The Old Court – New Court controversy (sometimes known as the Kentucky Relief War) was a 19th-century political controversy in the U.S. state of Kentucky in which the Kentucky General Assembly abolished the Kentucky Court of Appeals and replaced it with a new court. The justices of the old court refused to recognize the action as valid, and for a time, two separate courts operated as the court of last resort for the state.

The controversy began when the financial Panic of 1819 left many Kentuckians in debt and unable to meet their financial obligations. A debt relief movement began in the state, and pro-relief candidates won majorities in the General Assembly in 1820. The Assembly passed a law of replevin that was extremely favorable to debtors. Disgruntled creditors challenged the constitutionality of the law, appealing their case to the Court of Appeals. The court opined in favor of the creditors. Attempts to remove the anti-relief justices failed. The pro-relief legislature passed a measure abolishing the Court of Appeals and replacing it with a new court, to which pro-relief governor Joseph Desha appointed pro-relief justices who upheld the replevin law.

As the economic situation in the state improved in the second half of the 1820s, the Old Court supporters regained control of both houses of the General Assembly. They abolished the New Court and restored the Old Court to power. In an 1829 case, the Court nullified decisions rendered by the New Court. In a 1935 case, the Court struck all the New Court cases from Kentucky common law.

Background
A period of national prosperity followed the end of the War of 1812. In Kentucky, rapid population growth and strong demand for the state's goods led to land speculation becoming a popular enterprise. The charter of the Kentucky Insurance Company in 1802 and the Bank of Kentucky in 1806 made currency for loans plentiful. The establishment of branches of the Second Bank of the United States in Louisville and Lexington further augmented the availability of credit. In 1818, the General Assembly chartered 40 more state banks, and later added six more.

In late 1818, however, demand for U.S. goods fell sharply in Europe. Land values also began to fall, touching off the Panic of 1819. Many persons in the state were unable to repay their loans. A struggle began between creditors seeking to collect money owed to them and debtors seeking relief from obligations they could not meet. A Debt Relief Party sprang up in the state, which had long been a single-party bastion.

In 1819, Governor Gabriel Slaughter agreed to repeal the charters of the 46 banks—now known as "The Forty Thieves" —established by the General Assembly. He concurred when the General Assembly abolished damages on disputed bills of exchange.

Beginning of the controversy
In 1820, the Debt Relief Party gained majorities in both houses of the General Assembly. On February 11, 1820, the Assembly passed a law of replevin, or "stay law," that prevented creditors from seeking court order for payment of a debt for a period of one year. They hoped that this would provide time for an economic recovery which would allow debtors to save their investments. If the creditor would not accept bank notes issued by the Bank of Kentucky, he was forced to wait an additional year to collect the debt.

On November 29, 1820, the Assembly chartered the Bank of the Commonwealth, another source from which debtors could obtain money. Creditors did not want to accept payment from either the Bank of Kentucky or the Bank of the Commonwealth; the notes of the former were depreciated due to a lack of capital and the latter had no capital and no guarantee of state credit. In December 1820, the Assembly modified the replevin law to state that creditors who would accept payment in notes from the Bank of the Commonwealth but not the Bank of Kentucky would be forced to wait three months to collect on a debt. The wait was one year if the creditor accepted only notes from the Bank of Kentucky, and it remained two years for creditors who would not accept notes from either.

By 1821, the Relief Party had successfully ended the practice of debt imprisonment in Kentucky. In December 1822, the party became so dissatisfied with the sound money practices of the Bank of Kentucky that they revoked its charter.

Williams v. Blair and Lapsley v. Brashear
Forced to choose between accepting depreciated money in payment for outstanding debts or waiting long times to collect debts, creditors turned to the courts for relief. In 1822, Bourbon County circuit court judge James Clark ruled in the case of Williams v. Blair that the replevin law violated the state and federal constitutions. This ruling was so unpopular with the Relief Party that they attempted to remove him from office, but the 59–35 vote fell just short of the needed two-thirds majority. Fayette County circuit court judge Francis P. Blair issued a similar ruling in the case of Lapsley v. Brashear.

Both cases were appealed to the Kentucky Court of Appeals—then the highest court in Kentucky—in 1823. In the case of Blair, the debt relief position was argued by George M. Bibb, while the anti-relief position was represented by Robert Wickliffe. In Lapsley, Wickliffe joined George Robertson and Ben Hardin to represent the anti-relief position, while the relief position was argued by John Rowan and William T. Barry. Chief Justice John Boyle wrote the majority opinion in Blair on October 8, 1823, and Associate Justice William Owsley issued the court's opinion in Lapsley three days later. In both cases, the anti-relief position was upheld.

Formation of the New Court
The Assembly passed resolutions against all three justices on the Court of Appeals, but did not possess the two-thirds majority to remove them. Governor John Adair, a Relief Party supporter, urged the resistance, framing the issue as the court impeding the right of the people to self-govern. His efforts drew a resolution against him from the anti-relief minority on November 8, 1823.

Frustrated by their defeats in the judiciary, the Relief Party turned its attention to the gubernatorial election of 1824, where they backed General Joseph Desha. Desha's election by the overwhelming vote of 38,378–22,499 was seen by the party as a mandate to pursue the relief agenda. An early proposal to reduce the salaries of the Court of Appeals justices to 25 cents per year was discarded without a vote, but the House of Representatives mustered the votes to remove the offending justices. The justices were spared removal when the Senate failed to pass the measure with a two-thirds majority. The vote was 23–12.

On December 9, 1824, the Senate voted to repeal the law that had established the Court of Appeals and to establish a new Court of Appeals with four justices. The measure came to the House floor on December 23. During the debate, Governor Desha personally lobbied legislators to support the measure, a blatant violation of the rules of the House. The next day the measure passed in the House by a vote of 54–43. Governor Desha appointed pro-relief stalwart William T. Barry as Chief Justice, and three associate justices who were also Relief Party supporters.

The existing court and the anti-relief party refused to recognize the new court as valid. Achilles Sneed, clerk of the Old Court, refused a legislative mandate to turn over his records to the New Court by January 1825. Francis Preston Blair, the New Court clerk, assembled a group that broke into Sneed's office and took what records they could find. Sneed was charged with contempt of court and fined for refusing to turn over the records. The Old Court continued to meet in a church in Frankfort; with two supreme courts, the possibility of civil war in Kentucky loomed.

Resolution of the controversy
In the elections of 1825, the Old Court supporters won control of the Kentucky House of Representatives. When the General Assembly's session opened in November 1825, Old Court partisans immediately formed a committee to make recommendations related to the court of appeals. On November 23, Old Court supporters introduced a bill to repeal the reorganization act. The measure passed the House, but failed in the Senate, where Old Court and New Court supporters were equal in number; the deciding vote was cast by Lieutenant Governor Robert B. McAfee, aligned with New Court advocates. In December, the Assembly's committee concluded that the Old Court justices were "constitutional judges" and consequently, the legislature did not have power to abolish their positions. The best the Old Court supporters were able to do in 1825 was to pass a non-binding resolution condemning the reorganization act.

By 1826, economic prosperity was beginning to return to the state. The Old Court party augmented their majority in the House and gained a majority in the Senate. One legislator's proposition to resolve the controversy was to call for the resignation of the governor and lieutenant governor, the entire General Assembly, as well as the justices from both the Old and New Courts, essentially allowing the citizens to reset their entire government. This extreme measure was rejected. Instead, on December 29, 1826, the General Assembly repealed the reorganization act, and overrode Governor Desha's veto of the measure. They also repealed the replevin law that had touched off the controversy. On January 1, 1827, Francis Blair returned the court records in his possession to the Old Court.

Old Court chief justice John Boyle resigned to accept a federal judgeship. The General Assembly decided to speed the reconciliation of the two sides of the controversy by naming New Court partisan George Bibb as Boyle's replacement. Old Court justices Mills and Owsley resigned, hoping to clarify the situation further. They were immediately reappointed, but the Senate refused to confirm their appointments. The governor appointed George Robertson and Joseph R. Underwood, who were both confirmed by the Senate.

In all, the New Court heard 77 cases during the Old Court – New Court controversy. In the April 1829 case of Hildreth's Heirs v. McIntire's Devisees, the reconstituted Court of Appeals declared all of these decisions void. In 1935, in Smith v. Overstreet's Adm'r, the court formally ruled that the decisions were not part of the common law of Kentucky.

See also
Beauchamp–Sharp Tragedy - the murder of a New Court partisan during the controversy
Isaac B. Desha - Governor Desha's son who was accused of murder during the controversy
Bank of the Commonwealth (Kentucky)

Notes

References

Further reading

Politics of Kentucky
History of Kentucky
Legal history of Kentucky
1820s in Kentucky


The Way We Were is the fifteenth studio album recorded by American singer Barbra Streisand. Following the commercial success of its lead single "The Way We Were", the album was released in January 1974.  Three additional songs were newly recorded for the album, while six of the tracks salvaged material from previously unreleased Streisand projects. Following the distribution of a soundtrack album for the 1973 film of the same title, Columbia added a caption to Streisand's LP (Featuring the Hit Single The Way We Were and All in Love Is Fair) in order to minimize confusion between the two albums.

Covering a wide array of themes and topics, Streisand sings about recovering relationships, social awareness, and love in general. Like the majority of Streisand's catalog, The Way We Were was described as a contemporary pop album blended with her signature vocal style. In terms of production, she heavily worked with Tommy LiPuma and Wally Gold, while Marty Paich contributed to the title track. The lead single ("The Way We Were") was released on September 27, 1973, and became a chart-topper in both the United States and Canada. It was also the top-selling single in the former country in 1974. The second and final single, "All in Love Is Fair", was released in March 1974 and also charted in the two countries.

The album received generally favorable reviews from music critics, who praised Streisand's vocals and found the record capable of being extremely successful. However, some critics felt the album was not carefully planned out and Streisand was acting out the tracks rather than actually singing them. Commercially, The Way We Were topped the Billboard 200 in the United States and reached the top ten on album charts in Australia and Canada. It also entered the charts in Japan and the United Kingdom. Due to strong sales, it has since been certified 2× Platinum in the United States by the Recording Industry Association of America (RIAA).

Background and release
The concept for the record first developed in late 1973, following the success of "The Way We Were", which was written specifically for the 1973 film of the same title starring Streisand and Robert Redford. American composer and producer Marvin Hamlisch was commissioned to write the melody for the track, which he found to be hugely challenging due to Streisand's wants. She had wanted him to produce the composition in minor key, but he instead wrote it in major key due to his fear that the song's lyrics would be revealed too quickly to the listener. According to the liner notes of her 1991 greatest hits album Just for the Record, "The Way We Were", "All in Love is Fair", "Being at War with Each Other", and "Something So Right" were the only tracks specifically recorded and created for the album. The majority of the project's material consisted of demos and recordings from Streisand's recording sessions with Alan Bergman and Marilyn Bergman for an unreleased album titled The Singer. Both "The Best Thing You've Ever Done" and "Summer Me, Winter Me" were previously released together as a non-album single by Streisand in April 1970, and were originally intended for inclusion on the official soundtrack to her 1970 film The Owl and the Pussycat.

Recording sessions for the album took place at United-Western Recorders in Los Angeles between September 1969 and December 1973, while the mixing was performed at Hollywood Sound during that same time period. "What Are You Doing the Rest of Your Life?" and "My Buddy"/"How About Me" were the first two songs recorded, while "Being at War with Each Other", "Something So Right", and "All in Love Is Fair" were the final three to be completed. Al Schmitt handled the engineering and mixing aspects for the finished tracks, while Doug Sax mastered the pieces at The Mastering Lab, also in Los Angeles. Streisand and Columbia Records released The Way We Were on January 1, 1974, as her fifteenth studio album overall, and first since 1973's Barbra Streisand…and Other Musical Instruments. However, Columbia switched the title of the album at the last minute to Featuring the Hit Single The Way We Were and All in Love Is Fair in order to distinguish Streisand's record from the 1974 soundtrack of the same title with the same release date. The same label issued this version as an 8-track cartridge in 1974, with a differing track listing: both "Something So Right" and "Summer Me, Winter Me" are broken into two separate parts increasing the number of tracks on the record from ten to twelve. The album was later released in CD and digital formats on February 5, 2008.

Music and lyrics

As a whole, the record is a contemporary pop piece, incorporating elements from Streisand's signature musical style. The Way We Were begins with "Being at War with Each Other", a cover of the Carole King song from her 1973 studio album, Fantasy, although King wrote the track specifically for Streisand. Produced by LiPuma, she sings about various topics, ranging from socialization and relationships. She also claims that all humans stem from "one father" and "one mother" and how differing opinions only "complicate our lives". "Something So Right" is also a cover and originally the B-side track to Paul Simon's 1973 single "Take Me to the Mardi Gras". It focuses heavily on the songwriting rather than the production, although the composition was the second included to be produced by LiPuma. "The Best Thing You've Ever Done" was originally written in 1970 by Charnin who maintained interest in creating a composition for Streisand. Additionally, Wally Gold handled the production for the track, the first of six on the album. Lead single "The Way We Were" is the album's fourth track. In particular, its lyrics detail the personal life of Katie Morosky, the character Streisand portrays in the previously mentioned film, and her troubling relationship with boyfriend Hubbell Gardiner. Track five, "All in Love Is Fair", is a Stevie Wonder cover but is fronted by Streisand's own personal take on it. She sings about a failing relationship through the use of clichés and obvious messages regarding love.

"What Are You Doing the Rest of Your Life?" was written by French composer Michel Legrand (who would continue writing songs with Streisand for years) and Alan and Marilyn Bergman. Gold also produced it, while Peter Matz arranged the instruments and orchestration that accompanied the composition. Seventh and eighth tracks "Summer Me, Winter Me" and "Pieces of Dreams", respectively, also feature contributions from Legrand, with the former originally created specifically for The Singer and the latter a cover of the 1970 version for the film Pieces of Dreams. "I've Never Been a Woman Before" is song written by Tom Baird and Ron Miller for Cherry, an unproduced musical based on the William Inge play Bus Stop. The closing song on the record is a medley of "My Buddy" and "How About Me", from Gus Kahn, Walter Donaldson, and Irving Berlin. The first part of the melody details someone affected by the loss of a friend, particularly a soldier who died during combat, as noted by author Robert Eberwein in his 2007 book Armed Forces; Masculinity and Sexuality in the American War Film.

Singles

The album's lead single "The Way We Were" was released as a 7" record on September 27, 1973, roughly three weeks before the premiere of the accompanying film. The song was largely successful after its initial release, where it reached number one on the Billboard Hot 100 and spent twenty-three consecutive weeks among the ranking. Its success was replicated in Canada, where it was also number one. "The Way We Were" was additionally the top-selling single in the United States in 1974 according to the list compiled by Billboard. It was also sent to adult contemporary radio, where it topped the Adult Contemporary charts in both the United States and Canada. On August 19, 1997, "The Way We Were" was certified platinum by the Recording Industry Association of America, signifying sales of over 1,000,000 copies. The single has since been considered to be one of her signature songs. For their work on the track, Hamlisch and the Bergman's won the Academy Award for Best Original Song at the 46th Academy Awards, with Hamlisch also winning the Academy Award for Best Original Score for his work on the film. It additionally won the Golden Globe Award for Best Original Song in 1974 and the Grammy Award for Song of the Year in 1975. On the National Endowment for the Arts and Recording Industry Association of America's list of the top 365 "Songs of the Century", "The Way We Were" was placed at number 298.

"All in Love Is Fair" was released as the album's second single in March 1974, a cover of the Stevie Wonder original for his 1973 album, Innervisions. Columbia also released it as a 7" single paired alongside the medley of "My Buddy" and "How About Me". Matthew Greenwald from AllMusic was so fond of her rendition that he wrote: "It is no doubt one of the most graceful and memorable hooks from the era, and Streisand's performance – particularly her phrasing of this line – is unforgettable". It failed to replicate the success of "The Way We Were", but it managed to peak at numbers 63 and 60 in the United States and Canada, respectively. It additionally reached the top ten of the Adult Contemporary chart, also compiled by Billboard.

In 1972, Streisand's version of "What Are You Doing the Rest of Your Life?" was released as a promotional single in the United States in the 7" vinyl format. It was paired alongside "The Best Thing You've Ever Done", which is also included on The Way We Were.

Critical reception

The Way We Were has received generally favorable reviews from music critics. Robert Christgau enjoyed the overall sound of the album, noting that the catchiness of roughly half the album allows for the songs to be replayed over and over. The editors at Billboard were appreciative of the release, and singled out The Way We Were in its "Spotlight" section for the February 9, 1974 issue. The publication highlighted album tracks "Being at War with Each Other" and "All in Love Is Fair" and declared: "This is the way Streisand should sound." Bob Talbert of the Detroit Free Press remarked upon its release, "thank you, Barbra, for coming back to where you belong. It's no wonder this is the best-selling album and tape in the middle-of-the-road world at this moment. The last few times Streisand has come out of the chutes it's been as an imitation-cum-parody of herself. Or it was a commercial spin-off from her last and mediocre TV special. This is a listener. Sit back, prop up, sip away, turn on, do whatever it is you do, and enjoy. She picks—and you can rest assured she picks 'em—unique song again. Stevie Wonder's 'All in Love Is Fair', not a major Wonder work, is one now after Streisand's treatment. Or Carole King's 'Being at War with Each Other' and Paul Simon's 'Something So Right.' Dynamite. This is quality Streisand. The way she was and should always be."

Stephen Holden from Rolling Stone labeled it "her best album in years"; he also found that her voice sounds just "as fresh as it did in the sixties". Jon Landau, also from Rolling Stone, was disappointed by the singer's effort, writing that she "no longer sings songs", but rather "acts them out". He referenced her catalogue and stated: "I've enjoyed Barbra Streisand's music in the past, but of the 20 albums I listened to to write this column, The Way We Were was not only the most disappointing, but the most difficult to get all the way through."

AllMusic's William Ruhlmann awarded the album three out of five stars but found it obvious that the record was "thrown together" instead of being orchestrated and thought out carefully. He also declared that the success of the title track "propelled th[e] album to the top of the charts".

Commercial performance
In the United States, the album debuted at number 97 on the Billboard 200 chart for the week ending February 16, 1974, and by February 26, had already sold 500,000 copies and was certified Gold. The following week it rose to number 39, and on March 16 of the same year, it reached the top position. It became Streisand's second number one and seventh top five album, with the other number-one being People (1964). The Way We Were spent two weeks at the highest position before falling to number four on March 30. It continued dropping on the charts but managed to stay within the top 10 of the list for a total of six weeks. The Recording Industry Association of America changed its certification status to Platinum for shipments upwards of 1,000,000 sales, and again on September 23, 1998, The Way We Were was certified for selling over 2,000,000 copies. In the United Kingdom, it peaked at number 49 in May 1974, and was certified Silver for shifting 60,000 physical copies.

On Canada's Top Albums/CDs chart conducted by RPM, the record debuted at number 76 during the week of February 23, 1974. The Way We Were peaked at number three on March 30 and spent another week at that same position on April 6. It dropped to number nine the succeeding week and spent a total of twenty-three weeks in that country, with its final position being number 91 during the week of August 3. Music Canada reported in 1978 that the record had sold over 100,000 copies in their country, prompting it to become certified Platinum. In Australia and Japan, The Way We Were peaked at positions 7 and 73, respectively. It was later certified gold in the former country after selling approximately 35,000 copies.

Track listing

Personnel
Credits adapted from the liner notes of the CD edition of The Way We Were.

 Barbra Streisand vocals
 David Bailey back cover photography
 Nick DeCaro arranging
 Wally Gold production
 Tommy LiPuma executive production, remixing
 Stephen Marcussen remastering
 Peter Matz arranging

 Claus Ogerman arranging
 Marty Paich production, arranging
 Doug Sax original mastering
 Steve Schapiro cover photography
 Al Schmitt engineering, mixing
 Stewart Whitmore digital editing
 Frank DeCaro music contractor

Charts

Weekly charts

Year-end charts

Certifications and sales

References

Works cited

External links

1974 albums
Albums arranged by Marty Paich
Albums arranged by Peter Matz
Albums arranged by Claus Ogerman
Albums produced by Tommy LiPuma
Barbra Streisand albums
Columbia Records albums
Albums recorded at United Western Recorders


With flying colours is a proverbial phrase in the English language.

Flying Colors or Flying Colours may refer to:

Business
 Flying Colours Airlines, a UK charter airline that operated for 4 years between 1996 and 2000

Books
 Flying Colours (novel), a 1938 Horatio Hornblower novel written by C.S. Forester

Film and TV
 Flying Colors (1917 film), a silent American action film
 Flying Colors (2015 film), a Japanese film

Music
 Flying Colors (band), American musical supergroup
 Flying Colors (musical), a 1932 musical
 Flying Colours (Bliss n Eso album), 2008
 Flying Colours (Chris de Burgh album), 1988
 Flying Colors (Flying Colors album), 2012
 Flying Colors (Robert Ellis Orrall album), 1992; or the title song
 Flying Colors (Ricky Ford album), 1980
 Flying Colours (Shad album), 2013
 Flying Colors (Trooper album), 1979
 "Flying Colours", a song from the 1982 album The Broadsword and the Beast by Jethro Tull


The term Asian plum may refer to two varieties of stone fruit from East Asia:

Prunus mume
Prunus salicina, native to China

See also
Spondias mombin (also called "hog plum")


Conus textile, the textile cone or the cloth of gold cone is a venomous species of sea snail, a marine gastropod mollusk in the family Conidae, the cone snails, cone shells or cones. Textile cone snails live mostly in the Indian Ocean, along the eastern coast of Africa and around Australia.

Like all species within the genus Conus, these snails are predatory and venomous. They are capable of "stinging" humans, therefore live ones should be handled carefully or not at all.  Based on a report in 2004, about 30 human deaths have been attributed to cone snails.  In 2021, a teen nearly died after picking up a live textile cone.

List of synonyms
 Conus (Cylinder) textile Linnaeus, 1758 · accepted, alternate representation
 Conus archiepiscopus Hwass in Bruguière, 1792
 Conus cholmondeleyi Melvill, 1900
 Conus communis Swainson, 1840
 Cylinder concatenatus Kiener, 1845
 Conus corbula G. B. Sowerby II, 1858
 Conus dilectus Gould, 1850
 Conus euetrios G. B. Sowerby III, 1882
 Conus eumitus Tomlin, 1926
 Conus panniculus Lamarck, 1810
 Conus reteaureum Perry, 1811
 Conus sirventi Fenaux, 1943
 Conus suzannae van Rossum, 1990
 Conus textile archiepiscopus Hwass in Bruguière, 1792
 Conus textile dahlakensis da Motta, 1982
 Conus textile var. euetrios G. B. Sowerby III
 Conus textile var. loman Dautzenberg, 1937
 Conus textile var. ponderosa Dautzenberg, 1932 (invalid: junior homonym of Conus quercinus var. ponderosa G.B. Sowerby, 1858)
 Conus textilinus Kiener, 1847 (synonym of Conus textile archiepiscopus)
 Conus tigrinus G. B. Sowerby II, 1858
 Conus undulatus [Lightfoot], 1786
 Conus verriculum Reeve, 1843
 Cucullus auratus Röding, 1798
 Cucullus auriger Röding, 1798
 Cucullus gloriamaris Röding, 1798
 Cylinder gloriamaris Perry, 1810
 Cylindrus panniculus Lamarck, 1810
 Cylindrus scriptus G. B. Sowerby II, 1858
 Cylindrus textile var. ponderosa Dautzenberg, 1932
 Cylindrus tigrinus G. B. Sowerby II, 1858
 Cylindrus verriculum Reeve, 1843
 Cylindrus aurelius Röding, 1798
 Cylindrus auriger Röding, 1798
 Cylindrus gloriamaris Röding, 1798
 Cylindrus textilis osullivani Iredale, 1931
 Cylindrus textilis
 Cylinder textile (Linnaeus, 1758)
 Darioconus textilis
 Darioconus textilis osullivani Iredale, 1931

Subspecies
 Conus textile neovicarius da Motta, 1982
 Conus textile vaulberti Lorenz, 2012 (Mauritius)
 Conus textile archiepiscopus Hwass in Bruguière, 1792 : synonym of Conus textile Linnaeus, 1758
 Conus textile dahlakensis da Motta, 1982 : synonym of Conus textile Linnaeus, 1758
 Conus textile var. abbreviata Dautzenberg, 1937: synonym of Conus ammiralis Linnaeus, 1758
 Conus textile var. euetrios G. B. Sowerby III : synonym of Conus textile Linnaeus, 1758
 Conus textile var. loman Dautzenberg, 1937 : synonym of Conus textile Linnaeus, 1758
 Conus textile var. ponderosa Dautzenberg, 1932 : synonym of Conus textile Linnaeus, 1758
 Conus textile var. sulcata G. B. Sowerby I, 1834 : synonym of Conus retifer Menke, 1829

Shell description

Typical length of adults is about 9 cm to 10 cm (3.5 in to 3.9 in). The maximum shell length for this species is 15 cm (5.9 in). The color pattern of its shell resembles a cellular automaton named Rule 30. The color of the shell is yellowish brown, with undulating longitudinal lines of chocolate, interrupted by triangular white spaces. These last are irregularly disposed, but crowded at the shoulder, base and middle so as to form bands. The spire is similarly marked. The aperture is white.

Distribution
C. textile lives in the waters of the Red Sea, the tropical Indo-Pacific, off Australia (New South Wales, Northern Territory, Queensland and Western Australia), New Zealand, the Indian Ocean from eastern Africa to Hawaii, and French Polynesia.

Ecology

Life cycle
The female lays several hundred eggs at a time, which hatch after about 16 or 17 days. After hatching, the larvae float around in the current for approximately 16 days. Afterward, they settle at the bottom of the ocean. By this point their length is about 1.5 mm (0.06 in).

Feeding habits
C. textile is a carnivorous species, and uses a radula (a biological microscopic needle) to inject a conotoxin to kill its prey. C. textile eats snails. The proboscis, the tip of which holds the harpoon-like radular tooth, is capable of being extended to any part of its own shell. The living animal is a risk to any person handling it who has not taken proper care to protect exposed skin. Several human deaths have been attributed to this species.

References

Literature
  Linnaeus, C. (1758). Systema Naturae per regna tria naturae, secundum classes, ordines, genera, species, cum characteribus, differentiis, synonymis, locis. Editio decima, reformata. Laurentius Salvius: Holmiae. ii, 824 pp
 Bruguière, M. 1792. Encyclopédie Méthodique ou par ordre de matières. Histoire naturelle des vers. Paris : Panckoucke Vol. 1 i-xviii, 757 pp.
 Röding, P.F. 1798. Museum Boltenianum sive Catalogus cimeliorum e tribus regnis naturae quae olim collegerat Joa. Hamburg : Trappii 199 pp.
 Lamarck, J.B.P.A. de M. 1810. Suite des espèces du genre Cône. Annales du Muséum National d'Histoire Naturelle. Paris 15: 263-286, 422-442
 Perry, G. 1811. Arcana, or The museum of natural history : containing the most recent discovered objects: embellished with coloured plates, and corresponding descriptions: with extracts relating to animals, and remarks of celebrated travellers; combining a general survey of nature. London : James Stratford pl. XLIX-LXXXIV.
 Swainson, W. 1840. A Treatise on Malacology or the Natural Classification of Shells and Shell-fish. London : Longman, Brown, Green & Longmans 419 pp.
 Reeve, L.A. 1843. Monograph of the genus Conus. pls 1-39 in Reeve, L.A. (ed.). Conchologica Iconica. London : L. Reeve & Co. Vol. 1.
 Kiener, L.C. 1845. Spécies général et Iconographie des coquilles vivantes, comprenant la collection du Muséum d'histoire Naturelle de Paris, la collection de Lamarck, celle du Prince Massena (appartenant maintenant a M. le Baron B. Delessert) et les découvertes récentes des voyageurs. Paris : Rousseau et Baillière Vol. 2.
 Gould, A.A. 1850. Shells collected by the United States Exploring Expedition under the command of Charles Wilkes. Proceedings of the Boston Society of Natural History 3: 169-172
 Sowerby, G.B. 1857-1858. Monograph of the genus Conus. 1-56, pls 1-24 in Thesaurus conchyliorum or monographs of genera of shells. London : Sowerby Vol. 3.
 Sowerby, G.B. (3rd) 1882. Descriptions of new species of shells in the collection of Mr. J. Cosmo Melvill. Proceedings of the Zoological Society of London 1882: 117-121
 Smith, E.A. 1891. On a collection of marine shells from Aden, with some remarks upon the relationship of the Molluscan Fauna of the Red Sea and the Mediterranean. Proceedings of the Zoological Society of London 1891(3): 390-436
 Melvill, J.C. 1900. A revision of textile cones with description of C. cholmondeleyi n. sp. Journal of Conchology 9: 303-311
 Smith, E.A. 1903. Marine Mollusca. pp. 589–630, pls 35-36 in Gardiner, J.S. (ed). The Fauna and Geography of the Maldive and Laccadive Archipelagoes. Being the account of work carried on and of the collections made by an expedition during the years 1899 and 1900. Cambridge : University Press Vol
 Dautzenberg, P. 1932. Mollusques testacés marins de Madagascar. Journal de Conchyliologie 76(1): 5-119, pl.
 Dautzenberg, P. 1937. Gastéropodes marins. 3-Famille Conidae'; Résultats Scientifiques du Voyage aux Indes Orientales Néerlandaises de LL. AA. RR. Le Prince et la Princesse Lé Belgique. Mémoires du Musée Royal d'Histoire Naturelle de Belgique 2(18): 284 pp, 3 pls
 Fenaux 1943. Complément a l'étude de la faune malcologique de Paumotou. Bulletin de l'Institut Océanographique Monaco 835: 3
 Demond, J. 1957. Micronesian reef associated gastropods. Pacific Science 11(3): 275-341, fig. 2, pl. 1
 Gillett, K. & McNeill, F. 1959. The Great Barrier Reef and Adjacent Isles: a comprehensive survey for visitor, naturalist and photographer. Sydney : Coral Press 209 pp.
 Wilson, B.R. & Gillett, K. 1971. Australian Shells: illustrating and describing 600 species of marine gastropods found in Australian waters. Sydney : Reed Books 168 pp.
 Hinton, A. 1972. Shells of New Guinea and the Central Indo-Pacific. Milton : Jacaranda Press xviii 94 pp.
 Salvat, B. & Rives, C. 1975. Coquillages de Polynésie. Tahiti : Papéete Les editions du pacifique, pp. 1–391.
 Cernohorsky, W.O. 1978. Tropical Pacific Marine Shells. Sydney : Pacific Publications 352 pp., 68 pls.
 Kay, E.A. 1979. Hawaiian Marine Shells. Reef and shore fauna of Hawaii. Section 4 : Mollusca. Honolulu, Hawaii : Bishop Museum Press Bernice P. Bishop Museum Special Publication Vol. 64(4) 653 pp.
 Motta, A.J. da 1983. Two new species of the genus Conus (Gastropoda: Conidae). Publicaçoes Ocasionais da Sociedade Portuguesa de Malacologia 2: 1-9
 Lauer, J. 1987. Tent marked cones; 4e partie. Rossiniana 36: 11-22
 Drivas, J. & M. Jay (1988). Coquillages de La Réunion et de l'île Maurice
 Rossum, H.M. van 1990. A new cone from the coasts of Kenya (Indian Ocean) (Gastropoda: Conidae). La Conchiglia 22(250-252): 29-31
 Wilson, B. 1994. Australian Marine Shells. Prosobranch Gastropods. Kallaroo, WA : Odyssey Publishing Vol. 2 370 pp.
 Röckel, D., Korn, W. & Kohn, A.J. 1995. Manual of the Living Conidae. Volume 1: Indo-Pacific Region. Wiesbaden : Hemmen 517 pp.
 Filmer R.M. (2001). A Catalogue of Nomenclature and Taxonomy in the Living Conidae 1758 - 1998. Backhuys Publishers, Leiden. 388pp.
 Branch, G.M. et al. (2002). Two Oceans. 5th impression. David Philip, Cate Town & Johannesburg
 Spencer, H.; Marshall. B. (2009). All Mollusca except Opisthobranchia. In: Gordon, D. (Ed.) (2009). New Zealand Inventory of Biodiversity. Volume One: Kingdom Animalia. 584 pp
 Tucker J.K. (2009). Recent cone species database. September 4, 2009 Edition
 Tucker J.K. & Tenorio M.J. (2009) Systematic classification of Recent and fossil conoidean gastropods. Hackenheim: Conchbooks. 296 pp

 Lorenz, F., 2012. A new subspecies of Conidae from Mauritius (Gastropoda). Schriften zur Malakozoologie 27: 21-24

External links

 Holotype of  Conus textile vaulberti in MNHN, Paris

textile
Gastropods described in 1758
Taxa named by Carl Linnaeus


United Nations Security Council resolution 521, adopted unanimously on 19 September 1982, after condemning the massacre of Palestinians in Beirut, Lebanon, by the Lebanese Forces militia group, the Council reaffirmed resolutions 512 (1982) and 513 (1982) which called for respect for the rights of the civilian population without any discrimination and repudiates all acts of violence against that population.

The resolution continued by authorising the Secretary-General to increase the number of United Nations observers in and around Beirut from 10 to 50 and insists that there shall be no interference with the deployment of the observers and that they shall full freedom of movement. It also requested the Secretary-General to, as a matter of urgency, initiate appropriate consultations and in particular consultations with the Government of Lebanon on additional steps which the Council might take, including the possible deployment of United Nations forces, to assist that Government in ensuring full protection for the civilian population in and around Beirut.

Finally, Resolution 521 reminded Member States to accept and carry out resolutions by the Council under Article 25 of the Charter of the United Nations and requested the Secretary-General to report to the Council within forty-eight hours on developments in the region.

See also
 1982 Lebanon War
 Cedar Revolution
 Israeli–Lebanese conflict
 Lebanese Civil War
 List of United Nations Security Council Resolutions 501 to 600 (1982–1987)
 Sabra and Shatila massacre
 Syrian occupation of Lebanon
 United Nations Interim Force in Lebanon

References
Text of the Resolution at undocs.org

External links

 0521
 0521
Israeli–Lebanese conflict
1982 in Israel
1982 in Lebanon
 0521
September 1982 events


Coach America, also doing business as American Coach Lines, was a holding company for American bus services owned by New York-based private equity firm Fenway Partners operating under the Coach America, American Coach Lines, and Gray Line names (at some locations, operating under pre-existing branding). Coach America consisted of all former Coach USA operations except for the midwestern United States, New York, New Jersey, Pennsylvania, and New England, along with Lakefront Lines in Ohio (acquired separately). For the nine years of its existence, Coach America was based in Dallas, Texas.

History
The properties that became Coach America were previously owned by Scotland-based Stagecoach Group as Coach USA's Western, South Central, and Southeastern divisions. Coach America was formed in 2003 when, after Stagecoach Group evaluated its Coach USA business, it decided to retain mostly its scheduled and local transit services in the Northeast and North Central region and put the rest of the company up for sale. The South Central and West divisions of Coach USA were sold to Kohlberg & Co., LLC, with these companies continuing to use the Coach USA name for a time, but eventually changing to Coach America. The Southeast division was sold to a separate buyer, Lincolnshire Management, and became American Coach Lines.

In 2006, Coach America purchased American Coach Lines from Lincolnshire. In November of that same year, Kohlberg sold Coach America to another private equity firm, Fenway Partners. Coach America acquired the Ohio carrier Lakefront Lines in 2008.

In early 2012, following a Chapter 11 bankruptcy, the assets of Coach America were sold in units. Stagecoach repurchased eight of the Coach America properties that it had sold in the 2003 divestiture, plus Lakefront Lines/Hopkins Transportation in Ohio. Tornado Bus Company bought the El Expreso operation, Professional Transportation, Inc. purchased Coach America's rail crew division, and Transportation Management Services purchased the remainder of Coach America's operations, forming Horizon Coach Lines, except for the Los Angeles DOT contract, which was sold to MV Transportation; three Florida locations were later flipped to Academy Bus. The Dallas office closed in July 2012, ending Coach America operations.

Divisions
Coach America was organized into several divisions:
Mountain: Based in Las Vegas with the Western Division office, this division consisted of subsidiaries based in Arkansas, Colorado, North Dakota, Tennessee, Ohio, and Wyoming.
Northwest: This division based in Sacramento consisted of companies based in northern California, northern Nevada, and Oregon.
South Central: This division based in Houston comprised companies based in Texas and Louisiana.
Southeast: This division, based in Orlando, consisted of the former American Coach Lines companies.
West: Based in Las Vegas, this division comprised subsidiaries based in Arizona, southern Nevada, and southern California.
Crew Transport: Provided transportation to the industrial sector, with operations in 15 states.

See also

Peter Pan Bus Lines

References

External links
Coach America
American Coach Lines

American companies established in 2003
Transport companies established in 2003
Transport companies disestablished in 2012
Bus companies of the United States
Companies based in Dallas
Privately held companies based in Texas
Companies that filed for Chapter 11 bankruptcy in 2012
Transportation companies based in Texas


Arthur Thomas Gietzelt, AO (28 December 1920 – 5 January 2014) was an Australian politician and minister.

Arthur Gietzelt was born in San Francisco of Australian-born parents, and educated at Hurstville High School in south-western Sydney. He served in the armed forces in New Guinea during World War II from 1941 to 1946 along with his younger brother Ray Gietzelt.

Later, Gietzelt served 15 years (1956–1971) in local government as a councillor of Sutherland Shire Council; for nine of those years he was shire president or mayor. As part of the council, he opposed the creation of a second Sydney airport at Towra Point. He was elected as a Senator for New South Wales at the 1970 Senate election.

In 1976 Gietzelt joined Jim Cairns, Barry Egan and Bridget Gilling as a member of the Tribunal on Homosexuals and Discrimination. He was appointed Minister for Veterans' Affairs in March 1983 in the first Hawke Ministry and held that position until July 1987.  He was a joint Father of the Senate from 1987 until his departure from parliament.  He resigned from the Senate in February 1989.

Gietzelt was made an Officer of the Order of Australia in 1992 for "service to the Australian Parliament and to local government".

Gietzelt died on 5 January 2014, aged 93.

His younger brother was Ray Gietzelt, a famous Australian trade unionist who led the Federated Miscellaneous Workers' Union of Australia (FMWU; later known as United Voice) from 1955 to 1984.

References

1920 births
2014 deaths
Australian Labor Party members of the Parliament of Australia
Members of the Australian Senate for New South Wales
Members of the Australian Senate
Officers of the Order of Australia
Australian Army personnel of World War II
Australian Army soldiers
Australian democratic socialists
Australian Marxists
Labor Left politicians
Politicians from San Francisco
People from the Sutherland Shire
Mayors of places in New South Wales
20th-century Australian politicians
American emigrants to Australia


Paul Stanley Boris (born December 13, 1955) is a former Major League Baseball pitcher. He played during one season at the major-league level for the Minnesota Twins. He was signed by the New York Yankees as an amateur free agent in . Boris played his first professional season with their Class A-Advanced Fort Lauderdale Yankees in 1978, and his last with the Atlanta Braves' Triple-A Richmond Braves in 1984.

On April 10, 1982, he was traded by the Yankees to the Twins, along with reliever Ron Davis and shortstop Greg Gagne for Twins' all-star shortstop, Roy Smalley.

External links

1955 births
Living people
Minnesota Twins players
Nashville Sounds players
Fort Lauderdale Yankees players
Orlando Twins players
Richmond Braves players
Toledo Mud Hens players
Major League Baseball pitchers
People from Irvington, New Jersey
Rutgers Scarlet Knights baseball players
Baseball players from Essex County, New Jersey


Ono Academic College (in Hebrew: הקריה האקדמית אונו) is a private college located in Kiryat Ono, Israel with over 18,000 students. With its vision of bridging economic and cultural gaps in Israeli society, the college attracts Druze, Bedouin, Palestinians, Ethiopian-Israelis, ultra-Orthodox Jews, and special needs students.

History
Ono Academic College was founded in 1995 by Ranan Hartman, son of rabbi and philosopher David Hartman, with the goal of opening up the country's higher education system to populations that are perceived as  marginalized.

The college was initially affiliated with the University of Manchester before becoming an Israeli school fully accredited by the Council for Higher Education in Israel. Starting out in a single trailer with 100 law and business students, enrollment has risen to 18,000 students at five campuses around the country: Kiryat Ono, Jerusalem, Haifa, Netanya and Or Yehuda. The school offers 47 programs of study.

OAC's satellite campuses in Or Yehuda and Jerusalem offer programs geared toward the Haredi Jewish population, allowing men and women to attend classes on different days, while  Muslim, Christian and Jewish religious leaders attend classes together in a special joint program in law. The college also has a substantial enrollment of Ethiopian-Israelis. In the early days of the school, after Hartman was asked by the Jewish Agency to accept an Ethiopian student to the law school, he arranged for scholarships for needy Ethiopian immigrants, and over 1,000 Ethiopian students have graduated from the institution, including Pnina Tamano-Shata, the first Ethiopian born woman to join the Knesset and become a government minister.

In 2012, OAC opened a special  track for students with Asperger Syndrome that offers a bachelor's degree in business administration. The school also offers a specialized B.A. program for Druze women. The Center for Academic Accessibility provides assistance to special needs students to assure that individuals with disabilities are not barred from obtaining academic degrees. In 2013, the college established Ro'im Rachok, a 4-month training course which prepares young adults with autism for service in the Israel Defense Forces.

In 2016, the college opened the Jonathan Wohl School of Music headed by Israel Prize laureate Noam Sheriff. At the dedication ceremony Sheriff spoke about the universal language of music and how this fit in with the goals of the college.

In 2021, the college announced plans to expand its campus, connecting the campuses in Kiryat Ono and Or Yehuda. The campus, stretching over 13 dunams, will incorporate academic buildings, offices, dormitories and commercial areas. This will allow the ultra-Orthodox and secular campuses to operate side by side.

Faculties

 Faculty of Law
 Faculty of Business Administration
 Faculty of Health Professions
 Faculty of Humanities and Social Sciences
 Faculty of Marketing Communications
 Jonathan Wohl School of Music

Degrees awarded

 LL.B. (Bachelor of Laws)
 LL.M. (Master of Laws)
 B.Sc. in computer science
 B.A. in business administration
 M.B.A. in business administration
 M.A. in medical case management
 M.A. in interdisciplinary medical and rehabilitation science
 B.A. in advertising and marketing communications
 M.A. in digital strategy and marketing communication
 B.A. in communication sciences and disorders
 B.S.N. in nursing
 B.O.T. in occupational therapy
 B.A. in education and social studies
 M.A. in education
 M.A. in Jewish studies
 B.A. in Land of Israel and Jerusalem studies
 B.Mus. in music
 B.Sc. in sports therapy

International cooperation
Ono Academic College and the Center for Israeli Legal Studies at Columbia Law School hosts visiting faculty from Israel, sponsors lectures and offers fellowships and exchange opportunities.

In June 2017, the Shalom Comparative Legal Research Center at Ono Academic College hosted a week-long legal seminar for undergraduate students focused on labor law, intellectual property, equality, and the challenges that innovative technologies pose to the law at Yale Law School, New York University School of Law, and Fordham University School of Law. In late 2017, the Shalom Comparative Legal Research Center at Ono Academic College collaborated  with the World Intellectual Property Organization (WIPO) in Geneva and the Swiss Center for Comparative Research in Lausanne to organize a three-day seminar on innovations in intellectual property law.

Multicultural projects
In an attempt to integrate students from different population groups, the college offers a creative writing project in Arabic and Hebrew, a weekly phone-in program to establish rapport between secular and ultra-Orthodox women, and a talk program led by Jewish and Muslim religious leaders to discuss ways of bridging the conflict.

Controversy
Ono College has been criticized for its policy of gender segregation for students from the ultra-orthodox community. According to Haaretz newspaper, Jews and Arabs attend separate classes, although Arab students who are proficient in Hebrew have a choice of studying with the Jews or joining an Arab class. The college has also been criticized for budgetary irregularities and inflated salaries.

 In 2019, the college instituted a recovery program that reduced teaching hours, lowered hourly payments and cut administrative personnel.

Notable faculty
Gabriela Shalev, rector of Ono Academic College, former Israeli ambassador to the United Nations
Noam Sheriff, dean of Jonathan Wohl School of Music, music director of the Israel Chamber Orchestra
Shai Piron, dean of social development, former Israeli minister of education
Shira Yalon-Chamovitz, dean of students, director of the Israel Institute on Cognitive Accessibility
Shmuel Hauser, chairman of the Israeli Securities Authority
Tova Hartman, dean of humanities
Yechiel Leiter, Jewish political philosophy
Yaron Zelekha, former Israeli Ministry of Finance accountant general
 Elizabeth DePoy, disability theorist
Khaled Kabub, Israeli Supreme Court judge
Gabriel Hallevy, professor of law

Notable alumni
Rachel Adato, former member of Knesset
Itamar Ben-Gvir, member of Knesset
Amnon Cohen, former member of Knesset
Gila Gamliel, Member of Knesset, former deputy minister in the Prime Minister's Office
Nurit Koren, former member of Knesset
Bezalel Smotrich, member of Knesset
Pnina Tamano-Shata, first Ethiopian-Israeli woman to win a Knesset seat, Member of Knesset
 Omer Yankelevich, member of Knesset, Minister of Diaspora Affairs

See also
List of universities and colleges in Israel
Education in Israel
Ono Academic College - Haredi Campus

References

External links
 Official website in English
Muslim couple receives MA in Jewish Studies
President Hayut reveals: This is my ultra-Orthodox advisor
The challenges of multiculturalism in Israel’s shared society

Colleges in Israel
Education in Tel Aviv District
Law schools in Israel
Educational institutions established in 1995
1995 establishments in Israel


Interstate 73 (I-73) is a planned Interstate Highway in Virginia. Authorized by the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), Virginia's section would begin at the North Carolina state line and follow the U.S. Route 220 (US 220) corridor through Martinsville and Roanoke, then westerly into West Virginia, possibly along Corridor Q. Since its inception, environmental studies have been completed; but, because it scores low for project jobs in the state, the Virginia Department of Transportation (VDOT) has shelved plans for the foreseeable future.

Route description
In Virginia, I-73 would continue north from the state line parallel to the US 220 corridor all the way to Roanoke. US 220 is a rural four-lane highway with many safety issues. As such, Virginia has decided to have I-73 immediately diverge from US 220 upon entering the commonwealth from North Carolina and travel around the east side of Martinsville, with US 220 as a freeway around the west side of Martinsville. The two would meet briefly south of Rocky Mount. I-73 would continue its northbound journey paralleling US 220 to the east until they converge south of Roanoke. At that point, I-73 and US 220 will run concurrent to I-581, which I-73 will follow to I-81.

If I-73 is extended northward, from Roanoke, it would turn southwest on I-81, running concurrent to east of Blacksburg, and then use the Smart Road to Blacksburg. The rest of the way to West Virginia would be an upgrade of US 460, Corridor Q of the Appalachian Development Highway System.

History
In 1991, as Congress worked on reauthorization of the Surface Transportation Act, the Bluefield-to-Huntington Highway Association wanted an Interstate Highway, which would be called I-73, to run from Detroit, Michigan, to Charleston, South Carolina. In West Virginia, the highway would run alongside US 52, which was only two lanes but was still being used to transport coal from mines to barges on the Ohio River. The influential Robert Byrd, at the time West Virginia's senior senator, chaired the Senate Appropriations Committee, but even Byrd said funding for such a highway would be hard to find. In North Carolina, Marc Bush of the Greensboro Area Chamber of Commerce admitted the plan would benefit his area but said it was not a priority.

ISTEA defined High Priority Corridor 5, the "I-73/74 North-South Corridor from Charleston, South Carolina, through Winston-Salem, North Carolina, to Portsmouth, Ohio, to Cincinnati, Ohio, and Detroit, Michigan." This would provide for a single corridor from Charleston, splitting at Portsmouth, with I-74 turning west to its current east end in Cincinnati, and I-73 continuing north to Detroit.

In North Carolina, any new construction would require more money than the state had available, but Walter C. Sprouse Jr., executive director of the Randolph County Economic Development Corporation, pointed out that most of the route of I-73 included roads already scheduled for improvements that would make them good enough for Interstate designation. A connector between I-77 and US 52 at Mount Airy was planned, and US 52 from Mount Airy to Winston-Salem and US 311 from Winston-Salem to High Point were four-lane divided highways. A US 311 bypass of High Point was planned, which would eventually connect to US 220 at Randleman. I-73 would follow US 220 to Rockingham. Another possibility was following I-40 from Winston-Salem to Greensboro. In Winston-Salem, congestion on US 52 was expected to be a problem. The route through High Point was approved in May 1993.

By November of that year, however, an organization called Job Link, made up of business leaders from northern North Carolina and southern Virginia, wanted a major highway to connect Roanoke with the Greensboro area. It could be I-73, the group said, but did not have to be. In April 1995, John Warner, who chaired the Senate subcommittee that would select the route of I-73, announced his support for the Job Link proposal. This distressed Winston-Salem officials who were counting on I-73, though Greensboro had never publicly sought the road. But an aide to Senator Lauch Faircloth said the 1991 law authorizing I-73 required the road to go through Winston-Salem. Faircloth got around this requirement, though, by asking Warner to call the highway to Winston-Salem I-74. In May, Warner announced plans to propose legislation that made the plan for two Interstates official.

The National Highway System Designation Act of 1995 added a branch from Toledo, Ohio, to Sault Ste. Marie, Michigan, via the US 223 and US 127 corridors. (At the time, US 127 north of Lansing was part of US 27.) It also gave details for the alignments in West Virginia, Virginia, North Carolina, and South Carolina. I-73 and I-74 were to split near Bluefield, West Virginia, joining again between Randleman and Rockingham; both would end at Charleston. The American Association of State Highway and Transportation Officials (AASHTO) approved the sections of I-73 and I-74 south of I-81 in Virginia (with I-74 ending at I-73 near Myrtle Beach) on July 25, 1996, allowing for them to be marked once built to Interstate standards and connected to other Interstate routes. The final major change came with the Transportation Equity Act for the 21st Century of 1998 (TEA-21), when both routes were truncated to Georgetown, South Carolina.

North Carolina took the lead in signing highways as I-73 following AASHTO's approval in 1997 and since has approved construction projects to build new sections of the Interstate Highway. I-73 is essentially complete from Piedmont Triad International Airport in Greensboro to just south of Ellerbe. Two new sections of what will be I-73 are being completed, the section from the US 220/NC 68 junction to Piedmont Triad International Airport and the section south of Ellerbe to the junction with US 74 west of Rockingham. I-74 runs concurrent with I-73 from north of Asheboro to Rockingham, whence it will follow US 74 to Wilmington. The only other progress in building I-73 can be seen in Virginia and South Carolina. In 2005 Virginia completed an environmental impact statement (EIS) for its recommended route for I-73 from I-81 in Roanoke to the North Carolina border. The Federal Highway Administration (FHWA) approved the EIS report in April 2007. Virginia can now go ahead and draw up plans to construct the highway and proceed to build it once funds are obtained. South Carolina also has shown recent interest in building its section of I-73 with a corridor selected for the route from I-95 to Myrtle Beach in 2006 and a final decision on how the highway should be routed north of I-95 to the North Carolina border in July 2007. In January 2006, the South Carolina state legislature introduced bills to construct I-73 as a toll highway. It is hoped a guaranteed stream of revenue will allow it to build its section of I-73 within 10 years. The FHWA approved South Carolina's proposal on August 10, 2007.

Ohio and Michigan both abandoned further environmental studies on their portions of I-73. It is important to note that most of the I-73 corridor in both of these states follows existing freeways or highways scheduled to be upgraded to freeways under plans that predate I-73. Furthermore, West Virginia has rebuilt its section of the corridor as a multilane surface highway instead of an Interstate-quality freeway, further preventing I-73 from going beyond Virginia.

On May 24, 2016, Ronald "Skip" Ressel Jr., president of the I-73 committee serving the Martinsville area, announced that he would not pursue building I-73 through his part of the state; a proposed corridor would follow the same general route, however, and be maintained by the Commonwealth of Virginia. This corridor, however, also faces local opposition As of March 27, 2023, there has been no information on I-73 and much of its funding has been used for other projects.

Exit list
The exit list is following the VDOT preferred corridor and is subject to change.

See also

References

External links

Interstate 73 overview

73
 Virginia
Proposed Interstate Highways


The Papua New Guinean passport is issued to citizens of Papua New Guinea for international travel.

The passport is issued by the Passport Branch of the Papua New Guinea Immigration & Citizenship Service Authority.

According to the Henley Visa Index August 2019 Report, Papua New Guinea citizens can travel to 82 countries with or without a visa at the border. In this way, Papuan citizens are ranked 64th in terms of freedom of travel in the world.

Physical appearance

Papua New Guinea passport cover in blue. The country's coat of arms is in the middle of the cover. Under the coat of arms are the name of the country (Papua New Guinea) and the name of the document (PASSPORT). The passport is 48 pages long and is written in English.

Identification page

 Passport holder photo (Width: 35 mm, Height: 45 mm; Head height (up to the top of the hair): 34.5 mm; Distance from the top of the photo to the top of the hair: 3 mm)
 Type ("P" for passport)
 Code of the country
 Serial number of the passport
 Surname and first name of the passport holder
 Citizenship
 Date of birth (DD.MM.YYYY)
 Gender (M for men or F for women)
 Place of Birth
 Date of issue (DD.MM.YYYY)
 Passport holder's signature
 Expiry date (DD.MM.YYYY)

See also
Visa requirements for Papua New Guinean citizens
Visa policy of Papua New Guinea

References

Papua New Guinea
Government of Papua New Guinea


Feidlimid mac Coirpri Chruimm was a supposed king of Munster from the Glendamnach branch of the Eoganachta. Not mentioned as king in the Annals or the Book of Leinster, he is mentioned in the Laud Synchronisms as successor to his father Coirpre Cromm mac Crimthainn (died 577). However, the other references mention Feidlimid mac Tigernaig as king. According to the historians T. M. Charles-Edwards and F. J. Byrne, these lists seem to favour the Glendamnach line and may be artificial.

Notes

See also
Kings of Munster

References

T.M.Charles-Edwards, Early Christian Ireland
Francis J.Byrne, Irish Kings and High-Kings
Book of Leinster,{MS folio 150a} Fland cecinit.
Laud Synchronisms

External links
CELT: Corpus of Electronic Texts at University College Cork

Kings of Munster
590s deaths
6th-century Irish monarchs
Year of birth unknown


The SP-83 is a highway in the southeastern part of the state of São Paulo in Brazil.  The highway is known as the Rodovia Anel Viário José Roberto Magalhães Teixeira in its entire length.

The highway connects with highways named the Rodovia Anhangüera, D. Pedro I and Bandeirantes (SP-348) in Campinas.  The highway is 12 km in length and will extend to Rodovias Anhangüera (km 86) and D. Pedro I (km 128).

As of 2015, there is anticipated an expansion of the highway, which will connect directly with Rodovia Santos Dumont, Rodovia Miguel Melhado Campos and also with the Viracopos International Airport. This section has 6 km of extension and will be completed in 2017; this way the highway will have 18 km of length.

References

Highways in São Paulo (state)


Interstate 26 (I-26) in North Carolina runs through the western part of the state from the Tennessee border to the South Carolina border, following the Appalachian Mountains. It is part of the larger I-26, a regional Interstate that runs from Kingsport, Tennessee, to Charleston, South Carolina. I-26 is mostly four lanes through North Carolina with few exceptions. Though signed with east–west cardinal directions (because of the even number convention), in North Carolina and Tennessee, the route goes nearly north–south, with the northern direction labeled "West" and vice versa.

Within Madison County, I-26 is officially dedicated/memorialized as the Liston B. Ramsey Freeway on the section that over laps with US Highway 23 (US 23).

I-26's original western terminus was I-40/I-240 in Asheville. Between 2003 and 2005, the road was extended further north into Tennessee. Along the segment from Mars Hill to Asheville, there are future I-26 signs as some parts of the road have not yet been upgraded to Interstate Highway standards.

Route description

I-26, in concurrency with US 23, enters the state at Sams Gap (elevation ) from Tennessee. In the first , designated as a scenic byway, it features mostly six travel lanes and three runaway truck ramps going eastbound. The freeway is also parallels US 23A, which was the original route before 2006. At exit 13, I-26 ends and Future I-26 begins; US 19 also joins from Burnsville.

At Weaverville, Future I-26 merges with US 25/US 70, coming from Marshall; however, US 25 soon disembarks in Woodfin and continues south along Merrimon Avenue. Future I-26 enters Asheville, while parallel with the French Broad River, and merges with westbound I-240/US 74A with US 19/US 23; US 70 ends its concurrency by going eastbound I-240/US 74A instead and an additional exit at the major interchange provides access to downtown Asheville via Patton Avenue. It is signed I-26 proper again without future designation after merging with I-240, although NCDOT still officially refers to this segment as Future I-26.

Crossing the French Broad River along Capt. Jeff Bowen Bridge (originally Smokey Park Highway Bridge before 2012), I-26/I-240 promptly exit with two lanes to the right (same for both directions) while US 19/US 23/US 74A continue along Patton Avenue (exit 3). The interchange also features warning lights for "stopped traffic ahead", a common condition during rush hour. Between Patton Avenue (exit 3) and Haywood Road (exit 2), I-26/I-240 share a hidden concurrency with US 19 Business (US 19 Bus.)/US 23 Bus.

At the major interchange with I-40, sometimes called Malfunction Junction, I-240 ends, with new concurrency of I-26 with US 74. The interchange features left exit and entrances; while travelers along eastbound I-26/westbound I-240, access to eastbound I-40 is via North Carolina Highway 191 (NC 191, Brevard Road, exit 1). Westbound I-40/US 74 continues on to Canton and Knoxville; eastbound I-40 provides access to nearby Biltmore Estate and further on to Hickory.

Near milemarker 36, the Blue Ridge Parkway crosses over I-26 with a  clearance; access to the Blue Ridge Parkway is via NC 191 (exit 33).

In Fletcher, I-26 goes by Asheville Regional Airport and accesses NC 280 to Brevard and Mills River (exit 40);  later, US 25 rejoins (exit 44). In Hendersonville, it connects with US 64, which connect travelers to nearby Chimney Rock, Lake Lure, and Brevard. Between milemarkers 53 and 54, I-26 crosses the Eastern Continental Divide (elevation ) at the County Road 1803 (CR 1803, Crest Road) overpass. Near East Flat Rock, US 25 separates again toward Greenville, South Carolina, while I-26 goes southeasterly down along Dodging Hill and crosses over the Green River along the Peter Guice Memorial Bridge, with a  clearance from the river, making it the highest bridge in North Carolina.

At Howard Gap (elevation around ), an additional truck lane is available on westbound I-26 for . In Columbus, US 74 ends concurrency at exit 67, continuing east toward Shelby. At , which combines I-26 and Future I-26, I-26 crosses the state line and into South Carolina.

I-26 also make up part of Corridor B in the Appalachian Development Highway System (ADHS). Corridor B connects I-40, in Asheville with US 23, near Lucasville, Ohio; it overlaps  of I-26 and  of Future I-26. The ADHS provides additional funds, as authorized by Congress, which have enabled I-26 to benefit from the successive improvements and widening along its routing within the corridor. The white-on-blue banner "Appalachian Highway" is used to mark the ADHS corridor.

I-26 overlaps with one state scenic byway simply known as the "I-26 Scenic Byway". Located from the Tennessee state line to exit 9 (US 19/US 23A) near Mars Hill. The byway is known for its unspoiled views of the North Carolina Mountains.

History
I-26 appeared in the original Interstate Highway plans running from Charleston to Asheville. The road was first mapped as an under construction highway from US 25 near Hendersonville north to NC 280 (current NC 146). The first segment opened in 1966 beginning at NC 280 to the US 25 connector near East Flat Rock. In 1969, I-26 was extended north to I-40, and the South Carolina segment was extended to NC 108 near Columbus. In 1973, I-26 was extended from the US 25 connector to Saluda. Three years later, I-26 was connected. The segment from Saluda to NC 108 was completed. In late 2003, when the Madison County section opened, the Buncombe County section received the designation "Future I-26" because it did not meet Interstate standards. Starting in 2021, the section north of Asheville is scheduled for upgrades.

Building through Howard Gap
One of the hardest places to build I-26 was in Howard Gap. The work was delayed by numerous landslides along Miller Mountain and Tryon Peak. Special engineering had to be done to continue work on I-26 through the area. The most important part was controlling the soil and water on the mountains and surrounding areas. This was achieved through the installation of miles of underground pipe used to drain water from the road.

Future

I-26 widening south of Asheville
In 2013, the North Carolina Department of Transportation (NCDOT) reopened the idea of widening I-26 from I-40, in Asheville, to US 25, near Flat Rock. The project had been planned 10 years earlier but was stopped by legal challenges. In 2015, it qualified and became part of the 2016–2025 State Transportation Improvement Program (STIP) and will cost $396 million to build. Right-of-way acquisition begins in 2018, with construction that was originally set to begin in 2020. Construction began sooner than that in October 2019, although it originally did not extend to US 25 in Flat Rock; it instead terminated at US 64 in Hendersonville. The widening south of US 64 to US 25 was added later. Part of the project, which is still ongoing, does call for the US 25/US 25 Bus. interchange near Naples to be converted into a diverging diamond interchange. Construction is projected to be completed by 2024 at a cost of $531 million.

Asheville I-26 Connector
The I-26 Connector is a $600–$800 million project to build the missing gap of I-26 through Asheville. Initially, the project and broken into three sections, they are all planned and funded in the 2016–2025 STIP. Section A, between Haywood and Brevard roads, will be a widening project with reconfiguration of ramps at Haywood, Amboy, and Brevard roads. Section B, between north of Haywood Road to US 19/US 23/US 70, is the most expensive section of the project, at $332 million. After a review of various alternative designs, both state and federal agencies choose Alternative 4B, which will convert Patton Avenue along Bowen Bridges to local traffic and reroute I-240 along I-26 further north. Section C (Alternative F1), the I-26/I-240/I-40 interchange, will be reconfigured to include missing ramp connects and a widening of I-40 through the area. The approximately  project was to begin with right-of-way acquisition in 2019, with construction on all three sections in 2021. However, this was delayed due to NCDOT having to make several refinements to the plans based on feedback from the community and the city of Asheville, as well as several other organization. This included bicycle and pedestrian improvements in the project and how to reduce the project impact to low-income and minority communities as well as historic properties.

The Final Environmental Impact Statement, which included a Traffic Noise Report, was finally released in January 2020. However, further refinements were made after that. In June 2021, another section (Section D), which will improve Riverside Drive, was added to the project. In May 2022, section A was subdivided into three more sections (AA, AB, and AC) after more improvements to I-40 were added. The estimated cost increased to $1.2 billion in 2023.

Future I-26 north of Asheville
Another project, between Broadway Avenue and the US 19/US 23A interchanges, will be upgraded to Interstate standards by replacing bridges, expanding the highway width and adding shoulders. The project, needed so I-26 can fully be labeled along that stretch, is currently in development. The estimated cost was $99 million, with right-of-way acquisition starting in 2020 and construction in 2022. Delays included state money and worries over how neighborhoods would be affected. Contracts are to be awarded in 2023 and 2024 and construction to take three to five years. The estimated cost of the project is $200 million.

Exit list

See also

 Biltmore Estate
 French Broad River
 Pisgah National Forest

References

External links

26
 North Carolina
Transportation in Madison County, North Carolina
Transportation in Buncombe County, North Carolina
Transportation in Henderson County, North Carolina
Transportation in Polk County, North Carolina


Interstate 49 (I-49) is an Interstate Highway that spans  in a north–south direction in the US state of Louisiana. It runs from I-10 in Lafayette to the Arkansas state line north of Shreveport, largely paralleling the older US Highway 71 (US 71) corridor, and connects the state's two east–west Interstates at two of its metropolitan centers. Along the way, it serves the cities of Opelousas, Alexandria, and Natchitoches, intersecting several cross-state highways, such as I-20, US 190, US 167, US 165, and US 84.

I-49 was an intrastate Interstate Highway until December 12, 2012, when the designation was officially approved for an upgraded portion of US 71 in Missouri running from Joplin north to Kansas City. A southern extension of the route from Lafayette to New Orleans is planned along the US 90 corridor.

Route description

I-49 begins its journey in Lafayette concurrent with US 167 from I-10 to Opelousas at exit 23. At Lafayette, motorists continuing southbound see the Interstate Highway change to US 90 (Evangeline Thruway), a major thoroughfare taking travelers toward the heart of Lafayette. North of Lafayette, motorists on I-49 will parallel the ancient Mississippi river bed north of Carencro and through Grand Coteau, just south of Opelousas.

After leaving Opelousas, I-49 traverses the relatively flat, fertile farmlands until reaching Alexandria. From there, the highway roughly follows the Red River and Louisiana Highway 1 (LA 1), bypassing the historic city of Natchitoches to the west on its way to Shreveport. At Shreveport, the highway parallels a railroad line just to the west until its terminus at I-20 southwest of downtown.

On the northside of Shreveport, the route resumes at I-220 before having interchanges with LA 3194 and LA 1 before traveling northward through Caddo Parish, passing between the small communities of Gilliam and Hosston. I-49 crosses the Arkansas state line just north of Ida and proceeds toward the city of Texarkana.

The heaviest traffic on I-49 occurs within the cities of Shreveport and Opelousas. The stretch of freeway in Shreveport sees an average of 70,000 vehicles per day, while the stretch of freeway between Lafayette and Carencro sees an average of 55,000 vehicles per day, and the stretch of freeway through Opelousas sees an average of 45,000 vehicles per day between the Judson Walsh Drive and Creswell Lane exits.

History
The original plans for Interstate Highways in Louisiana only included I-10 and I-20 with no connection in between. After I-55 was added in the 1950s, the state considered building a toll road to connect I-10 in southwestern Louisiana and I-20 in the northern part of the state but later rejected the idea.

In the mid-1970s, the Federal Highway Administration (FHWA) approved an Interstate Highway to run between I-10 and I-20, beginning at I-10 in Lafayette and ending at I-20 in Shreveport. The mileage was gained from mileage released from other highways the states did not build as well as  from a supplemental reserve.

Construction of I-49 began in 1978, with the first signed segment running concurrent with US 167 from I-10 to US 190 in Opelousas, opening in July 1982. Shortly afterwards, an additional section was opened to Washington. After several delays, most of the highway was open by the early 1990s. The entire length of the  road was completed May 1, 1996, when a  section of highway in Alexandria, named the Martin Luther King Jr. Highway, was completed. The total cost of I-49's construction was about $1.38 billion (equivalent to $ in ).

I-49 North is a  construction project that will connect I-220 in Shreveport to the Arkansas state line and has been divided into 11 segments. On November 27, 2013, the first  section between LA 1 and US 71 opened to traffic; the section to just south of the Arkansas state line opened in March 2014. The segment from Shreveport to the Arkansas state line was opened in early 2015. The portion between I-220 and LA 1, which includes an interchange with LA 3194, was estimated to be completed in early 2018. On May 31, 2017,  of this section, extending from LA 3194 to LA 1, was opened only to northbound traffic. On June 15, 2018, the entire  portion of I-49 between I-220 and LA 1, including an interchange with I-220, was opened to traffic. On October 17, 2018, the remaining interchange ramps were opened to traffic, making I-49 continuous from I-220 in Shreveport to the Arkansas state line.

Future

I-49 Geaux South
The Louisiana Department of Transportation and Development (DOTD) is currently working to extend I-49 from its current terminus in Lafayette south and east to New Orleans along the existing US 90 corridor. The project is officially referred to as the "Interstate 49 Geaux South" program, or more commonly, "I-49 South". The part in Lafayette is known as the Lafayette Connector. This portion of US 90 is presently a divided four- and six-lane highway with several sections of freeway completed between Broussard and Raceland. In the New Orleans area, I-49 is planned to follow US 90 Business (US 90 Bus.; Westbank Expressway) through Westwego, Gretna, and across the Mississippi River via the Crescent City Connection to a terminus at I-10 in the New Orleans Central Business District. "Future I-49" signage is visible along this portion of the corridor, although, , construction has yet to begin. If this extension is completed, I-49 will meet I-10 twice, but there are many obstacles in the completion of the I-49 corridor in Louisiana. Cost has been an ongoing issue from the beginning, and this only increases yearly. In September 2015, however, DOTD Secretary Sherri H. LeBas stated, "Completing I-49 South is a top priority for DOTD".

In the Lafayette area, the project is divided into two projects, the "I-49 Connector" and the rest of the Interstate from Lafayette Regional Airport to LA 88. The I-49 Connector has a record of decision and is currently in the process of formulating the environmental impact statement. It is projected to follow the existing path of the Evangeline Thruway, a divided six-lane surface roadway that passes just to the east of the downtown area. Much of the proposed  will be elevated and is expected to cost between $750 and $850 million, making it the costliest portion of the entire  route to be constructed. , engineer planning has not begun nor has funding been secured for the project. Planning for this segment has been ongoing for decades, but construction has been delayed numerous times due to local opposition. The most recent attempt to begin construction was halted due to federal officials launching civil rights investigation into the project in early 2023 and there are calls for the planning of this segment to be abandoned. The remainder of the distance between the airport and LA 88 is planned to be a six-lane at-grade freeway with a  segment of eight-lane elevated freeway through the neighboring city of Broussard. The planning is in cooperation with the Lafayette Metropolitan Planning Organization (MPO).

In April 2015, the DOTD accepted proposals for an upcoming design–build project to construct an interchange at the junction of US 90 and LA 318, which is located in St. Mary Parish between Jeanerette and Baldwin. LA 318 travels southward from the St. Mary Sugar Co-Op on LA 182 at Sorrel and crosses US 90 at-grade on the way to the Port of West St. Mary. The interchange is one of many projects along the projected I-49 corridor that is expected to improve traffic flow, safety, and hurricane evacuation.  On April 27, 2018, the DOTD celebrated the opening of the junction of US 90 and LA 318 with a ribbon-cutting ceremony.

The DOTD started construction of US 90 (I-49 South) and the Albertson Parkway. Construction began in 2014 and finished in 2019. The northern construction project limit is  north of the US 90/Celebrity Drive intersection. The southerly corridor construction project limit as measured along US 90 is approximately  north of the US 90/Ambassador Caffery intersection. The limit for work on LA 182 extends from LA 96 to  north of Celebrity Drive. The project was approximately  in length and includes two new frontage roads and construction of mainline interchange structures at the intersection of US 90 and Albertson Parkway and a bridge structure over the BNSF Railway line. The Albertson Parkway section of the project completed construction in October 2019.

On August 22, 2022, the DOTD announced the start of a $136.52-million project to construct a new interchange at Ambassador Caffery Parkway and US 90 (future I-49). On November 14, 2022, Governor John Bel Edwards was joined by the DOTD along with other state and local officials to celebrate the start of the Ambassador Caffery Interchange in Broussard.

Shreveport area
The DOTD is also in the process of closing the last gap in the "I-49 North" project between I-20 and I-220 in Shreveport. A direct connection through Shreveport, known as the Inner-City Connector, is controversial since its path is projected to pass through the residential Allendale neighborhood, which would necessitate the displacement of many of its residents. A no-build alternative would route through traffic via the existing LA 3132 (Inner Loop Expressway) and I-220 alignments after necessary improvements to those highways are carried out. On March 5, 2016, a small group of Allendale residents, known as the LOOP-IT group, held a rally to protest against the Inner City Connector but voiced support for a business boulevard serving local traffic. In January 2023, a new route was revealed where it would not impact Allendale. In May 2023, the Louisiana Department of Transportation and Development (DOTD) secretary Eric Kalivoda announced that a route and design could be established by 2025 with a groundbreaking following about three years later. Although public opposition to the connector, which would cost about $1 billion to construct, remains strong, this proposal has had a more positive response than previous ones.

Exit list

See also

Notes

References

External links

Maps / GIS Data Homepage, Louisiana Department of Transportation and Development
I-49 North Project Home Page at La DOTD
I-49 Inner-City Connector-Shreveport

 Louisiana
49
Transportation in Avoyelles Parish, Louisiana
Transportation in Caddo Parish, Louisiana
Transportation in DeSoto Parish, Louisiana
Transportation in Evangeline Parish, Louisiana
Transportation in Lafayette Parish, Louisiana
Transportation in Natchitoches Parish, Louisiana
Transportation in Rapides Parish, Louisiana
Transportation in St. Landry Parish, Louisiana


Andre Levett Robertson (born October 2, 1957) is an American retired baseball second baseman and shortstop. He played five seasons for the New York Yankees of Major League Baseball (MLB). He was signed by the Toronto Blue Jays in the 4th round of the  June Amateur Draft. Robertson played his first professional season with their Class A-Advanced Dunedin Blue Jays and Triple-A Syracuse Chiefs in , and his last with the Texas Rangers' Triple-A Oklahoma City 89ers in . He was once a highly touted prospect in the Yankees' organization, but a 1983 car accident left him with a broken neck and other injuries, and he never regained his skills.

References

External links

1957 births
Living people
New York Yankees players
African-American baseball players
Dunedin Blue Jays players
Syracuse Chiefs players
Fort Lauderdale Yankees players
Nashville Sounds players
Columbus Clippers players
Richmond Braves players
Chattanooga Lookouts players
Huntsville Stars players
Tacoma Tigers players
Oklahoma City 89ers players
Texas Longhorns baseball players
Major League Baseball second basemen
Major League Baseball shortstops
Baseball players from Texas
21st-century African-American people
20th-century African-American sportspeople


Interstate 49 (I-49) is an Interstate Highway in the state of Arkansas. There are two main sections of the highway across different sides of the state. The southern section starts at the Louisiana state line, then runs to Texarkana, at the Texas state line. The northern section begins at I-40 and at U.S. Highway 71 (US 71) in Alma and runs north to the Missouri state line, where the freeway continues into Missouri. An additional small section south of Fort Smith is currently designated as Highway 549 (AR 549) until it is extended northward to the I-40 interchange, at which point it will become part of I-49.

Route description
I-49 enters the state from Louisiana between Ida and Doddridge. The first interchange in Arkansas is with US 71 at exit 4. The Interstate passes near the town of Fouke, where it has another interchange with US 71. The highway enters Texarkana and has an interchange with Highway 151 and runs along the eastern portion of the Texarkana Loop. Between US 82 and US 67, I-49 passes near the Texarkana Regional Airport. The Interstate has an interchange with I-30 before leaving Texarkana. I-49 turns to the west near the Sanderson Lane exit. The Interstate terminates at US 59/US 71. In the Texarkana area, I-49 is known as the Hickerson Freeway, named after Prissy Hickerson.

The Interstate begins again at exit 12 along I-40,  west of Alma, continuing for over  through Crawford, Washington, and Benton counties. It goes through the Ozark Mountains and crosses several large gorge bridges. Just north of the Crawford–Washington county line is the Bobby Hopper Tunnel which is the only large highway tunnel in Arkansas. Notable cities along the route are Fayetteville, Springdale, Rogers, and Bentonville. From I-40 north to Fayetteville, I-49 runs roughly parallel to US 71. Just south of Fayetteville, I-49 combines with US 71 and US 62, forming the major expressway through the northwest Arkansas metro area. US 71 separates from I-49 just south of the Bentonville–Bella Vista city line, where it continues northwest into and through Bella Vista as Bella Vista Way, the city's main thoroughfare. I-49 instead continues westward then northward known as the Bella Vista Bypass, running just to the south and west of the city before continuing into Missouri.

History

The first portion of I-49 was completed in the late 1990s and was opened to Mountainburg as AR 540. On January 8, 1999, the road was fully opened to traffic and was redesignated part of an extension of I-540, with the name "John Paul Hammerschmidt Highway", in honor of a former US Representative from Arkansas. Having been planned since the early 1970s, it created a bypass for the older US 71. The state of Arkansas had originally asked the American Association of State Highway and Transportation Officials (AASHTO) to allow this extension, between Fort Smith and Bentonville as I-49, to emphasize plans to extend the route from Shreveport, Louisiana, through Arkansas to Kansas City, Missouri. AASHTO refused, and the route instead opened in 1999 as a northern extension of I-540. However, this route would eventually be redesignated as I-49 in 2014. The exit numbers are still numbered from when it was I-540. From AR 72 (exit 88) to AR 16 (exit 62), the highway was upgraded to a 6-lane freeway (3 lanes in each direction).

AHTD conducted a feasibility study of adding an interchange at AR 162 in Van Buren in 1991, with the results adopted by the Arkansas State Highway Commission in 1992. The Arkansas State Highway Commission (ASHC) studied a designation for I-540 between Mountainburg and Fayetteville as an Arkansas Scenic Byway in a meeting on November 17, 1998. One of the requirements of designation is "an active organization composed of various private and governmental groups, businesses, and agencies who are interested in preservation, enhancement, marketing, and development of the route's scenic, cultural, recreational, and historic qualities". The ASHC deemed that, since the highway was a new location route, it did not have sufficient businesses to satisfy the requirement, so the ASHC deemed itself a partner organization and proceeded with a designation study. The route was added to the scenic byway system the following year.

I-49 between I-30 and US 71 was finished in May 2013. The route to the Louisiana border was completed and opened on November 10, 2014. The route to the Missouri border was completed and opened on October 1, 2021. On May 15, 2023, work began to renumber the northernmost four exits to correlate with the correct log mile designations.

Arkansas Highway 549

Highway 549 (AR 549) is a temporary designation the Arkansas Department of Transportation (ArDOT) is currently using to designate opened sections of freeway that have not yet officially become part of I-49. There are three instances in which ArDOT has used this designation.

The first section of road to be designated as AR 549 is now the section of I-49 in the southern part of the state. AR 549 was first opened to traffic in December 2004 as a  route between Texarkana and Fouke. A second section, between Fouke and Doddridge, opened on October 21, 2005. A third section between Arkansas Boulevard in Texarkana and US 71 north of Texarkana opened on May 15, 2013. A fourth section  long opened on November 10, 2014, when it officially became part of I-49. At its final length, it was .

The second section of road to be designated as AR 549 was the Bella Vista Bypass in the northern part of the state. The Bella Vista Bypass was first opened to traffic on April 22, 2014, as a  two-lane expressway bypassing Hiwasse, now part of the town of Gravette. The route was eventually extended to Rocky Dell Hollow Road west of Bella Vista on May 13, 2015, and I-49/US 71 in Bentonville in 2017 with ribbon cutting on May 10, 2017, which included a roundabout at the US 71 and then terminus of I-49. The Bella Vista Bypass was planned to be expanded to four lanes, connect directly into I-49 at its south end, and extend north into Missouri, having an interchange with Missouri Route 90 and rejoining US 71 near Pineville, Missouri. The groundbreaking on the final section between Rocky Dell Hollow Road and the Missouri state line occurred on October 15, 2019. The bypass opened to traffic on October 1, 2021, following a ceremonial ribbon cutting on September 30, per ArDOT. With that, I-49 is now continuous from Kansas City, Missouri, to Fort Smith, Arkansas. Additionally, as part of the project, the interchange with US 71/U.S. Highway 71 Business (US 71B) on the southern end of the  bypass was reconstructed from a trumpet interchange into a single-point urban interchange, the first interchange of its type in Arkansas. The interchange was temporarily reconfigured as a roundabout interchange during construction on the bypass. The roundabout that opened in 2017 was removed.  The existing Bella Vista Bypass was upgraded to a four-lane highway.

The third section of road to be designated as AR 549 is a  orphaned section bypassing Fort Smith. The section, which runs between US 71 and AR 22 and AR 255, opened to traffic following a ribbon-cutting ceremony on July 14, 2015.

Future
Eventually, I-49 will cross the entire state. It will cross into Texas for about  and then cross over a not-yet-built bridge across the Red River into Arkansas. It will eventually reach De Queen, Arkansas, in the near future. It will then run near the western border of the state from De Queen to Fort Smith and will run parallel to US 71.

This stretch has been broken down into several smaller sections: the southernmost section from the Louisiana state line to Doddridge (already completed and opened), Doddridge to the Arkansas–Texas state line (eventually completed on November 10, 2014), the US 71 relocation (planned project, one  part opened in 2015 as AR 549), an approximately  stretch near Fort Smith (now in the planning stages), and part of I-540 (previously completed in 1999 and later signed as I-49 in June 2014).

The stretch near Fort Smith is funded because voters passed Issue 1, the Connecting Arkansas Program (permanent extension of 0.5-cent road tax approved in 2012). It would have lasted for ten years (until June 30, 2023). At that time, it raised $1.8 billion. The annual impact for one year: an estimated $300 million.The estimated cost of this stretch is at $787 million, including the bridge over the Arkansas River ($300–$400 million).

In July 2021, ArDOT announced that they will be progressing to the next phase of development on the  segment between AR 22 in Barling (project start point) and I-49 in Alma (project end point). This segment needs to be reevaluated because the approval was issued in December 1997 named "US 71 relocation" and has since essentially expired. The I-40 to AR 22 segment was reevaluated in 2021. This likely means that the section from Fort Smith to Texarkana (approved at the same time also) will also need to be reevaluated. The segment will connect to the existing AR 549 on the northern end. The department is also cooperating with the Federal Highway Administration (FHWA) on this project.

In 2022, some studies to reduce the cost was made. The height of the planned bridge over the Arkansas River was shortened. The new roadway will open as a 4-lane meaning it can be designated as I-49. In addition, the existing roadway designated as AR 549 will be redesignated as I-49. On October 13, 2022, groundbreaking began on the proposed southern extension of Future I-49 with construction expected to occur 2024 or 2025 and should be completed by 2030. Phase 1 will be from AR 22 to H Street. Phase 2 will be from H Street to I-40. The Issue 1 approved in 2020 helped fund the project. This segment is now estimated to cost $800 million, almost half of which is going to the bridge over the Arkansas River, although a more recent estimate priced the bridge at $250,000 with a 2030 estimated completion date. ArDOT has mentioned that, after this project, they may work on extending to I-49 southward to Y City.

On May 25, 2023, a ARDOT announced the proposal of a new north-south route to connect AR 612 near the Northwest Arkansas National Airport to the Bella Vista bypass (I-49) near Centerton.

Exit list

See also

Boston Mountains Scenic Loop

Notes

References

External links

49
 Arkansas
Interstate 49
Interstate 49
Interstate 49
Interstate 49
Interstate 49


Guilherme Paraense (25 June 1884 – 18 April 1968) was a Brazilian sport shooter and Olympic Champion. He was the first Brazilian to win an Olympic gold medal.

Paraense was born in Belém.  He won a gold medal at the 1920 Summer Olympics in Antwerp, in the Rapid-Fire Pistol event. He was also part of the Brazilian team which earned a bronze medal in Military Revolver.

He also finished fourth with the Brazilian team in the team 30 metre military pistol competition. He also participated in the individual 50 metre free pistol event but his place is unknown.

Paraense died in Rio de Janeiro, aged 83.

References

1884 births
1968 deaths
Brazilian male sport shooters
ISSF pistol shooters
Olympic shooters for Brazil
Shooters at the 1920 Summer Olympics
Olympic gold medalists for Brazil
Olympic bronze medalists for Brazil
Olympic medalists in shooting
Medalists at the 1920 Summer Olympics
Sportspeople from Belém
19th-century Brazilian people
20th-century Brazilian people


Matt Knudsen (born March 10, 1974) is an American actor, comedian and writer. He is best known for playing the villain Sonny Appleday in the Cartoon Network TV film Re-Animated and its spinoff series Out Of Jimmy's Head.

Early life
Knudsen was born in Honolulu, Hawaii and grew up in the Midwestern United States. He graduated from high school in Southern California and, after one semester in college, dropped out to become a merchant marine. After spending five years sailing to ports in Europe, Africa, Central America and the Far East and successfully navigating through both the Suez and Panama canals, he eventually settled down in Los Angeles and began an entertainment career.

Entertainment career
As an actor, Knudsen appeared with Oscar winner Sean Penn in the Warner Brothers film Gangster Squad and has made appearances in television shows including Big Love, Boston Legal and Malcolm in the Middle just to name a few. Matt's also been a part of several high-profile commercial campaigns for Volkswagen, DirecTV, Pepsi, Apple, GE and others; which have aired during the Super Bowl and the Olympics.

As a stand-up, he has appeared on Conan, The Late Late Show, Last Call, ASX Live and Comics Unleashed as well as several festivals, including The San Francisco Sketchfest, Bridgetown, Limestone, High Plains, Laughing Skull, Big Sky, and the Just for Laughs Festival in Montreal; where he was named a "Best of the Fest."

His critically acclaimed albums The Comedy Stylings of Matt Knudsen and American became top downloads on iTunes, heard regularly on SiriusXM radio, and have been described as mixing "droll observation with a dry, almost hypnotic delivery," (The Onion A.V. Club); and with Knudsen's unique style, "The personal feels universal, and the universal feels personal. The only explanation for this phenomenon is that it's all finely crafted comedy from a strong central voice…a great stand up album." (The Huffington Post)

On August 27, 2014, Matt appeared on Ken Reid's TV Guidance Counselor Podcast.

Filmography

Television
NewsBreak (2000)
Citizen Baines (2000), (1 episode)
Malcolm in the Middle (2002), (1 episode)
7th Heaven (2005), (1 episode)
Boston Legal (2006), (1 episode)
Big Love (2006), (3 episodes)
Re-Animated (2006)
Out Of Jimmy's Head (2007–2008), (13 episodes)
The Late Late Show with Craig Ferguson (2007), (himself, 1 episode)
Talking Marriage with Ryan Bailey (2014), (1 episode)

References

External links

Official website

1957 births
American male actors
Living people
American people of Danish descent


Utricularia intermedia, the flatleaf bladderwort or intermediate bladderwort is a small, perennial carnivorous plant that belongs to the genus Utricularia. It is usually found affixed to the substrate but it can also survive suspended in a body of water. U. intermedia is a circumboreal species and is found in North America, Asia, and Europe.

See also
 List of Utricularia species

References

Carnivorous plants of Asia
Carnivorous plants of Europe
Carnivorous plants of North America
intermedia


Dr. Čeněk Klika was a Czech Scouting official who served as the first chairman of Junák, the organization which, in 1914, was formed in the Czechoslovakian part of the Austro-Hungarian Empire which was designated as independent Czechoslovakia at the end of World War I.

References

20th-century Czech people
Scouting pioneers
Year of birth missing
Year of death missing
Scouting and Guiding in the Czech Republic
Place of birth missing
Place of death missing