text:
Don't Stop 'Til You Get Enough

"Don't Stop 'Til You Get Enough" is a single written, recorded and sung by American singer Michael Jackson. Released under Epic Records on July 10, 1979, the song is the first track on Jackson's fifth studio album Off the Wall (1979). Additionally, it was Jackson’s first solo recording in which he had control of the creative direction.

"Don't Stop 'Til You Get Enough" was Jackson's second single to hit number one on the Billboard Hot 100 chart following "Ben" and his first solo number-one hit on the Billboard Soul Singles chart. It remained at number one for six weeks on Billboard Soul Singles chart. It is certified 5× Platinum by the Recording Industry Association of America (RIAA). The song also achieved worldwide success, reaching number one in nine other countries. "Don't Stop 'Til You Get Enough" was well received by contemporary music critics and is widely regarded as one of the greatest and most iconic disco songs of all time.

An accompanying music video for "Don't Stop 'Til You Get Enough" was released in October 1979. The video shows Jackson dancing, as well as being shown in an innovative triplicate, in different color backgrounds. The song also won Jackson his first Grammy Award and American Music Awards.

Background and production
In 1978, Jackson starred as the Scarecrow in The Wiz, an urbanized retelling of L. Frank Baum's The Wonderful Wizard of Oz. After the filming, Jackson, who was still a member of The Jacksons, approached the film's musical director, Quincy Jones, to ask if he knew of any producers to help with Jackson's future solo endeavors. Jones suggested himself, and the two began work on Off the Wall. After listening to hundreds of demos, the two decided upon the ones to record. These included "Workin' Day and Night", "Get on the Floor" and "Don't Stop 'Til You Get Enough". The song was recorded in Los Angeles. Jackson claimed that when the melody of "Don't Stop 'Til You Get Enough" came to him, he couldn't shake it off. He found himself humming and singing it while walking through the Jacksons' Encino home. As Michael was not a keyboardist, although certainly capable of playing piano, he had his brother Randy perform the melody on a piano in the family's recording studio. When Jackson's mother, Katherine Jackson, a devout Jehovah's Witness, heard the song, she was shocked by the lyrical content and felt that the title could be misconstrued as pertaining to sexual activity. Jackson reassured her that the song was not a reference to sex, but could mean whatever people wanted it to. Upon playing the recording to Jones, it was agreed that the song would be featured on Off the Wall.

In a speech at the 2016 Red Bull Music Academy, Greg Phillinganes alleged that Jackson played him an early demo of "Don't Stop 'Til You Get Enough" and said "it needs another part," after which Phillinganes suggested the bridge, and the two agreed to rate his contribution at 10% of the song. Soon thereafter, however, he was informed that his contribution would be considered merely an arrangement. Nevertheless, many pressings of the single list both Jackson and Phillinganes as composers. Quincy Jones has backed Phillinganes' allegation.

Composition
"Don't Stop 'Til You Get Enough" is the first solo song written by Michael Jackson, although "Blues Away" had been released in 1976.

Musically, it is credited as a disco-funk song. The song's full length on Off The Wall is just over six minutes. The song introduced Jackson's falsetto voice and vocal hiccups, which would become one of Jackson's signature techniques. Along with Jackson's vocal hiccups, Jackson's voice in the song was described as having vocal tics—from the hiccups, a "grunt", and "the 'oho!'". "Don't Stop 'Til You Get Enough" is in common time signature in the key of C♯ minor (in B Mixolydian) and the vocal range is from G♯3 to B5. Instruments used are a six-piece horn section (two trumpets, alto sax, tenor sax, trombone, and baritone sax), string section (arranged by Ben Wright), and two guitars, keyboards, bass, drums and percussion. The song's tempo is upbeat at 120 beats per minute. The song begins with a spoken word section by Jackson before he bursts into singing.

Release and reception
"Don’t Stop 'Til You Get Enough" was released in the US on July 10, 1979, under Epic Records; Jackson's first solo single away from Motown Records. It was well received by contemporary critics. Stephen Holden, of Rolling Stone, described the song as "one of a handful of recent disco releases that works both as a dance track and as an aural extravaganza comparable to Earth, Wind and Fire's 'Boogie Wonderland'". Cash Box described it as having "a zesty, infectious disco rhythm," a "funky hook line," "buzzing electronic keyboard work and bright horns." The song topped the Billboard Hot 100 on October 13, and within three months of its release, it had been certified gold. It was Jackson's first solo number one single since "Ben", seven years prior. It remained atop of the Billboard Hot 100 for one week. It also reached the top of the charts in Australia, New Zealand, Norway and South Africa, and peaked at number three in the United Kingdom. "Don't Stop 'Til You Get Enough" was awarded platinum certification by the Recording Industry Association of America in 1989.

In 2006, "Don't Stop 'Til You Get Enough" reached number 17 in the United Kingdom, following the Visionary campaign, whereby 20 of Jackson's hit singles were reissued in several European countries. Following Jackson's death in June 2009, his music saw an increase in popularity. "Don't Stop 'Til You Get Enough" peaked at number seven on Billboard's Hot Digital Songs Chart, peaking at number nine on the charts issue date July 11, 2009. "Don't Stop 'Til You Get Enough" charted within the top ten, placing at number nine, in France, and charted within the top 20 in Italy, Portugal and Switzerland, placing at number 16, 18 and 20. The song also charted at number 21 in Australia, 38 in the United Kingdom, and 50 in Sweden, respectively. "Don't Stop 'Til You Get Enough"s least successful country was Japan, peaking at number 77. "Don’t Stop 'Til You Get Enough" was certified platinum in Australia by CBS records Australia in 1980 (Epic's distributor in Australia) for the shipments of more than 100,000 units.

"Don't Stop 'Til You Get Enough" earned Jackson his first solo Grammy Award, winning Best Male R&B Vocal Performance at the 1980 Grammy Awards. It was also nominated for Best Disco Recording. The song also received Favorite Soul/R&B Single at the 1980 American Music Awards.

Music video
The music video for "Don't Stop 'Til You Get Enough" was directed and produced by Nick Saxton and made its world premiere in October 1979. It was Jackson's first music video as a solo artist. The music video shows a smiling Jackson in a black and white tuxedo with a black bow tie (resembling the Off the Wall album cover photo) dancing and singing the song while appearing chroma keyed over a background of abstract geometric figures. At one stage, Jackson is seen dancing in triplicate, which was considered innovative at the time.

The music video was included on the video albums: Video Greatest Hits – HIStory, Number Ones and Michael Jackson's Vision.

Live performances
Michael Jackson performed this song on The Jacksons' Destiny Tour on the second leg, as well as the Triumph Tour. An arrangement of the song was performed on Jackson's Bad World Tour as part of the "Bad Groove" interlude. It was also performed on Jackson's 96–97 HIStory World Tour as part of the "Off the Wall Medley" along with "Rock with You" and "Off the Wall". Jackson would have also performed it on the This Is It concert series as part of the "Off the Wall Medley", but the shows were canceled due to his sudden death.

Legacy
James Montgomery of MTV noted that "Don't Stop 'Til You Get Enough", along with Off the Wall's other three singles, "showcased (or, more specifically, unleashed) Jackson's talents as a [sic] entertainer, a vocalist, a writer and, most importantly, as a leading man." After Jackson's death, AOL's Radio Blog released a list, entitled "10 Best Michael Jackson Songs", which placed "Don't Stop 'Til You Get Enough" at number ten on the list. Rolling Stone and American Songwriter both ranked the song number three on their lists of the greatest Michael Jackson songs.

William Ruhlmann, author of The All-Music Guide to Rock, praised "Don't Stop 'Til You Get Enough" as an "irresistible dance track". John Lewis, author of 1001 Albums You Must Hear Before You Die, noted that the "jittery, frenetic opening track" is the centerpiece of Off the Wall. He concluded that "Jackson's falsetto hollers and frisky yelps serve as an obbligato to the lead line, punctuating Ben Wright's thrilling string arrangement and Jerry Hey's tight horn charts". Jason Elias, a writer for Allmusic, noted that "Don't Stop 'Til You Get Enough" presents a "new Michael Jackson" that was "sexual, adult, and aggressive. Elias commented that "Like the best of Jones' late-'70s, early-'80s work, this [song] wasn't quite disco, couldn't be hardcore funk – it was an amalgam of styles with the all-important pop accessibility."

Jackson's biographer J. Randy Taraborrelli described Jackson's vocal styling as a "sexy, playful falsetto" that "no one had ever heard from him before". Nelson George stated that the argument for Jackson's greatness began with the arrangements of "Don't Stop 'Til You Get Enough". He noted that the percussion and backing vocals were "artfully choreographed" to "create drama and ecstasy on the dance floor". He concluded, "It's one thing to make a dance record — it is another to instill that track with an epic, celebratory quality as Michael does here". James Montgomery of MTV noted that Off The Wall contained a "masterful mixture of fiery disco tracks", specifying "Don't Stop 'Til You Get Enough" and "Workin' Day and Night".

Track listing

 * European 7" single (EPC 7763)
 * A. "Don't Stop 'Til You Get Enough – 3:58
 * B. "I Can't Help It" – 4:29
 * Netherlands 12" single
 * A. "Don't Stop 'Til You Get Enough – 5:53
 * B. "I Can't Help It" – 4:29
 * "Visionary" DualDisc single (82876725112)
 * CD side
 * 1) "Don't Stop 'Til You Get Enough" (7" edit) – 3:58
 * 2) "Don't Stop 'Til You Get Enough" (12" edit) – 5:53

 * DVD side
 * 1) "Don't Stop 'Til You Get Enough" (video) – 4:11

Personnel

 * Written and composed by Michael Jackson
 * Produced by Quincy Jones
 * Co-produced by Michael Jackson
 * Michael Jackson: Lead and background vocals
 * Additional background vocals by Jim Gilstrap, Augie Johnson, Mortonette Jenkins, Paulette McWilliams and Zedric Wiliams
 * Louis Johnson: Bass
 * John Robinson: Drums
 * Greg Phillinganes: Acoustic and electric pianos, synthesizers
 * David Williams, Marlo Henderson: Guitars
 * Michael Jackson, Randy Jackson, Richard Heath, Paulinho da Costa, Sheila E.: Percussion

 * Horns arranged by Jerry Hey and performed by The Seawind Horns:
 * Jerry Hey: Trumpet, flugelhorn
 * Larry Williams: Tenor and alto saxophones, flute
 * Kim Hutchcroft: Baritone and tenor saxophones, flute
 * William Reichenbach: Trombone
 * Gary Grant: Trumpet
 * Rhythm arrangement by Greg Phillinganes and Michael Jackson
 * Vocal and percussion arrangements by Michael Jackson
 * String arrangement by Ben Wright
 * Concert master: Gerald Vinci
 * Recording engineer and mixing: Bruce Swedien

title: Don't Stop 'Til You Get Enough


text:
Talk:Moor's head

Request for translation from the German page
I'd like to request that somebody fluent in German contribute to this page with translations from the German version of this page, Mohr (Heraldik), as it has much more information and details various uses from different people. The current English page is very lackluster, as it only details the Corsican and Sardinian versions, and the German page is a good page to model it after. DiegoAma (talk) 16:22, 29 September 2018 (UTC)

Aragon
Are the Moor-heads in a quarter of the flag of Aragon also called Maures? --Error 00:14, 23 Apr 2005 (UTC)

Blackamoors
I know this is not for advertising, but I want to include pictures of jewelry and decorative sculptures. Any advise? Also 99% of the Blackamoors I've seen in jewelry and other antiques have a turban, distinguishing it from Maures.

I have now added a section about blackamoors, and will add pictures when I have the time.

Crusader Heraldry
They were sometimes used in crusader heraldry as a symbol of battles or campaigns against the moors or turks. Similar to the WWI & WWII practice of marking kills on an airplane with "rising suns" and swastikas. Castravalva (talk) 12:00, 26 September 2008 (UTC)

So far poorly researched
So far the article deals only with the Sardinian / Corsican tradition. A short look into the German entry shows a multitude of examples -also older ones- and types: black kings, queens, bishops amon the otherwise unsecified black heads. There must alo be examples in english heraldry So far the entry has nothing about traditions, like St. Maurice, African Christian martyrs, crusades etc. 91.98.113.164 (talk) 12:25, 7 April 2012 (UTC)

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

title: Talk:Moor's head


text:
Australian–American Memorial

The Australian–American Memorial is in Canberra, the national capital of Australia, and commemorates the help given by the United States during the Pacific War.

Background
In 1948 the Australian-American Association proposed "to establish a Memorial in Canberra in the form of a monument or statue, to perpetuate the services and sacrifices of the United States forces in Australia and to symbolise Australian-American comradeship in arms". After an appeal for finances by then Prime Minister of Australia, Sir Robert Menzies, the Australian people subscribed more than the eventual cost of £100,000, then a vast sum of money for such a public memorial, indicating the gratitude of the nation. Additional memorials were constructed in Brisbane and Adelaide that used the surplus funds.

A committee, which included Richard Casey (then Minister for External Affairs and a former Australian Ambassador to the United States) and Sir Keith Murdoch, was formed to examine designs for the monument. Sydney architect, and World War 2 veteran, Richard M. Ure won the design following a nationwide competition. Work commenced in December 1952 and took just over a year.

As Vice President, Richard Nixon visited the site in the early stages of construction. It was unveiled by Queen Elizabeth II on 16 February 1954. Among subsequent inspections by dignitaries, the completed memorial was viewed in October 1966 by President Johnson, during the first official tour of Australia by a sitting U.S. president.

Description
The memorial is a hollow, octagonal, tapered column with a steel framework sheeted with aluminium panels that were sandblasted to give the appearance of stone. Two murals feature at the base, one relating the story of American combat in the Pacific and the other a profile map of the United States in copper. The column is surrounded by a water-filled moat about 3 m wide. Under the dedication is a bronze wreath, carved by Walter Langcake, where floral wreaths are often laid on official commemorations. The column is topped with a bronze sphere surmounted by a stylised figure of the American eagle by the distinguished sculptor and Royal Navy veteran, Paul Beadle. The Memorial's height is 79 m; the eagle and sphere are together around 11 m high and weigh 3.5 tons.

The memorial is familiarly known as "Bugs Bunny".

Location
It was built at Russell Hill on the extended line of Kings Avenue, near one of the three nodes of the Parliamentary Triangle. Russell Offices has since been developed around the memorial, as the headquarters of the Australian Defence Force and the Department of Defence, with the immediate surrounds called Blamey Square after Field Marshal Sir Thomas Blamey.

It underwent a major restoration in 2014, after which a new plaque at its base was unveiled.

title: Australian–American Memorial


text:
Cabinentaxi

Cabinentaxi, sometimes Cabintaxi in English, was a German people mover development project undertaken by Demag and Messerschmitt-Bölkow-Blohm with funding and support from the Bundesministerium für Forschung und Technologie (BMFT, the German Ministry of Research and Development). Cabinentaxi was designed to offer low-cost mass transit services where conventional systems, like a metro, would be too expensive to deploy due to low ridership or high capital costs.

Cabinentaxi systems could be operated in a variety of fashions depending on the need. It is most widely known as the first true personal rapid transit (PRT) system, where customers call up a small "car" on demand which then takes them directly to their destination without any stops along the way. The system could also be used in a group rapid transit (GRT) fashion, using larger cars with up to 18 passengers. In this case the vehicles would travel along a fixed route, stopping at any station that a passenger requested. Cabinentaxi could also mix the two modes on a single line, which allowed direct routing to high-density areas when traffic loads were low, saving the larger van-like vehicles for the high-demand periods.

Cabinentaxi was in serious consideration for two deployments in the late 1970s; BMFT was in the process of funding a deployment in Hamburg while their U.S. counterpart, the Urban Mass Transit Authority (UMTA), selected it as a front-runner for a deployment in Detroit. Cabinentaxi's corporate partners decided to pull out of the Detroit competition to focus on the Hamburg development. When unrelated budget cuts drained the BMFT's coffers, the Hamburg project was also canceled, and the Cabintaxi Joint Venture gave up on the public transit field and withdrew the Cabintaxi technology from the market. The rights were purchased in 1985 by a small U.S. consortium, Cabintaxi Corporation, but no developments have followed. The only commercial use was a modified system, the Cabinlift, which operated as a horizontal elevator between buildings at the Schwalmstadt-Ziegenhain hospital in Germany until 2002.

Background
In the early 1950s, urban planner Donn Fichter started work on a book that would eventually emerge in 1964 as Individualized Automatic Transit and the City. Fitcher argued that the only way to solve the gridlock problems in cities being caused by increased car ownership was to use mass transit systems. Fichter argued that unless the systems operated more like a taxi service, arriving when called for and taking the passenger directly to their destination, people would not leave their cars to use it. Busses and metro systems are not personalized, they run on pre-planned routes and schedules, making stops along the way that do not serve each individual, only the group of riders as a whole.

Fichter and other planners tapped into a zeitgeist that was being fuelled by rapid urban decay in the U.S. President Kennedy addressed congress in 1962 and stated that "To conserve and enhance values in existing urban areas is essential. But at least as important are steps to promote economic efficiency and livability in areas of future development. Our national welfare therefore requires the provision of good urban transportation, with the properly balanced use of private vehicles and modern mass transport to help shape as well as serve urban growth." Funding provided through the U.S. Department of Housing and Urban Development (HUD) led to a series of reports by a variety of aerospace firms (notably Aerospace Corporation), today known as the "HUD reports", that explored various concepts and provided strong support for the basic concepts. A follow-on bill later in the decade provided additional funding for development of several experimental systems, and created the Urban Mass Transit Administration (UMTA).

Spectrum of designs
Other companies and government organizations soon joined these efforts, as it appeared PRT systems would soon be being deployed around the world. By the early 1970s there were at least a dozen development efforts in the U.S., a similar number in Europe and Japan, and two in Canada. The systems differed considerably in operating concept.

On the "simple end" of the scale were vehicles that used a guideway to steer, and left most other operations to a centralized control centre with some form of automatic train control. These systems had fairly slow reaction times that demanded fairly long headways between the trains. Most conventional metros have headways around two minutes or more, these new systems were generally on the order of 30 seconds. To make these systems efficient at high demand levels they had to have fairly large capacities, on the order of 25 to 100 passengers, which places them in the group rapid transit, or GRT, end of the people mover spectrum. These sorts of systems can be simplified if high performance is not required; GRT systems are quite common at airports today.

On the other end of the scale were the personal rapid transit systems, or PRTs. These systems abandoned centralized control for a simpler distributed solution based on set timings, speeds, or flocking behaviour. By placing the headway logic on the vehicles the reaction timing was dramatically improved, because they no longer had to communicate with a centralized system for traffic information or instructions. PRTs generally worked on headways of less than 10 seconds, which greatly increased the passenger density of the system as a whole. This allowed the vehicles to be much smaller and still retain the same system capacity as the larger GRTs, while offering the sort of personalized car-like operations that Individualized Automatic Transit envisioned.

Cabinentaxi
In 1969 Demag and MBB independently started projects studying PRT systems as a result of the HUD reports. At the time, the Bundesministerium für Forschung und Technologie (BMFT) was involved in a wide variety of transport research, including a variety of maglev trains for high-speed service, several automated railway systems, as well as more mundane research in railway safety and signalling. Significant within the transportation development programs of the BMFT was the direct involvement of the VOV (German Association of Public Transit Operators), the Deutsche Bundesbahn (German Federal Railway) and their safety experts. This assured that when development was completed, the systems would meet German (and by extension international) public transit standards.

When the BMFT learned of the separate efforts at Demag and MBB, they urged both companies to combine their efforts under a new joint operating company, which became Cabinentaxi. BMFT provided 80% of the total funding, considerably less than their counterparts in the U.S., which completely funded by the UMTA. By this time the system had been well-defined, and was committed to true PRT point-to-point service. In order to avoid stops along the way, stations were "off-line", on separate guideways placed beside the main routes, allowing en-route cars to pass them by. The cars themselves would handle switching along a pre-defined route, which allowed them to be directed to an optimal path in a network of any complexity. Studies suggested a three-passenger car for the basic system, although in order to increase capacity they also had cars with seating for 6, 12 and 18 passengers. These larger cars would normally be planned to operate in GRT fashion in order to increase the overall capacity of the network in the early development stages, where small networks in dense areas would not be meaningful in a small vehicle PRT mode. The larger cars could also be connected front-to-back to form two-car trains, further increasing capacity for some simple applications.

One problem with all elevated transportation system structures in general, is that the guideways (highways or transit) are widely considered to be an eyesore. In order to reduce the size of the guideways, Cabinentaxi took the uncommon approach of optionally allowing its cars to run on the top or bottom of a single track. The cars could not be switched from top to bottom, however. If this option was used, the guideways were supported on pillars that attached to the track from the side, rather than directly below. Cabinentaxi's guideway is noticeably smaller and thinner than conventional elevated systems, like the Vancouver SkyTrain. The track is approximately six feet wide, slightly smaller than a row of parking spots on the side of a city street.

Prototypes and testing
Testing of the motor and control systems started in 1972 on a 13-meter closed-loop track, running for 18 months. This was followed in August 1973 by a 150 meter test track and three 3-passenger vehicles installed near Hagen, Germany. The test track was expanded several times. By October 1974 it was 1136 meters long and featured two passenger stations with a closed-loop track, adding two additional vehicles for a total of five. By 1975 it had three stations and nine vehicles. The first 12-person vehicle was introduced that October. The final expansion was completed in 1976, bringing the total track to 1.9 km with six stations and twenty-four vehicles. In 1975, Raytheon Missile Systems examined the prototype system and decided to license it for deployment in the U.S., but a final agreement was never reached.

Cabinentaxi technology logged over 400,000 vehicle-miles between 1975 and 1978 on the Hagen test track. In 1977 the system completed fleet operation endurance testing of 7500 continuous vehicle hours, extending that in 1978 to 10,000 continuous vehicle hours. These are the only PRT fleet endurance test of these magnitudes ever carried out. Headways were reduced throughout the period, vehicle separations started at under 3 seconds, reaching 1.9 seconds in later tests, about the same as cars on a highway. The basic operating speed was also increased during testing, from the original 30 km/h to 36 in the later tests, with options for even higher speeds in production versions.

Late in the program a number of safety studies were carried out. Fire was a major concern of safety officials, but due to the simplicity of the vehicles, and a fire safety risk-reduction program it was demonstrated the possibility of fire was reduced to a non-issue. Other problems, like broken motors or a widespread power failure that demanded evacuation, were the primary areas of concern, but the solutions were found to lie in ground-based equipment and in specially equipped rescue cars that could operate on the guideway and access both levels. The final system plans required no external walkways.

Cabinlift
While work on the basic Cabinentaxi continued, a modified version known as Cabinlift was also developed. Originally designed for installations in healthcare facilities, Cabinlift was based on substantially similar technology as the basic Cabinentaxi. The Cabinlift cars were larger and taller, allowing easy walk-on access for passengers and bulky loads, notably wheeled hospital beds and gurneys. The cars could be built with the doors on the side, or on the ends. Unlike Cabinentaxi, passengers in Cabinlift could stand with some fold-down seats available.

One Cabinlift system with two stations was installed at the Schwalmstadt-Ziegenhain hospital in 1975 and operative until 2002. A larger and more complex network was planned for the central hospital in Bremen, but funding fell through.

Deployment projects
When the safety studies were completed the various levels of government signed off on the system and released it for commercial development. Several developments were already being studied by that point.

One was an expansion of the original Hagen system, done as much as an example of the planning process as a serious proposal. This deployment envisioned a staged development starting with the 12-passenger cars in a network of about 40 stations covering the downtown core. Additional lines would then be added until it was fully expanded with 138 km of track and 182 stations covering the majority of the city and several surrounding suburbs and towns. The outlying tracks would primarily use the smaller cars. Funding for this deployment was not forthcoming.

A system was proposed for Hamburg, initially consisting of approximately 7.5 miles of over and under guideway with 11 stations and 50 vehicles. In 1977 Hamburger Hochbahn estimated the total costs for this initial installation to be $56,568,000, or $7.5 million per double lane mile (compare with a Canadian estimate from 1980 at $75 to $80 million per mile for underground subway lines). These were not the final system costs which would have only been determined after construction, and cost increases were already being experienced as the project neared the start of construction.

The Hamburg development coincided with a request by the American government for increased defence spending by the NATO allies, which resulted in a funding cut to all other departments of the German government. BMFT withdrew funding for the Hamburg project with a statement that, among other things, the failure to pursue the export market and the mandated budget cuts led to its decision.

Cabinentaxi, as Cabintaxi, was also one of the systems approved to contend for the UMTA's Downtown People Mover Program. It was recognized as the favorite system to win the Detroit People Mover project. For the Detroit project, the system's over-and-under beam was a major advantage as the city specified a single-beam system, and the over-and-under beam would provide bi-directional operation which the city wanted but could not otherwise get with its single beam restriction. The schedules for the Detroit People Mover Program and the Hamburg application appeared to conflict, so the consortium chose to withdraw from the US competition and concentrate on Hamburg.

J. Edward Anderson, the well-known U.S. proponent of PRT systems, also selected Cabinentaxi for a proposed deployment in Indianapolis. After the initial $300,000 for the study ran out, no further money was forthcoming and the plans fell through.

The developing firms found themselves without a market opportunity in Europe or the United States, and withdrew from the public transit field. Interest in the system in the U.S. lived on, and in 1985 a consortium was arranged to take over the design rights under Cabintaxi Corporation. No installations followed, however.

Vehicles
The final primary vehicle designs for the Cabinentaxi system were the "KK 3"(Klein Kabine 3), a three-passenger vehicle, and the "KK 12" (Klein Kabine 12), a twelve-passenger vehicle, both with a semi-automatic doors. They were designed with enough room between the seats for wheelchairs, prams or bicycles. The doors were semi-automatic, locking and unlocking under vehicle control, but slid open by the passengers. The vehicle bodies were made of aluminum over a steel chassis, riding on solid rubber wheels that engaged the guidance rails in the track.

Cabinentaxi offered very high capacity utilization of its lines, up to 80% full before congestion would occur. Cabinentaxi also had a number of different car sizes, seating 6, 12 and 18 passengers. The larger cars could be formed into two-unit trains which could increase system capacity in small loop or shuttle operations, but the two-unit train had limited advantage in large network applications where short headways are effectively an electronic coupling. The "KK" series of vehicles, "KK 3, 6,12,18(all designed, but only the KK 3 and KK 12 were developed), were all of the same cross sectional area with only the length of the vehicle changed. With the same construction style in the body and undercarriages, these vehicle could share the same small vehicle guideway.

Motor and power supply
In order to provide fine control over vehicle spacing and reduce maintenance costs, the companies selected a linear motor (LIM) for the Cabinentaxi project. Linear motors were a major area of research since the 1960s when they were first introduced in the U.K. by Eric Laithwaite. As they have no moving parts, a LIM-powered vehicle would be more reliable than one using a conventional motor. Another advantage is that there is no contact between the motor and the track, so snow or rain will not affect its performance, which means a LIM vehicle does not require additional headspace in bad weather. Also, because the traction does not rely on friction, LIMs can climb much steeper grades. On the downside, LIMs require a "reaction rail" for the motor to push against, which increases capital costs slightly.

Guideway
Cabinentaxi was designed to allow top or bottom running of the vehicles, or both on one track.

Guidance and control
Cabinentaxi's control system was decentralized, with three different control systems, each in command of one portion of the system's overall operation.

The vehicle itself was responsible for maintaining separation from the vehicle in front of it, and automatically switching from guideway to guideway. Since the measurement and control of separation did not require communications with external systems, reaction times were greatly reduced and headways were much shorter than systems using a central computer to control spacing.

There was a centralized control system used in Cabinentaxi, but it did not have direct control over the vehicles. This system was used to plan the most efficient route when a customer selected a destination and paid for it. The calculated route was then uploaded onto a magnetic stripe on the customer's fare card. The card was then inserted into a reader to call a car from the storage area or one passing by on the line, at which point the reader uploaded the route to the car's onboard computer. Once calculated the route was static, although the customer did have the option to stop at the very next station if they pressed a button in the car.

A third system handled operations within the stations, which were "offline" from the main guideways. Stations had multiple berths for loading and unloading, as well as longer areas for acceleration and deceleration to collect vehicles as they switched on or off the main guideways. When a vehicle entered the station's off-ramp, it automatically slowed to a stop where the passengers would exit the car. The station computer would then direct it to a position in a storage ring to wait for the next customer.

When it was called for the station would switch it back onto the main platform where the passengers would use their fare card to enter the vehicle. When a vehicle was loaded, the station computer watched the traffic on the adjacent mainline and looked for gaps in the vehicles passing by the station. When a suitable gap was seen, the station would calculate the time needed for the car to accelerate up to mainline speed, and then give it the go command at the right time so it would reach the switch onto the mainline right as the gap was reaching it.

Loading and system capacity
Key to the efficient operation of any PRT system is the queuing of free vehicles throughout the stations on the system. Increasing the number of idle vehicles reduces the passenger wait times, as well as reducing the need to move empty vehicles through the system in order to pick up passengers. However, this also requires additional vehicles, thereby increasing capital costs. Communications between the centralized computer and the station computers allowed cars to be switched from station to station in order to keep the stations supplied with free vehicles.

title: Cabinentaxi


text: Category:Education in Lincolnshire

title: Category:Education in Lincolnshire


text:
Category:Fourteeners of Colorado

This category contains fourteeners (i.e. mountains over 14000 ft in elevation) in the state of Colorado. By the usual method of counting there are 53 Colorado peaks that fall in this category.

title: Category:Fourteeners of Colorado


text:
Melvin J. Ballard

Melvin Joseph Ballard (February 9, 1873 – July 30, 1939) was a member of the Quorum of the Twelve Apostles of the Church of Jesus Christ of Latter-day Saints (LDS Church). His grandson, M. Russell Ballard, also became an apostle.

Birth and early life
Ballard was born at Logan, Utah Territory, to Henry Ballard and Margaret McNeil. His father was a native of England and had immigrated to Utah in 1852 to gather with the Latter-day Saints. Henry Ballard had been aboard the Saluda when it exploded at Lexington, Missouri, and was injured in that incident. He later served under Porter Rockwell in the Nauvoo Legion when it made efforts to prevent the entry of Johnston's Army into Utah Territory. In 1858, Henry was the first settler of Logan, and he served as bishop of the Logan 2nd Ward from 1861 until 1900.

Prior to Ballard's birth, his mother had an experience that led her to believe her son would be an apostle. In Ballard's patriarchal blessing, this was reaffirmed.

Ballard attended Brigham Young College; he graduated in 1884.

Career and early church service
In June 1896, Ballard married Martha A. Jones. The following month he left with B. H. Roberts and George D. Pyper on a mission to the large cities of the eastern United States. He was later reassigned to the Northern States Mission. Ballard returned to Utah in December 1898.

In 1899, Ballard organized the Logan Knitting Factory along with Joseph E. Cardon. In 1900, he became a counselor in the bishopric of the Logan 2nd Ward.

Mission president
Ballard served for several years as president of the Northwestern States Mission of the church. While serving in this capacity, he organized missionary work on some of the Native American reservations in Montana.

Apostleship
When new church president Heber J. Grant was pondering whom to call as an apostle to replace the vacancy caused by the death of his predecessor, Joseph F. Smith, he decided to select his good friend Richard Whitehead Young, as many suspected he would. As Grant met with the Quorum of the Twelve Apostles to announce his decision, he found himself saying that the Lord wanted Melvin J. Ballard to serve in the position. Grant used this experience to teach about revelation and to testify that the Lord gives inspiration to the President of the Church.

Ballard was ordained an apostle and became a member of the Quorum of the Twelve Apostles on January 7, 1919. As an apostle, Ballard opened up missionary work in South America in 1925 in Buenos Aires, Argentina.

Ballard served in the Quorum until his death in Salt Lake City from leukemia. Sylvester Q. Cannon was called to fill the vacancy caused by Ballard's death. Ballard was buried in Salt Lake City Cemetery.

title: Melvin J. Ballard


text:
User talk:The Nameless

Welcome to the Wikipedia
I noticed you were new, and wanted to share some links I thought useful:

 * Tutorial
 * Help desk
 * Foundation issues
 * Policy Library

For more information click  here . You can sign your name by typing 4 tildes, like this: ~.

Sam Spade 00:20, 23 Apr 2005 (UTC)

title: User talk:The Nameless


text:
Wikipedia:Articles for deletion/Aswom

 This page is an archive of the discussion about the proposed deletion of the article below. This page is no longer live. Further comments should be made on the article's talk page rather than here so that this page is preserved as an historic record. The result of the debate was speedy deleted --cesarb 00:54, 24 Apr 2005 (UTC)

Aswom
Delete: Neologism. --Durin 00:20, 23 Apr 2005 (UTC)

 * Delete, possibly speedy. Doesn't even give a definition! Academic Challenger 00:23, 23 Apr 2005 (UTC)
 * Delete, it originated from an MMO for crying out loud. It does however give a description, in that it says it's a misspelling of awesome. So it's probably like the "pwned" ("owned") misspelling, but has a FAR smaller spectrum. Or, at least, I've seen pwned endless times on gaming sites, but I've never seen Aswom. Master Thief Garrett 00:56, 23 Apr 2005 (UTC)
 * Comment: Over a span of half an hour shortly after the article was created, various IPs vandalized the page, resulting in 12 reverts. The article was listed on speedy deletions, and was then deleted. It was re-created by one of the earlier culprit IPs. --Durin 02:16, 23 Apr 2005 (UTC)
 * Good gravy! Can't we ever end this mess? Guess it'll have to be speedy deleted all over again... or maybe even edit-locked or something... Master Thief Garrett 02:26, 23 Apr 2005 (UTC)
 * Delete, not notable neologism. Megan1967 02:29, 23 Apr 2005 (UTC)

 * This page is now preserved as an archive of the debate and, like some other VfD subpages, is no longer 'live'. Subsequent comments on the issue, the deletion, or the decision-making process should be placed on the relevant 'live' pages. Please do not edit this page.

title: Wikipedia:Articles for deletion/Aswom


text:
Morgantown Personal Rapid Transit

Morgantown Personal Rapid Transit (WVU PRT) is a personal rapid transit (PRT) system in Morgantown, West Virginia, United States. The system connects the three Morgantown campuses of West Virginia University (WVU) and the city's downtown area.

Developed from the Alden staRRcar and built by a consortium led by Boeing Vertol, the driverless system was a government-funded experiment in PRT systems. Upon its opening in 1975 with three stations, it had a fitful start, being three years behind schedule and costing 3–4 times more than estimated. It was expanded in 1978 to its current five stations, two maintenance depots, and over 70 vehicles. Like all PRT systems, stations are built on sidings, which allows vehicles to bypass stations and permits express trips between any two stations.

While the system achieved reliability upwards of 98% for most of its life, its reliability declined in the 2000s – dipping to 90% by 2015 – and it gained a reputation for unreliability. In response, a renewal project was approved in 2012, which has so far replaced the vehicle control and propulsion systems, replaced parts of the power supply, and repaired other infrastructure. A new vehicle control system was commissioned in 2018, and the vehicle fleet is also being replaced.

The system has operated reliably, and currently is in full operational service as of November 2021, transporting students and staff daily.

Origins
Morgantown is a small city with about 30,000 permanent residents, with close to 140,000 in the metropolitan area. WVU adds 28,000 seasonal residents from August through May. As WVU expanded in the 1960s, geographic constraints – the city is situated in a mountain valley along the Monongahela River – forced WVU to build a second campus 2 mi away in Evansdale. Free busing was offered to move students between the campuses, but all the roads led through the city center, creating gridlock more typical of a megacity.

In the late 1960s, Samy Elias, who led WVU's industrial engineering department, learned of experiments with PRT in the U.S. after the HUD reports were published. A minor PRT craze was being set off by a combination of federal funding and estimates that showed a PRT system would be far less expensive to build and install than any other form of mass transit. Elias felt a PRT would be a perfect solution to the traffic problems in the city.

Gathering support from WVU, the City of Morgantown, and West Virginia's congressional delegation, Elias arranged a $50,000 development grant from the Urban Mass Transportation Administration (UMTA) for a comparative study of three PRT systems: the Monocab, Dashaveyor, and the Alden staRRcar. The Alden staRRcar was found to be the most suitable system for Morgantown.

Political pressure by Senator Robert Byrd led Secretary John Volpe of the then-new United States Department of Transportation to propose that Morgantown be used as an experimental site for PRT development. President Richard Nixon had expressed strong support of the PRT concept, and Volpe was trying to arrange to have an experimental system well underway before the next presidential election, in November 1972.

Examining the proposals, the UMTA decided that Alden was far too small to be able to handle the job, and arranged for the Jet Propulsion Laboratory (JPL) to take over as systems management role, signing a contract with them in December 1970. Boeing Vertol was selected to build the vehicles, Bendix Corporation supplied the control systems, and F.R. Harris Engineering would design and build the guideway, stations, and other facilities.

Construction
The original estimates for the system were $15–20 million. But having set a deadline based on political considerations, rather than technical, the system had to be rushed through to completion as soon as possible. JPL, used to running large engineering projects with a stepped approach, had to abandon the study stage and move the project directly to engineering tests.

Numerous problems cropped up as a test system was set up at Boeing's plants, notably the requirement to heat the guideways to melt the snow that collected in the U-shaped guideways, resulting in costly changes to the design. By the time the original deadline passed, the system was already massively over-budget and nowhere near ready for buildout. Instead of an accomplishment that would work in Nixon's favor, the system became a political chess piece and was derided in the press as a white elephant.

There were large cost overruns during the development of the system, and it was not until 1974 that the system had matured technically. Construction of the first guideway in Morgantown started that year, and was completed the next. The Phase I system began operations in 1975, with a final cost of $62 million, four times the estimate. It consisted of 5.2 mi of guideway, 45 vehicles, 3 stations, and a maintenance/control facility.

Service was interrupted during the 1978–1979 school year for a system expansion, dubbed Phase II, during which WVU provided bus service between the campuses. The system was extended from the "Engineering" station towards new stations at "Towers" (dormitories) and the WVU Medical Center/Mountaineer Field. Phase II cost $64 million, bringing the total for the entire system to $130 million. Upon its completion, the system had 71 vehicles, 8.65 mi of guideway, and 5 stations. One existing station had also been expanded, and a second maintenance facility was added.

Although the system's construction ran far over budget, it still proved to be what its designers had claimed: a reliable system of automated transit that was inexpensive to operate. It has offered on-time service rates far better than the bus services it replaced, and eliminated the gridlock that had locked up the city center. Moreover, no injuries were reported for the first 42 years of operation, until the first reported accident in November 2016. From July 2005 to June 2006, about 2.25 million rides were taken on the PRT. As of November 2007, the PRT transports about 16,000 riders per day. The record for most riders in a day is 31,280, set on August 21, 2006. In 2003, about 60% of costs were covered by the 50-cent fares.

Morgantown's economy boomed in the 2000s and the city was noted for having the lowest municipal unemployment rate in the U.S. Mayor Ronald Justice said, "We're a small town with big traffic issues, and the PRT could be the reason we're able to continue our growth."

There are two proposals to extend the line from both ends: one would extend southward to the new commercial and shopping area being developed as part of a riverfront revitalization project, while a longer extension is being considered to the northwest to connect a new research park. If both extensions are completed, at an estimated $30–40 million a mile, the system would almost double in length.

Accidents
On November 30, 2016, the system had its first reported accident when two PRT cars were involved in a crash between the Beechurst and Walnut stations. There were six passengers on board and two were treated for minor injuries. Service to Walnut station was suspended for several days while the incident was investigated.

On February 10, 2020, two PRT passengers, and WVU students, were taken to Ruby Memorial Hospital for injuries due to a boulder that dislodged from the nearby hillside striking a PRT car. One student on the PRT was seriously injured and suffered multiple pelvic fractures. A driver, on nearby Mon Boulevard, was also taken to the hospital after their vehicle collided with another boulder that was part of the same disturbance.

Guideway
The guideway is a dedicated roadway for rubber-tired vehicles that allows close separation between vehicles. It is a network that connects all stations and the maintenance facility. The guideway is used mostly by the PRT vehicles except in an emergency where maintenance workers can drive a car up to tow a non-functioning PRT vehicle off the guideway.

The guideway is a concrete structure with about half of its length elevated. It has three-phase 575 VAC, 60-Hz propulsion power rails on the sidewall that are equipped with electric heating for cold weather operations. Below the power rails is a steering rail that allows the guidewheel of PRT vehicles to be pressed against to steer along the guideway. Communication induction loops and guideway heating pipes are located on the road surface.

Vehicles

The system has 73 vehicles that resemble small buses. They are 15 ft long, 8 ft high and 6 ft wide. Weighing 8760 lb, they are powered by a 70 hp motor that allows them to reach 30 mph.

The larger vehicle size of the Morgantown Personal Rapid Transit has led some to consider it a "group rapid transit" (GRT) system, instead of a true personal rapid transit system.

The vehicles have automatic doors on both sides that open to the platform, and are accessible for people with mobility disabilities. The vehicles are designed for 20 passengers, with four seats arranged in a "U" on each end and four stanchions in the center of the vehicle for twelve standees. A yearly event called the PRT Cram takes place in which student organizations try to pack as many individuals as possible inside a modified PRT vehicle. The record of 97 was set in 2000.

The cars are powered by three-phase 575-volt alternating current rectified to drive a 70 hp direct current motor. Electric pickups are fixed on both sides of each car, which connect to electrified rails on one, or both, sides of the guideway. The wheels of the vehicles steer slightly toward whichever side is powered to ensure that they stay in firm electrical contact with the rails. Each car has four-wheel steering to help negotiate the tight turns in the PRT guideways, especially around stations.

Route layout
The system connects the university's campuses via five stations (Walnut, Beechurst, Engineering, Towers, Medical) along a 3.6 mi route. All stations are on sidings, which allows vehicles to bypass stations. It takes 11.5 minutes to ride the entire length of the system from the Walnut Station to the Medical Station.

The guideway consists of concrete pathways with magnetic induction loops that provide car location data. The system's concrete pathways have embedded pipes that circulate a glycol solution, which is heated at stations to help melt snow and ice prevalent in Morgantown's snowy winter climate.

Most of the system (65%) is built on elevated bridges and viaducts, while the remainder is at or below ground level. The viaduct spans are approximately 30 ft long, and there are two styles of viaduct, with those constructed in Phase I being noticeably heavier-duty than those built in Phase II.

Modes of operation
The system is fully automated and can operate in three modes: "demand", "schedule", and "circulation".

 * Demand: When used during peak hours, the system reacts dynamically to rider requests, comparable to utilizing an elevator. At the fare gate, after the rider pays the fare, they will press the button associated with a particular destination to call a car. This will start a timer within the system. If the timer reaches a predetermined limit, typically 5 minutes, a vehicle is activated to service the request even if no other passengers have requested the same destination. Also, if the number of passengers waiting to travel to the same destination exceeds a predetermined limit, usually 15, a vehicle is immediately activated. User will look at the electronic signboard above the boarding gate to determine which car to board. Once the car arrived, the doors remain open for 20 seconds for boarding, before the vehicle departs to its destination, avoiding any intermediate stations. In this mode the system operates as a true PRT.
 * Schedule: System switches to this mode during periods with well-known travel-demand patterns, and operates the cars on fixed routes of known demand. This lowers the waiting time for a car traveling to a given destination and is more efficient than demand mode.
 * Circulation: System switches to this mode during off-peak hours, operating a small number of vehicles that stop at every station, like a bus service. This reduces the number of vehicles traveling on the network, but increases travel time to destination.

Performance
In the 2006 fiscal year, the system broke down 259 times for a total of 65 hours and 42 minutes, out of a total of 3,640 hours and 15 minutes scheduled running time, which equates to about 98% availability. Of those 259 breakdowns, 159 were caused by vehicle-related problems. In 2007, the system received funding to improve efficiency by reducing this vehicle downtime.

Since the system's completion in 1975, technology for PRTs has advanced considerably, but the control equipment for the Morgantown system changed very little. The control room is said to resemble a NASA mission control room from the 1970s, though the underlying electronics are more modern.

, the system's cost per trip is $2.01, the third least expensive (after New York and Boston) for any fixed guideway system in the United States.

Operation hours
Morgantown PRT operates chiefly as transportation for WVU's students and, as such, runs primarily during class days. During the fall and spring semesters, it operates 6:30 am–10:15 pm weekdays and 9:30 am–5:00 pm on Saturdays. It is normally closed on Sundays. During the summer semester, it is closed (as of 2021). When major WVU events – notably football and men's basketball games – are scheduled to end outside of normal operating hours, the system will run for at least an hour after the end of the event. The system is closed on holidays and during semester breaks.

Modernization
When it opened, the PRT was controlled by DEC PDP-11 computers installed in 1971. Due to difficulty in procuring replacement parts, these older computers were replaced in 1997-1998 with Intel Pentium computers.

A 2010 study recommended renewal of the system given declining reliability caused by its age and the lack of access to replacement parts for key components, such as the vehicles and the control system. The report considered replacement of the PRT with buses but concluded they would be unsatisfactory given the extra traffic congestion and poor travel times that would result. By 2015 reliability had fallen to 90%.

In 2012, the university Board of Governors approved $15 million as part of renewal and modernization project. The total cost is projected to be $100–$130 million. The three phase plan is to replace the control and propulsion systems in the current vehicles, installation of a new automatic train control system, upgrade the power supply, repairs to the infrastructure and finally replacement of all the vehicles.

Part of the phase 1 work to upgrade the vehicles' control and propulsion system was completed by early 2014 and resulted in improved operations.

On April 29, 2014, Thales Group was selected by WVU to install its SelTrac Communications-based train control (CBTC) system, as well as new systems for fare collection and passenger information. Upgrades occurred during the summer breaks in 2015 and 2017 while the system is normally closed. Replacement of the train control system will continue during the fall 2017 and spring 2018 semesters in preparation for full-scale testing and commissioning during the summer of 2018.

For the vehicle replacement in phase 2, which has not commenced, the university has said it will look for vehicles that weigh 2500-3000 lb, about one-third the 8760 lb for the current fleet.

The $52.6 million phase II renovation of the PRT is still being completed. Over the winter break of the 2017-2018 academic year, 11 cars were upgraded to the new software. The updated cars have not been used during typical business hours as they are not compatible to the current system. In addition to receiving new software, Phase II also includes replacing electric boards and sensors on the guide ways and signs.

title: Morgantown Personal Rapid Transit


text:
Times Like These (Rick Danko album)

Times Like These was Band bassist Rick Danko's final album, a posthumous release featuring tracks from a variety of sources dating from an aborted solo project in 1993 to Danko's final live performance in Ann Arbor, Michigan just days before his death.

Those tracks recorded specifically for the project were the title track (a song Danko had written in the 1970s but had yet to find a place for), "Ripple" (suggested by the President of Breeze Hill Records, who issued the album), "All Our Past Times" (in keeping with Danko's revisiting of a song from his younger days), "This Wheel's on Fire" (a second, unfinished, revisit, it features an entirely redone arrangement by The Crowmatix and Garth Hudson), "You Can Go Home" and "People of Conscience" (both written by Tom Pacheco, the former co-written by Danko, and focusing on human rights). Of the remaining four, "Book Faded Brown" and "Let the Four Winds Blow"- the latter sung by Danko cohort Aaron Hurwitz- date from Danko's last live show on December 6, 1999, both featuring posthumous overdubbing by Hurwitz and others. "Chain Gang" dated from the sessions for The Band's High on the Hog album and featured all of the late-period members of The Band except Levon Helm and "Change Is Good" featuring Joe Walsh dated from an aborted 1993 solo project for Elektra Records.

Track listing

 * 1) "Times Like These" (Danko) – 4:19
 * 2) "Ripple" (Jerry Garcia, Robert Hunter) – 5:41
 * 3) "All Our Past Times" (Danko, Eric Clapton) – 3:46
 * 4) "Book Faded Brown" (Paul Jost) – 3:12
 * 5) "Chain Gang" (Sam Cooke) – 4:10
 * 6) "Change Is Good" (Danko, Jim Tullio, Ed Kaercher) – 4:10
 * 7) "Sip the Wine" (Tim Drummond) – 5:19
 * 8) "This Wheel's on Fire" (Danko, Bob Dylan) – 5:06
 * 9) "You Can Go Home" (Danko, Tom Pacheco) – 5:34
 * 10) "Let the Four Winds Blow" (Dave Bartholomew, Antoine "Fats" Domino) – 3:22
 * 11) "People of Conscience" (Pacheco) – 4:10

Personnel

 * Richard Bell – synthesizers
 * Gary Burke – drums
 * Chris "Hambone" Cameron – Hammond organ
 * Randy Ciarlante – drums, lead & backing vocals
 * Rick Danko – bass, acoustic guitar, lead & backing vocals
 * Terry Danko – bass
 * Mike DeMicco – acoustic guitar, mandolin
 * Mike Dunn – bass
 * Jim Eppard – acoustic guitar, lap steel guitar, mandolin
 * Hank Guaglianoe – drums
 * Levon Helm – harmonica, mandolin
 * Garth Hudson – accordion, keyboards, alto & soprano & tenor saxophones, synthesizer
 * Maud Hudson – backing vocals
 * Prof. Aaron "Louie" Hurwitz – accordion, bass, Hammond organ, piano, synthesizer, lead & backing vocals
 * Bashiri Johnson – percussion
 * Dennis Johnson – bass
 * Tom Malone – baritone horn, trombone, tuba
 * Greg Marsh – percussion
 * Tom Pacheco – acoustic guitar
 * Larry Packer – viola
 * Scott Petito – bass
 * Bill Ruppert – guitar
 * Dean Sharp – drums
 * Beth Reineke – backing vocals
 * Leslie Ritter – backing vocals
 * Marie Spinosa – percussion, backing vocals
 * Jim Tullio – guitar, backing vocals
 * Sredni Vollner – harmonica
 * Joe Walsh – guitar, piano, backing vocals
 * Jim Weider – dobro, acoustic & electric guitar, mandolin
 * Eric Weissberg – banjo, acoustic guitar

title: Times Like These (Rick Danko album)


text:
Category:Siemens

 * Siemens — an electronics, manufacturing, and multinational.

title: Category:Siemens


text:
Namco System 22

The Namco System 22 is the successor to the Namco System 21 arcade system board. It debuted in 1992 with Sim Drive in Japan, followed by a worldwide debut in 1993 with Ridge Racer.

The System 22 was designed by Namco with assistance from graphics & simulation company Evans & Sutherland. Graphical features include texture mapping, Gouraud shading, transparency effects, and depth cueing, thanks to the Evans & Sutherland 'TR3' chip/chipset, which stands for: Texture Mapping, Real-Time, Real-Visual, Rendering System. The main CPU provides a scene description to the TR3 graphics processing unit and a bank of DSP chips which perform 3D calculations.

A variant of the system, called the Super System 22, was released in 1995. The hardware was largely similar to the System 22, but with a slightly higher polygon rate and more special effects possible.

System 22 Specifications

 * Main CPU: Motorola 68020 32-bit @ 24.576 MHz
 * DSP: 2x Texas Instruments TMS32025 @ 49.152 MHz (exact number of DSPs may vary)
 * GPU: Evans & Sutherland TR3 (Texture Mapping, Real-Time, Real-Visual, Rendering System)
 * Features: Texture mapping, Gouraud shading, transparency effects, depth cueing, 16.7 million colors, 240,000 polygons/second
 * Sound CPU: Mitsubishi M37702 (System 22 Games) or M37710 (Super System 22 Games) @ 16.384 MHz
 * Sound Chip: Namco C352 (32 voices, 4 channels @ 16-bit, support for 8-bit linear or μ-law PCM samples)
 * + Namco Custom Chips

title: Namco System 22


text:
Talk:Ionas

What nonsense. The man's name was Ion (Ίων). "Ionas" is a modern-day colloquial rendition. It's like calling Pericles "Perry" or Charlemagne "Chuck".
 * I agree with anonymous. Some ancient Greek words did have variant endings in the different dialects, (e.g. φύλαξ v. φύλακας), but Ionas is a pretty recient variation, like Spyros from Spyridon.  I'm putting this up for a page move. --Jpbrenna 07:01, 31 July 2005 (UTC)

http://en.wikipedia.org/wiki/Jonah ~kahve6~ (talk) 10:42, 11 March 2014 (UTC)
 * Michealangelo uses IONAS for Jonah. We should use this link:

title: Talk:Ionas


text: User talk:172.143.50.95

title: User talk:172.143.50.95


text:
Talk:Allston

Anal Cunt reference...
it is true: http://www.darklyrics.com/lyrics/analcunt/40morereasonstohateus.html#5 69.42.5.52 00:24, 23 Apr 2005 (UTC)

 * Nobody said it wasn't true. It was removed for two reasons:
 * It's non-notable. This isn't an interesting, important, or distinctive fact about Allston; I'm sure half of all the towns and town-like entities in America have little-known or out-of-mainstream bands that come from them and mention the town in their songs.
 * It's jarring. If somebody's great-aunt Mildred is looking up information about Allston in Wikipedia, she's not expecting to have the words "Anal Cunt" popping up in front of her face. I believe Wikipedia should respect the sensibilities of the casual user to the extent reasonable; and it is reasonable in this case for reason #1 above. It is, in a word, inappropriate.
 * AJD 19:01, 26 Apr 2005 (UTC)

 * I think it is very pertinent to the article, considering:
 * It's a stub, so any information regarding the city is useful.
 * The article already talks about "The prevalence of musicians and music venues" as giving rise to "the popular nicknames "Allston Rock City" and "Rock and Roll Allston."
 * as a compromise, I propose we write: "In fact, Seth Putnam of the rock band A.C. often refers to Allston in his songs."
 * 69.42.5.52 02:14, 29 Apr 2005 (UTC)

 * Well, I think that's better, anyway. I'd like to see if anyone else has anything to add, though, if anyone else is watching this talk page. AJD 06:37, 29 Apr 2005 (UTC)

 * I think that the issue here is that the sentence about Seth Putnam and Anal Cunt seemed to be more about promoting the artist than providing facts about Allston. If you said that various musical groups with links to the area have referred to Allston in their work, you might expand to include a short list of examples (Big D and the Kids Table, Toxic Narcotic, and A.C.).  I would still question whether or not that is a useful piece of information to someone who wants to learn more about Allston, especially given AJD's point that most major cities and their neighborhoods are referred to in lyrics or song titles, and there is nothing unique to Allston about it.
 * EricJay 06:13, 7 Jun 2005 (UTC)

 * I have been a part of the punk scene in the Boston since the 80s and have been to a lot of shows and have never even heard of this band - I think they are non-relevent in a discussion about Allston. I believe they would be better suited in an article that speaks directly to bands that have come from Allston or just bands from Boston in general and we can point to that article from here. If we listed all bands that hail from Allston we would have an absurdly long list. If the act were known outside of Alston and had name recognition I think we might consider adding them but only using an acronym such as A.C. But then it might not be as fun for someone to place here for shock value. I say remove it! I decided for the moment to change to A.C.Markco1

Move?
What was that for? AJD 18:39, 13 Jun 2005 (UTC)

 * Listing the Boston neighborhood of Allston as "Allston, Massachusetts" implies that it is independent and not a part of the City of Boston. It is not a direct subdivision of the Commonwealth of Massachusetts like Brookline or Cambridge, but rather a direct subdivision of the City of Boston. Thus it should be listed as such: "Allston, Boston, Massachusetts". This is the format used elsewhere in Wikipedia for neighborhoods - for example, see the dozens that comprise the City of Los Angeles (see Category:Los Angeles neighborhoods). The move is for clarity and consistency. — Preceding unsigned comment added by Gellersen (talk • contribs) 17:54, 16 June 2005 (UTC)

 * There are dozens upon dozens of Massachusetts village and neighborhood articles that are listed in the same format as "Allston, Massachusetts". See Teaticket, Massachusetts, Bondsville, Massachusetts, Vineyard Haven, Massachusetts, Fiskdale, Massachusetts, Hyannis, Massachusetts, and more. Every one of them is a subdivision of some other city or town, and every one of them has a two-part article title. Furthermore, mail sent to addresses in Allston is addressed to "Allston MA 02134", not "Boston MA 02134" - it's not as if "Allston, Massachusetts" weren't something people actually say. AJD 19:47, 16 Jun 2005 (UTC)

 * Just because a confusing practice is done elsewhere doesn't justify it here. The United States Postal Service does not have the last word on political and civic matters - it is only charged with delivering the mail. A search at the USPS ZIP Code Lookup Site (http://zip4.usps.com/zip4/welcome.jsp) reveals that both "Boston" and "Allston" are acceptable for use with the ZIP code 02134. When I lived in the Allston neighborhood, I gave out my address as "Boston MA 02134" - (which was postally as well as technically correct, because I was living in the City of Boston!) - and never had any problems with my mail delivery.
 * People say many things, but verbal shorthand and slang terms don't really belong in the title of an encyclopedic article. If anything, a reference to them should be in the body of the article. For example, one could add "Though annexed to Boston in the 19th Century, there is a common misperception that Allston is separate city. This is perpetuated by the Postal Service's use of "Allston" as an acceptable place name, although the more correct "Boston" is interchangeable with it in addresses with the ZIP code 02134." Gellersen 18:42, 20 Jun 2005 (UTC)

 * The post office delivers to Allston addresses partly because some street names overlap with street names elsewhere in Boston (such as Essex Street, near the BU Bridge, and Essex Street in Chinatown). MMZach 19:16, 14 April 2006 (UTC)

 * Just checked the USPS website - there's no "Essex" in 02134. But even if there were, it would be hard to confuse 02134 with 02111 or 02129. I think it has more to do with "tradition", resisting change, and an overdeveloped sense of pride than with the possibility of confusing two homes or businesses in different parts of the city that happen to have the same street address. Denvoran 19:29, 14 April 2006 (UTC)

 * FYI, I believe Essex Street is in 02215 (adjacent to 02134). For what it's worth, my mail comes addressed to "Allston," although I've gotten mail addressed to "Boston," or even "Brighton" and had it delivered successfully. --Ersatzbot 19:18, 7 August 2006 (UTC)

There is no such thing as a borough of Boston. Allston is a neighborhood of Boston, putting the word borough next to that is misleading and wrong. — Preceding unsigned comment added by Wikialroesch (talk • contribs) 23:20, 3 April 2007 (UTC)

 * So, wait, does this imply that you think Teaticket, Massachusetts should be moved to Teaticket, Falmouth, Massachusetts, Hyannis, Massachusetts to Hyannis, Barnstable, Massachusetts, and so on? The difference between Hyannis and Allston for these purposes is that, for some reason, Hyannis is recognized by the Census Bureau and Allston isn't. Surely the Census Bureau's arbitrary decisions are no more binding on us than the Postal Service's? AJD 14:05, 9 August 2007 (UTC)

BC
In Colleges and Universities it was stated that Boston College is in Brighton, in fact it is in Newton. I also added the fact that Harvard now owns large portions of lower Allston.

 * BC, in fact, straddles the border between Newton and Brighton.18.173.1.42 17:35, 8 December 2005 (UTC)

However, the section of Brighton which contains BC is certainly not the Allston neighborhood. —The preceding unsigned comment was added by 24.61.189.131 (talk • contribs).

"Rock and Roll Allston"?
I lived in Allston for a long time and still live nearby. I've never heard "Rock and Roll Allston" anywhere but in this article. A Google search only shows the phrase occurring in this article. I move that it be deleted unless someone can offer something more.18.173.1.42 17:40, 8 December 2005 (UTC)
 * Actually, the name 'Allston Rock City' is quite well known of the area's denizens, and can even be seen on t-shirts from the popular local bar, The Common Ground. The name is derived from the fact that Allston is home to many musicians, music-obsessives, and music clubs.
 * Agreed. But "Rock 'n' Roll Allston"? Not so much.146.115.127.135 02:53, 3 April 2006 (UTC)

Disputed
The claim that "Packard's Corner" is named after a car dealership conflicts with the article on Packard's Corner, which says it was named after a stable and riding school. -- Beland 12:40, 21 February 2006 (UTC)

Fixed (as done at the Packard's Corner article. 65.96.228.134 06:38, 10 May 2006 (UTC)

Population
The person or people who keep changing the page to claim that the population are virtually all students are ignoring the fact that about half the population (as correctly cited in the page's statistics section) are adults, not students. These older residents are mostly immigrants, many of them people of color, and bohemians. They are less visible than the students (except in the summer, when many of the students leave) because the adults don't hang out on the street as much. The frequent claims that the population is "all students" or words to that effect is obnoxious, and possibly even racist(since most of the students are white and many of the immigrants are not).

Also, I can assure you that most of the adult residents do not regard the neighborhood as "Rock City Allston." We regard the rock bars and the students as noisy pests; we are just trying to live our lives in peace in one of Boston's most ethnically diverse working-class neighborhoods.

As much as you have to acknowledge the adult population, it is unfair to dismiss the students as noisy pests. Students give the neighborhood a lively feel and are just as much a part of the neighborhood as you are. In addition, not all of them are obnoxious college students.

Page needs a map
A map showing showing the area with borders and surrounding communities would help a lot. I've driven through and to A-B hundreds of times and I'm still confused. 01:37, 14 August 2007 (UTC)

Regarding map request
From the Wikipedia template page:

"The following tags should be added to articles that need a cleanup. Unless otherwise noted, they should be placed at the top of the article"

MarkinBoston 18:14, 18 August 2007 (UTC)

Geography quibbles
1. There is a very clear boundary between Allston and Brighton. It's called a ZIP code. Like the border between almost any two adjacent cities you can name, it isn't visible. But it exists.

2. The neighborhood of Allston is not cut off from the main body of Boston by the Charles River. The river separates Allston from Cambridge.

Joey Harrison, January 21, 2008

Notable residents
I removed Seth Putnam's name (of Anal Cunt) from this section because he is definitely not an "Allston native". He is from Newton.

Move? (2)

 * The following discussion is an archived discussion of a requested move. Please do not modify it. Subsequent comments should be made in a new section on the talk page. No further edits should be made to this section.

The result of the move request was: Move. Jafeluv (talk) 07:57, 30 September 2010 (UTC)

Allston, Massachusetts → Allston — Disambiguation isn't needed; it's the only place named Allston. See SoHo, West Roxbury, Flatiron District  ~DC  We Can Work It Out 15:56, 23 September 2010 (UTC)
 * Disambiguator needed to distinguish from Alston? Anthony Appleyard (talk) 09:36, 24 September 2010 (UTC)
 * Support no need to disambiguate Alston (one L) from Allston (two Ls)Markco1 (talk) 17:49, 24 September 2010 (UTC)
 * Support per WP:PRECISION, no need to disambiguate if there are no other uses of "Allston". PC78 (talk) 12:17, 25 September 2010 (UTC)
 * The above discussion is preserved as an archive of a requested move. Please do not modify it. Subsequent comments should be made in a new section on this talk page. No further edits should be made to this section.

Residents and mapmakers refer to the eastern part of the former town of Brighton as "Allston."
"Residents and mapmakers refer to the eastern part of the former town of Brighton as "Allston." Allston is different from Brighton, and this is a well established fact, not "referred to as". it has it's own ZIP code and USPS post office. — Preceding unsigned comment added by 50.133.229.244 (talk) 03:20, 28 August 2014 (UTC)

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Wooden Triple-Deckers on Brighton Ave?
Is there some portion of Brighton Ave. in Allston I'm not aware of with wooden triple-deckers? Maybe the person who wrote this was thinking of N. Beacon St. or Cambridge St.? I just confirmed on Google Maps that there isn't a single wooden triple-decker on any part of what I saw labeled "Brighton Ave." Andythechef (talk) 16:01, 1 May 2019 (UTC)

Proposed rewrite of the housing stock sentence. Does anybody have any sources for this?

Housing stock largely consists of brick apartment buildings in the Southern and Eastern sections near Commonwealth_Avenue_(Boston), wooden triple-deckers, especially in Western sections closer to Brighton,_Boston, and Victorian homes in the Northern section, also known as Lower Allston.Andythechef (talk) 15:51, 2 May 2019 (UTC)

title: Talk:Allston


text:
LeMat Revolver

The LeMat revolver was a .42 or .36 caliber cap & ball black powder revolver invented by Jean Alexandre LeMat of France, which featured an unusual secondary 16 to 20 gauge smooth-bore barrel capable of firing buckshot. It saw service with the armed forces of the Confederate States of America during the American Civil War of 1861–1865 and the Army of the Government of National Defense during the Franco-Prussian War.

History and design
This unique sidearm was also known as the "Grape Shot Revolver." It was developed in New Orleans in 1856 by Jean Alexandre Le Mat, whose manufacturing effort was backed by P. G. T. Beauregard, who became a general in the Confederate States Army. Some were made by John Krider of Philadelphia, Pennsylvania, in 1859, including the first 250 prototypes. It is estimated that 2,900 were produced in Liège, Belgium, and Paris, France. The European-made pistols were shipped through Birmingham, England, where they were proofmarked.

Approximately 900 revolvers were shipped to the Confederate States Army and 600 to the Confederate States Navy through Bermuda to avoid the Southern Naval Blockade.

The distinguishing characteristic of LeMat's revolver is that its 9-shot cylinder revolves around a separate central barrel of larger caliber than the chambers in the cylinder proper. The central barrel is smoothbore and can function as a short-barreled shotgun (hence the name "Grape Shot Revolver"), with the shooter selecting whether to fire from the cylinder or the smoothbore barrel by flipping a lever on the end of the hammer. Flipping the lever up caused the movable striker to fall upon the primer set directly under the hammer, discharging the lower barrel while leaving it in the standard position would fire the chambers in the cylinder, much like any other revolver.

The 1st Model LeMats manufactured in Paris were originally chambered for .42 caliber balls or bullets in the cylinder and had a .63 caliber (18 gauge) smoothbore barrel and had a jointed ramrod (mounted on the right-hand side of the frame), which was used to load both barrels. Later, during the American Civil War, a lighter .35-caliber pistol with a .55-caliber (28-gauge) smooth bore barrel was produced. Still, as these were non-standard ammunition sizes (.36 or .44 caliber were most common for contemporary revolvers), LeMat owners had to cast bullets (instead of being issued from general military stores). The final models of the LeMat were produced in .36 or .44 caliber in response to these criticisms, but too few of them managed to get past the Union blockade of the South during the Civil War to be of any actual use.

Civil War use
LeMat hoped to market his adaptable revolver as a primary sidearm for dragoons and other mounted troops. He entered into a partnership with P. G. T. Beauregard (at that time a major in the U.S. Army) in April 1859 to market his handgun to the U.S. Army. Beauregard, besides being LeMat's cousin, was one of the first U.S. Army officers to resign and join the Confederacy. When war broke out, LeMat received Confederate contracts to produce 5,000 revolvers, and plans were laid to manufacture the gun abroad and then import them into the Confederacy, which lacked the necessary facilities to produce the weapon locally. Confederate gun runners were able to slip shipments of the gun through the U.S. Navy blockade, and it is estimated that about 2,500 made it into Confederate service.

In addition to General Beauregard and Colonel LeMat, LeMat's revolver was used by such famous Confederate officers as Major Generals Braxton Bragg, Stonewall Jackson, J. E. B. Stuart, Richard H. Anderson, and Captain Henry Wirz. Confederate Major General J. E. B. Stuart "was known to favor the LeMat revolver". General Beauregard's personal engraved LeMat, which he carried throughout the war, is preserved at the Museum of the Confederacy in Richmond, Virginia.

The LeMat revolver was manufactured from 1856 to 1865, with approximately 2,900 being produced. The first models were manufactured by John Krider of Philadelphia, with the second model (the first overseas model) being produced by Charles Frederic Girard and Son of Paris. Quality concerns prompted LeMat to consider production at the Birmingham Small Arms Company in Birmingham, England, but production was never mounted there. LeMat revolvers from France were shipped to the Confederate States forces via the United Kingdom, and all firearms that landed in the UK were (and still are) required to be proofed. The LeMats that found their way through the U.S. Navy blockade were stamped with British proof marks from the Birmingham Proof House, leading to the misapprehension that the pistols were manufactured in the UK. A handful are known to have been made illegitimately in the UK by an unknown manufacturer, believed to be the London Armoury Company, but only two examples survive to the present day, and it is doubtful any of the English-made LeMats ever saw service during the U.S. Civil War.

The original revolver, constructed of blued steel with grips of checkered walnut, was not considered to be a very accurate weapon, although it was deadly at close range. Civil War cavalrymen, particularly in the South, preferred to carry several pistols, as it was faster to draw another loaded weapon than to try to reload a cap and ball revolver in combat.

After the introduction of cartridge-firing firearms, the LeMat system appeared in pinfire, but this version is exceedingly rare. A centerfire version in 12 mm Perrin or 11 mm Chamelot-Delvigne, with a 24 gauge shot barrel, was made in later years in Belgium. While having better sales than its pinfire relative, the centerfire LeMat also had no real commercial success due to the invention of the double-action system. With both weapons, loading was accomplished via a loading gate at the 4 o'clock position for the cylinder and by swinging the breech of the shot barrel up and left.

Variants

 * Black Powder Caplock – The first variant of the LeMat.
 * Pinfire Cartridge – Second variant, can be recognised by cylinder.
 * Centerfire Cartridge – The centerfire variant came with a distinctive grip.
 * Carbine – A rare variant with extended barrels and a rifle-type stock totaling 20" in length.
 * Baby LeMat – The rarest variant of the LeMat is a reduced size version with a 4 3/4" barrel, the revolver chambered in .32 caliber, and the shotgun chambered in .41 bore. Only 100 were produced.

Modern reproductions
The Pietta company of Brescia, Italy, has manufactured modern reproductions of the LeMat revolver since 1985. United States distributors include Navy Arms Company, Dixie Gunworks, and Cabela's. Canadian distributors include Marstar Canada, among others.

title: LeMat Revolver


text:
User talk:Bunnies

Please stop adding nonsense to Wikipedia. It is considered vandalism. If you were just trying to experiment, then use the sandbox instead. Thank you. Academic Challenger 00:25, 23 Apr 2005 (UTC)

title: User talk:Bunnies


text:
Wikipedia:Peer review/Technetium/archive1

Technetium
Not exactly the most important element there is, nor is there much to say about it. But I think my recent expansion has moved it significantly toward FA quality. So, what else needs to be done to get it there? --mav 00:25, 23 Apr 2005 (UTC)

 * Note to reviewers: look at the recent discussion on the talk page. Jan van Male 15:39, 23 Apr 2005 (UTC)

 * Looks like most everything has been fixed now. --mav 02:03, 27 Apr 2005 (UTC)

 * It looks pretty good to me. There's a minor formatting problem down toward the end of the references section, but otherwise it's an interesting article. At least to me. — RJH 17:49, 23 Apr 2005 (UTC)

 * Looks really good, so the biggest issue I see is the lack of context for some more technical terms. Anything that would require following the wikilink for someone who has had high school chemistry should be explained at least somewhat in context. To me, that means the intro is almost fine, though of anything in the article, that should be even easier to understand. Examples include oxidizing, pertechnetate, paramagnetic, magnetic penetration depth, monoclonal antibody, meta states, etc. Another is that it is noted twice that "Its chemical properties are intermediate between rhenium and manganese", and we never exactly find out how that is, or what properties that refers too. All of the chemical properties listed? What about them is in between? Overall it is great, I learned a lot that never got covered in science classes, and every question I could think of going in was answered. - Taxman 15:54, Apr 25, 2005 (UTC)

 * Good points! I'll take a stab at fixing them, but only for the most important items as they relate to the subject since adding too much peripheral context will upset the flow. But I agree that the current balance is skewed a bit much toward those people with college level chemistry experience. --mav 17:12, 25 Apr 2005 (UTC)

 * I went through to quickly explain many of the items you mentioned, but most were already explained in context. I tried my best to explain other items, but many of the concepts can't be explained in-line without including an entire paragraph (which as I said would upset the flow). Also, things like 'magnetic penetration depth' are self-explanatory on the most basic level (the depth a magnetic field can penetrate into a substance). I was not able to fix the properties issue since my sources do not compare and contrast ; they just explain technetium's properties. Such a comparison would be boring anyway since most properties really are going to be somewhere inbetween rhenium and manganese (would be mind-numbing to keep saying pretty much the same thing over and over again).  --mav 01:52, 27 Apr 2005 (UTC)