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User:XaosBits/Sandbox

Statistical mechanics is a branch of physics that establishes the observable properties of matter from its atomic constituents. Statistical methods are used to characterize the mechanical properties of the large number of atomic constituents of matter. With the methods of statistical mechanics, the thermodynamic properties of gases can be derived, the heat capacity of solids, or whether, at a given temperature, iron will be magnetic or not.

Overview
The mechanical properties of atoms are responsible for the thermodynamic properties of matter: how fast atoms move is related to the temperature; how hard molecules of a gas collide with its container is related to the pressure the gas exerts. The pressure and the temperature emerge as the average effect of a large number of particles (1023) and their interactions.

In principle, it should be possible to compute the pressure or other thermodynamic quantities from the equations of motion describing the particles (by using Newton's or Schrödinger's equations). The equations of motion would need to be solved, starting points determined, and the effects of the trajectory of every particle combined to obtain the thermodynamic quantity. As the particles move, the pressure or other thermodynamic quantities should be expected to rise and fall, but if the effect of a large enough number of particles is averaged, these fluctuations should become very small. Statistical mechanics simplifies the calculation of the average by re-arranging its order: it assumes from the start that each different arrangement of position and speed of the particles will contribute differently to the final average and provides a method for computing the average without solving the equations of motion.

Computing a thermodynamic quantity using methods from statistical mechanics is simpler than a direct computation using the equations of motion. Nevertheless, it does not eliminate all difficulties. The mechanism for the explanation of transitions between states of matter remained a challenge to the discipline for many years, and as of the early 21st century, it is still a challenge to compute the properties of liquids from molecular interactions.

Thermodynamic quantities are quasi-static: at any point in time the system could remain in that thermodynamic state for as long as needed. These states correspond to configurations in the equilibrium state of the system. There are properties of matter, such as the conductivity of metals or the viscosity of a fluid, that are related to nonequilibrium states. Nonequilibrium statistical mechanics, still in a state of development, aims at computing those properties.

The methods of statistical mechanics provide the foundations for many different disciplines. Different techniques for solving the averaging problems formulated from statistical mechanics are used in condensed matter, astrophysics, biophysics, and physical chemistry among many disciplines.

Basics
In statistical mechanics, matter is seen as a mechanical system described by a Hamiltonian, with the mechanical system composed of many identical sub-systems. The mechanical system composed of a liter of gas isolated in a container would have a 10xx dimensional phase space and the identical sub-systems would be the gas molecules. When the pressure of the gas is measured, a number is being associated to the state of the mechanical system. As a point in phase space describes a mechanical system, there is a function that to each point in phase space determines its pressure.

Pressure is an example of an observable: a bounded functions that to each point of phase space associate a number. Pressure was understood as a type of force by Torricelli; a force capable of holding up a column of mercury Pressure was later understood as a force related to energy changes with volume in a gas. This is a thermodynamic (and macroscopic) characterizations of pressure. But Bernoulli gave a microscopic description of pressure as the average rate of momentum transfer to an area element of the contained. When the molecules of the gas collide with the container, they have their momentum direction changed, transferring momentum to the container wall, therefore exerting a force over the area of the wall. The two descriptions of pressure—the microscopic and the macroscopic—need not agree and have to be shown equivalent within the statistical mechanics formalism. Volume, kinetic energy per particle, and particle number are other examples of observables that have a microscopic description. With time, as the mechanical system evolves, observables are expected to fluctuate. The time averaged observable is a constant and a candidate for a thermodynamic quantity.

Except for the simplest of mechanical systems, computing the average of an observable is a daunting task. In statistical mechanics, the computation is simplified by replacing the time average by an average over the phase space, each point weighed by its probability of occurring. The probability is computed by dividing the phase space into small non-overlapping regions. Each of these regions determines a microstate of the mechanical system. The size of each cell is limited by imposing constraints on each degree of freedom of the mechanical system. If p and q are the momentum and coordinates of a degree of freedom, then within a cell their variations Δp and Δq should be limited by
 * $$ \Delta p \, \Delta q \geq h \,,$$

where h is the Planck constant. The cell c in phase space with n degrees of freedom will have a volume limited by
 * $$ \mathrm{vol}(c) \geq h^{n} \,.$$

In each small cell, observables and other mechanical properties change very little. This allows an energy εσ to be assigned to each cell cσ of phase space. The index σ is used to enumerate all the cells. Boltzmann assigned equal probabilities to every cell and used that assumption to compute thermodynamic properties. Extending Boltzmann's calculations, Gibbs observed that thermodynamic relations could be reproduced for thermodynamic systems by assigning a probability proportional to
 * $$ e^{-\beta \varepsilon_\sigma} $$

to each cell, a term now called the Boltzmann factor. The parameter β, Gibbs identified as being proportional to the inverse of the temperature T:
 * $$ \beta = \frac{1}{k_{B} T} $$

The proportionality constant kB was later named the Boltzmann constant by Planck.

Gibbs approach to statistical mechanics calculations, the canonical ensemble, poses a difficulty. For an isolated mechanical system, energy is conserved, but Gibbs' method assigns non-zero probability to any energy. Boltzmann method, the microcanonical ensemble, assigns equal probability to the cells that are accessible from the initial conditions, and therefore have the same energy. For both ensembles to describe the same physical reality the resulting average observable must be same. The equality can be proven in the limit of infinite size systems known as the thermodynamic limit.

The thermodynamic limit raises challenges to the formalism of statistical mechanics:
 * No longer is one mechanical system being considered, but a series of mechanical systems indexed by the size of the system.
 * Limits need to be verified to exist, as quantities may diverge with the thermodynamic limit.
 * Several properties of the mechanical system need to grow with the thermodynamic limit (volume, particle number, energy, etc.), while keeping densities constant.

A sequence of mechanical systems can be defined by choosing a method to specify the interactions among its sub-units. If qk is the vector of position coordinates of sub-unit k and pk the associated momenta, then  the Hamiltonian HN for a system with N sub-units can be chosen as
 * $$ H_N = \sum_{0 \leq i < N} \frac{p_k^2}{2} + U_N(q_0, q_1, \ldots, q_{N-1}) \,.$$

More general choices are possible, but complicate the notation. The potential U is a symmetric function, so that the value of U would be the same for any permutation of the position vectors qk. The common case is for the potential U to be the a function of only the distance between the position vectors:
 * $$ U_N = \sum_{0 \leq i < j < N} \phi(\|q_i - q_j\|) \,.$$

For the thermodynamic limit to exist the function φ needs to fall off fast enough at infinity (with $$ 1/r^{3+e} $$ in three dimensions) and also φ cannot become too negative at very short distances. Systems for which these conditions do not hold are of physical interest, but need to be analyzed very carefully. This happens, for example, for gases that condense on the surface of their container.

From the Boltzmann factors the free energy of a system can be computed. First the partition function ZN is computed
 * $$ Z_N = \sum_{\sigma} e^{- \beta \varepsilon_\sigma} $$

Planck called this sum Zustandsumme, hence the Z and Fowler renamed it partition function but kept the Z. The logarithm of the partion function is related to the free energy per particle f by
 * $$  -\beta f = \lim_{N \rightarrow \infty} \frac{1}{N} \log Z_N $$

Partition function, e to the beta H, thermo limit, gibbs states, entropy, relation to thermo.

Phase transitions

 * Several equilibrium states
 * Cluster expansion failure
 * Ising model and Baxter revolution
 * RG success

Classes of models
As statistical mechanics develops, large classes of problems are worked upon, such as:

 * Kinetic theory of gases
 * Percolation
 * Spin glasses
 * Exactly solved models

Quantum statistical mechanics

 * Gibbs' paradox
 * Bosons and fermions.
 * Bose condensate
 * Superfluids and superconductors

Nonequilibrium statistical mechanics

 * Linear response Kubo
 * Thermostated systems
 * Chaoticity hypothesis
 * SRB measures

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Derek Bedson

Derek Robert Campbell Bedson, (October 21, 1920 – May 14, 1989) was a Canadian civil servant.

Born in London, England, the grandson of Samuel Lawrence Bedson, he was raised in Manitoba. In 1941, he received a Bachelor of Arts in history from the University of Manitoba. He studied at Balliol College, Oxford, after serving in the Royal Canadian Army Service Corps during World War II. While at Oxford, he formed a lifelong friendship with George Grant.

In 1947, he joined the federal civil service. He worked two years with the Ministry of Mines and Resources before he became a Foreign Services Officer with External Affairs from 1949 to 1955. From 1953 to 1955, he was with the Canadian delegation at the United Nations.

In 1955, he became the private secretary of George Drew. In 1956, Drew was replaced by John Diefenbaker and he became his private secretary as well. In 1958, Duff Roblin appointed him Clerk of the Executive Council of Manitoba. He served until he was forced to resign in 1981.

In 1978, he was made an Officer of the Order of Canada.

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

title: Derek Bedson


text:
Wikipedia:Articles for deletion/Scrog (old)

 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. Sjakkalle (Check!)  14:38, 17 Jun 2005 (UTC)

Scrog
vfd tag added by Marc omorain, but never listed. Website advertisment, wikipedia is not a 'how-to' guide. --InShaneee 21:17, 5 Jun 2005 (UTC)
 * Delete - also a neologism. - DS1953 21:27, 5 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 .


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Humberside Airport

Humberside Airport is an international airport at Kirmington in the Borough of North Lincolnshire, England, 10 NM from three large settlements: Grimsby (east), Hull (north) and Scunthorpe (west), on the A18, the latter two places reached by longer roads, in the case of Hull via England's longest bridge that crosses the Humber Estuary. It was owned by Manchester Airports Group (the largest UK-owned airport group) from 1999 until 1 August 2012, when it was sold to the Eastern Group of companies. North Lincolnshire Council retains a minority of shares in the Airport.

History
The airport was previously a Royal Air Force base, RAF Kirmington, opened in 1941 during the Second World War, from which No. 166 Squadron RAF operated the Avro Lancaster. The site was abandoned after the war in 1945, and lay unused until 1974 when the local council re-opened the site as Kirmington Airport. When the local area was renamed Humberside following local government re-organisation in England, the name was changed to Humberside Airport. The main runway, designated 03/21 (since redesignated 02/20) was extended to its current length in 1992, allowing operation of much larger aircraft.

In 2008, MAG announced that it was conducting a review of its strategy for Humberside Airport, and all options including disposal were under consideration. Initially it announced plans to sell Humberside Airport after nine years of ownership. In December 2008, MAG announced it intended to retain Humberside Airport, due to a number of investments, such as the new £1.6 million perishables hub, coupled with a surge in passenger numbers and little interest from potential bidders.

MAG sold its 83.7% share of Humberside in 2012 for £2.3 million to Eastern Group to focus on the larger airports in its portfolio. It was later revealed that MAG had bought the airport for almost £8 million more in 1999. Bristow Helicopters sold Eastern Airways in 2019, but retained its majority share of Humberside Airport.

Operations
The airport faces competition for flights from East Midlands Airport (70 mi), and Leeds Bradford Airport (74 mi); all of which, at, have a much wider range of scheduled passenger flights. Passengers at the airport peaked in the early to mid-2000s when the facility was used by around 500,000 per year. This fell to around 200,000 passengers in 2016.

In October 2013 SAS Group began daily operations to Copenhagen, only to withdraw the service in April 2014 because of low passenger numbers. However, Sun Air launched twice-weekly flights to Aalborg and Billund in April 2016, in order to support the off-shore wind industry in the Humber and Jutland locations. These flights were also suspended in December 2016.

The airport is also used to service the offshore gas storage and drilling operations for BP and Centrica Storage with over 5,000 air transport helicopter movements in 2016, the fourth highest in the UK. On 3 January 2013 it was reported that Bond Offshore Helicopters had been awarded a contract with Perenco and would start operating flights to Perenco's platforms in the Southern North Sea. This now means that the airport has three of the biggest UK helicopter operators based at the airport.

From 1 April 2015 Bristow Helicopters commenced operations from a new UK Search and Rescue base at Humberside. In October 2016 Bristow Helicopters and Bond (now Babcock) moved their offshore operations to Norwich, leaving CHC and UNI-FLY as the remaining helicopter companies based at Humberside. CHC was scheduled to commence a new contract for Ørsted (formerly DONG Energy) in April 2018, supporting North Sea wind farm construction.

Humberside has one of the highest NEQ approval levels of any airport in Europe, and saw significant growth in cargo throughput from 144 tonnes in 2007 to 1,132 tonnes in 2011. This was due to regular flights by Icelandair Cargo, however these ceased to operate in 2012 and cargo had reduced to 123 tonnes in 2016.

Humberside International has a CAA Public Use Aerodrome Licence (Number P739) that allows flights for the public transport of passengers or for flying instruction. It has an amount of general aviation activity, with five resident flying clubs and organisations offering fixed wing and rotary training. In May 2011, Weston Aviation opened a fixed-base operation (FBO). This will be the first dedicated FBO at the airport, where the company has also opened a regional charter sales office, to promote and develop the use of business and private aviation in Yorkshire and the Humber.

Airlines and destinations
The following airlines operate regular scheduled flights to and from Humberside:

Ground transport

The 'Humber Flyer' by Stagecoach no longer serves Humberside Airport. Instead, Hornsby's Bus and Coach run a 2 hourly service to the town of Kirmington, while stopping within airport grounds each way (Monday-Friday).

Rail
The airport lies close to the South Humberside Main Line, which runs between Doncaster and the coast at Grimsby and Cleethorpes, running a few hundred metres to the north of the terminal. There is no stop on the line at this point and passengers must alight at the small, rural and unmanned Barnetby railway station some 2+1/2 mi to the west of the airport, or proceed to Grimsby or Hull and use the bus service. As of May 2022, a bus service operates from Scunthorpe calling at the surrounding villages (including Barnetby) and terminates at nearby Kirmington. The bus service runs on a two-hourly frequency and calls at Humberside Airport. However, the bus does not call at Barnetby railway station, so passengers must walk a short distance to the nearby bus stop on Kings Road.

Other facilities
The airline Eastern Airways has its head office in the Schiphol House on the airport property. Links Air was based at the airport, but moved to Doncaster Sheffield Airport in 2014.

BAE Systems opened an aircraft maintenance academy at the airport in the autumn of 2015. It is a partnership with the Resource Group and is known as the R J Mitchell Academy, after the designer of the Spitfire aircraft.

In 2010 a temporary hotel was erected for the use by the gas and oil rig workers. However, this operation is not designed or licensed to operate as accommodation for normal passengers. This is a temporary structure run by Nightel, a locally based niche business. There was a plan to build a permanent structure in the next five years once demand for the facility had been confirmed. A new 100 bedroom hotel, operating under the Hampton by Hilton brand, opened next to Nightel in July 2017.

Accidents and incidents
9 October 2013 – The passenger of Cessna 172 G-BCYR made a successful emergency landing at Humberside following the death of its pilot in flight. The passenger had no flying experience and was talked down by flying instructors. He had been on a local flight from Sandtoft Airfield, Lincolnshire when the pilot died. The incident formed the basis of a documentary broadcast in the United Kingdom by Channel 4 on 27 March 2014.

title: Humberside Airport


text: Talk:Sheffield (UK Parliament constituency)


text: User talk:81.1.123.195

title: User talk:81.1.123.195


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Gabriel Daniel

Gabriel Daniel (8 February 1649 – 23 June 1728) was a French Jesuit historian.

Biography
Born in Rouen, he was educated by the Jesuits, entered the order at the age of eighteen, and became superior at Paris.

Works
He is best known by his Histoire de France depuis l'établissement de la monarchie française (first complete edition, 1713), which was republished in 1720, 1721, 1725, 1742, and (the last edition, with notes by Henri Griffet) 1755–1760. Daniel published an abridgment in 1724 (English trans., 1726), and another abridgment was published by Dorival in 1751.

Though full of prejudices which affect his accuracy, Daniel had the advantage of consulting valuable original sources. His Histoire de la milice française, etc. (1721) is superior to his Histoire de France. Daniel also wrote a reply to Pascal's Provincial Letters, entitled Entretiens de Cléanthe et d'Eudoxe sur les lettres au provincial (1694); two treatises on Descartes's theory as to the intelligence of the lower animals, and other works.

title: Gabriel Daniel


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Wikipedia:Articles for deletion/Vegard Johnsen

 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 speedy deleted.

Vegard Johnsen
Subject of article does not seem to be notable, probably a vanity page. You 21:21, Jun 5, 2005 (UTC)
 * immediate speedy - abusive nonsense --Doc (?) 21:43, 5 Jun 2005 (UTC)
 * Speedy - no point in continuing the vfd. -- BD2412 talk 22:05, 2005 Jun 5 (UTC)
 * Quite right — I've deleted it. There's been a rash of VfDs on obvious speedy candidates recently; could editors check the Criteria for speedy deletion before opening more VfDs?  It would save a lot of time all round. Mel Etitis  ( Μελ Ετητης ) 22:19, 5 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.


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Ferrocarriles Argentinos

Ferrocarriles Argentinos (abbreviated as FA; lit. 'Argentine Railways') was a state-owned company that managed the entire Argentine railway system for nearly 45 years. It was formed in 1948 when all the private railway companies were nationalised during Juan Perón's first presidential term, and transformed into the Empresa de Ferrocarriles del Estado Argentino (EFEA; lit. 'Argentine State Railways Company').

FA managed both passenger and freight services, including long-distance and commuter rail trains in the metropolitan area of Buenos Aires.

The company was broken up under the government of Carlos Menem following the privatisation of the railways; however in 2015 the government of Cristina Kirchner revived the brand for use on state-owned railways.

Beginning
In April 1946 some British companies executives, such as Reginald Leeper (then ambassador in Argentina) and Wilfred Eady, representative of several railway companies in Argentina, started to make the arrangements for the sale of their companies to the Argentine state. A commission led by Eady arrived in Buenos Aires during the winter of 1946. The Argentine Government approved the creation of a joint company to operate British railways, reestablishing the tax exemptions that had been in force during Law n° 5,315, also named "Mitre Law".

On 17 December 1946, a contract was signed by Miguel Miranda, president of Instituto Argentino de Promoción del Intercambio and the ambassador Wladimir D'Ormesson for the sale of French companies in Argentina at a global price of A$ 182,796,173 (about US$45 million). That included Compañía General de Buenos Aires, Province of Santa Fe and Rosario and Pto. Belgrano Railways.

Two weeks after the agreement signed with French companies, the Government made an offer of £ 125 million to British companies although the railways were finally acquired at £150 million. The acquisition would be paid by Argentina with exports of meat and cereal to Great Britain, which would transfer the money to the former owners of the rail companies. On 1 March 1948, the Argentine government led by president Juan Perón took over the British railways. The acquisition of the foreign railways was shown by the government as an act of sovereignty that would contribute to development of Argentine industry.

After the nationalisation, the Argentine network continued expansion until 1954, when it reached a peak of 47000 km length, the most in its history. The Argentine network was also the biggest in Latin America.

Divisions
After the nationalisation all the Argentine network was grouped into six railway divisions named after distinguished Argentine presidents and national heroes (such as José de San Martín, Manuel Belgrano, Domingo Sarmiento, Justo José de Urquiza, Bartolomé Mitre and Julio A. Roca) according to their track gauge and locality. Apart from former British and French companies, Argentine ones also became part of "Ferrocarriles Argentinos", the state-owned company specifically created after the nationalisation to manage the entire railway network.

The list of divisions that Ferrocarriles Argentinos was divided into was as follows:

Reorganisation
After the nationalisation, the Midland and Compañía General rail lines became part of Belgrano Railway while the Province of Buenos Aires Railway was transferred to the state in December 1951, operating as an independent unit until 1953 when it was finally added to Belgrano network.

On 1 January 1954, a new state-owned company, "Ferrocarril Nacional Provincia de Buenos Aires" was established, inheriting the infrastructure and rolling stock from former French companies. The railway network formerly operated by Midland became "M" line, while the Compañía General line became "G" line.

On 14 May 1949, the Argentine state acquired the Buenos Aires Central Railway, owned by the Lacroze Brothers, adding it to the standard gauge General Urquiza Railway network. In 1957 the new General Urquiza railway terminus in Buenos Aires was inaugurated, naming it "Federico Lacroze". The narrow gauge "Ferrocarril Depietri" railway (that connected cities of San Pedro and Arrecifes) would be later added in November 1949.

Nevertheless, trains would be never run again on the line because the Provincial Railway did not show interest in the 68-km length line. The recently created Belgrano Railway did not take over the line. Therefore, the Argentine state returned the line to "Ferrocarriles y Elevadores Depietri" company. Depietri decided to bid the railway infrastructure as scrap. The state finally compensated Depietri for the deterioration of the line and the stolen material in 1975.

In Patagonia region there were only a bunch of rail lines built and managed by the state but not connect between. They were FC Viedma-Nahuel Huapi, Comodoro Rivadavia Railway, Puerto Deseado Railway, all of them of broad gauge. Other railways were of narrow gauge, such as La Trochita, Gral. Vintter to Gral. Conesa (108 km) and Central Chubut Railway that connected Puerto Madryn with Playa Unión and Alto Las Plumas.

Those lines were managed by state-owned Ferrocarriles Patagónicos with the exception of Viedma-Bariloche and Jacobbacci-Esquel that had become part of General Roca Railway after nationalisation. The rest of the network would be added in 1956.

Likewise, other branches were closed, such as the 1,9-km length to Basilica of Our Lady of Luján, where thousand of pilgrims arrived each 8th December. to celebrate Solemnity of the Virgin Mary. Services were cancelled in 1955 and the station demolished, while its tracks were lifted a year later. The Municipality of Luján built a park (named "Basílica") on the same land where the station stood.

National manufacturers impulse
At the moment of being nationalised, most part of Argentine railways' locomotives still were steam-powered and long-distance trips were in wooden coaches. It was not until the 1950s when the Government acquired brand new diesel locomotives produced in the United States and Belgium, more specifically Cockerill-Ougree, Baldwin-Lima-Hamilton. Also, Budd Company coaches that were previously used on the canceled C&O Chessie would be used in El Marplatense, an express service from Constitución to Mar del Plata with multiple luxury services.

Despite the success of El Marplatense, FA did not acquire new material from Budd Co., Dutch company Werkspoor being the new locomotives, coaches and railcars suppliers. The Werskpoor rolling stock was used for services to Mendoza, Córdoba and Tucumán. Other companies like Ganz and Drewry being the new diesel railcars suppliers

During those years the first diesel locomotive manufactured in Argentina and produced at Liniers workshops by national company Fábrica Argentina de Locomotoras ("FAdeL") was launched in October 1951 by President Perón and its designer and builder, engineer Pedro Sacaggio. That locomotive (officially, "CM1", and named Justicialista) started to run in the summer of 1952-53 serving in El Marplatense and completing the 400-km length in only 4 hours. The CM1 was also used for services to Bariloche and Mendoza at an average speed of 90 km/h.

The second model by FADEL was the CM2 La Argentina, powered with diesel engines by Italian manufacturers FIAT Ferroviaria and Cantieri Riuniti Dell Adriático. Nevertheless, the project to produce 600 locomotives was aborted by the Revolución Libertadora that took the Government in 1955. FADEL was subsequently closed and the plan of construction dismissed.

After the closure of FADEL, Ferrocarriles Argentinos committed a company the manufacturing of 280 locomotives that would be powered with the 280 engines that had been acquired to FIAT, originally intended to be used in the FADEL machines to built. The new manufacturer was a local Italian-Argentine consortium named "Gruppo Aziende Italiane e Argentine" (mostly known for its acronym "GAIA"). The first 80 units and their engines were totally manufactured in Italy and the remaining 200 were built in Argentina between 1964 and 1970, using mostly national components. Despite the efforts to make a reliable locomotive for the Argentine railways, the GAIA machines did not satisfy the expectations and many units would be removed from circulations, remaining only a few locomotives serving at FA.

In 1958 Sociedad Material Ferroviario ("Materfer") was established by Fiat Ferroviaria, through Fiat Concord, a consortium formed by many FIAT subsidiaries operating in Argentina. The company built a factory to manufacture rolling stock in the country to provide goods for FA.

That same year the Ministry of Transport of Argentina signed an agreement with Fiat Ferroviaria to acquire 210 brand-new railcars. Those machines were formed by 2 units powered by a FIAT diesel engine at 660 HP. The railcars could reach speeds of 115 km/h. Their low weight made them suitable to run on any railway line. The vehicles also had two driver cabins, one on each end of the car, which reduced the time of manoeuvres at termini stations, particularly in urban services.

Railcars were built in the FIAT factories of Turin, Decauville and Córdoba. Although the first railcars were manufactured in Italy and France, most of them were made in Argentina, in a factory specially designed for that assignment located in Ferreyra, Córdoba and named "Materfer". In 1962, the 7131, a railcar manufactured by FIAT Concord, made its debut in the Villa Ballester-Zárate and Victoria-Capilla del Señor sections of General Mitre Railway, then managed by Ferrocarriles Argentinos. Those light cars replaced Ganz Works railcars that had been run on those lines since 1938.

Materfer also produced coaches that looked like Werkspoor's that were used for long-distance services to Bariloche (Los Arrayanes), Tucumán (Independencia), Posadas (Cataratas), Mendoza (El Libertador) with international connections with Chile and the Expreso del Sur.

Imported rolling stock
In 1951 the company acquired a total of 46 coaches from US manufacturer Budd Company. The rolling stock, originally built for standard gauge railways, had to be adapted to indian gauge used in Roca Railway. After a probationary period, trains began to run express services to Mar del Plata with a journey time of about 5 hours. Unlike old wooden coaches used until then, the American wagons were made of steel and came with comforts such as air conditioning and double glazing to insulate the passengers from noise, arm chairs, bars and restaurant carriage.

In 1955, 30 Werkspoor locomotives made in The Netherlands were acquired for the Belgrano Norte line. As a result, FA sent the old Ganz Works vehicles to Córdoba to serve regional railways. Four years later, a fleet of 21 English Electric locomotives arrived to replace Whitcomb and Werkspoor machines. In 1964, 27 coaches built by Aerfer, a subsidiary of FIAT Ferroviaria, were added to the line. Four years later, the fleet size was increased with the addition of 20 coaches built by local company Materfer, which replaced the old ones made in Tafí Viejo. Therefore, the English Electric locomotives worked with the Aerfer and Werkspoor coaches from then on.

In 1962, the 7131, a railcar manufactured by FIAT Concord, made its debut in the Villa Ballester-Zárate and Victoria-Capilla del Señor sections of Mitre Railway. Those light cars replaced Ganz Works railcars that had been run on those lines since 1938.

Modernisation included the purchase of brand-new diesel locomotives by American company Whitcomb in 1951 (with the addition of 15 new ones by Werkspoor in 1955) for the Belgrano Sur line. In the late 1960s and early 1970s railcars by Hungarian company Ganz Works were sent to the Belgrano Sur. They had been acquired by the Argentine State Railway decades earlier and had been running in Northern Argentine railways since 1936. Some of them were used for local services to Libertad and the rest for the long-distance service to Carhué, departing from Buenos Aires station.

At the beginning of the 1960s, FA acquired brand new Hitachi electric multiple units, equipped with air conditioning for the metropolitan section of Mitre Railway.

Railway rationalisation: The Larkin Plan
By 1955 the reduction of the network was implemented through the so-called "Larkin Plan" (named because of American General Thomas B. Larkin who proposed for efficiency to reduce the Argentine redundant network to 29,000 km) several lines and branches were closed continuing during the presidency of Arturo Frondizi. As a result, by 1959 the operative railway network had decreased to 44,000 km. i.e. 4,000 km of tracks and at least 6 workshops were closed and 6,000 workers laid off. Tracks were lifted and lands and infrastructure sold. Some of the lines closed were the Belgrano Norte's Don Torcuato-Campo de Mayo branch and the B. Mitre-Delta (that would remain closed until 1995 when it was completely remodeled and re-opened as "Tren de la Costa").

Although the Larkin Plan was not completely implemented due to a strike that lasted 42 days in 1961, a high number of lines and branches were closed such as the lines between Etcheverry and Mira Pampa and Carlos Beguerie to Azul and Olavarría, together with their respective branch lines, all of them part of Province of Buenos Aires Railway. About 200,000 workers gave their support to the strike on 30 October, with several acts of rioting along the country. Frondizi's government forced workers back into work by threats of arrest and imprisonment by military courts.

De Marchi era: 1968–71
After the coup d'état that overthrew president Arturo Illia, General Juan Carlos De Marchi was named president of Ferrocarriles Argentinos. Marchi carried out a plan of modernisation and investments for the railway network that included to invest US$850 million within five years. During Marchi's administration the rolling stock was renewed, acquiring EMD GT22 and G22 diesel locomotives from the US and units by Materfer manufactured in Córdoba. The EMD locomotives have been running on several railway lines of Argentina until today, such as Belgrano Norte and Belgrano Sur metropolitan services, Roca and Mitre railways long-distance services among others. In 1968 De Marchi was elected secretary of the Latin America Railway Association. In the early 1970s, FA acquired 128 electric units to Japanese consortium Marubeni to be used in Urquiza Railway metropolitan services. The units ran for the first time in 1974, replacing old American-made trams that had been used until then.

Nevertheless, some railways were closed during those years, such as Ferrocarril Económico Correntino in 1969.

Decline
By 1976, 3,000 km had been suppressed from the Argentine network, with a total extension of 41,400 km. That same year the military dictatorship led by Jorge Videla overthrew president Isabel Perón beginning the National Reorganization Process. During those years, another 6,300 km would be closed, apart from eliminating half of the passenger services and firing 40% of railway workers (the number of employees dropped from 156,000 to 96,000). The railway network went from 41,400 km to 31,110 in 1980, which resulted in the closure of a thousand stations out of a total of 2,400.

Some of the railway lines closed and dismantled during that period were Comodoro Rivadavia, Puerto Deseado and lines from Carlos Beguerie to Mira Pampa (1974) and La Plata to Avellaneda (1977) of Province of Buenos Aires railways.

After the rationalisation, the total extension of each railway division was as follows:

Raúl Alfonsín's democratic administration sought to keep the services active, but the critical economic situation inherited from the National Reorganization Process's policies drove FA into recession. One of the achievements during Alfonsín's government was the electrification of Roca suburban branches from Constitución to Ezeiza and Glew. In addition, the entire fleet of trains was renewed, acquiring EMU by Japanese companies Nippon Sharyo, Kinki Sharyo, Tokyu Car, Kawasaki and Hitachi. The electrified rail system was opened to public in November, 1985. After electrification, the number of passengers carried increased considerably.

Background
Following a prolonged period of hyperinflation in the 1980s, accompanied by a steep increase in fiscal deficit and a sharp fall in reserves, the Argentine government, under the presidency of Carlos Menem from 1989, initiated a series of neoliberal reforms which included the privatisation of public utility companies (telephones, gas, electricity and water) together with the entire railway network.

The plan was to break up the network into segments and to grant concessions to private companies for their operation through competitive bidding. Freight and passenger services were separated and, since most of the intercity passenger services were not commercially attractive to the private sector, the government offered these to the provinces. The remaining passenger services in the city of Buenos Aires, including the five lines of the Metro, were potentially more viable and were treated separately.

Metropolitan services
By Decree 520/91, a new state-owned company, Ferrocarriles Metropolitanos S.A. (FEMESA) was created in 1991 to operate metropolitan services in the city and suburbs of Buenos Aires Province until the privatisation process was carried out, effectively breaking them from the national network. From then on, Ferrocarriles Argentinos only operated freight and long-distance passenger services until their concession to private companies.

Projects not only included Buenos Aires but cities of Córdoba, Rosario and Mendoza with the idea of establishing urban services that included rapid transit transport. In the case of Córdoba, the plan foresaw to unify the two stations in the city and to connect Ferreyra and Argüello districts. The project for Mendoza foresaw to build a new terminal near the El Plumerillo Airport. Nevertheless, the plans were never carried out.

Freight trains
Privatisation began with the granting of long-term concessions (30 years with an optional 10-year extension) to six companies for the operation of freight services. These companies were responsible for all operations and maintenance and for the implementation of the investment programme detailed in their bid. The fixed assets remained the property of the state and the operators had to pay for their use and to rent rolling stock. Freight tariffs were deregulated but were subject to state approval. The concessionaires were expected to hire as many FA employees as were required and redundancies were financed by the government with the help of the World Bank.

Initially no bids were received for the Belgrano railway, and in October 1993 the government created a new state-owned corporation to continue its operation and to undertake improvements likely to make it a more attractive commercial proposition for a private buyer. Privatisation followed six years later when Belgrano Cargas took over the line.

Long-distance services closure

Following the failure of previous rationalisation efforts to curb Ferrocarriles Argentinos' financial deficit, on 10 July 1992 president Menem signed Decree 1168/92, introducing an emergency diagram for long distance services across the country as an intermediate step to facilitate the privatisation process, beginning on 1 August and effectively setting 31 December 1992 as the expiration date for all passenger operations. Luxury services were eliminated, frequencies were sharply reduced and most comforts done away with, causing a further drop in quality.

In December, Menem granted a final extension until 10 March 1993, when all long-distance passenger services were definitely cancelled, stripping most of the provinces of their rail links with Buenos Aires. Such was the case of Mendoza, Salta, Jujuy, Entre Ríos, Corrientes, Misiones, Mendoza, San Juan, San Luis, Catamarca and La Rioja.

The closure left many villages isolated from the main cities of Argentina, causing younger inhabitants to depart from their hometowns in search of better opportunities. This happened in cities such as La Banda, Laguna Paiva, San Cristóbal, Navarro, Las Marianas among many others. While in 1960 trains had carried 539 million of passengers, thirty years after the number decreased to 264 million. Between 1991 and 1992 urban and intercity services were cancelled due to lack of locomotives to run. In San Martín and Roca lines trains had only two coaches in poor conditions. In addition, railway unions made sudden strikes that left passengers abandoned midway. During the last year of state administration there were 239,000 services cancelled or delayed.

Before the closure, the National government had offered the provinces the possibility of reactivating intercity railway lines at their own expense. Few provinces expressed interest and even fewer did reach an agreement with the central government to resume services, among which were Buenos Aires (establishing its own company, Ferrobaires), Tucumán (with Tucumán Ferrocarriles running trains since 1997), Río Negro (Servicios Ferroviarios Patagónico, still operating), Córdoba, La Pampa (also with services by Ferrobaires) and Chubut. Likewise, the government also transferred jurisdiction over some branches to the provinces, such as Viedma-Bariloche and Ingeniero Jacobbaci-Esquel to Río Negro and Chubut (as the railway crossed both provinces); Córdoba-Cruz del Eje to Córdoba Province. Salta received the Tren a las Nubes and Mendoza took over Transandine Railway. In all the cases, the procedures were ruled by Law n° 2.873.

Winding-up
On 7 July 1995 the company was declared into a state of liquidation by decree n° 1039/95, ceasing operations that same day.

After FA disappeared, the railway infrastructure of Argentina was taken over by a new agency, "Ente Nacional de Administración de Bienes Ferroviarios" (in English: National Board of Railway Properties Management - ENABIEF), then renamed "Organismo Nacional de Administración de Bienes del Estado" (National Agency of State Properties Management - ONABE) until 2008 when the "Administración de Infraestructuras Ferroviarias S.E." (Railway Infrastructure Management - ADIFSE) replaced ONABE as administrator. ADIFSE's headquarters set up in the former FA building in Avenida del Libertador and Av. Ramos Mejía in Retiro, Buenos Aires.

Revival
In 2008, the national government created Operadora Ferroviaria Sociedad del Estado (SOFSE) in order to manage some of its newly acquired railway assets. The state-owned company quickly began to grow, incorporating newly re-nationalised lines, purchasing new rolling stock and replacing long track segments. In 2015, with the state increasingly widening the scope of its railway reformation, it began re-using the old Ferrocarriles Argentinos marque and soon after presented a proposal to the Argentine National Congress whereby the brand would be revived, incorporating SOFSE and potentially other companies which have yet to be re-nationalised. This proposal was passed by overwhelming majority in April 2015 and made law by the Argentine Senate, effectively re-nationalising the country's railways, a move which saw support from all major political parties across the political spectrum.

title: Ferrocarriles Argentinos


text:
Priory School, Lewes

Priory School is a British co-educational secondary school for 11- to 16-year-olds located on Mountfield Road in the East Sussex town of Lewes.

History
Priory School was originally formed in 1969 when the Lewes County Grammar School for Girls, the Lewes County Grammar School for Boys and the Lewes Secondary Modern School were amalgamated to form a comprehensive school called Priory School, its name referring to the nearby Lewes Priory. At this point, although the school was comprehensive for children who lived within the town of Lewes, it was also open to children from the surrounding towns and villages who had passed the 11 plus. During this period there was also academic streaming: the names of the streamed groups were based on the letters of the word MOUNTFIELD.

In its early years (from 1969 until around 1980) the school was in three separate locations: the former Girls' Grammar School buildings in Potter's Lane housed the Lower School (ages 12–13), while on Mountfield Road the Secondary Modern buildings housed the Middle School (ages 14–15), with the Upper School (ages 16–18) in the former Boys' Grammar. Later, in the early 1990s, Potter's Lane site was turned into a primary school now housing Southover and Western Road Schools; Priory School itself was split into Priory School (11–16) on the former Secondary Modern site and the Sixth Form (16-18), housed on the former Boys' Grammar School site, merged with Lewes Technical College, which had a site opposite in Mountfield Road, to become Lewes Tertiary College and now East Sussex College.

In 2017 the uniform was changed to prohibit new joiners from wearing skirts, and was said by the headteacher to be "gender-neutral". Multiple news outlets and alumni, including Piers Morgan criticised the move, stating that the restrictions were more of a contradiction than a progression in uniforms. This decision led to a protest by students in 2019 on the basis of environmental issues, after it was announced that the change would affect every student, as opposed to just the new joiners.

Site
Priory School then became centred on the site of the former Secondary Modern School and new buildings have since been added. The adjacent buildings formerly used by the County Grammar School for Boys and by the Sixth Form have become part of the Lewes Campus of East Sussex College (Further Education). The Chapel, of the former Boys' Grammar School, was retained by the Priory School. This chapel was built after the Second World War to commemorate the boys from the school who fought in the war. Next to it is the Music Block, which was rebuilt in 2008 in place of the old temporary one. The new block features improved disabled access, but thin walls and a void beneath the floor make it a rather difficult environment for music lessons.

In 1993, the new revised version of Priory School opened boasting a new wing – the "South Block" – and a heavily refurbished main building. The latter was the home of Lewes Secondary Modern School until 1969, sporting a distinctive copper plated clock tower. The main building included new science labs, a library and design technology rooms, built in anticipation of design technology being in the National Curriculum. The South Block hosts, on the ground floor, the Art, Maths, Modern Foreign Languages and English classrooms and on the first floor the Humanities classrooms. The Performing Arts Block was built recently next to the Main Hall.

The nearby Leisure Centre is used for indoor sports and the nearby Convent Fields, the Cricket Nets and the Tennis Courts, for outdoor ones. Between the South Block and the Main Building is a playground called the Quad. The tarmac playground continues until the chapel but there are large muddy and grassy areas surrounding it.

Arts
Priory has been awarded Arts and Language College statuses, specialising in these areas with increased funding. The three modern foreign languages taught are Spanish, French and German. There is also a Chinese club.

A number of pupils have gone on to make careers in the arts. Eric Goulden and Pete Thomas made their names in the music business. Annabel Abbs and Lucy Atkins have had a number of books published.

Chapel
In 1960 a chapel, designed by Sir Edward Maufe, was built to honour the boys from the Lewes County Grammar School for Boys who died in the Second World War. Their names are shown on the walls of the vestibule, with the Latin motto "Dare Nec Computare" above the door, translating as "To give and not to count the cost".

Notable former pupils

 * Annabel Abbs, writer
 * Lucy Atkins, writer
 * John Authers, financial journalist
 * Ralph Brown, actor
 * Eric Goulden, musician
 * Alex Hughes, Church of England priest and Archdeacon of Cambridge
 * Tim Loughton, Conservative Member of Parliament for East Worthing and Shoreham
 * Piers Morgan, journalist (named Piers Pughe-Morgan whilst at Priory)
 * Lloyd Russell-Moyle, Labour Member of Parliament for Brighton Kemptown
 * David Rutley, Conservative Member of Parliament for Macclesfield
 * Ronald Smith, musician
 * Emma Tucker, national newspaper editor
 * Graeme K Talboys, writer
 * Pete Thomas, musician

title: Priory School, Lewes


text:
Wikipedia:Articles for deletion/Zoe Arthur

 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 speedy delete. — Trilobite (Talk) 15:32, 15 Jun 2005 (UTC)

Zoe Arthur
Does not seem to be notable. Possible vanity page. You 21:23, Jun 5, 2005 (UTC)
 * Immediate Speedy - utter nonsense - total contents are "Loony Triathalete" --Doc (?) 21:39, 5 Jun 2005 (UTC)
 * Speedy - no point in continuing the vfd. -- BD2412 talk 22:04, 2005 Jun 5 (UTC)
 * Quite right — I've deleted it. There's been a rash of VfDs on obvious speedy candidates recently; could editors check the Criteria for speedy deletion before opening more VfDs?  It would save a lot of time all round. Mel Etitis  ( Μελ Ετητης ) 22:19, 5 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:
Department of Education and Early Childhood Development (New Brunswick)

The Department of Education and Early Childhood Development is an executive agency of the Government of New Brunswick, Canada. It is responsible for the administration of the New Brunswick public education system. Its primary and secondary schools are divided into seven districts in separate units; four anglophone districts and three francophone districts.

On May 14, 1998 it also took over responsibility for universities and community colleges however community colleges were later moved to the Department of Training and Employment Development on March 23, 2000. On February 14, 2006 it was returned to its pre-1998 configuration with responsibility for just primary and secondary schools when universities were moved to the new Department of Post-secondary Education and Training.

In October 2010, it took responsibility for early childhood education from the Department of Social Development and its name changed from the Department of Education to the Department of Education and Early Childhood Development.


text:
New York Bight

The  New York/New Jersey Bight is the geological identification applied to a roughly triangular indentation, regarded as a bight, along the Atlantic coast of the United States that extends northeasterly from Cape May Inlet in New Jersey to Montauk Point on the eastern tip of Long Island. As the result of direct contact with the Gulf Stream along the coast of North America, the coastal climate of the bight area is temperate.

Geography
The bight is formed by the roughly right-angled intersection of the generally north-south Atlantic coast of New Jersey and the approximately east–west southern coast of Long Island at the mouth of the Hudson River. The New York Bight Apex is the area including and between the Hudson River estuary and the Raritan River estuary extending 6–7 km from the coast, and it includes both the Raritan Bay and the Lower Bay.

Weather
The geography of the bight has long been of major concern to meteorologists in the study of tropical storm patterns along the eastern coast of North America. These geographical characteristics of the area are among the primary reasons that, despite its northerly latitude, the New York Metropolitan Area is considered a high danger zone for storm-generated ocean-water surges. Specifically, in the presence of a hurricane off the coast of New Jersey, the easterly cyclonic winds along the northern edge of the storm could drive a strong surge to the west, laterally along the southern coast of Long Island and straight into Lower New York Bay. The angular bend of the New Jersey coast would leave little outlet for the surge, leading to widespread flooding throughout New York City, especially along the southern coast of Staten Island and Manhattan.

Examples of the effects of this phenomenon are the 1893 New York hurricane, in which storm surges of up to 30 ft were reported, and Hurricane Sandy in 2012.

Geology
The sea floor of the New York Bight consists largely of continental shelf. It includes the offshore Hudson Canyon, an undersea Pleistocene submarine canyon that was formed by the Hudson River during the ice ages, when the sea levels were lower.

The bight includes major shipping channels that access New York Harbor.

Wind power
The Bureau of Ocean Energy Management (BOEM) is a federal agency responsible for determining offshore areas where wind farms may be built on the Outer Continental Shelf.

In March 2021, reports appeared that the Biden administration is considering giving priority designation for offshore wind projects to the New York Bight.

BOEM sells leases to qualified bidders. The waters in New Jersey and New York have been leased to private concerns for the development of US offshore wind farms. The first lease auctions were held in February 2022 for 5.6 gigawatts of power capacity and annual energy production of 19.6 TWh, for a total of $4.37 billion, with one area going for over one billion dollars.

title: New York Bight


text:
Tru Blu Entertainment

'''Tru Blu Entertainment Pty. Ltd.''' is an Australian publisher that is a subsidiary of Home Entertainment Suppliers, who distribute their titles. It was founded in 1999. Their debut title was 2003's Sidhe Interactive-developed Rugby League which released for Microsoft Windows, PlayStation 2 and Xbox. Tru Blu Entertainment specialises in sports titles, having released a number of rugby league, Australian rules football, cricket and horse racing titles.

title: Tru Blu Entertainment


text:
Talk:Shahu I

Untitled
The details are in this article are unsourced, and appear to conflict with other information available on Wikipedia. See also Maratha empire, Bahadur Shah I. Physchim62 21:26, 5 Jun 2005 (UTC)

This seems to be totally false (Rex 23:16, 28 July 2005 (UTC))

i also agree to REX WiseSabre 12:22, 21 August 2005 (UTC)

 * I have cleaned up the article User:mkamat 16:12, 13 September 2005 (UTC)

External links modified
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 * Added archive https://web.archive.org/web/20071205235146/http://www.maharashtra.gov.in:80/english/gazetteer/Solapur/places_Akkalkot.html to http://www.maharashtra.gov.in/english/gazetteer/Solapur/places_Akkalkot.html

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What should be the title of Shahu ?
In this article and other pages, Shahu is called Emperor.Is that the correct term ? In 1719-20, Balaji Vishwanath negotiated a treaty with a weak Mughal emperor that conferred on Shahu the right to collect Chauth, right to Sardeshmukhi and also acknowledged the borders of Maratha swarajya .The Sardeshmukhi rights required Shahu to pay one million rupees and also make available troops for the Mughals.All his life Shahu regarded himself the vassal of Moghuls Given the above should he be called an emperor ? Please comment. ThanksJonathansammy (talk) 16:13, 7 August 2017 (UTC)

Contemporary source, Nizam-ul-mulk testifies in direct letter addressed to Chhatrapati Shahu that Shahu has not paid any amount of peshkash to Mughals, nor maintained the soldiers pledged to Mughals as agreed in 1719 treaty. Nizam's letters regarding Marathas A closer look into primary sources, rather than questionable secondary sources as has been your usual refuge, would do you good. DeccanFlood (talk) 13:22, 30 December 2022 (UTC)

No mention of KahndeRao Gujar (Son of Pratap Rao Gujar) who sacrificed his religion and became Muslim in place of Shahu Ji when the Moghul’s captured Shahu ji and family. The Moghuls were so amazed at the sacrifice that they released Shahu Ji.

http://marathachronicles.blogspot.com/2010/11/chatrapati-shahu-maharaj.html?m=1 The Real Rana (talk) 03:03, 8 June 2018 (UTC)

Requesting reversal of distortive edits by User SKAG123
User SKAG123 has disrupted the page with very poor edits full of formatting errors, excessive focus on Peshwas and distorted arrangement of chronology. Requestion reversion to older versions, keeping in JadedHippo, an experienced editor's corrections.DeccanFlood (talk) 08:51, 9 March 2023 (UTC)

 * I has made various changes to this article
 * I removed Chhatrapati as per WP:HONORIFIC and WP:COMMONNAME
 * The section Relations with the Peshwas is too long. A large portion of the section focuses on the Peshwas. I noticed many paragraphs in the section were unrelated to the Peshwas, so I suggest breaking up that section.
 * I agree with the portrait in the infobox, however, the portrait should be cropped so that the monarch is at the center of the image with minimal background distractions.
 * These edits can be made once copy editing is complete. SKAG123 (talk) 22:19, 9 March 2023 (UTC)
 * Thanks, @SKAG123 for requesting we wait for copy editing to finish before making these changes. It'd be great if you could help address these issues as well as those mentioned in my post above below once I finish copy editing. Thank you! Jadedhippo (talk) 02:24, 10 March 2023 (UTC)
 * Thanks, @DeccanFlood. I took a first pass at copy editing the article, and will run through it at least one more time to tidy it up. I am not very familiar with the subject and its history, but I did feel some parts were superfluous or unrelated and can be removed. I'd appreciate any help you can provide in making this article more relevant to the subject. I was hesitant to remove much content to avoid addressing issues outside the purview of copy editing (currently participating in the GOCE March Drive), but would be glad to help out after copy editing is complete. Jadedhippo (talk) 02:19, 10 March 2023 (UTC)

@SKAG123 Peshwas dont need a section of their own their liege Shahu's page in the first place. They were just one section of the larger government, and came into prominence after his death, which is covered in the last section. There should be no "Later Peshwas" or "Relations with Peshwas" or any specific Peshwa centric section on the page because it would be over-extensive. Also, it majorly focuses on 1 Peshwa not "Peshwas", and there are no "relations". Removal of Chhatrapati is not qualified under WP:HONORIFIC since the official designation serves the purpose of distinguishing the dynasty name from regular branches (nagpur, tanjore, kolhapur, and others). These changes are not necessary interference for copy editing to be complete.07:47, 10 March 2023 (UTC)DeccanFlood (talk)
 * @DeccanFlood "Bhonsale Chatrapatti" violates WP:COMMONNAME because it is not the commonly used English name to refer to dynasty. Bhonsala itself refers to the main branch. The cadet branches are specified by Bhonsule-Nagpur, Bhonsle-Thanjavur, etc. This is how it is done for most royal houses on Wikipedia.

The middle section is too long and at least 2 paragraph talks about shah's relationship with the pesewas, so they should be sectioned off. also, is there any reason why you removed the signature form the infobox? SKAG123 (talk) 20:48, 12 March 2023 (UTC)

Chhatrapati of the Marathas to Chhatrapati of the Maratha Confederacy
I suggest changing Chhatrapati of the Marathas to Chhatrapati of the Maratha Confederacy as the Marathas were a Confederacy during Shahu's reign (1730-40's) based on sourced cited at Maratha Confederacy. SKAG123 (talk) 03:47, 14 June 2024 (UTC)

title: Talk:Shahu I


text:
WPRB

WPRB (103.3 MHz) is an FM radio station licensed to Princeton, New Jersey, and owned by Princeton Broadcasting Service, Inc. It broadcasts a freeform radio format, including shoegaze, slowcore, noise music, harsh noise wall, plunderphonics, illbient, jazz, electronic, folk, reggae, ska, metal, world, soul, rap, blues, and rock. While the station is non-profit, it is licensed as a commercial radio station. It is funded primarily by listener contributions, raised especially during WPRB's annual spring 10-day Membership Drive. It also derives funding through community underwriting contracts with local businesses. Almost all on-air staff and management are Princeton University alumni and students. WPRB's slogan is "New Jersey's Only Radio Station".

The transmitter tower is shared with WKXW "New Jersey 101.5". It is located in Lawrence Township northeast of Trenton. WPRB has an effective radiated power (ERP) of 14,000 watts. It broadcasts using HD Radio technology. The HD2 digital subchannel carries Indian programming and Oldies are heard on its HD3 subchannel.

History
WPRB traces its origins to a campus AM station, WPRU, that launched December 6, 1940. WPRU was founded by H. Grant Theis, a Princeton University student at the time. It often is cited as the oldest commercially licensed campus radio station in the United States. In 1955, WPRU got its FM license. It signed on as WPRB, the first college station on the FM dial in the United States, after the WPRU call sign was found to be already in use by a ship. It is considered a pioneer in FM stereo broadcasting, transmitting a stereo signal beginning in 1964.

WPRB has broadcast on three different FM frequencies in its history: it first was heard on 103.9 MHz; in 1959, it moved to 103.5 MHz; and it moved to its current frequency of 103.3 MHz in 1962. During the 1960s and 1970s, it joined with other Ivy League universities to form the "Ivy Network", sharing some programming and resources. It later was an affiliate of the ABC FM Network.

In 1986, Spin Magazine named WPRB the best commercial college station in the country.

After decades of operation under an advertising-supported business model, in 2006 WPRB switched to a listener-supported model (although it remains a commercially licensed station). In 2009, WPRB went on to acquire a Princeton student magazine, the Nassau Weekly. Nassau Weekly was founded in 1979 by Princeton students including David Remnick, who later became the editor of The New Yorker.

One of its disc jockeys, Jon Solomon, has hosted a 24-hour+ Christmas music radiothon every year but one since 1988.

WPRB was the first commercial radio station in the United States to play Lil Nas X's "Old Town Road" when it debuted on John Weingart's long-running program "Music You Can't Hear on the Radio".

Broadcast signal
WPRB is a full class B signal. Its service contour covers most of Central Jersey and portions of the Philadelphia and New York City radio markets.

WPRB is short-spaced to two other class B stations: WKTU 103.5 KTU (licensed to Lake Success, New York) and WARM-FM Warm 103.3 (licensed to York, Pennsylvania). Since WPRB dates back to the early days of FM broadcasting (before current rules had been adopted) it is grandfathered on its current frequency and power level.

WPRB and WKTU operate on first adjacent channels and the distance between the two stations' transmitters is only 49 miles as determined by Federal Communications Commission rules. The minimum distance between two Class B stations operating on first adjacent channels according to current FCC rules is 105 miles.

WPRB and WARM-FM operate on the same channel and the distance between the two stations' transmitters is only 103 miles. The minimum distance between two Class B stations operating on the same channel according to current rules is 150 miles.

title: WPRB


text:
Business continuity and disaster recovery auditing

Given organizations' increasing dependency on information technology (IT) to run their operations, business continuity planning covers the entire organization, while disaster recovery focuses on IT.

Auditing documents covering an organization's business continuity and disaster recovery (BCDR) plans provides a third-party validation to stakeholders that the documentation is complete and does not contain material misrepresentations.

Overview
Often used together, the terms business continuity (BC) and disaster recovery (DR) are very different. BC refers to the ability of a business to continue critical functions and business processes after the occurrence of a disaster, whereas DR refers specifically to the IT functions of the business, albeit a subset of BC.

Metrics
The primary objective is to protect the organization in the event that all or part of its operations and/or computer services are rendered partially or completely unusable.

DR metrics
Minimizing downtime and data loss during disaster recovery is typically measured in terms of two key concepts:
 * Recovery time objective (RTO), time until a system is completely up and running
 * Recovery point objective (RPO), a measure of the ability to recover files by specifying a point in time the backup copy will restore to.

The auditor's role
An auditor examines and assesses
 * the procedures stated in the BCP and DR plan are actually consistent with real practice
 * a specific individual within the organization, who may be referred to as the disaster recovery officer, the disaster recovery liaison, the DR coordinator, or some other similar title, has the technical skills, training, experience, and abilities to analyze the capabilities of the team members to complete assigned tasks
 * more than one individual is trained and capable of doing a particular function during the DR exercise. Tests and inquiries of personnel can help achieve this objective.

Disaster recovery plan
A disaster recovery plan (DRP) is a documented process or set of procedures to execute an organization's disaster recovery processes and recover and protect a business IT infrastructure in the event of a disaster. It is "a comprehensive statement of consistent actions to be taken before, during and after a disaster". The disaster could be natural, environmental or man-made. Man-made disasters could be intentional (for example, an act of a terrorist) or unintentional (that is, accidental, such as the breakage of a man-made dam or even "fat fingers" - or errant commands entered - on a computer system).

Types of plans
Although there is no one-size-fits-all plan, there are three basic strategies:
 * 1) prevention, including proper backups, having surge protectors and generators
 * 2) detection, a byproduct of routine inspections, which may discover new (potential) threats
 * 3) correction

The latter may include securing proper insurance policies, and holding a "lessons learned" brainstorming session.

Best practices
To maximize their effectiveness, DRPs are most effective when updated frequently, and should:
 * be an integral part of all business analysis processes,
 * be revisited at every major corporate acquisition, at every new product launch and at every new system development milestone.

Adequate records need to be retained by the organization. The auditor examines records, billings, and contracts to verify that records are being kept. One such record is a current list of the organization's hardware and software vendors. Such list is made and periodically updated to reflect changing business practices and as part of an IT asset management system. Copies of it are stored on and off site and are made available or accessible to those who require them. An auditor tests the procedures used to meet this objective and determine their effectiveness.

Relationship to BCPs
Disaster recovery is a subset of business continuity. Where DRP encompasses the policies, tools and procedures to enable recovery of data following a catastrophic event, BCP involves keeping all aspects of a business functioning regardless of potential disruptive events. As such, a business continuity plan is a comprehensive organizational strategy that includes the DRP as well as threat prevention, detection, recovery, and resumption of operations should a data breach or other disaster event occur. Therefore, BCP consists of five component plans:
 * Business resumption plan
 * Occupant emergency plan
 * Continuity of operations plan
 * Incident management plan
 * Disaster recovery plan

The first three components (business resumption, occupant emergency, and continuity of operations plans) do not deal with the IT infrastructure. The incident management plan (IMP) does deal with the IT infrastructure, but since it establishes structure and procedures to address cyber attacks against an organization's IT systems, it generally does not represent an agent for activating the DRP; thus DRP is the only BCP component of active interest to IT.

Benefits
Like every insurance plan, there are benefits that can be obtained from proper business continuity planning, including: Studies have shown a correlation between higher spending on auditing fees and lower rates of incidents.

 * Minimizing risk of delays
 * Guaranteeing the reliability of standby systems (even automating the failure detection and recovery in certain scenarios)
 * Providing a standard for testing the plan
 * Minimizing decision-making during a disaster
 * Reducing potential legal liabilities
 * Lowering unnecessarily stressful work environment

Planning and testing methodology
According to Geoffrey H. Wold of the Disaster Recovery Journal, the entire process involved in developing a Disaster Recovery Plan consists of 10 steps:
 * Performing a risk assessment: The planning committee prepares a risk analysis and a business impact analysis (BIA) that includes a range of possible disasters. Each functional area of the organization is analyzed to determine potential consequences. Traditionally, fire has posed the greatest threat. A thorough plan provides for "worst case" situations, such as destruction of the main building.
 * Establishing priorities for processing and operations: Critical needs of each department are evaluated and prioritized. Written agreements for alternatives selected are prepared, with details specifying duration, termination conditions, system testing, cost, any special security procedures, procedure for the notification of system changes, hours of operation, the specific hardware and other equipment required for processing, personnel requirements, definition of the circumstances constituting an emergency, process to negotiate service extensions, guarantee of compatibility, availability, non-mainframe resource requirements, priorities, and other contractual issues.
 * Collecting data: This includes various lists (employee backup position listing, critical telephone numbers list, master call list, master vendor list, notification checklist), inventories (communications equipment, documentation, office equipment, forms, insurance policies, workgroup and data center computer hardware, microcomputer hardware and software, office supply, off-site storage location equipment, telephones, etc.), distribution register, software and data files backup/retention schedules, temporary location specifications, any other such lists, materials, inventories, and documentation. Pre-formatted forms are often used to facilitate the data gathering process.
 * Organizing and documenting a written plan
 * Developing testing criteria and procedures: reasons for testing include
 * Determining the feasibility and compatibility of backup facilities and procedures.
 * Identifying areas in the plan that need modification.
 * Providing training to the team managers and team members.
 * Demonstrating the ability of the organization to recover.
 * Providing motivation for maintaining and updating the disaster recovery plan.
 * Testing the plan: An initial "dry run" of the plan is performed by conducting a structured walk-through test. An actual test-run must be performed. Problems are corrected.

Initial testing can be plan is done in sections and after normal business hours to minimize disruptions. Subsequent tests occur during normal business hours.

Types of tests include: checklist tests, simulation tests, parallel tests, and full interruption tests.

Caveats/controversies
Due to high cost, various plans are not without critics. Dell has identified five "common mistakes" organizations often make related to BCP/DR planning:
 * Lack of buy-in: When executive management sees DR planning as "just another fake earthquake drill" or CEOs fail to make DR planning and preparation a priority
 * Incomplete RTOs and RPOs: Failure to include each and every important business process or a block of data. Ripples can extend a disaster's impact. Payroll may not initially be mission-critical, but left alone for several days, it can become more important than any of your initial problems.
 * Systems myopia: A third point of failure involves focusing only on DR without considering the larger business continuity needs. Corporate office space lost to a disaster can result in an instant pool of teleworkers which, in turn, can overload a company's VPN overnight, overwork the IT support staff at the blink of an eye and cause serious bottlenecks and monopolies with the dial-in PBX system.
 * Lax security: When there is a disaster, an organization's data and business processes become vulnerable. As such, security can be more important than the raw speed involved in a disaster recovery plan's RTO. The most critical consideration then becomes securing the new data pipelines: from new VPNs to the connection from offsite backup services.
 * In disasters, planning for post-mortem forensics
 * Locking down or remotely wiping lost handheld devices

Decisions and strategies
Site designation: choice of a backup site. A hot site is fully equipped to resume operations while a cold site does not have that capability. A warm site has the capability to resume some, but not all operations.

A cost-benefit analysis is needed.

 * Occasional tests and trials verify the viability and effectiveness of the plan. An auditor looks into the probability that operations of the organization can be sustained at the level that is assumed in the plan, and the ability of the entity to actually establish operations at the site.
 * The auditor can verify this through paper and paperless documentation and actual physical observation. The security of the storage site is also confirmed.

Data backup: An audit of backup processes determines if (a) they are effective, and (b) if they are actually being implemented by the involved personnel. The disaster recovery plan also includes information on how best to recover any data that has not been copied. Controls and protections are put in place to ensure that data is not damaged, altered, or destroyed during this process.

Drills: Practice drills conducted periodically to determine how effective the plan is and to determine what changes may be necessary. The auditor's primary concern here is verifying that these drills are being conducted properly and that problems uncovered during these drills are addressed.

Backup of key personnel - including periodic training, cross-training, and personnel redundancy.

Insurance issues
The auditor determines the adequacy of the company's insurance coverage (particularly property and casualty insurance) through a review of the company's insurance policies and other research. Among the items that the auditor needs to verify are: the scope of the policy (including any stated exclusions), that the amount of coverage is sufficient to cover the organization's needs, and that the policy is current and in force. The auditor also ascertains, through a review of the ratings assigned by independent rating agencies, that the insurance company or companies providing the coverage have the financial viability to cover the losses in the event of a disaster.

Effective DR plans take into account the extent of a company's responsibilities to other entities and its ability to fulfill those commitments despite a major disaster. A good DR audit will include a review of existing MOA and contracts to ensure that the organization's legal liability for lack of performance in the event of disaster or any other unusual circumstance is minimized. Agreements pertaining to establishing support and assisting with recovery for the entity are also outlined. Techniques used for evaluating this area include an examination of the reasonableness of the plan, a determination of whether or not the plan takes all factors into account, and a verification of the contracts and agreements reasonableness through documentation and outside research.

Communication issues
The auditor must verify that planning ensures that both management and the recovery team have effective communication hardware, contact information for both internal communication and external issues, such as business partners and key customers.

Audit techniques include
 * testing of procedures, interviewing employees, making comparison against the plans of other company and against industry standards,
 * examining company manuals and other written procedures.
 * direct observation that emergency telephone numbers are listed and easily accessible in the event of a disaster.

Emergency procedures
Procedures to sustain staff during a round-the-clock disaster recovery effort are included in any good disaster recovery plan. Procedures for the stocking of food and water, capabilities of administering CPR/first aid, and dealing with family emergencies are clearly written and tested. This can generally be accomplished by the company through good training programs and a clear definition of job responsibilities. A review of the readiness capacity of a plan often includes tasks such as inquires of personnel, direct physical observation, and examination of training records and any certifications.

Environmental issues
The auditor must review procedures that take into account the possibility of power failures or other situations that are of a non-IT nature.
 * Flashlights and candles may be needed.
 * Safety procedures in case of gas leaks, fires or other such phenomena and PPE may be needed.


text:
User talk:Jeanfi

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! By the way, you can sign your name on Talk and vote pages using three tildes, like this: ~~~. Four tildes (~~~~) produces your name and the current date. If you have any questions, see the help pages, add a question to the village pump or ask me on Talk page. Again, welcome! You 21:28, Jun 5, 2005 (UTC)
 * The Five Pillars of Wikipedia
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 * Editing tutorial
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 * How to write a great article
 * Naming conventions
 * Manual of Style

OAS
Hello! Please see message on OAS talk page. Thanks! Tazmaniacs 22:31, 30 September 2006 (UTC)

 * Hi! Ibid. Tazmaniacs 20:52, 8 November 2006 (UTC)
 * You can look my answer. Jeanfi 08:58, 10 November 2006 (UTC)

title: User talk:Jeanfi


text: User talk:156.56.171.220

title: User talk:156.56.171.220


text:
Provincial police

In Italy, the polizia provinciale (Italian for 'provincial police') are the provincial-level police forces.

Functions
Each Italian province can, by statute, have its own police force. Polizia provinciale are small police organisations whose main duties are to enforce regional and national hunting and fishing laws, but they have also expanded into environmental protection.

They provide traffic police service and participate in the security services arranged by the authorities.

The forces' vehicles are usually white, with a green or blue stripe along the side. Polizia provinciale must be distinguished from questura, the office of the head of the state's police (polizia di stato) in a province, called questore (quaestor).

The polizia provinciale operate in various areas:
 * the fight against environmental crimes,
 * the phenomenon of poaching, and against the various crimes relating to eco-mafias and zoo-mafias,
 * criminal exploitation of the environment and animals,
 * regulation of road traffic on the provincial territory or in the relevant metropolitan city.

In many provincial districts, the polizia provinciale perform road police service using dedicated equipment (alcohol tests, drug tests, mobile weighing scales, telelaser, speed cameras etc.), contributing to road traffic safety, both with prevention and repression of offences to the highway code. Furthermore, the surveillance of the roads and, through the survey, of accidents. The responsibilities of the traffic police service are extended to all types of roads.

More simply, they carry out the following police functions (in addition to the local police and the national police forces):

Judicial Police
Pursuant to art. 5 of the law of 7 March 1986, n. 65 and art. 57 co. 2 ° b) and 3 ° cpp, the polizia provinciale exercise functions and tasks of judicial police, aimed at the repression of all criminal offences within the province.

Administrative Police
The administrative police functions are carried out for all those activities to which authorization is issued.

For example, in the field of:
 * derivations of public waters,
 * transport,
 * driving schools,
 * car practice agencies,
 * nautical schools,
 * industrial waste water discharges,
 * municipal and company purifiers,
 * accesses on provincial roads,
 * supervision of tourist-hotel and tourism
 * structures and quarrying activities,
 * concessions under the competence of the province and the region (if delegated) etc.

Public Safety
The polizia provinciale can exercise 'auxiliary public security functions'. The services are carried out in aid of the various police forces (e.g. Carabinieri, Polizia di Stato, Guardia di Finanza) and consist of patrols, control points and assistance to the people of the province.

Traffic Police

Pursuant to art. 11 and 12 of the highway code, the polizia provinciale carry out traffic police services through: a) the prevention and verification of violations relating to road traffic; b) the detection of road accidents; c) the preparation and execution of services aimed at regulating traffic; d) the escort for traffic safety; e) the protection and control of the use of the road.

The polizia provinciale, as a traffic police body, also contribute to car and road rescue operations in general.

Environmental Police
The polizia provinciale carry out police activities for the protection of the environment in general (in compliance with the various environmental regulations and above all with the provisions of the legislative decree 3 April 2006, n. 152 and subsequent amendments and additions), with particular regard to the prevention, assessment and repression of soil, water and air pollution.

In particular:

a) mycological police for the supervision of the legislation governing the collection, cultivation, sale and marketing of mushrooms (epigean and underground);

b) forestry police aimed at the protection, protection and control of the hydrogeological constraint and the forest heritage (in some territorial areas also by regional delegation);

c) state police, for the protection of public property, in particular the river, lake and lagoon area;

d) hydraulic police for the supervision of the hydraulic system and the protection of public waters in general;

e) mining police, regarding the supervision of the cultivation of quarries and mines.

f) building police activities are also carried out, aimed at the prevention and repression of abuses in this area.

Hunting and Fishing Police
According to the law 11 February 1992, n. 157 and the various regional laws, the polizia provinciale play a leading role in the supervision of hunting, the prevention and repression of poaching, and on the protection of wildlife.

Wildlife Police
Provincial police personnel are the main agency with regards to the control of activities of wildlife populations.

Provincial police officers are also often employed in operations of capture or killing, by order or request of the authorities, of problematic or dangerous animals, in most cases escaped from captivity, and for the recovery of animals in difficulty in difficult conditions. The provincial police are also active in the recovery of injured or distressed wildlife.

Animal Welfare Police
The polizia provinciale carry out activities aimed at the prevention, detection and repression of crimes against animals and livestock. As well as the monitoring of the welfare of animals during road transport, as well as against animal abuse.

Lake and River Police

Due to the geographic configuration of some territories, various polizia provinciale forces have special units and marine vehicles.

They are entrusted with important activities of environmental/fish/hunting protection and safeguarding, surveillance of the provincial property and surveillance of the coasts.

In addition, they provide rescue to boats and swimmers in difficulty, prevent and repress violations in nautical matters, collaboration with other police forces that perform the same service.

This service is carried out in the lakes, rivers and lagoons of many internal areas of the country, and in some cases, even the sea coasts.

Founding
The bodies (or services) were established and regulated pursuant to art. 12 of the law 7 March 1986, n. 65, in which the first paragraph provides that local authorities - in addition to municipalities - can perform the functions of local police:

"Local authorities other than municipalities carry out the functions of local police they own, also by means of special services; the provisions of the articles of this [...] law apply to these, replacing the municipality and its bodies with the local authority and the corresponding bodies."

Alongside this general provision, various state and regional laws have specific functions to be carried out by the polizia provinciale.

Generally, it has general jurisdiction over the entire territory of the province to which it belongs and, in particular, over those matters which, pursuant to Legislative Decree no. 112, were delegated by the state to the provincial body.

It can contribute, with an auxiliary function, to public order and security services. According to the law n. 65/1986, the body is constituted with a specific resolution, and must be made up of more than seven units (when the service is made up of less than seven units).

Operations

An operations centre is active at the provincial level in almost all the commands, which coordinates the management of operational activities and the personnel employed, while receiving reports. The body is equipped with various vehicles, from off-road vehicles and 4x4 cars to faster cars, mainly used in traffic police services. In many districts, different types of boats, quad-bikes, bicycles, mopeds, road motorcycles are operational.

Agents of the polizia provinciale

The selection of personnel takes place through a public competition launched by the body to which they belong, published in the official gazette of the Italian Republic.

Powers and authority
The members of the body hold the status of public official, pursuant to art. 357 of the Italian Criminal Code and art. 2700 of the Italian Civil Code.

They also hold the following qualifications and powers:

Agent or officer of the judicial police: they are agents or officers of the judicial police within the territory of the body to which they belong and during working hours, pursuant to art. 5 of the law of 7 March 1986, n. 65 and art. 57 co. 2 ° b) and co. 3 ° cpp Pursuant to art. 29 of Law 157/1992, the agents of the provincial police (agents employed by the local authority in charge of the matter), can draw up the documents, provided by the framework legislation on hunting, even outside the working hours.

Public security agent: agents who have a permanent qualification, (agents, coordination and control officers, top management) are conferred the quality of public security agent (pursuant to article 5, first paragraph, letter c) of law no. 65) when they possess the requisites required by law, at the individual request of the president of the administration to the prefect.

Personnel in possession of the status of public security officer can therefore permanently carry their service weapon, assigned to the territory of the body to which they belong - without a license and also outside working hours - in accordance with the provisions and the respective regulations. Provincial Police bodies (or services) can perform auxiliary public security functions.

Traffic police service: with permanent qualification, the provincial police units also carry out traffic police services in the territory of the body to which they belong, as provided for by articles 11 and 12 of the highway code referred to in legislative decree 30 April 1992, n. 285.

Numbers

According to the data of the Ministry of the Interior as at 31 December 2011, the staff in service amounted in total to 2,769, with the following classification:
 * 39 agents in the role of manager;
 * 525 agents of personnel classified in category D;
 * 2,205 agents of personnel classified in category C.

title: Provincial police


text:
Thomas Creevey

Thomas Creevey (March 1768 – 5 February 1838) was an English politician. He is best known for his insight into social conditions as revealed by his writings, which were published in 1903.

Life
Creevey was the son of William Creevey, a Liverpool merchant, and was born in that city. He went to Queens' College, Cambridge, and graduated as seventh Wrangler in 1789. The same year he became a student at the Inner Temple, and was called to the bar in 1794. In 1802 he entered Parliament through the Duke of Norfolk's nomination as member for Thetford, and married a widow with six children, Mrs Ord, who had a life interest in a comfortable income.

Creevey was a Whig and a follower of Charles James Fox, and his active intellect and social qualities procured him a considerable intimacy with the leaders of this political circle. In 1806, when the brief "All the Talents" ministry was formed, he was given the office of secretary to the Board of Control; in 1830, when next his party came into power, Creevey, who had lost his seat in parliament, was appointed by Lord Grey Treasurer of the Ordnance; and subsequently Lord Melbourne made him treasurer of Greenwich Hospital. Creevey is also known for being the first civilian to interview the Duke of Wellington after the Battle of Waterloo in June 1815. He and his wife, who was ill at the time, were vacationing in Brussels when Napoleon was defeated by British and Prussian forces near the Belgian border. At their meeting in Wellington's headquarters, Creevey recorded the Duke's famous quote about the battle ("It was a near run thing. The nearest run thing you ever saw in your life.")

After 1818, when his wife died, he had very slender means of his own, but he was popular with his friends and was well looked after by them; his close association with Lord Sefton, led to speculation that they were biological half-brothers—a rumour which Creevey himself appeared to abet. Charles Greville, writing of him in 1829, remarks that "old Creevey is a living proof that a man may be perfectly happy and exceedingly poor. I think he is the only man I know in society who possesses nothing."

He is remembered through the Creevey Papers, published in 1903 under the editorship of Sir Herbert Maxwell, which, consisting partly of Creevey's own journals and partly of correspondence, give a lively and valuable picture of the political and social life of the late Georgian era, and are characterized by an almost Pepysian outspokenness. They are a useful addition and correction to the Croker Papers, written from a Tory point of view.

For thirty-six years Creevey had kept a "copious diary", and had preserved a vast miscellaneous correspondence with such people as Lord Brougham, and his stepdaughter, Elizabeth Ord, had assisted him, by keeping his letters to her, in compiling material avowedly for a collection of Creevey Papers in the future.

At his death it was found that he had left his mistress, with whom he had lived for four years, his sole executrix and legatee, and Greville notes in his Memoirs the anxiety of Brougham and others to get the papers into their hands and suppress them. The diary, mentioned above, did not survive, perhaps through Brougham's success, and the papers from which Sir Herbert Maxwell made his selection came into his hands from Mrs Blackett Ord, whose husband was the grandson of Creevey's eldest stepdaughter.

title: Thomas Creevey


text:
Talk:Henry Fox Talbot

Photos by Talbot
Wouldn't it be possible to upload some Talbot's photos? The artice certainly needs some for illustration.undefined—undefinedPt(T) 21:30, 5 Jun 2005 (UTC)

 * Apparently, two have been added. Pinkville 16:24, 10 November 2006 (UTC)

Pronunciation
How is his surname pronounced? 128.141.2.10 12:59, 27 July 2007 (UTC) His surname is pronounced as how it's said (tal-bot) —Preceding unsigned comment added by 58.160.168.86 (talk) 04:19, 27 March 2011 (UTC)

Family Name
It is my understanding that his family name is Talbot, not Fox Talbot, and so it is appropriate to include this article in the Talbot disambiguation page. Juicifer451 (talk) 10:54, 9 June 2008 (UTC)

William Fox Talbot and Electronic Flash Lighting
William Fox Talbot was the first to demonstrate the concept of flash photography in 1851. He attached a newspaper clipping to a spinning wheel and in a darkened room exposed this subject with a single flash of light produced from the and electrical spark charged by Leyden jars. In an uncanny twist of fate, in the summer of 2008 the entire Fox Talbot Bertolini Album of photogenic drawings (created in 1839) was photographed by the Metropolitan Museum of Art using custom built LED flash lighting systems developed by Scott Geffert of Center for Digital Imaging Inc. [] As these early examples of the photographic process were never fixed, they remain light sensitive to this day. Exposure to light, even gallery light will cause them to fade or in some cases darken. Engineering lighting designed to limit the exposure to visible light as well as UV and iR radiation, allowed these images to be digitally photographed in an effort to preserve the album for future generations. These images can be seen at The Metropolitan Museum of Art web site. —Preceding unsigned comment added by CDINY (talk • contribs) 02:24, 12 January 2010 (UTC)

External links modified
Hello fellow Wikipedians,

I have just added archive links to 1 one external link on Henry Fox Talbot. Please take a moment to review my edit. If necessary, add after the link to keep me from modifying it. Alternatively, you can add to keep me off the page altogether. I made the following changes:
 * Added archive http://web.archive.org/web/20150607141435/http://maca.contentdm.oclc.org/cdm4/results.php?CISOOP1=all&CISOBOX1=&CISOFIELD1=CISOSEARCHALL&CISOOP2=exact&CISOBOX2=William%20Henry%20Fox%20Talbot&CISOFIELD2=CISOSEARCHALL&CISOOP3=any&CISOBOX3=&CISOFIELD3=CISOSEARCHALL&CISOOP4=none&CISOBOX4=&CISOFIELD4=CISOSEARCHALL&CISOROOT=all&t=a to http://maca.contentdm.oclc.org/cdm4/results.php?CISOOP1=all&CISOBOX1=&CISOFIELD1=CISOSEARCHALL&CISOOP2=exact&CISOBOX2=William%20Henry%20Fox%20Talbot&CISOFIELD2=CISOSEARCHALL&CISOOP3=any&CISOBOX3=&CISOFIELD3=CISOSEARCHALL&CISOOP4=none&CISOBOX4=&CISOFIELD4=CISOSEARCHALL&CISOROOT=all&t=a

When you have finished reviewing my changes, please set the checked parameter below to true to let others know.

Cheers.—cyberbot II  Talk to my owner :Online 21:31, 27 February 2016 (UTC)

Science and Optics section etc
I have expanded the brief section to include some of Talbots achievements elsewhere in science and maths. I have also added his FRS in the integral calculus and work in etymology. The patent section is partisan so I have amended where necessary. 81.155.155.182 (talk) 12:27, 21 December 2017 (UTC)

Reading studio picture
I have deleted the ref to Talbot being in the image of the rear of the Reading studio. At this time Talbot had lost much more hair than the chap in the picture at right. The issue is discussed in the Bodliean library archive.81.155.155.182 (talk) 12:05, 23 December 2017 (UTC)
 * Apologies for reverting your deletion before I discovered this note. I have now re-reverted. This is interesting. When you say the "the Bodleian Library archive", is this something online – in which case can we have a link? – or something only available at the Library? The file description for this image – File:William_Fox_Talbot_1853.jpg – identified the figure as Talbot, based on its immediate source, which is the Metropolitan Museum of Art, N.Y. I accept that the Bodleian discussion is probably more recent and more authoritative (or at least raises sufficient doubt that we should sidestep the issue), so I have now changed the file description; but I'd still like to see the discussion. GrindtXX (talk) 16:29, 23 December 2017 (UTC)
 * The link to the Bodleian is already on the site under external links. The library is currently organising a catalogue raisonnee for all of Talbots images, and the discussion I think is in their blog. 81.155.155.182 (talk) 21:49, 23 December 2017 (UTC)
 * OK, thanks. For the record, the discussion is here. There's enough in this post to be of wider interest, so I have added it as a ref to the article. GrindtXX (talk) 00:39, 24 December 2017 (UTC)

title: Talk:Henry Fox Talbot