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284_4 | I. "Jesus of Suburbia" (0:00 – 1:51)
II. "City of the Damned" (1:51 – 3:42)
III. "I Don't Care" (3:42 – 5:25)
IV. "Dearly Beloved" (5:25 – 6:30)
V. "Tales of Another Broken Home" (6:30 – 9:08) |
284_5 | Music videos
Two versions of the "Jesus of Suburbia" music video exist, directed by Samuel Bayer (who also directed the music videos for the first four singles released from the American Idiot album). The official music video premiered on October 14, 2005 in the UK and on October 25, 2005 on the MTV network for viewers in the US. One version is a 12-minute edit, complete with a plot and dialogue; the other is a six and a half-minute director's cut, inclusive solely of the music itself and devoid of additives. The twelve-minute version is censored, whereas the six-minute version is not. The video starred Lou Taylor Pucci as Jesus. Jesus' love interest (Whatsername) was played by Kelli Garner. Jesus' mother was portrayed by Canadian actress Deborah Kara Unger. Although Armstrong was originally tipped to provide the acting role of the main character, this was altered during pre-filming. |
284_6 | The plot of the video essentially follows that of the song. Despite the fact it is the second track, the video reveals Jesus' and Whatsername's relationship before it is revealed in the story. The video pays homage to "1979" by Smashing Pumpkins—it also made use of the snorricam which created the videos' notable up close shots in the convenience store and party scenes.
Live performances
It has been played at most of the group's concerts since its release. At many concerts on the 21st Century Breakdown World Tour the band picked an audience member from the crowd to play guitar to the song.
The song holds the record of the longest performance on the UK television programme, Top of the Pops at 9 minutes and 10 seconds on November 6, 2005. |
284_7 | Critical reception |
284_8 | Since its release, "Jesus of Suburbia" has received universal critical acclaim. People magazine called the song "epic" and a "magnificent nine-minute rock opera." It is often recognized as one of Green Day's greatest songs. It was voted the greatest Green Day song of all time in a Rolling Stone readers poll in September 2012. Magnet considered the song underrated, saying "Some will look at this choice and sniff, “How the hell can you call that underrated?” ... But how in the world can you call it “overrated” when the five-movement, nine-plus-minute song bobs and weaves its way through standard-issue pop punk (“Jesus Of Suburbia”), a piano-laced interlude (“City Of The Damned”), the slobbering, thundering middle section (“I Don’t Care”), acoustic mid-tempo connective tissue (“Dearly Beloved”) and an outsized, anthemic curtain call (the spectacularly good “Tales Of Another Broken Home”), all in service of a tale of bored rebellion as nuanced as Pete Townshend’s Quadrophenia and as |
284_9 | powerful as any of Paul Westerberg’s snot-nosed teenage character studies?". |
284_10 | Credits and personnel
Songwriting – Billie Joe Armstrong, Mike Dirnt, Tré Cool
Production – Rob Cavallo, Green Day
Track listings
10"
Charts
Certifications
References
External links
Green Day plan ambitious video for next single
Think Green Day's "September" Clip Is Epic? Just Wait For "Jesus Of Suburbia"
2003 songs
2004 songs
2005 singles
Green Day songs
Songs written by Billie Joe Armstrong
Music videos directed by Samuel Bayer
American Idiot
Song recordings produced by Rob Cavallo
Music medleys
Songs written by Mike Dirnt
Songs written by Tré Cool |
285_0 | Escape from Rubbish Island is the fifth studio album by English rock band the Wonder Stuff. It was released on 27 September 2004, through the IRL record label. The band had broken up in 1994, had reformed in 2000 and had been playing shows sporadically over the next few years. Frontman Miles Hunt began making drum loops in his home studio, and his flatmate, former Radical Dance Faction member Mark McCarthy, added bass over them. An argument between Hunt and bandmate Martin Gilks resulted in the latter leaving, followed by violinist Martin Bell soon after. Hunt continued working on the tracks, recording at Vada Studios in 2004 with Matt Terry producing. The album saw a return to the band's rock sound of their early albums. |
285_1 | Escape from Rubbish Island received generally favourable reviews from critics, some of whom commented on Hunt's lyrics. "Better Get Ready for a Fist Fight" reached number 95 in the UK Singles Chart. "Better Get Ready for a Fist Fight" was released as the lead single in January 2005, followed the next month by a joint release of "Bile Chant" and "Escape from Rubbish Island". To promote the album, the band embarked on tours of the United Kingdom and the United States. The US release of the album, which coincided with the tour in that territory, featured alternate mixes and additional guitar parts. |
285_2 | Background and production
From 1988 to 1993, the Wonder Stuff released four studio albums; the band then broke up in June 1994. Frontman Miles Hunt performed as a solo artist briefly, before forming Vent 414; the other members of the band, guitarist Malcolm Treece, bassist Paul Clifford, and drummer Martin Gilks, formed Weknowwhereyoulive. The Wonder Stuff, with the addition of former violinist / banjo player Martin Bell, and new members Stuart Quinell and Pete Whittaker, reunited for a show in 2000, initially as a one-off. Due to demand, the single gig was expanded to five, and the band continued to tour infrequently over the next few years. Hunt wrote new songs in a home studio that he had built in London with Radical Dance Faction member Mark McCarthy, who played bass, in 2003. |
285_3 | The pair had been sharing a flat with a friend, and Hunt had bought a computer and recording software. In an attempt to learn the software, Hunt looped drum beats, and he asked McCarthy to play over them. Inspired by McCarthy's playing ability, Hunt began adding guitar parts. Over the next two months, Hunt saw an album's worth of material forming; he was aware that the music would be different from that on his two solo releases, Hairy on the Inside (1999) and The Miles Hunt Club (2002). Around this time, the Wonder Stuff's original manager, Les Johnson, introduced Hunt to Matt Terry, a producer who owned his own studio in Stratford-upon-Avon. Terry was friends with Johnson's son, Luke, a drummer in Amen; Hunt had also known Luke since the latter was a young child. Johnson, who lived in California, was visiting his parents; Hunt said he would pay for Johnson's flight back to the US if he could delay it by a week and help record drums for him, which Johnson agreed to. |
285_4 | While this was occurring, Hunt and McCarthy were making frequent visits to Stratford, where Hunt's manager, David Jaymes, was forming his own label, IRL. Hunt played them early versions of songs he was working on, which the label was ecstatic about releasing. By December 2003, Gilks left the Wonder Stuff after an argument between Hunt and Gilks; soon afterwards, Bell left as well. Hunt didn't take Bell and Gilks's leaving seriously, as the pair had threatened to leave on prior occasions, and it wasn't until early 2004, when Gilks asked Hunt to remove his gear from a lock-up, that Hunt understood that Bell and Gilks were not expecting to return. Despite being short a few band members, Hunt focused on finishing the album he had been working on. Recording was held at Vada Studios in 2004, with Terry as the producer, and James Edwards as engineer. Paul Tipler mixed the recordings at Gravity Shack Studios in London, before the album was mastered by Kevin Grainger at Wired Masters. |
285_5 | Composition
Escape from Rubbish Island was a return to the straightforward rock sound of the band's earlier albums, especially their debut album, The Eight Legged Groove Machine (1988). Hunt said that the title was "a statement about the way Britain's gone over the last ten years. Politically, socially, musically, it's just very backward looking." In contrast with their third studio album, Construction for the Modern Idiot (1993), which was about growing up, Escape from Rubbish Island tackled escapism and divorce. Edwards supplied additional guitars, while Terry provided additional backing vocals; Hunt's uncle, Bill Hunt, contributed on the organ. |
285_6 | Hunt wrote the majority of the tracks, except for "Bile Chant" (written by Hunt, McCarthy, and Republica member Jonny Male), "Better Get Ready for a Fist Fight" (written by Hunt, McCarthy, and Male), "Another Comic Tragedy" (written by Hunt and Male), and "Head Count" (written by Hunt and McCarthy). The opening track, "Escape from Rubbish Island", lambasts modern England before becoming introspective, and is followed by "Bile Chant", which features flamenco guitar. "Better Get Ready for a Fist Fight" recalled the sound of Construction for the Modern Idiot, and is followed by "Another Tragic Comedy", which tackles the topic of relationships. "Head Count" is a goth-esque track that incorporates an organ; "One Step at a Time" contains elements of funk. The closing track, "Love's Ltd", has Celtic flourishes, with whistling by Geoffrey Kelly. |
285_7 | Release
A financial backer of IRL proposed to Hunt that he release the album under the Wonder Stuff name. After realising that he had put into the album the same effort that he had with the previous Wonder Stuff albums, he decided to put it out under the name. Hunt invited Treece to join him and McCarthy on tour; Johnson was unable to secure a work permit, and was only able to play a few dates before being replaced by former Love in Reverse member Andres Karu, who had drummed for Hunt previously on The Miles Hunt Club. According to Hunt, the ex-members took over the band's website, criticizing the new line-up as "nothing but Miles Hunt and a bunch of his mates going out playing Wonder Stuff songs. To which," Hunt continued, "I could only ask 'isn't that what it always had been? Escape from Rubbish Island was released on 27 September 2004, through IRL. The band toured the United Kingdom until mid-October. |
285_8 | "Better Get Ready for a Fist Fight" was released as a single on 11 October 2004, with "Apple of My Eye" and "Safety Pin Stuck in My Heart" as extra tracks. "Bile Chant" and "Escape from Rubbish Island" were released as a joint single on 21 February 2005, with remixes of both songs as extra tracks. On 1 March 2005, a music video for "Escape from Rubbish Island" was posted online. The band was invited to tour the United States by touring agent Marc Geiger, who ran a label that was interested in releasing the album there. Escape from Rubbish Island was released in the US in March 2005; as Hunt was unhappy with some of the original mixes, he altered a few of them and had Treece add new guitar parts to some of the tracks. Later in the month, the band played a handful of UK shows. In April and May 2005, the band embarked on a tour of the US, with As Fast As.
Reception |
285_9 | Escape from Rubbish Island was met with generally positive reviews from music critics. AllMusic reviewer John D. Luerssen wrote that the album "may not match" the quality of their third studio album, Never Loved Elvis (1991), but "it boasts some superb songs in the band's unique indie folk/rock style heightened by Hunt's sorely-needed, wry observations." He added that the album "may be littered with a couple of disposable songs... but with irresistibly melodic, attitudinal numbers like 'Back to Work' and 'Another Comic Tragedy', the Wonder Stuff still manage to say it all with their moniker." |
285_10 | Stylus Magazine Bjorn Randolph highlighted Hunt's lyrics: "He's clearly got a hard case of the older/wisers, and the gleeful misanthropy of the classic Stuffies has been replaced with a wistful air, filled with regrets, coulda-beens and shoulda-beens." Patrick Schabe of PopMatters found Hunt's lyrics to be "as wry and bitter and sneering as ever" but found the music to be "missing a piece of the formula that made up the old, familiar Wonder Stuff." Chart Attack writer David Missio said that a few people "will enjoy Escape From Rubbish Island's Bon Jovi/John Mellencamp sound", though the "brash lyrics" make it fall "much too flat to be a successful comeback album".
"Better Get Ready for a Fist Fight" reached number 95 on the UK Singles Chart.
Track listing
All songs written by Miles Hunt, except where noted.
Personnel
Personnel per booklet. |
285_11 | The Wonder Stuff
Miles Hunt – lead vocals, guitars, keyboards, programming, percussion
Malcom Treece – guitar, backing vocals
Mark McCarthy – bass
Additional musicians
Luke Johnson – drums
James Edwards – additional guitars
Matt Terry – additional backing vocals
Geoffrey Kelly – whistles, flute
Bill Hunt – organ
Production
Matt Terry – producer
James Edwards – engineer
Paul Tipler – mixing
Kevin Grainger – mastering
Design
Tony Bartolo – photography
Miles Hunt – photography
Mark McCarthy – photography
Alan Robertson – sleeve design
References
External links
Escape from Rubbish Island at YouTube (streamed copy where licensed)
2004 albums
The Wonder Stuff albums |
286_0 | The Mahimal (), also known as Maimal (), are a Bengali Muslim community of inland fishermen predominantly indigenous to the Sylhet Division of Bangladesh and the Barak Valley in Assam, India.
Origins
According to the traditions of the community, the word Mahimal comes from the Persian word māhi (ماهی) meaning fish and the Arabic word mallāḥ (ملاح) meaning boatman. The Mahimal are said to become Muslims through the efforts of the Sufi saint, Shah Jalal, and his disciples. They are found along the banks of the Sonai and Barak rivers, predominantly in Assam's Barak Valley districts though some can also be found in the Sylhet District. The community converse in the Sylheti dialect of the Bengali language. |
286_1 | Present circumstances
The Mahimal were a community of inland fishermen, but most are now settled agriculturists. They are mainly marginal farmers, growing paddy and vegetables. A small number of Mahimal have taken petty trade. The Mahimal live in multi-ethnic villages, occupying their own quarters, referred to as paras. They are strictly endogamous and marry close kin. Historically, the community practised village exogamy, but this is no longer the case. |
286_2 | Traditionally, the Mahimals are localised on the banks and nearby areas of rivers and other natural water bodies owing to their customary occupation of fishing. So, roads and other means of modern communications lack in their villages. Even there are some village like Kalachori Par where water remains at least for 6-months. The flood damages all paddy fields; there is no communication system, no road, no electricity, and the percentage of literacy is 1%. The government is not taking any steps and the gram panchayat are considered corrupt, taking all the money with the community going backward day by day.
On the socio-economic front also, they are lagging behind the other communities due to their illiteracy and backwardness in education. Due to all-round backwardness, they have been the easy prey in the clutches of the so-called high caste people. |
286_3 | History
Visualising an abundance of opportunities, two Sardars of the Mahimal community, Raghai and Basai, led the community to migrate to Panchakhanda (present-day Beanibazar). The migration was the aftermath of the developmental tasks undertaken by Kalidas Pal, the erstwhile Hindu zamindar of Panchakhanda. The Mahimals subsequently maintained a presence in Beanibazar into modern times. |
286_4 | In 1913, Mahimals helped in the development of Sylhet Government Alia Madrasah by raising funds following a request by the Education Minister of Assam, Syed Abdul Majid, to the Muslim Fisherman's Society (a society of wealthy Mahimal businessmen) in Kanishail. With the money handed by Mahimals, several acres of land suitable for the construction of madrasa houses, including the present government Alia Madrasa ground, located southeast of the Dargah, were purchased and the necessary construction work was also completed. Abdul Majid was questioned by some people on why he dared to approach the Mahimal community (which is generally seen as a neglected lower-class Muslim social group) for aid. He responded by saying that he did to show that this community can do big things and that they should not be neglected. |
286_5 | Female education was not very prevalent among the Muslims of Bengal and Assam in the past. A decade after the establishment of Sakhawat Memorial Govt. Girls' High School by Begum Rokeya, a Mahimal known as Sheikh Sikandar Ali (1891-1964) of Sheikhghat established the Muinunnisa Girls High School, named after his mother. Ali was never educated in his life though he self-taught himself and realised the value of education, and the need for the development of the uneducated Mahimal community. Initially a girls primary school, when the school was converted to a high school, the upper-class attempted to wipe away Ali and his mother's name but were unsuccessful due to protest. Ali was also the second largest benefactor of the Central Muslim Literary Society after Sareqaum Abu Zafar Abdullah. The designated monthly meeting spot for the Society was situated at Sikandar Ali's store, Anwara Woodworks, in Sheikhghat. Ali also published a weekly from 1940. Initially a mouthpiece for the Muslim |
286_6 | Fishermans Society of Assam Province, the magazine gained popularity among non-Muslims and Calcuttans, and was later published under the Fishermans Society of Bengal and Assam. It continued to be published until 1947 due to financial issues. Following Ali's death, poet Aminur Rashid Chowdhury wrote a lengthy editorial tribute in the Weekly Jugabheri. Ali's name is also mentioned in the Sylheter Eksho Ekjon (101 People of Sylhet) book by Captain Fazlur Rahman, author of the famous Sylheter Mati o Manush (Sylhet's land and people) history book. |
286_7 | Post-partition
Following the Partition of India in 1947, the Mahimal communities of Bangladesh (formerly part of Pakistan) and India have developed mostly independently of each other. |
286_8 | Bangladesh
The Mahimal community later assisted in the establishment of more madrasas in the Sylhet region such as Muhammad Ali Raipuri's Lamargaon Madrasa in Zakiganj, Bairagir Bazar Madrasa in Panchgaon and the Jamia Rahmania Taidul Islam Madrasa in Fatehpur. The latter, which hosts a science laboratory, is one of the most advanced and successful Madrasas in Bangladesh in terms of recent test results. Marhum Haji Muhammad Khurshid Ali of Bhatali, and his son, Haji Nurul Islam, greatly contributed to the establishment of the Kazir Bazar Qawmi Madrasa in Sylhet town. Another major educationist of Mahimal extraction was Haji Abdus Sattar of Haydarpur who benefacted the Bandar Bazar Jame Mosque as well as almost all major madrasas in Sylhet. Moinuddin bin Haji Bashiruddin of Kolapara Bahr successfully established a private university in the city. |
286_9 | The Mahimal community within Bangladesh have developed in numerous fields since independence. Notable Mahimals in the education field include:
Marhum Abdul Muqit, a long-serving headmaster of the Raja GC High School
Akram Ali of Sheikhpara, educated in Sylhet High Madrasa, retired Vice Principal of Madan Mohan College
Afaz Uddin, professor in Sunamganj
The community has also gave horizon to government secretaries such as Akmal Husayn bin Danai Haji Saheb of Dighli, Govindaganj and Zamir Uddin of Ita. High School Headmaster Ali Farid's son was former secretary of the Ministry of Home Affairs. |
286_10 | In India |
286_11 | During the early 1960s, in an attempt to emancipate this downtrodden community from the curse of socio-economic backwardness some great leaders of this community like Morhum Maulana Mumtaz Uddin, Morhum Maulana Shahid Ahmed (popularly known as Raipuri Sahib), Mr. Sarkum Ali (Master of Krishnapur, Hailakandi), Morhum Maulana Shamsul Islam, Morhum Foyez Uddin (Master Saheb of Tinghori-Bihara), Morhum Haji Sayeed Ali of Srikona (Cachar), and few others, formed an organisation called Nikhil Cachar Muslim Fishermen Federation, with an area of operation of the old Cachar district (now split into Cachar and Hailakandi). This organisation led the society to give a socio-political identity and was successful to obtain the Other Backward Classes status for the Mahimals. Since the leadership of this organisation rolled through the elderly leaders only, a few educated youths of this community, in the mid-1980s, moved to form a youth wing which was later recognised under this organisation. Large |
286_12 | groups of Mahimals led by the likes of Najmul Hasan, Maharam Ali (Hailakandi), Fakhar Uddin Ahmed and Abdul Noor Ahmed (Cachar) travelled across the Barak Valley, organising meetings and initiating a wave of self-identity among Mahimal youths. |
286_13 | Mr. Anwarul Hoque was the one and only member of Assam Legislative Assembly. (para 2–4 added by Fakhar Uddin Ahmed).
The Mahimal have set up a statewide community association, the Maimal Federation, which deals with issues of community welfare. They are Sunni Muslims, and have customs similar to other Muslims of Assam in India.
On the other hand, some young energetic educated boy from Maimal community have made an organization in 2012 for the allround development of said community named "Maimal Association for Humanitarian Initiative" (MAHI). Its leaders are Professor Moulana Abdul Hamid, Mohammed Abdul Waris, Ozi Uddin Ahmed, Jubayer Ahmed and others.
References
Social groups of Assam
Muslim communities of India
Fishing communities
Ethnic groups in Bangladesh
Fishing communities in India |
287_0 | The Golden State was a named passenger train between Chicago and Los Angeles from 1902–1968 on the Chicago, Rock Island and Pacific Railroad (“Rock Island”) and the Southern Pacific Company (SP) and predecessors. It was named for California, the “Golden State”.
The Golden State route was relatively low-altitude, crossing the Continental Divide at about near Lordsburg, New Mexico, although the highest elevation en route was over near Corona, New Mexico. Other transcontinental routes reached elevations of more than in the Santa Fe railway near Flagstaff, Arizona, and Union Pacific near Sherman, Wyoming. At 2340 miles it was one of the longest continuous passenger railroad routes in the United States, to be exceeded by the SP's Imperial and by Amtrak's pre-2005 Sunset Limited. In most of the Arizona section of the route it passes through area acquired by the Gadsden Purchase.
History |
287_1 | The train was inaugurated on November 2, 1902, as the Golden State Limited between Chicago, Kansas City, El Paso, southern Arizona and Los Angeles. At it had the longest route in the United States and second only to the Canadian Pacific Railway's Imperial Limited in North America. Until 1910 the Golden State Limited was seasonal, generally running December to April or May; the rest of the year, the same schedules were known as the California Limited westbound and Chicago-St. Louis Limited eastbound. The Golden State Limited was for Pullman passengers only, while the California Limited also carried tourist (economy) sleeping cars and coaches.
The Golden State Limited (or California Limited in the off season) carried numbers 43 and 44 until mid-1907 when it became numbers 3 and 4. After January 1910 the Golden State Limited ran year-round until it ended in 1968. Limited was dropped from the name on May 18, 1947, and the train became the Golden State. |
287_2 | In summer 1926, the train left Chicago at 8:30 PM CST and arrived Los Angeles 68 hr 15 min later. During the 1920s and 1930s when Florida became a popular winter destination, the Rock Island and Southern Pacific positioned the Golden State as an escape from the cold eastern and Midwestern winters, with some success.
For years the primary competition was Santa Fe's California Limited which did almost twice the business. When the Santa Fe Chief started in November 1926, the Golden State started running on the same 63-hour schedule with the same $10 extra fare (until 1929). |
287_3 | After World War II, the Rock Island and Southern Pacific considered a new 39¾ hour (the accepted fast schedule between Chicago and Los Angeles/San Francisco) streamliner to be named the Golden Rocket. This name was an extension of the use of the name Rocket that the Rock Island had introduced on other routes combined with the prefix “Golden” which had been used for many years as a prefix for car names. See also the Rocky Mountain Rocket, the Des Moines Rocket, the Peoria Rocket and others. |
287_4 | The Golden Rocket was to have two sets of equipment (one supplied by each railroad) and compete with Santa Fe's Super Chief, another train between Chicago and Los Angeles. The Rock Island ordered cars with a red and silver color scheme, lettered for the Golden Rocket. The Southern Pacific was not as enthusiastic, primarily because of upgrades needed on the El Paso–Kansas City portion of the route, which was single track and poorly signaled. After Southern Pacific decided not to participate, Rock Island's set of Golden Rocket equipment was re-lettered and integrated into the Golden State. |
287_5 | The Golden State became a streamliner in January 1948, with vermilion red on the upper body and pier panel and the lower bodies either natural corrugated stainless steel or silver or grey paint on smooth-sided cars. The train ran with many styles of equipment. Smooth-sided and corrugated stainless steel equipment were mixed and heavyweight baggage, Railway Post Office (RPO) and dormitory cars were common. |
287_6 | Transcontinental sleeping car service between New York and Los Angeles on alternate days via the New York Central Railroad and Pennsylvania Railroad was added in 1946 but ended in 1951. Other sleeping car routes on the Golden State included Chicago – Kansas City and Chicago – San Diego (via the Southern Pacific and their subsidiary, San Diego and Arizona Railway, connecting at Yuma, Arizona). The train carried linked sleeping cars from other carriers: in Kansas City, it picked up a Rock Island Railroad sleeping car from Minneapolis and at the same station it picked up also a Missouri Pacific Railroad sleeping car from St. Louis,
The train had a coordinated connection with the National Railway of Mexico's (NdeM) El Fronterizo (7/8) in El Paso, Texas; this NdeM train continued to Ciudad Juarez, Chihuahua and Mexico City. The schedule was set to accommodate travel from Los Angeles to Mexico, and the reverse direction. |
287_7 | The Golden State had the same declining passenger revenues as other trains in the 1950s and 1960s, although service was not downgraded severely as on other trains. A sleeping car and grill/lounge or dining car was always included. The train was combined with Southern Pacific's New Orleans – Los Angeles Sunset Limited west of El Paso after April 1964. The last westbound Golden State left Chicago on Monday, February 19, 1968, and the last inbound Golden State pulled into Chicago's LaSalle Street Station on February 21.
Amtrak's Sunset Limited between Los Angeles and New Orleans uses the Golden State's route west of Yuma. The Sunset runs three times weekly; Southern Pacific reduced the Sunset Limited from daily to tri-weekly before Amtrak's formation.
Routes |
287_8 | The Southern Pacific line from Los Angeles to El Paso was completed in May 1881; the Golden State ran on the El Paso and Northeastern Railroad from Tucumcari, New Mexico, to El Paso. West of there it sometimes used the El Paso and Southwestern Railroad (EP&SW) through Douglas, Arizona, to Tucson and sometimes the Southern Pacific (SP) via Deming; SP carried the train Tucson to Los Angeles. The former EP&SW between Douglas and El Paso was abandoned in 1961 and the tracks removed in 1963. |
287_9 | Rock Island had many feeder lines used for freight and passenger service to southern California. One of these was the ‘Choctaw Route’ from Memphis though Little Rock, Oklahoma City and Amarillo to Tucumcari, New Mexico. This line was completed in 1900 to Amarillo, Texas, and to Tucumcari, after purchase by the Rock Island, by 1902. Over the years connections were made with through sleeping cars from Memphis and Little Rock to Los Angeles, generally connecting with the Golden State. The Rock Island actually owned the rail line to Santa Rosa, New Mexico, south of Tucumcari, but since the routes intersected at Tucumcari, this is where the change from Rock Island to Southern Pacific crews and locomotives were made. |
287_10 | The Rock Island main line crossed the Colorado and Southern and Fort Worth and Denver railroad main line at Dalhart, Texas. This Dallas-Denver line was the route of the Texas Zephyr and other trains. For many years travelers could connect here to go north and south between El Paso and Denver, the only other route being the Santa Fe to Albuquerque with a second change of trains at La Junta, Colorado.
As part of the merger agreement between EP&SW and SP in 1924, the SP agreed to build a main line through Phoenix, which until then was on a branch from Maricopa. The main line was built from a point near Picacho through Coolidge to Chandler, Mesa, Tempe and Phoenix thence on existing tracks to Buckeye with a new extension to Wellton on the original SP main. This alternate route is no longer in service between Roll and Buckeye, Arizona, although the tracks are in place.
Equipment |
287_11 | The Golden State received regular upgrades to equipment. Beginning in 1924 Golden-series observation cars were assigned to the train. These 3-compartment, 2-drawing room observations became famous in the Pullman fleet as the most modern and luxurious equipment available and were also operated on the Santa Fe (Silver series) and New York Central (Central series).
Starting in 1940, 8-section, 5-double bedroom rebuilt heavyweight Clover-series cars appeared on the Golden State. |
287_12 | During 1926-29 and after 1948 the Golden State was an extra-fare train, supposedly to account for the costs of the luxury service and the reservation system for chair car seating. In later years, the extra fare became something of a joke as service deteriorated badly. Extra fare for Pullman accommodation Los Angeles to Chicago was $10 in 1948, adding perhaps 10% to the total fare. The $3.50 extra fare for chair car passengers had the advantage of individual reserved seats and modern, leg rest, air-conditioned coaches. If you did not want to pay the extra fare, the slower secondary trains (see below) were available. The additional costs in a non-computer era for coach seat reservations were substantial; however, a nationwide reservation system for Pullman (sleeping car) passengers had existed for many decades. |
287_13 | Shortly before World War II, three streamlined dining cars (Yucca, Saguaro and Ocotillo) were built by Budd for service on the train. These cars were placed on the Twin Star Rocket in 1945 and later returned to the Golden State.
Two-tone grey, smooth-sided 4-4-2 (4 double bedroom, 4-compartment, 2-drawing room) and 6-6-4 (6 sections, 6 roomettes, 4 double bedrooms) lightweight sleeping cars were assigned to the train beginning in 1942. Later that year 4-4-2 sleepers from the discontinued Arizona Limited and Treasure Island Special were also assigned (Imperial Clipper, Imperial Guard, Imperial Throne and Imperial Banner). These cars wore only numbers as the RI/SP did not name their cars until after World War II (and then only for a short time).
Streamlined 44 and 48 reclining seat leg-rest (long-distance) low-capacity chair cars from both the Southern Pacific and Rock Island were added to the Golden State as they were built. |
287_14 | Southern Pacific used “Roman”-style lettering on its equipment, while the Rock Island favored “Zephyr”-style lettering. Except for the 1942 built sleeping cars, the postwar cars built for the Golden State also differed in their car side style between the two roads: Except for two corrugated side coaches, Southern Pacific cars had smooth sides, while Rock Island cars had corrugated sides except for the Rock Island owned 4-4-2 and 6-6-4 sleepers. In the late 1950s the slower counterpart train on generally the same route was the Imperial. |
287_15 | Between 1947 and 1950, after the demise of the Golden Rocket, streamlined sleeping, chair, meal and lounge cars were added. As five consists were necessary, Rock Island and Southern Pacific each supplied two or three different cars. For example, Rock Island and Southern Pacific each built and assigned two 12 double bedroom sleeping cars for Golden State service, which resulted in four consists each featuring one such car type, while the fifth consist had a 4-4-2 sleeping car in place of the non existent fifth 12 double bedroom sleeping car. Unlike the Rock Island, the Southern Pacific had five 10-6 (10 roomette, 6 double bedroom) sleeping cars assigned to this train, where three cars of this type were normal mid train sleeping cars and two of this type were tail cars with a blunted end. The three normal mid train 10-6 sleeping cars usually ran in those three consists that did not feature a 10-6 blunt-end sleeping car at the rear but one of the three Rock Island round end observation |
287_16 | cars. |
287_17 | As for mail cars, baggage cars and baggage dormitory cars, the situation was as follows:
Both Southern Pacific and Rock Island each provided five mail-baggage cars (featuring a Railway Post Office) for Golden State service.
The Southern Pacific assigned five older heavyweight mail-baggage cars numbered 5065-5069 which were painted in the new red and silver scheme.
The Rock Island assigned three newly in 1947 built lightweight corrugated side mail-baggage cars numbered 802-804 and later in 1952 two newly rebuilt (from old parlor cars) heavyweight mail-baggage cars numbered 720 and 721. These three cars were the only cars of the entire Golden State car pool that never received the red and silver paint scheme and remained all stainless steel with Rock Island lettering in the letterboard instead of Golden State. |
287_18 | Unlike for the mail-baggage cars where each road had provided five cars for, the situation for the baggage dormitory cars was different, as there were only five such cars in total assigned for Golden State service.
The Rock Island provided three baggage dormitory cars: One lightweight corrugated side baggage dormitory numbered 820 built new by Pullman Standard in 1947 and two older heavyweight baggage dormitories numbered 6014 and 6105.
The Southern Pacific provided modernized heavyweight baggage dormitory car 3401 which was built by American Car & Foundry as hospital car for the US Army in 1944 and was painted red and silver in 1947, and in 1949 a newly built lightweight smooth side baggage dormitory car numbered 3100. |
287_19 | With only five baggage dormitory cars available for the five Golden State consists, the Rock Island soon painted heavyweight baggage dormitory 6013 into the red and silver scheme and assigned it as a protection car in case one of the five regularly assigned baggage dormitory cars were off for shopping. |
287_20 | From 1948 until late 1950, the five Golden State consists had been always operating with two headend cars (one mail-baggage car and one baggage dormitory per consist). Only a consist that featured a combination of Southern Pacific baggage dormitory 3100 or Rock Island baggage dormitory 820 together with one of the three Rock Island mail-baggage cars 802-804 would be an entirely streamlined Golden State consist. All other options featured one or two heavyweight cars, which is why the Golden State could actually never be considered a full streamliner train. That possible combination of having at least one fully streamlined consist out of five was made impossible in late 1950 and early 1951 when the Southern Pacific started to assign four red and silver painted heavyweight ex baggage-horse cars now converted to mail-storage cars numbered . Rock Island also provided two 1947 built corrugated side baggage cars (numbers 852 and 853) as mail-storage cars during that time. So now the number |
287_21 | of heavyweight cars in a Golden State consist could reach up to three. Only a consist which had either Rock Island baggage dormitory 820 or Southern Pacific baggage dormitory 3100 in combination with Rock Island mail-baggage cars 802-804 and Rock Island mail-storage cars 852-853 would be an all streamlined consist. It was not until 1959 that the number of heavyweight cars assigned to the Golden State consists would be reduced again. |
287_22 | In addition to the luxurious 2-double-bedroom, 1-drawing room observation La Mirada, built for the Golden Rocket, the Rock Island had observation cars Golden Vista and Golden Divan. All these three observation cars arrived in August 1948, which means by the time the Golden State was officially introduced as a streamliner in train in January 1948, all five consists continued operating without any observation cars until August that year and two consists even until June 1950. The Southern Pacific did not believe in observation cars, feeling them to be a nuisance to switch and non-revenue producing (mid-train lounge cars always made more money off beverage service). In June 1950 they supplied two blunt-end 10-6 (10 roomette, 6 double bedroom) sleeping cars, similar to the cars built in 1950 for the newly streamlined Sunset Limited. And instead of observation cars, SP supplied two full mid-train lounge cars named Golden View and Golden Outlook that arrived in late 1949. The two consists |
287_23 | featuring the blunt-end 10-6 sleeping cars on the rear operated with the full mid-train lounge cars, while the three consists featuring observation cars operated without any full lounge car, as these observation cars themselves featured a buffet lounge in the rear half of the car. In May and June 1956, the Rock Island converted their three observation cars for the Golden State into full mid-train lounge cars, which caused three of the five consists to operate without any tail car, as the Rock Island did not have any blunt-end sleeping cars. |
287_24 | The five Golden State consists were remarkable in the point that they featured at least six unique cars that never were built in more than one example. These cars were Southern Pacific lightweight smooth side baggagage dormitory 3100, Rock Island lightweight corrugated side baggage dormitory 820, Rock Island lightweight corrugated side 4-4-2 sleeping car La Quinta, Rock Island lightweight corrugated side coffee shop lounge El Café (informally labeled as “Fiesta Car”), Rock Island lightweight corrugated side dining car El Comedor and Rock Island lightweight corrugated side sleeper buffet lounge observation La Mirada. Especially the unique and partially handmade decorations and interiors of El Café, El Comedor and La Mirada were heavily promoted in advertising but the chance that one of these unique cars was part of a Golden State consist was only one in five, which basically resulted in all five consists having unique compositions. |
287_25 | After World War II and until 1953 all cars in the train had names, mostly beginning with Golden. After 1953, when the red and silver paint scheme was discontinued, the names were gradually removed from the Southern Pacific cars and replaced by numbers. Also, the Golden State lettering in the letterboards of the Southern Pacific cars was replaced by Southern Pacific lettering written inside a red stripe and the train name was featured in a logo in the center of the car (like on the Sunset Limited). The Rock Island however retained the names and the Golden State lettered letterboards for their cars. The repainting process from the red and silver paint scheme to the all silver scheme for Rock Island cars and to the simulated stainless steel with red letterboard stripe scheme for Southern Pacific cars started in April 1953 and was not finished until January 1955. In late 1958, the Southern Pacific cars paint scheme was again changed by deleting the Golden State train name in the logo, by |
287_26 | slightly enlargening the height of the red letterboard stripe and by painting the headend cars solid grey. |
287_27 | A unique type of sleeping car was introduced by Rock Island in 1954; 10 cars with eight roomettes and six bedrooms assigned to the Rocky Mountain Rocket and the Golden State. These cars had more space for long-distance travelers. Standard streamlined sleeping cars with roomettes normally held 22 passengers in various configurations (10-6, 14–4, etc.) but these, along with a “Western” series of 12 roomette, 4 double bedroom cars built for the Wabash and Union Pacific, were extra spacious. Also in 1954, Southern Pacific provided new 44-seat corrugated side coaches for the Golden State, which unlike the older smooth side coaches were built by Budd instead of Pullman Standard. In 1959, Rock Island purchased three lightweight smooth side baggage dormitory cars from the New York Central, which replaced the heavyweight baggage dormitory cars that the Rock Island had been constantly using for the Golden State since 1942. And also in 1959, Rock Island purchased two lightweight smooth side |
287_28 | lounge cars from the New York Central for Golden State service, while it reassigned its original Golden State assigned lounge cars La Mirada, Golden Divan and Golden Vista to other trains. |
287_29 | Dieselization began on the Rock Island immediately post-war with A-B and A-B-B sets of EMD E6, E7, E8 and sometimes even Alco DL units being assigned to the train. Later, A-B-A sets and even some FP7 units became more common. In 1947 Southern Pacific bought three A-B-B sets of EMD E7 units in the vermilion and silver (aluminum) colors. These red and silver Southern Pacific E7s were repainted to the familiar “Daylight” scheme (red, orange and black) in June 1949 before the Golden State even had received all its ordered lightweight cars which did not occur until June 1950. Until 1954, the Rock Island diesel units were painted in the original red, maroon and silver “Rocket” colors. In 1954 that changed to a simplified scheme without the red color, in 1958 to an even more simplified scheme featuring mostly a maroon front and silver rest and in the early 60's to an all maroon scheme, which by 1967 was enhanced with yellow wings at the front. By late 1953, Southern Pacific PA-1/PB-1 and |
287_30 | PA-2/PB-2 units began joining the E7 units with pulling the Golden State, and in 1954 E9 units were added. By this time A-B-A sets became more common on the Southern Pacific, which could be either made up entirely of E7 or PA/PB units or mixed consists featuring E7, E9 and PA/PB units working together. All these Southern Pacific diesel units remained in the Daylight scheme until 1958 and 1959 when they were gradually repainted into the “Bloody Nose” scheme featuring a red nose and grey rest, which they kept until the very end. Also by 1960, F7 units started to appear pulling the Golden State for a limited time in the early '60s. Although the Golden State was officially declared a dieselized train by January 1948, the Southern Pacific regularly assigned GS-4 class 4-8-4 steam locomotives to pull the Golden State between Tucumcari, New Mexico and El Paso, Texas until late 1953. Due to diesel shortages on the Southern Pacific, which lasted until the mid '50s, steam helpers in form of GS |
287_31 | class 4-8-4, MT class 4-8-2, SP class 4-10-2 and even AC class 4-8-8-2 and 2-8-8-4 steam locomotives were a common sight on the Golden State. |
287_32 | Schedule
In July 1948 the Golden State left Chicago at 10:15 pm CST and arrived Los Angeles 5:15 pm on the second day. The return trip left Los Angeles at 11:30 am arriving in Chicago at 11:30 am the second morning. In July 1954 it left Chicago at 2:15 pm CST and arrived Los Angeles the second day at 7:30 am. The return trip left Los Angeles at 1:30 pm and arrived the second day at 9:55 am. In later years the arrival in Phoenix, for example, was late in the evening. Pullman passengers on the Phoenix setout could stay in the sleeping car until morning.
Consist
A typical consist of the early '50s could include a maximum of 16 cars: |
287_33 | Southern Pacific heavyweight mail-storage car 4300
Southern Pacific heavyweight mail-baggage car 5066
Rock Island lightweight corrugated side baggage dormitory 820 (lettered for Golden Rocket)
Southern Pacific lightweight corrugated side coach "Golden Sand"
Rock Island lightweight corrugated side coach "Golden Trumpet"
Rock Island lightweight corrugated side coffee shop lounge "El Café" (lettered for Golden Rocket)
Rock Island lightweight corrugated side coach "Golden Flute" [Minneapolis-Los Angeles]
Rock Island lightweight smooth side 6-6-4 sleeping car "Golden Plaza" [Minneapolis-Los Angeles]
Rock Island lightweight smooth side 6-6-4 sleeping car "Golden Mesa" [St. Louis-Los Angeles]
Rock Island lightweight corrugated side dining car "El Comedor" (lettered for Golden Rocket)
Southern Pacific lightweight smooth side 4-4-2 sleeping car "Golden Mission"
Southern Pacific lightweight smooth side 4-4-2 sleeping car "Golden Moon" |
287_34 | Southern Pacific lightweight smooth side 4-4-2 sleeping car "Golden Strand" [Chicago-Tucson]
Southern Pacific lightweight smooth side 12 double bedroom sleeping car "Golden Orange" [Chicago-Phoenix]
Southern Pacific lightweight smooth side 10-6 sleeping car "Golden Sun"
Rock Island lightweight corrugated side 2-1 sleeper buffet lounge observation "La Mirada" (lettered for Golden Rocket) |
287_35 | See also
Passenger trains on the Southern Pacific Railroad
Notes
References
Jarel, Mike. "Diesel Power for the Golden State." SP Trainline 59 (2) 39–45.
Ryan, Dennis and Mike Jarel. "The Streamlined Golden State." SP Trainline 59 (2) 8-38.
Solomon, Brian (2005). Southern Pacific Passenger Trains. MBI Publishing Company, St. Paul., MN.
Dubin, Arthur D. (1964). Some Classic Trains. Kalmbach Publications, Milwaukee, WI
Official Guide of the Railways, July 1954 Edition. National Railway Publications Co. New York, New York
National Railway Publishing Company. The Official Guide of the Railways. July 1954; June 1948, other issues. New York, NY
"Golden State Makes Final Run," The Rocket (Rock Island employee magazine), March–April 1968, p12-13.
External links |
287_36 | The Golden State Page at the Rock Island Technical Society official website.
Southern Pacific Locomotive Paint Schemes
History of the El Paso and Southwestern Railroad Company, accessed February 2009.
History of the El Paso and Northeastern Railroad, accessed February 2009
Passenger trains of the Chicago, Rock Island and Pacific Railroad
Passenger trains of the Southern Pacific Transportation Company
Named passenger trains of the United States
Night trains of the United States
Passenger rail transportation in Illinois
Passenger rail transportation in Iowa
Passenger rail transportation in Missouri
Passenger rail transportation in Kansas
Passenger rail transportation in Oklahoma
Passenger rail transportation in Texas
Passenger rail transportation in New Mexico
Passenger rail transportation in Arizona
Passenger rail transportation in California
Railway services introduced in 1902
Railway services discontinued in 1968 |
288_0 | {| class="mbox-small" style="text-align:center;border:1px solid #aaa; background-color:#f9f9f9;"
! colspan="4" style="text-align:center;border-top:none;"| Demographics (2010)
|-
| White| Black| Hispanic| Asian|-
| 54.27%
| 20.44%
| 24.40%
| 11.38%
|-
| Islander| Native| Other|-
| 0.03%
| 0.3%
| 10.5%
|}
The village of Bolingbrook is a southwest suburb of Chicago in Will and DuPage counties in the U.S. state of Illinois. As of the 2010 US Census, the population is 73,366. It is the 17th largest incorporated place in Illinois and the state's 2nd largest village.
Geography
Bolingbrook is at (41.698613, -88.088668), approximately 28 miles southwest of Downtown Chicago.
According to the 2010 census Bolingbrook has a total area of , of which (or 99.15%) is land and (or 0.85%) is water.
Bolingbrook borders the communities of Woodridge, Romeoville, Plainfield, Naperville, and Darien. |
288_1 | Interstate 55, locally the Stevenson Expressway, runs through the southern part of the village heading northeast toward Chicago and southwest toward Plainfield and Joliet. Interstate 355, also known as the Veterans Memorial Tollway (formerly the North-South Tollway), runs along the far east side of the village between New Lenox and Addison. Illinois Route 53, locally known as Bolingbrook Drive, runs north–south through the middle of the village.
Other main streets in Bolingbrook include Boughton Road, Lily Cache Lane, Weber Road, Veterans Parkway (formerly Naperville Road), Briarcliff Road, Hassert Boulevard (formerly 111th Street), Rodeo Drive (formerly 119th Street), Schmidt Road, Crossroads Parkway, and Remington Boulevard.
Demographics |
288_2 | As of the census of 2000, there were 56,321 people, 17,416 households, and 14,246 families residing in the village. The population density was 2,746.5 people per square mile (1,060.2/km). There were 17,884 housing units at an average density of 872.1 per square mile (336.7/km). The racial makeup of the village was 64.51% White, 20.41% African American, 0.23% Native American, 6.38% Asian, 0.06% Pacific Islander, 5.65% from other races, and 2.77% from two or more races. Hispanic or Latino of any race were 13.09% of the population.
There were 17,416 households, out of which 48.0% had children under the age of 18 living with them, 66.5% were married couples living together, 10.9% had a female householder with no husband present, and 18.2% were non-families. 14.2% of all households were made up of individuals, and 2.8% had someone living alone who was 65 years of age or older. The average household size was 3.22 and the average family size was 3.56. |
288_3 | In the village, the population was spread out, with 32.3% under the age of 18, 8.4% from 18 to 24, 35.2% from 25 to 44, 19.9% from 45 to 64, and 4.3% who were 65 years of age or older. The median age was 31 years. For every 100 females, there were 99.6 males. For every 100 females age 18 and over, there were 97.0 males.
The median income for a household in the village was $67,852, and the median income for a family was $71,527 (these figures had risen to $76,392 and $82,462 respectively as of a 2007 estimate). Males had a median income of $46,915 versus $33,665 for females. The per capita income for the village was $23,468. About 2.9% of families and 4.1% of the population were below the poverty line, including 5.1% of those under age 18 and 6.8% of those age 65 or over.
History and growth |
288_4 | Bolingbrook is a relatively new suburb of Chicago, having been incorporated in 1965. The first settlement in what is now Bolingbrook was established in 1831, but the informal farming villages remained unincorporated for over 130 years. The tiny Boardman Cemetery, in what is now the Heritage Creek subdivision, contains the remains of some of these early residents.
Modern Bolingbrook has its roots in the housing boom of the 1950s. The first subdivision in Bolingbrook, known as Westbury, was immediately west of Route 53. A second subdivision, known as Colonial Village, followed on the far east side of Route 53. |
288_5 | The village continued to grow steadily for the remainder of the 1960s, reaching a population of 7,000 by 1970. The 1970s were the first period of rapid growth in Bolingbrook, during which its population quintupled to reach over 37,000 by 1980. Much of this growth was as much due to mass annexation as well as raw population growth; the population of Bolingbrook by the 1970 census but with its 1980 land boundary was approximately 25,000, further reflecting the vigorous annexation that took place during the 1970s.
By 1990, Bolingbrook's population had only increased by about 10% from the previous decade, to about 41,000. |
288_6 | Law and government
John J. "Jack" Leonard was instrumental in the village's incorporation and served as the village's first mayor. Prior to hiring a full-time police chief, he served "double-duty" as both Village President and part-time Police Chief. Eventually, the first police chief, Fred Greening was hired. He was recruited from the detective division of the Detroit Police Department.
In 1971, Bolingbrook purchased station 2 from the Lemont Fire Protection District, which had been serving much of the village, thus establishing its own fire department. Since then, that station has been expanded and four others have been built.
As of August 2020, the acting mayor of Bolingbrook is Mary Alexander-Basta. On July 31, 2020, longtime mayor Roger C. Claar resigned, having served in the role since 1986; Village Trustee Basta was unanimously appointed by the village board to complete Claar's term. |
288_7 | Economy
As of 2019, 24 companies of various sizes have their corporate headquarters in Bolingbrook. The largest being: The nation-wide cosmetic retailer Ulta Beauty, as well as vehicle floor liner manufacturer WeatherTech. Other corporate headquarters include: ATI Physical Therapy, Stevenson Crane, American Chrome, Computer Projects of Illinois, Diageo, Diamond Technical Services, Epir Technologies, Goya Foods' Illinois division, Midwest Fuel & Injection, G & W Electric, Illinois Paper & Copier, Jet Brite car washes, Wi-Tronix, Perkins Manufacturing, Vision Integrated Graphics, Clark Foam Products, Wastebuilt, COTG - Chicago Office Technology Group, and Windy City Wire.
Top employers
According to the Bolingbrook Park District's 2017 Comprehensive Annual Financial Report, the top employers in the village are:
Major highways
Major highways in Bolingbrook include:Interstate Highways Interstate 55
Interstate 355US Highways Historic US 66Illinois Highways'''
Route 53 |
288_8 | Schools
Most of Bolingbrook lies within the boundaries of Valley View School District 365U and Fountaindale Public Library District, both of which also include nearby Romeoville, Illinois. Other school districts that serve Bolingbrook include Plainfield School District 202, Indian Prairie School District 204, Naperville School District 203, Woodridge School District 68, and Downers Grove High School District 99.
Early history
School District 365U was originally known as District 94. It took its present name when it became the first school district in the United States to implement the 45-15 plan, in which schools were occupied year round with 3/4 of the students in session at any one time. Students went to school for 9 weeks and then had 3 weeks off. Additionally, teachers were optionally allowed to work year-round.
The first school built in Bolingbrook was North View School at 151 E. Briarcliff Rd., Bolingbrook, IL (now closed). |
288_9 | High schools
Bolingbrook High School (365U), Plainfield North and Plainfield East (202), Neuqua Valley High School (204), Naperville Central (203), and Downers Grove South (99). Romeoville High School also serves as an alternative for some students residing in Valley View 365U.
Middle schools
In Valley View 365U
Brooks (in the former Bolingbrook High School building and home of the district's ESL program)
Jane Addams (near the Bolingbrook Recreation and Aquatic Center)
Hubert H. Humphrey
In Indian Prairie 204 (Naperville)
Gregory
In Naperville CUSD 203
Madison
In Plainfield Community Consolidated School District 202
Kennedy (Plainfield)
In Woodridge Elementary School District 68
Jefferson (Woodridge).
Elementary schools
In Valley View 365U
Bernard J. Ward (formerly a middle school)
Independence
Jamie McGee
John R. Tibbott
Jonas E. Salk
Pioneer
Oak View
Wood View
In Indian Prairie 204
Builta
In Naperville 203
River Woods |
288_10 | In Plainfield Community Consolidated School District 202
Liberty
Elizabeth Eichelberger
In Woodridge Elementary School District 68
John L. Sipley
William F. Murphy
Alternative schools
In Valley View 365U
STEP Program (also housed in the former Bolingbrook High School building)
Private schools
Catholic schools:
St. Dominic School (serving grades PK - 8)
Parochial grade school students may go on to Catholic high schools in proximity to Bolingbrook such as Benet Academy in Lisle, Joliet Catholic Academy in Joliet, and (until its closure in 2014) the all-girls Mount Assisi Academy in Lemont.
Islamic schools:
Furqaan Academy (PK-12)
Recreation |
288_11 | Bolingbrook Park District
The Bolingbrook Park District was created in 1970, after being approved by referendum. In 1974, the Park District built its first new building, the Deatherage-Drdak Center, constructed only with volunteer labor. In the following three decades the Bolingbrook Park District has grown to include numerous woodlands and parks, several community centers, the Pelican Harbor Indoor/Outdoor Aquatic Complex (recognized for its excellence by Chicago Magazine in April 2004), and the Bolingbrook Recreation and Aquatic Complex (BRAC). Most recently, the Bolingbrook Park District was one of the four finalists for the National Gold Medal Award for Excellence in Park Management, Facilities and Programs.
In 1982, the Park District opened the first indoor wave pool in the United States. It was closed shortly after the BRAC and Pelican Harbor opened in 1996, and has since been converted to an ice skating arena. |
288_12 | In 2009, the Park District opened its Hidden Oaks Nature Center, which sits on 80 acres of woodland and river plain habitat. The Nature Center has a Platinum LEED Rating from the U.S. Green Building Council and was built from recycled materials. As of 2014, the Nature Center is used to run naturalist programs and summer camps. Animal residents include: coyotes, deer, great horned owls, and other species common to Northern Illinois.
Golf
Bolingbrook is home to the Boughton Ridge Golf Course, a 9-hole course owned by the Bolingbrook Park District. In addition, the Bolingbrook Golf Club, a municipal facility which includes an 18-hole course, is in the village. Other Golf Courses within proximity of Bolingbrook include Naperbrook GC, Tamarack GC, Wedgewood GC, and Links at Carillon (all in Plainfield), White Eagle GC and Springbrook GC in Naperville, Village Greens of Woodridge and Seven Bridges GC in Woodridge, Cog Hill GC in Lemont, and Mistwood GC in Romeoville. |
288_13 | Aviation
Clow International Airport is a small airport off of Boughton-Weber with an estimated runway. Clow is a public (non-commercial) airport, owned by the Village and operated under a contract with a management company. In 1989, the airport was named the "best privately owned, public use airport in Illinois." Currently, there are 70,000 take-offs and landings at the airport annually.
A WGN-TV helicopter is stationed at Clow Airport. The airport previously served as a base station for Air Angels Aeromedical Transport before the company closed its doors in early 2009. It also provides flight training and airplane charters through A & M Aviation, aircraft maintenance through A & M Maintenance, and has an EAA chapter that provides free Young Eagles flights for children.
The Illinois Aviation Museum at Bolingbrook was formed in 2004. The museum is staffed by volunteers and is in a remodeled hangar at Clow International Airport, currently donated by the Village of Bolingbrook. |
288_14 | Notable people
Mustafa Ali, WWE wrestler born in Bolingbrook
Kenneth Boatright, football free agent raised in Bolingbrook
Ronnie Bull, retired Bears running back who currently lives in Bolingbrook
Troy Doris, Olympian finalist triple jumper
J. J. Furmaniak, professional baseball infielder raised in Bolingbrook
Jerry Harris, cheerleader from Cheer (TV series) raised in Bolingbrook
Anthony Herron, former professional American football player and now broadcast analyst
Michael S. Pearson, Fort Hood 2009 victim raised in Bolingbrook
Drew Peterson, former Bolingbrook police sergeant, suspected in the disappearance of his fourth wife, convicted of drowning his third wife
Steve Williams, football free agent raised in Bolingbrook
Sister cities
San Pablo City, Laguna, Philippines
Sialkot, Punjab, Pakistan
Xuchang, Henan, China
See also
The Promenade Bolingbrook
Bolingbrook High School
Bolingbrook's Clow International Airport
References |
288_15 | External links
Village website
Clow Airport
Illinois Aviation Museum
website of the Bolingbrook Park District
Fountaindale Public Library
Populated places established in 1965
Chicago metropolitan area
Villages in DuPage County, Illinois
Villages in Will County, Illinois
Villages in Illinois
1965 establishments in Illinois |
289_0 | H3K14ac is an epigenetic modification to the DNA packaging protein Histone H3. It is a mark that indicates the acetylation at the 14th lysine residue of the histone H3 protein.
H3K14ac has not been widely studied partly due to previous lack of commercially available antibody. H3K9ac and H3K14ac have been shown to be part of the active promoter state. They are also present over bivalent promoters and active enhancers. H3K14ac is also enriched over a subset of inactive promoters.
The Tudor domain of the H3K9 methyltransferase SETDB1 binds to methylated H3 with both K14 acetylation and K9 methylation. SETDB1 silences retroviruses and gene regulation.
Lysine acetylation and deacetylation |
289_1 | Proteins are typically acetylated on lysine residues and this reaction relies on acetyl-coenzyme A as the acetyl group donor.
In histone acetylation and deacetylation, histone proteins are acetylated and deacetylated on lysine residues in the N-terminal tail as part of gene regulation. Typically, these reactions are catalyzed by enzymes with histone acetyltransferase (HAT) or histone deacetylase (HDAC) activity, although HATs and HDACs can modify the acetylation status of non-histone proteins as well. |
289_2 | The regulation of transcription factors, effector proteins, molecular chaperones, and cytoskeletal proteins by acetylation and deacetylation is a significant post-translational regulatory mechanism These regulatory mechanisms are analogous to phosphorylation and dephosphorylation by the action of kinases and phosphatases. Not only can the acetylation state of a protein modify its activity but there has been recent suggestion that this post-translational modification may also crosstalk with phosphorylation, methylation, ubiquitination, sumoylation, and others for dynamic control of cellular signaling.
In the field of epigenetics, histone acetylation (and deacetylation) have been shown to be important mechanisms in the regulation of gene transcription. Histones, however, are not the only proteins regulated by posttranslational acetylation.
Nomenclature
H3K14acindicates acetylation of lysine 14on histone H3 protein subunit:
Histone modifications |
289_3 | The genomic DNA of eukaryotic cells is wrapped around special protein molecules known as histones. The complexes formed by the looping of the DNA are known as chromatin. The basic structural unit of chromatin is the nucleosome: this consists of the core octamer of histones (H2A, H2B, H3 and H4) as well as a linker histone and about 180 base pairs of DNA. These core histones are rich in lysine and arginine residues. The carboxyl (C) terminal end of these histones contribute to histone-histone interactions, as well as histone-DNA interactions. The amino (N) terminal charged tails are the site of the post-translational modifications, such as the one seen in H3K36me3.
Epigenetic implications |
289_4 | The post-translational modification of histone tails by either histone modifying complexes or chromatin remodelling complexes are interpreted by the cell and lead to complex, combinatorial transcriptional output. It is thought that a Histone code dictates the expression of genes by a complex interaction between the histones in a particular region. The current understanding and interpretation of histones comes from two large scale projects: ENCODE and the Epigenomic roadmap. The purpose of the epigenomic study was to investigate epigenetic changes across the entire genome. This led to chromatin states which define genomic regions by grouping the interactions of different proteins and/or histone modifications together. |
289_5 | Chromatin states were investigated in Drosophila cells by looking at the binding location of proteins in the genome. Use of ChIP-sequencing revealed regions in the genome characterised by different banding. Different developmental stages were profiled in Drosophila as well, an emphasis was placed on histone modification relevance. A look in to the data obtained led to the definition of chromatin states based on histone modifications. |
289_6 | The human genome was annotated with chromatin states. These annotated states can be used as new ways to annotate a genome independently of the underlying genome sequence. This independence from the DNA sequence enforces the epigenetic nature of histone modifications. Chromatin states are also useful in identifying regulatory elements that have no defined sequence, such as enhancers. This additional level of annotation allows for a deeper understanding of cell specific gene regulation.
H3K14ac
H3K14ac has not been widely studied partly due to previous lack of commercially available antibody. H3K9ac and H3K14ac have been shown to be part of the active promoter state. They are also present over bivalent promoters and active enhancers. H3K14ac is also enriched over a subset of inactive promoters.
The Triple Tudor domain of the H3K9 methyltransferase SETDB1 binds to methylated H3 with both K14 acetylation and K9 methylation. SETDB1 silences retroviruses and gene regulation.
Methods |
289_7 | The histone mark acetylation can be detected in a variety of ways:
1. Chromatin Immunoprecipitation Sequencing (ChIP-sequencing) measures the amount of DNA enrichment once bound to a targeted protein and immunoprecipitated. It results in good optimization and is used in vivo to reveal DNA-protein binding occurring in cells. ChIP-Seq can be used to identify and quantify various DNA fragments for different histone modifications along a genomic region.
2. Micrococcal Nuclease sequencing (MNase-seq) is used to investigate regions that are bound by well positioned nucleosomes. Use of the micrococcal nuclease enzyme is employed to identify nucleosome positioning. Well positioned nucleosomes are seen to have enrichment of sequences.
3. Assay for transposase accessible chromatin sequencing (ATAC-seq) is used to look in to regions that are nucleosome free (open chromatin). It uses hyperactive Tn5 transposon to highlight nucleosome localisation.
See also
Histone acetylation
References |
289_8 | Epigenetics
Post-translational modification |
290_0 | Ruter AS is the public transport authority for Oslo and Akershus counties in Norway. Formally a limited company – 60% of its shares are owned by the Oslo county municipality and 40% by that of Akershus – it is responsible for the administration, funding, and marketing (but not direct operation) of public transport in the two counties, including buses, the Oslo Metro (T-banen i Oslo), Oslo Trams (Trikken i Oslo), and ferry services. Ruter also holds agreements with Norwegian State Railways concerning the regulation of fares on local and regional train services operated within the two counties. |
290_1 | Operation
The operation of services is performed by other companies:
Bus routes are subject to public service obligation, and operators include UniBuss, Nettbuss, Norgesbuss, Schau's Buss, and Nobina Norge.
The metro system is operated by Sporveien T-banen while the tramway is operated by Sporveien Trikken, both subsidiaries of the municipally owned Sporveien Oslo AS.
Ferries are operated by Tide Sjø, Bygdøfergene Skibs, and Oslo-Fergene.
In 2011, 285 million journeys were made on the Ruter network. This is much more than the other regional public transport authorities together, and roughly half of the total number of public transport journeys in Norway together.
Sporveien |
290_2 | Sporveien is an independent company wholly owned by the City of Oslo. It owns and maintains the rapid transit and tramway systems, including the rolling stock. The company was established on 1 July 2006, when the former Oslo Sporveier was split into an operating company and an administration company. The actual operation of the T-bane is performed by the subsidiary Sporveien T-banen, while the tramway is operated by Sporveien Trikken. Sporveien also owns Unibuss, which has won many of the public service obligation bids for bus operation in Oslo and Akershus. Unibuss also operates the coach service Lavprisekspressen. |
290_3 | Ticketing and fares
Single, 1-day, 7-day, monthly, and yearly tickets are available. Ruter operates on a proof-of-payment system, and there is a fine of either or for traveling without a valid ticket, depending on whether or not the fine is paid on location. Payment is based on a zone fare schematic, and Oslo remains a single zone with free transfer. A single-zone ticket costs NOK 35 if bought in advance, and NOK 50 if bought on a bus or tram. Day passes cost NOK 90 while a month pass costs NOK 708. Children and seniors pay half price. Prices increase if multiple zones are traveled. The Flexus ticket system is in 2011 almost completely introduced.
Service
Metro |
290_4 | The Oslo Metro is the rapid transit system that serves all boroughs of Oslo, and also cuts deep into Bærum. It is operated by Oslo T-banedrift, a subsidiary of Kollektivtransportproduksjon. The network consists of five lines that all run through the city center, with a total length of . It has a daily ridership of 200,000 with 101 stations of which 16 are underground or indoors. |
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