title: Pennellville Historic District

abstract: Pennellville Historic District is a residential district located in Brunswick, Maine. To locals, the neighborhood is known simply as "Pennellville." There are several historic ship captains' houses in the District; much of the real estate is waterfront property. The area's historic significance centers on the shipbuilding company and shipyard, Pennell Brothers, on Middle Bay Cove. Pennell Brothers built wooden ships for the 18th and 19th century shipping trade. About 90 tall ships were produced at the yard.

text:
# Pennellville Historic District

**Pennellville Historic District** /ˈpɛnɪlvɪl/ is a residential district located in Brunswick, Maine. To locals, the neighborhood is known simply as "Pennellville."

There are several historic ship captains' houses in the District; much of the real estate is waterfront property.

The area's historic significance centers on the shipbuilding company and shipyard, Pennell Brothers, on Middle Bay Cove. Pennell Brothers built wooden ships for the 18th and 19th century shipping trade. About 90 tall ships were produced at the yard.

## Geography and government

### Geography

Pennellville is located in the southern portion of Brunswick, Maine, on the Atlantic Ocean. It sits on Middle Bay Cove. The greater bay where it sits is known as Middle Bay, which is a part of the still larger Casco Bay. No official boundaries of Pennellville have been designated.

### Local government

Pennellville is part of the town of Brunswick, Maine; it has no government of its own. Residents use Brunswick's post office, police department, fire and rescue departments, library, and public school system. Residents of Pennellville are subject to Brunswick's town's and Maine state's taxation systems.

## History

### Native Americans

Before the arrival of white settlers, Pennellville and Brunswick were inhabited by Native Americans. The greater area was known as "Pejepscot", it encompassed the modern-day town of Brunswick and other nearby towns. Native Americans left the area by the year 1725.

### European settlers

Pennellville was settled by Thomas Pennell, who moved to Brunswick from Falmouth before 1765. Contrary to what appears in some sources, Thomas Pennell was not the son of Thomas Pennell of Gloucester, Massachusetts, nor is there any reliable evidence that he came from the Channel Islands. Thomas Pennell's history before his 1735 marriage to Rachel Riggs is unknown. Thomas had five sons (four of them being John, Thomas, Matthew and Stephen). His second son was Thomas Pennell II (1739–1812), who, about 1768, married Alice Anderson of Freeport, Maine. Thomas II lived in the Brunswick area, becoming a tax collector and was a shipwright in the 1790s. Thomas II and Alice had five sons and five daughters. Thomas II taught the sons the shipbuilding trade. Together, they expanded their shipbuilding activities and merchant shipping business in the period around 1800.

The fifth child and second son of Thomas II was Jacob Pennell, (1778–1841). He was the most prosperous of the five sons, and built at least twenty ships in Middle Bay (the larger bay upon which Pennellville sits) between 1810 and 1841. He acquired most of the land at Pennellville (land originally owned by his father) by buying the lots that had been divided amongst his brothers. He then built a house with his new-found wealth. At the beginning of the 21st century, his house, the Jacob Pennell Mansion, is the oldest standing house in Pennellville.

### Pennellville today

Housing development has been relatively sparse, and much of Pennellville remains has wooded areas and open fields. However, the area has become somewhat more developed since the 1980s. Because of its historical significance, Pennellville was added to the National Register of Historic Places in 1985. Evidence of the shipyard exists. The ways (the wooden rails a ship was launched down) can still be seen sitting in the bay at Pennellville Point at low tide.

## Shipbuilding

The earliest records show that the Pennell family was building wooden cargo ships around 1768 in the Pennellville shipyard. Pennell ships carried all sorts of cargoes; among them were timber, deadstock, wine, guano, salt, and fruit. Often people were passengers from for a fee. It is noted, however, that the company was not involved in the American slave trade. The Pennell family were part of a shipbuilding boom. Over the next 114 years (1760–1874), the Pennell family built more than ninety ships in Pennellville. Sometimes the family retained ownership of the ships. In other instances the family sold them. Family members were captains of several of the ships they built.

With the wealth acquired from the successful shipbuilding business, more houses began to follow. Jacob had several sons and, around this time, they christened the company "Pennell Brothers." The area where the business was located soon became known as "Pennellville."

Pennellville was soon considered a community; three roads in the area would bear the Pennell name: Pennellville Road, Old Pennellville Road, and Pennell Way. The area had its own schoolhouse and signs designating the area as separate from Brunswick. In all, the Pennells built seven houses in the area between 1768 and 1877.

### Pennell Brothers Shipbuilding Company

The business operated out of the shipyard located in Pennellville. The site of the yard, including the "ways" from which a ship was launched, was located in the Pennellville bay (known as Middle Bay Cove). The shipyard was moved to three locations in the bay during the operation of the company. The first site was located deep inland, farthest away from the entrance to the ocean. The yard was moved twice locating successively closer to the ocean with each move.

### Ships

The ships the Pennells built are generally referred to as "tall ships." However, they built many different types of tall ships, more specifically classified as barques, schooners, sloops, and brigs. The largest ships weighed over 2,800,000 lbs. (1,400 tons), while the smallest weighed as little as 90,000 lbs. (45 tons). The *Benjamin Sewall*, the largest built by the Pennells, weighed 2,866,000 lbs. (1,433 tons). Completed in 1874, it would also prove to be the last ship the Pennells built. In 1903, it sank and was lost off Taiwan (known at the time as Formosa).

### Demise of the shipyard

By the end of the 19th century, metal-hulled steamships had replaced wooden ships as a means of transporting goods. Railroads had also come into their for shipping. By the end of the 19th century, it was faster and safer to ship cargoes by railroad from New York City to San Francisco than to sail around Cape Horn. Wooden sailing ships were becoming obsolete.

In 1865, James Pennell (the master builder of the Pennell Brothers company) died as a result of an accident in the shipyard. He was 56 years old. As James was the last master-builder of the Pennell family, his death was a major blow to the workings of the yard. By the early 20th century, the shipyard had gone out of business.

## Historic homes

The Pennell family built houses along Pennellville Road. Six of them still stand. The names of the houses are:

* **Thomas Pennell II House** (1720–1770), son of Thomas Pennell. 35 Pennellville Road. No longer standing. Pennells lived in the current circa-1785 building until 1870. Bowdoin College purchased the property in 1968, after its period as the Coleman Research Farm. It was later sold to be a private residence
* **Jacob Pennell House** (1778–1841), son of Thomas Pennell III. 149 Pennellville Road. Built 1794; expanded 1806. Federal style residence, one-and-one-half stories high with clapboard siding and gable roof
* **Benjamin D. Pennell House** (1804–1861), son of Jacob Pennell. 287 Pennellville Road. Built 1834. Greek Revival style residence, two stories with clapboard siding and gable roof. Recessed porch with classical columns on east wing. One story service wing extends from east side with one-and-one-half story barn built in 1876. Adjacent to the house is a carpenter shop, built circa 1850. It is a one and a half story structure with gable roof and clapboard siding. Across the east facade is a veranda with Italianate style brackets. Around 1900 it became a popular summer boarding house, Bay View Farm. From 2000 through 2022 it was Middle Bay Farm Bed & Breakfast.
* **James Pennell House** (1809–1865), son of Jacob Pennell. 257 Pennellville Road. Built 1838. Greek Revival style residence, two stories with clapboard siding, gable roof and hexagonal cupola. One story porch with classical columns on south side of main structure, attached carriage barn on west end. The façade of the house has been remodeled; the nine windows are now evenly spaced on the second floor. The cupola has also been given a new aluminum top, a material also now used on the roof
* **Charles S. Pennell House** (1815–1900), son of Jacob Pennell. 292 Pennellville Road. Built 1843. Greek Revival style residence, two stories with gable roof, clapboard siding, classical entrance on east facade, one story porch on south side. Large two-and- one-half story barn with clapboard siding, gable roof and Italianate style cupola to rear (west) of the house. Charles was the treasurer of Pennell Bros. Helen Keller with Anne Sullivan and John Macy lived here.
* **William Pennell House** (1781–1832), son of Thomas Pennell III. 258 Pennellville Road. The original building was erected in 1780. It was enlarged and remodeled in 1862. Greek Revival style residence, two stories, clapboard siding, hipped roof, small one story classical portico over east entrance, adjoining two-and-one-half story carriage barn. Jacob II (1807–1882, son of Jacob Pennell) lived here during the days of the Pennell Bros. shipyard. Pennells lived here until the 1900s
* **Job Pennell House** (1812–1868), son of Jacob Pennell. Built circa 1860. Greek Revival style, two story residence with vinyl siding, gable roof, one-and-one-half story ell and carriage barn

## Captain Abby and Captain John

A notable relative of the Pennell family was Pulitzer Prize-winning writer Robert P. T. Coffin (1892–1955). Coffin was the brother of Alice Pennell, and lived in the Jacob Pennell II Mansion (formerly the home of William Pennell). Robert Coffin wrote the critically acclaimed novel *Captain Abby and Captain John* (1939), a novel about two Pennell ship captains.

General Specific

## InfoBox

|  | |
| --- | --- |
| Pennellville Historic District | |
| U.S. National Register of Historic Places | |
| U.S. Historic district | |
|  | |
| An historic barn, part of the property of 54 Pennell Way. Built in 1800, the adjacent home was originally that of Captain John A. Given (1779–1840) | |
|  | |
| Location | Roughly bounded by Pennellville Rd., Middle Bay Cove, and Pennell Way, Brunswick, Maine |
| Coordinates | 43°51′42″N 69°57′40″W / 43.86167°N 69.96111°W / 43.86167; -69.96111 |
| Area | 130 acres (53 ha) |
| Architectural style | Greek Revival, Italianate, Federal |
| NRHP reference No. | 85002923 |
| Added to NRHP | October 10, 1985 |


title: Pennellidae

abstract: Pennellidae is a family of parasitic copepods. When anchored on a host, they have a portion of the body on the outside of the host, whereas the remaining anterior part of the parasite is hidden inside tissues of the host.

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# Pennellidae

**Pennellidae** is a family of parasitic copepods. When anchored on a host, they have a portion of the body on the outside of the host, whereas the remaining anterior part of the parasite is hidden inside tissues of the host.

## Genera

There are 24 genera:

## InfoBox

| Pennellidae | |
| --- | --- |
|  | |
| *Lernaeenicus sprattae* on host *Sprattus sprattus* | |
|
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Animalia |
| Phylum: | Arthropoda |
| Class: | Copepoda |
| Order: | Siphonostomatoida |
| Family: | Pennellidae<br>Burmeister, 1835 |
|
| Synonyms | |
| * Pennillidae Burmeister, 1816 | |


title: Pelican Island (Texas)

abstract: Pelican Island is an island located in Galveston County, Texas. It is part of the city of Galveston and is linked to Galveston Island by the Pelican Island causeway. The island is home to the Texas A&M University at Galveston as well as two museum ships—the destroyer escort USS Stewart (DE-238) and the submarine USS Cavalla (SS-244)—and Seawolf Park. Seawolf Parkway is the only street that runs across the island. In 1965, Galveston businessman George Mitchell purchased a large parcel of land on Pelican Island and donated some of it for the permanent home of Texas A&M University at Galveston. The Intracoastal Waterway borders it to the north, separating Pelican Island from another island.

text:
# Pelican Island (Texas)

**Pelican Island** is an island located in Galveston County, Texas. It is part of the city of Galveston and is linked to Galveston Island by the Pelican Island causeway. The island is home to the Texas A&M University at Galveston as well as two museum ships—the destroyer escort USS *Stewart* (DE-238) and the submarine USS *Cavalla* (SS-244)—and Seawolf Park. Seawolf Parkway is the only street that runs across the island.

In 1965, Galveston businessman George Mitchell purchased a large parcel of land on Pelican Island and donated some of it for the permanent home of Texas A&M University at Galveston. The Intracoastal Waterway borders it to the north, separating Pelican Island from another island.

## 2024 partial bridge collapse

On May 15, 2024, a tugboat leaving Texas International Terminals, a container terminal next to the Pelican Island causeway, the only bridge connecting the island to the rest of Galveston, lost control of two barges it was pushing. One of the barges, operated by Martin Operating Partnership, then hit the bridge and two telephone poles at approximately 10:00 CDT (3:00 GMT) collapsing a portion of the bridge, causing a diesel fuel spill, and causing a temporary power outage on the island. Two people were knocked off of the barge or jumped off, but they were quickly rescued. As a result of the collision, the bridge was closed. The barge, which reportedly has a capacity of 30,000 U.S. gal (110,000 L), spilled between 1,000 U.S. gal (3,800 L) and 2,000 U.S. gal (7,600 L) of oil. Some spilled oil stayed on top of the barge and did not leak into the water.

An approximate 6.5 mi (10.5 km) span of the Gulf Intracoastal Waterway was shut down around the bridge in order to help crews clean up the oil spill. Galveston County officials began evacuations for the approximately 200 people who were on the island at the time of the collapse for anyone who needed to leave the island, but warned that they would be unlikely to be able to return in the near future.

## InfoBox

Pelican Island
| Pelican Island | |
| --- | --- |
| Geography | |
| Location | Galveston Bay |
| Coordinates | 29°19′55″N 94°48′22″W / 29.332°N 94.806°W / 29.332; -94.806 |
| Area | 6.4 sq mi (17 km2) |
| Length | 2.85 mi (4.59 km) |
| Width | 2.67 mi (4.3 km) |
| Highest elevation | 20 ft (6 m) |
| Administration | |
| **United States** | |
| State | Texas |
| County | Galveston County |
| Largest settlement | Part of the City of Galveston (pop. 57,523) |


title: Pelican Island (Tasmania)

abstract: Pelican Island is an island, with an area of 6.8 ha including an associated reef joined to it at low tide, in south-eastern Australia. It is part of Tasmania’s Vansittart Island Group, lying in eastern Bass Strait between Flinders and Cape Barren Islands in the Furneaux Group. Until 1984 it was leased for grazing. The island is part of the Franklin Sound Islands Important Bird Area, identified as such by BirdLife International because it holds over 1% of the world populations of six bird species.

text:
# Pelican Island (Tasmania)

**Pelican Island** is an island, with an area of 6.8 ha (17 acres) including an associated reef joined to it at low tide, in south-eastern Australia. It is part of Tasmania’s Vansittart Island Group, lying in eastern Bass Strait between Flinders and Cape Barren Islands in the Furneaux Group. Until 1984 it was leased for grazing. The island is part of the Franklin Sound Islands Important Bird Area, identified as such by BirdLife International because it holds over 1% of the world populations of six bird species.

## Fauna

Recorded breeding seabird and wader species are short-tailed shearwater, white-faced storm-petrel, Pacific gull, Caspian tern and sooty oystercatcher. An unidentified skink is present and there is evidence of the presence of feral cats.

40°18′S 148°19′E / 40.300°S 148.317°E / -40.300; 148.317


title: Vučkovci

abstract: Vučkovci is a village in the municipality of Gradačac, Bosnia and Herzegovina.

text:
# Vučkovci

**Vučkovci**  is a village in the municipality of Gradačac, Bosnia and Herzegovina.

## Demographics

According to the 2013 census, its population was 2,679.

Ethnicity in 2013
| Ethnicity | Number | Percentage |
| --- | --- | --- |
| Bosniaks | 2,650 | 98.9% |
| Serbs | 2 | 0.1% |
| Croats | 1 | 0.0% |
| other/undeclared | 26 | 1.0% |
| **Total** | **2,679** | **100%** |

## InfoBox

| Vučkovci | |
| --- | --- |
| Village | |
| Vučkovci | |
| Coordinates: 44°48′18″N 18°29′26″E / 44.80500°N 18.49056°E / 44.80500; 18.49056 | |
| Country | Bosnia and Herzegovina |
| Entity | Federation of Bosnia and Herzegovina |
| Canton | Tuzla |
| Municipality | Gradačac |
| Area | |
| Total | 5.59 sq mi (14.49 km2) |
| Population (2013) | |
| Total | 2,679 |
| Density | 480/sq mi (180/km2) |
| Time zone | UTC+1 (CET) |
| Summer (DST) | UTC+2 (CEST) |


title: Windfern High School

abstract: Windfern High School is a public secondary school located in unincorporated Harris County, Texas, United States. Windfern High School, often referred to as The Lighthouse, is a campus of choice in the Cypress-Fairbanks Independent School District. Windfern's main campus focus is graduation leading to post-high school education and lifelong learning.

text:
# Windfern High School

**Windfern High School** is a public secondary school located in unincorporated Harris County, Texas, United States.

Windfern High School, often referred to as The Lighthouse, is a campus of choice in the Cypress-Fairbanks Independent School District. Windfern's main campus focus is graduation leading to post-high school education and lifelong learning.

## History

The school opened in August 1995.

## Students

Windfern students generally fall between the ages of 17-21, and take anywhere from one to five classes per semester. A student typically transfers to Windfern because certain challenges have delayed them in the pursuit of the traditional path to graduation. The reasons for these delays are widely varied and are truly unique to each student, therefore, an application process is employed to select which students would most benefit.

A standard full Windfern course load is three two-hour classes.. It is also not uncommon for a student to take only the one or two classes needed to graduate. Some students may arrive in the afternoon for a class, or may just come in the mornings. There is not a fixed regimen to which all students must adhere.

## Campus

Windfern is located in the former Cypress-Fairbanks Independent School District Administration Building. Students utilize the parking lot of Pridgeon Stadium located directly adjacent to the school. Windfern is an open campus, meaning students are welcome to leave at certain times of the day. Classes start at 7:15 am and last until 4:45 pm. The majority of students, however, are in class between the hours of 8:10 and 2:30. Students are allowed one hour to eat lunch, which is usually eaten off campus because the former administration building offers limited food facilities.

## Graduation

Windfern holds two graduations per year. One in December, for the students completing all of their coursework in the fall semesters, and another in June for students finishing in the spring semesters. The staff at Windfern have recognized that there are no graduation speakers with a better message than the actual graduates who must audition for a spot on stage. Usually the top three speakers are chosen by a panel which consists of the campus administration and other staff.

## Feeder Patterns

Windfern is not fed by any specific middle or elementary schools because one must go through the application process before being accepted as a student. Windfern is a service campus for all of the other traditional, large campuses in the district.

## Controversy

In 2017, Windfern's principal expelled a student for refusing to stand during the Pledge of Allegiance. The student said that she did it because of "police brutality" and "Donald Trump being President." After a television station covered the story, the administration reversed its decision.

## InfoBox

| Windfern High School | |
| --- | --- |
|  | |
| Address | |
|  | |
| 12630 Windfern Road
Harris County (Houston address), Texas
United States | |
| Coordinates | 29°56′03″N 95°34′22″W / 29.934231°N 95.572801°W / 29.934231; -95.572801 |
| Information | |
| Type | Public secondary |
| Established | 1995 |
| School district | Cypress Fairbanks Independent School District |
| Principal | Craig Pliskin |
| Grades | N/A |
| Enrollment | ~200 |
| Campus | Suburban |
| Color(s) | N/A |
| Mascot | Lighthouse |
| School hours | 7:15–4:45 |
| Website | Official Website |


title: Hampson–Hardeman Cup

abstract: Prior to the creation of the AFL Women's (AFLW), the AFL ran four years of exhibition matches between sides representing Melbourne and Western Bulldogs: the winner received the Hampson–Hardeman Cup, named in honour of women's football pioneers Barb Hampson and Lisa Hardeman, who developed the first women's championships in 1992. The cup is currently held by Melbourne.

text:
# Hampson–Hardeman Cup

Prior to the creation of the AFL Women's (AFLW), the AFL ran four years of exhibition matches between sides representing Melbourne and Western Bulldogs: the winner received the **Hampson–Hardeman Cup**, named in honour of women's football pioneers Barb Hampson and Lisa Hardeman, who developed the first women's championships in 1992.

The cup is currently held by Melbourne.

## History

|  |  |  |  |  |  |
| --- | --- | --- | --- | --- | --- |
|  | 2013 | | |  |  |
| Sunday, 30 June | Melbourne 8.5 (53) | def. | Western Bulldogs 3.3 (21) | MCG (crowd: 7,500) | Match report |
| * Melbourne received the Hampson–Hardeman Cup | | | | | |

|  |  |  |  |  |  |
| --- | --- | --- | --- | --- | --- |
|  | 2014 | | |  |  |
| Sunday, 29 June | Western Bulldogs 4.2 (26) | def. by | Melbourne 10.12 (72) | Etihad Stadium (crowd: 24,953 (D/H)) | Match report |
| * Melbourne retained the Hampson–Hardeman Cup | | | | | |

|  |  |  |  |  |  |
| --- | --- | --- | --- | --- | --- |
|  | 2015 | | |  |  |
| Sunday, 24 May | Melbourne 4.13 (37) | def. | Western Bulldogs 4.5 (29) | MCG (crowd: 29,381 (D/H)) | Match report |
| Sunday, 16 August | Western Bulldogs 5.6 (36) | def. by | Melbourne 6.4 (40) | Etihad Stadium (crowd: 27,805 (D/H)) | Match report |
|  | | | | | |

|  |  |  |  |  |  |
| --- | --- | --- | --- | --- | --- |
|  | 2016 | | |  |  |
| Sunday, 6 March | Melbourne 3.3 (21) | def. by | Western Bulldogs 6.5 (41) | Highgate Recreational Reserve | Match report |
| Saturday, 3 September | Western Bulldogs 14.6 (90) | def. | Melbourne 7.9 (51) | Whitten Oval (crowd: 6,365) | Match report |
|  | | | | | |

|  |  |  |  |  |  |
| --- | --- | --- | --- | --- | --- |
|  | 2017 | | |  |  |
| Saturday, 18 February (7:35 pm) | Western Bulldogs 4.5 (29) | def. by | Melbourne 6.7 (43) | VU Whitten Oval (crowd: 8,000) | Report |
| * Melbourne received the Hampson–Hardeman Cup * This was the first match between the two teams in the newly-formed AFLW | | | | | |

|  |  |  |  |  |  |
| --- | --- | --- | --- | --- | --- |
|  | 2018 | | |  |  |
| Saturday, 17 March (7:10 pm) | Western Bulldogs 5.3 (33) | def. | Melbourne 4.7 (31) | VU Whitten Oval (crowd: 7,593) | Report |
|  | | | | | |

|  |  |  |  |  |  |
| --- | --- | --- | --- | --- | --- |
|  | 2019 | | |  |  |
| Saturday, 9 March (7:15 pm) | Western Bulldogs 6.2 (38) | def. by | Melbourne 5.9 (39) | Marvel Stadium (crowd: 10,612) | Report |
| * Melbourne received the Hampson–Hardeman Cup | | | | | |

|  |  |  |  |  |  |
| --- | --- | --- | --- | --- | --- |
|  | 2020 | | |  |  |
| Friday, 14 February (7:40 pm) | Western Bulldogs 2.0 (12) | def. by | Melbourne 4.8 (32) | VU Whitten Oval (crowd: 3,133) | Report |
|  | | | | | |

|  |  |  |  |  |  |
| --- | --- | --- | --- | --- | --- |
|  | 2021 | | |  |  |
| Sunday, 21 February (3:10 pm) | Western Bulldogs 6.1 (37) | def. | Melbourne 2.12 (24) | VU Whitten Oval (crowd: 3,180) | Report |
|  | | | | | |

|  |  |  |  |  |  |
| --- | --- | --- | --- | --- | --- |
|  | 2022 (S6) | | |  |  |
| Saturday, 8 January (7:00 pm) | Western Bulldogs 3.4 (22) | def. by | Melbourne 6.10 (46) | Victoria University Whitten Oval (crowd: 2,571) | Report |
| * Melbourne received the Hampson–Hardeman Cup | | | | | |

|  |  |  |  |  |  |
| --- | --- | --- | --- | --- | --- |
|  | 2022 (S7) | | |  |  |
| Sunday, 9 October (3:10 pm) | Melbourne 10.13 (73) | def. | Western Bulldogs 1.3 (9) | Casey Fields (crowd: 2,154) |  |
|  | | | | | |

|  |  |  |  |  |  |
| --- | --- | --- | --- | --- | --- |
|  | 2023 | | |  |  |
| Saturday, 16 September (3:05 pm) | Melbourne 12.11 (83) | def. | Western Bulldogs 6.5 (41) | Casey Fields (crowd: 1,457) |  |
|  | | | | | |

## InfoBox

Hampson–Hardeman Cup
| Latest meeting | 16 September 2023 |
| --- | --- |
| Next meeting | TBA |
| Statistics | |
| Meetings total | 14 |
| All-time series | Melbourne 10 wins
Western Bulldogs 4 wins |
| Largest victory | Melbourne – 64 points (9 October 2022)
Western Bulldogs – 39 points (3 September 2016) |


title: Merton Bernfield

abstract: Merton R. Bernfield was an American pediatrician and cell biologist. In his postdoctoral work with Marshall Nirenberg, he made important contributions to deciphering the genetic code. He helped found the field of glycobiology, showed the dynamic nature of the extracellular matrix, and discovered the syndecans, a family of highly glycosylated proteins on the surfaces of cells that influence tissue repair, metabolism, the formation of tumors and the development of immune responses. He was a professor of Pediatrics at Stanford University starting in 1967, serving as chair of the Program in Human Biology, associate director of the birth defects clinic at Stanford Hospital and co-director of its premature infant follow-up clinic. He joined the Harvard Medical School faculty in 1989 as the Clement Smith Professor of Pediatrics and Cell Biology and Director of the Joint Program in Neonatology at the Children's Hospital, Boston. He was a member of the Institute of Medicine at the National Academy of Sciences. The Merton Bernfield Memorial Award for graduate students and postdocs was established by the American Society for Cell Biology.

text:
# Merton Bernfield

**Merton R. Bernfield** (1938 – March 18, 2002) was an American pediatrician and cell biologist. In his postdoctoral work with Marshall Nirenberg, he made important contributions to deciphering the genetic code. He helped found the field of glycobiology, showed the dynamic nature of the extracellular matrix, and discovered the syndecans, a family of highly glycosylated proteins on the surfaces of cells that influence tissue repair, metabolism, the formation of tumors and the development of immune responses.

He was a professor of Pediatrics at Stanford University starting in 1967, serving as chair of the Program in Human Biology, associate director of the birth defects clinic at Stanford Hospital and co-director of its premature infant follow-up clinic. He joined the Harvard Medical School faculty in 1989 as the Clement Smith Professor of Pediatrics and Cell Biology and Director of the Joint Program in Neonatology at the Children's Hospital, Boston. He was a member of the Institute of Medicine at the National Academy of Sciences.

The Merton Bernfield Memorial Award for graduate students and postdocs was established by the American Society for Cell Biology.

## InfoBox

| Merton Ronald Bernfield | |
| --- | --- |
| Born | April 9, 1938 (1938-04-09)
Chicago |
| Died | March 18, 2002(2002-03-18) (aged 63–64)
Boston |
| Alma mater | University of Illinois |
| Known for | Contribution to solving the genetic code, Discovery of syndecan |
| Spouse | Audrey Rivkin Bernfield |
| **Scientific career** | |
| Fields | Pediatrics, Cell Biology |
| Institutions |  |
|  | |


title: Moccasin

abstract: A moccasin is a shoe, made of deerskin or other soft leather, consisting of a sole and sides made of one piece of leather, stitched together at the top, and sometimes with a vamp. The sole is soft and flexible and the upper part often is adorned with embroidery or beading. Though sometimes worn inside, it is chiefly intended for outdoor use. Historically, it is the footwear of many indigenous people of North America; moreover, hunters, traders, and European settlers wore them. Etymologically, the moccasin derives from the Algonquian language Powhatan word makasin, and from the Proto-Algonquian word *maxkeseni (shoe).

text:
# Moccasin

A **moccasin** is a shoe, made of deerskin or other soft leather, consisting of a sole (made with leather that has not been "worked") and sides made of one piece of leather, stitched together at the top, and sometimes with a vamp (additional panel of leather). The sole is soft and flexible and the upper part often is adorned with embroidery or beading. Though sometimes worn inside, it is chiefly intended for outdoor use.

Historically, it is the footwear of many indigenous people of North America; moreover, hunters, traders, and European settlers wore them. Etymologically, the *moccasin* derives from the Algonquian language Powhatan word *makasin* (cognate to Massachusett *mohkisson* / *mokussin*, Ojibwa *makizin*, Mi'kmaq *mksɨn*), and from the Proto-Algonquian word **maxkeseni* (shoe).

## History

In the 1800s, moccasins usually were part of a Canadian regalia, e.g. a powwow suit of clothes. The most common style is that of the Plains Indians moccasin.

Moccasins protect the foot while allowing the wearer to feel the ground. The Plains Indians wore hard-sole moccasins, given that their territorial geography featured rock and cacti. The eastern Indian tribes wore soft-sole moccasins, for walking in leaf-covered forest ground.

## Contemporary use

In New Zealand and Australia, sheep shearers' moccasins are constructed of a synthetic, cream-colored felt, with a back seam and gathered at the top of the rounded toe. These moccasins are laced in the front, and the lacing is covered with a flap fastened with a buckle at the shoe's outer side. The fastener arrangement prevents the shearer's handpiece comb from catching in the laces. Shearers' moccasins protect the feet, grip wooden floors well, and absorb sweat.

The word *moccasin* can also denote a shoe of deer leather adorned with laces.

### Driving moccasins

A *driving moccasin* (driving moc) is a contemporary version of the traditional Native American moccasin with the addition of rubber tabs on the sole. The addition of rubber-pad sole adds to the versatility and longevity of the shoe while maintaining the flexibility and comfort of a traditional moccasin. They were invented for men who wanted extra grip while driving. There are two variations of the sole, including:

* *Rubber-dotted* \- These have a uniform covering of small, round rubber pads.
* *Separated Pad* \- These have larger, flat rubber pads separated by only small areas.

### Work boot moccasins

Moc Toe Boots, commonly referred as a "Moc Toe", the boots are normally combined with hard rubber compounded soles. The moccasin toe work boot is a style that reflects the Native American moccasin. Normally by weld stitching two pieces of leather or fabric, the pattern creates a U-shaped design around the toe box.


title: Stare Kuchmy

abstract: Stare Kuchmy is a village in the administrative district of Gmina Michałowo, within Białystok County, Podlaskie Voivodeship, in north-eastern Poland, close to the border with Belarus.

text:
# Stare Kuchmy

**Stare Kuchmy** \[ˈstarɛ ˈkuxmɨ\] is a village in the administrative district of Gmina Michałowo, within Białystok County, Podlaskie Voivodeship, in north-eastern Poland, close to the border with Belarus.

## InfoBox

| Stare Kuchmy | |
| --- | --- |
| Village | |
| Stare Kuchmy | |
| Coordinates: 53°02′55″N 23°36′08″E / 53.04861°N 23.60222°E / 53.04861; 23.60222 | |
| Country | Poland |
| Voivodeship | Podlaskie |
| County | Białystok |
| Gmina | Michałowo |


title: The Relentless Revolution

abstract: The Relentless Revolution: A History of Capitalism is a 2010 book by Joyce Appleby.

text:
# The Relentless Revolution

***The Relentless Revolution: A History of Capitalism*** is a 2010 book by Joyce Appleby.

## Content

The book is an analysis of the rise of capitalism on a global basis and how it has changed, mutated and reinvented itself in a number of ways over the course of centuries. She argues that capitalism was a break from a set of circumstances that had prevailed over the course of 4,000 years and thus must be interpreted as a process of historical change rather than as an inevitable extension of human nature on the lines asserted by Adam Smith. It has its roots in changes in mercantile and commercial activity chiefly located in a certain period in Dutch and then British history (and then on to American history) before expanding across the world in various forms.

Appleby's examination of the history of capitalism begins with the pervasive scarcity of agricultural societies up to the 16th century, and then explores the European divergence away from that pattern from then onwards. As intimated in the title, Appleby's emphasis is upon capitalism as a dynamic force that relentlessly revolutionises itself and the world around it. It therefore has a propulsive force which distinguishes it from the activity of commerce which, she argues, goes back at least as far as Hammurabi, and is distinct from the larger and more profound force of capitalism as she characterises it.

She references other thinkers on a critical basis; for example, in the case of Karl Marx she argues that he was right to conceive of ways in which capital could have been better used but was wrong in failing to see the negative side of communism. She also discusses the ideas of Joseph Schumpeter in arguing that capitalism might fail by destroying institutions that act as custodians to it, reflecting on this notion in light of the 2008 financial crisis. She cites Max Weber as being most influential to her view, emphasising “his emphasis on contingency and unintended consequences in the formation of capitalism."

She is broadly positive towards the dynamic nature of capitalism, describing figures such as Rockefeller, Vanderbilt, Carnegie, Zeiss or Krupp as "swashbuckling heroes of enterprise". However, there are themes within the work that raise fundamental questions about its equity, efficiency and longevity, notably its long-term use of fossil fuels and the problems of sustainability that face humanity now; the damaging effects of imperialism; and the danger of government and public interest being stymied by the strong private interests of the free market.

At the end of the book she discusses the rise of China and its particular form of statist capitalism.

## InfoBox

The Relentless Revolution: A History of Capitalism
|  | |
| --- | --- |
| Author | Joyce Appleby |
| Publisher | W. W. Norton & Company |
| Publication date | United States <br>2010 |
| Pages | 494 |
| ISBN | 978-0-393-06894-8 |


title: Uruguayans in Sweden

abstract: Uruguayans in Sweden are people born in Uruguay who live in Sweden, or Swedish-born people of Uruguayan descent. As of 2013, there were over 4,000 Uruguayans living in Swedish territory.

text:
# Uruguayans in Sweden

**Uruguayans in Sweden** are people born in Uruguay who live in Sweden, or Swedish-born people of Uruguayan descent. As of 2013, there were over 4,000 Uruguayans living in Swedish territory.

## Overview

Since Sweden was and remains a highly democratic country and a net receiver of immigrants, during the civic-military dictatorship of Uruguay (1973–1985) there were several Uruguayans fled to Sweden; this was possible, among others, much because of Ambassador Harald Edelstam. Nowadays there are many Uruguayans who still live in Sweden.

Uruguayan residents in Sweden have their own institutions, for instance, Casa Uruguay in Malmö and the Consultative Councils in Stockholm and Gothenburg.

## Notable people

past present

## InfoBox

Uruguayans in Sweden
Sverige födda i Uruguay
| *Suecos uruguayos* | |
| --- | --- |
| Total population | |
| 4,000 estimated | |
| Regions with significant populations | |
| Stockholm, Gothenburg, Malmö | |
| Languages | |
| Spanish language, Swedish language | |
| Religion | |
| Predominantly Roman Catholicism | |


title: Trend-Arlington

abstract: Trend-Arlington is a suburban neighbourhood in Knoxdale-Merivale Ward in the city of Ottawa, Ontario, Canada. The neighbourhood is located with in the former City of Nepean in the west end of the city. It is located west of Greenbank Road, east of Highway 416 and Cedarview Road, north of West Hunt Club Road and south of the Leslie Park neighbourhood. Its main road is McClellan Road, which is renamed Banner Road at its north end. The community was developed by the Campeau Corporation from the 1960s to the 1980s. A swath of the Trend-Arlington neighbourhood was devastated by an EF-2 tornado on September 21, 2018.

text:
# Trend-Arlington

**Trend-Arlington** is a suburban neighbourhood in Knoxdale-Merivale Ward in the city of Ottawa, Ontario, Canada. The neighbourhood is located with in the former City of Nepean in the west end of the city. It is located west of Greenbank Road, east of Highway 416 and Cedarview Road, north of West Hunt Club Road and south of the Leslie Park neighbourhood. Its main road is McClellan Road, which is renamed Banner Road at its north end.

The community was developed by the Campeau Corporation from the 1960s to the 1980s.

A swath of the Trend-Arlington neighbourhood was devastated by an EF-2 tornado on September 21, 2018.

## Sub-Neighbourhoods

There are four sub-neighbourhoods in Trend-Arlington. Trend Village was the first area to be developed in 1964-1968; Sheehan Estates, the northern tip of the neighbourhood was completed in 1969-1973 and later in 1986; and the Estates of Arlington Woods was developed during 1984 and 1985. The Estates of Arlington Woods is east of Greenbank and west of Knoxdale Road.

## Demographics

According to the Canada 2016 Census, the neighbourhood had a total population of 4,771.

## Recreation

The neighbourhood is known for recreation. It is home to five parks, bike paths, a shopping plaza, and Bruce Pit, an old quarry which is now a dog park and walking trails in a wooded area. The largest park in the neighbourhood is Trend-Arlington Park which has football and soccer fields, Trend-Arlington Tennis Club and a bike path. In 2007, Ben Franklin Soccer Dome was built. The dome has two giant soccer fields, a workout gym, and a meeting room. The dome also holds charity and community events. Sometimes the Ottawa Senators get their workout training there. There is also a small park located on Banner Road.

It is home to two churches; Arlington Woods Free Methodist Church and a Coptic Orthodox church named St. Mary Coptic Orthodox Church on Greenbank. The community schools are Knoxdale Public School, Greenbank Middle School and Sir Robert Borden High School.

45°19′23″N 75°47′10″W / 45.323°N 75.786°W / 45.323; -75.786


title: TrendMusic

abstract: Trend Music is a music label owned by Vision Time India Private Limited. It is known for southern Indian music. The company began operation in 2015.

text:
# TrendMusic

**Trend Music** is a music label owned by Vision Time India Private Limited. It is known for southern Indian music. The company began operation in 2015.

## Film soundtracks released under the Trend Music Label

## InfoBox

| TrendMusic | |
| --- | --- |
|  | |
| Parent company | Vision Time India Private Limited |
| Founded | 2015 (2015) |
| Genre | Music |
| Country of origin | India |
| Official website | trendloud.com |


title: Trenton, Ontario

abstract: Trenton is a large community in Central Ontario in the municipality of Quinte West, Ontario, Canada. Located on the Bay of Quinte, it is the starting point for the Trent-Severn Waterway, which continues northwest to Peterborough and eventually Port Severn on Georgian Bay.

text:
# Trenton, Ontario

**Trenton** (2001 population 16,770) is a large community in Central Ontario in the municipality of Quinte West, Ontario, Canada. Located on the Bay of Quinte, it is the starting point for the Trent-Severn Waterway, which continues northwest to Peterborough and eventually Port Severn on Georgian Bay.

## History

The Trenton area is part of the traditional area of the Mississauga and other Indigenous First Nations. The first known expedition by Europeans in the area was one by French explorer Samuel de Champlain, which followed the Trent passing through Trenton in 1615. The Trent River is known to the Mississauga as *Sangichiwigewonk*, or 'fast flowing.' Settlers gave it the name 'Trent', after the River Trent in England.

The area around the mouth of the Trent River was first settled by Europeans in the 1780s, after the area was ceded to the British in 1783 as part of the Crawford Purchase. United Empire Loyalists first settled in Trenton in 1792. First named Trent Port, it was renamed Trent Town and later became Trenton. Assorted settlements and town plots in the area went under a number of names until the Village of Trenton was incorporated in 1853. Trenton grew thanks to its port location and the area's lumber industry. During the First World War, the town was home to a major munitions plant owned by the British Chemical Company. This facility was built in 1915 to manufacture artillery, rifle, and small arms ammunition. Three weeks before the Armistice, an explosion levelled the plant. Remains of the old plant can still be found today.

Trenton was also an important film production centre. In 1917, a film studio was built in the town and a number of productions were filmed there. In 1923, the Trenton Film Plant was purchased by the Ontario government to house the studio and laboratory of the Ontario Motion Picture Bureau. The advent of talkies and 16mm film made the equipment at the film plant obsolete and the facility closed in 1934.

The construction of a RCAF Station Trenton, a major Royal Canadian Air Force base just east of Trenton, started in 1929 and continued through the 1930s. This provided a major economic boost to the area through the Great Depression, the Second World War and later.

Trenton was incorporated as a city in 1980. On January 1, 1998, Trenton was amalgamated with the Village of Frankford and the Townships of Murray and Sidney to form Quinte West. Home to nearly half the population of Quinte West, Trenton is the largest community within the municipality, and is one of Ontario's largest unincorporated settlements.

## Economy

Canadian Forces Base Trenton/8 Wing, located on the east side of the town, is an important facility for the Royal Canadian Air Force's transport and search and rescue operations, and is Trenton's main employer.

Other large employers include Trenton Cold Storage, Norampac, Kruger, Mapco, Citipack, Jobsters, Pentair Thermal Controls, Nestlé, ElectroCables, Domtech, Global Med Inc., Mckesson Canada and DECA Cables.

Tourism also plays an important role in the economy, given Trenton's location as the southern entry point for the Trent–Severn Waterway.

From 1917 to 1920, The Parker Bros. Textile Mill was a movie studio, which dubbed Trenton "Hollywood North".

## Transportation

Highway 401 crosses the Trent River on the north side of the town. Hastings County Road 2 (formerly Ontario Highway 2) is the main east–west route through town, leading towards Brighton in the west and to Belleville in the east. The main north–south route is Hastings County Road 33 (formerly Ontario Highway 33), leading towards Picton to the south and Stirling to the north.

Canadian Pacific and Canadian National main railway lines (Toronto – Ottawa/Montreal) pass through the city. Via Rail offers limited passenger service to and from Toronto, Ottawa and Montreal via Kingston to Trenton Junction station.

Trenton Airport is co-located with CFB Trenton on the east side of town.

Trenton is the starting point for the Trent–Severn Waterway and two locks (Lock 1 and Lock 2) are located in the community.

Trenton also has a local public transit system, run by Quinte Access. It runs an hourly schedule Monday to Friday and limited service on Saturday (no Sunday Service, check for holidays) with Chevrolet Arboc specialized buses with ramps for wheelchairs. Several private firms also provide dispatched taxi services.

## Climate

| Climate data for Trenton | | | | | | | | | | | | | |
| --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- |
| Month | Jan | Feb | Mar | Apr | May | Jun | Jul | Aug | Sep | Oct | Nov | Dec | Year |
| Record high humidex | 17.4 | 14.1 | 27.9 | 32.5 | 42.3 | 43.5 | 44.4 | 49.3 | 43.5 | 33.9 | 26.4 | 18.5 | 49.3 |
| Record high °C (°F) | 14.5
(58.1) | 13.5
(56.3) | 25.4
(77.7) | 29.6
(85.3) | 33.3
(91.9) | 35.6
(96.1) | 38.9
(102.0) | 36.1
(97.0) | 35.0
(95.0) | 25.6
(78.1) | 22.8
(73.0) | 16.2
(61.2) | 38.9
(102.0) |
| Mean daily maximum °C (°F) | −2.6
(27.3) | −1.4
(29.5) | 3.9
(39.0) | 11.3
(52.3) | 18.4
(65.1) | 23.2
(73.8) | 26.1
(79.0) | 25.0
(77.0) | 20.2
(68.4) | 13.5
(56.3) | 6.8
(44.2) | 0.5
(32.9) | 12.1
(53.8) |
| Daily mean °C (°F) | −7.5
(18.5) | −6.3
(20.7) | −1.0
(30.2) | 6.1
(43.0) | 12.7
(54.9) | 17.6
(63.7) | 20.5
(68.9) | 19.4
(66.9) | 14.8
(58.6) | 8.3
(46.9) | 2.6
(36.7) | −4.0
(24.8) | 7.0
(44.6) |
| Mean daily minimum °C (°F) | −12.3
(9.9) | −11.2
(11.8) | −5.8
(21.6) | 0.9
(33.6) | 7.1
(44.8) | 11.9
(53.4) | 14.9
(58.8) | 13.8
(56.8) | 9.3
(48.7) | 3.1
(37.6) | −1.6
(29.1) | −8.4
(16.9) | 1.8
(35.2) |
| Record low °C (°F) | −35.1
(−31.2) | −32.2
(−26.0) | −28.9
(−20.0) | −14.4
(6.1) | −6.1
(21.0) | 1.1
(34.0) | 5.6
(42.1) | 3.3
(37.9) | −4.6
(23.7) | −8.3
(17.1) | −19.4
(−2.9) | −31.8
(−25.2) | −35.1
(−31.2) |
| Record low wind chill | −44.9 | −44.1 | −35.0 | −21.9 | −8.5 | −0.7 | 5.6 | 0.7 | −6.1 | −12.2 | −28.9 | −42.4 | −44.9 |
| Average precipitation mm (inches) | 70.1
(2.76) | 54.0
(2.13) | 72.4
(2.85) | 77.1
(3.04) | 71.6
(2.82) | 79.5
(3.13) | 56.1
(2.21) | 77.1
(3.04) | 87.6
(3.45) | 76.0
(2.99) | 91.8
(3.61) | 80.4
(3.17) | 893.8
(35.19) |
| Average rainfall mm (inches) | 35.4
(1.39) | 28.4
(1.12) | 49.5
(1.95) | 70.9
(2.79) | 71.4
(2.81) | 79.5
(3.13) | 56.1
(2.21) | 77.1
(3.04) | 87.6
(3.45) | 75.6
(2.98) | 81.6
(3.21) | 46.1
(1.81) | 759.3
(29.89) |
| Average snowfall cm (inches) | 46.7
(18.4) | 33.2
(13.1) | 26.7
(10.5) | 6.4
(2.5) | 0.2
(0.1) | 0
(0) | 0
(0) | 0
(0) | 0
(0) | 0.4
(0.2) | 12.4
(4.9) | 43.4
(17.1) | 169.4
(66.7) |
| Average precipitation days (≥ 0.2 mm) | 16.3 | 13.2 | 13.5 | 12.3 | 12.2 | 11.9 | 9.1 | 10.7 | 11.6 | 12.8 | 14.7 | 15.8 | 154.2 |
| Average rainy days (≥ 0.2 mm) | 5.6 | 5.3 | 8.4 | 11.3 | 12.2 | 11.9 | 9.1 | 10.7 | 11.6 | 12.7 | 12.3 | 7.7 | 118.8 |
| Average snowy days (≥ 0.2 cm) | 13.3 | 10.6 | 7.6 | 2.2 | 0.03 | 0 | 0 | 0 | 0 | 0.37 | 4.1 | 11.5 | 49.8 |
| Source: Environment Canada | | | | | | | | | | | | | |

## Recreation and culture

Trenton is located on the Lake Ontario Waterfront Trail. Surrounding Trenton, there are numerous conservation areas, a YMCA, campsites, picnic grounds, and marinas. The area has nine golf courses, three ice hockey rinks, numerous soccer fields, bowling, many kilometres of walking trails, a dog park, curling rinks and baseball diamonds, amongst many other recreational activities. Trenton also serves as a gateway to Prince Edward County, south of the Bay of Quinte. This area is becoming increasingly well known for its vineyards, camping, beaches and boating.

The city is home to the Trenton Golden Hawks a junior hockey team that plays in the OJHL.

Trenton is the site of the National Air Force Museum of Canada. It features an original RAF Halifax Bomber, the 75th RCAF time capsule, a Lockheed CC-130E Hercules, and many other aircraft and exhibits. The museum is presently restoring an Avro Lancaster bomber.

Every summer CFB Trenton also is home to over one thousand Royal Canadian Air Cadets who attend two-week Familiarization Courses, three-week Introductory Specialty Courses, and six-week Advanced Specialty Courses, and has special staff positions for more senior cadets. These summer courses introduce the cadets to a military learning environment. Most camps here also go on trips to the airport, the Air Museum, and other relevant places.

Trenton is a hot spot for sport fishing. Popular freshwater fish in the Bay of Quinte and the Trent River include walleye (pickerel), bass, pike, perch, and mudcat. During particular times of the year, salmon and rainbow trout can be caught in the Trent River and in cold-water streams in the area. Each year in May, the Kiwanis Club of Trenton holds the Annual Live Release Fishing Derby, attracting thousands of sport fishermen from around North America with major prizes for tagged fish and heaviest weighed walleye and Northern pike.

In 1990, Canadian poet Al Purdy (who received the Order of Canada and the Governor General's award) published his only novel *A Splinter In The Heart*. It takes place entirely in Trenton and provides a historical look at the town. It mentions many of the landmarks in the city (Mount Pelion, The Bridges, Trent River, etc.) and documents the period of the town directly before and after the huge munitions plant explosion of 1918. Purdy also wrote a poem entitled "At the Quinte Hotel" about the strip club in Trenton called The Sherwood Forest Inn.

Another thing that Trenton is known for is its great swimming, fishing and boating. In addition it is known for being the capital of walleye fishing.

## Education

The public school system is served by the Hastings & Prince Edward District School Board, and the separate school system is served by the Algonquin and Lakeshore Catholic District School Board as well as one school in the area that is part of the neighbouring school board, the Kawartha Pine Ridge District School Board.

There is also the French public school boards: Conseil des écoles publiques de l'Est de l'Ontario and Conseil des écoles catholiques du Centre-Est.

## Notable people

## InfoBox

| Trenton | |
| --- | --- |
| Community | |
| Dundas Street, the main road in Trenton | |
| TrentonLocation of Trenton in Ontario | |
| Coordinates: 44°06′00″N 77°34′50″W / 44.10000°N 77.58056°W / 44.10000; -77.58056 | |
| Country | Canada |
| Province | Ontario |
| County | Hastings |
| City | Quinte West |
| Settled | 1784 |
| Incorporated | 1853 (village) |
| Incorporated | 1880 (town) |
| Incorporated | 1980 (city) |
| Amalgamated | January 1, 1998 |
| Government | |
| Mayor | Mitch Lisle |
| Population (2000)Statistics Canada | |
| Total | 21,972 |
| Time zone | UTC−5 (EST) |
| Summer (DST) | UTC−4 (EDT) |
| Postal Code FSA | K8V |
| Area code | 613 |
| Website | www.quintewest.ca |


title: Trams in Madrid

abstract:
The Madrid tramway network is a network of tramways forming part of the public transport system in Madrid, the capital of Spain.
Parts of the network include(d):
  - The historical street-running tramway network in central Madrid, functioning between 1871 and 1972.
  - The Metro Ligero de Madrid, a tramway network of three lines, which began operations in 2007.
  - The Parla Tram, a circular line in suburb south of Madrid, inaugurated in 2007.

text:
# Trams in Madrid

The **Madrid tramway network** is a network of tramways forming part of the public transport system in Madrid, the capital of Spain. Parts of the network include(d):

* The historical street-running tramway network in central Madrid, functioning between 1871 and 1972.
* The Metro Ligero de Madrid, a tramway network of three lines, which began operations in 2007.
* The Parla Tram, a circular line in suburb south of Madrid, inaugurated in 2007.

* Historical map of tramway lines (1871-2010) (front and back)


title: Trench nephritis

abstract: Trench nephritis, also known as war nephritis, is a kidney infection, first recognised by medical officers as a new disease during the early part of the First World War and distinguished from the then-understood acute nephritis by also having bronchitis and frequent relapses. Trench nephritis was the major kidney problem of the war. The cause was not established at the time, treatments were ineffective, and the condition led to 35,000 British and 2,000 American casualties. The term trench nephritis was coined by Nathan Raw and was first reported in the British Medical Journal in 1915 as affecting soldiers of the British Expeditionary Force in Flanders. Soldiers presented with sudden-onset albuminuria, casts in urine, high blood pressure, swelling of legs or face, headache, sore throat and difficulty breathing and bronchitis. Pathology suggested an underlying inflammation of the small blood vessels of the kidneys. Later evidence showed that trench nephritis may have been due to hantavirus, carried by rodents.

text:
# Trench nephritis

**Trench nephritis**, also known as **war nephritis**, is a kidney infection, first recognised by medical officers as a new disease during the early part of the First World War and distinguished from the then-understood acute nephritis by also having bronchitis and frequent relapses. Trench nephritis was the major kidney problem of the war. The cause was not established at the time, treatments were ineffective, and the condition led to 35,000 British and 2,000 American casualties.

The term *trench nephritis* was coined by Nathan Raw and was first reported in the *British Medical Journal* in 1915 as affecting soldiers of the British Expeditionary Force in Flanders. Soldiers presented with sudden-onset albuminuria, casts in urine, high blood pressure, swelling of legs or face, headache, sore throat and difficulty breathing and bronchitis. Pathology suggested an underlying inflammation of the small blood vessels of the kidneys.

Later evidence showed that trench nephritis may have been due to hantavirus, carried by rodents.

## Background

Before the First World War, kidney diseases had been described in medical textbooks by physicians including Sir William Osler in 1909 and Marcus Seymour Pembrey in 1913. In November 1914, in the early months of the First World War, there were four million men living in 4,000 miles (6,400 km) of trenches, with which three diseases came to be closely associated: trench fever, trench foot, and trench nephritis.

## First World War

Trench nephritis, a term coined by Nathan Raw, was first reported in soldiers of the British Expeditionary Force in Flanders in the *British Medical Journal* (*BMJ*) in 1915. The article included a list of possible causes, including influenza, metal poisoning, toxins as a result of constipation, or a type of beriberi. There was a wide spectrum of opinion on the origin of the condition. Some believed it was a result of scarlet fever. Thomas Oliver wrote authoritatively in the *BMJ* that exposure was a cause. The Germans had reported that the disease occurred in a particular division of their army among those soldiers who slept on pavement rather than those who slept on wooden boards. Thereafter, the Medical Research Council began to investigate the new disease at St Bartholomew's Hospital, and the findings were discussed during the Royal Society of Medicine meeting in February 1916, with Osler as one of the four key speakers. At the time, consensus held with some uncertainty that the then understood acute nephritis was due to toxins, not infection. That this was not the case with the newly found nephritis was debated in several medical journals. Further clarity on an infectious cause was clouded by the finding that some cases did occur in men who had not been in the trenches, urine and blood cultures did not show any infection, and the disease did not appear to spread to areas near the trenches.

Affected soldiers presented with sudden onset of albuminuria, high blood pressure, swelling of legs or face, headache, sore throat and difficulty breathing and bronchitis. Casts were seen in the urine. It was distinguished from acute nephritis by its prolonged course and subsequent frequent relapses. Pathology revealed narrowing of small blood vessels in the kidneys, capillary thrombi, and a proliferation of cells affecting the capillary lumen, suggesting an underlying inflammation of blood vessels.

The cause was not established during the war and therefore preventative measures were not implemented. Trench nephritis was ineffectively treated in the same way that acute nephritis had been treated before the war. Research into the condition was stopped in 1918.

## Epidemiology

Along with other trench diseases such as trench foot and trench fever, trench nephritis contributed to 25% of the British Expeditionary Force's triage bed occupancy and was the major kidney problem of the First World War. The condition led to hundreds of deaths and 35,000 British and 2,000 American casualties. The mortality was low, but men took a long time to recover.

## Significance

Trench warfare was significant in subsequent wars such as the Second World War, the Falklands War and the Gulf War. Of the trench diseases, trench foot made a reappearance in the British Army during the Falklands War in 1982. Trench fever has also been detected during peacetime in homeless alcoholic people and people with HIV. There has since been evidence that a rise in kidney disease during the American Civil War and the occurrence of First World War trench nephritis may have been due to the rodent-spread hantavirus. A similar kidney disease was reported in epidemic proportions in 1934 in Sweden.

## Further reading

## InfoBox

| Trench nephritis | |
| --- | --- |
| Other names | War nephritis |
| Specialty |  |
| Symptoms | Albuminuria, high blood pressure, swelling, casts in urine, difficulty breathing and bronchitis. |
| Risk factors | Trench warfare |
| Prognosis | Low mortality, long recovery, frequent relapses |


title: Traffic Bridge

abstract: The Traffic Bridge is the name given to two truss bridges constructed across the South Saskatchewan River, connecting Victoria Avenue to 3rd Avenue South and Spadina Crescent in Saskatoon, Saskatchewan, Canada. The original bridge opened on October 10, 1907, and was the first bridge to carry motor vehicle traffic in Saskatoon, replacing an unreliable ferry service. The promised construction of the bridge was considered a prime factor in the amalgamation of the towns of Saskatoon, Nutana and Riversdale into one city named Saskatoon. The Traffic Bridge was the only road bridge in Saskatoon until 1916, when the University Bridge was completed. In 2010, the bridge was permanently closed due to severe corrosion and was demolished by 2016. A new truss bridge, a near-replica of the original except with fewer steel spans and a wider road bed, was constructed on the same site after the original bridge was closed. It opened on October 3, 2018.

text:
# Traffic Bridge

The **Traffic Bridge** is the name given to two truss bridges constructed across the South Saskatchewan River, connecting Victoria Avenue to 3rd Avenue South and Spadina Crescent in Saskatoon, Saskatchewan, Canada. The original bridge opened on October 10, 1907, and was the first bridge to carry motor vehicle traffic in Saskatoon, replacing an unreliable ferry service. The promised construction of the bridge was considered a prime factor in the amalgamation of the towns of Saskatoon, Nutana and Riversdale into one city named Saskatoon. The Traffic Bridge was the only road bridge in Saskatoon until 1916, when the University Bridge was completed. In 2010, the bridge was permanently closed due to severe corrosion and was demolished by 2016.

A new truss bridge, a near-replica of the original except with fewer steel spans and a wider road bed, was constructed on the same site after the original bridge was closed. It opened on October 3, 2018.

## Names

The bridge is known both popularly and in official correspondence as the Traffic Bridge, originally distinguishing it from the QLLS/CN railway bridge just upstream and later becoming a proper noun in its own right (the railway bridge was built in 1890 and demolished in 1965 when the rail line and downtown yards were removed; the Senator Sid Buckwold Bridge now crosses the river at its former location). Although it is Saskatoon's oldest bridge, it was never formally named until it was nearly a century old. On January 22, 2007, Saskatoon City Council voted to officially name it the "Traffic Bridge", on the recommendation of the Municipal Heritage Advisory Committee, as a way to acknowledge its historic character and the vital role it played in the city's early history. This name was retained for the replacement bridge that opened in October 2018.

The original bridge was referred to by various other names since its construction (see infobox). The most popular name is Victoria Bridge, given that Victoria Avenue runs right up to the bridge's south end. It has been called the 19th Street Bridge, although 19th Street actually passes two blocks north of the bridge and connects with the northwest end of Broadway Bridge (this name made more sense prior to the construction of Broadway Bridge, when the streetcar line came down 19th street before turning onto the bridge) and the 3rd Avenue Bridge, as that is its continuation on the north end of the bridge. Due to its colour, it was also called the Black Bridge, although a later paint scheme was a rather dark grey. It was also sometimes called the Iron Bridge and even the Short Hill Bridge after the Short Hill, down which Victoria Avenue comes (as opposed to "Long Hill" which was a longer route down the same hill originally used by street cars.

## History

The Traffic Bridge came into being when residents of Nutana agreed to merge with the town of Saskatoon and the village of Riversdale to form a city. As a condition of their joining with the other two communities, they demanded that a bridge be built for foot and vehicular traffic. Up to then, the only way to cross the river was on an unreliable ferry, or a difficult and sometimes dangerous walk across the QLLS railway bridge. The province provided funding and John Gunn and Sons was selected as the contractor. On October 10, 1907, the Traffic Bridge officially opened.

Less than a year after it opened, on June 7, 1908, the bridge became the site of Saskatoon's only shipping disaster, when a steamboat called the SS City of Medicine Hat crashed into one of the bridge's piers and sank; all aboard managed to make it to safety. This accident marked the end of steamboat traffic on the river. An anchor presumed to be the SS City of Medicine Hat's was located in August 2006 by divers training just downstream, near the Broadway Bridge. This discovery led to a full-scale, five-day underwater excavation, which was conducted from September 8 to 12, 2008. A number of artifacts were uncovered from the water. A documentary film, titled "The Last Steamship: The Search for the SS City of Medicine Hat" was created in 2010 about the wreck and the search. More artifacts were unearthed in 2012 underneath Rotary Park, where the river used to run until it was covered by landfill to create the park in the 1960s.

Two roadways cut out of the riverbank are often associated with the Traffic Bridge. Short Hill referred to the steep rise up the east bank from the foot of the bridge along Victoria Avenue. The grade was too steep for most wagon teams, as well as the streetcars that began operation in 1913. Long Hill referred to the more gradual slope up the east riverbank from the foot of the bridge to the end of 12th Street, around where the end of the Broadway Bridge is today. This road followed the old ferry road up the bank along what is now Saskatchewan Crescent. Even the Long Hill was difficult for streetcars; in March 1922, a streetcar derailed when it slid off ice-covered tracks while attempting to turn onto the bridge.

The 2 metre-wide pedestrian walkway was added on the upstream side of the bridge in 1908. In 1961, the southern end of the bridge was raised to reduce the slope on the Short Hill and to improve traffic flow, allowing Saskatchewan Crescent to pass underneath the bridge. The bridge carried approximately 10,000 vehicles per day.

The bridge was repainted in 1979, albeit as little or no surface preparation was done the work was of dubious structural benefit. Beginning in the 1980s, the bridge started to show its age and needed to be closed periodically for refurbishment. Some adjustments were also made to widen the roadway, as many modern motorists were experiencing difficulty crossing the bridge. It was also closed for extended periods of time in the early 1990s when City of Saskatoon work crews damaged the bridge twice by driving over the bridge with vehicles too heavy or too large for the bridge specifications.

## Closures

### Temporary (2005–2006)

On September 6, 2005, the City of Saskatoon closed the bridge for inspection, in preparation for planned upgrades to the roadway (including the installation of the city's first roundabout (since the removal of the "traffic circle" on 8th Street a decade earlier) just off the north end of the bridge) in anticipation of an adjacent riverfront development (River Landing). On November 2, the bridge was closed indefinitely to vehicular traffic upon completion of the inspection, due to corrosion and other factors. The bridge was re-opened on September 8, 2006, following repairs that cost $500,000. The bridge remained open to pedestrian and bicycle traffic for most of this period. Replacing the bridge instead of repairing it would have cost between $24 and $45 million.

Without major repairs, engineers had given the bridge a 20 year life expectancy (either as a vehicle or a pedestrian crossing). The job of sandblasting the bridge to bare metal and re-painting it was made very expensive by the need to keep all sandblasting debris out of the river as the existing paint was lead-based.

The bridge's arches were equipped with several series of decorative LED lights in the summer of 2007. They included a programmable controller that made the lights change colour and move in different patterns. However, the lights proved controversial; they cost the city $462,000, which was almost twice the city's original estimate. They also broke down frequently, fueling further complaints from the public about their high price tag.

### Permanent closure (2010)

On August 24, 2010, the City of Saskatoon closed the original Traffic Bridge to vehicles, bicycles and pedestrians following a preliminary inspection which could not conclude that the bridge was safe.

"When the preliminary inspection results came back this afternoon, the inspectors were not able to certify that the lower steel structural members inspected so far were safe," explained Infrastructure Services General Manager Mike Gutek. "We knew there was corrosion under there, but based on the limits and the extent of the deterioration, and in the interest of public safety, we are closing the bridge indefinitely."

According to Mayor Don Atchison on August 25, 2010, "The bridge is going to collapse. It's imminent that is going to collapse," further comparing it to the I-35W Mississippi River bridge collapse of 2007. The bridge's closure initially led to traffic tie-ups leading into the downtown, which were feared to be long-term if the bridge was not repaired or replaced. A 2010 poll conducted by Insightrix Research showed that the public was split over to repair or replace the bridge.

## Replacement

### Proposals

The city commissioned Stantec Consulting to consider options for the future of the Traffic Bridge. The report came up with a number of recommendations, ranging from rehabilitating the existing bridge to replacing it with a new structure. City council voted to eliminate any options that removed vehicle traffic from the bridge. After a series of public meetings and online surveys, the city administration recommended that the bridge be demolished and replaced with a modern steel truss bridge, but one of similar design to the original. On December 6, 2010, city council voted 8–3 to proceed. Although the final design, funding and timeline for construction for the new bridge are yet to be determined, it will be wider and possibly shorter than the existing structure. Proposals to salvage sections of the original bridge and its LED lights were scrapped due to cost, as decided by an executive committee in May 2011.

Funding for the replacement of the Traffic Bridge was announced in 2014. In 2015, the city's administration said it could save money on the project if restrictions on the design were relaxed. Graham Commuter Partners was selected as the contractor, and illustrations of the new bridge were released in October 2015. The new bridge will have four spans instead of the original's five, built on the existing piers which will be reinforced. Construction on the new bridge began in 2016.

### Deconstruction

Demolition of the bridge first began on May 28, 2012. The pedestrian access ramp on the south side of the bridge was removed first to enable load testing on the piers. Work began to tear down the first span on the east bank of the river on October 12, 2012. By October 18th, the first span had been severed from the rest of the bridge. On January 10, 2016, two spans of the bridge were imploded. The northernmost span was removed by explosives on February 7. The final span of the original bridge was torn down by machinery on November 17, 2016.

### Completion

The replacement bridge was scheduled to be opened in the fall of 2018. In late April, 2017, the replacement bridge was half complete. City officials warned thrill-seekers that construction made the water near the bridge extra hazardous.

The new bridge was completed on time and had a public opening ceremony on October 2, 2018. Vehicular traffic was allowed as of October 3, one day after the opening of the Chief Mistawasis Bridge at the north end of Saskatoon.

## InfoBox

| Traffic Bridge | |
| --- | --- |
| Replica Traffic Bridge over the South Saskatchewan River | |
| Coordinates | 52°7′18″N 106°39′48″W / 52.12167°N 106.66333°W / 52.12167; -106.66333 |
| Carries | 2 lanes of Victoria Avenue/3rd Avenue South |
| Crosses | South Saskatchewan River |
| Locale | Saskatoon, Saskatchewan, Canada |
| Official name | Traffic Bridge |
| Other name(s) | Victoria Bridge
19th Street Bridge
3rd Avenue Bridge
Iron Bridge
Black Bridge
Short Hill Bridge |
| Maintained by | City of Saskatoon |
| Preceded by | Senator Sid Buckwold Bridge |
| Followed by | Broadway Bridge |
| Characteristics | |
| Design | Parker truss bridge |
| Material | Steel, wood, concrete |
| Total length | 289.8 metres (951 ft) |
| Width | 5.95 metres (19.5 ft) |
| No. of spans | (original) 5; (replica) 4 |
| Piers in water | 3 |
| History | |
| Designer | Saskatchewan Department of Public Works |
| Constructed by | (original) John D. Gunn and Sons Ltd.; (replica) Graham Construction & Engineering Inc. |
| Fabrication by | Canadian Bridge Company/McDiarmid Company |
| Construction start | (original) August 1906; (replica) August 2016 |
| Construction end | (original) October 10, 1907; (replica) October 2, 2018 |
| Opened | (original) October 10, 1907; (replica) October 3, 2018 |
| Closed | (original) August 24, 2010 |
| Location | |
|  | |


title: Trevor Riley

abstract: Trevor John Riley was the Chief Justice of the Supreme Court of the Northern Territory in Australia. He was appointed a judge of the Supreme Court on 1 February 1999, Chief Justice on 27 September 2010 and retired on 4 July 2016. Justice Riley was born in Bruce Rock in Western Australia and was educated at the Merredin Senior High School and the University of Western Australia. After graduating with a Bachelor of Laws, he was admitted to practice in 1970. He relocated to Darwin in 1974. He worked with Ian Barker in the firm Withnall & Barker until 1974 when Cyclone Tracy destroyed Darwin. After the cyclone he joined the firm Ward Keller. Justice Riley joined the Northern Territory Bar in 1985 and was appointed as a Queen's Counsel in 1988. From 1988 - 1991 he was counsel in the Royal Commission into Aboriginal Deaths in Custody. On 22 July 2010 it was announced that Justice Riley would become the Northern Territory's sixth Chief Justice after the retirement of Brian Ross Martin. Justice Riley retired in 2016.

text:
# Trevor Riley

**Trevor John Riley** AO KC (born 29 January 1948) was the Chief Justice of the Supreme Court of the Northern Territory in Australia. He was appointed a judge of the Supreme Court on 1 February 1999, Chief Justice on 27 September 2010 and retired on 4 July 2016.

Justice Riley was born in Bruce Rock in Western Australia and was educated at the Merredin Senior High School and the University of Western Australia.

After graduating with a Bachelor of Laws, he was admitted to practice in 1970. He relocated to Darwin in 1974. He worked with Ian Barker in the firm Withnall & Barker until 1974 when Cyclone Tracy destroyed Darwin. After the cyclone he joined the firm Ward Keller.

Justice Riley joined the Northern Territory Bar in 1985 and was appointed as a Queen's Counsel in 1988. From 1988 - 1991 he was counsel in the Royal Commission into Aboriginal Deaths in Custody.

On 22 July 2010 it was announced that Justice Riley would become the Northern Territory's sixth Chief Justice after the retirement of Brian Ross Martin. Justice Riley retired in 2016.


title: Trams in Ballarat

abstract:
Trams in Ballarat were first used for public transport in 1887. They ceased to operate as a means of public transport in 1971, but a section continues to be operated today as a tourist attraction. At its peak in 1937, the Ballarat tramway network was the largest in Australia operating outside one of the capital cities, with 7 principal routes and more than 24 kilometres of track. Most of the network was closed and replaced with buses on 19 September 1971
after which the Ballarat Tramway Museum preserved a single electrified track along Wendouree Parade at Lake Wendouree to operate a tourist service. From its depot adjacent to the Ballarat Botanical Gardens, the museum operates its historic collection of electric trams from around Australia, including some that were operated on the original Ballarat system.

text:
# Trams in Ballarat

**Trams in Ballarat** were first used for public transport in 1887. They ceased to operate as a means of public transport in 1971, but a section continues to be operated today as a tourist attraction.

At its peak in 1937, the Ballarat tramway network was the largest in Australia operating outside one of the capital cities, with 7 principal routes and more than 24 kilometres of track.

Most of the network was closed and replaced with buses on 19 September 1971 after which the Ballarat Tramway Museum preserved a single electrified track along Wendouree Parade at Lake Wendouree to operate a tourist service. From its depot adjacent to the Ballarat Botanical Gardens, the museum operates its historic collection of electric trams from around Australia, including some that were operated on the original Ballarat system.

## 1880s — origins and the horse-drawn tramway

In an 1884 council meeting, the City of Ballaarat decided on the establishment of a tramway to meet the growing city's transport needs and a Tramway Committee was formed.

Tenders were called in 1886 to operate a tramway in the city. The successful tenderer was Mr. Thompson, of Adelaide who proposed a horse drawn system. He was granted a 30-year licence for the sum of £1575 per annum, after which the system would be handed to the council. Provision was to be made in future for the rolling stock being powered by other means.

Thompson and business partner Moore formed the **Ballarat Tramway Company** which built and promoted the tramway. The first line was opened at a banquet in the Botanical Gardens on 26 December 1887. The six mile (9.7 km) standard gauge line ran from Sturt Street to the gardens and around Lake Wendouree. The rolling stock consisted of double-decker trams built in Adelaide, each drawn by multiple horses. The company constructed and operated a maintenance facility north of the gardens.

The tramway was immediately popular and it was not long before work began on extensions for the southern branch line to the town of Sebastopol via Skipton Street Redan and Albert Street, and two northern branch lines to service the city's suburbs along Drummond Street North and Soldiers Hill.

At its peak, the horse-drawn system had 19 trams, servicing 5 principal routes: Drummond Street; Gardens; Lydiard Street; Sebastopol; Sturt Street West. All were double decker, with the exception of the Drummond Street tram.

## 1900s — electrification

In November 1900, the Ballarat City Council gave permission to the British Insulated Wire Company Limited to build an electric tram network. The building was done by its subsidiary, the Electric Supply Company of Victoria, which was also to supply electricity to the town. A bluestone power station was built at the corner of Ripon Street and Wendouree Parade in 1901 to provide the electricity supply. The company took over the running of the horse trams from the Ballarat Tramway Company in December 1902, and work on the electric network began in November 1904 and the first electric trams went into service on 18 August 1905. The whole tramway was electrified and the rolling stock was replaced by electric trams operated by the Electric Supply Company of Victoria. The last horse tram ran in August 1913 on the Sebastopol line which was officially opened as an electric tramway on 14 August 1913.

## 1930s — SECV era

The State Electricity Commission of Victoria (SECV) acquired the network in 1934.

In 1936, the state government proposed to extend the Lydiard Street route to the Ballaarat New Cemetery and Ballarat North.

Despite strong patronage, the system posted its first significant loss in 1937 of £6013. At the time, the Ballarat network was one of the largest such systems in Australia, behind that of Sydney (182 miles (293 km)), Melbourne (143 miles (230 km)), Brisbane (65 miles (105 km)), Perth (57 miles (92 km)), Adelaide (35 miles (56 km)) and Hobart (18 miles (29 km)), but larger than that of Newcastle, Launceston (11.3 miles (18.2 km)), Geelong (11 miles (18 km)) and Bendigo (8.1 miles (13.0 km)).

## 1970s — closure and preservation

Throughout the 1960s, passenger patronage fell and operating losses mounted. From 1962 onwards, the SECV and the Victorian government attempted to close the system but did not have the required parliamentary support in the Legislative Council. After winning control of the Legislative Council in the 1970 election, the Bolte government had the numbers to close the tramways in both Ballarat and Bendigo. In 1971 the government announced that the tramway system would be closed and replaced by buses. In September 1971, a large contingent of the Ballarat population turned out to farewell the last trams after the government systematically shut down the network.

In May 1971 the Lake Wendouree Tramway Museum Committee began negotiating with the SECV to continue to maintain a section of track. The Ballarat Tramway Preservation Society was also formed in 1971 to start, and run, an authentic tramway.

The Ballarat Tramway Preservation Society's original plan was to keep all the tramway that ran around the shores of Lake Wendouree. However, after discussions with the SECV and the City of Ballarat, only the section of track in the Botanical Gardens was retained. The first trip on the museum's tramway was in December 1974, and the track was officially opened on 1 February 1975. The first tram to run was Ballarat No. 40, which had been the last tram to run on the SECV network.

The Society changed its name to the Ballarat Tramway Museum. It operates trams on weekends, public and school holidays. In December 2014, the Museum installed an 18 kW solar power system, with 72 solar panels, which allows the trams to operate on renewable energy.

In 2018, 280 metres of the 1.3 km preserved tramway was replaced with new rails using the latest construction methods. This project replaced track laid in 1905.

## Revival proposals

Since the 1990s proposals have been put to the City of Ballarat to reinstate sections of the network. Many of these focus on trams as a major tourist transport facility and tourist attraction. Others support a return of trams as a viable component of the Ballarat public transport system. Proposed destinations include Ballarat railway station, Sovereign Hill, Lake Wendouree loop, Bridge Mall and Sturt Street.

In 2001 there was a strong push to reinstate a tram system. By mid-2001, a vocal lobby for a tourist route through the CBD had gained the support of the Australian Chamber of Commerce and Industry, Australian Hotels Association and the Ballarat operations of transport manufacturer Alstom. Financial assessments completed in 2002 deemed the $20 million project viable with a projected profit of $150,000 per annum, though dependent on a grant from the state and Commonwealth. Public support for it was also high. The chosen route would have run from Ballarat Railway station at Doveton Crescent, along Lydiard Street, down Mair Street, Peel Street, through the Llanberris reserve to Sovereign Hill and the Gold Museum. Ballarat City Council voted down the proposal in 2002, stating that the idea would not be reconsidered for at least a decade.

Submissions relating to the reinstatement of trams along Sturt Street during the City of Ballarat's CBD Strategy consultation in 2009. The project had been costed at $70 million and deemed as too expensive and inflexible for the local council to maintain in the final report.

The Sturt Street route proposal was dismissed by Ballarat MP and Regional Australia Minister Catherine King in the lead up to the 2013 Australian federal election, claiming that at a cost of $90 million, the project would be too expensive, indicating instead a preference to invest in local sporting facilities.

Calls were renewed in August 2014 with news that a feasibility study would be undertaken to extend Bendigo's network. A circuit route was proposed from Ballarat railway station to Lake Wendouree via Mair Street, Dawson Street, Sturt Street, Bridge Mall and Lydiard Street back to the railway station. However, this proposal once again met with ambivalence from the council and members of parliament over issues such as the route and cost, and no commitment to a project was forthcoming.

A discussion group on the reasons for an expanded Ballarat Tram Network has been formed.

## Historic extent of the network

| **Size of Network by year** | |
| --- | --- |
| 1887 | 6 miles (9.7 km) |
| 1934 | 10 miles (16 km) |
| 1936 | 15.1 miles (24.3 km) |
| 1975 | 0.85 miles (1.37 km) |

At its peak, the Ballarat network included seven main routes some of which shared the same sections of track:

* Victoria Street
* Mount Pleasant
* Gardens via Drummond Street North
* Gardens via Sturt Street West
* Sebastopol
* Lydiard Street North
* View Point

The operation was mostly running recycled rolling stock from both Adelaide and Melbourne with a wide variety of tram models in service. Further background reading on the extent of the network can be found on Historical Tramways of Ballarat

## Surviving trams

There are a number of trams which operated on the Ballarat tramways which have survived, and some are still in service.

### Ballarat Tramway Company

The Ballarat Tramway Company operated 18 horse-drawn trams in Ballarat. After the introduction of electric trams some horse trams were used as trailers and towed behind the electric trams. Tram 1 was used by the company to transport the crew's bicycles between the depot and the main terminus. It was then sold for use as a backyard shed. It was later rediscovered and returned to the Museum where it was extensively restored.

* Horse tram No.1 (1887) – in service Ballarat Tramway Museum (BTM)

### Electric Supply Company

The Electric Supply Company operated 23 trams, including some that had been converted from old Sydney cable trams.

* Number 12 (1892–1905) – BTM being restored.
* Number 21 (1913) – The Tramway Museum St Kilda South Australia
* Number 22 (1913) – BTM restoration commenced, but now in storage.
* Number 23 (1913) – converted as scrubber 1934, static display TMSV.

### SECV

The SECV purchased a large number of old trams from Melbourne, Port Adelaide, and Adelaide, which were then used in Geelong, Bendigo and Ballarat. Tram No. 37 was used in Melbourne, Geelong, and Bendigo before being moved to Ballarat in 1960.

* Number 11 (1915) – BTM in storage
* Number 12 (1915) – in service Sydney Tramway Museum (STM), Sydney
* Number 13 (1915) – in service BTM
* Number 14 (1915) – in service BTM
* Number 17 (1915) – in service Tramway Museum Society of Victoria (TMSV), at Bylands, Victoria
* Number 18 (1913) – in service BTM
* Number 19 (1915) – in service Bendigo Trust (BT)
* Number 20 (1918) - scrapped 1970
* Number 21 (1909) – in service Tramway Museum, St Kilda, Adelaide (TMSK)
* Number 25 (1916) – in service, BT
* Number 26 (1916) – in service BTM
* Number 27 (1916) – in service BTM
* Number 28 (1916) – in service BTM
* Number 30 (1917) – rebuilt following arson attack, in service at Astoria Riverfront Trolley, Oregon, USA.
* Number 31 (1917) – in service Perth Electric Tramway Museum at Whiteman Park, Western Australia. (PETS)
* Number 32 (1917) – BTM in storage
* Number 33 (1917) – in service BTM
* Number 34 (1917) – returned to BTM from TMSK and under restoration
* Number 35 (1916) – BTM, used for spare parts
* Number 36 (1917) – in service TMSV
* Number 37 (1916) – in service STM
* Number 38 (1914) – in service BTM
* Number 39 (1914) – BTM, body used as static display area.
* Number 40 (1913) – in service BTM
* Number 41 (1914) – static, used as a restaurant, Horsham, Victoria.
* Number 42 (1914) – static display TMSV
* Number 43 (1914) – static display TMSV

### Ballarat Tramway Museum

As well as its collection of original Ballarat trams, the Ballarat Tramway Museum also has several Melbourne trams and an original Geelong tram:

### Ex Melbourne Metropolitan Tramways Board

* No. 8W Scrubber (1935) - in service BTM
* No. 504 W2 class (1928) - painted art tram by Clifton Pugh - BTM in storage
* No. 661 W3 class (1932) – BTM in storage crash damaged
* No. 671 W4 class (1934) – in service BTM
* No. 924 SW6 class (1946) – BTM in storage
* No. 939 SW6 class (1948) – converted to Melbourne Restaurant Tram 3 — modified to BTM function tram "Cuthberts 939"
* No. 1029 W7 class (1956) – in service BTM
* No. 1039 W7 class (1956) - BTM in storage

### Ex Melbourne Electric Supply Company (later SECV) - Geelong Tramway

* Number 2 (1912–1956) – in service BTM for special occasions

## Cycling controversy

A section of track at Wendouree Parade has caused controversy since 2011 due to a notorious blackspot for cyclists—a curved track intersection emerging from the Tramway Museum depot. Several local cyclists who have been injured due to their bicycle wheels slipping on the track have called for a solution. The City of Ballarat spent more than $15,000 in 2011 investigating solutions, with limited success. In November 2014 the council carried out extensive roadworks at the intersection. The tram tracks were left in place, but the road was realigned 12 metres west. This changes the angle at which bicycles cross the track and should make it safer. The roadwork was completed on 23 December 2014 and cost $420,000.

## InfoBox

| Ballarat Tramways | |
| --- | --- |
| Ballarat Tram No.26 in the Wendouree Depot | |
| Operation | |
| Locale | Ballarat, Victoria, Australia |
| Ballarat Tramway Company era: 1887 (1887)–1902 (1902)  Operator(s) Ballarat Tramway Company  Track gauge 1,435 mm (4 ft 8+12 in)  Propulsion system(s) Horse  Depot(s) Gillies Street  Track length (total) 6 | |
| Electric Supply Company of Victoria era: 1902 (1902)–1934 (1934)  Operator(s) Electric Supply Company of Victoria  Track gauge 1,435 mm (4 ft 8+12 in)  Propulsion system(s) Electricity | |
| SECV era: 1934 (1934)–1971 (1971)  Operator(s) State Electricity Commission of Victoria (SECV)  Track gauge 1,435 mm (4 ft 8+12 in) standard gauge  Propulsion system(s) Electric | |
| Ballarat Tramway Museum era: February 1, 1975 (1975-02-01)–Present (Present)  Track gauge 1,435 mm (4 ft 8+12 in) standard gauge  Track length (total) 0.85 | |