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Publicist

A publicist is a person whose job is to generate and manage publicity for a company, a brand, or public figure – especially a celebrity – or for work or a project such as a book, film, or album. Publicists are public relations specialists who maintain and represent the images of individuals, rather than representing an entire corporation or business. Publicists are also hired by public figures who want to maintain or protect their image. Publicists brand their clients by getting magazine, TV, newspaper, and website coverage. Most top-level publicists work in private practice, handling multiple clients.

The term publicist was coined by the legal scholar Francis Lieber to describe the engagement of internationalists with the public during the late nineteenth century. Publicists are sometimes called flacks which traces back to Gene Flack, who was a well-known movie publicist in the 1930s.

Description
In the world of celebrities, unlike agents or managers, publicists typically take a monthly fee for serving a client (whereas agents and managers tend to take a percentage of their client's gross income). Publicists can be on a local, regional, or national level. For example, a small restaurant seeking only local publicity would want a local publicist – whereas an author seeking nationwide visibility would want to search for a national publicist.

One of the publicist's main functions is to generate press coverage on behalf of their clients and serve as the bridge between clients, their public, and media outlets. A publicist manages campaigns and performs other public relations functions. It usually takes many years to develop the media contacts, experience, and relationships necessary to be an effective publicist.

Some publicists specialize in representing ordinary members of the public to procure the maximum possible fee for stories they wish to sell to newspapers, television stations, and magazines. Several publicists have now sprung up on the internet and work as media agents gaining members of the public multiple deals with publications.

Types of publicists

 * Press representative
 * Public relations publicist – manages the public image of a client or a work of art such as a film.
 * Special publicity consultant
 * Unit publicist – The unit publicist brings attention to the production phase of making a film or other work of art by organizing media kits, sending out press releases, and arranging media visits to the production.
 * Media agent – liaises between the ordinary person (interviewee) and publications or TV to 'sell' their story.

Role of publicists
The main role of publicists is to get good press coverage for their clients. One way that publicists can do this is by sending press releases to journalists. A press release is written like a news story; including a headline, and attention grabbing quotes. However, because of the high traffic of e-mails, today, many press releases sent by publicists are lost within the other e-mails that journalists receive.

Publicists tend to have good working relationships with journalists, TV news producers, and producers. In order to have these relationships, publicists usually network with these media professionals. To protect a client's image, publicists will often ask journalists what questions will be asked during interviews to prevent any surprises and discussion of any unwanted topics.

Publicists determine how to manage a person's or brand's image by what is being said about them in the media. This pertains to websites and social media. More recently, publicists have the need to network with bloggers and scope out their websites to make sure the content on their client is appropriate. Celebrity publicists usually schedule their client's press tours, which includes everything from making the travel arrangements and locations.

A typical day for a publicist consists of being on the phone, networking through e-mails, and can make themselves available at all times of the day for when conflict arises. Out of the office, publicists go to gatherings to network with media professionals.

Skills used
Publicists are usually skilled writers, as well as motivated to promote individuals. Furthermore, publicists need to be able to handle the stress associated with crisis. For example, if a client is arrested for a DUI, they need to release press coverage with details explaining how the client will resolve the situation. In terms of education, publicists will often major in communications, journalism, or public relations in college. When starting out as a publicist, one will have to work their way up in regards to position. Usually, it is helpful that aspiring publicists intern at a public relations firm while at college to gain experience. Schools that offer communication and public relations degrees consist of Ashford University, Colorado Technical University, Seton Hall University, American University, and the University of Florida.

Publicists in the Hollywood industry
Hollywood publicists create and manage relationships between film stars and the array of other media channels through which the identities of stars are circulated. Stars have a dual relationship with publicity, for they publicize films but also, and importantly in the freelance market, have an interest in self publicity. It is for the latter reason that while many stars continue to regard managers as an optional luxury, today the majority of stars in Hollywood hire publicists to manage their media visibility. In other words, celebrities hire publicists who will be able to get their name out to the public preferably in a positive light.

Compared to channels of paid advertising, publicity generates exposure which is relatively "free". Publicity is at work whenever stars make personal appearances at press conferences or film premieres, give television interviews, are displayed on magazine covers, or allow the press to cover a private event. Independent publicists include Hollywood stars and studios as their clients, alongside corporations and individuals from the worlds of entertainment, sports, finance, technology, retailing, and other business sectors.

The role of a publicist in Hollywood has changed and has become more challenging in recent years. With the enormous increase of entertainment news outlets such as Perez Hilton, TMZ, and Page Six, it has become much more difficult for publicists to control negative stories. Publicists must also work much harder to keep some of their star clients relevant in the media with the entertainment options in Hollywood continuously growing. Even booking a star for an interview or on a television talk show has become a challenging task, because if something goes awry, the publicist and the star could both be highly criticized by the media.

Salary
The average salary for a publicist in the United States is about $45,000 per year. However, celebrity publicists' salaries can vary depending on the clientele they cater to.

Salaries for corporate PR specialists by experience

 * Entry level (0–5 years): $29,029–57,737
 * Mid-career (5–10 years): $35,818–76,758
 * Experienced (10–20 years): $35,372–96,507
 * Late career (20 years+): $34,786–154,954

title: Publicist


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Detroit Diesel

Detroit Diesel Corporation (DDC) is an American diesel engine manufacturer headquartered in Detroit, Michigan. It is a subsidiary of Daimler Truck North America, which is itself a wholly owned subsidiary of the multinational Daimler Truck AG. The company manufactures heavy-duty engines and chassis components for the on-highway and vocational commercial truck markets. Detroit Diesel has built more than 5 million engines since 1938, more than 1 million of which are still in operation worldwide. Detroit Diesel's product line includes engines, axles, transmissions, and a Virtual Technician service.

Detroit engines, transmissions, and axles are used in several models of truck manufactured by Daimler Truck North America.

Divisions
Detroit Diesel consists of manufacturing operations of axles, transmissions and diesel engines for on-highway only, which is owned by Daimler Truck AG. The former off-highway division was sold to MTU Friedrichshafen in 2006 and subsequently purchased by Rolls-Royce in 2014.

Detroit Diesel Corporation timeline
The ancestor of Detroit Diesel was the Winton Engine Company, founded by Alexander Winton in 1912; Winton Engine began producing diesel engines in fall 1913. After Charles F. Kettering purchased two Winton diesels for his yacht, General Motors acquired the company in 1930 along with Electro Motive Company, Winton's primary client. Research initiated by Kettering led to the development and release of the EMD 567 locomotive engine in the late 1930s; a smaller engine using a similar two-stroke design was developed by engineers at GM Research, which led to the first 6-71, manufactured in 1938.

Origins

 * January 1938: General Motors began diesel engine manufacturing in Detroit under the Detroit Diesel Engine Division, and re-organized its Winton Engine Corporation as the Cleveland Diesel Engine Division. Cleveland Diesel produced larger diesel engines for locomotive, marine, and stationary use. Detroit Diesel started production with the smaller mobile Series 71 two-cycle engines that the GM Research Division had recently developed. GM formed the General Motors Diesel Division (GMDD) as a marketing and customer service structure for its Detroit and Cleveland diesel products.
 * 1939: Series 71 engines installed in buses manufactured by Yellow Coach (acquired by GM in 1943).
 * World War II: Tanks, landing craft, road building equipment and standby generators needed compact, lightweight, two-cycle engines. By 1943, Detroit Diesel employed 4,300 people, more than 1,400 of them women. Together, these employees produced 57,892 engines in 1943. Detroit Diesel launches Series 110 engines used in construction equipment, rail cars, and power generation.
 * 1945: Detroit Diesel Engine Division begins marketing the Series 71 for marine applications, taking over from the Gray Marine Motor Company, which had been assembling marinized versions since 1938.

Postwar expansion

 * 1950s: Wide use of GM's Detroit Diesel engines in military applications aided their acceptance in commercial applications. Detroit Diesel developed heavy-duty engines for long-distance trucks. GMDD began to develop a worldwide distribution network of independent, authorized distributors and dealers to provide parts and service for Detroit and Cleveland Diesel products.
 * 1957: Detroit Diesel introduced the Series 53 engine, and put the Series 71 engine into use for both on-highway and off-road use. All engines within a Series were designed so that a vast majority of parts were interchangeable, facilitating production of many models of various horsepower by adding cylinders.
 * 1960 and after: For the next 20 years, the Detroit Diesel and Allison Divisions grew, tripling sales during the 1960s alone. In 1963, Detroit Diesel marked a milestone after the collective horsepower produced by its engines to-date had reached 100 million; by 1967, DD had produced engines producing a collective 150 million horsepower.
 * 1962: Production and marketing of remaining Cleveland Diesel products moved to GM's Electro-Motive Division, leaving Detroit Diesel Engine Division the remaining partner of GMDD.
 * 1965: GMDD structures absorbed into the Detroit Diesel Engine Division, formally ending GMDD as a separate entity. Detroit Diesel introduces the Series 149 engine for use in workboats, push boats, and 100 ton-plus mining trucks.
 * 1970: General Motors consolidated Detroit Diesel with the closely allied transmission and Whirlfire-branded gas turbine businesses of the Allison Division, forming the Detroit Diesel-Allison Division.
 * 1974: The Series 92 engine was introduced, called the Fuel Squeezers; the 6V-92TT engine achieved fuel savings of 10% to 20% over previous models of comparable horsepower. During the energy crisis, turbine engines became uncompetitive.

Shift to four-cycle engines and spinoff

 * 1980: Detroit Diesel-Allison produced its first four-cycle engine. A few years later in the early 1980s diesel engine production split off as Detroit Diesel Division while turbine engines remained as Allison Division.
 * 1987: The Series 60 — the four-cycle heavy-duty engine for which the company is well known — was introduced. It was the first production engine to have integrated electronic controls as a standard feature. The Series 60 was cleaner and more fuel-efficient than previous heavy-duty engines, and became the biggest selling heavy-duty diesel engine in the North American Class 8 truck market.
 * 1988 January 1: A joint venture between Penske Corporation and General Motors created Detroit Diesel Corporation. Penske had a 60% majority ownership in the new venture and the CEO was former racecar driver Roger Penske.
 * 1993 October: Detroit Diesel Corporation had grown its on-highway heavy-duty market share to 33% from 3% only a few years earlier. The company also made an initial public offering of common stock, becoming a publicly traded company listed on the New York Stock Exchange under the stock symbol "DDC". That same year, Detroit Diesel launched the Series 50, the first Detroit Diesel natural gas engine.
 * 1999: Detroit Diesel built its 4 millionth engine.

DaimlerChrysler

 * 2000: In October 2000, DaimlerChrysler bought Detroit Diesel Corporation.
 * 2000: Off-highway engines combined with MTU Friedrichshafen to form MTU America The on-highway division of Detroit Diesel was retained by DaimlerChrysler (now Daimler AG) as part of Daimler Trucks North America (DTNA).
 * 2005: Detroit Diesel Corporation invested $350 million to refurbish and retool its plant for future business.
 * 2006: MTU Friedrichshafen, including the off-highway part of Detroit Diesel in the US, was acquired by the EQT AB investment group. A new company, Tognum GmbH, was formed as a holding company for the brands held by Daimler Trucks and MTU Friedrichshafen.  Both companies use the 'Detroit Diesel' name and corporate logo.
 * 2007: Detroit Diesel Corporation launches its DD engine platform with the DD15 Engine.
 * 2008: Detroit Diesel Corporation was recognized for its Brownfield Redevelopment efforts, and also won the national EPA Phoenix Award for its plant.
 * 2009: The 1 millionth Series 60 engine was sold.
 * 2010: An additional $190 million investment allowed Detroit Diesel Corporation to launch Blue Tec emissions technology and the final engine of its new engines family: the Detroit DD platform of engines that includes the DD13, DD15, DD15TC, and DD16 engines.
 * 2010: Detroit began production of EPA 2010 certified engines.
 * 2011: Detroit Diesel Corporation is named one of the two 2011 Michigan Green Leaders in the Big Business category by the Detroit Free Press. DDC changes brand name from Detroit Diesel to Detroit.
 * 2012: 100,000th DD platform engine built. DD axles, Virtual Technician, DT12 automated manual transmission and Detroit Genuine Parts are introduced.
 * 2013: 75th anniversary.
 * 2016: Detroit Diesel agreed to pay US$28.5 million to resolve violations of US federal Clean Air Act. The company sold 7,786 heavy-duty diesel engines, which were assembled approximately 80% complete in 2009, including the crankshaft, block, pistons, and connecting rods. These short block engines were stored temporarily, and the remaining assembly work was completed in early 2010 for use in trucks and buses of in model year 2010. These engines were alleged not to comply with stricter 2010 emission standards. The company believed its practice was allowed under EPA regulations.

Current products

 * DD5: A 5.1 L I4 developing 210 - 240 hp and 575 - 660 lbfft.
 * DD8: A 7.7 L I6 developing 260 - 350 hp and 660 - 1050 lbfft.
 * DD13: A 12.8 L I6 developing 350 - 505 hp and 1250 - 1850 lbfft.
 * DD15: A 14.8 L I6 developing 455 - 505 hp and 1550 - 1750 lbfft.
 * DD16: A 15.6 L I6 developing 475 - 600 hp and 1850 - 2050 lbfft.
 * Front Steer Axles: Ratings up to 20000 lb
 * Single Rear Axles: Ratings up to 23000 lb
 * Tandem Rear Axles: Ratings up to 46000 lb
 * DT12 Transmissions: A HD 12 speed automatic

Services

 * Detroit Reman
 * Virtual Technician

Engines still supported

 * Series 50: A 8.5 L I4 developing 250 - 350 hp and 1250 - 1650 lbfft.
 * Series 60: A 11.1 L, 12.7 L, or 14 L I6 developing 400 - 665 hp.
 * Mercedes-Benz Engine (MBE) 900: A 7.2 L I6 developing 350 hp and 860 lbfft.
 * Mercedes-Benz Engine (MBE) 4000: A 12.8 L, I6 developing 350 - 450 hp and 1350 - 1550 lbfft.
 * DD15TC

Related engine series

 * Series 40E (rebranded International DT/Maxxforce engines)
 * Series 51
 * Series 53
 * Series 55
 * Series 71
 * Series 92
 * Series 110
 * Series 149
 * Series 638 (rebranded VM Motori 638)
 * Series 700
 * Series 2000
 * Series 4000
 * Series SUN
 * 8.2 Liter "Fuel Pincher"
 * 6.2 Liter
 * 6.5 Liter

To know the series model one can find out by checking the layout of the overall engine.

Engine model number

 * Notes

Joint ventures

 * 50/50 Joint Venture with Bosch LLC- Detroit North America Fuel Systems Remanufacturing

Partners

 * Daimler Truck North America, Detroit Diesel Corporation's parent company, and Walmart collaborated to build the first-ever hybrid electric Freightliner Cascadia in 2010.

Clean Air Act violations
In 1998, the EPA announced fines totaling $83.4 million against Detroit Diesel and six other diesel engine manufacturers, the largest fine to date, which evaded testing by shutting down emissions controls during highway driving while appearing to comply with lab testing. The manufacturers also agreed to spend more than $1 billion to correct the problem. The trucks used engine ECU software to engage pollution controls during the 20-minute lab tests to verify compliance with the Clean Air Act, but then disable the emissions controls during normal highway cruising, emitting up to three times the maximum allowed NOx pollution.

In 2016, Detroit Diesel agreed to pay US$28.5 million to resolve violations of the US federal Clean Air Act. The company sold 7,786 heavy-duty diesel engines, which were assembled approximately 80% complete in 2009, including the crankshaft, block, pistons, and connecting rods, the short block engines were stored temporarily and completed the remaining assembly in early 2010 for use in trucks and buses of in model year 2010. These engines were alleged not to comply with stricter 2010 emission standards.

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

title: Detroit Diesel


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History of the Marranos in England

The History of Sephardic Jews in England consists of the Sephardic Jews' contribution and achievement in England.

Sephardic Jews were Spanish and Portuguese Jews living in the Iberian Peninsula who converted or were forced to convert to Christianity during the Middle Ages, but continued to practice Judaism in secrecy.

Arrival of Sephardic Jews
Documents suggest that, although small in number at the time, Sephardic Jews fleeing persecution from the Inquisition developed a small community in London around the late 16th century, largely known from contemporary Spanish and  Portuguese sources writing about English Catholic ambassadors' repeated complaints of Jews from this community meeting to celebrate Passover and Yom Kippur in London. Toward the middle of the 17th century a considerable number of Sephardic merchants settled in London and formed there a secret congregation, at the head of which was Antonio Fernandez Carvajal. They conducted a large business with the Levant, East and West Indies, Canary Islands, and Brazil, and above all with the Netherlands, Spain, and Portugal. They formed an important link in the network of trade spread, especially throughout the Spanish and Portuguese world by the Sephardi or secret Jews (see Commerce). Their position enabled them to give Cromwell and his secretary, John Thurloe, important information as to the plans both of Charles Stuart in Holland and of the Spaniards in the New World (see L. Wolf, "Cromwell's Secret Intelligencers"). Outwardly they passed as Spaniards and Catholics; but they held prayer-meetings at Creechurch Lane, and became known to the government as Jews by faith.

Creechurch Lane and, later in 1701, the Bevis Marks Synagogue in 1701 become the first Jewish religious places since the Edict of Expulsion of 1290. In the following three centuries, Sephardic Jews communities established near the major European sea ports like Amsterdam and London, helping the Marranos who were expelled from the Spanish Inquisition to rise up new merchant acitvities.

Puritans call for the Jews' return
Meanwhile, public opinion in England had been prepared by the Puritan movement for a sympathetic treatment of any proposal by the Judaizing sects among the extremists of the Parliamentary party for the readmission of the Jews into England. Petitions favouring readmission had been presented to the army as early as 1649 by two Baptists of Amsterdam, Johanna Cartwright and her son Ebenezer ("The Petition of the Jews for the Repealing of the Act of Parliament for Their Banishment out of England"); and suggestions looking to that end were made by men of the type of Roger Williams, Hugh Peters, and by Independents generally. Many were moved in the same direction by mystical Messianic reasons; and their views attracted the enthusiasm of Menasseh Ben Israel, who in 1650 published his Hope of Israel, in which he advocated the return as a preliminary to the appearance of the Messiah. The Messiah could not appear till Jews existed in all the lands of the earth. According to Antonio de Montezinos, the Ten Tribes had been discovered in the American Indians of Ecuador, and England was the only country from which Jews were excluded. If England admitted them, the Messianic age might be expected.

In fiction
The Queen's Fool, historical novel by Philippa Gregory, is told from the point of view of a (fictional) Marrano girl living in England at the time of Queen Mary I.

title: History of the Marranos in England


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Talk:Publicist

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This article is or was the subject of a Wiki Education Foundation-supported course assignment. Further details are available on the course page. Student editor(s): Erpost1.

Above undated message substituted from Template:Dashboard.wikiedu.org assignment by PrimeBOT (talk) 07:28, 17 January 2022 (UTC)

title: Talk:Publicist


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Indiaporã

Indiaporã is a municipality in the state of São Paulo in Brazil. The population is 3,969 (2015 est.) in an area of 280 km². The elevation is 440 m.

Media
In telecommunications, the city was served by Companhia de Telecomunicações do Estado de São Paulo until 1975, when it began to be served by Telecomunicações de São Paulo. In July 1998, this company was acquired by Telefónica, which adopted the Vivo brand in 2012.

The company is currently an operator of cell phones, fixed lines, internet (fiber optics/4G) and television (satellite and cable).

title: Indiaporã


text: Category:Cathedrals

title: Category:Cathedrals


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Inúbia Paulista

Inúbia Paulista is a municipality in the state of São Paulo in Brazil. The population is 4,019 (2020 est.) in an area of 87.1 km2. The elevation is 467 m.

Media
In telecommunications, the city was served by Telecomunicações de São Paulo. In July 1998, this company was acquired by Telefónica, which adopted the Vivo brand in 2012. The company is currently an operator of cell phones, fixed lines, internet (fiber optics/4G) and television (satellite and cable).

Religion
Christianity is present in the city as follows:

Catholic Church
The Catholic church in the municipality is part of the Roman Catholic Diocese of Marília.

Protestant Church
The most diverse evangelical beliefs are present in the city, mainly Pentecostal, including the Assemblies of God in Brazil (the largest evangelical church in the country), Christian Congregation in Brazil, among others. These denominations are growing more and more throughout Brazil.

title: Inúbia Paulista


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Bosnian Cyrillic

Bosnian Cyrillic, widely known as Bosančica, is a variant of the Cyrillic alphabet that originated in medieval Bosnia. The term was coined at the end of the 19th century by Ćiro Truhelka. It was widely used in modern-day Bosnia and Herzegovina and the bordering areas of modern-day Croatia (southern and middle Dalmatia and Dubrovnik regions). Its name in Serbo-Croatian is Bosančica and Bosanica the latter of which might be translated as Bosnian script. Serb scholars call it Serbian script, Serbian–Bosnian script, Bosnian–Serb Cyrillic, as part of variant of Serbian Cyrillic and deem the term "bosančica" Austro-Hungarian propaganda. Croat scholars also call it Croatian script, Croatian–Bosnian script, Bosnian–Croat Cyrillic, harvacko pismo, arvatica or Western Cyrillic. For other names of Bosnian Cyrillic, see below.

The use of Bosančica amongst Bosnian Muslims was replaced by Arebica upon the introduction of Islam in Bosnia Eyalet, first amongst the elite, then amongst the wider public. The first book in Bosančica was printed by Frančesko Micalović in 1512 in Venice.

History and characteristic features
It is hard to ascertain when the earliest features of a characteristic Bosnian type of Cyrillic script had begun to appear, but paleographers consider the Humac tablet (a tablet written in Bosnian Cyrillic) to be the first document of this type of script and is believed to date from the 10th or 11th century. Bosnian Cyrillic was used continuously until the 18th century, with sporadic usage even taking place in the 20th century.

Historically, Bosnian Cyrillic is prominent in the following areas:

 * Passages from the Bible in documents of Bosnian Church adherents, 13th and 15th century.
 * Numerous legal and commercial documents (charters, letters, donations) of nobles and royalty from medieval Bosnian state in correspondence with the Republic of Ragusa and various cities in Dalmatia (e.g. the Charter of Ban Kulin, beginning in the 12th and 13th centuries, and reaching its peak in the 14th and 15th centuries.
 * Tombstone inscriptions on marbles in medieval Bosnia and Herzegovina, chiefly between 11th and 15th centuries.
 * Legal documents in central Dalmatia, like the Poljica Statute (1440) and other numerous charters from this area; Poljica and neighbourhood Roman Catholic church books used this alphabet until the late 19th century.
 * The "Supetar fragment" from the 12th century was found in Monastery of Saint Peter in the Forest in central Istria, among the stones of a collapsed southern monastery wall. Until the 15th century it was a Benedictine monastery and later a Pauline monastery. This finding could indicate that Bosančica spread all the way to Istria and Kvarner Gulf.
 * The Roman Catholic diocese in Omiš had a seminary (called arvacki šeminarij, "Croat seminary") active in the 19th century, in which arvatica letters were used.
 * Liturgical works (missals, breviaries, lectionaries) of the Roman Catholic Church from Dubrovnik, 15th and 16th century, the most famous of which is a printed breviary from 1512.
 * The comprehensive body of Bosnian literature, mainly portion associated with the Franciscan order, from the 16th to mid-18th century and early 19th century. This is by far the most abundant corpus of works written in Bosnian Cyrillic, covering various genres, but belonging to the liturgical literature: numerous polemical tractates in the spirit of the Counter-Reformation, popular tales from the Bible, catechisms, breviaries, historical chronicles, local church histories, religious poetry and didactic works. Among the most important writings of this circle are works of Matija Divković, Stjepan Matijević and Pavao Posilović.
 * After the Ottoman conquest, Bosnian Cyrillic was used, along with Arebica, by the Bosnian Muslim nobility, chiefly in correspondence, mainly from the 15th to 17th centuries (hence, the script has also been called begovica, "bey's script"). Isolated families and individuals could write in it even in the 20th century.

In conclusion, main traits of Bosnian Cyrillic include:

 * It was a form of Cyrillic script mainly in use in Bosnia and Herzegovina, central Dalmatia and Dubrovnik.
 * Its earliest monuments are from the 11th century, but the golden epoch covered the period from the 14th to 17th centuries. From the late 18th century it rather speedily fell into disuse to be replaced by the Latin script.
 * Its primary characteristics (scriptory, morphological, orthographical) show strong connection with the Glagolitic script, unlike the standard Church Slavonic form of Cyrillic script associated with Eastern Orthodox churches.
 * It had been in use, in ecclesiastical works, mainly in Bosnian Church and Roman Catholic Church in historical lands of Bosnia, Herzegovina, Dalmatia and Dubrovnik. Also, it was a widespread script in Bosnian Muslim circles, which, however, preferred modified Arabic aljamiado script. Serbian Orthodox clergy and adherents used mainly the standard Serbian Cyrillic of the Resava orthography.
 * The form of Bosnian Cyrillic has passed through a few phases, so although culturally it is correct to speak about one script, it is evident that features present in Bosnian Franciscan documents in the 1650s differ from the charters from Brač island in Dalmatia in the 1250s.

Polemics
The polemic about "ethnic affiliation" of Bosnian Cyrillic started in the 19th century, then reappeared in the mid-1990s. The polemic about attribution and affiliation of Bosnian Cyrillic texts seems to rest on following arguments:

 * Serbian scholars claim that it is just a variant of Serbian Cyrillic; actually, a "minuscle", or Italic (cursive) script devised at the court of Serbian king Stefan Dragutin, and accordingly, include Bosnian Cyrillic texts into the Serbian literary corpus. Authors in Prilozi za književnost, jezik, istoriju i folklor in 1956, go as far to state that Bosančica was a term introduced through Austro-Hungarian propaganda, and regarded it a type of cursive Cyrillic script, without specifics that would warrant an "isolation from Cyrillic". The main Serbian authorities in the field are Jorjo Tadić, Vladimir Ćorović, Petar Kolendić, Petar Đorđić, Vera Jerković, Irena Grickat, Pavle Ivić and Aleksandar Mladenović.
 * On the Croatian side, the split exists among philologists. One group basically challenges the letters being Serbian, and claims that majority of the most important documents of Bosnian Cyrillic had been written either before any innovations devised at the Serbian royal court happened, or did not have any historical connection with it whatsoever, thus considering Serbian claims on the origin of Bosnian Cyrillic to be unfounded and that the script, since they allege belonging to the Croatian cultural sphere, should be called not Bosnian, but Croatian Cyrillic. Other group of Croatian philologists acknowledges that "Serbian connection", as exemplified in variants present at the Serbian court of king Dragutin, did influence Bosnian Cyrillic, but, they aver, it was just one strand, since scriptory innovations have been happening both before and after the mentioned one. First group insists that all Bosnian Cyrillic texts belong to the corpus of Croatian literacy, and the second school that all texts from Croatia and only a part from Bosnia and Herzegovina are to be placed into Croatian literary canon, so they exclude c. half of Bosnian Christian texts, but include all Franciscan and the majority of legal and commercial document. Also, the second school generally uses the name "Western Cyrillic" instead of "Croatian Cyrillic" (or Bosnian Cyrillic, for that matter). Both schools allege that supposedly various sources, both Croatian and other European, call this script "Croatian letters" or "Croatian script". The main Croatian authorities in the field are Vatroslav Jagić, Mate Tentor, Ćiro Truhelka, Vladimir Vrana, Jaroslav Šidak, Herta Kuna, Tomislav Raukar, Eduard Hercigonja and Benedikta Zelić-Bučan.
 * Jahić, Halilović, and Palić dismiss claims made by Croatian or Serbian philologists about national affiliation.
 * Ivan G. Iliev, in his "Short History of the Cyrillic Alphabet", summarizes the Cyrillic variant and acknowledges it was spread into and used in both Bosnia and Croatia, where these variants were called "bosančica" or "bosanica" in Bosnian and Croatian ('Bosnian script'), with Croats also calling it "arvatica" ('Croatian script') or "Western Cyrillic".

Legacy
In 2015, a group of artists started a project called "I write to you in Bosančica" which involved art and graphic design students from Banja Luka, Sarajevo, Široki Brijeg, and Trebinje. Exhibitions of the submitted artworks will be held in Sarajevo, Trebinje, Široki Brijeg, Zagreb, and Belgrade. The purpose of the project was to resurrect the ancient script and show the "common cultural past" of all the groups in Bosnia and Herzegovina. The first phase of the project was to reconstruct all of the ancient characters by using ancient, handwritten documents.

Names
The name bosančica was first used by Fran Kurelac in 1861. Other instances of naming by individuals, in scholarship and literature or publications (chronological order, recent first):

 * poljičica, poljička azbukvica, among the people of Poljica and Frane Ivanišević (1863−1947)
 * srbskoga slovi ćirilskimi (Serbian Cyrillic letters) and bosansko-dalmatinska ćirilica (Bosnian-Dalmatian Cyrillic), by Croatian linguist Vatroslav Jagić (1838–1923)
 * bosanska ćirilica ("Bosnian Cyrillic"), by Croatian historian and Catholic priest Franjo Rački (1828–1894)
 * bosanska azbukva ("Bosnian alphabet"), by Catholic priest Ivan Berčić (1824–1870)
 * (Bosnian-Catholic alphabet), by Franciscan writer Ivan Franjo Jukić (1818–1857)
 * (Bosnian or Croatian Cyrillic alphabet), by Slovene linguist Jernej Kopitar (1780–1844)
 * bosanska brzopisna grafija ("Bosnian cursive graphics"), by E. F. Karskij
 * zapadna varijanta ćirilskog brzopisa ("Western variant of Cyrillic cursive"), by Petar Đorđić
 * Serbian letters, by Bosnian Franciscan writer Matija Divković, who explains in preface to his Nauk krstjanski za narod slovinski, that he wrote "for the Slavic folk in correct and true Bosnian language", while Georgijević also notes that he referred to the Bosnian Cyrillic, which he wrote in, as "Serbian letters".

title: Bosnian Cyrillic


text:
MTU Friedrichshafen

MTU Friedrichshafen GmbH is a German manufacturer of commercial internal combustion engines founded by Wilhelm Maybach and his son Karl Maybach in 1909. Wilhelm Maybach was the technical director of Daimler-Motoren-Gesellschaft (DMG), a predecessor company of the German multinational automotive corporation Daimler AG, until he left in 1907. On 23 March 1909, he founded the new company, Luftfahrzeug-Motorenbau GmbH (Aircraft Engine Manufacturing Corp), with his son Karl Maybach as director. A few years later the company was renamed to Maybach-Motorenbau GmbH (Maybach Engine Manufacturing Corp), which originally developed and manufactured diesel and petrol engines for Zeppelins, and then railcars. The Maybach Mb.IVa was used in aircraft and airships of World War I.

The company first built an experimental car in 1919, with the first production model introduced two years later at the Berlin Motor Show. Between 1921 and 1940, the company produced various classic opulent vehicles. The company also continued to build heavy duty diesel engines for marine and rail purposes. During World War II, Maybach produced the engines for Germany's medium and heavy tanks. The company was renamed MTU Friedrichshafen in the 1960s and continued to supply the engines for the Leopard 2 main battle tank. In 1966 MTU merged with Mercedes-Benz Motorenbau.

MTU derives from Motoren- und Turbinen-Union meaning 'Motor (Engine) and Turbine Union'.

MTU Friedrichshafen remained a subsidiary of DaimlerChrysler until 2006 when it was sold off to the EQT IV private equity fund, becoming a part of the Tognum Corporation.

Rolls-Royce Holdings and Daimler AG acquired Tognum in 2011. In 2014, Tognum was renamed Rolls-Royce Power Systems, having become a wholly-owned subsidiary of Rolls-Royce Holdings.

The company manufactures diesel engines for trains, ships, oil and gas installations, military vehicles, agriculture, mining and construction equipment, as well as diesel generators and molten carbonate fuel cells.

History

 * 1909: Foundation of Luftfahrzeug-Motorenbau GmbH in Bissingen an der Enz as part of the Zeppelin corporation. The company manufactures engines for airships.
 * 1912: 1911/12 relocation to Friedrichshafen; the name is changed to Motorenbau GmbH.
 * 1918: Motorenbau GmbH is renamed Maybach-Motorenbau GmbH. After the end of the First World War the company began to manufacture car engines.
 * 1966: Merger of the two companies Mercedes-Benz Motorenbau Friedrichshafen GmbH and Maybach-Motorenbau GmbH to form Maybach Mercedes-Benz Motorenbau GmbH.
 * 1969: Maybach Mercedes-Benz Motorenbau GmbH is renamed Motoren und Turbinen-Union Friedrichshafen GmbH. The company is a subsidiary of MTU München GmbH which is owned at equal shares by Daimler-Benz AG and MAN AG until 1985.
 * 1989: Incorporation of MTU Friedrichshafen in Deutsche Aero-space AG (DASA), a company of the Daimler-Benz Group.
 * 1994: Cooperation of MTU Friedrichshafen with Detroit Diesel Corporation
 * 1995: MTU Friedrichshafen and MTU München go their separate ways; MTU Friedrichshafen becomes a direct subsidiary of Daimler-Benz AG.
 * 2001: MTU Motoren- und Turbinen-Union Friedrichshafen GmbH is renamed MTU Friedrichshafen GmbH.
 * 2005: In late 2005, the DaimlerChrysler Off-Highway business unit, including MTU Friedrichshafen and the Off-Highway division of Detroit Diesel Corporation, is sold to the Swedish financial investor EQT AB.
 * 2006: The business is transferred into the new holding company Tognum, with MTU Friedrichshafen as its core company.
 * 2009: MTU Friedrichshafen celebrates its centenary. In the same year introduction of the new Series 1600, rounding off the performance range at the lower end of the product portfolio.
 * 2011: Rolls-Royce Holdings and Daimler AG announced they were buying Tognum
 * 2014: Tognum was renamed Rolls-Royce Power Systems
 * 2014: From 26 August Rolls-Royce Power Systems became a 100 per cent subsidiary of Rolls-Royce Holdings

title: MTU Friedrichshafen


text:
Project 25

Project 25 (P25 or APCO-25) is a suite of standards for interoperable digital two-way radio products. P25 was developed by public safety professionals in North America and has gained acceptance for public safety, security, public service, and commercial applications worldwide. P25 radios are a direct replacement for analog UHF (typically FM) radios, adding the ability to transfer data as well as voice for more natural implementations of encryption and text messaging. P25 radios are commonly implemented by dispatch organizations, such as police, fire, ambulance and emergency rescue service, using vehicle-mounted radios combined with repeaters and handheld walkie-talkie use.

Starting around 2012, products became available with the newer phase 2 modulation protocol, the older protocol known as P25 became P25 phase 1. P25 phase 2 products use the more advanced AMBE2+ vocoder, which allows audio to pass through a more compressed bitstream and provides two TDMA voice channels in the same RF bandwidth (12.5 kHz), while phase 1 can provide only one voice channel. The two protocols are not compatible. However, P25 Phase 2 infrastructure can provide a "dynamic transcoder" feature that translates between Phase 1 and Phase 2 as needed. In addition to this, phase 2 radios are backwards compatible with phase 1 modulation and analog FM modulation, per the standard. The European Union has created the Terrestrial Trunked Radio (TETRA) and Digital mobile radio (DMR) protocol standards, which fill a similar role to Project 25.

History
Public safety radios have been upgraded from analog FM to digital since the 1990s because of an increased use of data on radio systems for such features as GPS location, trunking, text messaging, metering, and encryption.

Various user protocols and different public safety radio spectrum made it difficult for Public Safety agencies to achieve interoperability and widespread acceptance. However, lessons learned during disasters the United States faced in the past decades have forced agencies to assess their requirements during a disaster when basic infrastructure has failed. To meet the growing demands of public safety digital radio communication, the United States Federal Communications Commission (FCC) at the direction of the United States Congress initiated a 1988 inquiry for recommendations from users and manufacturers to improve existing communication systems. Based on the recommendations, to find solutions that best serve the needs of public safety management, in October 1989 APCO Project 25 came into existence in a coalition with:
 * Association of Public-Safety Communications Officials-International (APCO)
 * National Association of State Telecommunications Directors (NASTD)
 * National Telecommunications and Information Administration (NTIA)
 * National Communications System (NCS)
 * National Security Agency (NSA)
 * Department of Defense (DoD)

A steering committee consisting of representatives from the above-mentioned agencies along with FPIC (Department of Homeland Security Federal Partnership for Interoperable Communication), Coast Guard and the Department of Commerce's National Institute of Standards and Technology (NIST), Office of Law Enforcement Standards was established to decide the priorities and scope of technical development of P25.

Introduction
Interoperable emergency communication is integral to initial response, public health, community safety, national security and economic stability. Of all the problems experienced during disaster events, one of the most serious is poor communication due to lack of appropriate and efficient means to collect, process, and transmit important information in a timely fashion. In some cases, radio communication systems are incompatible and inoperable not just within a jurisdiction but within departments or agencies in the same community. Non-operability occurs due to use of outdated equipment, limited availability of radio frequencies, isolated or independent planning, lack of coordination, and cooperation, between agencies, community priorities competing for resources, funding and ownership, and control of communications systems. Recognizing and understanding this need, Project 25 (P25) was initiated collaboratively by public safety agencies and manufacturers to address the issue with emergency communication systems. P25 is a collaborative project to ensure that two-way radios are interoperable. The goal of P25 is to enable public safety responders to communicate with each other and, thus, achieve enhanced coordination, timely response, and efficient and effective use of communications equipment.

P25 was established to address the need for common digital public safety radio communications standards for first-responders and homeland security/emergency response professionals. The Telecommunications Industry Association's TR-8 engineering committee facilitates such work through its role as an ANSI-accredited standards development organization (SDO) and has published the P25 suite of standards as the TIA-102 series of documents, which now include 49 separate parts on Land Mobile Radio and TDMA implementations of the technology for public safety.

Project 25 (P25) is a set of standards produced through the joint efforts of the Association of Public Safety Communications Officials International (APCO), the National Association of State Telecommunications Directors (NASTD), selected federal agencies and the National Communications System (NCS), and standardized under the Telecommunications Industry Association (TIA)... The P25 suite of standards involves digital Land Mobile Radio (LMR) services for local, state/provincial and national (federal) public safety organizations and agencies...

P25 is applicable to LMR equipment authorized or licensed, in the U.S., under NTIA or FCC rules and regulations.

Although developed primarily for North American public safety services, P25 technology and products are not limited to public safety alone and have also been selected and deployed in other private system application, worldwide.

P25-compliant systems are being increasingly adopted and deployed throughout the United States, as well as other countries. Radios can communicate in analog mode with legacy radios, and in either digital or analog mode with other P25 radios. Additionally, the deployment of P25-compliant systems will allow for a high degree of equipment interoperability and compatibility.

P25 standards use the proprietary Improved Multi-Band Excitation (IMBE) and Advanced Multi-Band Excitation (AMBE+2) voice codecs which were designed by Digital Voice Systems, Inc. to encode/decode the analog audio signals. It is rumored that the licensing cost for the voice-codecs that are used in P25 standard devices is the main reason that the cost of P25 compatible devices is so high.

P25 may be used in "talk around" mode without any intervening equipment between two radios, in conventional mode where two radios communicate through a repeater or base station without trunking or in a trunked mode where traffic is automatically assigned to one or more voice channels by a Repeater or Base Station.

The protocol supports the use of Data Encryption Standard (DES) encryption (56 bit), 2-key Triple-DES encryption, three-key Triple-DES encryption, Advanced Encryption Standard (AES) encryption at up to 256 bits keylength, RC4 (40 bits, sold by Motorola as Advanced Digital Privacy), or no encryption.

The protocol also supports the ACCORDION 1.3, BATON, Firefly, MAYFLY and SAVILLE Type 1 ciphers.

P25 open interfaces
P25's Suite of Standards specify eight open interfaces between the various components of a land mobile radio system. These interfaces are:

 * Common Air Interface (CAI) – standard specifies the type and content of signals transmitted by compliant radios. One radio using CAI should be able to communicate with any other CAI radio, regardless of manufacturer
 * Subscriber Data Peripheral Interface – standard specifies the port through which mobiles and portables can connect to laptops or data networks
 * Fixed Station Interface – standard specifies a set of mandatory messages supporting digital voice, data, encryption and telephone interconnect necessary for communication between a Fixed Station and P25 RF Subsystem
 * Console Subsystem Interface – standard specifies the basic messaging to interface a console subsystem to a P25 RF Subsystem
 * Network Management Interface – standard specifies a single network management scheme which will allow all network elements of the RF subsystem to be managed
 * Data Network Interface – standard specifies the RF Subsystem's connections to computers, data networks, or external data sources
 * Telephone Interconnect Interface – standard specifies the interface to Public Switched Telephone Network (PSTN) supporting both analog and ISDN telephone interfaces.
 * Inter RF Subsystem Interface (ISSI) – standard specifies the interface between RF subsystems which will allow them to be connected into wide area networks

P25 phases
P25-compliant technology has been deployed over two main phases with future phases yet to be finalized.

Phase 1
Phase 1 radio systems operate in 12.5 kHz digital mode using a single user per channel access method. Phase 1 radios use Continuous 4 level FM (C4FM) modulation—a special type of 4FSK modulation —for digital transmissions at 4,800 baud and 2 bits per symbol, yielding 9,600 bits per second total channel throughput. Of this 9,600, 4,400 is voice data generated by the IMBE codec, 2,800 is forward error correction, and 2,400 is signalling and other control functions. Receivers designed for the C4FM standard can also demodulate the "Compatible quadrature phase shift keying" (CQPSK) standard, as the parameters of the CQPSK signal were chosen to yield the same signal deviation at symbol time as C4FM. Phase 1 uses the IMBE voice codec.

These systems involve standardized service and facility specifications, ensuring that any manufacturers' compliant subscriber radio has access to the services described in such specifications. Abilities include backward compatibility and interoperability with other systems, across system boundaries, and regardless of system infrastructure. In addition, the P25 suite of standards provides an open interface to the radio frequency (RF) subsystem to facilitate interlinking of different vendors' systems.

Phase 2
To improve spectrum use, P25 Phase 2 was developed for trunking systems using a 2-slot TDMA scheme and is now required for all new trunking systems in the 700 MHz band. Phase 2 uses the AMBE+2 voice codec to reduce the needed bitrate so that one voice channel will only require 6,000 bits per second (including error correction and signalling). Phase 2 is not backwards compatible with Phase 1 (due to the TDMA operation), although multi-mode TDMA radios and systems are capable of operating in Phase 1 mode when required, if enabled. A subscriber radio cannot use TDMA transmission without a synchronization source; therefore direct radio to radio communication resorts to conventional FDMA digital operation. Multi-band subscriber radios can also operate on narrow-band FM as a lowest common denominator between almost any two way radios. This makes analog narrow-band FM the de facto "interoperability" mode for some time.

Originally the implementation of Phase 2 was planned to split the 12.5 kHz channel into two 6.25 kHz slots, or Frequency-Division Multiple Access (FDMA). However it proved more advantageous to use existing 12.5 kHz frequency allocations in Time Division Multiple Access (TDMA) mode for a number of reasons. It allowed subscriber radios to save battery life by only transmitting half the time which also yields the ability for the subscriber radio to listen and respond to system requests between transmissions.

Phase 2 is what is known as 6.25 kHz "bandwidth equivalent" which satisfies an FCC requirement for voice transmissions to occupy less bandwidth. Voice traffic on a Phase 2 system transmits with the full 12.5 kHz per frequency allocation, as a Phase 1 system does, however it does so at a faster data rate of 12 kbit/s allowing two simultaneous voice transmissions. As such subscriber radios also transmit with the full 12.5 kHz, but in an on/off repeating fashion resulting in half the transmission and thus an equivalent of 6.25 kHz per each radio. This is accomplished using the AMBE voice coder that uses half the rate of the Phase 1 IMBE voice coders.

Beyond Phase 2
From 2000 to 2009, the European Telecommunications Standards Institute (ETSI) and TIA were working collaboratively on the Public Safety Partnership Project or Project MESA (Mobility for Emergency and Safety Applications), which sought to define a unified set of requirements for a next-generation aeronautical and terrestrial digital wideband/broadband radio standard that could be used to transmit and receive voice, video, and high-speed data in wide-area, multiple-agency networks deployed by public safety agencies.

The final functional and technical requirements have been released by ETSI and were expected to shape the next phases of American Project 25 and European DMR, dPMR, and TETRA, but no interest from the industry followed, since the requirements could not be met by available commercial off-the-shelf technology, and the project was closed in 2010.

During the United States 2008 wireless spectrum auction, the FCC allocated 20 MHz of the 700 MHz UHF radio band spectrum freed in the digital TV transition to public safety networks. The FCC expects providers to employ LTE for high-speed data and video applications.

Conventional implementation
P25 systems do not have to resort to using in band signaling such as Continuous Tone-Coded Squelch System (CTCSS) tone or Digital-Coded Squelch (DCS) codes for access control. Instead they use what is called a Network Access Code (NAC) which is included outside of the digital voice frame. This is a 12-bit code that prefixes every packet of data sent, including those carrying voice transmissions.

The NAC is a feature similar to CTCSS or DCS for analog radios. That is, radios can be programmed to only pass audio when receiving the correct NAC. NACs are programmed as a three-hexadecimal-digit code that is transmitted along with the digital signal being transmitted.

Since the NAC is a three-hexadecimal-digit number (12 bits), there are 4,096 possible NACs for programming, far more than all analog methods combined.

Three of the possible NACs have special functions:

 * 0x293 ($293) – the default NAC
 * 0xf7e ($F7E) – a receiver set for this NAC will pass audio on any decoded signal received
 * 0xf7f ($F7F) – a repeater receiver set for this NAC will allow all incoming decoded signals and the repeater transmitter will retransmit the received NAC.

Adoption
Adoption of these standards has been slowed by budget problems in the US; however, funding for communications upgrades from the Department of Homeland Security usually requires migrating to Project 25. It is also being used in other countries worldwide including Australia, New Zealand, Brazil, Canada, India and Russia. As of mid-2004 there were 660 networks with P25 deployed in 54 countries. At the same time, in 2005, the European Terrestrial Trunked Radio (TETRA) was deployed in sixty countries, and it is the preferred choice in Europe, China, and other countries. This was largely based on TETRA systems being many times cheaper than P25 systems ($900 vs $6,000 for a radio) at the time. However P25 radio prices are rapidly approaching parity with TETRA radio prices through increased competition in the P25 market. The majority of P25 networks are based in Northern America where it has the advantage that a P25 system has the same coverage and frequency bandwidth as the earlier analog systems that were in use so that channels can be easily upgraded one by one. Some P25 networks also allow intelligent migration from the analog radios to digital radios operating within the same network. Both P25 and TETRA can offer varying degrees of functionality, depending on available radio spectrum, terrain and project budget.

While interoperability is a major goal of P25, many P25 features present interoperability challenges. In theory, all P25 compliant equipment is interoperable. In practice, interoperable communications isn't achievable without effective governance, standardized operating procedures, effective training and exercises, and inter-jurisdictional coordination. The difficulties inherent in developing P25 networks using features such as digital voice, encryption, or trunking sometimes result in feature-backlash and organizational retreat to minimal "feature-free" P25 implementations which fulfill the letter of any Project 25 migration requirement without realizing the benefits thereof. Additionally, while not a technical issue per se, frictions often result from the unwieldy bureaucratic inter-agency processes that tend to develop in order to coordinate interoperability decisions.

Naming of P25 technology in regions

 * Statewide P25 systems in Australia were deployed using the name Government Radio Network (GRN) in New South Wales, South Australia, and Tasmania; Government Wireless Network (GWN) in Queensland; Territory Radio Network (TRN) in the Australian Capital Territory; and Melbourne Metropolitan Radio (MMR) and Rural Mobile Radio (RMR) in Victoria.    In New South Wales, the GRN is now called the Public Safety Network (PSN).

Project 25 Compliance Assessment Program (P25 CAP)
The United States DHS's Project 25 Compliance Assessment Program (P25 CAP) aims for interoperability among different vendors by testing to P25 Standards. P25 CAP, a voluntary program, allows suppliers to publicly attest to their products' compliance.

Independent, accredited labs test vendor's P25 radios for compliance to P25 Standards, derived from TIA-102 Standards and following TIA-TR8 testing procedures. Only approved products may be purchased using US federal grant dollars. Generally, non-approved products should not be trusted to be meet P25 standards for performance, conformance, and interoperability.

P25 product labeling varies. "P25" and "P25 compliant" mean nothing while high standards apply for a vendor to claim a product is "P25 CAP compliant" or "P25 compliant with the Statement of Requirements (P25 SOR)"

OP25 Project—Encryption flaws in DES-OFB and ADP ciphers
At the Securecomm 2011 conference in London, security researcher Steve Glass presented a paper, written by himself and co-author Matt Ames, that explained how DES-OFB and Motorola's proprietary ADP (RC4 based) ciphers were vulnerable to brute force key recovery. This research was the result of the OP25 project which uses GNU Radio and the Ettus Universal Software Radio Peripheral (USRP) to implement an open source P25 packet sniffer and analyzer. The OP25 project was founded by Steve Glass in early 2008 while he was performing research into wireless networks as part of his PhD thesis.

The paper is available for download from the NICTA website.

University of Pennsylvania research
In 2011, the Wall Street Journal published an article describing research into security flaws of the system, including a user interface that makes it difficult for users to recognize when transceivers are operating in secure mode. According to the article, "(R)esearchers from the University of Pennsylvania overheard conversations that included descriptions of undercover agents and confidential informants, plans for forthcoming arrests and information on the technology used in surveillance operations." The researchers found that the messages sent over the radios are sent in segments, and blocking just a portion of these segments can result in the entire message being jammed. "Their research also shows that the radios can be effectively jammed (single radio, short range) using a highly modified pink electronic child’s toy and that the standard used by the radios 'provides a convenient means for an attacker' to continuously track the location of a radio’s user. With other systems, jammers have to expend a lot of power to block communications, but the P25 radios allow jamming at relatively low power, enabling the researchers to prevent reception using a $30 toy pager designed for pre-teens."

The report was presented at the 20th USENIX Security Symposium in San Francisco in August 2011. The report noted a number of security flaws in the Project 25 system, some specific to the way it has been implemented and some inherent in the security design.

Encryption lapses
The report did not find any breaks in the P25 encryption; however, they observed large amounts of sensitive traffic being sent in the clear due to implementations problems. They found switch markings for secure and clear modes difficult to distinguish (∅ vs. o). This is exacerbated by the fact that P25 radios when set to secure mode continue to operate without issuing a warning if another party switches to clear mode. In addition, the report authors said many P25 systems change keys too often, increasing the risk that an individual radio on a net may not be properly keyed, forcing all users on the net to transmit in the clear to maintain communications with that radio.

Jamming vulnerability
One design choice was to use lower levels of error correction for portions of the encoded voice data that are deemed less critical for intelligibility. As a result, bit errors may be expected in typical transmissions, and while harmless for voice communication, the presence of such errors force the use of stream ciphers, which can tolerate bit errors, and prevents the use of a standard technique, message authentication codes (MACs), to protect message integrity from stream cipher attacks. The varying levels of error correction are implemented by breaking P25 message frames into subframes. This allows an attacker to jam entire messages by transmitting only during certain short subframes that are critical to reception of the entire frame. As a result, an attacker can effectively jam Project 25 signals with average power levels much lower than the power levels used for communication. Such attacks can be targeted at encrypted transmissions only, forcing users to transmit in the clear.

Because Project 25 radios are designed to work in existing two-way radio frequency channels, they cannot use spread spectrum modulation, which is inherently jam-resistant. An optimal spread spectrum system can require an effective jammer to use 1,000 times as much power (30 dB more) as the individual communicators. According to the report, a P25 jammer could effectively operate at 1/25th the power (14 dB less) than the communicating radios. The authors developed a proof-of-concept jammer using a Texas Instruments CC1110 single chip radio, found in an inexpensive toy.

Traffic analysis and active tracking
Certain metadata fields in the Project 25 protocol are not encrypted, allowing an attacker to perform traffic analysis to identify users. Because Project 25 radios respond to bad data packets addressed to them with a retransmission request, an attacker can deliberately send bad packets forcing a specific radio to transmit even if the user is attempting to maintain radio silence. Such tracking by authorized users is considered a feature of P25, referred to as "presence".

The report's authors concluded by saying "It is reasonable to wonder why this protocol, which was developed over many years and is used for sensitive and critical applications, is so difficult to use and so vulnerable to attack." The authors separately issued a set of recommendations for P25 users to mitigate some of the problems found. These include disabling the secure/clear switch, using Network Access Codes to segregate clear and encrypted traffic, and compensating for the unreliability of P25 over-the-air rekeying by extending key life.

Comparison between P25 and TETRA
P25 and TETRA are used in more than 53 countries worldwide for both public safety and private sector radio networks. There are some differences in features and capacities:
 * TETRA is optimized for high population density areas, and has spectral efficiency of 4 time slots in 25 kHz. (Four communications channels per 25 kHz channel, an efficient use of spectrum). It supports full-duplex voice communication, data, and messaging. It does not provide simulcast.
 * P25 is optimized for wider area coverage with low population density, and also supports simulcast. It is, however, limited with respect to data support. There is a major subdivision within P25 radio systems: Phase I P25 operates analogue, digital, or mixed mode in a single 12.5 kHz channel. Phase II uses a 2-timeslot TDMA structure in each 12.5 kHz channel.

title: Project 25


text:
Charlton St Peter and Wilsford

Charlton St Peter and Wilsford Joint Parish Council is a grouped parish council serving the adjacent civil parishes of Charlton St Peter and Wilsford, in the Vale of Pewsey in the English county of Wiltshire.

Charlton and Wilsford elect a single parish council since their populations are small; in 2021, Wilsford had 66 electors and Charlton approximately 132. Wilsford elects two parish councillors, and Charlton five. The parishes fall within the area of the Wiltshire Council unitary authority, which is responsible for most significant local government functions.

When the joint parish council was formed, sometime before 2011, it was called Charlton and Wilsford Parish Council. During consultation for a community governance review in 2021–2022 it was proposed that St Peter should be added to the name, to reflect local usage and make a distinction from the Charlton parish in north Wiltshire. Accordingly, in May 2022, Wiltshire Council formally amended the name of the parish council to Charlton St Peter and Wilsford Joint Parish Council.

title: Charlton St Peter and Wilsford


text: User talk:69.110.231.164

title: User talk:69.110.231.164


text:
HNoMS Fridtjof Nansen (F310)

HNoMS Fridtjof Nansen is a frigate of the Royal Norwegian Navy. Commissioned on 5 April 2006, she is the lead ship of the Fridtjof Nansen class of warships.

Counter-piracy
On 26 February 2009, the Norwegian government decided to deploy HNoMS Fridtjof Nansen to the Gulf of Aden, thereby participating in the ongoing Operation Atalanta, the European Union's counter-piracy campaign in Somalia. Fridtjof Nansen joined the campaign in August 2009.

Fridtjof Nansen's engagement in Operation Atalanta was carried out without a permanently stationed helicopter. Mainly due to delays in delivery of the new NH-90, the ship is equipped with two ultra-fast RHIBs as a replacement. In November 2009 she became involved in a fire-fight with suspected pirates after being attacked while inspecting a fishing vessel.

RIMPAC 2014
In 2014, Fridtjof Nansen took part in the naval exercise RIMPAC 2014 in the Pacific Ocean. During the exercise, she used a Naval Strike Missile to sink the USS Ogden (LPD-5), a decommissioned U.S. Navy amphibious transport dock, as a target 55 nautical miles northwest of Hawaii on 10 July 2014.

Carrier Strike Group 8
From September 2021 to May 2022, Fridtjof Nansen was fully integrated with the US Navy's Carrier Strike Group 8 (CSG-8) as part of the USN's Cooperative Deployment Program. The Nansen arrived at Naval Station Norfolk, Virginia in September 2021 and underwent extensive training, testing and certification before deploying with the USS Harry S. Truman (CVN-75) and the rest of the strike group in December 2021. The strike group was originally planned to transit the Suez Canal in early February for a cruise through the Middle East and Persian Gulf regions, but in light of the tensions surrounding the ongoing standoff between Russia and Ukraine, they were ordered to remain in the Mediterranean until further notice. The Nansen served a full 6 month deployment with the group before returning to Norway in May 2022.

title: HNoMS Fridtjof Nansen (F310)


text:
Global Electric Motorcars

Global Electric Motorcars (GEM) is an American manufacturer specializing in neighborhood electric vehicles (NEVs) since 1998 and low-speed vehicles (LSVs) since 2001. By October 2015 the company had sold over 50,000 GEM battery-electric vehicles worldwide. Originally owned by Chrysler, GEM was acquired by Polaris Inc. in 2011. In January 2022, it became a wholly-owned subsidiary of Waev.

History
The company was founded in 1992 by a team of ex-General Motors engineers from Livonia, Michigan, under the name Trans2.

The company was purchased by a group of North Dakota investors and relocated to Fargo, North Dakota. Global Electric Motorcars manufactured its first vehicle in April 1998, a 48-volt GEM car designed for two passengers with a top speed of 20 mph (32 km/h). Shortly after, the National Highway Traffic Safety Administration (NHTSA) established a new class of motor vehicles, the low-speed vehicle (LSV), also known as the Neighborhood Electric Vehicle (NEV). This classification allowed GEM cars to be driven on public roads, provided they met specific safety criteria such as having safety belts, headlamps, windshield wipers, and safety glass.

GEM battery-electric vehicles are street legal in nearly all 50 US states on public roads with speed limits of 35 mph or less. With a top speed of 25 mph, GEM cars have a range of 30 – on a single charge depending on the installed battery technology. They are battery-electric, operating on a 72-volt battery system that can be plugged into a standard 3-prong 120-volt outlet for recharging, and they fully recharge in six to eight hours.

Currently, there are six different models of GEM cars available, GEM cars are utilized by local, state, and national government agencies, resorts, master-planned communities, universities, medical and corporate campuses, as well as by sports teams, taxi-shuttle services, and the general public.

Timeline

 *  April 1998
 * First GEM car produced in Fargo, North Dakota
 *  October 1998
 * GEM eL first produced
 *  November 1998
 * GEM eS first produced
 *  December 1998
 * GEM e4 first produced
 *  December 2000
 * DaimlerChrysler Corporation acquires Global Electric Motorcars, LLC
 *  March 2004
 * 2005 models begin production
 *  June 2005
 * Global Electric Motorcars receives its ISO 9001 Certification
 *  January 2006
 * GEM has 150 dealers
 *  April 2006
 * GEM e6 first produced
 *  December 2007
 * Global Electric Motorcars celebrates its 10th Anniversary
 * GEM eL XD first produced
 * June 2009
 * Global Electric Motorcars remains a wholly owned subsidiary of Chrysler Group LLC
 *  June 2010
 * Global Electric Motorcars introduces the new Right Hand Drive GEM electric vehicle
 *  July 2011
 * Global Electric Motorcars is sold to Polaris
 * August 2014
 * GEM receives first minor refresh under new owners Polaris
 * GEM eM1400 utility vehicle first produced
 *  October 2015
 * GEM eM1400 LSV first produced
 *  October 2016
 * GEM launches full redesign of e2, e4, e6, & eL XD models including lithium-ion battery offerings

Vehicles
, the GEM neighborhood electric vehicle is the market leader in North America, with global sales of more than 50,000 units since 1998.
 * Passenger Vehicles:
 * GEM e2 LSV — A two-passenger vehicle
 * GEM e4 LSV — A four-passenger vehicle
 * GEM e6 LSV — A six-passenger vehicle
 * Utility Vehicles:
 * GEM eL XD LSV— A heavier duty version of the GEM with a 70x48 inch bed, which comes in several different configurations, and a 1100 lb cargo capacity.
 * GEM eM1400 LSV— A heavy duty GEM based on the Polaris ranger with a 51x42 inch bed with a 1400 lb payload capacity.

title: Global Electric Motorcars


text:
Jumper cable (disambiguation)

Jumper cables are electric cables to connect two rail or road vehicles.

Jumper cable may also refer to:

 * Jump wire, a short electrical wire with a solid tip at each end used to interconnect the components in a breadboard
 * Jumper cable (vehicle), a pair of electrical cables used to jump start a vehicle
 * Jumper Cable, the 33rd book in the Xanth series by Piers Anthony

title: Jumper cable (disambiguation)


text:
Raghavendra Tirtha

Raghavendra Tirtha, also referred as Raghavendra Swami, (c. 1595 – c. 1671) was a Vaishnava scholar, theologian, and saint. He was also known as Sudha Parimalacharya. His diverse oeuvre include commentaries on the works of Madhva, Jayatirtha, and Vyasatirtha, interpretation of the Principal Upanishads from the standpoint of Dvaita and a treatise on Purva Mimamsa. He served as the pontiff of the matha at Kumbakonam from 1621 to 1671. Raghavendra Tirtha was also an accomplished player of the veena and he composed several songs under the name of Venu Gopala. His shrine at Mantralayam attracts lakhs (hundreds of thousands) of visitors every year.

Biography
Raghavendra Tirtha was born as Venkatanatha in the town of Bhuvanagiri, Tamil Nadu into a Deshastha Madhva Brahmin family of Gautama Gotra of musicians and scholars. His great-grandfather Krishna Bhatta was a tutor to the Vijayanagara emperor Krishnadevaraya. His grandfather was Kanakachala Bhatta, and his father Thimmanna Bhatta (also known as Thimmannacharya) was an accomplished scholar and musician. After the fall of the Vijayanagara Empire, Thimmanacharya migrated to Kanchi with his wife Gopikamba. Venkatanatha had two siblings—Gururaja and Venkatamba. Venkatanatha's education was taken care of by his brother-in-law Lakshmi Narasimhacharya at Madurai after the early demise of his father, and he subsequently got married.

In 1624, Raghavendra Tirtha became the pontiff of the Kumbhakonam Matha, which was earlier known as Vijayeendra Matha or Dakshinadi Matha, now known by the name of Mantralaya Sri Raghavendra Swamy Matha. Uttaradi Math along with Vyasaraja Math and Raghavendra Math are considered to be the three premier apostolic institutions of Dvaita Vedanta and are jointly referred as Mathatraya.

After a short stay at Kumbakonam, he went on a pilgrimage to Rameswaram, Ramnad, Srirangam, and Mathura. Later, he moved westwards to Udupi and Subramanya, and then to Pandharpur, Kolhapur and Bijapur. At Kolhapur, he is said to have stayed for a long time and at Bijapur, he supposedly defeated many Advaitins and converted them to Dvaita fold. After that, he returned to Kumbakonam. By 1663 he left for Mysore where he got a grant from Dodda Devaraya Odeyar. Finally, he chose to settle down in Mantralayam.

Raghavendra Tirtha died in 1671 in Mantralayam, a village on the bank of river Tungabhadra in Adoni taluk in Andhra Pradesh.

Works
Forty works have been attributed to Raghavendra Tirtha. Sharma notes that his works are characterised by their compactness, simplicity and their ability to explain the abstruse metaphysical concepts of Dvaita in understandable terms. His Tantradipika is an interpretation of the Brahma Sutra from the standpoint of Dvaita incorporating elements from Jayatirtha's Nyaya Sudha, Vyasatirtha's Tatparya Chandrika and the glosses by Vijayendra Tirtha. Bhavadipa is a commentary on Jayatirtha's Tattva Prakasika which, apart from elucidating the concepts of the source text, criticises the allegations against Madhva raised by Appaya Dikshita and grammarian Bhattoji Dikshita.Raghavendra Tirtha's expertise in Purva Mimamsa and Vyakarana is evident from his works on Vyasatirtha's Tatparya Chandrika, which runs up to 18,000 stanzas. He wrote a commentary on Nyaya Sudha titled Nyaya Sudha Parimala. Apart from these works, he has authored commentaries on the Upanishads, first three chapters of Rigveda (called Mantramanjari) and Bhagavad Gita. As an independent treatise, he has authored a commentary on Jaimini Sutras called Bhatta Sangraha which seeks to interpret the Purva Mimamsa doctrines from a Dvaita perspective.

Conversation with Sir Thomas Munroe in 19th century
While Rayaru had his Brindavana Pravesha around 1:30 pm in the 17th century, it is recorded in the Gazette of then Madras Presidency that he gave darshan and spoke to Sir Thomas Munroe, a civil servant of British Government and discussed with him the restitution of the Inam Lands to the government which was being proposed then, meaning that Mantralaya would have become part of the restituted lands. After such a conversation, which Sir Thomas Munroe dutifully transcribed, the restitution was withdrawn.

In popular culture
Raghavendra Tirtha has been eulogised by Narayanacharya in his contemporaneous biography Raghavendra Vijaya and a hymn Raghavendra Stotra by Appannacharya. Outside the confines of Dvaita, he is regarded as a saint known for preaching the worship of Vishnu regardless of caste or creed. Hebbar notes "By virtue of his spiritual charisma, coupled with the innumerable miracles associated with him, the pontiff saint may very well be said to possess an independent and cosmopolitan cult of his own with his devotees hailing not only from all walks of life but from all castes, sects and even creeds as well". His humanitarianism is evident in the devotional poems composed in his honour by Vijaya Dasa, Gopala Dasa and Jagannatha Dasa. Raghavendra has also seen representation in the popular culture through Indian Cinema.

title: Raghavendra Tirtha


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Setra

Setra is a German bus brand of EvoBus GmbH, itself a wholly owned subsidiary of Daimler Truck AG.

The name "Setra" comes from "selbsttragend" (self-supporting). This refers to the integral nature of the construction of the vehicles back in the 1950s when competitor vehicles still featured a separate chassis and body (often manufactured by separate companies). It is also possible that, with an eye to export markets, the company was mindful that for non-German speakers, the name "Kässbohrer" is difficult to pronounce. Until 1995 the firm operated under the name Karl Kässbohrer Fahrzeugwerke GmbH, but in that year economic difficulties enforced its sale to Daimler-Benz AG (between 1998 and 2008 known, especially in the United States, by the name of its holding company Daimler Chrysler). Since 1995, Setra has been a brand of the Daimler subsidiary, EvoBus GmbH.

The North American distribution for Setra by Daimler was set to be partnered and taken over by Motor Coach Industries on April 25, 2012, as Daimler restructured its North American bus operations in 2013; this agreement lasted until the end of 2017 when the REV Group assumed distribution responsibilities. Daimler has again self-distributed Setra coaches in North America since January 2020, through its new subsidiary, Daimler Coaches North America, LLC, with service support from Daimler Truck North America.

History
The first Setra coach, the Type S8, so called because it contained eight rows of seats, was introduced in April 1951 at the French Internationale Automobile-vouz. It featured a self-supporting body designed by Otto Kässbohrer, a concept now featured in most modern coaches and buses. Equally unusual at the time was the decision to locate the engine behind the rear axle; the rear-mounted engine configuration is another voux bus-Setra innovation which subsequently became mainstream. It simplified the production process and created a range of passenger-focused possibilities regarding the floor level in the passenger and driver/crew sections, and for high-floor layouts, flexible use of the underfloor area.

Models
The maximum number of seat rows can be identified by the type designation. In the first Setra series, the number of seats was alone. In the second series (series 100), a 0 or 5 was affixed, and one of the numbers preceded in each of the following series (series 200, 300, and 400). Example: S 8 (= 8 seat rows), S 140 (= 14 seat rows), S 215 (= 15 seat rows), S 417 (= 17 seat rows), or S 319 UL (= 19 seat rows). The seats are reduced by comforter buildings or a certain star classification; The type designation is retained. Starting from the series 200, additions after the number indicated the equipment: current (series 400/500) are H for high-floor construction (no wheel arches in the passenger compartment), HD for high floor, HDH for an extra-high floor, DT for double-deck touring bus, MD for mid-height floor (a spinoff of the GT series), UL for interurban commuter buses and NF for low-floor buses. In the past, the Grand Tourisme (GT), HDS for double-deck, SL for city buses, and NR (low-floor Rational) were used for the first highway low-floor (200 series). Only a few types were given different designations, for example, the S 250 Special (a modified S 215 HD which was also offered as an entry-level model after the introduction of the 300 series) and the S 300 NC (a former low-floor city bus as a predecessor of the Mercedes-Benz Citaro).

The different models of the 200 series also bore the name designations with name suffixes, whereby the designation International (with the letter I appended to the type designation) for travel and combi-buses with simplified heating/ventilation was used. The term Communal and Regional were used for regular services, and Rational for travel combination models. The short-term offered club bus model based on the S 210 H deviated from the name Real. Air-conditioned high-floor buses were called Optimal, the double-deck S 216 HDS Royal and the double-deck S 228 DT Imperial. The export version of the 215 HDH for the US market (later on, the HDH model for the local market was based) was called Transcontinental. Some of these designations still existed with the introduction of the 300 series, as for the S 328 DT, at the latest with the introduction of the 400 series, these name additions with the division into MultiClass, ComfortClass and TopClass were abandoned. Additionally, the name Business has been produced in Turkey since 2013, with simpler equipment.

Major incidents

 * 2018 Kazakhstan bus fire – On January 18, 2018, a fire occurred in the passenger compartment of a 1989 Setra bus in Kazakhstan, resulting in 52 deaths. The fire was due to an open-flame cooker being used on board the vehicle, adjacent to fuel canisters being kept in the passenger compartment.

title: Setra


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Talk:Greg Raymer

Opening comment
Whoops. You're right, when I put the estimated age, I just subtracted wrong. He was/is 39. CryptoDerk 16:39, Oct 5, 2004 (UTC)

Greg Raymer was born in 1964. He says so on his own website (http://www.fossilmanpoker.com/faqs.htm #1). I edited the entry with this correction.

I removed this line: "In 2005 he appeared on the chat show Heads Up with Richard Herring to discuss his life, career and his love of poker." At best, it's not very interesting--he's been on a lot of talk shows--and at worst, it's just a commercial for this Richard Herring person. Lord Geznikor 13:57, 6 February 2007 (UTC)

EDIT
Im new here, What can I edit here ? external links ? Somebody told me have fun editing...what that now means. Sorry for my english but what can I help you with ? Patrick Seget 07:24, 13 August 2007 (UTC) Im off to get another beer have fun in the meantime Patrick Seget 07:26, 13 August 2007 (UTC) Ahh no im back....im wondering, would you mind if i put up a new external link on greg raymer article...it's good and professionelly written.Patrick Seget 08:10, 13 August 2007 (UTC)
 * Post it here on this page. Other editors will then review it and make comments. ♣  ♦  SmartGuy  ♥  ♠ 13:47, 13 August 2007 (UTC)

Latest edit
Non-main event cashes aren't notable enough to put in an article. The "personal life" section was hardly that; it was more of a trivia section. Feel free to message me if I've deleted something you consider to be noteworthy.

Also, I need somebody else to sort the references 'cos I suck at them. JaeDyWolf (talk) 15:05, 19 February 2010 (UTC)

Poker section
The quote, "No player since Johnny Chan had come so close to repeating as a World Series champion.", seems to be incorrect because Dan Harrington reached 17th place in 1996 after winning it in 1995. Am I wrong? —Preceding unsigned comment added by 173.62.167.71 (talk) 05:32, 24 July 2010 (UTC)
 * After winning in 1987 and 1988, Johnny Chan came runner-up in 1989 to Phil Hellmuth. So if Dan Harrington did better than that in 1996 then he WOULD have repeated! JaeDyWolf ~ Baka-San (talk) 10:57, 24 July 2010 (UTC)
 * Read the quote again. I stand by my question.  (Hint:  this quote was about Greg Raymer coming so close... since Johnny Chan?)  —Preceding unsigned comment added by 173.62.167.71 (talk) 05:32, 27 July 2010 (UTC)
 * That quote probably should be revised to: "Other than Dan Harrington in 1996, no player since Johnny Chan had come so close to repeating as a World Series champion."  —Preceding unsigned comment added by 173.62.167.71 (talk) 05:55, 27 July 2010 (UTC)
 * Yeah, I see what you mean and I agree. JaeDyWolf ~ Baka-San (talk) 06:42, 27 July 2010 (UTC)

title: Talk:Greg Raymer


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Forrest Sherman

Forrest Percival Sherman (October 30, 1896 – July 22, 1951) was an admiral in the United States Navy and the youngest person to serve as Chief of Naval Operations until Admiral Elmo Zumwalt in 1970. The Forrest Sherman-class destroyer and the airfield at Naval Air Station Pensacola (Forrest Sherman Field) were named for him.

Early life and education
Born in Merrimack, New Hampshire, Sherman was a member of the United States Naval Academy class of 1918, graduating in June 1917 due to America's entry into World War I.

Naval career
During and shortly after World War I, Sherman served in European waters as an officer of the gunboat USS Nashville (PG-7) and destroyer USS Murray (DD-97). In 1919–21, Sherman was assigned to the battleship USS Utah (BB-31) and destroyers USS Reid (DD-292) and USS Barry (DD-248), serving as commanding officer of the latter.

Following duty as Flag Lieutenant to Commander Control Force, Atlantic Fleet, he received flight training at Naval Air Station Pensacola, Florida. Designated a Naval Aviator in December 1922, Lieutenant Sherman was assigned to Fighter Squadron VF-2B until 1924, when he returned to Pensacola as an instructor. Study at the Naval War College was followed in 1927 by service in the aircraft carriers USS Lexington (CV-2) and USS Saratoga (CV-3). While in the latter ship, he commanded Scouting Squadron VS-2B and was Flag Secretary to Commander Aircraft Squadrons, Battle Fleet.

Promoted to the ranks of lieutenant commander in 1930 and commander in 1937, during that decade Sherman served at the Naval Academy, commanded Fighter Squadron VF-1B, had charge of the Aviation Ordnance Section of the Bureau of Ordnance, was Navigator of the aircraft carrier USS Ranger (CV-4), and had duty on a number of flag staffs. In 1941–42, he served with the Office of the Chief of Naval Operations and was a member of the Permanent Joint Board on Defense, Canada-United States.

Commander Sherman worked closely with then US Army Major Albert C. Wedemeyer, author of the "Victory Plan of 1941", "the blueprint... for the mobilization of the United States Army for World War 2". Wedemeyer, while working in the War Plans Department, was commissioned to write the "Victory Plan by General George C. Marshall." "The Victory Plan predicted the future organization for an army that did not yet exist, outlined combat missions for a war not yet declared, and computed war production requirements for industries that were still committed to peacetime manufacture.' Captain Forrest Sherman's personal relationship with Major Albert Wedemeyer 'ensured a community of planning effort between the two services and pointed to a future in which the services would acknowledge that mobilization planning was a joint responsibility that one service alone could not conduct adequately."

In May 1942, after reaching the rank of captain, Sherman took command of the carrier USS Wasp (CV-7), taking the ship through the first month of the Solomon Islands campaign.

After Wasp was sunk by a Japanese submarine on September 15, 1942, Sherman was awarded the Navy Cross for his extraordinary heroism in command of the carrier during the opening days of the South Pacific operations. Sherman then became Chief of Staff to Commander Air Force, Pacific Fleet. In November 1943, Rear Admiral Sherman was assigned as Deputy Chief of Staff to the Pacific Fleet commander, Admiral Chester W. Nimitz. He held that position for the remainder of World War II, playing a critical role in planning the offensives that brought victory in the Pacific, and was present when Japan surrendered on September 2, 1945. Following a short tour as a carrier division commander, in December 1945 Vice Admiral Sherman became Deputy Chief of Naval Operations.

Sherman's next assignment, beginning in January 1948, was to command the navy's operating forces in the Mediterranean Sea. He was recalled to Washington, D.C., at the end of October 1949 to become Chief of Naval Operations, with the rank of admiral. During the next sixteen months, he helped the navy recover from a period of intense political controversy (as in the so-called "Revolt of the Admirals"), and oversaw its responses to the twin challenges of a hot war in Korea and an intensifying cold war elsewhere in the world.

On July 22, 1951, while on a military and diplomatic trip to Europe, Admiral Forrest Sherman died in Naples, Italy, following a sudden series of heart attacks. He was buried at Arlington National Cemetery on July 27, 1951.

Legacy
USS Forrest Sherman (DD-931), lead ship of the Forrest Sherman-class destroyers was named in his honor, followed by USS Forrest Sherman (DDG-98), an Arleigh Burke-class destroyer guided missile destroyer.

Also named in his honor was Sherman Island, Antarctica; Forrest Sherman Field at NAS Pensacola, home of the Blue Angels; and Forrest Sherman Field at Hospital Point at the US Naval Academy. The US Department of Defense school in Naples, Italy was formerly called Forrest Sherman High School.

Decorations and medals
Admiral Sherman's decorations include:

title: Forrest Sherman


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User talk:Taichiseeker

Hello, welcome to Wikipedia. There is a lot of work that can be done at the T'ai Chi Ch'uan pages, especially providing biographical info for all the names which currently show up in red, such as Yang Shaohou, etc. I also seem to be unable to find the Unihan character for the power generation "Lu" for the Pushing hands article. Eventually, I would like to have duplicate Wade-Giles and pinyin articles all around. Any help or suggestions will be appreciated.

Here are some useful links in case you haven't already found them:

 * How to edit a page
 * How to write a great article
 * Naming conventions
 * Manual of Style
 * Wikipedia Policies and guidelines

If you made any edits before you got an account, you might be interested in assigning those to your username. If you have any questions, see the help pages, add a question to the village pump or ask me on my talk page. I hope you enjoy editing here and being a Wikipedian.

Tip: you can sign your name with ~

Cheers, Fire Star 15:45, 5 Oct 2004 (UTC)

Romanization
Hi Taichiseeker. We currently have two versions of the same article (T'ai Chi Ch'uan and Taijiquan (pinyin article)) in order to avoid problems between those who prefer pinyin and those who prefer Wade-Giles. They are cross-referenced, so it is easy enough for someone who wants to check the other version to switch back and forth. This helps to avoid the inelegant and confusing mixture of different romanization schemes in the same article, a problem endemic to articles relating to Chinese culture. I hope this helps. Fire Star 16:44, 8 Oct 2004 (UTC)

title: User talk:Taichiseeker


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Barry's Tea

Barry's Tea is an Irish tea company founded in 1901 by James J. Barry in Cork. Until the 1960s, tea was sold from a shop in Prince's Street, but thereafter the company expanded its wholesaling and distribution operations. There is a common debate among Irish households about which is the superior Irish tea – Barry's Tea or Lyons Tea.

History
By the mid-1980s Barry's Tea had become a national brand. According to their website, they are currently responsible for 38% of all tea sales in the Irish market (which is worth an estimated €85 million annually). Today, Barry's Tea is also available in the United Kingdom, Spain, and in some areas of Canada, Australia, France, Luxembourg and the United States where there are significant Irish immigrant communities.

Members of the Barry family been elected representatives for Fine Gael: the founder's son Anthony Barry (TD 1954–57 and 1961–65), Anthony's son Peter Barry (TD 1969–97) and Peter's daughter Deirdre Clune (TD 1997–2001 and 2007–11, and MEP since 2014).

Controversies
In May 2018, it was revealed that many of Barry's Tea teabags are made with polypropylene, a non-compostable plastic which is damaging to the environment. As of August 2021, the company claimed that it had responded to consumer pressure and had made 100% of its teabags biodegradable.

Barry's Tea was a major sponsor of the greyhound racing industry in Ireland. Despite numerous calls for the company to desist, it had refused to cease its sponsorship of an industry which had been the subject of repeated investigations into animal cruelty. As of July 2019, the sponsorship has been pulled indefinitely.

title: Barry's Tea


text: Category:Machine pistols

title: Category:Machine pistols