Ábrahám Ganz (born as Abraham Ganz, 6 November 1814, Unter-Embrach, Switzerland - 15 December 1867, Pest, Austria-Hungary) was a Swiss-born iron manufacturer, machine and technical engineer, entrepreneur, father of Ganz Works. He was the founder and the manager of the company that he made the flagship of the Hungarian economy in the 19th century. Despite his early death in 1867 the company remained one of the strongest manufacturing enterprise in Austria-Hungary. Many famous engineers worked at Ganz Works inter alia Károly Zipernowsky, Ottó Bláthy, Miksa Déri, András Mechwart, Kálmán Kandó, Donát Bánki, János Csonka and Theodore von Kármán and several world-famous inventions were done there, like the first railway electric traction, or the invention of the roller mill,  the carburetor, the transformer and the Bánki-Csonka engine.

Life

Early years

He was born into a Swiss Calvinist family in Unter-Embrach. His father, Johann Ulrich Ganz, was a cantor teacher. His mother, Katharina Remi, died when he was just 10 years old. He was the oldest son out of nine children.

Escher Wyss AG
Because of financial difficulties he had to work as a carpenter's apprentice, but before his liberation he went to Zurich to work at the foundry of Escher Wyss AG as a casting apprentice. At the age of twenty he travelled a lot in Germany, France, Austria and Italy, and worked in different factories where he gathered experience. In 1841 he arrived in Buda where he was involved in the construction of the Szechenyi Mill.

Josef Rollmill Company (József Hengermalom Társulat)

István Széchenyi initiated the building of a steam mill in Buda, and he established the Josef Rollmill Company (József Hengermalom Társulat). Ábrahám Ganz started to work there as a mechanic. He saw that there was a lack of good iron industry experts in the quickly developing Hungarian manufacturing industry. Soon, he became the first casting master of the foundry of the steam mill. The foundry could achieve, with the new technology of indirect casting, very pure casts which made it easier to combine different metals. The finished casts were introduced to the public at the first Hungarian Industrywork Exhibition (Magyar Iparmű Kiállítás) in 1842. Their special combination and purity was praised even by Lajos Kossuth. After that Ganz was nominated to be the head of the foundry and the machine repairing yard. In the same year he gave a job to his brother, Konrád Ganz, who was also a casting master.

In 1843, while he was working in the foundry, the cast splashed out. He became blind in one of his eyes. According to some sources he said then:

Ganz Works

The management of the steam mill paid a share of the profit to Ganz. This enabled him to buy, in 1844, land and a house for 4500 Forints in Víziváros. He built his own foundry on this site and started to work there with seven assistants. They made mostly casting products for the needs of the people of the city. In 1845, he bought the neighbouring site and expanded his foundry with a cupola furnace. He gave his brother, Henrik a job as a clerk, because of the growing administration work. He made a profit in the first year, and his factory grew, even though he had not yet engaged in mass production. In 1846, at the third Hungarian Industrywork Exhibition (Magyar Iparmű Kiállítás), he introduced his stoves to the public. He won the silver medaille of the exhibition committee and the bronze medaille from Archduke Joseph, Palatine of Hungary.

During the Hungarian Revolution of 1848 to 1849 the foundry made ten cannons and many cannonballs for the Hungarian army. Because of this, the Military Court of Austria impeached him. He got seven weeks in prison as penalty, but because of his Swiss citizenship he was acquitted of the charge.

Ganz recognized that, to develop his factory, he had to make products that were mass-produced. In 1846 the Pest-Vác railway line was built. At that time, European foundries made wrought iron rims for spoked wagon wheels by pouring the casts in shapes in sand, and leaving them to cool down. Meanwhile, in the United States and England a better method was being used. This was chill casting, which was invented by the Englishman John Burn in 1812. The essence of this process is to cool the cast faster. The metal will then be harder, and have better wear-resistance. This is possible if the casting frame is made of a good heat conductor. Ganz made one for the first time in 1853 and he was able to improve the method further by using antimony. He got a patent for this invention in 1856.

Ganz describes thus the essence of his process:

He used antimony for covering the inner surface of the mold casting to separate the fluid iron from the cooling iron. This was the source of his success. Between 1852 and 1862 he built and ran Europe's first, and for a long time only, crust wheel foundry. His customers were Austro-Hungarian, German, French and Russian railway companies. Because of the large number of orders his foundry proved to be too small, so he built a new factory in 1858.

Between 1853 and 1866 his company delivered 86,074 wheels to 59 railway companies. Ganz also bought an English patent, the invention of Ransomes and Biddel, which concerned parts for rail switches. He improved this also, and got two patents in 1861 and in 1865. Between 1860 and 1866, his company delivered 6,293 crust cast rail switch parts to railway companies. The company did not only produce parts for railways. They also made parts for bridges (e.g. most of the Lánchíd's cast iron cross beams and the molding pieces of the Szeged Bridge in Szeged), as well as crust cast notched cylinders for the mill industry. Later the company achieved world-famous success with this product, under the leadership of András Mechwart.

The number of employees at Ganz Works was 60 in 1854, 106 in 1857 and 371 in 1867. The daily production was 2-3 tonnes of casts (with 50-60 wheels). The products of the company obtained  international recognition: at the World's Fairs in Paris (three bronze medals Exposition Universelle (1855)), in London (bronze medaile 1862 International Exhibition) and, at the Swiss Industrywork Exhibition, a silver medal in 1867.

Personal life

On the 24 October 1849 he married Jozefa Heiss, the daughter of the city judge of Buda, Laurentius Heiss. They could not have their own children, so they adopted two related orphan girls, Anna Pospech and Jozefina Ganz.

He was nominated honorary citizen of Buda by the city council on 4 September 1863. In 1865 the emperor, Francis Joseph I, personally expressed his highest appreciation to Ábrahám Ganz. On the 23 November 1867 they celebrated the production of the hundredth wheel, made by chill casting, and Ganz gave a dinner for all his employees and their families. During his life he spent a lot of money for social purposes. In his company he uniquely opened a retirement fund and a patient fund.

He kept his Swiss citizenship. There is no evidence that he learned or could speak any Hungarian. He spoke with his family in German, and the employees of his factory spoke with him in German also.

Death

In his last years he worked a lot, but was not happy with his life. He saw all his brothers going crazy and he was convinced that he would have the same future. After the death of his brother, Konrád, he committed suicide on 15 December 1867. His ashes were buried in the Kerepesi Cemetery. In 1872, Miklós Ybl built him a mausoleum. After the death of his widow in 1913, they both lie there forever.

Legacy
He is considered to be one of the pioneers of Hungarian heavy industry. With his works he contributed a lot to the development of the Hungarian casting and machine manufacturing industry.

After the death of Ábrahám Ganz, András Mechwart continued his plans and managed the company. With his leadership, under the name of Ganz & Co. Foundry and Machine Manufacturing Inc. (Ganz és Társa Vasöntöde és Gépgyártó Rt.), it became the most significant group of companies in Hungary. It was active in the machine, vehicle and electrical manufacturing industries with world-famous inventions and technical solutions.

In the original foundry production stopped in 1964 and the building, with all the objects left, became the Foundry Museum (Öntödei Múzeum). The building is, since 1997, under monument protection.

See also
 Ganz Works, Ábrahám Ganz's company
 Anton Eichleiter
 András Mechwart

References

Notes

Literature
 Terplán, Zénó (translated from the original German biography of Antal Eichleiter): Ki vezette a gyárat Ganz Ábrahám (1814-1867) halála után? (Who lead the factory after the death of Ábrahám Ganz?)

1815 births
1867 deaths
19th-century Hungarian businesspeople
19th-century Swiss businesspeople
19th-century engineers
Engineers from Budapest
People from Bülach District
Businesspeople from Budapest
Swiss expatriates in Hungary
Swiss Calvinist and Reformed Christians
Hungarian industrialists
Hungarian chief executives
1860s suicides

Ábrahám Ganz


Geir Overskeid  (born 19 July 1963) is a Norwegian psychologist. He was born on July 19, 1963, in Levanger but was raised in Fredrikstad, and this is what he considers to be his hometown. He gained his Doctorate in psychology in 1995, and is currently professor of Cognitive psychology at the University of Oslo. Overskeid has, among other things, worked with questions connected to learning and motivation and the interplay between thoughts and feelings. He has co-edited the book Det ubeviste og moderne vitenskap (In English: The unconscious and modern science) and written the book Sprø som selleri: Hvor gærne psykologene egentlig er (og psykiaterne er enda verre), a funny take on international and Norwegian psychology.

Works

Papers

External links
  Geir Overskeid's home page
  Praise for Det ubeviste og moderne vitenskap

1963 births
Living people
University of Oslo alumni
Norwegian psychologists
People from Levanger
People from Fredrikstad

Geir Overskeid


The Oresteia () is a trilogy of Greek tragedies written by Aeschylus in the 5th century BCE, concerning the murder of Agamemnon by Clytemnestra, the murder of Clytemnestra by Orestes, the trial of Orestes, the end of the curse on the House of Atreus and the pacification of the Furies (also called Erinyes or Eumenides).

The Oresteia trilogy consists of three plays: Agamemnon, The Libation Bearers, and The Eumenides. It shows how the Greek gods interacted with the characters and influenced their decisions pertaining to events and disputes. The only extant example of an ancient Greek theatre trilogy, the Oresteia won first prize at the Dionysia festival in 458 BCE. The principal themes of the trilogy include the contrast between revenge and justice, as well as the transition from personal vendetta to organized litigation.  Oresteia originally included a satyr play, Proteus (), following the tragic trilogy, but all except a single line of Proteus has been lost.

Agamemnon

Agamemnon (, Agamémnōn) is the first of the three plays within the Oresteia trilogy. It details the homecoming of Agamemnon, King of Mycenae, from the Trojan War. After ten years of warfare, Troy had fallen and all of Greece could lay claim to victory. Waiting at home for Agamemnon is his wife, Queen Clytemnestra, who has been planning his murder. She desires his death to avenge the sacrifice of her daughter Iphigenia, to exterminate the only thing hindering her from commandeering the crown, and to finally be able to publicly embrace her long-time lover Aegisthus.

The play opens to a watchman looking down and over the sea, reporting that he has been lying restless "like a dog" for a year, waiting to see some sort of signal confirming a Greek victory in Troy. He laments the fortunes of the house, but promises to keep silent: "A huge ox has stepped onto my tongue." The watchman sees a light far off in the distance—a bonfire signaling Troy's fall—and is overjoyed at the victory and hopes for the hasty return of his King, as the house has "wallowed" in his absence. Clytemnestra is introduced to the audience and she declares that there will be celebrations and sacrifices throughout the city as Agamemnon and his army return.

Upon the return of Agamemnon, his wife laments in full view of Argos how horrible the wait for her husband, and King, has been. After her soliloquy, Clytemnestra pleads with and persuades Agamemnon to walk on the robes laid out for him. This is a very ominous moment in the play as loyalties and motives are questioned. The King's new concubine, Cassandra, is now introduced and this immediately spawns hatred from the queen, Clytemnestra. Cassandra is ordered out of her chariot and to the altar where, once she is alone, begins predicting the death of Agamemnon and her own shared fate.

Inside the house a cry is heard; Agamemnon has been stabbed in the bathtub. The chorus separate from one another and ramble to themselves, proving their cowardice, when another final cry is heard. When the doors are finally opened, Clytemnestra is seen standing over the dead bodies of Agamemnon and Cassandra. Clytemnestra describes the murder in detail to the chorus, showing no sign of remorse or regret. Suddenly the exiled lover of Clytemnestra, Aegisthus, bursts into the palace to take his place next to her. Aegisthus proudly states that he devised the plan to murder Agamemnon and claim revenge for his father (the father of Aegisthus, Thyestes, was tricked into eating two of his sons by his brother Atreus, the father of Agamemnon). Clytemnestra claims that she and Aegisthus now have all the power and they re-enter the palace with the doors closing behind them.

Like most Greek tragedies, Agamemnon is a morally complex play. Agamemnon may be an admired veteran of the Trojan War but it is made clear that many do not approve of the way he sacrificed his daughter, Iphigenia. Many citizens resent Agamemnon because they lost their sons and husbands in the war he initiated. Cassandra's entrance is particularly brazen. Similarly, Clytemnestra is both her husband's murderer and her daughter's avenger; Aeschylus continues to explore the fundamental moral quandary of vengeance and "justified" bloodshed in The Libation Bearers and The Eumenides.

The Libation Bearers

In The Libation Bearers (, Choēphóroi)—the second play of Aeschylus' Oresteia trilogy—many years after the murder of Agamemnon, his son Orestes returns to Argos with his cousin Pylades to exact vengeance on Clytemnestra, as an order from Apollo, for killing Agamemnon. Upon arriving, Orestes reunites with his sister Electra at Agamemnon's grave, while she was there bringing libations to Agamemnon in an attempt to stop Clytemnestra's bad dreams. Shortly after the reunion, both Orestes and Electra, influenced by the Chorus, come up with a plan to kill both Clytemnestra and Aegisthus.

Orestes then heads to the palace door where he is greeted by Clytemnestra. He pretends he is a stranger and tells Clytemnestra that he (Orestes) is dead, causing her to send for Aegisthus. Unrecognized, Orestes is then able to enter the palace where he then kills Aegisthus, who was without a guard due to the intervention of the Chorus in relaying Clytemnestra's message. Clytemnestra then enters the room. Orestes hesitates to kill her, but Pylades reminds him of Apollo's orders, and he eventually follows through. Consequently, after committing the matricide, Orestes is now the target of the Furies' merciless wrath and has no choice but to flee from the palace.

The Eumenides

The final play of the Oresteia, called The Eumenides (, Eumenídes), illustrates how the sequence of events in the trilogy ends up in the development of social order or a proper judicial system in Athenian society. In this play, Orestes is hunted and tormented by the Furies, a trio of goddesses known to be the instruments of justice, who are also referred to as the "Gracious Ones" (Eumenides). They relentlessly pursue Orestes for the killing of his mother. Through the intervention of Apollo, Orestes is able to escape them for a brief moment while they are asleep and head to Athens under the protection of Hermes. Seeing the Furies asleep, Clytemnestra's ghost comes to wake them up to obtain justice on her son Orestes for killing her.

After waking up, the Furies hunt Orestes again and when they find him, Orestes pleads to the goddess Athena for help. She responds by setting up a trial for him in Athens on the Areopagus. This trial is made up of a group of twelve Athenian citizens and is supervised by Athena. Here Orestes is used as a trial dummy by Athena to set-up the first courtroom trial. He is also the object of the Furies, Apollo, and Athena. After the trial comes to an end, the votes are tied. Athena casts the deciding vote and determines that Orestes will not be killed. This does not sit well with the Furies but Athena eventually persuades them to accept the decision; instead of violently retaliating against wrongdoers, become a constructive force of vigilance in Athens. She then changes their names from the Furies to "the Eumenides" which means "the Gracious Ones". Athena then ultimately rules that all trials must henceforth be settled in court rather than being carried out personally.

Proteus
Proteus (, Prōteus), the satyr play which originally followed the first three plays of The Oresteia, is lost except for a two-line fragment preserved by Athenaeus.  It is widely believed to have been based on the story told in Book IV of Homer's Odyssey, where Menelaus, Agamemnon's brother, tries to return home from Troy and finds himself on an island off Egypt, "whither he seems to have been carried by the storm described in Agam.674".

The title character, "the deathless Egyptian Proteus", the Old Man of the Sea, is described in Homer as having been visited by Menelaus seeking to learn his future. Proteus tells Menelaus of the death of Agamemnon at the hands of Aegisthus and the fates of Ajax the Lesser and Odysseus at sea. Proteus is compelled to tell Menelaus how to reach home from the island of Pharos:

The only extant fragment that has been definitively attributed to Proteus was translated by Herbert Weir Smyth:

In 2002, Theatre Kingston mounted a production of The Oresteia and included a new reconstruction of Proteus based on the episode in The Odyssey and loosely arranged according to the structure of extant satyr plays.

Themes

Justice through retaliation
Retaliation is seen in the Oresteia to cascade. In Agamemnon, it is mentioned that Agamemnon had to sacrifice his innocent daughter Iphigenia to shift the wind for his voyage to Troy. This caused Clytemnestra to plot revenge on Agamemnon. She found a new lover Aegisthus and when Agamemnon returned to Argos from the Trojan War, Clytemnestra killed him by stabbing him in the bathtub and went on to inherit his throne. The death of Agamemnon thus sparks anger in Orestes and Electra; they plot matricide (the death of their mother Clytemnestra) in the next play Libation Bearers. Through much pressure from Electra and his cousin Pylades, Orestes kills Clytemnestra and her lover Aegisthus. Consequently, Orestes is hunted down by the Furies in the third play The Eumenides. Even after he escapes, Clytemnestra's spirit comes back to rally them again so that they can kill Orestes and obtain vengeance for her. However this cycle of retaliation comes to a stop near the end of The Eumenides when Athena decides to introduce a new legal system for dealing out justice.

Justice through the law
Justice through the law is achieved in The Eumenides. After Orestes begged Athena for deliverance from the Furies, she granted him his request in the form of a trial. Rather than forgiving Orestes directly, Athena put him to trial to find a just answer to the question of his innocence. This is the first example of proper litigation in the trilogy and illuminates the change from emotional retaliation to civilized decisions regarding alleged crimes. Instead of allowing the Furies to torture Orestes, she decided that she would have both the Furies and Orestes plead their case before she decided on the verdict. In addition, Athena set up how the verdict would be decided. By creating this blueprint, the future of revenge-killings and the merciless hunting of the Furies would be eliminated from Greece. The trial sets the foundation for future litigation. Aeschylus, through his jury trial, was able to create and maintain a social commentary about the limitations of revenge crimes and reiterate the importance of trials. The Oresteia, as a whole, stands as a representation of the evolution of justice in Ancient Greece.

Revenge

Revenge is a principal motivator for most characters in Oresteia. The theme starts in Agamemnon with Clytemnestra, who murders her husband, Agamemnon, in order to obtain vengeance for his sacrificing of their daughter, Iphigenia. The death of Cassandra, the princess of Troy, taken captive by Agamemnon in order to fill a place as a concubine, can also be seen as an act of revenge for taking another woman as well as the life of Iphigenia. Later on, in The Libation Bearers, Orestes and Electra, siblings as well as the other children of Agamemnon and Clytemnestra, succeed in killing their mother to avenge their father's death. In The Eumenides, the Furies—goddesses of vengeance—seek to take revenge on Orestes for the murder of his mother. It is also discovered that the god Apollo played a part in the act of vengeance toward Clytemnestra through Orestes. The cycle of revenge seems to be broken when Orestes is not killed by the Furies, but is instead allowed to be set free and deemed innocent by the goddess Athena.

Mother-right and father-right
To the anthropologist Johann Jakob Bachofen (Das Mutterrecht, 1861), the Oresteia shows Ancient Greece's transition from "hetaerism" (polyamory) to monogamy; and from "mother-right" (matriarchal lineage) to "father-right" (patriarchal lineage). According to Bachofen, religious laws changed in this period: the Apollo and Athena of The Eumenides present the patriarchal view. The Furies contrast what they call "gods of new descent" with the view that matricide is more serious than the killing of men. With Athena acquitting Orestes, and the Furies working for the new gods, The Eumenides shows the newfound dominance of father-right over mother-right.

Bachofen's interpretation was influential among Marxists and feminists. Feminist Simone de Beauvoir wrote in The Second Sex (1949) that the tribunal saw Orestes as son of Agamemnon before being son of Clytemnestra. In The Origin of the Family, Private Property and the State (1884), Marxist Friedrich Engels praises Bachofen's "correct interpretation". Nonetheless, he sees it as "pure mysticism" by Bachofen to see the change in divine perspectives as the cause of the change in Greek society. Instead, Engels considers economic factors—the creation of private property—and the "natural sexual behaviour" of men and women. For the feminist Kate Millet, the latter factor is mistaken, and The Eumenides is important in documenting the state's arguments for repression of women.

Relation to the Curse of the House of Atreus
The House of Atreus began with Tantalus, son of Zeus, who murdered his son, Pelops, and attempted to feed him to the gods. The gods, however, were not tricked and banished Tantalus to the Underworld and brought his son back to life. Later in life Pelops and his family line were cursed by Myrtilus, a son of Hermes, catalyzing the curse of the House of Atreus. Pelops had two children, Atreus and Thyestes, who are said to have killed their half-brother Chrysippus, and were therefore banished.

Thyestes and Aerope, Atreus' wife, were found out to be having an affair, and in an act of vengeance, Atreus murdered his brother's sons, cooked them, and then fed them to Thyestes. Thyestes had a son with his daughter and named him Aegisthus, who went on to kill Atreus.

Atreus' children were Agamemnon, Menelaus, and Anaxibia. Leading up to here, we can see that the curse of the House of Atreus was one forged from murder, incest and deceit, and continued in this way for generations through the family line. To put it simply, the curse demands blood for blood, a never ending cycle of murder within the family.

Those who join the family seem to play a part in the curse as well, as seen in Clytemnestra when she murders her husband Agamemnon, in revenge for sacrificing their daughter, Iphigenia. Orestes, goaded by his sister Electra, murders Clytemnestra in order to exact revenge for her killing his father.

Orestes is said to be the end of the curse of the House of Atreus. The curse holds a major part in the Oresteia and is mentioned in it multiple times, showing that many of the characters are very aware of the curse's existence. Aeschylus was able to use the curse in his play as an ideal formulation of tragedy in his writing.

Contemporary background
Some scholars believe that the trilogy is influenced by contemporary political developments in Athens. A few years previously, legislation sponsored by the democratic reformer Ephialtes had stripped the court of the Areopagus, hitherto one of the most powerful vehicles of upper-class political power, of all of its functions except some minor religious duties and the authority to try homicide cases; by having his story being resolved by a judgement of the Areopagus, Aeschylus may be expressing his approval of this reform. It may also be significant that Aeschylus makes Agamemnon lord of Argos, where Homer puts his house, instead of his nearby capitol Mycenae, since about this time Athens had entered into an alliance with Argos.

Adaptations

Key British productions
In 1981, Sir Peter Hall directed Tony Harrison's adaptation of the trilogy in masks in London's Royal National Theatre, with music by Harrison Birtwistle and stage design by Jocelyn Herbert. In 1999, Katie Mitchell followed him at the same venue (though in the Cottesloe Theatre, where Hall had directed in the Olivier Theatre) with a production which used Ted Hughes' translation. In 2015, Robert Icke's production of his own adaptation was a sold out hit at the Almeida Theatre and was transferred that same year to the West End's Trafalgar Studios. Two other productions happened in the UK that year, in Manchester and at Shakespeare's Globe.
The following year, in 2016, playwright Zinnie Harris premiered her adaptation, This Restless House, at the Citizen's Theatre to five-star critical acclaim.

Chronology of adaptations
 1895: Composer Sergei Taneyev adapted the trilogy into his own operatic trilogy of the same name, which was premiered in 1895.
 1965-66: Composer Iannis Xenakis adapted vocal work for chorus and 12 instruments.
 1967: Composer Felix Werder adapted Agamemnon as an opera.
 1969: The Spaghetti Western The Forgotten Pistolero, is based on the myth and set in Mexico following the Second Mexican Empire. Ferdinando Baldi, who directed the film, was also a professor of classical literature who specialized in Greek tragedy.
 1974: Rush Rehm's translation of the trilogy was staged at The Pram Factory in Melbourne.
 2007: Yaël Farber's MoLoRa, a post-apartheid South African adaptation of the Oresteia set during the Truth and Reconciliation Commission hearings. The play was awarded three Naledi Theatre Awards.
 2008: Theatre professor Ethan Sinnott directed an ASL adaptation of Agamemnon.
 2008: Dominic Allen and James Wilkes, The Oresteia, for Belt Up Theatre Company.
 2009: Canadian author Anne Carson's An Oresteia, an adaptation featuring episodes from the Oresteia from three different playwrights: Aeschylus' Agamemnon, Sophocles' Electra, and Euripides' Orestes.
 2014: French rapper D' de Kabal made his own adaptation of the Oresteia in his rap and hip hop play Agamemnon with the collective R.I.P.O.S.T.E. and the music and theatre artists Arnaud Churin and Emanuela Pace.
 2016: The trilogy This Restless House by British playwright and director Zinnie Harris revisits the Oresteia, putting women in the center. Part one is Agamemnon's Return, a play of its own premiered in Scotland, followed by The Bough Breaks and Electra And Her Shadow.
 2019: American playwright Ellen McLaughlin and director Michael Khan's The Oresteia, premiered on April 30, 2019 at the Shakespeare Theatre Company, Washington, DC. The adaptation was shown as a digital production by Theatre for a New Audience in New York City during the COVID-19 Pandemic and was directed by Andrew Watkins.

Translations

 Thomas Medwin and Percy Bysshe Shelley, 1832–1834 – verse (Pagan Press reprint 2011)
 Anna Swanwick, 1886 – verse: full text
 Robert Browning, 1889 – verse: Agamemnon
 Arthur S. Way, 1906 – verse
 John Stuart Blackie, 1906 – verse
 Edmund Doidge Anderson Morshead, 1909 – verse: full text
 Herbert Weir Smyth, Aeschylus, Loeb Classical Library, 2 vols. Greek text with facing translations, 1922 – prose Agamemnon Libation Bearers Eumenides
 Gilbert Murray, 1925 – verse Agamemnon, Libation Bearers
 Louis MacNeice, 1936 – verse Agamemnon
 Edith Hamilton, 1937, Three Greek Plays: Prometheus Bound, Agamemnon, The Trojan Women
 Richmond Lattimore, 1953 – "verse"
 F. L. Lucas, 1954 – verse Agamemnon
 Robert A. Johnston, 1955 – verse, an "acting version"
 Philip Vellacott, 1956 – verse
 Paul Roche, 1963 – verse
 Peter Arnott, 1964 – verse
 George Thomson, 1965 – verse
 John Lewin, 1966 (University of Minnesota Press)
 Howard Rubenstein, 1965 – verse Agamemnon
 Hugh Lloyd-Jones, 1970 – verse
 Rush Rehm, 1978 – verse, for the stage
 Robert Fagles, 1975 – verse
 Robert Lowell, 1977 – verse
 Tony Harrison, 1981 – verse
 David Grene and Wendy Doniger O'Flaherty, 1989 – verse
 Peter Meineck, 1998 – verse
 Ted Hughes, 1999 – verse
 Ian C. Johnston, 2002 – verse: full text
 George Theodoridis, Agamemnon, Choephori, Eumenides 2005–2007 – prose
Alan Sommerstein, Aeschylus, Loeb Classical Library, 3 vols. Greek text with facing translations, 2008
Peter Arcese, 2010 – Agamemnon, in syllabic verse
 Sarah Ruden , 2016 – verse
 David Mulroy, 2018 – verse
 Oliver Taplin, 2018 – verse
 Jeffrey Scott Bernstein and Tom Phillips (illustrator), 2020 – verse

See also
 The Oresteia in the arts and popular culture
 Mourning Becomes Electra  –  a modernized version of the story by Eugene O'Neill, who shifts the action to the American Civil War
 The Flies –  an adaptation of The Libation Bearers by Jean-Paul Sartre, which focuses on human freedom
 Live by the sword, die by the sword  –  a line from the trilogy

References

Bibliography

 Goward, Barbara (2005). Aeschylus: Agamemnon. Duckworth Companions to Greek and Roman Tragedy. London: Duckworth. .

 MacLeod, C. W. (1982). "Politics and the Oresteia. The Journal of Hellenic Studies, vol. 102. . . pp. 124–144.

External links

 See the triumphant ending of The Oresteia. MacMillan Films staging 2014. 5 minutes.
 BBC audio file. The Oresteia discussion on the BBC Radio 4 programme In Our Time. 45 minutes.
 La Tragedie d'Oreste et Electre: Album by British band Cranes which is a musical adaptation of Jean-Paul Sartre's The Flies.
 Oresteia (2011): an avant-garde work inspired by Aeschylus' trilogy, written and directed by Jonathan Vandenberg.

Plays set in Athens
Libation
Literary trilogies
Mythology of Argolis
Plays by Aeschylus
Plays set in ancient Greece
Trojan War literature
Agamemnon
Plays based on classical mythology
Political philosophy in ancient Greece

Oresteia


The New York Central Hudson was a popular 4-6-4 "Hudson" type steam locomotive built by the American Locomotive Company (ALCO), Baldwin and the Lima Locomotive Works in three series from 1927 to 1938 for the New York Central Railroad. Named after the Hudson River, the 4-6-4 wheel arrangement came to be known as the "Hudson" type in the United States, as these locomotives were the first examples built and used in North America. Built for high-speed passenger train work, the Hudson locomotives were famously known for hauling the New York Central's crack passenger trains, such as the 20th Century Limited and the Empire State Express. With the onset of diesel locomotives by the mid-20th Century, all Hudson locomotives were retired and subsequently scrapped by 1957,  with none preserved today except for a converted tender from J-1d 5313, which is preserved at the Steamtown National Historic Site in Scranton, Pennsylvania.

History
The Chicago, Milwaukee, St. Paul & Pacific Railroad (Milwaukee Road) was the first to design a 4-6-4 locomotive (naming them Baltics); however, they were not built until after the New York Central's Hudsons. NYC President Patrick E. Crowley named the units Hudsons after the Hudson River, which divides New York State's Hudson Valley and streams broadly past New York City.

The Hudson came into being because the existing 4-6-2 Pacific power was not able to keep up with the demands of longer, heavier trains and higher speeds. Given NYC's axle load limits, Pacifics could not be made any larger; a new locomotive type would be required to carry the larger boilers. Lima Locomotive Works' conception of superpower steam as realized in the 2-8-4 Berkshire type was the predecessor to the Hudson. The 2-8-4's 4-wheel trailing truck permitted a huge firebox to be located after the boiler. The resulting greater steaming rate ensured that such a locomotive would never run out of power at speed, a common failing of older locomotives. Applying the ideas of the freight-minded Berkshire type to the Pacific resulted in a 4-6-4 locomotive.

NYC ordered prototype No. 5200 from Alco, and subjected it to intensive testing. A fleet of 205 J-1 class Hudsons were eventually built, including 30 each for the Michigan Central Railroad (MC road numbers 8200-8229) and the Cleveland, Cincinnati, Chicago & St. Louis Railway ("Big Four" - road numbers 6600-6629). In addition, NYC subsidiary Boston & Albany Railroad ordered 20 J-2 class (B&A road numbers 600-619), the latter 10 from Lima Locomotive Works (all other NYC Hudsons were built by Alco's Schenectady works). A later development were 50 J-3a class Super Hudsons in 1937–1938, with many modern appliances and innovations. After the MC, Big 4, and B&A locomotives were incorporated into the NYC numbering, the NYC Hudson locomotives had road numbers ranging from 5200 to 5474. The NYC J-1 road numbers were 5200-5344, the MC J-1s became NYC 5345-5374, the Big 4 J-1s became NYC 5375-5404, the J-2s (all from B&A) became NYC road numbers 5455-5474, and the J-3 road numbers were 5405-5454. The J-2 numbers are last because they were transferred to the NYC after the J-3 deliveries.

Streamlining
The Hudsons were of excellent quality. In response to the styling sensation of the new diesel-powered Zephyr streamliner, Locomotive No. 5344 (the last J-1e) was fitted with an Art Deco streamlined shroud designed by Carl F. Kantola and was named Commodore Vanderbilt on December 27, 1934. The streamlining was later replaced to match the last ten J-3a Super Hudson locomotives (5445-5454) that had been built with streamlining designed by Henry Dreyfuss. J-1e Hudson #5344 stuck out from the rest of the roster, as it was the only J-1 to be streamlined, and was one of two locomotives ever to be streamlined twice (the other being a Baltimore and Ohio P-7, number 5304). Two more J-3a locomotives (5426 & 5429) had a 3rd streamlining style fitted in 1941 for Empire State Express service. The streamlined locomotives featured prominently in NYC advertising.

The forte of all Hudsons was power at top speed. They were poor performers at low speed and the presence of a booster engine on the trailing truck was an absolute necessity for starting. For this reason, they were generally favored by railroads with flat terrain and straight routes. After the NYC, the Milwaukee Road was also fond of the Hudsons, acquiring 22 class F6 and six streamlined class F7s. The Atchison, Topeka & Santa Fe Railway also had 16, while the New York, New Haven & Hartford Railroad had 10 (#1400-1409) streamlined I-5 4-6-4s built by Baldwin in 1937 (nicknamed "Shoreliners"). Few railroads with hilly terrain acquired any.

A booster was prone to troubles, however, and gradually fell out of favor. Instead of a complicated booster, it was deemed preferential to have an extra pair of driving wheels, and thus better traction.

On September 7, 1943, No. 5450 suffered a boiler explosion in Canastota, New York, killing three enginemen and putting her out of service until the end of World War II due to a steel shortage.

Trials of later, dual-purpose 4-8-2 Mohawks sealed the Hudsons fate. The L-3 and L-4 Mohawks were nice, but they were still more suited to lower-speed hauling than high-speed power. In 1944, NYC received permission from the War Production Board to build a new, high-speed locomotive of the 4-8-4 type, combining all the advantages of the Hudson with those of the Mohawk. Many other railroads had taken to the 4-8-4 in the 1930s, generally calling them Northerns after the Northern Pacific Railway, which had first adopted them. By being a late adopter, the NYC had the chance to build on everyone else's experience. That locomotive proved to be exceptional, and the type on the NYC was named the Niagara. Since only 27 were built, however, they only took over the heaviest and most-prestigious trains, and the last Niagara (No. 6015) was retired in July, 1956. Many Hudsons soldiered-on until the end of steam on NYC in 1957.

Unfortunately, none of the NYC Hudson units survive; all were scrapped when the railroad dieselized. This was caused by the direct order of then-NYC President Alfred E. Perlman, who was completely opposed to historic preservation,  Two J-1d class Hudsons, numbers 5311 and 5313, were sold to the Toronto, Hamilton and Buffalo Railway in 1948 and were renumbered 501 and 502 respectively. Both locomotives were retired and scrapped in 1954 when the TH&B dieselized. The tender from the 502 (formerly the 5313) was retained by the TH&B and converted to a steam generator car for use on passenger trains. The generator car still survives today and is part of the Steamtown National Historic Site collection.

Popular culture

The character Connor from the Thomas & Friends television series is stylized after a streamlined NYC Hudson.
NYC Hudsons are featured on the covers of Van Halen's 2012 album A Different Kind of Truth, the Commodores 1975 album Movin' On, Three Dog Night's 1975 album Coming Down Your Way, and the 2020 Dennis DeYoung album ''26 East : Volume 1''.
In Pocket Trains, there is a steam locomotive called the Century Limited. It resembles a streamlined Dreyfuss J-3 4-6-4 locomotive but is a 2-6-4 locomotive in the game. It is also the only steam locomotive in the game with side rods.
In the Courage the Cowardly Dog episode "The Mask", a steam locomotive loosely based on a streamlined NYC J-3a Hudson was seen pulling an Amtrak passenger train which destroyed Mad Dog's car near the end of the episode.
In the movie The Iron Giant, a steam locomotive resembling a NYC J-3a Hudson was pulling a coal train that crashed into the Giant while he was trying to fix the train tracks he ate at the railroad crossing.
In season 5 episode 6 of The Big Bang Theory, "The Rhinitis Revelation", a "New Empire State Express" poster can be briefly seen on the back of Sheldon Cooper's door at the very end of the episode when Leonard interrupts Mary Cooper singing Soft Kitty.
 In The Grand Tour, the J-3 Hudson can be seen in the opening part of the show. Its valve gear is incorrectly animated.
In How I Met Your Mother a poster of the New York Central Hudson can be seen in Ted Mosby's apartment, above the fireplace.
The icon for the app Transport Tycoon, a version of Chris Sawyer's Locomotion for mobile devices, depicts a locomotive that closely resembles the New York Central Hudson.
In Transformers: Revenge of the Fallen, a J-3a Dreyfuss appears in a vintage photo that was kept by Seymour Simmons in which the Hudson is confirmed as a Seeker by Autobot Wheelie.
In the Rugrats episode "Murmur on the Ornery Express", there is a steam locomotive called "Biendeltown Express", which resembles a NYC streamlined NYC J-3a Hudson.
In the movie Everyone's Hero, there is a steam locomotive that resembles a NYC J-1e Hudson. A streamlined J-3a Dreyfuss Super Hudson can be seen on a poster in a train station.
The exact same above photo of the Streamlined Hudson at the 1939 New York World's Fair appears, framed, on the wall of Sam Lowry's apartment in Terry Gilliam's Brazil (1985 film) in the scene where Archibald Tuttle (played by Robert De Niro) is fixing Sam Lowry's faulty air conditioning system. Sam Lowry is played by Jonathan Pryce.
In the SpongeBob SquarePants episode "The Great Patty Caper'', there is a steam locomotive called the "Oceanic Express", which loosely resembles a NYC J-1a Hudson.
In the short film Lorenzo, there is a silhouette that resembles a NYC J-1e Hudson.
The Hudsons have been featured in train games like Trainz and Train Simulator Classic(third-party only for the latter).
The Red Ball Raceway logo in NASCAR 2005: Chase For The Cup and NASCAR 07 feature a NYC Hudson

Model trains
The Lionel Corporation has issued the Hudson in 1937, 1946, 1947, 1950, 1964, 1984, 1990, 2001, 2011 and 2019. The first model issued, in 1937, was made for special 'T-Rail' track and numbered 5344. It was also the first mass-produced scale model train, numbered '700e' by Lionel, with 'e' designating it as having an electronic reversing unit, or 'e unit'. The Hudson from 1946 and 1947, numbered 221 and made with Dreyfuss streamlining, was made in a grey paint scheme for the NYC railroad. It was the only grey steam locomotive produced by Lionel during the postwar years. The 1950 and 1964 version was for O-Gauge Tubular track and numbered 773. The 1987 Hudson was released for O-Gauge Tubular track and numbered 783. The 2011 'legacy' Hudson was numbered 5344 like the 1937 Hudson but made for O Gauge FasTrack, Tubular, or Atlas O Gauge track.

MTH has also issued the Hudson since the late 1980s and early 1990s.

Broadway Limited Imports built an HO scale version of the Dreyfuss Hudson in a brass-hybrid material for their Paragon 2 lineup. Complete with scullin wheels and prototype whistle, these models were sold alongside the NYC Niagara of the same model railroad scale. While MTH Dreyfuss Hudson HO scale models are somewhat abundant, BLI models are now a rarity, as BLI has discontinued the model.

The A.C. Gilbert Company produced the Hudson in their American Flyer S Gauge line from 1946 to 1964. This represented the standard J-3a configuration rather than any of the streamlined versions.

The Marx Toy Company produced a non-streamlined 1898 Hudson in their 027 style line from 1954 to 1963. In 1935 Marx released tinplate
toy trains in windup and electric named the Commodore Vanderbilt.

Bachmann Trains released its accurately scaled version of the J-3a Super Hudson in N scale early in 2021. It features a diecast metal boiler and its trademarked Econami SoundTraxx sound package.

See also
 Delaware, Lackawanna and Western 1151 class

References

Bibliography

Further reading

4-6-4 locomotives
New York Central Railroad locomotives
Streamlined steam locomotives
ALCO locomotives
Lima locomotives
Passenger locomotives
Steam locomotives of the United States
Scrapped locomotives
Railway locomotives introduced in 1927
Standard gauge railway locomotives

New York Central Hudson


College of Health Technology, Ningi is a government owned tertiary institution located in, Ningi, Ningi local government area, Bauchi State, Nigeria.

Courses
The list of courses offered by the College of Health Technology Ningi include the following:

Community Health Extension Work
Environmental Health Technology
Environmental Health Assistance
Health Promotion and Education
Medical Laboratory Technology
Nutrition and Dietetics
Dental Health Technology
Pharmacy
Health Information Management

Admission requirements
For any students seeking admission to the school he/she must posses Five (5) credit passes in the Senior Secondary School Certificate Examination (SSCE), National Examination Council (NECO) or General Certificate in Education (GCE) ordinary level at not more than two (2) sittings. The subjects must include English Language, Mathematics, Biology/Health/Agricultural Science, Chemistry and any one from the following subjects Geography, Economics, Food and Nutrition, Physics, Technical Drawing.

Jamb is not required in there  admission requirement. Only an entrance examination which use to hold in the school after purchasing of the form in the school admission portal with a verified O level result.

References

External links

Health sciences schools in Nigeria
Education in Bauchi State
Establishments in Nigeria by year
Public universities and colleges
Buildings and structures in Bauchi State

College of Health Technology, Ningi


Brodavis is a genus of freshwater hesperornithiform birds known from the Late Cretaceous (possibly Campanian and Maastrichtian stage) of North America and Asia. It was first described and named by Larry D. Martin, Evgeny N. Kurochkin and Tim T. Tokaryk in 2012 and assigned to a new monogeneric family, Brodavidae. Four species were described and assigned to Brodavis.

The type species, B. americanus, is known from the holotype left metatarsal, RSM P 2315.1 which was collected in the Maastrichtian-age Frenchman Formation of Canada.

B. baileyi is known from the holotype left metatarsal, UNSM 50665, which was collected in the Maastrichtian-age Hell Creek Formation of South Dakota, United States (dated to between 66.8 and 66 Ma ago)

B. mongoliensis is known from the holotype left metatarsal, PIN 4491-8, which was collected in the Maastrichtian-age Nemegt Formation of Mongolia.

B. varneri was originally named as a second species of Baptornis by James Martin and Amanda Cordes-Person in 2007. It is based on the holotype left tarsometatarsal SDSM 68430 which was collected in the Campanian-age Sharon Springs Formation, lower Pierre Shale of southwestern South Dakota (dated to between 81.5 and 80.5 million years ago.). "Baptornis" varneri might represent a fourth species of Brodavis or belong to a separate genus.

Brodavis is considered to be the first freshwater and latest record of the order Hesperornithiformes. Although hesperornithiforms probably lost their flight abilities by the end of the Early Cretaceous, minimal pachyostosis in Brodavis suggests the possibility of some volant abilities.

References

Extinct flightless birds
Fossil taxa described in 2012
Hell Creek fauna
Hesperornitheans
Late Cretaceous birds of Asia
Late Cretaceous birds of North America
Maastrichtian life
Nemegt fauna
Prehistoric bird genera

Brodavis


Sherod Santos (born September 9, 1948 in Greenville, South Carolina) is an American poet, essayist, translator and playwright. His newest  poetry collection, Square Inch Hours (W.W. Norton) was published in 2017. His work has appeared in The New Yorker, The Paris Review, The Nation, Poetry, The Royal Court Theatre, Proscenium Theatre Journal, American Poetry Review, and The New York Times Book Review. The Algonquin Theatre in New York City, The Side Project in Chicago, the Brooklyn International Theatre Festival, and the Flint Michigan Play Festival have all staged productions of his plays. He wrote the settings for the Sappho poems in the CD Magus Insipiens, composed by Paul Sanchez and sung by soprano Kayleen Sanchez.

His many honors and awards include an Academy Award for Literary Excellence from the American Academy of Arts & Letters, a Guggenheim Fellowship, The Umhoefer Prize for Achievement in the Humanities, a National Endowment for the Arts Grant, the Theodore Roethke Memorial Prize. He was a finalist for The New Yorker Book Award in Poetry as well as The National Book Critics Circle Award and The National Book Award. From 1990 to 1998 he served as external examiner and poet-in-residence at the Poets' House outside Belfast, Northern Ireland.

He lives in Chicago, Illinois, where he works in an outreach program for the homeless.

Honors and awards
 2006 Umhoefer Prize for Achievement in the Humanities for Greek Lyric Poetry: A New Translation
 2002 Theodore Roethke Poetry Prize for The Pilot Star Elegies
 2001 National Book Critics Circle Award for Criticism Finalist for A Poetry of Two Minds
 2000 National Book Award Finalist
 1999 Academy Award for Literary Excellence from the American Academy of Arts & Letters
 1999 The New Yorker Book Award in Poetry Finalist
 1998 Bernard F. Connors Prize for Poetry from the Paris Review for "Elegy for My Sister"
 1987 National Endowment for the Arts fellowship
 1995 British Arts Council International Travel Grant
 1984 The Robert Frost Place poet in residence in Franconia, New Hampshire
 1983 Delmore Schwartz Memorial Award
 1983 Guggenheim Fellowship
 1982 Ingram Merrill Foundation fellowship
 1981 Oscar Blumenthal Prize from Poetry magazine
 1980 Pushcart Prize in both poetry and the essay
 1978 "Discovery"/The Nation Award

Published works
Full-Length Poetry Collections

 Square Inch Hours. W. W. Norton & Company. 2017,

 The Southern Reaches. Wesleyan University Press. 1989.
 Accidental Weather. Doubleday & Company, Inc. 1982.

Essay Collections

Translations
 Greek Lyric Poetry: A New Translation. W. W. Norton & Company. 2005

"Plays"
 Follow the Leader. Produced at The Side Project, Chicago, IL, 2016.
 Lives of the Pigeons. Produced at The Side Project, Chicago, IL, 2013
 Star. Produced at Algonquin Theatre, New York City, 2010
 Coffee Shop. Produced as part of Flint Michigan Play Festival, 2010

References

External links
 Audio: Sherod Santos reads Variation on a Theme (I) from The Intricated Soul
 Poems: Slate Magazine > May 6, 2008 > A Place in Maine by Sherod Santos

 Poem: Poetry Foundation > from Elegy for My Sister by Sherod Santos
 Poem: Valpariso Poetry Review > A Writer's Life by Sherod Santos

1948 births
Living people
American male poets
San Diego State University alumni
University of California, Irvine alumni
University of Utah alumni
University of Missouri faculty
Writers from Greenville, South Carolina
Poets from South Carolina
Writers from Missouri
Poets from Missouri
The New Yorker people
National Endowment for the Arts Fellows
American essayists
American male essayists

Sherod Santos


The fields of marketing and artificial intelligence converge in systems which assist in areas such as market forecasting, and automation of processes and decision making, along with increased efficiency of tasks which would usually be performed by humans. The science behind these systems can be explained through neural networks and expert systems, computer programs that process input and provide valuable output for marketers.

Artificial intelligence systems stemming from social computing technology can be applied to understand social networks on the Web. Data mining techniques can be used to analyze different types of social networks. This analysis helps a marketer to identify influential actors or nodes within networks, information which can then be applied to take a societal marketing approach.

Artificial neural networks

An artificial neural network is a form of computer program modeled on the brain and nervous system of humans. Neural networks are composed of a series of interconnected processing neurons that function in unison to achieve certain outcomes.
Using "human-like trial and error learning methods neural networks detect patterns existing within a data set ignoring data that is not significant while emphasizing the data which is most influential".

From a marketing perspective, neural networks are a form of software tool used to assist in decision making. Neural networks are effective in gathering and extracting information from large data sources and have the ability to identify cause and effect within tha data. These neural nets through the process of learning, identify relationships and connections between databases. Once knowledge has been accumulated, neural networks can be relied on to provide generalizations and can apply past knowledge and learning to a variety of situations.

Neural networks help fulfill the role of marketing companies through effectively aiding in market segmentation and measurement of performance while reducing costs and improving accuracy. Due to their learning ability, flexibility, adaption, and knowledge discovery, neural networks offer many advantages over traditional models. Neural networks can be used to assist in pattern classification, forecasting and marketing analysis.

Pattern classification

Classification of customers can be facilitated through the neural network approach allowing companies to make informed marketing decisions. An example of this was employed by Spiegel Inc., a firm dealing in direct-mail operations that used neural networks to improve efficiencies. Using software developed by NeuralWare Inc., Spiegel identified the demographics of customers who had made a single purchase and those customers who had made repeat purchases. Neural networks where then able to identify the key patterns and consequently identify the customers that were most likely to repeat purchase. Understanding this information allowed Spiegel to streamline marketing efforts, and reduced costs.

Forecasting

Sales forecasting "is the process of estimating future events with the goal of providing benchmarks for monitoring actual performance and reducing uncertainty". Artificial intelligence techniques have emerged to facilitate the process of forecasting through increasing accuracy in the areas of demand for products, distribution, employee turnover, performance measurement, and inventory control. An example of forecasting using neural networks is the Airline Marketing Assistant/Tactician; an application developed by BehabHeuristics which allows for the forecasting of passenger demand and consequent seat allocation through neural networks. This system has been used by National air Canada and USAir.

Marketing analysis

Neural networks provide a useful alternative to traditional statistical models due to their reliability, time-saving characteristics and ability to recognize patterns from incomplete or noisy data. Examples of marketing analysis systems includes the Target Marketing System developed by Churchull Systems for Veratex Corporation. This support system scans a market database to identify dormant customers allowing management to make decisions regarding which key customers to target.

When performing marketing analysis, neural networks can assist in the gathering and processing of information ranging from consumer demographics and credit history to the purchase patterns of consumers.

AI is allowing organizations to "deliver an ad experience that is more personalized for each user, shapes the customer journey, influences purchasing decisions, and builds brand loyalty" ("How"). AI technology allows marketers to separate their consumers into distinct personas and understand what motivates their consumers. Here they can then focus on the specific needs of their audience and create a long-lasting relationship with the brand (Kushmaro). Ultimately brands want to create that loyalty with a consumer, and AI will allow them to better achieve this. "Pini Yakuel, founder and CEO of Optimove. "By analyzing customers based on their movement among segments over time, we can achieve dynamic micro-segmentation and predict future behavior in a very accurate fashion'" (Kushmaro). Being able to predict future behaviors of consumers is very important. This way marketers can specifically market to consumers based on their current behaviors and the predictions of their future behaviors. This will allow for a loyal relationship between the consumer and the brand and will ultimately help businesses.

Application of artificial intelligence to marketing decision making

Marketing is a complex field of decision making which involves a large degree of both judgment and intuition on behalf of the marketer. The enormous increase in complexity that the individual decision-maker faces renders the decision-making process almost an impossible task. The marketing decision engine can help distill the noise. The generation of more efficient management procedures have been recognized as a necessity. The application of Artificial intelligence to decision making through a Decision Support System has the ability to aid the decision-maker in dealing with uncertainty in decision problems.  Artificial intelligence techniques are increasingly extending decision support through analyzing trends; providing forecasts; reducing information overload; enabling communication required for collaborative decisions, and allowing for up-to-date information.

The structure of marketing decisions

Organizations strive to satisfy the needs of the customers, paying specific attention to their desires. A consumer-orientated approach requires the production of goods and services that align with these needs. Understanding consumer behavior aids the marketer in making appropriate decisions. Thus, decision making is dependent on the marketing problem, the decision-maker, and the decision environment.

Expert system

An expert system is a software program that combines the knowledge of experts in an attempt to solve problems through emulating the knowledge and reasoning procedures of the experts. Each expert system has the ability to process data, and then through reasoning, transform it into evaluations, judgments, and opinions, thus providing advises to specialized problems.

The use of an expert system that applies to the field of marketing is MARKEX (Market Expert). These Intelligent decision support systems act as consultants for marketers, supporting the decision-maker in different stages, specifically in the new product development process. The software provides a systematic analysis that uses various methods of forecasting, data analysis and multi-criteria decision making to select the most appropriate penetration strategy. BRANDFRAME is another example of a system developed to assist marketers in the decision-making process. The system supports a brand manager in terms of identifying the brand's attributes, retail channels, competing brands, targets, and budgets.  New marketing input is fed into the system where BRANDFRAME analyses the data. Recommendations are made by the system in regard to marketing mix instruments, such as lowering the price or starting a sales promotional campaign.

Artificial intelligence and automation efficiency

Application to marketing automation

In terms of marketing, automation uses software to computerize marketing processes that would have otherwise been performed manually. It assists in effectively allowing processes such as customer segmentation, campaign management, and product promotion, to be undertaken at a more efficient rate. Marketing automation is a key component of Customer Relationship Management (CRM). Companies are using systems that employ data-mining algorithms that analyze the customer database, giving further insight into the customer. This information may refer to socio-economic characteristics, earlier interactions with the customer, and information about the purchase history of the customer. Various systems have been designed to give organizations control over their data. Automation tools allow the system to monitor the performance of campaigns, making regular adjustments to the campaigns to improve response rates and to provide campaign performance tracking.

Automation of distribution

Distribution of products requires companies to access accurate data so they are able to respond to fluctuating trends in product demand. Automation processes are able to provide a comprehensive system that improves real-time monitoring and intelligent control.
Amazon acquired Kiva Systems, the makers of the warehouse robot for $775 million in 2012. Prior to the purchase of the automated system, human employees would have to walk the enormous warehouse, tracking and retrieving books. The Kiva robots are able to undertake order fulfillment, product replenishment, as well as heavy lifting, thus increasing efficiency for the company.

Use of artificial intelligence to analyze social networks on the web

A social network is a social arrangement of actors who make up a group, within a network; there can be an array of ties and nodes that exemplifies common occurrences within a network and common relationships. Lui (2011), describes a social network as, "the study of social entities (people in an organization, called actors), and their interactions and relationships. The interactions and relationships can be represented with a network or graph, where each vertex (or node) represents an actor and each link represents a relationship." At the present time there is a growth in virtual social networking with the common emergence of social networks being replicated online, for example, social networking sites such as Twitter, Facebook and LinkedIn. From a marketing perspective, analysis and simulation of these networks can help to understand consumer behavior and opinion. The use of Agent-based social simulation techniques and data/opinion mining to collect social knowledge of networks can help a marketer to understand their market and segments within it.

Social computing

Social computing is the branch of technology that can be used by marketers to analyze social behaviors within networks and also allows for the creation of artificial social agents. Social computing provides the platform to create social-based software; some earlier examples of social computing are such systems that allow a user to extract social information such as contact information from email accounts e.g. addresses and companies titles from one's email using Conditional Random Field (CRFs) technology.

Data mining

Data mining involves searching the Web for existing information namely opinions and feelings that are posted online among social networks. " This area of study is called opinion mining or sentiment analysis. It analyzes peoples opinions, appraisals, attitudes, and emotions toward entities, individuals, issues, events, topics, and their attributes". However searching for this information and analysis of it can be a sizeable task, manually analyzing this information also presents the potential for researcher bias. Therefore, objective opinion analysis systems are suggested as a solution to this in the form of automated opinion mining and summarization systems. Marketers using this type of intelligence to make inferences about consumer opinion should be wary of what is called opinion spam, where fake opinions or reviews are posted in the web in order to influence potential consumers for or against a product or service.

Search engines are a common type of intelligence that seeks to learn what the user is interested in to present appropriate information. PageRank and HITS are examples of algorithms that search for information via hyperlinks; Google uses PageRank to control its search engine. Hyperlink based intelligence can be used to seek out web communities,  which is described as ' a cluster of densely linked pages representing a group of people with a common interest'.

Centrality and prestige are types of measurement terms used to describe the level of common occurrences among a group of actors; the terms help to describe the level of influence and actor holds within a social network. Someone who has many ties within a network would be described as a 'central' or 'prestige' actor. Identifying these nodes within a social network is helpful for marketers to find out who are the trendsetters within social networks.

Social Media AI-based tools

Ellott (2017) looked at the AI-based tools that are transforming social media markets. There are six areas of the social media marketing that are being impacted by AI: content creation, consumer intelligence, customer service, influencer marketing, content optimization, and competitive intelligence. One tool, Twizoo, uses AI to gather reviews from social networking sites about restaurants to help users find a place to eat. Twizoo had much success from the feedback of its users and expanded by launching "a widget where travel and hospitality websites could instantly bring those social media reviews to their own audiences" (Twizzo, 2017).

Influencer marketing is huge on social media. Many brands collaborate and sponsor popular social media users and try to promote their products to that social media user's followers. This has been a successful tactic for Sugar Bear Hair and subscription box company FabFitFun. One company, InsightPool, uses AI to search through over 600 million influencers on social media to find the influencers who fit the brand's personality and target audience (Ellot, 2017). This can be an effective tool when searching for new influencers or a specific audience. It could also be cost-effective to find someone who is not famous (like Kardashians/Bachelorette cast) but could also influence a large audience and bring in sales

See also
 Marketing intelligence
 Media intelligence
 Content intelligence
 Customer data platform

References

Marketing
Applications of artificial intelligence
Mass media monitoring

Marketing and artificial intelligence


The Swedish Sailors and Coalers Union () was a trade union in Sweden. It was the first viable maritime union in the country (following a short-lived Seamen and Coalers Trade Union founded in Göteborg in 1884). Charles Lindley was the main organizer of the union. Its Göteborg branch was founded in 1899.

The union published the monthly magazine Sjöfolkets tidning.

The union was dissolved in 1914 as it was bifurcated into two separate unions, the Sailors Union and the Coalers Union.

References

Trade unions in Sweden
Seafarers' trade unions
Trade unions established in 1899
Trade unions disestablished in 1914

Swedish Sailors and Coalers Union


The Vomano () is a 76 km river, which is in the Abruzzo region of Italy. Its source is near Monte San Franco in Gran Sasso d'Italia and Lago di Campotosto in the province of L'Aquila. The river crosses the border into the province of Teramo and flows northeast near Montorio al Vomano and Basciano. The Fucino flows into the Vomano south of Crognaleto and the Mavone flows into the Vomano near Basciano. It enters the Adriatic Sea near Roseto degli Abruzzi.

References

Rivers of the Province of L'Aquila
Rivers of the Province of Teramo
Rivers of Italy
Adriatic Italian coast basins

Vomano


Walburga Stemmer (March 1892 – October 1928) was a woman who had an affair with German field marshal Erwin Rommel and gave birth to his daughter, Gertrud Stemmer (later Mrs. Gertrud Pan), on 8 December 1913. Rommel's family put pressure on him to leave Stemmer and return to his fiancée Lucie Mollin, whom he soon married.

Stemmer died in 1928, when Rommel's wife Lucie was pregnant with the couple's son Manfred. Her cause of death was given as pneumonia, though it is generally accepted that she probably committed suicide.

Life

Stemmer was the daughter of a seamstress. She was twenty years old and working as a fruit-seller in Weingarten (Württemberg) when she met Rommel, who was assigned to the area to train army recruits. He was separated from his fiancée Lucie, who was studying in Danzig.

In 1913, a year after he met Walburga, their daughter Gertrud was born, to Rommel's delight. He wrote to Walburga, calling her his "little mouse". He said he would like to set up home with her and Gertrud: "It's got to be perfect, this little nest of ours." However this did not happen. Rommel broke off the relationship. Walburga is said to have never recovered. Rommel's mother seems to have put pressure on him to end the relationship because she believed Walburga was not suitable to be the wife of an officer.

Despite the separation, Rommel had no intention of abandoning Walburga and Gertrud. He told Lucie the truth about the relationship, provided financial support and kept in regular contact. When World War I began only a few months after Gertrud's birth, Rommel arranged that in the event he was killed his life insurance would support Gertrud.

In 1916, Rommel married Lucie. Walburga continued to hope that he would return to them. She hoped that as long as the couple remained childless Rommel's devotion to Gertrud would bring him back to her. According to Gertrud's son Josef Pan, "Rommel was Walburga's only love. As long as Rommel and Lucie never had children she held on to the conviction that he would return to her. When Manfred was born in 1928 she took an overdose... The explanation given in public was that she had died of pneumonia. Later the family doctor told my mother she had taken her own life."

Gertrud and Rommel

After her mother's death, Rommel and Lucie helped to look after the fifteen-year-old Gertrud. Gertrud exchanged hundreds of letters with her father. She knitted him a plaid scarf, which is seen in many images of Rommel in the desert. Lucie knew that Gertrud was Rommel's daughter and the family helped support her. Manfred Rommel noted she was always referred to as "cousin Gertrud".

Gertrud was a frequent visitor to the family and was at Rommel's hospital bedside after he returned ill from Africa. There, she answered the telephone call from a furious Hitler who ordered him back to Africa.  She stayed close to the family even after Rommel's forced suicide, and his letters to and from Walburga and Gertrud were inherited by her son Joseph, who made the story public in 2000 after Gertrud's death.

References

External links
 Biography of Rommel on Channel 4 in part describing his relationship with Stemmer
 German article about Rommel's and Stemmer's family history

People from Weingarten, Württemberg
1928 suicides
1892 births
Deaths from pneumonia in Germany
Erwin Rommel
1928 deaths

Walburga Stemmer


Ytterbium is a chemical element.  It has the chemical symbol Yb.  It has the atomic number 70 which means it has 70 protons in an atom. It is part of a group of chemical elements in the periodic table named the Lanthanides. Ytterbium, along with yttrium, terbium, and erbium, is one of the four elements to be named after the town of Ytterby in Sweden, all of which are rare earth elements. It is soft and silver in colour.

Ytterbium is found in minerals named gadolinite, monazite, and xenotime.  In nature it is found as a mix of seven stable isotopes. Ytterbium is used in some steels and is also used to make lasers.

Related pages
Periodic table
List of common elements

Lanthanides

Ytterbium


The Developing Communities Project (DCP) is a faith-based organization in Chicago, Illinois. DCP was organized in 1984 as a branch of the Calumet Community Religious Conference (CCRC) in response to lay-offs and plant closings in Southeast Chicago in the 1970s and 1980s. In 1986, DCP was incorporated as a not-for-profit organization under the leadership of its first executive director Barack Obama. It continues to provide literacy, job training and leadership development programs, for which it has received multiple awards, such as the  2007 Chicago Community Organizing Award.

Its mission "is to help community residents to use community organizing to effectively improve the quality of life in Chicago's Greater Roseland Community Areas."

One of its current projects is to work with Loyola University's Center for Urban Research & Learning (CURL) and the Chicago Metropolitan Agency for Planning (CMAP) on the CTA Red Line Extension.

References

External links
 Former website

Community organizations
Organizations based in Chicago

Developing Communities Project


The Third Avenue Railway System (TARS), founded 1852, was a streetcar system serving the New York City boroughs of Manhattan and the Bronx along with lower Westchester County. For a brief period of time, TARS also operated the Steinway Lines in Long Island City.

The conversion from streetcar to bus operation came from great pressure applied by New York City's Board of Transportation for a unified bus transportation system across the city. TARS applied for its first bus franchises in 1928.  By 1948, all streetcar lines in Manhattan and The Bronx were converted to bus operation. The lines in Westchester County continued to operate, until the Yonkers city lines were shut down in 1952. Third Avenue Railway was purchased by New York City Omnibus Corporation in 1956, and transferred the remaining transit operating franchises to subsidiary Surface Transportation, Inc.

Early history

The origins of the Third Avenue Railway System can be traced back to a simple horsecar line operated by the Third Avenue Railroad Company between City Hall and 62nd Street in Manhattan in 1853. By the 1870s, routes had been extended as far north as 129th Street and across the length of 125th Street. At its peak, more than 1,700 horses were stabled by the railway to keep up with demand. By 1885, Third Avenue Railroad had opened its first cable car line on Amsterdam Avenue. The 125th Street and Third Avenue lines were converted to cable car operation by 1893. The lines were converted to electric operation in 1899. Because of a ban on overhead trolley wires in Manhattan, streetcars collected power from a conduit in between the rails, by means of a plow, a method also used in Washington, D.C., and London. Some cars were equipped with trolley poles for operation on lines outside Manhattan into the Bronx. In many cases the conduit was run in the former channel occupied by the propulsion cable.

The Third Avenue Railroad expanded in 1898 with the acquisition of the Dry Dock, East Broadway and Battery Railroad and the Forty-Second Street, Manhattanville and St. Nicholas Railroad. Additional properties include the Belt Line Railway Corporation, the Mid-Crosstown Railway, the Brooklyn and North River Railroad (a joint operation with Brooklyn Rapid Transit, New York Railways, and TARS operating streetcars over the Manhattan Bridge), the Kingsbridge Railroad, the Westchester Electric Railroad, and the Yonkers Railroad:
The Central Park, North and East River Railroad was formed in 1860. In 1912 the line was sold at foreclosure and the Belt Line Railway was incorporated in 1912 to take over. Third Avenue Railway assumed control in 1913, gaining the busy 59th Street crosstown line that extended from the Hudson River ferries across mid-town Manhattan to 10th Avenue.
The Mid-Crosstown Railway was incorporated in 1912 to acquire the Twenty-Eighth and Twenty-Ninth Streets Crosstown Railroad, which was sold at foreclosure following the collapse of the Metropolitan Street Railway system. After a period of operating the line, Third Avenue Railway purchased the Mid-Crosstown Railway in 1914.
The Kingsbridge Railway was chartered in 1898 to build a railway from Manhattan Street to the city line. An agreement was made with the New York City Railway in 1906 to operate their cars over Kingsbridge Railway tracks. With the collapse of the Metropolitan Street Railway in 1908, the agreement was terminated. Third Avenue Railway began leasing the Kingsbridge Railway the same year.
The Dry Dock, East Broadway & Battery Railroad was chartered in 1863, and later came under the control of Third Avenue Railroad in 1897. The Avenue B and East Broadway Transit Company was formed independently of TARS in 1932 to operate buses over the same routes upon the termination of streetcar service. The bus operations were taken over by New York City Transit Authority in 1980.
Chartered in 1878, the Forty-Second Street, Manhattanville & St. Nicholas Railway opened in 1884. Acquisition of this line in 1896 gained Third Avenue Railroad the lucrative 42nd Street crosstown line. Electrification began in 1898, and completed in 1901. The Third Avenue Bridge Company was formed in 1910 for the purpose of constructing and operating a streetcar line across the Queensboro Bridge to Long Island City. Operation over the bridge began in 1912 and placed under control of the FSSM&StN.
The Union Railway was a consolidation of the Bronx Traction Company and the Southern Boulevard Railroad. By the turn of the century, Third Avenue Railroad controlled the majority of streetcar lines in Manhattan, as well as all service in The Bronx and lower Westchester County.

After acquisition
The cost of rapid expansion led to financial problems, and Third Avenue Railroad came under the control of the Metropolitan Street Railway. The 1908 collapse of the Metropolitan Railway send Third Avenue Railroad into foreclosure, with Frederick Wallingford Whitridge named receiver. Third Avenue Railway was chartered in 1910, and acquired the properties of the former Third Avenue Railroad, completing the transaction in 1912. In 1911, the New York City Interborough Railway streetcar lines were purchased from Interborough Rapid Transit, gaining complete control over all streetcar lines in The Bronx. In 1914 the Pelham Park and City Island Railway was acquired from Interborough Rapid Transit, further expanding the railway's reach into The Bronx. This extension was short-lived as the line ceased operation in 1919.

By 1915 Frederick Whitridge was president of the company. Labor unrest caused strikes that disrupted trolley service system-wide, and Whitridge and his policies were under scrutiny. Edward A. Maher succeeded Whitridge, but tendered his resignation at the end of 1917. Slaughter W. Huff, former vice president of the Brooklyn Rapid Transit Company, was elected to take over as president of TARS. Huff was an experienced transit executive, working his way through streetcar lines in California, Maryland, and Virginia, before returning to New York City. He was also the longest serving president of TARS.

Steinway Railway

The Steinway Railway Company was founded in 1892, as part of the development of Steinway Village, a company town located in Queens where Steinway pianos were manufactured. William Steinway died in 1896, and the streetcar lines were sold to the New York and Queens County Railway. A 1922 bankruptcy separated the Steinway Railway from the NY&QC, and Slaughter W. Huff, president of Third Avenue Railway, was named receiver. Equipment was leased from TARS in an effort to improve service, however, declining revenues and a failing physical plant made these attempts futile. By 1938, the streetcar operation had been converted to bus, and the Steinway Railway was sold to the Queensboro Bridge Railway Company and operated as subsidiary Steinway Omnibus. All leases with TARS ended in 1939 when the last of the Steinway lines was converted from streetcar to bus operation. The transit franchises are now operated by MTA Bus Company.

Westchester Electric Railroad
Chartered in 1891, the Westchester Electric Railroad was a subsidiary of the Union Railway, and made up the majority of the local streetcar lines in New Rochelle, Pelham, and Mount Vernon. The Mount Vernon and Eastchester Railway (an 1887 reorganization of the Mount Vernon and East Chester Rail Road founded in 1885) and the New Rochelle Railway and Transit Company (an 1890 reorganization of the New Rochelle and Pelham Railway founded in 1885 and the New Rochelle Street Horse Railroad founded in 1885) were merged into the Westchester Electric in 1893, which in turn was leased to the Union Railway. It came under control of Third Avenue Railway in 1898, the same year the Mount Vernon and New Rochelle operations were electrified. The main carbarn was located at Sanford Boulevard and Garden Avenue in Mount Vernon. A joint trolley terminal operated with the New York and Stamford Railway was located on Mechanic Street in New Rochelle. The company entered receivership in 1908, and emerged in 1912. Most of the local lines had been closed and converted to bus by 1931. Route J (Glen Island) and Route P (Webster Avenue) were converted to bus operation in June 1939. Route A (Main Street-New Rochelle) and Route B (Mount Vernon Railroad Station-229th Street) were the busiest lines and remained in operation until December 17, 1950.

Westchester Street Railroad Co.
The city of White Plains, the county seat of Westchester, marked TARS northernmost trolley operations. The Tarrytown Electric Co. had proposed a line starting from the New York Central Railroad station at Tarrytown, up Main Street, across Broadway on Nepperhan Road to Altamont Avenue, Rose Hill Avenue, and Benedict Avenue. The New York, Elmsford and White Plains Railway was chartered in 1892, and by June 1897 trolleys were running between White Plains and Glenville. By October of that year, the line was linked with the Tarrytown line, creating a continuous cross-county route to White Plains. It was purchased by the Union Railway in 1898 and renamed the Tarrytown, White Plains and Mamaroneck Street Railway. This operation was sold to the Third Avenue Railway in June 1900. The railway was sold at foreclosure to Richard Sutro, who set up the Westchester Street Railroad to take over the property. In 1910, control of the streetcar line was transferred to the New York, New Haven and Hartford Railroad. By the 1920s, both WSR and the New York and Stamford Railway were being managed by New Haven subsidiary New York, Westchester and Boston Railway. By this time the WSR consisted of a single-track line that ran from White Plains to Tarrytown along Tarrytown Road. One branch ran south from White Plains to Eastchester, while another spur ran to Silver Lake. The WSR was sold back to Third Avenue Railway in 1926, and renamed Westchester Street Transportation Company. On November 16, 1929, buses had replaced trolleys completely. The WST was acquired by Fifth Avenue Coach Lines in 1956 when it bought out the remaining TARS operation. In 1969 WST was acquired by Liberty Lines Transit and the transit franchises are now part of Westchester County's Bee-Line Bus System.

New York, Westchester & Connecticut Traction
Chartered in Westchester County in 1895 as the North Mount Vernon Street Railway, building local streetcar lines connecting Mount Vernon, Pelham, Eastchester, and Tuckahoe. Facing bankruptcy, the company was reorganized as the Interurban Street Railway which then leased Metropolitan Street Railway and renamed itself New York City Railways. The company entered receivership in 1908. Ownership of the franchise was directed by John Johnston Railroad Company until 1912 when lines were conveyed to the New York, Westchester & Connecticut Traction. This line was consolidated into the new Union Railway in 1908, which in turn came under the control of Third Avenue Railway. The NYW&CT was operated by TARS subsidiary Westchester Electric Railroad.

Yonkers Railroad Company
Incorporated in 1896, the Yonkers Railroad Company was the consolidation of the Yonkers Railroad, the North and South Electric Railway, and the Yonkers and Tarrytown Electric Railroad. The line was operated by Third Avenue Railway and consisted of nine routes serving New York State's third largest city.

Line 1 (Broadway-Warburton Ave.) ran from a connection with the New York City Subway at 242nd Street and Broadway, through Getty Square, and north onto Warburton Avenue to the city limits.
Line 2 (Broadway-Park Ave.) also ran north from 242nd Street to Getty Square, then turned to serve the steep hills of Palisades and Park avenues.
Line 3 ran from the New York Central Railroad Hudson Division station at the foot of Main Street to the subway connection at 242nd Street.
Line 4 (McLean Ave.) ran from the foot of Main Street along Broadway and McLean Avenue down to a connection with the Jerome Avenue Subway near Woodlawn Cemetery.
Line 5 (Nepperhan Ave.) ran from the foot of Main Street through Getty Square to Palisade Avenue. At Elm is split from Line 2 to run as a single track down Nepperhan Avenue to Tomkins Avenue.
Line 6 (Tuckahoe Rd.) ran along Saw Mill Road terminating at the New York Central's Putnam Division station at Nepperhan.
Line 7 (Yonkers Ave.) ran east from downtown along Yonkers Avenue and terminated at the New York, New Haven and Hartford Railroad station in Mount Vernon.
Line 8 (Riverdale Ave.) was a shuttle operation terminating at Main Street.
Line 9 (Elm-Walnut) originated at the foot of Main Street, ran through Getty Square, and turned back on Elm and Walnut streets.

Litigation over the transit franchises extended streetcar service in Westchester County for years after the Manhattan and Bronx lines were converted. Routes in New Rochelle and Mount Vernon were closed in 1950, leaving only the Yonkers city lines in operation. Lines 5, 6, 8, and 9 were converted to bus on October 25, 1952. On November 1, Line 4 was closed. Lines 1, 2 and 3 followed the next day. On November 9, the streetcar era on TARS came to an end when Line 7 was shut down and converted to bus operation. The transit franchises were transferred to the new Yonkers Transit Corporation, organized by TARS general manager Samuel S. Schreiber. Liberty Lines Transit acquired Yonkers Transit Corporation in 1972, and continues to operate its routes as part of the Bee-Line Bus System.

The Yonkers Trolley Barn at the foot of Main Street, built by TARS in 1903 and listed on the National Register of Historic Places, is the only remaining such structure in the county.

Conversion from trolley to bus (1924–1952)
As early as the 1920s, public officials were advocating for the increase in bus service as the answer to relieving traffic congestion in New York City. The Third Avenue Railway looked to buses in 1920 when the company made an application to operate a bus line on Dyckman Street, Nagle Avenue, and Tenth Avenue north to 207th Street as an extension of its existing trolley line that served Dyckman Ferry. In 1924 TARS formed the subsidiary Surface Transit Corporation. In Westchester County, the local streetcar lines in New Rochelle were some of the first to be converted to bus operation in 1939. Streetcars had a rocky history in New York City, losing favor by the 1930s. New York City mayor Fiorello LaGuardia did not feel that trolleys were agreeable to the modern image he was trying to portray. Operating franchises for trolleys were not renewed, leaving TARS with no choice but to convert to bus operation. While streamlined PCC trolley cars were introduced in nearby Brooklyn in 1936, TARS did not have the resources to procure new equipment. Instead, older trolleys were rebuilt with new aluminum bodies and reconditioned for extended service. The 138th Street crosstown line in The Bronx was discontinued in 1938.

By 1942 Surface Transportation System was operating one of the world's largest fleets of diesel-powered buses. In 1943, Third Avenue Railway System was renamed Third Avenue Transit System and had taken over direct operation of STS. After years of litigation regarding transit franchises and purchases of stock by board members, Victor McQuistion had taken control of the company by 1946, and implemented a plan to replace the remaining streetcar routes with buses. On November 10, buses replaced trolleys on the busy 59th Street crosstown line in Manhattan.

Third Avenue Transit made national news on March 28, 1947, when diesel bus 1310 and driver William Lawrence Cimillo went missing from its normal route and did not return to the garage. The bus was discovered in Hollywood, Florida, on March 31, when Cimillo sent a telegram back to headquarters in New York requesting cash. He was taken into custody by local police, and blamed mental fatigue for his momentary lapse in judgement. Cimillo and the bus were returned to New York, where the wayward driver was received as a celebrity. Further investigation revealed Cimillo had run up a substantial gambling debt. He was arraigned in Bronx County Court on larceny charges for stealing the bus, but given a suspended sentence. The company gave him a second chance and reinstated him as a driver a month later. The larceny charges were dropped in 1950, and Cimillo continued in his career without any further incident.

In 1948, Samuel S. Schreiber was appointed as general manager of the Third Avenue Transit Corporation. An experienced transit executive, he was hired to implement the orderly conversion of the remaining trolley lines to bus operation. Slowed briefly by wartime restrictions on gasoline and tires, all streetcar lines in Manhattan and the Bronx were converted to bus by the end of 1948. The remaining Mount Vernon and New Rochelle trolley lines followed on December 16, 1950. The last TARS streetcar operation came to an end in November 1952 with the closure of the former Yonkers Railroad lines.

Bus transit operations (1952–1962)
Third Avenue Transit System continued operating its transit franchises through its subsidiary Surface Transportation Corporation after the end of rail service. A partnership between Third Avenue Transit System and New York City Omnibus Corporation created New York Management Ownership Corporation (NYMOC) in 1954. In 1955, parent The Omnibus Corporation sold its stakes in Fifth Avenue Coach Lines and New York City Omnibus to NYMOC. In 1956, New York City Omnibus Corporation bought out the remaining shares of Third Avenue Transit System and gained control of the Surface Transportation Corporation's bus transit routes. Surface Transportation Corporation was dissolved and Third Avenue Transit was renamed Surface Transit, Incorporated. The same year, New York City Omnibus changed its name to Fifth Avenue Coach Lines.

In 1962, all Fifth Avenue Coach Lines routes were taken over by the Manhattan and Bronx Surface Transit Operating Authority following a crippling transit strike. The majority of the transit franchises are now operated by MTA Bus Company. Fifth Avenue Coach Lines continued to own and operate the old TARS subsidiary Westchester Street Transportation Company in White Plains until it was sold to Liberty Lines Transit in 1969. Compensation for the condemnation of its bus routes in New York City was paid in 1970, and Fifth Avenue Coach Lines emerged from receivership in 1971. It was reorganized as the South Bay Corporation in 1973, a privately held investment group.

Disposition of rail equipment

After the system's abandonment, 42 cars of the largest and newest type, built by TARS itself in 1938–1939 (on Brill trucks), were sold to the operator of the Vienna, Austria, streetcar system, Wiener Stadtwerke Verkehrsbetriebe (now Wiener Linien), for operation there.  They were renumbered, designated Vienna type "Z" and fitted with pantographs in place of their trolley poles.  They did not use conduit current collection in Vienna. They entered service there in 1949–1950, exclusively on the 17/217/317 single track suburban service to Gross-Enzersdorf. They were too wide to run on double track city lines. They were retired in 1969 when track brakes became mandatory.

Surviving equipment
A number of cars formerly operated by TARS have been preserved.

 24, Brill open car, Electric City Trolley Museum
 220, converted cable car
 316, American standard, Shore Line Trolley Museum
 629 (was Vienna 4239), lightweight, Shore Line Trolley Museum
 631 (was Vienna 4216), lightweight, Seashore Trolley Museum
 Vienna 4234 (ex TARS 634), lightweight, Mariazell, Austria
 Vienna 4202 (ex TARS 637), lightweight, Graz, Austria
 Vienna 4242 (ex TARS 640), lightweight, Mariazell, Austria
 674 (was Vienna 4225), lightweight, Crich Tramway Village, Derbyshire, United Kingdom
 678 (was Vienna 4220), lightweight, National Capital Trolley Museum
 Vienna 4208 (ex TARS 679), lightweight, Verkehrsmuseum Remise, Vienna
 830, 884, Shore Line Trolley Museum
 1043, Brill semi-convertible, Western Railway Museum
 1779, Peter Witt streetcar, Sorocaba, Brazil
 1789, 1791, Peter Witt, São Paulo, Brazil
 1799, Peter Witt, Bertioga, Brazil

Lines

Manhattan
The following lines existed in later days:
10 Tenth Avenue Line: 42nd Street, 10th Avenue, Broadway, and 125th Street from West 42nd Street Ferry to West 130th Street Ferry, now partially covered by the M11, and M104
B Broadway Line: 42nd Street, Broadway, and 125th Street from East 42nd Street Ferry to West 130th Street Ferry, now M104
K Broadway-Kingsbridge Line: East Harlem to the Bronx, now M100, Bronx portion of route discontinued north of W 220 Street, and is now covered by the Bx7 as of 1984.
T Third and Amsterdam Avenues Line: Park Row, Bowery, 3rd Avenue, 125th Street, and Amsterdam Avenue from City Hall to Fort George, now M101/M103
X 42nd Street Crosstown Line, formerly M106, now M42
X 59th Street Crosstown Line, formerly M103, discontinued September 1, 1989
X 125th Street Crosstown Line, now combined with Willis Avenue route, formerly Bx29, currently Bx15, and M125 as of July 2022.

The Bronx
The following lines operated in The Bronx. The final streetcar lines were converted to bus operation in 1948.
 A Westchester Avenue, formerly Bx42 – now Bx4/Bx4A
 B Bailey Avenue, formerly Bx24 – now mostly covered by Bx10
 B Boston Road, formerly Bx26 – now Bx21
 C Bronx-Van Cortlandt Park Crosstown, formerly Bx20 – now Bx9
 L St. Anns Avenue, formerly Bx32 – route discontinued in 1984. due to poor ridership
 O Ogden Avenue, formerly Bx37 – now Bx13
 S Sedgwick Avenue, now combined with University Avenue route, formerly Bx38 – now Bx3
 S Southern Boulevard, now combined with 149th Street Crosstown, formerly Bx31 – now Bx19
 T Tremont Avenue, currently Bx40/Bx42, Bx36/Bx36LTD effective July 2022
 U University Avenue, now combined with Sedgwick Avenue route, formerly Bx38 – now Bx3
 V Williamsbridge, formerly Bx28 – now Bx39, extended to Wakefield to cover White Plains Road portion of Bx41/Bx41SBS on June 28, 2009
 W Webster Avenue-White Plains Avenue, now Bx41/Bx41SBS, White Plains Road portion of line discontinued, and is now covered by the Bx39 as of June 28, 2009
 X 138th Street Crosstown, now Bx33
 X 149th Street Crosstown, now combined with Southern Boulevard, formerly Bx31 – now Bx19
 X 163rd Street Crosstown, formerly Bx34 – now Bx6
 Z 180th Street Crosstown, currently Bx36, Bx40/Bx42 effective July 2022

New Rochelle and Mount Vernon
The following lines operated in New Rochelle, New York and Mount Vernon, New York, until they were converted to bus operation in 1950.
A Main Street, New Rochelle, to Subway/241st Street – Closed 1950
B Mount Vernon Railroad Station to Subway/241st Street – Closed 1950
J Glen Island – Closed 1930
P Webster Avenue – Closed 1939

Yonkers
The following lines operated in Yonkers, New York: All were converted to bus operation in 1952.
 Broadway-Warburton
 Broadway-Park Ave.
 Broadway
 McLean Ave.
 Nepperhan Ave.
 Tuckahoe Road
 Yonkers Ave.
 Riverdale Ave.
 Elm-Walnut Sts.

Affiliated companies
 Third Avenue Railway Company
 The Forty-Second Street, Manhattanville and St. Nicholas Railway
 The Dry Dock, East Broadway and Battery Railroad
 Belt Line Railway
 Union Railway Company of New York City
 Southern Boulevard Railroad
 New York City Interborough Railway
 Westchester Electric Railroad
 Yonkers Railroad
 New York, Westchester and Connecticut Traction
 Kingsbridge Railway
 Third Avenue Bridge Company
 Bronx Traction Company
 Pelham Park and City Island Railway

See also
 Berkey v. Third Avenue Railway Co

References

External links

 Map of Third Avenue Railway Lines
 Third Avenue Railway photographic collections

Streetcar lines in Manhattan
Streetcar lines in the Bronx
Streetcars in New York (state)
Third Avenue
Defunct public transport operators in the United States
Defunct New York (state) railroads
Third Avenue

Third Avenue Railway


John Thornley Finney (born 1 May 1932) was the eighth Suffragan Bishop of Pontefract.

He was educated at Charterhouse and Hertford College, Oxford. Ordained in 1958, he began his career with curacies in Headington and Aylesbury and was then successively Rector of Tollerton,  Vicar of St Margarets Aspley Adviser in Evangelism to the Bishop of Southwell and Nottingham and then Officer for the Decade of Evangelism before  ascending to the Episcopate – a post he held from 1993 until 1998. An eminent author, in retirement he continues to minister, as an honorary assistant bishop within the Diocese of Southwell and Nottingham.

References

1932 births
People educated at Charterhouse School
Alumni of Hertford College, Oxford
Bishops of Pontefract
20th-century Church of England bishops
Living people

John Finney


Alida Withoos (c. 1661/62 – 5 December 1730 (buried)) was a Dutch botanical artist and painter. She was the daughter of the painter Matthias Withoos.

Life
Alida Withoos was born in Amersfoort. With three brothers Johannes, Pieter, Frans, and her sister Maria, she was trained by her father in painting still lifes and botanical illustrations. Because of the invasion of Utrecht by the French, the family moved to Hoorn in 1672. In 1701, Alida married the Fijnschilder Andries Cornelisz van Dalen, a typical example of relations between artistic and painterly families in seventeenth and eighteenth century Holland.

A training in painting was expensive and not often given to daughters, but talented daughters could be trained to work in the studio of their father, uncle, brother or spouse, often under his name. Unlike her husband, brothers and sister, Alida acquired a certain reputation painting under her own name, principally due to her botanical images. In Hoorn a number of the Withoos children were active as artists of flowers, birds, butterflies and insects. In inventories, such images were regularly called "Withoosjes".

Alida was – with her brother Pieter – one of the many artists who painted plants on the country house place Vijverhof in the service of Agnes Block. She painted in 1687 (at Agnes Block's) the first pineapple bred in Europe, though these images have unfortunately not survived. Thirteen water colours that Alida made in 1694 for the coloured Moninckx Atlas, along with 425 images of plants in the Hortus Botanicus in Amsterdam (where plants brought back in the ships of the Dutch East India Company were grown in neat rows as at Block's house), have survived. The Library of Wageningen University own a book of drawings bought by the collector Simon Schijnvoet that includes 7 by Alida Withoos, perhaps made for Block. These give a good idea of the high quality of her work.

She was buried in the Western Church in Amsterdam.

References

External links

 Biography in Digitaal Vrouwenlexicon
 Alida Withoos and her work – Digital exhibitions of Bibliotheek Wageningen UR
 Konstboeck

1660s births
1730 deaths
Dutch Golden Age painters
People from Amersfoort
Dutch women painters
Flower artists
17th-century Dutch women artists

Alida Withoos