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Broadcast journalism

Broadcast journalism is the field of news and journals which are broadcast by electronic methods instead of the older methods, such as printed newspapers and posters. It works on radio (via air, cable, and Internet), television (via air, cable, and Internet) and the World Wide Web. Such media disperse pictures (static and moving), visual text and sounds.

Description
Broadcast articles can be written as "packages", "readers", "voice-overs" (VO) and "sound on tape" (SOT).

A "sack" is an edited set of video clips for a news story and is common on television. It is typically narrated by a reporter. It is a story with audio, video, graphics and video effects. The news anchor, or presenter, usually reads a "lead-in" (introduction) before the package is aired and may conclude the story with additional information, called a "tag".

A "reader" is an article read without accompanying video or sound. Sometimes an "over the shoulder digital on-screen graphic" is added.

A voice-over, or VO, is a video article narrated by the anchor.

Sound on tape, or SOT, is sound or video usually recorded in the field. It is usually an interview or soundbite.

Radio was the first medium for broadcast journalism. Many of the first radio stations were co-operative community radio ventures not making a profit. Later, radio advertising to pay for programs was pioneered in radio. Later still, television displaced radio and newspapers as the main news sources for most of the public in industrialized countries.

Some of the programming on radio is locally produced and some is broadcast by a radio network, for example, by syndication. The "talent" (professional voices) talk to the audience, including reading the news. People tune in to hear engaging radio personalities, music, and information. In radio news, stories include speech soundbites, the recorded sounds of events themselves, and the anchor or host.

Some radio news might run for just four minutes, but contain 12–15 stories. These new bulletins must balance the desire for a broad overview of current events with the audience's limited capacity to focus on a large number of different stories.

The radio industry has undergone a radical consolidation of ownership, with fewer companies owning the thousands of stations. Large media conglomerates such as Clear Channel Communications own most of the radio stations in the United States. That has resulted in more "niche" formats and the sharing of resources within clusters of stations, de-emphasizing local news and information. There has been concern over whether this concentration serves the public. The opposition says that the range of political views expressed is greatly narrowed and that local concerns are neglected, including local emergencies, for which communication is critical. Automation has resulted in many stations broadcasting for many hours a day with no one on the station premises.

History
When radio first became popular, it was not used as a source of information; rather, people listened to the radio solely for entertainment purposes. This began to change with a man named Edward R. Murrow. Edward Murrow was an American who traveled to England in order to broadcast news about World War II. He stayed in London throughout the war and was the first to report on events such as bombings in London and updated the people on Hitler's reign. Murrow gained his fame mainly after reporting on Hitler's German army annexing Austria. Many Americans relied on his broadcasts throughout the war to gain information about the war.

More people also began to rely on radio for information after the attacks on Pearl Harbor. People found out about the bombing through President Roosevelt's broadcast interrupting their daily programming. It set Americans on edge, and people began to rely more heavily on the radio for major announcements throughout World War II. World War II was a time where radio broadcasting became a much larger industry because it was the easiest and quickest way for people to get updates on what was going on throughout the world.

Informative radio continued while television reporting also began to take flight. Throughout the 1940s and 1950s television news sources grew, but radio still dominated. It wasn't until John F. Kennedy's assassination in 1963 that television newscasting took off. Radio could only capture the sound of the event, but television showed people the true horror of the assassination. This was one of the first major events in which news companies competed with each other to get the news out to the public first. CBS News was the first to report that Kennedy had been shot and was killed. News crews spent the next several days covering everything happening in Washington, including Kennedy's funeral. This set the standard for news stations to have to cover major events quicker and get them out to the public as they were happening. The JFK assassination helped to transform television journalism to how it is today, with instantaneous coverage and live coverages at major events. Television offered faster coverage than radio and allowed viewers to feel more as if they were experiencing the event because they could visualize exactly what was going on.

NBC (National Broadcasting Company) and CBS (Columbia Broadcasting System) were the two competing forces of news broadcasting in the early years of broadcast journalism. NBC was established in 1926 and CBS in 1927. There was a divide in the industry because they were not only competing against each other, but radio news that had already been established.

Women had a hard time immersing themselves into radio news seeing as most of the radio broadcasts were men. There was a small number of women who hosted programs that were for homemakers and were on entertainment broadcast. After World War II, the doors for women in broadcasting opened up. This was also due to the shortage of men that were home during the war, so news outlets looked to women to fill those gaps of times. In the 1960s and 1970s larger numbers of women began to enter into broadcast news field.

Both radio and television are major sources for broadcast journalism today, even with rapidly expanding technology. Television still focuses on covering major events, but radio broadcasts focus more on analyzing stories rather than reporting breaking news. Although the history of broadcast journalism has its origins in the early days of radio transmission, it is television with its attractive visuals and rapid dissemination that has empowered broadcast journalism to emerge as the most influential form of journalism until the rise of the Internet and the new forms of journalism associated with digital technologies. The internet often beats out broadcast journalism in terms of reporting breaking news, and the field of broadcast journalism is constantly having to adapt to the changing technology of today.

Television
Television (TV) news is considered by many to be the most influential medium for journalism. For most of the American public, local news and national TV newscasts are the primary news sources. Not only the numbers of audience viewers, but the effect on each viewer is considered more persuasive ("The medium is the message"). Television is dominated by attractive visuals (including beauty, action, and shock), with short soundbites and fast "cuts" (changes of camera angle). Television viewing numbers have become fragmented, with the introduction of cable news channels, such as Cable News Network (CNN), Fox News Channel and MSNBC.

Local television
The industry divides local television in North America into media markets. These television markets are defined by viewing area and are ranked by the number of audience viewers. New broadcast journalists generally start in the smaller markets with fewer viewers and move up to larger television stations and television networks after gaining experience. The larger stations usually have more resources and better pay.

United States stations typically broadcast local news three or four times a day: around 4:30–7 am (morning), 11:30 or noon (midday), 5 or 6 pm (evening), and 10 or 11 at night. Most of the nightly local newscasts are 30 minutes, and include sports coverage and weather. News anchors are shown sitting at a desk in a television studio. The news anchors read teleprompters that contain local interest stories and breaking news. Reporters frequently tell their stories outside the formal television studio in the field, in a remote broadcast setting where Electronic news-gathering (ENG) techniques are used with production trucks. Daytime television or morning shows include more "soft" news and feature pieces, while the evening news emphasizes "hard" news.

Education
Many young journalists start out by learning about broadcast journalism through high school courses. They learn how to navigate the newsroom and equipment, and they learn the ethics and standards of journalism. Although learning the responsibilities of a journalist is important, education is required to work in broadcast journalism. A bachelor's degree in, "...journalism, broadcast journalism or interactive media," can lead to a career in broadcast production. However, a heavy amount of the education they receive is hands-on activity through internships and working for on-campus broadcasting stations. This real world view of the field combined with classes that teach students the ins and outs of writing, capturing video, interviewing and editing creates a developed and prepared journalist. Finding a job in the broadcasting field can be tough due to the decreased viewing and limited number of stations in each location, but the online media presence is causing employment to be, "...predicted to decline by 8% from 2014 to 2024."

News jobs
News anchors (formerly "anchormen") serve as masters-of-ceremonies and are usually shown facing a professional video camera in a television studio while reading unseen teleprompters. The anchors are often in pairs (co-anchors), who sit side by side and often alternate their reading. Meteorologists stand in front of chroma key backgrounds to describe weather forecasting and show maps, charts and pictures. Reporters research and write the stories and sometimes use video editing to prepare the story for air into a "package". Reporters are usually engaged in electronic field production (EFP) and are accompanied by a videographer at the scenes of the news; the latter holds the camera. The videographer or assistants manage the audio and lighting; they are in charge of setting up live television shots and might edit using a non-linear editing system (NLE). Segment producers choose, research and write stories, as well as deciding the timing and arrangement of the newscast. Associate producer, if any, specialize in other elements of the show such as graphics.

Production jobs
A newscast director is in charge of television show preparation, including assigning camera and talent (cast) positions on the set, as well as selecting the camera shots and other elements for either recorded or live television video production. The technical director (TD) operates the video switcher, which controls and mixes all the elements of the show. At smaller stations, the Director and Technical Director are the same person.

A graphics operator operates a character generator (CG) that produces the lower third on-screen titles and full-page digital on-screen graphics. The audio technician operates the audio mixing console. The technician is in charge of the microphones, music and audio tape. Often, production assistants operate the teleprompters and professional video cameras and serve as lighting and rigging technicians (grips).

Business changes
Broadcast journalism is changing rapidly, causing issues within the business as well. Many people can no longer find jobs in broadcast journalism because much more is online and does not even need to be broadcast by a person. Others are being laid off to invest more money into new technologies. Other changes include innovations allowing TV stations to better alert viewers in emergencies and have higher quality services.

Online convergence
Convergence is the sharing and cross-promoting of content from a variety of media, all of which, in theory, converge and become one medium. In broadcast news, the internet is a key to convergence. Frequently, broadcast journalists also write text stories for the Web, usually accompanied by the graphics and sound of the original story. Websites offer the audience an interactive form where they can learn more about a story, can be referred to related articles, can offer comments for publication and can print stories at home. Technological convergence also lets newsrooms collaborate with other media, broadcast outlets sometimes have partnerships with their print counterparts.

Social media
Citizen broadcast journalism is a new form of technology that has allowed regular civilians to post stories they see through outlets such as Snapchat, Facebook, and Twitter. It has become a new trend that some allegedly fear will take over broadcast journalism as it is known. News companies, like Fox News, are employing citizen journalists, which is a new phenomenon in journalism.

Fake news
The terms "fake news" and "yellow journalism" have taken over broadcast journalism throughout the years. Its impact on broadcast journalism played a role in how news about the election was spread. Fake news defines how viewers see news that may be misleading or false. The main aim of yellow journalism is to gather the attention of people in the society.

title: Broadcast journalism


text:
User talk:Cglied

Welcome
Hi and welcome to wikipedia. I hope you like it and decide to stay. Here are some handy links for newcomers. Also you can sign your name on talk pages and vote pages with three tildes like this, and your name with a time stamp with four like this ~. Howabout1 01:57, 21 Apr 2005 (UTC)
 * Welcome
 * How to edit a page
 * Editing, policy, conduct, and structure tutorial
 * Picture tutorial
 * How to write a great article
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 * Manual of Style
 * Help pages
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license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: User talk:Cglied


text:
Passive Restraints

Passive Restraints is the second EP by American rock band Clutch, released in April 1992 via Earache Records. A reissue called Impetus was released in 1997 with extra songs.

Recording and release
It was a three-song EP with some early punk/metal tracks that don't make the live set list much anymore, though they were a good example of their influence by bands such as Bad Brains. Vocalist Neil Fallon stated, after hearing Bad Brains on their debut self-titled album, Bad Brains:
 * "..Upon listening though [to the album], I was totally confused. I had nothing to compare it to. It was freakish. But after repeated listens, there was that eureka moment, and ever since then they have been on the loftiest of rock pedestals"

The EP has, in recent years, become much more of a staple in the band's live sets. The title track, as well as Impetus, are played almost regularly.

Background
The second EP from Clutch was also to become a rare find. It was released on CD and 12" vinyl, but according to Earache Records the 12" is no longer available. It was also the second album produced/engineered with Lawrence "Uncle Punchy" Packer at his studios in their home state of Maryland.

Track listing
All tracks written by Clutch.

Personnel

 * Neil Fallon – vocals
 * Tim Sult – guitar
 * Dan Maines – bass
 * Jean-Paul Gaster – drums

Production
 * Produced by "Uncle Punchy" Lawrence Packer at Uncle Punchy Stoudios in Silver Spring, Maryland

title: Passive Restraints


text: Category:Mental health

title: Category:Mental health


text:
Talk:I (Meshuggah EP)

Untitled
I removed the label "Speedcore" since it apparently is some kind of techno, and this is a piece of extreme post-thrash/math metal.

Fair use rationale for Image:Meshuggah-I.jpg
Image:Meshuggah-I.jpg is being used on this article. I notice the image page specifies that the image is being used under fair use but there is no explanation or rationale as to why its use in this Wikipedia article constitutes fair use. In addition to the boilerplate fair use template, you must also write out on the image description page a specific explanation or rationale for why using this image in each article is consistent with fair use.

Please go to the image description page and edit it to include a fair use rationale. Using one of the templates at Fair use rationale guideline is an easy way to insure that your image is in compliance with Wikipedia policy, but remember that you must complete the template. Do not simply insert a blank template on an image page.

If there is other other fair use media, consider checking that you have specified the fair use rationale on the other images used on this page. Note that any fair use images uploaded after 4 May, 2006, and lacking such an explanation will be deleted one week after they have been uploaded, as described on criteria for speedy deletion. If you have any questions please ask them at the Media copyright questions page. Thank you.BetacommandBot 22:14, 5 June 2007 (UTC)

Fair use rationale for Image:Meshuggah-I.jpg
Image:Meshuggah-I.jpg is being used on this article. I notice the image page specifies that the image is being used under fair use but there is no explanation or rationale as to why its use in this Wikipedia article constitutes fair use. In addition to the boilerplate fair use template, you must also write out on the image description page a specific explanation or rationale for why using this image in each article is consistent with fair use.

Please go to the image description page and edit it to include a fair use rationale. Using one of the templates at Fair use rationale guideline is an easy way to ensure that your image is in compliance with Wikipedia policy, but remember that you must complete the template. Do not simply insert a blank template on an image page.

If there is other fair use media, consider checking that you have specified the fair use rationale on the other images used on this page. Note that any fair use images lacking such an explanation can be deleted one week after being tagged, as described on criteria for speedy deletion. If you have any questions please ask them at the Media copyright questions page. Thank you.

BetacommandBot (talk) 15:09, 8 March 2008 (UTC)

A Commons file used on this page or its Wikidata item has been nominated for speedy deletion
The following Wikimedia Commons file used on this page or its Wikidata item has been nominated for speedy deletion: You can see the reason for deletion at the file description page linked above. —Community Tech bot (talk) 23:54, 15 June 2022 (UTC)
 * Meshuggah I reissue.jpg

Original & Reidsue track listing
It says: The original vinyl release has track 1 on side A, and tracks 2-4 on side B while the 2016 re-issue only has track 1

But the lists directly below are saying it's vise-versa 2601:243:1F00:4A40:D1F5:D2B1:23C4:8B7C (talk) 06:33, 27 May 2024 (UTC)

title: Talk:I (Meshuggah EP)


text: Category:Meshuggah albums

title: Category:Meshuggah albums


text:
Transnational Speedway League: Anthems, Anecdotes and Undeniable Truths

Transnational Speedway League: Anthems, Anecdotes and Undeniable Truths (often shorted to Transnational Speedway League) is the debut studio album by American hard rock band Clutch. Recorded at Razor's Edge Studio in San Francisco, California, with producer Jonathan Burnside and at Spa Studio Inc. in New York City with producer Steven Haigler, it was released by EastWest Records on June 17, 1993. The album was promoted by a music video for opening track "A Shogun Named Marcus", directed by Dan Winters.

Background
Initial recording sessions for Transnational Speedway League began in January 1993 at Razor's Edge Studio in San Francisco, California with producer Jonathan Burnside, during which the songs "Binge and Purge", "Bacchanal", "Earthworm", "Heirloom", "Walking in the Great Shining Path of Monster Trucks", and "Effigy" were recorded and mixed. After a short break, Clutch returned to the studio in April to complete the album, working with producer Steven Haigler at Spa Studio Inc. in New York City on the remaining songs, "A Shogun Named Marcus", "El Jefe Speaks", "12 Ounce Epilogue", "Milk of Human Kindness", and "Rats".

Transnational Speedway League has been described by commentators as one of the heaviest releases of Clutch's career. Metal Hammer writer Mörat described the album as "a stark reminder of just how good angry music could sound", noting its presence in a scene dominated by "the grunge explosion" which was much less heavy. According to Mörat, the opening song "A Shogun Named Marcus" had to be removed from the band's live set lists for several years "because it incited people to kick the shit out of each other". The album received a Parental Advisory sticker for the repeated use of the word "motherfucker" in the song "Binge and Purge".

The album was promoted by the release of a music video for the song "A Shogun Named Marcus", which was directed by Dan Winters who also provided photography for the album. The band toured throughout 1994 in promotion of the album, including support dates for Brazilian groove metal band Sepultura, American industrial metal band Fear Factory, and British sludge metal band Fudge Tunnel.

Reception
Media response to Transnational Speedway League was generally positive. Jeremy Ulrey of AllMusic praised the album for its "dogged hard rocking and consistent songwriting prowess", highlighting the first half of the album over the second half but overall dubbing it "one of the brighter debuts to emerge in the '90s". In a feature published in 2016, Metal Hammer columnist Mörat ranked "Binge and Purge" on his list of "The top 10 best Clutch songs", outlining that "it doesn't get much heavier than this, the third track from Clutch's debut album", and describing the song as "quite simply, music to kill people to". In an earlier feature, in which he hailed the album as being "in a class of its own", Mörat also praised opening track "A Shogun Named Marcus", which he credited as "the moment when many a rock fan became a Clutch devotee ... the 'wow' moment".

Personnel
• Neil Fallon – vocals

• Tim Sult – guitar

• Dan Maines – bass

• Jean-Paul Gaster – drums

• Jonathan Burnside – production, engineering and mixing (tracks 3, 5 and 8–11)

• Steven Haigler – production, engineering and mixing (tracks 1, 2, 4, 6 and 7)

• Billy Anderson – additional engineering (tracks 3, 5 and 8–11)

• Peter Stabuli – additional engineering (tracks 3, 5 and 8–11)

• Louis Driben – additional engineering (tracks 3, 5 and 8–11)

• Tony Olavarria – additional engineering (tracks 1, 2, 4, 6 and 7)

• George Marino – mastering

• Frank Gargiulo – art direction, design

• Mike Baugh – logo design

• Dan Winters – photography


text:
Talk:ECOWAS

Stub
Why isn't this article classified as a stub? There is virtually no information on the history of ECOWAS, or it's importance and role in West Africa, which is considerable. This article needs much expansion and should be classified as a stub as it currently stands. Rvinall

 * Aye, it should be classified as a stub - and should be expanded. While we're at it, has anybody else heard of the information that the ECOWAS is to be expanded to a large degree over the rest of the west African states in 2006? Can't remember where I found that rumour... Nightstallion 04:58, 21 Apr 2005 (UTC)

Alright, I have just added the stub marker to this article. Now let's try to get some more information. Rvinall 04:25, 22 Apr 2005 (UTC)

 * Info added. Rudykog 02:48, 1 December 2005 (UTC)

Mauritania
The article lists two dates for Mauritania leaving - 2000 and 2002. The World Bank website says 1999, whereas this site says 2002. Any ideas? Cordless Larry 23:07, 23 August 2006 (UTC)

 * I looked at older versions of the CIA world factbook. Under "International organization participation" Ecowas doesn't appear for Mauritania in the 2002 factbook so it had to have happened between July 2001 and July 2002.  Æµ§œš¹ [aɪm ˈfɻɛ̃ⁿdˡi] 02:41, 9 August 2007 (UTC)

 * I've done some more research and it seems that the application for withdrawal was made on 26 December 1999 (see here) and became effective on 31 December 2000 (see here). Cordless Larry (talk) 14:55, 4 January 2008 (UTC)
 * And it's on the logo.--Kintetsubuffalo (talk) 16:17, 20 January 2017 (UTC)

International orgnizations
I added the category "International organizations," but note in passing that there seems to be a lot of overlap with International Organizations of Africa, and that perhaps the whole hierarchy of these categories may need looking at.--A12n (talk) 04:28, 26 January 2008 (UTC)

Gauge (railway)

 * 🇧🇯 Transport

 * 🇨🇻 (island)

 * 🇨🇮 Transport
 * 🇧🇫 Transport

 * (nil)
 * 🇬🇭 Transport
 * 🇬🇼 (nil)
 * 🇱🇷 Transport ;
 * (nil)
 * Transport ;

 * 🇸🇳 Transport
 * undefined Transport

(suspended)
 * 🇸🇱 Transport
 * Transport
 * Transport ;

 * 4,472km 42.7%
 * 4,593km 43.9%
 * 1,409km 13.5%

Transshipment
There are a number of ways of transshipping freight between the different gauges:

 * Containerisation
 * Bogie exchange
 * Variable gauge axles
 * Dual gauge or even triple gauge.

Tabletop (talk) 02:26, 14 April 2009 (UTC)

notable ECOWAS court ruling
A notable ECOWAS court ruling was the 2015 ruling against Burkina Faso on the exclusion of MPs who voted for the abolishment of term limits (in favor of the later ousted president Blaise Compaoré), ahead of the Burkinabé general election, 2015; it can be found at .Bancki (talk) 11:07, 30 November 2015 (UTC)

Dr. Kohnert's comment on this article
Dr. Kohnert has reviewed this Wikipedia page, and provided us with the following comments to improve its quality:

"- "The West African Economic and Monetary Union (also known as UEMOA from its name in French, Union économique et monétaire ouest-africaine) is an organization of eight West African states. It was established to promote economic integration among countries that share the CFA franc as a common currency." [suggested revision: "The West African Economic and Monetary Union (also known as UEMOA from its name in French, Union économique et monétaire ouest-africaine) is an organization of eight West African states. It was established to promote economic integration among countries that share the CFA franc as a common currency. The CFA-zone is basically composed of two sub-zones, characterised by significant structural economic and political differences within and between its member countries: the West African Economic and Monetary Union (WAEMU/UEMOA) and the Economic and Monetary Community of Central Africa (EMCCA / CEMAC)."]

- "UEMOA is a customs union and currency union between the members of ECOWAS. Its objectives include the following. ... The harmonization of fiscal policies." [suggested revision: ".... The harmonization of fiscal policies. However, whether it is feasible to achieve these ambitious aims with economic means of regional economic and monetary cooperation, is open to question. Experts and the international donor community periodically caution about diverting attention from the most pressing needs of African countries by pursuing over-ambitious monetary policies. African governments should get the priorities right, i.e. they ought to implement first sustainable solutions to the problems of crisis resolution and prevention, the fight against corruption and rent-seeking elites, in order to promote good governance, transparency and accountability. The realities of African economies suggest that the grand new projects of monetary unions are unlikely to succeed (Fn.: Masson, Paul R. / Pattillo, Catherine (2004): The monetary geography of Africa. Brookings Inst. Press ). The growing structural divergences between UEMOA and CEMAC have been intensified by the recent development of world oil markets, booming production in Equatorial Guinea and the arrival of Chad in the club of oil producers. Nevertheless the CFA-zone in general, and the UEMOA in particular, have been considered as model case for economic and monetary integration in Africa. Yet, neither of these sub-zones meets the classical criteria of the Optimum Currency Area (OCA). In contrast, they show a low degree of diversification of production and exports, low factor mobility (except of labour in some countries) and price and wage flexibility, different levels of infrastructure and of inflation, low intra-regional trade and a strong exposure to asymmetrical external shocks (e.g. violent political conflicts, different terms of trade development for oil- and agricultural exports). The rules of the informal sector, are more important in structuring the CFA-zone than the institutions and policies of the formal economic sector, including its monetary institutions. For decades, rent-seeking informal trans-national social networks, such as the 'Messieurs Afrique' (Fn.: Glaser, Antoine / Smith, Stephen (1992/1997): Ces messieurs Afrique. Le Paris-village du continent noir. Paris, Vol. I-II, Calmann-Levy, 1992 (I), 1997(II) ; Hugon, Philippe (1998): “Les avatars de la Zone Franc face à l’Euro“, in: Cahier GEMDEV (Groupement d’Intérêt Scientifique pou l’Étude de la Mondialisation et du Développement), No. 25, pp.: 363-394; Verschave, François-Xavier (1998): Françafrique. Paris, l’Harmattan) dominated the CFA-Zone. For example, prices of French imports were overpriced, due to protection by tied aid and other political and cultural non-tariff barriers. The cost of this rent-seeking was carried not only by the French Treasury, who guarantees the peg, but by the French and EU-taxpayers, who financed budgetary bail-outs and development aid, and finally by the poorer member countries and social strata (Fn. Kohnert, Dirk (2005): Monetary Unions - Dominated by the North? The CFA-Zone and the CMA - On the relevance of rational economic reasoning under African conditions. In: Fritz, Barbara / Metzger, Martina (eds.)(2005): New Issues in Regional Monetary Coordination - Understanding North-South and South-South Arrangements, Palgrave Macmillan, Houndmills, Basingstoke, Hampshire, pp. 177-187). The F CFA viability has been hurt by its dependency on the monetary policy of the Euro-zone, which does not necessarily correspond to the needs of African member countries. Ambitious convergence criteria had been introduced with the 1994 devaluation and the founding of the UEMOA and CEMAC respectively. However, its implementation had been hampered by the lack of political will and the aftermath of the Ivorian crisis since 2002. If the CFA-Zone wants to perform efficiently in the future, it should no longer be based on its inherited colonial culture, but on the economic needs of the population in the respective member countries. Unfortunately, overriding concerns on the political stability of the region, and dependency on its traditional allies concerning crisis resolution, prevented up to now any meaningful transformation of CFA-Zones structures.]

- "The eventual goal is for the CFA franc and Eco to merge, giving all of West and Central Africa a single, stable currency. The launch of the new currency is being developed by the West African Monetary Institute based in Accra, Ghana." [suggested revision: "The eventual goal is for the CFA franc and Eco to merge, giving all of West and Central Africa a single, stable currency. The launch of the new currency is being developed by the West African Monetary Institute based in Accra, Ghana. Despite several, often competing projects of monetary cooperation in West Africa the monetary arrangements are of questionable viability. The CFA-zone and the WAMZ are vivid examples of the limited practical value of abstract economic models, like that of Optimum Currency Areas (OCAs), in the African context. The major structural deficiencies within and between member states of each zone cannot be solved by monetary coordination. They require sustainable political and economic solutions, adapted to the specific needs of each of its members, and aimed at the ownership of the measures and instruments by each country and/or sub-zone concerned. Concentrating efforts and scarce means on over-ambitious plans for monetary integration, like that of the West African Monetary Zone (WAMZ), pushed by the Anglophone West African governments of Nigeria, Ghana, Sierra Leone, Gambia, Guinea, Liberia, in order to establish the Eco as a common virtual currency in competition to the rival F-CFA, diverts attention from more important bottlenecks of development in the region and would lead to a sub optimal allocation of resources and the temptation for fiscal wastefulness through prospects of a bail-out, or costs that are diluted through the membership (Fn.: Debrun, Xavier / Masson, Paul / Pattilo, Catherine (2002): Monetary union in West Africa – Who might gain, who might lose, and why? IMF Working Paper, WP/02/226, IMF, Washington D. C.; IMF (2003): West African Economic and Monetary Union - Recent Economic Developments and Regional Policy Issues; and Public Information Notice on the Executive Board Discussion. IMF Country Report No. 03/70, Washington D.C; Masson, Paul R. / Catherine Pattillo (2002): Monetary union in West Africa: An agency of restraint for fiscal policies? Journal of African Economics.,11. 387 - 412 Masson, Paul R. / Catherine Pattillo (2001): Monetary union in West Africa (ECOWAS): is it desirable and how could it be achieved? IMF, Washington, DC, Occasional paper, no. 204; Page, Sheila / Bilal, Sanoussi (2001): Regional integration in Western Africa. Report prepared for and financed by the Ministry of Foreign Affairs, the Netherlands, ODI, London, September 2001). The same holds for rival efforts of Francophone circles to establish the F CFA as anchor currency of the future WAMZ.]"

We hope Wikipedians on this talk page can take advantage of these comments and improve the quality of the article accordingly.

Dr. Kohnert has published scholarly research which seems to be relevant to this Wikipedia article:

 * Reference : Kohnert, Dirk, 2015. "Togo: recent political and economic development," MPRA Paper 62029, University Library of Munich, Germany.

ExpertIdeasBot (talk) 18:43, 27 June 2016 (UTC)

Popuation ranking
How come the population of ecowas which is 340,000,000 (2013 estimate) is only ranked fourth? Surely it should be third? — Preceding unsigned comment added by 129.241.146.106 (talk) 09:47, 23 January 2017 (UTC)

External links modified
Hello fellow Wikipedians,

I have just modified 8 external links on Economic Community of West African States. Please take a moment to review my edit. If you have any questions, or need the bot to ignore the links, or the page altogether, please visit this simple FaQ for additional information. I made the following changes:
 * Added archive https://web.archive.org/web/20110626213148/http://www.africa-union.org/Recs/ECOWASProfile.pdf to http://www.africa-union.org/Recs/ECOWASProfile.pdf
 * Added archive https://web.archive.org/web/20170307061719/http://www.ecowasparliament.org/en/about-us to http://www.ecowasparliament.org/en/about-us
 * Added archive https://web.archive.org/web/20081030151400/http://www.ecowascourt.org/French/texts/information.pdf to http://www.ecowascourt.org/French/texts/information.pdf
 * Added archive https://web.archive.org/web/20090202115957/http://www.idrc.ca/en/ev-68350-201-1-DO_TOPIC.html to http://www.idrc.ca/en/ev-68350-201-1-DO_TOPIC.html
 * Added archive https://web.archive.org/web/20091024131043/http://www.railwaysafrica.com/2009/10/proposed-ecowas-railway/ to http://www.railwaysafrica.com/2009/10/proposed-ecowas-railway/
 * Added archive https://web.archive.org/web/20080916180305/http://www.sec.ecowas.int/index.html to http://www.sec.ecowas.int/index.html
 * Added archive https://web.archive.org/web/20070528073325/http://www.sec.ecowas.int/sitecedeao/english/pps/ecowas.00 to http://www.sec.ecowas.int/sitecedeao/english/pps/ecowas.00
 * Added archive https://web.archive.org/web/20100531015713/http://www.iss.europa.eu/nc/actualites/actualite/browse/3/article/security-by-proxy-the-eu-and-sub-regional-organisations-the-case-of-ecowas/ to http://www.iss.europa.eu/nc/actualites/actualite/browse/3/article/security-by-proxy-the-eu-and-sub-regional-organisations-the-case-of-ecowas/

When you have finished reviewing my changes, you may follow the instructions on the template below to fix any issues with the URLs.

Cheers.— InternetArchiveBot  (Report bug) 20:43, 2 December 2017 (UTC)

First diagram - legend (title, labels) needed
On other languages the similar diagram mention green = "member" Magnon86 (talk) 17:47, 10 July 2019 (UTC)magnon86

Mali
Mali was recently suspended from ECOWAS due to the military coup there. Any mention in the article about it? https://www.reuters.com/world/africa/mali-coup-leader-attend-emergency-west-african-summit-2021-05-30

Nsnandan2635 (talk) 04:32, 31 May 2021 (UTC)

Restructured article
I have restructured the ECOWAS article, but without substantive changes, generally. Previously, the lede was much larger and more-detailed that WP:LEDE guidelines -- so I moved the excess details to appropriate sections and subsections of the article.

I moved historical details to a new "History" section (also adding a paragraph about recent coups in member countries, with ref cites).

Overall organizational structure details of ECOWAS (names of institutions and detailed descriptions of sub-blocs), which clogged the lede with multiple paragraphs, were moved to a new "Overall" subsection at the start of the "Structure" section.

I moved, then deleted, an un-sourced sentence about Mauritania and Cape Verde membership, because its content was duplicated in properly-sourced text in the "Membership" section.

Have also flagged much of the moved content as needing citations -- sorely lacking throughout the article.

Please, people, remember the lede (opening section, before the table of contents) is only for a SUMMARY of the article -- not a dumping ground for every detail you think is significant. Please put such details in appropriate sections/subsections.
 * ~ Penlite (talk) 11:36, 9 September 2021 (UTC)

Zone A? Zone B?
These zones are not explained in the article.--Oneiros (talk) 18:15, 30 July 2023 (UTC)

 * Came here to say the same thing. Google doesn't offer any help either... Grunners (talk) 14:56, 5 August 2023 (UTC)

 * Agreed, and the Treaty doesn't even mention zones. On 22 October 2017 a user at 66.87.30.144 made twenty quick-fire edits, including creating these mysterious zones. I removed the division just now.Mebden (talk) 18:48, 13 August 2023 (UTC)

Niger's membership
ECOWAS announced today the "suspension of all commercial and financial transactions between ECOWAS member states and Niger", along with a "travel ban and asset freeze for the military officials involved in the coup attempt". Does this qualify as a suspension from the bloc? 213.105.99.162 (talk) 15:49, 31 July 2023 (UTC)

Labelled Map?
It would be nice if this entry included a map with the countries labelled, like the one here for the EU. https://en.wikipedia.org/wiki/European_Union#Member_states — Preceding unsigned comment added by 92.15.93.46 (talk) 09:05, 4 August 2023 (UTC)

Military interventions not mentioned
I don’t see any significant mention of the several regional military interventions ECOWAS has conducted. Apart from incompleteness, it could raise POV concerns. RadioactiveBoulevardier (talk) 05:57, 6 August 2023 (UTC)

 * AGREED! 2601:5CF:8000:6B60:1C9D:1E06:2504:2695 (talk) 13:26, 11 August 2023 (UTC)

Dashes in Status column of ECOWAS member states
In the listing of Member states, Burkino Faso, Guinea, Mali and Niger are listed as Suspended, and only Cape Verde and Nigeria are listed as Active. All other members are represented simply by a dash. But Cape Verde is one of the only two states indicated as "Active", in addition to Nigeria. Then what of the remaining nine states, represented by dashes? If Cape Verde was not ready to participate, does this mean that Nigeria alone was "active" and ready to participate in "a possible military intervention" in Niger? Or perhaps that the status of each of the remaining nine states was unclear? What are the dashes intended to signify, either in general as members, or in terms of the proposed specific action in Niger? Milkunderwood (talk) 08:55, 1 September 2023 (UTC)
 * "Niger was suspended from ECOWAS after the 2023 coup d'état and threatened with military intervention if President Mohamed Bazoum is not restored to office, causing the Nigerien crisis. On 10 August 2023, after an emergency summit ECOWAS announced the creation of a military task force for possible military intervention in Niger should diplomatic talks fail. ECOWAS military chiefs convened a two-day meeting in Accra, Ghana to discuss a possible military intervention against the junta on August 17 and 18, only the Cape Verde was not ready to participate in the standby force."
 * Agreed, not clear what this means so I've removed it. TDL (talk) 17:07, 2 October 2023 (UTC)

Wiki Education assignment: POLC 3200 African Politics
— Assignment last updated by Emaran1 (talk) 17:54, 12 October 2023 (UTC)

I am currently editing this article to update and verify sources as well as add more information where there are content gaps. Additionally, I will be working to translate and verify sources from this French Wikipedia Page. Here are some updates I will be making based on the discussion in the Talk Page

 * Fix population ranking of ECOWAS
 * Mali’s suspension from ECOWAS due to the military coup there
 * Zone A and Zone B are not explained
 * Treaty does not mention zones
 * Check on the status of Niger’s membership
 * Create a labeled map of the countries included in ECOWAS
 * Mention military interventions

My contributions so far:
 * Added more information and sources in the History section of ECOWAS
 * Created a section for the Free Movement of Persons, Resident and Establishment Protocol and gave a brief history of the implementation of the protocol.
 * Created a section for states that have been banned/ left ECOWAS  — Preceding unsigned comment added by Emaran1 (talk • contribs) 20:13, 24 October 2023 (UTC)

Let me know if you have any suggestions. Thank you! Emaran1 (talk)emaran1 — Preceding undated comment added 18:02, 12 October 2023 (UTC)

Niger, Mali and Burkina leave ECOWAS
https://www.bbc.com/news/world-africa-68122947 Agnerf (talk) 17:13, 29 January 2024 (UTC)
 * From the piece: "According to the Ecowas treaty, member states wishing to withdraw must give written notice a year in advance, and continue to abide by its provisions during that year". Cordless Larry (talk) 20:07, 29 January 2024 (UTC)

title: Talk:ECOWAS


text:
KKV guitar

The KKV (Kerry King V), also known as the Speed V, is an electric guitar designed by Kerry King of Slayer for B.C. Rich guitars. Its shape is based on the Gibson Flying V but with sharp points.

B.C. Rich offers different versions of the guitar in four categories; as a signature model from the handcrafted/custom shop division, a high-end signature version, a mid-range version with lower-end pickups, and a low-end Metal Master version without a tremolo. In 2009 B.C. Rich released the Kerry King V2, featuring active pickups, Son Of Beast headstocks and the "generation 2" tribal graphics.

Non-BC Rich Versions
The KKV has not always been exclusive to B.C. Rich. The guitar was briefly made by ESP Guitars when B.C. Rich closed down their custom shop during a period in the 1990s. When the company changed hands and reopened the custom shop, King returned to B.C. Rich. The ESP model featured a George Lynch style headstock and was finished in black, and black with a red splatter with eagle inlays. (Pictured right as of August 9)

As of 2009, ESP has re-released their version as the NV, with a reverse ESP headstock.

Features

 * Basswood body (Signature has a Canadian Maple Body)
 * Gloss Black w/KKV Tribal graphics
 * Hard Maple Neck
 * Bolt on Construction (Neck thru on signature)
 * Rosewood Fingerboard with tribal KK inlay on 12th fret (Ebony on signature and V2 models with full inlay on the signature)
 * Widow Headstock (Signature and V2 models have tribal designs on the Widow and Son of Beast headstocks respectively)
 * 25.5 in Scale (Signature is 24.625 in Scale)
 * Black Hardware
 * BC Rich Humbuckers Kerry's Signature guitar has EMG Active Pickups [81 and 85] with 20db gain boost)
 * Kahler X Tremolo (King uses the 2315 model)

title: KKV guitar


text:
Jessica Fridrich

Jessica Fridrich (born Jiří Fridrich) is a professor at Binghamton University, who specializes in data hiding applications in digital imagery. She is also known for documenting and popularizing the CFOP method (sometimes referred to as the "Fridrich method"), one of the most commonly used methods for speedsolving the Rubik's Cube, also known as speedcubing. She is considered one of the pioneers of speedcubing, along with Lars Petrus. Nearly all of the fastest speedcubers have based their methods on Fridrich's, usually referred to as CFOP, that is, (Cross, First 2 Layers, Orientation of the Last Layer, Permutation of the Last Layer).

The method describes solving the cube in a layer-by-layer fashion. First a "cross" is made on the first layer, consisting of the center piece and four edges (Cross). Next, the first layer's corners and edges of the second layer are put into their correct positions simultaneously in pairs (F2L). The last layer is solved by first orienting the yellow pieces (OLL) and then permuting the last layer of the cube using a few sets of algorithms (PLL).

Speedcubing
At the age of 16, in March 1981, Fridrich saw a Rubik's Cube for the first time. These cubes weren't immediately purchasable in the context of communist Czechoslovakia. However, Fridrich managed to obtain one in July when a French family visiting the area brought it along. Following the acquisition of the Cube, Fridrich delved into learning a Layer by Layer technique from a Czech publication. By the time September rolled around, she had reached an average solving time of roughly 1 minute.

In May 1982, the national championship occurred, coinciding with Fridrich's average solve time hovering at approximately 25 seconds. Out of the participants, five cubers, including Mirek Goljan, advanced to the finals. In this arena, Fridrich clinched victory in both the initial and second rounds, whereas Goljan secured the triumph in the third and final round. The specific time of 23.55 seconds during the second round paved the way for Fridrich to secure the top spot. She competed in Rubik's Cube World Championship in Budapest in 1982 in which she finished 10th with the best time of 29.11 seconds

Career
Jessica Fridrich works as a professor at the Department of Electrical and Computer Engineering at Binghamton University and specializes in digital watermarking and forensics. She received her MS degree in applied mathematics from the Czech Technical University in Prague in 1987, and her PhD in systems science from Binghamton University in 1995. In 2018, Fridrich was elected a fellow of the National Academy of Inventors.

title: Jessica Fridrich


text: User talk:69.81.19.249

title: User talk:69.81.19.249


text: Talk:Troy High School

title: Talk:Troy High School


text:
User:Ciara10469

Cardinal Joseph Ratzinger has been chosen as the new Pope in Vatican City at Saint Peter’s Square April 19, 2005. He took the name pope benedict XVI. He was apart of an -Nazi but turned his ways around and became a pope. Joseph Ratzinger was born April 16, 1927 in Marktl am Inn in Bavaria, anti Germany. He was the son of a police officer who was an anti-Nazi. In 1937 Joseph father retired and settled in the town of Traunstein. When Joseph turned 14 in 1941, he joined the Hitler Youth, as all young men in Germany were supposed to be doing the Third Reich after 1938. Ratzinger was a member who refused to attend any of the meetings. In 1943 at the age 16, he and the rest of class were responsible for guarded a B.M.W. plant outside Munich. After being shipped back to Bavaria, He and his brother Georg entered a catholic seminary. In March 1977 Ratzinger was named archbishop of Munich and Freising. The following June he was named a cardinal by Pope Paul VI and one of  only three candidates.

title: User:Ciara10469


text:
Landing pad

Landing pad may refer to:

 * Helipad, a landing area for helicopters
 * Rocket landing pad (disambiguation)

title: Landing pad


text:
Agustín Montero

Agustín Alcantara Montero (born August 26, 1977) is a Dominican former professional baseball pitcher. He played in Major League Baseball (MLB) for the Chicago White Sox.

Career
On April 20, 2005, Montero became the third player to test positive under Major League Baseball's new steroid policy, and was suspended for 10 days without pay. Although he had not played in the Major Leagues at that time, he was on the Rangers' 40-man roster during spring training, and was subject to random testing.

He signed a minor league contract with the Oakland Athletics on June 9, 2007. He was later released and signed with the Northwest Independent League on May 27, 2008.

title: Agustín Montero


text:
Talk:Siege of Fort Meigs

Untitled
In attacking Harrison at Fort Meigs the British succeeded in keeping Harrison from attacking Detroit. General Harrison is the best leader. However since it was part of the American strategy to keep the British from invading Ohio it could not be considered a strategic victory for either side but a strategic stalemate. Yet in considering the actions around the fort, the battle is listed as a Tactical U.S. victory because the U.S. forces were able to withstand the British siege and remain in control of the fort. In lifting the siege Proctor eventually did retreat into Canada (although making one more failed attempt at Fort Meigs and Fort Stephenson).

Harrison succeeding Hull?
The article claims Harrison directly succeeded Hull. This article says that James Winchester was commander of the Army of the Northwest between Hull and Harrison. -Sarcasmboy 09:35, 18 October 2007 (UTC)

 * Winchester was briefly the commander of the Army of the Northwest before Harrison and after Hull. He was very unpopular with the troops. --User: 1812Soldier

British tactical victory?
How does a failed siege work out as a British Victory? I could see indecisive but victory? Sheesh fix this! --Tirronan (talk) 16:33, 4 March 2008 (UTC)

 * Seeing that Procter couldn't continue the sige after the indians left, I think it is a defeat. In more ways than not, he failed to take the fort necessary for him to advance unharrassed. InternetHero (talk) 21:44, 18 June 2008 (UTC)

Story-like article
Ya, I'll fix it in a couple of weeks. As for now, please don't revert since it is very informative as well. Pierre Berton's references were like 50. InternetHero (talk) 02:01, 12 November 2008 (UTC)
 * Sorry, we've heard this before. I know of articles where the creator said that last February which haven't been touched since. This should have been created in your userspace before putting it out in article space. dougweller (talk) 05:55, 13 November 2008 (UTC)
 * I wasn't aware we had a WP:DEADLINE. 208.245.87.2 (talk) 14:11, 13 November 2008 (UTC)
 * It's never too soon to fix an article. The real point is though that this article doesn't belong to anyone, so there is no reason to wait before making changes. Internethero's version is not encyclopedic, that's the long and short of it. And the other version uses more than one source dougweller (talk) 14:43, 13 November 2008 (UTC)

Barbette embrasures
To this very day, a Barbette embrasure dug by the British can be seen in Fort Meigs Cemetery, which is approximately a half mile to the east. Musicwriter (talk) 04:12, 25 March 2009 (UTC)

Miami du Lac River
In this time period, the Maumee river was known as the “Miami of the Lake”. See Treaty of Greenville, 1795, 7 Stat. 49 Treaty of Detroit, 1807, 7 Stat. 105 Treaty of Brownstown, 1808, 7 Stat. 112 Act of Dec 12, 1811, 2 Stat. 668 Act of April 27, 1816, 3 Stat. 319.

“Miami du Lac River” is an anachronism from the 1680s of Frontenac. Roseohioresident (talk) 17:42, 27 August 2010 (UTC)

victory
Please explain how this is a British victory of any sort before changing the results back. I don't see how the refernce posted confirms it was a British tactical victory. — Preceding unsigned comment added by 75.141.205.106 (talk) 16:49, 2 September 2012 (UTC)

I disagree that it was as well but I think it should be said as an American strategic victory to make it more clear. The American counters were badly beaten in the final actions so while I don't want to call this a tactical British victory, I think it should be clear that it was a strategic U.S. victory and I don't think it would undermine how great this defense was. Will not act yet though. — Preceding unsigned comment added by 2604:2000:8161:C100:1DE2:8E9E:5B6A:2662 (talk) 09:16, 19 June 2015 (UTC)

title: Talk:Siege of Fort Meigs


text:
Clutch (Clutch album)

Clutch is the second full-length album by American rock band Clutch. It was released in May 1995.

Recording and release
It saw the return of "Uncle Punchy" Lawrence Packer to the production of the album and a return to Uncle Punchy Studios in Silver Spring, Maryland. It is the band's best-selling album in the US, at over 138,730 copies to date. The album still receives regular live coverage with at least half the album's track list making their live performances on a regular basis, over 20 years after its first release.

Background
This album captures the band's MO of trying out new styles and genres, with a noticeable mix of funk metal in the songs this time around. The album is considered to be the point where the band had begun to evolve their stoner and blues rock know-how. The record also keeps with their punk metal credentials, containing some heavier tracks. The album is considered a staple of the 1990s stoner rock genre. The album features some of their more "spacey" pieces such as "Big News", "Escape from the Prison Planet", "I Have the Body of John Wilkes Booth", and "Spacegrass".

Track listing
All music and lyrics written by Clutch.

The Japanese release of the album contains the bonus track "Apache", which was initially released on the radio only promotional EP 'Big News', along with a demo version of "Spacegrass", which has never been reissued to date. It would appear on the bootleg 'Clutch: Rarities and B-Side' some years later.

Personnel

 * Neil Fallon - vocals
 * Tim Sult – guitar
 * Dan Maines – bass
 * Jean-Paul Gaster – drums
 * Richard Morel – organ (on tracks 5, 7, 12 and 13)

Production

 * Production and engineering by Larry "Uncle Punchy" Packer at Uncle Punchy Studios in Silver Spring, Maryland
 * Mixing by Steve Thompson, Michael Barbiero and Jay Ryan - "Uncle Punchy" on tracks 3 and 8
 * Assistant engineering by Mike Hamady and Jay Ryan
 * Digital engineering by Danio Saratak
 * Mastered by Greg Calbi
 * A&R representation by Wendy Berry
 * Management by Jon Goldwater
 * Photography by Dan Winters
 * Design by Jennifer Roddie
 * 3D typography by Rob Eberhardt

Charting positions
Album

title: Clutch (Clutch album)


text: User talk:64.229.22.178

title: User talk:64.229.22.178


text:
Vitis labrusca

Vitis labrusca, the fox grape, is a species of grapevines belonging to the Vitis genus in the flowering plant family Vitaceae. The vines are native to eastern North America and are the source of many grape cultivars, including Catawba, Concord, Delaware, Isabella, Niagara, and many hybrid grape varieties such as Agawam, Alexander and Onaka. Among the characteristics of this vine species in contrast to the European wine grape Vitis vinifera are its "slip-skin" that allows the skin of the grape berries to easily slip off when squeezed, instead of crushing the pulp, and the presence of tendrils on every node of the cane. Another contrast with European vinifera is the characteristic "foxy" musk of V. labrusca, best known to most people through the Concord grape. This musk is not related to the mammalian fox, but rather to the strong, earthy aromas characteristic of the grapes that were known by early European-American settlers in the New World. The term "foxy" became a sort of catchall for the wine tasting descriptors used for these American wines that were distinct from the familiar flavors of the European viniferous wines.

History
According to wine historian Edward Hyams and wine expert Jancis Robinson, Vitis labrusca was probably the species seen by Leif Ericsson growing wild along the coast of Vinland in the 11th century. There is ample evidence that the labrusca was growing wild in North America before Europeans arrived. The vine was not officially identified and recorded until Carl Linnaeus and his peers started cataloging American vine species in the mid-18th century. In the 19th century, Vitis labrusca was among the American vines transported to Europe that were carrying the phylloxera louse that caused widespread devastation to the European vineyards planted with Vitis vinifera.

Also in the 19th century, Ephraim Bull of Concord, Massachusetts, cultivated seeds from wild labrusca vines to create the Concord grape which would become an important agricultural crop in the United States.

Vine characteristics
The majority of Vitis labrusca grape varieties are red, although white varieties such as Niagara and "pink-skinned" varieties such as Catawba have dark colored berries high in phenolic compounds that produced strongly flavored wines. As the berries near harvest and become fully ripe, they separate easily from the pedicel (berry stem). If the berry is squeezed gently between two fingers, the thick skin will slip easily off leaving the pulp intact as a ball. This trait gives Vitis labrusca the name of "slip skin" grapes. Another trait of labrusca that aids ampelographers in identification of vines and hybrid varieties descended from the species is the large, thick leaves of the vines that have a hairy underside with dense brown or white hairs.

Like many other American vine species, Vitis labrusca has some natural resistance to many grape diseases, including phylloxera. However, its resistance and grafting compatibility is not as high as that of other species, such as Vitis aestivalis, Vitis rupestris and Vitis berlandieri, and it is not often used for commercial rootstock. It is a robust plant, and in many states can be considered weedy or invasive.

Wine regions
Vitis labrusca is located along the eastern seaboard of North America from Nova Scotia down to Georgia and westward to the Mississippi River. Among American Viticultural Areas (AVA)s that produce wine from labrusca or hybrids derived from labrusca include Upper Mississippi Valley, Mississippi Delta, Ohio River Valley, Southeastern New England, Lake Erie as well as several AVAs in the states of New York, Virginia, Ohio and Michigan. In the Canadian Province of Ontario, the use of Vitis labrusca varieties is not permitted by the VQA regulatory and appellation system, except for Vidal, a hybrid grape varietal.

Unlike vinifera, hybrids and Vitis labrusca varieties can better withstand the severe continental conditions of eastern North America with severely cold winters and hot, humid summers. (However, labrusca doesn't do quite as well as varieties like Vitis rotundifolia in the humidity of southeastern US). In fact, in areas of the United States where vinifera does flourish in the west, the conditions during the growing season are often too arid for labrusca vines.

"Foxy" musk
According to University of California, Davis viticulture expert A. J. Winkler, outside of the vinifera Muscat family of grapes, Vitis labrusca varieties have the most pronounced aromas among wine grape varieties. The description of "foxy", not derived from the animal, serves as a catch-all term to describe the unique, earthy and sweet muskiness that can be perceived in fresh Concord grapes as well as grape juice made from Concord and other labrusca varieties like Niagara. In the 1920s, scientists were able to isolate the aroma compound responsible for the "foxy" musk as methyl anthranilate.

title: Vitis labrusca


text:
Société de transport de Montréal

The Société de transport de Montréal (STM; Montreal Transit Corporation) is a public transport agency that operates transit bus and rapid transit services in the urban agglomeration of Montreal, Quebec, Canada. Established in 1861 as the "Montreal City Passenger Railway Company", it has grown to comprise four subway lines with a total of 68 stations, as well as 212 bus routes and 23 night routes. The STM was created in 2002 to replace the Société de transport de la communauté urbaine de Montréal (STCUM; Montreal Urban Community Transit Corporation). The STM operates the most heavily used urban mass transit system in Canada, and one of the most heavily used rapid transit systems in North America. As of 2019, the average daily ridership is 2,297,600 passengers: 977,400 by bus, 1,306,500 by rapid transit and 13,700 by paratransit service.

History
Several other public transport companies existed prior to the creation of the STM. From 1861 to 1886, the Montreal City Passenger Railway Company operated a small network of horse-drawn trams (also called streetcars in North America).

In 1886, the company changed its name to the Montreal Street Railway Company. The first electric tram appeared in 1892 and was nicknamed "the Rocket". The company underwent another name change in 1893: MSTR became the MTR for Montreal Island Beltline Railway. A year later, the network was fully electrified and in 1894, the last horse-drawn tram was taken out of service. From 1910 to 1911, the company was named Montreal Public Service Corporation before changing again to Montreal Tramways Company.

Although they were put into service in 1919, buses only began to be widely used starting in 1925, with the creation of several regular lines. Then in 1937, the first trolley buses were used. In 1939, the company had 929 trams, 224 buses and 7 trolley buses, serving about 200 million passengers per year. The replacement of tram lines by buses began in 1951, when a law was passed by the provincial government that transferred the overall management of transport in Montreal to a public organization, the Commission de transport de Montréal (CTM). The last tram was withdrawn from service in 1959.

The Montreal Metro was inaugurated in 1966 and the same year saw the end of trolley bus service.

The CTM became the Commission de transport de la communauté urbaine de Montréal (CTCUM) in January 1970, and in 1985, rebranded itself again, becoming the Société de Transport de la Communauté Urbaine de Montréal (STCUM). Commuter trains ceased to be the managed by the STCUM in 1996 and responsibility for this service was transferred to the newly created Agence métropolitaine de transport.

It was not until January 1, 2002, at the time of the merger of Montreal with other municipalities on the Island of Montreal, that the Société de transport de Montreal was created, taking the place of the STCUM.

Streetcars

From 1861 to 1959, Montreal had an extensive streetcar system. The streetcar network had its beginnings with the horsecar era of the Montreal City Passenger Railway in 1861. That private company would become the Montreal Street Railway in 1886 and the Montreal Tramways Company in 1911. The assets of the company were taken over by the city-owned Montreal Transportation Commission in 1951.

Regional transit service
The STM was formerly involved in the operation of regional transit services. The first such service was a set of bus routes inherited from the October 1980 expropriation of a private bus company called Metropolitan Provincial (1967) Inc. These regional bus routes operated from downtown Montreal to the western part of the Island of Montreal, as well as to off-island points located west, southwest, and northeast of the Island of Montreal. By the end of 1985, the STM (then known by the initials CTCUM) had exited the regional bus business to focus on its core territory (the Island of Montreal). Most of the regional bus routes were passed to private operators who provided services under contract to newly formed intermunicipal transit councils.

The second regional service involved the management of two commuter train lines. On July 1, 1982, the CTCUM and the Canadian National Railway (CN) entered into an agreement to integrate the Montreal-Deux Montagnes commuter train line into the regular CTCUM bus and Metro network. The CTCUM paid CN to staff, run, and maintain the trains, while it set the fares and schedules. Passengers travelling within the CTCUM operating territory were able to transfer between the trains and the bus or Metro, no fare supplement was required to make a bus/Metro to train transfer. On October 1, 1982, a similar agreement with the Canadian Pacific Railway (CP) went into effect, and CP's Montreal-Rigaud commuter train line was integrated into the CTCUM network.

On January 1, 1996, responsibility for the commuter trains was transferred to the Agence métropolitaine de transport (AMT) (now RTM), a Quebec provincial government agency formed to coordinate all public transportation in the metropolitan Montreal region.

Fares
The Société de transport de Montréal (STM) operates Metro and bus services in Montreal and transfers between the two are free inside a 120-minute time frame after the first validation.

As of July 1, 2022, the Autorité régionale de transport métropolitain (ARTM), which is responsible for the distribution of fares in the Greater Montreal area, designated 4 zones within its territory A, B, C and D. The Island of Montreal is within zone A. The city of Laval and the Agglomeration of Longueuil are part of zone B. The northern and southern suburbs of Montreal (off-island) are part of zone C. Zone D territory is not under the authority of the ARTM, but it is still responsible for the distribution of fares there as well. The island of Montreal was placed into zone A and fares for zones B, C and D can be bought separately or together. For example, you can purchase all modes A, all modes AB, all modes ABC or all modes ABCD. There are no all-mode fares for zones B, C, or D. In order to travel to that specific zone, it is necessary to purchase the all modes AB, ABC or ABCD fare even if the destination is zone C. The metro fares are fully integrated with the Exo commuter rail system, which links the Metro to the outer suburbs via six interchange stations (Bonaventure, Lucien-L'Allier, Vendôme, De la Concorde, Sauvé, and Parc) and the under-construction réseau express métropolitain (REM). The fares for Exo, the REM and the Metro for zone A are only valid on the island of Montreal. In order to take the Exo, REM or Metro trains from Montreal to Laval (zone B) or another zone you must have the corresponding fares for that zone.

As of February 2022, the STM no longer accepts cash at Metro stations (cash is only accepted for bus fares); only debit and credit cards can be used to purchase tickets. Children between 6 and 17 years old and seniors aged 65+ have access to reduced ticket prices as well as reduced monthly passes. While students age 18 to 25 years old can only purchase a reduced monthly pass with a photo ID Opus card. When a ticket or cash fare is used, a free transfer can be used for trips in one direction that are completed within two hours. Except for cash, these and other fares are stored on an OPUS card. Children 5 years of age and younger, accompanied by an adult, travel for free. Children under 5 cannot travel unaccompanied.

OPUS
On April 21, 2008, the STM unveiled the contactless smart card called OPUS (a word that phonetically includes the French word puce, which is the generic French word for the chip used in any type smart card ) as a means of fare payment. In preparation for this new step in Montreal's public transportation network, turnstiles which incorporate the reader and automated vending machines had already been installed in Metro stations; buses had previously been fitted with new fare boxes that incorporated the card reader in order to ensure the uniformity of methods of payment across Montreal's transit network and that of its suburbs.

Costs to the STM related to the project were approximately CA$138million, compared to the original estimated cost of some $100 million. The project was originally supposed to be implemented in 2006. In 2019, the STM announced plans to introduce improved OPUS card readers on buses beginning in 2020 in order to enable all-door boarding and debit card payment.

Schedules and route information
Each stop on each route is assigned a number and some of these systems require a user to know the number.

In 2017 the STM introduced "iBus", a real-time GPS tracking system. It includes electronic signs inside buses showing the estimated time of arrival at upcoming stops and the busiest bus stops have electronic signs showing the estimated time of arrival of the next bus.

All 68 Metro stations are equipped with the MétroVision information screens which displays advertising, news headlines and weather information from MétéoMédia, as well as STM-specific information regarding service changes, service delays and information pertaining to using the system.

Accessibility
All 197 daytime bus routes and 23 night routes are wheelchair accessible. All Metro lines except the Yellow line are accessible to wheelchairs. As of June 2021, there are 17 stations with elevators installed: Angrignon, Côte-Vertu, Du Collège, Snowdon, Lionel-Groulx, Bonaventure, Place-d'Armes, Champ-de-Mars, Berri-UQAM (orange and green lines only), Rosemont, Jean-Talon, Henri-Bourassa, Cartier, De La Concorde, Montmorency, McGill, Place-Des-Arts, Prefontaine, Honoré-Beaugrand, Jean-Drapeau, Vendôme, Viau, Pie-IX. All of the elevators can be reached from street level.

Connections to other transit services
STM is connected to surrounding transit agencies such as:
 * Société de transport de Laval (STL) — City of Laval
 * Réseau de transport de Longueuil (RTL) — City of Longueuil
 * Exo (EXO) — provides commuter rail service to Vaudreuil-Hudson, Deux-Montagnes, Saint-Jérôme, Mont Saint Hilaire, Candiac and Mascouche lines; as well as a number of commuter bus and transit lines which provide service to suburban and rural areas such as Châteauguay, Salaberry-de-Valleyfield, Saint-Jean-sur-Richelieu, Saint-Hyacinthe, Sorel-Tracy, Repentigny, Terrebonne, and Saint-Jérôme.
 * Via Rail — provides inter-city/inter-provincial passenger rail services throughout Canada.
 * Amtrak — provides passenger rail services throughout United States.

Safety and security
Since the start of Metro service in 1966, the STM (and predecessors) has had its own transit enforcement unit.

Since 2021, the transit officers are sworn as Special Constables. They now be subject to the Police Act and, consequently, the authority of the Commissaire à la déontologie policière (police ethics commissioner).

In Quebec, special constables are peace officers. Their mission is to maintain peace, order and public security, to prevent and repress crime and, according to the jurisdiction specified in their deeds of appointment, to enforce the law and municipal by-laws, and to apprehend offenders.

The Service de police de la Ville de Montréal has a Unité métro (Metro Unit) that patrols Metro trains and stations as well. This unit has been in service since 2007.

Incidents
On May 10, 2012, smoke bombs were set off at Lionel-Groulx, Jean-Talon, Préfontaine, Fabre and Pie-IX stations, resulting in evacuations of the affected stations and a complete shutdown of the Metro for over two hours. The incident was not officially linked to the 2012 Quebec student strike.

In 2009, a woman was arrested, handcuffed, and searched by Laval Police Service (Service de police de Laval) officers for allegedly not holding an escalator handrail. Her case was rejected by both Quebec Superior Court and the Quebec Court of Appeal. In November 2018, the Supreme Court of Canada agreed to hear her appeal and in November 2019, ruled that her arrest and subsequent search were unlawful and had violated her rights. The court also awarded her $20,000 in damages.

Metro
The Montreal Metro rapid transit system was introduced in 1966 in preparation for the Canadian Centennial and Expo 67 World Fair in Montreal. Instead of traditional steel-wheeled trains, it is a rubber-tired metro, based on technology developed for the Paris Métro; Montreal's system was the first in the world to be entirely rubber-tired (as not all of Paris's lines use tires). The Metro system is Canada's busiest subway system in total daily passenger usage; in 2017, serving an average of 1,235,200 daily passengers on an average weekday; a figure which surpassed that of the Toronto subway and Vancouver SkyTrain. In 2016, 354 million riders (transfers not included) used the Metro.

Bus services

The STM bus service operates well over 200 bus routes serving a number of different markets. These routes serve an average of 1,403,700 daily passengers each weekday.

 * Local network routes, numbered 10–299, generally operate seven days per week, from 5:00 am to 1:00 am. Some routes offer decreased services on weekends and holidays. Within this classification, some routes operate only at peak hours Monday through Friday, and sometimes only in peak directions. The Navettes Or, numbered above 250, are specifically designed to serve the needs of senior citizens.
 * All-night network routes, with route numbers from 300 to 399, generally operate from 1:00 am to 5:00 am, seven days per week, at a maximum headway of 45 minutes. Some routes offer increased service early on Saturday and Sunday ("late" on Friday and Saturday).
 * Express Network routes, numbered 400–499, are limited-stop routes. Some routes are classified as Metrobus, and Trainbus and are geared to deliver commuters to specific Metro and commuter train stations, although these designations are no longer in use. Most Express routes operate only at peak hours Monday through Friday, and sometimes only in peak directions.
 * Shuttle Network routes, numbered 700–799, are special-purpose routes serving Canadiens hockey games, tourist areas like Old Montreal and La Ronde, as well as the 747 route running 24/7 between downtown and Montréal–Pierre Elliott Trudeau International Airport.

On August 30, 2010, the STM introduced the "10 Minutes Max" network. This network, overlaid on both the local and express networks described above, schedules buses at a maximum headway of 10 minutes, between 6 a.m. and 9 p.m., Monday to Friday, on 31 of the STM's busiest bus routes. A few routes support that maximum headway only in the customary peak direction mornings and afternoons, while some routes outside of the advertised network attain similarly short headways but within shorter periods. However, on January 6, 2023, the STM announced it planned to permanently end all "10 Minutes Max" routes due to budget cuts and constraints caused by the COVID-19 pandemic and a decline in ridership.

In the early 2010s, the STM announced a plan to convert its entire fleet of buses over to electric power by 2025. Beginning in 2012, all STM bus purchases will be either hybrids or electric. STM began to pilot the use of electric buses in 2014. From 2025, STM plans to only order electric buses, after extensive testing confirmed that buses could handle Montréal's cold winters.

Pie-IX BRT
After an initial attempt in the 1990s, a bus rapid transit (BRT) line opened on Pie-IX Boulevard in November 2022. It uses dedicated lanes, has priority at intersections and has all-door boarding to increase capacity and improve reliability on the corridor.

Taxibus
The STM also operates ten taxibus lines where the creation of regular bus service is not feasible. Regular STM fares apply, except that no cash is accepted.

 * Baie-d'Urfé, connecting to Baie-d'Urfé commuter railway station
 * Stewart Hall, connecting to various locations in Pointe-Claire
 * Île-des-Soeurs, connecting to Place du Commerce
 * Lachine, connecting to Lachine commuter railway station
 * L'Île-Bizard, connecting to bus route 407 Express Île-Bizard
 * Norman, connecting Lachine's residential neighborhoods to the industrial area north of Highway 20
 * Lachine Industrial Park, connecting to Dorval commuter railway station
 * Phillips Avenue (Senneville), connecting to bus route 419 Express John Abbott
 * Sainte-Anne-de-Bellevue, Sainte-Marie district, connecting to Sainte-Anne-de-Bellevue commuter railway station
 * Senneville, connecting to Sainte-Anne-de-Bellevue commuter railway station
 * Montreal Technoparc, connecting to Sunnybrooke commuter railway station

Paratransit service
The Société de Transport de Montréal operates a paratransit service for people with mobility problems. The lack of subway accessibility is critical for people whose mobility needs cannot be accommodated by stairs. STM's adapted transit is a system based on reservation, meaning that there is no room for flexibility. All trips must be booked at least one day in advance. Service began in April 1980. In first quarter, 2011, 9,200 trips were made through this service daily.

Current vehicles
The STM operates over 2,000 buses in its fleet. In recent years, only one model has been used – the Nova Bus LF Series. , the bus fleet comprises around 1,000 40 ft diesel buses, around 650 40 ft hybrid buses, and around 250 62 ft articulated buses.

Terminal
Most STM bus routes terminate at loops, side streets or Metro stations.

Regional terminals

 * Terminus Angrignon
 * Terminus Côte-Vertu
 * Terminus Dorval
 * Terminus Fairview
 * Terminus Henri-Bourassa
 * Terminus Honoré-Beaugrand
 * Terminus Radisson

Other smaller STM loops/terminals include

 * Terminus Anjou
 * Terminus Atwater
 * Terminus Jolicoeur
 * Terminus Lafleur-Newman
 * Terminus MacDonald
 * Terminus Sherbrooke/Gouin
 * Terminus Vendôme
 * Terminus 100th Avenue
 * Beaubien Loop
 * Crémazie Loop
 * Laurier Loop
 * Rosemont Loop
 * Villa Maria Loop
 * Du College Loop

Facilities
STM buses are operated out of a number of garages located around the city. They are Anjou, Frontenac, LaSalle, Legendre, Mont-Royal, Stinson, St-Denis, St-Laurent and St-Michel for Paratransit. The surface routes are divided into several divisions. Individual divisions have a superintendent, an on-duty mobile supervisor, a communications centre, and a garage facility tasked with managing the division's vehicle fleet and routes.

Metro trains are stored in the four garages at Angrignon, Beaugrand, Montmorency and Saint-Charles and there are three maintenance facilities at Duvernay, Plateau d'Youville and Viau.

Stops and shelters
There are 8,500 bus stops in the STM network. Each stop has a panel that indicates the number of routes that stops there, the type of service, if the bus goes to a Metro or train station and the bus stop code enabling one to obtain the schedule by telephone at 514-AUTO-BUS. The STM is in the process of changing all its bus stop panels to a new modern pole that displays the route numbers. The route number is color-coded for the type of service it offers, dark blue is for regular routes, green is for express, metrobus and R-bus routes, black for night routes and gold for senior shuttles. Advertising is provided by CBS. On November 8, 2010, the STM launched 3 prototypes of modern bus shelters to replace the old ones. They will run on a solar power system and lights in the shelter are to be controlled by motion sensor. Bus shelters at high-traffic intersections feature an interactive screen where people can use hand gestures to access weather, news and bus route information. Since the introduction of GPS in the fleet, the screen can also be used to track busses on the route.

title: Société de transport de Montréal


text:
Alice Rivlin

Alice Mitchell Rivlin (born Georgianna Alice Mitchell; March 4, 1931 – May 14, 2019) was an American economist and budget official. She served as the 16th vice chair of the Federal Reserve from 1996 to 1999. Before her appointment to the Federal Reserve, Rivlin was named director of the Office of Management and Budget in the Clinton administration from 1994 to 1996. Prior to that, she was instrumental in the establishment of the Congressional Budget Office and became its founding director from 1975 to 1983. A member of the Democratic Party, Rivlin was the first woman to hold either of those posts.

While not in government, Rivlin was a senior fellow for Economic Studies at the Brookings Institution and a visiting professor at the McCourt School of Public Policy of Georgetown University. She was a noted expert on the U.S. federal budget and macroeconomic policy; and co-chaired, with retired U.S. Senator Pete Domenici (R-NM), the Bipartisan Policy Center's Debt Reduction Task Force.

Early life and education
Georgianna Alice Mitchell was born in Philadelphia to a Jewish family, the daughter of Georgianna Peck (Fales) and Allan C. G. Mitchell. She was the granddaughter of astronomer Samuel Alfred Mitchell. She grew up in Bloomington, Indiana, where her father was on the faculty of Indiana University. She briefly attended University High School in Bloomington before leaving to attend high school at Madeira School. She then went on to study at Bryn Mawr College. Initially, she wanted to major in history, but after taking an economics course at Indiana University, she decided to change her major to economics.

Rivlin earned her Bachelor of Arts in 1952, writing her senior thesis on the economic integration of Western Europe, and upon graduation, she moved to Europe where she worked on the Marshall Plan. Originally, Rivlin wanted to attend graduate school in public administration but was rejected on the grounds that she was a woman of marriageable age. Rivlin earned a Ph.D. in economics from Radcliffe College of Harvard University in 1958.

Career
Alice Rivlin was affiliated several times with the Brookings Institution, including stints in 1957–1966, 1969–1975, 1983–1993, and 1999 to her death. She was a visiting professor at Georgetown University's McCourt School of Public Policy. From 1968 to 1969, she was appointed by President Lyndon B. Johnson as Assistant Secretary for Planning and Evaluation, United States Department of Health, Education, and Welfare. In 1971 she authored Systematic Thinking for Social Action. She was elected a Fellow of the American Academy of Arts and Sciences in 1973.

Rivlin was the first director of the newly established Congressional Budget Office (CBO) during 1975–1983. As head of the CBO, she was a persistent and vociferous critic of Reaganomics. She was named a 1983 MacArthur Fellow in recognition of her role as CBO creator. After that Dr. Rivlin served as the deputy director of Office of Management and Budget (OMB) from 1993 to 1994 and was elevated to OMB director from 1994 to 1996 both in the Clinton administration. President Clinton nominated her as the Vice Chair of the Federal Reserve from 1996 to 1999. Upon confirmation, Rivlin became the highest-ranked woman in the history of the Federal Reserve at that time. She was also chair of the District of Columbia Financial Responsibility and Management Assistance Authority from 1998 to 2001.

In 2012, she received a Foremother Award from the National Research Center for Women & Families.

Rivlin was on the Board of Directors at the National Institute for Civil Discourse (NICD). The institute was created at the University of Arizona after the tragic shooting of former Congresswoman Gabrielle Giffords in 2011, that killed 6 people and wounded 13 others.

Debt reduction/fiscal management panels in 2010
Rivlin and former Senator Pete Domenici (R-NM) were named in January 2010 to chair a Debt Reduction Task Force, sponsored by the Bipartisan Policy Center in Washington, D.C.

Rivlin soon thereafter was named by President Obama to his 18-member bipartisan National Commission on Fiscal Responsibility and Reform panel chaired by former Senator Alan K. Simpson, (R-WY), and former White House Chief of Staff Erskine Bowles (D), commonly known as the Simpson-Bowles Commission. The balance of the panel is three more members appointed by the President, six members of the United States House of Representatives, and six members of the United States Senate. The commission first met on April 27, 2010, and had a December report deadline. A health-care component of the overall U.S. federal and state fiscal-management challenge was addressed by a panel including Rivlin on The Diane Rehm Show in June.

Along with former Comptroller General David Walker, Rivlin danced the Harlem Shake in a video produced by The Can Kicks Back, a nonpartisan group that aims to organize millennials to pressure lawmakers to address the United States' $16.4 trillion debt. The video concludes with her making an importuned plea to the twenty-somethings seated around the room: "There's no dancing around the fact that more needs to be done quickly to put our future debt on a downward track. But our leaders need to hear from you."

Personal life
Rivlin was of Cornish ancestry. In 1955, she married former Justice Department attorney Lewis Allen Rivlin of the Rivlin family, with whom she had three children; they divorced in 1977, although she kept his surname professionally. In 1989, she married economist Sidney G. Winter. She died in Washington, D.C., on May 14, 2019, aged 88.

Awards

 * Golden Plate Award of the American Academy of Achievement, 1987
 * First winner of the Carolyn Shaw Bell Award, 1998
 * Daniel Patrick Moynihan Prize winner, 2008 from the American Academy of Political and Social Science
 * Foremother Award from the National Center for Health Research, 2012
 * One of the members of the inaugural class of the Government Hall of Fame, 2019, posthumous

title: Alice Rivlin


text:
Hinton train collision

On February 8, 1986, twenty-three people were killed in a collision between a Canadian National Railway freight train and a Via Rail passenger train called the Super Continental, including the engine crews of both trains. It was the deadliest rail disaster in Canada since the Dugald accident of 1947, which had thirty-one fatalities, and was not surpassed until the Lac-Mégantic rail disaster in 2013, which resulted in 47 deaths.

After 56 days of testimony at a public inquiry, a commission concluded that the collision was caused by the freight head end crew failing to stop their train because of incapacitation or other unknown factors, while the conductor in the caboose failed to use the emergency brake to stop the train. The report also highlighted serious flaws in the culture and safety practices at Canadian National Railway.

Background
The collision occurred on a stretch of Canadian National Railway's transcontinental main line west of Edmonton, near the town of Hinton, Alberta. The towns of Jasper to the west and Edson to the east were nearby. Slightly over half of the 106 mi stretch of track between Jasper and Edson was double-tracked, including 11.2 mi of trackage from Hargwen control point west to Dalehurst control point. Traffic on this line was controlled with Centralized Traffic Control (CTC).

Passenger train
On the morning of February 8, 1986, Via Rail Canada train No. 4 was traveling eastbound from Jasper to Edmonton on its transcontinental journey. The train, which combined Super Continental and Skeena, consisted of 14 units in the following order: The train's unusual composition was the result of two separate scheduled services from British Columbia being coupled together at Jasper. The front section, which had originated in Vancouver, consisted of two locomotives and five cars while the second (rear) section from Prince Rupert was led by one locomotive and five cars. A steam generator was coupled to the end of the train at Jasper for transfer to Edmonton depot for maintenance.
 * 1) FP7 Diesel locomotive number 6566
 * 2) F9B Diesel locomotive number 6633
 * 3) Baggage-Dormitory 617
 * 4) Coach-Snack Bar 3229
 * 5) Skyline Dome car number 513
 * 6) 4-8-4 Sleeping car 1139 Ennishore
 * 7) 4-8-4 Sleeping car 1120 Elcott
 * 8) FP9ARM Diesel locomotive number 6300 (inoperative)
 * 9) Steam generator car 15445
 * 10) Baggage car 9653
 * 11) Daynighter Coach 5703
 * 12) Cafe-Lounge 757
 * 13) 4-8-4 Sleeping car 1150 Estcourt
 * 14) Steam generator car 15404

Engineers Mike Peleshaty, age 57, and Emil Miller, age 53, were in the lead locomotive. On board the train were 94 passengers, 14 stewards and 7 crew (115 total).

Freight train
Canadian National Railway's westbound train No. 413 consisted of three locomotives, EMD GP38-2W number 5586, and 2 EMD SD40 numbers 5104 and 5062, followed by a high-speed spreader, 35 cylindrical hoppers loaded with grain, 7 bulkhead flat cars loaded with large pipes, 45 hoppers loaded with sulphur, 20 loaded tank cars, 6 more grain cars, and a caboose; a total consist of 3 locomotives and 115 cars. It was 6,124 ft long and weighed 12,804 ST. On the lead locomotive were engineer John Edward "Jack" Hudson, aged 48, and brakeman Mark Edwards, aged 25. On the caboose, conductor Wayne "Smitty" Smith, aged 33.

Collision
The freight train left Edson at 06:40. About 38 km from Edson, it was halted at sidings outside Medicine Lodge to allow two eastbound trains to pass. It departed Medicine Lodge at 08:02 and traveled 5 km, reaching Hargwen at 08:20 where a section of double track started. The train dispatcher at Edmonton set the dual-control switch (DCS) so that the freight train took the north track.

At about the same time, the Super Continental was stopped at Hinton. It departed five minutes late on the single track. At 08:29, as the Super Continental approached the start of the double track section, the dispatcher from the CTC lined the dual-control switch at Dalehurst to the south track. This set the absolute three-aspect signal at the Dalehurst control point on the north line (about 490 ft before the end of double-track) to an absolute stop indication of three steady red lights, telling the freight train to not proceed any farther. This also set the double-aspect approach signal located 13,600 ft east of Dalehurst to yellow over red, telling the freight train to reduce its speed to 30 mph and to prepare to stop at Dalehurst.

The crash investigation found that the freight train was traveling at 59 mph as it passed the approach signal—9 mph over the 50 mph speed limit. No attempt was made by the crew of the freight train to slow down before or after passing the approach signal.

The freight train proceeded past the Dalehurst control point, running through the switch and into the section of single track. At 08:40, approximately 18 seconds after the lead locomotive of the freight train entered the single section, it collided head on with the oncoming Super Continental.

Both lead locomotives were destroyed, killing their crews. The front cars and freight cars derailed. Diesel fuel from the locomotives ignited, engulfing them, the baggage car, and the day coach in flames; 18 of the day coach's 36 occupants died. Due to momentum, the cars on the freight train piled up on each other resulting in a large pile of debris. All three freight locomotives followed by 76 hoppers and tank cars were either destroyed or severely damaged.

On the passenger train, one coach was crushed by a freight car after it was thrown into the air by the force of the collision, killing one of its occupants. In the dome car, others were able to escape either through a window in the dome that had been broken by passengers, or through the hole left by the freight car. The two sleepers following the dome car jackknifed into each other and were thrown on their sides causing injuries but no deaths. The mid train locomotive (6300) was severely damaged (It was repaired with a new cab section from a KCS EMD F7. ) The last three passenger cars at the rear of the train did not derail, but there were many injuries.

After the rear of the freight train came to a halt, conductor Smith, still in the caboose, attempted to contact the front of the train before contacting emergency services after seeing the fire.

Investigation
The Canadian government set up a Commission of Inquiry to investigate the crash. It was led by Justice René P. Foisy, then of Court of Queen's Bench of Alberta (subsequently of the Court of Appeal of Alberta). The inquiry lasted 56 days of public hearings and received evidence from 150 parties. The Foisy Commission published its full report on 22 January 1987.

The inquiry concluded that no one individual was to blame; instead it condemned what Foisy described as a "railroader culture" that prized loyalty and productivity at the expense of safety. As an example of lax attitudes to safety, Foisy noted that engineering crews that took over trains at Edson did so "on the fly". While the locomotive was moving slowly through the yard, the new crew would jump on and the previous crew would jump off. While this method saved time and fuel, it was a flagrant violation of safety regulations which required stationary brake tests after a crew change. Management claimed to be unaware of this practice, even though it was quite common. In regards to engineer John Hudson, the Foisy Commission concluded it was a possibility that the collision happened because he had either fallen asleep at the controls or had suffered a heart attack or stroke due to his extremely poor health.

The report highlighted that there was no evidence that either train made any attempt to brake prior to the collision. Analysis of the line showed both trains would have been visible to each other for only the final 19 seconds before the collision. No conclusive reason could be found for the failure of the passenger train crew to react, neither was there any evidence that the Super Continental crew had made any errors before the accident. No evidence could be found to explain why the freight train failed to stop at the absolute signal at the Dalehurst control point. After a wrong-side signal problem was eliminated, human error was considered the only possible cause. Tests on the crews' remains ruled out drugs or alcohol as a cause, though it was revealed that the engineer of the freight train, Jack Hudson, was an alcoholic and heavy smoker who suffered from pancreatitis and type 2 diabetes, thus placing him at risk for a heart attack or stroke. The commission further criticized CN's ineffective monitoring of Hudson's health condition:

"The serious nature of Hudson's medical condition...raises a strong possibility that it was a factor contributing to the collision of February 8...The Commission therefore concludes that engineer Hudson's medical condition possibly contributed to his failure to control Train 413. The Commission also concludes that there are serious deficiencies in the manner in which CN monitored and reacted to that condition. The Commission finds that both the policies and procedures that permitted a man in Hudson's medical state to be responsible for the operation of a freight train on the CN main line to be unacceptable."

Another frequently ignored safety regulation mentioned in the report was the "deadman's pedal", which a locomotive engineer had to keep depressed for the train to remain underway. Were he to fall asleep or pass out, his foot would slip from the pedal, triggering an alarm and engaging the train's brakes automatically a few seconds later. However, many engineers found this tiresome and bypassed the pedal by placing a heavy weight (often a worn out brake shoe) on it. It was uncertain whether the pedal had been bypassed in this case because the lead locomotive of the train had been destroyed. A more advanced safety device was available, the reset safety control (RSC), which required crew members to take an action such as pushing a button at regular intervals, or else automatic braking would occur, but neither lead locomotive was equipped with this safety feature. While the second locomotive in the freight train was equipped with RSC, it was not assigned as the lead locomotive because it lacked a "comfort cab". Management and union practice was to place more comfortable locomotives at the front of trains, even at the expense of safety.

The report also noted that although the front-end and rear-end crews should have been in regular communication, that did not appear to be the case in this accident. As the freight train reached Hargwen, engineer Hudson radioed back to conductor Smith that the signals were green, a communication that was heard by a following freight. As it ran towards Dalehurst there was no evidence of further communication. The conductor is in charge of the train, so if Smith felt that the train was out of control or there were serious problems, he should have activated the emergency brake in the caboose to stop the train. However, Smith, who appeared to be nervous while testifying, said that he did not feel that the freight was ever out of control, misjudging its speed. He also testified that he attempted to radio Hudson on two radios and several channels, but neither seemed to be working, even though immediately after the crash Smith was able to contact the dispatcher by radio. In any event, on the failure to receive communication from the head end, regulations required him to activate the emergency brake.

Aftermath
Most of the rolling stock and almost all of the locomotives were damaged beyond economical repair from the collision, and they were subsequently sold for scrap. Only the inoperable Via Rail unit, FP9ARM 6300, was repaired after the collision. It returned to service following a rebuild with an entire new cab from a Kansas City Southern F7 locomotive 4062. It was the last FP9 in service on Via Rail before it was retired in September 2011, and it was subsequently acquired by the British Columbia Chapter of the National Railway Historical Society. As of 2023, 6300 resides at the Heber Valley Railroad in Heber City, Utah.

Dramatization
The disaster was featured in "Head-on Collision", a Season 3 (2005) Crash Scene Investigation episode of the Canadian TV series Mayday For broadcasters that do not use the series name Mayday, this is one of three Season 3 episodes labelled as Crash Scene Investigation spin-offs, examining marine or rail disasters.

Similar accidents

 * 1987 Maryland train collision, in which a freight also disregarded signals and was rear-ended by an Amtrak passenger train at full speed; the crew of that freight was also found to have limited mental capacity due to marijuana use and had disabled safety features as well.
 * 2008 Chatsworth train collision, in which a Metrolink commuter train disregarded signals and collided head on with a Union Pacific freight train; the engineer of the commuter train was concluded to have been distracted by text messages.
 * 2018 Cayce, South Carolina train collision, in which misaligned switches caused an Amtrak passenger train to collide with a CSX freight train.

title: Hinton train collision