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José Toribio Medina

José Toribio Medina Zavala (October 21, 1852 - December 11, 1930) was a Chilean bibliographer, prolific writer, and historian. He is renowned for his study of colonial literature in Chile, printing in Spanish America and large bibliographies such as the Biblioteca Hispano-Americana. (7 Vol., 1898-1907.)

Biography
Jose Toribio Medina was born in Santiago, Chile. He was the eldest son of José del Pilar Medina y Valderrama and Mariana Zavala y Almeida, a woman of Basque descent. His father was a lawyer, and he was constantly traveling due to his position as a magistrate. For this reason, Medina spent his childhood in different cities like Santiago, Talca, and Valparaiso. At the age of thirteen, he returned to Santiago to support his father who had lost the use of his legs. Later on, Medina joined the Instituto Nacional General José Miguel Carrera under the direction of the great historian Diego Barros Arana. Then he studied law at the University of Chile, graduating as a lawyer on March 26, 1873. His first publication, when a very young man, was a metrical translation of Henry Wadsworth Longfellow's Evangeline. At twenty-two he was appointed the secretary to the legation at Lima, Peru. After his return, he published a history of Chilean literature (1878), and a work upon the aboriginal tribes (1884). In 1879, he contributed to Chile's war effort against Peru and Bolivia with the invention of an improved manufacturing method of cartridges. He was appointed military judge of Tarapacá in 1880 as a result of his efforts.

In this latter year, he was appointed the secretary of legation in Spain, and availed himself of the opportunity of examining the treasures of the old Spanish libraries. These researches, repeated on subsequent visits to Spain, and also to France and England, enriched him with a mass of historical and bibliographical material. Among his publications may be mentioned the Biblioteca hispano-americana, a remarkable catalogue of unedited documents relating to the Spanish discovery and colonization of Chile, including a number of articles from Martín Fernández de Navarette. Volumes II and III of this collection focus on Ferdinand Magellan, from where the recorded history of Chile starts; the Biblioteca hispano-chilena, a similar work, commenced in 1897; the standard and magnificent history of printing in the La Plata countries (1892); comprehensive works on the Inquisition in Chile, Peru and the Philippines; and the standard treatise on South American medals (1899). It should also be noted that Medina was married to Mercedes Ibáñez de Medina, who was likely also his unofficial assistant. Charles E. Chapman credits her with reading proof for Medina, making bibliographical cards, and conducting what he refers to as "intellectual drudgery" for his works. Prior to his death, Medina offered his personal library collection to the National Library of Chile (Biblioteca Nacional de Chile), which contained 30,000 rare books and 500 volumes of documents dated prior to the independence of Latin American nations.

Exhaustive study of Magellan
In 1920, the Chilean historian published a comprehensive study of Magellan containing an impressive amount of biographical information, a detailed analysis of the beginning and development of the voyage of circumnavigation, and a remarkable amount of information on the crews of the Armada de Molucca. This contained a priceless list of documentary sources and an outstanding bibliography. The title of this work is El Descubrimiento del Oceano Pacifico: Vasco Nuñez, Balboa, Hernando de Magallanes y Sus Compañeros. In the words of Tim Joyner, "Any serious study of Magellan and his enterprise must include this informative product of Medina's exhaustive archival research."

In addition, Medina produced the fullest bibliographies yet attainable of books printed at Lima, Mexico and Manila, and a number of memoirs and other minor writings. No other man had rendered anything like the same amount of service to the literary history and bibliography of the Spanish colonies. Medina was designated "Humanist of the Americas" by members of the Pan American Union.

Additional works
He was recognized as the author, editor, and translator of approximately 282 titles (books, pamphlets, and articles). If additional works like re-editions, sections of books, pre-prints and re-prints of complete or partial works, as well posthumous studies, are included, the total number of publications exceeds 350.

Some of his published books from 1882 to 1927 consist of:

 * 1882: Los Aborigenes de Chile. Santiago de Chile: Imprenta Gutenberg.
 * 1887: Historia del Tribunal del Santo Oficio de la inquisición de Lima (1569-1820). Santiago [de Chile: Imprenta Gutenberg.
 * 1904: La imprenta en La Habana (1707-1810). Santiago de Chile: Imprenta Elzeviriana.
 * 1904: La imprenta en Lima (1584-1824). Santiago de Chile: Impreso y grabado en casa del autor.
 * 1904: La imprenta en Cartagena de las Indias (1809-1820): Notas bibliográficas. Santiago de Chile: Imprenta Elzeviriana.
 * 1904: La imprenta en Manila desde sus origenes hasta 1810. Santiago de Chile: Impreso y grabado en casa del autor.
 * 1904: La imprenta en en [sic] Quito (1760-1818): Notas bibliográficas. Santiago de Chile: Imprenta Elzeviriana.
 * 1906: Diccionario biográfico colonial de Chile. Santiago de Chile: Impr. Elzeviriana.
 * 1908: El veneciano Sebastián Caboto: Al servicio de España y especialmente de su proyectado viaje á las Molucas por el Estrecho de Magallanes y al  reconocimiento de la costa del continente hasta la gobernación de Pedrarias Dávila. Santiago de Chile: Impr. y encuadernación universitaria.
 * 1908: Los restos indígenas de Pichilemu. Santiago de Chile: Imprenta Cervantes.
 * 1910: La imprenta en Guatemala (1660-1821). Santiago de Chile: Impreso en casa del autor.
 * 1913: El descubrimiento del Océano pacífico: Vasco Núñez de Balboa, Hernando de Magallanes y sus compañeros. Santiago de Chile: Imprenta universitaria.
 * 1923: La literatura femenina en Chile: (notas bibliográficas y en parte críticas). Santiago de Chile: Imprenta universitaria.
 * 1927: En defensa de siete voces chilenas registradas en el Diccionario de la Real Academia Española y cuya supresión se solicita por un autor nacional. Santiago de Chile: Editorial Nascimento.

title: José Toribio Medina


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Death Is a Lonely Business

Death Is a Lonely Business is a mystery novel by American writer Ray Bradbury, published in 1985. The story, set in 1949, is about a series of murders that happen in Venice, California, then a declining seaside community in Los Angeles where Bradbury lived from 1942 to 1950. The main character and narrator (who never mentions his name) is a sensitive, modest writer, with a girlfriend studying in Mexico City. In the course of the story he meets Elmo Crumley, a detective who helps him solve the mystery behind all the semi-murders occurring among a series of eccentric characters in the forgotten town.

The book evokes both the milieu and style of other mystery writers Raymond Chandler, Dashiell Hammett, James M. Cain, and Ross Macdonald, all of whom Bradbury names in the book's dedication, and James Crumley, after whom Bradbury named his detective. The main character is based on Bradbury himself from a period of his life just before his marriage and his success with The Martian Chronicles.

Two sequels followed: A Graveyard for Lunatics (1990), and Let's All Kill Constance (2003), advancing the writer's career to 1954 and 1960, respectively.

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

title: Death Is a Lonely Business


text:
File:Notogawa01.jpg

Giant water wheel in Notogawa, Shiga Prefecture. Photo by Philbert Ono.

title: File:Notogawa01.jpg


text:
Interstate 84 (Oregon–Utah)

Interstate 84 (I-84) is an Interstate Highway in the northwestern United States. The highway runs almost 770 miles (1239 km) from Portland, Oregon, to a junction with I-80 near Echo, Utah. The highway serves and connects Portland, Boise, and Ogden, Utah. With connections to other highways, I-84 connects these cities to points east and also serves as part of a corridor between Seattle and Salt Lake City. The sections running through Oregon and Idaho are also known as the Vietnam Veterans Memorial Highway.

The highway originally served as a fork of I-80 to serve the Pacific Northwest, and was originally numbered Interstate 80N. It was generally built along the corridor of U.S. Route 30 (US 30) and US 30S, which themselves largely followed the Oregon Trail; the US 30S designation was decommissioned in the 1970s after the freeway replacement was mostly complete. The highway was signed with the I-84 designation in 1980, when a 1977 change in guidelines took effect that discouraged highway numbers with directional suffixes. The renumbering resulted in two highways being numbered I-84, with the other located in the Northeastern United States.

Route description

 * OR
 * 379 mi
 * ID
 * 275.74 mi
 * UT
 * 118.71 mi
 * Total
 * 769.62 mi
 * }
 * Total
 * 769.62 mi
 * }
 * }

Oregon
In the Portland metropolitan area, I-84 is sometimes referred to as the "Banfield Freeway" or simply "the Banfield", although the official name is the Banfield Expressway. This freeway is named after Thomas H. "Harry" Banfield (1885–1950), the chairman of the Oregon Transportation Commission from 1943 to 1950. As I-84 heads east, it also follows US 30 in a majority of I-84 from Portland, Oregon, to near Rupert, Idaho, with splits being variant in Oregon and Idaho, but before leaving Portland, there is a junction with I-205, along with cities Gresham, Fairview, Wood Village and Troutdale.

Immediately after leaving Troutdale, I-84 and US 30 runs east along the south bank of the Columbia River (and the northern Oregon border, as well) for nearly 150 mi with the first 80 miles being in the Columbia River Gorge National Scenic Area, running from Troutdale to the Deschutes River, passing through the cities of Hood River and The Dalles in the Scenic Area. It also passes through Biggs Junction, Rufus, Arlington, and Boardman outside of the Scenic Area before heading southeast to the junction with southern end of I-82 immediately southeast of the Umatilla Chemical Depot near Hermiston. From the junction it continues southeast on to Pendleton.

East of Pendleton, I-84 climbs Emigrant Hill, a 6% grade, into the Blue Mountains. The westbound lanes switchback twice on its descent into Pendleton. Eastbound lanes feature the tightest curves allowed on the Interstate Highway system, even though those curves are on the uphill (eastbound) direction. This grade is also well known because of the distance between eastbound and westbound lanes, nearly 2 mi between the opposite directions of travel at some points.

The road summits at 4193 ft above sea level before descending to the Grand Ronde River and La Grande. It passes by North Powder and Baker City and through the Burnt River canyon. Around Huntington, it crosses into the Mountain Time Zone then briefly follows the southwest bank of the Snake River (Brownlee Reservoir), then continues to Ontario before crossing the Snake River into Idaho.

On March 1, 2016, the speed limit from The Dalles to Ontario was raised to 70 mph, while the truck speed was raised to 65 mph.

Idaho
I-84 enters Idaho by crossing the Snake River at Ontario, Oregon. From there, it continues on to the major cities of the Treasure Valley (or Boise metropolitan area) including Caldwell, Nampa, Meridian, and Boise (where I-184 connects travelers to downtown). From Boise, I-84 continues southeast passing near several small cities (Mountain Home, Glenns Ferry, and Jerome) on its way to Twin Falls.

Just east of Jerome, I-84 passes within 5 mi of Twin Falls, but does not cross the Snake River Canyon or into Twin Falls County. Access to Twin Falls is afforded by an intersection with US 93 at Exit 173; US 93 southbound crosses the Snake River via the Perrine Bridge.

After Twin Falls, I-84 continues through Burley and Heyburn. Approximately 7 mi east of Declo in rural Cassia County, I-84 meets the western terminus of the western section of I-86. While I-86, along with US 30 heads east, then northeast to American Falls and Pocatello (following the Oregon Trail), I-84 heads southeast to the border with Utah.

In 2014, the speed limit on rural sections of I-84 in Idaho was raised to 80 mph.

Utah
From Idaho, I-84 enters Utah at a point approximately 7 miles (11.3 km) from Snowville in Box Elder County. It proceeds southeast through Rattle Snake Pass towards Brigham City where I-84 joins I-15 (just west of Tremonton) for its next 40 mi.

Just north of Brigham City, at Corinne, Utah, I-84 joins the route of the First transcontinental railroad which the highway follows to its terminus. I-15/I-84 heads south to the cities of the Wasatch Front (Or the Ogden-Clearfield Utah Metropolitan part) passing through several smaller communities and then the west side of Ogden before I-84 separates towards Cheyenne, Wyoming, while I-15 heads to Salt Lake City, I-84 follows the Weber River east.

As the freeway gradually ascends through Weber Canyon it also passes through several small farming communities, including Morgan, where the Browning Arms Company headquarters can be seen from the freeway. Also visible in the canyon is Devil's Slide, an unusual rock formation just off the freeway. Farther up the canyon is the Thousand Mile Tree, planted by Union Pacific Railroad workers to mark 1000 mi from the railroad's origin in Omaha, Nebraska.

The freeway ends at Echo, a near ghost town that before served as a stopover for the railroad, at a junction with Interstate 80, to Cheyenne, Wyoming, and US 189, to Jackson, Wyoming. Also near the junction are Echo Reservoir and Echo Dam.

The Utah sections of I-84 that are not concurrent with Interstate 15 are defined at Utah Code Annotated § 72-4-114(4).

History
The Portland to Utah corridor was proposed as one of the national "toll superhighways" in a 1939 report by the Bureau of Public Roads. It was formally included in the Interstate Highway System, created in 1956, and was originally proposed to be numbered as Interstate 82; however, it was never signed with this designation, and the Interstate 82 designation was later assigned to a different road that connects Ellensburg, Washington, to Yakima, Washington, the Tri-Cities region, and Hermiston, Oregon. The freeway was assigned the designation of I-80N in the 1958 plan, in part to correspond with US 30. The Portland segment of then-I-80N was proposed to run on the Mount Hood Freeway and a section of I-205. Plans for this were officially dropped in 1974 after a successful freeway revolt.

The American Association of State Highway and Transportation Officials established guidelines recommending that "suffixed" highways, such as I-80N, be renumbered. In 1977, Idaho officials recommended that I-80N be renumbered to I-84. The motion was seconded by officials in Utah (who initially proposed this as I-82), but opposed by Oregon and Washington. The motion passed on July 7, 1977, and the states were given until July 1, 1980, to implement a coordinated renumbering strategy. After renumbering, I-84 violated the Interstate Highway Numbering Convention by being south of the modern incarnation of I-82.

Major intersections

 * Oregon
 * in Portland
 * in Portland
 * near Hermiston
 * Idaho
 * in Boise
 * near Declo
 * Utah
 * from Tremonton to Ogden
 * in Echo

Auxiliary routes

 * Boise, Idaho: I-184

title: Interstate 84 (Oregon–Utah)


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Wikipedia:Featured article candidates/Buddhist art/archive1

Buddhist art
A scholarly and well-illustrated approach to a broad artistic and religious subject spanning many centuries and cultures.--Pharos 04:08, 18 Feb 2005 (UTC)
 * Comment. The references in the article are somewhat strange. Apart from the format being non-standard, I suspect two of the references are incomplete. For example, the first (“National Museum Arts asiatiques- Guimet” (Editions de la Reunion des musees nationaux, Paris, 2001).) is actually the name of a French museum. Does the article refer to a museum catalog? a yearly publication issued by the museum? Another reference does not indicate authors (“The Times Atlas of Archeology” (Times Books Limited, London, 1991)). Phils 17:40, 18 Feb 2005 (UTC)
 * Done PHG 12:03, 21 Feb 2005 (UTC)
 * Excellent. I withdraw my comment and support. Phils 15:32, 21 Feb 2005 (UTC)
 * support I thought this was an excellent article. I liked its format, telling the story of Buddhist art through historical sections and national sections.  Examples are also chosen tastefully.Dinopup 01:27, 20 Feb 2005 (UTC)
 * Object. This article is very close. Just a few minor things. 1) The lead section should be longer, and give a better summary of the article. 2) The "Southern art" gets a long and useful introduction (but please remove the italic there), while the "Northern art" doesn't. 3) It would be useful to annotate the external links so it is more clear what the pages they link to describe. Jeronimo 08:25, 20 Feb 2005 (UTC)
 * Done PHG 12:40, 21 Feb 2005 (UTC)
 * Great, support. Jeronimo 21:21, 21 Feb 2005 (UTC)
 * Support. I will try to add a list of artists who contributed to its history and write couple of articles along the way. Revth 04:51, 23 Feb 2005 (UTC)
 * Object. A lot of what is there is very good, but 1) It needs some copyediting. I have eliminated the ones I felt I could, but the article still suffers from poor flow of the text in places due to one and two sentence paragraphs. Those highlight areas that either need to be expanded or merged nicely into other paragraphs. The ones I did fix need a bit of improvement still too. 2) many statements are presented as facts when they should instead be attributed to a source. For ex "Korean Buddhist art has been characterized by sobriety, a rightness of tone and a certain sense of abstraction." I could disagree and say x, but that is not the point. Wikipedia articles should not make claims like that, primary or secondary sources should instead be cited. With those fixed I would definitely support. - Taxman 22:58, Feb 24, 2005 (UTC)
 * Replaced the Korea comment by an equivalent quote. Thank you for your improvements on the flow. PHG 22:01, 26 Feb 2005 (UTC)


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Wikipedia:Articles for deletion/Doug Malloy

 This page is an archive of the discussion about the proposed deletion of the article below. This page is no longer live. Further comments should be made on the article's talk page rather than here so that this page is preserved as an historic record. The result of the debate was delete. -- AllyUnion (talk) 06:23, 4 Mar 2005 (UTC)

Doug Malloy
Have a notion that this article is about a person who is not notable, based on low number of Google hits when this person (actually an alias) and his supposed real name are searched together. Also consider the story itself--doesn't sound kosher. I had edited the article as part of a series of systematic NPOV edits, but that doesn't constitute an endorsement. — Stevie is the man!  Talk 04:09, 18 Feb 2005 (UTC)
 * Delete, just under the bar of notability. Megan1967 09:21, 18 Feb 2005 (UTC)
 * Smells like hoax and/or vanity. delete Radiant! 09:24, Feb 18, 2005 (UTC)
 * Delete Andrew Lenahan - St ar bli nd 11:22, Feb 18, 2005 (UTC)
 * Comment. Richard Simonton + hollywood googles [] to some 30 hits. This guy seems to have been particularly interested, amongst other things, in steamboats. I found three webpages ([], [] and []) indicating a hollywood businessman called Richard Simonton used to go by the name Doug Malloy (one page has even photos) and was involved with piercing. Note that 2 of these pages are actually from a "body modification" website. The third claims to reproduce an article originally published in the LA Magazine. I'm still not completely convinced this is not hoax. Even if it is not, I tend to be conservative about notability, and he does seem below the bar to me. I'll wait further discussion to express my vote. vlad_mv 04:29, 20 Feb 2005 (UTC)
 * Comment People involved with body modification do tend to have personality quirks that are hard to forgive, however in talking about the surge of popularity of body piercing in modern times the influence of Doug Malloy was pivotal. It is deeply regrettable that distortions and outright lies can be traced to people integral to the evolution of the industry, if that is reason enough to ignore their positive influence then there is nothing left to say about the people who created the modern body piercing movement. Rafti Institute

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.


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Désiré-Émile Inghelbrecht

Désiré-Émile Inghelbrecht (17 September 1880 – 14 February 1965) was a French composer, conductor and writer.

Life and career
Inghelbrecht was born in Paris, the son of a violist. He studied at the Paris Conservatoire and made his debut as a conductor in 1908 at the Théâtre des Arts.

Inghelbrecht entered the Conservatoire at only age seven and studied solfege, harmony and violin. When 16, he was expelled when caught playing violin in local cafes. But soon afterward, he was appointed second violin in the Concerts de l'Opéra orchestra; his friend Pierre Monteux, then conductor of the Concerts Berlioz, would also use him as a substitute – all of which gave him important experience.

In 1908 he conducted the first performance of Florent Schmitt's La tragédie de Salomé which was a success and led to more engagements with leading musicians, including chorus master for the first performance of Claude Debussy's Le martyre de Saint Sébastien. In 1913 he was appointed as director of the new Théâtre des Champs-Élysées, inaugurated on 2 April. In 1919 Inghelbrecht conducted the first performance of André Caplet's arrangement of Debussy's La boîte à joujoux; he also founded the Concerts Pleyel devoted to music of the 16th to 18th centuries. In 1921 he conducted the premiere of Les mariés de la tour Eiffel, a ballet by five of the members of Les Six.

Inghelbrecht was music director of the Opéra-Comique in 1924–25, where he conducted Massenet's Manon, a new production of Wagner's Tristan und Isolde, Debussy's Pelléas et Mélisande, and Fauré's Masques et bergamasques and Pénélope; he also conducted several ballets including the premiere of his own Jeux de Couleurs. From 1928 to 1932 conducted the Concerts Pasdeloup, and briefly directed the Opera d'Alger in 1929.

In 1934, Inghelbrecht was asked to form a national radio orchestra – to become the Orchestre National de la Radiodiffusion Française (ONF). The following year, he fulfilled a long-held ambition to conduct the first Paris performance of the 1874 edition of Musorgsky's Boris Godunov.

During World War II, the ONF was evacuated to Rennes, then Marseilles before its return to Paris in 1943. But when planning the 1,000th performance of the orchestra (which was also to commemorate the 25th anniversary of Debussy's death), Inghelbrecht refused to conduct a program devoted to music of the occupying German forces and on 18 July 1943 received a note suspending his appointment by order of President Laval.

From 1945 to 1950 Inghelbrecht was conductor of the Paris Opéra, and returned to the ONF in 1947. From 1958 to his death in 1965, he prepared weekly radio programs called 'Entretiens autour d'un piano'.

Both in conducting and writing he championed Debussy, Ravel, Roussel, Chabrier and Florent Schmitt.

He corresponded with Debussy – a close friend – from 1911 until the latter's death in 1918. He was a member of Les Apaches along with Ravel, Schmitt and others.

He was married three times: to Colette Steinlen (1910, divorced in 1920), Carina Ari (1928) and Germaine Perrin, with whom he wrote a biography of Debussy in 1953.

Compositions
Although self-taught as a composer, Inghelbrecht left around 60 compositions. The style of his compositions is eclectic. Even when stylistically unoriginal, his polished, masterly orchestration makes his work worthy of closer attention. The operetta Leïla (or Virage sur l’aile) of 1947, is a hilarious comedy and eminently singable entertainment. The opera-ballet Le chêne et le tilleul (after La Fontaine) of 1960 is the climax of the composer's output with harmonies in the style of Debussy contrasting with the Bacchic frenzy of wild dances with pungently rhythmic, virile accompaniment. La Nursery for piano four-hands consists of 36 short pieces composed between 1905 and 1932 and some later orchestrated.

Stage

 * La nuit vénitienne (comédie musicale, after Musset)
 * Le diable dans le beffroi (ballet)
 * Rayon de lune (ballet)
 * Virage sur l'aile (opérette in three acts).

Orchestra

 * Automne
 * Pour le jour de la première neige au Japon
 * Rapsodie de Printemps
 * El Greco
 * Trois poèmes dansés
 * La métamorphose d'Eve
 * Six danses suédoises
 * Sinfonia brève
 * Légende de Saint Nicolas
 * La valse retrouvée
 * Le livre d'or
 * Ibériana for violin and orchestra
 * Ballade dans le Goût Irlandais for harp and orchestra.

Chamber

 * Prélude et Saltarelle for viola and piano (1907)
 * Impromptu in F minor for viola and piano (1922)
 * Nocturne for cello (or violin, or viola) and piano (1922)
 * Quintet in C minor
 * Sonatine for flute and harp

Choral

 * Requiem
 * Tant que Noël durera
 * Pastourelles sur des Noëls anciens
 * Mongli

Writings

 * Comment on ne doit pas interpréter Carmen, Faust et Pelléas – 1923
 * Diabolus in musica : Essais sur la musique et ses interprètes – 1933
 * Mouvement contraire : souvenirs d’un musicien – 1947
 * Le Chef d’orchestre et son équipe – 1949
 * Le Chef d’orchestre parle au public – 1957

Discography

 * Debussy : Pelléas et Mélisande, Le martyre de Saint Sébastien, La Damoiselle élue DTL 93009, Marche écossaise, Prélude à l'après-midi d'un faune, La Mer, Jeux, Images
 * Ravel : Daphnis et Chloé, Ma mère l'Oye, Une barque sur l'océan
 * Berlioz : Overture Le Carnaval Romain, excerpts from La Damnation de Faust
 * Fauré : Shylock, Pelléas et Mélisande, Cantique de Jean Racine'', Requiem
 * Bizet : Carmen

title: Désiré-Émile Inghelbrecht


text:
Wikipedia:Categories for deletion/Universities and colleges by nationality

Category:Universities and colleges by nationality

 * Listed for deletion on January 16, 2005. No clear consensus. Marked unresolved.

I'm moving all the "universities and colleges" articles and categories to the more standard "colleges and universities" form (see ). "Nationality" is also bad grammar when referring to institutions. I think we should move it to Category:Colleges and universities by country. --Neutralitytalk 06:47, Jan 16, 2005 (UTC)
 * I agree with the change of "by nationality" to "in country". However, the change from "universities and colleges" to "colleges and universities" is not at all appropriate. Most other countries don't have "colleges" in the U.S. sense (or in any sense). Google is in this case likely to reflect American usage; any combination of these words in either order is likely to do that, as non-Americans would not mention "college" in the same breath as "university" in any case. Using "college" at all in the name of the category is U.S.-centric (or at the very least anglocentric), but I can accept that as long as "universities" stand first. It can then be understood as universities and other, variously named institutions of higher learning (whether they are called Fachhochschule, academy or something else). In any case, the change to "in country" is probably uncontroversial, but these changes should be discussed separately. / u p p l a n d 07:34, 16 Jan 2005 (UTC)
 * OK with changing "by nationality" to "by country", but "Universities and colleges" is much better than "Colleges and universities", IMO. older ≠ wiser 16:23, Jan 16, 2005 (UTC)
 * Agree with Uppland. At least for the Netherlands, college should preferrably not be used, as it is confusing: a college is a "high school", while an equivalent of American colleges could be named a 'hogeschool (literally "high school"). Looking at the article college, the situation in Belgium, France, and Germany is almost the same. So if you move Category:Dutch universities, call it Category:Universities in the Netherlands; don't mention high schools. Category:Universities and colleges by country is OK; "Colleges and universities" is worse. -- Eugene van der Pijll 17:44, 16 Jan 2005 (UTC)
 * What about using something like Category:Universities and institutions of higher learning? Then one can include French Grandes écoles, German Fachhochschulen, and whatever else there may be that doesn't really fit in under the term "university". The U.S. categories can still use the word "college". / u p p l a n d 19:33, 16 Jan 2005 (UTC)
 * I like this idea, but I might simplify it down to Category:Institutions of higher learning. Whatever decision is made here, be sure to adjust the parent Category:Colleges and universities to match. —Mike 07:37, Jan 17, 2005 (UTC)
 * Yes, I agree that shorter is better, or possibly Category:Institutions of higher education. / u p p l a n d 19:44, 17 Jan 2005 (UTC)
 * I'm OK with Category:Institutions of higher learning by country. However, the parent category should also be Category:Institutions of higher learning and NOT Category:Colleges and universities. That category had previously been Category:Universities and colleges and was unilaterally changed by Neutrality, 06:39, Jan 16, 2005, only moments after it was listed on this page!!!! What is the point of this page if you're not going to wait for comments before making changes? Very poor form, IMO. older ≠ wiser 13:09, Jan 18, 2005 (UTC)
 * I don't see any protests against this. Neutrality has not had anything to say. In his defense, I don't think he realized that the change would be controversial (I am assuming gender in the pronouns here and may be wrong...) I suggest we change to Category:Institutions of higher learning and Category:Institutions of higher learning by country and let the individual country categories be whatever is more suitable in each case, even though some degree of uniformity would perhaps be good. Is there anyone who would prefer Category:Institutions of higher education to "...learning" (I don't really care)? Does this need more discussion, to avoid somebody else getting upset by the change? It is a bit of work to do, I suppose. Can it be done with a bot? / u p p l a n d 13:15, 19 Jan 2005 (UTC)
 * I didn't mean to sound quite so critical of Neutrality, I think I was just a little surprised and didn't have the whole story. I didn't realize that Neutrality had first started renaming Category:Universities and colleges to Category:Colleges and universities and then added this section about Category:Universities and colleges by nationality after someone raised questions about it. PS, I don't have a strong preference regarding "higher education" vs. "higher learning", though now that I think about it, "higher education" sounds a little less stilted to me, but I'm OK with either. older ≠ wiser 14:09, Jan 19, 2005 (UTC)
 * The proposed names could broaden the category to institutions that don't grant degrees, such as vocational schools. Is that the intention? If so, maybe it would be shorter to just call it "Post-secondary institutions". Maurreen 16:11, 19 Jan 2005 (UTC)
 * I am very much in favor of this notion of renaming the categories to something else entirely. I would support either "Post-secondary institutions" or "Institutions of higher education". ("Higher learning" sounds awkward to me. I don't know why.) I've posted a note at WikiProject_Universities, as well. -Aranel (" Sarah ") 16:56, 19 Jan 2005 (UTC)
 * I am not sure what the consequences would be of a broadened category, but it ought to be discussed somewhere and this may not be the right place. The WikiProject_Universities is only sporadically active, though. / u p p l a n d 21:27, 22 Jan 2005 (UTC)


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Goosepond Mountain State Park

Goosepond Mountain State Park, also known as Goose Pond Mountain State Park, is a 1706 acre undeveloped state park located in Orange County, New York. The park is located within the Town of Chester and is administered by the Palisades Interstate Park Commission.

Park description
Goosepond Mountain State Park is an undeveloped park, and is available for passive recreation such as hiking, horseback riding, and bird watching. A small section is accessible to casual hikers via a boardwalk, and there are additional extensive trails for hikers and horseback riders. Part of the area is a wetland used as a bird sanctuary.

The loyalist leader Claudius Smith may have used a rock shelter in the area as a hideout during the American Revolutionary War.

title: Goosepond Mountain State Park


text:
Wikipedia:Articles for deletion/Dave Abbott

 This page is an archive of the discussion about the proposed deletion of the article below. This page is no longer live. Further comments should be made on the article's talk page rather than here so that this page is preserved as an historic record. The result of the debate was DELETE. dbenbenn | talk 16:48, 4 Mar 2005 (UTC)

Dave Abbott
Created by same user as Pat Healy. Also not notable enough as a Jeopardy! player (even though he won a Tournament of Champions). Individual articles are not required for 99% of players in Jeopardy's Ultimate Tournament. This constant article creation may be bordering on vandalism from the user. --OntarioQuizzer 04:12, 18 Feb 2005 (UTC) Comment Thank You!! Someone understands that people who are knew aren't vandilizers.
 * Delete, not notable. Megan1967 09:23, 18 Feb 2005 (UTC)
 * Merge and redirect into Jeopardy!. Mgm|(talk) 10:05, Feb 18, 2005 (UTC)
 * Delete Andrew Lenahan - St ar bli nd 11:21, Feb 18, 2005 (UTC)
 * Weak delete or Merge and (weak) redirect, for the same reasons I cited in an earlier Jeopardy-champ VfD. Barno 00:12, 23 Feb 2005 (UTC)
 * Comment: I disagree with OntarioQuizzer about the articles' creation "bordering on vandalism", although I haven't researched the edit histories and talk pages to verify more.  It appears that a well-intentioned editor thinks (not unreasonably) that a Jeopardy! ToC winner is notable enough.  (Assume_good_faith; Please_do_not_bite_the_newcomers.)  My opinion is that there's barely notability enough for one line in a Jeopardy! article's Former Champions section, below a Former Record Holders section.  Not enough for a biography article unless there's some much more significant noteworthiness for some other reason.  But the article's anonymous creator was probably being reasonable in finding these people "noteworthy in their field"... much more reasonable than if he or she insisted on posting the scores of every week's show for however many years the scores were available.  Barno 00:12, 23 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.


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Nonzero: The Logic of Human Destiny

Nonzero: The Logic of Human Destiny is a 1999 book by Robert Wright, in which the author argues that biological evolution and cultural evolution are shaped and directed first and foremost by "non-zero-sumness" i.e., the prospect of creating new interactions that are not zero-sum.

Thesis
The principal argument of Nonzero is to demonstrate that natural selection results in increasing complexity within the world and greater rewards for cooperation. Since, as Wright puts it, the realization of such prospects is dependent upon increased levels of globalization, communication, cooperation, and trust, what is thought of as human intelligence is really just a long step in an evolutionary process of organisms (as well as their networks and individual parts) getting better at processing information.

Through this lens, and an overview of human history, Wright typifies the argument against the views of noted paleontologist Stephen Jay Gould. Gould wrote that "Humans are here by the luck of the draw." Wright acknowledges one aspect of Gould's argument—that the evolutionary process was not such that it would inevitably create humans as we know them today ("five fingers, five toes, and so on") but that evolution would almost certainly result in the creation of highly intelligent, communicating organisms, who would in turn develop tools and advanced technologies.

Evidence for natural selection driving improvements in information processing is given throughout, including the case of the bombardier beetle, an insect that developed the ability to spray its attackers with harsh chemicals. This, in turn, favored predators via natural selection who had techniques to avoid the spray. As Wright puts it, "complexity breeds complexity." This is the often referred to evolutionary phenomenon of the "arms race," wherein competing organisms stack up their developments in competition with one another.

Via this increasing complexity, according to Nonzero, higher intelligence was thus destined to happen, perhaps even "inevitable".

Complexity and zero-sum solutions in human society
Wright argues that as complexity in human society increases, the ability to reap "non-zero-sum gains" increases. For example, electronic communications enable trade at a global level, and allow various societies to trade in items they could not produce or obtain otherwise, resulting in benefits for everyone: new goods. Similarly, global governments allow global solutions to common problems. Were aliens to attack, or the Arctic glaciers to melt, the world would be able to use its communicative technologies to band societies together and defend itself at large. In fact, this view of the world as an organic entity itself is touched upon in the penultimate chapter of the book, and is similar to that of Gaia theory.

Of course, when societies band together to fight a common enemy, that enemy is not always an Arctic glacier, but rather, other human societies. Wright discusses this as well, arguing that war between nations often resulted in technological and cultural evolution. For example, World War II spurred the development of the Manhattan Project and, in turn, nuclear power and related research—a technology that may ultimately benefit the world at large. Further, societies with advanced governments were more likely to succeed in war, spreading government systems as a technology in and of itself.

Structure
The book is composed in three sections, each one more or less independent, but contributing to the development of his overall thesis.

Part I: A brief history of Humankind
This section is a sound summary of human cultural development, fairly conventional, except for his references to game theory and the occasional interjection of metaphysical speculation.

Part II: A brief history of Organic Life
This section is again a broadly conventional overview of current understanding of the development of life on earth. He argues from game-theory that increasing complexity is inevitably going to result from the operation of evolution by natural selection. More controversially, he argues that intelligence, social co-operation and cultural development are also bound to emerge sooner or later.

Part III: From Here to Eternity
This brief section is the most controversial part of the book, which he admits is speculative and presents with a degree of humility. The main thrust of his argument is that we may be on the threshold of a new phase of development involving the creation of a unified global consciousness, along the lines suggested in the writings of Jesuit Pierre Teilhard de Chardin.

Corollaries and criticism
Even the development of weapons systems themselves (and Wright's discussion of their increasing complexity over time) left him open to criticism, put into words by Steven Pinker, a linguist/cognitive scientist specializing in evolutionary psychology:

 * "Natural selection has the "goal" of enhancing replication, period. An increase in complexity and cooperation is just one of many subgoals that help organisms attain that ultimate goal. Other subgoals include increases in size, speed, motor coordination, weaponry, energy efficiency, perceptual acuity, parental care, and so on. All have increased over evolutionary time, but none is the "natural end" of the evolutionary process. Would anyone single out lethal weaponry as "highly likely" or our "destiny," just because weapons have become more lethal over organic and human history?" -Steven Pinker, from Nonzero, Slate.com.

Similarly, the idea of greater and greater non-zero-sum gains benefiting the world at large is also debated, as such technologies allow the injury of ever larger numbers of people. While Wright believes that the goal of natural selection is increasing non-zero-sum gains, it is also clear that these gains might not benefit everyone. Though this does not in any way invalidate Wright's thesis, it does dampen the optimism Wright appears to hold for non-zero-sum dynamics. Indeed, in a world of separated, village-like units, atrocities within Joseph Stalin's Soviet Union or Adolf Hitler's Third Reich could not have occurred. (Of course, life within those village-like units had its own inherent problems, and the question of which point in history was better is addressed by arguments within teleology—whether history has a direction, and thus if history has shown consistent progress.) Wright believes that overall there has been net progress (with some exceptions), and further, that this progress will continue. In response to Wright's assumption that cooperation and communication will continue to increase, Pinker writes:

 * "...global cooperation and moral progress will not increase toward some theoretical maximum or Teilhardesque Omega Point, but will level off at a point where the pleasures resulting from global cooperation (having more stuff than you had before) are balanced by the pleasures resulting from non-cooperation (having more stuff than your neighbors, or the warm glow of ethnic chauvinism)." -Steven Pinker, from Nonzero, Slate.com.

Pinker also challenges Wright's core thesis, echoing the case made by Stephen Jay Gould, that human-like organisms are no more than a coincidence:

 * "A species with humanlike intelligence was no more "in the cards" than a species with an elephantlike trunk--both are just handy biological gadgets. (Of course, given enough time, humanlike intelligence is near-certain to evolve; but given enough time, anything with nonzero probability is near-certain to evolve, including an elephantlike trunk.) A brain with the intelligence necessary for cooperation and specialization is metabolically expensive and biomechanically hazardous, and evolves only when the evolutionary precursor and current ecosystem make the benefits exceed the costs. Most lineages (e.g., of plants) never got smart, and all lineages of animals on earth except ours were stuck well beneath the subgenius level." -Steven Pinker, from Nonzero, Slate.com.

Wright's response to criticism
Wright acknowledges several of these criticisms within Nonzero itself and in turn responds with his purpose in writing the book—that by acknowledging options to reap non-zero-sum gains, societies might work to decrease zero-sum losses, like the loss of resources used in the pursuit of armed conflict.

In response to Pinker's comments regarding the inevitability of human-like intelligence (as versus to the elephant trunk), Wright replies:

"A human level of intelligence--unlike an elephant's trunk--is a key step in [the march of evolution], for it gives rise to a rapid and powerful kind of cultural evolution, an evolution that increasingly, in a sense, takes on a life of its own, and has gotten us from the stone age to now... The modern world, it seems to me, features a second kind of validation of my emphasis on the biological evolution of intelligence, and my insistence that biological and cultural evolution have important parallels. A number of observers have noted that the Internet (defined broadly, to include the people who communicate over it) strikingly resembles a giant global brain. No one has claimed that it resembles a giant elephant's trunk."

- Robert Wright (journalist)

There is also the question of whether non-zero-sum gains will—or even should—benefit all members of society under any system of egalitarianism. Wright does argue that increased levels of communication will inevitably lead to a decrease in enmity between some populations. Still, this does not answer the question of whether some members of society will ever "catch-up" in terms of technological connectedness, or if some might be barred entirely by some kind of oppressive (but still productive) political system. Wright states on p. 329 of Nonzero (Vintage Paperback edition) that "one can well imagine, as the Internet nurtures more and more communities of interest, true friendships more and more crossing the most dangerous fault lines—boundaries of religion, of nationality, of ethnicity, of culture." Wright then states in his endnote to the section, "a big question is whether boundaries of social class will be so easily crossed — or whether, on the other hand, differences of social class within a society might sharpen as people invest more of their energy in virtual communities consisting of like-minded people."

Though Wright clearly does not posit an answer to the question of struggles among economic classes—whether they be because of or in spite of natural selection—some argue it is relevant to Wright's treatment of evolution as resulting in greater and greater moral progress, and thus strangely ignored, given that Wright is the author of another book examining human morality The Moral Animal.

Wright and creationists
Wright argues for the possibility of divine purpose (and thus for the concept of God as a creating entity) but is against creationism, and theories on intelligent design. He argued against the concepts in articles related to Nonzero.

Like most biologists, Wright firmly rejects the notion of divine biological manipulation. But Wright does leave open the possibility of divine intervention in the case of human consciousness, which he does not see as being easily explained by natural selection. Consciousness—humans' ability to ponder their own existence—seems a strange outgrowth of the evolutionary process for Wright. He describes the alternative as humans that are devoid of consciousness and behave like zombies that form romantic relationships, eat, sleep, and have discussions only because they are programmed to via cultural and genetic transmission.

Wright argues that consciousness is still a mystery in terms of evolutionary purpose, and leaves open the possibility that a divine entity introduced the phenomenon of consciousness. Wright also debates whether or not entities aside from humans possess consciousness.

Wright also briefly questions the possibilities regarding what created natural selection, but Wright himself refers to his comments as highly speculative.

Wright's idea of divinity is further explored in his follow-up book, The Evolution of God. He does not argue that an intelligent being is behind it all, but that the existence of a process that could be called divine is suggested, much the way the existence of electrons is suggested by the inner workings of a computer (despite no one ever seeing one).

Bibliographical information
Nonzero: The Logic of Human Destiny, January 2001 ISBN 0-679-44252-9, ISBN 0-679-75894-1

The Evolution of God, June 2009 ISBN 978-0-316-73491-2 (Hardcover, 1st edition)

title: Nonzero: The Logic of Human Destiny


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Irish Sport Horse

The Irish Sport Horse, or Irish Hunter, is an Irish breed of warmblood sporting horse, used mostly for dressage, eventing and show-jumping. It was bred from 1923 by cross-breeding of Irish Draught and Thoroughbred stock. There was some limited intromission of Hanoverian, Selle Français and Trakehner blood in the 1990s. It is a recognised true breed – foals may only be registered in the main section of the stud-book if both parents are registered in that section.

Uses
The Irish Sport Horse is a successful competition riding horse, used in dressage, show-jumping and three-day eventing. The Irish Sport Horse Studbook is often highly placed in the annual eventing rankings of the World Breeding Federation for Sport Horses, and was in first place in each year from 2012 to 2016.

title: Irish Sport Horse


text: User talk:203.162.3.147

title: User talk:203.162.3.147


text:
User:Tezeti

Welcome to tezeti's account on the English Wikipedia. Please visit my Simple English Wikipedia account as well and edit this page if you wish to help improve it.

-  тє zє ті

Contributions
I have 401 edits as of 18:33, May 14, 2005 (UTC)

Early Articles I have contributed to include:

 * Bonzi Buddy, my first contribution.

 * Xupiter

 * Ice Ih

 * Coastal plain

 * Water pollution

And I have also requested articles such as a History of Water.

Please contact me through the "Discussion" section of this page or on the side-button labeled "E-mail this user".

I have some basic Wikipedia formatting listed below in my Beginning to Edit in Wikipedia tutorial.

Beginning to Edit in Wikipedia *Written February 2005*
Italicize words, phrases, or names by putting two single quotes before and after the text you wish to format. Ex: This is sample text  = This is sample text

Bold words, phrases, or titles can be made by putting three single quotes before and after the text you wish to format. Ex: This is sample text  = This is sample text

Internal Links, which are links to other Wikipedia entries, can be created by enclosing the link with two brackets. Ex: Computers = Computers

Basic guidelines for creating an article and improving Wikipedia:

 * Do not vandalize pages by putting comments directly on pages, negative remarks, or off-topic content of no use on that particular page. Similarly, do not delete useful content. If you wish to comment on the content, please do so under the "Discussion" tab. Information may fit in another article better than another.

 * Make sure to search for an existing article using various correct spellings and capitalization before you create an new article, unless you plan to establish a redirect page.

 * Try to keep your article free of bias or Point-of-View, since Wikipedia has many different users with a variety of opinions.

 * Do not promote yourself on Wikipedia by adding your name or creating an article about yourself. Since this is an online Encyclopedia, it should have useful information

 * If you want to test editing skills, please do so in the Sandbox.

This is all for now, more coming soon...

Wikipedia Committees

 * Member: Welcoming Committee

 * Member: Typo Department

 * Member: WikiProject Stub Sorting

 * Member: Asociation of Member Investigations

Miscellaneous
I agree to multi-license all my contributions to any U.S. state, county, or city article as described below:

simple:User:Tezeti

title: User:Tezeti


text:
Newtown, Victoria

Newtown is an inner western suburb of Geelong, Victoria, Australia. At the, Newtown had a population of 10,445. It is a primarily residential area occupying one of the highest points of urban Geelong. It has always been a desirable place of residence and is the location of many of Geelong's oldest and most valuable properties.

The locality of Chilwell is part of Newtown, and together Newtown and Chilwell were a municipality from 1858 to 1993 after which they were amalgamated with other municipalities to form the City of Greater Geelong in 1993.

History
Chilwell Post Office opened here on 1 April 1912 (closing in 1993). Bareena Post Office opened in 1911 in the area and remains open.

The Geelong Highland Gathering is an annual Highland Games held at Queens Park and first began in the 1850s.

Heritage listed sites
Newtown contains a number of heritage listed sites, including:

 * 7 Aberdeen Street, Aberdeen Street Baptist Church
 * 263 Pakington Street, Armytage House
 * 35-43 Riversdale Road, Barwon Bank
 * 25 Fernleigh Street, Barwon Grange
 * 143 Noble Street, Claremont
 * 3 Aberdeen Street, Former Aberdeen Street Baptist Church
 * 20 Talbot Street, Geelong College
 * 35 Aphrasia Street, Eythorne
 * 275 Pakington Street, Keyham
 * 145 Noble Street, Miharo
 * 14 Aphrasia Street, Milton
 * 35 Noble Street, Noble Street Uniting Church
 * 50B Skene Street, Rannoch House
 * 61 Retreat Road, Sacred Heart Convent of Mercy and Sacred Heart College
 * 262 Latrobe Terrace, St Leonards
 * 140 Aphrasia Street, The Heights

Sport and recreation
Queens Park is also the home ground for the Newtown and Chilwell Cricket Club, the most successful team in the Geelong Cricket Association in terms of senior premierships won. The club uses both Stinton Oval (turf) and Shaw Oval (hard wicket). The Queens Park Sporting Complex is currently being refurbished by the City of Greater Geelong and will greatly improve both playing and social facilities for the club. Famous cricketers who have played for Newtown include Lindsay Hassett, Aaron Finch and Ian Redpath. Bob Merriman, the former Chairman of Cricket Australia, began his administrative career at Newtown and Chilwell Cricket Club.

The suburb is also home to the Geelong Amateur Football Club who also use Stinton Oval during the winter months. They play in the Bellarine Football League.

The suburb in conjunction with neighbouring area Chilwell has an Australian Rules football team competing in the Geelong Football League, as also does Saint Josephs.

Parks and open space
Queens Park, in a valley beside the Barwon River, is home to the picturesque 18 hole Queens Park Golf Course, located between Fyansford, Highton and Newtown. Newtown has several other important parks, including Balyang Sanctuary, Chilwell Gardens, Windmill Reserve, Fyans Park, Zillah Crawcour Park and Frier Reserve.

Education

Newtown is home to three major private secondary schools: Sacred Heart College (an all-girls school), St. Josephs College (an all-boys school) and The Geelong College (co-educational).

Notable people

 * John Campbell Ross, Australian supercentenarian

title: Newtown, Victoria


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Interstate 76 (Ohio–New Jersey)

Interstate 76 (I-76) is an east–west Interstate Highway in the Eastern United States. The highway runs approximately 435.66 mi from an interchange with I-71 west of Akron, Ohio, east to I-295 in Bellmawr, New Jersey. This route is not contiguous with I-76 in Colorado and Nebraska.

Just west of Youngstown, I-76 joins the Ohio Turnpike and heads around the south side of Youngstown. In Pennsylvania, I-76 runs across most of the state on the Pennsylvania Turnpike, passing near Pittsburgh and Harrisburg before leaving the turnpike at Valley Forge. At Valley Forge, I-76 becomes the Schuylkill Expressway, eventually enters Philadelphia, and then crosses the Walt Whitman Bridge into New Jersey. After only about 3 mi in New Jersey, I-76 reaches its eastern terminus, though the freeway continues south as Route 42.

Route description

 * OH
 * 81.65 mi
 * PA
 * 350.97 mi
 * NJ
 * 3.04 mi
 * Total
 * 435.66 mi
 * }
 * Total
 * 435.66 mi
 * }
 * }

Ohio
I-76 begins at exit 209 of I-71 in Westfield Township, approximately 6 mi east of Lodi, Ohio; U.S. Route 224 (US 224) continues west from the end of I-76. The interchange was previously a double trumpet but was reconstructed in 2010. Officially, I-76 begins at the beginning of the ramp from I-71 north; it merges with US 224 at mile 0.61. After passing through rural Medina County, I-76 enters Summit County and soon crosses State Route 21 (SR 21, old US 21), once the main north–south route through the area until I-77 replaced it, at a cloverleaf interchange. I-76 then passes through Wadsworth, Norton, and Barberton and then enters Akron; this section of road was built as US 224.

Soon after entering Akron, I-76 turns north onto the short Kenmore Expressway. US 224 leaves I-76 there and continues east with I-277 toward I-77. Shortly after heading north from the I-277 interchange, I-76 meets I-77 and again turns east, joining southbound I-77 south of downtown Akron on the West Expressway. A partial interchange provides access to SR 59 (the Innerbelt), and then I-76 crosses through the Central Interchange, where I-77 goes south (on the South Expressway) and SR 8 begins to the north (on the North Expressway); I-76 switches from the West Expressway to the East Expressway.

Leaving the Akron area, I-76 again heads through rural areas, crossing Portage County and entering Mahoning County. West of Youngstown, the freeway intersects the Ohio Turnpike and I-80 via a double trumpet interchange. I-76 joins the Ohio Turnpike heading southeast toward Pittsburgh while I-80 exits the Turnpike and continues east toward Youngstown. The Ohio Turnpike carries I-76 until the Pennsylvania border, where I-76 joins the Pennsylvania Turnpike.

Pennsylvania Turnpike
From the Ohio border, the Pennsylvania Turnpike carries I-76 into and across most of Pennsylvania, bypassing Youngstown, Ohio, to the south and Pittsburgh to the north. There is a free interchange with US 19 and I-79 near Wexford. At one point, I-76 used to begin in Pittsburgh on a route that was signed as I-376 around the 1970s. It intersects with this highway in Monroeville.

From New Stanton to Breezewood, I-76 is concurrent with I-70. In this section are the bypass (built in the 1960s) of the Laurel Hill Tunnel, then the still-in-use Allegheny Mountain Tunnel in a relatively unpopulated section of South Central Pennsylvania, and then an indirect connection with I-99 in Bedford. The highway also passes through the Somerset Wind Farm and is the closest Interstate Highway to the Flight 93 National Memorial in Shanksville.

At Breezewood, I-70 exits the turnpike (making use of a short stretch of the old alignment of the Pennsylvania Turnpike), while I-76 bypasses the Rays Hill and Sideling Hill tunnels along a new alignment built in the 1960s. The major features of this section are more mountains with the Tuscarora Mountain Tunnel and then a double tunnel (Kittatinny/Blue Mountain) prior to Pennsylvania Route 997 (PA 997) near Shippensburg. I-76 intersects I-81 (indirectly) in Carlisle then I-83 and I-283 near Harrisburg, bypassing Harrisburg to the south. The Susquehanna River Bridge is a six-lane bridge that was constructed in 2003 using precast segments that replaced an older bridge across the Susquehanna River. In Morgantown, I-176 provides a connection north to Reading. At Valley Forge, I-76 diverges toward Philadelphia, but the turnpike (as I-276) bypasses it to the north.

Schuylkill Expressway
At Valley Forge, northwest of Philadelphia, I-76 leaves the Pennsylvania Turnpike to run into Philadelphia on the Schuylkill Expressway (while the Pennsylvania Turnpike continues east as I-276). Immediately after exiting the turnpike, I-76 interchanges with the US 202 and US 422 freeways near King of Prussia. I-76 later crosses I-476 near Conshohocken and begins running along the southwest shore of the Schuylkill River. I-76 then enters the city/county limits of Philadelphia where interchanges provide access to US 1 (Roosevelt Expressway) and the Vine Street Expressway (I-676); the latter runs through Center City while I-76 bypasses to the south.

After the Grays Ferry Avenue exit near University City, I-76 crosses the Schuylkill Expressway Bridge to go toward the South Philadelphia Sports Complex near Lincoln Financial Field, Wells Fargo Center, and Citizens Bank Park.

The last interchange before the Walt Whitman Bridge over the Delaware River into New Jersey is with I-95. Some of the ramps involve traffic signals, as the ramps to I-95 were retrofitted into an existing interchange when I-95 was built, and the tollbooth for the bridge lies west of the crossing of the two roads.

New Jersey
Just after crossing the Delaware River on the Walt Whitman Bridge, I-76 turns south and becomes the North–South Freeway, which carries I-676 north to Downtown Camden; the unsigned Route 76C connector runs east to US 130 and Route 168. The exit numbers in New Jersey are backward, running from east to west. Though signed eastbound toward Atlantic City, the route ends near Gloucester City in western Camden County at an interchange with I-295.

From the exit for I-676 to the end, I-76 originally had local–express lanes in both directions; the barriers in both directions, however, have been removed due to rebuilding of the I-295, I-76, and Route 42 interchange. I-76 ends at an interchange with I-295 on the Mount Ephraim–Bellmawr town line. The road becomes Route 42, continuing south on the North–South Freeway and then feeding into the A.C. Expressway to Atlantic City. While the South Jersey Transportation Authority (which owns the A.C. Expressway) is not against the idea of making the freeway section of Route 42 and the A.C. Expressway an eastern extension of I-76, they feel that making the change without a compelling reason would only add to motorists' confusion in southern New Jersey.

History
The majority of I-76 along the Pennsylvania Turnpike includes the first long-distance rural freeway in the U.S.; the Ohio Turnpike and Schuylkill Expressway are also pre-Interstate freeways. By 1955, the section of that route from west of Youngstown to Center City, was included in the planned Interstate Highway System, as was present I-76 from west of Youngstown to Akron. (Some early plans called for a new freeway along SR 14 to the Pennsylvania state line; it is unclear when the proposed route was shifted to the turnpikes.)

In 1957, the route from Cleveland east to Harrisburg, running roughly along the SR 14 corridor in Ohio and the turnpike in Pennsylvania, was labeled I-80, and the rest of the route from Harrisburg to Philadelphia was assigned I-80S. (I-80N would have run from Harrisburg to New York City.) I-78 was assigned to a route from Norwalk, paralleling SR 18 through Akron to Youngstown and turning south there to end at the planned I-80.

The 1957 numbering, however, was drawn on a map from 1947, which did not include several changes that had been approved, specifically the Keystone Shortway across Pennsylvania. (The route in that corridor ran further north, along US 6, and was numbered I-84.) Thus, the final numbering, approved in 1958, assigned I-80 to the Norwalk–Youngstown route to reach the Keystone Shortway. The former alignment through Cleveland became I-80N; the turnpike was still not assigned a number from near Elyria (where I-80N and I-90 would split from it) to west of Youngstown. The route from west of Youngstown to Philadelphia was assigned I-80S, and extended east to I-295 in New Jersey when auxiliary Interstates were assigned in 1959. (The planned I-80N in Pennsylvania became I-78.) Initial spurs of I-80S were I-180 (now I-176), I-280 (now I-276), I-480 (now I-476), and I-680 (now I-676, though it swapped with I-76 in 1972).

I-80 was realigned in Ohio by 1962, largely taking over former I-80N, which ran through Cleveland, joining the turnpike southwest of Cleveland. However, while I-80N was planned to split from I-80 near Kent and run northwest to Cleveland along SR 14, the new alignment of I-80 used the turnpike between the crossing west of Youngstown and the crossing with SR 14 at Streetsboro. The former I-80 from near Youngstown west to Akron became part of I-80S, as did a new alignment (already built as US 224) from Akron west to I-71 east of Lodi; the rest of proposed I-80 west to near Norwalk (which would have crossed I-71 near Medina) was removed from the Interstate Highway System. I-80 was moved to the turnpike between Streetsboro and southwest of Cleveland c. 1971; the old route became I-480.

On April 16, 1963, due in part to the extension of I-79 south from Greater Pittsburgh, Pennsylvania proposed a partial renumbering. A new number, tentatively designated I-76, would run from Downtown Pittsburgh east on what was then I-70 (I-70S bypassed Pittsburgh to the south on what is now I-70) to the Pennsylvania Turnpike at Monroeville, and then east along the remainder of I-80S to I-295. I-80S would remain on the section of turnpikes from west of Youngstown to Monroeville. This was approved February 26, 1964, and included the renumbering of all I-X80 spurs to I-X76.

On June 29, 1970, a renumbering was approved in the Pittsburgh area, with the main effect being rerouting I-79 to bypass Pittsburgh to the west on the former I-279. I-279 was moved to the former I-79 north of downtown, and the former I-79 from downtown southwest to new I-79 became a western extension of I-76. (It was then that I-876 was designated for former I-479.) A realignment and extension of I-76 into Ohio, taking over the rest of I-80S to I-71 east of Lodi, was approved January 11, 1972. The former I-76 from Monroeville west into Downtown Pittsburgh became I-376, and I-279 was extended southwest from downtown along former I-76 to I-79. (I-876 was renumbered to I-579 then.) Signs in Ohio were changed September 1, 1972; the old I-80S signs remained for about a year.

On August 29, 1972, a swap of I-76 and I-676 in Philadelphia and Camden was approved. I-76 had been routed along the Vine Street Expressway and Ben Franklin Bridge (now I-676) through Center City, while I-676 used the Schuylkill Expressway and Walt Whitman Bridge to bypass downtown to the south. The switch was made because of delays in building the Vine Street Expressway, better interchange geometry at the splits, and that the Ben Franklin Bridge ends in city streets, rather than in expressway grade.

The renumbering of a Philadelphia Interstate to I-76 in the years leading up to the Bicentennial Celebration of the 1776 signing in Philadelphia of the Declaration of Independence gives rise to the question of the highway number being an intentional tribute to the spirit of 1776. U.S. Department of Transportation research into federal documentation of the I-76 renumbering found no evidence of this being intentional.

Exit list
In Ohio and Pennsylvania, the routes are composed mostly of turnpikes with the exceptions in east-central Ohio and the Delaware Valley. The exit numbers on the turnpike portions in Ohio follow the mileage markers for the Ohio Turnpike.

Auxiliary routes

 * I-176 runs north from I-76 at Morgantown, Pennsylvania, to US 422 outside of Reading, Pennsylvania.
 * I-276 runs east from I-76 at Valley Forge, Pennsylvania, along the Pennsylvania Turnpike to I-95 in Bristol Township, Pennsylvania.
 * I-376 runs west from I-76 at Monroeville, Pennsylvania, through Pittsburgh, Pennsylvania, becomes a toll road northwest of the airport, intersects I-76 again, and terminates at I-80 in Sharon, Pennsylvania.
 * I-476 begins at I-95 near Chester, Pennsylvania, and heads north, crossing I-76 near Conshohocken, Pennsylvania, and I-276 near Plymouth Meeting, Pennsylvania. From there it continues north on the Pennsylvania Turnpike Northeast Extension to I-81 at Clarks Summit, Pennsylvania, north of Scranton, Pennsylvania. I-476 is the longest auxiliary Interstate.
 * PA 576 is a planned, partially completed, southern bypass of Pittsburgh, Pennsylvania, though it could become I-576.
 * I-676 is a loop through Center City, Philadelphia, and Camden, New Jersey, crossing the Benjamin Franklin Bridge. It runs through several traffic signals in Philadelphia, Pennsylvania, in violation of Interstate Highway standards.
 * I-876 was the number for present I-579 in Pittsburgh, Pennsylvania, in the early 1970s.
 * Interstate 76 Alternate (I-76 Alt.) is an incident bypass route located in Summit County, Ohio, that runs along SR 21 and I-77 between Norton, Ohio, and Akron, Ohio.
 * Interstate 76 Connector (I-76 Conn.) is an unsigned business route located in Camden, New Jersey, that runs from the I-76 and I-676 interchange to Route 168. It interchanges US 130 before reaching its eastern terminus.

title: Interstate 76 (Ohio–New Jersey)


text:
Interstate 76 (Colorado–Nebraska)

Interstate 76 (I-76) is an east–west Interstate Highway in the Western United States that runs from I-70 in Arvada, Colorado – near Denver – to an interchange with I-80 near Big Springs, Nebraska. The highway measures 187.29 mi long, mostly situated in Colorado but approximately 3 mi of which is in Nebraska. Along the route, the highway runs concurrent with US 6, US 85 in the Denver metropolitan area, and US 34 from Wiggins to Fort Morgan. It has no auxiliary Interstates, but it has two business routes that are located in northeastern Colorado. This route is not connected with the other I-76 that spans from Ohio to New Jersey.

The section of I-76 from its western terminus at I-70 to the SH 71 interchange near Brush, Colorado is designated as part of the Heartland Expressway, a planned series of multi-lane highways connecting Denver and Rapid City, South Dakota.

Route description

 * CO
 * 184.14 mi
 * NE
 * 3.15 mi
 * Total
 * 187.29 mi
 * }
 * Total
 * 187.29 mi
 * }

Colorado
I-76 begins at an interchange with I-70 in Arvada. From I-70, the freeway heads east to an exit at State Highway 95 (SH 95), known as Sheridan Boulevard. The route heads northeastward across US 287, known as Federal Boulevard, to an interchange with I-25. Running roughly parallel to nearby Clear Creek, I-76 meets another interchange, with I-270 in North Washington, Colorado, where Clear Creek joins the South Platte River, which is crossed by I-76. After an interchange at SH 224, I-76 joins US 85 and US 6 at Brighton Boulevard. Past Derby, US 85 veers away from I-76 after 96th Avenue. The combined routes of US 6 and I-76 head northeastward, crossing SH 2 south, named Sable Boulevard, before meeting an exit at E-470, a toll road. Past E-470, the freeway exits the Denver metropolitan area.

Passing just west of Barr Lake, the freeway heads northeastward east of Brighton. Near Lochbuie, the freeway crosses SH 7, before crossing into Weld County. I-76 meets SH 52 in Hudson, the next city along the freeway. Past Hudson, the combined routes of US 6 and I-76 turn slightly eastward into Keenesburg, which is served by a business loop (I-76 Business [I-76 Bus]). I-76 then turns northeast and east into Roggen, where it meets County Road 73. The highway heads away from the farmland it was formerly running through and traverses a large grassland area. Just south of the Empire Reservoir, the freeway turns back east, crossing into Morgan County within circular fields. Heading east, I-76 heads into Wiggins, near which I-76 joins US 34. The three combined routes head east through farms. The freeway heads east toward Fort Morgan, spawning another business loop (I-76 Bus) that carries US 34 away from I-76. The freeway heads east into Fort Morgan, meeting SH 52, now running again near the South Platte River. Still running between the South Platte River to the north and its business loop to the south, I-76 heads just north of Brush, where it meets an interchange with SH 71. US 34 veers away from the business loop as I-76 turns back east, crossing over the business loop, which does not terminate at the freeway. I-76 Bus carries US 6 toward Hillrose. Bypassing that city, I-76 traverses northeast into Washington County, with farms to the north along the river and grasslands to the south. Passing the Prewitt Reservoir, the freeway heads into Logan County. Heading northeasterly, the route crosses SH 63, which serves Atwood. I-76 Bus then enters Sterling, which is near I-76. The business loops turns abruptly east within the city, carrying US 6. US 6 continues past the interchange with the business route.

I-76 continues parallel to the South Platte River, surrounded by farms to the northwest and plains to the southeast. Northwest of the river is US 138, which serves several towns bypassed by the freeway. I-76 has an exit at SH 55 which serves the town of Crook. With farms on the south part of the freeway as well, I-76 enters Sedgwick County, crossing SH 59 which heads to Sedgwick. The freeway then veers eastward before turning back northeast toward Julesburg. I-76 comes to an exit at US 385, which heads northwest to Julesburg. I-76 then heads northeast to the Nebraska state line.

Nebraska
In Nebraska, I-76 stretches just over 3 mi. It is signed as a north–south direction as opposed to the east–west designation in Colorado. Its entire route is located in Deuel County, parallel to the South Platte River and US 138. Its only interchange is at I-80, formerly numbered exit 102 based on I-80's mileage, now renumbered as exit 3 based on I-76's mileage.

History
Until 1974, both the segment of I-76 in Colorado and Nebraska and a portion of I-76 in Ohio, Pennsylvania, and New Jersey were signed as Interstate 80S (I-80S). In July 1974, the already-completed route, I-80S, was renumbered to I-76 in accordance with American Association of State Highway and Transportation Officials (AASHTO) policy to remove the letter suffixes from Interstate routes and to avoid the confusion of this route with I-80. This prompted the replacement of around 488 signs in eliminating I-80S. The number 76 has an association with 1876, the year Colorado was admitted as a state. Nebraska renumbered its existing Nebraska Highway 76 (N-76) to N-53 as a result.

I-76 was conceived in August 1958. The Colorado portion was planned and built first. In December 1969, the Nebraska Department of Roads (NDOR) worked together with the Colorado Department of Highways to open a 3 mi route connecting I-80 with the rest of I-80S in Colorado. The original western terminus of I-76 was at I-25, as planned. The western extension to I-70 was built in the late 1980s and early 1990s. By its completion in November 2002, the total cost was about $45.5 million (equivalent to $ in ).

In 1968, I-25 and US 85 were open to the general traffic to the Denver vicinity after all the structures located throughout the route were completed, as well as meeting the criteria of the Interstate standards. Structures connected several interchanges; each one connecting I-270, US 85, Dahlia Street, Washington Street, 74th Avenue, and York Street. The completion also included structures in which each cross the Burlington Canal, Platte River, and Union Pacific Railroad. By October 24, 1970, the route was open to traffic from Sedgwick to Julesburg, as well as the completion of the route, connecting from its western terminus of I-25 in Colorado to its eastern terminus at I-80 near Big Springs, Nebraska.

Beginning in 1990, 6 mi were planned and constructed west of I-25. By October 2002, all of I-76 was open, and the highway reached its current western terminus at I-70 in Arvada.

Keenesburg
Interstate 76 Business (I-76 Bus) is an unsigned business spur that connects Keenesburg, Colorado, in Weld County to the Interstate. Inventoried by the Colorado Department of Transportation (CDOT), the 0.5 mi route begins at the I-76 frontage road (County Road 398) within the town limits and heads north as Market Street. The route terminates north of I-76 exit 39.

Major intersections

Fort Morgan–Sterling
Interstate 76 Business (I-76 Bus) is a business route of I-76 serving Fort Morgan, Colorado, and adjacent areas to Sterling in Morgan and Logan counties. This 52.31 mi route is the longest continuously signed Interstate business loop in the system. It begins at exit 75 at I-76 west of Fort Morgan. The route overlaps US 34 and SH 52 heading east and becomes W Platte Avenue. After intersecting Sherman Street, SH 52 turns North on Main Street and the route becomes East Platte Avenue, only overlapping US 34. After crossing County Road 21, the route is only assigned as US 34. Entering Brush, the route becomes Edison Street and passes toward the south of town, remaining parallel with the Interstate. Intersecting Colorado Avenue, the route starts overlapping SH 71. SH 71 goes south after the route exits Brush. Then, I-76 Bus comes across a minor Y interchange and US 34 continues east while the business loop proceeds northeast. It interchanges with I-76 again at a partial cloverleaf interchange and starts overlapping US 6. It passes through unincorporated Camden and then enters Hillrose as Railway Street. It remains signed with US 6 after crossing County Road 3305. It remains almost parallel with the Interstate until it approaches the Prewitt Reservoir, where it turns north through Beta and into Merino, becoming Platte Street between Ram Avenue and Logan Avenue. The route continues northeast into Atwood and intersects SH 63, becoming Front Avenue toward 7th Street, remaining concurrent with US 6. The route then enters Sterling, becoming a one-way street between South 3rd Avenue and South Division Avenue, where the route becomes a two-lane road, turns north, and then becomes South 3rd Street. The route turns to the southeast at Chestnut Street and exits town. I-76 Bus meets I-76 and terminates there at a diamond interchange at exit 125, and US 6 continues east past the Interstate.

Major intersections

title: Interstate 76 (Colorado–Nebraska)


text:
Interstate 88 (New York)

Interstate 88 (I-88) is an Interstate Highway located entirely within the US state of New York. Nominally signed as an east–west road as it has an even number, it extends for 117.75 mi in a northeast–southwest direction from an interchange with I-81 north of the city of Binghamton to an interchange with the New York State Thruway (I-90) west of Schenectady. The freeway serves as an important connector route from the Capital District to Binghamton, Elmira (via New York State Route 17 or NY 17, I-86), and Scranton, Pennsylvania (via I-81). I-88 closely parallels NY 7, which was once the main route through the area.

I-88 was assigned in 1968, and construction of the highway began soon afterward. The first section of I-88 opened in the early 1970s, connecting two communities northeast of Binghamton. The last piece of the freeway was finished in 1989, linking the original segment to I-81 north of Binghamton. Early plans for I-88 called for the road to continue northeast to Troy; however, the east end of the route was moved to Schenectady in the early 1980s. A combined freeway/tollway in Illinois, though not contiguous, was also assigned the I-88 designation in 1987.

Binghamton to Oneonta
I-88 begins at an interchange with I-81 just north of Downtown Binghamton on the banks of the Chenango River. While both directions of I-81 are accessible from I-88 westbound, only one direction of I-81 (northbound) connects to I-88. The missing connection, I-81 south to I-88 east, is made via US Route 11 (US 11), NY 12, and NY 12A at I-81 exit 6. NY 12A then connects to I-88 at exit 2.

From I-81, I-88 heads east across the Chenango to Port Dickinson, where it merges with NY 7 (here also a limited-access highway) at exit 1. The two routes continue north, then east along the eastern bank of the Chenango River, where it meets NY 12A near Chenango Bridge. I-88 and NY 7 remain alongside the river to Port Crane, where the river begins to follow NY 369 (exit 3) northward. Outside of Port Crane, the expressway heads east to Sanitaria Springs. Here, NY 7 leaves the expressway at exit 4 and begins to parallel I-88, as it does for the remainder of I-88's routing. I-88 begins to climb a hill, with the eastbound lane having three lanes then soon meets Martin Hill Road (NY 992P) at exit 5.

I-88 continues east to Harpursville, connecting to NY 79 near the center of the community at exit 6. Shortly after meeting NY 79, I-88 reenters a river valley, this time that of the Susquehanna River. I-88 heads to the northeast, following the river and NY 7 to Afton where it has an interchange with NY 41 exit 7. It continues to Bainbridge where it meets NY 206 and then on to Sidney, where it meets NY 8, the primary north–south road through the village, at exit 9. From Sidney, I-88 progresses northeast through southern Otsego County. It passes Unadilla, accessed by exit 10, then connects to NY 357 at exit 11. The expressway continues and reaches exit 12 which connects to Otego via NY 911J. It continues northeastward before entering Oneonta. Within the city, I-88 interchanges with NY 205 ahead of exit 14 with Main Street, which is the former routing of NY 28. The next interchange I-88 intersects NY 23 and NY 28 joins the expressway, following I-88 out of the city.

Oneonta to Schenectady
Northeast of Oneonta, NY 28 leaves I-88 at exit 17 to follow the Susquehanna River northward toward Cooperstown. I-88, however, remains on a northeasterly track through rural eastern Otsego County. Upon crossing into Schoharie County, I-88 begins to follow an easterly routing as it heads toward Cobleskill. While NY 7 enters the village, I-88 passes south of it, connecting to the village via two exits with NY 7. East of Cobleskill, I-88 interchanges with NY 145. Howe Caverns, a regionally popular attraction, is located a short distance north of the exit. I-88 continues onward, skirting the northern edge of Schoharie before passing into Schenectady County.

Shortly after entering Schenectady County, I-88 meets US 20 east of Duanesburg. Past US 20, I-88 continues northeast, interchanging with NY 7 for one final time before ending at the New York State Thruway (I-90) in western Schenectady.

History
The 1956 National System of Interstate and Defense Highways Act did not include I-88. New York state officials pressed for addition of the route, and funding was included in the Federal-Aid Highway Act of 1968. Right-of-way acquisition started immediately afterward, and I-88 was added to the Interstate Highway System on December 13, 1968. As originally planned by the New York State Department of Transportation (NYSDOT), I-88 would begin at I-81 in Binghamton and follow the proposed Susquehanna Expressway to Schenectady, from where it would continue to US 4 in Troy over "Alternate Route 7", the limited-access alignment of NY 7 through the northern suburbs of Albany. This would have been accomplished by having I-88 meet the New York State Thruway at exit 25, where it would connect to I-890. I-88 would continue to Troy over I-890 and an upgraded NY 7.

In the early 1980s, the proposed connection with I-890 was scrapped in favor of a connection located to the west of exit 25 in Rotterdam. The extension to Troy was also eventually shelved, and thus the planned connections to the Adirondack Northway (I-87) and the toll-free part of I-90 between Thruway exit 24 and exit B1 on the Berkshire Connector were never built. As a result, the Thruway tolls are waived for all traffic that enters at exit 25A and heads west to exit 26 (I-890) or east to either exit 25 or 24 (I-890 or I-87/I-90, respectively).

The first section of I-88 to open was the piece between Chenango Bridge (exit 2) and Sanitaria Springs (exit 4), which opened in the early 1970s. A second piece near Oneonta between exits 13 and 15 was opened to traffic c. 1974. Construction progressed southwestward from Oneonta, with the freeway reaching Nineveh (exit 6) by 1977. The gap between Sanitaria Springs and Nineveh was filled by 1981. The focus then moved to the section of the expressway between Oneonta and Schenectady, which was completed from Oneonta to Duanesburg (exit 24) by 1981. The Duanesburg–Schenectady leg of I-88 was opened to traffic by 1985. In 1989, construction concluded on I-88 with the opening of the final portion of I-88 between I-81 in Chenango and NY 7 in Chenango Bridge.

In 1999 NYSDOT, the Federal Highway Administration (FHWA) and the New York State Thruway Authority (NYSTA) discussed redesignating the Berkshire Connector as I-90 and redesignating the nontoll part of I-90 from Thruway exit 24 to exit B1 on the Berkshire Connector as I-88. The section of the Thruway between exits 25 and 24 would then be codesignated as I-90 and I-88. This was never implemented.

2006 flood
As a result of the June 2006 flooding in Upstate New York and Northeastern Pennsylvania, Carrs Creek washed out a 50 ft section of I-88 southwest of Unadilla on June 28. Around 6:20 am, two trucks from different directions drove into the chasm, apparently unaware of it, killing both drivers. David Swingle, 42, of Waverly, who was driving eastbound, was identified shortly after the accident. The westbound trucker was Patrick O'Connell, 55, of Lisbon, Maine. His body was found downstream several days after the water receded.

NYSDOT started construction to replace the section of highway almost immediately, and it was reopened August 31. Families of both victims planned to sue the state of New York for the incidents.

title: Interstate 88 (New York)


text:
Interstate 88 (Illinois)

Interstate 88 (I-88) is an Interstate Highway in the US state of Illinois that runs from an interchange with I-80 near Silvis and Moline to an interchange with I-290 and I-294 in Hillside, near Chicago. I-88 is 140.60 mi long. This route is not contiguous with I-88 in New York. Since 2010, most of I-88 has been part of the Chicago–Kansas City Expressway. The highway also runs through the cities of Aurora, Naperville, DeKalb, and Dixon. East of Rock Falls, the route is a part of the Illinois Tollway system.

Route description
I-88 runs concurrently with Illinois Route 110 (IL 110) and its speed limit is 70 mph west of IL 47. East of this point, the speed limit is 65 mph to the Aurora toll plaza, and 60 mph for the rest of its route.

East Moline to Rock Falls
Starting at I-80 at a cloverleaf interchange, IL 5 ends there while IL 92 continues eastward. I-88 begins at that interchange and then traverses eastward. Immediately east of the cloverleaf, I-88, IL 92, and IL 110 meet a road at a diamond interchange. This road used to be part of IL 2 and IL 92. They then traverse eastward until IL 92 branches off east near Joslin. The freeway then meets the next two local roads, each having a diamond interchange. One of the interchanges serves Hillsdale while the other one serves Erie. The two routes then meet IL 78 near Lyndon. Near Como, they then meet US 30 at a trumpet interchange. South of Rock Falls, they then meet IL 40 at a diamond interchange. East of Yeoward Addition, they again meet U.S. Route 30 (US 30) at a diamond interchange.

Rock Falls to Aurora
After US 30, I-88/IL 110 becomes an ISTHA-maintained tollway. However, at the IL 26 interchange, there are no tolls present on each ramp. Beyond that, the tollway crosses under US 52 without direct access. Then, the tollway crosses through its first mainline toll plaza. Further east, they meet IL 251 (at a diamond interchange) and I-39/US 51 (at a cloverleaf interchange) at Rochelle. From then on, they meet another mainline toll plaza. In DeKalb, they meet Annie Glidden Road at a trumpet interchange, then cross over IL 23 without direct access, serve DeKalb Oasis, and meet Peace Road at a four-ramp parclo. South of Nottingham Woods, they meet IL 47 at a five-ramp parclo with two ramps. Further east, IL 56 enters eastward on the tollway. They then meet Orchard Road at a four-ramp parclo. Then, IL 56 leaves the freeway at the IL 31 interchange.

Aurora to Hillside
Across the Fox River, I-88/IL 110 meet another toll plaza. Then, the tollway meets Farnsworth Avenue at a six-ramp parclo near the Chicago Premium Outlets, Eola Road, IL 59 at a diverging diamond interchange, Winfield Road at a diamond interchange, Naperville Road at a mix of partial interchanges, and IL 53 at an incomplete parclo. Beyond that, they meet I-355 at a mix of interchanges. At Highland Avenue interchange, all but the westbound onramp are present. The other one enters I-88 westbound from Downers Drive. After that, the eastbound tollway meets another mainline toll plaza. After that, I-88 and IL 110 then meet Midwest Road at a two-ramp incomplete parclo (no westbound on/offramp), then IL 83 at a three-ramp incomplete parclo, 22nd Street at a right-in/right-out (no eastbound on/offramp), another mainline toll plaza for westbound traffic, and I-294/IL 38. Beyond I-294/IL 38, the tollway briefly becomes a free road before I-88 ends at I-290. At that point, IL 110 continues east via I-290 all the way toward the Jane Byrne Interchange.

History
Prior to its designation as an Interstate Highway, the route was known as IL 5 and, before that, IL 190.

In 1975, IL 5 was extended westward to Rock Falls. Back then, only a small portion south of Rock Falls was free. At that point, there were two proposed freeways connecting each individual cities, FAP 402 (a proposed freeway to Clinton, Iowa) and FAP 403 (another proposed freeway to East Moline). However, only FAP 403 was being built. By 1979, IL 5 finished completing the FAP 403 freeway.

The reason for I-88's original designation and continued existence as an Interstate has to do with a technicality in the old National Maximum Speed Law (NMSL). Originally passed in 1973, the NMSL was amended in 1987 to permit 65 mph speed limits on rural stretches of Interstate Highways only. Even though IL 5 was fully up to Interstate Highway standards, it still had to carry a 55 mph limit because of this wording in NMSL. The Illinois Department of Transportation (IDOT) and Illinois State Toll Highway Authority (ISTHA) petitioned the American Association of State Highway and Transportation Officials (AASHTO) to redesignate IL 5 as an Interstate, and, in 1987, AASHTO approved the request and assigned the I-88 numbering to the highway. The NMSL would be completely repealed only eight years later in 1995, but the I-88 shields remain to this day, even though Chicago–Kansas City Expressway (IL 110) markers are being posted throughout the entire length of I-88, since it is now part of the Chicago to Kansas City Expressway project, bannered with special "CKC" logos.

Ronald Reagan Memorial Tollway
The Ronald Reagan Memorial Tollway, originally known as the East-West Tollway, is a toll road in northern Illinois.

Opened November 21, 1958, it was initially designated as US Route 30 Toll (US 30 Toll), and later IL 190. The original routing extended from the I-294 interchange near Hillside to IL 47 near Sugar Grove. IL 56 was overlapped on the East-West Tollway between North Aurora and Sugar Grove in 1965.

When the East-West Tollway was extended to Dixon in the 1970s, the IL 190 numbering was removed from the stretch between Aurora and Sugar Grove, making that section strictly IL 56. Once complete, the new routing of the combined tollway and freeway between I-80 near the Quad Cities and I-294 became designated as IL 5. In the late 1980s, it was renumbered I-88.

Officially, the tollway portion begins in Rock Falls, starting at the intersection with US 30 at milemarker 44, although the first toll plaza does not appear until after the IL 26 interchange in Dixon, making the section between US 30 and IL 26 technically a freeway. It continues as a tollway until its terminus in Hillside, although there is a free section between exit 76 (IL 251) and exit 78 (I-39). West of US 30 to I-80, I-88 is a freeway. The tollway portion is 96 mi long.

After the death of Illinois native and former President Ronald Reagan in 2004, ISTHA voted to rename the toll roadway "Ronald Reagan Memorial Tollway" in his memory, as it passes near his birthplace of Tampico and grazes the south outskirts of his boyhood hometown of Dixon. The tollway portion of I-88 was previously known as the "East–West Tollway" and is still displayed as such on some signs near Chicago.

There is no direct off-ramp access to US 52, IL 23, IL 25, and IL 83 (northbound). In addition, I-88 merges with IL 56 for a short distance.

Although a federal law, 23 U.S.C. § 111, prohibits the operation of commercial rest areas constructed after January 1, 1960, on Interstate Highways, the DeKalb oasis was constructed at milepost 93 in 1975, prior to the route's designation as I-88, and remains in operation.

From 2005 lasting through 2012, ISTHA reconstructed and widened much of the original portion of I-88, between York Road and IL 56. Approximately $991.6 million (equivalent to $ in ) was budgeted for I-88 over that period. Between 2005 and 2009, I-88 was reconstructed and widened to four lanes in each direction between IL 59 and York Road, with work progressing gradually from west to east. The project included a reconstruction and reconfiguration of the Naperville Road interchange. Between IL 56 and the Aurora Toll Plaza, I-88 was reconstructed and widened to three lanes in each direction, including the reconstruction of the IL 31 interchange and new bridges over the Fox River.

title: Interstate 88 (Illinois)