title: Chester-Bethel Church

abstract: Chester-Bethel Methodist Church is a Methodist church built in 1873 in Wilmington, Delaware, United States. The congregation, which dates to 1780 is the oldest Methodist congregation which has continuously gathered in the state of Delaware.

text:
# Chester-Bethel Church

**Chester-Bethel Methodist Church** is a Methodist church built in 1873 in Wilmington, Delaware, United States. The congregation, which dates to 1780 is the oldest Methodist congregation which has continuously gathered in the state of Delaware.

## History

The roots of this congregation can be traced to Methodist pioneer Thomas Webb, who visited the area to spread the message of his faith. Inspired by his message, a local society of Methodists was formed circa 1775. The first church built in 1780 was a log meeting house built on land donated by Robert Cloud and was known as Cloud's chapel. The log building was torn down and replaced in 1799 by a stone church which became known as Bethel Methodist Episcopal Church.

Francis Asbury, an early American Methodist, is known to have preached at Chester-Bethel in 1809 and 1810.

There was a dispute in the Chester-Bethel congregation when the pastor purchased hymnals and organized a choir. The older Methodists saw this as a return to the practices of the Church of England from which the Methodist Church had split. The dispute ultimately caused part of the congregation to leave in the late 1840s and form Siloam United Methodist Church in Bethel Township, Delaware County, Pennsylvania.

In 1873, a new serpentine stone and brick church was built and named Chester-Bethel to commemorate the previous Bethel church and the Chester preaching circuit to which the church belonged. A new parsonage was built in 1913, Fellowship Hall in 1953 and a new sanctuary in 1972.

The 1873 built serpentine and brick church is currently used as a thrift shop.

## Notable burials

* Thomas J. Clayton – President Judge of the Thirty-Second Judicial District of Pennsylvania

## InfoBox

| Chester-Bethel United Methodist Church | |
| --- | --- |
|  | |
|  | |
| 39°49′55″N 75°30′00″W / 39.832064°N 75.499887°W / 39.832064; -75.499887 | |
| Location | 2619 Foulk Road, Wilmington, Delaware 19810 |
| Country | United States |
| Denomination | United Methodist Church |
| Website | www.chesterbethel.org/index.html |
| Architecture | |
| Functional status | Active |
| Completed | 1873 |
| Clergy | |
| Priest(s) | Rev. Karen Hoff |


title: Dyschloropsis

abstract: Dyschloropsis is a genus of moths in the family Geometridae.

text:
# Dyschloropsis

***Dyschloropsis*** is a genus of moths in the family Geometridae.

## Species

## InfoBox

| *Dyschloropsis* | |
| --- | --- |
|
| Scientific classification | |
| Kingdom: | Animalia |
| Phylum: | Arthropoda |
| Class: | Insecta |
| Order: | Lepidoptera |
| Family: | Geometridae |
| Subfamily: | Geometrinae |
| Tribe: | Hemitheini |
| Genus: | ***Dyschloropsis***<br>Warren, 1895 |
|


title: Red-billed pigeon

abstract: The red-billed pigeon is a relatively large, robust species of pigeon. Its breeding range extends from southern Texas, United States, to Costa Rica. It is primarily found throughout coastal and lowland areas of Mexico and Central America. It belongs to a clade of Patagioenas which generally lack iridescent display plumage, except some vestiges in the pale-vented pigeon.

text:
# Red-billed pigeon

The **red-billed pigeon** (***Patagioenas flavirostris***) is a relatively large, robust species of pigeon. Its breeding range extends from southern Texas, United States, to Costa Rica. It is primarily found throughout coastal and lowland areas of Mexico and Central America. It belongs to a clade of *Patagioenas* which generally lack iridescent display plumage, except some vestiges in the pale-vented pigeon.

## Description

Red-billed pigeons have largely dark, slate-gray plumage with a more maroon, though sometimes described as purple, head, neck, and wing coverts. They have pale red eyes with an orange orbital ring, along with a red bill with a yellow tip. Noticeably, they don't have iridescent collar plumage. A blue-gray belly and tail coverts, as well as a less brown back, distinguish it from most other species., such as the Ruddy Pigeon and Short-billed Pigeon. The only noticeable difference between males and females is that the females have a duller colored head and neck. Juveniles are often even more dull in color and have dark and dusky shoulders, as well as a more brown mantle and wings.

Compared to other birds, they are a more mid-to-large sized bird, growing to be between 30 and 37 cm (12-15 in.) in length and a weight of 230–425 g (8.1–15.0 oz).

Red-billed pigeons have a very distinctive call, described to be a long, high-pitched call consisting of a *coooo* followed by three c*uk-c'-c'-coo* notes. It follows an ascending sound. When taking off, the birds' wings create a noticeable clapping noise.

## Distribution and habitat

Red-billed pigeons are common throughout dry forests in primarily coastal Mexico and Central America, most common in Rio Grande, though still an uncommon find during summertime. They can sometimes be found in Southern Texas, with a declining population. In almost all areas, they are rare to see during the winter.

Red-tailed pigeons have four reported subspecies:

* *restricta*, W Mexico, from WC Sonora to Sinaloa (van Rossem 1930)
* *madrensis*, Tres Marías Island (off WC Mexico) (Nelson 1898)
* *flavirostris*, lower lower Rio Grande Valley in Texas through SE Sonora, Sierra Madre in Chihuahua, and San Luis Potosí S to Nicaragua and E Costa Rica (Wagler 1831)
* *minima,* lowlands of Costa Rica about Gulf of Nicoya (Carriker 1910)

Habitat can vary. Red-billed pigeons are most notably in dry woods and along riverside wetland areas.

## InfoBox

| Red-billed pigeon | |
| --- | --- |
|  | |
| Conservation status | |
|
Least Concern  (IUCN 3.1) | |
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Animalia |
| Phylum: | Chordata |
| Class: | Aves |
| Order: | Columbiformes |
| Family: | Columbidae |
| Genus: | *Patagioenas* |
| Species: | ***P. flavirostris*** |
| Binomial name | |
| ***Patagioenas flavirostris***
(Wagler, 1831) | |
|
|  | |
| Synonyms | |
| *Columba flavirostris* Wagler, 1831 | |


title: Leopold Tritsch

abstract: Leopold Tritsch was a Romanian footballer who played as a defender. His brother, Oscar Tritsch was also a footballer, they played together at Brașovia Brașov and Romania's national team.

text:
# Leopold Tritsch

**Leopold Tritsch** was a Romanian footballer who played as a defender. His brother, Oscar Tritsch was also a footballer, they played together at Brașovia Brașov and Romania's national team.

## International career

Leopold Tritsch played two friendly matches for Romania, making his debut together with his brother, Oscar on 26 October 1923 under coach Constantin Rădulescu in a 2–2 against Turkey. His second game was a 4–1 loss against Austria. He was also part of Romania's 1924 Summer Olympics squad.

## InfoBox

Leopold Tritsch
| Personal information | | | |
| --- | --- | --- | --- |
| Position(s) | Defender | | |
| Senior career\* | | | |
| Years | **Team** | **Apps** | **(Gls)** |
| 1923–1925 | Brașovia Brașov |  |  |
| International career | | | |
| 1923–1924 | Romania | 2 | (0) |
| \*Club domestic league appearances and goals | | | |


title: Cireșu, Brăila

abstract: Cireşu is a commune located in Brăila County, Muntenia, Romania. It is composed of five villages: Batogu, Cireșu, Ionești, Scărlătești and Vultureni.

text:
# Cireșu, Brăila

**Cireşu** is a commune located in Brăila County, Muntenia, Romania. It is composed of five villages: Batogu, Cireșu, Ionești, Scărlătești and Vultureni.

## Batogu

Batogu, now a village of Cireșu, was a separate commune until 1968. The Batogu manor, built in the 1850s, was the seat of the Filotti family until 1947. Maria Filotti was born here in 1883.

## InfoBox

| Cireșu | |
| --- | --- |
| Commune | |
| Location in Brăila County | |
| CireșuLocation in Romania | |
| Coordinates: 45°0′2″N 27°26′54″E / 45.00056°N 27.44833°E / 45.00056; 27.44833 | |
| Country | Romania |
| County | Brăila |
| Subdivisions | Batogu, **Cireșu**, Ionești, Scărlătești, Vultureni |
| Population (2021-12-01) | 2,467 |
| Time zone | EET/EEST (UTC+2/+3) |
| Vehicle reg. | BR |


title: Cedar Rapids and Iowa City Railway

abstract: The Cedar Rapids and Iowa City Railway, also known as the CRANDIC, is a Class III railroad operating in the US state of Iowa. The CRANDIC currently operates 60 miles (97 km) of main line and more than 40 miles (64 km) of yard trackage in four east central Iowa counties. The Cedar Rapids and Iowa City Railway employs 90 individuals. 100,000 car loads of traffic are handled each year on the CRANDIC. The largest customers include Alliant Energy, Archer Daniels Midland, Cargill, International Paper's Cedar River mill, and Ingredion Products.

text:
# Cedar Rapids and Iowa City Railway

The **Cedar Rapids and Iowa City Railway** (reporting mark **CIC**), also known as the **CRANDIC**, is a Class III railroad operating in the US state of Iowa.

The CRANDIC currently operates 60 miles (97 km) of main line and more than 40 miles (64 km) of yard trackage in four east central Iowa counties. The Cedar Rapids and Iowa City Railway employs 90 individuals. 100,000 car loads of traffic are handled each year on the CRANDIC. The largest customers include Alliant Energy, Archer Daniels Midland, Cargill, International Paper's Cedar River mill, and Ingredion Products.

## History

The CRANDIC began operations in 1904, providing interurban service between Cedar Rapids, Iowa, and Iowa City, Iowa. In 1914, a line extending to Lisbon, Iowa, was completed but was abandoned in 1928. In 1939, the CRANDIC purchased six high-speed light weight interurban cars (Red Devils) from the recently abandoned Cincinnati and Lake Erie Railroad interurban, leading to the popular saying "Swing and Sway the CRANDIC Way", referring to the motion caused by high-speed running on the CRANDIC's uneven track. For similar reasons, it was also known as the "Vomit Comet". In 1953, the railroad ran its last passenger train, a charter by railfans.

While freight was important to the CRANDIC in the early years, it was better known for its passenger interurban operations. In 1952, the line operated 12 trains in each direction per day (8 on Sundays), & the journey took 47–58 minutes. Operating hours were from 5am (8/9am Sundays) to 12/1am (1/2am Monday mornings). After passenger operations were discontinued in 1953, freight became the primary source of traffic for the CRANDIC. At the same time, the electric-powered locomotives were replaced with diesel-electric models. The customer base in Cedar Rapids continued to expand with the population in the area. In 1980, with the demise of the Milwaukee Road, CRANDIC purchased the Cedar Rapids to Homestead, Iowa, portion of the Milwaukee. Also in that year, an Iowa City to Hills, Iowa portion of the former Chicago, Rock Island and Pacific Railroad was acquired by the CRANDIC. In 1996, a large locomotive and car shop was built in the southwest side of Cedar Rapids as a replacement for the original Rockford Road facility.

In late 2004, the CRANDIC chose to concentrate on its major focus, switching customers along its rail lines. A daily road freight between Cedar Rapids and Iowa City previously operated by the CRANDIC was turned over to the Iowa Interstate Railroad in August 2004. In 2005, *Railway Age* magazine named the CRANDIC its Short Line Railroad of the Year. Also in 2005, CRANDIC opened its third shop complex. The newest shops are located on the site of the original CRANDIC shops. The previous shops complex was sold to Archer Daniels Midland (ADM) for use as a railcar cleaning and repair shop for ADM's large fleet of rolling stock.

In 2013, CRANDIC took delivery of 8 new L4-1500XD-M switcher locomotives built by RELCO in Albia, Iowa. Each locomotive was mated to a slug unit; due to the railroad's tight curves, constructed when the railroad was still an interurban, six-axle locomotives cannot be employed. The locomotives were numbered 201-208 and the slugs were numbered 301-308.

## InfoBox

Cedar Rapids and Iowa City Railway
|  | |
| --- | --- |
| CIC #108, an EMD SW14, in Iowa City, Iowa | |
| Overview | |
| Headquarters | Cedar Rapids, Iowa |
| Reporting mark | CIC |
| Locale | Iowa |
| Dates of operation | 1904 |
| Technical | |
| Track gauge | 4 ft 8+12 in (1,435 mm) standard gauge |
| Electrification | abandoned about 1953 |


title: Bistatic radar

abstract: Bistatic radar is a radar system comprising a transmitter and receiver that are separated by a distance comparable to the expected target distance. Conversely, a conventional radar in which the transmitter and receiver are co-located is called a monostatic radar. A system containing multiple spatially diverse monostatic or bistatic radar components with a shared area of coverage is called multistatic radar. Many long-range air-to-air and surface-to-air missile systems use semi-active radar homing, which is a form of bistatic radar.

text:
# Bistatic radar

**Bistatic radar** is a radar system comprising a transmitter and receiver that are separated by a distance comparable to the expected target distance. Conversely, a conventional radar in which the transmitter and receiver are co-located is called a **monostatic radar**. A system containing multiple spatially diverse monostatic or bistatic radar components with a shared area of coverage is called *multistatic radar*. Many long-range air-to-air and surface-to-air missile systems use semi-active radar homing, which is a form of bistatic radar.

## Types

### Pseudo-monostatic radars

Some radar systems may have separate transmit and receive antennas, but if the angle subtended between transmitter, target and receiver (the bistatic angle) is close to zero, then they would still be regarded as monostatic or **pseudo-monostatic**. For example, some very long range HF radar systems may have a transmitter and receiver which are separated by a few tens of kilometres for electrical isolation, but as the expected target range is of the order 1000–3500 km, they are not considered to be truly bistatic and are referred to as pseudo-monostatic.

### Forward scatter radars

In some configurations, bistatic radars may be designed to operate in a fence-like configuration, detecting targets which pass between the transmitter and receiver, with the bistatic angle near 180 degrees. This is a special case of bistatic radar, known as a **forward scatter radar**, after the mechanism by which the transmitted energy is scattered by the target. In forward scatter, the scattering can be modeled using Babinet's principle and is a potential countermeasure to stealth aircraft as the radar cross section (RCS) is determined solely by the silhouette of the aircraft seen by the transmitter, and is unaffected by stealth coatings or shapings. The RCS in this mode is calculated as σ=4πA²/λ², where A is the silhouette area and λ is the radar wavelength. However, target may vary from place to place location and tracking is very challenging in forward scatter radars, as the information content in measurements of range, bearing and Doppler becomes very low (all these parameters tend to zero, regardless of the location of the target in the fence).

### Multistatic radar

A multistatic radar system is one in which there are at least three components - for example, one receiver and two transmitters, or two receivers and one transmitter, or multiple receivers and multiple transmitters. It is a generalisation of the bistatic radar system, with one or more receivers processing returns from one or more geographically separated transmitter.

### Passive radar

A bistatic or multistatic radar that exploits non-radar transmitters of opportunity is termed a **passive coherent location** system or **passive covert radar**.

Any radar which does not send active electro-magnetic pulse is known as passive radar. **Passive coherent location** also known as PCL is a special type of passive radar, which exploits the transmitters of opportunity especially the commercial signals in the environment.

## Advantages and disadvantages

The principal advantages of bistatic and multistatic radar include:

* Lower procurement and maintenance costs (if using a third-party transmitter).
* Operation without a frequency clearance (if using a third-party transmitter).
* Covert operation of the receiver.
* Increased resilience to electronic countermeasures, as waveform being used and receiver location are potentially unknown.
* Possible enhanced radar cross section of the target due to geometrical effects.
* Separate receiver is very light and mobile, while transmitter can be very heavy and powerful (surface-to-air missile).

The principal disadvantages of bistatic and multistatic radar include:

* System complexity.
* Costs of providing communication between sites.
* Lack of control over transmitter (if exploiting a third-party transmitter).
* Harder to deploy.
* Reduced low-level coverage due to the need for line-of-sight from several locations.

## Geometry

### Angle

The **bistatic angle** is the angle subtended between the transmitter, target and receiver in a bistatic radar. When it is exactly zero the radar is a monostatic radar, when it is close to zero the radar is pseudo-monostatic, and when it is close to 180 degrees the radar is a forward scatter radar. Elsewhere, the radar is simply described as a bistatic radar. The bistatic angle is an important factor in determining the radar cross section of the target.

### Range

**Bistatic range** refers to the basic measurement of range made by a radar or sonar system with separated transmitter and receiver. The receiver measures the time difference of arrival of the signal from the transmitter directly, and via reflection from the target. This defines an ellipse of constant bistatic range, called an iso-range contour, on which the target lies, with foci centred on the transmitter and receiver. If the target is at range *Rrx* from the receiver and range *Rtx* from the transmitter, and the receiver and transmitter are a distance *L* apart, then the bistatic range is *Rrx*+*Rtx*-*L*. Motion of the target causes a rate of change of bistatic range, which results in bistatic Doppler shift.

Generally speaking, constant bistatic range points draw an ellipsoid with the transmitter and receiver positions as the focal points. The **bistatic iso-range contours** are where the ground slices the ellipsoid. When the ground is flat, this intercept forms an ellipse. Note that except when the two platforms have equal altitude, these ellipses are not centered on the specular point.

### Doppler shift

**Bistatic Doppler shift** is a specific example of the Doppler effect that is observed by a radar or sonar system with a separated transmitter and receiver. The Doppler shift is due to the component of motion of the object in the direction of the transmitter, plus the component of motion of the object in the direction of the receiver. Equivalently, it can be considered as proportional to the **bistatic range rate**.

In a bistatic radar with wavelength *λ*, where the distance between transmitter and target is *Rtx* and distance between receiver and target is *Rrx*, the received bistatic Doppler frequency shift is calculated as:

$$f=-{\frac {1}{\lambda }{\frac {d}{dt}(R\_{tx}+R\_{rx})}}$$

Note that objects moving along the line connecting the transmitter and receiver will always have 0 Hz Doppler shift, as will objects moving around an ellipse of constant bistatic range.

## Imaging

**Bistatic imaging** is a radar imaging technique using bistatic radar (two radar instruments, with one emitting and one receiving). The result is a more detailed image than would have been rendered with just one radar instrument. Bistatic imaging can be useful in differentiating between ice and rock on the surface of a remote target, such as the moon, due to the different ways that radar reflects off these objectswith ice, the radar instruments would detect "volume scattering", and with rock, the more traditional surface scattering would be detected.


title: Vermont's 6th congressional district

abstract: Vermont's 6th congressional district is an obsolete district.

text:
# Vermont's 6th congressional district

**Vermont's 6th congressional district** is an obsolete district.

## History

Only during a single decade (1813 to 1823), did Vermont have six seats in the United States House of Representatives.

For the first four congresses of that decade (the 13th through 16th Congresses, lasting from 1813 through 1821), Vermont's six members of the House were elected at-large. For the 17th and final Congress of that apportionment (lasting from 1821 through 1823), Vermont elected its representatives from geographical districts. After the 1820 United States census, Vermont lost one seat and went back to at-large members.

Vermont has not had six seats since 1823.

## List of member representing the district

| Member | Party | Term | Cong
ress | Electoral history | Location |
| --- | --- | --- | --- | --- | --- |
| District established March 4, 1821 | | | | | |
|
**John Mattocks**
(Peacham) | Democratic-Republican | March 4, 1821 –
March 3, 1823 | 17th | Elected in 1820.
Redistricted to the at-large district and lost re-election. |  |
| District dissolved March 3, 1823 | | | | | |

1. Wiley, Edgar J. (1917). *Catalogue of Officers and Students of Middlebury College*. Middlebury, VT: Middlebury College.

## Cite Book

## InfoBox

| Vermont's 6th congressional district | |
| --- | --- |
| *Obsolete district* | |
| Created | 1813 |
| Eliminated | 1823 |
| Years active | 1813-1823 |


title: The Last Supper (1976 film)

abstract: The Last Supper a 1976 Cuban historical film directed by Tomás Gutiérrez Alea, produced by the Instituto Cubano del Arte y la Industria Cinematográficos (ICAIC) and starring Nelson Villagra as the Count.

text:
# The Last Supper (1976 film)

***The Last Supper*** (Spanish: *La última cena*) a 1976 Cuban historical film directed by Tomás Gutiérrez Alea, produced by the Instituto Cubano del Arte y la Industria Cinematográficos (ICAIC) and starring Nelson Villagra as the Count.

## Synopsis

The film tells the story of a pious Havana plantation owner in the 1790s, during Cuba's Spanish colonial period. The plantation owner decides to recreate the Biblical Last Supper using twelve of the slaves working in his sugarcane fields, with himself as Christ. Whilst they eat and drink, he also feeds them religious rhetoric and attempts to instruct them in the workings of Christianity. He promises them a day off for the following Good Friday and commits to freeing one of the slaves. However, when these promises are not held up the next day, the slaves rebel. The slaves are then hunted down and killed by their master, all except one who escapes.

## InfoBox

| The Last Supper | |
| --- | --- |
| Directed by | Tomás Gutiérrez Alea |
| Screenplay by | Tomás González
María Eugenia Haya
Tomás Gutiérrez Alea |
| Produced by | ICAIC |
| Starring | Nelson Villagra
Silvano Rey Jose Antonio Rodriguez
Luns Alberto Garcia
Samuel Claxton
Mario Balmaseda |
| Cinematography | Mario García Joya |
| Edited by | Nelson Rodríguez |
| Music by | Leo Brouwer |
| Release dates | * December 1976 (1976-12) (Spain) * October 1977 (1977-10) (USA) * November 1977 (1977-11) (Cuba) |
| Running time | 120 mins |
| Country | Cuba |
| Language | Spanish |


title: Cheshire Lines Committee

abstract: The Cheshire Lines Committee (CLC) was formed in the 1860s and became the second-largest joint railway in Great Britain. The committee, which was often styled the Cheshire Lines Railway, operated 143 miles (230 km) of track in the then counties of Lancashire and Cheshire. The railway did not become part of the Big Four during the implementation of the 1923 grouping, surviving independently with its own management until the railways were nationalised at the beginning of 1948. The railway served Liverpool, Manchester, Stockport, Warrington, Widnes, Northwich, Winsford, Knutsford, Chester and Southport with connections to many other railways.

text:
# Cheshire Lines Committee

The **Cheshire Lines Committee** (CLC) was formed in the 1860s and became the second-largest joint railway in Great Britain. The committee, which was often styled the **Cheshire Lines Railway**, operated 143 miles (230 km) of track in the then counties of Lancashire and Cheshire. The railway did not become part of the *Big Four* during the implementation of the 1923 grouping, surviving independently with its own management until the railways were nationalised at the beginning of 1948. The railway served Liverpool, Manchester, Stockport, Warrington, Widnes, Northwich, Winsford, Knutsford, Chester and Southport with connections to many other railways.

## Formation

The Cheshire Lines Committee evolved in the late 1850s from the close working together of two railways, the Manchester, Sheffield and Lincolnshire Railway (MS&LR) and the Great Northern Railway (GNR); this was in their desire to break the near monopoly on rail traffic held by the London and North Western Railway (LNWR) in the Southern Lancashire and Northern Cheshire areas. The CLC operated in an area which included the rapidly growing major cities of Manchester and Liverpool, the developing Lancashire coal fields and the growth of the Mersey's seaborne trade.

In 1857, the GNR and MS&LR arranged to work closer together. The MS&LR had just come out of an unhappy alliance with the LNWR and the GNR was motivated by the opportunity to gain access to Manchester, via the MS&LR route from Retford. A joint MS&LR/GNR service between Manchester London Road and London Kings Cross was provided and the arrangements were formalised by Parliament in the Great Northern and Manchester, Sheffield & Lincolnshire Traffic Arrangements Act 1858 (21 & 22 Vict. c. cxiii).

Relations between the LNWR and MS&LR companies were never strong, but they deteriorated in 1859 when the MS&LR supported several new railways in the Manchester area; two of which, the Cheshire Midland (incorporated 14 June 1860) and the Stockport & Woodley Junction (incorporated 15 May 1860) were to form part of the initial CLC.

In 1860, the MS&LR was interested in three additional bills that would extend its influence towards Liverpool and Chester; they were the Garston & Liverpool (incorporated 17 May 1861), the Stockport, Timperley & Altrincham Junction (incorporated 17 May 1861) and the West Cheshire (incorporated 11 July 1861). Unfortunately, the MS&LR was unable to fund the building of these railways by itself.

The shortage of funds led to a variety of negotiations, including the potential of a merger with the GNR, but eventually an agreement was reached on 11 June 1862 between the MS&LR and the GNR. The arrangement was for the establishment of a joint committee to regulate and work traffic on four of the railways already authorised but not yet open. The lines were:

| Great Northern Railway (Cheshire Lines) Act 1863 | |
| --- | --- |
| Act of Parliament | |
| Parliament of the United Kingdom | |
| Citation | 26 & 27 Vict. c. cxlvii |
| Text of statute as originally enacted | |

Each company was to provide an equal amount of capital and four representatives to the joint management committee. This arrangement was confirmed by the **Great Northern Railway (Cheshire Lines) Act 1863** (26 & 27 Vict. c. cxlvii); this was the first official use of *Cheshire Lines* and at the time it was entirely appropriate as the majority of the lines involved were in Cheshire. This act had not, however, formally set up a separate legal body, providing instead for the two companies to manage and work the four railways through their existing structures.

In 1861, the two partners, MS&LR & GNR, had been authorised by the Garston & Liverpool Railway Act 1861 (24 & 25 Vict. c. xxxv) to construct the Garston and Liverpool Railway which made an end-on connection with the St Helens Canal and Railway Company at Garston Dock. This line opened on 1 June 1864 and ran for 3 miles 73 chains (6.3 km) to a terminus at Liverpool Brunswick. This terminus station was only in use from 1864 to 1874, when it was superseded by Liverpool Central, but it did have an extended life as a goods station. The act included a short (26 chains (520 m)) line to connect a goods station, Wavertree Road (later Wavertree and Edge Hill), to the LNWR at Edge Hill and running powers from there to Garston.

Included within this act were running powers between Garston Dock and Timperley Junction using the lines of the LNWR through Widnes, Warrington and Lymm. and then the Manchester, South Junction and Altrincham Railway (MSJ&AR) through to Manchester. The jointly administered lines at this time were known as *The Liverpool, Garston & Cheshire Railways*.

Liverpool Brunswick station was inconveniently situated near the Southern docks, a good distance from the city centre. This necessitated the railway to transport passengers and their goods by omnibus into the city centre. To rectify this, the partners applied to build an extension railway and this resulted in the building of a difficult line, mainly in tunnels, to a new Central Station, with powers granted by the Liverpool Central Station Railway Act 1864 (27 & 28 Vict. c. ccxc).

The Midland Railway (MR) secured a route into Manchester city centre in 1862 and they began to look at options to secure traffic to the west of Manchester and particularly into Liverpool. This led to their associating with the MS&LR and GNR and their partnership working of the lines mentioned above.

| Cheshire Lines Transfer Act 1865 | |
| --- | --- |
| Act of Parliament | |
| Parliament of the United Kingdom | |
| Citation | 28 & 29 Vict. c. cccxxvii |

These lines were brought together under the direct joint ownership of the MS&LR and GNR by the **Cheshire Lines Transfer Act 1865** (28 & 29 Vict. c. cccxxvii). They were:

The act additionally gave powers for the MR to join as an equal partner, which it did in 1866.

The MS&LR's Godley and Woodley Branch Railway was transferred to the CLC by the Cheshire Lines Act 1866 (29 & 30 Vict. c. cccli). This left a small section (27 chains (540 m)) of track between Apethorne Junction and Woodley Junction that still belonged to the Sheffield and Midland Joint Railway, with the CLC having running powers.

| Cheshire Lines Act 1867 | |
| --- | --- |
| Act of Parliament | |
| Parliament of the United Kingdom | |
| Long title | An Act for incorporating the Cheshire Lines Committee, and for authorising that Committee to make a new Road, and for other Purposes. |
| Citation | 30 & 31 Vict. c. ccvii |
| Dates | |
| Royal assent | 15 August 1867 |
| Text of statute as originally enacted | |

The Cheshire Lines Committee was finally authorised, by the **Cheshire Lines Act 1867** (30 & 31 Vict. c. ccvii), as a fully independent organisation with a board formed from three directors from each of the parent companies.

## Manchester to Liverpool

In 1864, Mr Edward Watkin, the MS&LR's chairman, proposed a more direct railway from Manchester to connect with the Garston and Liverpool Railway; this was mainly on the grounds that the existing arrangements for *running powers* on LNWR lines were inadequate. He had a point, as the lines were being used by three companies and had several curves that needed careful, and therefore slow, negotiation; there were 95 level-crossings and 60 or more signals in each direction.

This proposal was made in the name of the MS&LR only, but Mr Watkin solicited support from the other CLC partners as it was in their interest, because of a competing potential alliance between the Lancashire and Yorkshire Railway (L&YR) and the Great Eastern Railway (GER). This proposal led to the Manchester, Sheffield and Lincolnshire Railway (Extension to Liverpool) Act 1865 (28 & 29 Vict. c. ccclxxviii); this act was subsequently amended by the Manchester, Sheffield and Lincolnshire Railway (New Lines) Act 1866 (29 & 30 Vict. c. cxcii) which altered the route slightly.

The result was two lines:

* one from Cornbrook, near Old Trafford in Manchester, where a connection was made with the MSJ&AR to a junction with CLC (former Garston and Liverpool Railway) line near Cressington;
* the second from a junction with the first line at Glazebrook to a new junction, Skelton junction, with the CLC (former Stockport, Timperley & Altrincham Junction Railway) near Timperley.

The other alteration to the route, promulgated under the 1866 act, was as the result of Warrington residents agitating to have the railway come closer to the town centre. The 1865 plan had Warrington station positioned to the north on the *straight route*, halfway between Padgate and Sankey stations in a direct line; this would have been about 1,000 yards (910 m) further from the town. A loop was constructed into the town and Warrington Central and goods yard was constructed on it. The loop and station opened in 1873; the direct route, otherwise known as the *Warrington avoiding line*, was not opened until 1883. In 1897 an impressive two-storey brick goods warehouse was built in the goods yard, superseding an earlier smaller structure.

A further MS&LR act, the Manchester, Sheffield and Lincolnshire Railway (Liverpool Extension) Act 1866 (29 & 30 Vict. c. cxci), then formally transferred these lines into the CLC.

The direct line to Liverpool Brunswick was opened in 1873 and, from then, the CLC used this more direct route between Manchester London Road and Liverpool Brunswick. The route was further improved when Liverpool Central station opened on 1 March 1874, bringing trains into the city centre. The station was situated on Ranelagh Street on the edge of the city centre and was a much grander station of three stories with a large arched roof and six platform faces. At the same time as Central opened, Brunswick closed to passenger traffic; it became a goods station and a much larger warehouse was built around the original station building. The building was so large, about 300 by 500 feet (91 m × 152 m), it was long enough to write the owners names in full *Great Northern, Manchester Sheffield & Lincolnshire and Midland Railways*.

In 1879, a connection was made from the direct line to the expanding town of Widnes; the Widnes loop line ran from a junction between Sankey and Farnworth to the south, through Widnes Central and back to join the direct line at Hough Green. The line was jointly owned by the MS&LR and the MR; the CLC ran a passenger service on the line. The loop line closed in 1964.

The building of the Manchester Ship Canal resulted in two diversions of the line in order to cross the canal at a high level on fixed bridges. The first was at Irlam where a diversion was constructed to the south of the original line and a new station was constructed, both the old route and the diversion were operational from 9 January 1893 to 27 March 1893 when the original route closed. The second diversion was between Glazebrook and West Timperley where both intermediate stations, Cadishead and Partington, were rebuilt on raised lines either side of the ship canal. Both routes were operational from 27 February 1893 to 29 May 1893 when the original route closed.

## Extension to Chester

The Chester and West Cheshire Junction Railway Company had been incorporated in 1865 to construct railways from Mouldsworth to Mickle Trafford and onto Chester Northgate, with a junction at Mickle Trafford connecting to the Birkenhead Railway.

This was a natural extension of the CLC network and indeed authorised, albeit by a different company, what the West Cheshire Railway had applied, and failed, to do in 1861. It brought access to the county town of Chester, an important tourist centre and gateway to North Wales to the expanding network. The Chester and West Cheshire Junction Railway Company was transferred into the CLC on 10 August 1866.

Construction work did not start straight away, being delayed by contractual negotiations until 1871. The route was 7 miles 43 chains (12.1 km) of double track with 23 bridges. There were intermediate stations at Tarvin & Barrow and Mickle Trafford. The railways, but not the junction with the Birkenhead Railway, opened for goods traffic on 2 November 1874 and for passengers on 1 May 1875. The junction at Mickle Trafford was made in 1875 to enable traffic between the CLC and Chester General but it was not used due to a dispute. The CLC ran five trains in each direction daily between Manchester Oxford Road which was a MSJ&AR station and Chester Northgate.

## Improvements in Manchester

The direct route to Liverpool, and into Liverpool Central station from 1874, allowed an increased density of service with sixteen trains in each direction. These trains left Manchester London Road using the Manchester, South Junction and Altrincham Railway (MSJ&AR) as far as Cornbrook, then crossing onto the CLC direct line. It was recognised early on that the additional services were going to cause congestion at the Manchester end of the line; at this time, London Road station had been expanded and effectively divided into several stations. The main station was split in half: one half for the LNWR and the other for the MS&LR, which it shared with the Midland Railway. The third section of the station was the MSJ&AR platform area, adjacent to the main station; these platforms were used as the terminus for passenger services, but the lines also provided a through connection for freight from Lancashire to Yorkshire.

Initially, the CLC obtained powers, in the Cheshire Lines Act 1872 (35 & 36 Vict. c. lvii), to build a new line 1 mile 20 chains (2.0 km) long from Cornbrook into Manchester, *with all proper stations, approaches, works and conveniences connected therewith,* terminating on the southern side of Windmill Street.

This brought the CLC right into Manchester city centre and a temporary station, Manchester Free Trade Hall station, was opened on 9 July 1877. This station was a modest affair, with two platforms and two intermediate tracks, but it enabled the CLC to introduce an improved hourly express service to Liverpool taking 45 minutes which attracted passengers.

Even before the temporary Free Trade Hall station opened, the CLC had been authorised by the Cheshire Lines Act 1875 (38 & 39 Vict. c. xci) to build a permanent stationq; this station, Manchester Central which was opened on 1 July 1880, was immediately adjacent to Free Trade Hall station with its frontage on Windmill Street. This station had two storeys, goods below and passengers above; it had eight platforms, later increased to nine, six of which were covered by an impressive 210 feet (64 m) single span roof, the other two were protected by an awning on the side of the shed. Most of the station facilities, including the booking office and waiting rooms, were of wooden construction, being intended for temporary use but they lasted until the station's eventual closure in 1969.

When Central opened in 1880, the Free Trade Hall station closed to passengers and was converted to a goods station; it had another warehouse added in 1882.

The Great Northern Railway (GNR) opened a goods warehouse adjacent to the former Free Trade Hall station, between it and Deansgate; the warehouse and its connecting line opened in 1898. The GNR worked goods trains into it from Colwick, using running powers over the Midland from Codnor Park Junction.

## Midlands connection

The Manchester South District Railway (MSDR) was originally promoted by a group of local landowners, supported by the Midland Railway (MR), to provide a local railway between Manchester and Alderley. It was incorporated by the Manchester South District Railway Act 1873 (36 & 37 Vict. c. ccxxii), but nothing done by 1875 when the MR proposed that the section north of Stockport should become part of the CLC, thereby providing MR with access to Central.

At about the same time, in 1875, the construction of Manchester Free Trade Hall station was taking place; the authorisation for the permanent Manchester Central station had been obtained and the MS&LR gave notice to the Midland to quit using Manchester London Road station within three years because of the congestion, as the Midland was a partner in the CLC it was natural for them to try to gain access to the new Central.

In 1876, with nothing much happening on the MSDR and the Midland Railway becoming increasing anxious to find station facilities in Manchester, the Midland proposed that the MSDR became a joint railway to be known as the Sheffield and Midland Railway Companies Committee (MS&LR & MR). A condition of the joint railway was equal funding of the capital to build the line; the MS&LR was not forthcoming with their share and the Midland then petitioned for the undertaking to be transferred to its sole ownership, which was accepted. The Act also provided powers for the GNR to share in the enterprise, in which case the line would have transferred to the CLC; this option was not exercised, so it remained a Midland Railway line. The line from Heaton Mersey Junction to Throstle Nest Junction (later Throstle Nest East Junction), on the CLC near Cornbrook, opened on 1 January 1880. The Midland set up local services from Free Trade Hall to Stockport Tiviot Dale of 14 passenger trains each way, plus a daily goods train from Wellington Road goods; there were intermediate stations at Chorlton-cum-Hardy, Withington, Didsbury and Heaton Mersey. On 1 August 1880, MR switched its services from London Road to Manchester Central. When the MR was established at Central, they had 26 departures: the 14 South District local trains; and 12 trains for Derby, Nottingham, Leicester and London.

In 1891, the section from Throstle Nest Junction to Chorlton Junction (the junction with the MS&LR line to Fairfield on the London Road to Guide Bridge route) was transferred to the CLC.

## Expansion on Merseyside

Completion of the direct Manchester to Liverpool line, and the connections to it from Timperley and on to the Midland Railway, provided the partners with access to Liverpool without going through Manchester. The only connection the CLC had with the dock complex on the Mersey was at Brunswick, at the very southern end of the docks. Despite improvements made during the 1870s and 1880s and connections with adjacent docks from 1884, the CLC was not able to compete with other railways in the area for the large freight market. Both the LNWR and the L&YR had better connections to the docks, both in terms of quantity and the quality of which docks they connected to.

To improve this situation, the CLC acquired 23 acres (9.3 ha) of land at Huskisson in north Liverpool. To access this site, several lines were authorised by the Cheshire Lines Act 1874 (37 & 38 Vict. c. clxix). These lines, known locally as the North Liverpool Extension Line, were:

* Halewood to Aintree: facilitated by a north bound triangular junction from the Liverpool Extension Railway between Halewood and Hunts Cross stations to a junction with the East Lancashire section of the L&YR at Aintree. The inside of these junctions provided space for an extensive array of goods sidings.
* Fazakerley to Walton-on-the-Hill and Huskisson: facilitated by a westbound triangular junction from the Halewood to Aintree line above. The inside of these junctions also provided space for another extensive array of goods sidings.

The lines were opened to Aintree Junction and Walton-on-the-Hill on 1 December 1879, with stations at Gateacre for Woolton, Childwall, Old Swan and Knotty Ash, West Derby and Walton-on-the-Hill. The section to Huskisson and Huskisson station, for both passenger and goods trains, opened on 1 June 1880. A passenger service was provided from Liverpool Central to Walton-on-the-Hill, but it proved unpopular and thereafter most services terminated at Gateacre. When Huskisson opened, it too was provided with a passenger service that was even less popular: it was withdrawn on 1 May 1885 and the station closed. The line became known as the Liverpool Loop Line.

Huskisson goods facility became a large complex of warehouses and sidings, including cranes, stablings, cattle pens for up to 2,000 cattle, cotton and grain stores, offices and a turntable. There was a timber yard in Victoria Road and a lairage for a further 1,200 cattle in Foster Street, to cope with the cattle traffic from Ireland; much of which was on its way to Stanley cattle market near Knotty Ash station. A short (30 chains (600 m)) connection was made from Huskisson to Victoria Yard Goods (owned by the Mersey Docks and Harbour Board) and Sandon and Canada Goods railway station (owned by the Midland Railway) in 1882.

The junction with the L&YR was to the north of a further station, Aintree Racecourse which opened on 13 July 1880 (becoming Aintree on 1884). This connection at Aintree provided an additional route onto the CLC for Midland Railway traffic, which had access from the north via Colne and Preston.

The Midland Railway made a connection at Fazakerley to its Langton Dock Branch and goods station in 1885.

The CLC established goods depots over the Mersey in Birkenhead; they opened Shore Road Goods depot on 1 July 1871 to the south of the docks and the East & West Float depot at Duke Street in November 1892 to the north. Neither depot was connected to CLC lines, but were accessed from Helsby over the Birkenhead Railway.

The Mersey Railway completes a link from its former terminus at Liverpool James Street to a new station at Liverpool Central (low-level) on 11 January 1892. The railway did not connect to the CLC lines, but ran to an underground station accessed via steps from the upper station concourse.

## Southport and Cheshire Lines Extension Railway

An extension was connected to the North Liverpool Extension Line at Aintree in 1884; this line ran 14 miles 3 chains (22.6 km) to Southport Lord Street. The line was independent but was operated by the CLC.

## Management

CLC chief offices were originally at 45 Oldhall Street, Liverpool but were transferred in June 1865 to Alexandra Buildings, 19 James Street, Liverpool. They moved to Liverpool Central station when it opened in 1874.

In 1863, the CLC management committee was made up of four representatives each from its founding companies, which were the Manchester, Sheffield and Lincolnshire Railway (MS&LR) and the Great Northern Railway (GNR). The management committee (still at this time just MS&LR and GNR) became direct owners and operators of railways, by the Cheshire Lines Transfer Act 1865. The Cheshire Lines Transfer Act 1865 allowed for the Midland Railway (MR) to become equal partners in the committee and they took up these powers in 1866; the Cheshire Lines Committee was now finally authorised as a fully independent organisation by the Cheshire Lines Act 1867. Now that the CLC had three parent companies, the management was divided by three with each partner having three places.

The committee first met at Manchester on 5 November 1863, where William English was appointed manager; his tenure lasted until 1882. He was succeeded on 1 October 1882 by David Meldrum, who unfortunately died in office in January 1904. In the interim, the committee was managed by Harry Blundell, the Engineer-in-Chief, and Robert Charlton, the Outdoor Superintendent. James Pinion took over in May 1904 and remained manager until 1910, although with reduced responsibilities in his last year before retirement. There followed another interim period, with Charlton and Blundell and the Indoor Assistant, William Oates, running the committee until a new manager, John Edward Charnley, was appointed in August 1911. He had the difficult job of managing the committee through World War I and the 1923 grouping where most railways were *grouped* into one of the *Big Four*.

Charnley was the manager from 1911 to 1922 when he became secretary and manager for three years until he was succeeded, on his death, by his assistant, William Howard Oates in February 1925. Oates also died in office after only a year and was followed by Alfred Percy Ross, who combined the manager's role with that of Chief Engineer for a few years until July 1929. Sidney Burgoyne followed as manager in that December; he had come from the LNER and he returned there in 1932. The committee's last manager also came from the LNER; Gerald Leedham was designated *Acting Manager* from January 1933 until 1936, when he became *Secretary and Manager* until the committee was nationalised at the end of 1947.

## Grouping

The Railways Act 1921 grouped most of Britain's railways into one of the *Big Four*; however, a number of joint lines remained outside the Big Four and continued to be operated jointly by the successor companies. These included the Cheshire Lines Committee and it remained independent with its own management. Its management was still made up of nine directors, three from each parent company, and these companies had been grouped. The Midland was grouped into the London, Midland and Scottish Railway (LMS), while the GNR and MS&LR (by then the Great Central Railway) became part of the London and North Eastern Railway (LNER). This meant the CLC now had six directors from the LNER and three from the LMS.

The CLC continued under this management arrangement through the Second World War until the railways were nationalised under the Transport Act 1947 at the beginning of 1948.

## Stock

Although, in all other respects, the CLC was a complete railway, it did not own any locomotives. Its motive power was provided by the parent companies which, in practice, was the MS&LR, as it had a comparatively close locomotive works at Gorton in east Manchester. The MS&LR charged the CLC a mileage charge for each locomotive hire, depending on whether it was being used for passenger trains or freight. The directors of the other companies argued from the beginning that the CLC should have its own locomotives, as the hire charge was too high; this led to a reduction in the charge but not by enough to satisfy the GNR and MR directors. Eventually, the issue went to arbitration. Arbitration concluded that there was no viable alternative and the MS&LR (later the GCR/LNER) would provide locomotives for CLC needs, albeit at a slightly reduced rate. The other companies would provide their own locomotives for their own through trains.

On the other hand, facilities for locomotives, the engine sheds, were provided by the CLC. Some of these provided facilities for all of the partners, others just for the MS&LR. They were:

| Engine sheds |
| --- |
| Shed name Opened Closed Stabling for: Notes References  Allerton 1882 c1897 MS&LR  Griffiths & Goode(1978), Dyckhoff(1999), Bolger (1984),  Birkenhead 1888 1961 MS&LR sub-shed of Brunswick Dyckhoff(1999), Bolger (1984),  Brunswick 1864 1961 MS&LR, MR  Dyckhoff(1999), Bolger (1984), Pixton(2007),  Chester 1874 1960 MS&LR Originally a sub-shed of Northwich Dyckhoff(1999), Bolger (1984),  Cornbrook 1880 1895 MS&LR  Dyckhoff(1999), Bolger (1984),  Heaton Mersey 1889 1968 MS&LR, MR  Dyckhoff(1999), Bolger (1984), Pixton (2011),  Helsby & Alvanley 1893 1929 MS&LR Sub-shed of Northwich Dyckhoff(1999), Bolger (1984),  Knutsford c1863 c1869 MS&LR  Dyckhoff(1999), Bolger (1984),  Northwich 1869 1968 MS&LR, MR  Dyckhoff(1999), Bolger (1984),  Padgate c1883 c1929 MS&LR  Dyckhoff(1999), Bolger (1984),  Southport 1884 1952 MS&LR Sub-shed of Walton-on-the-Hil Dyckhoff(1999), Bolger (1984),  Stockport Tiviot Dale 1866 1889 MS&LR  Dyckhoff(1999), Bolger (1984),  Trafford Park 1894 1968 MS&LR, MR, GNR Largest shed on the system Dyckhoff(1999), Bolger (1984),  Walton-on-the-Hill 1881 1963 MS&LR, MR,  Dyckhoff(1999), Bolger (1984), Pixton(2007),  Warrington Central by 1893 c1966 MS&LR Sub-shed of Brunswick Dyckhoff(1999), Bolger (1984),  Winsford 1870 1929 MS&LR Sub-shed of Northwich Dyckhoff(1999), Bolger (1984), |

The CLC's only contribution to motive power was the introduction of four Sentinel-Cammell steam railcars that were introduced in 1929; they worked all over the network until were withdrawn in 1941 and scrapped in 1944.

At the company's formation, a small number of coaches were provided by the MS&LR and MR jointly. However, an early management meeting recommended that the company have its own carriage stock and, from 1865, four-wheeled carriages were obtained from the Metropolitan Railway Carriage and Wagon Company Ltd and the Railway Carriage Co. of Oldbury. As new lines opened, more carriages were acquired from the same places, the MS&LR and the Ashbury Railway Carriage & Iron Co.

Six-wheeled carriages were introduced when Manchester Central station opened in 1880 and the company then started to use bogie coaches; some of these lasting into the 1930s. Twelve-wheel bogie coaches were introduced from 1881 and were still being made in 1900; all of these coaches had varying mixtures of first, second and third class up until 1892, when second-class was abolished. Coaches were fitted with vacuum braking from about 1887 and some attempts were made with electric lighting about the same time; electric lighting did not become generally adopted until after 1900, the 1890s had to manage with oil gas.

At first, all CLC coaching stock was of MS&LR design, but from 1900 all three owning railways supplied coaches of their respective designs. In 1904, the Gloucester Railway Carriage and Wagon Company supplied some eight-wheel bogie coaches to the CLC designed by John G. Robinson of the GCR. These were of three types – thirds, third brakes, and lavatory composites. The livery was green, lined in yellow, with the lettering "CLC" at waist level. The last GCR-designed coaches built for the CLC, also designed by Robinson but this time built by the CGR at Dukinfield, were for the Liverpool-Manchester expresses, and consisted of nine five-coach trains.

The CLC had a total of 407 coaches in 1902 and 580 in 1923. New articulated stock was introduced in 1937, designed by Nigel Gresley and with a teak finish, for the Liverpool to Manchester service; they were in two trains each of four twins. The number of coaches seems to have been rationalised by 1938, with only a total of 284 coaches.

Similarly, the CLC had its own fleet of wagons, which were painted a pale lead grey for the bodywork, with black running gear and white lettering. There were 4,419 freight vehicles and 91 service vehicles at the end of 1922. In 1929, it was decided that all CLC wagons, other than brake vans and service stock, should be shared between the LMS, which would receive one-third of the wagon fleet, and the LNER, which would receive two-thirds. The transfers took place at the start of 1930, and the LNER was apportioned a total of 2740 wagons, of which: 1936 were open wagons; 551 were covered goods vans; 108 were bolster wagons; 104 cattle trucks; 27 refrigerator or meat vans; and 14 specially-constructed vehicles. The LNER supplied the CLC with some new brake vans, and these were painted in CLC livery, and lettered "CL".

The CLC also owned some road vehicles – at the end of 1922, there were 90 lorries and 9 buses.

## Legacy

The CLC routes between Liverpool and Manchester and between Manchester and Chester via Northwich survive. Several CLC stations remain in their original form and are listed buildings, such as Widnes, Sankey and Hunts Cross. The CLC warehouse at Warrington is also a listed building, and has been converted to apartments.

Liverpool Central high-level has been demolished with local services on the former CLC line, operated by Merseyrail, running through an underground station on the same site. Main line services run to and from Liverpool Lime Street. Manchester Central closed on 4 May 1969 and is now the Manchester Central Convention Complex.

### Notes

### Acts of Parliament

1. "Great Northern and Manchester, Sheffield & Lincolnshire Traffic Arrangements Act 1858: An Act to authorize the Great Northern and the Manchester, Sheffield, and Lincolnshire Railway Companies to work in common, and for certain other Purposes relating to the Great Northern Railway. Local Act, 21 & 22 Vict. c. cxiii". *UK Parliamentary Archives*. 1858. Retrieved 1 November 2019.
2. "Great Northern (Cheshire Lines) Act 1863: An Act to grant to the Great Northern Railway Company certain Powers with respect to the Stockport and Woodley Junction, Cheshire Midland, Stockport, Timperley, and Altrincham Junction, West Cheshire, and Manchester South Junction and Altrincham Railways; and for other Purposes. Local Act, 26 & 27 Vict. c. cxlvii". *UK Parliamentary Archives*. 13 July 1863. Retrieved 1 November 2019.
3. "Garston & Liverpool Railway Act 1861: An Act to authorize the Construction of a Railway between Garston and Liverpool, and for other Purposes. Local Act, 24 & 25 Vict. c. xxxv". *UK Parliamentary Archives*. 17 May 1861. Retrieved 1 November 2019.
4. "Liverpool Central Station Railway Act 1864: An Act to authorize the Construction of a Railway in the Borough of Liverpool, to be called "The Liverpool Central Station Railway;" and for other Purposes. Local Act, 27 & 28 Vict. c. ccxc". *UK Parliamentary Archives*. 1864. Retrieved 1 November 2019.
5. "Cheshire Lines Transfer Act 1865: An Act to vest in the Great Northern, the Manchester, Sheffield, and Lincolnshire, and the Midland Railway Companies, jointly, the Stockport and Woodley Junction, the Stockport, Timperley, and Altrincham Junction, the Cheshire Midland, the West Cheshire, and the Garston and Liverpool Railways; and for other Purposes with respect to the said Undertakings. Local Act, 28 & 29 Vict. c. cccxxvii". *UK Parliamentary Archives*. 1865. Retrieved 1 November 2019.
6. "Cheshire Lines Act 1866: An Act for granting to the Great Northern Railway Company Running Powers over a Portion of the Newton and Compstall Branch Railway of the Manchester, Sheffield, and Lincolnshire Railway Company; and for authorizing the said Two Companies and the Midland Railway Company to execute certain Works, and for authorizing the Great Northern Railway Company and the Midland Railway Company to become joint Owners with the Manchester, Sheffield, and Lincolnshire Railway Company of that Company's Godley and Woodley Branch Railway; and for transferring to the said Three Companies certain Powers of the Chester and West Cheshire Junction Railway Company; and for other Purposes. Local Act, 29 & 30 Victoria I, c. cccli". *UK Parliamentary Archives*. 1866. Retrieved 5 November 2019.
7. "Cheshire Lines Act 1867: An Act for incorporating the Cheshire Lines Committee, and for authorizing that Committee to make a new Road; and for other Purposes. Local Act, 30 & 31 Vict. c. ccvii". *UK Parliamentary Archives*. 1867. Retrieved 1 November 2019.
8. "MS&LR (Extension to Liverpool) Act 1865: An Act for authorizing the Manchester, Sheffield, and Lincolnshire Railway Company to make a Railway to Liverpool; and for other Purposes. Local Act, 28 & 29 Vict. c. ccclxxviii". *UK Parliamentary Archives*. 1865. Retrieved 2 November 2019.
9. "MS&LR (New Lines) Act 1866: An Act for empowering the Manchester, Sheffield, and Lincolnshire Railway Company, the Great Northern Railway Company, and the Midland Railway Company to make new Lines of Railway in connexion with the Railways authorized by the Manchester, Sheffield, and Lincolnshire Railway (Extension to Liverpool) Act, 1865, and to abandon and divert a Portion of the Line of Railway authorized by that Act, and to stop up and divert a Part of the Duke of Bridgewater's Canal. Local Act, 29 & 30 Vict. c. cxcii". *UK Parliamentary Archives*. 1866. Retrieved 2 November 2019.
10. "MS&LR (Liverpool Extension) Act 1866: An Act for constituting the Great Northern and Midland Railway Companies Joint Owners of the Railway authorized by the Manchester, Sheffield, and Lincolnshire Railway (Extension to Liverpool) Act, 1865; and for other Purposes. Local Act, 29 & 30 Vict. c. cxci". *UK Parliamentary Archives*. 1866. Retrieved 6 November 2019.
11. "Chester and West Cheshire Junction Railway Act 1865: An Act for making and maintaining the Chester and West Cheshire Junction Railway; and for other Purposes. Local Act, 28 & 29 Vict. c. ccxcii". *UK Parliamentary Archives*. 1865. Retrieved 6 November 2019.
12. "Cheshire Lines Act 1872: An Act for conferring further powers on the Cheshire Lines Committee, and upon the three Companies represented upon that Committee; for amending the Acts relating to and making further provision respecting the railways and works belonging to or under the management of the Committee; and for other purposes. Local Act, 35 & 36 Vict. c. lvii". *UK Parliamentary Archives*. 1872. Retrieved 7 November 2019.
13. "Cheshire Lines Act 1875: An Act for conferring further powers on the Cheshire Lines Committee; and for other purposes.Local Act, 38 & 39 Vict. c. xci". *UK Parliamentary Archives*. 1875. Retrieved 13 November 2019.
14. "Manchester South District Railway Act 1873:An Act for making a Railway between Manchester, in the county of Lancaster, and Alderley, in the county of Chester, with Branches therefrom; and for other purposes. Local Act, 36 & 37 Vict. c. ccxxii". *UK Parliamentary Archives*. 1873. Retrieved 15 November 2019.
15. "Midland Railway (Further Powers) Act 1876: An Act for conferring further powers on the Midland Railway Company in relation to their own Undertaking and the Undertakings of other Companies and for raising additional Capital; and for other purposes. Local Act, 39 & 40 Vict. c. ccix". *UK Parliamentary Archives*. 1876. Retrieved 15 November 2019.
16. "Midland Railway (Further Powers) Act 1877: An Act for conferring on the Midland Railway Company further Powers in relation to their own Undertaking and the Undertakings of other Companies; and for other purposes. Local Act, 40 & 41 Vict. c. lxxxvi". *UK Parliamentary Archives*. 1877. Retrieved 15 November 2019.
17. "Manchester, Sheffield & Lincolnshire Railway (Various Powers) Act 1891: An Act to confer further powers on the Manchester Sheffield and Lincolnshire Railway Company in connexion with their Undertaking and the Undertakings of other Companies in which they are jointly interested and to authorise the Manchester South Junction and Altrincham Railway Company to construct a Railway and other works and for other purposes. Local Act, 54 & 55 Vict. c. cxiv". *UK Parliamentary Archives*. 1891. Retrieved 15 November 2019.
18. "Cheshire Lines Act 1874: An Act for enabling the Cheshire Lines Committee to construct certain Branch Lines; for conferring further powers on the Committee and upon the three Companies represented on that Committee; and for other purposes. Local Act, 37 & 38 Vict. c. clxix". *UK Parliamentary Archives*. 1874. Retrieved 16 November 2019.

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48. Mitchell & Smith 2013, diagram IV.
49. Dyckhoff 1999, p. 53.
50. Griffiths & Goode 1978, p. 8.
51. Makepeace, Chris (1988). *Old Ordnance Survey Maps: Manchester (London Road) 1849: Manchester Sheet 34* (Map). 1:1760. Cartography by Ordnance Survey. Alan Godfrey. § Text on reverse. ISBN 978-0-85054-307-0.
52. Dixon 1994, p. 43?.
53. Dixon 1994, p. 21.
54. Butt 1995, p. 153.
55. Dyckhoff 1999, p. 34.
56. Pixton 2007, p. 112.
57. Griffiths & Goode 1978, p. 10.
58. Marshall 1981, p. 19.
59. Dyckhoff 1999, p. 35.
60. "Manchester Central Station 1905: Lancashire CIV.SW Six-inch map". *National Library of Scotland*. Ordnance Survey England and Wales. 1905. Retrieved 7 November 2019.
61. Bolger 1984, p. 14.
62. Casserley 1968, p. 69.
63. Dyckhoff 1999, p. 37.
64. Dyckhoff 1984, p. 9.
65. Awdry 1990, p. 222.
66. Dyckhoff 1984, pp. 8–9.
67. Dyckhoff 1999, p. 38.
68. Griffiths & Goode 1978, p. 12.
69. Dyckhoff 1999, p. 46.
70. Jowett 1989, pp. 57&58.
71. Pixton 2007, p. 37.
72. Pixton 2007, p. 46.
73. Griffiths & Goode 1978, p. 13.
74. Butt 1995, pp. 101, 60, 177, 245 & 240.
75. Lewis, J (6 September 1982). "Cycle track idea for old rail lines". The Guardian (1959–2003). Archived from the original on 17 August 2019. Retrieved 16 November 2019.
76. Bolger 1984, p. 90.
77. Bolger 1984, p. 8.
78. Pixton 2007, pp. 62–63.
79. Jowett 1989, p. 58.
80. Butt 1995, p. 14.
81. Griffiths & Goode 1978, p. 16.
82. Dyckhoff 1999, p. 45.
83. Parkin 1965, p. 11.
84. Bolger 1984, p. 6.
85. Awdry 1990, p. 238.
86. Griffiths & Goode 1978, p. 40.
87. Dyckhoff 1999, p. 23.
88. Dyckhoff 1999, pp. 22–25.
89. Griffiths & Goode 1978, p. 41.
90. "Gerald Leedham OBE: Secretary and Manager, Cheshire Lines Committee". *The National Archives*. Retrieved 12 November 2019.
91. Dyckhoff 1999, pp. 26–28.
92. Griffiths & Goode 1978, p. 29.
93. Dyckhoff 1999, p. 85.
94. Dyckhoff 1999, p. 88.
95. Dyckhoff 1999, pp. 88–89.
96. Griffiths & Goode 1978, p. 14.
97. Bolger 1984, p. 94.
98. Bolger 1984, p. 96.
99. Pixton 2007, pp. 12–13.
100. Bolger 1984, p. 98.
101. Bolger 1984, p. 100.
102. Pixton 2011, pp. 77–80.
103. Dyckhoff 1999, p. 89.
104. Bolger 1984, p. 102.
105. Bolger 1984, p. 104.
106. Bolger 1984, p. 106.
107. Bolger 1984, p. 108.
108. Pixton 2007, pp. 54–55.
109. Bolger 1984, p. 110.
110. Dyckhoff 1999, p. 91.
111. Pixton 2007, p. 14.
112. Dyckhoff 1999, p. 92.
113. Griffiths & Goode 1978, p. 70.
114. Dow 1965, p. 217.
115. Griffiths & Goode 1978, pp. 70–71.
116. Tatlow 1998, pp. 1, 6.
117. Tatlow 1998, p. 1.
118. Tatlow 1998, p. 168.
119. "Official National Rail Maps:Liverpool and Merseyside" (PDF). *National Rail Enquiries*. Retrieved 17 November 2019.
120. "Official National Rail Maps:Greater Manchester" (PDF). *National Rail Enquiries*. Retrieved 17 November 2019.
121. Historic England. "Widnes North railway station (1106340)". *National Heritage List for England*. Retrieved 17 November 2019.
122. Historic England. "Sankey railway station (1230788)". *National Heritage List for England*. Retrieved 17 November 2019.
123. Historic England. "Hunts Cross railway station (1217957)". *National Heritage List for England*. Retrieved 17 November 2019.
124. Historic England. "Cheshire Lines Warehouse, Warrington (1139376)". *National Heritage List for England*. Retrieved 17 November 2019.
125. "Northern Line Rail Services". *Merseytravel*. Retrieved 17 November 2019.
126. Dyckhoff 1999, p. 123.

### Bibliography

## InfoBox

Cheshire Lines Committee
|  | |
| --- | --- |
| 1926 map of CLC | |
| Overview | |
| Locale | Lancashire and Cheshire |
| Dates of operation | 18631947 |
| Predecessors |  |
| Successor | British Railways |
| Technical | |
| Track gauge | 4 ft 8+12 in (1,435 mm) standard gauge |
| Length | 143+14 miles (230.5 km) (1925) |
| Track length | 441 miles 1 chain (709.7 km) (1925) |


title: Chicken & Champagne

abstract: Chicken & Champagne is a split EP by the Huntington Beach, California punk rock band Guttermouth and the Australian band Mach Pelica, released in 2000 by Shock Records. It contains 3 tracks by each band.

text:
# Chicken & Champagne

***Chicken & Champagne*** is a split EP by the Huntington Beach, California punk rock band Guttermouth and the Australian band Mach Pelica, released in 2000 by Shock Records. It contains 3 tracks by each band.

## Track listing

1. "Memories" (Guttermouth)
2. "Australia" (Guttermouth)
3. "Six Foot Party Sub" (Guttermouth)
4. 'Shit Off Your Face" (Mach Pelican)
5. "Annoyed" (Mach Pelican)
6. "Am I Ever Gonna See Your Face Again" (written & originally performed by The Angels)

* Tracks 1-3 performed by Guttermouth
* Tracks 4-6 performed by Mach Pelican

## Performers

### Guttermouth

## Album information

* Record label: Shock Records
* Tracks 1-3 recorded by Donnell Cameron and mixed by Jim Goodwin at Paramount Studios
* Tracks 4 & 5 recorded at Backbeach Studios January 2000, produced by D.W. Norton and Mach Pelican, engineered and mixed by D.W. Norton, and written by Toshi Maeda
* Track 6 recorded at Sing Sing Studio July 1999, engineered and mixed by Christopher Dickie, and written by the Angels

## InfoBox

| Chicken & Champage | |
| --- | --- |
|  | |
| EP (split) by Guttermouth and Mach Pelican | |
| Released | 2000 |
| Genre | Punk rock |
| Label | Shock Records |
| Guttermouth chronology | |
| *11oz.*
(1993) ***Chicken & Champage***
(2000) | |
|  | |
| Mach Pelican chronology | |
| ***The Chicken & Champagne EP***
(2001) | |
|  | |


title: Shilhak-Inshushinak

abstract: Shilhak-Inshushinak I was king of Elam from about 1150 to 1120 BC and a king of the Shutrukid Dynasty. When he replaced his older brother, Kutir-Nahhunte II he became the last great king of Elam. He married the widow of his brother Queen Nahhunte-utu and had 8 children. He waged wars with Babylonia, much like his immediate predecessors. He ruled for thirty years and many inscriptions have remained of him.

text:
# Shilhak-Inshushinak

**Shilhak-Inshushinak I** (Elamite: *Šilḫak-Inšušinak*, meaning "Powered by Inshushinak") was king of Elam from about 1150 to 1120 BC and a king of the Shutrukid Dynasty.

When he replaced his older brother, Kutir-Nahhunte II he became the last great king of Elam. He married the widow of his brother Queen Nahhunte-utu and had 8 children.

He waged wars with Babylonia, much like his immediate predecessors.

He ruled for thirty years and many inscriptions have remained of him.

## Sources

*Hinz, W. (1964). Das Reich Elam*, Kohl-hammer, Stuttgart.


title: Solar Sister

abstract: "Solar Sister" is a song by the American alternative rock band The Posies, released as the second single released from its album Frosting on the Beater in 1993.

text:
# Solar Sister

"**Solar Sister**" is a song by the American alternative rock band The Posies, released as the second single released from its album *Frosting on the Beater* in 1993.

## Lyrics

The song mentions the book *Sister Carrie* by American novelist Theodore Dreiser.

## Track listing

1. "Solar Sister"
2. "Ever Since I Was Alone" (demo version)
3. "Start a Life"

"Ever Since I Was Alone" is from the "Dream All Day" single and "Start a Life" is from the UK "Flavor of the Month" single.

## InfoBox

| "Solar Sister" | |
| --- | --- |
|  | |
| Single by The Posies | |
| from the album  *Frosting on the Beater* | |
| Released | 1993 |
| Recorded | 1993 |
| Genre | Alternative rock |
| Length | 3:20 |
| Label | DGC |
| Songwriter(s) | Ken Stringfellow and Jon Auer |
| Producer(s) | Don Fleming |
| The Posies singles chronology | |
| "Dream All Day"
(1993) "**Solar Sister**"
(1993) | |


title: Celebrated Blazons

abstract: Celebrated Blazons is a live album featuring performances by Cecil Taylor with William Parker and Tony Oxley recorded at the Akademie der Künste in Berlin on June 29, 1990, and released on the FMP label.

text:
# Celebrated Blazons

Professional ratings
| Review scores | |
| --- | --- |
| Source | Rating |
| Allmusic |  |
| *The Penguin Guide to Jazz Recordings* |  |

***Celebrated Blazons*** is a live album featuring performances by Cecil Taylor with William Parker and Tony Oxley recorded at the Akademie der Künste in Berlin on June 29, 1990, and released on the FMP label.

## Reception

Reviewer Thom Jurek wrote, "This date was recorded at the 1990 Workshop of Free Music in Berlin, and the ensemble plays one long, 56-minute improvisation... as formidable players challenge and then unite with one another in a frenetic set of modes, tempos, and atmospheres until they reach a horizon, mutually agreed upon as a point of entering silence. Highly recommended". The authors of The Penguin Guide to Jazz wrote: "Oxley's drumming is a more European flavour than anything Taylor's other regular drummers have created, yet it only serves to emphasize the huge rhythmic resources of the leader's playing. Where \[Andrew\] Cyrille's magnificent breakers would sometimes obscure the keyboard, Oxley's playing – a unique blend of lumpen momentum and detailed percussive colour – reveals more of it. Parker, too, is coming into his own, deflecting off what the others do while speaking his piece. Nearly an hour of music, and, as long as one abandons any narrow construction of the term, it swings."

Michael Rosenstein wrote: "This release captures what has become his finest working trio of recent years... Though there are brief respites at about half, and again about two-thirds of the way through, the surging power of this performance is often unrelenting. This trio release is further proof of Taylor's genius and is a major addition to his phenomenal recent releases." Kevin Whitehead commented: "Oh my – should one listen to this as jazz? Mmmmm, no. They do slide in and out of swing time as they deal with rhythm in many dimensions, and the loosely structured improvising is hot and propulsive, but Oxley's clattering cracked-cymbal timbres don't lend themselves to ching-a-ching. So listen to it as you would rural blues: one phrase or stanza gives rise to the next, in stark stabbing sonorities, as time and form bend to accommodate a line. Do that and you won't get lost."

Brian Morton stated: "*Celebrated Blazons* is another of the great Taylor records, not least because it finds him working with a group... that unmistakably restores his jazz lineage, but takes it off on a rhythmic and harmonic axis at right angles to the classic Lyons/Cyrille partnership. Where Cyrille flowed like the Niger, Tony Oxley plays musical quanta, packets of metrical heat and light that are impossible to count and measure. Where the older group dispensed with a double bass, William Parker provides a rich accompaniment, the most resonant, symphonic playing since the heyday of Richard Davis, who was Eric Dolphy’s favorite bassist for a time"

## Track listing

*All compositions by Cecil Taylor, William Parker & Tony Oxley.* 1. "(3 in one)/Lords Of The House/Deep Water/Realm of the Wilds/3 in one" - 56:40

* Recorded at the Workshop Freie Musik 1986, Akademie der Künste in Berlin, Germany on June 29, 1990

## Personnel

## InfoBox

| Celebrated Blazons | |
| --- | --- |
|  | |
| Live album by Cecil Taylor | |
| Released | 1993 |
| Recorded | June 29, 1990 |
| Venue | Akademie der Künste, Berlin |
| Genre | Free jazz |
| Label | FMP |
| Producer | Jost Gebers |
| Cecil Taylor chronology | |
| *Looking (Berlin Version) Corona*
(1991) ***Celebrated Blazons***
(1993) *2 Ts for a Lovely T*
(1991) | |


title: Solar Sentinels

abstract: The Solar Sentinels was a series of proposed space missions to the Sun. Solar Sentinels was proposed in 2006 in conjunction with other Sun missions, and another simpler proposal was submitted in 2008. It would have studied the Sun during its solar maximum, the last before the beginning of the Orion program. Six spacecraft would have been launched, which would separate into three groups. The Solar Sentinels were proposed to be part of the NASA program Living With a Star.

text:
# Solar Sentinels

The **Solar Sentinels** was a series of proposed space missions to the Sun. Solar Sentinels was proposed in 2006 in conjunction with other Sun missions, and another simpler proposal was submitted in 2008.

It would have studied the Sun during its solar maximum, the last before the beginning of the Orion program. Six spacecraft would have been launched, which would separate into three groups. The Solar Sentinels were proposed to be part of the NASA program Living With a Star.

## Goals

The goals of the Solar Sentinels are:

1. Understand the acceleration and transit of solar energetic particles
2. Understand the initiation and evolution of coronal mass ejections (CMEs) and interplanetary shocks in the inner heliosphere

This mission's driving purpose was that the solar maximum of solar cycle 24 would have been the final one before the first upcoming crewed missions to the Moon and Mars. This was the last chance in 11 years to understand the solar storms and the deadly radiation of a solar maximum.

## Spacecraft

There would have been six spacecraft: four identical spacecraft which would explore the inner heliosphere, one spacecraft which would take its post near Earth, and the final sentinel to trail slowly behind Earth.

### Inner Heliospheric Sentinels

The majority of the sentinels are the Inner Heliospheric Sentinels (IHS), which would observe the Sun at distances of 0.25 AU. This would be a challenge to scientists and engineers working on these probes, as this is one-fourth the distance between the Earth and the Sun. These probes would make *in-situ* measurements of energetic particles and plasma. Instruments to measure X-ray, radio, and neutron emissions would be included. Part of the mission concept includes Venus flybys.

### Near Earth Sentinel

The Near Earth Sentinel (NES) would study the solar corona in UV and visible light.

### Farside Sentinel

The Farside Sentinel (FSS) would study the photospheric magnetic field. As three spacecraft are needed to completely monitor this magnetic field, partnerships with two other spacecraft would be made: NASA's Solar Dynamics Observatory and the European Space Agency's Solar Orbiter.

## Launch

The three Inner Heliospheric Sentinels would have been launched together. The proposed launch dates were 2014, 2015, or 2017. The nominal mission lasts three years, with an extension to five years if possible.

## Cooperation

Several other solar spacecraft would have helped with this mission, such as STEREO, Japan's Hinode, the Solar Dynamics Observatory, and ESA's Solar Orbiter. Ground-based telescopes would also assist the mission. It would have been part of a group of four missions, including the Solar Dynamics Observatory and the Geospace missions (Radiation Belt Storm Probes and Ionosphere-Thermosphere Storm Probes), from the Living With a Star program.


title: Chi Lupi

abstract:
Chi Lupi is a spectroscopic binary star in the constellation of Lupus. It has an apparent visual magnitude of approximately 3.957. The primary star in the binary is a mercury-manganese star of spectral type B9.5V; the secondary is a metallic-lined star of type A2Vm. This system is a proper motion member of the Upper Scorpius sub-group in the
Scorpius–Centaurus OB association,
the nearest such co-moving association of massive stars to the Sun.
The Upper Scorpius subgroup contains thousands of stars with an average age of 11 million years old at mean distances of 145 parsecs.

text:
# Chi Lupi

**Chi Lupi** (**Chi Lup**, **χ Lupi**, **χ Lup**) is a spectroscopic binary star in the constellation of Lupus. It has an apparent visual magnitude of approximately 3.957. The primary star in the binary is a mercury-manganese star of spectral type B9.5V; the secondary is a metallic-lined star of type A2Vm.

This system is a proper motion member of the Upper Scorpius sub-group in the Scorpius–Centaurus OB association, the nearest such co-moving association of massive stars to the Sun. The Upper Scorpius subgroup contains thousands of stars with an average age of 11 million years old at mean distances of 145 parsecs (470 light years).

## InfoBox

χ Lupi
| Observation data
Epoch J2000.0      Equinox J2000.0 (ICRS) | |
| --- | --- |
| Constellation | Lupus |
|
| Right ascension | 15h 50m 57.5376s |
| Declination | −33° 37 37.796 |
| Apparent magnitude (V) | 3.957 |
| Characteristics | |
|
| Spectral type | B9.5V + A2Vm |
|
|
|
|
|
|
|
|
| U−B color index | −0.13 |
| B−V color index | −0.04 |
|
| R−I color index | −0.07 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
| Astrometry | |
|  | |
| **Radial velocity (Rv)** | 5 ± 20 km/s |
| **Proper motion (μ)** | RA: −5.92 mas/yr
Dec.: −24.91 mas/yr |
| **Parallax (π)** | 15.86 ± 0.84 mas |
| **Distance** | 210 ± 10 ly
(63 ± 3 pc) |
|  | |
| Details | |
| χ Lup A | |
| **Mass** | 2.84±0.12 |
| **Radius** | 2.85±0.15 |
| **Luminosity** | 63 |
| **Surface gravity (log *g*)** | 4.08 cgs |
| **Temperature** | 10,200 |
| **Rotational velocity (*v* sin *i*)** | 0 km/s |
| **Age** | 280±30 Myr |
| χ Lup B | |
| **Mass** | 1.94±0.09 |
| **Radius** | 1.75±0.18 |
| **Surface gravity (log *g*)** | 4.2 cgs |
| **Temperature** | 9,200 |
| Other designations | |
| χ Lup, Chi Lupi, Chi Lup, 5 Lupi, 5 Lup, CD−33 10754, CPD−33 3933, FK5 586, GC 21281, HD 141556, HIP 77634, HR 5883, PPM 294334, SAO 207040. | |
| Database references | |
| **SIMBAD** | data |


title: Vermont's congressional districts

text:
# Vermont's congressional districts

The U.S. state of Vermont currently has one congressional district, whose representative in the United States House of Representatives is elected statewide at-large. At one time, however, it had as many as six districts.

## Current district and representative

| Current U.S. representatives from Vermont | | | | | |
| --- | --- | --- | --- | --- | --- |
| District | Member
(Residence) | Party | Incumbent since | CPVI
(2022) | District map |
| At-large |
**Becca Balint**
(Brattleboro) | Democratic | January 3, 2023 | D+16 |  |
|

## Obsolete districts


title: Sheila MacAskill

abstract: Sheila Lennox MacAskill was a Scottish gay rights campaigner who had a pivotal role in decriminalising homosexuality in Scotland. MacAskill was also the first Chairwoman of the Scottish Minorities Group (SMG), the only female executive, and was responsible for establishing their first premises on Sauchiehall Street, Glasgow, in 1977.

text:
# Sheila MacAskill

**Sheila Lennox MacAskill** (1946 – 17 April 2020) was a Scottish gay rights campaigner who had a pivotal role in decriminalising homosexuality in Scotland. MacAskill was also the first Chairwoman of the Scottish Minorities Group (SMG), the only female executive, and was responsible for establishing their first premises on Sauchiehall Street, Glasgow, in 1977.

## Early life

MacAskill declared that she came out of the womb gay, "end of story".

Even though sex between women was not criminalised in law, it was not socially accepted either, making it difficult for women to find each other. In response, MacAskill set up social events for women to meet. At one of these events MacAskill met her lifelong partner, Elizabeth Elliott. Speaking about this, Elizabeth said: "She (Sheila) set up discos in Glasgow for men and women which were absolutely marvellous... Glasgow City Council granted a licence, but at the same time you had one eye on the door because the law had not changed and we could get raided....However, the atmosphere was terrific. Sheila was the DJ and ran themed discos which resulted in a competition to judge best outfits."

## Campaigning

In the 1960s and 1970s there were concerns over the police forces' attitudes to homosexuals. This not only included gay men who were arrested, but those who might be victims of crimes too. In March 1976, when Sheila was National Chairwoman of the Scottish Minorities Group (SMG), she wrote to the chief constables of Scotland's police forces:

"There is a myth among homosexuals that there is no point expecting help from the police if they are robbed or mugged, and one or two unsubstantiated stories being passed around appear to support this view. We would welcome your help in trying to dispel this myth \[ ... \] The situation is complicated by the state of the law on homosexual conduct in Scotland, but we expect that, for example, a burglary of a homosexual's home would be investigated as thoroughly as any other burglary."

MacAskill worked with Derek Ogg to contest the illegality of homosexuality in Scotland. Now no longer in line with England and Wales, where homosexuality was already decriminalised, MacAskill made a submission to the European Commission on Human Rights. She said that attitudes in Scottish society at the time were "calculated to make the homosexual see him or herself in a quite evil and guilty aspect".

She continued: "I am, as a self-avowed homosexual woman, subject to many discriminatory attitudes which effectively applied, can and do inhibit and deny my ability to be a fully participating and integrated member of this Scottish society to which I rightfully belong."

## Death and legacy

By the time the Criminal Justice (Scotland) Act 1980 was amended, MacAskill had developed Lupus and retreated from public life. She died from a stroke and complications at the Queen Elizabeth University Hospital, in 2020. Her significant contribution to advancement of equal rights for gay men and lesbians in Scotland at that time, is a legacy which is still noted today.

1. "Tributes to heroine who changed the face of gay rights in Scotland". *The National*. Retrieved 2022-04-23.
2. "Sheila Lennox Mac Askill". *HeraldScotland*. Retrieved 2022-04-23.
3. "Gay Centre in Sauchiehall St. Glasgow: LGBT History Scotland". *lgbthistoryscotland.org.uk*. Retrieved 2022-04-23.
4. Meek, Jeffrey (2015). *Queer Voices in Post-War Scotland*. London: Palgrave Macmillan. pp. 97–98. ISBN 978-1-349-49552-8.

## InfoBox

| Sheila MacAskill | |
| --- | --- |
| Born | 1946 (1946) |
| Died | 17 April 2020(2020-04-17) (aged 73–74)<br>Glasgow |
| Known for | Scottish gay rights campaigner |


title: Chhoona Hai Aasmaan

abstract: Chhoona Hai Aasmaan is a Hindi television serial that aired on Star One. It is about six Indian air force officers who form a team called the HAWKS. Their duty is to save the country from terrorist attacks.

text:
# Chhoona Hai Aasmaan

***Chhoona Hai Aasmaan*** (transl.*Touch the Sky*) is a Hindi television serial that aired on Star One. It is about six Indian air force officers who form a team called the HAWKS. Their duty is to save the country from terrorist attacks.

## Cast

* Mohammed Iqbal Khan as Flight Lieutenant / Wing Commander Abhimanyu Adhikari (2007–2008)
* Nikhil Arya as Flight Lieutenant / Wing Commander Abhimanyu Adhikari (2008)
* Janvi Chheda as Flight Lieutenant Sameera Singh
* Manish Paul as Flight Lieutenant Farhaan Zaidi
* Vaani Sharma as Flight Lieutenant Tanvi Sharma
* Vivan Bhatena as Flight Lieutenant Samrat Singh Shekhawat / Jahan Sheikh
* Aparna Kumar as Flight Lieutenant Isha Oberoi
* Dalljiet Kaur as Shikha Singh
* Narendra Jha as Group Captain Aryaveer Pratap Singh
* Vaishnavi Mahant as Sapna Singh
* Payal Nair as Sunaina Aryaveer Pratap Singh
* Shakti Singh as Defense Minister Upadhyay
* Adita Wahi as Shaheen
* Vishal Watwani as Terrorist
* Abhinav Kohli as Flight Lieutenant Sameer Singh
* Tuhina Vohra as Veena Adhikari
* Lalit Tiwari as Hyder Sheikh
* Hunar Hali as Rashi Upadhyay / Nisha
* Amit Behl as Group Captain Karan Trivedi
* Sanjeev Seth as Senior Air Force Officer
* Dinesh Mehta as Air Force Officer
* Ashok Lokhande as Nasir Khan
* Kunal Bakshi as Terrorist
* Shailesh Gulabani as Rocky
* Goga Kapoor as Rahim
* Jayshree T. as Pragya Ujjwal Upadhyay
* Vineet Sharma as Aftab Sheikh
* Omar Vani as Krish Mehra
* Nitika Anand as Nishita
* Parth Mehrotra as Mannu
* Madan Joshi as Mr. Singh
* Nandita Thakur as Mrs. Singh
* Ahmed Khan as Mr. Adhikari
* Gulshan Pandey as Mr. Thapar

### Special appearance

## InfoBox

| *Chhoona Hai Aasmaan* | |
| --- | --- |
|  | |
| Directed by | Pavan Kaul |
| Starring | see below |
| Opening theme | "Chhoona Hai Aasmaan" by Shibani Kashyap |
| Country of origin | India |
| No. of seasons | 1 |
| No. of episodes | 155 |
| Production | |
| Producers | Nikhil Alva, Mafuz A. Laskar |
| Running time | 22 minutes |
| Production company | Miditech Pvt. Ltd. |
| Original release | |
| Network | STAR One |
| Release | 15 October 2007 (2007-10-15) <br>10 July 2008 (2008-07-10) |


title: Rich Vogler

abstract: Richard Frank Vogler was an American champion sprint car and midget car driver. He was nicknamed "Rapid Rich". He competed in the Indianapolis 500 five times, and his best finish was eighth in 1989.

text:
# Rich Vogler

**Richard Frank Vogler** (July 26, 1950 – July 21, 1990) was an American champion sprint car and midget car driver. He was nicknamed "Rapid Rich". He competed in the Indianapolis 500 five times, and his best finish was eighth in 1989.

## Racing career

Vogler was the National Alliance of Midget Auto Racing (NAMAR) midget champion in 1973. He won the midget car track championships at the Indianapolis Speedrome in 1984 and 1985. He won the Fireman Nationals midget car race at Angell Park Speedway in 1985. Vogler became the first driver to win the USAC Sprint Car and Midget championships in the same year (1980). He won USAC National Sprint Car Series championships in 1980 and 1989, USAC National Midget Series championships in 1978, 1980, 1983, 1986, and 1988.

He won numerous major national events: the Hut Hundred eight times, the 4-Crown Nationals midget car event four times, the Copper Classic twice, the Hoosierdome Invitational twice, the WWRA Florida Winter Nationals in 1983, and the Night Before the 500 once. In 1987 he won the inaugural Chili Bowl Midget Nationals race.

Vogler finished seventeenth in his only NASCAR Busch Series start at the North Carolina Speedway in Rockingham in 1988.

## Career summary

His 134 wins (95 Midget, 35 Sprint, and four Silver Crown wins) in national events is second only to A. J. Foyt's 169. Vogler had 170 total USAC wins, and won over 200 "outlaw" (non-USAC) midget races.

### Indianapolis 500 Participation

Vogler made his first start in Indianapolis 500 participation in 1985 where he drove the #60 Patrick Racing/Jonathan Byrd car to a 23rd-place finish. He would make consecutive starts at Indy from then on, up until 1990. During most of his IndyCar tenure he was sponsored by the Byrd whom he had a longtime professional relationship.

In 1988, Vogler was running 20+ laps down in the race when he waived his position to former Formula 1 champion Emerson Fittipaldi. USAC, however, did not see Vogler waive Fittipaldi by, and, as a result, they penalized Fittipaldi two laps. When Vogler got word of Fittipaldi's penalty, he went up to USAC to testify for him, calling the penalty "unjust." The following morning, in part because of Vogler's testimony, the penalty was overturned and Fittipaldi was credited with the runner-up position.

## Death

Days before his 40th birthday, Vogler was competing in a nationally broadcast ESPN Thunder *Joe James / Pat O'Connor Memorial* sprint car event at Salem Speedway. He was leading the race at the time, when his car crashed with just over a lap to go. Vogler's helmet flew off his head and he suffered severe head injuries which killed him instantly.

Because of USAC rules on a red flag reverting to the previous completed lap, he was declared the winner of the event following his death, which was his 170th win. He was scheduled to make his NASCAR Winston Cup (now NASCAR Cup Series) series debut at Pocono Raceway the day after his fatal crash. He was awarded a 40th-place finish (as a "Did Not Start").

The Pocono race was not his first attempted NASCAR Winston Cup start: two weeks before, he entered the Michigan race but failed to qualify. At the time, Vogler was scheduled to run the full Winston Cup Series in the near-future for U.S. Racing but was replaced posthumously by Ted Musgrave.

## Memorials

His mother Eleanor started a college scholarship fund for aspiring Indiana students as part of Rich's concern over his sons, and the fund was started by USAC officials and sponsor Valvoline.

The first major fund-raiser for the fund has been a Daytona 500 viewing party in Indianapolis, today well-attended with a silent auction and notable names in auto racing in the state as guests. Usually, his mother and his sons appear at the annual fund-raiser. In 2008, the viewing party was moved to the Indianapolis Motor Speedway, where 1996 scholarship recipient Ryan Newman won the aforementioned race.

In April 1991, Winchester Speedway began the annual season-opening Rich Vogler Classic sprint car race, usually the first race at the track each year.

There is also a Team Vogler Classic at the Indianapolis Speedrome. His father Donald Vogler died in a midget car accident at the Indianapolis Speedrome on May 1, 1981.

## Career awards

## Motorsports career results

### Complete USAC Mini-Indy (Formula Super Vee) Results

| Year | Entrant | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | Pos | Points |
| --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- |
| 1978 |  | PIR1 | TRE1 | MOS | MIL1 | TEX | MIL2 | OMS1
22 | OMS2 | TRE2
10 | PIR2 | ***39th*** | ***33*** |
| 1979 |  | TEX1
2 | IRP
6 | MIL1 | POC
26 | TEX2 | MIL2 | MIN1 | MIN2 |  |  | ***13th*** | ***242*** |

### Complete USAC Championship Car results

| Year | 1 | 2 | 3 | 4 | 5 | 6 | Pos | Points |
| --- | --- | --- | --- | --- | --- | --- | --- | --- |
| 1980 | ONT | INDY
DNQ | MIL | POC
DNQ | MDO |  | - | 0 |
| 1981-82 | INDY
DNQ | POC
 | ILL
11 | DUQ
1 | ISF
2 | INDY
DNQ | 8th | 760 |
| 1982–83 | ISF
20 | DSF
19 | NAZ
3 | INDY
DNQ |  | | **13th** | **296** |
| 1983-84 | DUQ
11 | INDY
DNP |  | | | | 16th | 40 |

### Complete PPG Indy Car Series results

| Year | Team | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | 16 | 17 | Pos. | Pts | Ref |
| --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- |
| 1980 | BFM Enterprises | ONT
 | INDY
DNQ | MIL
 | POC
 | MDO
 | MCH
 | WGL
 | MIL
 | ONT
 | MCH
 | MEX
 | PHX
 |  | | | | | - | 0 |  |
| 1982 |  | PHX
 | ATL
 | MIL
 | CLE
 | MCH
 | MIL
 | POC
 | RIV
 | ROA
 | MCH
 | PHX
DNS |  | | | | | | - | 0 |  |
| 1983 |  | ATL
 | INDY
DNQ | MIL
 | CLE
 | MCH
 | ROA
 | POC
 | RIV
 | MDO
 | MCH
 | CPL
 | LAG
 | PHX
 |  | | | | - | 0 |  |
| 1984 | Morales Racing | LBH
 | PHX
 | INDY
DNQ | MIL
 | POR
 | MEA
 | CLE
 | MCH
 | ROA
 | POC
 | MDO
 | SAN
 | MCH
 | PHX
 | LAG
 | CPL
 |  | - | 0 |  |
| 1985 | Patrick Racing | LBH
 | INDY
23 | MIL
 | POR
 | MEA
 | CLE
 | MCH
 | ROA | POC
 | MDO | SAN
 | MCH
 | LAG | PHX
 | MIA
 |  | | 54th | 0 |  |
| 1986 | Alex Morales Racing | PHX
 | LBH | INDY
26 | MIL
 | POR | MEA | CLE | TOR | MCH | POC
 | MDO | SAN | MCH
 | ROA | LAG | PHX
 | MIA
 | 47th | 0 |  |
| 1987 | Hemelgarn Racing | LBH | PHX | INDY
20 | MIL
 | POR | MEA | CLE | TOR | MCH
 | POC
 | ROA
 | MDO
 | NAZ
 | LAG
 | MIA
 |  | | 43rd | 0 |  |
| 1988 | Machinists Union Racing | PHX | LBH | INDY
17 | MIL | POR | CLE | TOR | MEA | MCH
15 | POC
11 | MDO | ROA | NAZ | LAG | MIA |  | | 32nd | 2 |  |
| 1989 | A. J. Foyt Enterprises | PHX
 | LBH
 | INDY
8 | MIL
 | DET
 | POR
 | CLE
 | MEA
 | TOR
 |  | | | | | | | | 25th | 5 |  |
| | | | | Arciero Racing |  | | | | | | | | | MCH
28 | POC
 | MDO
 | ROA
 | NAZ
 | LAG
 |  | |
| 1990 | Arciero Racing | PHX | LBH | INDY
DNQ | MIL | DET | POR | CLE | MEA | TOR | MCH | DEN | VAN | MDO | ROA | NAZ | LAG |  | - | 0 |  |

### NASCAR

(key) (**Bold** – Pole position awarded by qualifying time. *Italics* – Pole position earned by points standings or practice time. * – Most laps led.)

#### Winston Cup Series

| NASCAR Winston Cup Series results | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | |
| --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- |
| Year | Team | No. | Make | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | 16 | 17 | 18 | 19 | 20 | 21 | 22 | 23 | 24 | 25 | 26 | 27 | 28 | 29 | NWCC | Pts | Ref |
| 1990 | Ray DeWitt | 50 | Chevy | DAY | RCH | CAR | ATL | DAR | BRI | NWS | MAR | TAL | CLT | DOV | SON | POC | MCH
DNQ | DAY | POC
40 | TAL | GLN | MCH | BRI | DAR | RCH | DOV | MAR | NWS | CLT | CAR | PHO | ATL | NA | - |  |

#### Busch Series

| NASCAR Busch Series results | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | |
| --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- |
| Year | Team | No. | Make | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | 16 | 17 | 18 | 19 | 20 | 21 | 22 | 23 | 24 | 25 | 26 | 27 | 28 | 29 | 30 | NBSC | Pts | Ref |
| 1988 | Bruce Lawmaster | 31 | Ford | DAY | HCY | CAR
17 | MAR | DAR | BRI | LNG | NZH | SBO | NSV | CLT | DOV | ROU | LAN | LVL | MYB | OXF | SBO | HCY | LNG | IRP | ROU | BRI | DAR | RCH | DOV | MAR | CLT | CAR | MAR | 76th | 112 |  |

## InfoBox

| Rich Vogler | |
| --- | --- |
| Vogler works on his sprint car in 1986 | |
| Nationality | American |
| Born | Richard Frank Vogler
(1950-07-26)July 26, 1950
Glen Ellyn, Illinois, U.S. |
| Died | July 21, 1990(1990-07-21) (aged 39)
Salem, Indiana, U.S. |
| Championship titles | |
| 1978, 1980, 1983, 1986, 1988 USAC National Midget Series Champion
1980, 1989 USAC National Sprint Car Series Champion | |
|  | |
| Champ Car career | |
| 15 races run over 10 years | |
| Years active | 1980–1983, 1985–1990 |
| Best finish | 8th – 1981 |
| First race | 1981 Tony Bettenhausen 100 (Springfield) |
| Last race | 1989 Marlboro 500 (Michigan) |
| First win | 1981 Ted Horn 100 (DuQuoin) |
| Wins Podiums Poles  1 3 0 | |
|  | |
|  | |