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Guangzhou Metro

The Guangzhou Metro ( and ) is the rapid transit system of the city of Guangzhou in the Guangdong Province of China. It is operated by the state-owned Guangzhou Metro Corporation and was the fourth metro system to be built in mainland China, after those of Beijing, Tianjin, and Shanghai.

The earliest efforts to build an underground rapid transit system in Guangzhou date back to 1960. In the two decades that followed, the project was brought into the agenda five times but ended up abandoned each time due to financial and technical difficulties. Preparation of what would lead to today's Guangzhou Metro did not start until the 1980s, and it was not until 1993 that construction of the first line, Line 1, officially began. Line 1 opened four years later in 1997 with five stations in operation.

, Guangzhou Metro has 16 lines in operation, namely: Line 1, Line 2, Line 3, Line 4, Line 5, Line 6, Line 7, Line 8, Line 9, Line 13, Line 14, Line 18, Line 21, Line 22, Guangfo Line, and Zhujiang New Town APM reaching both the urban core and surrounding suburbs. Guangfo Line connects Guangzhou and Foshan and is the first metro line between two cities in the country. Daily service hours start at 6:00 am and end at midnight and daily ridership averages over 7 million. Having delivered 3.029 billion rides in 2018, Guangzhou Metro is the third busiest metro system in the world and the 3rd largest in terms of length, after the metro systems of Beijing and Shanghai. Guangzhou Metro operates 320 stations and 652.81 km of lines.

Extensive development of the metro network has been planned for the next decade, with construction started on Line 10, Line 11, and Line 12, and extensions of Line 3, Line 5, Line 8, Line 13, and Line 14, Line 18, Line 22, as well as the extension of Line 7 into Shunde District of Foshan.

Some of the system's lines were designed to operate much faster than traditional metro lines, with stations far apart and faster trainsets regularly running at 160 km/h. Lines 18 and 22 are the fastest metro lines in China, a title previously held by Line 11 of the Shenzhen Metro.

Forays of the 1960s and 1970s
Chen Yu, Governor of Guangdong in 1957–1967, was the first to have proposed an underground metro system for Guangzhou. In the summer of 1960, he ordered a secret geological survey of groundwater levels of Guangzhou. Six holes with an accumulated depth of $1,980 m$ were drilled in the karst and alluvial plains in the city. The geological conditions of Guangzhou, despite their complexity, did not preclude the possibility of an underground metro system. Analysis of the survey data resulted in a confidential report titled Geological Survey for Guangzhou Underground Railway Project dated July 1961, the earliest one of such reports.

In 1965, Chen Yu along with Tao Zhu, who had been the Governor of Guangdong and First Secretary of Guangdong Committee of the Chinese Communist Party, proposed in the wake of the Gulf of Tonkin incident that a tunnel is built in Guangzhou for wartime evacuations and post-war metro development. Approved by the central government, the project started in the spring of 1965. Due to its confidentiality in the context of intensification of the Vietnam War, the project adopted the obscure name of "Project Nine", where "Nine" was the number of strokes in "地下", the Chinese word for "underground".

As envisaged by Chen Yu, the metro system of Guangzhou would consist of two lines: a north–south line that would connect Nanfang Building to Sanyuanli via Renmin Lu and Jiefang Beilu, and an east–west line that would run from Xichang to Dongshan along today's Dongfeng Lu. The two lines roughly parallelled Line 2 and Line 1 of the modern days, respectively. The east–west line was never built, while Project Nine was dedicated to the north–south line. Over ten teams of miners were recruited for a project filled with hazards and perils. Constrained by extreme scarcity of time, monetary and material resources, the ambition to build a tunnel for the metro operation was scaled back— the capability to run trolleybuses was deemed acceptable. For ¥13 million, an 8 km long tunnel was completed in 1966. The tunnel was planned to be used as an air-raid shelter and eventual metro line; however, with a cross-section merely 3 m wide and 2.85 m tall, and exposed rocks and wooden trestles scattered everywhere, it was unusable for public transit. In the two decades that followed, four attempts were made to revive and expand Project Nine, first in 1970, next in 1971, then in 1974, and last in 1979. Due to lack of funds and complex geotechnical conditions, none of these efforts materialized.

Construction of Line 1
The metro project of Guangzhou was launched for the sixth time in 1984 as the Preparation Office of Guangzhou Metro, established back in 1979 as part of the last attempt to resurrect Project Nine, was moved out of the civil air-defense system and became a subordinate body of the Construction Commission of Guangzhou, bringing Guangzhou Metro into the scope of urban infrastructure development. Before the 1980s, war preparedness was the dominant tenet of underground infrastructure projects in mainland China. The construction of Guangzhou Metro marked the first deviation from the old doctrine as traffic itself became the prime consideration of the project.

The design of the initial metro network was a collaborative effort between China and France (SYSTRA). Four tentative designs were published on 14 March 1988 edition of Guangzhou Daily. From the four designs, one was selected based on expert and mass feedback. The selected design, featuring two intersecting lines, was the baseline typology for today's Line 1 and Line 2.

Construction of Line 1 officially commenced on 28 December 1993, although work on a trial section at Huangsha had begun in October 1992, five months before the feasibility study of the line was ratified by the State Planning Commission in March 1993. Various technologies novel to China's construction industry at the time were adopted in different sections of the project, notably including immersed tubes (Pearl River Tunnel) and tunnel boring machines (Huangsha–Martyrs' Park section). As the most massive urban infrastructure project in the history of Guangzhou, Line 1 required funding of ¥12.75 billion, all of which was raised by the local government. Use of cut-and-cover tunnels aggressively backed by then-mayor Li Ziliu necessitated the relocation of approximately 100,000 residents in 20,000 households and demolition of buildings totalling 1.1 km2 in the area and earned Li the nickname "Li the Demolisher" (黎拆樓).

Three and a half years after construction started, the 5.4 km section from Xilang to Huangsha opened for trial operation on 28 June 1997. The remaining 13 km, from Huangsha to Guangzhou East railway station, was completed eighteen months later on 28 December 1998. The entire line opened for sightseeing tours between 16 February and 2 March 1999, delivering 1.39 million rides 15 days before closing for final testing. Operation of Line 1 officially began on 28 June 1999, 34 years after the start of Project Nine in 1965.

Accelerated expansion in the 2000s

The success of Line 1 as a turnkey project acquired from Siemens with 100% imported electromechanical equipment prompted a wave of similar proposals from twelve other cities in mainland China toward the end of the 1990s. The fever for import-centric rapid transit caused the State Planning Committee to temporarily halt approval of rapid transit projects nationwide and regulate the localization rates of rolling stock suppliers. Amid tightened regulation, only Line 2 of Guangzhou Metro received the immediate green light to proceed in June 1998 on the condition that at least 60% of its electromechanical equipment must be sourced domestically.

Construction of Line 2 started in July 1998. Rolling stock manufacturer Bombardier airlifted the first two train cars in an An-124 from Berlin to Guangzhou in November 2002 after schedule delays. The first section, from Sanyuanli to Xiaogang opened on 29 December 2002; the remaining section from Xiaogang to Pazhou opened on 28 June 2003. At ¥2.13 billion, the equipment cost of Line 2 was 53% lower than that of Line 1. This demonstrated the feasibility of cost reduction through procurement of domestic equipment, revealing a path to project approval to other Chinese cities and reigniting their aspirations to own a rapid transit system.

The renewed craze for rapid transit across the country soon encountered a new round of tightened control on project approval around 2003. But Guangzhou was exempted along with Beijing, Shanghai and Shenzhen. By the time Line 2 was completed, construction of Line 3, Line 4, and Guangfo Line had been underway, among which only Guangfo Line later fell to stringent regulation of approvals.

Line 1

Line 1 runs from Xilang to Guangzhou East railway station, with a total length of 18.5 km. Except for Kengkou and Xilang, all stations in Line 1 are underground. Its first section, from Xilang to Huangsha, opened on 28 June 1997, making Guangzhou the fourth city in mainland China to have a metro system. The full line started operation two years later on 28 June 1999. Line 1's color is yellow.

Line 2

Line 2 is a north–south line that runs from Jiahewanggang to Guangzhou South railway station. Until 21 September 2010, it ran from Sanyuanli to Wanshengwei. Its first section, between Sanyuanli and Xiaogang, opened on 29 December 2002. It was extended from Xiaogang to Pazhou on 28 June 2003 and further to Wanshengwei a year later. The section between Xiaogang and Wanshengwei was split off to form part of Line 8 during 22–24 September 2010, when the operation was paused. The latest extension, from Jiangnanxi to Guangzhou South railway station and from Sanyuanli to Jiahewanggang, opened on 25 September 2010 as the whole line resumed operation. The length of the current line is 31.4 km. All stations in Line 2 are underground. Line 2's color is deep blue.

Line 3

Line 3 is a 64.2 km Y-shaped line connecting Airport North and Tianhe Coach Terminal to Panyu Square. All stations in the line are underground. When the line opened on 26 December 2005, trains operated between Guangzhou East railway station and Kecun. Following completion of the Tianhe Coach Terminal–Tiyu Xilu and Kecun–Panyu Square sections, the line was rerouted on 30 December 2006 to offer transfer-free connections between Panyu Square and Tianhe Coach Terminal via Tiyu Xilu. The Guangzhou East railway station–Tiyu Xilu section became a shuttle until it was extended northwards to Airport South on 30 October 2010. In official distinctions, the main route consists of the entire Tianhe Coach Terminal–Panyu Square section, while the Airport South–Tiyu Xilu section is a spur line. The spur line will be split off in the long term to form part of Line 10. Line 3 had been notorious for its crowding since it opened, for it ran three-car trains. That was partly relieved when all three-car trains started operating as six-car ones, connected in sets of two, on 28 April 2010. Sectional services between Tonghe to Dashi are added from 7:30 to 8:30 every workday, partly solving the capacity issues. Despite these changes, as of 2018, the line is still severely overcrowded. Line 3's color is bright orange.

Line 4

Line 4 is a north–south line running parallel to Line 2 along the east of the city. It is 60.03 km long with 24 stations. The section of the line from Huangcun to Xinzao, Feishajiao to Nansha Passenger Port are built underground, while that from Xinzao to Jinzhou is built at the elevated track. It was the first metro line in mainland China to use linear motor trains. Its first section, from Wanshengwei to Xinzao, opened on 26 December 2005. Southwards, it was extended from Xinzao to Huangge on 30 December 2006 and further to Jinzhou on 28 June 2007. Northwards, it was extended to Chebeinan on 28 December 2009. Southwards, it extended from Chebeinan to Huangcun, opened on 25 September 2010. Its latest extension, from Huangcun to Nansha Passenger Port, opened on 27 December 2017. Line 4's color is green.

Line 5

The 41.7 km long Line 5 starts at Jiaokou and runs to Huangpu New Port. It entered operation on 28 December 2009 between Jiaokou and Wenchong, and on 28 December 2023 between Wenchong and Huangpu New Port. All stations in the line except Jiaokou and Tanwei are underground. Until Line 8 was split off from Line 2, it was the only line that interchanged with all other lines. Similar to Line 4, Line 5 also uses linear motor trains. Line 5's color is red.

Line 6

The first stage of Line 6, a 24.5 km long phase one runs from Xunfenggang to Changban with 22 stations. It began service on 28 December 2013 and contains three elevated stations along the route. Construction of a 10-station, 17.2 km long extension to Xiangxue from Changban is entered revenue service in 2016. The line runs four-car trains, but stations of the east extension starting with South China Botanical Garden will be constructed with a provision to accommodate six-car trains in preparation for a route split in the future. Line 6's color is maroon.

Line 7

The first phase of Line 7 began service on 28 December 2016 and ran from Guangzhou South railway station to Higher Education Mega Center South in Panyu District throughout 18.6 km. The phase 1 west extension opened on 1 May 2022 from Guangzhou South railway station to Meidi Dadao station. Six-car trains are used. All stations are underground. Phase 2 opened on 28 December 2023, and extends the line by 22.2 km and 11 stations to reach north of the Pearl River and go deep to Huangpu district, providing interchanges with Line 13 at, Line 5 at , Line 6 at , Line 21 at and the planned east extension of Line 8 at. Line 7's color is light green.

Line 8

The first section of Line 8, from Xiaogang to Wanshengwei, opened in 2002 and ran as part of Line 2 until the extension to the line was completed in September 2010. Line 8 ran from Fenghuang Xincun to Wanshengwei. The section from Changgang to Wanshengwei opened on 25 September 2010 when the split-off from Line 2 was complete. The section west of Changgang did not open until 3 November 2010 due to disputes over the environmental impact of the cooling facilities at Shayuan. The remaining section from Fenghuang Xincun to Cultural Park and Cultural Park to Jiaoxin are opened on 28 December 2019 and 26 November 2020 separately. Line 8's color is teal.

Line 9

The 20.1 km long underground route is operated by six-car trains, which runs from Fei'eling to Gaozeng, serving 10 stations. The line, other than Qingtang station, went operational on 28 December 2017. Line 9 mainly serves as a link for the passengers of Huadu District and Guangzhou North railway station to the rest of the system, having only one transfer station with Line 3 at Gaozeng. After the Tianhe Coach Terminal–Tiyu Xilu spur line of Line 3 is split off to form part of Line 10, the line is expected to be connected into Line 3 using the reserved switches at Gaozeng to become a new spur line. Line 9's color is pale green.

Line 13

Opened on 28 December 2017, Line 13 is the first metro line in Guangzhou built to run eight-car trains. The currently operating 27.03 km first phase runs from Yuzhu to Xinsha, serving passengers of Huangpu and Xintang, Zengcheng. The eleven-station line currently has only one transfer station with Line 5 at Yuzhu. The second phase of Line 13 runs west of the current phase, which cuts through popular areas of Huangpu, Tianhe, and Liwan Districts, and is currently under construction. Line 13's color is olive.

Line 14

Two sections of Line 14 are currently in service. The Knowledge City Branch Line, a ten-station 21.01 km long route located mainly within Huangpu, opened on 28 December 2017. The branch line operates primarily within Huangpu between Xinhe and Zhenlong, serving the Sino-Singapore Guangzhou Knowledge City. The mainline segment to Conghua opened a year later on 28 December 2018 and runs from Jiahewanggang in Baiyun District to Dongfeng in Conghua. A southward extension to Guangzhou railway station is currently under construction. Line 14 was the first Guangzhou Metro line to run express services. Line 14's color is brown.

Line 18

The section from to  of Line 18 opened on 28 September 2021. The section is 58.3 km in length. It will be extended 3 km to. A further 39.6 km extension to is also planned. Line 18's color is blue.

Line 21

The 61.5 km long Line 21 runs between Yuancun in Tianhe and Zengcheng Square in Zengcheng with six-car trains. It has 40.1 km of underground tracks, 14.7 km of elevated tracks, and 6.8 km of tracks in mountain tunnels. The section from Yuancun to Tianhe Park is intended as part of Line 11 and constructed to accommodate the eight-car trains of the latter. When the construction of Line 11 is completed, this section will be operated as part of Line 11, making Tianhe Park the west end of Line 21. Express service was also provided after the inauguration of the western section (Yuancun – Zhenlongxi). Line 21's color is dark purple.

Line 22

The section from to  of Line 22 opened on 31 March 2022. The section is 18.2 km in length. It will be extended 73.2 km to. Line 22's color is orange.

Guangfo Line

The Guangzhou–Foshan Section of Pearl River Delta Region Intercity Rapid Transit is an intercity metro line that connects Guangzhou and Foshan. It is commonly known as Guangfo Metro and Guangfo Line of Guangzhou Metro. The section within Foshan also doubles as Line 1 of FMetro (Foshan Metro). The line is operated by Guangdong Guangfo Rail Transit Co., Ltd., a subsidiary co-owned by Guangzhou Metro (51%) and Foshan Metro (49%). Its first section, from Xilang to Kuiqi Lu in Foshan, started operation on 3 November 2010 with 21 km of tracks and 14 stations. Eleven of the stations are located in Foshan, while the other three are in Guangzhou. Relocation disputes at Lijiao were not resolved until October 2013 and have delayed completion of the extension from Xilang to Lijiao till December 2015. When the line is completed, it will have 32.2 km of tracks and 21 stations, of which 17.4 km of tracks and 10 stations will be located in Guangzhou. The line runs four-car trains. All its stations are underground.

Zhujiang New Town APM Line

The Automated People Mover System of Zhujiang New Town Core District Municipal Traffic Project is an underground automated people mover that serves the central business district of Zhujiang New Town. It is commonly known as Zhujiang New Town Automated People Mover System or the APM for short. At a length of 3.9 km, it connects Linhexi and Canton Tower with nine stations on the line. The operation started on 8 November 2010 with Canton Tower Station named Chigang Pagoda Station until December 2013. The stations of Haixinsha and Chigang Pagoda remained closed during the 2010 Asian Games. Chigang Pagoda Station opened on 28 November 2010, one day after the Asian Games ended; Haixinsha Station remained unopened until 24 February 2011. There is no direct platform-to-platform connection between the APM and Line 3 albeit they share the stations of Linhexi and Canton Tower. Transfer passengers need to exit and reenter with a new ticket. The APM runs two-car rubber-wheeled driverless trains.

Long-term planning
The Guangzhou Urban Rail Transit Network Planning Scheme (2018-2035), which was approved by the Guangzhou Municipal Government in November 2020, shows that a total of 53 metro lines and 2,029 km are planned in Guangzhou. This round of line network planning is divided into three levels: high-speed metro, rapid metro, and regular-speed metro. Among them, there are 5 high-speed metro lines with 452 km in Guangzhou, 11 rapid metro lines with 607 km in Guangzhou, and 37 regular-speed metro lines with 970 km.

 * High-speed metro lines:
 * : Knowledge City – Luogang – Zini (→ Foshan)
 * : (Zhongshan / Zhuhai →) Shiliuchong – Huachengjie (→ Qingyuan)
 * : Airport North – Nansha Passenger Port (→ Dongguan)
 * : (Foshan →) Fangcun – Xintang (→ Dongguan)
 * spur line: Xintang – Guangzhou Huali College (→ Huizhou)
 * : Guangzhou East railway station – Liangkou (→ Xinfeng)
 * Rapid metro lines:
 * : Airport North – Haiou Island
 * parallel express line: Pazhou – Jiaomen
 * : Shuixibei – Meidi Dadao
 * : Chaoyang – Xinsha
 * : Guangzhou railway station – Dongfeng
 * : Xintang – Lichengbei
 * : Tianhe Park – Guangzhou Huali College
 * : Guangzhou North railway station – Lijiao
 * : Longxi – Huangpu Passenger Port
 * : Taihe – Lanhe (→ Foshan)
 * : Xinhe – Jiangnan (→ Dongguan)
 * : Huangpu railway station – Huadu Square
 * Regular-speed metro lines:
 * : Xilang – Guangzhou East railway station
 * : Jiahewanggang – Guangzhou South railway station
 * : Huangcun – Nansha Passenger Port
 * : Jiaokou – Huangpu Passenger Port
 * : Xunfenggang – Guangzhou Middle School
 * : Jiangfu – Haibang
 * : Tanzhonglu – Gaozeng
 * : Gaotangshi – Guanggang New Town (→ Foshan)
 * : Guangzhou railway station – Pazhou – Guangzhou railway station
 * Regular-speed metro lines (continued):
 * : Xunfenggang – Higher Education Mega Center South
 * spur line: Higher Education Mega Center North – Chenbian
 * : Jiaomen – Nansha Passenger Port – Jiaomen
 * : Huangpu railway station – Nanpuxi (→ Foshan)
 * : Lingnan Square – Jiangnan
 * : Chishajiao – Xintang Dadao
 * : Guangzhoudadaobei – Education Park
 * : Dongchong Town – Nansha Wetland Park
 * : Nanguolu – Information Technology Park
 * : Ronggui Railway Station – Qingshengdong
 * : (Foshan →) Huangjinwei – Toubei
 * : Dongjing – Huadong Coach Terminal
 * : Fengcun – Baishantang
 * : Lianxidadao – Shiliuchong
 * : Jiahewanggang – Datian
 * : Shihua – Changping
 * spur line: Yonghe – Lihu
 * : Bicun – Fangshi
 * : Aotou – Conghua Coach Terminal
 * : Nanjiao – GAC Base
 * Foshan : (Foshan →) Guangzhou South Railway Station
 * Foshan : (Foshan →) Xingyedadao
 * Foshan : (Foshan →) Guangzhou Railway Station
 * Foshan : (Foshan →) Baiyun Dongping
 * Foshan : (Foshan →) Longxi
 * Foshan : (Foshan →) Fangcun
 * Foshan : (Foshan →) Hedongdong
 * Dongguan : Huangpu Passenger Port (→ Dongguan)
 * Dongguan : Zengcheng Railway Station (→ Dongguan)
 * Dongguan : Shiqi (→ Dongguan)

Connections to neighboring cities
The Guangzhou Metro is actively constructing connections to neighboring cities. Foshan is already connected via the Guangfo Metro with connections via Line 7 and Foshan Metro Line 2 is now opened. Dongguan city is proposing connections with Guangzhou Metro Line 13 and the Dongguan Metro. Neighboring Huizhou city proposed in 2016 that Guangzhou Metro Line 16 be extended into Longmen County, achieving the integration of Huizhou and Guangzhou. In January 2018, Huizhou's mayor Mai Jiaomeng revealed that Huizhou was studying two connections with the Guangzhou Metro with Line 16 heading to Yonghan Town, Longmen County and Line 21 extended to Mount Luofu in Boluo County. In 2018, Guangzhou is studying the feasibility of extending Line 18 south into Zhongshan and north into Qingyuan.

 * Guangzhou–Foshan metro connections

Fares
Fares of Guangzhou Metro currently range from ¥2 (a couple of stations) to ¥22 (the longest journeys). A journey shorter than 4 km costs ¥2; ¥1 is charged for every 4 km after 4 km, every 6 km after 12 km, and every 8 km after 24 km. Between 30 October 2010 and 30 October 2011, an additional, undiscountable ¥5 fee was charged for any journey to or from Airport South. Collection of such a fee was approved for one year in July 2010 and expired without extension. The fare for the longest possible journey to the exiting station will be charged if a journey exceeds four hours. Passengers may carry luggage below weight and size limits at no cost or a ¥2 surcharge.

Single journey ticket
Single journey tickets can be bought at a kiosk at every station or at the automatic ticket vending machines. The ticket itself is a contactless radio-frequency plastic token. The user has to tap it on the sensor on the ticket barrier when entering and insert it into a slot at the exit gate where the token is reclaimed. Full base fares are charged for single journey tickets for individuals. Passengers travelling in groups of 30 or larger can enjoy a 10% discount.

Yang Cheng Tong and Lingnan Pass
Yang Cheng Tong is a contactless smartcard which can be used on the metro and most other forms of public transport in Guangzhou.

Yang Cheng Tong offers discounts for rides on buses and the metro. Within each month, bus and metro rides combined, a 5% discount is available for the first 15 journeys and a 40% discount for all journeys beyond. Full-time students enrolled in primary, secondary, and vocational schools can apply for student passes, which allow them bus and metro rides at half price. Senior citizens can also obtain special passes. Half price is charged for seniors aged 60–64. Seniors aged 65 and above as well as people with major disabilities ride free of charge.

Yang Cheng Tong was rebranded in November 2010 as a type of Lingnan Pass, a new transport card that is valid in multiple cities across the Pearl River Delta. Lingnan Pass cards issued in Guangzhou are named Lingnan Pass·Yang Cheng Tong. Existing cards were automatically upgraded and need not be replaced.

Day pass
Guangzhou Metro introduced day passes on 1 January 2013. A day pass holder can travel an unlimited number of times in the metro system during a limited period of validity starting from the first use. Two variants are currently available:

 * One-day pass: ¥20 each and valid for 24 hours
 * Three-day pass: ¥50 each and valid for 72 hours

Day passes are not rechargeable. They can be fully refunded until the first use, at which time they become nonrefundable. Used passes are not reclaimed, although they can be voluntarily recycled at drop boxes in the stations.

The passes are decorated with illustrations of the Cantonese language and cuisine to promote the local culture. The art design was favored by over 70% of those who responded to public opinion surveys compared to two other competing designs.

Discontinued ticket types
Guangzhou Metro discontinued the following ticket types in favor of Yang Cheng Tong.

Stored value ticket
Stored value tickets were very similar to Yang Cheng Tong. Stored value tickets are not on sale anymore, but they will be presented as souvenirs to VIPs at the activities of the subway company and can have a 5% discount on fares.

Monthly pass
Monthly passes were introduced on 1 November 2008 and abolished on 1 May 2010. There were three types of monthly pass:

 * ¥55 monthly pass for 20 single journeys
 * ¥88 monthly pass for 35 single journeys
 * ¥115 monthly pass for 50 single journeys

Each journey could travel from one station to any other station regardless of distance. A monthly pass was valid within a calendar month, not the one-month period from the first day it was used. Unused journeys in a month could not be rolled over to a pass for the following month.

Student pass and senior citizen pass
Both were issued by the metro company and used on metro only, allowing the holders to travel free or at half price.

Power supply
Most Guangzhou Metro lines in operation are powered by. For power transmission, lines 1, 2, 3, 7, 8, 9 and 13 as well as Guangfo Line use overhead lines, while lines 4, 5, 6, 14 and 21 use third rails. Lines 18 and 22 also use overhead wires, although at. In contrast to the heavy-rail lines, the light-rail APM runs on 600 V 50 Hz 3-phase AC supplied by third rails.

Free rides for relatives of metro employees
Starting from 1997 (Guangzhou Metro) implemented a policy that allowed free rides for, in addition to its employees, their relatives. The policy was exposed to the public after its validity was questioned at a hearing on metro fares in December 2005. At first, it was reported that up to three lineal kins of each metro employee were allowed free access to the metro. Based on Guangzhou Metro having about 6,000 employees at the time, participants of the hearing estimated that up to 18,000 relatives of metro employees could ride free at an approximate cost of ¥13 million per year.

In response to questions on the policy raised at the hearing, Lu Guanglin, then-General Manager of Guangzhou Metro, claimed that relatives of employees with free access would volunteer as security personnel of the metro. He cited counter-terrorism when explaining that the policy was not exclusively an employee benefit but also a safety measure. Guangzhou Metro later clarified that only the spouse and at most one pre-college child under 18 of each employee were allowed free access, limiting the number of such people to about 2,000. Free rides were strictly regulated and tracked, with abuse subject to disciplinary actions. An unnamed metro employee estimated that the actual cost per year was ¥3 million rather than ¥13 million.

Following its publicity, the policy sparked widespread criticism. A Nanfang Daily editorial criticised the policy as Guangzhou Metro exploiting public resources to its own interests. It also questioned the competence of relatives of metro employees in counter-terrorism. It further argued that if Guangzhou Metro indeed needed voluntary security personnel, it could have recruited them openly from the public. Such criticism was echoed by hearing participants as well as members of the Municipal People's Congress of Guangzhou. Guangzhou Metro officially abandoned the policy under pressure on 16 December 2005.

Ridership under-prediction
The first lines that were constructed, such as Lines 1, 2, and 8, used high capacity 6 car A-type trains in anticipation to heavy ridership. This choice later proved invaluable in the densely populated Guangzhou with all three aforementioned lines today having a peak daily usage of over 1 million passengers each. However, in the early days of operation, ridership of these lines was low. Ridership for Line 1 plateaued at $172,000$–$176,000$ in the late 1990s and early 2000s even though it was projected to reach $290,000$ in 1998. The under utilization of these lines at the time allowed experts to insist using lower capacity trains on newer lines and even led to the Guangzhou government being criticized for overinflating ridership predictions to approve metro projects. Preference was given small-capacity trains and low-headway operation in the planning of later projects such as Lines 3, 5 and 6. Line 3 was to be built using smaller, lower capacity B-type rolling stock while Lines 5 and 6 was planned to use even lower capacity light metro four car L-type trains.

Initially the trains of Line 3 would only be three cars long and planned to gradually be extended into six car trains in the long-term future. This was in line with the conservative ridership projections at the time, with the Airport Section of Line 3 predicted in 2007 to have a long term peak demand of just over 20,000 pphpd by 2034. These ideas would soon prove utterly shortsighted with Line 3 trains being plagued with extreme overcrowding with significant sections of the line over 100% capacity only a few years after opening. Line 3 was forced to adopt its final long term configuration of six-car trains and low headway operation only five years after opening. However, as of 2014, with continuing growth in passenger demand, many sections of Line 3 are still over 100% capacity even after conversion to six car trains and low headway operation. The section crossing the Pearl River between Kecun and Canton Tower stations is the most congested, reaching 136% capacity. In June 2017, the ridership of Line 3 averaged over 2 million passengers per day and on 1 March 2019 the line carried 2.54 million passengers in a single day. With the busiest section carrying over 60,000 pphpd of passenger volume in 2018.

As the controversy surrounding Line 3 unfolded the low capacity design of Line 6, another downscaled line, drew concentrated but late criticism from local media in July 2009. Originally believed to have limited attraction to commuters, Line 6 was intended as an auxiliary line with a projected daily ridership of $428,000$ two years after opening and $507,000$ in nine years, These projections assumed the opening year of Line 6 was still 2010 and Guangzhou was less populated. Such projections were in line with ridership of the, at the time, underutilized Lines 1 and Line 2 prior to 2004. However, with the construction of Line 6 well underway using the original plan of four car L-type trains, a change to longer trains had become unrealistic as it would require modification to stations structures whose construction had been completed. An internal report of Guangzhou Metro also released in 2009 reckoned that using the same six car B-type rolling stock as Lines 3 and 7 would increase the capacity of Line 6 by 50%. Land expropriation and residence relocation would pose even greater challenges as evidenced by severe delays in the construction of the stations of Yide Lu and Shahe. In 2014, one year after opening, daily ridership on Line 6 has grown to 600,000 and continues to increase steadily, peaking at 858,000 passengers on 16 September 2016, a mere two years later. With the opening of Phase II extending the line from Changban to Xiangxue in late 2016 ridership continues to increase, averaging 850,000 passengers per day as of April 2018.

The congestion following the openings of Lines 3 and 6 made a profound impact on the planning and design of metro lines in Guangzhou. Line 5 had an urgent revision during early construction to support longer six car trains but still using a low capacity L-type design. Lines 7 was originally also planned to use the same four car light metro design as Line 6 but was redesigned and constructed to use higher capacity six car B-type trains. Before the opening of Line 6, the mayor of Guangzhou Chen Jianhua publicly admitted that planning of Line 6 lacked foresight and ridership estimates were too conservative. He predicts the line would be very crowded upon opening. He promised to ensure that future lines will be designed to use trains that are six or more cars long. Newer lines around the city center such as the under construction Line 11, Line 12 and in operation Line 13 will all use high capacity eight car A-type trains.

Exposure of quality issue
On 11 October 2010, news broke that the concrete structures of two connecting passages in the north extension of Line 3 between Jiahewanggang and Longgui had substandard compressive strength. The quality of the two connecting passages was found to be questionable as early as August 2009. But it not was brought to light until a technician who worked for a company that inspected their quality posted scanned copies of the original inspection reports in his blog in August 2010, and the media picked up the story in October 2010.

The connecting passages were intended as connections between two metro tunnels for the maintenance crew and emergency escape corridors for passengers. Their compressive strength was designed to reach 30 MPa. However, the lowest values measured in two inspections were only 21.9 MPa and 25.5 MPa, respectively. Guangzhou Metro and Beijing Chang Cheng Bilfinger Berger Construction Engineering Co., Ltd. (BCBB), contractor of the Jiahewanggang–Longgui section, commissioned two inspection companies to perform a total of three inspections. All three inspections reported results below standard. According to the technician who disclosed the issue and another technician who participated in the first inspection, possible consequences of weaker-than-standard concrete structures included collapse of the passages, blockage of groundwater drains, and even paralysation of the metro tunnels.

Alleged fraud attempts
According to the two technicians, BCBB rejected a negative inspection report and conspired with their employer company to produce a fraudulent positive report. In response, both the inspection company and BCBB denied their involvement in any fraud attempts. Su Zhenyu, a deputy manager of the Quality and Safety Division of Guangzhou Metro, admitted the quality issue with the connecting passages but maintained the innocence of Guangzhou Metro. According to him (Guangzhou Metro) never received the original inspection reports in 2009 and was unaware of the issue until it received them on 30 September 2010. Su blamed the incident on deceit by BCBB and declared the structures safe for train operation. Su's comments were acknowledged by Guangzhou Metro.

Reactions
According to Su (Guangzhou Metro) had launched an investigation into the incident and demanded remedial plans for fortifying the structures from the designer after its experts verified that the quality of the passage did not meet the design standard. In its official response (Guangzhou Metro) claimed that it had been monitoring the connecting passages since they were completed in August 2009 and noticed no cracks, deformation or leaks. It also commissioned a re-inspection in September 2010 and obtained results comparable to previous ones. Evaluation by the designer of the connecting passages based on these results recognised their structures as safe. Previously in 2009, the designer also evaluated one of the two connecting passages as safe upon demand of BCBB with the standard for its compressive strength at the lowest permissible value of 25 MPa.

In the wake of widespread media coverage, the Construction Commission of Guangzhou launched an investigation into the incident. The commission invited an independent expert group to inspect the connecting passages. The expert group reaffirmed that despite their quality was indeed below the design standard, the passages were safe for operation and needed not be strengthened or rebuilt. The commission also confirmed that BCBB violated regulations in concealing negative inspection reports from related parties. The cause of weaker-than-standard concrete structures was blamed by deputy mayor Su Zequn on cement being mixed manually instead of using machinery due to space limitation at the construction site.

The scheduled opening of the north extension of Line 3 on 30 October 2010 was eventually unaffected.

Universal free access in November 2010
In January 2010, then-mayor Zhang Guangning revealed to the media that the local government was considering rewarding residents with an "Asian Games gift package" in acknowledgement of their support for the Games. On 27 September 2010, contents of the gift package were officially announced. Included was universal free access to public transit on 30 workdays in November and December 2010 that would coincide with the schedules of the 2010 Asian Games and Asian Para Games in urban areas excluding the districts of Panyu, Nansha and Huadu and the cities of Zengcheng and Conghua. The measure was intended to compensate for the inconvenience caused by a temporary traffic rule that would ban cars from the streets by the parity of the last digits of their license plates during the Games.

The free rides policy prompted unprecedented enthusiasm from local residents on 1 November 2010, the first day it went into effect. The metro system carried 7.80 million rides, doubling the figure of an average day. Ridership of the day exceeded the previous peak of 5.13 million on National Day 1 October 2010 by a significant margin and set a national record. Metro traffic remained intense in the days that followed. The daily ridership record was refreshed twice on 3 and 5 November 2010, reaching 7.844 million; total ridership amounted to 38.77 million over the entire workweek. Provisional flow control measures were put into force at all stations, but were utterly inadequate to contain traffic far beyond the design capacity of the metro system. Trains were often crammed, and stations were filled with people queuing in swarms to take a free ride. Guangzhou Metro estimated that when the Asian Games opened, daily ridership would surpass 8 million.

Five days after the free rides policy came into force, local authorities decided to rescind the free public transit offer starting from 8 November 2010 and replace it with a cash subsidy program as they deemed the enormous public response a potential security threat to the Games. Registered households and migrant households with presence in the city longer than half a year would each receive a public transit subsidy of ¥150 in cash; individuals in corporate households would each receive ¥50. Residents could claim the subsidies between 12 January and 31 March 2011. Public transit discount policies that were in effect before November 2010 remained unchanged.

Kangwang Lu sinkhole incident
Around 16:40 on 28 January 2013, in the immediate neighbourhood of the construction site of the Cultural Park Station of Line 6 on Kangwang Lu, a sinkhole of approximately $100 m2$ in area and $10 m$ in depth collapsed, consuming several houses and trees. Six collapses occurred within 40 minutes. Two more collapses occurred later at 21:45, when workers were pouring concrete into the sinkhole. Nearby roads were immediately closed for emergency engineering. The affected section of Kangwang Lu remained closed until the Spring Festival holidays and was closed for a second time on 12 February due to discovery of additional risks.

There were no casualties in the incident because metro construction workers detected geological anomalies 20 minutes before the initial collapse and promptly evacuated the neighbourhood. The sinkhole caused disruptions to electricity, gas and water supplies and drainage pipelines. Preliminary analysis blamed the incident on inaccurate geological drawings used for underground blast operations. In total, 412 households, 103 businesses and 69 warehouses were evacuated, and 257 residents were relocated. Guangzhou Metro offered provisional compensations that amounted to ¥50,000 for each collapsed business and ¥2600 for each resident of the collapsed houses, among other compensations.

Overseas business
On February 25, 2020, the Guangzhou Metro Group and the Punjab Provincial Public Transport Authority of Pakistan signed a service contract for the operation and maintenance of the Orange Line of the Lahore Metro in Pakistan. The bid-winning consortium would undertake the operation and maintenance of the Lahore Metro Orange Line for eight years.

title: Guangzhou Metro


text: User talk:4.42.120.178

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

title: User talk:4.42.120.178


text:
Category:Ventriloquists' dummies

Articles relating to ventriloquists' dummies.

title: Category:Ventriloquists' dummies


text:
Little Italy, Baltimore

Little Italy is a neighborhood located in southeastern Baltimore, Maryland. The neighborhood is known for its strong Italian-American heritage and identity. The neighborhood is still mostly populated by the descendants of Italian-American immigrants and remains a closely knit ethnic enclave.

Due to its close proximity to desirable neighborhoods such as Fell's Point, Upper Fell's Point and Harbor East, real estate values in Little Italy have become high in recent years. Another cause for the neighborhood's competitive real estate market is the lack of properties entering the market due to the longstanding neighborhood tradition of keeping houses within the family. Each summer, the Little Italy community hosts an outdoor film festival where outdoor movies are projected onto a wall at the intersection of High and Stiles Streets.

History
Located just east of the Inner Harbor, Little Italy was given its name due to the large number of Italian immigrant families that moved into the area during the late 19th and early 20th centuries. When Italian immigrants first moved into the what is now Little Italy, the neighborhood was home to a diverse community of Irish, German, and Jewish immigrants. By the start of the 20th century, the neighborhood had become almost exclusively Italian-American, eventually earning it the name, Little Italy. Little Italy is home to St. Leo the Great Roman Catholic Church, established in 1881 (cornerstone laid 1880), and listed on the National Register of Historic Places. The church has traditionally been the centerpiece of the largely Catholic neighborhood and is still frequented by local residents along with Italian-Americans from elsewhere in Baltimore with family roots to the neighborhood.

Notable natives and residents

 * Speaker of the United States House of Representatives Nancy Pelosi grew up in Baltimore's Little Italy. Her father, Thomas D'Alesandro Jr., was mayor of the city.
 * MLB Hall of Famer Jim Palmer owns a penthouse condominium in Little Italy, which he acquired in 2006, and uses when he's in Baltimore doing broadcasting work.

Literary and dramatic references

 * In Homicide: Life on the Street, fictional detective Al Giardello was raised in Little Italy, as it was the neighborhood inhabited by his father's side of the family. Giardello's mother's side of the family was from a neighboring African American housing project called the Perkins Homes.
 * Nora Roberts' book Blue Smoke was set in Baltimore's Little Italy, as is the film adaptation.

Transportation
Little Italy is located three blocks south of the Shot Tower/Market Place Baltimore Metro Subway station. The southern terminus of the Jones Falls Expressway (I-83) is just north of the neighborhood.

title: Little Italy, Baltimore


text:
John 20:6

John 20:6 is the sixth verse of the twentieth chapter of the Gospel of John in the Bible. Peter and the Beloved Disciple have just arrived at the empty tomb of Jesus. The Beloved Disciple, who arrived slightly ahead of Peter, paused outside the empty tomb. In the verse, Peter enters the tomb upon his arrival.

Content
In the King James Version of the Bible, the text reads:
 * Then cometh Simon Peter following
 * him, and went into the sepulchre,
 * and seeth the linen clothes lie,

The English Standard Version translates the passage as:
 * Then Simon Peter came, following
 * him, and went into the tomb.
 * He saw the linen cloths lying there,

For a collection of other versions see BibleHub John 20:6

Analysis
Though Peter arrived second, he enters the tomb first. To F.F. Bruce, Peter entering the tomb as soon as he arrives shows his "characteristic impetuosity". That Peter enters the tomb without trepidation or hesitation is seen by other scholars as an indication that he was not greatly affected by guilt due to the events surrounding the crucifixion. Barrett states that the passage is an attempt to subordinate the Beloved Disciple to Peter and make up for the disciple beating Peter in the race for the tomb.

The word translated as seeth/saw is closer to examine, implying that Peter is paying detailed attention to the strips of linen. This contrasts with the previous verse, where the Greek implies the Beloved Disciple gave a much shorter glance to the linens.

The strips of linen presumably refer to the grave clothes of Jesus that are discussed in greater detail in John 20:7. Some translators believe "lying there" is best interpreted as "lying on the ground". Brown disagrees and reads this turn of phrase as evidence that the grave clothes were sitting upon a shelf in the tomb. It is notable that John refers to the grave clothes as "strips". In Luke and traditionally, Jesus was wrapped in a shroud.

title: John 20:6


text:
Category:Puppets

__NOGALLERY__

title: Category:Puppets


text:
Robbie McEwen

Robbie McEwen (born 24 June 1972) is an Australian former professional road cyclist. McEwen is a three-time winner of the Tour de France points classification and, at the peak of his career, was considered the world's fastest sprinter.

He last rode for on the UCI World Tour.

A former Australian BMX champion, McEwen switched to road cycling in 1990 at 18 years of age. He raced as a professional from 1996 until 2012.

McEwen retired from the World Tour after riding the 2012 Tour of California and is now a cycling broadcast commentator on the Tour Down Under, the Tour de France, and the Giro d’Italia.

Career
McEwen was born in Brisbane. After four years of moving through the regional, state and national levels of cycling, he started at the Australian Institute of Sport in Canberra under road cycling coach Heiko Salzwedel. The first signs of his sprinting prowess on the international stage were at the Peace Race, winning three stages for the Australian national team.

McEwen competed in the road race at the 1996 Atlanta Olympic Games (23rd) and the 2000 Sydney Olympic Games (19th). He was also included on the Australian team for the 1994 UCI Road Cycling World Championship in Italy, and the 2002 UCI Road Cycling World Championship in Belgium, where he won a silver medal. McEwen was again selected for Australia at the 2004 Athens Olympic Games (11th) as part of the road race team.

McEwen was named 2002 Australian Cyclist of the Year, 2002 Male Road Cyclist of the Year and 1999 Male Road Cyclist of the Year. After spending 16 seasons racing for foreign teams (Dutch: Rabobank & Farm Frites; Belgian: Lotto; Russian: Katusha; USA: RadioShack), McEwen signed for the new Australian team in September 2011 after it gained a ProTeam licence for the 2012 season.

Tour de France
McEwen participated in the Tour de France on 12 occasions: 1997 (117th), 1998 (89th), 1999, 2000, 2002, 2003, 2004, 2005, 2006, 2007, 2008 and 2010. Over the years, he has won 12 stages. In 1999, McEwen won the final stage sprint in Paris on the Champs-Élysées. In 2002, McEwen won stage 3 (Metz–Reims) and stage 20 (Melun–Paris). In 2004, McEwen won stages 3 and 9. In 2005, McEwen won stage 5 to Montargis, stage 7 to Karlsruhe in Germany, and stage 13 to Montpellier. In 2006, McEwen won stages 2, 4 and 6 to Esch-sur-Alzette, St Quentin and Vitré respectively.

He started the 2007 Tour with a victorious sprint on stage 1 to Canterbury. The stage win was seen as remarkable as he had crashed with 20 km to go. He injured his knee and wrist but with the help of his team he clawed his way back to the bunch to win the sprint by over a bike length. The injuries he sustained from this crash did not prevent him from continuing but eventually he was forced out of the race when the Tour entered the Mountains, his knee injury became worse and he failed to finish stage eight within the time limit.

In 2002, McEwen became the first Australian to win the Tour de France points classification. By 2006, McEwen had won the Tour de France green points jersey three times in this race – in 2002, 2004 and, again, in 2006 – defeating rivals such as fellow Australians Baden Cooke and Stuart O'Grady, and international competitors like Erik Zabel of Germany, Tom Boonen of Belgium and Thor Hushovd of Norway.

McEwen's first win in the 2002 Tour de France saw him win the green jersey from German legend Erik Zabel, with O’Grady third and Cooke fourth. In 2004, McEwen won the points classification for a second time, defeating Hushovd and Erik Zabel. McEwen had fractured two transverse process (vertebrae) in a mass pile up on stage 6 and continued the race in extreme pain, making his stage 9 win in Guéret all the more remarkable.

McEwen won his third and final Points classification in the 2006 Tour de France, this time with Zabel second and Hushovd third.

In 2012, he announced that the Tour of California would be the last professional race of his career. He struggled to reach the finishing line of the mountain stages in the gruppetto. He humorously said after his arrival on the final stage in Los Angeles: "This was a good race to pick as my last because I suffered so much this week I won't miss it." He was awarded the "Most Courageous Rider" jersey at the end of the race to commemorate his last day of professional cycling. After retiring from racing, McEwen remained with Orica–GreenEDGE as a technical adviser and sprint coach.

Commentating
In 2017, 2018, 2019 and 2020, Robbie McEwen commentated on the Tour de France's world feed in English, alongside fellow Australian Matthew Keenan.

In 2021 he featured on SBS Australia's coverage of a number of cycling races, but his contract was not renewed for 2022.

He commentated on the Santos Festival of Cycling for the 7 Network Australia, and joined GCN (Global Cycling Network) in March 2022.

McEwen co-hosted the Seven Network broadcast of the 2023 & 2024 Santos Men’s Tour Down Under used by Peacock in the US alongside Anna Meares and Phil Liggett. He then went on to feature on Eurosport's coverage of the 2024 Tour de France as both a pundit on The Breakaway and as a race commentator.

Sprinting style
McEwen was known as a particularly cunning and tactical sprinter. Where many teams would use lead-out trains to secure a stage win for their selected sprinter, McEwen achieved many of his victories either with one lead-out man, or often none at all, by aggressively and intelligently positioning himself within the peloton in the final kilometres.

Fellow Australian cyclist Stuart O'Grady considers McEwen to be "one of the fastest, most powerful accelerators the planet has ever seen".

Personal life
McEwen lives in Australia with his Belgian wife, Angélique Pattyn, his son, Ewan, and his daughters, Elena and Claudia. In 2011, McEwen published an autobiography entitled 'One Way Road'. McEwen lived for many years in the Belgian town of Everbeek and is fluent in Dutch.

Major results

 * 1994
 * Peace Race
 * 1st Stages 3, 6b & 9
 * 1st Stage 1 Tour de l'Avenir

 * 1995
 * 1st Stage 4 Regio-Tour
 * 1st Stage 6 Tour de l'Avenir

 * 1996
 * 1st Luk-Cup Bühl
 * 1st Stage 4 Vuelta a Murcia
 * 1st Stage 2 Rheinland-Pfalz Rundfahrt
 * 1st Stage 3b Regio-Tour
 * 1st Stage 4 Tour de l'Avenir
 * 4th Overall Herald Sun Tour
 * 1st Stages 1b, 8b & 10b

 * 1997
 * 1st Jersey yellow.svg Overall Geelong Bay Classic Series
 * 1st Stages 1, 2 & 4
 * Ronde van Nederland
 * 1st Stages 2 & 3a
 * 1st Stage 2 Four Days of Dunkirk
 * 1st Stage 3 Tour de Luxembourg
 * 4th Trofeo Alcúdia
 * 5th GP Stad Zottegem
 * 10th Overall Danmark Rundt

 * 1998
 * 1st Stage 1 Vuelta a Andalucía
 * 1st Stage 5 Geelong Bay Classic Series
 * 9th Overall Ronde van Nederland
 * 1st Stages 3a & 5

 * 1999
 * 1st Jersey yellow.svg Overall Geelong Bay Classic Series
 * 1st Stages 1, 4 & 5
 * 1st Stage 20 Tour de France
 * 1st Stage 2 Tour de Luxembourg
 * 1st Stage 1a Route du Sud
 * Herald Sun Tour
 * 1st Stages 3 & 6
 * 2nd Trofeo Luis Puig
 * 4th Dwars door Gendringen
 * 9th Overall Ronde van Nederland
 * 1st Stage 2

 * 2000
 * 1st Trofeo Alcúdia
 * 1st Stage 6 Tour Down Under

 * 2001
 * 1st Trofeo Calvià
 * Herald Sun Tour
 * 1st Stages 3 & 4 (ITT)
 * International Uniqa Classic
 * 1st Jersey green.svg Points classification
 * 1st Stages 2 & 3
 * 1st Stage 2 Ronde van Nederland
 * 1st Stage 2 Tour Méditerranéen
 * 8th Overall Tour de Wallonie
 * 1st Stage 4
 * 8th Nokere Koerse

 * 2002
 * 1st MaillotAustralia.PNG Road race, National Road Championships
 * 1st Jersey orange.svg Overall Étoile de Bessèges
 * 1st Stage 1
 * 1st Jersey yellow.svg Overall Circuit Franco-Belge
 * 1st Stages 2 & 3
 * 1st Scheldeprijs
 * 1st Paris–Brussels
 * 1st Delta Profronde
 * 1st RaboRonde Heerlen
 * Tour de France
 * 1st Jersey green.svg Points classification
 * 1st Stages 3 & 20
 * Giro d'Italia
 * 1st Stages 4 & 10
 * Paris–Nice
 * 1st Stages 2 & 7
 * Tour Down Under
 * 1st Jersey green.svg Points classification
 * 1st Stages 1, 3, 4 & 6
 * 2nd Silver medal uci.svg Road race, UCI Road World Championships
 * 2nd GP Rik Van Steenbergen
 * 3rd Tour du Haut Var
 * 3rd Veenendaal–Veenendaal
 * 4th Omloop Het Volk

 * 2003
 * 1st Dwars door Vlaanderen
 * Giro d'Italia
 * 1st Stages 4 & 11
 * 1st Stage 2 Tour de Suisse
 * 1st Stage 3 Tour Down Under
 * 1st Stage 4 Étoile de Bessèges
 * 3rd Veenendaal–Veenendaal
 * 4th Grand Prix de Fourmies
 * 6th Overall Circuit Franco-Belge
 * 1st Stage 3
 * 7th Delta Profronde
 * Tour de France
 * Held Jersey green.svg after Stages 1–5, 18 & 19

 * 2004
 * 1st Gouden Pijl
 * 1st Memorial Samyn-Fayt-le-Franc
 * 1st Profronde van Oostvoorne
 * Tour de France
 * 1st Jersey green.svg Points classification
 * 1st Stages 2 & 9
 * Held Jersey yellow.svg after Stage 3
 * Giro d'Italia
 * 1st Stage 5
 * Held Jersey violet.svg after Stage 5
 * Tour de Suisse
 * 1st Stages 2 & 4
 * 2nd Overall Tour Down Under
 * 1st Jersey green.svg Points classification
 * 1st Stages 1 & 4
 * 2nd Overall Tour of Qatar
 * 2nd Scheldeprijs
 * 2nd Delta Profronde
 * 2nd Veenendaal–Veenendaal
 * 4th Overall Circuit de la Sarthe
 * 1st Jersey green.svg Points classification
 * 8th Sparkassen Giro Bochum

 * 2005
 * 1st MaillotAustralia.PNG Road race, National Road Championships
 * 1st Jersey yellow.svg Overall Bay Classic
 * 1st Stages 1 & 4
 * 1st Paris–Brussels
 * 1st Grand Prix de Fourmies
 * Tour de France
 * 1st Stages 5, 7 & 13
 * Giro d'Italia
 * 1st Stages 2, 6 & 10
 * Held Jersey pink.svg after Stage 2
 * Held Jersey violet.svg after Stages 2–3, 6 & 10–12
 * Tour Down Under
 * 1st Jersey green.svg Points classification
 * 1st Stages 1, 2 & 6
 * 1st Stage 4 Tour de Suisse
 * 1st Stage 5 Tour of Qatar
 * 1st Stage 4 Niedersachsen Rundfahrt
 * 3rd Grand Prix d'Isbergues
 * 4th Paris–Tours

 * 2006
 * 1st Jersey yellow.svg Overall Grande Prémio Internacional Costa Azul
 * 1st Jersey green.svg Points classification
 * 1st Stage 1
 * 1st Paris–Brussels
 * 1st Down Under Classic
 * Tour de France
 * 1st Jersey green.svg Points classification
 * 1st Stages 2, 4 & 6
 * Giro d'Italia
 * 1st Stages 2, 4 & 6
 * Held Jersey violet.svg after Stages 4–12
 * 1st Stage 1 Tour de Romandie
 * 1st Stage 7 Herald Sun Tour
 * 2nd Overall Driedaagse van West-Vlaanderen
 * 1st Stage 2
 * 2nd Memorial Rik Van Steenbergen
 * 3rd Overall Tour Down Under
 * 4th Grand Prix de Fourmies
 * 5th Road race, UCI Road World Championships

 * 2007
 * 1st Paris–Brussels
 * Tour de France
 * 1st Stage 1
 * Held Jersey green.svg after Stage 1
 * Giro d'Italia
 * 1st Stage 2
 * Held Jersey violet.svg after Stages 2 & 4
 * 1st Stage 2 Tour de Romandie
 * 1st Stage 1 Tirreno–Adriatico
 * 1st Stage 5 Tour de Suisse
 * 1st Stage 5 Tour Down Under
 * 1st Stage 3 Jayco Bay Classic
 * 1st Stage 3 Eneco Tour
 * 2nd Scheldeprijs
 * 3rd Schaal Sels
 * 4th Milan–San Remo
 * 6th Gent–Wevelgem
 * 6th Paris–Tours
 * 8th Overall Circuit Franco-Belge
 * 9th Omloop Het Volk

 * 2008
 * 1st Vattenfall Cyclassics
 * 1st Paris–Brussels
 * Tour de Suisse
 * 1st Stages 3 & 4
 * 1st Stage 2 Tour de Romandie
 * 3rd Scheldeprijs
 * 6th Paris–Tours

 * 2009
 * 1st Down Under Classic
 * 1st Trofeo Cala Millor
 * 1st Stage 3 Tour de Picardie

 * 2010
 * 1st Trofeo Palma de Mallorca
 * 1st Stage 1 Eneco Tour
 * 2nd Scheldeprijs
 * 2nd Memorial Rik Van Steenbergen
 * 4th Overall Tour Down Under
 * 6th Grand Prix de Fourmies
 * 7th Grote Prijs Jef Scherens

 * 2011
 * 1st Jersey yellow.svg Overall Tour de Wallonie-Picarde
 * 1st Stages 1 & 4
 * 1st Stage 4 Tour de Wallonie
 * 2nd Tour de Mumbai
 * 4th Kampioenschap van Vlaanderen
 * 5th Scheldeprijs
 * 8th Grand Prix de Fourmies

Recognition
In 2015, he was an inaugural Cycling Australia Hall of Fame inductee. In 2019, inducted into Sport Australia Hall of Fame.

title: Robbie McEwen


text:
João Pinheiro

João Pinheiro da Silva (16 December 1860 – 25 October 1908) was a Brazilian lawyer, industrialist and politician who served as president of Minas Gerais. A defender of republicanism during Brazil's Imperial era, Pinheiro became the main republican figure in Minas Gerais, leading the foundation of the Republican Party of Minas Gerais in 1888.

Early life and education
The youngest son of Giuseppe Pignataro and Carolina Augusta de Morais, João Pinheiro was born on 16 December 1860 in Serro, Minas Gerais. Pignataro was an Italian immigrant who arrived in Brazil in 1848, changing his name to José Pinheiro da Silva, while Carolina, born in Caeté on 22 May 1839, was the daughter of Antônio Pedro Pinto, a primary school teacher, and Joaquina Rosa de Morais. The couple married in Ouro Preto in 1854 and later moved to Serro with the help of Carolina's brother, Luiz Antônio Pinto. João Pinheiro's brothers were José Pinheiro (b. 1856) and João Pinheiro, who died just a few months old in 1859.

According to Maria Marta Araújo, João Pinheiro's father had "stable" financial conditions until 1862, when his situation took a sudden turn for the worse after he was arrested and tried on charges of being an accomplice of a group of Italians in the theft of gold coins and the murder of a local landowner's slave. In April of that year, three of the accused were sentenced to death and one was sentenced to life imprisonment for being a minor. Pignataro was acquitted, but his image and finances were ruined, forcing the family to move to Nossa Senhora do Porto (currently Senhora do Porto), then a district of Serro. Pignataro struggled to provide for the family, making several trips in search of work. In 1869, seeking better opportunities, he decided to go on a trip to Rio de Janeiro, during which he contracted yellow fever and died in Ouro Preto in 1870.

Pignataro's death forced the widow to live with relatives in several cities in Minas Gerais until settling in her native Caeté. Faced with financial difficulties, Carolina sent João and José to study at the Mariana Seminary. After finishing his secondary studies at the seminary, João Pinheiro enrolled in the engineering course at the Mining School of Ouro Preto in 1881. Before finishing the course, however, he left the Mining School to study at the Faculty of Law of São Paulo in 1883.

Pinheiro initially needed his brother's help to pay for his studies at the Faculty of Law. In 1884, teacher Cipriano José de Carvalho, who also helped him, got him a job as a janitor at the Normal School of São Paulo. In 1885, Pinheiro was appointed substitute teacher at the school. The next year, he became an elector by the Republican Party in São Paulo and began to support abolitionism. While studying at the Faculty of Law, he published articles in newspapers defending a republic in Brazil. Pinheiro fell in love with a student of the Normal School, Helena de Barros, who was the daughter of a powerful coffee planter from São Paulo; Helena's father was against his daughter's marriage to Pinheiro. Pinheiro graduated with a bachelor's degree in Law and Social Sciences on 18 November 1887.

Historical republican
After graduating from the Faculty of Law, João Pinheiro moved to Ouro Preto, then the capital of Minas Gerais, where he opened a law firm together with Francisco de Assis Barcelos Correia. Soon after, however, Pinheiro became involved with politics and active in the republican propaganda, allying himself with Cesário Alvim, a dissident from the Liberal Party and enemy of the Viscount of Ouro Preto. Pinheiro was one of the organizers of the Republican Club in Ouro Preto, and also led the creation of the Republican Party of Minas Gerais (PRM), which was founded on 4 June 1888, becoming director of the party's journal, O Movimento, which began to circulate on 23 January 1889, becoming Minas Gerais' most circulated one. In this journal Pinheiro defended the separation of church and state, freedom of teaching, the democratization of Justice, and a federation.

In 1889, Pinheiro became one of the main republican propagandists in Minas Gerais, helping to spread republican ideas in various parts of the province. That same year, on 15 November 1889, the republic was proclaimed in Brazil.

Governor of Minas Gerais
Pinheiro was elected president (governor) of Minas Gerais in 1906, taking office on 7 September of that year and succeeding Francisco Antônio de Sales.

Death
Pinheiro died before finishing his term on 25 October 1908, being succeeded by vice-president Júlio Bueno Brandão.

title: João Pinheiro


text:
José Castro (disambiguation)

José Castro (1808–1860) was a native governor of Alta California.

José Castro may also refer to:

 * José Ribeiro e Castro (born 1957), Portuguese politician
 * José Castro (baseball) (born 1958), professional baseball coach
 * José Castro (fencer) (born 1928), Portuguese Olympic fencer
 * José Castro (footballer) (born 2001), Chilean football player
 * José Castro (sport shooter) (born 1907), Brazilian Olympic shooter
 * José Castro (water polo) (born 1915), Uruguayan Olympic water polo player
 * José Antonio Castro (born 1980), Mexican football player
 * José Bañales Castro (born 1960), Mexican politician
 * José Alberto Castro (born 1963), Mexican producer and director
 * José de Castro (1868–1929), Portuguese lawyer, journalist and politician
 * José García Castro (1933–2003), known as Pepillo, Spanish football player
 * José Gregorio Castro (1859–1924), Peruvian prelate and former bishop of Cuzco
 * José María Castro Madriz, Costa Rican lawyer, academic, diplomat, and politician

title: José Castro (disambiguation)


text:
Talk:Star Wars MUSH

VfD consensus dispute
This page was voted on for deletion at Votes for deletion/Star Wars MUSH/first nomination. There was no consensus. dbenbenn | talk 15:41, 4 Mar 2005 (UTC)

 * Yes there was, it was to delete. Don't lie. --Spinboy 17:30, 4 Mar 2005 (UTC)
 * It is in your own best interests, Spinboy, to refrain from making false accusations and personal attacks. Upon reviewal of the VfD discussion there was clearly NO consensus with a vote of 4 keeps and 4 deletes.  --GRider\talk 19:12, 4 Mar 2005 (UTC)

 * I counted 5 to delete, (including my nomination, that counts as a vote) and 3 to keep at the time. Your vote came after the page was archived. --Spinboy 19:41, 4 Mar 2005 (UTC)

 * Be it 4:4 or 5:3, neither one fit the definition of a consensus. A concensus would be 6:3 or greater.  In this particular instance, there is clearly none. --GRider\talk  19:51, 4 Mar 2005 (UTC)

 * I disagree, it has 50%+1 of the vote, it should be purged. --Spinboy 19:55, 4 Mar 2005 (UTC)

 * Why are you so hot to delete this? Moralis 23:56, 19 October 2005 (UTC)

On 4 Mar 2005, this article was again nominated for deletion. The result was keep. See Votes for deletion/Star Wars MUSH for a record of the discussion. —Korath (Talk) 18:21, Mar 19, 2005 (UTC)

Definition of the word "consensus"
n. A specific method of community decision making where agreement by all parties is required, and one party can block the decision.

Is it encyclopedic?
I've thrown this page onto the MU* Games category, because it matches what else is there -- the only question I have, mostly driven by the fact a similar article of mine was removed last week, is whether or not this should be listed on wikipedia? I'm not the owner of this mush, and am on good terms with the HW (Minkar), so I'm not about to propose it as a vfd. I'm just not sure to what extent muds/mushes should be listed, and where the perception for whether a game is historical or significant enough to be listed. I don't want this to sound like a case of sour grapes, but where is the line drawn?

Sure, there's information listed on the history and evolution of the idea, but every site has that. My own has six years of history behind it, so it's hardly a flash in the pan. I don't want this to sound like a rant, though. Just trying to understand the process :)

--Tarison 05:37, 9 Feb 2005 (UTC)

The page is currently lacking content. I don't see how it's useful to Wikipedia, either. I'm not aware of any culturally significant events that have come out of the MU* community. It's too much of a niche. Nothing against Minkar, but this page just doesn't belong here, IMO.--Eric 21:08, 17 Mar 2005 (UTC)

OTOH, that could mean getting rid of the whole category. I suppose it can stay, it just needs major work. Noting my vote on the VfD page.--Eric 21:14, 17 Mar 2005 (UTC)

About the Spin offs
I removed the note about Brak Sector being 'more successful' than the original other fractures from SW1, because it's very much based on point of view. SW2 (A New Threat) ran from the split, up until late 2004. Minos Cluster stayed till at least early 2001, when it changed its theme (though I can't recall exactly which name it assumed), and lasted for 1-2 years afterwards.

From what I recollect, Brak closed for a time (not sure when, though I'm inclined to say prior to 2000. It reopened in 2003, though I'm not sure that it is still open now -- hardly what you would call 'more successful', next to the others. I think it's better we don't get bias into the article, though. There are a lot of other 'spin-offs' that reach back to the original, whether they spun off others or not. --Tarison 07:11, 17 October 2005 (UTC)

 * Thanks for the update. The phrasing wasn't a result of bias, as I've never played any of the spin-offs, just a bad use of language. Moralis 23:56, 19 October 2005 (UTC)

About the "Historical Significance"
I've put back the section on the history of the game, which was deleted as 'POV crap,' on the basis that it's all factual. If someone would like to delete it again and explain why this time, I won't argue with their decision. Meanwhile, as far as I've been able to tell through research, SW1 was the first game to incorporate the features touched on, which pretty much refutes any allegations that the section was 'POV-based'. I have changed the wording of the article to sound less biased in the direction of the game; however, given several complaints over time regarding the article's lack of content I'm wondering why certain people are so devoted to deleting new sections in their entirety without explanation. Moralis 23:56, 19 October 2005 (UTC)

I'm still 99% sure this is a POV thing, though in terms of STAR WARS-based MUSHES, they may have pioneered certain systems. I wasn't the one that removed what was previously added, however, so I can't really comment on why they removed it. The problem is, mush code gets around. One of the first spin-offs from SW2 (not SW1) was 'A Legacy Born' -- and I say spinoff, because those that formed it were all there in one faction, though it was a completely fresh DB. ALB was a TPM-themed place, started before TPM was released (I can't remember if it was mid 98 or 99 off-hand, but it was one of the two). The simple globals on their (written by yours truly), stayed on the DB after it closed. One of the co-founders (there were 3 of us) had a copy of the DB, which they offered to a Superhero themed mush. When that mush fractured, those globals ended up on a new site (BNB, also a superhero theme). Years later, I visited it as I had a friend who staffed there, and lo and behold, there's the globals I designed -- they had a very distinctive look and feel.

Still going along this chain of thought, I used my own copy of the ALB database as a basis for my own game (SWU) at the end of 2000. It had a few systems that actually travelled back to SW2, such as the language system I'd written for it. The space system ended up on AoA (these two volunteered via me), and its faction system ended up on others. I'm not really sure how long DarrienSpace has been around (whether since launch or not, I don't know -- if its only from the 96 relaunch, I'm pretty sure Grk's space system from SW2 predates it). This also doesn't take into account the contributions of the many Trek MU*s. Rhysem's ThunderCombat is another system from SW2 which also propagated to many other mushes, and I know that the ALB chargen was a heavily modified version of this, which SWU modified again through its cycles.

My point is that since many of the old mushes are gone, we really only have peoples memories, and if we're lucky, copies of old databases lying around. It's hard to determine which Even when looking at a single mush, it's often the case that there's gaps. I haven't changed the article content at all, but I thought I could shed some more light onto my impressions of the situation, and maybe help those who do edit the page look at how things should be done. --Tarison 02:25, 20 October 2005 (UTC)

I concur with Tarison, and would go further: most of the claims made in the "historical significance" section are not only difficult to verify, but they are highly suspicious. DarrienSpace is not that old, and softcoded space systems (written in the MUSH's internal extension language) were far more common before the relatively small number of such systems written in C became popular. As a long-time MU* player, I was not familiar with DarrienSpace, and I'm informed by acquaintances who were on SW1 back in the day that DarrienSpace specifically was derived from an older space system, which would likely date its provenance to the '96 reboot; this would mean, as Tarison mentions, that Grkthaw's space system on SW2 predates it, likely meaning that the influence worked the other way.

Additionally, the practice of having "trained and authorized to respond on-call to roleplay disputes" is actually quite common. The first mention found of the JUDGE flag in the PennMUSH codebase dates back to '95, and is credited to "Mike K from StarWars;" so it's possible that SW1's innovation was to specifically delegate this function to a group of players who were not otherwise game admins (one of whose traditional functions was precisely this), but that's not clear from the wording, and I know that this practice was used on games run by people who had never been on SW1, under a different name (typically "RP Admins").

I've placed a number of citation needed tags on what seem to me to be the most questionable claims; the above, and the elevator code--as with most such problems, there are a finite number of possible solution algorithms, and the number of efficient algorithms is a subset of this set, which, particularly in this case, is not large to begin with. --Eric (talk) 17:32, 28 March 2012 (UTC)

Vfd this vs Vfd for Planes of existence (chat site) and lintilla (chat site)
I have been very upset that the two pages listed above were nominated for deletion - both 30 seconds after creation, yet they have significant historical significance. I believe that the first of something and the most popular of something grant automatic notoriety, just like how Star Wars MUSH was the first ever MUSH with a star wars theme. I agree that this page deserves to stay.

I compiled the above pages as part of doing a history of talkers, because they form a major part in the development of talkers, and, secondly, in its transition from talkers through to instant messenger services such as ICQ. However, someone nominated it for deletion, and then made all sorts of false assertions about it, insisting it was non notable.

The Planes of existence talker has been closed for 2 years, and has not been popular since 1999, and was really only a major cultural influence for 2 years - from 1997-1998 - although it did influence the creation of zoo code in 1996. However, one of the scandals there was a major part in destroying the talker community, and was subsequently used by Yahoo! messenger which in and of itself asserts notoriety.

Some people have said that an extinct chat site has no notoriety, but if that is the case, then I dare someone to Vfd Cat Chat (talker), the first ever talker on the internet. They also suggested that Alexa ratings were relevant, when talkers are not web sites and are not generally rated by Alexa. The fact that Sleepy's multiple worlds, the first spin off from lintilla, is now the 3rd most popular talker (according to Alexa), the most popular NUTS talker and the most popular adult-orientated talker suggests that its original form, lintilla, is also notable.

Now, Star Wars MUSH, as you said, had 22 users online. Lintilla at its peak had only 80. But PoE had 300 on at a time. What is the level in order to assert notoriety? 300 is not the most popular in history. I think that the record is out around 2,000 somewhere, probably by either Surfers (talker) or Resort (talker). What's the level?

The thing is, and this is how I look at this. Could you legitimately do a school report on it? I don't mean making some obscure book about it or something. Wikipedia is used a lot by school students to do reports. I say yes.

If you asked some kids "Tell me why talkers came about, and why they disappeared, and what they were", you could not answer that question without referencing planes of existence. You could possibly answer it without referencing lintilla, but only if you stuck with ew-too talkers and stuck with all ages talkers. Otherwise you'd have to mention it.

Now, I would assert that students could feasibly be asked a question like that, and henceforth that it has validity to remain in an encylopaedia.

Similarly, kids could be asked a question like "Tell me about how Star Wars influenced internet culture" and you would have to include Star Wars MUSH in the answer.

I think that these kinds of things have some kind of debate, but once we have established that an individual site can remain, I think that we have to see that as policy, and allow them all to remain.

In my opinion, as soon as we allowed an article called Talker to exist, we had to include Planes of existence (chat site) and Lintilla (chat site).

You certainly can't call it vanity when the place has been closed for 2 years. Nor advertising.

Zordrac 19:53, 26 November 2005 (UTC)

space system
I asked and was told that this MUSH uses a custom space system, and was curious if it's important enough to be noted in the article? I should think it would be, but I haven't played the game very much.. Zalethon 16:56, 14 October 2006 (UTC)

Well I just noticed that it is mentioned in 'historical significance'.. However, I had meant is it important enough to have its own section? Zalethon 17:00, 14 October 2006 (UTC)

title: Talk:Star Wars MUSH


text:
Wikipedia:Articles for deletion/Daniel Sullivan

 This page is an archive of the discussion about the proposed deletion of the article below. 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 redirect. Not much information to merge, so the merge and redirect votes were counted as merely redirect. -- AllyUnion (talk) 06:28, 21 Feb 2005 (UTC)

Daniel Sullivan
This is a one line article that states "Daniel Sullivan is suspected of starting the Great Chicago Fire October 8 - October 10, 1871, in Chicago, Illinois." I doubt an article can be built around this. --The Jacobin 05:38, Feb 9, 2005 (UTC)
 * Comment, you are probably right but Google is revealing a number of hits for "Daniel Sullivan" + "Chicago Fire", not much is known about him outside of the event other than he had a peg leg. Maybe a merge and redirect to Great Chicago Fire? No vote as yet. Megan1967 06:08, 9 Feb 2005 (UTC)]
 * Merge and redirect to Great Chicago Fire. Megan1967 08:24, 9 Feb 2005 (UTC)
 * Will probably never be much more than a 1-paragraph stub, but even so it's still a valid article. Keep. --Centauri 07:45, 9 Feb 2005 (UTC)
 * The Chicago Fire article already has more info on him than this one does, so this should redirect there. Andrew Lenahan - St ar bli nd 14:56, Feb 9, 2005 (UTC)
 * Merge and redirect as above. --InShaneee 16:26, 9 Feb 2005 (UTC)
 * Merge and redirect as above. Nateji77 18:40, 9 Feb 2005 (UTC)
 * Delete it as duplicate content is all. Wyss 19:42, 9 Feb 2005 (UTC)
 * Delete. Gamaliel 19:46, 9 Feb 2005 (UTC)
 * Redirect to Great Chicago Fire. Nothing to merge that's not already there. -R. fiend 20:51, 10 Feb 2005 (UTC)
 * Redirect to Great Chicago Fire. Courtland 04:55, 2005 Feb 11 (UTC)
 * Keep. Iceberg3k 16:14, Feb 20, 2005 (UTC)

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


text:
Vasyl Durdynets

Major General Vasyl Vasylovych Durdynets (Василь Васильович Дурдинець; born 27 September 1937) is a Ukrainian politician and diplomat. He served as Acting Prime Minister of Ukraine during a short period in July 1997.

Biography and career
Vasyl Durdynets was born into peasant family in Czechoslovakia before World War II. In 1960 he graduated in the Law faculty of Ivano Franko Lviv State University. In 1958 through 1970 Durdynets was an active member of the Komsomol of Ukraine (1958–1966) and Komsomol (1966–1970) in Lviv, Moscow, and Kyiv. In 1970, he became a staff member of the Lviv regional committee of the Communist Party of Ukraine.

In 1978 Durdynets was appointed a deputy and in 1982 he became the first deputy Minister of Internal Affairs of Ukraine, holding the post until February 1991. In March 1990 he was elected as a parliamentary to the Verkhovna Rada (first convocation) as member of the Communist Party of the Soviet Union winning the 230th electoral district in Bobrynets, Kirovohrad Oblast. At the first (12th) convocation, Durdynets headed the parliamentary commission on matters of defense and state security and was a non-affiliated member of parliament. Since 29 January 1992 in Verkhovna Rada, Durdynets served as vice-speaker (first deputy head).

To the next convocation Durdynets was reelected as non-affiliated at the 229th electoral district in the same city. At the second convocation Durdynets was a leader of deputy group "Center" and the parliamentary commission on fight with organized crime and corruption. Simultaneously he also served as the first deputy chairman of the Presidential coordination committee in fight with corruption and organized crime.

In July 1995 he rose to the position of Vice-Prime Minister in State Security and Extraordinary Situations and the chairman of Presidential Committee in fight of corruption and organized crime. The following year he became first Vice-Prime Minister (18 June 1996) in the Cabinet of the scandalous Pavlo Lazarenko. After serving a brief term as an acting Prime Minister, he was dismissed and appointed the director of the country's National Investigation Bureau (30 July 1997), while continuing to serve as the chairman of Presidential Committee in fight of corruption and organized crime. In 1996 Durdynets became an initiator in creating of the Ministry of Emergencies and matters of population security from consequences of the Chernobyl Disaster. Since 22 March 1999 he served as a Minister of Extraordinary Situations.

Since 1997 Vasyl Durdynets was promoted to the rank of a general of Internal Affairs Service of Ukraine.

In August 1997 he was admitted to the Council of National Security and Defense of Ukraine (RNBO). On 17 February 2000 he became a member of the government committee in the reformation of the agrarian sector and in the affairs of ecology and extraordinary situations.

In 2002 Durdynets unsuccessfully ran for parliament in the 73rd electoral district in Zakarpattia Oblast as non-affiliated politician.

His state's awards include 5th and 4th Classes of the Order of Prince Yaroslav the Wise, 3rd Class of the Order of Merit, Order of the Red Banner of Labour, Order of the Badge of Honour, Order for Personal Courage, and Personal Firing Weapon.

On 25 April 2011 the President of Ukraine Viktor Yanukovych awarded Durdynets the "Distinguished Juror of Ukraine" as an advisor of the Ministry of Internal Affairs, a participant in the liquidation of consequences of Chernobyl disaster, and a general of Internal Service of Ukraine.

Durdynets is an honorary professor of the National Academy of Internal Affairs.

title: Vasyl Durdynets


text:
Ful

Ful or FUL may refer to:
 * Fula language
 * Fula people
 * Ful medames, a fava bean dish of Sudan and Egypt
 * Fullerton Municipal Airport, California, United States; IATA code FUL
 * Fullerton Transportation Center, California; Amtrak code FUL
 * Ful (artist), Cameroonian Singer

title: Ful


text:
Arsenic and Old Lace (play)

Arsenic and Old Lace is a play by American playwright Joseph Kesselring, written in 1939. It has become best known through the 1944 film adaptation starring Cary Grant and directed by Frank Capra.

The play was produced by Lindsay and Crouse and directed by Bretaigne Windust, and opened on Broadway at the Fulton Theatre on January 10, 1941. On September 25, 1943, the play moved to the Hudson Theatre, closing there on June 17, 1944, having played 1,444 performances. The West End production – directed by Marcel Varnel and produced at London's Strand Theatre – enjoyed a similarly long run. Opening on December 23, 1942, and closing on March 2, 1946, it totalled 1,337 performances.

Of the 12 plays written by Kesselring, Arsenic and Old Lace was by far the most successful. According to the opening night review in The New York Times, the play was "so funny that none of us will ever forget it."

Plot

The play is a farcical black comedy revolving around the Brewster family, descended from Mayflower settlers but now composed of  maniacs, most of them homicidal. The hero, Mortimer Brewster, is a drama critic who must deal with his crazy, murderous family and local police in Brooklyn, New York, as he debates whether to go through with his recent promise to marry the woman he loves, Elaine Harper, who lives next door and is the daughter of the local minister.

His family includes two spinster aunts, Abby and Martha Brewster, who have taken to murdering lonely old men by poisoning them with a glass of home-made elderberry wine laced with arsenic, strychnine, and "just a pinch" of cyanide; a brother, Teddy, who believes he is Theodore Roosevelt and digs locks for the Panama Canal in the cellar of the Brewster home (which then serve as graves for the aunts' victims; he thinks that they died of yellow fever); and a murderous brother, Jonathan, who has received plastic surgery performed by an alcoholic accomplice, Dr. Einstein (a character based on real-life gangland surgeon Joseph Moran) to conceal his identity, and now looks like horror-film actor Boris Karloff (a self-referential joke, as the part was originally played on Broadway by Karloff).

Throughout the play, Jonathan is plotting to kill his brother, in fact almost does in one scene. Mortimer is struggling to find solutions to rid his family of the crazy, eventually sending Teddy and his Aunts to a senior living home and letting Officer O'Hara deal with his brother.

The film adaptation follows the same basic plot, with a few minor changes.

The character Mortimer Brewster says of his family’s history that it is as if "...Strindberg wrote Hellzapoppin."

Cast

The opening night cast consisted of:

 * Jean Adair as Martha Brewster
 * John Alexander as Teddy Brewster
 * Wyrley Birch as The Rev. Dr. Harper
 * Helen Brooks as Elaine Harper
 * Bruce Gordon as Officer Klein
 * Henry Herbert as Mr. Gibbs
 * Josephine Hull as Abby Brewster
 * Allyn Joslyn as Mortimer Brewster
 * Boris Karloff as Jonathan Brewster
 * William Parke as Mr. Witherspoon
 * John Quigg as Officer Brophy
 * Anthony Ross as Officer O'Hara
 * Edgar Stehli as Dr. Einstein
 * Victor Sutherland as Lieutenant Rooney

Inspiration
When Kesselring taught at Bethel College in North Newton, Kansas, he lived in a boarding house called the Goerz House, and many of the features of its living room are reflected in the Brewster sisters' living room, where the action of the play is set. The Goerz House is now the home of the college president.

The "murderous old lady" plot line may also have been inspired by actual events that occurred in a house on Prospect St in Windsor, Connecticut, where a woman, Amy Archer-Gilligan, took in boarders, promising "lifetime care," and poisoned them for their pensions. M. William Phelps book The Devil's Rooming House (2010) tells the story of the police officers and reporters from the Hartford Courant who solved the case. Kesselring originally conceived the play as a heavy drama, but it is widely believed that producers Howard Lindsay and Russel Crouse (who were also well known as play doctors) convinced Kesselring that it would be much more effective as a comedy. According to The Encyclopedia of American Humorists, Lindsay and Crouse gave the play its title by adapting the title of a Frank Sullivan humor collection called Broccoli and Old Lace.

National tours
In parallel with the main Broadway run (January 10, 1941–June 17, 1944), a series of national roadshows took place, the first one in 1941–1942 which travelled to 57 cities in about 18 months, opening in Chicago on April 1, 1941. The cast comprised Laura Hope Crews as Abby Brewster, Effie Shannon as Martha Brewster, Angie Adams as Elaine Harper, Erich von Stroheim as Jonathan Brewster, Jack Whiting as Mortimer Brewster, and Forrest Orr as Teddy Brewster. In December 1941, von Stroheim returned to New York to take over the role of Jonathan Brewster from Karloff on Broadway.

A second national tour started on August 5–18, 1943 in San Francisco, then continued in Los Angeles from August 20 until October 24. The cast included Minna Phillips as Abby Brewster, Ida Moore as Martha Brewster, Louise Arthur as Elaine Harper, Bela Lugosi as Jonathan Brewster, Michael Whalen as Mortimer Brewster, and Herbert Corthell as Teddy Brewster.

A third national tour took place on January 29, 1944 for a run of 80 performances throughout the Midwest and East Coast that lasted until June 3, 1944. The cast included Jean Adair as Abby Brewster, Ruth McDevitt as Martha Brewster, Ann Lincoln as Elaine Harper, Bela Lugosi as Jonathan Brewster, Jack Whiting as Mortimer Brewster, and Malcolm Beggs as Teddy Brewster.

Lugosi carried on playing the role of Jonathan Brewster, in New Hope, PA (June 30–July 5, 1947); in Saratoga Springs, New York (August 5, 1947); in Sea Cliff, New York (August 9–14, 1948); in Fayetteville, New York (July 11–16, 1949); and in St. Louis, Missouri (January 19–25, 1954). His box office returns reflected better sales than when Boris Karloff travelled through the same cities.

TV adaptations
On January 5, 1955, a 60-minute version of the play aired on the CBS Television series The Best of Broadway. It starred Boris Karloff, recreating his stage role as homicidal maniac Jonathan Brewster. Helen Hayes and Billie Burke played his not-so-innocent aunts, Abby and Martha. Peter Lorre and Edward Everett Horton repeated their roles as Dr. Einstein and Mr. Witherspoon, which they had played in Frank Capra's film version. John Alexander, who created the role of Teddy Brewster on Broadway and reprised it in the film version, returned once more to play the role in the broadcast. Orson Bean played the role of Mortimer Brewster.

Karloff played Jonathan once more (and for the last time) on the February 5, 1962 broadcast of NBC's Hallmark Hall of Fame. Dorothy Stickney and Mildred Natwick played Abby and Martha. Joseph Kesselring had sent his original play, then titled Bodies in Our Cellar, to Stickney when she was starring opposite her husband Howard Lindsay on Broadway in Life with Father (opened in 1939), with a view to her playing Abby Brewster. It would be 23 years before she would finally play the part. Tony Randall played Mortimer in the Hallmark production and Tom Bosley played Teddy.

In 1969, Robert Scheerer directed a TV version with Helen Hayes and Lillian Gish as the elderly aunts, Bob Crane as Mortimer, Fred Gwynne as Jonathan, Sue Lyon as Elaine Harper and David Wayne as Teddy.

Revivals
The play was produced by the Edinburgh Gateway Company in 1959. In 1966, Sybil Thorndike, Athene Seyler, Julia Lockwood and Richard Briers appeared in the play in London. The play is still widely performed and has been translated into many languages.

A Broadway revival of the play ran from June 26, 1986, to January 3, 1987, at the 46th Street Theatre in New York, starring Polly Holliday, Jean Stapleton, Tony Roberts and Abe Vigoda. This was followed by a ten-month tour of the play across the United States. Jean Stapleton was the only one of the original five leading players to go on the tour. The replacement cast consisted of Marion Ross, Gary Sandy, Larry Storch and Jonathan Frid.

A London revival of the play ran at the Strand Theatre (now the Novello Theatre) from February to June 2003, starring Thelma Barlow, Marcia Warren, Michael Richards and Stephen Tompkinson.

title: Arsenic and Old Lace (play)


text:
Mandinga

Mandinga may refer to:

 * Mandinka people, an ethnic group in West Africa
 * Mandinga (band), a Romanian pop group
 * Mandinga (album), a Brazilian album by Projeto Mandinga
 * Mandinga (film) a 1978 Italian exploitation film inspired by Mandingo
 * Mandinga River (river), a river in Panama
 * Mandinga in capoeira

title: Mandinga


text: Talk:Demographics of Venezuela

title: Talk:Demographics of Venezuela


text:
User talk:Dubb~enwiki

Love the website, all the information is astounding & everyone keep up the good work.

Your account will be renamed
Hello,

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Unfortunately, your account clashes with another account also called Dubb. To make sure that both of you can use all Wikimedia projects in future, we have reserved the name Dubb~enwiki that only you will have. If you like it, you don't have to do anything. If you do not like it, you can pick out a different name. If you think you might own all of the accounts with this name and this message is in error, please visit Special:MergeAccount to check and attach all of your accounts to prevent them from being renamed.

Your account will still work as before, and you will be credited for all your edits made so far, but you will have to use the new account name when you log in.

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Renamed
 This account has been renamed as part of single-user login finalisation. If you own this account you can |log in using your previous username and password for more information. If you do not like this account's new name, you can choose your own using this form after logging in: . -- Keegan (WMF) (talk) 12:21, 22 April 2015 (UTC)

title: User talk:Dubb~enwiki


text:
Salum

Salum may refer to:
 * Salum, Argyll and Bute, a location in Scotland
 * Sallum or As Sallum, a harbour city in Egypt, near the border to Libya
 * Saloum, a former kingdom in present-day Senegal
 * Salum Air Base, a former Iraqi Air Force base in the Diyala Governorate of Iraq

People with the name

 * Ikaji Salum (born 1967), Tanzanian long-distance runner
 * Salum Swedi (born 1980), Tanzanian footballer

title: Salum


text:
User:JeremyA

Hello, you have found the user page for JeremyA.

I have been editing wikipedia since January 2005. I am a wikipedia administrator (my RFA): if you have a question relating to one of my actions as an administrator please leave me a message on my talk page, I will be happy to discuss it with you.

My contributions to Wikipedia

 * /Contributions: A list of articles that I have started or to which I have made major contributions.
 * /Gallery: A gallery of images that I have contributed to wikipedia. (For my photographs see my my commons userpage)
 * For a complete list of all of my edits to wikipedia see Special:Contributions/JeremyA.

title: User:JeremyA