The 1964 Pittsburgh Steelers season was the team's 32nd in the National Football League.

The team played all of their home games at Pitt Stadium, and won five games, while losing nine, resulting in a fifth-place finish in the NFL Eastern Conference.  Following the season, the Steelers dismissed head coach Buddy Parker and replaced him with Mike Nixon.

Regular season

Schedule

Game summaries

Week 1 (Sunday September 13, 1964): Los Angeles Rams

at Pitt Stadium, Pittsburgh, Pennsylvania

 Game time:
 Game weather:
 Game attendance: 33,988
 Referee:
 TV announcers:

Scoring drives:

 Los Angeles – FG Gossett 9 0–3
 Los Angeles – FG Gossett 39 0–6
 Los Angeles – Wilson 1 run (Gossett kick)0–13
 Pittsburgh – Ballman 25 pass from Brown (Clark kick)7–13
 Los Angeles – Allen 10 pass from Munson (kick failed)7–19
 Los Angeles – Lundy 14 interception return (Gossett kick)7–26
 Pittsburgh – King 4 run (Clark kick)14–26

Week 2 (Sunday September 20, 1964): New York Giants

at Pitt Stadium, Pittsburgh, Pennsylvania

 Game time:
 Game weather:
 Game attendance: 33,053
 Referee:
 TV announcers:

Scoring drives:

 New York Giants – Barnes 26 interception (Chandler kick)0–7
 New York Giants – Webster 2 run (Chandler kick)0–14
 Pittsburgh – Hinton 8 interception return (kick failed)6–14
 Pittsburgh – Johnson 2 pass from Brown (Clark kick)13–14
 Pittsburgh – Brown 2 run (Chandler kick)20–14
 New York Giants – James 2 run (Chandler kick)20–21
 Pittsburgh – Brown 1 run (Clark kick)27–21
 New York Giants – FG Chandler 22 27–24

Week 3 (Sunday September 26, 1964): Dallas Cowboys

at Pitt Stadium, Pittsburgh, Pennsylvania

 Game time:
 Game weather:
 Game attendance: 33,594
 Referee:
 TV announcers:

Scoring drives:

 Pittsburgh – FG Clark 3–0
 Dallas – FG Van Raaphorst 16 3–3
 Pittsburgh – Ballman 32 pass from Brown (kick failed)9–3
 Dallas – Clarke 7 pass from Meredith (Van Raaphorst kick)9–10
 Pittsburgh – Kelly 21 pass from Brown (Clark kick)16–10
 Pittsburgh – King 4 pass from Brown (Clark kick)23–10

Week 4 (Sunday October 4, 1964): Philadelphia Eagles

at Franklin Field, Philadelphia

 Game time:
 Game weather:
 Game attendance: 59,394
 Referee: Bud Brubaker
 TV announcers:

Scoring drives:

 Philadelphia – T. Brown 23 pass from Snead (Baker kick)0–7
 Philadelphia – T. Brown 87 pass from Snead (Baker kick)0–14
 Philadelphia – Retzlaff 31 pass from Snead (Baker kick)0–21
 Pittsburgh – J. Bradshaw 33 run with recovered fumble (Clark kick)7–21

Week 5: at Cleveland Browns

Week 6 (Sunday October 18, 1964): Minnesota Vikings

at Metropolitan Stadium, Bloomington, Minnesota

 Game time:
 Game weather:
 Game attendance: 39,873
 Referee:
 TV announcers:

Scoring Drives:

 Pittsburgh – FG Clark 12 3–0
 Minnesota – Brown 6 pass from Tarkenton (kick failed)6–3
 Pittsburgh – Hoak 17 pass from Brown (Clark kick)10–6
 Minnesota – Brown 59 pass from Tarkenton (Cox kick)10–13
 Minnesota – Brown 1 run (Cox kick)10–20
 Minnesota – FG Cox 25 10–23
 Minnesota – Hawkins 56 interception return (Cox kick)10–30

Week 7 (Sunday October 25, 1964): Philadelphia Eagles

at Pitt Stadium, Pittsburgh, Pennsylvania

 Game time:
 Game weather:
 Game attendance: 38,393
 Referee: George Rennix
 TV announcers:

Scoring drives:

 Philadelphia – Concannon 15 run (Baker kick)0–7
 Pittsburgh – Peaks 70 run (Clark kick)7–7
 Philadelphia – Mack 53 pass from Snead (Baker kick)7–14
 Philadelphia – FG Baker 14 7–17
 Pittsburgh – FG Clark 13 10–17
 Philadelphia – FG Baker 47 10–20
 Philadelphia – Snead 1 run (Baker kick) 10–27
 Philadelphia – Cross 94 interception return (Baker kick)10–34

Week 8: vs. Cleveland Browns

Week 9 (Sunday November 8, 1964): St. Louis Cardinals

at Busch Stadium, St. Louis, Missouri

 Game time:
 Game weather:
 Game attendance: 28,245
 Referee:
 TV announcers:

Scoring drives:

 St. Louis – FG Bakken 12 0–3
 Pittsburgh – FG Clark 19 3–3
 St. Louis – Gautt 2 run (Bakken kick)3–10
 Pittsburgh – FG Clark 43 6–10
 St. Louis – FG Bakken 16 6–13
 Pittsburgh – Ballman 28 pass from Brown13–13
 Pittsburgh – FG Clark 38 16–13
 St. Louis – Conrad 2 pass from Johnson (Bakken kick)16–20
 St. Louis – Gambrell 8 pass from Johnson (Bakken kick)16–27
 St. Louis – Meinert 18 interception return (Bakken kick)16–34
 Pittsburgh – Hoak 22 pass from Nelsen (Clark kick)23–34
 Pittsburgh – Ballman 29 pass from Nelsen (Clark kick)30–34

Week 10 (Sunday November 15, 1964): Washington Redskins

at Pitt Stadium, Pittsburgh, Pennsylvania

 Game time:
 Game weather:
 Game attendance: 31,587
 Referee:
 TV announcers:

Scoring drives:

 Washington – Taylor 3 run (Martin kick)0–7
 Washington – Coia 80 pass from Jurgensen (kick failed)0–13
 Washington – Taylor 80 pass from Jurgensen (Martin kick)0–20
 Washington – Sample 15 interception (Martin kick)0–27
 Washington – FG Martin 31 0–30

Week 11 (Sunday November 22, 1964): New York Giants

at Yankee Stadium, The Bronx, New York

 Game time:
 Game weather:
 Game attendance: 62,691
 Referee:
 TV announcers:

Scoring drives:

 Pittsburgh – FG Clark 10 3–0
 Pittsburgh – Thomas 13 pass from Brown (Clark kick)10–0
 Pittsburgh – Johnson 10 run (Clark kick)17–0
 New York Giants FG Chandler 22 yd FG17–3
 Pittsburgh – Ballman 22 pass from Brown (Clark kick)24–3
 Pittsburgh – FG Clark 28 27–3
 Pittsburgh – Johnson 2 run (Clark kick)34–3
 Pittsburgh – FG Clark 23 37–3
 New York Giants – Wood 8 run (Chandler kick)37–10
 Pittsburgh – Hoak 5 run (Clark kick)44–10
 New York Giants – Barnes recovered fumble in end zone (Chandler kick)44–17

Week 12 (Sunday November 29, 1964): St. Louis Cardinals

at Pitt Stadium, Pittsburgh, Pennsylvania

 Game time:
 Game weather:
 Game attendance: 27,807
 Referee:
 TV announcers:

Scoring drives:

 St. Louis – Crow 5 run (Bakken kick)0–7
 Pittsburgh – FG Clark 30 3–7
 Pittsburgh – J. Bradshaw 47 fumble return (Clark kick)10–7
 Pittsburgh – Hoak 3 run (Clark kick) 17–7
 Pittsburgh – FG Clark 36 20–7
 St. Louis – Smith 42 pass from Johnson (Bakken kick)20–14
 St. Louis – Fischer 49 fumble return (Bakken kick)20–21

Week 13 (Sunday December 6, 1964): Washington Redskins

at D.C. Stadium, Washington, D.C.

 Game time:
 Game weather:
 Game attendance: 42,219
 Referee:
 TV announcers:

Scoring drives:

 Pittsburgh – Johnson 4 run (Clark kick)7–0
 Washington – Taylor 36 run (Martin kick)7–7
 Pittsburgh – Ballman 47 pass from Brown (Clark kick)14–7

Week 14 (December 13, 1964): Dallas Cowboys

at Cotton Bowl, Dallas, Texas

 Game time:
 Game weather:
 Game attendance: 35,271
 Referee:
 TV announcers:

Scoring drives:

 Dallas – FG Van Raaphorst 10 0–3
 Dallas – Norman 8 pass from Meredith (Van Raaphorst kick)0–10
 Pittsburgh – Hoak 3 pass from Brown (Clark kick)7–10
 Dallas – Dunn 3 run (Van Raaphorst kick)7–17
 Pittsburgh – Ballman 36 pass from Brown (Clark kick)14–17

Standings

Roster

References

External links
 1964 Pittsburgh Steelers season at Profootballreference.com
 1964 Pittsburgh Steelers season statistics at jt-sw.com

Pittsburgh Steelers seasons
Pittsburgh Steelers
Pittsburgh Steel


Peter Quillin (born June 22, 1983) is an American professional boxer who held the WBO middleweight title from 2012 to 2014. He also challenged once for the WBA (Regular) middleweight title in 2015.

Early life
Peter Quillin was born in 1983 in Chicago, Illinois but was raised in Grand Rapids, Michigan. He is a Christian. During his amateur boxing career, he had 15 fights, and soon after the tall, aggressive fighter turned pro in New York. He said about his early life "Homelessness, a rotten childhood, no love in my household growing up, drugs, sexual assault, with all these things I experienced in life. No one can say my life isn’t a miracle."

Professional career

Quillin turned professional on June 9, 2005, after signing with promoter Cedric Kushner. In April 2008, Quillin dominated former contender Antwun Echols. On June 11, 2008, Peter defeated Dionisio Miranda by unanimous decision at the Hard Rock Cafe in New York City. Quillin won most of the early rounds of the fight and was cruising Miranda in the seventh round. Peter would recover well in the eighth round, after being caught by Dionisio. Then Quillin fought the last two rounds of the fight effectively, with the final judges’ scores being 97-92, 97-92, and 97-93.

In April 2010, Peter moved from New York City to Los Angeles to train with the 4-time trainer of the year Freddie Roach.

On April 29, 2011, Quillin stopped title contender Jesse Brinkley to win the vacant United States Boxing Organisation Super Middleweight Championship in Reno, Nevada.

On July 23, 2011, Quillin defeated late substitute Jason LeHoullier in Las Vegas. Although there were no knockdowns, LeHoullier was outclassed.

On November 5, 2011, Quillin made his HBO debut, stopping Craig McEwan in the 6th round in Cancún, Mexico. Then in June 2012 he fought Winky Wright, winning by unanimous decision and making Wright retire.

On September 4, 2014, Quillin vacated his WBO 160-pound title instead of facing the mandatory challenger Matvey Korobov for a purse that would have been over three times greater than any previous purse Quillin had received in his career.

On April 11, 2015, Quillin returned to the ring to fight Andy Lee at the Barclays Center in Brooklyn, New York in his Premier Boxing Champions debut, live on NBC. Due to not making weight at the weigh-in, however, Quillin was ineligible to win Lee's WBO World Middleweight Title. In the first round, Quillin dropped Lee hard with an overhand right near the end of round one and scored a questionable knockdown in round 3 when he stood on Lee's foot and tripped him. In round 7 however, Quillin tasted the canvas for the first time himself on a Lee right hook. For the rest of the fight Lee boxed consistently as Quillin's work rate and accuracy dropped. By the end of the 12th round, the fight was scored 113-112 for Lee, 113-112 for Quillin, and 113-113, making the official result of the fight a split draw.

Quillin vs. Jacobs
On December 5, 2015, Quillin suffered the 1st defeat of his career suffering a TKO loss to Daniel Jacobs in the 1st round.

Quillin vs. Johnson
On September 8, 2017, Quillin made his return to the ring winning a competitive fight with Dashon Johnson.

Quillin vs. Love
In his next fight, Quillin fought J'Leon Love, who was ranked #6 by the IBF and #9 by the WBC at super middleweight. Quillin won the fight convincingly on the scorecards, 99-91, 98-92 and 98-92.

Quillin vs. Truax
In his following fight, Quilling fought WBC #3 and IBF #5 at super middleweight, Caleb Truax. The fight ended in a no contest in the second round due to an accidental head clash.

Quillin vs. Angulo
On September 21, 2019, Quillin fought Alfredo Angulo. Despite being the favorite, Quillin got outboxed by Angulo. Although Angulo was slow and did not really hurt Quillin much during the fight, Quillin also was not able to do much damage to Angulo. Two of the judges saw Angulo as the winner, scoring it 97-93 and 96-94 for him, while the third judge saw Quillin as the winner, scoring the fight 96-94 for Quillin.

Professional boxing record

References

External links

Peter Quillin profile at Premier Boxing Champions
Peter Quillin - Profile, News Archive & Current Rankings at Box.Live

1983 births
Living people
Boxers from Chicago
American male boxers
World Boxing Organization champions
World middleweight boxing champions
Super-middleweight boxers


Ratières () is a commune in the Drôme department in southeastern France.

Population

Sights

 The Tour de Ratières is the 14th keep of a castle. Extensive modern gardens designed by Paolo Tonini are in the grounds.

See also
Communes of the Drôme department

References

Communes of Drôme


Réauville (; ) is a commune in the Drôme department in southeastern France.

Population

See also
Aiguebelle Abbey
Communes of the Drôme department
Albert Severin Roche, WW1 Legion of Honour recipient.

References

Communes of Drôme


Recoubeau-Jansac (; ) is a commune in the Drôme department in southeastern France, it is 15 km south of the town Die and is located in the arrondissement with same name.

Population

See also
Communes of the Drôme department

References

Communes of Drôme


Reilhanette () is a commune in the Drôme department in southeastern France.

Population

See also
Communes of the Drôme department

References

Communes of Drôme


La Répara-Auriples (; ) is a commune in the Drôme department in southeastern France.

Population

See also
Communes of the Drôme department

References

Communes of Drôme


Rimon-et-Savel (; ) is a commune in the Drôme department in southeastern France.

Population

See also
Communes of the Drôme department

References

Communes of Drôme


Sarah Bird (born 1949) is an American novelist, screenwriter, and journalist.

Biography
She was born in 1949 in Ann Arbor, Michigan. Her father was an officer in the US Air Force, and her family (a "Catholic family of eight"), including her mother, Colista Bird, travelled with him around the US and the world during her childhood.  Sarah's mother recognized signs of her daughter's creative storytelling talent as young as kindergarten.

She attended the University of New Mexico, earning a BA there in 1973.  Moving to the University of Texas at Austin, she went on to receive an MA in journalism there in 1976.  She is married to George Jones, and has one son, Gabriel Bird-Jones, born in 1989.  The family lives in Austin, Texas.

During the mid-1980s, Bird was a founding contributing-editor to Austin's Third Coast Magazine, for which she wrote numerous feature and humor articles.

Bird's first published novel was Do Evil Cheerfully, a mystery (as Sarah McCabe Bird).

In 1986, her comic novel Alamo House was published based on her experience as a graduate student at the University of Texas.

She published five contemporary romance novels with Silhouette under the pseudonym "Tory Cates".

Bird wrote the screenplay for the movie Don't Tell Her It's Me (1990, starring Shelley Long and Steve Guttenberg), adapting the Boyfriend School novel.

The Boyfriend School and The Mommy Club, published by Ballantine in 1989 and 1991, respectively, were both humorous novels drawing on Bird's life experiences.  In addition to novels, Bird has written screenplays for television and magazine articles for national women's magazines.  She writes a column for Texas Monthly. Virgin of the Rodeo was published in 1999.

Bird was named Austin's best author in 2001 by the Austin Chronicle, the year she also published The Yokota Officers Club, a novel that draws on her experiences as military brat.  She has also written screenplays for the National Geographic Channel and Hallmark, as well as the CBS movie Yesterday's Children.

Another novel, The Flamenco Academy, came out in 2006. A new novel, How Perfect Is That, was published by Knopf in June 2008.

Bibliography

Novels
Do Evil Cheerfully, 1983 (as Sarah McCabe Bird)
Alamo House, 1986
The Boyfriend School, 1989, Doubleday
The Mommy Club, 1991
Virgin of the Rodeo, 1999
The Yokota Officers Club, 2001
The Flamenco Academy, 2006
How Perfect Is That, 2008
The Gap Year, 2011
Above the East China Sea, 2014
Daughter of a Daughter of a Queen, 2018
Last Dance on the Starlight Pier, 2022

Nonfiction
A Love Letter to Texas Women, 2016, University of Texas Press

References

External links

 Sarah Bird - and interview with author
 Military brat calls a truce
 Bird's Words

1949 births
Living people
20th-century American novelists
American women novelists
Novelists from Texas
University of New Mexico alumni
Moody College of Communication alumni
Screenwriters from Texas
21st-century American novelists
American women journalists
20th-century American women writers
21st-century American women writers
20th-century American non-fiction writers
21st-century American non-fiction writers


Rioms is a commune in the Drôme department in southeastern France.

Population

See also
Communes of the Drôme department

References

Communes of Drôme


Rochebaudin () is a commune in the Drôme department in southeastern France.

Population

See also
Communes of the Drôme department

References

Communes of Drôme


The Archdiocese of Trento (, German Trient) is a Latin Metropolitan archdiocese of the Catholic Church in the Triveneto, named after its see in Alpine Italy, Trento (Tr(i)ent), in Trentino-Alto Adige region.

The seat (throne) of the archbishop is in the Minor basilica Cattedrale di S. Vigilio Vescovo in Trento. The diocese has two other minor basilicas: the Basilica S. Maria Maggiore (city of Trento), and the Basilica di Ss. Sisinio, Martirio e Alessandro (Sanzeno).

History

It is said that Christianity was introduced in the Val d'Adige circa 200 AD, where the Diocese of Trento was later established. The diocese, however, was a creation of the 4th century. It became a suffragan of the Patriarchs of Aquileia-Grado.

The original cathedral of S. Vigilius was founded , and restored and rebuilt several times during the Middle Ages. It was rededicated under Bishop Altmannus by the Patriarch of Aquileia, Peregrinus, in 1145.

On 31 May 1027, the Emperor Conrad II granted the bishops of Trent the County of Trent, and thereby beginning the history of the Prince-Bishopric of Trent as a state of the Holy Roman Empire.

In 1786, it gained territory from the Diocese of Feltre.

In August 1797, French invasion troops under General Masséna occupied Trent. They were forced to retreat in the winter, due to the Austrian advance. But they returned in January 1801, and after the Treaty of Lunéville on 9 February 1801, the prince-bishopric of Trent was abolished and its government secularized (1803); its territory was handed over to Austria and made a part of the County of Tyrol. In 1805, Trent, Tyrol, and the city and territory of Roveredo were transferred to the Kingdom of Bavaria. In 1810, the Emperor Napoleon transferred Trent to his new Kingdom of Italy, declaring Trent to be the capital of the Department of Alto Adige, and requiring it to be administered entirely by Italians.

From 1809 until 1814, Pope Pius VII was a prisoner in France, and unable to deal with the changes being made by Napoleon. On his fall, however, the pope faced a chaos in the Churches which had suffered the intrusion of the French. New diplomatic and ecclesiastical arrangements (concordats) with the various restored powers were necessary. On 9 May 1818, therefore, Pius VII issued the bull , formalizing the agreements which had been reached with the Austrian Emperor Francis I concerning the provinces of Tyrol and Voralberg. The Pope noted that in a very large area there were only three dioceses (Salzburg, Trent, and Brixen) and one vicariate (Feldkirch). He announced his intention to elevate Feldkirch into a diocese. In the bull, he assigned new limits to each of the dioceses by listing the parishes; Trent gained a few parishes from Brixen. No metropolitan is named in the bull. Salzburg had been secularized at the same time as Trent, and the archbishop had died in 1812. At the time of the bull, the archbishopric of Salzburg was vacant; it was reconstituted in 1823.

On 29 September 1822, in the bull , on a petition presented by Count Antal Apponyi, ambassador of the Emperor Francis I to the Holy See, Pope Pius VII granted the emperor the privilege of nominating the bishops of Trent and Brixen. The bull states that this was done with the consent of the Chapters of the two cathedrals (who thereby lost their right to free election of their bishop), as well as of the bishop of Brixen.

On 7 March 1825, Pope Leo XII issued the bull , in which he named Salzburg as the metropolitan of the ecclesiastical province, and assigned as suffragans the dioceses of Trent, Brixen, Gurk, Seckau, and Lavant. In the same document he determined that the cathedral Chapter of Trent should have three dignities (the Dean, the Provost, and the Archdeacon) and four Canons. One of the Canons was to serve as Penitentiary, another as Theologus, "who, on stated days, should explain holy scripture."

On 14 June 1929, by the bull , Pope Pius XI raised diocese of Trent to the status of an archdiocese.

On 6 July 1964, by the bull , Pope Paul VI removed territory from the diocese of Trent and assigned it to the Diocese of Brixen (Bressanone).

The archdiocese of Trent only became a metropolitan see on 6 August 1964, when Pope Paul VI issued the bull , creating a new ecclesiastical province and naming the newly created Diocese of Bolzano-Brixen as its only suffragan.

Pope John Paul II visited in July 1988 and April 1995. On the latter occasion, on 30 April 1995, he beatified Bishop Johann Nepomuk von Tschiderer zu Gleifheim, a 19th-century bishop of Trent.

Diocesan synods
A diocesan synod was an irregularly held, but important, meeting of the bishop of a diocese and his clergy. Its purpose was (1) to proclaim generally the various decrees already issued by the bishop; (2) to discuss and ratify measures on which the bishop chose to consult with his clergy; (3) to publish statutes and decrees of the diocesan synod, of the provincial synod, and of the Holy See.

Bishop Fredericus von Wangen (1207–1218) presided over a diocesan synod in Trent in 1208, and issued Synodal Statutes concerning the election of church dignities. The Teutonic Knight, Fr. Henricus, O.T. (1274–1289), held a diocesan synod on 6 November 1276. Bishop Enrico di Metz (1310–1336) held a diocesan synod on 14 January 1336, the complete proceedings of which were published by Benedetto Bonelli. In 1344, Bishop Nicolò da Bruna (1338–1347) held a diocesan synod.

A diocesan synod was held in the cathedral of Trent by Bishop Udalrich Frundsberg (1486–1493) on 17–18 March 1489. Bishop Uldarich von Liechtenstein (1486–1505) held a synod on 4–5 April 1497.

Bishop Georg von Neideck (1506–1514) held a diocesan synod. Cardinal Bernhard von Cles (1514–1539) held a diocesan synod, in 1538. Cardinal Ludovico Madruzzo (1567–1600) held a diocesan synod in 1575, in which it was decreed that clerics should not grow mustaches, since it might interfere with drinking the blood of Christ from the communion cup. Madruzzo held another synod in 1593.

Bishops and archbishops

Bishops of Trento

to 900

Iovinus (mid-4th cent.)
Abundantius (attested 381)
 Vigilius of Trent (c.387–c.400)
Claudianus
Magorius
...
Agnellus (attested 571–591)
...
 Joannes
...
Clementianus
Amator (end of 8th cent.)
 Iltigario (c. 802 ?)
Voldericus (attested 813)
Daniel
Heimpertus (attested 827–845)
Odescalchus (attested 855–864)
Adelgisus (attested 874–881)
...

900 to 1200

 Conradus (Konrad) (900–926)
 Ioannes (926–927)
 Bernardo (927–932)
 Manasse d’Arles (932–957)
 Lantramno (957–963)
 Arnoldo di Pavia (963–971)
 Raimondo di Caldore (992–1004)
 Uldarico di Flavon (1004–1022)
 Uldarico (II?) (1022–1055)
 Azzo (1055–1065)
 Enrico (1068–1082)
 Bernardo (1082–1084)
 Adalperone (1084–1106)
 Gebardo (1106–1120)
 Adelpreto (1120–1124)
 Altmannus (1124–1149)
 Arnoldus (1149–1154)
 Eberardus (1154–1156)
 Adelpretus II (1156–1177)
 Salomone (1177–1183)
 Albertus de Madruzzo (1184–1188)
 Conradus de Beseno (1188–1205)

1200 to 1500

Sede vacante (1205–1207)
 Fredericus von Wangen (1207–1218)
 Adelpretus III de Ravenstein (1219–1223)
 Gerardus Oscasali (1223–1232)
 Aldrighetto di Castelcampo (1232–1247)
 Egnon von Eppan (1250–1273)
 Henricus, O.T. (1274–1289)
 Filippo Buonacolsi (1289–1303)
 Bartolomeo Querini (1304–1307)
 Enrico di Metz (1310–1336)
 Nicolò da Bruna (1338–1347)
Geraldus de Manhac (1347–1348)
Joannes de Pistorio (1348–1349)
Meinhard of Neuhaus (1349–1360)
 Albert von Ortenburg (1360–1390)
 Georg von Liechtenstein-Nicolsburg (1390–1419)
 Aleksander Mazowiecki (1424–1444)
Theobaldus von Wolkenstein (1444–1446) Intrusus
 Benedict of Trent, O.S.B. (1444–1446)
 Georg Hack von Themeswald (1446–1465)
 Johannes Hinderbach (1466–1486)
 Udalrich Frundsberg (1486–1493)
 Uldarich von Liechtenstein (1486–1505)

1500 to 1800

 Georg von Neideck (1506–1514)
 Cardinal Bernhard von Cles (1514–1539)
 Cardinal Cristoforo Madruzzo (1539–1567)
 Cardinal Ludovico Madruzzo (1567–1600)
 Cardinal Carlo Gaudenzio Madruzzo (1600–1629)
 Carlo Emanuele Madruzzo (1629–1658)
 Sigismund Francis, Archduke of Austria (1659–1665) Bishop-elect
 Ernst Adalbert von Harrach zu Rohrau (1665–1667)
 Sigmund Alphons von Thun (1669–1677)
 Francesco Alberti di Poja (1678–1689)
 Giuseppe Vittorio Alberti d’Enno (1691–1695)
 Johann Michael von Spaur und Valör (1696–1725)
 Giovanni Benedetti Gentilotti (1725) Bishop-elect
 Antonius Dominikus von Wolkenstein-Trostburg (1726–1730)
 Dominikus Anton von Thun (1730–1758)
Leopold Ernst von Fimian (1748–1756) Coadjutor
 Francesco Felice Alberti d’Enno (1758–1762)
 Cristoforo Sizzo de Noris (1763–1776)
 Peter von Thun und Hohenstein (1776–1800)

since 1800
  (1800–1818)
Sede vacante (1818–1824)
 Franz Xaver Luschin (1824–1834)
 Johann Nepomuk von Tschiderer zu Gleifheim (1834–1860)
  (1861–1879)
 Giovanni Giacomo della Bona (1880–1885)
  (1886–1903)
 Celestino Endrici (1904–1929–1940)

Archbishops of Trento
 Celestino Endrici (1929–1940)
 Carlo de Ferrari, C.S.S. (1941–1962)
 Alessandro Maria Gottardi (1963–1987)
 Giovanni Maria Sartori (1987–1998)
 Luigi Bressan (1999–2016)
 Lauro Tisi (2016 – present)

See also
 Timeline of Trento

Notes

Books

Episcopal lists

Studies

Brackmann, Albert (1911). Germania pontificia Vol. I: Provincia Salisburgensis et Episcopatus Tridentinus. Berlin: Weidmann.  pp. 398–410.
Curzel, Emanuele (1994–5). Il Capitolo della cattedrale di Trento, dal XII secolo al 1348. Tesi di dottorato in Storia medievale – VII ciclo. Università Cattolica del Sacro Cuore. Milano.
Curzel, Emanuele (2004). Documenti papali per la storia trentina (fino al 1341). Bologna: Il Mulino (Annali dell’Istituto storico italo-germanico in Trento. Fonti, 1)
Curzel, Emanuele (2005). Chiese trentine. Ricerche storiche su territori, persone e istituzioni. Sommacampagna (Vr): Cierre (Biblioteca dei Quaderni di Storia Religiosa, 4).
Curzel, Emanuele and Varanini, Gian Maria (edd.) (2011). La documentazione dei vescovi di Trento : (XI secolo-1218). Bologna: Il mulino, 2011.

Landi, Walter (2014). "Il palatium episcopatus di Trento fra XI e XIII secolo. Dato documentario ed evidenze architettoniche." In: Franco Cagol, Silvano Groff, Serena Luzzi (edd.), La torre di piazza nella storia di Trento: funzioni, simboli, immagini. Atti della giornata di studio: Trento, 27 febbraio 2012. Trento: Società di Studi Trentini di Scienze Storiche (Monografie. Nuova serie, 3). . pp. 141–203.
Lanzoni, Francesco (1927). Le diocesi d'Italia dalle origini al principio del secolo VII (an. 604). Faenza, pp. 934–40.
 Obermair, Hannes (2015). How to Record a Conflict? The Communities of the German Part of the Diocese of Trent during the Late Middle Ages. In Marco Bellabarba, Hannes Obermair, Hitomi Sato (eds.). Communities and Conflicts in the Alps from the Late Middle Ages to Early Modernity. (Fondazione Bruno Kessler. Contributi/Beiträge. 30). Bologna-Berlin: Il mulino—Duncker & Humblot. , pp. 101–18.

Sources and external links
 GCatholic.org page
  Official page

Roman Catholic dioceses in Trentino-Alto Adige/Südtirol
Dioceses established in the 2nd century
Roman Catholic Archdiocese


9909 Eschenbach, provisional designation , is a Florian asteroid from the inner regions of the asteroid belt, roughly 10 kilometers in diameter.

The asteroid was discovered on 26 March 1971, by Dutch astronomer couple Ingrid and Cornelis van Houten, as well as Dutch–American astronomer Tom Gehrels. The asteroid was spotted during the Palomar–Leiden survey by examining photographic plates taken at Palomar Observatory, California, United States. It was named after medieval knight and poet Wolfram von Eschenbach.

Orbit and classification

Eschenbach is a member of the Flora family. It orbits the Sun in the inner main-belt at a distance of 2.0–2.7 AU once every 3 years and 7 months (1,314 days). Its orbit has an eccentricity of 0.16 and an inclination of 4° with respect to the ecliptic. It was first identified as  at Crimea-Nauchnij in 1969, extending the body's observation arc by 2 years prior to its official discovery observation at Palomar.

Survey designation

The survey designation "T-1" stands for the first Palomar–Leiden Trojan survey, named after the fruitful collaboration of the Palomar and Leiden Observatory in the 1960s and 1970s. Gehrels used Palomar's Samuel Oschin telescope (also known as the 48-inch Schmidt Telescope), and shipped the photographic plates to Ingrid and Cornelis van Houten at Leiden Observatory where astrometry was carried out. The trio are credited with the discovery of several thousand minor planets.

Physical characteristics

Diameter and albedo

According to the surveys carried out by the Infrared Astronomical Satellite IRAS and NASA's Wide-field Infrared Survey Explorer with its subsequent NEOWISE mission, Eschenbach measures 23.4 and 3.404 kilometers in diameter, respectively. NEOWISE also finds an exceptionally high albedo of 0.460 for the body's surface. It has an absolute magnitude of 13.8

Lightcurves

As of 2017, the asteroid's rotation period and shape remain unknown.

Naming

This minor planet was named after German medieval knight and poet Wolfram von Eschenbach (1168–1220) one of the greatest poets of his time along with Gottfried von Strassburg and Hartmann von Aue (also see ). Wolfram von Eschenbach is known for his epic Parzival and for two other narrative works: the fragmentary Titurel and the unfinished Willehalm. The official naming citation was published by the Minor Planet Center on 2 April 1999 ().

References

External links
 Asteroid Lightcurve Database (LCDB), query form (info )
 Dictionary of Minor Planet Names, Google books
 Asteroids and comets rotation curves, CdR – Observatoire de Genève, Raoul Behrend
 Discovery Circumstances: Numbered Minor Planets (5001)-(10000) – Minor Planet Center

009909
Discoveries by Cornelis Johannes van Houten
Discoveries by Ingrid van Houten-Groeneveld
Discoveries by Tom Gehrels
4355
Named minor planets
19710326


Rochebrune (; ) is a commune in the Drôme department in southeastern France.

Population

See also
Communes of the Drôme department

References

Communes of Drôme


Karen Borca (born September 5, 1948, in Green Bay, Wisconsin) is an American avant-garde jazz and free jazz bassoonist.

Early life and education
Borca studied music at the University of Wisconsin with John Barrows and Arthur Weisberg, graduating in 1971.

While at the University of Wisconsin, she met Cecil Taylor, who taught at the university during the 1970/1971 academic year. Borca studied with Taylor, played in his big bands, ensembles, and the Cecil Taylor Unit, and was his assistant while he worked in the Black Music Program at Antioch College in Yellow Springs, Ohio.

She was an assistant to Taylor's longtime collaborator, saxophonist Jimmy Lyons, while he was artist-in-residence at Bennington College in Bennington, Vermont in 1974. Borca and Lyons got married, and she played in his ensemble until he died in 1986.

Career
In 1976, Borca performed in a production of Adrienne Kennedy's A Rat's Mass directed by Cecil Taylor at La MaMa Experimental Theatre Club in the East Village of Manhattan. Musicians Rashid Bakr, Andy Bey, David S. Ware, Raphe Malik, and Lyons also performed in the production. Taylor's production combined the original script with a chorus of orchestrated voices used as instruments.

Borca has performed with her own ensembles at the Newport Jazz Festival New York City Salute to Women in Jazz in 1978 and 1979, Soundscape, Vision Festival, and Jazz Fest Berlin, among many other festivals and concerts. She has performed in the United States and internationally, with musicians such as William Parker, Bill Dixon, Butch Morris, Marco Eneidi, Joel Futterman, Sonny Simmons, Alan Silva, and Jackson Krall.

Discography
With Jimmy Lyons
 1978: Push Pull (Hathut Records)
 1980: Riffs (Hathut Records)
 1985: Give It Up (Black Saint Records)
 1983: Wee Sneezawee (Black Saint Records)
 1972–1985: The Box Set (Ayler)

With Alan Silva
 1999: Alan Silva & the Sound Visions Orchestra (Eremite Records)
 2003: H.Con.Res.57/Treasure Box (Eremite Records)

With others
 1982: Red Snapper: Paul Murphy at CBS (Paul Murphy, Cadence Jazz Records)
 1983: Cloudburst (Paul Murphy, Murphy Records)
 1983: Moments (Joel Futterman, Ear Rational)
 1984: Passage (Joel Futterman, Ear Rational)
 1986: Winged Serpent (Sliding Quadrants) (Cecil Taylor, Soul Note Records)
 1994: Final Disconnect Notice (Marco Eneidi, Botticelli)
 1999: Many Rings (Joe Morris, Knitting Factory)
 2001: Waking the Living, Earth People (Undivided Vision)
 2001: The Cosmosamatics (Sonny Simmons, Boxholder)
 2008: 17 Musicians in Search of a Sound: Darfur (Bill Dixon, AUM Fidelity)
 2003  Sky Readers - (Undivided Vision Records) North Country Distribution
 2003  Simple...Ins't It?? (Undivided Vision Records) North Country Distribution
 2005  Now Is Rising -(2005 - Undivided Vision Records) North Country Distribution
 2007  Bang! from New York City (Undivided Vision Records) North Country Distribution

References

External links

[ Karen Borca] at AllMusic
Borca's page on La MaMa Archives Digital Collections

American jazz bassoonists
Living people
1948 births
Musicians from Green Bay, Wisconsin
University of Wisconsin–Madison alumni


Rochechinard (; ) is a commune in the Drôme department in southeastern France.

Population

See also
Communes of the Drôme department
Parc naturel régional du Vercors

References

Communes of Drôme


There have been several railroads named for the St. Joseph Valley in southern Michigan and northern Indiana:
St. Joseph Valley Railroad (1848–1869), predecessor of the New York Central Railroad in Michigan
St. Joseph Valley Railroad (1869–1870), predecessor of the Michigan Central Railroad (New York Central Railroad) in Indiana
St. Joseph Valley Railway (1889–1897), earlier St. Joseph Valley Railroad (1880–1889), predecessor of the Pere Marquette Railway in Michigan
St. Joseph Valley Railway (1905), operator of the St. Joseph Valley Traction Company in Indiana


The Great Northern and Great Eastern Joint Railway, colloquially referred to as "the Joint Line" was a railway line connecting Doncaster and Lincoln with March and Huntingdon in the eastern counties of England. It was owned jointly by the Great Northern Railway (GNR) and the Great Eastern Railway (GER). It was formed by transferring certain route sections from the parent companies, and by the construction of a new route between Spalding and Lincoln, and a number of short spurs and connections. It was controlled by a Joint Committee, and the owning companies operated their own trains with their own rolling stock. The Joint Line amounted to nearly  of route.

The motivation for its formation was chiefly the desire of the GER to get direct access to the coalfields of South Yorkshire and elsewhere, and the wish of the GNR to discourage more ambitious incursion by the GER into its own territory, as well as the provision of relief to its congested main line. The dominant traffic was coal, but a wide variety of manufactured and agricultural products was carried. There was some local passenger business, and some long-distance passenger trains used the route.

The route became a trunk artery for freight traffic, especially coal, and a large marshalling complex developed at Whitemoor, near March, for the sorting of wagons. In the 1920s a modern mechanised system was installed at Whitemoor, the most advanced such installation in Great Britain at the time.

Running largely through flat terrain, the line had numerous level crossings, especially in the southern section, and as wagon-load freight movements of coal declined after about 1960, the cost of operating the line became excessive compared to the use made of it. In 1982 the section from Spalding to Whitemoor was closed, trains being diverted via the Spalding to Peterborough line; in addition many intermediate stations on the remaining route section were closed. The nomenclature "the Joint Line" was transferred to mean the route via Peterborough.

In the 21st century congestion on the East Coast Main Line had again become a problem, and resignalling, loading gauge enhancements, and partial upgrade of the remaining route took place, to enable container freight trains from Felixstowe and elsewhere to use the line; the project was commissioned in 2015. Most of the line remains in use for that traffic and a local passenger service.

Early railways

In the 1830s the imagination of railway promoters led to proposed schemes to link the major centres of Great Britain. In 1834 a "Grand Northern and Eastern Railway" was proposed, and in 1835 a "Great Northern Railway" (nothing to do with the later Great Northern Railway of the 1850s) was projected. Both of these schemes were for a line from London to York through Cambridge. Many of the early schemes failed, and none was built north of Cambridge for many years.

In 1847, the Eastern Counties Railway (ECR) opened its line from Ely to March and Peterborough. The ECR chairman was George Hudson, often referred to as the Railway King. Hudson was determined that the group of railways he controlled would dominate the scene. His dubious methods were later exposed and he was disgraced, but in the meantime he sought to extend the ECR northwards, to get access to the huge flows of coal from South Yorkshire and elsewhere to London, and of merchandise. As well as the income from carrying a share of this traffic, the company would get better access to engine coal for their own business.

Great Northern Railway

The Great Northern Railway (GNR) was authorised in 1846 to build a main line from London to York, with a loop line from Peterborough to Bawtry (a few miles south of Doncaster) by way of Boston and Lincoln.

In 1848 the GNR opened a line from near Peterborough through Spalding via Boston to Lincoln, and a section from Retford to Doncaster in 1849. The section from London to Peterborough was opened in 1850, and in 1852 Peterborough to Retford was opened, completing the main line from London to Doncaster, part of the present-day East Coast Main Line. An extension from Lincoln to Gainsborough was opened in 1849.

GNR trains arriving at Gainsborough joined the Manchester, Sheffield and Lincolnshire Railway (MS&LR) and reversed into that railway's station (now ) there. The GNR wished to complete the loop from there to rejoin the main line at Doncaster and this was authorised in 1864, opening on 15 July 1867.

In 1863 a branch from Spalding to March was authorised; running powers over it were granted to the GER; it opened in 1867. March was an important junction on the GER system where traffic for much of East Anglia could be exchanged. The future Joint Line route was therefore in place between March and Spalding, and between Lincoln and Doncaster.

It was the GNR which provided the siding group at March that became the nucleus of the later Whitemoor Yard complex.

Great Eastern Railway

In 1862 the Great Eastern Railway (GER) was formed by the amalgamation of the Eastern Counties Railway, the Eastern Union Railway, and other smaller concerns in East Anglia. The GER dominated the railway scene in its own area, but the sparse population density and the relatively undeveloped industrial activity limited the railway's commercial potential. Once again thoughts turned to the lucrative traffic in coal from South Yorkshire, and also in manufactures to and from London, and export traffic to the North Sea ports.

In 1863, therefore, the GER submitted a bill to build a line from March to Spalding, and to get running powers over the GNR's line from there to Doncaster. The GNR naturally wished to fend this off, and it deposited a bill to build a line from Spalding to March; the GNR line was the one passed by Parliament (21 July 1863, described above), and the GER scheme was turned down. The GER was given running powers over this line, but only as far as Spalding and not further over the GNR lines.

In frustration, the GER presented another bill in 1864, to build an independent line from Longstanton, on its Cambridge to St Ives line, via Peterborough, Bourne, Sleaford, Lincoln and Gainsborough to a junction with the West Riding and Grimsby Railway at Askern, north of Doncaster. Once again the GER scheme was turned down in Parliament.

Early discussion of collaboration
The GNR was developing friendly relations with the GER over lines in Norfolk; moreover it sensed that sooner or later one of the GER attempts in Parliament must be successful, so it offered the GER running powers for coal traffic from Gainsborough to Spalding. This was considerably less than the GER was seeking, and the GER therefore suggested to the GNR that the two companies should be joint owners of the GNR loop line between Spalding and Gainsborough, and also of the GNR lines then under construction between Spalding and March, and Gainsborough and Doncaster. At this time running powers were granted to the GER over the lines of the West Riding and Grimsby Railway (jointly owned by the GNR and the MS&LR), and the MS&LR agreed to exchange traffic with the GER at Lincoln.

The Great Eastern decided to build on the mood of constructive cooperation, and in 1864 suggested to the GNR a new and direct joint line from Spalding to Lincoln through Sleaford. The GNR saw that this would shorten the route of its loop line through Boston, and agreed, and a bill was prepared for the 1867 session of Parliament for the scheme. However the GER was in serious financial difficulty at this time, and a new Board was elected as a result of shareholder disquiet; "the new [GER] board had to face the hard facts that the kitty was empty, and there was not the remotest chance of finding the money which their predecessors had so rashly undertaken to pay the GN". In fact the GER had to find £1.5 million urgently to put its existing system in good order. The ensuing years were marked by a return to the old hostilities, and for the time being, joint railways were off the agenda.

The GER revived the proposal in 1872, but the GNR made demands that were far too high for the GER to agree, and once again the scheme lapsed, until discussions were reopened in May 1876. This time the GNR proposed amalgamation, but the GER declined. In 1878 the GER was seriously considering the revival of the plan to build its own line through Sleaford and Lincoln to Askern. Just as the GER sought northward access to the coalfields, the GNR was "desperate for an alternative route to relieve the main line", and the GNR countered by depositing a fresh bill for a direct line from Spalding to Lincoln via Sleaford.

This time it made more friendly advances to the GER in suggesting that the Huntingdon to Ely line should be included in the proposed joint system. Although the GER turned the proposal down, and in fact tried its own bill in Parliament, the GNR scheme won the day. The GNR was obliged by the Act to give the GER the running powers it desired; the two companies were to return to Parliament in the next session with a joint scheme. Thus were the origins of the Joint Line created.

The Joint Line authorised

The two companies did return to Parliament, and on 3 July 1879 the Parliamentary bill authorising the Joint Line was passed. The GNR lines from Black Carr Junction (south of Doncaster) to Lincoln, and Spalding to March, and the GER lines from Huntingdon to St Ives, and from Needingworth Junction (near St Ives) to March, were to be transferred to Joint ownership. A new line was to be built from Spalding to Lincoln; and the junctions at Huntingdon and St Ives were to be improved. A Joint Committee was to be established to manage the line, and the GER was to pay the GNR £415,000, the difference in value of the respective lines becoming joint.

Five directors from each of the companies formed the Joint Committee; it first met on 11 August 1879. C. H. Parkes of the GER was in the chair. The GN & GE Joint Railway was not a corporate body, and never had its own locomotives or rolling stock. Most of the track on the St Ives to March line and about  of the St Ives to Huntingdon line needed to be renewed, and additionally the St Ives to Huntingdon line was to be doubled later. The March to Spalding line was to be resignalled.

The Joint Committee takes control
Part of the new Lincoln line, between Spalding and Ruskington, about , was opened on 6 March 1882. On the same day the GNR March to Spalding line and the GER Huntingdon to St Ives and Needingworth Junction to March lines were transferred to the Joint Committee. The new line bypassed the existing Sleaford station on the GNR's Grantham to Boston line, reflecting the primacy of mineral traffic, but spurs were constructed on both sides of Sleaford to enable passenger trains on the Joint Line to call there. The GER ran five passenger trains each way daily on the new section, and the GNR ran a daily goods train.

The section from Ruskington to Sincil Bank Junction, near Lincoln, was opened for goods traffic on 1 July 1882, and for passengers on 1 August 1882. This was  in length; there was an avoiding line to pass Lincoln passenger station; it ran from Greetham Junction (just east of Sincil Bank Junction) to join the onward joint line at Pyewipe Junction. It opened for goods traffic on the same day; a spur turning back to Lincoln (from Boultham Junction to West Holmes Junction) enabled goods traffic to use the goods yard there without passing through the passenger station. Greetham Junction was the convergence of the new Joint Line with the GNR route from Boston, but to reduce congestion the 1879 Act authorised the construction of a  duplicate line, from Washingborough Junction (as it became) to Greetwell East Junction; this enabled the GNR Boston line goods traffic to join the Joint Line and get access to the avoiding line. This line opened on 7 June 1883.

The next day the GNR transferred the Black Carr Junction to Pyewipe Junction line to the joint committee, and the GER paid over £383,760 for the value of the transferred railway. The GER wasted no time in diverting the southbound coal traffic over the route; up until that time it had received the traffic from the GNR at Peterborough. The GNR diverted mineral traffic to the route, relieving the main line. The Lincoln avoiding line was a goods-only route at first but on 20 March 1883 the Board of Trade sanctioned its use for passenger trains if required. Lincoln passenger station improvements were carried out in 1883.

Further south a new connection was made at Huntingdon, where GNR mineral trains regained their own track. The old junctions there had long since fallen into disuse. The connection from the Joint Line faced south and converged with the GNR main line  south of Huntingdon station: a new Joint station (independent of the GNR main line station) was built, to accommodate also the Midland Railway trains from Kettering. The station opened on 1 May 1883, and the GNR started an experimental passenger service from there to March, but it did not attract much business, and was withdrawn from 1 November 1883. On that day the GER had been running trains from its network to Godmanchester (still named "Huntingdon" until 1 July 1882) and on cessation of the GNR service extended its own trains to the Joint station at Huntingdon. The Midland Railway ran passenger trains over that part of the route to Cambridge. The GNR had been running goods trains to March but withdrew them also, now only running a limited goods service to St Ives.

Extent of Joint Committee control

The extent of the route directly controlled by the Joint Committee was from Black Carr Junction, south of Doncaster, to Huntingdon by way of the Lincoln avoiding line and St Ives (reverse); but there were discontinuities where the Joint Committee had running powers over other companies' lines:

 Crossing the River Trent at Gainsborough: South (or West Trent) Junction to North (or East Trent) Junction; (MS&LR, later Great Central Railway);
 Through Spalding station: Spalding North Junction to Spalding Joint Line Junction; (GNR);
 Passing Whitemoor and March station: Grassmoor Junction to March, St Ives Junction; (GER); the GNR yard at Whitemoor was to be transferred to the GER;
 Approaching and through St Ives station: Needingworth Junction to St Ives Junction (GER).

Additional sections that were under Joint Committee control were:

 Boultham Junction to West Holmes Junction (Lincoln);
 Spur towards Sleaford GNR station: Sleaford North Junction to West Junction;
 Ramsey branch (from 1 January 1897).

Supplementary issues
The GER provided additional siding accommodation at March (Whitemoor) and in November 1884 opened a north to west spur at March, making a triangle there, to enable trains from the Joint Line to reach Peterborough.

John Crabtree, formerly manager of the Colne Valley Railway, was appointed to be manager of the Joint Lines at a salary of £600 annually. Maintenance of the Joint Line south of the Sleaford–Boston line was to be the responsibility of the GER, and north of that line the task of the GNR. The GER had to pay tolls to pass the MS&LR bridge over the River Trent at Gainsborough, as the Joint Line was routed over the pre-existing MS&LR line there; an independent bridge had earlier been considered.

The Joint Line proved a huge advantage to the GER, which gained direct and indirect access to a large area of colliery working at a time when the demand for domestic, industrial and export coal was very considerable. By contrast the GNR suffered a loss of income, £81,000 in the first year, chiefly due to the loss of haulage of coal that was now in the hands of the GER. Anderson comments: "Ironically the Joint line actually hurt the GN. Its value as relief for the congested main line was less than expected, and the GE soon became established as a major competitor."

Ramsey
The Ramsey and Somersham Junction Railway had been opened in September 1889; Somersham Junction was on the Joint Line a short distance north of St Ives. It was a single line  in length, with a terminus in Ramsey and an intermediate station at Warboys. It was worked from the outset by the GER. There was already a Ramsey branch from the west, joining the Huntingdon to Peterborough main line at Holme, and it had originally been under the control of the GER, although it only connected to the GNR at Holme, and it was alter leased to the GNR. The two branches had separate, unconnected stations at Ramsey. The GER had contemplated connecting them, as a means of getting a through connection to the GNR main line, but the Joint Line reduced the projected benefit of that scheme.

In October 1895 the GN and GE decided to make the branch part of the Joint Line; the GER was to work it for 30% of receipts, the balance being divided between the two owners. An Act of 29 July 1896 authorised this and it became effective from 1 January 1897. The GNR ran only very occasional goods trains on the line.

St Ives
The route from March to Huntingdon involved a reversal at St Ives. The track layout at St Ives included three long sidings from the point of junction stretching towards Fenstanton. GNR goods trains reversing there must have used the sidings for the purpose. Reversal at St Ives for the GNR mineral trains from Yorkshire to London would have been inconvenient, and it appears that they generally used the Spalding to Peterborough line to join the main line instead. The St Ives route was chiefly used for access to March for general and local goods trains.

GER alliances in the north

Although the Joint Line gave the GER access to Doncaster, the company was still anxious to get direct access to coal mines, and this led it to give considerable financial support to a proposed railway that became the Lancashire, Derbyshire and East Coast Railway. It was to run from both Manchester and Warrington, through Buxton and Chesterfield, crossing (and connecting to) the GNR main line at Tuxford, and continuing to Lincoln and the east coast at Sutton-on-Sea (near Mablethorpe). A large dock complex was to be built there for coal export. In return for its financial help, the GER got running powers. In fact the LD&ECR was unable to get the huge amount of investment capital it needed, and only built the section between Chesterfield and Lincoln; nevertheless this gave the GER the access it wanted to some important colliery areas.

The truncated LD&ECR reached Pyewipe Junction, Lincoln, from Barlborough Colliery on the Beighton line, on 16 November 1896. All hope of reaching Sutton-on-Sea had now been abandoned, and the LD&ECR had to beg the Joint Committee to allow it to run through Lincoln station so as to join the MS&LR at Durham Ox Junction (immediately east of Lincoln GNR station), thereby getting access to docks at Grimsby. This meant heavy and slow mineral trains running through the central area of Lincoln as the MS&LR line could not be accessed from the avoiding line.

When the Sheffield District Railway was built (opening in 1900), it was operated as an offshoot of the LD&ECR line. As a result, it gave further penetration into mineral and industrial areas for the GER.

Passenger services

On the opening throughout of the Joint Line, the Great Eastern Railway ran special racegoers' trains to Doncaster for the St Leger, including one from . The GNR had not anticipated this in the first year. When the GER publicised their intention to run a special from Liverpool Street to Doncaster for the Doncaster Cup on the following Friday in addition, the GNR felt obliged to run a special of its own from , something it did not customarily do. In fact the Friday services were poorly patronised: 12 persons used the GNR train, and six the GER train.

From 1 September 1882 the GER ran three trains a day between Liverpool Street and Doncaster via Cambridge and the Joint Line, augmenting the through London coaches attached to certain ordinary March to Doncaster trains. From 1 November 1892, running powers over the North Eastern Railway from Shaftholme Junction (the boundary of GNR and NER territory) to York were obtained, and the Liverpool Street trains were extended to York. This established the "Cathedrals Route" connecting Ely, Lincoln and York, but Gordon says that at  the service provided "rather ineffectual competition with the GNR's  from King's Cross". The service remained at three per day until July 1915 when it was reduced to one a day, and further shortened back to Doncaster in 1917, and abolished in 1918. "There was never more than a fragmentary reinstatement of this service."

In 1885 the GER started a through service from Harwich, Parkeston Quay, to Doncaster, by way of Ely, and March "in connection with their Hook of Holland route to the continent. In 1891 the service was improved by the running of a vestibuled Restaurant Car Train". "This train, splendidly equipped with restaurant cars, and carrying its own conductor-interpreter, runs in conjunction with the Great Eastern steamers which sail to and from the Hook of Holland."

Another famous train that used the route for many of the years was the North Country Continental which linked Harwich Parkeston Quay with Manchester and north west England.

In 1905 a through restaurant car service was inaugurated between Manchester London Road and Great Yarmouth by way of Retford, Lincoln, March and Ely, by arrangement with the Great Central Railway.

The bulk of services were local and in July 1922 the Bradshaw's timetable guide revealed few passenger services serving the smaller intermediate stations during the week. The North Country Continental served March, Spalding and Lincoln on the route and a service from Lowestoft to York served March, Spalding, Lincoln, Gainsborough and Doncaster. A Liverpool Street to Doncaster service also called at these stations. Most of the minor stations had three or four services each way.

On Sundays, minor stations between March and Lincoln had no services and there was a single northbound express. There was a single all stations train from Lincoln to Doncaster.

The Midland Railway ran trains from Kettering to Cambridge over the Huntingdon to St Ives section, by virtue of running powers arranged with the GER prior to the formation of the Joint Line.

Goods traffic
The line passed through terrain that was largely rural and sparsely inhabited. Accordingly, local goods traffic was not significant, although the arable agricultural sector provided a seasonal flow. The dominant goods traffic was naturally mineral trains, chiefly coal, from South Yorkshire, and later Lancashire, Derbyshire and Nottinghamshire. Much of this traffic was destined for London and the Home Counties, and domestic coal and coal for manufacturing power systems was significant at least up until the 1950s. Significant flows also ran to East Anglian destinations, and the export coal trade was also important until the 1950s. In addition, manufactured goods and the raw materials for them provided a significant long distance flow between London and East Anglia on the one hand, and Yorkshire, Lancashire and the east and north Midlands on the other.

The GER introduced its first fitted fast freight trains in 1906; they ran twice daily over the joint line, and were limited to 25 wagons.

In 1910 Charles Dix described the goods traffic at March:

Here the ordinary goods and merchandise traffic from London and the South, and the flower and fruit and other traffic from the Eastern Counties is collected and sent northwards, and similarly the traffic from the North, the textile and staple manufactures from Lancashire and Yorkshire and fish traffic from the north-eastern ports is collected for distribution to the South and over the Eastern Counties, eight express goods trains being scheduled to run daily each way between March and Doncaster for the purpose. Of the first importance is, of course, the enormous development of coal traffic from the South Yorkshire and Derbyshire coalfields, no less than 11 scheduled coal trains working to March over the joint line daily, besides seven daily mixed goods and coal trains and special and relief trains not scheduled, and the maximum load per train being 45 wagons.

Another class of traffic which illustrates the industrial development due to the Great Eastern Railway's passage over the joint line is the fruit and flower traffic of Cambridgeshire and the Eastern Counties. During the period between May and October, 1909, no less than 13,000 tons of fruit were despatched to various towns in the North of England, 60,000 packages being despatched on one day from one station alone. A large portion of the fruit and flower traffic is conveyed by passenger train.

Dix reported "About 750 men are employed at [March] station, and... about 300 trains pass through or leave the station daily, 100 engines being stabled at March... Another class of traffic... is the fruit and flower traffic of Cambridgeshire and the Eastern Counties. During the period between May and October 1909, no less than 13,000 tons of fruit were despatched to various towns in the North of England, 60,000 packages being despatched on one day from one station alone."

There was also a steady flow of grain to distilleries in Scotland.

Whitemoor yard

March had become a major sorting point for goods traffic coming south, as mineral and goods traffic from northern originating points needed to be allocated to onward services to London, to East Anglian destinations, to the docks, and elsewhere. In addition locally-originating sugar beet traffic was becoming significant. So far as the GER was concerned, March was the pivot of the system for traffic to and from the North and Midlands. In 1906 Dix reported that "the traffic [was] worked into the Whitemoor marshalling yard, and station yards which have been recently added to by the provision of a new up yard capable of holding 1,500 wagons."

In 1910 the yard held 1,500 wagons and 100 steam engines were based there.

The Whitemoor yards, chiefly Norwood Yard, extended from Grassmoor Junction at the north end, but in 1929 when the new Up Yard opened, it was extended northwards and Twenty Foot River became the northern limit. The yard covered  and contained  of track. The new Down Yard opened in 1931. Whitemoor Up Yard was the first mechanised hump yard in Great Britain, equipped with retarders; similar equipment was later fitted in the Down Yard, but Norwood Yard remained a flat yard.

Railway Magazine explained:

The installation of these "rail brakes" or wagon retarders is an innovation in British railway practice... Under this system the wheels of the wagon to be checked are squeezed between pairs of rails which press against the sides of the wheels. The pressure can be intensified or diminished as required. In all, four sets of brakes controlled from a central tower are being fitted.

Grouping of the railways
In 1923 most of the main line railways of Great Britain were reorganised into one or other of four new large companies by order of the Government, under the Railways Act 1921. Both the Great Northern Railway and the Great Eastern Railway were constituents of the new London and North Eastern Railway (LNER), and accordingly they were part of the same organisational unit. The joint railway structure was therefore no longer necessary, and it was abolished. The Joint Line was still known as such for convenience.

Decline
The intermediate and local traffic had always been very limited, because of the low population density and comparative lack of industrialisation in the area served, particularly south of Lincoln. Inevitably therefore passenger and goods business from local stations was disappointing. On 22 September 1930 the passenger service on the Ramsey branch was closed. A goods service continued for the time being, but the branch was closed to all traffic on 13 July 1964.

In 1953  and  stations were closed to passengers. Other intermediate stations closed to passengers on 11 September 1961 and to goods four years later.

The Midland and Great Northern Joint Railway was closed in 1959, and a connecting spur was laid at Murrow, where the two routes had intersected, to allow the remaining goods traffic from the Eye Green brickworks to reach the Joint Line. This traffic continued until July 1966, when it was discontinued.

Route closures
Following World War II, demand for domestic and industrial coal in the London area declined, and was accelerated by the Clean Air Act 1956. The part of the Joint Line south of Lincoln declined steeply, never having had much passenger traffic other than seasonal holiday trains connecting northern cities to the Norfolk and Suffolk resorts. The St Ives and Huntingdon line had rarely had other than local traffic, and that too had reduced greatly in volume. The passenger service between Huntingdon and St Ives closed on 15 June 1959, and the line closed completely in 1969.

By the 1960s it was obvious that the route between March and Cambridge via St Ives was losing money, and local traffic was insignificant. The March to St Ives line was closed on 6 March 1967. The St Ives to Cambridge section was closed to passenger traffic in 1970, but sand traffic from Fen Drayton continued to be carried until 1992. Most of that route has been converted into part of the Cambridgeshire Guided Busway, opening in 2011.

In 1975 the stations at  and  were re-opened, following a local authority initiative.

Declining goods traffic and the considerable expense of operating the line, which had numerous level crossings, led to the line between Spalding and Whitemoor (March) being closed in 1982. £4 million in track renewals were to be avoided by the closure. The passenger service was withdrawn on 29 November 1982, a month later than originally planned, due to industrial relations difficulties.

The considerable reduction in freight traffic resulted in the closure of the Lincoln avoiding line in October 1983. There had been a second passenger station in Lincoln, St Marks, originally the Midland's station, and it was later closed, in 1985. To enable trains from the Newark direction, which had previously used St Marks, to reach the former GNR station, a new curve was made from the approaching line to the former avoiding line, and the trains used the former curve from Boultham Junction to Holmes West Junction. The remainder of the avoiding line remained closed.

As goods began to be conveyed in trainloads, the use of Whitemoor for wagon sorting declined, from the 1970s: the Down Yard was closed on 27 January 1972. The Whitemoor complex became a Freightliner centre for a while, but by 1992 that too had been closed and a small wagon repair facility was all that remained. Such freight sorting that was required was done in sidings to the east of the station.

Freight upgrade

In 2015 a £280 million upgrade of the Joint Line by Network Rail was substantially complete, enabling two freight trains per hour to be diverted from the congested East Coast Main Line; gauge enhancements to enable the passage of  containers were included in the work.

The Sleaford avoiding line had been substantially downgraded since the 1980s and was reinstated to double track as part of the 2015 scheme. Resignalling and modernisation of level crossings was included.

Current passenger service
Currently (December 2019) passenger train services on the route are run by East Midlands Trains between Peterborough and Doncaster, though not all services run the whole length of the route. There is a roughly hourly service between Peterborough and Lincoln calling at Spalding, Sleaford, Ruskington and Metheringham. There are also few services that link Sleaford to Doncaster. Northern operates an all-stations service between Lincoln and Sheffield, which calls at Saxilby and Gainsborough Lea Road, diverging from the Joint Line there. LNER operate five trains a day between London King's Cross and Lincoln, four of them using the Joint Line between Peterborough and Lincoln.  Later services still run on the other parts of the line. Sunday services are limited to afternoon trains from Lincoln to Sheffield.

Engine sheds
The following engine sheds were located along the route and are described north to south.

Doncaster: The GER initially shared with the GNR but between 1893 and 1923 occupied the London and North Western Railway shed. In January 1923 with the grouping the former GER engines moved back to the GNR establishment.
Pyewipe Junction: A Great Eastern shed was located at this location. The depot closed in 1924 and was merged with the Great Northern establishment in the city although locomotives were stabled there for some time after.
Lincoln: The engine shed at Lincoln was originally constructed in 1874 for the GNR and was closed in 1964. When Pyewipe Junction engine shed was closed the staff and locomotives were transferred here. The building now houses the Engine Shed Theatre.
March: March depot was an important engine shed located adjacent to Whitemoor marshalling yard. It had a significant allocation of freight engines both in GER, LNER and British Rail days. The depot survived the closure of the Spalding–March line in the 1980s, but it closed in 1992.
Cambridge: Cambridge engine shed was a major shed on the Great Eastern Railway which supplied engines for some Joint Line services.

Locations
The Joint Line originally ran from Huntingdon to Black Carr Junction, Doncaster, and the Ramsey branch was soon added. When the section from March to Spalding was closed, the southern end of the route was altered to be that joining the East Coast Main Line at Werrington Junction, north of Peterborough, so that colloquially the term "The Joint Line" now refers to the rote from Peterborough to Doncaster through Spalding, Sleaford, Lincoln and Gainsborough.

Location list:

Huntingdon to St Ives
 Huntingdon GE and Midland Railway Joint Station; opened 1 May 1883; renamed  1923; closed 18 September 1959;
 Huntingdon; opened 17 August 1847; renamed  1882; closed 15 June 1959;
 ; opened 17 March 1847; closed 5 October 1970.

St Ives to Black Carr Junction (Doncaster)
 St Ives; above; Great Eastern Railway metals for ;
 Needingworth Junction; Joint Line commences;
 ; opened 1 March 1848; closed 6 March 1967;
 ; opened 1 March 1848; closed 6 March 1967;
 ; opened 1 March 1848; closed 6 March 1967;
 March South Junction or March St Ives Junction; GER route onwards ;
 ; opened 14 January 1847; still open;
 Whitemoor Yard;
 Grassmoor Junction; Joint Line resumes;
 ; opened 2 September 1867; closed 5 October 1953;
 Murrow; opened 2 September 1867; renamed  1948; closed 6 July 1953;
 French Drove; opened 2 September 1867; renamed  1938; closed 11 September 1961;
 Crowland; opened 2 September 1867; renamed  1871; closed 11 September 1961;
 ; opened 2 September 1867; closed 11 September 1961;
 Spalding Joint Line Junction; GN route onwards for ;
 ; opened 17 October 1848; still open;
 Spalding North Junction; Joint Line resumes;
 ; opened 6 March 1882; closed 11 September 1961;
 ; opened 6 March 1882; closed 11 September 1961;
 ; opened 6 March 1882; closed 11 September 1961;
 ; opened 6 March 1882; closed 4 July 1955;
 Sleaford South Junction; there was a  Joint Line spur towards  GNR station;
 Sleaford North Junction; there was a connecting line from Sleaford GNR station, ;
 ; opened 6 March 1882; closed 11 September 1961; reopened 5 May 1975; still open;
 ; opened 1 August 1882; closed 11 September 1961;
 ; opened 1 August 1882; closed 7 November 1955;
 Blankney and Metheringham; opened 1 August 1882; closed 11 September 1961; reopened as  6 October 1975; still open;
 ; opened 1 August 1882; closed 2 May 1955;
 ; opened 1 August 1882; closed 2 May 1955;
 Heighington; opened 1 August 1882; renamed  1884; closed 3 November 1958;
 Greetwell Junction; there was a Joint Line connection to Sincil Bank Junction, close to  GNR station;
 Boultham Junction; there was a spur connection towards West Holmes Junction for GNR goods and passenger stations;
 Pyewipe Junction; convergence with GNR main line from Lincoln station;
 Skellingthorpe; opened 2 January 1865; closed 1 June 1868;
 ; opened 9 April 1849; still open;
 Sykes Junction;
 Marton; opened 9 April 1849; closed 1 December 1864; reopened 15 July 1867; renamed  1 December 1871; closed 11 September 1961;
 ; opened 1 August 1849; closed 1 December 1864; reopened 15 July 1867; closed 6 August 1957;
 Gainsborough; opened 15 July 1867; renamed Gainsborough North 1923; renamed  1923; still open;
 Gainsborough South Junction;
 Gainsborough North Junction (or Trent Junction);
 ; opened 15 July 1867; closed 2 November 1959;
 ; opened 15 July 1867; closed 2 February 1959;
 ; opened 15 July 1867; closed 11 September 1961;
 ; opened 9 July 1867: closed 2 February 1959:
 ; opened 2 March 1896; closed 7 February 1955;
 ; opened 15 July 1867; closed 11 September 1961; later use for excursions;
 ; for golfers; opened 1912; closed 1914 or 1924 (Scowcroft);
 Bessacarr Junction;
 Black Carr Junction.

Ramsey branch

 Ramsey High Street; opened 16 September 1889; renamed  1923; closed 22 September 1930; excursions were occasionally started from here after closure;
 ; opened 16 September 1889; closed 22 September 1930;
 ; above.

The total mileage controlled by the Joint Committee was ; in addition the Joint Committee had running powers over  of GNR line and  of GER route. It also had running powers over  of Great Central Railway metals (at Gainsborough).

At Murrow there was a flat crossing of the Midland and Great Northern Railway; this was the only location in the country where a flat crossing between two jointly managed railways existed. When the Midland and Great Northern Joint Railway closed on 2 March 1959, a south to west spur was installed to maintain goods train access to brickworks at Eye Green and Dogsthorpe, nearer Peterborough, and to Wisbech Harbour. This traffic ceased and the connection was removed on 20 July 1966.

Signal boxes
The signal boxes between Doncaster and Lincoln were built to a Great Northern design.

These are some pictures of signalboxes built on the 1882 section of line between Spalding and Lincoln which were built to a Great Eastern design.

Network Rail resignalled the line in 2013–14 and this saw the old signal boxes and semaphore signalling removed. The line is now controlled from Lincoln Signalling Control Centre.

Motive power

Pre-grouping
During the First World War, six former Railway Operating Division (built for military use in wartime overseas) 2-8-0 locomotives were allocated to Pyewipe Junction engine shed for work on the Joint Line and a further nine at Doncaster.

LNER
In 1923 the following locomotive classes were allocated to the Great Eastern sheds at Doncaster, Pyewipe Junction and March. It can be assumed most of these locomotives other than Great Northern 4-6-2 and 4-4-2 classes worked over the line. These would have been more typically employed on the East Coast Main Line but may have occasionally worked the Joint Line.
{| class="wikitable"
|-
! Class!! Wheel arrangement!! Railway!! Number at Doncaster!! Number at Pyewipe!! Number at March
|-
| D13 || 4-4-0 || GER || 3 || 3|| 6
|-
| D14 || 4-4-0 || GER || 0 || 0|| 1
|-
| D15 || 4-4-0 || GER || 1 || 0|| 4
|-
| E4 || 2-4-0 || GER || 1 || 0|| 4
|-
| J14 || 0-6-0 || GER || 0|| 0|| 1
|-
| J15 || 0-6-0 || GER || 0|| 3|| 17
|-
| J16 || 0-6-0 || GER || 0|| 1|| 7
|-
| J17 || 0-6-0 || GER || 0|| 2|| 15
|-
| J18 || 0-6-0 || GER || 0|| 0|| 7
|-
| J19 || 0-6-0 || GER || 0|| 0|| 8
|-
| J20 || 0-6-0 || GER || 0|| 0|| 14
|-
| J66 || 0-6-0T || GER || 0|| 3 || 10
|-
| J67 || 0-6-0T || GER || 0|| 0 || 1
|-
| J68 || 0-6-0T || GER || 0|| 0 || 1
|-
| J69 || 0-6-0T || GER || 0|| 0 || 1
|}

In 1923 the following locomotives were allocated to the Great Northern sheds at Doncaster and Lincoln.
{| class="wikitable"
|-
! Class!! Wheel arrangement!! Railway!! Number at Doncaster!!Number at Lincoln
|-
| A1 || 4-6-2 || GNR || 3 || 0
|-
| C1 || 4-4-2 || GNR || 25 || 0
|-
| C2 || 4-4-2 || GNR || 4 || 0
|-
| C12 || 4-4-2T || GNR || 0 || 1
|-
| D2 || 4-4-0 || GNR || 11 || 4
|-
| D3 || 4-4-0 || GNR || 6 || 1
|-
| D4 || 4-4-0 || GNR || 0 || 1
|-
| J2 || 0-6-0 || GNR || 1 || 0
|-
| J3 || 0-6-0 || GNR || 18 || 1
|-
| J4 || 0-6-0 || GNR || 24 || 9
|-
| J5 || 0-6-0 || GNR || 6 || 0
|-
| J6 || 0-6-0 || GNR || 22 || 0
|-
| J52 || 0-6-0T || GNR || 25|| 2
|-
| J53 || 0-6-0T || GNR || 4|| 3
|-
| J54 || 0-6-0T || GNR || 8|| 3
|-
| J55 || 0-6-0T || GNR || 5|| 2
|-
| J56 || 0-6-0T || GNR || 1|| 1
|-
| J57 || 0-6-0T || GNR || 1|| 0
|}

Locomotives from the GNR sheds at Boston, Retford, New England (Peterborough) and Grantham would have all been seen on the line in the Spalding and Sleaford areas with some reaching March.

In 1923 Great Central Railway locomotives from Lincoln (GCR) shed would have been seen in that area as would those from Tuxford engine shed.

British Rail
In BR days locomotives of the following classes are known to have worked the line:

 Class 25
 Class 31
 Class 37
 Class 40
 Class 47
 Class 56
 Class 58
 Class 60

Photographs of diesel locomotives between Spalding and March can be found. whilst photographs of diesel locomotives between March and Cambridge can be found here.

Post-privatisation
Since privatisation, class 66 locomotives work most freight services. This primarily consists of coal trains between Lincoln, Gainsborough and Doncaster with imported coal for power stations. Some container traffic and oil traffic is routed this way but little traffic is routed south of Lincoln.

Miscellaneous
 The section of line between St Ives and Cambridge was used for the construction of the first part of Cambridgeshire Guided Busway.
 The March–Spalding line is (2018) listed by the Campaign for Better Transport as one of 294 lines they believe should be reopened.

See also
 Lincolnshire lines of the Great Northern Railway

Further reading
Description of Whitemoor Marshalling Yard operation in Railway Wonders of the World (partwork):
Sorting Goods Wagons: The Fascinating Story of Whitemoor Marshalling Yards, where Goods Wagons are Swiftly and Automatically made up into New Trains" at
http://www.railwaywondersoftheworld.com/sorting-goods.html

An extensive description of Whitemoor Marshalling Yard appeared in the Railway Magazine, December 1929, pages 425 to 440.

Notes

References

Sources

Pre-grouping British railway companies
Great Northern Railway (Great Britain)
Great Eastern Railway
London and North Eastern Railway constituents
British joint railway companies
Rail transport in Lincolnshire


Rochefort-en-Valdaine is a commune in the Drôme department in southeastern France.

Population

See also
Communes of the Drôme department

References

Communes of Drôme


Dendrobium nobile, commonly known as the noble dendrobium, is a member of the family Orchidaceae. It has become a popular cultivated decorative house plant, because it produces colourful blooms in winter and spring, at a time when little else is in flower. It is also one of the 50 fundamental herbs used in traditional Chinese medicine, known as shí hú () or shí hú lán (). Dendrobium nobile is one of the most widespread ornamental members of the orchid family. Its blooms are variegated in colour, shading from white through pink and purple, and the many different cultivated varieties produce different sized and coloured blooms.

Dendrobium nobile is an epiphytic or lithophytic plant native to southern China (including Tibet), the Himalayas (India, Bangladesh, Assam, Nepal, Bhutan), and Indochina (Myanmar, Thailand, Laos, Vietnam). The species is also reportedly naturalized in Hawaii. It is the state flower of Sikkim.

Dendrobium nobile occurs in lowland and mountain forests, often on mossy limestone rocks. It is a tender plant that only survives winters in USDA hardiness zones 11 and above. It has strap-shaped, persistent leaves, and blooms mostly in winter and spring. It produces short, 2 to 4 flowered racemes, fragrant, waxy, and highly variable in color, arising from the upper nodes of leafed and leafless canes.

Examples of the species are grown in Kew Gardens Tropical Nursery in London and seeds are stored in the Millennium Seed Bank there.

Characteristics

Dendrobium nobile is a sympodial orchid which forms pseudobulbs. When the life cycle of the mother plant ends it produces offsets, continuing the life of the plant. The new plant then goes through the same cycle. The inflorescence is erect; during the flowering period blooms form along the length of the flowering stem. This seedling is monocot that is it forms only a single initial leaf, and the plant has thin white roots which attach themselves to another plant or object, making it an epiphytic plant.

Chemical constituents
Extract of the stems of Dendrobium nobile yielded 17 phenanthrenes (including 3,4,8-trimethoxyphenanthrene-2,5-diol, 2,8-dihydroxy-3,4,7-trimethoxyphenanthrene, 3-hydroxy-2,4,7-trimethoxy-9,10-dihydrophenanthrene, 2,8-dihydroxy-3,4,7-trimethoxy-9,10-dihydrophenanthrene, 2-hydroxy-4,7-dimethoxy-9,10-dihydrophenanthrene, 2,2'-dihydroxy-3,3',4,4',7,7'-hexamethoxy-9,9',10,10'-tetrahydro-1,1'-biphenanthrene and 2,3,5-trihydroxy-4,9-dimethoxyphenanthrene). There have been many studies on the complex chemistry of the plant.

Toxicity
Dendrobium nobile has been added to the EU novel foods catalogue as it is deemed unsafe for human consumption within food supplements without a safety assessment.

See also
 Dendrobine, a toxin found in Dendrobium nobile

References

External links

 Dendrobium nobile List of Chemicals (Dr. Duke's Databases)
 National orchid societies which give advice about the cultivation of Dendrobium nobile and other orchid species include:
 The American Orchid Society
 The Orchid Society of Great Britain

nobile
Epiphytic orchids
Flora of Indo-China
Flora of the Indian subcontinent
Orchids of China
National symbols of Sikkim
Orchids of India
Plants described in 1830
Plants used in traditional Chinese medicine


Rochefort-Samson () is a commune in the Drôme department in southeastern France.

Population

See also
Communes of the Drôme department

References

Communes of Drôme


Kathryn Tucker (born 1959) is an American attorney and the executive director of the End of Life Liberty Project, which she founded during her tenure as executive director of  the Disability Rights Legal Center. This appointment to the DRLC was opposed by every other major disability rights group and has since been terminated. She graduated from Georgetown University Law Center in 1985 and Hampshire College in 1981. Tucker has been an adjunct law professor at Lewis and Clark School of Law, Seattle University  the University of Washington, Loyola/LA and Hastings. Beginning in 1990, while an attorney at the Seattle firm of Perkins Coie, she did pro bono work for Washington Citizens for Death with Dignity, which led her into the movement to legalize physician assisted suicide.

As legal director of Compassion & Choices in 1997 Tucker argued Washington v. Glucksberg before the U.S. Supreme Court, seeking to establish a federal constitutional right to choose physician assisted suicide, but the Supreme Court concluded that PAS is not a protected liberty interest under the US Constitution. Whether to legalize PAS was left up to each individual state. Tucker successfully defended the Oregon Death with Dignity Act in Oregon v. Gonzales. In that case, the Supreme Court ruled that the Controlled Substances Act  does not allow the Attorney General to prohibit doctors from proscribing regulated drugs for use in physician assisted suicide under state law that permitted PAS.

Tucker was a lead author of a California law requiring pain management education for physicians, which passed in 2001. Tucker defends physicians who face prosecution for adequate pain management. She has published numerous articles on end-of-life issues in law, medicine and health policy journals.

Publications
 "Psychedelic Medicine: Galvanizing Changes in Law and Policy to Allow Access for Patients Suffering Anxiety Associated with Terminal Illness", __ Quinnipiac Health L. J. ___(2018, in press)
 "A Nadir of State Constitutional Jurisprudence: Failing to Protect Terminally Ill Patients' Choice for a More Peaceful Death in New Mexico" __UNM L. Rev. __(2018, in press)
 "New Vision of Health Demands New Vision of Dying", Health21 Magazine, August 17, 2017. http://health21magazine.com/article/new-vision-of-health-demands-new-vision-of-dying/
 "Building Bridges Between the Civil Rights Movements of People with Disabilities and Those with Terminal Illness", 78 Pitt. L. Rev. 329–350(2107)
 "End of Life Liberty in California", JURIST, Feb. 21, 2017, http://jurist.org/professional/2016/12/kathryn-tucker-end-of-life-liberty-in-california.php.
  "End of Life Liberty in DC", JURIST,  Dec. 15, 2016, http://jurist.org/professional/2016/12/kathryn-tucker-end-of-life-liberty.php
 "Litigating for the Right to Die", 2015 New Zealand Law Journal 172(2015)
  "Vermont's Patient Choice at the End of Life Act: A Historic "Next Generation" Law Governing Aid in Dying", 38 VT L. Rev. 687–699 (2014)
 "Give Me Liberty at My Death:  Expanding End-Of-Life Choice in Massachusetts," 58 N.Y. L.Sch. L. Rev., pp 349–366(2014)
 "Aid in Dying: an End-of-Life Option Governed by Best Practices," Journal of Health & Biomedical Law, vol. 8, pp 9–26 (2012)
 "Aid in Dying: Guidance for an Emerging End-of-Life Practice," CHEST Journal, vol. 142, no. 1, pp 218–224 (2012)
 "When Dying Takes Too Long: Activism for Social Change to Protect and Expand Choice at the End of Life," 33 Whittier Law Review pp 109–160 ( 2011)
 "Elder Law: Counseling Clients Who Are Terminally Ill," 37 William Mitchell L. Rev (no.1)  pp 118–131 (2010)
 "Aid in Dying: A Matter of Elder Justice and Civil Rights," End-of-Life Choices: Who Decides? Older Women's League Mother's Day Report, pp 33–39 (2010)
 "End-of-life Care in Idaho: Law, Medicine, Policy and Geography" the crit: a critical studies journal, vol. 3, issue 2, pp 1–19 (2010)
 "The Need for More Accurate Terminology in Discussing End-of-Life Options,"  Archives of Internal Medicine, vol. 170, no.3,  p 307 (Feb. 8, 2010)
 "Final Acts: Death, Dying, and the Choices We Make, Chapter Author:Empowering Patients at the End of Life: Law, Advocacy, Policy" Rutgers University Press (2009)
 "The Campaign to Deny Terminally Ill Patients Information and Choices at the End of Life" 30 Journal of Legal Medicine 495 (2009)
 "Empowering Terminally Ill Cancer Patients with the Option of Aid in Dying" Oncology Issues pp. 8–11(November–December (2009)
 "State of Washington, Third State to Permit Aid in Dying" Journal of Palliative Medicine Vol. 12, No 7, pp 583–584(2009)
 "At the Very End of Life: The Emergence of Policy Supporting Aid in Dying Among Mainstream Medical and Health Policy Associations" Harvard Health Policy Review Vol. 10, No. 1, pp. 45–47 (2009)
 "Ensuring Informed End-of-Life Decisions" Journal of Palliative Medicine Vol. 12, No 2., pp 119–120 (2009)
 "The Washington State Death with Dignity Act" National Academy of Elder Law Attorneys Journal Volume 21, Issue 1, pp 12–17 (2009)
 "The "Medical Right": Impact on End-of-Life Care" SSRN, available at: http://ssrn.com/abstract=1168043 (2008)
 "In the Laboratory of the States: The Progress of Glucksberg's Invitation to States to Address End of Life Choice," Michigan Law Review (2008)
 "Patient Choice at the End of Life: Getting the Language Right," 28 Journal of Legal Medicine 305–325 (2007)
 "Privacy and Dignity at the End of Life: Protecting the Right of Montanans to Choose Aid in Dying," 68 Montana Law Review 317–333 (2007)
 "U.S. Supreme Court Ruling Preserves Oregon's Landmark Death with Dignity Law," NAELA Journal,  Volume II, No. II, pp 291–301 (2006)

 "Medico-Legal Case Report and Commentary:  Inadequate Pain Management in the Context of Terminal Cancer – The Case of Lester Tomlinson," 5 Pain Medicine 214–217 (June 2004)
 "End of Life Care, a Human Rights Issue," 30 Human Rights 11 (2003)
 "A Piece of the Puzzle: Bringing Accountability to Failure to Treat Pain Adequately," 6 Journal of Palliative Medicine 615–617 (2003)
 "A New Risk Emerges:  Provider Accountability for Inadequate Treatment of Pain," 9 Annals of Long-Term Care 52–56 (2001)
 "Improving Pain Care:  A Safe Harbor is Not Enough," 11 Health Law 15 (1999)
 "Treatment of Pain in Dying Patients," 338 New England Journal of Medicine 1231 (1998); 339 New England Journal of Medicine 705 (1998)
 "The Death with Dignity Movement:  Protecting Rights and Expanding Options after Glucksberg and Quill," 82 Minnesota Law Review'' 923 (1998)

References

1959 births
Living people
American lawyers
Georgetown University Law Center alumni
Hampshire College alumni
Lewis & Clark College faculty
American women lawyers
People associated with Perkins Coie
American women academics
21st-century American women


Roche-Saint-Secret-Béconne (; Occitan: La Ròcha Sant Segret e Becona) is a commune in the Drôme department in the Auvergne-Rhône-Alpes region in Southeastern France. In 2019, it had a population of 464.

Demographics

See also
Communes of the Drôme department

References

Communes of Drôme


La Roche-sur-Grane (, literally La Roche on Grane; ) is a commune in the Drôme department in southeastern France.

Population

See also
Communes of the Drôme department

References

Communes of Drôme


La Roche-sur-le-Buis (, literally La Roche on the Buis; ) is a commune in the Drôme department in southeastern France.

Population

See also
Communes of the Drôme department

References

Communes of Drôme


Combles (; Picard: Conme) is a commune in the Somme department in Hauts-de-France in northern France.

Geography
Combles is situated on the D20 road, some  north-east of Amiens.

History

Combles was the operations centre for the battle of Bapaume during the  Franco-Prussian War of 1870–71.

Combles was again at the centre of much fighting during World War I (1914–1918), with many of its buildings damaged and many of its residents injured or killed, not to mention the numerous casualties among the forces in combat there. Many British soldiers who fell in the war are buried in the local cemetery, and there are numerous war cemeteries in the immediate surrounding area.

It has, however, been substantially developed since the war's end.

Population

See also
Communes of the Somme department

References

External links

 Combles on the Quid website

Communes of Somme (department)


The 2008 Malta International Football Tournament was the fourteenth and last edition of the Malta International Tournament, a biannual football competition organised by the Malta Football Association for a select men's national football team. It was held in Malta, from 2 February to 6 February 2008, with games played at the National Stadium in Ta' Qali.

Besides Malta's national team, Armenia, Belarus and Iceland contested this edition.

Matches

Winner

Statistics

Goalscorers

See also
 China Cup
 Cyprus International Football Tournament

References

2008
2007–08 in Maltese football
2008 in Icelandic football
2008 in Armenian football
2008 in Belarusian football


La Rochette-du-Buis (; ) is a commune in the Drôme department in southeastern France.

Population

See also
Communes of the Drôme department

References

Communes of Drôme


Romeyer (; ) is a commune in the Drôme department in southeastern France.

Population

See also
Communes of the Drôme department
Parc naturel régional du Vercors

References

Communes of Drôme


Gushan Environmental Energy Limited (), is a biodiesel producer in China that was incorporated on May 16, 2006. The Company produces biodiesel and by-products of biodiesel production, including glycerol, plant asphalt, erucic acid and erucic amide. Biodiesel is a renewable, clean-burning and biodegradable fuel produced from a variety of feedstocks, such as vegetable oil, animal fat and recycled cooking oil. Currently there are 5 production facilities located in Beijing, Shanghai, Mianyang in Sichuan province, Handan in Hebei province and Fuzhou in Fujian province, serving the northern, interior and southeastern regions of China respectively. Biodiesel is used to fuel a range of diesel engines, typically after blending with diesel, including diesel engines found in trucks, mass transit vehicles, marine vessels and generators. The by-products of its biodiesel production have commercial applications in the food, pharmaceutical and manufacturing industries. The Company sells its products in China to direct users, including marine vessel operators, petroleum wholesalers and individual retail gas stations. The Company primarily uses vegetable oil offal and used cooking oil to produce biodiesel. It acquires the raw materials supply for each of its production facilities primarily from local suppliers.

The company's biodiesel production process generates biodiesel and the by-products of biodiesel production, such as glycerine, a distillation residue of biodiesel production known as plant asphalt, erucic acid and erucic amide, which has commercial applications. Its products include biodiesel, which is a renewable, clean-burning and biodegradable alternative to diesel that can be used to power a range of diesel vehicles, including trucks, mass transit vehicles and marine vessels; glycerine and refined glycerine, which is a colorless, odorless, nontoxic liquid with uses, including use in foods and beverages, as a preservative, sweetener or softening agent, in pharmaceuticals, as a lubricant, alcohol substitute or expectorant, as a paint dissolving solvent, and in personal care products, in soap, shampoo and lotion; plant asphalt, as fuel for boilers, casting plaster and a stain remover; erucic acid, which is a fatty acid that can be extracted from rapeseed and used in the production of lubricants and polyesters, in skin and health care products, plastic photographic film manufacturing processes and as a transmission fluid additive; erucic amide, which is an anti-felt, anti-static agent for fabrics and a plastics lubricant; stearic acid, which is a fatty acid used in making plastics, soaps, cosmetics and candles.

The Company competes with China Biodiesel International Holdings, East River Energy Resources, Sinopec, Cnooc and PetroChina.

Corporate governance
The board of directors is composed of 5 directors 3 of whom are independent directors. As of 2009 they include Jianqiu Yu the principal executive officer, Deyu Chen, Kang Nam Chu, Dongming Zhang, and Denny Lee.

Production capacity

Biodiesel
The Company's aggregate annual biodiesel production capacity increased from 40,000 tons, during the year ended December 31, 2004 to 70,000 tons, 170,000 tons and 190,000 tons as of December 31, 2005 and 2006 and November 1, 2007, respectively. It produced and sold 158,994 tons of biodiesel during the year ended December 31, 2006, and 136,587 tons of biodiesel as of September 30, 2007.

Future production capacity
Gushan has stated that they are targeted to increase their annual biodiesel production capacity to 400,000 tons by the end of 2008. This prediction is in part due to two new production facilities whose construction will be completed in Hunan and Chongqing and expanding capacity at their Beijing plant.

History
In 2001, Sichuan Gushan (Sichuan Gushan Vegetable Fat Chemistry Co., Ltd.) was established in Mianyang, Sichuan and began production of biodiesel with a manufacturing capacity of 10,000 tons.
In 2003, Handan Gushan (Handan Gushan Bio-sources Energy Co. Ltd.) was established in Hebei and began to build a production line with biodiesel capacity of 30,000 tons per year which commenced production in 2004.
In 2004, the company obtained ISO9001: 2000 international quality control certification.
In 2004, a 30,000 ton biodiesel production line was added at the Sichuan facility, increasing capacity to 40,000 tons per annum
In 2005, Fujian Gushan (Fujian Gushan Bio-diesel Energy Co., Ltd.) was established in Mawei, Fuzhou, Fujian Province and the company then began building a facility with biodiesel production capacity of 100,000 tons per year which commenced production in  2006.
In 2006, Shanghai Gushan (Shanghai Gushan Bio-sources Energy Technologies Co.,Ltd.) and Beijing Gushan (Beijing Gushan Bio-sources Energy Co. Ltd.) in Beijing were established.
In 2007, a 20,000 ton biodiesel production line was added at the Sichuan facility, increasing to 60,000 tons per annum.
On December 19, 2007 an initial public offering of 18,000,000 American Depositary Shares (ADSs) began trading on the New York Stock Exchange under the symbol “GU”.
On January 24, 2008, a 50,000 ton biodiesel production was added at the new opened Beijing plant, increasing capacity to 240,000 tons per annum.
On February 19, 2008 the company announced that it has, through its newly established subsidiaries, Chongqing Gushan Bio-Sources Energy Co., Ltd and Hunan Gushan Bio-Sources Energy Co., Ltd, entered into agreements for the acquisition of land use rights to areas in Chongqing and Hunan, respectively, for the construction of biodiesel facilities in order to expand its production capacity.
On October 17, 2012, the Company announced the completion of privatization of the stock("GU") and suspension of its ADSs trading on the New York Stock Exchange ("NYSE").

See also

China Clean Energy

External links
 Official corporate site

Biodiesel producers
Oil companies of China
Renewable energy in China
Renewable resource companies established in 2001
Chinese companies established in 2001
Companies formerly listed on the New York Stock Exchange


Rottier () is a commune in the Drôme department in southeastern France.

Population

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Communes of the Drôme department

References

Communes of Drôme


Roussas is a commune in the Drôme department in southeastern France.

Population

See also
Communes of the Drôme department

References

Communes of Drôme


The 38th National Hockey League All-Star Game was held in the Hartford Civic Center in Hartford, home to the Hartford Whalers, on February 4, 1986.

Highlights
The Professional Hockey Writers' Association (PHWA) had annually chosen participants of the NHL All-Star Game prior to the league's fans voting for the starting players as of the 1986 All-Star Game. When the league's fans voted Pelle Lindbergh as a starting goaltender in the 1986 game despite his death a few months earlier, PHWA president Rod Beaton doubted that the PHWA would have been chosen Lindbergh since its members were not sentimental and took the choice seriously. Beaton felt that the fans "had voted with reasonable intelligence", and choosing Lindbergh "was a quality gesture", but was disappointed when a deserving player did not play because fans voted for a long-term star instead.

Game summary

Referee: Ron Wicks
Linesmen: Gord Broseker, John D'Amico
TV: TSN, ESPN

Sources

References

All-Star Game
National Hockey League All-Star Games
Sports competitions in Hartford, Connecticut
National Hockey League All-Star Game
Ice hockey competitions in Connecticut
20th century in Hartford, Connecticut
National Hockey League All-Star Game


Roussieux () is a commune in the Drôme department in southeastern France.

Population

See also
Communes of the Drôme department

References

Communes of Drôme


Roynac (; ) is a commune in the Drôme department in southeastern France.

Population

See also
Communes of the Drôme department

References

Communes of Drôme