text:
Relation of Ideas

In philosophy, a relation is a type of fact that is true or false of two things. For instance, "being taller than" is a relation that is true of "Shaquille O'Neal and Ross Perot" and false of "the Empire State building and Mt. Everest." Substances or things have properties ("this spot is red"). Relations on the other hand obtain between two substances ("this spot is bigger than that spot") or two properties ("this red is a darker shade than that red").

There are two major kinds of relations: ontological and epistemological. Ontological relations are entities like "father", which is a person considered in his relation to a child. Epistemological relations are often logical connections that obtain between two concepts or ideas, like "entailment." The fact that all men are mortal and that Socrates is a man entails that Socrates is mortal—the relation between Socrates' mortality and the mortality of all men is an entailment relation.

Relations in modern philosophy
Relation of Ideas, in the Humean sense, is the type of knowledge that can be characterized as arising out of pure conceptual thought and logical operations (in contrast to a Matter of Fact). For instance, in mathematics: 8 x 10 = 80. Or in Logic: All islands are surrounded by water (by definition).

In Kantian philosophy, a relation is equivalent to the analytic a priori. Unlike Hume, Kant denied, in the introduction to his "Critique of Pure Reason", that mathematical truths were analytic. Rather, 'a bachelor is unmarried' is true by relation of the definitions of the concepts of 'bachelor' and 'unmarried.'

In Leibniz, relations of ideas are also similar to the so-called Truths of Reason, which are defined as those statements whose denials are self-contradictory.

title: Relation of Ideas


text:
Siegbahn notation

The Siegbahn notation is used in X-ray spectroscopy to name the spectral lines that are characteristic to elements. It was introduced by Manne Siegbahn.

The characteristic lines in X-ray emission spectra correspond to atomic electronic transitions where an electron jumps down to a vacancy in one of the inner shells of an atom. Such a hole in an inner shell may have been produced by bombardment with electrons in an X-ray tube, by other particles as in PIXE, by other X-rays in X-ray fluorescence or by radioactive decay of the atom's nucleus.

Although still widely used in spectroscopy, this notation is unsystematic and often confusing. For these reasons, International Union of Pure and Applied Chemistry (IUPAC) recommends another nomenclature.

History
The use of the letters K and L to denote X-rays originates in a 1911 paper by Charles Glover Barkla, titled The Spectra of the Fluorescent Röntgen Radiations ("Röntgen radiation" is an archaic name for "X-rays"). By 1913, Henry Moseley had clearly differentiated two types of X-ray lines for each element, naming them α and β. In 1914, as part of his thesis, Ivar Malmer (sv:Ivar Malmer), a student of Manne Siegbahn, discovered that the α and β lines were not single lines, but doublets. In 1916, Siegbahn published this result in the journal Nature, using what would come to be known as the Siegbahn notation.

Correspondence between the Siegbahn and IUPAC notations
The table below shows a few transitions and their initial and final levels.

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

title: Siegbahn notation


text:
Talk:Cross-City Line

It's ridiculous to have two seemingly identical lists of links, going to differenet targets - and it's contrary to the W3C WAI guidelines on accessibility. I'm not sure, if the non- tabular list cannot be removed, how to deal with this, but the page as it currently stands is a mess. Andy Mabbett 13:51, 3 Jun 2005 (UTC)

The sidebar gives links to the individual stations on the line, whereas the bulleted list links to the towns. This is the same format used on all lines listed at List of railway lines in Great Britain. Our Phellap 23:18, 15 August 2005 (UTC)

Route diagram
I've added a route diagram to this page. Unfortunately the text is a little small, so I'll try to produce a better image. I'd like the map to appear alongside the sidebar table of stations - does anyone know how to do this?

I've also put the stations back from north to south, to match the diagram, and the Chase line. --Tivedshambo 20:25, 15 June 2006 (UTC)

Updated the map - it's now a bit more readable, though I may try to improve it next week.--Tivedshambo 14:31, 16 June 2006 (UTC)

Historical train types & new stations
(Feels weird titling it as such for something that happened in my lifetime, but..)

Whoever wrote this forgot the electric trains that formed the stopgap between the diesels and the 323's... I clearly remember, when using this route to get to school in the mid 90s (wylde green to sutton - one stop only, but about the longest one on the line), we started out riding rather decrepit navy blue four-carriage jobs - with an enormous pantograph arrangement halfway down, all the accelerative force of a gentle cough (despite massive gear noise from the motors), and the old school steam loco coach type access arrangement, with one door per pair of seats... that was impossible to open with the interior latch and was much easier used by opening the window and twisting the exterior handle, usually before the train had come to a complete halt (despite the vicious brakes).

Good times... the hard-charging, automatic door 323s actually seemed to be a bit killjoy in comparison, great machines though they are. Shame the company went under.

Also... where in the world would a station in Mere Green or Raddlebarn Road be sensibly located? In the former, I'm not entirely sure where the railway line goes between four oaks and butlers lane, but i know it does it in a deep cutting, and there's barely time for the train to make it up to maybe 30mph before slowing again (similar to the gap between wylde green and chester road, where you can successfully get on at CR station after a spirited drive if you're late to WG and see the train pulling out.. i.e. Mere Green itself is already easy walking distance from either existing station, and not much more than a 6-carriage length away). I have similar reservations about the Selly Oak idea; anyone who isn't emphysemic or terminally obese can make it between the hospital to/from SO station in about 5 minutes with ease, which certainly doesnt justify the great cost of building another stop so close to the existing one, and the service slowdown and line congestion it would cause. I call bunk on this idea - it may have been something idly tossed around a Centro boardroom where the author was present, but the practicalities of it are laughable. Re-tunnelling around birmingham centre seems a more profitable way to blow your millions (made a lot more possible now by redevelopment and park zoning than may have been thought 10 years ago).

What of the occasionally surfacing idea to improve capacity by returning passenger services to the freight rail line that passes through Sutton Park, New Hall et al, including redevelopment of the (now abandoned) mail sorting office that adjoined the line? Even today, the 323s can get shockingly cramped around 5.30pm... something definately needs to be done (though it's an economist's dream in terms of capacity utilisation and efficiency in that state) —Preceding unsigned comment added by 82.36.128.25 (talk • contribs)

The Butlers Lane-Four Oaks section of the line runs roughly parallel to Lichfield Road, cutting under it about a hundred metres before the Methodist Church. A station at Mere Green would be sited below Belwell Lane. It's at least a mile between Four Oaks and Butlers Lane stations, and neither is really suitable for Mere Green, so in terms of convenience for shoppers it might not be a bad idea to place a small station there. Martyn Smith 21:16, 28 August 2006 (UTC)

 * Hmm, still not too convinced... the distance between WG and CR must easily be more than a half mile (unfortunately i'm not on my regular PC so I don't have autoroute to check) and it seems like a very short, almost tram/metro-like distance. How much walking time must a station cut out in order to be seen as economically sensible given the amount of surveying, purchasing, building, additions to signalling and timetabling, re-drafting of said timetables and route maps, etc? It's about as far from my house to WG as it is between these two stations (10, to maybe 15 minutes on a bad day e.g. snow, which I've had to deal with) and I'm happy enough to walk between either pair of nodes (though maybe not both!) rather than driving when it's practical, rather than asking for a spur line and station to be built into east Boldmere ;-)
 * Happy enough to see though, at least, the interim electric trains got some kind of mention - even though it's a rather sparing one at the end regarding the promotional video ("It is interesting to note on the video near Lichfield the use of an elderly Class 310 unit on the opposite direction service")... though they may not have got as much use as the diesel units noted further up the article, they were in fairly common and regular service for maybe a couple of years until the 323s were properly established, and I can hardly remember any diesel units being used on that line, but the 310s did make quite an impact on my young, train-commuting self :) 82.46.180.56 (talk) 15:05, 6 December 2007 (UTC)

Question
On the Belwell Lane bridge on the right hand side when travelling towards Lichfield there is/was a piece of graffiti which reads (or read, I don't know if it's still there): 'Jailed For Telling The Truth'. Anybody know what it's about? Martyn Smith 21:14, 28 August 2006 (UTC)

Requested move 11 February 2017

 * The following is a closed discussion of a requested move. Please do not modify it. Subsequent comments should be made in a new section on the talk page. Editors desiring to contest the closing decision should consider a move review. No further edits should be made to this section.

The result of the move request was: not moved. (non-admin closure) Sky  Warrior  14:39, 18 February 2017 (UTC)

Cross-City Line → Cross-City line – While "Cross-City" is pretty often capitalized in sources, "Line" is most often not, so per WP:NCCAPS and MOS:CAPS, we should fix that over-capitalization. Dicklyon (talk) 05:14, 11 February 2017 (UTC)

(using Birmingham to limit the scope; feel free to try other searches and add them here)
 * Evidence in edited sources

(in first 2 pages of 10 hits each; what I see) (and news items mostly omit the hyphen, more so than books do; we could go either way on that)
 * books -- 5 Cross-City Line, 6 Cross-city line, 6 Cross-City line: City mostly uppercase, line mostly lowercase.
 * news -- 6 Cross-city Line, 12 Cross-City line, 2 Cross-City rail line, 1 Cross-city line: again, City mostly uppercase, line mostly lowercase; Cross-City line in clear majority, with capitalized "City" consistent enough per MOS:CAPS suggestion.

 * Survey
 * Support as nom – Dicklyon (talk) 05:14, 11 February 2017 (UTC)
 * Oppose (Sorry for delay, I thought this page was on my watchlist). As a regular user of the line for the last 20+ years, I can assure you that Cross-City Line is the proper name of the line, and therefore needs caps per WP:NCCAPS. The main books about the subject all have capitals. Optimist on the run (talk) 10:05, 14 February 2017 (UTC)
 * Thanks, Optimist. Can you say which books you mean, and if they're not in Google book search, maybe quote a sentence? Dicklyon (talk) 14:19, 14 February 2017 (UTC)
 * A Century of Railways around Birmingham and the West Midlands, Volume Three 1973-1999 (John Boynton, 1999) p22: "The Cross City Line, apart from a few instances of exceptional rostering, has always been a Sprinter-free zone..."
 * Birmingham & West Midlands Railway Atlas (Joe Brown, 2016) p41: "...then 'Birmingham West Suburban Railway', part of 'Cross-City Line' today..."
 * Rails Across The City, The Story of The Birmingham Cross City Line (John Boynton, 1993) - I'm fairly certain I have a copy of this book, but cannot find it at the moment, so I'm reliant on User:G-13114's comment here.
 * Optimist on the run (talk) 16:52, 14 February 2017 (UTC)
 * I do have a copy of the John Boynton book, which as far as I know is the only book written specifically about this line, and having just checked it, I can confirm that it uses the capitalised 'Cross City Line' throughout the text of the book, and not just the title. If there is some way I could confirm that to you, then I would be happy to do so, but I'm not sure how. G-13114 (talk) 14:08, 15 February 2017 (UTC)
 * Thanks for confirming; we trust you. Dicklyon (talk) 19:58, 15 February 2017 (UTC)
 * Hey, G, I just got home from a long day and found my copy of the Boynton book had arrived, so I quickly verified that you were right. But then I open it to the middle (p. 49 in particular) and found "Cross City line" with lowercase line.  That's all for now; going to sleep; probably won't have time to look at it much tomorrow, but soon. Dicklyon (talk) 05:49, 16 February 2017 (UTC)
 * Going through it some more, I find "Cross City line" on pages 49, 91, and 107 (and quoted "Cross City rail line" on p.89) but otherwise mostly capped Line (I didn't check exhaustively). Other lines such as Camp Hill line and Lifford Canal Branch also have varying caps on different pages. That and the amateur typography (using hyphens and spaced hyphens for en dashes, especially, and typos such as "clearfrom") suggests that this enthusiast's book did not really have the benefit of an editor, typographer, or proofreader.  So it's not just specialist, but amateur specialist.  Weight it accordingly. Dicklyon (talk) 05:48, 17 February 2017 (UTC)
 * Having looked through my other books. I've also found A Regional History of the Railways of Great Britain: The West Midlands v. 7  by Rex Christiansen, it mention the 'Cross-City Line' 13 times throughout the book that I have counted, in all but one it uses the capitalised and hyphenated form. Also A Century of Railways Around Birmingham and the West Midlands: 1973-99 v. 3 also by John Boynton also used the capitalised 'Cross City Line' throughout the book as far as I can see. G-13114 (talk) 10:51, 18 February 2017 (UTC)

 * Oppose: As per reasons above of Optimist on the run. G-13114 (talk) 14:08, 15 February 2017 (UTC)
 * Oppose - The company who operates services on the line, London Midland, refer to it as "Cross City Line" on the front of their timetables. I trust the operator here. Jeni  ( talk ) 14:37, 15 February 2017 (UTC)
 * I trust them, too, but look at WP:TITLEFORMAT. Does the title case on a timetable cover give any indication of how this would be capped in a sentence?  No, it does not. Dicklyon (talk) 19:08, 15 February 2017 (UTC)
 * By the way, that operator London Midlands almost always (except on the timetable title perhaps) refers to the "Cross City line" with lowercase line. See this search. Dicklyon (talk) 03:17, 18 February 2017 (UTC)

See also some previous discussion on this line, buried in Wikipedia_talk:WikiProject_UK_Railways. Dicklyon (talk) 05:14, 11 February 2017 (UTC)
 * Oppose - Per . Class 455  ( talk |stand clear of the doors!)  17:33, 17 February 2017 (UTC)
 * Discussion

 * The above discussion is preserved as an archive of a requested move. Please do not modify it. Subsequent comments should be made in a new section on this talk page or in a move review. No further edits should be made to this section.

Naming revisit
I note the correct change to line from Line. But I also note that what I would regard as the most official source, the current timetable refers to it as Cross City line, i.e. there is no hyphen. Here is an article in the Birmingham Mail that also omits the hyphen and again here in the Birmingham Post and based on this reported tweet, Network Rail also omit it. I'd say that was pretty solid evidence of the official name. Use of the hyphen is mostly confined to "fan-created" sites.Thorsson64 (talk) 09:54, 19 March 2017 (UTC)
 * There was no change to line from Line, but I agree it would have been correct. On the hyphen, I agree that's probably right, too, if "Cross City" is the proper name.  It is more common that way, and it is unusual in general to use hyphenation in proper names.  The generic version "cross-city line" would use the hyphen, based on usual grammar and style guidance.  So it all depends on what is a "proper name" here, which is what we haven't come to much agreement on.  Based on books, I'm actually leaning toward Birmingham Cross City line (though you'll also see Birmingham's Cross City line, Birmingham's Cross City Line, Birmingham Cross City Line, Birmingham's cross-city line, Birmingham Cross-City line, . Dicklyon (talk) 19:33, 19 March 2017 (UTC)

Route image
Bringing this here at the request/suggestion of. I removed File:Birmingham Cross-City Line.png from this article, with the following rationale:
 * What value does this give that the route diagram doesn't? They are visually comparable, but this one falls short of MOS:ACCIM - "Avoid using images in place of tables or charts. Where possible, any charts or diagrams should have a text equivalent or should be well-described so that users who are unable to see the image can gain some understanding of the concept." We shouldn't present text in a format incompatible with screen readers.

G-13114 disagreed – could we have other editors' opinions on the above, please? I really can't see what this provides that the accessible version doesn't. I've looked at other similar articles, and Birmingham to Worcester via Bromsgrove Line (for example) has a not-particularly-accessible map, although that one does have value because it is a superimposed map and therefore gives geographic context. All this one seems to do is duplicate content in the article, but in a non-accessible way. If there is a consensus that there is value to keeping the image, then it really needs to be recreated as SVG. MIDI (talk) 19:59, 4 March 2022 (UTC)
 * A tricky one this, and I admit to having a COI as I created File:Birmingham Cross-City Line.png back in 2007, before the BS system of route diagrams was introduced. At the time I had intended to create many such diagrams, but with the introduction of BS this became unnecessary. In my opinion, my diagram is more compact and better shows the route and related connections. However the BS system allows easier updates for future changes, and allows easy linking to articles (though this can be achieved with files as well). I agree we don't need both, but due to my COI I'll leave it to someone else to decide which is better. I may be able to recreate the file as SVG, as the software for this has improved since I first created it - I'll see what I can do. — Voice of Clam 08:00, 5 March 2022 (UTC)
 * Personally I think the RDs and geographic maps can co-exist as they show different information. RDs are somewhat limited, as they are purely technical line diagrams with no geographic context, so I don't agree that one must exclude the other. Though it's true that the current map is somewhat less than perfect, it does show more of the geographic context than the RD in an at-a-glance way. User has been creating lots of the geographic maps on railway line articles, maybe they could create one for this article. G-13114 (talk) 08:37, 5 March 2022 (UTC)
 * I have fast-tracked its creation and added one to the article. Rcsprinter123   (palaver)  16:52, 7 March 2022 (UTC)

Estimates of station usage table
How do you make it so the table is able to show 2022-23 figures for the stations (currently u20) JamesVilla44 (talk) 11:17, 22 December 2023 (UTC)
 * GBsta-u will need updating first. — Voice of Clam (talk) 12:56, 22 December 2023 (UTC)
 * What next? JamesVilla44 (talk) 14:11, 22 December 2023 (UTC)
 * I have updated and related templates so the 2022–23 (u20) figures should now appear. rbrwr± 12:38, 17 March 2024 (UTC)
 * (...and I've added the missing data to the table in this article.) rbrwr± 18:11, 17 March 2024 (UTC)
 * The passenger flows are now available for 2018-19, 2019-20, 2020-21, 2021-22 and 2022-23.
 * What are thoughts on the possible presence of these in the article or any of the station articles.
 * E.g. Flows from Birmingham New Street to Selly Oak. JamesVilla44 (talk) 18:17, 17 March 2024 (UTC)

title: Talk:Cross-City Line


text:
User:BaronLarf/GRider

Who is/was GRider and why is he controversial?

Here are some statements about him, collected here for ease of dissemination.

from User talk:Sjakkalle:
 * Okay, it's can of worms, but since you insist... I'm not sure whom he was a sock of, I believe User:David Gerard is keeping an eye out for possible other misbehavior from that area.

 * GRider started out fine. He was sifting through cat:Bio-stubs, recatting and clearing out the junk. At roughly the same time, I was sifting through special:Deadend pages, doing the same. Between the two of us we were unfortunately responsible for putting stress on VfD, but note that there was a lot of junk in both cats. I eventually started VFD/PC to alleviate this.

 * Gradually, GRider's behavior became controversial, because he was marking VfD nominations as minor; usually starting the VfD pages as "what should be done here, discuss amongst yourselves" rather than giving a solid reason for deletion; and most importantly, not responding to his own talk page.

 * At a certain point, he nominated over a dozen Chicago aldermen for deletion ("discuss amongst yourselves"), which promptly spurred a VFD/PC discussion, in which he refused to participate. Then the same thing happened about items from Nintendo games. By this point, many people were so thoroughly fed up with his behavior that "keep - Grider nominated it" was a common vote. People were beginning to suspect GRider of WP:POINT - making mass nominations because he wanted them deleted, but because he wanted to break up VFD somehow.

 * Around this point, GRider started notifying people of school articles on VfD, causing a flood of 'keep' votes. This method of vote-stacking was not appreciated by several people. Eventually he created his schoolwatch rather than repeatedly posting to 20+ talk pages. The 'neutral' schoolwatch was created shortly after, since GRider instantly reverted many edits to his schoolwatch (such as 'please do not copy/paste votes'). Also around this point, GRider created his rather offensive user page, which still stands.

 * Also, a couple of GRider-clones appeared (G Rider, GRuder, stuff like that) that made random vandalizations and were quickly banned. It later turned out that these were not impersonators, but rather were accounts created by himself.

 * When GRider nominated a dozen Tolkien-related articles, a couple of Tolkien fans got angry and started the first RFC (this also caused a VFD/PC, in which he didn't participate). Also roughly about this time, GRider started nominating random fiction-related articles, e.g. major characters from Harry Potter, which could hardly be taken as anything other than bad faith.

 * Because the first RFC was created somewhat in anger (citing WP:DICK as a policy, among others) but there were legitimate concerns, the second RFC was created. Because GRider refused to respond to either, the matter was taken to the ArbCom, and you can see the findings-of-fact from there. Ironically, the only people who support GRider are fans of school articles, and most of them are unaware of the many other things he did. I find David Gerard's quote very appropriate - "with friends like these, who needs enemies..."

 * Well, there you go. Hope it wasn't too lengthy a rant. Yours, Radiant_* 10:28, Jun 3, 2005 (UTC)

From User talk:Tony Sidaway
 * David Gerard ran a check and has posted at Requests for arbitration/Developer help needed that GRider was being used as a role account (along with several other accounts) by the sockpuppeteer and that he has suspicians (sp?) of who this is. To my knowledge though he hasn't posted anywhere public who he suspects. See and  (see the last added paragraph). Thryduulf 21:18, 1 Jun 2005 (UTC)

From Requests for arbitration/Developer help needed
 * Thryduulf requested (on WP:AN/I) a check into GRider and Tallyman's correlating behaviour is of interest. They have similarities, but there wasn't enough for me to be reasonably confident they were the same person. There does appear to be sockpuppet theatre going on here, though. A combination of reviewing edits, IP checks and a check with Tim Starling for further technical info lets me state with reasonable confidence that GRider, HERMiT cRAB, Tallyman, ..-. ..- -.-. -.- ..- and almost certainly Jonahhh are the same person. Furthermore, they have also set up accounts G Rider, HERMiT CRAB, HERMiT cRAB and TallyMan (note subtle variation). I've blocked the lot as sockpuppets. There's another bunch on associated IPs I'm still checking further. I'd always thought GRider behaved oddly differently from a regular single-account editor, and this would explain it a bit - the sockpuppeteer, whoever it is, was treating it as a role account for particular types of edit and not bothering to humanise it much - David Gerard 12:02, 4 May 2005 (UTC)

 * More GRider socks: Relax, Abort Retry Fail, Sexy Schoolgirl, Maggie311. I have a very good idea who the sockpuppeteer is, but they appear to have cooled it with the l@m3r behaviour - David Gerard 08:43, 17 May 2005 (UTC)

title: User:BaronLarf/GRider


text:
Hemel Hempstead railway station

Hemel Hempstead railway station lies in Boxmoor, on the western edge of the town of Hemel Hempstead, Hertfordshire, England. It is located 24+1/2 mi north-west of London Euston on the West Coast Main Line. The station is managed by London Northwestern Railway, who operate its train services along with Southern.

Hemel Hempstead is one of two railway stations that now serve the town, the other being Apsley. Both were built when the town was relatively small, before it was designated a New Town in 1946 and grew rapidly in size. Bus services run from there to the town centre. There are two pubs and the Grand Union Canal, sited about 110 yd away.

There are four full-length (12 car) through platforms and one disused south-facing bay on the slow lines.

History
Hemel Hempstead station was opened by the London and Birmingham Railway on 20 July 1837. Originally called Boxmoor station, it was the first terminus of the new line from the south, engineered by Robert Stephenson, which was subsequently extended to Tring in October of the same year and then to Birmingham in 1838. The decision to locate the station 1 mi outside Hemel Hempstead town centre was a result of the opposition faced by the L&BR during construction of the line. There were vociferous protests from local landowners who sought to protect their estates from invasion by the "iron horse", including influential figures such as the Earl of Essex (Cassiobury Estate), the Earl of Clarendon (The Grove Estate) and the eminent anatomist Sir Astley Cooper (Gadebridge Estate). Turbulent public meetings were held in Berkhamsted and Watford, and in the House of Lords on 22 June 1832, Lord Brownlow of Ashridge voiced his opposition to "the forcing of the proposed railway through the land and property of so great a proportion of dissentient landowners." In order to obtain Parliamentary approval, the L&BR was forced to choose an alternative route which was less favourable to Hemel Hempstead but satisfied Hertfordshire landowners.

In 1846, the L&BR was taken over by the London and North Western Railway (LNWR). As competition with the rival Midland Railway's new line through Hemel town centre increased, the LNWR operated a horse bus into the town, later replaced by a motor bus service, to poach passengers onto their own, less conveniently placed railway line. In 1912 the LNWR renamed the station Boxmoor and Hemel Hempstead. The LNWR was absorbed into the new London, Midland and Scottish Railway (LMS) in 1923, as part of the Grouping of British railway companies; in 1930, the Boxmoor and Hemel Hempstead station name was changed to Hemel Hempstead and Boxmoor. Following nationalisation in 1948, the station was under the ownership of the London Midland Region of British Railways; the line was electrified and, in 1963, the Boxmoor name was dropped and the station was known simply as Hemel Hempstead.

The Nickey Line
For many years, Hemel Hempstead station was almost a junction; a railway embankment on the south (down) side of the station led to the end of the Nickey Line, a branch line which ran through the town centre to Harpenden. The line was opened in 1877 by the Midland Railway and extended to transport coal to Duckhall gasworks, close to Boxmoor. However, due to rivalry between the Midland Railway and the London & North Western Railway, no direct connection was made between the two lines – the Nickey Line terminated approximately 1/2 mi away from Boxmoor station at the gasworks terminus. Only occasional freight trains ran this far; passenger trains terminated in the town centre at Heath Park Halt, and there was also a town centre station on the line called Hemel Hempsted. Passenger services ceased on the Nickey Line in 1947, although it remained in use as a goods line.

It was only in the last months of the Nickey Line's operations that a rail link was built at Boxmoor. Hemel Hempstead had been designated as a New Town and the town centre redevelopment plans included the demolition of the Nickey Line. In order to maintain a coal service to the gasworks, a link was built in 1959 connecting the Nickey Line to the West Coast Main Line via sidings at Boxmoor. This link was for goods trains only and no passenger service was ever provided, but it only remained in operation for six months; the gasworks shut down and the link was closed. The following year, the railway viaduct over Marlowe's in the town centre was demolished, removing Hemel Hempstead's last town centre rail link.

The nearby crossover at Bourne End was the site of a serious accident on 30 September 1945, when a Scottish express derailed after passing over the junction at excessive speed. The coaches rolled down a high embankment and forty-three people died.

Services

Most services at Hemel Hempstead are operated by London Northwestern Railway, with a limited service operated by Southern.

The typical off-peak service in trains per hour is:
 * 4 tph to London Euston
 * 2 tph to Tring
 * 2 tph to Milton Keynes Central

During the peak hours, a number of additional services between London Euston, Tring and Bletchley call at the station.

A number of early morning and late evening services are extended beyond Milton Keynes Central to and from Northampton and Birmingham New Street.

On Sundays, the station is served by a half-hourly service between London Euston and Milton Keynes Central.

title: Hemel Hempstead railway station


text: User talk:70.81.36.59

title: User talk:70.81.36.59


text:
Antoni Łomnicki

Antoni Marian Łomnicki (17 January 1881 – 4 July 1941) was a Polish mathematician. He contributed to applied mathematics and cartography. He was the author of several textbooks of mathematics and was an influential mathematics teacher at the University of Lwów.

Life and work
Antoni Łomnicki was born in Lwów, the son of Marian Łomnicki. He was educated at the Lviv's IV Gymnasium, Jan Kazimierz University in Lwów in Poland (1899–1903). His teachers included Józef Puzyna, Jan Rajewski, Stanisław Kępiński, Marian Smoluchowski, and Kazimierz Twardowski. He passed the teachers exam in 1903 and received a government scholarship in 1906 to study at the University of Göttingen where he attended lectures by David Hilbert, Felix Klein, H. Minkovsky, and others. He taught at the 7th Gymnasium in Lviv and from 1913 at the Lviv Polytechnic School. In 1918–19 he took part in the Polish-Ukrainian war. In 1920 he became professor of the Lwów University of Technology and taught for the next twenty years. He was part of the Lwów school of mathematics and influenced many other mathematicians including Stefan Banach, Kazimierz Kuratowski, Stanisław Stożek, Antoni Nikliborc, Stefan Kaczmarz, Władysław Orlicz, and Stanisław Mazur. In 1938, he became a member of the Warsaw Scientific Society (TNW). He worked on probability, calculus, statistics and mathematical cartography and wrote on the teaching of mathematics. His major works included Kartografia matematyczna (Warszawa 1927). Łomnicki was arrested on July 3, 1941 by the invading Nazi Germans during the Second World War and shot along with several other professors (see Massacre of Lwów professors) the next day on the Wzgórza Wuleckie in Lwów.

In December 1944 Stefan Banach wrote the following tribute to Łomnicki:
 * A native of Lwów, he worked for over twenty years as a mathematics professor at the Lwów University of Technology. He prepared hundreds of engineers for their profession. I was his assistant. He was the first to instil in me the importance and responsibility of a professor’s task. He was an unrivalled educator, one of the best I ever knew. He was the author of many popular schoolbooks as well as textbooks on advanced analysis for technologists, surpassing in quality those published abroad. His work in the field of cartography was at a high level. Equally effective were his teaching and pedagogic efforts. Professor Łomnicki had tremendous energy and a great work ethic.

title: Antoni Łomnicki


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User:Loo~enwiki

My name is loo and ive been at wikipedia for 1 week now.

title: User:Loo~enwiki


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Haifa Airport

Haifa Airport (נְמַל הַתְּעוּפָה חֵיפָה, Namal HaTe'ufa Haifa; مطار حيفا), also known as Uri Michaeli Airport, is a small general aviation airport (only operates flights to Larnaca and Paphos) located in Haifa, an Israeli city. It is located to the east of the city, close to Kishon Port and Israel Shipyards and mainly serves civilian flights, with some military usage. Most passenger flights utilizing the airport are domestic operations to Eilat and Tel Aviv. The airport is named after Uri Michaeli, one of the pioneers of Jewish aviation and one of the founders of aviation in Israel. The airport has one short runway, 1318 m in length, and there are plans to extend it by 316 m.

History
Haifa Airport was established by the British Mandate in 1934 as its first international airport at the location of RAF Haifa which originally served the British Army and the Iraqi-British oil company, APS. RAF Haifa already had passenger service by Imperial Airways to Alexandria (since 1931) and Baghdad (since 1932). In 1936 passenger services by Misr Airwork to Beirut and Cyprus were opened. In 1937, these were joined by Palestine Airways services, as well as Ala Littoria regular services to Brindisi and Trieste via Athens. In 1938 a third of flights into Mandatory Palestine landed in Haifa; but in 1940, civil flights were stopped due to the Second World War in which the airport served the Royal Air Force's operations in the Middle East as RAF Haifa. The RAF station closed in 1948, and the airport re-opened as Haifa Airport.

RAF Haifa
RAF Haifa was a Royal Air Force station in Mandatory Palestine between 1918 and 1948.

Operational units at RAF Haifa 1938 to 1948:
 * No. 6 Squadron RAF detachment (1938–1939) Hawker Hardy
 * No. 30 Squadron RAF detachment (1940) Bristol Blenheim
 * No. 80 Squadron RAF (1941) Hawker Hurricane I
 * No. 112 Squadron RAF detachment (1941) Curtiss Tomahawk I
 * No. 142 Squadron RAF detachment (1918) Royal Aircraft Factory B.E.2
 * No. 144 Squadron RAF detachment (1919) de Havilland DH.9
 * No. 208 Squadron RAF detachment (1941) Hawker Audax
 * No. 213 Squadron RAF (1941) Hawker Hurricane I
 * No. 260 Squadron RAF (1941) Hawker Hurricane I
 * No. 261 Squadron RAF (1942) Hawker Hurricane I
 * No. 450 Squadron RAAF (1941) Hawker Hurricane I
 * No. 651 Squadron RAF (1948) Auster AOP6

Haifa Airport post-1948
The airport reopened for passenger traffic in 1948 with flights operated by Cyprus Airways. This was followed ten years later by Arkia Israel Airlines flights. It wasn't until 1994, however, that the airport received international status, and at this time, it was planned that the airport would serve flights to destinations across Europe. Less than a year later, the airport was placed for sale. At this time, great interest in the site was shown by the French construction group, Bouygues, as well as British Aerospace.

These expected services never really took off however, and it wasn't until 1996, and the start of Israir flights, that the airport grew. This growth was further increased in 1998 with Aeroel service. Royal Wings increased route offerings once again with flights from Jordan, whilst Scorpio started flights to Egypt. In 1998, a new terminal was opened at the airport to cater for all of the services needed in a modern international airport. In the past there were three takeoff and landing runways in the airport, of which only two still exist, and only one is currently in use.

In 2001, talk over expanding the airport restarted when then Finance Minister, Silvan Shalom called for an 800 million NIS upgrade to turn the airport into one of an international standard.

2007 saw the first rise in passenger numbers and aircraft movements since 2002 with an increase of 25% in passenger numbers and a 7% increase in aircraft movements over the previous year. In general, between the peak point of its operation in 1999 and 2007 passenger number have fallen by 50%. Aircraft movements have decreased from 2002 to 2007 by 34%.

Future
The Israel Airports Authority intends to extend the runway to 1,634 m sometime in the 2020s. This will involve extending the runway northwards, across Julius Simon Road, which will then pass in a tunnel underneath the runway.

The new airHaifa airline is planing to launch operations during September 2024, when at the beginning it will issue flights on the Haifa-Eilat route and later it will also fly to Cyprus, Greece and Turkey.

Bus or taxi
The airport is served by Egged bus lines 18א connecting airport with Haifa and Kiryat Ata.

Rail
The closest train stations are HaMifratz Central railway station, Hutzot HaMifratz, and Kiryat Haim. Arrival from the train station to the airport can be done by private vehicle, taxi.

Car
The airport is located close to Highway 4, the Haifa – Tel Aviv highway and highway 22.

A fenced parking lot is available in front of the building, with about 100 parking spaces. Parking is free of charge. Vehicles may be parked on a temporary basis for a few days. Baggage carts are available in the parking lots, free of charge.

title: Haifa Airport


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Jack Hoogendyk

Jacob "Jack" Hoogendyk (born 31 July 1955) is an American businessman and Republican politician, a former member of the Michigan House of Representatives and 2012 candidate for the U.S. House of Representatives in Michigan.

Early life, education, and business career
Hoogendyk was born in Kalamazoo, Michigan. He is of Dutch ancestry. He worked as a manager with a Fortune 500 company. He joined Alternatives of Kalamazoo, Pregnancy Care Center as executive director in April 1996. In 2000, Hoogendyk was elected to the Kalamazoo County Board of Commissioners. Prior to that, he was on the Portage Zoning Board of Appeals and the Kalamazoo County Public Health Advisory Board.

Elections
After redistricting, Jack ran for Michigan's 61st House District in 2002 and defeated Democrat James Houston 57%-43%. In 2004, he won re-election to a second term with 55% of the vote. In 2006, he won re-election to a third term with just 51% of the vote.

Tenure
Hoogendyk was first elected to the Michigan House of Representatives in 2002 representing the 61st district, which includes the cities of Portage and Parchment, and the townships of Alamo, Kalamazoo, Oshtemo, Prairie Ronde and Texas.

Hoogendyk is well known for his conservative views on taxes, government spending, family issues, abortion, and affirmative action. Hoogendyk has proposed making English the official language of the State of Michigan. He was twice rated the most conservative member of the Michigan House of Representatives.

In 2006 Hoogendyk was one of a small group of conservatives to lead the fight against legislation to mandate that the state Department of Education administer to all sixth grade girls the vaccine Gardasil as a potential prevention against the risk of Human papillomavirus. Following the defeat of this legislation, no other state has implemented similar legislation.

2006 gubernatorial election
In 2004 he announced his intent to seek the Republican nomination for Governor of Michigan but eventually dropped out of the race to endorse Republican rival Dick DeVos.

2008 U.S. Senate election
In 2008, the term-limited Hoogendyk announced that he was running in the Republican primary to contest Democrat Carl Levin's seat in the U.S. Senate. He was the only Republican on the August 5 primary ballot. Levin won re-election, defeating Hoogendyk 63%-34%.

2010 congressional election
In March 2010, Hoogendyk announced on his website that he would enter the Republican primary in Michigan's 6th congressional district against incumbent Republican U.S. Congressman Fred Upton. Upton defeated him 57%-43%, winning every county in the district.

2012 congressional election
In 2011, Hoogendyk met with the Club for Growth, a fiscally conservative 501(c)4 organization, about running against Upton in 2012. Upton has received criticism for not being conservative enough from Rush Limbaugh, Glenn Beck, FreedomWorks, Right to Life of Michigan, and the Southwest Michigan Tea Party Patriots. He announced his candidacy on January 17, 2012. He was not able to unseat Upton and ultimately lost the primary with 33% of the vote. The election was held on August 7, 2012. Had Hoogendyk won the Republican primary, he would have faced Democrat Mike O'Brien in the general election. Upton was ultimately re-elected.

Personal life
Hoogendyk is a Baptist. He has been married to his wife Erin since April 4, 1976, has five children and as of June 2012 had eleven grandchildren. He moved to Wausau, Wisconsin in June 2013 to become the Executive Director of Hope Life Center.

title: Jack Hoogendyk


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Salvador Dalí Museum

The Salvador Dalí Museum is an art museum in St. Petersburg, Florida, United States, dedicated to the works of Salvador Dalí. Designed by Yann Weymouth, the museum is located on the downtown St. Petersburg waterfront by 5th Avenue Southeast, Bay Shore Drive, and Dan Wheldon Way.

Description
Reportedly costing over $30 million, the surrealism-inspired museum structure features a large glass entryway and skylight made of 1.5 in thick glass. Referred to as the "Enigma", the glass entryway is 75 ft tall and encompasses a spiral staircase. The remaining walls are composed of 18 in thick concrete, designed to protect the collection from hurricanes which hit the region from time to time.

The museum is a member of the American Alliance of Museums (AAM) and of the North American Reciprocal Museums program.

The museum features a variety of different events for families to attend. Some events include performances, workshops, films, lectures, different types of fundraising, and food and drink events. Many previous events have allowed members to participate in handmade holiday card workshops where participants created their very own holiday card including a Dalí theme. In addition, there has been weekly poetry performances and lectures such as coffee with a curator, a presentation on a theme-oriented topic that discusses a variety of topics in relation to Dalí.

History
Shortly before marrying in 1942, Reynolds and Eleanor Morse attended a Dalí retrospective at the Cleveland Museum of Art. Intrigued by the artist's subject matter, and impressed by his draftsmanship, they bought their first painting a year later. This purchase began a 40-year relationship as patrons and friends of Dalí that resulted in a comprehensive collection of original Dalí work.

Until 1971, the Morses displayed their collection in their Cleveland, Ohio, home.

In March 1971, with Salvador Dalí presiding over the opening, the Morses opened a museum adjacent to their office building in Beachwood, Ohio. By the end of the decade, with an overwhelming number of visitors, the Morses decided to again move their collection.

A Wall Street Journal article titled "U.S. Art World Dillydallies Over Dalí" caught the attention of the St. Petersburg, FL community, who rallied to bring the collection to the area. A marine warehouse in downtown St. Petersburg, Florida was rehabilitated and the museum opened on March 7, 1982, where it remained until 2010.

In mid-2008, a new location for the Dali museum was announced. A new building was designed by Yann Weymouth of the architectural firm HOK and built by The Beck Group under the leadership of then-CEO Henry C. Beck III. Located on the downtown waterfront next to the Mahaffey Theater, on the former site of the Bayfront Center (an arena which had been demolished in 2004), the new, larger, and more storm-secure museum was opened on January 11, 2011.

On April 18, 2012, the AIA's Florida Chapter placed the building on its list of ''Florida Architecture: 100 Years. 100 Places''.

Artworks
The museum's collection includes 96 oil paintings, over 100 watercolors and drawings, 1,300 graphics, photographs, sculptures, and objets d'art, plus an extensive archival library. In July 2020, the museum added a new exhibit called "At Home with Dali". Permanent collection displays are periodically rotated, and several temporary shows are mounted each year.

The museum is home to more masterpieces of Dalí than any other museum in the world, including the large-scale paintings The Hallucinogenic Toreador, The Discovery of America by Christopher Columbus, The Ecumenical Council, Geopoliticus Child Watching the Birth of the New Man and The Disintegration of the Persistence of Memory.

In addition to displaying the work of Dalí, the museum aims to educate the public and promote understanding, enjoyment, and scholarly examination of art through the exhibition of works by Dalí and artists of similar vision.

With the exception of the Dalí Theater-Museum created by Dalí himself in his hometown of Figueres in Spain, the St. Petersburg Dalí Museum has the world's largest collections of Dalí's works.

During the 2020 COVID-19 pandemic, the Salvador Dalí Museum made their gallery available for viewing online.

Outreach and education
The museum offers outreach and education opportunities to the local schools and community. In the 2021-2022 school year their art mobile visited 20 Pinellas schools, the summer program had 50 Title 1 students enrolled, and they sent volunteers to 31 local elementary schools for the Great American Teach In. The museum is currently partnering with Dartmouth University on eye-tracking software that will compare the way a guest looks at a painting and the way the curator looks at the same painting.

Partnerships and publications
The museum offers several of its own publications in its store, primarily guidebooks and books about exhibitions. Avant-garde Studies is an annual online publication that covers talks and conferences presented at the museum, as well as peer-reviewed papers on avant-garde topics. The museum runs the Dalí Summer Rec Center Program for children aged 7 to 12. Opera at The Dalí arranges opera singers to perform on the helical staircase in the museum.

Temporary exhibits
Picasso and the Allure of the South was on display from January 22, 2022, until May 22, 2022, and explored the influence of Southern Europe on Pablo Picasso’s artwork over six decades of his career. The exhibit included 79 paintings, drawings, and collages, and was organized in collaboration with the Musée national Picasso-Paris.

In 2023, the museum displayed a student surrealist exhibition, as it has each year since 1992 for students in Hillsborough County.

There is an indefinite exhibit of augmented reality. The museum has placed Dali's largest works in the collection in an app. When standing in front of the paintings, visitors can open the app and use their phone camera to scan the painting and see parts of the work highlighted, watch them move, and learn more about the figures within the art.

Another indefinite exhibit is the Dreams of Dali in Virtual Reality. Here participants put on VR headsets and step into some of Dali's work. Participants can walk around, through the desert, up the towers, and into hidden rooms within Dali's Archeological Reminiscences of Millet's "Angelus."

title: Salvador Dalí Museum


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Angel Eyes (film)

Angel Eyes is a 2001 American romantic drama film directed by Luis Mandoki and starring Jennifer Lopez, Jim Caviezel, Terrence Howard, and Jeremy Sisto. Written by Gerald Di Pego, the film is about a mysterious man who finds himself drawn to a female police officer with whom he forms a relationship that helps each to deal with trauma from their past. The original music score was composed by Marco Beltrami. The film received ALMA Award Nominations for Outstanding Actress (Jennifer Lopez) and Outstanding Director (Luis Mandoki).

Plot
On a wet rainy night in Chicago, police officer Sharon Pogue is at the scene of a serious traffic accident holding the hand of one of the victims, pleading that he hold on and not give up. One year later, Sharon is frustrated with the men she dates, and has become estranged from her family for having her father arrested for beating her mother Josephine. Her father and brother, Larry, have never forgiven her, and her anger is affecting her police work.

A man known only as "Catch" wanders the streets of Chicago in a trance-like state, doing good deeds for strangers and neighbors. One day he sees Sharon at a diner and watches her from across the street, and she notices him watching her. Just then a car pulls up and blasts the diner with machine gun fire, and Sharon and her partner chase after the criminals. Sharon catches up with one criminal and in the ensuing struggle, he gets her gun and shoots her twice in the chest. Seeing that she is protected by her bulletproof vest, he prepares to shoot her in the head, but Catch jumps the man and tackles the thug. Sharon's partner arrives thereafter, knocking the gun away from the thug, saving her life. That night, Sharon and Catch meet at a tavern and have a drink. A grateful Sharon tries to learn more about Catch, but he does not talk about himself. Sharon invites him to her apartment, and after some awkward moments between the two, they share a kiss. Catch abruptly stops and leaves the apartment, leaving Sharon confused.

The next evening Sharon finds a dandelion taped to her mailbox with Catch's phone number. She calls and awkwardly invites him to breakfast at a coffee shop the next morning. When Sharon wakes up, she has second thoughts and calls Catch to cancel their breakfast date. Catch is already at the coffee shop and never gets the message. Upset at being stood up, he goes to Sharon's apartment and criticizes her for not showing up for her "appointment", and then storms out. Sharon follows him to his nearly empty apartment. Surprised at the living conditions, she demands to know more about him, but Catch refuses to reveal anything about his past. He only says that he is starting "from scratch".

Following the advice of a woman called Elanora, Catch calls Sharon and apologizes, and the two continue seeing each other. They go on a lakeside picnic in a state park and share a romantic swim, after which they make passionate love on the shore. In the coming days, Catch is there to comfort her after a family confrontation. His positive influence begins to show in her police work. One night they go to a blues club, and after the band has played a number, Catch notices a trumpet, set on the bandstand. He picks up the trumpet and starts to play a soulful version of the tune "Nature Boy". As they're leaving, the owner approaches him, calling him "Steve Lambert", and asking where's he's been. Catch denies even knowing the man and walks away.

The next day, Sharon investigates the name Steven Lambert in the police files and discovers that he is the man whose hand she held at the site of a traffic accident a year earlier, and that Catch's wife and child died in the accident. She goes to the house he abandoned after the accident and learns that he was a jazz musician and that the accident occurred on his son's birthday, causing Catch to create a mental block. Wanting to help Catch heal from his emotional wounds, she tries to talk to him about the accident and takes him to the cemetery to see the graves of his family, but he gets very upset and walks away. Sharon visits Elanora, who is actually Catch's former mother-in-law. Sharon is looking for some way of helping the man she loves, and Elanora encourages patience and tells Sharon that Catch will find his way in his own time.

At her parents' wedding vow renewal ceremony, Sharon tries talking to her father but he tells her that he feels like he doesn't have a daughter. As Sharon starts to leave, she stops and tells the videographer a wonderful story about her father playing with her and her brother when they were children. She is deeply moved by this memory. Her father overhears it and is also emotionally affected, but when Sharon looks at him, he turns away. Meanwhile, Catch finally goes to the cemetery and talks to his deceased wife and child, explaining how he remembers all the wonderful moments they shared. As Sharon leaves the reception, she sees Catch waiting by her car. They embrace and profess their love for each other. As they prepare to leave, Catch tells her that he'll drive.

Cast

 * Jennifer Lopez as Sharon Pogue
 * Jim Caviezel as Steven 'Catch' Lambert
 * Terrence Howard as Robby
 * Jeremy Sisto as Larry Pogue
 * Sônia Braga as Josephine Pogue
 * Victor Argo as Carl Pogue
 * Monet Mazur as Kathy Pogue
 * Shirley Knight as Elanora
 * Daniel Magder as Larry Jr.
 * Guylaine St-Onge as Annie Lambert
 * Connor McAuley as Max Lambert
 * Jeremy Ratchford as Ray Micigliano
 * Peter MacNeill as Lieutenant Dennis Sanderman
 * Eldridge Hyndman as Jamal
 * Kari Matchett as Candace
 * Michael Cameron as Charlie
 * Dan Petronijevic as Street Punk
 * Dog as Bob

Filming
Principal photography started on May 8, 2000 and finished in early August that same year. Aaron Eckhart was cast as Steven 'Catch' Lambert but left a month before filming began.

Filming locations
Angel Eyes was filmed in the following locations:
 * Chicago, Illinois, USA
 * Elora, Ontario, Canada
 * Toronto, Ontario, Canada

Although the story is set in Chicago, several very clear shots of the Toronto skyline, including Toronto's very recognizable CN Tower, appear in the film, along with other recognizable Toronto landmarks, such as the Honest Ed's storefront, the Sam the Record Man neon light and a TTC streetcar. The scenes in and around Sharon's parents home were filmed at the Playter Farmhouse, an historic building near Danforth Avenue in Toronto. Some scenes were filmed in the village of Elora, Ontario, at Elora Gorge.

Critical response
Upon its theatrical release, Angel Eyes received mixed reviews. On the review aggregator web site Rotten Tomatoes, the film holds a 32% positive rating from critics based on 133 reviews. The site's consensus states: "Though the earlier part of the movie suggested something more, the movie turns out to be nothing more than a schmaltzy romance."

In his review in the Chicago Sun-Times, Roger Ebert gave the film three of four stars and applauding the performance of Jennifer Lopez, whom he describes as "the real thing, one of those rare actresses who can win our instinctive sympathy. She demonstrates that in Angel Eyes. Ebert noted that although the film is a cop movie, "its real story doesn't involve the police, it involves damaged lives and the possibility that love can heal." Ebert concludes: "Angel Eyes is a complex, evasive romance involving two people who both want to be inaccessible. It's intriguing to see their dance of attraction and retreat. Meanwhile, secrets about both their family situations emerge; credit the screenwriter, Gerald DiPego, for not resolving the standoff with the father with an easy payoff."

In his review in the San Francisco Chronicle, Mick LaSalle called the film "a rare thing—a well-acted character study of a hardworking woman, by a screenwriter (Gerald DiPego) and a director with enough integrity to dispense with the usual Hollywood distractions." LaSalle concluded: "With Angel Eyes, audiences will see a new relaxation in Jennifer Lopez. She takes her time. She really listens. She reacts. She doesn't try to control scenes or control her face. She lets moments happen. Credit director Luis Mandoki, or maturity, or confidence, or an actress' finding the right role. Whatever the reasons, Lopez, who was always competent onscreen, is now an actress who can do things other movie stars can't do. She doesn't push, just thinks, and her thoughts and emotions burn into the film."

In his review in The New York Times, Stephen Holden focused his critique on the casting, writing, "Watching these two share some awkward smooches that are supposed to transport them over the moon is a little like imagining Jane Russell and Montgomery Clift in a steamy clinch." Holden concludes: "Throughout Angel Eyes you are aware of consuming a market-tested product whose eerie atmosphere and tone of bogus solemnity suggest that Mr. Mandoki was given specific instructions to create a hybrid of City of Angels, The Sixth Sense and Frequency. He may have delivered, but the product is so synthetic it has only attitude where its heart ought to be."

Box office
In North America, the film opened at #4 in its opening weekend and grossed $24,174,218 domestically. All UK versions were cut to obtain a 15-rating. Warner Bros. had to remove the aggressive use of graphic language or the film would have been rated 18. The film was a box office bomb, ultimately grossing $29,715,606 worldwide, well below its $38 million budget. Available on Netflix streaming in November 2018.

Awards and nominations

 * 2002 ALMA Award Nomination for Outstanding Actress in a Motion Picture (Jennifer Lopez)
 * 2002 ALMA Award Nomination for Outstanding Director in a Motion Picture (Luis Mandoki)
 * 2003 ASCAP Award for Most Performed Song from a Motion Picture for "Good Morning Beautiful" (Todd Cerney, Zachary Lyle) Won
 * 2002 Golden Raspberry Award Nomination for Worst Actress (Jennifer Lopez)

title: Angel Eyes (film)


text:
Berkhamsted railway station

Berkhamsted railway station is in the historic market town of Berkhamsted, Hertfordshire, England. It is located just beside Berkhamsted Castle, overlooking the Grand Junction Canal. The station is 28 mi north west of London Euston on the West Coast Main Line. London Northwestern Railway operates services to London, Northampton and many other destinations.

There are 4 platforms of 12-car length on both the fast and slow lines. The platforms are arranged around a central island and two side platforms. The station is relatively unusual on the route in that most of the original buildings have been retained.

History
The present Berkhamsted station dates from 1875, and is located on the Lower King's road on the junction with Brownlow Road. The original station building, opened in 1838, was located approximately 330 ft south-east of the present structure, near the bridge onto Castle Street. It was designed in an Elizabethan style of architecture with a brick gabled booking hall. The building was replaced by a new station with additional sidings in 1875 when the railway was widened, the sidings replacing an earlier goods yard near Gravel Path. In 1887, the fastest train would depart at 08:54 and arrive at London Euston at 09:35, with one stop at Willesden Junction, a 41-minute journey.

During the building of the London and Birmingham Railway (the L&BR, today's West Coast Main Line) in the 1830s, Berkhamsted was for a few years a centre of railway construction. The armies of navvies, bricklayers and miners brought in from the English Midlands, Ireland, London and the North of England led to overcrowding in Berkhamsted and the rowdy behaviour of the labourers was said to have offended the genteel townsfolk. Seven young men aged 18–26 were killed while working on the Berkhamsted section of the railway.

Before construction work on the Berkhamsted section of the L&BR began, the project was subject to public protest. Many landowners and turnpike trustees in Hertfordshire were opposed to the new railway line, and protest meetings were held at the King's Arms Hotel in Berkhamsted. Although local opposition to the iron horse was led by noblemen such as the Earls of Essex, Clarendon and Brownlow, the railway line received Royal Assent in 1833.

Led by chief engineer Robert Stephenson, works commenced in 1834 to build a high railway embankment on top of the ruined barbican and moat of Berkhamsted Castle. The brick embankment was built on deep foundations using earth taken from the Sunnyside cutting a mile further south. Once railway tracks were laid, it was possible to use a steam locomotive to move earth and bricks: the Harvey Coombe (or Harvey Combe) was brought up from London by barge on the Grand Junction Canal to assist construction work, and was assembled at Pix Farm in Bourne End. When this locomotive began running on the line works, it was the first time any local people had seen a railway engine.

The L&BR line opened in 1837, with trains running between London and Boxmoor in July, with service extended to Tring in October of that year. The first passenger train passed through Berkhamsted on 16 October 1837, 59 minutes after leaving London.

Extension plans
Various plans were put forward in the 1880s by the LNWR (successor to the L&BR) to build a branch line from Berkhamsted to Chesham, but these were not realised. The Great Central Railway also considered a proposal to extend the branch from Chalfont Road to Chesham further north to Berkhamsted and Tring. This proposal was abandoned.

In 1887 there was a proposal to build a narrow-gauge steam tramway along the main road from Hemel Hempstead to Bourne End, and then along the Bourne Gutter Valley to Chesham. Campaigners sought to extend this route via Berkhamsted, but the project also came to nothing.

Development
In 2013, as part of its "Access for All" programme, Network Rail and London Midland began construction work to install lifts to provide access for disabled passengers to platforms, as required by the Disability Discrimination Act 1995. Three lifts were completed and eventually opened for public use on Friday 13 March 2015, serving platforms 1, 2/3 and 4.

An electrical substation was installed outside the front of the station in April 2014 to improve the electricity supply to overhead wires on the West Coast Main Line. The installation, which is enclosed by metal railings, was criticised for its appearance and prominent position in front of a Victorian railway station and in close proximity to the 11th-century Berkhamsted Castle.

Current Services
All services at Berkhamsted are operated by London Northwestern Railway.

The typical off-peak service in trains per hour is: The typical off-peak service in trains per hour is:
 * 4 tph to London Euston
 * 2 tph to Tring
 * 2 tph to Milton Keynes Central

During the peak hours, a number of additional services between London Euston, Tring and Bletchley call at the station.

A number of early morning and late evening services are extended beyond Milton Keynes Central to and from Northampton and Birmingham New Street.

On Sundays, the station is served by a half-hourly service between London Euston and Milton Keynes Central.

Connex South Central
In June 1997, Connex South Central began operating services between Gatwick Airport and Rugby via the Brighton and West London Lines that called at Berkhamsted with Class 319s. It was cut back to terminate at Milton Keynes in December 2000 before being withdrawn in May 2002 due to capacity constraints on the West Coast Main Line while it was upgraded.

Southern
Southern reintroduced the service in February 2009 with Class 377s operating initially operating from Brighton to Milton Keynes before being curtailed at its southern end at South Croydon and later Clapham Junction. In May 2022, Southern cut the service back to terminate at Watford Junction (with limited services running to Hemel Hempstead), thus ceasing to serve Berkhamsted.

Future development
In the London & South East Rail Utilisation Strategy (RUS) document published by Network Rail in 2011, a proposal was put forward to extend the Crossrail lines currently under construction in central London along the West Coast Main Line as far as Tring. The diversion of rail services through central London would enable a direct link from stations such as Berkhamsted to West End stations such as and would alleviate congestion at Euston station; Crossrail services currently planned to terminate at Paddington due to capacity limitations would also be able to continue further west, allowing for a more efficient use of the line. An announcement made in August 2014 by the then transport secretary Patrick McLoughlin indicated that the government was actively evaluating the possibility of extending Crossrail as far as Tring, however in August 2016, the Department for Transport confirmed that the scheme had been cancelled due to "poor overall value for money to the taxpayer".

title: Berkhamsted railway station


text:
Microsoft Active Accessibility

Microsoft Active Accessibility (MSAA) is an application programming interface (API) for user interface accessibility. MSAA was introduced as a platform add-on to Microsoft Windows 95 in 1997. MSAA is designed to help Assistive Technology (AT) products interact with standard and custom user interface (UI) elements of an application (or the operating system), as well as to access, identify, and manipulate an application's UI elements. AT products work with MSAA enabled applications in order to provide better access for individuals who have physical or cognitive difficulties, impairments, or disabilities. Some examples of AT products are screen readers for users with limited sight, on screen keyboards for users with limited physical access, or narrators for users with limited hearing. MSAA can also be used for automated testing tools, and computer-based training applications.

The current and latest specification of MSAA is found in part of Microsoft UI Automation Community Promise Specification.

History
Active Accessibility was initially referred to as OLE Accessibility and this heritage is reflected in the naming of its binary components such as  and the header file   which contains definitions and declarations. As part of Microsoft's ActiveX branding push in March 1996, OLE Accessibility was renamed ActiveX Accessibility (sometimes referred to as AXA) and presented as such at the Microsoft Professional Developers Conference in San Francisco, March 1996. Later, the ActiveX branding was reserved for internet-specific technologies, and ActiveX Accessibility became Active Accessibility and frequently shortened to MSAA.

MSAA was originally made available in April 1997 as part of the Microsoft Active Accessibility Software Developers Kit (SDK) version 1.0. The SDK packaged included documentation, programming libraries, sample source code, and a Re-Distributable Kit (RDK) for accessible technology vendors to include with their products. The RDK included updated operating system components for Microsoft Windows 95. Since Windows 98 and Windows NT 4.0 Service Pack 4, MSAA has been built-into all versions of the Windows platform, and has received periodic upgrades and patches over time.

Programmatic exposure for assistive technology applications on Windows has historically been provided through MSAA. However, newer applications are now using Microsoft UI Automation (UIA), which was introduced in Windows Vista and the .NET Framework 3.0.

Version history
The following Active Accessibility versions have been released:

Motivation and goals
The motivating factor behind the development of MSAA was to allow an available and seamless communication mechanism between the underlying operating system or applications and assistive technology products.

The programmatic goal of MSAA is to allow Windows controls to expose basic information, such as name, location on screen, or type of control, and state information such as visibility, enabled, or selected.

Technical overview
MSAA is based on the Component Object Model (COM). COM defines a mechanism for applications and operating systems to communicate.

Figure 1 shows a high-level architecture of MSAA.

Applications (e.g., word processor) are called Servers in MSAA because they provide, or serve, information about their user interfaces (UI). Accessibility tools (e.g., screen readers) are called Clients in MSAA because they consume and interact with UI information from an application.

The system component of the MSAA framework, Oleacc.dll, aids in the communication between accessibility tools (clients) and applications (servers). The code boundary indicates the programmatic boundaries between applications that provide UI accessibility information and accessibility tools that interact with the UI on behalf of users. The boundary can also be a process boundary when MSAA clients have their own process.

The UI is represented as a hierarchy of accessible objects; changes and actions are represented as WinEvents.

Accessible objects
The accessible object is the central interface of MSAA, and is represented by an IAccessible COM interface and an integer ChildId. It allows applications to expose a tree structure that represents the structure of the UI. Each element of this tree exposes a set of properties and methods that allow the corresponding UI element to be manipulated. MSAA clients can access the programmatic UI information through a standard API.

Roles, names, values, states
MSAA communicates information by sending small chunks of information about elements of a program to the assistive technology object (AT). The four critical pieces of information on which the AT relies to help users interact with applications are an element's role, name, value, and state:

 * Role: Conveys to users via AT what type of object a control is, such as a button or a table. The IAccessible method for this is get_accRole.
 * Name: Provides a label for an element, such as Next on a button that moves users to the next page, or First Name for an edit box. The IAccessible method for this is get_accName.
 * Value: Provides the value of the specified object such as the value on a slider bar, or the information in an editable text box. Not all objects have a value. The IAccessible method for this is get_accValue.
 * State: Identifies the current condition of the control, such as checked for a checkbox. State advises whether a control can be selected, focused, and/or other types of changeable functionality. The IAccessible method for this is get_accState.

Microsoft provides a complete list of controls and their functions.

Role
Role information is based on the type of UI control with which a developer wants to interact. For example, if a developer is implementing a button that is clickable, the developer would select Pushbutton as the Role to implement. The following table shows an example list of MSAA Roles and their related descriptions.

Name
The Names for elements in an application are assigned in the code by the developer. Many objects such as icons, menus, check boxes, combo boxes, and other controls have labels that are displayed to users. Any label that is displayed to users on a control (e.g., a button) is the default for the object's name property. Ensure the Name of the object makes sense to a user and describes the control properly. The Name property must not include the control role or type information, such as button or list, or it will conflict with the text from the role property (acquired from GetRoleText function of MSAA API).

Value
Value is used when a developer wants to return information from objects in the form of a string. Value may be returned for objects where percentages, integers, textual or visual information is contained in the object. For example, the property values returned from scroll bar and trackbar accessible objects can indicate percentages in strings.

Not all objects have a Value assigned to them.

State
The State property describes an object's status at a moment in time. Microsoft Active Accessibility provides object state constants, defined in oleacc.h, that are combined to identify an object's state. If predefined state values are returned, clients use GetStateText to retrieve a localized string that describes the state. All objects support the State property.

Challenges and limitations
Microsoft designed the Active Accessibility object model during and after the release of Windows 95. The model is based on roles, each role representing a type of a user interface element. These roles are limited to user interface elements in common use at the time. For example, there is no text object model to help assistive technologies deal split buttons which combine multiple UI elements into one. MSAA does not attempt to represent styled text such as markup text or rich text documents. While MSAA still has the Value property, it can host only simple, non-styled text in its value. At the time, it was felt that the Microsoft Text Object Model (MS-TOM) would be more appropriate for expressing the attributes of formatted text. However, MS-TOM's complexity and limited initial adoption outside of Microsoft hampered access to rich text.

Another limitation involves navigating the object model. MSAA represents the UI as a hierarchy of accessible objects in a manner similar to Windows' Window Manager. Clients navigate from one accessible object to another using the IAccessible::accNavigate method. However, servers implemented accNavigate in unpredictable ways and often not at all. Clients, however, must be able to deal with all approaches for any MSAA server. This ambiguity means extra work for client implementers, and the complexity can contribute to problems depending on the server implementations.

Being a COM-based binary interface, IAccessible is immutable and cannot be changed without creating another interface. The result is that you cannot expose new roles, behavior or properties through the existing IAccessible-based object model. While intended to be a common subset of information about base UI elements, it was found to be difficult to extend to include information about new interaction methods.

Availability
MSAA was initially available as an add-on to Windows 95. It has been integrated with all subsequent Windows versions.

Related technology
Microsoft UI Automation (UIA): The successor to MSAA was User Interface Automation (UIA). However, since there are still MSAA based applications in existence, bridges are used to allow communication between UI Automation and MSAA applications. So information can be shared between the two APIs, an MSAA-to-UI Automation Proxy and UI Automation-to-MSAA Bridge were developed. The former is a component that consumes MSAA information and makes it available through the UI Automation client API. The latter enables client applications using MSAA access applications that implement UI Automation.

Accessible Rich Internet Applications (WAI-ARIA): There is a general mapping from ARIA attributes to MSAA properties.

IAccessible2: MSAA provides the roots of IAccessible2. IAccessible2 leverages the work done on MSAA, and adds additional functionality.

Windows Automation API: Starting with Windows 7, Microsoft is packaging its accessibility technologies under a framework called Windows Automation API. MSAA will be part of this framework.

Implementations of Microsoft Active Accessibility
Active Accessibility is available for developers in all versions of Windows since Windows 95. Since its original introduction, MSAA has been used as a way to add support for programmatic access to the UI for many business and consumer applications, including Microsoft Internet Explorer, Mozilla Firefox, Microsoft Office, etc. In addition to accessibility aids such as screen readers, screen magnifiers, Augmentative and Alternative Communication (AAC) devices, the technology has been used by Test automation software, such as QuickTest Pro, Functional Tester, and SilkTest.

More implementations of MSAA in applications and AT products can be found by searching on the Microsoft Accessibility sites or on the AT Information website.

title: Microsoft Active Accessibility


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Talk:Covenant of Baháʼu'lláh

Thanks for the stub tag. --Christian Edward Gruber

title: Talk:Covenant of Baháʼu'lláh