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Talk:Marcionism

Recent edits
For some reason, another user reverted my edits here, claiming they were "not an improvement". I fail to see how any reasonable editor could come to that conclusion. My edits were to replace outdated wording such as "betook himself too", along with clearly in violation of NPOV wording such as "credited with correctly transmitting the gracious universality of Jesus' message in opposition to the harsh dictates of the 'just god'" and " He rejected the heathen mythology of Gnostics, and adhered to Christianity as the only true religion; he was less speculative, and gave a higher place to faith". I added a WP:RS in Bart D. Ehrman, and added additional information that clarified the entire section. The lead before that had essentially been taken straight from the Phillip Schaff work, which is so biased in it's wording as to barely be considered a RS, if, indeed, it should be considered such at all. Greater explanation of why my edits were reverted is needed here, but in the meantime I have reverted back to my edits. I will not break 3RR, but this must be discussed. Vyselink (talk) 22:43, 8 January 2019 (UTC)

 * - I agree, your edit seems to improve the lead - cheers - Epinoia (talk) 00:03, 9 January 2019 (UTC)

In modern history
I have removed the section "In modern history" from the article for the following reasons: -cheers - Epinoia (talk) 17:01, 18 January 2019 (UTC)
 * 1. written like a personal essay. WP:NOTESSAY
 * 2. poorly cited. WP:UNSOURCED WP:VERIFY
 * 3. uses weasel expressions like "some atheists", "some Christians", "for some", "others have argued". WP:WEASEL
 * 4. the paragraph on the relationship to Nazism cites the Deutsche Christen, but the articles on the Deutsche Christen and Religion in Nazi Germany do not mention Marcionism. WP:NOR
 * 5. the article on Christian deism does not mention Marcionism. WP:NOR
 * 6. uses the pejortative term "heresy" for Paulicans, Bogomils and Cathars. WP:LABEL
 * 7. makes statements like ""Marcionism" and "neo-Marcionism" have sometimes been used in modern times to refer to anti-Jewish tendencies in Christian churches" without supporting citations. WP:UNSOURCED WP:VERIFY
 * 8. the section is mostly speculation and shows no relationship between Marcionism and any modern religious movement. WP:NOR

 * Seems like good work to me. The entire article is not very well written and violates a number of the points you have above. I've done some work on the lead but haven't been able to work on it more yet. Vyselink (talk) 19:57, 18 January 2019 (UTC)

Fringe theory
Price is a supporter of the Christ Myth Theory (CMT), which is widely regarded as a fringe theory rejected by the academic consensus. His views should not be quoted, since they are obviously unreliable. -Karma1998 (talk) 23:17, 17 July 2021 (UTC)
 * Let's see if anyone else has anything to say. Editor2020 (talk) 23:19, 17 July 2021 (UTC)
 * As you wish.-Karma1998 (talk) 23:55, 17 July 2021 (UTC)
 * - Robert Price is a supporter of the Chirst Myth Theory, but I don't know enough about him to decide if that discredits all his work. Is his work on Marcion solid? If Price is kept in the article, I think we can certainly lose the quote by him as it repeats what has already been stated and adds nothing. - cheers - Epinoia (talk) 01:04, 18 July 2021 (UTC)

If the material from Price was about the CMT, it wouldn't be appropriate here. However, his work here that was removed actually gives some more evidence for the statement in the lead that "Marcion's canon, possibly the first Christian canon ever compiled, consisted of eleven books: a gospel, which was a shorter version of the Gospel of Luke, and ten Pauline epistles". I'd remove the quote as Epinoia suggests (keeping the reference), but you can't simply take out solid, sourced information because you disagree with a DIFFERENT opinion that the source's author has. Vyselink (talk) 01:50, 18 July 2021 (UTC)

 * Not sure what Price being wrong about Mythicism has to do with his ability to assess the Pauline corpus. Holding a fringe postion doesn't make one unreliable. It seems that you don't understand what is meant by "fringe". Spiker 22 (talk) 15:09, 29 November 2022 (UTC)

"originated with the teachings of Marcion of Sinope in Rome around the year 144"-This line appears to endorse, rather than merely report, the claims of Marcion's opponents. Consider for instance that the line could just as easily be "originated with the teachings of Jesus Christ in Judea around the year 30", which would presumably be what Marcionites would claim for their origins. 2600:8807:C1CD:5D00:DC3E:674F:7EB:47B3 (talk) 06:40, 17 November 2022 (UTC)

Belief in the writings of Jesus, the meaning of redaction and current scholarship
""In bringing together these texts, Marcion redacted what is perhaps the first New Testament canon on record, which he called the Gospel and the Apostolikon, which reflects his belief in the writings of Jesus and the apostle Paul respectively.""

This is a rather awkward way to describe Marcion's activity. Redaction is editing and that is not what happens when you assemble a canon. This has the affect of playing into the idea that Marcion edited Luke and Paul. Also, where would Marcion have gotten "Jesus writings"? What writings? Further should we be citing Harnack when there's more recent scholarship. The article seems to be more of a narrative than an informed presentation Spiker 22 (talk) 15:17, 29 November 2022 (UTC)

title: Talk:Marcionism


text: User talk:208.248.13.21

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

title: User talk:208.248.13.21


text:
San Martín Department

San Martín Department may refer to:

 * In Argentina:
 * San Martín Department, Corrientes
 * San Martín Department, Mendoza
 * San Martín Department, San Juan
 * San Martín Department, Santiago del Estero
 * San Martín Department, Santa Fe
 * In Peru:
 * San Martín Department, Peru

title: San Martín Department


text:
Talk:Cicero, Illinois

Untitled
The racial makeup of the town is 48.27% White, 1.12% African American, 0.89% Native American, 0.97% Asian, 0.04% Pacific Islander, 44.71% from other races, and 4.01% from two or more races. 77.44% of the population are Hispanic or Latino of any race. Now, 48.27+77.44=125%?

Fadetoblack 23:42, 19 Dec 2004 (UTC)

Hispanics can be of any race. White doesn't mean here White, not of Hispanic origins. If you want an estimation of the propotion of Whites, not of Hispanics origins, it may be about : 77.44(hispanics) - (44.71+4.01) = 28.72%. But this is only an estimation.

The per capita income dosn't look accurate. Please confirm it and/or cite the source. Thanks. bobsmith31

Contradictions
The population figures in the infobox contradict the information in the demographics section. Can anyone sort things out? Zagalejo^^^ 05:59, 29 July 2010 (UTC)
 * It would be nice to update with information from the 2010 census, but I'm not sure where that information is available. H Padleckas (talk) 04:58, 13 January 2012 (UTC)

Street Gangs
I've removed this section due to a lack of citations. It appears to get used as a way to promote non-notable gangs. Dkriegls (talk) 03:57, 20 May 2012 (UTC)

Pronunciation
How is it pronounced. It could be "sisero" or the more correct "kikero"? QuentinUK (talk) 09:57, 19 May 2016 (UTC)

External links modified
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Name change
So, when was the name changed from Hawthorne to Cicero? If the Hawthorne Works were opened in 1905, the change must have occurred after that. Maikel (talk) 19:20, 1 December 2019 (UTC)
 * It was Cicero since 1857. I think Hawthorn is an area, not an incorporation was a subdivision from before then. Cicero is all that is left of a township bordered by North Ave., Western Ave., Pershing/39th St., Harlem Ave. Chicago annexed some of it, Stickney Township got some, Oak Park and Berwyn went their own way. Town of Cicero's site. Moon Joon (talk) 16:54, 30 December 2021 (UTC)

title: Talk:Cicero, Illinois


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Robert Nivelle

Robert Georges Nivelle (15 October 1856 – 22 March 1924 ) was a French artillery general officer who served in the Boxer Rebellion and the First World War. In May 1916, he succeeded Philippe Pétain as commander of the French Second Army in the Battle of Verdun, leading counter-offensives that rolled back the German forces in late 1916. During these actions he and General Charles Mangin were accused of wasting French lives. He gives his name to the Nivelle Offensive.

Following the successes at Verdun, Nivelle was promoted to commander-in-chief of the French armies on the Western Front in December 1916, largely because of his persuasiveness with French and British political leaders, aided by his fluency in English. He was responsible for the Nivelle Offensive at the Chemin des Dames, which had aroused skepticism already in its planning stages. When the costly offensive failed to achieve a breakthrough on the Western Front, a major mutiny occurred, affecting roughly half the French Army, which conducted no further major offensive action for several months. Nivelle was replaced as commander-in-chief by Philippe Pétain in May 15, 1917.

Early life and career
Robert Georges Nivelle, born on 15 October 1856 in the French provincial town of Tulle in Corrèze, had a French father and an English Protestant mother. Nivelle also was a Protestant and this was a help to him as in the context of the politics of the French military Catholic piety was a handicap. He began his service in the French Army in 1878 upon graduating from the École Polytechnique. Starting as a sub-lieutenant with the French artillery, Nivelle became a colonel-of-artillery in December 1913. During that period, Nivelle served with distinction in Algeria, Tunisia and in China during the Boxer Rebellion (1898–1901).

1914–15
Described as "an articulate and immensely self-confident gunner", Nivelle played a key role in defeating German attacks during the Alsace Offensive, the First Battle of the Marne and the First Battle of the Aisne, as a result of the intense artillery fire he organised against them. Consequently, he was promoted to the rank of general in October 1914.

1916

In 1916 the Battle of Verdun occurred (21 February – 18 December), during which Nivelle was a subordinate to Philippe Pétain. When Pétain was promoted to the command of the French Central Army Group, Nivelle was promoted to Pétain's previous command of the French Second Army, which was fighting against the Germans at Verdun, and he took direct control of the army on 1 May 1916.

Nivelle is considered to have squandered the lives of his soldiers in wasteful counter-attacks during the Battle of Verdun; only one fresh reserve brigade was left with the Second Army by 12 June. After the Germans captured Fleury on 23 June, Nivelle issued an Order of the Day which ended with the now-famous line: Ils ne passeront pas! (They shall not pass!). Nivelle ordered the employment of a creeping barrage when the French made their initial counter-stroke on 24 October. The artillery supporting the infantry focused more on suppressing German troops as opposed to destroying specific objects. These tactics proved effective: French troops re-took Fleury on 24 October, as well as Fort Douaumont, whose capture by the Germans on 25 February 1916 had been highly celebrated in Germany. Nivelle's successful counter-strokes were an important factor behind the decision to appoint him to become the commander-in-chief of the French armies on 12 December 1916. The then French Prime Minister Aristide Briand was extremely impressed by Nivelle, telling the other leaders at the Rome Conference (January 1917) that during his Verdun attacks Nivelle had sent telegrams from various places on the advance, achieving his objectives exactly according to the predicted timetable.

Commander-in-Chief

Nivelle had less power than his predecessor Joffre. He was placed under the orders of the War Minister Hubert Lyautey and, unlike Joffre, Nivelle's authority did not extend over the Salonika front.

Nivelle's slogan (also attributed to Petain) was: "the artillery conquers; the infantry occupies". He believed that a saturation bombardment, followed by a creeping barrage and by aggressive infantry assaults, could break the enemy's front defences and help French troops reach the German gun-line during a single attack, which would be followed by a breakthrough within two days.

Nivelle's plan in 1917, was for the British to take over an extra 20 miles of French front to free up French troops, then Anglo-French wearing-out attacks between Arras and the Oise to keep German reserve troops occupied, then a surprise attack by French forces on the Aisne, the "GAR" (Army Group Reserve or Rupture: two armies in the line and another two (27 divisions) in reserve, 1.2 million men in total) to exploit the rupture of the German defences that was expected to occur as a result. The attack would be broken off if it did not "rupture" the German front within 48 hours.

Looking for an alternative to more months of attrition warfare, British and French political leaders supported Nivelle's proposal.

Relations with the British
Field Marshal Sir Douglas Haig, commander of the British Expeditionary Force (BEF) on the Western Front, had already agreed with Joffre that the British would launch wearing-out attacks in 1917, but demanded (6 January) written confirmation of Nivelle's earlier assurance that if the plan did not succeed in forcing a general German withdrawal, Nivelle would take over British line to free up British reserves for his planned Flanders offensive. By Edward Spears' account Nivelle accused Haig of having "une idée fixe" about Flanders and of trying to "hog all the blanket for himself" rather than seeing the front as a whole. David Lloyd George, the British Prime Minister, backed Nivelle because he thought he had "proved himself to be a Man" at Verdun.

Field Marshal Haig wanted to delay his attack until May to coincide with Italian and Russian attacks, but was told to be ready no later than 1 April, and to take over French line as requested. The British government ordered him to live up to both the "letter" and "spirit" of the agreement with Nivelle, and not cause delays, almost certainly a result of private lobbying by Nivelle.

Lloyd George had a long conversation (15 February) with Major Berthier de Sauvigny, a French liaison officer in London, telling him that Haig needed to be subordinated to Nivelle for the offensive, as George Milne had been subordinated to Sarrail at Salonika, and if necessary he would be replaced. The British War Cabinet felt that the French generals and staff had shown themselves more skilled than the British in 1916, whilst politically Britain had to give wholehearted support to what would probably be the last major French effort of the war.

Haig blamed the poor state of the railways, demanding twice the railway requirements for half as many troops as the French. At the Calais Conference the railway experts were soon sent away, and although Nivelle became embarrassed when Lloyd George asked him to criticise Haig, he agreed to draw up rules for the relations between the British and French armies, to be binding also on their successors going forward. He proposed that the British forces be placed under his direct command (via a British staff at French GQG), not just for operations but even logistics and food, with Haig sidelined and forbidden even to make direct contact with London. The British CIGS Robertson lost his temper when shown the proposals, and believed that Lloyd George, not the French, had originated them. Nivelle visited the British generals next morning, and professed astonishment that they had had no prior knowledge of the plan. As a compromise Haig was given right of appeal to the War Cabinet and retained tactical control of British forces, although Lloyd George insisted – lest the conference break up without agreement - that he still be under Nivelle's orders for the duration of the offensive.

The Germans had recently added 300 battalions to their forces by intensive mobilisation, and Haig claimed (3 March) that with the BEF spread more thinly by having taken over line to the south, these forces might be used to attack at Ypres and cut him off from the Channel Ports. Assuming Haig was inventing this threat, Nivelle wrote him a letter, addressing him as a subordinate, and revived the idea of a British staff at GQG, this time reporting to Robertson, but through whom Nivelle would issue orders to Haig. Nivelle now demanded that the BEF be split into two Army Groups or else that Haig be sacked and replaced by Gough. Nivelle also believed that Lloyd George hoped to become Allied Commander-in-Chief, a suggestion so absurd that it caused President Poincaré to laugh.

After further lobbying from Robertson and intervention by King George V, Lloyd George lost the support of the British War Cabinet and had to back down. At another conference in London (12-13 March) Lloyd George stressed that the BEF must not be "mixed up with the French Army", and Haig and Nivelle met with Robertson and Lyautey to settle their differences.

French doubts about the Offensive
Between 16 March and 20 March 1917, the Germans withdrew from the Noyon salient and a smaller salient near Bapaume. The French General Franchet d'Esperey, commander of the Northern Army Group, asked Nivelle if he could attack the Germans as they withdrew. Nivelle believed that that action would disrupt his operational plan, and refused d'Esperey's request as a result. Nivelle has since been deemed to have missed his only real opportunity to disrupt the German withdrawal.

Lyautey resigned after being shouted down in the French Chamber (15 March) and the Briand government fell (19 March). Confidence in Nivelle's planned offensive did not improve when Paul Painlevé was appointed to become the French Minister of War, as Painlevé had little faith in Nivelle's concepts. The British CIGS "Wully" Robertson described Nivelle as a commander "with a rope round his neck".

Philippe Pétain, over whose head Nivelle had been promoted to become commander-in-chief, wanted to launch a major attack against the Germans near Reims. The proposal is considered to have likely resulted in considerable difficulties for the Germans, but Nivelle refused because Petain's offensive would delay Nivelle's offensive for two weeks. General Micheler, commander of the French Reserve Army Group, which was to exploit the expected breakthrough on the Aisne, had serious misgivings about the upcoming battle. In a letter to Nivelle on 22 March, Micheler argued that the French might not break through as quickly as Nivelle wanted, as the Germans had reserves available, and had strengthened their defenses along a key sector of the Aisne. The other commanders of the French army groups also had concerns, but Nivelle did not make any major adjustments to his plan.

Assisted by Colonel (and former Minister of War) Adolphe Messimy, Micheler communicated his worries to Prime Minister Alexandre Ribot. On 6 April, Nivelle met with Micheler, Pétain and several politicians, including President Poincaré and Minister of War Painlevé at Compiegne. The investigation made the mistake of questioning Nivelle's subordinates - the Army Group Commanders - in front of him.

Painlevé argued that the Russian Revolution meant that France shouldn't expect any major help from Russia, and that the offensive should be delayed until American forces were available and could get involved. Micheler and Petain said that they doubted the French force allocated to the attack could penetrate beyond the second line of the German defences, and suggested a more limited operation. Poincaré, summing up the discussions, said that the offensive should proceed, but that it should be halted if it failed to rupture the German front. At this point, Nivelle threatened to resign if his plan was not accepted but the politicians declared their complete confidence in him.

Thus Nivelle's plan went unchanged despite the doubts expressed by the other generals and he was under greater pressure to achieve decisive results. Prime Minister Ribot said, "Our hand has been forced: It is too late to go back".

On 4 April, during a German attack south of the Aisne, the secret plans of the French assault were captured but Nivelle did not alter his course.

Nivelle Offensive
After three postponements, the Nivelle Offensive began on 16 April 1917. It started a week after British forces had attacked near Arras. Nivelle made several declarations which improved the morale of the French troops involved: "L'heure venue! Confiance! Courage! Vive la France!". Edmonds claimed Nivelle said "The German Army will run away; they only want to be off".

Due to the fact that the preliminary bombardment against the Germans was markedly less effective than expected, and the lack of a sufficient number of French howitzers, the desired French breakthrough was not achieved on the first day of the battle.

Crown Prince Wilhelm, in his memoirs, tells of the wonderment of the German troops at these futile but heroic attacks: "The commander of a machine-gun company... described to me the overwhelming view of the battleground, on which France's best regiments were being destroyed in continually renewed, hopeless attacks". (Griffiths, p. 39)

From 16 April to 25 April, there had been 134,000 casualties. Nivelle had said there would be about 10,000. Nivelle had promised the Government that the attack would either be a success or be stopped. But obviously he did not have the same interpretation of 'success' as them; he ordered the attacks to continue. On the 19th, Minister Paul Painlevé came to see him to get the offensive stopped; but Nivelle was convinced that the attacks must continue. Gradually the whole thing had developed into the Somme-like action that all had feared. (Griffiths, p. 39)

By 20 April, the French took 20,000 prisoners and 147 guns, which was considered to be "impressive results by the standards of previous years." However, a decisive breakthrough on the Aisne had not been achieved. The offensive had led to a shell shortage in France, the French medical services broke down, and the delay of transporting French wounded from the front-line was demoralising.

By the end of its first week, the attack was stalled, and Nivelle was losing control. Micheler convinced Nivelle to reduce the scope of the offensive, with the goal now only to secure all of the Chemin des Dames and push the Germans back from Reims. Nivelle became increasingly depressed over the course of the offensive as his orders were under a great degree of scrutiny by the French government. On 29 April, Nivelle's authority was undermined by the appointment of Pétain as Chief of the General Staff, and thus the main military adviser to the government. Although the French captured parts of the Chemin des Dames on 4–5 May, this was not sufficient to "repair Nivelle's crumbling reputation."

Dismissal
By the time the Nivelle offensive had ended on 9 May 1917 the French had sustained 187,000 casualties. Although this was far fewer than the casualties in the Battle of Verdun, Nivelle had predicted a great success, and the country expressed bitter disappointment. Pétain became Commander-in-Chief in Nivelle's place on 15 May. In December 1917 Nivelle was transferred by the French Government to the post of Commander-in-Chief of the French Army in North Africa, an appointment which effectively removed him from direct involvement in the war. He returned to France on the war's conclusion in November 1918, retiring from the French Army in 1921. He was awarded the Grand Cross of the Legion of Honour and the Military Medal. Nivelle died on 22 March 1924, his body was buried at Les Invalides in Paris.

Legacy
The British Official Historian wrote that the attempt at breakthrough had failed but that the French had gained 'considerable advantages'. "By the 20th of April they had in their hands over 20,000 prisoners and 147 guns; the railway from Soissons to Reims was freed, the enemy had been driven out of the Aisne valley west of the Oise—Aisne Canal; the German second position had been captured south of Juvincourt; and in Champagne some of the most important 'monts' had been taken. The German counter-attacks, successful at the beginning, were becoming less and less so as time went on. In particular, a great effort made on the 19th against the Fourth Army, when three divisions were thrown in between Nauroy and Moronvilliers, failed completely."

Other historians have been less generous about Nivelle's actions during the First World War. Julian Thompson contends that Nivelle was "careless of casualties," that he was a "disastrous choice to succeed Joffre as commander-in-chief," and that the planning for the Nivelle Offensive was "slapdash". In the book World War 1: 1914–1918, the execution of the Nivelle Offensive is considered to have been "murderous." David Stevenson says that the attack on the Chemin des Dames was a "disaster".

Nivelle is also considered positively in some ways. In The Macmillan Dictionary of the First World War, he is described as "a competent tactician as a regimental colonel in 1914", that his creeping barrage tactics were "innovative", and that he was able to galvanize "increasingly pessimistic public opinion in France" in December 1916". J Rickard believes Nivelle's push for a greater development of the tank contributed to its improvement by 1918, and he also says that Nivelle was a "gifted artilleryman".

Some historians blame the Nivelle Offensive for starting the French army mutinies of 1917. Tim Travers states that "the heavy French casualties of the Nivelle offensive resulted in French army mutinies", and David Stevenson proposes that "the Nivelle offensive-or more precisely the decision to persist with it-precipitated the French mutinies of May and June [1917]".

Mount Nivelle on the Continental Divide in the Canadian Rockies was named for him in 1918; summits with the names of other French generals are nearby: Cordonnier, Foch, Joffre, and Mangin.

Decorations

 * Légion d'honneur
 * Knight (9 July 1895)
 * Officer (21 December 1912)
 * Commander (10 April 1915)
 * Grand Officer (13 September 1916)
 * Grand Cross (28 December 1920)
 * Médaille militaire (30 December 1921)
 * Croix de guerre 1914–1918 with 3 palms
 * Médaille Interalliée de la Victoire
 * 1901 China expedition commemorative medal
 * Médaille commémorative du Maroc with "Oudjda" and "Haut-Guir" clasps
 * Médaille commémorative de la guerre 1914–1918
 * Grand Cordon of the Order of Leopold (Belgium)
 * Croix de guerre (Belgium)
 * Officer of the Nicham Iftikhar (Tunisia)
 * Distinguished Service Medal (US)

Other honours
In 1993, botanists published Nivellea nivellei (Braun-Blanq. & Maire) B.H.Wilcox, K.Bremer & Humphries, a flowering plant from Morocco, belonging to the family Asteraceae, with the two names in his honour.

General references

 * Blake, Robert (editor); The Private Papers of Douglas Haig 1914–1918, London 1952
 * Grigg, John. Lloyd George: War Leader, 1916–1918 (2002) pp 35–44, 81–98
 * Hattersley, Roy. David Lloyd George (2010) pp 426–33
 * Lloyd George, David.  War Memoirs (2nd ed. 1938) vol 1 ch 50 on "The Nivelle Offensive" pp 873–908
 * Woodward, David R. Field Marshal Sir William Robertson (Westport Connecticut & London). Praeger, 1998, ISBN 0-275-95422-6
 * Woodward, David R. Field Marshal Sir William Robertson (Westport Connecticut & London). Praeger, 1998, ISBN 0-275-95422-6
 * Woodward, David R. Field Marshal Sir William Robertson (Westport Connecticut & London). Praeger, 1998, ISBN 0-275-95422-6
 * Woodward, David R. Field Marshal Sir William Robertson (Westport Connecticut & London). Praeger, 1998, ISBN 0-275-95422-6

title: Robert Nivelle


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title: User:Brockert/New


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Talk:Alternative financial services in the United States

Requested move

 * The following discussion is an archived discussion of a requested move. Please do not modify it. Subsequent comments should be made in a new section on the talk page. No further edits should be made to this section.

The result of the move request was: page moved.  Ron h jones (Talk) 22:18, 4 July 2010 (UTC)

Consumer finance → Alternative financial services in the United States — Most common name for this topic, widely used by news media, government, and private sector, and has neutral POV. Relisted.   A rbitrarily 0   ( talk ) 19:28, 15 June 2010 (UTC) Pnm (talk) 00:31, 31 May 2010 (UTC)

Proposal: Rationale: Most common name for this topic, widely used by news media, government, and private sector, and has neutral POV. There is sufficient context (social, political, regulatory), notability, and existing content for a United States article. But it's not a purely United States phenomenon: Grameen Bank was founded to provide an alternative to similar lending practices in Bangladesh. The current title consumer finance, as the article notes, is imprecise, and it's not as descriptive. -- Pnm (talk) 00:31, 31 May 2010 (UTC)
 * 1) Create new article Alternative financial services: Alternative financial services (AFS) are financial services provided outside traditional banking institutions, on which many low-income individuals depend.  The services are often similar to those provided by banks, and include payday loans, rent-to-own agreements, pawnshops, refund anticipation loans, some subprime mortgage loans and car title loans, and non-bank check cashing, money orders, and money transfers.
 * 2) Move Consumer finance to Alternative financial services in the United States

 * Neutral comment: It doesn't make a lot of sense to "propose" that a new article be created. If you want to create the new article, go ahead. If you don't want to create the new article, you can't expect that someone else will do it. And it's not clear whether or not you would still want to move this article if the other article isn't created, since you've proposed both actions as one. Propaniac (talk) 17:21, 9 June 2010 (UTC)

 * OK. I've created the new article. --Pnm (talk) 22:21, 9 June 2010 (UTC)

 * Query: are there any sources available that demonstrate it is the "most common name for this topic, widely used by news media, government, and private sector"?    A rbitrarily 0    ( talk ) 19:30, 15 June 2010 (UTC)

 * Support. Seems to be a very common name for this, see . The top hits all refer the pay-day loans etc. "Consumer finance" is too vague, it shouldn't redirect to the new title - it basically means finance for people rather than businesses, so it should redirect to Personal finance, with a hatnote about "Alternative financial services". Fences  &  Windows  01:01, 30 June 2010 (UTC)

 * The above discussion is preserved as an archive of a requested move. Please do not modify it. Subsequent comments should be made in a new section on this talk page. No further edits should be made to this section.


text:
Talk:Faust (band)

Untitled

 * Their latest album is Ravvivando (1999, 1999 in music).

There have been other albums since then, what about Faust vs. Dälek: Derbe Respect, Alder issued in 2004?

a discography would be great

2 Fausts
The article says there are two Fausts, which I believe to be true, but gives no details of the second. Should I assume it's based around Jochen Irmler, possibly with some or all of Steven Wray Lobdell, Lars Paukstat, Michael Stoll, and presumably a drummer. Actually I'd like the drummer to be the woman who drummed with them at the RFH in 2001 (or maybe 2002). BTLizard 11:04, 2 May 2007 (UTC)

Gunter Wüsthoff
The article states that "Gunter Wüsthoff has not taken part in any of the reunions" but did he not play briefly in the second Faust? I think he played drums for Faust at one of Irmler's festivals sometime in the 21st century. —Preceding unsigned comment added by 82.27.79.192 (talk • contribs) 11:35, 11 May 2007 UTC

 * no... that was Arnulf Meifert (played with Irmler's Faust at Klangbad Festival 2005) - Gunter Wüsthoff was the sax player —Preceding unsigned comment added by JakeC70 (talk • contribs) 14:25, 19 May 2007 UTC

Studio Album Separation
I have done my best using the official Faust Discography, and other sources like allmusic and discogs, to separate the Studio Albums from other releases. Even so, there are several of which I am unsure, because their discography is so freaking complicated. Does a DVD of all new material count as an album? What about an album that is half new studio material and half live versions of old stuff? What about a compilation of unreleased material later re-billed as a studio album? Faust are truly an organizational nightmare.

My reason for trying to separate the studio albums is because I haven't yet found anybody who can accurately answer the simple question "How many studio albums has Faust released?" I whittled through their discography and moved everything else to a big "Other" section so that whoever originally wrote the list's hard work will not be lost. I am not saying the section I made is correctly named or even necessary. You may separate it into further subdivisions or delete it or re-merge it if you think I am wrong. I am simply trying to make it more clear to people unfamiliar with the band, what Faust have actually released in terms of studio work. —Preceding unsigned comment added by 58.173.226.91 (talk) 06:34, 25 April 2009 (UTC)

 * Hi, thanks for bringing some order to the album list. I don't have any immediate answers to your queries – I think that some research will be necessary – but you've made a great start. --Bruce1eetalk 09:08, 25 April 2009 (UTC)

Use of 'Krautrock' as theme music for 1980s PBS show?
I've become a big Faust fan of late, and something's driving me up the wall - I could swear a snippet of 'Krautrock' was featured as theme music for some sort of series or documentary run on PBS in the USA sometime back when, and could swear I even found confirmation at some point - but now I can't remember what show that could possibly have been! Am I nuts, or did it happen? (And no, not just getting confused with "Newton's Apple" and Kraftwerk's Ruckzuck.) —Preceding unsigned comment added by 64.252.198.138 (talk) 05:19, 2 October 2009 (UTC)

title: Talk:Faust (band)


text:
User talk:A D Monroe III

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title: User talk:A D Monroe III


text:
1994 in rail transport

January events

 * January 1 - Rail Management Corporation takes over operations of the Atlanta and St. Andrews Bay Railroad.
 * January 1 - Railroad Services takes over operations of the now 5 year old Abbeville-Grimes Railway, renaming it to A&G Railroad.
 * January 1 - Deutsche Reichsbahn and Deutsche Bundesbahn are merged to form Deutsche Bahn.
 * January 9 - The Chicago Transit Authority closes its Green Line rail service on the west and south sides of Chicago, for a 2 year rehabilitation project.
 * January 24 - Following the Northridge earthquake one week prior, an extension of the Metrolink Antelope Valley Line opens to Lancaster to provide traffic relief, as several local freeways had collapsed. New stations were constructed in three days, with further infill stations built in the following weeks.

April events

 * April 1 - Management of the British Rail infrastructure is taken over by Railtrack.

May events

 * May 6 - The Channel Tunnel linking England and France officially opens.
 * May 26 - LGV Interconnexion Est opens in Paris suburbs.

June events

 * June 25 - Vandals place concrete blocks on a railway line at Greenock, Scotland, causing the Greenock rail crash. The train driver is killed along with one passenger.

July events

 * July 3 - Gare de Satolas (designed by Santiago Calatrava) opens at Lyon on LGV Rhône-Alpes.
 * July 15 - Kansai Airport Line and Nankai Airport Line open, for the access route of Kansai International Airport, before their formal opening on September 4.

August events

 * August 3 - Amtrak's Lake Shore Limited passenger train derails near Batavia, New York, while traveling at 75 mph (120.7 km/h), injuring 125 of the train's passengers and crew members.
 * August 8 - Astram Line open between Hondori and Koiki-koen-mae in the new transit system of Hiroshima, Japan.
 * August 22 - Indian Railways orders the first WDC-2 locomotives.
 * August 26 - The Dominion Atlantic Railway operates its last train, just a month short of its centenary.

September events

 * September 22 - New York City's Metropolitan Transportation Authority begins construction on the 63rd Street Connector which connects the 63rd Street Tunnel to the Queens Boulevard Line.
 * September 30 - The last trains run on the London Underground's Holborn to Aldwych shuttle branch (Piccadilly line) and Epping to Ongar via North Weald shuttle branch (Central line).

October events

 * October 14 - The Tōhō Line of subway in Sapporo, Japan, is extended from Hōsui-Susukino to Fukuzumi Station.
 * October 7 - The Regional Transportation District in Denver, Colorado opens the first line of its light rail system.
 * October 13 - Official inauguration of Eurostar service between Brussels and London via the Channel Tunnel by King Albert II and Queen Paola of Belgium.

November events

 * November 6 - Bražuolė bridge bombing in Lithuania damages a railway bridge but trains are stopped in time to avoid casualties.
 * November 14 - First commercial Eurostar services Brussels<>London and Paris<>London via the Channel Tunnel.
 * November 30 - Alaska Railroad, which lacks a direct rail connection with the rest of the North American rail network, brings a 700-foot (213 m) long railgrinder to Alaska by ship at a cost of $1.2 million to service the company's tracks.

December events

 * December 3 - In Japan, Chizu Express, Chizu and Kamigori route open, with Kyoto to Tottori of direct Super Hakuto Express train to start.
 * December 13 - The Interstate Commerce Commission grants the Union Pacific Railroad authority to exercise management control over the Chicago and North Western Railway.
 * December 14 - A runaway Santa Fe freight train rear ends a Union Pacific train at the bottom of Cajon Pass, California.
 * December 16 - Last run of Via Rail Atlantic Limited passenger service through Maine between Montreal and the Maritimes.
 * December 21 - A homemade bomb explodes on the New York City Subway #4 train at Fulton Street.
 * December 31 - Burlington Northern Railroad operates the last freight train on the former Oregon Electric Railway mainline in Portland, Oregon; the mainline is to become part of the new TriMet light rail system.

Unknown date events

 * Norfolk Southern ends railroad-sponsored steam excursions.
 * Towards the end of the year, regular use of steam locomotives on the Janakpur Railway, Nepal, is abandoned following the transfer of narrow gauge diesel locomotives from Indian Railways.

May deaths

 * May 14 - W. Graham Claytor Jr., president of Amtrak 1982–1993 (b. 1912).

September deaths

 * September 21 - Oswald Nock, English railway author and signalling engineer (b. 1905).

title: 1994 in rail transport


text: User talk:70.21.177.76

title: User talk:70.21.177.76


text:
Unknown Road

Unknown Road is the second studio album by American punk rock band Pennywise, released on August 17, 1993, through Epitaph Records. After frontman Jim Lindberg briefly left the band during touring in support of its previous album, Pennywise (1991), Pennywise began the recording sessions for their second album. , Unknown Road gained Pennywise supporting slots on national and world tours with bands such as The Offspring (who was just about to hit the mainstream with then-new album Smash). Some archived footage of the Unknown Road tour dates can be seen on the band's 1995 documentary Home Movies.

Background and recording
In 1989, Pennywise released the vinyl only EPs A Word from the Wise and Wildcard (which were both re-released on CD in 1992). Thanks to the success of the EPs, Epitaph Records (a label owned by Bad Religion guitarist Brett Gurewitz) saw the band's potential and signed them in 1990. In the following year, Pennywise managed to release their first album for the label, which is self-titled. The album quickly spread throughout the punk community, earning the band some nationwide recognition. Lyrics in the album endorsed a positive mental attitude, helping promote progressive ideals for Generation X. Lindberg left the band soon after the debut record. Bass player Randy Bradbury joined the lineup as Thirsk took over lead vocal duties. In 1992, The Vandals lead singer Dave Quackenbush took over on vocals for a brief stint. Bradbury left the band and Thirsk returned to bass (Bradbury would rejoin Pennywise permanently after Thirsk's death in 1996, which retroactively made this the first album recorded with the band's present lineup). During the 1991-1992 tour, Pennywise began writing their second album, entitled Unknown Road. After Lindberg returned to the fold in 1992, they managed to begin recording their new album at Westbeach Recorders in Hollywood, California with producer Joe Peccerillo.

Reception
The Allmusic review by Paul Henderson awards the album 4 out of 5 stars and states: "Unknown Road is an inspired effort by the reunited and recharged Pennywise, the first consistently solid release of their career."

Track listing
All songs by Pennywise.

The track "Slowdown" is after "Clear Your Head" (track 13) on the original album pressing. It is its own track on the 2005 remastered edition.

The piano on the track "Unknown Road" is extended after the silence on the closing track, "Bro Hymn Tribute", of the album Full Circle. This piano piece is taken from the 1992 movie Poison Ivy.

The tracks "Homesick" and "Dying to Know" were featured on the 1997 arcade game Top Skater.

Personnel

 * Jim Lindberg – vocals
 * Fletcher Dragge – guitar
 * Randy Bradbury - bass
 * Jason Thirsk – bass (Tracks 4 and 10)
 * Byron McMackin – drums
 * Fred Hidalgo - Album Art

title: Unknown Road


text:
User talk:Jo-shi

Jo-shi is future hero, he saves world from self-destruction with atomb bomb.

title: User talk:Jo-shi


text: Talk:Unknown Road

title: Talk:Unknown Road


text:
Talk:Latin (adjective)

from VfD:

This page consists of a single paragraph that should simply be merged with Latin (disambiguation), the only non-discussion page that links to it. Also, the information in it is already present in the Wiktionary entry for Latin. (Note that there is a move request in progress that would move Latin (disambiguation) to Latin; I don't believe that this affects the reasons for deleting this page.) --LostLeviathan 23:54, 19 Dec 2004 (UTC)

 * Keep. Too much info to be on the disambiguation page, deserves a page of it's own. Dan100 00:24, Dec 20, 2004 (UTC)
 * Delete, it should be at Wiktionary. I don't see how it can be expanded to an encyclopedic entry.  --Dbenbenn 02:05, 20 Dec 2004 (UTC)
 * Merge onto disambig page—Trevor Caira 03:03, 20 Dec 2004 (UTC)
 * Delete: DCEdwards1966 04:00, Dec 20, 2004 (UTC)
 * Merge into Latin or its disamb page. No need for a seperate entry with that title. [[User:MacGyverMagic|Mgm|(talk)]] 08:37, Dec 20, 2004 (UTC)
 * Merge to the disambig page (wherever it ends up being). The French disambig page, to take an example, doesn't seem to feel the need for a separate article for adjectival uses of french.  —Muke Tever 02:40, 21 Dec 2004 (UTC)
 * Merge and redirect to the disambiguation page. Rossami (talk) 04:23, 22 Dec 2004 (UTC)

end moved discussion

title: Talk:Latin (adjective)


text:
Danny Escobedo

Danny Escobedo (born c. 1937) was a Chicago petitioner in the Supreme Court case of Escobedo v. Illinois, which established a criminal suspect's right to remain silent and to have an attorney present during questioning. This case was an important precedent to the famous Miranda v. Arizona decision.

Case
Escobedo's brother-in-law Manuel was shot on the night of January 19, 1960, and Escobedo was arrested, without a warrant, at 2:30 a.m. the next day to be questioned. He was released at 5 p.m, that afternoon after Warren Wolfson, his lawyer, obtained a writ of habeas corpus, making no statement to the police. On January 30, Benedict DiGerlando, a man in police custody told the police that Escobedo had shot and killed Manuel. The police then arrested Escobedo, along with his sister, between 8 and 9 p.m. that day. He was then taken to the police headquarters and questioned without letting him speak to or even see his lawyer. During his questioning, Escobedo was tricked into saying he knew that DiGerlando had killed Manuel, making him an accomplice. He was then found guilty of first degree murder and was sentenced to jail for 20 years, with his "confession", which he had later recanted.

Escobedo then petitioned to the Illinois Supreme Court (where the conviction was affirmed) and then to the US Supreme Court. The US Supreme Court agreed to hear it and the case was titled Escobedo v. Illinois. The case was heard on April 29, 1964. Barry L. Kroll argued for Escobedo with Donald M. Haskell, and James R. Thompson argued for Illinois against Escobedo, with Daniel P. Ward and Elmer C. Kissane. Bernard Weisberg argued for the American Civil Liberties Union in favor of Escobedo, with Walter T. Fisher. The case was decided on June 22, 1964.

Justice Arthur Goldberg delivered the opinion of the court, which was in favor of Escobedo. The ruling reversed Escobedo's conviction and stated that "Under the circumstances of this case, where a police investigation is no longer a general inquiry into an unsolved crime but has begun to focus on a particular suspect in police custody who has been refused an opportunity to consult with his counsel and who has not been warned of his constitutional right to keep silent, the accused has been denied the assistance of counsel in violation of the Sixth and Fourteenth Amendments; and no statement extracted by the police during the interrogation may be used against him at a trial."

Post trial
Escobedo became a drifter after his case was resolved, moving from job to job. He was arrested in 2001, outside Mexico City, Mexico, for federal probation violations and on a warrant issued in Illinois in connection with a 1983 stabbing death. Escobedo had been listed by the US Marshals Service as one of its 15 Most Wanted Fugitives prior to this arrest.

title: Danny Escobedo


text:
Tokyo Pro Wrestling

Tokyo Pro Wrestling is the name of two unrelated Japanese professional wrestling promotions. Despite their common name, they did not share management, promotional style, or talent in any way.

Original Tokyo Pro Wrestling
The original Tokyo Pro Wrestling operated from 1966 to 1967.

In mid-1966, Japan Wrestling Association president Michiharu Toyonobori resigned his position and left the promotion, taking along with him some talent, including Katsuhisa Shibata (father of current All Elite Wrestling star Katsuyori Shibata) and the future Rusher Kimura (Masao Kimura). Antonio Inoki, who was coming back from a long excursion to the United States, chose to join him and create a new venture, Tokyo Pro Wrestling.

Tokyo Pro's biggest rising star was Inoki, who feuded with Johnny Valentine over the "United States" heavyweight title (as Valentine had held in California, Michigan and Ontario, he was "recognized" as champion by Tokyo Pro so as to lose the belt to Inoki). Inoki's feud with Valentine cemented him not only as a rising star, but also as a tough wrestler who could take on anyone, any style, anywhere.

Nevertheless, problems between Toyonobori and his business backers led him and Isao Yoshiwara to dissolve the promotion in 1967 and replace it with Kokusai Puroresu Kaisha (International Wrestling Enterprise/International Pro Wrestling), which would promote on a larger scale in Japan and eventually become the third most important men's promotion, after New Japan and All Japan, which would appear in 1972.

Tokyo Pro-Wrestling is also the place where Haruka Eigen, who was still active into his 60s wrestling for Pro Wrestling Noah, debuted. He joined Inoki and Shibata in going back to JWA.

Natives

 * Toyonobori
 * Antonio Inoki
 * Masanori Saito
 * Masao Kimura
 * Masaru Eigen
 * Katsuhisa Shibata
 * Sankichi Takasakiyama (Shoji Kai)
 * Tsuyoshi Sendai (Tokyo Joe/Joe Daigo)
 * Takeshi Oiso
 * Tadaharu Tanaka
 * Mammoth Suzuki
 * Mr. Suzuki/Matty Suzuki

Foreigners

 * Johnny Valentine
 * Johnny Powers
 * Sonny Myers
 * Dean Higuchi
 * Stan Stasiak
 * Steve Stanlee
 * Lucky Simunovich
 * Mysterious Medico (Lou Newman)

New Tokyo Pro Wrestling
The new version of Tokyo Pro Wrestling was started by former All Japan Pro Wrestling and Super World of Sports wrestler Takashi Ishikawa in 1994, and it was one of the many independents that arose following SWS's collapse. In 1996 they found a businessman by the name of Kotaro Ishizawa who was willing to bankroll the promotion using his bike messenger business, which enabled Ishikawa to bring foreigners, namely Abdullah the Butcher, 2 Cold Scorpio, and Sabu. It was their peak year, when they were able to hold feuds against WAR and UWFI, but economic problems relating to Kotaro Ishizawa's business' collapse sent Tokyo Pro Wrestling on a downward spiral.

The promotion was briefly reborn as Shin (New) Tokyo Pro Wrestling but remained in an even bigger obscure status. One of its top trainees, Shigeo Okumura, ended up spending more time competing for AJPW and eventually joined it in 2000, following the Pro Wrestling Noah split.

title: Tokyo Pro Wrestling


text:
Alois Senefelder

Johann Alois Senefelder (6 November 1771 – 26 February 1834) was a German actor and playwright who invented the printing technique of lithography in the 1790s.

Actor, playwright
Born Aloys Johann Nepomuk Franz Senefelder in Prague, then capital of the Kingdom of Bohemia, where his actor father was appearing on stage. He was educated in Munich and won a scholarship to study law at Ingolstadt. The death of his father in 1791 forced him to leave his studies to support his mother and eight siblings, and he became an actor and wrote a successful play Connoisseur of Girls.

Discovery, development of lithography
Problems with the printing of his play Mathilde von Altenstein caused him to fall into debt, and unable to afford to publish a new play he had written, Senefelder experimented with a novel etching technique using a greasy, acid resistant ink as a resist on a smooth fine-grained stone of Solnhofen limestone. He then discovered that this could be extended to allow printing from the flat surface of the stone alone, the first planographic process in printing.

He joined with the André family of music publishers and gradually brought his technique into a workable form, perfecting both the chemical processes and the special form of printing press required for using the stones. He called it "stone printing" or "chemical printing", but the French name "lithography" became more widely adopted. And with the composer Franz Gleißner he started a publishing firm in 1796 using lithography.

The value of the new cheap and exact reproduction process was recognized early by land surveying offices across Europe. Senefelder was appointed 1809 to be the Inspector of a new Institution set up for this purpose in Bavaria called the "Lithographic Institute" (Lithographische Anstalt) in Munich. Similar Institutions were subsequently set up under his supervision in Berlin, Paris, London and Vienna.

He secured patent rights across Europe and publicized his findings in 1818 in Vollstandiges Lehrbuch der Steindruckerei which was translated in 1819 into French and English. A Complete Course of Lithography combined Senefelder's history of his own invention with a practical guide to lithography, and remained in print as recently as 1977 (Da Capo Press).

Senefelder was also able to exploit the potential of lithography as a medium for art. Unlike previous printmaking techniques, such as engraving, that required advanced craft skills, lithography facilitated greater accuracy and textural variety, because the artist could now draw directly onto the plate with familiar pens. As early as 1803 André published in London a portfolio of artists lithographs, entitled Specimens of Polyautography.

In 1837, lithography had been further developed to allow full colour printing from multiple plates, and chromolithography was the most important technique in colour printing until the introduction of process colour.

Awards and legacy
Senefelder was decorated by King Maximilian Joseph of Bavaria and a statue of him stands in the town of Solnhofen, where lithographic stone is still quarried. A statue of Alois Senefelder by sculptor Rudolf Pohle was erected in 1892 in what was then known as Thusneldaplatz in Berlin. The name of the square was changed to Senefelderplatz in 1894. An U-Bahn station named Senefelderplatz was opened in 1913.

Alois Senefelder's contribution ranks alongside William Ged's invention of stereotyping, Friedrich Koenig's steam press and Ottmar Mergenthaler's linotype machine in its innovative effect. It made printing more affordable and available to more people, and was important in art and newspaper printing. Senefelder lived to see his process become widely adopted both for art printmaking and as the dominant method of pictorial reproduction in the printing industry. He died in Munich, where he is buried in the Alter Südfriedhof.

Several plant taxa have been named after him as well. The genus of Senefeldera (in the Euphorbiaceae family). and of Senefelderopsis (Euphorbiaceae).

title: Alois Senefelder


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Aerial Lift Bridge

The Aerial Lift Bridge, earlier known as the Aerial Bridge or Aerial Ferry Bridge, is a landmark in the port city of Duluth, Minnesota. The span began life in 1905 as the United States' first transporter bridge: Only one other was ever constructed in the country, Sky Ride in Chicago. The span was converted in 1929–1930 to a vertical-lift bridge, also rather uncommon, although there are six such bridges along Ontario's Welland Canal. It remains in operation. The bridge is owned and operated by the City of Duluth. The bridge was added to the National Register of Historic Places on May 22, 1973. The United States Army Corps of Engineers maintains a nearby maritime museum.

Bridge history
The bridge spans the Duluth Ship Canal, which was put through the miles-long sand spit named Minnesota Point – commonly called Park Point by locals – in 1870–1871. The natural mouth of the Saint Louis River is about 7 mi farther southeast, and is split between Minnesota and Wisconsin. Creating this gap in the sand spit meant that residents who lived on the new island needed to have a way to get across. Several transportation methods were tried, though they were complicated by the weather. Ferries could work in the summer, but ice caused problems in colder months. A swinging footbridge was used, but was considered rather rickety and unsafe.

In 1892, a contest was held to find a solution. The winning design came from John Low Waddell, who drew up plans for a high-rise vertical lift bridge. The city of Duluth was eager to build the bridge, which would have been about 130 ft wide. However, the War Department objected to the design, and the project was canceled before it could be built. Waddell's design went on to be built in Chicago, Illinois, as the slightly larger South Halsted Street Bridge, which was removed in 1932.

New plans were later drawn up for a structure that would ferry people from one side to the other. This type of span, known variously as an aerial transfer, ferry, or transporter bridge, was first demonstrated in Bilbao's Vizcaya Bridge in 1893 and one in France in 1898. Duluth's bridge was inspired by the one in France, though the actual construction is quite different. The architect was a city engineer, Thomas McGilvray.

When it was completed in 1905, the Aerial Bridge's gondola had a capacity of 60 short tons (54 tonnes) and could carry 350 people plus wagons, streetcars, or automobiles. A trip across the canal took about one minute, and the ferry car moved across once every five minutes during busy times of the day. A growing population on Minnesota Point, a greater demand for cars, and an increase in tourism soon meant that the bridge's capacity was being stretched to the limit.

A remodeling was planned that would remove the gondola and incorporate a lifting platform into the structure. The firm finally commissioned with designing the new bridge was the descendant of Waddell's company. The new design, which closely resembles the 1892 concept, is attributed to C.A.P. Turner. Reconstruction began in 1929. In order to ensure that tall ships could still pass under the bridge, the top span had to be raised to accommodate the new deck when raised. The support columns on either side were also modified so that they could hold new counterweights to balance the weight of the lifting portion. The new bridge first lifted for a vessel, the U.S. Army Corps of Engineers tugboat Essayons, on March 29, 1930.

The bridge can be raised to its full height of 135 feet in about a minute, and is raised about 5,000 times per year. The span is about 390 ft. As ships pass, there is a customary horn-blowing sequence that is copied back. The bridge's "horn" is actually made up of two Westinghouse Airbrake locomotive horns. Long-short-short is known as the Captain's Salute and is the most common of the ship signal exchanges. However, on November 10, the anniversary of the sinking of the SS Edmund Fitzgerald with all hands in Lake Superior, the Lift Bridge exchanges a special salute with the SS Arthur M. Anderson when it comes into Duluth Harbor in honor of the Fitzgerald and its crew as the Anderson was the last lake freighter to have contact with the Fitzgerald before it went down and was the first vessel on scene to search in vain for survivors. The exchange is known as the master salute consisting of the horn sequence of long-long-long-short-short.

The bridge was designated as a National Historic Civil Engineering Landmark by the American Society of Civil Engineers in 2017.

title: Aerial Lift Bridge


text:
USS Mapiro

USS Mapiro (SS-376), a Balao-class submarine, was a ship of the United States Navy named for the mapiro, a fish of the Gobioidea suborder occurring off the West Indies and the Atlantic coasts of Central America and Mexico.

Construction and commissioning
Mapiro was laid down by Manitowoc Shipbuilding Company at Manitowoc, Wisconsin, on 30 May 1944; launched on 9 November 1944, sponsored by Mrs. Philip H. Ross; and commissioned on 30 April 1945.

Operational history
Following trials on Lake Michigan, Mapiro entered a floating drydock at Lockport, Ill.; and was towed down the Chicago and Mississippi Rivers to New Orleans, La., to be readied for duty in the South Pacific. She sailed for the Canal Zone 31 May, arriving off Balboa 5 June for training. On 28 June the submarine got underway for Hawaii in company with USS Cutlass (SS-478), arriving Pearl Harbor 15 July.

Mapiro sailed for the Marianas on her first war patrol 4 August, arriving off Saipan the day Japan surrendered, 15 August. She remained on observation patrol until returning to the west coast in September, arriving at San Francisco for deactivation by 25 August.

On 16 March 1946, Mapiro decommissioned to enter the Pacific Reserve Fleet at Mare Island, Calif., 1 January 1947.

TCG Pirireis (S-343)

In 1960, Mapiro was converted to a Fleet Snorkel submarine. On 18 March 1960 she was transferred on loan under the Military Assistance Program to Turkey. The Turkish Navy renamed her TCG Pirireis (S-343), after Piri Reis (ca. 1465–1554), an Ottoman admiral and cartographer. She left San Francisco on 16 May 1960 for Istanbul via the Panama Canal, with her new Turkish crew. Pirireis arrived in Gölcük on 23 June 1960. She was commissioned into Turkish Navy the day after.

The submarine was struck from the US Naval Register, and sold outright to Turkey, 1 August 1973; she was scrapped by the Turkish Navy in 1973.

In 1983, a second ex-U.S. Navy submarine, the former USS Tang (SS-563), was renamed TCG Pirireis (S-343) reusing the same hull number.

title: USS Mapiro


text:
Ontario Highway 6

King's Highway 6, commonly referred to as Highway 6, is a provincially maintained highway in the Canadian province of Ontario. It crosses a distance of 480 km between Port Dover, on the northern shore of Lake Erie, and Espanola, on the northern shore of Lake Huron, before ending at the Trans-Canada Highway (Highway 17) in McKerrow.

Highway 6 was one of several routes established when Ontario first introduced a highway network on February 26, 1920, following several pioneer wagon trails. The original designation, not numbered until 1925, connected Port Dover with Owen Sound via Hamilton and Guelph. When the Department of Highways (DHO) took over the Department of Northern Development (DND) in 1937, Highway 6 was extended north through the Bruce Peninsula to Tobermory. In 1980, the entire length of Highway 68 on Manitoulin Island and north to Highway 17 became a northern extension of Highway 6. Small modifications were made to the route of Highway 6 in 1997, but it was largely untouched by provincial downloading.

Highway 6 is one of two highways in Ontario (the other being Highway 33) broken into two segments by a ferry. The Chi-Cheemaun ferry serves automobile traffic, connecting Tobermory with South Baymouth between May and October.

Port Dover to Hamilton
Highway 6 begins at Saint Patrick Street in the community of Port Dover, and stretches northward as a two-lane, undivided highway. The road travels into Haldimand County, through communities such as Jarvis and Hagersville, and the traffic flow increases. At Caledonia, the road bypasses the former Highway 6 section (Argyle Street) that passes the town centre of Caledonia and is routed outside the urban area Caledonia. This Caledonia Bypass was opened in 1983, and is a two-lane undivided freeway. The bypass terminates at Green's Road on the north side of Caledonia and Highway 6 proceeds eastbound on Green's Road for approximately 500 metres to Argyle St. North. Highway 6 then turns north on a four-lane undivided alignment for 5 km. Much of the old alignment north to near Rymal Road remains provincially maintained as unsigned Highway 7273.

In Hamilton, Highway 6 now uses a new alignment from Highway 403 to south of the Hamilton Airport, connecting with the southerly leg to Caledonia and Port Dover. The new alignment opened as an undivided two-lane freeway in November 2004, with capacity to expand it to full 4-lane divided freeway, and to extend to past Caledonia, by some time in the 2010s. As Highway 6 meets Highway 403 at a trumpet interchange, and there is a concurrency for 17 kilometres within Hamilton. The concurrency ends at the Highway 6 junction directional-T interchange, at the Hamilton/Burlington boundary, near the Royal Botanical Gardens where Highway 6 turns northward towards Clappison's Corners.

Hamilton to Guelph
The section of Highway 6 between Highway 403 in Hamilton and Clappison's Corners (the intersection at Highway 5 West / Dundas Street) was converted in 2009 to a freeway with an interchange at York Road. The interchange opened on May 23, 2009, and simultaneously, the intersection where Northcliffe/Plains Road met Highway 6 was closed permanently. A new service road was built on either side to connect Plains Road and various other residential streets to the York Road interchange. Previously a four lane arterial road with a centre turning lane, it is now a fully controlled-access expressway with two southbound lanes and three northbound lanes (the extra lane being for trucks climbing the steep escarpment) as well a concrete median barrier with high mast lighting.

North of Clappison's Corners, most of the route is four lanes for general traffic, plus one centre lane for left turns, allowing for high travel speeds as the typical flow varies between 100 and 120 km/h. However the section in Wellington County from Puslinch to Morriston (which is also known as Brock Road) has remained a two lane road since it runs through several small towns where it lacks sufficient right-of-way for widening. As this narrow segment suffers from significant congestion, a bypass is being considered which will connect to the Hanlon Expressway at Highway 401.

North of Morriston when Brock Road meets Highway 401 at a Parclo A2 interchange (the exits from Highway 401 are displayed as "Highway 6 South"), while through traffic on Brock Road continues as Wellington Road 46, the current Highway 6 designation is instead multiplexed with Highway 401 west of that junction. Although Wellington Road 46 (the previous alignment of Highway 6 prior to the opening of the Hanlon) does provide a more direct route to Guelph, the combination of Highway 401 and the Hanlon Expressway serves as an express bypass. The section where Highway 6 is concurrent with the Highway 401 freeway has the highest AADT (Annual Average Daily Traffic), at 85,000 automobiles per day in 2002. The Highway 6 routing splits from Highway 401 at a trumpet interchange with the Hanlon Expressway (the on-ramps from Highway 401 are signed as "Highway 6 North").

In Guelph, the road travels along the full length of the Hanlon Expressway (also known as the Hanlon Parkway), a four lane divided highway with mostly signalized level intersections and a couple grade-separated interchanges. The Ministry of Transportation is presently investigating the possibility of upgrading it to 400-series freeway standards by removing the remaining intersections. For 4 km Highway 6 is concurrent with Highway 7, from the Wellington Street interchange north to where the Hanlon Expressway ends at Woodlawn Road. At Woodlawn, Highway 7 turns west onto Woodlawn Road, while Highway 6 turns east onto Woodlawn Road. Following Woodlawn, Highway 6 then turns north onto Woolwich Street, leaving the city of Guelph.

Guelph to Owen Sound

As Highway 6 leaves Guelph and heads northwards through Wellington County, it narrows to two lanes and passes through farmland. The route meanders northward for 17 km before entering Fergus, where it meets County Road 18 and County Road 19. North of Fergus, Highway 6 winds northwest for another 17 kilometres into Arthur meeting County Road 109 (former Highway 9) just south of the town. After exiting Arthur, the route continues northwest for 22 km before entering Mount Forest and meeting an intersection with Highway 89.

The route enters Grey County as it curves and meanders northward into farmland. It progresses north for another 22 kilometres to Durham, where it intersects Highway 4. It continues for another 31 km to Chatsworth, where it meets Highway 10 and travels northward concurrent with Highway 10 for 13 km into Owen Sound. There it encounters an intersection, where Highway 10 ends; from here, Highway 26 continues runs north and then east to Collingwood and Barrie, while Ontario Highway 21 travels east and then south towards Sarnia. Highway 6 turns west onto Highway 21, forming the only wrong-way concurrency in Ontario (Highway 6 westbound traffic is labelled as going north, while Highway 21 westbound traffic is labelled as travelling south). The two routes pass through downtown Owen Sound and onwards into Springmount, where they disembark from one-another; Highway 21 continues west, while Highway 6 turns north into the Bruce Peninsula.

Owen Sound to Tobermory
At Springmount, Highway 6 ends its concurrency with Highway21, and continues northwards into the Bruce Peninsula. The road remains as a two-lane highway for its full length up to Tobermory. Highway6 spans 110 km across the peninsula. It passes through communities such as Shallow Lake, Hepworth, Wiarton, and Ferndale. It is named Berford Street in Wiarton, and 10th Street in Owen Sound. Along the road, Bruce Peninsula National Park can be found. At Tobermory, the highway travels along Carlton Road and Front Street, where motorists must queue for the Chi-Cheemaun ferry to continue onwards to Manitoulin Island. The journey by ferry traverses waters of both Georgian Bay and Lake Huron, and takes approximately 1 hour and 45 minutes. The ferry service is not available from mid-October to early May.

South Baymouth to McKerrow
The Chi-Cheemaun ferry docks at South Baymouth, and Highway6 continues as a two-lane highway. Highway6 is both the main means of connection between Manitoulin Island and the rest of Ontario and the major highway on Manitoulin Island. Highway 540 and Highway 542 on Manitoulin Island link back to Highway6. The section from South Baymouth to the Highway542 junction has the least traffic on a given day, with an average of 610vehicles passing as measured in 2010.

Highway 6 continues north, passing through communities such as Manitowaning, Sheguiandah, and Little Current. At Little Current, Highway6 crosses the North Channel by the Little Current Swing Bridge, which swings open for 15minutes of each daylight hour in the summer to allow boats to pass through the channel. As of 2021, studies by the MTO have proposed replacing the aging structure with a two-lane crossing.

After crossing the North Channel, Highway 6 climbs through the La Cloche Mountains near Whitefish Falls. Eventually, it arrives in Baldwin, north of Espanola, ending at Highway 17 in the community of McKerrow, 117 km from South Baymouth.

Wagon trails
Prior to the establishment of Ontario's provincial highway network in 1920, the route that would become Highway 6 was composed of several early wagon trails created during the early settlement of what was then known as Upper Canada. These trails carved through an otherwise barren wilderness, connecting distant townsites: the Hamilton–Dover Plank Road between Port Dover and Hamilton, the Brock Road between Hamilton and Guelph, and the Garafraxa Road between Guelph and Sydenham (renamed to Owen Sound in 1851) — were opened in the 1830s and 1840s. Further north, the Southwest Diagonal and the Centre Road were built through the Bruce Peninsula in the 1840s and 1920s, respectively.

In 1837, Charles Rankin was hired by the Canada Company to survey a line between Guelph and a new town site on the southern shore of Georgian Bay known as Sydenham. The Canada Company was formed by several British investors to purchase, open, and settle the Huron Tract, a vast wilderness stretching from Guelph north to Georgian Bay and west to Lake Huron. Rankin's line crossed too many natural obstacles, a result of the tendency to build roads that were straight rather than following the natural topography. Consequently, a new line was surveyed in 1840 by the company's own surveyor, John McDonald, and construction along this new route began. Around the same time, the Van Norman Company constructed a plank road between Port Dover and Hamilton known as both the Hamilton Plank Road and the Dover Road. By 1848, the 119 km Garafraxa Road between Guelph and Sydenham was completed.

The remaining section between Hamilton and Guelph, known as the Brock Road, was constructed between 1848 and 1850 over the Guelph and Dundas wagon road. The wagon road, merely a trail through the forest, was cleared by the Canada Company in the 1820s to connect the fledgling town of Guelph with the established harbour at Hamilton, thus encouraging settlers to venture inland.

Further north, the Southwest Diagonal was surveyed in 1842 by Charles Rankin to provide a short route from the Sydenham townsite to the Hepworth townsite. This route passed through a large swamp and as a result remained an unimproved one lane trail into the 1920s. The Centre Road, the spine of the Bruce Peninsula, was built by the Department of Northern Development in the early 1920s, providing access to communities north of Wiarton. The route followed a telegraph line between Lion's Head and Tobermory and opened up a large area previously accessible only by water.

The latter two would not be incorporated into the original route of Highway 6.

Provincial highway
When Ontario's Department of Public Highways first established a network of provincial highways on February 26, 1920 to be eligible for federal funding, it included the Hamilton and Dover Plank Road, the Brock Road and the Garafraxa Road. These roads were assumed from the various counties that held jurisdiction over them – Norfolk, Haldimand, Wentworth, Wellington and Grey – throughout June, July and August 1920.

Within Wentworth County, the construction of the Clappison Cut through the Niagara Escarpment was underway by 1921, with the aim of bypassing the winding old route that is known today as Old Guelph Road. The new route, which travelled straight along the boundary between East and West Flamboro, was assumed on January12, 1921. The province and the City of Hamilton also constructed several new bridges across Cootes Paradise to create a new northwest entrance into Hamilton. The new entrance, connecting the Toronto–Hamilton Highway (later Highway2) with the incomplete route up the escarpment to Clappison's Corners, was ceremonially opened by the Minister of Public Works and Highways, Frank Campbell Biggs, on August23, 1922. The Clappison Cut was completed and paved in 1924.

 * Clappison Cut construction, 1920–1924

Highway5 and Highway6 travelled concurrently from Highway8 (Main Street) in downtown Hamilton to Clappison's Corners when route numbers were assigned in 1925. Highway5 was 127.4 km long at this time. This situation was short lived however, as Highway5 was redirected west from Clappison's Corners to Peters Corners to meet Highway8 on May25, 1927. Highway6, in turn, assumed the route of Highway5 south to Jarvis. The route was extended further west in 1930, when the newly-renamed Department of Highways (DHO) assumed the road from Highway8 at Peters Corners to Highway24 west of St. George, as well as the Governor's Road between Highway24 and Highway2 at Paris. The 19.0 km road between Highway8 and Highway24, through Beverley and South Dumfries was designated on June18, while the 6.8 km section of the Governor's Road, along the boundary between South Dumfries and Brantford Township, was designated several months later on September24. These two segments were connected by a concurrency with Highway24. This brought the length of the route to 114.3 km, including the approximately 16.1 km of Bloor Street and Danforth Avenue between Jane Street and Sibley Avenue, within the Toronto city limits. Below the escarpment, the highway followed what is now the Old Guelph Road, meandering into Hamilton.

South of Hamilton, the road to Jarvis was numbered as Highway 5 when route numbers were assigned in the middle of 1925. Highway 5 and Highway 6 travelled concurrently from downtown Hamilton to Clappison's Corners. However, on May 25, 1927, several route numbers were revised, including Highways 5 and 6. Highway 5 was redirected west from Clappison's Corners to Peter's Corners to meet Highway 8. Highway 6, in turn, assumed the route of Highway 5 south to Jarvis. Exactly two weeks prior, on May 11, the Department of Public Highways had assumed the road between Jarvis and Port Dover; this also became a section of Highway 6, establishing its southern terminus for the next seven decades.

North of the escarpment to Highway 401, Highway 6 follows the same route that it did in 1920, the Brock Road. North of Highway 401, which didn't exist before the 1950s, the route continued through Guelph along what is now Gordon Street, Norfolk Street and Woolwich Street. This section has since been replaced by the Hanlon Expressway, built throughout the 1970s.

North of Guelph to Owen Sound, the route also follows the same route as it did in 1920, with some small deviations. The section from Fergus north towards Arthur followed the route was of the old Fergus and Arthur Road Company. A "cheap attempt" at paving had been made in the 1920s. The section was straightened, widened and paved with asphalt-based "penetration pavement" in 1930.

On April 1, 1937, the Department of Northern Development was absorbed into the Department of Highways, which subsequently took over many development roads as provincial highways. Most of the northern sections of Highway 6 were included amongst these. Highway 68 was designated from Little Current north to Espanola on August 11, 1937. Two weeks later, on August 25, Highway 6 was designated in Bruce County, from Wiarton north to Tobermory. The section within Grey County was designated several months later on November 3. The lone remaining section of what would eventually become today's Highway 6, across Manitoulin Island, was not designated until December 7, 1955. The entirety of Highway 68 eventually became part of Highway 6 in the early to mid- 1980.

Expressways and bypasses
Under the leadership of Thomas B. McQuesten, who would soon introduce the freeway to Ontario, a new grand entrance to Hamilton was planned. It would cross the Desjardins Canal and terminate at a traffic circle, with Highway 2 continuing east and Highway 6 north. This new road, known as the Longwoods Road Extension, was built partially as a depression-relief project in the early 1930s. Upon completion in 1932, Highway 2 and Highway 6 were routed off the Old Guelph Road onto the new route into Hamilton. This configuration remained until the construction of Highway 403 during the early 1960s, which was built over the Longwoods Road Extension.
 * Longwoods Road extension

Mount Hope Bypass

Due to the narrow spacing of buildings in the village of Mount Hope, a bypass of the village was built in the mid- to late 1950s. The original route is now known as Homestead Drive. The bypass opened on April 26, 1957, at which point the old routing was decommissioned. It was subsequently bypassed, when the new Highway 6 opened to the southwest of John C. Munro Hamilton International Airport, on November 26, 2004.

Hanlon Expressway

With the rapid suburban expansion of Guelph in the 1950s and 1960s, a revised transportation plan was conceived to handle the increasing traffic load. The Guelph Area Transportation Study was completed in 1967, and recommended a new controlled-access highway to allow through-traffic on Highway 6 to bypass the city. Route planning, engineering and design began on October 2, 1967 and was subsequently completed in 1969. Construction began between Waterloo Avenue and Stone Road in 1970; this section opened on June 28, 1972. The next section, from Stone Road to Clair Road, opened in October 1973. Work on the northern section from Waterloo Avenue to Woodlawn Road began in August 1974. It and the final section south to Highway 401 were opened on November 7, 1975.

Initially, the 15.4 km road featured no interchanges. However, the MTO has long-intended to upgrade the route to a freeway. Construction of the Wellington Avenue interchange began in October 1998; it opened in July 2001. On April 30, 2012, construction began on the Laird Road interchange. It partially opened on the week of November 11, 2013, and was fully opened on November 29, 2013, in a public ceremony attended by local officials as well as Guelph MPP Liz Sandals.

Caledonia Bypass

In 1976, a corridor study was completed on Highway 6 between Port Dover and Hamilton, indicating a need for a bypass of Caledonia due to the aging multi-span bridge over the Grand River, to improve capacity to the developing areas of Nanticoke near Lake Erie, and to reduce the high-volume of truck traffic passing through the town. Construction began in late 1979 on structures to cross the Grand River and to carry rail lines and three crossroads over the bypass. The bypass was completed in the fall of 1983. The old route through Caledonia is now known as Argyle Street.

Downloading and changes since
On April 1, 1997, Highway 6 was decommissioned south of Hepworth to Highway 21. The entire length of Highway 70 was subsequently renumbered Highway 6 to rectify the discontinuity. On the same day, the section between the southern terminus at former Highway 24 to the west side of the Lynn River. These reduced the length of Highway 6 from 488.5 km to 472.4 km.

A new 9.7 km segment of Highway 6 was opened to the southwest of John C. Munro Hamilton International Airport in 2004. This building of this route had been planned since the construction of the Caledonia Bypass in 1983. However, concrete plans were not announced until January 1993. However, it had already drawn criticism due to an old-growth forest located in the path of the route. The planned highway would cost a projected $100 million. However, these plans never came to fruition, and by 1997 a new, shorter route was in the planning stages. Construction of the $33 million route was announced on May 26, 2000 by Transportation Minister David Turnbull, and began in July 2003.

The new route was opened on November 26, 2004. The section through Hamilton at the time followed Upper James Street through the Claremont Access onto the one-way pairings of Wellington Street and Victoria Avenue then Main Street and King Street. It turned north on Dundurn Street and crossed Cootes Paradise via York Boulevard before turning onto Plains Road and meeting the current route at the now-closed intersection. The responsibility for this routing was subsequently transferred to the City of Hamilton.

In early 2002, it was announced that the section of Highway 6 north of Hamilton, from Highway 403 north to beyond Highway 5, would be widened to a five lane freeway, with the northbound carriageway featuring an additional truck-climbing lane. This work began in 2006, widening and dividing the highway up the Clappison Cut. The York Road interchange opened on May 23, 2009, following completion of this work. The Plains Road/Northcliffe Avenue intersection was closed the night before and a new section of Plains Road opened on the same day as the interchange. The project to upgrade this segment of Highway 6 was $34 million.

Future
Three sections of Highway6 are undergoing planning as of 2022.
 * Highway6 South (from Upper James Street south of Mt. Hope to Highway403) is proposed four-laning around John C. Munro Airport that is undergoing preliminary design as of February17, 2022
 * The Morriston Bypass (from Maddaugh Road, south of Puslinch, to Highway401 west of Morriston) is a proposed new two or four lane alignment of Highway6 currently in early works construction.
 * The Hanlon Expressway Mid-Block Interchange project will result in a new interchange between Wellington County Road34 and Maltby Road, as well as the removal of the existing intersections between the Hanlon Expressway and those two roads. A design–build contract for this work was awarded in February 2022.

title: Ontario Highway 6