title: Nancy Cruickshank

abstract: Nancy Cruickshank is a British entrepreneur in beauty, fashion, and technology. She has founded three start-ups and helped launch several others. Since 2018, she is the Chief Digital Officer at Carlsberg group A/S.

text:
# Nancy Cruickshank

**Nancy Cruickshank** is a British entrepreneur in beauty, fashion, and technology. She has founded three start-ups and helped launch several others. Since 2018, she is the Chief Digital Officer at Carlsberg group A/S.

## Early life and education

Nancy Cruickshank was born in London. Her father worked for Revlon and, when she was 11, her parents moved to Hong Kong while she attended a boarding school. She graduated from the University of Leeds with a degree in history.

## Career

Cruickshank began her career at Condé Nast in magazine and advertising sales. In 1995 she was named commercial director of Condé Nast online and helped launch the publisher's titles online, including *Vogue* and *GQ*. In April 2000 she and her husband, Jim, launched a property site, Smove.com.

Cruickshank joined Handbag.com in 2000, as Managing Director and 'Founder' of the media business that she joined to take forward. The business was originally founded in 1999 by Dominic Riley, and provided email, internet access and operated as a portal with links to many women's websites. By 2014, Handbag had grown to be the number-one fashion and beauty website in the UK, with 1.5 million visits monthly. Cruickshank sold the Handbag Publishing Group to the National Magazine Company, a member of the Hearst Group, in 2006 for a reported £22 million. After staying on as managing director for another year, she became CEO of VideoJug, a "how-to video website", in October 2007. In March 2009 she was named executive director of digital development for the Telegraph Media Group.

From April 2012 to March 2013 she served as launch CEO of Weve, a media and mobile commerce joint venture for UK mobile operators.

In June 2012 Cruickshank, together with Kate Shapland, Rodrigo Dauster, and Olivier Beau de Loménie, launched MyShowcase.com. This direct-sales retailer promotes 25 beauty brands through home showings led by MyShowcase salespeople; products are also sold online.

## Other activities

Cruickshank served for many years as a board member of the Cosmetic Executive Women trade organisation. In 2013 she became an independent non-executive director for the TelecityGroup. In 2014 she was named an independent director of OnMobile.

## Personal

Cruickshank met her husband, Jim, at the University of Leeds when they were both 19. They married in 1997 and have two daughters. They maintain homes in London, Copenhagen and Surrey, which they live between throughout the year with their children and two dogs.

## InfoBox

| Nancy Cruickshank | |
| --- | --- |
| Cruickshank in 2008 | |
| Born | London |
| Nationality | British |
| Occupation(s) | CDO, Carlsberg Group A/S |
| Years active | 2000present |


title: Vic Ripley

abstract: Victor Merrick Ripley was a Canadian hockey winger who played seven seasons in the National Hockey League for the Chicago Black Hawks, Boston Bruins, New York Rangers, and St. Louis Eagles. He also played several years in various minor leagues from 1925 to 1944. Ripley was later a golf pro at the Desert Inn in Paradise, Nevada. He was born in Elgin, Ontario. Ripley died of a heart attack on March 26, 1962. Ripley scored the 1,000th regular-season goal in Boston Bruins' history. It was Boston's lone goal in a 4–1 loss to the Toronto Maple Leafs at Boston Garden on December 12, 1933. It was the same game in which Toronto's Ace Bailey suffered a career-ending head injury.

text:
# Vic Ripley

**Victor Merrick Ripley** (May 30, 1906 – March 26, 1962) was a Canadian hockey winger who played seven seasons in the National Hockey League for the Chicago Black Hawks, Boston Bruins, New York Rangers, and St. Louis Eagles. He also played several years in various minor leagues from 1925 to 1944. Ripley was later a golf pro at the Desert Inn in Paradise, Nevada. He was born in Elgin, Ontario. Ripley died of a heart attack on March 26, 1962.

Ripley scored the 1,000th regular-season goal in Boston Bruins' history. It was Boston's lone goal in a 4–1 loss to the Toronto Maple Leafs at Boston Garden on December 12, 1933. It was the same game in which Toronto's Ace Bailey suffered a career-ending head injury.

## Career statistics

### Regular season and playoffs

|  | | |  | Regular season | | | | |  | Playoffs | | | | |
| --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- |
| Season | Team | League | | GP |  |  | Pts | PIM | | GP | G | A | Pts | PIM |
| 1922–23 | Calgary Canadians | CCJHL | | 13 | 15 | 8 | 23 |  | |  |  |  |  |  |
| 1922–23 | Calgary Canadians | Mem-Cup | |  |  |  |  |  | | 4 | 3 | 0 | 3 | 4 |
| 1923–24 | Calgary Canadians | CCJHL | |  |  |  |  |  | |  |  |  |  |  |
| 1923–24 | Calgary Canadians | Mem-Cup | |  |  |  |  |  | | 7 | 10 | 9 | 19 | 6 |
| 1924–25 | Calgary Canadians | CCJHL | |  |  |  |  |  | |  |  |  |  |  |
| 1924–25 | Calgary Canadians | Mem-Cup | |  |  |  |  |  | | 2 | 4 | 0 | 4 | 2 |
| 1925–26 | Minneapolis Millers | CHL | | 35 | 6 | 2 | 8 | 16 | | 3 | 1 | 0 | 1 | 2 |
| 1926–27 | Minneapolis Millers | AHA | | 34 | 7 | 1 | 8 | 30 | | 6 | 0 | 0 | 0 | 2 |
| 1927–28 | Kitchener Millionaires | Can-Pro | | 39 | 26 | 14 | 40 | 69 | | 5 | 1 | 1 | 2 | 12 |
| 1928–29 | Chicago Black Hawks | NHL | | 34 | 11 | 2 | 13 | 31 | |  |  |  |  |  |
| 1929–30 | Chicago Black Hawks | NHL | | 40 | 8 | 8 | 16 | 33 | | 2 | 0 | 0 | 0 | 2 |
| 1930–31 | Chicago Black Hawks | NHL | | 37 | 8 | 4 | 12 | 9 | | 9 | 2 | 1 | 3 | 4 |
| 1931–32 | Chicago Black Hawks | NHL | | 46 | 12 | 6 | 18 | 47 | | 2 | 0 | 0 | 0 | 0 |
| 1932–33 | Chicago Black Hawks | NHL | | 15 | 2 | 4 | 6 | 6 | |  |  |  |  |  |
| 1932–33 | Boston Bruins | NHL | | 23 | 2 | 5 | 7 | 21 | | 5 | 1 | 0 | 1 | 0 |
| 1933–34 | Boston Bruins | NHL | | 14 | 2 | 1 | 3 | 6 | |  |  |  |  |  |
| 1933–34 | New York Rangers | NHL | | 34 | 5 | 12 | 17 | 10 | | 2 | 1 | 0 | 1 | 4 |
| 1934–35 | New York Rangers | NHL | | 4 | 0 | 2 | 2 | 0 | |  |  |  |  |  |
| 1934–35 | St. Louis Eagles | NHL | | 31 | 1 | 5 | 6 | 10 | |  |  |  |  |  |
| 1935–36 | Cleveland Falcons | IHL | | 48 | 14 | 32 | 46 | 51 | | 2 | 0 | 0 | 0 | 0 |
| 1936–37 | Cleveland Barons | IAHL | | 13 | 0 | 2 | 2 | 6 | |  |  |  |  |  |
| 1936–37 | New Haven Eagles | IAHL | | 13 | 0 | 1 | 1 | 4 | |  |  |  |  |  |
| 1937–38 | Spokane Clippers | PCHL | | 42 | 19 | 16 | 35 | 19 | |  |  |  |  |  |
| 1938–39 | Spokane Clippers | PCHL | | 44 | 20 | 22 | 42 | 22 | |  |  |  |  |  |
| 1939–40 | Seattle Seahawks | PCHL | | 36 | 11 | 15 | 26 | 24 | |  |  |  |  |  |
| 1940–41 | Portland Buckaroos | PCHL | | 47 | 11 | 20 | 31 | 37 | |  |  |  |  |  |
| 1943–44 | Portland Oilers | NNDHL | | 15 | 13 | 8 | 21 | 10 | |  |  |  |  |  |
| 1943–44 | Portland Oilers | NNDHL | | 1 | 1 | 1 | 2 | 4 | | 4 | 1 | 1 | 2 | 4 |
| NHL totals | | | | 278 | 51 | 49 | 100 | 173 | | 20 | 4 | 1 | 5 | 10 |

## InfoBox

| Vic Ripley | | | |
| --- | --- | --- | --- |
| Born | (1906-05-30)May 30, 1906
Rideau Lakes, Ontario, Canada | | |
| Died | March 26, 1962(1962-03-26) (aged 55)
Las Vegas Valley, Nevada, U.S. | | |
| Height | 5 ft 8 in (173 cm) | | |
| Weight | 170 lb (77 kg; 12 st 2 lb) | | |
| Position | Left Wing | | |
| Shot | Left | | |
| Played for | Chicago Black Hawks
Boston Bruins
New York Rangers
St. Louis Eagles | | |
| Playing career | 19251944 | | |


title: Nevada State Route 856

abstract: State Route 856 is a state highway in Pershing County, Nevada serving Lovelock. The western portion of the route is also signed as Interstate 80 Business.

text:
# Nevada State Route 856

**State Route 856** (**SR 856**) is a state highway in Pershing County, Nevada serving Lovelock. The western portion of the route is also signed as Interstate 80 Business.

## Route description

State Route 856 begins as a continuation of Cornell Avenue (I-80 Bus.) at the intersection of Upper Valley Road (State Route 396) and 14th Street in northwestern Lovelock. The highway heads northeast as Airport Road, crossing over Upper Valley Road, an irrigation canal, and the Union Pacific Railroad tracks towards a half-interchange with Interstate 80 and U.S. Route 95. The route then continues east, crossing the Humboldt River and passing south of the now-abandoned Lovelock Airpark, reaching its terminus near the intersection of Reservoir Road.

Cornell Avenue, as a historic routing of U.S. Route 4095, is designated as Interstate 80 Business through Lovelock. SR 856 carries the business loop from the northern end of Lovelock back to I-80, since Cornell Avenue does not intersect the interstate.

## History

Airport Road appears on maps as early as 1954, although it was not assigned a state highway number at the time. The road was assigned to State Route 856 on July 1, 1976.

## Major intersections

The entire route is in Pershing County.

| Location | mi | km | Destinations | Notes |
| --- | --- | --- | --- | --- |
| Lovelock | 0.00 | 0.00 |
I-80 BL west (Cornell Avenue) / SR 396 (Upper Valley Road) / 14th Street | West end of I-80 Business overlap |
|  |  |  |

I-80 east / US 95 north Winnemucca | East end of I-80 Business; I-80 exit 107; No access from I-80 eastbound or to I-80 westbound |
|  | 1.39 | 2.24 | Reservoir Road / Airport Road |  |
| 1.000 mi = 1.609 km; 1.000 km = 0.621 mi
 | | | | | |

Template:Attached KML/Nevada State Route 856KML is from Wikidata

## InfoBox

| State Route 856 | |
| --- | --- |
| Airport Road | |
| SR 856 highlighted in red | |
| Route information | |
| Maintained by NDOT | |
| Length | 1.398 mi (2.250 km) |
| Existed | 1976–present |
| Major junctions | |
| West end | SR 396 in Lovelock |
| Major intersections | I-80 / US 95 in Lovelock |
| East end | Reservoir Road near Lovelock |
|  | |
| Location | |
| Country | United States |
| State | Nevada |
| Counties | Pershing |
|  | |
| Highway system | |
| * **Nevada State Highway System** | |
| SR 854   SR 858 | |


title: Polyene antimycotic

abstract: Polyene antimycotics, sometimes referred to as polyene antibiotics, are a class of antimicrobial polyene compounds that target fungi. These polyene antimycotics are typically obtained from certain species of Streptomyces bacteria. Previously, polyenes were thought to bind to ergosterol in the fungal cell membrane, weakening it and causing leakage of K+ and Na+ ions, which could contribute to fungal cell death. However, more detailed studies of polyene molecular properties have challenged this model suggesting that polyenes instead bind and extract ergosterol directly from the cellular membrane thus disrupting the many cellular functions ergosterols perform. Amphotericin B, nystatin, and natamycin are examples of polyene antimycotics. They are a subgroup of macrolides.

text:
# Polyene antimycotic

**Polyene antimycotics**, sometimes referred to as **polyene antibiotics**, are a class of antimicrobial polyene compounds that target fungi. These polyene antimycotics are typically obtained from certain species of *Streptomyces* bacteria. Previously, polyenes were thought to bind to ergosterol in the fungal cell membrane, weakening it and causing leakage of K+ and Na+ ions, which could contribute to fungal cell death. However, more detailed studies of polyene molecular properties have challenged this model suggesting that polyenes instead bind and extract ergosterol directly from the cellular membrane thus disrupting the many cellular functions ergosterols perform. Amphotericin B, nystatin, and natamycin are examples of polyene antimycotics. They are a subgroup of macrolides.

## Structures

Their chemical structures feature a large ring of atoms (in essence, a cyclic ester ring) containing multiple conjugated carbon-carbon double bonds (hence *polyene*) on one side of the ring and multiple hydroxyl groups bonded to the other side of the ring. Their structures also often have a D-mycosamine (a type of amino-glycoside) group bonded to the molecule. The series of conjugated double bonds typically absorbs strongly in the ultraviolet-visible region of the electromagnetic spectrum, often resulting in the polyene antibiotics having a yellow color.

## Biosynthesis

The natural route to synthesis includes polyketide synthase components.

## Other examples of polyenes


title: Ouled Boumerdès

abstract: Ouled Boumerdès is a village in the Boumerdès Province in Kabylie, Algeria.

text:
# Ouled Boumerdès

**Ouled Boumerdès** is a village in the Boumerdès Province in Kabylie, Algeria.

## Location

The village is surrounded by Meraldene River and Boumerdès River and the towns of Thénia and Tidjelabine in the *Khachna* mountain range.

## Religion

## Notable people

## InfoBox

| Ouled Boumerdès | |
| --- | --- |
| Motto: أولاد بومرداس | |
| Coordinates: 36°40′41″N 3°31′04″E / 36.6780076°N 3.5176461°E / 36.6780076; 3.5176461 | |
| Commune | Tidjelabine |
| District | Boumerdès District |
| Province | Boumerdès Province |
| Region | Kabylie |
| Country | Algeria |
| Area | |
| Total | 5 km2 (2 sq mi) |
| Dimensions | |
| Length | 2 km (1 mi) |
| Width | 2.5 km (1.6 mi) |
| Elevation | 530 m (1,740 ft) |
| Time zone | UTC+01:00 |
| Area code | 35021 |


title: Sergief Island

abstract: Sergief Island is an island in the Alexander Archipelago, Alaska, located east of Mitkof Island and north of Kadin Island near the mouth of the Stikine River. It lies within the Tongass National Forest. The USDA Forest Service operates 2 cabins on the island. The island was given the named Sergief by the Russian naval officers on the corvette Rynda in 1863 after one of the sailors drowned in the Sergief rapids.

text:
# Sergief Island

**Sergief Island** is an island in the Alexander Archipelago, Alaska, located east of Mitkof Island and north of Kadin Island near the mouth of the Stikine River. It lies within the Tongass National Forest. The USDA Forest Service operates 2 cabins on the island.

The island was given the named Sergief by the Russian naval officers on the corvette *Rynda* in 1863 after one of the sailors drowned in the Sergief rapids.

56°35′41″N 132°25′30″W / 56.594700°N 132.424869°W / 56.594700; -132.424869

## InfoBox

Sergief
| Sergief | |
| --- | --- |
| Geography | |
| Location | Pacific Ocean |
| Archipelago | Alexander Archipelago |
| Administration | |
| **United States** | |
| State | Alaska |
| Borough | Wrangell |


title: Geoffrey Robinson (bishop)

abstract: Geoffrey James Robinson was an Australian Catholic bishop.

text:
# Geoffrey Robinson (bishop)

**Geoffrey James Robinson** (10 August 1937 – 29 December 2020) was an Australian Catholic bishop.

## Career

Robinson was ordained for the Roman Catholic Archdiocese of Sydney in 1960. He earned advanced degrees in philosophy, theology and canon law, first in Australia and subsequently in Rome. From 1967 until 1983, after a few years as a parish priest, he taught canon law at the Catholic Institute of Sydney. In addition to serving as chief justice of the archdiocesan marriage tribunal, he was secretary and then president of the Canon Law Society of Australia and New Zealand.

For many years Robinson served as the chairman of the Sydney Archdiocesan Catholic Schools Board and the Australian Catholic Education Commission for New South Wales. Finally, he worked extensively in the areas of ecumenism and professional standards in ministry. In 1984, he was named an auxiliary bishop of Sydney, combining administrative work with his tribunal and other duties.

In May 2002, Robinson called on Pope John Paul II to commission a church-wide study of clerical sex abuse.

Robinson retired in July 2004 with health issues. He died from cancer at 9.20pm on 29 December 2020.

## Retirement

According to Pat Power, then Auxiliary Bishop of Canberra and Goulburn, addressing Catholic Social Services of Australia in September 2007,

> Bishop Robinson's newly published book, *Confronting Power and Sex in the Catholic Church* is a brave exposition of what the author judges to be some of the root causes of abuse. He sees this crisis as an opportunity for the whole Church to 'read the signs of the times' in thoroughly re-examining whole areas of its life which are in need of reform.
>
> He pleads for open and honest discussion, painful though it might be. Ultimately, he recognises that it is the truth which sets us free. In no area of Church life should we back away from the hard questions. At this point in the history of Catholic Social Services Australia we are at a 'kairos' moment, a time of challenge and risk but also of great hope and opportunity. Bishop Robinson would be telling his old colleagues to face up to this moment with courage and confidence and in a spirit of dialogue and mutual trust.

On 6 May 2008, however, 10 days before Robinson's scheduled public lecture at Temple University in Philadelphia—the first event in a month-long speaking tour in the United States and Canada—the Australian Catholic Bishops Conference issued a statement critical of aspects of Robinson's book, noting:

> We are deeply indebted to him for his years of effort to bring help and healing to those who have suffered sexual abuse and for what he has done to establish protocols of professional standards for Church personnel in this area. . . . The book's questioning of the authority of the Church is connected to Bishop Robinson's uncertainty about the knowledge and authority of Christ himself. Catholics believe that the Church, founded by Christ, is endowed by him with a teaching office which endures through time. This is why the Church's Magisterium teaches the truth authoritatively in the name of Christ. The book casts doubt upon these teachings.
>
> This leads in turn to the questioning of Catholic teaching on, among other things, the nature of Tradition, the inspiration of the Holy Scripture, the infallibility of the Councils and the Pope, the authority of the Creeds, the nature of the ministerial priesthood and central elements of the Church's moral teaching.

Robinson replied to the bishops in his "Reflections on US Tour and Response to the Australian Bishops' Conference Statement".

In March 2012, Robinson visited the United States again. On 15 March he was a plenary speaker and retreat presenter for the Seventh National Symposium on Catholicism & Homosexuality (15–17 March 2012, Baltimore, Maryland), organised by New Ways Ministry. He was invited to be the keynote speaker at the tenth annual VOTF Bridgeport conference on 24 March 2012 at Fairfield University, lecturing on "Reclaiming the Spirit of Jesus".

On 4 June 2013, together with Bishop Bill Morris and Bishop Pat Power, Robinson officially launched a worldwide petition drive calling for an ecumenical council inclusive of the laity to put God's house in order. The petition, addressed to Pope Francis, says:

> We, the undersigned members of the Catholic Church, have been sickened by the continuing stories of sexual abuse within our Church, and we are appalled by the accounts of an unchristian response to those who have suffered. When so many people either offend or respond poorly, we cannot limit ourselves to blaming individuals, but must also look at systemic causes. The situation is so grave that we call for an Ecumenical Council to respond to the one question of doing everything possible to uproot such abuse from the Church and produce a better response to victims. An essential part of this call is that the laity of the whole world should have a major voice in the Council (for it is our children who have been abused or put at risk), and that the following subjects be included:
>
> 1. The continuing influence of the idea of an angry God
> 2. The immaturity that arises from passive obedience in adults
> 3. The teaching of the Church on sexual morality
> 4. The part played in abuse by celibacy, especially obligatory celibacy
> 5. The lack of a strong feminine influence in every aspect of the Church
> 6. The idea that through ordination the priest is taken above other people (clericalism)
> 7. The lack of professionalism in the life of priests and religious
> 8. The unhealthy situations in which many priests and religious are required to live
> 9. The constant placing of right beliefs before right actions
> 10. The passion for secrecy and the hiding of faults within the Church, especially in the Vatican
> 11. The ways in which the protection of papal authority has been put before the eradication of sexual abuse
> 12. The provision of structures to make a reality of the 'sense of faith' (sensus fidei) of all Catholic people
> 13. The need for each Conference of Bishops to have the authority to compel individual bishops to follow common decisions in this matter.

## Books

* *Marriage, Divorce and Nullity - A Guide to the Annulment Process in the Catholic Church*. Melbourne: Collins Dove, 1984
* *A Change of Mind and Heart : the Good News According to Mark*. Revesby, N.S.W.: Parish Ministry Publications, 1994.
* *Travels in Sacred Places*. North Blackburn, Vic.: HarperCollins Religious, 1997.
* *Confronting Power and Sex in the Catholic Church: Reclaiming the Spirit of Jesus*. Mulgrave, Vic. 2007. (U.S. edition: foreword by Donald B. Cozzens, Collegeville, Minnesota, : Liturgical Press, 2008.)
* *Love’s Urgent Longings, Wrestling with Belief in Today’s Church*. Garratt Publishing, Melbourne, 2010.
* *The Gospel of Luke: For Meditation and Homilies*. Garratt Publishing, Melbourne, 2012.
* *For Christ's Sake End Sexual Abuse in the Catholic Church for Good*. Garratt Publishing, Melbourne, 2013.
* *Towards the End of My Days: Theological and Spiritual Reflections*. Melbourne: Garratt Publishing, 2022.


title: Prentice Marshall

abstract: Prentice Henry Marshall was a United States district judge of the United States District Court for the Northern District of Illinois.

text:
# Prentice Marshall

**Prentice Henry Marshall** (August 7, 1926 – May 24, 2004) was a United States district judge of the United States District Court for the Northern District of Illinois.

## Early life and education

Born in Oak Park, Illinois, Marshall graduated from Oak Park High School (now Oak Park and River Forest High School) in 1944 and then served two years in the United States Navy. Under the G.I. Bill, he studied at the University of Illinois at Urbana–Champaign, earning a Bachelor of Science degree in 1949. While there he was a member of the Phi Kappa Psi fraternity. Marshall then earned a Juris Doctor from the University of Illinois College of Law in 1951. Marshall then served as a law clerk for Judge Walter C. Lindley on the United States Court of Appeals for the Seventh Circuit from 1951 until 1953.

## Professional career

A Democrat, Marshall worked in private legal practice in Chicago from 1953 until 1967 at Johnston, Thompson, Raymond & Mayer (which later became known as Jenner & Block), becoming partner in 1961. While at Jenner, Marshall also served as a special assistant attorney general for the state of Illinois from 1964 until 1967. Marshall also built a reputation for starting Jenner's pro bono legal program. Marshall then served as a law professor at the University of Illinois College of Law from 1967 until 1973 and as a hearing officer for the Illinois Fair Employment Practices Commission from 1967 until 1972. In 1959, Marshall, then a resident of Wheaton, Illinois, ran unsuccessfully as a Democrat for state's attorney in DuPage County, a Republican stronghold.

## Federal judicial service

Marshall was nominated by President Richard Nixon on June 27, 1973, to a seat on the United States District Court for the Northern District of Illinois vacated by Judge Alexander J. Napoli. Marshall was one of the few Democrats ever nominated to the federal bench by Nixon. He was confirmed by the United States Senate on July 13, 1973, and received his commission on July 18, 1973. He assumed senior status due to a certified disability on October 19, 1988. His service terminated on April 15, 1996, due to his retirement.

## Notable cases

During his tenure on the bench, Marshall became known—by his own admission—as an activist judge, ordering the Chicago Police Department in 1976 to hire women and stop discrimination against black and Hispanic officers. He also ruled in 1982 that the random interrogation of Hispanics by what was then known as the Immigration and Naturalization Service was unconstitutional.

Perhaps Marshall's best-known case, however, was a 1982 trial that sent the then-president of the Teamsters Union, Roy L. Williams, to prison for three years. In that case, Williams, Chicago mob boss Joseph Lombardo and three other defendants—one of whom, Chicago insurance man Allen Dorfman, was shot to death while out on bond awaiting sentencing—were found to have conspired to bribe United States Senator Howard Cannon.

## Death

Marshall died of cardiac pulmonary failure and bladder cancer on May 24, 2004, in Ponce Inlet, Florida.

## Personal

Marshall married Lorelei Towle in 1948. The couple had four children. Lorelei Marshall died in 2005 at age 78. Marshall and his wife sold their house in Wheaton, Illinois in 1978 and moved to Chicago. They moved to Florida in 1990. Marshall's wife told the New York Times in 2004 that he once interviewed for the job of commissioner of baseball.

## InfoBox

| Prentice Marshall | |
| --- | --- |
|  | |
| Senior Judge of the United States District Court for the Northern District of Illinois | |
| **In office**
October 19, 1988  April 15, 1996 | |
| Judge of the United States District Court for the Northern District of Illinois | |
| **In office**
July 18, 1973  October 19, 1988 | |
| Appointed by | Richard Nixon |
| Preceded by | Alexander J. Napoli |
| Succeeded by | George W. Lindberg |
|  | |
| Personal details | |
| Born | Prentice Henry Marshall
(1926-08-07)August 7, 1926
Oak Park, Illinois |
| Died | May 24, 2004(2004-05-24) (aged 77)
Ponce Inlet, Florida |
| Education | University of Illinois at Urbana–Champaign (B.S.)
University of Illinois College of Law (J.D.) |
|  | |


title: Politics of Hengyang

abstract: The Politics of Hengyang in Hunan province in the People's Republic of China is structured in a dual party-government system like all other governing institutions in mainland China. The Mayor of Hengyang is the highest-ranking official in the People's Government of Hengyang or Hengyang Municipal Government. However, in the city's dual party-government governing system, the Mayor has less power than the Chinese Communist Party Committee Secretary of Hengyang, colloquially termed the "CCP Party Chief of Hengyang" or "Communist Party Secretary of Hengyang". Because of one party dictatorship and no political enemies, Hengyang has become a serious area of corruption. One mayor and three CCP Committee Secretaries has been placed under investigation by the Chinese Communist Party's internal control body, the Central Commission for Discipline Inspection (CCDI).

text:
# Politics of Hengyang

The **Politics of Hengyang** in Hunan province in the People's Republic of China is structured in a dual party-government system like all other governing institutions in mainland China.

The Mayor of Hengyang is the highest-ranking official in the People's Government of Hengyang or Hengyang Municipal Government. However, in the city's dual party-government governing system, the Mayor has less power than the Chinese Communist Party Committee Secretary of Hengyang, colloquially termed the "CCP Party Chief of Hengyang" or "Communist Party Secretary of Hengyang".

Because of one party dictatorship and no political enemies, Hengyang has become a serious area of corruption. One mayor and three CCP Committee Secretaries has been placed under investigation by the Chinese Communist Party's internal control body, the Central Commission for Discipline Inspection (CCDI).

## History

On December 8, 2013, Chen Anzhong was dismissed, arrested and investigated for corruption by the CCDI. He is the first prefecture-level official in Hengyang sacked for graft since Xi Jinping's continues an anti-graft dragnet at all levels of government, military and ruling Communist Party.

On December 18, 2013, Tong Mingqian was placed under investigation by the CCDI for "serious violations of laws and regulations".

In April 2016, Li Yilong was put under investigation for alleged "serious violations of discipline and laws." by the CCDI.

On November 8, 2016, Zhang Wenxiong was put under investigation for alleged "serious violations of discipline", the CCDI said in a statement on its website, without elaborating.

## List of mayors of Hengyang

| No. | English name | Chinese name | Took office | Left office | Notes |
| --- | --- | --- | --- | --- | --- |
| 1 | Yang Minzhi | 杨敏之 | October 1980 | March 1985 |  |
| 2 | Zhai Shouzheng | 翟守政 | March 1985 | January 1988 |  |
| 3 | Su Jianmin | 苏建民 | January 1988 | October 1991 |  |
| 4 | He Wenbing | 何文彬 | October 1991 | July 1993 |  |
| 5 | He Tongxin | 贺同新 | August 1993 | November 1996 |  |
| 6 | Chen Anzhong | 陈安众 | November 1996 | September 1999 |  |
| 7 | Xu Minghua | 徐明华 | September 1999 | September 2001 |  |
| 8 | He Renyu | 贺仁雨 | September 2001 | December 2005 |  |
| 9 | Peng Chonggu | 彭崇谷 | December 2005 | June 2008 |  |
| 10 | Zhang Ziyin | 张自银 | June 2008 | January 2009 | Acting |
| 11 | Zhang Ziyin | 张自银 | January 2009 | March 2013 |  |
| 12 | Zhou Haibing | 周海兵 | March 2013 | May 2013 | Acting |
| 13 | Zhou Haibing | 周海兵 | May 2013 | June 2017 |  |
| 14 | Zheng Jianxin | 郑建新 | July 2017 | April 2018 |  |
| 15 | Deng Qunce | 邓群策 | April 2018 | February 2020 |  |
| 16 | Zhu Jian | 朱健 | 10 February 2020 |  |  |

## List of CCP Party secretaries of Hengyang

| No. | English name | Chinese name | Took office | Left office | Notes |
| --- | --- | --- | --- | --- | --- |
| 1 | Liao Renke | 廖仁柯 | May 1983 | March 1985 |  |
| 2 | Yang Minzhi | 杨敏之 | March 1985 | February 1988 |  |
| 3 | Zhai Shouzheng | 翟守政 | February 1988 | August 1991 |  |
| 4 | Su Jianmin | 苏建民 | August 1991 | July 1993 |  |
| 5 | Yan Yongsheng | 颜永盛 | July 1993 | March 1999 |  |
| 6 | Mei Kebao | 梅克保 | March 1999 | August 2001 |  |
| 7 | Xu Minghua | 徐明华 | August 2001 | March 2008 |  |
| 8 | Zhang Wenxiong | 张文雄 | March 2008 | March 2013 |  |
| 9 | Tong Mingqian | 童名谦 | February 2012 | April 2013 |  |
| 10 | Li Yilong | 李亿龙 | March 2013 | March 2016 |  |
| 11 | Zhou Nong | 周农 | April 2016 | January 2018 |  |
| 12 | Zheng Jianxin | 郑建新 | January 2018 | February 2020 |  |
| 13 | Deng Qunce | 邓群策 | 10 February 2020 |  |  |


title: Zanna Proniadou

abstract: Zanna Proniadou is a Greek volleyball player. She was part of the Greece women's national volleyball team. She competed with the Greek national team at the 2004 Summer Olympics in Athens, Greece. On club level she played with Filathlitikos Thessaloniki in 2002 and with Filathlitikos in 2004.

text:
# Zanna Proniadou

**Zanna Proniadou** (born 13 December 1978) is a Greek volleyball player. She was part of the Greece women's national volleyball team.

She competed with the Greek national team at the 2004 Summer Olympics in Athens, Greece. On club level she played with Filathlitikos Thessaloniki in 2002 and with Filathlitikos in 2004.

## Clubs

1. "Greece women's volleyball roster at FIVB.com". *2004 Athens*. FIVB. 18 September 2015.

## InfoBox

| Zanna Proniadou | |
| --- | --- |
| Personal information | |
| Nationality | Greece |
| Born | (1978-12-13) 13 December 1978<br>Saratov,  Soviet Union |
| Height | 1.90 m (6 ft 3 in) |
| Weight | 82 kg (181 lb) |
| Spike | 305 cm (120 in) |
| Block | 300 cm (120 in) |
| Volleyball information | |
| Position | middle blocker |
| Current club | Filathlitikos Thessaloniki |
| Number | 1 (national team) |
| National team | |
| 2002-2004  Greece | |


title: Vic Roberts (writer)

abstract: Vic Roberts was an English-born writer who worked in theatre, film and radio. He is best known for writing vaudeville sketches for Roy Rene in the 1920s and 1930s although there is some debate as to the exact extent of his contribution. He had a background in English musical hall and was hired to work for Rene by Sir Benjamin Fuller. After his initial trip to Australia, Roberts returned to England but then decided to stay in Australia. Roberts also wrote a number of screenplays for Ken G. Hall in collaboration with George D. Parker, although Hall later said he was dissatisfied with their work.

text:
# Vic Roberts (writer)

**Vic Roberts** was an English-born writer who worked in theatre, film and radio. He is best known for writing vaudeville sketches for Roy Rene in the 1920s and 1930s although there is some debate as to the exact extent of his contribution. He had a background in English musical hall and was hired to work for Rene by Sir Benjamin Fuller. After his initial trip to Australia, Roberts returned to England but then decided to stay in Australia.

Roberts also wrote a number of screenplays for Ken G. Hall in collaboration with George D. Parker, although Hall later said he was dissatisfied with their work.

## Writings

## Works cited


title: Nevada State Route 860

abstract: State Route 860 is a state highway in southern Pershing County, Nevada. It runs 1.9 miles (3.1 km) from a cattle guard at Derby Field to a frontage road along Interstate 80. Between its two termini, SR 860 intersects with the southern terminus of SR 397.

text:
# Nevada State Route 860

**State Route 860** (**SR 860**) is a state highway in southern Pershing County, Nevada. It runs 1.9 miles (3.1 km) from a cattle guard at Derby Field to a frontage road along Interstate 80 (FR PE01/Old U.S. Route 40). Between its two termini, SR 860 intersects with the southern terminus of SR 397.

## Major junctions

The entire route is in Pershing County.

| Location | mi | km | Destinations | Notes |
| --- | --- | --- | --- | --- |
|  |  |  | Derby Field Road |  |
|  |  |  | SR 397 (Westergard Road) | Southern terminus of SR 397 |
|  |  |  | Frontage Road |  |
| 1.000 mi = 1.609 km; 1.000 km = 0.621 mi<br> | | | | | |

Template:Attached KML/Nevada State Route 860KML is from Wikidata

## InfoBox

| State Route 860 | |
| --- | --- |
| Derby Field Road | |
| SR 860 highlighted in red | |
| Route information | |
| Maintained by NDOT | |
| Length | 1.888 mi (3.038 km) |
| Major junctions | |
| South end | Derby Field |
| North end | Frontage Road/Old US 40 |
|  | |
| Location | |
| Country | United States |
| State | Nevada |
| Counties | Pershing |
|  | |
| Highway system | |
| * **Nevada State Highway System** | |
| SR 859   SR 877 | |


title: Polytrichadelphus

abstract:
Polytrichadelphus is a genus of mosses belonging to the family Polytrichaceae. The species of this genus are found in Australia and America. Species:
  - Polytrichadelphus abriaquiae Jaeger, 1880
  - Polytrichadelphus archboldii E.B.Bartram, 1942
  - Polytrichadelphus magellanicus (Hedw.) Mitt.

text:
# Polytrichadelphus

***Polytrichadelphus*** is a genus of mosses belonging to the family Polytrichaceae.

The species of this genus are found in Australia and America.

Species:

## InfoBox

| *Polytrichadelphus* | |
| --- | --- |
|  | |
| *Polytrichadelphus magellanicus* | |
|
| Scientific classification | |
| Kingdom: | Plantae |
| Division: | Bryophyta |
| Class: | Polytrichopsida |
| Order: | Polytrichales |
| Family: | Polytrichaceae |
| Genus: | *Polytrichadelphus*<br>(Müll.Hal.) Mitt. |
|


title: Oxley, Australian Capital Territory

abstract: Oxley is the smallest suburb in Canberra. It is located in the district of Tuggeranong. The suburb is named after the explorer John Joseph William Molesworth Oxley, who explored parts of New South Wales. It was gazetted on 22 March 1982 and first settled in 1985. Streets are named after social reformers and the suburb has an area of 1.08 km⁲. It is next to the suburbs of Greenway, Wanniassa and Monash and is bounded by Drakeford Drive, Taverner Street and Erindale Drive.

text:
# Oxley, Australian Capital Territory

**Oxley** (postcode 2903) is the smallest suburb in Canberra. It is located in the district of Tuggeranong. The suburb is named after the explorer John Joseph William Molesworth Oxley (1783 to 1828), who explored parts of New South Wales. It was gazetted on 22 March 1982 and first settled in 1985. Streets are named after social reformers and the suburb has an area of 1.08 km2.

It is next to the suburbs of Greenway, Wanniassa and Monash and is bounded by Drakeford Drive, Taverner Street and Erindale Drive.

## Geology

Deakin Volcanics green grey, purple and cream rhyolite occurs over most of the suburb and Deakin Volcanics green grey and purple rhyodacite is found in the far south east corner. These rocks are from 414 mya in the Silurian period.

## InfoBox

| Oxley
Canberra, Australian Capital Territory | |
| --- | --- |
| Population | 1,703 (SAL 2021) |
| Established | 1985 |
| Gazetted | 22 March 1982 |
| Postcode(s) | 2903 |
| Area | 1.08 km2 (0.4 sq mi) |
| District | Tuggeranong |
| Territory electorate(s) | Brindabella |
| Federal division(s) | Bean |
| **Suburbs around Oxley:**  Greenway Wanniassa Wanniassa  Greenway Oxley Monash  Greenway Monash Monash | |


title: Illini West High School

abstract: Illini West High School (IWHS) is a public high school in Carthage, Illinois, United States. IWHS serves a mostly rural area that includes most of northeastern Hancock County and extends into parts of Henderson and McDonough Counties, covering the cities of Carthage, Dallas City, and La Harpe, and the village of Ferris. The campus is located 25 miles (40 km) west of Macomb, Illinois, and has a student body of 332 students in grades 9–12 as of the 2017–18 school year. IWHS was established in 2007 as a convergence of Carthage, Dallas City, and La Harpe High Schools and is housed at the former Carthage High School. The school is administered by the Illini West Community Unit School District 307, while the elementary and middle feeder schools in each of the communities that consolidated are administered by the Carthage Elementary School District 317, Dallas Elementary School District 327, and La Harpe Community School District 347.

text:
# Illini West High School

**Illini West High School** (IWHS) is a public high school in Carthage, Illinois, United States. IWHS serves a mostly rural area that includes most of northeastern Hancock County and extends into parts of Henderson and McDonough Counties, covering the cities of Carthage, Dallas City, and La Harpe, and the village of Ferris. The campus is located 25 miles (40 km) west of Macomb, Illinois, and has a student body of 332 students in grades 9–12 as of the 2017–18 school year. IWHS was established in 2007 as a convergence of Carthage, Dallas City, and La Harpe High Schools and is housed at the former Carthage High School. The school is administered by the **Illini West Community Unit School District 307**, while the elementary and middle feeder schools in each of the communities that consolidated are administered by the Carthage Elementary School District 317, Dallas Elementary School District 327, and La Harpe Community School District 347.

## Academics

In 2009 Illini West High School did not make Adequate Yearly Progress, with 48% of students meeting standards, on the Prairie State Achievement Examination, a state test that is part of the No Child Left Behind Act. The school's average high school graduation rate between 2008-2009 was 100%.

## Athletics

Illini West High School competes in the Prairieland Conference and is a member school in the Illinois High School Association. The IWHS mascot is the Chargers, symbolized by a horse, with school colors of navy blue and orange. The school has 4 state championships on record in team athletics and activities, Boys Football in 2008-2009 (3A) and 2010-2011 (3A), Bass Fishing in 2010, Girls Track 2015 (1A), and Boys Track 2017 (1A). However, predecessor high school won 6 more state championships: Boys Football in 1995-1996 (1A), 1998-1999 (1A), 1999-2000 (1A), and 2000-2001 (1A), as Carthage High School; Girls Basketball in 1991-1992 (A); and Girls Basketball in 1992-1993 (A) as Carthage High School.

## History

The Illini West High School formed in 2007. It was the convergence of Carthage High School, Dallas City High School, and La Harpe High School. The converged school used the Carthage High School building as its new home.

## InfoBox

| Illini West High School | |
| --- | --- |
|  | |
| Address | |
|  | |
| 600 Miller Street
Carthage, Illinois 62321
United States | |
| Coordinates | 40°25′16″N 91°08′04″W / 40.42099°N 91.13449°W / 40.42099; -91.13449 |
| Information | |
| Type | Public |
| School district | Illini West Community Unit School District 307 |
| Principal | Amanda Congdon |
| Faculty | 24.93 (FTE) |
| Grades | 9–12 |
| Enrollment | 342 (2022–23) |
| Student to teacher ratio | 13.72 |
| Campus type | Small city |
| Color(s) | Navy blue, orange, white
 |
| Athletics conference | West Central |
| Team name | Chargers |
| PSAE average | 48% |
| Website | www.illiniwest.org |


title: Geographer

abstract: A geographer is a physical scientist, social scientist or humanist whose area of study is geography, the study of Earth's natural environment and human society, including how society and nature interacts. The Greek prefix "geo" means "earth" and the Greek suffix, "graphy", meaning "description", so a geographer is someone who studies the earth. The word "geography" is a Middle French word that is believed to have been first used in 1540. Although geographers are historically known as people who make maps, map making is actually the field of study of cartography, a subset of geography. Geographers do not study only the details of the natural environment or human society, but they also study the reciprocal relationship between these two. For example, they study how the natural environment contributes to human society and how human society affects the natural environment. In particular, physical geographers study the natural environment while human geographers study human society and culture. Some geographers are practitioners of GIS and are often employed by local, state, and federal government agencies as well as in the private sector by environmental and engineering firms. The paintings by Johannes Vermeer titled The Geographer and The Astronomer are both thought to represent the growing influence and rise in prominence of scientific enquiry in Europe at the time of their painting in 1668–69.

text:
# Geographer

A **geographer** is a physical scientist, social scientist or humanist whose area of study is geography, the study of Earth's natural environment and human society, including how society and nature interacts. The Greek prefix "geo" means "earth" and the Greek suffix, "graphy", meaning "description", so a geographer is someone who studies the earth. The word "geography" is a Middle French word that is believed to have been first used in 1540.

Although geographers are historically known as people who make maps, map making is actually the field of study of cartography, a subset of geography. Geographers do not study only the details of the natural environment or human society, but they also study the reciprocal relationship between these two. For example, they study how the natural environment contributes to human society and how human society affects the natural environment.

In particular, physical geographers study the natural environment while human geographers study human society and culture. Some geographers are practitioners of GIS (geographic information system) and are often employed by local, state, and federal government agencies as well as in the private sector by environmental and engineering firms.

The paintings by Johannes Vermeer titled *The Geographer* and *The Astronomer* are both thought to represent the growing influence and rise in prominence of scientific enquiry in Europe at the time of their painting in 1668–69.

## Areas of study in geography

Subdividing geography is challenging, as the discipline is broad, interdisciplinary, ancient, and has been approached differently by different cultures. Attempts have gone back centuries, and include the "Four traditions of geography" and applied "branches."

### Four traditions of geography

The four traditions of geography were proposed in 1964 by William D. Pattison in a paper titled "The Four Traditions of Geography" appearing in the Journal of Geography. These traditions are:

### Branches of geography

The UNESCO Encyclopedia of Life Support Systems subdivides geography into three major fields of study, which are then further subdivided. These are:

### Five themes of geography

The National Geographic Society identifies five broad key themes for geographers:

## Notable geographers

## Institutions and societies

## Further reading

***Geography portal***


title: Premier of Mpumalanga

abstract: The Premier of Mpumalanga is the head of government of Mpumalanga province in South Africa. The current Premier of Mpumalanga is Mandla Ndlovu, a member of the African National Congress. He took office on 18 June 2024.

text:
# Premier of Mpumalanga

The **Premier of Mpumalanga** is the head of government of Mpumalanga province in South Africa. The current Premier of Mpumalanga is Mandla Ndlovu, a member of the African National Congress. He took office on 18 June 2024.

## Functions

In terms of the constitution, the executive authority of a province is entrusted in the Premier. The Premier designates an Executive Council made up of ten members of the provincial legislature; they are called Members of the Executive Council (MECs). The MECs are accordingly ministers and the Executive Council a cabinet at the provincial level. The Premier has the ability to appoint and dismiss MECs at his/her own discretion.

The Premier and the Executive Council are responsible for implementing provincial legislation, along with any national legislation allotted to the province. They specify provincial policy and administer the departments of the provincial government; their actions are subject to the national constitution.

In order for an act of the provincial legislature to officially become law, the Premier must sign the legislation. The Premier can refer legislation back to the legislature for reconsideration if the Premier believes the act is unconstitutional. If the Premier and the legislature cannot agree, the act must be referred to the Constitutional Court for a final ruling.

The Premier is also *ex officio* a member of the National Council of Provinces, the upper house of Parliament, as one of the special delegates from the province.

## List

| No. | Portrait | Name
(Birth–Death) | Term of office | | | Political party |
| --- | --- | --- | --- | --- | --- | --- |
| | | | Took office | Left office | Time in office | |
| 1 |  | Mathews Phosa (born 1952) | 7 May 1994 | 15 June 1999 | 5 years, 39 days | African National Congress |
| 2 |  | Ndaweni Mahlangu | 15 June 1999 | 30 April 2004 | 4 years, 320 days | |
| 3 |  | Thabang Makwetla (born 1957) | 30 April 2004 | 10 May 2009 | 5 years, 10 days | |
| 4 |  | David Mabuza (born 1960) | 10 May 2009 | 26 February 2018 | 8 years, 292 days | |
| 5 |  | Refilwe Mtsweni-Tsipane
(Acting: 27 February - 20 March 2018) (born 1973) | 20 March 2018 | 18 June 2024 | 6 years, 90 days | |
| 6 |  | Mandla Ndlovu (born 1969) | 18 June 2024 | Incumbent | 105 days | |

## Election

The election for the Mpumalanga Provincial Legislature is held every five years, simultaneously with the election of the National Assembly; the last such election occurred on 29 May 2024. At the first meeting of the provincial legislature after an election, the members choose the Premier from amongst themselves. The provincial legislature can force the Premier to resign by a motion of no confidence. If the Premiership becomes vacant (for whatever reason) the provincial legislature must choose a new Premier to serve out the period until the next election. One person cannot have served more than two five-year terms as Premier; however, when a Premier is chosen to fill a vacancy the time until the next election does not count as a term.

## InfoBox

| Premier of Mpumalanga | |
| --- | --- |
| Incumbent
Mandla Ndlovu
since 18 June 2024 | |
| Style | The Honourable |
| Appointer | Mpumalanga Provincial Legislature |
| Term length | Five years, renewable once |
| Inaugural holder | Mathews Phosa |
| Formation | 7 May 1994 |
| Website | www.mpumalanga.gov.za/otp/ |


title: Polyelasmoceratidae

abstract: Polyelasmoceratidae is a family of oncocerid nautiloids characterized by rapidly expanding endogastrically curved shells, curved such that the ventral side is longitudinally concave. In cross section shells are typically tear-drop in shape to subtriangular. The siphuncle is typically nummuloidal, like a string of beads, with outwardly flared septal necks, and located between the center and the venter. Most contain radially lamellar actinosiphonate deposits. The Middle Silurian Danaoceras is probably the ancestral genus, which give rise to the contemporary Codoceras and ultimately the subsequent Devonian genera.

text:
# Polyelasmoceratidae

**Polyelasmoceratidae** is a family of oncocerid nautiloids characterized by rapidly expanding endogastrically curved shells, curved such that the ventral side is longitudinally concave. In cross section shells are typically tear-drop in shape to subtriangular. The siphuncle is typically nummuloidal, like a string of beads, with outwardly flared septal necks, and located between the center and the venter. Most contain radially lamellar actinosiphonate deposits.

The Middle Silurian *Danaoceras* is probably the ancestral genus, which give rise to the contemporary *Codoceras* and ultimately the subsequent Devonian genera.

## InfoBox

| Polyelasmoceratidae
Temporal range: Middle Silurian\- Middle Devonian | |
| --- | --- |
|
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Animalia |
| Phylum: | Mollusca |
| Class: | Cephalopoda |
| Subclass: | Nautiloidea |
| Order: | Oncocerida |
| Family: | Polyelasmoceratidae
Shimanskiy, 1956 |
|
| Genera | |
|  | |


title: Metropolitan Railway steam locomotives

abstract: The first Metropolitan Railway steam locomotives were ordered in 1864 for the Metropolitan Railway, to replace the Great Western Railway locomotive that had opened their first line the previous year. A total of 116 locomotives were built, of which two survive in preservation.

text:
# Metropolitan Railway steam locomotives

The first **Metropolitan Railway steam locomotives** were ordered in 1864 for the Metropolitan Railway, to replace the Great Western Railway locomotive that had opened their first line the previous year. A total of 116 locomotives were built, of which two survive in preservation.

## History

Concern about smoke and steam in the tunnels led to new designs of steam locomotive. Before the line opened in 1861 trials were made with the experimental "hot brick" locomotive nicknamed Fowler's Ghost. This was unsuccessful and the first public trains were hauled by broad gauge GWR Metropolitan Class condensing 2-4-0 tank locomotives designed by Daniel Gooch. They were followed by standard gauge GNR locomotives until the Met received its own 4-4-0 tank locomotives. The locomotives were built by Beyer Peacock of Manchester. Their design is frequently attributed to the Met's Engineer John Fowler, but the locomotive was a development of one Beyers had built for the Spanish Tudela to Bilbao Railway, Fowler only specifying the driving wheel diameter, axle weight and the ability to navigate sharp curves. Eighteen were ordered in 1864, initially carrying names, and by 1870 a total of forty had been built. To reduce smoke underground, at first coke was burnt, changed in 1869 to smokeless Welsh coal.

From 1879, more locomotives were needed, and the design was updated and a total of twenty-four of these later locomotives were delivered between 1879 and 1885. Originally the locomotives were painted bright olive green lined in black and yellow, chimneys were copper capped with the locomotive number in brass figures at the front and domes were polished brass. In 1885, the colour changed to a dark red known as Midcared, and this was to remain the standard colour and taken up as the colour for the Metropolitan line by London Transport in 1933. When in 1925 the Met classified its locomotives by letters of the alphabet, these were assigned A Class and B Class. When the M&SJWR was being built, it was considered that the Class A and B tanks would struggle on the gradients and five Worcester Engine 0-6-0 tank locomotives were delivered in 1868. However, it was soon found that the Class A and B locomotives could manage trains without difficulty and the 0-6-0Ts were sold to the Taff Vale Railway in 1873 and 1875.

From 1891, more locomotives were needed for work on the extension line from Baker Street into the country. Four C Class (0-4-4) locomotives, a development of South Eastern Railway's 'Q' Class, were received in 1891. In 1894, two D Class locomotives were bought to run between Aylesbury and Verney Junction. These were not fitted with the condensing equipment needed to work south of Finchley Road. Four more were delivered in 1895 with condensing equipment, although these were prohibited working south of Finchley Road. In 1896, two E Class (0-4-4) locomotives were built by the Met at Neasden works, followed by one in 1898 to replace the original Class A No. 1, damaged in an accident. Four more were built by Hawthorn Leslie & Co in 1900 and 1901. To cope with the growing freight traffic on the extension line, the Met received four F Class (0-6-2) locomotives in 1901, similar to the E Class except for the wheel formula and without steam heat. In 1897 and 1899, the Met received two 0-6-0 saddle tank locomotives to a standard Peckett design. Unclassified by the Met, these were generally used for shunting at Neasden and Harrow.

Many locomotives were made redundant by the electrification of the inner London lines in 1905–06. By 1907, forty of the older class A and B had been sold or scrapped and by 1914 only thirteen locomotives of these classes had been retained for shunting, departmental work and working trains over the Brill Tramway. The need for more powerful locomotives for both passenger and freight services meant that, in 1915, four G Class (0-6-4) locomotives arrived from Yorkshire Engine Co. Eight 75 mph (121 km/h) capable H Class (4-4-4) locomotives were built in 1920 and 1921 and used mainly on express passenger services. To run longer, faster and less frequent freight services in 1925 six freight K Class (2-6-4) locomotives arrived, rebuilt from 2-6-0 locomotives manufactured at Woolwich Arsenal after World War I. These were not permitted south of Finchley Road.

In 1933 the Metropolitan Railway was absorbed into the newly created London Passenger Transport Board and on 1 November 1937 the later ,  and K Class steam locomotives were transferred to the London and North Eastern Railway (LNER) who took over all freight workings and became responsible for hauling passenger trains with steam locomotives north of Rickmansworth. From the early 1940s these were replaced by ex Great Central Railway locomotives, now classified LNER Class A5. These were replaced by LNER L1s after 1948 and ten years later in 1958 when the joint line was transferred to British Railway's London Midland Region former LMS locomotives replaced the L1s. Steam working ended on passenger trains after the introduction of the A Stock in 1961.

LT kept nine ex-Metropolitan steam locomotives for use on departmental work - one of the A Class, four of the E Class, and four of the F Class. From 1956 these were replaced by ex-GWR 5700 Class pannier tanks, which in turn were replaced by Sentinel diesel-hydraulic shunters in 1971.

## Preserved units

Two locomotives survive, one A Class No. 23 (LT L45) at the London Transport Museum, and E Class No. 1 (LT L44) is preserved at the Buckinghamshire Railway Centre.

## List

| Numbers | Built | Builder | Type | Works Nos. | Class | Notes |
| --- | --- | --- | --- | --- | --- | --- |
| 1–9 | 1864 | BP&C | 4-4-0T | 412–419 |  | all services |
| 10–18 | 1864 | BP&C | 4-4-0T | 421–429 |  | all services |
| 19–23 | 1866 | BP&C | 4-4-0T | 706–710 |  | all services; 23 to LT L45 |
| 24–28 | 1868 | BP&C | 4-4-0T | 770–774 |  | all services |
| 29–33 | 1869 | BP&C | 4-4-0T | 853–857 |  | all services; possibly works numbers 775-779 |
| 34–38 | 1868 | WEC | 0-6-0T | 34-38 |  | St. John’s Wood Extension line |
| 34–38 | 1879 | BP&C | 4-4-0T | 1878–1882 |  | all services |
| 39–44 | 1869 | BP&C | 4-4-0T | 863–868 |  | all services |
| 45–49 | 1870 | BP&C | 4-4-0T | 893–897 |  | all services |
| 50–53 | 1880 | BP&C | 4-4-0T | 1937–1940 |  | all services |
| 54–56 | 1880 | BP&C | 4-4-0T | 1944–1946 |  | all services |
| 57–59 | 1880 | BP&C | 4-4-0T | 1941–1943 |  | all services |
| 60–64 | 1884 | BP&C | 4-4-0T | 2579–2583 |  | all services |
| 65–66 | 1885 | BP&C | 4-4-0T | 2674–2675 |  | all services |
| 67–70 | 1891 | N&C | 0-4-4T | 4352–4355 |  | all services |
| 71–72 | 1895 | SS&C | 2-4-0T | 4055–4056 |  | Aylesbury/Verney Junction |
| 73–76 | 1895 | SS&C | 2-4-0T | 4075–4078 |  | Aylesbury/Verney Junction |
| 77–78 | 1896 | MR | 0-4-4T |  |  | Aylesbury line; 77 to LT L46 |
| 79 | 1897 | MR | 0-4-4T |  |  | renumbered 1 |
| 79–80 | 1900 | RWHL | 0-4-4T | 2474–2475 |  | Aylesbury line; 80 to LT L47 |
| 81–82 | 1901 | RWHL | 0-4-4T | 2476–2477 |  | Aylesbury line; 81 to LT L48 |
| 90–93 | 1901 | YEC | 0-6-2T | 624–627 |  | heavy work; to LT L49-L52 |
| 94–95 | 1915 | YEC | 0-6-4T |  |  | express passenger |
| 96–97 | 1916 | YEC | 0-6-4T |  |  | express passenger |
| 100 | 1886 | HC&C | 0-4-0ST |  | S | shunter; 1884? |
| 101 | 1897 | P&C | 0-6-0ST | 664 | S | Finchley Road shunting; to LT L53 |
| 102 | 1899 | P&C | 0-6-0ST | 823 | S | Finchley Road shunting; to LT L54 |
| 103–106 | 1920 | KS&C | 4-4-4T | 4088–4091 |  | express passenger; to LNER H2 6415-6418, 1935 |
| 107–110 | 1921 | KS&C | 4-4-4T | 4092–4095 |  | express passenger; to LNER H2 6419-6422, 1935 |
| 111–116 | 1924 | AW&C | 2-6-4T |  |  | goods; to LNER L2 6158-6163, 1935; similar to the SECR K Class and designed by Richard Maunsell |
|

| Builders | | |
| --- | --- | --- |
| AW&C | Armstrong Whitworth and Company | Elswick, Newcastle upon Tyne |
| BP&C | Beyer, Peacock and Company | Gorton, Manchester |
| HC&C | Hudswell Clarke and Company | Hunslet, Leeds, West Yorkshire |
| KS&C | Kerr, Stuart and Company | Stoke-on-Trent |
| MR | Metropolitan Railway | Neasden Works |
| N&C | Neilson and Company | Glasgow, Scotland |
| P&C | Peckett & Company | St. George, Bristol |
| RWHL | R. & W. Hawthorne, Leslie and Company | Newcastle upon Tyne |
| SS&C | Sharp, Stewart and Company | Manchester |
| WEC | Worcester Engine Company | Worcester |
| YEC | Yorkshire Engine Company | Sheffield |
|

### Notes

### Sources

* Bruce, J. Graeme (1983). *Steam to Silver: A history of London Transport Surface Rolling Stock* (2nd ed.). London: Capital Transport. ISBN 0-904711-45-5.
* Casserley, H.C. (1977). *The later years of Metropolitan Steam*. D. Bradford Barton. ISBN 0-85153-327-2.
* Goudie, F. W. (1 January 1990). *Metropolitan Steam Locomotives*. Capital Transport. ISBN 978-1-85414-118-7.
* Green, Oliver (1987). *The London Underground — An illustrated history*. Ian Allan. ISBN 0-7110-1720-4.
* Jackson, Alan (1986). *London's Metropolitan Railway*. David & Charles. ISBN 0-7153-8839-8.


title: Vijayanagar, Belgaum

abstract: Vijayanagar is a small village located in the Belgaum district, Karnataka state in southern India. It is located a few kilometres south of Kabbur.

text:
# Vijayanagar, Belgaum

**Vijayanagar** is a small village located in the Belgaum district, Karnataka state in southern India. It is located a few kilometres south of Kabbur.

## InfoBox

| Vijayanagar | |
| --- | --- |
| village | |
| Country | India |
| State | Karnataka |
| District | Belgaum |
| Talukas | Chikodi |
| Population (2011) | |
| Total | 1,465 (275 households) |
| Languages | |
| Official | Kannada |
| Time zone | UTC+5:30 (IST) |


title: Nevada Stoody Hayes

abstract: Nevada Stoody Hayes, sometimes called Nevada of Braganza, was an American socialite who became the wife of Infante Afonso of Braganza, Duke of Porto, whose nephew, Manuel II, was the last king of Portugal. She was the Princess Royal of Portugal, but never accepted as a member of the exiled Portuguese royal family, yet by Portuguese law her marriage to Afonso was legal.

text:
# Nevada Stoody Hayes

**Nevada Stoody Hayes** (21 October 1870 – 11 January 1941), sometimes called **Nevada of Braganza**, was an American socialite who became the wife of Infante Afonso of Braganza, Duke of Porto, whose nephew, Manuel II, was the last king of Portugal. She was the Princess Royal of Portugal, but never accepted as a member of the exiled Portuguese royal family, yet by Portuguese law her marriage to Afonso was legal.

## Early life

Nevada was born on 21 October 1870 in Sandyville, Ohio, to Jacob Walter Stoody and Nancy Miranda (née McNeal) Stoody. Her maternal grandparents were James Powell McNeal and Sarah Yell (née Chase) McNeal.

## Personal life

### First marriage

Her first husband was inventor Lee Albert Agnew (1867-1924), whom she divorced in 1906. Despite the divorce, Agnew maintained warm feelings toward his former wife, and after he died on 31 January 1924, his will left her his estate's income not earmarked for the support of their son, Lee Albert "David" Agnew, Jr. (1903-1977).

### Second marriage

The day after her divorce from Agnew, Hayes married William Hayes Chapman (1834-1907), then in his early seventies. When he bequeathed her more than $8 million at his death a year later, the newspapers dubbed her "the $10 million widow".

Excerpt from Mrs. Astor’s 400:

> She immediately went to Europe where it was reported that those vying for her hand included Lord Falconer (later the 10th Earl of Kintore who married American heiress Helen Zimmerman, formerly Duchess of Manchester), Count A. F. Cherep-Spiridovich (a younger officer in the army of the Tsar), Prince Mohammed Ali Hassan of Egypt, and Count Aubert de Sonis who came from Paris to New York on the same ship with the widow. While the Count was in the lobby of the St. Regis Hotel waiting to present flowers and a proposal of marriage, she departed by a rear exit with Philip Van Valkenburgh, a prominent member of an old New York family (but, obviously in need of some of her money, she would soon come to find out). They were married in Connecticut on 23 November 1909 and were divorced after a short-time amid protracted legal battles; she finally settled $200,000 upon him in 1910 ...

### Third marriage

Nevada married for a third time to Philip Henry Van Volkenburgh, Jr. (1853-1949), a New York lawyer and banker, on November 23, 1909, in Greenwich, Connecticut. Shortly after their marriage, however, they separated and she took up residence in Pomfret, Connecticut, a state which required three years residency before a suit for divorce could be brought. In 1913, Philip had her served with divorce papers while she was at the Hotel Vanderbilt in New York City. In turn, she sued him, and the following year, she obtained an uncontested divorce from Volkenburgh in Putnam, Connecticut, on grounds of desertion in 1914.

### Fourth marriage

Her fourth and last husband was the Duke of Porto, Dom Afonso of Braganza (1865–1920), Infante of Portugal, whom she married morganatically on 26 September 1917 in Rome, and again in a civil ceremony on 23 November of that year in Madrid, under the name of *Madame Nevada Stoody Hayes-Chapman*. Hayes began styling herself "Her Royal Highness, Nevada, the Duchess of Porto", but the Portuguese royal family never recognized her as a member. Afonso tried to have his wife accepted by his family, but was rebuffed.

Three years later, on 21 February 1920, at Naples, Italy, the duke died, without having ever renounced his rights to the throne. Hayes traveled from Italy to Portugal with the body of her late husband, and arranged for its installation in the Braganza pantheon in the Monastery of São Vicente de Fora in Lisbon. Although the terms of a morganatic marriage exclude the surviving spouse from inheriting any of the titles or privileges that are the prerogatives of royalty (while the concept of morganatic marriage has never explicitly existed anywhere in Portugal), they do not exclude the survivor from inheriting property. In his will, Dom Afonso left his entire estate to Nevada Stoody Hayes.

Excerpt from Mrs. Astor's 400:

> He forfeited his inheritance rights to the throne by his marriage and his financial allowance from the royal family was cut.
>
> Nevada styled herself as the Crown Princess of Portugal. Her husband was the uncle of King Manuel of Portugal and only brother of King Manuel's father, the murdered King Carlos. King Victor Emanuel, a cousin of the Duke of Oporto, gave him asylum in the Royal Palace in Naples and a reported allowance of $10,000 per year. The Duke of Oporto died in Naples in 1920 having fled there after the Portuguese Revolution. After the death of the King of Portugal Nevada petitioned the republican government – to no avail – to grant her all the royal family's funds as she considered herself its senior member.
>
> She sailed to the U. S. in 1921 to have made a silver casket on a bronze base (weighing half a ton) in which to convey her late husband's body from Naples to Lisbon. There it would be displayed in the Pantheon before the Duke of Porto was buried next to his murdered brother, the late King. In 1935 the Duchess of Porto traveled on the Ile de France to New York where she reported that, having spent two months in Germany, she was "greatly impressed by Adolf Hitler."
>
> She jealously guarded (and according to all precedent, she and the hypocritical status phoniness of that period, she was correct in asserting her marital rights) what she perceived as her rights as Crown Princess and once, on a trans-Atlantic cruise which also included the Grand Duchess Marie of Russia, to ensure that she be seated on the Captain's right at dinner rather than the Grand Duchess, she entered the dining room ahead of all other guests to take her seat. She died 11 January 1941 in Tampa, Florida, at St. Joseph's Hospital after an illness of 10 days. She had spent the winter in Tampa for the preceding 10-years. She left a son, Lee Albert "David" Agnew, Jr., of New York, and four sisters (...).

Nevada Stoody Hayes died at Saint Joseph's Hospital in Tampa, Florida, in 1941, at age 70.

After her death, the Foundation of the House of Bragança bought the painting "Battle of Cape St. Vincent", a Portuguese national treasure that had been included in her inheritance, depicting a victory of the fleet of Maria II of Portugal over the fleet of Miguel I of Portugal during the Liberal Wars. It is now located in the Maritime Museum in Lisbon.

## InfoBox

| Nevada Stoody Hayes | |
| --- | --- |
| Nevada in 1920 | |
| Born | Nevada Stoody
(1870-10-21)21 October 1870
Sandyville, Ohio |
| Died | 11 January 1941(1941-01-11) (aged 70)
Tampa, Florida |
| Spouse | *   Lee Albert Agnew, Sr
(m. 1897; div. 1905) *   William Hayes Chapman
(m. 1905; died 1907) *   Philip Henry Van Volkenburgh, Jr
(m. 1909; div. 1914) *   Infante Afonso, Duke of Porto
(m. 1917; died 1920) |
| Issue | * Lee Albert "David" Agnew, Jr |
| House | Braganza-Saxe-Coburg and Gotha |
| Father | Jacob Walter Stoody |
| Mother | Nancy Miranda McNeal |
| Occupation | Socialite |


title: Poors Allotment

abstract: Poors Allotment is a 76-hectare (190-acre) nature reserve north of Camberley in Surrey. It is owned by Windlesham United Charities and managed by the Surrey Wildlife Trust. It is part of Thames Basin Heaths Special Protection Area and Broadmoor to Bagshot Woods and Heaths Site of Special Scientific Interest. This site got its name because it was set aside under an early nineteenth century Enclosure Act to allow poor people to gather turf and bracken as fuel. It has heath, acid grassland and woods. Its importance lies in its fauna, such as woodlarks, nightjars, Dartford warblers, adders and several species of butterfly.

text:
# Poors Allotment

**Poors Allotment** is a 76-hectare (190-acre) nature reserve north of Camberley in Surrey. It is owned by Windlesham United Charities and managed by the Surrey Wildlife Trust. It is part of Thames Basin Heaths Special Protection Area and Broadmoor to Bagshot Woods and Heaths Site of Special Scientific Interest.

This site got its name because it was set aside under an early nineteenth century Enclosure Act to allow poor people to gather turf and bracken as fuel. It has heath, acid grassland and woods. Its importance lies in its fauna, such as woodlarks, nightjars, Dartford warblers, adders and several species of butterfly.

51°21′36″N 0°43′34″W / 51.360°N 0.726°W / 51.360; -0.726

## InfoBox

| Poors Allotment | |
| --- | --- |
|  | |
|  | |
| Type | Nature reserve |
| Location | Camberley, Surrey |
| OS grid | SU888631 |
| Area | 76 hectares (190 acres) |
| Managed by | Surrey Wildlife Trust |


title: Illinichernes distinctus

abstract: Illinichernes distinctus is a species of pseudoscorpion in the family Chernetidae.

text:
# Illinichernes distinctus

***Illinichernes distinctus*** is a species of pseudoscorpion in the family Chernetidae.

## Further reading

## InfoBox

| *Illinichernes distinctus* | |
| --- | --- |
|
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Animalia |
| Phylum: | Arthropoda |
| Subphylum: | Chelicerata |
| Class: | Arachnida |
| Order: | Pseudoscorpiones |
| Family: | Chernetidae |
| Genus: | *Illinichernes* |
| Species: | ***I. distinctus*** |
| Binomial name | |
| ***Illinichernes distinctus***<br>Hoff, 1949 | |
|


abstract: The Pontypridd, Caerphilly and Newport Railway was built to bring the coal output of the Aberdare and Rhondda valleys directly to Alexandra Docks at Newport. It was a little over 5 miles (8 km) in length, running from Pontypridd to a junction near Caerphilly; from there to Newport existing allied railways conveyed the mineral trains. A passenger service was operated later, not stopping intermediately on the line, until in 1904 a railmotor service was started, calling at new low-cost intermediate stopping places. The line closed to passengers in 1962, and to freight from 1965.

text:
# Pontypridd, Caerphilly and Newport Railway

**The Pontypridd, Caerphilly and Newport Railway** was built to bring the coal output of the Aberdare and Rhondda valleys directly to Alexandra Docks at Newport.

It was a little over 5 miles (8 km) in length, running from Pontypridd to a junction near Caerphilly; from there to Newport existing allied railways conveyed the mineral trains. A passenger service was operated later, not stopping intermediately on the line, until in 1904 a railmotor service was started, calling at new low-cost intermediate stopping places.

The line closed to passengers in 1962, and to freight from 1965.

## Monmouthshire Railway and Canal Company

The remarkable topography of south-east Wales consists of mountainous terrain with a number of valleys running north to south, or north-west to south-east. In addition, the region at the upper part of the valleys was rich in mineral resources, in particular iron ore, coal and limestone. The co-existence of these minerals encouraged the production of iron, but both that industry and the distribution of coal was limited by the very poor transport network, itself constrained by the valleys and intervening ridges.

In 1792 ironmasters and coalowners collaborated to form the Monmouthshire Canal Navigation, a canal that connected Pontnewynydd (near Pontypool) and Crumlin to Newport. The Monmouthshire Canal Navigation Act 1792 (32 Geo. 3. c. 102) permitted the construction of tramways to connect any mineral pit to the canal, provided the pit was within 7 miles (11 km) of the canal.

The canal proved very successful, and in time longer tramroad branches and main lines were built; from 1848 a modern railway was being built linking Newport and Pontypool. The Monmouthshire Canal Navigation Company changed its name to the *Monmouthshire Railway and Canal Company*.

## Newport Docks

Throughout this period, mineral products were transferred from canal boats, and later from tramroad wagons, to ships for export of coastal transport at wharves on the River Usk at Newport. Over time a considerable number of wharves were created. The tidal range there is exceptionally large, and it was increasingly difficult to effect the transfer as trade volume increased, and it was realised that a wet dock was needed. Newport Town Dock was opened in 1842. Trade was still increasing rapidly and the opening of the dock further stimulated the trade, so an extension was built, opening in 1858.

## Alexandra Dock

Still the volume of trade increased and outstripped the capacity of the enlarged Town Dock, and it was decided to build what became the Alexandra Dock; this was on a much larger scale on land to the south of the town. Interested parties formed a company, the Alexandra (Newport) Dock Company. Alexandra Dock opened in 1875.

The company changed its name in 1882 to the Alexandra (Newport and South Wales) Docks and Railway Company (A(N&SW)D&R), reflecting the fact of the complex of access railways at the docks.

Immediately it was realised that expansion of demand had continued to outstrip expansion of capacity, and a second dock, Alexandra South Dock, was opened in 1893, the original Alexandra Dock being renamed North Dock. Extensions to the South Dock were built in successive stages, until completion in 1914.

The Alexandra Dock system was said to be the largest dock in the world, and it was capable of handling the largest shipping then foreseeable.

## Coal from the Taff Valleys

Minerals and mineral products travelled almost exclusively by railway and canal in the nineteenth century, and the topographical constraints of building the railways resulted in their following valleys. This resulted in the Newport dock system being connected to the Newport Western and Eastern Valleys and the Sirhowy Valley. At the same time the coal districts of the Taff Valley and the Cynon Valley were connected to Cardiff, and transported onward from Cardiff Docks.

The volume of transported materials at Cardiff docks resulted in increasing congestion there, and it was reported that the masters of ships had to stand off for several days waiting for a berth to load their cargo. At the same time, the Cardiff system was considered to be a monopoly, exploited by its owners and charging excessive dues for its use. Moreover, the Taff Vale Railway serving the route from Pontypridd to Cardiff Docks had become extremely congested, and mineral trains spent lengthy periods waiting for access to the docks.

Meanwhile, the structure of the colliery trade was changing: steam coal from the Taff Valley was held in high esteem worldwide, and blending of coal was becoming commonplace. These factors resulted in a desire to connect Pontypridd with Newport. Caerphilly was already connected to Newport over the Rhymney Railway and the Brecon and Merthyr Railway, and the gap between the Taff Vale Railway at Pontypridd and a point of junction with the Rhymney Railway near Caerphilly was only a little over 5 miles (8 km) in extent.

## The Pontypridd, Caerphilly and Newport Railway

These considerations led to the formation of the Pontypridd, Caerphilly and Newport Railway (PC&NR). The decision to go ahead was taken at the Alexandra Docks board meeting on 16 July 1877. Lord Tredegar was involved in the discussion, and for him the enhanced traffic which would pass the Park Mile on his lands would bring in substantial extra toll charges. Many of the directors and principal investors in the new company were involved in similar capacities with the Alexandra, and relations between the PC&NR and the A(N&SW)D&R were cordial.

The new company was incorporated by act of Parliament on 8 August 1878; James Szlumper was the engineer for the scheme.

## Opening delays

The line was duly constructed, but an intended opening at the beginning of 1884 was delayed:

> owing to a defect in one of the abutments of the bridge crossing the River Taff at Pontypridd, men are pulling it down and propping the girders with timber, so that many months must now elapse before the reconstruction will be completed. The opening of the railway for traffic will therefore be retarded.

Even at the last minute there were problems which might have been foreseen:

> For some little time past, hopes and expectations have been entertained that the new Pontypridd, Caerphilly and Newport Railway would be opened for goods and mineral traffic today (Tuesday), but up to Monday evening \[30 June 1884\], the owners of the line, although they had made strenuous efforts with that object, had failed to remove all the difficulties which stood in the way, and in all probability the opening will not take place for several days to come.
>
> The Pontypridd, Caerphilly and Newport company have running powers over a small portion of the Rhymney Company’s line at Caerphilly station, and the chief obstacle in the way of the opening of the dormer company’s line, is that the manager of the latter company objects to these powers being exercised until his directors have had a meeting and granted formal permission.
>
> Another difficulty presents itself in the fact that men to occupy the signalboxes on the new line have not yet been engaged.
>
> Of course this delay in the opening of the new railway will have the effect of postponing the operation of the agreement entered into the other day between the Taff Vale Railway Company and the Pontypridd, Caerphilly and Newport Railway Company whereby the former company undertook to provide the locomotive power and work the latter’s line and as this agreement whenever it does come into force will deprive the Rhymney company of the traffic from the collieries in the Aberdare Valley it is perhaps not surprising that they are anxious that it should remain inoperative as long as possible.

Those difficulties were resolved, but there was worse to come:

> Attempt to Open the Line: Obstructive Attitude of the Great Western Railway Company. On Monday morning \[7 July 1884\] officials of the Taff Vale Railway Company made an effort to open the Pontypridd, Caerphilly and Newport Railway for traffic the whole length from Pontypridd to Newport. A train of 27 wagons, loaded with coal, was started from one of the Powell Duffryn collieries, Aberdare Valley.

As well as the coal there were ten dignitaries travelling with the train.

> In the wake of the train ran a pilot engine, to be ready in case of some mishap occurring, and the van at the tail of the coal train contained a number of short, stout bars of timber, to be used as sprags in case of emergency.

At Caerphilly an assistant engine was coupled in front for the 1 in 68 gradient. At Bassaleg the train would need to run over the GWR Western Valley line into Newport Docks.

> At Bassaleg we came to an abrupt stand. We were now at the threshold of the Great Western Railway system, and Mr. Henshaw, the manager of the Merthyr and Brecon Line … tendered a "permit" to the official of the \[GWR\] … He returned it, and said that he could not allow the train to enter the line of his company. The train was moved to the limit of the boundary and left there, while most of the company proceeded to Newport to wait the result of a telegraphic dispatch to the head-office \[of the GWR\].

## Full opening

The train stood immobile at Bassaleg for over a fortnight, until on 25 July 1884, the GWR and the PC&NR negotiated the necessary running arrangement.

The PC&NR line itself was double track. There were no passenger stations.

An act of Parliament of 2 August 1883 authorised the Pontypridd, Caerphilly and Newport Railway to build an independent double track line from Bassaleg to the Alexandra Dock Company's line within Newport Docks, alongside the Monmouthshire Railway (now GWR) line. The confrontation in 1884 confirmed the need for this, and the 2 miles (3 km) of track was built, opening in April 1886. Until that section was opened, the Pontypridd to Newport coal trains passed over the track of six railway companies in a journey of 19 miles (31 km).

## Working of trains

As a short railway relying on neighbouring lines for continuation of the journey, the PC&NR did not acquire locomotives, and arranged with the Taff Vale Railway that it would work the trains.

A passenger service of three trains a day over the line was started on 28 December 1887; they ran from Pontypridd (TVR station) to Newport. There were no stops on the PC&NR line itself; by this time the Gaer Loop at Newport was open, and the trains could run direct to the Great Western Railway's High Street station. The train service was enhanced to four trains daily in 1892.

The passenger trains were operated by the Alexandra Docks company, until on 1 January 1899 the Great Western Railway took over the operation of the passenger trains.

The through service from Newport was suspended from 1917 because of the pressures of World War I, and restored on 9 July 1923, and extended to Merthyr at that time. It was suspended again on the outbreak of World War II in September 1939.

## Taking over coal train operation

The Taff Vale Railway had been working the mineral trains between Pontypridd and Newport since the outset, but gave notice that at they wished to cease doing so in 1903. The A(N&SW)D&R decided that they would take over the working themselves. At the time the Mersey Railway was changing over to electric operation, and a number of their condensing locomotives were available second-hand. Seven 2-6-2T and three 0-6-4T engines were acquired, up until 1905. The condensing apparatus was removed and the primitive weatherboards replaced by proper cabs. The engines were considered to be good performers on the PC&NR line.

## Railmotors

There had not been any intermediate stations on the PC&NR line, but in the first few years of the twentieth century, railway managers were considering how low-cost provision of passenger stops in lightly trafficked areas might be achieved. The solution seemed to be railmotors, generally single-carriage vehicles with a small integrated steam engine. The PC&NR decided to implement such a scheme, and acquired a railmotor, and a spare passenger coach was converted for use as a trailer.

Several stopping places were provided on the line; they were at Pontypridd Tram Road, Glyntaff Halt, Treforest Halt, Rhydyfelin (High Level) Halt, Dynea Halt, Upper Boat Halt, Groeswen Halt, Nantgarw (High Level). The designation "halt" was not applied to these stopping places. Nonetheless, most of them were of the most basic character.

The railmotor service did not enter the Taff Vale Railway station at Pontypridd, to avoid paying the TVR toll on doing so; the Tram Road station was not central in Pontypridd, and of course did not permit a direct change of train. The railmotor trains did not require to run round at the end of the journey, and there was only a platform on the westbound line at Tram Road; the railmotor returned to Caerphilly by running back along the westbound track to a crossover at Interchange Sidings, to gain the correct line. The single platform arrangement allowed pedestrian access to Broadway and also avoided the need for a subway.

At first the stopping place was a "ground platform", that is a small wooden plank staging at ground level. On 28 April 1906 an enhanced facility was inspected: an elevated platform 100 feet (30 m) long and 10 feet (3 m) broad was provided, with a waiting room and ladies’ room with conveniences. From 1 May 1906 a new crossover adjacent to the stopping place meant that the returning train could immediately cross to the correct line.

Railmotor no. 1 was built by the Glasgow Railway & Engineering Co Ltd, of Govan; it was 55 ft 6 in (16.92 m) long and could seat 52 passengers.

The new service was so successful that a second, larger, railmotor of improved design was acquired from 28 September 1905. No 2 was built by the same builders; it was 61 ft 3 in (18.67 m) long, and had a clerestory roof. Notwithstanding the success of the service, railmotors had the limitation of inflexibility at busy times. In 1911 (no. 2) and 1917 (no. 1) the railmotors were rebuilt as ordinary coaches, and both lasted in service until the 1930s.

## The Machen Road

East of Caerphilly the PC&NR mineral trains relied on the Brecon and Merthyr Railway route from Caerphilly to Bassaleg. It was a single line, and there was a difficult climb of 1 in 39 rising for loaded trains out of Caerphilly station, and these factors were a serious limitation on capacity.

It was decided to duplicate the worst part of the route on an easier gradient, and this was authorised by the Pontypridd, Caerphilly and Newport Railway Act 1887 (50 & 51 Vict. c. clxxvi) of 8 August 1887. This was done by building a new single line from Gwaun-y-bara to Machen, with a gradient of 1 in 200 for loaded trains. The old single line became the westbound track; although together they formed a double track, they were not immediately adjacent. The new arrangement came into operation on 14 September 1891; having been constructed by the PC&NR, it was immediately transferred to the Brecon and Merthyr Railway for operational purposes, receipts being shared equally.

## Absorbed by the Alexandra

There was an obvious reliance by the PC&NR on the Alexandra (Newport & South Wales) Dock and Railway, and the latter was a much larger undertaking. The A(N&SW)D&R absorbed the PC&NR by an act of Parliament of 6 August 1897, becoming effective on 31 December 1897.

## Grouping of the railways; and nationalisation

The Railways Act 1921 determined that most of the railway companies of Great Britain were to be restructured in four large "groups". The A(N&SW)D&R was a constituent of the new Great Western Railway, and the change took effect from 25 March 1922.

The GWR also took over other South Wales Railways, and because of the proximity of similarly named stations on the Cardiff Railway, Rhydyfelin and Nantgarw were redesignated "High Level" from 1 July 1924. All the stations on the line were redesignated "Halt" at the same time.

The railways were again restructured in 1948 when they were taken into state ownership. The former PC&NR line, having been part of the GWR railway operation, simply transferred to the new British Railways.

## Closure

The general decline in passenger use of rural services after 1945 affected the profitability of the passenger train service, and it was withdrawn on 17 September 1956. Freight use of the line continued, but that too was ended in 1965. The short stub at Pontypridd to Glyntaff Interchange Sidings remained in use until 31 July 1967.

The northern stretch of the line from Upper Boat to Pontypridd forms the redeveloped dual carriageway sections of the A470 road, while the southern 3+12-mile (5.6 km) section from Rhydyfelin to Penrhos form part of the Taff Trail cycleway.

## Topography

| Pontypridd, Caerphilly and<br>Newport Railway |
| --- |
|  |
|  |

## Location list

* *Pontypridd PC&N Junction*; divergence from Taff Vale main line;
* Pontypridd Tram Road; opened 1 September 1904; closed 10 July 1922;
* Glyntaff; opened 1 September 1904; renamed Glyntaff Halt 1924; closed 5 May 1930;
* Treforest; opened 1 September 1904; renamed Treforest Halt 1924; closed 17 September 1956;
* Rhydyfelin; opened 1 September 1904; renamed Rhydyfelin (High Level) Halt 1924; relocated 18 chains east 14 May 1928; closed 2 February 1953;
* Dynea; opened 1 September 1904; renamed Dynea Halt 1924; closed 17 September 1956;
* Upper Boat; opened 1 September 1904; renamed Upper Boat Halt 1924; closed 17 September 1956;
* Groeswen; opened 1 September 1904; renamed Groeswen Halt 1924; closed 17 September 1956;
* Nantgarw; opened 1 September 1904; renamed Nantgarw (High Level) Halt 1924; closed 17 September 1956;
* *Penrhos Junction*; convergence with Rhymney Railway line.

1. D S M Barrie, revised Peter Baughan, *A Regional History of the Railways of Great Britain: volume 12: South Wales*, David St John Thomas, Nairn, 1994, ISBN 0 946537 69 0
2. Aubrey Byles, *The History of the Monmouthshire Railway and Canal Company*, Village Publishing, Cwmbran, 1982, ISBN 0 946043 00 0
3. John Hutton, *The Newport Docks and Railway Company*, Silver Link Publishing Limited, Kettering, 2002, ISBN 1 85794 163 2
4. Monmouthshire Merlin, 25 January 1884
5. Western Mail, 1 July 1884
6. Western Mail, 8 July 1884
7. T B Sands, *Caerphilly: a Railway Crossroads*, in the Railway Magazine, September 1952
8. H Morgan, *South Wales Branch Lines*, Ian Allan Ltd, Shepperton, 1984, ISBN 0 7110 1321 7


title: Pressy

abstract: Pressy is a commune in the Pas-de-Calais department in the Hauts-de-France region of France.

text:
# Pressy

**Pressy** (French pronunciation: \[pʁesi\]) is a commune in the Pas-de-Calais department in the Hauts-de-France region of France.

## Geography

Pressy is a suburb of Pernes, situated 27 miles (43 km) northwest of Arras on the D77E3 road.

## Population

Historical population
| Year | Pop. | ±% p.a. |
| --- | --- | --- |
| 1968 | 328 |  |
| 1975 | 317 | −0.49% |
| 1982 | 329 | +0.53% |
| 1990 | 313 | −0.62% |
| 1999 | 284 | −1.07% |
| 2007 | 279 | −0.22% |
| 2012 | 294 | +1.05% |
| 2017 | 317 | +1.52% |
| Source: INSEE | | |

## Places of interest

* The church of St. Martin, dating from the nineteenth century.
* An eighteenth-century animal trough.

## InfoBox

| Pressy | |
| --- | --- |
| Commune | |
| The church of Pressy | |
|  | |
| Location of Pressy | |
| PressyPressy | |
| Coordinates: 50°28′32″N 2°23′49″E / 50.4756°N 2.3969°E / 50.4756; 2.3969 | |
| Country | France |
| Region | Hauts-de-France |
| Department | Pas-de-Calais |
| Arrondissement | Arras |
| Canton | Saint-Pol-sur-Ternoise |
| Intercommunality | CC Ternois |
| Government | |
| Mayor (20202026) | Bernard Malle |
| Area**1** | 4.33 km2 (1.67 sq mi) |
| Population (2021) | 304 |
| Density | 70/km2 (180/sq mi) |
| Time zone | UTC+01:00 (CET) |
| Summer (DST) | UTC+02:00 (CEST) |
| INSEE/Postal code | 62669 /62550 |
| Elevation | 75–158 m (246–518 ft)
(avg. 107 m or 351 ft) |
| **1** French Land Register data, which excludes lakes, ponds, glaciers \> 1 km2 (0.386 sq mi or 247 acres) and river estuaries. | |


title: Port of Pyeongtaek-Dangjin

abstract: The Port of Pyeongtaek-Dangjin is a port in South Korea, located in the cities of Pyeongtaek and Dangjin.

text:
# Port of Pyeongtaek-Dangjin

The **Port of Pyeongtaek-Dangjin** is a port in South Korea, located in the cities of Pyeongtaek and Dangjin.

## InfoBox

| Port of Pyeongtaek-Dangjin | |
| --- | --- |
|  | |
| Click on the map for a fullscreen view | |
| Location | |
| Country | South Korea |
| Location | Pyeongtaek and Dangjin |
| Coordinates | 36°58′N 126°48′E / 36.967°N 126.800°E / 36.967; 126.800 |
| UN/LOCODE | KRPTK<br>KRTJI |


title: ZTO Express

abstract: ZTO Express is a Chinese logistics company based in headquartered in Shanghai. It is one of the largest couriers services in China. It is dual listed on the New York Stock Exchange (NYSE) and as well as the Hong Kong Stock Exchange (SEHK).

text:
# ZTO Express

**ZTO Express** (**ZTO**; Chinese: 中通快递; pinyin: *Zhōngtōng Kuàidì*) is a Chinese logistics company based in headquartered in Shanghai. It is one of the largest couriers services in China. It is dual listed on the New York Stock Exchange (NYSE) and as well as the Hong Kong Stock Exchange (SEHK).

## Background

ZTO was founded in 2002 by Lai Meisong, a native of Tonglu County which produced the founders of several Chinese Logistics companies including STO Express, Yunda Express and YTO Express. Lai had previously dropped out of high school to work at STO Express where he became a veteran in the logistics industry.

In October 2016, ZTO held its initial public offering (IPO) and became a publicly listed company on the NYSE. This was different from its domestic peers from Tonglu where they chose to do a backdoor listing in China instead. It was speculated that an IPO would allow new shareholders to cash out more easily and for Lai to retain control of the company while siphoning some of his fortune into a developed market. The IPO was the largest in 2016 raising US$1.4 billion. ZTO was said to have benefitted from the "Alibaba effect" due to the latter's success. ZTO had partnered with Alibaba and 70% of its business came from it.

Despite the success of the IPO, since the start of trading ZTO shares declined. By July 2017, the share price was 20% under its IPO price. Birmingham Retirement and Relief System sued ZTO as well as its underwriters, Goldman Sachs and Morgan Stanley. The lawsuit claimed they inflated profit margins in the offering documents to exceed industry peers and lure investors. On 17 July 2019, the court ruled in favour of ZTO by dismissing the case. It ruled the investors did not sufficiently allege ZTO misled them.

In May 2018, Alibaba and Cainiao bought 10% of ZTO for US$1.38 billion in an effort to expand their logistics network. ZTO share prices surged 14% as a result.

In September 2020, ZTO held a secondary listing on the SEHK raising US$1.27 billion.

In May 2021, ZTO came under fire after one of its business outlets in Chengdu was found to have transported puppies and kittens as part of the controversial pet blind box sales on e-commerce sites. ZTO apologized for collecting live animals from e-retailers for shipment, which it said breached rules. In response it shut down the outlet in question.

In August 2022, ZTO raised US$870 million through a convertible bond offering. It came less than a day after ZTO said in a SEHK announcement that it had no intention to carry out fundraising after a proposed transaction was flagged in its unaudited first-half results filed to the U.S. regulators.

In December 2022, ZTO application to convert its Hong Kong listing from "secondary" to "primary" was approved and would be effective from 1 May 2023 onwards.

## InfoBox

ZTO Express (Cayman) Inc.
|
|  |
| Native name | 中通快递 (开曼) 有限公司 |
| Company type | Public |
| Traded as | NYSE: ZTO (ADR)
SEHK: 2057 |
| Industry | Logistics |
| Founded | May 2002 (2002-05) |
| Founder | Lai Meisong |
| Headquarters | Shanghai, China |
| Key people | * Lai Meisong (Chairman & CEO) |
| Revenue | CN¥38.42 billion (2023) |
| Net income | CN¥8.76 billion (2023) |
| Total assets | CN¥88.47 billion (2023) |
| Total equity | CN¥60.28 billion (2023) |
| Number of employees | 23,554 (2023) |
| Website | zto.com |
| **Footnotes / references**
 | |


title: Maselspoort

abstract: Maselspoort is a resort complex in Mangaung in the Free State province of South Africa. Maselspoort is situated on the banks of the Modder River, 23 km (14 mi) from Bloemfontein. It is a popular resort town for Bloemfontein city dwellers, and a popular fishing spot. It was originally known as "Mazel's Pass", after a Mr Mazel who owned the land. In 1904 a major water works was opened at Maselspoort, and in 1927 Harvard University erected the Boyden Observatory. The then-Prince George of England stopped at Maselspoort in 1934 as part of a visit to Bloemfontein.

text:
# Maselspoort

**Maselspoort** is a resort complex in Mangaung in the Free State province of South Africa.

Maselspoort is situated on the banks of the Modder River, 23 km (14 mi) from Bloemfontein. It is a popular resort town for Bloemfontein city dwellers, and a popular fishing spot.

It was originally known as "Mazel's Pass", after a Mr Mazel who owned the land. In 1904 a major water works was opened at Maselspoort, and in 1927 Harvard University erected the Boyden Observatory. The then-Prince George of England stopped at Maselspoort in 1934 as part of a visit to Bloemfontein.

## InfoBox

| Maselspoort | |
| --- | --- |
| View of the Mazelspoort Dam | |
| MaselspoortMaselspoort | |
| Coordinates: 29°02′10″S 26°24′09″E / 29.036167°S 26.402567°E / -29.036167; 26.402567 | |
| Country | South Africa |
| Province | Free State |
| Municipality | Mangaung |
| Time zone | UTC+2 (SAST) |


title: New French Civil Procedure Code

abstract: The French New Code of Civil Procedure is the name used to refer to the Code gathering all laws related to civil procedure in France between 1975 and 2007. It is now simply referred to as the Civil Procedure Code.

text:
# New French Civil Procedure Code

**The French New Code of Civil Procedure** is the name used to refer to the Code gathering all laws related to civil procedure in France between 1975 and 2007. It is now simply referred to as the Civil Procedure Code.

## Adoption

The New Civil Procedure Code formally replaced the former Napoleonic Code of Civil Procedure of 1807 in accordance with Article 26 of the 20 December 2007 Legal Simplification Act (n 2007-1787). The Napoleonic Civil Procedure Code had already undergone drastic changes since 1973, with the adoption of the Decree n 75-1123 and other legislative changes adopted in 2005. Changes introduced in the civil procedure legislation between 1973 and 2007 referred to the 'New' Civil Procedure Code as, despite the reforms, the old Napoleonic Civil Procedure Code still applied for parts and had not been officially abrogated. Since 2007 and the repealing of the Napoleonic Code, the current Civil Procedure Code is simply referred to as 'the Civil Procedure Code'.


title: Oxyopsis gracilis

abstract: Oxyopsis gracilis, common name South American green mantis, is a species of praying mantis native to South America. It is a medium sized mantis with adult females reaching 3” in length and adult males growing to about 1.5” in length. Individuals of these species are usually bright green.

text:
# Oxyopsis gracilis

***Oxyopsis gracilis***, common name **South American green mantis**, is a species of praying mantis native to South America. It is a medium sized mantis with adult females reaching 3” in length and adult males growing to about 1.5” in length. Individuals of these species are usually bright green.

## InfoBox

| *Oxyopsis gracilis* | |
| --- | --- |
|
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Animalia |
| Phylum: | Arthropoda |
| Class: | Insecta |
| Order: | Mantodea |
| Family: | Mantidae |
| Genus: | *Oxyopsis* |
| Species: | ***O. gracilis*** |
| Binomial name | |
| ***Oxyopsis gracilis***<br>Giglio-Tos, 1914 | |
|