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Spokane Transit Authority

Spokane Transit Authority, more commonly Spokane Transit or STA, is the public transport authority of central Spokane County, Washington, United States, serving Spokane, Washington, and its surrounding urban areas. In, the system had a ridership of , or about per weekday as of.

Originally conceived in 1980, and authorized by voters on March 10, 1981, STA provides public transportation within the Spokane County Public Transportation Benefit Area (PBTA). As of 2023, STA's service area has a population of approximately 471,000 across 248 sqmi including the cities of Spokane, Spokane Valley, Cheney, Liberty Lake, Airway Heights, Medical Lake, the Town of Millwood, and unincorporated areas between and around those cities.

It began operating service in 1981 after acquiring the assets of the city-operated Spokane Transit System. The agency can trace its roots to a number of private transit operators extending back to 1888. While the 98th largest metropolitan area in the United States, Spokane ranks 20th in transit ridership per capita using 2019 ridership data.

Services
Spokane Transit provides multiple services:
 * Fixed Route Bus Service. Spokane Transit operates 51 bus routes throughout its service area on published schedules. Most routes run 365 days a year. Additionally, STA operates routes during major community events such as the Lilac Bloomsday Run, Hoopfest, and the Spokane County Fair & Expo.
 * Paratransit. Pursuant to the Americans with Disabilities Act of 1990, Spokane Transit provides accessible transportation to persons with disabilities within 3/4 mi of every fixed route.
 * Rideshare. Previously Vanpool. A service which matches people traveling to or from similar locations and provides a publicly owned car or van at a fixed price per month.

Fixed routes

Spokane Transit has 51 fixed routes operating year-round on published schedules. Routes are numbered to reflect service class by the number of digits as described in the table below. Key geography is reflected in the first digit of regular service, while numbering of target service with triple reflects key markets and underlying geography through the combination of digits. Routes have distinct weekday, Saturday and Sunday schedule patterns. Major holidays operate on a Sunday schedule.

Bus rapid transit
As of 2023, Spokane Transit has one bus rapid transit line within the region as part of its planned High Performance Transit network, with a second in development.

The first line, the City Line, began service in July 2023 and traverses from east–west through Downtown Spokane and the University District, running between the Browne's Addition neighborhood and the Spokane Community College Transit Center.

A second line, with a working project name of Division BRT, is currently in design and planned to run north–south through Spokane along Division Street, with a goal of starting construction in 2026 and commencing service between 2027 and 2029 dependent on the opening of the North Spokane Corridor.

Transit centers
Spokane Transit operates four transit centers as of June 2023:
 * STA Plaza, in downtown Spokane
 * Pence-Cole Valley Transit Center (VTC), in Spokane Valley
 * Spokane Community College Transit Center, in Chief Garry Park in East Spokane
 * West Plains Transit Center, near Four Lakes

Park-and-ride lots
Spokane Transit operates a total of 14 park-and-ride facilities throughout its service area, several of which are operated through cooperative agreements with other property owners to allow parking access to transit services.

Bus stops
At the end of 2022, Spokane Transit served 1,778 bus stops throughout its service area.

Bicycle accommodation
All fixed routes have buses with racks that can fit three bikes on the exterior of the bus. Most park and ride lots feature bike lockers that can be rented on a monthly basis. The New Flyer Xcelsior 60' articulating electric buses implemented on the City Line accommodate bikes on board the bus via the rear doors.

Fare structure
Fare structure as of May 2023:

As of October 2022, the standard fare costs $2.00 and permits the rider to board any route for a period of two hours from initial purchase or validation on the bus. On October 1, 2022, Spokane Transit inaugurated a new accounted-based fare collection system, known as the Connect fare system. The fare system includes online account management, a smart card known as the Connect card, and a mobile app, STA Connect. The new system caps fares collected on a daily and monthly basis and includes several discount programs. A "Rider's License" allows youth ages 6–18 to ride with zero fare. Traditional fareboxes remain on all fixed route coaches, allowing riders to pay with cash or older media as described below.

Fare media
As of 2021, fares on Spokane Transit can be paid in cash, or with pre-paid passes and transfers programmed to magnetic stripe cards or RFID smart cards. The fare payment platform went live on December 4, 2006, after a three-day transition period with no fares collection while new fare boxes were installed. STA's prior system, while also accepting cash, utilized paper transfers and metal coin tokens.

STA launched the Connect Card with a companion eConnect app on October 1, 2022. The fare collection system, developed by INIT, can accept the Connect Card via NFC and the mobile eConnect app. The Connect Card and mobile eConnect app are linked to an online account-based fare management system. Users can reload balances via the app, at the STA Plaza, or partnered retail locations. The pass allows for fare-capping and allows users to lock the cards if a card is lost or stolen.

In July 2023, the system began accepting contactless payments including Visa, Mastercard, Discover, and digital wallets (Apple Pay and Google Pay) with onboard fare collection boxes as well as off-board fare validators and fare vending machines.

Pass programs
Spokane Transit provides multiple fare instruments, including employee, youth, and college passes. Additionally, organizations may participate in the Universal Transit Access Pass (UTAP) program with a "utility charge" for each ride taken by eligible participants. Spokane Transit currently maintains UTAP contracts with Eastern Washington University, Washington State University Spokane, Community Colleges of Spokane, Whitworth University, Gonzaga University and the University of Washington School of Medicine in Spokane (via Gonzaga University); City of Spokane for employees and elected officials; and, Spokane County for employees and elected officials.

Governance
Spokane Transit is governed by a board of directors which includes nine positions filled by elected officials who must be appointed by the municipal jurisdictions that form the agency, and one position appointed by the Board upon recommendation by the labor organizations representing the public transportation employees within the local public transportation system pursuant to state law.

Originally, the board consisted of 2 members from the City of Spokane, 2 members from the Spokane County Commission, 1 member from each of the Cities of Airway Heights, Cheney, Medical Lake, and the Town of Millwood, and one additional member alternately held by an official from the City of Spokane and Spokane County. The City of Liberty Lake was incorporated in August 2001, and the City of Spokane Valley was incorporated in March 2003, necessitating a change in board membership.

Currently the board consists of: The board of directors is also advised by the following committees:
 * City of Spokane, 3 members
 * Spokane County, 2 members
 * City of Spokane Valley, 2 members
 * The small cities, 2 members (combined)
 * Labor representative, 1 member (non-voting)

 * Board Operations Committee
 * Planning & Development Committee
 * Performance Monitoring & External Relations Committee
 * Citizens Advisory Board

The executive team for Spokane Transit Authority consists of the following positions:

 * Chief Executive Officer (CEO)
 * Chief Operations Officer (COO)
 * Chief Financial Officer (CFO)
 * Chief Planning and Development Officer
 * Chief Human Resources Officer
 * Chief Communication and Customer Service Officer

Fixed route fleet
As of December 2022, Spokane Transit has 177 buses in its fleet. Included in the fleet are:

1880s–1970s: Predecessors
Transit history in the Spokane area dates back more than 130 years beginning with the inaugural trip of a horse-drawn streetcar running between downtown Spokane and the Browne's Addition neighborhood to the west in 1888. The first electrically powered streetcar began operations November 1889 and traveled between downtown Spokane through what is now the University District. Over the next several decades, multiple private interests constructed and operated streetcars and cable cars typically as an integral part of a real estate development plan.

By 1896, the leading streetcar system was the Spokane Street Railway Company, with 23 miles of railway. Its network of lines was described as a "cartwheel" that emanated from a "hub" at the intersection of Riverside Avenue and Howard Street in downtown Spokane.

By 1910, streetcar lines were owned and operated by two competing companies: Washington Water Power and Spokane Traction Company. In addition to urban street railways, each company had interests in electric Interurban lines that stretched as far away as Moscow, Idaho. In that year, streetcar and interurban ridership peaked at 37.98 million rides.

The decade following 1910 was a time of intense competition for the streetcars, with growing automobile ownership and private jitneys that threatened the viability of a divided transit system. By the end of the decade, Spokane Traction Company fell into receivership and underwent reorganizations that were unsuccessful in returning the system to profitability. In 1922, Spokane citizens overwhelmingly voted to amend the city charter to reduce taxes and other special assessments imposed on streetcar operations and infrastructure, enabling the formation of a unified streetcar system featuring "universal transfers" between lines and empowering the company to convert some lines to trolleybuses on its own discretion. Following the successful measure, the Spokane United Railway Company was formed as a subsidiary to Washington Water Power (later, Avista Corporation), creating a unified electric streetcar system.

The street railway system was gradually phased out through the 1930s to make way for motorized coaches. Bus ridership reached a peak in the Spokane area in 1946 with 26 million passengers. The system was purchased by Spokane City Lines Company (part of National City Lines) in 1945, and later turned over to the City of Spokane in 1968. Upon acquisition by the city, funding for the system was derived from a $1 household tax.

1980s: Reorganization into regional system
In 1980, a municipal corporation was created to administer mass transit services for a new public transportation benefit area (PTBA). The new PTBA represented a shift in funding and operational model of Spokane Transit System from a city model to a regional model. Due to rapid inflation in the late 1970s and early 1980s, the flat $1 city tax on households that had funded Spokane Transit System was no longer keeping up with the rising costs of its era. The household tax model had another major disadvantage; because the tax depended on the quantity of households within the tax boundaries, its revenues would only increase with the construction of new households. Meanwhile, most residential growth was occurring outside Spokane city limits. Furthermore, the flat tax on households had been viewed by some as a very regressive tax.

An election was held on March 10, 1981, to determine the future of public transportation in the Spokane region. The election measure, which passed and was subsequently implemented the following month of April 1981, replaced the $1 tax on households within Spokane city limits with a 0.3% sales tax to be applied throughout the public transportation benefit area. The shift in the transit agency's funding and administrative model was not isolated to Spokane. Many other cities and regions in Washington state including the cities of Vancouver and Tacoma, as well as King County, Pierce County, Snohomish County, and Clark County had already shifted from a city household tax model to a county-wide transit system funded by sales tax.

In addition to adapting its funding model to reflect the current economic times, the shift to a regional model allowed the transit agency to heavily increase bus service to areas beyond Spokane city limits. Prior to the election, service outside city limits was limited, since no tax subsidies were collected outside the city limits.

The restructured system operated under three branches; Spokane Transit Authority for Regional Transportation (START) was the administrative body, the Spokane Transit System (STS) name remained for the fixed route bus operation, and Spokane Area Special Transportation Agency (SASTA) operated the paratransit services. The three names were unified about one and half years later in September 1982 under the Spokane Transit Authority name and brand. The name change officially took effect on September 23, 1982, after the START Board passed a resolution renaming the municipal corporation to Spokane Transit Authority.

In September 1989, Spokane Transit opened the Valley Transit Center, an off-street passenger facility located on 4th Avenue at University Road in Spokane Valley, featuring a large passenger island with covered seating. The facility included a park and ride lot among other amenities.

1990s
At the urging of the downtown business community, Spokane Transit built a transit center in 1995 to replace the historic Howard and Riverside hub which required that buses park along many downtown streets for passengers to make transfers. Not only was this uncomfortable for passengers, who were forced to wait for buses in the weather, but it also made the streetside businesses less accessible to customers. The bus center, known as "The Plaza" was constructed as an indoor urban park at a cost of approximately $20 million including property acquisition costs. With its high, daylight ceiling, imported Italian tile, and cougar statues leaping over a waterfall between the up- and down- escalators, it generated great controversy.

In September 1998, Spokane Transit implemented a major revision of the bus network, the largest change to the bus network in 17 years. Routes were consolidated to provide more frequency on busy corridors and all route numbers were revised, primarily according to geography.

In addition to the local sales tax, a major revenue source was Washington State's motor vehicle excise tax which provided matching funds. After statewide Initiative I-695 was passed in 1999, the legislature eliminated the matching funds even though the initiative was later found unconstitutional.

2000s
The period after the elimination of the motor vehicle excise tax was a time of unprecedented change for Spokane Transit. As its undesignated cash reserves balance fell, Spokane Transit attempted to increase its tax authority from 0.3% to 0.6% in September 2002, but it was rejected by voters 48% to 52%. Research following the failed ballot measure pointed to limited understanding of the agency's organizational structure, performance and financial conditions.

Spokane Transit created task force to study changes that could be made to regain the support of the community, while simultaneously preparing for a potential 40% service decrease. After increased public participation, and 69% voter approval, Spokane Transit increased the sales tax from 0.3% to 0.6% in October 2004, subject to a sunset of the tax in 2009. In May 2008, voters reauthorized the additional 0.3% sales tax with no sunset clause, with nearly 69% in favor.

SRTC and STA jointly created the Light Rail Steering Committee (LRSC) in early 2000 which was responsible for studying the creation of a light rail corridor from Downtown Spokane to Liberty Lake. This effort was preceded by significant study by the SRTC. In 2006 the committee published a Draft Environmental Impact Statement (DEIS) which evaluated several rail and bus alternatives for the corridor. The committee stated preference for a single-track rail corridor using diesel multiple units (DMU) that would cost less than half the conventional light rail system. The travel demand modeling performed as part of the DEIS forecast less than 3,500 daily boardings on the 15.5-mile system in 2025. An advisory vote in 2006 elicited a negative response to continued planning and investment in the light rail project.

In 2008, transit consultants Nelson-Nygaard Associates recommended changes to transit operations downtown while retaining the use of the Plaza transfer facility.

2010s
Spokane Transit adopted a new comprehensive plan, Connect Spokane, in June 2010, to guide system planning and growth. The plan calls for a network of high performance transit with frequent service connecting key neighborhoods and activity centers throughout the region.

In response to a significant decline in sales tax revenue resulting from the Great Recession, Spokane Transit undertook service reductions in 2010 and 2011. Despite the cuts, ridership increased, reaching an all-time high for Spokane Transit Authority in 2014, with 11.3 million passengers on its fixed route system.

In 2016, voters approved an increase in the sale tax dedicated to public transit to implement the STA Moving Forward plan. The plan called for more and better service, new connection facilities, include new transit centers and stations, and investments in six high performance transit lines.

In 2018, Spokane Transit opened the West Plains Transit Center, an investment of the STA Moving Forward plan. The addition of the transit center allows passengers between the cities of Cheney, Medical Lake and Airway Heights to travel between those cities without transferring in Spokane at the STA Plaza. As part of the 2018 changes, STA also increased frequency on service to the West Central neighborhood, introduced larger buses on North Division Street and introduced a new express route to the Valley Transit Center.

2020s
Like public transport agencies across the globe, STA was significantly impacted by the COVID-19 Pandemic. Fixed route ridership dropped from 9.97 million passenger boardings in 2019 to 5.24 million passenger boardings in 2021. STA's ridership began to recover in 2022, with May 2022 experiencing a year-over-year increase of 29.6% on fixed route, 38.7% on Paratransit and 37.0% increase on Vanpool. In October 2022, STA launched a new fare collection system which allows for mobile payments in addition to previous payment methods, as well as introduced fare capping.

In July 2023, STA launched City Line, the organization's first bus rapid transit line.

Planned developments
Spokane Transit participates in regional transportation and land use planning activities. It is a member jurisdiction of the Spokane Regional Transportation Council (SRTC), and sends a member of its board to serve on SRTC's board.

High Performance Transit Network
In 2010, STA developed a preliminary proposal for what it calls a "High Performance Transit Network" (HPTN) comprising 14 corridors of premium all-day frequent transit service. The preliminary proposal does not specify the operating modes for each corridor but suggests that the corridors will operate at a speed appropriate to the access provided and urban characteristics of the operating environment. The HPTN vision is an element of the agency's proposed comprehensive plan, referred to as "Connect Spokane".

Also in 2010, STA and the City of Spokane initiated an alternatives analysis to study transit improvements in and around the downtown core. This "central city transit alternatives analysis" considered "High Performance Transit" improvements that can be made to increase mobility and stimulate in-fill development. The locally preferred alternative was adopted in July 2011, calling for an east–west alignment for an electric, rubber-tired vehicle, and was dubbed the Central City Line.

In 2016, the central city transit plan took the form as the Central City Line project, later named the City Line, a bus rapid transit line that began service in 2023. It is the first phase of a number of high performance transit lines in Spokane and is the region's first bus rapid transit corridor.

The future Division Street BRT, running from downtown Spokane to unincorporated Mead, WA, would be the second BRT corridor in the region. In March 2022, the Washington State Legislature passed a 16-year transportation program, programming funding for various projects and initiatives, with an emphasis on moving people in cleaner, more efficient ways. The program included $50 million to Division Street bus rapid transit.

title: Spokane Transit Authority


text:
Millwood, New York

Millwood is a hamlet and census-designated place located in the town of New Castle, New York, United States in Westchester County. It was originally settled as Sarlesville. The area now known as Millwood appears on 19th century maps as Merritt's Corners (now the intersection of NY 100 and NY 120) and Rockdale Mills (close to what is now the Briarcliff Manor border). As of the 2000 census, the community had a population of 1,210.

Miss America 1984, actress and singer Vanessa Williams grew up in Millwood, but lives in New Castle's larger hamlet of Chappaqua.

Sarles' Tavern, also known as Granite House, was added to the National Register of Historic Places in 1979.

Education
Most of Millwood lies in the Chappaqua Central School district. Schools include: Elementary - Roaring Brook, Westorchard and Douglas Grafflin; Middle School - Seven Bridges and Robert E. Bell; High School - Horace Greeley. Most Millwood public school students will go to Westorchard, Seven Bridges, and Horace Greeley. The last group of students who graduated from Bell were seniors during the 2007-2008 school year. Over 94% of Greeley graduates attend four-year colleges.

Infrastructure
Millwood had a train station that was originally built by the New York and Putnam Railroad, that later became the Putnam Division of the New York Central Railroad. The last passenger train ran along the Putnam Division in May 1958. Freight service ended in 1962, when the rails were removed after this section had been abandoned. There was no usable track already by 1970. Pavement has since taken its place, and it is now a bicycle and pedestrian path, the North County Trailway. The original Millwood station house, built in 1888, burnt to the ground soon after the station was built, and it was replaced by a baggage car. The baggage car remained the station until 1910, when Henry Law built a new station for Briarcliff and the old Briarcliff Manor station was moved to Millwood. This station house was demolished in May 2012.

The closest Metro-North Railroad station is Chappaqua on the Harlem Line. Important highways: Taconic State Parkway (North to Albany, South to Hawthorne), NY Route 100 (North to Somers, South to Yonkers), NY Route 133 (East to Mount Kisco, West to Ossining), NY Route 120 (South to Rye, North end in Millwood).

Fire department
As legend has it, lightning struck the Millwood railroad station one spring day in 1924 and a blazing fire started. Area residents attempted to put out the fire, but they did not have the equipment or manpower and the Chappaqua fire department was called in to suppress the blaze. To many residents, the railroad fire incident underscored the importance of a quick response to a fire in Millwood. Shortly after the railroad fire, a dozen families met to start the Millwood Fire Company to meet the suppression needs of the community.

Land for the Millwood Fire House was located on Route 120. The founders of the Fire Company contributed seed money and solicited area residents for donations for the land, to build Station #1 and to buy the 1924 Brockway chemical pumper. Much of the labor to build the firehouse was donated by residents, as many were carpenters and tradesmen.

In the beginning, firefighters were called to alarms by hammering the bell – still to be seen – in front of Station #1. That system was soon replaced with an air horn which was later replaced with an electronic siren still in use today.

In the early days, reporting a fire was done by telephone. When a fire was reported, telephones would ring in ten locations including Station #1, Millwood Shell, Deems Mobil, and the private homes of the Fire Company officers. Each of these phones was capable of sounding the air horn at Station #1. Today, a caller can dial 911 to report a fire, and firefighters are dispatched by a portable radio paging/alert system and an audible alarm sounds at the firehouse. Pager freq are Westchester county fire control 46.26 for page out and Trunk 17 for response. They also utilize county fire 17 for operations and communications to 60 control and multi-district communication at major fires.

The Millwood Fire Company currently houses two locations: Station #1 located on Route 120 and Station #2 located on Route 134. There are approximately 50 volunteers that respond to over 300 alarms a year. The all volunteer company is equipped with six fire-fighting pieces of equipment: two Engines (E-247, E-248), a Tanker (T-15), a Ladder (L-52 - a quint), a Rescue-Engine (R-36), a Mini-Attack (MA-10), and two utility vehicles (U-44, U-145).

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

title: Millwood, New York


text:
Codex Theodosianus

The Codex Theodosianus ("Theodosian Code") is a compilation of the laws of the Roman Empire under the Christian emperors since 312. A commission was established by Emperor Theodosius II and his co-emperor Valentinian III on 26 March 429 and the compilation was published by a constitution of 15 February 438. It went into force in the eastern and western parts of the empire on 1 January 439. The original text of the codex is also found in the Breviary of Alaric (also called Lex Romana Visigothorum), promulgated on 2 February 506.

Development
On 26 March 429, Emperor Theodosius II announced to the Senate of Constantinople his intentions to form a committee to codify all of the laws (leges, singular lex) from the reign of Constantine up to Theodosius II and Valentinian III. The laws in the code span from 312 to 438, so by 438 the "volume of imperial law had become unmanageable". Twenty-two scholars, working in two teams, worked for nine years starting in 429 to assemble what was to become the Theodosian Code. The chief overseer of the work was Antiochus Chuzon, a lawyer and a prefect and consul from Antioch.

Their product was a collection of 16 books containing more than 2,500 constitutions issued between 313 and 437, while, at the same time, omitting obsolete provisions and superfluous phrases, and making additions, emendations, and alterations. John F. Matthews illustrated the importance of Theodosius' code when he said, "the Theodosian Code was the first occasion since the Twelve Tables on which a Roman government had attempted by public authority to collect and publish its leges." The code covers political, socioeconomic, cultural, and religious subjects of the 4th and 5th centuries in the Roman Empire.

A collection of imperial enactments called the Codex Gregorianus had been written in c. 291–4 and the Codex Hermogenianus, a limited collection of rescripts from c. 295, was published. The Sirmondian Constitutions may also represent a small-scale collection of imperial laws. However, Theodosius desired to create a more comprehensive code that would provide greater insight into law during the later empire (321–429). Peter Stein states, "Theodosius was perturbed at the low state of legal skill in his empire of the East." He started a school of law at Constantinople. In 429, he assigned a commission to collect all imperial constitutions since the time of Constantine.

While gathering the vast amount of material, editors often had multiple copies of the same law. In addition to this, the source material the editors were drawing upon changed over time. Clifford Ando notes that according to Matthews, the editors "displayed a reliance on western provincial sources through the late 4th century and on central, eastern archives thereafter."

After 6 years, an initial version was finished in 435 but was not published. Instead, it was improved upon and expanded and finally finished in 438 and taken to the Senate in Rome and Constantinople. Matthews believes that the two attempts are not the result of a failed first attempt; however, the second attempt shows "reiteration and refinement of the original goals at a new stage in the editorial process". Others have put forth alternate theories to explain the lengthy editorial process and two different commissions. Boudewijn Sirks believes that "the code was compiled from imperial copy books found at Constantinople, Rome, or Ravenna, supplemented by material at a few private collections, and that the delays were caused by such problems as verifying the accuracy of the text and improving the legal coherence of the work."

The tone of the work reflected the rhetorical training that the drafters had received, and Averil Cameron has described it as "verbose, moralizing and pretentious".

Context
The code was written in Latin and referred explicitly to the two capitals of Constantinople (Constantinopolitana) and Rome (Roma). It was also concerned with the imposition of orthodoxy – the Arian controversy was ongoing – within the Christian religion and contains 65 decrees directed at heretics.

Initially, Theodosius attempted to commission leges generales beginning with Constantine as a supplement for the Codex Gregorianus and the Codex Hermogenianus. He intended to supplement the legal codes with the opinions and writings of ancient Roman jurists, much like the digest found later in Justinian's Code. But the task proved too great, and in 435, it was decided to concentrate solely on the laws from Constantine to the time of writing. This decision defined the most significant difference between the Theodosian Code and Justinian's later Corpus Juris Civilis.

Matthews observes, "The Theodosian Code does, however, differ from the work of Justinian (except the Novellae), in that it was largely based not on existing juristic writings and collections of texts, but on primary sources that had never before been brought together." Justinian's Code, published about 100 years later, comprised both ius, "law as an interpretive discipline", and leges, "the primary legislation upon which the interpretation was based". While the first part, or codex, of Justinian's Corpus Civilis Juris contained 12 books of constitutions, or imperial laws, the second and third parts, the digest and the Institutiones, contained the ius of Classical Roman jurists and the institutes of Gaius.

While the Theodosian Code may seem to lack a personal facet due to the absence of judicial reviews, upon further review, the legal code gives insight into Theodosius' motives behind the codification. Lenski quotes Matthews as noting that the "imperial constitutions represented not only prescriptive legal formulas but also descriptive pronouncements of an emperor's moral and ideological principles".

Christianity
Apart from clearing up confusion and creating a single, simplified, and supersedent code, Theodosius II also attempted to solidify Christianity as the Empire's official religion after it had been decriminalised under Galerius' rule and promoted under Constantine's. In his City of God, St. Augustine praised Theodosius the Great, Theodosius II's grandfather, who shared his faith and devotion, as "a Christian ruler whose piety was expressed by the laws he had issued in favor of the Catholic Church".

The Codex Theodosianus is, for example, explicit in ordering that all actions at law should cease during Holy Week, and the doors of all courts of law be closed during those 15 days (1. ii. tit. viii.). It also instituted laws punishing homosexuality, which represented a departure from policy under the period of the Roman Republic, under which homosexuality was tolerated and perhaps mocked but was not illegal.

The first laws granting tax exemption to the church appear in the Codex and are credited to Constantine and his son Constantius II. These laws specify land owned by clergy, their family members, and churches were exempt from compulsory service and tax payments with the exception of land personally owned by the clerics.

Editions
The reference edition of the Codex Theodosianus is:
 * Mommsen-Meyer, Theodosiani libri XVI cum constitutionibus Sirmondianis et leges Novellae ad Theodosianum pertinentes, Berlin, Weidemann, 1905.

 * Other editions/commentaries

English translation
The Theodosian Code was translated into English, with annotations, in 1952 by Clyde Pharr, Theresa Sherrer Davidson, and others. This translation was very favorably received by scholars.

title: Codex Theodosianus


text: Template:Timeline Kings of England

title: Template:Timeline Kings of England


text:
HMS Ambuscade (D38)

HMS Ambuscade was a British Royal Navy destroyer which served in the Second World War. She and her Thornycroft competitor, HMS Amazon (D39), were prototypes designed to exploit advances in construction and machinery since World War I and formed the basis of Royal Navy destroyer evolution up to the Tribal-class destroyer (1936) of 1936.

She was launched at Yarrow on 15 January 1926, served in World War II, and was broken up at Troon in 1946.

Design and construction
In November 1923, the Admiralty issued a request to the major British shipyards specialising in destroyers for designs for the first destroyers to be built for the Royal Navy since the end of the First World War. The ships were required to carry a similar armament to that of the preceding war-built W-class destroyers (i.e. four 4.7 in (120 mm) guns and six 21 in (533 mm) torpedo tubes) but to have a longer range, at least 5000 nmi at cruising speed. A speed of at least 34 knots was required, and the ships were to be no more than 315 ft long between perpendiculars (pp).

The winning designs were those from Yarrow and Thornycroft, and orders for one ship each placed in June 1924. Yarrow's design, which became HMS Ambuscade, was smaller and lighter (307 ft long (pp) and 1585 LT full load displacement) than Thornycroft's HMS Amazon (D39) (311 ft pp long and 1812 LT full load). The ship was fitted with Yarrow's distinctive inward sloping stern, which Yarrow claimed increased the ship's speed by up to 1 knot compared to a conventional V-shaped stern.

In order to provide the increased fuel economy required by the specification, Ambuscade was fitted three 4-drum Yarrow boilers with air pre-heating, working at a pressure of 290 psi and 200 °F (111 °C) of superheat. These fed geared steam turbines and drove two propeller shafts. The machinery was rated at 35500 shp.

The main gun armament of Ambuscade consisted of four 4.7 inch BL Mk I guns. These guns fired a 50 lb shell to a range of 15800 yd at a rate of about 5–6 rounds per gun per minute, with 190 shells carried per gun. (Later destroyers were fitted with QF guns firing cased charges and giving a higher rate of fire). Anti-aircraft armament consisted of two 2-pounder pom-poms (with 100 rounds per gun) and four Lewis guns. Torpedo armament consisted of the required six 21 inch torpedo tubes, in two triple mounts.

The ship's armament went through a number of changes during the Second World War. By April 1941, the aft triple torpedo-tube mount was replaced by a 3-inch (76 mm) anti-aircraft gun. Further changes included the addition of two Oerlikon 20 mm cannon, the removal of two 4.7 inch guns ("A"- and "Y"-mount), replacement of the ships rangefinder and director with radar, fitting of the Hedgehog anti-submarine mortar and a heavier depth charge outfit. The ship's Hedgehog mount and remaining torpedo tubes were removed when the ship was fitted with two Squid launchers in May 1943.

Ambuscade was laid down at Yarrow's Glasgow shipyard on 8 December 1924 and was launched on 14 January 1926. During speed trials on 2 March 1927, Ambuscade reached an average speed of 36.88 knot. She was commissioned on 9 April 1927.

Service
Following commissioning, Ambuscade (with the pennant number D38) joined the Atlantic Fleet for trials, undergoing repair and modifications at Chatham Dockyard between September and November that year, before returning to normal duties. Between April and August 1928, Ambuscade and Amazon were sent on a cruise to South America and the West Indies to evaluate the ships and their machinery in tropical conditions. Both ships encountered problems with high temperatures in their engine rooms, while Ambuscade also suffered from vibration and had a shorter range than specified. In general, Amazon's machinery was considered more successful than that of Ambuscade. Following her return to the UK, Ambuscade joined the Third Destroyer Flotilla of the Mediterranean Fleet. In August 1929, she was hit by a practice torpedo, damaging her propellers and starboard propeller shaft, requiring repair at Malta until October that year. In January 1930, Ambuscade transferred to the Fourth Destroyer Flotilla, also part of the Mediterranean Fleet. In August, Ambuscade went to Malta for repair again, this time due to problems with the ship's turbines. The repairs continued until March 1931, when Ambuscade returned to the UK and went into reserve at Sheerness.

In June 1932, Ambuscade was taken out of reserve and joined the Home Fleet, serving in Irish waters. In December 1932, Ambuscade was deployed as a Tender to HMS Vernon (shore establishment), the torpedo school, being used for training and trials. Ambuscade continued this duty until February 1937, when the poor condition of the ship's turbines resulted in a refit at Portsmouth, with the turbines requiring replacement.

Ambuscade's refit continued until May 1940, while when she re-entered service with the Sixteenth Destroyer Flotilla based at Harwich, receiving a new pennant number, I38. On 10 June, Ambuscade took part in the attempt to evacuate troops of the 51st (Highland) Division from Saint-Valery-en-Caux (Operation Cycle). Ambuscade was damaged by German shell fire while embarking troops, and on the journey back to Portsmouth, she took the destroyer HMS Boadicea (H65) in tow after the latter was badly damaged by German dive bombers. Following repair, Ambuscade rejoined her Flotilla, carrying out anti-invasion patrols and convoy escort operations in July and August 1940, before transferring to the Twelfth Destroyer Flotilla based at Greenock in September, but recurrence of the ship's turbine problems resulted in more repairs from September to November 1940.

Ambuscade then rejoined her Flotilla, by then based at Iceland for convoy escort duties. Further mechanical problems, this time with the ship's condensers forced more repair at Portsmouth between October 1941 and January 1942. In March 1942, Ambuscade formed part of the Arctic convoy PQ 14 on its leg from Scotland to Iceland, and for the return convoy QP 9. By this time, it was clear that Ambuscade's re-occurring mechanical problems meant that the ship was not fit for convoy escort duties, and Ambuscade was assigned target duties.

In late 1942, Ambuscade became a trials ship for anti-submarine weapons and sensors, being fitted with the experimental 'Parsnip' anti-submarine mortar in an attempt to provide a more capable ahead-firing anti-submarine weapon than 'Hedgehog'. 'Parsnip' was not a success, and in May 1943, Ambuscade was fitted with the prototype installation of the 'Squid' anti-submarine mortar and its associated depth-finding Type 147 sonar. Trials of Squid were successful, and the weapon was widely fitted in new construction Royal Navy escorts. Ambuscade continued in use as a trials and training platform until the end of the war in Europe, then going into reserve.

Ambuscade was used for shock trials during 1946, and was sold for scrapping in November that year, being broken up by West of Scotland Shipbreaking Company at Troon from March 1947.

Export variant
Ambuscade served as the basis for the design by Yarrow of the Douro-class destroyers which served the Portuguese Navy (Marinha Portuguesa) from 1933 to 1967. Five vessels were ordered by Portugal in 1932. The first two, NRP Douro and Tejo, which were laid down on 9 June 1932, were sold to the Colombian Navy before their 1933 completion. This was in response to the Colombia–Peru War. Renamed ARC Antioquia and Caldas respectively, they served the Colombians as the Antioquia-class destroyer. Two further ships were ordered by the Portuguese Navy to replace them. Two of the ships were built at Yarrow's shipyard in Clydebank, Scotland, and the remainder in Lisbon with Yarrow machinery.

title: HMS Ambuscade (D38)


text:
Chappaqua station

Chappaqua station is a commuter rail stop on the Metro-North Railroad's Harlem Line, located in Chappaqua, New York, United States, within the town of New Castle.

Next to the modern station is the building opened by the New York Central Railroad in 1902. Still in use as a waiting area, it is part of the Chappaqua Railroad Depot and Depot Plaza listed on the National Register of Historic Places since 1979. It was built on land donated by the daughter of Horace Greeley, a prominent newspaper editor and presidential candidate who had moved to Chappaqua in the mid-19th century and been responsible for much of its early development, on the condition that a small park adjacent to the station be maintained.

History
Chappaqua was first settled by Quakers moving inland from Long Island Sound in the 1740s. For a century after that, it remained a self-sustaining farming community, centered around the meeting house 0.6 mile (1 km) north of the present downtown along Quaker Road. The meeting house and several other buildings remain from that era. They are now part of the Old Chappaqua Historic District, also listed on the National Register.

In 1846 the New York and Harlem Railroad laid the first tracks along the current route. That led to gradual changes in the economy and geography of Chappaqua. Farmers could now easily ship their crops to New York for sale, and many switched to growing cash crops to take advantage of this. A few businesses began to cluster around the original depot site, a few hundred feet north of the present station. Three buildings were eventually built close to the station.

The rail connection made it possible for those with social and commercial links to the city to maintain them, and some who had business there moved to Chappaqua. Among them was Horace Greeley, the crusading editor of the New York Tribune. He settled there with his wife and daughter in 1853, seeking a quiet country retreat from the demands of his job and a place to test the farming methods he advocated. Shortly after moving in he built the first concrete dairy barn in the country. In 1864 he bought a large farm south of the station and expanded its farmhouse. He lived there for the last nine years of his life.

His daughter Gabrielle inherited the farm. Over the remaining years of the 19th century more city residents followed her family's lead and moved out to Chappaqua. They often settled on farms that had been subdivided into large residential lots. By the turn of the century the 1846 depot was no longer able to handle its daily passenger and freight traffic, and the existing buildings were preventing easy access to the station. As sites for a new depot were being proposed and considered, with considerable opposition from the owners of the three buildings near the old station,. Gabrielle offered to donate the 2.7 acre where it presently stands for a station, a public park to always be maintained there, and an access road to be named Woodbine Avenue after her mother's family.

Her offer was accepted, and the station was built there. It was completed and opened in 1902, amid much local celebration. Its completion triggered the development of most of modern downtown Chappaqua, and accelerated the suburbanization of the community, as Gabrielle Greeley continued to subdivide the remnants of the farm for development by others until her death in 1937. The small park, decorated with a statue of her father and war memorial in 1914, remained per the stipulation of her original gift.

In the early 1970s the Penn Central Railroad, successor by merger to the New York Central Railroad, which had absorbed the New York and Harlem, went bankrupt. Commuter rail services it had operated were first run by Conrail, then by Metro-North Railroad after that agency was created under the aegis of New York's Metropolitan Transportation Authority (MTA). During the 1980s the new station, with elevated platforms, was built. Café La Track was opened in the old station a decade later.

In the early 2000s, 20 spaces in the station's lot were equipped with plug-in recharging stations for electric cars as part of a pilot program to encourage their use. Drivers of those vehicles were guaranteed access to one of those spaces. Three years later, during a $1.1 million renovation of the station, the owners of Café La Track, which occupied the southwestern corner of the station building, resorted to an online petition to successfully prevent themselves from being replaced by a Dunkin' Donuts franchise.

The historic station building was converted into a restaurant, Chappaqua Station, in 2015, while retaining much of the station's original character. As of 2019, the station is occupied by Bobo's Cafe.

Station layout
The station has one eight-car-long high-level island platform serving trains in both directions.

Buildings and grounds
The station is located on the southwest corner of downtown Chappaqua, located in a low area amid hilly terrain just north of the Mount Pleasant town line. At that point the two railroad tracks run straight in a northeast-southwest heading, paralleling the Saw Mill River Parkway and the headwaters of the eponymous stream immediately to their west. Quaker Road (New York State Route 120) crosses over the tracks just north of the station, east of its interchange with the parkway. Beyond the Quaker Road bridge, a parking lot separates the road from the main commercial area of downtown around the intersection of King Street, South Greeley Avenue, and North Greeley Avenue.

East of the station, across South Greeley Avenue, are commercial buildings north of Woodburn Avenue and Robert E. Bell Middle School of the Chappaqua Central School District. South of it is the Episcopal Church of St. Mary the Virgin, also listed on the Register due to its connection to the Greeley family. A baseball diamond lies between the station and New Castle's town hall and the Chappaqua library on the south. To the southwest of the station its overflow parking spills out alongside the tracks to the town line.

Woodburn Avenue west of South Greeley serves as the station's entrance road. Parking is in concentric semicircles, mirroring the small park just east of the station. A statue of Greeley and war memorial are located just across Allen Place from the historic station building on the east side of the tracks. The entry stairs to the modern station are immediately to the south.

The historic building is a one-story fieldstone structure with a tiled hipped roof pierced at either end by two stone chimneys. On its west side, opposite the statue and war memorial, is a gabled porte-cochère supported by square bracketed wooden pillars atop a stone wall. West, along the tracks, a roofed arcade extends along the tracks. It is no longer necessary as a shelter for passengers awaiting trains since the tracks are now fenced off on that side and all ingress and egress from them is via the modern station.

A walkway and steps enclosed with glass and aluminum climb to a similarly treated overpass from both north and south, with an elevator in a brick shaft between them. In the overpass are ticket machines, on the west end of the overpass, another enclosed stairwell and another elevator in a brick shaft descend to the elevated concrete island platform between the tracks.

The platform, long enough to accommodate eight cars, extends about 50 ft to the south of the overpass. North of the overpass it continues to slightly north of the Quaker Road overpass. A roof covers the first hundred feet (30 m). Along its length are ornate metal streetlights, enclosed shelters, and some vending machines.

The historic station was converted to a café in 2015. While the ticket counter closed, the cafe retains most of the station's original elements, including the waiting area benches and the original ticket counter, which serves as a check-out counter. It is decorated entirely in wood, from the flooring to the vertical siding to the exposed ceiling rafters. There is a simple molding at the floor, and a more decorative one at the chair rail level and then running around the waiting room at the top of the entryways, all of which are flanked by smooth square pilasters. Above that level is a paneled entablature (with ten-pane horizontal casement windows above the former ticket office), with another molded cornice at the ceiling.

title: Chappaqua station


text:
Leonard Part 6

Leonard Part 6 (also known as Leonard Part VI) is a 1987 American spy parody film. It was directed by Paul Weiland and starred Bill Cosby, who also produced the film and wrote its story. The film also starred Gloria Foster as the villain, and Joe Don Baker. The film was shot in the San Francisco Bay Area. It earned several Golden Raspberry Awards; Cosby himself denounced and disowned it in the press in the weeks leading up to its release.

The film received universally negative reviews from critics and has often been considered to be one of the worst films ever made. It was also a box-office bomb, earning just over $4.6 million on a $24 million budget.

Plot
Bill Cosby plays Leonard Parker, a retired CIA spy who now operates a restaurant. According to the opening sequence of the film, the title refers to the idea that this film is actually the sixth installment of a series of films featuring the adventures of Leonard with parts one through five concealed in the interest of world security. In reality, no Leonard films precede this one.

The theatrical release poster points out that Leonard Parker is, at the time of his reluctant return to action, coping with domestic issues:

"His daughter is engaged to a man old enough to be his father.

His estranged wife behaves like she is younger than their daughter.

And now his government has asked him to save the world. Again."

The film starts with Parker being called out of retirement by his CIA director Snyderburn (Baker) to save the world from evil vegetarian Medusa Johnson (Foster), who brainwashes animals to kill people. During the film, he infiltrates the International Tuna factory (Medusa Johnson's hideout), fights vegetarians dressed in bird costumes and "horny" bees, and successfully steals her mind control device. However, Medusa kidnaps Leonard's wife and blackmails the CIA into returning the device to her. Leonard then enlists laboratory rabbits to attack other CIA agents in an effort to regain the mind control device. Leonard again infiltrates Johnson's headquarters to rescue his wife, is captured and tortured by lobsters, but uses their claws to remove his restraints. Freed from his cell, he attacks Medusa's henchmen with "magic meat" he acquired from a Gypsy, frees the captive animals, and destroys the base using Alka-Seltzer. He escapes by riding an ostrich across the roof and, despite ostriches being flightless birds, he is flown to the ground by the animal.

Cast

 * Bill Cosby as Leonard Parker
 * Tom Courtenay as Frayn
 * Joe Don Baker as Nick Snyderburn
 * Moses Gunn as Giorgio Francozzi
 * Gloria Foster as Medusa Johnson
 * Pat Colbert as Allison Parker
 * Victoria Rowell as Joan Parker
 * John Hostetter as Adams

Production
Cosby says he got the idea for the film from watching Rambo. He said he thought to himself "Man, there's got to be a place for a hero who has to deal with a heavy who's got a bigger gun than he has." Cosby described the lead as a "high-tech comic-book character." He said, "I've put stuff in here for the women, I've put stuff in here for the kids."

Asked years later about his work on the film, director Paul Weiland recalled:

"It was a terrible mistake. ... When anyone gets into that position (Bill Cosby's position of power in the 1980s), they are surrounded by sycophants and no one tells them the truth. But Cosby just wasn't funny. I couldn't tell him directly. I'd say it feels slow, and he'd say, 'You worry about construction, let me worry about funny.'"

Reception
The movie received overwhelming negative reviews. When the film was released in 1987, even Cosby himself said that he was so disappointed with it that he publicly advised people not to waste their money on it.

Roger Ebert called it "one of the worst movies of the year" and strongly criticized the obvious Coca-Cola product placement in one of the film's close-up scenes, saying that Cosby "ought to be ashamed of himself." Gene Siskel gave the film zero stars out of four, calling it "The year's worst film involving a major star. That's right, it's worse than Ishtar." Variety declared, "Bill Cosby is right to be embarrassed by this dud, but the result really can't have come as a total surprise to him since he wrote the story and produced it." Caryn James of The New York Times wrote: "Mr. Cosby and the director, Paul Weiland, were reportedly at odds while filming Leonard Part 6 ... but there's plenty of blame for them to share. Mr. Weiland's direction, Mr. Cosby's story and Jonathan Reynolds's screenplay seem equally trite." Kevin Thomas of the Los Angeles Times wrote: "Leonard Part 6 is a smug, tedious exercise in self-indulgence ... There's virtually nothing to laugh at in this film, and too much of everything else." Thomas noted that, although Weiland was the director, "clearly Cosby, as star, producer and idea man, is the auteur here." Rita Kempley of The Washington Post stated: "Cosby looks woebegone all movie long. He knows he's out of his element, a comedian of words in a physical role." Robert Garrett wrote in The Boston Globe, "This Christmas turkey is so dreadful that it must be in the same league as Paul Newman's The Silver Chalice for its power to embarrass its star."

As of June 2022, Leonard Part 6 had a 7% rating on Rotten Tomatoes based on 15 reviews with an average rating of 3.5/10.

Box office
The movie was a box office flop. It only grossed $4,615,255 —a mere fraction of its $24 million budget.

Accolades
The movie won three Golden Raspberry Awards, for Worst Actor (Cosby), Worst Picture, and Worst Screenplay (Jonathan Reynolds and Cosby). It was nominated for two more Razzie Awards, for Worst Supporting Actress (Foster) and Worst Director (Weiland). A few weeks after the ceremony, Cosby accepted his three Razzies on Fox's The Late Show. He demanded that the three Razzies he earned be specifically made out of 24 karat (99.99%) gold and Italian marble, which were later paid for by Fox. Cosby later brought the awards with him when he was a guest on The Tonight Show Starring Johnny Carson, happily displaying them and proclaiming, "I swept the awards!" For the 2005 Razzies, the movie earned a nomination in the "Worst 'Comedy' of Our First 25 Years" category, losing to Gigli.

It was also nominated for Worst Picture at the 1987 Stinkers Bad Movie Awards.

Home media
Leonard Part 6 was released by Sony Pictures Home Entertainment on DVD, on April 26, 2005.

title: Leonard Part 6


text:
IL Hødd

Idrottslaget Hødd is a multi-sports club from Ulsteinvik in Møre og Romsdal, Norway. Founded in 1919, it has sections for team handball, gymnastics and football. It is best known for their men's football team, which since 2015 plays at Høddvoll, whose stated capacity is 4,081. The club's old home ground, Høddvoll Stadion, holds the record attendance of over 12,000 spectators at a match against Vålerenga in 1981.

Hødd are currently playing in 2. divisjon, the third tier of Norwegian football. They played in the top tier in 1966, 1969–72 (4 seasons) and 1995 and is the club who has played most seasons at the second tier. Hødd won the Norwegian Cup in 2012.

Formation and early years
Idrottslaget Hødd was founded on 1 August 1919. The name derives from Höðr, which was a gifted archer in Norse mythology, and means "battle" or "fight". Before the Second World War, the football team was not competitive with the two big clubs in the region, Rollon and Aalesund. Hødd was first promoted to the Landsdelserien (second tier) in 1950, and was close on promotion to Hovedserien in both the 1951–52 season and the 1958–59 season, but lost the promotion in the play-off against Ranheim and Brage respectively. Hødd also reached the third round of the Norwegian Football Cup on several occasions during the 1950s, where they were eliminated by first-tier teams.

1965-1972: The golden era
Hødd was promoted to the 1. divisjon for the first time in the 1965 season when they won their 2. divisjon group ahead of Rosenborg and Brann on goal difference, after Rosenborg lost 2–1 against Brann in the decisive match while Hødd won 8–2 against Kvik Trondheim on Lerkendal Stadion. With Kjetil Hasund as the most notable star on the small team from a small place in the outskirts of Norway, the national media predicted that Hødd would relegated in its first season in the top-flight. The pundits were right and Hødd were relegated from the 1966 1. divisjon, but the team performed well and was only one point short of avoiding relegation. All the players stayed at the club after the relegation, and were again promoted to the top-flight in the 1968 season.

When Hødd was back in the 1. divisjon, the team had learned its lesson and for the next three season the team had a miraculous ability to avoid relegation. As favourites to be relegated, Hødd won 3–1 against Sarpsborg in the last match of the 1969 season while Start won 2–0 against Lyn. These results saved Hødd from relegation as they finished level on points but with better goal difference then Start and Lyn, who were relegated. That Lyn was relegated was quite a surprise, as the team had won the double in the previous season and played the quarterfinal of the 1968–69 European Cup Winners' Cup against Barcelona. Hødd reached the quarter-final of the Norwegian Football Cup for the first time in 1969, where they lost 1–3 against Fredrikstad. The next season, Hødd again avoided relegation with better goal difference then the relegated team, after Hødd won 6–0 against Pors while Skeid lost 1–0 against Strømsgodset in the decisive match, and Skeid was relegated. In the 1971 season, Hødd won 5–0 against Frigg in the penultimate match and avoided relegation two points ahead of Frigg. After four seasons in the first-tier league, Hødd were relegated in 1972.

1970s and 1980s
After playing in the 2. divisjon in the 1970s, Hødd were relegated in the 1980 season and were playing at the third tier for the first time since 1964. With Terje Skarsfjord as head coach the team won promotion to the 2. divisjon and reached the quarterfinal of the 1981 Norwegian Football Cup. The third-tier team met the defending Norwegian Football Cup champions Vålerenga in the quarterfinal at Høddvoll, and Hødd scored the first goal before Vålerenga turned the match into a 2–1 victory. The match was watched by 12,300 spectators, which is the club's record attendance. Jan Åge Fjørtoft and Børre Meinseth had their breakthrough in the 1985 season, but Hødd were relegated in 1987 and were playing at the third tier in 1988 and finished behind the local team Hareid before Hødd won promotion to the second tier the next season.

1990s: Ups and downs
Hødd reached the quarter-final of the 1994, where they lost 3–5 after extra time against Lyn, and won the 1994 1. divisjon and was promoted to Tippeligaen with Erik Brakstad as head coach. Hødd eliminating the defending Norwegian Cup winners Molde in the fourth round of the 1995 Norwegian Football Cup with 2–0 at home after goals from Tommy Sylte. The team went on to reach the semi-final where they lost 7–1 on aggregate against Rosenborg after losing 5–0 in the first leg at home. The team was however relegated after only one season, as they finished 12th in the 1995 Tippeligaen. With the exception of 2000, Hødd played in the 1. divisjon until 2006 when the club was relegated to the 2. divisjon, and is the club with the most seasons at the second tier since 1963. Hødd hired Sture Fladmark, who won Tippeligaen coach of the year in 2002, as the new head coach ahead of the 2007 season, to win promotion back to the 1. divisjon. Hødd won promotion to the First Division in 2007, and started the 2008 season with a win against Sarpsborg Sparta before the team collected six points in the next 16 matches. With nine points and seven losses in a row Hødd fired Fladmark in August 2008.

A new golden generation
Einar Magne Skede and Lars Arne Nilsen replaced Fladmark, but could not prevent the team from relegation. Skede and Nilsen continued as head coaches in 2009, when Hødd finished third in the 2. divisjon, before Nilsen continued as the sole head coach in 2010 when the team won promotion to the 1. divisjon. The newly promoted team impressed in the 2011 season, and managed to go 29 matches without losing until they lost away against Sandefjord on 22 May 2011. Hødd was positioned at second place half-way through the season, before finishing the season at eighth place.

The next season did not start as good, and after eight matches Hødd had three points with 21 conceded goals, before they went unbeaten for the next six league-games. Hødd remained in the relegation-zone throughout the season and avoided relegation with better goal difference then Tromsdalen.

In 2012, Hødd won its first Norwegian Football Cup. The feat was according to pundit Arne Scheie the biggest upset in the history of the Norwegian Cup, as Hødd was a second-tier team who had in fact been fighting against relegation up until the last round in the league. Despite their troubles in 1. divisjon, Hødd defeated the first-tier teams Haugesund and Brann, qualifying them to their first ever cup final. Their opponent in the final was Tromsø, who finished fourth in Tippeligaen. After regular time, the score was 1–1, and no goals were scored in extra time. In the penalty shoot-out, Hødd won 4–2. Ørjan Nyland was named man of the match, while Fredrik Aursnes became the youngest ever Norwegian Cup winner aged 16 years and 351 days.

Hødd failed to defend the Norwegian Cup title, as the team was eliminated by the defending Tippeligaen winners Molde in the third round of the 2013 Norwegian Football Cup, after a penalty shoot-out where Hødd's former goalkeeper Ørjan Nyland, who had transferred to Molde after the previous season, saved two penalties. As a result of the Norwegian Cup win, Hødd qualified for the first time in a European competition, Europa League. They debuted with a 1–0 victory at home against Aktobe, but the European adventure ended after a 2–0 loss in the second leg.

Notable players
After the relegation from the top-flight in 1972, the club did not manage to keep the talented youngsters at the club, and Svein Inge Urke and Åge Hareide moved to Start and Molde respectively. For the next decades, the club continued to develop talented players, like the sons of the generation that played in the First Division, Geir Hasund, Børre Meinseth, Egil Ulfstein, Ole Bjørn Sundgot and Arild Sundgot along with Jan Åge Fjørtoft and Karl Oskar Fjørtoft moved elsewhere to play in the top-flight after having had a good development in Hødd.

In 2012, Hødd arranged an official voting of the best player in the history of the club and Kjetil Hasund, who scored 460 goals in 646 matches for Hødd, was voted as the best ever player. He was capped 16 times for Norway and is still the only player to be capped for Norway while playing for Hødd. With his 683 matches, André Nevstad is the player with most matches for Hødd and he was voted as the second best Hødd-player, while Otto Sundgot finished third in the competition. Åge Hareide, Sindre Eid, Hallbjørn Hasund, Karl Oskar Fjørtoft, Geir Hasund, Geir Televik and Jan Åge Fjørtoft were the other players in the top ten, while Vidar Ulstein was voted as the best goalkeeper.

Honours

 * Norwegian Football Cup
 * Winners (1): 2012

Recent history

 * {|class="wikitable"

! Season ! ! Pos. ! Pl. ! W ! D ! L ! GS ! GA ! P !Cup !Notes Source:
 * -bgcolor="#efefef"
 * 2001
 * 1. divisjon
 * align=right |11
 * align=right|30||align=right|9||align=right|8||align=right|13
 * align=right|50||align=right|51||align=right|35
 * Fourth round
 * 2002
 * 1. divisjon
 * align=right |7
 * align=right|30||align=right|16||align=right|4||align=right|10
 * align=right|50||align=right|41||align=right|52
 * Fourth round
 * 2003
 * 1. divisjon
 * align=right |11
 * align=right|30||align=right|9||align=right|8||align=right|13
 * align=right|51||align=right|54||align=right|35
 * Third round
 * 2004
 * 1. divisjon
 * align=right |6
 * align=right|30||align=right|14||align=right|2||align=right|14
 * align=right|63||align=right|59||align=right|44
 * Third round
 * 2005
 * 1. divisjon
 * align=right |9
 * align=right|10||align=right|7||align=right|13||align=right|37
 * align=right|53||align=right|54||align=right|37
 * Third round
 * 2006
 * 1. divisjon
 * align=right bgcolor="#FFCCCC"| 16
 * align=right|30||align=right|4||align=right|7||align=right|19
 * align=right|29||align=right|61||align=right|19
 * Second round
 * Relegated to the 2. divisjon
 * 2007
 * 2. divisjon
 * align=right bgcolor=#DDFFDD| 1
 * align=right|26||align=right|18||align=right|3||align=right|5
 * align=right|77||align=right|30||align=right|57
 * First round
 * Promoted to the 1. divisjon
 * 2008
 * 1. divisjon
 * align=right bgcolor="#FFCCCC"| 16
 * align=right|30||align=right|2||align=right|8||align=right|20
 * align=right|29||align=right|76||align=right|14
 * Third round
 * Relegated to the 2. divisjon
 * 2009
 * 2. divisjon
 * align=right |2
 * align=right|26||align=right|14||align=right|4||align=right|8
 * align=right|69||align=right|44||align=right|46
 * Second round
 * 2010
 * 2. divisjon
 * align=right bgcolor=#DDFFDD| 1
 * align=right|26||align=right|18||align=right|6||align=right|2
 * align=right|81||align=right|23||align=right|60
 * First round
 * Promoted to the 1. divisjon
 * 2011
 * 1. divisjon
 * align=right |8
 * align=right|30||align=right|13||align=right|7||align=right|10
 * align=right|54||align=right|42||align=right|46
 * Third round
 * 2012
 * 1. divisjon
 * align=right |12
 * align=right|30||align=right|10||align=right|5||align=right|15
 * align=right|43||align=right|52||align=right|35
 * bgcolor=gold|Winner
 * Qualified to the Europa League
 * 2013
 * 1. divisjon
 * align=right |3
 * align=right|30||align=right|15||align=right|5||align=right|10
 * align=right|41||align=right|31||align=right|50
 * Third round
 * 2014
 * 1. divisjon
 * align=right |8
 * align=right|30||align=right|12||align=right|7||align=right|11
 * align=right|48||align=right|49||align=right|43
 * Second round
 * 2015
 * 1. divisjon
 * align=right |4
 * align=right|30||align=right|14||align=right|6||align=right|10
 * align=right|43||align=right|40||align=right|48
 * Fourth round
 * 2016
 * 1. divisjon
 * align=right bgcolor="#FFCCCC"| 14
 * align=right|30||align=right|8||align=right|6||align=right|16
 * align=right|31||align=right|57||align=right|30
 * Second round
 * Relegated to the 2. divisjon
 * 2017
 * 2. divisjon
 * align=right | 6
 * align=right|26||align=right|11||align=right|7||align=right|8
 * align=right|44||align=right|37||align=right|40
 * Second round
 * 2018
 * 2. divisjon
 * align=right | 3
 * align=right|26||align=right|13||align=right|8||align=right|5
 * align=right|43||align=right|30||align=right|47
 * Fourth round
 * 2019
 * 2. divisjon
 * align=right | 7
 * align=right|26||align=right|10||align=right|5||align=right|11
 * align=right|40||align=right|45||align=right|35
 * Second round
 * 2020
 * 2. divisjon
 * align=right | 3
 * align=right|17||align=right|9||align=right|3||align=right|5
 * align=right|28||align=right|14||align=right|30
 * Cancelled
 * 2021
 * 2. divisjon
 * align=right | 2
 * align=right|26||align=right|18||align=right|6||align=right|2
 * align=right|67||align=right|18||align=right|60
 * Second round
 * 2022
 * 2. divisjon
 * align=right bgcolor=#DDFFDD| 1
 * align=right|26||align=right|18||align=right|6||align=right|2
 * align=right|54||align=right|15||align=right|60
 * Second round
 * Promoted to the 1. divisjon
 * 2023
 * 1. divisjon
 * align=right bgcolor="#FFCCCC"| 14
 * align=right|30||align=right|8||align=right|9||align=right|13
 * align=right|29||align=right|38||align=right|33
 * Second round
 * Relegated to the 2. divisjon
 * }
 * align=right | 7
 * align=right|26||align=right|10||align=right|5||align=right|11
 * align=right|40||align=right|45||align=right|35
 * Second round
 * 2020
 * 2. divisjon
 * align=right | 3
 * align=right|17||align=right|9||align=right|3||align=right|5
 * align=right|28||align=right|14||align=right|30
 * Cancelled
 * 2021
 * 2. divisjon
 * align=right | 2
 * align=right|26||align=right|18||align=right|6||align=right|2
 * align=right|67||align=right|18||align=right|60
 * Second round
 * 2022
 * 2. divisjon
 * align=right bgcolor=#DDFFDD| 1
 * align=right|26||align=right|18||align=right|6||align=right|2
 * align=right|54||align=right|15||align=right|60
 * Second round
 * Promoted to the 1. divisjon
 * 2023
 * 1. divisjon
 * align=right bgcolor="#FFCCCC"| 14
 * align=right|30||align=right|8||align=right|9||align=right|13
 * align=right|29||align=right|38||align=right|33
 * Second round
 * Relegated to the 2. divisjon
 * }
 * 1. divisjon
 * align=right bgcolor="#FFCCCC"| 14
 * align=right|30||align=right|8||align=right|9||align=right|13
 * align=right|29||align=right|38||align=right|33
 * Second round
 * Relegated to the 2. divisjon
 * }

Other sports
IL Hødd also has sections for team handball and gymnastics. The club previously had a section for athletics, which utilized the multi-use stadium Høddvoll as well. Hødd's athletics department hosted the 1980 Norwegian Championships in standing jumps. Athletics in the city has now been taken over by the Dimna IL sports club.

title: IL Hødd


text: User talk:68.209.102.110

title: User talk:68.209.102.110


text:
Japanese cruiser Takao (1930)

Takao (高雄) was the lead vessel in the Takao-class cruiser heavy cruisers, active in World War II with the Imperial Japanese Navy. These were the largest cruisers in the Japanese fleet, and were intended to form the backbone of a multipurpose long-range strike force. Her sister ships were JAPANESE CRUISER Atago, JAPANESE CRUISER Maya and JAPANESE CRUISER Chōkai. Takao was the only ship of her class to survive the war. She was surrendered to British forces at Singapore in September 1945, then sunk as a target ship in 1946.

Background
The Takao-class ships were approved under the 1927 to 1931 supplementary fiscal year budget, and like her sister ships, was named after a mountain. Mount Takao (高雄山) is located outside Kyoto and is not to be confused with the similarly named Mount Takao (高尾山) located outside Tokyo, or the city of Takao (高雄), in Taiwan.

Design
The Takao-class cruisers were an improved version of the previous Myōkō-class cruiser design, incorporating technical elements learned with the development of the experimental light cruiser JAPANESE CRUISER Yūbari. They had a distinctive profile with a large, raked main funnel, and a smaller, straight, second funnel. Intended to address issues with the Myōkō class, the Takao class had thicker armor, dual-purpose main guns which could be used against aircraft, and torpedo launchers moved to the upper deck for greater safety. However, as with its predecessors, the Takao class was also top-heavy.

The Takao class displaced 16875 t. Takao was 203.8 m long, with a beam of 20.4 m, draft of 6.32 m and were capable of 35.25 knots.

Propulsion was by 12 Kampon boilers driving four sets of single-impulse geared turbine engines, with four shafts turning three-bladed propellers. The ship was armored with a 127 mm side belt, and 35 mm armored deck; the bridge was armored with 10 to 16 mm armored plates.

Takao’s main battery was ten 20 cm/50 3rd Year Type naval guns, the heaviest armament of any heavy cruiser in the world at the time, mounted in five twin turrets. Her secondary armament included eight Type 10 12cm dual purpose guns in four twin mounts on each side, and 16 Type 90 torpedoes in four quadruple launchers. She was very deficient in anti-aircraft capability, with only two 40 mm anti-aircraft guns. Takao was repeatedly modernized and upgraded throughout her career in order to counter the growing threat of air strikes, and in her final configuration was armed with ten 20 cm/50 3rd Year Type naval guns (5x2), eight Type 89 12.7 cm dual purpose guns, (4x2), and 16 Type 93 Long Lance torpedoes in four quadruple launchers (plus 8 reloads). Anti-aircraft protection included 24 triple-mount and 12 twin-mount and 26 single-mount Type 96 25 mm AT/AA Guns and four 13.2 mm AA machine guns.

Early operations
Takao was laid down at the Yokosuka Naval Arsenal on 28 April 1927, launched and named on 12 May 1930, and was commissioned into the Imperial Japanese Navy on 31 May 1932. Although the first ship in her class to be laid down, Atago was actually completed two months earlier.

All of the Takao class were assigned to the Yokosuka Naval District, forming Sentai-4 of the IJN 2nd Fleet, and trained as a unit during the 1930s. She was captained by Captain Chūichi Nagumo from November 1933 – 1934, Captain Eiji Gotō from November 1934 – 1935, Captain Takeo Takagi from December 1936 – 1937 and Captain Tadashige Daigo from December 1937 – 1938. During this time, issues with their stability and seaworthiness due to the top-heavy design became evident. Takao and Atago were rebuilt at the Yokosuka Naval Arsenal between 1938 and 1939, resulting in an improved design: the size of the bridge was reduced, the main mast was relocated aft, and hull bulges were added to improve stability. Maya and Chōkai were not modified as extensively, and can be considered mistakenly as a separate class. After rebuilding was completed, Takao and Atago patrolled off the coast of China in 1940 and early 1941.

Pacific War
At the time of the attack on Pearl Harbor, Takao was commanded by Captain Asakura Bunji and assigned to Vice Admiral Nobutake Kondō's Sentai-4 together with her three sister ships and provided gunfire support for the landings at Lingayen Gulf on Luzon in the Philippines. In February 1942, operating out of Palau, Takao was assigned to intercept shipping escaping from the Netherlands East Indies, sinking the Dutch freighter Toradja, British minesweeper HMS Scott Harley and capturing the Dutch freighter Bintoehan on 1 March. On the same day, one of Takao floatplanes bombed the Dutch freighter Enggano. The next night, Takao and Atago overtook the old United States Navy destroyer USS Pillsbury (DD-227) and sank her with no survivors. Early on 4 March, Takao, Atago, Maya and the destroyers JAPANESE DESTROYER Arashi and JAPANESE DESTROYER Nowaki, attacked a convoy near Tjilatjap. The Royal Australian Navy sloop HMAS Yarra (U77) defended the convoy for an hour and half, but was sunk. The Japanese cruisers then sank three ships from the convoy: the tanker Francol, the depot ship Anking, and Royal Navy Minesweeper-51. Two Dutch freighters, the 1030 ton Dutch freighter Duymaer van Twist and the 7089 ton freighter Tjisaroea were also captured. Takao, Maya and Atago then returned to Yokosuka for a refit with additional anti-aircraft guns, arriving 18 March.

In April, she participated in the unsuccessful pursuit of the Doolittle raid task force.

On 2 May, Takao assisted in rescue efforts for the seaplane carrier JAPANESE SEAPLANE CARRIER Mizuho, which had been torpedoed by the US submarine USS Drum (SS-228) off of Omaezaki. Takao rescued 471 crew from the sinking ship.

In June 1942, Takao and Maya supported the invasion of the Aleutian Islands, protecting the convoy for Kiska and providing fire support for landings on Attu. On 3 June 1942, their reconnaissance floatplanes were attacked by USAAF Curtiss P-40 fighters from Umnak and two were shot down; on 5 June, Takao shot down a B-17 Flying Fortress. Takao returned to Ōminato on 24 June.

In August 1942, Takao was assigned to "Operation Ka", the Japanese reinforcement during the Battle of Guadalcanal, departing Hashirajima with Atago and Maya on 11 August for Truk. The cruisers were in the Battle of the Eastern Solomons on 24 August from a distance, and did not see combat. However, during the Battle of the Santa Cruz Islands on 26 October, all three cruisers (together with JAPANESE CRUISER Myōkō and JAPANESE CRUISER Haguro) participated in night combat operations resulting in the sinking of the crippled and abandoned American aircraft carrier USS Hornet (CV-8).

This was followed by a determined attempt to shell the US base at Henderson Field leading to the Naval Battle of Guadalcanal. Early in the morning of 15 November 1942, the battleship JAPANESE BATTLESHIP Kirishima, supported by Takao and Atago, engaged the American battleships USS Washington (BB-56) and USS South Dakota (BB-57). All three Japanese ships hit South Dakota multiple times with shells, knocking out her radar and fire controls. Takao and Atago fired Long Lance torpedoes at Washington but missed. However, Kirishima was quickly disabled by Washington and sank a few hours later. Atago was damaged. Takao escaped unharmed, but was forced to retreat to Truk, and from there went back to Kure Naval Arsenal for repairs at the end of November, returning to Truk by the end of December.

In early 1943, Takao supported the evacuation of Guadalcanal. The force consisted of the carriers JAPANESE AIRCRAFT CARRIER Zuikaku, JAPANESE AIRCRAFT CARRIER Zuihō and JAPANESE AIRCRAFT CARRIER Jun'yō, the battleships JAPANESE BATTLESHIP Kongō and JAPANESE BATTLESHIP Haruna, heavy cruisers Atago, Takao, Myōkō and Haguro, the light cruisers Nagara and JAPANESE CRUISER Agano, and 11 destroyers. The Japanese transports were successful in evacuating 11,700 troops from the island.

Under the command of Inoguchi Toshihira, Takao operated in the central Pacific from her base at Truk. She returned to Yokosuka Naval Arsenal on 26 July for the installation of additional anti-aircraft guns. After returning to Truk on 23 August, she continued on to Rabaul on 27 August, disembarking army troops and supplies.

In response to American carrier aircraft raiding in the Gilbert Islands, Takao sortied with Vice Admiral Jisaburō Ozawa's fleet to engage the American carriers. The fleet consisted of the aircraft carriers JAPANESE AIRCRAFT CARRIER Shōkaku, Zuikaku and Zuihō, the battleships JAPANESE BATTLESHIP Yamato and JAPANESE BATTLESHIP Nagato, heavy cruisers Myōkō, Haguro, JAPANESE CRUISER Tone, JAPANESE CRUISER Chikuma, JAPANESE CRUISER Mogami, Atago, Takao, Chōkai and Maya, the light cruiser Agano and fifteen destroyers. Despite extensive searches, this force failed to make contact with the American striking force and returned to Truk.

Takao was refueling at Rabaul when the base was attacked on 5 November 1943 by American carrier aircraft. She was targeted by SBD Dauntless dive bombers from USS Saratoga (CV-3) and hit by two bombs, killing 23 crewmen and damaging her steering. Takao was forced to return to Yokosuka for dry dock repairs. During the repair work, additional anti-aircraft guns were fitted, along with a Type 21 radar. Repairs were not complete until 18 January 1944.

Takao was assigned to Vice Admiral Ozawa’s First Mobile Fleet based at Palau from 1 March 1944, and was stationed at Davao in the southern Philippines from 1 April. She was attacked by the submarine USS Dace (SS-247) on 6 April, but all of her torpedoes missed. On 13 June, during the Battle of the Philippine Sea, Takao was part of Vice Admiral Takeo Kurita’s Mobile Force Vanguard, deployed from Tawi Tawi in an attempt to force the American 5th Fleet into a "decisive battle" off of Saipan. In what came to be called the "Great Marianas Turkey Shoot", Japanese aircraft attacking US Task Force 58 off Saipan suffered severe losses. On 26 June Takao was again at Kure Naval Arsenal, where yet more anti-aircraft guns were installed, as well as a Type 13 air-search radar.

Takao returned to Singapore in mid-July and conducted operations in the vicinity of Singapore and Brunei until mid-October. On 22 October, Takao sortied from Brunei as part of Admiral Kurita's Center Force for the Battle of Leyte Gulf. In the predawn hours of 23 October, the Japanese force was intercepted by two American submarines in the Palawan Passage. Takao was hit by two torpedoes from USS Darter (SS-227), which shattered two shafts, broke her fantail and flooded three boiler rooms. Atago and Maya were both sunk in the same engagement. Chōkai was lost a few days later at the Battle off Samar, leaving Takao as the sole survivor of her class.

Takao limped back to Brunei, escorted by the destroyers JAPANESE DESTROYER Naganami and JAPANESE DESTROYER Asashimo, the torpedo boat Hiyodori and the transport Mitsu Maru, and on to Singapore by 12 November. Takao was assessed as being unrepairable at Singapore and impossible to tow to Japan. She was therefore moored as a floating anti-aircraft battery defending Seletar Naval Base along with Myōkō, the latter crippled at the Battle of the Sibuyan Sea and then further damaged by a submarine-launched torpedo.

Concerned that both cruisers could interfere with Allied forces approaching Singapore, the Royal Navy launched Operation Struggle on 31 July 1945 with the midget submarines HMS XE3 (Lieutenant Ian Edward Fraser) assigned to attack Takao, and HMS XE1 (Lieutenant J. E. Smart) to attack Myōkō. After penetrating the harbor defenses, XE3 maneuvered under Takao, where diver Acting Leading Seaman James Joseph Magennis exited the submarine and attached six limpet mines to Takao's hull using an improvised piece of rope (the hull was covered with a thick layer of seaweed, and the magnets of the limpet mines would not hold them on the hull); when the mines exploded, they blew a hole 20 by. Several compartments below the lower deck were flooded, including two ammunition magazines, the main gun plotting room and the lower communications room. Fraser and Magennis were awarded the Victoria Cross.

It was discovered after the end of the war that Takao was manned by a skeleton crew and had no ammunition aboard for her 8-inch main armament. Japanese forces surrendered Seletar Naval Base to the British on 21 September 1945. On 27 October 1946, Takao was towed to the Strait of Malacca and was sunk as a target ship by the light cruiser HMS Newfoundland (59) on 29 October 1946 at 3.08472°N, 100.68333°W. She was removed from the navy list on 3 May 1947.

In popular culture
Takao has an important role in the 2023 film Godzilla Minus One, where the United States authorises the ship to be returned to Japan so it can be used to protect the country against Godzilla. Takao engages the kaiju in battle with moderate success, only to be destroyed by the monster's atomic breath.

The ship also makes an appearance in the anime Arpeggio of Blue Steel where she defects from the Fog to help the protagonists.

The ship is also a playable character in the smartphone gacha games Azur Lane, Kantai Collection and other similar themed titles.

title: Japanese cruiser Takao (1930)


text:
User talk:Sindrit

International caps lock day
Hi there, Sindrit! I just noticed you created the International caps lock day page. That topic's encyclopedic merit has already been considered here, and the consensus was that it didn't really belong (see Votes for deletion/International caps lock day). One of Wikipedia's policies is that pages deleted via the deletion policy should be deleted on sight, which is what I've done with this page. Please don't let that discourage you from contributing, though. I've done similar things in the past, and I suspect that many Wikipedians have too :-) Happy editing, --David Iberri | Talk 21:08, Dec 5, 2004 (UTC)

title: User talk:Sindrit


text:
User:Spindustrious

My name is Peter Schwartz.

I live in Brooklyn Heights. I am originally from San Francisco.

I work for Bovis, a subsidiary of Lend Lease specializing in construction management.

I studied civil engineering at Columbia University.

title: User:Spindustrious


text: File:Louis Spohr.jpg

title: File:Louis Spohr.jpg


text:
Talk:Olinto De Pretto

Untitled
Olinto de Tretto did not find mass-energy equivalence in his 1903 paper. At least this is certainly not accepted by mainstream science. Support for this idea comes from Bartocci and some extremist groups. See Talk:Albert Einstein Wricardoh 22:06 5 dic 2004.

Fastfission: The Henri Poincare connection to e=mc^2 is on the Henri Poincare page. Why did you remove it? Saying this does not make it anti-Einstein. User:MarcAurel 28 jan 2006.

 * The mass-energy equivalence is explicitly stated in that paper, and thus not open for "interpretation". Different is the claim that that paper contains that exact equation: I did not find it. Harald88 20:30, 8 March 2006 (UTC)

 * That's interesting. Mass-energy equivalence in a very broad sense was very common in late-19th century physics (not surprisingly, given the many connections between the two implied by work in thermodynamics), so it is not very surprising that this fellow seems to have come up with something similar (there is a brief discussion of this in Chapter 1, "Fin-de-Siècle Physics: A World Picture in Flux" of Helge Kragh, Quantum Generations: A History of Physics in the Twentieth Century, Princeton University Press, 1999). (Even Poincaré's discussions of this seem to be in the context of Gustave Le Bon, from what I understand, which is still pretty far from what we now consider the import of E=mc^2). --Fastfission 22:38, 8 March 2006 (UTC)

questionable addition
The following was added to the article: ''At the same time that the Nobel Committee was considering Albert Einstein for the Prize in physics, Olinto de Pretto --the true discoverer of the most famous formula in history, e = mc (squared)-- was preparing for publication his collected papers. Then suddenly, in what was reported as a "business dispute", a woman shot de Pretto to death, so securing for many years the fraudulent basis of the reputation of Earth's most heavily promoted Jewish scientist. Mystery lovers may wish to compare the assassinations of Abraham Lincoln in 1865 WRT Judah P.Benjamin; of Senator Huey P.Long by Carl Weiss MD in Baton Rouge, Louisiana, in 1935; of British High Commissioner for the Middle East, Lord Moyne in Cairo in 1944; of United Nations Chief Negotiator for Palestine, Count Folke Bernadotte, ''in Jerusalem in 1948; of President John F. Kennedy in 1963 WRT his attempted inspection of the secret Israeli A-bomb factory @ Dimona the previous Spring; of Princess Diana in Paris in 1999 and of Senator Paul Wellstone in Minnesota in 2002. I believe that this highly relevant observation on the tragic fate of Olinto de Pretto will turn out to be a mere Wikipedia blip, like a cosmic ray in a cloud chamber. Hence I am copying it for republication elsewhere.''

- no publication of De Pretto is known in which e = mc (squared) appears.

- the above contribution obviously belongs to an anti-Jewish hate campaign as well as conspiracy theory and probably WP:OR; it's therefore in this form not suited for Wikipedia. Harald88 21:07, 13 June 2006 (UTC)

Umberto Bartocci's claims peer reviewed?
It has been seven years now since Bartocci made his claims. Has he published them yet in a peer-reviewed source? If not, I think this is worth mentioning. --Fastfission 14:22, 25 September 2006 (UTC)

WikiProject class rating
This article was automatically assessed because at least one WikiProject had rated the article as stub, and the rating on other projects was brought up to Stub class. BetacommandBot 10:00, 10 November 2007 (UTC)

"Precise" Formula?
The article erroneously says that DePretto found the "precise" formula" E=mc². This is not correct, as it was even admitted by Bartocci (sec. 3.4) himself (see also the German version). In fact, DePretto's formula "mv²" was simply a re-arrangement of the formula ½mv² for "vis viva" (=kinetic energy). DePretto calculated the energy of a body by using the formula $$\tfrac{mv^{2}}{8338}$$ in calories - however, since the Mechanical equivalent of heat is only 'half of this value (4186,05 - DePretto's value is evidently 4169) - the formula actually used by DePretto is:

 * $$\frac{1}{2}\frac{mv^{2}}{4169}=\frac{mv^{2}}{8338},$$

I included the new section and deleted the remarks "the first" and "precise formula". --D.H (talk) 11:31, 11 March 2011 (UTC)

 * Why did you revert potential energy back from kinetic energy?-- cheers, Michael C. Price talk 11:44, 11 March 2011 (UTC)

 * Well, in 19th century, there were many attempts to explain "potential energy" as a manifestation of some sort of kinetic aether energy. (In fact, DePretto used the word "latent energy" which was translated above as potential energy.)--D.H (talk) 12:36, 11 March 2011 (UTC)

Why is Albert Einstein credited with deriving the precise formula E=mc2?
Why? 184.96.236.214 (talk) 10:21, 6 December 2011 (UTC)

 * I think it is explained in the article in subsection Olinto_De_Pretto and in Mass–energy equivalence, and in the various references you will find overthere. - DVdm (talk) 22:16, 6 December 2011 (UTC)

Claims about De Pretto deriving E=mc^2
This article seems to have fallen victim to typical "Einstein-Conspiracy-Theorists" as lurk around on the internet. I have for now only corrected the first paragraph, i.e. made it clear that those are only claims by few and not proven facts. The subsequent paragraphs, especially the section about his contribution to physics and E-M-Equivalence, will need further attention. However, I don't suggest removing all references to the controversy, since this is in fact something worth knowing when one looks up De Pretto. The given references (i.e. one book which endorses many conspiracy theories in physics about Big-Bang and Relativity, of course non-peer-reviewed. The author, Al Kelly, is a "Power Station Shift Charge Engineer, Design Engineer and Regional Manager". Not an Expert by all means.) are not suitable to support the claims made, certainly not in wikipedia. Wikipedia must take a stance that is accepted by the majority of historians and scientists, and mustn't be abused to propagate personal leanings. DerManu (talk) 18:49, 12 January 2012 (UTC)

 * I don't agree that "Wikipedia must take a stance that is accepted by the majority of historians and scientists", because the majority can be wrong. But the information on Wikipedia should reliably verifiable. Rreagan007 (talk) 04:59, 27 January 2018 (UTC)

title: Talk:Olinto De Pretto


text: Category:Presidents of Czechoslovakia

title: Category:Presidents of Czechoslovakia


text:
Sextans A

Sextans A (also known as UGCA 205) is a small dwarf irregular galaxy. It spans about 5000 light-years across, and is located at 4.3 million light-years away, in the outskirts of the Local Group of galaxies, which includes the Milky Way galaxy, and to which Sextans A may or may not belong.

Sextans A has a peculiar square shape. Massive short-lived stars exploded in supernovae that caused more star formation, triggering yet more supernovae, ultimately resulting in an expanding shell. Young blue stars now highlight areas and shell edges high in current star formation, which from the perspective of observers on Earth appears roughly square. The 10.4 m telescope Gran Telescopio Canarias recently observed the OB-type stars that power the giant HII regions.

title: Sextans A


text:
Justice and Equality Movement

The Justice and Equality Movement (JEM; حركة العدل والمساواة, Ḥarakat al-ʿAdl wal-musāwāh) is an opposition group in Sudan founded by Khalil Ibrahim. Gibril Ibrahim has led the group since January 2012 after the death of Khalil, his brother, in December 2011. The JEM supported the removal of President of Sudan, Omar al-Bashir and nation-wide government reform.

Formation and organization
The Justice and Equality Movement trace their origin to the writers of The Black Book: Imbalance of Power and Wealth in the Sudan, a manuscript published in 2000 that details what it views as the structural inequality in the country; the JEM's founder, Khalil Ibrahim, was one of the authors.

The JEM claims to number around 35,000 with an ethnically diverse membership. According to critics it is not the "rainbow of tribes" it claims to be, as most JEM members, including its leader, are from the Zaghawa tribe. The JEM is part of the Sudan Revolutionary Front (SRF), an alliance of groups opposed to the Government of Sudan.

Raids on Haskanita
In the September and October 2007 raids on Haskanita JEM units attacked the African Union Mission in Sudan. Three JEM leaders, Bahr Idriss Abu Garda, Abdallah Banda Abakaer Nourain and Saleh Mohammed Jerbo Jamus, were charged by the International Criminal Court (ICC) of war crimes. The case against Garda was dropped due to lack of evidence and the case against Jerbo was dropped after his presumed death on 19 April 2013. , Banda was considered a fugitive by the ICC.

Oilfield attacks and anti-government operations
In October 2007, the JEM attacked the Defra oilfield in the Kordofan region of Sudan. The Greater Nile Petroleum Operating Company, a Chinese-led consortium, controls the field. The next month, a group of 135 Chinese engineers arrived in Darfur to work on the Defra field. Ibrahim told reporters, "We oppose them coming because the Chinese are not interested in human rights. [They are] just interested in Sudan's resources." The JEM claims that the revenue from oil sold to China funds the Sudanese government and the Janjaweed militia.

On the morning of December 11, 2007, Khalil Ibrahim claimed that JEM forces fought and defeated Sudanese government troops guarding a Chinese-run oilfield in the Kordofan region. Khartoum officials, however, denied that any oil fields had come under attack. Ibrahim said that the attack was part of a JEM campaign to rid Sudan of Chinese-run oilfields and stated that "[The JEM] want all Chinese companies to leave. They have been warned many times. They should not be there."

2008–2013 Khartoum attack and continued battles
In May 2008, JEM engaged in its most famous operation against the Sudanese government when it attacked the Sudanese capital of Khartoum. JEM's advance recorded many impressive gains which included temporarily controlling the city of Omdurman, the airport at the Wadi Sayedna military base, 10 mi north of Khartoum, and three bridges leading into the capital. The operation ended with heavy battles in the western part of the Sudanese capital that included the government's use of army helicopters to repel the JEM advance. Following this battle, Eltahir Elfaki, the General Secretary of JEM's legislative council, vowed that the war would henceforth be fought across the country, saying that "We haven't changed our tactics. From the beginning, Jem is a national movement and it has a national agenda." Khalil Ibrahim declared that "This is just the start of a process and the end is the termination of this regime".

In April 2013, JEM and its allies in the Sudan Revolutionary Front engaged in many successful attacks against Sudanese government forces. In a raid coordinated between all the parties of the SRF that included the use of 20 vehicles, the opposition forces briefly held the strategic city of Um Rawaba in North Kordofan, located 300 mi south of Khartoum. As part of the offensive, JEM and the SRF also gained control of Abu Korshola, a strategic town of 40,000 in South Kordofan. In its bid to retake control, the Sudanese Armed Forces engaged in indiscriminate air raid campaigns. On May 27, the opposition forces withdrew in order to allow humanitarian aid to be delivered to the area's residents. During 2013, opposition forces continued to engage in offensive operations, leading to dozens of casualties for Sudanese forces around Abu Korshola.

August 2020 peace agreement
The Justice and Equality Movement signed a peace agreement with the Transitional Government of Sudan on 31 August 2020 and will now participate in the transition to democracy in Sudan through peaceful means. Under the terms of the agreement, the factions that signed will be entitled to three seats on the sovereignty council, a total of five ministers in the transitional cabinet and a quarter of seats in the transitional legislature. At a regional level, signatories will be entitled between 30 and 40% of the seats on transitional legislatures of their home states or regions.

title: Justice and Equality Movement