The Toronto, Grey and Bruce Railway (TG&B) was a railway company which operated in Ontario, Canada in the years immediately following the Canadian Confederation of 1867. It connected two rural counties, Grey County and Bruce County, with the provincial capital of Toronto to the east.

The TG&B suffered from engineering and financial problems throughout its existence, and its struggle to finance a gauge conversion from narrow to standard gauge led to a takeover by bondholders and subsequent acquisition by the Canadian Pacific Railway through its proxy, the Ontario and Quebec Railway. The bulk of the former TG&B lines were managed under Canadian Pacific's Bruce Division, which had its divisional point at Orangeville, the junction of the original TG&B lines to Owen Sound and Teeswater.

Background

Early development of railways in the Province of Canada, which consisted of Lower Canada (Quebec) and Upper Canada (Ontario), was delayed by lack of capital and industrial infrastructure. The first major national railway development was the construction of the Grand Trunk Railway of Canada on a gauge of  from Portland, Maine to Sarnia, Canada West via Montreal and Toronto, with a branch from Richmond to Levis, near Quebec City.

Investment funds for railways were scarce in the Dominion of Canada because the economy was mainly agricultural, and most capital was tied up in land. The line was constructed by the English contractors Peto, Brassey and Betts, who undertook to raise the capital required in London if they obtained the contract. As a result of the exorbitant cost of land and charters, overbuilding stone bridges and stations to English standards, and initial lack of traffic to support the capital cost, the line was soon insolvent. This failure together with a severe recession, and the US Civil War meant that no more capital could be raised, and almost no railways were built in Canada during the 1860s.

There was a return of confidence with the Confederation of the British North American colonies into Canada in 1867, and the political promise of a transcontinental railway to the Pacific. Merchants, industrialists, and politicians of Toronto, Ontario and surrounding counties began to look for ways of opening up the back country 'bush' north of the city to settlement and trade. Lakes and rivers had been the principal means of transportation but they were frozen and unusable for 4–5 months of the year.

Road construction was primitive, and trees were cut down and laid side by side in swamps to form 'corduroy' roads. Most roads were passable in winter (hard frozen) and summer (hard baked) but impassable mud troughs in spring and fall. The government struggled to find a way to provide essential railway service inexpensively through wild, unsettled territory.

Choice of narrow gauge, promotion, and financing

A charismatic Scots-born Toronto wharfinger and trader, George Laidlaw took up the challenge. He was a business associate of the powerful Gooderham and Worts Distillery interests, and other Toronto bankers and merchants. Laidlaw advertised in newspapers in London, England, for suggestions as to how railways might be built more cheaply in Canada. He received a reply from Carl Abraham Pihl, first managing engineer of Norway's Railway Construction Bureau. Pihl had worked on the construction, under Robert Stephenson, of the first Norwegian trunk railway the Hovedbanen from Christiania (today Oslo) to Eidsvoll, which opened in 1854 where the same issues of overbuilding a line in a small farming and fishing economy, had led to an unaffordable railway.

He now advocated the use of the narrow gauge of  with all major construction in wood, which system he had developed since the early 1860s. Pihl's ideas had been noticed in Britain where the smaller Ffestiniog Railway in Wales was also proving a success. After a visit to Norway the  gauge was taken up by Sir Charles Fox and Sons, the firm founded by the eminent engineer and constructor of the Crystal Palace at the Great Exhibition of 1851. Fox had a very influential consulting practice throughout the former British Empire and Colonies and was instrumental in gaining acceptance for the  gauge in Canada, New Zealand, Australia and South Africa.

The choice of the narrow gauge led to vigorous challenges in London, England and Canada. Zerah Colburn, the editor of the London technical journal Engineering, used its columns to violently criticise the advice of Douglas Fox, the elder son of Sir Charles Fox, to the promoters, which was taken up by the Hamilton, Ontario Spectator which supported that town's claim to be the hub (rather than Toronto) of railway traffic for western Ontario.

Abraham Fitzgibbon, the chief engineer of the Queensland Railways, came to the aid of the promoters with a speech in Toronto. The main opposition to the narrow gauge came from the Wellington, Grey and Bruce Railway in the west and the Port Whitby and Port Perry Railway in the east. Both lines were proposing to build competing lines on the  "Provincial" gauge and claimed that the choice of the narrow gauge was a ruse to ensure that all the traffic of the districts would be exclusively trans-shipped at Toronto, rather than Hamilton and Whitby, Ontario. The opposition narrowly failed to defeat the narrow gauge, and Provincial Charters were granted to the Toronto and Nipissing Railway, and the Toronto, Grey and Bruce Railway, on March 4, 1868.

George Laidlaw sought to raise money to finance the construction of the narrow-gauge railways by the following means, in order of preference:
 Bonuses approved by vote of taxpayers from each township and county on the route of the line
 Provincial government grants per mile of track built, under the "Aid to Railways Act"
 Sale of Stock
 Sale of Bonds
 Loans

Laidlaw and other directors fanned out through the townships speaking at taxpayer meetings in support of bonuses for the railways. His messianic style at these meetings often generated so much enthusiasm that motions were immediately approved to grant large sums in support of the lines. On the morrow the local politicians often had second and more sober thoughts and sought to control the process themselves, trying to dictate where and when the money would be spent, and on what.

Long campaigns ensued with businessmen and progressive farmers whose lots would be near the line advocating large unconditional grants and those in more distant locations opposing the free bonuses of tax money. Generally, the response of the settlers, anxious to expand opportunities for trade and travel, was generous. However, when strongly opposed, Laidlaw's combative and insulting responses could generate such opposition that townships delayed contributing money for years or refused entirely.

By late 1874, when the TG&BR was open to Owen Sound and almost complete to Teeswater, the approximate total of the capital account, excluding minor receipts and expenses, since the start of construction in 1869, was:

Receipts ($)

 Municipal Bonuses      869,000
 Government Grants      232,000
 Calls on Stock         271,000
 Sale of Bonds        1,201,000

Total Receipts         2,573,000

Expenditures ($)

 Engineering            206,000
 Right of Way            47,000
 Construction         1,649,000
 Iron and Fastenings    368,000
 Rolling Stock          392,000

Total Expenditures     2,562,000

Contrary to the hopes of the promoters, the proceeds from bonuses, grants, and stock sales fell short of paying for construction of the roadbed and structures by over $400,000. This deficit and the cost of purchasing iron and equipment had to be made up by issuing bonds whose guaranteed interest payments were a heavy burden on the income of the TG&BR and ultimately were to prove fatal to its prospects.

The Act empowering the Toronto, Grey and Bruce specified that the railway should extend from Toronto via Orangeville, to Mount Forest and Durham, where it would split into a northerly branch to Southampton and a southerly one to Kincardine. Another branch north to Owen Sound was to commence at Mount Forest or Durham. A line from Toronto first had to get to the Humber Valley at Weston by means of a third rail in the 5 ft 6in gauge track of the Grand Trunk Railway, proceed up the Humber Valley to Bolton, Ontario and then traverse the Caledon Mountain to gain Orangeville via the Credit Valley. The line would then go west to Arthur, and then north to Mount Forest.

On the lower part of the line, as far as Orangeville, municipal bonuses were generally given freely and generously, but beyond that place Garafraxa and Luther townships did not contribute towards the 15 miles of the line along their township borders. At first blocked from reaching Owen Sound via Durham, the TG&BR eventually soundly trounced the Wellington, Grey and Bruce Railway in bonus elections in Grey County, and reached Owen Sound via Shelburne and Dundalk, Ontario. The TG&BR lost most of its battles with the WG&BR in Bruce County. Eventually it abandoned any hope of reaching Kincardine and settled for a western terminus at Teeswater.

Engineering

The Toronto, Grey and Bruce and the Toronto and Nipissing Railways were promoted at the same time and with similar objectives by an interlocking group of Ontario businessmen and politicians. It is not surprising that the group saved by employing one chief engineer to apply the same design principles and choices on both lines. The first consulting engineer in Canada was John Edward Boyd of New Brunswick, who conducted the preliminary surveys over the ground to Orangeville and Uxbridge.

Douglas Fox came to Canada several times in 1868 and 1869 to support the parliamentary campaign and verify the surveys. On his return to England in summer of 1869, he made arrangements for an associate, Edmund Wragge, to come to Canada at once to take up the engineering of both lines. In August Wragge visited Pihl in Norway to see his narrow gauge lines and arrived in Toronto in September 1869. The tenders for the first sections of line were immediately put out.

The engineering of the TG&BR was of the more substantial nature on the two lines; including three major bridges at the crossing of the Humber River, the Grand River, and the Saugeen River at Mount Forest; and the ascent of the Niagara Escarpment (Caledon Mountain) between Mono Road and Charleston (now Caledon village) which involved a "horseshoe" reverse curve of  radius and a gradient of 2% or 1:50.

The line leaving Toronto Union Station through Parkdale from 1873 to 1879 offered the unusual coincidence of parallel running with the -gauge Northern Railway of Canada and two  (standard-gauge) rail lines.  Wragge appointed Alan McDougall as his first resident engineer on the TG&BR. Later one of the resident engineers was Charles Sproatt of Toronto, who later became Toronto City Engineer. Edmund Wragge remained Chief Engineer of the Toronto, Grey and Bruce Railway until its absorption into the CPR.

Construction

The successful contract bidder on the first section of the Toronto, Grey and Bruce Railway as far as Mount Forest was Frank Shanly. The line was opened to Orangeville in September and to Mount Forest in December 1871.

The contract for the Grey Extension from Orangeville Junction to Owen Sound was split between Frank Shanly (Orangeville Junction to Berkeley), and William Innes McKenzie (Owen Sound to Berkeley), completed in August 1873. Shanly completed this work satisfactorily but subsequently encountered financial difficulties with a Midland Railway of Canada contract, and the work on the Bruce Extension from Mount Forest to Harriston was awarded solely to McKenzie. After the death of his partner, John Shedden, William Innes McKenzie himself became insolvent and the line from Harriston to Teeswater was completed in November 1874 by small contractors from Mount Forest.

Locomotives

The first locomotives on the TG&BR were a 4-6-0 and some smaller 4-4-0s ordered from the Avonside Engine Company by George Laidlaw, and John Gordon during a visit to England in the Spring of 1869. This was before the appointment of Edmund Wragge as Chief Engineer, and it is likely that they were advised to order them by Douglas Fox based on his similar recommendations for the Queensland Railways. In 1872 a Fairlie 0-6-6-0 was received from Avonside together with another, larger, 4-6-0. Then followed two small 2-6-0s from the Baldwin Locomotive Works. The final order to Avonside was for three small and one large 4-6-0. late delivery of these engines from England in 1873 was responsible in large part for the locomotive  order going to Baldwin for six 2-8-0s delivered in 1874. The most successful of all these locomotives, judged by their utilisation, were the Avonside 4-6-0s. One of the 4-4-0s and several of the 4-6-0s and 2-8-0s continued in  standard-gauge service with the Canadian Pacific Railway (CPR).

Some details of these TG&BR locomotives have long been confused in early historical reviews, and the errors repeated in subsequent publications. Reference to the original company records held by Library and Archives Canada, the published Annual Reports of the Company, the Avonside Engine Company records held at the Leeds Industrial Museum (UK), and the Baldwin Order books in the DeGolyer Library of Southern Methodist University have established the correct numbering and data cited below:

Rolling stock
Based partly on contemporary British railway practice, the experience of Sir Charles Fox and Sons on the Queensland Railways, and Carl Abraham Pihl's work in Norway, the early rolling stock was intended to consist of short four-wheel boxcars, and longer six-wheel flat and passenger cars using Clark's radial axle arrangement. The four-wheel boxcars were reliable and suited the traffic at first but became too small for the increasing traffic and were not added to after 1874. Many became wayside grounded tool vans after gauge standardisation.

The first longer flatcars were built using imported sets of Clark's radial gear and put into service with the construction contractors. The intention was that they would go more easily around tight curves. Whether through bad design, poor assembly, or abuse and heavy uneven loading by the construction gangs, the six-wheel cars proved disastrously prone to derailment and were soon put aside in favour of cars re-equipped with two standard North American four-wheel trucks (bogies). The passenger cars were never used in six-wheel form due to safety concerns.

Most of the early TG&BR freight and passenger cars were built by Dickey, Neill and Company at the Beverley Street Foundry, Toronto. The Company was a substantial investor in the TG&BR. The first passenger cars were notable in having a compound curved roof with a high centre section, giving extra headroom over the centre gangway; an arrangement often seen on horse-drawn streetcars of the period. Some later freight cars were built by the James Crossen Works, of Cobourg. Four larger and more luxurious passenger cars were obtained in 1874 from Jackson and Sharp of Wilmington, Delaware.

In the mid-1870s, the TG&BR owned 18 cars in passenger and mail service, and 466 freight cars of all types.

Operation

Passenger and freight traffic on the Toronto, Grey and Bruce Railway grew strongly at first, challenging the ability of the line to carry all that was offered.  The TG&BR directors reacted tardily, causing many complaints about the backlogs of traffic. Eventually they did buy substantial numbers of new locomotives and freight cars, just in time to suffer the devastating effects of poor grain harvests and the business recession of the mid-late 1870s. This weighed heavily on the line's ability to pay a return on the capital invested, and the TG&BR entered a period of constant insolvency, and recurrent efforts to re-structure the debt.

Lumber and firewood gradually declined and was not compensated for by the expected increase in agricultural produce. Operating ratios (costs/receipts) were worse than the T&NR, but not substantially different from those of other small Ontario railways of the period. They were substantially worse than those of large railways such as the GTR and CPR. The gross TG&BR profit was barely equivalent to 4-5% on its outstanding bonds, which had been sold with a guaranteed return of 7-8%. This left nothing for renewals of equipment and trackage or for the stockholders. The Grey extension to Owen Sound carried a vigorous traffic in passengers and freight, for onward carriage to the Lakehead by steamers. The Bruce extension to Teeswater was very sparsely used in the 1870s and there were continuous efforts to devise an economic passenger service to suit the circumstances.

The typical passenger service consisted of two trains per day each way between Owen Sound and Toronto; there was only one return trip each day from Teeswater to Orangeville. Orangeville had three trains a day to and from Toronto. Freight traffic over the Caledon Hills and the heights near Dundalk required powerful 4-6-0 and 2-8-0 locomotives, which seem to have handled the traffic comfortably, although trains often had to be divided between Mono Road and Charleston (Caledon). The small narrow-gauge engines were able to cope with normal winter weather, but there were major blockages of the line in the 'snowbelt' country above Orangeville, which sometimes closed the line for several weeks. The TG&BR was sometimes unable, for many months, to pay the overtime wages for manually clearing these drifts. There were few public accidents, but a severe toll of industrial fatalities to the operating staff.

The most dangerous job was brakesman, with many young men being crippled or killed when walking along the tops of vehicles to manually screw down brakes and when manually coupling cars using the highly dangerous link-and-pin couplers. The worst incident on the TG&BR occurred at Arthur when a passenger was killed by shots fired at a train crew by drunken members of the Orange Order on July 12, 1872.

Change of gauge and absorption by the Canadian Pacific Railway

The poor financial returns on investment of all small Ontario railways in the late 1870s caused severe discontent among the bondholders. Many charged that the TG&BR's troubles were due to the narrow gauge which made freight haulage uneconomical. From 1877, there were many calls for converting the gauge to , but in fact, the line had no lack of capacity. The real issue was overcapacity during a protracted traffic slump.

In any case, no one would volunteer the capital to convert the gauge. Eventually, there were warnings that the line was becoming unsafe by the deterioration of wooden trestles and iron rails and would soon have to close. The bondholders lost patience and seized the line. They approached the Grand Trunk Railway, which obtained control of the TG&BR and financed the renewals and gauge conversion in late 1881. Unfortunately, the GTR encountered its own financial problems in digesting the Great Western Railway and had to cede control to the Ontario and Quebec Railway, a proxy for the Canadian Pacific Railway, on August 1, 1883.

See also

 Narrow-gauge railways in Canada
 Toronto and Nipissing Railway
 List of Ontario railways
 Rail transport in Ontario
 History of rail transport in Canada
 List of defunct Canadian railways

Notes

References

External links
 "Narrow Gauge Through the Bush", Charles Cooper's Railway Pages
"Toronto Grey and Bruce", R. L. Kennedy's Old Time Trains
"Narrow Gauge Through the Bush", R. Milland Pages

Defunct Ontario railways
Narrow gauge railways in Ontario
3 ft 6 in gauge railways in Canada
Canadian Pacific Railway subsidiaries
1868 establishments in Ontario
Rail transport in Owen Sound
History of rail transport in Grey County
Rail transport in Bruce County
Rail transport in Dufferin County
Transport in Orangeville, Ontario
History of rail transport in Wellington County, Ontario
History of rail transport in Huron County, Ontario
Canadian companies established in 1868


The Toronto and Nipissing Railway (T&N) was the first public narrow-gauge railway in North America. It chartered in 1868 to build from Toronto to Lake Nipissing in Ontario, Canada, via York, Ontario, and Victoria counties. At Nipissing it would meet the transcontinental lines of the Canadian Pacific, providing a valuable link to Toronto. It opened in 1871, with service between Scarborough and Uxbridge. By December 1872 it was extended to Coboconk, but financial difficulties led to plans of the line being built further abandoned at this point. The railway merged with the Midland Railway of Canada in 1882.

A series of mergers, bankruptcies and ownership changes eventually turned this right of way into the CN Uxbridge Subdivision, at least the portions north of the CN Kingston Subdivision at Scarborough Junction. Passenger service was offered to Markham and then Stouffville, before the service passed to Via Rail, and then to GO Transit in 1982. The lines are currently used both by CN in the southern reaches for freight, as well by GO for interurban rail service as their Stouffville line. The lines are still in place as far as Uxbridge, and the section between Stouffville and Uxbridge is used by the York-Durham Heritage Railway for tourist runs.

Early history

Early development of railways in the Province of Canada, which consisted of Canada East (Quebec) and Canada West (Ontario), was delayed by lack of capital and industrial infrastructure. The first major national railway development was the construction of the Grand Trunk Railway of Canada on a gauge of  from Portland, Maine to Sarnia, Canada West via Montreal and Toronto, with a branch from Richmond to Levis near Quebec City. Investment funds for railways were scarce in the Province of Canada because the economy was mainly agricultural, and most capital was tied up in land. The line was constructed by the English contractors Peto, Brassey and Betts, who undertook to raise the capital required in London if they obtained the contract. As a result of the exorbitant cost of land and charters, overbuilding stone bridges and stations to English standards, and initial lack of traffic to support the capital cost, the line was soon insolvent. This failure, together with a severe recession and the American Civil War, meant that no more capital could be raised and almost no railways were built in Canada during the 1860s.

There was a return of confidence with the Confederation of the British North American colonies into Canada in 1867, and the political promise of a transcontinental railway to the Pacific. Merchants, industrialists, and politicians of Toronto, Ontario and surrounding counties began to look for ways of opening up the back country 'bush' north of the city to settlement and trade. Lakes and rivers had been the principal means of transportation, but they were frozen and unusable for 4–5 months of the year. Road construction was primitive; trees were cut down and laid side by side in swamps to form 'corduroy' roads. Most roads were passable in winter (hard frozen) and summer (hard baked), but impassable mud troughs in spring and fall. Railways were essential, but had to be built cheaply enough to serve a wild and unsettled region.

Choice of narrow gauge, promotion and financing

A charismatic Scots-born Toronto wharfinger and trader, George Laidlaw, took up the challenge. He was a business associate of the powerful Gooderham and Worts Distillery interests, and other Toronto bankers and merchants. Laidlaw advertised in newspapers in London, England for suggestions as to how railways might be built more cheaply in Canada. He received a reply from Carl Abraham Pihl, first managing engineer of Norway's Railway Construction Bureau. Pihl had worked on the construction, under Robert Stephenson, of the first Norwegian trunk railway – the Hovedbanen from Christiania (today Oslo) to Eidsvoll – which opened in 1854, where the same issues of overbuilding a line in a small farming and fishing economy had led to an unaffordable railway.  He now advocated the use of the narrow gauge of  with all major construction in wood, which system he had developed since the early 1860s. Pihl's ideas had been noticed in Britain where the smaller Ffestiniog Railway was also proving a success. After a visit to Norway, the 3 ft 6 in gauge was taken up by Sir Charles Fox and Sons, the firm founded by the eminent engineer and constructor of the Crystal Palace at the Great Exhibition of 1851. Fox had a very influential consulting practice throughout the former British Empire and Colonies and was instrumental in gaining acceptance for the  gauge in Canada, New Zealand, Australia and South Africa.

The choice of the narrow gauge led to vigorous challenges in London, England and Canada. Zerah Colburn, the editor of the London technical journal Engineering, used its columns to violently criticise the advice of Douglas Fox, the elder son of Sir Charles Fox, to the promoters, and this was taken up by the Hamilton Spectator, which supported that town's claim to be the hub (rather than Toronto) of railway traffic for western Ontario. Abraham Fitzgibbon, the chief engineer of the Queensland Railways, came to the aid of the promoters with a speech in Toronto. The main opposition to the narrow gauge came from the Wellington, Grey and Bruce Railway in the west and the Port Whitby and Port Perry Railway in the east. Both lines were proposing to build competing lines on the  "Provincial gauge", and claimed that the choice of the narrow gauge was a ruse to ensure that all the traffic of the districts would be exclusively trans-shipped at Toronto, rather than Hamilton and Whitby. The opposition narrowly failed to defeat the narrow gauge, and provincial charters were granted to the Toronto and Nipissing Railway and the Toronto, Grey and Bruce Railway on March 4, 1868.

George Laidlaw sought to raise money to finance the construction of the narrow-gauge railways by the following means, in order of preference:

 Bonuses approved by vote of taxpayers from each township and county on the route of the line
 Provincial government grants per mile of track built, under the "Aid to Railways Act"
 Sale of stock
 Sale of bonds
 Loans

Laidlaw and other directors fanned out through the townships, speaking at taxpayer meetings in support of bonuses for the railways. His messianic style at these meetings often generated so much enthusiasm that motions were immediately approved to grant large sums in support of the lines. On the morrow, the local politicians often had second and more sober thoughts and sought to control the process themselves, trying to dictate where and when the money would be spent, and on what. Long, drawn-out campaigns ensued, with businessmen and progressive farmers whose lots would be near the line advocating large unconditional grants, and those in more distant locations opposing the free bonuses of tax money. Generally, the response of the settlers, anxious to expand opportunities for trade and travel, was generous. But, when strongly opposed, Laidlaw's combative and insulting responses could generate such opposition that townships delayed contributing money for years, or refused entirely.

Contrary to the hopes of the promoters, the proceeds from bonuses, grants, and stock sales fell short of paying for construction of the roadbed and structures. This deficit, and the cost of purchasing iron and equipment, had to be made up by issuing bonds whose guaranteed interest payments were a heavy burden on the income of the T&NR, and ultimately were to prove fatal to its prospects. Gooderham and Worts had a vital interest in maintaining supplies of firewood for fuel and grain for its production processes, and for several years it was loans and other support from the distillery company which kept the T&NR afloat.

The Nipissing Act of Parliament was vague, and even the promoters were uncertain for some time as to the exact scope of the proposed railway. The T&NR Prospectus of April 1869 speaks of an  ‘first section’ to Coboconk, with a branch of  to the town of Lindsay. Such a branch was never built by the T&NR, although the connection was eventually made by the Whitby, Port Perry, and Lindsay Railway via a junction at Blackwater. The first objectives were the towns of Markham and Stouffville in York County, and Uxbridge in Ontario County. These could be reached on a direct line through the well-established villages of Scarborough Township. Once at Uxbridge (), Laidlaw's next objective was Lake Nipissing () and a junction with the future Pacific Railway. The provisional mainline terminus of the T&NR, on the way to Lake Nipissing, was to be Coboconk.

On the lower and longer settled part of the line, as far as Uxbridge, municipal bonuses were generally given freely and generously, but beyond that place townships were sometimes less enthusiastic. Whitchurch, Reach, and Mariposa accounted for  of line, but gave nothing. Further north, some remote townships such as Bexley responded handsomely. The T&NR's main opponents were the Northern Railway of Canada in the west and the Port Whitby and Port Perry Railway in the east. Neither seriously blocked its territorial advance but were instrumental in persuading some townships not to vote bonuses.

Surveys of a line beyond Coboconk, and as far as Minden, Ontario, were made, but it was never found economic to blast a way through such rough uninhabited territory, and the line never did go to Lake Nipissing.

The lack of communications in that part of east York County lying between the line of the Northern Railway of Canada through Newmarket, and the Toronto and Nipissing Railway through Uxbridge convinced local politicians that a cheap narrow-gauge line connecting with the T&NR at Stouffville and running north to Lake Simcoe near Sutton would enhance the agricultural and forest trade in the area and tap the Lake Simcoe steamer traffic. The 26 mile, 3 ft 6 in gauge line was promoted as the Lake Simcoe Junction Railway.

Engineering
The Toronto and Nipissing Railway and the Toronto, Grey and Bruce Railways were promoted at the same time, and with similar objectives, by an interlocking group of Ontario businessmen and politicians. It is not surprising that the group should decide to economise by employing one chief engineer who would apply the same design principles and choices on both lines. The first consulting engineer in Canada was John Edward Boyd of New Brunswick, who conducted the preliminary surveys over the ground to Uxbridge and Orangeville. Douglas Fox came to Canada several times in 1868 and 1869 to support the parliamentary campaign and verify the surveys. On his return to England in the summer of 1869, he made arrangements for an associate, Edmund Wragge, to come to Canada at once to take up the engineering of both lines. In August, Wragge visited Pihl in Norway to see his narrow-gauge lines, and arrived in Toronto in September 1869. The tenders for the first sections of line were immediately put out.

The engineering of the T&NR and the LSJR was of a much less substantial nature than on the TG&BR, with only one significant trestle over the Rouge River between Unionville and Markham.  The ruling gradient was 2% or 1:50 between Goodwood and Uxbridge, and the minimum curvature was . Wragge appointed John Charles Bailey as his first resident engineer on the T&NR. When Wragge became general manager of the TG&BR in 1874, Bailey became chief engineer of the Toronto and Nipissing Railway. Bailey was also the chief engineer for the construction of the Lake Simcoe Junction Railway.

Construction
The successful contract bidder on the first section of the Toronto and Nipissing Railway as far as Uxbridge was John Ginty of Toronto. The first  used a third rail on the -gauge Grand Trunk Railway easterly from Toronto's Berkeley Street Station to Scarborough Junction.  The line became the first Canadian narrow-gauge common carrier when opened to Uxbridge on 12 July 1871. Much of the contract beyond Uxbridge was undertaken by Edward Wheler, a miller and businessman of Stouffville, and  of rail line was opened to Coboconk on 26 November 1872. The panic of 1873 halted further construction toward Lake Nipissing.  In 1876, the Lake Simcoe Junction Railway Company, formed by citizens of York County, awarded a contract to John Naismith and Co. (in association with Frank Shanly) to build a  line from Stouffville Junction to Sutton and a Lake Simcoe steamer dock at Jackson's Point. This branch line was opened in December 1877.

Stations

Coboconk
The historic building was relocated to its present location off Portage Road west of Highway 35 (Laidlaw Heritage Village) in 1995 and is now used by 314 Hood Royal Canadian Sea Cadets.
Formerly, it was near the RONA Tri-county Building Supplies store at .

Kirkfield
The station was located in the village of Kirkfield in the Kawartha Lakes, near 1834 Victoria Road on the east side. . The 1892 stationed burned down in 2001.

Eldon
In Eldon, Ontario on southside of Eldon Station Road west of Prospect Road. . Station burned down or demolished in 1962.

Lorneville
Junction with the Midland Railway of Canada. . Station moved over.

Cannington

Stationed burned down in fire in 1968, Mount Albert Station is relocated to Cannington Community Centre off of Elliot Street.

Sunderland
Station demolished 1969.

Blackwater
Junction with a connecting spur to Coboconk. One storey wood station demolished in the 1960s and station area now part of conservation area. Tracks removed but now used as trail. Bridge on west side of Highway 7/12 used for users on trail.

Uxbridge
Station still exists and used by York-Durham Heritage Railway. See Uxbridge railway station (Ontario).

Goodwood
Demolished in 1960 and only a siding remains.  Flag stop shelter replaced station and removed in 1980s when passenger service by CN ended in 1978.

Stouffville
See Stouffville GO Station. 1886 station burned down and last station demolished in 1982 was converted house and annex added.

Markham
Restored and in use as station. See Markham GO Station

Unionville
Used as station until 1991 and now a community centre. See Unionville Station

Scarborough
Formerly near Scarborough GO Station the 1871 station burned down in 1960. Now site vacant land between tracks.

Toronto
Berkeley Street Station west of the Gooderham and Worts Distillery. Now parking lot north of Parliament  Square Park.

Locomotives
The first locomotive on the T&NR was a small 4-4-0 ordered from the Avonside Engine Company by George Laidlaw, and John Shedden during a visit to England in the Spring of 1869. This was before the appointment of Edmund Wragge as Chief Engineer, and it is likely that they were advised to order it by Douglas Fox based on his similar recommendations for the Queensland Railways. The largest order placed by the T&NR was for six small 4-4-0s from the Canadian Engine & Machinery Company of Kingston, Ontario delivered in 1870–71. It is significant that John Shedden, President of the T&NR, was also a Director of CE&MC. In 1872 a Fairlie 0-6-6-0 was received from Avonside together with another, larger, 4-6-0. Then followed two small 4-6-0s and one large 4-6-0 from Avonside. The most successful of all these locomotives, judged by their utilisation, were the Avonside 4-6-0s. Four of the locomotives were damaged beyond repair during a January 1883, fire at Uxbridge, Ontario and the remainder were sold following gauge standardisation and amalgamation with the Midland Railway of Canada.

The numbers and names of these T&NR locomotives have long been confused in early historical reviews, and the errors repeated in subsequent publications. Reference to the original company records held by Library and Archives Canada, the published Annual Reports of the company, and the Avonside Engine Company records held at the Leeds Industrial Museum (UK) have established the correct numbering and naming, cited below.

Rolling stock

Based partly on contemporary British railway practice, the experience of Sir Charles Fox and Sons on the Queensland Railways, and Carl Abraham Pihl's work in Norway, the early rolling stock was intended to consist of short four-wheel boxcars, and longer six-wheel flat and passenger cars using Clark's radial axle arrangement. The four-wheel boxcars were reliable and suited the traffic at first, but became too small for the increasing traffic, and were not added to after 1874. Many became wayside grounded tool vans after gauge standardisation. The first longer flatcars were built using imported sets of Clark's radial gear and put into service with the construction contractors. The intention was that they would go more easily around tight curves. Whether through bad design, poor assembly, or abuse and heavy uneven loading by the construction gangs, the six-wheel cars proved disastrously prone to derailment and were soon put aside in favour of cars re-equipped with two standard North American four-wheel trucks (bogies). The passenger cars were never used in six-wheel form due to safety concerns.

Most of the T&NR freight and passenger cars were built by the St. Lawrence Foundry, on Parliament Street, Toronto; the foundry was just a short distance from the main T&NR locomotive and car depot at Berkeley Street. William Hamilton, the owner of the foundry, was a substantial investor in the T&NR. Based on contemporary sources the passenger cars were painted a 'straw' colour.

Operation

Passenger and freight traffic on the Toronto and Nipissing Railway grew strongly at first, challenging the ability of the line to carry all that was offered. Lumber and firewood traffic always remained strong. The T&NR directors reacted promptly by buying substantial numbers of new locomotives and freight cars, but then the effects of poor grain harvests and the business recession of the mid-late 1870s weighed heavily on the line's ability to pay a return on the capital invested. Operating ratios (costs/receipts) were no worse than other small Ontario railways of the period, but substantially worse than those of large railways such as the GTR and CPR. The gross profit was barely equivalent to 5-6% on its outstanding bonds, which had been sold with a guaranteed return of 7-8%. This left nothing for the stockholders, or for renewals of equipment and trackage. The LSJR branch to Sutton and Lake Simcoe did not add an amount of traffic proportional to the cost of construction.

The typical passenger service consisted of two trains per day each way between Midland Junction (Lorneville) and Toronto; one of these trains extended to Coboconk; there was only one return trip each day from Sutton to Stouffville.  The small narrow-gauge engines were able to cope with normal winter weather, but there was no money for snow clearing after severe storms and Gooderham and Worts sometimes paid for this work in order to maintain their distillery fuel supplies.  Sometimes it took a month to clear the line with manual labour. There were few public accidents, but a severe toll of industrial fatalities to the operating staff. The most dangerous job was brakeman, with many young men being crippled or killed when walking along the tops of vehicles to manually screw down brakes, and when manually coupling cars using the highly dangerous link and pin couplers. The worst accident occurred when the boiler of the Fairlie engine Shedden (see illustration above) exploded at Stouffville on January 31, 1874, due to the safety valves being tied down to increase haulage power, killing three enginemen.

Change of gauge and absorption by the Midland Railway of Canada

The poor financial returns on investment of all small Ontario railways in the late 1870s caused severe discontent among the bondholders. Many charged that the T&NR's troubles were due to the narrow gauge which made freight haulage uneconomic, but in fact the line's financial performance was better than most of its neighbours, and there was no lack of capacity. The real issue was overcapacity during a protracted traffic slump. The T&NR along with several other bankrupt lines was amalgamated in early 1882 into the Midland Railway of Canada. The MRC by this time was a proxy for the Grand Trunk Railway in its fight with the CPR for control of Ontario rail traffic. The Midland quickly laid a third rail in the track from Midland Junction (Lorneville) to Scarborough Junction and thus gained prized standard-gauge access to Toronto. The narrow-gauge third rail was removed by 1883, and the whole Midland Railway of Canada was leased by the Grand Trunk Railway on January 1, 1884.

Heritage railway

The York-Durham Heritage Railway operates since 1996 on weekends from June through mid-October with Santa Runs in late November to mid December over 4 weekends, between the Uxbridge Station on the Metrolinx Uxbridge Subdivision and the Stouffville GO Station.

See also

 Toronto, Grey and Bruce Railway
 Narrow-gauge railways in Canada
 List of gauge conversions
 List of Ontario railways
 Rail transport in Ontario
 History of rail transport in Canada

References

External links
'Narrow Gauge Through the Bush' R Milland Pages

Midland Railway of Canada
Defunct Ontario railways
Narrow gauge railways in Ontario
3 ft 6 in gauge railways in Canada
Predecessors of the Grand Trunk Railway
Transport in Whitchurch-Stouffville
History of rail transport in the Regional Municipality of Durham
History of rail transport in the Regional Municipality of York


Retrospective is a best-of compilation album released in the US of Leaether Strip.

Track listing
 Japanese Bodies
 Zyclon B
 Anti US (Psycho Strip Edit)
 How Do I Know
 Strap Me Down
 Razor Blades (Go Berzerk)
 Don't Tame Your Soul
 No Rest for the Wicked
 Adrenalin Rush
 Nosecandy
 Turn to Stone
 Face of Evil
 Take the Fear Away
 Lies to Tell (Lights of Euphoria Remix)

Leæther Strip compilation albums
2007 compilation albums
Zoth Ommog Records compilation albums


The 2008–09 CONCACAF Champions League was the 44th edition of the premier association football club competition organized by CONCACAF, the regional governing body of North America, Central America, and the Caribbean. This was the first iteration of the competition to be known as CONCACAF Champions League, having been previously known as the CONCACAF Champions' Cup.

The championship began on August 26, 2008, and it concluded on May 12, 2009. Atlante of Mexico won the championship after defeating Cruz Azul, also from Mexico in the final. As champions, they represented CONCACAF in the 2009 FIFA Club World Cup.

Qualification

24 teams from 13 nations participated in the 2008–09 CONCACAF Champions League from the North American, Central American, and Caribbean zones.  Nine of the teams came from North America, twelve from Central America, and three from the Caribbean. Below is the qualification scheme for the 2008-09 competition:

Teams in bold qualify directly for the group stage.

1 New England was both the 2007 U.S. Open Cup winners and the 2007 MLS Cup runners-up, so Chivas USA  claimed USA4 as the 2007 MLS Supporters' Shield runners-up.

2 Saprissa was both the 2007 Invierno and 2008 Verano winners, so Alajuelense has claimed CRC2 as the 2008 Verano runners-up.

3 Luis Ángel Firpo was both the 2007 Apertura and 2008 Clausura winners, so Isidro Metapán has claimed SLV2 as the 2008 Clausura runners-up.

4 San Francisco was both the 2007 Clausura and 2008 Apertura winners, so Tauro has claimed PAN2 as the 2008 Apertura runners-up.

Format
There was a two-legged preliminary round for 16 clubs, with the eight winners advancing to the group stage.  They were joined by the other eight teams who were seeded directly into the group stage.  The clubs involved in the group stage were placed into four groups of four with each team playing the others in its group in both home and away matches.  The top two teams from each group will advance to the knockout rounds, which will consist of two-legged ties.  The final round, to be held in late April 2009, was also two-legged.  Also, unlike the previously contested CONCACAF Champions' Cup, the away goals rule is used in the CONCACAF Champions League, but does not apply after a tie goes into extra time.

Schedule

Preliminary round

The draw for the preliminary round was held on 11 June 2008 in New York City.  The first legs of the preliminary round were played  26–28 August 2008, while the second legs were played 2–4 September 2008.

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The effects of Hurricane Gustav led to the cancellation of the first leg of the Harbour View - UNAM tie, and as a result the tie was contested as a single match.

Group stage

The Group Stage draw was held on 11 June 2008 in New York City and was unveiled on 16 June 2008. Winners and runners-up of each group advance to the quarterfinals.

Group A

Cruz Azul were ranked ahead of Saprissa based on head-to-head record, which is the first tiebreaker.

Group B

Group C

Atlante were ranked ahead of Montreal Impact based on head-to-head record, which is the first tiebreaker.

Group D

Puerto Rico Islanders were ranked ahead of Tauro based on head-to-head record, which is the first tiebreaker.

Championship round

The draw for the championship round was held on 10 December 2008. In each round, teams will play their opponent once at home and once away. The four group winners from the group stage will play the second leg at home in the quarterfinals. The order of the home and away matches for the semifinals and Finals were determined at the draw.

In all rounds, if two teams are tied after both legs then two 15-minute halves of extra time are played. If the two teams are still tied on total goals after extra time, a penalty shootout determines the winner.

Bracket

Quarterfinals
The first legs of the quarterfinals were played from 24 February 2009 to 26 February 2009, while the second legs were played from 3 March 2009 to 5 March 2009.

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Semifinals
The first legs of the semifinals were played on 17 March and 18 March 2009, while the second legs were played on 7 April and 8 April 2009.

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Final

The two-legged Final was played on 22 April and 12 May 2009.  The second leg was originally scheduled for 29 April, but was postponed until 12 May by CONCACAF due to concerns over an outbreak of Swine Flu in Mexico.

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Top goalscorers

References

CONCACAF Champions Cup seasons
1


Paul Rebeyrolle (3 November 1926 in Eymoutiers – 7 February 2005 in Côte-d'Or) was a French painter.

Life and works
As a child he had tuberculosis of the bone, which caused for long periods of immobility. Later he studied in Limoges and joined the French Communist Party. He ultimately broke with the party because of events related to the Hungarian Revolution of 1956.

His art is often concerned with landscapes, but is marked by violence and rage. He received praise from François Pinault, Jean-Paul Sartre, Michel Foucault and others. Some of his famous works are called "Frogs" 1966, "Still Life" 1966, and "Trout" 1956.

Where to see his works
Rebeyrolle has his own Museum, the "Espace Paul Rebeyrolle", located near his birthplace, in Eymoutiers (30 miles east of Limoges).

References

20th-century French painters
20th-century French male artists
French male painters
21st-century French painters
21st-century French male artists
1926 births
2005 deaths
Prix Fénéon winners


Branch insignia of the Ukrainian Armed Forces refers to one of several military emblems that may be worn on the uniform of the Ukrainian Armed Forces to denote membership in a particular area of expertise.

History
Most insignia have been in use since independence in 1991. Many of these insignia are direct copies of their equivalents in the Soviet Armed Forces of the late 1980s to early 1990s. In July 2016, the Ukrainian Armed Forces introduced new insignia.

Branch of Service Insignia

2016-present
The following are the branch insignia emblems of the Ukrainian Armed Forces used from 2016 to the present:

2007-2016
The following are the branch insignia emblems of the Ukrainian Armed Forces used from 2007 to 2016:

References

External links
Branch Insignia

Branch Insignia


Frédérik Peeters (; born 14 August 1974 in Geneva) is a contemporary Swiss graphic novelist.

Biography
Peeters received his bachelor of arts degree in visual communication from the École Supérieure d’Arts Appliqués in Geneva in 1995. Peeters currently lives with his partner Cati, her son, and their daughter in Geneva.

His autobiographical graphic novel Blue Pills received the Polish Jury Prize at the Angoulême International Comics Festival, where it was also nominated for Best Book. Blue Pills also won the Premios La Cárcel de Papel in Spain for Best Foreign Comic. This is his first work to be translated into English.

Other graphic novels include Pachyderme (nominated for the Grand Prix at the Angoulême International Comics Festival 2010), Lupus, RG, and Koma.  He has worked with documentary film-maker Pierre Oscar Lévy on an adaptation of Blue Pills for that medium. Subsequently, in 2010 the two collaborated on a science fiction graphic novel, available in English in 2011 as Sandcastle. The novel was adapted into an M. Night Shyamalan film, Old.

He is also the author and illustrator of Aâma, a science-fiction series released in four parts between March 2014, and September 2015.

References

External links

 Interview in The Guardian
 Frederik Peeters offizielle tumblr Seite
 Another site

1974 births
Graphic novelists
Swiss comics writers
Swiss comics artists
Swiss expatriates in France
Living people


"The Queen of Air and Darkness" is a science fiction novella by American writer Poul Anderson, set in his History of Rustum fictional universe. Originally published in the April 1971 issue of The Magazine of Fantasy and Science Fiction, it won the Hugo Award for Best Novella and the Locus Award for Best Short Story in 1972, and the Nebula Award for Best Novelette in 1971.

Premise
On the frontier colony world, Roland, a distraught mother hires the only private investigator, Eric Sherrinford, to find her missing son who vanished during an expedition in the hinterlands.  The local police are little help in spite of the long series of unexplained child disappearances.  Though there have been no confirmed sightings of intelligent native life, and the rumors sound suspiciously like Celtic superstitions from old Earth, Sherrinford believes that an unknown intelligent species is the best explanation of the child's disappearance.  So he sets off with the mother into the hinterland to investigate.

External links

Novellas by Poul Anderson
1971 short stories
Hugo Award for Best Novella winning works
Nebula Award for Best Novelette-winning works
Works originally published in The Magazine of Fantasy & Science Fiction


Pakaraka is a settlement in Northland, New Zealand, at the junction of State Highway 1 and 10, in the district the Ngāpuhi tribe called Tai-a-mai.

Demographics
Pakaraka statistical area covers  and had an estimated population of  as of  with a population density of  people per km2.

Pakaraka had a population of 666 at the 2018 New Zealand census, an increase of 111 people (20.0%) since the 2013 census, and an increase of 159 people (31.4%) since the 2006 census. There were 222 households, comprising 333 males and 333 females, giving a sex ratio of 1.0 males per female. The median age was 40.7 years (compared with 37.4 years nationally), with 147 people (22.1%) aged under 15 years, 96 (14.4%) aged 15 to 29, 333 (50.0%) aged 30 to 64, and 93 (14.0%) aged 65 or older.

Ethnicities were 80.2% European/Pākehā, 34.2% Māori, 0.9% Pacific peoples, and 1.4% other ethnicities. People may identify with more than one ethnicity.

The percentage of people born overseas was 14.0, compared with 27.1% nationally.

Although some people chose not to answer the census's question about religious affiliation, 55.4% had no religion, 32.0% were Christian, 1.4% had Māori religious beliefs,  and 0.9% had other religions.

Of those at least 15 years old, 96 (18.5%) people had a bachelor's or higher degree, and 90 (17.3%) people had no formal qualifications. The median income was $29,400, compared with $31,800 nationally. 78 people (15.0%) earned over $70,000 compared to 17.2% nationally. The employment status of those at least 15 was that 264 (50.9%) people were employed full-time, 84 (16.2%) were part-time, and 24 (4.6%) were unemployed.

History and culture

Pre-European history

A pā was located at the base, and on the slopes, of Pouerua, a  high basaltic scoria cone. The pā was studied during a major archeological project in the 1980s.

Parts of the Flagstaff War were fought around Pakaraka in 1845. After the Battle of Ōhaeawai on 23 June 1845 the British troops destroyed Te Haratua's pā at Pakaraka on 16 July 1845.

Modern history

Mount Pouerua is registered with the Heritage New Zealand as a traditional site. Holy Trinity Church. The Retreat and the Store are also registered with the trust.

Marae

The local Kahukura Ariki Marae and Kahukura Ariki meeting house are affiliated with the Ngāti Kahu ki Whangaroa hapū of Hāhi Katorika, and the Ngāpuhi / Ngāti Kahu ki Whaingaroa hapū of Ngāti Kohu.

Education

Pakaraka School is a coeducational full primary (years 1–8) school with a roll of  students as of  In 2018, all but one of the students was Māori. The school opened in 1911.

Notable people
Hōne Heke, a Ngāpuhi chief, was born at Pakaraka in about 1807 or 1808. He was buried here in secret in August 1850. In 2011 his remains were removed due to possible development of the land around the burial site.
The missionary Henry Williams retired to Pakaraka and built a church in 1850–51. The church that now stands on the site was opened on 27 November 1873, the church was constructed by Williams' wife and family as a memorial to his life. The church is named Holy Trinity Church as Trinity Sunday was the day on which Henry was ordained by the Bishop of London, and Trinity Sunday was also the last day that Henry and Marianne Williams spent at Paihia before moving to Pakaraka. They lived by the church in a house known as The Retreat, that still stands.
The first and third sons of the missionary Henry Williams, Edward & Henry farmed here.

Gallery

Notes

External links
 Pakaraka School website

Far North District
Populated places in the Northland Region
Flagstaff War


is a Sōtō Zen monastery in Niihama, Ehime Prefecture in Japan.

See also
Buddhism in Japan
 For an explanation of terms concerning Japanese Buddhism, Japanese Buddhist art, and Japanese Buddhist temple architecture, see the Glossary of Japanese Buddhism.

References
 "Shingon-shu Temple Zuioji." Shingon-shu Temple Zuioji. N.p., 2014. Web. 19 Feb. 2016. <http://www.zuiojitemple.or.jp/e_index.html>.

Soto temples
Buddhist temples in Ehime Prefecture


"Gypsies in the Palace" is a song written and performed by American popular music singer-songwriter Jimmy Buffett. It was first released on his 1985 album Last Mango in Paris and was his first of three charting singles off that album.  This song charted No. 56 on US Country.

Plot
The song concerns an apparently professional entertainer who leaves his home in the care of the unnamed narrator and another man nicknamed "Snake" while he goes to perform elsewhere.

Once the homeowner leaves, the two men are enticed by the food and alcohol he has in store and shoot the lock off his liquor cabinet, rationalizing this action by claiming the inventory will go to waste if not consumed. They then invite numerous people to the house to throw a wild party, where they have naked conga lines, throw people into his swimming pool, and partake in his commodities.

The homeowner calls the house and reports that he will return early, so the two rush out their guests and clean up the mess left during the party. When the homeowner returns, the two men point out all the work they've done around his house in his absence, then offer to watch the house again if the opportunity arises.

Live Performances and Radio Edits
When performing the song in concert, Buffett calls it "The scariest song you'll hear tonight." Its performance is often preceded by a pre-recorded voice intoning: Narrated by Gregory Peck.
"In days of old, when knights were bold,
And journeyed from their castles,
Trusty men were left behind;
Knights needed not the hassles.
They helped themselves to pig and peach,
And drank from King's own chalice;
Oh, it was a stirring sight,
These gypsies in the palace."
To which Buffett adds "And some things never change.  Hit it, boys!"

Jimmy Buffett stated when he appeared on Jerry Jeff Walker's television show, that the song was based on true-life experience.

When released as a single, the song was trimmed for radio, excluding the dialogue introduction and other corners of the song for pacing purposes.

Chart performance

Notes

1985 songs
Jimmy Buffett songs
MCA Records singles
Songs written by Jimmy Buffett
Songs with lyrics by Will Jennings
Songs written by Glenn Frey
Song recordings produced by Tony Brown (record producer)


Raymond Thomas Dalio (born August 8, 1949) is an American billionaire investor and hedge fund manager, who has served as co-chief investment officer of the world's largest hedge fund, Bridgewater Associates, since 1985. He founded Bridgewater in 1975 in New York.

Dalio was born in New York City and attended C.W. Post College of Long Island University before receiving an MBA from Harvard Business School in 1973. Two years later Dalio launched Bridgewater from his apartment. In 2013, it was listed as the largest hedge fund in the world. In 2020 Bloomberg ranked him the world's 79th-wealthiest person. Dalio is the author of the 2017 book Principles: Life & Work, about corporate management and investment philosophy. It was featured on The New York Times bestseller list.

Early life

Dalio was born in the Jackson Heights neighbourhood of New York City's Queens Borough. When he was 8, the family moved from Jackson Heights to Manhasset in Nassau County, New York. He is the son of a jazz musician, Marino Dallolio (1911–2002), who "played the clarinet and saxophone at Manhattan jazz clubs such as the Copacabana," and Ann, a homemaker. As a child, Dalio had various odd jobs, including mowing lawns, shovelling snow, and a paper route. He is of Italian descent. At age 12, he started caddying at The Links Golf Club, which was within walking distance of his childhood home. He caddied for many Wall Street professionals during his time there, including Wall Street veteran George Leib. Leib and his wife Isabelle invited Dalio to their Park Avenue apartment for family dinners and holiday gatherings. The couple's son, a Wall Street trader, later gave Dalio a summer job at his trading firm. He began investing at age 12, when he bought shares of Northeast Airlines for $300 and tripled his investment after the airline merged with another company. By the time he reached high school, he had built up an investment portfolio of several thousand dollars. He received a bachelor's degree in finance from Long Island University (C.W. Post College) and an MBA from Harvard Business School in 1973.

Investment career

College
In high school, Dalio was an average student. He found school repetitive and monotonous and saw no practical applications for the skills he was learning. Because of this, he had trouble finding a college on which to enroll. He finally applied and got into C.W. Post College, a campus of Long Island University. He continued to buy and sell stocks in college, but became attracted to something new: commodity futures. Commodity futures had low borrowing requirements at the time, and Dalio knew he could profit more handsomely than with simple stocks. At the same time, he was beginning to enjoy school. With more freedom given to him, he took up transcendental meditation, which he still practices to this day. Through the use of this stress-management technique and a renewed interest in learning, Dalio achieved academic excellence. At the end of his time at C.W. Post College, he was admitted to Harvard Business School.

Graduate school

After graduating from C.W. Post College, Dalio had a free summer. He took a job as a clerk on the New York Stock Exchange. While there, he witnessed Nixon's decision to take the United States off of the gold standard in response to rising inflation. Stock prices on the exchange rose, on average, 33% the following day. These events set in motion the Great Inflation of the 1970s. The combination of easy money policy and abandonment of fiscal discipline sent prices soaring. The next summer, after his first year at Harvard, Dalio and his friends created the company that later became Bridgewater Associates. It started off as a small entity, and its goal was to trade commodities. But they lacked experience and the venture yielded little fruit. Although the original Bridgewater failed, Dalio later used the name to start what would become the largest hedge fund in history.

Professional start
After graduating from Harvard, Dalio married and started a family. He moved to Wilton, Connecticut, where he lived and traded out of a converted barn. Dalio then worked on the floor of the New York Stock Exchange and traded commodity futures. He later worked as the Director of Commodities at Dominick & Dominick LLC. In 1974 he became a futures trader and broker at Shearson Hayden Stone, a securities firm run by Sandy Weil, who later became famous for building up Citigroup. At the firm, Dalio's job was to advise cattle ranchers, grain producers, and other farmers on how to hedge risks, primarily with futures. But he was largely dissatisfied with Shearson Hayden Stone's hierarchical structure, which reminded him of primary education. He longed for the more freedom-based lifestyle of college. At one point, he paid a stripper to drop her clothes in front of a crowd at the annual convention of the California Food and Grain Growers' Association. His creative ways of blowing off steam continued, and exploded on New Year's Eve in 1974 after he went out drinking with some colleagues, including his boss. After a disagreement with his superior, a drunk Dalio punched him in the face. Soon afterwards, he was let go from his job at Shearson Hayden Stone.

Founding of Bridgewater Associates
Despite his aggressive behavior, numerous clients at Shearson Hayden Stone retained their trust in Dalio, and continued to allow him to manage their money. With this capital, he was able to scrape together the beginnings of his asset management fund. In 1975, he founded Bridgewater Associates out of his two-bedroom New York City apartment. Bridgewater started out as a wealth advisory firm, in which capacity it served numerous corporate clients, mostly retained from Dalio's job at Shearson Hayden Stone. The main areas in which Dalio advised were currencies and interest rates. The company began publishing a paid subscription research report, Daily Observations, in which it analyzed global market trends. Dalio's big break came when McDonald's signed on as a client of his firm. Bridgewater then began to grow rapidly. The firm signed on larger clients, including the pension funds for the World Bank and Eastman Kodak. In 1981 the firm opened an office in Westport, Connecticut, which was where Ray and his wife wanted to start a family. Dalio started to become well-known outside of Wall Street after turning a profit from the 1987 stock market crash. The next year, he appeared on an Oprah Winfrey Show episode titled "Do Foreigners Own America?" In 1991, he launched Bridgewater's flagship strategy, "Pure Alpha", a reference to the Greek letter that, in Wall Street terminology, represents the surcharge a money manager can earn above a particular market benchmark, such as the NASDAQ. In 1996, Dalio launched All Weather, a fund that pioneered a steady, low-risk strategy that later became known as risk parity.

Rise to prominence

Bridgewater Associates became the world's largest hedge fund in 2005. From 1991 to 2005, it lost money in only three calendar years, and never more than 4%. During the same period, the S&P 500 also had three down years, including a negative return of 22.1% in 2002. The fund grew in size by using the standard hedge fund model, which takes a 2% management fee of assets and 20% of yearly profits accrued from using an investment system. By 2005, Dalio was managing money for extremely large entities, including the $196 billion California Public Employees' Retirement System (CalPERS), the $27 billion Pennsylvania State Employees' Retirement System| (Penn SERS or SERS), Melbourne-based National Australia Bank Ltd. and the pension fund of Hartford, Connecticut-based United Technologies Corp. In 2007, Bridgewater suggested there might be a global financial crisis, and in 2008 Dalio published "How the Economic Machine Works: A Template for Understanding What is Happening Now", an essay assessing the potential of various economies by various criteria. The firm's total assets under management increased to $50 billion in 2007 (up from $33 billion seven years earlier).

According to a 2007 article in Barron's magazine, "nobody was better prepared for the global market crash" than Bridgewater's clients and subscribers to its Daily Observations. The company "began sounding alarms...in the spring of 2007 about the dangers of excessive financial leverage." Researchers at the firm examined the public records of most of the world's largest financial entities and discovered that estimated future liabilities related to bad debts totalled $839 billion. When Dalio met with U.S. Treasury Department staff and other White House economic advisors in December, these findings were disclosed but were largely ignored. Due to this research, Bridgewater's Pure Alpha fund avoided much of the 2008 stock market implosion for its investors. In 2008, a disastrous year for many of Bridgewater’s rivals, the firm’s flagship Pure Alpha fund rose in value by 9.5% after accounting for fees. Dalio did this by anticipating that the Federal Reserve would be forced to print a lot of money to revive the economy. He went long on Treasury bonds, shorted the dollar, and bought gold and other commodities. During his 2008 presidential campaign, John McCain paid a visit to the firm and spoke to staff. The next year was not as bright. In 2009, when economic growth was higher than expected and the Dow Jones Industrial Average increased by 19%, the company's Pure Alpha fund reportedly earned just 2% to 4%.

In 2011, Dalio self-published a 123-page volume, Principles, that outlines his philosophy of investment and corporate management. By that same year, Dalio was managing money for the SERS, Kodak, General Motors and the Government Investment Corporation of Singapore. In 2012, he appeared on the annual Time 100 list of the 100 most influential people in the world. In 2011 and 2012, Bloomberg Markets listed him as one of the 50 Most Influential people. Under Dalio's leadership, Bridgewater's Pure Alpha II had just three losing years in its history, with an average return of 10.4%. A stake in Bridgewater Associates Intermediate Holdings, LP was purchased by the Teacher Retirement System of Texas (TRS) for $250 million in February 2012. This stake was non-voting and thus provided the pension fund with very little control of corporate governance. Institutional Investor's Alpha ranked Dalio No. 2 on its 2012 Rich List. Dalio has controlled Bridgewater Associates alongside co-chief investment officers Bob Prince and Greg Jensen since its inception. The hedge fund recently announced plans to reorganize as a partnership. Dalio said the reason for this was the continued sustainability and profit-sharing of the company. Dalio was co-CEO of Bridgewater for 10 months before announcing in March 2017 that he would step down as part of a company-wide shakeup by April 15. The company had been in a seven-year management and equity transition to find a replacement. Jon Rubinstein, co-CEO of the fund, was announced to step down with Dalio, but would retain an advisory role. As of October 2017 Bridgewater Associates had $160 billion in assets under management. In reference to the personality that led him to investment success, Dalio has said that he considers himself a "hyperrealist", and that he is motivated to understand the mechanisms that dictate how the world actually functions, without adding in abstract value judgments.

Investment philosophy
Dalio uses multiple strategies with Bridgewater Associates, allocating capital to each as he sees fit. According to Dalio, Bridgewater Associates is a "global macro firm", investing around economic trends, such as changes in exchange rates, inflation, and G.D.P. growth. The New Yorker called Dalio "a big-picture thinker connected to a street-smart trader". Dalio divides his holdings into two different areas: beta investments and alpha investments. Beta investments produce returns through passive management and normal market risk. Alpha investments are actively managed and aim to generate better returns than beta investments. Alpha investments are not related to the general market. Dalio uses "quantitative" investment methods to identify new investments while avoiding unrealistic historical models. Dalio's goal is to structure portfolios with uncorrelated investment returns based on risk allocations rather than asset allocations. Dalio's hedge fund mostly accepts money from institutional clients such as pension funds, foundations, endowments, and central banks. Private investors can rarely invest in Dalio's holdings.

When it comes to application, Dalio translates his market insights into algorithms, much like fellow quantitative hedge fund managers David Elliot Shaw and Jim Simons. His strategy mainly focuses on currency and fixed income markets. This is in contrast to buying individual shares in companies, like investors such as Warren Buffett and Peter Lynch. Dalio also popularized the risk parity approach, which he uses for risk management and diversification within Bridgewater Associates. Dalio employs an investment strategy that blends conventional diversification with "wagers on or against markets around the world" according to Bloomberg. Dalio's risk parity approach allows for both leverage and external diversification when investing, as well as short selling. This allows Dalio to use any asset combination he chooses when investing. Dalio's strategy uses an optimal risk target level as its basis for investing. This is in contrast to first allocating capital and then achieving a risk target. Dalio implements this strategy by using leverage to evenly distribute exposure across various asset classes while maintaining the best risk target level. Dalio began using the term "d-process" in February 2009 to describe the deleveraging and deflationary process of the subprime mortgage industry as distinct from a recession, and subsequently incorporated the term into his investment philosophy. Dalio's exact investment portfolios are largely kept a secret from the outside world. This includes most employees, as well as external investors, and only a dozen people within his firm understand how it trades at a given time.

Views

Capitalism and socio-economic inequality
While Dalio has stated that capitalism is generally the best economic system, he has argued that it needs to be reformed due to it "not working well for most Americans". On April 7, 2019, Dalio said on 60 Minutes that income inequality in the United States was a national emergency requiring reform. In July 2019, he again called for the refinement of capitalism and called wealth inequality a national emergency. In November 2019, he posted a blog entry stating that excess capital, unfunded social liabilities, and government deficits had created a recipe for disaster, in what he called a "paradigm shift". In May 2020, he stressed the importance of reforming capitalism, not abandoning it, saying, "As the current crisis unfolds, we should remember that throughout history, capitalism has proven to be the best system, though it can sometimes be highly flawed." In October 2020, Dalio said that there has been little income growth for average citizens over the preceding two decades, with the bottom 60% of workers having no inflation-adjusted income growth since the 1980s. He mentioned that income inequality was at its highest level since the 1930s, when the top 1% of earners had more wealth than the bottom 99% combined. Dalio said that the odds of a low-wage earner moving to a higher level of wealth were decreasing over time and that this demonstrated Americans' lower economic and social mobility. He warned that inequality was becoming more entrenched and rising fast. He said that hypothetical improved capitalism would have to be good at creating a bigger pie and redistributing it as well.

China

In October 2020, Dalio cautioned people to not be blind to China's rise, arguing that it had continued to emerge as a global superpower. He claimed that China had succeeded in "exceptional ways", including high economic performance in spite of the COVID-19 pandemic, some of the lowest COVID-19 case rates, and being the center of half of all listed initial public offerings globally. Dalio asserted that when he visited China in 1984, high-ranking officials would marvel at basic technology such as calculators, calling them "miracle devices". He argued that China was now on par with the U.S. in advanced technologies and would probably take the lead in the next five years. In addition, Dalio said that there were many indicators that favoured China. He discussed the growing population of well-educated citizens, as well as China's continued growth in the absorption and processing of data, which many headlines have called "the new oil". Dalio also called China favourable from an investor's perspective. He said that the Chinese economy's fundamentals were strong and its assets relatively attractively priced. Dalio also maintained that China's stocks and bonds were currently underweighted in terms of the global portfolio, and that the U.S. was bloated. A natural shift in pricing would give China another comparative advantage. While stressing that things could always go wrong, Dalio stated that he believed China's path of economic reform would continue, bringing it unabated prosperity. He also downplayed and denied Chinese human rights violations, instead likening the Chinese government to a "strict parent". Dalio's stance on China has garnered criticism.

Personal life

Family

Dalio lives with his wife Barbara, a descendant of sculptor Gertrude Vanderbilt Whitney, in Greenwich, Connecticut. They have four sons. Their oldest son, Devon, died in an automobile accident in 2020 at age 42. Their second son, Paul Dalio (born 1979), is a film director.

Health

Dalio has suffered from Barrett's esophagus, a form of gastroesophageal reflux disease (GERD), a pre-malignant condition that if not treated properly can lead to cancer.

Wealth

In 2011, Dalio was the subject of John Cassidy's New Yorker article "Mastering the Machine". In 2015, Forbes estimated his net worth at $15.4 billion, making him the second-wealthiest hedge fund manager after George Soros. In 2014 he reportedly earned $1.1 billion, including a share of his firm's management and performance fees, cash compensation and stock and option awards. In 2018, Dalio was estimated to have personally received $2 billion in compensation for the year, after his fund posted a 14.6% return.

According to Forbes, Dalio has an estimated net worth of $20 billion as of January 21, 2022, ranking him 88th on their billionaires list and 36th on the Forbes 400 list. In January 2022, Bloomberg News reported Dalio's net worth as $15.7 billion, making him the world's 123rd-richest person according to their rankings.

Philanthropy

In April 2011, Dalio and his wife joined Bill Gates and Warren Buffett's Giving Pledge, vowing to donate more than half his fortune to charitable causes within his lifetime. He created the Dalio Foundation, which serves as his personal philanthropic vehicle. By the end of 2012, the Dalio foundation had built up assets of $590 million. In 2013, Dalio contributed another $400 million to the foundation, which increased its assets to about $842 million.

Through his foundation, Dalio has directed millions in donations to the David Lynch Foundation, which promotes and sponsors research on Transcendental Meditation.

The Dalio Foundation has also contributed to the National Philanthropic Trust, to polio eradication projects.

Dalio has sat on NewYork–Presbyterian Hospital's board of trustees since 2020. In February 2020, the Dalio Foundation donated $10 million to support China's coronavirus recovery efforts in response to the COVID-19 pandemic. In March 2020, the foundation gave $4 million to the state of Connecticut to fund healthcare and nutrition. On October 13, 2020, NYP launched the Dalio Center for Health Justice, a research and advocacy organization, which will focus on reducing differences in access to quality health care that overwhelmingly affect communities of color with a gift of $50 million. The money was used to establish the Dalio Center for Health Justice. In a statement, Dalio said, "Our goal is to contribute to equal healthcare and equal education because we believe that these are the most fundamental building blocks of equal opportunity and a just society."

The foundation has also supported the Fund for Teachers, an initiative that supports professional learning fellowships for teachers. The foundation was part of a group of foundations supporting the 2018 launch of TED's Audacious Project, an initiative to fund social entrepreneurs working to solve global issues. In March 2019, Forbes named Dalio one of the highest-earning hedge fund managers and traders. A special focus of his philanthropy is the world's oceans and the effects of damaging them. Dalio's research yacht and submarine have appeared on the Discovery Channel during Shark Week and have been used to hunt for a giant squid. In 2018, OceanX, an initiative of the Dalio family, and Bloomberg Philanthropies committed $185 million over four years to protect the oceans. In 2019, Dalio pledged $100 million to Connecticut public schools.

Dalio has also backed the Volcker Alliance, the public policy group headed by former Federal Reserve chair Paul Volcker.

Overall, the Dalio family has donated more than $5 billion to his foundation, and the foundation has given out more than $1 billion in charitable grants.

Hobbies
Dalio is an avid outdoorsman, and enjoys both hunting and fishing. He has hunted cape buffalo, grouse, elk, and warthog. He is especially fond of bow-hunting, which is his weapon of choice when hunting.

Published works

How the Economic Machine Works; A Template for Understanding What is Happening Now is Dalio's first book, published in 2007. In it, he describes the economy as a machine. His stated aim for the book was to explain how the economic machine works, as he saw many people did not understand. By defining money properly as credit instead of aggregates (currency plus M1, M2 money supply etc.), the total amount of debt in the U.S. is $50 trillion, whereas the total amount of money is $3 trillion. Dalio explains the government "prints" money and uses it to combat some of the consequences of contracting credit. This is reflected in money growing at an extremely fast rate at the same time as credit and real economic activity contracts. Dalio argues that if the money printing occurs on a large enough level, it devalues the currency, decreases interest rates and drives investors from financial assets to inflation hedge assets.

Principles: Life & Work is Dalio's second book, published in 2017 by Simon and Schuster. It was a New York Times #1 bestseller and Amazon's #1 business book of 2017. The catalyst for the book was a frank memo from his top lieutenants in 1993 about his interpersonal performance as a manager at Bridgewater Associates. Following the harsh but realistic critique, Dalio began to develop a unique company culture based on principles and unadorned feedback. He originally published a shorter version of Principles online in 2011, which received over three million downloads. He has announced that he will write a second volume, Principles: Economics & Investing. Dalio has said that he could continue improving his returns by solidifying recurring lessons into "principles".

Principles for Navigating Big Debt Crises is Dalio's third book, published in 2018. In it, he provides a substructure for interpreting the mechanics of large debt plights. Dalio sets out six stages, from the roots of the crisis to its rectification. He analyzes 48 historical examples of debt crises when real GDP growth fell by 3% or more, in various historical economies, including developed and prosperous countries as well as emerging economies. Dalio categorizes big debt crises into two types—deflationary and inflationary—and provides historical and economic contexts for both, as well as lessons that can be learned from them. The first type of debt crisis is deflationary. Dalio says that deflationary debt rotations generally happen when the majority of debt is denominated in a country’s own currency. An example of a country with this type of issue is Japan. The second type of scenario is inflationary. Inflationary debt cycles occur when most debt is denominated in foreign currencies. This situation makes it harder for a country’s policymakers to adjust risk and spread it out, a key step in resolving the crisis. This process often necessitates a need to recapitalize systemically important institutions, such as large banks.

Dalio's newest book, The Changing World Order: Why Nations Succeed and Fail, was published on November 16, 2021.

Awards and honors

In 2012, Dalio received the Golden Plate Award of the American Academy of Achievement presented by Carlyle Group co-founder David Rubenstein, during the International Achievement Summit in Washington, D.C. CNBC listed Principles among the 13 Best Business Books of 2017. Dalio was called the "Steve Jobs of Investing" by aiCIO Magazine and Wired Magazine.

See also
Criticism of capitalism
Wealth inequality in the United States

References

External links

1949 births
American billionaires
American commodities traders
American derivatives traders
American financiers
American hedge fund managers
American investors
American money managers
American people of Italian descent
American stock traders
Businesspeople from Greenwich, Connecticut
21st-century American philanthropists
Harvard Business School alumni
Long Island University alumni
People from Jackson Heights, Queens
Stock and commodity market managers
Living people
American business writers
Chief investment officers


Goodbye to the Edge City is the debut EP from Preston School of Industry, released in 2001.

Critical reception
Trouser Press wrote that "the five songs are half-baked, with few stylistic surprises aside from the horn section and children’s backing vocals that grace the goofy 'Something Always Happens.'"

Track listing

"Somethings Happen Always"
"How to Impress the Goddess pt2"
"The Spaces In Between"
"Where You Gonna Go?"
"Goodbye to the Edge City"

References

2001 EPs
Preston School of Industry (band) albums


Oscar Crino (born 9 August 1962) is a former Australian international soccer player who played as a central midfielder. He was an Australian Institute of Sport scholarship holder.

Early life
Crino was born in 1962 in Buenos Aires, Argentina and arrived in Australia with his family in 1972.

Club career
Crino played primarily in the National Soccer League with South Melbourne, Footscray JUST and Preston. He also played briefly in Cyprus with Anorthosis Famagusta and in Hong Kong with Tung Sing.

International career
A regular player in the Australian national side through the 1980s Crino played 70 times for the national team, including 37 times in full international match for six goals.

Coaching career
Crino is now coaching in Victorian State League 2NW with Cairnlea FC (www.cairnleafc.com.au).

References

External links
OzFootball profile

1962 births
Living people
Footballers from Buenos Aires
Argentine emigrants to Australia
Australian men's soccer players
Australian expatriate men's soccer players
Australia men's international soccer players
Australia men's B international soccer players
Olympic soccer players for Australia
Footballers at the 1988 Summer Olympics
National Soccer League (Australia) players
Anorthosis Famagusta FC players
South Melbourne FC players
Footscray JUST players
Preston Lions FC players
Expatriate men's footballers in Cyprus
Australian Institute of Sport soccer players
Australia men's under-20 international soccer players
Cypriot First Division players
Men's association football midfielders


The Lion Children is a story about a group of children who are taken to Botswana in 1995 by their mother Kate Nicholls to study the behaviour of lions.

The book was praised by British biologist Richard Dawkins who wrote a foreword and said, "This is an astonishing book, by an even more astonishing group of children."

Notes and references

2001 non-fiction books
British travel books
English non-fiction books
Books about lions
Zoology books
African travel books


Birgitte Federspiel (6 September 1925 –February 2, 2005) was a Danish film, theater and TV actress. She won two Bodil Awards for best actress in 1955 (Ordet) and 1959 (En fremmed banker på).

Born Karen Birgitte Federspiel in Copenhagen, she was the daughter of actor Ejner Federspiel and Gunver Fönss. She had a notable film roles as Inger in Ordet (1955) and, in later life, as Martine in Babette's Feast (1987), while on TV she played Baroness von Rydtger in three episodes of Matador. She died in Odense on February 2, 2005, aged 79.

Personal life
She was married to Danish actors Freddy Koch and Jens Østerholm.

Selected filmography

 Jens Langkniv  (1940)
  (1942) – Birgit Ernst
 Jeg mødte en morder (1943) – Pige på cykel (uncredited)
  (1945) – Pige i venteværelse
  (1948) – Grethe
  (1949) – Dronningens kammerpige
 Susanne (1950) – Doris Rudholt
  (1951) – Gerd Møller
  (1952) – Arkæologi-Magisteren Bente Berg
 Adam og Eva (Adam and Eve) (1953) – Tove
 Ordet (1955) – Inger Borgen (uncredited)
 Kispus (1956) – Dora
  (1956) – Nana
 En kvinde er overflødig (1957) – Ester
  (1957) – Misse Lieberg
  (1959) – Vibeke
 Charles' tante (Charles' Aunt) (1959) – Donna Lucia d'Alvadorez / Lise Holm
 Den sidste vinter (The Last Winter) (1960) – Anne Sørensen
 Komtessen (1961) – Gevinde Sonja Hardenborg
 Gøngehøvdingen (The Musketeers) (1961) – Kulsoen
  (1961) – Fru Strand
 Dronningens vagtmester (1963) – Kulsoen
 Hvis lille pige er du? (1963) – Fru Jansen
 Gudrun (Suddenly, a Woman!) (1963) – Husværtinden
 Døden kommer til middag (Death Comes at High Noon) (1964) – Merete Lindberg
 Tine (1964) – Fru Berg
 Dyden går amok (1966) – Inga Forstmand
 Sult (Hunger) (1966) – Her sister
  (1966) – Irene
 Den røde kappe (Hagbard and Signe or The Red Mantle) (1967) – King Hamund's widow
  (1970) – Astrid
 Z.P.G. (1972) – Psychiatrist
 Olsen Banden går amok (The Olsen Gang Goes Crazy) (1973) – Ragna
 Nitten røde roser (19 Red Roses) (1974) – Louise Bech
 Nøddebo Præstegård (1974) – Fru Blicher
  (1976) – Silden
 Julefrokosten (1976) – Asta Asmussen
  (1977) – Anna
 Pas på ryggen, professor (Mind Your Back, Professor) (1977) – Ægtepar i kunstforretning / kone
  (1978) – Frk. Asmussen
 Fængslende feriedage (1978) – Cornelia Møller
  (1984)
  (1987) – Tante Laura
  (1987) – Lotta Henderson
  (1987) – Dronning Caroline Amalie
 Babettes gæstebud (Babette's Feast) (1987) – Martine
  (1994) – Viola
 Barbara (1997) – Ellen Katrine
  (1997) – Mormor
  (1998) – Grandmother
  (2001) – Gundine

References

External links

1925 births
2005 deaths
Actresses from Copenhagen
Best Actress Bodil Award winners
Danish film actresses
Danish stage actresses
Danish television actresses


Satanic Reasons... is a best-of compilation by Leaether Strip.

Track listing
 Japanese Bodies (12" Version)
 Leæther Strip Part II
 Break My Back
 Fit For Flogging
 AntiUS
 Nose Candy
 Steal
 Mortal Thoughts
 Strap Me Down
 Nothing Seen - Nothing Done
 Evil Speaks
 Adrenalin Rush
 Turn To Stone
 Don't Tame Your Soul
 Torture (A Suicide Note)
 Down There With You
 No Rest For The Wicked
 You Know Where To Put It
 Lies To Tell
 How Do I Know?
 I Want You Hard
 Make My Blood Boil
 Hate Me!
 Black Candle!
 Face The Fire
 Tell Me What To Do!
 Under My Control
 Showroom Dummies
 Desert Storm
 I Wanna Fuck Now!

2005 greatest hits albums
Leæther Strip compilation albums


Robert Moore Kulicke (1924 – December 14, 2007) was an American artist, frame maker, and teacher. Though most influential for modernizing the design of picture frames, he was also a noted painter of small and delicate still lifes, as well as a jewellery maker credited with reviving the ancient goldsmithing technique of granulation.

Life
Kulicke was born in Philadelphia, where his formal studies included advertising design at the Philadelphia College of Art, while independently he studied the art collections of the Philadelphia Museum of Art.

Returning home after serving three years in the Army during World War II, he became interested in picture framing. Prior to opening his own framing business in New York City in 1951, he traveled to Paris on the G.I. Bill, studied painting with Fernand Léger, and apprenticed himself to several framers.

In New York he befriended the Abstract Expressionists Franz Kline and Robert Motherwell, and designed frames based on a simple band of polished aluminum that would be used on hundreds of works by these and other Modernists. The "Kulicke frame", a tasteful welded design, was commissioned by the Museum of Modern Art in 1956 for use in traveling exhibitions; he subsequently also designed a Lucite frame for the museum's photography collection. A floating frame he created in the late 1950s was used by the Modern on some of its most popular masterpieces after the museum's expansion in 1984. For these widely imitated designs, The New York Times referred to Kulicke as "the most innovative and influential picture frame designer in the United States". The scope of his craftsmanship was extensive, and his reproduction frames have been used on Leonardo da Vinci's portrait of Ginevra de' Benci in the National Gallery of Art in Washington, D.C., and the Epiphany by Giotto in the Metropolitan Museum of Art.

Discouraged by Léger's emphasis on large compositions, Kulicke stopped painting until 1957, when he was called on to frame some 300 small still life paintings by Giorgio Morandi. Inspired by Morandi's work, his own paintings were diminutive studies, often of flowers or a single fruit. His works, which he described as "more 17th century than 20th", were exhibited in museums and several New York galleries. His work is represented in the collections of the Victoria & Albert Museum, the Hirshhorn Museum and Sculpture Garden, and the Albright-Knox Art Gallery.

In 1968 he perfected the granulation technique which had been practiced from antiquity to the 11th century, and used sporadically thereafter, which he then taught to others in jewellery making workshops and academies he founded. In 1982 he was elected into the National Academy of Design as an Associate member and became a full Academician in 1994.

Notes

References
Smith, Roberta, The New York Times, December 15, 2007
The Flip Side, TIME, January 24, 1969

External links
Davis and Langdale Company, Inc.

1924 births
2007 deaths
20th-century American painters
American male painters
21st-century American painters
21st-century American male artists
Modern painters
Painters from Philadelphia
University of the Arts (Philadelphia) alumni
20th-century American male artists


was a Japanese businessman, the former head of All Nippon Airways. He became President of the company in 1970, one year after becoming vice-president. In 1976, he was imprisoned as a result of a bribery scandal.

After serving time, he regained some honorary status with the company, but withdrew over a dispute with the new president, Seiji Fukatsu.

Wakasa died of pneumonia in 2005.

References

1914 births
2005 deaths
All Nippon Airways
Deaths from pneumonia in Japan
20th-century Japanese businesspeople
Japanese criminals
People from Toyama Prefecture
University of Tokyo alumni
Lockheed bribery scandals