text:
Complex fluid

Complex fluids are mixtures that have a coexistence between two phases: solid–liquid (suspensions or solutions of macromolecules such as polymers), solid–gas (granular), liquid–gas (foams) or liquid–liquid (emulsions). They exhibit unusual mechanical responses to applied stress or  strain due to the geometrical constraints that the phase coexistence imposes. The mechanical response includes transitions between solid-like and fluid-like behavior as well as fluctuations. Their mechanical properties can be attributed to characteristics such as high disorder, caging, and clustering on multiple length scales.

Example
Shaving cream is an example of a complex fluid. Without stress, the foam appears to be a solid: it does not flow and can support (very) light loads. However, when adequate stress is applied, shaving cream flows easily like a fluid. On the level of individual bubbles, the flow is due to rearrangements of small collections of bubbles. On this scale, the flow is not smooth, but instead consists of fluctuations due to rearrangements of the bubbles and releases of stress. These fluctuations are similar to the fluctuations that are studied in earthquakes.

Dynamics
The dynamics of the particles in complex fluids are an area of current research. Energy lost due to friction may be a nonlinear function of the velocity and normal forces. The topological inhibition to flow by the crowding of constituent particles is a key element in these systems. Under certain conditions, including high densities and low temperatures, when externally driven to induce flow, complex fluids are characterized by irregular intervals of solid-like behavior followed by stress relaxations due to particle rearrangements. The dynamics of these systems are highly nonlinear in nature. The increase in stress by an infinitesimal amount or a small displacement of a single particle can result in the difference between an arrested state and fluid-like behavior.

Although many materials found in nature can fit into the class of complex fluids, very little is well understood about them. Inconsistent and controversial conclusions concerning their material properties still persist. The careful study of these systems may lead to "new physics" and new states of matter. For example, it has been suggested that these systems can jam and a "jamming phase diagram" can be used to consider how these systems can jam and unjam. It is not known whether further research will demonstrate these findings, or whether such a theoretical framework will prove useful. As yet this large body of theoretical work has been poorly supported with experiments.

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

title: Complex fluid


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Talk:Iowa–Minnesota football rivalry

For a deletion debate on this article, see Votes for deletion/Floyd of Rosedale.

Explanation for how the site is chosen?
I don't know the answer to this, but it is clear from the list of results that the site doesn't simply alternate between Iowa and Minnesota. Does anyone know how they decide where the game will be played each year? Is the decision made solely by the NCAA or is there some other factor at play here? — Preceding unsigned comment added by 128.101.189.185 (talk) 15:14, 8 October 2018 (UTC)

Possible Copyright Violation
This article is probably in violation of Wikipedia's copyright policy.Gopherbone 23:23, 18 January 2007 (UTC)

Image copyright problem with Image:Iowa Hawkeyes Logo.svg
The image Image:Iowa Hawkeyes Logo.svg is used in this article under a claim of fair use, but it does not have an adequate explanation for why it meets the requirements for such images when used here. In particular, for each page the image is used on, it must have an explanation linking to that page which explains why it needs to be used on that page. Please check

 * That there is a non-free use rationale on the image's description page for the use in this article.
 * That this article is linked to from the image description page.

This is an automated notice by FairuseBot. For assistance on the image use policy, see Media copyright questions. --03:46, 16 September 2008 (UTC)

title: Talk:Iowa–Minnesota football rivalry


text: User talk:210.50.112.144

title: User talk:210.50.112.144


text:
Wikipedia:Requests for adminship/Zzyzx11

 * ''The following discussion is preserved as an archive of a request for adminship that did not succeed. Please do not modify it.

Zzyzx11
final (15/8/2) ended 08:54 3 May 2005 (UTC)

I was actually going to self-nominate myself for admin in a month from now, but I decided to do it today for the following reasons:
 * I am frequently doing RC and new pages patrol, tagging articles for speedy, cleanup, copyvio, etc. I have also been welcoming newcomers as I see them (it seems to be so many that I stopped counting). Even MacGyverMagic thanked me once for tagging a bunch of articles for speedy. (Although I felt sort of bad that I dumped all that work on him and couldn't help actually deleting them...).
 * I am frequently posting articles on VFD, especially putting (literally dumping) those that have had, , and tags on for more than a couple of weeks. (But since I don't have the ability to delete yet, I sort of feel guilty piling all of this on the ever increasing VFD load for the other admins to clean up...)
 * Speaking of doing RC patrol, I sort of feel helpless watching vandals strike and not having the ability to block them. A few hours before I wrote this RFA, a sock of long term vandal User:Wikipedia is Communism attacked, and the only thing I felt I could really do to stop him was to report on WP:VIP.
 * I have over 4000 edits (in case you are interested in that sort of thing).
 * I also have a habit of reminding other users of Wikipedia policies and guidelines (Of course, it is a little awkward reminding other admins about them.   )
 * Above all else, I am putting this RFA up now so you guys can tell me what my weaknesses are now, should I not get promoted after this voting period ends (and yes, I do know that I currently fail jguk's single admin criterion).

Therefore, what should happen: do you think I should be promoted to admin now or wait next month to try again?

Thanks. Zzyzx11 | Talk 08:54, 26 Apr 2005 (UTC)

Support
 * 1) Support -The above and your talk pages are convincing. Hope you don't abuse admin powers.--Jondel 09:32, 26 Apr 2005 (UTC)
 * I hope so too. I wouldn't want more critics to come out of the woodwork. Zzyzx11 | Talk 09:44, 26 Apr 2005 (UTC)
 * 1) Support, with pleasure.  Grutness|hello? [[Image:Grutness.jpg|25px|]] 10:34, 26 Apr 2005 (UTC)
 * 2) Support. But for the record let me state my disagreement for self-nomination. That aside, I see nothing but good things coming from Zzyzx11. — oo64eva (AJ) (U @  13:04, Apr 26, 2005 (UTC)
 * To clarify what I meant: I do not feel that contributors should be able to self-nominate. I did not mean it in any personal way towards Zzyzx11 in specific, I meant it as a general case. My reasoning is simply that if nobody has nominated a contributor, then in my opinion they haven't done enough to be recognized by the community. That's all. — oo64eva (AJ) (U @  18:46, Apr 26, 2005 (UTC)
 * 1) Support - lot of admin work and that's what matters now most. The  tags were on really bad pages. (I can be convinced otherwise seeing such tag on fully developed and reasonable page.) Preview button should be tried from time to time, there's nothing wrong with it. Bit longer time on Wikipedia would be better for self-nominee. (I see 2005/February/02, did you use anonymous IP before?) Pavel Vozenilek 23:50, 26 Apr 2005 (UTC)
 * 2) Support I thought he was already an admin. I've seen him a lot doing helpful things.Howabout1 00:30, 27 Apr 2005 (UTC)
 * 3) I thought you were one! -- M e r o v i n g i a n  (t) (c) 00:31, Apr 27, 2005 (UTC)
 * 4) Support. Zzyzx has taken it upon himself to do the dirty, seamy work of reverting vandals, warning them of their behavior and voting on VfD on a regular basis.  He has more than earned the right to revert the tide of booshwah in a direct fashion. - Lucky 6.9 04:50, 27 Apr 2005 (UTC)
 * 5) Support. utcursch | talk 05:04, Apr 27, 2005 (UTC)
 * 6) I've been impressed with Zzyzx's work, as an editor and as a janitor.Carbonite | Talk 02:18, 28 Apr 2005 (UTC)
 * 7) Support. --khaosworks 03:22, 28 Apr 2005 (UTC)
 * 8) Support. A good janitor. jni 07:30, 28 Apr 2005 (UTC)
 * 9) Support. ugen 64 22:08, 28 Apr 2005 (UTC)
 * 10) Support. Although I am concerned with Zzyzx11's sometimes over-zealousness in regards to deletions, I think that Zzyzx11 would make a useful admin. I hope that Zzyzx11 takes seriously the reasons people oppose this nomination, and I hope that Zzyzx11 can change his/her behavior accordingly. Kingturtle 17:42, 30 Apr 2005 (UTC)
 * 11) Support. Good janitorial work, and although I usually oppose deletionism, Zzyzx11 is level headed and sensible in discussions. Sjakkalle 09:42, 2 May 2005 (UTC)
 * 12) Support. I thought Zzyzx11 was already an admin, to be honest.  Good janitor, has helped to rescue a number of pages that were borderline on VfD.  Kelly Martin 19:20, May 3, 2005 (UTC)

Oppose
 * 1) I note Tony's concerns. They worry me enough to oppose this user. I don't think it's a good idea to give the ability to delete to an editor who is so keen to rid the encyclopaedia of protista. I very much oppose the notion of "notability" as something we should subjectively decide, particularly when it is doubtless true for each of us that our ignorance far exceeds our knowledge (a reason we do this together and don't each write our own ;-)).Grace Note 03:33, 27 Apr 2005 (UTC)
 * 2) Needs more time. NoPuzzleStranger 23:33, 27 Apr 2005 (UTC)
 * 3) I may support on a later occasion, but I'd feel worried about having admins who make a habit of popping a and whatnot on articles about world famous viola players, great entomologists and the like, and then list them for deletion if nobody complies within a couple of weeks.  Putting  tags on an article about a whole phylum of protista also betrays a basic ignorance that worries me.  This user should acquire and demonstrate more discrimination and a greater willingness to do basic research for himself, rather than sticking "not known at this address" labels on everything he doesn't happen to recognise in this, our vast Library of Babel. --Tony Sidaway|Talk 13:36, 26 Apr 2005 (UTC).
 * Later I've now seen a bit more of what this user is doing on VfD. Some quite reasonable article stubs are being lost through inattention, lack of basic research, sheer ignorance and generally appallingly bad janitor work, and this editor is not the only person to blame (I should have been doing my share there but neglected it for a long while).  We're supposed to wield a mop and bucket, not a hand grenade. Switch to oppose for this application, looking to see him improve with experience. --Tony Sidaway|Talk 02:25, 28 Apr 2005 (UTC)
 * 1) PedanticallySpeaking
 * 2) Oppose — Maybe next time.--Chammy Koala 19:10, 28 Apr 2005 (UTC)
 * 3) Oppose. I have the same worries about his attitudes to deletion as those above. As with other voters, I might well vote 'support' in a month or so if there's improvement on this. Mel Etitis  ( Μελ Ετητης ) 17:35, 29 Apr 2005 (UTC)
 * 4) Andre ( talk ) 18:29, Apr 30, 2005 (UTC)
 * 5) Slac speak up!  13:04, 1 May 2005 (UTC)

Neutral
 * 1) Mgm|(talk) 12:59, Apr 29, 2005 (UTC). Neutral. I'll give him some more time to show himself reforming on VFD. Will support if he keeps that up for a month.
 * 2) I am moving my vote to neutral after carefully considering Tony Sidaway's point about this. Please come back in a one month or so and I'll support. This is really not personal. JuntungWu 14:27, 29 Apr 2005 (UTC)

Comments Thanks for the feedback. Zzyzx11 | Talk 18:58, 28 Apr 2005 (UTC)
 * Based on Tony Sidaway and Grace Note opposition above, I will immediately start to do more research before I tag articles as VFD, etc. And I will try to improve those that are already on VFD like I did for the following:
 * Braingle
 * CreateBlog
 * On Photography
 * Pearson distribution

 * Even MacGyverMagic thanked me once for tagging a bunch of articles for speedy. I don't see how me thanking you is special. You were just doing a good job. A lot of others would've done the same. Mgm|(talk) 12:59, Apr 29, 2005 (UTC)
 * OK, I guess its not significant after all. Zzyzx11 | Talk 15:02, 29 Apr 2005 (UTC)

 * Definitely a good editor, but he's still on the learning curve. I think he probably has the makings of a good administrator but I'd like the opportunity to watch him learn from his mistakes.  His reaction to my comments are very encouraging but I'd still like to see how he progresses. If he doesn't make it this time, I look forward to supporting a nomination (perhaps even nominating, if someone doesn't beat me to it!) in late May. --Tony Sidaway|Talk 13:31, 29 Apr 2005 (UTC)

 * Zzyzx11 currently has 4398 total edits: 2247/67 to articles/talk, 1234/6 to Wikipedia/talk, 176/499 to User/talk, 111/2 to Image/talk, 31/6 to Template/talk, and 18/1 to Category/talk. —Korath (Talk) 10:41, Apr 26, 2005 (UTC)

Questions for the candidate

A few generic questions to provide guidance for voters:
 * 1. What sysop chores, if any, would you anticipate helping with? (Please read the page about administrators and the administrators' reading list.)
 * A. Since you have read my statements above, you can probably guess that I would like to help out clearing out articles on VFD and those tagged as speedy. I would like to also work on the ever increasing load on CFD, TFD, and those on copyvio. And, I would like to also battle the increasing number of vandals with the Block tool, and quickly repair their damage with the Rollback tool.
 * 2. Of your articles or contributions to Wikipedia, are there any about which you are particularly pleased, and why?
 * A. I sort of feel like the unofficial caretaker of the articles pertaining to the National Football League. I have contributed to many of those articles, I am the main contributor to the articles in Category:National Football League playoffs, and I created Template:Infobox SuperBowl and Template:NFL team. (Carbonite even told me he was impressed by my work there.)
 * 3. Have you been in any conflicts over editing in the past or do you feel other users have caused you stress? How have you dealt with it and will deal with it in the future?
 * A. I do not get stressed out very easily, nor have I been in any conflicts over editing, mostly because I avoid working on controversial topics. I know that I was a little vocal in my opposition to Biekko's RFA, but since I was in the minority, it really didn't bother me. The only time I really ever got sort of stressed was interacting with SamuraiClinton/SuperDude115 and his actions that led to him being put on RFC. But once his true story was revealed, I didn't have the stress anymore. But the main thing that I always remind myself is that people have different opinions and you cannot please everybody. Therefore, I let go of the stress and primarily rely on either Wikipedia's policies or the community's consensus.
 * The above adminship discussion is preserved as an archive of the discussion. Please do not modify it. Subsequent comments should be made on the appropriate discussion page (such as the talk page of either this nomination or the nominated user). No further edits should be made to this page.


text:
Talk:Age of Empires III

GAR request
This article has been tagged with GAR request. Looking through it, it does need a bit of work to meet our standards. . AIRcorn (talk) 22:17, 24 March 2018 (UTC)

Merger proposal
I propose to merge Age of Empires III: Definitive Edition into this article. Per the consesnsus here and here, remasters generally shouldn't have its own article unless the changes are very significant (which is not the case here). OceanHok (talk) 12:17, 9 December 2020 (UTC)
 * Oppose "Rebuilt assets" and "new multiplayer" seem like pretty major changes. Something on par with Dark Souls: Remastered is probably what I would call "not deserving of its own article" as the tweaks are largely extremely minor, with the game itself hardly being different than an outright port. That doesn't seem to be the case here.ZXCVBNM (TALK) 12:34, 9 December 2020 (UTC)
 * Support Unless there is significant coverage of those changes in gameplay and development to actually require more space for that, a separate article seems wholly unwarranted. Just having such new features is not a measure for a stand-alone, it is how much they have been covered by reliable sources. --M asem (t) 13:25, 9 December 2020 (UTC)
 * They are though? In the review mentioned in the reception section, it stated the reviewer "praised the new graphics". I don't doubt there is plenty of coverage on the changes made to the game. See also WP:NEXIST.ZXCVBNM (TALK) 15:48, 9 December 2020 (UTC)
 * I disagree "new graphics" alone justify a standalone article. Unless it is something fundamentally different, otherwise the parent article can handle all the information sufficiently. This falls a bit more on WP:CONTENTFORK given the parent article is rather short. OceanHok (talk) 18:41, 9 December 2020 (UTC)
 * Totally re-reviewed by major outlets with 46(!) reviews and has a heavy graphical revamp. By your logic, Demon's Souls remake shouldn't have an article either, since it kept the exact same gameplay and level design of the original, whilst redoing the graphics and music. Superficial aspects is absolutely a reason to have an article if critics think it makes a big difference (and looking at the reviews, they clearly do). Keeping the article seems harmless, and this feels like a mis=aimed crusade.ZXCVBNM (TALK) 20:32, 9 December 2020 (UTC)
 * So are The Last of Us Remastered (70!) and Dark Souls Remastered (53!). Keeping the article is harmless, but having it here has no point when it contains so little information (essentially making it an unnecessary content fork). It was also annoying to see that I have to click into at least three articles in order to get a full view of what Age of Empires III really is. Also note that all the Definitive Editions for Age of Empires are positioned as remasters, while stuff like Demon's Souls are positioned as a full remake. Per WP:NVG, this is what I called a "short or redundant" article. Unless someone is willing to expand this article significantly, otherwise I don't see the point keeping it here. OceanHok (talk) 03:48, 10 December 2020 (UTC)
 * The fact is the article could be expanded significantly and be a solid article. Per WP:NORUSH and WP:NEXIST that means there's no harm in it staying. WP:RUSHDELETE also applies to merging as well. This article was only created earlier this year. I can see people expanding it more in the future.ZXCVBNM (TALK) 05:11, 10 December 2020 (UTC)
 * We need the new features discussed in terms of a development section, which is something at least the Demon's Souls remaster has going for it. I don't know if that exists for this game but those should have been in this article first before splitting it out from the original game. Otherwise the content overlap so much with the original game outside the mention of the new features and reception to not necessitate a new article. --M asem (t) 15:33, 10 December 2020 (UTC)

 * Support WP:OVERLAP. The game is not a complete rebuilt like Mafia: Definitive Edition, Call of Duty: Modern Warfare Remastered or Serious Sam HD: The First Encounter. The coverage is not that significant. Also WP:OTHERSTUFFEXIST. Other article has not been challenged for the WP:GNG and WP:OVERLAP does not mean we should keep Age of Empires III: Definitive Edition as separate article. Matthew hk (talk) 06:18, 10 December 2020 (UTC)
 * Oppose the changes from original are signficant enough to warrant its own article (I mean this game was released 15 years after the original so this is not a Talk:The Last of Us Remastered situation either). The coverage garnered by this game also satifies WP:GNG and has 46 reviews on MC.  Spy-cicle💥   Talk? 17:15, 10 December 2020 (UTC)

 * Name is meaningless. Bioshock and BioShock Remastered are very very similar in graphic, the latter without significant coverage, bug also carry over. Just the remastered has Steam integration. As i said, you can't use because A article exist so that B article should exist logic. AOE III DE significant coverage is pale, or rather some part of them are actually coverage for the base gameplay of the original . Matthew hk (talk) 16:26, 12 December 2020 (UTC)
 * It is hard to see where you are getting at but fundamentally, the game has recieved SIGCOV and is significantly different enough to have a standalone article.  Spy-cicle💥   Talk? 08:35, 25 May 2021 (UTC)

 * Neutral comment the decisive thing for me would be whether there is a substantial development section of its own, with any kind of coverage about how this remake to be. Otherwise you could very easily just add the re-release and reception to the main article, as they're both very short. Shooterwalker (talk) 05:28, 14 December 2020 (UTC)
 * Support The games are essentially similar, regardless of marketing-speak. The addition of multiplayer enhancements is noteworthy, but not deserving of a separate article. (I'm considering, too, how much work is involved maintaining parity between two articles vs. maintaining a Remastered section in the main article, not to mention how much less confusing a single article would be to our readers. — UncleBubba ( T @ C ) 02:48, 5 January 2021 (UTC)
 * Oppose You'd have to rewrite substantial parts of the article. They've changed the names of the Ages, the way certain civilisations work was altered in fundamental ways, the games aren't compatible (i.e. if you have the original game, you cannot play a multiplayer game with someone who has the DE), none of the civilisations have non-cosmetic homecity levels any more (i.e. a fundamental change to how the game works), the multiplayer system has been completely overhauled and there are new game features. At best, you'd have to start a new section which goes "forget everything we've just told you, here's how the DE works" either at the end (as if it was a new article) or in every single section of the current one. Whirlsler (talk) 08:06, 9 March 2021 (UTC)
 * Oppose They are adding updates and downloadable content to the game, which shows that it's still changing and adding new features. Obi-WanKenobi-2005 (talk) 17:38, 11 April 2021 (UTC)
 * Listed this at WP:CR.  Spy-cicle💥   Talk? 08:38, 25 May 2021 (UTC)

title: Talk:Age of Empires III


text:
User:KASchmidt

I am the author of the 1846 satirical novel Liebesbriefe Ohne Liebe.

title: User:KASchmidt


text:
North Island Main Trunk

The North Island Main Trunk (NIMT) is the main railway line in the North Island of New Zealand, connecting the capital city Wellington with the country's largest city, Auckland. The line is 682 km long, built to the New Zealand rail gauge of and serves the large cities of Palmerston North and Hamilton.

Most of the NIMT is single track with frequent passing loops, but sections at each end also handling suburban commuter traffic are double tracked.

The section known as the North-South Junction between Wellington and Waikanae, except for 3.3 km of single-track through tunnels between North Junction (35.3 km from Wellington) and South Junction, (32 km from Wellington), on the Pukerua Bay to Paekākāriki section,
 * between Hamilton and Te Kauwhata (except for the single-track Waikato River Bridge at Ngāruawāhia), and
 * between Meremere and Auckland Waitematā.

Around 460 km (approximately 65%) of the line is electrified in three separate sections: one section at 1500 V DC between Wellington and Waikanae, and two sections at 25 kV AC: 412 km between Palmerston North and Te Rapa (Hamilton) and 34 km between Papakura and Auckland Waitematā.

The first section of what became the NIMT opened in 1873 in Auckland. Construction at the Wellington end began in 1885. The line was completed in 1908 and was fully operational by 1909. It is credited for having been an economic lifeline, and for having opened up the centre of the North Island to European settlement and investment. In the early days, a passenger journey between Wellington and Auckland could take more than 20 hours; today, it takes approximately 11 hours.

The NIMT has been described as an "engineering miracle", with numerous engineering feats such as viaducts, tunnels and a spiral built to overcome large elevation differences with grades suitable for steam engines, the ruling gradient being 1 in 50.

Construction
When the first sections of the NIMT were built, there was great uncertainty as to even the route in Waikato, with Cambridge, Kihikihi, Te Awamutu and Alexandra considered as possible destinations in Waikato. The central section was gradually extended to meet up in 1909, 23 years after the last of the northern and southern sections of NIMT had been opened.

Auckland to Te Awamutu
Auckland's first railway was the 13 km line between Point Britomart and Onehunga via Penrose, opened in 1873. It was built by Brogdens, as was the rest of the Auckland & Mercer Railway, for £166,000 for the 41 mi to Mercer. The section from Penrose to Onehunga is now called the Onehunga Branch. The line was later continued south from Penrose into the Waikato. To support the Invasion of the Waikato, a 3.5 mi tramway was built from Maungatāwhiri to Meremere in 1864, with a first sod event near Koheroa on Tuesday, 29 March 1864 by Auckland's Chief Superintendent of Roads & Bridges, W R Collett. Turning of the first sod of the Auckland and Drury Railway took place in 1865, a year after the last major battle. This line reached Mercer by 20 May 1875, with 29 km from Ngāruawāhia being constructed by the Volunteer Engineer Militia and opened on 13 August 1877. It was extended to Frankton by December 1877, and to Te Awamutu in 1880. An economic downturn stalled construction for the next five years, and Te Awamutu remained the railhead. There were also negotiations with local Māori, and the King Country was not accessible to Europeans until 1883.

Wellington to Marton
The Wellington-Longburn (near Palmerston North) section was constructed between 1881 and 1886 by the Wellington and Manawatu Railway Company (WMR). The company was acquired by the government and merged with the New Zealand Railways Department in 1908.

The Longburn to Marton section had been opened on 18 April 1878, as part of the line linking the ports of Foxton and Whanganui.

Central North Island
In 1882, the Whitaker Ministry passed the North Island Main Trunk Railway Loan Act, to expedite construction of the North Island Main Trunk south of Te Awamutu by authorising the overseas borrowing of a million pounds (probably in London) for the work. From Te Awamutu, it was proposed that the line be built via Taupo or via Taumarunui, the eventual route. Four options were considered before the Minister of Public Works decided on the present route in 1884, but, when it was realised just how difficult that route was, further surveys considered two other options in 1888.

Construction of the final central section began on 15 April 1885, when paramount chief Wahanui of Ngāti Maniapoto turned the first sod outside Te Awamutu. It was 23 years before the two lines met, as the central section was difficult to survey and construct. The crossing of the North Island Volcanic Plateau with deep ravines required nine viaducts and the world-famous Raurimu Spiral.

Richard Seddon’s Liberal Government pledged in 1903 that the whole route would be open in 1908. In 1904, the railheads were still 146 km apart, and contracts for three massive viaducts (Makatote, Hapuawhenua and Taonui) were not let until 1905. The government committed 2500 workmen, and in 1907, the Minister of Public Works William Hall-Jones instigated a night shift (under kerosene lamps). By the beginning of 1908, there was a 39 km gap between Erua and Ohakune, with a connecting horse-drawn coach service. From Ohakune south to Waiouru, the Public Works Department operated the train, as this section of 27 km had not yet been handed over to the Railways Department.

Opening
The gap was closed on 7 August 1908 for the first through passenger train, the 11-car Parliamentary Special carrying the Prime Minister Sir Joseph Ward and other parliamentarians north to see the American Great White Fleet at Auckland. But much of the new section was temporary, with some cuttings north of Taonui having vertical batters and unballasted track from Horopito to Makatote. Ward drove the last spike on 6 November 1908, and the 'Last Spike' monument is at Manganui-o-te-Ao -39.274°N, 175.3895°W, near Pokaka. A two-day NIMT service started on 9 November, with an overnight stop at Ohakune.

On 14 February 1909, the first NIMT express left Auckland for Wellington, an overnight trip scheduled to take 19 hours 15 minutes, with a sleeping car, day cars with reclining seats, and postal/parcels vans. The dining car went on the north express from Wellington to Ohakune, then transferred to the southbound express, so avoiding the heavy gradients of the central section.

Signals and track
The rails and signalling have been upgraded over the years, and many sections of the line have been deviated: The original 1870s Vogel Era track had rails of 40 lb/yd (19.9 kg/m), some were iron not steel; later rails were 53 lb/yd (26.3 kg/m); and from 1901 70 lb/yd (34.8 kg/m), e.g. between Taumarunui and Taihape for the heavy X class locomotives used on the central mountainous section from 1908. Some 10 bridges between Frankton and Taumarunui had to be strengthened, and in 1914 there was still 129 km (80 mi) of 53 lb/yd rail to be replaced. In the 1930s 85 lb/yd (42.2 kg/m) was adopted, then 91 lb/yd (45.1 kg/m), and from 1974 100 lb/yd (50 kg/m).

Signalling on the single-track sections (most of the line) was controlled by Tyer's Electric Train Tablet No 7 system; with each of the stations for the 94 tablet sections staffed by three tablet porters each working a 56-hour week for continuous coverage; hence each station required at least four houses for the stationmaster and three porters. Pierre noticed that with CTC station buildings and even platforms had been removed as there were no longer any staffed stations between Ohakune and National Park. The Train Control system introduced from 1928 to 1932 supplemented the tablet system by operators at the four sections (Auckland, Frankton, Te Kuiti, Ohakune, Marton and Wellington) to expedite operation of trains over several tablet sections; the 1925 Fay-Raven report urged its adoption because of the fitful progress of mixed trains, with locomotives often kept waiting. From 1938 to 1966 Centralised Traffic Control (CTC) gradually replaced the tablet system on the NIMT. In 1957 when the installation of CTC over the remaining 354 km commenced, it was estimated that using CTC over the 330 km Taumarunui to Otaki section with control centres at Ohakune (which shifted to Taumarunui in 1977), Taihape and Palmerston North would replace 74 men in traffic working duties. The last section converted was Piriaka-Owhango.

A 1926 article by "Backblocks" described conditions for staff at these stations where four workers lived in isolated areas, and their efforts to get special trains for transport to special events.

In 1913, the maximum speed limit on the NIMT was raised to 45 mph, reducing the journey time by 1 hour 25 minutes Auckland-Wellington or to 17 hours and between 30 and 45 minutes. Under Thomas Ronayne, the New Zealand Railways Department general manager from 1895 to 1913, the section south to Parnell was duplicated and improvements made to the worst gradients and tight curves between Auckland and Mercer. Under his successor E. H. Hiley the second Parnell Tunnel with two tracks and an easier gradient was completed in 1915–1916. On the Kakariki bank between Halcombe and Marton a deviation reduced the 1 in 53 grade to 1 in 70 in 1915. Similar work was done to ease the gradient to Greatford, on the other side of the Rangitīkei River, in 1939. A 1914 Act authorised spending on the Westfield Deviation, new stations at Auckland and Wellington, track doubling (Penrose-Papakura, Ohinewai-Huntly, Horotiu-Frankton, Newmarket-New Lynn), and grade easements from Penrose to Te Kuiti, but the war delayed most of these works for over a decade.

In 1927, automatic colour-light signalling was installed from Otahuhu to Mercer. In 1930 the signalling was extended 34 mi to Frankton and the 6 mi from there to Horotiu was doubled. The 3 mi north to Ngāruawāhia was doubled from 5 December 1937, followed by 9 mi Ngāruawāhia to Huntly on 4 December 1938 and Huntly to Ohinewai and Papakura to Paerata in December 1939. By then, wartime shortages delayed further double-tracking. Pokeno to Mercer was doubled from 11 November 1951, Pukekohe to Pokeno 21 November 1954, Mercer to Amokura 1 July 1956 and Ohinewai to Te Kauwhata 14 December 1958. The 13 km between Amokura and Te Kauwhata remain single track, as does Ngāruawāhia bridge. Doubling of the section south of Amokura is being investigated in a business case from July 2021.

Westfield deviation
In 1930, the Westfield deviation was opened, creating a new eastern route from Auckland to Westfield via Glen Innes and Hobsons Bay, running into the new Auckland railway station and providing better access to the Port of Auckland. The original section between Auckland and Westfield via Newmarket later ceased to be part of the NIMT: Auckland to Newmarket became the Auckland-Newmarket Line, and Newmarket to Westfield became part of the North Auckland Line (NAL) which runs between Whangarei and Westfield.

In the late 1930s, bridges replaced level crossings at Ohinewai, Taupiri and Hopuhopu.

Tawa flat deviation
The double track Tawa Flat deviation opened to goods trains on 22 July 1935 and to passenger trains on 19 June 1937, bypassing the original single track WMR line between Wellington and Tawa. With a pair of tunnels under the Wellington hills, the deviation alleviated issues with more and heavier freight traffic on the steep and twisting original route where long sections at 1 in 60 gradient required banker engines. The Wellington to Johnsonville section of the original line was retained as the Johnsonville Line and the Johnsonville to Tawa section closed.

The North-South Junction section from Plimmerton to South Junction, north of Pukerua Bay and Muri, and North Junction to Paekākāriki were duplicated in 1940. From 24 July 1940 electrification at 1500 V DC of the southern section of the NIMT from Wellington to Paekākāriki was completed. The Tawa Flat deviation has a long tunnel (Tawa No 2) not suitable for steam operation because of excessive smoke (although steam trains were temporarily operated in the new deviation from 1935). A Centralised Train Control (CTC) system was installed in 1940, so that new signal boxes were not required and five stations between Tawa and Pukerua Bay no longer had to be continually staffed for Tablet operation; see Kapiti Line and North–South Junction. Electrification eliminated the need to relieve the steep (1 in 57) gradients from Plimmerton to the Pukerua Bay summit by a deviation to the east and allowed more frequent suburban passenger trains (and allowed suburban electric multiple units to run on this section from September 1949).

The difficult section down the Paekakariki Escarpment from Pukerua Bay to Paekākāriki with five tunnels between South and North Junctions remains single track. Duplication from Tawa to Porirua opened on 15 December 1957, from Porirua to Paremata on 7 November 1960, and Paremata to Plimmerton on 16 October 1961. The section between Porirua and Plimmerton was straightened in conjunction with the duplication by reclaiming land along the eastern shore of Porirua Harbour.

In 1967, the floors of the tunnels on the former WMR section between Paekākāriki and Pukerua Bay were lowered to enable the DA class locomotives to travel all the way to Wellington.

Milson deviation
Between 1964 and 1966, a deviation away from the centre of Palmerston North via the Milson deviation on the edge of the city.

Mangaweka deviation
Between 1973 and 1981, the major Mangaweka deviation in the central section between Mangaweka and Utiku was built, with three viaducts, all over 70m tall, crossing the Rangitīkei and Kawhatau rivers. The viaducts were at the end of their economic lives. The deviation removed a number of tunnels, many of which were built in unstable country, and eliminated a number of steep gradients.

A combined road and rail deviation had bean considered with the Ministry of Works, but was too expensive. In 1966 the NZR General Manager Alan Gandell said that the deviation would eliminate five old and narrow tunnels, and that New Zealand topography precluded a fast run, but travel time would be cut from 13½ hours to between 11½ and 12 hours, the best possible without tremendous expense. But two modern express trains were being designed for the NIMT, and should be introduced in three to four years.

Hapuawhenua deviation
The central section from Te Rapa near Hamilton to Palmerston North was electrified between 1984 and 1988 as part of the Think Big government energy program. Some tunnels were opened out or bypassed by deviations while in others clearances were increased, and curves eased. The section between Ohakune and Horopito was realigned with three viaducts replaced to handle higher loads and speeds. The most notable bridge replaced was the curved metal viaduct at Hapuawhenua by a modern concrete structure, though the original has been restored as a tourist attraction.

Recent upgrades
In 1980 the 1880s Poro-O-Tarao Tunnel in the King Country was replaced by a tunnel with clearances which allowed for large hicube containers.

In 2009–10, the 1.5 km section of line between Wellington Junction and Distant Junction was rebuilt from double track to triple track, to ease peak-time congestion.

In February 2011, duplication between Paekākāriki and Waikanae was completed as part of the upgrade and expansion of the Wellington suburban network; see Kapiti Line for more information.

In 2012–13, four bridges near Rangiriri between Auckland and Hamilton were replaced. The bridges were all over 100 years old with steel spans and timber piers, and were replaced by modern low-maintenance concrete ballast deck bridges. Bridges 479, 480, 481 & 482 were replaced, with lengths of 40 m, 40 m, 30 m and 18 m respectively.

The construction of the Peka Peka to Otaki section of the Kāpiti Expressway required 1.3 km of the NIMT immediately north of Otaki station to be realigned. Construction began in 2017, and trains were switched onto the new alignment over the 2019 Easter long weekend (19–22 April).

In the Auckland area, a third main line between Wiri and Westfield (or Papakura) is under construction; this will allow freight (or other) trains to bypass stationary passenger trains.

Electrification
There are three independent sections of the NIMT which are electrified: Auckland's urban network and the central section (25 kV AC) from Palmerston North – Te Rapa (north of Hamilton) at 25 kV AC. Wellington's urban network is electrified at 1500 V DC; as formerly used in other sections of the New Zealand network. In Wellington the operating voltage has been increased to 1650V DC, and 1700V DC since the full introduction of the Matangi EMU, to increase the power available. Electrification of the NIMT was mooted by electrical engineer Evan Parry in the first volume of the New Zealand Journal of Science and Technology in November 1918. In light of a national coal shortage following World War I, Parry argued that the network was under great strain due to ever-increasing volumes of freight, and the use of steam traction was partly to blame. Parry also noted that there was great potential for cheap hydro-electricity generation in the central North Island to power electrification.

The first part of the NIMT to be electrified was the Wellington–Paekakariki section via the Tawa Flat deviation that was completed on 24 July 1940. This was largely to prevent smoke nuisance in the 4.3 km No. 2 tunnel, and to provide for banking on the Paekakariki to Pukerua Bay section. Electric traction in this section is now used only by Transdev Wellington for Metlink suburban passenger services on the Kapiti Line, and was extended to Paraparaumu on 7 May 1983 and Waikanae on 20 February 2011. Funded by the Greater Wellington Regional Council, the extension to Waikanae coincided with the delivery of new FP class Matangi electric multiple units.

Following the Second World War railway services suffered due to skill and coal shortages. Skilled staff sought employment opportunities elsewhere in the economy. From 1948 to 1951 the General Manager of the Railways Department, Frank Aickin advocated electrification of the entire line, despite protests from his engineering staff. Aickin had previously been Staff Superintendent and Chief Legal Advisor to the Department and considered using diesel locomotives for trains on the NIMT to be too expensive. He turned his attention to electrification, mainly because he saw that it could relieve the coal shortage and prevent heavy expenditure on imported fuels.

He commissioned a study into electrification, which concluded that a low-frequency AC system could be cheaper than 1500 V DC, the system in use in Wellington. Aickin sent a technical mission of four senior officers overseas in March 1949 and travelled overseas himself to negotiate a tentative contract with a British construction company. The Chief Mechanical Engineer and Chief Accountant specified and costed the system and Aickin was able to complete a substantial report justifying the NIMT electrification and submit it to the Government.

Officers from New Zealand Treasury and the Ministry of Works and two experts from Sweden (Thelander and Edenius) commented on the proposal and in December 1950 the Government granted approval in principle and agreed to appoint Thelander as a consultant. Aickin later fell out with the then National Government and retired as General Manager in July 1951. With the change in regime, the electrification proposal disappeared.

A key assumption of Aickin's report was that traffic on the NIMT would grow by 50% from 1948 to 1961. Since a diesel-electric locomotive is a travelling power station, the savings through electrification compared to diesel could be regarded as the difference between the cost of buying bulk electrical energy generated substantially from New Zealand resources and the cost of generating electricity in a small plant using imported diesel fuel.

The Royal Commission on Railways created following Aickin's tenure rejected the report's findings. Aickin's successor Horace Lusty, revised the contract with English Electric to specify DF class diesel-electric locomotives. They were later found to be unreliable, and only ten were supplied. 42 DG class locomotives were supplied instead for secondary lines. For main lines including the NIMT, the General Motors G12 export models were ordered, becoming the DA class.

The 411 km section between Palmerston North and Hamilton was electrified at 25 kV 50 Hz AC, opened on 24 June 1988 as one of the Muldoon National Government's "Think Big" energy development projects. An overall cost in excess of $100 million had been projected, with some 40% being for the locomotives, but the final cost was about $250 million. The economics of the project was greatly undermined by the fall of the price of oil in the 1980s and the deregulation of land transport, which removed the long-distance monopoly NZR held when the cost-benefit report was written.

The electrification of the section, which had its genesis in a study group set up in June 1974 to report on measures to be taken to cope with increasing rail traffic volumes, received approval in 1980. This led to a technical study carried out with assistance from the Japanese Railway Technical Research Institute. The report stated that track capacity would be increased by electrification because such traction is faster and able to move more freight at once. The report stated, for example, that whereas a diesel locomotive could haul 720-tonne trains at 27 km/h up the Raurimu Spiral, an electric locomotive could haul 1100/1200-tonne trains at 45 km/h, cutting 3–5 hours off journey times. Less fuel would be needed and employing regenerative braking in electric locomotives lowers the fuel consumption further.

Electrification's advantages were reflected in the economic evaluation in the report, which showed a rate of return of 18%. Sensitivity analysis showed that this high rate of return gave the project robustness against lower traffic volumes than expected (the return remained positive even if traffic fell), against significant increases in construction cost, and against lower than expected rises in the diesel fuel price.

Part of the project included replacing the copper wire communications system with a new fibre optic communications cable (due to interference caused by AC power with the DC copper wire system) between Wellington and Auckland. In 1994 New Zealand Rail Limited sold the cable to Clear Communications for telephone traffic, leasing part of it back for signalling.

Proposals to electrify the Auckland suburban rail network dated back to the 1960s, they mainly coincided with proposals to electrify the NIMT in its entirety. In 2005 the central government decided to implement a proposal to electrify the urban network at 25 kV AC, the same system as on the central NIMT. This included 35.7 km of the NIMT itself, from Waitematā to just south of Papakura. Work on electrification of the Auckland network began in 2010. The first revenue electric services using AM class EMUs commenced on 28 April 2014 between Waitematā and Onehunga on the Onehunga Line. The electrification project on the Auckland network, including the Auckland-Papakura section of the NIMT, was completed in July 2015, with all suburban services being electric. A diesel shuttle service ran on the non-electrified Pukekohe-Papakura section from 2015 until 2022.

Future
The completion of Auckland's electrification leaves a gap of 87.1 km to the central NIMT electrification at Te Rapa, north of Hamilton. Electrification may be extended south as the Auckland suburban system expands, but this will depend on further government funding. In February 2008 former Auckland Regional Council Chairman Mike Lee suggested the initial electrification might be extended to Pukekohe, leaving a 60 km gap to Te Rapa. In 2012, in response to public submissions, the board of Auckland Transport decided to include an investigation into electrifying to Pukekohe to its 10-year programme. ATAP, Auckland's 2018–2028 plan provides for Pukekohe electrification, a third line from Westfield to Wiri and further new electric trains. In 2020 the government announced funding for electrification from Papakura to Pukekohe.

A paper written in 2008 for then railway infrastructure owner ONTRACK investigated the possibility of electrifying the remaining Papakura-Te Rapa gap between the Auckland urban system's terminus at Papakura on the NIMT and the central NIMT system, along with electrification of the East Coast Main Trunk to Tauranga. The report put the total cost of electrification at $860 million, with $433 million for the Papakura-Te Rapa section. It concluded that money would be better spent on grade and curvature easements, removing speed restrictions and increasing the length of passing loops.

In Wellington, there is an 80.8 km gap from Waikanae to the central NIMT electrification at Palmerston North. As the two electrification systems are different, multi-current locomotives or multiple units would be required for through electric working. Replacement rolling stock for Wellington, Wairarapa and Palmerston North and extending electrification north of Waikanae to Levin and beyond are being investigated in a business case from July 2021. KiwiRail has indicated it has no plans to upgrade the Wellington electrification from 1500 V DC to 25 kV AC, but intends to use dual-voltage locomotives. It has also indicated any extension north of Waikanae station would be at 25 kV AC, with through workings from Wellington to Ōtaki and further north requiring multi-current rolling stock; this would also allow the 25 kV AC section to be fed from the existing 220 kV substation at Paraparaumu, avoided the cost of building a new substation.

On 21 December 2016, KiwiRail announced their plan to withdraw from service, over a two-year period, the EF class electric locomotives (the only electric rolling stock working the central electrified section) without replacing them. The reasons given for the decision included the fact that the EFs are now close to their end of life (approximately 30 years old) and suffer from frequent breakdowns (on average every 30000 km which is well below the expected breakdown-free service interval of 50000 km) and that having to change from a diesel locomotive to an electric one and back again at each end of the electrified section is labour-intensive, time-consuming and adds to costs. KiwiRail did not intend to de-electrify the section but would maintain it so that electric rolling stock could be reintroduced in the future.

On 30 October 2018, the Government announced that it is retaining the EF class electric locomotives, to help meet its long term emissions goals and boost the economy. The 15 remaining EF class locomotives will be refurbished by KiwiRail and will continue to run between Hamilton and Palmerston North.

In 2021 the "North Island Electrification Expansion Study" was published by KiwiRail, Beca and Systra following a government grant for a business case. The report recommended electrification from Waikanae to Palmerston North be 25kV AC, with a change over just north of Waikanae to allow multi-current electric locomotives to switch between AC and DC traction. The cost of electrifying this section of the NIMT was at an expected estimate of $339m, with the Pukekohe to Te Rapa section estimated at $430m.

Centennial
On 6 August 2008, at 9am, a train (which included 100-year-old carriage AA1013, restored by the Mainline Steam Trust) departed Wellington in a re-enactment of 7 August 1908 Parliamentary Special carrying the Prime Minister Sir Joseph Ward to Auckland, stopping overnight at Taihape and Taumarunui before continuing to Auckland. Tickets were by invitation only.

A series of stamps was issued to commemorate the centennial, see Stamps:
 * 50c – Last Spike Ceremony Manganui-o-te-ao – a photo of actual event
 * $1.00 – Taumarunui, 1958 – steam locomotive KA 947 pulling into the old railway station.
 * $1.50 – Makatote Viaduct, 1963.
 * $2.00 – Raurimu Spiral, 1964.
 * $2.50 – The Overlander, Hapuawhenua Viaduct, 2003.

Infrastructure
The NIMT has been described as an "engineering miracle", with numerous engineering feats especially along the Rangitīkei River and on the North Island Volcanic Plateau. This included the building of the famous Raurimu Spiral to allow trains to ascend the steep grade from the Whanganui River valley to the North Island Volcanic Plateau.

The NIMT includes 352 bridges and 14 tunnels. The major viaducts include three (North Rangitīkei, South Rangitīkei and Kawhatau) opened in 1981 for the Mangaweka deviation. Five viaducts are over 70 m high. There are smaller viaducts at Taonui north of Ohakune, and Manganui-o-te-Ao and Mangaturuturu.

The heights and lengths of the main viaducts are:

Rolling stock
Due to its high volume and high value of traffic to NZR and the steep grades in the central section, the NIMT has seen the use of the most powerful locomotives in New Zealand.

When the NIMT opened in 1909, the powerful X class was introduced to handle heavy traffic over the mountainous central North Island section. Three G class Garratt locomotives were introduced in 1928, but these were not as effective as anticipated. In 1932, the K class was introduced, and later improved in 1939 with the KA class.

The introduction of the DF class in 1954 began the end of the steam era, and in 1955, with the introduction of the DA class locomotive, major withdrawals of steam locomotives began. 1972 saw the introduction of DX class locomotives and the Silver Fern railcars; the latter remaining in service between Auckland and Wellington until 1991.

With electrification and the introduction of the EF class electric locomotives in the late 1980s, the DX class was mainly reassigned to other areas of the network, including hauling coal on the Midland Line in the South Island. Since then, services between Te Rapa and Palmerston North have been worked mainly by the electrics, although some services are still diesel-operated, such as those originating from or terminating on other lines, or originating from within the central section, like the paper pulp freight trains from Karioi.

As of July 2024, regular rolling stock on the NIMT include:

 * DC class – all sections
 * DFT class – all sections
 * DL class – all sections
 * EF class – Palmerston North to Te Rapa

Long-distance
From opening, there have been regular passenger services between Wellington and Auckland. The daily "Express" left earlier in the evening, followed by the "Limited", which had fewer stops for passengers.

Between 1963 and 1968, daytime trains were called the Scenic Daylight. In 1968, a Drewery NZR RM class articulated 88-seater railcar was refurbished and repainted in a distinctive blue-and-white scheme that led to it being nicknamed the Blue Streak. It initially operated an unsuccessful service between Hamilton and Auckland in early 1968, and was transferred to the Auckland-Wellington run on 23 September 1968. Note that all self-propelled passenger railcar classes in New Zealand are generically classed 'RM'.

In 1971, NZR introduced the Silver Star, a luxury sleeper train. The service was not economically viable and was withdrawn in 1979. Much more successful was the Silver Fern, a daytime railcar service, introduced in 1972 to replace the "Blue Streak". This service was withdrawn in 1991 and replaced by The Overlander.

In conjunction with the introduction of the carriage train Overlander service, the Silver Fern railcars were redeployed to start new services between Tauranga and Auckland – Kaimai Express, and Auckland and Rotorua – Geyserland Express, in 1991. In 2000 a new commuter service called the Waikato Connection was introduced between Hamilton and Auckland and ran in conjunction with the services to Tauranga and Rotorua until all three services were cancelled in 2001.

On 25 July 2006, Toll NZ announced that the Overlander would cease at the end of September 2006, but on 28 September 2006, the train's continuation on a limited timetable was announced. It ran daily during the summer months and thrice-weekly for the balance of the year.

In 2012, KiwiRail announced the Overlander would be replaced by the Northern Explorer, with modern New Zealand-built AK class carriages to provide a premium tourist train on a quicker timetable with fewer stops. It commenced on Monday 25 June 2012, and consisted of one train running from Auckland-to-Wellington on Mondays, Thursdays and Saturdays, and Wellington-to-Auckland on Wednesdays, Fridays and Sundays. It had fewer stops than the Overlander, stopping only at Papakura, Hamilton, Ōtorohanga, National Park, Ohakune, Palmerston North and Paraparaumu. The Northern Explorer scheduled passenger service was suspended in December 2021. The service was reinstated from 25 September 2022.

In 2021 a new commuter service between Hamilton and Auckland was introduced, named Te Huia.

The Capital Connection commuter train operates between Palmerston North and Wellington.

Both KiwiRail and private enthusiast operators such as the Railway Enthusiasts Society, Mainline Steam and Steam Incorporated operate charter trains.

Auckland suburban

Suburban trains run on the NIMT at regular intervals as follows:

Eastern Line (Manukau to Waitematā via Glen Innes) trains run on the NIMT between Puhinui and Waitematā.

Southern Line (Papakura to Waitematā via Otahuhu and Newmarket) trains run on the NIMT from Papakura to Westfield Junction. They then run on the North Auckland Line to Newmarket, and the Newmarket Line to the vicinity of Quay Park, where they rejoin the NIMT only for the short section (about 500 metres) into Waitematā. A diesel train shuttle service ran on the NIMT between Pukekohe and Papakura from 2015 to 2022.

Western Line trains use the NIMT only for the short section (about 500 metres) from the vicinity of Quay Park into Waitematā.

Wellington suburban

Wellington's Metlink suburban network, operated by Transdev Wellington, includes the southern portion of the NIMT between Wellington and Waikanae as the Kapiti Line.

Record runs
Record runs from Auckland to Wellington were the 1960 Moohan Rocket (train) of 11 hours 34 minutes in 1960, and the Standard railcar time of 9 hours 26 minutes (running time 8 hours 42 minutes) in 1967.

title: North Island Main Trunk


text:
Kazhakoottam

Kazhakoottam is a major urban area in the capital city of Thiruvananthapuram, Kerala state, India. The largest IT Park of the country in terms of developed area Technopark along with Technocity an upcoming integrated IT township is situated here. Hence it is known as the Information Technology capital of Kerala. It is one of the fastest growing area of the state.

History
Kazhakuttom was the centre of power for Kazhakuttathu Ugran Pillai who was prominent among the so-called Ettuveetil Pillamar (Pillais from Eight Houses) who rebelled against Travancore King Marthanda Varma in the late 18th century. After defeating Pillai, Varma destroyed his palace and replaced it with a pond. To redeem himself, he built a temple to Krishna nearby. Both the pond and the temple survive. The Kazhakuttom Mahadeva Temple is believed to be 1000 years old.

Administration
Kazhakootam is the 1st ward in Thiruvananthapuram Corporation which is administered by the Mayor. Kazhakoottam assembly constituency is one of the 140 assemblies of the Kerala Legislative Assembly. It is represented by Kadakampally Surendran from CPI(M) 2016 onwards. The Kazhakootam constituency also belongs to the greater Thiruvananthapuram Lok Sabha Constituency which is represented by Dr. Shashi Tharoor MP (Indian National Congress) from 2009 onwards in the Indian Parliament.

Kazhakuttam ward councillor V.K. Prashanth from CPI(M) was elected as the Mayor of Trivandrum in November 2015.

Transportation
Kazhakoottam is a major junction where the National Highway 66 (India) Kazhakkoottam Bypass and the main road towards the city are joined. It is well connected to all major destinations in the city by bus services from Kazhakoottam. Kazhakoottam is only 15 km away from Thiruvananthapuram city centre. The nearest airport is Trivandrum International Airport which is at a distance of 14 km. The nearest railway station is Kazhakuttam railway station.

Institutions

 * Technopark
 * KINFRA Apparel Park, Menamkulam
 * KINFRA Film and Video Park, Chanthavila
 * Rajiv Gandhi Institute of Biotechnology
 * Regional Women's Training Institute

Major attractions

 * Vikram Sarabhai Space centre Space Museum – 5 km
 * Thumba Beach – 4 km
 * Greenfield International Stadium – 2 km
 * Lulu Mall – 7 km
 * Mall of Travancore – 14 km
 * Akkulam Tourist Village – 8 km
 * Mudavoorpara Rock Cut Temple – 8 km
 * Magic Planet – 3 km
 * Veli Tourist Village-10Km

Government offices

 * Pothencode Block Panchayat Office (Erstwhile Kazhakkottam Block Panchayat)
 * Kazhakkottam Village Office
 * Kerala State Electricity Board Kazhakkoottam
 * Kazhakkoottam Sub Registrar Office
 * Kazhakkoottam RTO Office

Academic institutions

 * Sainik School Kazhakkoottam
 * Government HS, Kazhakkoottam
 * Jyothis Central School, Kazhakkoottam
 * Al Uthuman English Medium School,
 * Trivandrum Engineering College
 * University of Kerala, Kariavattom Campus
 * Alan Feldman Public School, Elippakuzhi

Notable people

 * Premkumar – Actor
 * Kadakampally Surendran
 * Adv VK Prasanth

title: Kazhakoottam


text:
Gizur

Gizur, Gizurr or Gissur was a King of the Geats. He appears in The Battle of the Goths and Huns, which is included in the Hervarar saga and in editions of the Poetic Edda. Gizur was the foster-father of Heidrek, who made a coup-d'état in Reidgotaland, the land of the Goths (see Oium and the Chernyakhov culture).

When Heidrek was dead, Gizur arrived in the Goth capital Arheimar on the Dniepr (Danpar) to pay homage to his foster-son. Heidrek's son Angantyr, who was the new king of the Goths, held a great banquet in the honour of his father. Then Heidrek's illegitimate son Hlöd, who had grown up among the Huns, arrived to claim his share of the inheritance. Angantyr offered a great many riches and a third of the Goth kingdom, but before Hlöd could answer, Gizur reminded Angantyr that Hlöd was only a bastard son and did not deserve such riches.

This caused an invasion of the Hunnish Horde (approximately 350,000 men), and prospects looked grim. Gizur supported Angantyr and helped him fight the Horde, presumably with his own Geatish forces.

Since he helped the Goths, Hlöd mockingly called the king the Grýtingaliði, an Ostrogoth (Greutungi) warrior and "Angantyr's man":

title: Gizur


text:
Pornography (disambiguation)

Pornography is the representation of the human body form or human sexual behavior with the goal of sexual arousal.

Pornography may also be:

Books

 * Pornografia, a 1960 novel by Witold Gombrowicz
 * Pornography: Men Possessing Women, a 1981 book by Andrea Dworkin
 * Pornography, a play by Simon Stephens about the 7/7 train bombings

Film and television

 * Pornography (film), a 2003 adaptation of Gombrowicz's novel
 * Pornographic film
 * "Pornography", an episode of the British sitcom Men Behaving Badly

Music

 * Pornography (band), an American punk band
 * Pornography (album), by the Cure, 1982, or the title song
 * "Pornography" (song), a 2004 song by Client
 * "Pornography", a song by Travis Scott from Rodeo

title: Pornography (disambiguation)


text:
Tilt (poker)

Tilt is a poker term for a state of mental or emotional confusion or frustration in which a player adopts a suboptimal strategy, usually resulting in the player becoming overly aggressive. Tilting is closely associated with another poker term, "steam".

Placing an opponent on tilt or dealing with being on tilt oneself is an important aspect of poker. It is a relatively frequent occurrence due to frustration, animosity against other players, or simply bad luck.

The term originated from pinball where physically tilting the machine causes some games to flash the word "TILT" and freeze the flippers.

Tilt is also common in other games, especially chess and esports. Tilting in esports causes players to "lose control due to anger". The most extreme reaction is termed a "ragequit", angrily leaving the match or quitting the game, physically turning off the device or breaking a part like a monitor or control device by smashing it.

Common causes of tilt
The most common cause of tilt is losing, especially being defeated in a particularly public and humiliating fashion. In poker, a bad beat can upset the mental equilibrium essential for optimal poker judgment, causing frustration. Another common cause of tilt is bad manners from other players causing frustration which eventually leads to tilting.

Though not as commonly acknowledged or discussed, it is also quite possible to go on "winner's tilt" as a result of a positive trigger: such as winning unexpectedly, or going on a string of good luck. Strong positive emotions can be just as dizzying and detrimental to one's play as negative ones. Tilting and winner's tilt can both lead to the same habits.

Advice when tilted
For the beginning player, the elimination or minimization of tilt is considered an essential improvement that can be made in play (for instance in the strategic advice of Mike Caro). Many advanced players (after logging thousands of table-hours) claim to have outgrown "tilt" and frustration, although other poker professionals admit it is still a "leak" in their game.

One commonly suggested way to fight tilt is to disregard the outcomes of pots, particularly those that are statistically uncommon. So-called "bad beats," when one puts a lot of chips in the pot with the best hand and still loses, deserve little thought; they are the product of variance, not bad strategy. This mindset calls for the player to understand poker is a game of decisions and correct play in making the right bets over a long period of time.

Another method for avoiding tilt is to try lowering one's variance, even if that means winning fewer chips overall. Therefore, one may play passively and fold marginal hands, even though that may mean folding the winning hand. This may also imply that one plays tightly— and looks for advantageous situations.

Once tilt begins, players are well-advised to leave the table and return when emotions have subsided. When away from the table, players are advised to take time to refresh themselves, eat and drink (non-alcoholic) if necessary, and take a break outside in the fresh air.

If none of these work in lessening tilt, players are advised to leave the game and not return to playing until they have shaken off the results that led to the tilt.

The intent of the advice is to prevent the upset person from letting negative emotions lead to bigger losses that can seriously hurt one's bankroll.

Tilt must be taken seriously, requiring immediate attention following its presence. The progression in poker for chronically tilted players may be significantly hindered as their judgement becomes progressively impaired as agitation becomes more prominent. Paying close attention to playing statistics can assist in preventing this, as a statistical overview of recent hands can reduce the player's likelihood to play impulsive hands habitually.

Tilting others
The act of putting an opponent on tilt may not pay off in the short run, but if some time is put into practicing it, a player can quickly become an expert at "tilting" other players (with or without using bad manners). In theory, the long-run payoff of this tactic is a monetarily positive expectation.

Common methods of putting a table on tilt include:
 * 1) Playing junk hands that have a lower chance of winning in the hope of either sucking out and delivering a bad beat (which can be an enjoyable occasional style which will make the table's play "looser") or bluffing the opponent off a better hand (with the option of showing the bluff for maximum tilting effect).
 * 2) Victimising individuals at the table, (which is often considered a more old-fashioned tactic, identified with 1970s "verbal" experts such as Amarillo Slim.)
 * 3) Pretending intoxication, i.e. hustling, excellently demonstrated by Paul Newman against Robert Shaw in The Sting (although his technique included cheating).
 * 4) Constant chattering, making weird noises and motions whenever you win a hand, or other erratic behavior is a "tilting" or "loosening" approach first discussed by Mike Caro.
 * 5) Taking an inordinate or otherwise inappropriate amount of time to announce and show your hand (also called "slow-rolling") at the showdown. (Such deliberate breaches of etiquette have the side effect of slowing play and risking barring, thereby limiting the earnings of the expert player. For this, and other social reasons, such tactics are mostly associated with novices.)

These antics can upset the other players at the table with the intention of getting them to play poorly.

title: Tilt (poker)


text:
Don Howe

Donald Howe (12 October 1935 – 23 December 2015) was an English football player, coach, manager and pundit. As a right back Howe featured for clubs West Bromwich Albion and Arsenal together with the England national football team in his playing career. He also went on to manage sides West Brom, Arsenal, Galatasaray, Queens Park Rangers and Coventry City. Howe was also a successful coach and has been described as one of the most influential figures of the English footballing game.

Playing career
Howe was born in the Springfield area of Wolverhampton in 1935 and spent his secondary education at St Peter's Collegiate School.

Howe joined the West Bromwich Albion ground staff after leaving school, joining the club as a youth player in December 1950. He turned professional in November 1952, but did not make his debut until 1955, against Everton. In all he played 379 league and cup games scoring 19 goals for the Baggies in twelve years.

Howe was signed by Billy Wright's Arsenal in 1964, and was made club captain. However, in March 1966 he broke his leg playing against Blackpool and only played two further first team games both in September 1966. Firstly against Manchester City in the League on the 10th and then on the 13th against Gillingham in the League Cup. Howe made 70 appearances for Arsenal altogether.

In 2004, he was named as one of West Bromwich Albion's 16 greatest players, in a poll organised as part of the club's 125th anniversary celebrations.

Coaching career
Howe retired from playing and became Arsenal's reserve team coach under Bertie Mee, then stepping up to first team coach after the departure of Dave Sexton in October 1967. Arsenal won the Double in 1971 with Howe playing a crucial role.

Not long afterward he returned to his old club, West Bromwich Albion, as manager. Howe's tenure at WBA was not a success, as the club were relegated to Division Two in 1973. Howe then joined Leeds United as a coach, later becoming assistant manager under Jimmy Armfield, before moving on to manage Turkish club Galatasaray in 1975. Howe rejoined Arsenal in 1977 as head coach, under Terry Neill.

After Neill's sacking on 16 December 1983, Howe became Arsenal caretaker-manager and was appointed permanently after the game against Leicester City on 28 April 1984. Despite introducing young players including Tony Adams, David Rocastle and Niall Quinn to the team during the mid-1980s, he was unable to win trophies, as Arsenal finished either 6th or 7th under him, although they did briefly top the league in October 1984.

After just over two years in the job, Howe resigned on 22 March 1986, shortly after Arsenal's match against Coventry City. George Graham succeeded him. This was subsequent to circulated reports that the board were looking at the time at FC Barcelona manager Terry Venables.

Howe later joined Wimbledon as assistant to Bobby Gould in 1987, and helped them win the FA Cup with a shock win over Liverpool in 1988. His coaching expertise earned him a great deal of credit for Wimbledon's cup triumph.

Howe then left Wimbledon to manage QPR between November 1989 and May 1991, with Gould briefly assisting him in the first half of the 1990–91 season.

In early 1992, Howe assisted Barry Fry with defensive work at Barnet.

Shortly after leaving QPR, he became assistant manager to Terry Butcher at Coventry City and became manager in January 1992 when Butcher was sacked. Howe secured a place in the new FA Premier League for Coventry, who missed relegation by one place, and just after the end of the 1991–92 season Gould rejoined him as joint manager of the Highfield Road club. However, Howe resigned as manager before the 1992–93 season began. He returned to Arsenal in 1997 as part of the Academy setup wherein as the head youth coach.

Howe also moved into journalism and broadcasting, becoming a pundit for Channel 4's coverage of Serie A.

International career
As a defender, he featured regularly in the England national football team. Howe played in the 1958 FIFA World Cup, and won 23 caps altogether for the Three Lions.

He became part of the England national team's coaching setup in 1981, working under Ron Greenwood. When Greenwood retired a year later, Howe continued to work for the national team under new manager Bobby Robson.

Howe became assistant for England under Terry Venables from January 1994 to June 1996, finishing with England's semi final appearance as host nation at Euro 96.

Retirement
Howe retired from coaching in the summer of 2003 after more than 30 years. He though still ran youth coaching schemes across the United Kingdom. He occasionally wrote as a pundit for the BBC Sport website. He also held a regular column in the official Arsenal magazine.

Towards the end of 2007 and the beginning of 2008, he worked with the Football Association of Ireland (FAI) as part of a three-man panel to appoint Giovanni Trapattoni as the new national team manager.

Death
Howe died, aged 80, in December 2015.

Club
West Bromwich Albion

England

 * British Home Championship: 1958, 1959, 1960

Assistant Manager
Arsenal
 * Inter Cities Fairs Cup: 1970
 * First Division: 1970–71
 * FA Cup: 1970–71

Wimbledon
 * FA Cup: 1987–88

Manager
Arsenal
 * FA Cup: 1978–79
 * FA Youth Cup: 2000
 * FA Youth Cup: 2001

Individual

 * LMA Special Merit Award: 2004
 * FA Licensed Coaches Club Hall of Fame: 2013

title: Don Howe


text: User talk:154.20.105.198

title: User talk:154.20.105.198


text: Template:Ranks and Insignia of NATO Armies/OR/Portugal


text:
Aquilia Severa

Julia Aquilia Severa (d. after 222) was the second and fourth wife of Roman emperor Elagabalus. She was the daughter of Gaius Julius Severus.

Life
Severa was a Vestal Virgin and, as such, her marriage to Elagabalus in late 220 was the cause of enormous controversy – traditionally, the punishment for breaking the thirty-year vow of celibacy was death by being buried alive. Elagabalus is believed to have had religious reasons for marrying Severa – he himself was a follower of the eastern sun god El-Gabal, and when marrying himself to Severa, he also conducted a symbolic marriage of his god to Vesta.

Both these marriages were revoked shortly afterwards, however. This was possibly on the urging of Julia Maesa, the grandmother who had engineered Elagabalus' rise to the imperial throne. Elagabalus then married Annia Faustina, a more generally acceptable choice to the senatorial elite. Within a short time, however, Elagabalus had divorced Faustina and returned to living with Severa, claiming that the original divorce was invalid. It is believed that Severa remained with Elagabalus until the emperor's assassination in 222. The two are not believed to have had any children.

Severa's own opinions about the entire affair are not very well recorded. She was forced to marry against her will, and others go further, alleging rape. It is claimed by some historians, however, that many stories about Elagabalus have been exaggerated by his enemies, and so there is no certainty about what actually happened. It is unclear whether Elagabalus had any real feelings towards Severa, or whether he was more concerned with the symbolism of the marriage. Elagabalus also had relationships with men, and the historian Cassius Dio claims that Elagabalus had a more stable relationship with his chariot driver, Hierocles, than with any of his wives.

Her fate after Elagabalus's assassination is unknown.

title: Aquilia Severa


text:
Fambaré Ouattara Natchaba

Fambaré Ouattara Natchaba (17 April 1945 – 15 October 2020) was a Togolese politician. He was the President of the National Assembly of Togo from September 2000 to February 2005. He was a prominent member of the ruling Rally of the Togolese People (RPT) and a member of the Pan-African Parliament representing Togo.

Political career
Natchaba was born in Gando, Togo on 17 April 1945. He was Director of the Cabinet of President Gnassingbé Eyadéma from 1977 to 1981 and was a member of the National Committee in charge of drafting the text of the 1980 Constitution. He was an RPT Delegate to the Togolese National Conference in 1991 and was Minister of Foreign Affairs and Cooperation from 14 September 1992 to 20 March 1994.

He was first elected to the National Assembly in February 1994, representing Oti Prefecture in Savanes Region. He was re-elected in the March 1999 parliamentary election as the RPT candidate in the Third Constituency of Oti Prefecture; he faced no opposition and won the seat with 100% of the vote. He was President of the RPT Parliamentary Group and First Vice-President of the National Assembly before being elected as President of the National Assembly on 3 September 2000. Following the October 2002 parliamentary election, he was re-elected as President of the National Assembly, with 73 votes in favor, three opposed, one null vote, and one abstention. When the Pan-African Parliament began meeting in March 2004, Natchaba became one of Togo's five members.

2005 political crisis and subsequent events
President Eyadéma died on 5 February 2005. Soon after his death, the armed forces sealed Togo's borders with neighboring countries and invested presidential powers in his son Fauré. These moves were in direct contrast to the country's constitution, which stated that the President of National Assembly would serve as acting President of Togo for 60 days until a new election was held. Natchaba, who was in Benin at the time of Eyadéma's death, was unable to return to Togo. The military's actions were condemned by the international community as a coup d'etat.

On 6 February 2005, the National Assembly voted to remove Natchaba as its President and Fauré Gnassingbé was unanimously elected to head the National Assembly as a means of legitimizing his succession. Following increased pressure both inside and outside of Togo, Gnassingbé resigned on 25 February and Bonfoh Abbass was designated as President of the National Assembly, thereby becoming acting President of Togo. Natchaba said that it was "unconstitutional" to bypass him and install Gnassingbé as President, and he said that he was the legitimate President.

Accompanied by President Mathieu Kérékou of Benin, Fambaré Natchaba returned to Togo on 5 March 2005. They met with senior army, government, and RPT officials. Before departing, Kérékou reportedly told leading RPT officials: "I've brought Natchaba to you. He is your brother and has no other option but to reunite with his political family and work within the ranks of the RPT, to perpetuate Eyadéma's legacy."

Later in 2005, President Gnassingbé designated Natchaba as his special envoy to the European Parliament and the European Commission.

At the 2006 Inter-Togolese Dialogue, Natchaba signed the Global Political Accord on the electoral process on behalf of the RPT on 20 August 2006. He was a member of the RPT Political Bureau and a member of the RPT Central Committee from Oti Prefecture as of the RPT's Ninth Ordinary Congress in December 2006. He sought to stand as an RPT candidate in Oti Prefecture in the October 2007 parliamentary election, but he was defeated in the party's primary election on April 7, 2007.

Following the arrest of Gnassingbé's brother Kpatcha Gnassingbé in April 2009, Natchaba characterized it as "just an incident" lacking any broader importance. He stressed that "there is no other solution than to continue on the road of democracy. The Eyadema era is well and truly over".

Personal life
He was married and the father of five children.

Natchaba died on 15 October 2020 in a hospital in Lomé at the age of 75.

title: Fambaré Ouattara Natchaba


text:
Talk:Jan Van der Roost

Untitled
The capitalization of the name might seem a bit strange but it is correct. In Belgium, the first particle in a surname is capitalized, so it's Jan Van der Roost and not Jan van der Roost, as it would be when he were Dutch.

This article could use more content; it's pretty much a stub at the moment. Mik 19:44, 5 February 2006 (UTC)

title: Talk:Jan Van der Roost


text:
Wikipedia:WikiProject Wiki Syntax/redirect-target-011.txt

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NOTE: Stalking roxy : Double-redirect : Current target: Stalking Roxy
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Problematic items
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