The Los Angeles Railway (also known as Yellow Cars, LARy and later Los Angeles Transit Lines) was a system of streetcars that operated in Central Los Angeles and surrounding neighborhoods between 1895 and 1963. The system provided frequent local services which complemented the Pacific Electric "Red Car" system's largely commuter-based interurban routes. The company carried many more passengers than the Red Cars, which served a larger and sparser area of Los Angeles.

Cars operated on  narrow gauge tracks, and shared dual gauge trackage with the  Pacific Electric system on Main Street in downtown Los Angeles (directly in front of the 6th and Main terminal), on 4th Street, and along Hawthorne Boulevard south of Downtown Los Angeles toward the cities of Hawthorne, Gardena and Torrance.

History

Non-Electric Predecessors

The earliest streetcars in Los Angeles were horse-propelled.  The earliest horsecar railway, the Spring and Sixth Street Railroad was built in 1874 by Robert M. Widney, and ran from the Plaza area to Sixth and Pearl (Figueroa) Street; not much later, this line would be extended northeast to East Los Angeles (today's Lincoln Park). A more ambitious horse-driven line was the Main Street and Agricultural Park Railroad, which ran from the Plaza area, south on Main Street, to Washington Gardens and then to Agricultural (Exposition) Park.

Transportation technology progressed, and Los Angeles acquired significant investments in cable technology.  The first cable car system to open in Los Angeles was the Second Street Cable Railway. Opened in 1885, it ran west from Second and Spring Streets out First Street to Texas Street (Belmont Avenue).

Each of these early railroads were built to further the sale of real estate that was considered too far away from the downtown area.

The Los Angeles Cable Railway (later named the Pacific Cable Railway, and incorporated in Illinois)   owned many exclusive franchises (agreements with the city to use public streets for transportation purposes) and by 1889 had constructed four major cable lines crisscrossing the growing downtown area, from Jefferson and Grand to East Los Angeles (Lincoln Heights), and from Westlake Park to Boyle Heights.

Though considered the latest word in cable railway technology, construction was expensive, legal and operating problems plagued the system, and a rising new electric railway technology threatened to make the system obsolete.

Predecessor: Electric Railways

The first electric railway in Los Angeles was built in 1887 to facilitate the sales of a real estate tract on Pico Street.  The Los Angeles Electric Railway used the early Daft overhead system with a crude electric car and trailers.  Though the real estate venture was successful, after an explosion in the power station, the Pico Street electric line closed, seemingly for good.

Development of an effective electric transportation system based on the new Sprague-based technology began in earnest with the arrival in Los Angeles of Moses Sherman, his brother-in-law Eli P. Clark and San Francisco investors late in 1890.  Sherman, originally a teacher from Vermont, had moved to the Arizona territory in 1874 where he was involved in business and civic affairs, real estate, and street railways. Clark, too, came from the Arizona territory, and was similarly involved in business and civic affairs.

Sherman became interested in opportunities in Los Angeles after vacationing there in early 1890.  He joined the efforts of a group attempting to resurrect the Second Street Cable Railway, but persuaded them to electrify the line instead.  He acquired the line in October, 1890 and renamed it The Belt Line Railroad Company.

Sherman created an Arizona corporation called The Los Angeles Consolidated Electric Railway Company (LACE) on November 12, 1890 with Sherman as President and Clark as General Manager.  Future mayor Frederick Eaton was chosen as Chief Engineer.  The firm was incorporated in Arizona because Arizona incorporation held certain advantages over incorporating in California.

In the autumn of 1890, the legislature passed the so-called 5-block law, which enabled a street railway company to use another company's rails for up to five city blocks.  This would help Sherman immensely with his plans for LACE, but later would be used against him.

Sherman and Clark began work immediately.  In 1891 alone, they accomplished the following:
After using the Pico Street facilities for a short time, they constructed a new power house, car house and shops at the intersection of Central Avenue and Wilde Street, east of the business district.
Purchased the Depot Line on May 8, which ran from Second and Spring Streets to the Santa Fe Depot and to the Southern Pacific depot.
Opened a line from Second and Spring Streets, past Crown Hill, to Westlake Park on July 1, replacing the Second Street Cable line.
Acquired the Los Angeles and Vernon Street Railway, whose horsecar line ran down Central Avenue  to Slauson, then connected to the Santa Fe Ballona branch. They opened it as an electric line on September 16.
Built a new line to serve the University of Southern California and Agricultural Park; the new University line opened November 12.
Opened the Maple Avenue Line in November and the newly rebuilt and re-electrified Pico Street line on December 31.

By the end of 1891, the railway had five electric lines running, all which used a 3-foot 6-inch gauge, which matched the gauge used by the cable lines: Crown Hill, University, Maple Avenue, Central Avenue and Pico Street.

Pacific Railway's problems were such that the company was thrown into receivership in 1891, with James F. Crank appointed as receiver.

In 1892, Sherman and Clark electrified the Depot Line, and opened it on August 1.  They extended the Crown Hill line east to the Santa Fe La Grande station, and also connected to the Southern Pacific Arcade station on Central.  They also started a line to East Los Angeles (Eastlake Park) in 1892, laying track on North Spring and North Broadway Streets.  They were forced to build a bridge over the Los Angeles River and Santa Fe rails, which postponed the opening of the line until September 26, 1893.

The growth of the electric lines put severe pressure on the Pacific Cable Railway. The two rail companies began negotiations to possibly combine in August, 1892, but foreclosure and sale was their only option. On October 4, 1893, the sale of the Pacific Cable Railway was completed, and LACE acquired all of the assets, including their cable and horsecar lines.

LACE was now the largest street railway operator in Los Angeles, owning about 90% of all lines.By the end of 1893, they had 14 lines, with a total of 38.325 route-miles of electric lines including Crown Hill, Central Avenue, University, Maple Avenue, Pico Street, Depot, and East Los Angeles: 20.5 miles of cable lines, including Boyle Heights/Westlake Park, and East Los Angeles/Grand Avenue, and 9.09 miles of horsecar lines, including West Ninth Street, Washington Boulevard, and North Main Street. With a total of 68 miles of track, they owned 80% of the track age in Los Angeles.

Then things began to get more "complicated".  Sherman and Clark faced difficulties and distractions.  A national depression, begun in 1893, affected Los Angeles as well.  As patronage declined, Sherman and Clark cut service on the system.

In 1894, a direct competitor to LACE arrived.  William S. Hook, a banker and railroad executive from Illinois, incorporated a new electric street railway company, the Los Angeles Traction Company, and secured a franchise for a line headquartered at Georgia Street and 12th Street, which was destined to provide stiff competition to LACE.  Hook's first line opened in February, 1896.

Finally, in 1894, Sherman and Clark began an inter-urban line between LA and Pasadena, The Los Angeles and Pasadena Railway, and acquired all the street railways in Pasadena.

In 1894, Sherman and Clark began an inter-urban line between LA and Pasadena, The Los Angeles and Pasadena Railway, and acquired all the street railways in Pasadena.

1895 Creation of Los Angeles Railway

In April, 1894 LACE missed a scheduled bond payment. The bondholders, unhappy with Sherman and Clark's management and their attention to their new interurban railway, secured control of the railway.  Sherman managed to retain 49% of the outstanding stock, but he and Clark no longer had any management responsibilities. The bondholders created a new corporation called the Los Angeles Railway (LARy) and March 23, 1895 LARy acquired all of LACE's assets, except for the Los Angeles and Pacific Railway and the Pasadena street railways. The new management purchased new cars and began converting all the existing horsecar and cable lines to electricity, a task completed by June, 1896.

1898 Purchase by Huntington Syndicate

The system was purchased by a syndicate led by railroad and real estate tycoon Henry E. Huntington in 1898. At its height, the system contained over 20 streetcar lines and 1,250 streetcars, most running through the core of Los Angeles and serving such neighborhoods as Crenshaw, West Adams, Leimert Park, Exposition Park, Echo Park, Westlake, Hancock Park, Vernon, Boyle Heights and Lincoln Heights.

1944 Purchase by American City Lines

The system was sold in 1944 by Huntington's estate to American City Lines, Inc., of Chicago, a subsidiary of National City Lines, a holding company that was purchasing transit systems across the country. The sale was announced December 5, 1944, but the purchase price was not disclosed. National City Lines, along with its investors that included Firestone Tire, Standard Oil of California (now Chevron Corporation) and General Motors, were later convicted of conspiring to monopolize the sale of buses and related products to local transit companies controlled by National City Lines and other companies in what became known as the General Motors streetcar conspiracy. National City Lines purchased Key System, which operated the streetcar system in Oakland, California, the following year.

The company was renamed as Los Angeles Transit Lines. The new company introduced 40 new ACF-Brill trolley buses which had originally been intended for the Key System, which was being converted to buses by National City Lines in late 1948.

Many lines were converted to buses in the late 1940s and early 1950s.

Public ownership and finale
The last remaining lines were taken over by the Los Angeles Metropolitan Transit Authority (a predecessor to the current agency, The Los Angeles County Metropolitan Transportation Authority (Metro)) along with the remains of the Pacific Electric Railway in 1958. The agency removed the remaining five streetcar lines (J, P, R, S and V) and two trolley bus lines (2 and 3), replacing electric service with diesel buses after March 31, 1963.

List of routes

A Line – Mid City to Echo Park; by way of Adams Boulevard, Kensington Street, Venice Boulevard, Broadway, Temple Street, Edgeware Road, and Douglas Street.
B Line – Nevin to City Terrace; by way of Ascot Avenue, Hooper Avenue, 12th Street, Main Street, Brooklyn Avenue, Evergreen Avenue, Wabash Avenue, and City Terrace Drive.
D Line – Westlake to Skid Row; by way of Bonnie Brae Street, 3rd Street, Alvarado Street, 6th Street, and 5th Street.
F Line – Athens to Boyle Heights; by way of Vermont Avenue, Hoover Street, Santa Barbara Avenue, Grand Avenue, Jefferson Boulevard, Main Street, 3rd Street, 4th Place, 4th Street, and Fresno Street.
G Line – Nevin to South Park; by way of McKinley Avenue, Jefferson Boulevard, Griffith Avenue, Washington Boulevard, and Main Street.
H Line – South Los Angeles to East Hollywood; by way of San Pedro Street, 7th Street, Broadway, 6th Street, Rampart Boulevard, Beverly Boulevard, Heliotrope Drive, and Melrose Avenue.
I Line -
J Line – Jefferson Park to Huntington Park; by way of Jefferson Boulevard, Central Avenue, Vernon Avenue, and Pacific Boulevard.
K Line -  Nevin to South Park; by way of Naomi Avenue and Olympic Boulevard.
L Line – East Hollywood to Mid-City; by way of Lexington Avenue, Madison Avenue, Temple Street, Broadway, and Olympic Boulevard.
N Line – Koreatown to South Park; by way of 8th Street and 9th Street.
O Line – South Los Angeles to Lincoln Heights; by way of Main Street.
P Line – Mid-City to City Terrace; by way of Pico Boulevard, Main Street, 1st Street, Gage Avenue, Hammel Street, and Record Avenue.
R Line – Hancock Park to East Los Angeles; by way of 3rd Street, Vermont Avenue, 7th Street, Boyle Avenue, and Whittier Boulevard.
S Line – Watts to East Hollywood; by way of Central Avenue, Florence Avenue, Avalon Boulevard, Vernon Avenue, Vermont Street, 3rd Street, and Western Avenue.
U Line – Nevin to West Adams; by way of Central Avenue, Jefferson Boulevard, Vermont Street, and 27th Street.
V Line – Nevin to East Hollywood; by way of Santa Fe Avenue, 7th Street, and Vermont Street.
W Line – Mid-City to Highland Park; by way of Washington Boulevard, Figueroa Street, 6th Street, Broadway, Avenue 20, Figueroa Street, and York Boulevard.
2 Line – Rampart area of Echo Park to Montecito Heights; by way of Belmont Avenue, Loma Drive, 3rd Street, Flower Street, 5th Street, Broadway, Pasadena Avenue, Avenue 26, and Griffin Avenue.
3 Line – Skid Row to Hollywood; by way of 5th Street, 6th Street, private ROW, 3rd Street, and Larchmont Boulevard.
5 Line – Hawthorne to Eagle Rock; by way of Hawthorne Boulevard, Market Street (Inglewood), private ROW paralleling Redondo Boulevard (later Florence Avenue), Crenshaw Boulevard, Leimert Boulevard (dedicated tracks in center divider), Santa Barbara Avenue, Grand Avenue, Jefferson Boulevard, Main Street, Broadway, Pasadena Avenue, Avenue 20, Figueroa Street, Cypress Avenue, Eagle Rock Boulevard, and Colorado Boulevard.
7 Line – South Los Angeles to Los Angeles Plaza Historic District; by way of Broadway, Main Street, and Spring Street.
8 Line – Leimert Park to Los Angeles Plaza Historic District; by way of 54th Street, Broadway, Main Street, and Spring Street.
9 Line – Leimert Park to the Wholesale District, by way of 48th Street, Hoover Street, Grand Avenue, Pico Boulevard, Broadway, and 2nd Street.
10 Line – Leimert Park to Lincoln Heights; by way of Vernon Avenue, Dalton Avenue, Martin Luther King Jr. Boulevard, Grand, Pico Boulevard, Broadway, and Lincoln Park Avenue.

Rolling stock

Historian Jim Walker notes that there were three major classifications of LARy cars:  the Huntington Standards, the all-steel cars, and the streamliners. All were built to run on narrow-gauge tracks spaced 3' 6" apart. The type numbers referred to below were created by LARy in 1920 to categorize their cars; there were many sub-categories (e.g., B-2, H-3, K-4, etc.) not recorded here.

The Standards

The Huntington Standard (Type B) was numerically LARy's largest, with an eventual count of 747 cars.  Designed in 1901-1902 by LARy engineers and originally 38' long, these wooden "California Cars" had open sections on both ends and an enclosed center section, but their most distinctive feature was the five-window front, with two elegant curved corner windows. These cars seemed to dominate the Southern California landscape in the eyes of the world, to a large extent because they were featured in many early movies. The Standards were either rebuilt from older cars or were purchased from manufacturers between 1902 and 1912.

Pay-As-You-Enter (PAYE) Standard - Beginning in 1910, Standards were lengthened to 44 feet and modified into a PAYE format.  Each end of the original cars were lengthened and an additional entrance door was added so the conductor could collect fares without having to roam through the car.

Center-entrance Cars (Type C), also called "sowbellies", were modified older Standards with a low-step center entrance and exit to accommodate the "hobble skirt" craze of the early teens.  Beginning in 1913, 107 older Standards were converted and 76 new cars were purchased from the St. Louis Car Company, but the conversions were stopped in 1914 because of a Jitney-caused drop in patronage and the eventual end of the hobble-skirt fashion. One significant drawback to this design was that they could not be converted to one-man operation.

Over the years, less major variations in Type B car designs included different lengths, different seat arrangements, various center section window formats, mesh safety gates vs panels, modifications for cars that made longer runs, and modifications for one-man or two-man operation.

Older Type B cars began to be scrapped beginning in the 1930s, and the last of these iconic cars operated through 1952.

The All-Steel Cars

All-Steel Cars (Type H) were configured very similar to the Type B cars with open ends and a closed center section.  After the disastrous Pacific Electric wreck at Vineyard in July, 1913, the drawbacks of high-speed wooden cars led companies to turn to steel construction. From November, 1921 through early 1924, LARy received 250 of these cars from the St. Louis Car Company. The cars were capable of running in multiple-unit trains for use on heavier lines and were assigned to the Grand Avenue-Moneta line and the S line.  The use of multiple-unit operation was stopped in 1930, when reduced patronage due to the depression made the use of trains unnecessary. These cars were updated to accommodate one-operator, two-operator operation between 1934 and 1936. In 1955, due to the abandonment of many rail lines, many of the units were sold to National Metals for scrapping. In 1956, 41 Type H-4 cars were sent to Seoul and Pusan, South Korea as part of an aid program.

LARy also built 50 wood copies (designated Type K) of these steel cars in their own shops between 1923 and 1925. These were initially used on the E (later 5) line; during 1930, they were transferred to the W line. As with other cars, in between 1936 and 1938, many cars were updated to accommodate one-operator, two-operator operation. Almost all of these two car types were scrapped after the abandonment of rail lines in 1955.

The Streamliners

LARy introduced the Streamliners (Type P) in 1937.  The streamlined Presidential Conference Car, or PCC, developed by the industry as a hoped-for savior, were the very latest in transit engineering: modern, comfortable, sleek, and smooth-running .  The city celebrated the arrival of these modern cars by creating Transportation Week, where the first car was unveiled by young actress Shirley Temple. LARy only received 65 from the St. Louis Car Company, and successor Los Angeles Transit Lines (LATL) ordered 60 more which were placed in service in 1948 on the most popular lines. The PCC cars were used until final abandonment in 1963.

Other Passenger Car Types

In addition to these three major categories, LARy had a variety of other cars.

Shorties or Maggies (Type A) - When the Huntington/Hellman syndicate acquired LARy, the line had a large variety of existing wooden cars. The group of short (35' 5"), wooden cars, which were later designated '''Type A''', were either Pullman cars purchased in 1896 or assorted city cars received from Pacific Electric, in 1910.  Most of these cars ran on lighter-used lines due to their smaller capacity.  Because many had magnetic brakes they were dubbed "Maggies". Of the eventual 74 short cars, many were converted to other configurations between 1910 and 1923.  Twenty-eight were lengthened and converted to Type B Huntington Standards and twenty-two were converted to Type C center-entrance cars. After sixteen more were converted to arch-roof cars by 1923, there were only eight of the short versions remaining, which were retired in 1939, after the I line was abandoned.

Arch-Roof cars (Type F) - In 1922 fifteen of the short cars were converted into Pay-as-you-enter cars with walkover seats throughout and a distinctive arched roof.  Initially used on the 5 line as two-man cars, after World War II, LATL rebuilt them for one-man operation in 1948 and they were used until 1954.

Birney Safety Cars (Type G) - In 1919, LARy purchased seventy of these lightweight single-truck cars in response to the California Railroad Commission's 1919 report which recommended 400 of them to bolster the company's financial situation.  These light cars needed only a single operator, consumed less electricity, and produced less wear on the tracks, which did result in reduced costs. First deployed in September, 1920 on lighter lines, their slow, rough ride, hard seats, and lack of open sections made the cars unpopular with riders.  All were placed in storage by 1928, but a dozen were used during World War II.  After the war, LATL used them on shuttle lines until they were abandoned in 1946.

Funeral Cars (Type D and Type E) - LARy created two unique Funeral cars to serve the areas cemeteries. The first, a smaller car was rebuilt from a passenger car in 1909 and called "Paraiso", but was converted again to a passenger car in 1911 when a new, larger car, named "Descanso", was created.  The larger Descanso was used until 1922, when it, too, was rebuilt as a passenger car, and the original, smaller car was re-rebuilt and named "Descanso". The second Descanso was later donated to the Railroad Boosters.

Experimental cars (Type L and Type M) - LARy purchased two special cars for possible future use.  Type L was a low-floor, all-steel car delivered in March, 1925, and Type M, two Peterr Witt pay-as-you-pass cars with front entrances and center exits were delivered in March, 1930. The Depression prevented additional purchases, and by the time there was any opportunity to buy new cars, the new PCC car had been developed.

Trolley Coaches - LARy had ordered a Twin Coach demonstrator trolley coach in 1937, to test its feasibility, but at that time didn't order more.  After 1945, LATL transferred 40 ACF Brill trolley coaches from the Oakland Key System to Los Angeles for use on the new Trolley Coach line 3 (converted from parts of rail lines D, U, and 3).  Additional Brill coaches were purchased, and were used to convert rail line B to Trolley Coach line 2 in 1948. The two trolley coach lines ran until 1963.

Work and Miscellaneous Cars

LARy had almost 150 work and maintenance cars designed to carry out a variety of tasks on the railway.  This included pay and money cars, various specialized repair cars, fuel cars, locomotives and lighter-duty power cars, cranes, material haulers and flat cars, rail grinders, tower cars for overhead maintenance, maintenance-of-way cars for heavy construction, and emergency cars (wreckers).

Colors
The railway was well known for its distinctive yellow streetcars. Initially cars had a two-tone yellow paint scheme with a lighter shade for the roof. Under NCL a three-color "fruit salad" scheme was adopted, with a yellow body, a white roof, and a sea-foam green midsection.

Facilities

Shops

Original Shops - When the Huntington syndicate acquired the Los Angeles Railway system in 1898, its headquarters was the former property of the old cable car company at Central Avenue and Wilde Streets, just east of downtown. The facility featured a car house, a power house, and a maintenance and repair shop. A new, larger facility at Central Avenue and 6th Street was completed in August, 1899, and included car houses capable of storing 211 cars, a power house and shops. Huntington planned on increasing the number of routes and cars considerably and began planning larger facilities.

Pacific Electric Shops – The new Pacific Electric shops were completed in 1902 at 7th and Central streets. LARy and the Pacific Electric shared them until July, 1903, when the expansion of both systems forced LARy to return to its original 6th and Central property.

South Park Shops – Huntington had acquired a parcel of land south of the city, on the blocks encompassed by 53rd St, 55th St, South Park Ave (now Avalon Boulevard) and San Pedro Street in late 1901 for the planned larger maintenance and repair facilities. Construction of the South Park Shops began In August, 1903. The initial effort, estimated to cost $300,000, focused on the northernmost block.   A large car house was completed in 1904.  The shop facility was completed in 1906 and included a machine shop, electrical shop, carpentry shop, a blacksmith, electrical and motor repair shops, wheel and truck repair facilities, a parts store room, and painting facilities. From 1910 through 1926, new shops were built on the southern half of the property, including a large paint shop, a new mill, a fender shop and a large storage facility.  In 1946, the old shops were closed by new owners, Los Angeles Transit Lines, who used the southern half of the property for maintenance and repairs. The shop was used into the 1990s for bus maintenance and repair.

Vernon Street Yard - In addition to shops for car maintenance and repair, LARy also had a 44-acre facility for maintenance-of-way operations at the Vernon Street yards, located off of Pacific Boulevard in Vernon.  The facility opened in 1910 when the line to Huntington Park was completed and included everything needed for the track department and its activities.  Facilities included carpentry, machine and other shops, parts storage, offices, the employee ball park, and cottages for the families of Mexicans employed at the yard.  The yard was closed in 1946 by LATL, who opened a new Way and Structures facility in the 2 ½-acre Pepper Street yards in the rear of Division 3.

Divisions

Car houses and their related buildings were known by the numbers of their operating divisions, with five separate locations created through 1912. Each division had offices and at least one car house, where the active streetcars were stored when not in use.

Division 1 was located at 6th Street and Central Avenue, east of downtown. It originally included a power house, car house, headquarters, and shops, and was the first sizeable operating base for streetcars in the city. A new, larger car house was completed in November, 1899.  Over 200 cars could be stored in the car houses at this facility. Streetcars ran from here until 1949.  Trolley coaches were stored, maintained and painted here from 1947 to 1963. There is still a bus garage at the location, at MTA Division 1.

Division 2 car house opened in February, 1904, at the 54th and San Pedro Street property capable of storing 200 cars.  Division 2 closed in 1932, due to decreasing rail patronage and the presence of other, more convenient, car houses throughout the city.

Division 3, at 28th and Idell streets, northeast of the city, opened in February, 1907, and as of 1923 held 231 cars. LATL converted one of the car barns to bus maintenance in 1945. Used for bus storage today.

LARy's Division 4 was originally the headquarters of the Los Angeles Traction (LAT) Company.  When the great merger was completed in late 1910, LARy acquired a number of new lines and cars and the 1896 LAT car house and other facilities between Georgia Street and 12th Street. After the car house was removed in 1925, the area was open storage, encompassing almost a whole city block.  After LAMTA purchased the system, it renamed the facility Division 20. The only division that operated streetcars after 1955 (it was closed in 1963), it never housed buses; the Los Angeles Convention Center was built there as part of an urban renewal project.

In January 1913, another large car house, Division 5, opened, this time southwest of downtown at 54th and Arlington. Though capable of holding 300 cars, as of 1923, it held 169 cars. By 1955, the property was entirely bus.   Today the location is a bus garage, MTA's Division 5.

In addition to the divisions, LARy had two bus garages.

The 16th Street Garage, at 16th Street, east of San Pedro Street, also called the Coach Division, was originally used to house LARy's tower trucks and trouble wagons, but was converted later to a motor vehicle garage, and was expanded in 1925 to house LARY's own motor coaches.  In 1927 a repair shop was added to the property.  Today this operates as MTA's Division 2.

In addition to the 16th Street Garage, the Los Angeles Motor Bus Company (Later Motor Transit Company), which was 50% owned by LARy, had a garage at Virgil and Santa Monica Boulevard.

Administrative and operational departments

Once the Huntington Pacific Electric Building was completed at in January 1905, at 6th and Main streets, both PE and LARy moved their offices there. But once the Great Merger was complete in late 1910, the PE Railway saw the need to use the entire building, and LARy began planning for their own office building.

In May, 1921, the ten-story Los Angeles Railway building was completed at 11th Street and Broadway, and all offices were moved here, occupying mainly the sixth through tenth floors, with the remaining floors devoted to tenants.

In 1946, LATL moved many operations functions to the divisions, and much of the LARy building was leased to other tenants. It later housed the administrative offices for the Los Angeles Metropolitan Transit Authority, and until 1976, it was the headquarters for the Southern California Rapid Transit District.

Electricity

Huntington and Hellman had ambitious plans to expand the Los Angeles Railway, and to plan and construct an interurban electric railway, incorporated in November 1901 as the Pacific Electric Railway.  In order to do this, new sources of electricity would be needed to power the new lines.

Early streetcar power systems generated 500- to 600-volt direct current (DC) which was transmitted to the copper overhead wires via feeder cables.  But direct current had a limit of how far it could be transmitted at full power, resulting in line loss which led streetcars to run slower the farther they got from the power house (such as episodes reported by the Los Angeles Times in August 1902.  Larger systems generated or purchased high-voltage alternating current (AC), which could be transmitted over longer distances to a substation, which used a (Transformer|transformer]] to drop the current to a voltage that motor-generator sets could use to generate the 600 volts DC required by the streetcars.

Sherman and Clark's original 1891 plant at the company's Central Avenue and Wilde Street facility generated direct current by utilizing five pairs of two oil-fired Sterling boilers to power a variety of steam engines, which in turn drove a several 550-volt generators which generated 5,000 horsepower (hp).  In August, 1902, a second power plant was built as part of the expansion of the Central Avenue facility, which then encompassed a large property at Sixth and Central (later called Division One). This new steam power station adjoined the 1891 power station, and was also capable of generating 5000 hp.

In mid-1898, The Los Angeles Railway power station was connected to power generated from a hydroelectric plant that had been created by William G. Kerckhoff and Allan C. Balch's San Gabriel Electric Company. Located near Azusa at the mouth of the San Gabriel Canyon, the Azusa plant transmitted 15,000 KW AC power 23 miles via power lines to their downtown Los Angeles substation.  From there, the power was converted to 500 volts DC and was sent to the LARy power house, and ultimately to the streetcars.

On March 6, 1902, Huntington's group and Kerckhoff and his investors formed the Pacific Power and Light Company (PL&P), first, to supply power for the expanding electric railways, and second, to sell excess to parts of Los Angeles County.  The Huntington group owned 51% of the stock, held in the name of the Los Angeles Railway.  Capitalized at ten million dollars, the new company absorbed the San Gabriel Electric Company, the Sierra Power Company, and the Kern River Company, the latter which had been working on a hydroelectric power plant 11 miles south of Kernville.

LARy then began constructing substations which would convert the higher-voltage AC power to the 600 volts required by the motors used on the cars.  The first substation was built near Agricultural Park.  Two more were quickly constructed and opened in June, 1903, one near Westlake Park and the other at the Los Angeles Plaza.  Each substation was fed by 15,000-volt transmission lines, which were connected to transformers that transformed the power to 2,200-volts.  The resulting power was fed to motor-generator sets which produced the 500-volts direct current, which was fed to the overhead via feeder lines.  At its peak, LARy had 16 substations which distributed electricity to all their lines.

Electricity from PL&P's completed Kern River Company's hydroelectric project reached Los Angeles in December, 1905.  With a generating capacity of 17,500 KW, its output was transmitted over 123 miles to a receiving station in Los Angeles, which then distributed the power to its primary customers, the electric railways.

Earlier that same year, Huntington acquired the Redondo Land and Improvement Company and the Los Angeles and Redondo Railway, an electric railway that operated from Los Angeles, through Rosecrans and Gardena, to Redondo Beach with an eye toward developing the town as a resort and a port for lumber deliveries. PL&P began construction on a steam plant nearby in December, 1906, which opened in March, 1908, generating 25,000 kw for the LARy, the Pacific Electric, the Los Angeles and Redondo Railway and other railways and areas.

After the 1910 agreement between Huntington and the SP, in which Huntington's interests in the Pacific Electric were turned over to the Southern Pacific, and SP's interest in the LARy was acquired by Huntington, Huntington had a much larger LARy. gained the Pacific Electric's former city routes, the former LA Traction Company's lines, and LA and Redondo Railway's the lines north of 116th Street, totaling 122 additional miles of track.  The system now had 345 miles of track. These changes, along with the prospect of supplying power to the larger PE Railway underscored the need to create even more power.  The cost of electricity generated at the efficient Redondo steam plant was 4 cents per kilowatt-hour, whereas power generated by hydro power cost less than one-tenth of one cent per kilowatt-hour.  In order to build these new projects, Huntington organized a new Pacific Light and Power Company, capitalized at 40 million dollars, in early 1910.  This new company enlarged the Redondo Beach plant in December, 1910, adding two 12,000 KW generators.

The new PL&P began its most ambitious project, a large hydroelectric system on the San Joaquin River called Big Creek.    In November, 1910, Huntington hired the engineering firm Stone and Webster to oversee what would be the first phase of the Big Creek project.  After two years of construction on the South Fork of the San Joaquin River, and the expenditure of 13.9 million dollars, the Borel station of the Big Creek project began generating 60,000 KW of electricity to Los Angeles in December, 1913, which enabled Huntington close the remaining steam plants, though the Redondo plant was kept as a standby.

In 1917, after Huntington had begun to concentrate more on his legacy art and book collections, he sold his interest in PL&P to Southern California Edison, but not without negotiating a contract for the company to continue to furnish power to LARy and the Pacific Electric Railway.

See also
 Angels Flight, funicular railway
 Historic Downtown Los Angeles Streetcar, proposed restoration of some streetcar service
 Plaza Substation
 Los Angeles Pacific Railroad
 List of funicular railways
 San Diego Electric Railway
 Southern California Rapid Transit District
 Streetcars in Los Angeles

References

Bibliography

Notes

Further reading

External links

Restoration of Historic Streetcar Service in Downtown Los Angeles Current MTA efforts to restore the streetcars downtown
goLAstreetcar An initiative to bring streetcar services back to downtown Los Angeles
Los Angeles Railway gallery by Metro Transportation Library and Archive
Los Angeles Transit Lines Training Film From YouTube
Orange Empire Railway Museum official website
wetzel/pery.htm Tours in a Bygone Era
Electric Railway Historical Society list of ninety seven Ira Swett Interurban Press releases, including coverage of Los Angeles Railway.

Defunct California railroads
Public transportation in Los Angeles County, California
Defunct public transport operators in the United States
Electric railways in California
Passenger rail transportation in California
Streetcars in California
Transportation in Los Angeles
Transportation companies based in California
3 ft 6 in gauge railways in the United States
Narrow gauge railroads in California
History of Los Angeles
Railway lines opened in 1901
Railway lines closed in 1963
1901 establishments in California
1963 disestablishments in California
Los Angeles
600 V DC railway electrification

Los Angeles Railway


At  above sea level the Ebersnacken is the highest hill in the forested uplands of the Vogler in Lower Saxony, Germany.

The hill is situated in the district of Holzminden about half way as the crow flies between Bodenwerder to the northwest and Stadtoldendorf to the southeast.

On the summit, which is surrounded by the northern part of the Solling-Vogler Nature Park, stands an observation tower, the Ebersnacken Tower (Ebersnackenturm), from which there is not only a good all-round view of the surrounding Weser Uplands, but also a view eastwards as far as the Harz mountains. At the foot of the tower is a barbecue hut.

No roads lead to the Ebersnacken; it can only be reached on footpaths, for example from the Holenberg to the southeast.

Hills of Lower Saxony
Holzminden (district)

Ebersnacken


Irene Worth, CBE (June 23, 1916March 10, 2002), born Harriett Elizabeth Abrams, was an American stage and screen actress who became one of the leading stars of the British and American theatre. She pronounced her given name with three syllables: "I-REE-nee".

Worth made her Broadway debut in 1943, joined the Old Vic company in 1951 and the Royal Shakespeare Company in 1962. She won the BAFTA Award for Best British Actress for the 1958 film Orders to Kill. Her other film appearances included Nicholas and Alexandra (1971) and Deathtrap (1982). A three-time Tony Award winner, she won the Tony Award for Best Actress in a Play for Tiny Alice in 1965 and Sweet Bird of Youth in 1976, and won the 1991 Tony Award for Best Featured Actress in a Play for Lost in Yonkers, a role she reprised in the 1993 film version. One of her later stage performances was opposite Paul Scofield in the 2001 production of I Take Your Hand in Mine at the Almeida Theatre in London.

Early life
Harriett Elizabeth Abrams was born in Fairbury, Nebraska, the eldest of three children born to Mennonite parents, Heinrich "Henry" Abrams (who was born in Russia) and Agnes ( Thiessen) Abrams, both teachers. The family moved from Nebraska to Southern California in 1920. She was educated at Newport Harbor High School, Santa Ana Junior College, and UCLA. After graduation, she followed her parents and became a teacher, while pursuing acting. She changed her name to Irene Worth and by 1944 had settled in London, where she remained for much of her career.

Career

Shakespeare and the West End
She joined the Old Vic company in 1951, worked with Tyrone Guthrie and there played Desdemona, Helena in A Midsummer Night's Dream, Portia in The Merchant of Venice and her first Lady Macbeth. The company went to South Africa with Worth as one of the leading ladies.

In 1953, she joined the fledgling Shakespeare Festival in Stratford, Ontario for its inaugural season. There she was the principal leading lady, performing under an enormous tent with Alec Guinness in All's Well That Ends Well and Richard III.

She returned to London in N.C. Hunter's "Chekhovian" drama A Day by the Sea, with a cast that included John Gielgud and Ralph Richardson. She joined the Midland Theatre Company in Coventry for Ugo Betti's The Queen and the Rebels. Her transformation from "a rejected slut cowering at her lover's feet into a redemption of regal poise" ensured a transfer to London, where Kenneth Tynan wrote of her technique: "It is grandiose, heartfelt, marvellously controlled, clear as crystal and totally unmoving."

In the 1950s, Worth demonstrated her exceptional versatility by playing in the farce Hotel Paradiso in London with Alec Guinness, high tragedy in the title role of Schiller's Mary Stuart, co-starring Eva Le Gallienne, and on Broadway and Shakespearean comedy in As You Like It at Stratford, Ontario. In Ivor Brown's play William's Other Anne, she played Shakespeare's first girlfriend Anne Whateley opposite John Gregson as Shakespeare.

She also made a number of well-regarded appearances in British films of the period, most notably her powerful performance as a French Resistance agent in Anthony Asquith's 1958 wartime espionage drama Orders to Kill, which earned her the BAFTA award for Best Supporting Actress.

The RSC, the National Theatre and Greenwich
In 1962, she joined the Royal Shakespeare Company at the Aldwych Theatre, and it was there that she gave some of her great performances. She was Goneril to Paul Scofield's Lear in Peter Brook's acclaimed King Lear, the first of many collaborations with Brook. She recreated her implacable Goneril in the stark, black-and-white film version of this production.

She repeated her Lady Macbeth and appeared again for Brook in Friedrich Dürrenmatt's The Physicists. Playing an asylum superintendent, she showed the darker side of her acting. She then went to New York City in 1965 for the opening of Edward Albee's enigmatic Tiny Alice, in which she co-starred with Sir John Gielgud and which won her the first of her three Tony Awards.

She returned to the RSC at the Aldwych to repeat her role. She worked with Peter Brook in Paris and toured Iran with Orghast, Brook's attempt to develop an international theatre language. She joined the National Theatre at the Old Vic in 1968 to play Jocasta in Peter Brook's production of Seneca's Oedipus, opposite Gielgud. She appeared with Sir Noël Coward's in his trilogy, Suite in Three Keys, in which he made his last on-stage appearance.

In 1974, she appeared in three thematically linked plays at the Greenwich Theatre directed by Jonathan Miller under the umbrella title of Family Romances and using the same actors for each play. Worth took the roles of Gertrude in Hamlet, Madame Arkadina in Chekhov's The Seagull, and Mrs Alving in Ibsen's Ghosts.

America
Worth spent most of the 1970s in North America. She was an acclaimed Hedda Gabler at Stratford, Ontario, a role she considered one of her more satisfying achievements and which prompted Walter Kerr to write in The New York Times "Miss Worth is just possibly the best actress in the world."

She played Princess Kosmonopolis in Tennessee Williams's Sweet Bird of Youth opposite Christopher Walken, which brought her a second Tony Award. She was Madame Ranevskaya in The Cherry Orchard, for which she received another Tony nomination and which featured Raúl Juliá, Mary Beth Hurt and Meryl Streep, whose career was in its beginning stages. Toward the end of the decade she played Winnie in Beckett's Happy Days.

Worth also appeared in the premiere of The Lady from Dubuque, another Albee play, which closed after 12 performances; a revival of Ibsen's John Gabriel Borkman; Toys in the Attic by Lillian Hellman; and The Golden Age by A.R. Gurney.

The later years
She starred as the goddess Athena in The National Radio Theater's 1981 Peabody Award-winning radio drama of The Odyssey of Homer. On screen in 1982, Worth co-starred with Michael Caine and Christopher Reeve in the film version of a Broadway murder mystery Deathtrap, playing a psychic.

In 1984, Sir Peter Hall invited her to return to the National Theatre to play Volumnia in Coriolanus, with Sir Ian McKellen in the title role. The impresario Joseph Papp persuaded her to repeat Volumnia off-Broadway in a production by Steven Berkoff, when she again was partnered by Christopher Walken as Coriolanus.

She was seen in Sir David Hare's The Bay at Nice (National, 1987) and in Chère Maître (New York, 1998 and Almeida, London 1999), compiled by Peter Eyre from the letters of George Sand and Gustave Flaubert. Worth also starred along with Sir Michael Hordern in George Bernard Shaw's play You Never Can Tell at the Theatre Royal, Haymarket in 1987 and 1988.

In 1991, she won a third Tony for her performance as the tough-as-nails Grandma Kurnitz in Neil Simon's Lost in Yonkers, and later appeared in the film version along with Richard Dreyfuss and Mercedes Ruehl.

In 1999, she appeared in the film Onegin. As she was about to begin preview performances in a Broadway revival of Anouilh's Ring Round the Moon, Worth had a stroke and never appeared in the production. She continued to act, and in September 2001, one of her later appearances was with Paul Scofield at the Almeida Theatre in the two-handed play I Take Your Hand in Mine, by Carol Rocamora based on the love letters of Anton Chekhov and Olga Knipper.

Recitals
During the mid-1960s in New York, Worth and Gielgud had collaborated in a series of dramatic readings, first from T.S. Eliot and Edith Sitwell and then from Shakespeare. It was a form of theatre at which she became more adept as she grew older, drawing from Virginia Woolf, Ivan Turgenev and Noël Coward. She referred to them as "her recitals".

In the mid-1990s, she devised and performed a two-hour monologue Portrait of Edith Wharton, based on Wharton's life and writings. Using no props, costumes or sets, she created characters entirely through vocal means.

Death and funeral

Worth died following a stroke in 2002, in New York's Roosevelt Hospital, at the age of 85.

At her memorial service, held at the Public Theater in New York City, numerous speakers paid tribute to her, including Edward Albee, Christopher Walken, Mercedes Ruehl, Gene Saks, Meryl Streep, Bernard Gersten, Alan Rickman, and pianist Horacio Gutierrez performed Liszt's Sonetto 104 del Petrarca.

Awards
 Daily Mail Television Award The Lady from the Sea, 1953-54
 British Film Academy Award Best British Actress, Orders to Kill 1958
 Page One Award, Toys in the Attic 1960
 Tony Award for Best Actress (Dramatic), Tiny Alice 1965
 Evening Standard Award, Suite in Three Keys 1966
 Variety Club of Great Britain Award, Heartbreak House 1967
 Plays and Players London Theatre Critics Award Best Actress, Heartbreak House 1967
 Tony Award for Best Actress, Sweet Bird of Youth 1975-76
 Joseph Jefferson Award Best Actress in a Play, Sweet Bird of Youth 1975-76
 Drama Desk Award for Outstanding Actress, The Cherry Orchard 1977
 OBIE Award, The Chalk Garden 1981-82
 Emmy Award, "Live From Lincoln Center: Chamber Music Society of Lincoln Center with Irene Worth and Horacio Gutiérrez" 1986
 OBIE Award, Sustained Achievement 1988-89
 Tony Award for Best Featured Actress, Lost in Yonkers 1991
 Drama Desk Award for Outstanding Featured Actress, Lost in Yonkers 1991

Honors
Worth was awarded an honorary Commander of the Order of the British Empire (CBE) in 1975.

Filmography

References

External links

1916 births
2002 deaths
Alumni of the Royal Central School of Speech and Drama
American film actresses
American Mennonites
American stage actresses
American television actresses
Best British Actress BAFTA Award winners
Drama Desk Award winners
Emmy Award winners
Honorary Commanders of the Order of the British Empire
Obie Award recipients
Actresses from Manhattan
Royal Shakespeare Company members
American Shakespearean actresses
Tony Award winners
20th-century American actresses
21st-century American actresses
People from Fairbury, Nebraska
Actresses from Nebraska
Actresses from Los Angeles
Newport Harbor High School alumni

Irene Worth


Lacovia is a town in Saint Elizabeth Parish, Jamaica, located on the Black River between the Upper Morass and the Lower Morass.

History
The name derives from La Caoban, the name of the place during the Spanish occupation. Following the English invasion it was called Coby. In 1784 it consisted of 20 houses and was the first capital of  Saint Elizabeth, being the home of the Quarter Sessions and Petty Courts.

It was the home of a group of enslaved Madagascans who left the locality to join the Maroons prior to the First Maroon War.

Amenities
Lacovia High School, a government-own secondary school, is the town's largest educational institution.

Other uses
The name also refers to a condominium situated on Seven Mile Beach, Grand Cayman.  It was also called Lacobeyah meaning 'land of wood and water.'

References

External links
Aerial view

Populated places in Saint Elizabeth Parish

Lacovia


Craig Sharpe (born 23 September 1989) is a Canadian pop singer who was the runner-up on Canadian Idol 4, having finished a close second behind winner Eva Avila. He came through seven rounds of auditions judged by Canadian Idol's four-member panel. Sharpe is the second contestant from the small community of Upper Island Cove, Newfoundland and Labrador (Jason Greeley from season two was the first), and the fourth contestant from the province of Newfoundland and Labrador.

Sharpe is notable for his countertenor voice.

Early life
Born in Carbonear, Newfoundland, Sharpe attended Ascension Collegiate, Bay Roberts, where he excelled at music and geography. When not composing music, he said his pastimes included spending time with his pets and playing basketball, volleyball and badminton.

Canadian Idol
Sharpe was the runner-up on Canadian Idol in season four, and lost the closest Idol race to date to Gatineau native Eva Avila by just 131 000 votes out of nearly 4 million cast.

Performances and results

Post Idol
When asked during a CTV interview what one person he would like to meet, Sharpe named Selena Quintanilla Perez: "She put a lot of work into what she loved and she didn't get to express her talent."

When asked what song he is touched by the most, he replied "You're Beautiful by James Blunt, because it reminds me of my music teacher Heather Macdonald, who died at the young age of 28."

He also shared the stage with music producer David Foster, in 2008. He performed his own rendition of Angels, with a children's choir.

Sharpe has reportedly auditioned for a role in the TV series Glee with the song "And I'm Telling You I'm Not Going."

He now lives in Newfoundland.

Discography

Albums
I Am (February 2007)
Craig Sharpe (April 2015)

Singles
When They Know Your Name (January 2007)

Featured
Canadian Idol: Spotlights (August 2006)

References

External links

 The Compass newspaper article
 Craig's official CTV bio

1989 births
Canadian Christians
Canadian Idol participants
Canadian pop singers
Living people
Musicians from Newfoundland and Labrador
Canadian child singers
People from Carbonear
21st-century Canadian male singers

Craig Sharpe


James Andrew Cheyne Ryan (born 10 February 1983) is a former New Zealand rugby union player. His position was lock.

Ryan was born in Christchurch, New Zealand, and attended Christ's College where he was a significant player in the school's First XV for three years. He later attended Knox College at the University of Otago where he embarked upon Bachelor of Laws and Bachelor of Commerce degrees.

Career
Ryan played for the Highlanders in Super Rugby and for Otago in the National Provincial Championship.

He made his All Black debut age 22, versus Fiji in 2005. He went on to play 9 further test matches for the national side.

Ryan was also a part of the New Zealand under 21 team in 2004.

In 2005 Ryan was labelled by former All Black coach Laurie Mains as "potentially one of the great All Black locks". He was sidelined in April 2007 with a serious knee injury. Ryan had 3 operations in the space of 12 months and announced the termination of his contract with the Otago Rugby Union in March 2008 and confirmed he was taking an indefinite break from rugby.

References

External links

1983 births
New Zealand international rugby union players
Living people
New Zealand rugby union players
People educated at Christ's College, Christchurch
University of Otago alumni
Rugby union players from Christchurch
Rugby union locks

James Ryan (rugby union, born 1983)


Don Webb is a playwright and script writer based in the UK. He has written for British TV and the West End and is currently working on a novel for children.

Biography

Don Webb started writing fairly early in life. His first ventures were into radio plays produced in Manchester for BBC Radio 4 by Tony Cliff in the 1980s and he attracted comment and praise for the strong industrial plays drawing on his industrial background and experience. Centre Circle and Designing Alternatives were ahead of their time and illustrated property developers preying on small town centre football clubs.

A Tentative Maybe exposed dubious industrial chemical manufacturing practices and The Chairman's Statement attacked the Thatcherite revolution and its effect on the industrial landscape, particularly in the North of England.

A change of tone produced Witch Water Green, an exploration of the Golden Bough legends and water shortages. September's here and I can't sing was a love story.

During the period in which the above plays were written, he attended the Gulbenkian Foundation/Arts Council collaboration Theatre Course where he slept in the next bedroom to Anthony Minghella, met actors and directors for the first time and started to learn his trade properly. At this time he met and befriended the actor/director Tamara Hinchco, who directed his play about the Troubles, The Best Girl In Ten Streets, at the Soho Poly and later in the Cottesloe at the Royal National Theatre.

In 1981, he won the Thames Television Theatre Writers Bursary and became the resident writer at The Crucible Theatre in Sheffield, where, under Peter James and Clare Venables, he wrote Black Ball Game, winning plaudits for a "subversive comedy of racial manners and mores." This play was later nominated for the Evening Standard new writer award after transferring and opening the refurbished Tricycle Theatre in Kilburn.

Soon afterwards, he wrote his second theatre play, Mindrape, which drew upon experiences as a guinea pig in the now notorious series of experiments held at Porton Down where servicemen had been exposed to L.S.D. and for which, incidentally, the Secret Intelligence Service paid damages at the end of 2006. This was again a controversial success, transferring to the Greenwich Theatre.

Both Black Ball Game and Mindrape were directed by the then- up-and-coming young director Andy Jordan, who also directed his next play, LadyBird. This was an anti-Thatcher comedy presented at the Liverpool Playhouse. This play later toured throughout the country, featuring Karl Howman, Diane Keen, Kenneth MacDonald and Lynn Turner. It was produced by Bruce Hyman, later notorious for different reasons, and Harvey Kass.

His television work started with a single play commissioned by Brenda Reid for the BBC after seeing LadyBird. Kenneth Ives directed a cast of Omar Sharif, Sir John Mills and Lucy Gutteridge in Edge Of The Wind, which was broadcast on Christmas Day 1985 on BBC2. The television work that followed included Radio Phoenix, twenty odd episodes of a teen series about a radio station in Southampton, then eight episodes of Juliet Bravo, culminating in a climactic final episode. He was employed on Rockliffe's Babies, again for the BBC, and then created the chart topping sitcom Joint Account, starring Hannah Gordon and Peter Egan.

Webb also wrote many of the opening episodes of the ground breaking children's series Byker Grove. This led directly to his being commissioned by the BBC and Screen First to adapt Elidor, a novel by Carnegie Medal-winner Alan Garner, into a six-part series for children. He also adapted the same story for broadcast on Radio Four Extra in April 2011.

Webb's work on The Bill for ITV, led to a commission from Yorkshire Television and a pilot, Ellington. He worked with Catherine Hewitt on Wirral2008, in conjunction with the Liverpool Capital of Culture project, and a teenage time travel novel, "Limehouse Jack" which has just been published digitally on Amazon.

His most recent work includes "Right Place, Wrong Time" for Radio Four, broadcast in 2010 and produced in Manchester by Gary Brown. He is currently working on another commission for the same producer, "A Bobby`s Job". And "Boots On The Ground" a gritty S.I.S drama has just aired in Radio Four's Saturday drama slot. Also in development are "Dead Ending", a stage play and "Last Train To Nashville."

Television shows
 Juliet Bravo
 Rockliffe's Babies
 Byker Grove (26 episodes)
 The Bill
 Joint Account
 Edge of The Wind (1985 BBC TV play)
 Ellington
 Radio Phoenix (26 episodes)
 Sharing Time
 Elidor

Radio Plays
Right Time, Wrong Place, BBC Radio 4, 2009
Elidor, a novel by Alan Garner, adapted for Radio Four Extra, 2011
A Bobby's Job, BBC Radio 4, 2011
Boots on the Ground, BBC Radio 4, 2013

References

External links

 Crime fiction review site by Don Webb
 Site of the book Limehouse Jack

Year of birth missing (living people)
Living people
British dramatists and playwrights
British television writers
British radio writers
English writers
English screenwriters
English male screenwriters
British male dramatists and playwrights
British male television writers

Don Webb (playwright)


Vali (also, Vally) von der Osten (29 November 1882 – 15 August 1923) was a German soprano. She was the daughter of actor Emil von der Osten (1847–1905) and Rosa von der Osten-Hildebrandt (1850–1911).

Von der Osten was born in Dresden, where she studied voice and appeared primarily at the Hoftheater Kassel, excelling in spinto (or jugendlich-dramatisch) roles of Richard Wagner operas such as Elisabeth in Tannhäuser, Elsa in Lohengrin, and Eva in Die Meistersinger von Nürnberg.

She was married to the tenor Fritz Windgassen (1883–1963) and thus used the name Vali Windgassen-von der Osten. The marriage produced one son,  Wolfgang Windgassen (1914–1974), who went on to become a Wagnerian tenor in his own right.

Von der Osten died in Kassel and is buried in the Johannis cemetery in Dresden-Tolkewitz, beside her sister, singer Eva von der Osten.

Literature

 André Kaiser: Berühmte Persönlichkeiten aus der Ortschaft Kurort Hartha: Eva von der Osten (1884–1936) – eine Dresdner Opernsängerin von Weltruf, in Rund um den Tharandter Wald - Amtsblatt der Stadt Tharandt, März 2009

German operatic sopranos
1882 births
1923 deaths
Burials at Johannisfriedhof, Dresden
Musicians from Dresden
20th-century German women opera singers

Vali von der Osten


The Zwinger in Goslar is a battery tower that is part of the fortifications of the old imperial city of Goslar, Germany. It is located on the Thomaswall in the south of the town and was built in 1517. On this side Goslar was strongly dominated by the nearby hill of Rammelsberg, which would have made a good location for positioning enemy guns in the event of an attack on the town; the town fortifications therefore needed the extra protection of a strong battery tower at this point.

The stonework of Goslar's Zwinger was predominantly made of sandstone quarried from the Sudmerberg northeast of Goslar and mortared with burnt lime. Because lime burning was still in not fully developed, the builders mixed the mortar with horsehair, quark, goat's milk and ox blood to harden it fully.

Immediately under the corbelling are two sandstone tablets in the wall bearing the coats of arms of the German Empire and the town of Goslar and the inscription "Anno dm M D X V II". The original conical roof was dismantled in 1857.

With a wall thickness at the base of 6.5 metres, a diameter of 26 metres and a height of 20 metres, the Zwinger is one of the strongest surviving and utilised defensive towers in Europe.

The Goslar Zwinger has been privately owned since 1 August 1936. Today it houses a restaurant on the ground floor, three holiday apartments on the middle floor and a small museum of medieval weapons, armour and torture implements on the top floor.

External links

 Internet site of the Goslar Zwinger

Buildings and structures completed in 1517
Round towers
Towers completed in the 16th century
Goslar
Goslar
Goslar
1517 establishments in the Holy Roman Empire

Zwinger (Goslar)


SEE, legally the Sealed Air Corporation, is a packaging company known for its brands: Cryovac food packaging and Bubble Wrap cushioning packaging. Headquartered in Charlotte, North Carolina, United States, Chief Operating Officer Emile Chammas and Chief Financial Officer Dustin Semach currently serve as interim co-President and co-CEO.

History
In 1957, American engineer Alfred W. Fielding and Swiss inventor Marc Chavannes attempted to invent plastic wallpaper with a paper backing. While the wallpaper failed, Fielding and Chavannes later realized that what they had come up with could be used for packing material. Sealed Air was founded in 1960 based on this invention of Bubble Wrap. The same year, Sealed Air raised $85,000 () in its initial public offering. Fielding served as executive vice president and director of Sealed Air until his retirement in 1987, while Chavannes worked mostly as a consultant.

Shortly after a 1998 business restructuring of the global conglomerate W.R. Grace Company-Conn, the original Sealed Air was merged into Grace subsidiary W. R. Grace & Co. NY, and the surviving company was named W. R. Grace & Co.  Shortly thereafter, this W.R. Grace & Co renamed itself Sealed Air, the name of the current entity, but now a vastly larger corporation due to the Grace components.  Years later, in 2002, this Sealed Air Corporation was required to pay to W. R. Grace Company-Conn $728 million to settle bankruptcy and fraud allegations brought against the original merger.  T.J. Dermot Dunphy served as CEO from 1971 to 2000. An Oxford University graduate who received his MBA from Harvard Business School, he became chairman of Kildare Enterprises, LLC in November 2000 after leaving Sealed Air. During his tenure at Sealed Air, sales grew from $5 million to $3 billion.

William Hickey served as CEO from the year 2000 to March 2013. He previously served in several capacities at Sealed Air, including COO, executive vice president, CFO, vice president, and general manager of the Food Packaging Division and the Cellu Products Division. Before working for Sealed Air, he was CPA at Arthur Young and CFO of W. R. Grace and Company's Latin American operations.

After the Station nightclub fire in 2003, victims' lawyers suggested that Sealed Air had produced some of the foam that was ignited in the fire. Sealed Air paid $25 million to victims in civil settlements, but did not admit wrongdoing.

In March 2013, Jérôme Péribère took over as CEO and president of Sealed Air. He obtained his business economics and finance degree from Sciences Po in Paris, France. He previously served as president and COO of Sealed Air before taking over as CEO, and prior to joining Sealed Air, he worked in several managerial roles with the Dow Chemical Company from 1977 to 2012.

On July 23, 2014, Sealed Air announced that it would be moving its global headquarters to Charlotte, North Carolina. In January 2018, Ted Doheny took over as CEO.

In May 2023, the corporation announced that it would be adopting the corporate brand SEE, while retaining the legal name of Sealed Air Corporation.

In October 2023, Ted Doheny stepped down as CEO. Emile Chammas, Chief Operating Officer and Dustin Semach, Chief Financial Officer serve as interim co-Presidents and co-CEOs.

Acquisitions
In 1970, Sealed Air acquired Smith Packaging Ltd., which was later renamed Sealed Air of Canada, Ltd., marking Sealed Air's first international move. In 1971, Sealed Air began marketing a new product; by laminating the AirCap cushioning to paper, the company now had Mail Lite padded shipping envelopes.

In 1973, Sealed Air began marketing Ply-Mask, a pressure-sensitive polyethylene film used to protect delicate surfaces from scratches and the company's first product not based on its bubble technology. The same year, Sealed Air brought their market to Europe by acquiring 10 percent of Sibco Universal, S.A., a French manufacturing firm. Over the next few years, Sealed Air bought out the rest of Sibco and came up with the Sealed Air Solar Blanket.

Acquired in 1977, Instapak foam is an expanding polyurethane foam that comes in a variety of densities. Used primarily for shipping, the foam-in-bag process molds to the shape of the object and expands to fill the void space of its shipping container.

Sealed Air acquired Cellu Products Co. and Dri-Loc in 1983, Jiffy in 1987, Sentinel in 1991, Trigon Packaging NZ in 1993, and the Shurtuff Division of Shuford Mills, Inc. in 1993. In 1994, Sealed Air followed up with the further acquisitions of Hereford Paper and Allied Products Ltd., Sup-Air-Pack, Fill Air, and packaging companies based in Norway, France, and Italy.

In 1998, Sealed Air was acquired and merged with the Cryovac Division of  W.R. Grace for a $4.9 billion stock trade, and spun off from the Grace parent holding company as  W. R. Grace, Inc.  That corporation changed its name to the current Sealed Air. In June 2000, Sealed Air purchased Dolphin Packaging for $119 million, to better serve its European customers. In October 2011, Sealed Air acquired Diversey Holdings, until its acquisition by Bain Capital in September 2017.

In October 2017, Sealed Air acquired Fagerdala Singapore Pte Ltd., a manufacturer and fabricator of polyethylene foam.

Operations
Sealed Air's food care division makes packaging for the food and beverage industry, while its product care division produces protective and specialty packaging materials for a wide range of goods.

Brands

Bubble Wrap brand
Initially created as a failed wallpaper, Bubble Wrap was subsequently used as a greenhouse insulator. Finally, it took on its best-known use as a packaging material. In its earliest form, Bubble Wrap suffered from leaky bubbles, but by the mid 1960s a special coating was developed to prevent the bubbles from losing air. In 1969, Sealed Air reported $4 million in sales, mostly attributed to Bubble Wrap, as it was still a proprietary product at that time.

Cryovac brand
Cryovac is a thin plastic, used to shrink or wrap objects. Depending on the type of job required of it, the plastic comes in a variety of thickness and durability.

One of the uses of Cryovac is to wrap food. Once wrapped, most of the air in the package is removed to prevent oxidation and inhibit the growth of most pathogens. This process also gives food a longer shelf life in the refrigerator or freezer and makes freezer burn nearly impossible. Cryovac Inc., a South Carolina-based company, created this product in the 1950 to extend the shipping distance of freshly slaughtered turkeys for Thanksgiving and Christmas.

References

11. Bloomberg News, as recorded in Baltimore Sun https://www.baltimoresun.com/news/bs-xpm-2002-11-30-0211300143-story.html

External links

Companies listed on the New York Stock Exchange
Packaging companies of the United States
Manufacturing companies established in 1960
American companies established in 1960
1960 establishments in New Jersey
Manufacturing companies based in North Carolina
Companies based in Charlotte, North Carolina
1960s initial public offerings

Sealed Air


The femoral vessels are those blood vessels passing through the femoral ring into the femoral canal thereby passing down the length of the thigh until behind the knee. These large vessel are the:

 Femoral artery (also known in this location as the common femoral artery) and
 Femoral vein

Lymphatic vessels found in the thigh aren't usually included in this collective noun.

As the blood vessels pass along the thigh, they branch, with their main branches remaining closely associated, where they are still referred to collectively as femoral vessels.

The adjective femoral, in this case, relates to the thigh, which contains the femur.

The relative position of these two large vessels is very important in medicine and surgery, because several medical interventions involve puncturing one or the other of them. Reliably distinguishing between them is therefore important. The location of the vessel is also used as an anatomical landmark for the femoral nerve.

References

Arteries of the lower limb
Veins of the lower limb

Femoral vessel


The Sonoma Volcanics are a geologic formation of volcanic origin that is widespread in Napa and Sonoma counties, California. Most of the formation is Pliocene in age and includes obsidian, perlitic glass, diatomaceous mud, pyroclastic tuff, pumice, rhyolite tuffs, andesite breccias and interbedded volcanic (basalt) lava flows. The formation serves as the parent material for many of the soils in the Napa and Sonoma wine regions.

"The Sonoma volcanics underlie and form most of the mountain areas bordering the Napa and Sonoma Valleys except for small areas underlain by the older sedimentary and metamorphic rocks. A thick extensive body of tuffs and flows forms the Howell Mountains east of Napa and extends from Jamison Canyon northward into the area north of Mount St. Helena. The volcanic rocks crop out in a narrow, discontinuous strip along the west side of the alluvial plain of Napa Valley, and on that side also they extend northward to Mount St. Helena. They compose most of the Mayacamas Mountains and flank the east and north sides of Sonoma Valley. They occur along the west side of Sonoma Valley, where they form the Sonoma Mountains. These bodies are parts of a once-continuous mass that probably extended from San Pablo Bay northward into southern Lake County, and from Green Valley in Solano County westward to Santa Rosa Valley. The Sonoma volcanics are several thousand feet thick."

"The materials composing the Sonoma volcanics were erupted probably from several vents within the area, and intermittently over a period perhaps more than 1 million years long. The materials were extremely varied in chemical composition and in eruptive character, so that they formed a complex assemblage of flows, dikes, plugs, mudflows, breccias, pumice beds, and intercalated bodies of stratified material mostly volcanic in composition but sedimentary in deposition. Except for dikes and plugs, the materials were highly lenticular."

References

Readings

Volcanism of California
Terranes
Pliocene California
Geology of Sonoma County, California
Landforms of Sonoma County, California
Landforms of Napa County, California
Mayacamas Mountains
Sonoma Mountains
Natural history of Napa County, California
Natural history of Sonoma County, California
Geologic formations of California

Sonoma Volcanics


Daniel H. Wilson (Tulsa, 6. mart 1978 - )) je američki pisac, televizijski voditelj i stručnjak za robotiku. Wilson je jedan od urednika časopisa Popular Mechanics, gdje je poznat po nadimkom "Resident Roboticist". Najpoznatiji je po romanu Robocalypse koji je postao bestseler, i koji bi trebao poslužiti kao predložak za istoimeni igrani film.

Bibliografija

Romani
 A Boy and His Bot, middle reader (New York: Bloomsbury Children's, 2011)
  Robopocalypse, techno thriller (New York: Doubleday, 2011)
 AMPED, techno thriller (New York: Doubleday, 2012)
 Robogenesis, techno thriller (New York: Doubleday, 2014)

Novele
 "The Nostalgist" (Tor.com, 2009)
 "Parasite" (in 21st Century Dead: A Zombie Anthology, edited by Christopher Golden, St. Martin's Press, 2012)
 "Helmet" (in Armored, edited by John Joseph Adams, Baen Books, 2012)
 "Freshee's Frogurt" (in Diverse Energies, edited by Tobias S. Buckell and Joe Monti, Tu Books, 2012)
 "The Executor" (in The Mad Scientist Guide to World Domination, edited by John Joseph Adams, Tor, 2013)

Grafički romani
 "Spooky Shit" (in "Zombies Vs. Robots: Seasons of War", illustrated by Sam Kieth and edited by Chris Ryall, IDW, 2012)

Publicistika
 How To Survive a Robot Uprising: Tips on Defending Yourself Against the Coming Rebellion, humor (New York: Bloomsbury, 2005)
 Where's My Jetpack?: A Guide to the Amazing Science Fiction Future That Never Arrived, humor (New York: Bloomsbury, 2007)
 How To Build a Robot Army: Tips on Defending Planet Earth Against Aliens, Ninjas, and Zombies, humor (New York: Bloomsbury, 2008)
 The Mad Scientist Hall of Fame: Muwahahaha!, humor (New York: Citadel, 2008)
 Bro-Jitsu: The Martial Art of Sibling Smackdown, humor (New York: Bloomsbury Children's, 2010)

Anthologies Edited
 Robot Uprisings, co-edited with John Joseph Adams (New York: Vintage, 2014)

Film Adaptations

Izvori

Vanjske veze
 Daniel H. Wilson Official Blog
 How to Survive a Robot Uprising Official Website
 History Channel's The Works Official Website
 If Robots Ever Get Too Smart, He'll Know How to Stop Them book review in The New York Times February 14, 2006
 Par leads 'Uprising' Variety April 26, 2006
 Myers leads Par 'Uprising' Variety April 26, 2006
 Survive a Robot Attack  interview on This Week in Science July 25, 2006
 'Where's My Jetpack?' Looks for the Missing Future interview on NPR Weekend Edition with Scot Simon May 5, 2007
 Back to the Future book review in Salon.com May 12, 2007
 Nickelodeon strikes 'Bro-Jitsu" deal Variety May 16, 2007
 Required Reading book review in New York Post January 13, 2008
 Robots, Today and Tomorrow  interview on Coast to Coast AM February 10, 2008
 What Happened to our Moonbases and Jetpacks? interview on NPR Weekend Edition with Liane Hansen July 19, 2009
 Daniel H. Wilson at IMDb.

Američki pisci
Američki TV-voditelji
Američki novinari
Američki inženjeri
Authority control

Daniel H. Wilson


Liubomyr Huzar MSU (; 26 February 1933 – 31 May 2017) was the Major Archbishop of the Ukrainian Greek Catholic Church and the first elected in independent Ukraine. He was also a cardinal of the Catholic Church. After the transfer of the see of Lviv to Kyiv in 2005, he was the Ukrainian Catholic Major Archbishop of Kyiv-Galicia. In February 2011 he became Major Archeparch Emeritus after he resigned due to ill health.

Biography

Early life and ordination
He was born in what is now the city of Lwów (now Lviv, Ukraine), in the family of Yaroslav Huzar and Rostyslava Demchuk (Demczuk). Luka Demchuk (Demczuk), the Priest of the Parish of the Resurrection of village Kal'ne from 1909 to 1929, was the maternal grandfather of Cardinal Liubomyr Huzar. Huzar emigrated with his parents in 1944 during World War II due to the advancing Soviet Army. At first the Huzar family briefly lived in Salzburg, Austria, then emigrated to the United States in 1949.

From 1950 to 1954 he studied at St. Basil College Seminary in Stamford, Connecticut. He studied at The Catholic University of America.Later studied at Fordham University in the United States, and was ordained a priest on 30 March 1958 for the Ukrainian Catholic Eparchy of Stamford.

Pastoral work
From 1958 to 1969, he taught at St. Basil College Seminary and was pastor at Holy Trinity Ukrainian Catholic Church in Kerhonkson, New York between 1966 and 1969. In 1969, Huzar went to Rome, where he spent three years earning a doctorate in theology at the Pontifical Urbaniana University. He then entered the Monastery of the Studites in Castel Gandolfo in Italy, and was named its Superior in 1974.

Bishop
He was consecrated a bishop in 1977 in the Castel Gandolfo chapel by Major Archbishop Josyf Slipyj with help of titular bishop of Zigris Ivan Prasko and bishop of Toronto Isidore Borecky without papal approval (apostolic mandate) in an act which caused many irritations in the Roman Curia, as Roman Canon Law required papal permission for the consecration of a bishop, while the Canons of the Eastern Churches did not. He was named Archimandrite (Archabbot) of the Studite Monks in Europe and America in 1978. He organised a new Saint Theodore the Studite monastery in Kolodiivka, Ternopil Oblast, Ukraine, in 1994, and was elected by the Synod of Bishops of the Ukrainian Church as exarch of the archiepiscopal exarchy of Kyiv and Vyshhorod in 1995, confirmed by the Pope the following year (February 1996) by nominating to the titular see of Nisa di Licia. On 14 October 1996 the UGCC Synod of Bishops named Huzar auxiliary of the Archbishop Major of Lviv as coadjutor with special delegations. In October 1999 he attended the 2nd Special Assembly for Europe. Although once a citizen of the United States, Huzar gave up his U.S. citizenship after transferring to Ukraine, and adopted the citizenship of Ukraine.

Major Archbishop and Cardinal

In December 2000, Pope John Paul II named Huzar apostolic administrator of the Ukrainian Greek Major-Archeparchy of Lviv, and in January 2001 the Ukrainian Greek synod elected him Major Archbishop which was approved by the Pope the next day. On 21 February of that year Pope John Paul II made Huzar Cardinal-Priest of Santa Sofia a Via Boccea. Cardinal Huzar was one of the three Eastern Catholics to participate in the papal conclave, 2005, the others being Ignace Daoud of the Syriac Catholic Church and Varkey Vithayathil of the Syro-Malabar Church. (Nasrallah Boutros Sfeir and Stéphanos II Ghattas of the Maronite Church and Coptic Catholic Church respectively were both over 80 and therefore could not take part.) At that papal conclave, he was one of the cardinals considered papabile, something unusual for an Eastern Catholic. Also at that conclave, Cardinal Huzar was the first Major-Archbishop from the Ukrainian Greek Catholic Church ever to participate in a papal conclave as cardinal-elector.

Huzar was one of about a dozen like-minded European prelates who met annually from 1995 to 2006 in St. Gallen, Switzerland, to discuss reforms with respect to the appointment of bishops, collegiality, bishops' conferences, the primacy of the papacy and sexual morality; they differed among themselves, but shared the view that Cardinal Joseph Ratzinger was not the sort of candidate they hoped to see elected at the next conclave.

The major archiepiscopal see of Lviv was moved on 21 August 2005, to the city of Kyiv, the capital of Ukraine. He was acclaimed by his followers as Patriarch of Kyiv-Galicia, a title not recognised by the Holy See.

In October 2007, Huzar received an honorary doctorate from the Catholic University of America in conjunction with the 100th anniversary of the first assigning of a bishop of the UGCC to the United States.

In February 2008, a celebratory liturgy was held in the Basilica of Santa Sophia in Rome on the occasion of the 75th birthday and 50th anniversary of priesthood of Cardinal Huzar. The Head of the UGCC was greeted by Pope Benedict XVI, whose address was read by the secretary of Cardinal Leonardo Sandri, Monsignor Maurizio Malvestiti.

In 2008 Viktor Yushchenko signed a decree to decorate Cardinal Huzar with the Order of Prince Yaroslav the Wise (the 3rd class). He was honoured with the highest state award "for his outstanding personal contribution in spiritual revival of the Ukrainian nation, longstanding church work, and to mark his 75th birthday".

With failing eyesight due to poorly treated eye disease forcing him to perform the church's intricate liturgical rites from memory, his early resignation was accepted on 10 February 2011 although normally the major archbishop serves for life. Cardinal Huzar's resignation triggered a meeting of the Synod of the Ukrainian church, comprising its global body of bishops, to elect a new major archbishop, which must begin within a month. In the interim, Ihor Vozniak, C.SS.R., Archeparch of Lviv, served as administrator. The last time a Ukrainian Major Archbishop left office while living was in 1882. The new Major Archbishop, Sviatoslav Shevchuk, was elected by the Ukrainian Synod on 23 March and confirmed by Pope Benedict XVI on 25 March 2011.

On 26 February 2013, 2 days before the announced resignation of Pope Benedict XVI, Cardinal Huzar turned 80 and lost his right to participate in a conclave.

He died on 31 May 2017 at the age of 84.

Notes

Sources and references

External links
 Cardinalrating pages concerning him
 An interview published in February 2004 by Zerkalo Nedeli (Mirror Weekly), Kyiv, in Ukrainian and in Russian.
 Biography at Catholic-pages.com
 Biography at Catholic-hierarchy.com

1933 births
2017 deaths
Metropolitans of Kyiv-Galicia
Metropolitans of Galicia (1808-2005)
Clergy from Lviv
People from Lwów Voivodeship
Ukrainian cardinals
Catholic University of America alumni
Fordham University alumni
Pontifical Urban University alumni
Cardinals created by Pope John Paul II
Studite Brethren
Members of the Pontifical Council for Culture
Naturalized citizens of Ukraine
20th-century Eastern Catholic bishops
21st-century Eastern Catholic archbishops
Former United States citizens
Eastern Catholic bishops in Ukraine
Recipients of the Order of Prince Yaroslav the Wise, 3rd class
Leaders of the Ruthenian Uniate Church
Honorary Citizen of Ternopil
Liubomyr Huzar

Liubomyr Huzar


Margaret of Savoy (7 August 1420 – 30 September 1479), was a daughter of Amadeus VIII of Savoy and Mary of Burgundy. By her three illustrious marriages, she held a number of titles, including Duchess of Anjou, Duchess of Calabria, Countess of Maine, Countess of the Palatinate, and Countess of Württemberg.

Family
Margaret was one of seven children born to Amadeus VIII, Count of Savoy and his wife Mary of Burgundy. A few of her siblings included Louis, Duke of Savoy and Mary, Duchess of Milan.

Her paternal grandparents were Amadeus VII, Count of Savoy and Bonne of Berry. Her maternal grandparents were Philip the Bold, Duke of Burgundy and Margaret III, Countess of Flanders.

Marriages

First
Margaret married firstly Louis, Duke of Anjou, the titular King of Naples. He was a son of Louis II of Anjou and Yolande of Aragon. Their first marriage contract is dated on 31 Mar 1431. She became known as the Duchess of Anjou. They had no children, and he died in 1434.

Second
In 1445, Margaret next married Louis IV, Count Palatine of the Rhine. He was a son of Louis III, Elector Palatine and his second wife Matilda of Savoy. Margaret became Countess of the Palatinate through this alliance. Their marriage lasted only four years, as Louis died on 13 August 1449. They had one son:

 Philip, Elector Palatine (14 July 1448 – 28 February 1508).

Third
Thirdly, she married in Stuttgart 11 November 1453 Ulrich V, Count of Württemberg. They were both the other's third spouses. She added the title Countess of Württemberg to her many titles through this alliance. From this marriage they had the following children:

 Margaret (c. 1454 – 21 April 1470), married 23 April 1469 to Count Philip I of Eppstein-Königstein.
 Philippine (c. 1456 – 4 June 1475, Weert), married 22 April/4 June 1470 to Count James II of Horn.
 Helene (c. 1460 – 19 February 1506), married in Waldenburg 26 February 1476 to Count Kraft VI of Hohenlohe-Neuenstein.

Margaret died on 30 September 1479.

References

Sources

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1420 births
1479 deaths
Margaret
Duchesses of Anjou
Countesses of Maine
Countesses of Provence
Remarried royal consorts
Duchesses of Calabria
Margaret
Margaret
People from Morges
Margaret
15th-century German people
15th-century German women
Electresses of the Palatinate
Mothers of monarchs

Margaret of Savoy, Duchess of Anjou


The term zero tolerance refers to automatic reprimand or punishment for even mild violations of certain rules. The policy forbids when people of even the highest position change punishment policy or rules. Punishments set earlier are not always severe. Those with sexual harassment or bad Internet uses are usually harsh. The first recorded use for the term was 1972, though it might have been used earlier. In certain schools, zero tolerance applies to any knife regardless of its type. Credible evidence, though, does not support zero tolerance rules having positive effects. In fact, suspensions may result in embarrassment to schools and students or even bad publicities. The policy has gotten criticized for violating Law Enforcement Codes.

Criminal justice

Zero tolerance


Il bandito dagli occhi azzurri (internationally released as The Blue-Eyed Bandit) is a 1980 Italian poliziottesco film written and directed by Alfredo Giannetti. It marked the film debut of Fabrizio Bentivoglio.

Plot
Renzo Dominici is an accountant for a company in Genoa, apparently lame and in poor health; in reality he is pretending to be in order to be able to carry out a robbery in the company without being recognized, and to disguise himself he uses a wedge in his shoe to limp, a brown wig and brown contact lenses to hide his blue eyes.

In the days before the blow, Renzo first comes into contact with Riccardo, a homosexual boy who works in a sauna, and after he has discovered him stealing in his wallet, he falls in love with him and follows him, being able to recognize him by the scent, and later with Stella, the young and attractive maid of the canteen of the company where he works, bored by the ménage he entertains with the head of the canteen and with another assistant, who tries to seduce him but is rejected.

Renzo organizes the robbery in all the details, including the escape from Italy, also bribing a port employee to board a transport ship that will sail to Panama. The day when there is a large amount of money in the company, Renzo carries out the robbery with his face covered, stealing the sum of two billion lire from the safe, dropping his sunglasses and uncovering his eyes, which due to their peculiarity become a sort of legend for the media and the bandit has since been called "the blue-eyed bandit".

The police at first are clueless, but, due to some unforeseen events, some people who know Renzo begin to suspect him and endanger his cover: during the escape through the dungeons, where Stella is flirting with her lover, he drops a lighter which is picked up by her, and, remembering having seen it in his office when she went to bring him lunch, she reports it to the head of the canteen; together they go searching for clues in his office but are seen by Renzo who from that moment will try to eliminate them: the first will die locked up in the cold room, while the girl will be spared after being stunned.

Two other people are aware of his role in the robbery: one of the company's security guards, who identified him thanks to the cufflinks of his shirt that he also wore during the action, who, after having searched his home, claims a part of the loot but Renzo will kill him before going to recover the money. The second is Riccardo who recognized him after seeing him take off his glasses in the sauna, without reporting it to the police, who stopped him as a suspect, and also attempting, with the help of two accomplices, to steal the stolen goods but Renzo will be able to neutralize them before escaping.

The last unexpected event is represented by the mother, hospitalized in a psychiatric clinic and whom he occasionally visits, who seeing the identikit of the bandit in the newspaper, immediately recognizes him as the son in front of the nurse nun, who immediately warns the police. giving the man's name and surname but Renzo, using a secret passage in his house, manages to get away before being captured, managing to board the ship for Panama and, in the last scene, waking up on the deck, receives breakfast by a sailor, rewarding him with a generous tip.

Cast
 Franco Nero as Renzo Dominici
 Dalila Di Lazzaro as Stella
 Carlos de Carvalho as Police Commissioner
 Pierfrancesco Poggi as Stella's Lover
 Luigi Montini as Brigadeer Mannella
 Sergio Tabor as Palamitessa
 Jole Fierro as Renzo's Mother
 Fabrizio Bentivoglio as Riccardo aka Rick
 Paolo Maria Scalondro as Policeman
 Franco Javarone as Watchman
 Mickey Knox as De Biase

Reception
The film was described as "old fashioned and pleasantly cartoonish."

See also
 List of Italian films of 1980

References

External links

1980 films
1980 crime drama films
1980s heist films
Italian crime drama films
Italian heist films
Poliziotteschi films
Films directed by Alfredo Giannetti
Films scored by Ennio Morricone
1980s Italian-language films
1980s Italian films

The Blue-Eyed Bandit


Greenhouse-Item was an American nuclear test conducted on May 25, 1951, as part of Operation Greenhouse at the Pacific Proving Ground, specifically on the island of Engebi in the Eniwetok Atoll in the Central Pacific Ocean. This test explosion was the first test of a boosted fission weapon.

Description
In this test deuterium-tritium (D-T) gas was injected into the enriched uranium core of a nuclear fission bomb. The extreme heat of the fissioning bomb produced thermonuclear fusion reactions within the D-T gas, but not enough of them to be considered a full nuclear fusion bomb. This fusion reaction released a large number of free neutrons, which greatly increased the efficiency of the nuclear fission reaction. The explosive yield of this bomb was 45.5 kilotons, about twice the yield of the unboosted bomb.

The device was code-named "Booster" in its development stages, a name for the mechanism coined by Edward Teller in September 1947. Planning for it had begun in the late 1940s. According to the researcher Chuck Hansen, it was mentioned in official U.S. Atomic Energy Commission documents as early as 1947. The main problems in development were making modifications to the fission core to accept the gas correctly without reducing its own efficiency. The 1951 test was primarily to test the nuclear principles involved, and to gain research data, and it was not considered a design for a weaponizable device. Even as late as 1954, no boosted weapon had entered into the nuclear-weapons stockpile, and the only use for the Greenhouse Item nuclear test  had been for its research results.

The "Booster" device was detonated at 6:17 am on May 25, 1951, from a  shot tower on the island of Engebi in the Enewetok Atoll, and its fusion fuel was injected by means of a cryogenic pump at the base of the tower.

Gallery

References
Chuck Hansen, Swords of Armageddon, 1995, esp. "The Item Shot" in Volume III.

External links

Operation Greenhouse at nuclearweaponarchive.org

Explosions in 1951
Enewetak Atoll nuclear explosive tests
1951 in the Marshall Islands
1951 in the United States
1951 in military history
1951 in science
May 1951 events in Oceania

Greenhouse Item


Christopher Sperandio (born 1964) is an American artist known for his collaborative work with British artist Simon Grennan.

Biography
Sperandio was born in Kingwood, West Virginia, and attended West Virginia University, receiving his Bachelor of Fine Arts in printmaking in 1987. He pursued graduate coursework at the University of Illinois at Chicago receiving a Master of Fine Arts in painting in 1991.  Both Grennan and Sperandio were classmates of Tom Friedman. Sperandio is an assistant professor at Rice University in the School of Visual and Dramatic Arts.

Artworks
The "We got it!" bar was the result of the artists collaboration with the unionized workforce of a suburban Chicago chocolate factory for Sculpture Chicago's Culture in Action exhibition.

Grennan and Sperandio were commissioned to make new work for the international contemporary art survey Traffic, curated by Nicolas Bourriaud, and their works have often been exhibited with other "Relational Art" practitioners, such as Rirkrit Tiravanija and Maurizio Cattelan.

Grennan and Sperandio have produced 18 comic books for museums with Fantagraphics Books, DC Comics and under their own imprint Kartoon Kings. Typical of these is the "Invisible City" project for the Public Art Fund and "Modern Masters" produced for PS1/MoMA. Kartoon Kings: The Graphic Work of Simon Grennan and Christopher Sperandio, a monograph collecting images and information on their collaborative practice was published in 2007.

Sperandio is credited as creator and executive producer of ARTSTAR, an eight-part unscripted television series set in the New York art world
of Deitch Projects airing on American television (Voom) in 2006.

References

External links
 Kartoon Kings - Official web site of Simon Grennan and Christopher Sperandio

American contemporary artists
West Virginia University alumni
University of Illinois Chicago alumni
Rice University faculty
Living people
People from Kingwood, West Virginia
1964 births

Christopher Sperandio


German () is one of the seventeen historic parishes of the Isle of Man.

It is located on the west of the island (part of the traditional North Side division) in the sheading of Glenfaba.

Administratively, part of the historic parish of German is now covered by part of the town of Peel.

Other settlements in the parish include St John's (home of the Tynwald Day ceremony).

Local government
For the purposes of local government, The majority of the area of the historic parish forms a single parish district with Commissioners.

Since 1884, an area in the west of the historic parish of German has been part of the separate town of Peel, with its own town Commissioners.

The Captain of the Parish (since 2015) is Allen Charles Corlett.

Politics
German parish is part of the Glenfaba & Peel constituency, which elects two Members to the House of Keys. Before 2016 the majority of the historic parish was in the Glenfaba constituency, and from 1867 until 2016 Peel formed its own constituency.

Geography
It is a mainly hilly area, apart from a small coastal plain near Peel.

Demographics
The Isle of Man census of 2016 returned a parish population of 966, a decrease of 6% from the figure of 1,024 in 2011. 44 residents (4.3%) were able to read, write, and speak Manx Gaelic at the time of the 2011 census. This compares to 3.2% in 1875.

References

 Manxnotebook German. Detail about Manx parishes and description of the parish.
Manxnotebook - German with full description of the parish and photographs
 Manxnotebook Kirk German Antiquities
 Isle of Man Building Control Districts showing parish boundaries
 Glenology - Manx Glens. An ongoing study of Manx glens, their locations and meanings.

Parishes of the Isle of Man

German (parish)


The House of Orléans-Bragança, is a descendant branch, on the male side, of the Casa d'Orléans, of France, and, on the female side, of the House of Bragança . The house was founded with the marriage of the heir to the Brazilian throne, Isabel do Brasil, and the French prince Gastão de Orléans, Conde d'Eu . Since the Proclamation of the Republic in 1889, their descendants have claimed the defunct imperial throne of Brazil, abolished in 1889.

History of Brazil
House of Braganza

House of Orléans-Braganza


Nematus ribesii is a species of sawfly in the family Tenthredinidae. English names include common gooseberry sawfly and imported currantworm. This insect is best known as a pest of gooseberries. The larvae feed on the foliage of the plant, often defoliating it completely.

Like all sawflies, this species is a hymenopteran, not a true fly. This insect can produce three generations per year, with larvae emerging between April and September. It differs in this respect from Nematus leucotrochus, the pale-spotted gooseberry sawfly, which has a single generation. The female sawfly lays eggs on the undersides of the leaves and the larvae work their way upwards, stripping the plant of foliage. The larva of this species of sawfly is up to 2 centimeters long and green in color with a black head and black spots along the body. The adult is yellowish with black markings, the females slightly larger than the males.

References

External links
Bugguide.net. Nematus ribesii

Tenthredinidae
Insects described in 1763
Agricultural pest insects
Taxa named by Giovanni Antonio Scopoli

Nematus ribesii


For the hockey trophy, see Stanley Cup

Stanley is an American brand of food and beverage containers invented by William Stanley Jr.

History
The Stanley all-steel vacuum flask was invented by William Stanley Jr. in 1913.

Early uses for the Stanley bottle included flying with the pilots on B-17s during World War II, carrying human organs, transporting bull semen by the cattle industry, and accompanying crews on deep sea explorations. More recently the bottle has been used for cooking noodles and hot dogs, transporting temperature-delicate medicines, and carrying coffee or other hot drinks.

Timeline

In 1913 William Stanley Jr. created the Stanley bottle as a result of his work with transformers, during which he discovered that a welding process he was using could be used to insulate a vacuum bottle with steel instead of glass.

By 1915 William Stanley began mass production of the Stanley bottle. He acquired an empty building, renovated and equipped it with machinery for production of insulated jugs, beverage servers, and desk top decanters.

In 1916, William Stanley died at the age of 57. A New York City investment company acquired the operation and hired a mechanical engineer, Harry Badger, as General Manager who continued to invent and develop new products which expanded the product line.

In 1921, Landers, Frary & Clark (L.F&C) of New Britain, Connecticut (a household appliance manufacturer) purchased Stanley Insulating Company and added the Stanley line to their appliance and hardware lines.

In 1933, the entire Stanley operation moved from Great Barrington, Massachusetts to L.F&C's plant in New Britain, Connecticut.  During this time, Harry Badger became Chief Product Research and Manufacturing Engineer and in the following years he continued to develop and add more products to the Stanley line.

In 1949 Harry Badger retired and John Eza became Chief Product Research and Manufacturing Engineer. From 1949 to 1965, fifteen new products were added and Stanley containers were now used by airlines, railroads, ocean lines, hospitals and mass feeding institutions.

In 1953 the Pint Quart and two Quart bottles were modified to utilize common cups, collars, and stoppers.

On March 30, 1961, there was a tender offer to acquire controlling stock of L F & C by J. B. Williams Company, a leading producer of pharmaceuticals. Within six weeks J. B. Williams had ownership of 80% of some 404,000 outstanding shares.

In 1965, Aladdin acquired the Universal Stanley Division of the J. B. Williams Company, which made the Stanley thermos bottle in Nashville, Tennessee. All of Stanley's operations were moved to Nashville and by 1966 the first Aladdin Stanley bottles were shipped. John Eza was hired by Aladdin Industries to set up operations in Nashville, and he remained the chief engineer with the Stanley Bottle Division until his retirement in 1989.

In 1968 the insulated cup and threaded stopper were designed and manufactured to provide a reduction in manufacturing costs and operating equipment.

In 1976, a shorter two-quart Stanley bottle was introduced.  In 1988 the bail handle was replaced by a side handle.  In the mid 1980s a side handle also was introduced in the one-quart bottle.  During this time the 24oz wide mouth bottle with an insulated cup was also produced.

In 2002, Stanley was purchased by Seattle, WA based Pacific Market International (PMI).  Stanley's manufacturing facilities were then moved to China.

See also
 List of bottle types, brands and companies
 Aladdin (food & beverage containers)

References

External links

 Patent referencing William Stanley's Bottle Patent

Bottles
Vacuum flasks
Camping equipment manufacturers
American companies established in 1913
Manufacturing companies established in 1913

Stanley bottle