text:
Talk:Buddha Statues of Bamiyan

This looks like it could make a decent section of the article Buddhas of Bamyan; but why is it an article of its own? And why does the name of the article not say what it's really about, such as Buddhas of Bamyan (symbolism) or Symbolism of the Buddhas of Bamyan? Would it not be better to shift this into the main article and leave a redirect here? QuartierLatin1968 18:39, 20 Feb 2005 (UTC)

Say, what is the source of this article? It reads suspicously like original research. --Calton 06:36, 23 Feb 2005 (UTC)

 * Hello QuartierLatin1968,

I also prefer that this article embed into the main article.

 * Hello Calton,

The atricle have not source. This Idea came for mi. I am webmaster of HP www.afghan-aid.de

title: Talk:Buddha Statues of Bamiyan


text:
Quebec Central Railway

The Quebec Central Railway was a railway in the Canadian province of Quebec, that served the Eastern Townships region south of the St. Lawrence River. Its headquarters was in Sherbrooke. It was originally incorporated in 1869 as the Sherbrooke, Eastern Townships and Kennebec Railway, and changed its name to the Quebec Central Railway in 1875. In 1894, it built a line southward to Mégantic to connect to Canadian Pacific Railway's east-west line, the International Railway of Maine. It would eventually own around 300 mi of track. In 1912, the Canadian Pacific Railway leased the Quebec Central for 99 years but continued to operate as Quebec Central Railway, including passenger service to American cities. The Quebec Central in turn leased the Massawippi Valley Railway, a short line from Lennoxville to Newport, in 1926; this allowed passenger service from Quebec City via Sherbrooke to the United States.

The company operated passenger trains on several long and short routes. Its longest route travelled from Quebec City to Sherbrooke, to then to Newport, Vermont. There, passengers could transfer to Boston and Maine trains, Alouette or Red Wing bound for Boston, Massachusetts. Branch sections from the latter served passengers bound for Portland, Maine. The Boston & Maine and the New York, New Haven and Hartford Railroad operated the Connecticut Yankee from New York City's Grand Central Terminal, up Connecticut River Valley, to Newport and along Quebec Central territory to Sherbrooke and Montreal.

Passenger service ended in April 1967, and freight service ended in November 1994. The Massawippi line's track was entirely removed in 1992. The Quebec Central was abandoned on December 23, 1994. However, because the CPR only owned 10% of the Quebec Central's stock, it could not tear up the track and dispose of the right-of-way. In December 1999, a local resident who owned a trucking company (Express Marco Incorporated) bought the railway from the CPR and revived it, with trains running starting in June 2000. The railway operated tourist excursions in addition to regular freight service. However, the company went out of business in 2006 once more ending railway traffic on the line. The remaining portions of the line currently belong to the Ministère des Transports du Québec.

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

title: Quebec Central Railway


text:
Wikipedia:Articles for deletion/Microsoft Gif Animator

 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 keep. Joyous 18:17, Feb 26, 2005 (UTC)

Microsoft Gif Animator
Unencyclopaedic --Neigel von Teighen 18:40, 20 Feb 2005 (UTC)
 * delete. Mikkalai 19:40, 20 Feb 2005 (UTC)
 * Keep one of the most widely-used software applets of its era: it came free with MS Frontpage and others, and for a long time was by far the most user-friendly GIF animation method available. Roughly 33,000 Google hits. Andrew Lenahan - St ar bli nd  22:27, Feb 20, 2005 (UTC)
 * Keep, cleanup and expand. Notable. Megan1967 00:05, 21 Feb 2005 (UTC)
 * Keep, its Microsoft. Pretty notable I'd say. Still needs much expansion. -- Riffsyphon1024 02:47, 21 Feb 2005 (UTC)
 * Keep. Notepad has an entry. HyperZonktalk 18:22, Feb 21, 2005 (UTC)
 * Uh, can I delete as bug-ridden, insecure, standards-breaking, designed to lock out competition, and convicted of abusive practices? No, but if this article can be kept on the basis of "Keep, its [sic] Microsoft", then my overgeneralization would be equally valid.  Barno 01:37, 23 Feb 2005 (UTC)
 * Keep, notable bug-ridden attempt to lock out competition. Kappa 03:18, 23 Feb 2005 (UTC)
 * Comment: If this article is kept, does Wikipedia then condone and deem notable any product released by Microsoft? If not, which ones would not be notable and how would notability be judged?  Does this suggest some sort of bias towards tech-related products or are all Microsoft products inherently noteworthy?  Why would this utility receive preferential treatment over, for example, an adult film star who has "acted" in over 100 films?  No vote. GRider\talk 18:10, 25 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.


text:
Dominion Atlantic Railway

The Dominion Atlantic Railway was a historic railway which operated in the western part of Nova Scotia in Canada, primarily through an agricultural district known as the Annapolis Valley.

The Dominion Atlantic Railway was unusually diverse for a regional railway, operating its own hotel chain, steamship line and named luxury trains such as the Flying Bluenose. It is credited with playing a major role in developing Nova Scotia's tourism and agriculture industries.

The DAR's corporate headquarters were originally located in London, United Kingdom, until 1912, followed by Montreal, Quebec, but was always operationally headquartered in Kentville, Nova Scotia, where the railway retained a unique identity and a high degree of independence until the end of the steam era. A depiction of Evangeline from the poem Evangeline, A Tale of Acadie published in 1847 by Henry Wadsworth Longfellow was incorporated into the DAR logo along with the text 'Land of Evangeline Route'.

The company is still legally incorporated and files annual returns with the Nova Scotia Registry of Joint Stock; its headquarters are now in Calgary, Alberta. Portions of the line were operated by the Windsor and Hantsport Railway until 2011.

Creation through merger
The DAR was created on October 1, 1894, through a merger of two end-to-end systems. the Windsor and Annapolis Railway (W&A) and the Western Counties Railway (WCR). The larger and more successful W&A bought out the rival WCR for $265,000. The merger was authorized by the provincial legislature in 1893.

The W&A owned the track between its namesake port towns of Windsor and Annapolis Royal, and had also negotiated trackage rights to operate over the Intercolonial Railway's former Nova Scotia Railway "Windsor Branch" between Windsor Junction and Windsor, as well as on the IRC mainline from Windsor Junction into Halifax. The WCR, on the other hand, operated between Yarmouth and Digby. The new DAR thus had a gap in its trackage between Annapolis Royal and Digby, which would otherwise be continuous from Yarmouth to Halifax. The gap was eventually closed in the early 1890s with government assistance.

Although the DAR technically connected to the Intercolonial Railway at Windsor, the ICR rarely operated on this line and left it to the DAR beyond the mainline connection at Windsor Junction. The DAR system also connected with the Midland Railway at Windsor, the Nova Scotia Central Railway (NSCR) and the Middleton and Victoria Beach Railway (M&VBR) at Middleton, and the Halifax and Southwestern Railway (H&SW) at Yarmouth. The NSCR and M&VBR were both eventually purchased by the H&SW.

The DAR also had a branch north of Kentville to Kingsport, the former Cornwallis Valley Railway completed in 1889. A westward extension of this branch was started in 1905 on a line formally chartered as the North Mountain Railway from a junction on the Kingsport line at Centreville west to Weston. It was completed in 1914.

Also in 1905, the DAR purchased the Midland Railway, giving a more direct connection between Windsor and the Intercolonial Railway at Truro where lines headed east to Pictou and Cape Breton Island, and west to New Brunswick.

Passenger service
The DAR exploited its steamship connections to develop a high level of passenger service not usually seen on regional railways. The DAR not only operated a busy schedule of mixed and express trains, but building on service first tried by its predecessor company, the W&A, the DAR launched several prominent named trains such as the Flying Bluenose and the New Yorker connecting with Boston and New York steamships in the summer. The railway bought the first Pullman parlour cars in all of Canada for this service.

Influenced by promotional themes from Yarmouth steamship companies, the DAR developed an identity as "The Land of Evangeline Route" exploiting interest in Henry Wadsworth Longfellow's poem about the Acadians. This promotion grew to include a whole series of posters, postcards, books, named locomotives and a prominent herald depicting Evangeline which was seen on all DAR publications and most locomotives. The DAR purchased land at Grand Pré in 1917 and built a large garden and replica church dedicated to the memory of the Acadians. It became not only a popular tourism destination but also evolved into a shrine to Acadian people.

The successful development of this market created a remarkable growth in DAR passenger traffic which soared to over 200,000 riders a year in its first five years and is regarded by historians as the introduction of mass tourism in Atlantic Canada.

In an era when few women were employed in positions of responsibility business, the DAR had some of the first female station masters in Canada who, beginning in 1904, ran a number of stations on the line including Mount Uniacke Station, the Avonport Station, the Grand Pre station and Cambridge Station.

Marine operations
The DAR maintained a strategic link between Halifax and the Bay of Fundy and Gulf of Maine ports of Windsor, Digby and Yarmouth. A key component to the DAR's passenger and freight business was through the connections with various ferries that operated in these waters, mostly from Digby and Yarmouth. A smaller service also operated across the Minas Basin from the smaller ports of Kingsport and Wolfville.

In 1901, the DAR owned and operated nine steamships in the Bay of Fundy and Minas Basin services, serving routes between Digby-Saint John, New Brunswick, with connections to the CPR and IRC, and Kingsport-Parrsboro-Wolfville connecting at Parrsboro with the Cumberland Railway's line to Springhill; the MV Kipawo being the 13th and last vessel on this particular service. The service was terminated during World War II after the vessel was requisitioned by the Royal Canadian Navy. In 1904, service was expanded to use three surplus steamships to include a Gulf of Maine operation between Yarmouth-Boston and Yarmouth-New York. These services launched the DAR into the forefront of Nova Scotia's nascent tourist industry and the railway subsequently built a resort hotel at Digby, the Digby Pines Resort and the Cornwallis Inn in Kentville. After the Canadian Pacific Railway purchased the DAR in 1911, they sold some of its steamship connections, such as the Yarmouth steamships, but expanded others, such as the Digby-Saint John route, which received large new steamships such as the SS Princess Helene.

Apple industry
The DAR was closely tied to the apple industry in the Annapolis Valley. The arrival of the railway in the 1860s transformed apples from a minor locally consumed crop to a large export industry, eventually shipping millions of barrels every year as the major supplier of apples to the United Kingdom.

Following a brief slump in World War I, apple traffic reached its peak in the 1930s. Over 150 apple warehouses were built along the DAR mainline and its branch lines. For many decades, the period from September to April saw heavy apple traffic on the DAR, moving apples from warehouses to ocean steamers at Halifax, often requiring double-headed specials.

These exports were sharply curtailed during World War II and Nova Scotia never regained its market share in Europe. Nova Scotia's apple industry eventually stabilized after the war but on a smaller scale. The large Scotian Gold co-operative apple processing plant was built beside the DAR mainline at Coldbrook, Nova Scotia using the railway to ship apple and fruit products until the 1970s.

Canadian Pacific Railway ownership
On November 13, 1911, the DAR and all of its subsidiaries were leased by the Canadian Pacific Railway. The move gave the CPR access to the port of Halifax. The new owners allowed the DAR to retain its independence in operations and corporate identity for many decades, making it "the most famous railway in the province". George Graham, a rising CPR superintendent, was appointed General Manager in 1915 to upgrade and expand the DAR. Major new investments were made in locomotives and service facilities. Graham built the Grand Pré Park and built a chain of DAR railway hotels including the Digby Pines Resort, the "Cornwallis Inn" in Kentville and the Lord Nelson Hotel in Halifax. With its own steamships, hotels and branch lines, the DAR was regarded by some as a "Canadian Pacific in miniature".

Throughout the First World War the DAR played an important wartime role. It shipped large numbers of troops from the major Canadian Army training base near Kentville (Aldershot Military Camp). A DAR relief train was one of the first trains to rush with help after the Halifax Explosion in 1917.

The DAR's importance increased in the Second World War as it was the sole railway serving HMCS Cornwallis, a Royal Canadian Navy training and operations base on Annapolis Basin, RCAF Station Greenwood at Greenwood and RCAF Station Stanley at Stanley, as well as the Aldershot Military Camp. HMCS Cornwallis, Digby and Yarmouth were also important RCN operating ports.

Post–war challenges
In the post-war years the DAR moved to replace its steam locomotives with diesel-powered models. However the railway was relatively late among its North American counterparts in doing so (possibly owing to abundant coal being mined in Nova Scotia). The railway experimented with two diesel-electric ALCO S-3 switchers for several months, which were placed in service on July 1, 1956. Steam locomotives were not displaced until the arrival of ten EMD SW1200RS road switchers in April 1959. The SW1200RSes replaced the S-3s, and all but one steam locomotive, which was retained for a short time, a switcher used in service between Kentville and local communities until 1961. The railway also saw CPR introduce two Budd Company Rail Diesel Cars (RDC) in August 1956 to reduce operating costs of its passenger services which had previously been conventional trains hauled by steam locomotives. The new diesel passenger service was called The Evangeline, although it was widely known in the Annapolis Valley as "The Dayliner".

The S-3 diesel locomotives and the original two RDCs were lettered Dominion Atlantic, which makes them unique as the only diesel era equipment lettered for a Canadian Pacific subsidiary line. However, later locomotives and subsequent RDCs were lettered Canadian Pacific. The road name Dominion Atlantic gradually faded throughout the rest of the railway's existence although the name remained on maintenance of way vehicles, some passenger timetables, tickets, stationary, as well as a few stations.

Declining passenger business and the collapse of the Annapolis Valley's apple industry led to reduction in service. The DAR's steamship services on Minas Basin and the Gulf of Maine were abandoned, although the company maintained the passenger/auto ferry connection between Digby and Saint John. With passenger service falling, the DAR sold its hotel chain as well as the Grand Pré Park in 1957. A larger new ferry terminal was built with federal assistance at Digby Gut in 1971 but its location away from the DAR's track and station in Digby ended the ferry - rail connection.

By the 1970s, the DAR was starting to see its operations west of Kentville reduced to branch line status. The Cornwallis Valley Railway branch lines north of Kentville to Kingsport and Weston were abandoned on January 31, 1961, for lack of passenger traffic and the postwar collapse of the apple industry and reduced to a three-mile spur line to Steam Mill Village. CPR began reducing its passenger service to minimal levels between Halifax-Yarmouth and Windsor-Truro upon construction of the parallel taxpayer-funded all-weather Highway 101 between Halifax and Kentville after 1970. In a 1969 agreement with the provincial and federal governments, CPR built a new passenger/auto ferry for service between Saint John and Digby, while the governments built new ferry terminals and connecting highways. Both of the new ferry terminals were built away from the railway lines, so that neither permitted rail-side transfers at the dock from passenger train to ferry, causing the Dayliner or RDC service to suffer further declines in passenger numbers.

The only bright spot for DAR was in gypsum traffic, a mineral that was quarried just east of Windsor and hauled to expanded port facilities at Hantsport; it was in high demand throughout the post-war years during the North American housing construction boom. Prior to Hantsport's expansion, gypsum had also been hauled farther west to the Annapolis Basin at Deep Brook, however shipping operations were consolidated at Hantsport in the post-war years.

In 1978, financial responsibility for the Halifax-Yarmouth passenger services was transferred to the federally owned Crown corporation Via Rail from the DAR/CPR. The Windsor-Truro mixed train passenger service on the Midland, which had survived as the last mixed train on the CPR and one of the last mixed trains in North America, was abandoned in 1979 after being deemed non-essential, reducing the Truro branch line to light freight status. Passenger service on the DAR began to rise, particularly after a 1983 schedule change which provided a daily return trip to Halifax from all points on the line, as well as improved connections to other Via trains at Halifax. Via also introduced refurbished Budd RDCs, and began a modest promotional campaign which included reviving the name Evangeline, drawing on Acadian history, a longtime focus of DAR travel. By 1984, Via reported that traffic in its Halifax-Yarmouth service had quadrupled to an average of more than 100 passengers per trip, eclipsing most of the decline experienced in previous decades. The Evangeline would continue operating until January 15, 1990, following a massive cut in funding to Via's branch line services ordered in the 1989 federal budget by Prime Minister Brian Mulroney's government. Abandonment proceedings for the Kentville to Yarmouth portion of the line were commenced by CP with in three months of the VIA cuts.

Railway decline in southwestern Nova Scotia
In 1981, Canadian National Railway, successor to the Halifax and Southwestern Railway, abandoned its trackage which connected to the DAR at Yarmouth and Middleton. On May 22, 1986, the DAR abandoned its tracks between Truro and Mantua, just east of Windsor where it continued to serve a gypsum quarry. In 1988, CPR announced that all of its money-losing services east of Montreal would be grouped under a new internal marketing division called Canadian Atlantic Railway (of which the DAR was one component, along with CPR properties in New Brunswick, Maine, and the Eastern Townships of Quebec).

The fate of any possible resurgence in freight and passenger traffic on the tracks west of Kentville was sealed with the construction of final links in the all-weather Highway 101 between Kentville and Yarmouth in the mid to late 1980s; in addition, there were several large steel bridges on this section of the railroad that were nearing the end of their maintenance lifecycle, thus requiring major expenditures. By 1989, almost the only trains using this portion of the DAR were the Via RDCs, which were experiencing passenger declines due to recent highway expansion and competing bus services, as well as changes to Via connecting train schedules. In the January 15, 1990, cuts to Via Rail by the government of Prime Minister Brian Mulroney, the RDC service between Halifax and Yarmouth was abolished.

On March 27, 1990, CPR abandoned the DAR's trackage west of Kentville to Yarmouth, concentrating efforts on the more-profitable eastern end of the DAR which hauled gypsum and served a concentration of industries in New Minas as well as a short remnant of the Kingsport line between Kentville and Steam Mill Village. On September 16, 1993, the DAR operated the last freight train in Kentville and by October had reduced its westernmost trackage to New Minas. The locomotive shop facilities were moved that month from Kentville to Windsor.

Selling the DAR
In 1993 CPR announced that it was selling its entire Canadian Atlantic Railway subsidiary, including the DAR. Although the New Brunswick-Quebec section of CAR would actually be abandoned for a short period at the end of December 1994, the DAR was sold to Iron Road Railways, owner of the Bangor and Aroostook Railroad. The DAR operated its last four trains on Friday, August 26, 1994, just 36 days short of one hundred years.

Its successor, the Windsor and Hantsport Railway, began operations on August 27, 1994, maintaining service on the remnants of the DAR between Windsor and New Minas, including the remnant of the Truro Subdivision that served the large open pit gypsum mines several miles east of Windsor, as well as operating the "Windsor Branch" to Windsor Junction where the system had a connection with CN's mainline between Halifax and Montreal. The Windsor and Hantsport ceased operation in 2011 after gypsum exports to the United States collapsed. The W&H had assumed the original long-term lease of the Windsor Branch from CN until it expired in 2013.

Heritage and culture
A number of DAR stations were restored for adaptive re-use such as a town library in Wolfville, a restaurant in Bridgetown and a museum in Middleton. Two stations, Hantsport and Wolfville, are federally protected buildings, designated since 1992 under the Heritage Railway Stations Protection Act.

Only one DAR steam locomotive was preserved, No. 999 Fronsac, at the Canadian Railway Museum in Delson, Quebec. The DAR's business car Nova Scotia is being preserved at the Toronto Railway Museum, Toronto, Ontario, while a passenger coach, No. 1303 Micmac, is preserved at the Canada Science and Technology Museum in Ottawa, Ontario. A snowplow and combine car (used for the Windsor-Truro mixed train service until 1978) were preserved at the Musquodoboit Railway Museum in Musquodoboit Harbour, Nova Scotia, although the combine was demolished in 2021. One of the DAR's first RDC Dayliner, DAR 9058 (later VIA 6133) has been preserved by railway author and model company owner Jason Shron. A monument to Vernon Smith, the railway engineer who built much of the line was built beside the DAR tracks at a waterfront park in Wolfville in 2013.

A large collection of Dominion Atlantic Railway artifacts are held at the Kings County Museum in while the Musquodoboit Harbour Railway Museum has preserved the DAR collection of George Warden. A large DAR photograph collection is preserved at the Middleton Railway Museum in Middleton, Nova Scotia. The Apple Capital Museum in Berwick, Nova Scotia presents the railway's role in the apple industry with a large working model railway diorama.

Strangely, the town of Kentville, once headquarters to the DAR, showed little interest in the railway's legacy and turned down all offers to preserve equipment or buildings. The DAR's large 2-storey station housing the railway's headquarters was the oldest station in Nova Scotia and one of the oldest wood railway stations in Canada was demolished in 1990. In May 2007, the town of Kentville revealed plans to demolish the town's last surviving railway structure, the ten-stall roundhouse. The move triggered a protest movement led by such groups as the Nova Scotia Railway Heritage Society as it was the last such structure in all of Nova Scotia and one of the last in Canada; it was still in remarkably good condition and many organizations felt it could be converted for public or commercial purposes. It was demolished on July 9 and 10, 2007.

In addition to the Dominion Atlantic's major influence on tourism and heritage presentation in Nova Scotia, it also inspired several generations of writers and artists. The noted Canadian poet Charles G. D. Roberts wrote a book of prose and verse sponsored by the railway in 1900. Children's author Zillah K. Macdonald wrote two books The Bluenose Express (1928) and Mic Mac on the Track (1930), personalizing the railway's locomotives and their adventures in a style that predated the famous Thomas the Tank Engine characters created by British railway enthusiast Rev. Wilbert Awdry in 1942. In the rural Canadian classic, The Mountain and the Valley (1952) by Ernest Buckler, the railway is used as an important symbol of change and the outside world. The Dominion Atlantic features prominently in the book Blomidon Rose (1957), a nostalgic look at the life and landscape of 1930s Annapolis Valley by Esther Clark Wright. The Dominion Atlantic inspired poetry by noted Nova Scotian writer George Elliot Clarke, a wistful, erotic poem of youth entitled "Dominion Atlantic Railway" in his 1983 book Saltwater Spirituals and Deeper Blues. The noted Canadian painter Alex Colville drew inspiration from several DAR trackside scenes for several major works including his painting "French Cross" and "Dog and Bridge".

title: Dominion Atlantic Railway


text:
Ontario and Quebec Railway

The Ontario and Quebec Railway (O&Q) was a railway located in southern and eastern Ontario, Canada. It was initially chartered in March 1881 by managers of the Canadian Pacific Railway to run between Toronto and Perth, where it would connect, via a short branch line, to the CPR-controlled Brockville and Ottawa Railway. Construction began in 1882, and the line was completed in August 1884.

Starting in 1883, CPR began using the O&Q to build a network in southern Ontario to compete with the Grand Trunk Railway. The O&Q leased the Credit Valley Railway, Toronto Grey & Bruce, London Junction Railway and some sections of the Canada Southern Railway, building an extensive portfolio of routes. In August 1888 they provided a direct through route to Montreal by leasing the Atlantic and North-west Railway and connecting it to the O&Q via an extension from Smiths Falls to the Quebec border. A final major extension was the West Ontario Pacific Railway (WORP), which connected the Credit Valley in Woodstock to Windsor and the US border. The WOPR opened in 1887, and was immediately leased to the O&Q.

The western end of the O&Q currently forms the CPR mainline from Detroit and Windsor to Toronto, running through North Toronto and into the CPR Toronto Yard in Agincourt. The route eastward remains in limited use through Peterborough and on to Havelock where it serves several mines and quarries. However, most of the traffic between Toronto and Perth was redirected to a new CPR line running along the shoreline of Lake Ontario, the Campbellford, Lake Ontario and Western Railway. This turns northeast at Kingston to meet the O&Q at Perth, where the original O&Q forms the rest of the CPR mainline to Montreal.

The section from Glen Tay and Tweed was abandoned in 1971, and then from Tweed to Havelock in 1988. This section is now a portion of the Trans Canada Trail. The section from Toronto to Smiths Falls, now known as the Havelock Subdivision, has seen interest by VIA Rail for passenger service as their High Frequency Rail Project. The section from Perth to Quebec operates as the Winchester Subdivision, from Woodstock to London as the Galt Subdivision, and from London to Windsor as the Windsor Subdivision. The North Toronto Station, the main O&Q passenger station in Toronto, is now use as a flagship LCBO.

History
The railway had received a charter in 1881, authorizing it to building a railway line between Perth and Toronto. It was effectively controlled by the Canadian Pacific Railway (CPR), as 95% of the shares issued were held by persons connected with the CPR.

Through the O&Q, the CPR created its railway network in southern and eastern Ontario:

 * 1) it amalgamated with the Credit Valley Railway, which had also acquired a 999-year lease to a railway line from London Junction Railway.
 * 2) CP sold to O&Q its line from Perth to Smiths Falls
 * 3) O&Q leased from Toronto Grey & Bruce Railway for a term of 999 years its rail line running from Toronto northwest to Owen Sound and other points
 * 4) O&Q purchased from Atlantic and North-west Railway a part of its railway system in Quebec thereby providing a connection to the province's railways
 * 5) O&Q received authorization to amalgamate with the CVR, TG&B, A&NW or Canada Southern Railway, or acquire or lease any of their lines, in order to provide a through service between Toronto, Ottawa and Montreal
 * 6) Parliament approved a preliminary agreement between the CPR and CVR, O&Q and A&NW to provide for the leasing of lines in order to provide for a through route between Montreal and St Thomas.

Lease of operations to CPR
The CPR formalized its association with the O&Q by obtaining a 999-year lease on it in 1884, expiring in 2883. By 1890, this lease gave the CPR an extensive network in Ontario and Quebec, with lines reaching between Quebec City and Windsor, Ontario, as well as a line running from near Ottawa to a connection with the CPR at Mattawa, Ontario.

The CPR never owned all of O&Q, a fact that caused legal problems when it attempted to sell off some O&Q real estate in Toronto that had become quite lucrative. However, the CPR won the court battle, which went to the Supreme Court of Canada.

While O&Q and the TG&B had always been operated as part of the CPR network, they were finally amalgamated to form the St. Lawrence and Hudson Railway in 1998, as a consequence of a corporate reorganization undertaken by CP.

title: Ontario and Quebec Railway


text:
Delaware and Hudson Railway

The Delaware and Hudson Railway (D&H) is a railroad that operates in the Northeastern United States. In 1991, after more than 150 years as an independent railroad, the D&H was purchased by the Canadian Pacific Railway (CP). CP, which would itself become part of Canadian Pacific Kansas City in 2023, operated D&H under its subsidiary Soo Line Corporation, which also operates Soo Line Railroad.

D&H's name originates from the 1823 New York state corporation charter listing "The President, Managers and Company of the Delaware & Hudson Canal Co." authorizing an establishment of "water communication" between the Delaware River and the Hudson River.

Nicknamed "The Bridge Line to New England and Canada," D&H connected New York with Montreal and New England. D&H has also been known as "North America's oldest continually operated transportation company."

On September 19, 2015, the Norfolk Southern Railway completed acquisition of the D&H South Line from CP. The D&H South Line is 282 miles (454 kilometers) long and connects Schenectady, New York, to Sunbury, Pennsylvania. The D&H South Line consists of two rail lines, the Sunbury Line and the Freight Line. The Nicholson Cutoff is located on the Sunbury Line, which was the former mainline of the Delaware, Lackawanna and Western Railroad.

History
By the 1790s, industrializing eastern population centers were having increasing troubles getting charcoal to fuel their growing kilns, smithies, and foundries. As local timber was denuded, efforts to find an alternative energy source began. During a fuel shortage in Philadelphia during the War of 1812, an employee at the direction of industrialist Josiah White conducted a series of experiments and discovered a number of ways that anthracite coal could be successfully ignited and burned. The fuel had been seen more as a way to put out a fire than a fuel to build one up, so its use also had to overcome prejudice.

White and his partner Erskine Hazard founded the Lehigh Coal and Navigation Company, creating the Lehigh Canal, and inspiring the exploitation of anthracite deposits found by William Wurts in and around Carbondale, Pennsylvania, which led to the development of Scranton.

By 1824, the mills of White and Hazard, and the regular large boatloads of anthracite they proved they could supply, tipped the prejudice against anthracite in Philadelphia when the Lehigh River was damaged by flooding. The news of its rapid repair and restoration together with the fact anthracite stocks had for a time run down, but not out, establishing the reliable sourcing finished off the bias, as did the beginning of mine output reaching the Delaware basin markets due to the long delayed completion of the Schuylkill Canal.

Wurts was a large thinker, and inspired his brothers to back forming a company to deliver the new fuel, anthracite, to New York City by building an ambitious canal to connect the Hudson River and the Delaware River, and both to the Coaldale coal deposits by chartering a Pennsylvania subsidiary corporation, the Delaware and Hudson Gravity Railroad, to bring coal to the Delaware and the new canal. This cable railroad would grow in importance and become the far-flung class I railroad, the Delaware and Hudson Railway.

Delaware and Hudson Canal Company
In the early 1820s, Philadelphia merchant William Wurts, who enjoyed walking about along Amerindian paths, and what today what is termed taking nature hikes, had heard of possible anthracite in the area, so took a trip to explore the sparsely settled regions of Northeastern Pennsylvania. Finding coal outcrops, he immediately realized the value of the extensive anthracite deposits. Returning to Philadelphia, he successfully interested his brothers in backing the idea of building a canal to make easier transporting coal to New York City. The city was still feeling the effects of the depletion of stands of woodlands providing heating and cooking firewood and also squeezed by continuing post-War of 1812 import restrictions on British bituminous coal, on which it had once been relying. The canal he proposed (the first sections of the Erie Canal, opened in 1821, creating news coverage) would also tie the developing industries along the Delaware to the Hudson, which helped raise financing. At the time, nearly all the eastern cities were experiencing energy cost increases and difficulty in getting large quantities of fuel, as most nearby timber stands had been used up, often for charcoal production enabling foundries to start up, which now needed fuel to stay in business. This general condition around most long established cities and towns in the United States is one reason so much venture capital was raised for coal and coal transportation projects after 1823 and into the early 1840s, once Lehigh Coal & Navigation Company had blazed a way forward steadily increasing annual shipping to over a remarkable 28000 LT by 1825.

The Delaware and Hudson Canal Company originates from the 1823 New York corporation charter listing the unusual name of "The President, Managers and Company of the Delaware & Hudson Canal Co." authorizing an establishment of "water communication" between the Delaware River and the Hudson River. The D&H was chartered by separate laws in the states of New York and Pennsylvania in 1823 and 1826, respectively, allowing William Wurts and his brother Maurice to construct the Delaware and Hudson Canal and the gravity railroad that served it. In January 1825, following a demonstration of anthracite heating in a Wall Street coffeehouse, the D&H's public stock offering raised a million dollars. At the time, the Lehigh Canal had established a reliable flow of increasing annual tonnages, and the industrial and heating uses of 'rock coal' were well established.

Ground was broken on July 13, 1825, and the canal was opened to navigation in October 1828. It began at Rondout Creek at the location known as Creeklocks, between Kingston, where the creek fed into the Hudson River, and Rosendale. From there, it proceeded southwest alongside Rondout Creek to Ellenville, continuing through the valley of Sandburg Creek, Homowack Kill, Basha Kill, and Neversink River to Port Jervis on the Delaware River. From there, the canal ran northwest on the New York side of the Delaware River, crossing into Pennsylvania on Roebling's Delaware Aqueduct at Lackawaxen and running on the north bank of the Lackawaxen River to Honesdale.

To get the anthracite from the Wurts' mine in the Moosic Mountains near Carbondale to the canal at Honesdale, the canal company built the Delaware and Hudson Gravity Railroad. The state of Pennsylvania authorized its construction on April 8, 1826. On August 8, 1829, the D&H's first locomotive, the Stourbridge Lion, made history as the first locomotive to run on rails in the United States. Westward extensions of the railroad opened access to new mines at Archbald in 1843, Valley Junction in 1858, Providence in 1860, and Scranton in 1863. Passenger service began west of Carbondale in 1860.

The canal was a successful enterprise for many of its early years, but the company's management realized that railroads were the future of transportation, and began investing in stock and trackage. In 1898, the canal carried its last loads of coal and was drained and sold. The next year, the company dropped the "Canal" from its name. The remaining fragments of the canal were designated a National Historic Landmark in 1968.

Delaware and Hudson Company
As railroads grew in popularity, the canal company recognized the importance of replacing the canal with a railroad. The first step of this was the Jefferson Railroad, a line from Carbondale north towards New York, chartered in 1864, built by the Erie Railroad in 1869 and opened in 1872. This was a branch of the Erie, running south from the main line at Lanesboro to Carbondale. Also built as part of this line was a continuation from the other side of the D&H's gravity railroad at Honesdale southeast to the Erie's Pennsylvania Coal Company railroad at Hawley. The Jefferson Railroad (and through it the Erie) obtained trackage rights over the D&H between its two sections, and the D&H obtained trackage rights to Lanesboro.

The other part of the main line was the Albany and Susquehanna Railroad, which the D&H leased on February 24, 1870. The Delaware and Hudson already had a history of working with the Albany and Susquehanna, agreeing in 1866 to jointly build an extension to Nineveh and subsequently ship coal across the entire line. The two companies then entered into an arrangement whereby the Delaware and Hudson perpetually leased the Albany and Susquehanna for $490,000 per year. The connecting Lackawanna and Susquehanna Railroad, chartered in 1867 and opened in 1872, was also absorbed. The Albany and Susquehanna provided a line from Albany southwest to Binghamton, while the Lackawanna and Susquehanna split from that line at Nineveh, running south to the Jefferson Railroad at Lanesboro. Also leased in 1870 was the Schenectady and Susquehanna Railroad, connecting the Albany and Susquehanna at Duanesburg to Schenectady, opened in 1872 (reorganized as the Schenectady and Duanesburg Railroad in 1873).

On March 1, 1871, the D&H leased the Rensselaer and Saratoga Railroad Company, which, along with its leased lines, provided a network stretching north from Albany and Schenectady to Saratoga Springs, and continuing northeast to Rutland, Vermont, as well as an eastern route to Rutland via trackage rights over the Troy and Boston Railroad west of Eagle Bridge. The D&H also obtained a quarter interest in the Troy Union Railroad from this lease.

On March 1, 1873, the D&H got the New York and Canada Railroad chartered as a merger of the Whitehall and Plattsburgh Railroad and Montreal and Plattsburgh Railroad, which had been owned by the Rutland Railroad. This provided an extension, completed in 1875, north from Whitehall to the border with Quebec; a branch opened in 1876 to Rouses Point. Lines of the Grand Trunk Railway continued each of the two branches north to Montreal.

The D&H obtained trackage rights over the Lehigh and Susquehanna Railroad in 1886, extending the main line southwest from Scranton to Wilkes-Barre.

On July 11, 1889, the D&H bought the Adirondack Railway, a long branch line heading north from Saratoga Springs along the Hudson River.

Upon gaining control of the Rensselaer and Saratoga Railroad Company in 1871, new repair shops were built north of Albany, New York at Green Island. The following year, shops and a locomotive terminal were added midway between Albany and Binghamton at Oneonta. For 40 years the Green Island Shops and Oneonta Shops were the primary back shops for the system.

Some company directors questioned the wisdom of acquiring extensive rail systems in northern New York. A direct line to Albany existed for many years through the canal and river system, so most of the coal markets in the area were already accessible. These concerns were overruled by the majority, who believed great benefit would accrue to having an all-rail route to Upstate New York that was not nearly as vulnerable to winter weather as the canal. Avoiding situations in which the company would have to rely on other railroads to reach its markets also would be desirable. The effort was helped by a report that estimated necessary upgrades to the canal would cost $300,000, an expenditure that would not be needed if rail routes could be purchased or leased.

The canal was last used on November 5, 1891, and the gravity railroad closed January 3, 1899. On April 28, 1899, the name was changed to the Delaware and Hudson Company to reflect the lack of a canal, which was sold in June of that year. Between Port Jackson and Ellenville, the right-of-way for the canal was used by the Ellenville and Kingston Railroad, a branch of the New York, Ontario and Western Railway, chartered in 1901 and opened in 1902.

In 1903, the D&H organized the Chateaugay and Lake Placid Railway as a consolidation of the Chateaugay Railroad, Chateaugay Railway, and Saranac and Lake Placid Railway. In conjunction with the Plattsburgh and Dannemora Railroad, which had been leased by the Chateaugay Railroad, this formed a long branch from Plattsburgh west and south to Lake Placid.

In 1906, the D&H bought the Quebec Southern Railway and South Shore Railway, merging them into the Quebec, Montreal and Southern Railway. This line ran from St. Lambert, a suburb of Montreal, northeast to Fortierville, most of the way to Quebec City. The D&H sold that line to the Canadian National Railway in 1929.

The D&H incorporated the Napierville Junction Railway in 1906 to continue the line north from Rouses Point to St. Constant Junction near Montreal, Quebec, from which the D&H obtained trackage rights over the Grand Trunk Railway to Montreal. This line opened in 1907, forming part of the shortest route between New York City and Montreal.

In 1912, the D&H and the Pennsylvania Railroad incorporated the Wilkes-Barre Connecting Railroad, creating an interchange between the two lines at Hanover Township, Pennsylvania, thus avoiding going through downtown Wilkes-Barre. Opened in 1915, this line runs north 6.65 miles to the D&H main line at Hudson, crossing the Susquehanna River twice.

Also in 1912, a new shop site was constructed to handle larger locomotives on the north side of Albany at Watervliet. Known as the Colonie Shops, they were constructed on 1,100 acres of land for $2.5 million and eventually employed 2,500. Thereafter the obsolete repair facilities at Green Island were downgraded.

On April 1, 1930, the property of the Delaware and Hudson Company was transferred to the Delaware and Hudson Railroad Corporation, incorporated December 1, 1928. In 1938, the D&H started to act as a bridge line, carrying large amounts of freight between other connecting lines.

After the Second World War the D&H, like all railroads in the United States, gradually curtailed passenger service. By 1957, the D&H had ended service between Albany and Lake George (via Fort Edward) and between Albany and North Creek (via Saratoga Springs) in the southeast part of Adirondack Park. The D&H had also ended service on its branch between Plattsburgh and Lyon Mountain during this period. By 1960, service consisted of the following trains: the daytime Laurentian and overnight Montreal Limited between New York City and Montreal, unnamed local trains between Albany and Rouses Point and Albany and Binghamton, and a commuter train between Albany and Saratoga Springs. The D&H discontinued the Rouses Point locals in July 1960, the Albany–Saratoga commuter train in late 1962, and the Binghamton train on January 24, 1963. The Laurentian and Montreal Limited remained in operation through the 1960s until April 30, 1971, when Amtrak thereafter assumed most long-distance passenger-train service. After more than three years of lapsed service, Amtrak introduced the daytime Adirondack over the D&H line on August 6, 1974.

Delaware and Hudson Railway (1968–1988)
In 1964, Norfolk & Western wanted the Wabash & Nickel Plate Roads. The ICC at the time informed them that to get those two roads, they would also have to take the Erie Lackawanna & D&H. The D&H company was reorganized as the Delaware and Hudson Railway, and both roads were placed into Dereco, a holding company owned by Norfolk and Western Railway. After New York and Pennsylvania were hit by Hurricane Agnes in 1972, which destroyed part of the EL main line west of Binghamton, and following the bankruptcy of numerous northeastern U.S. railroads in the 1970s, including D&H and E-L, N&W lost control of Dereco stock. After several merger plans fell through, EL petitioned for and was included in the formation of the federal government's nascent Consolidated Rail Corporation (Conrail). While D&H was technically still owned by N&W, they were given financial support and told to "sink or swim" as an independent railroad again. In 1980, Conrail sold the former DL&W main line from Binghamton to Scranton to the D&H; being a flatter, more direct route to Scranton, this acquisition allowed the D&H to abandon its famed Penn Division between Carbondale and the connection with the ex-Erie/EL at Jefferson Junction. The D&H was left out of Conrail to maintain a semblance of competition in the Northeast. While the success of this move has often been discredited, since the D&H was simply too small to compete with all of the markets served by Conrail, in fact the railroad doubled in size by being granted trackage rights over Conrail reaching Newark, Philadelphia, Buffalo, and Washington, DC. The remainder of the Penn Division from Lanesboro, Pennsylvania, to Nineveh, New York, was abandoned after the Belden Hill tunnel was enlarged in 1986.

In 1984, Guilford Transportation Industries purchased the D&H as part of a plan to operate a larger regional railroad from Maine and New Brunswick in the east, to New York City and the Midwest in the west, Montreal in the north, and the Philadelphia and Washington metropolitan areas to the south. For only $500,000, Guilford purchased the entire railroad. The price tag reflected the D&H's horrid financial shape and the poor condition of its physical plant. At the time of the purchase, the D&H had little freight traffic, relying on federal and state money to keep operating. Guilford's plans for expanded service did not come to fruition, and in 1988, after two intense labor strikes, Guilford declared the D&H bankrupt, abandoning its operation. Lackawanna County, Pennsylvania, purchased the line south of Carbondale to Scranton and currently serves a growing number of industries in the valley under the auspices of the designated operator Delaware Lackawanna Railroad.

With the D&H in limbo, the federal government ordered the New York, Susquehanna & Western Railway to operate the D&H without subsidy until a buyer could be found. Guilford claimed that the D&H had assets of $70M at the time of the bankruptcy.

Canadian Pacific era (1991–present)
In 1991, the Canadian Pacific Railway (CPR) purchased the D&H for $25M to give the CPR's transcontinental system a connection between Montreal and the New York City metropolitan area.

CPR assumed all operations of the D&H system and eventually phased out the use of the D&H name and logos on locomotives or rolling stock. Under CPR, the D&H trackage was upgraded and excess track was removed. Although successful for a short time, the D&H was soon in limbo again, and in 1996, CPR placed it and other money-losing trackage in the eastern U.S. and Canada into a separate operating company named St. Lawrence and Hudson Railway. In 2000, the St.L&H was merged back into CPR.

The D&H has had trouble making money for some time. As described above, it was originally constructed as a coal-hauling route, and when that business declined, turning a profit proved difficult. The D&H operates in some of the most rural areas of New York, and very few industrial customers between Binghamton and Rouses Point remain. However, the railroad's current prognosis is arguably better than it has been in a long time. Along with the New York City connection, haulage agreements with other railroads are greatly increasing traffic. CPR has been steadily using its high-power alternating current traction locomotives on its road trains on the D&H line, instead of its aging SD40-2 models. This is an indication of the increasing importance of reliable service. Also, major signal and track projects are underway to modernize the former D&H lines.

As of 2012, various trackage and haulage rights were assigned to Norfolk Southern Railway (NS) over the D&H between Sunbury and Mechanicville, New York, as was a connection to Canadian National via Rouses Point, New York. NS incorporated the former bridge-line route into its "Patriot Corridor", and the majority of the traffic on the D&H became that of the NS.

In 2017, CPR finished installing an updated signaling system on the line. In 2018, CPR started doing extensive work on the line, possibly in preparation for increased traffic.

Partial purchase by Norfolk Southern
In October 2014, Canadian Pacific's Delaware & Hudson put a portion of its lines south of CP's Mohawk Yard in Glenville, New York, to Sunbury, Pennsylvania, and the former Albany Main from Delanson, New York, to Voorheesville, New York, up for sale. Voorheesville Track is operated under contract by SMS Rail Services. Under the purchase agreement, CPR D&H would retain the lines from Mechanicville, New York, to Mohawk Yard and Rouses Point, New York, to Albany, to retain lucrative Bakken crude-oil traffic. The majority of the current traffic on the offered routes already consisted of NS Intermodal Containers and Auto Rack trains bound for Ayer, Massachusetts, via Pan Am Southern. On November 17, 2014, NS acquired the Schenectady, New York, to Sunbury, Pennsylvania, and Delanson to Voorheesville, New York, segments for $217 million. On September 19, 2015, NS assumed ownership and operations of its newly-purchased portion of the old D&H mainline.

Legacy
The Delaware and Hudson was one of the longest-operating class I railroads in American history. In the 1930s, during the Great Depression, D&H President L.F. Loree ordered many of the railway's larger locomotives to be taken off the main line and serviced with the sole reasoning being to keep men working so they did not lose their jobs. Most of these engines were in excellent condition and did not need repairs. Also in 1939, the railroad experimented with welded rail before many other railroads.

The branch of the D&H that ran between Lake Village and Glens Falls, New York, was converted to the Warren County, New York bikeway in several phases, starting in 1978 and finishing in 2000.

Amtrak's Adirondack and Ethan Allen Express trains also operate over former D&H trackage.

The Lyon Mountain Railroad Station at Lyon Mountain, New York, was listed on the National Register of Historic Places in 2002 and the Mediterranean Revival style Delaware and Hudson Passenger Station (1909–1911) at Lake George was listed in 2013.

The city of Delson in Quebec was named in honor of the D&H, which runs through the town. The origin of the name Delson comes from a contraction of "DELaware and HudSON".

The Village of Delanson, New York, through which the D&H's Susquehanna Division ran, was also named in honor of the D&H. The name was coined by D&H Superintendent C.D. Hammond in 1893 from the railroad's name DELaware ANd hudSON. The village served as a junction point for the railroad and was the location of a large coal pocket (storage yard).

Subsidiaries and branches

 * Napierville Junction Railway
 * Greenwich and Johnsonville Railway
 * Baltimore Coal & Union Railroad
 * Northern Coal & Iron Company
 * Plymouth & Wilkes-Barre Railroad and Bridge
 * Plymouth & Wilkes-Barre Railroad and Bridge

Locomotives
The Delaware and Hudson locomotive roster was particularly unique in having models from Alco, GE, EMD, and Baldwin. The Delaware and Hudson also served Alco's main plant at Schenectady, NY making it a popular road to spot Alco locomotives in operation.

Company officers

 * Philip Hone: 1825-1826
 * John Bolton: 1826-1831
 * John Wurts: 1831-1854
 * George Talbot Olyphant: 1858-1869
 * Thomas Dickson: 1869-1884
 * Robert M. Olyphant: 1884-1903
 * David Wilcox: 1903-1907
 * Leonor F. Loree: 1907-1938
 * Thomas L. Hunter: 1938-1941
 * Joseph Nuelle: 1941-1954
 * William White: 1954-1967
 * John P. Hiltz Jr.: 1967
 * Frederic C. Dumaine Jr.: 1967-1968
 * Frank W. McCabe: 1968
 * John P. Fishwick: 1969-1970
 * Gregory W. Maxwell: 1970-1972
 * Carl B. Sterzing Jr.: 1972-1977
 * Selig Altschul: 1977
 * Charles E. Bertrand: 1977-1978
 * Kent Shoemaker: 1978-1982
 * Timothy Mellon: 1984-1988 (Guilford Transportation Industries ownership)
 * Walter Rich: 1988-1991 (Federally Designated Operator: Delaware Otsego Corp/NYS&W)
 * Robert J. Ritchie: 1991-2006 (Canadian Pacific Ownership)
 * Fred Green: 2006-2012 (CP)
 * Stephen C. Tobias: (Interim) 2012 (CP)
 * E. Hunter Harrison: 2012–2017 (CP)
 * Keith Creel: 2017-Today (CP)

title: Delaware and Hudson Railway


text:
Marchissy

Marchissy is a municipality in the Swiss canton of Vaud. It is located in the district of Nyon.

History
Marchissy is first mentioned in 1235 as Marchisie.

Geography
Marchissy has an area,, of 11.98 km2. Of this area, 3.82 km2 or 31.9% is used for agricultural purposes, while 7.76 km2 or 64.8% is forested. Of the rest of the land, 0.35 km2 or 2.9% is settled (buildings or roads), 0.01 km2 or 0.1% is either rivers or lakes.

Of the built up area, housing and buildings made up 1.3% and transportation infrastructure made up 1.3%. Out of the forested land, 62.3% of the total land area is heavily forested and 2.5% is covered with orchards or small clusters of trees. Of the agricultural land, 15.0% is used for growing crops and 5.3% is pastures and 11.2% is used for alpine pastures. All the water in the municipality is flowing water.

The municipality was part of the Aubonne District until it was dissolved on 31 August 2006, and Marchissy became part of the new district of Nyon.

The municipality is located at the foot of the Jura Mountains on the road to Col du Marchairuz. It consists of the haufendorf village (an irregular, unplanned and quite closely packed village, built around a central square) of Marchissy.

Coat of arms
The blazon of the municipal coat of arms is Argent, on a Bend sinister vert a Lime-tree/linden tree Flower Or.

Demographics
Marchissy has a population of. , 14.2% of the population are resident foreign nationals. Over the last 10 years (1999–2009 ) the population has changed at a rate of 24.4%. It has changed at a rate of 20.7% due to migration and at a rate of 4.9% due to births and deaths.

Most of the population speaks French (310 or 89.1%), with German being second most common (14 or 4.0%) and English being third (8 or 2.3%). There are 3 people who speak Italian and 1 person who speaks Romansh.

Of the population in the municipality 112 or about 32.2% were born in Marchissy and lived there in 2000. There were 84 or 24.1% who were born in the same canton, while 95 or 27.3% were born somewhere else in Switzerland, and 56 or 16.1% were born outside of Switzerland.

In there were 4 live births to Swiss citizens and 1 birth to non-Swiss citizens, and in same time span there were 4 deaths of Swiss citizens. Ignoring immigration and emigration, the population of Swiss citizens remained the same while the foreign population increased by 1. There were 2 Swiss men and 1 Swiss woman who emigrated from Switzerland. At the same time, there was 1 non-Swiss man who emigrated from Switzerland to another country and 2 non-Swiss women who immigrated from another country to Switzerland. The total Swiss population change in 2008 (from all sources, including moves across municipal borders) was a decrease of 10 and the non-Swiss population increased by 6 people. This represents a population growth rate of -1.0%.

The age distribution,, in Marchissy is; 49 children or 12.3% of the population are between 0 and 9 years old and 67 teenagers or 16.8% are between 10 and 19. Of the adult population, 53 people or 13.3% of the population are between 20 and 29 years old. 55 people or 13.8% are between 30 and 39, 66 people or 16.5% are between 40 and 49, and 45 people or 11.3% are between 50 and 59. The senior population distribution is 30 people or 7.5% of the population are between 60 and 69 years old, 19 people or 4.8% are between 70 and 79, there are 13 people or 3.3% who are between 80 and 89, and there are 2 people or 0.5% who are 90 and older.

, there were 144 people who were single and never married in the municipality. There were 170 married individuals, 19 widows or widowers and 15 individuals who are divorced.

, there were 139 private households in the municipality, and an average of 2.5 persons per household. There were 39 households that consist of only one person and 9 households with five or more people. Out of a total of 142 households that answered this question, 27.5% were households made up of just one person. Of the rest of the households, there are 40 married couples without children, 51 married couples with children There were 6 single parents with a child or children. There were 3 households that were made up of unrelated people and 3 households that were made up of some sort of institution or another collective housing.

there were 49 single family homes (or 52.1% of the total) out of a total of 94 inhabited buildings. There were 17 multi-family buildings (18.1%), along with 25 multi-purpose buildings that were mostly used for housing (26.6%) and 3 other use buildings (commercial or industrial) that also had some housing (3.2%). Of the single family homes 12 were built before 1919. The greatest number of single family homes (16) were built between 1981 and 1990. The most multi-family homes (8) were built between 1981 and 1990 and the next most (6) were built before 1919.

there were 157 apartments in the municipality. The most common apartment size was 3 rooms of which there were 34. There were 5 single room apartments and 59 apartments with five or more rooms. Of these apartments, a total of 136 apartments (86.6% of the total) were permanently occupied, while 9 apartments (5.7%) were seasonally occupied and 12 apartments (7.6%) were empty. , the construction rate of new housing units was 0 new units per 1000 residents. The vacancy rate for the municipality,, was 0%.

The historical population is given in the following chart:

Sights
The entire village of Marchissy is designated as part of the Inventory of Swiss Heritage Sites.

Politics
In the 2007 federal election the most popular party was the SVP which received 19.1% of the vote. The next three most popular parties were the SP (16.95%), the Green Party (14.81%) and the LPS Party (12.87%). In the federal election, a total of 110 votes were cast, and the voter turnout was 44.2%.

Economy
, Marchissy had an unemployment rate of 3%. , there were 40 people employed in the primary economic sector and about 11 businesses involved in this sector. 19 people were employed in the secondary sector and there were 3 businesses in this sector. 6 people were employed in the tertiary sector, with 3 businesses in this sector. There were 175 residents of the municipality who were employed in some capacity, of which females made up 41.1% of the workforce.

the total number of full-time equivalent jobs was 51. The number of jobs in the primary sector was 29, of which 21 were in agriculture and 8 were in forestry or lumber production. The number of jobs in the secondary sector was 18 of which 2 or (11.1%) were in manufacturing and 16 (88.9%) were in construction. The number of jobs in the tertiary sector was 4, of which 3 were in education.

, there were 11 workers who commuted into the municipality and 114 workers who commuted away. The municipality is a net exporter of workers, with about 10.4 workers leaving the municipality for every one entering. Of the working population, 11.4% used public transportation to get to work, and 55.4% used a private car.

Religion
From the, 90 or 25.9% were Roman Catholic, while 189 or 54.3% belonged to the Swiss Reformed Church. Of the rest of the population, there was 1 member of an Orthodox church, and there were 2 individuals (or about 0.57% of the population) who belonged to another Christian church. There was 1 individual who was Islamic. There was 1 individual who belonged to another church. 61 (or about 17.53% of the population) belonged to no church, are agnostic or atheist, and 3 individuals (or about 0.86% of the population) did not answer the question.

Education
In Marchissy about 121 or (34.8%) of the population have completed non-mandatory upper secondary education, and 60 or (17.2%) have completed additional higher education (either university or a Fachhochschule). Of the 60 who completed tertiary schooling, 58.3% were Swiss men, 25.0% were Swiss women, 8.3% were non-Swiss men and 8.3% were non-Swiss women.

In the 2009/2010 school year there were a total of 55 students in the Marchissy school district. In the Vaud cantonal school system, two years of non-obligatory pre-school are provided by the political districts. During the school year, the political district provided pre-school care for a total of 1,249 children of which 563 children (45.1%) received subsidized pre-school care. The canton's primary school program requires students to attend for four years. There were 27 students in the municipal primary school program. The obligatory lower secondary school program lasts for six years and there were 27 students in those schools. There were also 1 students who were home schooled or attended another non-traditional school.

, there was one student in Marchissy who came from another municipality, while 41 residents attended schools outside the municipality.

title: Marchissy


text: User talk:24.126.173.124

title: User talk:24.126.173.124


text:
Saint-George

Saint-George is a municipality in the Swiss canton of Vaud. It is located in the district of Nyon.

History
Saint-George is first mentioned in 1153 as Sancti Georgii de Essartinis.

Geography
Saint-George has an area,, of 12.32 km2. Of this area, 2.18 km2 or 17.7% is used for agricultural purposes, while 9.42 km2 or 76.5% is forested. Of the rest of the land, 0.71 km2 or 5.8% is settled (buildings or roads) and 0.02 km2 or 0.2% is unproductive land.

Of the built up area, housing and buildings made up 3.7% and transportation infrastructure made up 1.8%. Out of the forested land, 74.9% of the total land area is heavily forested and 1.5% is covered with orchards or small clusters of trees. Of the agricultural land, 8.0% is used for growing crops and 4.8% is pastures and 4.8% is used for alpine pastures.

The municipality was part of the Aubonne District until it was dissolved on 31 August 2006, and Saint-George became part of the new district of Nyon.

The municipality is located along the Col du Marchairuz road.

Coat of arms
The blazon of the municipal coat of arms is Gules, St. George riding a Horse all Or, haloed Argent and shielded Argent a cross Gules, killing a Dragon Sable lined Or.

Demographics
Saint-George has a population of. , 20.2% of the population are resident foreign nationals. Over the last 10 years (1999–2009 ) the population has changed at a rate of 44.9%. It has changed at a rate of 41.6% due to migration and at a rate of 3% due to births and deaths.

Most of the population speaks French (535 or 86.6%), with German being second most common (43 or 7.0%) and English being third (20 or 3.2%). There are 4 people who speak Italian.

Of the population in the municipality 134 or about 21.7% were born in Saint-George and lived there in 2000. There were 164 or 26.5% who were born in the same canton, while 146 or 23.6% were born somewhere else in Switzerland, and 129 or 20.9% were born outside of Switzerland.

In there were 10 live births to Swiss citizens and 4 births to non-Swiss citizens, and in same time span there were 6 deaths of Swiss citizens. Ignoring immigration and emigration, the population of Swiss citizens increased by 4 while the foreign population increased by 4. There were 2 Swiss men who emigrated from Switzerland and 1 Swiss woman who immigrated back to Switzerland. At the same time, there were 6 non-Swiss men and 3 non-Swiss women who immigrated from another country to Switzerland. The total Swiss population change in 2008 (from all sources, including moves across municipal borders) was an increase of 4 and the non-Swiss population increased by 23 people. This represents a population growth rate of 3.3%.

The age distribution,, in Saint-George is; 133 children or 14.5% of the population are between 0 and 9 years old and 109 teenagers or 11.9% are between 10 and 19. Of the adult population, 61 people or 6.6% of the population are between 20 and 29 years old. 131 people or 14.3% are between 30 and 39, 186 people or 20.3% are between 40 and 49, and 129 people or 14.1% are between 50 and 59. The senior population distribution is 82 people or 8.9% of the population are between 60 and 69 years old, 45 people or 4.9% are between 70 and 79, there are 35 people or 3.8% who are between 80 and 89, and there are 7 people or 0.8% who are 90 and older.

, there were 231 people who were single and never married in the municipality. There were 297 married individuals, 40 widows or widowers and 50 individuals who are divorced.

, there were 247 private households in the municipality, and an average of 2.3 persons per household. There were 72 households that consist of only one person and 9 households with five or more people. Out of a total of 259 households that answered this question, 27.8% were households made up of just one person and there were 2 adults who lived with their parents. Of the rest of the households, there are 83 married couples without children, 68 married couples with children There were 18 single parents with a child or children. There were 4 households that were made up of unrelated people and 12 households that were made up of some sort of institution or another collective housing.

there were 195 single family homes (or 74.1% of the total) out of a total of 263 inhabited buildings. There were 27 multi-family buildings (10.3%), along with 23 multi-purpose buildings that were mostly used for housing (8.7%) and 18 other use buildings (commercial or industrial) that also had some housing (6.8%). Of the single family homes 27 were built before 1919, while 26 were built between 1990 and 2000. The greatest number of single family homes (51) were built between 1961 and 1970. The most multi-family homes (11) were built before 1919 and the next most (5) were built between 1971 and 1980. There was 1 multi-family house built between 1996 and 2000.

there were 330 apartments in the municipality. The most common apartment size was 4 rooms of which there were 86. There were 13 single room apartments and 122 apartments with five or more rooms. Of these apartments, a total of 225 apartments (68.2% of the total) were permanently occupied, while 80 apartments (24.2%) were seasonally occupied and 25 apartments (7.6%) were empty. , the construction rate of new housing units was 7.6 new units per 1000 residents. The vacancy rate for the municipality,, was 0%.

The historical population is given in the following chart:

Heritage sites of national significance
The village mill is listed as a Swiss heritage site of national significance.

Politics
In the 2007 federal election the most popular party was the FDP which received 16.94% of the vote. The next three most popular parties were the SP (16.67%), the SVP (15.48%) and the LPS Party (14.39%). In the federal election, a total of 226 votes were cast, and the voter turnout was 44.4%.

Economy
, Saint-George had an unemployment rate of 6%. , there were 17 people employed in the primary economic sector and about 7 businesses involved in this sector. 22 people were employed in the secondary sector and there were 8 businesses in this sector. 87 people were employed in the tertiary sector, with 15 businesses in this sector. There were 305 residents of the municipality who were employed in some capacity, of which females made up 42.3% of the workforce.

the total number of full-time equivalent jobs was 101. The number of jobs in the primary sector was 13, all of which were in agriculture. The number of jobs in the secondary sector was 20 of which 8 or (40.0%) were in manufacturing and 13 (65.0%) were in construction. The number of jobs in the tertiary sector was 68. In the tertiary sector; 27 or 39.7% were in wholesale or retail sales or the repair of motor vehicles, 1 was in the movement and storage of goods, 2 or 2.9% were in a hotel or restaurant, 1 was in the information industry, 5 or 7.4% were technical professionals or scientists, 6 or 8.8% were in education and 24 or 35.3% were in health care.

, there were 75 workers who commuted into the municipality and 204 workers who commuted away. The municipality is a net exporter of workers, with about 2.7 workers leaving the municipality for every one entering. About 21.3% of the workforce coming into Saint-George are coming from outside Switzerland. Of the working population, 8.2% used public transportation to get to work, and 69.5% used a private car.

Religion
From the, 129 or 20.9% were Roman Catholic, while 302 or 48.9% belonged to the Swiss Reformed Church. Of the rest of the population, there were 7 members of an Orthodox church (or about 1.13% of the population), there were 2 individuals (or about 0.32% of the population) who belonged to the Christian Catholic Church, and there were 27 individuals (or about 4.37% of the population) who belonged to another Christian church. There were 3 individuals (or about 0.49% of the population) who were Jewish, and 1 individual who was Islamic. There were 5 individuals who were Buddhist and 1 individual who belonged to another church. 111 (or about 17.96% of the population) belonged to no church, are agnostic or atheist, and 30 individuals (or about 4.85% of the population) did not answer the question.

Education
In Saint-George about 224 or (36.2%) of the population have completed non-mandatory upper secondary education, and 90 or (14.6%) have completed additional higher education (either university or a Fachhochschule). Of the 90 who completed tertiary schooling, 47.8% were Swiss men, 25.6% were Swiss women, 16.7% were non-Swiss men and 10.0% were non-Swiss women.

In the 2009/2010 school year there were a total of 132 students in the Saint-George school district. In the Vaud cantonal school system, two years of non-obligatory pre-school are provided by the political districts. During the school year, the political district provided pre-school care for a total of 1,249 children of which 563 children (45.1%) received subsidized pre-school care. The canton's primary school program requires students to attend for four years. There were 72 students in the municipal primary school program. The obligatory lower secondary school program lasts for six years and there were 60 students in those schools.

, there were 9 students in Saint-George who came from another municipality, while 72 residents attended schools outside the municipality.

title: Saint-George


text:
USS Supply (1846)

The first USS Supply was a ship-rigged sailing vessel which served as a stores ship in the United States Navy. She saw service in the Mexican–American War and the American Civil War.

Service history
Supply was purchased by the U.S. Navy at Boston, Massachusetts, late in 1846 for service during the Mexican–American War. She was delivered to the United States Government at the Boston Navy Yard on 8 December 1846, and was commissioned there on 19 December 1846, Lieutenant John Calhoun in command.

Mexican–American War
Supply sailed for the Gulf of Mexico on 21 January 1847 and supported the Home Squadron's operations against Mexico serving as a stores ship until late in the summer when Commodore Matthew C. Perry reduced the size of his force in Mexican waters after the American evacuation of Tabasco. Supply returned to New York City on 26 September 1847.

Dead Sea expedition
Exactly two months later, on 26 November 1847, the ship, now commanded by Lieutenant William F. Lynch, departed New York Harbor and proceeded to the Mediterranean with equipment and stores to be used in an expedition to explore the Dead Sea. She reached Gibraltar on the afternoon of 19 December 1847, and proceeded to Port Mahón with supplies for the Mediterranean Squadron. There she was delayed in quarantine for two weeks because of two cases of smallpox which occurred on board. After finally delivering stores to the American warships, she resumed her voyage to the Levant on 4 February 1848.

After touching at Malta on 9 February 1848, the ship reached Smyrna in the Ottoman Empire on 16 February 1848. There Lieutenant Lynch left the ship and proceeded to Constantinople to obtain permission from Sultan Abdülmecid I for the expedition before returning on board on 11 March 1848. After twice getting underway and being forced back to Smyrna by bad weather, the ship finally sailed to Syria and reached Beirut on 25 March 1848, and the expedition left the ship and proceeded on to the Jordan River and the Dead Sea. Lynch's report of the exploration still was cited in the 1970s as a primary source of information on the area.

Meanwhile, Supply cruised in the Mediterranean. When she returned, late in August 1848, she learned that the exploring party had successfully completed their undertaking and that Lynch, forced by the poor health of his men, had chartered a small French brig to carry them to Malta. Supply then headed west and reached Malta on 11 September 1848. There, Lynch and the entire expedition party reembarked, and the ship returned to the United States. She reached Norfolk, Virginia, on 8 December 1848 and was decommissioned there on 17 December 1848.

Tripoli mission
Recommissioned on 17 February 1849, the stores ship sailed once more for the Mediterranean on 8 March 1849, carrying the United States consul to Tripoli. After disembarking her passenger and delivering stores to the ships of the Mediterranean Squadron, Supply returned home, via Brazil, arrived at Norfolk on 4 September 1849, and was laid up there on 11 September 1849.

Commodore Perry's Japan expedition
Reactivated on 22 November 1849, Supply sailed early in January 1850 and proceeded around Cape Horn to the California coast, which was overflowing with "49ers," participants in the California Gold Rush who had been drawn there by word of a gold strike at Sutter's Mill. Two years later, she returned to New York to prepare for service in the West Indies Squadron; however, she was assigned instead to the East India Squadron as stores ship in support of Commodore Matthew C. Perry's expedition to Japan. She entered Edo Bay on 19 March 1854 during his second visit to Japan. After serving on the China coast, she returned to New York in February 1855.

Camel Corps mission
Supply's next assignment was perhaps the most unusual duty of her career. United States Secretary of War Jefferson Davis was extremely interested in developing the territory recently acquired by the United States from Mexico as a result of its victory in the Mexican–American War and arranged for an expedition to obtain camels for experimental use in a United States Army Camel Corps in the desert west of the Rocky Mountains.

Supply, commanded by Lieutenant David Dixon Porter – who later would win fame in the American Civil War – departed New York on 4 June 1855 and headed for the Mediterranean to obtain the camels. The ship reached Smyrna in the Ottoman Empire on 30 January 1856, loaded 21 (some reports say 31) camels, and sailed on 15 February 1856 for the Gulf of Mexico. Porter delivered the animals to Indianola, Texas, in May 1856. The ship had reached the halfway point on this curious mission for she was soon on her way back to the Levant for another load of camels which she transferred to Suwanee on the Mississippi River early in February 1857.

Paraguay Expedition

Next in Supply's string of interesting assignments came service in a special squadron assembled and sent to South American waters to support the Paraguay Expedition, a diplomatic effort to settle differences between the United States and Paraguay which resulted from an incident in which Paraguayans had fired upon the U.S. Navy sidewheel gunboat USS Water Witch (1851). Supply arrived with the squadron off Asunción, Paraguay, on 25 January 1859 and stood by during negotiations which resulted in a Paraguayan apology and an indemnity which settled the affair.

A cruise with the Africa Squadron and duty on the United States East Coast and in the Gulf of Mexico followed.

American Civil War
January 1861 found Supply in Pensacola Bay, Florida, with the secession of the Southern states beginning, and, on 16 January 1861 she sailed north with the families and possessions of the officers and men who had been stationed at Pensacola Navy Yard and arrived at New York on 4 February 1861.

The ship sailed south on 15 March 1861 carrying U.S. Army troops and United States Marines. She anchored in the harbor at Pensacola, Florida, on 7 April 1861 and, on 11 April 1861, landed them at night to reinforce Fort Pickens. The American Civil War broke out the following day when Confederate forces opened fire on Fort Sumter in South Carolina.

Throughout the Civil War, Supply supported the blockading squadrons on the United States East Coast and in the Gulf of Mexico. She took her sole prize of the conflict on 29 January 1862. when she captured the schooner Stephen Hart, which was carrying arms and ammunition, south of Sarasota, Florida. Her services, although undramatic, enabled many warships to remain on station in the blockade and thus helped substantially to shorten the war.

Post–Civil War service
After the end of hostilities, Supply served in the Brazil Squadron in 1866, and in the Far East in 1867 and 1868. After being laid up from 27 June 1868 to 5 November 1869, the ship sailed for Europe, but soon returned and was decommissioned at New York on 7 July 1870.

On 21 February 1871, Supply was recommissioned and sailed eastward across the Atlantic Ocean carrying supplies for the citizens of France left destitute by the Franco-Prussian War. In the spring of 1872, the ship carried a relief crew to the sloop-of-war USS Lancaster (1858) in the South Atlantic Squadron and, the following year, transported the American exhibits to Austria-Hungary for the Vienna Exposition of 1873. Following two years in ordinary at New York, the ship returned to Europe to bring back the exhibits from Vienna. Later that year, she made a training cruise with boys from New York. Then, in 1877, she served as a tender to the steam frigate USS Minnesota (1855), which was serving as a training ship at the time.

In 1878, Supply sailed to Europe with the American exhibits for the Paris Exposition of 1878 and brought them home in March 1879. On 26 October 1878, while off Le Havre, France, Boatswain's Mate John Flannagan rescued a fellow sailor from drowning, for which he was awarded the Medal of Honor.

On 27 January 1879, Supply collided with the British barque Diadem in the Atlantic Ocean. Diadem's crew abandoned ship and were landed at Madeira.

Supply was decommissioned at New York on 23 April 1879 and was towed to Philadelphia, Pennsylvania, where she was laid up until she was sold on 3 May 1884 to M. H. Gregory of Great Neck, Long Island, New York.

title: USS Supply (1846)


text:
Talk:Microvariability and Oscillations of Stars

NB MOST is already there - a merge of this article into that one is indicated. Charles Matthews 18:46, 20 Feb 2005 (UTC)


text:
Canadian Regional Airlines

Canadian Regional Airlines was a regional airline headquartered in Calgary International Airport in Calgary, Alberta, Canada. It is now part of Air Canada Jazz.

Historical fleet
Time Air operated Fokker F28 Fellowship twin jets (see photo) as Canadian Regional flights. At one point, Time Air was the largest F28 operator in the world.

Canadian Regional operated 7 ATR 42-300s turboprops between 1993 and 1998 when they were transferred to Inter-Canadien. Those ATR42 came from Ontario Express who first operated them in 1988. This was the first airline to import and operate them in Canada. Ontario Express was also the first airline to import in Canada the Jetstream 31 in 1987, when the company first started its operations in Ontario. Both the Jetstream 31 and the ATR42 proved to be very successful aircraft in the regional airline environment.

Canadian Regional also operated 13 de Havilland Canada DHC-8-100 Dash 8 and 15 stretched de Havilland Canada DHC-8-300 Dash 8 turboprops from 1994 until the consolidation.

Accidents and incidents

 * On February 5, 2001 a passenger was severely burned after sulphuric acid leaked from carry-on baggage in an overhead rack on a Canadian Regional Fokker F28 with ten passengers. A second passenger suffered lesser burns after the acid struck both their faces. Six people received medical attention for inhaling fumes after an emergency landing at Vancouver International Airport.

title: Canadian Regional Airlines


text:
Only a Lad

Only a Lad is the debut studio album by American new wave band Oingo Boingo, released in 1981 by A&M Records, following their self-titled EP.

Music
The album's musical arrangements, by vocalist Danny Elfman and guitarist Steve Bartek, completed the group's evolution into a new wave rock band (see Oingo Boingo – The Mystic Knights Years). Only a Lad features complex and frequently changing time signatures and keys, often incorporating harmonies borrowed from jazz and 20th-century classical music, all hallmarks of Elfman's songwriting.

Lyrics
Elfman claimed that many of the songs were inspired by newspaper articles he had read at the time and were "written as in-your-face facetious jabs". "Little Girls" courted controversy for its theme of underage relationships. At the time of release, Elfman described the song as being "about a character who has certain unacceptable inclinations" and later commented, "Out here in Hollywood, you see so much of that; the older guy's in the car with some young girl who essentially asks no questions." The music video features Elfman dancing inside a surreal, empty suburban house, joined by dwarves and teenage girls. The band members are later seen staring complacently in shop windows and drinking tea while Elfman's character walks down a street with an apparently underage girl. The video, directed by Elfman's brother Richard Elfman, was purportedly banned in Canada.

The most explicitly political track, "Capitalism", takes aim at "middle class socialist brat" protestors who "whine about the revolution" while themselves appearing to live in comfort. Similarly, "Perfect System" satirizes a utopia where society is manipulated to achieve happiness through "uniformity" and "continuity."

Discussing the songs' themes in 1983, Elfman commented that the intention was "to be angry and keep a sense of humor at the same time", explaining "the songs themselves may not be delivered real seriously, but there is a point which I intend not to be taken lightly" and that people should not "be forced to believe" any social or political agenda. In 2010, Elfman reflected, "I was always taking characters and singing from the point of view of a character. ... So it didn't necessarily reflect me". In 2014, Elfman stated that he "just basically make(s) fun of everybody", and that he "didn't see anybody as being protected". He elaborated: "To me, all organized political groups have a sense of absurdity to them. It's open to be mocked or satirized. If anything, I consider myself part of nothing, and any organized group was fair game to mockery, from my vantage point."

Artwork
On the cover of the album, the drawing of a cat by Louis Wain that previously appeared on the cover of the Oingo Boingo EP is visible as a patch on the shirt of the Boy Scout. The cover is a parody of the Boy Scouts of America 1960 official handbook cover, illustrated by Norman Rockwell.

Reception
Only a Lad was highly praised upon release, though its success was limited to the band's Southern California region. With the backing of Los Angeles radio station KROQ-FM, it established Oingo Boingo as a permanent fixture on the regional music scene.

Oingo Boingo were already known for exploiting their negative press coverage; the song "Imposter" was a response to "a couple of assholes at the LA Times." Rock critic Robert Christgau criticised Only a Lad as having "catchy vocals and spoiled overarrangements". Trouser Press writer Ira A. Robbins panned the album, stating that it featured "contrived bits swiped from the Tubes, XTC and Devo to diminish the impact of reasonably clever lyrics and thoroughly competent music." However, Robbins praised "On the Outside" for sounding "normal".

In 2006, Danny Elfman reflected that he "loved bad reviews, [...] something's got to fuel us."

Legacy
In 2006, the National Review named "Capitalism" as one of the "50 greatest conservative rock songs." It is featured in the 2005 film Enron: The Smartest Guys in the Room.

"Only a Lad" is a playable track in the 2007 PlayStation 2 video game Guitar Hero Encore: Rocks the 80s.

In 2021, Rubellan Remasters reissued Only a Lad on limited edition colored vinyl, followed by an expanded edition CD with bonus tracks, including the Oingo Boingo EP.

2021 CD bonus tracks
All tracks are written by Danny Elfman, except "Violent Love" by Willie Dixon.

Personnel
Oingo Boingo
 * Danny Elfman – lead vocal, rhythm guitar
 * Steve Bartek – lead guitar
 * Richard Gibbs – keyboards, trombone
 * Kerry Hatch – bass, vocals
 * Johnny (Vatos) Hernandez – drums
 * Sam "Sluggo" Phipps – saxes (tenor)
 * Leon Schneiderman – saxes (baritone)
 * Dale Turner – trumpet

Technical
 * Pete Solley – co-producer
 * Oingo Boingo – co-producers, mixing
 * Steve Bartek – horn arrangements and charts
 * Rick Ruggieri – mixing
 * Steve Brown – engineer
 * Dave Ahlert – assistant engineer
 * Chuck Kirkpatrick – assistant engineer
 * Brad Gilderman – assistant engineer
 * Cary Pritikin – assistant engineer
 * George Marino – mastering
 * Chuck Beeson – art direction
 * Chris Hopkins – illustration
 * Dave Willardson – back cover photography
 * Charlie White – back cover photography
 * Rob Sinskey – inner sleeve photography

title: Only a Lad


text:
Northeastern Space Radio Observatory

The Northeastern Space Radio Observatory (Portuguese: Rádio-Observatório Espacial do Nordeste - ROEN) is a 14.2 m radio dish antenna located in the municipality of Eusébio in the state of Ceará, Brazil, approximately 20 km south of Fortaleza. The facility is owned by the National Institute for Space Research (INPE) and managed by the Center of Radio Astronomy and Astrophysics at Universidade Presbiteriana Mackenzie (CRAAM). It was initially funded by several by Brazilian institutions and the United States National Oceanic Atmospheric Administration (NOAA). It has been operating since 1993 and is used primarily for geodetic very long baseline interferometry (VLBI).

title: Northeastern Space Radio Observatory


text:
Theodore Roosevelt Bridge

The Theodore Roosevelt Bridge (also known as the Teddy Roosevelt Bridge, Roosevelt Bridge, or T.R. Bridge) is a bridge crossing the Potomac River which connects Washington, D.C., with the Commonwealth of Virginia. The bridge crosses over Theodore Roosevelt Island, and carries Interstate 66/U.S. Route 50. The center lane in the bridge is reversible; the middle barrier is moved with a barrier transfer machine. It's operated eastbound during the morning rush hour from 6-11 am. The bridge is named in honor of Theodore Roosevelt, the 26th President of the United States.

History
Plans for a new bridge across the Potomac River began circulating in the early 1950s. A bridge was first proposed (across Theodore Roosevelt Island, as it happened) in 1952, although at that time the bridge was to have linked with the E Street Expressway. The Theodore Roosevelt Memorial Association (later renamed the Theodore Roosevelt Association, or TRA), which owned the island vigorously opposed any bridge across its land. In July 1954, various government agencies and members of Congress came together to propose a bridge connecting to Constitution Avenue NW (although debate continued and numerous unsuccessful proposals were made to move the bridge to other locations over the next four years). Less clear was where the bridge would land on the Virginia side of the river. Five locations for the crossing were considered. In order of preference, they were: 1) South of Little Island, 2) Over the northern end of Theodore Roosevelt Island, 3) Over Little Island, 4) Over the center of Theodore Roosevelt Island, and 5) Over the southern end of Theodore Roosevelt Island.

TRA president Frank Ross McCoy, a vocal opponent of the bridge, died in 1954, weakening the TRA's bargaining position. In July 1955, the association agreed to allow the federal government to use the southern end of Theodore Roosevelt Island. The United States Commission of Fine Arts approved a steel bridge design in December 1955.

President Dwight Eisenhower signed legislation authorizing the bridge on June 4, 1958. This legislation designated the bridge for the first time as the "Theodore Roosevelt Bridge". Construction of the bridge began in 1960, and it opened on June 23, 1964.

Rehabilitation
Theodore Roosevelt Bridge underwent minor rehabilitation work overseen by the District of Columbia Department of Transportation (DDOT) in 2013. After this work, DDOT inspected the bridge in 2014 and discovered additional need for repair. Due to heavy funding needs to replace or repair other bridges in the city, DDOT pushed the date for these repairs to 2021.

As of June 2022, emergency work on the bridge is expected to be finished in the summer of 2022. A full rehabilitation of the bridge is expected to begin in 2024 at the earliest.

title: Theodore Roosevelt Bridge