Steve Williams (born November 13, 1953) is a retired track and field sprinter from the United States. He equalled the men's world records for the 100 m and 200 m with hand-timed runs of 9.9 seconds and 19.8 seconds, respectively, and was also a member of a team that set a world record in the 4 × 100 m relay.

He never competed at the Olympics, but had success at the IAAF World Cup: he won the 100 m and set a world record in the 4×100-meter relay with the US team at the inaugural championship in 1977. He won the 100 yd and 220 yd American titles at the 1973 AAU Championships and retained his short sprint title with a 100 m victory in 1974.

Career
He won the 100 meters at the 1977 IAAF Athletics World Cup in Düsseldorf whilst representing the US. He also anchored the 4x100 meters USA relay team to a new world record time of 38.03 seconds, alongside Bill Collins, Steve Riddick and Cliff Wiley – an event statistician Mark Butler for the IAAF puts in his top 10 men's World Cup moments. Williams also received a bronze medal as a member of the 4x100 meters USA relay team at the 1981 IAAF World Cup in Rome.

At the peak of his career he was claimant to the title the world's fastest man. He recorded four 9.9 seconds hand-timings for the 100 meters, so equalling the then world record. He also jointly held the world record for 220 yards (with Don Quarrie) at 19.9 seconds (achieved in 1975).

Recognised as one of the favourites, his chance of winning the 1976 Olympic 100 meters title was ruined by injury at the quarter-final stage of the USA Olympics trials (the injury suffered was a repeat of the muscle pull he had suffered at the AAU meet earlier in the season). Williams's injury emerged in the qualifying heat in the morning, he grabbed at his thigh 15 meters from the finish line. In the afternoon quarter-final, he could only run 20 meters before pulling-up. The crowd gave him a warm ovation as he sadly left the stadium. The injury also forced him to withdraw from the 200 m trial.

Williams attempted to qualify again for the Olympics in 1980 (finishing 6th) and 1984 (eliminated at the quarter-final stage) but failed to make the team by finishing in the top three finishers.

Williams emerged as a formidable talent nationally in 1972 with impressive times in the 100, 220 and 440 yards events (9.3/20.3/45.2 respectively). However, an injury suffered at the quarter-final stage of the 200 m event at the Olympic Trials cost him a chance of going to the 1972 Munich Olympics. He first came to the world's attention in 1973, first by tying the world record for 100 yards (at 9.1 seconds), second by winning both the 100 and 220 yards events at the AAU meet (the first person to do this since Ray Norton in 1960), and thirdly by defeating the great Soviet sprinter Valeriy Borzov on the final leg of the sprint relay at the US versus USSR meet in Minsk.
He also set the world's best electronically timed performance in the men's 200 meters that year on June 16 at a meet in Bakersfield, clocking 20.33 s. Williams impressive form continued into 1974 where he equalled the 100 m world record, defended his short sprint title  at the AAU Championships,  and came second at the NCAA Championships 200 meters event.; and 1975 where he equalled the 200 m world record.  While on tour in 1974, he won the French national championship.

In 1976, after completing his studies at San Diego State University, majoring in English and journalism, he moved to Florida. Here he worked with his coach, Brooks Johnson, at the Florida Track Club, to help achieve his Olympic dream and a "9.8 and 19.6 kind of human excellence". Williams himself has commented on what Brooks was able to show him about his then running style, "I was shocked....I never realized how bad I was. I had been winning by accident." His style was once described as a "quaint, bobbing-and-weaving, shoulder-rolling style that seems to have been choreographed by Bo Diddley" and that in any race he won he "accomplished the feat with soul, style, lousy starts and great finishes" His equalling again of the then world record for 100 meters early in the 1976 season showed that he was on course to achieve his Olympic dream but sadly it would remain unfulfilled. Both Hasely Crawford, the gold medallist, and Don Quarrie, the silver medallist, in the 1976 Montreal Olympics 100 m event have expressed the belief that with Williams there a faster time, possibly a new world record, would have happened.

His disappointment at being denied Olympic glory was only somewhat assuaged by success at the 1977 IAAF Athletics World Cup - 'This is as close as I can get', he is reported as saying. His narrow victory in the 100 m over Eugen Ray (representing East Germany) was followed by a world record as the anchor for the US team in the sprint relay. Williams has reported that he was troubled with a painful bone spur in one foot leading up to the competition. This meant he had to limit his races, and caused him to lean prematurely with pain at the finish of the 100 m. Williams has also admitted his decision to swap the baton between his hands after the final exchange of the relay may have cost the team the distinction of being the first to run under 38 s, but he also counters that it was a movement that was natural to him, and is a tactic shared by other great sprinters, including Carl Lewis. He also offers the opinion that being a one-off race meant the team did not get to practise under the competitive conditions of running in a heat and semi-final first. This would have allowed the team to further finesse the exchanges that would have allowed the two fastest runners, himself and Steve Riddick, the maximum possible length of the track to run in.

Rankings

Williams was ranked among the best in the US and the world in both the 100 and 200 m sprint events from 1972 to 1980, according to the votes of the experts of Track and Field News.

Williams also showed early promise as 440y/400m runner and in 1972 was ranked seventh by Track and Field News in the United States for the 400 meters.

Seasons bests

Notes for tables:
 world rankings are based on the best time for each athlete.
 220 yard times are converted to 200 meters times by subtracting 0.1 s for manual-timed results and 0.12 s for automatic-timed results.
 for comparison with automatically timed races, manual times have a factor of 0.24 s added.

National championships
At the peak of his career, Williams was a formidable performer at the US national championships. For instance, his second place in the 100 m in 1977 (Don Quarrie of Jamaica was 1st) qualified him for the Athletics World Cup that year.

In addition, Williams was United States champion indoors at 60 y in 1976.

Personal life
Williams is a native of The Bronx, New York City, where he attended the Evander Childs High School. Following his birth, Williams had to have his legs put in braces for six months to correct for an acute case of pigeon toes. Always a fast runner as a child, he concentrated on 220 and 440 yards at school, and did not run 100 yards seriously until his senior year. During that time he was also coached by Melvin Clark a policemen at the 32nd princinct, who coached girls and boys in the PAL and AAU programs. The different AAU competitions built his desire and grit.  Williams also attributes his competitiveness to his New York upbringing, "you are constantly competing in New York", he has said.

Williams's high-school track coach, Duke Marshall, has written warmly about how, because of unusually long stride length, he had to train in the school hallways and not on the steeply banked school gymnasium track.

After graduation from high school, he went to the University of Texas at El Paso on a full scholarship, but after a year moved to the San Diego State University where he did a degree in television and film production. Here, coached by track coach Dick Hill, he rose to national prominence as a sprinter.

In the 1980s, Williams was married to Robin Robinson, who was a long-time news anchor for WFLD in Chicago.

Julie Cart of the LA Times has described how Williams in 1983 had written a screenplay, called Speeding, based upon his experiences of athletics in the 1970s, a screenplay he himself describes as an 'Animal House-type look at the world of big time track and field'. Williams always represented himself with promoters so was more aware than most of the machinations and characters involved with event promotion and payments to athletes. Williams has also discussed how he was an advocate for other athletes and a keen defender of their rights, often working alongside other senior, influential athletes of the time like the high-jumper Dwight Stones. An example of Williams's patience advising younger athletes is given by Carl Lewis who has described how he effectively interrogated Williams for 2 days when they shared a hotel room for a track meet they were both participants in.

Williams has reported that he retired at age 30 because he considered 10 years in the sport at that time was a good career - with the sport being neither as lucrative as it is now, nor having the same level of facilities available for the care of athletes' bodies. Williams believes that in terms of the financial returns for athletes he actively helped move the sport from the amateur to the professional world - from an amateur world that had led earlier sprinting greats like Jesse Owens and Bob Hayes to leave the sport prematurely to the professional world where athletes, like Carl Lewis as one example, could achieve a financially lucrative career and so stay in the sport.

Joseph Durso of the NY Times has written about how Williams, after retiring, worked as a speed coach for the NY Mets baseball team. He is also reported to have worked for the New York Jets football team, the San Francisco 49ers football team, the Montreal Expos baseball team, and the U.S. Tennis Association.

Williams has also worked as a designer of sports shoes, for which he holds patents, and is an office holder in companies involved in this field.

In 2020, Williams is described as living in San Francisco with his Brazilian wife Flavia who he met in 2002.

Awards
In November 2013, Williams was inducted into the United States National Track and Field Hall of Fame.

In August 2016, Williams was inducted into the San Diego State University's Hall of Fame as part of 2016 class.

Notes

References

Further reading
 Duncanson, Neil, "The Fastest Men on Earth", Andre Deutsch, 2011.
 R L Quercetani & G Pallicca, "A World History of Sprint Racing 1850-2005", SEP Editrice Srl, 2006.
 C Lewis & J Marx, "Carl Lewis: Inside Track", Pelham Books, 1990.

External links
 Track and Field News Cover, II May 1973 (with Rick Wohlhuter)
 Track and Field News Cover, II July 1974
 Track and Field News Cover,  August 1975 (with Don Quarrie)
 Steve Williams: Five Record Runs, Sports Illustrated 1977.
 1977 World Cup Mens 100m -  Steve Williams
  1977 World Cup 4x100m relay - men
 Steve Williams, Greatest Sprinter who Never Went to the Olympics [INTERVIEW], Jimson Lee, 7 March 2012, speedendurance.com.
 The “Dirty Business” Side of Track & Field [Interview with Steve Williams, Part 2], Jimson Lee, 12 March 2012, speedendurance.com.
 Steve Williams — August, 2020, Gary Cohen, August 2020, garycohenrunning.com.

1953 births
Living people
Sportspeople from the Bronx
Track and field athletes from New York City
American male sprinters
African-American male track and field athletes
San Diego State Aztecs men's track and field athletes
USA Outdoor Track and Field Championships winners
USA Indoor Track and Field Championships winners
21st-century African-American people
20th-century African-American sportspeople


Ouvrage Rochonvillers is one of the largest of the Maginot Line fortifications. Located above the town of Rochonvillers in the French region of Lorraine, the gros ouvrage or large work was fully equipped and occupied in 1935 as part of the Fortified Sector of Thionville in the Moselle. It is located between the petit ouvrage d'Aumetz and the gros ouvrage Molvange, facing the border between Luxembourg and France with nine combat blocks. Rochonvillers saw little action during World War II, but due to its size it was repaired and retained in service after the war. During the Cold War it found a new use as a hardened military command centre, first for NATO and then for the French Army.

Design and construction
Rochonvillers was considered an early priority for construction, and as such went through several concepts in early design while the overall concept of the Maginot Line was being investigated. It was initially proposed in 1926 as a single massive fort shielding two artillery turrets in the rear. The next concept envisioned a closely grouped arrangement of works, four peripheral units around a turreted artillery block, located somewhat to the south of the present installation. A third iteration was termed the "village", a very large and expensive concept that was opposed by the residents of Rochonvillers. The fourth version was described as a fort palmé (or palmate), based on the ideas of Colonel Tricaud, first published in the Revue du Génie in 1917. The fort palmé proposed a dispersed set of fortifications fanning out from a central subterranean trunk which would contain barracks, utilities and ammunition magazines.  This concept was adopted for the entire Line, with the strong support of Marshal Philippe Pétain, in late 1927.

The Rochonvillers site was surveyed by CORF (Commission d'Organisation des Régions Fortifiées), the Maginot Line's design and construction agency, in 1929. Work by the contractor, Campernon-Bernard, began the next year, and the position became operational in 1935, at a cost of 123 million francs, the third most expensive ouvrage in the North-east.

Description
Rochonvillers is located on the heights of the Aumetz plateau, giving it a command of the surrounding countryside. As a powerful position in the Line, Rochonvillers' role was to control the open country between the Moselle and the Meuse, in concert with its neighbours. The ouvrage formed part of the "principal line of resistance", an element of defence in depth that was preceded by a line of advance posts close to the border, and backed by a line of shelters for infantry. The gros ouvrages like Rochonvillers were so large that their fighting elements were in the line of resistance while their entrances, and hence their supply lines, were in the third line, surrounded by infantry, as much as a kilometre to the rear. The entrances were in turn served by narrow gauge (60 cm) railways that branched from a line paralleling the front and in turn connecting to supply depots. The rail lines ran straight into the munitions entry of the ouvrage and all the way out to the combat blocks, a distance of .

Rochonvillers covers an unusually large area. The combat blocks are connected to each other and to the subterranean barracks, magazines and entries at the rear by underground galleries at an average depth of . The locations of the entrances in a ravine allowed a relatively short inclined descent to the gallery complex. Stairs, ammunition hoists and chutes for spent casings rise to the surface at each block. The central utility plant or usine is just inside the personnel entry. Rochonvillers, as one of the largest ouvrages, was given a large "M1" magazine some distance from the munitions entrance, an arrangement would be useful for a command post in later years.  A large barracks is located at the junction of the personnel and munitions galleries.

Ammunition entry: inclined plan, with the automatic rifle cloches (GFM), one machine gun/47 mm anti-tank gun embrasure (JM/AC47), modified during the 1980s.
Personnel entry: shaft, two GFM cloches, one JM/AC47 embrasure.
Block 1: Infantry block with one machine gun turret, one GFM cloche and one machine gun cloche (JM).
Block 2: Artillery block with one 75 mm gun turret.
Block 3: Artillery block with one 75 mm gun turret and two GFM cloches.
Block 4: Observation block with one GFM cloche and one observation cloche (VDP).
Block 5: Artillery block with three 75 mm gun embrasures, one 135 mm gun embrasure, one GFM cloche and one grenade launcher cloche (LG).
Block 6: Artillery block with one 135 mm gun turret, one GFM cloche and one grenade launcher cloche.
Block 7: Artillery block with one 135 mm gun turret and two GFM cloches.
Block 8: Infantry block with one JM/AC37 embrasure, one JM machine gun embrasure, one machine gun turret and two GFM cloches.
Block 9: Infantry block with one machine gun turret and one GFM cloche.

An emergency exit was proposed via an access gallery to the nearby Rochonvillers iron ore mine in 1934, but was not pursued. An abortive plan of 1939 proposed a connection between the Abri du Grand Lot, the Abri du Bois d'Escherange and on to gros ouvrage Molvange.

 Casemates and shelters
In addition, the rear portion of the complex, near the underground barracks, is connected via a gallery to the Abri du Grand Lot. The two-block infantry shelter (or abri) provided flanking cover to the Rochonvillers entrances, located in a wooded ravine out of sight from the main ouvrage, and covered the space between Rochonvillers and Molvange. It was armed with two GFM cloches. The Casemate du Grand Lot is nearby on higher ground , but not connected to the gallery system. The casemate was armed with two JM/AC47 embrasures, two heavy twin machine gun embrasures, and two GFM cloches. Both were built by CORF.

A series of casemates and infantry shelters extend in an arc in the direction of Molvange, including
 Casemate d'Escherange Ouest: Single block with one JM/AC47 embrasure, one JM embrasure, and two GFM cloches.
 Casemate d'Escherange Est: Single block with one JM/AC47 embrasure, one JM embrasure, and one GFM cloche.
 Casemate du Petersberg Ouest: Single block with one JM/AC47 embrasure, one JM embrasure, and two GFM cloches.
 Casemate du Petersberg Est: One mortar cloche, one GFM cloche.
Abri Bois d'Escherange: Shelter for two infantry sections, two GFM cloches.
None of these are connected to the ouvrage or to each other.

The Observatiore du Réservoir, located near Ouvrage Bréhain, reported to Rochonvillers.

 Manning
The 1940 manning of the ouvrage under the command of Commandant Guillemain comprised 756 men and 26 officers of the 169th Fortress Infantry Regiment and the 151st Position Artillery Regiment. The units were under the umbrella of the 42nd Fortress Corps of the Third Army, Army Group 2.

Peacetime quarters for the garrisons of Rochonvillers and Molvange were at the Camp d'Angevillers, just to the south of the Rochonvillers entries, near the town of Angevillers. With the establishment of the CENTAG wartime headquarters at Rochonvillers, the French 125th Régiment d'Instruction des Transmissions and the 2nd Régiment du Génie occupied the camp, along with the 175th Signal Company and the 208th Signal Support Company of the US Army. US Air Force units occupied portions of Molvange, which housed the Fourth Allied Tactical Air Force wartime headquarters. The camp was later occupied by the 40th Régiment de Transmissions stationed at the Jeanne d'Arc barracks in Thionville and the Guyon-Gellin barracks in Hettange-Grande, near the Ouvrage Immerhof.

 History See Fortified Sector of Thionville for a broader discussion of the events of 1940 in the Thionville sector of the Maginot Line.Rochonvillers did not see significant action in  the Battle of France in 1940, nor in the Lorraine Campaign of 1944. The Germans in 1940 largely bypassed the area, advancing along the valley of the Meuse and Saar rivers, threatening the rear of the Thionville sector. An order to fortress troops by sector commander Colonel Jean-Patrice O'Sullivan to prepare for withdrawal on 17 June was reversed by O'Sullivan. On 21 June a 75 mm gun in Block 5 exploded, killing one gunner and seriously wounding another. The gun position has never been repaired. Rochonvillers was bombarded by heavy artillery on 22 June, with a projectile penetrating and exploding in Block 5.  On June 30, 1940, the troops of the 169th RIF were ordered to evacuate their positions by the French command, seven days after the 22 June 1940 armistice.

The occupying Germans used Rochonvillers' barracks and magazine areas as troop quarters. After its occupation by the Americans in 1944, the Americans used some of the turrets and cloches in blocks 5, 6 and 7 for experiments with armour-piercing weapons, in preparation for their assault on the Siegfried Line.

 Anlage Brunhilde
A concrete building near the entrance blocks is known as the Anlage Brunhilde, a lightly reinforced building that was built by the Luftwaffe in 1940. It has been described as a Fuehrer Bunker, but there is no indication that Hitler ever visited the site. An alternative name is FHQ Zigeuner.:

 Renovation
In the 1950s the French government became concerned about a possible invasion by the Warsaw Pact through Germany.  A number of the larger ouvrages were selected to form defensive ensembles or môles around which a defence might be organised and controlled.  Rochonvillers was chosen in 1951 to become the centre of the môle de Rochonvillers, in company with Molvange and Bréhain, and later Immerhof. Block 5 was re-equipped with 105 mm and 135 mm guns and 12.7 mm machine guns, while the 135 mm turret of Block 6 was repaired with parts from the turret of Four-à-Chaux. Repairs to waterproofing and tunnel lining were undertaken at this time. By 1956 the ouvrage was restored to its original state, apart from the renovations to blocks 5 and 6.

 NATO command centre

With France's acquisition of nuclear weapons in 1960, the Maginot fortifications began to be viewed as an expensive anachronism.  Funding was provided for maintenance, but for little more. The Maginot Line, while obsolete in terms of its armament, was viewed as a series of useful deeply buried and self-sufficient shelters in an era of air power and nuclear weapons.  In 1960 the French Army initiated inquiries among the other French forces and among NATO members concerning the use of Maginot fortifications as storage depots or as command centres. In 1961, after discussions with the Americans and West Germans, Rochonvillers, Molvange and Soetrich were placed at the disposal of NATO. Rochonviller's main magazine, with its two entries and circulation loop crossed by five galleries, was made into a wartime command centre for the NATO Central Army Group (CENTAG) (normally located at Fontainebleau) at a cost of 380 million francs. Rochonvillers functioned in this role until 1967, when France withdrew from NATO's integrated command structure. The command centre is located close to and between the personnel entry and the munitions entry, with connections to each. It is more than a kilometre from the command centre to the main combat blocks via the main underground gallery.

CENTAG's headquarters were moved to Brunssum, the Netherlands, where the deactivated Hendrik coal mine was available for use. In 1971 the names of the Maginot ouvrages were declassified by the French military. At the same time, Rochonvillers was demoted from a fortified position of the first rank to a lower status, foreshadowing a general divestment of the Maginot Line's function as a fortification.

 French Army command centre
After deactivation in 1967, Rochonvillers was renovated in 1980 as the French First Army's hardened command centre.  Work included replacement of the ventilation and filtration system and construction of a blast wall a short distance in front of the main entry. The installation was planned to house 500 people for an extended period, immune to the effects of electromagnetic pulse, radioactivity, chemical weapons and all but a direct hit with a nuclear weapon. The electrical generating plant and underground barracks were renovated. Most exposed concrete faces in the entry blocks were covered with earth as a blast shield, while the combat blocks themselves were used only as antenna mounts. The peacetime 1st Army headquarters was moved from Strasbourg to Metz in 1989, in part to be closer to Rochonvillers. From 1981 to 1998, the command centre was maintained by a small staff in between full-scale exercises.  With the disappearance of the Soviet threat, the command centre was deactivated.

The Camp d'Angevillers is the above-ground component associated with the command centre, located to the north-east of Angevillers. The entries to the ouvrage and the command centre are located just to the north-east of the camp, with more than a kilometre of galleries connecting to the combat blocks on the hill above Rochonvillers.

 Current condition
The ouvrage remains under the control of the French Army, but is no longer occupied. The combat blocks are sealed from the command centre and abandoned. Access to the site is forbidden. The Casemate du Grand Lot is not within the security zone and is occasionally open for visits, with all of its equipment on display.Kaufmann 2011, p. 218

 See also
 List of all works on Maginot Line
 Siegfried Line
 Atlantic Wall
 Czechoslovak border fortifications

 Notes

 References

 Bibliography
Allcorn, William. The Maginot Line 1928-45. Oxford: Osprey Publishing, 2003.
Kaufmann, J.E. and Kaufmann, H.W. Fortress France: The Maginot Line and French Defenses in World War II, Stackpole Books, 2006.
Kaufmann, J.E., Kaufmann, H.W., Jancovič-Potočnik, A. and Lang, P. The Maginot Line: History and Guide, Pen and Sword, 2011.
Mary, Jean-Yves; Hohnadel, Alain; Sicard, Jacques. Hommes et Ouvrages de la Ligne Maginot, Tome 1. Paris, Histoire & Collections, 2001.
Mary, Jean-Yves; Hohnadel, Alain; Sicard, Jacques. Hommes et Ouvrages de la Ligne Maginot, Tome 2. Paris, Histoire & Collections, 2003.
Mary, Jean-Yves; Hohnadel, Alain; Sicard, Jacques. Hommes et Ouvrages de la Ligne Maginot, Tome 3. Paris, Histoire & Collections, 2003.
Mary, Jean-Yves; Hohnadel, Alain; Sicard, Jacques. Hommes et Ouvrages de la Ligne Maginot, Tome 5.'' Paris, Histoire & Collections, 2009.

External links

 Rochonvillers (gros ouvrage A8 de) at fortiff.be
 Rochonvillers at Subterranea Britannica

 Ouvrage de Rochonvillers at wikimaginot.eu
 Ouvrage de Rochonvillers at lignemaginot.com
 L'ouvrage du Rochonvillers at alsacemaginot.com
 Gros Ouvrage de Rochonvillers (A8)  at .mablehome.com
 Ouvrage de Rochonvilliers at vergesseneprojekte.de (in German)

ROCH
Maginot Line
Bunkers in France
NATO installations in France
Military installations of France
Môle de Rochonvillers
Military command and control installations


The following article presents a summary of the 1931 football (soccer) season in Brazil, which was the 30th season of competitive football in the country.

Campeonato Paulista

Final Standings

São Paulo da Floresta declared as the Campeonato Paulista champions.

State championship champions

Other competition champions

Brazil national team
The following table lists all the games played by the Brazil national football team in official competitions and friendly matches during 1931.

References

 Brazilian competitions at RSSSF
 1931 Brazil national team matches at RSSSF

Seasons in Brazilian football
Brazil


Axiomatic Product Development Lifecycle (APDL) (also known as
Transdisciplinary System Development Lifecycle (TSDL), and
 Transdisciplinary Product Development Lifecycle (TPDL)
) is a systems engineering product development model
proposed by Bulent Gumus that extends the Axiomatic design (AD) method. APDL covers the whole product lifecycle including early factors that affect the entire cycle such as development testing, input constraints and system components.

APDL provides an iterative and incremental way for a team of transdisciplinary members to approach holistic product development. A practical outcome includes capturing and managing product design knowledge. The APDL model addresses some weak patterns experienced in previous development models regarding quality of the design, requirements management, change management, project management, and communication between stakeholders. Practicing APDL may reduce development time and project cost.

Overview
APDL adds the Test domain and four new characteristics to Axiomatic design (AD): Input Constraints in the Functional Domain; Systems Components in the Physical Domain; Process Variables tied to System Components instead of Design Parameters; and Customer Needs mapped to Functional Requirements and Input Constraints.

APDL proposes a V-shaped process to develop the Design Parameters and System Components (detailed design). Start top-down with Process Variables (PV) and Component Test Cases (CTC) to complete the PV, CTC, and Functional Test Cases (FTC); And after build, test the product with a bottom-up approach.

APDL Domains
Customer domain
Customer Needs (CN) are elements that the customer seeks in a product or system.

Functional domain
Functional Requirements (FR) completely characterize the minimum performance to be met by the design solution, product etc. FR are documented in requirement specifications (RS).

Input Constraints (IC) are included in the functional domain along with the FR. IC are specific to overall design goals and are imposed externally by CN, product users or conditions of use, such as regulations. IC are derived from CN and then revised based on other constraints that the product has to comply with but not mentioned in the Customer Domain.

Physical domain
The Design Parameters (DP) are the elements of the design solution in the physical domain that are chosen to satisfy the specified FRs. DPs can be conceptual design solutions, subsystems, components, or component attributes.

System Components (SC) provide a categorical design solution in the DP, where the categories represent physical parts in the Physical Domain.  The SC hierarchy represents the physical system architecture or product tree. The method for categorizing varies. Eppinger portrays general categories as system, subsystem, and component Eppinger (2001). NASA  uses system, segment, element, subsystem, assembly, subassembly, and part (NASA, 1995).

SC makes it possible to perform Design Structure Matrixes (DSM), change management, component-based cost management and impact analysis, and provides framework for capturing structural information and requirement traceability.

Process domain
Process Variables (PV) identify and describe the controls and processes to produce SC.

Test domain
A functional test consists of a set of Functional Test Cases (FTC). FTC are system tests used to verify that FR are satisfied by the system. Black-box testing is the software analog to FTC. At the end of the system development, a functional test verifies that the requirements of the system are met.

Component Test Cases (CTC) are a physical analog to White-box testing. CTC verify that components satisfy the allocated FRs and ICs. Each system component is tested before it is integrated into the system to make sure that the requirements and constraints allocated to that component are all satisfied.

See also
 Systems development life-cycle
 New product development
 Product lifecycle management
 Engineering design process
 Design–build
 Integrated project delivery

References

Further reading
 B. Gumus, A. Ertas, D. Tate and I. Cicek, Transdisciplinary Product Development Lifecycle, Journal of Engineering Design, 19(03), pp. 185–200, June 2008. .
 B. Gumus, A. Ertas, and D. TATE, "Transdisciplinary Product Development Lifecycle Framework And Its Application To An Avionics System", Integrated Design and Process Technology Conference, June 2006.
 B. Gumus and A. Ertas, "Requirements Management and Axiomatic Design", Journal of Integrated Design and Process Science, Vol. 8 Number 4, pp. 19–31, Dec 2004.
 Suh, Complexity: Theory and Applications, Oxford University Press, 2005,
 Suh, Axiomatic Design: Advances and Applications, Oxford University Press, 2001,

Engineering concepts
Product development
Quality management
Systems engineering


The evolution of transport in Cornwall has been shaped by the county's strong maritime, mining and industrial traditions and much of the transport infrastructure reflects this heritage.

However, with the decline in mining and industry over the last century and more, transport provision in Cornwall has increasingly focused on the needs of tourism and holiday-makers. An example of this is the improvement of the A30 trunk road; the substantial dual carriageway sections have greatly relieved summer traffic congestion but are very under-used in winter.

In the case of the railway system, although Cornwall has lost some of its rail network since nationalisation in 1948, it has fared better than many other rural areas of England. In part, this is because many Cornish lines serve holiday destinations and are visitor attractions in their own right.

General situation
The inland transport network consists of longitudinal spines (the A30, A38 and A39 trunk roads (though the A39 is no longer designated as such) and the former Great Western Railway main line through Cornwall) from which secondary roads and railway branch lines radiate to ports and resorts on the coast.

As a maritime county, ports and sea transport were once vital to Cornwall's prosperity: however, they are less important now. Fishing, too, has traditionally been a core industry and Newlyn remains one of the largest fishing ports in southern Britain and a major centre for distribution of fish and shell-fish to continental Europe. Fish from the ports was an important component of the freight traffic for Cornish railways although now the fish is conveyed by road.

As well as Newlyn, several other ports (notably Padstow) and also Newquay cater for commercial fishing on a smaller scale. Many more small harbours cater to sport angling, again reflecting the county's reliance on tourism and leisure.

The coastline of Cornwall is deeply indented (particularly in the south) by estuaries and rias (flooded river valleys) so Cornwall's ferry crossings are an important part of today's transport mix. The Isles of Scilly are accessible by sea from Penzance.

Road transport in Cornwall

Cornwall is one of the few English counties with no motorways. However, trunk road access to and from the rest of the UK is at the heart of Cornwall's transport infrastructure and it is now possible to drive on uninterrupted dual carriageway from Glasgow to Bodmin Moor.

The principal road routes into Cornwall for both freight and passenger vehicles are the A30 from Exeter and the A38 from Plymouth and south Devon.

A30:  The A30 between Exeter and Penzance is part of the Trans-European Road Network and is regarded by the Highways Agency as a strategic route corridor to the south west. The route has been greatly improved and upgraded in the past thirty years. There were only two short sections of dual carriageway on the  of the A30 between Exeter and Penzance before 1976, but today only  of single carriageway remain (one short stretch on Bodmin Moor and the rest in west Cornwall).

A38:  A38 traffic into south-east Cornwall used to face severe delays at the Torpoint ferry (see below) across the River Tamar but this was relieved by the opening of the Tamar Bridge (a toll suspension bridge) in 1961. According to the Highways Agency, ...it is not envisaged that the A38 has, or will have, a strategic role to rival that of the A30; rather it has a sub-regional role to provide access between Cornwall and Plymouth and other parts of South Devon. Nonetheless, the A38 provides an alternative route for traffic from Exeter and the M5 motorway heading to south-east Cornwall. The increase in traffic warranted two extra lanes being added to the Tamar Bridge in 2001 (the first suspension bridge in the world to be widened while remaining open to traffic).

Other routes into Cornwall include the A39 from Barnstaple and Bideford to Bude and on to Wadebridge and south-west Cornwall; the A3072 from Hatherleigh and central Devon to Bude; and the A390 from Tavistock to Callington and Liskeard.

Early routes

In prehistoric times there were trackways across mid-Cornwall, trade routes between Ireland and Brittany. These arose because of the need to avoid the sea passage round Land's End. From Hayle on the north coast the track crossed to Mount's Bay; from the Camel estuary there were several routes. These went to Fowey, somewhere near Pentewan and to the River Fal. The east-west route was diverted northwards because of the obstacle of Bodmin Moor. From Mount's Bay it crossed the Carnmenellis and Hensbarrow moorlands and probably passed to the northwest of Bodmin Moor to connect with a route into the rest of Britain near Kilkhampton. It is likely that primitive main roads were in existence by the beginning of the 14th century. In medieval times a road known as the Royal Cornish Way began with a crossing of the River Tamar by Polston Bridge near Launceston. This bridge was probably built soon after the Norman conquerors had established a castle at Launceston. The medieval road then went by Downhead and Davidstow through Camelford (established as a borough in 1259) to the ford across the River Camel at Wade (Wadebridge) where a weekly market and two annual fairs were established in 1312. It then continued through St Columb Major and Mitchell to Truro. Another medieval way into Cornwall was by the Cremyll ferry from Plymouth and then by Millbrook and Crafthole to Looe where Looe bridge had been built in 1411-36.

Traffic flows and improvements
Data collected on the A30 Launceston bypass shows that annual average daily traffic rose from 14,318 in 1995 to 20,842 in 2005. As well as increased traffic from outside the county, Cornwall's resident population has grown more rapidly than average. The number of people living in Cornwall increased by 32 per cent between 1971 and 2001, compared to an average increase of 6.5 per cent in England as a whole.

Despite the very substantial increase in resident and visiting traffic, road improvements have reduced congestion on the major routes.

In particular, dualling of the A30 has relieved most of the congestion as towns along the route which were formally bottlenecks have been bypassed. Notable schemes include: Launceston bypass (1975); Bodmin bypass (1977); and the Fraddon and Indian Queens bypass and associated A39 spur(1995).

The most recent scheme is 7 miles of new dual carriageway to the north of Goss Moor. Opened in July 2007, the new road relieved a notoriously congested single carriageway stretch which included a bottleneck at the bridge carrying the Par-Newquay railway over the road. This scheme has reduced congestion, shortened journey times and reduced traffic volumes on the A39 and the A390. More than 30,000 vehicles a day use the new road on weekdays and up to 43,000 on Saturdays in August.

As well as dualling, villages have been bypassed on sections that remain single carriageway; for example, the mile of bypass opened in 1991 at Zelah on the Carland Cross to Chiverton Cross section.

Bus services

First Kernow, Plymouth Citybus and Go Cornwall Bus, Stagecoach South West, Hopley's Coaches and Summercourt Travel also operate services around the county including services to Devon.

Since Cornwall Council gained devolved transport responsibilities they have launched the Transport for Cornwall brand and have introduced an integrated ticketing system across operators and secured increased funding for new buses in Cornwall.

A park and ride express bus service operates in Truro, transporting passengers from Threemilestone to Truro city centre.

Rail transport in Cornwall

History

Railways remain a core part of the county's transport infrastructure, with 37 stations within it.

Cornish engineer Richard Trevithick (who was developing high pressure stationary steam engines for Cornwall's industries) produced the world's first locomotive in 1802 by mounting an engine on wheels to run on rails. A horse-worked tramway was opened from Poldice mine to the harbour at Portreath in 1809 and many similar lines were then built linking mines with ports. The first steam-powered railway in Cornwall, the Bodmin and Wadebridge Railway, opened on 30 September 1834 less than ten years after the world's earliest steam railway, the Stockton and Darlington.

At its height, the railway system in Cornwall resembled the road network – central spines with branches to the coast. The Great Western Railway's main line from Plymouth to Penzance loosely followed the route of the A38 from Plymouth to the south of Bodmin then that of the A30 to Truro, Redruth and Penzance from 1859; the London & South Western Railway (LSWR)'s system in north Cornwall resembled that of the A39 beyond Camelford from 1895 (see maps).

The Cornish rail network suffered a substantial reduction during the 1960s due to the Beeching cuts. North Cornwall was hardest hit – the entire former North Cornwall Railway system which served Bude, Camelford, Wadebridge and Padstow was closed on 3 October 1966 (although the Wadebridge-Padstow section was retained for a further three months).

Further west, the line from Chacewater to St Agnes and Newquay closed on 4 February 1963 after just 60 years of existence. The Helston branch (which left the main line at Gwinear Road) closed to passengers on 3 October 1962 and to goods traffic two years later.

Today, the former Great Western Railway Penzance-Plymouth main line remains open and four ex-GWR branch lines (together with the ex-LSWR Callington branch as far as Gunnislake) survived the Beeching cuts, although Beeching had proposed the closure of the branches to Looe and St Ives. This network provides long distance rail services from stations on the main line directly to London and to many other parts of England and Wales. These services are fed by the branch lines. Exceptionally, the Newquay branch continues to provide intercity services between May and September. As well as long distance and holiday services, commuter and 'shopper' trains from Cornwall serve Plymouth, Devon.

Lines

The Cornish Main Line runs for 75¼ miles through the centre of Cornwall from Penzance to Saltash, where it continues on the Royal Albert Bridge across the River Tamar to Plymouth in Devon.  It is the most westerly section of the route to Penzance from London Paddington.

As noted above, five branch lines serve Cornwall. Four have been designated as Community rail lines and are promoted by the Devon and Cornwall Rail Partnership. The fifth, to Newquay, carries local Community Rail trains but the line itself cannot be designated because of the presence of intercity and freight trains. They are:
 St Ives Bay Line – St Erth to St Ives (4¼ miles)
 Maritime Line – Truro to Falmouth (12¼ miles)
 Atlantic Coast Line (local passenger trains only) – Par to Newquay (20¾ miles)
 Looe Valley Line – Liskeard to Looe (8¾ miles)
 Tamar Valley Line – Plymouth to Gunnislake (15 miles)

See full list of stations in Appendix One below.

Services

Most services are operated by Great Western Railway including several through trains to London such as the Cornish Riviera Express that starts its journey mid-morning, and the Night Riviera sleeping car service.  There are three services each day operated by CrossCountry to destinations as far afield as Aberdeen.

Typical journey times from Truro are: Redruth 13 min.; St Austell 17 min.; Falmouth 23 min.; Penzance 50 min.; St Ives 1 hr.; Plymouth 1¼ hr.  Longer distance direct trains take around 2 hr. to Exeter St Davids; Bristol 3 hr. 20 min.; London Paddington 4¾  hr.; Birmingham 4 hr. 50 min.; Edinburgh 10 ¼ hr.

The Atlantic Coast Line to Newquay carries intercity services during the summer. Most of these run on Saturdays and Sundays but there is also a daily return service from London Paddington in July and August.

A number of special discounts and promotions are available to encourage travel on off-peak services, including a special "Devon and Cornwall Railcard" which offers discounts to local residents.  The "Plus Bus" scheme allows through ticketing between trains and buses in many towns.  Attractions and towns not on the current rail network are served by buses from stations such as Bodmin Parkway, St Austell, Redruth, St Ives and Penzance.

Rail freight
The carriage of rail freight has diminished since the 1950s. Today, the principal remaining traffic in Cornwall is china clay from the St Austell area and Goonbarrow on the Newquay line; this traffic is centred on St Blazey depot (which is on the Newquay branch, close to Par) and the freight-only line from Lostwithiel to Fowey docks where the china clay is loaded on to ships. A small amount of cement is carried to  north of Liskeard for road distribution.  The docks at Falmouth are also rail connected but see no regular traffic.

Air

Airports

Newquay Airport offers or will soon offer flights up-country to Bristol, Leeds, London (Gatwick/Stansted), Manchester, Newcastle, Glasgow, Edinburgh, Plymouth, Southampton, Cardiff and the Isle of Man, and to destinations abroad including Chambéry, Dublin, Geneva, Reus, St. Brieuc, Düsseldorf, Girona, Alicante, and a summer service to Zürich.

Land's End Airport , situated near St Just in Penwith,  west of Penzance, is the most south westerly airport of mainland Britain. It is owned by the Isles of Scilly Steamship Company (ISSC). ISSC's subsidiary Land's End Airport Limited operates the airport, and another subsidiary, Isles of Scilly Skybus, operates a regular passenger service to St Mary's in the Isles of Scilly as well as scenic flights around west Penwith.

Airfields

River and sea transport

Major ferries

The two major ferry services in Cornwall are the Torpoint Ferry which links Cornwall and Devon and the Isles of Scilly Steamship Company service linking the Isles of Scilly to the mainland.

The Torpoint Ferry is a chain ferry which carries cars and pedestrians across the Hamoaze at the mouth of the River Tamar connecting Torpoint in Cornwall with Devonport in Plymouth, Devon.

The Isles of Scilly ferry service operates seasonally (March–November) from Penzance to Isles of Scilly. The operating company is based in Penzance and also operates a year-round cargo service. The company's ferry vessel is named Scillonian III and its cargo vessel is named Gry Maritha.

Other ferries
The King Harry Ferry is a chain ferry which carries cars and pedestrians across Carrick Roads in the estuary of the River Fal. The crossing has been voted one of the ten most scenic ferry trips in the world by The Independent, alongside the Staten Island Ferry in New York City and the Star Ferry in Hong Kong.

Further down the Fal estuary, the St Mawes Ferry connects St Mawes with Falmouth and provides a year-round service to pedestrians and cyclists.

Fal River Links is a consolidation of ferry and boat services connecting Truro and Falmouth, and stopping at a few coastal villages in between.

The Black Tor Ferry crosses the tidal River Camel between Padstow and Rock. The ferry carries pedestrians and cyclists only (not vehicles).

A number of other ferry services operate in Cornwall and full details of these are listed on the Cornwall Council website.

See also
Cornish Way
West Country Ketch

References

Further reading
Fairclough, A. (1970) The Story of Cornwall's Railways. Truro: Tor Mark Press

Transport in South West England


Rear Admiral Carl-Fredrik Robert Algernon (9 October 1925 – 15 January 1987) was a Swedish Navy officer. Algernon served as War Materials Inspector and head of the National Swedish War Materials Inspectorate from 1981 to 1987.

Early life
Algernon was born on 9 October 1925 in Stockholm, Sweden, the son of head of department Carl Algernon and his wife Dagmar (née Alderin).

Career
Algernon was accepted as a naval officer candidate in June 1944 and was commissioned as a naval officer and appointed acting sub-lieutenant in the Swedish Navy in September 1947. Algernon served afloat on various types of ships in the Swedish Navy during 1947–1955, 1958–1964, 1968–1969 and 1971–1972. He was promoted to sub-lieutenant in 1949 and did flight interaction training from 1955 to 1956 and completed the staff course at the Royal Swedish Naval Staff College from 1956 to 1957. Algernon was promoted to lieutenant in 1959 and was a member of the 1961 Defence Commission. Algernon became one of the few who in the Coastal Fleet was allowed to serve as ship commander and division commander at both motor torpedo boat units and torpedo boat units. From 1962 to 1964 he served as tactical adjutant in Flaggen, the staff of the Commander-in-Chief of the Coastal Fleet, when the new tactical regulations for the navy were to be put into practice. From 1964 to 1967, Algernon served as a teacher of tactics at the Swedish Armed Forces Staff College and regionally in Gothenburg and in Karlskrona. During this time, he was promoted to lieutenant commander in 1965 and to commander in 1966.

Algernon was a member of the Navy Officer Investigation (Marinbefälsutredningen) from 1969 to 1971 when he was promoted to captain. Algernon was commanding officer of the 1st Destroyer Flotilla (Första jagarflottiljen, 1. jaflj) from 1971 to 1972 when he was promoted to senior captain. He was vice chief at the staff of the Eastern Military District (Milo Ö) from 1972 to 1974 and chief of Section 2, the intelligence section, in the Defence Staff from 1974 to 1978 when he was promoted to rear admiral on 1 October. He was head of the Military Office of the Minister of Defence from 1978 to 1979 and its subsequent agency, the Ministry of Defence's International Unit (Försvarsdepartementets internationella enhet, Fö/INT) from 1979 to 1981 when he was appointed War Materials Inspector and head of the National Swedish War Materials Inspectorate, a governmental agency tasked with supervising and revise exports of war materiel to foreign countries.

Bofors scandal and death

At the so-called Bofors scandal in the mid-1980s, when the arms manufacturer Bofors was suspected of extensive smuggling of munitions to "illicit" countries around the Persian Gulf, Algernon was appointed investigator. As such, he was controversial. Among other things, the Swedish Peace and Arbitration Society criticized him and demanded his resignation. He was accused, among other things, of having too lightly approved Bofors' request for arms exports to mainly Singapore. Large parts of this exported munitions were suspected to have ended up in the illicit countries of the United Arab Emirates (more specifically the Emirate of Dubai) and Bahrain. Algernon is said to have been on good terms with Bofors' CEO Martin Ardbo.

Algernon died when he was hit by a train at the Stockholm metro station T-Centralen on 15 January 1987. Earlier on the day he had a meeting with the CEO of Nobel Industrier (the new owners of Bofors), Anders Carlberg, about the allegations of smuggling against the company. During the conversation, Carlberg had told Algernon about an internal investigation which had confirmed that smuggling had existed. Algernon then ended up in a conflict of loyalty. Due to Algernon's position as a leading investigator of the Bofors scandal, it was speculated that he might have been assassinated (i.e. pushed down on the railway). The police also chose to initiate a criminal investigation when, among others, the train driver witnessed how Algernon fell backwards on the track. The subsequent investigation into his death, which ended on 11 March 1987, concluded that he had committed suicide.

There were theories that Algernon's death had something to do with the assassination of Olof Palme. Other theories claim that the Stasi assassinated Algernon. Former Minister of Trade and County Governor in the 1980s Björn Molin claims in his book Ingen väg tillbaka ("No way back", 2002) that Algernon was murdered because he knew too much.

The funeral service was held on 3 February 1987 in Skeppsholmen Church in Stockholm. Algernon was interred on 4 March 1987 at Norra begravningsplatsen in Stockholm.

Personal life
In 1947 he married Margareta Erlandson (1925–2015), the daughter of construction engineer Harald Erlandson and Signe (née Hallgren). They had two sons, Göran and Stefan (1950–2012).

Dates of rank
1947 – Acting sub-lieutenant
1949 – Sub-lieutenant
1959 – Lieutenant
1965 – Lieutenant commander
1966 – Commander
1971 – Captain
1972 – Senior captain
1 October 1978 – Rear admiral

Awards and decorations
   Knight 1st Class of the Order of the Sword (1965)

Honours
Member of the Royal Swedish Society of Naval Sciences (1965)

See also
Cats Falck
Claes-Ulrik Winberg

References

1925 births
1987 deaths
Swedish Navy rear admirals
Bofors scandal
Military personnel from Stockholm
Swedish military personnel who committed suicide
Members of the Royal Swedish Society of Naval Sciences
20th-century Swedish military personnel
Suicides by jumping in Sweden
Knights First Class of the Order of the Sword
Burials at Norra begravningsplatsen


Alfonso Martínez de Toledo (ca. 1398 – ca. 1470), known as the Archpriest of Talavera (Arcipreste de Talavera), was a Castilian poet and writer.  He was born and studied in Toledo, Spain, spent time in Catalonia and Aragón, and served as a prebendary at the cathedral of Toledo.  He then became archpriest at Talavera.

He wrote two hagiographies, Vida de San Isidoro (Life of Saint Isidore) and Vida de San Ildefonso (Life of Saint Ildephonsus), as well as the historical compilation Atalaya de las crónicas.

Corbacho
Martinez wrote the work known as Corbacho o Reprobación del amor mundano (1438), inspired by Boccaccio's Corbaccio (dated to either 1355 or 1365).  Martínez's Corbacho is his best known work.  It consists of four parts, the first of which is a treatise against lust; the second, a satire lampooning women of all social stations; the third and fourth, the complexions of human beings and their varying amatory inclinations.  Phlegmatic men were “lazy and negligent... neither with a propensity to neither laugh nor cry… taciturn, solitary, half-mute... suspicious...”  In it he describes the personalities of men of varying complexions:  Melancholic men "have no sense of temperance in anything they do, and only bang their head against the wall.  They're very iniquitous, petulant, miserable...”

Martínez employs bombastic language latinized by the device known as hyperbaton, and also employs rhymed prose and homeoteleuton.  The value of this work resides in the fact that Martínez also  employed vernacular language, capturing popular and colloquial speech, thus making his work a precursor to La Celestina.

The first part of Corbacho is focused on earthly love, which Martínez rejects by pointing out all of its pitfalls.  In the second part, Martínez applies his arguments against earthly love to a criticism of women in general, repeating such stock arguments, for example, that women are the source of man's perdition.  Martínez's chapter titles alone indicate only too well his opinions on the opposite sex: “How a woman is jealous of anyone more beautiful than she,” “How a woman is disobedient,” “How a woman lies even while under oath,” “How a man should watch out for a drunken woman,” “How a woman loves whomever she pleases regardless of age.”

Juan Rodríguez de la Cámara's Triunfo de las donas (1445) includes 40 feminist arguments meant to counter the misogyny of Martínez's Corbacho.  Rodríguez's work presents arguments for the superiority of women to men.

References

Further reading
 Joachim Küpper: »Perception, Cognition and Volition in the Arcipreste de Talavera«, in: Stephen G. Nichols, Andreas Kablitz und Alison Calhoun (eds.): Rethinking the Medieval Senses. Heritage, Fascinations, Frames, Baltimore 2008, pp. 119–153.

External links

Vida de Sanct Isidoro (digital text)
Arcipreste de Talavera o Corbacho (digital text)

Spanish poets
1398 births
1470 deaths
15th-century Spanish writers
People from Toledo, Spain
15th-century Castilian Roman Catholic priests
15th-century Spanish poets
Spanish male poets


Clancy Edwards (born August 9, 1955) is a retired track and field sprinter from the United States. He was considered one of the best sprinters in the world between 1974 and 1978. He won the 200 metres at the 1977 IAAF World Cup, the most important meet of that year, defeating future World Record holder Pietro Mennea.

While in high school, he ran for Santa Ana High School  His 21.32 (converted from a hand time of 21.2) for 220 yards winning the 1973 CIF California State Meet was the best time in Orange County, California for twelve years.  He was also 2nd in the 100-yard dash.

Edwards began his collegiate career at Cal Poly in 1974, running for their track team, the Cal Poly Mustangs (where he won titles under the tutelage of coach Steve Simmons), and Santa Ana Junior College in 1975. He left there citing personal problems and missed a year of college in 1976. He also missed out on the 1976 Summer Olympics because of injury.

In 1977 he transferred as a junior to the University of Southern California (USC).  While at USC he was one of the best sprinters in the world, helping them to the Pac-8 collegiate championship.

He was ranked (see below) in the American top ten at 200 metres five times between 1974 and 1979 including #1 in 1977 and 1978. Worldwide those rankings were not much different, ranking #1 in 1978 and #3 in 1977 behind Mennea and Olympic Champion Don Quarrie. And he was #2 worldwide in 1978 at 100 metres.

Edwards' fastest time over 100 metres was 10.07 seconds, set at Eugene in June 1978. In that year, Edwards achieved the remarkable 'double-double' of winning the 100 and 200 m events at both the NCAA (United States collegiate) and AAU (United States National) Championships. He was the first to do this since Hal Davis in 1943.  That same year he also recorded the world's best year performance in the men's 200 metres at the dual meet against cross-town rival UCLA in Westwood, Los Angeles, clocking 20.03 on April 29, 1978. In both 1977 and 1978 he was awarded the Pac-10 Track athlete of the year.

Also in 1978, Edwards ran the anchor leg of a University of Southern California team (with Joel Andrews, James Sanford and William Mullins) that broke the world record in 4 × 200 m relay event with a time of 1.20.26 at Tempe, Arizona on 27 May. They broke the record even though they came second in the race. The team that won from the Tobias Striders track team was multi-national and so was not eligible to hold the record (that team of Guy Abrahams, Michael Simmons, Don Quarrie and James Gilkes recorded a time of 1.20.23.)

Injury ruined his 1979 season.
The following year, the United States boycott of the 1980 Olympics meant he lacked the motivation to re-find his best form and to carry on with his track career post-1980 onto the next Olympics.

Track and field rankings
Edwards was ranked among the best in the US and the world in the 100 yard/100 metre and 200 yard/200 metre sprint events in the period 1974-79, according to the votes of the experts of Track and Field News.

See also

 Track and Field News Interview with Clancy Edwards by Jon Hendershott, November 1978.

References

External links
 1978 Year Rankings
 Statistics
 1975 Pan American 4 x 100 metres relay final

1955 births
Living people
American male sprinters
Track and field athletes from Phoenix, Arizona
Sportspeople from Santa Ana, California
Track and field athletes from California
Athletes (track and field) at the 1975 Pan American Games
Pan American Games gold medalists for the United States
Pan American Games medalists in athletics (track and field)
Universiade medalists in athletics (track and field)
FISU World University Games gold medalists for the United States
USC Trojans men's track and field athletes
Cal Poly Mustangs track and field
USA Outdoor Track and Field Championships winners
Medalists at the 1977 Summer Universiade
Medalists at the 1975 Pan American Games


Addington v. Texas, 441 U.S. 418 (1979), was a landmark decision of the US Supreme Court that set the standard for involuntary commitment for treatment by raising  the burden of proof required to commit persons for psychiatric treatment from the usual civil burden of proof of "preponderance of the evidence" to "clear and convincing evidence".

Background
Before Frank Addington was arrested on the misdemeanor charge of "assault threat" against his mother, Addington's mother filed a petition with the  court, in accordance with Texas law, requesting that Addington be indefinitely involuntarily committed to a state psychiatric hospital. Addington had a long history of mental and emotional problems and past psychiatric hospitalizations.  The state trial court issued jury instructions that the decision be based on "clear, unequivocal and convincing evidence" that Addington was mentally ill and that hospitalization was required for his own welfare and the welfare of others. The jury found that Addington was mentally ill and required hospitalization. Thereupon the trial court ordered his indefinite commitment. He was indefinitely committed to Austin State Hospital.

However, Addington appealed to the Texas Court of Appeals, based on the argument the court should have used the "beyond a reasonable doubt" standard of proof. The appeals court  reversed, agreeing with Addington. The Texas Supreme Court then reversed the Court of Appeals' decision, reinstating the trial court's orders. It concluded that the standard of proof of the preponderance of the evidence satisfied due process in a civil commitment proceeding.

Addington then appealed to the U.S. Supreme Court on a writ of certiorari.

Opinion of the Court
The appeal was dismissed and certiorari granted; the lower court's decision was vacated and remanded. The court said the issue of an individual's interest in liberty is of such weight and gravity that a higher standard of proof is required than is normal in civil cases brought under state law.  Because of the uncertainties of psychiatric diagnosis, the burden of proof does not need to be as high as "beyond a reasonable doubt" in criminal cases, but should be a "clear and convincing" standard of proof as required by the Fourteenth Amendment in such a civil proceeding to commit an individual involuntarily for an indefinite period to a state psychiatric hospital.

Further, the opinion touched on the issue of an involuntary commitment as primarily medical in nature and needing the expertise of mental health experts.

Subsequent developments
The court raised the bar for committing someone against their will in a civil commitment proceeding. When the stakes are exceptionally high in civil matters, the burden of proof must be "clear and convincing evidence". The case raised important issues regarding civil commitment by placing the burden of proof on the petitioner, that is the party seeking the involuntary commitment of a person.

The opinion also suggested that it was not necessarily for the trier of facts to draw the necessary conclusions without the expertise of psychiatrists and psychologists.

The Supreme Court also cited the Addington case in Santosky v. Kramer, which set a clear and convincing evidence standard in termination of parental rights cases.

See also
 Jackson v. Indiana (1972)
 O'Connor v. Donaldson (1975)
 Jones v. United States (1983)
 Foucha v. Louisiana (1992)

Footnotes

External links

  Landmark Case Summaries
 Public Health Law Articles

United States Supreme Court cases
United States Supreme Court cases of the Burger Court
United States civil commitment case law
Mental health case law in the United States
1979 in United States case law


The Sonerai is a small, VW-powered homebuilt aircraft, designed by John Monnett.  The Sonerai began to compete as a single-seat, mid-wing, tailwheel Formula-V racer class formed in 1972.  The Sonerai soon evolved into a two-seat model called the Sonerai II.

Later versions included a low-wing Sonerai IIL, a tricycle-gear Sonerai IILT and finally the stretched Sonerai IILS and IILTS.

John Monnett came up with the name Sonerai from a combination of the words Sonic and Cosmic-Ray  Many Sonerais have been built and it remains a very popular design for people seeking a low-cost experimental aircraft with good speed and maneuverability.  The airframe cost to build in 1974 was estimated at $2,500. The 2010 airframe cost is approximately $6,000 (US) and the total cost is approximately $15,000 (US) with the addition of hardware, instrumentation, engine and other required items.  The time to build is between 800 and 1000 hours.

Design and development
The Sonerai I design and construction started in 1970 with the goal of a flying aircraft to be demonstrated at the 1971 EAA airshow. The aircraft was to meet the new Formula V rules and those of the Professional Race Pilots Association (PRPA) for aircraft powered by 1600cc Volkswagen engines (it will accept VW engines from 1600 to 2800cc displacement).

Inspired by the Spitfire, an elliptical tail profile was incorporated. Elliptical wingtips and a low-wing configuration were dropped, but a low-wing Sonerai II variant was released later. The Sonerai I was designed to use a direct drive 1,600cc VW engine and the Sonerai II was designed to use the 1700cc VW engine.

The wings were designed to fold alongside the fuselage for towing without a trailer and compact storage. The Sonerai II was designed to be soloed from the rear seat. The aircraft is built around a fabric-covered steel-tube fuselage and tail, with all-aluminum wings and a fiberglass cowl. The plans cost $50 and $57 in 1974.

Great Plains Aircraft Supply Company held the rights to the Sonerai series of aircraft until 2015. Sonerai Works LLC, of Franksville, Wisconsin, purchased the rights to Sonerai plans and parts from Great Plains in 2015. Sonerai Works LLC was formed by Fred Keip. a Sonerai IIL builder, owner, and pilot, who was Sonerai Newsletter editor and publisher 1996 –2010, and had been a technical support provider for Sonerai builders over 28 years (an EAA Technical Counselor since 1987).

In December 2019 the design was acquired by Sonex Aircraft.

The aircraft is not available as a kit, and is built using plans, although some parts are available.

Operational history
The prototype Sonerai 1 was displayed at the Experimental Aircraft Association Airshow in Oshkosh, Wisconsin where Monnett eventually relocated. The aircraft was painted a bright green that became the color of all the future prototypes and company marketing. The shade was from a 1971 Dodge Charger John Monnett saw painted Sassy Grass Green.

World records

Brian Dempsey built a Sonerai I that set a world record. The C-1a/0 (Landplanes: takeoff weight less than 300 kg) Speed over a straight 15/25 km course of 292.15 km/h (181.53 mph / 157.74 kn) on February 19, 1989. Dempsey's record stood for 20 years.

Robin Austin of Australia built a Sonerai IIL with a 100 hp Rotax engine. The aircraft has set the following FAI records for C-1a/0 (Landplanes: takeoff weight less than 300 kg).
 May 17, 2008: Speed over a recognized course  404.3 km/h (251.2 mph / 218.3 kn) St. George, QLD (Australia) - Brisbane, QLD (Australia)
 June 5, 2008: Aeroplane Efficiency : 29.79 km/kg Jacobs Well, QLD (Australia)
 June 8, 2008: Aeroplane Efficiency 37.22 km/kg C1-b Class
 July 28, 2008: Speed over a recognized course  440.0 km/h (273.4 mph / 237.6 kn) Blackall, QLD (Australia) - Rockhampton, QLD (Australia)

Variants

Sonerai I
Single-seat Formula V Racer
Sonerai II
Two-seat, mid-wing, conventional gear
Sonerai II-L
Two-seat, low-wing, conventional gear
Sonerai II-LT
Two-seat, low-wing, conventional gear, tricycle gear developed in 1983
Sonerai II-LS
Two-seat, low-wing, stretched fuselage, conventional gear
Sonerai II-LTS
Two-seat, low-wing, stretched, tricycle gear

Specifications (Sonerai II)

See also
 Monnett Moni
 Monnett Monerai
 Sonex Aircraft
Southern Aeronautical Scamp

References

External links

Homebuilt aircraft
Sonerai
1970s United States civil utility aircraft
Mid-wing aircraft
Aircraft first flown in 1971
Single-engined tractor aircraft


BoardSource, formerly the National Center for Nonprofit Boards, is an American nonprofit organization founded in 1988. Its mission is "to inspire and support excellence in nonprofit governance and board and staff leadership".

BoardSource offers consulting services, publications and a membership program to increase the effectiveness of nonprofit organizations by strengthening their boards of directors.

History
In the early 1980s, the Association of Governing Boards of Universities and Colleges and Independent Sector conducted a survey and found that 30 percent of respondents believed they were doing a good job of board education and training, with the rest of the respondents reporting little, if any, activity in strengthening governance. As a result, the two organizations proposed the creation of a new organization whose mission was to increase the effectiveness of nonprofit boards.

With a lead grant from the W. K. Kellogg Foundation as well as funding from five other donors, the National Center for Nonprofit Boards opened its doors in 1988 with a staff of three and an operating budget of US$385,000.

The National Center for Nonprofit Boards changed its name to BoardSource in 2002.

Current status
BoardSource is based in Washington, D.C., and has an annual budget in fiscal year 2013 of approximately $6 million. It maintains a staff of more than 40 employees. In addition, the organization has an affiliated pool of associates who conduct consulting and training engagements around the country on behalf of the organization.

BoardSource collaborates with organizations such as the Corporation for Public Broadcasting, the American Association of Museums, the Boys and Girls Clubs of America, Habitat for Humanity International, the National Council of La Raza and the United Way of America to provide guidance on what constitutes good governance and to offer educational opportunities in new approaches to governance.

According to its website, "BoardSource supports a community of more than 90,000 individuals with customized diagnostics, live and virtual trainings, membership programs, and a comprehensive library of governance resources and publications that include original content."

Initiatives
In addition to its own web portal, BoardSource managed the online platform Exceptional Boards (now defunct) and the online portal Leading with Intent. Leading with Intent is a rolling annual report on nonprofit board governance across the United States that captures and compares social sector governance data since 1994.

Board of directors
BoardSource's own board of directors includes:
Rick Moyers - Independent Consultant (Board Chair)
John Griswold - Founder, CommonFund Institute
Phillip Henderson - CEO, Surdna Foundation
Yanela Frias - Senior Vice President, Head of Structured Settlements (Prudential Annuities), Prudential Financial
Carol A. Goss - Fellow in the Advanced Leadership Initiative Program, Harvard University
David B. McGinty - Leader of the Human Development Innovation Fund with Palladium International
Sharon Rossmark - Chief Executive Officer, Woman and Drones LLC
Mark Shamley - President & CEO, Association of Corporate Contributions Professionals (ACCP)
Cathy A. Trower, Ph.D. - President, Trower & Trower, Inc. and author of The Practitioner's Guide to Governance as Leadership: Building High-Performing Nonprofit Boards (Jossey-Bass 2012)
Judy Vredenburgh - President & CEO, Girls, Inc.
Sylvia Mei-ling Yee, Ph.D. - Senior Advisor, Evelyn and Walter Haas, Jr. Fund
Julia R. Wilson, Chief Executive Officer, OneJustice

References

External links

 Independent Sector
 Association of Governing Boards of Universities and Colleges

Non-profit organizations based in Washington, D.C.


The 6th New Brunswick Legislative Assembly represented New Brunswick between February 4, 1817, and 1819.

The assembly sat at the pleasure of colonial administrator Harris William Hailes. George Stracey Smyth became Governor of New Brunswick in July 1817.

The speaker of the house was selected as William Botsford.

History

Members

References
Journal of the House of Assembly of the province of New-Brunswick from ... February to ... March, 1817 (1817)

06
1817 in Canada
1818 in Canada
1819 in Canada
1817 establishments in New Brunswick
1819 disestablishments in New Brunswick


The Lier Line () or LB is an abandoned railway line that ran through Lier in Norway. The private, narrow gauge railway branched from the Drammen Line at the old Lier Station, and ran  to Svangstrand on the lake Tyrifjorden, where it connected with a steam ship operated by the railway company. Among the villages the line served were Egge, Sjåstad and Sylling, in addition to two branch lines, from Iledalen to Tronstad Bruk, and from Egge to Egge Gravel Pit.

Discussions regarding the building of a line through Lier started in 1895, and construction commenced in 1901. The line opened on 12 July 1904 and was initially profitable, in part because of tourist traffic. In 1920, the Drammen Line was converted to standard gauge, resulting in expensive transshipment between the two lines. This and falling traffic caused the line to become unprofitable. The Lier line was closed for ordinary traffic on 23 October 1932. All traffic ceased on 1 January 1937 and the track was demolished shortly afterwards.

Route
The line was built with  narrow gauge, a minimum curve radius of  and a steepest gradient of 3.0 percent. It was the only line in Norway for which no blasting was done during construction. At the old Lier Station, located  above mean sea level (AMSL), the line connected with the Drammen Line and then ran  northwards up the Lier Valley. The line passed through stations at Landfald and Egge before reaching a branch line to the gravel pit at Egge. The line continued past Utengen and Sjåstad before crossing the wooden,  Sjåstad Bridge. It then ran past Muggerud and ran along the  viaduct across Sverregropen until passing Iledalen. A  branch line ran from Iledalen via a wooden  bridge over Solbergelva to Tronstad Bruk. The main line continued across the wooden,  bridge over the creek Solbergelva before reaching Sylling. This was the line's highest elevation, at  AMSL. Between there and Holsfjorden, a branch of the Tyrifjorden lake, the line was built with a zig-zag, so the train had to back  and then continue forward. At Svangstrand, located  AMSL there was connection with a steam ship.

The only track left after the demolishing was a short section at Lier Station, which remained until the station closed in 1973. The old Lier Station has been preserved. The section between Reenskaug, located a few hundred meters (yards) from Lier Station, to Landfald has become the suburban street Lijevegen. From Landfall to Egge, the right-of-way is an overgrown path. From Egge to Muggerud, the right-of-way is used as the street Banevegen. In 1993, the right-of-way from Muggerud to Rønningen was rebuilt as a hiking and riding path. The branch towards Tronstad Bruk has been converted to a street, although most of the right-of-way north of Rønning has disappeared, as it has been reclaimed as agricultural land, particularly north of Sylling. The station area at Svangstand in intact, with the station building looking just like it did in 1904. Other station buildings have been converted to homes or commercial buildings.

History
The first political consideration of a proposal to build a line through the Lier Valley occurred on 2 March 1895, when the municipal council discarded the idea, stating that it was of no interest for the community. However, there were many locals who had observed the economic impact the Drammen Line had on the southern part of the municipality, and called for a line also to the northern parts. In 1896, a committee was established, led by captain and entrepreneur H. J. Hofgaard. Engineering reports estimated the costs to NOK 700,000, including NOK 37,000 for a steamship on Tyrifjorden. Estimates called for 23,900 passengers and  of cargo each year, which was sufficient to break even.

They argued that the valley's two roads were insufficient for the valley's transport needs. At the same time, they pointed out that there was no industry in Lier that would need a railway, and that by building a line, such industry would be established. In April 1897, the committee held a public offering of shares in A/S Lierbanen. At the same time, they sent an application for a social grant to the Ministry of Labour for NOK 330,000, plus NOK 30,375 from the Norwegian State Railways (NSB).

The committee proposed that the municipality buy shares for NOK 150,000. When the issue was debated in the municipal council on 9 June, it met with resistance from representatives from Tranby in the west of Lier, who stated that they felt that the railway would have no impact on them, and that the municipality should only buy shares for NOK 75,000. It resulted in a compromise where the municipality bought shares for NOK 100,000. A year later, the municipality purchased shares for an addition NOK 30,000. The other major shareholders were Drammen Municipality with NOK 30,000, Buskerud County Municipality with NOK 50,000 and private investors, who supplied NOK 174,050.

During the debate in the Parliament of Norway in 1899, it was proposed that construction be delayed until the Drammen Line was upgraded to standard gauge, but this was rejected by the majority. The plans to build the line were passed on 18 May 1899 and parliament gave a grant of NOK 350,800. In 1903, this was supplemented with NOK 22,500. Construction started in late 1901 and was led by Engineer E. Richter. No blasting was done, but difficulties arose because of the large amounts of clay, which contributed to increase costs to NOK 800,000.

The line opened on 12 July 1904 and at the opening there were delivered two six-axle steam locomotives from Hartmann, which were named Lier and Hole. The railway also took delivery of two passenger cars, a combined freight and conductor car, and a number of freight cars. Periodically the railway needed extra haulage power, and therefore sometimes leased locomotives from the Norwegian State Railways. The initial fares were NOK 1.30 from Lier to Svangstrand, while the ferry across the lake cost an additional NOK 1.50. The greatest ridership was during the summer, when tourists took the line to reach the steam ships. During winter, the ridership fell, and the railway terminated at Sylling instead of Svangerstrand.

The company bought the steamship Activ, which supplemented the incumbent ferry Ringerike on Tyrifjorden. She had a capacity of 50 passengers and a crew of two, and a power output of . She had been built in 1892 or 1894, and sold to A/S Lierbanen in 1904 or 1906. Activ was then put into service on the route from Sundvollan and Svangstrand. She was in bad shape, and was taken out of service in 1909, sold in 1911 and dismantled in 1914, after an accident.

The first year of operation had 40,000 passengers and gave a small profit, but the next two gave deficits of NOK 5,000. Fiscal year 1907–08 gave a profit of NOK 11,000, increasing to NOK 18,562 in 1912–13—by then the line had 64,080 passengers. The line had a large impact on Sylling, where the population increased from 467 in 1900 to 713 in 1910.

In 1920, the Drammen Line was rebuilt to standard gauge, and all cargo between the two lines had to be transshipped, increasing costs. The cheap construction methods, combined with bad geological conditions, caused  derailing and other limitations to operation, including frequent delays. From 1922, the section from Lier to Egge was rebuilt to dual gauge to allow gravel trains to operate to the gravel pit at Egge. In 1927, a bus services started through the western part of Lier, claiming many of the trains' patrons. To help save the company, the employees offered to work for half wage, but it was not sufficient to save the line. All scheduled traffic was terminated on 23 October 1932, although the section to Tronstad Bruk was retained for some industrial trains until 31 December 1936. The line was then demolished.

See also
 Narrow gauge railways in Norway

References

Bibliography

Railway lines in Viken
Railway lines opened in 1904
Railway lines closed in 1937
Lier, Norway
1904 establishments in Norway
Private railway lines in Norway
3 ft 6 in gauge railways in Norway


is a Japanese rock musician and singer-songwriter. He first became known as vocalist of the visual kei rock band Malice Mizer from 1992 to 1994. After leaving them, Tetsu formed and performed with Mega8Ball from 1995 to 1997. From 1999 to 2002 he was part of the supergroup Zigzo, who became quite popular despite being an independent band and reunited in 2012. In addition to Zigzo, Tetsu is currently active in the bands Nil, The JuneJulyAugust, The Black Comet Club Band, and Disco Volante, all of which are on his record label Afro Skull Records.

History

1991–1994: Ner-vous and Malice Mizer
Tetsu Takano first entered muci sometime in 1991 at the age of 18 as vocalist for the band Ner-vous. In January 1992, Ner-vous's drummer left and Kiyoshi Moro replaced him; however, he only had the chance to play with the band for two live shows before they disbanded. In March 1992, Tetsu went to see Kiyoshii play in his new band which included bassist Hiroyuki "Marawo" Kashimoto. Tetsu, Kashimoto, and Moro became good friends for years to come.

In August 1992, Tetsu became vocalist of the visual kei rock band Malice Mizer, alongside Mana, Közi, Yu~ki and Gaz. For the next two years they would perform live, release several demos, and have a song on an omnibus, shortly after which Gaz left and was replaced by Kami, before they were finally able to release their first full-length album, Memoire, in July 1994. Later that year the album would be released again as Memoire DX with the bonus track "Baroque", but at that point Tetsu had decided to leave the group. While the exact reason for his departure is not known, his parting words at his last show with them, on December 27, 1994, hinted at musical differences. This can arguably be verified by the sound of Tetsu's later musical endeavors, them being alternative and hard rock instead of gothic rock. While only eight Malice Mizer songs with Tetsu were recorded and released officially, nearly 10 more were written and performed by the band during that two-year period; these appear on a large number of bootlegs.

Mana said he contacted Tetsu in regards to him participating in the band's 25th anniversary concerts in September 2018, but the singer declined.

1995-1998: Mega8Ball and Nil
Sometime in late 1994 or early 1995, Tetsu was part of the session band Forme'd Eros, providing vocals and guitar alongside Közi on bass and Yasu also on guitar and vocals. They performed only a few cover songs and the original composition, "Ima wa...". Around fall of 1995, Tetsu would team up with Yasu again to form Mega8Ball with Rikiji on bass and Nori on drums. Yasu left by the year's end and Rikiji had his friend Yoshiyuki replace him. Mega8Ball started touring again in 1996 and throughout 1997 until the release of their first album Hybrid. The band later disbanded and had its last live on December 29, 1997; Rikiji immediately joined Oblivion Dust. They released one demo tape, one album, and participated in an omnibus with Tetsu as lead vocalist. The band would later reunite without Tetsu in 2001. Rikiji has since become the only original member to stay in Mega8Ball and Tetsu has fondly referenced the band in online diary entries over the years.

Tetsu had grown tired of being in a band and not having control, so he decided to start his own solo unit. He recruited Kashimoto and Moro, friends from his Ner-vous days, as support members and entered the studio, eventually creating 20 songs. They became known as Nil in January 1998 debuting in his hometown of Tokyo. Nil's sound is self-described as "rock with punk, grunge, and funk mixed in". They toured and performed until November, when Kashimoto announced that he wanted to leave the band to pursue a traditional career. Tetsu and Moro continued on for several more lives, but eventually called it quits before the year's end. Moro would go on to start the band Mugiwara Boushi, performing as both drummer and vocalist.

1998-2002: Zigzo and Nil restart
In early 1998, recently bandless musicians Ryo and Den (both ex:By-Sexual) and Sakura (ex:L'Arc-en-Ciel) started a session band that evolved into a full-fledged band when Tetsu joined in the summer of 1998. In February 1999, they debuted live under the secret band name Malice en Sex, a play-on words from their former band's names being Malice Mizer, L'Arc-en-Ciel, and By-Sexual. The name Zigzo, which is a streamlined romanization of the Japanese katakana spelling of "jigsaw," was soon officially decided upon. That summer they started touring, recording, and releasing at a feverish pace. Tetsu was the primary songwriter and lyricist of the group and only a few of the other songs were written by the group as a whole. They released eight singles, two albums, and several videos within the next two years and grew to have considerable success as a group. Zigzo announced their breakup and the band's final single "Chelsea" addressed some of the concerns by the band and of the fans. The band would have The Last Scene, its series of final shows, in March 2002.

While the exact reason of Zigzo's disbandment is not known, it is likely a decision on Tetsu's part that caused the end of the band, possibly out of his desire to create music outside the restrictions of the major music scene. In January 2002, before Zigzo even finished touring, Tetsu decided to restart Nil and got in contact with Kashimoto, who rejoined the band as well; the first song they composed was "Mona Lisa." Moro, who had grown tired of his band Mugiwara Boushi and moved to Jamaica, was not initially interested in rejoining, so Tetsu and Kashimoto held auditions for a new drummer and finally settled on female drummer Kaori Kobayashi. However, she didn't get a chance to play with the band, as Moro reconsidered and moved back to Japan in June 2002. He was welcomed back into the band and by the end of the month they had recorded their first mini album Nil from Hell. They then started touring right away and eventually recorded their second mini album Sayonara da Vinci by the end of the summer. Both mini albums were released back to back, the first in September and the second in December, and are meant to be complimentary albums. While certain similarities in lyrical content and musical style exist between Zigzo and Nil, themes such as Humanity, Love, Peace, War, Life, and Death have a much greater roll in the latter. Around this time, Tetsu formed his own record label, Afro Skull Records, which naturally Nil was signed to.

2003-2010: Nil's first album and lineup changes
Nil would perform throughout 2003 writing new songs and only releasing one 4-track EP, Down to Dawn. In May 2004, Nil released their debut full-length album 12 Inplosion. Several more releases came out in a rather quick pace throughout the remainder of the year; Tetsu even wanted to start recording the second album mere months after the first album was released, but was talked into doing the cover album The Covering Inferno instead. In any case, the band had starting recording again in October 2004 for their second album. The constant recording and performing seemed to have fatigued Kashimoto and Moro to the point where they both decided to leave Nil at the end of the "Covering Inferno Tour" on January 10, 2005. While the reason for their departure is not known for sure, Tetsu and Nil recorded, released, and toured quite a lot compared to many other indie bands and it is possible that such a constant hectic schedule was too much for Kashimoto and Moro. Another possibility was the direction of the second album which was more pop than previously before. Whatever the reason may have been, Tetsu's ambitions for the band took a deep blow and Nil's second album Excalibur was completed during the turmoil and aftermath of their departure. The situation seemed frail and he openly reaffirmed his ambitions and Nil's fans repeatedly through his diary and fan-club messages that he would continue on. At one point he stated that his life work is Nil and that he would never stop the band. Moro and Kashimoto would later go on to perform together in bands such as Gold77, The High Streets, and Toguar and the Creeplands. In July 2006, Moro restarted Mugiwara Boushi under the name Mugi.

Drummer Sota "Furuton" Oofuruton (ex:Oblivion Dust and support drummer of Mega8Ball) and Masaru Kobayashi (ex:Soy Sauce Sonic, ex:Sads, The Cro-Magnons) joined the group and toured for the abbreviated Excalibur Tour. Two mini albums, Scherzo and Agape, were recorded and released right after the tour. Unfortunately, Furuton would disappear soon after the recording sessions, recommitting to his tour with Hyde from L'Arc-en-Ciel. Tetsu enlisted the support of Hiroyuki Kazama (ex:Fantastic Designs) who would eventually become a permanent member of Nil.

And so, the fourth stage of Nil had begun and the forming of a permanent lineup allowed the band more time to play together, try out new songs live, and record together at a somewhat slower pace. An extended "Agape Tour" started and ended by midsummer of 2006 and recording for their next release happened in between the days off during the tour. Tetsu, ever ambitious, also decided to record on his own as a solo artist in May and August 2006 he released The Ball and Wall, featuring acoustic takes of many ballad and mid-tempo Nil songs and their two unreleased tracks, "Beautiful You" and "Hotel."

2010–present: The JuneJulyAugust, The Black Comet Club Band and Disco Volante
In 2010 Tetsu formed the band The JuneJulyAugust, with Koji Kajiwara on drums, Hajime Sato on piano, and himself on vocals and guitar. They released their self-titled debut single on August 20, 2010, their first DVD on December 10, and their first album on January 12, 2011.

On November 20, 2011, Sakura held a birthday concert at Shibuya O-West where Tetsu performed with Nil. However, Tetsu, Sakura, Ryo and Den performed a surprise set as Zigzo and announced that the band will officially restart activities at a concert on March 17, 2012 at Akasaka Blitz.

On April 18, 2012, The JuneJulyAugust released their second album Edelweiss.

In 2015, Tetsu formed another band with Masaru Kobayashi, Kazama Hiroyuki and Hajime Sato, plus the addition of second drummer Jin Terui (Pulling Teeth). The Black Comet Club Band released their self-titled first album on October 7, 2015.

Tetsu, Kobayashi and Terui formed the band Disco Volante with Tōru Yoshida (Preppy Boys Slippy) in February 2022. Their first album, made with Mucc guitarist Miya, will be released in April.

References

External links
 Afro Skull Records Official website
 Nil Official website
 The JuneJulyAugust Official website
 The Black Comet Club Band Official website

Japanese male singer-songwriters
Japanese singer-songwriters
Japanese male rock singers
Japanese rock guitarists
Japanese alternative rock musicians
Malice Mizer members
Visual kei musicians
Singers from Tokyo
1972 births
Living people


Arthur Carl Lichtenberger (January 8, 1900 – September 3, 1968) was a bishop of the Episcopal Church in the United States. He served as Bishop of Missouri from 1952 to 1959, and as presiding bishop of the Episcopal Church from 1958 to 1964.

Early life
Lichtenberger was born in Oshkosh, Wisconsin, where his father ran a grocery store. He attended Kenyon College in Gambier, Ohio, where he played quarterback on the football team and was president of the Sigma Pi fraternity chapter.  He was also president of the senior class, chairman of the Commons Committee, president of the Kenyon Masonic Club, lettered in basketball, headed the college choir, and served on both the Collegian and Reveille staffs.  He graduated cum laude from Kenyon with a Bachelor of Philosophy degree in 1923 and was chosen by the English Department to give the class address.  While working on a farm in Iowa during a summer in college he met his future wife, Florence Tate.  The couple had two children, a son and a daughter.  Their daughter died during her infancy.

Early ministries
Lichtenberger was influenced to join the priesthood by his father-in-law, the Reverend Martin Tate, and entered the Episcopal Theological School in Cambridge, Massachusetts. He earned his Bachelor of Divinity degree in 1925, and did his postgraduate work at the General Theological Seminary in Manhattan. He was ordained a deacon on March 21, 1925, and a priest on November 21, 1926.

He began his ministry as missionary professor of New Testament at St. Paul's Divinity School in Wuchang, China. He and his family were forced to flee during a Communist uprising in 1927 and lost all their possessions.  In 1928 he returned to the U.S. to be rector of Grace Church in Cincinnati, Ohio for five years, then rector of St. Paul's Church in Brookline, Massachusetts, for eight years. After serving as dean of Trinity Cathedral in Newark, New Jersey he went back to teaching as professor of pastoral theology at General Theological Seminary in New York City.

Bishop
In 1951 he became the Bishop of Missouri, and he held that post until he was elected the presiding bishop in 1958. As Bishop of Missouri he initiated congregational studies on the church's mission and established new congregations.  In 1956 he assumed the chairmanship of an Episcopal delegation studying the problems of the Church of South India.

In 1958 he was an attendee of the Lambeth Conference in London.

In 1961 he was the first Episcopal Church leader to meet with a pope when he met Pope John XXIII at the Vatican. The meeting was commemorated with his image on a stamp from the Vatican post office.

In 1963, Princeton University gave him an honorary degree of Doctor of Divinity.

On February 21, 1963, the church completed work on the Episcopal Church Center (which had begun in 1958) in New York City. The center housed the national church's missionary, educational, and social work offices.

On November 23, 1963, he received a telegram from Robert F. Kennedy, U.S. attorney general and brother of the late president, asking that he participate in the funeral of John F. Kennedy. Lichtenberger, was recovering from phlebitis at the time and asked Bishop William Creighton to represent him.

He retired from his position in 1964 because of health reasons and became a visiting professor at the Episcopal Theological Seminary in Cambridge, Massachusetts.

He died in 1968 in Bethel, Vermont. He owned a farm there where he liked to go fishing.

In 2010 he posthumously received the Founders' Award from the Sigma Pi fraternity.

Published work
The Way of Renewal: Meditations for the Forty Days of Lent (1960)
The Church's Schools in a Changing World (1961)
The Day Is At Hand (1964)

See also
 List of presiding bishops of the Episcopal Church in the United States of America
 List of Episcopal bishops of the United States
 Historical list of the Episcopal bishops of the United States

References

External links
Episcopal Church Table of Past Presiding Bishops

Presiding Bishops of the Episcopal Church in the United States of America
20th-century Anglican bishops in the United States
Kenyon College alumni
Episcopal Divinity School alumni
General Theological Seminary alumni
People from Oshkosh, Wisconsin
Religious leaders from Wisconsin
1900 births
1968 deaths
Episcopal bishops of Missouri


Pennsylvania State Senate District 25 includes parts of Centre County and Jefferson County and all of Cameron County, Clinton County, Elk County, McKean County, and Potter County. It is currently represented by Republican Cris Dush.

District profile
The district includes the following areas:

All of Cameron County

Centre County

 Bellefonte
 Benner Township
 Boggs Township
 Burnside Township
 Centre Hall
 College Township
 Curtin Township
 Gregg Township
 Haines Township
 Harris Township
 Howard
 Howard Township
 Liberty Township
 Marion Township
 Miles Township
 Milesburg
 Millheim
 Penn Township
 Potter Township
 Snow Shoe
 Snow Shoe Township
 Spring Township
 State College
 Union Township
 Unionville
 Walker Township

All of Clinton County

All of Elk County,

Jefferson County

 Barnett Township
 Beaver Township
 Brockway
 Brookville
 Clover Township
 Corsica
 Eldred Township
 Falls Creek (Jefferson County portion)
 Heath Township
 Knox Township
 Pine Creek Township
 Reynoldsville
 Rose Township
 Snyder Township
 Summerville
 Sykesville
 Union Township
 Warsaw Township
 Washington Township
 Winslow Township

All of McKean County

All of Potter County

Senators

References

Pennsylvania Senate districts
Government of Cameron County, Pennsylvania
Government of Clearfield County, Pennsylvania
Government of Clinton County, Pennsylvania
Government of Elk County, Pennsylvania
Government of Jefferson County, Pennsylvania
Government of McKean County, Pennsylvania
Government of Potter County, Pennsylvania
Government of Tioga County, Pennsylvania


Istanbul Okan University is a private university in Istanbul, Turkey.

History
The university was founded by Okan Culture, Education, and Sports Foundation in 1999 and began its academic life in 2003–2004.
Since the 2006–2007 academic year, it has been located in its new and modern Akfırat campus.
Now, it reached 63 undergraduate, 41 master and 13 Ph. D. programs under eight faculties, two vocational schools, and three graduate schools

See also
 List of universities in Turkey

References

Further reading

External links

Istanbul Okan University
Educational institutions established in 1999
Private universities and colleges in Turkey
Kadıköy
1999 establishments in Turkey
Sultanbeyli
Tuzla, Istanbul


Pennsylvania State Senate District 23 includes all of Bradford County, Lycoming County, Sullivan County, Tioga County, and Union County. It is currently represented by Republican Gene Yaw.

Senators

References

Pennsylvania Senate districts
Government of Bradford County, Pennsylvania
Government of Lycoming County, Pennsylvania
Government of Sullivan County, Pennsylvania
Government of Susquehanna County, Pennsylvania
Government of Union County, Pennsylvania