text:
User talk:Ery~enwiki

Welcome!

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Happy editing! Mel Etitis ( Μελ Ετητης ) 16:48, 10 Apr 2005 (UTC)

Paul Tyre
Hello, and welcome to Wikipedia. Thanks for writing this article. Unfortunately it doesn't conform to some of Wikipedia's guidelines for new articles. However, please do not be disheartened by what may happen to your first article, if indeed it is deleted. Please continue to edit Wikipedia and add articles which conform with the inclusion criteria. For help, see Help:Contents. To find out what will probably be deleted, see Criteria for speedy deletion and What Wikipedia is not. Thanks, and if you have any questions, please ask them on my user talk page. To do this, click on my name (just after this sentence) and click discussion at the top and then the (+) button at the top. Oliver202 06:49, 3 January 2007 (UTC)

Your account will be renamed
Hello,

The developer team at Wikimedia is making some changes to how accounts work, as part of our on-going efforts to provide new and better tools for our users like cross-wiki notifications. These changes will mean you have the same account name everywhere. This will let us give you new features that will help you edit and discuss better, and allow more flexible user permissions for tools. One of the side-effects of this is that user accounts will now have to be unique across all 900 Wikimedia wikis. See the announcement for more information.

Unfortunately, your account clashes with another account also called Ery. To make sure that both of you can use all Wikimedia projects in future, we have reserved the name Ery~enwiki that only you will have. If you like it, you don't have to do anything. If you do not like it, you can pick out a different name. If you think you might own all of the accounts with this name and this message is in error, please visit Special:MergeAccount to check and attach all of your accounts to prevent them from being renamed.

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Sorry for the inconvenience.

Yours, Keegan Peterzell Community Liaison, Wikimedia Foundation 23:46, 19 March 2015 (UTC)

Renamed
 This account has been renamed as part of single-user login finalisation. If you own this account you can |log in using your previous username and password for more information. If you do not like this account's new name, you can choose your own using this form after logging in: . -- Keegan (WMF) (talk) 12:40, 22 April 2015 (UTC)

title: User talk:Ery~enwiki


text:
Wikipedia:Articles for deletion/Lewis Shepherd

 This page is an archive of the discussion about the proposed deletion of the article below. This page is no longer live. Further comments should be made on the article's talk page rather than here so that this page is preserved as an historic record. The result of the debate was delete. - Mailer Diablo 03:25, 16 Apr 2005 (UTC)

Lewis Shepherd
Nominated for deletion as this is an article dedicated to an obscure pornstar. In my own humble opinion I don't believe this deserves an article in an encyclopedia. (Not Notable). Oliver Keenan 16:48, Apr 10, 2005 (UTC)
 * Delete as vanity, non-notable. His website according to the article, handcuff.com, has an Alexa rank of 313,561 which is not high at all especially by sex-site standards.  Even if some might consider the site borderline-notable, that wouldn't necessarily make its founder notable too. Andrew Lenahan - St ar bli nd  18:12, Apr 10, 2005 (UTC)
 * Delete, not notable, vanity. Megan1967 06:56, 11 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.

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


text:
Talk:Mega Man Zero (series)

Non-working Link
http://poke.dyndns.org/rmz4/rmz4.htm no longer works. I also can't find it in Google's cache or in the Wayback Machine. Mayhaps it should be removed? 67.54.145.95 20:30, 20 October 2006 (UTC)

Unknown body
"Much is left unknown as to what happened between the X and Zero series (like the details of the Elf Wars and when, who, why transfered Zero to the new body of Megaman Zero). Also, many fans wonder how will the series possibly collide to Mega Man Legends, given many references that show up (such as a few Reaverbot-like enemies). Perhaps only time (and more games) will explain the gap."
 * Much of the elf wars are explained in the Telos drama tracks.
 * It is known that Weil transfered Zero's data, though the exact time is unknown. I think it happened before X6, as his recovery was ultimately improbable at that time.
 * It is also known that the Legends series is connected to the zero series in some way (sourcebook), though this is hinted at through background sprites, not reaverbotesque enemies.

 * Though you are right about the first and third points, I doubt the validity of the second comment. Where is it confirmed that Weil transferred Zero's data? Is it not possible that Weil came across the empty shell of Zero's original body?

 * Wolf_ODonnell 22:39 (UTC) 11 Oct 2005

Makeup of the RMZ team?
So the majority of the RMZ team also did the Dash/Legends series? I was under the impression that it was only a handful of important people, with the rest of the team developing the EXE/Battle Network series. Can anyone in the know post specific names? --Boco XLVII 15:06, 25 May 2005 (UTC)

 * As far as I know, three capcom groups made the mega man franchise:
 * Classic, Zero and X up to 5 - Keiji Inafune's team
 * Dash/Legends = EXE/BN
 * MMX 6+
 * Apart from this, an unrelated company made Mega Man PC, an obscure member of the Classic series.
 * Sotek 13:41, 1 Jun 2005 (UTC)

 * I don't think that's strictly true. Keiji Inafune's team - Capcom Production Studio 2 - is credited for the EXE & Dash series (the original series and early X series were done before the current division into multiple studios) and he personally oversees development of both (which is why he keeps saying in interviews that he wants to do more with the Dash series and characters).  The Zero series is developed by Inti-Creates, an independent developer acting on license, with direction and consultation with Inafune.  I don't know the makeup of Inti-Creates, which is why I asked - I know that some of Inafune's team broke off to form the company, hence the "handful of important people" part, but I didn't know how significant the split was - how many former Dash members were doing Zero vs EXE.
 * By the way, CPS3 did X5-7 (X5 was overseen and directed by Inafune, sure, and X6+ aren't, but it was still done by a different team), Cybermission, Soul Eraser, and Command Mission, and CPS1 did X8. Bandai, Inti-Creates, Arika, and many other companies have also developed for the series. --Boco XLVII 15:27, 1 Jun 2005 (UTC)

Come on people
(removed silliness)

lol, anyway while you are at it you can also start on Megaman Power Fighters, the name is already there, Mega Man 2: The Power Fighters just do some editing, and i will help you along with it, becasue i don't know where to start cheers:D ><ino 04:17, 2 October 2005 (UTC)

I recently removed a section of the entry where it was falsely claimed that Dr. Weil is called Dr. Wily in the Japanese Version. That should never have appeared on the entry, as the Japanese approximates roughly to Dr. Bairu.

-Anonymous 20:06, 2 October 2005 (GMT)

Though I only partially adopt the belief that Weil IS Wily, I did think that Weil's voice struck a BIG similarity to Wily's voice. I could even say they're the same, but I don't know which voice-over did which.

Digiku 15:04, 23 October 2005 (UTC)

Bizarre Wording
The games are most similar to the Mega Man X series, with the classic trial and error gameplay.

What the hell is this? I'm also conserned regarding this type of comments on the gameplay. Seems awfully POV. I will admit that the Zero series appears to be intended for Mega Man veterans (some prior knowledge is required just to get what the hell is going on with the plot) but what this seems to indicate is that the series has either flawed or not very well implemented controls.

Or maybe I'm getting pissed over a single line in the article and want it changed to something a little more encyclopedic.

 * "trial and error" gameplay in this sense means that you will die multiple times before you find the pattern and move on. It's a feature, not a bug.  Anyway, the Z seires does play like the X series. --Boco XLVII 21:23, 23 October 2005 (UTC)

Vandalism
Yeah, this article's been vandalised a lot as of late. I propose that we lock this article down until the vandals get bored and go away. After all, it's not as if anybody else has got anything more to contribute to this article.

P.S. How do you lock an article, anyway? Wolf ODonnell 13:49, 14 February 2006 (UTC)

 * Indeed. The vandalism is clearly becoming absurd. Regarding "locking", its cited as Protection, and for that adminship capbilities must be enabled. Shall I bring it up in WP:AN/I...? -ZeroTalk 14:20, 14 February 2006 (UTC)

Yes please, especially seeing as our article is now rapidly rising up the Chart of Most Vandalised articles. Wolf ODonnell 16:25, 14 February 2006 (UTC)
 * I see. I recomend WP:SEMI, however. -ZeroTalk 16:37, 14 February 2006 (UTC)

Well, whatever is needed, I suppose. Wolf ODonnell 11:53, 16 February 2006 (UTC)

Featured Article status
This seems like an lovely article to bring in for the main page; I think it feasible to bring it up to featured artcle status. We need references and more elabration however, before I take it to peer review. -ZeroTalk 11:48, 7 March 2006 (UTC)

 * Agreed. I'm not sure where to get it, but we need pictures for the Megaman Zero 1-4 sections. One picture for each section, preferably a screenshot rather than the box cover. This article will also need a picture showing the before and after of censoring.

 * The title, "Story", may have to be replaced with "Games in the Series", with each description of each game shortened, with a brief gameplay synopsis added on. If 10 people agree with the suggestions in this paragraph, I will go ahead with editing that section.

Wolf ODonnell 13:24, 7 March 2006 (UTC)

 * Sounds grand. I'll gather images, and references in the meantime, but we don't need 10 people to gather concensus. Its essentially been only us making productive edits to the article, so there's no need for formalities; begin whenever you like. -ZeroTalk 14:27, 7 March 2006 (UTC)

Uploaded images
Images I've uploaded to expand the article:

 * Image:Cyber elf System.jpg - screen of the newly implemented Cyber Elf system in Mega Man Zero 3.
 * Image:Mega Man Zero 2 Screenshot2.jpg - Image of the player facing off against the boss Polar Kamarous in Mega Man Zero 2
 * Image:Mega Man Zero 2 Screenshot.jpg -Image of the player facing off against the boss Mega Scorpio in Mega Man Zero 2's Intro level.
 * Image:Mega Man Zero 3 screenshot2.jpg - Image of the player fighting Omega in Mega Man Zero 3
 * Image:Mega Man Zero 3 screenshot3.jpg - Zero fights against an boss in Mega Man Zero 3
 * Image:Mega Man Zero 3 screenshot.jpg - Intro stage of the first Mega Man Zero game.
 * Image:Mega Man Zero 4 screenshot2.jpg - Zero utilizing the new Z-Knuckle.
 * Image:Mega Man Zero 4 screenshot.jpg - Image of Zero traversing one of Mega Man Zero 4's many stages.

-ZeroTalk 14:54, 7 March 2006 (UTC)

Sources and references

 * www.planet-megaman.com - used for analytical basis
 * www.megaman-network.com - used for analytical basis
 * - Mega Man Zero series

 * www.gamefaqs.com - utilized for game release dates and marketing information, as well as gameplay.
 * - Mega Man Zero
 * - Mega Man Zero 2
 * - Mega Man Zero 3
 * - Mega Man Zero 4

 * poke.dyndns.org - Translation of Rockman Zero 4 game

Format
Sections I believe would be necessary to include in the format pertaining to the article:

-ZeroTalk 18:40, 7 March 2006 (UTC)
 * History - explains the series production and creator thesis
 * Games - table of games (I've just completed this)
 * Other - suggestions by others.

pictures added
To whom ever added some pictures GREAT WORK! But we also need a picture for the front cover/ front case of the game!....using the in-gameplay for the title picture doesn't seem right!
 * >x<ino 00:39, 19 March 2006 (UTC)

 * Thanks. We do possess box art, but only for the individual games. This article covers the series as a whole, so a screenshot to illustrate the series will suffice. -ZeroTalk 00:43, 19 March 2006 (UTC)

RTRZ and Vile's Incident
Though they're relatively obscure. Would it not be best to include atleast some mention of both these additional materials? Both are very important for the overall series when it comes to filling in the plot. Vile's Incident and Telos tracks being of the most importance as the latter document events that occur during the games, but off-screen and the former documents the epilogue of Rockman Zero up till 2 years after the events of Rockman Zero 4. -Zan Sidera-

 * And what do you suggest we do? Add a "Related Merchandise" section and describe these materials briefly? Wolf ODonnell 10:40, 26 April 2006 (UTC)

 * I'd suggest merging them into appropriate sections pertaining to thier relevance in the storyline, weather it be the main article, the individual articles, or both. -ZeroTalk 11:08, 26 April 2006 (UTC)

Girouette/Zero theory
Quote: "Mega Man ZX features a support character that goes by the name of Girouette, it is theorized that this character may be Zero because of his likeness. In support of this idea, Girouette's Model Z lacks a helmet, which was shown at the end of Mega Man Zero 4 in ruins."

I think this has no point, as Girouette is a newer style reploid and some of his determining appearances do not match to Zero's. This could purely be a coincidence. Zero could have survived and become a Live Metal at an unknown point of time. And a helmet may not be needed to look like Zero anyways.

Reploidof20xx 11:36, 24 June 2006 (UTC)

hum ?
do you know wher I can find the origin of this text ? Thanks

- Zero is not the original carrier of the virus. Hell, Dr. Wily didn't even engineer the thing.

- Dr. Light created the virus as a means of pacifying his creation, X. This "virus" keeps X calm and creates his hatred of violence.

- Zero was built as a pure raging homicidal maniac, so we can just infer that Wily completely circumvented the Rules of Robotics with his creation.

- Zero got the virus at some point*, and it does to him what it does to X, in that it suppresses his violent tendencies and makes him "good" (I remarked to Mav that this hilariously validates the back of MMZ1's box now). Zero becomes a Hunter as Sigma's mental state deteoriates (I think it's inferred, if not stated, that Sigma gets the virus from X. How he becomes the carrier and eventually the virus itself is either not explained or not translated yet).

- The reason Mavericks become they way they do is because they can't handle the virus in its raw form. They go insane because of it, which circles back to the potential cause for irregular behavior being some sort of design defect that X and Zero don't have because they are the originals.

- Zero is sealed away at some point in the X series era.

- Zero's copy body is made during this timeframe, and his memories transferred (the mysterious scientist in X6's ending?)

- Zero wakes up in his copy body to help X fight in the Elf Wars.

- Weil, as we know, finds Zero's body and builds Omega around it, because Zero is "immune to the virus". Perhaps that cleansing worked?

- Dr. Weil had corrupted the Mother Elf in his own way of doing good, because he wanted the Elf to destroy everyone he considered evil. Omega, who he created using the original body of Zero (that part wasn't retconned, thankfully), went overboard and killed 90% of Reploids/60% of humans instead. Elf Wars blamed on Weil, citizens of Neo Arcadia illegally banish him, yadda yadda.

- Guardians reported killed at the end of Mega Man Zero 3; they are said to have been destroyed in Original Zero's explosion. Mother Elf shielded Zero and returned him to the Resistance.

- Zero 3 was initially slated to be the end of a three-game arc. Zero 4 was created, presumably as a way to bridge MMZ to ZX by killing Zero and setting it up for Models Z and X to be Live Metals with the other four Guardians (point explained below).

- Oh yes, Ciel and Weil's ancestors were once bitter rivals. As Mav told me, "imagine what you will from that". tongue.gif

 * What's weird is that it says Zero was the first one infected, so Zero and X have to meet at some point PRIOR to the whole Zero vs Sigma fight. Has to be relatively soon, too, if Zero is still a maniac when Sigma fights him, and the virus "turns him good". Yes, this is extremely screwy...

This text was posted by Zan Sidera on http://megaman.retrofaction.com/community under the Mega Man X section and concerns a booklet that officially rectons everything that's been said in the X Series games and quite a bit of Zero series background story, which kinda makes me think we should strip out all mentions of plot from the game articles. Wolf ODonnell 15:38, 17 August 2006 (UTC)

Zero 3 Omega + Shiitenou
I've seen a few translated pages from the Rockman Zero Official Complete Works, and I am shocked by what it says involving the end of Zero 3. It turns out that the surviving Shiitenou were destroyed at the end of Zero 3 in Omega Zero's explosion. Is this information any use at all. Source: Atomic Fire Article (read comment 19) -- Reploidof20xx  (talk)  12:09, 16 August 2006 (UTC)
 * Oh. That means I'm right then.  I always THOUGHT they died, they'd have to either way the way they rebelled against Vile.  That, and a page from the RTRZ PHYSIS booklet shows them wearing the same jackets as Original X..

 * Oh, and by the way..it's Shitennou, not Shiitenou.—ウルタプ 14:31, 16 August 2006 (UTC)

 * Sorry bout that, I know there's a double letter somewhere, didnt know whether it was the I or the N. -- Reploidof20xx  (talk)  06:39, 17 August 2006 (UTC)

Fair use rationale for Image:Mega-man-zero-3-20040810021212099.jpg
Image:Mega-man-zero-3-20040810021212099.jpg is being used on this article. I notice the image page specifies that the image is being used under fair use but there is no explanation or rationale as to why its use in this Wikipedia article constitutes fair use. In addition to the boilerplate fair use template, you must also write out on the image description page a specific explanation or rationale for why using this image in each article is consistent with fair use.

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

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

BetacommandBot 23:24, 13 September 2007 (UTC)

Umm...One Question...
Why was the character paged removed/redirected? C'mon, a good portion of the characters are important to both this storyline, and later ones (ZX, whatever events happen between X and Zero, maybe even Legends). ChromeWulf ZX 02:48, 21 September 2007 (UTC)

Allusions
I've added a few of the series allusions, what I put was all I could think of. If anyone else wants to add, feel free to. The RockMan Zero Complete Works book has the info on the shape of Yggdrasil, but I can't find the picture. Forte X (talk)

title: Talk:Mega Man Zero (series)


text:
Hummingbird sage

Hummingbird sage is a common name for two different species of sage:

 * Salvia guaranitica, native to South America
 * Salvia spathacea, native to California

title: Hummingbird sage


text:
Liberal Assembly

The Liberal Party Assembly was the annual party conference of the British Liberal Party before its merger with the Social Democratic Party in 1988 to form the Liberal Democrats; the name is still used by the continuity Liberal Party created as its replacement. It traditionally concludes with all members rising to sing "The Land", which is also sung at the end of the Liberal Democrat Conference.

The Assembly is the sovereign body responsible for policy decisions and constitutional changes, making it the most democratic of the UK parties.

The modern Liberal Party's annual gatherings continue the numbering sequence used by the pre-1988 party. For example, the 2007 Assembly, held in Wolverhampton, was officially the 122nd Liberal Party Assembly.

title: Liberal Assembly


text:
Talk:Substance intoxication

Oh, man, that list of linked euphemisms is useless. Every single bluelink on it leads to either a punk rock band, a disambiguation page, or (most commonly) a redirect back to Intoxication. :-( All right if I unlink the whole list? Bishonen|Talk 16:55, 10 Apr 2005 (UTC) P. S. All right if I delete the whole list? --Bishonen|Talk 16:55, 10 Apr 2005 (UTC)
 * On second thoughts, I merged the list (unlinked) into List of slang terms for drunkenness and deleted it. The requested merge of the article itself with Drunkenness will create a daunting number of double of double and triple redirects, so I'm not doing that today. I hope somebody has the time, some day. --Bishonen|Talk 17:36, 10 Apr 2005 (UTC)

DYK
I question the DYK statement, "Did you know...that intoxication is never recognized as an excuse for crime, but settled insanity due to substance abuse is?" What about involuntary intoxication? Captain Zyrain 03:46, 28 October 2007 (UTC)

Why stoned
Why do we use the word stoned for being under the influence of alchol or pot when you feel fluid not solid? !!! —Preceding unsigned comment added by 86.0.191.241 (talk) 19:42, 23 August 2008 (UTC)

Red Hot Devil Pretty sure there are different meanings for the word intoxication, what about the intoxication of beauty? this definition is only about intoxicating drugs..... and pretty sure they use the word stoned because your brain is like a rock. lol. a smooth rock that has been stoned by the flowing waters of the river, resulting in a relaxing ride, or not.... but hey.... it used to always be ripped, but now ripped means your abs are great. lol. It is what it is, and you see it as you wish!! Red Hot

High's
There should be a section describing different types of high's such as from "Rider's High" and "Combat High". 05:39, 25 March 2010 (UTC) Cid SilverWing —Preceding unsigned comment added by 81.166.178.16 (talk)

Misleading drivel
Perhaps for articles such as this one and various other medicines-related articles I can think of Wikipedia should have 'misleading drivel' or 'twisted-mind product' classification Sorry To my mind this article looks like utter rubbish Laurel Bush (talk) 12:35, 26 October 2012 (UTC)

Classifcation
Under Substance intoxication page under the topic Classifcactions Where is Methamphetamine intoxication? Mudak568 (talk) 05:20, 1 January 2014 (UTC)

"Being high" listed at Redirects for discussion
The redirect [//en.wikipedia.org/w/index.php?title=Being_high&redirect=no Being high] has been listed at redirects for discussion to determine whether its use and function meets the redirect guidelines. Readers of this page are welcome to comment on this redirect at  until a consensus is reached. Steel1943 (talk) 03:12, 11 April 2024 (UTC)

title: Talk:Substance intoxication


text:
Mountains classification in the Tour de France

The mountains classification is a secondary competition in the Tour de France, that started in 1933. It is given to the rider that gains the most points for reaching mountain summits first. The leader of the classification is named the King of the Mountains, and since 1975 wears the polka dot jersey (maillot à pois rouges), a white jersey with red polka dots.

History
The first Tour de France crossed no mountain passes, but several lesser cols. The first was the col des Echarmeaux (712 m), on the opening stage from Paris to Lyon, on what is now the old road from Autun to Lyon. The stage from Lyon to Marseille included the col de la République (1161 m), also known as the col du Grand Bois, at the edge of St-Etienne. The first major climb—the Ballon d'Alsace (1178 m) in the Vosges — was featured in the 1905 race.

True mountains were not included until the Pyrenees in 1910. In that year the race rode, or more walked, first the col d'Aubisque and then the nearby Tourmalet. Both climbs were mule tracks, a demanding challenge on heavy, ungeared bikes ridden by men with spare tires around their shoulders and their food, clothing and tools in bags hung from their handlebars. The assistant organiser, Victor Breyer, stood at the summit of the Aubisque with the colleague who had proposed including the Pyrenees, Alphonse Steinès. The tour organiser, Henri Desgrange was confident enough after the Pyrenees to include the Alps in 1911.

The highest climb in the race was the Cime de la Bonette-Restefond in the 1962 Tour de France, reaching 2802 m. The highest mountain finish in the Tour was at the Col du Galibier in the 2011 edition.

Since 1905, the organising newspaper l'Auto named one cyclist of the Tour de France the meilleur grimpeur (best climber). In 1933, Vicente Trueba was the winner of this classification. In order to recognize climbers, the Tour de France director, Henri Desgrange, decided that cyclists should receive a bonus for reaching the tops first. From 1934 on, the gap between the first and the second cyclist to reach the top was given as a time bonus to the one reaching the top first. These time bonuses were later removed, but the King of the Mountain recognition remained. Although the best climber was first recognised in 1933, the distinctive jersey was not introduced until 1975, as the sponsor, Chocolat Poulain, wanted to enhance the visibility of the jersey in the peloton. The Tour's organizer Félix Lévitan decided to use the jersey used by the cyclist Henri Lemoine as a tribute to him. As a consequence, the sponsor, Chocolat Poulain, decided to change its wrappings of chocolate bars and covered them in a polka dot wrapper.

The first rider to ever wear the Polka Dot Jersey, during the 1975 Tour de France, was Joop Zoetemelk, and while he never won the King of the Mountains competition in the Tour De France he is considered to be one of the greatest climbers in Tour de France history. Zoetemelk did win the mountains classification in the 1971 Vuelta a España, as well as the general classification in the 1979 Vuelta a España and the 1980 Tour de France.

Sponsorship
The polka dots originate from sponsor Chocolat Poulain. Between 1993 and 2018, the jersey was sponsored by Carrefour supermarkets, initially under the Champion brand, and later under the main Carrefour brand from the 2009 edition of the Tour. Since 2019, the jersey is sponsored by E.Leclerc supermarkets.

Jerseys ranking
The polka dot jersey is the third most important jersey in the Tour de France, third to yellow and green jerseys. If a rider is the leader in the general and/or points classifications and in the mountain classification he will wear the yellow or green jersey. The second rider (or the following eligible rider) in the mountain classification will wear polka dot jersey with some exceptions:

 * If the second rider also leads the young rider classification, he will wear the white jersey (for example if rider A is first in both the general and mountain classification and rider B is second in the mountain classification but also the leader in young rider classification, then rider A will wear wear the yellow jersey and rider B will wear the white jersey);
 * If the second rider is world champion he will wear the rainbow jersey. If the rider is a continental champion or national champion he will wear the corresponding jersey;

In both case the third rider (or the following eligible rider) will be in polka dot jersey.

Current situation
At the top of many climbs in the Tour, there are points for the riders who are first over the top. The climbs are divided into categories from 1 (most difficult) to 4 (least difficult) based on their difficulty, measured as a function of their steepness, length, location within the stage (near the start or end), and location in the overall race (early in the race or toward the end). A few of the toughest climbs were originally given different individual points scales, and were thus listed as "uncategorised" (Hors catégorie, a term that has since passed into the French language to refer to any exceptional phenomenon); however, since the 1980s, the hors catégorie climbs have been merged into the single scale and have effectively become, despite the name, just a top category above category 1. In 2004, the scoring system was changed such that the first rider over a fourth category climb would be awarded 3 points while the first to complete a hors catégorie climb would be awarded 20 points. Further points over a fourth category climb are only for the top three places while on a hors catégorie climb the top ten riders are rewarded. From 2004 to 2021, points scored on the final climb of the day were doubled where that climb was at least a second category climb. In 2022 and 2023, mountain-top finishes were worth the same number of points as any other climb.

Distribution of points
The points gained by consecutive riders reaching a mountain top are distributed according to the following classification:

If two riders have an equal number of points, the rider with the most first places on the hors catégorie cols, is declared winner. If the riders arrived first an equal number of times, the first places on the 1st category cols are compared. Should the two riders again have an equal number of first arrivals in this category, the organization looks at mutual results in the 2nd, 3rd and 4th category, until a winner is found. If the number of first arrivals in all categories is equal for both riders, the rider with the highest position in the overall list of rankings receives the mountain jersey.

Double points
During of the 2000s, the Tour de France organization decided to double the points awarded at the top of certain ascents:

 * between 2004 and 2010 editions, the last climb of the stage awarded double points if the climb is at last a 2nd category;
 * between 2011 and 2016 editions happened the same but only if the last climb is also the finish line of the stage;
 * between 2017 and 2021 and since 2023, points are doubled on some hors catégorie (also 1st category in 2018) chosen by the organizers:
 * in 2017, hors catégorie also stage finish (only one case) ;
 * in 2018, the last ascension, whether 1st category or hors catégorie, from which stage of the last massif traversed (3 stages in the Pyrenees);
 * hors catégorie climbs higher than 2000 meters (5 climbs in 2019, 1 in 2020);
 * the last climb of the stage if the climb is hors catégorie (3 climbs in 2021);
 * highest point in the Tour de France (1 climb in 2023 and 2024).

For 2020, "Double points will be awarded at the top of passes or at the finish of stage 17 at Méribel Col de la Loze, the highest peak in the 2020 Tour (2,304 masl)". The organisation of the race determines which mountains are included for the mountains classification and in which category they are

Criticism of the system
The system has faced criticism. Six-time winner Lucien Van Impe said in 2010 that the mountain jersey has been devalued, because it goes to cyclists who have no hope of winning the general classification and are therefore allowed to escape and gather points in breakaways by the general classification contenders. According to Van Impe, focusing on the mountain classification was started by cyclists such as Laurent Jalabert and Richard Virenque, but compared to modern mountain classification specialists, "they could really climb, and they could win sprints on hors category climbs or even win the stage". However, in 2015, 2020, 2021, and 2022, the mountain classification winner also won the general classification.

Meilleurs grimpeurs (top climbers)
This list shows the cyclists who were chosen meilleur grimpeur by the newspaper L'Auto. Although L'Auto was organising the Tour de France, the meilleur grimpeur title was not given by the tour organisation, so it is unofficial. However, it is a direct predecessor of the later King of the Mountains title.

Winners of the general and mountain classification in the same year
Some cyclists have won both the general classification and the mountains classification in the same year. In the early years of the Tour, only the highest mountains gave points. Cyclists aiming for the Tour win generally did well on those mountains, so the riders high in the general classification were typically also high in the mountains classification, which made the double more likely. Later, the rules of the mountains classification changed, giving more points to mountains of lower category. The cyclists aiming to win the general classification did not spend energy on those lower category mountains, and thus other cyclists could aim for the mountains classification win. In 1969, Eddy Merckx won not only the general classification and the mountains classification, but also the points classification.

The general classification and the mountain classification were won by the same rider twelve times, by eight different cyclists:
 * 1938: Gino Bartali
 * 1939: Sylvère Maes
 * 1948: Gino Bartali
 * 1949: Fausto Coppi
 * 1952: Fausto Coppi
 * 1959: Federico Bahamontes
 * 1969: Eddy Merckx
 * 1970: Eddy Merckx
 * 2008: Carlos Sastre
 * 2015: Chris Froome
 * 2020: Tadej Pogačar
 * 2021: Tadej Pogačar
 * 2022: Jonas Vingegaard

Days in polka dot jersey
after the end of 2023 Tour de France

The classification existed since 1933. The polka dot jersey was issued since the 1975.

Before 1975
In some editions the Mountain Classification, without a distinctive jersey, was not compiled in the first stages (no points awarded in the first stages). Some riders led all the stages after the first points were awarded:

🇧🇪 Félicien Vervaecke 1935 (first stage awarding points: 4th stage)

🇮🇹 Gino Bartali 1938 (first stage awarding points: 8th stage)

🇮🇹 Fausto Coppi 1949 (first stage awarding points: 11th stage)

🇪🇸 Federico Bahamontes 1954 (first stage awarding points: 11th stage)

🇪🇸 Federico Bahamontes 1958 (first stage awarding points: 13th stage)

🇪🇸 Federico Bahamontes 1963 (first stage awarding points: 10th stage)

After 1975
No riders wore the jersey in all stages of a single edition. Lucien Van Impe in 1977 wore it in most stages in a single edition: 25 of the 28 stages (but the jersey was not issued in the prologue). Bernard Vallet in 1982 lead the classification in all 21 numbered stages but not after the prologue.


text: Talk:Ty O'Neal

title: Talk:Ty O'Neal


text:
Roman Catholic Diocese of Chiang Mai

The Roman Catholic Diocese of Chiang Mai (Dioecesis Chiangmaiensis, Thai: สังฆมณฑลเชียงใหม่) in northern Thailand is a suffragan diocese of the archdiocese of Bangkok. Bishop Francis Xavier Vira Arpondratana was appointed leader of the Diocese of Chiang Mai.

The Chiang Mai Diocese is composed of four provinces in the northern region of Thailand: Chiang Mai, Mae Hong Son, Lamphun, and Lampang (except Ngao District). The diocese covers a land area of 48,013 square kilometers with a total population of 5,709,443. As of 2014, there are 68,975 Catholics with 15,080 Catechumens. There are 47 parishes with 519 minor churches or village chapels, eight schools run by religious institutes, seven diocesan schools and 760 Catholic villages. There are 94 priests, 16 religious brothers, 158 religious sisters and 819 lay catechists who work in the diocese.

History
The history of the diocese dates back to the time when Siam granted its people the freedom to choose and practice their own religious faith. The followers of various religions were then allowed the freedom to go around and spread their own religious beliefs.

The mission to the northern region of the country started when Bishop Jean-Baptiste Pallegoix instructed Fr. Jean-Baptiste Granjean and Fr. Jean-Baptiste Vachal of the Society of Foreign Missions of Paris (Société des Missions étrangères de Paris or M.E.P.) to take a trip to Chiang Mai for the first time on 5 December 1843. It took them 45 days to reach Chiang Mai on 18 January 1844. At first, they received a warm welcome from the city chieftain but afterwards, the chief grew more unwelcoming. As a result, the two religious fathers abandoned their mission and return to Bangkok.

In 1913, Bishop Rene Perros revived the proposal to establish a center for evangelization in the northern region. In January 1914 he gave this assignment to Fr. Jean-Baptiste Fouillat and Fr. Joseph Broizat, who traveled to Chiang Mai. After exploring the possibilities of performing missionary activities in the area, they wrote to the bishop that the situation in Chiang Mai looked auspicious. They later bought a six hectare piece of land in the southern part of the city near the Ping River.

Bishop Rene Perros' dream was to build a catholic mission in the north. In 1930, Bishop Perros brought Father George Mirabel to the mission together with a Thai priest, Father Nicholas Bunkerd Kitbamrung (who is now recognized as Blessed Nicholas Bunkerd Kitbamrung, Martyr by the Roman Catholic Church), to start the work of evangelization in Chiang Mai. They reached Chiang Mai on 18 January 1931 and stayed with the Desousa family. Their work spread the Catholic faith. Missionary activities in other provinces also started to bear fruit in the 1930s.

The 1950s and 1960s were decades of progress in spreading the Catholic faith. Various congregations initiated missionary activities. A number of Catholic schools and churches were built while parishes and areas of apostolate and pastoral work were defined.

On 17 November 1959, the northern region mission was erected as the Apostolic Prefecture of Chiang Mai with Bishop Lucien Lacoste as its first bishop and head of the local church. The Apostolic Prefecture of Chiang Mai was elevated into a diocese on 18 December 1965.

After the resignation of Bishop Lucien Lacoste on 14 September 1975, Bishop Robert Rattana Bamrungtrakul was installed as the head of the Diocese of Chiang Mai. Bishop Joseph Sangval Surasarang was installed in the office as the head of the diocese on 25 January 1987.

At present, the entire Diocese of Chiang Mai is under the leadership of His Excellency Bishop Francis Xavier Vira Arpondratana, who received his episcopal ordination on 1 May 2009.

Until 2018 Chiang Mai Diocese included eight provinces: Chiang Mai, Chiang Rai, Lamphun, Lampang, Phayao, Phrae, Nan, and Mae Hong Son. Of a total population of 5.7 million, the number of Catholics has grown to 68,975 along with 15,080 catechumens who are preparing themselves to receive the sacrament of baptism. Ninety-four priests, 16 religious brothers, 153 nuns and 151 catechists are at work in the diocese.

Over the years, 518 chapels were built in the diocese's 47 parishes. Serving as the seat of the Catholic missions in the northern region of Thailand, the entire diocese covers a total land area of 85,852 square kilometers covering all eight Northern provinces: Chiang Mai, Chiang Rai, Nan, Phayao, Phrae, Mae Hong Son, Lampang and Lamphun.

In 25 April 2018 from the territory of the diocese was spring off the new circumscription, the Roman Catholic Diocese of Chiang Rai.

Cathedral
The principal church of the diocese is the Cathedral of the Sacred Heart (อาสนวิหารพระหฤทัย; Asana Wihan Phra HaRueThai; location 18.77514°N, 99.00311°W) in Chiang Mai. The current church, already the third cathedral building of the diocese, was inaugurated on 30 October 1999. The first Sacred Heart church was built in 1931. Shortly before the elevation to a diocese, a new, and larger, church was inaugurated on 28 February 1965.

The Sacred Heart College and the kindergarten school that surround the church building were added later in 2475 BE (1932 CE). Originally there were 40 students, now there are over 4,000. In the last few years an English program has been created. This currently has just over 100 students. Each class is small, around 16 students or so, and has two teachers: a native Thai-speaking teacher and a native English-speaking teacher. Whilst Sacred Heart College is a private school, its prices are controlled by the government and are lower than international private schools in the area. Students range from pre-school to university age.

Bishops

 * Francis Xavier Vira Arpondratana: 1 May 2009 – present
 * Joseph Surasarang: 6 January 1987 - 10 February 2009 (resigned)
 * Robert Ratna Bamrungtrakul: 28 April 1975 - 17 October 1986 (resigned)
 * 1959-1975 the prefecture and later diocese was administered by Bf. Lucien Bernard Lacoste, Bishop of Dali.

title: Roman Catholic Diocese of Chiang Mai


text:
Talk:Babe Alsworth

Why I removed the explain-significance template
Searching the web confirms that this guy is for real and actually quite interesting. IMO notable enough to warrant a WP entry, although the article certainly needs some fleshing out. Rl 16:59, 10 Apr 2005 (UTC)

title: Talk:Babe Alsworth


text:
Mudhoney (album)

Mudhoney is the debut studio album by American rock band Mudhoney, released in 1989. It was their first LP after several singles and two EPs (Superfuzz Bigmuff and Boiled Beef & Rotting Teeth).

The instrumental song "Magnolia Caboose Babyshit" is a cover of "Magnolia Caboose Babyfinger" by Blue Cheer, but the song is still credited to Mudhoney. The album, when bought as a new vinyl record, is also packaged with a poster of the band (Photo by Michael Lavine). The poster features the band in a blue filter and says "Mudhoney. The album is out." as well as the SubPop and Au Go Go logos.

Track listing
All tracks are written by Mudhoney, except where noted.

 * 1) "This Gift" – 3:34
 * 2) "Flat Out Fucked" – 2:15
 * 3) "Get Into Yours" – 3:50
 * 4) "You Got It" – 2:50
 * 5) "Magnolia Caboose Babyshit" – 1:07
 * 6) "Come to Mind" – 4:52
 * 7) "Here Comes Sickness" – 3:41
 * 8) "Running Loaded" – 2:50
 * 9) "The Farther I Go" – 2:07
 * 10) "By Her Own Hand" – 3:16
 * 11) "When Tomorrow Hits" – 2:39
 * 12) "Dead Love" – 4:27
 * 2009 Japanese CD reissue bonus tracks
 * 1) "Revolution" (Pete Kember) – 4:47
 * 2) "Baby Help Me Forget" (Mr. Epp) – 2:30
 * Tracks 13 and 14 are B-sides from the "This Gift" single.

Personnel
Adapted from the album liner notes.

 * Mark Arm - guitar, vocals
 * Steve Turner - guitar, vocals
 * Matt Lukin - bass guitar, vocals
 * Dan Peters - drums, vocals

Production personnel

 * Jack Endino - engineering
 * Jane Higgins - album cover design
 * Michael Lavine - album cover photography

title: Mudhoney (album)


text:
Karin Stoiber

Karin Stoiber, née Rudolf (born 6 July 1943 in Buchau, Nazi Germany (now Bochov, Czech Republic)) was the spouse of the minister-president of Bavaria from 1993 to 2007.

Karin Stoiber is the wife of the former prime minister of the state of Bavaria and chairman of the Christian Social Union (CSU), Dr. Edmund Stoiber. The Stoibers are currently living in Wolfratshausen, Southern Bavaria.

They have been married since 23 February 1968. They have three children together. Until the birth of her first daughter in 1971, she worked as a bank clerk.

Her special interest is helping deaf people. She is the patron of the "Kinderhospiz Allgäu".

title: Karin Stoiber


text:
List of Muppet Babies (1984 TV series) episodes

Muppet Babies (also known as Jim Henson's Muppet Babies) is an American animated television series, produced by Jim Henson Productions and Marvel Productions, that aired from September 15, 1984, to November 2, 1991, on CBS.


text:
Talk:Gorkha Hill Council

I'm slightly confused on one point. To my knowledge the Akhil Bharatiya Gorkha League was founded in 1943 and not 1995. Or is All India Gorkha League a separate party? --Soman 17:04, 10 Apr 2005 (UTC)

Reply: It is 1943 and Akhil Bharatiya Gorkha League and All India Gorkha League is the same party. Saildew (talk) 09:26, 1 December 2010 (UTC)

Nomenclature
This article must have the heading Darjeeling Gorkha Hill Council and not Gorkha Hill Council because Gorkha Hill Council was never established (although there was a proposal). There was only a Darjeeling Gorkha Hill Council that was established in 1988 and is still in administration in Darjeeling today. Saildew (talk) 09:21, 1 December 2010 (UTC)

title: Talk:Gorkha Hill Council


text:
Montreal, Maine and Atlantic Railway

The Montreal, Maine and Atlantic Railway was a Class II freight railroad that operated in the U.S. states of Maine and Vermont and the Canadian province of Quebec between 2002 and 2014. It was headquartered in Hermon, Maine.

Its Canadian subsidiary was named the Montreal, Maine and Atlantic Canada Company with offices in Farnham, Quebec. With the exception of an independently owned low-speed tourist train (the Orford Express) on one small segment between Magog and Sherbrooke, there was no passenger service on the MMA system.

MMA and its Canadian subsidiary entered Chapter 11/CCAA bankruptcy protection in August 2013 as a direct result of the Lac-Mégantic rail disaster, a runaway train incident in July 2013 which resulted in an estimated $200 million in damage and the deaths of 47 people.

MMA's assets were sold at auction to Railroad Acquisition Holdings, LLC, a subsidiary of Fortress Investment Group, LLC on January 21, 2014. Fifteen locomotives worth $1.6 million were excluded from the deal and will be sold separately. The sale was approved by bankruptcy judges on January 23, with the transfer of assets expected to occur on or before March 31, 2014. Railroad Acquisition Holdings, LLC has established a new railroad named Central Maine and Quebec Railway to operate the former MMA rail lines. The CM&Q was acquired by Canadian Pacific Railway in June 2020.

2003 Assets acquired
MMA was formed in October 2002. The railway was 72.8% owned by Rail World ($54.7 million) and 12.8% by Caisse de dépôt et placement du Québec ($7 million) with the remaining minority stakes held by fifteen other private investors.

MMA purchased the assets arising out of the 2002 bankruptcy of the holding company Iron Road Railways. Iron Road Railways owned the following subsidiaries at the time of its bankruptcy:

 * Bangor & Aroostook Railroad
 * Canadian American Railroad
 * Northern Vermont Railroad
 * Quebec Southern Railway
 * Van Buren Bridge and Construction Company (VBB)

Closing of the sale by the trustee for Iron Road Railways took place in January 2003 and MMA began operations over 745 mi of track. An average of 25 trains were operating each day and the company employed roughly 350 people at that time. MMA's logo design was based on that of Bangor and Aroostook Railroad.

2003-2010 Cost-cutting
Almost immediately after MMA began operations, two of the railway's largest customers, a pair of Great Northern Paper mills in Millinocket and East Millinocket, declared bankruptcy and shut down.

MMA responded by reducing its workforce to 275 employees and cut salaries by 40 percent. The decline of the pulp and paper industry as well as the lumber industry, which originally represented 60% of the railway's traffic base, had rendered a company worth $60 million in 2003 effectively worthless. Accountants from the la Caisse de dépôt et placement du Québec wrote that company's investment in MMA down to a nominal $1000 from 2008 onward. MMA laid off additional workers in 2006 and in 2008 as the company struggled to become profitable.

In the spring of 2010, MMA cut train crews from two workers to one, installing remote control and cutting the total workforce to 175 people (down from twice that number in 2006). These steps were estimated to save $4.5 million annually in wages. Later that year, it sold the northern 233 mi of the former BAR line to the state; this track was in very poor condition but its sale brought $20 million, $7 million of which was used to repay a 2003 loan from la Caisse de dépôt et placement du Québec, an MMA stockholder. MMA was the only Maine railway to use a single-person crew and a remote-control device instead of the more common two-person crews.

Largely due to the lack of money for track maintenance and equipment, adverse winter weather conditions, and possibly the practice of running with single person crews, from 2003 to 2013 MMA recorded an accident rate of 36.1 accidents per million miles travelled, versus a national average of 14.6/million miles traveled for all of North America, according to data from the Federal Railroad Administration.

Freight volumes continued to drop as manufacturers, needing to meet customer demands for smaller quantity just in time delivery in order to reduce inventories, began to prefer trucking firms as faster and more reliable than MMA.

2008 Eastern Townships passenger proposal
A 2008 proposal to return passenger train service to the Eastern Townships on the 150 km route between Montréal and Sherbrooke was studied but never implemented. The MMA-owned section of the line from St-Jean-sur-Richelieu to Sherbrooke would have required costly upgrades to tracks and bridges in order handle Via Rail passenger trains operating at 110 km/h.

2011 Twin Rivers Paper dispute
In 2011, the Twin Rivers Paper Company of Madawaska, Maine, the largest customer on the former BAR line, intervened in a United States District Court lawsuit which sought to allow the company to deal directly with Canadian National Railway after years of problems with what it described as "MMA's exorbitant pricing structure, ineffective service, and annoying executives." MMA was charging more to haul rail cars 24 mi from Madawaska, ME to the interchange point with CN at St. Leonard, NB than CN demanded to carry this freight onward to Montreal, Quebec. MMA's service and business practices had been subject to ongoing complaints from Fraser Papers Inc. and its successor Twin Rivers Paper Co. about missed pickup and delivery deadlines as well as poor track maintenance.

Upon failing to break free from MMA's local monopoly through legal action, Twin Rivers Paper Co. resorted to transshipment of its entire output across the Canada–United States border to Edmundston, New Brunswick by truck for placement directly on CN trains.

2010 Northern Maine abandonment
In early February, 2010, the MMA filed a notice of intent with the Surface Transportation Board that it intended to abandon 233 mi of track in northern Maine, between Madawaska and Millinocket, part of the original Bangor & Aroostook Railroad's main line bought by MMA in 2003. Many portions of this track were in such poor condition that freight could only safely run at 10 mph.

Affected lines were located in Penobscot County and Aroostook County, Maine, and included track serving Houlton, Presque Isle, Caribou and Fort Kent. MMA lines between Millinocket and Montreal, Brownville and Searsport, and Madawaska to Van Buren were not included in this application.

According to MMA, losses from operating the lines had reached the point where they were threatening the financial health of the entire railroad. The STB subsequently postponed action on the request in late April, after the railroad and Maine officials agreed to negotiate to prevent the lines from being abandoned, which the state said could negatively affect the economy of the area. State legislators proposed that the state buy the lines and contract out freight rail service, similar to lines in Vermont.

On October 20, 2010, the railroad reached an agreement to sell 233 mi of track in the northern part of Maine to the state government for $20.1 million; The Surface Transportation Board approved MM&A's abandonment of the tracks on December 28, 2010, allowing the state to purchase them. Maine awarded a state contract to operate the line to J.D. Irving Limited subsidiary Irving Transportation Services on April 5, 2011 and completed $10.5 million worth of federally subsidised repairs to the long-neglected line in 2011-2012, including replacement of 50,000 ties and portions of the stone rail bed.

Irving Transportation Services, which owns and operates New Brunswick Railway Company (and subsidiaries New Brunswick Southern Railway / Eastern Maine Railway) established a new subsidiary Maine Northern Railway in June 2011 to operate the line, hiring an additional thirty workers and acquiring additional locomotives and rolling stock. In December 2011, the MMA agreed to sell the remaining 25 mi of track between Madawaska, Maine and Van Buren, Maine, MMA's last track in northern Maine, to Irving outright.

The red ink continued to flow; in 2011, MMA was losing four to five million dollars a year. An attempt to sell the entire MM&A operation in 2011 failed as US government loans provided to the railway were not transferable to a subsequent buyer.

2012 Sainte-Rosalie abandonment
MMA suspended freight service on July 16, 2012 over the Ste Rosalie Subdivision without prior notice to its customers. This 38 km rail line connecting the MMA main line at Farnham, Quebec north to Sainte-Rosalie in the Montérégie region of Québec was inspected in May 2012 by Transport Canada and was deemed to be non-compliant with recently updated "Rules Respecting Track Safety" implemented by Transport Canada. The non-compliance was due to ongoing cost-cutting by MMA which resulted in deferred maintenance to the track between 2002 and 2012. MMA claimed the new "Rules Respecting Track Safety" was a force majeure and sufficient reason to terminate train operations without first complying with Section 140 of the Canada Transportation Act detailing requirements for "Transferring and Discontinuing the Operation of Railway Lines". The CTA legislation states that railway companies must give one year advance notice.

Two local clients affected by MMA's suspension of service, F. Ménard Inc. and Meunerie Côté-Paquet, have since initiated lawsuits against the railway.

In 2013 MMA attempted to abandon the right of way and sell it to local municipalities. Because of the poor condition of the tracks on this section, if the sale were successful, the rails would likely be removed and the property converted to a rail trail.

2012 Oil shipments
The MMA had been constantly struggling financially since it was formed in 2002 due to economic problems facing its primary customers in the forestry industry. The forestry industry in Maine and Quebec fared poorly in the Great Recession of 2008-2010 and in 2010, MMA cut its workforce dramatically and sold hundreds of miles of track in northern Maine to control operating costs and manage its debt. The company's fortunes began to change in 2012 when MMA embraced oil-by-rail as a path to profitability. Transporting oil allowed it to re-hire laid-off workers and purchase additional locomotives (rebuilt General Electric C 39-8s originally constructed in 1986). The oil being transported over MMA was destined for Saint John, New Brunswick's Irving Oil Refinery. By early 2013, environmental groups and Maine state officials were expressing concern about the increasing amounts of crude oil on both the MMA and its rival Pan Am Railways in the wake of a string of minor derailments on both railroads. According to Maine Department of Environmental Protection director Scott Whittier, "The transportation of crude oil across rail lines is a concern because many times, rail lines are very close to sensitive water bodies, so it does present a potential threat that we need to prepare for."

In a March 2013 Associated Press interview, MMA chief executive Robert Grindrod dismissed these concerns, stating "The statistics tell you how much has been transported, but to the best of my knowledge, there hasn't been any spilled or released,".

2013 Frontenac fuel spill
On June 11, 2013 an MMA locomotive spilled 13000 L of diesel oil from its fuel tank at Frontenac (approximately 5 km east of Lac-Mégantic, Quebec) after the tank was perforated while using a switch.

2013 Lac-Mégantic disaster
On July 6, 2013, train MMA 2, which was made up of C30-7 5017, a VB Remote Control Caboose, C30-7 5026, CITX SD40-2 3053, C30-7 5023, CEFX SD40-2 3166, a boxcar being used as a buffer car and 72 DOT-111 cars carrying crude petroleum products derailed in the centre of Lac-Mégantic, Quebec. The runaway train, without anyone at the controls after a stop at Nantes for a crew change, derailed at approximately 1:20 AM, and four of its cars exploded. The city's downtown core suffered catastrophic damage, with many businesses and residential properties completely destroyed. Many of the residents lost their homes or jobs; 47 people are presumed dead in the deadliest Canadian rail disaster since the St-Hilaire train disaster in 1864. The locomotives separated from the cars before they could derail.

Rail World president and CEO Edward Burkhardt first visited Lac-Mégantic after the accident on 10 July 2013, and was heckled by residents. After the accident the railway's safety record was called into question. The train had been left unattended and improperly secured overnight on the mainline, with one locomotive running, on a -0.92% grade leading 18 km from Nantes, Quebec downhill to a 10 mph curve where the line entered downtown Lac-Mégantic. By then the track had fallen 360 ft over 7.2 miles. The railway air brakes appear to have released after a local fire brigade shut down the locomotive to extinguish a fire in the engine, allowing the oil-laden cars to roll downhill into the town as an insufficient number of hand brakes had been applied to hold the train.

Burkhardt refused to publicly disclose the amount of liability insurance but acknowledged in mid-July "Whether we can survive is a complex question. We're trying to analyze that right now." Questions were also raised about the condition of the line; on July 11 a Magog newspaper reported one in ten railroad ties to be rotten with many spikes loose enough to be removed by hand.

Following the accident, the MMA ceased operations on its lines between Lac-Mégantic and Jackman, Maine, effectively severing rail transport on its lines between Maine and Quebec, though rail traffic continued outside the affected area. In Quebec, MMA had continued operation from Farnham with a skeleton staff after the derailment, having laid off 24 Canadian employees and 64 workers in Maine in July 2013 as the line remained blocked by wreckage at Lac-Mégantic. MMA aggregate gross revenue dropped by two thirds, leaving $1 million/month in revenue on the broken line. According to CEO Burkhardt, "This may cost us our company. This may cost us our investment, cost the employees their jobs, the customers in Quebec, in Maine their rail service."

On July 30, 2013, the Maine Department of Transportation established contingency plans for MMA's rail clients, contacting every Maine freight railroad to find an operator to carry local factory freight should MMA completely cease operation. These plans were developed due in part to US federal law, which requires that a trustee step in to keep a bankrupt rail line operating until a buyer is found, due to the railway's status as a monopoly in many communities.

On August 6, 2013, Burkhardt stated that MMA has no further plans to carry oil by rail.

2013 Financial difficulties and bankruptcy
Following the tragedy, parent company Rail World faced hundreds of millions of dollars in lawsuits and environmental cleanup costs due to the destruction of downtown Lac-Mégantic. It is unclear how much of the disaster's cost was paid by liability insurance; laid-off MMA workers reported problems obtaining the severance pay owed them and cheques to suppliers were rejected due to non-sufficient funds.

On August 7, 2013, the company filed for bankruptcy protection in both the Quebec Superior Court in Montreal (under the Companies Creditors Arrangement Act) and the United States Bankruptcy Court in Bangor, Maine (under Chapter 11). According to Burkhardt, the financial obligations of both US and Canadian subsidiaries "now exceed the value of their assets, including prospective insurance recoveries, as a direct result of the tragic derailment at Lac-Megantic. A process under Chapter 11 and the CCAA is the best way to ensure fairness of treatment to all in these tragic circumstances."

MMA had $50–100 million in US assets and less than $18 million in Canadian assets, including the track itself. It owed $27.5 million on a 2005 Federal Railroad Administration loan, $6 million on a 2009 line of credit issued by the Wheeling and Lake Erie Railway and $3.5 million to various other creditors and tax authorities. J.D. Irving, as owner of NBM Railways, is one of MMA Canada's largest unsecured creditors at $2.35 million. The total cost of the Lac-Mégantic derailment exceeded $200 million; MMA had $25 million in liability insurance and $274,000 in its bank accounts at the time of bankruptcy filing. Eighty-five MM&A employees remained on duty after the bankruptcy filing to provide service to all stations on the line except Lac-Mégantic, where all tracks remained blocked since the July 6 derailment and fire. Fifteen of those workers were laid off on August 20.

On August 13, 2013, the Canadian Transportation Agency announced it planned to revoke the MMA's certificate of fitness effective August 20, 2013, citing inadequate liability insurance; this effectively would have banned the MM&A from operating in Canada. The August 20 date was later extended until February 1 and subsequently to April 1. Since the insurance policy's franchise provided no coverage for liability claims under a quarter-million dollars, the Québec Superior Court would set aside this sum in MMA's bankruptcy as available to victims of a future disaster involving MMA.

On September 12, Transport Canada shut down part of the MMA line after an inspection of six track segments found substandard rail conditions which included a concentration of defective ties on a section near a propane storage facility. A failed October 11 inspection led Transport Canada to embargo the entire line between Lennoxville and Lac-Mégantic. Orford Express, a special tourist train which used MM&A lines between Magog and Sherbrooke, carried $50–100 million in liability insurance independently of MMA and planned to continue its regular service. A planned special train to carry 5000 visitors from Sherbrooke to Lac-Mégantic between Thanksgiving and Halloween 2013, however, was scrapped as the embargo between Lennoxville and Lac-Mégantic forced Orford Express passengers to travel to Lennoxville and Lac-Mégantic via bus from Sherbrooke.

On December 18, 2013, the rail line from Sherbrooke was reopened through Lac-Mégantic with numerous restrictions, such as a prohibition on transport of dangerous cargo; a train's manifest being released no less than four hours ahead; no parking on tracks within 4 km of the town centre; a conductor and engineer must both be on board; and a train's speed must not exceed 16 km/h. The first test train carrying particle board from the local Tafisa factory to Sherbrooke rolled through the town centre. There were plans to reroute the tracks outside the town by changing the track's route between Nantes and Frontenac; however, no time table was ever set.

2014 sale
MMA's assets were sold at auction to Railroad Acquisition Holdings, LLC, a subsidiary of the Fortress Investment Group, LLC, in January 2014 in an attempt to keep the line open as a going concern. That group's initial bid for US$14.25 million, placed in December 2013, was the only to offer to buy the entire MMA system. The terms of the sale were announced in mid-February 2014 when the new railroad named Central Maine and Quebec Railway was registered in the United States and Canada. The sale was finalized in March 2014.

A joint bid from J.D. Irving Inc.'s Eastern Maine Railway and Pan-Am's Springfield Terminal Railway offered $8 million for just the Maine portions of the line; the Washington County Railroad offered $750,000 for just the line to Newport.

A few hours after court approval of the sale, Great Northern Paper announced a 16-week closure of its mill in East Millinocket. On January 30, trustees filed a US lawsuit on behalf of the bankrupt railway, alleging that World Fuel Services was negligent in failing to properly label the train's dangerous cargo and that, had its true volatility and inflammability been honestly disclosed on shipping documents, MMA procedures would have prevented it being left unattended on a main rail line.

On May 12, 2014 the Montreal, Maine and Atlantic Railway was charged with 47 counts of criminal negligence; engineer Thomas Harding, manager of train operations Jean DeMaître and rail traffic controller Richard Labrie were arrested and will appear in Lac-Mégantic's court.

Before the derailment, MMA employed 179.

Interchange points
B&M/PAR
 * Newport, Vermont (via WACR)

CN
 * Saint John, NB (via NBSR/EMR)
 * Sherbrooke, QC (via SLQ)
 * St. Jean, QC
 * St. Leonard, NB (via MNR)
 * Ste. Rosalie, QC

CP
 * St. Jean, QC

CCR EMR/NBSR
 * Newport, Vermont (via WACR)
 * Brownville Jct., ME

MNR
 * Millinocket, ME

NECR
 * Newport, VT (via WACR)

QCR (defunct)
 * Sherbrooke, QC

MEC/PAR SLQ/SLA WACR
 * Mattawamkeag, ME (via NBSR/EMR)
 * Northern Maine Jct., ME
 * Lennoxville, QC
 * Newport, VT

title: Montreal, Maine and Atlantic Railway


text:
Mobile Public Affairs Detachment

A Mobile public affairs detachment, or MPAD, is a public relations type of unit found in the United States Army.

Background
A mobile public affairs detachment is a modular, task organizable unit that is assigned to a Division Headquarters, Corps Headquarters, Senior Army Sustainment Headquarters, Theater Army Headquarters or Unified Command. It provides direct Public Affairs support through planning, coordination, execution and supervision of expeditionary and campaign public affairs operations in support of Theater Army, joint, interagency, intergovernmental, and multinational and unified operations.

The MPAD is commanded by a major and includes up to 20 soldiers i.e. one First Sergeant and one Public Affairs Operations NCO, MOS 46Z, three captains, and thirteen Mass Communication Specialists and Sergeants, MOS 46S. MOS 46S replaced the 46R MOS and 46Q MOS in 2018. Enlisted grades include E-4 to E-8. In the Army Reserve, it includes one Public Affairs NCO as Active Guard Reserve (AGR) full-time support staff.

Mission
MPADs are charged with gathering and distributing media to both internal and external audiences. They may be expected to produce either a newspaper, magazine, or a newscast. MPADs also serve to facilitate civilian media of all nationalities. They ensure the Army's policy of "maximum disclosure, minimum delay" is upheld. This is accomplished with press releases, response to queries, and by aiding media with travel, lodging, meals, and internet or phone connectivity. In addition, both the Army print and broadcast journalists within the MPAD distribute high quality video footage and print stories from their area of deployment to news organizations all over the world. Many of these are then used by these media organizations in their broadcasts and publications. The MPAD also records archival combat footage. Much of this footage is later used in civilian news or documentary programs.

The MPAD units represent an invaluable tool for division, corps or even theater commanders who are able to significantly augment their organic public affairs assets. Although often an independent and separately attached unit, the MPAD often falls within the authority of the division, corps or theater public affairs officer depending on which of these echelons they are attached to while deployed.

Active duty units
There are currently four active duty MPADs. The 22nd MPAD is stationed in Fort Bragg, North Carolina, and until recently was the only active duty MPAD. The three newest MPADs were created to assist in the wake of the September 11 attacks and the Global War on Terror. They are the 5th MPAD, stationed in Fort Lewis, Washington, the 7th MPAD, stationed in Fort Cavazos, Texas, and the 16th MPAD, stationed in Fort Bliss, Texas.

Army Reserve units
There are 16 MPADs in the Army Reserve. This does not include assets belonging to the Army National Guard.

title: Mobile Public Affairs Detachment


text:
Jacques Witta

Jacques Witta (born 22 April 1934) is a French film editor who began working in motion picture editing in the late 1950s. During his career, he has edited more than 60 feature films and has worked with noted French film directors such as Claude Berri and Jean Becker but is best known for his collaboration with Krzysztof Kieślowski which began with The Double Life of Véronique, and continued on Three Colors: Blue and Three Colors: Red. He was also the editor of Harrison's Flowers, which was released by Universal Pictures in the US theatrically.

Jacques Witta won the César Award for Best Film Editing on two occasions. He won in 1984 for L'Eté meurtrier (One Deadly Summer) and again in 1994 for Trois couleurs: Bleu (Three Colors: Blue).

Selected filmography

 * 1997 : Messieurs les enfants
 * 2007 : Conversations with My Gardener
 * 2008 : Love Me No More
 * 2014 : Get Well Soon

title: Jacques Witta


text:
Mark IX tank

The Mark IX tank was a British armoured fighting vehicle from the First World War. It was the world's first specialised armoured personnel carrier (APC).

Development
During the first actions with tanks, it became clear that infantry often could not keep up with the tanks; not because soldiers were too slow—the early tanks themselves could only move at a walking pace—but because soldiers on foot remained vulnerable to machine gun fire, though tanks had been invented to solve that problem. On many occasions, positions gained at great cost were immediately lost for lack of infantry to consolidate. It was thought this problem might be solved by cramming a few infantry soldiers into each tank, but the atmosphere inside was of such poor quality that the soldiers became ill and eventually lost consciousness. When exposed to fresh air again, the crew were incapacitated for about an hour while recovering from the noxious fumes inside the tank. They would be sick and suffer from severe headaches.

In the summer of 1917, at the same time as another 'carrier' tank, the Gun Carrier Mark I, was under development, Lieutenant G.J. Rackham was ordered to design an armoured vehicle specifically for troop transport. He cooperated with Eustace Tennyson d'Eyncourt, the chairman of the Landships Committee. Design was complicated by a demand that the vehicle could be fitted with sponsons, converting it into a more modern battle tank than the Mark V tank, in case the Mark VIII tank design proved a failure and the type was still designated as a tank, a 'Mark IX' to succeed the Mark VIII but that requirement was soon dropped due to its complexity.

Prototype construction and production
In September 1917 Armstrong, Whitworth & Co. in Newcastle-upon-Tyne began constructing two prototypes of a pure transport vehicle that would become the Mark IX, which could also serve as a supply tank. The prototypes were approved the following year, at a time when it had become clear that a possible alternative, the stretched Mark V* tank, was unsuited for infantry transport. Two hundred Mark IXs were ordered from the tractor manufacturer Marshall, Sons & Co. of Gainsborough, Lincolnshire but by the end of the Great War only three had been finished, out of a total ultimate production run of thirty-four. A specially-designed sledge developed by the tank workshop in France, that allowed an additional 10 LT of stores to be hauled, was tried.

Description
As there was no time for a completely new design, the Mark IX was based on the Mark V, with the hull lengthened to 9.73 m. The 150 hp Ricardo engine was moved to the front, the gearbox to the back and the suspension girders left out entirely. This created an inner space 4 m long and 2.45 m wide, enough room for thirty (officially even fifty) soldiers or ten tons of cargo. To ensure sufficient stiffness for the chassis, the floor was reinforced by heavy transverse girders. The infantry inside had to contend with the control rods for the gears running along the roof and the drive shaft through the middle. Unfortunately for the infantrymen, no seats were built in for them in the tank.

The crew proper consisted of a driver sitting on the left and a commander sitting to the right of him (the first time in a British tank making this concession to the prevailing traffic conditions in France), a mechanic, and a machine gunner who could man a gun in a hatch at the rear. A second machine gun was fitted in the front. Designed as an armoured personnel carrier, the type had elements of an infantry fighting vehicle, as along each side of the hull there were eight loopholes, through which the soldiers could fire their rifles. Four of the total of sixteen loopholes were in the four oval doors (two to each side) through which soldiers could embark and disembark.

Despite the use of thinner—10 mm—armour, the operational weight was still 27 LT and the speed only 4.3 mph. The tank could also carry supplies in a tray on the roof behind the commander's armoured observation turret (being the highest point at 2.64 m), while towing up to three loaded sledges. Rackham tried to improve internal conditions by putting a large silencer on the roof together with ventilation fans; but there was still no separate engine compartment and it is, therefore, questionable whether the project achieved the goal of a vehicle capable of delivering a squad of infantry in fighting condition, even given the severely limited operational range of the Mark IX.

Operational history and project
The Mark IXs were used for some years after the war. Pictures exist of vehicles carrying the designation "IC" painted on their hulls, probably indicating they were indeed used as "Infantry Carriers". The type – named The Pig after the low front track silhouette that gave a snout-like appearance – was used as the basis of two conversions: one of the first three built was used as an armoured ambulance, while another was rebuilt as an amphibious tank by the staff of the test base at Dollis Hill.

"The Duck" Amphibious Conversion
Already a bulky vehicle — the probable reason the Mark IX was selected as the basis for an amphibious tank — its displacement was improved by fitting drums at the front and sides. Long wooden boards were attached to the track links but at one side of the board only; as they reached the curve of the track they would project, acting as paddles. Pictures were made of a floating tank in Hendon Reservoir on 11 November 1918, the day of the Armistice. According to oral tradition, this vehicle was named The Duck but there are doubts as to its veracity. The photographs show that a large rectangular superstructure had been placed around the cab and from this superstructure pipes projected upwards, likely the outlets of bilge pumps. The vehicle was for the occasion manned by Navy personnel.

The last surviving Mark IX now resides at The Tank Museum, Bovington.

title: Mark IX tank


text:
Wikipedia:Articles for deletion/RabbitGod

 This page is an archive of the discussion about the proposed deletion of the article below. This page is no longer live. Further comments should be made on the article's talk page rather than here so that this page is preserved as an historic record. The result of the debate was delete. - Mailer Diablo 03:25, 16 Apr 2005 (UTC)

RabbitGod
This appears to be a prank; 44 google hits for "rabbitism", none on the first page were relevant. Suspect this only exists in the imagination of the author. Meelar (talk) 17:05, Apr 10, 2005 (UTC)

 * Delete. I'd have put a tag on it myself.  Xezbeth  17:27, Apr 10, 2005 (UTC)
 * Delete sounds like somebody read too much Watership Down and based a religion on bunnies. Andrew Lenahan - St ar bli nd 18:14, Apr 10, 2005 (UTC)
 * Delete, but regrettably. Well-written article, but seemingly fictional and in the wrong place. Possibly Userfy. - Sango123 20:31, Apr 10, 2005 (UTC)
 * Delete (may consider putting in a redirect to Frith, the main deity from Watership Down). Radiant_* 21:17, Apr 10, 2005 (UTC)
 * Redirect to Frith. Not a bad suggestion Radiant. Megan1967 06:58, 11 Apr 2005 (UTC)
 * Note that the article has been moved to Rabbitism. sjorford →•← 08:37, 11 Apr 2005 (UTC)
 * Delete this mess to clear it from the history and redirect to Frith. Outstanding suggestion! - Lucky 6.9 05:54, 13 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.