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Automatische treinbeïnvloeding

Automatische TreinBeïnvloeding or ATB ('Automatic train control') is a Dutch train protection system first developed in the 1950s. Its installation was spurred by the Harmelen train disaster of 1962.

ATB operates by the train collecting electrical signals from line-side apparatus and will override the driver's controls in the following situations:

 * a) failure to reduce speed at a caution signal (ATB will slow the train sufficiently to stop at the next signal).
 * b) failure to observe speed limit (ATB makes an immediate emergency brake application)

ATB-EG
ATB-EG (ATB Eerste Generatie English: ATB First Generation) is based on the American Pulse Code Cab Signaling system. It is installed on all major Dutch rail lines

Technical overview
ATB-EG controls 5 speeds: 40 km/h, 60 km/h, 80 km/h, 130 km/h and 140 km/h. Just like Pulse Code Cab Signaling the system works by sending pulses along the AC track circuit. When the circuit is closed by the train's front wheels an electromagnetic field is created with each pulse. These fields electromagnetically energise two coils in front of the leading axle which feed the pulses to the ATB-system. The onboard ATB system works out the amount of pulses per minutes and translates this to the 5 codes Yellow, Yellow6, Yellow8, Yellow13 and Green with corresponding speeds of 40, 60, 80, 130 and 140 km/h or so-called volle materieelsnelheid (full train speed). If the train's maximum allowed speed is lower (as for instance the SGM), the speed settings above its maximum speed will be omitted.

Operation
The speed limit enforced by ATB-EG is presented to the driver by a row of lights, with the current cab signal illuminated, (Mat 64, SLT, PROTOS and THALYS) which can be integrated into speedometer (ICM and SGM) or either a red needle (VIRM, DDAR and Loc 1700) or yellow LED (FLIRT and GTW) on the outside of the speedometer. The driver will be informed of a speed change with a short "ding". If the a driver exceeds the current ATB-speed by 5 km/h a bell will start to ring continuously. If the driver does not brake within 3 seconds the ATB will initiate an emergency brake application.

When a stretch of track has an ATB code for a lower speed, due to a lower track speed or a diverging switch etc., the section before it will carry that code as well. A signal or sign guarding the first section will inform the driver of the oncoming speed reduction and upon entering that block the ATB will change to the target speed. According to the ATB the train is now overspeeding so it will initiate the continuous bell, informing the driver that he needs to start braking. Once again, if the driver does not brake within 3 seconds the ATB will initiate an emergency brake application. The system will stop the warning once the driver is braking sufficiently, this is checked by means of the so-called remcriterium (English: brake criterion). The remcriterium is based on either the brake pipe pressure, brake cylinder pressure or the position of the brake lever. This should ensure the train reaches the target speed before the next block, but it often proves inadequate. When the train is within the 5 km/h margin of the target speed the system rings three short bells, informing the driver that he is allowed to stop braking.

Failsafe
After passing a red signal and entering a section already occupied by another train, the track circuit is already shorted by the other train preventing the signal from reaching the train passing the red signal. Therefore, the absence of a signal is interpreted as the most restrictive signal, making the system fail-safe. To allow driving on sight onto occupied track, which cannot be discerned from passing a red signal using a system like this, receiving no signal was chosen to be interpreted as a speed limit of 40 km/h.

Design limitations
ATB-EG has a number of drawbacks when compared to modern systems like ETCS

 * 1) ATB-EG does not enforce speeds below 40 km/h.
 * 2) The system only has 5 speed settings, leaving room for overspeeding.
 * 3) ATB-EG does not allow speeds above 140 km/h while there are lines designed with a higher speed limit.
 * 4) The braking power enforced by ATB-EG often proves insufficient.
 * 5) Rails are also used as return for the catenary, it is therefore possible for electric trains to interfere with the ATB signal.
 * 6) ATB EG will only work with good contact between the rails and train wheels.

One of the early system's design limitations was the inability to enforce speeds below 40 km/h. Several accidents at train stations and railroad yards occurred because the driver failed to stop at a red signal and ATB did not intervene, as it had already enforced a speed below 40 km/h. Strange as this limitation may seem, there was a reason for it. The main purpose of ATB was to prevent overspeeding and failing to respond to yellow signals, at the time it was deemed unlikely a driver would miss a red signal when traveling below 40 km/h and expecting one. It is seen as a problem now as numerous accidents have occurred and safety regulations became stricter over time.

The gaps between each speed setting form a problem. If there is no matching speed setting for the current speed limit, the next speed setting above it will be enforced. The biggest gap falls between 80 and 130 km/h, meaning ATB EG will allow a train to drive 130 km/h in a 90 km/h zone.

Another drawback is the maximum speed being set to 140 km/h. Tracks with a design speed of up to 160 km/h cannot be used up to full speed because ATB-EG does not allow this. This is becoming more of an issue with the ever-growing rail traffic. ATBM+ has later been developed to raise this speed to 160 km/h.

Vossloh G2000 locomotives equipped with ATB EG suffer from some unwanted emergency brake applications. This is because the brake pipe pressure, on which the brake criterion is based, takes 4 to 5 seconds to drop, while the ATB intervenes in 3 seconds. FLIRT trains have the same problem as the G2000 locomotives, because their brake criterion is based on the brake cylinder pressure. Additionally the brake criterion can "vanish" when the anti-lock braking system engages, because the system could reduce the brake pressure below the point to comply with the brake criterion. This will also result in an emergency brake application.

Enhancements
Over the years multiple enhancements were introduced to overcome some of the system's flaws.

ATBM+ is designed to raise the maximum speed from 140 to 160 km/h. This system is only installed on line between Hoofddorp and Den Haag Mariahoeve and is currently solely used by Thalys trains

ATB-Plus-Plus is designed to reduce "Stoptonend Sein (STS)-passages" (English: Signals Passed At Danger) by applying an emergency brake after passing a signal at danger. It compensates the original design flaws in speeds below 40 km/h where no forced braking was possible in case of passing stop signals.

ATB-Vv (Verbeterde versie English: Improved version) is the latest evolution of ATB-Plus-Plus. It is enhanced with three beacons in distance of 120, 30 and 3 m before the attributed signal, using technology comparable with German PZB. After activation by ATB-Vv the movement of the train is self-controlled with regard to the braking curve. So the chance of a "Stoptonend Sein (STS)-passages" (English: Signals Passed At Danger) is minimal. The system is not fail-safe as a broken beacon will result in the train not braking automatically.

ATB-NG
Since 1990 a second generation, ATB-NG (ATB Nieuwe Generatie English: ATB New Generation), has been developed to overcome all the problems posed by ATB-EG. The systems is completely different from ATB-EG and operates nearly equal to ETCS Level 1, ATB-EG and ATB-NG can both can safely be installed at the same track as they do not interfere with each other. Trainborne ATB-NG equipment is also able to receive ATB-EG signals, making the system backwards compatible. Because major, electrified routes received priority when installing ATB-EG, ATB-NG is almost exclusively found on diesel-lines as these were the only unprotected routes when the system came out. One exception is the former diesel line between Zwolle and Wierden which was electrified between 2016 and 2017.

Operation
The system works by conveying movement authorization via balises between the tracks, called beacons, located next to signals and in other strategic places. These beacons are offset towards the left as seen from the driver, making the system directional. The system manages the maximum speed, maximum travel distance, the exit speed and the "release-speed". Speed limits are set in 10 km/h intervals from 0 through 200 km/h and indicated by a yellow LED next to the maximum speed on the speedometer. If the train exceeds the maximum speed by more than 2,5 km/h the LED will start to flash and from 5 km/h above the maximum speed a bell will ring. If the maximum speed is exceeded by 7,5 km/h the emergency brakes will be applied. Braking is managed by a brake-curve relative to the weight of the train. When the train approaches the point where it needs to start braking, the yellow LED will jump to the target speed and a red LED will light up at the former position. The red LED will steadily decrease towards the target speed, ensuring the driver brakes accordingly. If the train speed exceeds the red LED by 7,5 km/h a brake application is induced. When the train reaches the target speed three short bells will sound, informing the driver that he can stop braking, and the red LED will disappear. The exit speed, which has to be reached when the movement authority ends, is displayed by a dot-matrix below the speedometer. An illuminated bar next to the speedometer shows the remaining distance until this speed has to be reached. When the exit speed is the same as the current speed the bar will remain dark. If the movement authority ends before the next beacon is reached, the train can continue with a specified "release-speed", often 30 km/h, until it receives new authority from the next beacon.

Flaws
One weakness of the system is wheelslip caused by slippery rails. ATB-NG measures the traveled distance by counting the wheel rotations, the system will think the train is ahead of its actual position when the wheelspin occurs. This can result in premature brake interventions when approaching a red signal as the system thinks the train has already passed the signal, while it might still be several meters away.

Another problem is the fact that ATB-NG can't react to signal changes. If a red signal clears ATB-NG will still force the train to stop and only let it creep forward until it reaches the next beacon. This issue can however be solved by installing ATB loops which enable the system to pick up signal updates in a stretch of track before the signal.

An issue with the ATB-NG system as a product is the patent held by ACEC-Alstom, which limits other manufacturers to supply the system and the fact that it offers poor interoperability with other systems.

Implementation
The implementation is shown in the map above. Beside intermediately closing of functional gaps, new constructed lines will use European Train Control System (ETCS) as part of the assigned standard ERTMS. ETCS is already in use on Betuweroute line and HSL-Zuid.

title: Automatische treinbeïnvloeding


text:
Talk:Spiceworld (album)

Fair use rationale for Image:Spicegirls-spiceworld.jpg
Image:Spicegirls-spiceworld.jpg is being used on this article. I notice the image page specifies that the image is being used under fair use but there is no explanation or rationale as to why its use in this Wikipedia article constitutes fair use. In addition to the boilerplate fair use template, you must also write out on the image description page a specific explanation or rationale for why using this image in each article is consistent with fair use.

Please go to the image description page and edit it to include a fair use rationale. Using one of the templates at Fair use rationale guideline is an easy way to insure that your image is in compliance with Wikipedia policy, but remember that you must complete the template. Do not simply insert a blank template on an image page.

If there is other fair use media, consider checking that you have specified the fair use rationale on the other images used on this page. Note that any fair use images uploaded after 4 May, 2006, and lacking such an explanation will be deleted one week after they have been uploaded, as described on criteria for speedy deletion. If you have any questions please ask them at the Media copyright questions page. Thank you.

BetacommandBot (talk) 22:09, 5 December 2007 (UTC)

Lack of information
This is article has hardly any information, it is one of the best selling albums of all time and hardly anything is said about it  —Preceding unsigned comment added by 94.10.141.122 (talk) 22:26, 12 November 2010 (UTC)

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. Editors desiring to contest the closing decision should consider a move review. No further edits should be made to this section.

The result of the move request was: Not moved. Nathan Johnson (talk) 17:46, 29 May 2013 (UTC)

– Pretty much unquestionably the primary topic. Unreal7 (talk) 09:37, 21 May 2013 (UTC)
 * Spiceworld (album) → Spiceworld
 * Spiceworld → Spiceworld (disambiguation)
 * Oppose really sorry but Spice World (film) seems equally mentioned in Google Books. In ictu oculi (talk) 14:05, 21 May 2013 (UTC)
 * Oppose per In ictu oculi. The film is often referred to as "Spiceworld". Peter James (talk) 22:58, 21 May 2013 (UTC)
 * Support. So use a hatnote.  Powers T 02:28, 22 May 2013 (UTC)
 * 'Support. I agree with what User:Powers said. -SuperHotWiki (talk) 03:32, 22 May 2013 (UTC)
 * Oppose "Spiceworld" should redirect to the film -- 65.94.76.126 (talk) 07:50, 22 May 2013 (UTC)
 * Oppose - Neither is primary. Why would a notable album be more recognized and primary than a notable film? Or the other way around? The album is less viewed than the film, but... well, back then, the album was more well-received than the film. Also, do not redirect "spiceworld" to either film or article; the title should stay as of the dab page. --George Ho (talk) 06:51, 23 May 2013 (UTC)
 * It doesn't matter which is more recognized; the two titles are sufficiently different that a hatnote is sufficient for disambiguation. Powers T 17:56, 23 May 2013 (UTC)
 * Here we go again; if moved, hatnotes can change or be removed, and dab pages can change. --George Ho (talk) 19:42, 23 May 2013 (UTC)
 * I refuse to believe that the Spice World film is more recognizable. The album was more successful than the film and the album came out first.--SuperHotWiki (talk) 23:27, 23 May 2013 (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 or in a move review. No further edits should be made to this section.

Studio and Soundtrack album
This album (just like 'Glitter' by Mariah Carey) should be listed as a studio album and a soundtrack. I know the body of the article mentions it, but so should the lead and the infobox (as before). The Spice Girls themselves have described it as a soundtrack album. Israell (talk) 18:27, 4 November 2015 (UTC)

External links modified
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title: Talk:Spiceworld (album)


text:
Wikipedia:Articles for deletion/David Haskins

David Haskins and David Hankins
David Haskins and David Hankins was proposed for deletion. This page is an archive of the discussion about the proposed deletion. This page is no longer live. Further comments should be made on the article's talk page rather than here so that this page is preserved as an historic record. The result of the debate was delete.

Article on an unimportant contestant in the Jeopardy TV game show. silsor 04:35, Dec 1, 2004 (UTC) From the page creator on Talk:David Haskins:
 * Delete - subject will be utterly forgotten within a month. -- Paul Richter 04:45, 1 Dec 2004 (UTC)
 * The episode of Jeopardy! being discussed is notable, the losing contestant is not. Delete. - Vague | Rant 04:59, Dec 1, 2004 (UTC)
 * Delete - as above Cdc 05:13, 1 Dec 2004 (UTC)
 * "Don't delete a perfectly good page..."

 * Delete - the person who dethroned Ken Jennings is notable, the person who lost to both of them isn't. --Carnildo 06:40, 1 Dec 2004 (UTC)
 * Delete - Who cares about who came third? --OntarioQuizzer 06:44, 1 Dec 2004 (UTC)
 * Do Not Delete - This page doesn't fall into any of the categories in the Deletion Guidelines. I think Mr. Haskins was an important part of the final episode's story -- Ken (quiz whiz) loses to a mild-mannered realtor from Ventura County, California, while the other quiz whiz goes negative.  It's part of the story to me.  Maybe not to others, but who cares?  Pages are cheap and, as I said, I don't see anything in the deletion guidelines that says we should delete a page because it doesn't interest someone.  If it's in there and I'm wrong, please point it out.
 * "Delete if you want" because I AM David Hankins and I know that Ken and Nancy is the real story here. I got my screen shot (but please note the spelling error if, God willing, this page is saved)
 * "Don't Delete!" - I was in the audience that day - it was a pretty exciting episode. I mean, this was probably the best episode for this poor guy to crash and burn on, all things considered. Also, I think his name is Hankins, not Haskins.
 * Delete - No more notable than the other 148 people that lost during Ken Jennings' run. Dave6 18:39, 1 Dec 2004 (UTC)
 * Delete. Jayjg 19:29, 1 Dec 2004 (UTC)
 * Delete. First of all, this article is more like a stub.  Second of all, if it is going to be kept, his name needs to be spelled correctly, if it is indeed incorrect.  And third of all, there are only three lines in the article!  Someone needs to put much more info into it.  --Super-Magician 22:54, Dec 1, 2004 (UTC)
 * Delete. And someone does NOT need to put more info into it. It's just going to get deleted anyway. And even Zerg doesn't deserve her own article. She should be mentioned on the Ken page; she's a footnote in the Jennings saga. -R. fiend 00:00, 2 Dec 2004 (UTC)
 * "No Reason for delete" -- It would be useful to have some information on all jeopardy guests. Why not just leave it there.  With a bit more information it might be nice to see how he lost. [ --User:129.252.196.214 ]
 * You're kidding right? All Jeopardy guests? Several thousand articles on Jeopardy contestants? Just what every encyclopedia needs. Oh, and I can tell you how he lost right now: he got too many answers wrong. See? Not such an interesting story after all. -R. fiend 01:01, 2 Dec 2004 (UTC)
 * Delete this article and also David Hankins, which was directly copied over from this page (not nominated for deletion yet). Google results: 11 for "David Haskins" jeopardy (only the Wikipedia one had to do with the contestant), and 8 for "David Hankins" jeopardy.  Clearly not notable.  --Idont Havaname 01:16, 2 Dec 2004 (UTC)
 * Delete. Gemtiger 05:17, 2 Dec 2004 (UTC)
 * Delete. Jonathunder 06:00, 2004 Dec 2 (UTC)
 * Delete. Not notable. --Improv 06:17, 2 Dec 2004 (UTC)
 * Delete. Aerion 05:13, 5 Dec 2004 (UTC)

This page is now preserved as an archive of the debate and, like other '/delete' pages is no longer 'live'. Subsequent comments on the issue, the deletion or on the decision-making process should be placed on the relevant 'live' pages. Please do not edit this page.


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Francis Asbury Roe

Francis Asbury Roe (October 4, 1823 – December 28, 1901) was an admiral in the United States Navy who served during the American Civil War.

Biography
Born in Elmira, New York, Roe entered the United States Navy as a midshipman on October 19, 1841, and graduated from the United States Naval Academy in Annapolis, Maryland in 1848.

Roe left the Navy for eleven months, from June 1848 to May 1849, serving aboard the mail steamer SS Georgia.

After he returned to the Navy, he was assigned to the brigantine USS Porpoise (1836) and served in an expedition to chart the North Pacific. Cape Roe on the Japanese island of Tanegashima was named for him during this expedition. In 1854, while serving in Porpoise on the Asiatic Station, he participated in an engagement with 13 Chinese armored junks off Macau. Six of the junks were sunk and the others were scattered.

Roe received his commission as master on August 8, 1855, and as lieutenant on September 14 of the same year. From 1857 to 1858 he served in the United States Coast Survey.

During the Civil War, in April 1862, he was recommended for promotion for gallantry for his actions on board the screw steamer USS Pensacola (1859) while serving as executive officer, as that ship led Admiral David Farragut's starboard column past Fort Jackson and Fort St. Philip. He was promoted to lieutenant commander on July 16, 1862, and placed in command of the gunboat USS Katahdin (1861) on the Mississippi River. While commanding Katahdin, Roe defeated Confederate general John C. Breckinridge's attack on Baton Rouge, Louisiana.

Roe was ordered to command the side-wheel steamer USS Sassacus (1862) on the North Atlantic Blockading Squadron in September 1863, and captured and destroyed several blockade runners in the sounds of North Carolina. Eight months later he was again commended for gallantry for engaging the Confederate ram CSS Albemarle and capturing the gunboat CSS Bombshell on May 5, 1864.

After the end of the war, Roe commanded the iron-hulled warship USS Michigan (1843) on the Great Lakes. He was promoted to commander on July 25, 1866, and given command of the steamer USS Tacony (1863) on a special mission to Mexico. Roe served as fleet captain for the Asiatic Station from 1868 to 1871.

Roe was promoted to captain on April 1, 1872, and commanded the screw sloop USS Lancaster (1858) on the Brazil Station from 1874 to 1875. He was promoted to commodore on November 26, 1880, and to rear admiral on November 3, 1884, while serving as governor of the Naval Asylum at Philadelphia, Pennsylvania. He was transferred to the retired list on October 4, 1885.

Roe died in Washington, D.C., on December 28, 1901, aged 78, and is buried in Arlington National Cemetery.

Namesake
The United States Navy has named two destroyers USS Roe in his honor.

title: Francis Asbury Roe


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Fluid inclusion

A fluid inclusion is a bubble of liquid and/or gas that is trapped within a crystal. As minerals often form from a liquid or aqueous medium, tiny bubbles of that liquid can become trapped within the crystal, or along healed crystal fractures. These inclusions usually range in size from 0.01 mm to 1 mm and are only visible in detail by microscopic study, however specimens of fenster or skeletal quartz may include thin sheet-like inclusions that are many millimetres in length and breadth within their lamellar voids.

These inclusions occur in a wide variety of environments. For example, they are found within cementing minerals of sedimentary rocks, in gangue minerals such as quartz or calcite in hydrothermal circulation deposits, in fossil amber, and in deep ice cores from the Greenland and Antarctic ice caps. The inclusions can provide information about the conditions existing during the formation of the enclosing mineral. Fourier transform infrared spectroscopy and Raman spectroscopy can be used to determine the composition of fluid inclusions.

Formation
Hydrothermal ore minerals, which typically form from high temperature aqueous solutions, trap tiny bubbles of liquids or gases when cooling and forming solid rock. The trapped fluid in an inclusion preserves a record of the composition, temperature and pressure of the mineralizing environment. An inclusion often contains two or more phases. If a vapor bubble is present in the inclusion along with a liquid phase, simple heating of the inclusion to the point of resorption of the vapor bubble gives a likely temperature of the original fluid. If minute crystals, such as halite, sylvite, hematite or sulfides, are present in the inclusion, they provide direct clues as to the composition of the original fluid.

Fluid inclusions and mineral exploration
Fluid inclusions can provide useful data in mineral exploration, as their characteristics depend on the mineralization process. The methods of using fluid inclusions to identify mineral deposits include assessing the abundance of a specific inclusion type, looking into variations in the inclusions' temperatures of phase changes during heating and cooling, and variations in other properties such as decrepitation behavior, and inclusions chemistry. Observation and point-counting of thin-sections of samples is used to identify the occurrence of specific inclusion types. If an abundance of similar fluid inclusions are found in close geographic proximity, one can conclude that the surrounding rock types are similar if not the same. Microthermometric properties (changes in temperature during phase changes) are used to characterize and categorize areas that witnessed thermal activity during mineral formation.

Fluid inclusions have been used to identify deposits of oil and gas. Drilling cuts, cores, and/or outcrop materials are preserved for their pore-fluids, and the chemistry of the fluid is analyzed with Fluid Inclusion Stratigraphy (FIS). FIS analysis takes the spectrometric reading of a fluid inclusion's volatile species; these are indicative of a natural gas or oil deposit nearby. The abundance of similar fluid inclusions could, however, be attributed to hydrocarbon migration and accumulation, so other techniques are used to confirm the presence of the oil deposit after initial detection of fluid inclusions.

Extraterrestrial
Sutter's Mill Meteorite

(162173) Ryugu

Metamorphic signatures
In the recent years, fluid inclusion research has been extensively applied to understand the role of fluids in the deep crust and crust-mantle interface. Fluid inclusions trapped within granulite facies rocks have provided important clues on the petrogenesis of dry granulite facies rocks through the influx of CO2-rich fluids from sub-lithospheric sources. CO2-rich fluid inclusions were also recorded from a number of ultra high temperature granulite facies terranes, suggesting the involvement of CO2 in extreme crustal metamorphism. Some recent studies speculate that CO2 derived by sub-solidus decarbonation reactions during extreme metamorphism has contributed to the deglaciation of the snowball Earth.

Orogenic application
Fluid inclusions trapped in veins and minerals have been used as a proxy to explore the deformation history in orogenic belts. As fluid activities are considerably more in shear zones in an orogenic belt, the fluid inclusions in a shear zone have been also used to explore the seismic activities during the evolution of the shear zone. In orogenic belts the earthquakes sometimes attributed to be linked with fluid activity at depth. Indirect geophysical evidence points out the role of fluid in earthquakes in many shear zones, however a few studies provide geological evidence for the role of fluid in earthquakes.

Paleoclimate applications
Trapped bubbles of air and water within fossil amber can be analyzed to provide direct evidence of the climate conditions existing when the resin or tree sap formed. The analysis of these trapped air bubbles provides a record of atmosphere composition going back 140 million years. The data indicate that the oxygen content of the atmosphere reached a high of nearly 35% during the Cretaceous Period and then plummeted to near present levels during the early Tertiary. The abrupt decline corresponds to or closely follows the Cretaceous–Paleogene extinction event and may be the result of a major meteorite impact that created the Chicxulub Crater.

In paleoceanography studies, fluid inclusions can inform about the chemical composition of seawater. The trapped seawater in sediments evaporates and leaves behind the salt content. The depth at which these evaporites are found relative to the composition of the trapped salt allows oceanographers to reconstruct seawater evolution. Air bubbles trapped within the deep ice caps can also be analyzed for clues to ancient climate conditions.

title: Fluid inclusion


text:
Template talk:Unsourced

Sources and further reading?
It should be pointed out that the Manual of style prescribes a References section, not a "sources and further reading" section. From Manual of style (headings):

 * Some heading titles have standard wordings ... Please do not vary the wording or capitalisation of these headings.

Also, while it is nice to have a Further reading section, that section is supposed to (and should) remain separate from References. -- 04:37, 1 Dec 2004 (UTC)

This template, as currently worded, seems to emphasize that a specific group will do this citing. I've created another template, CiteSources, when you want to simply identify that the sources are inadequate and you want anyone to help. -- Dwheeler 01:31, 2004 Dec 29 (UTC)

 * This template does almost exactly the same as Template:Unreferenced, but this one seems to say "go away, we have a special group to fix it, not you." Please advise. That second sentence looks to me like it should just be cut completely - David Gerard 11:57, 28 Jan 2005 (UTC)

title: Template talk:Unsourced


text:
User talk:Mrja84

Welcome!

Hello,, and welcome to Wikipedia! Thank you for your contributions. I hope you like the place and decide to stay. Here are a few good links for newcomers: I hope you enjoy editing here and being a Wikipedian! Please sign your name on talk pages using four tildes (~~); this will automatically produce your name and the date. If you need help, check out Where to ask a question, ask me on my talk page, or place  on your talk page and someone will show up shortly to answer your questions. Again, welcome!
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-- Netoholic @ 04:38, 2004 Dec 1 (UTC)

Cool Thanks, should have looked here before posting a question lol

-- Mrja84 @ 17:09, 2005 Sept 03 (ESDT)

Freelance
You asked if I knew of any websites about getting in freelance photography. Here's one: http://www.ephotozine.com/freelance/

DanielVonFange 22:45, 6 February 2006 (UTC)

Orphaned fair use image (Image:Layla G4tv.jpg)
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Heroes: Talk
Good catch on  Don't know how I made such a silly mistake. :) -- Marcsin |Talk 21:58, 8 February 2007 (UTC)

Heroes
Hello. There is currently a discussion about the possibility of redirecting Heroes to Heroes (TV series) (likely with a redirect disambiguation notice added to the top of that page). Please consider adding your thoughts here: Talk:Heroes. Thanks! Justen 09:40, 30 April 2007 (UTC)

Non-free use disputed for Image:Jumpgate01.gif
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Recent Mass Effect edit.
I reverted the edit you made that changed the SSV Normandy to SR-1. A few people have made this edit, and I'm having trouble understanding why. I explained briefly on the Normandy's talk page, and a bit more extensively on this user's talk page as to why this is incorrect. I wouldn't expect you to have seen either of those, but even the reference you added in your edit has Chris L'Etoile, one of the game's designers, clearly giving the usage of SR-1. You're a contributing editor, and I'm fairly sure you had good intentions when you made these changes, but I'd just like to know where people get the idea that the Normandy is referred to as the SR-1 Normandy. --Asclepius Quid fit? 08:36, 5 November 2007 (UTC)

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Deletion discussion
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title: User talk:Mrja84


text:
Mount Kennedy

Mount Kennedy is a peak in the Saint Elias Mountains within Kluane National Park, in Yukon, Canada. Its 4250-m to 4300-m (14000-foot) summit lies within 10 km of the Alaska Panhandle. Dusty Glacier lies against it to the north.

The Canadian government named the peak in honour of U.S. President John F. Kennedy nearly a year following his assassination. In announcing the decision to the House of Commons on November 20, 1964, prime minister Lester B. Pearson said "I believe it is appropriate that Canada's memorial to him should be a mountain. A mountain is solid and enduring. Mount Kennedy is a graceful, towering, unencumbered peak ... a symbol of aspiration and upward reach." It was at the time, the highest peak in North America that had not yet been climbed. American mountaineer Bradford Washburn who had aided the Canadian government in selecting the peak said that "the Canadians sought a mountain that had not previously been named, that towered lofty and magnificent, and that lay as close as possible to the international boundary, where it would endure as a symbol of the unique friendship that exists between our two great nations."

First ascent
Its first ascent was in 1965 by Robert F. Kennedy, with a party of experienced mountaineers sponsored by the National Geographic Society and led by Jim Whittaker. Upon reaching the peak of the summit, Kennedy left some of his brother's PT-boat tie clips, a copy of his brother's 1961 inaugural address, and a John F. Kennedy medallion. This route from the Cathedral Glacier to the south is now considered a routine climb for experienced glacier travelers, having little technical difficulties other than navigation of extensive crevasse fields and avoidance of avalanches. Since then, other routes have been completed, including the highly technical North Buttress, first climbed in 1968 using siege tactics (placing fixed ropes and returning to a base camp), and finally in 2001 in purely alpine style (continuous ascent from bottom to summit with no fixed ropes).

Climbers in the first ascent party included:
 * Jim Whittaker (1929–)
 * Robert F. Kennedy (1925–1968)
 * George R. Senner (1922–2003)
 * Dee Molenaar (1918–2020)
 * Bill Prater (1926–2010)
 * Barry Prather (1940–1987)
 * James Adam Craig (1924–2011) (only Canadian on the trip)

title: Mount Kennedy


text:
Wikipedia:Articles for deletion/Bradford protein assay

Bradford protein assay was proposed for deletion. This page is an archive of the discussion about the proposed deletion. This page is no longer live. Further comments should be made on the article's talk page rather than here so that this page is preserved as an historic record. The result of the debate was keep

Bradford protein assay
No context. [[User:Poccil|Peter O. (Talk)]] 04:38, Dec 1, 2004 (UTC)

 * Expand and wikify, if someone can verify and do so. Else delete. - Amgine 07:47, 1 Dec 2004 (UTC)
 * Keep, valid subject and has options for expansion. [[User:MacGyverMagic|Mgm|(talk)]] 08:51, Dec 1, 2004 (UTC)
 * Keep. Stubbed.  —[[en:RaD Man|RaD Man (talk)]] 09:43, 1 Dec 2004 (UTC)
 * Keep. This is a significant topic in analytical biochemistry.  Quite expandable.  ike9898 14:42, Dec 1, 2004 (UTC)
 * A good candidate for expanding and wikifying. Keep. AtonX 15:05, 2 Dec 2004 (UTC)
 * Keep. Or at least wait a few months to see if the stub gets expanded. P Ingerson 02:44, 3 Dec 2004 (UTC)
 * Keep. This is an important article with potential for significant expansion. -- FirstPrinciples 07:00, Dec 5, 2004 (UTC)
 * Keep, reads to be encyclopedic, even to the highest of standards. [[User:GRider|GRider\talk]] 18:18, 6 Dec 2004 (UTC)

This page is now preserved as an archive of the debate and, like other '/delete' pages is no longer 'live'. Subsequent comments on the issue, the deletion or on the decision-making process should be placed on the relevant 'live' pages. Please do not edit this page.


text:
Wellsford

Wellsford (Whakapirau) is a town on the Northland Peninsula in the northern North Island of New Zealand. It is the northernmost major settlement in the Auckland Region, and is 77 km northwest of the Auckland CBD. It is a major regional centre, being located at the junction of State Highways 1 and 16, almost halfway between Auckland and the Northland city of Whangārei.

The eastern Kaipara Harbour has been settled by Māori since the 13th or 14th centuries, who utilised the inland forests and marine resources of the Kaipara Harbour. The area became home to the Ngāti Whātua collective Te Uri-o-Hau by the mid-17th century, with hapū including Ngāti Mauku, Ngāti Tahuhu and Ngāti Rongo being established from the descendants of Haumoewhārangi, and by strategic marriages with Te Kawerau hapū.

Wellsford was established by the Albertlanders in 1862, a group of Baptist tradespeople and farmers from the Birmingham area who settled the southern Oruawharo River, developing into a timber and kauri gum. By the early 20th century, the area developed into a regional centre for dairy farming, in part due to the opening of Wellsford railway station in 1909, linking the town to Auckland.

Etymology
The settlement was originally known by its Māori name Whakapirau, which is the name of the local creek flowing into the Kaipara Harbour. The settlers disliked the name, which they interpreted to mean "stinking canoe", and began searching for a new name. The name was changed to Wellsford at a public meeting sometime between the late 1860s and early 1870s. The name was suggested by resident D.R. Lester, allegedly by creating an acronym from the surnames of settler families in the area. The earliest known references in print to Wellsford date to 1874. The modern site of Wellsford township was often referred to as the Gum Ridge in the 1870s.

Geography

Wellsford is close to a narrowing of the Northland Peninsula caused by an arm of the Kaipara Harbour on the west coast extending inland for 20 km from the body of the harbour, stretching to within 15 km of the east (Pacific Ocean) coast.

The town is located on hilltops at the junction between State Highway 1 and State Highway 16. The upper reaches of the Whakapirau Creek are located to the north of the town, while southern Wellsford is in the catchment of the Hōteo River. The Whakapirau Creek is a tributary of the Oruawharo River, an arm of the Kaipara Harbour.

The highest point in the town is a 135 m hill located east of the junction of Matheson Road and Worthington Road.

Māori history

The Kaipara Harbour has been settled by Māori since around the 13th or 14th centuries. Ngāti Whātua traditions tell of the Māhuhu-ki-te-rangi migratory waka arriving at the Kaipara Harbour. Some of the crew members, including Rongomai, Mawete and Po, settled at Tāporapora on the western Okahukura Peninsula, with the descendants of Toi, who were already living in the area. Other early known settlers in the eastern Kaipara area include descendants of Te Tahinga, Te Tahuhu and Kura, sons of Hotunui of the Tainui migratory waka. Ngāti Tahinga, who descend from Te Tahinga, settled the Oruawharo River area.

People of the eastern Kaipara Harbour moved between different kāinga, based on what resources were seasonally available, including the marine resources of the Kaipara Harbour and inland forest resources. The upper Oruawharo River was linked by an overland path (ara) to the Mangawhai Harbour to the northeast.

In the mid-17th century, the warrior Maki migrated from the Kāwhia Harbour to his ancestral home in the Auckland Region. Maki conquered and unified many of the Tāmaki Māori tribes, including those of the West Auckland, the North Shore, and unified these peoples under the name Te Kawerau. Ngāti Manuhiri formed as a tribal identity along the Hōteo River, when Maki's son Manuhiri migrated northeast along the river to the Whangateau Harbour area.

Ngāti Whātua migration, Musket Wars
By the mid-18th century, Ngāti Whātua peoples of Northland migrated south to the Kaipara Harbour. The northern and eastern Kaipara, including Wellsford, were controlled by Te Uri-o-Hau, a Ngāti Whātua tribal grouping led by Haumoewhārangi. Ngāti Rongo developed as a hapū in the area through the union between Haumoewhārangi's granddaughter Moerangaranga and Maki's son Ngāwhetu, and Ngāti Manuhiri developed ties with Te Uri-o-Hau. Te Uri-o-Hau, including the hapū Ngāti Mauku and Ngāti Tahuhu, lived seasonally along the Oruawharo River.

In the 1820s during the Musket Wars, the eastern Kaipara was depopulated, as people sought refuge in other parts of the country. Te Uri-o-Hau and Ngāti Rango gradually returned to the area by the late 1830s.

Early colonial era

The Treaty of Waitangi was signed in 1840, among whom the rangatira Te Rōha of Te Uri-o-Hau was a signatory. The banks of the Oruawharo River were purchased by the Crown in 1860, followed by the Hoteo Block to the south in 1868. A native land reserve was established at Paraheke (near modern-day Wharehine) on the southern shores of the Oruawharo River for Uri-o-Hau, which was alienated through land sales between 1869 and 1892. Wesleyan missionary William Gittos was assigned to the Oruawharo River in 1856, moving after a short period, later being assigned to the Otamatea River as the Māori population increased to the north.

Under a Special Settlement Scheme by the Government, the Oruawharo Block became a planned settlement, predominantly settled by Baptist tradespeople and farmers from the Birmingham area, who settled between 1862 and 1865 at Tāpora, Port Albert and Wellsford. These settlers called themselves the Albertlanders, after Prince Albert, Queen Victoria's consort. They were a "breakaway group from the Anglican Church looking for a new world". Wellsford was originally known by the name Whakapirau, and settlers established a settlement between the Whakapirau Stream and the eastern borders of the Oruawharo Block.

Initial industry at Whakapirau was dominated by the timber trade, and in 1864 Nicholson's timber mill was established on the southern banks of the Oruawharo River. Kauri gum diggers' camps were established across the area in the 1870s, including a 500 acre area called the Wayby Kauri Gum Reserve that was set aside for the practice. The modern Wellsford township site was also dug for kauri gum, and was often referred to as The Gum Ridge. Members of Te Uri-o-Hau traded and intermingled with the Alberton settlers. The settlement's modern name, Wellsford, was likely adopted in the early 1870s.

In 1885, the Crown purchased the Pakiri Block from Ngāti Manuhiri, an area that included the areas immediately adjacent to Wellsford. This led to the expansion of Wellsford to the south, away from the Whakapirau Stream.

Establishment of the railway, modern development

By 1900, the timber and kauri gum trades had begun to recede, and settlers turned to dairy farming as a primarily source of income. The Wayby Co-operative Dairy Company established in 1902. In 1909, the North Auckland Line was extended north to Wellsford. This led to economic development in Wellsford, especially dairy farming and sheep farming operations. During this period, the town gradually moved away from the shores of the Whakapirau Stream, with the new centre of Wellsford developing near the train station.

Dairy farming in the region intensified further with the establishment of better roads in the 1930s. As roads improved, the town developed as a service stop for people travelling between Auckland and Whangārei along State Highway 1. Passenger train services to Wellsford ceased in 1975. In 1979, Irwin Industrial Tools was established in Wellsford, constructing circular saw-blades and growing to be a major local employer, before closing in 2009.

The local Ōruawharo Marae is a traditional meeting ground for Te Uri-o-Hau and the Ngāti Whātua hapū of Ngāti Mauku and Ngāti Tahuhu. It includes the Rangimārie meeting house. In 1990, the Albertland Heritage Museum opened in Wellsford.

By the 21st century, tourism and lifestyle blocks has increasingly drawn people to Wellsford. The Auckland Northern Motorway is planned to be extended from Warkworth to Wellsford in the future, and housing developments in the 2020s have been predicted to increase the size of the town by more than 800 houses.

Demographics
Wellsford is described by Statistics New Zealand as a small urban area. It covers 4.72 km2 and had an estimated population of as of  with a population density of  people per km2.

Before the 2023 census, the town had a smaller boundary, covering 4.55 km2. Using that boundary, Wellsford had a population of 1,929 at the 2018 New Zealand census, an increase of 216 people (12.6%) since the 2013 census, and an increase of 258 people (15.4%) since the 2006 census. There were 654 households, comprising 984 males and 948 females, giving a sex ratio of 1.04 males per female. The median age was 34.4 years (compared with 37.4 years nationally), with 447 people (23.2%) aged under 15 years, 384 (19.9%) aged 15 to 29, 777 (40.3%) aged 30 to 64, and 327 (17.0%) aged 65 or older.

Ethnicities were 79.5% European/Pākehā, 24.4% Māori, 5.3% Pacific peoples, 6.1% Asian, and 1.7% other ethnicities. People may identify with more than one ethnicity.

The percentage of people born overseas was 17.3, compared with 27.1% nationally.

Although some people chose not to answer the census's question about religious affiliation, 50.4% had no religion, 36.5% were Christian, 3.0% had Māori religious beliefs, 1.1% were Hindu, 0.2% were Muslim, 0.8% were Buddhist and 1.4% had other religions.

Of those at least 15 years old, 135 (9.1%) people had a bachelor's or higher degree, and 381 (25.7%) people had no formal qualifications. The median income was $25,400, compared with $31,800 nationally. 138 people (9.3%) earned over $70,000 compared to 17.2% nationally. The employment status of those at least 15 was that 681 (46.0%) people were employed full-time, 213 (14.4%) were part-time, and 66 (4.5%) were unemployed.

Education
Rodney College is a secondary (years 9–13) school with a roll of students. Wellsford School is a full primary (years 1–8) school with a roll of students. Rodney College's Board of Trustees was dismissed in August 2008 and a Ministry of Education commissioner appointed. By 2016, the college was performing well.

Living Way Christian School closed at the end of 2018 due to falling rolls.

Wellsford, Tauhoa, Pākiri, Tāpora, Tomarata and Mangawhai Primary Schools all cater for students from year 1–8, and collectively contribute to the annual in take of roughly 80 year 9 students at Rodney College.

All the schools are coeducational. Rolls are as of

Sport
Being a rural town, sport plays a big part in Wellsford's day-to-day life with rugby, soccer, netball, cricket, tennis and athletics being amongst the more popular sports played. The Wellsford Golf Club is popular among the locals and also houses squash courts. Rollerskating, archery and bowling, (indoors and outdoors) are also available, while equestrian is also popular in the area.

Local government
With the abolition of the provinces of New Zealand in 1876, Wellsford became part of the newly formed Rodney County. From 1989 to 2010, Wellsford was part of Rodney District.

In November 2010, all city and district councils in the Auckland Region were merged into a single unitary authority, Auckland Council, with Warkworth in the Rodney Local Board area. Electors in Wellsford vote for the seven-member Rodney Local Board, and also a Rodney ward councillor, who represents the area on the Auckland Council.

title: Wellsford


text: User talk:4.4.105.181

title: User talk:4.4.105.181


text:
EMD E8

The EMD E8 is a 2250 hp, A1A-A1A passenger-train locomotive built by General Motors' Electro-Motive Division (EMD) of La Grange, Illinois. A total of 450 cab versions, or E8As, were built from August 1949 to January 1954, 447 for the U.S. and 3 for Canada. 46 E8Bs were built from December 1949 to January 1954, all for the U.S. The 2,250 hp came from two 12 cylinder model 567B engines, each driving a generator to power the two traction motors on one truck. The E8 was the ninth model in the line of passenger diesels of similar design known as EMD E-units. Starting in September 1953, a total of 21 E8As were built which used either the 567BC or 567C engines.

In profile the front of the nose of E7, E8, and E9 units is less slanted than earlier EMD units, so E7/8/9s (and their four axle cousins, the F-unit series) have been nicknamed "bulldog nose" units. Earlier E-unit locomotives were nicknamed "slant nose" units. After passenger trains were canceled on the Erie Lackawanna in 1970 (excluding their commuter service, which the State of New Jersey subsidized starting in the late 1960s), the E8s were re-geared for freight and were very reliable for the EL. These units were on freight trains until the early years of Consolidated Railroad Corporation ("Conrail"). Amtrak used 148 E8As, 3 E8AMs, and 5 E8Bs, these all being retired between 1975 and 1985.

Units noted with the designation E8m were rebuilt using components from earlier EMC/EMD locomotives. Externally the units look just like E8s. The difference in horsepower produced in these E8m units is because the older generators are reused.

Surviving examples
It is estimated that 58 E8s have survived. The former NYC 4085, preserved at the New York Central Railroad Museum, was the lead locomotive on the final eastbound 20th Century Limited. Another surviving E8 was operated by the Midland Railway, in Baldwin City, Kansas. Privately owned, this unit is ex-Chicago, Rock Island and Pacific Railroad E8A #652 and was used for special events. It and its companion, E6A #630, have been sold to a new museum in Iowa, which will be centered around the Rock Island. New York Central 4097, privately owned, is on display at Merli Manufacturing Company in Duanesburg, New York.

The Monticello Railway Museum owns a former Pennsylvania Railroad E8A. It is currently undergoing restoration, and Monticello plans to paint it up as an Illinois Central E8 to match their collection of former Illinois Central passenger cars.

There are four Southern Railway E8As preserved. Unit #6900 is operational at the North Carolina Transportation Museum in Spencer, North Carolina, while the railway's #6901 is preserved at the Southeastern Railway Museum in Duluth, GA, and recently underwent an operational restoration by Norfolk Southern. These engines have pulled the Southern Crescent and both bear this train's distinct logo. A Southern Railway E8, #6913, is being restored at the Southern Appalachia Railway Museum in Oak Ridge, TN for their Southern excursion train. Yet another, Southern #6914, is nearing the completion of a nearly two-decade-long restoration at the Tennessee Valley Railroad Museum, having been unveiled at the railroad's 2018 "Railfest", resplendent in green and gold complete with "NO&NE" sublettering.

The St Louis, Iron Mountain, & Southern Railway owns former Pennsylvania Railroad E8A #5898. It was previously owned by the Blue Mountain & Reading. It is the main engine used on their tourist train, and it was repainted in 2015.

Union Pacific E8AM #942 is owned by the Southern California Railway Museum, and is occasionally used on their tourist train, usually pulling the museum's small collection of former Union Pacific passenger cars. It carries the designation E8AM from its time in Chicago-area commuter service. After its time on the Union Pacific, #942 was sold to the Chicago and Northwestern, which used it in commuter service. After serving with CNW, the 942 moved on to serve Chicago's RTA. Upon retirement, it was donated to the museum, and subsequently restored to UP colors in 2012. It was rebuilt with a HEP generator which is what gives it the designation E8AM. However, unlike many E units rebuilt for commuter service, it retained its twin EMD 12-567B prime movers.

Chicago and North Western #5022B, later renumbered to 519 and then used by Metra, is now labeled as "MREX 97", is at the Arizona Railway Museum. It is privately owned and stored on display.

Baltimore & Ohio E8A #92 was kept offsite on a relic track at the B&O Railroad Museum in Baltimore, Maryland for many years after obtaining the unit from Amtrak (DOTX #210). On March 4, 2004, the museum gifted the unit to the West Virginia Railroad Museum. The WVRR Museum partnered with the Durbin & Greenbrier Valley Railroad to undertake restoration of the unit as of February 20, 2024.

Of the units owned by Conrail, three were saved after their freight-service retirement and went on to be refurbished by the Juniata Locomotive Shops in Altoona, PA for use as Conrail's Office Car Special (OCS) until the merger of 1999. One unit went to CSX (never operated ), and two were sold off to Bennett Levin, CEO of the Juniata Terminal Company, where they have been overhauled and painted as twin Pennsylvania Railroad E8's. As of 2019, these units are not in operation due to a decision by the owner not to retrofit them with positive train control (PTC).

Another, the former EL 833, was purchased by the New York and Greenwood Lake Railroad in 2007. The unit was repainted in its original livery as Erie 833, and was on display for a while on the turntable at Port Jervis, NY. Erie Railroad's E8A No. 833 is stored at Port Jervis station, in Port Jervis, New York, and had occasionally run on excursion trains.

In June 2008, two authentic New York Central E8 units (4080 & 4068) were brought to the Medina Railroad Museum in Western New York.

title: EMD E8


text:
Talk:Mount Kennedy

Summit Elevation
Bivouac.com gives
 * Height: 4250 m (NTS50_Contour) (13944 ft)

which i read as "the nearest contour it lies inside is the 4250 m contour" on a map with contours at 50-m intervals; the 5-sig-fig feet value is a conversion with false precision, inviting assuming 5 digit accuracy while the meters one appears to have barely more than 2.

I take the uncertainty in the metric figure to be -0/+50m: if it were lower than 4250, the summit would lie outside that contour (and thus, since it is a summit, the map would show no 4250 contour near it); if it were higher than 4300, there would be a 4300 contour shown inside the 4250 one.

So my figures are based on
 * 4250 meter = 13,943.5695538 feet

and
 * 4300 meter = 14,107.6115486 feet

specifically
 * 4250-m to 4300-m (14000-foot) summit

High Mountain INFO April 1997 has 4267 m. (I take
 * the 1,800m North West Face

to refer to the elevation gain by that route.) But
 * 14000 feet = 4,267.2 meter

so this figure is probably the result of one person converting 4250 to feet, and rounding to the nearest 100 feet, and another converting that figure to meters and rounding to the nearest meter. Fuhgeddaboudit. --Jerzy(t) 04:44, 2004 Dec 1 (UTC)

A Further Lead
Someone with a copy of "A Life on the Edge: Memoirs of Everest and Beyond" by Jim Whittaker should be able to come up with more around pp. 121-127. I expect it to say that Brad Washburn and James Craig (a Canadian climber) were part of the summit party. I'd hope for more members of the party. --Jerzy(t) 04:44, 2004 Dec 1 (UTC)

P. 125 hopefully gives summit date as March 24,1965. --Jerzy(t) 05:13, 2004 Dec 1 (UTC)

Name
What was the mountains's name before 1964? And is there a native name? Gumruch (talk) 01:55, 11 January 2018 (UTC)

title: Talk:Mount Kennedy


text:
Tamara Hareven

Tamara Kern Hareven (May 10, 1937 – October 18, 2002) was a social historian who wrote extensively on the history of the family and the effects of social changes on family lives. Her books include Families, History and Social Change and Aging and Generational Relations. Born in Chernivtsi, Romania (now Ukraine), and of Jewish origin, she died of kidney failure at the age of 65.

Early life and education
At the age of four, Hareven and her parents were forced to leave their home in Chernivtsi and live in an internment camp in the Ukraine due to their Jewish heritage. Hareven and her family survived the Holocaust, and eventually relocated to Palestine. Hareven's early life contributed to her familiarity with languages including German, French, and English, in addition to her native Romanian and Hebrew.

Hareven earned her B.A. at the Hebrew University of Jerusalem in 1960 and her M.A. in Medieval Jewish history at the University of Cincinnati in 1962. She completed her PhD at Ohio State University in American history with a dissertation on Eleanor Roosevelt's role as a social reformer. This research led to the publication of her first book, Eleanor Roosevelt: An American Conscience (1968). She worked with her Ph.D. advisor John H. Bremner and others on Children and Youth in America, a seminal three volume collection that launched the field of the history of childhood. She was among the founders in North America of the history of the family as a serious field of study. She taught at Dalhousie University in Canada briefly before moving to Clark University in Worcester, Massachusetts.

Professional career
Hareven was a major figure in establishing the field of family history. Before the 1970s, studies of history focused primarily on individuals in positions of power and status in society, such as politicians, military leaders, and those in the upper social classes. Hareven and her colleagues worked to legitimize the day-to-day experiences of "ordinary" people in the working classes as a valid and worthy part of the United States. Hareven was particularly interested in the role of the family as a liaison between individuals and industrial society.

In 1973, while at Clark, she organized a major international conference on the History of the Family. An outgrowth of the conference, a newsletter focused on the history of the family developed into the Journal of Family History in 1975. She later played a role in establishing The History of the Family: An International Quarterly. Her support for the work of younger scholars was a strong and consistent part of her career.

Between 1972 and 1977, Hareven and a group of student assistants conducted hundreds of intensive oral history interviews with former employees of the Amoskeag Manufacturing Company. In the course of this research, Hareven met Randolph Langenbach, an architectural historian and photographer, who was in the process of recording New England industrial buildings for historical preservation. Hareven and Langenbach collaborated on several projects, including Amoskeag: Life and Work in an American Factory City (1978), a result of Hareven's oral history interviews. The two were married in 1973, and eventually divorced ten years later. Hareven would continue to publish her research on the Amoskeag with her 1982 book Family Time and Industrial Time: The Relationship Between the Family and Work in a New England Industrial Community. Containing statistical research gleaned from her interviews, company records, and patterns of familial relationships, the publication argued that industrial settings like the factory failed to cause a breakdown of family structure, a claim that went against prevailing scholarly ideas.

While working on the two publications mentioned above, Hareven strived to expand the boundaries of her research. From 1979 to 1983, she joined forces with anthropologist Kathleen M. Adams to conduct additional oral history interviews with children, spouses, siblings, and parents of former Amoskeag workers. This new project enabled Hareven to continue tracing lifecourse transitions through several generations of the same family. Repeatedly, she determined that the family did not conform blindly to industrial processes, but maintained and used personal ties to adapt the factory environment to their own needs. Hareven published several articles and book chapters related to this research, which were intended to culminate in a sequel to Family Time and Industrial Time. This volume was unfinished at the time of her death.

In the early 1980s Hareven was a Fulbright Scholar in Japan. Her travels were motivated by a cross-cultural comparative study to determine whether her findings about New England communities were consistent in other industrial settings around the globe. On her first trip to Japan in 1981, Hareven discovered Nishijin, the silk-weaving district of Kyoto, Japan, which would consume her research for the next ten years. In addition to conducting extensive oral history interviews with Japanese silk weavers, Hareven immersed herself in Japanese culture during her visits. She also guest lectured at Doshisha University in Kyoto. Her research in Japan led to her last book, The Silk Weavers of Kyoto: Family and Work in a Changing traditional Industry, which was published after her death in 2002.

In 1988 Hareven left Clark University to accept a position as professor in the Individual and Family Studies department at the University of Delaware. Hareven's papers are held today at the University of Delaware.

Selected works

 * (ed.). Family and Kin in Urban Communities, 1700-1930 (1977)
 * Amoskeag: Life and Work in an American Factory-City, with Randolph Langenbach (1978, reissued in 1995)
 * (ed.). Themes in the history of the family (1978)
 * (ed.). Transitions: The Family and the Life Course in Historical Perspective (1978)
 * Family Time and Industrial Time: The Relationship Between the Family and Work in a New England Industrial Community (1982, reissued in 1995)
 * (ed.). Aging and Generational Relations: Life-Course and Cross-Cultural Perspectives (1996)
 * Families, History and Social Change: Life Course and Cross-Cultural Perspectives (2000)
 * Silk Weavers of Kyoto: Family and Work in a Changing Traditional Industry (2002)

title: Tamara Hareven


text:
Forever (Spice Girls album)

Forever is the third studio album by English girl group the Spice Girls, released on 1 November 2000 by Virgin Records. It is their only album without Geri Halliwell, who later rejoined the group for their Greatest Hits album in 2007.

Forever peaked at number two on the UK Albums Chart, becoming the group's only studio album to not top the UK charts. It was later certified Platinum by the British Phonographic Industry (BPI). The album also only reached number 39 on the US Billboard 200. Worldwide the album has sold over two million copies, a commercial disappointment compared to their two previous albums Spice and Spiceworld.

The lead and only single, the double A-side "Holler" and "Let Love Lead the Way", went on to debut at number one on the UK Singles Chart, becoming the group's ninth number one single. Their 1998 Christmas single "Goodbye", released almost two years earlier, was also included on the album as the closer. "Tell Me Why", "Weekend Love", and "If You Wanna Have Some Fun" were released as promotional singles from the album, with the latter having a montage music video released exclusively to European music stations.

Background
During the Spiceworld Tour in early 1998, the group took on an initial project to write and record songs for a possible third album and a live album. The original concept for this album was to showcase solo songs, duets, and cover songs featuring all five members, in order to promote the idea that the Spice Girls were all individuals, yet could come together as one. The girls went to Dublin's Windmill Lane Studios with longtime collaborators Richard Stannard and Matt Rowe to work on a new album and create master recordings for a live album. With the sudden departure of Geri Halliwell, the project took a major turn, with many of the already produced songs scrapped and the live album cancelled.

The Spice Girls recorded their Christmas single, "Goodbye", in July 1998, during the North American leg of their Spiceworld Tour. Once again, the girls teamed up with Stannard and Rowe. The following year, they recorded "My Strongest Suit" for the concept album for the musical Aida. In the two years between the release of "Goodbye" in December 1998 and the release of Forever in November 2000, the group, along with the pop-music landscape in general, changed dramatically. Hoping to cultivate a more mature image, the group teamed up with a team of American producers to give Forever a more R&B sound. However, initial recording sessions maintained the pop sound of their previous works.

Recording
Recording for the album initially began in mid-1999, and the first tracks recorded for the album were recorded at Abbey Road Studios with Stannard and Rowe. The group continued working on tracks through August and September, working on tracks with Eliot Kennedy at Steelworks Studios and tracks with Rodney Jerkins and Jimmy Jam and Terry Lewis at Whitfield Street Studios respectively. Following these sessions, work on the album was put on a pause. Melanie Chisholm began promoting her first solo album Northern Star, released in October, and the group began preparations for the Christmas in Spiceworld tour, in which they premiered the tracks "Right Back At Ya", "W.O.M.A.N." and "Holler". Following the tour, Chisholm continued to promote Northern Star, and the other members worked on preparing their own solo material. Recording for the album did not resume until April 2000, when further tracks were recorded with Jerkins, followed by the final recording session on 17 July 2000.

Sessions with Stannard and Rowe were eventually scrapped from the album, and Kennedy's only surviving contribution to the album was "Right Back at Ya", included on the album in a re-recorded, remixed, R&B form that Kennedy described as a "plodding, boring, bottom drawer R&B song". In an interview with biographer David Sinclair, Stannard relayed his disappointment in the omission of "W.O.M.A.N.": "I thought that song was really interesting lyrically, because it was making the progression from girls to women, which was something Matt and I thought it was time for them to do. They needed something to suggest that they were still the same group of friends, but they were gaining more maturity." Bunton explained that the song was not included because "the sound [had] moved on" in the time since it was recorded.

Release and promotion
In August 2000, the album's title was revealed through a poll on the group's official website, in which fans voted for what they thought the title would be. The album's cover has the girls "clinging to each other as if they were holding on for dear life", according to PopMatters's Peter Piatkowski.

EMI Music Japan first released Forever in Japan on 1 November 2000, with a remix of "Holler" serving as a bonus track. It was distributed five days later in the United Kingdom by Virgin Records and on 7 November in North America by EMI. The album leaked on Napster a week prior to its release.

To promote Forever, the Spice Girls performed "Holler" and "Let Love Lead the Way" on British televised shows such as The National Lottery Stars, SMTV Live, Top of the Pops and CD:UK. The group also gave a performance "Holler" at the 2000 MTV Europe Music Awards on 16 November 2000 in Stockholm, Sweden; before the performance, Melanie C declared that it would be their last appearance together before going on a hiatus to focus on their solo careers. During the performance, the group wore leather outfits, ending with them going through the floor with large orange pyrotechnic flames blazing up. Additionally, the band's members hosted TFI Friday on 10 November, as part of the album's promotion.

In October 2000, Melanie Brown mentioned that a tour to promote Forever would take place in late 2001 and that it would be global, including dates in America. However, the tour never came to fruition due to their solo projects.

The Spice Girls did not heavily promote Forever as much as their previous albums, and the promotional campaign was ceased in December 2000 as the group went on an indefinite hiatus. The following month, Emma Bunton officially stated that "the record seems to have come to a natural end. I want to concentrate on solo projects and there is no time to release a single now. All our individual projects are scheduled and we wouldn't have time for any promotion."

Singles
"Holler" and "Let Love Lead the Way" were chosen to serve as the official lead single from Forever. Released as a double A-side single, it debuted at number one on the UK Singles Chart and became the Spice Girls' ninth number-one single in the United Kingdom, tying with ABBA as the group with the most singles to reach the top of the charts, only behind The Beatles, Elvis Presley, Cliff Richard and Madonna overall. It also peaked in the top 10 in several other countries in Europe, including Denmark, Ireland, Italy and Spain. In Canada, the songs were released separately; "Holler" reached number two, whereas "Let Love Lead the Way" peaked at number five on the chart compiled by Nielsen Soundscan. The music videos released for the tracks depicted the girls playing one of the four elements each.

"Tell Me Why", "Weekend Love", and "If You Wanna Have Some Fun" were released as promotional singles in November 2000. An official promotional montage video was released for "If You Wanna Have Some Fun" the same month which was compiled from previously released footage. "Tell Me Why" had several commissioned remixes, only one of which was commercially released as a bonus track seven years later on the deluxe edition of Greatest Hits. The final promotional push for the Forever album was a promotional single featuring these remixes that was released in Australia in the summer of 2001 as a competition prize in a cross-promotion with TV Hits Magazine.

Critical reception
Forever received mixed reviews from music critics. At Metacritic, which assigns a normalised rating out of 100 to reviews from mainstream publications, the album received an average score of 45, based on nine reviews. In a mixed review, James Hunter of Rolling Stone expressed that "Forever will probably provoke a reaction somewhere in the middle—with one exception, it's just OK." Music critics had ambivalent opinions on the record's change in sound compared to the group's previous releases. Stephen Thomas Erlewine of AllMusic wrote that on Forever, the Spice Girls "make all the right moves, hiring superstar producer Rodney Jerkins to helm most of the tracks and attempting to seem mature, but this all results in a record that is curiously self-conscious and flat". Andrew Lynch from entertainment.ie opined, "The production is as slick as ever, but a huge part of that old Girl Power enthusiasm seems to have drained and fallen away—and with it most of the fun that used to redeem their fundamental tackiness." David Browne of Entertainment Weekly commented, "Every genre cliché, from homogenized harmonies to delicately plucked stringed instruments to male rapper interjections, is securely in place. The music is so tasteful, restrained, and assembly line proficient that it makes early singles like 'Say You'll Be There' sound like the rawest punk rock." Betty Clarke of The Guardian gave Forever a negative review, stating it "ultimately makes you yearn for those heady dans when the Spice Girls were pop and proud of it."

Other reviews were more positive of the album's production. Michael Paoletta of Billboard gave the album a positive review, stating it "oozes with timely funk beats and the kind of well-crafted songs that No. 1 hits are made of." In a positive review, Stephanie McGrath from Jam! wrote that the album was the group's attempt at "toning down their former flashiness and giving their catchy brand of pop music a sophisticated twist." She wrote that the group sounded "more comfortable" with the album's style and described it as being "full of good pop music." Natalie Nichols from the Los Angeles Times described the vocals on the album as an improvement over those on its predecessor, writing that "the girls muster more vocal passion and authority" when compared to Spiceworld. A review from The Sonic Net wrote that the album sounded "very professional" but also wrote that "only a hardcore fan can deny that the bloom is definitely off the rose."

Commercial performance
Forever debuted at number two on the UK Albums Chart with 71,000 copies sold in its first week, behind Westlife's Coast to Coast. The album spent a total of 10 weeks on the chart. It was certified Platinum by the British Phonographic Industry (BPI) on 17 November 2000, denoting shipments in excess of 300,000 copies. In the United States, the album debuted at number 39 on the Billboard 200, selling 34,000 copies in its first week. It spent seven weeks on the chart. By July 2006, it had sold 207,000 copies in the US.

In Australia, it peaked at number nine, and was certified Gold. The album reached number 10 in Austria, and was also certified Gold. In Canada, it peaked at number six and was certified double Platinum, the highest certification achieved for Forever. The album also peaked at number six in Germany, and was certified Gold. In Ireland, it peaked at number 15. The album reached number 25 on the charts in New Zealand, where it was certified Gold. In Switzerland, it peaked at number 11 and was certified Platinum. As of January 2001, Forever had sold two million copies worldwide.

Personnel
Credits adapted from the liner notes of Forever.

Musicians

 * Eliot Kennedy – backing vocals (track 4)
 * Sue Drake – backing vocals (track 4)
 * Jimmy Jam and Terry Lewis – arrangement, all musical instruments (tracks 9, 10)
 * Wil Malone – strings arrangement (track 11)
 * Paul Waller – drum programming (track 11)

Technical

 * Rodney Jerkins – production, mixing (tracks 1–3, 5, 7, 8)
 * LaShawn "The Big Shiz" Daniels – vocal production (tracks 1–8)
 * Harvey Mason Jr. – Pro Tools (tracks 1, 3, 7); production (track 3)
 * Brad Gilderman – recording, mixing (tracks 1, 3, 7)
 * Dave Russell – recording assistance (tracks 1, 3, 4, 6, 7)
 * Ian Robertson – recording assistance (tracks 1, 3, 7)
 * Paul Foley – recording (tracks 2, 5, 8)
 * Ben Garrison – mixing (tracks 2, 4–6, 8); recording (tracks 4, 6)
 * Fred Jerkins III – production (as Uncle Freddie) (tracks 4, 6, 8); mixing (tracks 4, 6)
 * Eliot Kennedy – additional vocal production (track 4)
 * Sue Drake – additional vocal production (track 4)
 * Robert Smith – production (track 5)
 * Jimmy Jam and Terry Lewis – production (tracks 9, 10)
 * Steve Hodge – engineering, mixing (tracks 9, 10)
 * Brad Yost – engineering assistance, mixing assistance (tracks 9, 10)
 * Xavier Smith – engineering assistance, mixing assistance (tracks 9, 10)
 * Tony Salter – vocal engineering (tracks 9, 10)
 * Richard Stannard – production (track 11)
 * Matt Rowe – production (track 11)
 * Adrian Bushby – engineering (track 11)
 * Jake Davies – engineering assistance (track 11)
 * Mark "Spike" Stent – mixing (track 11)
 * Paul Walton – mixing assistance (track 11)
 * Jan Kybert – mixing assistance (track 11)
 * Bernie Grundman – mastering at Bernie Grundman Mastering (Los Angeles)

Artwork

 * Terry Richardson – photography
 * Vince Frost – design

title: Forever (Spice Girls album)


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Talk:Forever (Spice Girls album)

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Goodbye
Goodbye is a single that was included on the standard version of the album and should be considered as a single from the album 2.53.172.216 (talk) 20:16, 28 November 2022 (UTC)

title: Talk:Forever (Spice Girls album)