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168th Street station (New York City Subway)

The 168th Street station (formerly the Washington Heights–168th Street station) is an underground New York City Subway station complex shared by the IRT Broadway–Seventh Avenue Line and IND Eighth Avenue Line. It is located at the intersection of 168th Street and Broadway in the Washington Heights neighborhood of Manhattan and served by the 1 and A trains at all times, and the C train at all times except late nights.

The Broadway–Seventh Avenue Line station was built for the Interborough Rapid Transit Company (IRT), and was a station on the West Side Branch of the city's first subway line, which was approved in 1900. The station opened on April 14, 1906. The Eighth Avenue Line station was built as an express and terminal station for the Independent Subway System (IND) and opened on September 10, 1932, as part of the IND's first segment.

The IRT station has two side platforms and two tracks. The IND station has two island platforms and four tracks, although the track configuration is reversed from most New York City Subway express stations, with express trains using the outer tracks and local trains using the inner tracks. The transfer between the IRT platforms and the IND platforms has been within fare control since July 1, 1948. The IND station contains elevators, which make it compliant with the Americans with Disabilities Act of 1990 (ADA). While the IRT station can only be reached by elevators, it is not ADA-accessible. The IRT station's interior is listed on the National Register of Historic Places.

Construction and opening
Planning for a subway line in New York City dates to 1864. However, development of what would become the city's first subway line did not start until 1894, when the New York State Legislature passed the Rapid Transit Act. The subway plans were drawn up by a team of engineers led by William Barclay Parsons, the Rapid Transit Commission's chief engineer. It called for a subway line from New York City Hall in lower Manhattan to the Upper West Side, where two branches would lead north into the Bronx. A plan was formally adopted in 1897, and all legal conflicts concerning the route alignment were resolved near the end of 1899. The Rapid Transit Construction Company, organized by John B. McDonald and funded by August Belmont Jr., signed the initial Contract 1 with the Rapid Transit Commission in February 1900, under which it would construct the subway and maintain a 50-year operating lease from the opening of the line. In 1901, the firm of Heins & LaFarge was hired to design the underground stations. Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway.

The 168th Street station was constructed as part of the IRT's West Side Line (now the Broadway–Seventh Avenue Line) from 133rd Street to a point 100 feet (30 m) north of 182nd Street. Work on this section was conducted by L. B. McCabe & Brother, who started building the tunnel segment on May 14, 1900. The 168th Street station was one of three stations to be built within the deep-level Fort George Mine Tunnel. The station was equipped with elevators from its opening, since the IRT's contract with the city mandated elevators in stations that were more than 29 ft deep. At the 168th Street station, the only means of access was via two elevators and a staircase, and the station cavern extended 150 ft north and south of 168th Street.

The original New York City Subway line from City Hall to 145th Street on the West Side Branch opened in October 1904,  with the line being extended to 157th Street a week later. The 168th and 181st Street stations had been scheduled to open on May 1, 1905, but the caverns and elevator shafts at these stations were not even fully excavated at the beginning of that year. Workers wanted to expedite the line's opening to serve baseball fans traveling to American League Park, the home of the Highlanders (now New York Yankees), which occupied the western side of Broadway from 165th to 168th Street. A train crashed into a temporary bulkhead at the south end of the station in March 1905; this caused a fire that weakened the tunnel's roof, which then collapsed and killed a firefighter. The damage caused by the crash delayed the station's completion by several months. Although the Fort George tunnel was nearly completed by January 1906, elevators had not been installed at the 168th and 181st Street stations.

The West Side Branch was extended northward from 157th Street to a temporary terminus at 221st Street, near the Harlem River Ship Canal, on March 12, 1906, with the station at 168th Street not yet open. This extension was initially served by shuttle trains operating between 157th Street and 221st Street. The 168th Street station opened for service on April 14, 1906. The station originally only had two elevators, each measuring 12 x, as well as a set of 119 steps; this contributed to serious overcrowding on the station's first day of operation. On May 30, 1906, express trains began running through to 221st Street. The opening of the first subway line helped contribute to the development of Washington Heights, although development around the 168th Street station was initially limited because of the presence of American League Park, as well as covenants that restricted development on many lots west of Broadway.

1900s and 1910s
When the 168th Street station opened, the two elevators could fit only 50 passengers each, and they became severely overcrowded during peak times. During baseball games at American League Park, many fans opted to instead take the subway to 157th Street, then pay an additional 25 cents for a taxi to the stadium. The elevators' capacity limitations prompted the Public Service Commission to decide against constructing additional deep-level subway lines; newer routes, such as the Broadway and Lexington Avenue lines, were instead built using the cut-and-cover method. In Fiscal Year 1909, work was done to increase the carrying load of the elevators at the station. Officials had decided against adding additional elevators because it would only cost $6,300 to update the existing elevator cabs. By the early 1910s, the elevators could carry 80 people at once and were staffed by elevator operators.

To address overcrowding, in 1909, the New York Public Service Commission proposed lengthening the platforms at stations along the original IRT subway. As part of a modification to the IRT's construction contracts made on January 18, 1910, the company was to lengthen station platforms to accommodate ten-car express and six-car local trains. In addition to $1.5 million (equivalent to $ million in ) spent on platform lengthening, $500,000 (equivalent to $ million in ) was spent on building additional entrances and exits. It was anticipated that these improvements would increase capacity by 25 percent. The northbound platform at the 168th Street station was extended 179 ft to the south. The arched ceiling adjacent to the platform extension was replaced with a flat roof made of steel beams, since the arch's structural integrity was compromised by the platform extension. The southbound platform was not lengthened. Six-car local trains began operating in October 1910, and ten-car express trains began running on the West Side Line on January 24, 1911. Subsequently, the station could accommodate six-car local trains, but ten-car trains could not open some of their doors.

1920s to 1940s
Public Service Commission employees began preparing plans for an additional elevator at the station in 1919. The city government authorized the construction of additional elevators at the station in February 1922; there were to be four new shafts on the west side of Broadway, and elevator cabs were to be installed in two of the shafts. The city began receiving bids for the elevator shafts in April 1922, and they also awarded a contract for a new station entrance to Holbrook, Cabot & Rollins Corporation for $283,000 the next month. The city received bids for the elevator cabs that December and awarded the contract to the Otis Elevator Company. In Fiscal Year 1923, work began on the installation of a new entrance with elevators on the west side of Broadway to increase the capacity of the station. The following fiscal year, the IRT reported that work to construct new entrances to the station was 87 percent complete. The two elevators entered service on June 26, 1924.

The city government took over the IRT's operations on June 12, 1940. Platforms at IRT Broadway–Seventh Avenue Line stations between 103rd Street and 238th Street, including those at 168th Street, were lengthened to 514 ft between 1946 and 1948, allowing full ten-car express trains to stop at these stations. A contract for the platform extensions at 168th Street and eight other stations on the line was awarded to Spencer, White & Prentis Inc. in October 1946, with an estimated cost of $3.891 million. The platform extensions at these stations were opened in stages. On April 6, 1948, the platform extension opened for stations from 103rd Street to Dyckman Street, including this station but excluding 125th Street.

IND Eighth Avenue Line
Plans for a second subway line with a station at 168th Street and Broadway date as far back as 1914. That year, engineer Reginald Pelham Bolton proposed a short extension of the elevated IRT Ninth Avenue Line to Riverside Drive, with an intermediate station at 168th Street and Broadway to relieve congestion at the IRT subway stop there. The Transit Commission proposed another subway line to Broadway and 168th Street, an unbuilt extension of the Brooklyn–Manhattan Transit Corporation's Broadway Line, in 1922.

New York City mayor John Francis Hylan's original plans for the Independent Subway System (IND), proposed in 1922, included building over 100 mi of new lines and taking over nearly 100 mi of existing lines. The lines were designed to compete with the existing underground, surface, and elevated lines operated by the IRT and Brooklyn–Manhattan Transit Corporation (BMT). On December 9, 1924, the New York City Board of Transportation (BOT) gave preliminary approval to the construction of a subway line along Eighth Avenue, running from 207th Street. The BOT announced a list of stations on the new line in February 1928, with an express station at 167th Street; this station would be the northern terminus of local service. Most of the Eighth Avenue Line was dug using a cheap cut-and-cover method. In September 1928, the Woodcrest Construction Company received a $375,014 contract to construct the 155th Street, 163rd Street, and 168th Street stations on the new line.

A preview event for the new subway was hosted on September 8, 1932, two days before the official opening. The Eighth Avenue Line station opened on September 10, 1932, as part of the city-operated IND's initial segment, the Eighth Avenue Line between Chambers Street and 207th Street. There was a direct connection with the IRT station at 168th Street; initially, passengers had to pay an additional fare to transfer between the IRT and the IND. Construction of the whole line cost $191.2 million (equivalent to $ million in ). While the IRT Broadway–Seventh Avenue Line already provided service to Washington Heights, the new Eighth Avenue subway via St. Nicholas Avenue provided an alternative route. In particular, the IND's 168th Street station provided easy access to the Columbia University Irving Medical Center, as trains from 168th Street could reach Lower Manhattan within a half hour.

Consolidation into single complex
When the IND station opened, it was connected to the IRT station at the same intersection via a passageway. This corridor originally required payment of an additional fare, but it was placed inside fare control on July 1, 1948.

1950s to 1970s
On December 28, 1950, the New York City Board of Transportation issued a report concerning the construction of bomb shelters in the subway system. Five deep stations in Washington Heights, including the IRT's 168th Street station, were considered to be ideal for being used as bomb-proof shelters. The program was expected to cost $104 million (equivalent to $ million in ). These shelters were expected to provide limited protection against conventional bombs, while providing protection against shock waves and air blast, as well as from the heat and radiation from an atomic bomb. To become suitable as shelters, the stations would require water-supply facilities, first-aid rooms, and additional bathrooms. However, the program, which required federal funding, was never completed.

To increase passenger flow, officials replaced the IND station's pocket-change booths with high turnstiles in 1957, which prompted many complaints from passengers. In Fiscal Year 1958, two elevators at the IRT station were replaced with automatic ones, which began operating in January 1958. Fluorescent lighting at the IRT station was installed during Fiscal Year 1961. The 168th Street station was a major transfer hub for interstate buses to New Jersey until the 1960s, when the nearby George Washington Bridge Bus Station opened; the last interstate bus stop was relocated in 1967. By 1970, the 168th Street station on the Eighth Avenue Line was among the subway system's 12 worst bottlenecks for passenger flow. The New York City Transit Authority (NYCTA) was considering renovating the 168th Street station by 1975. The station's token booth was closed at some point during the 1970s but reopened in 1979.

1980s and 1990s
The Broadway–Seventh Avenue Line station was renovated in the late 1980s. By 1988, the project had been delayed by 20 months due to changes in the project's scope; the overpass and platform walls had yet to be restored. The renovation was completed in 1990 at a cost of $2.5 million. The project included relocating pipes and ducts, retiling the lower portions of the walls, and removing dirt from the vaulted ceiling. The NYCTA's director of architecture had wanted to clean the ceiling, but this would have required the installation of scaffolding, and the NYCTA could only use a chemical solution that was less potent than most chemical-cleaning solutions.

By the early 1990s, many homeless people were sheltered within the 168th Street station and the tunnels near it; the city's largest homeless shelter was nearby. The MTA closed one of the station's entrances in March 1991 due to concerns about crime. Although the closed entrance had recorded over 50 felonies per year, some locals opposed the closure because it would create inconvenience. Passengers also frequently complained that the IRT station was overheating during the summer, prompting the Metropolitan Transportation Authority (MTA) to operate one of the station's fans all the time in 1991. This was not repeated during 1992 because one of the station's fans had broken. The MTA installed a ventilation shaft for the IRT station in 1993 to alleviate overheating. During the early 1990s, the MTA also removed three of the station's high entry-exit turnstiles to increase passenger flow.

The IRT station's elevators gained a reputation for unreliability. Newsday, in 1992, reported that one of the station's elevators had recorded 40 outages in six months and was non-functional for a quarter of that time. Between July 5 and September 8, 1997, trains did not stop at the IRT station while the elevators were modernized. The NYCTA opted to close the station entirely because it would have taken two years to replace the elevators one at a time and because the staircase to the station could not handle the 18,000 passengers that used the station every day. A shuttle bus service was provided to 181st Street on the Broadway–Seventh Avenue Line during the station's closure. The project cost $4 million (equivalent to $ million in ).

2000s to present
Several of the elevators in the station are staffed by elevator attendants, who are also employed at four other deep-level stations in Washington Heights. The elevator attendants are intended to reassure passengers, as the elevators are the only entrance to the platforms, and passengers often wait for the elevators with an attendant. The attendants at the five stations are primarily maintenance and cleaning workers who suffered injuries that made it hard for them to continue doing their original jobs. In July 2003, to reduce costs, the MTA announced that as part of its 2004 budget it would eliminate 22 elevator operator positions at the IRT's 168th Street station and four others in Washington Heights, leaving one full-time operator per station. The agency had intended to remove all the attendants at these stops, but kept one in each station after many riders protested. In addition, the MTA began operating all elevators at all times; prior to the change, each elevator only operated if it was staffed by an elevator operator. The change took effect on January 20, 2004, and was expected to save $1.15 million a year.

In November 2007, the MTA proposed savings cuts to help reduce the agency's deficit. As part of the plan, all elevator operators at 168th Street, along with those in four other stations in Washington Heights, would have been cut. MTA employees had joined riders in worrying about an increase in crime as a result of the cuts after an elevator operator at 181st Street on the Broadway–Seventh Avenue Line helped save a stabbed passenger. The move was intended to save $1.7 million a year. However, on December 7, 2007, the MTA announced that it would not remove the remaining elevator operators at these stations, due to pushback from elected officials and residents from the area. In October 2018, the MTA once again proposed removing the elevator operators at the five stations, but this was reversed after dissent from the Transport Workers' Union. The MTA again suggested reassigning elevator operators to station-cleaner positions in June 2023, prompting local politicians to sue to prevent the operators' reassignments.

The IRT station was added to the National Register of Historic Places in 2005. The IRT elevators remained unreliable in the early 21st century; in 2007 alone, one of the station's elevators malfunctioned 18 times while passengers were inside. From 2013 to 2016, the IRT station was partially renovated, with the station ceiling and northbound platform tilework replaced with replicas and flooring replaced. After a series of elevator malfunctions in 2017, elected officials began advocating for the replacement of the IRT station's elevators, which were nearly twice as old as the average elevator in the New York City Subway system. By then, the elevators broke down hundreds of times per year, inconveniencing passengers who needed to travel to Columbia University Medical Center. From January 5 to December 20, 2019, the IRT station was closed so the elevator cars could be replaced, and elevator shafts, mechanical components, and the stairways could be upgraded. During this time, a free out-of-system transfer was provided to the at Inwood–207th Street, from both 207th Street and 215th Street.

The IND station was planned to be renovated starting in 2016 as part of the 2010–2014 MTA Capital Program. An MTA study conducted in 2015 found that 48 percent of components in the IND station were out of date.

IRT station
After the first subway line was completed in 1908, the station was served by West Side local and express trains. Express trains began at South Ferry in Manhattan or Atlantic Avenue in Brooklyn, and ended at 242nd Street in the Bronx. Local trains ran from City Hall to 242nd Street during rush hours, continuing south from City Hall to South Ferry at other times. In 1918, the Broadway–Seventh Avenue Line opened south of Times Square–42nd Street, and the original line was divided into an H-shaped system. The original subway north of Times Square thus became part of the Broadway–Seventh Avenue Line. Local trains were sent to South Ferry, while express trains used the new Clark Street Tunnel to Brooklyn.

The IRT routes at the station were given numbered designations in 1948 with the introduction of "R-type" rolling stock, which contained rollsigns with numbered designations for each service. The route to 242nd Street became known as the 1. All 1 trains became local in 1959, and increased and lengthened service was implemented during peak hours on the 1 train on February 6, 1959. In April 1988, the New York City Transit Authority (NYCTA) unveiled plans to speed up service on the Broadway–Seventh Avenue Line through the implementation of a skip-stop service: the 9 train. When skip-stop service started in 1989, it was only implemented north of 137th Street–City College on weekdays, and 168th Street was served by both the 1 and the 9. Skip-stop service ended on May 27, 2005, as a result of a decrease in the number of riders who benefited.

IND station
The A express train has always served the IND station since its inception in 1932. Local service was initially provided by the AA train from 168th Street to Chambers Street/Hudson Terminal; at the time, local services were denoted by double letters and express services by single letters. The AA was discontinued in 1933 when the CC began running on the local tracks along the Eighth Avenue and Concourse lines.

The original BB train started running with the opening of the Sixth Avenue Line on December 15, 1940, ran as a rush-hour only local service starting at 168th Street–Washington Heights. The "B" designation was originally intended to designate express trains originating in Washington Heights and going to Midtown Manhattan on the Sixth Avenue Line. The AA was resurrected when the BB was created, running outside rush hours. The AA was renamed the K in 1985, while the BB was renamed the B. The K train was completely replaced by the C midday service on December 11, 1988, with all local service at 168th Street being provided by the B. On March 1, 1998, the B and the C switched northern terminals, ending B service to Washington Heights; the C began serving the station at all times except late nights.

Station layout
The IRT platforms are very deep, with the only public connection between the platforms and fare control being made via elevator. Close to street level is an upper mezzanine level with an unstaffed fare control area. Four elevators lead down to a lower mezzanine below the IRT platforms. At the upper mezzanine, a closed passageway exists behind the elevator bank.

The IRT's 168th Street station was one of the few on the original IRT line to contain elevators. The IRT station is one of three stations in the New York City Subway system that can be accessed solely by elevators. The other two, also located on the Broadway–Seventh Avenue Line, are 181st Street one stop to the north, as well as Clark Street on the in Brooklyn. However, the IRT station is not ADA-accessible. As part of the 2017 Fast Forward plan to modernize the subway system, 50 more stations will become ADA-accessible during the MTA's 2020–2024 Capital Program, allowing all riders to have an accessible station within two stops in either direction. To meet this goal, one station in the Washington Heights/Inwood area will have to be made accessible on the IRT Broadway–Seventh Avenue Line. The 168th Street station was ultimately selected to be retrofitted as part of the plan. The accessibility project was to be funded by congestion pricing in New York City, but it was postponed in June 2024 after the implementation of congestion pricing was delayed.

A slightly sloped corridor within fare control leads between the IRT and IND mezzanines. A full length mezzanine extends above the IND platforms. Elevators from the mezzanine to the street, and to each IND platform, make that portion of the station ADA-accessible.

Exits
The full-time fare control area is at the center of the mezzanine, and has a turnstile bank, token booth, and one staircase and one elevator going up to the southeast corner of West 168th Street and Saint Nicholas Avenue. The part-time side at the north end of the mezzanine has HEET turnstiles and three staircases, two to the southwest corner of Broadway and 169th Street and one to the northwest corner. An exit-only turnstile in the middle of the mezzanine, near the corridor leading to the IRT platforms, leads to a staircase going up to north end of Mitchell Square Park on the south side of West 168th Street between Broadway and Saint Nicholas Avenue.

The passageway leading to the IRT elevators is just beyond the full-time fare control area. There are two exit stairs past this part-time fare control area, near the southwest corner of Broadway and 168th Street, which face north and south.

The southernmost portion of the mezzanine, which is outside fare control, is closed. It features one passage on the east side of the IND station with two exits to the southeastern corner of 167th Street and St. Nicholas Avenue and a passage on the west side of the IND station with two exits to Mitchel Square Park. The closed mezzanine area is now used for New York City Transit employees only. The western area was closed in the 1980s for safety reasons, while the eastern area was closed in 1992.

IRT Broadway–Seventh Avenue Line platforms
The 168th Street station on the IRT Broadway–Seventh Avenue Line has two tracks and two side platforms, and is served by the 1 train at all times. The station is between 181st Street to the north and 157th Street to the south. It is one of three in the Fort George Mine Tunnel, along with the 181st Street and 191st Street stations to the north; the tunnel allows the Broadway–Seventh Avenue Line to travel under the high terrain of Washington Heights. Sources disagree on the station's depth, which has been variously cited as 99 ft, 100 ft, or 117 ft. The station was originally 320 ft long but was extended to fit 514 ft trains in 1948.

Near the north end of the station, there are four elevators adjacent to the southbound platform, which lead to the fare control level. These elevators are accessed via a concourse several steps above the southbound platform. The lower sections of the concourse walls are clad with white tile, topped by a band of green tile, while the tops of the walls and the ceilings are made of concrete. Two footbridges with staircases connect the platforms. The elevators rise 76 ft to the upper mezzanine level, which connects with the IND platforms. A rear passageway at the lower mezzanine level allows passengers to board and alight on different sides of the elevator cabs.

The northern open bridge and northbound platform features a passageway east of the northbound side to an eastern elevator shaft. This shaft contained the two original elevators to and from the platforms. Each shaft measured 15 by wide. The eastern elevator shaft are planned to be reused for ADA accessibility to at least the northbound platform.

There is also a stairway on the extreme northern end of both platforms, which ascends to a relay and signal power room. This stairway is not visible to the public.

Design
Much of the station is contained within a vault that measures 47 ft wide and 26 ft high. The lowest 6 ft of the vault walls are wainscoted with rust-colored brick. Atop the brick wainscoting are a belt course made of marble and a multicolored mosaic frieze measuring about 16 in thick. The tops of the walls contain tan brick. Tile name tablets are placed above the frieze at regular intervals, with white letters on a dark-green background surrounded by floral designs. These tablets contain the text "168th Street". The center of the vault ceiling has multicolored terracotta medallions at regular intervals; these formerly held lighting fixtures. Where the elevator shafts are positioned, the station widens to 73 ft.

The station's platform extensions have ceilings that are 10 to 12 ft above the platform level. At the portals between the original vault and the much lower ceilings of the platform extensions, there is a wide arch over the tracks flanked by narrow arches over each platform. These transitions are clad with tan brick. The arch over the tracks has a volute with a laurel wreath. Between the arches, the lower portions of the walls are clad in gray marble. The walls of the platform extensions have white ceramic tiles with mosaic friezes as well as plaques with the words "168th Street". The walls are divided every 15 ft by multicolored tile pilasters that are 16 in wide. There are two tile panels with the number "168" in each panel. Columns near the platform edge, clad with white tile, support the jack-arched concrete station roof.

IND Eighth Avenue Line platforms
The 168th Street station is an express station on the IND Eighth Avenue Line that has four tracks and two island platforms. The A train stops here at all times, making express stops during the day and local stops during the night; and the C train at all times except late nights and always makes local stops. The station is the northern terminus for C trains; the next station to the north for trains is 175th Street. The next station to the south is 163rd Street–Amsterdam Avenue for local trains and 145th Street for express trains.

Unlike other express stations in the subway system, the express tracks, used by the A train, are on the outside and the local tracks, used by the C train, are on the inside. This is to make it easier for C trains to originate and terminate here, and turn around north of the station to make the southbound trip to Brooklyn. South of this station, the outer express tracks descend to a lower level below the inner local tracks, creating a two-over-two track layout. North of the station, the inner local tracks continue north underneath Broadway to the 174th Street Yard, while the outer express tracks turn sharply under Fort Washington Avenue before continuing for four stops before ending at Inwood–207th Street. During the night, the A train makes local stops, using the northbound local track at this station before crossing over to the express one afterwards and the southbound express track at this station before crossing over to the local one afterwards.

Both outer track walls have a maroon trim line with a black border and small "168" tile captions below them in white numbering on a black border. The maroon trim line was part of a color-coded tile system used throughout the IND. The tile colors were designed to facilitate navigation for travelers going away from Lower Manhattan. Because 168th Street is the northernmost express station on the Eighth Avenue Line, the color-coded tiles at stations north of 168th Street were originally maroon, This station has a full length mezzanine above the platforms and tracks. Black I-beam columns run along the platform, alternating ones having the standard black name plate with white lettering.

Nearby points of interest
Nearby points of interest include NewYork-Presbyterian Hospital/Columbia University Medical Center, Fort Washington Armory, Fort Washington Park on the Hudson River waterfront, and remnants of the Audubon Ballroom.


text: Category:Packaging companies

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

title: Category:Packaging companies


text:
Gozan

Gozan may refer to:
 * Jazan, Saudi Arabia
 * The ancient River Gozan, Amu Darya, the River Amu or Oxus, a river in North Afghanistan and Central Asia.
 * the Five Mountain System, a Japanese network of Zen temples (Gozan Seidō)
 * Tell Halaf, a Syrian archeological site near the city of Guzana or Gozan

title: Gozan


text:
First Horizon Bank

First Horizon Corporation, formerly First Tennessee Bank, is a financial services company, founded in 1864, and based in Memphis, Tennessee. Through its banking subsidiary First Horizon Bank, it provides financial services through locations in 12 states across the Southeast, a region in which it is the fourth largest regional bank.

In November 2019, First Horizon Corporation and IberiaBank Corporation agreed to merge, closing in July 2020. The combined bank is based in Memphis, Tennessee, and uses the First Horizon name.

The bank gained national attention during the 2023 banking crisis, in which multiple regional banks across the United States as well as the Swiss institution Credit Suisse all collapsed and were bought out. First Horizon's stock price began to plummet in the wake of both a merger with Toronto-Dominion Bank being called off and the collapse of First Republic Bank in San Francisco.

History
Frank S. Davis founded First National Bank, the first nationally chartered bank in Memphis after passage of the National Banking Act of 1863. Though the city was under martial law after being captured by Union forces in the Civil War, First National Bank of Memphis was officially chartered for business on March 25, 1864., during the American Civil War.

The bank acquired German Bank in 1895. First National was one of five banks in the twelve districts to help implement the Federal Reserve Act of 1913. and in 1914, the bank participated in the organization of the Federal Reserve Bank of St. Louis. The bank merged with Central-State National Bank in 1926. The merged bank retained First National's name and charter, but was led by Central-State's management team.

In 1942, the bank opened its first suburban branch and by 1952 First National had seven offices. In 1961, a 25-story tower was announced. The 23-story headquarters was completed three years later, at which time First National also opened six branches. As of 1967, First National was the largest bank in the Mid-South. A holding company, First National Holding Corporation, was created in 1969. Two years later, this became First Tennessee National Corporation, with the intention of acquiring other banks. The company acquired five banks in 1972, and as more banks became part of the company, their names changed to First Tennessee Bank. In 1977, First National also became First Tennessee Bank.

In 1981 First Express became the first national check-clearing service, and First Tennessee offered brokerage services starting the next year.

In 1995, with the purchases of Maryland National Mortgage Corporation and SNMC Management Corporation, First Tennessee had $6 billion in mortgage origination and was one of the country's top 10 mortgage originators.

Allen B. Morgan was named president in 1960, chief executive in 1967, and chairman in 1969.

During the 1980s, the company also expanded into mortgage brokerage, mortgage loan origination, and insurance.

In 1993, the bank acquired MNC Mortgage.

In 1994, the bank acquired Peoples Commercial Services Corporation.

In 1995, with the purchases of Maryland National Mortgage Corporation and SNMC Management Corporation, First Tennessee had $6 billion in mortgage origination and was one of the country's top 10 mortgage originators.

In 1999, to reflect its diversification, the bank adopted the slogan, All Things Financial.

In 2004, the company changed its name to First Horizon National Corporation to reflect its interstate growth.

In May 2007, the company acquired Republic Mortgage, based in Las Vegas.

In September 2007, the company sold 34 branches outside of Tennessee, including 13 branches to M&T Bank, 10 branches to Sterling Bank, 9 branches to Fifth Third, and 2 branches to FMCB Holdings.

In June 2008, the company sold its residential-mortgage origination and servicing business to Metlife.

In November 2008, the United States Department of the Treasury invested $866 million in the company as part of the Troubled Asset Relief Program and in December 2010, the company repurchased the investment from the Treasury. Across the 2010s, First Horizon acquired three regional banks, starting in 2013, when it acquired the failing Mountain National Bank. In 2015, First Horizon acquired TrustAtlantic, and Capital Bank Financial in 2017. In 2019, First Horizon merged with IberiaBank to create a bank with $79 billion in assets and $58 billion in loans. Also in 2019, First Horizon announced it was going to rebrand all of its services under the same First Horizon name. The change encompassing First Tennessee Bank, Capital Bank, FTB Advisors and FTN Financial became effective at the close of business on October 25, 2019, with signage changes expected to be complete throughout those holdings by early 2020.

On February 28, 2022, Toronto-based TD Bank Group announced that it would acquire First Horizon Corporation in an all-cash deal of $13.4 billion in what would have been the second-largest bank deal in recent U.S. history. On May 4, 2023, the companies announced that the acquisition would not proceed citing regulatory uncertainties, with TD owing First Horizon a total of $225 million in break-up fees as part of the termination agreement. The merger's call off happened within the same week as the collapse and buyout of First Republic Bank by JPMorgan Chase, and the bank's financial failures are seen as part of the 2023 banking crisis. Reports of First Horizon's call off were paired with the news of PacWest Bancorp itself heading on a lifeline.

Consumer and Business Banking
First Horizon banking services are available to individual consumers as well as businesses of all sizes.

On October 11, 2016, First Tennessee announced the opening of its first Piedmont Triad retail branch in Winston-Salem. The bank had offered commercial banking and real estate and wealth-management services in the city since 2004. From 2003 to 2016, Winston-Salem was also the headquarters of the Mid-Atlantic Region, including the Triangle, Charlotte and Greenville in North Carolina; Richmond in Virginia; Charleston in South Carolina; and Jacksonville in Florida. The new regional headquarters was in Raleigh, where First Tennessee had four branches after buying TrustAtlantic Bank in 2015.

title: First Horizon Bank


text:
Talk:Tram-train

Removal
In Melbourne, Australia, there are trams that can run on the train system under the name Light Rail.

But the lines are no longer used by trains. This is not sharing, rather conversion.

The British systems Manchester Metrolink and Tyne & Wear Metro were similar conversions.

More information on train-trams and tram-trains can be found here: http://citytransport.info/Share.htm

Could "Schnellbahn" (spelling?) from Karlsplaz, Wien (Vienna), Austria to Baden be considered Tram-train? --78.0.95.141 (talk) 21:17, 7 June 2008 (UTC)

 * I took out Oslo from the list as the trams in Oslo only share tracks with the metro. That kind of sharing also exists in other cities, for example Amsterdam, (or Vienna; they call it 'pre-metro', and U6 metro line actually uses tram rolling stock - --78.0.95.141 (talk) 21:17, 7 June 2008 (UTC)), but is not usually called tram-train. 217.208.26.85 00:17, 4 February 2006 (UTC)

 * I'm going to remove Melbourne from the list. Tram-train refers to trams running on mainline railways, not trams running on converted sections of closed railways. Since Melbourne's railways are a different gauge (except for regional/interstate goods lines) it's fairly safe to assume that this sort of operation won't be coming to Melbourne any time in the forseeable future. invincible 00:31, 12 March 2007 (UTC)

 * Aha, in that case the line in Vienna I mentioned above does not qualify... --78.0.95.141 (talk) 21:17, 7 June 2008 (UTC)

Railway Regulations
"The Karlsruhe system also uses an "Automatic Train Protection" signalling system" do all tram-trains use this. Is it true that no trams in Europe have vigilance control in any form?

 * Telling about the train part in Germany: yes, it is called INDUSI or PZB, otherwise running in parallel with "normal" trains would not be allowed; regarding "vigilance control" the "Totmannknopf" or "Totmannpedal" need to be operational on train sections as well.
 * On the tram part other experts may answer, please. --Klaus with K 19:27, 12 October 2005 (UTC)

": Telling about the train part in Germany: yes, it is called INDUSI or PZB, otherwise running in parallel with "normal" trains would not be allowed; regarding "vigilance control" the "Totmannknopf" or "Totmannpedal" need to be operational on train sections as well.
 * On the tram part other experts may answer, please."

By totmannknopf/pedal do you mean a control the driver must hold continuously or a button the driver must press perodically. Whatever it is, I beleive (but I don't know) it may be operational on tram sections as well. This information could go into the article tram controls.Myrtone@Tram-train.com.au

Tram-trains in the UK
There also is/was a proposal to use tram-train vehicles on part of the Midland Metro (the Wednesbury - Brierley Hill route) so as to allow for rail freight on the line. Aboodoo (talk) 17:29, 22 November 2008 (UTC)
 * I would like to propose (and avoid edit war) removing St Albans from this article, while it was listed in many local newspapers as a 'Tram-Train' it is a proposed conversion to Light rail including segregating it from the national rail network, removing signalling and possibly lowering the voltage. http://www.dft.gov.uk/consultations/open/2010-05/consultation.pdf in this sense its a tram network not a tram-train network. 83.104.138.141 (talk) 04:33, 25 January 2010 (UTC)

Definition
What is the difference between a tram-train and a train? Is it just a question of branding (as "light rail"'s key distinction appears to be its separation from the main rail system), or is there a technical way to distinguish what belongs here from what doesn't? Aoeuidhtns (talk) 01:32, 1 August 2010 (UTC)

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This article is a mess
It lacks citations, it is mostly a list of questionable accuracy and validity and it does not define terms well... Hobbitschuster (talk) 16:23, 12 June 2020 (UTC)

title: Talk:Tram-train


text:
Fala (dog)

Fala (April 7, 1940 – April 5, 1952), a Scottish Terrier, was the dog of United States president Franklin D. Roosevelt. One of the most famous presidential pets, Fala was taken to many places by Roosevelt. Given to the Roosevelts by a cousin, Fala knew how to perform tricks; the dog and his White House antics were mentioned frequently by the media and often referenced by Roosevelt and his wife Eleanor. Fala outlived Roosevelt by seven years and was buried near him.

A statue of Fala beside Roosevelt is featured in Washington, D.C.'s Franklin Delano Roosevelt Memorial, the only presidential pet so honored. Another statue of Fala has been placed at Puerto Rico's "Paseo de los Presidentes" in San Juan.

Early life
Fala was born on April 7, 1940. Roosevelt's distant cousin, Margaret "Daisy" Suckley, gave the dog to Roosevelt as an early Christmas gift. As a puppy, Fala was given obedience training by Suckley, who taught him to sit, roll over, and jump. His original name was Big Boy; Roosevelt renamed him Murray the Outlaw of Falahill after John Murray of Falahill, a famous Scottish ancestor. This was later shortened to "Fala".

After a few weeks at the White House, Fala was taken to the hospital for intestinal problems. Roosevelt discovered that Fala had found his way to the kitchen and was being overfed. Roosevelt issued an order to the staff that Fala would henceforth be fed only by the president himself.

White House years
Fala was relocated into the White House on November 10, 1940, and spent most of his time there until Roosevelt's death during April 1945. Fala also traveled with Roosevelt to his home (Springwood) in Hyde Park, New York, and to Warm Springs, Georgia, where Roosevelt received treatment for his paralytic illness.

An MGM movie about a typical day in the White House featured Fala. He also became an honorary private of the U.S. Army by "contributing" $1 to the war effort for every day of the year and setting an example for others on the "home front". During the Battle of the Bulge, American soldiers asked one another the name of the President's dog, expecting the answer "Fala," as a supplementary safeguard against German soldiers attempting to infiltrate American ranks.

Fala often accompanied Roosevelt to important events; he traveled in Sacred Cow, the president's airplane, and in Ferdinand Magellan, Roosevelt's custom-made train car, as well as by ship. He was with Roosevelt at the Atlantic Charter Conference, Quebec, the meeting with President Manuel Ávila Camacho of Mexico in Monterrey, and appears quickly on deck during press filming of FDR’s visit to Hawaii in 1944 to confer with General Douglas MacArthur and Admiral Chester Nimitz.

During 1943, Fala was the subject of a short series of political cartoons by Alan Foster titled Mr. Fala of the White House. In the 1943 romantic comedy Princess O'Rourke, Fala was played by Whiskers.

Fala speech
On September 23, 1944, Roosevelt began his 1944 presidential campaign in Washington, D.C., speaking at a dinner with the International Teamsters Union. The half-hour speech was also broadcast by all U.S. radio networks. In the speech, Roosevelt criticized Republican opponents in Congress and detailed their criticisms of him. Late in the speech, Roosevelt addressed Republican charges that he had accidentally left Fala behind on the Aleutian Islands while on tour there and had sent a U.S. Navy destroyer to retrieve him at an exorbitant cost to the taxpayers:

"These Republican leaders have not been content with attacks on me, or my wife, or on my sons. No, not content with that, they now include my little dog, Fala. Well, of course, I don't resent attacks, and my family don't resent attacks, but Fala does resent them. You know, Fala is Scotch, and being a Scottie, as soon as he learned that the Republican fiction writers in Congress and out had concocted a story that I'd left him behind on an Aleutian island and had sent a destroyer back to find him – at a cost to the taxpayers of two or three, or eight or twenty million dollars – his Scotch soul was furious. He has not been the same dog since. I am accustomed to hearing malicious falsehoods about myself ... But I think I have a right to resent, to object, to libelous statements about my dog."

The story of being left behind on the Aleutian Islands was false. (Fala did cause some minor trouble once on the cruiser USS Tuscaloosa (CA-37) in the West Indies by licking the feet of sailors relaxing on deck. )

The idea of turning the Republican charges into a joke was that of Orson Welles. Campaigning extensively for Roosevelt, Welles occasionally sent him ideas and phrases that were sometimes incorporated into what Welles characterized as "less important speeches". One of these was the "Fala speech". Welles ad-libbed the Fala joke for the president, who was so delighted that he had a final version written into the speech by his staff. After the broadcast Roosevelt asked Welles, "How did I do? Was my timing right?"

"The audience went wild, laughing and cheering and calling for more," wrote historian Doris Kearns Goodwin. "And the laughter carried beyond the banquet hall; it reverberated in living rooms and kitchens throughout the country, where people were listening to the speech on their radios. The Fala bit was so funny, one reporter observed, that 'even the stoniest of Republican faces cracked a smile.'"

After Roosevelt's death
President Roosevelt died at Warm Springs, Georgia, on April 12, 1945. In the minutes after his death, Fala behaved very strangely. FDR biographer Jim Bishop wrote about the death scene: "... a snapping, snarling series of barks was heard. No one had paid any attention to Fala. He had been dozing in a corner of the room. For a reason beyond understanding, he ran directly for the front screen door and knocked his head against it. The screen broke and he crawled through and ran snapping and barking up into the hills. There, Secret Service men could see him, standing alone, unmoving, on an eminence. This led to the quiet question: 'Do dogs really know?'"

Fala attended Roosevelt's funeral and went to live with the widowed Eleanor Roosevelt at Val-Kill. She took great pleasure in Fala's company, and the two became inseparable companions. She often mentioned Fala in her newspaper column, "My Day", and wrote of him in her autobiography:

"It was Fala, my husband's little dog, who never really readjusted. Once, in 1945, when General Eisenhower came to lay a wreath on Franklin's grave, the gates of the regular driveway were opened and his automobile approached the house accompanied by the wailing of the sirens of a police escort. When Fala heard the sirens, his legs straightened out, his ears pricked up and I knew that he expected to see his master coming down the drive as he had come so many times. Later, when we were living in the cottage, Fala always lay near the dining-room door where he could watch both entrances just as he did when his master was there. Franklin would often decide suddenly to go somewhere and Fala had to watch both entrances in order to be ready to spring up and join the party on short notice. Fala accepted me after my husband's death, but I was just someone to put up with until the master should return."

During November 1945 Fala was hospitalized for a week after being attacked at the family's Hyde Park estate by Elliott Roosevelt's 135 lb bull mastiff, Blaze. Fala had been staying with Margaret Suckley and visited Hyde Park. He was on a leash when the larger dog jumped on him, slashing his back and right eye. The attack ended when someone struck Blaze with a rock and dazed him. Blaze was euthanized as a precaution against future attacks and tested negative for rabies.

Suffering from deafness and failing health, Fala was euthanized on April 5, 1952, two days before his twelfth birthday. Fala is buried in a marked grave about 10 yd behind the Roosevelt tombstone in the Rose Garden at Springwood, beside Chief (1918–1933), the Roosevelts' German Shepherd.

Memorials
A statue of Fala beside Roosevelt is featured in the Franklin Delano Roosevelt Memorial in Washington, D.C. Fala is the only presidential pet so honored. Another statue of him has been placed at Puerto Rico's "Paseo de los Presidentes" in San Juan. A third statue is in the Franklin Delano Roosevelt Presidential Library and Museum in Hyde Park, NY. Fala's collar, dog dish, White House dog tags and other artifacts also are on display.

title: Fala (dog)


text:
Pinnacle Studio

Pinnacle Studio is a video editing program originally developed by Pinnacle Systems as consumer-level software. Upon Pinnacle System's acquisition of Munich-based FAST Multimedia, Pinnacle integrated the professional code base of FAST's editing software, (since re-branded as Pinnacle Liquid) beginning with Pinnacle Studio version 10. It was acquired by Avid and later by Corel in July 2012. Pinnacle Studio allows users to author video content in Video CD, DVD-Video, AVCHD or Blu-ray format, add complementary menus and burn them to disc.

In the second half of 2007, Pinnacle introduced VideoSpin, a shareware version of Studio with fewer features; it was discontinued in March 2009.

Versions
Since version 9, Studio has been sold in several editions: Studio, Studio Plus and Studio Ultimate (starting in version 11), all of which are commercial software. There is some additional functionality in the Plus and Ultimate editions, notably a second video track. This allowed Overlay, A-B Edits, Chroma Key, and Picture-in-Picture.

Pinnacle Studio 24 was released on August 11, 2020. This version included Unlimited tracks plus 4K video support, Multi-camera Editing, Enhanced Motion Tracking, Enhanced Video masking, and many advanced technical features. No support for HEVC (H.265) on AMD hardware.

iOS
In addition to the desktop versions of Pinnacle Studio,two versions of Pinnacle Studio also exists for iPad and iPhone - Pinnacle Studio for iOS and Pinnacle Studio Pro for iOS. Last one has additional features, for example, trim frame by frame using the Dual Viewer Precision Trimmer, export to cloud services (such as Dropbox, Google Drive and OneDrive). Last version of Pinnacle Studio for iOS (5.6.1) requires iOS 9.3 or later, iPad 2 or higher, iPhone 4s or higher, iPod Touch Series 5 or higher.

Reception
MacUser rated version Pinnacle Studio 4 for iOS as 4 out of 5, saying that it provides "a more fully featured movie editor than iMovie for iPad", but complained that the extra in-app purchase needed for cloud sync was excessive.

title: Pinnacle Studio


text:
Wikipedia:Administrator intervention against vandalism

__NONEWSECTIONLINK__

User-reported

 * – On Jeep Avenger : vandalism after final warning. Block evasion by Special:Contributions/46.123.240.0/20 and Special:Contributions/31.11.96.0/19. Binksternet (talk) 22:16, 20 July 2024 (UTC)
 * – On Rent control in the United States : vandalism after final warning. Long-term abuse from Spain IPs. Block evasion by User:Pedrote112. Binksternet (talk) 22:19, 20 July 2024 (UTC)
 * – vandalism after final warning. AntiDionysius  ( talk ) 22:31, 20 July 2024 (UTC)


text:
Talk:Anson Chan/Archive 1

Various positions
Chan served in various positions before appointed the Chief Secretary. Perhaps we can add those to the succession box. — Instantnood 05:05, May 28, 2005 (UTC)

7/7/2006: Edits by 137.189.4.1 and re-revert by WangFeiHung
I removed edits by 137.189.4.1 only for it to be restored by WangFeiHung. -- link shows my revert, followed by WangFeiHung's revert to 137.189.4.1

Discussions whether 137.189.4.1 = WangFeiHung aside, the statements amount to invalid and unjustified criticisms. For example, "The Airport authorities were made up mostly of British men - earning high salary from Hong Kong taxpayers." or "the locals had to pay taxes to London" was not backed up by any quantifiable facts - against Wikipedia's policy on verifiability.

I would assume such edits to be acts of vandalism and remove them and hope other editors support me in this.

Nevertheless, I moved the few valid points in 137.189.4.1's edit to a section of critisms and controversies as in articles about other public figures who may be controversial. Feel free to expand on it, but please quote sources.

--mintchocicecream 14:32, 7 July 2006 (UTC)

 * Fair enough on the Airport comment. But other sections are valid.

 * You are vandalizing the page by reverting back to a pro-British NPOV version.

 * WFH

--by WangFeiHung ??:??, 7 July 2006 (UTC)''

 * WFH = 137.189.4.1 = WangFeiHung, you don't seem aware of the fact that the British Colony of Hong Kong did not -- ever -- pay taxes to the United Kingdom. --by DOR 20 Nov 2007

 * Please refer to Verifiability and WP:NPOV to understand what is acceptable in Wikipedia. Or refer to other profiles of famous people.  I have added a NPOV tag here. --mintchocicecream 06:41, 8 July 2006 (UTC)

I ask all users to please revert all edits made by WFH, regardless of its contents, on sight. WFH has proven himself to be a Communist extremist who cannot conform to the NPOV rules of Wikipedia. I will personally revert anything revised by him myself if no one backs me on this.Arbiteroftruth 05:57, 11 July 2006 (UTC)

If you think everyone who disagree with your anti-Chinese racist NAZI viewpoint is a Communist, then there must 6 BILLIONS Communists in this world. How is "pro-democracy" NPOV?????

 * WFW

WFH, we are not Nazis for what we wrote on this page. They are all backed by facts. Perhaps you should take a look it the real history of Nazism. I am sure you, WFH, are in a minority of one in the world when it comes to this matter.

Ignorance is not bliss on Wikipedia. Save your schtick for somewhere else. I emphasize that any edits you make to this page, regardless of the quality or its NPOV-ness, will be reverted by me and whoever will support me on this endeavour. I will do this alone if no one supports me. I will ensure that none of your extremist, POV, Communist edits, WFH, will see the light of day here on Wikipedia. Arbiteroftruth 01:09, 16 July 2006 (UTC)

 * Arbiteroftruth, you seem to have a bias against communism. Is that proper here? --by DOR 20 Nov 2007

NPOV dispute
WangFeiHung's attack on Anson Chan belong in a criticism and controversies section. I moved them to such a section only for the user to revert my edit. I am not entering an edit war - but would like other editors to take a look.

For example:

 * "dictatorial colonial rule" -- that doesn't seem vey NPOV to me at all
 * "criticism of Chan by pro-Chinese figures" -- pro-Chinese, or pro-Beijing? Chan is Chinese herself!
 * ""Iron Lady" Chan, deputy under Tung and the last uneleted and London appointed British Governor" -- spelling mistake aside, both the British and PRC administration do not let people elect their own leaders...
 * "But she never spoke out against the British occupation of Hong Kong and its dictatorial colonial rule where the local citizens could not elect the governor, hold high paying top government jobs, and were forced to pay high taxes to London. Her views now fit more with the pro-British and pro-colonial crowd in Hong Kong." -- unsourced and unjustified (comment added by Arbiteroftruth: Hong Kong never paid a dime to London or Beijing. Hong Kong tax dollars stays in Hong Kong. Always have been)

I think WFH's edits are entirely laughable and requires a look.

--mintchocicecream 06:41, 8 July 2006 (UTC)

How is "pro-democracy" NPOV? There is nothing in her that is pro-democracy during the British occupation.

She never spoken against the British occupation and brutality. Show me ONE (1) souce that claim she did. She did NOT.

 * Master Hung Fei Hung

That statement only proves your extreme leftist bias. Your Maoist tendencies are products of propaganda, not facts. Wikipedia is an encyclopedia, not a North Korean propaganda website. Please stop your POV edits. I will, once again, emphasize that I will revert all of your edits, HFH and associates, regardless of whether it is fact or propaganda. Arbiteroftruth 02:26, 16 July 2006 (UTC)

Clarification
Please see BLP. Criticism of living people in the bios should be handled sensitively. Also it is better if it woven into the text rather than in a separate section. The communist and non or anti-communist views on these matters are all valid and should be included (se NPOV), provided they are verified. It is not the wiki editor's job to reach a synthesised position of truth: that is original research. It is the editor's job to show the different positions on the truth adopted by relevant parties. Obviously the Communist view is an important one and highly relevant, so should be represented. Against this should be set other views. The reader will then have a balanced overview on the issues, and be able to make up their own mind. It is not the editor's job to judge whether e.g. a politician's views are NPOV. That is a common mistaken interpretation of NPOV. It is the wiki editor's job to take a NPOV and properly represent leading participants in an event, even if those participants appear to have POV agendas. Tyrenius 00:07, 17 July 2006 (UTC)

 * Agreed. I am happy if the information was verified and sourced.  However, the edits were unsourced and despite repeatedly asking the WangFeiHung (and variants) to source his edits, this wasn't fixed.  Thus, I felt it clearly falls under unsourced criticism and was appropriately removed.  --mintchocicecream 07:00, 17 July 2006 (UTC)

That's OK then. As long as no one is trying to censor a view because they don't agree with it. By the way, disputed edits should not be called vandalism, if the editor is acting in good faith. Remember AGF. Tyrenius 19:47, 17 July 2006 (UTC)

User disputes - warning!
'''A complaint has been made about the nature of disputes on this article. This warning does not imply any particular blame, but is a reminder of proper conduct.'''

'''Personal attacks are unacceptable. A personal attack is saying something negative about another person. See NPA if you want further clarification. If you find yourself writing the word "you", be very careful what you follow it up with. Deal with facts and issues, not someone's personal motivations. Remember to assume good faith.'''

'Continued insertion into the article, or arguing on the talk page, of statements or opinions without verification'' will be regarded as disruption. Non-negotiable policies are VERIFY, NPOV and NOR. Read them and stick to them.'''

'''If there are suspected sockpuppets, then study SOCK and take the appropriate steps. Do not make accusations directly to or about the individual on your, their or the article talk page. Collect hard evidence. You may wish to report on Suspected sock puppets.'''

If you experience a problem or think another editor is violating policy, report it to me with the diff. To record a diff, find the edit in the edit history and copy the URL at the top of the page with a square bracket either end. To get this, cite this:

Violation after this warning is likely to result in an immediate block.

Tyrenius 23:55, 16 July 2006 (UTC)

nationality
Is Anson Chan still a British citizen or BNO passport holder? BN(O) 10:20, 14 May 2007 (UTC)

poorly written
there are tons of grammatical mistakes in there. plus, the trivia stuff aren't really that trivial. —Preceding unsigned comment added by Larryau (talk • contribs) 12:12, 14 September 2007 (UTC)

Is "On Sang" part of her name on official documents? Heimm Old 20:18, 16 January 2008 (UTC)

title: Talk:Anson Chan/Archive 1


text:
Kristen Miller

Kristen Miller (born August 20, 1976) is an American actress. She is best known for her roles as Ashley Elliot on the sitcom USA High (1997–1999) and Deedra "D.D." Cummings on the action-adventure series She Spies (2002–2004).

Miller has also had recurring roles and made guest appearances on many television shows, including Undressed (2000), That's My Bush! (2001), Charmed (2004), Two and a Half Men (2005), Joey (2005), I Hate My 30's (2007), Las Vegas (2008), 90210 (2009), Dexter (2011), Mad Men (2012), Castle (2012) and The Glades (2013). Her films include Cherry Falls (2000), Team America: World Police (2004), The Fallen Ones (2005) and Single White Female 2: The Psycho (2005). She also provided the voice-over role for the character Rio in the video game Lifeline (2004).

Personal life
Miller grew up in Manhattan Beach, California. She is married to television producer Morgan Langley, whom she wed in June 2007.

title: Kristen Miller


text:
157th Street station

The 157th Street station is a local station on the IRT Broadway–Seventh Avenue Line of the New York City Subway. Located at the intersection of Broadway and 157th Street in Washington Heights neighborhood of Manhattan, it is served by the 1 train at all times.

The 157th Street station was constructed for the Interborough Rapid Transit Company (IRT) as part of the city's first subway line, which was approved in 1900. Construction of the line segment that includes 157th Street began on May 14 of the same year. The station held a soft opening on October 29, 1904, and officially opened two weeks later on November 12. The station's platforms were lengthened in 1948, and the station was renovated in the late 20th century.

The 157th Street station contains two side platforms and two tracks. The station was built with tile and mosaic decorations. The platforms contain exits to Broadway's intersection with 157th Street and not connected to each other within fare control.

Construction
Planning for a subway line in New York City dates to 1864. However, development of what would become the city's first subway line did not start until 1894, when the New York State Legislature passed the Rapid Transit Act. The subway plans were drawn up by a team of engineers led by William Barclay Parsons, the Rapid Transit Commission's chief engineer. It called for a subway line from New York City Hall in lower Manhattan to the Upper West Side, where two branches would lead north into the Bronx. A plan was formally adopted in 1897, and all legal conflicts concerning the route alignment were resolved near the end of 1899.

The Rapid Transit Construction Company, organized by John B. McDonald and funded by August Belmont Jr., signed the initial Contract 1 with the Rapid Transit Commission in February 1900, under which it would construct the subway and maintain a 50-year operating lease from the opening of the line. In 1901, the firm of Heins & LaFarge was hired to design the underground stations. Belmont incorporated the Interborough Rapid Transit Company (IRT) in April 1902 to operate the subway.

The 157th Street station was constructed as part of the IRT's West Side Line (now the Broadway–Seventh Avenue Line) from 133rd Street to a point 100 feet (30 m) north of 182nd Street. Work on this section was conducted by L. B. McCabe & Brother, who started building the tunnel segment on May 14, 1900. The section of the West Side Line around this station was originally planned as a two-track line, but in early 1901, was changed to a three-track structure to permit train storage in the center track. A third track was added directly north of 96th Street, immediately east of the originally planned two tracks.

Opening
Operation of the first subway began on October 27, 1904, with the opening of the original 28 stations of the New York City Subway from City Hall to 145th Street on the West Side Branch. Two days later, service was extended one stop to 157th Street, which at the time was still incomplete. The station had been soft opened to allow passengers to travel to the Yale–Columbia football game at the Polo Grounds.

157th Street was formally opened on November 12, 1904, as the first extension to the subway. The station's opening had been delayed by two weeks because there was still painting and plastering work going on in the station. 157th Street thus became the terminal for West Side Line trains, relieving congestion at 96th Street, which previously had been the terminus for the IRT's local trains. On March 12, 1906, the IRT was extended from 157th Street to 221st Street. Shuttle trains served the new extension terminating at 157th Street, meaning that passengers south of 157th Street wanting to go to stations on the extension had to transfer at 157th Street. On May 30, 1906, express trains began running through to 221st Street, eliminating the need to transfer at this station.

Station improvements
After the first subway line was completed in 1908, the station was served by West Side local and express trains. Express trains began at South Ferry in Manhattan or Atlantic Avenue in Brooklyn, and ended at 242nd Street in the Bronx. Local trains ran from City Hall to 242nd Street during rush hours, continuing south from City Hall to South Ferry at other times. In 1918, the Broadway–Seventh Avenue Line opened south of Times Square–42nd Street, and the original line was divided into an H-shaped system. The original subway north of Times Square thus became part of the Broadway–Seventh Avenue Line. Local trains were sent to South Ferry, while express trains used the new Clark Street Tunnel to Brooklyn.

To address overcrowding, in 1909, the New York Public Service Commission proposed lengthening the platforms at stations along the original IRT subway. As part of a modification to the IRT's construction contracts made on January 18, 1910, the company was to lengthen station platforms to accommodate ten-car express and six-car local trains. In addition to $1.5 million (equivalent to $ million in ) spent on platform lengthening, $500,000 (equivalent to $ million in ) was spent on building additional entrances and exits. It was anticipated that these improvements would increase capacity by 25 percent. The northbound platform at the 157th Street station was extended 70 ft to the south and 60 ft to the north, while the southbound platform was not lengthened. Six-car local trains began operating in October 1910, and ten-car express trains began running on the West Side Line on January 24, 1911. Subsequently, the station could accommodate six-car local trains, but ten-car trains could not open some of their doors.

Work to construct new entrances at the station was 49 percent completed in Fiscal Year 1924.

The city government took over the IRT's operations on June 12, 1940. Platforms at IRT Broadway–Seventh Avenue Line stations between 103rd Street and 238th Street, including those at 157th Street, were lengthened to 514 ft between 1946 and 1948, allowing full ten-car express trains to stop at these stations. A contract for the platform extensions at 157th Street and eight other stations on the line was awarded to Spencer, White & Prentis Inc. in October 1946, with an estimated cost of $3.891 million. The platform extensions at these stations were opened in stages. On April 6, 1948, the platform extension at 157th Street opened. At the same time, the IRT routes were given numbered designations with the introduction of "R-type" rolling stock, which contained rollsigns with numbered designations for each service. The route to 242nd Street became known as the 1. In 1959, all 1 trains became local.

Station layout
This station was part of the original subway, and has two side platforms and two tracks. The station is served by the 1 at all times and is between 168th Street to the north and 145th Street to the south.

The platforms were originally 350 ft long, like at other stations north of 96th Street,  but as a result of the 1948 platform extension, became 520 ft long. The platform extensions are at the rear ends of the original platforms: the southbound platform was extended northward and the northbound platform was extended southward.

Design
As with other stations built as part of the original IRT, the station was constructed using a cut-and-cover method. The tunnel is covered by a U-shaped trough that contains utility pipes and wires. The bottom of this trough contains a foundation of concrete no less than 4 in thick. Each platform consists of 3 in concrete slabs, beneath which are drainage basins. The original platforms contain I-beam columns spaced every 15 ft. Additional columns between the tracks, spaced every 5 ft, support the jack-arched concrete station roofs. The tiled columns that run along the entire length and contain "157" painted in black. Some of the columns between the tracks have "157" signs in black lettering on white borders. There is a 1 in gap between the trough wall and the platform walls, which are made of 4 in-thick brick covered over by a tiled finish.

The decorative scheme consists of blue/green tile tablets; buff tile bands; a green terracotta cornice; and buff terracotta plaques. The mosaic tiles at all original IRT stations were manufactured by the American Encaustic Tile Company, which subcontracted the installations at each station. The decorative work was performed by tile contractor Manhattan Glass Tile Company and terracotta contractor Atlantic Terra Cotta Company. The platforms contain their original trim line that includes "157" mosaics and name tablets reading "157TH ST." There are also directional signs on the tiles containing white lettering on a black background and brown border.

Exits
Each platform has one same-level fare control area near the middle. Both are fully staffed, containing a turnstile bank and token booth, and each has two street stairs. The northbound side's two exits lead to the southeast corner of 157th Street and Broadway, and the southbound side's two exits lead to the northwest corner of the intersection. There are no crossovers or crossunders to allow free transfers between directions. Only the South Ferry-bound side token booth is staffed.

title: 157th Street station


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Wikipedia:Articles for deletion/Narita Records

 This page is an archive of the discussion about the proposed deletion of the article below. This page is no longer live. Further comments should be made on the article's talk page rather than here so that this page is preserved as an historic record. The result of the debate was delete. Mindspillage (spill yours?) 15:43, 13 Jun 2005 (UTC)

Narita Records
Non notable record label. 60 google hits. Article reads mostly like an ad. See this related VFD on an article created by the same guy. CryptoDerk 05:07, May 28, 2005 (UTC)

 * Delete — Looks like an advertisement to me. The inexplicable, apparently irrelevant link to the "m3rck" website doesn't help; it's either carelessness or (more likely, considering the related VfDed articles) uninteresting self-promotion. Perhaps if all of these pages were condensed into one well-written, comprehensive article, the information might find a more welcome home here. HorsePunchKid 05:25, 2005 May 28 (UTC)
 * Delete - this is advertising. Tobycat 05:51, 28 May 2005 (UTC)
 * Delete I wonder what benefits these companies think they'll get by putting up these crappy adverts--Sophitus 10:08, May 28, 2005 (UTC)
 * Delete: Poorly done of malign intent. An ad. Geogre 11:19, 28 May 2005 (UTC)
 * Delete, advertising. Megan1967 04:07, 29 May 2005 (UTC)
 * This page is now preserved as an archive of the debate and, like some other VfD subpages, is no longer 'live'. Subsequent comments on the issue, the deletion, or the decision-making process should be placed on the relevant 'live' pages. Please do not edit this page.


text:
Freenet (disambiguation)

Freenet, now called Hyphanet , is a pioneering anonymous peer-to-peer distributed data store

Freenet may also refer to:

 * Freenet (Central Asia), certain national internet structures in Central Asia
 * Free-Net, a text-based community computer network which offers limited Internet services, at little or no cost, is also known as a "free-net"
 * Wireless community network, the term "freenet" is commonly used to refer to "free networks".
 * Freenet AG, a German telecommunication company
 * National Capital FreeNet, a community organization internet service provider in Ottawa
 * Freenet (ISP) New Zealand's first free internet service provider
 * Freenet (radio), a Personal Mobile Radio system in Germany

title: Freenet (disambiguation)


text:
William Henry Gates

William Henry Gates may refer to:

 * Bill Gates Sr. (1925–2020), American attorney and father of Bill Gates III
 * Bill Gates III (born 1955), American business magnate, co-founder of Microsoft Corporation

title: William Henry Gates


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Belz Enterprises

Belz Enterprises, Inc. is a major American-based developer of hotels, retail, and commercial properties, including shopping malls.

Belz owns and operates the Peabody Hotel in Memphis. Previously they operated two other Peabody Hotels, one in Little Rock, and another in Orlando, however both of these hotels were sold in 2013 becoming a Hyatt and Mariott respectively. In past years, much of its operations have been centered on the development of new factory outlet type malls, such as the Belz Factory Outlet World in Canovanas, Puerto Rico opened in 2001 which is now known as The Outlet 66 Mall, and the conversion of some its older traditional properties into such. In recent years they have developed more traditional shopping centers including strip malls and Peabody Place in downtown Memphis, commercial office, and warehouses space. The firm is based in Memphis. Ronald A. Belz serves as Chief Operating Officer.

History
The company was founded in North Memphis in 1940 by Philip Belz (1904-2000). The firm's earliest projects included small retail and residential spaces and soon expanded to industrial development, starting with a roofing materials factory on the former site of the North Memphis Driving Park (horse racing track).

title: Belz Enterprises


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Talk:English Language Word Count

I own the copyright to this page and the Wikipedia has explicit permission to use the material in whatever way it sees fit. .......comment made at 05:08, 2005 May 28 by Pjjp

title: Talk:English Language Word Count


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Neal Radford

Neal Victor Radford (born 7 June 1957) is an English former first-class cricketer, who appeared in three Tests and six ODIs for England.

Radford was born at Luanshya in Northern Rhodesia (now Zambia). He played domestically for Transvaal, Lancashire, Worcestershire, and Herefordshire.

The cricket writer, Colin Bateman, noted "Neal Radford took a circuitious route to Test cricket".

Life and career
Radford was born in Zambia and educated in South Africa, making his first-class debut for Transvaal B in the 1978/79 President's Cup. However, opportunities in South Africa were limited owing to that country's isolation from world cricket, and so Radford moved to England and signed for Lancashire in 1980 as an overseas player.

Radford was not a particular success at Lancashire, failing to take 50 first-class wickets in any of his five seasons with the club, and he was dismissed at the end of 1984. By this time, however, he had qualified for England by residence, and so was sought after by several other counties. He chose to join Worcestershire, and his decision was repaid handsomely: he took 101 wickets with his right-arm fast-medium bowling in 1985, more than anyone else, and was named one of the Wisden Cricketers of the Year the following year.

His fine form continued into the 1986 season, and he was rewarded with an international call-up for the third Test against India at Edgbaston. He also played in the following Test of the summer against New Zealand, but his aggregate bowling figures over the two matches of 3–219 were far from impressive, and he was dropped from the England team in favour of debutant Gladstone Small.

Concentrating entirely on domestic cricket in 1987, Radford had another fine year, again taking more than 100 first-class wickets and forcing his way back into contention for an England place, gaining selection for the winter tour of New Zealand. He was picked to play at Auckland, but again failed to make the breakthrough, finishing with match figures of 1–132. He was dropped again from the Test side, this time for good, although he did play four One Day Internationals against New Zealand (and one against Australia) on that tour.

After that, Radford's career with England consisted of just one more ODI, against West Indies in 1988. From that time onward he was never close to international selection again, but he played another eight seasons for Worcestershire. He had an excellent year in one-day cricket in 1991: he took 48 wickets, including 7–19 against Bedfordshire in the NatWest Trophy; as of the end of 2006, both statistics remain records for Worcestershire. He was awarded a benefit season in 1995, and when he retired from the first-class game at the end of that year, he had 994 wickets to his name at that level.

In 1993 Radford established the cricket supplies business Radford EZY Net.

In 1997 and 1998, Radford played Minor counties cricket for Herefordshire.

In March 2014, Neal Radford announced his intention to stand for the UK Independence Party in the local elections. He said: "I was getting increasingly frustrated as a dissatisfied voter and as such and wanted to do something about the situation – so I joined UKIP. I have been approached to stand in Fladbury for the local elections and it is something I intend to do." UKIP leader Nigel Farage said: "He was one of the hardest working and gutsy bowlers in first-class cricket and I know that he will apply that work ethic to his campaigning with us."

Radford's two brothers, Glen and Wayne, both played domestic first-class cricket in South Africa.

title: Neal Radford


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User talk:Moonflash

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 05:09, 28 May 2005 (UTC)
 * The five pillars of Wikipedia
 * How to edit a page
 * Help pages
 * Tutorial
 * How to write a great article
 * Manual of Style

Thanks for experimenting with Wikipedia. Your test worked, and has been reverted or removed. Please use the sandbox for any other tests you want to do. Take a look at the welcome page if you would like to learn more about contributing to our encyclopedia. Thanks.

title: User talk:Moonflash


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Wikipedia:Articles for deletion/Phillip Funtulis

__NOINDEX__  This page is an archive of the discussion about the proposed deletion of the article below. This page is no longer live. Further comments should be made on the article's talk page rather than here so that this page is preserved as an historic record. The result of the debate was delete. Mindspillage (spill yours?) 16:08, 13 Jun 2005 (UTC)

Phillip Funtulis
A musician. . . or anyway a math student whose own web page offers two tracks of his music. See also Image:Phil_funtulis.jpg. -- Hoary 05:11, 2005 May 28 (UTC)
 * Keep. Phillip is somewhat known among a group of people in the Warren, Ohio and Kent, Ohio areas. Given this and the fact that his music is somewhat unique, this article ought not be deleted.  .... added at 05:09, 2005 May 28 by 65.25.107.137
 * Delete. Non-notable, non-verifiable, bordering on nonsense at times. ESkog 05:12, 28 May 2005 (UTC)
 * Delete. He could be somebody someday, but.. uh.. not today. -- Hadal 05:19, 28 May 2005 (UTC)
 * Delete. College student vanity, probably a joke on Mr. Funtulis. Article does not assert notability. A и D я 01D  TALK  EMAIL  05:20, May 28, 2005 (UTC)
 * Keep Actually, I know of phil (not personally)and I can attest to the validity of this article. But completely ignoring my previous point, just because nobody here can personally justify it doesn't mean that it is not factual and doesn't have it's place within the wikipedia. I doubt anyone here knows everything on the wikipedia -- that alone does not justify the removal of the article. After all the whole point of an encyclopedia is to provide information to others. 65.24.57.160 05:34, 28 May 2005 (UTC)..... added at 05:26, 2005 May 28 by 65.24.57.160
 * Please sign your comments. This is easy; just hit the twiddle key four times: ~ . Thank you. -- Hoary 05:32, 2005 May 28 (UTC)
 * Delete. No signs of compliance with Wikimusic Project guidelines. Capitalistroadster 05:29, 28 May 2005 (UTC)
 * Wikimusic is a proposal for a new project. Could you produce said guidelines? ... posted at 05:31, 2005 May 28 by 65.24.57.160
 * WP:MUSIC, as cited by Zzyzx11 below. See also WP:V. -- Hoary 05:52, 2005 May 28 (UTC)
 * Keep Because Phil is indeed a great, great man. 152.163.101.5 05:37, 28 May 2005 (UTC)
 * Please don't write BS 65.24.57.160 05:38, 28 May 2005 (UTC)
 * Delete. No evidence that shows this person passes WP:MUSIC. Thus, it is another vanity article of a non-notable college student. Zzyzx11 (Talk) 05:42, 28 May 2005 (UTC)
 * Having read the WP:MUSIC guidelines, I find fault with them. However, I am aware that my concerns are better placed on the WP:MUSIC page itself, I will outline them here at this moment: These guidelines are too strong and only promote the dissemination of information about musicians in the mainstream. Not in an entirely direct response to phil's article, however, the wikipedia should be a source of obscure and less well known information. While the article about phil may seem unnoteable it is incomplete as phil has the noteworthy talent of being able to compose and perform long and complex canons on the fly as improv when cued by an audience member.65.24.57.160 05:54, 28 May 2005 (UTC)
 * You're very welcome to state your disagreements with WP:MUSIC on the "discussion" aka "talk" page accompanying that page. Note also WP:V. -- Hoary 06:04, 2005 May 28 (UTC)
 * I meant to imply that I would later post to the WP:MUSIC discussion page65.24.57.160 06:31, 28 May 2005 (UTC)
 * I agree with WP:V, however, I do believe that there is more to fact verification than the hasty voting of those here.65.24.57.160 06:31, 28 May 2005 (UTC)
 * Delete. Agree with others that this smacks of vanity and promotion.  Note that two anon votes to 'keep' come from similar IP addresses.  The webpage hosted at/by 65.25.107.137 may be of interest: , suggesting a personal agenda pushing for this content to be included. Tobycat 06:10, 28 May 2005 (UTC)
 * Performing a Trace Route on the IPs in question will reveal that one is assigned to a computer in Columbus, Ohio, while the other is assigned to a computer in Northeast Ohio. The similarities are merely the result of using the same ISP and these IPs are clearly not in the same local area; however, they are close enough to be influenced by the music of Phillip Funtulis. 65.25.107.137 06:21, 28 May 2005 (UTC)
 * I find it only fitting the maintainer of phil's homepage be the one to create his article. This is not suspicious at all but is instead akin to having an expert in neurology write the page on brain surgery.65.24.57.160 06:24, 28 May 2005 (UTC)
 * Delete and teach this guy how to spell his name ;) — Philip (one "L!") Welch 06:22, 28 May 2005 (UTC)
 * Knowing Mr. Funtulis, his first name is spelled with two Ls.
 * Comment made by 65.25.107.137
 * It was a joke. Note the customized signature on my vote. — Phil Welch 06:57, 28 May 2005 (UTC)
 * Keep This new version is much better. 131.123.35.14 08:16, 28 May 2005 (UTC)
 * This IP is referring to his/her own addition of a large volume of whimsical rubbish, which I have reverted. -- Hoary 08:42, 2005 May 28 (UTC)
 * Delete patent vanity--Sophitus 10:11, May 28, 2005 (UTC)
 * Delete. Complete vanity. Doesn't pass WP:MUSIC guidelines. And, for Pete's sake, remove that photo of WP... Sarg 13:48, 28 May 2005 (UTC)
 * Delete nn. Karol 16:56, May 28, 2005 (UTC)
 * Delete Vanity. Xcali 16:59, 28 May 2005 (UTC)
 * Delete, not notable, vanity. Megan1967 04:08, 29 May 2005 (UTC)
 * Keep Enjoyable performer. 68.254.217.75 15:43, 29 May 2005 (UTC)
 * User's only edit. --Calton | Talk 05:56, 2 Jun 2005 (UTC)
 * Delete Total vanity. "Phillip Funtulis" returns no results from Google, either. Bennie Noakes 15:50, 29 May 2005 (UTC)
 * Having results in Google is not a prerequisite for inclusion in Wikipedia. 70.246.72.80 03:02, 30 May 2005 (UTC)
 * Keep 70.246.72.80 03:02, 30 May 2005 (UTC)
 * Delete non notable and obvious vanity. JamesBurns 06:29, 30 May 2005 (UTC)
 * Keep Good Music. 69.76.141.232 14:26, 1 Jun 2005 (UTC)
 * User's only edit. --Calton | Talk 05:56, 2 Jun 2005 (UTC)
 * Delete, being a near-perfect example of non-notability. Frjwoolley 02:10, 2 Jun 2005 (UTC)
 * Oy, vanity squared. Delete. --Calton | Talk 05:56, 2 Jun 2005 (UTC)
 * Delete does not appear to meet music-importance and appears not notable. Vegaswikian 23:05, 2 Jun 2005 (UTC)
 * Delete. Non-notable. Kel-nage 23:09, 2 Jun 2005 (UTC)
 * This page is now preserved as an archive of the debate and, like some other VfD subpages, is no longer 'live'. Subsequent comments on the issue, the deletion, or the decision-making process should be placed on the relevant 'live' pages. Please do not edit this page.


text:
User talk:Weyes/Wikipedia:Administrator assistance against vandalism

This page is an attempt replacing the report-to-an-admin functionality of WP:VIP by something more streamlined (briefly discussed here).


text:
Ribosome display

Ribosome display is a technique used to perform in vitro protein evolution to create proteins that can bind to a desired ligand. The process results in translated proteins that are associated with their mRNA progenitor which is used, as a complex, to bind to an immobilized ligand in a selection step. The mRNA-protein hybrids that bind well are then reverse transcribed to cDNA and their sequence amplified via PCR. The result is a nucleotide sequence that can be used to create tightly binding proteins.

Ribosome display process
Ribosome display begins with a native library of DNA sequences coding for polypeptides. Each sequence is transcribed, and then translated in vitro into a polypeptide. However, the DNA library coding for a particular library of binding proteins is genetically fused to a spacer sequence lacking a stop codon before its end. The lack of a stop codon prevents release factors from binding and triggering the disassembly of the translational complex. So, this spacer sequence stays attached to the peptidyl tRNA and occupies the ribosomal tunnel, and thus allows the protein of interest to protrude out of the ribosome and fold. What results is a complex of mRNA, ribosome, and protein which can bind to surface-bound ligand. This complex is stabilized with the lowering of temperature and the addition of cations such as Mg2+.

During the subsequent binding, or panning, stages, the complex is introduced to a surface-bound ligand. This can be accomplished in several ways, for example using an affinity chromatography column with a resin bed containing ligand, a 96-well plate with immobilized surface-bound ligand, or magnetic beads that have been coated with ligand. The complexes that bind well are immobilized. Subsequent elution of the binders via high salt concentrations, chelating agents, or mobile ligands which complex with the binding motif of the protein allow dissociation of the mRNA. The mRNA can then be reverse transcribed back into cDNA, undergo mutagenesis, and iteratively fed into the process with greater selective pressure to isolate even better binders.

Advantages of ribosome display
By having the protein progenitor attached to the complex, the processes of ribosome display skips the microarray/peptide bead/multiple-well sequence separation that is common in assays involving nucleotide hybridization and provides a ready way to amplify the proteins that do bind without decrypting the sequence until necessary. At the same time, this method relies on generating large, concentrated pools of sequence diversity without gaps and keeping these sequences from degrading, hybridizing, and reacting with each other in ways that would create sequence-space gaps.

It has a successful track record in the engineering of antibody and protein therapeutic leads and is still widely used in these areas.

Competing methods for protein evolution in vitro are phage display, yeast display, bacterial display, and mRNA display. peptides (Mattheakis, Bhatt and Dow) As it is performed entirely in vitro, there are two main advantages over other selection technologies. First, the diversity of the library is not limited by the transformation efficiency of bacterial cells, but only by the number of ribosomes and different mRNA molecules present in the test tube. Second, random mutations can be introduced easily after each selection round, as no library must be transformed after any diversification step. This allows facile directed evolution of binding proteins over several generations.

A prerequisite for the selection of proteins from libraries is the coupling of genotype (RNA, DNA) and phenotype (protein). In ribosome display, this link is accomplished during in vitro translation by stabilizing the complex consisting of the ribosome, the mRNA and the nascent, correctly folded polypeptide. The ribosomal complexes are allowed to bind to surface-immobilized target. Whereas non-bound complexes are washed away, mRNA of the complexes displaying a binding polypeptide can be recovered, and thus, the genetic information of the binding polypeptides is available for analysis.

title: Ribosome display