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Asamushi-Onsen Station

Asamushi-Onsen Station (浅虫温泉駅) is a railway station and major stop along the Aoimori Railway Line in the city of Aomori in Aomori Prefecture, Japan. It is operated by the third sector railway operator Aoimori Railway Company.

Passenger trains serve the station 17 and a half hours a day; the departure time between trains is roughly 30 minutes during the morning peak with reduced frequency at other times. The station also serves as a bus station for Aomori City Bus and Shimokita Kōtsu, with local bus routes connecting the station to communities throughout the city of Aomori and neighboring Hiranai.

Location
Asamushi-Onsen Station is one of six principal stations served by the Aoimori Railway Line, and is 104.7 km from the terminus of the line at Metoki Station. It is 722.0 km from Tokyo.

Surrounding area

 * Asamushi Aquarium
 * Asamushi Onsen
 * Asamushi-Natsudomari Prefectural Natural Park
 * Asamushi Post Office

Station layout
Asamushi-Onsen Station has an island platform and a side platform serving three tracks. The platform is connected to the station building by a footbridge. The station building is attended from 6:30 a.m. to 5:30 p.m.

History
The station opened on 1 September 1891, as Asamushi Station (浅虫駅) on the Nippon Railway. It became a station on the Tōhoku Main Line of the Japanese Government Railways (JGR), the pre-war predecessor to the Japanese National Railways (JNR), after the nationalization of the Nippon Railway on 1 November 1906. Regularly scheduled freight services were discontinued in February 1962. The station was renamed as Asamushi-Onsen Station on 1 November 1986. With the privatization of JNR on 1 April 1987, it came under the operational control of East Japan Railway Company (JR East).

The section of the Tōhoku Main Line including this station was transferred to Aoimori Railway on 4 December 2010.

Services
The station is primarily served by trains operating on a local service on the Aoimori Railway Line between Aomori and Hachinohe. It is served by one express train, the 560M train operated jointly by the Aoimori Railway and the Iwate Galaxy Railway between Aomori and Morioka. Passenger trains serve Asamushi-Onsen Station for 17 and a half hours each day from 6:01am to 11:31pm. At peak hours between the first train and 9:16am, trains depart from the station roughly every 30 minutes; otherwise trains depart at an approximate hourly basis. In 2018, a daily average of 683 passengers boarded trains at Asamushi-Onsen Station, an increase from the daily average of 330 passengers the station served in 2010, the final year of its ownership by JR East. In 2018, the station was the ninth busiest on the Aoimori Railway Line, excluding Aomori and Hachinohe stations, and the least busiest along the line in the city of Aomori.

Bus services

 * Aomori City Bus
 * Aomori Station via Nonai
 * Shimokita Kōtsu
 * Mutsu Bus Terminal via Hiranai, Noheji Station, Arito Station, Yokohama, Chikagawa Station
 * Shin-Aomori Station via Aomori Prefectural Office

title: Asamushi-Onsen Station


text:
Talk:Cheverly station

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Bob Mackie

Robert Gordon Mackie (born March 24, 1939) is an American fashion designer and costumier, best known for his dressing of entertainment icons such as Cher, Lucille Ball, Carol Burnett, Diahann Carroll, Carol Channing, Ann-Margret, Bette Midler, Doris Day, Marlene Dietrich, Barbara Eden, Lola Falana, Judy Garland, Mitzi Gaynor, Elton John, Liza Minnelli, Marilyn Monroe, Marie Osmond, Dolly Parton, Miley Cyrus,  Dottie West, Diana Ross, Tina Turner, Julia Louis-Dreyfus, Barbra Streisand, and Oprah Winfrey among others. He was the costume designer for all the performers on The Carol Burnett Show during its entire eleven-year run. For his work, Mackie has received nine Primetime Emmy Awards, a Tony Award, and three nominations for the Academy Award for Best Costume Design. In April 2023, Mackie was awarded with the inaugural Giving Us Life-time Achievement Award by RuPaul at the RuPaul's Drag Race Season 15 finale.

Early life
Mackie was born March 24, 1939, in Monterey Park, California, to Charles Robert Mackie and Mildred Agnes ( Smith) Mackie. His father worked at Bank of America. He has an older sister.

He was raised in early childhood by his maternal grandparents in Alhambra, California because his parents divorced. By high school he moved to Rosemead, California and lived with his father. He attended Rosemead High School.

Mackie continued his education at Pasadena City College and one-year study at Chouinard Art Institute but left without earning a degree from either school. At Chouinard, Mackie studied under Eva Roberts, the head of the fashion design department. He left Chouinard early because he got his first job sketching for Frank Thompson at Paramount Studios. Between 1960 and 1963, Mackie worked as a novice designer and assistant under designer Ray Aghayan at Paramount Studios.

Professional career
In 1961, while he was working at Paramount Studios, costumer Edith Head found Mackie. In Mackie's early career he worked as a sketch artist for French haute couturier Jean Louis, who is noted for crafting stage gowns worn by actress Marlene Dietrich during her career as a cabaret singer. As one of his first assignments, he drew the original sketch of Marilyn Monroe’s dress worn in 1962 at President John F. Kennedy's birthday celebration at Madison Square Garden in New York.

In 1966, Mackie was hired by Mitzi Gaynor to design her new stage show at the Riviera in Las Vegas. Mitzi was the first star client for whom Mackie designed an entire show. He would continue to design for Mitzi's television specials and live stage shows for the next 50 years. He won two Emmy Awards for Outstanding Achievement in Costume Design for Music-Variety for Mitzi's TV specials "Mitzi...Roarin' in the Twenties" (1976) and "Mitzi...Zings Into Spring" (1977).

In 1969, Mackie was hired to design costumes for Diana Ross, The Supremes, and The Temptations in the television special GIT: On Broadway. In 1972, he and Aghayan were nominated for Best Costume Design for Lady Sings The Blues, starring Diana Ross. Mackie and Diana Ross continued their collaborative efforts well into the 21st century, with Mackie designing stage costumes for Ross' 2010 More Today Than Yesterday: The Greatest Hits Tour.

Mackie designed costumes for the Las Vegas Strip–based burlesque shows Hallelujah Hollywood, which was inspired by the Ziegfeld Follies and ran at the MGM Grand (now Bally's Las Vegas) from 1974 to 1980, and Jubilee!, which ran from 1981 to 2016. Both productions involve intricate, elaborate costumes and grandiose sets.

Images of many of Mackie's design drawings for these productions are available in the "Showgirls" collection from UNLV Libraries Digital Collections. He created the costumes for Cher’s 2008–11 Las Vegas Cher at the Colosseum residency at Caesars Palace, as well as for her 2017 “Classic Cher” shows in Las Vegas and Washington D.C.

Two of Mackie's best-remembered creations had a humorous aspect. While working on The Carol Burnett Show, he designed a "curtain dress" (complete with a curtain rod across the shoulders) that Carol Burnett wore in Went with the Wind!, a parody of Gone with the Wind. He designed the exotic ensemble worn by Cher at the March 1986 Academy Awards: black stretch pants, a bejeweled loincloth, knee-high boots, a black chainlink top, and a huge feathered Mohawk headdress that was one and a half times taller than her head. Introduced by Jane Fonda with the words, "Wait'll you see what's gonna come out here". "As you can see," said Cher, "I did receive my Academy booklet on how to dress like a serious actress."

Mackie designed costumes for Whitney Houston, especially splashy evening gowns which she wore for many years during concert tours and award shows. He was often referred to as "the sultan of sequins" or "the rajah of rhinestones", known for his sparkling and imaginative costume designs. He has won nine Emmy Awards for his designs, and he has been nominated three times for an Academy Award. Mackie has said, "A woman who wears my clothes is not afraid to be noticed."

In 1981, Mackie guest-starred as himself on two episodes of the television series The Love Boat. In 2002, Mackie was inducted into the Television Hall of Fame. In more recent years, Mackie has been mainly known as the costume designer for Cher's elaborate outfit during her latest tours, including her latest Here We Go Again Tour. In 2019, Mackie won the Tony Award for Best Costume Design in a Musical for his work on The Cher Show.

More recently, in 2020, Mackie's dresses were featured and worn by television hostess Vanna White over the week of April 27 in the long-running syndicated game show Wheel of Fortune as part of honoring the San Francisco Bay Area.

Personal life
On March 14, 1960, Mackie married LuLu Porter (née Marianne Wolford), a singer, actress, and later an acting teacher. The couple had had a son, Robert Gordon Mackie Jr. (known as "Robin"), the previous year. The couple divorced in 1963. Robin, a makeup artist, died in 1993 at the age of 33 of an AIDS-related illness, predeceasing his parents.

Beginning in 1963, Mackie's significant other was costume designer Ray Aghayan, whom Mackie worked with as an assistant. The two worked together through the 1970s, as well as having separate clients. They remained together until Aghayan's death in 2011.

In popular culture

 * Daffy Duck in episode 9 of season 2 of The Looney Tunes Show explains that he's wearing a Bob Mackie jumpsuit in a photo of himself.
 * Bart Simpson in episode 18 of season 5 of The Simpsons ("Burns' Heir") offers Milhouse Van Houten the blazer he is wearing, stating it is a "Bob Mackie original". Milhouse responds "Wow! A Bob Mackie!" before declining the offer.
 * Mackie is a character in the jukebox musical The Cher Show.
 * Referenced in Netflix's GLOW.
 * Referenced in episode 20 of season 10 of Modern Family ("Can’t Elope")
 * Referenced in Netflix's AJ and the Queen.
 * In Christopher Guest's Best in Show, upon seeing what his rival is wearing, Michael McKean's character exclaims, "Bob Mackie, where are you when we need you?"
 * In "Ode to Barbra Joan," Episode 20 of Season 1 of The Nanny, C.C. Babcock's father Stuart spoils main character Fran Fine by taking her shopping for designer outfits. Fran comments "All I said was that I was in the mood for a Big Mac, and you got me a Bob Mackie!"
 * In HBO's Girls Season 5 Episode 6 "The Panic in Central Park", the character Marnie Michaels tries on a slinky glittery red sleeveless gown and refers to herself as a "Bob Mackie Barbie doll".

Academy Awards
The Academy Awards are awarded annually by the Academy of Motion Picture Arts and Sciences. Mackie has received 3 nominations.

American Choreography Awards
The American Choreography Awards honored outstanding choreographers in the fields of feature film, television, music videos, and commercials. Mackie has received 1 honorary award.

Costume Designers Guild Awards
The Costume Designers Guild Awards are awarded annually by the Costume Designers Guild for costume designers in motion pictures, television, and commercials. Mackie has received 1 honorary award.

Emmy Awards
The Emmy Awards are presented at one of the numerous annual American events or competitions that each recognize achievements in a particular sector of the television industry. Mackie has received 1 honorary award and 9 competitive awards from 32 nominations.

RuPaul's Drag Race Awards
RuPaul's Drag Race is a reality competition program hosted by American drag queen RuPaul. The show periodically highlights and celebrates pop culture icons that have influenced LGBTQIA+ culture over the years with their "Giving Us Life-time Achievement Award". Mackie has received one honorary award.

Tony Awards
The Tony Awards are presented annually by the American Theatre Wing and The Broadway League. Mackie has received 1 award from 1 nomination.

TV Land Awards
The TV Land Award generally commemorates shows now off the air, rather than in current production. Mackie has received 1 honorary award.

title: Bob Mackie


text:
Talk:Landover station

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Council of State (Cuba)

The Council of State (Consejo de Estado) of Cuba is a 31-member body of the government of Cuba, elected by the National Assembly of People's Power. It has the authority to exercise most legislative power between sessions of the National Assembly of People's Power, subject to its approval, and to call the National Assembly of People's Power into session between its scheduled twice yearly sessions.

The National Assembly is only in session for a few days each year. Members of the Council of State, which serve in the National Assembly, do not reflect popular outcomes in the elections. According to a 2021 study, under competitive elections, most members of the Council of State might have been defeated.

The membership consists of a President, a Secretary, a First Vice President, five Vice Presidents, and 27 additional members. The President, the Secretary, the First Vice President, and the five Vice Presidents are also members of the Council of Ministers. With the passage of the 2019 Cuban Constitution, the post of President of the Council of State will be to the President of the National Assembly, while the functions of the head of state will be transferred from the Council of State to the restored office of President of the Republic.

title: Council of State (Cuba)


text:
Cycloid gear

A cycloidal gear is a toothed gear with a cycloidal profile. Such gears are used in mechanical clocks and watches, rather than the involute gear form used for most other gears. Cycloidal gears have advantages over involute gears in such applications in being able to be produced flat (making them easier to polish, and thereby reduce friction), and having fewer points of contact (both reducing friction and wear).

Their gear tooth profile is based on the epicycloid and hypocycloid curves, which are the curves generated by a circle rolling around the outside and inside of another circle, respectively.

Characteristics
When two toothed gears mesh, an imaginary circle, the pitch circle, can be drawn around the centre of either gear through the point where their teeth make contact. The curves of the teeth outside the pitch circle are known as the addenda, and the curves of the tooth spaces inside the pitch circle are known as the dedenda. An addendum of one gear rests inside a dedendum of the other gear.

In the cycloidal gears, the addenda of the wheel teeth are convex epi-cycloidal and the dedenda of the pinion are concave hypocycloidal curves generated by the same generating circle. This ensures that the motion of one gear is transferred to the other at locally constant angular velocity.

The size of the generating circle may be freely chosen, mostly independent of the number of teeth.

A Roots blower is one extreme, a form of cycloid gear where the ratio of the pitch diameter to the generating circle diameter equals twice the number of lobes. In a two-lobed blower, the generating circle is one-fourth the diameter of the pitch circles, and the teeth form complete epi- and hypo-cycloidal arcs.

In clock and watch making
Cycloidal gears are used in clock and watch making, for three reasons.

1. To reduce friction, watch and clock movements require teeth and pinion leaves to be polished. Cycloidal gears can be designed so that the pinions have flat surfaces. This makes them easier to polish without adversely changing their profile.

2. The gear trains used in clocks and watches have multiple stages of wheels and pinions in which the pinions have few leaves. Involute designs for these leaves would be undercut, making them too fragile and difficult to manufacture.

3. A large aspect of the design of watch and clock movements is the minimisation of friction. Involute gear teeth often mesh with 2 to 3 points of contact at once. Cycloidal gears can be made so there are only 1 to 2 points of contact. Since there is always some friction at these meshing points, cycloidal profiles are preferred in horology. Horological gear teeth are usually not lubricated (only their pivots are). Oil viscosity can have a detrimental effect on time keeping. Also, since these mechanisms are expected to run constantly for years between servicing, lubrication can become contaminated with dirt and debris and effectively turn into grinding paste. This can damage the wheels and pinions to the point they must be replaced. However, even well made cycloidal wheels and pinions are subject to this wear due to friction, dirt and oil migration from pivot bearings and other places. This is one of the reasons regular servicing of watches and clocks is essential for their precision and longevity.

In clockmaking, the generating circle diameter is commonly chosen to be one-half the pitch diameter of one of the gears. This results in a dedendum which is a simple straight radial line, and therefore easy to shape and polish with hand tools. The addenda are not complete epicycloids, but portions of two different ones which intersect at a point, resulting in a "gothic arch" tooth profile.

A limitation of this gearform is that meshing is only precise on the pitch circle, with the result that where vibration is likely an involute profile is usually preferred. However in clockmaking, particularly prior to the application of mass production, it was common to cut a pair of wheels (or a wheel plus a lantern pinion) and then to use a depthing tool to mark out the pivot positions on the plates: that pivot distance was correct for that specific pair of wheels, and not for any others.

Invention
There is some dispute over the invention of cycloidal gears. Those involved include Gérard Desargues, Philippe de La Hire, Ole Rømer, and Charles Étienne Louis Camus.

Relationship to involute profile gears
A cycloid (as used for the flank shape of a cycloidal gear) is constructed by rolling a rolling circle on a base circle. If the diameter of this rolling circle is chosen to be infinitely large, a straight line is obtained. The resulting cycloid is then called an involute and the gear is called an involute gear. In this respect involute gears are only a special case of cycloidal gears.

title: Cycloid gear


text:
Talk:New Carrollton station

WikiProject class rating
This article was automatically assessed because at least one WikiProject had rated the article as start, and the rating on other projects was brought up to start class. BetacommandBot 15:59, 9 November 2007 (UTC)

Why are we reviving...?
Why are we reviving Image:New Carrollton Station.jpg? Both images are my own work (thus it's not an I-like-mine proposition), but I switched them because the older image is a train shot more than it is a station shot. If you really, really, really want a view of the station like that in the article (though I think we can skip it), I have other shots like that without the train blocking the station. SchuminWeb (Talk) 20:38, 13 October 2008 (UTC)

 * I know you asked this question over two years ago, but I liked the original image better, partially because it inculdes both the train and the surroundings. Having said that, I'm perfectly willing to live with the shot you're trying to hold onto. Also, since I just started a gallery here tonight(April 18, 2010), I wonder how you might feel about adding the former image to it. DanTD (talk) 02:04, 19 April 2010 (UTC)

 * I actually created a Commons category for New Carrollton earlier in the evening, but never linked to it. I generally hate in-article galleries, partly because it breaks articles' flow, and partly because that's what Commons is for. All those images, I believe, had been moved to Commons earlier, and so I've added the Commons link. SchuminWeb (Talk) 02:25, 19 April 2010 (UTC)

 * Fair enough, although the only thing that bothers me about removing the in-article gallery of this page, is that it takes away a lot of the balance, but that's more the fault of the Northeast Corridor line template than anything else. For the record, I tagged the image that another user has been replacing yours with for renaming, so that later I can send it into the commons without replacing yours with the same name. DanTD (talk) 02:50, 19 April 2010 (UTC)

 * A lot of that balance can be restored if we can dig up historical information about the station, like was done for Navy Yard and Anacostia (particularly Anacostia). Otherwise, regarding the other image, rather than tag it for renaming and categorizing it on Wikipedia, considering this is one of Jshgoodwin's slightly better images, just move it to Commons and rename it during that process. I use move-to-commons assistant to do my transfers. SchuminWeb (Talk) 04:44, 19 April 2010 (UTC)
 * I've used that tool server, but not to give images new names. Care to do the honors? DanTD (talk) 19:04, 19 April 2010 (UTC)

 * Not on that one. That one is poor enough that we should skip Commons and just FFD it. SchuminWeb (Talk) 02:28, 20 April 2010 (UTC)

Capital Beltway
As I understand it Capital Beltway really was a different station just north (?) of New Carrollton and was torn down in 1983. I've identified what I think is a picture of the Metroliner stopping there in the early 1970s. What do people think about separate articles and/or expanding the history here? Mackensen (talk) 04:51, 12 February 2012 (UTC)

 * I found some information online about the Capital Beltway Station and rewrote the history section. I'm not sure if there is enough to create a separate article for the old station, however. -- Imperator3733 (talk) 03:24, 26 February 2012 (UTC)

 * I dug up some back issues of Penn Central Post which gave enough information: Capital Beltway (Amtrak station). Mackensen (talk) 12:58, 1 October 2014 (UTC)

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title: User talk:86.135.200.86


text:
Shalimar Bagh, Srinagar

Shalimar Bagh is a Mughal garden in Srinagar, Jammu and Kashmir, India, linked through a channel to the northeast of Dal Lake. It is also known as Shalimar Gardens, Farah Baksh, and Faiz Baksh. The other famous shoreline garden in the vicinity is Nishat Bagh, 'The Garden of Delight'. The Bagh was built by Mughal Emperor Jahangir in 1619. The Bagh is considered the high point of Mughal horticulture. It is now a public park and also referred to as the "Crown of Srinagar".

It is the earliest of the Mughal imperial gardens called Shalimar Gardens, followed by the one in Lahore, begun in 1641 under Shah Jahan and the one in Delhi, begun in 1653 by Izz-un-Nissa, his wife.

Etymology
Several other Mughal gardens situated in India and Pakistan share the name 'Shalimar'. Although the exact origin of the word remains unknown, the most correct etymology is Arabic, more precisely the expression shah al-‘imarat (Master of Buildings).

History
Shalimar Bagh was built by Mughal Emperor Jahangir in 1619. He enlarged the ancient garden in 1619 into a royal garden and called it 'Farah Baksh' ('the delightful'). In 1630, under Emperor Shah Jahan’s orders, Zafar Khan the governor of Kashmir extended it. He named it ‘Faiz Baksh’ ('the bountiful'). It then became a pleasure place for the Sikh governors of the province.

During the rule of Maharaja Ranjit Singh, the marble pavilion was the guest house for European visitors. Electrification of the premises was done during Maharaja Hari Singh’s rule. Thus, over the years, the garden was extended and improved by many rulers and called by different names, but the most popular name ‘Shalimar Bagh’ continues to this day.

During the Mughal period, in particular, Emperor Jahangir and his wife Nur Jahan were so enamoured of Kashmir that during summer they moved to Srinagar with their full-court entourage from Delhi at least 13 times. Shalimar Bagh was their imperial summer residence and the Royal Court. They crossed the arduous snowy passes of the Pir Panjal mountain range on elephants to reach Srinagar.

Layout
The layout of the garden is an adaptation of another Islamic garden layout known as the Persian gardens. The garden was built on flat land on a square plan with four radiating arms from a central location as the water source. It needed to be modified to suit the hilly terrain and availability of a well, which could be diverted from a higher elevation to the planned gardens. Modifications involved the main channel running through the garden axially from top to the lowest point. This central channel, known as the Shah Nahar, is the main axis of the garden. It runs through three terraces. This layout left out the radial arms and the shape became rectangular, instead of a square plan of the Chahar Bagh.

The garden covers an area of 12.4 ha built with a size of 587 m length on the main axis channel and with a total width of 251 m. The garden has three terraces fitted with fountains and with chinar (sycamore) tree-lined vistas. The Shahnahar is the main feeder channel to all the terraces. Each one of the three terraces has a specific role.

The garden was linked to the open Dal Lake water through a canal of about 1.6 km length and 11 m in width that ran through swampy quagmire. Willow groves and rice terraces fringed the lake edge. Broad green paths bordered the lake with rows of chinar trees. The garden was laid in trellised walkways lined by avenues of aspen trees planted at 0.61 m interval.

Architecture
The architectural details of the three terraces of the garden are elaborate.

The first terrace is a public garden or the outer garden ending in the Diwan-e-Aam (public audience hall). In this hall, a small black marble throne was installed over the waterfall.

The second terrace garden along the axial canal, slightly broader, has two shallow terraces. The Diwan-e-Khas (the Hall of Private Audience), which was accessible only to the noblemen or guests of the court, now derelict, is in its centre. However, the carved stone bases and a fine platform surrounded by fountains are still seen. The royal bathrooms are located on the north-west boundary of this enclosure. The fountain pools of the Diwan-e-Khas, the Diwan-e-Aam, and in turn, the Zenana terrace are supplied in succession. It has 410 fountains.

In the third terrace, the axial water channel flows through the Zenana garden, which is flanked by the Diwan-e-Khas and chinar trees. At the entrance to this terrace, there are two small pavilions or guard rooms (built in Kashmir style on stone plinth) that is the restricted and controlled entry zone of the royal harem. Shah Jahan built a baradari of black marble, called the Black Pavilion in the zenana garden. It is encircled by a fountain pool that receives its supply from a higher terrace. A double cascade falls against a low wall carved with small niches (chini khanas), behind the pavilion. Two smaller, secondary water canals lead from the Black Pavilion to a small baradari. Above the third level, two octagonal pavilions define the end wall of the garden. The baradari has a lovely backdrop of the snow mountains, which is considered a befitting setting for the Bagh.

The Shalimar Bagh is well known for chini khanas, or arched niches, behind garden waterfalls. They are a unique feature in the Bagh. These niches were lighted at night with oil lamps, which gave a fairy tale appearance to the waterfalls. However, now the niches hold pots of flower pots that reflect their colours behind the cascading water.

Another unusual architectural feature mentioned is about the doors of the Baradari. In the garden complex, the Baradari had four exquisite doors made of stones supported by pillars. It is conjectured that these stone doors were ruins from old temples that were demolished by Shahjahan. The garden also provided large water troughs where a variety of fountains were fixed.

It has been aptly described by a chronicler glowingly:

A subtle air of leisure and repose, a romantic indefinable spell, pervades the royal Shalimar: this leafy garden of dim vistas, shallow terraces, smooth sheets of falling water, and wide canals, with calm reflections broken only by the stepping stones across the streams.

Even in later years, during Maharaja's rule, the gardens were well maintained and continue to be so even now as it is one of the prominent visitor attractions around the Dal Lake.

The garden is considered to be very beautiful during the autumn and spring seasons due to the colour change in leaves of the famed Chinar trees.

The gardens were the inspiration for other gardens of the same name, notably the Shalimar Bagh, Delhi in Delhi (built in 1653, which now also has an upscale colony) and Shalimar Gardens in Lahore, Pakistan built by Emperor Shah Jahan in 1641.

The black pavilion built during the early part of Jahangir's reign (1569–1627), in the top terrace of the Shalimar Bagh, has the famous inscription in Persian, which says: اگر فردوس بر روے زمین است همین است و همین است و همین است ''Agar Firdaus bar rōy-e zamin ast, hamin ast-o hamin ast-o hamin ast. This is a couplet wrongly attributed to the Persian-language poet Amir Khusrau, But written by a Persian poet 'Orfi Shirazi during his visit to Kashmir, which is inscribed on many buildings in the Indian subcontinent.

Translated to English, it means: If there is a paradise on earth, it is here, it is here, it is here.

It is also mentioned that when Jahangir was asked on his death bed about his cherished desire he is credited to have said:

Kashmir, the rest is worthless.

In popular culture
The poem "Kashmiri Song" by Laurence Hope (pseudonym of Violet Nicolson) opens with the line referring to Shalimar:

"Pale hands I loved beside the Shalimar"

The song was set to music by Lawrence Hope herself and was very popular in Europe. Salman Rushdie's 2005 novel Shalimar the Clown refers to the garden in its title as well as the name of the central character who "has turned from a benign, tightrope-walking clown in a Kashmiri village into a Muslim terrorist". The fiction deals with the fate of Kashmir in a world steeped in terrorism as it moves from California to Kashmir. The Globe and Mail praises the book as being a "devastating portrait of the destruction of Kashmir.”

title: Shalimar Bagh, Srinagar


text:
William Ackerman

William Ackerman (born November 16, 1949) is an American guitarist and record producer who founded Windham Hill Records.

Early years
Ackerman was born in Germany. His adoptive father was a professor of English at Stanford University. He grew up in the San Francisco Bay Area and attended Northfield Mount Hermon School in western Massachusetts. He returned to Palo Alto to study English and History at Stanford University.

His life took a turn when he discovered he had a fondness for carpentry. He was five credits short of graduating when he left Stanford to work as an apprentice to a Norwegian boat builder. In 1972, he founded Windham Hill Builders in Palo Alto while playing music for Stanford theater productions and performing impromptu concerts in town.

Windham Hill Records
With money borrowed from friends, he recorded his first album, The Search for Turtle's Navel, later changed to In Search of the Turtle's Navel, on his own label, Windham Hill Records in 1976. His second album, It Takes a Year, he released in 1977. Shortly thereafter, Will recorded and produced an album entitled Turning: Turning Back by his cousin, guitarist Alex De Grassi. This was followed by Robbie Basho whose music had inspired Ackerman for years. He left carpentry to pursue music full time in 1980. During that year, the label received national attention via the success of a piano album by George Winston entitled Autumn. He then discovered guitarist Michael Hedges at a concert in Palo Alto and immediately signed him to the label. Other musicians in the catalog were Darol Anger, Mike Marshall, Liz Story, and the band Shadowfax. In time the genre associated with Windham Hill was called New-age music.

In 1982, A&M Records became Windham Hill's distributor. The label was selling millions of albums, and Ackerman became a wealthy man. Despite outward signs of success, he was diagnosed with depression. By 1984, Ackerman no longer wanted to run a large corporation. He left California for Vermont. He built Imaginary Road Studios in Dummerston, Vermont and has continued to work as a producer. The walls of his studio are covered in more than 20 Gold and Platinum records from US and overseas sales.

Awards and honors
Grammy Awards
 * Best New Age Album, Returning, 2004
 * Nominated, Best New Age Album, Brothers, 2021

Zone Music Reporter Awards
 * Album of the Year, The Gathering, 2012
 * Best Contemporary Instrumental Album, The Gathering, 2012
 * Lifetime Achievement Award, 2013
 * Album of the Year, Flow by Flow with Fiona Joy, Lawrence Blatt, and Jeff Oster, 2017
 * Best Contemporary Instrumental Album, Flow by Flow with Fiona Joy, Lawrence Blatt, and Jeff Oster, 2017

Discography

 * 1976 In Search of the Turtle's Navel (Windham Hill)
 * 1977 It Takes a Year (Windham Hill)
 * 1979 Childhood and Memory (Windham Hill)
 * 1981 Passage (Windham Hill)
 * 1983 Past Light (Windham Hill)
 * 1986 Conferring with the Moon (Windham Hill)
 * 1988 Imaginary Roads (Windham Hill)
 * 1992 The Opening of Doors (Windham Hill)
 * 1998 Sound of Wind Driven Rain (Windham Hill)
 * 2001 Hearing Voices (Windham Hill)
 * 2004 Returning (Mary's Tree)
 * 2008 Meditations (Compass Productions)
 * 2010 New England Roads (Compass Productions)
 * 2017 Flow (LMB) -- with group Flow
 * 2018 Was It This Lifetime (West River)
 * 2019 Four Guitars (independently published)
 * 2019 Promise (LMB) -- with group Flow
 * 2021 Brothers (Retso)
 * 2021 Positano Songs (Imaginary Road)

title: William Ackerman


text:
Talk:Franconia–Springfield station

WikiProject class rating
This article was automatically assessed because at least one WikiProject had rated the article as start, and the rating on other projects was brought up to start class. BetacommandBot 15:30, 9 November 2007 (UTC)

"Prior to construction by the WMATA, Franconia–Springfield station was the site of Franconia Station, a standard railroad station built by the Richmond, Fredericksburg and Potomac Railroad. It was built in 1870 and torn down in 1952.[2]" - this is incorrect. station was originally planned to be at old station site, but new station is actually abt a mile southwest of there. footnote refers to old site, not the current. — Preceding unsigned comment added by 71.163.18.75 (talk) 14:45, 25 November 2013 (UTC)

No Amtrak service
Amtrak appears to have dropped Franconia-Springfield. I can't find a good source, but it no longer shows up as a bookable option and it's not on the Spring/Summer 2010 timetable. Mackensen (talk) 21:51, 7 September 2010 (UTC)

 * I can't find a good source for it, either. I've gone ahead and commented out all the Amtrak stuff in the infobox for now, because the text doesn't discuss Amtrak, and so it's a fairly easy removal. Once we get a firm source, we can remove the Amtrak stuff entirely, but it is difficult to prove a negative... SchuminWeb (Talk) 23:19, 7 September 2010 (UTC)

 * Amtrak still has a page for the station, but it's not showing up anywhere else on the website. I hid the category for Former Amtrak stations just in case you two are right, and if you are, I don't think it's "past" service to Amtrak should be eliminated from the article. DanTD (talk) 18:05, 13 September 2010 (UTC)

 * Mentioning "past service to Amtrak", there is currently no mention in the text itself about Amtrak, and there really should be. That's a bit problematic in itself, but nothing we can't fix. SchuminWeb (Talk) 18:57, 13 September 2010 (UTC)

 * Yes, we could. We could mention that it was also an Amtrak station between 1997 and 2010, especially if we can find an exact date in which Amtrak terminated service there. Aside from this, what I'd also like to do is find out if this was a replacement for some old run down Richmond, Fredericksburg & Potomac station that existed in the area, even if it was torn down a few decades before this station was built. DanTD (talk) 19:12, 13 September 2010 (UTC)

It's weird that there's no announcement from Amtrak about the dropped service. There's a good discussion on the Amtrak Unlimited forum but nothing we could cite. Mackensen (talk) 21:29, 13 September 2010 (UTC)

(Really) Amtrak still has a page for Franconia Springfield, and this (Large PDF) says that Amtrak got stimulus funds and recently makde changes at that station. As for the old stations, It appears that the RF&P Built a station they called Franconia near the metro stop in 1870 and discontinued service and tore the station down in 1952 (See this and this) Fiftytwo thirty (talk) 21:30, 13 September 2010 (UTC)
 * I think the station improvements were under the auspices of VRE, which Amtrak would have still operated at the time. Mackensen (talk) 21:41, 13 September 2010 (UTC)
 * Fiftytwo thirty, one of those links was great. I just added the TrainWeb link to the RF&P page a few minutes agon. Another used named User:Relantel was doing some extensive work on the RF&P article and I praised him for it, but he suddenly stopped. DanTD (talk) 22:21, 13 September 2010 (UTC)
 * Have not abandoned the RF&P article - as for the old question - I don't believe the Franconia station was still a stop when Amtrak took over; it's physical location is north of the Franconia/Springfield stop by a half-mile or mile or so. Where F/S is where the Franconia/Springfield Parkway crosses the tracks, the old Franconia station was just north of the Franconia Road overpass. Relantel (talk) 16:58, 6 April 2011 (UTC)

The question still lingers
The issue of if and when Amtrak dropped service at Franconia-Springfield still remains unanswered. If nobody has considered doing so themselves, I might even go so far as to calling Amtrak on the phone and asking them about this. DanTD (talk) 14:42, 16 September 2010 (UTC)

 * I thought about but it wouldn't be verifiable unless we somehow convinced Amtrak to issue a statement. They've definitely dropped service; the station is no longer listed on the timetable and you can't book a trip to/from it. Mackensen (talk) 23:18, 16 September 2010 (UTC)

 * Yeah, calling Amtrak = original research, which is, as you know, a no-no. Getting Amtrak to issue a statement = good, because we can cite that. SchuminWeb (Talk) 23:44, 16 September 2010 (UTC)

 * Okay, so a phone call it out of the question. How about an e-mail? Whatever their reply is, we can always use that as a source. Incidentally, 5230 mentioned something about the station getting stimulus funds as an active Amtrak station, and we both pointed out that Amtrak still has a page for the station. In any case, let's write to them about it. DanTD (talk) 02:34, 17 September 2010 (UTC)
 * Maybe we could just find some of the old timetables to use as sources for the first/last time that Amtrak stopped there based on when they went into effect. (Which seems to be a better citation than an email) The Stimulus funds may have been in some way related to Amtrak operating VRE, particularly since Crystal City is also on that list. On a side note, the VRE Schedule says that various Amtrak trains stop at L'Enfant Plaza -- which does not seem to be an Amtrak station. --Fiftytwo thirty (talk) 03:14, 17 September 2010 (UTC)
 * No, since I don't have any timetables that are recent enough. The newest timetable I have is from Fall 2005-Winter 2006. I wrote an e-mail to Amtrak on September 16, and they told me "We respond to online inquiries 7 days a week between the hours of 8 am and 11 pm (ET). You can expect a response to your inquiry within the next 24 hours. Please do not reply to this message." I have yet to hear from them about this. DanTD (talk) 19:48, 28 September 2010 (UTC)

More confusion
Okay, this is getting odd; I just found out that Amtrak's pamphlet still lists Franconia-Springfield as of May 10, 2010( http://www.amtrak.com/servlet/BlobServer?blobcol=urldata&blobtable=MungoBlobs&blobkey=id&blobwhere=1249213945162&blobheader=application%2Fpdf&blobheadername1=Content-disposition&blobheadervalue1=attachment;filename=Amtrak_T04.pdf), as a stop for the Carolinian, but they don't have it on their list of stations for the Carolinain/Piedmont, nor the rest of the Silver Service/Palmetto, despite still having a page for the station. I'm getting irritated by this. Nobody has given me any answers. DanTD (talk) 03:11, 5 October 2010 (UTC)

Possible date
TrainWeb is now claiming Amtrak service was eliminaed on May 10, 2010. I'd like to know where the webmaster of that site got the info. DanTD (talk) 12:07, 24 February 2011 (UTC)

Requested move 23 December 2014

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

The result of the move request was: moved. Number   5  7  16:40, 6 February 2015 (UTC)

– Following the move of the Green Line stations per the new WP:USSTATION guideline, these stations should have WP:NATURAL disambiguation (and eventually, consistency within the whole system). I think consensus there can be interpreted as a mandate to move them all, but for now, I thought this would be helpful for more pairs of eyes to check for possible naming conflicts. --BDD (talk) 19:01, 23 December 2014 (UTC)
 * Franconia–Springfield (WMATA station) → Franconia–Springfield Station
 * Van Dorn Street (WMATA station) → Van Dorn Street Station
 * Arlington Cemetery (WMATA station) → Arlington Cemetery Station
 * Rosslyn (WMATA station) → Rosslyn Station
 * Foggy Bottom – GWU (WMATA station) → Foggy Bottom – GWU Station
 * Farragut West (WMATA station) → Farragut West Station
 * McPherson Square (WMATA station) → McPherson Square Station
 * Federal Triangle (WMATA station) → Federal Triangle Station
 * Smithsonian (WMATA station) → Smithsonian Station
 * Federal Center SW (WMATA station) → Federal Center SW Station
 * Capitol South (WMATA station) → Capitol South Station
 * Potomac Avenue (WMATA station) → Potomac Ave Station
 * Stadium–Armory (WMATA station) → Stadium–Armory Station
 * Benning Road (WMATA station) → Benning Road Station
 * Capitol Heights (WMATA station) → Capitol Heights Station
 * Addison Road (WMATA station) → Addison Road Station
 * Morgan Boulevard (WMATA station) → Morgan Boulevard Station
 * Largo Town Center (WMATA station) → Largo Town Center Station

 * Hold pending the outcome of Move review/Log/2014 December, which is being used erroneously as a precedent for capitalization. I might also oppose for other reasons, but let's get this figured out first.  Dicklyon (talk) 23:55, 24 December 2014 (UTC)
 * Comment if Rosslyn moves, it should carry a hatnote for Roslyn (disambiguation) which lists several stations "Roslyn" -- 67.70.35.44 (talk) 02:24, 25 December 2014 (UTC)
 * Comment Addison Road should have hatnotes to Kensington Olympia station (formerly Addison Road) and possibly Addison Transit Centre. Thryduulf (talk) 10:52, 25 December 2014 (UTC)
 * Problem: User:Epicgenius has gone ahead and moved a bunch of these pages, and more, with capitalized "Station", citing the Greenbelt RM as reason, without waiting for the resolution of the case question or this RM discussion or others. Dicklyon (talk) 02:34, 5 January 2015 (UTC)
 * Support. There is clear consensus for the WP:USSTATION guidelines and the proposed titles better follow policy in regards to WP:COMMONNAME, WP:CONCISE, WP:PRECISE, WP:NATURAL, and WP:RECOGNIZABILITY.--Cúchullain t/ c 14:50, 5 January 2015 (UTC)
 * Support per WP:USSTATION. Adding station to the article title provides natural disambiguation, without the need for parenthetical disambiguation (in most cases) per WP:NATURAL. Regarding capitalization, if "station" is not in the official name (and I do not think it is), then it should be lowercase. If "Station" is in the official station name, then it should be capitalized. Also, I spelled out Avenue in Potomac Avenue above. --Scott Alter (talk) 02:56, 6 January 2015 (UTC)
 * As long as we're going by how Metro names these stations, it actually is "Potomac Ave", not "Potomac Avenue", just as we don't spell out the acronyms used for universities (e.g., Tenleytown–AU Station). See also the pictures on the relevant article. --BDD (talk) 14:24, 6 January 2015 (UTC)

 * Support per nom with "Station" capitalized as the signs at the stations do. Would greatly prefer "Washington Metro" as a disambiguator to "WMATA" or "Virginia" which are far less helpful to readers seeking the correct article. (Yes, I know that other systems use the stations but their primary use is by Metro train and bus).  —  AjaxSmack  03:22, 23 January 2015 (UTC)
 * Oppose the capitalized "Station" per the new USSTATION guidelines. See more comments at [Talk:Vienna_(WMATA_station)#Requested_move_23_December_2014]].  Dicklyon (talk) 05:15, 23 January 2015 (UTC)
 * Support – Per WP:USSTATION. RGloucester  — ☎ 18:50, 27 January 2015 (UTC)

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

Move discussion in progress
There is a move discussion in progress on Talk:Greenbelt Station which affects this page. Please participate on that page and not in this talk page section. Thank you. —RMCD bot 17:15, 7 February 2015 (UTC)

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 * Added archive https://web.archive.org/web/20090327080735/http://transit.schuminweb.com/transit/wmata/blue-line.php?station=J03 to http://transit.schuminweb.com/transit/wmata/blue-line.php?station=J03

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title: Talk:Franconia–Springfield station


text:
Imanuentius

Imanuentius is named in some manuscripts of Julius Caesar's De Bello Gallico as a king of the Trinovantes, the leading nation of south-eastern Britain at that time, who ruled before Caesar's second expedition to the island in 54 BC. Variant spellings include Inianuvetitius, Inianuvetutus and Imannuetitius. In other manuscripts this king's name is not given.

Imanuentius was killed by the warlord Cassivellaunus, and his son Mandubracius fled to the protection of Caesar in Gaul. Cassivellaunus then led the British defence against the Romans, but the Trinovantes betrayed the location of his fortress to Caesar, who proceeded to besiege him there. As part of the terms of Cassivellaunus's surrender, Mandubracius was installed as king of the Trinovantes, and Cassivellaunus undertook not to make war against him.

John Koch suggests that the original form of Imanuentius's name may have been *Mannuētios. He also suggests that the Welsh mythological figure Manawydan may derive from an earlier *Mannuētiagnos, "son of Mannuetios".

title: Imanuentius


text:
Category:Mass media in the United Kingdom by locality

Mass media serving local areas of the United Kingdom.


text:
Talk:Van Dorn Street station

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This article was automatically assessed because at least one WikiProject had rated the article as start, and the rating on other projects was brought up to start class. BetacommandBot 16:16, 9 November 2007 (UTC)

Move discussion in progress
There is a move discussion in progress on Talk:Franconia–Springfield (WMATA station) which affects this page. Please participate on that page and not in this talk page section. Thank you. —RMCD bot 19:15, 23 December 2014 (UTC)

title: Talk:Van Dorn Street station


text:
Talk:King Street–Old Town station

WikiProject class rating
This article was automatically assessed because at least one WikiProject had rated the article as start, and the rating on other projects was brought up to start class. BetacommandBot 15:48, 9 November 2007 (UTC)

Name change--not yet?
I think we've jumped the gun on renaming these stations. The memo about the approval of the name changes was November 3, 2011, yes, but as I understand it, they don't go into effect until June 2012. This particular one is minor. But this came to my attention because of the change of "New York Ave/Florida Ave/Gallaudet U" to "NoMa." (I saw it in the article on Artomatic.) As of this morning, when I rode to work, the signs at that station showed the old name, and the operator of the train I was on was still announcing the old name. Admittedly, this is an operator who, until recently, was announcing "Silver Springs," with an "s." But as of 30 seconds ago, Metro's own website was still using the old names. 140.147.236.195 (talk) 14:42, 15 November 2011 (UTC)Stephen Kosciesza

 * Whether Metro has updated the Web site yet is kind of irrelevant. Our verifiable source says that Metro has changed the names, and Metro will likely not provide a verifiable release saying that the names have been changed on station signage and on the site. Besides, there are still some places in the system that have not been updated in many decades. So have we jumped the gun? I say no. The fact that we were remarkably quick and thorough in changing the names after the names were formally changed even though Metro itself has yet to make the corresponding changes just reflects the nature of the beast as the free encyclopedia that anyone can edit, since we're just going in and changing electronic encyclopedia entries and not having to manufacture new signs, print new maps, and retrain the employees on the new station names. SchuminWeb (Talk) 20:19, 15 November 2011 (UTC)
 * First, I beg your pardon for posting the question in several places; I ran into it in the article on Artomatic, and I wasn't sure you'd see it there. In addition, I wasn't sure how to get to your talk page. I didn't mean to hammer the point or anything--just wasn't sure where it would be seen.
 * My point here is, I don't think the names have been "formally" changed yet. The source in question says that Metro has APPROVED name changes. It seems to me that approving them is different from the changes actually having been made. The announcement from Metro says the changes are approved for the June 2012 map. That's why I figured June 2012 is when the changes go into effect. I offered the points about the signs and announcements not as proof, but simply as support. And it does seem to me that even though signs and printed maps might take some time, they could easily update their own website. 140.147.236.195 (talk) 22:21, 15 November 2011 (UTC)Stephen Kosciesza
 * I think Stephen has a point; the changes have been approved but no one would say that the name of a particular station is, at this moment, "NoMa". Perhaps it's similar to the Willis Tower - there was a gap between the announcement and the actual change. --Golbez (talk) 22:30, 15 November 2011 (UTC)

 * To change the names when the signs are changed without a source would be original research, which is prohibited. SchuminWeb (Talk) 07:51, 16 November 2011 (UTC)
 * You're assuming the only change would be 'oh the sign is different', and not some future release that Metro has begun formally renaming stations, or the online map has been changed. Using this press release is not OR but I think it's premature. To say the name is currently New York Ave is not original research, it's backed up by 99% of Metro's website, only the press release disagrees. The path of least confusion right now is to stay with the old names until more official documents reflect that the change is actually happening, rather than saying it will happen. Again: Ask 99.99% of the people in the DC area and they will say the name of the station is New York Ave. Hell, ask 99.99% of the people at WMATA. No one refers to it by NoMa yet except on this website. The moves were premature, just as it would have been premature to rename Sears Tower on the date of the announcement. --Golbez (talk) 14:28, 16 November 2011 (UTC)

I knew I'd find something more concrete about when a rename becomes effective. Here is the press release from the 2004 renaming, which renamed three stations:. There, Metro is explicit in saying that the stations were renamed upon the board action. No reason to believe that this was not again the case in the 2011 renaming. In the 2004 renaming, signage did not go up for six months or more after the renames happened, but the names were effective as of board action. SchuminWeb (Talk) 19:35, 16 November 2011 (UTC)
 * In 2004, yes, the language used was "three stations received new names today.". In the latest release, though, they say "will", and elsewhere it specifies June 2012 for the map update. Now, we're getting into somewhat pedantic levels here, and I'm not exactly going to roll back the changes... but I still think they were premature. --Golbez (talk) 19:41, 16 November 2011 (UTC)

 * So far, there is nothing but the press release--that one that says the name changes are for the new maps in June 2012--that calls the stations by their new names. If you feel that going by the new signs would be original research, then I suggest that going by Metro's website would be the equivalent of going by the press release. 173.79.191.234 (talk) 01:18, 17 November 2011 (UTC)Stephen Kosciesza

 * By the way, I'd like to explain something. The reason I've been so concerned about this is because I saw it first in an article, largely written by me, not related to Metro (apart from mentioning certain things as being near this or that station). Then, it involved the most radical--by far--of the changes (everything else is fairly obvious--this is not). And when I encountered it, the link was no good. I put the first of my comments there on that discussion page before I discovered that the article on that station had been changed too; the link on the page I was looking at had simply been miscoded (I fixed it; you're welcome!). Since I had a feeling you wouldn't run into my comment on that page (it seems I was right), I then put it on what I figured was a more likely page for you to see it. Then I found something better; then I found that one person had done it all, and that one person had a talk page that I could actually post something on. The multiple posting sort of happened by semi-accident; it wasn't to hammer a point, but just because I wasn't sure where you'd see it. 173.79.191.234 (talk) 01:46, 17 November 2011 (UTC)Stephen Kosciesza

It seems to me, this has been decided because one individual has decided it--regardless of arguments to the contrary (HIS source is authoritative; other sources are Original Research). I've been editing as an IP user for several years. I've never really seen much reason to register. But now, I'm seriously thinking of doing that, in order to be able change things back to what is patently the correct situation. Since this one Decider hasn't noticed the last several arguments against his unilateral decision, I'm guessing he won't notice that, either. 140.147.236.195 (talk) 20:03, 4 January 2012 (UTC)Stephen Kosciesza

 * Mr. Schumin:
 * In this discussion, you said, "To change the names when the signs are changed without a source would be original research, which is prohibited."
 * But then, the article on the Union Station Metro says:

"The station was originally named 'Union Station-Visitor Center' but when the National Visitor Center there failed, it was renamed Union Station. In fact, one or two pylons still read 'Union Station-Visitor Center,' and a number of older stations still display this name on signage."[Emphasis mine]
 * Why is the one Original Research, and not the other?
 * I still maintain that the station name changes were announced, but haven't actually happened yet--thus, changing the titles on the article to imply that these ARE the station names was premature. The Project Page for Metro says to use the names on the official map, which still has the earlier name (I checked just this minute). The new map, according to Metro, is to come out June 18. I maintain that that is the effective date of the changes. I would point out that the new map also reflects realignments of the lines; certainly nobody would disagree that it would be premature for Wikipedia to give those alignments as current--since the trains aren't running in those ways.
 * When I first took this up, I was unable to make the changes back again; now I'm able to do it. If I don't hear anything, I intend to change back ONLY NoMa--since that's the most radical name change. In all the other cases, the new name and old are recognizably related, so I'll probably only annotate the articles (to save having to update a lot of linked articles).Uporządnicki (talk) 13:33, 20 March 2012 (UTC)

Found basis for not changing station names yet
OK, I'm now a registered Wikipedian.

I've been arguing that it's premature to change the names of some of the Metro stations based on that Metro Press release of a couple of months ago. Now, I've found the basis to keep the old names for the time being.

On the project page for the DC Metro, under a subsection for "Naming Conventions," it says"Wikipedia:Metro stations: Use Station Name (WMATA station), as written on the official Metro system map."

I've looked. The official Metro Map still has the old station names.

It was argued that the press release was as good as any earlier one about name changes, and that to go by such details as the signs on the stations would amount to Original Research. But I still maintain that the press release strongly implied that the name changes are to go into effect in June 2012, and that reference to the official map is not OR. Now I have it in black and white that the official map is supposed to be the arbiter of the names of the stations. Uporządnicki (talk) 18:24, 2 March 2012 (UTC)

Move discussion in progress
There is a move discussion in progress on Talk:Pentagon (WMATA station) which affects this page. Please participate on that page and not in this talk page section. Thank you. —RMCD bot 18:15, 23 December 2014 (UTC)

Requested move 26 February 2015

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

The result of the move request was: Move. Cúchullain t/ c 15:53, 1 April 2015 (UTC)

King Street – Old Town Station → King Street–Old Town Station – I think that King Street–Old Town Station without spaces is correct per MOS:ENDASH. But User:Epicgenius dose not think so. Refer to User talk:Epicgenius. This station name is a compound when the connection might be expressed with "to," "versus," "and," or "between." Give me the definite manual of style for Category:Washington Metro. Furthermore, I submit Forest Hills–71st Avenue (IND Queens Boulevard Line) of Category:New York City Subway stations to here. Sawol (talk) 09:20, 26 February 2015 (UTC)
 * Then, I support moving this page per the reasons that Sawol mentioned above, and because the Washington Metro naming conventions follow MOS:ENDASH. However, as the NYC Subway has different naming conventions, I oppose moving Forest Hills – 71st Avenue (IND Queens Boulevard Line) unless other articles, such as Briarwood – Van Wyck Boulevard (IND Queens Boulevard Line), Kew Gardens – Union Turnpike (IND Queens Boulevard Line), and Jamaica – 179th Street (IND Queens Boulevard Line) are similarly moved. That issue can be brought up independently at WT:NYCS, since there are 30 articles in with spaced endash, 17 in, 67 in , and 17 in ; you'd need to move 131 articles in total. Epic Genius (talk) 13:36, 26 February 2015 (UTC)
 * WP:NC-NYCS says that for any name that requires an en dash, the en dash is unspaced, per the WP:MOSDASH guideline. However, the full move of all articles has not been done yet. WT:NYCS already knows. Sawol (talk) 05:14, 28 February 2015 (UTC)
 * That revision to WP:NC-NYCS was added by nearly 3 years ago and was opposed by, so this is still disputed. Epic Genius (talk) 20:42, 2 March 2015 (UTC)
 * I agree with Epic Genius, although the article numbers that I have are slightly different. Vcohen (talk) 15:32, 3 March 2015 (UTC)

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

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title: Talk:King Street–Old Town station


text: User talk:82.35.80.181

title: User talk:82.35.80.181


text:
Kominato Station

Kominato Station (小湊駅) is a railway station of the Aoimori Railway Line located in the central district of the town of Hiranai in Aomori Prefecture, Japan. The station has been in operation since 1891, with a new station building – consisting of a side and island platform connected to the station building by a footbridge – was completed in 1986. Since 2010, the station has been operated by the Aoimori Railway Company, a third sector, regional rail operator. It is the busiest railway station in Hiranai.

Passenger trains serve the station 17 hours a day; the departure time between trains is roughly 30 minutes during the morning peak with reduced frequency at other times. The station also serves as a bus station for Shimokita Kōtsu, with local bus routes connecting the station and central Hiranai to communities throughout the town.

Location
Kominato Station is located at the northern terminus of Aomori Prefecture Route 215, a 779 m road that provides access to the station from Japan National Route 4 in central Hiranai. The station is situated at the northern edge of the urban core of Hiranai and is in close proximity to the town hall, the library, Kominato Elementary and Middle Schools, several historic landmarks, and the local history museum of Hiranai; all of which lie just south to the station.

At the time of the station's inception, it was located one hundred meters away from the hall of Nakahiranai; however, as of 2021 the site is occupied by the local history museum. To the north of the station is a snow barrier forest that protects the railway from heavy snowfall. Kominato Station is served by the Aoimori Railway Line, and is 27.4 kilometers from the northern terminus of the line, Aomori Station, and 94.5 kilometers from the southern terminus of the line at Metoki Station. It is 711.8 kilometers from Tokyo along the original Tōhoku Main Line. The stations adjacent to Kominato Station along the Aoimori Railway Line are Shimizugawa Station and Nishi-Hiranai Station.

Station layout
Kominato Station has an island platform and a side platform serving three tracks. The island platform is connected to the station building and side platform by a footbridge. Only tracks 1 and 3 are used by trains moving through the station, the rails for track 2 are used only as a siding, giving the station an effective structure of two opposed side platforms. The station building is attended from 6:30am to 3:10pm each day, and has a Midori no Madoguchi staffed ticket office. Tickets can be purchased at an automatic dispenser while passenger trains are running. While station staff are present, official stamps for Kominato Station and the other train stations of Hiranai can be obtained. The area outside of the station entrance features public bicycle racks and a parking lot.

Public art
A major component of the station's architecture is the elevated footbridge linking the island platform to the station building. The raised structure contains the station's sole piece of public art; a series of paintings depicting scenes from around Hiranai showcasing the town's landscapes, flora, fauna, and industry created by the art club of the Hiranai branch of Aomori-Higashi High School in 2001. By 2012, the installation had begun to deteriorate, so students from the same school spent two months cleaning the art installation and the station building before repairing and repainting the scenes between October 2012 and December 2012.

History
Construction of the Ueno–Aomori line of the Nippon Railway and Kominato Station began in the former village of Nakahiranai in 1890. Supplies were unloaded at a nearby port, Asadokoro, and transported to the build site that was centered on Kominato Station. The station was opened to traffic on 1 September 1891. The Nippon Railway originally intended for Kominato Station to be the northern terminus of the rail line, but Aomori Station was eventually selected. During the winter following the station's opening, snow would blow in from the open fields adjacent to the station and the tracks would frequently be blocked by snow. In an attempt to mitigate the snow blockages, trees were planted adjacent to the station in May 1892 to create a barrier between the fields and the railway. It became a station on the Tōhoku Main Line of the Japanese Government Railways (JGR), the pre-war predecessor to the Japan National Railways (JNR), after the nationalization of the Nippon Railway on 1 November 1906.

The station escaped destruction during World War II and was developed during the war as a backup terminal station to prepare for the eventuality of Aomori Station being destroyed. Aomori Station was destroyed during the strategic bombing of Aomori on 28 July 1945, and Kominato Station picked up the destroyed station's role as the terminal station of the Tōhoku Main Line until the reconstruction of the former was completed on 15 July 1949. In 1961, the reconstruction of Kominato Station began, with the aim of replacing the World War II-era building. As an early phase of the project, the elevated footbridge at the station was installed on 29 June 1961. Regularly scheduled freight services were discontinued in February 1962 and the reconstruction of the station building was completed the same year.

It was being considered for closure in March 1972 due to financial difficulties for the JNR, but the people of Hiranai successfully protested the motion to close the station. The current station building was opened on 1 September 1986—the station's 95th anniversary—replacing the one built in 1962. With the privatization of the JNR on 1 April 1987, the station came under the operational control of East Japan Railway Company (JR East). Beginning on 1 April 2004, the station building was operated by Jaster Co., Ltd., a subsidiary of JR East, with a ticketing window for ordinary tickets, express tickets, and reserved-seat tickets for all JR lines.

On 4 December 2010, the Tōhoku Shinkansen was successfully extended north to Shin-Aomori Station from Hachinohe. As a result of the opening of the bullet train between the two stations, that section of the Tōhoku Main Line including this station was transferred to the Aoimori Railway Company from JR East on the same day. The exchange of management was celebrated by the government of Hiranai by the town hall offering free scallop and fish ball soup—a specialty of the town—to every person who visited Kominato Station on the day of the change. Under the management of the regional railway, the station is run as a part of a public–private partnership between the government of Aomori Prefecture and the Aoimori Railway Company. The station was renovated most recently in the summer of 2018. On 13 March 2021, the Shimokita service operated jointly by JR East and the Aoimori Railway between Aomori and Ōminato that stopped at Kominato Station was abolished.

Services

The station is primarily served by trains operating on a local service on the Aoimori Railway Line between Aomori and Hachinohe. It is served by one rapid express train, the 560M train operated jointly by the Aoimori Railway and the Iwate Galaxy Railway between Aomori and Morioka. Passenger trains serve Kominato Station just over 17 hours a day from 6:10am to 11:21pm. At peak hours between the first train and 9:06am, trains depart from the station roughly every 30 minutes; otherwise trains depart at an approximate hourly basis. In 2018, a daily average of 844 passengers boarded trains at Kominato Station, an increase from the daily average of 410 passengers the station served in 2010, the final year of its ownership by JR East. In 2018, the station was the eighth busiest on the Aoimori Railway Line, excluding Aomori and Hachinohe stations. It has been the busiest station along the Aoimori Railway Line in Hiranai throughout the line's existence.

Bus services
Kominato Station also functions as a bus station, with five municipal bus lines stopping at the station and one seasonal long-distance bus stopping nearby. Shimokita Kōtsu, the operator of Hiranai's municipal bus network, operates the local routes that stop at the station, traveling to points within the town including Higashitaki, Asadokoro, Higashitazawa, Moura, Nakano, Inaoi, Soto-Dōshi, Matsunoki, Shimizugawa, Karibasawa, and Nakano, as well as providing a connection to the Aomori City Bus at Asamushi Onsen. Tickets can be purchased for seasonal Kōnan Bus Company services to Shinjuku at Kominato Station; however, the bus picks passengers up from the Hiranai Community Center within walking distance rather than at Kominato Station.

title: Kominato Station


text:
Talk:Braddock Road station

WikiProject class rating
This article was automatically assessed because at least one WikiProject had rated the article as start, and the rating on other projects was brought up to start class. BetacommandBot 15:11, 9 November 2007 (UTC)

Above Ground?
Technically, Braddock road is at grade level, and merely on a large, Earthen Berm with the CSX tracks. Fiftytwo thirty (talk) 21:11, 15 January 2010 (UTC)

 * I believe "above ground" in this case just means "not underground". But yes, you are correct.  SchuminWeb (Talk) 04:19, 16 January 2010 (UTC)

Move discussion in progress
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title: Talk:Braddock Road station


text:
Albert Davy

Albert Ernest Davy (17 August 1886 – 13 June 1959) was a New Zealand political organizer and campaign manager; and at the height of his career, was regarded as one of the best in the country. He was a strong opponent of socialism, and spent most of his life fighting what he saw as socialist tendencies in New Zealand politics.

Early life
Davy was born in Wellington, where his father Charles was a police officer. His great grandfather - Captain Lleyson Hopkin Davy emigrated out from Wales in 1841. His family moved around the country considerably during Davy's youth, eventually coming to live in Gisborne. Davy held a number of jobs there, including bootmaker, draper, and hairdresser. He married Florence Maude Sawyer, a milliner, in 1908. He was to have two sons. He was active in the New Zealand Auto Cycle Union and the New Zealand Athletic and Cycling Union, holding a number of prominent organisational roles.

Reform Party
Davy's first major political activity came as part of Douglas Lysnar's successful campaign for the Gisborne seat in the 1919 election. In 1923, Davy was offered an organisational position in the Reform Party, to which Lynsar belonged. He was largely responsible for Reform's strategy in the 1925 election, focusing strongly on the party's leader, Gordon Coates. This was unusual in New Zealand politics, where the focus tended to be on local candidates. Also unusual was the degree of central control – party headquarters provided each candidate with instructions and guidance, rather than simply allowing them to run their own campaigns. While this is now the norm in New Zealand politics, it was rare at the time.

The elections were a major victory for Reform, and Davy gained much of the credit. He quickly developed a reputation as the country's top political organiser. Soon, however, rifts began to emerge between Davy and the Reform Party. As the country's economic situation worsened, the Reform Party began to adopt more radical measures to address the problem – Davy condemned the measures as "socialistic". He also made enemies by allegedly blocking Ellen Melville, who sought the Reform Party candidacy for an Auckland by-election – when Melville lost, she contested the seat as an independent, and split the vote. In late 1926, Davy left the Reform Party, possibly under pressure. He denounced its leadership as "autocratic".

United Party
In the middle of 1927, Davy was contacted by John William Shaw McArthur, an Auckland businessman who shared Davy's view of the government. With financial backing from McArthur, Davy began to lay the foundations of a new political party, eventually dubbed the United New Zealand Political Organisation. He was assisted by the fact that he still retained membership and contact lists from the Reform Party, enabling him to draw away Reform supporters who were sympathetic to his cause. In November, Davy's organisation merged with two factions of the collapsing Liberal Party, led by George Forbes and Bill Veitch – the new organisation was named the United Party. When a leadership clash between Forbes and Veitch loomed, Davy arranged for Joseph Ward, a former Liberal premier, to take the position as a compromise candidate.

In the 1925 election, Davy ran a strong campaign for the United Party. The party performed well, managing to win the same number of seats as the Reform Party. However, neither United nor Reform had enough strength to govern alone – the Labour Party held the balance of power. United managed to secure Labour's support, and formed a government, but Davy was displeased at this development – far from fighting the left-wingers, United was now dependent on their support, and was implementing many of the same policies that had caused Davy to quit Reform. Davy came to believe that as long as United and Reform remained enemies, the left would hold the balance of power, and would therefore be able to dictate terms. As such, Davy began to advocate an "anti-socialist" grand coalition between United and Reform, hoping to shut the left out altogether. In early 1930, Davy publicly attacked Ward, accusing him of authoritarianism and of caving in to Labour's demands too readily. Shortly afterwards, he was dismissed from the party.

Reform Party again
Later in 1930, Davy rejoined the Reform Party, believing that United had become corrupted by its alliance with Labour. Shortly afterwards, the agreement between United and Labour collapsed, and United and Reform agreed to the grand coalition that Davy had proposed. Despite the new alliance, however, the government did not significantly back away from its existing approach to the country's economic problems. As such, Davy was still not fully behind the government, and he gave assistance to John Ormond, an independent candidate who wished to "reform the Reform Party". However, Davy did not follow Ormond and his allies when later broke from the Reform Party, founding an organisation would evolve into the New Zealand Legion.

Other parties
In 1934, Davy was approached by another Auckland businessman, William Goodfellow. Goodfellow agreed to finance another new party, dedicated to opposing the government's "socialism". The group was named the Democrat Party, and Thomas Hislop, a former Mayor of Wellington, was recruited to be its political leader. Goodfellow later withdrew from the party, saying the Davy's goals were unrealistic and that resources were being spread too finely, but Davy pressed on. In the 1935 election, however, the Democrats failed to win any seats. According to some, the party merely succeeded in splitting the right-wing vote, assisting the Labour Party in its landslide victory.

Davy then briefly left politics, working as a sharebroker and newspaper manager. In 1940, he returned to politics, joining the People's Movement.

In February 1941 part of the People's Movement merged into the National Party (the ultimate conclusion of the United-Reform coalition), and Davy established his own Co-operative Party, but he soon abandoned this and returned to the remnants of the Movement. The later People's Movement or Independent Peoples Group (IPG) organised by Davy stood 25 candidates in the without success, gaining only 7,389 votes (0.89%, provisional count). Davy complained that the election was decided on "strictly party" lines, and said that the effect of the Democratic Labour Party standing was to give six seats to the National Party.

Later life
Finally giving up on politics, Davy returned to business. He also served on the Trade Practices and Prices Commission. He died in Wellington on 13 June 1959.

title: Albert Davy


text:
SIESTA (computer program)

SIESTA (Spanish Initiative for Electronic Simulations with Thousands of Atoms) is an original method and its computer program implementation, to efficiently perform electronic structure calculations and ab initio molecular dynamics simulations of molecules and solids. SIESTA uses strictly localized basis sets and the implementation of linear-scaling algorithms. Accuracy and speed can be set in a wide range, from quick exploratory calculations to highly accurate simulations matching the quality of other approaches, such as the plane-wave and all-electron methods.

SIESTA's backronym is the Spanish Initiative for Electronic Simulations with Thousands of Atoms.

Since 13 May 2016, with the 4.0 version announcement, SIESTA is released under the terms of the GPL open-source license. Source packages and access to the development versions can be obtained from the DevOps platform on GitLab. The latest version Siesta-4.1.5 was released on 4 February 2021.

Features
SIESTA has these main characteristics:
 * It uses the standard Kohn-Sham self-consistent density functional method in the local density (LDA-LSD) and generalized gradient (GGA) approximations, as well as in a non-local function that includes van der Waals interactions (VDW-DF).
 * It uses norm-conserving pseudopotentials in their fully non-local (Kleinman-Bylander) form.
 * It uses atomic orbitals as a basis set, allowing unlimited multiple-zeta and angular momenta, polarization, and off-site orbitals. The radial shape of every orbital is numerical, and any shape can be used and provided by the user, with the only condition that it has to be of finite support, i.e., it has to be strictly zero beyond a user-provided distance from the corresponding nucleus. Finite-support basis sets are the key to calculating the Hamiltonian and overlap matrices in O(N) operations.
 * Projects the electron wave functions and density onto a real-space grid to calculate the Hartree and exchange-correlation potentials and their matrix elements.
 * Besides the standard Rayleigh-Ritz eigenstate method, it allows the use of localized linear combinations of the occupied orbitals (valence-bond or Wannier-like functions), making the computer time and memory scale linearly with the number of atoms. Simulations with several hundred atoms are feasible with modest workstations.
 * It is written in Fortran 95 and memory is allocated dynamically.
 * It may be compiled for serial or parallel execution (under MPI).

SIESTA routinely provides: And also (though not all options are compatible):
 * Total and partial energies.
 * Atomic forces.
 * Stress tensor.
 * Electric dipole moment.
 * Atomic, orbital, and bond populations (Mulliken).
 * Electron density.
 * Geometry relaxation, fixed or variable cell.
 * Constant-temperature molecular dynamics (Nose thermostat).
 * Variable cell dynamics (Parrinello-Rahman).
 * Spin-polarized calculations (collinear or not).
 * k-sampling of the Brillouin zone.
 * The local and orbital-projected density of states.
 * COOP and COHP curves for chemical bonding analysis.
 * Dielectric polarization.
 * Vibrations (phonons).
 * Band structure.
 * Ballistic electron transport under non-equilibrium (through TranSIESTA)

Strengths of SIESTA
SIESTA's main strengths are: The use of a linear combination of numerical atomic orbitals makes SIESTA a DFT code. SIESTA can produce very fast calculations with small basis sets, allowing the computation of systems with thousands of atoms. Alternatively, the use of more complete and accurate bases achieves accuracies comparable to those of standard plane wave calculations, with competitive performance.
 * 1) Flexible accuracy and speed.
 * 2) It can tackle computationally demanding systems (systems currently out of the reach of plane-wave codes).
 * 3) Efficient parallelization.

Implemented Solutions
SIESTA is in continuous development since it was implemented in 1996. The main solutions implemented in the current version are:
 * Collinear and non-collinear spin-polarised calculations
 * Efficient implementation of Van der Waals functional
 * Wannier function implementation
 * TranSIESTA/TBTrans module with any number of electrodes N>=1
 * On-site Coulomb corrections (DFT+U)
 * Description of strongly localized electrons, transition metal oxides
 * Spin-orbit coupling (SOC)
 * Topological insulator, semiconductor structures, and quantum-transport calculations
 * NEB (Nudged Elastic Band) (interfacing with LUA)

Solutions under development

 * GW approximation
 * Time Dependent DFT (TDDFT)
 * Hybrid Functionals
 * Band unfolding
 * Poisson solver in real space

Post-processing tools
Several post-processing tools for SIESTA have been developed. These programs process SIESTA output or provide additional features.

Applications
Since its implementation, SIESTA has been used by researchers in geosciences, biology, and engineering (extending beyond materials physics and chemistry) and has been applied to a large variety of systems including surfaces, adsorbates, nanotubes, nanoclusters, biological molecules, amorphous semiconductors, ferroelectric films, low-dimensional metals, etc.

title: SIESTA (computer program)


text:
User:Stephen1348

You will not stop me.

title: User:Stephen1348


title: File:Mme80.jpg


text: Category talk:1850s Atlantic hurricane seasons


text: Category talk:1840s Atlantic hurricane seasons


text: Category talk:1830s Atlantic hurricane seasons


text: User talk:82.44.212.99

title: User talk:82.44.212.99


text: Category talk:1820s Atlantic hurricane seasons


text: Category talk:1810s Atlantic hurricane seasons


text: Category talk:1800s Atlantic hurricane seasons


text:
Crazy (Simple Plan song)

"Crazy" is a song by Canadian rock band Simple Plan. It was released on October 17, 2005, as the fourth single from their second studio album, Still Not Getting Any... (2004). It became a radio hit in Canada, reaching number eight on the Radio & Records CHR/Pop Top 30 listing, and it entered the top 40 in Australia, the Czech Republic, France, and Sweden. Despite being serviced to US radio, it did not chart.

Music video
The video deals with many social problems in modern society. It starts with self-image issues by showing a woman who seems to want to have plastic surgery. Then it shows depression and self-harm with a scarred female teenager writing hateful messages in her journal. With the lines "parents act like it's world war three" there is a shot of a teenage girl sitting on her bed, presumably the child of the fighting parents. It then shows a group of obese people sitting on a beach. There are a few scenes of a child pretending to shoot a screen and being shot himself, presumably a reference to violence in the media and people's desensitization to it. With the words "rich guys driving big SUVs" there is a scene of an older, well dressed couple laughing and drinking together. Immediately after there is a shot of an older homeless man, showing the wealth disparity in society. Other groups shown in the video include veterans, the elderly, and people of colour. The video starts in black and white, but progressively changes to color.

Track listings
UK CD1 and limited-edition 7-inch single
 * 1) "Crazy" (album version)
 * 2) "I'd Do Anything" (MTV Singapore)

UK CD2
 * 1) "Crazy" (album version)
 * 2) "I'd Do Anything" (MTV Singapore)
 * 3) "Crazy" (music video)
 * 4) "Crazy" (making of)

Australian CD single
 * 1) "Crazy" (album version)
 * 2) "Crazy" (live)
 * 3) "Shut Up!" (MTV Singapore)
 * 4) "I'd Do Anything" (MTV Singapore)

title: Crazy (Simple Plan song)


text:
Talk:Ronald Reagan Washington National Airport station

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text: Category talk:1780s Atlantic hurricane seasons


text:
Talk:Crystal City station (Washington Metro)

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Wikipedia:Articles for deletion/C'DiX

 * The following discussion is an archived debate of the proposed deletion of the article below. Please do not modify it. Subsequent 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 RESULT: Delete -- (drini's page| ☎ ) 01:05, 19 October 2005 (UTC)

C'DiX
Almost contentless, advertising Dl yo ns 493   Ta lk  22:53, 8 October 2005 (UTC)
 * delete not a very good ad if it is one, but no assertion of notability and almost no content. — brighterorange  (talk) 23:14, 8 October 2005 (UTC)
 * Delete per nom. Possibly speedy because it lacks context. Andrew pmk | Talk 23:28, 8 October 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/C'DiX