title: Henry J. Kaiser

abstract: Henry John Kaiser was an American industrialist who became known for his shipbuilding and construction projects, then later for his involvement in fostering modern American health care. Prior to World War II, Kaiser was involved in the construction industry; his company was one of those that built the Hoover Dam. He established the Kaiser Shipyards, which built Liberty ships during World War II, after which he formed Kaiser Aluminum and Kaiser Steel. Kaiser organized Kaiser Permanente health care for his workers and their families. He led Kaiser-Frazer followed by Kaiser Motors, automobile companies known for the safety of their designs. Kaiser was involved in large construction projects such as civic centers and dams, and invested in real estate, later moving into television broadcasting.

text:
# Henry J. Kaiser

**Henry John Kaiser** (May 9, 1882 – August 24, 1967) was an American industrialist who became known for his shipbuilding and construction projects, then later for his involvement in fostering modern American health care. Prior to World War II, Kaiser was involved in the construction industry; his company was one of those that built the Hoover Dam. He established the Kaiser Shipyards, which built Liberty ships during World War II, after which he formed Kaiser Aluminum and Kaiser Steel. Kaiser organized Kaiser Permanente health care for his workers and their families. He led Kaiser-Frazer followed by Kaiser Motors, automobile companies known for the safety of their designs. Kaiser was involved in large construction projects such as civic centers and dams, and invested in real estate, later moving into television broadcasting.

## Early life

Kaiser was born on May 9, 1882, in Sprout Brook, New York, the son of Franz and Anna Marie (née Yops) Kaiser, ethnic German immigrants. His father was a shoemaker. Kaiser's first job was as a cash boy in a Utica, New York, department store at the age of 16. He worked as an apprentice photographer early in life, and was running the studio in Lake Placid by the age of 20. He used his savings to move to Washington state in 1906, where he started a construction company fulfilling government contracts.

Kaiser met his future wife, Bess Fosburgh, the daughter of a Virginia lumberman, when she came into his photographic shop in Lake Placid, New York, to buy film. Fosburgh's father demanded that Kaiser show that he was financially stable before he would consent to their marriage. Kaiser moved to Spokane and became a top salesman at a hardware company, returning ten months later with enough money to placate his future father-in-law. They married on April 8, 1907, and had two children, Edgar Kaiser, Sr and Henry Kaiser, Jr.

In 1914 Kaiser founded a paving company, Henry J. Kaiser Co., Ltd., one of the first to use heavy construction machinery. His firm expanded significantly in 1927 when it received an $18-million contract to build roads in Camagüey Province, Cuba. In 1931 his firm was one of the prime contractors in building the Hoover Dam on the Colorado River, and subsequently the Bonneville and Grand Coulee Dams on the Columbia River.

While doing business among the "Six Companies, Inc.", and remotely related to his interest in motor boat racing, he set up shipyards in Seattle and Tacoma, where he began using mass-production techniques, such as using welding instead of rivets.

## World War II

Henry Kaiser was an early advocate of bringing American aid to those suffering from German aggression in Europe. In 1940, a full year before the US had entered World War II, Kaiser served as National Chairman of United Clothing Collection for International War Relief to provide much-needed clothing for the refugees from Hitler's conquests in Europe.

### Kaiser Shipbuilding

Kaiser fought Hitler far more directly with what he is most famous for: the Kaiser Shipyard in Richmond, California; during World War II adapting production techniques to enable building cargo ships with an average construction time of 45 days. These ships became known as Liberty ships and were later supplemented in the mid-war period by improved, larger and faster Victory ships. He became world-renowned when his teams built a ship in four days. The keel for the 10,500-ton SS *Robert E. Peary* was laid on Sunday, November 8, 1942, and the ship was launched in California from the Richmond Shipyard#2 on Thursday, November 12, four days and 15+12 hours later. The previous record had been ten days for the Liberty ship *Joseph M. Teal*.

A visit to a Ford assembly plant by one of his associates led to a decision to use welding instead of riveting for shipbuilding. Welding was advantageous because it took less strength to do and it was easier to teach to thousands of employees, who were mostly unskilled laborers and many women. Kaiser adopted the use of sub-assemblies in ship construction. Formerly, hundreds of laborers crowded together to complete a ship. Though that practice had been tried on the East Coast and in Britain, Kaiser was able to take full advantage of the process by constructing new shipyards using this concept.

Other Kaiser shipyards were located in Ryan Point (Vancouver) on the Columbia River in Washington state and on Swan Island in Portland, Oregon. A smaller vessel was turned out in 71 hours and 40 minutes from the Vancouver yard on November 16, 1942. The Kaiser hulls also became America's smaller, more numerous "escort carriers", over 100 small aircraft carriers employed in both the Pacific and the Atlantic theaters. The concepts that he developed for the mass production of commercial and naval ships are still in use.

One problem with welded hulls that was unknown is the issue of brittle fracture. That caused the loss of some Liberty ships in cold seas as the welds failed and the hulls would crack, sometimes completely into two. Constance Tipper was one of the first people to discover why the Liberty ships were breaking into two. Minor changes in design and more rigid welding control implemented in 1947 eliminated Liberty ship losses until 1955. By his membership in a group called the Six Companies, Kaiser also had a major role in the Joshua Hendy Iron Works of Sunnyvale, California, which built the EC-2 triple expansion steam engines for the Liberty ships. Kaiser and his associates organized the California Shipbuilding Corporation.

### Kaiser Permanente

At Kaiser Shipyards in Richmond, California, Kaiser implemented the pioneering idea of Sidney Garfield for a prepaid hospital financing plan. Opened on August 10, 1942, Kaiser Richmond Field Hospital for Kaiser Shipyards was financed by the U.S. Maritime Commission, sponsored by Henry J. Kaiser's Permanente Foundation, and run by Garfield. In part because of wartime materials rationing, the Field Hospital was a single-story wood-frame structure designed in a simple modernist mode. Originally intended for use primarily as an emergency facility, the Field Hospital opened with only 10 beds. Later additions had increased its capacity to 160 beds by 1944.

Kaiser's Richmond Field Hospital served as the mid-level component of a three-tier medical care system that included six well-equipped First Aid Stations at the shipyards and the main Permanente Hospital in Oakland, where the most critical cases were treated. By August 1944, 92.2% of all Richmond shipyard employees had joined Kaiser Permanente, the first voluntary group plan in the country to feature group medical practice, prepayment, and substantial medical facilities on such a large scale. After the war, the Health Plan was expanded to include workers' families. To serve employees at his diverse businesses, Kaiser opened Permanente facilities in Walnut Creek, California; Honolulu, Hawaii; and many other locations. Since then, locations have opened in Hawaii; Dublin, California; Livermore, California; Pleasanton, California; Martinez, California; Santa Clara, California; and Antioch, California. However, the Kaiser family itself has had no connection with Kaiser Permanente.

## Postwar

### Kaiser Automobiles

#### Kaiser-Frazer

In 1945, Kaiser partnered with veteran automobile executive Joseph Frazer to establish a new automobile company from the remnants of Graham-Paige, of which Frazer had been president. Frazer was a respected auto sales executive and was noted for Chrysler's market penetration during the 1930s. The new company was named Kaiser-Frazer. It used a surplus Ford Motor Company defense plant at Willow Run, Michigan originally built for WWII aircraft production by Ford. Kaiser-Frazer (later Kaiser Motors) produced cars under the Kaiser and Frazer names until 1955, when it abandoned the U.S. market and moved production to Argentina. The first K-F models were designed by Howard "Dutch" Darrin and these went from non-existent to number eight in new car sales within two years. Although still producing Jeep vehicles, Kaiser-Willys ceased production of passenger cars in the U.S. after the 1955 model year. They continued producing Kaiser Carabela sedans, identical to the 1955 Kaiser U.S. sedans, in Argentina until 1961.

#### Kaiser Superbus

He built the Kaiser Superbus (1946, scrapped 1951) 60 feet in length with room for 63 seated passengers, and two restrooms, was constructed using magnesium, and aluminum. Only one prototype would be built. A small model used by Kaiser's sales team was reconstructed in 2016. It was a highway bus meant to go from train station to train station within the Santa Fe Railway. It was built for Santa Fe Trailways (later Continental Trailways, part of National Trailways Bus System) to run on longer routes, not entirely inside urban areas. Construction took place at the Kaiser Permanente Metals Corporation plant in Los Altos. The first, and only route, was between Los Angeles and San Francisco. Santa Fe Railway had to petition The California State Railroad Commission to operate the bus on state highways as it used a trailer, which were forbidden to use.

#### Henry J.

The Henry J was built by the Kaiser-Frazer Corporation and named after its chairman, Henry J. Kaiser. Production of six-cylinder models began in July 1950, and four-cylinder production started shortly after Labor Day, 1950. Official public introduction was September 28, 1950. The car was marketed through 1954.

Kaiser-Frazer held a contest to name their new car, with Henry J being the winning name. A lawsuit by a shareholder in the company alleged that "The name is so ridiculous that it can be justified on no other ground than to satisfy a deep ingrained megalomanic desire for personal publicity". It is unknown the outcome of the suit and in the end, the car was named after Kaiser.

#### Jeep and South America

In 1953, Kaiser purchased Willys-Overland, manufacturer of the Jeep line of utility vehicles, changing its name to Willys Motors. In the late 1960s, Kaiser's South American operations were sold to a Ford-Renault combination. In 1963, the name was changed again to Kaiser-Jeep, which was ultimately sold to American Motors Corporation in 1970. As part of the transaction, Kaiser acquired a 22% interest in AMC, which was later divested.

#### Private projects

In the mid-1950s, Kaiser asked William Besler to convert his 1953 Kaiser Manhattan to steam. Besler completed this in either 1957 or 1958. Kaiser did not like the remodeled car and left it with Besler.

### Kaiser Aluminum

Kaiser founded Kaiser Aluminum in 1946 by leasing and later purchasing aluminum facilities in Washington state from the U.S. government. The original facilities included reduction plants at Mead and Tacoma, and a rolling mill at Trentwood. Kaiser Aluminum expanded to become an integrated aluminum company, mining and refining bauxite and creation of alumina, the production of primary aluminum from alumina, and manufacturing fabricated and semi-fabricated aluminum products.

### Kaiser Family Foundation

In 1948, Kaiser established the Henry J. Kaiser Family Foundation (also known as Kaiser Family Foundation), a U.S.-based, nonprofit, private operating foundation focusing on health care issues. Originally based in Oakland, California, it later moved to Menlo Park, California. At Kaiser's death, half of his fortune was left to the foundation. It was reorganized and restructured in 1991, under CEO Drew Altman. The Foundation, not associated with Kaiser Permanente or Kaiser Industries, operates independently as a think tank, making facts and analysis available to policymakers, health care groups, the media and the general public.

### Real estate

As a real-estate magnate, Kaiser founded the Honolulu suburban community of Hawaiʻi Kai in Hawaiʻi. Kaiser also financed the development of Panorama City, a planned community in the San Fernando Valley portion of Los Angeles. Schools were named in his honor in Hawaii, West Virginia, and California.

#### Hawaii Village Hotel

Kaiser spent many of his later years in Honolulu and developed an obsession with perfecting its urban landscape. He built the Kaiser Hawaiian Village Hotel, today known as the Hilton Hawaiian Village, and used bright pink Jeeps as resort transportation. Kaiser constructed one of the first commercially practical geodesic domes in the United States at this resort and used it as a theater.

### Television

In the mid-1950s, Kaiser was convinced that television could make Kaiser brand products known to the public. In 1957 Kaiser partnered with Warner Brothers and ABC to sponsor the television series *Maverick*, promoting household products including Kaiser aluminum foil and Kaiser Jeep vehicles. In support of his Hawaii ventures, Kaiser induced Warner Brothers to copy the formula of its popular series *77 Sunset Strip* as new TV series *Hawaiian Eye*. Though actually filmed at WB studios in Burbank, California, the show featured private detectives based at Kaiser's Hilton Hawaiian Village. (The Hilton Hawaiian Village was featured in *Hawaii 5-0* with many scenes filmed at the resort.) Kaiser eventually bought and built a chain of radio and television stations which became known as Kaiser Broadcasting. Some call signs included his initials "HK", beginning in 1957 in Honolulu with KHVH-TV 13 and KHVH AM 1040.

## Personal life

Kaiser's first wife Bess Fosburgh died on March 14, 1951. Kaiser married the nurse who had cared for her, Alyce Chester (reportedly with his wife's blessing) on April 10, 1951. He adopted her son, who as Michael Kaiser, attended nearby Lafayette public Vallecito School. Kaiser's attention soon transferred to Hawaii, and in 1955 he moved his family there. After Kaiser moved to Hawaii, the west Lafayette Kaiser estate deteriorated and was eventually demolished. Today, the property is unrecognizable, subdivided into several homes.

### Death

On August 24, 1967, Kaiser died at the age of 85 in Honolulu. He is interred in Mountain View Cemetery in the Main Mausoleum, in Oakland, California.

He was outlived by his second wife, Alyce Chester Kaiser, who inherited half his fortune, and by his elder son, Edgar F. Kaiser, who had been president of the Kaiser Industries Corporation since 1956.

One of Kaiser's grandsons, Edgar Kaiser Jr., became president of Kaiser Steel from 1981 to 1984, and briefly owned the Denver Broncos NFL franchise.

Another grandson, Henry, is an Antarctic diver and experimental guitarist.

## Legacy

Kaiser was involved in building civic centers, roads, and schools. He was part of the consortium that constructed the Hoover Dam and Grand Coulee Dam. Kaiser is also noted for advancing medicine with the development and construction of hospitals, medical centers and medical schools. The mining town of Eagle Mountain, California, built as part of the West Coast's first integrated mining/processing operation, and linked by rail to his mill in Fontana, California, was an early user of Kaiser Permanente, the first health maintenance organization.

A class of 18 United States Navy fleet replenishment oilers built in the 1980s and 1990s is named the *Henry J. Kaiser* class. Its lead unit, USNS *Henry J. Kaiser*, the first U.S. Navy ship named for Kaiser, entered service with the Military Sealift Command on December 19, 1986.

In 1990, Kaiser was made a member of the Labor Hall of Fame of the U.S. Department of Labor in Washington, D.C., supported by the Friends of the Department of Labor.

On December 1, 2009, Governor Arnold Schwarzenegger and First Lady Maria Shriver inducted Kaiser posthumously into the California Hall of Fame in the California Museum, Sacramento, California.

## Further reading

* Adams, Stephen B. *Mr. Kaiser Goes to Washington: The Rise of a Government Entrepreneur* (1998)
* Cobbs, Elizabeth Anne. *The Rich Neighbor Policy: Rockefeller and Kaiser in Brazil* (1994)
* Dias, Ric A. "Henry J. Kaiser: Can-do Capitalist, 'Government Entrepreneur,' and Western Booster", *Journal of the West* (Fall 2003) 42#3 pp. 54–62.
* Dias, Ric A. "'Built to serve the growing West'", *Journal of the West* (Oct 1999) 38#4 pp. 57–64, on Kaiser Steel
* Foster, Mark S. *Henry J. Kaiser: Builder in the Modern American West* (1993)
* Foster, Mark S. "Prosperity's Prophet: Henry J. Kaiser and the Consumer/Suburban Culture: 1930–1950", *Western Historical Quarterly* (1986) 17#2 pp. 165–184 in JSTOR
* Gilford, Stephen A. *Build 'Em by the Mile, Cut 'Em off by the Yard: How Henry J. Kaiser and the Rosies Helped Win World War II* (2011)
* Herman, Arthur. *Freedom's Forge: How American Business Produced Victory in World War II* (2012)
* Schwarz, Jordan A. *The New Dealers: Power politics in the age of Roosevelt* (Vintage, 2011) pp 297–342. online

## InfoBox

| Henry J. Kaiser | |
| --- | --- |
|  | |
| Born | Henry John Kaiser
(1882-05-09)May 9, 1882
Sprout Brook, New York, U.S. |
| Died | August 24, 1967(1967-08-24) (aged 85)
Honolulu, Hawaii, U.S. |
| Occupation(s) | Industrialist, shipbuilder |
| Children | Edgar Kaiser, Sr
Henry Kaiser, Jr. |
| Relatives | Edgar Kaiser, Jr (grandson)
Henry Kaiser (grandson) |


title: I Will Always Love You (Troop song)

abstract: "I Will Always Love You" is a song performed by American contemporary R&B group Troop, issued as the fifth and final single from the group's second studio album Attitude. Co-written by co-lead singer Steve Russell, the song peaked at #31 on the Billboard R&B chart in 1991.

text:
# I Will Always Love You (Troop song)

**"I Will Always Love You"** is a song performed by American contemporary R&B group Troop, issued as the fifth and final single from the group's second studio album *Attitude*. Co-written by co-lead singer Steve Russell, the song peaked at #31 on the *Billboard* R&B chart in 1991.

## Chart positions

| Chart (1991) | Peak
position |
| --- | --- |
| US Hot R&B Singles (*Billboard*) | 31 |

## InfoBox

| "I Will Always Love You" | |
| --- | --- |
|  | |
| Single by Troop | |
| from the album  *Attitude* | |
| Released | November 20, 1990 (1990-11-20) |
| Recorded | 1989 (1989) |
| Genre |  |
| Length | 5:06 |
| Label | Atlantic |
| Songwriter(s) |  |
| Producer(s) | * Dallas Austin * Joyce Irby |
| Troop singles chronology | |
| "That's My Attitude"
(1990) "**I Will Always Love You**"
(1990) "Whatever It Takes (To Make You Stay)"
(1992) | |


title: HMS Snipe (1801)

abstract: HMS Snipe was a gun-brig and the first Royal Navy ship to bear the name Snipe. Her grounding in 1807 inspired the invention of the Manby Mortar, an important development in maritime lifesaving equipment.

text:
# HMS Snipe (1801)

**HMS *Snipe*** was a gun-brig and the first Royal Navy ship to bear the name *Snipe*. Her grounding in 1807 inspired the invention of the Manby Mortar, an important development in maritime lifesaving equipment.

## History

HMS *Snipe* was a gun-brig of the *Bloodhound* class, designed by Sir John Henslow. *Snipe* and nine other similar vessels were ordered on 7 January 1801, the draught was approved three days later, and all were being built by the end of the month. She was built by Balthazar and Edward Adams of Bucklers Hard and was launched on 2 May 1801.

## 1807 grounding

On the 18th of February 1807, HMS *Snipe* ran aground during a storm 50 yards (46 m) off shore at Gorleston, south of Great Yarmouth, with a total of 67 people drowned, including French prisoners of war, women and children. The wreck was witnessed by captain George William Manby. Following this tragedy, Manby experimented with mortars, and so invented the Manby Mortar, (later used with the breeches buoy), that fired a thin rope from shore into the rigging of a ship in distress. A strong rope, attached to the thin one, could be pulled aboard the ship.

## Anholt

On 18 May 1809 the 64-gun third rate HMS *Standard*, under Captain Askew Paffard Hollis, the 36-gun frigate *Owen Glendower*, *Avenger*, *Ranger*, *Rose*, and *Snipe* captured the Danish island of Anholt. A party of seamen and marines under the command of Captain William Selby of *Owen Glendower*, with the assistance of Captain Edward Nicolls of the *Standard*'s marines, landed. The Danish garrison of 170 men put up a sharp but ineffectual resistance that killed one marine and wounded two; the garrison then capitulated. The British took immediate possession of the island. Hollis stated that Anholt was important as a source of water to the Navy, and as a good anchorage for merchant vessels going to or coming from the Baltic.

## Later career

*Snipe* became a mooring lighter in 1815. She was broken up in May 1846. A second Royal Navy ship bearing the name HMS *Snipe* was launched in 1828.


title: IndieCollect

abstract: IndieCollect is a film preservation organization founded by Sandra Schulberg in 2010. Its goal is to preserve U.S. independent films.

text:
# IndieCollect

**IndieCollect** is a film preservation organization founded by Sandra Schulberg in 2010. Its goal is to preserve U.S. independent films.

## Background

Schulberg worked for five years to restore the 1948 film *Nuremberg: Its Lesson for Today* and realized the need to preserve independent films. When the studio DuArt Film and Video shut down its film photochemical processing division, it had 60,000 cans of film left behind in its vaults. IndieCollect requested permission from DuArt to access its vaults. IndieCollect engaged in outreach and enlisted institutions including the UCLA Film and Television Archive, Museum of Modern Art, George Eastman House, Anthology Film Archives, Library of Congress, and Academy of Motion Picture Arts and Sciences to rescue film negatives from the vaults. Film titles were identified and either added to archives or returned to filmmakers. While negatives could be returned to filmmakers, they could not be projected, requiring making a print from the negative to do so. For *Solomon Northup's Odyssey*, IndieCollect used crowdfunding to develop a print of the film created.

## Films restored by IndieCollect

## Status

IndieCollect is working to assess 2,000 videotapes from Downtown Community Television Center (DCTV) that were stored in poor conditions. The organization received a $200,000 challenge grant from the Ford Foundation in August 2014 to archive 6,000 films in three years. With the grant, IndieCollect intends to create an index, an encyclopedia, and engage in identification-and-collection outreach.


title: Rachel Starr

abstract: Rachel Starr is an American pornographic actress. She was inducted into the AVN Hall of Fame in 2022.

text:
# Rachel Starr

**Rachel Starr** is an American pornographic actress. She was inducted into the AVN Hall of Fame in 2022.

## Career

On August 1, 2020, Starr signed with Brazzers for one year; however, the contract was extended due to the various restrictions placed on production during the COVID-19 lockdown due to the pandemic. In November 2021, FanCentro signed Starr to be a brand ambassador to promote their platform.

In February of 2023, Starr signed a deal with Interactive Sex Toy company Kiiroo to release a personalized stroker sleeve in her likeness called “FeelRachel”.

In May of 2023, Starr released her first novel, *Heart of Stone*, a romance novel. This is the first book in an ongoing saga set in the fictional town of Lace, Elm, Texas.

## Personal life

In 2013, Starr was linked romantically with baseball star Mike Napoli. That same year, she was caught in a compromising position with Machine Gun Kelly, reportedly having given him oral sex while he was on stage.

Starr became friends with *Tiger King* star Joe Exotic in 2013. A mutual colleague of theirs asked Starr to do a photoshoot with Exotic in Wynnewood, Oklahoma. Starr and Joe Exotic worked together again in 2021 when Exotic released his first collection of NFTs in 2021 while in prison.

## Awards and nominations

List of accolades
|  | | |
| --- | --- | --- |
| **Total number of wins and nominations** | | |
| **Totals** | **6** | **14** |

| Year | Ceremony | Result | Award |
| --- | --- | --- | --- |
| 2009 | AVN Awards | Nominated | Best Couples – 'Rachel's Choice' |
| 2011 | AVN Awards | Nominated | Best Three-Way Sex Scene – 'Rachel Starr is Badass' |
| 2013 | Sex Awards | Nominated | Porn's Best Body – N/A |
| 2014 | AVN Awards | Nominated | Best POV Sex Scene – 'Tanlines 3' |
| 2014 | The Fannys | Nominated | Most Heroic Ass (Best Anal) – N/A |
| 2014 | XBIZ Awards | Nominated | Best Scene, Non-Feature Release – 'Ass Worship 14' |
| 2015 | AVN Award | Nominated | Best Three-Way Sex Scene, G/B/B – 'Stacked Hardbodies' |
| 2015 | AVN Award | Nominated | Fan Award – 'Social Media Star' |
| 2015 | AVN Award | Nominated | Fan Award – 'Hottest Ass' |
| 2021 | Fleshbot Awards | Won | Best MILF – N/A |
| 2021 | Fleshbot Awards | Won | Best Social Media Personality – N/A |
| 2021 | Fleshbot Awards | Nominated | Female Performer of the Year – N/A |
| 2022 | AVN Award | Won | Hall of Fame |
| 2022 | NightMoves Award | Won | Best MILF Performer |
| 2022 | NightMoves Award | Won | Hall of Fame |
| 2023 | Brazzers | Won | Hall of Fame |

## InfoBox

| Rachel Starr | |
| --- | --- |
| Starr in 2020 | |
| Website | rachelstarr.com |
| Signature | |
|  | |


title: Johnny Loughrey

abstract: Johnny Loughrey was a Northern Irish singer and songwriter born in Newtownstewart, County Tyrone. With his mix of country songs, Irish ballads and easy listening music, he achieved success in both England and Ireland. Johnny's son Shaun Loughrey is also a Country and Irish singer.

text:
# Johnny Loughrey

**Johnny Loughrey** (20 July 1945  13 April 2005) was a Northern Irish singer and songwriter born in Newtownstewart, County Tyrone. With his mix of country songs, Irish ballads and easy listening music, he achieved success in both England and Ireland. Johnny's son Shaun Loughrey is also a Country and Irish singer.

## Discography

### Albums

Loughrey recorded several albums :

* *The Black Sheep* (1990)
* *Old Photographs* (1991)
* *Broken Engagement* (1993)
* *Through The Years* (1994)
* *Do You Know* (1996)
* *The Cold Hard Truth* (1998)
* *Run for the Border* (1998)
* *Walking in the Sunshine* (2001)
* *Wine & Roses* (2003)
* *All Together Now* (2005)

**Compilation album:**

* *The World of Johnny Loughrey* (1997)

### Videos/DVDs

* *The World of Johnny Loughrey* (1997)

## InfoBox

| Johnny Loughrey | |
| --- | --- |
|  | |
| Background information | |
| Born | (1945-07-20)20 July 1945
Newtownstewart, County Tyrone, Northern Ireland |
| Died | 13 April 2005(2005-04-13) (aged 59)
Manchester, England |
| Genres | Country, Irish, Easy Listening |
| Years active | 1990–2005 |


title: Ulf Peder Olrog

abstract: Ulf Peder Olrog was a Swedish folklorist, lecturer, composer, songwriter, and radio personality. He was born in Stockholm to Thorvald Olrog and Hervor Jeanna Amalia Andrén. He studied at the University of Uppsala, and later (1952–1959) lectured in folkloristic at this university. He was assigned with Sveriges Radio from 1964, from 1971 as program director of the entertainment department. Olrog became a recognized composer and lyricist of numerous songs in Swedish. His songs also appeared in several feature films in the 1950s and 60s.

text:
# Ulf Peder Olrog

**Ulf Peder Olrog**  (27 February 1919  13 February 1972) was a Swedish folklorist, lecturer, composer, songwriter, and radio personality.

He was born in Stockholm to Thorvald Olrog and Hervor Jeanna Amalia Andrén.

He studied at the University of Uppsala, and later (19521959) lectured in folkloristic at this university. He was assigned with Sveriges Radio from 1964, from 1971 as program director of the entertainment department.

Olrog became a recognized composer and lyricist of numerous songs in Swedish. His songs also appeared in several feature films in the 1950s and 60s.

## InfoBox

| Ulf Peder Olrog | |
| --- | --- |
| Ulf Peder Olrog c.1950 | |
| Born | (1919-02-27)27 February 1919<br>Stockholm, Sweden |
| Died | 13 February 1972(1972-02-13) (aged 52) |
| Nationality | Swedish |
| Occupation(s) | folklorist, songwriter, composer and radio personality |
| Relatives | Gustaf Lewenhaupt (father-in-law) |


abstract: Henry J. Kaiser High School is a small to medium-sized high school located at 11155 Almond Avenue in Fontana, California. Kaiser High is one of five comprehensive high schools within Fontana Unified School District. The school is named after renowned American industrialist Henry J. Kaiser, who founded the famous Kaiser Steel Mill, which helped to revolutionize the city of Fontana. The school was established in 1998. As of 2023, the principal is Christopher Hollister. Kaiser High School has been experimenting recently with small learning communities.

text:
# Henry J. Kaiser High School (California)

**Henry J. Kaiser High School** is a small to medium-sized high school located at 11155 Almond Avenue in Fontana, California. Kaiser High is one of five comprehensive high schools within Fontana Unified School District. The school is named after renowned American industrialist Henry J. Kaiser, who founded the famous Kaiser Steel Mill, which helped to revolutionize the city of Fontana.

The school was established in 1998. As of 2023, the principal is Christopher Hollister. Kaiser High School has been experimenting recently with small learning communities.

## Demographics

As of 2013, the student population was 84.5% Hispanic, 5.1% White/Non-Hispanic, 6.8% of African American, 1.4% Asian, 1.1% Filipino, .3% American Indian or Alaskan Native, .3% Pacific Islander, and .5% other or not specified ethnic backgrounds.

## Athletics

### Football

Kaiser High School is known for its successful football program under coach Dick Bruich. Under his supervision, he led Kaiser Football to one state championship, two CIF championships, one CIF runner-up award, two CIF semi-final appearances, eight Sunkist League titles, and eight consecutive playoff berths, before retiring in 2009.

In 2006 Lonyae Miller transferred to Kaiser from Rialto high school and he was a standout on the football team, chosen as All-CIF Southern Section at running back and named the Sunkist League Offensive MVP. Miller later attended Fresno State and is now a professional player in the NFL.

As of 2014 the football team were back-to-back Sunkist League champions. In 2012, the Kaiser Football team made it to the SS-CIF championship, where they defeated Rancho Verde to claim the 2012 CIF Central Division Championship Title.

## Student activities

### Catamount Pride Marching Band & Color Guard

Kaiser High School is home to the Catamount Pride Marching Band and Color Guard. In 2008, and most recently 2014, the band won the sweepstakes at the Azusa Golden Days Parade. They've also won sweepstakes in the Riverside King Band Review, 2nd place in the Chino Band Review, 10,000 dollars at the LA County Fair, sweepstakes and music award in the Ganesha Band Review, and 1st place in the Arcadia Band Review.

The Kaiser Catamount Pride Marching Band hosted the first annual Kaiser Band Review September 26, 2009.

In 2019, the band participated in the 2019 Rose Parade with Grand Marshal Chaka Khan in the opening show.

### Kaiser Artistic and Theatrical Society

Kaiser Artistic and Theatrical Society, known as "K.A.T.S. Productions", is the name of the drama club at Henry J. Kaiser High. The club is responsible for producing the school theatrical productions each year. In addition, the club engages in other theatrical activities, like improvisational workshops and field trips to see professional productions. The club includes an active troupe of the International Thespian Society, number 6721.

Shows performed at Kaiser High School include: *Rodgers and Hammerstein's Cinderella*, *The Devil and Daniel Webster*, *How to Succeed in Business Without Really Trying*, *Harvey*, *Annie Get Your Gun*, *Picnic*, *Little Shop of Horrors*, *Arsenic and Old Lace*, *Into the Woods*, *Little Women*, *Once Upon A Mattress*, *The Mousetrap*, *A Christmas Story*, *Once On This Island*, *Fools*, *A Christmas Carol*, *Seussical the Musical*, *Twelve Angry Men*, *Taming of the Shrew*, *West Side Story*, *The Diviners*, *Hamlet*,  *Midsummer/Jersey*, *Spoon River Anthology*, *Romeo and Juliet*, *Fame*, *Alice*, *Rent*, *Julius Caesar*, *Les Misérables*, *The Winter's Tale*, *Legally Blonde*, *Peter and the Starcatcher*, *Lazarus Rising*, *1984*, *Alice in Wonderland*, *The Laramie Project*, *The Addams Family*, *Titus Andronicus*, *Twelfth Night*, *Little Women*, *Bridge to Terabithia*, *The Wizard of Oz*, *A Piece of My Heart*, and *The Crucible*.

## Awards

* 4 CIF Football Championship(2003,2004,2012, and 2018)
* 1 CIF Softball Championship(2012)
* Inland Empire Team of the Decade for football(Sunkist league champions 2001–2011)
* 2nd Place at SCSBOA 35th Annual Chino Invitational Band Review
* 1st Place at SCSBOA 2005 La Palma Days Band Review
* 5th Place at SCSBOA Arcadia Festival Of Bands (2005, 2006)
* Sweepstakes at SCSBOA Riverside King Invitational Band Review (2006, 2008, 2013, 2014)
* 4th Place at SCSBOA Annual Chino Invitational Band Review (2006, 2007)
* Sweepstakes at SCSBOA Azusa Golden Days Parade (2007, 2008, 2011, 2014)
* 3rd Place at SCSBOA Riverside King Band Review (2007, 2009)
* 2nd Place at SCSBOA 2007 La Palma Days Band Review
* 3rd Place at SCSBOA 2007 Arcadia Festival Of Bands
* 3rd Place at SCSBOA 38th Annual Chino Invitational Band Review
* Sweepstakes at SCSBOA 2008 Ganesha Band Review
* 1st Place at SCSBOA Arcadia Festival Of Bands (2008, 2009)
* 3rd Place at SCSBOA 2009 San Dimas Western Days Parade
* 1st Place at SCSBOA 2009 Ganesha Band Review
* 1st Place at SCSBOA Azusa Golden Days (2010, 2012, 2013) & Riverside King Band Review (2010 & 2012)
* 1st Place at SCSBOA 41st Annual Chino Invitational Band Review
* 2nd Place at SCJA Eisenhower & Patriot Field Shows 2012
* 2nd & 3rd Place at the Los Angeles County Fair Marching Band Competitions (2006-2011, 2013)
* Sweepstakes at the Los Angeles County Fair Marching Band Competition (2014)
* 3rd Place at the MBOS Vista Murrieta Field Tournament 2013
* 5th Place at the SCSBOA 43rd Annual Chino Invitational Band Review
* 4th Place at the SCSBOA 44th Annual Chino Invitational Band Review
* Overall Winners of the SCJA Eisenhower & San Gorgonio Field Shows 2014

## Notable alumni

34°03′03″N 117°29′36″W / 34.05083°N 117.49333°W / 34.05083; -117.49333

## InfoBox

| Henry J. Kaiser High School | |
| --- | --- |
|  | |
| Address | |
|  | |
| 11155 Almond Ave
Fontana, California
United States | |
| Information | |
| Type | Public school |
| Motto | Together We Build |
| Established | September 1998 |
| School district | Fontana Unified School District |
| Principal | Christopher Hollister |
| Faculty | 96.30 (FTE) |
| Number of students | 1,978 (2022–23) |
| Student to teacher ratio | 20.54 |
| Color(s) |  |
| Athletics conference | CIF Southern Section
Sunkist League |
| Mascot | Cat |
| Website | https://www.fusd.net/kaiser |


title: IndieBox

abstract: IndieBox was a monthly independent video games subscription box service. Working directly with the indie game developers, IndieBox designs and manufactures boxed collector's edition physical releases of games that are typically only available in digital form. The company started operations in May 2014. Included in every monthly box is a digital rights management-free (DRM-free) game disc, Steam key, full-color printed instruction game manual, game soundtrack CD, sticker, and an exclusive collectible, such as a plushy or action figure of a notable character from that game. All games are packaged in a physical game box similar to software titles in the 1980s and 1990s. IndieBox was founded by John Carter, Jason Blank, and James Morgan, and are assisted by various teams of volunteers to help with design, packaging, and shipping. They formed the company to create a Book of the Month Club-type service for independent video games; subscribers would not necessarily know what game they were getting, but the company's curation process would assure they would be getting a game with a strong reputation. When they started, they had to cold call several developers to gain interest, eventually signing on Rain Games to use their game Teslagrad as the first IndieBox title. In October 2016, IndieBox partnered with GameStop to release a limited set of steelbook-case packages for ten titles, half of which had already previously received a collector's edition through IndieBox's service, to be retailed in the GameStop stores under the name "GameTrust Collection", based on GameStop's GameTrust publishing arm. In October 2017, IndieBox announced it was closing down its subscription product; the company cited that the market for physical box releases was not as large as they had anticipated to cover all costs of preparing the boxes for subscribers. After completing its final box and handling existing accounts, the company will transition to help support online marketplace features for indie developers. Past IndieBoxes:

text:
# IndieBox

**IndieBox** was a monthly independent video games (indie game) subscription box service. Working directly with the indie game developers, IndieBox designs and manufactures boxed collector's edition physical releases of games that are typically only available in digital form. The company started operations in May 2014. Included in every monthly box is a digital rights management-free (DRM-free) game disc (custom-designed rewritable USB-stick for most boxes released before July 2016), Steam key, full-color printed instruction game manual, game soundtrack CD, sticker, and an exclusive collectible, such as a plushy or action figure of a notable character from that game. All games are packaged in a physical game box similar to software titles in the 1980s and 1990s.

IndieBox was founded by John Carter, Jason Blank, and James Morgan, and are assisted by various teams of volunteers to help with design, packaging, and shipping. They formed the company to create a Book of the Month Club-type service for independent video games; subscribers would not necessarily know what game they were getting, but the company's curation process would assure they would be getting a game with a strong reputation. When they started, they had to cold call several developers to gain interest, eventually signing on Rain Games to use their game *Teslagrad* as the first IndieBox title.

In October 2016, IndieBox partnered with GameStop to release a limited set of steelbook-case packages for ten titles, half of which had already previously received a collector's edition through IndieBox's service, to be retailed in the GameStop stores under the name "GameTrust Collection", based on GameStop's GameTrust publishing arm.

In October 2017, IndieBox announced it was closing down its subscription product; the company cited that the market for physical box releases was not as large as they had anticipated to cover all costs of preparing the boxes for subscribers. After completing its final box and handling existing accounts, the company will transition to help support online marketplace features for indie developers.

**Past IndieBoxes:**

| Torchlight II | September 2017 |
| --- | --- |
| Invisible, Inc. | August 2017 |
| The Banner Saga | July 2017 |
| Hollow Knight | June 2017 |
| Nefarious | May 2017 |
| Super Meat Boy: Dr. Fetus Edition | April 2017 |
| Typoman: Revised | March 2017 |
| Wasteland 2 | February 2017 |
| Hue | January 2017 |
| Forced: Showdown | December 2016 |
| Halcyon 6 | November 2016 |
| Jotun | October 2016 |
| Rive | September 2016 |
| The Stanley Parable | August 2016 |
| Hand of Fate | July 2016 |
| Moon Hunters | June 2016 |
| Dust: An Elysian Tail | May 2016 |
| Galak-Z | April 2016 |
| Assault Android Cactus | March 2016 |
| Lovers in a Dangerous Spacetime | February 2016 |
| Nuclear Throne | January 2016 |
| Armello | December 2015 |
| Freedom Planet | November 2015 |
| Axiom Verge | October 2015 |
| TowerFall | September 2015 |
| Apotheon | August 2015 |
| Guacamelee! | July 2015 |
| Captain Forever Remix | June 2015 |
| Dyscourse | May 2015 |
| Lovely Planet | April 2015 |
| The Next Penelope | March 2015 |
| Risk of Rain | February 2015 |
| Super Win The Game | January 2015 |
| Rogue Legacy | December 2014 |
| SteamWorld Dig | November 2014 |
| Brütal Legend | October 2014 |
| Luftrausers | September 2014 |
| MouseCraft | August 2014 |
| Forced | July 2014 |
| Escape Goat 2 | June 2014 |
| Teslagrad | May 2014 |

## InfoBox

IndieBox
|
|  |
| Company type | Distributor |
| Industry | Video games |


title: Very Fast Train Joint Venture

abstract: The Very Fast Train (VFT) was a proposed high-speed railway between Sydney, Canberra and Melbourne in south-eastern Australia. Initially conceived by Dr Paul Wild of the CSIRO in 1984, the proposal was adopted by a private-sector joint venture in 1987, comprising Elders IXL, Kumagai Gumi, TNT and BHP. Several major studies were undertaken in the 1980s and early 1990s, which showed the proposal to be both technically and financially feasible. The VFT attracted widespread support from both the general public and sections of government, but the joint venture folded following the failure to secure a favourable taxation agreement with the Federal Government in late 1991. Other reasons for the scheme's failure were speculated to include a difficult relationship between joint venture members, the deregulation of the Australian airline market, environmental and noise pollution concerns, accusations that the scheme was in fact a disguised land development project, and a lack of planning support from Federal and state governments. The Very Fast Train remains the most substantial investment into a high-speed rail project in Australia, and the only proposal to involve 100% private funding. Although there have been numerous subsequent studies into high-speed rail since the VFT, none have come as close to realisation. Several of the joint venture members went on to propose additional fast-rail projects during the 1990s, but none passed beyond the planning stage. The name "Very Fast Train" or "VFT" has become a synonym for high-speed rail in Australia, though no subsequent proposal has adopted the terminology.

text:
# Very Fast Train Joint Venture

The **Very Fast Train** (VFT) was a proposed high-speed railway between Sydney, Canberra and Melbourne in south-eastern Australia. Initially conceived by Dr Paul Wild of the CSIRO in 1984, the proposal was adopted by a private-sector joint venture in 1987, comprising Elders IXL, Kumagai Gumi, TNT and BHP. Several major studies were undertaken in the 1980s and early 1990s, which showed the proposal to be both technically and financially feasible.

The VFT attracted widespread support from both the general public and sections of government, but the joint venture folded following the failure to secure a favourable taxation agreement with the Federal Government in late 1991. Other reasons for the scheme's failure were speculated to include a difficult relationship between joint venture members, the deregulation of the Australian airline market, environmental and noise pollution concerns, accusations that the scheme was in fact a disguised land development project, and a lack of planning support from Federal and state governments.

The Very Fast Train remains the most substantial investment into a high-speed rail project in Australia, and the only proposal to involve 100% private funding. Although there have been numerous subsequent studies into high-speed rail since the VFT, none have come as close to realisation. Several of the joint venture members went on to propose additional fast-rail projects during the 1990s, but none passed beyond the planning stage. The name "Very Fast Train" or "VFT" has become a synonym for high-speed rail in Australia, though no subsequent proposal has adopted the terminology.

## Origins

An Australian high-speed railway was originally conceived by Dr Paul Wild of the CSIRO in the early 1980s. A lifelong train enthusiast, Dr Wild was excited about the highly anticipated introduction of the new XPT rollingstock to the Sydney-Canberra line. An Australian variant of British Rail's InterCity 125 High Speed Train, the XPT promised a "new rail travel experience". In October 1983, Dr Wild booked a ticket on the first run of the new service from his base in Canberra to a meeting in Sydney. Wild found the XPT disappointing, offering only mild improvements on the existing service. The train only briefly reached its top speed of 160 km/h, was not an express service, and the archaic staff-change at Goulburn was undertaken with "a complete lack of urgency." Dr Wild described the service as having "the leisurely features of a branch-line train". In the end, the service took 4 hours 37 minutes, a dismal 20 minutes longer than scheduled. The average speed of 70.6 kilometres per hour (43.9 mph) was slower than many trains of the steam era.

Disappointed with this state of affairs, Dr Wild wrote to the chief executive of the NSW State Rail Authority, David Hill, offering the services of the CSIRO for a project to help the trains run faster; he was initially thinking of something like three hours between Sydney and Canberra, a moderate speed upgrade that would make the train competitive with cars and coaches. Despite a cordial meeting between the CSIRO and the State Rail Authority on 29 February 1984, it was clear that the authority considered faster speeds for regional rail a low priority.

Nevertheless, Dr Wild was convinced the idea was sound, and continued to explore the possibilities of a fast Sydney-Canberra-Melbourne service in his own time. Initially aiming to achieve a six-hour service from Sydney to Melbourne, he eventually decided that the goal must be three hours, a travel time that would be competitive with air travel. Although this would require a top speed of 350 km/h, substantially faster than the 270 km/h TGV (the world's then-fastest commercial service), high-speed rail technology was progressing at such a pace to make this a plausible near-term objective. Dr Wild's preliminary analysis indicated that the most favourable route would be via Cooma, Orbost and the Gippsland region; he bought a set of "about two dozen" 1:100,000 survey maps, tracing out the 7-km radius curves that such speeds would necessitate with 14 cm-diameter dinner plates on his living room floor.

When he showed this preliminary route to his colleagues, they were excited by Wild's ideas. At a meeting on 19 April 1984 it was agreed to write a report. Dr Wild would write on the broad concept; John Brotchie on the economics and market; and John Nicholson on the technology. Although they had agreed to have drafts ready within six weeks, such was their private enthusiasm that they had each completed a draft within four days.

Their report, *A Proposal for a Fast Railway between Sydney, Canberra and Melbourne*, was published by the CSIRO three months later on 26 July 1984. The projected cost was $2.5 billion ($7.2 billion in 2014). The proposed benefits of the railway included increased regional development, relieving congestion of Sydney Airport, reducing reliance on imported fossil fuels, and tourism to the Snowy Mountains and Gippsland regions; the report suggested that the high-speed line could be called the *Snowy Mountains Express*.

The CSIRO later requested funding to undertake a detailed study, estimated to take 12 months and cost $500,000. Although Prime Minister Bob Hawke observed that a fast railway would be very valuable to the Labor government's policy of decentralisation, the bureaucracy was sceptical of the cost assumptions given in the CSIRO's report, particularly earthworks, which they estimated to cost $2.8 billion against the CSIRO's estimate of $800 million (this was due to an assumption, not shared by the government analysis, that high speed trains could withstand short sections of steeper grade than conventional trains). On 12 September 1984, the Minister for Transport Peter Morris rejected the proposal, stating in the House of Representatives that he would not recommend "that resources should be allocated to even do a study on it." As a parting shot, Morris said that "if, as has been suggested by its proponents ... the private sector is interested in it, I would say to Dr Wild that he should take the proposal back to the private sector ... and let them put it forward and fund it."

## The joint venture is formed

Morris' dismissive suggestion to find private backing for the project was quick to become an unexpected reality. About a week after the Hawke Government's decisive rejection of the fast railway proposal, Dr Wild received a phone call from the head of transport giant TNT, Sir Peter Abeles, who began: "I think I can help you with a commercial solution to your problem." Abeles outlined an ambitious plan to transform Australia's state-owned railways into private, profit-making enterprises. He believed that the establishment of a fast railway would additionally facilitate regional development outside the major cities, particularly the south-east of the continent which was then – and remains – poorly served by transportation links.

It took nearly two years to find sufficient corporate support for the estimated $600,000 pre-feasibility study. A prospectus entitled *Sydney to Melbourne in 3 hours* was prepared by Dale Budd, a Canberra-based management consultant and fellow rail-enthusiast, in which the name "Very Fast Train" was first proposed (a loose translation of the French *Train à Grande Vitesse*). Kumagai Gumi joined in December 1985, and Elders IXL in March 1986, each with the required pledge of $200,000. An office was set up in Canberra, and the first meeting of the Very Fast Train Joint Venture took place on 2 June 1986, with two delegates from each of the members, plus Dr Wild as chairman.

Events moved quickly; with the help of a team of international consultants (most of whom provided their services below cost), the pre-feasibility study was completed in June 1987, and showed that the VFT would be both technically and financially viable. In August, the joint venture received a substantial boost with BHP joining as a fourth partner, bringing their experience with the construction of heavy industrial rail. BHP had previously been approached by Dr Wild for construction estimates during the preparation of the original CSIRO report; the concept had intrigued several managers, and BHP had subsequently performed some additional investigations of their own. It was on the strength of these inquiries, and the positive findings of the pre-feasibility study, that led BHP to join. Dr Wild was extremely pleased with the outcome, describing it as "a well-balanced consortium".

## Major studies

In September 1987, due to the lack of sufficiently detailed data on the east coast passenger market, the joint venture commissioned a detailed market study at a cost of $1 million. This study estimated the annual demand for the VFT to exceed 6.6 million trips (Sydney-Melbourne equivalent); later studies upgraded this estimate to 8.2 million.

In September 1988, the joint venture members were sufficiently confident in the initial findings that they voted to commit funding to a full-blown feasibility study, to take 212 years and cost $18.6 million (equivalent to $33.5 million in 2013). This substantial injection of private capital led to the CSIRO ceasing involvement later that month, and marked the beginning of the VFT as a fully private operation.

In August 1989, the Government issued a statement of support to the VFT project, against the advice of eight Federal departments which had advised against taking a definite position due to uncertainties remaining after the release of the joint venture's concept report, which they declared "inadequate." Only the Department of Industry recommended supporting the proposal outright. Prime Minister Bob Hawke called the VFT "the most important development project since World War II."

A report entitled *The Economics of the Very Fast Train* was released in October 1990. Prepared by the well respected Canberra consultancy Access Economics, the report claimed a net-benefit to the economy of 12 billion 1990 dollars, with the major benefits being reduced atmospheric pollution, lower road maintenance, and reduced congestion at Sydney Airport. It was hailed by the VFT's supporters as an embarrassment to Treasury, who had opposed supporting the proposed tax breaks.

## Competing proposals

### Fast Freight Train

In October 1988, the Victorian Minister for Transport proposed a "Fast Freight Train". It was partly a response to the VFT proposal, which would not have been suitable for the carriage of freight due to the steeper grades proposed. The FFT proposed a major upgrade of the existing alignment between Sydney and Melbourne, comprising several bridge replacements and minor deviations between Albury and Melbourne, and much more extensive works between Moss Vale and Junee. The proposed alignment would allow freight trains to travel at a top speed of 115 km/h for most of the route, with no speed restrictions for curves or hills.

In response, the joint venture expanded the scope of the Project Evaluation to encompass an investigation into using the VFT alignment for dedicated freight trains.

### Tilting trains

In January 1990 it was reported that the NSW Government was considering upgrading the existing state railway lines to use tilting train technology under development by UK engineering giant ASEA Brown Boveri. Although at 200 km/h they would be somewhat slower than the VFT, the tilt trains would avoid the need for a completely new rail corridor. There was concern that two fast railways could end up being built, which would then both be financially unviable. The VFT joint venture argued that the proposed upgrades would cost the state $1.45 billion and provide 1,700 seats daily between Sydney and Melbourne, while the VFT would cost the state nothing (the estimated $4.5 billion cost was to be privately funded) while providing 16,000 seats.

The VFT joint venture considered the potential of tilting trains in its own study but dismissed them, suggesting that the achievable speed increases are often overstated. Without major works to ease curve radii and increase cant on the existing rail alignment, the joint venture concluded that tilting trains could offer, at best, an 8-hour service between Sydney and Melbourne, which they deemed would not be competitive with air travel.

### Magnetic levitation

Although the joint venture considered magnetic levitation technology, they decided to proceed with conventional "steel wheel steel rail" technology due to the fact that there were no operational or near-term commercial systems, and projections that the capital cost could be up to four times as much as conventional high speed rail.

## Study completion

The results of the feasibility study were released in November 1990, in a report simply titled *"VFT – Project Evaluation"* It proposed an 854-kilometre (531 mi) inland route (108 km shorter than the existing railway), 1435mm gauge, with 7 km minimum horizontal radius and maximum grade 3.5%. Construction was slated to begin in 1992, taking five years and costing $6.56 billion ($11.82 billion in 2013 dollars).

The proposed service would have 30 trains per day in each direction, with the non-stop service offering travel times of one hour from Sydney to Canberra, and two hours from Canberra to Melbourne. Additional stations would be located at Sydney Airport, Campbelltown, Bowral, Goulburn, Yass, Wagga Wagga, Albury-Wodonga, Benalla, Seymour and Melbourne Airport. Fares were estimated at $130 for Sydney to Melbourne, $100 for Canberra to Melbourne and $60 for Sydney to Canberra ($234, $180 and $108 respectively in 2013 dollars), then representing between 53% and 64% of a typical full economy airfare on the same route. Passenger demand was estimated at 6.9 million trips (Sydney to Melbourne) per annum.

### Cost breakdown

| Component | Cost<br>($m 1990 AUD) | Percentage |
| --- | --- | --- |
| Land | 306 | 4.7% |
| Route and facilities | 3785 | 57.7% |
| Trackwork | 765 | 11.7% |
| Power supply and OHLE | 459 | 7.0% |
| Control and communication | 318 | 4.8% |
| Rolling stock | 930 | 14.2% |
| **Total** | **6563** | **100%** |

### Alignment

Numerous different alignments were studied, including variations of both the coastal route and the inland route.

Variations of the coastal route focused on three different alignments between Cooma and Bairnsdale through either the Brodribb, Cann, or Snowy River Valleys.

Options considered for the inland route included several variations of the eastern Riverina route through Albury and Benalla (similar to that identified in the original pre-feasibility study), a route through Deniliquin and Bendigo, a diversion to Shepparton, two options that would allow a station at Tumut, and one option that passed directly under the Snowy Mountains to Bredbo via a 72 km tunnel. Most of these routes were abandoned in early stages of investigation due to excessive construction costs or low projected passenger demand.

The final decision to adopt an inland route substantially similar to the pre-feasibility route was influenced by the much higher engineering costs associated with the coastal route. Although the coastal route would have had higher passenger demand due to both density of development and tourism potential, these benefits were found to be not nearly sufficient to compensate for the higher capital costs.

#### Sydney to Glenfield

The VFT was proposed to start from a new terminus alongside Sydney Central station proceeding to Sydney Airport via a tunnel emerging alongside the East Hills line at Turrella from where new tracks would be built on either side of the existing line to Glenfield.

#### Glenfield to Canberra

From Glenfield through to a point 15 kilometres north of Mittagong, it would cross the Hume Highway several times before following it to south of Goulburn from where it would pass to the west of Lake George.

Particular attention was given to the proposed housing developments in the Glenfield/Campbelltown area, with the report urging the government to ensure any land releases reserved a corridor for future development of the high-speed alignment.

#### Canberra to Tullamarine

The Canberra station was to be built in the northern suburb of Gungahlin. Although this is some 10 km distant from Canberra's CBD, it would have good road access to all parts of the city, as well as Canberra Airport. It would have left Canberra via a new corridor parallel to the Barton Highway to Yass and Wagga Wagga.

It then would have headed west of the Bulloc Bulloc Range close to Henty, Culcairn and Walla Walla then crossing the Murray River near Howlong before passing through Chiltern, Rutherglen and Wangaratta. It would then run parallel to the existing North East line through Benalla to Mangalore passing west of Kilmore before rejoining the existing line at Seymour.

#### Tullamarine to Melbourne

The route passed close to Melbourne Airport, and possibilities for a link were "being investigated". It would then proceed through the northern suburbs of Melbourne on a new alignment via Somerton, Broadmeadows, Oak Park, Strathmore, Moonee Ponds and Ascot Vale before joining the existing the Broadmeadows line to terminate at Spencer Street station.

The Project Evaluation also foreshadowed the possibility of links to Badgerys Creek, Brisbane and Adelaide. The Badgerys Creek spur was planned to divert from the main line at Glenfield, and serve the proposed Second Sydney Airport.

A brief analysis of a link to Brisbane, initially proposed in a 1989 paper prepared at the request of the Queensland Government and designated "VFT-*N*," was included in the 1990 Project Evaluation. It would include stations at Newcastle, Taree, Coffs Harbour and the Gold Coast. Preliminary investigations identified a route 797 km long, with a non-stop travel time of 2.5hours. Capital costs were slightly lower than the Sydney link due to the shorter length and mostly easier terrain. A new commuter rail station tentatively named "Warringah" was proposed to be located near Frenchs Forest and integrated with the suburban rail network. Southbound VFT-*N* services would terminate at Sydney Airport, and northbound VFT services would terminate at Warringah, thus avoiding the need to redevelop the congested sidings at Central for turnaround and stabling facilities; it would also increase convenience for passengers by providing several destinations within Sydney.

Although substantive studies were never undertaken, the joint venture also considered a link from Melbourne to Adelaide ("VFT-*S*"), branching from the mainline at Seymour and taking an estimated 2 hours 20 minutes. By sharing the same access corridor through Melbourne's suburbs, its capital cost would be far lower than the other links. With the shorter travel time, the potential market was estimated at two-thirds that of Sydney-Melbourne, despite Adelaide's lower population; the consortium reported the VFT-*S* was both "possible and viable".

## Opposition

In May 1990, an interim report tabled in the senate raised doubts about the VFT's construction and operating costs, fare schedule, passenger demand and environmental impact. The report, which included 386 public submissions, claimed that comparisons with fast rail services in France or Japan were misleading, as both countries have far higher population densities than Australia, as well as higher motoring costs. Additionally, it was noted that the French and Japanese systems still require government assistance despite these advantages.

### Real estate development

In October 1989, following the release of a major progress report entitled *VFT: Focus for the future*, it was noted that the joint venture appeared to be admitting that the VFT project would not in fact be financially attractive as a passenger service alone. According to economist Peter Swan of the University of New South Wales, the Progress Report seemed to indicate that the project's financial viability hinged on a massive land-development program in the vicinity of new stations along the route, in turn made possible by large-scale governmental compulsory-acquisition orders and development approvals.

In a document entitled *Sharing value added to property on the VFT corridor*, the consortium suggested that part of the cost of the VFT could be offset by the government levying a capital gains style tax on property within the development corridor; the resulting backlash from farmers and other landowners caused the consortium to quickly back away from the suggestion. Similarly, some opponents of the VFT seized on a remark by Abeles that "land value capture" could be used to fund the project through its difficult early years, and began to publicly suggest that the VFT was in fact a "disguised real-estate project" rather than a genuine desire to provide a transport service.

### Noise

One of the main concerns centred around the noise levels expected from the new trains, which environmentalists said would be "equivalent to a continuous stream of jets taking off", and would be heard five kilometres away. This is likely an exaggeration (see *Examples of sound pressure*), although the 1989 progress report indicated that NSW planning limitations for peak noise of 80dBA would only be met at a distance of 150m from the line. The joint venture's solution to this was to plan for the line to pass no closer than 200m to existing dwellings without noise abatement measures. Some raised concerns that this would severely restrict future development along the noise corridor. Public opposition also led the joint venture to promise that the VFT would be restricted to 80 km/h on the part of the alignment passing through the Wolli Creek Valley residential area; if additional speed restrictions were demanded in other residential areas, travel times would begin to be severely affected, damaging the project's profitability.

### Environmental impact

In the early years of the proposal, a coastal corridor was favoured which would have necessitated a new rail alignment through the relatively pristine eucalyptus forests of East Gippsland. Aside from the direct impact of clearing, earthworks and construction for the new line, concerns were raised by environmentalists about the potential for the VFT to disrupt natural fauna migration corridors. The Australian Greens warned that the VFT had the potential to become the greatest environmental conflict in the history of Victoria and New South Wales, while the Australian Conservation Foundation suggested the selection of a Gippsland corridor could lead to the extinction of the long-footed potoroo.

Eventually, detailed corridor analysis determined that although the coastal corridor had higher projected earnings, the inland corridor had a higher net present value due to substantially lower construction costs. As a result, the joint venture changed their preferred corridor from the coastal to the inland option in 1990. Nevertheless, a perception that the VFT would damage sensitive environmental areas remained.

### Tax concessions

In August 1990, it was reported that the joint venture was seeking tax concessions from the government, on the grounds that other privately owned transport providers (e.g., airlines and buses) are not expected to pay directly for necessary infrastructure such as airports and freeways. The nature of the concessions sought would not reduce the overall tax burden, but merely delay it from the construction period to the operational stage when the new railway was earning revenue. The consortium had always argued that they would never request financial assistance from the taxpayer, and continued to argue that the changes they sought did not constitute this; rather, it was "levelling the playing field" – allowing the VFT, and other similar projects, to have access to the same tax-deduction benefits that other business ventures with shorter lead times already enjoyed.

Treasury was vehemently opposed to the idea of tax concessions, which they estimated would cost the government $1.4 billion in reduced tax receipts (the joint venture estimated the concessions at closer to $550 million). Treasurer Paul Keating, supported by Minister for Land Transport Bob Brown, argued forcefully for the rejection of the proposed tax breaks, but were overruled by the rest of Cabinet, led by the Prime Minister, who wished to at least consider the joint venture's proposal. Keating and Brown were tasked to a subcommittee to examine the proposal in more depth, along with ministers John Button, John Dawkins and Ralph Willis, in March 1991.

In May 1991, the subcommittee reported that delayed-income projects were not disadvantaged by current tax law, under which interest expenses could be claimed ahead of the operational phase. The magnitude of the concessions sought was also revised downward to between $900–$1,200 million.

The joint venture's tax proposal was released in July 1991, and called for companies involved in delayed-income projects to be allowed to distribute tax-losses to shareholders – in effect, allowing the shareholders of the VFT to claim a tax-deduction of 39 cents in the dollar on VFT expenditure, whether the VFT eventually earned taxable income or not. In the report prepared by Clayton Utz, they argued that the existing tax arrangements create a strong bias against start-up ventures, as start-ups have no existing income against which to offset tax losses incurred in the construction phase of a large infrastructure project. The proposed treatment was essentially to treat deductions in the early years of a project "as if they were those of a fully-owned subsidiary of another company".

## Breakup of the joint venture

As the complicated negotiations with various parties wore on, cracks began to show in the relationship between the eclectic members of the joint venture. Their diversity, which previously had been a strength, now began to be seen as a potentially fatal weakness.

On 25 August 1990, Elders IXL announced it was withdrawing from the joint venture, reportedly due to financial difficulties related to its restructuring as Foster's Group. It forced the cancellation of the joint venture's first meeting with the most senior levels of government, including the Prime Minister, premiers of NSW and Victoria and the ACT Chief Minister. Elders' 25% share in the venture was put up for sale.

In October 1990, tensions emerged between TNT and the remaining members over the strategic direction of the project. TNT were unhappy the proposal to offer a freight service, which would directly compete against Ansett Australia, in which TNT held a controlling interest. Additionally, the decision to pursue an inland route, rather than the more passenger-focussed coastal route, was another source of contention. Initially, TNT withheld $1.5m in funding in an attempt to influence the consortium to abandon these plans. However, when this was unsuccessful, they withdrew all funding in January 1991, reportedly "losing interest" in the proposal, although they retained a member on the VFT Management Committee. Peter Abeles, whose initial interest in the VFT had been critical to forming the joint venture, was particularly aggrieved; he was driven by a desire to develop the remote Australian south-east, and made no secret of his distaste for the new strategy, reportedly telling the consortium "You've lost the plot".

In May 1991, chief executive Alan Castleman told reporters he expected additional changes to the membership of the consortium; talks were being held with "three banks and three industrial companies" who were interested in joining, should the question of tax concessions be settled favourably. However by July, Kumagai Gumi had also pulled out of the venture, leaving BHP the sole remaining partner still funding the VFT.

In August 1991, after a lengthy period of consideration, Federal Cabinet rejected the taxation arrangements proposed by the joint venture, citing the "revenue costs and resource allocation implications of allowing wider access to tax losses for all taxpayers." The Treasurer John Kerin stated that Cabinet was concerned that the changes sought for VFT would set a precedent.

BHP announced that it was suspending all expenditure on the VFT project the following day. In a statement, BHP expressed confidence in the benefit of the VFT to Australia, and regret at the need to pull out. It also described the proposed tax concessions as "a means of passing on legitimate tax deductions to investors".

The joint venture closed its project office in Canberra on 12 September 1991, marking the end of the Very Fast Train proposal.

## Aftermath

Reaction to the breakup of the Very Fast Train Joint Venture was mixed, with some condemning the government for "lack of vision", and others hailing it as the economically sound decision. Although the joint venture blamed the collapse of the project on the failure to secure favourable taxation arrangements, other reasons were speculated to include opposition from environmentalists, noise concerns from residents near the proposed track, the disparate aims and fractious relationship of the joint venture members, public questioning of the joint venture's motives, and an escalation in projected costs, all of which contributed to a lack of support from the Federal government in Canberra.

Dale Budd later downplayed the role that the tax concessions had in the demise of the VFT, saying they reduced the projected 25% nominal rate of return by "between 2 and 3 per cent". According to Budd, the main reason was that few companies operating in Australia at the time had the scale to offset an accounting loss in the order of hundreds of millions of dollars; additionally, the economic climate of 1990 was such that most companies were incurring quite enough real losses anyway, and were therefore unable and unwilling to absorb accounting losses from a large infrastructure investment.

Alan Castleman also suggested that the financial rationale for the VFT remained sound, and blamed the failure on a lack of understanding "of how much positive action, if not money, is needed from governments at the planning level to make big projects such as the VFT work."

### Subsequent developments

The south-east corner of Australia now has less transportation infrastructure than when the VFT was proposed. The Gippsland line was closed east of Bairnsdale in 1987 and the Cooma line south of Queanbeyan in 1988, following closure of the Bombala line in 1986. Services on the Gippsland line improved in 2006 after a substantial line upgrade and VLocity railcars capable of running at 160 kilometres per hour (99 mph) were introduced. Nevertheless, the journey epitomised the fundamental difference between running conventional trains faster on existing lines and running trains on dedicated high-speed tracks. The Pakenham–Traralgon express journey time of 1 hour 18 minutes for a distance of 103 kilometres (64 mi) equates to only 79 kilometres per hour (49 mph), and from Melbourne to Traralgon the 2 hours 21 minutes to cover 160 kilometres (99 mi) equates to 68 kilometres per hour (42 mph) – slightly slower than the scheduled speed from Canberra to Sydney that had failed to impress Dr Wild in 1984. The VFT scheduled time for Melbourne to Traralgon was to be 30 minutes: 1 hour and 51 minutes quicker than today's journey time.

Budd and Abeles were both involved with later high-speed rail proposals between Sydney and Canberra, with Budd spearheading the Speedrail Consortium proposing a shorter version of the VFT, and Abeles advocating a maglev link via Wollongong. Speedrail came close to getting the green light but was also cancelled in 2000 when the government refused to subsidise the project. There were also several proposals to upgrade the existing tracks to accommodate faster tilting trains.

The proposed underground railway to Sydney Airport was completed in 2000 as a CityRail suburban railway.

Following the cancellation of the Speedrail proposal in 2000, the Howard Government commissioned a study into a very high speed railway linking the east-coast capitals. The $2.3 million report, released in November 2001, proposed a route broadly similar to the VFT proposal, and estimated construction costs at $41 billion if 250 km/h technology was selected, $47 billion for 350 km/h, and as high as $59 billion for 500 km/h mag-lev technology ($58, $67 and $84 billion in 2014, respectively). The high cost estimates, which would have to be 80% government funded, led the government to abandon the second phase of the report, and so a detailed alignment was not proposed.

In December 2008, the Rudd government announced that an east-coast very high speed railway was its highest infrastructure priority. A $20 million study was undertaken in two phases, with Phase 1 released in August 2011 and identifying a preferred route, and Phase 2 finalising a detailed corridor selection as well as costings and demand forecasts. It estimated the 1748 km railway between Melbourne, Sydney and Brisbane with a spur line to Canberra would cost $114 billion (100% publicly funded) and not be fully operational until 2065. It was heavily criticised for its extremely high cost estimates and absurdly long construction timeframe, with the suggestion that this meant the government had never intended the project to go ahead.

The Very Fast Train Joint Venture's series of studies remain the most expensive investigation of high speed rail performed in Australia with a cost of over $37 million in 2013 dollars, and no proposal has come closer to becoming a reality. It remains the only high-speed rail proposal to have maintained a promise of no net cost to the taxpayer.

## InfoBox

| Very Fast Train | |
| --- | --- |
|  | |
| Overview | |
| Status | Cancelled |
| Locale | New South Wales<br>Australian Capital Territory<br>Victoria |
| Termini |  |
| Stations | Sydney Central, Sydney Airport, Campbelltown, Bowral, Goulburn, Canberra, Yass, Wagga Wagga, Albury-Wodonga, Benalla, Seymour, Melbourne Airport, Melbourne Spencer Street |
| Service | |
| Type | High-speed rail |
| Technical | |
| Line length | 854 km (531 mi) |
| Number of tracks | 2 |
| Track gauge | 1,435 mm (4 ft 8+12 in) |
| Minimum radius | 7,000 metres (23,000 ft) |
| Operating speed | 350 km/h (220 mph) |


title: HMS Snapdragon (K10)

abstract: HMS Snapdragon was a Flower-class corvette that served in the Royal Navy and was built by Smith's Dock Company in 1940. She was named after Snapdragon. Commissioned in 1940 and sunk by Luftwaffe on 19 December 1942.

text:
# HMS Snapdragon (K10)

**HMS *Snapdragon*** was a Flower-class corvette that served in the Royal Navy and was built by Smith's Dock Company in 1940. She was named after Snapdragon. Commissioned in 1940 and sunk by Luftwaffe on 19 December 1942.

## Design and description

In early 1939, with the risk of war with Nazi Germany increasing, it was clear to the Royal Navy that it needed more escort ships to counter the threat from Kriegsmarine U-boats. One particular concern was the need to protect shipping off the east coast of Britain. What was needed was something larger and faster than trawlers, but still cheap enough to be built in large numbers, preferably at small merchant shipyards, as larger yards were already busy. To meet this requirement, the Smiths Dock Company of Middlesbrough, a specialist in the design and build of fishing vessels, offered a development of its 700-ton, 16 knots (18 mph; 30 km/h) whale catcher *Southern Pride*. They were intended as small convoy escort ships that could be produced quickly and cheaply in large numbers. Despite naval planners' intentions that they be deployed for coastal convoys, their long range meant that they became the mainstay of Mid-Ocean Escort Force convoy protection during the first half of the war. The original Flowers had the standard RN layout, consisting of a raised forecastle, a well deck, then the bridge or wheelhouse, and a continuous deck running aft. The crew quarters were in the foc'sle while the galley was at the rear, making for poor messing arrangements.

The modified Flowers saw the forecastle extended aft past the bridge to the aft end of the funnel, a variation known as the "long forecastle" design. Apart from providing a very useful space where the whole crew could gather out of the weather, the added weight improved the ships' stability and speed and was retroactively applied to a number of the original Flower-class vessels during the mid and latter years of the war.

## Construction and career

*Snapdragon* was laid down by Smith's Dock Company at their shipyard at South Bank, on 27 September 1939 and launched on3 September 1940. She was commissioned on 28 October 1940.

HMS *Snapdragon* was on a mission off Benghazi, Libya when she was expectedly attacked by German Luftwaffe bombers and sank.

## Sources

## InfoBox

|  | |
| --- | --- |
| History | |
| United Kingdom | |
| Name | *Snapdragon* |
| Namesake | Snapdragon |
| Builder | Smith's Dock Company, South Bank |
| Laid down | 27 September 1939 |
| Launched | 3 September 1940 |
| Commissioned | 28 October 1940 |
| Identification | Pennant number: K10 |
| Fate | Sunk 19 December 1942 |
| General characteristics | |
| Class and type | Flower-class corvette |
| Displacement | 925 long tons |
| Length | 205 ft (62 m) o/a |
| Beam | 33 ft (10 m) |
| Draught | 11 ft 6 in (3.51 m) |
| Propulsion | * 1 × 4-cycle triple-expansion reciprocating steam engine * 2 × fire tube Scotch boilers * Single shaft * 2,750 ihp (2,050 kW) |
| Speed | 16 kn (30 km/h) |
| Range | 3,500 nmi (6,500 km) at 12 kn (22 km/h) |
| Complement | 85 |
| Sensors and <br>processing systems | * 1 × SW1C or 2C radar * 1 × Type 123A or Type 127DV sonar |
| Armament |  |


title: John Travers Wood

abstract: John Travers Wood was an American physician and politician who served as a one-term congressman from northern Idaho from 1951 to 1953.

text:
# John Travers Wood

**John Travers Wood** (November 25, 1878  November 2, 1954) was an American physician and politician who served as a one-term congressman from northern Idaho from 1951 to 1953.

## Early life and education

Born in Wakefield, West Yorkshire, Wood immigrated with his parents to the United States in 1889. They settled in Woodridge, North Dakota, and he became a naturalized a citizen in 1901. After graduating public schools there, he taught school for six years. He then graduated from Detroit College of Medicine.

## Career

After graduating from medical school, Wood moved to Hannah, North Dakota, where he operated a medical practice before moving west to Coeur d'Alene, Idaho.

From 1910 to 1950, he worked as a surgeon for the Chicago, Milwaukee & St. Paul Railroad. In addition, he served as the mayor of Coeur d'Alene during 1911 and 1912, and founded the town's hospital. During World War I, he served as a first lieutenant in the medical corps of the U.S. Army.

### Congress

In the 1950 election, Wood ran as a Republican for the open seat in Congress from Idaho's first district. He took office at age 72 and served a single term, narrowly losing his re-election bid in 1952 to Gracie Pfost. During his term, he also mentioned his distrust of the United Nations, citing its charter's similarities to the Soviet Union's constitution, and mentioned as much to the U.S. Flag Committee.

## Personal life

Wood left the House in January 1953 and returned to Coeur d'Alene, where he died less than two years later.

## Election results

U.S. House elections (Idaho's 1st district): Results 1950–1952
| Year |  | Democrat | Votes | Pct |  | Republican | Votes | Pct |  |
| --- | --- | --- | --- | --- | --- | --- | --- | --- | --- |
| 1950 |  | Gracie Pfost | 41,040 | 49.5% |  | **John T. Wood** | 41,823 | 50.5% |
| 1952 |  | **Gracie Pfost** | 54,725 | 50.3% |  | John T. Wood (inc.) | 54,134 | 49.7% |
|

Source:

This article incorporates public domain material from the Biographical Directory of the United States Congress

## InfoBox

| John Travers Wood | |
| --- | --- |
| *The Idaho Statesman*, November 3, 1952 | |
|  | |
| Member of the U.S. House of Representatives
from Idaho's 1st district | |
| **In office**
January 3, 1951  January 3, 1953 | |
| Preceded by | Compton White, Sr. |
| Succeeded by | Gracie Pfost |
|  | |
| Personal details | |
| Born | (1878-11-25)November 25, 1878
Wakefield, England |
| Died | November 2, 1954(1954-11-02) (aged 75)
Coeur d'Alene, Idaho, U.S. |
| Resting place | Forest Cemetery
Coeur d'Alene, Idaho, U.S. |
| Political party | Republican |
| Spouse(s) | Margaret O. Thomson
(18891978)
(m. 19071954, his death) |
| Children | 5 |
| Residence | Coeur d'Alene |
| Education | Detroit College of Medicine (MD) |
| Military service | |
| Allegiance | United States |
| Branch/service | United States Army |
| Rank | First Lieutenant |
| Unit | Medical Corps |
| Battles/wars | World War I |
|  | |


title: Ulf Palme

abstract: Ulf Henrik Palme was a Swedish film actor. He was born in Stockholm and died in Ingarö.

text:
# Ulf Palme

**Ulf Henrik Palme** (18 October 1920  12 May 1993) was a Swedish film actor. He was born in Stockholm and died in Ingarö.

## Partial filmography

## InfoBox

| Ulf Palme | |
| --- | --- |
|  | |
| Born | Ulf Henrik Palme
(1920-10-18)18 October 1920
Stockholm, Sweden |
| Died | 12 May 1993(1993-05-12) (aged 72)
Ingarö, Sweden |
| Nationality | Swedish |
| Occupation(s) | Actor, author, director |
| Years active | 1945–1980 |
| Spouses | *   Anna Maria Larussa  (m. 19531963) *   Laila Andersson (m. 1984) |
| Relatives | Olof Palme (second cousin) |


title: Henry S. Jost

abstract: Henry S. Jost was a merchant and political figure in Nova Scotia. He represented Lunenburg township from 1851 to 1855 and Lunenburg County from 1864 to 1867 in the Nova Scotia House of Assembly. He was born in Halifax and moved to Lunenburg in 1826, where he established himself in business. In the same year, he was named a trustee for the improvement of the common near the town. Jost served in the militia, reaching the rank of lieutenant-colonel. In 1848, he was named a justice of the peace. He supported Confederation. Jost was an unsuccessful candidate for the county seat in the provincial assembly in 1855 and 1858. He served as custos rotulorum for Lunenburg County. Jost was a prominent member of the local Freemasons. He also served as overseer of fisheries for the county. Jost died of congestion of the lungs.

text:
# Henry S. Jost

**Henry S. Jost** (May 28, 1804  April 1, 1889) was a merchant and political figure in Nova Scotia. He represented Lunenburg township from 1851 to 1855 and Lunenburg County from 1864 to 1867 in the Nova Scotia House of Assembly.

He was born in Halifax and moved to Lunenburg in 1826, where he established himself in business. In the same year, he was named a trustee for the improvement of the common near the town. Jost served in the militia, reaching the rank of lieutenant-colonel. In 1848, he was named a justice of the peace. He supported Confederation. Jost was an unsuccessful candidate for the county seat in the provincial assembly in 1855 and 1858. He served as custos rotulorum for Lunenburg County. Jost was a prominent member of the local Freemasons. He also served as overseer of fisheries for the county. Jost died of congestion of the lungs.


title: Henry Mulholland, 2nd Baron Dunleath

abstract: Henry Lyle Mulholland, 2nd Baron Dunleath, was an Irish Conservative Member of Parliament.

text:
# Henry Mulholland, 2nd Baron Dunleath

**Henry Lyle Mulholland, 2nd Baron Dunleath** (30 January 1854 – 22 March 1931), was an Irish Conservative Member of Parliament.

## Early life

Dunleath was the second son of John Mulholland, 1st Baron Dunleath and the former Frances Louisa Lyle (d. 1909). His older brother was the Hon. Andrew Walter Mulholland, who died without issue at age 24 in 1877. His younger siblings included Hon. Alfred John Mulholland (who married Mabel Charlotte Saunderson); Hon. Alice Elizabeth Mulholland (wife of John George Beresford Massy-Beresford and mother to Monica Wichfeld); Hon. Helen Mulholland (wife of Sir George Herbert Murray); and Hon. Louisa Frances Mulholland (wife of Edward Roger Murray Pratt).

His mother was a daughter of Harriet Cromie (a daughter of John Cromie) and Hugh Lyle of Knocktarna in County Londonderry. His father was the eldest son of the former Elizabeth MacDonnell (a daughter of Thomas MacDonnell of Belfast) and Lord Mayor of Belfast Andrew Mulholland of Ballywalter Park. The Mulholland family were prominent in the cotton and linen industry in Ireland.

## Career

He served as High Sheriff of Down in 1884. The following year, he was returned to the British House of Commons for Londonderry North, a seat he held until the 1895 general election. Later that year, he succeeded his father in the barony and entered the House of Lords.

## Personal life

In 1881, Lord Dunleath was married to Norah Louisa Fanny Ward, the only surviving daughter of Hon. Somerset Richard Hamilton Augustus Ward (fifth son of Edward Ward, 3rd Viscount Bangor), by his wife Norah Mary Elizabeth Hill (only daughter of Lord George Hill, fifth son of Arthur Hill, 2nd Marquess of Downshire). Together, they were the parents of five children, four sons and one daughter, including:

Lord Dunleath died on 22 March 1931, aged 77, and was succeeded in the barony by his second son Charles. Lady Dunleath died in 1935.

### Descendants

Through his second son, he was a grandfather of Charles Mulholland, 4th Baron Dunleath (1933–1993).

### Sailing

He inherited the schooner *Egeria* from his father, and had the Charles E Nicholson designed 4 ton lugger *Wolfhound* built for him at Camper and Nicholsons, Gosport in 1893.

Notes Sources  1. "Dunleath, Baron (UK, 1892)". *cracroftspeerage.co.uk*. Heraldic Media Limited. Retrieved 28 May 2020.
2. Kidd, Charles, Williamson, David (editors). *Debrett's Peerage and Baronetage* (1990 edition). New York: St Martin's Press, 1990,
3. "Mulholland, The Hon. Andrew Edward Somerset | North Down & Ards War Dead". *barryniblock.co.uk*. Retrieved 28 May 2020.
4. "WARD, Sir John (Guthrie)". *Who Was Who*. A & C Black. Retrieved 7 November 2012.
5. "British Ambassadors and High Commissioners 1880-2010" (PDF). Colin Mackie, Gulabin.com. Archived from the original (PDF) on 11 July 2011. Retrieved 2 October 2012.
6. "Cavan, Earl of (I, 1647)". *cracroftspeerage.co.uk*. Heraldic Media Limited. Retrieved 28 May 2020.
7. "The Hon Mrs J. Mulholland", *The Times*, 4 August 1984, p. 8.
8. Wylie, Lorraine (22 September 2018). "At home with Lady Dunleath in Ballywalter Park". *Belfast Telegraph*. Retrieved 28 May 2020.
9. "Dunleath, Lord". *The Bartlett Maritime Research Centre*. Retrieved 4 September 2022.

## InfoBox

| The Right HonourableThe Lord Dunleath | |
| --- | --- |
| *Lord Dunleath dressed in coronation robes, 1911* | |
|  | |
| Member of Parliament for Londonderry North | |
| **In office**
1885–1895 | |
| Preceded by | New constituency |
| Succeeded by | John Atkinson |
|  | |
| Personal details | |
| Born | Henry Lyle Mulholland
(1854-01-30)30 January 1854 |
| Died | 22 March 1931(1931-03-22) (aged 77) |
| Political party | Conservative |
| Spouse | Norah Louisa Fanny Ward  (m. 1881) |
| Relations | Charles Mulholland, 4th Baron Dunleath (grandson)
Monica Wichfeld (granddaughter)
Andrew Mulholland (grandfather) |
| Children | 5 |
| Parent(s) | John Mulholland, 1st Baron Dunleath
Frances Louisa Lyle |
|  | |


title: Neocoenyra masaica

abstract: Neocoenyra masaica is a butterfly in the family Nymphalidae. It is found in southern Kenya and northern Tanzania. The habitat consists of open thorn-bush woodland at altitudes of about 1,600 meters.

text:
# Neocoenyra masaica

***Neocoenyra masaica*** is a butterfly in the family Nymphalidae. It is found in southern Kenya and northern Tanzania. The habitat consists of open thorn-bush woodland at altitudes of about 1,600 meters.

## InfoBox

| *Neocoenyra masaica* | |
| --- | --- |
|
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Animalia |
| Phylum: | Arthropoda |
| Class: | Insecta |
| Order: | Lepidoptera |
| Family: | Nymphalidae |
| Genus: | *Neocoenyra* |
| Species: | ***N. masaica*** |
| Binomial name | |
| ***Neocoenyra masaica***<br>Carcasson, 1958 | |
|


title: Ochsenheimeria lovyi

abstract: Ochsenheimeria lovyi is a moth of the family Ypsolophidae. It is found in Tunisia. The larvae feed on Juncus maritimus.

text:
# Ochsenheimeria lovyi

***Ochsenheimeria lovyi*** is a moth of the family Ypsolophidae. It is found in Tunisia.

The larvae feed on *Juncus maritimus*.

## InfoBox

| *Ochsenheimeria lovyi* | |
| --- | --- |
|
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Animalia |
| Phylum: | Arthropoda |
| Class: | Insecta |
| Order: | Lepidoptera |
| Family: | Ypsolophidae |
| Genus: | *Ochsenheimeria* |
| Species: | ***O. lovyi*** |
| Binomial name | |
| ***Ochsenheimeria lovyi***<br>Dumont, 1930 | |
|


title: Plebejus argyrognomon

abstract: Plebejus argyrognomon, common name Reverdin's blue is a butterfly of the family Lycaenidae. The species is named after Jacques-Louis Reverdin.

text:
# Plebejus argyrognomon

***Plebejus argyrognomon***, common name **Reverdin's blue** is a butterfly of the family Lycaenidae. The species is named after Jacques-Louis Reverdin.

## Subspecies

Subspecies include:

* *Plebejus argyrognomon anceps* Churkin, 2004 – (Mongolia)
* *Plebeius argyrognomon argyrognomon* Korb & Bolshakov, 2011 – (South Urals, SW. Siberia, Altai Mountains, Prisayanye)
* *Plebejus argyrognomon buchara* (Forster, 1936) – (Uzbekistan)
* *Plebejus argyrognomon caerulescens* (Grum-Grshimailo, 1893) – (South Western Siberia)
* *Plebejus argyrognomon danapriensis* (Stempfer-Schmidt, 1932)
* *Plebejus argyrognomon euergetes* (Stauder, 1914) – (Western and Southern Europe)
* *Plebejus argyrognomon letitia* (Hemming, 1934) (Italy)
* *Plebejus argyrognomon praeterinsularis* (Verity, 1921)

## Distribution

This species can be found in Central and Southern Europe, Caucasus, in mountains of Southern Siberia, Mongolia and Amur River. In Japan the species is found in agricultural areas.

## Habitat

These butterflies inhabit grassy flowery places at an elevation of 200–1,500 metres (660–4,920 ft) above sea level.

## Description

*Plebejus argyrognomon* has a wingspan of 28–34 mm. These small butterflies present a sexual dimorphism. The upperside of the wings is violet-blue in males, with a narrow, black border and a white fringe, while in the females it is dark brown, with black bordered orange lunules at the outer edge, especially visible on the hindwings. The underside of the wings is light beige in both sexes, with several black spots surrounded by white, an orange stripe and a marginal series of black spots pupillated in silvery blue-green. Caterpillars are pale green with orange brown longitudinal stripes, up to 20 millimeters long.

This species is similar to *Plebejus argus*, *Plebejus idas*, *Plebejus pylaon* and *Polyommatus escheri*. In *Plebejus argyrognomon* the underside of the wings is similar to *Plebejus argus* and *Plebejus idas*, but the background color is more gray and the black spots are relatively smaller.

## Biology

The species fly in two broods from May to August depending on the location. The larvae feed on *Coronilla varia*, *Securigera varia*, *Trifolium repens*, *Melilotus officinalis*, *Medicago sativa*, *Lotus corniculatus*, *Onobrychis viciifolia*, *Vicia sativa* and *Astragalus glycyphyllos*. Larvae are attended by ants *Lasius niger*, *Lasius alienus*, *Myrmica sabuleti*, *Myrmica scabrinodis* and *Camponotus vagus*.

## Etymology

Argyrognomon (from Latin) is a silver pointer on a sundial.

Media related to Plebejus argyrognomon at Wikimedia Commons

## InfoBox

| Reverdin's blue | |
| --- | --- |
|  | |
| Female of *P. argyrognomon* | |
|
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Animalia |
| Phylum: | Arthropoda |
| Class: | Insecta |
| Order: | Lepidoptera |
| Family: | Lycaenidae |
| Genus: | *Plebejus* |
| Species: | ***P. argyrognomon*** |
| Binomial name | |
| ***Plebejus argyrognomon***<br>(Bergsträsser, 1779) | |
|
| Synonyms | |
| * *Plebeius argyrognomon* * *Polyommatus argyrognomon* * *Plebejus aegus* (Chapman, 1917) | |


title: Veye Tatah

abstract: Veye Wirngo Tatah is a Cameroonian computer scientist and journalist who lives in Germany. She is an advocate for Africa who has received an Order of Merit from the German state.

text:
# Veye Tatah

**Veye Wirngo Tatah** (born c.1971) is a Cameroonian computer scientist and journalist who lives in Germany. She is an advocate for Africa who has received an Order of Merit from the German state.

## Life

Tatah was born in about 1971 and she arrived in Germany in 1991. She was born in Cameroon but became a German citizen in 2002. She worked for over six years as a computer science research assistant with the Technical University of Dortmund. She then became an IT consultant managing projects and particularly those concerned with inter-cultural communication. Tatah owns a catering company called *Kilimanjaro Food*.

Tatah has two children. She has also set a number of initiatives including the Learning and integration mobile app *African-LIM*, the "African Women's Network" and *Africa Positive*.

Tatah endeavours to increase international understanding. On 25 February 2010 Tatah received the Order of Merit of the Federal Republic of Germany for her special social engagement. She has been involved in the training of thirty journalists from Gambia at the Erich-Brost-Institut in 2019. The journalists were being offered the purpose of reporting on migration.

## InfoBox

| Veye Tatah | |
| --- | --- |
|  | |
| Born | 1971<br>Cameroon |
| Nationality | Cameroonian |