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Pottok

The Pottok or Pottoka ( or, pottoka ), is an endangered, semi-feral breed of pony native to the Pyrenees of the Basque Country in France and Spain.

It is considered an ancient breed of horse, particularly well adapted to the harsh mountain areas it traditionally inhabits.

Once common, it is endangered through habitat loss, mechanization and crossbreeding but efforts are increasingly made to safeguard the future of this breed. It is considered iconic by the Basque people.

Etymology
Pottoka is the Basque language name for this horse, both north and south of the mountains. In Upper Navarrese, potto and pottoka are generic terms for colts and young horses whereas in Lapurdian and Lower Navarrese the meaning of pottoka is "pony". Ultimately the name is linked to words such as pottolo "chubby, tubby".

In French sources, the spelling Pottok predominates. In English, both Pottoka and Pottok are encountered but the term Basque Pony can occasionally also be encountered.

Origins
Many opinions exist on the origins of the Pottok. It is deemed by the scientific community to have lived in the area for at least several thousand years. It displays signs of genetic isolation and is genetically closest to breeds like the Asturcón, the Losino, the Galician, the Landais, and the Monchino horses. Tests have revealed considerable genetic differences between populations in the Northern Basque Country and the Southern Basque Country, leading some to consider them separate breeds. Some claim the Pottok's origins derive from the horses on ancient cave paintings in the area and thus claim to descend from the Magdalenian horses of 14,000–7000 BC. Other link its origins to an influx of horses during the Bronze Age. However, neither of these theories has to date been scientifically verified.

Genetic research by the University of the Basque Country's Genetics, Physical Anthropology and Animal Physiology department into various genetic markers amongst the 4 indigenous horse breeds in the Basque Country have examined their relationship to other horses. Based on microsatellite tests, of the four Basque horse breeds, the Pottok and the Basque Mountain Horse, are genetically the most distant from other breeds. The others, the Burguete horse and the Jaca Navarra (today considered meat breeds), less so. This variability in the Pottok and the Basque Mountain Horse appears to be related to the fact males range more widely and mate with more females in these feral or semi-feral herds.

Research into a known single-nucleotide polymorphism showed this non-native alternation is very rare in purebred Pottoks. Tests of mitochondrial DNA revealed Pottoks are most likely to crossbreed with the Basque Mountain Horses, less so with other breeds. Although some genetic markers of other European horse breeds were found, overall the genetic distance to the other European breeds is large. One marker previously only found in certain British breeds has also been found in Pottoks.

Habitat
Its traditional range extends west as far as the Biscayan Encartaciones and east roughly as far as the Saint-Jean-le-Vieux area. A census carried out in 1970 found roughly 3.500 purebred Pottoks north of the Pyrenees and approximately 2.000 purebreds to the south, a considerable drop from historic populations, linked to an overall drop in the number of horses being bred and used commercially. Competition with sheep and more recently commercial forestry has also infringed on the Pottok's natural habitat.

The traditional core habitat are the mountains of Labourd and Navarre from about 1.500m upwards, generally on poor acidic soil and limestone formations.

Characteristics
The Pottok measures 1.15 to 1.47 m in height, and weighs between 300 and 350 kg. It has a large, square head, small ears, short neck and long back with short but slim legs, and small, sturdy hooves. The winter fur (borra) is one of the key characteristics of the Pottok and can reach up to 10 cm in length on young horses. The archetypal coat colorations are in bay range with no patterning, but today various shades of brown and black exist in Pottok herds. Pottok pintos first appeared in Biscay in the 1850s and have spread to parts of Navarre and Labourd since.

There are noticeable differences between mountain herds of Pottok and valley or flatland herds, with mountain horses generally being smaller. The official French breed standard distinguishes two types, the Pottok de Montagne or Mountain Pottok, with a height range of 1.15 –, and the larger Pottok de Prairie or Plains Pottok, which has a height range of 1.20 –.

The Government of Biscay carried out research into some 250 horses of the Pottok population of Biscay, both wild and stabled, in 1996–97. The census revealed that the majority of semi-feral Pottoks in Biscay live in the far northwest of the province, in the Encartaciones. These semi-feral herds are rounded up twice a year, once in March before birthing and once in October after weaning. The survey also concluded that the main characteristics of the Biscayan population were:
 * black or blackish coats dominating (73%), followed by bays with (19%)
 * Height range 1.15 to 1.30 m, average height 1.256 m
 * long, slim legs with black hooves
 * large, heavy heads
 * a heavy winter coat (the borra)

Behavior
Semi-feral Pottoks tend to be shy and live in small, territorial herds or harems numbering between 10 and 30 mares. They are able to predict the weather conditions, moving into the valleys in anticipation of bad weather and upland when high pressure builds. During the autumn, the herd breaks up into smaller groups of 5–10 horses and re-unite in spring.

Foals mature quickly. Fillies become fertile at age 2, normally mate at age 3 and give birth at age 4, which is also the age of maturity for males. Foals, like those of other breeds, are born after 11 months during spring/early summer and are weaned after 6–7 months.

Cross-breeding
Pottok numbers have been severely reduced by habitat loss and crossbreeding. In the 20th century, piebald Pottoks were bred, particularly for circus use. Stockier ponies for agricultural work were bred by crossbreeding with draught horses, also often with a large variety of coat colours.

They have also been bred with Iberian horses following guidelines of pony clubs, Arabian horses and Welsh ponies. This cross-breeding has left perhaps no more than 150 purebred mares north of the Pyrenees.

Use
Their adaptation to mountain life and coloration made them ideal for use by smugglers in former times. From the 16th century onwards, they became popular as circus horses but also as pit ponies in France and Britain. Today, they are in demand as children's ponies because they adapt well to domestication.

Conservation
Efforts are now being made to ensure the continued survival of purebred Pottoks. The Pottok was the first Basque horse breed to be included in the list of indigenous Basque breeds requiring conservation efforts in June 1995. Its status was classified as endangered.

Various reserves, for example in Bidarray in Lower Navarre or the ZAPE Society in the Aralar Range have been set up to protect the pony and its environment. There is much debate about how best to increase numbers – whether to focus only on the purebreds or to employ selective crossbreeding to build greater numbers of Pottok-like ponies.

Pottok are shown both at agricultural shows and town festivals:
 * Espelette (Labourd) on the last Tuesday and Wednesday in January
 * Markina-Xemein (Biscay) on the second Saturday in October at the Euskal Herriko Arrazen Erakusketa ("Basque Country Breeds' Show")
 * Zumarraga (Gipuzkoa) on 13 December at the Santa Lutzi Feria

Studbooks
In the Northern Basque Country, two studbooks for the Pottok were set up in 1970. Crossbreds, covered under Book B, must have at least 50% Pottok blood, while Book A covers those of higher purity. Horses in Book A are divided into two types, the Mountain Pottok and the Plains Pottok. Only horses which live for a minimum of nine months in the year in semi-feral conditions in a harem containing mares, foals and stallions in the mountainous areas of la Rhune, Baïgorry, Ursuya and Artzamendi are considered Mountain Pottoks.

The breed standard specifies:
 * robust, intelligent horse
 * short, forward-facing ears
 * short neck with a thick mane to the withers
 * broad chest, long back
 * short, sloping croup with a thick tail
 * small, hard hooves
 * height of 1.15 – at the withers for the Mountain Pottok, and 1.20 – for the Plains Pottok
 * coat in black, bay or brown or chestnut. Colour may also include pinto but not gray

In the Southern Basque Country, the criteria specify:
 * Type A: Purebreds with original coat types in black or bay with a height of 1.30 m or less.
 * Type B: Purebreds with any coat type up to 1.40 m in height.
 * Type C: Crossbreds with at least 50% Pottok blood up to 1.40 m in height.

According to an atlas of Basque breeds compiled by IKT Nekazal Ikerketa eta Teknologia (Agricultural Research and Technology), there were 986 Pottoks in the Basque Autonomous Community in 1997; 40 in Álava, 849 in Biscay and 97 in Gipuzkoa.

In 2005 Switzerland was the only other country holding a studbook recognised by the French breed standard and regulations. This has been kept since 2000 by the Swiss Pottok Society, which since 2004 is a member of the Swiss Society for Ponies and Small Horses SVPK.

Pottoks in popular culture

 * Pottoks featured in the 1935 film Ramuntcho by Réné Barbéris with Louis Jouvet.
 * Bayonne's rugby club, Aviron Bayonnais has 'pottoka' as its official mascot.

title: Pottok


text:
Endless, Nameless

Endless, Nameless may refer to:
 * "Endless, Nameless" (song), a hidden track at the end of Nirvana's album Nevermind
 * Endless, Nameless (album), a 1997 album by British rock band the Wildhearts
 * An item from the video game The Binding of Isaac.

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

title: Endless, Nameless


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Trams in Brussels

The Brussels tramway network is a tram system serving a large part of the Brussels-Capital Region of Belgium. It is the 16th largest tram system in the world by route length, in 2017 providing 149.1 million journeys (up 9.5% on 2016) over routes 140.6 km in length. In 2018, it consisted of 18 tram lines (eight of which—lines 3, 4, 7, 25, 32, 51, 55 and 82—qualified as premetro lines, and five of which—lines 3, 4, 7, 8 and 9—qualified as "Chrono" or "Fast" lines). Brussels trams are operated by STIB/MIVB, the local public transport company.

The network's development has demonstrated many of the quandaries that face local public transport planners. It also has several interesting peculiarities: the inconsistent route pattern resulting from the closure of the interurban trams, the conflict between low-floor surface trams and high-floor underground trams, and whether the trams run on the right or the left.

Before the First World War
Belgium's first horse-drawn trams were introduced in Brussels in 1869, running from the Namur Gate to the Bois de la Cambre/Ter Kamerenbos. In 1877, a steam tram was introduced but it was not powerful enough for the hilly terrain and the tests were stopped. Simultaneously the Tramways Bruxellois experimented with a locomotive built in Tubize, but it did not work either. The components proved too fragile and this experiment was also discontinued. In 1887, experiments were made with accumulator trams, but these had a very limited range. Trolley power, used in Liège, was also tried in Brussels and in 1894 Brussels' first electric tram lines were laid from the Place Stéphanie/Stefanieplein to Uccle.

Several companies built their own tram lines until the turn of the century, the most important being Les Tramways Bruxellois (TB): founded on 23 December 1874 on the merger of the Belgian Street Railways and Omnibus Company Limited led by Albert Vaucamp and the Société des Voies ferrées Belges led by William Morris (Morris & Sheldon Company). The TB started with five horse tramlines: Schaerbeek–Room Forest (Morris), Uccle–Place Stephanie (Morris), Place Liedts–Saint-Gilles (Vaucamp), Laeken–South (Vaucamp), and Laeken–Anderlecht (Vaucamp). Another was Société générale des Chemins de Fer Économiques (CFE), popularly known as the chocolate trams because of their colour: known before 1880 as Compagnie Générale de Tramways. The CFE electrified its lines from 1904 onwards. These lines had the Brussels Stock Exchange as their central hub.

In addition, there were smaller companies: Tramways de Bruxelles à Evere et Extensions: founded in 1883, and Chemin de Fer à Voie Etroite de Bruxelles à Ixelles-Boondael (BIB): founded in 1884, and taken over by the TB on 28 April 1899. These last two companies used track and started with steam traction instead of with horse trams. In 1899, the TB was granted a 45-year concession on condition that the whole network was electrified, a condition that was met in the following years. Until the First World War, many investments were made in the network, such as heavier rails and more powerful trams. The vicinal/buurtspoor networks set up city services.

After the First World War
Tram services were not restored to normality until 1925. During the war, there was poor maintenance, many horses were requisitioned and tram equipment was used for military purposes. On 1 January 1928, the TB and CFE networks merged, leaving only the TB and the vicinal/buurtspoor network in operation. The CFE was known for its 'chocolate bars' so named because of their dark brown livery (several examples can still be admired in the Brussels Tram Museum). The CFE personnel also wore brown uniforms. In 1928, the CFE lines were renumbered within the TB system. In 1935, the Brussels tram network was 240 km long, making it one of the largest tram networks in Europe. There were almost 100 tram lines, including many direct connections between the various boroughs. For the Brussels International Exposition of 1935, the famous '5000-series' trams, the first in Brussels with two bogies, were put into service.

Because the TB concession expired on 31 December 1945, an agreement was concluded between the State and the Province of Brabant to continue the operation of the Brussels trams. A provisional management committee was set up, which functioned until the foundation, on 1 January 1954, of the Brussels Intercommunal Transport Company (STIB/MIVB). Great efforts were made to catch up on overdue maintenance and 787 motor trams were modernised to the Brussels standard type. The electro-pneumatic brake was introduced in these cars and the conductor and driver (called Wattman in Belgium) had permanent seats.

Growing traffic congestion led to plans to build reserved tracks for trams, and in the city centre to put them in tunnel. In 1957, the first tunnel was opened near the congested Place de la Constitution/Grondwetplein, between Brussels-South railway station and Lemonnier. From 1969, trams were adapted to run in tunnel, using block signalling.

In addition to the major refurbishment of the standard cars, STIB/MIVB had a great need for modern equipment to serve the 1958 Brussels World's Fair (Expo '58), to which its organisers wished to provide public transport access from the whole city. To this end, large turning loops for hundreds of trams were laid out in the exhibition grounds. Between 1951 and 1953, the PCC car entered Brussels with motor car 7001, the start of a series of 172 cars. Over the years, many series of single-ended versions (7500 and 7700 series, 128 car) and double-ended versions (7900 series, 61 cars) followed. Eventually, the PCC car entirely replaced motor car and trailer combinations.

The development of the premetro, a tram-unfriendly policy and a constant shortage of funds led to a deterioration of the Brussels tram system well into the 1990s, with many routes being replaced by metro lines or converted to bus routes. Only with investment in new equipment (the T2000 tram) and the upgrading and improvement of the tram network did the balance turn positive.

Intermodal integration
The system exists in a somewhat unusual local government context, because Brussels is a self-governing region, as an enclave within Flanders, although only some 3.3 km from Wallonia at the closest point. This means that three-way deals are necessary between Brussels' own STIB/MIVB, Flanders' De Lijn and Wallonia's TEC.

STIB/MIVB sees itself as a provider of mobility rather than just public transport, and has a 49% share in the Cambio carsharing franchise. The Brussels conurbation—19 municipalities plus adjoining commuter belt—is also served by a fairly dense network of main-line trains. The MOBIB contactless smart card can be used on buses, trams, the metro and for mainline railway season tickets, and is gradually being extended to other modes, although it is not yet accepted for single journeys by De Lijn. A simple tariff system permits unlimited changes with a one-hour period for €2.50 when bought from the driver, €2.10 from a ticket machine. Real-time arrival indicators have been installed at many tram stops. On 1 July 2020, contactless payment by debit card, credit card, smartphone or smartwatch was introduced.

Ridership has been rising, and user-friendly features that have grown up through custom and practice help this. For instance, passengers open the doors by pressing a green strip on the central pole (in PCC trams) or an illuminated button (on Flexity trams), and drivers usually make a point of waiting for latecomers. However, overcrowding in peak hours and at weekends is common. The rate of detected fare-dodging is 4.15%, despite periodic enforcement campaigns, and this is being addressed by the installation of ticket barriers in all metro stations. From 2013, the obligation to check out of as well as into the system is being progressively introduced.

Development of the network
As of 2017, there are 17 tram routes, totalling 141.1 km, and serving most parts of the city, including three partial ring routes (7, 8, and 81). The routes have a very varied feel, including street running through narrow streets in working-class districts (line 81), cobbled central reservation, reserved track through parkland and woods (line 44), signal-controlled running in tunnels (the premetro lines 3 and 4 in the North–South Axis, and 7), and short stretches in cutting (the old route 18, closed in 2007). Almost all trams are double-ended and all are double-sided, and there is a fairly even mixture of stub and loop termini. The route pattern shows some notable gaps, particularly along major radial routes, because these were originally served by the national network of buurtspoorwegen/tramways vicinaux. These used, rather than the Brussels , and so the tracks could not easily be taken over when the lines were progressively closed from the 1960s onwards.

The complementary routing of vicinal and urban tracks and the replacement of key lines by metro has led to some peculiar track layouts, for instance at the Barrière de Saint-Gilles/Bareel Sint-Gillis. Though all seven roads at this circular junction originally had tram lines, only three of the original seven remain. To negotiate a sharp turn, the old route T18 (closed 1 July 2007) had to make a 270-degree turn on its journey away from the city centre, looping round and crossing its own path.

Under the Brussels-South railway station, the premetro and metro tracks swap from running on the right to running on the left where they run parallel to provide cross-platform interchange between the two lines. This serves no apparent purpose, but may be because main line trains in Belgium run on the left. Trams cross back to the right under the Place Bara/Baraplein, but the metro stays on the left as far as the Roi Baudouin/Koning Boudewijn terminus.

A 2007 paper calculated that delays caused by traffic congestion were responsible for direct costs of €17.34 million per year - over 18% of the production cost of the tram network. The costs chiefly comprised drivers' wages (60%) and additional vehicles (25%), and excluded overheads and the cost of time lost by passengers. In an attempt to remedy this, by 2016, Brussels Mobility had installed traffic light priority for trams or buses at 150 junctions. In some other places, the track layout is used to avoid hold-ups; for instance on route 92 at the Ma Campagne and Janson crossroads, which lie 300 m from each other on the Chaussée de Charleroi/Charleroisesteenweg. There is lateral space for only one track in a raised central reservation, and the rails swerve to the left approximately 100 m in front of the junction so that cars can queue in the right-hand lane.

Between 2006 and 2009, a phased transformation of the network took place, with the aim of improving regularity and relieving overcrowding. The premetro service between Brussels-North railway station and Albert was restructured with fewer lines passing through it, but at more regular intervals. These routes use the new longer Bombardier trams. The major part of the North–South Axis (from Lemonnier to Rogier) is now used only by lines 3 and 4 during the day, branded Chrono. Tram line 55 from Schaerbeek (north of Brussels) that used to use the North–South Axis now terminates at Rogier. The old line 52 was replaced by line 3 in the north (from Brussels-South to Thomas and from Van Praet to Esplanade), 82 (from Drogenbos to Lemonnier) and 32 in the south. The old tram line 56 was also withdrawn.

A previously implemented part of the plan was the creation of line 25 in April 2007. Line 25 goes from Rogier to the Boondael/Boondaal railway station following the route of the former line 90 from Rogier to Buyl, then leaves the outer ring towards the Université libre de Bruxelles (ULB)'s campus of Solbosch.

On 14 March 2011, old lines 23 and 24 were merged to create the new eastern semicircular premetro line 7, which runs almost entirely in its own right of way from Heysel/Heizel in the north to Vanderkindere in the south.

Current routes
Valid as of 11 December 2021.

Stricken-out (barré/doorgestrepen) route numbers represent partial services (they do not go up to the end of the line). Only regular services are shown in this list.

Termini

The system contains 14 stub termini and 10 loop termini, while 4 routes (4 at Brussels-North, 7 at Vanderkindere, 25 at Boondael and 55 at Bordet) terminate on central tracks between continuing lines. Over the years, loops have gradually been replaced by stub termini when opportunities have presented themselves. In 2007, a loop was built on the Place Poelaert/Poelaertplein, to accommodate short-running 94 trams, which had the peculiarity that the through line bifurcated it. It was lifted after only a few months. The 51 terminus at Van Haelen was originally planned as a loop, but was eventually built, in 2008, as a stub. In around 2011, the reversing triangle for route 39 at Ban Eik was converted into a stub. The 19 terminus at Groot-Bijgaarden lost its 650 m triangular loop on 18 October 2021.

Lines 3 and 7 both link the Heysel/Heizel Plateau in the north-west of the city with Churchill in Uccle in the south, the 3 traversing the western side of the city centre and the 7 following the eastern ring road. At the Churchill terminus, a strictly-timed manoeuvre takes place to allow trams to lay over and then depart in the reverse direction.

The terminus is situated in the middle of a traffic roundabout where eight streets meet, and consists of a circle of track bisected by a through line, connected by four sets of points. The manoeuvre consists of the following steps:
 * 1) Tram 7 arrives from east onto northern central platform (B). Through passengers transfer to tram 3 waiting at northern peripheral platform (A);
 * 2) Tram 3 departs westwards;
 * 3) Tram 7 can now follow it to the next stop, Vanderkindere, where it reverses using a trailing crossover (and connects with routes 4 and 92);
 * 4) This same tram 7 now arrives at the southern central platform (C);
 * 5) A new tram 3 arrives from the west, following the 7 from Vanderkindere, and occupies the southern peripheral platform (D). Through passengers transfer to tram 7;
 * 6) Tram 7 departs eastwards;
 * 7) The tram 3 on layover drives round the eastern half of the loop from position (D) to reposition itself at the northern peripheral platform (A);
 * 8) The cycle recommences.

While transferring passengers use the platforms within the roundabout, those boarding or alighting use four separate stops on the Avenue Winston Churchill/Winston Churchilllaan in pairs on either side of the junction, thus avoiding having to cross into the middle of the roundabout.

This situation will end when the city's central tram subway is converted in heavy metro line 3, whenceforth lines 3, 4 and 7 will all terminate at Albert.

North of Brussels

In the 21st-century political climate, investment in light rail has again taken off, and a number of extensions to the system are at various stages of fruition.

Lines 3, 7 and 9 are to be connected at Heysel/Heizel, and on 20 December 2018, Brussels Mobility Minister Pascal Smet announced that the next two lines to be built, estimated to open in 2024, will run from Rogier to Belgica via Brussels-North and Tour et Taxis/Thurn en Taxis (seat of the Flemish Regional Government), as well as from Rogier to Hôpital Militaire/Militaire Ziekenhuis in Neder-Over-Heembeek via Van Praet (line 10). The Flemish Region, under its Brabantnet plan, intends to build a new line to the north of the city, from Heysel/Heizel to Willebroek alongside the A12 road. Its success will require integration with the existing Brussels regional system; for instance the line will have to be built at standard rather than metre gauge (as the other Flemish trams are).

Three other suburban/interurban lines had been proposed: from Brussels westwards to Ninove, from Brussels north-eastwards to Heist-op-den-Berg, and from Heysel/Heizel via Vilvoorde to Brussels Airport.

The first two proposals were withdrawn, while the last has been implemented in 2020 as a 'tram-bus'. The Ringtrambus (route 820) from Brussels Airport to Jette opened on 28 June 2020, operated by 14 24-metre double-articulated buses. The initial half-hourly frequency was doubled to quarter-hourly on 1 September 2020.

South and central Brussels
Other proposals have been aborted. During 2014 and 2015, STIB/MIVB promoted a project to 'tramify' the Porte de Namur/Naamsepoort–Delta section of the overloaded 71 bus route, which carries over 12,000 passengers per day in each direction. The Brussels Region supported the proposal, but the municipality of Ixelles was against, supported by traders on the Chaussée d'Ixelles/Elsensesteenweg who feared the disruption the tracklaying would cause. The proposal was dropped and instead the section from the Chaussée de Wavre/Waversesteenweg to the Place Fernand Coq/Fernand Coqplein has been made largely car-free.

Other outline proposals have been made to extend the 62 to Brussels Airport (with the infrastructure being paid for by the Flemish Region), divert the 92 from the Rue Royale/Koningsstraat to serve Brussels Central Station, as well as to rebuild the east–west link through the city centre from Bourse/Beurs to the Place Royale/Koningsplein.

On 18 July 2019, the Brussels Government, in its programme for the period 2019–2024, committed itself to set the following additional developments in train: conversion of bus route 95 from the Central Station to the university area (partially making up for the failed conversion of route 71), extension of route 25 eastwards to serve the Mediapark, extension of route 7 westwards to Forest (this may include a tunnel under Forest/Vorst Park from Albert, where lines 4, 7 and 51 will terminate when the heavy metro is extended to Albert) and conversion of route 49 to form a western ring line, as well as extension of route 8 northwards to Evere and eastwards to Jezus-Eik.

Tram 95
On 8 November 2022, it was reported to the regional Mobility Committee that STIB/MIVB has launched a feasibility study on the 'tramification' of bus 95, to report in 2023. The 95 is Brussels' busiest bus route, on a par with the 71 at 7.25m passengers a year. Between Trône/Troon and Etterbeek Station, it is saturated at 1,000 passengers per hour in each direction. The best option would be to connect it to the planned tram from the Central Station to Tour & Taxis, but this poses the question of how to route it through the city centre. As for the southern terminus, it might be truncated to the ULB or Delta.

13 new projects by 2035
On 28 March 2023 the Brussels regional government announced a new "Tram Plan" to build 13 new lines totalling 40 km in length by 2035. STIB/MIVB published more detail on 5 May 2023. The 13 major projects are:
 * 1) the extension of line 62 to the airport at Zaventem
 * 2) line 10 to Neder-Over-Hembeek (which is already being built)
 * 3) the 'Mediatram' serving the Mediapark in Schaerbeek/Schaarbeek and terminating at Kraainem/Crainhem
 * 4) a western ring tram, partially replacing buses 49 and 53
 * 5) extension of line 8 to the ADEPS sport centre in Auderghem/Oudergem
 * 6) the northward extension of line 8 from Roodebeek to Bordet
 * 7) a bypass for line 8 between De Mot and Roosevelt
 * 8) the connection of lines 3 and 9 at Heysel/Heizel, serving Parking C
 * 9) the tramification of bus 95 from Central Station to ULB in Ixelles/Elsene
 * 10) a line from Central Station to Tour et Taxis/Thurn en Taxis
 * 11) a link from Bockstael to Sobieski
 * 12) the linking of Albert and Rochefort (line 7)
 * 13) the improvement of the eastern ring, including a tunnel under Place Meiser/Meiserplein

Track maintenance

Tracks are renewed periodically, both when they wear out, and also to increase the lateral clearance between them, to enable the safe passage of wider trams. Minor imperfections are smoothed by in-situ welding. When a temporary diversion is required, STIB/MIVB often installs a set of temporary or 'Californian' points which sits on top of the permanent rails.

Tracks have historically been embedded in stone setts, with STIB/MIVB taking responsibility for the road up to 30 cm on either side of the rails. However, recently, tarmac has been used, which improves conditions for cyclists.

In recent years, when major junctions have been relaid, the opportunuity has been taken to increase stability by installing a concrete raft underneath the whole junction.

Signalling
On the overground parts of the network, trams drive at sight, while the underground premetro sections have block signalling. However, drivers do not need to check in and out of the signalled section as on the Muni system in San Francisco. An exception is in the earliest tunnel to be built, at the Lemonnier stop, where passengers cross the tracks using an underground level crossing. This station will be bypassed when the line is converted to heavy metro and the new Toots Thielemans station built slightly to its east.

Fleet
As of 18 September 2017, the fleet consists of 396 trams, of the following types: As of 18 June 2019, 90 new sets of Flexities are on order.
 * 64 7700-series 2-section PCCs (20 m)
 * 61 7900-series 3-section PCCs (27 m)
 * 51 2000-series 3-section purpose-built Bombardier T2000s
 * 150 3000-series 5-section Flexity Outlook Cityrunners (30 m)
 * 70 4000-series 7-section Flexities (41 m)

High-floor and low-floor

The development of the system is being pulled in two contradictory directions – towards low-floor street-running trams and high-floor underground railway. This has led to some conflicting decisions. The standard trams—still "PCC's from the 1950s and 60s—have been followed by the specially designed "T2000" low-floor model and, at the end of 2005, by a variant of the off-the-shelf "Flexity Outlook" from Bombardier (3000 series), and, at the end of 2006, by an even longer version of the same family (4000 series).

On some of the busiest routes, the convenience of the low floor is lost because of the anomalies caused by the hesitant upgrade of tram to metro. The city has four heavy metro lines and three stretches of premetro or underground tram. The premetro tunnels have been built to allow for eventual upgrade to heavy metro, so most of the platform is high, and is connected to the street (at least in the upward direction) by escalator. At some stations lifts have been installed, but there is a cutout section taking the level down to one foot above ground to board the trams. The three steps this entails make life difficult for passengers with baby buggies or suitcases, even though the new low-floor trams are accessible to wheel-chair users. To get around this last barrier to mobility, an experimental ramp was installed in 2009 at Parvis de Saint-Gilles/Sint-Gillis Voorplein.

Coupled sets

Coupled sets are not currently used, although since around 2015, tests have been made of pairs of PCCs connected by a towbar. All vehicles still carry a towbar, which is only used nowadays when a broken-down tram needs to be towed or pushed to the depot.

Livery

Brussels trams have known several liveries. In the beginning of the 20th century, those operated by the Tramways Bruxellois were dark green, and those by the Chemins de Fer Economiques were chocolate. The two companies merged in the 1920s, whereupon a standard livery of primrose yellow was adopted which lasted (with some minor changes in the trimmings) until the mid-1990s when a brighter shade of yellow was adopted.

A profound change in livery came in 2006 with the adoption of the so-called Art Nouveau livery of silver and light brown on the new 3000 and 4000 vehicles. The rest of the active fleet has been repainted.

Heritage trams
The system exists in happy symbiosis with an active heritage operation based at the Woluwe depot, and privately hired trams have free access to the tracks. Trams that still collect their current through trolley poles rather than pantographs are normally restricted to the scenic line from the Parc du Cinquantenaire/Jubelpark via Woluwe to Tervuren, which is run with the help of volunteers from the Brussels Tram Museum, whose board has a strong representation from STIB/MIVB. This runs at weekends from April to October; occasionally, such as on Belgian National Day (21 July), these trams appear in the city centre, where the line on the Rue Royale is trolleypole-enabled.

A few heritage trams are equipped with pantographs, and these ones can travel all over the city (except in the premetro tunnels because they are not equipped with the speed control system required there); every Sunday from April to September, and one Sunday a month outside this period, a 5000-series trams (two-bogie model built 1935) takes tourists on a four-hour circuit of the Brussels-Capital Region with a 50-minute pause around noon.

A number of Brussels trams have been acquired by museums abroad. In the UK, the North Yorkshire Moors Railway has restored and operates steam tram engine 1625 ("Lucie") built in 1890 for the Tramways de Bruxelles à Evere et Extensions.

Several trams have been sent to the United States. Tram 7037 is in San Francisco, operating on the F-Line, surreally repainted in the blue-and-white livery of Zürich. Tram 1504 is at the Trolley Museum of New York, 1511 is at Old Pueblo Trolley and 7169 is operated by the McKinney Avenue Transit Authority in Dallas, Texas. The Oregon Electric Railway Museum has nine former Brussels trams.

In Canada, a 4-axle PCC is awaiting restoration at the Ontario St shed of Vancouver's Downtown Historic Railway, and in Argentina, the Asociación Amigos del Tranvía in Buenos Aires operates tram 9069.

Special-purpose trams

One PCC tram was converted in 2012 into a mobile restaurant, which operates six evenings per week. Its fleet number is 7601, formerly 7765 and before that 7565. The drivers of this mobile restaurant follow a special course in "soft driving" in order to avoid spilling the diners' wine or their soup.

A second PCC tram, 7126, serves as a mobile studio for the Le Tram television programme broadcast by BX1 (formerly Télé Bruxelles) every other Sunday, during which an interview is conducted while the tram tours Brussels. The tram tows a generator trailer.

2010 Vancouver Olympics

From 21 January to 21 March 2010, a demonstration streetcar project, known as the Olympic Line, in Vancouver, British Columbia, Canada, used cars 3050 & 3051 (Bombardier Flexity Outlook) on a Vancouver Downtown Historic Railway 1.8 km track.

Depots
STIB/MIVB has 7 depots and maintenance facilities:
 * Avenue du Roi/Koningslaan (Saint-Gilles): 63 trams
 * Rue d'Enghien/Edingenstraat (Molenbeek-Saint-Jean): 39 trams
 * Houtweg (Haren), a major bus, tram and metro reception and repair facility: 87 trams
 * Avenue de l'Hippodrome/Rennbaanlaan (Ixelles): 98 trams
 * Chaussée de Haecht/Haachtsesteenweg (Schaerbeek): 40 trams
 * Woluwe, on the site of the Brussels Tram Museum: 35 trams
 * Marconi (Forest), the newest depot, fully opened in 2017: 34 trams

Statistics

Most of these statistics come from STIB/MIVB's 2018 activity report, though some are from previous reports.

 * Passenger journeys (2018): 165.5 million
 * Length of tram line (double-track, 2018): 147.1 km, of which 85.6 km (60%) are in dedicated lanes (i.e. own right-of-way) and 12.4 km (9%) of which are in tunnel
 * Average distance between stops (2018): 411 metres
 * Number of junctions with traffic light priority for trams (2020): 320
 * Vehicle-kilometres travelled (2018): 15.3 million
 * Seat-kilometres travelled (2018): 2,932 million
 * Commercial speed (2017) 15.9 km/h
 * Share of passengers holding a season-ticket (2017): 87%
 * Number of trams (2017): 397
 * Peak run-out (winter 2017): 301
 * Number of depots (2018): 7, with 2 workshops
 * Number of points: about 850, including those in depots

title: Trams in Brussels


text:
Second Battle of Rivas

The Second Battle of Rivas occurred on 11 April 1856 between Costa Rican militia under General Juan Rafael Mora Porras and the Nicaraguan forces of American mercenary William Walker. The lesser known First Battle of Rivas took place on the 29 June 1855 between Walker's forces and the forces of the Chamorro government of Nicaragua.

Background
At the time, a major trade route between New York City and San Francisco ran through southern Nicaragua. Ships from New York would enter the San Juan River from the Atlantic and sail across Lake Nicaragua.

People and goods would then be transported by stagecoach over a narrow strip of land near the city of Rivas, before reaching the Pacific and being shipped to San Francisco. The commercial exploitation of this route had been attained from a previous Nicaraguan administration to Wall Street tycoon Cornelius Vanderbilt's Accessory Transit Company. Garrison and Morgan had wrested control of the company from Vanderbilt and then supported Walker's expedition. Vanderbilt spread rumors that the company was issuing stock illegally in order to depress its value, allowing him to regain controlling interest.

In July 1856, Walker set himself up as president of Nicaragua, after conducting a farcical election. As ruler of Nicaragua, Walker then revoked the Transit Company's charter, claiming that it had violated the agreement, and granted use of the route back to Garrison and Morgan. Outraged, Vanderbilt successfully pressured the U.S. government to withdraw its recognition of Walker's regime. Walker had also scared his neighbors and American and European investors with talk of further military conquests in Central America. Vanderbilt financed and trained a military coalition of these states, led by Costa Rica, and worked to prevent men and supplies from reaching Walker. He also provided defectors from Walker's army with payments and free passage back to the U.S.

Realising that his position was becoming precarious, he sought support from the Southerners in the U.S. by recasting his campaign as a fight to spread the institution of black slavery, which many American Southern businessmen saw as the basis of their agrarian economy. With this in mind, Walker revoked Nicaragua's emancipation edict of 1824. This move did increase Walker's popularity in the South and attracted the attention of Pierre Soulé, an influential New Orleans politician, who campaigned to raise support for Walker's war. Nevertheless, Walker's army, thinned by an epidemic of cholera and massive defections, was no match for the Central American Coalition and Vanderbilt's agents.

Costa Rican President Juan Rafael Mora watched with concern as Walker consolidated his forces and power in Nicaragua. Fearing that Walker would become unbeatable and at the urging and backing of Vanderbilt's business empire Mora declared war, not on Nicaragua, but on Walker and his filibusters, on the 1 March 1856. Having been talking about the filibusters for a while, Mora made this declaration in a famous speech that begins with the words, "Countrymen, take your weapons, the time that I've been warning you has arrived" (a paraphrase of the opening words of the Marseillaise).

Enraged Walker ordered the invasion of Costa Rica and a filibuster force crossed the border into Guanacaste, while the Costa Rican army moved down from the Central Valley in the same direction. With the army traveled the President but command was in the hands of his brother, Jose Joaquin Mora, and his brother-in-law, General Cañas. Upon hearing that a small contingent of men were encamped near the city of Guanacaste's Hacienda Santa Rosa Mora led three thousand of his men to attack. Walker's men were under the command of Colonel Louis Schlessinger, an inexperienced officer. On the 20 March with no sentries posted, Mora's Costa Ricans surprised and attacked the small group; Schlessinger himself ran away, leaving his troops vulnerable, disorganised, and without leadership.

Walker alarmed by the defeat heard unfounded rumors that Mora's army was going to attack from the North. So he foolishly decided to abandon the key city of the Nicaragua at that time and meet the army from the north. Mora quickly slipped into Rivas with 3,000 men.

Battle
Walker, just four days after giving up the city, marched his men back into Rivas to try to take it back. His small force was able to score a number of victories through street to street fighting and were able to create a stalemate at a key building in town, El Mesón de Guerra, the Guerra family home, which was located in the corner of the park, covered the approach to Rivas church; from the towers of the church Walker's snipers enjoyed a wide firing range.

Juan Santamaría
According to the traditional account, on April 11, Salvadoran General José María Cañas suggested that one of the soldiers advance towards the hostel with a torch and set it on fire. Some soldiers tried and failed, but Santamaría finally volunteered on the condition that in the event of his death, someone would look after his mother. He then advanced and was mortally wounded by enemy fire. Before expiring he succeeded, however, in setting fire to the hostel, thus contributing decisively to the Costa Rican victory at Rivas, as the enemy then retreated.

Francisca ("Pancha") Carrasco
Carrasco who was serving the militia as a cook and impromptu medic, filled her apron pockets with bullets, grabbed a discarded rifle and shamed some of the retreating Costa Ricans forestalling what might have become a rout.

Juan Alfaro Ruiz
Juan Alfaro Ruiz was responsible for clearing the filibusters from the church. He died of cholera after the battle. One of Alajuela's cantons was named after him.

Aftermath
Walker and his surviving soldiers fled to Granada during the night. Several factions inside the Costa Rican Army sought to pursue and kill Walker, thus ending the war. President Mora cancelled the plan, seeing his troops were already battle-worn. Mora wanted to use his resources to bury the dead and take care of the wounded and sick. Although Costa Rica was victorious in the Battle of Rivas, the country could not enjoy the victory. Bodies from the fighting were dumped in the wells of the city causing a huge outbreak of cholera.

Thinking the cholera was brought by the hot weather of the Nicaraguan lowlands, the troops wanted to go back home. The Costa Rican troops brought the disease home to Costa Rica with them where it ravaged the entire country, killing one tenth of the population. Mora was blamed for the cholera outbreak, the severe losses inflicted to the army and for the economic damage to the country because of the war debts. A coup was planned for his return to the capital but this was aborted.

The war against Walker would continue, joined now by the armies of other Central American countries under the overall command of General Mora, focused on cutting the men and weapons flow to the filibusters cutting the transit route. After the war, Mora was removed from power in 1859 and executed in 1860 when he tried to come back to power along General Cañas.

title: Second Battle of Rivas


text:
Silvia Neid

Silvia Edith Maria Neid (born 2 May 1964) is a German former professional football player and manager. She is one of the most successful players in German women's football, having won seven national championships and six DFB-Pokal trophies. Between 2005 and 2016, Neid served as the head coach of the Germany women's national team. She was the FIFA World Women's Coach of the Year in 2010, 2013 and 2016.

Playing career
Neid's career as a player began at SV Schlierstadt, later renamed to Klinge Seckach. She stayed with the club until 1983 when she signed up with SSG Bergisch Gladbach, then the dominant team in German football. She won the double with SSG in 1984, but moved to TSV Siegen after a title-less 1985 season. The club enjoyed its most successful years during Neid's tenure, winning six championships and five cups. When Gerd Neuser stopped coaching Siegen in 1994, Neid requested a transfer to SG Praunheim, but the club refused. Neid retired after the 1996 season.

As a German international, Neid made her debut on 10 November 1982 against Switzerland. She scored two goals in the match, the first of which came just one minute after she had entered the pitch. Neid won the UEFA Women's Championship three times in succession between 1989 and 1995, and reached the final of the 1995 FIFA Women's World Cup. Her last game was at the 1996 Summer Olympics in Atlanta against Brazil.

Managerial career
Immediately after retiring from active football, Neid took a coaching job with the German women's national team. She managed the under-19 team, which won the 2004 World Championship and finished runner-up at the Women's Championship under her guidance.

Neid served as assistant manager of the senior national team under Tina Theune-Meyer, before succeeding Theune-Meyer as head coach on 20 June 2005. She coached the team to victory at the 2007 FIFA Women's World Cup, defeating Brazil 2–0 in the final, and the 2016 Summer Olympics. Neid stepped down as head coach in August 2016.

Player

 * SV Bergisch Gladbach 09
 * Bundesliga: 1984
 * DFB-Pokal: 1984

 * TSV Siegen
 * Bundesliga: 1987, 1990, 1991, 1992, 1994, 1996
 * DFB-Pokal: 1986, 1987, 1988, 1989, 1993

 * Germany Women
 * UEFA Women's Championship: 1989, 1991, 1995

Manager
Germany Women Youth
 * UEFA Women's Under-19 Championship: 2000, 2001, 2002
 * FIFA U-20 Women's World Cup: 2004
 * Germany Women
 * FIFA Women's World Cup: 2007
 * UEFA Women's Championship: 2009, 2013
 * Summer Olympic Games: Bronze medal: 2008, Gold medal: 2016
 * Algarve Cup: 2006, 2012, 2014

 * Individual
 * FIFA World Coach of the Year for Women's Football: 2010, 2013, 2016

title: Silvia Neid


text:
User:Xen0phile/contributions

My article contributions, in chronological order of my first edit for said article.

 * Pacific Lutheran University (as 172.147.121.177)
 * Moya (first contribution as Xen0phile)
 * Argosy University/Seattle
 * Bastyr University
 * Cornish College of the Arts
 * Matteo Ricci College
 * Seattle Bible College
 * Seattle Community College District
 * Seattle University
 * The Art Institute of Seattle
 * Everett, Washington
 * James Hughes
 * Medúlla (album)
 * Scarran
 * Sebacean
 * History of Angola
 * Transhumanism
 * Nanotechnology
 * Mr. Six (rewrote article)
 * List of American advertising characters
 * Sugar Bear
 * Ronald McDonald
 * All your base are belong to us
 * Everett AquaSox
 * Spokane Indians
 * Tri-City Dust Devils
 * Yakima Bears
 * Salem-Keizer Volcanoes
 * Auburn Doubledays
 * Savannah Sand Gnats
 * Greensboro Grasshoppers
 * Asheville Tourists
 * Winston-Salem Warthogs
 * Salem Avalanche
 * Lynchburg Hillcats
 * Lancaster JetHawks
 * Lake Elsinore Storm
 * High Desert Mavericks
 * Burlington Indians
 * Adam Carolla
 * Ranchero music (redirected to ranchera)
 * Ranchera
 * Geek canon
 * Gibson (disambiguation)
 * William Gibson (Catholic martyr)
 * All Tomorrow's Parties (changed to disambiguation page)
 * All Tomorrow's Parties (music festival) (did a cut-and-paste job to change All Tomorrow's Parties to this article. Later I learned you can rename an article without erasing it's history like cut-and-paste jobs do. Sorry, Wikipedia.)
 * ATP (disambiguation)
 * Sonic Youth
 * William Gibson (novelist)
 * List of music festivals
 * Autechre
 * Boards of Canada
 * Throbbing Gristle
 * Slint
 * Rock festival
 * The Mars Volta
 * A Silver Mt. Zion
 * List of fictional computers
 * Bowlie
 * Isis (band)
 * Culture of San Francisco, California
 * List of cyberpunk works
 * Bowlie Weekender
 * List of music festivals in the United Kingdom
 * The Man Without a Past
 * List of battles 1801-1900
 * DJ Spooky
 * Vespertine
 * Telegram (album)
 * Homogenic
 * Selmasongs
 * Loftus railway station, Sydney
 * Victor Williams
 * Freeganism
 * Gerbillus poecillops
 * Everett Massacre
 * Bug-out bag
 * Inventory-centralized Retail (added afd tag)
 * David McCallum Sr.
 * Zand river convention
 * Odic force
 * Nick Nicholson
 * Minga y Petraca
 * Church of Euthanasia
 * Soviet Russia
 * Pierre Gandon
 * Stephen Gregory (actor)
 * List of real people appearing in fictional context
 * Spanish profanity
 * Dengue Fever (band) (created page based on earlier edits by 208.54.15.1 to original Dengue fever page)
 * Dengue fever
 * Second Life
 * Comptometer
 * List of psychedelic music artists
 * Blickensderfer typewriter
 * Brazilian Girls
 * Culture of Iraq
 * Firdus Square
 * 2003 invasion of Baghdad
 * List of movies featuring roleplaying
 * List of role-playing games by genre
 * John Dillinger
 * List of places named for George Washington
 * 2003 invasion of Iraq media coverage
 * Singularity Sky
 * Iron Sunrise
 * Accelerando (novel)
 * Big Four Mountain (started article)
 * List of newspapers that reprinted Jyllands-Posten's Muhammad cartoons
 * Herbert Garrison
 * Saturn in fiction
 * Mars in fiction
 * Venus in fiction
 * Jupiter in fiction
 * Uranus
 * New Thought Movement
 * The Andy Milonakis Show
 * Nanosocialism
 * Infosocialism
 * Koyaanisqatsi

title: User:Xen0phile/contributions


text:
Mayilattam

Mayilattam (Tamil: மயிலாட்டம்) is an artistic and religious form of dance performed in the Hindu temples of Tamil Nadu and Kerala in reverence to Murugan, a regional form of the Hindu deity Kartikeya. Literally translating as the "peacock dance", the performers seat themselves upon a peacock replica, which is the mount of the deity.

Description
Mayilattam performers wear costumes from head to toe with headdresses and peacock feathers, that can be opened and closed using a thread, and perform specific dances. The performers dance on a tall piece of wood attached at the end of their feet. This dance is performed in all Murugan temples as a tradition during festivals. The number of Mayilattam performers is decreasing due to financial reasons. The Mayil Attam dance is thought to have originated in Tamil Nadu, where ladies used to perform it to honor Lord Subrahmanya, also known as Kartikeya or Murugan, the son of Shiva and Parvati.This dance is typically performed by females dressed in the most stunning peacock forms. This art needs a lot of practice and training. During festivals, this dance is performed in all Murugan (Lord Subrahmanya) temples as a custom. Mayilattam dance isn't complete without the appropriate attire. Along with the show, the dress code adds to the allure. Imitating the movement and style of a peacock is part of the dance movement. The dancer demonstrates how the bird cleans its feathers with its beak and legs, with meticulous planning and execution. The melody is then followed by close steps going at a slow rhythmic speed. As the time and rhythm speed, each movement follows a circular pattern. Finally, when the music reaches its height, the circular pattern's order is shattered. However, because of difficulty in practising and lower pay for dancers, the number of Mayilattam performers is dwindling.

title: Mayilattam


text:
User:Suparuss

The Suparuss user page.

title: User:Suparuss


text:
Talk:Silvia Neid

Untitled

 * Article: de:Silvia Neid
 * Corresponding English-language article: Silvia Neid
 * Worth doing because: Notable former player for the Germany women's national football team, current assistant to Tina Theune-Meyer (see above), and already chosen as Theune-Meyer's successor.
 * Originally Requested by: Dale Arnett 03:31, 15 Jun 2005 (UTC)
 * Status: I'm going to take my best shot -- haven't done this in a while. Jwrosenzweig 08:28, 16 July 2005 (UTC); done Lectonar 10:28, 25 July 2005 (UTC)
 * Supported:

External links modified
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I have just modified one external link on Silvia Neid. Please take a moment to review my edit. If you have any questions, or need the bot to ignore the links, or the page altogether, please visit this simple FaQ for additional information. I made the following changes:
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title: Talk:Silvia Neid


text:
Steve Peat

Steve Peat (born 17 June 1974 in Chapeltown, South Yorkshire), nicknamed "Sheffield Steel" or more commonly just "Peaty", is a British professional downhill mountain biker who was born and lives in Chapeltown, Sheffield, England. Prior to his career as a professional mountain biker Peat was employed as a plumber by James Lamb. He is married to Adele Croxon and has two sons, Jake and George Peat.

Peat began his career with little success riding for the Saracen team alongside Rob Warner, before moving in the mid-1990s to Team MBUK. He rode for GT Bicycles in the late 1990s and for the Orange team between 2002 and 2005, winning the Fort William downhill world cup round in 2005. He then joined the Santa Cruz Syndicate team for the 2006 season, which saw him finish 1st overall. He continues to race for Santa Cruz Syndicate.

As last man down the hill, Peat won the La Bresse downhill world cup round 2 on 10 May 2009 with a time of 02:07.14 knocking Sam Hill out of the hot seat for his 16th world cup round win, tying at the top of the all-time leader-board with Nicolas Vouilloz. Just one week later on 17 May 2009, at the third round of the UCI World Cup in Vallnord, Peat won again (besting compatriot Gee Atherton by just 0.02 seconds) making him the most successful male downhill mountain bike racer ever by number of wins at the time. This record has since been beaten Peat's South African teammate, Greg Minnaar.

Other successes include placing second in the Mountain Bike World Championships in 2000, 2001, 2002 and 2008. On 6 September 2009, Peat won the World Championships in Canberra for the first time in his career, with a winning time of 2:30.33, just 0.05 seconds ahead of his Santa Cruz teammate Greg Minnaar. He was crowned World Cup champion in 2002, 2004 and 2006. He has also won the Lisboa Downhill, held in Lisbon, Portugal, eight times.

Aside from his professional riding career, Peat has other involvements with the sport, including contributing to the design and manufacture of specialist riding clothing made by Royal Racing of which he is part owner. Peat also has involvements with young cyclist academies, and is a proponent of youth involvement in the sport.

Following his recent world champ status he has released his own game 'Steve Peat – Downhill Mountain Biking' for the iPhone, iPad and iPod Touch.

In recognition of his accomplishments, Peat was added to Sheffield's 'walk of fame' outside Sheffield Town Hall in 2016. In 2020, Sheffield-based publisher Vertebrate announced they would be releasing Peat's biography in October 2021.

Races(Incomplete)

 * 1998
 * 1st DH, UCI Mountain Bike World Cup, Snoqualmie, United States

 * 1999
 * 9th 🇬🇧 DH, British National Mountain Biking Championships

 * 2000
 * 10th 🇬🇧 DH, British National Mountain Biking Championships

 * 2001
 * 1st DH, UCI Mountain Bike World Cup, Round 1, Maribor, Slovenia
 * 1st DH, UCI Mountain Bike World Cup, Round 2, Vars, France

 * 2002
 * 5th 🇬🇧 DH, British National Mountain Biking Championships
 * 1st DH, UCI Mountain Bike World Cup, Series Overall

 * 2003
 * 1st 🇬🇧 DH, British National Mountain Biking Championships

 * 2004
 * 1st DH, UCI Mountain Bike World Cup, Round 2, Oisans (Les Deux Alpes), France
 * 1st DH, UCI Mountain Bike World Cup, Round 4, Mont-Sainte-Anne, Canada
 * 1st DH, European Mountain Bike Championships, Wałbrzych, Poland
 * 1st DH, UCI Mountain Bike World Cup, Series Overall

 * 2005
 * 1st DH, UCI Mountain Bike World Cup, Round 1, Vigo, Spain
 * 1st 🇬🇧 DH, British National Mountain Biking Championships
 * 1st DH, UCI Mountain Bike World Cup, Round 8, Fort William, Scotland

 * 2006
 * 1st Lisboa Downtown, Lisbon, Portugal
 * 1st DH, UCI Mountain Bike World Cup, Round 3, Willingen, Germany
 * 1st DH, UCI Mountain Bike World Cup, Series Overall

 * 2007
 * 1st Lisboa Downtown, Lisbon, Portugal

 * 2008
 * 1st Lisboa Downtown, Lisbon, Portugal
 * 1st 🇬🇧 DH, British National Mountain Biking Championships

 * 2009
 * 1st DH, UCI Mountain Bike World Cup, Round 2, La Bresse, France
 * 1st DH, UCI Mountain Bike World Cup, Round 3, Vallnord, Andorra
 * 1st Lisboa Downtown, Lisbon, Portugal
 * 1st DH, UCI Mountain Bike & Trials World Championships, Canberra, Australia

title: Steve Peat


text:
Wikipedia talk:Editor activity indicator

Interesting, but I would prefer some sort of indication that people have found this useful before I waste server resources saving a new revision every time I log in or out. r3m0t talk 10:29, July 25, 2005 (UTC)

 * I think the effect on servers would be negligible, though WP:RC might be a mess without the edits being marked as minor. Mark 22:51, 25 July 2005 (UTC)

One of the reasons for having the "I'm around" indicator was so that users did not have to constantly change between "I'm in" and "I'm out." I doubt the system would ever gain enough users to actually cause a problem with the servers, but we could certainly ask the developers. -- Essjay ·  Talk 00:09, July 26, 2005 (UTC)

I find this a hugely inconvenient way of doing things, since it involves doing the new edit every time you log in and out. Would it be possible to develop a tool that could automatically detect whether you're logged in, and/or the time when your last edit was made? - ulayiti (talk)  17:20, 28 July 2005 (UTC)

 * Yeah if you're a programmer who wants to tinker around. Is it really so hard to change it from "In" to "Out"? And by the way R3m0t, yes I have found it very helpful as it helps me help out the newbies, and they don't waste their time when I'm out, but when I'm in I can help them in under a minute. Redwolf24 20:02, 28 July 2005 (UTC)
 * No it's not that hard, but it's easier to not have to do anything, plus it definitely does mess up the edit history of your page, and what if you forget? Much better and more effecient and easier to have it automatically update (even just to say "this user was last active XXX minutes/days/years ago" (by active I mean when was their last edit). --User24 13:17, 25 October 2006 (UTC)

I think this is a nice idea. However, I do not think it need become a guideline (and certainly not policy). It's the sort of thing that self-publicizes by seeing it on some userpages and may or may not be adopted by other users. In/out can already be determined with reasonable reliability by checking someone's contributions list. Newbies don't know that, but to create it to a guideline or whatever would be instruction creep, imo. Just announce occasionally on the Village Pump that these images/templates exist, and maintain the instructions in your (Essjay's?) user space. In fact, I think a better place for this discussion would be the VP; it will get more publicity and that is a forum more suited to things that are user-spacey. -Splash 20:45, 29 July 2005 (UTC)

 * I don't want it to be policy; there are plenty of things that are explained in the Wikipedia namespace that aren't policy. I stuck the "proposed" tag on the top so nobody would scream about adding things without discussion. Instruction creep only applies to things that are manditory; by definition, optional services cannot be instruction creep, they fall under Creeping featurism. As I've seen it used on Wikipedia, however, instruction creep refers not to unncessary policy, but proposals where there is no valid reason for opposition outside an appeal to instruction creep. This proposal is for those who want to use it, period. If you don't like it, then don't use it. -- Essjay ·  Talk 21:46, July 29, 2005 (UTC)
 * Let me be clearer: the only reason I commented was because I do not think that this belongs in Wikipedia: space in Category:Wikipedia proposals (nor really in Wikipedia space at all). If it's not a guideline or a policy (or a proposal for such etc.) it belongs elsewhere. See Policies and guidelines for the implication of the tag on prject page. But I said I think it's a nice idea, I thought I'd suggest reasons why it shouldn't be in W: space, and suggest alternatives where it might receive more attention. My comment was not the baseless opposition you suggest: it was not opposition at all. -Splash 22:00, 29 July 2005 (UTC)

I didn't mean to suggest your opposition was baseless; I meant to suggest to others who might read the discussion that this particular item does not conform to either 1) the legit definition of instruction creep or 2) the colloquial definition on Wikipedia (i.e., I don't like it and I don't have a reason, so I'll call it instruction creep). My intent was for it to be a resource for other editors, a handy feature; if it isn't, then list it at VfD. Now, I'm going back to my wikibreak. -- Essjay ·  Talk 22:34, July 29, 2005 (UTC)

Automated?
It would be much more useful if there would be a way for software to check user contribs, determine how active he is and update the tag...--Piotr Konieczny aka Prokonsul Piotrus 19:02, 26 December 2006 (UTC)
 * That's when the new StatusBot comes in. Then you can use the #switch function. See my user page to see what I did. — Coasterge ekperson 04 ' s talk @12/14/2007 22:22


text:
Talk:Nescio

Commentaar
Mijn complimenten aan al diegenen die deze pagina hebben gemaakt. Ziet er keurig en informatief uit.211.50.92.89 12:26, 7 June 2006 (UTC)

This guy looks interesting, do you know where I can find his works in English? --92.28.199.102 (talk) 20:46, 6 August 2009 (UTC) (Siddhartha-Wolf in 5 minutes)

IJmuiden
I'm pretty sure that Japi was not sitting in IJmuiden but in Veere. Was that changed in the translation? — Preceding unsigned comment added by Mihxil (talk • contribs) 17:21, 27 February 2011 (UTC)
 * I lent out my copy, unfortunately, so I can't look it up. I'm sure he came from Very, but am a bit fuzzy on the details when he came to Amsterdam. but feel free to be bold and change it. The actual looking out over the sea and doing nothing seems more material than the town where it took place, so maybe edit it out altogether? Martijn Hoekstra (talk) 17:27, 27 February 2011 (UTC)
 * I think you are right and I edited it out Mihxil (talk) 17:22, 28 February 2011 (UTC)
 * By the way, you are right. Having hardcopies of books is so last year: http://www.gutenberg.org/files/29719/29719-h/29719-h.htm

title: Talk:Nescio


text:
Federal Express Flight 705

On April 7, 1994, Federal Express Flight 705, a McDonnell Douglas DC-10-30 cargo jet carrying electronics equipment across the United States from Memphis, Tennessee, to San Jose, California, was the subject of a hijack attempt by Auburn R. Calloway, a Federal Express employee facing possible dismissal at a hearing scheduled for the following day for having lied about his flight hours. He boarded the scheduled flight as a deadhead passenger carrying a guitar case concealing several hammers and a speargun. He tried to switch off the aircraft's cockpit voice recorder (CVR) before takeoff. Once airborne, he attempted to kill the crew with hammers so their injuries would appear consistent with an accident rather than a hijacking. The CVR, however, was switched back on by the flight engineer, believing that he had neglected to turn it on.

Calloway intended to use the speargun as a last resort. He planned to crash the aircraft hoping that he would appear to be an employee killed in an accident. He sought to let his family collect on a $2.5 million life insurance policy provided by Federal Express. Calloway's efforts to kill the crew were unsuccessful. Despite severe injuries, the crew fought back, subdued Calloway, and landed the aircraft safely.

During his trial, the prosecution argued Calloway was trying to commit suicide. Calloway's legal representation attempted to invoke an insanity defense, but he was found guilty of multiple charges, including attempted murder, attempted aircraft piracy, and interference with flight crew operations. He received two consecutive life sentences; unlike many states, federal law provides no chance for parole. Calloway successfully appealed the interference conviction, which was ruled a lesser included offense of the attempted piracy conviction. The life sentence was upheld.

Flight crew and hijacker
Three flight crew members were in the cockpit on this flight: 49-year-old Captain David G. Sanders, who had worked for FedEx for 20 years and previously served with the U.S. Navy for nine years during the Vietnam War; 42-year-old First Officer James M. Tucker Jr., who had worked for FedEx for 10 years and previously served with the U.S. Navy for 12 years during the Vietnam War and People Express Airlines for three years; and 39-year-old Flight Engineer Andrew H. Peterson, who had worked for FedEx for 5 years.

Also in the airplane was 42-year-old FedEx flight engineer Auburn Calloway, an alumnus of Stanford University and a former Navy pilot and martial-arts expert, who was facing possible dismissal over falsifying of his flight hours. Calloway planned to hijack the plane, but disguise it as an accident, so his family would benefit from his life-insurance policy worth US$2.5 million (equivalent to $ million in ). Calloway intended to murder the flight crew using blunt force. To accomplish this, he brought on board two claw hammers, two club hammers, a speargun, and a knife (which was not used) concealed inside a guitar case. He also carried with him a note written to his ex-wife "describing the author's apparent despair". Just before the flight, Calloway had transferred over US$54,000 in securities and cashier's checks to his ex-wife.

Flight details
Before takeoff, as part of Calloway's plan to disguise the intended attack as an accident, Calloway attempted to disable the cockpit voice recorder (CVR) by pulling its circuit breaker to interrupt power. During the standard preflight checks, Peterson, the flight engineer, noticed the pulled breaker and reset it before takeoff, reactivating the CVR. However, if Calloway had killed the crew members with the CVR still on, he would simply have had to fly for 30 minutes to erase any trace of a struggle from the CVR's 30-minute loop.

About 26 minutes after takeoff, as the plane was passing 19,000 feet, and the flight crew carried on a casual conversation, Calloway went into the back to get his weapons, entered the flight deck, and attacked Peterson, Tucker, and Sanders. All three members of the crew received multiple hammer blows. Both Peterson and Tucker, the first officer, suffered fractured skulls, and Peterson's temporal artery was severed. The blow to Tucker's head drilled shards of bone into his brain and temporarily rendered him unable to move or react, but he was still conscious. Captain Sanders reported that during the beginning of the attack, he could not discern any emotion from Calloway, just "simply a face in his eyes".

When Calloway ceased his hammer attack, Peterson and Sanders began to get out of their seats to go after Calloway. Calloway left the cockpit and retrieved his speargun. He came back into the cockpit and threatened everyone to sit back down in their seats. Despite a loud ringing in his ear and being unbalanced and dazed, Peterson grabbed the gun by the spear between the barbs and the barrel. Tucker, an ex-Navy pilot, performed extreme aerial maneuvers with the aircraft as the struggle between Calloway and the other crew members ensued. He pulled the plane into a sudden 15° climb, throwing Sanders, Peterson, and Calloway out of the cockpit and into the galley. To try to throw Calloway off balance, Tucker then turned the plane into a left roll, almost on its side. This rolled the men along the smoke curtain onto the left side of the galley.

Eventually, Tucker had rolled the plane almost upside down at 140°, while attempting to maintain a visual reference of the environment around him through the windows. Peterson, Sanders, and Calloway were then pinned to the ceiling of the plane. Calloway managed to wrench his hammer hand free and hit Sanders in the head again. Just then, Tucker put the plane into a steep dive. This pushed the men back to the smoke curtain, but the wings and elevators started to flutter. At this point, Tucker could hear the wind rushing against the cockpit windows. At a speed of 460 kn, the plane's elevators fluttered so much that the control surfaces became unresponsive due to the disrupted airflow. This lack of control tested the aircraft’s safety limits. Tucker also began to sense a Mach tuck effect as the airflow over the wings approached the speed of sound. Tucker realized the throttles were at full power, increasing the speed of the aircraft. Releasing his only usable hand to pull back the throttles to idle, he managed to pull the plane out of the dive as it slowed down.

As the DC-10 leveled off at 5,000 feet, Calloway managed to hit Sanders again while the struggle continued, and this time the blow nearly knocked him unconscious. Sanders was losing strength, and Peterson was bleeding out from his ruptured temporal artery and was starting to go into shock. In spite of his diminishing strength, Sanders managed to grab the hammer out of Calloway's hand and attacked him with it. When the plane was completely level, Tucker alerted Memphis Center, telling them about the attack and requesting a vector back to Memphis. He requested an ambulance and "armed intervention", meaning he wanted a SWAT team to storm the plane. The flight crew eventually succeeded in restraining and disarming Calloway, although only after moments of inverted and over-speed flight beyond the designed capabilities of a DC-10.

With Calloway momentarily under control, Captain Sanders took control of the aircraft from First Officer Tucker, who by then had his sense of touch severely diminished and had additionally become paralyzed on the right side of his body. Tucker went back to assist Peterson in restraining Calloway. Sanders communicated with air traffic control, preparing for an emergency landing back at Memphis International Airport. Meanwhile, Calloway started fighting with the crew again.

Fully loaded with fuel and cargo, the plane was approaching too fast and too high to land on the scheduled runway 9. Due to the plane's weight, speed, and height, it was at risk of breaking up upon landing under these conditions. Sanders requested by radio to land on the longer runway 36L. Ignoring warnings from the Ground Proximity Warning System and using a series of sharp turns that further tested the DC-10's safety limits, Sanders landed the jet safely on the runway at 16000 kg over its maximum designed landing weight. By that time, Calloway was defeated. Emergency personnel and police entered the plane via the escape slide and ladder. Inside, they found the interior of the galley and cockpit covered in blood. Calloway was then arrested, taken off the plane, and—along with Peterson, Tucker, and Sanders—was taken to a nearby hospital.

Aftermath
The crew of Flight 705 survived the attack but were seriously injured. The left side of First Officer Tucker's skull was severely fractured, causing motor control problems in his right arm and right leg. Calloway had also dislocated Tucker's jaw, attempted to gouge out one of his eyes, and stabbed his right arm. Captain Sanders suffered several deep gashes in his head, and doctors had to sew his right ear back in place. Flight Engineer Peterson's skull was fractured and his temporal artery severed. The aircraft itself incurred $800,000 worth of damage.

Calloway pleaded temporary insanity, but was sentenced to two consecutive life sentences (federal sentences are not subject to parole) on August 11, 1995, for attempted air piracy and interference with flight crew. The latter conviction was vacated on appeal. , Calloway is imprisoned at United States Penitentiary, Coleman I, in Florida.

On May 26, 1994, the Air Line Pilots Association awarded Dave Sanders, Jim Tucker, and Andy Peterson the Gold Medal Award for heroism, the highest award a civilian pilot can receive. Due to the extent and severity of their injuries, none of the crew was re-certified as medically fit to fly commercially. However, Jim Tucker returned to recreational flying in his Luscombe 8A by 2002.

The McDonnell Douglas DC-10-30 aircraft involved, N306FE, was repaired after the incident then returned to service. In 2008, it was upgraded to an MD-10 which, among other improvements, eliminated the need for a flight engineer. Later, on June 7, 2022, the aircraft experienced a fire in the rear lower cargo hold but was able to successfully divert to Tulsa. On December 31, 2022, it was among the last of FedEx's MD-10 fleet to be retired, having made its maiden flight on November 5, 1985 and having been delivered to FedEx on January 24, 1986. It is currently stored at Victorville Airport where it will be subsequently scrapped.

In popular culture
The attempted hijacking of Flight 705 was featured in "Fight for Your Life", a season-three (2005) episode of the Canadian TV series Mayday (called Air Emergency and Air Disasters in the U.S., and Air Crash Investigation in the UK and Australia), which included interviews with the flight crew. The dramatization was broadcast with the title "Suicide Attack" in the United Kingdom, Australia, and Asia.

The sixth episode of UK TV series Black Box (called Survival in the Sky in the U.S.), "Sky Crimes", also features the attempted takeover using audio between air traffic control and the crew.

The book Hijacked: The True Story of the Heroes of Flight 705, written by Dave Hirschman, was published in 1997.

The American History comedic podcast The Dollop covered this incident in its 160th episode.

title: Federal Express Flight 705


text:
Goatskin

Goatskin may refer to:

 * Goatskin (material), the skin of a goat or the leather made from it
 * Goatskin (container), a container for wine

title: Goatskin


text:
Category:Animal products

Animal products are any products that can only be extracted from animals; for example, bones, skin or meat.

title: Category:Animal products


text: User talk:81.159.162.177

title: User talk:81.159.162.177


text:
Talk:Galarrwuy Yunupingu

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IP request
His recent death is not yet added to the list of Australian of the Year winners. — Preceding unsigned comment added by 106.71.124.135 (talk) 11:31, 9 April 2023 (UTC)
 * Hello IP, thank you. I have updated List of Australian of the Year Award recipients. JennyOz (talk) 12:21, 9 April 2023 (UTC)

title: Talk:Galarrwuy Yunupingu


text:
Stage mother

In the performing arts, a stage mother is the mother of a child actor. The term stage mother sometimes has a negative connotation, suggesting that the individual is prone to obnoxiously demanding special treatment for her child, or suggesting that the individual has placed inappropriate pressure on her child to succeed, perhaps for reasons of vicariously living out her own dreams through the child. Entitled and grandiose demands have sometimes led to reportedly veiled threats from a stage parent.

Definition
A stage mother may also be the official manager of her child (e.g., Ethel Gumm, Debra McCurdy, Tina Douglas, Rose Thompson Hovick, Dina Lohan, Teri Shields, Susan Duff, Catherine Belkhodja, Tina Knowles, Katherine Jackson, etc.)—representing her child in negotiations for the professional services of her child. Such managers have often been referred to as "momagers" in the film industry.

In certain cases where a mother and child both work in the film industry, an automatic labeling of "stage mother" can be affixed to the mother without cause. Kathie Lee Gifford has been against the concept of stage mothers and had explained that when her son Cody co-starred with her in the film Model Behavior, it had been on his own volition to try acting and not at her insistence. Gifford plays a stage mother in that movie.

Stage fathers
Fathers have also been known to manage their children in this way, such as Joseph Jackson (patriarch of the Jackson family), Murry Wilson (father of three of The Beach Boys), Joe Simpson (father of Jessica and Ashlee Simpson), Jeff Archuleta (father of American Idol runner-up David Archuleta), Mathew Knowles (father of Beyoncé and Solange Knowles), Ira David Wood III (father of Evan Rachel Wood) and Kit Culkin (father of Macaulay and Kieran Culkin). A historical example of such a father was Leopold Mozart, who recognized his son's musical ability at an early age and made the most of it.

Abraham Quintanilla Jr., father of Tejano superstar Selena, is credited with having discovered Selena's gift of singing; he rounded up her and her siblings as a band (Selena y Los Dinos), named for his band in his younger days.

Stage fathers share a similar role with parents promoting their children in professional sports. The drive to enhance their child's success, and vicariously the father's own financial furtherance and fame can include implementation of strength and exercise regimens at a young age and backhanded actions such as delaying enrollment in school so their sons will be bigger than their classmates. LaVar Ball, father of NBA player Lonzo Ball, achieved notoriety for spurious self aggrandizement  and inflation of his son's assets, including questionable claims that his son's basketball skills exceeded those of Stephen Curry, LeBron James and Russell Westbrook.

Script mother
A variant of the term has been a "script mother", or a woman writer who sees her children as a means for writing books or screenplays based on humiliating events in the child's life, to the detriment of the child, or exaggerating a child's personal problems. Script mothers can be writers, comedians or cartoonists (Comtesse de Ségur, Christine Angot, Maïwenn).

An example of a script mother has been Lynn Johnston, who has been criticized for exploiting her children (and husband) in her comic strip For Better or For Worse, as opposed to many cartoonists such as Charles Schultz and Berke Breathed who make up fictional characters. Johnston's children eventually had to be pulled out of school due to the constant bullying and embarrassment they received in being compared to their comic strip counterparts, and placed into a private school with tougher regulations on student conduct.

In popular culture
Real-life stage mothers and their children have been a popular subject for reality television shows, including the shows I Know My Kid's a Star (2008), Dance Moms (2011–2019), Toddlers & Tiaras (2008–2016) and its spinoff Here Comes Honey Boo Boo (2012–2014).

title: Stage mother


text:
Ryan Gentles

Ryan Michael Gentles (born November 28, 1977) is an American music manager and the CEO of Wiz Kid Management. He is best known as the longtime manager of the New York City-based band The Strokes, whom he managed from 2000 until 2020.

Career
Gentles began his career in the music industry as a musician; he was the vocalist and guitarist in the band Timmsie's First Time which broke up in 1995 and then The Selzers, which broke up in 2000. Matthew Romano, The Strokes' drum technician and back-up drummer, was also in both bands, playing drums. While in school, Gentles interned for future Strokes publicist Jim Merlis at Geffen Records and New York music venue Mercury Lounge. After graduating in 1999, he was hired by Mercury Lounge and shortly became their booker. He soon came in contact with The Strokes who asked him "three or four times to manage them" despite the fact that professional managers were courting the band. He became their manager in 2000 and, at the insistence of frontman Julian Casablancas, had an equal share in the profits of the band, untypical of the music industry. Gentles was contracted to be The Strokes exclusive manager for five years and continued to manage them. He played a starring role in their 2003 music video "The End Has No End." He has been considered to be "the sixth Stroke." After twenty years of managing The Strokes, Gentles and the band parted ways in October 2020.

Gentles established his management firm, Wiz Kid Management, in 2003. In the early 2000s, he managed musicians Adam Green and Ryan Adams for a brief period. In January 2008, he merged his company with that of music business veteran's Danny Goldberg to form Gold Village/Wiz Kid Management. In June 2014, Wiz Kid joined the management division of production company C3 Presents.

Beginning in the mid-2000s, Gentles also managed other Strokes members' musical projects, including Albert Hammond, Jr.'s solo career, Nick Valensi's band CRX, and Fabrizio Moretti's project Machinegum. Gentles played guitar on one track of Strokes-guitarist Albert Hammond, Jr.'s 2006 album, titled Yours to Keep.

Management roster
Current artists

 * ROMES
 * School of Seven Bells
 * Streets of Laredo
 * machinegum

Former artists

 * The Strokes
 * The Moldy Peaches
 * Adam Green
 * Ryan Adams
 * Hinds
 * Albert Hammond, Jr.
 * CRX
 * The Hunts
 * Rathborne
 * Nightbox

title: Ryan Gentles