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Living in America (James Brown song)

"Living in America" is a 1985 song composed by Dan Hartman and Charlie Midnight and performed by James Brown. It was released as a single in 1985 and reached number 4 on the Billboard Hot 100 chart. The song entered the Billboard Top 40 on January 11, 1986, and remained on the chart for 11 weeks. It also became a top five hit in the United Kingdom, peaking at number 5 on the UK Singles Chart; it was his only top 10 single in the UK. It was his first Top 40 hit in ten years on the US pop charts, and it would also be his last. In 1987, it was nominated for a Grammy Award for Best R&B Song and won Brown a Grammy Award for Best Male R&B Vocal Performance.

Legacy
The song was prominently featured in the film Rocky IV. In the film, Brown sings the song during Apollo Creed’s ring entrance, in reference to the character's patriotic image. It appeared on the Rocky IV soundtrack album.

The song was also featured in the 2003 NASCAR Pontiac commercial with 5 drivers Mike Skinner, Jack Sprague, Jerry Nadeau, Johnny Benson, Jr. and Ricky Craven.

The song's co-writer Dan Hartman later included his recording of the song on his 1994 album Keep the Fire Burnin'.

Personnel
Credits adapted from the album Gravity.
 * James Brown – lead vocals and backing vocals
 * Stevie Ray Vaughan – lead guitar
 * Dan Hartman – rhythm guitar, synthesizers and backing vocals
 * T. M. Stevens – bass and backing vocals
 * Ray Marchica – drums and drum machine
 * The Uptown Horns (Arno Hecht, Bob Funk, Crispin Cioe, "Hollywood" Paul Litteral) – trumpets, saxophones and trombons

Track listings

 * 12" release
 * A. Living in America (R & B Dance Version) – 6:30
 * B1. Living in America (Instrumental) – 4:33
 * B2. Living in America (LP Version) – 4:42

 * 7" release
 * A. Living in America – 4:08
 * B. Farewell (Vince DiCola) – 2:58

Parody
"Weird Al" Yankovic parodied the song on his 1986 album Polka Party! in a song entitled "Living with a Hernia", describing various kinds of hernias where Brown originally listed several American cities. The parody ends with Al shouting "I feel bad!" instead of Brown's trademark "I feel good!" The music video was shot on the same set Brown performed on in Rocky IV. Paul Shanklin also parodied "Living in America" on his 1999 album Bill Clinton: The Comeback Kid Tour in a song entitled "Sneaking in America", as a reference to illegal immigration to America. The song was also parodied in TV advertisements for the TV series Daisy Does America, substituting the show's title for the song's.

title: Living in America (James Brown song)


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Ultraviolet-sensitive bead

Ultraviolet-sensitive beads (UV beads) are beads that are colorful in the presence of ultraviolet radiation. Ultraviolet rays are present in sunlight and light from various artificial sources and can cause sunburn or skin cancer. The color change in the beads alerts the wearer to the presence of the radiation.

When changing colour they undergo photochromism.

When the beads are not exposed to ultraviolet rays, they are colorless and either translucent or opaque. However, when sunlight falls onto the beads, they instantly turn into red, orange, yellow, blue, purple, or pink.

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

title: Ultraviolet-sensitive bead


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Legend Films

Legend Films is a San Diego-based company founded in August 2001. The company specializes in the conversion of feature films, both new release and catalog titles, and commercials from their native 2D format into 3-D film format utilizing proprietary technology and software. The company started business providing restoration and colorization of classic black-and-white films for DVD, HDTV and theatrical release.

Legend3D has performed 3D conversion on a number of high-profile projects including feature film work for Disney, DreamWorks Animation, Warner Bros. and Sony Pictures Imageworks, as well as commercial work for HP, Fanta, New Balance and M&M/Mars, television work on television show Chuck and for MTV and special feature work for Michael Jackson's "This Is It" concerts.

Legend3D also continues to support its legacy business, Legend Films Home Entertainment Distribution, produces and distributes DVDs of films and video content that have been colorized from their original black-and-white format. They spun off RiffTrax on July 3, 2012. RiffTrax is a business from the stars of Mystery Science Theater 3000, that offers humorous audio commentaries. RiffTrax are available in MP3 files for films and DVDs for titles in the Legend Films library.

Company history
Legend Films' founder, Barry Sandrew, Ph.D. pioneered and patented the first all digital colorization technology in 1987 and then reinvented the process in 2000 by patenting the most advanced colorization technology that largely automates the process (Image sequence enhancement system and method – US Patent 7181081 [12]). Some of the works being colorized by Legend are films that have fallen into the public domain and are now copyrighted only in their colorized form in the United States, while their original copyright on the black-and-white version is still in force. Other movies in the Legend Films library are titles color produced in revenue sharing partnerships with the original copyright holder. Legend has colorized films owned by 20th Century Fox, Sony Pictures Entertainment, Universal Pictures and Paramount Home Entertainment. In less than three years, Legend Films has restored and colorized over 100 feature films in high definition or film resolution.

In 2006, comedian and former Mystery Science Theater 3000 host Michael J. Nelson was appointed Chief Content Producer and established the RiffTrax business.

Legend Films now does most of its work in Carlsbad, California and Patna, India.

Notable releases
Legend Films has collaborated with Shirley Temple, Jane Russell, Terry Moore and Ray Harryhausen on independent releases. A colorized version of Holiday Inn was met by positive response from the family of Bing Crosby.

On April 20, 2004, Legend Films released a colorized version of Reefer Madness featuring intentionally unrealistic color schemes, playing up on the film's camp appreciation. A colorized version of Plan 9 from Outer Space was screened at the Castro Theatre in San Francisco.

With the cooperation of director Richard Elfman, Legend released a colorized version of the 1982 film Forbidden Zone on July 29, 2008. This version was also made available online at Rifftrax, however without any commentary as Rifftrax creative felt the film was weird enough.

In December 2008, it was announced that Legend will release a colorized 3-D version of Night of the Living Dead coproduced by PassmoreLab. The 3-D version will receive a full theatrical release in Europe, and a limited theatrical release in the United States. According to Barry Sandrew, the film was the first entirely live action 2-D film to be converted to 3-D.

In late 2008, Legend colorized part 3 of the Doctor Who story Planet of the Daleks; the remaining episodes exist in color, but part 3 was wiped and only a black-and-white film version remained. The resultant colorized footage was combined with color information that was recovered from the Chroma Crawl color recovery process, and was released on DVD in November 2009.

According to founder Barry Sandrew, Legend Films does not plan to colorize titles that were shot in black-and-white for artistic purposes, unless the original creators of the works participated in the color design.

title: Legend Films


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Schmalkalden

Schmalkalden is a town in the Schmalkalden-Meiningen district, in the southwest of the state of Thuringia, Germany. It is on the southern slope of the Thuringian Forest at the Schmalkalde river, a tributary to the Werra. , the town had a population of 20,065.

History
First mentioned in an 874 deed, Smalcalta in the Frankish duchy of Thuringia received town privileges about 1180. When Landgrave Henry Raspe of Thuringia died without issue in 1247, it passed to the House of Henneberg-Schleusingen, while the major part of the landgraviate fell to the House of Wettin in Meissen. To secure their acquisition the Counts of Henneberg allied with the Landgraviate of Hesse, including the conclusion of an inheritance treaty. In 1360, together with Landgrave Henry II of Hesse they paid off Frederick V, Burgrave of Nuremberg, son of Elisabeth of Henneberg. In 1531 the town hall of Schmalkalden was the site of the establishment of the Schmalkaldic League by Protestant princes under the lead of Landgrave Philip I of Hesse, in order to protect religious and political interests within their domains. In 1537 the Smalcald Articles were drawn up by Martin Luther, Philipp Melanchthon and other reformers.

When the Counts of Henneberg became extinct in 1583, their share was inherited by William IV, Landgrave of Hesse-Kassel. William made the town a residence and had Wilhelmsburg Castle erected, finished in 1590. The Lordship of Schmalkalden remained an exclave of Hesse, from 1868 on it was part of the Prussian province of Hesse-Nassau until it was incorporated into the Province of Saxony in 1944 and in 1945 became part of the State of Thuringia.

The town sustained heavy bomb damage in World War II. From 1949 on, with Thuringia, it formed part of East Germany. After reunification it attained its present political configuration. In July 2018 the former municipality of Springstille was merged into Schmalkalden.

Notable people

 * Christoph Cellarius, scholar, born 22 November 1638, died 4 June 1707 in Halle
 * Christian Karl August Ludwig von Massenbach, colonel, born 16 April 1758, died 21 November 1827 at Białokosz
 * Karl Wilhelm, choral director, born 5 September 1815, died 26 August 1873 in Schmalkalden
 * Otto H. Schade, television pioneer, born 27 April 1903, died 28 April 1981 in West Caldwell, New Jersey
 * Angela Steinmüller, mathematician and science fiction author, born 1941
 * Frank Luck, biathlete, born 5 December 1967
 * Sven Fischer, biathlete, born 16 April 1971
 * Steffi Jacob, skeleton racer, born 30 September 1975
 * Kati Wilhelm, biathlete, born 2 August 1976
 * Alexander Wolf, biathlete, born 21 December 1978

International relations
Schmalkalden is twinned with:
 * 🇫🇷 Fontaine, Isère, France
 * 🇩🇪 Recklinghausen, Germany

title: Schmalkalden


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Motorcycle safety

Motorcycle safety is the study of the risks and dangers of motorcycling, and the approaches to mitigate that risk, focusing on motorcycle design, road design and traffic rules, rider training, and the cultural attitudes of motorcyclists and other road users.

Riding motorcycles on public roads carries several times the risk of riding in cars, which themselves are more risky than public conveyances like buses and trains. The human factors of motorcycle crashes are roughly equal between rider behavior and the actions of drivers sharing the roads. Technological changes, especially in the latter half of the 20th century, have made significant improvements in motorcycle safety. Serious research into motorcycle safety began in the US with the Hurt Report in 1981, followed by major studies in Europe and others. The main result of this research has been a greater emphasis on rider training and stricter licensing requirements. The US military recognized the need for their own focused motorcycle rider education in response to significant off-duty injuries of military personnel.

Crash rates and risks
Traveling on a motorcycle carries a much higher risk of death or injury than driving the same distance in a car. In 2006 US motorcyclists had a risk of a fatal crash that was 35 times greater than that of passenger cars, based on 390 motorcyclist deaths per billion vehicle miles and 11.1 car fatalities for that distance. In 2016 this rate was 28 times that for automobiles.

When looking at all reported crashes regardless of injuries, the crash rate for motorcycles in the US in 2016 was 6.31 per million miles driven, significantly higher than the rate of 3.28 crashes per million miles driven for cars and similar vehicles. However the primary reason for the higher rates of injuries and fatalities among motorcyclists is that cars provide more effective crash protection. For automobiles, 31% of crashes result in injury but only 0.29% of accidents are fatal. For motorcycles 78.3% of reported crashes result in injury and 4.24% of crashes are fatal.

Statistics from other countries confirm the US data. The UK Department for Transport indicated that motorcycles have 16 times the rate of serious injuries, people either killed or injured, compared to cars. UK data for casualties, i.e. the total of all injuries and fatalities combined, showed 6,043 casualties per billion miles traveled on motorcycles in 2017, 25.4 times the rate of 238 per billion miles travelled for cars. In the UK in 2017 there were 116.9 motorcyclist fatalities per billion passenger miles, 61.5 times the rate of 1.9 fatalities per billion passenger miles for occupants of cars. UK data shows a wider disparity between cars and motorcycles than US data in part because it is based on fatalities per passenger mile while US data is based on fatalities per vehicle mile. A national study by the Australian Transport Safety Bureau (ATS) found that:
 * Motorcycle rider death rates increased among all rider age groups between 1998 and 2000
 * Motorcycle rider deaths were nearly 30 times more than drivers of other vehicles
 * Motorcycle riders aged below 40 are 36 times more likely to be killed than other vehicle operators of the same age.
 * Motorcycle riders aged 40 years and over are around 20 times more likely to be killed than other drivers of that same age.

Bicyclists and pedestrians are also unprotected in collisions with cars on public roads. In 2017, there were also 5,604 bicyclist casualties per billion passenger miles or 23.5 times the rate for cars, compared with pedestrians having about 7.6 times as many casualties per distance traveled. However bicycles and pedestrians travel at much lower speeds so the risk they incur per hour of travel is only a fraction as great. In contrast, the rate of fatal accidents for buses is lower than for cars, about 0.83 times as many.

The article on Motorcycle fatality rate in U.S. by year indicates that the number of motorcycle fatalities in the US has remained about 5000 per year for most of the past decade. In 2006, 13.10 cars out of 100,000 ended up in fatal crashes, while the rate for motorcycles was 72.34 per 100,000 registered motorcycles.

In the European union (the 28 member states) there were 663 driver and passenger fatalities for mopeds and 3,644 driver and passenger fatalities for motorcycles, according to data available in May 2018, although in the UK and Ireland mopeds are counted as motorcycles. The PTW (including both moped and motorbikes) rate is 8.2 fatalities per million population in the EU in 2016.

In the EU in 2016, PTW fatalities represented 17% of traffic fatalities, with a range from 4% in Romania to 32% in Greece. More than 88% of those fatalities were males

In France motorcycle fatality rates by travelled distance are 2200% higher (that is 23 times higher) than for cars.

In the European union (the 28 member states) there were 3657 motorcycle rider and passenger fatalities in 2016, that is 14% of EU traffic fatalities, registered in the CARE database.

Research
Two major scientific research studies into the causes of motorcycle accidents have been conducted in North America and Europe: the Hurt Report (1981) and the MAIDS report (1999-00).

Hurt Report
A major work done on this subject in the United States is the Hurt Report, published in 1981 with data collected in Los Angeles and the surrounding rural areas. There have been longstanding calls for a new safety study in the US, and Congress has provided the seed money for such a project, but as yet the remainder of the funding has not all been pledged.

The Hurt Report concluded with a list of 55 findings, as well as several major recommendations for law enforcement and legislation. Among these, 75% of motorcycle accidents involved a collision with another vehicle, usually a car. In the MAIDS report, the figure is 60%.

Other notable findings in the Hurt report (quoted below) were:

 * 75% of accidents were found to involve a motorcycle and a passenger vehicle, while the remaining 25% of accidents were single motorcycle accidents.
 * In the single vehicle accidents, motorcycle rider error was present as the accident precipitating factor in about two-thirds of the cases, with the typical error being a slide-out and fall due to overbraking or running wide on a curve due to excess speed or lack of side bite.
 * Almost half of the fatal accidents show alcohol involvement.
 * Injury severity increases with speed, alcohol involvement and motorcycle size.
 * In the multiple vehicle accidents, the driver of the other vehicle violated the motorcycle right-of-way and caused the accident in two-thirds of those accidents.
 * The report's additional findings show that wearing appropriate gear, specifically, a helmet and durable garments, mitigates crash injuries substantially.
 * Vehicle failure accounted for less than 3% of these motorcycle accidents, and most of those were single vehicle accidents where control was lost due to a puncture flat.
 * Weather is not a factor in 98% of motorcycle accidents.
 * The failure of motorists to detect and recognize motorcycles in traffic is the predominating cause of motorcycle accidents. Conspicuity of the motorcycle is a critical factor in the multiple vehicle accidents, and accident involvement is significantly reduced by the use of motorcycle headlamps-on In daylight and the wearing of high visibility yellow, orange or bright red jackets.

MAIDS report
The most recent large-scale study of motorcycle accidents is the MAIDS report carried out in five European countries in 1999 to 2000, using the rigorous OECD standards, including a statistically significant sample size of over 900 crash incidents and over 900 control cases.

The MAIDS report tends to support most of the Hurt Report findings, for example that "69% of the OV [other vehicle] drivers attempted no collision avoidance manoeuvre," suggesting they did not see the motorcycle. And further that, "the largest number of PTW [powered two-wheeler] accidents is due to a perception failure on the part of the OV driver or the PTW rider." And "The data indicates that in 68.7% of all cases, the helmet was capable of preventing or reducing the head injury sustained by the rider (i.e., 33.2% + 35.5%). In 3.6% of all cases, the helmet was found to have no effect upon head injury" and "There were no reported cases in which the helmet was identified as the contact code for a serious or maximum neck injury."

Olson Report
A lesser-known study, known as the Olson Report after the lead investigator in a 1979 University of Michigan study, found that rider safety could be enhanced by wearing conspicuous clothing (especially yellow-green); using headlights in daytime, especially modulated headlights; and using running lights and wearing retro-reflective clothing at night.

Inconclusive findings on conspicuity
A New Zealand study using data taken between 1993 and 1996 in the city of Auckland, a "predominantly urban area" (Wells et al. ) supported the Hurt Report's call for increased rider conspicuity, claiming that riders wearing white or light colored helmets, fluorescent or reflective clothing or using daytime headlights were under-represented when compared to a group of motorcycle accident victims. The accident victims were those who were killed, admitted or treated at hospital "with an injury severity score >5 within 24 hours of a motorcycle crash". Accidents that did not result in hospitalization or treatment for a critical injury, or a death, were not considered, nor was there any consideration of involvement of other road users, or culpability. The definition of reflective or fluorescent clothing was taken to include "clothing or other articles such as a jacket, vest, apron, sash, ankle or wrist band, or back pack including stripes, decals or strips". No assessment of the type (open or full-face) of helmet was undertaken. Most of the crashes took place in "urban 50 km/h speed limit zones (66%), during the day (64%) and in fine weather (72%)". No association was observed between risk of crash related injury and the frontal colour of the operator's clothing or motorcycle.

The MAIDS report did not publish information on helmet color or the prevalence of reflective or fluorescent clothing in either the accident or control groups, or the use of lights in the control group, and therefore drew no statistical conclusions on their effectiveness, neither confirming nor refuting the claims of the Wells report. In each MAIDS case, the clothing worn by the rider was photographed and evaluated.

MAIDS found that motorcycles painted white were actually over-represented in the accident sample compared to the exposure data. On clothing, MAIDS used a "purely subjective" determination of if and how the clothing worn probably affected conspicuity in the accident. The report concluded that "in 65.3% of all cases, the clothing made no contribution to the conspicuity of the rider or the PTW [powered two-wheeler, i.e. motorcycle]. There were very few cases found in which the bright clothing of the PTW rider enhanced the PTW's overall conspicuity (46 cases). There were more cases in which the use of dark clothing decreased the conspicuity of the rider and the PTW (120 cases)." MAIDs concluded that in one case dark clothing actually increased conspicuity but reported none where bright clothing decreased it.

Attitudes to risk

Transportation historian Jeremy Packer has suggested four categories to describe the different approaches riders take to the risks of motorcycling. Packer's book, 'Mobility without Mayhem: Safety, Cars, and Citizenship' is published by Duke University Press.

Packer's first and fourth categories take opposite views of motorcycling, but share a fatalistic notion that to motorcycle is to tempt fate. The second and third categories differ in the degree of emphasis they place on measures to limit the risk of riding, but share the view that riders have some degree of control and are not victims of fate.
 * 1)  Quit riding. Or ban motorcycling; this is the belief that motorcycling is too dangerous. Some former motorcyclists had an epiphany due to an accident involving themselves or a person they know, which permanently upends their view of motorcycling. Some are adamant in their opposition to motorcycling, unwilling to consider the merits or pleasures of riding due to their strongly held views. The late advice columnist Claire Rayner, in her review of Melissa Holbrook Pierson's motorcycling book The Perfect Vehicle, admitted she was unable to review the book objectively, because nothing Pierson wrote could change her loathing of motorcycling that originated when she was a "hospital casualty [emergency room] nurse and spent so much time dealing with bikers who were scraped off the road like so much raspberry jam after accidents", so that she "became an implacable hater of the machine... The danger to which bikers constantly put themselves, however well-wrapped in their urban armour of studded leather, and however horrendously helmeted, seems to me a reason for banning the infernal machines. ...a smell of blood and smashed muscle and bone mixed with engine oil. That is what motor cycle means to me. And, I'm afraid, always will." However, Kevin Williams, a well-known UK-based advanced motorcycle instructor and rider skills advocate has said "Often the bare bones of facts are backloaded with a subjective, uninformed, emotive and ultimately prejudicial judgment: "they know the risk of riding a motorcycle, but they still choose to ride rather than use a much safer car". For example, agony aunt Claire Rayner, in her review of Melissa Holbrook Pierson's motorcycling book...". Some safety experts have advocated banning motorcycling altogether as being untenably dangerous.
 * 2)  Hyperreflective self-disciplinary. This attitude to risk consists of self-criticism, constant vigilance, perpetual training and practice, and continual upgrading of safety equipment. It is sometimes a reaction to an epiphany. There are many examples of riding advice which enumerate strategies for avoiding danger while riding, but they de-emphasize the rider accepting inherent risk as part of riding, instead emphasizing the rider's agency, based on his education and practice, in determining whether he will crash or not, and the utility of the correct safety gear in whether or not he will be injured in a crash. David Edwards of Cycle World wrote, "Here's the thing: motorcycles are not dangerous," saying that if a rider has a license, attends riding schools, wears all the gear all the time (ATGATT), and develops an accident avoidance sixth sense, motorcycling can become safe; "... do all of these things, become really serious about your roadcraft, and you'll be so under-represented in accident statistics as to become almost bulletproof." Kevin Cameron, also in Cycle World wrote, "[J]udgment improves with use. The longer you ride, the safer your operation tends to become. You learn to control your vehicle in a wider variety of situations, and you learn the value of playing three moves ahead of the four-wheeled traffic around you—as you must. In the process, you become a better automobile driver as well as a more skilled motorcyclist.". An Oregon reporter interviewed professional riding instructors and highly trained motorcycle officers about their risk reduction strategy and found that "they constantly tweaked their habits to stay sharp. Many never ride with groups, which they consider a distraction. They stay home on holidays and wear the most reflective gear, not black. And increasingly they talk about driving impaired – not by drugs and alcohol – but by fatigue and exposure."
 * 3)  Risk valorization. This is the acceptance that risk is unavoidable but can be embraced by making certain choices, whereby motorcyclists, "reappropriate risk and motorcycling as something which can't be measured only according to utility and efficiency... This discourse doesn't eschew safety in absolute terms, but neither does it maintain the validity of safety as the be-all and end-all for riding." Motorcycling advocate and writer Wendy Moon said that one of the reasons she relaxed her insistence on always wearing a helmet while riding was that she no longer considered it worth "the mental effort required to maintain that protective attitude. I am not free to live in the now because I'm enslaved to the future 'what if.' ...So we gradually distance ourselves from experiencing a full and free life and we don't even know it. As a society, we're like kids so bundled up against the snow we cannot move at all.... Embracing that risk rejuvenates the soul and empowers one to live the rest of her life as she wants."
 * 4)  Flaunting risk. Hunter S. Thompson's passages in his book Hell's Angels have been quoted by Packer and others as perhaps the best illustrations of the devil-may-care approach of a sizable group of motorcyclists: "They shun even the minimum safety measures that most cyclists take for granted. You will never see a Hell's Angel wearing a crash helmet. Nor do they wear Brando-Dylan-style 'silver-studded phantom' leather jackets," and "anything safe, they want no part of", and "The Angels don't want anybody to think they're hedging their bets." In his essay Song of the Sausage Creature, Thompson wrote, "It is an atavistic mentality, a peculiar mix of low style, high speed, pure dumbness, and overweening commitment to the Cafe Life and all its dangerous pleasures." Packer calls it, "a fate driven sensibility."

Packer is a Michel Foucault-inspired historian who sees the approach to motorcycle safety found in mainstream sport and touring motorcycling media, supported by the MSF, and generally consistent with the advice of transport agencies, such as the US National Agenda for Motorcycle Safety, as an ideology or "discourse", and places it as only one among multiple ideologies one may hold about motorcycling risk. While giving respect to the first two discourses, Packer himself is sympathetic to the third approach and disdainful of the fourth. Packer's analysis of the second category, hyperreflective self-disciplinary, acknowledges that seriousness, sobriety, ongoing training, and wearing complete safety gear is not misguided, but also has concerns over its close alignment with the profit motives of the insurance industry, the motorcycle safety gear advertisers, and the public relations desires of motorcycle manufacturers, as well as governmental bureaucratic inertia and mission creep. He sees motorcyclists who make non-utilitarian choices balancing risk and reward as being as respectable as other categories.

BMW psychologist and researcher Bernt Spiegel has found that non-motorcyclists and novice motorcyclists usually share the fatalistic attitude described by Thompson, insofar as they think that high speed motorcycling is like a game of chicken or Russian roulette, where the rider tests his courage to see how close he can come to "the edge", or specifically the limit of traction while braking or cornering, without having any idea how close he is to exceeding that limit and crashing. In Thompson's words in Hell's Angels it is, "The Edge... There is no honest way to explain it because the only people who really know where it is are the ones who have gone over. The others — the living — are those who pushed their luck as far as they felt they could handle it, and then pulled back, or slowed down, or did whatever they had to when it came time to choose between Now and Later."

Spiegel disagrees that only those who have "gone over", that is, crashed or died, know the location of the boundary line. He says that if motorcycle racers, or even non-professional advanced riders who ride modern sport bikes near their performance limits, were approaching the limits of traction blindly, they would be like a group of blind men wandering around the top of a building, and most of them would wander off the edge and fall. In fact, Spiegel says, crashes among skilled high speed riders are so infrequent that it must be the case that they can feel where the limit of traction is as they approach the limit, before they lose traction. Spiegel's physiological and psychological experiments helped explore how it is possible for a good rider to extend his perception beyond the controls of his motorcycle out to the interface between the contact patches of his motorcycle and the road surface.

Those subscribing to the first and fourth of Packer's risk categories are likely to believe no rider can sense when he is near the traction limit, while the second and third risk categories include those who share Spiegel's view that a rider need not lose traction and start to skid to know where the limit is. Motorcycle Consumer News Proficient Motorcycling columnist Ken Condon put it that, "The best riders are able to measure traction with a good amount of accuracy" even though that amount changes depending on the motorcycle, the tires and the tires' condition, and the varying qualities of the road surface. But Condon says the rider feels the limit of traction through his hand and foot interface with the handlebars and footpegs, and the seat, rather than extending his perception out to the contact patch itself.

Scottish research
A 2006 research paper published by the Scottish Executive and entitled 'Risk and Motorcyclists in Scotland' identified attitudinal groupings in respect of risk and motorcycling. The paper identified three potential groups that they labelled as Risk Deniers, Optimistic Accepters, and Realistic Accepters. 79% of riders placed in the second or third categories.

Motorcycle safety and society
The individualistic philosophy of risk acceptance and valorization attributed to some motorcyclists contrasts with the fundamentally utilitarian viewpoint Western democratic societies often adopt in setting limits to individual freedom in the interests of public safety. The utilitarian viewpoint is illustrated by concepts such as Vision Zero, a plan to minimize injuries and fatalities in transportation which originated in Sweden in 1997. Similarly, in the US, a Centers for Disease Control publication on motorcycle safety discusses the increased fatality rate seen in US states that no longer require use of helmets. The CDC does not question individual rights, but rather discusses the devastating effects of an injury or fatality on the motorcyclist's family and others in the community and questions whether the motorcyclist can really claim to be placing only himself at risk.

In France, a limit on motorcycle power to 73.6 kW had no proven safety benefit and was repealed in 2016. Talks about mandatory speed limiting devices have been unpopular in the motorcycle communities in countries such as the UK and Sweden. Rallies and motorcyclists' right organizations have worked to inform public officials about the negative impacts of such restrictions on their communities, with no reports of such regulations having been implemented. These groups have encouraged increased focus on rider training and roadside safety measures, the large percentage of accidents due to alcohol and drug use, non street-legal motorcycles, and the presence of riders who do not have a valid motorcycle license.

Roadway design and maintenance
Roads are primarily designed for their main users, cars, and are seldom engineered with motorcycle specific safety in focus. The choice of roadside barriers and guardrails to prevent vehicles from crossing over a median or running off the road have proved to be dangerous for motorcyclists, as they are designed to dissipate braking energy for much heavier and structurally tougher cars and trucks. Moreover, they are designed to be impacted on the sliding rail and not at their support poles, which act as swords to unprotected road users. Statistical explanation for the automobile bias is found in use and fatality figures; motorcyclists are in numerical minority.

Road surface can also contribute to a crash. A sudden change in the surface can be sufficient to cause a momentary loss of traction, destabilizing the motorcycle. The risk of skidding increases if the motorcyclist is braking or changing direction. This is due to the fact that most of the braking and steering control are through the front wheel, while power is delivered through the rear wheel. During maintenance, the choice of material can be inadequate for motorcycles. For example, asphalt sealer is used to fill and repair cracks in asphalt paving, but this often creates a slick surface that can cause a motorcycle to lose traction. Sometimes, steel plates are used as temporary covers over road trenches. The sliding nature of those, combined with an inappropriate installation can cause incidents.

Australian motorcycle advocate Rodney Brown writes that the nature and likely consequences of hazards differ significantly for motorcyclists compared to drivers of other vehicles. For example, the current highway standards in the US permit pavement ridges of up to 1.5 inches (about 3.8 centimeters) without tapering, which pose a significant hazard to motorcycles. Potholes and presence of debris pose a greater hazard for motorcyclists than drivers of larger vehicles, because the former can cause a loss of stability and control and the latter can deflect a motorcycle's wheel at impact.

Motorcycle deaths and military personnel
Data from the Iraq War era showed that United States military veterans returning from Southwest Asia combat areas were dying in motorcycle related fatalities. Between October 2007 and October 2008, 24 active-duty Marines died from motorcycle accidents. There were 4,810 deaths on motorcycles in the U.S. in 2006, an increase of 5 percent over the previous year, and more than double (2,161) over the decade before, according to the National Highway Traffic Safety Administration (NHTSA). In the Marine Corps, high-speed bikes accounted for the majority of fatalities. In 2007, 78 percent of motorcycle mishaps in the Marines occurred on a sport bike, compared to 38 percent nationally. In a chapter of Coming and Going on Bikes, Iraq War veteran and author Jack Lewis observed combat veterans' disordered perception of risk, resulting in nearly suicidal behavior: "We already walked through the world's worst neighborhoods with bullseyes painted on our chests... the most at-risk riders in the military community are risk-tolerant, adrenaline-juicing combat professionals."

Consequences of accidents
Once the collision has occurred, or the rider has lost control through some other mishap, several common types of injury occur when the bike falls:

 * Collision with less forgiving protective barriers or roadside "furniture" (lampposts, signs, fences, etc.). Note that when one falls off a motorcycle in the middle of a curve, lamps and signs become impossible to negotiate around.
 * Concussion and brain damage, as the head violently contacts other vehicles or objects. Riders wearing an approved helmet reduce the risk of death by 37 percent.
 * Breakage of joints (elbows, shoulders, hips, knees and wrists), fingers, spine and neck, for the same reason. The most common breakages are the shoulder and the pelvis.
 * ECG Electrode Preconnect System.jpg system and some flowers.]]Soft tissue (skin and muscle) damage (road rash) as the body slides across the surface. This can be prevented entirely with the proper use of motorcycle-specific protective apparel such as a leather jacket or reinforced denim and textile pants.
 * There is also a condition known as biker's arm, where the nerves in the upper arm are damaged during the fall, causing a permanent paralysis of arm movement.
 * Facial disfigurement, if in the absence of a full-face helmet, the unprotected face slides across the ground or smashes into an object. Thirty-five percent of all crashes show major impact on the chin-bar area.

The Hurt Report also commented on injuries after an accident stating that the likelihood of injury is extremely high in these motorcycle accidents – 98% of the multiple vehicle collisions and 96% of the single vehicle accidents resulted in some kind of injury to the motorcycle rider; 45% resulted in more than a minor injury.

In 2022, Chen et al. found several factors influencing older riders' injury severity: "Individual-level factors such as being male, old age, no valid license, drunk driving, not wearing a helmet, turning or overtaking others, early morning and evening riding, errors in traffic signaling, and exceeding the speed limit have significant effects on injury severity."

Also, in 2022, Kent et al. compared motorcycle, moped and bicycle injuries: "Overall the vast majority of injuries reported were of the extremities or pelvic girdle (62.2%), and this was true regardless of vehicle type […] The most common fractures regardless of vehicle type were of the skull/face, rib, vertebral, and tibia/fibula with slight variations between vehicle groups.

Martins et al. (2022) compared the injuries arising from loss of control accidents (LOCAs) vs collision accidents (CAs) among motorcyclists. They found: "The most common sites of major injury were the lower limb (40.9%), head and neck (38.1%), and upper limb (27.5%) […] Though both motorcycle CAs and LOCAs stress trauma systems in developing countries, the dynamics of CAs mean that they result in worse injuries and outcomes."

Personal protective equipment

To address the risks of motorcycling, before and after a fall, motorcyclists use personal protective equipment (PPE, or more commonly "motorcycle gear"). Many developed countries now require certain articles of PPE, and manufacturers and governments recommend its extensive use.

Functions of PPE

 * Improved visibility — Although for decades the popular image of the motorcycle rider has been of someone clad head-to-toe in black leather, in the light of the Hurt Report findings, and the day-to-day experiences of motorcyclists themselves, many riders choose higher-visibility gear. Bright colors and retroreflective strips are common on quality equipment.
 * Abrasion resistance — Thick, tough leather provides the most abrasion resistance in a crash, but fabrics such as Cordura, Kevlar and ballistic nylon provide significant protection too. In addition, fabrics are generally cheaper, easier to maintain, waterproof, and more comfortable in hot weather. Thick leather, which affords the most abrasion resistance, can be uncomfortable in temperatures exceeding 85 F and above 100 °F may cause heat stress & loss of control with insufficient fluid replacement. Some PPE may be constructed of fabrics made into a 'mesh' that provides cooling and a stable surface for the attachment of padding (see below).
 * Impact protection — Quality jackets and pants provide significant extra padding in the vulnerable joint regions described above. This can take the form of simple foam padding, or dual-density foam that stiffens when compressed, sometimes with plastic or carbon fiber outer-shells that distribute the impact across the pad. Integrated pieces can be found in some jackets. Another way to reduce impact is by wearing motorcycle airbag protection.
 * Weather protection — One important aspect of PPE not mentioned above is protection from the elements. Extreme weather can make a long ride unbearable or dangerous. PPE provides protection from wind, rain and cold.

Items of PPE

 * Helmet — Wearing a helmet reduces the rider's risk of death by 37% compared to riding without it. A full-face helmet provides the most protection. Thirty-five percent of all crashes show major impact on the chin-bar area. However, 3/4- and 1/2-helmets also are available. The United Nations provides the most widely accepted international standard for motorcycle helmets, and ECE 22.06 is the latest standard. The United Kingdom's SHARP (helmet ratings) also provide independent test results about helmet models' protection levels.
 * Gloves — Commonly made of leather, cordura, or Kevlar, or some combination. Some include carbon fiber knuckle protection or other forms of rigid padding. Gloves designed specifically for motorcycle use have slightly curved fingers and the seams are on the outer surfaces to allow the motorcyclist to maintain his grip and control on the handlebars and clutch/brake levers. Some gloves also provide protection to the wrist.
 * Jackets — Generally made from leather, ballistic nylon, cordura, Kevlar or other synthetics. Most jackets include motorcycle armor on elbows, spine and shoulders. CE-approved armor is considered superior to uncertified padding. CE-certified back and chest protectors can be worn underneath jackets. Some motorcycle airbag jackets offer protection against extreme neck movements.
 * Pants — Made of the same material as jackets, usually including motorcycle armor for the knees and hips.
 * Boots — Especially those for sport riding, include reinforcement and plastic caps on the ankles, and toe area. CE-certified boots for motorcycling have been tested against resistance to abrasion, penetration by sharp objects and lateral crushing.
 * Goggles or helmet visor — Eye protection is of utmost importance - an insect or a kicked-up pebble in the eye at speed has enough momentum to cause significant damage. Such an event could easily cause the rider to lose control and crash. Besides this danger, squinting into the wind is unpleasant at best and watering eyes are quite distracting.
 * Earplugs — Most riders experience substantial wind noise at speeds above 40 to 50 mph. Earplugs help protect against hearing damage, and reduce fatigue during long rides.
 * Vests — Made with high-visibility colors and retroreflective materials, vests can be worn over jackets to increase the chance of being seen and allow drivers to better judge the speed and position of riders, especially in adverse conditions of dark and wet.
 * Motorcycle airbag vests – worn in jackets and vests can offer riders a neck brace and spine protection, as well as abdomen, chest, ribs, and hip/pelvic protection.
 * Other PPE — Dirt bike riders wear a range of plastic armor to protect against injury from falling and hitting other riders and bikes, running into track barriers, and being hit by flying debris kicked up by the tires of other riders' bikes. This type of armor typically covers the back, chest, and sometimes the extremities.

It is increasingly common for gloves, jackets, pants, and boots to be outfitted with hard plastics on probable contact areas in an effort to ensure that when a motorcyclist contacts the ground, his clothing will permit him to slide relatively easily as opposed to "crumpling", risking injury to body parts being stressed in abnormal directions.

Riders sometimes use the acronyms MOTGMOTT and ATGATT, which stand for "Most Of The Gear Most Of The Time" and "All The Gear All The Time", when describing their personal gear preferences.

Training

In many developed countries riders are now either required or encouraged to attend safety classes in order to obtain a separate motorcycle driving license.

Training can help to bridge the gap between a novice and experienced rider as well as improving the skills of a more experienced rider. Skills training would seem to be the answer to reducing the KSI ("killed or seriously injured") rate among motorcycle riders. However, research shows that some who undergo advanced skills training are more likely to be at a higher risk while using the roads (Rutter & Quine, 1996). This risk compensation effect was commented on in the findings of the evaluation of the "Bikesafe Scotland" scheme, where a number of those who undertook training said they rode faster in non-built-up areas after the course (Ormston et al., 2003). This is not to say that training is not important, but that more advanced training should be tempered with psychological training (Broughton 2005).

A literature review found that driver and rider education had little benefit, due to the failure of most programs to account for the age and inexperience of the highest risk drivers. After reviewing motorcycle rider education/training programs in three countries, Dan Mayhew of Canada's Traffic Injury Research Foundation said, "no compelling evidence that rider training is associated with reductions in collisions."

David L. Hough has cited risk comparisons in the Hurt Report showing riders who did not receive professional or organized training, such as those who were self-taught or learned to ride from friends and family, to be two to three times likelier to be involved in an accident than those who had rider training. Hough also said that the increase in motorcycle fatalities in the US after the year 2000 coincides with a relaxation of national rider training requirements. In the United States, the Motorcycle Safety Foundation (MSF) provides a standardized curriculum to the states that, in turn, provide low-cost safety training for new and current riders. Two states, Oregon and Idaho, eschew MSF's curriculum in favor of their own. With over 1,500 locations in U.S., and over 120,000 annual students, MSF trains about 3% of the owners of 4,000,000 new motorcycles sold for highway use. Motorcycle injuries and fatalities among U.S. military personnel have continually risen since the early 2000s. Among other United States Department of Defense-initiated programs, the Air National Guard seeks to understand why national safety programs have not sufficiently reduced mishaps, and how those programs might be modified to cause productive behavioral change.

In the United Kingdom, for example, organizations such as the Institute of Advanced Motorists (IAM) and Royal Society for the Prevention of Accidents (RoSPA) offer advanced motorcycle rider training with the aim of reducing accident rates. There is often an added incentive to riders in the form of reduced insurance premiums.

In Canada, the Canada Safety Council (CSC), a non-profit organization, provides motorcycle safety training courses for beginner and novice riders through its Gearing Up training program. Again, as in the United States and the United Kingdom, the focus is on improved rider skills to reduce accident rates. Insurance premiums may be reduced upon successful completion as this program is recognised and supported nationally by the Motorcycle and Moped Industry Council (MMIC).

In New Zealand, the Accident Compensation Corporation provides additional motorcycle skills training under the aegis of its Ride Forever programme. As ACC is responsible for covering the costs of accidents within New Zealand, 'Ride Forever' aims to reduce its cost exposure to motorcycling related injury and rehabilitation expenses. 'Ride Forever' provides advice and online coaching and access to heavily ACC subsidised on-road instruction through a series of one day accompanied rides with registered motorcycle instructors.

Countersteering
Countersteering is used by motorcyclists, and any vehicle with two wheels that are in line (such as a bicycle or push scooter), to initiate a turn toward a given direction by momentarily steering counter to the desired direction ("steer left to turn right").

The small amount of initial countersteering input required to get the bike to lean, which is only about 0.5 seconds in average curves, makes it difficult to perceive for many. Gentle turns might require only 0.125 seconds, while sharp turns might require a whole second of countersteering at corner entry.

According to the Hurt Report, most motorcycle riders in the United States would over-brake and skid the rear wheel and under-brake the front when trying to avoid a collision. The ability to countersteer and swerve was essentially absent in many riders.

Rear view mirrors
The majority of road / street-orientated motorcycles in Western countries are fitted with rear-view mirrors. Such mirrors are a legal requirement in (most of) the US, but not in the United Kingdom. Off-road cycles are often not fitted with mirrors. Prior to the 1960s, most motorcycles, even roadsters, were not fitted with rear-view mirrors.

Turn signal indicators
Not all motorcycles have turn signal indicators, or "blinkers." Off-road cycles do not. Prior to the 1970s, most motorcycles, even roadsters, were not fitted with turn signal indicators. Turn signal indicators are an increasing standard factory-fit feature on new road bikes, with 20 US states requiring them by law.

Headlights
On most new motorcycles, the headlights turn on as soon as the bike is started as a legal requirement. Some bikes have modulated headlights. This is accomplished using headlight modulators. This is still a subjective issue in some European countries. The argument is that the forced use of the headlight will lose all safety benefits if cars are also required to have their lights "hardwired." There is also an argument that the forced use of the headlight is seen as "aggressive" by other road users and so reinforces negative stereotypes of bike riders held by some. Modulators are legal in the US and Canada. It has been suggested that bright yellow (Selective yellow) front turn signals would be more practical and more effective than headlights in the daytime.

Crash bars
Crash bars (also called "safety bars," or "roll bars") are common equipment on cruiser-type bikes. They are designed to protect motorcycle engines and body panels. The Hurt Report concluded that crash bars are not an effective rider injury countermeasure; the reduction of injury to the ankle-foot is balanced by increase of injury to the thigh-upper leg, knee, and lower leg.

Anti-lock braking system
Anti-lock Braking Systems for motorcycles were first introduced by BMW in 1988 and soon adopted by other brands. With ABS, stopping the motorcycle is both easier and safer, allowing for a shorter stop range and reduced risk of skidding. Accident data from the EU suggest that widespread adoption of ABS could reduce motorcycle fatalities by as much as a third. All motorcycles receiving type approval in the EU were required to have ABS systems available from 1 January 2016 and all new motorcycles with an engine displacement >125cc sold from 2017 onwards are required to have ABS fitted. This followed pressure from the British IAM with support from the FIA. In regions of the world that do not mandate ABS, it is often offered as an expensive option on high end motorcycles.

ABS is highly effective at preventing skidding when a motorcycle is braking hard in an upright position. However, when banked into a corner, some of the tire traction is used to oppose lateral cornering forces and so unavailable for braking. This can result in a basic ABS system failing to prevent a skid when brakes are applied in a corner. The latest cornering ABS systems also take readings from acceleration and position sensors on the motorcycle, using these to further moderate the braking forces applied by the system if required. The result is a motorcycle less prone to operator error; one that can brake effectively in a wider range of motorcycle attitudes with much reduced risk of a low side crash due to loss of traction from a combination of braking and cornering.

Airbag devices
Fuel tank mounted airbags as well as wearable jacket airbag devices have been designed to moderate the risks involved with motorcycles.

The first motorcycle crash tests with an airbag were performed in 1973 and proved that airbag systems could be advantageous to a rider. These tests were followed up by tests in the 1990s that showed airbag devices could not fully restrain a rider when traveling more than 30 mi/h, but still reduced a rider's velocity and his or her trajectory. Honda has recently developed a fuel tank mounted airbag for the Gold Wing model that takes just 0.15 seconds to deploy. Crash sensors in the front wheel send data to the airbag ECU (electronic control unit) which in turn activates the airbag inflator. The airbag then takes the force of the rider.

Fuel tank mounted airbags can aid in saving many lives. It has been proven with crash test dummies that this type of airbag technology is very beneficial during a frontal collision. This is important because statistically, 62% of motorcycle accidents in the U.S. are frontal collisions. Additional tests were performed to show that when a motorcycle rider impacts a car during a frontal collision, the fuel tank mounted airbag prevents the person from traveling into the vehicle. This significantly reduced the head trauma by 83% that otherwise would have occurred according to the data from the crash test dummy. A rider would have lived with an airbag, whereas the fatality rate would be higher without the airbag. It has also been pointed out that this can only work if the accident is at low speed and follows the same dynamics as a car accident.

The second airbag device which is now available is an inflatable airbag jacket. A rider can wear an airbag jacket that is tethered to the motorcycle, so if he or she is thrown from the bike during a collision, the jacket will automatically inflate for a 20-second period to provide a cushion for the rider. This will lessen the upper body and internal injuries to a rider that may often be fatal. Mugen Denko pioneered the development of airbag jackets in 1995 and conducted many tests, although the idea of an airbag jacket / vest was invented by Tamás Straub who applied for Hungarian patent in 1976.

title: Motorcycle safety


text: User talk:66.214.53.165

title: User talk:66.214.53.165


text:
Talk:Hafler Trio

Older discussion
I've removed the discography, which was lifted from here, and will rewrite a cleaner version, covering the major releases, shortly. Cnwb 03:43, 30 August 2005 (UTC)

--

I've changed the discography again, which was hideously outdated and incorrect. I've based the new data on the ever changing discography at discogs.com, which is surprisingly accurate and up to date. The title of this page should be "The Hafler Trio", not "Hafler Trio". Is there any way to repair this error? Teshia 16:25, 18 January 2008 (EST)

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Requested photo added. This is a promotional photo Andrew makes public for the press and should be safe to use. Teshia 16:43, 18 January 2008 (EST)

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this page is a travesty. believe nothing. — Preceding unsigned comment added by 78.84.73.23 (talk) 07:37, 26 August 2013 (UTC)

request for permission to edit
as it stands, there are several inaccuracies in this page, as well as several additions that should be made to support accuracy.

the current state of development of Wikipedia does not, unfortunately allow me, the subject of the datum on this page, to correct and add to that datum.

all changes I make are reverted.

I request, politely, the means to address these inaccuracies.

Andrew M.McKenzie —Preceding unsigned comment added by 213.35.237.207 (talk) 06:15, 12 April 2009 (UTC)

 * Editors replied soon after, at the user talkpage, and via email. If we can help further, please let us know. -- Quiddity (talk) 20:29, 6 April 2010 (UTC)

I have never had any email from anyone either associated with Wikipedia or regarding the erroneous information included on this page which is *still* present. Andrew M. McKenzie —Preceding unsigned comment added by 90.190.72.205 (talk) 13:49, 23 May 2010 (UTC)
 * Hi.
 * 1) Did you see my old message to you at User talk:213.35.237.207?
 * 2) The editor of this change claimed to have contacted you. Hence my comment above.
 * 3) "In clear-cut cases, it is permissible to edit pages connected to yourself." (according to WP:Autobiography) So feel free to correct whichever errors you are talking about. Or, explain what the error is, so that someone else can correct it.
 * "There is more help available than is dreamed of", to quote Simply Superior, but you need to explain what kind of help is needed. :) -- Quiddity (talk) 19:58, 23 May 2010 (UTC)

this page is inaccurate. the borderline fascist Wikipedia 'guidelines' are of no interest to me. I don't "need" to explain anything. I disown any information on this page. —Preceding unsigned comment added by 88.196.80.142 (talk) 11:06, 15 November 2010 (UTC)

 * Hi. I'd like to help (and I'm a fan of your musical work, as I said at the other page), but I'm not sure what the problems are. Could you really briefly explain what one or two of the main problems are?
 * Also, you are allowed to delete any "mistaken or unreferenced out-of-date facts about yourself, such as marital status, current employer, place of birth, and so on". If a bot reverts it, I'll fix that.
 * I (we) really want to help, if you'll help us understand the problems (eg, the History? the discography? the intro?). Sincerely, -- Quiddity (talk) 19:47, 15 November 2010 (UTC)

Those people who claim they want to help and ask advice simply did not undesrtand the simple fact that an artist at the time of this form of 'communication' simply have no power for attention to those mediums and therefore wish give no advice to anyone regard this matter. However there is much Information can be gained from the works some of which is still in print and after the potential editor digest it he can edit the following page on Hafler Trio freely without ask any advise from anyone. Therefore anyone who agree that this present situation is erroneus (and I am agree that it is) should encorage others or try by themselves to buy works in print and find more Information in them, there is much written about what 'h3o' is, believe me. Bot not in the internet of course. In paper. —Preceding unsigned comment added by 212.3.131.249 (talk) 17:09, 2 May 2011 (UTC)

your information is inaccurate. you do nothing to rectify this, other than self reference. NOTHING you write here is accurate. please delete here as soon as possible (but you fascist fools will do nothing, other than you own procedures) — Preceding unsigned comment added by 82.131.55.65 (talk) 12:09, 15 December 2011 (UTC)

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Anurag Dikshit

Anurag Dikshit (born 1973) is an Indian businessman. In 2006 Dikshit became head of the online poker company PartyGaming's research and special projects.

By 2009, Forbes described him as a billionaire. In connection with PartyGaming, in 2009 he pled guilty to one count of online gambling in violation of the Federal Wire Act and received a $300 million fine. After selling 23% of his stake in the company's initial public offering, and a further two-thirds, in October 2009, he sold the remainder of his stake in PartyGaming in 2010.

Early life and education
Anurag Dikshit was born in October 1971. He was born in Jharkhand, India. He spent his childhood going to school in the town of Dhanbad. He completed schooling at De Nobili School, FRI.

He has a bachelors degree in computer science and engineering from IIT Delhi. He graduated in 1994, and afterwards moved to the United States to work as a software developer.

CMC and AT&T
Following graduation, Dikshit worked as a software developer in the United States at CMC, as a systems analyst, and later for Websci and AT&T as a consultant.

PartyGaming board
In 1997, he and his college fellow alumni Vikrant Bhargava founded PartyPoker.com, with American Ruth Parasol hiring Dikshit to write the software in 1998. In 2005, Dikshit hired Bhargava for additional projects.

At age 25, Dikshit was asked by Parasol to write the betting software for her company Starluck Casino. He joined in 1998, one year after it was founded by Parasol, and wrote the software that "allowed gamblers in different parts of the world to pay poker with one another." Starluck Casino was launched as PartyPoker in 2001 after Dikshit and Parasol switched their focus from roulette and blackjack to poker. Since online gambling was illegal in the US at the time, the company's servers and offices were based in Gibraltar, where Dikshit settled.

The company floated on the London Stock Exchange in June 2005, with Dikshit earning a significant sum due to owning a considerable portion of the company. In May 2006 Dikshit stepped down from PartyGaming's board of directors and took a position as head of the company's research and special projects. In that position, he developed new products but largely stepped back from media appearances. He also became PartyGaming's chief operations officer.

Fine and exiting PartyGaming
In 2008, he ranked No. 701 on the Forbes list of the World's Billionaires, and had a net worth of $1 billion. By 2008, he remained the largest individual shareholder of PartyGaming with 27% of the stock, even after selling 23%.

Becoming the "first high-profile internet gambling tycoon to willingly face justice in a US court," according to The Guardian, after traveling to New York, in December 2008, Dikshit entered a guilty plea to one count of online gambling in violation of the Federal Wire Act and agreed to forfeit $300 million. "I came to believe there was a high probability it was in violation of U.S. laws", Dikshit told U.S. District Judge Jed S. Rakoff in New York, referring to PartyGaming's activity. At the time, he still owned approximately 28% of the company's shares, equal at the time to about $300 million. He paid off the fine in June 2009.

After having sold 23% of his stake in the IPO years earlier, he sold a further two-thirds in October 2009. He sold off the remainder of his stake in PartyGaming in January 2010. According to Forbes, he donated the proceeds from the sales to the Kusuma Trust, a charity he'd founded several years prior to aid at-risk children. Although he'd faced a maximum of two years in jail, in 2010, he was given a one-year probation.

Kusuma Trust
According to The Telegraph, in 2010, Dikshit and the Sainsbury family were Britain's biggest donors, both giving away over £100 million that year.

In 2013, he had been an early funder of Next Education Private Limited in Hyderabad.

By 2014, he had transferred around £172.4 million to his fund the Kusuma Trust, registered in Gibraltar. That year, the Ministry of Home Affairs in India stalled a transfer of funds from the Kusuma Trust to Amnesty International India. Amnesty did not have the necessary registration to receive funds from abroad, with the matter put under inquiry. At the time, Kusuma funded 10 organisations related to the field of education. In 2023, he remains a trustee at Kusuma Trust.

Personal life
In 2023, he and his wife lived with their two children in London. As a citizen of India, in 2008, he was also a resident of the United Kingdom and Gibraltar, having first set up a residence in Gibraltar in 2001.

Dikshit and his wife set up the Kusuma Gallery, sponsored through the Kusuma Trust, at the V&A’s Photography Centre in 2023.

title: Anurag Dikshit


text:
Wikipedia:Articles for deletion/Punty

 This page is an archive of the proposed deletion of the article below. Further comments should be made on the appropriate discussion page (such as the article's talk page or on a Votes for Undeletion nomination). No further edits should be made to this page.

The result of the debate was MERGE to Glassblowing. Clearly not deleting, no support for Wikt: and nominator also allows a merge, as to do two other comments one of which is only weakly keeping. -Splash 20:25, 5 September 2005 (UTC)

Punty
Wikipedia is not a dictionary. Delete, move to Wiktionary or merge to 'Glassblowing' Eddie.willers 03:43, 30 August 2005 (UTC)
 * Keep, tools are encyclopedic. Kappa 08:20, 30 August 2005 (UTC)
 * Weak keep or merge. Tools are indeed encyclopedic, but this entry is kinda dicdeffish. - Mgm|(talk) 12:49, August 30, 2005 (UTC)
 * Merge into Glassblowing unless it can be expanded to an article --Outlander 21:48, August 30, 2005 (UTC)
 * The above discussion is preserved as an archive of the debate. Please do not modify it. Subsequent comments should be made on the appropriate discussion page (such as the article's talk page or in an undeletion request). No further edits should be made to this page.

title: Wikipedia:Articles for deletion/Punty


text:
Talk:List of Jean-Michel Jarre concerts

Split?
Nice work! shouldn't we split this in separate articles for better reading? --Equinoxe 03:45, 30 August 2005 (UTC)

Yeah, I sort of put this page up before the proper pages of each concert are made. This could still be quite useful.

Doesn't anyone have better pictures? I only took pictures from sites which pretty much have the same pictures all over the net. Those concerts look pretty awkward without any too.

 * I feel it does not need a split it works well as it currently stands. There are links to sub-articles. -- Alan Liefting- talk - 06:31, 5 December 2007 (UTC)

Navigational box
I think it would be a nice idea to have a nav box (such as the one used for the albums) on the right of each concert, with a summary with data like place, audience, date, and so on, and links to the chronologially previous and next concerts. What do you think?. Is there any ready to use template for concerts? -- Equinoxe 15:39, 2 January 2007 (UTC)
 * Equinox, thanks for completing the redundancy-removal work. As soon as every concert has its own article, this article will itself become redundant (ie candidate for deletion) and the infobox will become more useful in the concert articles, at least for navigational purposes. However, an infobox template for concerts needs to be created - the only similar one is this: Template:Infobox concert tour. --maf 12:10, 4 January 2007 (UTC)
 * Oh, I just saw that you removed the list from the Jean Michel Jarre article and referred it to this article. I just want to say that is OK by me, therefore contradicting part of what I wrote above. But I would suggest leaving a few words on that article with an overview of the type of major concerts (or spectacles, as I prefer to call them) that Jarre gives. --maf 12:15, 4 January 2007 (UTC)
 * Done. I also removed the two last redundant concerts. ASAP I'll create the rest of the individual articles and I'll try to make a template (I haven't done that before so be patient :) ) --Equinoxe 16:06, 4 January 2007 (UTC)

Jerusalem?
According to news, Jarre visited Jerusalem, invited by a local producer, as a first approach. But as far as known, no official announcement by Aero Production has been released. So I'll delete the "Jerusalem concert", until officially confirmed.Equinoxe 19:33, 28 September 2007 (UTC)

Nice, Côte d'Azur, Saturday evening till midlight on August 11, 1996. His stage was floating on the ocean in front of the Promenade des Anglais. No idea how many people attended, but it was fabulous! —Preceding unsigned comment added by 46.124.115.202 (talk) 22:28, 16 March 2011 (UTC)

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 * Added archive https://web.archive.org/web/20110901032819/http://jarreuk.com/13-may-1989-france-paris-place-du-trocadero-destination-trocadero to http://jarreuk.com/13-may-1989-france-paris-place-du-trocadero-destination-trocadero
 * Added archive https://web.archive.org/web/20110826220405/http://jarreuk.com/25-september-1992-switzerland-zermatt-zermatt-matterhorn-village-swatch-the-world to http://jarreuk.com/25-september-1992-switzerland-zermatt-zermatt-matterhorn-village-swatch-the-world
 * Added archive https://web.archive.org/web/20110831075955/http://jarreuk.com/01-december-1992-south-africa-near-rustenburg-sun-city-legends-of-the-lost-city to http://jarreuk.com/01-december-1992-south-africa-near-rustenburg-sun-city-legends-of-the-lost-city
 * Added archive https://web.archive.org/web/20110829185405/http://jarreuk.com/11-march-1994-china-hong-kong-hong-kong-stadium-hong-kong to http://jarreuk.com/11-march-1994-china-hong-kong-hong-kong-stadium-hong-kong
 * Added archive https://web.archive.org/web/20110907221632/http://jarreuk.com/14-july-1995-france-paris-eiffel-tower-concert-pour-la-tolerance to http://jarreuk.com/14-july-1995-france-paris-eiffel-tower-concert-pour-la-tolerance
 * Added archive https://web.archive.org/web/20110908011850/http://jarreuk.com/10-sep-1995-italy-turin-piazza-vittorio-veneto-festa-italiana to http://jarreuk.com/10-sep-1995-italy-turin-piazza-vittorio-veneto-festa-italiana
 * Added archive https://web.archive.org/web/20110830194148/http://jarreuk.com/09-jun-1997-uk-london-wembley-arena-oxygene-tour to http://jarreuk.com/09-jun-1997-uk-london-wembley-arena-oxygene-tour
 * Added archive https://web.archive.org/web/20110901024203/http://jarreuk.com/06-september-1997-russia-moscow-moscow-state-university-oxygen-in-moscow to http://jarreuk.com/06-september-1997-russia-moscow-moscow-state-university-oxygen-in-moscow
 * Added archive https://web.archive.org/web/20110901061345/http://jarreuk.com/14-july-1998-france-paris-eiffel-tower-rv98-nuit-electronique to http://jarreuk.com/14-july-1998-france-paris-eiffel-tower-rv98-nuit-electronique
 * Added archive https://web.archive.org/web/20110830095806/http://jarreuk.com/18-sep-1998-france-porte-de-versailles-paris-expo-imac-night to http://jarreuk.com/18-sep-1998-france-porte-de-versailles-paris-expo-imac-night
 * Added archive https://web.archive.org/web/20110830024503/http://jarreuk.com/31-dec-1999-egypt-cairo-the-great-pyramids-twelve-dreams-of-the-sun to http://jarreuk.com/31-dec-1999-egypt-cairo-the-great-pyramids-twelve-dreams-of-the-sun
 * Added archive https://web.archive.org/web/20110908024759/http://jarreuk.com/paris-31-january-2000-man-ray-france-metamorphoses-showcase to http://jarreuk.com/paris-31-january-2000-man-ray-france-metamorphoses-showcase
 * Added archive https://web.archive.org/web/20091014074341/http://www.jeanmicheljarre.com/live-o-graphy/okinawa-rendez-vous-in-space-2001 to http://www.jeanmicheljarre.com/live-o-graphy/okinawa-rendez-vous-in-space-2001
 * Added archive https://web.archive.org/web/20110831113634/http://jarreuk.com/okinawa-01-january-2001-ginowan-seaside-park-japan-2001-rendez-vous-in-space to http://jarreuk.com/okinawa-01-january-2001-ginowan-seaside-park-japan-2001-rendez-vous-in-space
 * Added archive https://web.archive.org/web/20110828035920/http://jarreuk.com/athens-19-june-2001-odeion-of-herodus-atticus-greece-akropolis to http://jarreuk.com/athens-19-june-2001-odeion-of-herodus-atticus-greece-akropolis
 * Added archive https://web.archive.org/web/20110828062418/http://jarreuk.com/bourges-12-april-2002-le-palais-jacques-coeur-france-les-printemps-de-bourges to http://jarreuk.com/bourges-12-april-2002-le-palais-jacques-coeur-france-les-printemps-de-bourges
 * Added archive https://web.archive.org/web/20110829161514/http://jarreuk.com/02-apr-2005-denmark-copenhagen-parken-once-upon-a-time to http://jarreuk.com/02-apr-2005-denmark-copenhagen-parken-once-upon-a-time
 * Added archive https://web.archive.org/web/20110830155025/http://jarreuk.com/monte-carlo-06-august-2005-sporting-monte-carlo-monaco-salle-des-etoiles to http://jarreuk.com/monte-carlo-06-august-2005-sporting-monte-carlo-monaco-salle-des-etoiles
 * Added archive https://web.archive.org/web/20110830002953/http://jarreuk.com/gdansk-26-august-2005-gdansk-shipyards-poland-space-of-freedom to http://jarreuk.com/gdansk-26-august-2005-gdansk-shipyards-poland-space-of-freedom
 * Added archive https://web.archive.org/web/20110830200406/http://jarreuk.com/10-sep-2005-belgium-lint-alfacam-studios-linx-live-event to http://jarreuk.com/10-sep-2005-belgium-lint-alfacam-studios-linx-live-event
 * Added archive https://web.archive.org/web/20101108082003/http://jarreuk.com/16-december-2006-morocco-merzouga-the-sahara-desert-water-for-life to http://jarreuk.com/16-december-2006-morocco-merzouga-the-sahara-desert-water-for-life
 * Added archive https://web.archive.org/web/20110829163743/http://jarreuk.com/28-mar-2007-belgium-lint-alfacam-studios-teo-tea-showcase to http://jarreuk.com/28-mar-2007-belgium-lint-alfacam-studios-teo-tea-showcase
 * Added archive https://web.archive.org/web/20120725054139/http://jarreuk.info/%E2%80%98jean-michel-jarre-oxygene%E2%80%99-concert-on-exqi-intro-2 to http://jarreuk.info/%E2%80%98jean-michel-jarre-oxygene%E2%80%99-concert-on-exqi-intro-2
 * Added tag to http://216.70.103.199/forum/viewtopic.php?t=3083&start=30
 * Added archive https://web.archive.org/web/20110905053141/http://jarreuk.com/%E2%80%98jean-michel-jarre-live-in-monaco%E2%80%99-royal-wedding-concert-live-broadcasts to http://jarreuk.com/%E2%80%98jean-michel-jarre-live-in-monaco%E2%80%99-royal-wedding-concert-live-broadcasts
 * Added archive https://web.archive.org/web/20130530194751/http://adwokatura.pl/?p=5320 to http://adwokatura.pl/?p=5320
 * Added archive https://web.archive.org/web/20110925065017/http://www.jeanmicheljarre.com/tour-2010-2011 to http://www.jeanmicheljarre.com/tour-2010-2011

When you have finished reviewing my changes, you may follow the instructions on the template below to fix any issues with the URLs.

Cheers.— InternetArchiveBot  (Report bug) 22:32, 25 December 2017 (UTC)

title: Talk:List of Jean-Michel Jarre concerts


text:
Talk:Aspect ratio (aeronautics)

Removed from Aspect Ratio
In aviation, the aspect ratio of aircraft tapered wings is found by dividing the square of the wing span {b} by the total wing area (S):

AR = b2/S

If the wing has a constant chord, the aspect ratio is the result of dividing the wingspan (b) by the value of the chord (c):

AR = b/c

Similarly, if the value of the mean geometric chord is known, the aspect ratio is the result of dividing the wingspan by the value of the mean geometric chord:

AR = b/cmean

(Material is posted for review or incorporation and may be deleted after period of review.) Stephen Charles Thompson (talk) 07:40, 5 July 2008 (UTC)

(other)
Should there be an entire paragraph devoted to the flight patterns of migratory birds? A sentence or two should suffice.
 * I removed the paragraph (and the associated external reference) since it was also almost totally wrong. I don't see V-formation flying in migratory birds as too relevant to aspect ratio. 58.96.71.120 22:10, 2 December 2007 (UTC)

I removed this section, added by an anon contributor:

 * Drag: an aircraft wing works by employing lift. Lift is created by causing the air to take a longer path across the top of the wing. This creates lower pressure above the wings than below the wings, moving the aircraft upwards. The longer the winds, the more drag is created by the wings, slowing down the aircraft. However, in low aspect-ratio wings, the air simply travels from under the wing to above the wing along the sides. This causes turbulence, which slows the plain down more than the drag did. The XF5U fighter used an inovative method to solve this problem.

This is wrong in so many ways. First the explanation of lift is false. See lift (force). Second, while a bigger wing will produce more drag than a smaller one in absolute terms, it's the L/D RATIO that matters. Higher aspect ratios always have better L/D ratios, therefore citing drag as a disadvantage is wrong. Third, the explanation of turbulence is couched in wooly language without any scientific rigour, and fails to get to the heart of the matter, which in any case is covered admirably elsewhere - notably at induced drag. Fourth, there are some bizarre spelling mistakes. Fifth, the XF5U may or may not be relevant but this passage doesn't even begin to explain why. The anon contributor would do well to read up on the full extent of the aerodynamics coverage on WP (which is extensive) before adding ad-hoc and badly thought-through passages like this one. Sorry to sound so harsh but I also refer you to my views about anon contributors in general. Graham 03:46, 30 August 2005 (UTC)

 * I was the anon user who added that paragraph. All information there was based on the History Channel program Secret Allied Aircraft of World War II, which aired 8/29/05, at 5:00pm EST. The importance of the overall lowering of drag, while raising the ratio is important because the XF5U utalized this principle along with propellers at the edge of its wings to allow for the lowest drag ratio possible. I am by no means a scientist, and understand very little about aircraft, aerodynamics, drag, or life (apparently). I direct the person that removed by paragraph to the "Bernoulli's principle" section of the lift article he linked to. That was what I was trying to state in my definition of lift.

 * In my opinion, the increase in overall drag created by low aspect ratio wings, and how this is properly utilized by the XF5U should be included somewhere in the article. However, since I will invariably explain it wrong, it would be appreciated if someone else would explain it correctly and simply. Thank you. Gogf 22:14, 30 August 2005 (UTC)

 * Hi. First, please don't take anything here personally - we are only concerned that the articles are well-written and correct. The explanation of lift that you mention is not Bernoulli's Principle, but a bastardised (and unfortunately popular) form of it. This is covered at lift (force) under the section headed "common explanation of lift is false". I think you are getting confused about what is meant by "high" and "low" aspect ratios (possibly) - the article wasn't all that clear on this so I added a sentence to make it clear. The XF5U has exceptionally LOW aspect ratio wings, but in the context of this article is something of a red herring, or maybe the exception that proves the rule. The reason the XF5U has low drag DESPITE its aspect ratio is that the rotating vortices from the propellors actively cancel the wingtip vortices shed by the wing (the propellers rotate anti-clockwise on the left side, and clockwise on the right side, as viewed from the front - you can visualise this as causing the air that would normally spill around the wingtip to be held in place by the rotating airstream coming off the propellors). However, this in no way challenges the general rule about aspect ratio - in fact it helps prove it by demonstrating that the drag is caused by these tip vortices. You had listed "drag" as a disadvantage along with other disadvantages of a high aspect ratio wing, but the truth is the exact opposite - low drag is the key ADVANTAGE of high aspect ratios. Some mention of the XF5U might add something here, but needs to be carefully worded so that it doesn't create confusion. Graham 23:34, 30 August 2005 (UTC)

 * Thanks for the explanation Graham :). I'm still confused as to whether the higher the aspect ratio the higher the drag (yet lower the L/D ratio). I did not take it personally, and honestly took your response as proof of how great Wikipedia is. When I first started reading Wikipedia, I was skeptical at least, as anyone can edit the information. However, my explanation, which was by no means a crazy fact, but more of a misconception, but it was quickly corrected. It's people like you that make me trust Wikipedia. I'll be sure to make sure I have my facts right before editing an article next time. Also, thanks for showing me how to properly format a discussion page. Gogf 20:40, 31 August 2005 (UTC)

 * Hey, no worries... Higher aspect ratio -> higher drag? Well, that could be true, in the limited sense that form drag is proportional to the frontal area of the wing, and a high aspect ratio wing will have a larger frontal area compared to a low aspect ratio wing of the same overall surface area. However this is only the parasitic or form drag of the wing, but for performance we need to take both this and induced drag into account. Induced drag falls with airspeed, while parasitic drag rises with airspeed. Add them together and you end up with a U-shaped drag curve which shows a minimum value at some airspeed. Ideally the aircraft will be set up to fly close to this airspeed most of the time, giving the best performance in the cruise. Changing the aspect ratio of the wing will move this minimum drag point to a different airspeed, so we can use aspect ratio as a design tool to place this point where we want it, though of course there will be lots of other design factors too. A high aspect ratio wing will have a lower amount of induced drag (for a given amount of lift), but possibly more form drag - but as it's the lift/drag ratio that's really important, the absolute figure for drag doesn't matter so much as long as the wing is doing its job for us, and in general terms a high aspect ratio will give us a more efficient wing. It's just that efficiency isn't everything - gliders need to be as efficient as possible as they are unpowered - hence they have "no compromise" ultra-high aspect ratio wings. When we have an engine though, we can overcome a lot of the inefficiencies just by using more power, allowing us to compromise the wing design to more practical ends. Graham 23:54, 31 August 2005 (UTC)

Hi, I changed the stability disadvantage of high AR wings to the more specific "pitch stability". Ever tried to turn a high AR aircraft? they feel really heavy and are sluggish, they are super-stable in the roll axis so to say low AR wings are generally more stable is a bit misleading (esp. considering how 'twitchy' low AR fighters are). I should've really said something about how the pitch stabilty is also affected by the tail (mainly in its distance from the quarter chord) but that would be complicating the matter further. Maybe there should be a link to longitudinal stability? I'm swamped with other work at the mo but I may fix it later. Also, on the topic of drag, high AR reduces *induced* drag as compared to a lower AR wing of the same lift coeff. Its been a long time since I was a 2nd year aerospace engineering student, but I do remember something about the AR being on the bottom of the fraction in drag, so increasing it would lower induced drag, note though that as the speed increases the induced drag will diminish but the profile drag will increase. So for the argument of what is better for drag, high AR or low AR, it depends entirely on what speed you're wanting to fly at! There is a famous graph of drag vs. airspeed, showing a minimum where the two drags are equal. In general though, the slower you fly, the higher you want your AR, and vice versa. However I believe it is not in the scope of this particular article to discuss drag. Shaun 19:11 20 April 2006 (BST)

Re-work of article
Since April 2009 I have been re-working this article, primarily to incorporate references and in-line citations, and to refine the math. Please peruse my re-work at User:Dolphin51/Sandbox. Before I paste it into the article, I am interested in any comments. Please post comments at User talk:Dolphin51/Sandbox.

Part of the existing article begins There are several reasons why all aircraft do not have high aspect wings. I have been unable to find any in-line citations to support this claim. I would be grateful if others can identify suitable citations for this part of the article. Dolphin51 (talk) 03:45, 15 October 2009 (UTC)

 * Eight days have passed without objection or comment, so I have pasted the content of my sandbox into the article. Dolphin51 (talk) 03:41, 23 October 2009 (UTC)

title: Talk:Aspect ratio (aeronautics)


text:
Talk:Japan New Party

I believe
"New Party Japan" is the correct translation (http://rnnnews.jp/category/pg/view.php?ch=12). This article should be merged into New Party Japan. --Yodakii 03:46, 30 August 2005 (UTC)

 * Agreed, then. Content is already all duplicated so beginning redirect. Willhsmit 21:43, September 2, 2005 (UTC)

 * Hey, it looks like there was another Japan New Party around 1993. Anyone know enough about this to write an article? Willhsmit 21:46, September 2, 2005 (UTC)

title: Talk:Japan New Party


text:
WFNO (AM)

WFNO (1540 kHz) is a commercial AM radio station licensed to Gretna, Louisiana, and serving the New Orleans metropolitan area. The station is owned by Crocodile Broadcasting and airs a Spanish-language hot adult contemporary radio format.

The transmitter is on Industry Street in Harvey, Louisiana. By day, WFNO broadcasts at 1,000 watts, using a non-directional antenna. Because AM 1540 is a clear channel frequency reserved for Class A KXEL Waterloo, Iowa, and ZNS-1 Nassau, Bahamas, WFNO is a daytimer, required to be off the air at night to avoid interference, when radio waves travel farther. Programming is also heard on a 250 watt FM translator in New Orleans. 97.5 K248BB can be heard around the clock, unlike the AM station.

FM translator
WFNO relays its programming to an FM translator. This provides the ability to broadcast WFNO programming around the clock, in high fidelity stereophonic sound. An unusual twist is that the translator's call sign begins with a "K" while the main station's call letters, WFNO, begin with a "W." The Mississippi River is the dividing line in most cases between K and W call signs. But because the river twists through the middle of Louisiana, and Minnesota for that matter, the K-W dividing line is not clearly defined in these two states.

History
As KGLA, WFNO was a Top 40 station prior to its flip to Spanish-language programming in the 1970s. They are also New Orleans' first and oldest Spanish outlet. Initially called Radio Mil, it served as a much-needed link for the growing Hispanic community. The founders of the Spanish-language broadcast at the station were Luis Alberto Carrillo of Costa Rica and Julio Guichard, from Cuba. Guichard is no longer involved with the station but has maintained local media presence. Carrillo moved out of New Orleans several years ago, to elevate and expand in Los Angeles, California.

The station has remained faithfully committed to serve the New Orleanian community's interests even while successfully transforming itself into a viable enterprise. It was acquired by a family consortium in the 1980s headed by entrepreneur Ernesto Schweikert. It has recently been awarded all sorts of accolades after its prompt recovery from Hurricane Katrina, reportedly using a small gasoline-powered generator to broadcast emergency messages for those who had no other means of communications in the first few days following the storm. KGLA swapped call signs and formats with sister station WFNO on August 1, 2019.

title: WFNO (AM)


text:
Halsted Street

Halsted Street is a major north-south street in the U.S. city of Chicago, Illinois.

Location
In Chicago's grid system, Halsted Street marks 800 West, 1 mi west of State Street, from Grace Street (3800 N) in Lakeview south to the city limits at the Little Calumet River (13000 S) in West Pullman, a length of 168 north-south Chicago blocks. (From Grace north to Lawrence Avenue (4800 N) in Uptown, 800 W is marked by Clarendon Avenue.)

North Side
In Lakeview Halsted passes through Wrigleyville, as intersecting with Addison Street, it is only two blocks east of Wrigley Field home of the Chicago Cubs. Halsted is then lined with restaurants, bars and gay bars and clubs as one enters Boystown, Chicago's main gay and lesbian community, running as far as Belmont Avenue. This area also contains numerous theaters and comedy clubs. As it continues south past Diversey (2800 N), it goes past DePaul University and through the Lincoln Park area, as a primary thoroughfare through the community area. South of Armitage Avenue, it passes two notable theaters: Steppenwolf and the Royal George.

At North Avenue, Halsted passes Clybourn Avenue, through the Old Town area. The former site of the Cabrini–Green housing project is at Halsted and Division (1200 N) in the Near North Side neighborhood. Halsted Street has two bridges to mark its passage over Goose Island; it is one of only two streets to completely traverse this, the Chicago River's only island.

Near West
Continuing south, Halsted soars high above feeder ramps to the Kennedy Expressway, Union Pacific Railroad and Canadian National Railway and finally the Kennedy Expressway itself to enter the West Loop. One then passes through Chicago's Greektown at Jackson Blvd (300 S). South of a high bridge over the Eisenhower Expressway, Halsted forms the eastern border of the University of Illinois at Chicago. North of Greektown is the headquarters for Weigel Broadcasting (owner of MeTV) and its local television stations (WCIU-TV, WWME-CD, and WMEU-CD), which are appropriately addressed at 26 N. Halsted Street, to honor WCIU-TV's channel number.

The Jane Addams Hull House, America's first settlement house, was located at Polk (800 S) and Halsted. The "Hull House Neighborhood," which was served by the Jane Addams settlement house, consisted of recently arrived immigrants at the turn of the 20th century.

Taylor Street (1000 S) was the port-of-call for Chicago's Italian American immigrants and became known as Chicago's Little Italy. Italians were the only ethnic group that remained after the exodus of Jews, Greeks, Irish, etc. that began shortly before the Great Depression of the 1930s. Greektown and Maxwell Street business establishments continue to exist as remnants of the mass emigration of Southern Europeans, terminated by an act of Congress in 1924.

South of an underpass allowing Halsted to cross the BNSF Railway tracks at 16th street, parallel to the Dan Ryan Expressway, Halsted grazes the eastern edge of the Pilsen neighborhood, then crosses the Chicago River's south branch.

South Side and south suburbs
Here Halsted Street enters Bridgeport, traditionally a working-class Irish, Lithuanian and Italian community, it has been home to five of the city's mayors. Continuing south, Halsted passes between the borders of Back of the Yards, which lies to the west side of Halsted from 40th to 55th Streets, and Canaryville, which lies on the east side of Halsted between 40th and 49th Streets. Both Canaryville and Back of the Yards historically housed many Union Stock Yards workers. The Stockyards themselves were located to the west of Halsted between Pershing (39th) and 47th. Further south, Halsted Street passes into Englewood. Kennedy-King College has its campus in the heart of Englewood at 63rd Street and Halsted Street. Further south, Halsted intersects with 71st Street, which was honorarily named for Emmett Till, a victim of the violence of white supremacy in the United States. Just south of 95th Street is the Carter G. Woodson regional branch of the Chicago Public Library. Illinois Route 1 begins at Halsted Street's interchange with Interstate 57 (at 99th Street) on the far south side, and follows Halsted through much of its length through the suburbs.

Leaving Chicago and entering the village of Riverdale at the Little Calumet River near 129th St, Route 1 breaks off and is called Chicago Road, then Dixie Highway, ending at the Ohio River, at the border with the state of Kentucky. Halsted Street continues through downtown Chicago Heights and crosses the Lincoln Highway. The road ends at 26th Street at the Chicago Heights–Steger line. However, Halsted Street returns at 30th Street and continues south (marked as Halsted Boulevard south of 34th Street) before ending at 37th Street in Steger.

Public transportation
Halsted Street is served by major transportation lines. The Chicago Transit Authority's Red, Brown, and Purple Lines run nearby on the north side. The Red, Blue, Green, and Orange Lines have stations at various points along Halsted Street. These include North/Clybourn on the Red Line, Blue and UIC–Halsted on the Blue Line, Green on the Green Line, and Orange on the Orange Line. The CTA also provides service on three Halsted routes: the   between Broadway/Waveland and 79th Street; the   between the 79th Red Line station and Halsted/119th (with select trips continuing to 127th/Lowe); and the   between the 95th/Dan Ryan Red Line terminal and 127th/Lowe. There is a Halsted Street station on Metra commuter rail's BNSF Railway Line; and, the West Pullman stop on the Blue Island branch of Metra's Electric District commuter rail line is at Halsted and where 121st Street would be. Pace provides suburban bus service along Halsted Street from the 95th/Dan Ryan Red Line terminal to the south suburbs. The  route operates 24/7 between the 95th/Dan Ryan Red Line terminal and the Pace Harvey Transportation Center in Harvey, Illinois, with select trips continuing to the Pace Chicago Heights Bus Terminal at Vincennes/16th Street. The  also runs along Halsted between the 95th/Dan Ryan Red Line terminal and 124th Street before turning west.

Associated persons
Professional wrestlers One Man Gang, Colt Cabana, Ace Steel, CM Punk, and Gary Hart have been billed from Halsted Street.

Conrad Friberg, aka C.O. Nelson produced a film in 1934 traveling from the south end of Halsted Street to the North, across Chicago.

Etymology
The street derives its name from William H. and Caleb O. Halsted, Philadelphia bankers who made large investments in Chicago real estate through William B. Ogden, Chicago's first Mayor. The street ran through their property, and they ceded valuable rights to the city.

Halsted has had several names, originally known as "Egyptian Road" because it led to the Little Egypt area of Illinois, it was subsequently known as First Street, then Dyer Street, after Charles Volney Dyer, a prominent Chicago physician and abolitionist.

title: Halsted Street


text:
Talk:The Cornell Daily Sun

Untitled
I added Jeremy Schaap to the list of alumni. I figured if he was already in Wikipedia, he should be well-known enough to make this page. Don't know the years of his editorship, so if someone would be so kind as to help me out with this, I'd be appreciative. Friejose 21:58, 19 August 2005 (UTC)

I greatly approve of the front page chosen as an example for this article. From the day that issue was published, I knew that the joint headlines of "Disco Ball Affixed to McGraw Tower" and "Giant Hors d'Oeuvre Sets Guinness Record" were the greatest tribute to Cornell's greatness that could ever be accomplished. Now if only the design department could decide on a single typeface for headlines. Brjaga 18:36, 11 June 2006 (UTC)

title: Talk:The Cornell Daily Sun