title: Radio format

abstract: A radio format or programming format describes the overall content broadcast on a radio station. The radio format emerged mainly in the United States in the 1950s, at a time when radio was compelled to develop new and exclusive ways to programming by competition with television. The formula has since spread as a reference for commercial radio programming worldwide. A radio format aims to reach a more or less specific audience according to a certain type of programming, which can be thematic or general, more informative or more musical, among other possibilities. Radio formats are often used as a marketing tool and are subject to frequent changes, including temporary changes called "stunting." Except for talk radio or sports radio formats, most programming formats are based on commercial music. However the term also includes the news, bulletins, DJ talk, jingles, commercials, competitions, traffic news, sports, weather and community announcements between the tracks.

text:
# Radio format

A **radio format** or **programming format** (not to be confused with broadcast programming) describes the overall content broadcast on a radio station. The radio format emerged mainly in the United States in the 1950s, at a time when radio was compelled to develop new and exclusive ways to programming by competition with television. The formula has since spread as a reference for commercial radio programming worldwide.

A radio format aims to reach a more or less specific audience according to a certain type of programming, which can be thematic or general, more informative or more musical, among other possibilities. Radio formats are often used as a marketing tool and are subject to frequent changes, including temporary changes called "stunting."

Except for talk radio or sports radio formats, most programming formats are based on commercial music. However the term also includes the news, bulletins, DJ talk, jingles, commercials, competitions, traffic news, sports, weather and community announcements between the tracks.

## Background

Even before World War II, radio stations in North America and Europe almost always adopted a generalist radio format.

However, the United States witnessed the growing strengthening of television over the radio as the major mass media in the country by the late 1940s. American television had more financial resources to produce generalist programs that provoked the migration of countless talents from radio networks to the new medium. Under this context, the radio was pressured to seek alternatives to maintain its audience and cultural relevance.

As a consequence, AM radios stationsmany of which were "independent", that is not affiliated with the networkbegan to emerge in the United States and Canada. They developed a format with programming consisting of music, news, and charismatic disc jockeys to directly attract a certain audience.

For example, by the 1960s, easy listening obtained a stable position on FM radio – a spectrum considered ideal for good music and high fidelity listening as it grew in popularity during that period – and the middle of the road (MOR) rose as a radio industry term to discern radio stations that played mainstream pop songs from radio stations whose programming was geared towards teenagers and was dominated by rock and roll, the most popular musical genre of the period in the United States and which held the first successful radio format called Top-40. In reality, the Top-40 format was conscientiously prepared to attract the young audience, who was the main consumer of the records sold by the American record industry at that time. Soon, playlists became central to programming and radio formats, although the number of records in a playlist really depends on the format.

By the mid-1960s, American FM radio's penetration began achieving balance with AM radio since the Federal Communications Commission required that co-owned AM and FM stations be programmed independently from each other. This resulted in huge competition between radio stations in the AM and FM spectrum to differentiate themselves for both audiences and advertisers. At that time, it caused a proliferation of many radio formats, which included presentation, schedule and target audience, as well as repertoire. Within a few years, FM radio stations were supplying program formats completely analogous to their AM stations counterparts, increased to more than 50% in 1970 and reached 95% in 1980.

During the 1970s and 1980s, radio programming formats expanded into commercially successful variations, including, for example, adult contemporary (AC), album-oriented rock (AOR) and urban contemporary (UC), among others, which spread to most AM and FM radio stations in the United States.

Over time, FM radio came to dominate music programming, while AM radio switched to news and talk formats.

## Regulation

In some countries such as the UK, licences to broadcast on radio frequencies are regulated by the government, and may take account of social and cultural factors including format type, local content, and language, as well as the price available to pay for the spectrum use. This may be done to ensure a balance of available public content in each area, and in particular to enable non-profit local community radio to exist alongside larger and richer national companies. On occasions format regulation may lead to difficult legal challenges when government accuses a station of changing its format, for example arguing in court over whether a particular song or group of songs is "pop" or "rock".

## List of formats

### United States and Canada

Formats constantly evolve and each format can often be sub-divided into many specialty formats. Some of the following formats are available only regionally or through specialized venues such as satellite radio or Internet radio.

Pop/adult contemporary Rock/alternative/indie Country Urban/rhythmic Dance/electronic Jazz/blues/standards Easy listening/New Age Folk/singer-songwriters * Folk music

Latin International Christian/Gospel Classical Seasonal/holiday/happening

Seasonal formats typically celebrate a particular holiday and thus, with the notable exception of Christmas music (which is usually played throughout Advent), stations going to a holiday-themed format usually only do so for a short time, typically a day or a weekend.

Miscellanies Spoken word formats

### United Kingdom

Music-oriented

The UK has several formats that often overlap with one another. The American terms for formats are not always used to describe British stations or fully set specified by RAJAR.

Spoken-words     1. Shepherd, John; Horn, David; Laing, Dave, eds. (2003). "Programming". *Continuum Encyclopedia of Popular Music of the World*. p. 499. ISBN 9781501329234.
2. Margaret A., ed. (2013). "Radio Entertainment". *History of the Mass Media in the United States: An Encyclopedia*. p. 564. ISBN 9781135917494. Archived from the original on 24 March 2022. Retrieved 4 December 2021.
3. "What is a radio format?" Archived 2010-01-02 at the Wayback Machine Retrieved 16 April 2012.
4. "7.3 Radio Station Formats". The University of Minnesota Libraries. 1 May 2019. Archived from the original on 28 November 2020. Retrieved 16 December 2020.
5. Shepherd, John; Horn, David; Laing, Dave, eds. (2003). "Playlist". *Continuum Encyclopedia of Popular Music of the World*. p. 499. ISBN 9781501329234.
6. Beisbier, Paul F Frank, ed. (2019). *The Value of History: Values and Beliefs*. ISBN 9781645446378.
7. "New York Radio Guide: Radio Format Guide", NYRadioGuide.com, 2009-01-12, webpage: NYRadio-formats Archived 27 March 2006 at the Wayback Machine.
8. Stewart, Peter (29 May 2010). *Essential Radio Skills: How to Present a Radio Show*. A&C Black. ISBN 978-1-4081-2179-5.
9. "Heart FM London 106.2 live". *www.radio-uk.co.uk*. Archived from the original on 5 July 2022. Retrieved 5 July 2022.
10. "BBC radio 1Xtra - listen live". *radio-live-uk.com*. Archived from the original on 22 May 2022. Retrieved 5 July 2022.
11. "How the King of Breakfast is waking up Asian Britain". *The Independent*. 28 June 2009. Archived from the original on 5 July 2022. Retrieved 5 July 2022.
12. Aujla-Sidhu, Gurvinder (July 2019). *Delivering a Public Service? The BBC Asian Network and British Asian audiences* (PDF) (PhD). De Montfort University. Archived (PDF) from the original on 5 July 2022. Retrieved 5 July 2022.
13. "Celebrations for Britain's First-Ever Licensed Ethnic Radio Station | LGR 103.3 FM". Retrieved 5 July 2022.


title: Joinville Basquete Associados

abstract: Joinville Basquete Associados, now called Cia. do Terno/Romaço/Joinville, is a professional basketball team from Joinville, Brazil that plays in the Novo Basquete Brasil league. In NBB's first season (2008–2009), Joinville finished 4th overall, out of 15 teams from all over Brazil. Before entering the 2009-2010 season playoffs, Joinville was placed 5th on the regular season (15-11).

text:
# Joinville Basquete Associados

**Joinville Basquete Associados**, now called Cia. do Terno/Romaço/Joinville, is a professional basketball team from Joinville, Brazil that plays in the Novo Basquete Brasil league. In NBB's first season (2008–2009), Joinville finished 4th overall, out of 15 teams from all over Brazil. Before entering the 2009-2010 season playoffs, Joinville was placed 5th on the regular season (15-11).

## Roster

### Current roster

| Cia. do Terno/Romaço/Joinville roster | |
| --- | --- |
| Players | Coaches |
| Pos. No. Nat. Name Ht.     PG 4  Medeiros, Henrique 1.83 m (6 ft 0 in)     7  Probst, Ricardo **(C)** 2.00 m (6 ft 7 in)     SF 8  Cunha, Durval 2.01 m (6 ft 7 in)     PG 11  Veber, Romarinho 1.81 m (5 ft 11 in)     SG 12  Garner, Milton 1.85 m (6 ft 1 in)     SF 15  Conceição, Diego 2.01 m (6 ft 7 in)     PF 21  Scholz, Renato 1.97 m (6 ft 6 in)     SF 22  Vierne, Erick 1.95 m (6 ft 5 in)     SF 25  Teló, Vinicius 2.03 m (6 ft 8 in)     F/C 33  Moreira, Abner 2.05 m (6 ft 9 in)     40  Martins, João Carlos 2.10 m (6 ft 11 in) | Head coach* TBD  Assistant coach(es)* Annibal de Oliveira Júnior  ---  Legend * **(C)** Team captain * Injured  ---  Updated: 2010-07-06 |

## Arena

Cia. do Terno/Romaço/Joinville plays at Ginásio Ivan Rodrigues, that has a capacity of 3500 spectators.

## 2009-2010 Season

In late 2009, Joinville had won many games in the first round of the Novo Basquete Brasil, being the last team to lose its undefeated status in the season. In the first round, Joinville defeated both Flamengo and Brasília, the two teams that would compete in the finals. However, coming back from the Christmas/New Year's break, the team was not able to connect like they did in the first round. Joinville's second round started off with some bad losses to teams that had much worse records in the season. The year of 2010 was not particularly good for Joinville. The team fell apart, and fell from second overall to fifth, not making it to the quarter-finals. Joinville played Vila Velha/CETAF for a spot on the quarterfinals. CETAF, the 12th overall, did not cause much trouble to Joinville, and the team from Santa Catarina was able to advance in a quick 3-0 playoff win. In the second game of the series, the starting point guard for Joinville, Manteguinha, was hurt after getting a rebound only 27 seconds in the game. He ended up hurting his back, but returned for the next series against the 4th-seeded Minas Tênis Clube. The first game of this series was played in Joinville, and even with a great number of supporters attending, the team had a very difficult objective to achieve, and ended up losing the first game 72-76. However, in the regular season, Joinville beat Minas in a road game, so the hopes were still alive. The second game ended up giving Minas a 2-0 lead in the series, and a very high chance of advancing, as the third game would be played at Minas' home arena. Even with Joinville's efforts to bring the series back to the Ivan Rodrigues arena, the team's failure to connect with perimeter shooting held back Joinville's score. The game ended with a 94-90 win for Minas, and therefore ending Joinville's run in the 2010 NBB.

## 2010-2011 Season

For the 2011 season, Ciser did not renew its contract to sponsor the team, but fellow sponsor Araldite took over Ciser's spot as main sponsor, allowing the team to continue alive in the NBB. At the end of the previous season, the only player who had a contract for the following season was team captain Shilton. Right after the team's elimination to Minas, it was announced that Jefferson Sobral, Marcão and Rômulo would not have their contracts extended. Five players were immediately confirmed for 2011: C/PF João Victor, PF Augusto, SF Bristott, SF Audrei and PG Espiga. In mid-May, EC Pinheiros announced a deal with former starting shooting guard André Góes, then obligating Joinville to look for a good replacement to the key member of the squad. That replacement for the SG position ended up being former starting PG Manteguinha, and the team later hired PG Paulinho Boracini, who played for EC Paulistano in the 09-10 season. Another big deal for the team was the deal with CR Flamengo, which brought center Fernando Coloneze to the team, filling a need for a big man inside, as the two centers weren't very tall and the team needed more points in the paint. Espiga, who was a very good option off the bench, retired a couple of months before NBB3 started, in a game between Araldite/Univille and a team made up of his friends. Fans filled the stadium, generating a lot of donations in food to the poor in Joinville. Three other big deals brought Luis Gruber, Renato Scholz and Guilherme Schneider to Joinville. Gruber had played for many years in Europe, and he's getting a lot of minutes in Bial's rotation. Renato is a very athletic player, with very explosive dunks ingame. Scholz entered for the Jogo das Estrelas Slam Dunk competition, to compete with other players of NBB3.

## InfoBox

| Cia. Do Terno/Romaço/Joinville | |
| --- | --- |
| Leagues | NBB |
| Founded | 2003 |
| Arena | Ginásio Ivan Rodrigues
(capacity: 3,500) |
| Location | Joinville, Santa Catarina, Brazil |
| Team colors | White, Black and Red
 |
| President | Leonardo Roesler |
| Head coach | Ênio Vecchi |
| Website | www.basquetedejoinville.com.br |
|  | |
|  | |
|  | |


title: Vi burde ses noget mere

abstract: Vi burde ses noget mere is the debut album of the Danish Europop duo, Hej Matematik. The album was released on February 4, 2008, with eleven songs. Later on, it was re-released adding the successful single "Walkmand". The special edition with the single included earned the band many more fans due to the chart success of "Walkmand" that reached #3. The album is regarded as a disc of "Smart Pop", this because the lyrics of the song have been written to represent the urban atmosphere that presents the lifestyle of "Hej Matematik."

text:
# Vi burde ses noget mere

***Vi burde ses noget mere*** is the debut album of the Danish Europop duo, Hej Matematik.

The album was released on February 4, 2008, with eleven songs. Later on, it was re-released adding the successful single "Walkmand". The special edition with the single included earned the band many more fans due to the chart success of "Walkmand" that reached #3.

The album is regarded as a disc of "Smart Pop", this because the lyrics of the song have been written to represent the urban atmosphere that presents the lifestyle of "Hej Matematik."

## Track listing

1. "Hej matematik"
2. "Du & jeg"
3. "Centerpubben"
4. "Midtbyen"
5. "Utroskabet"
6. "Høj 5"
7. "Gymnastik"
8. "Vi ka alt vi to"
9. "Kvinderne"
10. "Vi burde ses noget mere"
11. "Så ka de lære det"

### Special edition

* 12. "Walkmand"

## Singles

* "Gymnastik"
* "Centerpubben"
* "Du & Jeg"
* "Vi ka' alt vi to"
* Hej Matematik"
* "Walkmand" (from the special edition of the album)

## Credits

* Track 1, 4, 6: Co-produced by Claus Norreen
* Track 1: Guitar by Thomas Troelsen
* Track 9: Guitar by Hilmer Hassig
* Track 5: Vocals by Christina Boelskifte
* Track 8: Vocals by Lene
* Mastering by Jan Eliasson
* Track 3, 7: Mixed by Mads Nilsson
* Track 1, 2, 4, 5, 6, 8, 9, 10, 11: Mixed by Nicolaj Rasted

## Charts

| Hitliste (2008) | Peak
position | Certification
 |
| --- | --- | --- |
| Danish Album Top-40 | 4 | 2× Platinum |
|

## InfoBox

| Vi burde ses noget mere | |
| --- | --- |
|  | |
| Studio album by Hej Matematik | |
| Released | 4 February 2008 |
| Recorded | 2007–2008 |
| Genre | Europop |
| Label | Copenhagen Records |
| Hej Matematik chronology | |
| ***Vi burde ses noget mere***
(2008) *Alt går op i 6*
(2010) | |


title: Infiniti Etherea

abstract: The Infiniti Etherea is a concept car that was announced at the 2011 Geneva Motor Show made by the Infiniti division of Nissan Motors. The Etherea is a front-wheel drive compact executive 5-door hatchback with 5 seats and not dissimilar in size and concept to the Lexus CT200h and is built on the same platform as the Nissan Qashqai and Renault Mégane. The Etherea is powered by a supercharged 2.5-litre I4 petrol engine producing 241 bhp with a 33 bhp lithium-ion battery-powered electric motor to maintain momentum. It is 4,400 mm (173.2 in) long and has a glass roof and rear suicide doors for easy access to the rear seats.

text:
# Infiniti Etherea

The **Infiniti Etherea** is a concept car that was announced at the 2011 Geneva Motor Show made by the Infiniti division of Nissan Motors.

The Etherea is a front-wheel drive compact executive 5-door hatchback with 5 seats and not dissimilar in size and concept to the Lexus CT200h and is built on the same platform as the Nissan Qashqai and Renault Mégane.

The Etherea is powered by a supercharged 2.5-litre I4 petrol engine producing 241 bhp (180 kW; 244 PS) with a 33 bhp (25 kW; 33 PS) lithium-ion battery-powered electric motor to maintain momentum. It is 4,400 mm (173.2 in) long and has a glass roof and rear suicide doors for easy access to the rear seats.

## InfoBox

| Infiniti Etherea | |
| --- | --- |
|  | |
| Overview | |
| Manufacturer | Infiniti |
| Production | 2011 (Concept car) |
| Body and chassis | |
| Class | Compact car () |
| Body style | 5-door hatchback |
| Layout | Front-engine, front-wheel-drive |
| Related | Nissan Qashqai<br>Renault Mégane |
| Powertrain | |
| Engine | 2.5 L I4 petrol |
| Dimensions | |
| Length | 4,400 mm (173.2 in) |
| Chronology | |
| Successor | Infiniti Q30 |


title: Gladstone v Bower

abstract: Gladstone v Bower [1960] 2 QB 384 was a 1959 case in the English Court of Appeal, concerning security of tenure in tenancies of agricultural holdings. It arose from what was then thought to be a lacuna in the Agricultural Holdings Act 1948.

text:
# Gladstone v Bower

***Gladstone v Bower*** \[1960\] 2 QB 384 was a 1959 case in the English Court of Appeal, concerning security of tenure in tenancies of agricultural holdings. It arose from what was then thought to be a lacuna in the Agricultural Holdings Act 1948.

## Facts

Under the AHA 1948, a tenancy for a term certain of less than a year would be converted to a year-on-year tenancy by the operation of s2, and a tenancy for a term certain of two to five years would be converted to a year-on-year tenancy by the operation of s3. In *Gladstone v Bower*, the term certain was eighteen months.

## Judgment

The Court of Appeal held that because neither s2 nor s3 of the 1948 Act applied, the tenancy expired at the end of the fixed term and the landlord was entitled to recover possession.

## Significance

After the decision, the presiding judge (Diplock J) expected that the law would be changed. As he put it, "If it were permissible to speculate at large as to the intentions of Parliament, I should be tempted to guess that Parliament simply overlooked the case of a lease for a fixed term of between one and two years." He felt that Parliament could not possibly have intended to confer security of tenure on both lettings of less than a year and more than two years, but to leave out lettings for terms in between. However, Parliament expressly excluded such agreements from security of tenure in the Agriculture (Miscellaneous Provisions) Act 1976, the Agricultural Holdings Act 1984 and the Agricultural Holdings Act 1986. After 1959, agricultural tenancies for terms of this period became known as *Gladstone v Bower agreements*, under which the landlord need not serve a Notice to Quit to end the tenancy, but if the tenant were allowed to hold over, he might obtain statutory security.

The Agricultural Tenancies Act 1995 has superseded the previous Acts and new *Gladstone v Bower* agreements can no longer be created.


abstract: Orange Center Historic District is a historic district encompassing the historic civic, commercial, and industrial heart of Orange, Massachusetts in the United States. It was listed on the National Register of Historic Places in 1989.

text:
# Orange Center Historic District (Orange, Massachusetts)

**Orange Center Historic District** is a historic district encompassing the historic civic, commercial, and industrial heart of Orange, Massachusetts in the United States. It was listed on the National Register of Historic Places in 1989.

## Description and history

The area that is now the center of Orange was settled around 1785, when a bridge was built across the Millers River, which flows through it in a westerly direction toward the Connecticut River. The town grew in the first half of the 19th century as an industrial area, and its growth increased substantially with the arrival of the railroad in 1846. It became widely known in the second half of the 19th century for the manufacture of sewing machines. The town's economy declined during the Great Depression, and has been at a lower ebb since then.

The historic district is roughly linear, extending north–south along North and South Main Streets from School Street in the north to River Street on the south side of the Miller River. It extends for a short distance along East and West Main Streets. Included in its roughly 12 acres (4.9 ha) are 37 historically significant buildings, most of which are commercial brick or wood-frame buildings in a variety of styles. Also included are the town hall (built 1868), two churches, railroad-related infrastructure including a surviving freight house. At the northern end of North Main Street are a few period residences, including an ornate Italianate French House that now serves as the home to the local historical society. The Grand Army of the Republic Hall was torn down in the early 1990s.

The district was the site of several industrial companies, including:

* Grout Automobile Company (1900-1912)
* New Home Sewing Machine Company
* Rodney Hunt Company (founded 1840)
* Chase Turbine company
* a modern box factory and a shoe factory (1887)
* Leavitt Machine Company (1890)
* Whitman Grocery Company (1894) which made Tapioca
* two tool plants, (1903 and 1908)

## InfoBox

|  | |
| --- | --- |
| Orange Center Historic District | |
| U.S. National Register of Historic Places | |
| U.S. Historic district | |
|  | |
| Town Hall and First Universalist Church | |
|  | |
| Location | Roughly North and South Main Streets from Prospect Street to River Street<br>Orange, Massachusetts |
| Coordinates | 42°35′26.9″N 72°18′34.8″W / 42.590806°N 72.309667°W / 42.590806; -72.309667 |
| Area | 12 acres (4.9 ha) |
| NRHP reference No. | 89000057 |
| Added to NRHP | May 27, 1989 |


title: Saint Peter, U.S. Virgin Islands

abstract: Saint Peter is a settlement on the island of Saint Croix in the United States Virgin Islands.

text:
# Saint Peter, U.S. Virgin Islands

**Saint Peter** is a settlement on the island of Saint Croix in the United States Virgin Islands.

## InfoBox

| Saint Peter, United States Virgin Islands | |
| --- | --- |
| Village | |
| Saint Peter, United States Virgin IslandsLocation in Saint CroixSaint Peter, United States Virgin IslandsLocation in US Virgin Islands | |
| Coordinates: 17°44′31″N 64°41′34″W / 17.74194°N 64.69278°W / 17.74194; -64.69278 | |
| Country | United States Virgin Islands |
| Island | Saint Croix |
| Time zone | UTC-4 (AST) |


title: Nantucket Independent

abstract: The Nantucket Independent was a weekly newspaper on Nantucket founded by Don Costanzo. It first went into circulation on July 2, 2003, and over the span of five years earned numerous state, regional and national awards for both editorial and advertising excellence. GateHouse Media New England purchased the newspaper in April, 2008. In September 2010 GateHouse suspended publication and closed its Nantucket office.

text:
# Nantucket Independent

***The Nantucket Independent*** was a weekly newspaper on Nantucket founded by Don Costanzo. It first went into circulation on July 2, 2003, and over the span of five years earned numerous state, regional and national awards for both editorial and advertising excellence. GateHouse Media New England purchased the newspaper in April, 2008. In September 2010 GateHouse suspended publication and closed its Nantucket office.

In September 2010, GateHouseMedia suspended publication of the Nantucket Independent.

## InfoBox

The Nantucket Independent
| Type | Weekly newspaper |
| --- | --- |
| Format | Tabloid |
| Owner(s) | 2003-2008: Don Costanzo 2008-2010: GateHouse Media New England |
| Publisher | 2003-2008: Don Costanzo |
| Editor | 2003-2008: Don Costanzo |
| Founded | 2003 |
| Headquarters | 15 North Beach Street, Nantucket, Massachusetts 02554 United States |
| Website | Nantucket Independent |


title: Henrik Øre

abstract: Henrik Bjerre Øre is a former Danish cricketer. Øre is a left-handed batsman who bowls left-arm medium pace. He was born at Esbjerg, Ribe County. Øre played a single List A fixture for Denmark in the 2005 Cheltenham & Gloucester Trophy against Northamptonshire. In his only List A appearance, he was dismissed for a duck by Charl Pietersen and with the ball he took a single wicket at a cost of 28 runs.

text:
# Henrik Øre

**Henrik Bjerre Øre** (born 12 August 1979) is a former Danish cricketer. Øre is a left-handed batsman who bowls left-arm medium pace. He was born at Esbjerg, Ribe County.

Øre played a single List A fixture for Denmark in the 2005 Cheltenham & Gloucester Trophy against Northamptonshire. In his only List A appearance, he was dismissed for a duck by Charl Pietersen and with the ball he took a single wicket at a cost of 28 runs.

## InfoBox

Henrik Øre
| Personal information | |
| --- | --- |
| Full name | Henrik Bjerre Øre |
| Born | (1979-08-12) 12 August 1979<br>Esbjerg, Ribe County, Denmark |
| Batting | Left-handed |
| Bowling | Left-arm medium |
| Domestic team information | |
| Years | Team |
| 2005 | Denmark |
|  | |
| Career statistics | |
| Competition List A  Matches 1  Runs scored 0  Batting average 0.00  100s/50s /  Top score 0  Balls bowled 42  Wickets 1  Bowling average 28.00  5 wickets in innings   10 wickets in match   Best bowling 1/28  Catches/stumpings / | |
|  | |
| Source: Cricinfo, 14 January 2011 | |


title: Raeto Raffainer

abstract: Raeto Raffainer is a Swiss former professional ice hockey player who played in the Swiss National League A. He is currently the Sports manager of HC Davos

text:
# Raeto Raffainer

**Raeto Raffainer** (born 1 January 1982) is a Swiss former professional ice hockey player who played in the Swiss National League A. He is currently the Sports manager of HC Davos

## Playing career

From 1997 to 2001 Raffainer played for the youth team of HC Davos, and debuted in the National League in 2001 with the Grisons, before moving to Zürich. For the first two seasons in addition to the commitments of the ZSC Lions he was sent on loan to National League B to GCK Lions, a team affiliated to Zürich.

In 2005 he played with SC Bern, which in three seasons came to the final edition of the championship from 2006 to 2007, lost in Race 7 against Davos. In 2008, also he played in a meeting in LNB with the Young Sprinters HC .

From 2008 to 2010 he played with the Rapperswil-Jona Lakers. Back in December 2009 it was announced he signed with HC Ambri-Piotta, with a contract valid until 2012. In December 2011 it was extended until 2014.

At the end of the 2012–13 season Raffainer accepted a three-year contract in the National League B returning to the GCK Lions.

## International play

From 2001 to 2002 Raffainer played for the Swiss Under-20 team in the World Junior Championship, at which Switzerland closed in sixth place where he scored two goals in seven matches.

## Executive career

In early 2015 Raffainer retired from his playing career to become a manager within the Swiss Federation of hockey as director of national teams.

## InfoBox

| Raeto Raffainer | | | |
| --- | --- | --- | --- |
| Born | (1982-01-01) January 1, 1982
Wolhusen, Switzerland | | |
| Height | 5 ft 11 in (180 cm) | | |
| Weight | 194 lb (88 kg; 13 st 12 lb) | | |
| Position | Left Wing | | |
| Shot | Right | | |
| Played for | HC Davos
ZSC Lions | | |
| National team | Switzerland | | |
| Playing career | 20002013 | | |


title: Joinville Futsal

abstract: JEC Krona Futsal, also known as Joinville or Krona Futsal, is a Brazilian futsal club from Joinville, Santa Catarina. Founded in 2006 it has won one Liga Nacional de Futsal and six Campeonato Catarinense de Futsal. The team is a partnership between the sports club Joinville Esporte Clube and Krona Tubos e Conexões.

text:
# Joinville Futsal

**JEC Krona Futsal**, also known as **Joinville** or **Krona Futsal**, is a Brazilian futsal club from Joinville, Santa Catarina. Founded in 2006 it has won one Liga Nacional de Futsal and six Campeonato Catarinense de Futsal. The team is a partnership between the sports club Joinville Esporte Clube and Krona Tubos e Conexões.

## Club honours

### National competitions

### State competitions

### Regional competitions

## Current squad

*As of 27 May 2023*

| # | Position | Name | Nationality |
| --- | --- | --- | --- |
| 3 | Goalkeeper | Willian Dorn |  |
| 25 | Goalkeeper | Pato |  |
| 92 | Goalkeeper | Deivão |  |
| 2 | Defender | Leo Jaraguá |  |
| 8 | Defender | Ernani de Oliveira |  |
| 11 | Defender | Henrique Gonçalves |  |
| 18 | Defender | João Silveira |  |
| 55 | Defender | Rafinha |  |
| 71 | Defender | Fernando Drasler |  |
| 10 | Winger | Kevin Farias |  |
| 13 | Winger | Gabriel Gurgel |  |
| 20 | Winger | Xuxa |  |
| 21 | Winger | Renatinho |  |
| 22 | Winger | Gabi |  |
| 77 | Winger | Gabriel Penézio |  |
| 90 | Winger | Anjinho |  |
| 5 | Pivot | Éder Lima |  |
| 7 | Pivot | Roni |  |
| 9 | Pivot | Vini |  |
|

## InfoBox

JEC Krona Futsal
|  | |
| --- | --- |
| Full name | Joinville Esporte Clube / Associação Desportiva Recreativa Krona |
| Founded | 2006 |
| Ground | Centreventos Cau Hansen |
| Capacity | 3,500 |
| Chairman | Valdicir Kortmann |
| Manager | Cassiano Klein |
| League | LNF |
| 2022 | Overall table: 2nd of 22<br>Playoffs: Quarterfinals |
|  | |
|  | |
|  | |


title: Verband kommunaler Unternehmen

abstract: Verband kommunaler Unternehmen, stands for the German Association of Local Public Utilities and is the national association of municipally-owned infrastructure undertakings in Germany. As an advocacy group, it represents the interests of its members towards legislators on state- federal- and European level. Its member companies are active in the fields of energy- and water supply, wastewater treatment, telecommunications, waste management and street cleaning.

text:
# Verband kommunaler Unternehmen

**Verband kommunaler Unternehmen,** stands for the German Association of Local Public Utilities and is the national association of municipally-owned infrastructure undertakings in Germany. As an advocacy group, it represents the interests of its members towards legislators on state\- federal\- and European level. Its member companies are active in the fields of energy\- and water supply, wastewater treatment, telecommunications, waste management and street cleaning.

## History

The VKU was founded in 1949 in Rüdesheim am Rhein. After the Second World War, the VKU supported municipal enterprises in their restructuring efforts. After the collapse of the GDR in 1989, the VKU aided local and regional authorities in Eastern Germany in reconstructing municipal energy and water supply infrastructure. In 2011 the formerly independent association for waste management and city cleaning (VKS – Verband kommunale Abfallwirtschaft und Stadtreinigung) became a department of VKU.

## The Association today

In 2019, the VKU had a total of 1484 member companies with a combined annual turnover of around 118 billion euros and around 268.000 employees. Their combined market shares in their areas of activity amounted to 61% for electricity, 66.7% for natural gas, 86.4% for drinking water, 70.2% for heat supply and 43.8% for wastewater disposal in 2019. Per day, the VKUs members dispose of 31.500 tons of municipal waste, making them decisive contributors to Germany's recycling quota of 68%, which is the highest among European Union member states. In addition, they supply over 6 million customers with broadband infrastructure.

The association itself is structured according to its member companies' fields of activity: The VKU has dedicated departments for energy, water and wastewater and telecommunications as well as waste collection, treatment and city cleaning. The core activity of the VKU concerns informing and influencing the legislative process by issuing press statements, formulating common positions for its members and advocating them towards decision-makers.

In 2007, the association moved its headquarters from Cologne to Berlin. In addition to its headquarters, the VKU operates country-level branches all over Germany as well as an office in Brussels. Since January 2016, the head mayor of Mainz, Michael Ebling, is President of the VKU. The operative business of the VKU is run by its managing director Ingbert Liebling, who was appointed in April 2020.

## VKU members in numbers

| Annual turnover: | 116.2 bn. € |
| --- | --- |
| Number of employees: | 268.123 |
| Annual investment | 10 bn. € |

Source: VKU

## InfoBox

Verband kommunaler Unternehmen e. V.
|
|  |
| Abbreviation | VKU |
| Formation | 1949 |
| Founded at | Rüdesheim am Rhein |
| Headquarters | Berlin |
| Services | advocacy group representing municipally owned infrastructure undertakings and economic enterprises in Germany |
| Membership | 1484 member companies |
| President | Michael Ebling |
| CEO | Ingbert Liebing |
| Staff | 120 |


abstract: Gladstone railway station is located on the Crystal Brook-Broken Hill line in Gladstone, South Australia.

text:
# Gladstone railway station, South Australia

**Gladstone railway station** is located on the Crystal Brook-Broken Hill line in Gladstone, South Australia.

## History

Gladstone station opened in 1876 when a line opened from Port Pirie in the west, it was later extended east to Peterborough and ultimately Broken Hill. In 1888, a line was built north to Laura and ultimately Wilmington. When the Hamley Bridge line from Balaklava in the south reached Gladstone in 1894, it became a four-way junction station. All were built as narrow gauge lines.

In 1927, the line from the south was converted to broad gauge, making Gladstone a break of gauge station. As part of the standardisation project, the line between Port Augusta and Broken Hill was converted to standard gauge in 1969, thus Gladstone became a junction for three gauges.

The broad-gauge connection between Gladstone and Adelaide was closed in May 1988. The narrow-gauge Wilmington railway line was closed in 1990 thus making Gladstone an only standard gauge station on the Crystal Brook-Broken Hill railway line.

## Services

Journey Beyond's weekly *Indian Pacific* service between Sydney and Perth passes through Gladstone but does not stop.

## InfoBox

| Gladstone | |
| --- | --- |
| Gladstone yard in March 1986 | |
| General information | |
| Location | Port Street, Gladstone |
| Coordinates | 33°16′11″S 138°21′28″E / 33.2697°S 138.3578°E / -33.2697; 138.3578 |
| Operated by | Journey Beyond |
| Line(s) | Crystal Brook-Broken Hill |
| Platforms | 1 |
| Construction | |
| Structure type | Ground |
| Other information | |
| Status | Unstaffed |
| History | |
| Opened | 1876 |
|  | |
| Services | |
| Preceding station Australian Rail Track Corporation Following station  Caltowietowards Crystal Brook  Crystal Brook-Broken Hill railway line  Huddlestontowards Broken Hill   Preceding station Australian National Railways Commission Following station  Georgetowntowards Adelaide  Gladstone railway line  *Terminus*   Preceding station Australian National Railways Commission Following station  *Terminus*  Wilmington railway line  Lauratowards Wilmington | |
|  | |
|  | |
|  | |


title: Ingalls–Wheeler–Horton Homestead Site

abstract: The Ingalls–Wheeler–Horton Homestead Site is a historic homestead site at 214 Chestnut Street in Rehoboth, Massachusetts. A house was built c. 1730 on this property, which survived until the early 20th century; a new house was built on the property in 1895, probably on the foundation of an old barn. The site has been listed on the National Register of Historic Places for the archaeological value of the former home site and the remains of associated outbuildings, and because the 1895 house is a fine local example of Late Greek Revival architecture. It remains in private hands.

text:
# Ingalls–Wheeler–Horton Homestead Site

The **Ingalls–Wheeler–Horton Homestead Site** is a historic homestead site at 214 Chestnut Street in Rehoboth, Massachusetts.

A house was built c. 1730 on this property, which survived until the early 20th century; a new house was built on the property in 1895, probably on the foundation of an old barn. The site has been listed on the National Register of Historic Places for the archaeological value of the former home site and the remains of associated outbuildings, and because the 1895 house is a fine local example of Late Greek Revival architecture. It remains in private hands.

## InfoBox

|  | |
| --- | --- |
| Ingalls–Wheeler–Horton Homestead Site | |
| U.S. National Register of Historic Places | |
|  | |
| 1774 survey of the property | |
|  | |
| Location | Rehoboth, Massachusetts |
| Coordinates | 41°49′2″N 71°14′49″W / 41.81722°N 71.24694°W / 41.81722; -71.24694 |
| Built | 1730 |
| Architectural style | Greek Revival |
| MPS | Rehoboth MRA |
| NRHP reference No. | 83000684 |
| Added to NRHP | June 6, 1983 |


title: Saipköy, Refahiye

abstract: Saipköy is a village in the Refahiye District of Erzincan Province in Turkey. The village is populated by Turks and had a population of 30 in 2022.

text:
# Saipköy, Refahiye

**Saipköy** (also: *Saip*, *Şaip*) is a village in the Refahiye District of Erzincan Province in Turkey. The village is populated by Turks and had a population of 30 in 2022.

## InfoBox

| Saipköy | |
| --- | --- |
| Village | |
| SaipköyLocation in Turkey | |
| Coordinates: 39°56′N 38°36′E / 39.933°N 38.600°E / 39.933; 38.600 | |
| Country | Turkey |
| Province | Erzincan |
| District | Refahiye |
| Population (2022) | 30 |
| Time zone | UTC+3 (TRT) |


title: Nantucket Lightship Basket

abstract: Nantucket Lightship Baskets are a type of basket originating, in the 19th century on Nantucket Island lightships. Lightship baskets are all made from rattan and wood, have an odd number of staves, a solid wooden base, a nailed and lashed rim, a rattan weaver, and are woven over a mould. Oak, pine, and ash are the most traditional type of wood used on baskets, but today many other types are utilized, such as cherry and ebony. Often modern Lightship Baskets incorporate multiple types of wood.

text:
# Nantucket Lightship Basket

**Nantucket Lightship Baskets** are a type of basket originating, in the 19th century on Nantucket Island lightships. Lightship baskets are all made from rattan and wood, have an odd number of staves, a solid wooden base, a nailed and lashed rim, a rattan weaver, and are woven over a mould. Oak, pine, and ash are the most traditional type of wood used on baskets, but today many other types are utilized, such as cherry and ebony. Often modern Lightship Baskets incorporate multiple types of wood.

## History

### Origin

Baskets began being made on Nantucket Island by Native Americans of the Wampanoag Nation; these were generally of the splint type, and bear little resemblance to Nantucket Lightship Baskets. Nevertheless, these early baskets may have inspired later basket makers on Nantucket and aboard the lightships. The earliest form of basket made by white settlers on Nantucket, originated on whaleships in the early 1800s. These baskets were made free form (without a mould) and are thus only vaguely similar to later Lightship Baskets. These baskets, however, do begin to show early principles of Lightship Basket design, often incorporating a solid wooden base and a rattan weaver. The inspiration is thought to be based upon barrel manufacture due to the similar nature of a solid base and wooden staves. The utilization of rattan in basket making is most likely due to whalers picking up the material while sailing in the South Pacific.

The first true Lightship Baskets were made in the mid- to late 1800s aboard the Lightship stationed on the Nantucket Shoals. The first Lightship Station on the Nantucket Island Shoal was established in June 1854 and crewed by six men. Deployments aboard the Lightship often lasted for 30 days and the crewmembers generally had little to do. The earliest Lightship Baskets begin appearing in the 1860s and are generally of more utilitarian form. The first purse style basket with a lid was made by Lightship Captain Charles Ray (1798–1884), and is relatively similar to the type sold today. Lightship basket bases, rims, and staves tended to be made on-island, with lightship crewmembers bringing these items on board the ship to do the actual weaving, and help pass the time. The moulds were originally made from old cut-up ships' masts. According to the Nantucket Lightship Basket Museum, some of these early Lightship Basket makers included: “Captain Davis Hall, Captain Andrew Sandsbury, Roland Folger, Thomas W. Barrallay, William D. Appleton, George W. Ray, Charles F. Ray, Joe Fisher, Charlie Sylvia, SB Raymond and Isaac Hamblin.” Lightship Baskets stopped being made on board the Nantucket lightships in 1900, when the government stopped allowing crewmembers to spend time doing so. The process continued on Nantucket Island. José Formoso Reyes began making the first true lightship basket purses in the 1940s, calling them “Friendship Baskets” after learning the craft from Captain Charles Ray's grandson Mitchel Ray. Charlie Sayles, Sr. is credited with creating the original Ivory Whale adornment for a basket top in the 1940s, a practice that is ubiquitous today.

### Use

Nantucket Lightship Baskets were originally designed as multi-purpose baskets to carry and store shopping, vegetables, and stray items about the home. Crewmen aboard the Nantucket Lightships made most for sweethearts and spouses on Nantucket, or for sale. Baskets could generally be purchased between $1.50 for small basket up to $50.00 for larger or more elaborate pieces. Most baskets were sold to Islanders, although a tourist trade quickly developed. Lightship Baskets began being used as purses in the 1900s and still are today. True Nantucket Lightship baskets currently start at about $500 and can cost up to hundreds of thousands of dollars. Poorly made knock-offs, however, can be had for far less. After José Reyes invented the “Friendship Basket” lightship basket purses began being given as gifts, as signs of long-term friendship. After the development of the “Friendship Basket” it began to be common for girls to receive a lightship basket purse as a gift after graduating from Nantucket High School.

## Types

### Round Basket

Round baskets are the most common form of Lightship Basket made, and the easiest to manufacture. The very first Lightship Baskets made were of this variety. Round baskets often have the greatest range of sizes, but are most often seen without a lid.

### Oval Basket

Oval baskets began appearing soon after the round baskets and are only marginally more difficult to make. Oval baskets are the shape generally used for “Friendship Basket” purses, often incorporating a lid. The size and shape of the oval can vary, but traditional “Friendship baskets” are always eight inches.

### Square Basket

Square baskets are the most difficult form (speaking only of shape) to make. Due to this fact they tend to be less common than round or oval baskets, but are still seen relatively frequently. Square baskets generally do not have a lid, but varieties with lids are known to exist.

### Nesting Baskets

Nesting Baskets are a series of lightship baskets made of diminishing size designed to fit neatly inside one another. Nesting baskets began being made early on aboard the Nantucket Lightships. The smallest baskets can be the size of a thimble with only a half-inch diameter to multiple feet in diameter. In nesting basket sets though it is more common to see a range between a two-inch diameter basket and a fourteen-inch diameter.

### Miniature Baskets

Miniature baskets are a more recent development, as they often require advanced tools to manufacture. Miniature baskets can take any form (round and oval though are the most common, in that order) but must have a diameter less than two inches in order to be distinguished simply from a small basket. Astronaut Daniel W. Bursch wove a set of miniature nesting baskets while at the International Space Station. Miniature Baskets are often put on thin chains and worn as necklaces by women.

## Manufacture

Nantucket Lightship Baskets are still made on Nantucket Island by local artisans such as Manny Dias and Timothy D. Parsons, and classes are still taught to local Nantucket children through programs run by The Lightship Basket Museum on Nantucket. Antique and modern made baskets can be purchased by a variety of dealers throughout the island. Poorly made fake lightship baskets are produced in China and sell for often as little as a hundred dollars. These fake baskets are made on an assembly line and utilize plastic rather than ivory as well as lower quality hollow wood.

### Parts of the basket

* Mould (solid wood shape for the basket, removed after weaving)
* Base (made from a solid piece of wood)
* Stave (made from wood or rattan)
* Weaver (long thin piece of rattan)
* Inner Rim (made from wood)
* Outer Rim (made from wood)
* Cane filler/top cane (thin piece of rattan)
* Cross lashing, lashing (thin piece of rattan, usually the same size as the weaver)
* Escutcheon Pin (brass)
* Handle/Bail (wood)
* Button (knobs on side of the basket by the handle, usually made from whale ivory)
* Wooden Ear (wood)
* Plug (wood or whale ivory)

### Construction

Lightship Baskets are woven from the bottom to the top and start with a solid wooden base that has a groove cut around the outside. The base is carved, sanded, and polished then attached to the top of a solid wood mould. The attachment is usually done with a screw and plastic washer. The staves are then made either from pieces of rattan, or thin slats of wood. The staves are tapered at the top and soaked in water (rattan staves only require a brief dampening). The staves are then inserted into the groove cut into the base. An odd number of staves must always be used in order to allow the weaver to continue running down the basket, if an even number of staves were used the weaver would end up having to skip a stave. Generally baskets contain between 31 and 51 staves (although many baskets contain more, or fewer) with the stave width being relative to the size of the basket. The staves are kept tight onto the mould with a thick rubber band. A long thin piece of rattan is used as the weaver.

The weaver is placed into the groove on the base and runs around the basket going over-then-under every stave. Right-handed people tend to weave clockwise, whereas left-handed people tend to weave counter clockwise. At the beginning it is more difficult as the stave must be carefully pulled from the rubber band and re-inserted without damage. Most people tend to dampen the weaver as they work. When the weaver reaches the end it must be spliced, a process by which a new piece of weaver is woven over of the last piece and trimmed so as not to be visible. Once the weaving has passed the bottom curve of the basket the rubber band can be removed and weaving generally speeds up. Once the basket is fully woven it is removed from the mould.

The inner rim is sanded and polished as well as the outer rim. The inner rim fits inside the basket and the outer rim fits on the outside. Every third stave a brass escutcheon pin (basically a small nail) is driven through the outer rim, through the stave and into the inner rim. The tops of the staves are then all trimmed flush with the rim and a piece of rattan is used to lash the two together. As the lasher goes around another strip of rattan is used to cover the gap between the inner and outer rims. The lasher can go around twice to get a cross-lashed effect.

At this point a handle (if used) can be attached by riveting directly to the rim, or to a wooden ear, which would have been inserted during weaving as a type of stave. The hole in the base through which the screw attached the base to the mould is finally plugged, either with a piece of similar or contrasting wood, or with a piece of whale ivory.

* "Nantucket Lightship Baskets - An Historic Perspective". *Nantucket Lightship Basket Museum*. Archived from the original on 8 March 2012. Retrieved 17 October 2011.
* Madden, Paul. "A Short History of Nantucket Lightship Baskets". *Nantucket Lightship Basket Museum*. Archived from the original on 18 February 2012. Retrieved 17 October 2011.
* Lewis Burke Frumkes (May 15, 1988). "Nantucket's Lightship Baskets". *Travel*. New York Times. Retrieved 17 October 2011.
* Parsons, Timothy D. "Nantucket Lightship Basket History". *www.nantucketbaskets.com/*. Retrieved 17 October 2011.
* Schermer, Nancy (2011). *The Best Baskets in the World: The Fine Art of Panama's Wounaan and Embera Indians*. Langdon Street Press. p. 142. ISBN 978-1-936183-28-9.
* Karttunen, Frances Ruley (2005). *The other islanders: people who pulled Nantucket's oars*. Spinner Publications, Inc. pp. 151–155. ISBN 978-0-932027-93-1.
* Kirklin, Wayne (2007). *Lightships: floating lighthouses of the Mid-Atlantic*. United Kingdom: The History Press. pp. 59–63. ISBN 978-1-59629-350-2.
* Curatorial Intern (1 December 2011). ""Carrying" on Tradition". New Britain Museum of American Art. Retrieved 17 October 2011.
* Bunker, John (March 1956). "The Famous Nantucket". *Boys' Life*. **XLVI** (3): 63.
* McGuire, John E.; Henry Peach (2000). *Basketry: The Nantucket Tradition: History Techniques Projects*. Lark Books. ISBN 978-1-887374-52-1.
* Lawrence, Martha R. (2000). *Lightship Baskets of Nantucket*. Schiffer Pub. ISBN 978-0-7643-0891-8.
* "A Nantucket Lightship Basket Buyers Guide". Retrieved 17 October 2011.
* "Lightship Basket Weaving". *Masters*. 9 April 2011. 03:30 minutes in. Plum TV.
* Jessica Lyons (May 6, 2004). "Out of Space NASA astronaut Daniel Bursch is spending time on the ground as a Naval Postgrad instructor". *E-paper*. Monterey County Weekly. Archived from the original on 5 April 2012. Retrieved 17 October 2011.
* Nanepashemet, Nathaniel Philbrick, Elizabeth Little, Timothy J. Lipore, Michael Gibbons, Slow Turtle (Winter 1996). "A Report on the NHA Symposium: Nantucket and the Native American Legacy of New England". *Historic Nantucket Articles*. Historic Nantucket, Vol 44, no. 3 p.98-100. Retrieved 17 October 2011.`{{cite web}}`: CS1 maint: multiple names: authors list (link)

## Further reading


title: Oded Regev (physicist)

abstract: Oded Regev is a physicist and astrophysicist, professor emeritus of the Technion, Israel Institute of Technology. He is best known for his theoretical application of fluid dynamics and dynamical systems theory to astrophysics.

text:
# Oded Regev (physicist)

**Oded Regev** (born 1946) is a physicist and astrophysicist, professor emeritus of the Technion, Israel Institute of Technology. He is best known for his theoretical application of fluid dynamics and dynamical systems theory to astrophysics.

## Career

Regev was born in Poland and emigrated to Israel in 1958. His academic career was mainly in Israel. He studied physics and mathematics at the Hebrew University of Jerusalem, with graduate studies and a Ph.D. at Tel Aviv University, and became a faculty member at the Technion – Israel Institute of Technology. During his studies he served four years in the Israel Defense Forces and continued to serve in the reserve units, reaching the rank of major. In 2002 he moved to the US.

## Contributions

His early numerical calculations (with G. Shaviv) of a rotating gas sphere gravitational collapse (1980) were the first to show that a central object (a star) is formed surrounded by a protoplanetary disk-like nebula, provided turbulent viscosity is included. Together with J.R. Buchler he found a simplistic model of a stellar oscillator that exhibited chaotic pulsation. This oscillator was later found to be related to the Moore-Spiegel oscillator.

He was among the discoverers of the advection dominated accretion flows (ADAF) which became a very popular idea in modeling accretion disks around black holes.

In his later years he concentrated on theory of accretion disks applying mathematical approximation methods that were novel to astrophysics. He investigated instabilities of accretion disks that may give rise to angular momentum transport, excluding the possibility that the magneto-rotational instability may develop beyond linear stage in thin, disks with very low magnetic Prandtl number as such structures usually are.

## Books

Regev is the author of :

* *Physics with Answers: 500 Problems and Solutions* (with Andrew R. King, Cambridge University Press, 1997)
* *Chaos and Complexity in Astrophysics* (Cambridge University Press, 2010)
* *Asymptotic Approximation Methods in Astrophysical Fluid Dynamics: Techniques and Example Applications* (with Orkan M. Umuthan, VDM Verlag, 2010)
* *Modern Fluid Dynamics for Physics and Astrophysics* (with Orkan M. Umurhan and Philip A. Yecko, Graduate Texts in Physics, Springer, 2016)

## InfoBox

| Oded Regev | |
| --- | --- |
|  | |
| Born | (1946-10-25) 25 October 1946<br>Wałbrzych, Poland |
| Known for | Astrophysical fluid dynamics |
| **Scientific career** | |
| Fields | Physics, fluid dynamics |
| Doctoral advisor | Giora Shaviv |
| Notable students | Noam Soker, Nir Shaviv |
|  | |


title: Poczekajka, Gmina Ruda-Huta

abstract: Poczekajka is a village in the administrative district of Gmina Ruda-Huta, within Chełm County, Lublin Voivodeship, in eastern Poland, close to the border with Ukraine. It lies approximately 9 kilometres (6 mi) north-east of Chełm and 69 km (43 mi) east of the regional capital Lublin.

text:
# Poczekajka, Gmina Ruda-Huta

**Poczekajka** \[pɔt͡ʂɛˈkai̯ka\] is a village in the administrative district of Gmina Ruda-Huta, within Chełm County, Lublin Voivodeship, in eastern Poland, close to the border with Ukraine. It lies approximately 9 kilometres (6 mi) north-east of Chełm and 69 km (43 mi) east of the regional capital Lublin.

## InfoBox

| Poczekajka | |
| --- | --- |
| Village | |
| Poczekajka | |
| Coordinates: 51°13′N 23°33′E / 51.217°N 23.550°E / 51.217; 23.550 | |
| Country | Poland |
| Voivodeship | Lublin |
| County | Chełm |
| Gmina | Ruda-Huta |


title: Verbandsbauart

abstract: The German term Verbandsbauart describes both a type of goods wagon as well as a type of tram. In order to standardise the goods wagons classes of the various German state railways (Länderbahnen), the German State Railway Wagon Association issued regulations. The so-called Verbandsbauart (association) or DWV wagons, named after this association, were built from 1910 until the emergence of the Austauschbauart (interchangeable) wagons in 1927. Externally, the Verbandsbauart wagons looked very much like state railway goods wagons, but they were equipped for considerably higher maximum loads of up to 20 tons. A total of 11 classes were defined by norms defined by master engineering drawings (Musterblättern). The wagons were built in numbers that today are hardly conceivable. The most important ones were the A2 and A10 Class wagons of which over 100,000 of each type were built. The Om Class A10 wagons were, including wagons of identical construction made by other nations, the most widespread goods wagons of all time and formed the major part of the German goods wagon fleet until the 1950s. Only then did they slowly disappear from the tracks. Many were also modified as part of the German goods wagon reconstruction programme. The other meaning of the term is used for one of the tram classes that arose after Second World War in West Germany. The Verband wagons succeeded the rebuilt, war-damaged trams and were built to guidelines issued by the Association of Public Transport Companies.

text:
# Verbandsbauart

The German term ***Verbandsbauart*** describes both a type of goods wagon as well as a type of tram.

In order to standardise the goods wagons classes of the various German state railways (*Länderbahnen*), the German State Railway Wagon Association (*Deutscher Staatsbahnwagenverband* or *DWV*) issued regulations. The so-called *Verbandsbauart* (association) or *DWV* wagons, named after this association, were built from 1910 until the emergence of the Austauschbauart (interchangeable) wagons in 1927. Externally, the *Verbandsbauart* wagons looked very much like state railway goods wagons, but they were equipped for considerably higher maximum loads of up to 20 tons. A total of 11 classes were defined by norms defined by master engineering drawings (*Musterblättern*). The wagons were built in numbers that today are hardly conceivable. The most important ones were the **A2** and **A10** Class wagons of which over 100,000 of each type were built. The Om Class A10 wagons were, including wagons of identical construction made by other nations, the most widespread goods wagons of all time and formed the major part of the German goods wagon fleet until the 1950s. Only then did they slowly disappear from the tracks. Many were also modified as part of the German goods wagon reconstruction programme.

The other meaning of the term is used for one of the tram classes that arose after Second World War in West Germany. The *Verband* wagons succeeded the rebuilt, war-damaged trams and were built to guidelines issued by the *Association of Public Transport Companies* (*Verband öffentlicher Verkehrsbetriebe, VÖV*).

## *Verbandsbauart* goods wagons classes

### A1 – Open wagon

The open wagon with drop-down sides of Class A1 were based on the Prussian truck, built to Sheet II d3. Just under 50,000 A1s were built from 1910, both with and without brakeman's cabs. They had a loading capacity of 18.4 m³, a maximum load of 15 tonnes and a carrying capacity of 17.5 tonnes. The wooden walls of the tiltable wagon were 1,000 mm high, the door width was 1,500 mm, the loading length 6,720 mm and the loading width 2,734 mm. The wheelbase for vehicles, with and without hand brakes was uniformly 4,000 mm, with a length over buffers of 8,800 mm.

As wagons of the DWV they bore the letter marking "Omk". Later when they were incorporated into the Deutsche Reichsbahn after the First World War, they were classified as "O Halle".

### A2 – Covered wagon

The DWV built 120,000 Class A2 goods wagons from 1910 to 1927. These flat-roofed wagons were produced with and without hand brakes and in two variants of loading door and ventilation flap. One had a loading door and ventilation flap on each side; the other variant had two loading doors and two ventilation flaps per side. Later, most of the four-door variants were converted to two-door wagons as the extra doors were deemed superfluous. Vans with two ventilators were mainly used for transporting fruit and vegetables. The new raised brakeman's cab was given a gabled roof with a pointed ridge and handrails were added to the outside of the steps.

These twin-axle wagons had at a loading volume of 45.7 m³, a payload of 15 tonnes and a carrying capacity of 15.75 tonnes. The wheelbase was uniformly 4,500 mm, the length over buffers was 9,600 mm, it had pressed steel axle boxes and DWV wheelsets. The van had eleven-leaf, 1,100 mm long suspension springs. At one point of the wagon a Kunze-Knorr goods train brake was retrofitted from the mid-1920s. In the late thirties the end panels were reinforced by diagonal braces in order to better stabilize the van body when shunting.

Some of these vans were later converted to convertible wagons (*Fakultativwagen*) and equipped with the heating needed for passenger transport. In 1938, they were assigned to the "Karlsruhe" class with the letter marking "Gh" (DB: Gh 10; DR: Gh 04). But passengers were not allowed to travel abroad in these wagons or even board them in border stations.

As DWV vans they railway wagon association they bore the class letters "GM" or "NZ". Due to the high number of A2s, the Deutsche Reichsbahn had to create two or this type of wagon two "district classes" (*Gattungsbezirke*) for them: "Kassel" and "München" ("Munich") as well as the category letter "G".

### A3 – Four-axled rail wagon

About 3,900 Class A3 rail wagons (*Schienenwagen* or *Plattformwagen*) were built from 1913 to 1925. These were a special type of flat wagon based on their Prussian forebears, based on Sheet IId7. They were only built with brakeman's cabs and had a length over buffers of 15,800 mm, a loading length of 15,060 mm and a loading width of 2,750 mm. Their unladen weight was 17.4 tonnes, their maximum load 35 tonnes and their carrying capacity 36.75 tonnes.

They initially had two Diamond class bogies \- later units had two pressed steel bogies - with a pivot pitch of 10,000 mm. These flat wagons had 12 folding stanchions made from riveted steel profiles, an underframe and Kunze-Knorr compressed air brakes.

The state railways gave them the letter marking "SSml", the Deutsche Reichsbahn grouped them into the "SS Köln" (Köln = "Cologne") class.

### A4 – Stanchion wagon

The Class A4 stanchion or stake wagon (*Rungenwagen*) was built from 1913 to 1927 and was based on a Prussian design, Sheet IId5. A total of about 35,000 were built, both with and without brakeman's cabs, the older series of wagons only had handbrakes fitted in the case of the variant with brakeman's cab and no brakes at all on the others. Not until the later series that were delivered to the Reichsbahn, were all the flats fitted with compressed air brakes. They were equipped with 18 wooden stanchions; after the war these were sometimes exchanged for pressed steel ones. The payload was 15 tonnes, they had an axle base of 6,500 mm, a loading length of 10,120 mm, a loading area of 27,000 m2, a length over buffers of 12,200 mm with hand brake and a pointed underframe (*spitzzulaufendes Sprengwerk*). They were given the letter marking "Rm" by the state railways and later reclassified by the Deutsche Reichsbahn as "R Stuttgart".

### A5 – Cradle wagon

In comparison with the existing state railway wagons, the cradle wagon (*Drehschemelwagen*), Class A5, had a longer wheelbase of 4,500 mm and was a new design. These wagons, used for the transport of timber, had eight stanchions and a rotating cradle that pivoted on a flat steel ring in the floor of the flat bed. All wagons built between 1913 and 1925 had a loading length of 8,000 mm, a loading width of 2,500 mm, a payload of 15 tonnes and a pointed underframe. The wagons without hand brakes had a length over buffers of 9,300 mm, and their unladen weight was 9.5 tonnes. Wagons with hand brakes had a length over buffers of 10,030 mm and an unladen weight of 10 tonnes.

They were designated as "Hrmz" by the state railways, but later grouped into the "H Regensburg" class by the Deutsche Reichsbahn. They were deployed for the transport of logs, construction timber and steel beams. Because, in later years, many of the *Verbandsbauart* cradle wagons were no longer needed, several were converted into railway departmental wagons and used for the transport of sections of track. Others had their cradles removed and became works wagons within the "X Erfurt" group.

### A6 – Coal truck

The Class A6 open wagons were based on Prussian Sheet IId1. This truck was built from 1913, had steel sides and was built with and without hand brakes. The end wall was rotatable and enabled the truck to be unloaded at tipping facilities. They had a loading length of 5,300 mm, a loading width of 2,812 mm, a loading volume of 19.4 m³ and its carrying capacity was 15 tonnes.

The wagons without hand brakes had a wheelbase of 3,000 mm, a length over buffers of 6,600 mm and their unladen weight was 7.3 tonnes. The open wagons with a brakeman's cab had a wheelbase of 3,300 mm, their length over buffers was 7,300 mm and their unladen weight was 8.6 tonnes.

They were designated as "Omk\[u\]" by the state railways and give the classification "O Nürnberg" (Nürnberg = "Nuremberg") by the Deutsche Reichsbahn, whilst the Prussian coal truck built to Sheet IId1 was grouped as "O Schwerin" in the DR. Many of these wagons were used as slag or coal trucks exclusively to support the engine sheds or *Bahnbetriebswerke*.

### A7 – Lidded wagon

The twin-axled, Class A7, lidded wagon (*Klappdeckelwagen*) was built from 1913 for the transportation of hygroscopic bulk commodities and were very similar to the lime truck based on Sheet IId4. They differed, however, in not having the upper door handle, steps and body struts on the longitudinal beams over the axle boxes. These trucks had a loading length of 5,295 mm, a loading width of 2,812 mm, a payload of 15 tonnes and a loading volume of 18.6m³. These enclosed wagons were so designed that the lids and side doors were very close fitting in order to protect the goods from sun and rain. The six lids were attached in the centre to the ridge beam that ran the length of the wagon and made loading easier.

The trucks without hand brakes had a length over buffers of 6,600 mm and, until 1917, a wheelbase of 3,000 mm and unladen weight of 9.5 tonnes. The wagons with hand brakes had an enclosed brakeman's cab, Kunze-Knorr brakes, a length over buffers of 7,300 mm, unladen weight of 10.3 tonnes and, until 1917, a wheelbase of 3,300 mm. From 1918 the wheelbase for both variants was specified to 3,500 mm.

### A8 – Livestock van

Roughly 2,000 *Verbandsbauart* livestock vans (*Verschlagwagen*) were built from about 1913 to 1927. They were largely the same as the Class A2 goods vans. For example, the Class A8 livestock vans of the Royal Saxon State Railways had their loading area being doubled by having a second deck. These vans with their raised brakeman's cabs, were given the standard designation "Vemgz" by the state railways. The DR grouped them as "V Altona", the variant with 4 decks (for geese) being given the additional index letter "g".

They had a wheelbase of 4,000 mm, a length over buffers of 8,550 mm, a loading area of twice 18.2 m2, a payload of 15 tonnes and a carrying capacity of 15.75 tonnes.

The A8s built for the Prussian state railways had no hand brakes, but were fitted with a compressed air brake line (index letter "n") for insertion in passenger trains. They were given the designation "Venmz", and later grouped by the DR into the "V Altona" class. These wagons had a length over buffers of 8,250 mm, a payload of 15 tonnes and a carrying capacity of 15.75 tonnes. Their wheelbase was also 4,000 mm and they had ten-leaved, 1,100-mm-long suspension springs.

The wagon bodies of these goods vans were made of wooden boards and fitted with additional loading hatches and feed openings. In the late 1930s these flat-roofed goods vehicles were fitted with welded braces in the end panels to reinforces the side walls. With the incorporation of Altona into Hamburg the district class changed in 1937 from Altona to Hamburg.

### A9 – Large-volume covered wagon

The Class A9 covered wagons were designed for the transportation of weather-sensitive, light, large-volume or very long goods, such as furniture, automotive parts, decorative wood or large glass containers that, due to their volume, could not be moved in other goods wagons. Because their payload was only 15 tonnes the space in these wagons was almost never fully used.

Just like the large-volume, covered vans of the state railways the Class A9 were also called *Hohlglaswagen* ("container glass wagons"). This expression derived from the fact that the Prussian and Saxon statey railways had large-volume vans specially built for the transport of container glass.

The prototype for these *Verbandswagen* vehicles, roughly 6,000 of which were produced between 1914 and 1928, were the Saxon and Prussian state railway vans. Unlike the Class A2, with its raised brakeman's cab, the cab was set on the frame. These goods wagons were procured with and without cabs. The variant without a brakeman's cab was 12,100 mm long, that with a cab was 12,800 mm, both had a wheelbase of 7,000 mm and a payload of 15 tonnes.

The Reichsbahn grouped these wagons into the Dresden district class, with identification marking "Gl". Like the A2 covered vans the end panels were reinforced in the late 1930s with diagonal braces.

### A10 – Open goods wagons

The Class A10 was an open wagon, newly designed in 1909 and built from 1913 to 1928. Over 200,000 of these trucks were built, the largest production run of a class of goods wagon in the world. Also described as an "open coke wagon", it was intended for the transportation of almost all not-hygroscopic goods, especially bulk goods such as coal, sand or agricultural produce.

The Deutsche Reichsbahn grouped them into classes Essen and Breslau, two series being needed because a single range of wagon numbers was not enough. As state railway vehicles they bore the letter marking "Ommk\[u\]" and in the Deutsche Reichsbahn "Om". In the DB, these trucks continued to bear the letter marking Om and class number (*Bauartnummer*) 12 until 1964.

The wagon body consisted of vertical steel profiles filled in with wooden planks, held together by a steel frame at the top. The body was reinforced with diagonal ties that ran from the top of the body to the bottom nearer the door. In the centre of the wagon was a pressed steel double door. The sides were 1,550 mm high. These wagons were built with and without a brakeman's cab, the cab where present being set directly on the chassis. The end walls folded down so that the truck could be emptied by tipping. These wagons were designed to a payload of 20 tonnes, had a carrying capacity of 21 tonnes, length over buffers 9,800 mm with brakeman's cab and 9,100 mm without. The wheelbase was standardised at 4,500 mm and the loading volumen was 33 m³.

### A11 – Four-wheel rail wagon

The prototype for the Class A11 was the Prussian state railway vehicle built to Sheet Ce143. Just under 3,000 A11s were built from 1911 to about 1922. Despite its name, the rail wagon (*Schienenwagen*) was not usually used to transport rails, because by the end of the 19th century these were far too long for this type of vehicle. Instead it carried everything that was too short for a stake wagon, for example: casks, agricultural machinery, motor vehicles and chassis for export, wool, cotton and cork rind from the port railways.

This wagon class was only built without a brakeman's cab. It had a length over buffers of 14,400 mm and a wheelbase of 8,000 mm. It had end walls over 400 mm high, 12 removable steel stakes or stanchions and loading sleepers across the bed of the wagon. The truck was reinforced by an iron bar underframe, which enabled it to support a payload of 15 tonnes and a carrying capacity of 17.5 tonnes. Its loading length was 1,300 mm and its loading width 2,750 mm.

As state railway wagons they bore the letter marking "Sml" and, in the Deutsche Reichsbahn, they had the letter "S" and belonged to the Augsburg district class. Many wagons were given a welded steel profile underframe by the Deutsche Bundesbahn which enabled the payload to be increased to 20 tonnes (Sm 14).

### Overview table

The following table gives an overview over several of the *Verbandsbauart* wagon classes. It is not feasible to show all classes with all possible subsidiary letters without the table becoming too long.

The "DWV" column gives the letter markings of goods wagons of the *Deutscher Staatsbahnwagenverband* from 1909 to 1921.

The "DRG" column displays the letter markings and district classification of the Deutsche Reichsbahn from 1924 to 1945.

The "DB" column shows the letter markings and class numbers used by the Deutsche Bundesbahn from 1951.

The "DR" column displays the identification markings used by the East German Deutsche Reichsbahn from 1951.

| Standard *Verbandsbauart* goods wagons | | | | | | | |
| --- | --- | --- | --- | --- | --- | --- | --- |
| Sheet number | Goods wagon type | First year of construction | Payload | DWV | DRG | DB | DR |
| A1 | Open wagon
(coal truck) | 1911 | 15 t | Omk | O Halle | O 10 | O 29 |
| A2 | Covered wagon | 1910 | 15 t | Gm or Nm | G Kassel
G München | G 10 | G 04
G 05 |
| A3 | Four-axle rail wagon | 1913 | 35 t | SSml | SS Köln | SS 15 | SS 65 |
| A4 | Stake wagon
(large volume open wagon) | 1913 | 15 t | Rm | R Stuttgart | R 10 | R 61 |
| A5 | Cradle wagon
(timber wagon) | 1913 | 15 t
*ab 1913:*18 t | Hrmz | H Regensburg
(X Erfurt) | H 10
(X 05) | H 68 |
| A6 | Open wagon
(coal truck) | 1913 | 15 t | Omk\[u\] | O Nürnberg | O 11 | O 31 |
| A7 | Lidded wagon
(lime truck) | 1913 | 15 t | Km | K Elberfeld
from 1930:
K Wuppertal | K 15 | K 21 |
| A8 | Livestock van
(small-livestock wagon) | 1913 | 15 t | Vemgz
Venmz | V Altona
from 1937:
V Hamburg | V 14 | V 23 |
| A9 | Large volume covered wagon
(container glass van) | 1914 | 15 t | Gml | Gl Dresden | Gl 11 | Gl 12 |
| A10 | Open wagon
(coke truck) | 1913 | 20 t | Ommk\[u\] | Om Breslau
Om Essen | Om 12 | Om 37
Om 36 |
| A11 | Twin-axle rail wagon | 1911 | 15 t | Sml | S Augsburg | S 14 | S 64 |

## Identification markings and livery

From about 1922, by order of the Reich Transport Ministry (RVM), almost all goods wagons were marked with the name of their owner, "Deutsche Reichsbahn", the name of a so-called "class district" (*Gattungsbezirk*), a wagon number ( *wagonnummer*) and a category letter (*Category letters*). The wagon bodies were painted in red-brown livery (paint number 11a,29), the wagon roofs in light grey (paint number 47) and the chassis, railings, etc., in a black colour (paint numbers 14,24,33). In 1927 the DR switched over to standard colours (*Einheitsfarben*) based on the Deutsche Reichsbahn's RAL colour system 840-B, see here too. From 1942, most of the wagons simply bore the letters "DR", the name of the class district, a wagon number and a category letter.

**Standard colours → RAL colour number (840-B)**

### Class districts of the Deutsche Reichsbahn

After the state railways had been subordinated to the sovereignty of the German Empire in 1920, the Reich Railway Authority began in 1921 to group all goods wagons with the same or similar roles into so-called "class districts" (*Gattungsbezirke*). These were given the names of German cities, usually those with the HQ of a Reich railway division. This method of classifying goods wagons was first used in 1912 when the Bavarian goods wagons were reclassified. The DR's goods wagon reclassification exercise began in 1922 and lasted until 1924. This did not just affect the *Verbandsbauart* goods wagons, but all goods wagons in the Deutsche Reichsbahn's fleet.

(S = State railway class; V = *Verbandsbauart*; A = *Austauschbauart*; W = Welded construction)

| Class districts of the Deutsche Reichsbahn from 1921 | | | | |
| --- | --- | --- | --- | --- |
| Class districts | Category letters | Wagon type | Design | Period |
| Altona, later Hamburg | V | Livestock wagon | S, V, A, W | 1922–1937 |
| Augsburg | S | Two and three axled rail wagons | S, V, A, W | 1922–1945 |
| Berlin | Gk | Refrigerator van | S, V, A, W | 1922–1945 |
| Breslau | Om | Open wagon | S, V, A, W | 1922–1945 |
| Dresden | G und GG | Large-volume covered wagon | S, V, A, W | 1922–1945 |
| Elberfeld, later Wuppertal | K | Lidded wagon | S, V, A | 1922–1930 |
| Erfurt | X | Open departmental wagon | S, V, A, W | 1922–1945 |
| Essen | Om | Open wagon | V, W | 1922–1945 |
| Kassel (Cassel) | W | covered wagon | V, A | 1922–1945 |
| Köln | SS | Four and more axled rail wagons (flat wagons) | S, V, A, W | 1922–1945 |
| München | G | Covered wagon | *Verbandsbauart* | 1922–1945 |
| Nürnberg | O | Open wagon | *Verbandsbauart* | 1922–1945 |
| Regensburg | H | Cradle wagon | S, V, A | 1922–1945 |
| Stuttgart | R | Stake wagon | S, V, A, W | 1922–1945 |

See also:

## Literature and sources

* Helmut Behrends, Wolfgang Hensel, Gerhard Wiedau: *Güterwagen-Archiv.* Band 1: *Länderbahnen und Deutsche Reichsbahn-Gesellschaft.* Transpress Verlag, Berlin, 1989, ISBN 3-344-00184-1.
* Walter Hollnagel: *Eisenbahnraritäten – Von den zwanziger Jahren bis 1945.* EK-Verlag, Freiburg, 2008, ISBN 978-3-88255-306-2.
* Wolfgang Diener:*Anstrich und Bezeichnung von Güterwagen*. Verlag Dr. Bernhard Abend, Stuttgart, 1992, ISBN 3-926243-11-2.
* WER: *Die Reichsbahn-Güterwagen.* Reichsbahn-Werbeamt für den Personen- und Güterverkehr, Berlin, 1939
* Stefan Carstens, Rudolf Ossig: *Güterwagen Band 1, Gedeckte Wagen.* MIBA-Verlag, Nuremberg, 2000, ISBN 3-86046-060-9.
* Stefan Carstens, Hans Ulrich Diener: *Güterwagen Band 2, Gedeckte Wagen – Sonderbauart.* MIBA-Verlag, Nuremberg, 2000, ISBN 3-86046-061-7.
* Stefan Carstens, Hans Ulrich Diener: *Güterwagen Band 3, Offene Wagen.* MIBA-Verlag, Nuremberg, 2003, ISBN 3-86046-074-9.
* Stefan Carstens: *Güterwagen Band 4, Offene Wagen in Sonderbauart.* MIBA-Verlag, Nuremberg, 2003, ISBN 3-86046-073-0.
* Stefan Carstens: *Güterwagen Band 5, Rungen-, Schienen- und Flachwagen.* MIBA-Verlag, Nuremberg, 2008, ISBN 978-3-89610-248-5.
* Deutsche Bundesbahn: *2812 Fuw 4/51, Nachtrag 18, Umnummerung der Güterwagen, der Dienstgüterwagen und der Bahndienstwagen der DB, sowie der bei ihr eingestellten Privatgüterwagen.* Eisenbahn-Zentralamt Minden (Westf). Minden, 1952.


title: Indiana Harbor East Breakwater Light

abstract: The Indiana Harbor East Breakwater Light is an active aid to navigation that marks the end of a breakwater on the east side of the Indiana Harbor and Ship Canal where it enters Lake Michigan.

text:
# Indiana Harbor East Breakwater Light

The **Indiana Harbor East Breakwater Light** is an active aid to navigation that marks the end of a breakwater on the east side of the Indiana Harbor and Ship Canal where it enters Lake Michigan.

## History

According to the Northwest Ordinance of 1787, Michigan's southern boundary should be a line drawn from the southern tip of Lake Michigan east to Lake Erie. Due to errors of cartography, Lake Michigan was charted further north than it really is. This error put Toledo, Ohio and the Maumee River mouth in Ohio. This was one of the bones of contention involved in the “Toledo War”, which was only resolved by Act of Congress, and the related award of the Upper Peninsula to Michigan. All of this had an indirect effect on Indiana's northern border, which now encompassed the southern tip of Lake Michigan.

Indiana Harbor was constructed over several years, beginning in 1901, and this included a breakwater paralleling the east edge of the channel where it enters the lake. In 1914 responsibility for the waterway and its facilities was assumed by the Corps of Engineers, and there is some indication that the Corps erected a lighthouse on the breakwater in 1920; however, information on its construction is lacking.

On 26 March 1901, Inland Steel Company contracted with Lake Michigan Land Company. It accepted fifty acres of dune land near East Chicago and a promise that a harbor and railroad would be built, in consideration of a promise to build a steel plant there that would cost no less than one million dollars. For $500,000, Inland Steel divested itself of Inland Iron and Forge Company, and raised another $500,000 to fund the project.

During 1901 and 1902, Indiana Harbor was dredged and a breakwater built. In 1903, work began on a canal that would eventually linking the Indiana Harbor inland to both the Grand Calumet River and Lake George. Over the next several years, many industries were established there.

In 1914, the federal government assumed responsibility for Indiana Harbor and the canal. The first lighthouse was constructed in the harbor in 1920. The current light was erected in 1935, and is identical to the better known Port Washington Breakwater Light in Wisconsin. It is an Art Deco steel tower standing on a circular pier at the tip of the breakwater. The original lantern, which housed a fourth order Fresnel lens (1 second flash every 7.5 seconds), has been removed and replaced by a modern beacon with a characteristic of three seconds on followed by three seconds off.

It is one of a dozen past or present lighthouses in Indiana.

The prior square light was decommissioned when it became redundant, as the harbor had grown past it.

A contemporary unmanned light in the Art Deco style is the Gravelly Shoal Light in Michigan.

Although it never had a resident lighthouse keeper, this light is a recognized 'significant light" by the National Park Service National Maritime Initiative.

In June, 2009 the Coast Guard proposed changing the light to a green Light emitting diode.

## Getting there

The industrial area surrounding the breakwater is private and the area closed. It is best seen from the water. Charters, however, are available.

The lighthouse is owned by the Coast Guard and the tower is closed.

## Further reading

## InfoBox

Indiana Harbor East Breakwater Light
|  | |
| --- | --- |
|  | |
| Location | East side of Indiana Harbor and Ship Canal entrance to Lake Michigan |
| Coordinates | 41°40′51″N 87°26′28″W / 41.68083°N 87.44111°W / 41.68083; -87.44111 |
| Tower | |
| Construction | steel |
| Height | 23 m (75 ft) |
| Shape | square tower |
|  | |
| Light | |
| First lit | 1935 |
| Focal height | 78 feet (24 m) |
| Lens | fourth-order Fresnel lens |
| Range | 12 nautical miles; 23 kilometres (14 mi) |
| Characteristic | Isophase green 6s |
|  | |


title: Modedit

abstract: Modedit was a MOD file editor for MS-DOS written by Norman Lin and distributed as Shareware in 1991 and 1992. It was one of the first MOD software available for the PC. Its ability to play MODs through the PC speaker without requiring additional sound hardware, was achieved by using code written by Mark J. Cox.

text:
# Modedit

**Modedit** was a MOD file editor (a form of Tracker) for MS-DOS written by Norman Lin and distributed as Shareware in 1991 and 1992. It was one of the first MOD software available for the PC. Its ability to play MODs through the PC speaker without requiring additional sound hardware, was achieved by using code written by Mark J. Cox.

## Releases

The most popular version was the initial release, v2.00, in 1991 (v1.0 was a private release). Its screen was divided into three parts: Pattern editor, Pattern sequence table, and Sample list. Navigation around these parts was by keyboard.

Version 3.01 (released late 1992) added a piano roll display and mouse support, but it was less popular. It shipped with a MOD file of "The House of the Rising Sun" as a demonstration.

## Editor

The pattern editor showed details of the current pattern in the sequence table. It had 4 columns corresponding to the 4 channels of the MOD file, and each column was divided into 3 smaller columns for pitch (note name and octave number), sample number (corresponding to an entry in the sample list), and special effects code (if any). These values could be edited directly by typing, in a manner reminiscent of a hex editor.

Notes

## InfoBox

Modedit
|
|  |
| Original author(s) | Norman Lin |
| Initial release | 1991 (1991) |
|  | |
| Stable release | Version 3.01 / late 1992 |
|  | |
| Operating system | MS-DOS |
| Type | Tracker |
| License | Shareware |


title: Oresto DiSaia

abstract: Oresto DiSaia (1900–1976) was an Italian-American architect from Providence, Rhode Island. He was well known as an architect of large churches, theatres and other buildings.

text:
# Oresto DiSaia

**Oresto DiSaia** (1900–1976) was an Italian-American architect from Providence, Rhode Island. He was well known as an architect of large churches, theatres and other buildings.

## Life and career

Oresto DiSaia was born January 22, 1900, in Providence, Rhode Island to Costanzo and Carmela (DePaola) DiSaia, recent Italian immigrants from Frosolone and Riccia, respectively. He was educated in the Providence public schools, but did not attend college. After his 1917 graduation he joined the firm of F. P. Sheldon & Son, mill architects and engineers. With the exception of a brief period with the Construction Division of the War Department in Washington, DC during World War I, DiSaia remained with the Sheldons until 1924, when he established his own practice. DiSaia practiced alone for most of his career, but became associated with his two sons late in life. After his death, they operated the practice as DiSaia Associates.

In 1946 DiSaia was appointed state Director of Public Works by Governor John O. Pastore. He served until his resignation in 1948. In 1950 he was chair of the Legislative Commission on Highway Planning, and in 1973 he was appointed to the Building Codes Standards Committee by Governor Philip W. Noel.

DiSaia joined the American Institute of Architects in 1931. He was a member for the rest of his life, excluding the years 1933 to 1937. At one time or another he held every office in the Rhode Island chapter, including president.

## Personal life

DiSaia was married to Eleanor Rossi, with whom he had two sons and two daughters. They lived in a house at 481 Pleasant Valley Parkway in Providence, circa 1955. His sons, Kenneth A. (1925–2009) and Robert O. (1931–2012), would become associated in his business.

In addition to his professional associations, DiSaia was also a member of several fraternal organizations. He was a member and trustee of the R. C. Church of the Holy Ghost in Providence.

DiSaia died March 28, 1976, in Providence.

## Architectural works

1. "La storia del molisano Oreste "Oresto" Di Saia, "l'Architetto autodidatta"". September 20, 2017.
2. Ubaldo U. M. Pesaturo, "Di Saia, Oresto," in *Italo-Americans of Rhode Island* (Providence: Ubaldo U. M. Pesaturo, 1940): 91-92.
3. "Oresto DiSaia," aiahistoricaldirectory.atlassian.net, AIA Historical Directory of American Architects, n. d. Accessed July 13, 2021.
4. Muratore, Joseph M. (November 1999). *Italian-Americans in Rhode Island*. ISBN 978-0-7385-4940-8.
5. Providence directories
6. William McKenzie Woodward and Edward F. Sanderson, *Providence: A Citywide Survey of Historic Resources*, ed. David Chase (Providence: Rhode Island Historical Preservation Commission, 1986)
7. University of Rhode Island Historic District NRHP Registration Form (2017)
8. Martha Bowers, Elizabeth Sargent Warren and Pamela A. Kennedy, *Rhode Island: State-owned Historic Properties*, ed. Robert Owen Jones (Providence: Rhode Island Historical Preservation Commission, 1989)
9. Mike Lusi, "The loss of an Art Deco masterpiece," providencejournal.com, The Providence Journal, April 10, 2015. Accessed July 13, 2021.
10. Provisions Warehouse Historic District, Kinsley & Harris Avenues, Providence, Providence County, RI"
11. *Johnston, Rhode Island*. 1999-03-28. ISBN 978-0-7385-8637-3.
12. William McKenzie Woodward, *Downtown Providence: Statewide Historical Preservation Report P-P-5*, ed. David Chase and Bernard Mendillo (Providence: Rhode Island Historical Preservation Commission, 1981)
13. Marconi Memorial"
14. Robert Eliot Freeman, *Cranston, Rhode Island: Statewide Historical Preservation Report P-C-1*, ed. David Chase and Bernard Mendillo (Providence: Rhode Island Historical Preservation Commission, 1980)
15. Elizabeth Sargent Warren and Pamela A. Kennedy, *Historic and Architectural Resources of Bristol, Rhode Island* (Providence: Rhode Island Historical Preservation Commission, 1990)

## InfoBox

| Oresto DiSaia | |
| --- | --- |
| Born | (1900-01-22)January 22, 1900
Providence, Rhode Island |
| Died | March 28, 1976(1976-03-28) (aged 76)
Providence, Rhode Island |
| Nationality | American |
| Occupation | Architect |


title: Saint Vladimir's College

abstract: Saint Vladimir's is a former Ukrainian Catholic minor seminary in Roblin, Manitoba.

text:
# Saint Vladimir's College

**Saint Vladimir's** is a former Ukrainian Catholic minor seminary in Roblin, Manitoba.

## History

> "The history of St. Vladimir's College is closely tied to the history of the Ukrainian Greek Catholic Church in Canada. Roman Catholic Redemptorist missionaries from Belgium were sent to Canada in the first decade of the 20th century in order to serve the growing population of Ukrainian immigrants in the prairie provinces. Settling in Yorkton, Saskatchewan in 1904 they opened a monastery and church within ten years. By 1917, they had seen the need to educate and groom young Canadian-born men for service in the church and they accepted their first two students as minor seminarians. By 1936, after years of uncertainty, the minor seminary re-opened with the intent of educating young men in the Byzantine Rite. As this was the Rite of the majority of the Ukrainian immigrants, the institution was most welcomed and highly successful. The Ukrainian priests and their operation of the Yorkton Minor Seminary were instrumental in keeping alive the faith of the Ukrainian immigrants on the Canadian prairies and an essential factor in the growth of the Ukrainian Greek Catholic Church in Canada."

51°13′41″N 101°21′09″W / 51.2281°N 101.3524°W / 51.2281; -101.3524

## InfoBox

Saint Vladimir's
| Type | seminary |
| --- | --- |
| Established | 1936 |
| Affiliation | Ukrainian Catholic |
| Location | Roblin, Manitoba, Canada |


title: Walter Toomer

abstract: Walter Edward Toomer was an English amateur footballer who played at either right-half or at outside-right for Southampton in the Southern League in the period prior to World War I. By profession he was a schoolteacher before running the family sports outfitters business in Southampton, and later becoming a director of Southampton Football Club.

text:
# Walter Toomer

**Walter Edward Toomer** (9 February 1883 – 28 December 1962) was an English amateur footballer who played at either right-half or at outside-right for Southampton in the Southern League in the period prior to World War I. By profession he was a schoolteacher before running the family sports outfitters business in Southampton, and later becoming a director of Southampton Football Club.

## Early life and education

Toomer was born in Southampton, the son of a cricket bat maker and was educated at St John's College, Battersea. He remained in London where he studied to become a teacher, and was on the books of Fulham and Chelsea without making any first-team appearances for Fulham and only playing in one FA Cup tie for Chelsea.

## Football career

In 1906, he took up a teaching appointment in his home town where he also helped his father run the family sports outfitters business based in London Road. At the same time, he was signed by Southampton Football Club as an amateur player and spent most of his time with the club in the reserves, becoming the reserve-team captain.

His first-team debut came on 5 January 1907, when he played at outside-right in a 1–1 draw at Norwich City, with Bert Hoskins moving to inside-right in the absence of Frank Jefferis. Although he "performed competently" whenever he was called into the first team, his appearances over the next eight years were rather spasmodic, with two in 1906–07, one in 1908–09, two in 1909–10, three in 1910–11 and two in 1912–13, a total of ten appearances of which three came as a forward and seven as a half-back.

Toomer remained with the "Saints" until 1914, when he enlisted in the Royal Artillery.

## Later career

During the First World War, he served with the Royal Artillery in France. After the war, he returned to Southampton to take over his father's business and abandoned his teaching and football careers. The sportswear business continued to operate from premises at the corner of London Road and Waterloo Terrace until the 1990s and the family company was dissolved in April 1996. An advertising slogan for the business was still visible on their former premises until 2011, but has now been overpainted.

In May 1950, Toomer was appointed a director of Southampton Football Club, continuing as such until his death.

## InfoBox

Walter Toomer
| Personal information | | | |
| --- | --- | --- | --- |
| Full name | Walter Edward Toomer | | |
| Date of birth | (1883-02-09)9 February 1883 | | |
| Place of birth | Southampton, England | | |
| Date of death | 28 December 1962(1962-12-28) (aged 79) | | |
| Place of death | Southampton, England | | |
| Position(s) | Right-half / outside-right | | |
| Senior career\* | | | |
| Years | **Team** | **Apps** | **(Gls)** |
|  | Fulham | 0 | (0) |
| 1905–1906 | Chelsea | 0 | (0) |
| 1906–1914 | Southampton | 10 | (0) |
| \*Club domestic league appearances and goals | | | |


title: Neuregulin

abstract: Neuregulins are a family of four structurally related proteins that are part of the EGF family of proteins. These proteins have been shown to have diverse functions in the development of the nervous system and play multiple essential roles in vertebrate embryogenesis including: cardiac development, Schwann cell and oligodendrocyte differentiation, some aspects of neuronal development, as well as the formation of neuromuscular synapses. Included in the family are heregulin; neu differentiation factor; acetylcholine receptor synthesis stimulator; glial growth factor; and sensory and motor-neuron derived factor. Multiple family members are generated by alternate splicing or by use of several cell type-specific transcription initiation sites. In general, they bind to and activate the erbB family of receptor tyrosine kinases, functioning both as heterodimers and homodimers.

text:
# Neuregulin

**Neuregulins** are a family of four structurally related proteins that are part of the EGF family of proteins. These proteins have been shown to have diverse functions in the development of the nervous system and play multiple essential roles in vertebrate embryogenesis including: cardiac development, Schwann cell and oligodendrocyte differentiation, some aspects of neuronal development, as well as the formation of neuromuscular synapses.

Included in the family are heregulin; neu differentiation factor; acetylcholine receptor synthesis stimulator; glial growth factor; and sensory and motor-neuron derived factor. Multiple family members are generated by alternate splicing or by use of several cell type-specific transcription initiation sites. In general, they bind to and activate the erbB family of receptor tyrosine kinases (erbB2 (HER2), erbB3 (HER3), and erbB4 (HER4)), functioning both as heterodimers and homodimers.

## Neuregulin family members

The neuregulin family includes:

* **Neuregulin 1** (**NRG1**), with numerous discovered isoforms stemming from alternative splicing:
    + **Type I NRG1**; alternative names: Heregulin, NEU differentiation factor (NDF), or acetylcholine receptor inducing activity (ARIA)
    + **Type II NRG1**; alternative name: Glial Growth Factor-2 (GGF2);
    + **Type III NRG1**; alternative name: Sensory and motor neuron-derived factor (SMDF);
    + **Type IV NRG1**;
    + **Type V NRG1**;
    + **Type VI NRG1**; Types IV-VI are proteins with 3 novel N-terminal domains identified in 2004.
* **Neuregulin 2** (**NRG2**);
* **Neuregulin 3** (**NRG3**);
* **Neuregulin 4** (**NRG4**);

In mammals, neuregulin family members are the products of 4 genes NRG1, NRG2, NRG3 and NRG4 respectively.

The transmembrane forms of neuregulin 1 (NRG1) are present within synaptic vesicles, including those containing glutamate. After exocytosis, NRG1 is in the presynaptic membrane, where the ectodomain of NRG1 may be cleaved off. The ectodomain then migrates across the synaptic cleft and binds to and activates a member of the EGF-receptor family on the postsynaptic membrane. This has been shown to increase the expression of certain glutamate-receptor subunits. NRG1 appears to signal for glutamate-receptor subunit expression, localization, and /or phosphorylation facilitating subsequent glutamate transmission.

The NRG1 gene has been identified as a potential gene determining susceptibility to schizophrenia by a combination of genetic linkage and association approaches.

## NRG1

NRG1 plays a role in synapse development, influencing the upregulation of acetylcholine receptor genes beneath the endplate after mammalian motor neurons have made synaptic contact with muscle fibres, hence its alternative name ARIA = **A**cetylcholine **R**eceptor **I**nducing **A**ctivity.

## Animal models

A study done on mice in early 2009 has indicated that when neuregulin-1\ErbB signalling is disrupted, the dendritic spines of neurons grow but do not fully form. This produced no immediate noticeable changes to brain development, but in adults there was a reduction of dendritic spines on neurons. Glutamatergic signalling was markedly disrupted in the mice as a result of the experiment.

## In fish, birds, and earthworms

NRG-1,2,3 have been found in fish and birds.

mRNA similar to mammalian Pro-NRG2 precursor has been found in *humus earthworm* Lumbricidae.

## InfoBox

| Neuregulin family | |
| --- | --- |
| Structure of the epidermal growth factor-like domain of heregulin-alpha, a ligand for p180erbB-4. | |
| Identifiers | |
| Symbol | Neuregulin |
| Pfam | PF02158 |
| InterPro | IPR002154 |
| SCOP2 | 1hrf / SCOPe / SUPFAM |
| Available protein structures:  Pfam structures / ECOD  PDB RCSB PDB; PDBe; PDBj  PDBsum structure summary  PDB 1hae, 1haf, 1hre, 1hrf | |