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Berenice III

Berenice III (Greek: Βερενίκη; 120–80 BC), also known as Cleopatra, ruled between 101 and 80 BC. Modern scholars studying Berenice III refer to her sometimes as Cleopatra Berenice. She was queen consort of Ptolemaic Egypt, or possibly queen regnant, with her uncle/husband Ptolemy X Alexander I, from 101 to 88 BC and again in 81 BC, before reigning as sole monarch of Egypt from 81 to 80 BC.

Background and early life
The Ptolemy and Berenice of the era were both Greek and Egyptian. Their heritage became a very prominent symbol in their reign taking from both of their parent cultures and intertwining it into their rule. Berenice's father was Ptolemy IX Soter, who became king of Egypt in 116 BC, with his mother Cleopatra III as his co-regent and the dominant force in government. He was initially married to his sister Cleopatra IV, but his mother forced him to divorce her and marry another sister, Cleopatra Selene, probably in early 115 BC. It is not certain which of these wives was Berenice's mother. Cleopatra IV has been favored by some modern scholarship.

Historian Christopher Bennett notes that Berenice III's legitimacy was never questioned by ancient historians, unlike her brothers, Ptolemy XII and Ptolemy of Cyprus, and that Ptolemy IX's marriage to Cleopatra IV seems to have been considered illegitimate—making it more probable that Berenice III was the result of the legitimate marriage to Cleopatra Selene. In this case, she was probably born in late 115 or early 114 BC.

Ptolemy IX and Cleopatra III eventually came into conflict with one another. In 107 BC, Cleopatra whipped up the Alexandrian mob against Ptolemy IX, causing him to flee to Cyprus, abandoning Berenice and her brothers in Alexandria in the process. Cleopatra then installed Ptolemy IX's younger brother Ptolemy X Alexander on the throne, as a more pliant co-regent.

Ptolemy X married Berenice's probable mother Cleopatra Selene and thus became step-father to the seven-year-old Berenice. They probably had a son together, the future Ptolemy XI, but around 103 BC Cleopatra III forced them to divorce so that Cleopatra Selene could be married to the Seleucid king Antiochus VIII.

Co-regency with Ptolemy X (101–88 BC)
In 101 BC, Ptolemy X had Cleopatra III murdered. Shortly after that, he married the thirteen-year-old Berenice and elevated her to the role of co-regent. The pair were joined together in the dynastic cult as the Theoi Philadelphoi (Sibling-loving Gods).

In 91 BC, a rebellion broke out in Upper Egypt. This rebellion was the latest in a series of native Egyptian uprisings in the region, following those of Hugronaphor (205–185 BC) and Harsiesi (131–130 BC). It is unknown what the name of the rebellion's leader was or whether he claimed the title of Pharaoh, as earlier rebel leaders had. The rebels gained control of Thebes and were supported by the Theban priests. Their forces are also attested in Latopolis and Pathyris. The rebellion also meant that the Ptolemies lost contact with the Triacontaschoenus region (Lower Nubia). Meroe took control of the region and retained it until the Roman period.

Around May 88 BC, the Alexandrians and the army turned against Ptolemy X and expelled him. The Alexandrians then invited Ptolemy IX to return to Alexandria and retake the throne, which he did. Berenice accompanied her husband into exile. The pair gathered a naval force to recapture the kingdom, but were defeated in battle. Ptolemy X recruited a second force at Myra, invaded Cyprus, and was killed.

Berenice returned to Egypt at some point after Ptolemy X's death and before 81 BC, but the exact date is not known.

Reign (81–80 BC)
On 5 August 81 BC, Ptolemy IX promoted his daughter Berenice III, who had previously been the wife and co-regent of Ptolemy X, to the status of co-regent. Some sources claim that Ptolemy IX had made Berenice III his co-regent at the start of his second reign in 88 BC, but all documentary evidence shows that he reigned alone until this point. Ptolemy died shortly thereafter, probably in December of the same year, leaving Berenice alone on the throne. At this point she was reincorporated into the dynastic cult as the Thea Philopator (Father-loving God), a clear reference to her inheritance of power from her father.

After a few months of sole rule, Berenice summoned her younger half-brother and former step-son, Ptolemy XI, from Rome to serve as co-regent. According to Appian, this co-regency was established at the behest of the Roman dictator Sulla, who hoped that Ptolemy XI would serve as a pliant client king. Ptolemy XI was crowned king on 3 April 80 BC. He murdered Berenice nineteen days later. Berenice's death angered the Alexandrians, and in response to her murder the people rioted on 22 April 80 BC. He was cornered in the gymnasium and killed. The throne then passed to Ptolemy XII Auletes, who was an illegitimate son of Ptolemy IX and the half-brother of Berenice.

Legacy
Berenice is the subject of Berenice, an opera by Handel.

title: Berenice III


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New Hampshire Route 117

New Hampshire Route 117 (abbreviated NH 117) is an 8.095 mi east–west highway in northern New Hampshire. NH 117 runs from Franconia to Lisbon in the White Mountains Region.

The eastern terminus of NH 117 is at New Hampshire Route 18 and New Hampshire Route 116 in Franconia, where NH 117 is named Sugar Hill Road. The western terminus of NH 117 is in Lisbon at U.S. Route 302 and New Hampshire Route 10.

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

title: New Hampshire Route 117


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Point Pinos Lighthouse

Point Pinos Lighthouse was lit on February 1, 1855, to guide ships on the Pacific Coast of California. It is the oldest continuously operating lighthouse on the West Coast of the United States and even the lens is original. Alcatraz Island Lighthouse preceded Point Pinos by eight months, but was replaced in 1909 by the expanding military prison. The Point Pinos Lighthouse is still an active United States Coast Guard aid to navigation. On-site museum exhibits and other lighthouse related functions are operated by the city of Pacific Grove, Monterey County, California. The lighthouse is surrounded by the Pacific Grove Municipal Golf Links.

Description
The present light source, located 89 ft above sea level, is a 1 kilowatt bulb, which produces a 50,000 candela beam visible under favorable conditions up to 17 mi distant. Formerly, the light had a rigid schedule of being lit one hour prior to sunset, and extinguished one hour after sunrise. With automation completed in 1975, a small battery-operated back-up strobe light was installed outside the tower, and the main light was turned on permanently. The present signal has a simple 4-second cycle signature of on/3-seconds, and off/1-second. As a further navigational aid, a Class D radio beacon operated continuously which had a range of up to 20 miles (30 km). A foghorn was also located below the lighthouse closer to shore which could be turned on manually by the Coast Guard personnel when lack of visibility warranted its use. With the advent of global positioning satellite navigation in 1993, the radio beacon and foghorn were deactivated.

History
The light is a third-order Fresnel lens with lenses, prisms and mechanism manufactured in France in 1853. A larger, second-order light had been planned, but delay in shipment caused the present light, originally destined for the Fort Point Lighthouse in San Francisco, to be installed instead. The first light source was a whale oil lantern set inside the lens, whose tank the keeper had to climb the tower to fill several times a night. Whale oil was very expensive and was soon replaced by liquified lard oil which gave way to kerosene in 1880. At the turn of the century, an incandescent vapor lamp was used, followed by electric lights in 1919. From 1912 to 1940 a falling weight mechanism rotated a metal shutter around the light causing the beam to be cut off to seaward for 10 out of every 30 seconds. Thereafter a timed flasher provided the "on/off" characteristic.

In 1874 Lighthouse Avenue in Pacific Grove, named for the Point Pinos Lighthouse, was laid out to ferry supplies and construction materials from the port at Monterey to the lighthouse.

The point was a part of the 2667 acre Rancho Punta de Pinos Mexican land grant made to José María Armenta in 1833, and regranted to José Abrego in 1844. In 1850, after the Mexican–American War and the American acquisition of Alta California, Congress appropriated funds for the construction of lighthouses on the West Coast. In 1852, the Secretary of the Treasury ordered the building of seven beacons along the California coast, one of which was to be located at Point Pinos, the dangerous southern entrance to the Monterey Bay. The government purchased 25 acre of the Rancho Punta de los Pinos for this purpose, with an additional 67 acre being purchased later on. Construction began in 1853, but difficulties with the delivery of the lenses and prisms from France delayed the opening of the lighthouse until 1855.

The first lightkeeper was Charles Layton, appointed to the post at $1,000 per year. He was killed in 1855 while serving as a member of the sheriff's posse chasing the notorious outlaw, Anastacio Garcia. He was succeeded by his widow, Charlotte, who remained head lightkeeper until 1860, when she married her assistant lightkeeper, George Harris. Robert Louis Stevenson wrote of visiting lightkeeper Allen Luce in 1879 after a long walk through the woods from Monterey, praising Luce's hospitality, piano playing, ship models and oil paintings. He wrote about the light in his book From Scotland to Silverado.

The most famous lightkeeper was Mrs. Emily Fish, who served from 1893 to 1914. She was called the "Socialite Keeper" due to her love of entertaining guests at the lighthouse.

Today
Point Pinos Lighthouse is on the National Register of Historic Places. It is open for tours Saturday and Sunday.

title: Point Pinos Lighthouse


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User talk:BillCosby~enwiki

Hi, and welcome to Wikipedia!

I'm wondering if perhaps your username is not in conformance with Wikipedia's user name policy, which states in part, Avoid using real names of famous figures. --jpgordon∇∆∇∆ 19:05, 8 Jun 2005 (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 BillCosby. To make sure that both of you can use all Wikimedia projects in future, we have reserved the name BillCosby~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.

Your account will still work as before, and you will be credited for all your edits made so far, but you will have to use the new account name when you log in.

Sorry for the inconvenience.

Yours, Keegan Peterzell Community Liaison, Wikimedia Foundation 22:38, 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) 11:02, 22 April 2015 (UTC)

title: User talk:BillCosby~enwiki


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New Hampshire Route 118

New Hampshire Route 118 (abbreviated NH 118) is a 37.003 mi secondary north–south highway in Grafton County, New Hampshire. NH 118 stretches from Woodstock in the White Mountains Region south to Canaan in the Upper Valley region.

The northern terminus of NH 118 is at New Hampshire Route 112 (the Lost River Road) in Woodstock. The road runs southward through the towns of Warren, Wentworth, Rumney, and Dorchester. The southern terminus of NH 118 is at U.S. Route 4 in Canaan. From Canaan to Wentworth, the highway is named Dorchester Road. The section from Warren to the Lost River is known as the Sawyer Highway.

title: New Hampshire Route 118


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New Hampshire Route 119

New Hampshire Route 119 (NH 119) is a state highway in the U.S. state of New Hampshire. The highway begins in Hinsdale at the Connecticut River, across which the highway continues into Brattleboro, Vermont, as Vermont Route 119 (VT 119) for 0.080 mi to its terminus at U.S. Route 5 (US 5) and VT 142. NH 119 heads east 39.908 mi to the Massachusetts state line in New Ipswich, where the highway continues as Massachusetts Route 119. The state highway is the main east–west highway of southern Cheshire County, where it connects the towns of Hinsdale, Winchester, Richmond, Fitzwilliam, and Rindge.

Route description
NH 119 begins at the Vermont state line at the west bank of the Connecticut River. The highway continues west as VT 119 (Bridge Street) into downtown Brattleboro, where the highway has a grade crossing of the New England Central Railroad before its terminal intersection, from which US 5 heads west on Canal Street and north on Main Street, and VT 142 heads south as Vernon Street. An Amtrak station for the Vermonter between St. Albans, Vermont, and Washington, D.C., is located here.

NH 119 crosses the main channel of the Connecticut River on a truss bridge, then heads southeast along an unnamed island and crosses another channel to reach the east bank of the river. The highway, which is named Brattleboro Road, follows the east bank of the river southeast along the flank of Wantastiquet Mountain through the town of Hinsdale. West of the center of town, NH 119 veers east away from the Connecticut River and becomes the town's Main Street. While passing through downtown, the highway has a concurrency with NH 63, which heads south as Northfield Road and north as Chesterfield Road.

NH 119 parallels the Ashuelot River east from the town center along Canal Street and becomes Ashuelot Main Street on entering the town of Winchester. East of the village of Ashuelot, which contains a namesake covered bridge, the highway continues as Hinsdale Road to the town center of Winchester. There, the highway crosses the river and has a four-leg intersection with NH 10 (Manning Hill Road) and NH 78 (Warwick Road). NH 119 and NH 10 head north across Mirey Brook as Main Street to the center of town, where NH 10 continues straight on Keene Road and NH 119 turns east onto Richmond Street. The highway crosses several hills and ridges in the town of Richmond, in the center of which the highway intersects NH 32 (Athol Road/Old Homestead Highway). The highway is named Winchester Road and Fitzwilliam Road west and east of the town center, respectively.

NH 119 enters the town of Fitzwilliam, where the highway passes to the south of Rhododendron State Park, which surrounds Little Monadnock Mountain. The highway has a curvaceous path through the town that includes two right-angle turns west of the town center, where the highway intersects NH 12. NH 119 continues east into the town of Rindge. The route passes to the south of Franklin Pierce University before having a junction with US 202. NH 119 continues southeast, passing the town center of Rindge to the northeast and the Wapack Wilderness, the site of several monadnocks in the Wapack Range, including Pratt Mountain. The state highway cuts across the extreme southwest corner of the town of New Ipswich in Hillsborough County before reaching its eastern terminus at the Massachusetts state line. The highway continues southeast into the town of Ashburnham as Massachusetts Route 119 (Rindge State Road).

title: New Hampshire Route 119


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User talk:Oncedead

Welcome!

Hello,, and welcome to Wikipedia! Thank you for your contributions. I hope you like the place and decide to stay. Here are a few good links for newcomers: I hope you enjoy editing here and being a Wikipedian! Please sign your name on talk pages using four tildes (~~); this will automatically produce your name and the date. If you need help, check out Questions, ask me on my talk page, or place  on your talk page and someone will show up shortly to answer your questions. Again, welcome! -- Infrogmation 19:05, 8 Jun 2005 (UTC)
 * The five pillars of Wikipedia
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 * How to write a great article
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title: User talk:Oncedead


text:
User talk:Robert A West

Archives
 * Dec 06
 * Jan 07
 * Feb 07
 * Mar 07
 * Apr 07
 * May 07
 * Jun 07
 * Jul 07
 * Aug 07
 * Sep 07
 * Oct 07
 * There is no November 2007 archive.
 * Dec 07

rear admiral and/or Rear Admiral, but Rear admiral?
I posted the following on the talk page, but as yet have had no response. Perhaps you can explain it to me?
 * I've read the above discussions with interest, and I can understand how it could be titled "rear admiral" or "Rear Admiral", but I can not understand how the above discussion resulted in "Rear admiral". The most quoted example is "Rear Admiral X is a rear admiral". "Rear admiral X is a Rear admiral" was never justified, or even advocated, yet that's what the article ended up being called. Can someone explain this to me please? Pdfpdf 14:32, 30 September 2007 (UTC)

Thanks in anticipation of your reply, Pdfpdf 12:21, 9 November 2007 (UTC)
 * I hope you enjoyed your time away; thanks for the reply. Yes, your reply is helpful. It's always handy to have a second opinion. Cheers, Pdfpdf (talk) 03:35, 16 December 2007 (UTC)

Franz Josef Strauß
Might I ask you to take a look at the new discussion going on at Franz Josef Strauß? Yes, it is an ancient topic (the use of ß on en-wiki), but this is one of the most prominent articles in which this issue is of significance. Given your experience, your input would be very much appreciated. Unschool (talk) 01:39, 21 December 2007 (UTC)

C.Soon?
English version one is the commonly-used one and can be trivially sourced. The second version is unknown to me and I can't track it down. The 2007 version by "C. Soon" looks like pure Original Research. Robert A.West (Talk) 01:58, 23 December 2007 (UTC)

 * I took out the C. Soon version, as I too could not find it anywhere and the edit was the person's only edit to date on the Wiki.
 * Version 2 was added:
 * 18:02, 19 December 2005 User:Heptazane (Talk | contribs) (Added alternate version. Version 1 is the most common that I've seen, and V2 (which was originally here) seems like an older version?) (undo)
 * So version 2 was actually the first version that appeared on the Wikipedia. Since it is actually a French song I am sure that there are regional differences in word interpretation that probably exist in Hymnals etc. I wouldn't worry about the 2 versions too much. What about the last most recent version in Ilocano? That might be beeter served being moved to the Ilocano Wikipedia (if there is such a thing) and creating a sidebar link? Good Luck. Sauda d e 7  19:40, 24 December 2007 (UTC)

 * I moved the Ilocano (Ilokano?) version to the Ilokano wiki, made a sidebar link, and explained in the edit summary. I don't know why I am even on this page (again!). I translated the French version (which someone else thankfully repaired! Once I am inside French I forget how English is supposed to sound!) Anyway, next time if you think something is funky you can just be proactive and do it yourself. You can never mess up too badly or destroy anything because there is always the history and a whole bunch of people to keep you (and me) honest! Good luck! Sauda d e 7  20:10, 24 December 2007 (UTC)

 * A YEAR's hiatus?!? Where were you, in the jungles of darkest Borneo hunting for Bulwer's Pheasants? Sauda d e 7  21:10, 31 December 2007 (UTC)

Talk:Tax protester/Request for comment
Your input in this discussion will be most appreciated. Cheers! bd2412 T 17:09, 23 January 2008 (UTC)

WikiProject Parliamentary Procedure
I just wanted to let you know about the formation of WikiProject Parliamentary Procedure. We hope to cover all the major motions and parliamentary procedure terms. You are welcome to join. Thanks, Obuibo Mbstpo (talk) 19:44, 8 March 2008 (UTC)

Second Amendment
That's fine if you don't want to have states capitalized. The only reason I did it was for consistency because states was capitalized in the first sentence of the exact same paragraph. I assume it was done because the page revolves around the meaning of the Constitution where States is always capitalized (even in modern amendments). But if you want to stick with modern convention I'll go ahead and change the other one to lower case. Rreagan007 (talk) 15:16, 27 June 2008 (UTC)

You're absolutely right about "regulation." I knew that, but I guess I just wasn't paying close enough attention. Thanks for correcting it. Rreagan007 (talk) 15:21, 27 June 2008 (UTC)

Welcome back
The matter on numbers I mentioned to you is at WT:MOS; the discussion at the end of WT:NCNT on titles seems to be dying down. Septentrionalis PMAnderson 02:09, 8 July 2008 (UTC)

Broder lord
I would read it as intending to say: "The Marcher lord is equivalent in status [or power] to the Pfalzgraf, although Markgraf is the German cognate." To what extent the first half is true, I have no idea. I suspect a bad translation from the German; it certainly will convey little to most anglophones even after copyediting. Septentrionalis PMAnderson 19:13, 11 July 2008 (UTC)

Hesse-Kassel
You Germanize more than I do; have you an opinion on Talk:William VIII, Landgrave of Hesse-Cassel or Kassel? Septentrionalis PMAnderson 19:15, 11 July 2008 (UTC)

Disambiguation
I'm a little lost in the multitude of cases, but I agree in general. Somewhere in the wilderness of guidelines (it's not at WP:PRIMARYUSAGE now, but I think it used to be) is a rule of thumb that primary usage (i.e. an article called plain Foo), should be 80% or 90% of the usage in English. (That's part of WP:Disambiguation; there is a live discussion on the talk page.)

As a concrete example, I'd like your opinion, whatever it may be, at Talk:William Duer (delegate). Septentrionalis PMAnderson 22:34, 9 August 2008 (UTC)

New Cold War
I just responded to your thoughts over at Articles for deletion/New Cold War. I'd like to know more about your thoughts on the article, if you have a chance. Take care,  user:j    (aka justen)   02:35, 18 August 2008 (UTC)
 * See response on your talk page.Robert A.West (Talk) 03:01, 18 August 2008 (UTC)
 * Feel free to respond here. The issue isn't fading away in three years.  Significant usage of the term goes back nearly a decade.  Two published books have been written.  Our job isn't to determine what is or isn't sensationalistic, our job is to cover notable, verifiable topics and to cite them with reliable sources, which is what's been done in that article.    user:j    (aka justen)   03:04, 18 August 2008 (UTC)
 * It looks like the same few commentators riding their favorite hobby horse to me. A mention in an article on Russian-American relations seems appropriate to me.  A full-fledged article does not.  I'll look some more when I get some time, but for now, my opinion stands.  I did mention to another Wikipedian with more inclusionist views than mine to get a different perspective.  Robert A.West (Talk) 03:11, 18 August 2008 (UTC)
 * I respect your viewpoint either way, and if the content gets to the point of deletion, I'll look at integrating some or all of it into Russian-American relations. Look forward to hearing more of your thoughts soon.    user:j    (aka justen)   03:16, 18 August 2008 (UTC)
 * And I yours. There is a certain amount of art involved in deciding either way.  Happy editing! Robert A.West (Talk) 03:19, 18 August 2008 (UTC)

Democratic Peace Theory
I object to citing the South-Ossetian War.
 * The cited blog entry with McDonalds pictures refers to the Golden Arches Theory rather that the Democratic Peace Theory.
 * The war itself is hardly an exception. According to the 2008 Freedom House report, "Russia does not have a democratic political system".
 * See also http://freethinker.typepad.com/the_free_thinker/2008/08/the-democratic.html Fomels (talk) 03:03, 20 August 2008 (UTC)

JNADC
Here is what the article contained when it was deleted. Clearly it meet the criteria since there was noting there except external links. All of the previous versions had less material.

HIM Empress Farah Pahlavi
We do not begin article titles with royal/imperial titles when the article is about a monarch, for example Elizabeth II of the United Kingdom. Empress Farah was never a monarch; she was married to a monarch, an emperor, thus she was imperial consort with title of empress. The previous title, Empress Farah Pahlavi, was better; see Queen Silvia of Sweden, Queen Sofía of Spain, Queen Sonja of Norway, etc. Surtsicna (talk) 14:27, 28 August 2008 (UTC)

Talk:Fictional film
For your amusement. Come and comment if you like. Septentrionalis PMAnderson 23:19, 2 September 2008 (UTC)

Anon vandal @ Doylestown, Pennsylvania
I have blocked the vandal you mentioned. Thanks for the heads up.

One thing though... Be careful when you revert vandalism, because in this case, you reverted away two constructive edits.

Cheers,  caknuck °  is geared up for football season  04:51, 6 September 2008 (UTC)

 * Correction... "one constructive edit and one good faith (albeit misguided) edit" ;)  caknuck °  is geared up for football season  04:55, 6 September 2008 (UTC)

 * That's what I'm here for. Upon further review, you were right about the "December Day" thing, so I plucked it from the article as well. Let me know if I can be of assistance in the future. Cheers,  caknuck °  is geared up for football season  05:04, 6 September 2008 (UTC)

Quoting sources
But why? Why would we specifically demand quotations from non-English sources and not from English sources? That's just completely unintuitive to me. Haukur (talk) 22:06, 9 September 2008 (UTC)

Talk:Mameluke
An interesting question of primary usage; this is a horse - the Egyptians are at Mamluk. Do we move to Mameluke (horse)? Septentrionalis PMAnderson 21:03, 12 September 2008 (UTC)

Palins
I saw your comment on WP:MFD for the talk page of Bristol Palin. I know little about Bristol but I know more about Track Palin. That page, too, is page protected so I discussed why PFC Palin deserves a draft article (not yet having an opinion on if the man deserves a regular article). I even wrote what a possible article may include, including references. Some want it deleted. This is sad because these are just proposed articles and people want to destroy discussion. At this very moment, I'm not even suggesting that the draft on the talk page be moved to the article space! 903M (talk) 02:19, 14 September 2008 (UTC)

Talk:Electoral College (United States)
The Twelfth Amendment that requires, if the Senate elects a Vice-President, a majority of the whole number of Senators as the minimum number of votes required. There is a question here whether

 * ''This provision prevents the Senate from selecting a Vice President through the votes of half of the Senators together with the vote of the President of the Senate.

RL30804: The Electoral College: An Overview and Analysis of Reform Proposals, L. Paige Whitaker and Thomas H. Neale, January 16, 2001 has been presented as proof. Does it support the assertion? Septentrionalis PMAnderson 18:25, 18 September 2008 (UTC)

pro se (self-representation) article
Dear Mr. West

Self-Represented Litigation is a subject that I have collected references on and am familiar with. When I started contributing to this article it said 8/26/08 "there is no fundamental right to self-representation." No citation was given for that at all. I posted various quotations of the U.S. Supreme Court, which were deleted on the grounds that you can't quote the Supreme Court. However, another user has more recently quoted the Supreme Court in a different case and there has been no objection to that. I went to the U.W. law library, a 5 floor library, and used their computerized search on both "pro se" and "self-represented". There were only two books and I checked out both of them. One was on reserve. After posting my intention on the comments page, I spent all day Monday typing in the table quoting the various state constitutions, which Non Curat Lex "disagrees" with. That was from the AJS book that I checked out from the library reserve for 24 hours. I posted the American Jurisprudence Society quoting the U.S. Supreme Court, which was deleted I think by "Non Curat Lex". I posted an ABA article I found on the Internet and that was deleted I think by "Non Curat Lex". I am having problems finding the exact wording but on Wed night it was changed to something to the effect that there is a constitutional right to self-representation in a criminal proceeding but not in a civil matter. A 1964 S.C. case concerning the right to a government paid defense lawyer in a criminal prosecution was cited as a reference. I changed that to say that there is a constitutional right in both civl and criminal matters. I emailed to the ABA and asked them for their input and they emailed to me a location on their web site. I quoted that and it was deleted. Here is another ABA publication, which says that there is a "constitutional right".

"Constitution v Ethics There is little disagreement that individuals have a right, rooted in the U.S. Constitution, to represent themselves in a court of law. The exact source of that right has been debated and at various times attributed to the privileges and immunities clause of the Constitution, the First Amendment Right to petition the government for redress of grievances, the equal protection clause, and the due process clauses of the 5th and 14th Amendments requiring a meaningful hearing. The Supreme Court, on many occasions, has found self-representation to be a constitutional right. It is, therefore, a long-held belief that the courthouse door should be open to everyone. The practical application, however, is not clear. Exactly how far must courts and judges and lawyers go to assure that access is truly equal? The problems with that issue lie in the ethical dilemnas faced by those charged with carrying out this mandate." Source: Patricia A. Garcia for the American Bar Association "Litigants Without Lawyers. Courts and Lawyers Meeting the Challenges of Self-Representation." 2002, p. 11. ISBN 1-59031-061-6

My quotations of the New York Times were also removed.

It seems to me that "Non Curat Lex" has a POV that the article should say that there is no right to represent oneself even though the ABA, the American Judicature Society, and other "legal authorities" disagree. I have absolutely no problem with anyone adding any references to the article but I am bothered by the idea that the article will again be incorrect and convey that there is no right to self-representation. Kay Sieverding Self-represented access to courts is vital for democracy (talk) 19:29, 19 September 2008 (UTC)

What an erroneous comment. When have I ever said that there is no right to represent oneself? EVER?!

Anyhow, Mr. West, the other day, I posted this proposal on the talk page the other day intending to be a request for urgent action, but no one seems to have noticed. Feel free to leave any thoughts you might have - if you feel like it. Non Curat Lex (talk) 07:31, 24 September 2008 (UTC)

 * I have been swamped with work lately -- preparing for a lengthy business trip -- and so have not had the time or energy to look into the article.  If you feel that the situation is urgent, you might want to take a short break and see if you feel that way in two days.  About the only emergencies I have seen on Wikipedia are runaway or ill-programmed bots (which can foul up hundreds of pages per hour), and mass vandalism (i.e. Squidward). Robert A.West (Talk) 11:42, 26 September 2008 (UTC)

 * You need to visit the wp:village stocks for some urgent situations. Sometimes patience is a virtue, RAW, sometimes impatience is justifiable. This was a case of the latter. Non Curat Lex (talk) 18:22, 26 September 2008 (UTC)

 * Well, I did say "about". I had forgotten about Ed Poor's deletion of VfD.  My time is severely rather constrained between now and October 3, and somewhat constrained for ten days thereafter.  I regret not being able to be of more assistance for the moment. Robert A.West (Talk) 23:36, 26 September 2008 (UTC)

 * By the way Mr. West, I was not bringing that up to "win an argument" because there's little resemblance between stuff like that, and stuff like Kay's runaway editing - but the VS stuff is amusing, isn't it?

 * In any case, I didn't mean to make work for you. However, there was some confusion being caused by the silence as to whether there was still a mandate for the administrative actions; my remarks seemed to be "lost in the flood" as it were. I didn't want our warnings, or Lar's, to become an idle act. Thanks again. Non Curat Lex (talk) 01:15, 30 September 2008 (UTC)

 * I didn't take it as trying to win an argument: I was actually quite tickled by the opportunity to recall the Great Deletion Deletion. As for making work, I had fully intended to return to a greater level of Wiki-activity than I have been able.  My expression of regret that I cannot do so quite yet is sincere, and arises out of my desires, not yours. Robert A.West (Talk) 01:54, 30 September 2008 (UTC)

 * Well then, there will be Wiki. Non Curat Lex (talk) 05:35, 30 September 2008 (UTC)

Samuel Johnson
Is now in a long review for FA; linked to from the talk page. Coming at it fresh, I see the following sentences which seem to me clumsy; am I being too severe?
 * ''Boswell's Life, along with other biographies, documented Johnson's behaviour and mannerisms in such detail that they have informed the posthumous diagnosis of Tourette syndrome (TS),[5] a condition unknown to 18th-century physicians.

 * in the nursing care of Joan Marklew. In context, this appears to be Johnson's wet-nurse.
 * Johnson could not bring himself to regard the poem as granting him any merit as a poet.
 * However, not all of his work was confined to The Rambler. One such work, The Vanity of Human Wishes, was written with such "extraordinary speed" that Boswell claimed Johnson "might have been perpetually a poet".
 * The principal author claims that this sentence is intended to suggest that Johnson was published by others; but Vanity was self-published.
 * He did complete one poem, the first of his tutorial exercises, on which he spent comparable time, and which provoked surprise and applause. (This is all that is said on the subject; no indication of what it is comparable to that I can see.) Septentrionalis PMAnderson 18:05, 1 October 2008 (UTC)

Yet again
There is another proposal for moving all the major American cities to their simple names, omitting the state. It includes Saint Louis, Missouri, this time. See here; I have already taken Philadelphia, Pennsylvania this time. Septentrionalis PMAnderson 03:35, 17 October 2008 (UTC)

Proposed deletion of Deviant sexual intercourse
A proposed deletion template has been added to the article Deviant sexual intercourse, suggesting that it be deleted according to the proposed deletion process
 * This article has remained unreferenced since flagged in November 2008. It thus appears to be interesting, but also more of an essay or a personal opinion than a cited, notable and verifiable article

All contributions are appreciated, but this article may not satisfy Wikipedia's criteria for inclusion, and the deletion notice should explain why (see also "What Wikipedia is not" and Wikipedia's deletion policy). You may prevent the proposed deletion by removing the  notice, but please explain why you disagree with the proposed deletion in your edit summary or on its talk page.

Please consider improving the article to address the issues raised because, even though removing the deletion notice will prevent deletion through the proposed deletion process, the article may still be deleted if it matches any of the speedy deletion criteria or it can be sent to Articles for Deletion, where it may be deleted if consensus to delete is reached. Fiddle Faddle (talk) 00:19, 21 January 2009 (UTC)

AfD nomination of Deviant sexual intercourse
I have nominated Deviant sexual intercourse, an article that you created, for deletion. I do not think that this article satisfies Wikipedia's criteria for inclusion, and have explained why at Articles for deletion/Deviant sexual intercourse. Your opinions on the matter are welcome at that same discussion page; also, you are welcome to edit the article to address these concerns. Thank you for your time. Fiddle Faddle (talk) 07:08, 21 January 2009 (UTC)

2008 South Ossetia war title vote
Since you were involved in the previous rename discussion, maybe you would be interested: there is a vote up again at Talk:2008 South Ossetia war. Offliner (talk) 22:51, 7 March 2009 (UTC)

Failed Doppelganger
Hi, please could you visit User:Jac16888/Sandbox. This is a list of failed attempts by users to create doppelganger accounts, and at least one of the pages is yours. Creating a doppelganger account involves actually registering the account as you would normally, simply creating a userpage doesn't do it. Please either create the account, or else indicate that you no longer want the page(s) so that I can delete it. Thank you--Jac 16888 Talk 23:13, 17 April 2009 (UTC)

Bringing to your notice
Someone in WP management needs to look at the Barbara Biggs entry, as it seems to my amateur eyes to be largely an advertizement of Biggs books, and a beat-up of her deeds and status based on what is written in same self-authored books. There are some references to media who interviewed her about her books/deeds but these again rested mostly on her own opinions about herself drawn from her self-authored books. Is there not supposed to be independant verification of her claims? 58.165.69.67 (talk) 10:26, 5 July 2009 (UTC)

Barbara Biggs editing her entry again
Can you please intervene? Biggs has removed an Original Research tag which was placed in the article at the place where Biggs herself makes a claim, without a citation, about parents being "ordered to send their children to contact visits with abusive exes by the Family Court". There is absolutely no verification for this claim about the Family Court and I suggest it is original research by Biggs (like several other comments she has placed in her entry). I note that Biggs has placed a link at the end of this same section leading to a government document which says ZILCH to confirm Biggs claim that "parents ordered to send their children to contact visits with abusive exes by the Family Court". Therefore I suggest the Original Research tag be replaced or better still, the entire OR sentence deleted or reworded to make clear it is her own unscientific belief.

I note also that Biggs herself writes "Regarding abuse victims, Biggs writes and speaks about the much-misunderstood phenomenon of emotional attachment to the abuser". Is this Biggs, the novelist, claiming to speak on behalf of herself, or is she speaking (as appears) in the guise of a psychology academic on behalf of victims plural? Might I remind that biggs is not an academic, her credentials coming down purely to her own personal experiences.

Finally, the openly anti-father group 'Anonymums' with whom Biggs is affiliated has placed the following menacing threat in the talk section on behalf of Barbara Biggs:

 * "Response from Anonymums
 * What a load of rubbish!... Expect that you will no longer are able to continue your propaganda and whilst Barbara and other advocates have been incredibly polite and considerate of your needs and thoughts - We are not! Lies and propaganda will NOT be tolerated. You have been warned. Expect us"

Biggs has been asked previously to not edit her own article Don't edit your own article. Perhaps she needs reminding again? 123.211.186.53 (talk) 10:19, 10 August 2009 (UTC)

Not an Admin?
Robert, forgive me but I had wrongly considered you were an administrator of Wikipedia. When I looked at your user page I did not see any mention that you are. My apologies. Please ignore my above request and I will seek an admin.

Regards 123.211.186.53 (talk) 10:36, 10 August 2009 (UTC)

From Barbara Biggs
Robert, I'm sorry to add this here, but I don't know how else to contact you. You helped me with my article once before, in 2006, and I'm looking for someone to help again. Might you be available? Barbbiggs

From the Slobbinpolit Zhurnal
You may be amused by this deletion discussion: Articles for deletion/Slobbovia. Septentrionalis PMAnderson 19:03, 7 November 2009 (UTC)

Proposed deletion of Close order formation

The article Close order formation has been proposed for deletion  because of the following concern:
 * This article adds nothing not available in detailed articles in its categories.  It is a potentially huge subject which no-one seems to make a real start on.  However, there is the possibility of a viable article here, so if there was the enthusiasm, would recommend WP:INCUBATE.  If not delete.

While all contributions to Wikipedia are appreciated, content or articles may be deleted for any of several reasons.

You may prevent the proposed deletion by removing the  notice, but please explain why in your edit summary or on the article's talk page.

Please consider improving the article to address the issues raised. Removing  will stop the proposed deletion process, but other deletion processes exist. The speedy deletion process can result in deletion without discussion, and articles for deletion allows discussion to reach consensus for deletion. Monstrelet (talk) 10:45, 1 January 2010 (UTC)

RfD nomination of Template:Cleanup-link
I have nominated for discussion. Your opinions on the matter are welcome; please participate in the discussion by adding your comments at the discussion page. Thank you. Magioladitis (talk) 23:34, 5 May 2010 (UTC)

Unnotable or scarcely notable products ursurping names of english words
At Fray and Fray (disambiguation) we have a problem you encountered before with the music band 'The Fray' (of whom I have also not heard before). An obscure comic book is ursurping an article title of an english word for its own. Since you have participated in this article mess before on this issue and in the way I regard as positive, I invite your participation.

Contradict Tag On Paladium
These are the reasons the tags were added:
 *
 * Curb Chain (talk) 10:31, 12 June 2011 (UTC)

I added those diffs. The diff referring to palladium mentioned that platinum develops a patina, where the information is absent on platinum. This is a fact that should not be omitted because this would indicate oxidation or reactivity which is not explained on platinum.Curb Chain (talk) 06:20, 13 June 2011 (UTC)

It depends on what is being mentioned. A patina is the result of a chemical reaction. This would not be possible if platinum does not oxidize in air or reacts with something in air.Curb Chain (talk) 11:55, 16 June 2011 (UTC)

So you understand my issue: palladium stated that platinum will develop a patina over time, which would mean that platinum would oxidize or react in air, but this is not mentioned in platinum, and infact, tends to repudiate.Curb Chain (talk) 12:06, 16 June 2011 (UTC)

patina says that it is a kind of tarnish, so then this is a chemical reaction. Platinum is reactive to sulfure, but it does not say it is reactive to SOx, and NOx is not a halogen (nitrogen is not a halogen).Curb Chain (talk) 04:43, 17 June 2011 (UTC)

I have to support Materialscientist. The link you provided (http://www.diamondcuttersintl.com/a-platinum-primer) does not have an references, is an article which would possibly have a conflict of interest in platinum by "promoting it positively", and your sentence-addition would contradict patina because it says that a patina is a tarnish and a tarnish is a chemical reaction, not a physical reaction (i.e.: scratches).Curb Chain (talk) 10:42, 19 June 2011 (UTC)

That's true, infact yesterday, I took a closer look at patina. Unfortunately, chemical articles are best dealt with evidence that is of a scientific nature, when using references. Physical scratches aren't notable information to be included, so when we are saying that patinas can be found on platinum, that is just another way of saying the hardness of a material. Moh's hardness is not the best scale to measure this, but it is a relative scale, and we already have it on the article's prose and infobox. That's why we should not include patina except for the chemical semantic/meaning.Curb Chain (talk) 09:10, 20 June 2011 (UTC)

I don't think that is an issue of NPOV. The reason these metals can be scratched is because of the softness of the material. Including such information is like saying that playdoh can be scratched sometimes, can this is beautiful to some people. Of course the industry will say that. And infact, we should not include such information.Curb Chain (talk) 22:00, 20 June 2011 (UTC)

This "wear-and-tear" semantic you are talking about is the product of the chemical element's hardness. It is not necessary to include such minor details.Curb Chain (talk) 04:46, 21 June 2011 (UTC)

What about palladium, silver, gold? And other soft metals? Do trade publications market surface scratches "desirable"? If you are to include this, this should be included on all the metals. Frankly, if it is not useful, it shouldn't be included. That is not nonNPOV.Curb Chain (talk) 04:55, 21 June 2011 (UTC)

You have my permission to move the discussion to the talk page.

Of course we decide issues on a case by case basis, but we also want to have a level standard for articles. I have no qualm if you have a source that says AND EXPLAINS why surface scratch patina is desirable, because I know that esthetics and culture are characteristic of metals, plastics, etc. if this is the case, this concept is not foreign to me. But I can assure you that not EVERYONE appreciates scratches. This is why I require you to source your writing.Curb Chain (talk) 22:00, 21 June 2011 (UTC)

Excrescence (architecture)
I noticed the article Excrescence (architecture) which you started. I understand you are working on the references, so I was wondering fi you could to userfy the article? It does not seem a notable, as of yet.Curb Chain (talk) 11:12, 19 June 2011 (UTC)

If you can add references (which you state you intend) about how it is used outside of the book, I wouldn't say that the topic is not notable. But if those references can not prove it is used outside of the book, then yes, I will have to put it up for deletion.Curb Chain (talk) 11:27, 19 June 2011 (UTC)

Hi, good observation on Earned Income Credit
Hi Robert,

I think you made a good observation regarding the cost figure of ineligible filers. I'd look at it myself but I'm busy with other aspects of EIC.

Maybe you could include in the text that the figure is twenty years old? (I mean, qualify in a straightforward, middle-of-the-road kind of way) But it sounds like the reference didn't even have that figure at all. Please jump in and help and just use your best judgment, if you can spare the time. Thanks. FriendlyRiverOtter (talk) 15:59, 26 March 2013 (UTC)

Hatnote
See WP:Hatnote section Disambiguating article names that are not ambiguous. The article name "Robert Lansing (state senator)" is not ambiguous. In fact, he was dead when his homonynous grandson was US Secretary of State. Besides, the latter is mentioned in the text, so no confusion will arise. Hatnotes serve to direct the reader to the right topic, if he lands on the wrong page looking for some simple search item. Thus, "Robert Lansing" must have a hatnote directing to the dab page, because there are several persons of this name, the reader might be looking for. I doubt that anybody types in the search window "Robert Lansing (state senator)" when looking for the actor or for the Secreatry of State. Kraxler (talk) 14:04, 8 June 2013 (UTC)

Thanks for the laugh
Best thing I've seen all day. :-) —Emufarmers(T/C) 03:38, 7 December 2013 (UTC)

November 2014
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 * through a roof and hits a woman taking an afternoon nap. This is the only documented case in the Western Hemisphere of a human being hit by a rock from space.

Something that may interest you
Hello Robert A West,

There is a discussion going on at Talk:Quran that may interest you.

Bobby Martnen (talk) 03:06, 25 September 2015 (UTC)

ArbCom elections are now open!
MediaWiki message delivery (talk) 13:05, 23 November 2015 (UTC)

November 2015
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 * &ndash; The Council of Clermont, called by Pope Urban II to discuss among other topics sending the First Crusade to the Holy Land, begins.

title: User talk:Robert A West


text:
Disney Live Entertainment

Disney Live Entertainment is the theatrical live entertainment production division of Walt Disney Imagineering, the design and development arm of Disney Experiences, a division and business segment of The Walt Disney Company.

Disney Entertainment
Formerly founded as Walt Disney Entertainment as a wing of the Walt Disney Company, it produced all shows and parades for Disney worldwide, including everything from the Disney-created Super Bowl Half-time shows to theme parks. The division was altered on January 31, 2001, at the retirement of Executive Vice President, Ron Logan, who was the head of the division.

Disney Creative Entertainment
Disney Creative Entertainment was founded in 2000 with the arrival of Executive Vice President Anne Hamburger.

Works
Some of the company's most notable works since being officially formed in 2000 include:

Disneyland Resort

 * Disneyland
 * Fantasmic!
 * The Lion King Parade
 * Light Magic
 * Believe... There's Magic in the Stars
 * Believe... In Holiday Magic
 * Snow White: An Enchanting Musical
 * Remember... Dreams Come True
 * Walt Disney's Parade of Dreams
 * Disney's Celebrate America
 * Mickey's Soundsational Parade
 * Magical: Disney's New Nighttime Spectacular of Magical Celebrations
 * The Magic, the Memories, and You
 * Mickey and the Magical Map
 * Paint the Night Parade
 * Disneyland Forever
 * Together Forever
 * Mickey’s Mix Magic
 * Magic Happens Parade
 * Wondrous Journeys
 * Disney California Adventure
 * Pixar's Block Party Bash
 * Pixar Play Parade
 * World of Color
 * Winter Dreams
 * Celebrate
 * Season of Light
 * Villainous
 * One
 * Aladdin: A Musical Spectacular
 * Disney Junior – Live on Stage!
 * Frozen – Live at the Hyperion
 * The Golden Mickeys
 * Rogers: The Musical

Walt Disney World Resort

 * Magic Kingdom
 * SpectroMagic
 * The Legend of the Lion King
 * Wishes: A Magical Gathering of Disney Dreams
 * Disney's Celebrate America
 * The Magic, the Memories, and You
 * Celebrate the Magic
 * Once Upon a Time''
 * Disney Festival of Fantasy Parade
 * Happily Ever After
 * Disney Enchantment

 * Epcot
 * A New World Fantasy
 * Laserphonic Fantasy
 * IllumiNations
 * IllumiNations 25
 * Reflections of Earth
 * Epcot Forever
 * Harmonious
 * Luminous: The Symphony of Us

 * Disney's Hollywood Studios
 * Dick Tracy
 * Fantasmic!
 * Beauty and the Beast Live on Stage!
 * The American Idol Experience
 * Disney Junior – Live on Stage!
 * Star Wars: A Galactic Spectacular
 * The Golden Mickeys
 * Disney's Animal Kingdom
 * Festival of the Lion King
 * Finding Nemo – The Musical
 * The Jungle Book: Alive with Magic
 * Rivers of Light

Tokyo Disney Resort

 * Tokyo Disneyland
 * Cinderellabration: Lights of Romance
 * Mickey's Gift of Dreams
 * Disney's Dreams on Parade
 * Jubilation!
 * Happiness is Here Parade
 * Once Upon a Time
 * Frozen Forever
 * Disney Gifts of Christmas
 * Dreaming Up
 * Celebrate! Tokyo Disneyland
 * Mickey's Musical Dream
 * Disney Harmony In Color Parade
 * Tokyo DisneySea
 * Legend of Mythica
 * BraviSEAmo!
 * Fantasmic!
 * Believe! Sea of Dreams

Disneyland Paris

 * Disneyland Park (Paris)
 * Disney's Once Upon a Dream Parade
 * Wishes: A Magical Gathering of Disney Dreams
 * The Enchanted Fireworks
 * Disney Dreams!
 * Disney Illuminations
 * Disney Stars on Parade
 * Dream... and Shine Brighter!
 * Disney D-Light
 * A Million Splashes of Colour
 * Disney Electrical Sky Parade
 * The Legend of the Lion King
 * Winnie the Pooh and Friends, Too
 * Animator's Musical Fireworks
 * Walt Disney Studios Park
 * Disney Junior: Live On Stage!
 * Animagique
 * Mickey and the Magician
 * TOGETHER: A Pixar Musical Adventure
 * Disney Village
 * Buffalo Bill's Wild West Dinner Show

Hong Kong Disneyland Resort

 * Hong Kong Disneyland
 * Festival of the Lion King
 * Mickey and the Wondrous Book
 * Flights of Fantasy Parade
 * Disney in the Stars
 * Mickey's Rainy Day Express
 * Paint the Night
 * Follow Your Dreams
 * Momentous

Shanghai Disney Resort

 * Shanghai Disneyland
 * Mickey's Storybook Express Parade
 * Ignite the Dream: A Nighttime Spectacular of Magic and Light
 * Illuminate! A Nighttime Celebration

Disney Cruise Line

 * Twice Charmed – Disney Magic
 * Tangled The Musical – Disney Magic
 * Toy Story the Musical – Disney Wonder
 * Frozen, A Musical Spectacular – Disney Wonder, Disney Fantasy
 * The Golden Mickeys – Disney Wonder, Disney Dream and Disney Destiny
 * Disney's Believe – Disney Fantasy and Disney Dream
 * Villains Tonight! – Disney Magic and Disney Dream

Other venues

 * Main Street Electrical Parade – New York Route at New York, New York (As part of the opening of Hercules)
 * 2000 Super Bowl Half Time Show
 * 2016 Honda Celebration of Light – Vancouver Fireworks
 * 2022 Special Olympics USA Games – Opening Ceremony

title: Disney Live Entertainment


text:
Sego

Sego may refer to:

 * UR-100, a Soviet ICBM
 * Ségo, a nickname in the French press for French politician and 2007 Socialist presidential candidate Ségolène Royal
 * Sego lily, a plant native to the western United States
 * Sego (diet drink), a discontinued diet drink introduced by Pet Milk in 1961
 * Sego, Ohio, an unincorporated community
 * Sego, Utah, a ghost town in the United States

title: Sego


text:
User talk:Talto

Letterboxing
Hi, I'm glad you've registered for an account -- welcome. It makes communicating much easier. I have one concern, though -- why do you keep removing the link to Dartmoor Letterboxing's website from the Letterboxing page? It's clearly relevant. · Katefan0(scribble) 19:08, Jun 8, 2005 (UTC)

title: User talk:Talto


text:
Subcontrabass saxophone

The subcontrabass saxophone is the largest of the family of saxophones that Adolphe Sax described in his 1846 patent. He called it the saxophone bourdon, named after the very low-pitched 32′ bourdon pedal stop on large pipe organs. Although Sax planned to build one, the first playable instrument was only built in 2010. It is a transposing instrument pitched in B♭ one octave below the bass saxophone, two octaves below the tenor, and three octaves and a major second below its written pitch.

History
Although described in Adolphe Sax's patent in 1846, a practical, playable subcontrabass saxophone did not exist until the 21st century. An oversized saxophone that might have qualified was built as a prop circa 1965; it could produce tones, but its non-functional keywork required assistants to manually open and close the pads, and it was reportedly incapable of playing a simple scale.

The tubax was developed in two sizes in 1999 by German instrument manufacturer Benedikt Eppelsheim, the lower of which, pitched in B♭, he describes as a "subcontrabass saxophone". This instrument provides the same pitch range as the saxophone bourdon would have, while the smaller tubax in E♭ covers the range of the contrabass saxophone. Compared to a regular saxophone, the tubax has a narrower bore and uses a smaller reed.

In the 2000s, contrabass and subcontrabass saxophones became popular in church orchestras in Brazil, and are made by Brazilian instrument manufacturers J'Élle Stainer and Galassine. J'Élle Stainer produced a working compact subcontrabass saxophone in 2010, which was shown that year at Expomusic. In September 2012, Eppelsheim built the first full-size subcontrabass saxophone in B♭ (distinct from his B♭ tubax). In July 2013, J'Élle Stainer completed a full-size subcontrabass saxophone. It stands 2.74 m high and weighs 28.6 kg. In Brazil, at least one, built in E♭ an octave below the contrabass, has been made.

Repertoire
There is no historical classical music or jazz repertoire specifically scored for a subcontrabass saxophone, since playable instruments have only existed since 2010. Two works first performed in 2022, Slovenian composer Igor Krivokapič's Symphony No. 5 and Colores by Belgian composer Jan Van der Roost, both feature the subcontrabass. Low saxophones have become popular in Brazil, particularly in the large church orchestras of the Christian Congregation in Brazil that accompany hymns.

title: Subcontrabass saxophone


text:
Maryland Route 10

Maryland Route 10 (MD 10) is a state highway in the U.S. state of Maryland. Known as the Arundel Expressway, the highway runs 7.17 mi from MD 2 in Pasadena north to Interstate 695 (I-695) near Glen Burnie. MD 10 is a four- to six-lane freeway that serves as a bypass of MD 2 through Pasadena and Glen Burnie in northeastern Anne Arundel County. The Arundel Expressway was planned as a Baltimore–Annapolis freeway to provide relief to MD 2 between the cities as early as the 1950s. However, the portion of MD 10 south of Pasadena was removed from state plans when the I-97 corridor was chosen for the intercity freeway in the 1970s. MD 10 was constructed from I-695 to MD 710 in the early 1970s and continued south to MD 648 in the late 1970s. The freeway was extended south to MD 100 and completed to MD 2 in the late 1980s and early 1990s, respectively.

Route description
MD 10 begins at an intersection with MD 2 (Governor Ritchie Highway) in Pasadena. The highway heads north as a four-lane freeway to a partial interchange with MD 100 (Paul T. Pitcher Memorial Highway). There is no access from northbound MD 10 to eastbound MD 100 or from westbound MD 100 to southbound MD 10. MD 10 and MD 100 briefly run concurrently northwest as an eight-lane freeway and diverge at another partial interchange; in both carriageways, traffic must move over two lanes to remain on the same route. Just north of the MD 100 split, MD 10 has a half-diamond interchange with MD 177 (Mountain Road). That interchange has ramps from southbound MD 10 to MD 177 and from MD 177 to northbound MD 10. Traffic from eastbound MD 100 to northbound MD 10 and from southbound MD 10 to westbound MD 100 uses MD 177 and MD 2 as intermediaries.

MD 10 continues north from MD 177 through the east side of Glen Burnie as a six-lane freeway. The highway crosses over Marley Creek and has a partial cloverleaf interchange with MD 648 (Baltimore–Annapolis Boulevard). MD 10 parallels MD 270 (Furnace Branch Road) north then meets the latter highway at a partial cloverleaf interchange. The highway crosses Furnace Branch and has a partial cloverleaf interchange with MD 710 (Ordnance Road), where northbound MD 10 becomes two lanes wide. MD 10 reaches its northern terminus at a trumpet interchange with I-695 (Baltimore Beltway). The sweeping ramp from MD 10 to westbound I-695 merges into a collector-distributor lane that allows access from MD 10 to northbound MD 2 in Brooklyn Park.

MD 10 is a part of the main National Highway System for its entire length.

History
The Arundel Expressway was proposed as early as 1956 as a freeway connecting Baltimore and Annapolis to relieve congestion on MD 2. By 1966, the highway was planned to begin at MD 173 at the city limits of Baltimore, intersect a planned cross-Patapsco section of the Baltimore Beltway, follow its current path to Pasadena, then continue paralleling MD 2 south to near U.S. Route 50 (US 50) and US 301. The portion of the Arundel Expressway inside the Beltway was removed from plans in 1967, with the Beltway instead serving to connect the expressway with highways into Baltimore. The portion of the freeway south of Pasadena was planned to have intermediate interchanges at MD 648 in Severna Park and Jones Station Road (now College Parkway) in Arnold, and a toll plaza just south of the MD 100 interchange. The portion of the Arundel Expressway south of MD 100 was removed from state plans by 1975. Instead of a Baltimore–Annapolis freeway following the MD 2 corridor, in June 1979 the Maryland State Highway Administration announced it was constructing the freeway along the MD 3 and MD 178 corridors.

The first section of modern MD 10 to open was the portion of freeway shared with MD 100, which opened in November 1970 from MD 2 to its eastern terminus. Work began on the Arundel Expressway proper in 1970 when the interchange between the expressway and the Baltimore Beltway was started in 1970. MD 710 was relocated over much of its length to make way for the construction of the freeways in 1972. The Arundel Expressway opened from the Beltway to MD 710 in December 1972 and was marked as MD 10 by 1974. Construction on the extension south to MD 648 was underway by 1975. MD 10 opened south to MD 270 in October 1977 and to MD 648 in March 1978. The freeway was proposed to continue south to MD 100, but that freeway extension was removed from short-term plans by 1981.

Construction began in 1987 to extend MD 10, which was dubbed the "Road to Nowhere," from MD 648 to a more logical southern terminus. The freeway opened from MD 648 to MD 100 in October 1988. The final segment of MD 10, from MD 100 to MD 2, opened in March 1991. The Arundel Expressway was planned to carry 75,000 as a complete Baltimore–Annapolis freeway. However,, only 51,621 vehicles used the highway daily on its most traveled portion between MD 270 and MD 710. MD 10 functions as a bypass of MD 2 north of Pasadena, but has not fulfilled its original purpose to relieve traffic congestion on MD 2 south to Annapolis. By the time of MD 10's completion in 1991, MD 2 was proposed to be expanded to six lanes south of MD 10. , MD 2 has yet to be widened south of Pasadena.

Exit list
All exits are unnumbered.

title: Maryland Route 10


text:
Seddon Atkinson

Seddon Atkinson Vehicles Limited, was a manufacturer of large goods vehicles based in Oldham, Greater Manchester, England, was formed after the acquisition in 1970 of Atkinson Vehicles Limited of Preston by Seddon Diesel Vehicles Limited of Oldham. In 1974, the firm was acquired by International Harvester, which sold it in March 1984 to the Spanish group Enasa which made it a subsidiary of Pegaso. In 1990, it became part of Iveco which used the brand for various types of specialised vehicles in the United Kingdom. The range of models produced included EuroMover, Pacer and Strato, which are aimed at refuse collection, recycling and construction operators. Iveco announced its decision to manufacture Seddon Atkinsons in Spain in 2005, and shortly afterwards the brand name was incorporated into the mainstream Iveco catalogue. The Oldham manufacturing facilities were shut down in 2004, and the offices were closed at the end of 2006.

Recent Seddon Atkinson vehicles were readily identifiable from other Iveco products because of the company's former Atkinson logo, a large letter 'A' within a circle, usually in chrome (or chrome-effect) on the radiator grille. The circular Atkinson logo dated from 1937, supplemented by the 'Knight Of The Road' badge between the early 1950s and late 1970.

Atkinson
Originally a firm of steam-wagon repairers and manufacturers, founded in 1907 in Preston, Lancashire, Atkinson & Co. evolved into Seddon Atkinson Vehicles Ltd through a succession of mergers.

Early years
Atkinson & Co. was founded in the Frenchwood district of Preston, the cotton town and administrative capital of Lancashire, by two of five brothers, Edward Atkinson (1880–1932) and Henry Birch Atkinson (1882–1921) with assistance from their brother-in-law George Hunt (1870–1950). The real and effective beginning of the company was in 1907, when the partners decided to capitalise on the need for local engineers to make temporary or permanent repairs to the increasing number of 'pullcars' and private motor vehicles on the road. By 1912, the organisation had moved to premises in Kendal Street and the number of employees had grown to twenty. In the same year a second, smaller repair centre was opened in Freemason's Row, Liverpool, to cater for the enormous volume of steam traffic using the docks. Very soon the company made something of a name for itself in the north of England as quality repairers, and the growing number of operators brought new business from far and wide.

Progress
With the outbreak of World War I in 1914, demand for internal road transport grew considerably, the nation finding itself desperately throttled by the inadequacy of the railways to offer a complete transport network. Some method of local delivery and collection was needed to supplement the services of the railway companies, and with most of the existing steam wagon manufacturers turning their resources over to munitions production, demand increased further. The Atkinsons, shrewd observers at any time, decided to experiment by making a wagon of their own design, and in 1916, the first Atkinson six-ton four-wheel steam wagon was produced in Kendal Street and became an instant success. The market enjoyed a short boom period following the Armistice and the Atkinsons, realising the potential, purchased a five-acre site of land near their homes in Frenchwood, on which they intended to erect a new and enlarged factory, solely designed for the production of steam wagons. Together with the field they also bought the 17th century Frenchwood House, with the intention of using it partly as their offices and partly as their personal quarters. By 1918 the Atkinsons had built up a competent team of engineers and salesmen as well as an enthusiastic and loyal labour force, and were producing wagons competitive in both price and performance. Henry Atkinson died suddenly in 1921 and consequently the company fell into the hands of his brother Edward. At this time, new ideas and designs were constantly being tried out while production rose to a peak of some three wagons per week, and the total labour force rose to well over a hundred and fifty.

Decline of steam
Edward Atkinson had a glorified view of steam and did not acknowledge the warnings when sales began to slow down in the mid-1920s. Leyland Motors sold their steam remnants to Atkinson in 1926, followed by Mann in 1929. There seems to have been various family rivalries at the time and the firm was undoubtedly in difficulties when Edward Atkinson decided to seek help from mine engineers and Pagefield lorry makers, Walker Brothers of Wigan. Under a new arrangement, Walkers manufactured Uniflow engines for Atkinsons, but by this time very few orders were forthcoming. Edward Atkinson had cancer and was unable to pay any dividends on the preference shares and finally abandoned wagon production in 1929 after a grand total of about 545 Atkinsons had been built. The final years were made possible by a cancellation fee from Manchester Co-op Society, which had ordered a hundred wagons. The Frenchwood and Freemason's Row factories closed with the end of the steamers, though the Kendal Street factory remained for repairing and servicing existing wagons. Edward Atkinson died in 1932 and a year later the firm he co-founded was acquired by London garage owner W. G. Allen, whose father had started Nightingale Garage. Allen was chairman of Atkinson Lorries (1933) Ltd and H. B. Fielding was managing director. Allen had effectively run the firm since 1931, and remained in charge until his death in 1949.

Atkinson lorries
The formula established in the 1933 reorganisation served the company well and became the basis of most production at Walton-le-Dale (the new factory opened in 1948) thereafter. The production philosophy was similar to that of Seddon, ERF, Rutland (Motor Traction) and other competitors aiming for value-for-money lorry sales, viz: the assembly of tried and tested proprietary components. A bought-in chassis frame to Atkinson design was generally powered by a Gardner engine, driving through a David Brown Ltd. gearbox to Kirkstall Forge Engineering rear axles. During World War II, Gardner engines were reserved for military applications, excepting the Guy Arab bus; Atkinson lorries sanctioned by the Ministry of Production for sale to civilian hauliers for the duration were fitted with the AEC '7.7 litre' unit (which actually displaced 7.58 litres). Nationalisation of the road haulage industry in 1948 affected Atkinson as many of their customers were private sector general hauliers who were nationalised, but British Road Services bought rigid-eight Atkinson Lorries alongside similar products made by state-owned Bristol Commercial Vehicles.

During the 1950s hauliers began to ask for more powerful engines – at the time, Gardner only offered engines for road-vehicle applications with a maximum output of 120 bhp. In response, in the early 1950s Atkinson trial-fitted a Daimler 650 cubic inch engine rated at 150 bhp in a rigid-eight (8-wheel, non-articulated) chassis. Later, Rolls-Royce and Cummins engines were offered alongside Gardner units; Gardner responded with a 150 bhp unit in 1957, and 180 and 240 bhp units in 1966 and 1970, respectively.

In 1958, following a change in Construction & Use Regulations, Atkinson offered a glass-fibre clad cab (which became known as the Mk I cab) as a replacement for the previous coachbuilt hardwood and metal cab on standard production models; it featured twin fixed wrap-around windscreens rather than the traditional flat opening glasses but retained the traditional exposed Withnell-tube type radiator. The initial offering was a single headlight model, followed in 1963 by the 'Deluxe' twin headlight model which quickly became an Atkinson characteristic. As orders for the twin headlight model increased, the single headlight version was dropped as an option. From the 1950s many Atkinsons had carried the 'Knight of the Road' trademark device on the upper offside corner of the radiator grille, and in the 1960s models were sold under the trade names Silver Knight (tractor unit), Gold Knight (rigid tipper or tanker) and Black Knight (rigid freight chassis), as well as the 'Weightmaster' range of lightweight chassis.

A small number of left-hand-drive Atkinsons were built for export to mainland Europe in the late 1960s, with pressed-steel cabs bought from Krupp after that company had ceased commercial vehicle production. Most were sold eventually in the U.K., via Comberhill Commercials of Wakefield. A different design of glass-fibre cab, launched in prototype form at the 1966 Commercial Motor Show, and named View-Line, had a deep single-piece main windscreen with wrap-around quarter glasses. The prototype had three separate chrome radiator grilles, but lacked the character of the exposed radiator models. Thereafter, although the Krupp Cabs, introduced in 1969, and View-Line cabs had concealed radiators, they carried a fibreglass replica of the Atkinson radiator outline with the 'Big A' device centred upon it. Both were available until 1970 but ceased prior to both the launch of the new model range in October 1970, and the merger with Seddon.

Notable Atkinsons of the era were a fleet of 6x6 gritters built in 1962–73 on the orders of various U.K. highway authorities for use on the motorway network. These had Cummins NH engines installed, rather than the more popular Gardner power units, due ostensibly to the use of steel in their construction, which didn't suffer salt corrosion to the same degree as the alloy-constructed Gardners. Early examples had AEC engines. From 1968 the standard Mk I glass-fibre clad cab was revised, with stronger ash framing, larger dimensions and wider, deeper windscreens. The traditional Withnell-tubed, exposed radiator was replaced with the more imposing concealed version, which was fitted behind a glass-fibre shrouded metal grille - again carrying the Knight's Head, circular A logo and additional adornments in the form of engine manufacturer plates.

This cab featured on the final Atkinson haulage models, announced at the Commercial Motor Show at Earls Court in October 1970, the naming of which originated from an idea by Frank Whalley, the company publicity officer at the time. The most famous of the range were two-axle tractor units carrying the name 'Borderer'. Three-axle rear-steer tractor units carried the name 'Leader', and were designed to meet eagerly anticipated increases in permitted gross weights (although no increases were actually forthcoming until May 1983). Three-axle haulage chassis carried the name 'Searcher'. Four-axle chassis carried the name 'Defender'. Three-axle heavy haulage tractor units carried the name 'Venturer'. The two-axle haulage chassis were never given an official name, but were originally planned to carry the name 'Raider'; however factory grille plates were never produced for this model, and company literature never referred to the proposed name.

It was at this time that the famous 'Knight of the Road' badging was dropped. When the exhibits were being prepared for the Commercial Motor Show at Earls Court in October 1970, they were fitted with four separate badges on the radiator grille: the 'Big A', the Knight's head, the new model name and the engine manufacturer's badge. The late Frank Whalley recounted that, when Managing Director Peter M Yates saw them, he said that they looked "like fairground lorries" and directed Frank to terminate the use of the Knight badge forthwith. This was also consistent with ending the use of the 'Knight' names for the model range.

There is one vehicle which assumed a name of its very own after it was modified by one of its owners - John Killingbeck. The vehicle in question is MVD432L, which was originally a T3446C 'Borderer' and survives in preservation. After acquisition by Killingbeck, it was stretched into a 6x2 'Chinese Six' tractor and fitted with an uprated Gardner 6LXB engine to enable it to meet the legal requirement for 6 bhp/ton after 1973, whereupon the well-known Atkinson enthusiast and archivist, Michael Deuchars, named it 'Buccaneer'. A replica grille plate was made in a similar fashion to those on factory vehicles and was saved by an enthusiast prior to the closure of the company.

Australia
In 1965 Atkinson opened a production facility in Australia, at Clayton in Victoria. This factory produced similar models to those in the UK until 1977 when the new owners, International Harvester, decided to move production to their existing plant in nearby Dandenong and concentrate on a new model, the F4870 which was a premium customisable vehicle based on their successful T-Line series. This turned out not to be as successful as hoped, possibly due to its price differential from the more basic T-Line. It did, however, remain in limited production until 1989.

Bus production
In 1948 Bristol Commercial Vehicles had been nationalised as part of the Tilling Group. Thanks to a Conservative-sponsored amendment to the Transport Act 1947 (designed to make sure British Railways' locomotive and rolling stock works did not compete with the private-sector) Bristol found itself legally unable to accept orders for its bus chassis outside fleets wholly owned by the British Transport Commission, a situation which lasted until 1965.

One of the most loyal Bristol customers up to 1948 had been the North Western Road Car Company of Stockport, who had until 1941 been jointly owned by Tilling and British Electric Traction (BET), after 1941 it was transferred to BET control. After the North Western's last Bristols were delivered in 1950, the company took Leyland Titans and Royal Tigers for a year or so, but the heavy weight, high fuel consumption, poor braking performance and high purchase cost of the Royal Tiger led North Western's management to seek an equivalent to the nationalised sector's Bristol LS bus, with lightweight construction and a Gardner engine horizontally oriented and mounted underfloor. Not impressed by the heavyweight Gardner-engined Guy Arab and Daimler Freeline they approached Atkinson asking for a bus to their specification. This was called the Atkinson Alpha, the first entering service in August 1951. The Alpha range featured a horizontal Gardner engine (four, five and six-cylinder versions were offered), a choice of constant mesh and synchromesh gearboxes from David Brown, and either a lightweight or medium-weight frame. As events turned out, after the initial two batches for North Western in 1953/54 – the first of which were rare rear-entrance underfloor-engined buses – the senior management of the BET group removed Atkinson, Guy and Daimler from their list of preferred suppliers. Around the same time, Leyland dropped the purchase price of the Tiger Cub. North Western then took Tiger Cubs and AEC Reliances for their single-deck needs for the rest of the 1950s.

Atkinson's management then decided that although Daimler and Guy were publicly offering Gardner-engined double-deckers, and some influential (mainly Scottish) customers could purchase AEC Regents with that make of engine, they would also enter this market. Thus at the 1954 Earls' Court Commercial Motor Show two Atkinson double-deck buses were exhibited: one was a chassis, the other carried a 60-seat centre-entrance double-deck body by Northern Counties to the order of the Stalybridge, Hyde, Mossley and Dukinfield Joint Transport (and Electricity) Board. This bus (UMA370) is preserved by the Museum of Transport, Greater Manchester and is also of interest as the first double-deck bus with an electrically controlled direct-acting epicyclic gearbox, this Self-Changing Gears (SCG) unit was fitted by Atkinson after delivery but before entry into service as the SHMD board's drivers (who were used to pre-selective transmissions on the fleets' standard Daimlers) did not want to use the originally installed David Brown constant-mesh unit. The un-bodied exhibition chassis, which featured semi-automatic transmission, was dismantled around the same time. No further Atkinson double-deck bus chassis were built.

It is unclear whether Atkinson's early lead in two-pedal bus transmissions has anything to do with the minority shareholding (around 15%) that Leyland Motors held in Atkinson Lorries (1933) Ltd until the firm was taken over by Seddon. Leyland were, by 1954, part owners of SCG but the 1954 PDR1 prototype had the direct air-operated Pneumocyclic transmission at the time. Neither Guy nor Daimler had a two-pedal transmission and AEC had only just exhibited theirs on the prototype AEC Routemaster.

As well as an underfloor engined single-deck and a front-engined double-deck, Atkinson also produced a front-engined single-deck bus chassis, this being to a similar layout to the Bedford SB but of more durable construction. It sold well to Atkinson export markets, mainly in the Sterling zone, and an example survives as a mobile home in New Zealand. In the United Kingdom sales of this Atkinson bus amounted to three: one batch of two for a municipal operator and a further frustrated export chassis.

Norman Morton, the General Manager of Sunderland Corporation Transport from 1953 to 1968, looked for efficiency-savings wherever they could be found. He had a route with a peak vehicle requirement of two, and a peak load of just over 40 which was being run by a pair of 32-seat 1950 Guy Arab III half-cab single deckers due for overhaul. Initially he approached Guy with the replacement specification, but they said they were not prepared to build a mere two buses to his detailed requirements, so he went to Atkinson. Sunderland 30-1 (GGR230-1) were the result, bodied in 1958 by Charles H Roe to FB41F layout and 8 ft wide by 30 ft long box-dimensions; they had constant-mesh gearboxes and four-cylinder 80 bhp Gardner 4LW engines. The route was a 'limited-stop' taking workmen from their homes to the docks and back again. The route was not hilly and the stops were few. The bodywork was utilitarian and the livery was mainly drab mid-green with cream window surrounds. The 41 seats were well-shaped and well padded and the wide double-stream entrance-exit just aft of the front wheels was covered by four-leaf double jack-knife doors.

Shortly afterwards a frustrated export chassis, to a shorter wheelbase and 27 ft 6in overall length, was bodied by Plaxton to its then-new Highway outline at the orders of a Wakefield dealer, Comberhill Motors who registered it as NHL127 and sold it to Simpson of Rosehearty.

After North Western were discouraged by the British Electric Traction group from purchasing Atkinson Alphas the company sought sales in the independent market, producing lightweight bus and coach demonstrators. A large independent which did buy some was Lancashire United Transport and SHMD bought some Alphas to go with their double-decker. The most successful fruit of Atkinson's bus-sales effort was with Venture Transport (Newcastle) Limited, of Consett, County Durham. Between 1946 and 1948 Venture had replaced the majority of its pre-war fleet with 35-seat Willowbrook-bodied Daimler CVD6's. No further buses were bought by Venture over the next half decade. In 1954 Atkinson lent Venture TTC882, a HV Burlingham bodied 44-seat bus which met with the approval of Venture's management and orders ensued for twenty-four vehicles delivered in three batches from 1955 to 1957 with differently styled B45F or DP41F Willowbrook bodies. Over the rest of the 1950s small numbers of Alphas were sold to other independent operators.

The Alpha continued to be listed without sales into the 1960s but a final home market order came from Sunderland Corporation in 1962 for 1963/64 delivery. The three buses concerned looked like buses from a different age to previous Atkinsons as they carried Marshall bodies of 33 ft length and 8 ft 2 ½ in width to the then-new BET-group outline, with double curvature front and rear screens and peaked roof-domes at either end. They were finished in a mainly cream version of the Sunderland livery and were to B45D layout. Like Doncaster Corporation's slightly later Leyland Royal Tiger Cubs they were purposely designed for the 'intermediate' length and had a wheelbase of 18 ft. They were numbered 46-48 and registered WBR246-8. The first initially was fitted with a constant mesh gearbox, but was swiftly refitted with a direct-air operated Self-Changing Gears unit, featuring a Leyland style 'pedestal' gear change with which the other two were built. Sunderland 48 was the last Atkinson PSV constructed and is preserved, as is no.46. Ironically, the last Seddon PSV design, the Pennine 7, had much more in common with the Alpha than with most previous Seddon bus chassis. However, these three buses had the unusual combination of vacuum-assisted brakes and air-operated Self-Changing Gears gearbox.

Atkinson nomenclature
This was very simple in style, and a system that in its basics, lasted from 1933 to 1975 consisting of a number for weight (initially estimated payload, but after 1964 maximum gross vehicle or gross-train weight) then a second number for wheels and then the number of cylinders, assuming initially vertically mounted Gardner LW series engines.

Thus an Atkinson 646 would have been a 6-ton payload 4x2 wagon with four wheels and a Gardner 6LW engine.

A 1066A would have had a ten-ton payload, to 6x4 layout and an AEC (seven-seven) powerplant.

During the 1950s as well as the already-existing suffix for engine-type, prefixes H, M and L (for heavy, medium and light duty frames) were adopted, the Alpha had a second prefix P (for passenger) Thus an early Alpha could carry the code:

PL745H (H used for horizontal Gardner engines)

By the mid-1950s Alphas had pre-prefixes depending on whether they had overdrive constant-mesh (C, for coach) or direct-drive synchromesh gearboxes (B, for bus) hence BPL745H for the first 18 Venture examples, the last six being CPL745H.

The double-decker had the unique frame-code D. Whether that stood for double-deck or dropped frame is not clear, but the PD746 designation given to the two built showed a seven-ton payload, four wheels and a Gardner 6LW. Assuming somebody would have wanted a pantechnicon with a dropped-frame at that time from Walton-le-Dale, it may have been a D746.

Relaxation of legally allowed length and widths resulted in further suffix letters: The first two Sunderland buses were L644LWs (lightweight frame, six tons, four wheels, 4LW engines, long wheelbases, wide-track). The New Zealand survivor is given as an L644XLW (extra-long, around 33 ft long).

The final three Alphas were coded PM746HL, viz: passenger, medium-weight frame, six-tonne payload, four wheels, Gardner 6HLW engine, long wheelbase.

Later Atkinson codes included T3246RR for a 32-ton GCW Borderer with a Rolls-Royce Eagle engine. A Rolls-Royce-engined Borderer was T3446RR220 or T3446RR280

The work with the Alpha was also taken into Atki's mainstream wagon business, there were Atkinson customers, particularly breweries, who ordered underfloor engined Atki wagons, enabling a three-seat cab. The platform body had a trap in it so the (Gardner 4HLW) engine could be seen to. Sentinel, Albion, Guy and Dennis had also done the same but not as reliably because they did not use a Gardner.

Atkinson merged with Seddons of Oldham late in 1970. The last "true" Atkinson, a Defender 8-wheel rigid bearing chassis number FC29941, was built at Atkinson's Walton-le-Dale works in 1975. It went to G & B McCready of Newcastle-under-Lyme and carried the registration KVT 604 P. Today it remains with them.

Alongside Seddon's facility at Oldham, the Atkinson works assembled the Seddon Atkinson 400 Series and also the first batch of the new 401 model, before closing at the end of 1981. Oldham remained operational until late 2004, when production was moved to Spain.

Seddon
Seddon Diesel Vehicles were, like Atkinson Lorries, ERF and Motor Traction (Rutland), a commercial vehicle producer who bought-in and assembled proprietary components. Robert and Herbert Seddon were sons of a Salford butcher who in 1919 subsequent to World War I demobilisation bought a Commer with charabanc and van bodies, using it during the week for goods transport and at weekends to run excursions from Salford. Initially a further partner was a family-friend, a dairyman by the name of Foster, so the business was initially a partnership. Foster & Seddon also reconditioned vehicles and ran a bus service from Swinton (Lancs.) to Salford, which was subsequently sold to Salford Corporation, and held an agency for Morris Motors vehicles. In 1937 Robert Seddon spotted a gap in the commercial vehicle market for low-tare diesel-engined lorries and commenced to build his own vehicle out of proprietary units, much of the drawing work being done on his own kitchen table.

This was a 6-ton gvw forward-control lorry chassis with a 6-cylinder Perkins indirect-injection diesel engine. It was first shown at the Scottish Motor show at Kelvin Hall, Glasgow in 1938. Since it weighed under 2.5 LT unladen, it was allowed to travel at 30 mph unlike most other trucks with a comparable payload. Like Maudslay and ERF, Seddon Motors Ltd were allowed to continue producing commercial vehicle chassis for sale during World War II when many more-established makers such as Leyland Motors, the Associated Equipment Company and direct-competitor Albion Motors had all of their productive capacity diverted to the war effort. In 1948 Seddon Motors Ltd moved to the Woodstock Works, a former shadow factory in Oldham and were able to expand production from one or two a week to more than ten. At this point they introduced their first passenger chassis the Mark IV. The 26 ft mark IV and 27 ft 6in mark VI were sales successes at home and overseas. Coachbuilders for these chassis included Plaxton and a number of smaller concerns, Seddon also built their own coachwork for these models, mainly for export. Subsequently, Seddon also produced (amongst a bewildering range for which Roman numbers were adopted when the firm became Seddon Diesel Vehicles Ltd in 1950) the Mark 7P. This was a short-wheelbase version of the established theme with four-cylinder Perkins engine and up to 28 seats available within a 21 ft overall length. At the 1952 Earls Court Commercial Motor Show marks 10 and 11 featured vertical Perkins (P6 80 bhp or R6 107 bhp) engines mounted underfloor (when competing underfloor-engined buses used horizontally oriented engines). Although Bedford were to have success with such a layout between 1970 and 1987 the marks 10 and 11 sold poorly, with Seddon, Charles H Roe, Duple and Plaxton bodies on the few known examples. The mid-1950s mark 16 was a 21 ft long bus with a Perkins P4 on the front overhang and the mark 17 was a six-cylinder-engined chassis to similar layout. The mark 18 of the late 1950s, mainly sold to Australia and New Zealand, with local coachwork. It had a vertically mounted Perkins P6 80 bhp engine on the rear overhang. There was also one mark 20 with a Henry Meadows 550 cubic inch horizontal rear-engine exported to Greece and the mark 25P a normal control 18-seat personnel-carrier based on the mark 25 integral parcel van. The bodybuilding business, not only on Seddon and other manufacturer's buses but building lorry cabs and parcel vans for customers such as Manchester Corporation (who ran a parcel delivery service) was registered in its own right as Pennine Coachcraft Ltd (wholly owned by Seddon) in 1960.

From 1966 (with mark numbers climbing into the high twenties), Seddon decided to simplify its nomenclature, wagons were henceforth to be identified as (for example) 16–4 with the first number being the gross vehicle weight and the second the number of wheels. Bus chassis were to be known as Seddon Pennine Mark (x). The first buses using this system produced were for Bermuda and were Seddon Pennine Mark 3, they are believed to be similar to a short-wheelbase Pennine Mark 4 but with Perkins P6 or 6-304 engines or an integral development of the Mark 17 model of similar layout. From the middle 1950s, Seddon had been almost absent on the home market for bus & coach concerns. A sole mark 19 using many AEC Reliance components in a Seddon-sourced frame with Harrington body being sold in 1960 to Creamline Coaches in Hampshire. But following the success of the Ford R-Series and the Bedford VAL and VAM, Seddon decided to make a similar product, to a variety of wheelbases with Perkins engines; as on the competitors, these were vertically mounted on the front platform. This was launched in 1967 as the Pennine 4, which thanks to vigorous marketing became a strong seller worldwide, the largest order being from Kowloon Motor Bus of Hong Kong, who took 100 11-metre versions with Perkins 170 bhp V8 engines and Pennine Coachcraft 47 seat + 42 standing dual-door bodies. A rear-engined derivative was the Mark 5 (only one sold in the UK, a 45-seat Van Hool coach) and a version with a turbocharged Perkins 6-cylinder engine mounted at the front but under the passenger floor was the Pennine 6. In 1969 a more concerted effort at the UK bus market resulted in the launch of the Pennine RU.

In 1970, Seddon took over Atkinson Lorries to form Seddon Atkinson. In 1974 International Harvester bought Seddon Atkinson, later Pegaso took over the business until it in turn became part of Iveco. The last lorries under the Seddon Atkinson name were built in Oldham in 2004, bus and coach production having ceased in 1983 when the last Pennine 7 models were delivered.

Originally the 1 January 1971 merger did not affect the lineup, with Seddon and Atkinson continuing to manufacture their old truck ranges in their respective plants. In 1975, however, a new unified range was presented with modern steel tilt cabs designed by Ogle developed together with Motor Panels. This consisted initially of the 400 series range, followed by the Seddon-based 200 Series in 1976 and then the 3-axle rigid 300 Series - higher numbers corresponding to a higher weight rating.

The Atkinson works manufactured the heavier 400 series while Seddon's Oldham plant built all three lines. The 200 has a lower profile and narrower cab (with a correspondingly lower grille) than do the other two. Meanwhile, the cabin of the 400 is mounted higher up than on the 300, necessitating a bigger front bumper with integrated headlights and different wheelwells. The 200 became the first "Truck of the Year", in 1977. The 200 and 300 both used International diesel engines, with the 300 having a 7.64 L inline-six with 194 hp. The larger 400 was available with a range of diesels from Cummins, Gardner, or Rolls-Royce, with power outputs of up to 320 hp. The 400 had a chassis which was mostly Atkinson.

In 1981 the range was updated and became 201, 301, and 401. A few early 401s were built in Atkinson's Walton-le-Dale plant but then all production was shifted to Oldham. The 201 originally came equipped with the 200's 135 hp International engine, although this was changed to a 148 hp Perkins motor following the termination of Seddon Atkinson's relationship with International. The 401 also received an improved interior, the changed grille, and a much improved gear linkage. The Motor Panels trucks had severe rust problems, forcing the introduction of a new anti-corrosion package in the mid-eighties. This period also marks the beginning of the recession which killed off many of the companies which had been buying Seddon Atkinson's trucks.

Enasa ownership
In 1984, International Harvester sold Seddon Atkinson to Enasa of Spain, to make up for a planned Spanish I-H engine factory which had failed to materialize. Sales of Seddon Atkinsons dwindled through the 1980s. Both the 400 and 401 series received heavy complaints over insufficient rust protection on the cabin. In 1985 Seddon Atkinson held about five per cent of the British truck market.

In the summer of 1986 the lineup received yet another overhaul, starting with the 16 LT 201 which became the 2–11. A 3-11 (also available as a tractor) followed in October 1986, and there was also a short lived 4–11, identifiable by deflectors on the front corners. New engines and various other improvements under the shell were matched by updated, more aerodynamic designs by Ogle. The panels remained the same however. These were trucks intended to have a more premium feel and generally offered more powerful engines, in line with market trends of the day. The 2-11 was the first truck to be fitted with Perkins' new 6.0 litre "Phaser" motor. In spite of the added equipment and more powerful engine, the 2-11 is also lighter than its predecessor. There was a 160 hp turbodiesel or a 180 hp intercooled version.

In 1988 the Strato range was launched, replacing the 401, using S-A's chassis combined with the more modern Pegaso cab from parent company Enasa (itself based on the DAF 95). In 1991 Iveco took over Enasa and acquired Seddon Atkinson as part of the deal. The Strato 2 subsequently utilised the Iveco Eurotech cabin. In 2005 production was moved to Iveco's Spanish facilities, but sales were low - only 284 units in the UK in 2005 - and in late 2006 it was announced that production of the niche Seddon Atkinsons had been stopped. The range had been sold across the UK by a network of 13 distributors, comprising a mix of dedicated Seddon Atkinson dealers together with dealers who also sold Iveco models. In December 2009, Iveco announced that the Seddon Atkinson brand would be withdrawn.

Sources and Bibliography
[http://dscalm.warwick.ac.uk/DServe/dserve.exe?dsqIni=Dserve.ini&dsqApp=Archive&dsqCmd=Show.tcl&dsqDb=Catalog&dsqPos=0&dsqSearch=%28RefNO=%27ALH%27%29AND%28Level=%27Collection%27%29 Ref. ALH (AtkinsonLorries Holdings) Collection, The Modern Records Centre, University of Warwick ]
 * Halton, Maurice J., The Impact of Conflict and Political Change on Northern Industrial Towns, 1890 to 1990, MA Dissertation, Faculty of Humanities and Social Science, Manchester Metropolitan University September 2001

title: Seddon Atkinson