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Lord Lieutenant of Durham

This is a list of people who have served as Lord Lieutenant of Durham.

Lord lieutenants

 * Henry Neville, 5th Earl of Westmorland 1552–?
 * Henry Hastings, 3rd Earl of Huntingdon 2 August 1586 – 1595
 * vacant
 * Robert Carr, 1st Earl of Somerset 4 February 1615 – 20 November 1617
 * Richard Neile, Bishop of Durham 20 November 1617 – 10 December 1627
 * vacant
 * John Howson, Bishop of Durham 13 October 1628 – 6 February 1632
 * Thomas Morton, Bishop of Durham 30 July 1632 – 1642
 * Sir Henry Vane 1642 (Parliamentary)
 * Interregnum
 * Thomas Belasyse, 2nd Viscount Fauconberg 27 July 1660 – 1661
 * John Cosin 13 September 1661 – 15 January 1672
 * In commission 18 April 1672 – 19 November 1674
 * Charles Howard, 1st Earl of Carlisle
 * William Widdrington, 2nd Baron Widdrington
 * Edward Villiers
 * Sir Christopher Conyers, 2nd Baronet
 * Sir Ralph Cole, 2nd Baronet
 * Sir Gilbert Gerard, 1st Baronet
 * Sir George Vane
 * Sir James Clavering, 1st Baronet
 * Henry Lambton
 * John Tempest
 * William Blakeston
 * Cuthbert Carre
 * Ralph Davison
 * Sir Francis Bowes
 * Nathaniel Crew, 3rd Baron Crew, Bishop of Durham 19 November 1674 – 1689
 * Richard Lumley, 1st Earl of Scarbrough 27 February 1690 – 1712
 * Nathaniel Crew, 3rd Baron Crew, Bishop of Durham 8 May 1712 – 1714
 * Richard Lumley, 1st Earl of Scarbrough 16 December 1714 – 17 December 1721
 * William Talbot, Bishop of Durham 10 January 1722 – 10 October 1730
 * Edward Chandler, Bishop of Durham 11 December 1730 – 20 July 1750
 * vacant
 * Henry Vane, 1st Earl of Darlington 21 March 1753 – 6 March 1758
 * Henry Vane, 2nd Earl of Darlington 11 July 1758 – 8 September 1792
 * William Vane, 1st Duke of Cleveland 26 November 1792 – 29 January 1842
 * Charles William Vane, 3rd Marquess of Londonderry 7 April 1842 – 6 March 1854
 * George Lambton, 2nd Earl of Durham 31 March 1854 – 27 November 1879
 * George Vane-Tempest, 5th Marquess of Londonderry 15 January 1880 – 6 November 1884
 * John Lambton, 3rd Earl of Durham 2 December 1884 – 18 September 1928
 * Charles Stewart Henry Vane-Tempest-Stewart, 7th Marquess of Londonderry 14 June 1928 – 1949
 * John Lawson, 1st Baron Lawson 28 April 1949 – 1958
 * Christopher Vane, 10th Baron Barnard 20 October 1958 – 19 October 1964
 * Sir James Fitzjames Duff 18 February 1964 – 24 April 1970
 * John Vane, 11th Baron Barnard 1 October 1970 – 21 April 1988
 * David James Grant 21 April 1988 – 30 January 1997
 * Sir Paul Nicholson 30 January 1997 – 7 March 2013
 * Susan Snowdon 8 March 2013 – present

Deputy lieutenants
A deputy lieutenant of Durham is commissioned by the Lord Lieutenant of Durham. Deputy lieutenants support the work of the lord-lieutenant. There can be several deputy lieutenants at any time, depending on the population of the county. Their appointment does not terminate with the changing of the lord-lieutenant, but they usually retire at age 75.

19th century

 * 11 April 1831: John Pratt
 * 11 April 1831: Leonard Raisbeck
 * 11 April 1831: Robert Appleby
 * 11 April 1831: William Hodgson
 * 11 April 1831: John Fawcett
 * 11 April 1831: William Mills
 * 11 April 1831: Thomas Greenwell
 * 11 April 1831: George Townshend Fox
 * 14 March 1848: Robert Duncombe Shafto

21st century

 * 18 June 2015: Dr Jon Levick
 * 18 June 2015: Dame Maura Regan
 * 18 June 2015: Derek Winter
 * 18 June 2015: Lady Sarah Nicholson

title: Lord Lieutenant of Durham


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Tempoyak

Tempoyak (Jawi: تمڤويق), asam durian or pekasam is a Malay condiment made from fermented durian. It is usually consumed by the ethnic Malays in Maritime Southeast Asia, notably in Indonesia and Malaysia. Tempoyak is made by crushing durian flesh and mixing it with some salt and kept in room temperature from three to seven days for fermentation. Tempoyaks are usually made during the durian season, when the abundance of durian and excess production are made into fermented tempoyak.

Tempoyak is not normally consumed solely, it is usually eaten as condiment or as an ingredient for cooking; such as cooked with coconut milk curry as gulai tempoyak ikan patin (pangasius fish tempoyak curry), or mixed with spicy chili pepper as sambal tempoyak.

Fermentation
In the Malay Archipelago, fermented durian is known by many names. It is commonly known as tempoyak in the Malay Peninsula, Borneo, and Southern Sumatra region (South Sumatra, Jambi, Bengkulu and Lampung provinces). It is known as pekasam in Aceh and asam durian in the Minangkabau region of West Sumatra. The word asam which translates to "sour" describes its fermentation process.

Tempoyak is made by crushing the flesh of durian and mixing it with salt or sugar. It is kept at room temperature (28–34°C) and left to ferment for three to seven days, under anaerobic conditions (obtained closing the container lid). The bacteria involved in the fermentation process can vary depending on many factors such as durian variety, fermentation conditions and indigenous microorganisms in the environment. One study reported a progressive succession of different native lactic acid bacteria during the fermentation process, with Lactobacillus mesenteroides and Fructobacillus durionis being prominent in the early phases, with the latter remaining dominant throughout the fermentation. Another author found that predominant strains are: Weissella paramesenteroides, Enterococcus faecalis, Enterococcus gallinarum, Lactobacillus plantarum, Lactobacillus brevis, Lactobacillus fermentum, Lactobacillus mali, Lactobacillus mesenteroides, Lactobacillus casei and Pediococcus acidilactici. These lactic acid bacteria inhibit the growth of harmful decomposing bacteria, such as Escherichia coli, which in turn preserves the durian flesh. Besides its functions as a food preservative, fermented tempoyak also serves as a natural food flavoring. The addition of tempoyak into chili paste and curry can add a distinct aroma and savoury flavour to the dish.

History
Just like many fermented food products in the region (e.g. belacan, pekasam, cincalok, budu, and tapai), tempoyak was probably discovered unintentionally; from the excessive unconsumed durian and thus left fermented, during the abundance of durian season in the region.

Tempoyak is mentioned in Hikayat Abdullah as a staple food for the people of Terengganu. When Abdullah Abdul Kadir visit Terengganu around the year 1836, he said that one of the favorite food of the local resident is Tempoyak. Based on Hikayat Abdullah, tempoyak is a food special to the ethnic Malays, and a speciality of the states of the east coast of the Malay Peninsula. Temerloh in Pahang, Malaysia is known as the capital for ikan patin because of its fish farms and also its restaurants offering savoury ikan patin masak tempoyak (silver catfish cooked in fermented durian gravy).

In Indonesia, tempoyak is exceptionally popular in Southern Sumatra, especially in Palembang, where tempoyak ikan patin (pangasius fish in tempoyak sauce), and brengkes tempoyak (tempoyak fish in banana leaf package) is a popular local specialty.

Indonesia
In Indonesia, tempoyak is especially popular in Palembang, and also in other cities and provinces in Sumatra such as Riau, Jambi, Bengkulu, Lampung and also Pontianak in Kalimantan.

In Palembang, the dish tempoyak ikan patin (Pangasius catfish in tempoyak sauce) and brengkes (pepes) tempoyak are well known, which is a steamed fermented durian paste in banana leaf container, usually mixed with patin (Pangasius fish) as brengkes ikan patin tempoyak. A spicy condiment called sambal tempoyak is made from the mixture of fermented durian, ground belacan (shrimp paste) and chili pepper.

In Lampung, tempoyak is made as sambal seruit tempoyak. Seruit is shredded fried freshwater fishes, such as patin (Pangasius), baung (Hemibagrus), lais (Kryptopterus), belida (Giant featherback) or mas (carp), mixed with ground chili pepper, tomato, shallot, shrimp paste, lime juice, young unripe mango, salt and tempoyak.

In Pontianak and Bengkulu, tempoyak is usually served as spicy condiment as sambal tempoyak, mixed with red chili pepper, fresh shrimp or teri (anchovy) and petai (green stinky bean).

Malaysia
In Malaysia, tempoyak is specifically popular in the state of Pahang and Perak, yet it is also can be found elsewhere, from Kuala Lumpur to Sarawak. In Malaysia, tempoyak is an essential ingredient for gulai tempoyak ikan patin (pangasius fish tempoyak curry) and for cooking soup with tang hoon or glass noodles. Temerloh in Pahang is known for farmed ikan patin (Shark catfish ) mostly the Swai a fish known for a popular traditional dish, patin masak tempoyak (cooked with fermented durian), and another local favorites such as pais patin (grilled with tempoyak) and deep-fried with chilies.

In Sarawak, tempoyak is available in the marketplace. The taste is said to be sour and salty with a lot of nutty, durian flavours.

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

title: Tempoyak


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Mauléon

Mauléon is the name or part of the name of several communes in France:

 * Mauléon, Deux-Sèvres, in the Deux-Sèvres department
 * Mauléon Aerodrome
 * Mauléon-d'Armagnac, in the Gers department
 * Mauléon-Barousse, in the Hautes-Pyrenees department
 * Mauléon-Licharre, in the Pyrénées-Atlantiques department
 * Le Bâtard de Mauléon, French novel by Alexandre Dumas.

title: Mauléon


text: User talk:70.50.0.101

title: User talk:70.50.0.101


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Meroplankton

Meroplankton are a wide variety of aquatic organisms which have both planktonic and benthic stages in their life cycles. Much of the meroplankton consists of larval stages of larger organism. Meroplankton can be contrasted with holoplankton, which are planktonic organisms that stay in the pelagic zone as plankton throughout their entire life cycle.

After a period of time in the plankton, many meroplankton graduate to the nekton or adopt a benthic (often sessile) lifestyle on the seafloor. The larval stages of benthic invertebrates make up a significant proportion of planktonic communities. The planktonic larval stage is particularly crucial to many benthic invertebrate in order to disperse their young. Depending on the particular species and the environmental conditions, larval or juvenile-stage meroplankton may remain in the pelagic zone for durations ranging from hour to months.

Not all meroplankton are larvae or juvenile stages of larger organisms. Many dinoflagellates are meroplanktonic, undergoing a seasonal cycle of encystment and dormancy in the benthic zone followed by excystment and reproduction in the pelagic zone before returning to the benthic zone once more. There also exist meroplanktonic diatoms; these have a seasonal resting phase below the photic zone and can be found commonly amongst the benthos of lakes and coastal zones.

Spatial distribution

Meroplankton species composition depends on spatial distribution and reproductive habits of adults in a given area. Biotic and abiotic factors such as tidal and lunar cycles and availability of food determine adult spawning schedules, in turn, determining subsequent meroplankton populations. Behavioural factors, such as predator avoidance are also important. Freshwater inputs play a key role in meroplankton species composition in estuarine environments. Effects of tides contribute greatly to meroplankton species distribution. One study conducted in a Patagonian Fjord found that species composition of the meroplankton community depended on the seasonally varying input levels from the Baker river as well as vertical and horizontal stratification of the water column. Events such as wind driven upwelling and downwelling also affect meroplankton species distribution. Most species are swept in the direction of the flow of water, either off shore during an upwelling or near shore during a downwelling. Some species, such as bivalve larvae, have the ability to maintain their nearshore position during these events.

The distribution of meroplankton is also highly seasonal. Many meroplankton have short residence times in the pelagic zone which follow seasonal reproduction patterns. The timing of meroplankton population rises can be used as a proxy to estimate the timing of seasonal reproduction of the species in question.

Dispersal
Survival rate of Meroplankton is critical to successful development of adult organisms. One factor which often determines meroplankton survival is larval dispersal. Most species within the meroplankton community rely on ocean currents for dispersal. Currents play a key role in delivering larval organisms to specific settlement locations, where they are able to transition and mature into adult forms. Organisms which do not make it to the right settlement site are unlikely to complete their lifecycle.

Food availability
A major factor affecting meroplankton survival is food availability. While some larval or juvenile stage organisms are lecitotrophic, many members of the meroplankton community are heterotrophic. In order to ensure that larvae have sufficient sources of nutrition, many species coordinate larval release with times of algal blooms. This synchronicity between release of larvae and algal blooms often leads to meroplankton making up the largest percentage of the planktonic community during such reproductive periods. It has been demonstrated that certain species are able to commence spawning as they come into contact with phytoplankton cells. These species store embryos in the mantle cavity until they detect algal blooms. This adaptation allows for better larval survival.

Diversity and abundance
Meroplankton diversity and abundance are affected by many factors. Seasonal and spatial variations are among some of the main causes of such variability. A study which was conducted in Dunkellin Estuary, determined that spawning times of many species are timed to maximise food availability at a particular time of year, while minimising presence of other species which exploit the same food source Diversity and abundance are depth dependent qualities. Generally, shallow coastal waters contain far greater numbers of meroplankton than deep, open ocean waters. Most abundant regions occur at depths between 0 and 200 meters of the water column, where light penetration is highest. Availability of sunlight allows for proliferation of phytoplankton, which serves as one of the major food sources for meroplankton. Deep oceanic waters show significantly lower abundance than shelf regions, due to poor light penetration.

Effects of pollution
Water and benthos pollution from industrial sources has been demonstrated to have varying effects on biological diversity and survival potential of meroplankton. One study conducted in the Vostok Bay region in Russia, demonstrated that even in the presence of industrial pollutants, most species of meroplankton were able to proliferate almost unaffected. The authors of this study attribute these findings to the fact that meroplankton are transported by ocean currents generally from cleaner open waters inshore. Furthermore, the same study also concluded that even in heavily polluted areas, meroplankton populations were able to reestablish if pollution was brought under control and sufficient time was allowed to pass. However, the rate of recolonization was demonstrated to be notably slow, on average taking about 10 years before the abundance and diversity of meroplankton returned to its original levels. This is in part due to the slow nature of detoxification of benthic sediments, which retain much of the heavy metal pollution.

Meroplankton and climate change
A study conducted in the North Sea between 1958-2005, collected samples of meroplankton using a CPR survey. These samples consisted of larval echinoderms, decapods, bivalves, cirripedes, and ectoprocts. Meroplankton abundance as well as PCI levels (amount of chlorophyll in each sample in relation to sea surface temperature) were examined. Researchers concluded that echinoderm larvae increased in abundance throughout the study, with the largest increase occurring in the Northern and Central regions. Decapod larvae were found to increase in abundance as well, and were found to appear earlier in the year. Bivalve larvae showed an overall decline in abundance. It was also concluded that PCI levels increased throughout the study, particularly during the summer months. It was determined that climate, particularly sea surface temperature, drives meroplankton abundance. Warmer sea surface temperature shortens developmental time of the larvae, increasing their survival rate.

title: Meroplankton


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Hastings line

The Hastings line is a secondary railway line in Kent and East Sussex, England, linking Hastings with the main town of Tunbridge Wells, and London via Tonbridge and Sevenoaks. Although primarily carrying passengers, the railway also serves a gypsum mine which is a source of freight traffic. Southeastern Trains operates passenger trains on the line, and it is one of their busiest lines.

The railway was constructed by the South Eastern Railway in the early 1850s across the difficult terrain of the High Weald. Supervision of the building of the line was lax, enabling contractors to skimp on the lining of the tunnels. These deficiencies showed up after the railway had opened. Rectifications led to a restricted loading gauge along the line, requiring the use of dedicated rolling stock.

Served by steam locomotives from opening until the late 1950s, passenger services were then taken over by a fleet of diesel-electric multiple units built to the line's loading gauge. Diesel locomotives handled freight, also built to fit the loading gauge. The diesel-electric multiple units served on the line until 1986, when the line was electrified and the most severely affected tunnels were reduced from double track to single.

Background
The South Eastern Railway (SER) completed its main line from London to Dover, Kent in 1844, branching off the rival London, Brighton and South Coast Railway's (LBSC) line at Redhill. Construction of a single line branch from Tunbridge (modern spelling "Tonbridge") to Tunbridge Wells, a fashionable town where a chalybeate spring had been discovered in 1606, began in July 1844. At the time, Parliament had not given assent for the railway. The Act of Parliament enabling the construction of the line had its first reading in the House of Commons on 28April 1845. The bill completed its passage through the House of Commons and the House of Lords on 28July,    following which Royal Assent was granted on 31July by Queen Victoria.

The engineer in charge of the construction was Peter W. Barlow and the contractors were Messrs. Hoof & Son. In April 1845 the SER decided that the branch would be double track. A 410 yd tunnel was required 44 ch after leaving Tunbridge. This was named "Somerhill Tunnel" after the nearby mansion. A mile and 54 chains (2.70 km) after leaving Somerhill Tunnel, a 270 yd viaduct was required. Southborough Viaduct stands 40 ft high and has 26 arches. A temporary station was built at Tunbridge Wells as the 823 yd Wells Tunnel was still under construction. It was 4 mi from Tunbridge. The temporary station subsequently became a goods station. The first train, comprising four locomotives and 26 carriages, arrived at Tunbridge Wells on 19September. Trains from Tunbridge had to reverse before starting the climb to Somerhill Tunnel, as there was no facing junction at Tunbridge. This situation was to remain until 1857, when a direct link was built at a cost of £5,700. The old link remained in use until c. 1913.

The SER was granted permission to build a line from Ashford in Kent to St Leonards, East Sussex in 1845. The LBSC reached St Leonards from Lewes the following year. This gave the LBSC a shorter route to Hastings than the SERs route, then still under construction. The SER sought permission to extend their branch from Tunbridge Wells across the High Weald to reach Hastings. Authorisation for the construction of a 25 mi line to Hastings was obtained on 18June 1846, Parliament deemed the line between Ashford and St Leonards to be of military strategic importance. Therefore, they stipulated that this line was to be completed before any extension was built from Tunbridge Wells. The extension into Tunbridge Wells opened on 25November 1846 without any public ceremony. In 1847, the SER unsuccessfully challenged the condition that the line between Ashford and St Leonards be completed first. That line was opened in 1851, passing through Hastings and making an end-on junction with the LBSC line from Lewes.

Construction
The Hastings line is built over the difficult, forested, and hilly terrain across the High Weald and sandstone Hastings Beds, necessitating the construction of eight tunnels between Tonbridge and the south coast seaside resort of Hastings. The SER was anxious to construct the line as economically as possible, since it was in competition with the LBSC to obtain entry into Hastings and was not in a strong financial position in the mid-1840s.

The construction of the line between Tunbridge Wells and Robertsbridge was contracted to Messrs. Hoof & Wyths, subcontracted to Messrs. H. Warden. By March 1851, the trackbed had been constructed as far as Whatlington, East Sussex, a distance of 19 mi. All tunnels had been completed and a single line of railway had been laid for a distance of 10 mi from Tunbridge Wells. When the 15 mi section from Tunbridge Wells to Robertsbridge opened on 1September, a single line of track extended a further 4 mi to Whatlington. On the 6 mi section between Whatlington and St Leonards, 750000 cuyd out of 827000 cuyd had been excavated. Construction of the line between Tunbridge Wells and Bopeep Junction cost in excess of £500,000.

Deficiencies in the construction of the tunnels
Supervision of the construction was lax, which enabled the contractors to skimp on the lining of the tunnels. This manifested itself in March 1855 when part of the brickwork of Mountfield Tunnel collapsed. An inspection of Grove Hill, Strawberry Hill and Wells tunnels revealed that they too had been constructed with too few layers of bricks. Grove Hill Tunnel had been built with just a single ring of bricks and no filling above the crown of the brickwork. The SER took the contractors to court and were awarded £3,500 in damages. However, rectifying the situation cost the company £4,700. Although the contractors had charged for six rings of bricks, they had only used four. Due to the cost of reboring the tunnels, this had to be rectified by the addition of a further two rings of brickwork, reducing the width of the tunnels by 18 in. The result of this was that the loading gauge on the line was restricted, and special rolling stock had to be built, later becoming known as Restriction 0 rolling stock. This problem would affect the line until 1986.

Wadhurst Tunnel collapsed in 1862 and it was discovered by the SER that the same situation existed there too. Rectification cost £10,231. By 1877, only one train was permitted in Bopeep Tunnel at a time. The tunnel was partly widened in 1934–35. In November 1949, serious defects were discovered in the tunnel. Single-line working was put in place on 19November, but the tunnel had to be closed completely a week later. The tunnel was partially relined with cast iron segments. It reopened to traffic on 5June 1950. Mountfield Tunnel was underpinned in 1938–39, remaining open with single-line working in operation. It partially collapsed on 17November 1974, resulting in single-line working until 31January 1975. The line was then closed until 17March whilst the track was singled through the tunnel.

Openings
The line was opened by the SER in three main stages: Tunbridge–Tunbridge Wells, Tunbridge Wells–Robertsbridge and Robertsbridge–Bopeep Junction. A temporary station was opened at Tunbridge Wells on 19September 1845 while Wells Tunnel was completed. The temporary station later became the goods depot. Tunbridge Wells (later Tunbridge Wells Central) station opened on 25November 1846. The Tunbridge Wells–Robertsbridge section opened on 1 September 1851, with the Robertsbridge–Battle section opening on 1 January 1852. The Battle–Bopeep Junction section opened on 1 February 1852.

Description of the route
The line climbs steeply out of the Medway Valley at gradients of between 1 in 47 and 1 in 300 to a summit south of Tunbridge Wells, the line undulates as far as Wadhurst at gradients between 1 in 80 and 1 in 155 before descending into the Rother Valley, which it follows as far as Robertsbridge at gradients between 1 in 48 and 1 in 485. The line then climbs at gradients between 1 in 86 and 1 in 170 before a dip where it crosses the River Brede. This is followed by a climb to Battle with gradients between 1 in 100 and 1 in 227 before the line falls to Hastings at gradients of between 1 in 100 and 1 in 945.

Bopeep Junction is the junction of the Hastings line with the East Coastway line. It lies east of Bopeep Tunnel. There is a pub in Bulverhythe called The Bo Peep. The name was a nickname for Customs and Excise men.

Tunnels
There are eight tunnels between Tonbridge and Hastings. In order from north to south they are:

Stations
The original stations on the Tunbridge Wells to Hastings section of the line are mostly in the Gothic or Italianate styles. These were designed by William Tress. Frant, Wadhurst, Witherenden, Etchingham and Robertsbridge stations opened on 1September 1851. Other station openings are detailed below. Stations are listed under their original names.

Tunbridge station opened in May 1842. Following the opening of the branch to Tunbridge Wells in 1845, it was renamed to Tunbridge Junction in January 1852, then Tonbridge Junction in 1893, and to its current name in July 1929. The original station stood to the east of the road bridge, whereas the current station, opened in 1864, stands to the west. Trains leaving Tonbridge had to reverse to reach Tunbridge Wells. This arrangement lasted until 1857, when a new section of line was constructed enabling trains to reach the Hastings line without reversal. The station is 29 mi from Charing Cross via Orpington.
 * Tunbridge

Southborough station opened on 1March 1893. It was renamed High Brooms on 21September 1925 to avoid confusion with Southborough station on the Chatham Main Line, which had already been renamed Bickley. The station is 32 mi from Charing Cross.
 * Southborough

The first station at Tunbridge Wells was temporary and was situated north of Wells Tunnel. It opened on 19 September 1845 and was replaced by the present Tunbridge Wells Station on 25 November 1846. It subsequently became Tunbridge Wells Goods station, later renamed Tunbridge Wells Central Goods station. The goods station closed in 1980, with a siding retained for engineers use. The original station was 44 mi from London Bridge via Redhill.
 * Tunbridge Wells

The building on the up side of the station was built in the Italianate style. A new building by A. H. Blomfield was constructed on the down side in 1911. The station was renamed Tunbridge Wells Central on 9 July 1923 with the ex-LBSC station being renamed Tunbridge Wells West. Following the closure of the Tunbridge Wells–Eridge railway on 6 July 1985, the name reverted to Tunbridge Wells. The station is 34 mi from Charing Cross.

Frant station is 36 mi from Charing Cross. The station building is on the down side.
 * Frant

Wadhurst station is 39 mi from Charing Cross. The station building is in the Italianate style, with a later one-bay extension. The 1893-built signal box, decommissioned on 20 April 1986, was purchased by the Kent and East Sussex Railway.
 * Wadhurst

Witherenden station is 43 mi from Charing Cross. It was renamed Ticehurst Road in December 1851, and Stonegate on 16June 1947.
 * Witherenden

Etchingham station is 47 mi from Charing Cross. The building is on the up side.
 * Etchingham

Robertsbridge station is 49 mi from Charing Cross. On 26March 1900, it became a junction with the opening of the Rother Valley Railway to freight. The line opened to passengers on 2April 1900, and was renamed the Kent and East Sussex Railway in 1904. The Kent and East Sussex Railway closed to passengers on 2January 1954 and to freight on 12June 1962, except for a short section serving a mill at Robertsbridge which closed on 1January 1970.
 * Robertsbridge

Mountfield Halt opened in 1923. It closed on 6October 1969. The platforms were built of sleepers and were demolished in the early 1970s. The station was 53 mi from Charing Cross.
 * Mountfield Halt

Battle station opened on 1September 1851. The buildings are in the Gothic style and stand on the up side. The station is 55 mi from Charing Cross.
 * Battle

A siding had existed at Crowhurst from 1877. The station opened on 1June 1902 and was located at the junction for the Bexhill West branch line, which also opened the same day. Despite the line's closure on 14June 1964, Crowhurst station remains open. The station is 57 mi from Charing Cross.
 * Crowhurst

West St Leonards station opened on 1October 1887. The buildings are wood framed and covered with weatherboards. The station is 60 mi from Charing Cross.
 * West St Leonards

St Leonards Warrior Square station opened on 13 February 1851 along with a new section of line between Hastings and the LBSCs Hastings & St Leonards station. This gave the LBSC better access to Hastings. It lies between Bopeep Tunnel and Hastings Tunnel. The station is 61 mi from Charing Cross.
 * St Leonards Warrior Square

Hastings station opened on 13 February 1851 along with the SER branch from Ashford. Through platforms were provided for SER services and a separate terminal platform for LBSC services. The station was rebuilt and enlarged by the SER in 1880 as it was then inadequate for the increasing seasonal traffic. In 1930 the station was rebuilt by the Southern Railway. This entailed closure of the engine sheds at Hastings, with locomotives being transferred to St Leonards. The original station building, by Tress, was demolished and a new Neo-Georgian station building by J. R. Scott was erected. The rebuilt station was completed on 5 July 1931. The new layout provided two island platforms. The station was rebuilt in 2003 by Railtrack. The 1931-built building was demolished and a new structure erected in its place. The station is 62 mi from Charing Cross via Orpington.
 * Hastings

Built
In the late 1860s, a single track link was built between the SERs Tunbridge Wells station and the LBSCs Tunbridge Wells station, which had opened in 1866. It was 1875 before powers were granted to run a passenger service over this section of line. The junction with the main line was Grove Junction. It was removed on 7July 1985, following closure of the Tunbridge Wells Central–Eridge line the previous day.

In 1900, the Rother Valley Railway opened from Robertsbridge to Tenterden. It was extended in stages to Tenterden Town and Headcorn, which was reached in 1905. The line closed to passengers on 2 January 1954 and freight on 12 June 1961, except for access to Hodson's Mill closed in 1970. The Rother Valley Railway heritage railway are rebuilding the line between Robertsbridge and Junction Road, with completion scheduled by 2018. In 1902, a branch line was built to Bexhill West, with a new station at the junction with the main line at Crowhurst. This line closed on 14 June 1964.

Authorised
In 1903, a railway was authorised to be built from Robertsbridge to Pevensey, East Sussex. The line was authorised under the Light Railways Act 1896, but was not constructed.

Proposed
In 1856, it was proposed to build a 6 mi long branch from Witherenden to Mayfield, East Sussex. In 1882, an 18 mi long railway was proposed from Ticehurst Road to Langney, East Sussex, giving access to Eastbourne. Stations were proposed at Burwash, Dallington, Bodle Street Green, Boreham Street, Pevensey and Langney.

Planned electrification
Electrification of the Hastings line was first considered by the SER as early as 1903. Lack of finance meant that no decision had been made by the time World War I broke out in 1914. It was stated in 1921 that electrification was a long-term aim. In the mid-1930s, the Southern Railway, which had been formed from the SER, LBSC, London and South Western Railway (LSWR) and London, Chatham and Dover Railway (LCDR) in 1923 under the Railways Act 1921, electrified a number of lines. The East Coastway line was electrified in 1935, with a depot being built at Ore, East Sussex. In 1937, it was proposed to electrify the line between Sevenoaks and St Leonards Warrior Square at a cost of £1,500,000. The scheme was deferred, with another proposal in 1937 costing £1,300,000 also failing to gain favour before World War II broke out. One of the main reasons that electrification was not given the go-ahead was the fact that non-standard rolling stock would be required. The Southern Railway had provided the line with 104 new carriages and six Pullman Cars between 1929 and 1934. Two electric locomotives were ordered in 1937. They were built to the Hastings line loading gauge.

In October 1946, the Southern Railway announced a programme to electrify all lines in Kent and East Sussex in three stages. The Hastings line between Tonbridge and Bopeep Junction was to be part of the third stage. Track would have been slewed within the affected tunnels with only one train normally allowed in the tunnel. In an emergency, two trains would be allowed in the tunnel at the same time, but restricted to 25 mph. Standard 9 ft wide stock would be used. Following the nationalisation of railways in the United Kingdom under the Transport Act 1947, the Southern Region of British Railways shelved new electrification schemes, concentrating on the construction of new steam locomotives. In 1952, the possibility of operating standard rolling stock on the line had been examined. The Operating Department objected to the use of single line sections through the various tunnels. The 1930s stock was refurbished with the aim of extending its service by a further ten years. The first two phases of the Southern Railway's electrification scheme were revived in 1955. This did not include the Hastings line and it was announced in 1956 that a fleet of diesel-electric trains would be constructed to operate the service until the line was electrified. At that time, the rolling stock built in the 1930s was overdue for replacement. The modernisation to the Hastings line and the introduction of the diesel-electric trains cost £797,000, of which £595,000 was the cost of the first seven trains. A further thirteen trains cost £1,178,840.

Electrification was finally carried out in the 1980s, as detailed below.

Operators
From 1845, the line was operated by the SER. In 1899, the SER and LCDR entered into a joint working partnership, the South Eastern and Chatham Railway (SECR). On 1 January 1923, the Railways Act 1921 came into force, resulting in the Grouping. The SECR became part of the Southern Railway (SR). On 1 January 1948, the Transport Act 1947 came into force, and the SR became part of British Railways, with the former SR lines becoming the Southern Region. British Railways was rebranded British Rail on 1 January 1965. On 10 June 1986, Network SouthEast branded trains began operating. On 1 January 1994, the Railways Act 1993 came into force, privatising British Rail. Passenger services were taken over by Connex South Eastern on 13 October 1996. On 27 June 2003, Connex lost the franchise due to poor financial management. The Strategic Rail Authority took over the running of passenger trains from 9 November 2003, using their South Eastern Trains train operating company. On 1 April 2006, Southeastern took over the operation of passenger trains on the route. On 17 October 2021 SE Trains took over the operation of passenger trains on the route.

Steam era (1845–1957)
From the opening of the line, passenger stock consisted of 4-wheel carriages. In 1845, there were eight passenger trains a day from Tunbridge Wells to London, with half that number on Sundays. On 23June 1849, the Royal Train took Queen Victoria and Prince Albert to Tunbridge Wells to visit Queen Adelaide, the Queen Dowager. The train, consisting of the Royal Saloon, two first class carriages and a brake van made the journey from Bricklayers Arms to Tunbridge Wells in 75 minutes. It was driven by James Cudworth, the Locomotive Superintendent of the SER. The return journey took 70 minutes. The Royal Train visited the line again on 18December 1849 conveying Queen Victoria and Princess Alice from Windsor, Berkshire to Tunbridge Wells on a visit to Princess Louise. The journey via Waterloo took 100 minutes. The train was driven by William Jacomb, Resident Engineer of the LSWR, and Edgar Verringer, Superintendent of the LSWR. At Waterloo, driving of the train was taken over by John Shaw, General Manager of the SER and Mr. Cockburn, Superintendent of the SER. The return journey took 105 minutes.

With the opening of the extension to Robertsbridge, there were three trains a day, with two on Sundays. These were augmented by an additional train daily when the extension to Bopeep Junction opened. In 1860, there were seven up trains and six down trains daily; Hastings to London via Redhill taking two hours. From 1861, Cudworth 2-2-2 "Little Mail" class locomotives were introduced. In 1876, the Sub-Wealden Gypsum Co built a 1 mi long line from a junction south of Mountfield Tunnel to a gypsum mine located in Great Wood, Mountfield. This line was still in operation as of 2007. Bogie carriages entered service on the line in 1880. In 1890, the winter service was eleven trains each way, of which five were fast. An additional two trains daily operated between Tunbridge Wells and Wadhurst. By 1910, this had increased to twenty trains each way, of which twelve were fast, plus the extra two Wadhurst services. Four trains ran on Sundays. The service was reduced during World War I, but Sunday services had increased to seven by 1922.

By the 1930s the line was worked by L and L1 class 4-4-0 locomotives. The Schools class 4-4-0s were introduced in 1930; the width of these was 8 ft measured across the cab, and 8 ft measured across the cylinders. The service was again reduced during World War II, with fourteen trains daily in 1942, of which four were fast; there were seven trains on Sundays. As built, it was envisaged that the West Country and Battle of Britain class locomotives would be able to work the line. Forty-eight locomotives of the West Country and 22 of the Battle of Britain class were built with cabs that were 8 ft wide and paired with tenders of the same width. It was subsequently decided not to work these locomotives over the line. Locomotives from these two classes that were rebuilt gained a 9 ft cab. Unrebuilt locomotives retained their narrow cab.

By 1948, the service was sixteen trains, of which seven were fast. An additional three trains ran as far as Wadhurst. In 1957, the service was eighteen trains daily, of which nine were fast. There were nine trains on Sundays. The Schools Class locomotives worked the line until 1957 when steam was withdrawn on the Hastings line. Diesel-electric multiple units of what became British Rail Class 201, 202 and 203 (the "Hastings Diesels") took over working the route.

Under British Railways, classes D1, E1, H, N1, M7, Q, Q1, Std 3 2-6-2T, Std 4 2-6-0 Std 4 2-6-4T and U1 were permitted to work between Tonbridge and Grove junction. Freight trains from Tonbridge West Yard were not permitted to depart until the line was clear as far as Southborough Viaduct. Other classes of locomotive known to have worked over this section of line include C, and E4.

Diesel-electric era (1957–86)
Special narrow bodied diesel electric multiple units were introduced in 1957–58 to replace steam traction. British Rail Class 201 (6S), 202 (6L) and 203 (6B) (the "Hastings Diesels") took over working the route. These units were constructed of narrow rolling stock. They were delivered in six-car formations (the 6Bs including a buffet car) and two units were often operated in multiple to form twelve-car trains. In latter years some of the units were reduced to five, and later still, to four cars.

The 6S units were intended to be introduced into service in June 1957. On 5April a fire at Cannon Street signal box disabled all signalling equipment there. As a result, locomotive-hauled trains were banned from the station. A temporary signal box was commissioned on 5May and the 6S units were introduced on peak services the next day. Two units coupled together formed the 06:58 and 07:26 Hastings–Cannon Street services in the morning, and the 17:18 and 18:03 Cannon Street–Hastings services in the evening. From 17June the 6S and 6L units were working services throughout the day. The 6B units entered service between May and August 1958.

The Hastings Diesels had almost completely replaced steam by June 1958. With the introduction of the Hastings Diesels, an hourly service was provided. This split at Tunbridge Wells, with the front portion running fast to Crowhurst and the rear portion stopping at all stations. The service ran every two hours on Sundays. The Hastings Diesels also worked services on the Bexhill West branch line until closure on 14June 1964. On 22December 1958, 6L unit 1017 collided with 6B unit 1035 at Tunbridge Wells Central.

In 1962, twelve Class 33/2 diesel locomotives, were also built with narrow bodies for the Hastings line. These enabled the last steam workings, overnight newspaper trains, to be withdrawn from the Hastings line. Nineteen British Rail Class 207 (3D) diesel electric multiple units were built in 1962. They operated over the Tonbridge–Grove Junction section of the line as part of a Tonbridge–Eastbourne (later Tonbridge–Eridge) service. In 1963, Frant, Stonegate, Wadhurst and Mountfield Halt were proposed to be closed under the Beeching Axe. One special working took place on 3April 1966 when one of the ex-Great Western Railway diesel railcars, W20W, was worked between Tonbridge and Robertsbridge as an out of gauge load. The railcar had been purchased by the Kent and East Sussex Railway for £415 including delivery to Robertsbridge. After trying to "wriggle out" of the deal, British Rail eventually found a solution. The vehicle was ballasted so that it leant away from the tunnel walls by some 3 in and was worked to Robertsbridge at a maximum of 20 mph. From 1977, there were two trains an hour, one fast and one slow. In May 1980, the buffet cars were withdrawn from the 6B units, which were recoded as 5L, but retaining the Class 203 designation. The fast trains were withdrawn in January 1981, with trains now stopping at all stations.

Electric era (since 1986)
On 28October 1983, it was announced that the Hastings line was to be electrified. Reasons that decided the issue included a commitment by British Rail to eliminate asbestos from all stock in service by 1988 and the increasing cost of maintaining the then ageing Hastings Diesels. The scheme was to cost £23,925,000. Electrification was finally completed in 1986, the line was electrified using 750 V DC third rail using standard rolling stock, and the expedient of singling the track through the narrow tunnels. The tunnels either side of Tunbridge Wells Central station were not singled because the fact that the south portal of Wells Tunnel and north portal of Grove Hill Tunnel were at the ends of the platforms meant it was impossible to install pointwork without reducing the length of platform available. A speed restriction was imposed through Wells Tunnel. Parliamentary powers were sought in 1979 to bore a second Grove Hill Tunnel, but there was much opposition from local residents. This, and the high cost, caused the proposal to be abandoned. The track in Grove Hill Tunnel was relaid on a concrete base, allowing alignment to be precisely controlled.

The line was declared to conform to the standard C1 loading gauge on 14 March. The first passenger carrying train comprising C1 stock to use the line was a railtour on 15 March hauled by 50 025 Invincible. It was organised by the Southern Electric Group and ran from Paddington to Folkestone Harbour. A preview service of electric trains ran on 27 April 1986 and the full timetabled service commenced on 12 May 1986. The next day, a wrong-side failure occurred involving three signals between Tonbridge and Hastings. Contractors had made errors in the wiring of the signal heads. With the inauguration of electric services, a half-hourly service was operated, with trains departing from Charing Cross at 15 and 45 minutes past the hour. Those departing at xx:15 called at Waterloo East, Sevenoaks, Tonbridge, High Brooms, Tunbridge Wells, Wadhurst, Battle, St Leonards Warrior Square and Hastings, taking 84 minutes. Those departing at xx:45 called at Waterloo East, London Bridge, Orpington, Sevenoaks, Hildenborough, Tonbridge and then all stations to Hastings, taking 99 minutes. The Royal Train visited the line on 6 May, conveying Queen Elizabeth the Queen Mother. It was stabled at Wadhurst whilst she ate lunch. The train was hauled by a Class 73 diesel-electric locomotive. Upon electrification, services were operated by 4CEP, 4CIG and 4VEP electric multiple units.

Class 508 electric multiple units also operated services on the line from the Redhill direction as far as Tunbridge Wells. When these units were withdrawn in the mid-2000s, they were replaced by Class 375 Electrostar, Class 465 Networker and Class 466 Networker units.

Train services on the line are provided by SE Trains, and are mostly operated by Class 375 Electrostar, or occasionally Class 465/466 Networker units. The line still sees a freight service to and from British Gypsum's sidings at Mountfield. The line retains all its original intermediate station buildings, and is considered a well-preserved example of a Victorian secondary rail route.

Accidents and incidents
A number of accidents have occurred on the Hastings line, none of which have involved the death of a passenger.

 * On 4October 1852, a passenger train was derailed between Ticehurst Road and Etchingham when the formation was flooded and washed away. Both engine crew members were injured.
 * On 21June 1856, a passenger train derailed between Tunbridge Wells and Tunbridge Junction, killing the driver and injuring the fireman and a passenger.
 * On 25October 1859, almost 250 yd of track was washed away between St Leonards and Bexhill, affecting the Hastings line.
 * On 23 June 1861, a collision between SER and LBSC passenger trains occurred at Bo Peep Junction, injuring around ten people. The SER train overran signals due to excessive speed, insufficient brakes, low rail adhesion or a combination of these factors.
 * On 30 September 1866, the slip portion of a train, which was to be worked forwards to Hastings, failed to stop at Tunbridge due to an error by the slip guard. It crashed into a rake of empty carriages 262 yd east of the station. Eleven of the 40 passengers were injured.
 * On 22February 1892, a SER locomotive was run into by a LBSC passenger train at Hastings. The passenger train had overrun a danger signal. Both locomotives were damaged.
 * On 29August 1896, the locomotive of a Charing Cross to Hastings train was derailed near Etchingham when it collided with a traction engine and threshing machine using an occupation crossing.
 * On 29 April 1912, SECR F1 class locomotive No. 216 was working an empty stock train when it suffered the failure of the firebox crown near Tunbridge Wells due to a lack of water in the boiler. Both engine crew were severely injured by escaping steam and jumping from the moving locomotive.
 * On 6January 1930, the rear carriages of a passenger train from Hastings to London were partially buried by a landslip near Wadhurst tunnel. The train was divided and the front part continued on to Tunbridge Wells, where it arrived 100 minutes late.
 * On 23December 1958, 6L unit 1017 collided with 6B unit 1035 at Tunbridge Wells Central. Eighteen people were injured, with three of them admitted to hospital.
 * On 8 November 2010, a passenger train operated by Class 375 unit 375 711 failed to stop at Stonegate station due to maintenance errors in respect of the train's sanding apparatus. The train overran the station by 2 mi. Following the incident, Southeastern reduced the interval that the sand hoppers were to be refilled from seven days to five days. The company was fined £65,000 and ordered to pay £22,589 in costs.
 * On 23 December 2013, a landslip at Wadhurst was the first in a series of landslips up to February 2014 which led the line between Wadhurst and St. Leonards Warrior Square being closed and reopened three times, with speed restrictions in place following repairs. The train service was replaced by buses during closures.    Southeastern was criticised by Hastings and Rye MP Amber Rudd over poor customer service during this period. By 12 March, the section between Wadhurst and Robertsbridge had reopened, with full service being restored on 31 March.

title: Hastings line


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Roundhouse (dwelling)

A roundhouse is a type of house with a circular plan, usually with a conical roof. In the later part of the 20th century, modern designs of roundhouse eco-buildings were constructed with materials such as cob, cordwood or straw bale walls and reciprocal frame green roofs.

United Kingdom
Roundhouses were the standard form of housing built in Britain and Ireland from the Bronze Age throughout the Iron Age, and in some areas well into the Sub Roman period. The people built walls made of either stone or of wooden posts joined by wattle-and-daub panels, and topped with a conical thatched roof. These ranged in size from less than 5m in diameter to over 15m. The Atlantic roundhouse, Broch, and Wheelhouse styles were used in Scotland. The remains of many Bronze Age roundhouses can still be found scattered across open heathland, such as Dartmoor, as stone 'hut circles'.

Early archeologists determined what they believed were the characteristics of such structures by the layout of the postholes, although a few timbers were found preserved in bogs. The rest has been postulated by experimental archaeology, which has tried different techniques to demonstrate the most likely form and function of the buildings. For example, experiments have shown that a conical roof with a pitch of about 45 degrees would have been the strongest and most efficient design. According to Peter J. Reynolds fire would have been lit inside for heating and cooking, there could not have been a smoke hole in the apex of the roof, for this would have caused an updraft that would have rapidly set fire to the thatch. Instead, smoke would have been allowed to accumulate harmlessly inside the roof space, and slowly leak out through the thatch.

Many modern simulations of roundhouses have been built, including:

Must Farm revelations
Much of the earlier supposition was confirmed or denied at a stroke by the finding of a set of Bronze Age roundhouses at the archaeological dig at Must Farm in Cambridgeshire, UK, where samples of all the materials, from posts to walls, to roof were all found, collapsed and charred, but still in situ after 3,000 years.

Modern British roundhouses
That Roundhouse is an early example of a modern roundhouse dwelling which was built in Pembrokeshire Coast National Park, Wales without planning permission as part of the Brithdir Mawr village which was discovered by the authorities in 1998. It is constructed from a wooden frame of hand-cut Douglas Fir forest thinnings with cordwood infill, and reciprocal frame turf roof based on permaculture principles mainly from local natural resources. It was subject to a lengthy planning battle including a court injunction to force its demolition before finally receiving planning approval for 3 years in September 2008.

Ireland
Irish crannógs are located in Craggaunowen, Ireland; the Irish National Heritage Park, in Wexford, Ireland

Italy
Trulli (singular: trullo) are houses with conical roofs, and sometimes circular walls, found in parts of the southern Italian region of Apulia.

Pallozas
A palloza is a traditional thatched house as found in Leonese county of El Bierzo, Serra dos Ancares in Galicia, and south-west of Asturias; corresponding to Astur tribes area, one of pre Hispano-Celtic inhabitants of northwest Hispania. It is circular or oval, and about ten or twenty metres in diameter and is built to withstand severe winter weather at a typical altitude of 1,200 metres.

The main structure is stone, and is divided internally into separate areas for the family and their animals, with separate entrances. The roof is conical, made from rye straw on a wooden frame. There is no chimney, the smoke from the kitchen fire seeps out through the thatch.

As well as living space for humans and animals, a palloza has its own bread oven, workshops for wood, metal and leather work, and a loom. Only the eldest couple of an extended family had their own bedroom, which they shared with the youngest children. The rest of the family slept in the hay loft, in the roof space.

Russia
The Taganrog Round House is a residential apartment building in Taganrog, Rostov and was the first round house built in the USSR. The building is a modern round house built in 1929 and inhabited on 7 November 1932. The shared toilet was outside the house, about 20 meters from it. Plumbing and sewerage were equipped in the apartments of the house only in the early 1960s. By the 80th anniversary of the round house in October 2012, major repairs were carried out, and the anniversary itself was marked by a celebration held in the courtyard by the tenants of the house.

North America
Roundhouses were a common form of architecture in some Native American Tribes. Traditional roundhouses were often used for ceremonies "and provided a large work area during inclement weather." The Chaw Se' Roundhouse in California's Indian Grinding Rock State Historic Park is designated with state historical marker #1001.

Modern roundhouses are being built such as the one at Dancing Rabbit Ecovillage near Rutledge, Missouri, built of cob.

South America
Roundhouses are still in use by Indigenous peoples in Brazil, including large communal Shabono.

Africa
The African round hut is still in use.

Oceania
Raun Haus roundhouses are still in use in Papua New Guinea and are very similar to the ones built in western Europe.

Arctic
The Igloo is a temporary roundhouse built from ice.

title: Roundhouse (dwelling)


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Pliva Waterfall

The Pliva Waterfall (Пливски водопад) is located by the town of Jajce, in central Bosnia and Herzegovina, where the river Pliva meets the river Vrbas. The waterfall is a large tufa, also known as travertine barrier, making over 22 meters cascade on the Pliva river, in a narrow karstic zone, which follows the Pliva course, retracted into a flysh and limestone contact zone. It was 30 meters high, but after an earthquake during the Bosnian war and attacks on the power plant further up the river, the area was flooded and now the waterfall is 22 meters high. The old Jajce walled city core, including the waterfall, and other individual sites outside the walled city perimeter, such as the Jajce Mithraeum, is designated as The natural and architectural ensemble of Jajce and proposed for inscription into the UNESCO's World Heritage Site list. The bid for inscription is currently placed on the UNESCO Tentative list.

title: Pliva Waterfall


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Aara

Aara may refer to:

 * Aara, a band from Switzerland
 * Aara, actress
 * Aare, a river in Switzerland
 * Ara (drink), a Bhutanese alcoholic beverage
 * Urumi, a South Asian sword of flexible steel

title: Aara


text: User talk:65.94.84.191

title: User talk:65.94.84.191


text:
I'm Your Woman (album)

I'm Your Woman is the first album released by comedian and singer Sandra Bernhard. It was released on the Mercury label on vinyl and cassette in 1985. It has never had an official release on compact disc, although CD-R copies were once available for sale on Bernhard's own website and at her live shows. The album is a studio recording and contains eight songs interspersed with spoken-word vignettes.

Track listing
Source:

Credits

 * Music produced and arranged by Barry Reynolds
 * Recorded at The Fallout Shelter, London
 * Mastered by Greg Calbi, Sterling Sound, New York
 * Keyboards: Rupert Black, Barry Reynolds
 * Guitars: Robert John Tolchard, Mikey Mao Chung, Barry Reynolds
 * Bass: Mikey Mao Chung
 * Drums: Terry Stannard
 * Background vocals: Adele Bertei, Robert John Tolchard, Barrington Fox Reynolds III
 * Engineer: Stephen Street

 * Talk produced by Irene Pinn
 * Recorded at The Strongroom, London
 * Engineer: Philip Bodger

title: I'm Your Woman (album)


text:
Maggie Siggins

Marjorie May "Maggie" Siggins (born 28 May 1942) is a Canadian journalist and writer. She was a recipient of the 1992 Governor General's Award for Literary Merit for her non-fiction work Revenge of the Land: A Century of Greed, Tragedy and Murder on a Saskatchewan Farm. She was also the recipient of the 1986 Arthur Ellis Award for "Best true crime book" for her work A Canadian Tragedy, about the involvement of former Saskatchewan politician Colin Thatcher in the murder of his wife JoAnn Wilson. The book was later adapted into the television miniseries Love and Hate: The Story of Colin and JoAnn Thatcher.

Siggins is also noted as the author of a biography of Louis Riel entitled Riel: A Life of Revolution. In Her Own time: A Class Reunion Inspires a Cultural History of Women and Bitter Embrace:White Society's Assault on the Woodland Cree are her last two books. Both Revenge of the Land and A Canadian Tragedy were adapted as television mini-series by the Canadian Broadcasting Corporation.

She is also the former chair of the Writers' Union of Canada.

Literary works

 * (Published in French under the title Riel: une vie de révolution, Québec-Amérique, 1997.)
 * (Published in French under the title Marie-Anne, La vie extraordinaire de la grand-mère de Louis Riel, Le Septentrion, 2011.)
 * (Published in French under the title Riel: une vie de révolution, Québec-Amérique, 1997.)
 * (Published in French under the title Marie-Anne, La vie extraordinaire de la grand-mère de Louis Riel, Le Septentrion, 2011.)
 * (Published in French under the title Marie-Anne, La vie extraordinaire de la grand-mère de Louis Riel, Le Septentrion, 2011.)
 * (Published in French under the title Marie-Anne, La vie extraordinaire de la grand-mère de Louis Riel, Le Septentrion, 2011.)

title: Maggie Siggins


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The Meaning of Meaning

The Meaning of Meaning: A Study of the Influence of Language upon Thought and of the Science of Symbolism (1923) is a book by C. K. Ogden and I. A. Richards. It is accompanied by two supplementary essays by Bronisław Malinowski and F. G. Crookshank. The conception of the book arose during a two-hour conversation between Ogden and Richards held on a staircase in a house next to the Cavendish Laboratories at 11 pm on Armistice Day, 1918.

Overview
The original text was published in 1923 and has been used as a textbook in many fields including linguistics, philosophy, language, cognitive science and most recently semantics and semiotics in general. The book has been in print continuously since 1982. In 2002, the critical edition prepared by W. Terrence Gordon was published as volume 3 of the 5-volume set C. K. Ogden & Linguistics (London: Routledge/Thoemmes Press, 1995). The full publication history up to 1990, including serialised publication in The Cambridge Magazine prior to the first edition of the book, is in W. Terrence Gordon's, C. K. Ogden: a bio-bibliographical study.

Richards sets forth a contextual theory of Signs: that Words and Things are connected “through their occurrence together with things, their linkage with them in a ‘context’ that Symbols come to play that important part in our life [even] the source of all our power over the external world” (47). In this context system, Richards develops a tri-part semiotics—symbol, thought and referent with three relations between them (thought to symbol=correct, thought–referent=adequate, symbol–reference=true) (11). Symbols are “those signs which men use to communicate one with another and as instruments of thought, occupy a peculiar place” (23). “All discursive symbolization involves […] weaving together of contexts into higher contexts” (220). So for a word to be understood “requires that it form a context with further experiences” (210).

The book later influenced A. J. Ayer's Language, Truth, and Logic, an introduction to logical positivism, and both the Richards–Ogden book and the Ayer book in turn influenced Alec King and Martin Ketley in the writing of their book The Control of Language, which appeared in 1939, and which influenced C. S. Lewis in the writing of his defence of natural law and objective values, The Abolition of Man (1943). In 1975, Hilary Putnam published his book The Meaning of "Meaning", making a "direct" reference to Ogden and Richards's earlier work.

title: The Meaning of Meaning


text: User talk:4.46.97.223

title: User talk:4.46.97.223


text:
Tonbridge railway station

Tonbridge railway station is on the South Eastern Main Line in England, serving the town of Tonbridge, Kent. It is 29 mi from London Charing Cross via Sevenoaks. Trains calling at the station are operated by Southeastern and Southern.

Tonbridge forms a junction between the South Eastern Main Line, the Hastings Line and the Redhill–Tonbridge line. There are four platforms. Platform 4 is a terminating platform.

There are extensive yards and storage sidings on both the east and west sides of the station.

History
The South Eastern Railway (SER) first reached Tonbridge (then known as Tunbridge) in May 1842. The site of the original station was on the east side of the road bridge over the railway, opposite its current location to the west of the bridge. The building of the station obliterated the last remains of Tonbridge Priory. At the time, the line ran to London Bridge via Redhill and Croydon, using the Brighton Main Line. It served as a temporary terminus until December 1842, when the line reached Ashford. A couple of years later the through line to Dover opened. A small engine shed was built; the date of opening is uncertain but it is presumed to date from the opening of the line. On 20 September 1845, a branch to Tunbridge Wells opened. The station was later renamed Tunbridge Junction. Over the next seven years the branch was extended to Hastings. Access to the line to Hastings was via an indirect link which required a reverse. This arrangement lasted until 1868 when a steeply climbing direct route was opened.

However, being forced to share tracks with its rival, the London, Brighton & South Coast Railway, as well as competition from the London, Chatham & Dover Railway meant that the SER decided to build a new route from London Bridge, which ran via Chislehurst and Orpington. The cut-off joined the main line at Tonbridge. This prompted a rebuild of the station, and in 1864 it was rebuilt on its current site with four platforms. The original station was demolished in 1865 after closure, but the entrance gateways are still in situ. The down side entrance is in Vale Road opposite Sainsbury's, and the up side entrance is in Priory Road, forming the entrance to second hand car sales shop.

The cut-off opened in 1868. Soon afterwards, a larger engine shed was built, but still on the opposite side of the bridge to the main part of the station. In May 1893, the station changed its name to Tonbridge Junction, following the change in the town's name to avoid confusion with the larger Tunbridge Wells. At that time, there were two through platforms, two through roads, and two bay platforms at the west end of the station. These bay platforms served the lines to Redhill and Sevenoaks. The indirect line to Tunbridge Wells remained in use until about 1913, after which it was closed and the track dismantled. By November 1919, the up platform station roof bore the name TONBRIDGE in white letters. This feature was a navigational aid for aircraft.

Under the Southern Railway, the station was renamed Tonbridge in July 1929. It was rebuilt in 1935, with the bay on the south side of the station converted to a through platform. This entailed the construction of a new section of bridge under the road outside the station.

By May 1958, the brick station building fronting the main road had been rebuilt with a tiled facade. The Sevenoaks to Dover line via Tonbridge was electrified in 1961 when the Southern Region improved train frequencies and faster journey times were introduced under British Railways as part of the Kent Coast Electrification. The line south to Tunbridge Wells and Hastings was electrified in 1986 by British Rail, and finally the line to Redhill was electrified in 1993 also by British Rail as part of the Eurostar/Channel Tunnel route improvement works.

Eurostar trains ran through Tonbridge station until the first section of the High Speed line was built through Kent, to cut down journey times from London to the Channel Tunnel. The transfer happened on 28 September 2003. The station was refurbished in 2011–12.

In 2015, the station gained a resident cat, Saffie. The 8-year-old animal needed a new home when her owners moved house. Staff at the station adopted her. Saffie died in March 2018.

Platforms
Platforms 1 and 2 are an island platform with tracks signalled for trains in both directions. Platform 3 is an island platform, and Platform 4 is a west-facing bay.
 * Platform 1 for Southern trains to/from Redhill (which terminate here from the west) and to/from Maidstone West and Strood (which terminate here from the east).
 * Platform 2 for trains from Dover, Ramsgate and Hastings to London via Sevenoaks.
 * Platform 3 for all trains to Dover and Ramsgate via Ashford International and to Hastings via Tunbridge Wells.
 * Platform 4 for trains to/from London (which terminate here from the west)

Services
Services at Tonbridge are operated by Southeastern and Southern using, , and  EMUs.

The typical off-peak service in trains per hour is:
 * 4 tph to London Charing Cross
 * 2 tph to Hastings via Tunbridge Wells (1 semi-fast, 1 stopping)
 * 1 tph to Dover Priory
 * 1 tph to Ramsgate via Canterbury West
 * 1 tph to Redhill

Additional services, including trains to and from London Cannon Street, Ramsgate via Deal and Strood via Maidstone West call at the station during the peak hours.

Tonbridge yard and sidings
There are extensive yards and storage sidings (tracks) on both the east and west sides of the station.

To the east of the station are Tonbridge East Sidings, four sidings and a two-track shed used by Network Rail for maintenance equipment storage and materials delivery. These occupy part of the site of the former engine shed.

Further down the line towards Paddock Wood, there is the now disused Tonbridge Postal Siding. This was opened in 1995 with a new down "slow" line to handle mail and parcels traffic for the nearby Royal Mail sorting office. It was last used on 25th July 2003 owing to the loss of most mail traffic to road haulage.

To the west, between the Redhill line and the West Yard, the four electrified 'Jubilee' sidings are used to stable trains. The adjacent West Yard, operated by GB Railfreight, has sixteen non-electrified tracks and is now mainly used for stabling engineers' trains. The West Yard was built in 1941 as part of the improvements needed for freight train traffic during World War Two, and is spanned by a long footbridge carrying a public footpath between Douglas Road and Clare Avenue.

Tonbridge Power (signal) Box stands at the eastern entrance to the Jubilee sidings and West Yard. Built in 1962, it is still in limited operational use.

Adjacent to the main London line there are two short electrified sidings (Tonbridge Down Main sidings).

Accidents

 * On 1 January 1846, a bridge over the River Medway collapsed in a flood. A train driver was killed when he tried to jump clear of the train.
 * On 30 September 1866, four carriages which had been slipped from a Dover bound train to be worked to Tunbridge Wells ran through the station and collided with some empty carriages in a siding. Eleven people were injured.
 * On 23 October 1899, a passenger train from Redhill collided with the buffer stop in the bay platform. Sixteen people were injured.
 * On 23 January 1903, a passenger train from London collided with the buffer stop in the bay platform. Five people were injured.
 * On 5 March 1909, a train travelling towards Redhill overran a signal and collided with the boat train from Charing Cross to Dover. Two railway staff were killed and eleven passengers injured. A third train was prevented from crashing into the wreckage by the prompt actions of two travelling ticket inspectors. As a consequence of the accident, the Royal Train carrying King Edward VII and Queen Alexandra was diverted at Chislehurst Junction to take a different route to Dover.
 * On 23 August 2020, Class 377 electric multiple unit 377317 was derailed at the exit of the Jubilee Sidings.

title: Tonbridge railway station


text:
User:Dumn/Sandbox

Ą ą Ę ę Ś ś Ć ć Ń ń Ó ó Ł ł Ż ż Ź ź

title: User:Dumn/Sandbox


text:
Lobatse

Lobatse is a town in south-eastern Botswana, 70 kilometres south of the capital Gaborone, situated in a valley running north towards Gaborone and close to the border with South Africa. Lobatse has a population of 29,772 as of 2022. The town is an administrative district, with a town council.

Government and infrastructure
Lobatse Senior Secondary School is located in Lobatse. The Botswana Prison Service (BPS) operates the Lobatse Prison. The High Court of Botswana has a branch in Lobatse. There is a psychiatric hospital known as Sbrana Psychiatric Hospital. The town is also home to the Botswana Meat Commission (BMC) which is one of the largest meat processing plants in Africa. Lobatse Stadium with a capacity of 20 000 seats is home to local sports teams.

Twin Town – Sister City
Lobatse is twinned with:
 * 🇳🇦 Walvis Bay, Namibia

title: Lobatse


text:
User:GregRobson/categorymap

In April of 2005 I decided to see if I could map the Category namespace. This was done using FreeMind a freeware mind-map program that uses XML for it's file format.

The process is still undocumented and took a while as the 'cur' and 'categorylinks' tables needed downloading (over 2GB), the pruned so that that just the relevant data was left (about 200MB / 2,000,000 records).

 * Screenshot 1 - An example of the final result some branches expanded.
 * FreeMind file, 500K - A 5-level deep tree that can be opened in FreeMind.
 * FreeMind file, 2,500K - A 6-level deep tree that can be opened in FreeMind.

The Java program to do the querying writing is untested, undocumented, and may be buggy – but it sure as hell works quick!

Related work

 * WikiProject Categories - The project that I founded.

title: User:GregRobson/categorymap


text: Category:Bahá'í texts

title: Category:Bahá'í texts


text:
Jeju Island

Jeju Island (Jeju/; ) is South Korea's largest island, covering an area of 1833.2 km2, which is 1.83% of the total area of the country. Alongside outlying islands, it is part of Jeju Province.

The island lies in the Korea Strait, south of the Korean Peninsula, and South Jeolla Province. It is located 82.8 km off the nearest point on the peninsula. Jeju is one of two special self-governing provinces in South Korea, meaning that the province is run by local politicians. The Jeju people are indigenous to the island, and it has been populated by modern humans since the early Neolithic period. The Jeju language is considered critically endangered by UNESCO. It is also one of the regions of Korea where Shamanism is most intact.

Jeju Island has an oval shape of 73 km east–west and 31 km north–south, with a gentle slope around Hallasan Mountain in the center. The length of the main road is 181 km and the coastline is 258 km. On the northern end of Jeju Island is Gimnyeong Beach, on the southern end Songak Mountain, the western end Suwol Peak, and the eastern end Seongsan Ilchulbong.

The island was formed by the eruption of an underwater volcano approximately 2 million years ago. It contains a natural World Heritage Site, the Jeju Volcanic Island and Lava Tubes. Jeju Island has a temperate climate which is moderate; even in winter, the temperature rarely falls below 0 C. Jeju is a popular holiday destination and a sizable portion of the economy relies on tourism and related economic activity.

Historical names
Historically, the island has been called by many different names including:
 * Doi
 * Dongyeongju
 * Juho
 * Tammora
 * Seomna
 * Tangna
 * Tamna
 * Quelpart,  Quelparte or Quelpaert Island
 * Junweonhado ( meaning "southern part of peninsula")
 * Taekseungnido (, meaning "the peaceful hot island in Joseon")
 * Samdado meaning "Island of Three Abundances")
 * Sammudo
 * Cheju (spelling until 7 July 2000)

Before the Japanese annexation in 1910, the island was usually known as Quelpart (Quelpaërt, Quelpaert) to Europeans; during the occupation it was known by the Japanese name Saishū. The name Quelpart coming from French language is attested in Dutch no later than 1648 and may have denoted the first Dutch ship to spot the island, the quelpaert de Brack around 1642, or rather some visual similarity of the island from some angle to this class of ships (a small dispatch vessel, also called a galiot).

The first European explorers to sight the island, the Portuguese, called it Ilha de Ladrones (Island of Thieves).

The name "Fungma island" appeared in the "Atlas of China" of M. Martini who arrived in China as a missionary in 1655.

History
Jeju Island has been inhabited by modern humans since the early Neolithic period. There is no discovered historical record of the founding or early history of Tamna. One legend tells that the three divine founders of the country—Go (고), Yang (양), and Bu (부)—emerged from three holes in the ground in the 24th century BC. These holes, known as the Samseonghyeol (삼성혈), are still preserved in Jeju City. Until 938 AD, the island was an independent kingdom called Tamna (which means 'island country') when it became a vassal state of Korea under the Goryeo dynasty. In April 1330, in the midst of political purges of the Yuan dynasty, Toghon tomor had been sent in Exile on this remote island, which was then part of the vassal Korean Goguryeo. In 1404, Taejong of Joseon placed the island under firm central control and brought the Tamna kingdom to an end.

In April 1948, it was the site of the Jeju uprising.

Landscape
Jeju is a volcanic island, dominated by Hallasan: a volcano 1,950 m high and the highest mountain in South Korea. The island measures approximately 73 km across, east to west, and 41 km from north to south. The island also has around 360 oreum: small extinct volcanoes or parasitic cones. Many of these are now popular tourist attractions, such as Geomunoreum, Yongnuni Oreum, and Geum Oreum.

The island formed by volcanic eruptions approximately two million years ago, during the Pleistocene epoch. The island consists chiefly of basalt and lava.

An area covering about 12% (224 km2) of Jeju Island is called gotjawal, a local term for forests. This area remained uncultivated until the 21st century, as its base of 'a'a lava made it difficult to develop for agriculture. Because this forest remained pristine for so long, it has a unique ecology.

The forest is the main source of groundwater and thus the main water source for the half million people of the island, because rainwater penetrates directly into the aquifer through the cracks of the 'a'a lava under the forest. Gotjawal forest is considered an internationally important wetland under the Ramsar Convention by some researchers because it is the habitat of unique species of plants and is the main source of water for the residents, although to date it has not been declared a Ramsar site.

Formation

 * About 2 million years ago, the island of Jeju was formed through volcanic activity.
 * About 1.2 million years ago, a magma chamber formed under the sea floor and began to erupt.
 * About 700 thousand years ago, the island had been formed through volcanic activity. Volcanic activity then stopped for approximately 100 thousand years.
 * About 300 thousand years ago, volcanic activity restarted along the coastline.
 * About 100 thousand years ago, volcanic activity formed Hallasan Mountain.
 * About 25 thousand years ago, lateral eruptions around Hallasan Mountain left multiple oreum (smaller 'parasitic' cones on the flanks of the primary cone).
 * Volcanic activity stopped and prolonged weathering and erosion helped shape the island.

Climate
Most of Jeju Island has a humid subtropical climate (Cfa in the Köppen climate classification). Four distinct seasons are experienced in Jeju; winters are cool with moderate rainfall, while summers are hot and humid with very high rainfall.

Jeju City, the northern part of the island, tends to be colder in winter than the southern part due to the influence of continental seasonal winds. Gosan-ri, located on the west side of the island, has the lowest annual average precipitation on the island, but unlike most parts of mainland Korea, the seasonal precipitation is even. The Chuja Islands, which belong to Jeju City, are an archipelago located between mainland Korea and Jeju Island and also have a humid subtropical climate (Cfa).

Seogwipo, the southern part of the island, is relatively warmer in winter than Jeju City because Hallasan in the middle of the island prevents continental seasonal winds. The downtown of Seogwipo has the highest average temperature in January in Korea, including mainland Korea. Seongsan-eup, the southeastern side of the island, is directly affected by both the East Asian monsoon and the Tsushima Current, so annual precipitation is very high. Seogwipo is one of the regions with the highest annual precipitation in Korea.

The climate of the highlands in the middle of the island where Hallasan is located is quite different from those of the rest of the island. The higher the altitude, the lower the average temperature and the colder the climate. The highlands of Jeju Island have the highest annual precipitation in Korea.

In January 2016, a cold wave affected Jeju Island. Snow and frigid weather forced the cancellation of 1,200 flights on Jeju Island, stranding approximately 90,300 passengers.

title: Jeju Island


text:
Mayor of Hoboken, New Jersey

The Mayor of the City of Hoboken is the head of the executive branch of government of Hoboken, New Jersey, United States. The mayor has the duty to enforce the municipal charter and ordinances; prepare the annual budget; appoint deputy mayors, department heads, and aides; and approve or veto ordinances passed by the City Council. The mayor is popularly elected in a nonpartisan general election. The office is held for a four-year term without term limits.

Thirty-eight individuals have held the office of mayor since the City of Hoboken was chartered on March 29, 1855. Cornelius V. Clickener was the inaugural mayor of the city, and served two consecutive terms. The current mayor is Ravinder Bhalla; he was first elected in November 2017. On July 20, 2010, the Hoboken Council voted to move the nonpartisan municipal elections to be held on the same day as the statewide general election in November.

Duties and powers
The City of Hoboken is organized as a mayor-council form of government under the Optional Municipal Charter Law. This provides for a citywide elected mayor serving in an executive role, as well as a city council serving in a legislative role. All of these offices are selected in a nonpartisan municipal election and all terms are four years. Under state law, the mayor has the duty to enforce the charter and ordinances of the city, and all applicable state laws; report annually to the council and the public on the state of the city; supervise and control all departments of the government; prepare and submit to the council annual operating and capital budgets; supervise all city property, institutions and agencies; sign all contracts and bonds requiring the approval of the city; negotiate all contracts; and serve as a member, either voting or ex officio, of all appointive bodies.

The mayor has the power to appoint departments heads with the approval of the City Council; to remove department heads subject to a two-thirds disapproval by the City Council; approve or veto ordinances subject to an override vote of two-thirds of the council; and appoint deputy mayors. The mayor is permitted to attend and participate in meetings of the City Council, without a vote, except in the case of a tie on the question to fill a council vacancy.

Succession
In the event of an absence, disability, or other cause preventing the mayor from performing his duties, the mayor may designate the business administrator or any other department head as acting mayor for up to 60 days. In the event of a vacancy in the office, the President of the City Council becomes acting mayor, and the council has 30 days to name an interim mayor. If no interim mayor is named, the Council President continues as acting mayor until a successor is elected, or until the council reorganizes and selects a new President. Prior to 1971, there was no automatic succession law.

title: Mayor of Hoboken, New Jersey


text: Category:Bahá'í institutions

title: Category:Bahá'í institutions


text:
File:SandraBernhardWithoutYouImNothing.jpg

Summary
Cover of Sandra Bernhard album "Without You I'm Nothing"


text:
James Douglas (physician)

James Douglas (21 March 1675 – 2 April 1742) was a Scottish physician and anatomist, and Physician Extraordinary to Queen Caroline.

Life and works
One of the seven sons of William Douglas (died 1705) and his wife, Joan, daughter of James Mason of Park, Blantyre, he was born in West Calder, West Lothian, in 1675. His brother was the lithotomist John Douglas (died 1759).

In 1694 he graduated MA from the University of Edinburgh and then took his medical doctorate at Reims before going to London in 1700.

He worked as an obstetrician, and gaining a great reputation as a physician, was elected Fellow of the Royal Society of London in 1706, FCP in 1721.

One of the most respected anatomists in the country, Douglas was also a well-known man-midwife. He was asked to investigate the case of Mary Toft, an English woman from Godalming, Surrey, who in 1726 became the subject of considerable controversy when she tricked doctors into believing that she had given birth to rabbits. Despite his early scepticism (Douglas thought that a woman giving birth to rabbits was as likely as a rabbit giving birth to a human child), Douglas went to see Toft, and subsequently exposed her as a fraud.

Douglas practiced midwifery and performed public dissections at home.

Douglas mentored and befriended anatomist and surgeon William Hunter (1718–1783), whom he met in 1740 when Hunter came to London. Hunter would live in the Douglas household and remained there after Douglas died in London on 2 April 1742, leaving a widow and two children.

Douglas produced a series of manuscript English, French, Latin and Greek grammars, and an ample index to the works of Horace. A Treatise on English Pronunciation by James Douglas (1914) was edited by Anna Paues. Another edition was due to Börje Holmberg (Lund, 1956). He undertook botanical studies, notably his monograph on the Guernsey Lily.

Terminology
As a result of Douglas's investigations of female pelvic anatomy, several anatomical terms bear his name:

 * Douglas pouch
 * Peritoneal space formed by deflection of the peritoneum.

 * Douglasitis
 * Inflammation of Douglas pouch.

 * Douglas abscess
 * Suppuration in Douglas pouch, most often seen in appendicitis or adnexitis.

 * Douglas fold
 * A fold of peritoneum forming the lateral boundary of Douglas pouch.

 * Douglas line
 * The arcuate line of the sheath of the rectus abdominis muscle.

 * Douglas septum
 * The septum formed by the union of Rathke's folds, forming the rectum of the fetus.

title: James Douglas (physician)


text: Category:Bahá'í practices

title: Category:Bahá'í practices


text:
Ramsgate railway station

Ramsgate railway station serves the town of Ramsgate in Thanet in Kent, England. The station lies on the Chatham Main Line, 79 mi down the line from London Victoria, the Kent Coast Line, and the Ashford to Ramsgate (via Canterbury West) line. The station is managed by Southeastern, which (including Southeastern High Speed) operates all trains serving it.

Architecture
Ramsgate railway station is a 1920s brick-built station thought to have been designed by James Robb Scott and Edwin Maxwell Fry, and built between 1924 and 1926. Margate station and the demolished Dumpton Park station are of a similar design. The building is Grade II listed.

Services
All services at Ramsgate are operated by Southeastern using and  EMUs.

The typical off-peak service in trains per hour is:
 * 3 tph to London St Pancras International (1 of these runs via Canterbury West, 1 runs via Dover Priory and 1 runs via Chatham)
 * 1 tph to London Charing Cross via Canterbury West and Tonbridge
 * 1 tph to London Victoria via Chatham
 * 1 tph to Margate

Additional services, including trains to and from London Cannon Street call at the station during the peak hours.

History
Trains first reached Ramsgate in April 1846 when the South Eastern Railway (SER) opened a line from Canterbury. It terminated at Ramsgate SER, later to be called Ramsgate Town, which, unlike the present-day station, was in the town centre. Later the same year the line opened across Thanet to Margate, to Margate SER (later Margate Sands). Trains from Canterbury to Margate had to reverse at Ramsgate Town; a chord was built bypassing the station, but not often used. St Lawrence station was opened in 1864 just before this chord, but closed in 1916.

The London Chatham & Dover Railway (LCDR) reached Margate from Herne Bay in 1863. This called at Margate LC&DR (later Margate West), East Margate (later Margate East), Broadstairs, and via a 1630 yd tunnel terminated at Ramsgate LC&DR (later Ramsgate Harbour), near the harbour and beach.

This arrangement was inherited by Southern Railway on grouping in 1923. In 1926 a new line was opened connecting the SER line from east of Ramsgate Town to the LCDR line just south of Broadstairs. The current Ramsgate station and a new station at Dumpton Park were built on this new line. The Ramsgate Harbour station, line through the tunnel, and the Ramsgate Town station and old SER line across to Margate Sands were all closed in July 1926. This change made for operational convenience, but has the disadvantage that the town centre is no longer served.

Motive power depot
The SER opened a motive power depot near Ramsgate Station in April 1846. This was closed by the Southern Railway in 1926 and replaced by a larger facility in 1930. This closed to steam locomotives in 1959 and was converted for use servicing electric multiple units introduced by the Southern Region following the British Railways Kent Coast Electrification.

The depot (51.3421°N, 1.4018°W) was modernised in 2007 and opened in late 2008.

Connections
The station is situated in the northern Ramsgate parish of St Lawrence, a 10-minute walk away from Ramsgate town centre. The "Loop" bus service operated by Stagecoach South East connects the station with Ramsgate town centre and nearby Thanet settlements, including those not served by rail such as Westwood.

title: Ramsgate railway station


text:
Martin Cooke (baritone)

Martin Cooke is a baritone singer of opera and classical music. He attended St Aloysius' College, Sydney, New South Wales, Australia.

title: Martin Cooke (baritone)


text:
Singapore Civil Service

The Singapore Civil Service is the bureaucracy of civil servants that supports the Government of Singapore. Along with the Singapore Armed Forces (SAF), statutory boards, and other independent government bodies, the civil service makes up the overall public service of Singapore. As of 2022, the civil service has about 87,000 employees.

Thomas Friedman of The New York Times considers the Singapore Civil Service to be one of the most efficient and uncorrupt bureaucracies in the world, with a high standard of discipline and accountability. It is also considered a key contributor to the success of Singapore since its independence.

Other commentators have argued that the persisting dominance of the People's Action Party (PAP) on the civil service has led to complacency and groupthink, with the supporting ministries being resistant to alternative views and fundamentally unprepared for a change of government.

Overview
The Civil Service was inherited from the British system. Since Singapore's independence in 1965, the Civil Service has been closely tied with the governing People's Action Party (PAP).

One of the ways by which the service recruits Singaporeans is through the competitive Public Service Commission (PSC) Scholarship. These full-ride scholarships are awarded to prospective undergraduate and post-graduate students based on their academic performance and extra-curricular activities; they are not need-based scholarships. Upon graduation, PSC Scholars are mandated to work in the Civil Service for a number of years on a bond, usually ranging from 4 to 6 years. Scholars must repay the bond if they choose to resign from the Civil Service before the completion of their mandated service. Many scholars who have remained in government have gone on to hold senior positions. Many Singaporean ministers are also drawn from the Civil Service, particularly from government scholars.

The highest-ranking civil servant within a ministry is known as the permanent secretary. Permanent secretaries in each ministry used to be permanent in their postings. The current practice is to rotate them in various ministries every few years.

Head of the Civil Service
The highest-ranking civil servant in Singapore is the Head of the Civil Service. The incumbent Head of the Civil Service is Leo Yip, who took office in September 2017. He also holds the position of Permanent Secretary at both the Strategy Group, and National Security and Intelligence Coordination (NSIC) under the Prime Minister's Office (PMO).

Civil Service Minister
The Singapore Government also appoints a cabinet minister to take charge of the operational responsibilities in the public service division and its integrity of the service, where the minister is duly liable to the Parliament of Singapore as well. The current minister appointed to this designation is Chan Chun Sing. Chan is serving concurrently as Minister with the Ministry of Education (Singapore).

Salaries
The salary of civil servants is organised into grades, with employees also being entitled to bonuses. The salary of Members of Parliament (MPs), Cabinet ministers, judges, the attorney-general, speaker, and auditor general are also based upon this scale. Salary grades generally begin with one or two letters, and end with a corresponding number. The top civil service grades are grades 1 to 4, upon which ministerial salary is also pegged.

Civil servants comprise four divisions: I (administrative and professional); II (management executives (MX)); III (Technical Support Scheme, Corporate Support Scheme, and Management Support Scheme); and IV (the Operations Support Scheme (OSS): manual workers and other unskilled labour). Division I employees are divided into Staff, Superscale and Timescale grades, in order of seniority, with superscale employees consisting of permanent secretaries and directors as well as their deputies. In 2017, the formal divisional categories were abolished.

For most civil servants, the pay scale consists of ranges rather than specific fixed salaries, and the actual salaries of civil servants can vary widely depending on performance and other factors.

The salaries of political appointments, such as the MPs and the speaker of Parliament, are ratios of the MR4 salary. While new ministers salaries start off at the MR4 grade, the prime minister may increase a minister's pay grade at his discretion. While the salaries of political leaders are generally fixed upon the pay grades, the salaries of civil servants may vary greatly. For example, the MR4 discount of being only 60% of the median top salary is done only for ministers, "to reflect the ethos of sacrifice that political service involves", and does not apply to civil servants.

The salaries of high-ranking civil servants in Singapore are some of the highest in the world, and are pegged to the salaries of the top-earning Singaporeans. This has led to some criticising the government for overpaying its employees. In response, the government has maintained that a high pay is necessary to prevent corruption, attrition, and the influence of outside money in the public service, as well as to attract talent from the private sector.

Code of conduct
Civil servants need to declare casino visitation within a week if they went to 2 local casinos more than four times a month, or if they have bought an annual entry pass.

title: Singapore Civil Service


text:
Martin Cooke (mayor)

Martin Cooke was a master butcher who became the Mayor of Hoboken, New Jersey, serving from 1912 to 1915.

Biography
He was born in 1872. He married Helen Shugrue and had a son, Martin W. Cooke.

He had served as the Fire Commissioner of Hoboken, Tax Commissioner of Hoboken and member of the Tax Appeals Board, and was a Hudson County Freeholder in 1910. In August 1912, a crowbar dropped by a workman working at the Old Court House, narrowly missed striking the mayor. He was Mayor of Hoboken, New Jersey, from 1912 to 1915.

Starting in 1932 he was custodian of the Hudson County Court House.

He died on July 31, 1944, in Hoboken, New Jersey.

title: Martin Cooke (mayor)


text:
Wikipedia:Articles for deletion/The Guildies

 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. Postdlf 22:51, 1 May 2005 (UTC)

The Guildies
Almost no band just 5 months old can be notable. Smoddy (tgeck) 17:53, 17 Apr 2005 (UTC)
 * Delete not notable. Vanity article. --Randolph 18:18, 17 Apr 2005 (UTC)
 * Delete, not notable, band vanity. Megan1967 07:19, 18 Apr 2005 (UTC)
 * Delete, not notable. Wmahan. 22:58, 2005 Apr 18 (UTC)
 * Delete, by the time this vote goes through they'll be gone anyhow. And if not we'll all eat our words as we rush down to buy their album. Yes I am being sarcastic. 03:26, 22 Apr 2005 (UTC)
 * This page is now preserved as an archive of the debate and, like some other VfD subpages, is no longer 'live'. Subsequent comments on the issue, the deletion, or the decision-making process should be placed on the relevant 'live' pages. Please do not edit this page.


text:
Robin Vane-Tempest-Stewart, 8th Marquess of Londonderry

Edward Charles Stewart Robert Vane-Tempest-Stewart, 8th Marquess of Londonderry, (18 November 1902 – 17 October 1955), styled Lord Stewart until 1915 and Viscount Castlereagh between 1915 and 1946, was a British peer and politician.

Early life
Born on 18 November 1902, into an Anglo-Irish aristocratic family with its roots in Ulster and County Durham, he was the second child and only son of the 7th Marquess of Londonderry and his wife, the Honourable Edith Helen Chaplin. King Edward VII stood sponsor at his christening in the Chapel Royal (St. James's Palace) on 16 December 1902, the other sponsors being his grandfather Lord Londonderry, Hon. Arthur Meade (later Earl of Clanwilliam), and the Duchess of Teck.

He was educated at Eton College. In 1911, he was a page at the coronation of King George V and Queen Mary. He was painted holding his grandfather's coronet by Philip de László. The portrait now hangs at Mount Stewart, County Down.

He was known formally by his courtesy title, Viscount Castlereagh, before he inherited the Marquessate, and as Robin by close friends and family throughout his life.

Career
He worked as honorary attaché to the British Embassy in Rome and as a director of Londonderry Collieries, the family's coal mining company. A keen football fan, he was first a director and then chairman of Arsenal Football Club from 1939 to 1946.

Lord Londonderry was an accomplished public speaker and, before succeeding his father as Marquess in 1949, was the Unionist Member of Parliament for Down in the House of Commons of the United Kingdom from 1931 to 1945.

Marriage and family
He was married on 31 October 1931 at St Martin-in-the-Fields to Romaine Combe (d. 19 December 1951), the daughter of Major Boyce Combe, of Farnham, Surrey, and had issue:

 * Lady Jane Antonia Frances Vane-Tempest-Stewart (born 11 August 1932)
 * Lady Annabel Vane-Tempest-Stewart (born 13 June 1934)
 * Alexander Charles Robert Vane-Tempest-Stewart, 9th Marquess of Londonderry (7 September 1937 – 20 June 2012)

Lord Londonderry was a celebrated host and practical joker, reportedly once decorating the Christmas tree at Wynyard with condoms to startle a visiting cleric. He was an attentive husband and devoted father, entertaining his family with stories and tales. Also regarded as slightly eccentric, on one occasion Lord Londonderry had taken to his bed drunk, when Ruth Graham, the wife of the American evangelist Billy Graham, came to call. Although informed that His Lordship was "indisposed", Mrs Graham insisted upon admission to his bedroom, having "come all the way on Billy's account". She was duly announced. Lord Londonderry threw aside the bedsheets and shouted, "Get in."

He had an awkward and distant relationship with his parents, especially his father. The two men took opposite sides during industrial disputes involving the family coal mines, most notably during the General Strike in 1926. When he married Romaine, a brewer's daughter, his family viewed the union with disdain. It was a happy marriage by all accounts; but Lady Londonderry died from cancer in 1951 and her husband plunged into depression and alcoholism.

"Daddy changed, literally overnight, into a complete drunk," Lady Annabel Goldsmith, his daughter, recalled. "It was awful. He would collapse while making speeches to the cricket club, that kind of thing. He was on the bottle night and day."

Lord Londonderry died from liver failure on 17 October 1955, at age 52. He was buried alongside his wife at Wynyard Park and both were later re-interred in the Londonderry family vault at St Mary's Church, Longnewton, County Durham.


text:
Knopf (disambiguation)

Knopf may refer to:

 * Alfred A. Knopf, a New York publishing house co-founded by:
 * Alfred A. Knopf Sr. (1892–1984)
 * Blanche Knopf (1894–1966)
 * Knopf (surname), including a list of people with the name

title: Knopf (disambiguation)