text:
Talk:General Assistance

According to http://www.rules.utah.gov/publicat/code/r986/r986-400.htm#T2, Utah no longer supplies General Assistance to the able bodied (i.e. non-handicapped).

Entitlement?
Are general assistance programs always entitlements, or do some states fund them on a discretionary basis? Boris B (talk) 03:12, 3 January 2010 (UTC)

 * Not sure. In California our general assistance law is a confusing mess. Welfare and Institutions Code Section 17000 is as follows: "Every county and every city and county shall relieve and support all incompetent, poor, indigent persons, and those incapacitated by age, disease, or accident, lawfully resident therein, when such persons are not supported and relieved by their relatives or friends, by their own means, or by state hospitals or other state or private institutions."  But then if you read the sections immediately following that, it's clear that the Legislature has given the counties the discretion to specify a very low level of aid for indigent residents, since California had too many hippies flocking into the state in the 1960s and living off the public dole.  --Coolcaesar (talk) 06:27, 3 January 2010 (UTC)

title: Talk:General Assistance


text:
Lehigh and New England Railroad

The Lehigh and New England Railroad was a Class I railroad located in Northeastern United States that acted as a bridge line. It was the second notable U.S. railroad to file for abandonment in its entirety after the New York, Ontario and Western Railway. It was headquartered in Philadelphia.

South Mountain and Boston and successors: 1873-1882
Around 1868, serious proposals for the crossing of the Hudson River at Poughkeepsie began to appear. A charter for the Poughkeepsie Bridge Company was obtained in 1871, and the company was organized before the end of May. The charter was amended to allow placing piers in the river by 1872 (despite fierce opposition from navigation interests), and the company began raising funds. Through the influence of Andrew Carnegie, Pennsylvania Railroad president J. Edgar Thomson was persuaded to invest in the project.

This funding led to a surge of activity. The line was to be carried from Harrisburg to the crossing of the Delaware River at Portland by the South Mountain Railroad. The South Mountain and Boston Railroad was chartered in New Jersey on March 13, 1873, and also in New York to continue the line via Poughkeepsie and Boston Corners to the Massachusetts state line. At the state line, an extension of the planned Massachusetts Central Railroad would connect, taking traffic to Boston. Grading began on the various lines, known as the South Mountain and Boston Railroad, and the cornerstone was laid for a bridge pier at Poughkeepsie. However, the Panic of 1873 and the death of Thomson in May 1874 and loss of his personal support brought the project to a halt.

An attempt at revival was made in 1879. By this time the South Mountain Railroad had collapsed; a new railroad, the Pennsylvania, Poughkeepsie and New England Railroad, was incorporated on May 6, 1879, to follow its route from Harrisburg to South Mountain and the Boston connection in Portland. This company too would be short-lived; the South Mountain and Boston's New Jersey Division was renamed on March 11, 1880, to the Pennsylvania and New England Railroad, and that company's Pennsylvania Division was incorporated on May 5, 1880. The property of the PP&NE was sold to the P&NE (PA Division) on October 13, 1880. This does not improve the fortunes of this segment of the line; a third company, the Delaware and Slatington Railroad, was incorporated on September 9, 1881, to run from the P&NE (NJ Division) at Portland to Slatington on the Lehigh River. P&NE's New Jersey Division merged with the Delaware and Slatington on June 22, 1882, to form the Pennsylvania, Slatington and New England Railroad.

Pennsylvania construction: 1880-1891
In the meantime, the P&NE (PA Division) was successful in laying one and one-sixth mile (2 km) of track to the east of Wind Gap about 1880. However, it was foreclosed on July 25, 1881, and reorganized as the Susquehanna and Delaware River Railroad on August 23, 1881; it was foreclosed again and reorganized on July 13, 1886, as the Harrisburg and New England Railroad was supposedly reorganized as the Harrisburg and Eastern Railroad on July 31, 1891.

Pennsylvania, Slatington and New England Railroad: 1882-1887
The Pennsylvania, Slatington and New England Railroad was formed June 22, 1882, as a consolidation of the Pennsylvania and New England Railroad (NJ Division) and Delaware and Slatington Railroad, to build from Slatington, Pennsylvania, to Pine Island, New York. In December of that year, John L. Blair, who controlled the nearby Bangor and Portland Railway, acquired control of the PS&NE, in order to give the B&P direct access to New England and other points. Additionally the Central Railroad of New Jersey's Lehigh and Lackawanna Railroad could no longer access points on the B&P.

Construction was carried out through 1883, with grading finished in Pennsylvania and about 12 miles west from Sussex, New Jersey. The bridge over the Delaware River at Portland was built, and rails were laid for about half of the length in Pennsylvania. In early 1883, a dispute erupted with the Wind Gap and Delaware Railroad over the tracks between Pen Argyl and Bangor, which the PS&NE wanted to use. Later that year the company went bankrupt and construction stopped.

Pennsylvania, Poughkeepsie and Boston Railroad: 1887-1895
The Pennsylvania, Slatington and New England Railroad was sold at foreclosure to William W. Gibbs, president of the Poughkeepsie Bridge Company, on July 12, 1887, and was reorganized as the Pennsylvania, Poughkeepsie and Boston Railroad, also known as the "Pickles, Pork, and Beans" Line). Construction was begun, but the company again went bankrupt, and was sold at foreclosure December 14, 1894.

Around that time, various other companies were chartered to build the line over the Poughkeepsie Bridge, and in 1889, the Central New England and Western Railroad was completed. That part would be combined with the PS&NE in 1892 by the Philadelphia and Reading Railway, but in 1893 the two parts were split. The eastern section later became part of the New York, New Haven and Hartford Railroad, and the western section stayed independent to the end.

The Campbell Hall Connecting Railroad was chartered April 3, 1889, to obtain the right to operate the section in New York. It was originally planned to extend beyond Pine Island to Campbell Hall, the west end of the existing Poughkeepsie Bridge line.

The Philadelphia and Reading Railway gained control of the Central New England and Western Railroad in early 1892, and the PP&B soon after, giving it a route from Reading via the Schuylkill and Lehigh Railroad to Slatington, and then to New England along its new acquisitions. The Reading Company's bankruptcy in 1893 ended this control, and led to the PP&B's bankruptcy.

Lehigh and New England Railroad: 1895-1961
The Lehigh and New England Railroad (L&NE) was organized April 2, 1895, as the successor to the PP&B. The route from Slatington to Pine Island was accomplished but not completed. The L&NE was able to have a route from Slatington to Pine Island even though the route wasn't completed because the L&NE had obtained trackage rights over the New York, Susquehanna and Western Railway's Sparta Junction to Columbia/Delaware Junction main line between Swartswood Junction (outside of Swartswood) and Hainesburg Junction; this line was built by the New Jersey Midland Railway from Sparta Junction to Blairstown, New Jersey, and by the Blairstown Railway from Blairstown, New Jersey, to Columbia/Delaware Junction and today serves as the Paulinskill Valley Trail. Despite that, a tunnel (40.97889°N, -74.76694°W) was built under the fill for the Delaware, Lackawanna and Western Railroad's New Jersey Cut-Off (opened 1911) in case the L&NE ever decided to complete its own line. Additionally, the planned route from Pine Island to Campbell Hall was cancelled, and trackage rights were obtained over the Erie Railroad's Goshen and Deckertown Railroad and Montgomery and Erie Railroad.

The Lehigh and Lackawanna Railroad and its leased Wind Gap and Delaware Railroad were operated by the Central Railroad of New Jersey until February 1, 1905, when the two companies were merged into the L&NE. Around the same time the L&NE acquired the Northampton Railroad. This gave the L&NE a branch to Bethlehem, with a branch off that one to Martins Creek. Part of the main line between Benders Junction (the crossing of the original L&NE and the L&L) and Pen Argyl was abandoned in 1905, with the new route using the L&L and WG&D.

The Lehigh Coal and Navigation Company (LC&N) gained control of the L&NE on May 9, 1904.

A yard at Maybrook, New York, opened in 1912, with L&NE trains terminating there via a section of the Central New England Railway.

On July 24, 1912, a new extension opened, splitting from the main line at Danielsville, Pennsylvania, and running west to Tamaqua to directly serve the LC&N. On December 14, 1913, the L&NE acquired the Panther Creek Railroad, running east from Tamaqua to Summit Hill, and with a connection to the Central Railroad of New Jersey's Hauto Tunnel for access to Nesquehoning obtained in 1915. The Catasauqua Branch, built in part by the Crane Railroad, was completed in 1914.

On June 4, 1926, the Reading Company leased the L&NE, but other railroads objected, and the Interstate Commerce Commission rejected the lease, preferring a lease by the New York, New Haven and Hartford Railroad (which was never done).

The LNE Board of Directors decided to end all railroad operations on October 31, 1961. Although the LNE was still profitable, the rapid decline of the anthracite coal business was seen on the horizon and the decision was made to cease operations. By this date the LNE mainline saw only one coal train per week (which usually operated on Thursdays). Trackage was removed by the following year and the bridges over the Lehigh River and Delaware River were dismantled by 1969.

While a never particularly profitable system because it paralleled the Lehigh & Hudson River Railway and did not serve any large markets, the L&NE did have a profitable cement business from its lines around Bath, Pennsylvania; the trackage which served this commodity was taken over and operated by a subsidiary of the Central Railroad of New Jersey (CNJ), Lehigh and New England Railway until January 1975 and then by the Lehigh Valley until April 1, 1976, when the trackage was absorbed by Conrail. To railfans, the L&NE is best remembered for its diesel motive power, which consisted almost entirely of models built by Alco, excepting two Whitcomb Center Cab switchers, numbers 601 & 602.

Lehigh and New England Railway: 1961-
The Lehigh and New England Railway was chartered by the Central Railroad of New Jersey to take over some of the lines in Pennsylvania. Included in that sale was the main line east from Tamaqua, the old Lehigh and Lackawanna Railroad and Northampton Railroad from Bethlehem to Martins Creek, and the branch from Bethlehem west to Allentown. A short section from Pen Argyl to Wind Gap was taken over by the Delaware, Lackawanna and Western Railroad, connecting to the DL&W's Bangor and Portland Railway at Pen Argyl.

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

title: Lehigh and New England Railroad


text:
Nyland and Tavastehus County Cavalry Regiment

The Nyland and Tavastehus County Cavalry Regiment (Nylands och Tavastehus läns kavalleriregemente) was a Swedish Army cavalry regiment located in the county of Nyland and Tavastehus that traced its origins back to the 17th Century. It was split in 1791.

History
The regiment has its origin in the Nyland cavalry (Nylands ryttare) raised in 1618. In 1632, this unit was organized into a cavalry regiment. The regiment's soldiers were conscripted mainly from the county of Nyland and Tavastehus. It was one of the original eight Swedish cavalry regiments mentioned in the Swedish constitution of 1634. The regiment's first commander was Torsten Stålhandske. Finnish horsemen were also known as "Hakkapeliitat".

In the spring of 1700, the regiment was transferred to General Wellingk's army corps in Swedish Livonia. From 1702 on, the regiment, with six of its eight companies, had joined the main army. In 1705–1706 it was part of Carl Gustaf Rehnskiöld's corps. After the Battle of Poltava in 1709, the regiment was present at the capitulation in Perevolochna. The regiment had to be completely reraised. It was then stationed with the army in Finland. The regiment was part of General Armfeldt's army of 7,500 men which invaded Norway through Jämtland in August 1718.

The cavalry regiment was reorganized into Nyland and Tavastehus dragoon regiment in 1721. In 1791, the regiment was converted to infantry. The northern battalion was incorporated into Tavastehus county infantry regiment as its third battalion, while the southern battalion was incorporated into Nyland Infantry Regiment.

Campaigns

 * The Thirty Years' War 1630–1648
 * The Great Northern War 1700–1721

Organization
1690(?)

 * Södra bataljonen
 * Livskvadronen
 * Majorens (Borgå) skvadron
 * Helsing skvadron
 * Raseborgs skvadron
 * Norra bataljonen
 * Överstelöjtnantens skvadron
 * Nedre Hållola Skvadron
 * Övre Hållola Skvadron
 * Säxmäki Skvadron

Commanding officers

 * 1625–1632 Åke Tott
 * 1632–1644 Torsten Stålhandske
 * 1644–1656 Henrik Horn
 * 1656–1669 Johan Galle
 * 1669–16?? Claes Uggla
 * Baranoff.
 * 1678–1687 Otto Vellingk
 * 1687–1700 Johan Ribbing
 * 1700–1701 Adrian Magnus Klingsporre
 * 1701–1706 Didrik Fredrik Patkull
 * 1707–1709 Anders Torstenson (1676-1709)
 * 1709–1713 Anders Erich Ramsay
 * 1713–1724 Reinhold Johan De la Barre
 * 1725–1728 Axel Erik Roos
 * 1728–1739 Carl Henrik Wrangel
 * 1739–1742 Johan Carl Ramsay
 * 1743–1746 Gustaf Gynterfelt
 * 1746–1759 Lars Åkerhielm
 * 1759–1762 Herman Fleming
 * 1762–1767 Gustav Crispin Jernfeltz
 * 1768–1769 Casimir Lewenhaupt
 * 1769–1772 Jakob Magnus Sprengtporten
 * 1772–1776 Johan von Schwartzer
 * 1776–1777 Erik Johan Stjernvall
 * 1777–1779 Georg Gustaf Wrangel af Adinal
 * 1779–1791 Robert Montgomery


text:
William Duncan MacMillan

William Duncan MacMillan (July 24, 1871 – November 14, 1948) was an American mathematician and astronomer on the faculty of the University of Chicago. He published research on the applications of classical mechanics to astronomy, and is noted for pioneering speculations on physical cosmology. For the latter, Helge Kragh noted, "the cosmological model proposed by MacMillan was designed to lend support to a cosmic optimism, which he felt was threatened by the world view of modern physics."

Biography
He was born in La Crosse, Wisconsin, to D. D. MacMillan, who was in the lumber business, and Mary Jane McCrea. His brother, John H. MacMillan, headed the Cargill Corporation from 1909 to 1936. MacMillan graduated from La Crosse High School in 1888. In 1889, he attended Lake Forest College, then entered the University of Virginia. Later in 1898, he earned an A.B. degree from Fort Worth University, which was then a Methodist university in Texas. He performed his graduate work at the University of Chicago, earning a master's degree in 1906 and a PhD in astronomy in 1908. In 1907, prior to completing his PhD, he joined the staff of the University of Chicago as a research assistant in geology. In 1908, he became an associate in mathematics, then in 1909, he began instruction in astronomy at the same institution. His career as a professor began in 1912 when he became an assistant professor. In 1917, when the U.S. declared war on Germany, Dr. MacMillan served as a major in the U.S. army's ordnance department during World War I. Following the war, he became associate professor in 1919, then full professor in 1924. MacMillan retired in 1936.

In a 1958 paper about MacMillan's work on cosmology, Richard Schlegel introduced MacMillan as "best known to physicists for his three-volume Classical Mechanics" that remained in print for decades after MacMillan's 1936 retirement. MacMillan published extensively on the mathematics of the orbits of planets and stars. In the 1920s, MacMillan developed a cosmology that presumed an unchanging, steady-state model of the universe. This was uncontroversial at the time, and indeed in 1918, Albert Einstein had also sought to adapt his relativity theories to the model using a cosmological constant. MacMillan accepted that the radiance of stars came from then unknown processes that converted their mass into radiant energy. This perspective suggested that individual stars and the universe itself would ultimately go dark, which was called the "heat death" of the universe. MacMillan avoided the conclusion about the universe through a mechanism later known as the "tired-light hypothesis". He speculated that the light emitted by stars might recreate matter in its travels through space.

MacMillan's work on cosmology lost influence in the 1930s after Hubble's law became accepted. Edwin Hubble's 1929 publication, and earlier work by Georges Lemaître, reported on observations of entire galaxies far from the earth and its galaxy. The further away a galaxy is, the faster it is apparently moving away from the earth. Hubble's law strongly suggested that universe is expanding. In 1948, a new version of a steady-state cosmology was proposed by Bondi, Gold, and Hoyle that was consistent with the measurements on distant galaxies. While the authors were apparently not aware of MacMillan's earlier work, substantial similarities exist. With the observation of the cosmic microwave background (CMB) in 1965, steady-state models of the universe have been rejected by most astronomers and physicists. The CMB is a prediction of the Big Bang model of an expanding universe.

MacMillan also had a distaste for Einstein's relativity theories. In a published debate in 1927, Macmillan invoked "postulates of normal intuition" to argue against them. He objected to the theories' inconsistency with an absolute scale of time. Einstein's theories predict that an observer will see that rapidly moving clocks tick more slowly than the observer's own clock. Later experiments amply confirmed this "time dilation" prediction of relativity theory.

In an Associated Press report, MacMillan speculated on the nature of interstellar civilizations, believing that they would be vastly more advanced than our own. "Out in the heavens, perhaps, are civilizations as far above ours as we are above the single cell, since they are so much older than ours."

The crater MacMillan on the Moon is named in his honor.

Selected publications

 * 1916
 * . Later reprinted by Dover, 1958, ISBN 1-124-11132-8.
 * Reprinted by Dover, 1958, ISBN 9780486604862.
 * Later reprinted by Dover, 1960,.
 * 1916
 * . Later reprinted by Dover, 1958, ISBN 1-124-11132-8.
 * Reprinted by Dover, 1958, ISBN 9780486604862.
 * Later reprinted by Dover, 1960,.
 * . Later reprinted by Dover, 1958, ISBN 1-124-11132-8.
 * Reprinted by Dover, 1958, ISBN 9780486604862.
 * Later reprinted by Dover, 1960,.
 * . Later reprinted by Dover, 1958, ISBN 1-124-11132-8.
 * Reprinted by Dover, 1958, ISBN 9780486604862.
 * Later reprinted by Dover, 1960,.
 * Later reprinted by Dover, 1960,.
 * Later reprinted by Dover, 1960,.

title: William Duncan MacMillan


text: User talk:80.47.75.49

title: User talk:80.47.75.49


text: Category:Lehigh and New England Railroad


text:
Talk:Cognitive neuropsychology

Comment
some one with has been sabotouching recently with cognitive neuropsychology.

Criticism of neuropsychological approach
We have not yet covered the criticism of this approach. Because it is based on single case studies the models get more and more complicated. It is difficult to refute the studies. Also, as the models get more complex the heuristic and diagnostic value diminishes. (source: Psychology of language by Harley) Action potential discuss contribs 02:01, 15 June 2009 (UTC)
 * I agree. I think there is some work showing that double dissociations may arise from randomly removing X% of connections from a connectionist model, suggesting that double dissociations may not necessarily arise from the brain being modular.  I will see if I can find a reference (Macleod, Pinker and Plunkett rings a bell ...but could be wrong). Finereach (talk) 19:12, 13 October 2009 (UTC)

title: Talk:Cognitive neuropsychology


text:
Pseudotaxus

Pseudotaxus chienii, the whiteberry yew, is a species of plant in the yew family, Taxaceae. It is the sole species in the genus Pseudotaxus, but closely related to the other yews in the genus Taxus. It is endemic to southern China, occurring in northern Guangdong, northern Guangxi, Hunan, Southwest Jiangxi and southern Zhejiang.

Like other yews, it is a small coniferous shrub or small tree, reaching 2–5 m tall with reddish bark. The leaves are lanceolate, flat, 1–2.6 cm long and 2–3 mm broad, dark green above, with two white stomatal bands below; they are arranged spirally on the stem, but with the leaf bases twisted to align the leaves in two flat rows either side of the stem. The conspicuous white stomatal bands on the harder, stiffer (less soft) leaves readily distinguish it from the yews in the genus Taxus.

It is dioecious, with the male and female cones on different trees. The female (seed) cones are very similar to those of Taxus species, but the aril is white when mature, not red; they are 5–7 mm long and wide. The male (pollen) cones are globose, 3–4 mm diameter.

It is grown as an ornamental plant in southern China and occasionally elsewhere.

title: Pseudotaxus


text:
Masina

Masina may refer to:

 * Places
 * Masina, Kinshasa, in the Democratic Republic of the Congo
 * Masina, alternate name of Tabas-e Masina, in Iran
 * Masina, Lumbini, in Nepal
 * Masina, Rapti, in Nepal
 * Masina, Purulia, West Bengal, India
 * Masina Empire, alternate spelling of Massina Empire

 * People
 * Adam Masina (1994–), an Italian footballer
 * Giulietta Masina (1921–1994), an Italian film actress

title: Masina


text:
Länsimetro

Länsimetro (English: Western Metro, Swedish: Västmetron) is an extension to the Helsinki Metro system in Finland, which opened on 18 November 2017. Länsimetro extends the system's two lines, M1 and M2, from Central Helsinki to the neighbouring city of Espoo. The new stretch continues the lines from the existing Ruoholahti station via the island of Lauttasaari, the Aalto University Otaniemi campus and Tapiola, the terminus of line M2. Line M1 continues further west to Matinkylä. Unlike previous extensions to the Helsinki Metro system, Länsimetro runs entirely underground. The second phase opened on 3 December 2022 and continues the line further west to Kivenlahti, near the municipal border of Kirkkonummi.

Final approval for a 13.5 km route was granted on 4 April 2007, and construction began in November 2009. In February 2014, rock blasting was completed, and the fitting out of the tunnels and construction of the stations was started. The opening of the extension was planned for August 2016, but was delayed until November 2017.

Background
The first designs for a metro system in Helsinki, made in the 1950s, already contained lines to Espoo. After the two forks of the metro line in eastern Helsinki had been completed in 1998, the city of Helsinki continued to pursue the Länsimetro proposal, but the city of Espoo continued to reject it until the early 2000s.

After Helsinki, Espoo is the second most populous city in Finland, served by roads, bus transport, and commuter trains, but previously not connected to the metro system. It is connected to Helsinki by the Rantarata coastal railway and by two motorways: Finnish national road 1 (Turun moottoritie, to Turku) in the middle and the Western Highway (the Länsiväylä) in the south, near the coast. As the primary passageway between southern Espoo and central Helsinki, the Länsiväylä has been repeatedly enlarged to cope with congestion, but still experiences chronic traffic jams during morning rush hours. Widening the Länsiväylä has not solved the traffic jams, but has instead moved them closer to the centre of Helsinki (see also Downs–Thomson paradox).

Since the 1990s, the Finnish state and the city of Helsinki had been willing to finance a part of the Länsimetro project and prepared to commence construction. However, Espoo opposed the project for a long time, mainly because of the cost: the state had only agreed to pay 30% of the costs, while Espoo wanted them to contribute at least 70%.

Espoo's decision
In 1997, Helsinki made an official proposal to Espoo to construct the Länsimetro. A year later, on 8 December 1998, Espoo city council decided to support the extension only to Tapiola, rejecting a continuation to Matinkylä and Kivenlahti. On 16 February 1999, the city council changed its mind, and voted 48 to 18 in support of building the extension to Matinkylä. (These decisions did not yet authorize construction. In June 2012, Espoo was keen on continuing the line from Matinkylä to Kivenlahti as soon as possible, wishing to commence the construction of this second phase even before the first phase entered service. )

The issue of the extension was revived in 2002, when the Helsinki Metropolitan Area Council (YTV) was drafting a new master plan for public transportation in the Helsinki area. Counter to the view taken by Espoo city council, YTV prioritised the Länsimetro over the construction of a light railway between Helsinki and Espoo. A compromise solution was reached, as an investigation into the alternative of constructing such a light rail line was added to the plan, with a proposed construction schedule from 2010 to 2020.

According to a survey commissioned by Helsingin Sanomat in late 2005, 77% of Espoo residents and 90% of Helsinki residents were in favour of the Länsimetro.

On 25 September 2006, Espoo city council approved the construction of the Länsimetro by a vote of 45 to 19. In its decision, the council set a number of conditions for the project:
 * The Finnish state must commit to financing the Länsimetro extension all the way to Kivenlahti.
 * The existing heavy railway line between Leppävaara and Espoo Centre should be widened from double-track to triple-track, in conjunction with the Länsimetro project.
 * The orbital Jokeri bus line should be converted to a light rail line/tram as soon as possible.
 * The orbital Kehä I ring road should be improved.
 * The orbital Kehä II ring road should be extended into Helsinki via Vihdintie to Hämeenlinnanväylä.

After the construction decision by Espoo city council, allowing city taxes to be used for the project, critics of the decision expressed concern that such a large construction project could conceivably bankrupt the city, and sued the city in the Supreme Administrative Court of Finland for alleged neglect in decision-making. Since administrative courts cannot rule on the substance of the decision, only the formal procedure was questioned. The court rejected the complaint.

Länsimetro Oy and Helsinki's decision
In June 2007, the cities of Espoo and Helsinki jointly founded a company called Länsimetro Oy (English: "Western Metro Ltd.") to construct the extension. Espoo owns 72% of the company's stock and Helsinki owns 28%. Matti Kokkinen was appointed as the company's CEO. Following disputes related to the delayed opening of the first phase in August 2016, Ville Saksi replaced Kokkinen as CEO on 14 November 2016.

On 11 November 2009, Helsinki city council approved construction of the Länsimetro, which started on 24 November 2009. Judicial complaints and appeals postponed the start for over a year, but all were rejected by the Supreme Administrative Court. , Finnish courts have rejected all charges made against the extension.

Controversy and alternatives
In 2002, a joint study by the city of Helsinki, the city of Espoo, and the Ministry of Transport and Communications, compared the impact of the metro extension with that of building a bus rapid transit system. The running costs of the systems were estimated to be roughly equivalent. The metro extension would reduce emissions in Helsinki, but feeder buses would increase them in Espoo. The metro would make it faster and more convenient to travel to Helsinki from the parts of Espoo near the new stations, but would increase the travel time from outlying areas.

A second study by the same parties, published in 2004, investigated the alternative option of a light rail line.

In 2006, an informal private-sector shadow plan for a light rail alternative called TramWest was released. According to its critics, the plan underestimated costs and that the line was partly placed in areas where it would have been impossible to implement. TramWest also included many level crossings, which, if done badly, would slow down public transport. The proposed tracks would also have cut through the parks next to the Kiasma museum and the Helsinki Music Centre, and all the lines would have terminated at the Elielinaukio square next to the central railway station, without being integrated with any existing or future rail system. A revised version of the plan was released in early 2008, claiming to address most of these concerns. It proposed connecting Espoo with both the Länsiväylä and with Helsinki's city centre, with the eastern terminus being relocated to either Viikki or Laajasalo.

Cost
Preliminary plans, made in 2000 and 2001, estimated the cost of building the infrastructure for the metro extension to Matinkylä to be about €400 million. When Espoo city council decided on construction of the metro in 2004, the estimated cost was €452 million. In September 2007, the estimated cost of the Länsimetro was at least €530 million. In December 2007, Olavi Louko estimated that the cost would rise to at least €600 million. According to Louko, the cost of the excavation work had risen a third more than that of other ground construction work, due to security requirements and the increase in simultaneous excavation work elsewhere, including the construction of the Kehärata (Ring Rail Line) in nearby Vantaa.

By January 2008, the estimated cost had risen to over €800 million, and by February 2014, to about €1 billion.

Route
A metro line extension was accepted as a basis for further planning in 2000. The locations of the stations were confirmed by the cities of Espoo and Helsinki in June 2007. The extension runs underground for its entire length. The stations are:

The Ruoholahti–Matinkylä section (the first three stations in Helsinki, the others in Espoo; Swedish station names in brackets):
 * Ruoholahti (Gräsviken) (existing station)
 * Lauttasaari (Drumsö)
 * Koivusaari (Björkholmen) (last station in Helsinki)
 * Keilaniemi (Kägeludden) (first station in Espoo)
 * Aalto-yliopisto (Aalto-universitetet) (Aalto University)
 * Tapiola (Hagalund)
 * Urheilupuisto (Idrottsparken)
 * Niittykumpu (Ängskulla)
 * Matinkylä (Mattby)

Construction
The work started in January 2010 with the extension of the tunnels at the Ruoholahti metro station, and rock blasting in Espoo commenced in August 2010. All contracts for tunneling and station building were signed in December 2011, and rock blasting reached 50% completion in July 2012. The excavation of the first stations began in 2012.

The excavation work on the tunnels was completed on 27 February 2014, while the fitting out of the tunnels and construction of the stations was ongoing. The last of the tracks were laid in Matinkylä in December 2015.

In January 2014, the estimated date of opening for service was pushed back to autumn 2016 at the earliest. While physical construction was completed on schedule, there were numerous other problems with automatization, project schedules, project leadership and safety systems. Not enough time was scheduled for safety system integration tests, which then failed, causing delays. There was poor workmanship with track installation. Rock dust was left behind from blasting and was not cleaned. Doors were substandard. There was poor communication from the cities via Länsimetro and the main contractor Sweco to the building contractors. The general manager of the project was fired. A report detailing the reasons for the failures was written, but was not released due to "advice from lawyers".

The second phase
On 3 February 2014, the city board of Espoo proposed to the city council an extension of the new line to Kivenlahti, on the condition that the Finnish state would commit to paying 30% of the construction costs. This extension would run entirely within Espoo, and would serve five new stations. On 24 February 2014, Espoo city council approved the proposal by a vote of 65 to 10.

It was estimated that starting the construction of the second phase immediately after the conclusion of the first phase would save about 130 million euros, compared to a five-year delay between the construction of the two phases. The estimated cost of the second phase was €801 million in 2013.

According to HSL, when the extension to Kivenlahti opened, lines M1 and M2 would reach Kivenlahti (Kivenlahti-Vuosaari/Mellunmäki) and line M2 would run to Matinkylä (Matinkylä-Mellunmäki).

The stations of the new extension include (Swedish station names in parentheses):

 * Finnoo (Finno)
 * Kaitaa (Kaitans)
 * Soukka (Sökö)
 * Espoonlahti (Esboviken)
 * Kivenlahti (Stensvik)

title: Länsimetro


text:
South Mountain Railroad

The South Mountain Railroad was an American railroad which operated in Pennsylvania.

History
The railroad was incorporated May 5, 1854 by a group of largely local investors. It was to run from Harrisburg to Jonestown, from thence along the south side of Blue Mountain to Rehrersburg and to Hamburg. The name was changed to the Harrisburg and Hamburg Railroad on March 17, 1859, but was changed back to "South Mountain Railroad" on May 21, 1873. On April 11, 1868, the South Side Railroad was incorporated to connect the South Mountain Railroad, at the border of Berks and Lehigh Counties (near Hamburg) to the Delaware River, via Lehigh, Moore, or Plainfield Townships in Northampton County.

Around 1872, these lines were taken over to become part of the Poughkeepsie Bridge Route. Grading began on the South Mountain Railroad between Rockville and Linglestown, and the corporate enrollment tax was paid for the South Side Railroad in 1873. However, the collapse of the Bridge Route plans in the Panic of 1873 brought work to a halt. On February 16, 1874, President William H. Bell announced that the company would also build a branch from Strausstown to Reading, via Bernville, and claimed that two-thirds of the line between Harrisburg and Strausstown was complete. However, the financial climate made it impossible to raise significant funds. Further work appears to have been performed, sporadically, by local interests, who hoped to connect the town of Fredericksburg with the Lebanon and Tremont Branch of the Philadelphia and Reading Railroad at Jonestown. Bridge piers were erected for the crossing of Swatara Creek, a cut was excavated to the north of Jonestown, and some culverts were constructed and grading done on the route to Fredericksburg. However, the company was forced to auction off its personal property in October 1877, and in February 1880, "the rights-of-way, leases and passenger cars were sold." The company does not appear to have laid track or operated. The remaining assets of the company were sold to the Pennsylvania and New England Railroad later that year. Another account claims that the charter was sold to the Harrisburg and New England Railroad at a sheriff's sale on November 30, 1888.

Despite its financial collapse and dismantling, the shell of the company was reorganized on August 8, 1893 as the Blue Mountain Railroad, on August 12, 1901, as the Harrisburg and South Mountain Railroad, which was inactive by 1912.

While the piers and grading west of Fredericksburg are still visible, the cut through Jonestown was used as a garbage dump and later filled to form Swatara Drive. It is rumored that the embankment/trail following the Northkill Creek past Bernville and by the elementary school are also remains of the South Mountain, but it hasn't been confirmed.

title: South Mountain Railroad


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User talk:Mongrel

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title: User talk:Mongrel


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Talk:Jian Ghomeshi

Semi-protected edit request on 11 November 2021
The phrase “Judge […] accused” in "Criminal charges and trial" section explicitly contravenes MOS:ACCUSED. It should be neutered to something like ’Judge […] stated’ followed immediately by the quoted-phrased repurposed. 103.163.124.73 (talk) 04:52, 11 November 2021 (UTC)
 * I changed this to match the source, which didn't have the text quoted originally. ScottishFinnishRadish (talk) 12:00, 11 November 2021 (UTC)
 * Thanks, a-gain. —103.163.124.73 (talk) 14:33, 13 November 2021 (UTC) Edited 14:33, 13 November 2021 (UTC) Edited #2 14:34, 13 November 2021 (UTC)

Semi-protected edit request on 16 March 2022
Under "Criminal Charges and Trial", in the 3rd paragraph, change // The inconsistency and "outright deception" of the witnesses' testimony had irreparably weakened the prosecution's case.(91) Lawyer Marie Henein was able to access thousands of messages between Ghomeshi's accusers and presented them during the trial.(92) Judge William Horkins rebuked the complainants for providing "deceptive and manipulative" evidence.(93) // to // Lawyer Marie Henein was able to access thousands of messages between Ghomeshi's accusers, and presented them during the trial.(92) Justice William B. Horkins rebuked the complainants for, in his words, providing "deceptive and manipulative" evidence.(93) He had the opinion that the accusers' testimonies "suffered not just from inconsistencies and questionable behaviour, but was tainted by outright deception,"(91) and that their behaviour "was 'out of harmony' with what he would suspect of a victim of sexual assault."

The judge's comments were later widely criticized for being misogynist, and showing a lack of understanding of the consequential behaviour of sexual assault victims.(97),, , // 76.65.25.131 (talk) 23:15, 16 March 2022 (UTC)
 * You would need to get consensus for such a significant change, and your sources do not even come close to supporting your claim that the "judge's comments were later widely criticized for being misogynist, and showing a lack of understanding of the consequential behaviour of sexual assault victims." Two of your your sources do not address the issue at all, one of them is just one person's opinion that "many judges do not seem to understand the dynamics of these situations", and the fourth is paywalled (and after looking at the first three I'm not going to chase this any further). That's certainly not evidence of widespread criticism of a judge's supposed misogyny. Meters (talk) 02:09, 17 March 2022 (UTC)

Semi-protected request regarding quotes from judge
Since this is semi-protected, I would like to note that the quotes by the judge are stated as fact and should be changed as they are extremely misinformed. The judge also said that interacting with one’s abuser and showing less than extreme animus towards them "seems out of harmony with the assaultive behaviour ascribed to him." Obviously, this is willful ignorance, considering this is MORE rather than less likely to be the case. As many should now know, we are most likely to KNOW our abuser. So his statements in the face of the comments by even the accused, dozens of survivors, and many more witnesses should in no way be presented as fact.

I am frustrated that every page I have seen that is locked or semi locked is for an abusive or virulently bigoted individual and contains some misleading information that supports their cause. Elleoneiram (talk) 02:59, 22 April 2023 (UTC)

 * @Elleoneiram I don't see the quote you mentioned in the article. I do see that the judge commented on the accusers interacting with one another. —C.Fred (talk) 03:02, 22 April 2023 (UTC)
 * Yes that is not in the article lol. It’s mentioned in this: https://globalnews.ca/news/2595443/jian-ghomeshi-trial-former-cbc-radio-host-found-not-guilty-of-all-charges/. Sorry for the confusion. I wanted to show more of his comments in context. Elleoneiram (talk) 03:04, 22 April 2023 (UTC)

Semi-protected edit request on 28 August 2023
The first reference link is dead and has been removed by Macleans. 2605:B100:740:57A1:FD94:53DC:E2A9:B384 (talk) 05:36, 28 August 2023 (UTC)
 * Red question icon with gradient background.svg Not done: it's not clear what changes you want to be made. Please mention the specific changes in a "change X to Y" format and provide a reliable source if appropriate. I am confused, the link is still active.  Heart  (talk) 05:49, 28 August 2023 (UTC)

title: Talk:Jian Ghomeshi


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Primary flight display

A primary flight display or PFD is a modern aircraft instrument dedicated to flight information. Much like multi-function displays, primary flight displays are built around a Liquid-crystal display or CRT display device. Representations of older six pack or "steam gauge" instruments are combined on one compact display, simplifying pilot workflow and streamlining cockpit layouts.

Most airliners built since the 1980s—as well as many business jets and an increasing number of newer general aviation aircraft—have glass cockpits equipped with primary flight and multi-function displays (MFDs). Cirrus Aircraft was the first general aviation manufacturer to add a PFD to their already existing MFD, which they made standard on their SR-series aircraft in 2003.

Mechanical gauges have not been eliminated from the cockpit with the onset of the PFD; they are retained for backup purposes in the event of total electrical failure.

Components
While the PFD does not directly use the pitot-static system to physically display flight data, it still uses the system to make altitude, airspeed, vertical speed, and other measurements precisely using air pressure and barometric readings. An air data computer analyzes the information and displays it to the pilot in a readable format. A number of manufacturers produce PFDs, varying slightly in appearance and functionality, but the information is displayed to the pilot in a similar fashion. FAA regulation describes that a PFD includes at a minimum, an airspeed indicator, turn coordinator, attitude indicator, heading indicator, altimeter, and vertical speed indicator [14 CFR Part 61.129(j)(1)].

Layout
The details of the display layout on a primary flight display can vary enormously, depending on the aircraft, the aircraft's manufacturer, the specific model of PFD, certain settings chosen by the pilot, and various internal options that are selected by the aircraft's owner (i.e., an airline, in the case of a large airliner). However, the great majority of PFDs follow a similar layout convention.

The center of the PFD usually contains an attitude indicator (AI), which gives the pilot information about the aircraft's pitch and roll characteristics, and the orientation of the aircraft with respect to the horizon. Unlike a traditional attitude indicator, however, the mechanical gyroscope is not contained within the panel itself, but is rather a separate device whose information is simply displayed on the PFD. The attitude indicator is designed to look very much like traditional mechanical AIs. Other information that may or may not appear on or about the attitude indicator can include the stall angle, a runway diagram, ILS localizer and glide-path “needles”, and so on. Unlike mechanical instruments, this information can be dynamically updated as required; the stall angle, for example, can be adjusted in real time to reflect the calculated critical angle of attack of the aircraft in its current configuration (airspeed, etc.). The PFD may also show an indicator of the aircraft's future path (over the next few seconds), as calculated by onboard computers, making it easier for pilots to anticipate aircraft movements and reactions.

To the left and right of the attitude indicator are usually the airspeed and altitude indicators, respectively. The airspeed indicator displays the speed of the aircraft in knots, while the altitude indicator displays the aircraft's altitude above mean sea level (AMSL). These measurements are conducted through the aircraft's pitot system, which tracks air pressure measurements. As in the PFD's attitude indicator, these systems are merely displayed data from the underlying mechanical systems, and do not contain any mechanical parts (unlike an aircraft's airspeed indicator and altimeter). Both of these indicators are usually presented as vertical “tapes”, which scroll up and down as altitude and airspeed change. Both indicators may often have “bugs”, that is, indicators that show various important speeds and altitudes, such as V speeds calculated by a flight management system, do-not-exceed speeds for the current configuration, stall speeds, selected altitudes and airspeeds for the autopilot, and so on.

The vertical speed indicator, usually next to the altitude indicator, indicates to the pilot how fast the aircraft is ascending or descending, or the rate at which the altitude changes. This is usually represented with numbers in "thousands of feet per minute." For example, a measurement of "+2" indicates an ascent of 2000 feet per minute, while a measurement of "-1.5" indicates a descent of 1500 feet per minute. There may also be a simulated needle showing the general direction and magnitude of vertical movement.

At the bottom of the PFD is the heading display, which shows the pilot the magnetic heading of the aircraft. This functions much like a standard magnetic heading indicator, turning as required. Often this part of the display shows not only the current heading, but also the current track (actual path over the ground), rate of turn, current heading setting on the autopilot, and other indicators.

Other information displayed on the PFD includes navigational marker information, bugs (to control the autopilot), ILS glideslope indicators, course deviation indicators, altitude indicator QFE settings, and much more.

Although the layout of a PFD can be very complex, once a pilot is accustomed to it the PFD can provide an enormous amount of information with a single glance.

Airbus
Starting with the A350-1000, Airbus proposes a common symbology on the PFD and HUD centered on a flightpath vector and an energy cue instead of a flight director, supplementing the usual pitch and heading indications to improve situational awareness, and helping incorporating synthetic vision into the PFD.

Drawbacks
The great variability in the precise details of PFD layout makes it necessary for pilots to study the specific PFD of the specific aircraft they will be flying in advance, so that they know exactly how certain data is presented. While the basics of flight parameters tend to be much the same in all PFDs (speed, attitude, altitude), much of the other useful information presented on the display is shown in different formats on different PFDs. For example, one PFD may show the current angle of attack as a tiny dial near the attitude indicator, while another may actually superimpose this information on the attitude indicator itself. Since the various graphic features of the PFD are not labeled, the pilot must learn what they all mean in advance.

A failure of a PFD deprives the pilot of an extremely important source of information. While backup instruments will still provide the most essential information, they may be spread over several locations in the cockpit, which must be scanned by the pilot, whereas the PFD presents all this information on one display. Additionally, some of the less important information, such as speed and altitude bugs, stall angles, and the like, will simply disappear if the PFD malfunctions; this may not endanger the flight, but it does increase pilot workload and diminish situational awareness.

title: Primary flight display


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Thuya

Thuya (sometimes transliterated as Touiyou, Thuiu, Tuya, Tjuyu or Thuyu) was an Egyptian noblewoman and the mother of queen Tiye, and the wife of Yuya. She is the grandmother of Akhenaten, and great grandmother of Tutankhamun.

Biography
Thuya is believed to be a descendant of Queen Ahmose-Nefertari, and she held many official roles in the interwoven religion and government of ancient Egypt. She was involved in many religious cults; her titles included 'Singer of Hathor' and 'Chief of the Entertainers' of both Amun and Min. She also held the influential offices of Superintendent of the Harem of the god Min of Akhmin and of Amun of Thebes. She married Yuya, a powerful ancient Egyptian courtier of the Eighteenth Dynasty. She is believed to have died in around 1375 BC in her early to mid 50s.

Children
Yuya and Thuya had a daughter named Tiye, who became the Great Royal Wife of Pharaoh Amenhotep III. The great royal wife was the highest Egyptian religious position, serving alongside of the pharaoh in official ceremonies and rituals.

Yuya and Thuya also had a son named Anen, who carried the titles Chancellor of Lower Egypt, Second Prophet of Amun, sm-priest of Heliopolis and Divine Father.

They also may have been the parents of Ay, an Egyptian courtier active during the reign of pharaoh Akhenaten who became pharaoh after the death of Tutankhamun. However, there is no conclusive evidence regarding the kinship of Yuya and Ay, although certainly, both men came from Akhmim.

Tomb
Thuya was interred in tomb KV46 in the Valley of the Kings, together with her husband Yuya, where their largely intact burial was found in 1905. It was the best-preserved tomb discovered in the Valley before that of Tutankhamun, Thuya's great-grandson. The tomb was discovered by a team of workmen led by archaeologist James Quibell on behalf of the American millionaire Theodore M. Davis. Though the tomb had been robbed in antiquity, much of its contents were still present, including beds, boxes, chests, a chariot, and the sarcophagi, coffins, and mummies of the two occupants.

Thuya's large gilded and black-painted wooden sarcophagus was placed against the south wall of the tomb. It is rectangular, with a lid shaped like the sloping roof of the per-wer shrine of Upper Egypt, and sits on ornamental sledge runners, their non-functionality underscored by the three battens attached below them. Ancient robbers had partially dismantled it to access her coffins and mummy, placing its lid and one long side on a bed on the other side of the tomb; the other long side had been leaned against the south wall. Her outer gilded anthropoid coffin had been removed, its lid placed atop the beds, and the trough put into the far corner of the tomb; the lid of her second (innermost) coffin, also gilded, had been removed and placed to one side although the trough and her mummy remained inside the sarcophagus. Quibell suggests this is due to the robbers having some difficulty in removing the lid of this coffin.

Mummy
Thuya's mummified body was found covered with a large sheet of linen, knotted at the back and secured by four bandages. These bands were covered with resin and opposite each band were her gilded titles cut from gold foil. The resin coating on the lower layers of bandages preserved the impression of a large broad collar. The mummy bands that had once covered her wrapped mummy were recovered above the storage jars on the far side of the room.

The first examination of her body was conducted by Australian anatomist Grafton Elliot Smith. He found her to be an elderly woman of small stature, 1.495 m in height, with white hair. Both of her earlobes had two piercings. Her arms are straight at her sides with her hands against the outside of her thighs. Her embalming incision is stitched with thread, to which a carnelian barrel bead is attached at the lower end; her body cavity is stuffed with resin-soaked linen. When Douglas Derry, (who later conducted the first examination of Tutankhamun's mummy) assisting Smith in his examination, exposed Thuya's feet to get an accurate measurement of her height, he found her to be wearing gold foil sandals. Smith estimated her age at more than 50 years based on her outward appearance alone. CT scanning has estimated her age at death to be 50–60 years old. Her brain was removed, though no embalming material was inserted, and both nostrils were stuffed with linen. Embalming packs had been placed into her eye sockets, and subcutaneous filling had been placed into her mid and lower face to restore a lifelike appearance; embalming material had also been placed into her mouth and throat. Her teeth were in poor condition at the time of her death, with missing molars. Heavy wear and abscesses had been noted in earlier x-rays. The scan revealed that she had mild scoliosis with a Cobb angle of 25 degrees. No cause of death could be determined. Her mummy has the inventory number CG 51191.

title: Thuya


text:
File:JohnnyCashNowHere'sJohnnyCash.jpg

Fair use in Now Here's Johnny Cash
Though this image is subject to copyright, its use is covered by the U.S. fair use laws because:
 * 1) It's a low resolution copy of a CD/album cover.
 * 2) It doesn't limit the copyright owner's rights to sell the CD/album in any way, in fact, it may encourage sales.
 * 3) Because of the low resolution, copies could not be used to make illegal copies of the album artwork on another CD.
 * 4) The image is itself a subject of discussion in the article or used in the infobox thereof.
 * 5) The image on the cover is significant because it was made by a famous artist.

Source

 * 1) Derived from a digital capture (scan/photo) of the album/CD cover (creator of this digital version is irrelevant as the copyright in all equivalent images is still held by the same party). Copyright held by the record company or the artist. Claimed as fair use regardless.

title: File:JohnnyCashNowHere'sJohnnyCash.jpg


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Talk:Seal Judgments

The content originally placed on this page was a combination of POV, original research, and copyvio. Fortunately, the topic is already covered in a more balanced and detailed manner in the End Times article. I am redirecting this there. Tobycat 17:42, 22 July 2005 (UTC)

title: Talk:Seal Judgments


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Oregon Racquetball

Oregon Racquetball comprises three associations that provide statewide racquetball activities to three different groups. As a whole, Oregon provides the sport of racquetball with nationally recognized programs, events and players. Each association is run separately with its own board of directors, budgets and sponsors.

Oregon Racquetball Association
The Oregon Racquetball Association (ORA) is the state governing body for USA Racquetball, the national governing body of the sport. It has a board of directors and is responsible for sanctioning tournaments throughout the state. Tournaments are held at various athletic clubs and contain divisions for many skill levels and age/skill levels. The Open division is considered the top division of play. This is followed by Elite A, B, C and D divisions offered for men's singles, women's singles, men's doubles, women's doubles and mixed doubles.

Oregon High School Racquetball League
The Oregon High School Racquetball League (OHSRL) celebrated its 10th Year during the 2004-2005 Season. The league started with three schools and 30 players, and now has more than 350 participants from 24 schools. The season comprises four league matches followed by the State and National Championships.

Oregon and St. Louis, Missouri are considered to have the nation's strongest high school racquetball programs, and the National Championships alternate between the two locations every year. In 2006, the event was held in Salem.

In 2006, Beaverton won the National Team Championship in the boys, girls, and overall divisions. The top three high school teams in the nation in 2005 were from Oregon. Catlin Gabel won its second consecutive National Team Championship, with Beaverton finishing second followed by Sprague. Beaverton has won five National Team Championships (1996, 1997, 1999, 2006, & 2007) in its existence; Sprague won the title in 1998 and North Salem in 2000.

Oregon Junior Racquetball Association
The Oregon Junior Racquetball Association (OJRA) is the crown jewel of junior racquetball programs in the country, if not the world. Like the ORA Tour, the season is made up of events held monthly. The OJRA Tour typically starts in September and runs through April. There is then a regional event, followed by the National Junior Championships in July. In 2005, USA Racquetball National Junior Championships (also called the U.S. Junior Olympics) were held in Portland.

title: Oregon Racquetball


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Anand Agricultural University

Anand Agricultural University (AAU) is a public state agricultural university is located in the western Indian state of Gujarat between the cities of Vadodara and Ahmedabad. This was formerly the Anand Campus of Gujarat Agricultural University, which is now independent. It has three constituent colleges, for agriculture, veterinary science and animal husbandry and dairy science. The jurisdiction of the university covers Kheda, Anand, Ahmedabad, Vadodara, Dahod and Panchmahal districts. It was set up to provide education support to the farming community in areas such as Agriculture, Horticulture, Engineering, Information technology and Business Studies.

History
Anand Agricultural University was previously a part of Gujarat Agricultural University, a benchmark project initiated by Sardar Vallabhbhai Patel and K.M munsi by incorporating Krushi-Go-Vidhya Bhavan or the Institute of Agriculture, in 1938. The institute was popularly known as Khetiwadi; it became part of Gujarat Agricultural University in 1972.

The B. A. College of Agriculture, established in 1947, was initially affiliated to Bombay University until 1956, followed by Gujarat University until 1962 and Sardar Patel University along with the Sheth M.C College of Dairy Science. In 1972 they became integral institutions of Gujarat Agricultural University along with the Government College of Veterinary Science and Animal Husbandry, Anand, which was established in 1964. The activities of the Anand zone of the erstwhile Gujarat Agricultural University have been transferred to the Anand Agricultural University with effect from 2004.

Centers for education

 * Bansilal Amritlal College of Agriculture, Anand
 * Sheth M. C. College of Dairy Science, Anand
 * College of Veterinary Science and Animal Husbandry, Anand
 * College of Agricultural Engineering and Technology, Godhara
 * College of Agricultural Information Technology, Anand
 * College of Food Processing Technology and Bio Energy, Anand
 * College of Horticulture, Anand (Established as wing under B.A. College of Agriculture)
 * College and Polytechnic of Agriculture, Vaso (Established as wing under B.A. College of Agriculture)
 * College of Agriculture, Jabuagm (Established as wing under B.A. College of Agriculture)
 * Sheth M. C. Polytechnic in Agriculture, Anand
 * Polytechnic in Horticulture, Vadodara
 * Polytechnic in Agricultural Engineering, Dahod
 * Polytechnic in Food Science and Home Economics, Anand

Research centers

 * AAU Incubator, Agri & Food Business Incubator, AAU, Anand
 * Regional Research Station, Anand
 * Bidi Tobacco Research Station, Anand
 * Main Forage Research Station, Anand
 * Reproductive Biology Research Unit, Anand
 * Main Vegetable Research Station, Anand
 * Medicinal and Aromatic Plant Research Center, Boriavi
 * Bio control Project, Anand
 * Weed Control Project, Anand
 * Micronutrient Project, Anand
 * Animal Nutrition Research, Anand
 * Center of Excellence in Agricultural Biotechnology, Anand
 * AINP on Pesticide Residues, ICAR, Unit-9
 * Rice Research Station
 * Main Maize Research Station, Godhara
 * Regional Research Station, Arnej
 * Agricultural Research Station, Dahod
 * Regional Cotton Research Station, Viramgam
 * Agricultural Research Station, Derol
 * Agricultural Research Station, Dhandhuka
 * Agricultural Research Station for Irrigated Crops, Thasra
 * Pulse Research Station, Vadodara
 * Paddy Research Station, Dabhoi
 * Castor and Seed Spices Research Station, Sanand
 * Narmada Irrigation Research station, Khandha

Extension education centers

 * School of Baking, Anand
 * Sardar Smruti Kendra, Anand
 * Agriculture Information Technology Center, Anand
 * Centre for Communication Net work, Anand
 * Farm Advisory Service, Anand
 * Extension Education Institute, Anand
 * Poultry Training Centre, Anand
 * Mali Training Centre, Anand
 * Transfer of Technology Centre, Anand, Arnej
 * Krishi Vigyan Kendra, Devataj (Sojitra)
 * Krishi Vigyan Kendra, Arnej
 * Krishi Vigyan Kendra, Dahod
 * Tribal Training Centre, Devagadhbaria
 * Tribal Training, Dahod

title: Anand Agricultural University


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Karuk

The Karuk people are an indigenous people of California, and the Karuk Tribe is one of the largest tribes in California. Karuks are also enrolled in two other federally recognized tribes, the Cher-Ae Heights Indian Community of the Trinidad Rancheria and the Quartz Valley Indian Community.

Happy Camp, California, is located in the heart of the Karuk Tribe's ancestral territory, which extends along the Klamath River from Bluff Creek (near the community of Orleans in Humboldt County) through Siskiyou County and into Southern Oregon.

Name
The name "Karuk," also spelled "Karok," means "upriver people", or "upstream" people, and are called Chum-ne in Tolowa.

Language
The Karuk people speak the Karuk language, a language isolate. The tribe has an active language revitalization program.

Population
Estimates for the population sizes of most Native groups before European arrival in California have varied substantially. Alfred L. Kroeber proposed a population for the Karuk of 1,500 in 1770. Sherburne F. Cook initially estimated it as 2,000, later raising this figure to 2,700. In 1910, Kroeber reported the surviving population of the Karuk as 800.

According to the 2010 census, there were 6,115 Karuk individuals, of which 3,431 were full-blooded.

Culture
Since time immemorial, the Karuk resided in villages along the Klamath River, where they continue such cultural traditions as hunting, gathering, fishing, basketmaking and ceremonial dances. The Karuk were the only California tribe to grow tobacco plants. The Brush Dance, Jump Dance and Pikyavish ceremonies last for several days and are practiced to heal and "fix the world," to pray for plentiful acorns, deer and salmon, and to restore social goodwill as well as individual good luck.

The Karuk developed sophisticated usage of plants and animals for their subsistence. These practices not only consisted of food harvesting from nature, but also the use of plant and animal materials as tools, clothing and pharmaceuticals. The Karuk cultivated a form of tobacco, and used fronds of the Coastal woodfern as anti-microbial agents in the process of preparing eels for food consumption.

Karuk in film

 * Andrew Chambers. 2008. Pikyáv (to fix it). Documentary film produced for the Truly California series. KQED Public Television and C. Buried Star Productions.

Notable Karuk people

 * Rob Cabitto, author of a memoir about his struggles with identity and addiction.
 * Naomi Lang, figure skater; five time US Champion in ice dancing from 1999 to 2003. As a member of the 2002 US Olympic figure skating team, she was the first Native American woman to compete in the Winter Olympics. Her great-great-grandmother, Bessie Tripp, was a full blooded Karuk from Orleans/Salmon River.
 * Buck Martinez, former professional baseball player and current play-by-play broadcaster for the Toronto Blue Jays.
 * Anthony Earl Numkena (Hopi/Karuk) (born 1942), actor, appeared in a number of films and television shows in the 1950s including being credited in Pony Soldier (1952) at the age of nine. His grandmother, Caroline Besoain, née Harrie, was three-quarters Karuk born in Somes Bar, California in 1899 and settled in Quartz Valley, California.
 * Jetty Rae, musician whose grandmother, Jetty Rae Thom, was a full-blooded Karuk.
 * Cutcha Risling Baldy, associate professor Cal Poly Humboldt
 * Fox Anthony Spears, artist and printmaker who uses geometric designs inspired by Karuk basketry patterns. Commissioned to design warmup jersey patches for Seattle Kraken’s Indigenous Peoples Night game in 2021.

title: Karuk


text:
Workplace Hazardous Materials Information System

The Workplace Hazardous Materials Information System (WHMIS; Système d'information sur les matières dangereuses utilisées au travail, SIMDUT) is Canada's national workplace hazard communication standard. The key elements of the system, which came into effect on October 31, 1988, are cautionary labelling of containers of WHMIS controlled products, the provision of material safety data sheets (MSDSs) and worker education and site-specific training programs.

WHMIS is an example of synchronization and cooperation amongst Canada's federal, provincial and territorial governments. The coordinated approach avoided duplication, inefficiency through loss of scale and the interprovincial trade barriers that would have been created had each province and territory established its own hazard communication system.

Legislative framework
The federal Hazardous Products Act and associated Controlled Products Regulations, administered by the Workplace Hazardous Materials Bureau residing in the federal Department of Health Canada, established the national standard for chemical classification and hazard communication in Canada and is the foundation for the workers' "right-to-know" legislation enacted in each of Canada's provinces and territories.

Under the Constitution of Canada, labour legislation falls primarily under the jurisdiction of Canada's provinces and territories. The Labour Program, of the federal government Department of Human Resources and Skills Development Canada, is the occupational health and safety (OHS) regulatory authority for the approximately 10% of workplaces designated to be under federal jurisdiction. As such, each of the thirteen federal, provincial and territorial (FPT) agencies responsible for OHS has established employer WHMIS requirements within their respective jurisdiction. These requirements place an onus on employers to ensure that controlled products used, stored or handled in the workplace are properly labelled, that material safety data sheets are made available to workers, and that workers receive education and site-specific training to ensure the safe storage, handling and use of controlled products in the workplace.

The development of WHMIS 1988 was a collaborative effort, involving Industry, organized labour and governments as part of a advisory body to develop the system. The system divides responsibility among the various levels of a product, with suppliers, employers and workers each having a role in WHMIS. Suppliers are distributing 'hazardous products', must ensure containers are properly marked, SDS documentation is accurate and provided to customers. Employers are responsible for the training of their workers on the safe usage of hazardous products and any risks they pose, providing safe storage and labeled containers, and ensure availability of SDS to workers. Workers are expected to take part in WHMIS trainings, follow training and instructions on the safe usage of hazardous materials and report issues such as damaged or missing container labels. Even after the move from WHMIS 1988 to WHMIS 2015, this structure of shared responsibility is retained, largely unchanged.

WHMIS 2015
On February 11, 2015, the Government of Canada published in the Canada Gazette a new modified version of the WHMIS system called WHMIS 2015. WHMIS 2015 was created "to incorporate the Globally Harmonized System of Classification and Labelling of Chemicals (GHS) for workplace chemicals." A notable difference in the WHMIS adoption of GHS was the inclusion of a 'biohazard' hazard pictogram, retained from the original WHMIS 1988 pictograms. The standard GHS pictograms do not include a specific symbol for biohazards.

Transition Period
WHMIS 2015 was phased into use over a three year period from February 2015 to December 2018. By 1 December 2018, use of WHMIS 2015 was mandatory by manufacturers/importers, distributors and employers.

Materials covered
WHMIS 2015 regulations cover materials, referred to as a 'hazardous products' used in a workplace, that meets the criteria of hazard classification, such as toxicity, flash point. These are classified as 'hazardous product': • Aerosols

• Oxidizing liquids, solids and Gases

• Gases Under Pressure

• Flammable Liquids, solids and gases

• Self-reactive substances/mixtures

• Pyrophoric liquids and solids

• Self-heating substances/mixtures

• Water-reactive substances/mixtures

• Organic peroxides

• Corrosives

• Combustible dusts

• Toxic

• Skin corrosion/irritant

• Eye irritant

• Respiratory hazard

• Carcinogenic

• Specific Target Organ toxicity

• Aspiration hazard

• Biohazard

The following were exempt from WHMIS, and are in most cases subject to legislation specific to the material: • Consumer products

• Cosmetic, drug or foodstuff

• Explosives

• Hazardous waste

• Radioactive substances

• Manufactured materials

• Pest control products

• Tobacco products

• Wood and products made of wood

WHMIS 1988
The original WHMIS went into effect 31 October 1988, as part of a series of legislations at both the federal and provisional and territory levels. WHMIS 1988 was phased out from 2015 to 2018, with the old system being completely phased out on 1 December, 2018.

All substances that WHMIS applied, 'controlled products', fell into one of the six general WHMIS classes: • Compressed gases (Class A)

• Flammable/combustible materials (Class B)

• Oxidizing materials (Class C)

• Poisonous and biohazards (Class D)

• Corrosives (Class E)

• Reactive substances (Class F)

The 1988 system included eight symbols, one per classification, except for Class D, which had three symbols, one for each division of the class.


text:
Now Here's Johnny Cash

Now Here's Johnny Cash is a compilation album by American singer-songwriter Johnny Cash. It was released on June 26, 1961, by Sun Records after Cash had left the label and signed with Columbia Records. The album is made up of songs Cash recorded for Sun prior to leaving the label. The album was re-issued in 2003 by Varèse Sarabande, with five bonus tracks. In 2007 it was re-released with Greatest! on one CD.

Personnel
Additional personnel
 * Johnny Cash - Vocals, Rhythm guitar
 * Luther Perkins - Lead guitar
 * Marshall Grant - Bass
 * Al Casey - Guitar
 * Sam Phillips - Producer
 * Jack Clement - Producer
 * Cary E. Mansfield - Reissue Producer
 * Bill Dahl - Liner Notes, Reissue Producer
 * Dan Hersch - Digital Remastering
 * Bill Pitzonka - Art Direction, Design

Charts
Singles - Billboard (United States)

title: Now Here's Johnny Cash


text:
Talk:Now Here's Johnny Cash

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title: Talk:Now Here's Johnny Cash