title: Hemse

abstract: Hemse is a locality situated on the Swedish island of Gotland with 1,700 inhabitants in 2014. It is the second largest locality on the island. Hemse is the main center of population in the southern part of the island, and it is known for its markets. Hemse is also the name of the larger populated area, socken. It comprises the same area as the administrative Hemse District, established on 1 January 2016.

text:
# Hemse

**Hemse** is a locality situated on the Swedish island of Gotland with 1,700 inhabitants in 2014. It is the second largest locality (after Visby) on the island. Hemse is the main center of population in the southern part of the island, and it is known for its markets.

Hemse is also the name of the larger populated area, socken (not to be confused with parish). It comprises the same area as the administrative Hemse District, established on 1 January 2016.

## Geography

Hemse is the name of the locality surrounding the medieval Hemse Church, sometimes referred to as *Hemse kyrkby*. It is also the name of the socken as well as the district. Hemse is situated in the central part of southern Gotland. As of 2019, Hemse Church belongs to Alva-Hemse-Rone parish in Sudrets pastorat, along with the churches in Alva and Rone.

One of the asteroids in the asteroid belt, 10124 Hemse, is named after this place.

## History

Hemse stave church, the best-preserved remnants of a stave church from present-day Sweden, was discovered under the floor of Hemse Church during the late 19th century.

## Events

The annual Hemse Market is one of the major autumn markets on Gotland. There are five official markets held on the island in August–October: Slite, Havdhem, Kräklingbo, Klintehamn and Hemse, each usually spanning a weekend.

## Sports

The following sports clubs are located in Hemse:

## Climate

Hemse has a maritime climate partially influenced by being on an offshore island but also its interior position on Gotland. As a result, it has features both reminiscent of mainland southern Sweden and of coastal Gotland. It has the warmest summer days and coldest winter nights out of the active Gotland stations. It is also both rainier and snowier than coastal areas. Even so, seasonal lag is still strong which results in spring getting frequent cold snaps. With the coastal parts of Gotland being the sunniest part of the Nordics and Baltics, clear nights are frequent also inland. This results in high diurnal temperature variation by Swedish maritime standards.

| Climate data for Hemse (2002–2020 averages, extremes since 1945) | | | | | | | | | | | | | |
| --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- |
| Month | Jan | Feb | Mar | Apr | May | Jun | Jul | Aug | Sep | Oct | Nov | Dec | Year |
| Record high °C (°F) | 8.5
(47.3) | 12.1
(53.8) | 17.9
(64.2) | 25.4
(77.7) | 28.7
(83.7) | 30.9
(87.6) | 33.7
(92.7) | 35.0
(95.0) | 29.0
(84.2) | 21.0
(69.8) | 14.6
(58.3) | 10.2
(50.4) | 35.0
(95.0) |
| Mean maximum °C (°F) | 6.1
(43.0) | 7.2
(45.0) | 12.6
(54.7) | 18.5
(65.3) | 23.6
(74.5) | 26.2
(79.2) | 28.2
(82.8) | 27.4
(81.3) | 22.6
(72.7) | 16.9
(62.4) | 11.7
(53.1) | 7.6
(45.7) | 29.4
(84.9) |
| Mean daily maximum °C (°F) | 1.8
(35.2) | 2.3
(36.1) | 5.5
(41.9) | 11.3
(52.3) | 16.5
(61.7) | 20.4
(68.7) | 22.7
(72.9) | 22.1
(71.8) | 17.7
(63.9) | 11.4
(52.5) | 6.9
(44.4) | 3.7
(38.7) | 11.9
(53.3) |
| Daily mean °C (°F) | −0.6
(30.9) | −0.4
(31.3) | 1.5
(34.7) | 5.9
(42.6) | 10.7
(51.3) | 14.8
(58.6) | 17.6
(63.7) | 17.0
(62.6) | 13.1
(55.6) | 7.9
(46.2) | 4.5
(40.1) | 1.6
(34.9) | 7.8
(46.0) |
| Mean daily minimum °C (°F) | −3.0
(26.6) | −3.0
(26.6) | −2.6
(27.3) | 0.5
(32.9) | 4.8
(40.6) | 9.1
(48.4) | 12.4
(54.3) | 11.9
(53.4) | 8.5
(47.3) | 4.3
(39.7) | 2.1
(35.8) | −0.6
(30.9) | 3.7
(38.7) |
| Mean minimum °C (°F) | −13.6
(7.5) | −11.9
(10.6) | −11.1
(12.0) | −5.9
(21.4) | −2.4
(27.7) | 2.0
(35.6) | 6.7
(44.1) | 4.9
(40.8) | 1.1
(34.0) | −3.3
(26.1) | −5.8
(21.6) | −8.6
(16.5) | −15.8
(3.6) |
| Record low °C (°F) | −24.8
(−12.6) | −25.7
(−14.3) | −22.6
(−8.7) | −10.8
(12.6) | −7.0
(19.4) | −1.4
(29.5) | 2.8
(37.0) | 0.3
(32.5) | −6.8
(19.8) | −9.4
(15.1) | −15.1
(4.8) | −22.0
(−7.6) | −25.7
(−14.3) |
| Average precipitation mm (inches) | 55.6
(2.19) | 40.2
(1.58) | 34.2
(1.35) | 24.5
(0.96) | 25.7
(1.01) | 40.6
(1.60) | 72.2
(2.84) | 70.8
(2.79) | 48.2
(1.90) | 61.8
(2.43) | 68.4
(2.69) | 66.6
(2.62) | 608.8
(23.96) |
| Source 1: SMHI | | | | | | | | | | | | | |
| Source 2: SMHI | | | | | | | | | | | | | |

## InfoBox

| Hemse | |
| --- | --- |
| Hemse main street | |
| Hemse | |
| Coordinates: 57°14′N 18°22′E / 57.233°N 18.367°E / 57.233; 18.367 | |
| Country | Sweden |
| Province | Gotland |
| County | Gotland County |
| Municipality | Gotland Municipality |
| Area | |
| Total | 2.11 km2 (0.81 sq mi) |
| Population (31 December 2014) | |
| Total | 1,700 |
| Density | 814/km2 (2,110/sq mi) |
| Time zone | UTC+1 (CET) |
| Summer (DST) | UTC+2 (CEST) |
| Website | www.hemse.com |


title: Naor Gilon

abstract: Naor Gilon was Israel's ambassador to India and non resident ambassador to Sri Lanka and Bhutan. He was ambassador of Israel to the Netherlands (2019-2021), Italy and San Marino.

text:
# Naor Gilon

**Naor Gilon** (Hebrew: נאור גילאון) was Israel's ambassador to India and non resident ambassador to Sri Lanka and Bhutan. He was ambassador of Israel to the Netherlands (2019-2021), Italy and San Marino (Feb 2012 – Aug 2016).

## Biography

Naor Gilon was born in Israel. His father was from Germany, and was a Holocaust survivor. Gilon received his BA in political science at Tel Aviv University and his Master's degree summa cum laude in international relations at Corvinus University of Budapest. He is married with four children.

## Diplomatic career

Gilon joined the Ministry of Foreign Affairs in 1989 and served as the deputy chief of missions at the Embassy of Israel in Hungary (1990–1995), deputy foreign policy advisor to the prime minister (1995–1997), counselor for political affairs at the permanent mission to the United Nations (1997–2000), and as director of the Division for Strategic and Military Affairs in the Center for Policy Research in Ministry of Foreign Affairs (2000–2002).

As a minister-counselor for political affairs at the Embassy of Israel in Washington, D.C., he was the subject of FBI investigations into the Lawrence Franklin espionage scandal, which involved the leaking of classified information by an employee at the United States Department of Defense.

According to Israeli journalist Shmuel Rosner, Gilon's return to the U.S. in late 2005 was an indication that "no serious allegations concerning Israel's involvement in the American Israel Public Affairs Committee (AIPAC) affair still exist."

In 2009, he served as the chief of staff to Minister of Foreign Affairs Avigdor Lieberman and as the deputy director general for Western Europe division at the Ministry of Foreign Affairs from 2009 to 2011

In 2021, it was announced that he would be the new ambassador of Israel to India. On October 27, he presented his credentials to President of India Ram Nath Kovind.

## InfoBox

| Naor Gilon | |
| --- | --- |
| נאור גילאון | |
| Gilon in 2021 | |
|  | |
| Israeli Ambassador to India | |
| **In office**
2021–2024 | |
| Preceded by | Ron Malka |
| Succeeded by | Reuven Azar |
| Israeli Ambassador to the Netherlands | |
| **In office**
2019–2021 | |
| Preceded by | Aviv Shir-On |
| Succeeded by | Modi Ephraim |
| Israeli Ambassador to Italy | |
| **In office**
2012–2016 | |
| Preceded by | Gideon Meir |
| Succeeded by | Ofer Sachs |
|  | |
| Personal details | |
| Born | 1964 (age 5960)
Israel |
| Alma mater | Tel Aviv University
Corvinus University of Budapest |
|  | |


title: Hathaways Store

abstract: Hathaways Store is a historic formerly commercial building at 32 East Street in Windsor, Connecticut. Built about 1850, it is a good local example of vernacular Italianate architecture in brick, and a reminder of the formerly industrial heritage of its immediate surroundings. It was listed on the National Register of Historic Places in 1988.

text:
# Hathaways Store

**Hathaways Store** is a historic formerly commercial building at 32 East Street in Windsor, Connecticut. Built about 1850, it is a good local example of vernacular Italianate architecture in brick, and a reminder of the formerly industrial heritage of its immediate surroundings. It was listed on the National Register of Historic Places in 1988.

## Description and history

The former Hathaways Store building stands northwest of downtown Windsor, on the east side of East Street near its crossing of Mill Brook. It is a 2-1/2 story structure, built of painted brick and covered by a gabled roof. It is set close the street on a steeply sloping lot, present two stories to the front and a single-story wood-frame addition to the rear. The front has one entry at the center of the three-bay facade on the ground floor, and a second above that on the second floor, accessed by a two-bay shed-roof porch, whose stairs extend to the right side. The porch has turned posts and balusters, with brackets at the roof. The main roof eaves are trimmed with simple Italianate bracketing. The upper entrance is flanked by sash windows with simple trim, and there is another window in the gable end above.

The store was built about 1850, when the East Street area was populated with a number of mills and other industries. One small mill stood just to the west, and there was also a blacksmith's shop across the street. The first proprietor was Duane Hathaway, a farmer who lived farther down East Street.

## InfoBox

|  | |
| --- | --- |
| Hathaways Store | |
| U.S. National Register of Historic Places | |
|  | |
|  | |
|  | |
| Location | 32 East St., Windsor, Connecticut |
| Coordinates | 41°51′25″N 72°38′57″W / 41.85694°N 72.64917°W / 41.85694; -72.64917 |
| Area | 0.3 acres (0.12 ha) |
| Built | c. 1850 (1850) |
| Architectural style | Greek Revival, Italianate |
| MPS | 18th and 19th Century Brick Architecture of Windsor TR |
| NRHP reference No. | 88001482 |
| Added to NRHP | September 15, 1988 |


title: Pontia

abstract: Pontia is a genus of pierid butterflies. They are found in the Holarctic, but are rare in Europe and central to eastern North America, and a few species range into the Afrotropics. Several East Asian species once placed here are now more often split off in Sinopieris. Like the closely related genus Pieris, they are commonly called whites.

text:
# Pontia

***Pontia*** is a genus of pierid butterflies. They are found in the Holarctic, but are rare in Europe and central to eastern North America, and a few species range into the Afrotropics. Several East Asian species once placed here are now more often split off in *Sinopieris*. Like the closely related genus *Pieris*, they are commonly called **whites**.

## Species

Listed alphabetically:

Some other species are occasionally placed here, but alternatively in other genera. *Pontia extensa* may belong in *Pieris*, while a number of other species from the China region are often split off in *Sinopieris*:

## Further reading

* Glassberg, Jeffrey *Butterflies through Binoculars, The West* (2001)
* Guppy, Crispin S. and Shepard, Jon H. *Butterflies of British Columbia* (2001)
* James, David G. and Nunnallee, David *Life Histories of Cascadia Butterflies* (2011)
* Pelham, Jonathan *Catalogue of the Butterflies of the United States and Canada* (2008)
* Pyle, Robert Michael *The Butterflies of Cascadia* (2002)

## InfoBox

| *Pontia* | |
| --- | --- |
|  | |
| *Pontia edusa edusa* on *Knautia arvensis*
near Antsiferovo, Moscow Oblast, Russia | |
|
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Animalia |
| Phylum: | Arthropoda |
| Class: | Insecta |
| Order: | Lepidoptera |
| Family: | Pieridae |
| Tribe: | Pierini |
| Genus: | *Pontia*
Fabricius, 1807 |
|
| Species | |
| Around a dozen, see text | |
| Synonyms | |
| * *Mancipium* Hübner, \[1807\] * *Synchloe* Hübner, 1818 * *Mancipium* Stephens, 1828 * *Parapieris* de Nicéville, 1897 * *Leucochloë* Röber, \[1907\] * *Leucochloe* Röber, \[1907\] * *Pontieuchloia* Verity, 1929 | |


title: Funiculaire Territet–Mont Fleuri

abstract: Funiculaire Territet–Mont Fleuri was a funicular railway in Montreux, Switzerland. The line led from Territet on Lake Geneva at 392 m to Hotel Mont Fleuri at 577 m. The line with a length of 430 m had a difference in altitude of 185 m. The funicular with two cars had a single track with a passing loop. Its lower part was located in a tunnel. The lower station was located next to Territet railway station of the Simplon line and the Territet-Glion funicular line. The line had several intermediate stations, such as Collonge, Le Clos, Cotterd-Le Flon, Sur Cotterd. The line was opened in 1910. The hotel closed in 1987 and was transformed into a boarding school. Operations were stopped on 4 November 1992. The line was operated and is owned by Compagnie du chemin de fer Territet-Mont-Fleuri. The city of Montreux is the main shareholder. In May 2020, after several studies about a possible reopening, the city announced a competition to reuse the site and remaining installations of the funicular. The winning projects were announced by June 2021. In December 2022, it wasn't decided whether the winning project would actually be implemented.

text:
# Funiculaire Territet–Mont Fleuri

**Funiculaire Territet–Mont Fleuri** was a funicular railway in Montreux, Switzerland. The line led from Territet on Lake Geneva at 392 m to Hotel Mont Fleuri at 577 m. The line with a length of 430 m had a difference in altitude of 185 m. The funicular with two cars had a single track with a passing loop. Its lower part was located in a tunnel.

The lower station was located next to Territet railway station of the Simplon line and the Territet-Glion funicular line. The line had several intermediate stations, such as *Collonge*, *Le Clos*, *Cotterd-Le Flon*, *Sur Cotterd*.

The line was opened in 1910.

The hotel closed in 1987 and was transformed into a boarding school. Operations were stopped on 4 November 1992.

The line was operated and is owned by *Compagnie du chemin de fer Territet-Mont-Fleuri*. The city of Montreux is the main shareholder (as of 2020).

In May 2020, after several studies about a possible reopening, the city announced a competition to reuse the site and remaining installations of the funicular. The winning projects were announced by June 2021. In December 2022, it wasn't decided whether the winning project would actually be implemented.

## Further reading

* Hefti, Walter (1975), "201.40 Territet - Mont Fleuri", *Schienenseilbahnen in aller Welt: Schiefe Seilebenen, Standseilbahnen, Kabelbahnen*, Basel; Stuttgart, p. 246`{{citation}}`: CS1 maint: location missing publisher (link)

1. *Préavis No 23/2014 de la Municipalité au Conseil communal relatif à l'octroi d'un crédit budgétaire complémentaire de CHF 85'000.- au maximum pour financer une étude sur l'avenir de la ligne du funiculaire Territet - Mont-Fleuri, son maintien, son éventuelle prolongation ou sa désaffectation* (in French), October 2014, archived from the original on 21 February 2023, retrieved 21 February 2023
2. Experientiel sàrl (May 2020), *Appel à projets pour la valorisation de la ligne du funiculaire Territet - Mont-Fleuri* (PDF) (in French), archived (PDF) from the original on 10 October 2021, retrieved 21 February 2023
3. Xavier Crépon (8 July 2021), "Le funiculaire fantôme entre Territet et Mont-Fleuri voit sa deuxième vie en vert", *24 heures* (in French), archived from the original on 8 July 2021, retrieved 21 February 2023
4. *Réponse de la Municipalité à l'interpellation de Madame la Conseillère communale Claudia Hischenhuber, intitulée " Feu Funiculaire Mont-Fleuri – une histoire sans fin ? "* (in French), 2 December 2022, archived from the original on 21 February 2023, retrieved 21 February 2023

## InfoBox

| Funiculaire Territet–MontFleuri | |
| --- | --- |
| abandoned tracks (2006) | |
| Overview | |
| Other name(s) | Chemin de fer Territet – Mont-Fleuri |
| Status | Ceased operation |
| Owner | *Compagnie du chemin de fer Territet-Mont-Fleuri* |
| Locale | Montreux, <br>Canton of Vaud, Switzerland |
| Termini | * Territet TMF * Mont Fleuri TMF |
| Stations | 6 or 7 |
| Service | |
| Type | Funicular |
| Route number | (1053) |
| Operator(s) | *Compagnie du chemin de fer Territet-Mont-Fleuri* (1910-1992) |
| Rolling stock | 2 for 36 persons each |
| History | |
| Opened | September 30, 1910 (1910-09-30) |
| Closed | November 4, 1992 (1992-11-04) |
| Technical | |
| Line length | 430 m (1,410 ft) |
| Number of tracks | 1 with passing loop |
| Highest elevation | 577 m (1,893 ft) |


title: Michały

abstract: Michały is a village in the administrative district of Gmina Witonia, within Łęczyca County, Łódź Voivodeship, in central Poland. It lies approximately 4 kilometres (2 mi) south-west of Witonia, 10 km (6 mi) north-east of Łęczyca, and 40 km (25 mi) north of the regional capital Łódź.

text:
# Michały

**Michały** \[miˈxawɨ\] is a village in the administrative district of Gmina Witonia, within Łęczyca County, Łódź Voivodeship, in central Poland. It lies approximately 4 kilometres (2 mi) south-west of Witonia, 10 km (6 mi) north-east of Łęczyca, and 40 km (25 mi) north of the regional capital Łódź.

## InfoBox

| Michały | |
| --- | --- |
| Village | |
| Michały | |
| Coordinates: 52°7′24″N 19°16′46″E / 52.12333°N 19.27944°E / 52.12333; 19.27944 | |
| Country | Poland |
| Voivodeship | Łódź |
| County | Łęczyca |
| Gmina | Witonia |


title: Nirasaki Station

abstract: Nirasaki Station is a railway station of the Chūō Main Line, East Japan Railway Company in Wakamiya 1-chōme, in the city of Nirasaki, Yamanashi Prefecture, Japan.

text:
# Nirasaki Station

**Nirasaki Station** (韮崎駅, *Nirasaki-eki*) is a railway station of the Chūō Main Line, East Japan Railway Company (JR East) in Wakamiya 1-chōme, in the city of Nirasaki, Yamanashi Prefecture, Japan.

## Lines

Nirasaki Station is served by the Chūō Main Line, and is 147.0 kilometers from the terminus of the line at Tokyo Station.

## Station layout

The station consists of a single island platform connected to the two-story station building by a footbridge. The station has a *Midori no Madoguchi* staffed ticket office.

### Platforms

| **west** | Chūō Main Line | for Shiojiri and Matsumoto |
| --- | --- | --- |
| **east** | Chūō Main Line | for Kōfu, Enzan, Ōtsuki and Tachikawa |

## History

Nirasaki Station was opened on 15 December 1903 on the Japanese Government Railways (JGR) Chūō Main Line when the line was extended from Kōfu. The track was further extended from this station to Fujimi on 21 December 1904. The JGR became the JNR (Japanese National Railways) after the end of World War II. With the dissolution and privatization of the JNR on 1 April 1987, the station came under the control of the East Japan Railway Company. Automated turnstiles using the Suica IC Card system came into operation from October 16, 2004.

## Passenger statistics

In fiscal 2010, the station was used by an average of 2,682 passengers daily (boarding passengers only). ef\>

## Surrounding area

* Nirasaka City Hall
* Nirasaka Elementary School
* Nirasaka High School

* Miyoshi Kozo. *Chuo-sen Machi to eki Hyaku-niju nen*. JT Publishing (2009) ISBN 453307698X (in Japanese)
* JR全線全駅ステーション倶楽部編(上) \[*Complete JR Line/Station Compendium (Vol. 1)*\] (in Japanese). Tokyo, Japan: Bunshun Bunko. September 1988. p. 145. ISBN 4-16-748701-2.

## InfoBox

| CO46
Nirasaki Station
韮崎駅 | |
| --- | --- |
| Nirasaki Station in December 2005 | |
| General information | |
| Location | 1-1, Wakamiya 1-chome, Nirasaki-shi, Yamanashi-ken
Japan |
| Coordinates | 35°42′37″N 138°27′03″E / 35.7104°N 138.450917°E / 35.7104; 138.450917 |
| Line(s) | Chūō Main Line |
| Distance | 154.7 km from Tokyo |
| Platforms | 1 island platform |
| Tracks | 2 |
| Other information | |
| Status | Staffed (*Midori no Madoguchi* ) |
| Website | Official website |
| History | |
| Opened | 15 December 1903 (1903-12-15) |
| Passengers | |
|  | |
| FY20170 | 2682 daily |
|  | |
|  | |
| Services | |
| Preceding station  JR East Following station  KobuchizawaCO51towards Minami-Otari  *Azusa*  KōfuCO43towards Chiba or Tokyo  ShimpuCO47towards Shiojiri  Chūō Main LineLocal  ShiozakiCO45towards Tachikawa | |
|  | |
|  | |
|  | |
| Location  Nirasaki StationLocation within Yamanashi PrefectureNirasaki StationNirasaki Station (Japan) | |


title: Rosebud Sioux Tribal Airport

abstract: Rosebud Sioux Tribal Airport is a public use airport located two nautical miles (4 km) south of the central business district of Rosebud, in Todd County, South Dakota, United States. The airport is owned by the Rosebud Sioux Tribe. Although many U.S. airports use the same three-letter location identifier for the FAA and IATA, this facility is assigned SUO by the FAA but has no designation from the IATA.

text:
# Rosebud Sioux Tribal Airport

**Rosebud Sioux Tribal Airport** (ICAO: **KSUO**, FAA LID: **SUO**) is a public use airport located two nautical miles (4 km) south of the central business district of Rosebud, in Todd County, South Dakota, United States. The airport is owned by the Rosebud Sioux Tribe.

Although many U.S. airports use the same three-letter location identifier for the FAA and IATA, this facility is assigned **SUO** by the FAA but has no designation from the IATA.

## Facilities and aircraft

Rosebud Sioux Tribal Airport resides at elevation of 2,724 feet (830 m) above mean sea level. It has one runway designated 16/34 with a concrete surface measuring 4,800 by 75 feet (1,463 x 23 m).

For the 12-month period ending June 19, 2012, the airport had 700 general aviation aircraft operations, an average of 58 per month.

1. FAA Airport Form 5010 for SUO PDF. Federal Aviation Administration. Effective November 15, 2012.
2. "Airline and Airport Code Search". International Air Transport Association (IATA). Retrieved May 23, 2013.

## InfoBox

| Rosebud Sioux Tribal Airport | |
| --- | --- |
|  | |
| Summary | |
| Airport type | Public |
| Owner | Rosebud Sioux Tribe |
| Serves | Rosebud, South Dakota |
| Elevation AMSL | 2,724 ft / 830 m |
| Coordinates | 43°15′30″N 100°51′34″W / 43.25833°N 100.85944°W / 43.25833; -100.85944 |
| Map | |
| **SUO**Location of airport in South Dakota**SUO****SUO** (the United States) | |
| Runways | |
| Direction Length Surface  ft m  16/34 4,800 1,463 Concrete | |
| Statistics (2012) | |
| Aircraft operations 700 | |
| Source: Federal Aviation Administration | |


title: York Leeman Road depot

abstract: The York Leeman Road railway depot, located in York, England, is a passenger multiple unit depot opened in May 2007 by Siemens. It services TransPennine Express Class 185s and Class 68 locomotives. The facility's shed code is YK.

text:
# York Leeman Road depot

The **York Leeman Road railway depot**, located in York, England, is a passenger multiple unit depot opened in May 2007 by Siemens. It services TransPennine Express Class 185s and Class 68 locomotives.

The facility's shed code is **YK**.

## History

Before the 1870s, the site area was known as *Bishop Fields*; it was undeveloped and in agricultural use. In 1877, the new Holgate railway station (see York railway station), and its associated loop line, opened. The loop line passed through Bishop Fields and through the 20th century surrounding land north of Leeman Road. It was extensively developed, much for railway use including a large engine shed to the east, with sidings and a large carriage shed to the west. In the latter part of the 20th century, there was some contraction; the carriage shed was removed and the engine shed ceased to have an operational role until it became part of the National Railway Museum in 1975. In 2004, the site of the depot was occupied by a mixture of disused and in-use railway sidings.

### TransPennine Express depot

In 2003, the new TransPennine Express franchise was awarded to First TransPennine Express (FTPE). As part of the franchise agreement, FTPE was to introduce a new fleet of 100 mph trains, together with new maintenance facilities for the fleet; the main depot was to be in Manchester, with a secondary depot in York. An order for 51 Class 185 diesel multiple units, and the associated maintenance facilities, was placed with Siemens in 2003.

The facilities required by the franchise agreement included: a one road three-car length shed, with sidings for 8 three-car trains; siding facilities for controlled emission toilet servicing and fuelling; train electric supply (125 A three phase); offices and stores; and a 1.5 t (1.5 long tons; 1.7 short tons) capacity overhead hoist.

In 2004, Siemens submitted a planning application for a depot on Leeman Road to York City Council, the plans were approved in May 2005. A ground breaking ceremony took place in December 2005. The main contractors for the £10m works were the Spencer Group. The depot was opened in May 2007, by Prince Andrew, Duke of York.

Since April 2016, the Class 185s have been operated by TransPennine Express (TPE). In 2018, work began on an £11 million upgrade to the depot, which included signalling upgrades and road lengthening. The project was undertaken to allow the depot to accommodate Class 68 with Mark 5A carriages and Class 802 units.

## Allocation and stabling

As of 2018, the depot's allocation consists of TransPennine Express Class 68 locomotives and Class 185 Desiros.

1. *TOPS Depot Codes*, Railway Correspondence and Travel Society, 15 September 2013, retrieved 12 November 2013
2. Ordnance Survey. 1853. 1:10560
3. Tomlinson, W. W. (1915). *The North Eastern Railway; its rise and development*. Andrew Reid and Company, Newcastle; Longmans, Green and Company, London. p. 681.
4. Ordnance Survey. 2:2500; 1892, 1909, 1931, 1937, 1962. 1:10000; 1972, 1985, 1992
5. *Screening opinion for new train care facility on existing and disused railway sidings to north side of Leeman Road ( 04/03514/EIASN)*, City of York Council, 28 September 2004, retrieved 12 November 2013, *.. new train care facility on existing and disused railway sidings to north side of Leeman Road*
6. "SRA Announce Preferred Bidder For TransPennine Express Franchise" (PDF). Department of Transport. 28 July 2003. Archived from the original (PDF) on 26 August 2009. Retrieved 12 November 2013.
7. "New operator for Pennine route". *BBC News*. 31 July 2003. Retrieved 12 November 2013.
8. FIRST/KEOLIS TRANSPENNINE HOLDINGS LIMITED – FRANCHISE AGREEMENT (2003), *section* 2.1.b, p.227
9. FIRST/KEOLIS TRANSPENNINE HOLDINGS LIMITED – FRANCHISE AGREEMENT (2003), *section* 2.1.e, p.228
10. *Erection of train care facility with associated works, access, car parking and landscaping (04/03870/FUL)*, City of York Council, 28 October 2004, retrieved 12 November 2013
11. "Train depot work begins". *York Press*. 9 December 2005. Archived from the original on 12 November 2013. Retrieved 12 November 2013.
12. "Express delivery for traincare facility". *tubosider.co.uk* (Reference). Archived from the original on 12 November 2013. Retrieved 12 November 2013.
13. "Duke of York visits city". *York Press*. 11 May 2007. Retrieved 12 November 2013.
14. "Royal seal of approval for Siemens train maintenance depot in York" (Press release). Siemens. 10 May 2010. Retrieved 12 November 2013.
15. "£11m upgrade of Leeman Road depot underway". *Rail Magazine*. No. 865. Peterborough: Bauer Media. 7 November 2018. p. 29. ISSN 0953-4563.
16. "TPE brings 68s to York Leeman Road". *Rail Magazine*. No. 867. Peterborough: Bauer Media. 5 December 2018. p. 33. ISSN 0953-4563.
17. "Transport Secretary visits York to see TransPennine Express upgrades – FirstGroup plc". *FirstGroup*. Retrieved 7 March 2021.

### Sources

## InfoBox

York Leeman Road DMUD
Siemens Traincare Depot, York
|
|  |
|
| Location | |
| Location | York, England |
| Coordinates | 53°57′43″N 1°05′59″W / 53.9620°N 1.0996°W / 53.9620; -1.0996 |
| Characteristics | |
| Owner | Network Rail |
| Depot code | YK (2007–present) |
| Type | DMU |
| History | |
| Opened | 2007 |
| Original | Siemens |


title: Nantlais Williams

abstract: William Nantlais Williams, better known simply as Nantlais, was a Welsh poet and a Presbyterian Christian minister who played a prominent role in the 1904-1905 Welsh Revival.

text:
# Nantlais Williams

**William Nantlais Williams** (30 December 1874 – 18 June 1959), better known simply as **Nantlais**, was a Welsh poet and a Presbyterian Christian minister who played a prominent role in the 1904-1905 Welsh Revival.

## Background

Williams was born in Pencader, Carmarthenshire, the youngest of ten children. He received his elementary education at Ysgol y Bwrdd, New Inn, but because of the death of his brother he had to leave when he was twelve to take up an apprenticeship as a weaver.

At the age of twenty he started to preach and in 1895 he went to the prestigious Grammar School in Newcastle Emlyn. From there he went on to Trefeca College to train as a minister, but before he finished his studies he received a call to be minister of Bethany, Ammanford, in 1900 and was ordained by the denomination (Presbyterian Church of Wales) in 1901. By 1902 he was married to Alice Maud Jones, a relative to J. T. Job, another leader of the 1904-1905 Welsh Revival. They had three children, including Rheinallt Nantlais Williams. His grandson is Stephen Nantlais Williams. His first wife died in 1911 and he married his second wife, Annie Price, a teacher, in 1916. Bethany, Ammanford was to be his only post as he stayed there until his retirement in 1944. He is buried in front of Bethany, Ammanford, next to J. T. Job and Gareth Davies.

## Nantlais and the 1904-1905 Revival

Nantlais came heavily under the influence of the 1904-1905 Welsh Revival. In 1904 he was eager to be a popular poet-preacher, and at that he was already successful. He was a well sought after speaker at conferences all over Wales and his Welsh language poetry won him various prizes including several bardic chairs and the Chair of the National Eisteddfod in 1902. Despite this success and popularity he came to feel that there was more to Christianity than being involved in the formal ministry and being culturally active.

Nantliais came to believe that, until the 1904-1905 Welsh Revival, he has not fully engaged as a Christian minister. He was profoundly affected by the events of 4–6 November 1904, the weekend that the Revival broke out in Ammanford. From that weekend onwards Nantlais abandoned some of his preaching conferences and concentrated on his ministry at Bethany, Ammanford, which became a centre of the revival. He also put an end to his competitive work for the Eisteddfod.

## Nantlais the Writer

Although he had given up the Eisteddfod by the end of 1904 he did not stop writing altogether. From 1904 onwards he largely concentrated on producing Christian literature. He was co-editor of *Yr Efengylydd* (The Evangelist) between 1916–1933 and *Y Lladmerydd* (The Interpreter) between 1922 and 1926. He was editor of *Trysorfa’r Plant* (Children's Treasury) between 1934 and 1947. He was an important hymn writer; 13 of his hymns were included in his denomination's *Llyfyr Emynau* (Common Hymn Book) in 1927, and 17 were included in *Caneuon Ffydd* (Songs of Faith) released as recently as 2001. He was awarded for his work by the University of Wales when he received an honorary MA in 1958.

## Standing against liberal theology

Nantlais was living in an age that saw Wales, as a whole, turn against its traditional Calvinistic theology. Secularism was getting a stronger grip on the people of Wales and Nantlais' denomination was loosening its grip on the Doctrinal Basis they had since the Welsh Methodist revival. Nantlais ferociously opposed a report to restructure the denomination after the First World War because it included the possibility of letting go, or at least the loosening of the theology given down to them from the Methodist fathers. Nantlais published a series of articles in *Goleuad* (the denomination's newsletter), later put together as a book, in which he criticized the moves of 1925 and attacked modernists within the Church that challenge the authority of scripture.

## Conclusion

1904 was a turning point for Nantlais Williams. From there onwards his life changed and certainly his ministry changed. If there would be one criticism of him it would be his leniency towards the teaching of the Pietistic movement but the Welsh Methodist tradition held him from going to the extremes of some associated with the Keswick movement. He was an important hymn writer and will be seen in the line of descent of the Protestant Calvinistic Welsh tradition.

## Sources

* Gibbard, Noel: *Nefol Dân – Agweddau ar ddiwygiad 1904-1905* : 2004


title: Hathaway Tenement

abstract: The Hathaway Tenement is a historic tenement house located in North Adams, Massachusetts. A row of six apartment units, it was built in about 1850, and is a rare surviving example of worker housing dating to the early period of North Adams' industrial development. It was added to the National Register of Historic Places in 1985.

text:
# Hathaway Tenement

The **Hathaway Tenement** is a historic tenement house located in North Adams, Massachusetts. A row of six apartment units, it was built in about 1850, and is a rare surviving example of worker housing dating to the early period of North Adams' industrial development. It was added to the National Register of Historic Places in 1985.

## Description and history

The Hathaway Tenement is located just northwest of central North Adams, on the north side of River Street just west of its junction with Loftus Street. It is a long two-story wood-frame structure, with a gabled roof and clapboarded exterior. It consists of six rowhouses, each three bays wide, with entrances set in pairs under gable-roofed porches. Windows are one-over-one sash, with most set singly in rectangular openings. In one of the central units, one bay of windows has been sided over. The styling is basically a vernacular Greek Revival, with flat cornerboards and short returns on the building's gable ends.

The building dates to the first period of industrialization in North Adams: River Street was laid out in 1836, and over the next decade, ten mills were built along the opposite banks of the Hoosac River. The building is named for Nathaniel Hathaway, one of the mill proprietors, and is one of two identical buildings that are among the worker housing units they built. (The other building originally stood next door, was extensively altered in the 20th century, and has subsequently been demolished.) When Hathaway retired from the mill partnership, he and his wife occupied one of the units in this building. It was later owned by another mill proprietor, T.F. Loftus, who probably added the porches and made other alterations.

## InfoBox

|  | |
| --- | --- |
| Hathaway Tenement | |
| U.S. National Register of Historic Places | |
|  | |
| (2010) | |
|  | |
| Location | 311–321 River Street,<br>North Adams, Massachusetts |
| Coordinates | 42°42′13″N 73°7′12″W / 42.70361°N 73.12000°W / 42.70361; -73.12000 |
| Built | 1850 |
| Architectural style | Greek Revival |
| MPS | North Adams MRA |
| NRHP reference No. | 85003415 |
| Added to NRHP | October 25, 1985 |


title: Naopara Mahishasur railway station

abstract: Naopara Mahishasur railway station is a railway station on the Barharwa–Azimganj–Katwa loop of Malda railway division of Eastern Railway zone. It is situated at Pilki, Naopara of Murshidabad district in the Indian state of West Bengal.

text:
# Naopara Mahishasur railway station

**Naopara Mahishasur railway station** is a railway station on the Barharwa–Azimganj–Katwa loop of Malda railway division of Eastern Railway zone. It is situated at Pilki, Naopara of Murshidabad district in the Indian state of West Bengal.

## History

In 1913, the Hooghly–Katwa Railway constructed a 5 ft 6 in (1,676 mm) broad gauge line from Bandel to Katwa, and the Barharwa–Azimganj–Katwa Railway constructed the 5 ft 6 in (1,676 mm) broad gauge Barharwa–Azimganj–Katwa loop. With the construction of the Farakka Barrage and opening of the railway bridge in 1971, the railway communication picture of this line were completely changed. Total 10 passenger trains stop at Naopara Mahishasur railway station.

## InfoBox

| Naopara Mahishasur railway station | |
| --- | --- |
| Passenger train station | |
| General information | |
| Location | Noapara, Murshidabad district, West Bengal<br>India |
| Coordinates | 24°11′32″N 88°48′51″E / 24.1923°N 88.8141°E / 24.1923; 88.8141 |
| Elevation | 32 m (105 ft) |
| Owned by | Indian Railways |
| Operated by | Eastern Railway zone |
| Line(s) | Barharwa–Azimganj–Katwa loop Line |
| Platforms | 2 |
| Tracks | 2 |
| Construction | |
| Structure type | Standard (on ground station) |
| Other information | |
| Status | Active |
| Station code | NWMS |
| Zone(s) | Eastern Railway zone |
| Division(s) | Malda |
| History | |
| Electrified | Yes |
| Previous names | East Indian Railway Company |
|  | |
| Services | |
| Preceding station  Indian Railways Following station  Mahipaltowards Katwa Junction  Eastern Railway zoneBarharwa–Azimganj–Katwa loop  Manigramtowards Barharwa Junction | |
|  | |
|  | |
|  | |


title: Popliteal artery

abstract: The popliteal artery is a deeply placed continuation of the femoral artery opening in the distal portion of the adductor magnus muscle. It courses through the popliteal fossa and ends at the lower border of the popliteus muscle, where it branches into the anterior and posterior tibial arteries. The deepest structure in the fossa, the popliteal artery runs close to the joint capsule of the knee as it spans the intercondylar fossa. Five genicular branches of the popliteal artery supply the capsule and ligaments of the knee joint. The genicular arteries are the superior lateral, superior medial, middle, inferior lateral, and inferior medial genicular arteries. They participate in the formation of the periarticular genicular anastomosis, a network of vessels surrounding the knee that provides collateral circulation capable of maintaining blood supply to the leg during full knee flexion, which may kink the popliteal artery.

text:
# Popliteal artery

The **popliteal artery** is a deeply placed continuation of the femoral artery opening in the distal portion of the adductor magnus muscle. It courses through the popliteal fossa and ends at the lower border of the popliteus muscle, where it branches into the anterior and posterior tibial arteries.

The deepest (most anterior) structure in the fossa, the popliteal artery runs close to the joint capsule of the knee as it spans the intercondylar fossa. Five genicular branches of the popliteal artery supply the capsule and ligaments of the knee joint. The genicular arteries are the **superior lateral**, **superior medial**, **middle**, **inferior lateral**, and **inferior medial genicular arteries**. They participate in the formation of the periarticular genicular anastomosis, a network of vessels surrounding the knee that provides collateral circulation capable of maintaining blood supply to the leg during full knee flexion, which may kink the popliteal artery.

## Structure

The popliteal artery is the continuation of the femoral artery. It exits the popliteal fossa under the fibrous arch of the soleus muscle.

### Relations

### Branches

The branches of the popliteal artery are:

Muscular branches of the popliteal artery supply the hamstring, gastrocnemius, soleus, and plantaris muscles. The superior muscular branches of the popliteal artery have clinically important anastomoses with the terminal part of the deep femoral and gluteal arteries. The cutaneous branches arise either directly by the popliteal artery or indirectly by the muscular branches. Genicular branches are five in number, two superior, two inferior, and one middle. The middle genicular artery supplies the cruciate ligaments and the synovial membrane of knee joint.

### Tibial-fibular trunk

The fibular artery typically arises from the posterior tibial artery. Therefore, the posterior tibial artery proximal to the fibular artery origin is sometimes called the *tibial-peroneal trunk* or *tibial-fibular trunk* and it could be said that the popliteal artery bifurcates into the *tibial-fibular trunk* and *anterior tibial artery*.

## Clinical significance

* **Popliteal pulse:** Because the popliteal artery is deep, it may be difficult to feel the popliteal pulse. Palpation (checking) of this pulse is commonly performed with the person in the prone position with the knee flexed to relax the popliteal fascia and hamstrings. The pulsations are best felt in the inferior part of the fossa where the popliteal artery is related to the tibia. Weakening or loss of the popliteal pulse is a sign of a femoral artery obstruction.
* **Popliteal aneurysm and hemorrhage:** A popliteal aneurysm (abnormal dilation of all or part of the popliteal artery) usually causes edema and pain in the popliteal fossa. A popliteal aneurysm may be distinguished from other masses by palpable pulsations (thrills) and abnormal arterial sounds (bruits) detectable with a stethoscope. Because the artery lies deep to the tibial nerve, an aneurysm may stretch the nerve or compress its blood supply (see vasa vasorum). Pain from such nerve compression is usually referred, in this case to the skin overlying the medial aspect of the calf, ankle or foot. Because the artery is closely applied to the popliteal surface of the femur and the joint capsule, fractures of the distal femur or dislocations of the knee may rupture the artery, resulting in hemorrhage. Furthermore, because of their proximity and confinement within the fossa, an injury of the artery and vein may result in an arteriovenous fistula (communication between an artery and a vein). Failure to recognize these occurrences and to act promptly may result in the loss of the leg and foot. If the femoral artery must be ligated, blood can bypass the occlusion through the genicular anastomosis and reach the popliteal artery distal to the ligation.
* Popliteal artery entrapment syndrome

## Additional images

## InfoBox

| Popliteal artery | |
| --- | --- |
| Popliteal artery and branches | |
| Lymph glands of popliteal fossa. | |
| Details | |
| Source | Femoral artery |
| Branches | Anterior tibial, posterior tibial artery, sural, superior genicular (medial, lateral), middle genicular, inferior genicular (medial, lateral) |
| Vein | Popliteal vein |
| Identifiers | |
| Latin | *arteria poplitea* |
| MeSH | D011150 |
| TA98 | A12.2.16.033 |
| TA2 | 4699 |
| FMA | 77155 |
| Anatomical terminology | |


title: America y Oriente

abstract: America y Oriente was a short lived political journal that was published in Buenos Aires, Argentina. The journal was founded by Issa Nakhleh in 1952, and the first issue appeared on 20 November 1952. It was an publication of the Arab League in Argentina. The founder, Issa Nakhleh (1915-2003), was a Christian Palestinian His purpose in establishing the journal was to improve and reinforce Arab–Latin American exchanges about mutual anti-imperialist agendas.

text:
# America y Oriente

***America y Oriente*** was a short lived political journal that was published in Buenos Aires, Argentina. The journal was founded by Issa Nakhleh in 1952, and the first issue appeared on 20 November 1952. It was an publication of the Arab League in Argentina. The founder, Issa Nakhleh (1915-2003), was a Christian Palestinian (at times representing *Muslim Congress*) His purpose in establishing the journal was to improve and reinforce Arab–Latin American exchanges about mutual anti-imperialist agendas.

## InfoBox

*America y Oriente*
| Editor | Issa Nakhle |
| --- | --- |
| Categories | Political magazine |
| Founder | Issa Nakhleh |
| Founded | 1952 |
| First issue | 20 November 1952 |
| Final issue | 1956 |
| Country | Argentina |
| Based in | Buenos Aires |
| Language | Spanish |


title: Micrathena lepidoptera

abstract: Micrathena lepidoptera a species of orb weaver in the family Araneidae. This species has been found in Costa Rica and Colombia and is endemic to Sierras Nevadas of northern Colombia. Not much is known about this species, including its diet, life cycle, and reproduction. A study by Ivan F. Magalhaes and Alberto J. Santos saw members of the Micrathena group genetically tested to better organize the Micrathena and Chaetacis phylogenetic trees. This paper includes four synapomorphies for this species. These include: wrinkled booklung covers, epigynum with a pair of anterior apodemes, small copulatory openings that are concealed beneath lateral plates, and terminal apophysis that is fused to the embolus. The females of this species are distinct by having three compound spines on the each side of the abdomen, with a thoracic depression and dimples in the carapace and blunt spines on either side of the spinnerets.

text:
# Micrathena lepidoptera

***Micrathena lepidoptera*** a species of orb weaver in the family Araneidae. This species has been found in Costa Rica and Colombia and is endemic to Sierras Nevadas of northern Colombia. Not much is known about this species, including its diet, life cycle, and reproduction. A study by Ivan F. Magalhaes and Alberto J. Santos saw members of the *Micrathena* group genetically tested to better organize the *Micrathena* and *Chaetacis* phylogenetic trees. This paper includes four synapomorphies for this species. These include: wrinkled booklung covers, epigynum with a pair of anterior apodemes, small copulatory openings that are concealed beneath lateral plates, and terminal apophysis that is fused to the embolus. The females of this species are distinct by having three compound spines on the each side of the abdomen, with a thoracic depression and dimples in the carapace and blunt spines on either side of the spinnerets.

## InfoBox

| *Micrathena lepidoptera* | |
| --- | --- |
|
| Scientific classification | |
| Domain: | Eukaryota |
| Kingdom: | Animalia |
| Phylum: | Arthropoda |
| Subphylum: | Chelicerata |
| Class: | Arachnida |
| Order: | Araneae |
| Infraorder: | Araneomorphae |
| Family: | Araneidae |
| Genus: | *Micrathena* |
| Species: | ***M. lepidoptera*** |
| Binomial name | |
| ***Micrathena lepidoptera***<br>Mello-Leitão, 1941 | |
|


title: Niyogi Books

abstract: Niyogi Books is an independent publishing house based in New Delhi, India, that focuses on illustrated non-fiction books across art, architecture, travel, history, food, and culture. It was founded in 2004 by Bikash De Niyogi, and started off publishing coffee table books, but soon after expanded its remit to include general trade non-fiction and, more recently, fiction books. Niyogi also published the English translation of Mai, a novel by Booker-winner Geetanjali Shree, in 2017. In 2019, it launched 'Bahuvachan', an imprint dedicated to Hindi-language titles. The noted art historian B.N. Goswamy has extensively published with Niyogi. In May 2022, Niyogi announced its entry into publishing children's books.

text:
# Niyogi Books

**Niyogi Books** is an independent publishing house based in New Delhi, India, that focuses on illustrated non-fiction books across art, architecture, travel, history, food, and culture. It was founded in 2004 by Bikash De Niyogi, and started off publishing coffee table books, but soon after expanded its remit to include general trade non-fiction and, more recently, fiction books. Niyogi also published the English translation of *Mai*, a novel by Booker-winner Geetanjali Shree, in 2017. In 2019, it launched 'Bahuvachan', an imprint dedicated to Hindi-language titles. The noted art historian B.N. Goswamy has extensively published with Niyogi. In May 2022, Niyogi announced its entry into publishing children's books.

## InfoBox

Niyogi Books
|  | |
| --- | --- |
| Founded | 2004 (2004) |
| Founder | Bikash De Niyogi |
| Headquarters location | D78, Okhla Industrial Area, Phase 1 New Delhi India |
| Distribution | India & Worldwide |
| Key people | * Bikash De Niyogi * Trisha De Niyogi |
| Publication types | Books |


title: Fulton Center

abstract: Fulton Center is a subway and retail complex centered at the intersection of Fulton Street and Broadway in Lower Manhattan, New York City. The complex was built as part of a $1.4 billion project by the Metropolitan Transportation Authority (MTA), a public agency of the state of New York, to rehabilitate the New York City Subway's Fulton Street station. The work involved constructing new underground passageways and access points into the complex, renovating the constituent stations, and erecting a large station building that doubles as a part of the Westfield World Trade Center mall. The project, first announced in 2002, was intended to improve access to and connections among the New York City Subway services stopping at the Fulton Street station. Funding for the construction project, which began in 2005, dried up for several years, with no final approved plan and no schedule for completion. Plans for the transit center were revived by the American Recovery and Reinvestment Act of 2009. The project used to be referred to as the Fulton Street Transit Center, but was re-branded the Fulton Center in May 2012 because of a heightened emphasis on retail. The complex officially opened on November 10, 2014, along with the adjacent Dey Street Passageway. Through the Dey Street Passageway, the complex connects to the World Trade Center, the Westfield World Trade Center mall, PATH station, and observation deck, and provides connections to the Chambers Street–World Trade Center/Park Place/Cortlandt Street and WTC Cortlandt (1) stations, as well as the PATH's World Trade Center station. Westfield Corporation operates the retail space as an extension of the Westfield World Trade Center, a block to the west.

text:
# Fulton Center

**Fulton Center** is a subway and retail complex centered at the intersection of Fulton Street and Broadway in Lower Manhattan, New York City. The complex was built as part of a $1.4 billion project by the Metropolitan Transportation Authority (MTA), a public agency of the state of New York, to rehabilitate the New York City Subway's Fulton Street station. The work involved constructing new underground passageways and access points into the complex, renovating the constituent stations, and erecting a large station building that doubles as a part of the Westfield World Trade Center mall.

The project, first announced in 2002, was intended to improve access to and connections among the New York City Subway services stopping at the Fulton Street station. Funding for the construction project, which began in 2005, dried up for several years, with no final approved plan and no schedule for completion. Plans for the transit center were revived by the American Recovery and Reinvestment Act of 2009. The project used to be referred to as the **Fulton Street Transit Center**, but was re-branded the Fulton Center in May 2012 because of a heightened emphasis on retail. The complex officially opened on November 10, 2014, along with the adjacent Dey Street Passageway.

Through the Dey Street Passageway, the complex connects to the World Trade Center, the Westfield World Trade Center mall, PATH station, and observation deck, and provides connections to the Chambers Street–World Trade Center/Park Place/Cortlandt Street (, , , , , , , and ) and WTC Cortlandt () stations, as well as the PATH's World Trade Center station. Westfield Corporation operates the retail space as an extension of the Westfield World Trade Center, a block to the west.

## Components

The Fulton Center features a high-visibility Transit Center with entrances on Broadway between Fulton Street and John Street, and it connects the , , , , , , , , , , , and  services via the underground Dey Street Passageway running east–west under Dey Street. Ove Arup and Partners served as the prime consultant of the entire project. The Fulton Center cost US$1.4 billion, almost twice the original budget of $750 million.

The major elements of the Fulton Center project included the renovations of the Fulton Street stations along the IRT Broadway–Seventh Avenue Line and the IRT Lexington Avenue Line. During the latter's renovation, new entrances were opened at the corner of Broadway and Maiden Lane for the northbound platform, and at Cortlandt Street and Broadway for the southbound platform. The mezzanine serving the Fulton Street station on the IND Eighth Avenue Line, which previously consisted of several ramps on either side of Nassau Street, was straightened. During these renovations, the entire complex was made ADA-accessible. Ten escalators and fifteen elevators were installed, as well as two ADA accessible public restrooms on the concourse and the street levels.

A new station building, the Fulton Building, was constructed along the east side of Broadway between Fulton and John Streets. The new station required the demolition of the Girard Building and the former Childs Restaurant Building, and incorporates the landmark Corbin Building at the corner of Broadway and John Street. It was nearly canceled at one point, but was saved through funds from the American Recovery and Reinvestment Act of 2009. This portion of the project was part of a master lease to lease over 60,000 square feet of space.

In addition to work on the four linked Fulton Street stations, the Dey Street Passageway, located outside the subway system's paid area, was built under Dey Street. It connected the Fulton Street station complex to the Cortlandt–Church Streets station, serving the , , and  trains. A new entrance building was constructed on the southwest corner of Broadway and Dey Street, providing direct access to the Dey Street passageway.

### Constituent stations

| Lower Manhattan transit |
| --- |
|  |
|  |

The Fulton Center project initially included upgrades to five subway stations:

The World Trade Center PATH station, as well as the New York City Subway WTC Cortlandt station on the  train on the IRT Broadway–Seventh Avenue Line, are connected to the complex via the World Trade Center Transportation Hub.

Despite the presence of a passageway linking the Fulton Street complex and the Chambers Street/Park Place/Cortlandt Street station, there is no free connection between the two stations. There are still paid transfers to the Fulton Street complex and the two Cortlandt Street stations. From the Fulton Street complex, signs within the passageway indicate the presence of the ,  and  trains (the other services in the Chambers/Park/Cortlandt complex, the A, C, 2 and 3 trains, are already accessible through the Fulton Street station). The connection is still possible via an out-of-system transfer through the WTC Transportation Hub. According to the MTA's Final Environmental Impact Statement, the Dey Street Passageway is intended to provide a seamless connection from the Fulton Center to the WTC Transportation Hub and Brookfield Place (formerly the World Financial Center) without the need to cross Church Street and Broadway, both of which are busy traffic arteries in Lower Manhattan. By keeping it outside of the paid area, it would maximize pedestrian flow.

## Context

### Need and funding

After several pieces of transit infrastructure in Lower Manhattan were destroyed or severely damaged during the September 11, 2001, attacks, officials proposed a $7 billion redesign of transit in the neighborhood. This included the Fulton Street Transit Center, the South Ferry/Whitehall Street terminal further downtown, and the reconstruction of the West Side Highway. The most important of these projects was the Port Authority of New York and New Jersey's proposed terminal for PATH trains at the World Trade Center site, which was destroyed when the World Trade Center collapsed. A preliminary plan for the new terminal included situating it under Church Street, near the site of the former Hudson Terminal and close to the Metropolitan Transportation Authority (MTA)'s Broadway–Nassau/Fulton Street station. The new terminal would also contain direct connections to the subway; previously, World Trade Center had been served by three different subway stations at Cortlandt and Greenwich Streets, at Cortlandt and Church Streets, and at Church Street between Chambers and Vesey Streets. Plans for an integrated transit hub in Lower Manhattan were announced in January 2002. As part of this initiative, money was also to be allocated to study the feasibility of commuter rail service to Lower Manhattan. This would later become the canceled Lower Manhattan–Jamaica/JFK Transportation Project, which would have created a railway line between Lower Manhattan and John F. Kennedy International Airport via the Long Island Rail Road and AirTrain JFK.

As part of the rebuilding process, the Port Authority considered putting the PATH terminal at Broadway and Fulton Street. By April 2002, New York state and city officials notified members of the United States Congress that the project could cost as much as $7.3 billion; at the time, president George W. Bush had pledged only $1.8 billion for transit improvements in Lower Manhattan. The Port Authority ultimately decided to put the PATH terminal near Greenwich Street, two blocks west. The MTA's project to connect the different subway stations at Broadway–Nassau/Fulton Street was approved, despite the fact that the PATH and MTA projects were separate. These stations would instead be connected by a series of underground passageways, which would stretch from the World Financial Center in the west to the Fulton Street Transit Center in the east, spanning over half of Manhattan's width at this point. The Fulton Street Transit Center would also contain a large retail building at Broadway and Fulton Street, serving as the main entrance to that complex. The Fulton Street project would include new passageways, entrances, and elevators to provide transfers between the area's subway stations and increase the capacity of the existing station complex at Broadway–Nassau/Fulton Streets.

In February 2003, New York Governor George Pataki announced a $5 billion plan for rebuilt transit infrastructure at South Ferry, Fulton Street, and the World Trade Center. By April 2003, the MTA had released preliminary plans for a $750 million transit hub at Fulton Street, connecting six subway stations. At the time, the Fulton Street station was extremely hard to navigate, as the four stations in the complex had been built by different companies at different times. The MTA initially contemplated razing the Corbin Building on John Street to make way for the transit center's main building, but the agency had agreed to preserve the building by that October. In December 2003, the Federal Transit Administration allocated a combined $2.85 billion to the three Lower Manhattan transit projects. The PATH station received $1.7 billion in aid, while the Fulton Street Transit Center received $750 million and the South Ferry Terminal received $400 million.

### Planning and cutbacks

Compared with other subway stations' renovations, the Fulton Street Transit Center's funding was secure because the project was financed using money from the September 11 recovery fund. After funding for the transit center had been secured, the project's environmental impact statement was released in 2004. That year, a group of architecture firms, including Nicholas Grimshaw & Partners and Lee Harris Pomeroy Associates, were hired to design the Fulton Street Transit Center. The project was still undergoing revisions as of mid-2005, and was to be completed by October 2005. Construction was set to begin later that year.

Funding problems began in June 2005, when the original plans were cut back. The projected cost of the Fulton Street Transit Center had grown by $75 million, to $825 million. The design had been delayed to May 2006, and the proposed completion date was now December 2008. In March 2006, the land under the Corbin Building was taken for the proposed transit center by eminent domain. A block to the north, the MTA began the process of evicting and relocating 148 store owners near the site of the transit center's main building. The budget of real-estate acquisition also rose from $50 million to $157 million. This cost increase was a key factor in the ballooning costs of the transit center over the next several years.

By May 2006, the budget was nearing $850 million, and the planned completion date was delayed to June 2009. Despite the $45 million budget overrun, the MTA denied that the Fulton Center plan would be curtailed. In November 2006, the MTA announced the creation of a free transfer between the Cortlandt–Church Streets and World Trade Center stations, which would cost $15 million more. By February 2007, the projected cost had risen to $888 million, and the MTA pledged to pay for the $41 million gap with its own money. The completion date was now projected as October 2009.

Meanwhile, the costs of other MTA Capital Construction projects were rising as well. The issue peaked in January 2008, when the MTA announced that three other capital projects (the 7 Subway Extension, the Second Avenue Subway, and East Side Access) were facing a combined cost overrun of $1 billion. To remedy the overrun, plans for the Fulton Center's main building had to be downsized: instead of being a 114-foot-high (35 m) structure with a large dome, the headhouse would now be a simple stainless-steel building with a smaller dome. The project, excluding the main building, was now expected to cost $903 million. The main building would cost another $250 million, if built. The cost overruns were attributed to the fact that the MTA had received a single, $870 million bid for one phase of construction, more than twice the $408 million the MTA had originally set aside for that phase. The date of completion was now set for 2010, and the MTA had ordered a 30-day review of the Fulton Center plan. Around the same time, the neighboring World Trade Center Hub's costs also rose from $2.2 billion to $3.4 billion.

The funding reductions also resulted in several design cutbacks. The free transfer from the Cortlandt–Church Streets and World Trade Center stations was dropped from the plans, but was later restored using MTA funds before being dropped and restored again. The passageway underneath Dey Street was narrowed from 40 to 29 feet (12 to 9 m). The MTA deleted the main building from the plan to reduce costs. In March 2008, the MTA announced that it would spend $295 million on an as-yet-undetermined structure at the location of the main building. One proposal included constructing the main building with a performing arts center, rather than a dome, on top. By this time, the MTA lacked several billion dollars in funding for its 2010–2014 capital spending plan. The MTA did not rule out the possibility of converting almost the entire plot into a public plaza and constructing a simple subway entrance from the plaza. *New York Post* columnist Steve Cuozzo called the project "The Folly on Fulton Street", a word play on "Fulton's Folly", which was used to describe Robert Fulton's steamboat 200 years before. In June 2008, Chris Ward, executive director of the Port Authority of New York and New Jersey, prepared a report for New York Governor David Paterson regarding the Fulton Street and World Trade Center projects' cost overruns.

Despite the Fulton Street Transit Center's financing deficit, the Federal Transit Administration refused to fund the cost overruns associated with the Fulton Center. However, the MTA used 2009 federal stimulus money to help fund the project. In January 2009, the MTA received $497 million in additional stimulus money, bringing the total cost of the Fulton Street Transit Center to $1.4 billion. As part of an exhibit on the city's major public construction projects, the MTA described the status above ground: "Final details are being worked out for the above ground building. The 115-year-old Corbin Building, at the corner of Broadway and John Street, will be restored and incorporated into the transit center entrance design. The transit center will be a focal point with a vibrant design and a visible portal to downtown and the transit system below".

## Construction

With funding secured in 2009, MTA Capital Construction released a plan to open various stages of the Fulton Center project. Much of the below-ground connections, such as the IND mezzanine, were to begin construction first. The project rehabilitated two of the four stations in the original station complex. An intricate system of ramps was replaced by two new mezzanines, and new entrances were opened.

### Station rehabilitation projects

The Fulton Center project involved three station rehabilitation projects: the refurbishment of the Seventh Avenue Line's platform at the eastern end of the complex, served by the  and  trains; the rehabilitation of the Lexington Avenue Line's platforms under Broadway, served by the  and  trains; and the renovation of Cortlandt–Church Streets, served by the , , and  trains. The former two stations had never been renovated, while Cortlandt Street had been renovated in the 1990s before being damaged during the September 11 attacks. The renovations of the Eighth Avenue Line platforms, served by the  and  trains, and the Nassau Street Line platforms, served by the  and  trains, had been completed in the 1990s.

The first completed project of the Fulton Center, the rehabilitation of the Seventh Avenue Line platform, started in 2005. The narrowness of this platform required the addition of extra circulation elements, such as stairs. This project was completed by November 2006.

Although not part of a rehabilitation, the Cortlandt Street station was first closed in 2005 for the construction of the Dey Street Passageway, the underpass and the construction of the East Bathtub that supports the eastern towers of the new World Trade Center complex that was being rebuilt. With the conclusion of the Dey Street Passageway construction, the uptown platform was opened first, on November 25, 2009. The southbound platform was rehabilitated and reopened on September 6, 2011, with a new underpass, to coincide with the upcoming opening of the National September 11 Memorial & Museum.

The Lexington Avenue Line station at the western end of the complex, serving the 4 and 5 trains, was rehabilitated beginning in 2008. Prior to renovations, there was no direct access to the southern end of the northbound platform, causing overcrowding at this location. The renovation started after the entrances at Maiden Lane (northbound) and Cortlandt Street (southbound) were opened to ameliorate passenger flow during subsequent station rehabilitation. Historical features, such as the tiling, were preserved. The structure was joined by the Fulton Building on the northbound platform, and the Dey Street Headhouse on the southbound platform, when they opened.

### Entrances

As part of the reorganization of the Fulton Street station complex, and to mitigate passenger flow congestion during the construction phases of the Fulton Center project, some new entrances opened and some existing entrances closed. In January 2007, the MTA opened a new entrance on the southeast corner of Maiden Lane and Broadway. Like the John Street entrance, it served chiefly the northbound platform of the Lexington Avenue Line. That month, construction began on creating an analogous entrance on Cortlandt Street, just across the street from Broadway, for the southbound platform. These entrances allowed for the temporary closure of the John Street entrance (northbound platform) and the entrance by Dey Street (southbound platform) during the rehabilitation of the Lexington Avenue Line platforms and Dey Street Passageway-related work.

On August 1, 2011, the entrance at 135 William Street on the eastern side of the complex opened. This was completed in conjunction with the gradual opening of a transfer mezzanine over the IND Eighth Avenue Line platform, serving the A and C trains. A terra-cotta mural and an iron gate from the Hotel McAlpin, both which were originally found in the original transfer passageway, were relocated to the new 135 William Street entrance. An additional entrance at 129 Fulton Street provides an elevator connecting to the Nassau Street Line platform and the Eighth Avenue Line mezzanine.

To allow for advanced Eighth Avenue Line Mezzanine work and the construction of a permanent underpass under the Lexington Avenue Line tunnel under Fulton Street to take place, the subway station entrance at 222 Broadway became permanently closed on October 29, 2011. In its place, a temporary entrance opened midblock between Fulton Street and John Street, inside the main building construction site. This was followed with a major realignment of the transfer passageway between the Eighth Avenue Line and Lexington Avenue Line trains. Related construction work saw the temporary closure of the entrances at Fulton Street, on the northwest (by St. Paul's Chapel) and southwest corners throughout much of 2011. Both were reopened by the first half of 2012. The entrance to Dey Street (195 Broadway), on the southbound platform, was permanently closed on May 1, 2012, for Dey Street Passageway related work and rehabilitation of the southbound platform. It was to be replaced by the Dey Street Headhouse, across Dey Street, when it opened in late September 2012.

At the 129 Fulton Street site and the 150 William Street site are permanent entrances that provide access to the southbound J and Z trains and the 2 and 3 trains, respectively. There is elevator access at the 129 Fulton Street site. Other entrances include the Dey Street Passageway headhouse building (opened 2012) and the Fulton Center main building, or the Fulton Building (opened 2014).

### IND transfer mezzanine

Originally, a network of passageways and ramps loosely connected the various lines with each other, causing congestion during peak hours. The transfer mezzanine, also known as the IND mezzanine, replaced these ramps and made several adjacent entrances redundant. In January 2010, reconstruction of the transfer mezzanine over the Fulton Street IND platform resulted in traffic flow changes. The transfer passageway leading to the Broadway–Seventh Avenue Line platform at Fulton Street had previously been modified. Effectively, all transfers were made through the IND platform, serving the Eighth Avenue Line.

The stacked-staggered configuration of the BMT Nassau Street Line platforms splits the IND mezzanine levels into halves. The eastern half stretches from Nassau Street to William Street, from the southbound Nassau Street Line platform to the Broadway–Seventh Avenue Line platform. Similarly, the western half of the mezzanine stretches from Nassau Street to Broadway, from the northbound Nassau Street Line to the Lexington Avenue Line platforms. Transferring passengers have to use the third-basement-level IND platform to navigate between both halves of the mezzanine, since the Nassau Street Line's platforms bisect the mezzanine on both the first and second basement levels.

The IND mezzanine opened in various phases. Around August 2011, the William Street end of the Eastern mezzanine opened, coinciding with the opening of the 135 William Street entrance. In October 2011, due to a major realignment of the temporary transfer passageway between the Eighth Avenue Line station and the Lexington Avenue Line station, parts of the Western Mezzanine opened as well. The realignment sent passengers through the construction site of the Fulton Building. By January 2012, the Western Mezzanine had opened to the northbound Nassau Street Line platforms. In June 2012, an underpass under the Lexington Avenue Line platforms, traveling approximately under Fulton Street, re-opened and was connected to the Western Mezzanine. With the opening of the new passageway, the older underpass connecting to southbound Lexington Avenue Line platform was simultaneously closed. As a result, the Western Mezzanine was substantially completed. On August 2, 2012, the southbound Nassau Street Line platform was connected to the Eastern Mezzanine. An MTA press release regarded this as the substantial completion of the entire IND mezzanine.

Fulton St to Cortlandt St subway cross-section
| Greenwich St | WTC Transportation<br>Hub (Oculus) /<br>Westfield Shops | Church St |  | Broadway | Fulton<br>Center /<br>Westfield<br>Shops |  | Nassau St |  | William St |
| --- | --- | --- | --- | --- | --- | --- | --- | --- | --- |
|  | | R / W | | 4 / 5 | | | J / Z south | | mezzanine |
| underpass | | underpass | Dey Street Passageway | underpass | | mezzanine | J / Z north | mezzanine | 2 / 3 |
| mezzanine | |  | | | ← A / C → | | | |  |
| PATH |  | | | | | | | | |

### Dey Street headhouse and passageway

Temporary transfer passages opened to the Lexington Avenue Line trains from the Eighth Avenue Line Mezzanine in October 2011, in conjunction with the closing of the entrance across the street on Fulton Street. In June 2012, this passageway was again replaced, this time by a permanent passageway underneath Fulton Street that adjoined the western Eighth Avenue Line mezzanine directly. The original temporary transfer passageway was part of an underground concourse connecting the Fulton Center and the Dey Street Passageway, and also served a crossunder for the two platforms.

The Dey Street Passageway headhouse opened on October 8, 2012. It serves as an entrance for the southbound Lexington Avenue Line trains, and as the main access point for the long-anticipated Dey Street Passageway.

### Fulton Building

The main building for the Fulton Center project, referred to as the Fulton Building by the MTA in its Requests for Proposals in August 2012, is a three-story building clad in glass, with an oculus atop that draws natural light into the main building and the uptown platform of the Lexington Avenue Line station. It is designed by Nicholas Grimshaw and James Carpenter Design Associates. Its construction replaced four buildings along the eastern side of Broadway, which were demolished during 2007.

The Fulton Building was nearly canceled in 2009 due to increasing costs, but was restored after $497 million in stimulus funding was allocated toward the Fulton Street Transit Center. The foundations of the main transit complex was completed in August 2010. Full scale superstructure work on the main building began in January 2011, and steel work concluded in October 2011. In November 2014, the Fulton Building opened to the public.

#### Sky Reflector-Net

Sky Reflector-Net, which was commissioned as part of MTA Arts & Design program, was installed in 2014 in the Fulton Center transit hub. Located at the center of the oculus, the Sky Reflector-Net uses hundreds of aluminum mirrors to provide natural sunlight from a 53 ft (16 m) skylight to an underground area as much as four stories deep. The skylight contains 88 glass blades, which divert sunlight into the center of the building at certain times of the day throughout the year. The last intentional skylight in the New York City Subway system was in the original City Hall station, which closed in 1945.

#### Retail space

Billed by MTA officials as New York's "Next Great Public Space", the Fulton Building was designed with a strong focus on retail, with more than 30,000 square feet (2,800 m<sup>2</sup>) of retail space as part of the Westfield World Trade Center shopping mall. Retail stores are featured on concourse level "C2" (the same level as the IND Mezzanine), concourse level "C1M" (the same level as the Lexington Avenue Line platforms), and the ground floor. In addition, the MTA presentation at the stakeholders' meeting in October 2011 indicates the plausible presence for market cafes on the ground floor, "destination restaurants and bars" on the second floor and an anchor-branded tenant on the third and top floor of the building.

The addition of retail space was an impetus for the May 2012 name change from "Fulton Street Transit Center" to a simpler "Fulton Center" to attract leases. The MTA looked to private companies to manage the retail section of the Fulton Center, attempting to change it to a shopping destination, as well as a transit center. The retail spaces are intended to provide additional revenue for the MTA in the form of real estate.

In July 2012, the MTA made a motion to seek proposals from various companies for a master lease for 65,000 square feet of retail and commercial space. This space includes the Corbin Building, and the Dey Street Passageway and headhouse. The MTA made a Requests for Proposals (RFP) on August 2, 2012. Proposals were by November 2, 2012. According to the MTA's RFP, the main building is called the "Fulton Building" to disambiguate from other related structures, such as the Corbin Building.

### Corbin Building

The Corbin Building, erected in 1889 and an official city and national landmark, is adjacent to the Fulton Building. Originally slated to be demolished, the building was instead restored as a part of the Fulton Center project and incorporated to the overall transit complex. It also provides street-level retail as well as 31,000 square feet (2,900 m<sup>2</sup>) of commercial office space.

The building was underpinned during the rehabilitation of the Lexington Avenue Line platforms and the transit building construction. Design elements and the historic decor and facade were preserved as a part of this project. The building as a whole is integrated into the project, with escalators at John Street descending to the Lexington Avenue Line platforms and the Fulton Building. Retail space returned to the ground floor when the Corbin Building reopened in December 2012.

For upper floors, an interstitial structure was built for the height of the building, between the original building and the Fulton Center. This interstitial structure allows the Corbin Building to be made compliant to modern building regulations. A new freight elevator, as well as two passenger elevators, were installed in the interstitial building. Additionally, the interstitial unit gives added support to the Corbin Building. However, the interstitial building is considered to be a part of the Fulton Building.

## Completion and operation

Westfield Group signed a 20-year lease in December 2013 to operate the shops in the Fulton Center. The complex formally opened on November 10, 2014, seven years behind schedule and $650 million over budget. Owing to the Fulton Center's use of renewable energy sources and energy-conservation features, the complex was awarded a Leadership in Energy and Environmental Design (LEED) Silver certification in March 2016, becoming the first subway station in New York City to receive such a rating.

The passageway from the Fulton Street station to the Chambers Street/Park Place/Cortlandt Street station opened alongside the rest of the Fulton Center in November 2014. An extension to the World Trade Center Transportation Hub opened in May 2016. There were plans for a free transfer between the Cortlandt–Church Street station and the  train at the World Trade Center station; however, this plan was removed due to cost overruns. By June 2017, the connection was again slated to be built and the passageway opened with newly rearranged turnstiles. The connection opened on December 29, 2017, after a reconfiguration of the respective stations' fare areas. A separate transfer to the  train at WTC Cortlandt, outside the fare controls of either the Cortlandt–Church/World Trade Center or Fulton Street stations, was opened on September 8, 2018.

In February 2024, media sources reported that Westfield was trying to terminate its lease at the Fulton Center ten years early. Westfield cited increasing crime as a reason for its decision. In response, the MTA filed a federal lawsuit to prevent Westfield from breaking its lease.

| External media | |
| --- | --- |
| Images | |
| MTA's Facebook Web Site — Fulton Street Transit Center Progress Fall 2010 Pictures (15 pictures) | |
| MTA's Facebook Web Site — Fulton Street Transit Center – June 8, 2011 (15 pictures) | |
| MTA's Facebook Web Site — Fulton Street Transit Center update February 2012 (23 pictures) | |
| Video | |
| "What is the Fulton St Transit Center?", Metropolitan Transportation Authority; September 2, 2010; 0:59 YouTube video clip | |
| "Fulton St Transit Center – 6/16/2011 Update", Metropolitan Transportation Authority; June 16, 2011; 2:42 YouTube video clip | |
| "Fulton St Transit Center – 1/19/2012 Update", Metropolitan Transportation Authority; January 19, 2012; 1:44 YouTube video clip | |

## InfoBox

| Fulton Center | |
| --- | --- |
| New York City Subway transit center | |
| Fulton Center as seen from the northwest | |
| Station statistics | |
| Borough | Manhattan |
| Coordinates | 40°42′38″N 74°0′32″W / 40.71056°N 74.00889°W / 40.71056; -74.00889 |
| Division |  |
| Services | At Fulton Street:<br><br>At Chambers Street–World Trade Center/Park Place/Cortlandt Street:<br> |
| Other information | |
| Opened | November 10, 2014 (2014-11-10) |
| Accessible | ADA-accessible |
| Location | |
| Street map | |
| Station service legend  **Symbol** **Description**  Stops all times except late nights  Stops all times  Stops late nights only  Stops rush hours in the peak direction only | |


title: Rosemount Hotel

abstract: Rosemount Hotel, also known colloquially as Rosemount and Rosie, is a live music venue in North Perth, Western Australia. Originally built in 1902, during Western Australia's gold boom, the hotel has been continuously licensed for over a century.

text:
# Rosemount Hotel

**Rosemount Hotel**, also known colloquially as *Rosemount* and *Rosie*, is a live music venue in North Perth, Western Australia. Originally built in 1902, during Western Australia's gold boom, the hotel has been continuously licensed for over a century.

## Description

The venue is known to play host to local, Australian, and International acts. It has tended to play local music acts that are already somewhat established or on the rise. Some noteworthy acts known to have performed at the venue (sometimes at relatively early stages of their career) include Tame Impala, Hiatus Kaiyote, Pond, and King Gizzard & the Lizard Wizard.

The Rosemount is a mid-sized live music venue, with a main stage capacity of 550; and full house capacity of over 800. This makes it larger than some of Perth's other notable music venues, like Mojo's Bar.

## History and operations

The building underwent an extensive art-deco renovation in 1937, with its owner Robert Lakey spending £12,000 to add refrigeration and extra wings to the bar. The Lakey family was associated with the bar in its early years.

From 1919 to 1922 an outdoor cinema operated behind the hotel, and it was also used for public meetings. It was renovated again in 2023, with a new bar area, mezzanine viewing platforms, and a D&B PA system.

The building was heritage listed in 2007.

## Notable acts

Some notable past acts known to have performed at the venue include: Tame Impala, Koi Child, Hiatus Kaiyote, Pond, King Gizzard & the Lizard Wizard, The Vines, Silverchair, Jebediah, Drapht, Meg Mac, Teenage Fanclub, and Eskimo Joe.

1. Collins, Simon (4 October 2018). "Venues have live music all sewn up". *West Australian*. Retrieved 18 May 2024.
2. Ardon-Coppinger, Renée (18 February 2023). "Perth's Best Pubs To Hit Up This Weekend". *Urban List*. Retrieved 18 May 2024.
3. "Step back in time". *Perth Voice Interactive*. 31 August 2018. Retrieved 6 June 2023.
4. James Battye, ed. (1912). *Cyclopedia of Western Australia*. Adelaide: Hussey and Gillingham. OCLC 220346033. Wikidata Q5198924.
5. "The Rosemount Hotel". *Visit Perth*. City of Perth. 2023. Archived from the original on 30 September 2023. Retrieved 18 May 2024.
6. Rosemount Hotel (5 November 2020). "Facebook post of Tame Impala promotional poster dated 2008". *Facebook*. Archived from the original on 6 June 2023. Retrieved 18 May 2024. Tame Impala supporting The Silents here at Rosemount.
7. Rae, Harvey (31 August 2015). "Hiatus between album and stage". *West Australian*. Retrieved 18 May 2024.
8. Tuffnell, Angelique (27 February 2017). "Live Review: Ego-free and energetic Pond, live @ the Rosemount". *Isolated Nation*. Retrieved 6 June 2023.
9. Conniption Hammerlessnail (13 December 2014). *King Gizzard - 2014.12.13 Rosemount Hotel, Perth, Australia*. *YouTube*. Retrieved 6 June 2023.
10. Baroni, Nastassia (14 April 2015). "King Gizzard & The Lizard Wizard Announce Perth "Gizzfest"". *Music Feeds*. Retrieved 6 June 2023.
11. "The Rosemount Hotel's new Main Room revealed". *West Australian Music*. 18 April 2017. Archived from the original on 8 June 2023. Retrieved 18 May 2024.`{{cite web}}`: CS1 maint: unfit URL (link)
12. Triscari, Caleb (17 January 2021). "Perth's Rosemount Hotel expands in-house booking team". *The Music Network*. Retrieved 6 June 2023.
13. "New Rosemont Hotel is Impressively Spacious, Clean, Cool-Looking". *Daily News*. 22 December 1937. p. 8. Retrieved 18 May 2024.
14. "The Rosemount Hotel" (PDF). *City of Vincent - Local History News*. 1 December 2018. p. 24. Archived from the original (PDF) on 26 March 2023. Retrieved 7 June 2023.
15. "10. Rosemount Hotel". *North Perth Local*. Retrieved 6 June 2023.
16. "inHerit - State Heritage Office". *inherit.stateheritage.wa.gov.au*. Retrieved 6 June 2023.
17. amnplify\_photographer. "GZA + Koi Child DJs + DT @ Rosemount Hotel 19/11/17". *Amnplify*. Retrieved 6 June 2023.
18. "The Vines 'Rosemount Hotel' Perth 2008 | Band & Concert Posters!". *Smart Artists Music Memorabilia - Concert & Band Posters*. Retrieved 6 June 2023.
19. Willix, Pierra (10 December 2019). "Perth veteran rapper Drapht set to wrap up his Summer they Say tour at the Rosemount Hotel this week". *West Australian*. Retrieved 6 June 2023.
20. "Concert review: Meg Mac at the Rosemount Hotel". *West Australian*. 5 October 2017. Retrieved 6 June 2023.
21. "The Rosemount Hotel, North Perth WA". *Live Music Office*. Retrieved 6 June 2023.
22. Moto, Mishy. "Teenage Fanclub". *My Concert Archive*. Retrieved 6 June 2023.
23. "A brief history of live music in Perth over the last few decades". *The Sixty30*. 24 January 2022. Archived from the original on 28 October 2023. Retrieved 18 May 2024.

Media related to Rosemount Hotel at Wikimedia Commons

## InfoBox

Rosemount Hotel
| * Rosemount * Rosie | |
| --- | --- |
|  | |
| Address | 459 Fitzgerald Street, North Perth
Perth
Australia |
| Coordinates | 31°55′51″S 115°51′32″E / 31.930889°S 115.85899°E / -31.930889; 115.85899 (Rosemount Hotel) |
| Type | Music venue |
| Website | |
| rosemounthotel.com.au | |
|  | |
| Western Australia Heritage Register | |
| Type | City of Vincent Municipal Inventory |
| Designated | 3 April 2007 |
| Reference no. | 14915 |
|  | |
|  | |


title: Yoichi Funado

abstract: Kenji Harada better known by his pseudonym Yoichi Funado was a Japanese writer of adventure fiction.

text:
# Yoichi Funado

**Kenji Harada** (原田建司, *Harada Kenji*, February 8, 1944 – April 22, 2015) better known by his pseudonym **Yoichi Funado** (船戸与一, *Funado Yoichi*) was a Japanese writer of adventure fiction.

## Biography

Funado was born as Kenji Harada on February 8, 1944. During his student days, he traveled to Alaska. He graduated from Waseda University. Funado wrote approximately 30 stories for the manga series *Golgo 13*, three of which he later novelized in 2011.

Funado made his debut as an adventure novel writer in 1979. After writing some prize-winning adventure novels, in 2000 he won the Naoki Prize for his novel *May in the Valley of the Rainbow*. In February 2015, he published the last volume of his nine-volume novel series on the history of Manchukuo.

Funado died of thymic cancer on April 22, 2015, in Suginami, Tokyo.

## Works in English translation

## Awards

## Main works

* *Higōhōin* (1979)
* *Chi to Yume* (1982)
* *Yamaneko no Natsu* (lit. *Summer of the Wildcat*) (1984)
* *Takeki Hakobune* (1987)
* *Densetsu Naki Chi* (1988)
* *Midori no Soko no Soko* (1989)
* *Suna no Kuronikuru* (lit. *Sand Chronicle*) (1991)
* *Ezochi Bekken* (1995)
* *Niji no Tani no Gogatsu* (2000) (*May in the Valley of the Rainbow*. Vertical. 2006) ISBN 978-1-93223-428-2
* *Yume wa Arechi o* (2003)
* *Kahan ni Shirube Naku* (lit. *No Sign on the Riverside*) (2006)
* *Manshukoku Engi* (2007–2015) (nine volumes)

## InfoBox

| Yoichi Funado | |
| --- | --- |
| Born | Kenji Harada
(1944-02-08)February 8, 1944
Shimonoseki, Yamaguchi Prefecture, Japan |
| Died | April 22, 2015(2015-04-22) (aged 71)
Suginami, Tokyo, Japan |
| Nationality | Japanese |
| Alma mater | Waseda University |
| Period | 1979–2015 |
| Genre | Adventure fiction, spy fiction, hardboiled, thriller, historical fiction |
| Notable works | *May in the Valley of the Rainbow* |
| Notable awards | Mystery Writers of Japan Award (1989)
Naoki Prize (2000) |


title: Nannie C. Burden

abstract: Nannie C. Burden (1891–1947) was a Coloratura soprano and clubwoman in New York City. She also ran for political office. She was described as an operatic soprano of international reputation and as one of the "most charming and accomplished" sopranos of African American heritage. In October 1916 she performed at a church in Philadelphia. She was involved with the National Association of Colored Women and her address listed as 2 Fourth Street, Nicholas Place, Apartment 42 in New York City. In 1929 she was named regional president of the Empire State Federation of Women's Clubs. She chaired the Burden Artist Bureau. Julia P. H. Coleman was the group's secretary. She was a member of the St. Mark's Methodist Episcopal Church in New York. She is buried at Frederick Douglass Memorial Park on Staten Island. Robert T. Bess eulogized her at the cemetery on Decoration Day in 1950. Bess was founded the Nannie C. Burden Book Lovers Club, Inc. and served as its president.

text:
# Nannie C. Burden

**Nannie C. Burden** (1891–1947) was a Coloratura soprano and clubwoman in New York City. She also ran for political office.

She was described as an operatic soprano of international reputation and as one of the "most charming and accomplished" sopranos of African American heritage. In October 1916 she performed at a church in Philadelphia. She was involved with the National Association of Colored Women and her address listed as 2 Fourth Street, Nicholas Place, Apartment 42 in New York City. In 1929 she was named regional president of the Empire State Federation of Women's Clubs. She chaired the Burden Artist Bureau. Julia P. H. Coleman was the group's secretary. She was a member of the St. Mark's Methodist Episcopal Church (now St. Mark's United Methodist Church) in New York.

She is buried at Frederick Douglass Memorial Park on Staten Island. Robert T. Bess eulogized her at the cemetery on Decoration Day in 1950. Bess was founded the Nannie C. Burden Book Lovers Club, Inc. and served as its president.


title: Hasan M. Elahi

abstract: Hasan M. Elahi is a Bangladeshi-born American interdisciplinary media artist whose work has an emphasis on technology and media and their social implications. His research interests include issues of surveillance, sousveillance, simulated time, transport systems, and borders and frontiers. He was born in Rangpur and raised in New York City.

text:
# Hasan M. Elahi

**Hasan M. Elahi** (born 1972) is a Bangladeshi-born American interdisciplinary media artist whose work has an emphasis on technology and media and their social implications. His research interests include issues of surveillance, sousveillance, simulated time, transport systems, and borders and frontiers.

He was born in Rangpur and raised in New York City.

## Sousveillance

As presented in a panel discussion on "Sousveillance-Culture" led by Marisa Olson, Curator and Editor of Rhizome, with Panelists: Amy Alexander, Jill Magid and Hasan Elahi, Elahi has put his entire life online. *Wired* magazine reports:

> Poke around his site and you'll find more than 20,000 images stretching back three years. Elahi has documented nearly every waking hour of his life during that time. He posts copies of every debit card transaction, so you can see what he bought, where, and when. A GPS device in his pocket reports his real-time physical location on a map.
>
> Elahi's site is the perfect alibi. Or an audacious art project. Or both. The Bangladeshi-born American says the US government mistakenly listed him on its terrorist watch list — and once you're on, it's hard to get off. To convince the Feds of his innocence, Elahi has made his life an open book. Whenever they want, officials can go to his site and see where he is and what he's doing. Indeed, his server logs show hits from the Pentagon, the Secretary of Defense, and the Executive Office of the President, among others.
>
> The globe-hopping prof says his overexposed life began in 2002, when he stepped off a flight from the Netherlands and was detained at the Detroit airport. He says FBI agents later told him they'd been tipped off that he was hoarding explosives in a Florida storage unit; subsequent lie detector tests convinced them he wasn't their man. But with his frequent travel — Elahi logs more than 70,000 air miles a year exhibiting his art work and attending conferences — he figured it was only a matter of time before he got hauled in again. He might even be shipped off to Gitmo before anyone realized their mistake. The FBI agents had given him their phone number, so he decided to call before each trip; that way, they could alert the field offices. He hasn't been detained since.

## Exhibitions

He recently was invited to speak about his work at the Tate Modern, Einstein Forum, and at the American Association of Artificial Intelligence. His work has been presented in numerous exhibitions at venues such as the Centre Georges Pompidou, Sundance Film Festival, Kassel Kulturbahnhof, The Hermitage, and at the Venice Biennale. His work has been supported with significant grants and numerous sponsorships from Creative Capital, Ford Foundation/Philip Morris, and the Asociación Artetik Berrikuntzara in Donostia-San Sebastián in the Basque Country/ Spain.

## Faculty positions

Elahi is a professor of art and Dean of the College of Fine, Performing and Communication Arts at Wayne State University in Detroit, Michigan. Previously he was director of the school of art at George Mason University. Before that, he was an associate professor at the University of Maryland, and director of the Digital Cultures and Creativity Honors program. He also taught at Rutgers University, New Jersey, San Jose State University; Rutgers; the University of South Florida in Tampa, Florida; West Virginia University; Wanganui School of Design, in Wanganui, New Zealand; and also in Houston, Texas.

## InfoBox

| Hasan M. Elahi | |
| --- | --- |
| Elahi during the Lift conference, February 2011 | |
| Born | 1972 (age 5152)<br>Rangpur, Bangladesh |
| Known for | Interdisciplinary Art, Professor |


title: Nanukalan

abstract: Nanukalan is a village in Pataudi Mandal in Gurgaon District, Haryana State, India. Nanukalan is located 7.250 km from its Mandal Main Town Pataudi. Nanukalan is 35.36 km from its District Main City Gurgaon. It is 273 km from its State Main City Chandigarh. Nanukalan village has two schools, one for the girls and one higher-secondary school for the boys. It has a population of about 3800 persons living in around 652 households. Nearby villages are Gadai Pur (1.035 km), Daultabad (1.723 km), Bapas (2.833 km), Khetiawas (4.091 km), Balewa (4.392 km), Pahari (4.514 km), Inchha Puri (4.529 km).

text:
# Nanukalan

**Nanukalan** is a village in Pataudi Mandal in Gurgaon District, Haryana State, India. Nanukalan is located 7.250 km from its Mandal Main Town Pataudi. Nanukalan is 35.36 km from its District Main City Gurgaon. It is 273 km from its State Main City Chandigarh.

Nanukalan village has two schools, one for the girls and one higher-secondary school for the boys. It has a population of about 3800 persons living in around 652 households.

Nearby villages are Gadai Pur (1.035 km), Daultabad (1.723 km), Bapas (2.833 km), Khetiawas (4.091 km), Balewa (4.392 km), Pahari (4.514 km), Inchha Puri (4.529 km).

## Schools near by Nanukalan

1 . Indian sr.sec.school

2 . Rav Ram Singh Jiwan DAV Senior Secondary School

3 . Ashram Hari Mandir Sanskrit Vidyalaya

4 . GSSS NOORGARH

5. Mahrishi Dyanand sr. sec. school

6. Keshv vidya vihar sr. sec. school

7. Pathfinder international school pataudi

8 GSSS KHOR

9. GSSS NANUKALAN

10.Pataudi Place