to Jurakudai
 * 1592: Toyotomi Hidekatsu died
 * 1592: Gave birth to Toyotomi Sadako
 * 1593: Yodo-dono gave birth to Toyotomi Hideyori
 * 1595: Toyotomi Hidetsugu committed suicide and Jurakudai was dismantled
 * 1595: Married Tokugawa Hidetada.
 * 1597: May 26: Gave birth to Sen-hime
 * 1599: Aug. 1: Gave birth to Tama-hime (died 9 August 1622)
 * 1601: June 12: Gave birth to Katsu-hime (died 20 March 1672)
 * 1601: Tamahime married Maeda Toshitsune
 * 1602: Aug. 25: Gave birth to Hatsu-hime (died 16 April 1630)
 * 1603: Senhime married to Toyotomi Hideyori
 * 1603: June 3: Toyotomi Sadako married Kujō Yukiie
 * 1604: Aug. 12: Gave birth to Iemitsu
 * 1605: Hidetada becomes shogun
 * 1606: June 12: Gave birth to Tadanaga
 * 1607: Nov. 23: Gave birth to Matsu-hime Tokugawa Masako
 * 1607: Sadahime gave birth to Nijō Yasumichi
 * 1607: Hatsu-hime married Kyōgoku Tadataka
 * 1609: Sadahime gave birth to Kujō Michifusa
 * 1611: Katsuhime married Matsudaira Tadanao
 * 1613: Tamahime give birth to Kametsuru-hime
 * 1615: Toyotomi Hideyori and his mother Yodo-dono committed suicide, Osaka Castle burned and Senhime returned to Tokugawa Family.
 * 1615: Sadahime gave birth to Matsudono Michimoto
 * 1615: Tamahime gave birth to Maeda Mitsutaka
 * 1616: Tamahime gave birth to Eihime
 * 1616: Senhime married to Honda Tadatoki
 * 1616: Katsuhime gave birth to Matsudaira Mitsunaga
 * 1617: Tamahime's daughter, Eihime died
 * 1617: Tamahime gave birth to Maeda Toshitsugu
 * 1617: Katsuhime gave birth to Kamehime
 * 1618: Senhime gave birth to (Honda) Katsuhime
 * 1618: Tamahime gave birth to Maeda Toshiharu
 * 1618: (Tokugawa) Katsuhime gave birth to Tsuruhime
 * 1619: Senhime gave birth to Kochiyo
 * 1619: Tamahime gave birth to Mitsuhime
 * 1620: Masako married Emperor Go-Mizunoo
 * 1621: Senhime's son, Kochiyo died
 * 1621: Tamahime gave birth to Tomihime
 * 1622: Katsuhime divorced Matsudaira Tadanao and went back to Tokugawa clan with her children.
 * 1622: Tamahime gave birth to Natsuhime and died during childbirth
 * 1623: daughter of Tamahime, Natsuhime died
 * 1623: Iemitsu becomes shogun
 * 1623: Iemitsu married Takaatsukasa Takako
 * 1624: Tokugawa Masako gave birth to Empress Meishō
 * 1625: Masako gave birth to Onna-ni-no-Miya
 * 1626: Honda Tadatoki died, Senhime went back to Tokugawa Family with her daughter
 * 1626: Died while Hidetada and Iemitsu were in Kyoto
 * 1626: Received the posthumous court rank of Jūichi-i

Burial
After Hidetada resigned the government to his eldest son in 1623, Oeyo took a Buddhist name, Sūgen'in (崇源院) or Sogenin. Her mausoleum can be found at Zōjō-ji in the Shiba neighborhood of Tokyo.

Honours

 * Junior First Rank (November 28, 1626; posthumous)

Taiga drama
NHK's 2011 Taiga drama, Gō: Himetachi no Sengoku, is based on the life of Oeyo who is played by the actress Juri Ueno.

Notable descendants
Together with Odai no Kata (Ieyasu's mother) and Lady Saigo (mother of Hidetada), Oeyo was the matriarch who stabilized the Tokugawa shogunate. Her descendants became shoguns, aristocrats and other prominent political figures. It is speculated that her son, Iemitsu, was the last direct male descendant of Tokugawa Ieyasu, thus ending the patrilineality of the shogunate for the third generation.
 * Toyotomi Sadako
 * Matsudono Michiaki (1616–1646)
 * Nijō Yasumichi
 * Nijō Mitsuhira
 * Kujō Michifusa
 * a daughter married Kujō Kaneharu
 * Kujō Sukezane
 * Kujō Morotaka
 * Zuisho-in married Tokugawa Yoshimichi
 * Tokugawa Gorōta
 * Kujō Yukinori
 * Kujō Tanemoto
 * Kujō Naozane
 * Kujō Michisaki
 * Kujō Sukeie
 * Nijō Munemoto
 * Nijō Shigeyori (1751–1768)
 * Nijō Harutaka
 * Nijō Narimichi (1781–1798)
 * Kujō Suketsugu
 * Saionji
 * a daughter married Tokugawa Nariatsu
 * a daughter married Matsudaira Yoritsugu of Hitachi-Fuchū Domain
 * Kujō Hisatada
 * Kujō Asako (女御 (nyōgo)) to Emperor Kōmei
 * Imperial Princess Yoriko Naishinnō
 * Imperial Princess Fuku
 * Michitaka
 * Matsuzono Hisayoshi
 * Tsurudono Tadayoshi
 * Takatsukasa Hiromichi
 * Nobusuke Takatsukasa
 * Toshimichi Takatsukasa
 * Takatsukasa Nobuhiro (1892–1981)
 * Nijō Motohiro
 * Nijō Atsumoto
 * Nijō Narinobu
 * Nijō Nariyuki
 * Nijō Masamaro
 * Nijō Toyomoto (1909–1944)
 * Nijō Tamemoto (1911–1985)
 * Nijō Suiko married Nabeshima Naotomo
 * Nabeshima Naotada
 * Tokugawa Masako, married Emperor Go-Mizunoo
 * Empress Meishō
 * Imperial Prince Takahito Shinno (1626–1628)
 * Imperial Princess On'nani no Miya Naishinno (1625–1651)
 * Wakamiya
 * Kikumiya
 * Imperial Princess Akiko no Miya Naishinno (1629–1675)
 * Imperial Princess Noriko no Miya Naishinno (1632–1696)
 * Katsuhime, married Matsudaira Tadanao
 * Matsudaira Mitsunaga (1616–1707) of Takada Domain
 * Matsudaira Tsunakata (1633–1674)
 * Kamehime (1617–1681) married Takamatsu no Miya Yoshihito-Shinno, son of Emperor Go-Yōzei
 * Tsuruhime (1618–1671) married Kujō Michifusa
 * Third daughter married Asano Tsunaakira
 * Fifth daughter married Asano Tsunaakira
 * First daughter married Kujō Kaneharu
 * Kujō Sukezane
 * Zuisho-in married Tokugawa Yoshimichi
 * Tokugawa Gorota
 * Kujō Morotaka
 * Kujō Yukinori
 * Kujō Tanemoto
 * Nijō Munemoto
 * Nijō Shigeyori (1751–1768)
 * Nijō Harutaka
 * Kujō Hisatada
 * Matsuzono Hisayoshi
 * Tsurudono Tadayoshi
 * Takatsukasa Hiromichi
 * Takatsukasa Nobuhiro
 * Nobusuke Takatsukasa
 * Toshimichi Takatsukasa
 * Nijō Motohiro
 * Nijō Atsumoto
 * Empress Eishō
 * Imperial Princess Yoriko Naishinnō
 * Imperial Princess Fuko
 * Kujo Michitaka
 * Empress Teimei
 * Nobuhito, Prince Takamatsu
 * Yasuhito, Prince Chichibu
 * Takahito, Prince Mikasa
 * Prince Tomohito of Mikasa
 * Princess Yoko of Mikasa
 * Princess Akiko of Mikasa
 * Princess Yasuko of Mikasa
 * Tadahiro Konoe (b. 1970)
 * Yoshihito, Prince Katsura
 * Norihito, Prince Takamado
 * Princess Tsuguko of Takamado
 * Princess Noriko of Takamado
 * Princess Ayako of Takamado
 * Princess Masako of Mikasa
 * Akifumi Sen
 * Makiko Sen
 * Takafumi Sen
 * Hirohito, Emperor Showa
 * Akihito, Emperor of Japan
 * Sayako, Princess Nori
 * Fumihito, Prince Akishino
 * Princess Mako of Akishino
 * Princess Kako of Akishino
 * Prince Hisahito of Akishino
 * Naruhito, Emperor of Japan
 * Aiko, Princess Toshi
 * Takako, Princess Suga
 * Yoshihisa Shimazu (b. 1962)
 * Masahito, Prince Hitachi
 * Atsuko, Princess Yori
 * Kazuko, Princess Taka
 * Sachiko, Princess Hisa
 * Shigeko, Princess Teru
 * Mibu Motohiro (b. 1949)
 * Princess Fumiko of Higashikuni (b. 1946)
 * Princess Yuko of Higashikuni (b. 1954)
 * Prince Naohiko Higashikuni
 * Prince Teruhiko Higashikuni
 * Prince Mutsuhiko Higashikuni
 * Prince Nobuhiko Higashikuni (b. 1945)
 * Prince Yukihiko Higashikuni (b. 1974)
 * Nijō Narimichi (1781–1798)
 * Sainjo
 * Kujō Suketsugu
 * Nijō Suiko married Nabeshima Naotomo
 * Nabeshima Naotada
 * Nijō Narinobu
 * Nijō Nariyuki
 * Nijō Masamaro
 * Nijo Toyomoto (1909–1944)
 * Nijo Tamemoto (1911–1985)
 * Kujō Naozane
 * Kujō Michisaki
 * Kujō Sukeie
 * Senhime– Daughter, married Toyotomi Hideyori and later married Honda Tadatoki
 * Kochiyo (1619–1621)
 * Katsuhime (1618–1678) married Ikeda Mitsumasa
 * Tsuhime (1636–1717) married Ichijō Norisuke
 * Ichijō Kaneteru
 * Ikeda Tsunamasa
 * Ikeda Tsugumasa
 * Ikeda Munemasa
 * Ikeda Harumasa (1750–1819)
 * Ikeda Narimasa (1779–1833)
 * Sagara Nagahiro (1752–1813)
 * Sagara Yorinori (1774–1856)
 * Sagara Yoriyuki (1798–1850)
 * Ikeda Akimasa (1836–1903)
 * Ikeda Narimasa (1865–1909)
 * Ikeda Tadamasa (1895–1902)
 * Ikeda Nobumasa (1904–1988)
 * Ikeda Takamasa (1926–2012) married Atsuko Ikeda
 *  married Maeda Toshitsune
 * Maeda Toshitsugu
 * Maeda Masatoshi (1649–1706)
 * Manhime (1618–1700) married Asano Mitsuakira
 * Asano Naganao (1644–1666)
 * Asano Nagateru (1652–1702)
 * Asano Tsunaakira
 * Asano Tsunanaga
 * Asano Yoshinaga
 * Asano Munetsune
 * Asano Shigeakira
 * Asano Narikata
 * Asano Naritaka
 * Asano Yoshiteru
 * Asano Nagatoshi
 * Asano Nagamichi
 * Asano Toshitsugu
 * Asano Nagayuki
 * Asano Nagatake
 * Asano Nagayoshi
 * Asano Nagataka (b. 1956)
 * Asano Toshiteru
 * Asano Nagakoto
 * Komatsuruhime (1613–1630) married Mōri Tadahiro
 * Tomi-hime (1621–1662)
 * Maeda Mitsutaka
 * Maeda Tsunanori
 * Maeda Toshiaki (1691–1737)
 * Maeda Toshimichi (1737–1781)
 * Maeda Toshitoyo (1771–1836)
 * Maeda Toshihiro (1823–1877)
 * Maeda Toshiaki (1850–1896)
 * Toshinari Maeda
 * Maeda Toshitatsu (1908–1989)
 * Maeda Toshihiri (b. 1935)
 * Maeda Toshitaka (b. 1963)
 * Maeda Toshikyo (b. 1993)
 * Maeda Yoshinori
 * Maeda Munetoki
 * Maeda Shigehiro
 * Maeda Shigenobu
 * Maeda Harunaga
 * Maeda Shigemichi
 * Maeda Narinaga
 * Maeda Nariyasu
 * Maeda Yoshiyasu
 * Yoshitsugu Maeda (1858–1900)
 * Tokugawa Iemitsu
 * Chiyohime- daughter married Tokugawa Mitsutomo
 * Tokugawa Tsunanari
 * Matsudaira Yoshitaka
 * Tokugawa Tsugutomo
 * Matsuhime, married Maeda Yoshinori
 * Tokugawa Muneharu
 * Tokugawa Yoshimichi
 * Tokugawa Gorōta
 * Shinjuin (1706–1757) married Kujō Yukinori
 * Kujō Tanemoto
 * Nijō Munemoto
 * Nijō Shigeyoshi (1751–1768)
 * Nijō Harutaka
 * Nijō Suiko married Nabeshima Naotomo
 * Nabeshima Naotada
 * Nijo Narimichi
 * Saionji
 * Kujō Suketsugu
 * Nijō Narinobu
 * Nijō Nariyuki
 * Nijō Masamaro
 * Nijō Tamemoto (1911–1985)
 * Nijō Toyomoto (1909–1944)
 * Kujo Hisatada
 * Empress Eishō
 * Imperial Princess Yoriko Naishinnō
 * Imperial Princess Fuko
 * Kujō Michitaka
 * Takatsukasa Hiromichi
 * Nobusuke Takatsukasa
 * Toshimichi Takatsukasa
 * Takatsukasa Nobuhiro (1892–1981)
 * Nijō Motohiro
 * Nijō Atsumoto
 * Tsurudono Tadayoshi
 * Matsuzono Hisayoshi
 * Tokugawa Ietsuna
 * Moyohime (1659–1660)
 * Tokugawa Tsunayoshi (1659–1660)
 * Tokugawa Tsunayoshi
 * Tokugawa Tokumatsu (1679–1683)
 * Tokugawa Chomatsu (1683–1686)
 * Tsuruhime (1677–1704)
 * Tokugawa Tsunashige
 * Matsudaira Kiyotake (1663–1724)
 * Matsudaira Kiyokata (1697-1724)
 * Tokugawa Ienobu
 * Tokugawa Ietsugu
 * Tokugawa Daigoro (1709–1710)
 * Tokugawa Iechiyo (1707–1707)
 * Tokugawa Torakichi (1711–1712)
 * Toyo-hime (1681–1681)
 * Tokugawa Mugetsuin (1699–1699)

title: Oeyo


text:
Barry Crump

John Barrie Crump (15 May 1935 – 3 July 1996) was a New Zealand author of semi-autobiographical comic novels based on his image as a rugged outdoors man. Taken together his novels have sold more than a million copies domestically. Crump's 1986 work Wild Pork and Watercress was adapted into the 2016 Taika Waititi film Hunt for the Wilderpeople.

Biography
Born in Papatoetoe, Auckland, Crump was the second of six children. His parents were share-milkers who worked in the Taupaki area, and his father was regularly violent towards his wife and children.

Crump worked for many years as a government deer-culler in areas of New Zealand native forest (termed "the bush"). He wrote his first novel, A Good Keen Man, in 1960, based on his experiences as a government hunter. It was a fictional account of a young hunter who has to suffer through a series of hunting partners who are often unsuitable for the job. This novel became one of the most popular in New Zealand history, and Crump's success continued with Hang on a Minute Mate (1961), One of Us (1962), There and Back (1963), Gulf (1964), A Good Keen Girl (1970), Bastards I Have Met (1971), and others, which capitalized on the appeal of his good-natured itinerant self-sufficient characters and an idiomatic "blokey" writing style that he developed after his first book.

In 1969, five children drowned after driving a car into Lake Matahina at a camp that Crump helped to run. Crump was charged with manslaughter over the deaths, but these charges were dropped. Fleur Adcock, one of Crump's ex-wives, said that it was negligence on his behalf that the children died, (despite Crump not being present at the camp at the time of the accident).

Crump travelled throughout Australia (where he hunted crocodiles for two years), Europe, Turkey, and India, the result of which was his conversion to the Baháʼí Faith by 1982. In 1988 Crump nearly died from accidentally inhaling cyanide when trapping possums. Towards the end of his life his literary style changed as he wrote children's stories featuring characters he created; vis the Pungapeople.

Crump was also well known for appearing in a series of acclaimed New Zealand television advertisements for Toyota's four-wheel drive Hilux utes, which relied on his image as a stalwart "bushman". The ads aired between 1982 and 1995. He played an archetypal Kiwi bloke in the 1964 New Zealand film Runaway.

Crump's song, "Side By Side", featuring his "sidekick" Scotty (broadcaster Lloyd Scott), was used as the theme song for Team New Zealand in the America's Cup. Crump was awarded the New Zealand 1990 Commemoration Medal in 1990, and was appointed a Member of the Order of the British Empire in the 1994 New Year Honours, for services to literature and the community.

Crump was featured on a New Zealand $1.00 postage stamp in 1995 as part of the "Famous New Zealanders" issue.

Personal life and death
He married five times. His wives and periods married to them were; (1) Martina (Tina) Anso (1957–60,) (2) poet Fleur Adcock (1962,) (3) Vanda Hill (1969–79,) (4) Robin Hughes (later known as Robin Lee-Robinson (1979–91,) and (5) Margaret (Maggie) Nicholson (1993–96.) Additionally he had relationships with Jean Watson (writer) (1962–69,) and photographer Ans Westra (c1964-5). His natural children with these women were; Ivan b 1958 & Martin b 1959 (Anso), Stephen b 1960 & Harry b 1965 (Watson), Lyall b 1970 (Hill), and Erik b 1965 (Westra.) Crump died in 1996 of a suspected aortic aneurysm. At the time of his death he was living at Ohauiti with his wife Maggie.  One of his sons, Martin Crump, is now a well-known radio broadcaster.

Posthumously, Crump was accused by ex-wife Fleur Adcock of regularly engaging in violence against herself and his subsequent wives, describing him as a "sadist." In 2016, Crump's fourth wife, Robin Lee-Robinson, claimed that she was the one who had come up with the plot outline for Crump's novel Wild Pork and Watercress, because Crump "wasn't getting on with writing the book" after having thought of the basic premise for it. Lee-Robinson made the allegation several days after the New Zealand premiere of the book's film adaptation, Hunt for the Wilderpeople; she stated that she was disappointed "not to be mentioned at all" in the film's credits. She had not previously mentioned any claim of part-authorship while Crump was alive and has not claimed to have actually written any part of the novel itself. Crump's son, Martin, said that Crump often borrowed ideas from people, but denied this instance until Lee-Robinson could provide proof.

Books about Barry Crump
Stand In The Rain is a novel written by Jean Watson which was in part based on her relationship with Crump (1965).

A Tribute To Crumpy; Barry Crump 1935–1996, Various Authors (1996).

The Old Dynamite Shack, by George Johnston (1999).

A Life in Loose Strides; The Story of Barry Crump, by Colin Hogg (2000).

The Hermit of Cemetery Island, by George Johnston (2002).

In Endless Fear; A True Story, by Colin Crump (2002).

In Salting the Gravy; A Tale of a Twelve Year Marriage to Barry Crump, by Robin Lee-Robinson (2004).

Sons of a Good Keen Man, by the six sons of Barry Crump (2022).

Book connected to Barry Crump
Barry Crump's father, Wally Crump, wrote a book titled "McDunnit Dunnit" which was published in New Zealand in 1964.

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

title: Barry Crump


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Coelurosauria

Coelurosauria (from Greek, meaning "hollow-tailed lizards") is the clade containing all theropod dinosaurs more closely related to birds than to carnosaurs.

Coelurosauria is a subgroup of theropod dinosaurs that includes compsognathids, tyrannosaurs, ornithomimosaurs, and maniraptorans; Maniraptora includes birds, the only known dinosaur group alive today.

Most feathered dinosaurs discovered so far have been coelurosaurs. Philip J. Currie had considered it likely and probable that all coelurosaurs were feathered. However, several skin impressions found for some members of this group show pebbly, scaly skin, indicating that feathers did not completely replace scales in all taxa. In the past, Coelurosauria was used to refer to all small theropods, but this classification has since been amended.

Bodyplan
The studying of anatomical traits in coelurosaurs indicates that the last common ancestor had evolved the ability to eat and digest plant matter, adapting to an omnivorous diet, an ability that could be a major contributor to the clade's success. Later groups would hold on to the omnivory, while others specialized in various directions, becoming insectivorous (Alvarezsauridae), herbivorous (Therizinosauridae) and carnivorous (Tyrannosauroidea and Dromaeosauridae). The group includes some of the largest (Tyrannosaurus) and smallest (Microraptor, Parvicursor) carnivorous dinosaurs ever discovered. Characteristics that distinguish coelurosaurs include:
 * a sacrum (series of vertebrae that attach to the hips) longer than in other dinosaurs
 * a tail stiffened towards the tip
 * a bowed ulna (lower arm bone).
 * a tibia (lower leg bone) that is longer than the femur (upper leg bone)

Integument
Fossil evidence shows that the skin of even the most primitive coelurosaurs was covered primarily in feathers. Fossil traces of feathers, though rare, have been found in members of most major coelurosaurian lineages. Most coelurosaurs also retained scales and scutes on some portion of their bodies, particularly the feet, though some primitive coelurosaurian species are known to have had scales on the upper legs and portions of the tail as well. These include tyrannosauroids, Juravenator, and Scansoriopteryx. Fossils of at least some of these animals (Scansoriopteryx and possibly Juravenator) also preserve feathers elsewhere on the body.

Though once thought to be a feature exclusive to coelurosaurs, feathers or feather-like structures are also known in some ornithischian dinosaurs (like Tianyulong and Kulindadromeus), and in pterosaurs. Though it is unknown whether these are related to true feathers, recent analysis has suggested that the feather-like integument found in ornithischians may have evolved independently of coelurosaurs but this was estimated by assuming that primitive pterosaurs had scales. In 2018, two anurognathid specimens were found to have integumentary structures similar to protofeathers. Based on phylogenetic analysis, protofeathers would have had a common origin with avemetatarsalians.

Nervous system and senses
Although rare, complete casts of theropod endocrania are known from fossils. Theropod endocrania can also be reconstructed from preserved braincases without damaging valuable specimens by using a computed tomography scan and 3D reconstruction software. These finds are of evolutionary significance because they help document the emergence of the neurology of modern birds from that of earlier reptiles. An increase in the proportion of the brain occupied by the cerebrum seems to have occurred with the advent of the Coelurosauria and "continued throughout the evolution of maniraptorans and early birds."

Fossil evidence and age
A few fossil traces tentatively associated with the Coelurosauria date back as far as the late Triassic. What has been found between then and the earliest Middle Jurassic is fragmentary. The oldest known unambiguous members of Coelurosauria are the proceratosaurid tyrannosauroids Proceratosaurus and Kileskus from the late Middle Jurassic. Many nearly complete fossil coelurosaurians are known from the Late Jurassic. Archaeopteryx (incl. Wellnhoferia) is known from Bavaria at 155-150 Ma. Ornitholestes, the troodontid Hesperornithoides, Coelurus fragilis and Tanycolagreus topwilsoni are all known from the Morrison Formation in Wyoming at about 150 Ma. Epidendrosaurus and Pedopenna are known from the Daohugou Beds in China at about 165-163 Ma. The wide range of fossils in the late Jurassic and morphological evidence shows that coelurosaurian differentiation was virtually complete before the end of the Jurassic.

In the early Cretaceous, a superb range of coelurosaurian fossils (including avians) are known from the Yixian Formation in Liaoning. All known theropod dinosaurs from the Yixian Formation are coelurosaurs. Many of the coelurosaurian lineages survived to the end of the Cretaceous period (about 66 Ma) and fossils of some lineages, such as the Tyrannosauroidea, are best known from the late Cretaceous. A majority of coelurosaur groups became extinct in the Cretaceous–Paleogene extinction event, including the Tyrannosauroidea, Ornithomimosauria, Oviraptorosauria, Deinonychosauria, Enantiornithes, and Hesperornithes. Only the Neornithes, otherwise known as modern birds, survived, and continued to diversify after the extinction of the other dinosaurs into the numerous forms found today.

There is consensus among paleontologists that birds are descended from coelurosaurs. Under modern cladistical definitions, birds are considered the only living lineage of coelurosaurs. Birds are classified by most paleontologists as belonging to the subgroup Maniraptora.

A portion of a tail belonging to a juvenile coelurosaur was found in 2015, inside of a piece of amber.

Classification
The phylogeny and taxonomy of Coelurosauria has been subject to intensive research and revision. For many years, Coelurosauria was a 'dumping ground' for all small theropods. In the 1960s several distinctive lineages of coelurosaurs were recognized, and a number of new infraorders were erected, including the Ornithomimosauria, Deinonychosauria, and Oviraptorosauria. During the 1980s and 1990s, paleontologists began to give Coelurosauria a formal definition, usually as all animals closer to birds than to Allosaurus, or equivalent specifiers. Under this modern definition, many small theropods are not classified as coelurosaurs at all and some large theropods, such as the tyrannosaurids, were actually more advanced than allosaurs and therefore were reclassified as giant coelurosaurs. Even more drastically, the segnosaurs, once not even regarded as theropods, have turned out to be non-carnivorous coelurosaurs related to Therizinosaurus. Senter (2007) listed 59 different published phylogenies since 1984. Those since 2005 have followed almost the same pattern, and differ significantly from many older phylogenies.

In 1994, a study by paleontologist Thomas Holtz found a close relationship between the Ornithomimosauria and Troodontidae, and named this group Bullatosauria. Holtz rejected this hypothesis in 1999, and most paleontologists now consider troodontids to be much more closely related to either birds or Dromaeosauridae than they are to ornithomimosaurs, causing the Bullatosauria to be abandoned. The name referred to the inflated (bulbous) sphenoid both groups shared. Holtz defined the group as the clade containing the most recent common ancestor of Troodon and Ornithomimus and all its descendants. The concept is now considered redundant, and the clade Bullatosauria is now viewed as synonymous with Maniraptoriformes. In 2002, Gregory S. Paul named an apomorphy-based clade Avepectora, defined to include all theropods with a bird-like arrangement of the pectoral bones, where the angled shoulder girdle (coracoids) come in contact with the breastbone (sternum). According to Paul, ornithomimosaurs are the most basal members of this group. In 2010, Paul used Avepectora for a smaller clade, excluding ornithomimosaurs, compsognathids and alvarezsauroids.

Within Coelurosauria exists a slightly less inclusive clade named Tyrannoraptora. This clade was defined by Sereno (1999) as "Tyrannosaurus rex, Passer domesticus (the house sparrow), their last common ancestor, and all of its descendants". As tyrannosauroids are considered to be the most basal large group within Coelurosauria, this means that the common ancestor of tyrannosauroids and birds was an even more basal coelurosaurian. As a result, almost all coelurosaurians are also tyrannoraptorans, with the only exceptions being particularly basal species such as Zuolong salleei or Sciurumimus albersdoerferi.

Several recently-named clades have been proposed to define the structure of Coelurosauria crownward of basal groups such as tyrannosauroids and compsognathids. Maniraptoromorpha, defined by Andrea Cau in 2018, includes all coelurosaurians more closely related to birds than to tyrannosauroids. Cau stated that the synapomorphies of the clade included "Keel or carinae in the postaxial cervical centra, absence of hyposphene-hypantra in caudal vertebrae (reversal to the plesiomorphic theropodan condition), a prominent dorsomedial process on the semilunate carpal, a convex ventral margin of the pubic foot, a subrectangular distal end of tibia and a sulcus along the posterior margin of the proximal end of fibula." Another proposed clade is Neocoelurosauria, erected by Hendrickx, Mateus, Araújo and Choiniere (2019), They define it as "the clade Compsognathidae + Maniraptoriformes", which can be more or less inclusive than Maniraptoromorpha depending on the topology.

The last, and most exclusive of these proposed subclades is Maniraptoriformes. Maniraptoriformes is a clade which may have been united by the presence of pennaceous feathers and wings. This clade contains ornithomimosaurs and maniraptorans. The group was named by Thomas Holtz, who defined it as "the most recent common ancestor of Ornithomimus and birds, and all descendants of that common ancestor." One of the possible synapomorphies of this clade is the presence of feathers homologous to those of birds, based on study of a specimen of Shuvuuia.

The following family tree illustrates a synthesis of the relationships of the major coelurosaurian groups based on various studies conducted in the 2010s.

title: Coelurosauria


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Schwinn Bicycle Company

The Schwinn Bicycle Company is an American company that develops, manufactures and markets bicycles under the eponymous brand name. The company was founded by Ignaz Schwinn (1860–1948) in Chicago in 1895. and became the dominant manufacturer of American bicycles. Schwinn first declared bankruptcy in 1992 and was restructured, in 2001 Schwinn again declared bankruptcy and was purchased by Pacific Cycle, now owned by the Dutch conglomerate, Pon Holdings.

Founding of Schwinn
Ignaz Schwinn was born in Hardheim, Baden, Germany, in 1860 and worked on two-wheeled ancestors of the modern bicycle that appeared in 19th century Europe. Schwinn emigrated to the United States in 1891. In 1895, with the financial backing of fellow German American Adolph Frederick William Arnold (a meat packer), he founded Arnold, Schwinn & Company. Schwinn's new company coincided with a sudden bicycle craze in America. Chicago became the center of the American bicycle industry, with thirty factories turning out thousands of bikes every day. Bicycle output in the United States grew to over a million units per year by the turn of the 20th century.

The boom in bicycle sales was short-lived, saturating the market years before motor vehicles were common on American streets. By 1905, bicycle annual sales had fallen to only 25% of that reached in 1900. Many smaller companies were absorbed by larger firms or went bankrupt; in Chicago, only twelve bicycle makers remained in business. Competition became intense, both for parts suppliers and for contracts from the major department stores, which retailed the majority of bicycles produced in those days. Realizing he needed to grow the company, Ignaz Schwinn purchased several smaller bicycle firms, building a modern factory on Chicago's west side to mass-produce bicycles at lower cost. He finalized a purchase of motorcycle manufacturer Excelsior Company in 1912, and in 1917 added the Henderson Company to form Excelsior-Henderson. In an atmosphere of general decline elsewhere in the industry, Schwinn's new motorcycle division thrived, and by 1928 was in third place behind Indian and Harley-Davidson.

Depression years
At the close of the 1920s, the stock market crash decimated the American motorcycle industry, taking Excelsior-Henderson with it. Arnold, Schwinn, & Co. (as it remained until 1967) was on the verge of bankruptcy. With no buyers, Excelsior-Henderson motorcycles were discontinued in 1931. Ignaz's son, Frank W. "F. W." Schwinn, took over day-to-day operations at Schwinn. Putting all company efforts towards bicycles, he succeeded in developing a low-cost model that brought Schwinn recognition as an innovative company, as well as a product that would continue to sell during the inevitable downturns in business cycles. After traveling to Europe to get ideas, F. W. Schwinn returned to Chicago and in 1933 introduced the Schwinn B-10E Motorbike, actually a youth's bicycle designed to imitate a motorcycle. The company revised the model the next year and renamed it the Aerocycle. For the Aerocycle, F. W. Schwinn persuaded American Rubber Co. to make 2.125 in balloon tires, while adding streamlined fenders, an imitation "gas tank", a streamlined, chrome-plated headlight, and a push-button bicycle bell. The bicycle would eventually come to be known as a paperboy bike or cruiser.

Schwinn was soon sponsoring a bicycle racing team headed by Emil Wastyn, who designed the team bikes, and the company competed in six-day racing across the United States with riders such as Jerry Rodman and Russell Allen. In 1938, Frank W. Schwinn officially introduced the Paramount series. Developed from experiences gained in racing, Schwinn established Paramount as their answer to high-end, professional competition bicycles. The Paramount used high-strength chrome-molybdenum steel alloy tubing and expensive brass lug-brazed construction. During the next twenty years, most of the Paramount bikes would be built in limited numbers at a small frame shop headed by Wastyn, in spite of Schwinn's continued efforts to bring all frame production into the factory.

On 17 May 1941, Alfred Letourneur was able to beat the motor-paced world speed record on a bicycle, reaching 108.92 mph on a Schwinn Paramount bicycle riding behind a car in Bakersfield, California.

Industry dominance
By 1950, Schwinn had decided the time was right to grow the brand. At the time, most bicycle manufacturers in the United States sold in bulk to department stores, which in turn sold them as store brand models. Schwinn decided to try something different. With the exception of B. F. Goodrich bicycles, sold in tire stores, Schwinn eliminated the practice of producing private label bicycles in 1950, insisting that the Schwinn brand and guarantee appear on all products. In exchange for ensuring the presence of the Schwinn name, distributors retained the right to distribute Schwinn bikes to any hardware store, toy store, or bicycle shop that ordered them. In 1952, F. W. Schwinn tasked a new team to plan future business strategy, consisting of marketing supervisor Ray Burch, general manager Bill Stoeffhaas, and design supervisor Al Fritz.

In the 1950s, Schwinn began to aggressively cultivate bicycle retailers, persuading them to sell Schwinns as their predominant, if not exclusive brand. During this period, bicycle sales enjoyed relatively slow growth, with the bulk of sales going to youth models. In 1900, during the height of the first bicycle boom, annual United States sales by all bicycle manufacturers had briefly topped one million. By 1960, annual sales had reached just 4.4 million. Nevertheless, Schwinn's share of the market was increasing, and would reach in excess of 1 million bicycles per year by the end of the decade.

In 1946, imports of foreign-made bicycles had increased tenfold over the previous year, to 46,840 bicycles; of that total, 95 per cent were from Great Britain. The postwar appearance of imported "English racers" (actually three-speed "sport" roadsters from Great Britain and West Germany) found a ready market among United States buyers seeking bicycles for exercise and recreation in the suburbs. Though substantially heavier than later European-style "racer" or sport/touring bikes, Americans found them a revelation, as they were still much lighter than existing models produced by Schwinn and other American bicycle manufacturers. Imports of foreign-made "English racers", sports roadsters, and recreational bicycles steadily increased through the early 1950s. Schwinn first responded to the new challenge by producing its own middleweight version of the "English racer". The middleweight incorporated most of the features of the English racer, but had wider tires and wheels.

The company also joined with other United States bicycle manufacturers in a campaign to raise import tariffs across the board on all imported bicycles. In August 1955, the Eisenhower administration implemented a 22.5% tariff rate for three out of four categories of bicycles. However, the most popular adult category, lightweight or "racer" bicycles, were only raised to 11.25%. The administration noted that the United States industry offered no direct competition in this category, and that lightweight bikes competed only indirectly with balloon-tire or cruiser bicycles. The share of the United States market taken by foreign-made bicycles dropped to 28.5% of the market, and remained under 30% through 1964. Despite the increased tariff, the only structural change in foreign imports during this period was a temporary decline in bicycles imported from Great Britain in favor of lower-priced models from the Netherlands and Germany. In 1961, after a successful appeal by bicycle importers, the Eisenhower tariffs were declared invalid by the Court of United States Customs Appeals, and President Kennedy imposed a new tariff rate at 50% on foreign-made bicycles, a rate which remained in place until 1964.

While every large bicycle manufacturer sponsored or participated in bicycle racing competition of some sort to keep up with the newest trends in technology, Schwinn had restricted its racing activities to events inside the United States, where Schwinn bicycles predominated. As a result, Schwinns became increasingly dated in both styling and technology. By 1957, the Paramount series, once a premier racing bicycle, had atrophied from a lack of attention and modernization. Aside from some new frame lug designs, the designs, methods and tooling were the same as had been used in the 1930s. After a crash-course in new frame-building techniques and derailleur technology, Schwinn introduced an updated Paramount with Reynolds 531 double-butted tubing, Nervex lugsets and bottom bracket shells, as well as Campagnolo derailleur dropouts. The Paramount continued as a limited production model, built in small numbers in a small apportioned area of the old Chicago assembly factory. The new frame and component technology incorporated in the Paramount largely failed to reach Schwinn's mass-market bicycle lines. In 1963 following the death of F. W. Schwinn,  grandson Frank Valentine Schwinn took over management of the company.

Marketing and antitrust issues
By the late 1950s, Schwinn's exclusive marketing practices were well entrenched in the United States, practices that had ensured a dominant position in the United States bicycle market. In order to prevent competition among its wholesalers, Schwinn assisted them by dividing up the national market. Schwinn also strengthened its dealer network, shrinking the number of authorized dealers. Since Schwinn could decide who got their bikes and who didn't, the company rewarded the highest volume dealers with location exclusivity, as well as mandating service standards and layouts. In response, the company was sued by the Department of Justice in 1957 for restraint of trade. In a ten-year legal battle, many of Schwinn's practices were upheld by the courts: judges ruled they had the right to have their bicycles sold by retailers equipped to service the bikes as well as sell them. However, in a ruling by the Supreme Court of the United States in 1967, U.S. v. Arnold, Schwinn & Co., Schwinn was found guilty of restraint of trade by preventing distributors shipping bicycles to unapproved dealers. Though the Arnold decision would be essentially overturned in later rulings, the company stopped working solely through independent local distributors and constructed four regional warehouses from which bicycles would — legally — be sent to shops. While this solved the problem of unfair trade practice with the courts, the new warehouses and distribution system cost millions of dollars at a time of rising competition from foreign manufacturers.

Child and youth markets
During the 1960s, Schwinn aggressively campaigned to retain and expand its dominance of the child and youth bicycle markets. The company advertised heavily on television, and was an early sponsor (from 1958) of the children's television program Captain Kangaroo. The Captain himself was enlisted to regularly hawk Schwinn-brand bicycles to the show's audience, typically six years old and under. As these children matured, it was believed they would ask for Schwinn bicycles from their parents. By 1971, United States government councils had objected to Schwinn's marketing practices. In response, Schwinn had Captain Kangaroo alter its format. The Captain no longer insisted that viewers buy a Schwinn, but instead made regular on-air consultations of a new character, "Mr. Schwinn Dealer".

The Corvette
Schwinn developed the Corvette in 1954, after their catalog, for that year, had been in use. Therefore, with the release of a single photograph, the Corvette was introduced. The picture showed company executives standing behind their new product, that would remain in production for 10 years. 1955 was the first year in which the Corvette appeared in the Schwinn catalog; it was Schwinn's top listing in their "middleweight" category.

Schwinn Twinn
From the 1950s to the 1980s, Schwinn produced a series of lightweight tandem bicycles known as the Schwinn Twinn. They came in three different models: the single speed Twinn, a two speed semi-automatic, and the five speed Deluxe Twinn.

The Sting-Ray
In 1962, Schwinn's designer Al Fritz heard about a new youth trend centered in California for retrofitting bicycles with the accoutrements of motorcycles customized in the "bobber" or "chopper" style, including high-rise, "ape-hanger" handlebars, and low-rider "banana seats". Inspired, he designed a mass-production bike for the youth market known as Project J-38. The result, a wheelie bike, was introduced to the public as the Schwinn Sting-Ray in June 1963.

The Sting-Ray had ape-hanger handlebars, Persons's Solo Polo Seat banana seat, and 20 in tires. Sales were initially slow, as many parents desiring a bicycle for their children did not relate to the new, unconventional design. After a few appeared on America's streets and neighborhoods, many young riders would accept nothing else, and sales took off.

In the December 1963 Schwinn Reporter, Schwinn announced the arrival of the Deluxe Sting-Ray. This model included Fenders, white-wall tires, and a padded Solo polo seat.

In July 1964, Schwinn announced the arrival of the Super Deluxe Sting-Ray. This model included a front spring-fork, a new sleeker Sting-Ray banana seat, and a Person's Hi-loop Sissy bar. The Super Deluxe also gave the rider a choice of White wall tires or the new Yellow oval rear Slik tire paired with a front black wall Westwind tire.

By 1965, a host of American and foreign manufacturers were offering their own version of the Sting-Ray.

The Ten Speed
A growing number of US teens and young adults were purchasing imported European sport racing or sport touring bicycles, many fitted with multiple derailleur-shifted gears. Schwinn decided to meet the challenge by developing two lines of sport or road 'racer' bicycles. One was already in the catalog — the limited production Paramount series. As always, the Paramount spared no expense; the bicycles were given high-quality lightweight lugged steel frames using double-butted tubes of Reynolds 531 and fitted with quality European components including Campagnolo derailleurs, hubs, and gears. The Paramount series had limited production numbers, making vintage examples quite rare today. Starting in 1960, for the rest of the market, Schwinn offered the Schwinn Varsity, Continental, and LeTour -- now equipped as multi-geared sport bikes (10-speeds), and designed to imitate the style of the new narrow-tired 'racing' and sport bikes from Europe, though not their performance. The 1960 Varsity was introduced as an 8-speed bike, but in mid-1961 was upgraded to 10 speeds. Other road bikes were introduced by Schwinn in the early and mid 1960s, such as the Superior, Sierra, and Super Continental, but these were only produced for a few years. The Varsity and Continental sold in large numbers through the 1960s and early 1970s, becoming Scwhinn's leading models. The major difference between the two models was the use of a tubular front fork on the Continental -- both bikes used the same frame design, a lugless, steel unit, using Schwinn's standard Ashtabula cranksets and welded in such a way that the joints were smoothly filled (similar to the joints in 21st-century composite frames). The wheel rims were likewise robust, chromed, stamped steel with a unique profile designed to hold the tire bead securely, even if pressure were low or lost.

In the late 1960s, the Varsity and Continental pioneered the use of auxiliary brake levers, which allowed the rider to rest hands on the straight, horizontal center section of the ram's horn handlebars, yet still have braking control. To further improve control from this more-erect riding position, the levers used to move the derailleurs (shifting the chain from one sprocket to the next) were moved from the traditional position on the "down tube" to the top of the headset, on a ring which would turn with the handlebar stem. This feature, attractive to older riders, soon found its way to other Schwinn models, especially those intended for senior citizens.

By the mid-1970s, competition from lightweight and feature-rich imported bikes was making strong inroads in the budget-priced and beginners' market. While Schwinn's popular lines were far more durable than the budget bikes, they were also far heavier and more expensive, and parents were realizing that most of the budget bikes would outlast most kids' interest in bicycling. Although the Varsity and Continental series would still be produced in large numbers into the 1980s, even Schwinn recognized the growing market in young adults and environmentally-oriented purchasers, devoting the bulk of their marketing to lighter models intended to pull sales back from the imports.

The bicycle boom

The Sting-Ray sales boom of the 1960s accelerated in 1970, with United States bicycle sales doubling over a period of two years. However, there were clear warning signs on the horizon.

Despite a huge increase in popularity of lightweight European sport or road racing bicycles in the United States, Schwinn adhered to its existing strategy in the lightweight adult road bike market. For those unable to afford the Paramount, this meant a Schwinn 'sports' bike with a heavy steel electro-forged frame along with steel components such as wheels, stems, cranks, and handlebars from the company's established United States suppliers. Though weighing slightly less, the mid-priced Schwinn Superior or Sports Tourer was almost indistinguishable from Schwinn's other heavy, mass-produced models, such as the Varsity and Continental. While competitive in the 1960s, by 1972 these bicycles were much heavier and less responsive in comparison to the new sport and racing bicycles arriving from England, France, Italy, and increasingly, Japan.

Another problem was Schwinn's failure to design and market its bicycles to specific, identifiable buyers, especially the growing number of cyclists interested in road racing or touring. Instead, most Schwinn derailleur bikes were marketed to the general leisure market, equipped with heavy "old timer" accessories such as kickstands that cycling aficionados had long since abandoned. More and more cyclists, especially younger buyers, began to insist on stronger steel alloys (which allowed for lighter frames), responsive frame geometry, aluminum components, advanced derailleur shifting, and multiple gears. When they failed to find what they wanted at Schwinn, they went elsewhere. While the Paramount still sold in limited numbers to this market, the model's customer base began to age, changing from primarily bike racers to older, wealthier riders looking for the ultimate bicycle. Schwinn sold an impressive 1.5 million bicycles in 1974, but would pay the price for failing to keep up with new developments in bicycle technology and buying trends.

With their aging product line, Schwinn failed to dominate the huge sport bike boom of 1971–1975, which saw millions of 10-speed bicycles sold to new cyclists. Schwinn did allow some dealers to sell imported road racing bikes, and by 1973 was using the Schwinn name on the Le Tour, a Japanese-made low-cost sport/touring 10-speed bicycle. Schwinn developed strong trading relationships with two Japanese bicycle manufacturers in particular, Bridgestone and (via its bicycling arm) Panasonic. Though these met initial dealer resistance as "imports" and were not included in the Schwinn consumer catalog, it was soon realized that the Panasonic and Bridgestone 'Schwinn' bicycles were fully the equal of the American-made versions in quality and performance. Schwinn soon had a range of low, mid- and upper-level bicycles all imported from Japan. Schwinn's standard road bike model from Panasonic was the World Traveler, which had a high-quality lugged steel frame and Shimano components. Schwinn also marketed a top-shelf touring model from Panasonic, the World Voyager, lugged with butted Tange chrome-molybdenum alloy tubing, Shimano derailleurs, and SunTour bar-end shifters, a serious challenge to the Paramount series at half the price.

By 1975, bicycle customers interested in medium-priced road and touring bicycles had largely gravitated towards Japanese or European brands. Unlike Schwinn, many of these brands were perennial participants in professional bicycle racing, and their production road bicycles at least possessed the cachet and visual lineage of their racing heritage, if not always their componentry. One example was Peugeot, which won several Tour de France victories using race bikes with frames occasionally constructed by small race-oriented framebuilders such as Masi, suitably repainted in Team Peugeot colors. In reality, mass-market French manufacturers such as Peugeot were not infrequently criticized for material and assembly quality — as well as stagnant technology — in their low- and mid-level product lines. Nevertheless, Peugeot proudly advertised its victorious racing heritage at every opportunity. While not as prominent at the winner's podium, Japanese brands such as Fuji and Panasonic offered consistently high quality, reasonable prices, and state-of-the-art-derailleur, crankset, and gearing design. Unlike Schwinn, most Japanese bicycle manufacturers were quick to adopt the latest European road racing geometries, new steel alloys, and modern manufacturing techniques. As a result, their moderately-priced bicycles, equipped with the same Japanese-made components, usually weighed less and performed better than competitive models made by Schwinn. Schwinn brand loyalty began to suffer as huge numbers of buyers came to retailers asking for the latest sport and racing road bikes from European or Japanese manufacturers. By 1979, even the Paramount had been passed, technologically speaking, by a new generation of American as well as foreign custom bicycle manufacturers.

BMX bicycles
Schwinn also largely failed to capitalize on a new trend in Southern California: BMX racing. After first claiming it to be a dangerous sport, management changed their tune — too late — when they introduced the Scrambler in 1975, which evolved into a BMX design in the late 1970s, but it was heavier than designs from other manufacturers. The Sting-Ray based Scrambler spawned the light weight, fully competition capable, chrome-molybdenum-tubed Competition Scrambler in late 1976, Scrambler 36/36, the Mag Scrambler in 1977, and The Sting in 1979, with full Reynolds, double butted chrome-molybdenum frame that was made in the same assembly area as the Paramount road racing frames.

Schwinn followed the Scrambler line with the Predator in 1982, their next step into the competitive modern BMX market. The Predator took just eight percent of the BMX market. Schwinn had a very successful BMX factory supported racing team (beginning in 1976) made up of some of the best riders of the day. They were even used for an episode of the TV show CHiPs.

Mountain bikes
By the late 1970s, a new bicycle sport begun by enthusiasts in Northern California had grown into a new type of all-terrain bicycle, the mountain bike. Mountain bikes were originally based on Schwinn balloon-tired cruiser bicycles fitted with derailleur gears and called "Klunkers". A few participants began designing and building small numbers of mountain bikes with frames made out of modern butted chrome-molybdenum alloy steel. When the sport's original inventors demonstrated their new frame design, Schwinn marketing personnel initially discounted the growing popularity of the mountain bike, concluding that it would become a short-lived fad. The company briefly (1978–1979) produced a bicycle styled after the California mountain bikes, the Klunker 5. Using the standard electro-forged cantilever frame, and fitted with five-speed derailleur gears and knobby tires, the Klunker 5 was never heavily marketed, and was not even listed in the Schwinn product catalog. Unlike its progenitors, the Klunker proved incapable of withstanding hard off-road use, and after an unsuccessful attempt to reintroduce the model as the Spitfire 5, it was dropped from production.

The company's next answer to requests for a Schwinn mountain bike was the King Sting and the Sidewinder, inexpensive BMX-derived bicycles fabricated from existing electro-forged frame designs, and using off-the-shelf BMX parts. This proved to be a major miscalculation, as several new United States startup companies began producing high-quality frames designed from the ground up, and sourced from new, modern plants in Japan and Taiwan using new mass-production technologies such as TIG welding.

Schwinn fielded a mountain bike racing team in the United States where their team rider Ned Overend won two consecutive NORBA Mountain Biking National Championships for the team in 1986 and 1987. Schwinn's new competitors such as Specialized and Fisher MountainBikes were soon selling hundreds of thousands of mountain bikes at competitive prices to eager customers, setting sales records in a market niche that soon grew to enormous proportions.

Factory and retooling issues
By this time, Schwinn's bicycle factory was completely outmoded in comparison to modern bicycle manufacturing centers in Japan and Taiwan, who had continually invested in new and up-to-date manufacturing techniques and materials, including new joinery techniques and the latest lightweight chrome-molybdenum alloy steel, and later, aluminum. The company considered relocating to a single facility in Tulsa, Oklahoma, but financing the project would have required outside investors, perhaps even foreign ones. Schwinn's board of directors rejected the new plant in 1978.

Labor troubles, bankruptcy and demise
In October 1979, Edward R. Schwinn, Jr. took over the presidency of Schwinn from his uncle Frank, ensuring continuity of Schwinn family in the operations of the company. However, worker dissatisfaction, seldom a problem in the early years, grew with steep increases in inflation. In late 1980, the Schwinn Chicago factory workers voted to affiliate with the United Auto Workers. Plant assembly workers began a strike for higher pay in September 1980, and 1,400 assembly workers walked off the job for thirteen weeks. Although the strike ended in February 1981, only about 65% of the prior workforce was recalled to work. By this time, increasingly stiff competition from lower-cost competition in Asia resulted in declining market share. These problems were exacerbated by the inefficiency of producing modern bicycles in the 80-year-old Chicago factory equipped with outdated equipment and ancient inventory and information systems. After numerous meetings, the board of directors voted to source most Schwinn bicycle production from their established bicycle supplier in Japan, Panasonic Bicycle. As Schwinn's first outsourced bicycles, Panasonic had been the only vendor to meet Schwinn's production requirements. Later, Schwinn would sign a production supply agreement with Giant Bicycles of Taiwan. As time passed, Schwinn would import more and more Asian-made bicycles to carry the Schwinn brand, eventually becoming more a marketer than a maker of bikes.

In an attempt to preserve remaining market share and avoid a unionized workforce, Schwinn later moved remaining United States bicycle production to a new plant in Greenville, Mississippi, where bicycles could be assembled at lower cost using parts sourced from Asia. The Greenville plant was not a success, as it was remote from both the corporate headquarters as well as the West coast ports where the material components arrived from Taiwan and Japan. Additionally, Asian manufacturers could still produce and assemble high-quality bicycles at a far lower per-unit cost than Schwinn at its plant in Mississippi, which had to import parts, then assemble them using higher-priced United States labor. The Greenville manufacturing facility, which had lost money each year of its operation, finally closed in 1991, laying off 250 workers in the process.

After a series of production cuts and labor force reductions, Schwinn was able to restructure its operations. The company renegotiated loans by putting up the company and the name as collateral, and increased production of the Airdyne exercise bicycle, a moneymaker even in bad times. The company took advantage of the continued demand for mountain bikes, redesigning its product line with Schwinn-designed chrome-molybdenum alloy steel frames. Supplied by manufacturers in Asia, the new arrangement enabled Schwinn to reduce costs and stay competitive with Asian bicycle companies. In Taiwan, Schwinn was able to conclude a new production agreement with Giant Bicycles, transferring Schwinn's frame design and manufacturing expertise to Giant in the process. With this partnership, Schwinn increased their bicycle sales to 500,000 per year by 1985. Schwinn's annual sales soon neared the million mark, and the company turned a profit in the late 1980s. However, after unsuccessfully attempting to purchase a minority share in Giant Bicycles, Edward Schwinn Jr. negotiated a separate deal with the China Bicycle Co. (CBC) to produce bicycles to be sold under the Schwinn brand. In retaliation, Giant introduced its own line of Giant-branded bikes for sale to retailers carrying Schwinn bikes. Both Giant and CBC used the dies, plans, and technological expertise from Schwinn to greatly expand the market share of bicycles made under their own proprietary brands, first in Europe, and later in the United States.

By 1990, other United States bicycle companies with reputations for excellence in design such as Trek, Specialized, and Cannondale had cut further into Schwinn's market. Unable to produce bicycles in the United States at a competitive cost, by the end of 1991 Schwinn was sourcing its bicycles from overseas manufacturers. This period in Schwinn's history plays a cameo role in a novel by Dave Eggers, A Hologram for the King (2012). Seeking to increase its brand recognition, Schwinn established additional company-operated shops, a move that alienated existing independent bike retailers in cities where the company stores had opened. This in turn led to further inroads by domestic and foreign competitors. Faced with a downward sales spiral, Schwinn went into bankruptcy in 1992. The company and name were bought by the Zell/Chilmark Fund, an investment group, in 1993. Zell moved Schwinn's corporate headquarters to Boulder, Colorado.

In 1993, Richard Schwinn, great-grandson of Ignaz Schwinn, with business partner Marc Muller, purchased the Schwinn Paramount plant in Waterford, Wisconsin, where Paramounts were built since 1980. They founded Waterford Precision Cycles, which ceased operations in 2023. In 2003 they employed 18 workers building lightweight bicycles.

In late 1997, Questor Partners Fund, led by Jay Alix and Dan Lufkin, purchased Schwinn Bicycles. Questor/Schwinn later purchased GT Bicycles in 1998 for $8 a share in cash, roughly $80 million. The new company produced a series of well-regarded mountain bikes bearing the Schwinn name, called the Homegrown series. In 2001, Schwinn/GT declared bankruptcy.

Sale to Pacific and Nautilus
In September 2001, the Schwinn Company, its assets, and the rights to the brand, together with that of the GT Bicycle, was purchased at a bankruptcy auction by Pacific Cycle, a company previously known for mass-market brands owned by Wind Point Partners. In 2004, Pacific Cycle was in turn acquired by Dorel Industries. Once America's preeminent bicycle manufacturer, the Schwinn brand, as with many other bicycle manufacturers, affixed itself to fabrication in China and Taiwan, fueling most of its corporate parent's growth. In 2010, Dorel launched a major advertising campaign to revive and contemporize the Schwinn brand by associating it with consumer childhood memories of the company, including a reintroduction of the Schwinn Sting-Ray. In 2021, Dutch conglomerate Pon Holdings acquired Pacific Cycle.

Direct Focus, Inc., a marketing company for fitness and healthy lifestyle products, acquired the assets of Schwinn/GT's fitness equipment division. Direct Focus, Inc. subsequently became Nautilus, Inc.

Models
Schwinn sells essentially two lines of bicycles. One is a line of discount bikes offered through mass-merchandisers such as Wal-Mart, Sears and Kmart. The other line known as the Signature Series, featured on the website, are higher-end models sold through specialty shops. Schwinn produces the following types of bicycles:
 * Cruisers
 * Bike Path/Comfort
 * Mountain
 * Road
 * Hybrid
 * Urban includes folders
 * Kids
 * Electric
 * Stationary

Scooters
Starting in 2005, Schwinn also marketed Motorscooters under the Schwinn Motorsports brand. Production ceased in 2011 (approx).

Gear
Schwinn also produces the following gear: Helmets & Pads, Pumps, Saddles, Lights, Storage, Extras, Repair, Bike trailers, and Jogging strollers.

title: Schwinn Bicycle Company


text:
Wikipedia:Articles for deletion/St Stephen's School Bath

This article received a strong consensus for deletion; however, this decision violated current Wikipedia policies. The page in question has thus been listed on VfD decisions not backed by current policies, and this debate remains in hiatus until a policy change is made. If a policy change permitting this page to be deleted is enacted this vote may be used to immediately delete the article.

St Stephen's School Bath
Non notable school. -- Graham ☺ | Talk 20:55, 16 Oct 2004 (UTC)
 * D It's "notable" achievements are participating in a football tournament and creating a musical that sold a whole 100 tickets. Chris 21:30, 16 Oct 2004 (UTC)
 * Non-notable. Delete.  RickK 23:01, Oct 16, 2004 (UTC)
 * D. Joe D 01:25, 17 Oct 2004 (UTC)
 * Delete: Not notable, very much so. Geogre 03:38, 17 Oct 2004 (UTC)
 * Delete. Wikipedia is not a junkyard. Not notable. --Improv 06:00, 17 Oct 2004 (UTC)
 * Delete, non-notable school. Fire Star 17:35, 17 Oct 2004 (UTC)
 * Keep. A school. Mark Richards 18:01, 20 Oct 2004 (UTC)
 * Del, along with anything whose only justification is "a school". --Jerzy(t) 06:21, 2004 Oct 21 (UTC)


text: Category:Superguns

title: Category:Superguns


text:
Lawrence McDonald

Lawrence McDonald may refer to:

 * Larry McDonald (1935–1983), American politician and member of the United States House of Representatives
 * Larry McDonald (percussionist) (born 1939), Caribbean percussionist
 * Lawrence G. McDonald, former vice-president at Lehman Brothers
 * Lawrence McDonald (South African politician), member of the National Assembly of South Africa

title: Lawrence McDonald


text:
Diamond interchange

A diamond interchange is a common type of road junction, used where a controlled-access highway crosses a minor road.

Design

The freeway itself is grade-separated from the minor road, one crossing the other over a bridge. Approaching the interchange from either direction, an off-ramp diverges only slightly from the freeway and runs directly across the minor road, becoming an on-ramp that returns to the freeway in similar fashion.

The two places where the ramps meet the road are treated as conventional intersections. In the United States, where this form of interchange is very common, particularly in rural areas, traffic on the off-ramp typically faces a stop sign at the minor road, while traffic turning onto the freeway is unrestricted.

The diamond interchange uses less space than most types of freeway interchange, and avoids the interweaving traffic flows that occur in interchanges such as the cloverleaf. Thus, diamond interchanges are most effective in areas where traffic is light and a more expensive interchange type is not needed. But where traffic volumes are higher, the two intersections within the interchange often feature additional traffic control measures such as traffic lights and extra lanes dedicated to turning traffic.

The at-grade variant of the diamond interchange is the split intersection.

Dumbbell
The ramp intersections may also be configured as a pair of roundabouts to create a type of diamond interchange often called a dumbbell interchange (due to its aerial resemblance to a dumbbell), and sometimes called a double roundabout interchange. Because roundabouts can generally handle traffic with fewer approach lanes than other intersection types, interchange construction costs can be reduced by eliminating the need for a wider bridge. This configuration allows other roads to form approach legs to the roundabouts and also allows easy U-turns.

This type of interchange is common in the United Kingdom and Ireland, and is becoming increasingly common in the United States. Examples of dumbbell interchanges in the United States are located on Interstate 35 in Medford, Minnesota, on Interstate 87 in Malta, New York, on Interstate 17 at Happy Valley Road north of Phoenix, Arizona, and on Interstate 80 at California State Route 89 (exit 185) in Truckee, California. An example in Canada is found on the Pat Bay Highway in North Saanich, British Columbia, near Victoria International Airport.

One or both roundabouts in the dumbbell interchange may also contain side lanes to increase the capacity. A good example of such a "turbo" dumbbell interchange, which was formerly a half cloverleaf, can be seen in Jülich, Germany at 50.91406°N, 6.32337°W.

There are interchanges similar to dumbbells in which the ramps do not meet the roundabouts at intersections; these more closely resemble bowtie intersections. One such interchange exists at the junction between the Ruta Interbalnearia and Route 35 North near La Floresta, Uruguay (-34.7495°N, -55.6775°W).

Dogbone

A variation of the dumbbell interchange, often called a dogbone interchange (due to its aerial resemblance to a real or toy dog bone), and sometimes also called a double roundabout interchange, occurs when the roundabouts do not form a complete circle but instead have a "raindrop" or "teardrop" shape. These two raindrop roundabouts are fused together, forming a single "squashed" roundabout.

This configuration reduces conflicts between vehicles entering the raindrop roundabouts from the ramps, reducing queueing and delays, compared with the dumbbell interchange. Direct U-turns are not possible, although the movement can be made by circulating around both raindrop roundabouts. An example of a dogbone interchange in the United States is located on Interstate 70 in Avon, Colorado, United States; more compact examples, which show less of the characteristic "dog bone" shape, are located along Keystone Parkway in Carmel, Indiana, United States. Several interchanges similar to those along Keystone Parkway are being built along the new US 31 freeway under construction in northern Indiana.

There are some hybrid interchanges of dumbbell and dogbone having one raindrop and one full roundabout. This is made when the roundabout intersects more roads than the cross street and ramps. Some examples are at exit 38 of the N7 road in Groningen, Netherlands (at 53.21462°N, 6.60251°W); and Ennis Avenue (National Route 1) at Safety Bay Road (State Route 18 / Tourist Drive 202) on the border of the suburbs of Waikiki and Warnbro in the City of Rockingham, Western Australia (at -32.32486°N, 115.76704°W).

A tennis ball interchange resembles a dogbone interchange, with the difference being that right turning movements (in a country where traffic drives on the left) cut through the roundabouts like a regular diamond interchange instead of going around the roundabout. Such a design is found in Perth, Western Australia, between Roe Highway (State Route 3) and Berkshire Road (at -31.96945°N, 116.00107°W).

Tight diamond
A tight diamond interchange (TDI), also known as a compressed diamond interchange or a tight urban diamond interchange (TUDI), is sometimes used in areas where there is insufficient right-of-way for a standard diamond interchange. The pair of intersections where the ramps meet the minor road are closely spaced. This spacing forces the turn lanes for each direction to run beside each other, causing the minor road to be wider than it would be if it were a standard diamond. Caltrans classifies this type as Type L-1.

Single-point urban
A single-point urban interchange (SPUI) is built with a large over- or clear underpass providing space for a single traffic signal controlled intersection with the ramps and the cross street. Caltrans classifies this type as Type L-13.

Contraflow left
A contraflow left interchange (CFL) is a modified TUDI, once installed at Lyons Road underneath Florida State Road 869, switching the left turn lanes on the cross street each other and bringing the long left turn phases from the single-point urban interchange to the tight urban diamond interchange at 26.30118°N, -80.18648°W.

Diverging diamond
In a diverging diamond interchange (DDI) or (DCD), the two directions of traffic on the non-freeway road cross to the opposite side on both sides of the bridge at the freeway to save the third traffic signal phase.

Three-level diamond
In a three-level diamond interchange, the cross street is built in a third level with free flowing traffic as a second arterial road. The intersection is split up into four intersections, handling just two conflicting directions each.

Its two-level variant is the split diamond interchange.

Its at-grade variant is the town center intersection (TCI).

Continuous-flow diamond
A single-leg continuous-flow intersection (CFI) was built in 2014 in San Marcos, Texas, at the intersection of Aquarena Springs Drive (Loop 82), Interstate 35's southbound frontage road and I-35's southbound-to-northbound Texas U-turn. A two-leg CFI, also in San Marcos, was built in 2015 at the intersection of Hopkins Street (State Highway 80), I-35's frontage roads and I-35's Texas U-turns. In both intersections, the displaced left turn lanes merge with the Texas U-turn lanes.

Split diamond
A split diamond interchange has its ramps "split" between two crossroads, typically with an exit ramp/entrance ramp pair serving each of the crossroads. The crossroads themselves may be one-way or two-way, and are most often connected by frontage roads, usually one-way.

Other
Where HOV lanes are present for carpooling, the ramps of a diamond interchange may be folded to the inside lanes instead of the outside. In urban areas this saves some space as well as requiring only one intersection instead of the two one-way intersections, which in rural or suburban areas can be turned into a single-point urban interchange. This in turn reduces waiting time for motorists at traffic lights on the smaller road, which may be a large local thoroughfare with heavy traffic.

title: Diamond interchange


text:
Wikipedia:Articles for deletion/Juega con las matemáticas

Juega con las matemáticas
This was speedy deleted by Ta bu shi da yu, because it's nothing more than an ad for the product.

Non-notable CD rom game to teach math to kids. Only gets 472 Google hits. I did some spot-checking and every one I saw was an advertisement. SWAdair | Talk 04:37, 23 Oct 2004 (UTC) This page is now preserved as an archive of the debate and, like other '/delete' pages is no longer 'live'. Subsequent comments on the issue, the deletion or on the decision-making process should be placed on the relevant 'live' pages. Please do not edit this page.
 * Donde esta la delete? Aqui. Advert. Ian Pugh 05:20, 23 Oct 2004 (UTC)
 * Advertisment. Delete. --Slowking Man 07:19, Oct 23, 2004 (UTC)
 * Delete. Ad. utcursch 07:37, Oct 23, 2004 (UTC)
 * Delete: Ad. Geogre 14:13, 23 Oct 2004 (UTC)
 * Delete. Ad. Non-notable. That's enough, so I don't even need to get into the delicate question of whether this article is appropriate for the English-language Wikipedia. [[User:Dpbsmith|Dpbsmith (talk)]] 22:17, 23 Oct 2004 (UTC)
 * Delete. Guanaco 00:07, 24 Oct 2004 (UTC)
 * D Yo quiero Deleto Bell. Chris 02:26, 25 Oct 2004 (UTC)
 * Spam. Delete - Mike Rosoft 12:06, 25 Oct 2004 (UTC)
 * Delete. Ad? Poor quality. Article? Possibly worse. - Andygoodell 04:13, 27 Oct 2004 (UTC)
 * This is an ad. I'm going to delete. - Ta bu shi da yu 08:08, 28 Oct 2004 (UTC)


text: Category:Government of Maryland

title: Category:Government of Maryland


text: Category:Swedish actors

title: Category:Swedish actors