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Banepa

Banepa (बनेपा) is a municipality and historical town in a valley situated at about 1500 m above sea level in central Nepal which is at about 25 km east from Kathmandu. At the time of the 2011 Nepal census, it has a population of 67,690. The main attraction of Banepa is the temple of Chandeshwori, located approximately 1 km northeast of the town along the Rudramati River. The Dhaneshwor Temple is 1 KM south of the town. Banepa is also known for its eight different temples of Lord Ganesh, Narayanthan (the temple of Lord Narayan), Bhimshenthan (the temple of Lord Bhimshen) and eight different ponds.

History
Some of the ancient names of Banepa were Banepur, Baniyapur, Banipur. As it had trade relationship with Tibet from ancient period, Banepa is also known as "Bhont", "Bhonta", "Bhon dey (भोंदेय्)". Banepa is the combination of two words i.e. "Bane" means 'Business' and "Pa" means 'Place'. Therefore, "Banepa" means 'Place of Business'.

It is believed that when entire Kathmandu Valley was covered with lake, there was a settlement in Banepa.

By early Lichchavi period (5th-8th century), settlements existed at Sanga (Sangagrama), Banepa (Ninaapa), Nala, Panauti, Khopasi, Palanchowk, Dumja and probably Dolakha, Lele (Lembatidrangga), Chitlang valley and even up to Gorkha. (Slusser, 1982).

Thakuri period (879 – 1200 A.D.) : Bhaktapur and Banepa was the core political area.

Malla Period (1200–1769 A.D.) : King Anandedeva Malla united the scattered villages and made modern Banepa surrounded by eight gates with a Ganesh (the elephant-headed god of good omen) at each of the gates in eight different directions in Kaligat Year 4197 (around 1153 B.S.). He also built a temple of Chandeshwori and arranged a trust fund for the goddess.

After having had the favours and directions of goddess Chandeshwori, King Anandadeva Malla founded seven villages (सात गाँउ), viz,

 * Banepa near Chandeshwori Pitha
 * Shreekhandapur near Dhaneshwor
 * Panauti near Prayaga Tirtha of Nepal
 * Nala near Nala Bhagawati
 * Dhulikhel near Narayana
 * Chaukot near the resident of Chaukora Rishi
 * Sanga, near Nasika Pitha.

Old town

The old Newa: town is located at the central part of the city. It is surrounded by 8 ganesh temples with 8 adjacent ponds and Phalchaa (फल्चा). The name of the Ganesh temples are:
 * Tukampwo (तुकम्प्वो) Ganesh at South (Temple of Tukampwo Ganesh was established first of all other Ganesh Temple by King Anandadeva Malla after forming new Kingdom of Banepa. It is also the major temple of Banepa.)
 * Kobha (कोभः) Ganesh at Southeast
 * Waku (वकु) Ganesh at East
 * Thachhu (थाछु) Ganesh at North
 * Kanthu (कांथु) Ganesh at Northeast
 * Kwonla (क्वोंला) Ganesh at Southwest
 * Talapukhu (तलाःपुखु) Ganesh at West
 * Jyasanani (ज्यासःननी) Ganesh at Northwest

These Ganesh temples are said to be the boundaries of old Banepa. The main temple of Banepa city was Chandeswori Temple along the Rudramati River.

Along with this, King Ananda Dev Malla also built wells and taps for providing the people of Banepa with the good source of water. But many of those ponds have been used for public uses and some 'Phalchaa' do not have any existence today.

Festivals

A lot of festivals are celebrated in Banepa as follows:
 * 1) Chandeshwori Jatra from Baisakh Purnima to next two days.
 * 2) Kanya Puja (worshipping of the young girls) during Gunla, Krishna Janmasthami
 * 3) Nawadurga Jatra
 * 4) Tukampo Ganesh Jatra during Vijaya Dashami
 * 5) भीमसेन जात्रा Bhimsen Jatra
 * 6) Jaaludyo Jatra (जालुद्याे जात्रा) on the day of Ashwin Krishna Pratipada, the next day of Indra Jatra.
 * 7) Naradevi Shvetkali Naach (नरदेवी श्वेतकाली नाच, once in twelve years. It was re-continued after about after 38 years.
 * 8) Krishna Janmasthami

Forgotten Festivals of Banepa
Above mentioned festivals are still in practice. But there were many other besides these which had been discontinued due to various reasons. Some of those festivals are listed as follows:
 * Kumari Nritya (कुमारी नृत्य) had been discontinued about 108 years ago.
 * Narayan and Bhimsen; Bokakhah Jatra(बाेकखः जात्रा) on Axaya Tritiya (अक्षयतृतीया), Karunamaya Jatra were also had been discontinued about 103 years ago. Many other festivals were also discontinued which were forgotten.

Present situation
Punyamata River, which was the major source of drinking water, irrigation and many other activities, is being polluted day by day. The bank of Punyamata River has been a place where solid wastage has been disposed. The sewage has been connected directly to the river without any treatment and in an unmanaged way has adversely affected the river water. Waste materials produced from local industry have turned the river water black. The surrounding countryside is also being polluted.

Although Banepa is a small place of an area of 5.56 km2, it has got the population density of 4,454 /km2. Due to the connection of Banepa with other places through roadways, about 300 buses, minibuses, cars, trucks, motorcycles altogether are helping in the transportation in a day. Along with this, the gases emitted from those vehicles have polluted the environment of Banepa.

In the boundary of three municipalities of Kavrepalanchowk District, namely; Banepa, Dhulikhel and Panauti, the country's only IT Park is being constructed. All the three cities have been declared as the 'Cyber City'.

Demographics
At the time of the 2011 Nepal census, Banepa Municipality had a population of 57,076. Of these, 57.0% spoke Nepali, 30.6% Newar, 9.6% Tamang, 0.6% Bhojpuri, 0.6% Maithili, 0.3% Hindi, 0.3% Magar, 0.2% Gurung, 0.2% Rai, 0.1% Limbu, 0.1% Tharu, and 0.1% other languages as their first language.

In terms of ethnicity/caste, 32.6% were Newar, 24.8% Hill Brahmin, 20.5% Chhetri, 10.0% Tamang, 2.2% Magar, 1.7% Sarki, 1.4% Gharti/Bhujel, 1.4% Kami, 1.1% Damai/Dholi, 0.7% Sanyasi/Dasnami, 0.5% Rai, 0.4% other Dalit, 0.4% Gurung, 0.3% other Terai, 0.2% Musalman, 0.2% Teli, 0.2% Thakuri, 0.2% Tharu, 0.1% Danuwar, 0.1% Kalwar, 0.1% Limbu, 0.1% Majhi, 0.1% Yadav and 0.1% others.

In terms of religion, 82.8% were Hindu, 13.8% Buddhist, 2.9% Christian, 0.2% Muslim and 0.2% others.

In terms of literacy, 81.3% could read and write, 1.6% could only read and 17.0% could neither read nor write.

Healthcare
Banepa has a Seventh-day Adventist hospital called Scheer Memorial Hospital, which was established in 1957. This hospital has been expanded as a medical college associated with Vanderbilt University in the US and Kathmandu University. Many students enroll in the B.Sc. Nursing programs at this hospital. Banepa is also the location of the Hospital and Rehabilitation Centre for Disabled Children, Spinal Injury Rehabilitation Centre and Reiyukai Eiko Masunaga Eye Hospital.

Transportation
Banepa is a major trade route to Tibet, with the Arniko Rajmarg, the only highway that connects Nepal and China (Tibet), running through this town. Furthermore, B.P. Koirala Highway also passes through Banepa. Though it is a small town, but it is well devolved and Banepa is the major economic center east of Kathmandu.

Media
To promote local culture, Banepa has two FM radio stations: Radio ABC, which is a Community Radio Station and Prime Fm. This area also has a Television Channel named as Araniko Television.

Education
Schools in Banepa include Spring Hill English Boarding School, Himalaya Secondary School, Banepa Valley School (currently known as Baylor International Academy), Vidhya Sagar Secondary School, Bagmati English Boarding School, Rambhakta Memorial School and Kshitij English Boarding School, Bal Batika Vidya Mandir Secondary School. And the most famous school in Sanga, Banepa is Nepal Police School.

title: Banepa


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John Cartwright (political reformer)

John Cartwright (17 September 1740 – 23 September 1824) was an English naval officer, Nottinghamshire militia major and prominent campaigner for parliamentary reform. He subsequently became known as the Father of Reform. His younger brother Edmund Cartwright became famous as the inventor of the power loom.

Early life
He was born at Marnham in Nottinghamshire on 17 September 1740 to Anne and William Cartwright of Marnham Hall. He was the elder brother of Edmund Cartwright, inventor of the power loom and the younger brother of George Cartwright, trader and explorer of Labrador.

He was educated at Newark-on-Trent grammar school and Heath Academy in Yorkshire, and at the age of eighteen entered the Royal Navy.

Early career
He was present, in his first year of service, at the capture of Cherbourg, and served in the following year in the Battle of Quiberon Bay between Sir Edward Hawke and Admiral Hubert de Brienne. Engaged afterwards under Sir Hugh Palliser and Admiral John Byron on the Newfoundland Station, he was appointed to act as chief magistrate of the settlement. He served in the post for five years (1765–1770).

From 1763 to 14 May 1766, Cartwright was commander of HM Cutter Sherborne. His brother George, when at loose ends, went with him on a cruise out of Plymouth to chase smugglers in Sherborne. Ill-health necessitated Cartwright's retirement from active service for a time in 1771.

When the disputes with the American colonies began, he believed that the colonists had right on their side, warmly supported their cause and, at the outbreak of the ensuing American War of Independence, refused an appointment as first lieutenant to the Duke of Cumberland. Thus he gave up a path to certain promotion, since he did not wish to fight against the cause which he felt to be just. In 1774 he published his first plea on behalf of the colonists, entitled "American Independence the Glory and Interest of Great Britain."

In 1765, when the Nottinghamshire Militia was first raised, he was appointed major, and in this capacity he served for seventeen years. He was at last illegally superseded.

Constitutional Reformer
In 1776 appeared his first work on reform in parliament, which, with the exception of Earl Stanhope's pamphlets (1774), appears to have been the earliest publication on the subject. It was entitled, Take your Choice,. a second edition appearing under the new title of The Legislative Rights of the Commonalty Vindicated (1777) and advocated annual parliaments, the secret ballot and manhood suffrage.

The task of his life was thenceforth chiefly the attainment of universal suffrage and annual parliaments. In 1798, he conceived the project of a political association, which took shape in 1780 as the Society for Constitutional Information, including among its members some of the most distinguished men of the day. From this society sprang the more famous London Corresponding Society. Major Cartwright worked unweariedly for the promotion of reform. He was one of the witnesses on the trial of his friends, John Horne Tooke, John Thelwall and Thomas Hardy, in 1794.

He left his large estate in Lincolnshire in 1803 or 1805 to move to Enfield, Middlesex, where he made friends with other leading Radicals including Sir Francis Burdett, 5th Baronet, William Cobbett and Francis Place.

In 1812, he initiated the Hampden Clubs, named after John Hampden, an English Civil War Parliamentary leader, aiming to bring together middle class moderates and lower class radicals in the reform cause. To promote the idea, he toured northwest England later in 1812, in 1813 (getting arrested in Huddersfield) and in 1815. He recruited John Knight who founded the first Hampden Club in Lancashire. In 1818, Knight, John Saxton and James Wroe formed the reformist and popularist newspaper the Manchester Observer. In 1819, the same team formed the Patriotic Union Society, which invited Henry "Orator" Hunt and Major Cartwright to speak at a reformist public rally in Manchester, but the elderly Cartwright was unable to attend what became the Peterloo Massacre. Later in 1819, Cartwright was arrested for speaking at a parliamentary reform meeting in Birmingham, indicted for conspiracy and was condemned to pay a fine of £100.

Cartwright then wrote The English Constitution, which outlined his ideas including government by the people and legal equality which he considered could only be achieved by universal suffrage, the secret ballot and equal electoral districts. He became the main patron of the Radical publisher Thomas Jonathan Wooler, best known for his satirical journal The Black Dwarf, who actively supported Cartwright's campaigning.

In 1821, he invited Jeremy Bentham to serve with him as one of "seven wise men" to act as "Guardians of Constitutional Reform", their reports and observations to concern "the entire Democracy or Commons of the United Kingdom". Among the other names Cartwright proposed—Sir Francis Burdett, Rev. William Draper; George Ensor, Rev. Richard Hayes, Robert Williams, Sir Charles Wolseley, and Matthew Wood—Bentham described himself as a "nonentity", and declined the offer.

Cartwright had sent a copy of The English Constitution to former President of the United States, Thomas Jefferson. Jefferson wrote to Cartwright in July 1824: "Your age of eighty-four, and mine of eighty-one years, ensure us a speedy meeting. We may then commune at leisure, and more fully, on the good and evil, which in the course of our long lives, we have both witnessed; and in the mean time, I pray you to accept assurances of my high veneration and esteem for your person and character."

Industrial and agricultural innovator
In 1788, Major Cartwight sold his heavily mortgaged estates at Marnham, buying others at Brothertoft, Lincolnshire. The same year with 18 others, he erected a large mill at the bottom of Spital Hill in Retford. It was called the Revolution Mill in celebration of the centenary of the Glorious Revolution. He hoped to weave cloth using the weaving patents of his brother Edmund Cartwright. He also began the mechanical spinning of wool, or rather worsted. This business was not successful. The mill stood idle within a few years and was advertised to sale in 1798 and 1805. The mill was later largely demolished and only one building remains.

Cartwright took a keen interest in agricultural improvement and used his estate at Brothertoft to conduct crop trials and to develop new agricultural implements, several of which were invented by his bailiff and later estate steward, William Amos. He also turned over a large part of his estate to the cultivation of woad, creating dedicated buildings and improving the apparatus used to process the crop.

Personal life
In 1780, he married Ann Catherine Dashwood, a daughter of prominent Lincolnshire landowner Samuel Dashwood and Anne ( Bateman) Dashwood. She was a granddaughter of George Dashwood, MP for Stockbridge (and son of Lord Mayor of London Sir Samuel Dashwood), and James Bateman, MP for Carlisle (and son of banker Sir James Bateman). He adopted his niece Frances Dorothy Cartwright, daughter of his brother Edmund.

Cartwright died in London on 23 September 1824, and was buried at St Mary's Church, Finchley, north London.

Legacy
In 1835, a monument to him was erected in the churchyard, paid for by public subscription. It is a Grade II listed building and was on the English Heritage Heritage at Risk Register due to its dangerous condition. However the monument has since been removed from the register after being restored in 2019, as a result of a £79,000 grant from Historic England.

In 1831, a monument from a design by Macdowell was erected to him in Bloomsbury, London, where he had lived. Burton Crescent, the original name of the street, was later renamed Cartwright Gardens in his honour. His statue faces a student hall of residence and backs onto tennis courts and a terrace of houses, most of which serve as small hotels.

Captain George Vancouver named Cartwright Sound - on the west coast of Graham Island in Haida Gwaii, British Columbia, Canada - in his honour in relation to his Royal Navy service under Admiral Howe.

The Life and Correspondence of Major Cartwright, edited by his niece Frances Dorothy Cartwright, was published in 1826. John Cartwright House, built in 1976 on the Mansford Estate in Bethnal Green, was named in his honour. The estate was built by Tower Hamlets Council and a number of the blocks were named after social and political reformers. In 2006, the Estate transferred to Tower Hamlets Community Housing, a local housing association.

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

title: John Cartwright (political reformer)


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File:Tompetty letmeup.jpg

Summary
Let Me Up (I've had Enough), an album by Tom Petty and the Heartbreakers released in 1987. Picture taken from allmusic.com

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Buffalo Central Terminal

Buffalo Central Terminal is a historic former railroad station in Buffalo, New York. An active station from 1929 to 1979, the 17-story Art Deco style station was designed by architects Fellheimer & Wagner for the New York Central Railroad. The Central Terminal is located in the city of Buffalo's Broadway/Fillmore district. Closed since 1979, several attempts to redevelop the site were unsuccessful. In February 2024 a new development team was formed to plan a reuse for the terminal.

Layout
The terminal is located about 2.5 mi east of downtown Buffalo, and consists of several structures, some of which are connected, while others were formerly interconnected.

Buildings
The Main Terminal Building is owned by the Central Terminal Restoration Corporation. The Main Terminal Building includes the Passenger Concourse, and the Office Tower. The Passenger Concourse is 225 ft long, 66 ft wide, and 58.5 ft tall (63.5 ft at the domed ends). The Passenger Concourse included various rental spaces; a restaurant with a dining room, lunch room, and coffee shop; a Western Union telegraph office; and a soda fountain, along with standard station necessities. Off the Passenger Concourse there is a streetcar lobby and waiting room. Curtiss Street runs directly below the Passenger Concourse, but has been closed since the late 1980s for safety reasons. The Office Tower is 15 stories, excluding the main floor and mezzanine and is 271 ft-high.

The Mail & Baggage Building on Curtiss Street is owned by the Central Terminal Restoration Corporation. It is a five-story building immediately adjacent to the Main Concourse. The mail building along Curtiss Street is owned by the City of Buffalo. It is a two-story building adjacent to the Baggage Building.

The Railway Express Agency was the early forerunner of today's Federal Express and UPS. The building is located behind the Mail Building of the complex and is by far the most decayed building. Trains would pull directly into the building to proceed with the load/unloading of goods. This building is currently owned by the City of Buffalo, which has confirmed plans to demolish it.

The Train Concourse is 450 ft long and includes 14 low-level platforms. Each platform is accessed by a staircase and a ramp. The train concourse is owned by Amtrak, with the land being owned by CSX. In 1982, the bridge which connected the train concourse and passenger platforms from the terminal and main concourse was demolished to allow passage of high freight cars on the Belt Line. The rest of the concourse remains.

Former buildings
Other buildings included a Pullman Company service building, an ice house and a coach shop, all of which were torn down in 1966 to lower property taxes.

The first building built as part of the project was a cogeneration power station that provided heat and electricity to the complex, even during construction. It contained three 28 ft coal boilers. The building's smokestack was dismantled in 1966 to save on taxes. The power plant itself lasted up until the mid-1980s, with its exact demise not known.

Planning and construction (1925–1929)
During the late 19th century, Buffalo had several railroad stations, and there were calls for a single union station. The first attempt to direct rail traffic out of downtown Buffalo came in 1874, when a Union Depot (East Buffalo) opened there. The new station proved unpopular, and thus Exchange Street station remained open. In 1889, a new Union Station was proposed to be built on the site of the future Central Terminal, but it never happened. From about 1905, East Buffalo also served the West Shore Railroad, its service was consolidated from a station on Wick Street. East Buffalo station closed between 1921 and 1923.

The New York Central Railroad (NYC) had two stations in Buffalo in the early 20th century: the Exchange Street Station and the Terrace Station. Both of these downtown stations were old—Exchange Street dated to before the American Civil War—and were plagued with downtown congestion.

NYC decided to build the new Buffalo Central Terminal 2.5 mi to the east, in order to relieve both rail and grade crossing congestion and to be more conveniently located for trains not terminating in Buffalo. A roomier area would also ease the transfer of sleeping cars between trains. Furthermore, Buffalo was a quickly-growing city at the time, and it was believed that before long Central Terminal's area would become closer to the center of a sprawling metropolis of 1.5 million people. The city was not so sure, but planning was well underway in 1924, despite the lack of an agreement at the time.

NYC finalized its decision to build the terminal in 1925, and site preparation began the following year. NYC President Patrick Crowley hired Alfred T. Fellheimer and Steward Wagner to build the actual station in 1927. The total cost of the project was $14 million. Prior to the building of the station, the site was bounded to the south by the New York Central main line, to the northwest by the NYC's West Shore Railroad, and to the east by the NYC's Junction Railroad. When the station was built, the West Shore was abandoned between the NYC main line and the Junction Railroad, being rerouted via the other two lines and the new station. The former West Shore right-of-way is now Memorial Drive.

A grand celebration attended by 2,200 invited guests on June 22, 1929, opened the station. Speakers included Henry Thornton and Frank X. Schwab. Although an eastbound Empire State Express departed the station at 2:10 PM, the train was not a regular one, and was really just ceremonial. The station did not open until the celebration ended at 3:30, and scheduled service began on June 23.

Opening
In the early days, the station was served not only by the owner, but also by the Canadian National Railway, Pennsylvania Railroad, and the Toronto, Hamilton & Buffalo Railway.

When the NYC operated the 20th Century Limited, Central Terminal was located approximately 44 mi east of the half-way point from New York City to Chicago, and the trains would pass each other near there.

The station had 1,500 employees and was designed to handle 3,200 passengers per hour. For most of Central Terminal's history, far too few trains stopped there to justify the use of such a large facility. Although it started with 200 trains daily, the Great Depression began less than a year after its construction, and the rise in automobile use also hurt passenger levels.

Wartime and decline (1941–1979)
There was a burst of activity during World War II when the station had a reasonable amount of train traffic for its size. Notable trains making daily calls at the station include the Wolverine, Interstate Express, the Ohio State Limited, the Lake Shore Limited, the 20th Century Limited (engine crew-change stop only), the New England States, the Boston Express, the Empire State Express and Southwestern Limited, among many others.

After the war, the station entered into what would be a permanent decline, amid the larger decline in train travel across the country. As early as 1956, the New York Central offered the terminal for sale for one million dollars. A company called Buffprop Enterprises did negotiate a 25-year lease of the terminal in 1959, but that ended the following year. The service to Niagara Falls, New York ended by 1961.

In 1966, the continuing decrease in passenger revenues caused NYC to demolish parts of the Terminal complex, including the Pullman service building, coach shop and ice house. In 1968, the NYC merged with the PRR to form Penn Central Transportation (PC), which operated the terminal until the creation of Amtrak in 1971.

The bankrupt PC was absorbed by Conrail in April 1976. In 1978, Amtrak restored direct service to Niagara Falls. One train per day connected with Via Rail Canada/Toronto, Hamilton and Buffalo Railway service to Toronto–forerunner of today's Maple Leaf. The financially-strapped passenger carrier was in no position to rehabilitate Central Terminal, resulting in the reopening of Buffalo–Exchange Street station near downtown for the Empire Service route, including the connecting service to Toronto, further marginalizing use of Central Terminal. That left Central Terminal with only two routes — the Chicago-bound Lake Shore Limited and the Detroit-bound Niagara Rainbow. The four daily trains did not justify such a large station; Amtrak had to spend $150,000 per year on heating bills alone. Rather than spend the massive sums necessary to rehabilitate Central Terminal, Amtrak replaced it in 1979 with the much-smaller Buffalo–Depew station, 10 mi east of downtown. The last train to call at Central Terminal was the westbound Lake Shore Limited, which departed at 4:10 am on October 28, 1979.

Ownership by Anthony Fedele (1979–1986)
The building was sold to Anthony T. Fedele, a local builder, for $75,000 in 1979. Fedele planned a 150-room hotel, offices and restaurants for the terminal complex that would have been called Central Terminal Plaza but could not find investors for the project. Fedele also lived in the building creating an apartment for himself in the tower on the second floor. While the building was under the control of Fedele it was reasonably taken care of.

It was during this time that the railroad tenant left. Conrail closed its Terminal general offices in 1980. The Conrail Dispatching Department was the last business to leave the Terminal in 1984. Two interlocking towers, numbered 48 and 49, that serviced the tracks on the property were shut down in 1985.

In November 1983, in a sign of things to come, the building was in danger of being sold out from under Anthony Fedele by the IRS for back taxes. Fedele made an attempt at settling the debt by paying $10,200 toward the $142,128 due, and agreed to pay $2000 a month until the debt was paid in full. While he owned the building it was placed on the National Register of Historic Places on August 3, 1984.

Thomas Telesco ownership (1986–1997)
When the terminal was entered on the NHRP register it was a "...virually intact representative example of the Art Deco style in Buffalo..." However in 1986 Anthony Fedele defaulted on his taxes and US Bankruptcy Court Judge John W. Creahan ordered a foreclosure sale. The Buffalo Central Terminal was put up for auction and won by Thomas Telesco, the only bidder, for $100,000. Telesco talked about turning it into a banquet hall and using it as a station on a proposed high-speed rail line linking New York and Toronto. He later began the process of selling the architectural artifacts and other items of value from the building. The building was then acquired by Bernie Tuchman and his uncle, Samuel Tuchman. This period was one of great decay for the Terminal caused by human vandals and the elements. The Terminal's main buildings were subject to extensive artifact removal. Once a truck was being used to remove ceiling lights when it backed into the famous plaster bison statue in the concourse, smashing it. Artifacts removed and sold included iron railings, signs, lights and mailboxes. Thieves pulled copper from the roofs which allowed water to penetrate the walls. A basement water main break was left unchecked and freeze/thaw cycles caused ice to pull at the foundation. Further, as the building was not secured, there were even some arson attempts. It is said that the only thing that saved the building was the fact that demolition would have been too expensive ($12 million). In 1993 a construction company used the concourse for equipment storage and erected security fences but extensive damage had already been done.

Central Terminal Restoration Corp. (1997–present)
Scott Field of the Preservation Coalition of Erie County bought the building in August, 1997 for the purchase price of $1 and assumption of approximately $70,000 in back taxes. Shortly afterward, the Central Terminal Restoration Corporation (CTRC), a non-profit dedicated to restoring the Central Terminal, was formed. The CTRC currently owns the Main Terminal Building and the Mail & Baggage Building.

For many years the Buffalo Central Terminal hosted several major fundraising events each year to generate interest in reuse of the building, including tours, art shows, local political events, train shows, annual Dyngus Day and Oktoberfest, and even weddings. Since 2020 the Buffalo Central Terminal has shifted to host events outdoors on the Great Lawn, including a public art extravaganza entitled PLAY/ground, Eid al-Fitr—an outdoor prayer event celebrating the end of Ramadan, a filming by a local theater digital production, a pop up COVID-19 vaccination clinic, the Beau Fleuve Music & Arts Celebration, and annual Trunk or Treat, Seat at the Table, among others.

In 2019, the State of New York launched the East Side Avenues initiative to spur economic development on Buffalo's East Side after decades of urban renewal policies that led to severe segregation, concentrated poverty, and disinvestment and decline. This influx of support enabled the organization to hire staff and develop the 2021 Master Plan, a vision for the future of the building.

In the summer of 2022, the Buffalo Central Terminal received $61M from public and philanthropic sources to kick-start reuse of the building. The owner stated that, "with this funding, we will take steps to stabilize the building and activate our Civic Commons, indoor and outdoor spaces for year-round community events and activities. At the same time, we have begun the process to select private development partner(s) to match this significant public investment with private investment and economic development for the larger historic campus."

A Timeline:

In the 1990s, the CTRC received money to restore and relight the exterior tower clocks located on the tenth floor, relighting them on October 1, 1999. Also in 1999, a state grant for $1 million was obtained to begin the process of sealing and protecting the complex. The top of the building was re-lit starting on May 11, 2001.

In 2003, the building was re-opened for public tours. The clock in the center of the concourse, sold by earlier owners, was located in Chicago in 2003. In late 2004, the clock was purchased for $25,000 through fundraising organized by WBEN and a donation from M&T Bank. The clock was on display in the Terminal during the 2005 event season. In the fall of 2005, it was relocated to the lobby of M&T Center in downtown Buffalo, where it remained until spring of 2009. The clock was then moved back to its original location in the Terminal concourse where it will sit permanently on public display.

In 2004 the Terminal hosted a temporary art installation by controversial artist Spencer Tunick.

In 2016, Toronto-based developer Harry Stinson was named by the CTRC as the designated developer for Buffalo's Central Terminal to re-develop the Terminal complex. Stinson's proposal included turning the Terminal into a mixed use facility and also included building townhouses in the surrounding neighborhood to create a village like atmosphere with proceeds being invested into terminal restoration. The proposal also offered the possibility of restoring rail service to the terminal.

On May 5, 2017, after numerous delays, the CTRC cut ties with Stinson in favor of working with the Urban Land Institute on a new redevelopment plan.

In October, 2017 the World Monuments Fund selected Central Terminal as part of its 2018 World Monument Watch List: one of two selections from the United States and one of 25 selections total.

In 2018, two hundred solar panels were installed at the terminal, restoring commercial-grade electricity to the facility.

In 2019 the CTRC becomes a part of the East Side Avenues, an initiative born out of the Buffalo Billion catalytic investment.

In 2020 construction on the First Phase of the Passenger Concourse starts, replacement of the former restaurant roof to make the space clean and dry.

In 2021 the Master Plan is completed after an extensive community engagement effort. Replacement of the former restaurant roof is completed and the Central Terminal, Broadway Market, and Broadway- Fillmore neighborhood are awarded a $10 million Downtown Revitalization Initiative (DRI) grant.

In 2022 A Request for Expression of Interest (RFEI) is released to solicit Development Partner(s) for the reuse of the Buffalo Central Terminal. The CTRC is awarded $61 million through the Regional Revitalization Partnership, a major public and philanthropic initiative to spur economic growth on Buffalo's East Side and across Western New York. The Central Terminal is awarded $1.5 million through the Broadway-Fillmore Downtown Revitalization Initiative to support enhancements to the Great Lawn. The Central Terminal receives a Community Placemaking Grant from the Project for Public Spaces to transform the Terminal's Great Lawn from an under-designed, grassy lawn into a highly activated green space for the sharing of civic experiences.

As of 2024 the interior spaces of the Terminal are closed to the public while critical structural repairs were underway. In 2023 only outdoor events were held. It is anticipated that the interior will be reopened to the public, at least on a limited basis, in 2025.

Adaptive reuse plans
In 2009 the CTRC developed a vision plan for the future of the Terminal. In May, 2017 the CTRC, City of Buffalo and New York State decided to have the Urban Land Institute study the terminal as this group had led the successful reuse of Buffalo's Richardson Olmsted Complex. The group's comprehensive study of the Terminal complex was fast-tracked, with a projected completion by June 30, 2017. The panel concluded that a strategy had to include a development plan for the East Side and a master plan for the building. Suggestions for use included having the concourse reopen to the public with a restored restaurant as a year-round venue, as well as beautifying the green space and creating a park. No suggestions were made for the tower or baggage buildings.

Based on these recommendations, on April 13, 2018 Governor Andrew Cuomo announced $5 million in funding for a restoration of the concourse, along with the creation of a year-round event space in the concourse and waiting-room areas, and parking accessibility, along with full capacity for catering and entertainment.

2021 Master Plan
The CTRC completed a Buffalo Central Terminal Master Plan in the summer of 2021. The Master Plan was a year-long, collaborative planning process that included three public meetings with more than 325 participants, 200 online planning activities and 3,000 website visits, 60 focus group leaders in six sessions, and 25 Community Advisory Council members participating in six meetings. The Master Plan prescribes a phased plan for redevelopment of the Terminal and identifies key activation opportunities to leverage unique spaces that support local and regional enterprises, tourism and cultural exchange. Early phases focus on creating a year-round event venue that would bring people back to the main concourse and the grounds. Later phases focus on the expansion of programs and activation of other parts of the building. The Master Plan does not completely rely on the return of rail service to the historic station, however it does accommodate future rail service should it be returned.

On June 1, 2022, Governor Kathy Hochul announced that the Buffalo Central Terminal would receive $60 million to kick-start the reuse and implement the 2021 Master Plan. This amount was part of $300 million in funding provided through the Regional Revitalization Partnership, a collaboration among the Empire State Development (ESD), the philanthropic sector, and local government with the goal of building community wealth and economic development in Buffalo, Niagara Falls, and Rochester.

In February 2024 a new development team, composed of two real estate brokerage companies and an investment firm, was formed to plan a reuse for the terminal.

Future of Amtrak in Buffalo
In September 2016 the roof of the downtown Exchange Street Amtrak station collapsed. This led to calls for a new train station in Buffalo and a discussion of moving the stop back to Central Terminal. Congressman Brian Higgins called for a study for a new train station to be done at both Central Terminal and a site at Canalside saying about the terminal "It may not have been possible 15 years ago, but restoration of Central Terminal is possible in the new Buffalo." "In the enormous scale of that redevelopment project, it may be possible to carve out a small 'station-within-a-station' that would squarely and singularly focus on providing a highly-functional train station to meet current and projected needs. This (the Central Terminal) location would allow the restoration of service to Chicago within the city limits, and it certainly merits a meaningful engineering review." Higgins' call was later reinforced by Senator Charles Schumer.

On October 5, 2016, Congressman Higgins along with Buffalo Common Council Member David Franczyk toured the terminal with Mark A. Lewandowski, president of the CTRC. Higgins came out in support of the station at the terminal as part of a larger redevelopment plan. A public campaign to bring Amtrak back to the Central Terminal was launched, complete with a website and social media.

A plan to return Amtrak to Central Terminal could possibly later add a long discussed NFTA Metro Rail extension from Downtown to the Buffalo Niagara International Airport which would include stops at Central Terminal as well as the Walden Galleria. This would connect Central Terminal to the airport as well as to the heart of downtown. On April 17, 2017 a 17-member panel including Buffalo mayor Byron Brown approved, by a margin of 10–4, a downtown replacement close to the existing Exchange Street station over the Terminal, in a decision seen as controversial. The station site and Central Terminal became part of a political debate, with candidates running in the upcoming mayoral election against Brown promising a reversal of this decision if elected. Eventually Amtrak built a temporary structure at Exchange street until a new building on the same site opened in November 2020.

Timeline

 * 1925: An increasing need for a new train terminal is being seen in Buffalo. The current terminals were very hard to navigate through and were becoming too old to use. Buffalo was also becoming known as a train city, with hundreds of trains going in and out each day.
 * 1925: The documents of the Buffalo Central Terminal are signed, allowing the Terminal to be located where it is today.
 * 1926: Construction begins, track is laid and Lindbergh (now Memorial) Drive was created.
 * 1927: Construction begins on the 17-story office tower.
 * 1928: Steel work is done the entire year; the last rivet was laid in December.
 * June 22, 1929: Grand opening of Terminal, which brought out 2,200 people for the gala. The first train departed at 2:00 p.m. that day.
 * 1940s: After a decline in use of trains, the number of people traveling on trains increases due to World War II.
 * 1956: Owing to a decrease in train usage, the BCT is put up for sale for $1 million, which is about 1/14 of its original cost, and does not sell.
 * 1961: The ICC allows the New York Central Railroad to discontinue service between Buffalo and Niagara Falls.
 * 1966: The Pullman Service Building, Coach Shop, Ice House and Power House are demolished to reduce costs.
 * 1968: The New York Central Railroad and the Pennsylvania Railroad merge to form Penn Central: the new owners of the Terminal.
 * 1970: Penn Central goes bankrupt.
 * 1971: Amtrak created, and uses the Terminal as its central Buffalo station.
 * 1976: Penn Central RR, Lehigh Valley RR, Erie Lackawanna RR, Central Railroad of New Jersey and Lehigh & Hudson River RR merge into Conrail, the new owner of the Terminal.
 * October 28, 1979: Amtrak abandons the Terminal on October 28, for the newer Dick Road station in Depew.
 * 1982: Train concourse bridge is demolished so taller freight cars can pass through the station on the "Belt Line".
 * 1984: The Terminal is placed on the State and National Registers of Historic Places; therefore, it is now unable to be easily torn-down.
 * 1985: Tony Fedele requests energy surveys from the NY State Energy Office for the remaining five buildings that were part of the Terminal.
 * 1986: Fedele goes bankrupt and the Bankruptcy Court awards it to Thomas Telesco for $100,000, being the only bidder.
 * 1986–1997: The Terminal faces a period of mostly-neglect. The two owners during the period, Telesco and Tuchman, sell-off most of the valuable items, and vandals who can easily access the building destroy it. Weather also damages it, causing severe water damage to much of the concourse. A few arsons also occur.
 * 1990: Complex sold to Bernie Tuchman.
 * 1993: The concourse, owned by Amtrak, is leased for heavy equipment storage.
 * 1997: The Buffalo Central Terminal Restoration Corporation buys the Terminal for $1, and about $70,000 in back taxes.
 * 1999: $1 million of Erie County money is set aside to fix the tower. The clock was re-lit again on October 1 of that year.
 * 2000: A large snowstorm causes the city to dump loads of snow on the unstable property, and the Central Terminal Restoration Corporation (CTRC) sues the city for $1 million. The city decides to cancel the $70,000 the CTRC owes it for back taxes.
 * 2003: The removal of 350 tons of debris, repairs, asbestos removal, roof work and the repair of 4000 windows. The Terminal is able to be opened for tours.
 * November 2003: The BCT is put on the Preservation League of New York State's "Seven to Save" list.
 * 2004: BCT turns 75 and has a big celebration. The city gives it $75,000 for rehabilitation of the building.
 * May 2005: The original concourse clock, found for sale on eBay out of Chicago, was (with the help of M&T Bank, WBEN and many Buffalonians) saved, and the CTRC was able to purchase it.
 * 2006: The Buffalo Central Terminal has 20,000 visitors, breaking a record, due to Oktoberfest, the Buffalo Brewfest and the Train Show.
 * 2007: CTRC celebrates tenth anniversary as the Dyngus Day celebration comes back to the Terminal.
 * 2008: Two large projects are completed: abatement in the restaurant area and concrete work by the entrance.
 * 2009: Buffalo Central Terminal celebrates its 80th anniversary in June, and the Main Concourse Clock returns to the Terminal.
 * 2011: Master plan outlining reuse of the complex released to the public. CTRC awarded a $306,000 grant from New York State Office of Parks, Recreation, and Historic Preservation to repair and restore two of the original entryway canopies. A replica Buffalo statue is placed in the Main Concourse. Urban Habitat Project launched to transform a portion of the grounds. First public tours up to the third floor of the tower are held.
 * 2012: With help from public donations, the CTRC acquires one of the Terminal's original light fixtures for $3,000 from a Toronto antique dealer. After raising the $3,000, the dealer agrees to donate the fixture to the CTRC.
 * 2013: CTRC begins phase 1 of the replacement of the roof over the passenger waiting room. Replacement concourse light fixtures are made from the donated original light fixture by Sheet Metal Workers Union 71.
 * 2016: Parts of the main concourse, including the ticket areas, two union news stands and the main entrance, are cosmetically restored, by and as part of filming for the movie Marshall.
 * 2017: $250,000 in electrical upgrades are secured.
 * 2018: $5 million from the State of New York Empire State Development (ESD) is secured for restoration of the concourse, full capacity for catering and entertainment and professional CTRC staff.
 * 2018: 200 solar panels restore commercial-grade electricity.
 * 2019: The CTRC becomes a part of the East Side Avenues, an initiative born out of the Buffalo Billion catalytic investment.
 * 2020: Construction on the First Phase of the Passenger Concourse starts, replacement of the former restaurant roof to make the space clean and dry.
 * 2021: the Master Plan is completed after an extensive community engagement effort. Replacement of the former restaurant roof is completed and the Central Terminal, Broadway Market, and Broadway- Fillmore neighborhood are awarded a $10 million Downtown Revitalization Initiative (DRI) grant.
 * 2022: A Request for Expression of Interest (RFEI) is released to solicit Development Partner(s) for the reuse of the Buffalo Central Terminal. The CTRC is awarded $61 million through the Regional Revitalization Partnership, a major public and philanthropic initiative to spur economic growth on Buffalo's East Side and across Western New York. The Central Terminal is awarded $1.5 million through the Broadway-Fillmore Downtown Revitalization Initiative to support enhancements to the Great Lawn. The Central Terminal receives a Community Placemaking Grant from the Project for Public Spaces to transform the Terminal's Great Lawn from an under-designed, grassy lawn into a highly activated green space for the sharing of civic experiences.

Statuary
Several notable statues have graced the station's space over the years. The station once had a stuffed American bison in the concourse, belonging to the Buffalo Museum of Science and used to advertise the museum. Passengers (including soldiers bound for World War II) rubbing their hands on the bison caused it to become worn, so it was removed to the Buffalo Museum of Science and replaced with a plaster cast, bronze painted statue. This statue was accidentally destroyed by an owner during abandonment. A bronze recasting from the original molds can be found outside Alumni Arena at the University at Buffalo North Campus. On October 17, 2011 the buffalo in the terminal was replaced by the Central Terminal Restoration Corporation with one made out of fiberglass donated by Mollenberg-Betz, Inc., a Western New York-based mechanical contractor and Niagara Coatings Services, which specializes in various industrial coatings.

After the station was closed, the statue called "Progress" was placed on the terminal plaza by Anthony Fedele, who was the owner of the building after it closed. The statue was intended to signify the rebirth of the Central Terminal. Some people within the CTRC had thought to move the statue to the Griffis Sculpture Park in East Otto, New York but that was an impossibility due to its horrible condition. Since it was in incredible disrepair—tilting, falling apart, of no historical significance and an eyesore—Bob Rushok, a leader of the building's restoration, had a City of Buffalo payloader demolish it during a community cleanup event in the early 2000's and haul it away.

In popular culture
The train platforms appear in the 1982 film Best Friends. The train arrival scene was shot in 1981, two years after Amtrak service ended, but before the connection to the terminal building was severed.

Central Terminal stood in for Chicago Union Station in The Natural. Filming took place in 1983 while Conrail still occupied part of the building.

In November, 2005, a local flim company shot its first feature film, Prison of the Psychotic Damned, in the Terminal. The low-budget film details what happens when a group of dysfunctional ghost-hunters decide to spend a night in the long rumored to be haunted structure. A benefit screening of the film was held at the Terminal on June 23, 2006.

The paranormal investigators, The Atlantic Paranormal Society (TAPS), visited the terminal for about a week in June, 2008 and aired their findings on Ghost Hunters (Episode 417 – "Speaking With the Dead"), September 24, 2008. Footage taken during this investigation shows that, aside from the main concourse, the entire complex is still currently in a state of heavy disrepair. The spin-off show Ghost Hunters Academy visited the terminal for the episode broadcast December 2, 2009. On October 31, 2010 (Halloween), Ghost Hunters aired a live 6-hour broadcast from the station.

The Central Concourse and other Buffalo landmarks appear in Marshall, the 2017 biographical film of US Supreme Court Justice Thurgood Marshall.

In 2018, the Terminal was used as the filming location for the music video promoting hip-hop producer DJ Premier's track "Headlines", which features Buffalo-based rap group Griselda Records, consisting of rappers Westside Gunn, Conway the Machine, and Benny the Butcher. The video included shots of the musicians in various locations within the Terminal grounds, as well as other shots of areas within Buffalo's East Side neighborhood.

Scenes for the 2020 film Clover were shot around the Terminal and the grain elevators.

title: Buffalo Central Terminal


text:
Eriophorum angustifolium

Eriophorum angustifolium, commonly known as common cottongrass or common cottonsedge, is a species of flowering plant in the sedge family, Cyperaceae. Native to North America, North Asia, and Europe, it grows on peat or acidic soils, in open wetland, heath or moorland. It begins to flower in April or May and, after fertilisation in early summer, the small, unremarkable brown and green flowers develop distinctive white bristle-like seed-heads that resemble tufts of cotton; combined with its ecological suitability to bog, these characteristics give rise to the plant's alternative name, bog cotton.

Eriophorum angustifolium is a hardy, herbaceous, rhizomatous, perennial sedge, able to endure in a variety of environments in the temperate, subarctic and arctic regions of Earth. Unlike Gossypium, the genus from which cotton is derived, the bristles which grow on E. angustifolium are unsuited to textile manufacturing. Nevertheless, in Northern Europe, they were used as a substitute in the production of paper, pillows, candle-wicks, and wound-dressings. The indigenous peoples of North America use the plant in cooking and in the treatment of digestive problems. Following a vote in 2002, Plantlife International designated E. angustifolium the County Flower of Greater Manchester, as part of its British County Flowers campaign.

Description
In the wild, Eriophorum angustifolium is a creeping rhizomatous perennial sedge, with an abundance of unbranched, translucent pink roots. Fully grown, it has a tall, erect stem shaped like a narrow cylinder or triangular prism; it is smooth in texture and green in colour. Reports of the plant's height vary; estimates include up to 60 cm, 15 - 75 cm, and up to 100 cm. E. angustifolium has "stiff grass-like foliage" consisting of long, narrow solidly dark green leaves, which have a single central groove, and narrow from their 2 - 6 mm wide base to a triangular tip. Up to seven green and brown aerial peduncles and chaffs, roughly 4 - 10 mm in size, protrude from umbels at the top of the stem from which achenes are produced after fertilisation, each with a single pappus; these combine to form a distinctive white perianth around 5 cm long.

Eriophorum angustifolium is described as "a rather dull plant" in winter and spring, but "simply breathtaking" in summer and autumn, when 1–7 conspicuous inflorescences – composed of hundreds of white pappi comparable to cotton, hair, tassels, and/or bristles – stand out against naturally drab surroundings.

Eriophorum angustifolium differs from other species within the genus Eriophorum in its habitat and morphology. Its multiple flower heads and growth from rhizomes distinguish it from E. vaginatum, which has a single flower head and grows from dense tussocks. Although E. latifolium has 2–12 flower heads, it has laxly caespitose (tufted) growth, and its pappi are forked. The smooth peduncles and preference for acidic soil pH distinguishes E. angustifolium from E. gracile, which grows in swamp with a neutral pH and has scabrid (rough) peduncles.

Distribution
Eriophorum angustifolium is native to the Northern Hemisphere, and distributed across Eurasia, North America and the British Isles, where there is open bog, heath, wetland and moorland, with standing water and calcareous peat or acidic soil. It can survive in the Subarctic and Arctic, and is found in Alaska, Finland and Greenland as far north as 83° N. The British botanist William Turner Thiselton-Dyer recorded E. angustifolium in the South African Republic in 1898.

In North America, Eriophorum angustifolium is found in the north from Alaska through Manitoba and the Canadian Prairies to Newfoundland and Labrador, down the Pacific Northwest and the state of Washington, across the Midwestern United States through Michigan and Iowa, down the Eastern Seaboard as far south-east as New York and New Jersey, and reaching as far south-west as New Mexico. In Eurasia, E. angustifolium is distributed throughout the Caucasus, European Russia and North Asia, including Siberia and the Kamchatka Peninsula, and south-east to Manchuria and Korea. It grows throughout continental Europe, with the exception of those parts within the Mediterranean Basin, growing in Scandinavia in the north, and as far south as the Norte Region of Portugal and the Pierian Mountains of Greece.

Eriophorum angustifolium is the most common of the four native species of Eriophorum in the British Isles, and has been recorded as having existed in all vice-counties, thriving particularly well in Ireland and northern and western regions of Great Britain, but less so in southern and eastern areas. In the mires of Northern Ireland and the South Pennines, it considered a ruderal, pioneer and keystone species, because it can quickly colonise and repair damaged or eroded peat, encourage the re-vegetation of its surroundings, and retain sediment and its landscape to serve as a carbon sink. In central and southern counties of England, the species is rare or absent, and was "completely destroyed" in Cambridgeshire, The Broads, The Fens and other parts of the East of England by human activities such as land reclamation. Within the British Isles, E. angustifolium thrives at a range of altitudes from sea-level fens and lowland meadows, to exposed upland moors when provided with a habitat of acid bog or waterlogged heath. It has an altitudinal limit of 1100 m above sea level, reaching 854 m in the Wicklow Mountains of Ireland, and 1060 m in the Scottish Highlands.

Ecology
Eriophorum angustifolium is a hardy, herbaceous, rhizomatous, perennial plant, meaning that it is resilient to cold and freezing climatic conditions, dies back at the end of its growing season, has creeping rootstalks, and lives for over two years. It grows vigorously from seed over a period of 2–5 years, and thrives particularly well in freshly disturbed, cut or eroded peat. E. angustifolium is protogynous.

Sexual reproduction in Eriophorum angustifolium begins with flowering in spring or early summer (in or around May), when groups of 3–5 brown flowers are produced. Fertilisation usually takes place in May or June, via anemophily (wind-pollination), and the white bristle-like perianth, composed of achenes with pappi (seeds with hairs) then grows outwards to appear like short tufts of cotton thread. These pappi endure well into summer, lasting from around June to September. Like the pappus of Taraxacum (dandelions), this aids in wind-dispersal, and also serves as thermal insulation, conserving the temperature of the plant's reproductive organs by trapping solar radiation.

It is a known host to the fungal species Myriosclerotinia ciborium, Hysteronaevia advena, Lachnum imbecille and Lophodermium caricinum.

Conservation
Eriophorum angustifolium has a NatureServe conservation status of G5, meaning that the species is considered to be ecologically secure by NatureServe, lacking any threats to its global abundance.

In human culture
Eriophorum angustifolium seeds and stems are edible and are used in traditional Native American cuisine by Alaska Natives, Inuit and Inupiat people. The leaves and roots of E. angustifolium are also edible and, because of their astringent properties, used by the Yupik peoples for medicinal purposes, through a process of decoction, infusion or poultice, to treat ailments of the human gastrointestinal tract, and in the Old World for the treatment of diarrhoea. In abundance, E. angustifolium can grow with enough density to disguise wetland and bog. Consequently, it may be used as a natural indicator of areas which are hazardous and to avoid travelling through. Attempts to make a cotton-like thread from the hairs of the plant's seed-heads have been thwarted by its brittleness, but it has been used in the production of paper and candle wicks in Germany, and was used as a feather substitute in pillow stuffing in Sweden and Sussex, England. In Scotland, during World War I, it was used to dress wounds.

In 2002, the County Flowers campaign of Plantlife International, which asked members of the public to nominate and vote for a wildflower emblem for each of the counties and metropolitan areas of the United Kingdom, resulted in Eriophorum angustifolium being announced as the County Flower of Greater Manchester.

Taxonomy
The species was named Eriophorum angustifolium in 1782 by the German botanist Gerhard August Honckeny. The German botanist Albrecht Wilhelm Roth published this name in 1788, referring to Honckeny's work, and is sometimes erroneously considered the author of the species name. The genus name Eriophorum consists of two Ancient Greek roots – εριων (erion, "wool") and -φόρος (-phoros, "-bearing") – referring to the fibrous seed-heads of the genus, which resemble tufts of thread. The specific epithet angustifolium is composed of the Latin words angustus ("narrow") and folium ("leaf"). The Linnaean name Eriophorum polystachion is a nomen rejiciendum, being based on a mixed batch of specimens. Scirpus angustifolius is a later combination published by the Japanese botanist Tetsuo Koyama in 1958, but this generic assignment is not widely accepted.

Two subspecies are recognised within E. angustifolium. The autonymous subspecies, E. angustifolium subsp. angustifolium, is found in more southerly sites, while E. angustifolium subsp. triste has an overlapping distribution centred further north. The two also differ in height and the roughness of the peduncles, with E. a. subsp. angustifolium being up to 100 cm tall and having smooth-surfaced peduncles, while E. a. subsp. triste has rough peduncles and only reaches 30 cm tall.

In English, E. angustifolium is known by a variety of common names (with various spellings), including common cottongrass, common cotton-grass, common cottonsedge, tassel cotton grass, many-headed cotton-grass, thin-scale cotton-grass, tall cotton-grass, downy ling and bog cotton.

Cultivation
Although "difficult to grow under cultivation", The Royal Horticultural Society states Eriophorum angustifolium can be cultivated as a low-maintenance wildflower, suitable for meadows, ponds margins or bog gardens. This may be done in sheltered or exposed terrain, but best accomplished with full sun at a south- or west-facing aspect, in water up to 5 cm deep. Poorly-drained peat, sand, clay or loam with an acidic soil pH is required. Division in spring is the recommended form of propagation for the species, and regular deadheading is the recommended method of pruning. Narthecium ossifragum and Myrica gale are suitable for companion planting with E. angustifolium. Eriophorum angustifolium is "generally pest free". As a seedling and young plant it is eaten by sheep and cattle, and a variety of goose species. It is tolerant to chalybeate (iron-enriched) water, but may succumb to powdery mildews.

title: Eriophorum angustifolium


text:
User:Djarra

From London. Visit Djarra. My ISP is ntlworld, and I sometimes edit while forgetting to sign in. But I am not the troll who is ruining it for the rest of us on ntl!. John

title: User:Djarra


text:
Talk:Transportation engineering

Name: Transport or Transportation
Is "transport engineering" more commonly used outside the U.S.? I'm an EIT from the U.S., and I've only ever heard it called "transportation engineering". 'Transport' always struck me as a term for fluids, that environmental and chemical engineers use. Anyway, if there is a geographic correlation to which name gets used more frequently, it seems to me that ought to be included in the article. The Literate Engineer 20:23, 12 Jun 2005 (UTC)

 * Yes. "Transport Engineering" is used elsewhere, but we Americans prefer our Transportation Engineering.  Any changes to the title would be simply catering to regional preferences though, so a mention in the article would seem more appropriate to me (which is already done). Skabat169 14:46, 28 July 2006 (UTC)

 * Not only Americans, Indians also prefer Transportation Engineering, as we have studied it as Highway and Transportation. And if you all know English 'transport' is primarily used as a verb but "Transportation" is primarily used as a noun and as we all know this article is in English. In conclusion, according to many Civil Engineers and Technocrats this field is known as Transportation Engineering. Hence the article should be rename as Transportation Engineering. Prymshbmg (talk) 17:50, 4 January 2015 (UTC)

 * We should rename it as all the references presented in this article recognizes this field of civil engineering as "Transportation Engineering". This is the proof that this field is called as Transportation Engineering.Prymshbmg (talk) 17:55, 4 January 2015 (UTC)

Different Modes
I just added a short paragraph pointing out that transportation engineering includes all modes, not just automobiles, but the article's still uninformatively highway-centric. So, which would make more sense for the layout: a) divide it into sections according to activity, such as a "Planning" section and a "Design" section and an "Operating" section, then with each section explaining that design for a road means horizontal and vertical alignments, typical section design, drainage, and pavement mixture whereas design for an airport means terminal layout and using a wind rose and figuring out the runway length and how to label five parallel runways at a mega-airport like Hartsfield-Jackson or O'Hare, or b)divide it into sections like "Highway", "Shipping", "Airport", "Mass Transit", etc., and then subdivide each mode into the process? The Literate Engineer 20:23, 12 Jun 2005 (UTC)

Rewrite
If my work ethic lasts through the weekend or unless someone beats me to it, I intend to reorganise this information into categories such as History, Design (road/rail/pavement/etc.), Planning, Operations/Logistics, and possibly Maintenance. I encourage people to add in any and all information that you can think up. I am especially interested in more-developed descriptions of the assorted transportation acts within America, such as ISTEA, TEA-21, and SAFETEA-LU. Of course any information on programs in other English-speaking countries (or notable programs in non-English-speaking countries) are welcomed. Just for purposes of preservation until I (or someone else) reorganises this article, here is something I have cut from the civil engineering article: ''Since the passage of the 1991 Intermodal Surface Transportation Efficiency Act there has been a large focus on intermodal transportation in an attempt to improve efficiency, safety, and productivity with the existing infrastructure. Such a transportation system is called an Intelligent Transportation System (ITS).'' --Thisisbossi 03:04, 22 July 2006 (UTC)

 * I am pleased someone is interested in working on this article, however, is there a danger that if you focus on legislation you will write an article which is only of relevance to the US? --Richard Clegg 16:53, 23 July 2006 (UTC)

 * That's why I'm hoping we can get people familiar with legislation in other nations, specifically what focus the legislation sets forth. For example, America's change from the design era of the Interstate System's birth up to ISTEA's emphasis on operations and ITS; and now SAFETEA-LU's gradual leaning toward planning and community development. If no one responds, I'll keep it pretty general so that the entire article isn't about American legislation (besides, the laws have their own pages, anyway).  Looks like I'll hold off on any major edits until at least next week -- this weekend was a bit busier than expected. --Thisisbossi 02:41, 24 July 2006 (UTC)

 * OK, thanks. Don't want to discourage you at all from editing, I was just offering food for thought.  Good luck with the editing.  --Richard Clegg 17:11, 24 July 2006 (UTC)

 * Thanks, Skabat169, for taking the initiative on this one (I've been busy on other pages). I like this separation: first by mode, and then perhaps further separating within each mode by Planning, Design, Operations, Maintenance? --Thisisbossi 03:24, 29 July 2006 (UTC)

Highways Blanking
I just reverted blanking of the Highways Section. If this is not vandalism and 61.1.126.112 has good reasons for this, please discuss here first. Thanks. Skabat169 17:41, 13 October 2006 (UTC). you can put more information as needed so you can make this site better. so we can let ou know whats going on whit this site

transportation engineering still failing in the U.S.
Transportation For America » Dangerous by Design 2011

t4america.org/resources/dangerousbydesign2011/

(also the left hand side of the equation is not always zero) — Preceding unsigned comment added by 216.243.114.246 (talk) 16:05, 21 April 2013 (UTC)

Requested move 4 January 2015

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

The result of the move request was: page moved.   A rbitrarily 0   ( talk ) 17:23, 10 January 2015 (UTC)

Transport engineering → Transportation engineering – Name of this article should be Transportation engineering & all the references given in article points towards it. Also this field of civil engineering is recognized as Transportation engineering in all of the Engineering & Technical institutions. Many books related to this topic are also name as Transportation engineering. Prymshbmg (talk) 18:27, 4 January 2015 (UTC)

 * As also listed in the talk above by me and fellow editors: "==Name: Transport or Transportation==
 * Is "transport engineering" more commonly used outside the U.S.? I'm an EIT from the U.S., and I've only ever heard it called "transportation engineering".  'Transport' always struck me as a term for fluids, that environmental and chemical engineers use.  Anyway, if there is a geographic correlation to which name gets used more frequently, it seems to me that ought to be included in the article. The Literate Engineer 20:23, 12 Jun 2005 (UTC)

 * Support Yes. "Transport engineering" is used elsewhere, but we Americans prefer our Transportation Engineering.  Any changes to the title would be simply catering to regional preferences though, so a mention in the article would seem more appropriate to me (which is already done). Skabat169 14:46, 28 July 2006 (UTC)
 * Support Not only Americans, Indians also prefer Transportation engineering, as we have studied it as Highway and Transportation. And if you all know English 'transport' is primarily used as a verb but "Transportation" is primarily used as a noun and as we all know this article is in English. In conclusion, according to many Civil Engineers and Technocrats this field is known as Transportation Engineering. Hence the article should be rename as Transportation Engineering. Prymshbmg (talk) 17:50, 4 January 2015 (UTC)
 * Support We should rename it as all the references presented in this article recognizes this field of civil engineering as "Transportation Engineering". This is the proof that this field is called as Transportation Engineering.Prymshbmg (talk) 17:55, 4 January 2015 (UTC)"
 * oppose as proposed MOS:CAPS "engineering" should not be capitalized. BUT
 * Support transportation engineering with uncapitalized "engineering". WP:COMMONALITY Not just American English and Indian English, but also Canadian English , New Zealand English , Scottish English   -- 65.94.40.137 (talk) 04:43, 5 January 2015 (UTC)

 * Thanks for your support and i also un-capitalized the 'engineering'.Prymshbmg (talk) 16:57, 5 January 2015 (UTC)

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

title: Talk:Transportation engineering


text: Talk:Cinema of the Russian Empire

title: Talk:Cinema of the Russian Empire


text:
User:ColoradoZ

Colorado Z is a native of Colorado. In the meat world he goes by Zach or Zachary if "you're not into the whole brevity thing." He currently lives in Salt Lake City, Utah where his a graduate student at the University of Utah studying in the Parks Recreation and Tourism Department. He has lived around the world. Notably he has lived in Shanghai, China; Karlsruhe, Germany; and Paris, France. Additionally, he has also lived for a time in both San Francisco, CA and Denver, CO. He speaks, reads, and writes in German and French and his interests here on Wikipedia focus on translating articles from those corresponding language wikis.

Okay, enough with annoying 3rd person... I am still rather unfamiliar with all of the procedures here on wikipedia and I am trying to participate more regularly. If I do make a mistake please let me know, politely, on my talk page. If you have a translation need please do not hesitate to contact me as I do enjoy translating in my spare time.

I also really love to ski...like a lot. From November to April I can be found on the slopes of Alta ski area.

Thanks! Zach

Future translation: http://de.wikipedia.org/wiki/Schloss_Eberstein_%28Gernsbach%29 http://de.wikipedia.org/wiki/Eberstein_%28s%C3%BCdwestdeutsches_Adelsgeschlecht%29

ColoradoZ

title: User:ColoradoZ


text:
Vortex mixer

A vortex mixer, or vortexer, is a simple device used commonly in laboratories to mix small vials of liquid. It consists of an electric motor with the drive shaft oriented vertically and attached to a cupped rubber piece mounted slightly off-center. As the motor runs the rubber piece oscillates rapidly in a circular motion. When a test tube or other appropriate container is pressed into the rubber cup (or touched to its edge) the motion is transmitted to the liquid inside and a vortex is created. Most vortex mixers are designed with 2 or 4-plate formats, have variable speed settings ranging from 100 to 3,200 rpm, and can be set to run continuously, or to run only when downward pressure is applied to the rubber piece.

Use
Vortex mixers are quite commonplace in bioscience laboratories. In cell culture and microbiology laboratories they may be used to suspend cells. In a biochemical or analytical laboratory they may be used to mix the reagents of an assay or to mix an experimental sample and a dilutant.

The vortex mixer was invented by brothers Jack A. and Harold D. Kraft while working for Scientific Industries, Inc., N.Y.,(a laboratory apparatus manufacturer). A patent was filed by the Kraft brothers on behalf of Scientific Industries, Inc., An alternative to the electric vortex mixer is the "finger vortex" technique in which a vortex is created manually by striking a test tube in a forward and downward motion with one's finger or thumb. This generally takes longer and often results in inadequate suspension, although it may be suitable in some cases when a vortex mixer is unavailable or the forces involved in vortexing would damage the sample, but this technique is not recommended when caustic substances are involved. The technique is better suited to accelerate the mixture of solutions which do not require the kinetic energy input needed to create suspensions.

Microplate vortexing and incubating
For incubating applications, vortex mixers can employ precision temperature control at various mixing speeds which make them ideal for a wide variety of molecular biology applications including immunochemical reactions, enzyme and protein analysis, and microarray analysis.

title: Vortex mixer


text:
Locally unwanted land use

In land-use planning, a locally unwanted land use (LULU) is a land use that creates externality costs on those living in close proximity. These costs include potential health hazards, poor aesthetics, or reduction in home values. LULUs often gravitate to disadvantaged areas such as slums, industrial neighborhoods and poor, minority, unincorporated or politically under-represented places that cannot fight them off.

LULUs can include power plants, dumps (landfills), prisons, roads, factories, hospitals and many other developments. Planning seeks to distribute and reduce the harm of LULUs by zoning, environmental laws, community participation, buffer areas, clustering, dispersing and other such devices. Thus planning tries to protect property and environmental values by finding sites and operating procedures that minimize the LULU's effects.

Types

 * Brothel
 * Landfill
 * Road/Highway
 * Highway revolt
 * Freeway removal
 * Power station
 * Prison
 * Halfway house
 * Nuclear power
 * Sewage treatment

Externalities
An externality is something that happens as a result of a transaction that affects an uninvolved third party. LULU's present externalities in various ways, most notably those that inflict the senses: harsh smell, reduced aesthetics, noise pollution, and poor livability.

Inequality
It has been suggested that a correlation exists between the location of sites considered as locally unwanted land uses and the proximity to minority populations as a result of market dynamics. That is, externalities associated with LULUs (such as poor aesthetics, lack of desirable amenities, etc.) tend to discourage high-earning buyers from moving to the area, and thus perpetuate the cycle in which low income individuals have few choices except those which happen to be in areas with LULUs such as landfills and highways. This tends to lower home values. Further, the same market forces, especially those that may discriminate against minorities, could make it so that these areas happen to be populated predominantly by minorities.

Throughout the United States, "three out of five African Americans and Latino Americans live in communities with abandoned toxic waste sites." This pattern is typically seen because of discrimination and racism throughout the infrastructure development process. It is becoming more and more common. What makes a LULU such as this unique is that they cause displacement, whereas a landfill, dump, roads, or prisons simply discourage home-buyers from entering the area and keep home prices low. High-end health food stores such as Whole Foods causes displacement by attracting high-earning home buyers into the area, causing rents and home prices to rise. This has been dubbed the "Whole Foods effect".

San Francisco
San Francisco, like many other large cities in the United States, has a high cost of living. Its proximity to the Silicon Valley lends itself to attracting high-income home buyers. As of 2013, 53% of low-income households throughout the entirety of the Bay Area were undergoing gentrification pressures caused by transit investment and new developments.

Boston
Boston has been known historically for the high-cost of living that accompanies residence there, as well as being subject to various urban renewal projects during America's Urban Renewal era. These renewal projects often caused the displacement of Jewish and Italian immigrants as well as working class individuals in surrounding areas in its earliest years.

Superfund
Superfund, or the Comprehensive Environmental Response, Compensation, and Liability Act of 1980, was created to mitigate the cleanup and costs thereafter of hazardous waste sites. Superfund sites are often thought of when discussing LULUs. Love Canal was the first superfund site, established because of chemical waste that was being dumped into the canal by Hooker Electrical Company, later known as Hooker Chemical Company. The incident attracted widespread media attention and the neighborhoods surrounding Love Canal have since been destroyed. It has been suggested that some of these sites tend to be located in areas that have a high number of low-income, minority residents.

Native Americans
Of the 1,000+ Superfund sites in America, 25% of them (both capped and active) are situated directly on or near Native American reservations. Many of these sites can interfere with various rituals and affect cultural objects, and create further conflict between the Government and affected tribes. As discussed in a report from the All Indian Pueblo's Office of Environmental Protection, "the Superfund HRS [Hazard Ranking System] model does not account for Indian religious and ceremonial impacts from sites. Due to their importance in Pueblo life, culturally significant plants, animals, ceremonial surface water use, and sacred areas should be considered as critical impacts when evaluating the various pathways of exposure of the HRS.”

Environmental justice movement
The environmental justice movement began after the discovery of illegal dumping throughout 14 North Carolina counties. 31,000 gallons of polychlorinated biphenyl (PCB) was dumped by the Ward Transformers Company throughout these counties. The state government in North Carolina devised a landfill diversion plan for this waste after discovering the dumping, but the landfill was sited in Warren County, which had the greatest concentration of African American residents of all North Carolina's 100 counties, and was also the most poor, ranking 97th in GDP of the counties in North Carolina. The mainstream environmental movement was made popular by the emphasis on wildlife protection and wilderness preservation during the 20th century, but this presented cost barriers to poorer individuals whose concerns were not with wildlife and wilderness preservation. By virtue of the fact that this movement was not championed by poor people in its formative stages, it has caused these individuals to view the mainstream environmental movement as "elitist". This elitism is understood through three different forms, according to a study by Denton E. Morrison and Riley E. Dunlap: The environmental justice movement emerged as a critique of mainstream environmentalism's elitism and racism. One of the greatest barriers to entry for poor individuals to join in the environmental justice movement is legal fees. In order to try to prevent the kinds of pollution like that of Warren County, there are a great number of legal fees involved which are often costly. To that end, many of the companies that produce pollution will encourage acceptance of this pollution by communities in order to avoid cleanup costs and costs associated with making certain industries more environmentally sustainable. That is, the cost of paying communities to accept pollution is often less than the (initial) costs of avoiding pollution all together. Therefore, it can be ascertained that poorer communities are likely to accept compensation for a certain level of pollution, and wealthier communities are willing to accept a smaller amount of pollution and demand a greater level of environmental quality. The difference is that one group is able to pay for environmental quality, and the other group is not.
 * 1) Compositional – Environmentalists tend to be from the middle and upper classes, both socially and financially
 * 2) Ideological – The reforms benefit the movement's supporters but impose costs on nonparticipants, i.e.: wildlife preservation benefits middle/upper class individuals because they have a greater utility derived from these things, poor people do not get as much utility
 * 3) Impact – These reforms are "regressive" in their impact to society, meaning that disenfranchised individuals are disproportionally harmed by these changes made by the middle/upper class

title: Locally unwanted land use


text:
Coat of arms of Kyiv

The coat of arms of Kyiv features the Archangel Michael officially named as "Saint Michael the Archistrategos" (archistrategos, the title of chief-general in Ancient Greece), wielding a flaming sword and a shield on an azure field.

History
The coat of arms traces its history back to the medieval principality of Kievan Rus', where the Archangel Michael was depicted on the seals used by the Kievan grand princes. Initially the coat of arms of Kyiv featured Saint George fighting a dragon on an azure field, and this today remains the coat of arms of the Kyiv Oblast. In the 16th century, a coat consisting of the Archangel Michael clad in white robes, holding a sword and a shield on a red field was adopted for the Kyiv Voivodeship.

In 1487, along with Magdeburg rights, the city of Kyiv received a coat of arms consisting of a hand holding a crossbow.

In 1782, a new coat of arms was approved by the order of Catherine II of Russia. In the order the coat of arms is described as "Archangel Michael in a short tunic on an azure field". Later on it was decorated with an imperial crown and other ornaments. No original image of the arms has been recovered to date. Some modern drawings of the arms exist, based on the description in Catherine's order.

In 1969, a coat of arms was introduced with chestnut leaves and a bow on the red-azure field, containing the word КИЇВ (KYIV), and such Soviet symbols as the hammer and sickle and the Hero City medal. Since 1973 the horse-chestnut leaves became one of the symbols of the city.

In May 1995, the Kyiv City Council restored the city's original coat of arms depicting the Archangel Michael.

title: Coat of arms of Kyiv