title: Wesel station

abstract: Wesel is a railway station in Wesel, North Rhine-Westphalia, Germany. The station is located on the Arnhem-Oberhausen railway and the Bocholt-Wesel railway. The train services are operated by Deutsche Bahn and Abellio Deutschland.

text:
# Wesel station

**Wesel** is a railway station in Wesel, North Rhine-Westphalia, Germany. The station is located on the Arnhem-Oberhausen railway and the Bocholt-Wesel railway. The train services are operated by Deutsche Bahn and Abellio Deutschland.

## History

As early as 1832, the Dutch Lieutenant Brade proposed the construction of a railway on the west bank of the Rhine from Amsterdam to Cologne. After preparatory work in the Netherlands had been largely completed, Brade began the first surveys in Prussia. He sought support from the Mayor of Wesel, who initially opposed the project. The town was more interested in expanding traffic on the Rhine and the Lippe. The town's view only changed after the opening of the first railway lines in Germany.

A railway committee was founded in Wesel under the leadership of Ludwig Bischoff, the headmaster of the Wesel high school, on 2 March 1841. During the preliminary considerations for the construction of the Cologne–Minden railway, the committee proposed a line through Wesel, Münster and Bielefeld to Minden. Bischoff referred in a memorandum to the advantages of this route, which could in the long term link the fortress city of Wesel with the Westphalian provincial capital of Münster and the Prussian capital of Berlin, and suggested that it would support the movement towards German national unity. In addition, the northern route was the shortest connection from Berlin to the Rhine and was favourable for railway building. The head of the Cologne-Minden Railway Committee, David Hansemann, rejected the initiative on the grounds that the line chosen should be the shortest route, especially since the connection between Berlin and the fortified city of Cologne was more important

After Hansemann's rejection, the Wesel Committee concentrated increasingly on a link between Cologne and Amsterdam, which would connect the Ruhr with the North Sea. The town of Emmerich, which was also seeking a connection at the time, received approval by cabinet order on 15 September 1845 for preparatory work for the construction of a branch line from Oberhausen on the Cologne-Minden Railway via Wesel and Emmerich with a connection to the Amsterdam–Arnhem railway, which was opened between 1843 and 1845. The Wesel and Emmerich Committee merged into a joint committee based in Wesel on 22 January 1846. After the March Revolution in 1848, Ludwig Bischoff had to resign from the school and leave the town of Wesel and the committee due to his liberal views.

In 1850, the town again contacted the Prussian Ministry of Commerce to promote the construction of the line. The town emphasised its loyalty to the king and the House of Hohenzollern and referred to its importance as the most northwestern bulwark in Prussia. To compensate for the obstacles associated with the law governing its fortress status, the town sought financial support for the line’s construction and equal treatment with other unprofitable lines. As an alternative to the state assuming all construction costs, Wesel proposed state participation in the capital raising for the construction and a declaration that it would guarantee interest at the rate of three and a half percent. The town continued to seek support from some senior military personnel; as early as 1843, the Prussian Ministry of War had endorsed a rail connection to Wesel. In November 1850, the Prussian Minister of Commerce August von der Heydt instructed Wesel to stop promoting the scheme and indicated that the current situation made it impossible to issue an interest guarantee. This reflected ongoing negotiations between Prussia and the Netherlands.

After the Netherlands agreed to change the line from Amsterdam to Arnhem from (1,945 mm (6 ft 4+916 in)) to (1,435 mm (4 ft 8+12 in) standard gauge), nothing stood in the way of the project. On 1 October 1853, the Cologne-Minden Railway Company (*Cöln-Mindener Eisenbahn-Gesellschaft*, CME) received the concession for the Oberhausen–Arnhem route. Planning in the Wesel area had begun on the basis of various preliminary contracts as early as 1852.

### Construction and commissioning of the Oberhausen–Arnhem railway

The construction of Wesel station was subjected to special conditions due to its proximity to the fortress. The Ministry of War initially wanted a station on the western side. This would have required the building of a 200 Prussian rod (≈ 753 metre)-long embankment to protect against flooding and ice on the Lippe. In addition, the *Rheintor* (Rhine Gate), which formed the entrance to the pontoon bridge over the Rhine, would no longer have been usable by horse-riders and wagons. In this case, the railway would have built an opening bridge for the railway. In addition, the station could have been fired on from the other bank of the Rhine. A station on the eastern side, on the other hand, satisfied the town and the CME and was ultimately built due to the problems with the western option. The CME intended to build the railway embankment to be flood-proof at 35 Prussian feet (≈ 11.0 metres) above the level of Wesel. The military administration required a reduction in the overall height to 30 feet (≈ 9.4 m), and later to 28.5 feet (≈ 8.9 m).

The Ministry of War permitted the station to be built within the fortress area so that it would not be too far away from the town. Since buildings this close to the walls could have offered protection for attackers, the station buildings had to be single-storey and made of wood. In addition, they had to be able to be dismantled within a day. The construction also resulted in demands from the military to expand the fortifications substantially. To protect the existing fortress, the Ministry of War called for the construction of Fort Fusternberg on the land between the station and the Lippe (at a cost of 185,000 thalers). The ministry also required the construction of a tower fort with extended walls on the town side of Fort Fusternberg (135,000 thalers) that would defend the Lippe crossing if Fort Fusternberg fell. Lunette 23 would have to be raised because of the railway embankment (1500 thalers). In addition, the construction of a horse-hauled railway including protective works from the station to the port was required in order to bring operating materials to safety in the fortress in the event of war (28,500 thalers). The CME rejected the additional costs of 350,000 thalers and declared itself ready to build a bulwark on the strong point of Flamer Schanze on the other side of the Lippe. The CME was ready to build the military railway, but was against the construction of the defensive structures. The company pointed out that the railway embankment would be demolished without compensation in the event of war and therefore could not bear the additional costs. In addition, the advantages of railway construction would be greater than the disadvantages for the fortress system. Since the Prussian Minister of War, Friedrich Graf von Waldersee, was not ready to agree, but the commitments made to the Netherlands in relation to the construction of the railway could not be postponed, the matter was referred to the Prussian King Frederick William IV. On 10 April 1856 the CME agreed to pay half of the cost of 174,250 thalers, while the other half was to be paid from the railway fund. The king approved the project on 14 April 1856.

The whole line became useable with the commissioning of the Dinslaken–Wesel–Emmerich section on 20 October 1856. The CME had held opening ceremonies over several days from 17 October 1856, including, among other things, a special trip from Deutz to Amsterdam and back. While the outward journey between Ruhrort and Emmerich used water transport on the Rhine with a stop in Wesel, a train was taken for the return journey. No fixed program was originally planned in Wesel. Because the steam locomotive had to replenish its water supplies in Wesel, the people of Wesel decided to take advantage of this ten-minute break; the festival committee was informed of the project and made no objection. The mayor asked all the town councilors to gather on the platform in festive clothes when the train arrived at 12:30 p.m. and a music corps would also line up. In addition, the project was promoted in the town, so that the citizens would be present in large numbers. The project was implemented as planned.

In the beginning, the station had a separate office building for the stationmaster in addition to the entrance building. An open loading ramp and loading road bordered the large goods shed. A two-track engine shed was available for the locomotives of the trains terminating in Wesel. Next to it was the water station; two water cranes were installed over an 1120 cubic Prussian feet (≈ 34.6 cubic metre) storage container. An average of 19 officials and workers were employed at the station in 1858. The station precincts contained track with a length of 650 rods (≈ 2.27 km) and 16 sets of points. There were already 22 sets of points and 715 rods (≈ 2,69 km) of track in 1862. 25 sets of points were installed in 1868 and 26 sets of points in 1870. The number of employees temporarily dropped to 13, after the completion of the remaining work, then rose continuously to 28 in 1870. The CME established a tree nursery on some land that could not be sold in order to demarcate the railway area.

Wesel station's freight traffic fell short of expectations in the early days, despite good traffic on the line. 101,375 outgoing passengers were counted at the station in 1858, which was similar to traffic at Essen and Hamm. Military tickets accounted for almost ten percent of passengers. The volume of freight traffic was significantly lower, with around 50 incoming and outgoing freight wagons per day. Due to the fortress ring, the establishment of factories within the town was technically impossible. Buildings outside the city walls were prohibited. The situation only changed gradually after the town was demilitarised in the early 1890s. Another disadvantage, which resulted from the fortress, was the route between town and the station. The entrance from Berliner Tor was angled and covered with gravel and coarse sand. Despite regular cleaning, the street was covered with horse manure and furrowed by wagon wheels. There was no paved sidewalk or railings to fence off the moats. Since the street was not illuminated until the beginning of the 1860s, serious injuries and fatalities occurred after falls, especially at night or in thick fog. The military railway to the port went into operation on 3 July 1865. The CME had delayed its construction because it feared that it would lose goods traffic to the shipping industry.

The first major renovation took place in 1870. The freight shed was expanded from 1059 square feet (≈ 104.3 square metres) to 5666 square feet (≈ 558.1 square metres) and the loading ramps for military traffic were extended. With the outbreak of the Franco-Prussian War on 24 July 1870, freight traffic was discontinued and passenger traffic was reduced from 18 trains to one pair per day. The mobilisation lasted until 14 August 1870 and the peacetime timetable was restored from 21 September 1870.

### Construction of the Haltern–Venlo railway and expansion of the railway facilities

The first proposals for the construction of a Paris-Hamburg Railway were put forward by the French company, *Etudes et Travaux de Chemins de Fer*, which was backed by the French Rothschild Bank. In 1862, the company received permission to carry out preparatory work in Prussia. The Kingdom of Prussia, however, did not want a foreign railway company to operate the railway and transferred the project to the CME. The condition for the granting of an overall license was the construction of a fixed crossing of the Rhine near Wesel, since the fortress would be able to prevent its use in the event of war. The increasing tensions between Prussia and the French Empire, culminating in the Franco-Prussian War in 1870, led to the withdrawal of the Rothschild banking house from the project. For the CME, the eastern section of the railway, which would connect Hamburg with the Ruhr, was of greater importance. The company therefore always tried to delay the construction of the Haltern–Venlo line, which was not expected to be profitable, or to alter it to pass over a Rhine bridge near Ruhrort, which was rejected. Only when the *Noord-Brabantsch-Duitsche Spoorweg-Maatschappij* (North Brabantsch-German Railway Company; NBDS) agreed to run its trains to Wesel, was the CME ready to carry out its construction. The bridge was eventually built downstream from the town.

Wesel station was adapted for the integration of the Haltern–Venlo line and the sidings were lengthened. At the same time, it was decided to ensure that the radius of the two curves, which the Haltern–Venlo railway would follow in front of and behind Wesel station, would not to be too tight. Otherwise, two more bridges over the Lippe would have had to be built for a wider southern curve. A two-level interchange station was also categorically rejected by the fortress command because of its elevated location. This resulted in two tight curves with a radius of 200 Prussian rods (≈ 753 metres) towards Haltern and 120 rods (≈ 452 m) towards Venlo. The line ended in platform track 3, which was equipped with an island platform. The reconstruction dragged on until 1875. After the work was completed, the number of tracks had risen to 24. The track length increased by 7550 metres and 35 single sets of points, two three-way sets of points and four double crossing sets of points were installed. The CME had two sets of sidings facing the north and the south for shunting movements. The Haltern–Wesel section was opened on 1 March 1874 and the Wesel–Venlo section was put into operation on New Year's Eve 1874.

The CME had contractually guaranteed the NBDS, which shared the section over the Rhine bridge with the CME, the construction of a platform, a bypass track and a siding to the north of the existing entrance building. As the CME had also received the concession for the Bocholt–Wesel railway, it built another platform track. The two platform tracks and the bypass track built in between ended at a turntable near the entrance building. The sidings were further north. The track length was increased by a further 550 metres and two sets of points were also installed. In preparation for the construction of the tracks, the CME had previously moved all storage areas and two military ramps to the east side, where a goods shed was later built. The siding from the port railway remained on the west side as the only freight track. The (Wesel –) Gest (Büderich) Goch line of the NBDS and the Wesel–Bocholt line were opened on 1 July 1878. After the commissioning the Winterswijk–Bocholt railway by the *Nederlandsch-Westfaalsche Spoorweg-Maatschappij* (Dutch-Westphalian Railway Company) in 1880, Wesel had direct connections from the Netherlands in four directions.

It quickly became apparent that the station was not able to cope with the increased traffic despite the expansion. It turned out to be a problem that trains of the Venlo Railway in each direction could not be processed at the same time, and that the two main tracks to/from Oberhausen had to be blocked so that passengers could cross the tracks to the platforms. The curve towards Haltern was only useable at low speed. The entrance building no longer coped with traffic after the extra lines were commissioned. Immediately after the nationalisation of the CME in 1880, the newly founded *Königliche Eisenbahn-Direktion* (Royal Railway Directorate, KED) of Cologne of the Prussian state railways (*Preußische Staatseisenbahnen*), which was responsible for railway facilities on the east (right) bank of the Rhine, started to renovate them. In order to separate the traffic of the two main lines, it moved the Venlo Railway facilities to the west side of the entrance building, which used up the last remaining space between the station and the fortifications. The Haltern curve was slightly reduced by widening of the platform. However, the Venlo Railway and the Oberhausen line intersected with different curve radii, each lying in the inner curve, which meant that the points could only be used at reduced speed. The entrance building was replaced by a larger building in the same place and as a result of the renovation it was now on an island between tracks and was accessible via a level crossing. The other high-rise structures such as the water tower, storerooms and workshops were also renovated during the renovation in the early 1880s. The first signal boxes were put into operation from 1881. The section between Sterkrade and Wesel was duplicated by 1886. The Venlo Railway between Wesel and Büderich was duplicated by 1899. The State railways replaced the old engine shed by a permanent eight-track roundhouse from 1895 to 1898.

By the turn of the century, the station building had an overall roof. The additional platform tracks on the Oberhausen and Venlo lines were equipped with platform canopies around 1904. A separate station section had to be built south of the level crossing for the Oberhausen–Walsum–Wesel line (*Walsumbahn*) which opened on 15 October 1912, since there was no space in the station itself to accommodate additional passenger trains. The part of the station called *Hamborner Bahnhof* (referring to Hamborn on the Oberhausen–Walsum–Wesel line) had a platform track with a platform and a bypass track. It also had a small entrance building. Direct operations were also possible for freight trains using a set of points.

### Second World War and loss of significance

A direct connecting curve was opened from Haltern towards Oberhausen bypassing Wesel station in about 1943. In the Allied bombing of Wesel during the final phase of the Second World War the station was hardly affected in contrast to the town. On the morning of 10 March 1945, Wehrmacht forces blew up the Rhine bridge when retreating to the eastern side of the Rhine. The bridges over the Wesel–Datteln Canal and the Lippe were also blown up in the same month. The station building survived the war virtually unscathed, although it burned briefly. It was reopened in November 1945.

Temporary bridges were used on the line to Oberhausen until 1946 and the trains to the north terminated in Emmerich until 1949, when the section to the border near Elten was restored to operation. The first civilian passenger trains started running towards Haltern in May or June 1945. American pioneers built a makeshift bridge between Büderich and Wesel to transport supplies in spring 1945. The rail bridge was south of the old Rhine bridge and crossed the Rhine near the site of the Rheinbaben bridge (1917–1945). It met the Venlo Railway near Fort Fusternberg. The bridge and the curve built during the war were dismantled in the autumn of 1946. Nevertheless, the connections over the old Rhine bridge to Büderich and towards Walsum were not restored after the end of the war.

About 500 railway workers were employed at Wesel station in 1950. These were spread across the various departments of the station, including passenger and freight operations, infrastructure maintenance and rolling stock maintenance. At that time, the station was still classified as class I. Already in 1948 the former *Reichsbahndirektion* (railway directorate) of Essen had the second track on the Venlo Railway towards Haltern converted into a siding to Obrighoven. Five years later, sidings to businesses were connected directly to the main track and the connecting siding was dismantled. At the same time, the line was downgraded to a branch line. Deutsche Bundesbahn abandoned passenger services to Haltern on 30 September 1962 and freight traffic was abandoned on 26 May 1974. The track was retained as a siding to serve the Obrighoven substation. To speed up the traffic on the line to the Netherlands, Deutsche Bundesbahn had the through main tracks on this line relocated in the early 1960s. They now ran through the middle of the old island platform, so that after the reconstruction, there were two island platforms with four platform edges (tracks 2–5). The platforms were connected to the entrance building via a pedestrian tunnel. The speed for through trains increased to 110 km/h. The junction with the Venlo Railway was finally abolished in the absence of a bridge over the Rhine since 1945. The line towards Haltern was connected to the freight tracks on the east side, the number of which was reduced during the reconstruction. As a result of the reconstruction, the bay platform tracks and the turntable north of the island platform were also eliminated; the remaining trains to and from Bocholt subsequently reversed at platform 5. The level crossing at the entrance to the station building surrounded by tracks was replaced in 1961 by an overpass further north. In 1966, the mechanical and electromechanical signal boxes were replaced by signal box "Wf", which contained a track plan push button control panel for a relay interlocking.

The *Bundesbahndirektion* (Deutsche Bundesbahn Railway Directorate, BD) of Essen dissolved the Wesel operations office on 1 April 1954 and its tasks were taken over by the Oberhausen 2 operations office. The rolling stock depot closed with the electrification of the line to the Netherlands on 22 May 1966. In its last years, it had only served local passenger and freight traffic, while international trains were covered from Oberhausen or Emmerich. The infrastructure maintenance office (*Bahnmeisterei*, "Bm") took over the tasks of the similar offices in Bocholt, Emmerich and Dinslaken in the 1960s and 1970s and was absorbed by *Bm Oberhausen* in the 1980s. The Wesel freight handling office (*Güterabfertigung*, Ga), took over the tasks of the freight offices at Friedrichsfeld, Hamminkeln, Empel-Rees and Bocholt between 1961 and 1979, after BD Essen dissolved them as independent offices. In 1990, BD Essen combined the station and goods handling into one office. In the same year, Deutsche Bundesbahn abandoned the carriage of express parcels, which since the dismantling of the railway tracks to the west had to be handled on the passenger platforms. One year after the German railway reform (*Bahnreform*), goods handling closed on 31 December 1994. Deutsche Bundesbahn subsequently dismantled the sidings east of platform 9; this site has since been redeveloped.

### Wesel station since the German rail reform

After the railway reform, the railway closed various facilities in the entrance building, which was exposed to vandalism. By the early 21st century the situation had so escalated that Deutsche Bahn launched its *Sauberkeitskampagne NRW* (NRW cleanliness campaign) in Wesel and the outsides of the building were cleaned up at a cost of DM 20,000. One year after this campaign, the lessee of the restaurant and the hotel surrendered his lease. After negotiations between the city of Wesel and Deutsche Bahn, further construction work was carried out in 2007. The pedestrian tunnel was extended to the east and a commuter parking area was established. The existing commuter parking lot on the west side was enlarged. At the same time, the town received barrier-free access to the platforms with the installation of ramps and lifts. In the middle of the construction work, Deutsche Bahn issued its preliminary plans for the expansion of the Oberhausen–Emmerich line as part of the Trans-European Networks Rotterdam–Genoa corridor. Initially, the construction of a third track between Wesel and Oberhausen on the east side was planned, but a short time later it became known that this would go all the way to Zevenaar in the Netherlands. The construction of a fourth track between Wesel and Oberhausen was also considered. This was to go into operation on the west side and thus occupy the space of a previously built pedestrian ramp. After another change of plan, the construction of the fourth track was reduced to the Oberhausen–Dinslaken section, but the track layout was changed so that the construction of a through track between the platforms and the entrance building was still planned. The construction of a new pedestrian ramp is therefore still necessary. The construction of noise barriers is also planned.

In August 2014, work began on raising and modernising the two platforms. The work stalled for several months after the construction company went bankrupt. It was completed at the end of 2017 except for some finishing work.

## Entrance building

The first entrance building was a single-storey timber frame structure with a floor area of 4319 square Prussian feet (≈ 425.4 square metres). It was therefore very different from the other stations on the route. The building included a vestibule, a waiting room for 1st and 2nd class passengers and another for 3rd and 4th class passengers. In the middle there was a ticket office and a baggage check-in counter, with service rooms behind. The telegraph office was expanded for the construction of Haltern–Venlo railway. A station restaurant was established in the waiting rooms, probably at the beginning of the 1870s.

The second entrance building was built at the location of the first building, but as a two-storey building. As a result of the reconstruction of the station, it was now on an "island" surrounded by tracks. Since the *Rayonbestimmungen* ("radius regulations", which limited the type of buildings that could be built outside fortresses to avoid them providing cover for attackers) continued to apply, this building was also made of timber. The inside and outside layers of the walls consisted of planks that were sealed with earthen plaster. The cavity between the two layers were not filled in, which would have slowed the building's possible demolition during a war. The building was connected to the sewage system from the start. The external appearance of the building was enhanced by extensive woodwork. In the following years, a surrounding platform canopy was attached to the building. After the abolition of the remaining radius regulations after the First World War, a basement was built under part of the building.

The "Hamborn" platform of the Oberhausen–Walsum–Wesel line (*Walsumbahn*) built to the south of the south end of the main station was given a separate entrance building with an attached porch. It was built on a brick foundation in timber construction and, like the main entrance building, had double-layered walls. Inside, the surfaces were nailed with tubular fabric to which plaster and lime mortar were applied. The lower wall surfaces in the waiting and service rooms, up to 1.5 metres above the floor, were given a coating of planed board instead of plaster. The unobstructed height of the service rooms and the 3rd/4th class waiting room was four metres and that of the 1st/2nd class waiting room and the lobby was 2.65 metres. The wooden beams in the vestibule were given a horizontal ceiling made of planed boards. The interior was warmed by heaters. The roof was made of boards covered with bituminous waterproofing. As the wooden structures did not provide the minimum clearances as a result of the limits set by the regulations, a special permit was required. It was issued on the basis that the station would soon be upgraded; the entrance building was in use until the Second World War.

Despite the heavy Allied air raids on Wesel, the main entrance building survived the Second World War almost unscathed. The building burned down on 25 November 1945, shortly before the renovation of the station master's apartment was completed. A temporary structure was quickly built on the station forecourt as a replacement. This contained a ticket office and a station restaurant. After the new entrance building was put into operation, the temporary building served as an apprentice workshop for Deutsche Bundesbahn and was demolished in 1963.

The plans for a new building were drawn up in 1953. The current entrance building was opened on 8 July 1955. It was built to plans by Erich Eickemeyer. Its design is based on the entrance buildings of Borken (Westf) and Emmerich, but it was larger with an 80 metre-wide front. The town initially wanted a tower-like roof structure that was not realised. However, the size of the structure was increased by building a small hotel with ten beds. On the ground floor, next to the ticket office, there was a bookshop, a 3rd class waiting room and a station restaurant with a dining room, which also functions as a 1st/2nd class waiting room. The 3rd class waiting room was turned into a pub in 1972 and the station bookshop was enlarged in 1982. In the basement of the restaurant there was also a nine-pin bowling alley. Part of the premises was disused by 2002.

## Transport services

All long-distance services currently pass Wesel without stopping. The nearest stops for long distance services are in Arnhem or Oberhausen.

### Regional services

Wesel station is served (as of 2020) by the following lines (the Wupper-Lippe-Express operates on weekdays only):

| Line | Line name | Route | | Frequency |
| --- | --- | --- | --- | --- |
| RE 5 | Rhein-Express | Emmerich**Wesel**DuisburgDüsseldorfCologneBonn Remagen Andernach Koblenz | | 60 mins |
| RE 19 | Rhein-IJssel-Express | Arnhem – Emmerich – | **Wesel**Oberhausen – Duisburg – Düsseldorf<br>(split/joined in Wesel) | |
| | | BocholtDingdenHamminkelnBlumenkamp | | |
| RE 49 | Wupper-Lippe-Express | **Wesel**OberhausenMülheim Essen Wuppertal-Vohwinkel Wuppertal | | |

### Buses

It is also served by several regional and local bus routes operated by NIAG, RVN, and Rheinlandbus:

* SB3 (**Wesel Bf** – Drevenack – Krudenburg – Hünxe – Dinslaken-Lohberg – Dinslaken Bf)
* SB6 (**Wesel Bf** \- Ginderich - Xanten)
* SB7 (**Wesel Bf** – Wesel-Büderich – Alpen Bf – Issum – Geldern Bf)
* SB21 (**Wesel Bf** – Drevenack – Krudenburg – Schermbeck)
* 37 (**Wesel Bf** – Wesel-Büderich – Alpen Bf – Bönninghardt – Sonsbeck – Kevelaer)
* 63 (**Wesel Bf** – Wesel-Feldmark, Marktplatz – Wesel-Flüren – Diersfordt – Hamminkeln-Mehrhoog – Mehrhoog Bf (– Hamminkeln Weststraße – Hamminkeln-Unterbauernschaft, Hasenheim) – Rees-Haldern Bf – Rees-Empel Bf)
* 64 (**Wesel Bf** \- Blumenkamp - Hamminkeln - Dingden – Bocholt Bf – Bocholt, Bustreff)
* 66 (school bus: **Wesel Bf** – Wesel-Büderich – Ginderich – Xanten Krankenhaus – Xanten Bf)
* 67 (**Wesel Bf** – Wesel-Büderich – Alpen Bf – Issum – Geldern Bf)
* 68 (**Wesel Bf** – Wesel-Büderich – Rheinberg-Wallach – Rheinberg-Ossenberg – Rheinberg Rathaus – Rheinberg-Winterswick – Moers-Utfort – Moers, Königlicher Hof – Moers Bf)
* 72 (**Wesel Bf** \- Hamminkeln - Raesfeld)
* 80 (Wesel Post – **Wesel Bf** – Friedrichsfeld Bf – Hünxe Gewerbepark – Bucholtwelmen – Hünxe Busbahnhof)
* 81 (Wesel Martinistraße – **Wesel Bf** – Friedrichsfeld Bf – Voerde-Spellen – Voerde-Mehrum – Voerde-Löhnen – Voerde, Rathausplatz)
* 82 (Wesel Martinistraße – **Wesel Bf** – Wesel-Schepersfeld – Wesel, Im Buttendicksfeld)
* 83 (Wesel-Lackhausen, Konrad-Duden-Straße – Stoppenbergstraße/Bf Feldmark – Wesel Martinistraße – **Wesel Bf** – Wesel-Fusternberg – Wesel, Im Buttendicksfeld)
* 85 (Wesel-Flüren, Waldstraße – Wesel-Feldmark, Marktplatz – **Wesel Bf** – Wesel-Schepersfeld-Nord – Obrighoven, Rosenstraße – Wesel, Im Buttendicksfeld)
* 86 (Rees Schulzentrum – Bergswick – Mehrbruch – Mehrhoog Bf – Bislich – Wesel-Flüren, Waldstraße – Wesel-Feldmark, Marktplatz – **Wesel Bf** – Wesel-Schepersfeld-Nord – Obrighoven, Voßhöveler Straße – Wesel, Im Buttendicksfeld)
* 96 (**Wesel Bf** – Wesel-Feldmark, Marktplatz – Wesel-Blumenkamp – Hamminkeln, Markt (– Brünen, Verbandsparkasse) – Hamminkeln Weststraße – Loikum – Wertherbruch, Kirche)

### Footnotes

### Sources

* Kocks, Volker (2005). Becks, Jürgen; Roelen, Martin Wilhelm (eds.). *Der Weseler Bahnhof*. Eisenbahnen am Niederrhein (in German). Wesel. ISBN 3-924380-75-9.`{{cite book}}`: CS1 maint: location missing publisher (link)
* Frericks, Vincent (2005). Becks, Jürgen; Roelen, Martin Wilhelm (eds.). *Die Bahnstrecke Venlo – Wesel – Haltern*. Eisenbahnen am Niederrhein (in German). Wesel. ISBN 3-924380-75-9.`{{cite book}}`: CS1 maint: location missing publisher (link)
* Schack, Martin (2004). *Neue Bahnhöfe. Empfangsgebäude der Deutschen Bundesbahn 1948–1973* (in German). Berlin: VBN Verlag B. Neddermeyer. ISBN 3-933254-49-3.
* Swoboda, Rolf (2010). *Venloer Bahn. Haltern – Wesel – Venlo* (in German). Berlin: VBN Verlag B. Neddermeyer. pp. 20–22. ISBN 978-3-941712-04-1.
* Wuwer, Heinrich (2013). Heimatverein Voerde (ed.). *100 Jahre Hochbahn. Die Eisenbahnlinie Oberhausen – Hamborn – Walsum – Möllen – Spellen – Wesel*. Voerde.`{{cite book}}`: CS1 maint: location missing publisher (link)

## InfoBox

| Wesel | |
| --- | --- |
| Wesel station building from the street | |
| General information | |
| Location | Wesel, North Rhine-Westphalia, Germany |
| Coordinates | 51°39′21″N 6°37′38″E / 51.65583°N 6.62722°E / 51.65583; 6.62722 |
| Line(s) |  |
| Platforms | 4 |
| Tracks | 9 |
| Other information | |
| Station code | 6701 |
| DS100 code | EWES |
| IBNR | 8000242 |
| Category | 3 |
| Fare zone | VRR: 031 |
| Website | www.bahnhof.de |
| History | |
| Opened | 20 October 1856 |
|  | |
| Services | |
| Preceding station National Express Germany Following station  *Terminus*  RE 5 (Rhein-Express)  Friedrichsfeld (Niederrhein)towards Koblenz Hbf  Preceding station  VIAS Following station  Blumenkamptowards Bocholt  RE 19  Friedrichsfeld (Niederrhein)towards Düsseldorf Hbf  Wesel-Feldmarktowards Arnhem Centraal  Preceding station  DB Regio NRW Following station  *Terminus*  RE 49  Friedrichsfeld (Niederrhein)towards Wuppertal Hbf | |
|  | |
|  | |
|  | |
| Location  WeselLocation within North Rhine-Westphalia | |


title: XIV Panzer Corps

abstract: XIV Panzer Corps was a corps-level formation of the German Army which fought on both the Eastern Front and in the Italian Campaign.

text:
# XIV Panzer Corps

**XIV Panzer Corps** (also: **XIV Army Corps** or **XIV. *Armeekorps***) was a corps-level formation of the German Army which fought on both the Eastern Front and in the Italian Campaign.

## History

The XIV Panzer Corps was originally formed as the XIV Motorised Corps in Magdeburg on 1 April 1938 to take command of units in the process of motorisation, where it was placed under the leadership of Gustav von Wietersheim. The Corps participated in the Invasion of Poland in 1939 where it fought in the Battle of Kock. The Corps later saw action in the Battle of France in 1940, as part of Panzer Group Kleist, where the 2nd Motorised Division, 13th Motorised Division and the 29th Motorised Division served under it. It was renamed the XIV Panzer Corps on 21 June 1942.

In June 1941, it participated in Operation Barbarossa, where as part of Panzer Group 1, it served with Army Group South on the southern sector of the eastern front, advancing via Lviv, Ternopil and Zhytomyr to Kremenchuk and in the Mius sector.

It took part in Case Blue where it commanded the 60th Motorised Infantry Division, 16th Panzer Division and the 3rd Motorised Infantry Division. Elements of the Corps were the first German units to reach Stalingrad. It was surrounded in the Stalingrad pocket in November 1942. Hitler ordered its commander, *General der Panzertruppe* Hans-Valentin Hube, to be flown out of the Stalingrad pocket on 15 January 1943. *Generalleutnant* Helmuth Schlömer, who succeeded Hube, surrendered the Corps to the Soviets.

Re-formed and reorganized at Dnipro and Zaporizhzhia in 1943, it was transferred to the West and directed all German forces in the Battle of Sicily under Hube where it commanded the 1st Parachute Division, 15th Panzergrenadier Division, 1st Paratroop Panzer Division *Hermann Göring* and elements of the 29th Panzergrenadier Division. It was briefly commanded by Hermann Balck in September and October 1943, before he was seriously injured in a plane crash.

The Corps also participated in the Battle of Monte Cassino under the command of General von Senger und Etterlin and included among its formations, the 1st Parachute Division, the 15th Panzergrenadier Division and the 29th Panzergrenadier Division, which had previously fought under it in Sicily. It remained on the Italian front until its surrender at the end of the war.

## Commanders

1. Mitcham, Samuel (2007). *The Panzer legions : a guide to the German Army tank divisions of World War II and their commanders*. Mechanicsburg, PA: Stackpole Books. p. 263. ISBN 978-0-8117-3353-3. OCLC 80145586.
2. May, Ernest (2000). *Strange victory : Hitler's conquest of France*. New York: Hill and Wang. ISBN 978-0-8090-8906-2. OCLC 42716792.
3. D'Este, Carlo (1991). *Bitter victory : the battle for Sicily, July-August 1943*. New York, N.Y: Harper Perennial. ISBN 978-0-06-194081-1. OCLC 785574062.
4. Mitcham, Samuel (2007). *Rommel's desert commanders : the men who served the Desert Fox, North Africa, 1941-1942*. Westport, Conn: Praeger Security International. ISBN 978-0-275-99436-5. OCLC 76820835.

## InfoBox

| XIV Panzer Corps | |
| --- | --- |
| XIV. Panzerkorps | |
| Active | 1 April 1938 – 8 May 1945 |
| Country | Nazi Germany |
| Branch | Army |
| Type | Panzer corps |
| Role | Armoured warfare |
| Size | Corps |
| Engagements | World War II |
| Commanders | |
| Notable
commanders | Hermann Balck
Hans-Valentin Hube
Fridolin von Senger und Etterlin |


abstract: Xena: Warrior Princess: The Talisman of Fate is a 1999 fighting game developed by Saffire and published by Titus Interactive for the Nintendo 64. It is based on the television series, Xena: Warrior Princess, which aired from 1995 to 2001.

text:
# Xena: Warrior Princess: The Talisman of Fate

***Xena: Warrior Princess: The Talisman of Fate*** is a 1999 fighting game developed by Saffire and published by Titus Interactive for the Nintendo 64. It is based on the television series, *Xena: Warrior Princess*, which aired from 1995 to 2001.

## Gameplay

The player chooses from the cast of characters and then, in a random order, fights the other characters (including the player's character). Xena will usually appear as the sub-boss. The final boss is Despair, a character original to the game, who is Dahak's champion. After defeating Despair, the player's character's individual ending will take place, with varying dialogue depending on the difficulty selected. The game also has a roster mode, where the player selects a team of up to five characters and enters a free-for-all against other teams. Also, players can arrange teams and fight against other teams. Each character has their own special moves (such as Xena's chakram and Callisto's fire blast), and is able to perform weapon combos, after which Xena may shout either "wow" or "excellent", or the crowd may boo.

## Reception

The game received mixed reviews according to the review aggregation website GameRankings.

Matt Casamassina of *IGN* wrote that the game's graphics were "highly detailed and varied." Casamassina also wrote that the game's 3D polygonal characters "look right on par with their television counterparts. Meanwhile, the game's 3D arenas, also modeled after recognizable locations from the show, look splendid with crisp textures, animated background effects and lots of variation." Casamassina also praised the game's camera system and "super smooth framerate", but criticized the fact that none of the actors from the television series lent their voices to the game.

Casamassina was also disappointed that the characters only had "roughly a handful of special moves" each, and noted that "some of the character animation is a bit awkward looking. Xena and friends move almost too fast at times and some moves come off as robotic and stiff." Casamassina concluded that the game "is a surprisingly good fighter that brings the license to Nintendo 64 in top form. Featuring a remarkable 3D engine, pretty graphics and an outstanding four-player mode to boot, the game has a lot to offer and does its best to disprove the theory that all licensed videogames are doomed to be poor. But at the same time, the game fails to deliver a long, challenging quest with only 11 playable characters and arenas to choose from and a simplistic (though fun) fighting engine that's just not very deep."

Doug Trueman of *GameSpot* wrote, "Almost everything in this game is done poorly, except the music - but twice while playing this title (the final, retail version, mind you) the sound effects and musical score cut out completely at the end of a match for no reason. Restarting the game is the only way to resurrect the audio." Trueman criticized the game's "atrocious" collision detection and "awful" animation, but noted its "well-drawn" backgrounds.

*GamePro*'s The Freshman wrote in one review, "The fairly-simple models don't move as well as they look," and noted "the various moves and attacks suffer from a bit of jerkiness." The author also wrote, "Good music and various battle-sounds pepper the battlefield, but they're clobbered by annoying shrieks, grunts and oomphs." They noted the game's "fairly good four-player beat-em-up", but described each character's special moves as "awkward and slow to use". In another review, Miss Spell concluded, "Overall, the experience is frustrating. Even given the slim lineup of N64 fighting games, *Talisman* isn't your best fate."

Scott Alan Marriott of *AllGame* wrote, "The most compelling aspects of the game are its graphics, tight control and ability to support up to four players at once, with the latter feature almost worth the price of admission alone." Marriott praised the music and some of the voiceover work, but said the sound effects "seem muffled." Marriott also praised the game's detailed environments, and wrote, "All the characters are recognizable as their television counterparts, which is a far cry from the blurry, grainy graphics of other fighting titles on the system. While there is some blockiness and rough edges here and there, the polygonal models are quite good and make you believe you are fighting with the stars of the series".

Marriott was disappointed that "more freedom wasn't given to the player to pick up objects, climb more than just walls or negotiate other elements that could have spiced up the action. Another area of improvement would involve increasing the number of moves offered to each character. Aside from the basic slashes and kicks, there isn't much depth involved in the fighting system". Marriott wrote "there aren't enough features or options to keep you occupied after going through the Quest mode a few times," although he praised the multiplayer mode, saying the game "almost becomes an entirely new experience with three of your friends playing along."

Jeff Lundrigan of *NextGen* wrote that *The Talisman of Fate* was "Not a bad fighting game, hampered by sloppy mechanics, which uses its license either well or badly depending on your level of fandom."

1. Sam Kennedy (December 6, 1999). "Xena Ships for Nintendo 64". *GameSpot*. Fandom. Archived from the original on July 8, 2000. Retrieved October 4, 2023.
2. Doug Trueman (December 20, 1999). "Xena: Warrior Princess: The Talisman of Fate Review". *GameSpot*. Fandom. Archived from the original on January 4, 2005. Retrieved October 4, 2023.
3. Matt Casamassina (December 7, 1999). "Xena: Warrior Princess, The Talisman of Fate". *IGN*. Ziff Davis. Archived from the original on June 16, 2023. Retrieved October 4, 2023.
4. "Xena: Warrior Princess - The Talisman of Fate for Nintendo 64". *GameRankings*. CBS Interactive. Archived from the original on May 12, 2019. Retrieved May 5, 2020.
5. Scott Alan Marriott. "Xena: Warrior Princess -- The Talisman of Fate - Review". *AllGame*. All Media Network. Archived from the original on November 16, 2014.
6. Peyton Gaudiosi (January 14, 2000). "Xena Warrior Princess: The Talisman of Fate". *Gamecenter*. CNET. Archived from the original on August 23, 2000. Retrieved October 27, 2021.
7. Arioch; Zano (December 1999). "Xena, la guerrière". *Consoles+* (in French). No. 95. pp. 148–49.
8. Miguel Lopez (April 13, 2000). "Xena \[Warrior Princess\]: The Talisman of Fate". *The Electric Playground*. Greedy Productions Ltd. Archived from the original on July 15, 2003. Retrieved October 4, 2023.
9. "Xena: \[Warrior Princess - The\] Talisman of Fate". *Game Informer*. No. 81. FuncoLand. January 2000.
10. Levi Buchanan (December 8, 1999). "REVIEW for Xena: \[Warrior Princess - The\] Talisman of Fate". *GameFan*. Shinno Media. Archived from the original on May 17, 2000. Retrieved November 1, 2017.
11. Arthur Adam (February 2000). "Xena: Warrior Princess - The Talisman of Fate". *Hyper*. No. 76. Next Media Pty Ltd. p. 94. Archived from the original on December 7, 2022. Retrieved October 4, 2023.
12. Jeff Lundrigan (May 2000). "Xena: \[Warrior Princess - The\] Talisman of Fate". *NextGen*. No. 65. Imagine Media. p. 98. Retrieved May 5, 2020.
13. "Xena: \[Warrior Princess - The\] Talisman of Fate". *Nintendo Power*. Vol. 127. Nintendo of America. December 1999. p. 160. Archived from the original on April 22, 2023. Retrieved October 4, 2023.
14. The Freshman (December 29, 1999). "Xena: \[Warrior Princess - The\] Talisman of Fate Review for N64 on GamePro.com". *GamePro*. IDG Entertainment. Archived from the original on August 14, 2004. Retrieved October 27, 2021.
15. Miss Spell (January 2000). "Xena: Warrior Princess - The Talisman of Fate". *GamePro*. No. 136. IDG Entertainment. p. 105. Archived from the original on December 7, 2022. Retrieved October 4, 2023.

## InfoBox

| Xena: Warrior Princess:
The Talisman of Fate | |
| --- | --- |
| North American Nintendo 64 cover art | |
| Developer(s) | Saffire |
| Publisher(s) | Titus Interactive |
| Designer(s) | Steven H. Taylor
Walter Park
Alan Tew |
| Artist(s) | Walter Park
Shane Olson
Alan Tew
Ryan Wood
Lauriann Wakefield |
| Composer(s) | Eric Nunamaker |
| Platform(s) | Nintendo 64 |
| Release | * NA: December 6, 1999 * PAL: December 17, 1999 |
| Genre(s) | Fighting |
| Mode(s) | Single-player, multiplayer |


title: XHECQ-FM

abstract: XHECQ-FM is a radio station on 104.1 FM in Culiacán, Sinaloa. It is owned by Promomedios and carries the La Mejor grupera format from MVS Radio.

text:
# XHECQ-FM

**XHECQ-FM** is a radio station on 104.1 FM in Culiacán, Sinaloa. It is owned by Promomedios and carries the La Mejor grupera format from MVS Radio.

## History

**XECQ-AM** 920 received its concession on April 26, 1947. It was owned by Radio Culiacán and operated with 1,000 watts during the day and 100 watts at night. In the 1980s, daytime power was raised to 5,000 watts, and the 1990s saw nighttime power increase to 500.

XECQ migrated to FM in 2010 as **XHECQ-FM** 104.1.

On June 1, 2020, XHECQ-FM became an affiliate of the La Mejor grupera network from MVS Radio.

## InfoBox

XHECQ-FM
|  | |
| --- | --- |
|  | |
| Frequency | 104.1 FM |
| Branding | La Mejor 104.1 |
| Programming | |
| Format | Grupera |
| Affiliations | MVS Radio |
| Ownership | |
| Owner | * Grupo Promomedios * (Radio CQ de Culiacán, S.A. de C.V.) |
| Sister stations | XHLCE-FM |
| History | |
| First air date | April 26, 1947 (concession) |
| Technical information | |
| ERP | 25 kW |
| Transmitter coordinates | 24°49′20″N 107°28′36″W / 24.82222°N 107.47667°W / 24.82222; -107.47667 |
| Links | |
| Website | lamejor.com.mx/culiacan |


title: XPD

abstract: XPD is a spy novel by Len Deighton, published in 1981, and set in 1979, roughly contemporaneous with the time it was written. It concerns a plan by a group of former SS officers to seize power in West Germany, in which they intend to publish some wartime documents about a (fictional) secret meeting between Winston Churchill and Adolf Hitler in June 1940, and the efforts of a British agent, Boyd Stuart, to prevent the documents becoming public. The title is the code used by the Secret Intelligence Service in the novel to refer to assassinations it carries out, short for "expedient demise". The novel was dramatised in eight parts by Michael Bakewell for BBC radio in 1985.

text:
# XPD

***XPD*** is a spy novel by Len Deighton, published in 1981, and set in 1979, roughly contemporaneous with the time it was written.

It concerns a plan by a group of former SS officers to seize power in West Germany, in which they intend to publish some wartime documents about a (fictional) secret meeting between Winston Churchill and Adolf Hitler in June 1940, and the efforts of a British agent, Boyd Stuart, to prevent the documents becoming public.

The title is the code used by the Secret Intelligence Service in the novel to refer to assassinations it carries out, short for "expedient demise".

The novel was dramatised in eight parts by Michael Bakewell for BBC radio in 1985.

## InfoBox

XPD
| First edition hardbound cover image | |
| --- | --- |
| Author | Len Deighton |
| Language | English |
| Genre | Spy, historical fiction |
| Published | Hutchinson (UK)<br>Knopf (US) |
| Publication date | 1981 |
| Publication place | United Kingdom |
| Media type | Book |
| Pages | 339 |
| ISBN | 9780394512587 |
| OCLC | 7177002 |


title: XPC (gene)

abstract: Xeroderma pigmentosum, complementation group C, also known as XPC, is a protein which in humans is encoded by the XPC gene. XPC is involved in the recognition of bulky DNA adducts in nucleotide excision repair. It is located on chromosome 3.

text:
# XPC (gene)

**Xeroderma pigmentosum, complementation group C**, also known as **XPC**, is a protein which in humans is encoded by the *XPC* gene. XPC is involved in the recognition of bulky DNA adducts in nucleotide excision repair. It is located on chromosome 3.

## Function

This gene encodes a component of the nucleotide excision repair (NER) pathway. There are multiple components involved in the NER pathway, including Xeroderma pigmentosum (XP) A-G and V, Cockayne syndrome (CS) A and B, and trichothiodystrophy (TTD) group A, etc. This component, XPC, plays an important role in the early steps of global genome NER, especially in damage recognition, open complex formation, and repair protein complex formation.

The complex of XPC-RAD23B is the initial damage recognition factor in global genomic nucleotide excision repair (GG-NER). XPC-RAD23B recognizes a wide variety of lesions that thermodynamically destabilize DNA duplexes, including UV-induced photoproducts (cyclopyrimidine dimers and 6-4 photoproducts ), adducts formed by environmental mutagens such as benzo\[a\]pyrene or various aromatic amines, certain oxidative endogenous lesions such as cyclopurines and adducts formed by cancer chemotherapeutic drugs such as cisplatin. The presence of XPC-RAD23B is required for assembly of the other core NER factors and progression through the NER pathway both in vitro and in vivo. Although most studies have been performed with XPC-RAD23B, it is part of a trimeric complex with centrin-2, a calcium-binding protein of the calmodulin family.

## Clinical significance

Mutations in this gene or some other NER components result in Xeroderma pigmentosum, a rare autosomal recessive disorder characterized by increased sensitivity to sunlight with the development of carcinomas at an early age.

### Cancer

DNA damage appears to be the primary underlying cause of cancer, and deficiencies in DNA repair genes likely underlie many forms of cancer. If DNA repair is deficient, DNA damage tends to accumulate. Such excess DNA damage may increase mutations due to error-prone translesion synthesis. Excess DNA damage may also increase epigenetic alterations due to errors during DNA repair. Such mutations and epigenetic alterations may give rise to cancer.

Reductions in expression of DNA repair genes (usually caused by epigenetic alterations such as promoter hypermethylation) are very common in cancers, and are ordinarily much more frequent than mutational defects in DNA repair genes in cancers. The table below shows that XPC expression was frequently epigenetically reduced in bladder cancer and also in non-small cell lung cancer, and also shows that XPC was more frequently reduced in the more advanced stages of these cancers.

Frequency of reduced expression of XPC in cancers, with stages of cancers indicated separately
| Cancer | Frequency | Ref. |
| --- | --- | --- |
| Bladder cancer | 50% |  |
| Papillary urothelial neoplasm of low malignant potential | 35% |  |
| Low grade papillary bladder cancer | 42% |  |
| High grade papillary bladder cancer | 65% |  |
| Non-small cell lung cancer (NSCLC) | 70% |  |
| NSCLC Stage I | 62% |  |
| NSCLC Stages II-III | 77% |  |

While epigenetic hypermethylation of the promoter region of the *XPC* gene was shown to be associated with low expression of XPC, another mode of epigenetic repression of *XPC* may also occur by over-expression of the microRNA miR-890.

## Interactions

XPC (gene) has been shown to interact with ABCA1, CETN2 and XPB.

## Further reading

## InfoBox

| XPC | | | |
| --- | --- | --- | --- |
|  | | | |
| Available structures  PDB Ortholog search: PDBe RCSB | | | |
| Identifiers | | | |
| Aliases | XPC, RAD4, XP3, XPCC, p125, xeroderma pigmentosum, complementation group C, XPC complex subunit, DNA damage recognition and repair factor | | |
| External IDs | OMIM: 613208; MGI: 103557; HomoloGene: 3401; GeneCards: XPC; OMA:XPC - orthologs | | |
|  | | | |
|  | | | |
|  | | | |
| Orthologs  Species **Human** **Mouse**  Entrez   Ensembl   UniProt   RefSeq (mRNA)     NM\_001145769
NM\_004628   NM\_009531   RefSeq (protein)     NP\_004619
NP\_001341655
NP\_001341656
NP\_001341658
NP\_001341659   NP\_033557   Location (UCSC) n/a Chr 6: 91.47 – 91.49 Mb  PubMed search | | | |
| Wikidata | | | |
| View/Edit Human View/Edit Mouse | | | |


title: XPDL

abstract:
The XML Process Definition Language (XPDL) is a format standardized by the Workflow Management Coalition (WfMC) to interchange business process definitions between different workflow products, i.e. between different modeling tools and management suites.
XPDL defines an XML schema for specifying the declarative part of workflow / business process. XPDL is designed to exchange the process definition, both the graphics and the semantics of a workflow business process. XPDL is currently the best file format for exchange of BPMN diagrams; it has been designed specifically to store all aspects of a BPMN diagram. XPDL contains elements to hold graphical information, such as the X and Y position of the nodes, as well as executable aspects which would be used to run a process. This distinguishes XPDL from BPEL which focuses exclusively on the executable aspects of the process. BPEL does not contain elements to represent the graphical aspects of a process diagram. It is possible to say that XPDL is the XML Serialization of BPMN.

text:
# XPDL

The **XML Process Definition Language** (**XPDL**) is a format standardized by the Workflow Management Coalition (WfMC) to interchange business process definitions between different workflow products, i.e. between different modeling tools and management suites. XPDL defines an XML schema for specifying the declarative part of workflow / business process.

XPDL is designed to exchange the process definition, both the graphics and the semantics of a workflow business process. XPDL is currently the best file format for exchange of BPMN diagrams; it has been designed specifically to store all aspects of a BPMN diagram. XPDL contains elements to hold graphical information, such as the X and Y position of the nodes, as well as executable aspects which would be used to run a process. This distinguishes XPDL from BPEL which focuses exclusively on the executable aspects of the process. BPEL does not contain elements to represent the graphical aspects of a process diagram.

It is possible to say that XPDL is the XML Serialization of BPMN.

## History

The Workflow Management Coalition, founded in August 1993, began by defining the Workflow Reference Model (ultimately published in 1995) that outlined the five key interfaces that a workflow management system must have. Interface 1 was for defining the business process, which includes two aspects: a process definition expression language and a programmatic interface to transfer the process definition to/from the workflow management system.

The *first* revision of a process definition expression language was called Workflow Process Definition Language (WPDL) which was published in 1998. This process meta-model contained all the key concepts required to support workflow automation expressed using URL Encoding. Interoperability demonstrations were held to confirm the usefulness of this language as a way to communicate process models.

By 1998, the first standards based on XML began to appear. The Workflow Management Coalition Working Group 1 produced an updated process definition expression language called XML Process Definition Language (XPDL) now known as XPDL 1.0. This *second* revision was an XML based interchange language that contained many of the same concepts as WPDL, with some improvements. XPDL 1.0 was ratified by the WfMC in 2002, and was subsequently implemented by more than two dozen workflow/BPM products to exchange process definitions. There was a large number of research projects and academic studies on workflow capabilities around XPDL, which was essentially the only standard language at the time for interchange of process design.

The WfMC continued to update and improve the process definition interchange language. In 2004 the WfMC endorsed BPMN, a graphical formalism to standardize the way that process definitions were visualized. XPDL was extended specifically with the goal of representing in XML all the concepts present in a BPMN diagram. This *third* revision of a process definition expression language is known as XPDL 2.0 and was ratified by the WfMC in October 2005.

In April 2008, the WfMC ratified XPDL 2.1 as the *fourth* revision of this specification. XPDL 2.1 includes extension to handle new BPMN 1.1 constructs, as well as clarification of conformance criteria for implementations.

In spring 2012, the WfMC completed XPDL 2.2 as the *fifth* revision of this specification. XPDL 2.2 builds on version 2.1 by introducing support for the process modeling extensions added to BPMN 2.0.

* Wil M.P. van der Aalst, "Business Process Management Demystified: A Tutorial on Models, Systems and Standards for Workflow Management", Springer Lecture Notes in Computer Science, Vol 3098/2004.
* Wil M.P. van der Aalst, "Patterns and XPDL: A Critical Evaluation of the XML Process Definition Language", Eindhoven University of Technology, PDF.
* Jiang Ping, Q. Mair, J. Newman, "Using UML to design distributed collaborative workflows: from UML to XPDL", Twelfth IEEE International Workshops on Enabling Technologies: Infrastructure for Collaborative Enterprises, 2003. WET ICE 2003. Proceedings, ISBN 0-7695-1963-6.
* W.M.P. van der Aalst, "Don't go with the flow: Web services composition standards exposed", IEEE Intelligent Systems, Jan/Feb 2003.
* Jürgen Jung, "Mapping Business Process Models to Workflow Schemata An Example Using Memo-ORGML And XPDL", Universität Koblenz-Landau, April 2004, PDF.
* Volker Gruhn, Ralf Laue, "Using Timed Model Checking for Verifying Workflows", José Cordeiro and Joaquim Filipe (Eds.): Proceedings of the 2nd Workshop on Computer Supported Activity Coordination, Miami, USA, 23.05.2005 - 24.05.2005, 75-88. INSTICC Press ISBN 972-8865-26-0.
* Nicolas Guelfi, Amel Mammar, "A formal framework to generate XPDL specifications from UML activity diagrams", Proceedings of the 2006 ACM symposium on Applied computing, 2006.
* Peter Hrastnik, "Execution of business processes based on web services", International Journal of Electronic Business, Volume 2, Number 5 / 2004.
* Petr Matousek, "An ASM Specication of the XPDL Language Semantics", Symposium on the Effectiveness of Logic in Computer Science, March 2002, PS.
* F. Puente, A. Rivero, J.D. Sandoval, P. Hernández, and C.J. Molina, "Improved Workflow Management System based on XPDL", Editor(s): M. Boumedine, S. Ranka, Proceedings of the IASTED Conference on Knowledge Sharing and Collaborative Engineering, St. Thomas, US Virgin Islands, November 29-December 1, 2006, ISBN 0-88986-433-0.
* Petr Matousek, "Verification method proposal for business processes and workflows specified using the XPDL standard language", PhD thesis, Jan 2003.
* Albert Rainer (2004). "Web-centric business process modelling". *International Journal of Electronic Business*. **2** (5).
* Y Xiao; D Chen; M Chen (2004). *Research of web services workflow and its key technology based on XPDL*. 2004 IEEE International Conference on Systems, Man and Cybernetics (IEEE Cat. No.04CH37583). Vol. 3. pp. 2137–2142. doi:10.1109/ICSMC.2004.1400643. ISBN 0-7803-8566-7.
* Stefan Jablonski (2005). "Processes, Workflows, Web Service Flows: A Reconstruction". *Data management in a connected world: essays dedicated to Hartmut Wedekind on the occasion of his 70th Birthday (Lecture Notes in Computer Science)*. Vol. 3551. Berlin: Springer. pp. 201–213. doi:10.1007/11499923\_11. ISBN 3-540-26295-4.
* Thomas Hornung, Agnes Koschmider, Jan Mendling, "Integration of Heterogeneous BPM Schemas: The Case of XPDL and BPEL", Technical Report JM-2005-03, Vienna University of Economics and Business Administration, 2006 PDF.
* Wei Ge, Baoyan Song, Derong Shen, Ge Yu, "e\_SWDL: An XML Based Workflow Definition Language for Complicated Applications in Web Environments" Web Technologies and Applications: 5th Asia-Pacific Web Conference, APWeb 2003, Xian, China, April 23–25, 2003. Proceedings, ISSN 0302-9743.
* Ryan K. L. Ko, Stephen S. G. Lee, Eng Wah Lee (2009) Business Process Management (BPM) Standards: A Survey. In: Business Process Management Journal, Emerald Group Publishing Limited. Volume 15 Issue 5. ISSN 1463-7154. PDF
* Huser V., Rasmussen L. V., Oberg R., Starren J. B. (2011). ""Implementation of workflow engine technology to deliver basic clinical decision support functionality" (using XPDL as the process representation language)". *BMC Medical Research Methodology*. **11**: 43. doi:10.1186/1471-2288-11-43. PMC 3079703. PMID 21477364.`{{cite journal}}`: CS1 maint: multiple names: authors list (link)
* Huser V., Narus S. P., Rocha R. A. (2010). "Evaluation of a flowchart-based EHR query system: A case study of RetroGuide". *Journal of Biomedical Informatics*. **43** (1): 41–50. doi:10.1016/j.jbi.2009.06.001. PMC 2840619. PMID 19560553.`{{cite journal}}`: CS1 maint: multiple names: authors list (link)

## References


title: XHHPC-FM

abstract: XHHPC-FM is a radio station on 100.1 FM in Hidalgo del Parral, Chihuahua, Mexico. It is owned by Grupo Radiorama and carries its Mágica romantic format.

text:
# XHHPC-FM

**XHHPC-FM** is a radio station on 100.1 FM in Hidalgo del Parral, Chihuahua, Mexico. It is owned by Grupo Radiorama and carries its Mágica romantic format.

## History

**XEHPC-AM** 1490 received its concession on April 7, 1997. It was owned by Radiorama subsidiary Comunicación y Cultura, S.A. XEHPC moved to 1000 kHz within a decade signing on, which allowed it to boost its nighttime power from 100 watts to 500.

XEHPC received approval to migrate to FM in 2011. In 2015, its facilities moved to Cerro El Ángulo and the station decreased power from 25 kW to 10.

## InfoBox

XHHPC-FM
|  | |
| --- | --- |
|  | |
| Frequency | 100.1 FM |
| Branding | Mágica |
| Programming | |
| Format | Romantic |
| Ownership | |
| Owner |  |
| History | |
| First air date | AM: April 7, 1997 (concession) |
| Call sign meaning | **H**idalgo del **P**arral **C**hihuahua |
| Technical information | |
| Class | B1 |
| ERP | 10 kW |
| Transmitter coordinates | 26°57′16.92″N 105°41′25.36″W / 26.9547000°N 105.6903778°W / 26.9547000; -105.6903778 |
| Links | |
| Webcast | Listen live |
| Website | radiorama.mx |


title: XHHOS-FM

abstract: XHHOS-FM is a radio station on 101.9 FM in Hermosillo, Sonora. It is owned by Uniradio and known as La Invasora with a grupera format.

text:
# XHHOS-FM

**XHHOS-FM** is a radio station on 101.9 FM in Hermosillo, Sonora. It is owned by Uniradio and known as La Invasora with a grupera format.

## History

**XEHOS-AM** 1540 received its concession on September 29, 1984. It was owned by Fernando Fernández Almada and broadcast with 5 kW day and 2 kW night. The current concessionaire acquired XEHOS in 1993 and raised its nighttime power to 5 kW.

XEHOS was approved to migrate to FM in 2011 but did not shut off its AM transmitter for another six years.

## InfoBox

XHHOS-FM
|  | |
| --- | --- |
|  | |
| Frequency | 101.9 FM |
| Branding | La Invasora |
| Programming | |
| Format | Grupera |
| Ownership | |
| Owner | * Uniradio * (Radiodifusora XEHOS, S.A. de C.V.) |
| Sister stations | XHSD-FM, XHDM-FM |
| History | |
| First air date | September 29, 1984 (concession) |
| Former frequencies | 1540 kHz (1984–2017) |
| Call sign meaning | "Hermosillo" |
| Technical information | |
| ERP | 9.4 kW |
| Transmitter coordinates | 29°06′43″N 110°55′58″W / 29.11194°N 110.93278°W / 29.11194; -110.93278 |
| Links | |
| Website | www.invasora1019.com/invasora1019/inicio |


title: XHHM-FM

abstract: XHHM-FM is a radio station on 90.5 FM in Ciudad Delicias, Chihuahua. The station is owned by GRD Multimedia and carries a grupera format known as La Caliente.

text:
# XHHM-FM

**XHHM-FM** is a radio station on 90.5 FM in Ciudad Delicias, Chihuahua. The station is owned by GRD Multimedia and carries a grupera format known as La Caliente.

## History

XHHM began as **XEHM-AM** 1480, receiving its concession on February 11, 1964. It was owned by Lilian Calderón de Guillemot and broadcast as a daytimer for most of its history. In 1976, operation was transferred to XEHM, S.A.

It migrated to FM in 2011.

## InfoBox

XHHM-FM
|  | |
| --- | --- |
|  | |
| Broadcast area | Ciudad Delicias, Chihuahua |
| Frequency | 90.5 FM |
| Branding | La Caliente |
| Programming | |
| Format | Grupera |
| Ownership | |
| Owner | * GRD Multimedia * (XEHM, S.A.) |
| History | |
| First air date | February 11, 1964 (concession) |
| Technical information | |
| Class | B1 |
| ERP | 25 kW |
| Transmitter coordinates | 28°09′53″N 105°28′18″W / 28.16472°N 105.47167°W / 28.16472; -105.47167 |
| Links | |
| Website | www.lacalientefm.com.mx |


abstract: The women's changquan three events combined competition at the 2002 Asian Games in Busan, South Korea was held from 10 to 13 October at the Dongseo University Minseok Sports Center.

text:
# Wushu at the 2002 Asian Games – Women's changquan

The women's changquan three events combined competition (Changquan, Qiangshu and Jianshu) at the 2002 Asian Games in Busan, South Korea was held from 10 to 13 October at the Dongseo University Minseok Sports Center.

## Schedule

All times are Korea Standard Time (UTC+09:00)

| Date | Time | Event |
| --- | --- | --- |
| Thursday, 10 October 2002 | 13:00 | Qiangshu |
| Friday, 11 October 2002 | 10:30 | Changquan |
| Sunday, 13 October 2002 | 11:30 | Jianshu |

## Results

Legend * **DNS** — Did not start

| Rank | Athlete | Qiangshu | Changquan | Jianshu | Total |
| --- | --- | --- | --- | --- | --- |
|  | Li Ao (CHN) | 9.36 | 9.38 | 9.45 | **28.19** |
|  | Han Jing (MAC) | 9.35 | 9.30 | 9.36 | **28.01** |
|  | Nguyễn Thị Mỹ Đức (VIE) | 9.28 | 9.33 | 9.38 | **27.99** |
| 4 | Nguyễn Thúy Hiền (VIE) | 9.25 | 9.25 | 9.31 | **27.81** |
| 4 | Yun Sun-kyung (KOR) | 9.25 | 9.26 | 9.30 | **27.81** |
| 6 | Akiko Kawasaki (JPN) | 9.16 | 9.28 | 9.25 | **27.69** |
| 7 | Chong Sao Lan (MAC) | 9.15 | 9.03 | 9.28 | **27.46** |
| 8 | Lo Nga Ching (HKG) | 9.28 | 8.81 | 9.30 | **27.39** |
| 9 | Kaya Yamagishi (JPN) | 8.80 | 9.25 | 9.26 | **27.31** |
| 10 | Nurdiana (INA) | 9.15 | 8.86 | 9.25 | **27.26** |
| 11 | Hiew Siaw Fang (MAS) | 9.18 | 8.63 | 9.16 | **26.97** |
| 12 | Susyana Tjhan (INA) | 8.76 | 8.80 | 9.26 | **26.82** |
| 13 | Jong Yen Lu (MAS) | 9.11 | 8.40 | 9.16 | **26.67** |
| 14 | Janice Hung (PHI) | 8.70 | 8.68 | 9.01 | **26.39** |
| 15 | Chen Hung-fei (TPE) | DNS | DNS | DNS | **0.00** |

## InfoBox

| Women's changquan <br>at the 2002 Asian Games | |
| --- | --- |
| Venue | Minseok Sports Center |
| Dates | 10–13 October 2002 |
| Competitors | 15 from 10 nations |
| Medalists | |
| China  Macau  Vietnam | |
|


title: Xgraph

abstract: Xgraph is the name of at least two applications for 2-D interactive plotting, graphing and animation.

text:
# Xgraph

**Xgraph** is the name of at least two applications for 2-D interactive plotting, graphing and animation.

## Hein's XGRAPH

In 1984, Carl Hein of Lockheed Martin Advanced Technology Labs developed XGRAPH. Hein's XGRAPH is available in binary format for various platforms.

## Harrison's xgraph

In 1989, David Harrison of the University of California, Berkeley, released xgraph for X11R3 of X Window. Various versions of Harrison's xgraph are available in source and binary format for various platforms. Harrison's xgraph is released under the BSD License.


title: Xg antigen system

abstract: The XG antigen is a red blood cell surface antigen discovered in 1962. by researchers at the MRC Blood Group Unit. The PBDX gene that encodes the antigen is located on the short arm of the X chromosome. Since males normally have one X chromosome they are considered hemizygotes. Since women have two copies of the gene and could be heterozygotic for the presence or absence of the functioning gene they could express the functioning protein on just some of their red blood cells.

text:
# Xg antigen system

The **XG antigen** is a red blood cell surface antigen discovered in 1962. by researchers at the MRC Blood Group Unit.

The PBDX gene that encodes the antigen is located on the short arm of the X chromosome. Since males normally have one X chromosome they are considered hemizygotes. Since women have two copies of the gene and could be heterozygotic for the presence or absence of the functioning gene they could (through the process of lyonisation) express the functioning protein on just some of their red blood cells.

## Frequency

| Population frequencies of **Xa** | | | | | | |
| --- | --- | --- | --- | --- | --- | --- |
| **Population** | **Sample**
**N** | **Xg
%** |
| Australian Aborigines | 352 | 79 |
| Chinese, mainland | 171 | 60 |
| North Europeans | 5,388 | 66 |
| Indians, Bombay | 100 | 65 |
| Israelis | 201 | 66 |
| American Indians | 308 | 77 |
| New-Guineans | 263 | 85 |
| New York's Afro-Americans | 219 | 55 |
| Sardinians | 322 | 76 |
| Taiwan Chinese | 178 | 53 |
| Taiwan Aborigines | 164 | 38 |
|

## InfoBox

| Xg blood group | |
| --- | --- |
| Interpretation of antibody panel to detect patient antibodies towards the most relevant human blood group systems, including Xg. | |
| Identifiers | |
| Symbol | XG |
| Alt. symbols | PBDX |
| NCBI gene | 7499 |
| HGNC | 12806 |
| RefSeq | NM\_175569 |
| Other data | |
| Locus | Chr. X *p22.32* |


title: Xiao Mountains

abstract: Mount Xiao or Mount Yao is a range of mountains in western Henan, China north of the Luo River and south of Sanmenxia. Major peaks include Qīnggǎngfēng and Guānyúnshān. The range is part of the Xiáo (崤) historical region on the border of Hénán and Shānxī provinces in China. The area between Yáo and the strategic Hángǔ Pass was called Xiáohán (崤函).

text:
# Xiao Mountains

**Mount Xiao** or **Mount Yao** (Chinese: 崤山; pinyin: *Xiáo Shān or Yáo Shān*) is a range of mountains in western Henan, China north of the Luo River and south of Sanmenxia. Major peaks include Qīnggǎngfēng (青崗峰; 1903 m) and Guānyúnshān (冠雲山; 1666 m).

The range is part of the Xiáo () historical region on the border of Hénán and Shānxī provinces in China. The area between Yáo and the strategic Hángǔ Pass was called Xiáohán (崤函).

## Name

There is a dispute over the pronunciation of its name. According to one of the most authoritative Mandarin Chinese dictionaries, the *Cihai* (辭海), *xiáo* should be *yáo* according to ancient pronunciation. However, other dictionaries such as *Ciyuan* (辭源), *Xīnhuá Zìdiǎn*, *Hànyǔ Dà Cídiǎn*, and *Xiàndài Hànyǔ Cídiǎn* use the pronunciation of *xiáo*.

34°25′18″N 110°47′28″E / 34.42167°N 110.79111°E / 34.42167; 110.79111


title: Wörner (Alps)

abstract:
The Wörner is a 2,476 m high mountain in the Karwendel on the border between Bavaria and Tyrol. It is part of the Northern Karwendel Chain that initially runs northwards to the Wörner and then swings east. The northwest ridge (Nordwestgrat) of the Wörner is very striking and easy to make out from many other peaks in the region. The mountain was probably first climbed from the south in 1853 during Austrian triangulation work; but the first recorded ascent was by Hermann von Barth in 1870, also from the south. Today the mountain is mostly ascended on its western flank. The normal route starts at the Wörner Saddle (1,989 m), which is reached from Mittenwald via the Hochland Hut (1,623 m) or the Verein Alm.
There is an initially straightforward, but lengthy and steep climb through rocky terrain. After a crossing at 2,330 m there are several climbing sections and the route is rather exposed in places. An entire row of pitons left behind in the rock indicate that in the past, when troops of the Mittenwald mountain infantry passed this way, dangerous climbing sections were secured using rope railings. For a long time the route was only marked by cairns and a few posts, and orientation during the descent was difficult. Since 2002 the route has been marked throughout. From the summit there is a view over the Karwendel valley and the central Karwendel chain from the Pleisenspitze to the Birkkarspitze; close by to the north are the Schöttelkarspitze and Soiernspitze; this panorama in the foreground severely restricts the long-distance view. On 9 July 1985 the then defence minister, Manfred Wörner, accompanied by Army mountain leaders (Heeresbergführer) from Mittenwald climbed the mountain that shares his name.

text:
# Wörner (Alps)

The **Wörner** is a 2,476 m high mountain in the Karwendel on the border between Bavaria and Tyrol. It is part of the Northern Karwendel Chain that initially runs northwards to the Wörner and then swings east. The northwest ridge (*Nordwestgrat*) of the Wörner is very striking and easy to make out from many other peaks in the region.

The mountain was probably first climbed from the south (Karwendel valley, Großkar) in 1853 during Austrian triangulation work; but the first recorded ascent was by Hermann von Barth in 1870, also from the south (grade II, brittle, exposed towards the end).

Today the mountain is mostly ascended on its western flank. The normal route starts at the *Wörner Saddle* (1,989 m), which is reached from Mittenwald via the Hochland Hut (1,623 m) or the Verein Alm (bicycle depot at 1,430 m). There is an initially straightforward, but lengthy and steep climb through rocky terrain. After a crossing at 2,330 m there are several climbing sections (grade II−) and the route is rather exposed in places.

An entire row of pitons left behind in the rock indicate that in the past, when troops of the Mittenwald mountain infantry passed this way, dangerous climbing sections were secured using rope railings. For a long time the route was only marked by cairns and a few posts, and orientation during the descent was difficult. Since 2002 the route has been marked throughout.

From the summit there is a view over the Karwendel valley and the central Karwendel chain from the Pleisenspitze to the Birkkarspitze; close by to the north are the Schöttelkarspitze and Soiernspitze; this panorama in the foreground severely restricts the long-distance view.

On 9 July 1985 the then defence minister, Manfred Wörner, accompanied by Army mountain leaders (*Heeresbergführer*) from Mittenwald climbed the mountain that shares his name.

1. W. Klier, Karwendel Alpin. Alpine Club Guide. 15th edition, 2005. Bergverlag Rother.

## InfoBox

| Wörner | |
| --- | --- |
| The Wörner from the lake of Geroldsee | |
| Highest point | |
| Elevation | 2,476 m above sea level (NN) (8,123 ft) |
| Coordinates | 47°26′59″N 11°20′19″E / 47.44972°N 11.33861°E / 47.44972; 11.33861 |
| Geography | |
| WörnerBavaria, Germany / Tyrol, Austria | |
| Parent range | Karwendel (Northern Karwendel Chain) |
| Climbing | |
| First ascent | probably 1853; Hermann von Barth 1870 |
| Easiest route | MittenwaldHochlandhütte – Wörnersattel – Wörner (mountain tour with short climbing sections) |


title: Xie Lingyun

abstract: Xie Lingyun and also known as the Duke of Kangle (康樂公) was one of the foremost Chinese poets towards the end of the Southern and Northern Dynasties and continued in poetic fame through the beginning of the Six Dynasties, so Xie is also considered to be part of the Six Dynasties poetry era.

text:
# Xie Lingyun

**Xie Lingyun** (Chinese: 謝靈運; Wade–Giles: *Hsieh Ling-yün*; 385433) and also known as the **Duke of Kangle** (康樂公) was one of the foremost Chinese poets towards the end of the Southern and Northern Dynasties and continued in poetic fame through the beginning of the Six Dynasties, so Xie is also considered to be part of the Six Dynasties poetry era.

## Life

Xie Lingyun was a descendant of two of the most important families of the later Eastern Jin times, the Xie and the Wang families. His paternal grandfather was the general Xie Xuan, a general who is best known for repelling the Former Qin army at the Battle of Fei River, thus preventing the Former Qin emperor Fu Jiān from destroying Jin, and thus allowing the continuation of the southern dynastic kingdoms. His maternal grandmother was Wang Mengjiang, the only daughter of calligrapher, writer and politician Wang Xizhi.

### Birth and youth

Xie Lingyun was born in Yangxia County, Henan, but his father died early. Xie Lingyun was consequently brought up by a Buddhist monk, Du Ming, in what was then Qiantang but now Hangzhou, a cosmopolitan metropolis at the southern end of the Grand Canal, a market nexus for maritime trade and transport to and from the north, and an area widely famed for its scenery with surrounding hills and the spectacular West Lake.

Although, returning home from the monastery in 399, when he would have been in his mid-teens, Xie retained a lifelong Buddhist practice. Furthermore, the family estate itself was a scenic wonder. Located in Shining (始寧) (modern Shangyu township, Shaoxing prefecture, Zhejiang province—but administered and named differently then), the estate had been carefully chosen by his grandfather, the successful general, both for esthetics of beauty and its seclusion, who then planned and laid it out according to his wishes. The estate included a significant hill to the north, upon which was the family homestead, and there was a matching hill to the south, each hill replete with its craggy cliffs and cascading streams: and, in between the two hills stood a lake. The family home on the northern hill had been terraced and developed with well-planned and situated orchards, gardens, walking paths, and ornate pavilions, all done with a mind to preserve and increase the viewer's pleasure: the southern hill during the youth of Xie Lingyun was left as somewhat of a wild preserve; but, between the two there was a whole range of fields and crops as well as wild plant and animal life.

Even the secluded family estate was not necessarily safe during these turbulent times; and, when a major rebellion broke out, the family abandoned their country living in favor of the relative safety of the capital city, Jiankang (modern Nanjing), for the four years of its course. The Xie family received official residence in a fancy mansion, where their entertainments were among the foremost for the luxury and display fashionable at that time: that the young duke (having inherited the title when his father died) was well off financially (having also inherited the three thousand household fiefdom which went with the ducal title) and was also skilled in the expected literary abilities; which, altogether, went towards placing him in the highlight of the capital's social scene, and (with the family connections) also thus appearing to be at the very beginning of a very successful official career.

### Career

Xie Lingyun served as an official in the Eastern Jin, during which time the rebellion was quashed by general Liu Yu; however, this would turn out to be just a step in general Liu's career, later on he would overthrow the Eastern Jin dynasty and establish the Liu Song dynasty, as Emperor Wu. The Xie family backed an alternative general, and the factional intrigues went on for years, before and after the eventual triumph of the Liu as the Liu Song dynasty. Liu Yu gained more and more power, at the expense of the Xie and the other old families, but at first was content to have the services of Xie Lingyun, nominally as an official of Jin. However, in the year 420 Liu Yu declared the end of Jin and the beginning of his new dynasty, the Liu Song. At this point, as an official in the Liu Song government, Xie Lingyun received a demotion, to marquis, with only 500 households in fee. He then was demoted to a position in a remote area, and so effectively exiled, to Yongjia (永嘉, modern Wenzhou in Zhejiang). Yongjia was a coastal seaport surrounded by scenic hills, and the setting for Xie Lingyun's Yongjia poetic period, when he wrote some of his finest poems. After a year in office here, however, Xie claiming health problems, resigned and returned home to the family estate in Shangyu.

### Retiring to South Hill

After returning home to the family estate in Shining (Shangyu), where he spent considerable time attending to the previously undeveloped or cultivated South Hill, which may also be known as "South Mountain". Here he went on long exploratory expeditions, accompanied by dozens of servants, who often had to hack a way through the more densely vegetated areas: Xie Lingyun is also famed for having invented and used a type of wooden boots with spikes which he could remove or adjust depending on whether he was on level ground or on an up or down slope. His poems from this period made it to the capital city where they were popularly read, and the poems from his Shining period remain among his long lasting accomplishments. Some of the descriptions of and names for the locations of poetic occasions on his estate can be seen to be directly influential on the forty poems of the *Wangchuan ji* (also known as the *Wang* or *Wheel* *River Collection*) written by Wang Wei and Pei Di, in regards to Wang Wei's Tang Dynasty retirement estate at Lantian, south of the contemporary capital Chang'an (modern Xi'an in Shaanxi province).

### Back in office, exile, and death

Meanwhile, the political changes went on unabated, and Xie once again became enmeshed in them. In 426, the new sovereign summoned him to court, where he spent two years with no real duty or power, but rather as a token to display loyalty: he then left for two years, but came back in 430 to defend himself against charges placed by his local prefect. In 431, he was relegated to what is now Fuzhou in Jiangxi, then the next year further exiled to Guangzhou: Xie Lingyun was then sentenced to death on a pretext, in 433, at which point he wrote his final poem, lamenting that his death was not to be on one of his beloved hilltops; and, then was executed.

## Poetry

Xie Lingyun has been considered a nature or landscape poet focusing on the "mountain and streams", in contrast to the "field and garden" landscape poetry. His poetry is allusive and complex, with possible Buddhist influence.

### Formal technique

Xie was influenced by a tradition of *fu*-style poetry, or literature. The Fu tradition often included eloquent descriptions of the beauties of nature; indeed, Xie himself wrote his renowned "*Fu* on returning to the Mountains" in this style: however, Xie's breakthrough was to distill the essence of this type of Fu and adapt and compress it into the *shi* more purely poetic form.

### Influence

Hailed as the progenitor of the Chinese landscape poetry genre (*shanshui* poetry), the reputation of Xie Lingyun as a great poet remains secure, as it has for over a thousand years. The *Wangchuan ji* by Wang Wei and Pei Di which describes the landscape features of Wang's estate near Chang'an particularly shows the influence of Xie Lingyun's poetry describing the landscape features of his estate near West Lake.

## Bibliography

* Chang, H. C. (1977). *Chinese Literature 2: Nature Poetry*. (New York: Columbia University Press). ISBN 0-231-04288-4
* Shen, Yucheng, "Xie Lingyun". *Encyclopedia of China* (Chinese Literature Edition), 1st ed.
* Watson, Burton (1971). *CHINESE LYRICISM: Shih Poetry from the Second to the Twelfth Century*. (New York: Columbia University Press). ISBN 0-231-03464-4
* Xiong, Victor Cunrui (2017). *Historical Dictionary of Medieval China* (2nd ed.). Lanham, Maryland; New York City; London: Rowman & Littlefield.

## Further reading

* Frodsham, J.D. (1967). *The Murmuring Stream: The Life and Works of the Chinese Nature Poet Hsieh Ling-yun (385–433), Duke of K'ang-Lo*. Kuala Lumpur: University of Malaya Press.
* Fung Yu-Lan (1953). *A History of Chinese Philosophy*. Derk Bodde, trans. Princeton, NJ: Princeton University Press.

## InfoBox

| Xie Lingyun | |
| --- | --- |
| 謝靈運 | |
| Xie Lingyun, painted by Kanō Tsunenobu in the 18th century. | |
| Born | 385
Yangxia County, Henan, China |
| Died | 433 (aged 4748)
Guangzhou, Guangdong, China |
| Occupation | Poet |
| Children | Xie Feng (son) |
| Parent | Xie Huan (father) |
| Relatives | Xie Yi (great grandfather)
Xie Xuan (grandfather) |
|  | |
|  | |
| Chinese name | |
| Traditional Chinese | 謝靈運 |
| Simplified Chinese | 谢灵运 |
| Transcriptions  Standard Mandarin  Hanyu Pinyin Xiè Língyùn  Wade–Giles Hsieh4 Ling2-yün4  IPA \[ɕjê lǐŋŷn\]  Yue: Cantonese  Yale Romanization Jeh Lèhng-wahn  Jyutping Ze6 Leng4-wan6  IPA \[tsɛ˨ lɛŋ˩ wɐn˨\]  Southern Min  Tâi-lô Tsiā Lîng-īn  Middle Chinese  Middle Chinese ZjäC Leng-hjunC | |
| Alternative Chinese name | |
| Traditional Chinese |  |
| Simplified Chinese |  |
| Transcriptions  Standard Mandarin  Hanyu Pinyin Kānglè Gōng | |
|  | |
|  | |


title: Xenakis Ensemble

abstract: The Xenakis Ensemble is a Dutch music ensemble dedicated to the performance of contemporary classical music. Based in Middelburg, it is known as one of the few ensembles specializing in the works of the composer Iannis Xenakis. It is frequently conducted by Diego Masson, who conducted the performances of many of Xenakis's works, as well as other guest conductors including Huub Kerstens. Its concertmaster is Mifune Tsuji. The group was founded in 1980, at the initiative of the foundation Nieuwe MUZIEK Zeeland of Middelburg and the pianist Geoffrey Douglas Madge, with the approval of the composer Iannis Xenakis. Co-founder Ad van 't Veer died in June 2021. Its repertoire includes over 40 compositions by Xenakis, some of which were written for the group. The ensemble also performs recent works by Luca Francesconi, Morton Feldman, Willem Breuker, Jin Hi Kim, Huib Emmer, and Bunita Marcus. The Xenakis Ensemble has released several CDs of the music of Iannis Xenakis, as well as several other composers.

text:
# Xenakis Ensemble

The **Xenakis Ensemble** is a Dutch music ensemble dedicated to the performance of contemporary classical music. Based in Middelburg, it is known as one of the few ensembles specializing in the works of the composer Iannis Xenakis. It is frequently conducted by Diego Masson, who conducted the performances of many of Xenakis's works, as well as other guest conductors including Huub Kerstens. Its concertmaster is Mifune Tsuji.

The group was founded in 1980, at the initiative of the foundation Nieuwe MUZIEK Zeeland of Middelburg and the pianist Geoffrey Douglas Madge, with the approval of the composer Iannis Xenakis. Co-founder Ad van 't Veer died in June 2021.

Its repertoire includes over 40 compositions by Xenakis, some of which were written for the group (e.g., the 1986 *À l'île de Gorée* for amplified harpsichord and twelve musicians). The ensemble also performs recent works by Luca Francesconi, Morton Feldman, Willem Breuker, Jin Hi Kim, Huib Emmer, and Bunita Marcus.

The Xenakis Ensemble has released several CDs of the music of Iannis Xenakis (one in collaboration with the harpsichordist Elisabeth Chojnacka), as well as several other composers.

## Discography

* 1990 – *Iannis Xenakis* (Musifrance 2292-45030-2)
* 1995 – *Xenakis Ensemble Live* (BVHaast 9219)
* 1998 – *Xenakis Ensemble* (Bvhaast 9805)
* 1999 – *Xenakis Ensemble* (BVHaast 9903)
* 2000 – *Xenakis - Orchestral & Chamber Works* (Ultima). 2-CD set


title: Xianyang North railway station

abstract: Xianyang North railway station is a railway station in Qindu District, Xianyang, Shaanxi, China. It is an intermediate stop on the Yinchuan–Xi'an high-speed railway and was opened with the line on 26 December 2020. The station was initially known as Xianyang Beiyuan, but the name was changed prior to opening. The station has two island platforms.

text:
# Xianyang North railway station

**Xianyang North railway station** (Chinese: 咸阳北站) is a railway station in Qindu District, Xianyang, Shaanxi, China. It is an intermediate stop on the Yinchuan–Xi'an high-speed railway and was opened with the line on 26 December 2020.

The station was initially known as Xianyang Beiyuan (Chinese: 咸阳北塬), but the name was changed prior to opening.

The station has two island platforms.

1. "好消息！咸阳第2座高铁站首次亮相，年底启用" (in Chinese). The Paper. 12 October 2020. Retrieved 17 March 2022.
2. "银西高铁今日开通 全程仅需3小时" (in Chinese). 西安日报. 26 December 2020. Retrieved 17 March 2022.
3. "西银高铁年底通车 去银川只要三小时" (in Chinese). 华商报. 19 July 2020. Retrieved 17 March 2022.

| Preceding station | China Railway High-speed | | | Following station |
| --- | --- | --- | --- | --- |
| Liquan Southtowards Yinchuan |  | Yinchuan–Xi'an high-speed railway |  | Xi'an NorthTerminus |

## InfoBox

| Xianyang North
咸阳北 | |
| --- | --- |
| General information | |
| Location | Qindu District, Xianyang, Shaanxi
China |
| Coordinates | 34°25′13.17″N 108°40′10.7″E / 34.4203250°N 108.669639°E / 34.4203250; 108.669639 |
| Line(s) | Yinchuan–Xi'an high-speed railway |
| Platforms | 4 |
| History | |
| Opened | 26 December 2020 (2020-12-26) |
|  | |
|  | |
|  | |


title: XHEL-FM

abstract: XHEL-FM is a radio station on 95.1 FM in Fresnillo, Zacatecas, known as La Ele FM.

text:
# XHEL-FM

**XHEL-FM** is a radio station on 95.1 FM in Fresnillo, Zacatecas, known as La Ele FM.

## History

**XEEL-AM** 610 received its concession on January 31, 1959. It was owned by José Antonio Casas Torres and broadcast with 1,000 watts day and 150 watts night. By the late 1960s, control was in the hands of José Antonio Casas García. On July 26, 2003, Casas García died; Juana Gallegos Rojas became the concessionaire. She has also since died.

XEEL was cleared to move to FM in February 2011, with its tower on Cerro Xoconostle. In 2015, XHEL-FM was approved to increase power to 33.22 kW.

## InfoBox

XHEL-FM
|  | |
| --- | --- |
|  | |
| Frequency | 95.1 FM |
| Branding | La Ele FM |
| Ownership | |
| Owner | * Torres Corporativo * (Sucesión de Juana Gallegos Rojas) |
| Sister stations | XHIH-FM |
| History | |
| First air date | January 30, 1959 (concession) |
| Former call signs | XEEL-AM |
| Former frequencies | 610 kHz |
| Technical information | |
| ERP | 33.22 kW |
| Transmitter coordinates | 23°12′47.01″N 102°53′20.47″W / 23.2130583°N 102.8890194°W / 23.2130583; -102.8890194 |
| Links | |
| Webcast | XHEL-FM |
| Website | www.laele.fm |


title: Xerocomellus porosporus

abstract: Xerocomellus porosporus is a small wild mushroom in the family Boletaceae. These mushrooms have tubes and pores instead of gills beneath their caps. It is commonly known as the sepia bolete.

text:
# Xerocomellus porosporus

| *Xerocomellus porosporus*Mycological characteristics | |
| --- | --- |
|  | **Pores** on hymenium |
|  | Cap is **convex** |
|  | Stipe is **bare** |
|  | Spore print is **olive-brown** |
|  | Edibility is **edible** |

***Xerocomellus porosporus*** is a small wild mushroom in the family Boletaceae. These mushrooms have tubes and pores instead of gills beneath their caps. It is commonly known as the **sepia bolete**.

## Taxonomy

This bolete was described and given the scientific name *Xerocomus porosporus* in 1958 by Louis Imler (1900 - 1993), who was the founder of the Antwerp Mycological Circle. The currently accepted scientific name *Xerocomellus porosporus* dates from a 2008 publication by Czech mycologist Josef Å utara, whose studied in detail morphological character of this and other closely related boletes – since further supported by DNA studies.

## Description

When fully expanded, the caps are up to 8 centimetres (3.1 in) in diameter, and are soon cracked or fissured. Varying in colour from putty beige to dull brown, or olivaceous. The stem is usually with very little red, and is olivaceous, more yellow at the apex, and bruises brown. The flesh is pale lemon yellow or buff in the cap, and chrome yellow in the stem apex. It darkens to dark brick or vinaceous towards the base. The tubes are 13 to 20 centimetres (5.1 to 7.9 in) long, initially lemon yellow, later olivaceous, and they bruise bluish. The pores are narrow, 0.20.5 mm in diameter, angular, lemon yellow, and darken later. They also bruise blue. The spores give an olive-brown spore print. At microscopic level this bolete has truncate (chopped off) spores; the spore dimensions are 1315 by 45 μm.

## Distribution and habitat

*Xerocomellus porosporus* appears occasionally in the autumn, and grows singly or in small groups in mixed deciduous woods, particularly with oak, hornbeams, and beech. This species is widespread in northern temperate zones, but somewhat rare in Europe.

## Edibility

*Xerocomellus porosporus* is edible but of little culinary value, being bland, and mushy when cooked.

## InfoBox

| *Xerocomellus porosporus* | |
| --- | --- |
|  | |
|
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Fungi |
| Division: | Basidiomycota |
| Class: | Agaricomycetes |
| Order: | Boletales |
| Family: | Boletaceae |
| Genus: | *Xerocomellus* |
| Species: | ***X. porosporus*** |
| Binomial name | |
| ***Xerocomellus porosporus***<br>(Imler ex Watling) Šutara (2008) | |
|
| Synonyms | |
| * *Boletus porosporus*  Imler ex Watling (1968) * *Xerocomus porosporus* Imler | |


title: Xi'an railway station

abstract: Xi'an railway station is one of the two main passenger railway stations of Xi'an, the capital of China's Shaanxi Province. Located on the Longhai Railway and just to the north of Xi'an's historical walled city, the station had long been the main train station for the Xi'an metropolitan area. With the opening of Xi'an North railway station on the northern outskirts of the city in 2011, most of the high-speed services, including the G- and D-series trains of the Zhengzhou–Xi'an high-speed railway, have been transferred to the new station. Xi'an railway station remains the main station for all conventional rail service in the city, including the overnight Z-series expresses, T-series express trains, and all slower services.

text:
# Xi'an railway station

**Xi'an railway station** (Chinese: 西安站; pinyin: *Xī'ān Zhàn*) is one of the two main passenger railway stations of Xi'an, the capital of China's Shaanxi Province. Located on the Longhai Railway and just to the north of Xi'an's historical walled city, the station had long been the main train station for the Xi'an metropolitan area. With the opening of Xi'an North railway station on the northern outskirts of the city in 2011, most of the high-speed services, including the G- and D-series trains of the Zhengzhou–Xi'an high-speed railway, have been transferred to the new station. Xi'an railway station remains the main station for all conventional rail service in the city, including the overnight Z-series expresses, T-series express trains, and all slower services.

## History

As of 2021, works are underway to upgrade the station, increasing the number of platforms and introducing a new station building to the north of the railway line. The new station building was opened on 31 May 2021.

## Metro station

Xi'anzhan station on Line 4 is the metro station serving the Xi'an railway station. The metro station opened on 25 September 2022. In the long-term planning, Line 7 will also serve the Xi'an railway station.

## InfoBox

| Xi'an
西安 | |
| --- | --- |
| Xi'an railway station | |
| General information | |
| Location | 44 Huancheng N. Road
Xincheng District, Xi'an, Shaanxi
China |
| Coordinates | 34°16′43″N 108°57′30″E / 34.27861°N 108.95833°E / 34.27861; 108.95833 |
| Operated by | CR Xi'an |
| Line(s) |  |
| Platforms | 11 (5 island platforms, 1 side platform) |
| Tracks | 13 |
| Connections | Bus terminal, Metro Line 4 |
| Other information | |
| Station code | * 39473 (TMIS code) * XAY (telegraph code) * XAN (Pinyin code) |
| Classification | Top Class station (特等站) |
| History | |
| Opened | June 1935 (1935-06) |
|  | |
| Services | |
| Preceding station  China Railway Following station  Weinantowards Lianyungang East  Longhai railway  Xianyangtowards Lanzhou  Preceding station Xi'an Metro Following station  Hanyuandiantowards Xi'an Beizhan  Line 4  Wulukoutowards Hangtianxincheng | |
|  | |
|  | |
|  | |
| Location  Xi'anLocation of the station | |