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École nationale de l'aviation civile

École nationale de l'aviation civile (ENAC) (National School of Civil Aviation) is one of 205 colleges (as of September 2018) accredited to award engineering degrees in France. ENAC is designated as a grande école by the Conférence des Grandes écoles (CGE), a non-profit organisation which certifies and monitors grandes écoles (including engineering colleges). ENAC was founded on 28 August 1949 to provide initial and continuing education in the field of civil aviation. The school is an établissement public à caractère scientifique, culturel et professionnel (a public scientific, cultural or professional establishment), and operates under the oversight of the Ministry of Ecological Transition. Affiliated with the University of Toulouse and Aerospace Valley, it is one of the five founders of France AEROTECH.

ENAC offers 30 engineering and technical programs in civil aviation and aeronautics. Programs include aerospace engineering, aircraft maintenance, commercial airline piloting, air traffic control, and flight instructor. The college also offers three Master of Science programs and 12 Advanced Master programs for students with relevant experience.

Origins
In 1945, immediately after World War II, the French air-transport industry experienced rapid growth. To ensure safety and compliance with regulations, demand for qualified staff was high; there was a need to harmonise communications among sectors of the aviation industry. ENAC was founded to address this issue. Among its founders was Max Hymans, the secretary general of civil and commercial aviation.

During the postwar years, there was a lack of unity in the civil-aviation industry due to the hasty recruitment of large numbers of people from different backgrounds. To standardize personnel, a number of training centers were created. Airfield commanders were trained in Orly, and navigation staff were trained in Le Bourget. Wireless operators and radiotelegraph technicians were also trained in Orly by the Department of Telecommunications and Signaling. Technical managers were primarily trained in engineering schools, including Arts et Métiers and the National School of Meteorology (École nationale de la météorologie). Designers were trained by the École spéciale des travaux aéronautiques, and aircrew were trained by other public or private institutions. ENAC's mission was to coordinate the training of aviation personnel.

In Decree No. 49-970 (7 June 1948), the rules of French public administration were codified. The regulations applying to civil-aviation officials were overhauled, affecting the technical staff in particular. Several new groups of civil servants were established: air traffic engineers, air navigation operation engineers, aerial telecommunication civil engineers, air traffic controllers, telecommunication controllers and air navigation agents. The creation of these groups was followed by a ministerial decision on 12 August 1948 which paved the way for the first recruitment by competitive examination, which was held in October 1948. On 14 April 1948, the International Civil Aviation Organization established requirements for aircrew licensing, including a minimum number of flight hours for each category of pilot.

Before adopting the name ENAC, the school was called a "service of education and internships" (service des écoles et des stages) and was funded by the general secretariat for civil and commercial aviation. This contrasted with the tradition of French civil-service personnel being trained in grandes écoles. Jules Moch, the Minister of Works, Transport and Tourism, unsuccessfully proposed the name "École nationale de l'aviation marchande".

Aviation-safety university in Paris
ENAC was created on 28 August 1949 (Decree 49–1205) in Paris at the initiative of Secretary General of Civil Aviation Max Hymans and Jules Moch to train professionals in civil aeronautics and coordinate all air-transport stakeholders, including aircrew, technicians, and civil servants. The university is in Orly, south of Paris; ENAC's buildings at Orly were an examination center until the early 1990s. René Lemaire considers ENAC "a university of aviation safety". Aviation safety is synonymous with ENAC, since it was the rationale for the training of technicians and airmen at a single school.

As noted in a report of the inspection générale de l'aviation civile, "It was in the minds of the creators of the university to develop between the aircrew and the ground staff a community of ideas, reciprocal knowledge, and esteem, that are essential for the teamwork required by air transport." However, it is doubtful that the report's "community of ideas" could be only expressed by courses at the same university. Other factors were different lengths of training; air navigation civil engineers in the telecommunications branch study for 30 months at the university; operations students are trained in 27 months; air-navigation engineers in two years, and air traffic controllers in nine months. A consistent education was provided to students in different cycles, integrating programs.

First partners
On 13 October 1959, the first major partner of the university was recognised; this enabled the recruitment of pilots with no previous flight experience. The previous year, the university held training sessions on an experimental basis and was responsible for teaching theory for the airline transport pilot licence. Flight training was provided at the Service d'exploitation de la formation aéronautique (SEFA) center at Saint-Yan Airport (opened in 1949) until students received a commercial pilot licence; advanced training was provided at the Air France school. ENAC also provided theoretical training for pilots of a number of airlines, and the question of cost arose. The expensive training, not paid by France, was eventually borne by private airlines.

To give its students a thorough understanding of the air-transport environment, ENAC sought to cooperate with the École nationale de la météorologie; a 29 May 1950 report noted the influence of meteorology on air traffic control and advocated meteorological training for air-traffic controllers. Close links also traditionally existed between civil aviation and the Air Force. After World War II, as civil aviation was developing, members of the armed forces participated in its expansion. Pilots, radio operators, navigators and mechanics came from the military to the airlines, and ENAC sought to convert military aircrews. On 9 June 1951, a memorandum specifying the school's responsibilities in the training of military pilots for civil aviation was signed. The university was the general contractor of operations, and provided theoretical training. In accordance with a of 31 March 1951 decree, the Service de l'aviation légère et sportive (SALS) provided free flight training for pilot candidates coming from the army.

From 1949 to 1959, the number of courses increased from six to 64 and the number of students from 49 to 800. ENAC benefited from the postwar development of aviation, and a number of students came from foreign countries or (in particular) overseas territories which later became independent. During the early 1960s, the university began to accept its first students from foreign civil-aviation authorities. Along with enrollment growth, courses were created to keep pace with new ratings. The navigation-instructor rating was introduced in 1956, and corresponding training began. Courses were sometimes introduced to meet a need, such as a speaking-technique course for instructors that year. The first civilian engineering students were also admitted in 1956. In 1958, the airline-pilot theoretical training course began. Students took an annual trip from ENAC Orly, and were received (in full uniform) by local authorities on their arrival.

Transition
The university underwent significant changes between 1960 and 1975. It moved to Toulouse in 1968, where the main campus is still located. In 1970, the status of the university was changed from a department of the DGAC to a public institution.

The school was originally located on the outskirts of Paris-Orly Airport, France's largest. Its location offered easy access to planes for navigation flights, promotional trips and other activities; leaders of nearby airlines, aircraft manufacturers and other aviation-related businesses could come to the university for lectures and conferences.

However, the rapid growth of traffic at Paris-Orly before the construction of Charles de Gaulle Airport brought new challenges. Requirements for ENAC's aircraft became more stringent, and Aéroports de Paris became increasingly reluctant to renew the university's lease. During the early 1960s, the future of the Orly facilities was uncertain.

Earlier, in the mid-1950s, the possibility of moving ENAC to a new location was considered. Potential locations were cities near Paris airports; between 1954 and 1957, Thiais, Rungis, Issy-les-Moulineaux, Les Mureaux and Le Bourget were considered. Regional decentralization became a priority, even before the publication of Jean-François Gravier's Paris et le désert français (Paris and the French Desert). Plans to keep ENAC near Paris seemed increasingly doubtful, and more-distant locations began to be considered. Within a 150 km radius of the capital, cities under consideration included Melun, Pontoise, Coulommiers, Étampes, Reims, Évreux, Chartres and Orléans. A 20 May 1959 report listed the disadvantages of a location too distant from Paris, however, such as the difficulty of transporting personnel, the possible extension of courses, and increased operating costs.

René Lemaire proposed moving the school to Toulouse in a 14 June 1960 report. The city's aeronautical infrastructure and long history as a university town made it an attractive location: the (University of Toulouse, founded in 1229, is one of France's oldest universities. École nationale supérieure d'ingénieurs de constructions aéronautiques (ENSICA) settled in Toulouse in 1961, and École nationale supérieure de l'aéronautique et de l'espace (SUPAERO) was going to move from Paris to the city. ENAC's transfer to Toulouse was approved by Prime Minister Michel Debré on 15 June 1961 and confirmed by his successor, Georges Pompidou, in a 23 July 1963 letter.

Building construction on the Rangueil campus began in April 1966, and was completed on 19 August 1968. The academic year began on 16 September of that year. Five hundred students were expected, including 325 who were beginning their training. The new students consisted of 15 air-navigation engineering students drawn largely from École Polytechnique, 70 engineering students in air navigation from classes préparatoires aux grandes écoles, 60 airline-pilot students, 100 air-traffic controller students, 40 electronics students, 20 commercial-pilot students and 20 flight dispatcher students.

Public administrative institution
The Commission permanente began to examine the university's ambiguous legal status, a problem since it was founded. ENAC was closely monitored by its supervisory authority. Inspection reports (published once every two years or less) were frequently critical of the school, with those published in the mid-1950s beginning to question its existence. The confidential 12 March 1952 Brancourt Controller said that the university had "a lack of curriculum", "there is ... tension with the training center of Air France", and "ENAC is a mistake".

These difficulties were largely due to incompatibility between ENAC and the civil-aviation industry, which required it to provide courses for students and trainees who were not necessarily officials of the Direction générale de l'aviation civile (DGAC, its supervisory authority) and to use a varied teaching staff. The university budget also presented a challenges after other types of income, such as non-public resources, were reduced (particularly between 1958 and 1964). In 1962, ENAC considered raising tuition, course prices and fees for non-DGAC students. The school's status required a complex approval process, however, and a status of public administrative institution seemed more appropriate. The decision was made in the 13 April 1970 Decree No. 70-347, which took effect on 1 January 1971. ENAC established a board of directors, with René Lemaire its first president.

New missions
In 1975, the number of non-civil-service engineering students began to increase. ENAC is becoming important in training civilian aerospace personnel; its primary purpose had been to train civil servants. Civilian students are not new; the first were admitted in 1956. ENAC's engineering program, focused on electronics and information technology, has made the university a de facto engineering grande école.

Industry-oriented university research appeared in 1984, in accordance with the higher-education law which mandates that "engineering education [...] has a research activity, basic or applied", organized around four areas: electronics, automation, computers and aviation economics. The university instructs future engineers in research methods; deductive reasoning, long favored by teachers in the classes préparatoires aux grandes écoles and grandes écoles, has been inferior to the inductive reasoning characteristic of engineering research. The growing interest in research includes air navigation.

Mastère spécialisé programs emerged during the mid-1980s for the industrial GIFAS (Groupement des industries françaises aéronautiques et spatiales), training foreign executives in a relatively-short time in addition to French students and professionals. Continuing education diversified at the same time in five main areas: air-traffic control, electronics, computers, aeronautics and languages.

International dimension
The university's international dimension grew significantly during the 1990s, but was hampered by new training requirements for air-traffic controllers. ENAC participated in European projects such as EATCHIP (European Air Traffic Control Harmonization and Integration Program), and offered student-mobility programs through the Erasmus and Socrates programmes. The university began to welcome a growing number of foreign students, and formed close ties with foreign universities such as the Berlin Institute of Technology and the Technische Universität Darmstadt in Germany and the University of Tampere in Finland. At that time, ENAC created the Groupement des écoles d'aéronautique (GEA France) with the Institut supérieur de l'aéronautique et de l'espace (ISAE) and École nationale supérieure de mécanique et d'aérotechnique (ENSMA). The three grandes écoles of this network, in partnership with the DGAC and French companies such as EADS, Airbus, Thales, Eurocopter, and Safran ), founded the Institut sino-européen d'ingénierie de l'aviation (Chinese-European Aviation Engineering Institute) in Tianjin in 2007, with master's and mastère spécialisé programs for Chinese students. During the 2000s, courses in English and activities focused on air navigation were developed. In 2009, the university and its alumni association organized the first aeronautical literary festival in Toulouse. ENAC became an ICAO center for training in aviation security in December 2010.

The university established new teaching facilities: the CAUTRA air traffic control simulator, the AERSIM aerodrome control simulator, an Airbus A320 flight management system simulator, a static model of the CFM 56-5B engine for the A321, and a telecom-network laboratory. ENAC became Europe's largest aviation university on 1 January 2011, when it merged with SEFA. In 2013, the university and DGAC introduced the groupement d'intérêt économique DSNA Services (later France Aviation Civile Services).

Directors
The current director of the university is Olivier Chansou, who succeeded former SEFA director Marc Houalla. Chansou, the school's eighth director, was elected on 27 November 2017.

Administration
The university is managed by an elected president, who oversees three councils; training and research, flight training, and international relations and development.

Budget
ENAC had a 2011 budget of €126 million, a 61-percent increase over the 2010 budget. This was due to the school's merger with SEFA, and included a €102 million EU subsidy.

ENAC Foundation
After several months of consideration, the ENAC Foundation was established in September 2011. It aims to guide the training and research council in reforming the school's engineering program and fostering corporate partnerships. The foundation consists of technical and human resources managers from aerospace companies such as Air France, Airbus, Aéroport de Paris, Rockwell Collins, Thalès and Aéroconseil.

Campuses

ENAC has 10 campuses; the main campus is in Rangueil, 6 km from Toulouse. The other campuses are:
 * A gliding center at Château-Arnoux-Saint-Auban Airport
 * A maintenance center for the ENAC fleet at Castelnaudary – Villeneuve Airport
 * Carcassonne Airport (airline-pilot and aerobatics studies)
 * Alpes–Isère Airport (VFR and flight instructor training)
 * Biscarrosse – Parentis Airport (VFR flight and air traffic controller training)
 * Saint-Yan Airport (IFR and multi-engine pilot training)
 * Montpellier–Méditerranée Airport (airline-pilot and air-traffic controller training)
 * Muret – Lherm Aerodrome (airline-pilot and air-traffic controller training)
 * Melun Villaroche Aerodrome (DGAC staff training)

The main campus can provide student accommodation. It has a cafeteria, library, computer rooms, a fitness room, a rugby field, five tennis courts, beach volleyball, and a driving range.

Aircraft and simulators
ENAC has a fleet of 130 aircraft:
 * Mudry CAP 10s for aerobatics
 * Socata TB-10s and TB-20s, Diamond DA 40s, Diamond DA 42s, and Beechcraft Baron 58s for basic and instrument training
 * Beechcraft Super King Airs and ATR 42s for calibration

The Toulouse campus has a number of fixed and full flight simulators (Robin DR400, Socata TB-20, Airbus A320 and Airbus A340). The air navigation department has control-tower simulators (at 120 or 360 degrees), a ground-controlled approach and an area control center simulator.

Programs
Each university program has its own recruitment process, primarily by competitive examination. ENAC has four bachelor's degree programs to train airline pilots and civil-aviation technicians. The school provides theoretical training for airline-pilot students (EPL) in eight months at its Toulouse campus; sixteen months of practical training is provided at the Montpellier, Carcassonne, Saint-Yan and Muret campuses. Since 1992, graduates of this training have been represented by the alumni association AGEPAC. The university has proposed preparation for the airline transport pilot licence which would enable high-school students from low-income families to become airline pilots after receiving their baccalauréat. Students can then prepare for commercial pilot licence or aeronautical operations technician training. The technicien supérieur de l'aviation (TSA) certification can lead to the civil-service technicien supérieur des études et de l'exploitation de l'aviation civile (TSEEAC) or Advanced Technician in Aviation non civil servant positions. The university has seven master's-degree programs to train students for the aerospace industry and the DGAC.

DGAC air-traffic controller and air traffic safety electronics personnel (IESSA) training is provided by the university. The Ingénieur ENAC (IENAC) course trains aerospace engineers in three sectors: electronics and aeronautical telecommunications (L), computer systems and air traffic (S), and aeronautical engineering] (T). Ten percent of its students are civil-service engineering students, who become ingénieurs des études et de l'exploitation de l'aviation civile (civil-aviation operations engineers) after graduation. ENAC is a specialized university for École Polytechnique graduates.

Since the 16 April 2002 merger of the corps des ingénieurs de l'aviation civile (IAC) (civil-aviation engineering department) and its geography and meteorology branches into the Corps of Bridges, Waters and Forests, the training of DGAC managers has changed. Corps of Bridges, Waters and Forests officials are trained at the École des ponts ParisTech; about 300 course hours are organized in cooperation with ENAC for students desiring to join the DGAC. The university created a master's-degree program in International Air Transport Opération Management (IATOM) in 2007, in 2011 a master's-degree program (supported by the European Commission) in satellite navigation, and a master's-degree program in air traffic management (in partnership with the Massachusetts Institute of Technology) in 2012. The master's-degree program in human–computer interaction (IHM) is in cooperation with Paul Sabatier University.

ENAC provides Mastère spécialisé programs in airport management, air-transport management (in partnership with Toulouse Business School), communication, navigation and surveillance and satellite applications for aviation (CNSSAA), aviation safety aircraft airworthiness (ASAA, in partnership with the Institut Supérieur de l'Aéronautique et de l'Espace and the École de l'Air), air-ground collaborative systems engineering (AGCSE), aviation and air traffic management (AATM) and aerospace project management (APM, in partnership with the Institut Supérieur de l'Aéronautique et de l'Espace and the École de l'air).

Alumni of the three master's programs (the Ingénieur ENAC program, Corps of Bridges, Waters and Forests officials, and the Mastère spécialisé programs) were represented by IngENAC, an association founded in 1987 in Toulouse which was a member of the Conseil national des ingénieurs et scientifiques de France. On 16 March 2012, IngENAC decided to represent all the alumni of the university and changed its name to ENAC Alumni.

Continuing education
Hosting over 7,500 students in more than 600 courses annually, with revenue of €15 million, ENAC is Europe's largest organization for aeronautical continuing education. Courses are in air traffic, electronics, computer science, aeronautical engineering, and aircraft control (flight instructor), for French and foreign businesses and CGAC personnel.

International partners

IENAC students can study at the Institut supérieur de l'aéronautique et de l'espace and the École nationale supérieure de mécanique et d'aérotechnique as part of the groupement des écoles d'aéronautique, at the INPT, and at Audencia Business School. As part of France AEROTECH, an exchange of third-year engineering students has been proposed with Centrale Lyon, Centrale Nantes, ENSEIRB-MATMECA and Arts et Métiers ParisTech.

Students abroad have access to the Erasmus Programme and Pegasus. Eight percents of students in the 2011 Ingénieur ENAC course were foreign students; forty-six percent of all students were foreign students in 2010.

The university has agreements with Embry–Riddle Aeronautical University, Florida Institute of Technology, University of California, University of Washington and École africaine de la météorologie et de l'aviation civile, and trains the staff of the Agence pour la sécurité de la navigation aérienne en Afrique et à Madagascar. ENAC is a founder of the Institut sino-européen d'ingénierie de l'aviation in Tianjin. The university provides mastère spécialisé programs at the Civil Aviation University of China for Chinese students in airport management, aviation-safety management (airworthiness), aviation-safety management (flight operations) and aviation-safety management (aeronautical maintenance, the latter two in partnership with the Institut supérieur de l'aéronautique et de l'espace). In December 2011, the university signed an agreement with the École des ponts ParisTech and the Mohammed VI International Academy of Civil Aviation to introduce an MBA program in aviation management for aerospace middle management in March 2012 in Casablanca.

Research
ENAC conducts research in accordance with the 1984 law on higher education which mandates that "la formation des ingénieurs ... comporte une activité de recherche, fondamentale ou appliquée" ("engineer training ... contains a research activity, pure or applied"). Research was originally organized around four areas: electronics, automation, computers, and aviation economics. In mid-2009, research teams were in the following laboratories: automatique – recherche opérationnelle (LARA) (automation – operational research), économie – d'économétrie de l'aérien (LÉÉA) (economy – air econometrics), étude – d'optimisation des architectures des réseaux de télécommunications (LÉOPART) (optimization of telecommunications network architecture), électromagnétisme pour les télécommunications aéronautiques (LÉTA) (electromagnetism for aeronautical telecommunications), informatique interactive (LII) (interactive computing), mathématiques appliquées (LMA) (applied mathematics), optimisation du trafic aérien (LOTA) (air-traffic optimization), and traitement du signal pour les télécommunications aéronautiques (LTST) (signal processing for aeronautical telecommunications).

Since 2005, ENAC has had a team specializing in UAVs which maintains and develops Paparazzi, an open-source system for automatic control of UAVs. Infrastructure includes a planetarium and an air-traffic control simulator. ENAC is a founding member of the European Academy for Aviation Safety (EAFAS). During the 2005 Paris Air Show, the university announced a partnership with ONERA in the fields of air traffic management, aviation safety, satellite navigation, sustainable development and aviation economics. At the end of 2011, ENAC established a research organization consisting of six programs (UAVs and air-traffic control, airports, aircraft and air operations, human-computer interaction, air-ground communications and sustainable development) in four laboratories: applied mathematics – optimization – optimal control – control engineering operations research (MAIAA); signal processing – satellite positioning system – electromagnetism – networks (TELECOM); architecture – modeling – engineering of interactive systems (LII), and economics – air transport econometrics (LEEA).

Rankings
National ranking (ranked for its Master of Sciences in Engineering)

Faculty

 * Mélanie Astles, French aerobatics champion

In popular culture
Yann Gozlan's film, Black Box, released in 2021, features as the main character an aeronautical engineer who graduated from ENAC and works for the Bureau of Enquiry and Analysis for Civil Aviation Safety.

title: École nationale de l'aviation civile


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Moon Society

The Moon Society is a space advocacy organization, founded in 2000, and dedicated to promoting large-scale human exploration, research, and settlement of the Moon.

Objectives
The objectives of the Society are:

 * The creation of a spacefaring civilization which will establish communities on the Moon; promotion of large-scale industrialization and private enterprise on the Moon;
 * The promotion of interest in the exploration, research, development, and habitation of the Moon, through the media of conferences, the press, library and museum exhibits, and other literary and educational means;
 * The support, by funding or otherwise, of scholarships, libraries, museums and other means of encouraging the study of the Moon and related technologies;
 * The stimulation of the advancement and development of applications of space and related technologies, encouragement of entrepreneurial development thereof, and promote technology transfer from space to Earth;
 * The bringing together of persons from government, industry, educational institutions, universities, the public press, and other walks of life for the exchange of information about the Moon;
 * Promoting collaboration between various societies and groups interested in developing and utilizing the Moon;
 * Informing the public at large on matters related to the Moon, and;
 * The provision of suitable recognition and honor to individuals and organizations which have contributed to the advancement of the space exploration, research, development, and habitation of the Moon, as well as scientific and technological developments related thereto.

Despite being a non-profit organization, the Moon Society has a strong emphasis on lunar mining, tourism, and other commercial activities. It plans to design and implement the first privately funded and operated lunar base, calling the effort "Artemis Project'.

The Moon Society operates on a basis of educational outreach, friendly cooperation, and collaboration with other space advocacy groups. On May 22, 2005, it became an autonomous affiliate of the National Space Society. Also, the Moon Society has cooperated on a number of fronts with the Mars Society, despite the latter's official and grassroots culture, which tends to view the Moon as a distraction from Mars.

Artemis Moonbase Simulation 1
The Moon Society held its first simulation exercise at the Mars Desert Research Station (MDRS) from February 25 to March 12, 2006. Eight researchers conducted projects aimed at learning about human factors issues related to a Moon mission.

Affiliated publication
The Moon Miners' Manifesto which is provided with membership by the Moon Society has covered topics such as fresh space suit concepts, how Lunar everdark craters can prep us for expeditions to the outer Solar system and waypoints between here and destination Moon.

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

title: Moon Society


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Wikipedia:Articles for deletion/Dragonus Humongous

 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!)  11:31, 19 Jun 2005 (UTC)

Dragonus Humongous
a very minor part of Disney's Adventures of the Gummi Bears, in which even the main characters are not encyclopedic enough to merit more than a redirect page to the series. Burgher 07:25, 8 Jun 2005 (UTC)
 * Delete not notable. The episode in which this minor character does not even have an article.Tobycat 05:31, 11 Jun 2005 (UTC)
 * Delete NN. carmeld1 04:39, 9 Jun 2005 (UTC)
 * Merge with Disney's Adventures of the Gummi Bears as per WP:FICT. -- Lochaber 10:51, 9 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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Vehicle-to-grid

Vehicle-to-grid (V2G) describes a system in which plug-in electric vehicles (PEVs) sell demand response services to the grid. Demand services are either delivering electricity to the grid or reducing the rate of charge from the grid. Demand services reduce the peaks in demand for grid supply, and hence reduce the probability of disruption from load variations. Vehicle-to-load (V2L) and Vehicle-to-vehicle (V2V) are related, but the AC phase is not synchronised with the grid, so the power is only available to "off-grid" load.

Plug-in electric vehicles include battery electric vehicles (BEVs), plug-in hybrids (PHEVs), and hydrogen vehicles. They share the ability to generate electricity which is typically used to power the vehicle. However, because cars spend most of the time parked, their energy remains stored. V2G allows some of this stored power to be sent to the grid, and reduces the need to take power from the grid. A 2015 report found that vehicle owners could receive significant payments by charging their EVs at off-peak times when electricity is cheaper, storing it in their car battery, and selling it back to the grid at peak times when electricity prices are higher.

Batteries have a finite number of charging cycles, as well as a limited shelf-life, so V2G can reduce battery longevity. Battery capacity is a complex function of battery chemistry, charge/discharge rates, temperature, state of charge and age, but is improving as technology improves. Most studies of the effects of V2G on battery life show that slower V2G discharge rates lessen degradation, while one study suggested that using vehicles for grid storage could improve longevity.

Hydrogen fuel cell vehicles (FCV) with tanks containing 5.6 kg of hydrogen can deliver more than 90 kWh of electricity. Vehicle batteries may hold 100 kWh or more.

Uni-directional V2G (UV2G) charging is technically simpler than delivering power from an EV battery, which many PEVs are not equipped to do. , most EVs require a separate inverter than the one used to power the propulsion motors in order to output AC power from the battery. UV2G can be extended by throttling other activities such as air heating and cooling.

History
V2G began as vehicle-to-vehicle (V2V) charging, as introduced by California company AC Propulsion in the early 1990s. Their two-seater Tzero car featured two-way charging. V2G allows charging and discharging between vehicle and grid.

Peak load leveling
V2G vehicles can provide power to help balance grid loads by "valley filling" (charging at night when demand is low) and "peak shaving" (sending power to the grid when demand is high; see duck curve). Peak load leveling supports regulation services (keeping voltage and frequency stable) and provides spinning reserves (to meet sudden demands for power). Coupling these services with "smart meters" enables V2G. V2G could buffer variable power sources by storing excess energy and providing it to the grid during high-load periods.

It has been proposed that public utilities would not have to build as many coal-fired and gas-fired power plants to meet peak demand or as an insurance policy against power outages. Local demand is easily measured, so dynamic load leveling can be provided as needed on a highly local basis.

Carbitrage, a portmanteau of 'car' and 'arbitrage', is sometimes used to refer to the process of buying and selling power stored in a vehicle.

Backup power
Electric vehicles can generally store more than an average home's daily energy demand, and supply emergency power to a home for several days, using vehicle-to-home (V2H) transmission.

Though the concept of V2H charging is simple, putting it into action requires a technologically complex system. Charging stations must integrate software that communicates with the central grid to monitor real-time system demand.

Types
California's grid operator, CAISO, defines four levels of Vehicle-Grid Interface (VGI):

 * 1) Unidirectional power flow (V1G)
 * 2) V1G with aggregated resources
 * 3) V1G with fragmented actor objectives
 * 4) Bidirectional power flow (V2G)

V1G/Unidirectional V2G
V1G involves varying the time and rate at which an electric vehicle is charged. It is also known as unidirectional managed charging services, unidirectional V2G or "smart charging". V1G approaches include charging in the middle of the day to absorb solar power that would otherwise be discarded (load shedding) and varying the charge rate to provide frequency response or load balancing services.

Bidirectional local V2G (V2H, V2L, V2B, V2X)
Vehicle-to-home (V2H), vehicle-to-load (V2L), vehicle-to-vehicle (V2V), and vehicle-to-building (V2B)—sometimes collectively termed vehicle-to-everything (V2X)—use the vehicle to provide power during a power outage or to displace grid energy with energy from possibly other energy sources stored in the vehicle's battery. The source energy may be renewable; for example, vehicles charged using solar power at work during the day could power a home through the night, without pulling power from the grid.

By 2022, V2X had not yet reached market deployment, except in Japan where commercial V2H solutions have been available since 2012. In 2022, Utrecht was installing thousands of bidirectional chargers in anticipation of the arrival of vehicles that support bidirectional energy flows.

By 2023, several vehicles supporting V2X energy transfer had come onto the market. The Ford F-150 Lightning supports 9.6 kW of V2L or V2H power. Tesla began deliveries of a new light truck Cybertruck offering 11.5 kW of V2H or V2L capability.

Bidirectional V2G
V2G allows vehicles to supply electricity to the grid, with energy paid for by the operator of the utility or transmission system. In many jurisdictions meeting power demands during periods of peak demand is much more expensive than at other times. Power from EVs is potentially a cheaper alternative. In addition, EV power can facilitate ancillary services such as load-balancing and frequency control, including primary frequency regulation and secondary reserve.

V2G requires specialized hardware (such as bidirectional inverters), has significant energy losses and limited round-trip efficiency, and the charge/discharge cycling may shorten battery life. A 2016 V2G project in California was done as a pilot by Southern California Edison and found that revenues from the project were lower than project administration costs, eliminating its economic benefits.

Bidirectional DC-charging
EVs typically allow fast DC-charging, with the transformer in a charging station connected directly to the vehicle battery. Technology is being developed for bidirectional DC-charging to and from the station, without needing extra hardware in the car, having the DC-to-AC converter in the station. In principle, EVs without hardware support for V2G could gain bidirectionality capability with only a software upgrade.

Efficiency
Most modern EVs use lithium-ion cells that offer round-trip efficiency greater than 90%. Efficiency depends on factors like charge rate, charge state, battery state of health, and temperature. Most energy losses are from system components other than the battery, particularly power electronics such as inverters. One study found round-trip efficiency for V2G systems in the range of 53% to 62%. Another study reported efficiency of about 70%. Overall efficiency depends on many factors and can vary widely.

Implementation by country
According to a study by the U.S. Department of Energy (DOE), the increasing use of plug-in electric vehicles and other electricity-dependent technologies could increase the strain on US power grids by as much as 38% by 2050. Coping with this heightened demand presents a significant challenge for both power companies and government agencies.

United States
In July 2022, eight electric school buses in the San Diego Gas & Electric (SDG&E) service territory were part of a five-year pilot V2G project to boost reliability during electricity failures. Using V2G software from Nuvve, the bus batteries are aggregated with others in a nearby school district to form a participating resource under the Emergency Load Reduction Program (ELRP), which was initiated in 2021 by the California Public Utilities Commission. SDG&E, Pacific Gas and Electric and Southern California Edison to manage the pilot.

In September 2022, the BIDIRECTIONAL Act was introduced in the US Senate, to "create a program dedicated to deploying electric school buses with bidirectional vehicle-to-grid (V2G) flow capability”.

In North America, at least two major school-bus manufacturers—Blue Bird and Lion—are working on proving the benefits of electrification and V2G technology. As of 2020, school buses in the U.S. used $3.2B of diesel a year. Their electrification could help to stabilize the electricity grid, lessen the need for power plants, and reduce gas and particulate pollution and carbon dioxide from exhaust emissions.

In 2017, at the University of California San Diego, V2G technology provider Nuvve launched a pilot program called INVENT, funded by the California Energy Commission, with the installation of 50 V2G bidirectional charging stations around the campus. The program expanded in 2018 to include a fleet of PEVs for its Triton Rides shuttle service.

In 2018 Nissan launched a pilot program under the Nissan Energy Share initiative in partnership with V2G systems company Fermata Energy to use V2G technology to partially power Nissan North America's headquarters in Franklin, Tennessee. In 2020 Fermata Energy's bidirectional electric vehicle charging system became the first to be certified to the North American safety standard, UL 9741, the Standard for Bidirectional Electric Vehicle (EV) Charging System Equipment.

Japan
Japan planned to spend $71.1 billion to upgrade existing grid infrastructure. Average Japanese homes use 10 to 12 kWh/day. The Nissan Leaf's 24 kWh battery capacity, could provide up to two days of power.

In November 2018 in Toyota City, Aichi Prefecture, Toyota Tsusho Corporation and Chubu Electric Power Co., Inc initiated V2G demonstrations with electric vehicles. The demonstration examined how V2G systems balance demand and supply and power grid impacts. Two bidirectional charging stations, connected to a V2G aggregation server managed by Nuvve Corporation, were installed at a parking lot in Aichi Prefecture.

Denmark
The Edison Project intends to install enough turbines to accommodate 50% of Denmark's total power needs, while using V2G to protect the grid. The Edison Project plans to use PEVs while they are plugged into the grid to store additional wind energy that the grid cannot handle. During the hours of peak energy use, or when the wind is calm, the power stored in these PEVs will be fed into the grid. To aid in the acceptance of PEVs, zero emission vehicles received government subsidies.

Following the Edison project, the Nikola project was started which focused on demonstrating V2G technology in a laboratory setting at the Risø Campus of the Technical University of Denmark (DTU). DTU is a partner along with Nuvve and Nissan. The Nikola project was completed in 2016, laying the groundwork for the Parker project, which used a fleet of EVs to demonstrate the technology in a real-life setting. This project was partnered by DTU, Insero, Nuvve, Nissan and Frederiksberg Forsyning (a Danish distribution system operator in Copenhagen). The partners explored commercial opportunities by systematically testing and demonstrating V2G services across car brands. Economic and regulatory barriers were identified as well as the economic and technical impacts of the applications on the power system and markets. The project started in August 2016 and ended in September 2018.

United Kingdom
Starting in January 2011, programs and strategies to assist in PEV adoption were implemented.

In 2018, EDF Energy announced a partnership with Nuvve, to install up to 1,500 V2G chargers. The chargers were to be offered to EDF Energy's business customers and at its own sites to provide up to 15 MW of energy storage capacity.

In October 2019, a consortium called Vehicle to Grid Britain (V2GB) released a research report on the potential of V2G technologies.

Poland
Solaris opened a Charging Park in Bolechowo, Poland on September 29, 2022 intended to test charging and discharging of EVs.

Australia
Since 2020, the Australian National University's (ANU) Realising Electric Vehicle-to-grid Services (REVS) team has been studying the reliability and viability of V2G at scale, spinning off the Battery Storage and Grid Integration Project initiative.

In 2022 the first V2G charger became available to purchase in Australia, but delays in rolling them out occurred due to regulatory processes, each State Power Authority needing to certify them as compliant (following Australian government approval). There has also been limited uptake due to high prices and very few EVs being approved to use V2G (at 2023, only the Nissan Leaf EV and some Mitsubishi hybrid EVs). This roll-out follows ANU researchers' production of a comprehensive review of international V2G projects.

Germany
A project in Germany by The Mobility House in partnership with Nissan and TenneT used the Nissan Leaf to store energy, the main idea being to generate an essential solution for the German energy market: wind energy from the north of the country is used to charge the EVs while EVs supply the grid during demand peaks, reducing the use of fossil fuels. The project used ten vehicle charging stations. Smart energy redistribution measures were controlled by software. The results showed that electromobility can be used to flexibly control renewable generation sources that vary with the climate.

Edison
Denmark's Edison project, an abbreviation for 'Electric vehicles in a Distributed and Integrated market using Sustainable energy and Open Networks', was a partially state funded research project on the island of Bornholm in Eastern Denmark. The consortium included IBM, Siemens, the hardware and software developer EURISCO, Denmark's largest energy company Ørsted (formerly DONG Energy), the regional energy company Østkraft, the Technical University of Denmark and the Danish Energy Association. It explored how to balance the unpredictable electricity loads generated by Denmark's wind farms, then generating approximately 20 percent of the country's electricity, by using PEVs and their accumulators. The aim of the project was to develop necessary infrastructure. At least one rebuilt V2G-capable Toyota Scion will be used in the project. The project was important in Denmark's efforts to expand its wind-power generation to 50% by 2020. According to a source of the UK newspaper The Guardian, 'It's never been tried at this scale' previously. The project concluded in 2013.

E.ON and gridX
In 2020, the utility company E.ON developed a V2H solution with gridX. The two companies implemented their solution in a private household to test the interaction of a photovoltaic (PV) system, battery storage and bidirectional charging. The house is equipped with three batteries with a combined capacity of 27 kWh, a DC charger and a PV system of 5.6 kWp (kilowatt-peak). A 40 kWh Nissan Leaf was used.

Southwest Research Institute
In 2014, Southwest Research Institute (SwRI) developed the first V2G aggregation system qualified by the Electric Reliability Council of Texas (ERCOT). The system allows owners of electric delivery truck fleets to participate. When the grid frequency drops below 60 Hertz, the system suspends vehicle charging, removing that load on the grid, allowing the frequency to rise towards normal. The system operates autonomously.

The system was originally developed as part of the Smart Power Infrastructure Demonstration for Energy Reliability and Security (SPIDERS) Phase II program, led by Burns and McDonnell Engineering Company, Inc. In November 2012, SwRI was awarded a $7 million contract from the U.S. Army Corps of Engineers to demonstrate V2G. In 2013, SwRI researchers tested five DC fast-charge stations. The system passed integration and acceptance testing in August 2013.

Delft University of Technology
Prof. Dr. Ad van Wijk, Vincent Oldenbroek and Dr. Carla Robledo, researchers at Delft University of Technology, in 2016 conducted research on V2G technology with hydrogen FCEVs. Both experimental work with V2G FCEVs and techno-economic scenario studies for 100% renewable integrated energy and transport systems were done, using hydrogen and electricity as energy carriers. A Hyundai ix35 FCEV was modified to deliver up to 10 kW DC power while maintaining road readiness. With Accenda they developed a V2G unit converting the vehicle's DC power into 3-phase AC power and injecting it into the grid. The Future Energy Systems Group tested whether FCEVs could offer frequency reserves.

University of Delaware
Kempton, Advani, and Prasad conducted V2G research. Kempton published articles on the technology and the concept.

An operational implementation in Europe was conducted through the German government-funded MeRegioMobil project with Opel as vehicle partner and utility EnBW providing grid expertise. Other investigators are the Pacific Gas and Electric Company, Xcel Energy, the National Renewable Energy Laboratory, and, in the United Kingdom, the University of Warwick.

In 2010, Kempton and Poilasne co-founded Nuvve, a V2G solutions company. The company formed industry partnerships and implemented V2G pilot projects on five continents.

Lawrence Berkeley National Laboratory
Lawrence Berkeley National Laboratory developed V2G-Sim, a simulation platform used to model spatial and temporal driving and charging behavior of individual PEVs on the grid. Its models investigate the challenges and opportunities of V2G services, such as modulation of charging time and charging rate for peak demand response and utility frequency regulation. Preliminary findings indicated that controlled V2G service can provide peak-shaving and valley-filling services to balance daily electric load and mitigate the duck curve. Uncontrolled vehicle charging was shown to exacerbate the duck curve.

V2G-Sim reported that, assuming daily V2G service from 7pm to 9pm at a charging rate of 1.440 kW over ten years, V2G would have minor battery degradation impacts on PEVs compared with cycling losses and calendar aging, incremental capacity losses being 2.68%, 2.66%, and 2.62% respectively.

Nissan and Enel
In May 2016, Nissan and Enel power company announced a collaborative V2G trial in the United Kingdom. The trial used 100 V2G charging units including Nissan Leaf and e-NV200 electric vans.

University of Warwick
WMG, University of Warwick and Jaguar Land Rover collaborated with the Energy and Electrical Systems group of the university. They analysed commercially available PEVs over a two-year period. Using a model of battery degradation, they discovered that, for typical driving patterns, some patterns of V2G storage were able to significantly increase battery longevity compared with conventional charging strategies.

Drawbacks
The more a battery is used the sooner it needs replacing. As of 2016, replacement cost was approximately one-third of the cost of the car. Batteries degrade with use. JB Straubel, then chief technology officer of Tesla Inc, discounted V2G, claiming that battery wear outweighs economic benefit. A 2017 study found decreasing capacity, and a 2012 hybrid-EV study found minor benefit.

A 2015 study found that economic analyses favorable to V2G failed to include many of the less obvious costs associated with its implementation. When these less obvious costs were included, the study reported that V2G was an economically inefficient solution.

Another common criticism related to efficiency is that cycling power into and out of a battery, which includes "inverting" the DC power to AC, inevitably incurs energy losses. This cycle of energy efficiency may be compared with the 70–80% efficiency of large-scale pumped-storage hydroelectricity.

Power companies must be willing to adopt the technology in order to allow vehicles to give power to the power grid. For vehicles to power the grid cost-effectively, "smart meters" are essential.

title: Vehicle-to-grid


text: Category:Defunct magazines

title: Category:Defunct magazines


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User:TreyHarris/monobook.js

// User:Lupin/popups.js - please include this line

if (navigator.userAgent.toLowerCase.indexOf('safari') == -1) { // User:Lupin/popups.js - please include this line mw.loader.load(            'https://en.wikipedia.org/w/index.php?title=User:Lupin/popups.js'             + '&action=raw&ctype=text/javascript&dontcountme=s'); }

title: User:TreyHarris/monobook.js


text:
Category:Military leaders of the Taiping Rebellion

Generals and other military leaders of the Taiping Rebellion.


text:
Wikipedia:Featured article candidates/Yom Kippur War

Yom Kippur War
I'm actually pretty proud of this one. I spent the last two weeks fixing it up, adding references and quotations, 'etc. See the difference for yourself -- before and after. It's detailed, and one of the few articles on the Arab-Israeli conflict that doesn't have the obligatory tag. →Raul654 07:31, Jun 8, 2005 (UTC)
 * Comment: I think this article needs a separate references section that is easily navigation, and this should probably be done with a numbered notes and references system. Otherwise, this looks a very good article. If the referencing system is addressed, I'll have a full read and vote on this FAC. Thanks. Harro5 08:03, Jun 8, 2005 (UTC)
 * I've gone ahead and added a references section. →Raul654 08:16, Jun 8, 2005 (UTC)
 * Support. A NPOV account of a major war in the Arab world, and a very well complied reference for those interested. Well done all contributors. Thanks to Raul for the references section as requested. Harro5 08:41, Jun 8, 2005 (UTC)
 * Support, however, I'd like to see the references formatted according to the guidelines (specifically, the websites in the "References" section should include retrieval dates and more precise source information; web pages are inherently dynamic. Nice work. Phil s 20:31, 8 Jun 2005 (UTC)
 * Suport. It is now about as comprehensive as an overview article is going to get. - SimonP 13:27, Jun 13, 2005 (UTC) Object it has very little on the Egyptian motivation to attack Israel and nothing on why the Syrians decided to join them. As I understand it there were important domestic concerns in Egypt that contributed to the war. In the months prior, for instance, there were major student protests against the government. - SimonP 22:27, Jun 8, 2005 (UTC)
 * The primary motivation for the war (which the article says both in the introduction and again in the background section) was unquestionably the recovery of the territory lost during the Six day war. Anyone who says otherwise is flatly wrong. For Sadat in Egypt, there has been speculation that, even before the war was fought, he wanted to jump-start the peace process (because, the speculation goes, he realized that Egypt could not maintain, socially or economically, a hostile position towards Israel indefinitely). As far as the motivations in their own words --- since neither Sadat nor Assad ever published memoirs, their "true" motivations can only be speculated at. →Raul654 22:43, Jun 8, 2005 (UTC)
 * Actually Sadat's autobiography is widely available in English and it would present a valuable, if biased, extra opinion. - SimonP 22:45, Jun 8, 2005 (UTC)
 * Also I think you are failing to take alternate views seriously enough. Here's a quote from William L. Cleveland's A History of the Modern Middle East, which is a pretty standard introduction to the subject: Sadat's presidency had achieved little after two years. The measure of despair that affected Egypt generally was reflected in 1972 and early 1973 in outbreaks of student demonstrations that stood as criticisms of the government's apparent lack of resolve. If Egypt could show that Israeli military might was not as all-powerful as assumed, then perhaps the United States could be persuaded to enter the negotiating process and work to soften Israel's hard-line position. In pursuit of this aim, Sadat, with Syria as an ally, undertook the war as an instrument of diplomacy. (pg. 365) - SimonP 22:55, Jun 8, 2005 (UTC)
 * I've added a paragraph to the background about the unrest within the nation. Also, as to Sadat's biography - based on the reivews, it seems to only cover the period on his rise to power and his motivations for making peace with israel. It doesn't mention the war at all. Also, in the bibliography for my book -- ''"The Arab side of the war is poorly documented. A notable exception is the war diary of the Egyptian cheif of staff, Gen Saad el Shazly. Unfortunately, books by other Egyptian generals published in english are heavily laden with fantasy, but interviews granted by General Gamasy and Egyptian intelligence officers to the Israeli press offer valuable information... There is nothing authoratiative at all from the Syrian side but light is shed on military aspects by outside sources. These includes an official Iraqi report on the Syrian front - one of the most straightforward arab accounts of the war." →Raul654 23:08, Jun 8, 2005 (UTC)
 * You're changes look good, but I want to make sure this is comprehensive before I support it. I'm going to the library tomorrow and will try to see if there is anything more on this issue. I'll double check Sadat's autobiography and I believe Moshe Maoz's Syria and Israel: From War to Peacemaking might be the best source to find something on Syria. Cleveland gets the student protest information from Ahmed Abdallah's The Student Movement and National Politics in Egypt, unfortunately this book is available in neither of the university libraries I have access to. - SimonP 00:05, Jun 9, 2005 (UTC)
 * I've finished my research. I have added some notes to the talk page of the article before making any changes. - SimonP 23:34, Jun 9, 2005 (UTC)
 * Comment: For an article of a war that doesn't date back very far it has an astonishing lack of pictures of the war itself - aren't there any, or is this a matter of copyright issues that prohibit it to include some? Themanwithoutapast 22:37, 8 Jun 2005 (UTC)
 * You said it yourself -- there aren't any non-copyrighted pictures available. →Raul654 22:43, Jun 8, 2005 (UTC)
 * Well, you can even find some non-copyrighted material on wikipedia related to the Yom Kippur War: pic, and in general the fair use-doctrine is quite generous, so with the right justification it's possible to include photos of e.g. a tank, some soldiers or other images related to the article. Themanwithoutapast 01:30, 9 Jun 2005 (UTC)
 * Actually, the picture you are referring to is this one, which clearly indicates that it is copyrighted. →Raul654 01:41, Jun 9, 2005 (UTC)
 * Well, the use of this pic falls under the fair use doctrine as indicated on the talk page of the pic. Where is the problem? Themanwithoutapast 01:51, 9 Jun 2005 (UTC)
 * Stuffing an article with "fair use" copyrighted image doesn't exactly exemplify the best of Wikipedia. Phil s 05:35, 9 Jun 2005 (UTC)
 * I've gone ahead and two (fair-use) pics; one of the combat in the Golan and one of combat in the Sinai. →Raul654 05:41, Jun 9, 2005 (UTC)
 * Comment: Just curious, why are all of the references Israeli sources? --Tabor 07:10, 9 Jun 2005 (UTC)
 * Look up, at my reply to Simon, re: "The Arab side of the war is poorly documented..." →Raul654 07:14, Jun 9, 2005 (UTC)
 * Support. Well written, comprehensive, as NPOV as one can get with Israel-Arab (the lack of a POV tag is a great compliment to the article). Well referenced, lots of important stats, inclusion of all major fronts - inclduing Sea - was welcome. Maybe more about the American airdrop, but aprat from that well worthy of Featured Article status --Batmanand 14:19, 9 Jun 2005 (UTC)
 * Minor object. Technical issues: remove external links from main body, transform into notes. Add a picture to the warbox. Merge 4 lead paras into 3, as specified by Lead. Can stubbish sections 'at sea', 'Participation by other Arab states' be expanded a little? Also, their paras are one-two sentences, consider merging. After those minor points are adressed, I'll support. --Piotr Konieczny aka Prokonsul Piotrus Talk 00:59, 10 Jun 2005 (UTC)
 * (1) Done (2) A picture in the warbox is not part of the standard, as far as I can tell (3) Done (4) There's really not a whole lot more to say about the war at sea -- there was one battle, and it's already described and its individual article linked; as far as participation by other arab states -- there were two big players (Syria and Egypt), two minor players (Iraq and Jordan), and those are described in great detail in the article; the contributions by the rest were small enough that there's really not a whole lot more to say than what is in that small section →Raul654 22:05, Jun 10, 2005 (UTC)
 * If they cannot be expanded anymore, then so be it, it was just a suggestion. What template are you using? It might need to be merged with Template:Warbox. Anyway, pic in lead is nice and thus I think there should be one in the warbox. I'll support when I see a pic in lead. --Piotr Konieczny aka Prokonsul Piotrus Talk 10:34, 11 Jun 2005 (UTC)
 * Support A good survey, though it could be more engaged in some of the international relations literature, which is at the root of some of the problems noted by SimonP. 172 06:19, 13 Jun 2005 (UTC)


text:
Talk:Jake Baker

I'll be back
Hello, sorry that I left this so incomplete - I'm tired. Perhaps more interested parties would like to help clean it up? I'll be on later to do more work. Conradrock 07:32, 8 Jun 2005 (UTC)

Merged to United States v. Baker
Jake Baker is non-notable outside of this case. The article was therefore merged to United States v. Baker on October 12, 2007, per WP:BLP1E. A "Mergeto" tag had been on the article for the prior two months with no objections raised. Iamcuriousblue 17:13, 15 October 2007 (UTC)

title: Talk:Jake Baker


text:
Rojhan

Rojhan  is a city and headquarters for Rojhan Tehsil in Rajanpur District, Punjab, Pakistan. It is the headquarter of Mazari (tribe).

title: Rojhan


text:
Talk:Amen.

Date
The French wikipedia says it was filmed in 2001 IMDB says it's 2002 the realisator's page says it's 2003.

WTF ?

Ok, let's take the average ^-^ Flammifer 07:34, 8 Jun 2005 (UTC)

Check your sources
Amen is a Greek word, not a Hebrew.--205.215.119.4 (talk) 12:49, 6 October 2008 (UTC) No, no and no. The greeks took the hebrew word AMEN which is related to Emunah, faith, confidence. AMEN is definitely hebrew which is the older lamguage than greek. Actually is AMEN one of the Names of G-d, The Creator. — Preceding unsigned comment added by 80.131.45.137 (talk) 19:45, 2 May 2012 (UTC)

Historical value
The article should maybe consider providing relevant criticism of the film's historical value, especially since it has apparently created a cultural phenomenon of people uncritically taking the movie at face value, without ever really questioning whether Pius XII may really have been a Darth Vaderish accomplice to the entire Nazi regime and its crimes against humanity. It doesn't really help when you have several modern historians such as John Cornwell, Saul Friedlander and Michael Phayer who are willing to paint an excessively bleak picture of the late pontiff in order to advance their own personal agendas of imposing changes on the modern Roman Catholic Church. Much of this negative historiography has alrwady been critcized by other historical writers in books like The Myth of Hitler's Pope by rabbi David G. Dalin. ADM (talk) 17:51, 26 July 2009 (UTC)

Fair use rationale for Image:Amen-poster01.jpg
Image:Amen-poster01.jpg is being used on this article. I notice the image page specifies that the image is being used under fair use but there is no explanation or rationale as to why its use in this Wikipedia article constitutes fair use. In addition to the boilerplate fair use template, you must also write out on the image description page a specific explanation or rationale for why using this image in each article is consistent with fair use.

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

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

BetacommandBot (talk) 19:06, 13 February 2008 (UTC)

Expansion
I added information about the plot, I dont think it needs to be requesting expansion anymore--Pace2Pace (talk) 03:56, 13 May 2015 (UTC)

title: Talk:Amen.


text:
Delhi Public School, Ranchi

Delhi Public School, Ranchi is a higher secondary school in the city of Ranchi, Jharkhand, India. It was established on 17 July 1989. The school is a co-educational institution recognised by the Directorate of Education and affiliated to Central Board of Secondary Education under All India 10+2 pattern. It is managed by the Delhi Public School Society.

History
"Service Before Self" is the motto of the school. The students of the school are referred to as "dipsites". On 24 June 2009, APJ Abdul Kalam visited the school campus and interacted with the students. The school hosted the National Inter DPS Multi Sports Meet for girls in October 2011.In 2018 DPS started humanities stream. The subjects for humanities are economics, political science, History and sociology.

The acting principal of the school is Dr R.K. Jha.

Location and Campus
The school is located in the SAIL Satellite Colony, Ranchi. School has strength of more than 4750 students and has 40 buses that provide a mode of conveyance. The campus is spread in 20 acres and has a large playground whereas three other small playgrounds.

title: Delhi Public School, Ranchi


text:
Walsworth

Walsworth is a part of the town of Hitchin in Hertfordshire, England. It was originally a village about a mile north east of the town, and later became incorporated into it, although it is still referred to as a village by some locals. Hitchin Walsworth is one of five wards for the purposes of electing councillors to North Hertfordshire District Council. The ward includes the Purwell neighbourhood, south of Walsworth, which is named after the River Purwell.

Walsworth comes under the control of North Hertfordshire District Council with three elected Labour councillors, Kay Tart, Mike Hughson and Elizabeth Dennis.

Amenities
Walsworth has a primary school, Highover Primary School, and a community centre. Another primary school, Purwell JMI is within the ward, in the Purwell neighbourhood.

Walsworth has two pubs: The Millstream (formerly known as the Ship) on Cambridge Road next to the River Purwell, and the Anchor also on Cambridge Road, about 100 m to the East of the Millstream. Both pubs have been renovated in recent years. A third pub, The Sailor (formerly the Sailor Boy) on Woolgrove Road, opposite a playing field (Walsworth Common) was closed in 2013. On 29 May 2015, it caught fire, shortly after which the local council approved plans to change the site into flats and a convenience store.

St Faith's Church lies at the centre of the ward at the crossroads on the A505 with Willian Road and Woolgrove Road, built in the 1890s by the Rev'd Gainsford as a Mission Church.

Governance
Walsworth was part of the ancient parish of Hitchin. It became a separate civil parish under the Local Government Act 1894, which stipulated that parishes could not straddle urban and rural districts. The parts of Hitchin parish outside the Hitchin Urban District therefore became the parishes of Langley, Preston, and Walsworth, with effect from the first parish meetings on 4 December 1894. The three rural parishes were included in the Hitchin Rural District. Walsworth ceased to be a separate civil parish in 1921, with the area being absorbed into Hitchin Urban District on 1 April 1921. In 1911 the parish had a population of 592. Walsworth has since then been administered as part of the town of Hitchin, although gives its name to one of the town's five electoral wards on North Hertfordshire District Council.

Culture
The Walsworth community festival takes place each May on Walsworth Common. Run by volunteers, it is held on a Sunday in the middle of the month. The Festival has been running since 1974, and has charity stalls, funfair rides and refreshments as well as live entertainment in the form of arena events and a music tent.

Nature
There is a nature reserve and recreational area at Purwell Meadows. The areas alongside the River Purwell were once notorious for regular flooding although in recent years, drainage improvements associated with house building appear to have alleviated the problem. However, heavy rain has caused flooding at the Walsworth cross roads as recently as September 2011, causing the road to be closed by the college. Flooding to a depth of approximately 8 cm affects the entrance of Chaucer Way with the meadows adjoining Chaucer Way and Purwell Lane regularly becoming flooded to a depth of 20 cm. Since the construction of housing along the flood plain, the river can completely dry up during periods of drought.

title: Walsworth


text:
Betty Ann Grove

Betty Ann Grove (September 9, 1929 – November 13, 2015 ) was an American actress and singer.

Early years
Grove was born in Cambridge, Massachusetts. Her mother was "an exhibition ballroom dancer" who performed with Ray Bolger and Jack Haley, among others. Grove took her first dancing lessons at age 4 and at 11 was performing professionally by singing and dancing for service clubs in Cambridge.

She attended Longfellow Grammar School and Cambridge High and Latin School. As a high school student, she performed for department stores' fashion shows in Boston.

Stage
In 1950, Grove debuted on Broadway in the 1948 original production of Kiss Me, Kate, playing Lois Lane/Bianca, a lead role that was originated by Lisa Kirk (whom she replaced). She appeared on Broadway in three other shows as well: The 1968 original production of George M!; the 1979 original production of I Remember Mama; and the 1983 revival of On Your Toes.

Television
Grove's network television debut came on The Ed Sullivan Show in 1949. That same year, after three auditions, she became the featured singer on ABC-TV's Stop the Music. A 1951 review of Stop the Music emphasized the "showmanly flair of Miss Grove and [Bert] Parks." In a 1952 magazine article, Parks described Grove's activities during five months in 1950 when she was in both Stop the Music on TV and Kiss Me Kate on Broadway: "At 7:30 every Thursday night she would rush into a dressing room at ABC's Ritz Theatre on West 48th Street, change into her TV costume, tear on stage for her numbers, change again into her first act Kiss Me Kate togs, make a beeline for the Shubert Theatre on West 44th Street, arriving just in time for her on-stage cue. All this following a full day of rehearsing. But audiences never had a hint of her exhausting routine, and night after night her 'True To You In My Fashion' and 'Why Can't You Behave' were show stoppers."

In 1952, Grove had her own summer replacement program (filling in for Kate Smith's program). She teamed with Merv Griffin in 1954 to co-star in Song Snapshots on a Summer Holiday, the twice-weekly summer replacement for Jo Stafford's program on Tuesdays and Jane Froman's program on Thursdays.

Grove was on The Big Payoff for four years. She said that she resigned from Payoff because "I was getting so lazy, that I knew if I didn't make the break now, I'd be too weak to do it later." She also appeared on such television programs as The Bert Parks Show, The Red Buttons Show and Ozark Jubilee.

Personal life
On September 17, 1955, Grove married Ed Brown, an advertising executive.

She died on November 13, 2015, at the age of 86.

Partial discography

 * Waltzing Down the Aisle/I Had a Heart When I Came In (1955 Major 141)
 * Stolen Love/You I'm Gonna Marry (1956 Jubilee 5260)
 * Your High School Key/The Closer You Are (1956 Jubilee 5254)

title: Betty Ann Grove


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Honda EV Plus

The Honda EV Plus was an experimental electric vehicle which was the first battery electric vehicle from a major automaker that did not use lead acid batteries. Roughly 340 EV Plus models were produced and released. Production of the EV Plus was discontinued in 1999 after Honda announced the release of its first hybrid electric vehicle, the Honda Insight.

The EV Plus served to test advanced battery chemistry in an electric car and also met California Air Resources Board requirements for zero-emission vehicles, like the General Motors EV1. It also tested the pancake-style motor, electronic control unit, power control unit and the Nickel–metal hydride battery (NiMH) later used in Honda hybrids and developed further in the first Honda FCX Fuel Cell Vehicles, which were rebuilt from returned (decommissioned) EV Plus chassis.

Development
Honda began development of an electric vehicle (EV) in April 1988, inspired in part by the General Motors Sunraycer, which won the World Solar Challenge in 1987, and with an intent to meet increasingly stringent future emissions standards. The first electric vehicle team at Honda had just four people. At the time, Honda was the last automotive company in Japan to start work on electric vehicles.

Early obstacles were discovered; electric traction motors that were powerful or efficient were too large to fit, energy storage density using existing lead-acid technology was similarly too low, and the time required to recharge was inconvenient. Besides the technical challenges, California issued a Zero Emission Vehicle (ZEV) mandate in late 1990, requiring manufacturers to sell 2% of their total sales as ZEVs, starting in 1998. With that in mind, Honda devoted approximately 100 employees to begin full-scale EV development early in 1991.

A first prototype was designed, based on the existing three-door hatchback Civic, retrofitted with commercially available electric motor and lead-acid batteries, and modified with numerous weight-saving measures, including aluminum body panels and acrylic plastic windows; it was completed in July 1991 and ran without issues. Although EV project team members were relieved that it was operable, project leader Junichi Araki was furious: "You call this a car? What the heck did you just make? Why don't you just dig a hole, and bury it!" Over the next two hours, Araki explained his anger: the finished product was a shameful compromise and merely an excuse for Honda's inexperience with EVs. "As long as we continue trying a variety of measures in a project, each car we produce must constitute a learning experience that leads to the next step. If a car doesn't lead to greater experience, we might as well not build it. I was so disappointed that they hadn't put more passion into the project." The team refocused their goal "to make a good electric vehicle, with no compromises."

As an example, the Honda EV project's powerplant team began working with battery manufacturers, proposing a battery format and size that were later adopted as a global standard. In addition, they began developing their own DC brushless motor, since commercially available motors were not efficient enough. By June 1992, Honda had begun development of a purpose-built prototype, which led to the EV-X, a working concept vehicle exhibited at Tokyo in 1993, then powertrain testing with the Clean Urban Vehicle-4 (CUV-4), a converted Civic hatchback, gathering test data starting in August 1994. Over the next two years, the fleet of ten CUV-4s would be driven for an aggregate 80000 mi in partnership with California utilities Pacific Gas & Electric (operating five) and Southern California Edison (three).

These tests convinced Honda that lead-acid batteries were unsuitable as the main storage for a production-level electric vehicle. The CUV-4 had a limited range of just 40 to 50 km, prompting tweaks to the basic vehicle specifications that were later realized in the EV Plus, including battery voltage, chemistry, and motor power. A prototype EV Plus was assembled in December 1995, and production was approved in January 1996; the first production EV Plus left the line at Takanezawa in April 1997.

Features
The EV Plus featured on-board conductive charging with the Avcon connector, passive battery balancing, regenerative braking and deceleration, AC/heat pump climate control, HID headlights, 4 seats, and electrically heated windshield. The car was equipped with an oil-fired heater for faster cabin heating and passenger comfort, but the heater was not operable until the ambient temperature was below 40 F to comply with California ZEV standards. The heater had an output of 7 kW.

The EV Plus came with a 12 V battery to power standard automotive accessories and lighting.

Vehicles also featured:
 * CD player
 * Power windows
 * Power door locks
 * Remote key fob controlled Air conditioning
 * Electrically heated windshield

Performance

 * Track Front/Rear: 59.1in/58.7in (150cm/149cm)
 * Drive Train: Front-wheel drive
 * Occupants: Four
 * Transmission: Single speed with reverse
 * Charger: On-board conductive
 * Recharge: 8 hours with 240V charger, 35 hours with 120V emergency charger.
 * Acceleration: 4.9s (0–30mph)
 * Maximum Speed: 80+mph (130km/h)
 * Colors: dark green, bronze, silver

The traction motor output rating was 49 kW at 8,750 RPM and 203 lbft.

Battery capacity was 28.7kWh; the battery weighed 486.1 kg and occupied a volume of 292 L. Using a 120V "emergency" charger, approximately 24 hours were required for a complete charge; in contrast, the 240V charger was able to restore 80% of charge in 2 hours. Under instrumented testing, the EV Plus required approximately 7 hours to fully charge its battery at a rate of just over 5kW.

At introduction, Honda cautioned potential drivers that actual driving range was limited to 60 to 80 mi. Southern California Edison tested a Honda EV Plus at Pomona, California and determined the range was between 78.8 mi (freeway loop, with auxiliary loads) to 105.3 mi (urban loop, without auxiliary loads). As with virtually all vehicles, range was affected by driving style: rapid acceleration, high speeds, and fast stops lowered the all-electric range significantly. United States Environmental Protection Agency rated the range at 81 mi, and careful driving would give it a range of just over 100 mi. Consumption is rated at 710 Wh/mi; using an electricity equivalent of 33.7kWh per gallon of gasoline, that gives an equivalent efficiency of 48 mpgUS combined, 49 / city/highway.

A race-prepared EV Plus set a new record for electric vehicles at the Pikes Peak International Hill Climb in 1999 by finishing in 15:19.91. The special EV Plus, prepared and driven by Teruo Sugita, had been converted to mid-engine, rear-wheel drive and fitted with extra batteries.

Sales and production
The EV Plus was listed with an MSRP of $53,999, but Honda never allowed them to be sold, instead offering the cars on a 3-year, lease-only program for $455.00 per month. The cost of the battery pack alone was estimated at US$20000 1997, and consumers were warned the battery would need to be replaced every three years, necessitating the lease program. Lease customers were required to install a 220-volt charger. The lease cost included comprehensive and collision coverage, all maintenance, and roadside assistance.

The EV Plus was first available to California drivers starting on May 14, 1997, with four dealerships (three in Southern California and one in Sacramento) offering the new model; eight were leased within a week of release. By December, only 79 had been leased. From May 1997 to July 1998, Honda leased 177 EV Plus vehicles in southern California. In 1998 additional dealerships were authorized in northern California. 15 EV Plus vehicles were leased to the University of California, Riverside as the basis of a car-sharing program; on average, 100 trips per day were taken by faculty, staff, and students, with most trips lasting less than 4 mi. The final EV Plus was assembled in April 1999; in total, approximately 325 were leased to customers: 300 in the United States, 20 in Japan, and 5 in Europe.

At the time Honda announced it would discontinue production, it promised to continue to re-lease and service the EV Plus indefinitely. Honda allowed some customers to extend their EV Plus lease for a few years. At the end of the leases, all EV Plus cars were taken back by Honda, decommissioned, and eventually destroyed, shown on camera in a PBS program and depicted in a scene from the documentary Who Killed the Electric Car?. A few Honda EV Plus chassis were used as the base for some of Honda's first hydrogen fuel cell vehicle prototypes.

The platform and drivetrain of the EV Plus were reused for the Honda FCX, a fuel cell vehicle. Instead of the high-voltage traction battery of the EV Plus, the FCX used hydrogen stored on board in a fuel cell reactor to generate electricity. Then those prototypes were also destroyed.

title: Honda EV Plus


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User:MrCheshire

"oh quite you're whinning"

the whinningest whinner i've ever met.

title: User:MrCheshire


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User talk:---moksha---

Hello, and Welcome to Wikipedia. You must have figured out how you get to know when someone posts on your talk page. In response to your queries, I am not the editor of the Indian Wikipedians' Board or anything remotely like that - in fact you will soon realize that there is nothing like an editor around these parts. The Indian Wiki is Notice board for India-related topics - feel free to add yourself to any volunteer lists and so on. Also some other things : do read the Tutorial, add your posts on talk pages to the end (it makes it easier for me to find them), explore, and don't be afraid to ask questions :D. Oh, and I don't have an autobiography (yet). Cheers, and happy wikipeding ! Amar 07:37, Jun 8, 2005 (UTC)

* Acclaimatizing *
In order to not bullshit too much about myself, ill just say "please constructive criticism... flow my way"

1st CONTRIBUTION
Please search on dying declaration.. my first contribution to wiki

this is fun :-D

title: User talk:---moksha---


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User talk:Cyclone2k

Welcome!

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

There are a few important things you should know right before you contribute to anything else. Don't put your user name at the bottom of articles. People can look in the page history to know that you wrote it. Also, don't say that a place is good or bad, or add that someone you know studied there. Only write indisputable facts like the courses offered at the schools, etc. Academic Challenger 07:39, 8 Jun 2005 (UTC)

By the way, I deleted all the articles you wrote accept for the one about Delhi Public School, Ranchi, because that is the only one that has encyclopedic facts. The rest had no context. Academic Challenger 07:43, 8 Jun 2005 (UTC)

Image copyright problem with Image:Deep.jpg
Thanks for uploading Image:Deep.jpg. The image has been identified as not specifying the copyright status of the image, which is required by Wikipedia's policy on images. If you don't indicate the copyright status of the image on the image's description page, using an appropriate copyright tag, it may be deleted some time in the next seven days. If you have uploaded other images, please verify that you have provided copyright information for them as well.

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title: User talk:Cyclone2k


text: Template:Regions of Guinea-Bissau

title: Template:Regions of Guinea-Bissau


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User talk:Jh7477

JFW | T@lk  07:41, 8 Jun 2005 (UTC)

title: User talk:Jh7477


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Talk:Louella Parsons

Work needed
This needs a photo, some instances of scandals she discoved or famously reported on, and the article needs to flow more. --Alexs letterbox 07:44, 8 Jun 2005 (UTC)

Unexpected career success
Didn't her career really take off following the events surrounding the death of Thomas Ince onboard Hearst's steam yacht in November 1924?

I think that deserves a mention.

3rd husband
In the listing under 'Spouses', you say 'Henry W. Martin (1926-1964; his death)'. But in the main article, you say 'They remained married until Martin's death on June 24, 1951.' Valetude (talk) 17:28, 5 June 2013 (UTC)

Defining characteristic
I included this line in my redraft of the lede, as I think it's important to define the particular quality behind the notability: 'Parsons possessed an uncanny gift for sensing scandal, and her dramatic scoops could make or break an actor's career.'

Why has this been deleted? Valetude (talk) 21:25, 13 October 2013 (UTC)

how many newspapers!?
from the article: 'her columns were read by 20 million people in 400 newspapers worldwide'.

However, juxtapose this from the article: 'her Los Angeles Examiner column came to appear in over six hundred newspapers the world over, with a readership of more than twenty-million'.

Can we make up our minds, here? I mean, is it '400 newspapers', or is it 'over six hundred newspapers'?

I might suggest that even 400 is probably an exaggeration.DanLanglois (talk) 06:41, 5 November 2017 (UTC)

Cite 18
There's an error here. I can't find a 2001 version of Leaming on Worldcat, and the quoted isbn is for David Nasdaw's biography of Hearst. KJP1 (talk) 11:35, 26 January 2020 (UTC)

title: Talk:Louella Parsons


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Talk:Glyphosate

Inaccurate sentence
Stauffer Chemical patented the agent as a chemical chelator - the source listed does not support that claim see also https://www.ncbi.nlm.nih.gov/pmc/articles/PMC6132386/ 156.146.156.168 (talk) 19:16, 15 March 2024 (UTC)
 * Thanks for catching that mistake. I made this edit, to correct it: . --Tryptofish (talk) 21:15, 15 March 2024 (UTC)

Reference to parkinson disease
Why does the article contains no reference to parkinson disease? It has been notably linked to the subject, even if it might not be a causal relationship: https://www.euronews.com/health/2023/11/17/france-to-continue-compensating-farmers-with-parkinsons-disease-linked-to-glyphosate-use PhotographyEdits (talk) 21:25, 5 July 2024 (UTC)
 * Do you have actual published scientific studies showing such a link? Any sources related to medical effects would need to meet WP:MEDRS standards for inclusion. Silver  seren C 22:03, 5 July 2024 (UTC)
 * I have something, : "Our review found no evidence of a consistent pattern of positive associations indicating a causal relationship between any disease and exposure to glyphosate.".
 * EFSA didn't find anything either. I think this concern comes mostly from Bastiaan Bloem.--Julius Senegal (talk) 12:27, 6 July 2024 (UTC)
 * That's pretty out of date in MEDRS terms (2011), but this was published in 2022: and found the same: The five high-quality studies showed no association between glyphosate use and risk of depression, Parkinson disease, or peripheral nerve conduction velocity. SmartSE (talk) 12:54, 6 July 2024 (UTC)
 * Let me clarify: with 'link' I do not mean that the null hypothesis is false. The association has been made in the media at least, and if there are scientific studies that show there is no relationship, I think the proven lack of such relationship is worthy of inclusion. There is probably no health problems with phones (Wireless device radiation and health), but the studies are notable. PhotographyEdits (talk) 21:39, 6 July 2024 (UTC)
 * There have been, over the years, a lot of counter-scientific claims about supposed health harms associated with glyphosate. If we were to include this at all, it would be better to treat it as part of such a group. --Tryptofish (talk) 22:08, 6 July 2024 (UTC)
 * Inclusion into some counter-scientific section seems fine to me, assuming that is indeed the current scientific consensus (I'm surely no expert here). PhotographyEdits (talk) 00:11, 7 July 2024 (UTC)

Misinformation
Just noting that there have been some large reinsertions of content lately that were removed for various reasons. On the topic of ghostwriting, many of those same materials were discussed 6 years ago that required significant care, such as at Talk:Glyphosate/Archive_14. Part of that has to do with how much ghostwriting is invoked in WP:FRINGE circles in this topic and having to navigate that. Anything that would be added on that subject really would need a close look here.

As I looked through the edits, I was finding some WP:MEDRS issues, but also some WP:SYNTH issues along with a WP:POV tone, especially with primary sources to make statements about people that would have WP:BLP concerns too along. There's potentially a lot to unpack in all of those edits, so it's probably best to address them one at a time if any additional discussion is needed. KoA (talk) 17:08, 13 July 2024 (UTC)
 * Good removal, KoA. If there's any real due weight for any of that, it would really be for the Monsanto article, not this one. Silver  seren C 17:30, 13 July 2024 (UTC)
 * Hi there—I'm the one behind that edit. I admit I got a little cheeky with the tone, and would happily see the section pared down for that.
 * As regards WP:BLP concerns: I'd argue that Rowland was a public figure with an impact on global ag policy. All quotes etc. were verifiable, not original research, and as neutral as it's possible to be when the objective facts make one look quite bad. Regardless, I agree that it might be best moved elsewhere; perhaps the controversy around the documents revealed in the cancer litigation deserve their own page.

 * Regarding the ghostwriting and the problem with WP:FRINGE: Would you have us delete Operation PBSuccess too?
 * There are fringe theories; there is no such thing as a fringe fact. The deliberate deception around the supposed independence of the safety consensus is a neutral and objective truth with a top-tier, peer-reviewed, secondary source citation. In a page with several thousand words of discussion on the evidence surrounding the safety of this compound, it does not seem undue to have a paragraph or two informing the reader that, while the current scientific consensus is one of safety, an interested party has a clear history of doing unseemly things to manipulate the consensus in that direction.
 * WhichDoctor (talk) 21:22, 13 July 2024 (UTC)

title: Talk:Glyphosate


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Tombali Region

Tombali is one of the eight regions in Guinea-Bissau. It is located in the extreme south of the country and its capital is Catió. There has not been any local administration since the civil war of 1998-99 and all social services are done by organs of civil society and other government agencies. It is a coastal region covered with mangrove swamps, rain forest and tangled forest and receives an annual rainfall of more than 2000 mm.

As of 2009, the total population of the region was 91,089, with the urban population being 12,967 and rural being 78,122. The sex ratio of the region is 94 females for every hundred males. As of 2009, the net activity rate was 54.77 per cent, proportion of employed labour force was 37.86 per cent, proportion of labour force was 75.74 and the proportion of potentially active population was 37.86 per cent, with the major economic activity being fishing. The absolute poverty rate, people earning less than $2 a day, in the region stood at 69.1 per cent, with a regional contribution of 11.2 per cent to the national poverty totals.

Geography
Tombali is a low-lying coastal region and the low-lying coastal areas are periodically submerged during high tide. All the coastal regions have a maximum elevation of 300 m. The internal region has plains, which are interspersed with rias. There are many meandering rivers, of which a substantial proportion form estuaries in the coastal regions. The principal river, Cacheu, flows through the region. The climate is tropical savanna (Köppen Aw) north of Catió and tropical monsoon (Köppen Am) south of Catió. Like all of Guinea-Bissau there are two seasons: a dry season from November to May with dusty harmattan winds and typical temperature ranges from 20 °C to 30 °C, and a monsoon wet season from May to November with temperatures consistently around 28 °C and heavy thunderstorm rains every day. The region receives an average rainfall of around 2250 mm compared to inland Guinea-Bissau, which receive 1500 mm. The coastal regions are covered with Mangrove swamps, rain forest and tangled forest.

Administration
Tombali is divided into five sectors namely Bedanda, Cacine, Catio, Quebo (sector) and Komo. Guinea-Bissau got independence from Portugal on 24 September 1973 after wars and diplomatic political actions under the African Party for the Independence of Guinea and Cape Verde (PAIGC), while Portugal accepted the independence of Cape Verde on 5 July 1975. PAIGC ruled both countries after independence. While international funds came pouring in for the economic development of the nation, the party was accused of misusing power in authoritarian manner. The one-party state mechanism was turbulent during the period of 1980s and 1990s with army taking control of power more frequently and the resultant civil war resulted in loss of property and lives. To decentralize power, an administrative region and eight regions were created. There has not been any local administration since the civil war of 1998-99 and all the social services are done by organs of civil society and other government agencies. There is minimal health and education services offered by the government and all the government departments have operated in a limited fashion. A transitional government was selected during 2003–4 with an adopted Public Transition Charter. The Military Committee appointed two civilians as interim President and Prime Minister. Elections were held for a five-year term on 24 July 2005 with a multi party representation. There was a military coup in 2012, after which EU and international donations stopped. The latest elections were held during April 2014 with 13 Presidential candidates and representation from 15 parties. The elections were monitored by 550 international observers. Jose Mario Vaz and his party, won the Presidential and parliamentary elections against the military backed Nuno Gomes Nabiam.

Demographics
As of 2009, the total population of the region was 91,089, with the urban population being 12,967 and rural being 78,122. The sex ratio of the region is 94 females for every hundred males. The total resident population in the region is 91,089. The total agricultural population in the region is 41,746. The average number of households in the region is 8.1 and the density of the population is 24.4 km2. The intercensal rate of average annual growth (adjusted data) is 1.61 per cent. The non-agricultural population in the country is 49,343. The total number of households per capita in the region is 11,272. The fraction of Christians in the region is 14.7 per cent, Muslims is 43.00 per cent, animists is 24.10 per cent, not detailed was 17.80 per cent and people following no religion was 0.4 per cent.

Economy
As of 2009, the net activity rate was 54.77 per cent, proportion of employed labour force was 37.86 per cent, proportion of labour force was 75.74 and the proportion of potentially active population was 37.86 per cent. The major economic activity in the parts around the rivers and the coastal areas was fishing, while it was agriculture in the inland areas. As of 2011, the total population which was active constitutes 60 per cent nationwide indicating there are lot of employed people. But the poverty rate was very high in the country with an estimated two-thirds below the poverty line. Out of the working population, an estimated 58.4 per cent are employed in freelance activities, while wage earners formed 42 per cent. The unemployment in the region as of 2001 was 10.2 per cent, compared to the capital Bissau which has 19.3 per cent. Totally 63.5 per cent were employed in agriculture (including forestry), 8.9 in industry and 6.1 per cent in public administration. As per IMF report in 2011, people who were engaged in agriculture were poorer compared to others, while educated and higher educated people earned more. The absolute poverty rate, people earning less than $2 a day, in the region stood at 69.1 per cent, with a regional contribution of 11.2 per cent to the national poverty totals.

title: Tombali Region