text:
Madras Music Academy

Madras Music Academy is one of the earliest established music academies in South India. Before the concept of infrastructure was introduced to India in the early 1920s, it was a gathering for elite musicians simply called (and is still more commonly referred to as) Music Academy It plays an important role in encouraging and promoting primarily the Carnatic Music Indian art form. It played a vital role in the revival of the Indian classical dance form of Bharatnatyam in the 1930s when it faced near extinction due to a negative connotation caused by conservative societal standards.

They also run a music school called the Teachers college of Carnatic Music which has many eminent musicians on its faculty. Musicians such as Tiger Varadachariar, Appa Iyer, Valadi Krishnaiyer and Mudicondan Venkatarama Iyer adorned the chair of Principal of the Teacher's College.

History
In 1927, the Indian National Congress held the All India Music Conference in Madras. At the end of the conference it was decided that an organisation be formed that helped the cause of music. The prime reason for this conference was E. Krishna Iyer who had played a vital role in reviving the south Indian dance art form—Bharatanatyam.

The academy was formally inaugurated on 18 August 1928 by Sir C. P. Ramaswami Iyer, in the Y.M.I.A. Auditorium before a large and distinguished gathering. Sir C.P.'s grandson C. V. Karthik Narayanan would later serve as Trustee.

Annual music conferences are held every December to collect all information regarding music, maintain the library and publish a journal. They also help to bring to public notice aspiring musicians and scholars by conducting competitions and other presentations.

For a decade, E. Krishna Iyer worked as the Secretary of the Madras Music Academy. The first Music Festival was held in December 1927 which is before the inauguration of the Music Academy. Since then, it had become a part of the Madras Music Academy's Activities to conduct several expositions and concerts on Carnatic Music every December. This later came to be popularly known as the Margazhi Season or is even referred to as the Music Season amongst Carnatic enthusiasts. This soon became the norm for all sabhas in Madras to conduct several concerts each day during the season. There were several sabhas before the formation of the Music Academy like the Parthasarathy Swami Sabha in Triplicane which was formed as early as 1900. However, it was the Madras Music Academy that set the trend of conducting the music festival during December.

Dr U. Rama Rao was the founder President of the academy and Basheer Ahmed Sayeed, the founder vice-president. The present President is N. Murali. The six past presidents are: Rama Rao, K. V. Krishnaswamy Iyer, T. L. Venkatarama Iyer, T. S. Rajam, K. R. Sundaram Iyer, and T. T. Vasu. Before the present building (T. T. Krishnamachari Auditorium) was constructed, the annual conferences and programmes were held in various locations around the city.

The building
During the first few years, the academy conducted its activities provisionally in George Town and later moved to Mylapore. In 1955, Pandit Jawaharlal Nehru laid the foundation stone for the music academy building that exists today on TTK Road in Mylapore. It was inaugurated on 20 December 1962 by Maharaja Jayachamaraja Wodeyar Bahadur, the then Governor of Madras.

There are two buildings for the Music Academy:

 * 1) The T.T. Krishnamachari Hall
 * 2) The Kasturi Srinivasan Hall

The T.T. Krishnamachari Hall is the first building that was built in 1955. It has a seating capacity of 1600.

The Kasturi Srinivasan Hall was built in 1982. It houses a small auditorium for conferences and concerts, a library, a committee room and a recording and demonstration room. It was here that T. N. Rajarathnam Pillai's tapes and audio CDs were produced. Kasturi Srinivasan's nephew's son, N. Murali, the Joint Managing Director of The Hindu, is the current President of the academy.

Awards, recognition and contributions

 * Sangita Kalanidhi: The Music Academy, since 1929 has been recognising and rewarding people who contributed to the field of Carnatic music by honouring them with the title Sangita Kalanidhi. In 1968, M. S. Subbulakshmi was the first woman to receive the Sangeetha Kalanidhi award from Madras Music Academy.
 * Sangita Kala Acharya: It was later in 1993 that the academy also started giving out the Sangita Kala Acharya title. It is awarded to 2 or 3 senior musicians every year.
 * Natya Kala Acharya: Since 2012, the academy has been recognising dancers with the Natya Kala Acharya title. A separate Dance conference is held in the first week of January. This award was renamed Nritya Kalanidhi.
 * Vaggeyyakkara Award
 * Musicologist Award
 * Spirit of Youth-festival of Dance and Music: During the October of every year nearly 40 young artists are projected by the academy for their Classical Music and Dance talent.
 * Special TTK Award
 * Special Life Time Achievement award: This award has been conferred on only 3 people:
 * Kumari Kamala
 * Lalgudi Jayaraman
 * T. H. Vinayakram
 * Best Artiste Award
 * Music Welfare
 * R. R.Talent Promotion Scheme: Two talented artists are selected by the academy and are sponsored for coaching under an eminent musician chosen by the academy. At the end of the training period the artists get to perform in the academy.
 * Teacher's College of Music is a school run by the academy for offering certified courses on vocal, violin and mridangam.
 * Books: The academy conducts research on Music and publishes their findings. Some of the academy's publications:
 * The Ragas of Sangita Saramrta, a book written by King Tulaja I.
 * Lakshana Gitas
 * Raga Lakshanas

Library
Music Academy received a donation of Rs. 1,00,000 from S. Visvanathan in memory of K. R. Sundaram Iyer for the improvement of library activities. The library is now named as K. R. Sundaram Iyer Memorial Library. It has rare books, manuscripts and tape recordings of the proceedings of the Expert Committee sessions. The students of the Teacher's College of Music, members, music students and research scholars. Books on both music and other general subjects donated by the families of P. Sambamoorthy, Sangita Vidvan K. C. Thyagarajan, V. Raghavan, Venkatakrishnan, S. R. Janakiraman and other individuals.

title: Madras Music Academy


text:
M (New York City Subway service)

The M Queens Boulevard/Sixth Avenue Local is a rapid transit service in the B Division of the New York City Subway. Its route emblem, or "bullet", is colored since it is a part of the IND Sixth Avenue Line in Manhattan.

The M operates at all times. On weekdays from 6:00 a.m to 9:00 p.m., the M operates local between 71st Avenue in Forest Hills, Queens and Metropolitan Avenue in Middle Village, Queens; weekend daytime and late evening weekday service is cut back to Essex Street on the Lower East Side of Manhattan; late night service short turns at Myrtle Avenue–Broadway in Brooklyn.

The M is the only service that travels through the same borough via two different, unconnected lines. Additionally, the M is the only non-shuttle service that has both of its full-run terminals in the same borough (Queens). Though the full route length between 71st Avenue and Metropolitan Avenue is about 18.2 mi, the stations are geographically located 2.47 mi apart, marking this as the shortest geographic distance between termini for any New York City Subway service that is not a shuttle service.

An MJ service ran the entire BMT Myrtle Avenue Line until 1969, when the section west of Broadway in Brooklyn was demolished. Before 2010, the full-length M ran from Middle Village to southern Brooklyn via the BMT Nassau Street Line and Montague Street Tunnel. The M had originally run on the BMT Brighton Line to Coney Island–Stillwell Avenue until 1987. Afterward, it used the BMT Fourth Avenue Line and BMT West End Line in Brooklyn, terminating at Ninth Avenue or Bay Parkway.

1914–1960

Until 1914, the only service on the Myrtle Avenue Line east of Grand Avenue was a local service between Park Row (via the Brooklyn Bridge) and Middle Village (numbered 11 in 1924). The Myrtle Viaduct, a two-track ramp connecting the Myrtle Avenue Line with the BMT Broadway Elevated (now the Jamaica) Line at the Myrtle Avenue station was opened on July 29, 1914, allowing for a second service, the daytime Myrtle Avenue–Chambers Street Line, or Myrtle-Chambers Line, which ran along the Broadway elevated and the Williamsburg Bridge to Chambers Street on the Nassau Street Loop in Lower Manhattan.

Following the completion of a third track along the Broadway Elevated between Marcy Avenue and Myrtle Avenue on January 17, 1916, these trains began running express on the Broadway Elevated during the evening rush hour in the peak-direction. By 1920, trains later began running express in the morning rush hour and on Saturday afternoon in the peak direction. The number 10 was assigned to the service in 1924. At the time, service ran on weekdays between 6 a.m. and 8 p.m., on Saturdays from 6 a.m. and 9 p.m., and on Sundays from 12:30 to 11 p.m. In the morning rush hour, trains ran express between Central Avenue and Essex Street, and during the evening rush hour, trains ran express between Bowery and Broadway–Myrtle Avenue.

Sunday service was removed in June 1933. All Saturday trains began running local on June 28, 1952. On February 10, 1958, the four rush hour Brighton-Nassau special trains began stopping at Neck Road and Avenue U. In addition, the evening rush hour trains began stopping at DeKalb Avenue, as had been done by morning rush hour trains. On June 28, 1958, Saturday service was discontinued. On May 26, 1959, midday service was eliminated, making the Myrtle-Chambers Line rush-hours only. Service had previously operated on weekdays from 6 a.m. to 8 p.m. Beginning on February 23, 1960, express trains began stopping at Marcy Avenue, which was originally a local stop.

1961–1978
In 1961, with the arrival of new subway cars which featured rollsigns with new lettered designations for the BMT's numbered services, the 10 was renamed the M. Since these cars were not assigned to the route, it remained signed as 10. However, the rush hour Nassau Street specials on the BMT Brighton Line and BMT Fourth Avenue Line were signed using the M designation. The line was officially designated "M" after the Chrystie Street changeover on November 27, 1967.

The second half of the Chrystie Street Connection opened on July 1, 1968, and the, which had run along Nassau Street to Broad Street, was relocated through the new connection to the IND Sixth Avenue Line (and renamed the KK). To augment service to Broad Street, the M was extended two stations, from Chambers Street to Broad Street.

On October 4, 1969, the Myrtle Avenue Elevated was discontinued south of Myrtle Avenue to Jay Street. To make up for the loss of MJ service, M service was expanded to run during middays, operating weekdays between 6 a.m. and 7 p.m., and a new SS shuttle began running between Myrtle Avenue and Metropolitan Avenue at other times. In August 1972, the off-hour SS shuttle was renamed as part of the M.

Effective January 2, 1973, the daytime QJ was truncated to Broad Street as the, and the M was extended beyond Broad Street during the day along the 's former route to Coney Island–Stillwell Avenue, via the Montague Street Tunnel and Brighton Line local tracks. With the extension of the M onto the Brighton Line, there were also changes to D service. Northbound weekday M train service originating at Kings Highway would begin at 5:46 a.m., while northbound service from Coney Island would begin at 6:34 a.m. From 5:40 to 6:34 a.m. northbound D trains would run local from Brighton Beach to Kings Highway, and then run express to Prospect Park. Late morning and early afternoon D trains would from then on run express from Brighton Beach to Kings Highway. The span of D express service to Brighton Beach was extended by 45 minutes to 9:05 p.m. from Prospect Park, and the span of M service from Broad Street to Coney Island was extended by 45 minutes from the previous span of QJ service to cover local stops. Two M trains began service at Brighton Beach in the morning rush hour, and in the early morning, three M trains entered service at Brighton Beach, and six entered service at Kings Highway. In addition, the final nine southbound M trains of the evening terminated at Brighton Beach. On May 13, 1974, three northbound early morning trains that were placed into service at Brighton Beach were replaced with two trains entering service at Kings Highway and one entering service at Brighton Beach.

The local K (renamed from KK in 1973) was eliminated on August 27, 1976, and M express service between Myrtle Avenue and Marcy Avenue ended.

On December 3, 1979, four northbound weekday morning rush hour trains that had been put into service at Kings Highway began service at Brighton Beach.

1986–2004
A six-month reconstruction project on the Brighton Line began on April 26, 1986, and to reduce congestion and delays, weekday daytime M service was shifted to the Fourth Avenue Line's express tracks south of DeKalb Avenue and the BMT West End Line. Service began terminating at Ninth Avenue during middays, and at Bay Parkway during rush hours. This service duplicated a pattern that had last been operated as the until late 1967. Manhattan-bound M trains operated from Bay Parkway between about 7:00 and 8:20 a.m., operating every 12 to 15 minutes. Bay Parkway-bound M trains left Chambers Street between 4:20 and 5:30 p.m. In 1991, M trains began running with fewer cars at all times except weekdays from 6 a.m. to 8 p.m. in order to increase passenger security during overnight hours.

M service along Fourth Avenue, operating between 6:30 a.m. and 8:00 p.m., was switched to the local tracks on May 31, 1994, switching with the, which had run local since the M was moved in 1987. The change was implemented on a six-month trial, and was made permanent afterwards. This change was made as part of New York City Transit's Fare Deal, which sought to increase transit ridership by improving service. The change was proposed in November 1993, and public hearings on the change were held. The change reduced travel times by $4 1/2$ minutes for 26,000 people, a majority of the riders on the corridor. As a result of the change, some riders shifted from using stations on the BMT West End Line to the BMT Sea Beach Line, and from Fourth Avenue local stops to Fourth Avenue express stops. Market research found that 44% of M riders felt that crowding decreased, that 35% of M and 30% of N riders used their service more frequently, that 58% of riders thought the change was a good idea, and that only riders at the 45th Street and 53rd Street stations, which received less frequent service, viewed the changes negatively. This change increased operating costs by $245,000.

The midday M (between 9:30 a.m. and 3:30 p.m.) was temporarily truncated to Chambers Street on April 30, 1995, from Ninth Avenue in Brooklyn due to the closure of the Manhattan Bridge during weekday middays for structural repairs. The change was made to provide capacity in the Montague Street Tunnel for the Q, which was rerouted from the Manhattan Bridge. To replace M local service in Brooklyn, midday N trains began making local stops in Brooklyn. In addition, the span of M service to Brooklyn was reduced by fifteen minutes in the early morning and in the late evening by 25 minutes.

The elimination of midday service to Brooklyn was made permanent on November 12, 1995, after the six-month repair project was completed, as part of a series of service cuts made by New York City Transit to make up a shortfall in its budget. It had been expecting a $160 million surplus in 1995, but due to reductions in state and federal contributions, it was left with a deficit which could reach $172 million. The elimination of midday M service to Brooklyn was part of a larger plan to reduce spending in order to avert a fare increase, which Governor George Pataki and Mayor Rudy Giuliani had pressured the MTA to avoid. Only 4,200 riders used M service to Brooklyn during middays, with fewer than 20 passengers per car, or 80 passengers per train (the M used four-car trains during middays). Because of the low cost effectiveness of operating service to Brooklyn and because of the existence of alternate service on the N and R, it was decided to cut the service. This service cut saved $664,000 annually. Three alternative operating plans were considered: maintaining existing midday service, terminating midday service at Broad Street, and operating service as a shuttle like weekend and late night service. It was decided not to terminate service at Broad Street because it negated a large portion of the crew savings due to the need for personnel to relay trains at the Broad Street terminal, longer running times, and because it had the potential to delay J service, which already terminated there. The shuttle option was dismissed because it would inconvenience a far larger number of M riders.

From May 1 to September 1, 1999, the Williamsburg Bridge subway tracks were closed for reconstruction, splitting M service in two sections. One service ran at all times between Middle Village–Metropolitan Avenue and Marcy Avenue. The other ran rush hours only between Bay Parkway and Chambers Street. A shuttle provided service on the BMT Nassau Street Line. Fares on the B39 bus crossing the Williamsburg Bridge were eliminated and free subway-bus transfers were given at Marcy Avenue and at Delancey Street. The closure was anticipated to last until October 1999, but subway service was restored one month ahead of schedule. The project cost $130 million, including replacing the tracks' support structure, signal systems and other equipment.

From July 23, 2001, to February 22, 2004, the closure of the north tracks on the Manhattan Bridge resulted in a midday extension back to Ninth Avenue, as well as an extension of the times that the rush hour service was provided to 10 p.m. This change preserved service between the West End Line and Chinatown for passengers that would have taken the to Grand Street. When full Manhattan Bridge service was restored, midday M service was cut back to Chambers Street and replaced in south Brooklyn by the. Neighborhood leaders in Chinatown were angered by the decision to terminate midday at Ninth Avenue, instead of running it to Bay Parkway. A spokesman for New York City Transit stated that it was easier to terminate trains at Ninth Avenue and that a signal upgrade project was going on further down the line. In addition, the temporary midday service to Brooklyn was lightly used, with an average of 50 to 60 riders per train during middays going to Brooklyn, and fewer than 50 riders per train during evenings going to Brooklyn.

The September 11, 2001 attacks caused a temporary reduction of the M to a full-time shuttle until September 17. Then it was extended full-time over the BMT Sea Beach Line to Stillwell Avenue, replacing the, until October 28.

2007–2010
In December 2007, the MTA announced that it planned to set aside $27 million in 2008 and $60 million annually afterwards for service enhancements to help riders deal with increased fares. Extended weekday evening M service to Broad Street and weekend service to Chambers Street were part of the plan. However, on March 24, 2008, it was announced that because the agency received substantially less revenue from taxes on real estate transactions, the enhancements were reduced to $4.5 million in 2008 and $8.9 million annually afterwards. The plan to extend weekend service to Chambers Street was dropped. After several months' delay, weekday evening trains were extended to Broad Street on July 27, 2008. On November 20, 2008, in light of severe budget woes, the MTA announced a slew of potential service cuts; among them was the potential elimination of rush-hour M service which had extended beyond Chambers Street on the Nassau Street Line in Lower Manhattan to Bay Parkway on the West End Line in Brooklyn. In May 2009, after the New York State Legislature passed legislation to offer financial support to the MTA, the service cut was taken off the table. However, in late 2009, the MTA once again discovered that it was confronting another financial crisis; most of the same service cuts threatened just months earlier were revisited. One proposal included completely phasing out M service and using the as its replacement. Under this proposal, the V would no longer serve its southern terminus at Second Avenue. Instead, after leaving Broadway–Lafayette Street, it would run along the Chrystie Street–Williamsburg Bridge connection, unused since the elimination of the K in 1976, and stop at the upper (BMT) level of Essex Street in Manhattan before serving all M stations to Metropolitan Avenue in Queens.

The MTA determined that this move, while still a service cut, would actually benefit M riders in northern Brooklyn; approximately 17,000 weekday riders used that route to reach its stations in Lower Manhattan, whereas 22,000 transferred to other routes to reach destinations in Midtown Manhattan. However, only about 10,000 riders in Southern Brooklyn used the M to access the Nassau Street Line. This merger opened up new travel options for northern Brooklyn and Queens in that it allowed direct and more convenient access to areas that were not previously served by those routes such as Midtown Manhattan, as before the service changes, M train passengers had to transfer at least once if heading to Midtown.

On March 19, 2010, it was reported that the plan had been changed and that the new combined service would instead carry the M train designation, recolored orange to designate the IND Sixth Avenue Line as its Manhattan trunk line, while discontinuing the V train. Many MTA board members opposed the elimination of the M designation, saying that riders would be more comfortable with that rather than a V designation, and because the M had been around longer than the V. The last M trains to Bay Parkway ran on June 25, 2010, and M service via the Chrystie Street Connection began the following Monday, June 28, 2010.

2011–present
On June 8, 2014, weekend daytime M service was extended to Essex Street as part of an $18 million funding project to improve subway service, as well as to offer a direct connection to the F train on Saturdays and Sundays. Late night service continues to terminate at Myrtle Avenue.

During the morning rush hour, the M is at 90 percent of the New York City Subway's capacity guidelines. Ridership on the M has been growing very rapidly since the 2010 service change, and this trend is expected to continue. In June 2016, the frequencies of service on the M route during peak hours were increased, with the expectation that peak train frequencies would be raised again in the future.

From July 1, 2017, to April 30, 2018, reconstruction of two sections of the BMT Myrtle Avenue Line—the approaches to the line's junction with the BMT Jamaica Line and Fresh Pond Bridge over the Long Island Rail Road's Montauk Branch in Queens—required a reroute of M service. Trains to and from Manhattan and Queens, instead of diverging at Myrtle Avenue to go to Metropolitan Avenue, continued east on the BMT Jamaica Line and terminated at Broadway Junction at all times except late nights, when service was suspended. A limited amount of rush hour trains ran between 71st Avenue in Queens and Second Avenue in Manhattan, replicating the train's routing prior to its discontinuation in 2010. Three shuttle bus routes ran during reconstruction of the Fresh Pond Bridge: one between Myrtle Avenue and Fresh Pond Road; the second between Myrtle and Metropolitan Avenues, skipping the Fresh Pond Road station during the daytime hours; and the third between Flushing Avenue/Broadway and Middle Village–Metropolitan Avenue, stopping at Flushing and Wyckoff Avenues for a transfer to the BMT Canarsie Line at Jefferson Street.

When the Fresh Pond Bridge project was completed on September 2, 2017, two six-car shuttle trains began operating between Metropolitan and Wyckoff Avenues at all times, running separately from each other on each of the two tracks; two additional six-car trains were stored in the Fresh Pond Yard in order to swap consists in and out of service. These shuttles, along with a shuttle bus route that provided service between Wyckoff Avenue and Broadway, ran until April 27, 2018.

When the 14th Street Tunnel shutdown started in April 2019, weekend and weekday evening M service (from 11:00 p.m. to 1:15 a.m.) was extended from Essex Street to 96th Street on the Second Avenue Subway in Manhattan, via 63rd Street, to compensate for limited L service between Brooklyn and Manhattan. The M had to run to 96th Street because of capacity reductions on the Queens Boulevard Line due to ongoing weekend construction. Both weekday and weekend M frequencies were also increased. This extra service was discontinued after completion of tunnel construction on April 27, 2020. Weekday evening service after 9:15 p.m. was also indefinitely cut back from Forest Hills to Essex Street to accommodate maintenance work for the installation of communications-based train control on the Queens Boulevard Line, Eighth Avenue Line, and Sixth Avenue Line.

Weekend frequencies on the M route were increased in July 2023. Starting August 28, 2023, weekday M trains were truncated to 57th Street in Manhattan, and F trains were rerouted via the 53rd Street Tunnel between Queens and Manhattan, due to track replacement and other repairs in the 63rd Street Tunnel. Weekend M service continued to terminate at Essex Street. Service to Forest Hills resumed on April 1, 2024.

MJ service
On March 5, 1944, 11 trains stopped running over the Brooklyn Bridge, instead ending at Bridge–Jay Streets on the Brooklyn side, and all 11 trains terminated there (with a free transfer to the IND trains at Jay Street–Borough Hall). In 1967, when the Chrystie Street Connection opened, the label MJ was assigned to the 11 service.

The western half of the Myrtle Avenue Line closed on October 4, 1969, ending MJ service, which was replaced with a free transfer to the B54 bus. Several days before the scheduled closing date, some supports for the elevated structure were hit by a truck, temporarily suspending service. Timber reinforcement was applied to damaged pillars, allowing service to resume until the scheduled closing date.

Service pattern
The following table shows the lines used by the M, with shaded boxes indicating the route at the specified times:

Stations
For a more detailed station listing, see the articles on the lines listed above.The M train runs on the following lines:

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

title: M (New York City Subway service)


text: Category:Heisman Trophy winners

title: Category:Heisman Trophy winners


text:
Talk:Otelia B. Mahone

Photos
I found references to Otelia Mahone in the following newspapers. They might even have pictures:
 * Washington Post - June 2, 20, 21, 1907; Nov 14, 1911
 * Trenton Evening Times - June 21, 1907
 * New York Times - Nov 28, 1883; Sept 12, 1895
 * Atlanta Constitution - Sept 12, 1895
 * The Landmark (Statesville, NC) - Sept 13, 1895
 * Daily Independent (Kannapolis, NC) - Jul 10, 1955

You could probably get these papers on microfilm through interlibrary loan from libraries in the areas where the newspapers originated. -- brian0918 ™  07:00, 16 Feb 2005 (UTC)

Focus of the article ?
A good deal of this article seems to focus on William Mahone rather than Otelia...Engr105th (talk) 03:02, 30 December 2007 (UTC)

External links modified
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title: Talk:Otelia B. Mahone


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Wikipedia:Articles for deletion/List of English words of Latin origin

 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 delete. Mackensen (talk) 01:21, 24 Feb 2005 (UTC)

List of English words of Latin origin
A magnet for people to create dictdefs. Move to wiktionary. RickK 07:12, Feb 16, 2005 (UTC)
 * Keep Significant aspect of the English language. Worthwhile project with many links to good Wikipedia articles. I don't use Wikidictionary: I don't entirely see the point of Wikidictionary. But I want the English language to be covered in Wikipedia. Wincoote
 * "Because Latin words make up some 60% of the language, this is necessarily a deeply incomplete list ... a full list of which would be tens of thousands of words long." Ouch. But there are dozens of articles named 'list of English words of foo origin' so I can't see a fault with this one. Keep. Oh and btw, the point of Wiktionary is explained here. Radiant! 10:24, Feb 16, 2005 (UTC)
 * Keep. What kind of precedent would that be? Delete move to wiktionary slowly.  See my comments to Uncle G and DPsmith below. -Lethe | Talk 10:43, Feb 16, 2005 (UTC)
 * Strong Delete. Given that no one is likely to go through a dictionary listing the tens of thousands of words that would be needed to make this list comprehensive, it ought to be deleted under the "no potential to become encyclopedic" criterion. These lists are a joke and it's good to see someone taking the bull by the horns and listing them for deletion. If Wiktionary want to do something like this good luck to them, but this will never become a decent Wikipedia article. We have List of Latin phrases for phrases like "inter alia" lifted straight out of Latin and used in English. That I can cope with, but not a comically half-hearted attempt at a list of all words of Latin origin in English. Trilobite (Talk) 14:46, 16 Feb 2005 (UTC)
 * "I don't use Wiktionary, therefore all Wiktionary articles belong in Wikipedia." is not an argument that I find compelling. This sort of etymology is exactly what Wiktionary is for. I note from the edit history comments that on the day of its creation an editor of the article xemself found the article somewhat dubious.  It should have been made a pointer to Wiktionary there and then.  Wikipedia is not a list of words. Wiktionary. Uncle G 16:22, 2005 Feb 16 (UTC)
 * Comment: I could imagine some distant future where wiktionary is very complete, even including etymology for every word, and lists of this form could be automatically generated by the wiki software. Not just for Latin words in English, but for any kind of words in any language.  I think that would be really cool, plus it really illustrates to me how this sort of thing properly belongs to the dictionary, not the encyclopedia.  I suppose I'm going to change my vote.  The only problem is, there are at least dozens of articles of this kind here on wikipedia, and moving them all to wiktionary would be an enormous effort.  Even moving the hundreds of words in this Latin list will take a long time, I expect.  I was actually the creator of the corresponding article list of English words of Greek origin, which has just as little right to exist as the article under discussion. Lethe | Talk 19:24, Feb 16, 2005 (UTC)
 * Delete. There are way too many. This would certainly include thousands and likely tens of thousands of words. Even the "A" section is barely a beginning. And when you're done, what have you got? You want this indexed the other way around, the way an ordinary dictionary does, in the etymology section for each word. This list is not even fun to contribute to or intriguing to contemplate. A list of words in English of Quechuan origin, that might be interesting. Dpbsmith (talk) 18:42, 16 Feb 2005 (UTC)
 * The English word jerky came from Quechua. Anthony Appleyard 20:40, 18 Feb 2005 (UTC)
 * Wikipedia is not paper, size is no restriction. For some people, Latin words in English are far more interesting that Quechua words in English, the former showing a lot of the interesting history and development of the English language (Roman, French, Norse, Norman), the latter just being isolated borrowings.  However, I think Uncle G's comment above is compelling.  Etymological listings belong in the dictionary.  The point is, if this article shouldn't be here, then neither should the corresponding Arabic article, or the hypothetical Quechua article.  I wonder if it would be possible to vote on a policy for the whole concept, instead of singling out this article.  Is that possible? -Lethe | Talk 19:35, Feb 16, 2005 (UTC)
 * I disagree with your assertion. Quechuan-derived words in English are notable by virtue of their rarity. (I have no idea whether there are any). So, such a list would not be on a par with this one. And I don't think we need policy until the submission of lists like this becomes a frequent phenomenon. I don't see any problem whatsoever with voting on things like this on a case-by-case basis. But by all means add "lists of English words that are all derived from a particular language" to What's in, what's out and say they're out. I won't challenge it myself. But I don't care to predict how I might actually vote if someone were actually to submit a list of Quechuan-derived English words. I prefer to cross that gh!nichiko'pt when I come to it. Dpbsmith (talk) 20:18, 16 Feb 2005 (UTC)
 * Which assertion is it that you disagree with? That some people would find etymology of Latin words more interesting than etymology of Quechua borrowings?  This assertion is demonstrably true: for example, Lethe finds the etymologies of Latin words in English more interesting than the etymologies of Quechua words in English.  Imagine someone who traces how words change meaning as they went from Greek to Latin to Old French to Anglo-Norman to Middle English to Modern English.  See for example, the etymology of the word nice.  You don't think that some people would find that more interesting than Quechua words?  For example, the word llama entered Spanish from Quechua, and English through Spanish.  It is the name of an animal indigenous to the Quechua areas.  That simply isn't all that interesting.  There might be a half-dozen other examples, and they'll all be equally uninteresting.  You are, of course, correct.  Rarity makes them more notable, but rarity is not the sole criterion of notability.  History is another. -Lethe | Talk 21:43, Feb 16, 2005 (UTC)
 * A list of words in English of Quechuan origin, that might be interesting. Then check List of English words of Quechuan origin. Never underestimate the Wikipedians. JoaoRicardo 08:26, 17 Feb 2005 (UTC)
 * Kewl! Now that it's here, I can honestly say that I do find it interesting. Particularly lagniappe. Now, when do we get a List of Quechan words of English origin? Dpbsmith (talk) 21:24, 18 Feb 2005 (UTC)
 * Extreme Delete, what a ghastly notion. In practice, English is etymologically way over 50% Latin. No list could ever even approach being complete. Further, etymology is a tricky business. Words that "seem" Latin but aren't would inevitably wind up here. I don't think the other lists are encyclopedic either, but a Latin one would be even more vexsome because it can be used to construct words in English. Think of it... entries for fuckophobia and bartmania abounding. Nip it instead. Wyss 20:02, 16 Feb 2005 (UTC)
 * To say nothing of numerically based words like some others we're dealing with now in VfD (naming no names). A centabottle of beer on the wall, a centabottle of beer, ... Dpbsmith (talk) 20:24, 16 Feb 2005 (UTC)
 * Delete simply too large a subject to have a list on. Would be sort of like having a List Of People Mentioned In Newspapers or List Of Words With 'E' In Them Andrew Lenahan - St ar bli nd  20:48, Feb 16, 2005 (UTC)
 * Delete The very root of the english language is latin. Forget dicdefs, with very little fanagling, this could become a dictionary in and of itself. --InShaneee 22:42, 16 Feb 2005 (UTC)
 * I wouldn't agree it's the very root- most of the common verbs and nouns are still Anglo-Saxon with lots of Norse, but descriptive English is replete with Latin, a source of both boons and banes for this rich (a Latin word) and flexible (another Latin one) language (still another). Wyss 00:08, 17 Feb 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.
 * Delete. Way too many words. This isn't a topic for an article, it's an entire project. Carrp | Talk 23:50, 16 Feb 2005 (UTC)
 * Delete. Not encyclopedic. Not just a dictdef, an entire dictionary.   — Gwalla | Talk 00:04, 17 Feb 2005 (UTC)
 * The word "delete" is of Latin origin. I agree with Dpbsmith. —Charles P. (Mirv) 04:07, 17 Feb 2005 (UTC)
 * Delete, especially if all the words are going to be linked like that (the fact that so many are blue when I fail to see how many can be more than dicdefs worries me, but I haven't actually checked them out yet). I won't take any stand on similar articles for other languages, but I do agree that the rarity of a List of English words of Farsi origin would make it more encyclopedic. If we have this list we might as well have a List of English words of Middle English origin and include most of he words in the dictionary.-R. fiend 08:06, 17 Feb 2005 (UTC)
 * Delete, this would be an unmanageably large list, but do we have an article on the different routes by which Latin words have entered English? -- Jmabel | Talk 08:11, Feb 17, 2005 (UTC)
 * There is the History of the English language and related topics (like Medieval English). JoaoRicardo 08:26, 17 Feb 2005 (UTC)
 * Delete this one and every other article on the Lists of English words of international origin. Wikipedia is neither a dictionary nor a list of words. JoaoRicardo 08:26, 17 Feb 2005 (UTC)
 * Delete. Perhaps replace with a list of Latin words that have been in English since the Old English period, if somebody wants a list. The later Latinisms aren't very interesting, and any good dictionary will provide information. In general, the "list of English words of ...etc." articles are interesting and useful, but this one isn't. Also, after it's deleted, somebody should start articles describing in more detail the routes by which different Latin words entered English (very early borrowings; or via french; or latinisms) over the centuries. A thing people should remember is that most of these Latinisms are international, and you'll find many of them even in Russian if you look. Decius 08:31, 17 Feb 2005 (UTC)


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title: Template:Algerian massacres of 1997


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Chainsaw Records

Chainsaw Records is an independent record label run by Donna Dresch that is devoted to Queercore bands. The label is in Portland, Oregon.

History
Chainsaw began life as a zine published by Donna Dresch in the late 1980s. Musicians and writers featured in the zine included Lois Maffeo, Jena von Brücker, Juliana Lueking, Candice Pederson, G.B. Jones and Larrybob. Chainsaw was one of the seminal queercore zines that, along with J.D.s and Homocore, helped define the movement.

"In 1991...Chainsaw developed from a zine into a record label. This began simply enough when she made a compilation cassette of her favourite bands and started to sell these while on tour with Fifth Column", writes Amy Spencer in DIY: The Rise of Lo-Fi Culture. In 1994 Chainsaw began to release LPs and singles, beginning with the release of The Fakes (featuring members of Bikini Kill, The Need and Nation of Ulysses ), the Frumpies and the first Team Dresch LP, Personal Best. This was followed by a co-release with Candy Ass Records, the double LP/CD compilation, Free to Fight. "The label established itself as a vital element of the queercore scene..." says Spencer, as Chainsaw then began to release records by a variety of queer mainly women artists. Of note is the fact that many bands, such as Sleater-Kinney, have been able to put out their initial recordings on the label. As well, the website for Chainsaw, and in particular its message board, have fostered a sense of community and provided a vehicle for expression by queers and music fans.

Chainsaw artists

 * Davies vs. Dresch
 * Excuse 17
 * The Fakes
 * The Frumpies
 * Heartless Martin
 * Heavens to Betsy
 * Infinite Xs
 * Kaia
 * Longstocking
 * The Need
 * No. 2
 * Show Me the Pink
 * Sleater-Kinney
 * Team Dresch
 * Third Sex
 * Tracy and the Plastics

title: Chainsaw Records


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User talk:Milkmandan

December 20, 2004–February 16, 2005 archived at User talk:Milkmandan/archive0

Isetta
Thanks for the kind words, and for the proofreading and corrections - Regards Oldfarm 11:52, 7 Apr 2005 (UTC)

GFDL
Milkmandan,

I have added the GFDL tag to the images that I have uploaded. (thanks for the hint on how to do that). Come a bit of warmer weather I will give the DeLorean a good bath and hopefully have some more higher quality photos to add.

thanks again!

MikeBabb

Road-stub in motorcycle articles
You wrote:"Phil- I don't think is the right stub for the Yamaha motorcyle articles. The Category:Road stubs contains roads and highways, and not much else.  What these articles really need is a motorcycle-stub—the regular stub should do just fine until that occurs.  --Milkmandan 16:49, 2005 Mar 1 (UTC)" The idea is to reduce the number of "regular" stubs (basically I was backtracking through Category:Stub seeing what I could dump out easily), and the Road stubs category was the least-irrelevant stubs category I could find: the rubric does after all start:"This category is for stub articles relating to Roads or Road Transport." If that category gets filled up with motorcycles, maybe a new stub category could be started, but you need about 100 stubs if you're not going to get too many complaints (see here) HTH HAND --Phil | Talk 18:12, Mar 1, 2005 (UTC)

Japanese car images
Awesome! I NEVER thought I would be able to get a photo of an actual Cosmo. Thanks so much! Good detective work! --SFoskett 13:13, Mar 8, 2005 (UTC)

 * I am in heaven! What beautiful shots of the Cosmo!  And there are BOTH series represented!  Be still my heart... --SFoskett 21:58, Mar 8, 2005 (UTC)

 * The Series I car could be anywhere from a pre-production 1964 version (THE show car) to the regular Jan 1965-July 1968 Series I production. The other was produced between July 1968 and Sep 1972.  Yes, the sign says "1967" but there's no way that's correct.  --SFoskett 14:15, Mar 9, 2005 (UTC)

Spoiler
As the original requestor of the Spoiler (automotive) article, I would like to thank you for taking care of my request and for creating a quality article, not just a stub. Thank you!—Ëzhiki (erinaceus europeaus) 15:30, Mar 14, 2005 (UTC)

GM APV Pages
Forgive me as I'm new to this, but you made a number of comments regarding the pages I made for the Pontiac Trans Sport, Oldsmobile Silhouette and Chevrolet Lumina APV , and I was hoping for some clarification.

You stated that there were too many photos and that the three entries should be merged. I thought the beauty of this electronic encyclopedia was the lack of limitations on space. What is the harm in the vehicles each having their own page even if there is some redundancy? Doesn't each vehicle having a seperate page afford some future editor the ability to further "personalize" the data for that specific model? The images I posted I believed illustrated changes made to the individual vehicle lines over the course of production as was discussed within the text of each article. In looking through other existing entries on this site there appears to be some pages that are particularly photo-rich, so I guess I'm wondering: How many photographs constitute "too many"?

I intentionally made these vehicles my first pages as there was very little information on the existing stubs, and I imagined there wouldn't be much interest out there in anyone else creating detailed entries for these vehicles. That said, there is certainly more information that could be added to those pages to further flesh them out, and further individualize them, but I figured that the pages as I posted them would provide a decent starting point for additional modification/expansion.

It was my intention to continue creating pages for the U platform vehicles to the present and then move through the U Platform derivatives. If the pages I have been creating are inappropriate, please provide guidence as to what is desired.

It is sometimes difficult to convey emotion (or lack thereof) in a written conversation, so I want to specifically state that the above statements/questions are not meant to be in any way sarcastic, and I welcome your criticism and comments.

Thanks. --Rawja 3/28/05

Perhaps a bit philosophical......
I've been thinking about your most recent comments regarding the three pages I created for the GM APVs. I have taken some steps to address the POV issues you raised and will come up with a more coherent layout of the images including deletions if it comes to it. I feel pretty strongly about each model remaining on its own page. While you have raised entirely valid points regarding having to edit and proof three seperate pages, given the unlimited capacity of the wikipedia, I believe having vehicle pages by platform rather than by model is in the long run a less optimal solution than individual model based entries for a number of reasons.

Clarity and consistancy for the non car-obsessed is difficult if various models on a given platform are lumped into a single entry as car models tend to change platforms over generations, some models die early, or switch platforms mid-cycle leaving their platform-mates behind. As an extreme example, the Cadillac Seville was on the X Platform, the E/K Platform for three generations, and now is on the Sigma platform. I don't think it would be optimal to have a Seville/Nova/Omega/Ventura page, a Seville/Toronado/Riviera/Eldorado page, a Seville/Eldorado/Deville page, and a STS/CTS/SRX page.

Given the automakers' penchant for platform-sharing and their increasing ability to base increasingly differentiated product off the same base, it would be wise, I think to base entries along model lines rather than platforms. I'm thinking the afforementioned Sigma Platform or say, the current model Cadillac XLR and the Chevrolet Corvette.

Arguably, the minivans are more closely related to each other than is the norm, but I believe all automobile models "deserve" their own page as there is a unique narrative that accompanies any given model even when the models on a given platform are closely related. Take the GM "J" cars, some were extremely sucessful while others were complete flops. But each model's story, whether of victory or defeat is equally worthwhile.

I happen to think the Delorean page is pretty good, sunvisor minutia notwithstanding. Arguably the GM APVs or any "regular" vehicle were more important than the Delorean ever was in terms of corporate financial investment and impact on the larger car market, but there will probably never be much in the way of information about the more pedestrian models out there on the web, and this site provides what will probably be the only easily-accessable forum for information about the less "exciting" ones.

The three pages as they stand only represent a starting point for further expansion. I have recently moved into a new home, and have not had a chance to unpack my referance materials, as time (work) permits, I am confident that I can impart sufficient differentiation and unique additional model-specific information to support three seperate entries.

Of course if I'm incorrect in my assertions, correction is just an edit away. :)

Rawja 3/29/05

toyota FJ40
genius,

why would you cut down a short, yet complete entry, and make it a stub?

if you want to take out some POV-ish adjectives that's fine, but don't wipe out an entire entry.

 * Hi. Thanks for your reply.  I removed some of the text that I felt was too POV and cut out what wasn't factually verifiable.  I admit that the dividing line between what is reasonable and what isn't is very subjective.  Personally, I think a non-POV stub is more appropriate than a POV article for an encyclopedia.

 * If you'd like a second opinion, I encourage you to ask someone at Wikipedia talk:WikiProject Automobiles. There exists a good deal of collective experience that you can bounce ideas off of.

 * Please feel free to contact me if you have any further questions or concerns about my edits. --Milkmandan July 4, 2005 08:04 (UTC)

Eclipse
Oops, thanks for the heads-up! Fixed! --SFoskett July 7, 2005 01:33 (UTC)

Aircraft specifications survey
Hi Milkmandan. Since you listed yourself as a participant of WikiProject Aircraft, you may be interested in a survey currently underway to help develop a revised version of our standard specifications section. --Rlandmann 00:22, 18 July 2005 (UTC)

Thanks
''Just wanted to thank you for great work done on Toyota Camry. Thanks.'' --Just my 2 cents -- Hemanshu 00:28, 4 August 2005 (UTC)

Important WikiProject Automobiles Discussion
Hello! As a WikiProject Automobiles member, I just thought you might want to input your opinions on an important discussion we're currently having about whether articles regarding similar vehicles should be merged into one or split by brand. If you would like to comment or read further, please see Wikipedia talk:WikiProject Automobiles. Thank you in advance for your thoughts and feedback. Airline 23:46, 13 February 2006 (UTC)

Infobox
There is a consensus discussion on Wikipedia talk:WikiProject Aircraft on adopting a non-specifications summary infobox for aircraft articles. Your comments would be appreciated. Thanks! - Emt147 Burninate!  18:37, 24 April 2006 (UTC)

Wikiproject Automobiles Notification
Hi Milkmandan, you were on the list of members at WikiProject Automobiles and we are introducing a new way of listing members, as the old list was becoming too long. Our new method involves having all of our members in a category.

To add yourself to the category just add the userbox to your user page by putting   where you want the userbox. Alternatively if you don't like the userbox you can add   to your userpage.

If you no longer wish to be a member of the project, simply don't add the userbox or category, there's no pressure. Thanks for your time, James086Talk 04:12, 17 December 2006 (UTC)

Aviation Newsletter delivery
The March 2007 issue of the Aviation WikiProject newsletter has been published. You may read the newsletter, change the format in which future issues will be delivered to you, or unsubscribe from this notification by following the link. Thank you. Trevor MacInnis (Contribs) 16:21, 9 March 2007 (UTC)

Eclipse Laser Talon production image
If you are the creator of the eclipse talon laser image used on the respective pages showing the trims and models and the years available, you may want to edit the fact that the eclpse wasnt called a "GS-T" until 2nd gens. They were never badged as GS-Ts in first gen they were badged as GS Turbo. Aspensti (talk) 23:26, 29 April 2008 (UTC)

An exciting opportunity to get involved!
As a member of the Aviation WikiProject or one of its subprojects, you may be interested in testing your skills in the Aviation Contest! I created this contest, not to pit editor against editor, but to promote article improvement and project participation and camraderie. Hopefully you will agree with its usefulness. Sign up here, read up on the rules here, and discuss the contest here. The first round of the contest may not start until September 1st-unless a large number of editors signup and are ready to compete immediately! Since this contest is just beginning, please give feedback here, or let me know what you think on my talkpage. -  Trevor  MacInnis   contribs  03:18, 23 August 2009 (UTC)

ArbCom elections are now open!
Hi, You appear to be eligible to vote in the current Arbitration Committee election. The Arbitration Committee is the panel of editors responsible for conducting the Wikipedia arbitration process. It has the authority to enact binding solutions for disputes between editors, primarily related to serious behavioural issues that the community has been unable to resolve. This includes the ability to impose site bans, topic bans, editing restrictions, and other measures needed to maintain our editing environment. The arbitration policy describes the Committee's roles and responsibilities in greater detail. If you wish to participate, you are welcome to review the candidates' statements and submit your choices on the voting page. For the Election committee, MediaWiki message delivery (talk) 22:17, 30 November 2015 (UTC)

File source problem with File:Talon Eclipse Laser production notext.png
Thank you for uploading File:Talon Eclipse Laser production notext.png. I noticed that the file's description page currently doesn't specify who created the content, so the copyright status is unclear. If you did not create this file yourself, you will need to specify the owner of the copyright. If you obtained it from a website, please add a link to the page from which it was taken, together with a brief restatement of the website's terms of use of its content. If the original copyright holder is a party unaffiliated with the website, that author should also be credited. Please add this information by editing the image description page.

If the necessary information is not added within the next days, the image will be deleted. If the file is already gone, you can still make a request for undeletion and ask for a chance to fix the problem.

Please refer to the image use policy to learn what images you can or cannot upload on Wikipedia. Please also check any other files you have uploaded to make sure they are correctly tagged. Here is a [ list of your uploads]. If you have any questions or are in need of assistance please ask them at the Media copyright questions page. Thank you. ShakespeareFan00 (talk) 14:14, 24 October 2018 (UTC)

title: User talk:Milkmandan


text:
Sertão

The sertão (, plural sertões) is the "hinterland" or "backcountry" of Brazil. The word refers both to one of the four sub-regions of the Northeast Region of Brazil or the hinterlands of the country in general (similar to the specific association of "outback" with Australia in English). Northeast Brazil is largely covered in a scrubby upland forest called caatingas, from the Tupi language, meaning white forest, since leaves fall during dry season, donning all vegetation, mainly bushes and small trees, now reduced to bare branches and trunks, in its characteristic very light grayish, or off-white, hues. Its borders are not precise. Due to lengthy and unpredictable droughts it is an economically poor region that is well known in Brazilian culture, with a rich history and folklore. The sertão is also detailed within the famous book of Brazilian literature Os Sertões (The Backlands), which was written by the Brazilian author Euclides da Cunha.

Originally the term referred to the vast hinterlands of Asia and South America that Portuguese explorers encountered. In Brazil, it referred to backlands away from the Atlantic coastal regions where the Portuguese first settled in the early sixteenth century. A Brazilian historian once referred to colonial life in Brazil as a "civilization of crabs", as most settlers clung to the shoreline, with few trying to make inroads into the sertão. In modern terms, "sertão" refers to a semi-arid region in northeastern Brazil, comprising parts of the states of Alagoas, Bahia, Pernambuco, Paraíba, Rio Grande do Norte, Ceará, Maranhão, Piauí, Sergipe, and Minas Gerais.

Geographically, the sertão consists mainly of low uplands that form part of the Brazilian highlands. Most parts of the sertão are between 200 meters and 500 meters above sea level, with higher elevations found on the eastern edge in the Borborema Plateau, where it merges into a sub-humid region known as agreste, in the Serra da Ibiapaba in western Ceará and in the Serro do Periquito of central Pernambuco. In the north, the sertão extends to the northern coastal plains of Rio Grande do Norte state, while to the south it ends gradually in the northern part of Minas Gerais.

Two major rivers cross the sertão, the Jaguaribe and further east the Piranhas, and to the south, the larger São Francisco River is in part in the sertão. Smaller rivers dry up at the end of the rainy season.

The term sertão is also used in Portuguese to refer to the Brazilian hinterland in general, regardless of region. It is this sense that corresponds to sertão music, música sertaneja, roughly "country music". To avoid ambiguity, the region in the northeast is sometimes called the sertão nordestino, while the Brazilian hinterland may also be called the sertânia, the land of sertões.

Etymology
There are a number of hypotheses about the origin of the word Sertão, most of which place its appearance during the colonization of Brazil by the Portuguese. The most widespread of these holds that, when they left the Brazilian coast and moved inland, the Lusitanian settlers noticed a big difference in the climate of this semi-arid region and referred to it as "desertão" (big desert), due to its hot, dry climate. Therefore, this name would have been understood as "de sertão" (of the sertão), leaving only the word Sertão.

The hypothesis of a corruption of "desertão" is challenged on the basis of phonetics, which reaffirms the impossibility of sertão being a corruption of the Latin desertanu due to the inversion that this path would mean from the point of view of the law of least effort, implying a sonorization of the occlusive as opposed to deafening, which would be the most natural progression.

The immortal of the Brazilian Academy of Letters Gustavo Barroso also rejected this hypothesis and argued that the origin of the word was in the term muchitum, from the Mbunda language of Angola, which means "place in the interior". The term would have been adopted by the Portuguese colonizers in the form of "mulcetão", later reduced to "celtão" and "certão", and then spread throughout the Lusitanian overseas empire during the first centuries of its expansion.

It is also possible that, on the contrary, the Angolan term arose from contact with the Portuguese, given that the town of Sertã, in Portuguese lands, dates back to long before the time of the great navigations. According to local legend, the town was founded in 74 BC by the Roman general Quintus Sertorius under the name "Sertaga", corrupted to "Sartão". On one occasion when enemy troops attacked the settlement, a woman defended herself from the soldiers with a large sertãa, a square frying pan, saving the village. The popularization of the legend and its phonetic similarity to the name of the place would have meant that this word was also used, by extension, to characterize the surroundings of this settlement, one of the most inland lands in the continental Portuguese territory, and later became a synonym for inland lands throughout the nascent Portuguese empire.

Climate and vegetation
Because the sertão lies just south of the equator, temperatures are nearly uniform throughout the year and are typically tropical, often extremely hot in the west.

However, the sertão is distinctive in its low rainfall compared to other areas of Brazil. Because of the relatively cool temperatures in the South Atlantic Ocean, the intertropical convergence zone remains north of the region for most of the year, so that most of the year is very dry.

Although annual rainfall averages between 500 mm and 800 mm over most of the sertão and 1300 mm on the northern coast at Fortaleza, it is confined to a short rainy season. This season extends from January to April in the west, but in the eastern sertão it generally occurs from March to June. However, rainfall is extremely erratic and in some years the rains are minimal, leading to catastrophic drought, while in others rains are extremely heavy and floods occur. This variability has caused extreme famines among subsistence farmers in the region, exacerbated by the extreme imbalance of land ownership throughout the sertão. The worst of these famines, between 1877 and 1879, was said to have killed over half the region's population.

In its natural state, the sertão was covered by a distinctive scrubby caatinga vegetation, consisting generally of low thorny bushes adapted to the extreme climate. Several species of tree in the caatinga, such as the cashew, have become valuable horticultural plants. Most of the sertão vegetation is now substantially degraded as a result of centuries of cattle ranching or clearing for cotton farming.

Parts of the sertão are recognized as a biodiversity hot-spot because of its unique flora.

Nonfiction

 * Michael H. Glantz; Currents of Change: El Niño's Impact on Climate and Society; published 1996 by Cambridge University Press. ISBN 0-521-57659-8.
 * Michael H. Glantz (ed.); Drought Follows The Plow: Cultivating Marginal Areas; published 1994 by Cambridge University Press. ISBN 0-521-44252-4.
 * Fagan, Brian; Floods, Famines, and Emperors: El Niño and the Fate of Civilizations; published 2000 by Basic Books. ISBN 0-465-01121-7.
 * Nicholas G. Arons; Waiting for Rain: The Politics and Poetry of Drought in Northeast Brazil; published 2004 by University of Arizona Press. ISBN 0-8165-2433-5.
 * Euclides da Cunha, Rebellion in the Backlands (Os Sertões), 1902

Fiction

 * Graciliano Ramos, Vidas Secas ("Barren Lives"), novel

title: Sertão


text:
Wikipedia:Articles for deletion/Velkova

 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 delete.Mackensen (talk) 01:24, 24 Feb 2005 (UTC)

Velkova
Created by the same person who created Valentina Velkova (VfD). Non-notable. If it deserves an article, red link will be more attractive. —Mar·ka·ci: 2005-02-16 07:16 Z 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.
 * Delete. Name entries are for Wiktionary. Trilobite (Talk) 14:50, 16 Feb 2005 (UTC)
 * Delete, vanity source, dicdef, not an article. Wyss 19:55, 16 Feb 2005 (UTC)

title: Wikipedia:Articles for deletion/Velkova


text:
Talk:Ilya Erenburg

There is a clear bias in this article. Erenburg was certainly a Soviet propagandist who urged Soviets to kills Nazis, but the article seems to imply that he was responsible for individual incidents and goes in depth on atrocities that should be under Eastern Front (WWII) or one of its subpages. See http://www.ihr.org/jhr/v08/v08p507_Weber.html. — BanyanTree 07:19, 16 Feb 2005 (UTC)

title: Talk:Ilya Erenburg


text:
User:לערי ריינהארט/tests/google bugzilla:707

ro:User:Gangleri/tests/google bugzilla:707
 * en:User:Gangleri/tests/google bugzilla:707 ro:User:Gangleri/tests/google bugzilla:707
 * en:Template talk:Lincuri/google/selectiv ro:Template talk:Lincuri/google/selectiv
 * Special:Log [{{localurl:Special:Log&user=&page=&type=delete delete log]

707
at ro: http://www.google.com/search?q=Johann_Wolfgang_von_Goethe at en: http://www.google.com/search?q=Johann_Wolfgang_von_Goethe at ro: http://www.google.com/search?q=Johann-Wolfgang-von-Goethe at en: http://www.google.com/search?q=Johann-Wolfgang-von-Goethe at ro: http://www.google.com/search?q=Gerhard+Schr%C3%B6der at en: http://www.google.com/search?q=Gerhard_Schr%F6der at ro: http://www.google.com/search?q=Gerhard-Schr%C3%B6der at en: http://www.google.com/search?q=Gerhard-Schr%F6der
 * 1) Johann Wolfgang von Goethe is
 * 1) Johann-Wolfgang-von-Goethe is
 * 1) Gerhard Schröder is
 * 1) Gerhard-Schröder is
 * 1) http://www.google.com/search?num=100&lr=&newwindow=1&q=+%22Johann+Wolfgang+von+Goethe%22

preliminary

 * Working with different variations of gogle links and using these in templates I found some very special kinds of parametrisation:

http://www.google.com/search?newwindow=1&num=100&q=+%22bordeaux%22+%22%22+%22%22 http://www.google.com/search?newwindow=1&num=100&q=+site:.Wikipedia.org+-site:en.Wikipedia.org+-site:fr.Wikipedia.org+-site:de.Wikipedia.org+-site:nl.Wikipedia.org+%22bordeaux%22+%22%22+%22%22 http://www.google.com/search?q=Johann-Wolfgang-von-Goethe It seams to be an equivqlent for http://www.google.com/search?&q=%22Johann+Wolfgang+von+Goethe%22 also equivalent for the use of as_epq in
 * 1)  "bordeaux" "" "" used in
 * 1)  site:.Wikipedia.org -site:en.Wikipedia.org -site:fr.Wikipedia.org -site:de.Wikipedia.org -site:nl.Wikipedia.org "bordeaux" "" "" used in
 * 1) Johann-Wolfgang-von-Goethe used in
 * 1) "Johann Wolfgang von Goethe" used in
 * 1) http://www.google.com/search?as_epq=Johann+Wolfgang+von+Goethe

 * I have never read google specification It is long time since I used boolean edxpressions at http://www.leit.is/ another serch engine. Before we take advantage of this documented or undocumented features we should know about if they are stable. Who can look at this?
 * The "features" mentioned above are used at ro:Template talk:Lincuri/google/selectiv. I agree they are complex - some may say they are complicated ;-) I used similar at templates at eo: for a working list to find easily lots of pages from all wikipedia generating "odd" links see 1512.

 * Despite the fact that en:Template talk:Lincuri/google/selectiv has the same code it generates different links because:

 * Whatever is used in XXXX:YYYY:ZZZZ  is translated diffrently both for the special pages, for titles (articles, discussion pages etc). at a Latin-1 wiki as en: and a UTF-8 type wiki as ro:.
 * 1) Both templates work the same if all XXXX:YYYY:ZZZZ consists of ascii characters only.
 * 2) First differences can be seen if characters as ÄÖÜäöüß ÀÁ etc. are contained XXXX:YYYY:ZZZZ.
 * 3) Due to the fact that UTF-8 characters are stored as &amp#nnnn; on Latin-1 type wikis XXXX:YYYY:ZZZZ will translate to this and will generate wrong (in order not to call it useless) code for example google links. Other links generated by the parameter refering to titles will fail, but this is a known fact.

What would be the best solution ...
... for references to google:YYYY  other wikis and also for parametrisation of templates?

 * As Brion mentioned at 707 "One might add a field to the interwiki table listing it, or perhaps some funky alternate replacement: currently the interwiki URLs contain $1 as a placeholder for the link with underscores; another placeholder for spaces perhaps?" there are some alternatives: "We" (hopefully there is an interet on this) should evaluate if $2 and other values could be used for a subset of the following requirements:

alternatively to other characters if there is a requirement / a real need for it
 * 1) to use / to generate UTF-8 code (or equivalent translations) regardsless of what type the wiki is
 * 2) translate spaces in "-" if this would be the the most suitable for google
 * 1) to use lowercase letters only (this would allow the usage of the same function at eo: too)

 * Gangleri | [ Th] | T 10:59, 2005 Feb 16 (UTC)

more ideas

 * http://www.google.com/search?num=100&lr=&newwindow=1&q=site:wikimedia.org+OR+site:wikipedia.org+OR+site:wikiquote.org+OR+site:wikisource.org++bartok++bela


text:
Gerda Hofstätter

Gerda Hofstätter Gergerson (born 9 February 1971), nicknamed "G-Force", is an Austrian professional pool player. Hofstätter won the WPA World Nine-ball Championship in 1995. She is a winner at the European Pool Championship on nine occasions, and won the Austrian national Championship seventeen times. Hofstätter is a two-time Hall of Fame inductee being voted into both the Women's Professional Billiard Association and Billiard Congress of America Hall of Fames in the Greatest Players Category. Hofstätter was the Austrian Sportswoman of the Year for Carinthia in 1993. Hofstätter played on the WPBA Tour until her retirement, doing so from 1993 onward.

Early life
Hofstätter was born on 9 February 1971 in Friesach, Austria. Before pool, Hofstätter played several different sports, including tennis, skiing, and fencing. Before the age of 18, Hofstätter won the Austrian fencing championship, as well as an international fencing competition. Hofstätter decided to take up pool at 15, when she joined a team in Althofen. In 1987, she won her first Austrian national championship. In 1989, Hofstätter recorded Austria's first-ever win at the European Pool Championships, with victory in the 8-ball event. After winning the event, Hofstätter was given a "key to the city" of Althofen.

In 1990, Hofstätter moved to Sweden where she was the highest ranked player for two consecutive seasons, before moving to the United States in 1993 to compete in the Women's Pool Billiard Association (WPBA) Classic Tour. Hofstätter won the first WPBA event she competed in, the Creative Inventions San Francisco Classic. She would also win her second and third European championships in 1993 in the eight-ball and nine-ball events. She was also voted the Austrian player of the year for the state of Carinthia that year.

Professional career
She entered the Women's WPA World Nine-ball Championship in 1995, held in Taipei, Taiwan. She reached the final and defeated Vivian Villarreal to win her first world championship. She also won her fourth European championship, in the nine-ball event that year. A few years later, Hofstätter would reach the semi-final of the WPBA Hawaii Classic in 1998. The following year, Hofstätter finished third at the U.S. Open Nine-ball Championship. The 2000 season saw Hofstätter reach the knockout rounds again at the world Nine-ball championship, reaching the last 16, and seventh at the Women's event at the U.S. Open. Hofstätter would win her first tournament this season since her world championship win, where she won the BCA Open Nine-ball Championship. 2001 saw Hofstätter finish in the top five at two WPBA events, at the players championship, and Midwest championship.

In 2002, Hofstätter reached the semi-finals of the world Nine-ball championship again. She would also finish as runner-up at two tournaments, at the Amway World Open, and the Midwest Classic, losing to Allison Fisher in both finals. In 2003, her highest finish was seventh place, doing so in four events, including the U.S. Open. In 2004, Hofstätter participated on the new Japan Tour (known as JPNEW), where she would win event five. She would also reach the final of the national nine-ball championship, defeating Kelly Fisher, and Allison Fisher before losing the final to Karen Corr. Hofstätter would go on to reach the final at the WPBA West Coast Classic in 2005, losing to Kelly Fisher in the final.

Since 2006, she played almost exclusively on the WPBA Tour, as well as two International Pool Tour events in 2006. Hoffstatter won an event in 2010, at the WPBA San Diego Classic defeating Chang Shu-Han 7–3 in the final. In 2018, Hofstätter was inducted into both the Women's Professional Billiard Association and Billiard Congress of America Hall of Fames in the Greatest Players Category. As of 2019, she is now retired from playing. In total, she is a 9-time European champion, and 17-time Austrian national champion.

Personal life
Hofstätter is married to Dan with two children Sophie and Madison. She has a Bachelor of Science in Business from New York University. She is also a qualified pilot. When playing, she was given the nickname of "g-force".

Championships

 * WPA Women's World Nine-ball Championship
 * Winner (1995)
 * European Pool Championships
 * Eight-ball (1989, 1993, 1997, 2001)
 * Nine-ball (1993, 1995)
 * Straight pool (1995, 1997, 2009)
 * WPBA Tour
 * Atlanta Classic (1993)
 * Orlando Classic (1994)
 * National Championship (1997)
 * BCA Open Nine-ball Championship (2000)
 * San Diego Classic (2010)
 * McDermott Nine-Ball Tour (1993)

title: Gerda Hofstätter


text:
User:Shota

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title: User:Shota