British Airways Flight 38 was a scheduled international passenger flight from Beijing Capital International Airport in Beijing, China, to London Heathrow Airport in London, United Kingdom, an  trip. On 17 January 2008, the Boeing 777-200ER aircraft operating the flight crashed just short of the runway while landing at Heathrow. No fatalities occurred; of the 152 people on board, 47 sustained injuries, one serious. It was the first time in the aircraft type's history that a Boeing 777 was declared a hull loss, and subsequently written off.

The accident was investigated by the Air Accidents Investigation Branch (AAIB) and a final report was issued in 2010. Ice crystals in the jet fuel were blamed as the cause of the accident, clogging the fuel/oil heat exchanger (FOHE) of each engine. This restricted fuel flow to the engines when thrust was demanded during the final approach to Heathrow. The AAIB identified this rare problem as specific to Rolls-Royce Trent 800 engine FOHEs. Rolls-Royce developed a modification to the FOHE; the European Aviation Safety Agency (EASA) mandated all affected aircraft to be fitted with the modification before 1 January 2011. The US Federal Aviation Administration noted a similar incident occurring on an Airbus A330 fitted with Rolls-Royce Trent 700 engines and ordered an airworthiness directive to be issued, mandating the redesign of the FOHE in Rolls-Royce Trent 500, 700, and 800 engines.

Aircraft
The aircraft involved in the accident was a Boeing 777-236ER, registration  (manufacturer's serial number 30314, line number 342), powered by two Rolls-Royce Trent 895-17 engines. The aircraft first flew on 18 May 2001 and was delivered to British Airways on 31 May 2001. It had a seating capacity of 233 passengers. On board were 16 crew members and 136 passengers. The crew consisted of Captain Peter Burkill (43), Senior First Officer John Coward (41), First Officer Conor Magenis (35), and 13 cabin crew members. The captain had 12,700 total flight hours, with 8,450 in Boeing 777 aircraft. The senior first officer had 9,000 total flight hours, with 7,000 in Boeing 777 aircraft. The first officer had 5,000 total flight hours, with 1,120 in Boeing 777 aircraft.

Accident

Flight 38 departed from Beijing at 02:09 Greenwich Mean Time (GMT), flying a route that crossed Mongolia, Siberia, and Scandinavia, at altitudes between flight level 348 and 400—approximately , and in temperatures between  and . Aware of the cold conditions outside, the crew monitored the temperature of the fuel, with the intention of descending to a lower and warmer level if any danger of the fuel freezing arose.
This did not prove necessary, as the fuel temperature never dropped below , still well above its freezing point.

Although the fuel itself did not freeze, small quantities of water in the fuel did.
Ice adhered to the inside of the fuel lines, probably where they ran through the pylons attaching the engines to the wings.
This accumulation of ice had no effect on the flight until the final stages of the approach into Heathrow, when increased fuel flow and higher temperatures suddenly released it back into the fuel. This formed a slush of soft ice that flowed forward until it reached the fuel/oil heat exchangers (FOHEs) where it froze once again, causing a restriction in the flow of fuel to the engines.

The first symptoms of the fuel-flow restriction were noticed by the flight crew at an altitude of  and  from touchdown, when the engines repeatedly failed to respond to a demand for increased thrust from the autothrottle. In attempting to maintain the instrument landing system  glide slope, the autopilot sacrificed speed, which reduced to  at . The autopilot disconnected at , as the co-pilot took manual control. Meanwhile, the captain reduced the flap setting from 30 to 25° to decrease the drag on the aircraft and stretch the glide.

At 12:42, the 777 passed just above traffic on the A30 and the airport's Southern Perimeter road and landed on the grass about  short of runway 27L. The captain declared an emergency to air traffic control a few seconds before landing. The decision to raise the flaps allowed the plane to glide beyond the ILS beacon within the airport perimeter, thus avoiding more substantial damage.

During the impact and short slide over the ground, the nose gear collapsed, the right main gear separated from the aircraft, penetrating the central fuel tank and the passenger oxygen supply, causing a major fuel leak and the release of oxygen gas from adjacent compartments. The right main landing gear also penetrated the cabin space, causing the sole serious injury in this accident to a passenger in seat 30K. The left main gear was pushed up through the wing, as it was designed to do in case of failure due to excessive vertical load. The aircraft came to rest on the threshold markings at the start of the runway.  of fuel leaked, but no fire started. One passenger received serious injuries (concussion and a broken leg), and four crew members and eight passengers received minor injuries.

Aftermath
The London Ambulance Service stated that three fast response cars, nine ambulances, and several officers were sent to the scene to assess the casualties. Those injured were taken to the nearby Hillingdon Hospital.

Willie Walsh, the British Airways chief executive, released a statement praising the actions of the "flight and cabin crew [who] did a magnificent job and safely evacuated all of the 136 passengers ... The captain of the aircraft is one of our most experienced and has been flying with us for nearly 20 years. Our crews are trained to deal with these situations." He also praised the fire, ambulance, and police services.

All flights in and out of Heathrow were halted for a short time after the accident. When operations resumed, many long-haul outbound flights were either delayed or cancelled, and all short-haul flights were cancelled for the rest of the day. Some inbound flights were delayed, and 24 flights were diverted to Gatwick, Luton, or Stansted. In an attempt to minimise further travel disruptions, Heathrow Airport received dispensation from the Department for Transport to operate some night flights. Even so, the following day (18 January), 113 short-haul flights were cancelled because crews and aircraft were out of position.

On the afternoon of 20 January 2008, two cranes lifted the aircraft onto wheeled platforms and removed it from its resting place. It was towed towards Heathrow's BA maintenance hangars base for storage and further inspections by the AAIB. After assessment of the damage and repair costs, the aircraft was declared to be damaged beyond economic repair (despite still being largely intact) and written off, becoming the first Boeing 777 hull loss in history. It was broken up and scrapped in the spring of 2009. The dismantling and disposal was handled by Air Salvage International.

During a press conference the day after the accident, Captain Peter Burkill said that he would not be publicly commenting on the cause of the incident while the AAIB investigation was in progress. He revealed that Senior First Officer John Coward was flying the aircraft, and that First Officer Conor Magenis was also present on the flight deck at the time of the accident. Coward was more forthcoming in a later interview, stating: "As the final approach started I became aware that there was no power ... suddenly there was nothing from any of the engines, and the plane started to glide."

Burkill and Coward were grounded for a month following the crash while they were assessed for post-traumatic stress disorder. Five months after the accident, Burkill flew again, taking charge of a flight to Montreal, Canada. He remained "haunted" by the incident, and took voluntary redundancy from British Airways in August 2009. Burkill subsequently established a blog and wrote a book, Thirty Seconds to Impact, that denounced BA's treatment of the situation following the crash. In November 2010, Burkill rejoined British Airways, stating, "I am delighted that the discussions with British Airways, have come to a mutually, happy conclusion. In my opinion, British Airways is the pinnacle of any pilot's career, and it is my honour and privilege to be returning to an airline that I joined as a young man."

All 16 crew were awarded the BA Safety Medal for their performance during the accident. The medal is British Airways' highest honour. On 11 December 2008 the crew received the President's Award from the Royal Aeronautical Society.

British Airways continues to use the flight 38 designation on its Beijing to Heathrow route, operating out of Beijing Daxing International Airport, usually with a Boeing 787 Dreamliner.

Initial speculations
Mechanical engine failure was not regarded as a likely cause given the very low probability of a simultaneous dual engine failure. An electronic or software glitch in the computerised engine-control systems was suggested as possible causes of the simultaneous loss of power on both engines. Both engine and computer problems were ruled out by the findings of the February Special Bulletin.

Some speculation indicated that radio interference from Prime Minister Gordon Brown's motorcade, which was leaving Heathrow after dropping the Prime Minister off for a flight to China, was responsible for the accident. This interference was also eliminated as a cause.

Initial analysis from David Learmount, a Flight International editor, was that "The aircraft had either a total or severe power loss and this occurred very late in the final approach because the pilot did not have time to tell air traffic control or passengers." Learmount went on to say that to land in just , the aircraft must have been near stalling when it touched down. The captain also reported the aircraft's stall warning system had sounded.

A METAR issued twenty minutes before the crash indicated that the wind was forecast to gust according to ICAO criteria for wind reporting. The possibility of a bird strike was raised, but there were no sightings or radar reports of birds. Speculation had focused on electronics and fuel supply issues. A few weeks after the accident, as suspicion started to fall on the possibility of ice in the fuel, United Airlines undertook a review of their procedures for testing and draining the fuel used in their aircraft, while American Airlines considered switching to a different type of jet fuel for polar flights.

Investigation
The Department for Transport's AAIB investigated the accident, with the US National Transportation Safety Board, Boeing, and Rolls-Royce also participating. The investigation took two years to complete, and the AAIB published its final report on 9 February 2010. Three preliminary reports and 18 safety recommendations were issued during the course of the investigation.

The flight data recorder (FDR) and the cockpit voice recorder (CVR), along with the quick access recorder (QAR), were recovered from the aircraft within hours of the accident, and they were transported to the AAIB's Farnborough headquarters, some  from Heathrow. The information downloaded from these devices confirmed what the crew had already told the investigators, that the engines had not responded when the throttles were advanced during final approach.

Fuel system

In its Special Bulletin of 18 February 2008, the AAIB noted evidence that cavitation had taken place in both high-pressure fuel pumps, which could be indicative of a restriction in the fuel supply or excessive aeration of the fuel, although the manufacturer assessed both pumps as still being able to deliver full fuel flow. The report noted the aircraft had flown through air that was unusually cold (but not exceptionally so), and concluded that the temperature had not been low enough to freeze the fuel. Tests were continuing in an attempt to replicate the damage seen in the fuel pumps and to match this to the data recorded on the flight. A comprehensive examination and analysis was to be conducted on the entire aircraft and engine fuel system, including modelling fuel flows, taking account of environmental and aerodynamic effects.

The AAIB issued a further bulletin on 12 May 2008, which confirmed that the investigation continued to focus on fuel delivery. It stated, "The reduction in thrust on both engines was the result of a reduced fuel flow and all engine parameters after the thrust reduction were consistent with this." The report confirmed that the fuel was of good quality and had a freezing point below the coldest temperatures encountered, appearing to rule out fuel freezing as a cause. As in the aforementioned February bulletin, the report noted cavitation damage to the high-pressure fuel pumps of both engines, indicative of abnormally low pressure at the pump inlets. After ruling out fuel freezing or contamination, the investigation then focused on what caused the low pressure at the pump inlets. "Restrictions in the fuel system between the aircraft fuel tanks and each of the engine HP pumps, resulting in reduced fuel flows, is suspected." The fuel delivery system was being investigated at Boeing, and the engines at manufacturer Rolls-Royce in Derby.

The AAIB issued an interim report on 4 September. Offering a tentative conclusion, it stated:

The report summarised the extensive testing performed in an effort to replicate the problem suffered by G-YMMM. This included creating a mock-up of G-YMMM's fuel delivery system, to which water was added to study its freezing properties. After a battery of tests, the AAIB had not yet succeeded in reproducing the suspected icing behaviour and was undertaking further investigation. Nevertheless, the AAIB believed its testing showed that fuel flow was restricted on G-YMMM and that frozen water in the jet fuel could have caused the restriction, ruling out alternative hypotheses such as a failure of the aircraft's FADEC (computerised engine control system). The hypothesis favoured in the report was that ice had accreted somewhere downstream of the boost pumps in the wing fuel tanks and upstream of the engine-mounted fuel pumps. Either enough ice had accumulated to cause a blockage at a single point, or ice throughout the fuel lines had become dislodged as fuel flow increased during the landing approach, and the dislodged ice had then formed a blockage somewhere downstream.

Because temperatures in flight had not dropped below the 777's designed operating parameters, the AAIB recommended Boeing and Rolls-Royce take interim measures on Trent 800-powered 777s to reduce the risk of ice restricting fuel delivery. Boeing did so by revising the 777 operating procedures so as to reduce the opportunities for such blockages to occur, and by changing the procedure to be followed in the event of power loss to take into account the possibility that ice accumulation was the cause.

The report went on to recommend that the aviation regulators (FAA and EASA) should consider whether other aircraft types and other engines might be affected by the same problem, and to consider changing the certification process to ensure that future aircraft designs would not be susceptible to the newly recognised danger from ice formation in the fuel.

The report acknowledged that a redesign of the fuel system would not be practical in the near term, and suggested two ways to lower the risk of recurrence. One was to use a fuel additive (FSII) that prevents water ice from forming down to . Western air forces have used FSII for decades, and although it is not widely used in commercial aviation, it is nonetheless approved for the 777.

Rejected theories
The Special Bulletin of 18 February, stated  "no evidence of a mechanical defect or ingestion of birds or ice" was found,  "no evidence of fuel contamination or unusual levels of water content" was seen within the fuel, and the recorded data indicated "no anomalies in the major aircraft systems". Some small foreign bodies, however, were detected in the fuel tanks, although these were later concluded to have had no bearing on the accident.

The Special Bulletin of 12 May 2008 specifically ruled out certain other possible causes, stating: "There is no evidence of a wake vortex encounter, a bird strike, or core engine icing. There is no evidence of any anomalous behaviour of any of the aircraft or engine systems that suggests electromagnetic interference."

Probable cause

The AAIB issued a full report on 9 February 2010. It concluded:

Other findings
The AAIB also studied the crashworthiness of the aircraft during the accident sequence. It observed that the main attachment point for the main landing gear  was the rear spar of the aircraft's wing; because this spar also formed the rear wall of the main fuel tanks, the crash landing caused the tanks to rupture. The report recommended that Boeing redesign the landing gear attachment to reduce the likelihood of fuel loss in similar circumstances.

The report went on to note that the fire extinguisher handles had been manually deployed by the crew before the fuel shut-off switches. The fire extinguisher handles also have the effect of cutting off power to the fuel switches, meaning that the fuel may continue to flow – a potentially dangerous situation. The report restated a previous Boeing Service Bulletin giving procedural advice that fuel switches should be operated before fire handles. It went on: "This was not causal to the accident, but could have had serious consequences in the event of a fire during the evacuation."
Indeed, the need to issue Safety Recommendation 2008–2009, affecting all 777 airframes, which had yet to incorporate the Boeing Service Bulletin (SB 777-28-0025) – as was the case with G-YMMM – was given as the main reason for issuing the first special bulletin, well before the accident investigation itself was complete.

Similar incidents

On 26 November 2008, Delta Air Lines Flight 18 from Shanghai to Atlanta, a Trent 895-powered Boeing 777, experienced an "uncommanded rollback" of one engine while in cruise at . The crew followed manual recovery procedures and the flight continued without incident. The US NTSB assigned one of the investigators who worked on the BA Flight 38 investigation to this incident, and looked specifically for any similarity between the two incidents. The NTSB Safety Recommendation report concluded that ice clogging the FOHE was the likely cause.  The evidence was stronger in this case since data from the flight data recorder allowed the investigators to locate where the fuel flow was restricted.

In early 2009, Boeing sent an update to aircraft operators, linking the British Airways and Delta Air Lines "uncommanded rollback" incidents, and identifying the problem as specific to the Rolls-Royce engine FOHEs. Originally,  other aircraft were thought to be unaffected by the problem. However, in May 2009, another similar incident happened with an Airbus A330 powered by a Trent series 700 engine.

The enquiries led Boeing to reduce the recommended time that the fuel on 777 aircraft equipped with Rolls-Royce Trent 800-series engines be allowed to remain at temperatures below  from three to two hours.

On 11 March 2009, the NTSB issued urgent safety recommendation SB-09-11 calling for the redesign of the FOHEs used on Rolls-Royce Trent 800 Series engines. A build-up of ice from water naturally occurring in the fuel had caused a restriction of the flow of fuel to the engines of G-YMMM. Rolls-Royce had already started on redesigning the component, with an in-service date of March 2010 at the latest. All affected engines were to be fitted with the redesigned component within six months of its certification. In May 2010 the Airworthiness Directive was extended to cover the Trent 500 and 700 series engines, as well.

Lawsuit
In November 2009,  10 passengers were announced to be suing Boeing over the incident in the Circuit Court of Cook County in Illinois, United States. Each of the ten plaintiffs reportedly could receive up to US$1,000,000 (about £600,000 at the time) compensation. The lawsuit alleged that the design of the aircraft was "defective and unreasonably dangerous", that Boeing "breached their duty of care", and also breached their "warranties of merchantability and fitness". Claims were settled out of court in 2012.

In popular culture
The Discovery Channel Canada / National Geographic TV series Mayday featured the incident in a season-10 episode titled "The Heathrow Enigma".

See also

 Aviation safety
 Cathay Pacific Flight 780, an Airbus A330 that lost engine control shortly before landing at Hong Kong International Airport in 2010
 British Airways Flight 9, a Boeing 747 that lost all engine control.
 List of accidents and incidents involving commercial aircraft
 Runway safety area

Notes

References

External links

Air Accidents Investigation Branch Report on the accident to Boeing 777-236ER, G-YMMM, at London Heathrow Airport on 17 January 2008
Final Report (Archive)

Audio interviews with Capt Peter Burkill on avweb.com: Part 1 (The Crash) and Part 2 (The Aftermath)
August 2010 edition of Flaps Podcast: Interview with Captain Burkill, where he recounted his experience and its aftermath

2008 in London
Airliner accidents and incidents caused by fuel starvation
Aviation accidents and incidents in 2008
38
Accidents and incidents involving the Boeing 777
38 Flight 0038 British Airways Flight 38
January 2008 events in the United Kingdom
History of the London Borough of Hillingdon
Airliner accidents and incidents in the United Kingdom
Aviation accidents and incidents in England


Route 127 is a state highway in southwestern Connecticut, running entirely from Bridgeport to Trumbull.  It serves as a minor arterial, connecting all four major limited access highways in the Bridgeport area.

Route description

Route 127 begins at an intersection with Route 130 in southeastern Bridgeport and almost immediately intersects I-95.  It then heads north, roughly parallel to the Pequonnock River and Route 8, into Trumbull.  It intersects Route 8 just north of the Bridgeport-Trumbull town line and continues north, then turns northwest to intersect Route 15 and Route 25 in rapid succession.  It then continues northwest to end at an intersection with Route 111 in Trumbull.

History
White Plains Road was laid out to Pulpit Rock, in present-day Trumbull, in 1705.
Route 127 was commissioned in 1932 and originally ran from US 1 to its current northern terminus.  At an undetermined time before 1978, the southern terminus was truncated to the Huntington Turnpike (SR 730). It was extended south to US 1 in 1992, then further south to Route 130 in 1995.

Major intersections

References

External links

The USGenWeb Project, Fairfield County

Transportation in Fairfield County, Connecticut
127
Trumbull, Connecticut
Transportation in Bridgeport, Connecticut


IMH may refer to:

Institute of Mental Health (Belgrade)
Institute of Mental Health (Singapore)
Iloilo Mission Hospital
Indiana Magazine of History

See also
IHM (disambiguation)
IMHS (disambiguation)


USS Menifee (APA-202) was a  that saw service with the US Navy in World War II and the Korean War.

Menifee was laid down as MCV Hull No. 670 by Kaiser Shipbuilding of Vancouver, Washington on 21 July 1944; launched 15 October 1944, and commissioned 4 November 1944.

Operational history

World War II
Menifee reported to ComPhibsTraPac for intensive amphibious training 8 December 1944 and within a month was underway for Hawaii with US Navy and Marine personnel and cargo. Unloading her initial cargo and passengers at Honolulu 15 January 1945, she departed for the South Pacific on the 27th. On 5 February, she arrived at Guadalcanal for further training exercises in preparation for the Okinawa campaign.

Invasion of Okinawa

On 1 April, Menifee arrived in the transport area off Okinawa with cargo and units of the 6th Marine Division on board. Remaining in the area through the 4th, she landed her troops during the first 2 days and discharged her cargo on the 3d and 4th. On the 5th, she got underway for the United States, arriving at San Francisco 11 May to take on Army personnel and cargo bound for the Philippines.

By 19 June, Menifee had discharged her passengers and cargo at Leyte and was underway for a quick cargo run to Milne Bay, New Guinea. Upon her return from the Netherlands East Indies, she headed back to California, arriving San Pedro 2 August.

After hostilities

After the cessation of hostilities in the Pacific, Menifee continued ferrying occupation troops to Japan and war-weary veterans back to the United States. Released from Magic Carpet duty in early 1946, she reported to the 19th Fleet 9 March and upon decommissioning 31 July, was berthed at Stockton.

Korean War
With the outbreak of hostilities in Korea, Menifee was retrieved from the "mothball fleet" and recommissioned 2 December 1950. Assigned once more to the Amphibious Force, Pacific Fleet, she completed two extended tours of duty in the western Pacific before inactivating a second time in 1955. From April 1951 to March 1952, Menifee ferried troops between Japan and Korea and within Korean waters, insuring through her mobility, the distribution of U.N. forces according to need. During her second WestPac deployment, August 1953 to April 1954, she took part in extensive amphibious training exercises with American and Korean Marines and served as flagship for Operation "Big Lift", the transfer of neutral Indian troops to the peace conference in Panmunjom.

Decommissioning
On 29 June 1955, Menifee was placed out of commission in reserve, assigned to the San Francisco Group, Pacific Reserve Fleet. She was struck from the Navy Vessel Register 1 October and transferred to the Maritime Commission. In 1969, she was berthed at Suisun Bay in the National Defense Reserve Fleet. She was sold for scrapping on 28 May 1975.

Decorations
Menifee received one battle star for World War II service and two for Korean service.

References

Menifee (APA-202), DANFS Online
APA-202 Menifee, Navsource Online

Haskell-class attack transports
Menifee County, Kentucky
World War II amphibious warfare vessels of the United States
Troop ships
Ships built in Vancouver, Washington
1944 ships


Iroquois (1878–September 17, 1899), was the first American-bred Thoroughbred race horse to win the prestigious Epsom Derby at Epsom Downs Racecourse, Epsom, Surrey, England. He then went on to win the St. Leger Stakes at Doncaster Racecourse.

Background
Sired by the notable stallion Leamington, he was bred in Pennsylvania by the wealthy stockman, Aristides Welch (the man the winner of the first Kentucky Derby was named for Aristides) and foaled on his Erdenheim Stud farm.  His dam was the mare Maggie B. B. by Australian. Aside from Iroquois, she foaled Harold, a full brother to Iroquois, who won the 1879 Preakness Stakes, and Panique, winner of the 1884 Belmont Stakes.  Her sire, Australian (who founded the Fair Play sire line), was by West Australian, the first winner of the British Triple Crown.

Another millionaire, Pierre Lorillard IV of the tobacco and snuff family fame, loved the progeny of Leamington so much that in 1879 he bought every Leamington yearling the breeder Aristides Welch had on offer.  One of the yearlings he brought home to his Rancocas Stable in Jobstown, New Jersey was Iroquois.

Once before, in 1878, Pierre Lorillard had sent a number of yearlings to England in the hopes of an American horse winning an important English race.  The first group included Duke of Magenta and Parole.  Due to Parole's sensational wins, that effort proved so successful that in 1880, he sent a second group, including Iroquois.  In England, Lorillard's horses were trained by Jacob Pincus at Newmarket. Pincus was an American who trained for Lorillard and was sent to England with the second wave of Lorillard's horses.

Racing career
Iroquois was not particularly tall for a Thoroughbred, maturing at .  Though he matured slowly, he won four of his two-year-old races that he ran on British soil.

In his first race as a three-year-old, Iroquois placed in the 2,000 Guineas. Most horseman (including Sam Hildreth) said he wasn't quite himself at the time.  Even so, England's champion jockey, Fred Archer (called "The Tin Man"), was there that day and asked for the mount in the Epsom Derby even though he was contracted to ride the horses of Lord Falmouth.  Lord Falmouth allowed Archer to ride the American horse.  Iroquois and Archer (in the cherry and black colors of Lorillard) beat the favorite, Peregrine, by a neck on June 1, 1881.  (Peregrine had won the 2,000 Guineas.)  Archer retained the mount on Iroquois for the St. Leger on September 14, 1881.  They won against a field of fourteen.  Iroquois' victory made him a byword in the United States; there was an immediate upswing in American racetrack attendance.

Iroquois raced seven times as a three-year-old, winning five.  As a winner of the Derby and the St. Leger, if Iroquois had won the 2,000 Guineas instead of coming in second, he would have taken England's Triple Crown.

When Iroquois was four he became a "bleeder," meaning that he bled from his nose when making the kind of effort a racehorse must make to be a successful contender. He also became difficult to train, probably because of this. Therefore, he did not run at four. Lorillard sent him back to the United States in July 1883.

Home again, Iroquois won the Stockbridge Cup, placed in the Hardwicke Stakes and came in third in the Monmouth Stakes.

Stud record
In 1886, Iroquois was purchased by William Hicks Jackson, a former Confederate Civil War general to stand stud at Belle Meade, a thoroughbred horse farm. The horse was transported to the Belle Meade Farm near Nashville. Iroquois did well at stud, becoming the leading sire of 1892. Among his notable offspring was the stakes winner Tammany, retrospective American Horse of the Year for 1892.

Iroquois died at the age of twenty-two on September 17, 1899.

See also
 List of racehorses

References
  Iroquois' pedigree, stats, and image
 The Spell of the Turf, by Samuel C. Hildreth & James R. Crowell, J. B. Lippincott & Co., 1926
 The History of Thoroughbred Racing in America, by William H.P. Robertson, Bonanza Books, New York

1878 racehorse births
1899 racehorse deaths
Racehorses trained in the United States
Racehorses trained in the United Kingdom
Racehorses bred in Pennsylvania
United States Champion Thoroughbred Sires
Epsom Derby winners
Thoroughbred family 4-m
St Leger winners


Rama Rajasekhara (fl. 870/71 – c. 883/84 AD) was a Chera Perumal ruler of medieval Kerala, south India. Rajasekhara is usually identified by historians with Cheraman Perumal Nayanar, the venerated Shaiva (Nayanar) poet-musician of the Bhakti tradition.

Rajasekhara presumably succeeded Sthanu Ravi Kulasekhara around 870 AD. "Tripuradahana" and "Saurikathodaya", Yamaka poems by Vasubhatta, were composed under the patronage of Rajasekhara. Two temple records, from Kurumattur, Areacode and Thiruvatruvay, Vazhappally, mention king Rajasekhara. The former contain the only available "prasasti" of a Chera Perumal ruler of Kerala.

Rama Rajasehara probably abdicated the throne toward the end of his reign and became a Shaiva nayanar known as Cheraman Perumal Nayanar. He was succeeded by Vijayaraga (fl. c. 883/84-c.895 AD).

Sources

Shankaravijaya of Vidyaranya mentions one Kerala king "Rajasekhara" (who was a contemporary of Hindu philosopher Shankara).
Shivanandalahari, attributed to Hindu philosopher Shankara, indirectly mentions the Chera ruler as "Rajasekhara".

 Rajasekhara is also tentatively identified with king "Co-qua-rangon" mentioned in the Thomas of Cana copper plates.

Rama Deva
Laghu Bhaskariya Vyakhya, a mathematical commentary composed in the court of king Ravi Kulasekhara in 869/70 AD, mentions a Chera Perumal royal called Rama Deva, who marched out to fight the enemies on getting information from the spies. A possibility identifies Rama Deva with Rama Rajasekhara. Rama Deva is described as a member of the Solar Dynasty ("ravi-kula-pati") in Chapter IIII, Laghu Bhaskariya Vyakhya.

Patron of Vasubhatta
Vasubhatta, the famous Yamaka poet of medieval Kerala, names his patron king as "Rama" in his Tripuradahana and Saurikathodaya.

Tripuradahana refers to Rama Rajasekhara as follows:

Another poem by Vasubhatta, the Yudhisthiravijaya, says that "Kulasekhara" was the regnal title of his patron king. A later commentary on the poem Yudhisthiravijaya argues that "Rama" was the personal name of the king with regnal title "Kulasekhara". Modern scholars generally consider this a result of confusion on the part of the commentators (between Sthanu Ravi Kulasekhara and Rama Rajasekhara) who were separated in time from the Perumals.

Some scholars also identify king Rama Kulasekhara as the patron of poet Vasubhatta (and thus placing Vasubhatta in 11th-12 centuries AD). This view is generally found unacceptable on several counts.

Epigraphic records

References

External links

 Mathew, Alex - Political identities in History (2006) Unpublished Doctoral Thesis (M. G. University)

Nayanars
9th-century Indian monarchs
People from the Kodungallur Chera kingdom
Indian Shaivite religious leaders
Kodungallur Chera kings


Polyvagal theory (PVT) is a collection of  proposed evolutionary, neuroscientific, and psychological constructs pertaining to the role of the vagus nerve in emotion regulation, social connection and fear response. PVT was introduced in 1994 by Stephen Porges. There is  consensus among experts that the assumptions of the polyvagal theory are untenable.
PVT is popular among some clinical practitioners and patients, but it is not endorsed by current social neuroscience.

Polyvagal theory takes its name from the vagus, a cranial nerve that forms the primary component of the parasympathetic nervous system. The traditional view of the autonomic nervous system presents a two-part system: the sympathetic nervous system, which is more activating ("fight or flight"), and the parasympathetic nervous system, which supports health, growth, and restoration ("rest and digest"). Polyvagal theory identifies a third type of nervous system response – the 'social engagement system', a hybrid state of activation and calming that plays a role in our ability to socially engage (or not).

Polyvagal theory views the parasympathetic nervous system as being split into two distinct branches: a "ventral vagal system" which supports social engagement, and a "dorsal vagal system" which supports immobilisation behaviours, both "rest and digest" and defensive immobilisation or "shutdown". Polyvagal theory was introduced by behavioral neuroscientist, Stephen W. Porges, in his presidential address to the Society of Psychophysiological Research in Atlanta, Georgia on October 8, 1994.

The talk was later published in Psychophysiology 32 (1995) with the title "Orienting in a defensive world: Mammalian modifications of our evolutionary heritage. A polyvagal theory" (Porges, 1995).

Theory
According to the theory, three organizational principles can be distinguished:

 Hierarchy: The autonomic nervous system reacts in three reaction patterns, which are activated in a specific order.
 Neuroception: In contrast to perception, it is here a cognition without awareness, triggered by a stimulus such as danger.
 Co-regulation: The need to feel safe enough to allow oneself to be in relationships, which is difficult for traumatized people.

When it comes to immobilization, the decisive factor for Porges is whether immobile in safety or frozen because of the feedback of danger.

Porges describes the three neural circuits as regulators for reactive behavior. His findings about the ANS were taken into account e.g. in the modern therapy of childhood trauma and are used by trauma therapists such as Bessel van der Kolk, Peter A. Levine and Marianne Bentzen. The "autonomy" of the vegetative self-regulation refers to the fact that biologically fixed, automatically running internal processes are adapted and regulated via the VNS, which can therefore not be consciously influenced directly by humans, but at most indirectly. This forms in the course of childhood and according to the suggestions of the parents or the caregivers. If the caregivers have a grown-up, developed system, then the child can also develop its resilience. However, if the caregiver is traumatized or has other impairments, the child cannot develop a stress-resistant adult nervous system.

The polyvagal theory is not simply a "theory of relaxation techniques" like autogenic training and others. According to the polyvagal theory, it is possible to strengthen a nervous system that has not yet grown up or has been dysregulated by trauma. "Pendulum exercises" can be used for this: the principle is to intentionally bring oneself out of relaxation into light stress and then back into a safe state. By oscillating between these activation states, the nervous system will be trained and will find its way back to relaxation more quickly.

Hypothesized phylogenetic subsystems/stages
The vagus nerve is a primary component of the autonomic nervous system. The polyvagal theory focuses on the structure and function of the two efferent branches of the vagus cranial nerve, both of which originate from the medulla. More specifically, each branch is claimed to be associated with a different adaptive behavioral strategy; the ventral branches are more restful in nature and the dorsal ones are more active in nature. The vagal system is claimed to be inhibitory of primal instincts by being part of the parasympathetic nervous system, and in opposition, the sympathetic-adrenal system is involved in mobilization behaviors. According to polyvagal theory, these opposing systems are phylogenetically ordered and activated for responses.

Anatomical hypothesis

The vagus, or tenth cranial nerve transmits parasympathetic signals to and from the heart, lungs, and digestive tract, a fact established before the middle of the 20th century. "Polyvagal theory" was introduced in 1994 by Stephen Porges, director of the Brain-Body Center at the University of Illinois at Chicago. As has been established since the early days of neuroanatomy, the autonomic nervous system encompasses nerve fibers transmitting information from the body toward the brain, called afferent influences. According to polyvagal theory, this effect has been observed and demonstrated by adaptive reactivity dependent on the neural circuits' phylogenetical development. Polyvagal theory claims that human facial expressions are associated with, or reflect, physical reactions, such as cardiac and digestive changes.

Porges argues this theory with observations from both evolutionary biology and neurology.

The branches of the vagal nerve are claimed to serve different evolutionary stress responses in mammals: the more primitive branch is said to elicit immobilization behaviors (e.g., feigning death), whereas the more evolved branch is said to be linked to social communication and self-soothing behaviors. These functions are claimed to follow a phylogenetic hierarchy, where the most primitive systems are activated only when the more evolved functions fail. These neural pathways regulate autonomic states and the expression of emotional and social behaviour. Thus, according to this theory, physiological state dictates the range of behaviour and psychological experience.

Polyvagal theory makes broad claims on the nature of stress, emotion, and social behaviour, for the study of which peripheral indices of arousal such as heart rate, cortisol level and skin conductance have traditionally been used. Polyvagal theory champions the measurement of vagal tone in humans as a novel index of stress vulnerability and reactivity in populations with affective disorders.

The proposed dorsal vagal complex (DVC)
The dorsal branch of the vagus nerve originates in the dorsal motor nucleus and is postulated by polyvagal theory to be the phylogenetically older branch. This branch is unmyelinated and exists in most vertebrates. Polyvagal theory calls this the "vegetative vagus" because it sees it as being associated with primal survival strategies of primitive vertebrates, reptiles, and amphibians. Under certain conditions, these animals "freeze" when threatened, conserving their metabolic resources. This draws on the simplifying claims of the triune brain theory which are no longer considered accurate due to the many exceptions to this rule (see ).

The DVC provides primary control of subdiaphragmatic visceral organs, such as the digestive tract. Under normal conditions, the DVC maintains regulation of these digestive processes. However, prolonged disinhibition can be lethal for mammals, as it results in apnea and bradycardia.

The proposed ventral vagal complex (VVC)
With increased neural complexity as seen in mammals (due to phylogenetic development) there is said to have evolved a more sophisticated system to enrich behavioral and affective responses to an increasingly complex environment. The ventral branch of the vagus originates in the nucleus ambiguus and is myelinated to provide more speed in responding. Polyvagal theory calls this the "smart vagus" because it associates it with the regulation of sympathetic "fight or flight" behaviors by way of social affiliative behaviors. These behaviors are said to include social communication and self-soothing and calming. In other words, this branch of the vagus is said to inhibit or disinhibit defensive limbic circuits, depending on the situation. Note: Attributing defensive behaviours purely to the limbic system is an oversimplification, as these are triggered by perceived threats, thus requiring an interplay of brain areas performing sensory integration, memory, and semantic knowledge with the limbic system to be elicited. Similarly, the regulation of emotions requires a complex interplay of higher cognitive areas with limbic ones.
The vagus nerve mediates the control of supradiaphragmatic visceral organs, such as the esophagus, bronchi, pharynx, and larynx. It also exerts an important influence on the heart. When vagal tone to the heart’s pacemaker is high, a baseline or resting heart rate is produced. In other words, the vagus acts as a restraint, or brake, limiting heart rate. However, when vagal tone is removed, there is little inhibition to the pacemaker, and according to polyvagal theory, rapid mobilization ("fight/flight") can be activated in times of stress, but without having to engage the sympathetic-adrenal system, as activation comes at a severe biological cost. Note: While the vagus nerve's role in downregulating the heart rate is well-established, the notion that a Fight-or-flight response can be triggered without engaging the sympathetic nervous system is not substantiated by any evidence.

Vagal tone as a physiological marker of stress
In order to maintain homeostasis, the central nervous system responds constantly, via neural feedback, to environmental cues. Stressful events disrupt the rhythmic structure of autonomic states, and subsequently, behaviors. Since the vagus plays such an integral role in the peripheral nervous system via regulation of heart rate, Porges suggests that the amplitude of respiratory sinus arrhythmia (RSA) is a good index of parasympathetic nervous system activity via the cardiac vagus. That is, RSA is proposed as a measurable, noninvasive way to see how the vagus modulates heart rate activity in response to stress. If true, this method could be useful to measure individual differences in stress reactivity.

RSA is the widely used measure of the amplitude of heart rate rhythm associated with the rate of spontaneous breathing. Research has shown that amplitude of RSA is an accurate indicator of the efferent influence of the vagus on the heart. Since inhibitory effects of the VVC branch of the vagus allow for a wide range of adaptive, prosocial behaviors, it has been theorized that individuals with greater vagal tone are able to exhibit a greater range of such behaviors. On the other hand, decreased vagal tone is associated with illnesses and medical complications that compromise the CNS. These complications may reduce one's capacity to respond to stress appropriately.

Clinical applications in the human fetus
Healthy human fetuses have high variability in heart rate, which is mediated by the vagus. On the other hand, heart rate decelerations, which are also mediated by the vagus, are a sign of fetal distress. More specifically, prolonged withdrawal of vagal influence on the heart creates a physiological vulnerability to the influence of the Dorsal Vagal Control, which in turn produces bradycardia (very low heart rate). However, the onset of this deceleration is commonly preceded by transitory tachycardia, which is reflective of the immediate effects of Ventral Vagal Control withdrawal.

Reception

In a 2023 review of the literature, Paul Grossman states that "there is broad consensus among experts [...] that each basic physiological assumption of the polyvagal theory is untenable. Much of the existing evidence, upon which these consensuses are grounded, strongly indicates that the underlying polyvagal hypotheses have been falsified."

Although proponents like Bessel van der Kolk praise the theory's explanatory power, Grossman considers the theory an unnecessary and unsubstantiated conflict imposed on the public dialogue.

Neuroscientific claims
Neuhuber and Berthoud (2022) state that polyvagal theory's "basic phylogenetic and functional-anatomical tenets do not withstand closer scrutiny". They argue that polyvagal theory incorrectly portrays the role of the different vagal nuclei in mediating the freeze response. According to their analysis, the evidence "does not support a role of the 'dorsal vagal complex' in freezing as proposed by the PVT (Porges, 2001)" and the dorsal vagal complex "should not be linked to passive defensive behavior".
Regarding the proposed "ventral vagal complex", they state that "the PVT, by construeing a 'new ventral vagal complex' encompassing the entire branchiomotor column ascribed to the vagus much more than it actually can serve." They see it as "misleading to propose that brainstem branchiomotor ('source') nuclei 'communicate directly with the visceromotor portion of the nucleus ambiguus' (Porges, 2001)", and conclude that the relevant networks "should not be termed 'ventral vagal complex'. This terminology may insinuate that the vagus is a "prime mover". This not the case [...]".

Taylor, Wang & Leite (2022) similarly regard it as "invalid to refer to this as a 'vagal system' or to postulate the existence of a 'smart vagus'."

Evolutionary claims
Grossman and Taylor (2007) argue that there is no evidence that the dorsal motor nucleus (DMN) is an evolutionarily more primitive center of the brainstem parasympathetic system than the nucleus ambiguus (NA), and review evidence to the contrary.

A more recent paper by Monteiro et al. (2018) finding myelinated vagus nerve fibers of lungfish leading from the nucleus ambiguus to the heart also indicates that polyvagal theory’s hypothesis that the nucleus ambiguus is unique to mammals is incorrect. They state that "the mechanisms [Porges] identifies as solely mammalian are undeniably present in the lungfish that sits at the evolutionary base of the air-breathing vertebrates."

Grossman (2023) concurs, stating that "the polyvagal notion that the ventral vagal area is unique to mammals is opposed by years of evidence" and that the "findings, as a whole, firmly and consistently contradict the polyvagal hypotheses that propose the [dorsal vagal motor nucleus] as the “source nucleus” of unmyelinated pathways and the [nucleus ambiguus] as the “source nucleus” of myelinated pathways in mammals".

Results reviewed by Taylor, Leite and Skovgaard (2010) also "refute the proposition that centrally controlled cardiorespiratory coupling is restricted to mammals, as propounded by the polyvagal theory of Porges".
In Taylor, Wang & Leite's 2022 review, the evidence for the presence of cardio-respiratory interactions similar to respiratory sinus arrhythmia (RSA) and their potential purpose in blood oxygenation in many vertebrate species (both air- and water-breathing) leads them to conclude that RSA may be a relic of older cardio-respiratory systems, contrary to polyvagal assumptions.

The dichotomy between asocial reptiles and social mammals subscribed to by polyvagal theory has been contested. Doody, Burghardt & Dinets  consider several ways of assessing and classifying animal sociality and state that "Porges’ dichotomy is incorrect. While many mammals (particularly humans) may show more complex social behavior than reptiles, there is considerable overlap in social tendencies between the two groups. The labels ‘social’ and ‘asocial’ are too crude to have utility in a comparative framework of social behavior and should not be used to describe taxa". Listing examples of social behavior in reptiles and other non-mammal vertebrates, they observe that "PT appears to rest upon 20th century folk interpretation of vertebrate evolutionary biology rather than on current scientific understanding of it."

Claims regarding cardiac functioning
Polyvagal theory proposes a relationship between RSA responses and forms of psychopathology,  but a meta-analysis finds the empirical evidence to be inconclusive.

According to Grossman and Taylor, the existing research indicates that respiratory sinus arrhythmia is not a reliable marker of vagal tone, since it is subject to both respiratory variables and sympathetic (beta-adrenergic) influences in addition to vagal influences. In addition, they argue that the results of Porges' 2003 study on two species of lizard was flawed due to incorrect measurements of heart rate variability.

Reviewing more recent evidence, Paul Grossman again finds RSA not "a direct measure of cardiac vagal tone" due to confounding factors. In addition, he concludes that contrary to polyvagal claims "there is no credible evidence that the [dorsal vagal motor nucleus] plays any role in massive bradycardia", and that it "appears to have almost no effect upon vagal heart rate responses".

Scientific standards
In a 2021 publication, Porges states that "the theory was not proposed to be either proven or falsified". Falsifiability is a central tenet of the scientific method.

See also
 Popular psychology
 Fringe science
 Emotional dysregulation
 Fight-or-flight response
 Freezing behavior
 Tend and befriend
 Autonomic nervous system

References

Further reading
 Deb Dana: The Polyvagal Theory in Therapy, Engaging the Rhythm of Regulation (Norton Series on Interpersonal Neurobiology, Band 0), W.W. Norton & Co; Illustrated Ed. (2018),
 Ulrich F. Lanius, Sandra L. Paulsen, Frank M. Corrigan: Neurobiology and Treatment of Traumatic Dissociation: Towards an Embodied Self. Springer Publishing Co., 2014
  (Review).
 Holly Bridges: Reframe Your Thinking Around Autism: How the Polyvagal Theory and Brain Plasticity Help Us Make Sense of Autism ISBN 978-1849056724 Jessica Kingsley Publishers. 2015
 Robert Bright: The Polyvagal Theory: The Simplified Guide to Understanding the Autonomic Nervous System and the Healing Power of the Vagus Nerve – Learn to Manage Emotional Stress and PTSD Through Neurobiology. White Publishing, Ltd., 2020, ISBN 978-1801119689

External links
 The Polyvagal Theory – www.wam.umd.edu
 The polyvagal theory: phylogenetic substrates of a social nervous system
 Stephen Porges – the originator of the Polyvagal theory.
 After 20 years of "polyvagal" hypotheses, is there any direct evidence for the first 3 premises that form the foundation of the polyvagal conjectures? Paul Grossman, University Hospital of Basle, Switzerland, on ResearchGate, with references and some discussion starting January 2016

Belief
Popular psychology


Smart pipe, related to a mobile network operator (MNO or operator), refers to an operator’s network which leverages existing or unique service abilities, and the operator’s customer relationships, to provide value beyond that of data connectivity only. The use of the term “smart” refers to the operator’s ability to add value for added, and often unique, types of services and content beyond bandwidth and network speed only.

Among the commonly understood operational models for a MNO are smart pipes, walled gardens, and dumb pipes.

Examples
While there is no real industry standard definition of a smart pipe, there are several operators, bloggers, and researchers who have described aspects of a smart pipe which are generally accepted.

Network operator 3 led the way with the release of its X-Series line of devices in 2006. The X-Series platform bundles a set of services, several of which are unique to 3, and provides unlimited data access in exchange for a fixed monthly premium. While not necessarily a full realization of a smart pipe, 3 is one of the first operators to offer such a combination of bandwidth and value-added services for flat-rate pricing.

In addition to pricing, there is a set of services commonly viewed as parts of a smart pipe, such as:
 Location-based services
 Presence information
 Customer analytics
 Computing platforms, mobile or application
 Mobile operating systems
 User interfaces
 Personalization
 Application programming interfaces (APIs), for devices or networks
 Payment, Billing
 Directory assistance, directory services
 Quality of service

By exposing these types of services to the mobile ecosystem, network operators can maintain the value of their pipes while enabling entrepreneurs to create new business models and generate entirely new revenue streams.

The need for operators to innovate around a smart pipe is rising as they face rising pressure from media companies and new technologies, such as Apple’s iPhone, Nokia’s consumer portal Ovi, and even the open-access policies of the U.S. Federal Communications Commission (FCC) introduced around its upcoming 700 MHz spectrum auction.

Recently, Arun Sarin, CEO of Vodafone, was criticized for some statements he made about how Vodafone will always have a unique relationship with its subscribers through its billing relationship. Although Sarin’s point has been true traditionally, as the article points out there are several new threats to that exclusivity such as traditional credit card, Obopay, PayPal Mobile, and existing media companies like Google via the Android platform, Yahoo via Go, and Apple via iPhone.

See also
 Mobile phone
 Mobile network operator
 Walled garden (technology)
 Dumb pipe

References

Mobile technology


This is a list of streams and rivers in Sudan, arranged geographically by drainage basin. There is an alphabetic list at the end of this article.

Flowing into the Mediterranean
Nile
Atbara River
Mareb River (or Gash River) (only reaches the Atbara in times of flood)
Tekezé River (or Setit)
Angereb River (or Greater Angereb River)
Blue Nile
Rahad River
Dinder River
White Nile
Adar River
Yabus River
Bahr el Ghazal
Jur River
Bahr al-Arab
Adda River
Umbelasha River
Lol River
 Sobat River :
 Baro River
 Pibor River :
 Akobo River

Flowing into the Red Sea
 Barka River

Flowing into endorheic basins

Libyan Desert
Wadi Howar (remnant of the Yellow Nile, an ancient tributary of the Nile)

Lake Kundi
Ibrah River

Alphabetical list

A to M
 Adda River, Sudan - Angereb River - Atbarah River
 Bahr al-Arab - Barka River
 Dinder River
 Geni River
 Ibrah River
 Mareb River (Gash River)

N to Z
 Nile River
 Rahad River
 Tekezé River - Tiwal River
 Umbelasha River
 Wadi Howar - White Nile
 Yabus River

See also
List of rivers of South Sudan

References

Sudan
Rivers


Inder Puri is a small colony located in the central part of New Delhi. It lies between Naraina and New Rajinder Nagar area; it is located next to the renowned Pusa Institute.

Access
The Indira Gandhi International Airport is 12 km (domestic) and 16 km (international) from Inderpuri. The New Delhi railway station is 11 km away, and the Hazrat Nizamuddin Railway Station 19 km away. The Blue Line of the Delhi Metro has a stop at the Shadipur station within 3.4 km from Inderpuri. The closest metro station is Pink line metro station at Naraina Vihar within 1 km approximately.

Politics
Inderpuri comes under the jurisdiction of Rajinder Nagar (Delhi Assembly constituency). The current MLA is Mr. Pathak of Aam Aadmi Party.

See also
 Neighbourhoods of Delhi

References

Neighbourhoods in Delhi
Central Delhi district
Villages in Central Delhi district


The  are a vocal group composed of Hironobu Kageyama and Masaaki Endoh as the fictional  and , respectively, debuting in 2997 (each year is 1000 years later than the actual date). Together, the Metal Brothers released two full-length albums of covers of anime songs and two singles of original songs. They have also performed various original songs for the Super Robot Wars series. The group has not released any more music since the inception of JAM Project.

Discography

Albums

Singles
"BRAVE HEART" (1998)
Used as the opening for

Other songs
"WONDER GENERATION!" (1998)
Insert song in Tetsuwan Tantei Robotack
"RIDE on DREAM" (1998)
"Far Away" (1998)
"MUTEKI Fight it out" (1998)

Insert songs in Bakusō Kyōdai Let's & Go!! MAX

See also
Hironobu Kageyama
Masaaki Endoh
Animetal
JAM Project

References

Rock music duos
Video game musicians
Japanese rock music groups
Anime musical groups
Japanese boy bands


Kim Hwasang (), also known in Chinese as Wuxiang (, , 684–762), was a Korean master of Chan Buddhism who lived in Sichuan, China, whose form of Chan  teaching was independent of East Mountain Teaching and Huineng. His teachings were amongst the first streams of Chan Buddhism transmitted to Tibet.

Chan, the Tangut and Kim Hwasang
Solonin links the Tangut people, the Helan Mountains and Baotang Wuzhu:

Yün-Hua Jan (1986: pp. 27–28) states:

Buswell (2005: p. 191) states:

Transmission of Chan to the Nyingma school

Chan Buddhism was introduced to the Nyingma school of Tibetan Buddhism in three principal streams: the teachings of Kim Hwashang transmitted by Sang Shi in c750 CE; the lineage of Baotang Wuzhu was transmitted within Tibet by Yeshe Wangpo; and the teaching of Moheyan, which were a synthesis of the East Mountain and Baotang schools.

Legend states that Trisong Detsen (742–797) invited Moheyan to teach at Samye. Moheyan had been teaching at Dunhuang, which the Tibetan Empire had conquered in 786, but he lost an important philosophical debate on the nature of emptiness from the Indian master Kamalaśīla and the king declared Kamalaśīla's philosophy should form the basis for Tibetan Buddhism rather than Chan. This legendary "great debate" was known as "the Council of Lhasa" and is narrated and depicted in a specific cham dance held annually at Kumbum Monastery, Qinghai.

Ray (2005) holds that the first documented dissemination of Chan to Tibet, chronicled in what has become known as the Statements of the Sba Family, occurred around 761 when Trisong Detsen sent a party to Yizhou to receive the teachings of Kim Hwashang, whom they encountered in Sichuan. The party received teachings and three Chinese texts from Kim, who died soon after.

Notes

Further reading

 Yun-Hua, Jan (1989). A Comparative Study of 'No-thought' (Wu-nien) in Some Indian and Chinese Buddhist Texts. VVol. 16/1989: pp. 37–58. Dialogue Publishing Company. Source:  (accessed: January 25, 2008)

Korean Zen Buddhists
Korean emigrants to China


HMAS Moresby (formerly HMS Silvio) was a  (also known as Racehorse class) "Fleet Sweeping" sloop that served in the Royal Navy (RN) and Royal Australian Navy (RAN) as a minesweeper, anti-submarine vessel, and survey ship. The ship was involved in both World Wars, and was the venue of the Japanese surrender of Timor on 11 September 1945.

Design and construction

The 24 class were designed as minesweeping sloops capable of accompanying fleets on operations. As built, the vessels had a displacement of 1,320 tons, were  in length, and had a standard ship's company of 82. The sloops were powered by coal-fuelled boilers connected to steam turbines. Although larger and roomier than preceding designs, the 24 class had a reputation of poor seakeeping capabilities.

The sloop was laid down as HMS Silvio, named after a British Epsom Derby-winning racehorse, by Barclay Curle and Co Ltd at their Glasgow shipyard on 27 November 1917. She was launched on 12 April 1918, and commissioned into the Royal Navy on 25 May 1918.

Operational history

Royal Navy
On 25 July 1918, Silvio, , and three other warships were escorting a convoy when it came under attack by a U-boat off the coast of Ulster. All five escorts attacked the submarine, but none were successful in damaging it.

In 1925, Silvio was the last of five of the 24-class sloops to be converted to survey ships. In the same year, the ship was lent to the Australian Government to replace  and assist  in surveying throughout northern Australian waters, including a navigation channel through the Great Barrier Reef. The ship was renamed and recommissioned into the Royal Australian Navy as HMAS Moresby, after John Moresby, on 20 June 1925. She departed England on 28 June, and arrived in Australia in September.

Royal Australian Navy
Moresby participated in the Great Barrier Reef survey until 21 December 1929, when she was decommissioned into reserve in Sydney.

She was recommissioned on 27 April 1933, to perform urgent strategic surveys of the waters north of Australia. During the 1930s, conditions for the sailors aboard were a matter of contention. Survey work was already arduous, but the ship had not been designed for tropical operations, causing greater discomfort. In addition, the sailors had experienced reductions in pay. Over the course of mid-1934, the number of sailors reported for discipline had increased. These issues came to a head in the early morning of 19 August, when an able seaman punched a petty officer who admonished him for dirtying the ship's paintwork while attempting to move a crate, then insulted the seaman for dropping the crate when a support rope the petty officer was holding came loose. The able seaman was arrested and restrained in irons until the ship reached Darwin in two days time for a court martial. At breakfast, other sailors discussed the incident, with the idea of refusing the morning's call to work. Twenty-seven sailors ignored the bosun's call to work, and when confronted by the executive officer, said they were protesting against conditions and discipline aboard Moresby. After consultation between the captain and his officers, the sailors were informed that they would be charged by warrant (with their actions judged by the captain, instead of by a court martial). After returning to duty, the 27 sailors were later charged with "an act prejudicial of good order and naval discipline" and generally punished by the removal of merit and good-conduct badges. The Australian Commonwealth Naval Board felt that the captain's decision to charge by warrant was alarming, and felt the charges and punishment were an underreaction to what they considered an act of mutiny. After an inquiry into the incident, six of the sailors, plus a seventh who had incited but not participated in the protest, were discharged from the navy, and provisions were made to restore sailor pay levels.

After the surveying exercises were completed, Moresby was returned to reserve on 14 December 1934 and her boilers were converted from coal to oil burning. Moresby was reconverted for survey work and recommissioned on 11 April 1935, returning to northern Australia until the beginning of World War II in September 1939. In May 1937, after the eruption of volcanoes of the Rabaul caldera resulted in the evacuation of Rabaul to nearby Kokopo, Moresby was sent to New Britain and instructed to provide any assistance necessary. The only need for the sloop was to transport provisions to the refugees.

During the first year of World War II, Moresby was used as an anti-submarine training vessel, a role she maintained until January 1941, when she was reassigned to survey duty in the waters of Australia and New Guinea. Following the Japanese attacks on the Allies in December 1941, the sloop was used as a convoy escort and anti-submarine vessel off the east coast of Australia. During the two years in this role, three of the convoys escorted by Moresby were attacked by Japanese submarines; December 1942 off Gabo Island with no damage, April 1943 with the sinking of the Yugoslav vessel Recina and the loss of 32 of her crew, and May 1943 off the New South Wales coast with SS Ormiston damaged but able to reach port. This two-year period saw the greatest Japanese submarine activity off Australia's east coast, with sixteen other ships sunk.

In November 1943, Moresby was reassigned to survey duties, and spent the rest of the war based in Darwin. In September and October 1945, Moresby was assigned to a group of ships  assisting the re-occupation of Timor. The Japanese surrender of Timor was performed aboard Moresby on 11 September 1945. Moresby earned two battle honours for her wartime service: "Pacific 1942-43", and "New Guinea 1943-44".

After the ceremony, the sloop was sent to survey Yampi Sound. On 4 October, a second mutiny occurred aboard Moresby. The overcrowded conditions (particularly when carrying passengers to the Timor surrender), difficulties of surveying work, tropical conditions, and bullying by the chief boatswain's mate (who had become the ship's disciplinarian after the master-at-arms departed at the end of World War II) were them main factors in the sailors' spontaneous decision to barricade themselves into their mess deck instead of reporting for exercises. Several senior personnel, including the captain, repeated the order to report with no effect, but when the captain ordered the mess deck door to be unbarred and opened, those inside did so. Moresby returned to Darwin and an inquiry was held: the spontaneity of the mutiny meant that there were no ring-leaders to identify and court-martial, so the decision was made to charge all the leading seamen involved with failure to report for duty (with ten days imprisonment followed by transfer to other ships), while the other sailors were given ten days stoppage of leave (an effectively meaningless punishment, as the ship left Darwin after the inquiry, and did not enter a port until after the punishment had expired). This was the last incident in RAN history where personnel were charged for mutinous acts.

Decommissioning and fate
After completing the survey work, Moresby sailed to Sydney and was decommissioned into reserve for the final time on 14 March 1946, and was sold to Broken Hill Pty Co Ltd (BHP) for scrapping on 3 February 1947. After being towed to BHP's Newcastle works, Moresby was cut down until there was only  of freeboard. This 420-ton hulk was towed up the Hunter River, beached, and broken down into  sections.

Citations

References

Books

News articles

Websites

Silvio
Ships built on the River Clyde
1918 ships
World War I sloops of the United Kingdom
Survey ships of the Royal Australian Navy
World War II naval ships of Australia
24-class sloops of the Royal Australian Navy


Jim Love (1927 – May 10, 2005) was an American modernist sculptor who was born in Amarillo, Texas.  He graduated from Baylor University in 1952 with a baccalaureate in business administration.  After graduation, He moved to Houston, Texas.  He rose to prominence in 1961 when his assemblages of found objects were included in the groundbreaking exhibition The Art of Assemblage at the Museum of Modern Art in New York City.  Jim Love died in May 2005. Margaret McDermott, wife of University of Texas at Dallas founder Eugene McDermott presented the Jack sculpture to the university in 1976. The sculpture is affectionately known on campus as the Love Jack. In May 2021, the "Love Jack" was moved to a more central location on the UTD campus.

References

 Clothier, Peter and Jim Edwards, The Poetic Object: Hannelore Baron, Varujan Boghosian, Wallace Berman, Doris Cross, Roy Fridge, George Herms, Jess, Jim Love, David McManaway, Betye Saar, San Antonio, Tex, San Antonio Museum of Art, 1988.
 Herbert, Lynn McLanahan, From Now On, London, Philip Wilson, 2006
 Love, Jim, Jim Love, In Pursuit of the Bear, Houston, Contemporary Arts Museum, 1973.
 Love, Jim, Jim Love Up to Now, A Selection, Houston, Tex., Institute for the Arts, Rice University, 1980.
 Williams, Charles Truett, Charles T. Williams, Retrospective with Friends: Charles T. Williams, Roy Fridge, Jim Love, David McManaway, Gene Owens, Denton, TX, University of North Texas Press, 1998.
 Chron.com - Renowned sculptor Jim Love dies

Modern sculptors
1927 births
2005 deaths
20th-century American sculptors
20th-century American male artists
American male sculptors
Baylor University alumni


Ricaniidae is a family of planthopper insects, containing over 400 species worldwide. The highest diversity is in tropical Africa and Asia and in Australia, with a few species occurring in the Palearctic and Neotropical realms. It is one of the smaller families in the planthopper superfamily Fulgoroidea.

Subfamilies and Genera
As of 2022, Fulgoromorpha Lists on the Web includes:

Subfamily Pharsalinae
(Neotropical - all presently monotypic)
 Pharsalus
 Ricamela
 Silvanana

Subfamily Ricaniinae
 Acroprivesa
 Alisca
 Aliscella
 Apachnas
 Aprivesa
 Armacia
 Armilustrium
 Carmentalia
 Coniunctivena
 Cotrades
 Cyamosa
 Deferundata
 Deraulax
 Epitemna
 Epithalamium
 Euricania
 Globularica
 Hajar
 Isobium
 Janssensia
 Kazukuru
 Keiserana
 Kruegeria
 Lambertoniana
 Lugardia
 Mahecania
 Marleyia
 Meliprivesa
 Mesoricania
 Motua
 Motumotua
 Mulvia
 Nasatus
 Neoprivesa
 Nesomimas
 Orosanga
 Osaka
 Paici
 Parapiromis
 Paurostauria
 Plestia
 Pocharica
 Pocharista
 Pochazia
 Pochazina
 Pochazoides
 Privesa
 Ricania  - type genus
 Ricanoides
 Ricanopsis
 Ricanoptera
 Ricanula
 Scolypopa
 Scotinax
 Semestra
 Sensorica
 Syndetica
 Tarehylava
 Tarundia
 Trysanor

Subfamily incertae sedis
 Jeromicanus
 Five extinct monotypic genera

Gallery

References

Auchenorrhyncha families
Fulgoromorpha


Jens Zetlitz Monrad Kielland ( – ) was a Norwegian architect, professor and author.

Personal life
Jens Kielland was a member of the prominent Kielland family. He was born in Stavanger to parish priest and politician Jacob Kielland (1841–1915) and his wife Diderikke Jørgine (1842–1918), née Monrad. His grandfather was Jens Zetlitz Kielland, and through him, Jens Zetlitz Monrad Kielland was the nephew of painter Kitty Lange Kielland and novelist Alexander Kielland. He had five sisters and four brothers, all of them younger than he was, although one died young.

Kielland was a student at the Royal Arts School in Kristiania (1884-86), while attending a Master's degree and assisted at an architectural office. From  1887-90 he studied at the Technische Hochschule Charlottenburg in Berlin.

In April 1896 he married pianist Anna Magdalena Cathrine Christie (1871–1948), daughter of jurist Hans Langsted Christie. They had two children, Jacob Christie Kielland became an architect and Else Christie Kielland became a painter.

Career
Until 1894, he assisted at various architectural offices in Ludwigshafen, Halle and Berlin. He established himself in Bergen during 1894 with architect Schak Bull.  He established his own architectural practice during 1895 and in  1904 started a branch office in Ålesund. His first major exhibition was the National Exhibition at Nygårdsparken in 1898.  In Bergen he drew several well-known buildings including Bergen Railway Station, Gamlehaugen and Bergen Handelsgymnasium. He also drew St Olaf's Anglican Church in Balestrand during  1897, as well as both Rødven Church and Stordal Church in Møre og Romsdal during 1907.

From 1912 to 1918 he was a professor at the Norwegian Institute of Technology in Trondhjem. During this period, he published books including By og bygd i Stavanger amt (1915, together with Anders Beer Wilse). From 1919 to 1921 he published Norske hus og hjem in four volumes. He later worked as an architect in Oslo. He died in that city in 1926, aged 60.

Gallery

References

1866 births
1926 deaths
People from Stavanger
Technical University of Berlin alumni
Architects from Bergen
Academic staff of the Norwegian Institute of Technology


The name Teatro comunale is an Italian term for a theater house, or opera house.  Many towns in Italy have a Teatro Comunale.

Notable opera houses known as Teatro Comunale include:
 Teatro Comunale Vittorio Emanuele, Benevento
 Teatro Comunale di Bologna
 Teatro Comunale di Chiaravalle, Chiaravalle, Marche
 Teatro Comunale di Cosenza, Cosenza
 Teatro Comunale Ferrara
 Teatro Comunale Florence
 , L'Aquila
 Teatro Comunale San Gallo, Loreto, Marche
 Teatro Comunale Modena
 Teatro Comunale di Montecarotto, Montecarotto
 Teatro Comunale Alighieri, Ravenna
 Teatro Comunale Cilea di Reggio Calabria, Reggio Calabria
 Teatro Comunale Santa Maria del Mercato, Serra San Quirico
 Teatro Comunale Giuseppe Verdi, Trieste
 Teatro Comunale di Vicenza

See also
 Teatro alla Scala (La Scala), Milan, Italy
 Teatro Municipal (disambiguation)
 List of opera houses, a worldwide list


USS Meriwether (APA-203) was a  that saw service with the US Army in World War II.

Meriwether was laid down 27 July 1944 by Kaiser Shipbuilding of Vancouver, Washington, launched 18 October 1944 and commissioned 4 November 1944.

Operational history

World War II
After a month of amphibious training off the California coast, Meriwether departed San Diego 8 January 1945 with Marine Corps replacements for Hawaii. Arriving on the 14th, she discharged her passengers and underwent further training in preparation for the Okinawa campaign.

Invasion of Okinawa

On 19 February, the attack transport began loading troops and equipment of the 10th Army and, on the 22d, sailed westward. Steaming via Eniwetok, Ulithi, Palau, and Leyte, she arrived off Okinawa early 1 April. After landing troops and equipment amidst frequent kamikaze attacks, one of which she helped splash on the 3rd, she departed for Saipan 15 April with wounded.

Discharging the casualties there on the 18th, she continued on to Pearl Harbor and San Francisco where she embarked Navy support personnel and got underway to return to Okinawa 6 June. She arrived 24 July, discharged her passengers and cargo, but due to air raid alerts and a typhoon, did not depart until 6 August.

After hostilities

At Guam on the 14th, she received word of the Japanese surrender and began loading cargo and troops of the 6th Marine Division for the initial occupation of the Tokyo Bay area. Landing them there on the 30th, she sailed for Saipan where she again loaded occupation forces, this time for Nagasaki.

On 15 October, Meriiwether was detached from occupation support duties and assigned to Operation Magic Carpet, returning servicemen to the United States. She continued such runs until the end of the year, when she joined the 19th Fleet.

Decommissioning
Meriwether was struck from the Navy Vessel Register along with at least 20 of her Haskell class sister ships on 1 October 1959, and transferred to the Maritime Administration. As a unit of the National Defense Reserve Fleet, she was berthed at Suisun Bay into 1969. She was later scrapped.

Decorations
Meriwether received one battle star for World War II service.

References
Meriwether (APA-203), DANFS Online
APA-203 Meriwether, Navsource Online

Haskell-class attack transports
Meriwether County, Georgia
World War II amphibious warfare vessels of the United States
Troop ships
Ships built in Vancouver, Washington
1944 ships


Jonathan Hyung-joon Kim (born 1960) is a South Korean film producer. He has produced five of the country's top 50 highest-grossing films of all time including Silmido, the first film to surpass 10 million domestic ticket sales. He has received the Daejong Award for Best Picture and Best Executive Producer.

His 16 produced films include the critically acclaimed Lies, Ditto, To Catch a Virgin Ghost (South Korea's most profitable film of 2004), and the 2007 joint South Korean–Japanese production Virgin Snow.

He recently completed his term as the chairman of the Korean Film Producers Association.  He also served as a mentor for the first two years of the Korean Film Council Filmmaker Development Lab.

References

External links

1960 births
Living people
South Korean film producers


Empire Savings Bank was formed as the result of a merger between Excelsior Savings Bank and Empire City Savings Bank in 1967. It was declared insolvent in 1990, and had 125 branches in New York, California, Florida, Michigan, and Texas, making it the 12th-largest bank in the United States in 1989. It was said that its problems were caused by the purchase of several insolvent banks during the 1980s from the support of federal regulators. In 1992 it was sold to Ridgewood Savings Bank and liquidated in 1995.

References

Defunct banks of the United States
Banks disestablished in 1995
Banks established in 1967
1967 establishments in New York City


Kennedy v. Louisiana, 554 U.S. 407 (2008), is a landmark decision by the Supreme Court of the United States which held that the Eighth Amendment's Cruel and Unusual Punishments Clause prohibits the imposition of the death penalty for a crime in which the victim did not die and the victim's death was not intended.

Background

Patrick O'Neal Kennedy (born December 13, 1964), a man from Harvey, Louisiana in Greater New Orleans, was sentenced to death after being convicted of raping and sodomizing his eight-year-old stepdaughter. The rape, taking place in March 1998, was uncommonly brutal: it tore the victim's perineum "from her vaginal opening to her anal opening. [It] tore her vagina on the interior such that it separated partially from her cervix and allowed her rectum to protrude into her vagina. Invasive emergency surgery was required to repair these injuries." Kennedy maintained that the battery was committed by two neighborhood boys, and refused to plead guilty when a deal was offered to spare him from a death sentence. Nevertheless, he was convicted in 2003 and sentenced under a 1995 Louisiana law that allowed the death penalty for the rape of a child under the age of 12.

On appeal, Kennedy challenged the constitutionality of executing a person solely for child rape, and the Louisiana Supreme Court rejected the challenge on the grounds that the death penalty was not too harsh for such a heinous offense. The court distinguished the U.S. Supreme Court's plurality decision in Coker v. Georgia (1977), concluding that Coker'''s rejection of death as punishment for rape of an adult woman did not apply when the victim was a child. Rather, the Louisiana Supreme Court applied a balancing test set out by the U.S. Supreme Court in more recent death penalty cases, Atkins v. Virginia and Roper v. Simmons, first examining whether there is a national consensus on the punishment and then considering whether the court would find the punishment excessive. The Louisiana Supreme Court concluded that the adoption of similar laws in five other states, coupled with the unique vulnerability of children, satisfied Atkins and Roper.

Kennedy was one of two men in the country under sentence of death for a crime other than murder; the other, Richard L. Davis, had been sentenced under the same Louisiana law. Kennedy sought direct review of the Louisiana Supreme Court's decision in the Supreme Court of the United States, which agreed to hear the case in January 2008.

Argument
In seeking certiorari to the U.S. Supreme Court, Jeffrey L. Fisher, a Stanford Law School professor appealing on behalf of Kennedy, argued that five states do not constitute a "national consensus" for the purposes of Eighth Amendment analysis, that Coker v. Georgia should apply to all rapes regardless of the age of the victim, and that the law was unfair in its application, singling out black child rapists for death at a significantly higher rate than whites. Certiorari to the defendant was granted on January 4, 2008.

The case pitted the Eighth Amendment definition of "cruel and unusual punishment" against states' rights as defined in the Tenth Amendment, with the issue being whether states may constitutionally impose the death penalty for any crime other than murder as a principle of a state's right to impose punishment as it saw fit, under the Tenth Amendment, and, in particular, whether a death sentence is a disproportionate penalty, under the Eighth Amendment, for raping a child. No person has been executed in the United States for rape since 1964.

Jefferson Parish, Louisiana assistant district attorney Juliet L. Clark argued for the State of Louisiana and Texas Solicitor General Ted Cruz argued for the State of Texas and other amicus curiae states.

Questions of law presented
Does the Eighth Amendment's Cruel and Unusual Punishment Clause permit a State to use the death penalty to punish the crime of rape of a child?
If so, does Louisiana's capital rape statute violate the Eighth Amendment insofar as it fails genuinely to narrow the class of such offenders eligible for the death penalty?

Opinion of the Supreme Court

Majority
On June 25, 2008, the Supreme Court, splitting 5–4, held that "the Eighth Amendment bars Louisiana from imposing the death penalty for the rape of a child where the crime did not result, and was not intended to result, in the victim's death." In its majority opinion authored by Justice Kennedy, the Court explained that the application of the death penalty had to rest on national consensus, and that as only six States permitted the death penalty for child rape, no such consensus existed. "Unlike Louisiana, those states all require that a defendant have a previous rape conviction or some other aggravating factor in order to be subject to the death penalty, and no one has yet been sentenced to death under any of the laws." In formulating the idea of "national consensus" the Court relied on the previous cases Roper v. Simmons (2005), which outlawed the execution of minors, and Coker v. Georgia (1977), which outlawed the application of the death penalty for the crime of rape. According to the Court, "[t]he death penalty is not a proportional punishment for the rape of a child." The opinion, which was joined by the court's four more liberal judges, went on to state, "The court concludes that there is a distinction between intentional first-degree murder, on the one hand, and non-homicide crimes against individuals, even including child rape, on the other. The latter crimes may be devastating in their harm, as here, but in terms of moral depravity and of the injury to the person and to the public, they cannot compare to murder in their severity and irrevocability." The opinion concluded that in cases of crimes against individuals, "the death penalty should not be expanded to instances where the victim's life was not taken".

The majority opinion left open the possibility of the death penalty for "drug kingpin activity", as well as treason, espionage and terrorism, these being considered crimes against "the State" rather than against "individual persons":

Dissent
In his dissent, Justice Alito sharply criticized the majority for usurping the role of the legislature. Alito argued that Kennedy's rationale for defining national consensus was flawed, because the previous Coker decision had "stunted legislative consideration of the question whether the death penalty for the targeted offense of raping a young child is consistent with prevailing standards of decency." In this Alito followed former Chief Justice Warren Burger, who had dissented from Coker because it, in his view, prevented a full debate over the uses of the recently reinstated death penalty. In this vein, Alito also argued that "The Eighth Amendment protects the right of an accused. It does not authorize this Court to strike down federal or state criminal laws on the ground that they are not in the best interests of crime victims or the broader society."

Factual error
A central point of the court's analysis was the observation that child rape was a capital offense in only six states, and that no other state, nor any federal jurisdiction, authorized the death penalty for that crime.

Three days after the case was decided, Dwight Sullivan, a colonel in the United States Marine Corps Reserve who was the Chief Defense Counsel for the Office of Military Commissions, noted in his CAAFlog on military justice that Congress had revised the Uniform Code of Military Justice in 2006 to add child rape to the list of offenses punishable in the military by death. None of the 10 briefs filed with the Court, and neither the majority nor dissent, mentioned the provision. On July 2, 2008, Linda Greenhouse of The New York Times highlighted Sullivan's post, bringing the issue to national attention.

After the error was discovered, supporters of the law—including the governors of Missouri and Louisiana, and 85 members of Congress—petitioned for rehearing. The United States Department of Justice also filed a brief supporting rehearing. It noted that it too had missed the 2006 amendment; since it has a duty to defend all federal laws, and since the decision called that law into question, it was duty-bound to favor rehearing.

The court requested briefs from both the state and the defense on the matter with the possibility of amending the ruling. On October 1, 2008, however, the Supreme Court decided 7–2 not to revisit its decision. In addition to the majority of five in the original case, Scalia and Roberts also filed a concurrence, writing that "the views of the American people on the death penalty for child rape were, to tell the truth, irrelevant to the majority's decision in this case ... and there is no reason to believe that absence of a national consensus would provoke second thoughts." Only Thomas and Alito voted for the rehearing.

Reactions
The decision was handed down in the run-up to a presidential election and both the Democratic and Republican presidential candidates, Barack Obama and John McCain, criticized the majority opinion.

Barack Obama said at a news conference in Chicago:

Obama also argued that the high court had gone too far in restricting the powers of the states. If the court had "said we want to constrain the abilities of states to do this to make sure that it's done in a careful and appropriate way, that would have been one thing. But it basically had a blanket prohibition and I disagree with that decision."

John McCain responded to the ruling by calling it:

In January 2009, U.S. Senator for Louisiana David Vitter introduced S. Res. 4, "A resolution expressing the sense of the Senate that the Supreme Court of the United States erroneously decided Kennedy v. Louisiana, No. 07-343 (2008), and that the eighth amendment to the Constitution of the United States allows the imposition of the death penalty for the rape of a child." This resolution was never voted upon by the full Senate and died in committee when the 111th Congress adjourned.

During his 2012 campaign for a Texas Senate seat, Ted Cruz was criticized for not including the military case law in his brief to the Supreme Court. Cruz responded stating that the oversight did not affect the ruling as Louisiana raised the issue when it requested a rehearing, which was denied.

In 2023, Florida Governor Ron DeSantis supported moves to have the death penalty for defendants convicted of child rape, which could ultimately challenge the precedent of Kennedy v. Louisiana. In May 2023, DeSantis signed a bill that allows the possibility of the death penalty for the rape of a child under 12 years of age, though it will be judicially unenforceable unless Kennedy is overturned.

Aftermath
Since the Supreme Court decision set aside the death sentence, the Louisiana Supreme Court remanded the case back to the district court for resentencing. After a brief hearing, Kennedy was sentenced to life imprisonment without the possibility of parole on January 7, 2009, which was the mandatory sentence for the crime.

 See also

 List of United States Supreme Court cases
 List of United States Supreme Court cases, volume 554
 Ford v. Wainwright (1986), interdicted death sentences for those who qualify as mentally insane
 Thompson v. Oklahoma (1988), outlawed the death penalty for anyone under 16
 Payne v. Tennessee (1991), recognized testimony concerning emotional distress of victims' families as non-violative of the Eighth Amendment, thereby reversing previous rulings including South Carolina v. Gathers Graham v. Florida (2010), declared life incarceration without the possibility of parole a "cruel and unusual" sentence for non-murder crimes by minors
 Miller v. Alabama (2012), outlawed mandatory sentences of life incarceration without the possibility of parole for all crimes committed when the defendant was under 18
 Coker v. Georgia'' (1977), holding death penalty for the rape of an adult woman was a violation of the eighth amendment.

References

External links

 Sex Crimes: Patrick Kennedy v. Louisiana Resource Page: Contains Merits/Amicus Briefs & Media Links
 U.S. Supreme Court Argument Transcript
 Legal Information Institute Bulletin: Cornell University Law School - Kennedy v. Louisiana (07-343)

Capital punishment in Louisiana
Cruel and Unusual Punishment Clause and death penalty case law
Legal history of Louisiana
Jefferson Parish, Louisiana
Rape in the United States
United States Supreme Court cases
United States Supreme Court cases of the Roberts Court
2008 in Louisiana
2008 in United States case law
American people convicted of rape