The Gaslight series is a set of four anthologies of short fiction combining the character of Sherlock Holmes with elements of fantasy, horror, adventure and supernatural fiction. It consists of Gaslight Grimoire: Fantastic Tales of Sherlock Holmes (2008), Gaslight Grotesque: Nightmare Tales of Sherlock Holmes (2009), Gaslight Arcanum: Uncanny Tales of Sherlock Holmes (2011) and Gaslight Gothic: Strange Tales of Sherlock Holmes (2018).

The first volume was  published in October 2008 by EDGE Science Fiction and Fantasy Publishing of Calgary, Alberta, Canada. The book was edited by J. R. Campbell and Charles Prepolec, with a foreword by David Stuart Davies. Cover art was by Timothy Lantz; the book features twelve full-page black and white illustrations by Phil Cornell.

The story "His Last Arrow" by Christopher Sequeira was nominated for a WSFA Small Press Award in 2009.

Gaslight Grimoire
"The Things That Shall Come Upon Them" by Barbara Roden
"The Lost Boy" by Barbara Hambly
"His Last Arrow" by Chris G.C. Sequeira (credited as Christopher Sequeira)
"The Finishing Stroke" by M. J. Elliott
"Sherlock Holmes in the Lost World" by Martin Powell
"The Grantchester Grimoire" by Rick Kennett & A. F. Kidd (credited as Chico Kidd)
"The Strange Affair of the Steamship Friesland" by Peter Calamai
"The Entwined" by J. R. Campbell
"Merridew of Abominable Memory" by Chris Roberson
"Red Sunset" by Bob Madison
"The Red Planet League" by Kim Newman

Gaslight Grotesque
"Hounded" by Stephen Volk
"The Death Lantern" by Lawrence C. Connolly
"The Quality of Mercy" by William Meikle
"Emily’s Kiss" by James A. Moore
"The Tragic Case of the Child Prodigy" by William Patrick Maynard
"The Last Windigo" by Hayden Trenholm
"Celeste" by Neil Jackson
"The Best Laid Plans" by Robert Lauderdale
"Exalted are the Forces of Darkness" by Leigh Blackmore
"The Affair of the Heart" by Mark Morris
"The Hand-Delivered Letter" by Simon Kurt Unsworth
"Of the Origin of the Hound of the Baskervilles" by Barbara Roden
"Mr. Other’s Children" by J. R. Campbell

Gaslight Arcanum
"The Comfort of the Seine" by Stephen Volk
"The Adventure of Lucifer’s Footprints" by Christopher Fowler
"The Deadly Sin of Sherlock Holmes" by Tom English
"The Colour that Came to Chiswick" by William Meikle
"A Country Death" by Simon K. Unsworth
"From the Tree of Time" by Fred Saberhagen
"Sherlock Holmes and the Diving Bell" by Simon Clark
"The Executioner" by Lawrence C. Connolly
"Sherlock Holmes and the Great Game" by Kevin Cockle
"The Greatest Mystery" by Paul Kane
"The House of Blood" by Tony Richards
"The Adventure of the Six Maledictions" by Kim Newman

Gaslight Gothic
"The Cuckoo's Hour" by Mark A. Latham
"The Spirit of Death" by David Stuart Davies
"Father of the Man" by Stephen Volk
"The Strange Case of Dr. Sacker and Mr. Hope" by James Lovegrove
"The Ignoble Sportsmen" by Josh Reynolds
"The Strange Adventure of Mary Holder" by Nancy Holder
"The Lizard Lady of Pemberton Grange" by Mark Morris
"The Magic of Africa" by Kevin P. Thornton
"A Matter of Light" by Angela Slatter
"The Song of a Want" by Lyndsay Faye

See also
Shadows Over Baker Street

References

Publisher's Listing
Gaslight Grimoire Site

2008 anthologies
Sherlock Holmes pastiches
Sherlock Holmes short story collections
Steampunk literature
Mystery anthologies


Spongiosis is mainly intercellular edema (abnormal accumulation of fluid) in the epidermis, and is characteristic of eczematous dermatitis, manifested clinically by intraepidermal vesicles (fluid-containing spaces), "juicy" papules, and/or lichenification. It is a severe case of eczema that affects the epidermis, dermis or subcutaneous skin tissues. The three types of spongiotic dermatitis are acute, subacute and chronic. A dermatologist can diagnose acute spongiotic dermatitis by examining the skin during an office visit, but a biopsy is needed for an accurate diagnosis of the type.

It can be caused by several internal or external factors, such as food, an insect bite, stress, medication or cosmetics. The treatment varies depending on the type and severity; it is normally treated with topical corticosteroid cream.

See also
 Skin lesion
 Skin disease
 List of skin diseases

References

Dermatologic terminology


Shadow Dancing is the second studio album by English singer-songwriter Andy Gibb, released in June 1978 in the United States and September 1978 in the United Kingdom. It was Gibb's highest charting album in some countries including America and in Canada. This LP was his only album to chart in the UK. Four singles, including the three US Top 10 singles, were released from the album.

Continuing the momentum of his first successes, notably "I Just Want to Be Your Everything", he began work with the Gibb-Galuten-Richardson production team on his second album. Although the album is not currently in print, it was released to iTunes along with the other two Andy Gibb albums in 2011.

Recording
Gibb's second album was made under the direction of Albhy Galuten and Karl Richardson, mostly while Barry, Robin and Maurice were off filming Sgt. Pepper's Lonely Hearts Club Band up to January. Shadow Dancing was recorded from December 1977 to February 1978. Barry again was executive producer and was present during recording of a few of the songs. John Sambataro, who sang backing and harmony vocals on the non-Barry songs, plays slide guitar. Sambataro later worked with Dave Mason and McGuinn, Clark & Hillman and he later joined Firefall. "Why" features a slide guitar by John Sambataro, as well as the guitar work of Jock Bartley of Firefall, "I Go for You" features guitar work by Don Felder of Eagles.

Gibb also relied on Galuten's musical expertise to help translate his musical ideas into reality by co-writer or co-composer of some of his songs, as Gibb says "He'll sit down at the keyboards and find chords that we're hearing. He's magic. He hears exactly what you're hearing. 'One More Look at the Night' – that came across in 10 or 15 minutes".

In February 1978, Gibb participated on Stephen Stills' songs "You Can't Dance Alone" and "What's the Game" singing backing vocals along with Dave Mason, from the album Thoroughfare Gap and Gibb's band including Joey Murcia, George Perry, John Sambataro and Joe Lala also plays on both songs. (Back in 1976, Stills visited the Bee Gees recording Children of the World and played percussion on "You Should Be Dancing".)

Critical reception

Shadow Dancing contains four singles including the title track, written by Gibb and all three of his brothers, was released as a single in the US in April 1978 and in mid-June began a seven-week run at No. 1, achieving platinum status. Two further top ten singles, "An Everlasting Love" (#5) and "(Our Love) Don't Throw It All Away" (#9), a song also released by his brothers in 1979, were extracted from the album, which became a million seller.
Amy Hanson at Allmusic retrospectively described "Fool for a Night" as a 'bittersweet, up tempo piece of pop', "Melody" as a 'wistful love song', and "I Go for You" as 'smarmy as it may be in hindsight, was still better than many of its contemporaries'.

Gibb, talking about his recently finished album, "I am so much more confident now after doing this second album, dealing with the pressures of proving to myself that the first one wasn't a fluke and that I could write a second album. So now I am a lot more confident". Following the release of Shadow Dancing, RSO arranged a mini-tour of Europe to promote the new album, with planned concerts in the UK as well as other European countries. The album was reissued by Spectrum Records in 1992 and Polydor Records in 1998. Rights to the album are now owned by Andy's daughter Peta Gibb Weber, and Capitol has made the album available through online music stores and streaming sites.

Track listing
All tracks written by Andy Gibb, except where noted.

Personnel
 Andy Gibb – lead and backing vocals
 Albhy Galuten – synthesizers, string arrangements (1, 4, 5, 6, 9), string conductor (1, 4, 5, 6, 9)
 George Bitzer – keyboards (1-4, 6-10)
 Paul Harris – keyboards (5)
 Joey Murcia – electric guitar (1, 3-7, 9, 10)
 Tim Renwick – acoustic guitar (1, 3-7, 9, 10), electric guitar (1, 3-7, 9, 10)
 Jock Bartley – guitars (2)
 John Sambataro – backing vocals, slide guitar (2)
 Don Felder – guitars (8)
 Harold Cowart – bass
 Ron Ziegler – drums
 Joe Lala – percussion
 Neal Bonsanti – saxophones, woodwinds
 Whit Sidener – saxophones, woodwinds
 Stan Webb – saxophones, woodwinds
 Peter Graves – trombone
 Ken Faulk – trumpet
 Bill Purse – trumpet
 Barry Gibb – string arrangements (1, 4, 5, 6, 9), backing vocals (1, 2, 4, 5)
 Blue Weaver – string arrangements (5)
 Sid Sharp – concertmaster (Los Angeles string section)
 Bob Basso – concertmaster (Miami string section)

Production
 Barry Gibb – producer (1, 2, 4, 5), executive producer (3, 6-10)
 Albhy Galuten – producer
 Karl Richardson – producer, engineer
 John Blanche – assistant engineer
 Dennis Hetzendorfer – assistant engineer
 David Gertz – assistant engineer
 Glen Ross – art direction
 Tim Bryant – design
 Gary Heery – photography

Charts

Weekly charts

Year-end charts

References

1978 albums
Andy Gibb albums
Albums produced by Barry Gibb
Albums arranged by Barry Gibb
RSO Records albums
Disco albums by English artists


Hydropic swelling is intracellular edema of keratinocytes, often seen with viral infections.

See also
 Skin lesion
 Skin disease
 List of skin diseases

References

Dermatologic terminology


In physics and in electronic engineering, dark current is the relatively small electric current that flows through photosensitive devices such as a photomultiplier tube, photodiode, or charge-coupled device even when no photons enter the device; it consists of the charges generated in the detector when no outside radiation is entering the detector. It is referred to as reverse bias leakage current in non-optical devices and is present in all diodes. Physically, dark current is due to the random generation of electrons and holes within the depletion region of the device.

The charge generation rate is related to specific crystallographic defects within the depletion region. Dark-current spectroscopy can be used to determine the defects present by monitoring the peaks in the dark current histogram's evolution with temperature.

Dark current is one of the main sources for noise in image sensors such as charge-coupled devices. The pattern of different dark currents can result in a fixed-pattern noise; dark frame subtraction can remove an estimate of the mean fixed pattern, but there still remains a temporal noise, because the dark current itself has a shot noise.
This dark current is the same that is studied in PN-Junction studies.

References

Electronic engineering
Optoelectronics


Hákun Djurhuus (11 December 1908 – 22 September 1987) was the prime minister of the Faroe Islands from 1963 to 1967. He was born in Tórshavn.

He was first elected to the Løgting in 1946 and was its speaker 1950–1951. He was member of the town council of Klaksvík from 1946 to 1951, mayor of Klaksvík from 1950 to 1951. He was chairman of the Peoples Party (Fólkaflokkurin) from 1951 to 1980.

He was minister from 1951 to 1954 and Prime Minister from 1963 to 1967. He was member of the Folketing, elected as one of two Faroese members in the periods 1957–1960 and 1968–1973.

Djurhuus withdrew from politics after the 1980 elections.

He died on 22 September 1987.

External links
 Fólkaflokkurin

1908 births
1987 deaths
Prime Ministers of the Faroe Islands
People's Party (Faroe Islands) politicians
Speakers of the Løgting
People from Tórshavn
Faroese members of the Folketing


A bulk-handling crane is one that, instead of a simple hook that can handle a range of slung loads, has an integral grab for lifting bulk cargoes such as coal, mineral ore etc.

Where the grab is a two-piece hinged bucket, it is known as a shell grab or shell bucket. Working the grab requires extra cables from the crane jib, so requires a specialised design of crane throughout, not merely an attachment. Some grabs use 2 cables for lift and control, others use 4.

In 1927, Stothert & Pitt of Bath, Somerset produced the first specialised bulk-handling crane. This was to unload coal at Barking power station in London.

The grab has to be selected so that the combined weight of grab and contents does not exceed the grabbing safe working load of the crane. The mass of the contents depends upon the properties of the product being handled; its density, flow characteristics, angle of repose, lump/grain size, purity (e.g. is it wet or dry) and, in some cases, degree of settlement (e.g. a ship's cargo has compacted due to vibration, rolling, pitching and yawing over a long voyage).

Most bulk-handling cranes are dedicated to a single product, but others will handle various materials and need a selection of grabs. Some applications (e.g. manganese ore) may also require the use of teeth fitted to the grab jaws to enable penetration. Other applications (e.g. rape seed) may require to be self-sealing and have offset lower jaws with serrated, angle cut side cutters to restrain easy-flow properties.

When off-loading a ship, the grab may be more efficient if designed with a low-profile extended body which enables reaching under the ship's hatches, negating any need to centre the product with human and machinery access.
The grab mechanism may be four rope, double rope, single rope ring discharge, single rope self-dumping, double chain, single chain self-dumping, single chain ring discharge, hydraulic or electro-hydraulic.

Grab types
Rope grabs have rope pulleys in both the upper and lower girders and close by drawing the closing rope(s) to shorten the gap between the two girders. The minimum diameter of the pulley is restricted by the ratio of the pulley diameter to the rope diameter, the strands of the wire rope being subjected to fatigue bending stresses if the pulley is too small, giving premature failure. The physical size of the pulleys then determines the size of the girders, then determining a break point between a four rope and a two rope design. The closing force at the shell jaws, and, inversely, the speed of closure, are determined by the number of pulleys on each closing rope in the two girders. The closing rope is fed into the grab mechanism through either a bellmouth or an arrangement of small rollers. The weight of the grab is supported by the holding rope(s) and pinned to the upper girder allowing some angular freedom. Holding and closing ropes require separate winding drums in the crane.

The mechanism on chain grabs operates in the same way as on rope grabs. The chains are connected to ropes on the crane by (e.g. bordeaux) couplings which allow rotation. A linked chain requires a much small diameter pulley than the equivalent rope which makes a smaller, more compact, design of girder. Chains used on chain pulleys are less easily inspected for wear and fatigue than ropes which show outer strand deformation well before failure. Failure of a rope or chain is a very high severity (dangerous) hazard.

Ring discharge grabs have a single supporting rope or chain which means that a port with limited craneage, or even a ship's lifting boom can be used at a port where no facilities are available for bulk handling to load or offload the cargo. A cast steel ring is hung from the end of the boom through which the rope or chain passes to the grab. The outside of the ring has a lip at its lower edge. The top of the grab has a pivoting hook protruding from the top girder which catches the lip and allows opening and closing. The clamshell bucket on the right hand side of the photograph on this page at Cardiff is a chain ring discharge grab.

Self-dumping grabs also have a single supporting rope or chain. The lower girder contains a linkage mechanism with hooks which connect to the upper girder, holding the grab closed. When the grab is lowered onto the spoil, weights release the hooks and allow the grab to open when lifted. A lever may also be fitted to this type of mechanism to which a long trip rope can be attached which, when pulled by a banksman, releases the catches in the mechanism and allows the grab to open in mid air (e.g. above a lorry or a hopper). The grab usually is fitted with a hydraulic damper to restrict the speed of opening. The clamshell bucket on the left hand side of the photograph on this page at Cardiff is a self-dumping chain grab.

Generally, grabs have an open top to the shell body. Grabs handling light-weight powders which may be blown from the grab are sometimes fitted with covers which may be fixed or pivoted at the lower arm connection.

In addition to shell-bodied grabs, there are tine grabs, exemplified by the orange peel grab which has tines (typically 6 or 8) fitted with full plates completely enclosing the product when closed. Other tine grabs have no plate, some have a partial plate. Tine grabs have the ability to penetrate into dense and integrated products such as scrap metal and ores. They are also often used in recycling plants, handling general waste.

A rope or chain tine grab has synchronised closure of the tines. Other tine grabs use hydraulic closure with a hydraulic ram on each tine providing independent motion and improved penetration. The hydraulic supply and control is generated on the crane.

Some grabs are electro-hydraulic, having an electric motor in the top girder which drives a hydraulic pump and all control gear. The crane provides a holding rope and an electrical supply and control cable.

An additional feature sometimes fitted to the crane, used to restrict the tendency of the grab to rotate on the axis of the holding ropes, is a tagline (sometimes referred to as a grabline) mechanism. The design can vary but is typically a coiled spring contained within a horizontal tube with a rope drum on the end.

Orange-peel grabs

Where a cargo is coarser in size than minerals, commonly for scrap metal, then an orange-peel grab may be used instead of a shell. These have six or eight segments of "peel" independently hinged around a central core. They are better able to grab at an uneven load, rather than just scooping at small pieces. If the load is made of long thin pieces, a grab may also be able to carry far more than a single "grabful" at one time.

Although orange-peel grabs may be hung from cables on a jib, they're also commonly mounted directly onto a jib. This is more suitable for grabbing at awkward loads that might otherwise tend to tip a hanging grab over. They may also use hydraulics to control the segments rather than weight and hoist cables.

Kangaroo cranes

Another of Stothert & Pitt's innovations was the kangaroo crane. Rather than slewing (rotating) the crane to reach the delivery hopper on-shore, a kangaroo crane has its own in-built hopper beneath the jib, that slews with it as the crane rotates. Dumping the grab contents into the hopper now only requires the quicker luffing movement, without needing to slew for each load.

The term "kangaroo crane" has also been applied more recently to jumping cranes, tower cranes used in the construction of skyscrapers that are capable of raising their towers as construction grows upwards.

See also
 Hulett

References

Cranes (machines)


The Sacramento Valley and Eastern Railway (SV&E) was a railway company that operated in Shasta County, California from 1908 until the early 1930s.

History

From 1908 until the early 1930s, the town of Pitt (now under Shasta Lake) was the terminus for the standard gauge Sacramento Valley and Eastern Railway, which extended from the Southern Pacific  up the Pitt River northeast to the town of Delmar.  Although stated to be a common carrier, the SV&E was solely dependent on the success of the mine and smelter at Bully Hill, about  above the railroad’s easternmost terminus. The decline in copper prices and lack of revenue led to the closure of the railroad.

DeLamar Railroad
The Bully Hill and Squaw Creek areas of Shasta County had been worked for gold in the 1850s and 1860s and quartz in the 1880s, the more precious of the region's mineral resources. In July 1899, a colorful New York financier, Captain Joseph Raphael De Lamar, purchased the Bully Hill mines for about $200,000 and set about building a smelter of 400 ton capacity and developing the area for copper. A 30" gauge railroad (1.5 miles long) was used to connect level 3 of the mine with the smelter, using a diminutive Shay locomotive bought new for the project, which became informally known as the DeLamar Railroad. The smelting plant began operation in 1901.

In 1901 DeLamar built an electrolytic refinery in Chrome, New Jersey to handle the product of the Bully Hill smelter in the form of flat ingots of blister copper. This was the first operation in the Bully Hill area that met with any kind of success. However a major setback was the lack of good transportation. Freight was hauled in and out by wagons on crude dirt roads over Bear Mountain Summit,  to the railhead of the Anderson and Bella Vista Railroad at Bella Vista.

Construction and opening
Copper Prices were rising and the property looked attractive enough to the General Electric Company of New York, who purchased it in 1905 and continued to operate the smelter at capacity. To alleviate the transportation problem, General Electric commenced grading in 1907 for the Sacramento Valley and Eastern Railway. Sometime in 1908, the  railroad was opened to the public and, to recover some of the initial investment in its construction, full freight and passenger service was offered. A new 2-6-2T tank engine was ordered from Baldwin Locomotive Works in Pennsylvania that same year, although a leased SP 4-4-0 was used to open the line.

Operation
The railroad was started quite late in the "copper boom" and the railway's fortunes turned after two years. The open roasting of the ores prior to smelting, necessary because of the high sulfur content, released clouds of smoke and toxic fumes, which had disastrous effects on any plant life that came in contact with it. In July 1910, following the filing of a suit by the U.S. government regarding damage being done to the nearby national forests, the Bully Hill smelter was closed down, never to be reopened by General Electric. The cost of installing mechanical roasters was too costly in light of the now-declining copper prices.

Meanwhile, the SV&E continued providing a service with a "skunk" gasoline motor car being used in later years to carry passengers, mail and express from Pitt out to the SP line. While the smelter business was shaky, there was at least a less-than-carload business of sorts with milk, farm equipment, papers, and hay being handled by the line.

In 1917, Walter Arnstein, president of the Oakland and Antioch Railroad, and owner of the Nevada County Narrow Gauge, secured a long-term lease and the mining of copper and zinc resumed. DeLamar's original 30" gauge railroad was utilized to transfer the ore to DeLamar where it was loaded onto standard gauge cars and shipped via the Sacramento Valley and Eastern and the Southern Pacific to the Mammoth Smelter at Kennet (now under Shasta Lake). Smelting operations were revived at Bully Hill in early 1920, only to be stopped again following declining prices in 1922.

In 1920, Shasta Zinc and Copper Company acquired the mine and smelter area and in 1924, consolidated several mines in the area, including the Afterthought at Ingot, from which an aerial tramway was constructed in 1925 connecting it with the smelter at Bully Hill, about  away. A material known as Shasta zinc oxide was produced, which was an ingredient in paint and rubber tires among other things. The final product was shipped out via SV&E and SP to San Francisco where it was placed on a steamship to be sent to Baltimore.

Decline and abandonment
Following steady declines in copper and zinc prices in 1927, the Bully Hill operation was shut down once again and the SV&E became idle.  The Sacramento Valley & Eastern was not listed in the 1930 Official Guide of the Railways and was abandoned entirely following the collapse of the bridge across the Sacramento River just east of Pitt during the floods of early 1939.

Today no trace of the right of way remains since it was submerged under the waters of Shasta Lake in the early 1940s.

References

Railway companies established in 1908
1930s disestablishments
Defunct California railroads
Transportation in Shasta County, California
1908 establishments in California


Agra West (Vidhan Sabha constituency) was a legislative assembly of Uttar Pradesh. As a consequence of the orders of the Delimitation Commission, Agra West (Vidhan Sabha constituency) it ceased to exist in 2012.

Member of Legislative Assembly
The Members of Legislative Assembly are given follows-

References

External links
https://web.archive.org/web/20070824032233/http://eci.gov.in/electionanalysis/AE/S24/partycomp343.htm

Agra
Former assembly constituencies of Uttar Pradesh
Politics of Agra district


In analytical chemistry, dark current refers to the constant response produced by a spectrochemical receptor, even in the absence of radiation. This response adds to the signal produced when the receptor is used to measure light and so must be dealt with to determine how much of the detector response is actually due to the radiation. To compensate for this extra signal, the dark current may be measured in the absence of radiation and then subtracted from the final signal or reduced to zero by a compensating circuit. This is often referred to as "blanking" and is a form of blank correction.

Analytical chemistry


Exocytosis is infiltration of the epidermis by inflammatory or circulating blood cells.

See also
 Skin lesion
 Skin disease
 List of skin diseases

References

Dermatologic terminology


Ramapriya (pronounced rāmapriya) is a rāgam in Carnatic music (musical scale of South Indian classical music). It is the 52nd melakarta rāgam (parent scale) in the 72 melakarta scale system of Carnatic music. It is called Ramāmanōhari in Muthuswami Dikshitar school of Carnatic music.

Structure and Lakshana

It is the 4th rāgam in the 9th chakra Brahma. The mnemonic name is Brahma-Bhu. The mnemonic phrase is sa ra gu mi pa dhi ni. Its  structure (ascending and descending scale) is as follows (see swaras in Carnatic music for details on below notation and terms):
:
:

(the notes shuddha rishabham, antara gandharam, prati madhyamam, chathusruthi dhaivatham, kaisiki nishadham are used in this scale)

As it is a melakarta rāgam, by definition it is a sampoorna rāgam (has all seven notes in ascending and descending scale). It is the prati madhyamam equivalent of Chakravakam, which is the 16th melakarta scale.

Janya rāgams
Ramapriya has a few minor janya rāgams (derived scales) associated with it. See List of janya rāgams for full list of rāgams associated with Ramapriya scale.

Compositions
Here are some compositions sung in concerts, set to Ramapriya.

Saamodam Paripaalaya by Swathi Thirunal Rama Varma
Mahadevamanisham by Mangalampalli Balamuralikrishna
Smaramyaham sada rahum and Matangi Sri rajarajeshwari by Muthuswami Dikshitar
Korinavara mosagu by Patnam Subramania Iyer
"Sandehamunu deerpavayya" by thyagaraja
"sri raja rajeshwari" by thanjavuru ponnayya pillai

Film Songs

Language: Tamil

Related rāgams
This section covers the theoretical and scientific aspect of this rāgam.

Ramapriya's notes when shifted using Graha bhedam, yields no other melakarta rāgam, as such a step taken on any of the 6 swarams (Ri to Ni) comes up with scales that do not conform to the melakarta rules. Graha bhedam is the step taken in keeping the relative note frequencies same, while shifting the shadjam to the next note in the rāgam.

Notes

References

Melakarta ragas


Flagermusen is a 1966 Danish film directed by  and starring Poul Reichhardt.

Cast
In alphabetical order
 Annette Blichmann - Felicita, dancer and friend of Ida
 Lily Broberg - Rosalinde
 Poul Bundgaard
 Dario Campeotto
 Paul Hagen - Frosch
 Holger Juul Hansen - Dr. Falke
 Susanne Heinrich - Dancer and friend of Ida
 Knud Hilding
 Niels Hinrichsen
 Valsø Holm
 Arthur Jensen
 Dida Kronenberg - Dancer and friend of Ida
  - Prince Orloffsky
 Henry Nielsen
 Ghita Nørby - Kammerpige Adele
 Bjørn Puggaard-Müller
 Poul Reichhardt - Von Eisenstein
 Birgit Sadolin - Ida, Adeles Søster
 Ove Sprogøe - Advokat
 Karl Stegger - Fængelsdirektør
 Jeanette Swensson - Dancer and friend of Ida
 Olaf Ussing

External links

1966 films
1966 musical films
Danish musical films
1960s Danish-language films
Operetta films
Films based on operettas
Films set in the 1870s
Films set in Vienna


Elnatan Salami (, born April 5, 1986) is an Israeli footballer who plays for Beitar Petah Tikva. He previously played for Hapoel Petah Tikva, Maccabi Herzliya, Maccabi Netanya, Hapoel Acre, Beitar Tel Aviv Ramla, Hapoel Afula, F.C. Shikun HaMizrah, Sektzia Ness Ziona and Hapoel Kfar Saba. At international level, Salami was capped at levels from under-17 to under-21.

Career
Salami has started his career in Hapoel Petah Tikva youth club and in the 2003/04 season he was promoted to the senior team. Salami won the Toto Cup with Petah Tikva in  2004/05, and stayed with the club another two seasons until it dropped to the second league. He played 20 games with Petah Tikva during the 2006/07 season, earning three yellow cards. In the 2007/08 season, Salami moved to Maccabi Herzliya and played 12 games, earning three yellow cards but failing to score a goal. At the end of that season Herzliyya dropped to the second league, but at the start of the next season he moved back to Hapoel Petah Tikva. In the beginning of the 2008/09 season, towards the end of September, Salami moved to Maccabi Netanya and was released at the end of December to Hapoel Kfar Saba.

References

1986 births
Israeli Jews
Living people
Israeli men's footballers
Hapoel Petah Tikva F.C. players
Maccabi Herzliya F.C. players
Maccabi Netanya F.C. players
Hapoel Kfar Saba F.C. players
Sektzia Ness Ziona F.C. players
Hapoel Acre F.C. players
Beitar Tel Aviv Bat Yam F.C. players
Hapoel Afula F.C. players
F.C. Shikun HaMizrah players
Beitar Kfar Saba F.C. players
Hapoel Mahane Yehuda F.C. players
Hapoel Bik'at HaYarden F.C. players
Beitar Petah Tikva F.C. players
Israeli Premier League players
Liga Leumit players
Footballers from Petah Tikva
Men's association football forwards
Israel men's under-21 international footballers


The 2005 WNBA season was the Monarch’s ninth season. The Monarchs finished the season by winning their first WNBA Championship.

Offseason

WNBA draft

Regular season

Season standings

Season schedule

Player stats
Note: GP = Games played; REB = Rebounds; AST = Assists; STL = Steals; BLK = Blocks; PTS = Points

Playoffs

Awards and honors
Yolanda Griffith, WNBA Finals MVP Award
 Nicole Powell, WNBA Most Improved Player Award
 John Whisenant, WNBA Coach of the Year Award

References

Monarchs on Basketball Reference

External links

Sacramento Monarchs seasons
Sacramento
Sacramento Monarchs
Western Conference (WNBA) championship seasons
Women's National Basketball Association championship seasons


The SS David H. Atwater was a United States Merchant Marine coastal steamer which was sunk on 2 April 1942 by gunfire from German submarine U-552, commanded by Erich Topp, during World War II. The circumstances of the destruction of the vessel along with almost all of its crew fueled persistent rumours at the time of war crimes being perpetrated by Nazi Germany's U-boat fleets on the high seas against shipwrecked allied sailors.

History
The ship began life as the Crabtree, constructed by the Great Lakes Engineering Works of Ashtabula, Ohio for the United States Shipping Board, hull number 505A, and launched in June 1919. She was renamed W.J. Crosby in 1922, for the North Shore Transit Company of Port Huron, Michigan, and in 1929 was sold to the Canada Forwarding Company Ltd. of Port Arthur, Ontario. In 1935 she was renamed David H. Atwater for the Atwacoal Transportation Company of Fall River, Massachusetts, which became her home port.

Sinking
On the night of 2 April 1942, at the height of the U-boat offensive against US shipping known as the Second Happy Time, the David H. Atwater was en route from Norfolk, Virginia to Fall River, Massachusetts, with a full load of 4,000 tons of coal. Her master, William K. Webster, had disregarded instructions and sailed from the Chesapeake in the afternoon, therefore could not make the run to the Delaware Capes before nightfall.

Around 21:00, between Cape Charles and Cape Henlopen, the ship was ambushed by U-552, commanded by Erich Topp, which had followed her underwater. U-552 surfaced about  from the freighter and opened fire with her 88mm deck gun and automatic weapons (possibly including the submarine's 20mm cannon) without warning, one of her first shells destroying the bridge and killing all of the officers. In all, 93 shots were fired from the deck gun, with 50 hits being recorded on the small freighter, which rapidly began to sink. Many of Atwaters crewmen were hit as they tried to man the lifeboats. When Captain Webster was shot, the crew abandoned attempts to launch the lifeboats and leapt into the sea.

Aftermath
The first ship to arrive on the scene was the small Coast Guard patrol boat USS CG-218, the crew of which found a lifeboat holding three survivors and three bodies; the survivors reported that they had dived overboard and swam to the boat. Next on the scene was Coast Guard cutter USCGC Legare (WPC-144), the crew of which had heard the gunfire and arrived just fifteen minutes later. Legare crew members found a second lifeboat with a body aboard; the boat was discovered to have been riddled by gunfire, and lent strength to the widespread belief at the time that U-boats were deliberately murdering the survivors of ships they had sunk. The Legare landed the three survivors and four bodies at Chincoteague Island Coastguard Station, then returned to sea to carry out further searching. The destroyers USS Noa and USS Herbert were directed to the scene at 21:22 and arrived at 24:00, but the U-552 had by then escaped the scene, going on to sink other vessels.

Bodies, and lifeboats and liferafts from the Atwater recovered by the Coast Guard were landed at Ocean City, Maryland. It was commonly believed at the time that U-552 had deliberately machine-gunned the Atwaters crewmen in the boats and rafts.

Liberty Ship William Cox
The Liberty Ship , launched on 30 December 1944, was named for one of David H. Atwaters firemen.

Notes

References
(Search for vessel name Crabtree)

External links
Photograph of David H. Atwater
 Photograph of W.J. Crosby
 "Launching an Industry"

Ships sunk by German submarines in World War II
Maritime incidents in April 1942
World War II shipwrecks in the Atlantic Ocean
Ships built in Ecorse, Michigan
1919 ships


Agra East (Vidhan Sabha constituency) was a legislative assembly of Uttar Pradesh. As a consequence of the orders of the Delimitation Commission, Agra East (Vidhan Sabha constituency) ceases to exist from 2008.

Members of Legislative Assembly
The Members of Legislative Assembly are given follows-

^ by poll

References

External links
 https://web.archive.org/web/20041224181644/http://eci.gov.in/ElectionAnalysis/AE/S24/partycomp342.htm

Agra
Former assembly constituencies of Uttar Pradesh
Politics of Agra district


The Caudron J Marine was an amphibious, two-seat, biplane equipped with floats and wheels, similar to the earlier Caudron J floatplane.

The Caudron J was essentially a seaplane version of the two-seat Caudron G and single-seat Caudron F. The F, G, and J all followed a similar layout with 2½ bay biplane wings, a tail-unit, with a single fin and rudder, supported on struts attached to the wings at the first inter-plane struts and a central fuselage nacelle housing the cockpit and mounting the tractor engine. Two main floats were strut-supported under the wings and a small tail-float was attached to the tail-unit. Power was supplied by a  Anzani 10-cylinder radial engine.

The three production Caudron J Marine were used by the French Navy (la Marine Française) for reconnaissance and artillery observation. On 8 May 1914, René Caudron flew the second example from a wooden platform erected over a gun turret, on the French Navy cruiser Foudre. The first example was powered by a  Gnome 9 Delta rotary engine, with the remaining two powered by  Gnome 7 Lambda rotary engines.

Variants
Caudron JThe initial 1913 version of the Caudron floatplane with  span and  Anzani 10-cyl radial. Winner of the Deauville contest in August 1913.
Caudron J Marine 1914 production version of the Type J, with 3 examples purchased by the Marine Française

Operators

French Navy

Specifications (variant specified)

References

Further reading

External links
Les hydravions des frères CAUDRON

1910s French military reconnaissance aircraft
Caudron aircraft
Single-engined tractor aircraft
Biplanes
Aircraft first flown in 1914
Rotary-engined aircraft


Mulgi may be:
 Mulgi, Estonia, a village in Mulgi Parish, Estonia
 Mulgi Parish, Estonia
 Mulgimaa, cultural-historical region in Estonia
 A dialect of South Estonian, spoken in Mulgimaa
 Mire language, an Afro-Asiatic language spoken in the southwestern Chadian


In the human body, the lateral sacrococcygeal ligament is bilaterally paired ligament extending between the transverse process coccyx, and the inferolateral angle of the sacrum. The ligament forms a foramen for an anterior ramus of the fifth sacral nerve (S5). The ligament may become ossified. There may be up to three lateral sacrococcygeal ligaments on either side of the sacral hiatus.

Function
Together with the anterior, posterior, and intercornual sacrococcygeal ligaments, the lateral sacrococcygeal ligaments stabilize the sacrococcygeal symphysis (i.e. the joint between the sacrum and the coccyx).

See also

 Anterior sacrococcygeal ligament
 Posterior sacrococcygeal ligaments

References

References

  (An illustration of the posterior and lateral ligaments.)

Ligaments of the torso


Lingshui may refer to:

Lingshui Li Autonomous County, county in Hainan, China
Lingshui (village), village in Jinjiang, Fujian, China


Arnhem Centraal railway station is the largest railway station in the city of Arnhem in Gelderland, Netherlands. It was opened on 14 May 1845 and is located on the Amsterdam–Arnhem railway, the Arnhem–Leeuwarden railway and the Arnhem–Nijmegen railway. The station opened at the same time as the Amsterdam–Arnhem railway, that continues into Germany via the Oberhausen–Arnhem railway.

The station is the main station of Arnhem, and at present, has around 40,000 passengers that use the station per day, this makes it the 9th busiest station in the Netherlands. The main building has a surface of 18,000 m2 and a volume of 76,000 m3, the building has a capacity of 110.000 transfers per day.

Building

In 2006 a reconstruction of the complete station area started. In October of that year, a temporary station entrance opened, that could only be reached by three sets of stairs (or by elevators). On 2 July 2011, a new tunnel under the platforms opened. The temporary entrance closed down and dismantled in the autumn of 2011. As of that period the railway consists of four platforms including a footbridge connecting all platforms.

During the summer of 2011 a new dive under was created west of the station which allows trains to Nijmegen and Utrecht to underpass all tracks without interfering the other train services. All traffic on the western part of the station was completely suspended for five weeks. The dive under officially opened on 29 August 2011. The official re-opening of the completed station was on 19 November 2015, on this day the station was renamed Arnhem Centraal, formerly it had just been Arnhem.

The new design of the railway station was created by UNStudio in collaboration with Cecil Balmond at Arup AGU. It won the Dutch Nationale Staalprijs.

Train services

The station is served by the following train services:
International:
Intercity-Express: Amsterdam - Utrecht - Arnhem - Cologne - Frankfurt Airport - Basel
Intercity-Express: Amsterdam - Utrecht - Arnhem - Cologne - Frankfurt
Regional Express: Arnhem - Emmerich - Wesel - Oberhausen - Duisburg - Düsseldorf
National:
Express:
Intercity: Den Helder - Amsterdam - Utrecht - Arnhem - Nijmegen
Intercity: Schiphol - Utrecht - Arnhem - Nijmegen
Intercity: Zwolle - Arnhem - Nijmegen - Oss - 's-Hertogenbosch - Tilburg - Breda - Roosendaal
Local:
Sprinter: Arnhem - Nijmegen -  Oss - 's-Hertogenbosch - Tilburg - Breda - Dordrecht
Sprinter: Ede-Wageningen - Arnhem
Sprinter: Zutphen - Arnhem - Nijmegen (- Wijchen on weekdays)
Stoptrein: Arnhem - Zevenaar - Doetinchem
Stoptrein: Arnhem - Zevenaar - Doetinchem - Winterswijk
Stoptrein: Tiel - Elst - Arnhem

Bus services

The bus services depart from the covered bus station underneath the Essent towers and from the area in front of the main entrance. Arnhem is known for its trolleybus service in the Netherlands. They operate on a number of city services.

Bus services are operated by a variety of operators; city services are operated by Breng and regional services by Breng, Arriva and Syntus.

KLM also operates a bus service for KLM customers from the train station to Schiphol Airport.

City services
 1 De Laar West - Elderveld - Centraal Station - City Centre - Station Velperpoort - Velp (trolleybus)
 2 Centraal Station - City Centre - Kronenburg (Shopping Mall) - De Laar Oost - De Laar West (trolleybus)
 3 Het Duifje - City Centre - Centraal Station - Rijnstate (Hospital) - Alteveer - Burgers' Zoo (- Open Air Museum) (trolleybus)
 5 Schuytgraaf - Station Arnhem Zuid - Elderveld - Centraal Station - City Centre - Presikhaaf (Shopping Mall) - Presikhaaf (trolleybus)
 6 Centraal Station - City Centre - Presikhaaf (Shopping Mall) - Elsweide/HAN (University of Applied Sciences) (trolleybus)
 7 Rijkerswoerd - Kronenburg (Shopping Mall) - Gelredome (Stadium) - Centraal Station - City Centre - Station Velperpoort - Geitenkamp (trolleybus)
 8 Centraal Station - Rijnstate (Hospital) - Open Air Museum - Alteveer - Geitenkamp
 9 Schaarsbergen I.P.C. - Hoogkamp - Centraal Station
 10 Centraal Station - Het Dorp - Sportcentrum Papendal
 11 Station Arnhem Zuid - De Laar Oost - Vredenburg - Kronenburg (Shopping Mall) - Gelredome (Stadium) - Centraal Station
 12 Centraal Station - City Centre (South) - Presikhaaf - IJsseloord 1 - IJsseloord 2
 77 Centraal Station - City Centre - Station Velperpoort - CIOS

Regional services

 14 Arnhem - Elden - Elst - Oosterhout - Lent - Nijmegen 26 Arnhem - Presikhaaf - Velp - Giesbeek - Doesburg - Dieren 27 Arnhem - Presikhaaf - Velp - Giesbeek - Doesburg - Drempt - Hoog Keppel - Laag Keppel - Doetinchem 29 Arnhem - Velp - Rheden - Doesburg - Drempt - Hoog Keppel - Laag Keppel - Doetinchem 33 Arnhem - Malburgen-Oost - Huissen - Angeren - Doornenburg - Gendt - Bemmel - Lent - Nijmegen 43 Arnhem - Westervoort - Velp - Rheden - Ellecom - Dieren - Beekbergen - Apeldoorn 51 Arnhem - Oosterbeek - Doorwerth - Heelsum - Renkum - Wageningen 56 Arnhem - Driel - Heteren 60 Arnhem - Westervoort - Duiven - Zevenaar - Babberich - Lobith - Tolkamer 62 Arnhem - Westervoort - Duiven 72 Arnhem - Huissen 91 Arnhem - Beekbergen - Apeldoorn 105 Arnhem - Otterlo - Barneveld 231 Arnhem - De Maten (Apeldoorn) - Apeldoorn 300 Arnhem - Malburgen-Oost - Huissen - Bemmel - Nijmegen (Bus rapid transit service Brengdirect)
 331 Arnhem - Kronenburg - Elst - Nijmegen (Bus rapid transit service Brengdirect)
 352 Arnhem - Oosterbeek - Doorwerth - Heelsum - Renkum - Wageningen (Bus rapid transit service Brengdirect'')

References

External links

  Station Arnhem, train schedules and station facilities

Centraal
Railway stations on the IJssellijn
Railway stations on the Rhijnspoorweg
Railway stations on the Staatslijn A
1845 establishments in the Netherlands
Railway stations in the Netherlands opened in 1845


The Lowell Holly Reservation is a  nature reserve in Mashpee and Sandwich, Massachusetts and is managed by the Trustees of Reservations. The area was extensively planted by A. Lawrence Lowell and Wilfred Wheeler with rhododendrons, mountain laurel and holly trees, for which the reservation gets its name. There are  of hiking trails and two peninsular knolls that jut into Mashpee Pond and Wakeby Pond. Lowell bequeathed the property to the Trustees of Reservations in 1943.

References

External links
 The Trustees of Reservations: Lowell Holly Reservation
 Trail map

The Trustees of Reservations
Open space reserves of Massachusetts
Protected areas of Barnstable County, Massachusetts
1943 establishments in Massachusetts
Protected areas established in 1943


The South African Mine Workers' Strike was a labour dispute involving mine workers of Witwatersrand in South Africa. It started on 12 August 1946 and lasted approximately a week. The strike was attacked by police and over the week, at least 1,248 workers were wounded and at least 9 killed.

African Mine Workers' Union
In 1941 a miners' conference was called by the Transvaal Provincial Committee of the African National Congress. The conference was supported by Paramount Chief of Zululand and trade unions.

It was here that the African Mine Workers' Union came into being and elected a committee under the presidency of J. B. Marks, who also became President of the Transvaal African National Congress.

At first the union was not recognised by the Chamber of Mines, but after sustained pressure for better wages and conditions, the prime minister, Field Marshal Jan Smuts, announced some piecemeal increases improvements in conditions while at the same time issuing War Measure No. 1425—banning gatherings of more than twenty people on mining property without permission.

Despite union officials being arrested in 1944 at a meeting in Witwatersrand and in Springs, a conference was held in May 1946 which decided to approach the government with demands for a ten shillings a day wage and other improvements—or to take strike action.

On August 12, 1946, more than 60,000 workers in Witwatersrand refused to continue working for the existing wages.  Within a week police were deployed and incorporated brutal tactics in an effort to break the strike.  Officially 9 died and more than 1,248 workers were injured, and many regarded the strike as a failure.  Although the initial demands were ignored and the workers returned to the mines after only a week, the strike was viewed as a crucial moment in South Africa's development.  Ultimately this initial protest later influenced political realignments, and has been associated with increased labour conscience and social change.  By addressing the conditions necessary to maintain cheap migrant labour, this movement provided insight into the manner in which Apartheid serves as a vehicle for perpetuating pre-capitalist modes of production.   Methods such as the 'compound system', which essentially restrained workers from having any contact with Union organizers, were direct results of the initial failed Union Strike of 1946.

In August 1946 an open air conference was held in Newtown Market Square as no hall where Africans could hold meetings was big enough to accommodate those present and the decision to strike was taken.

Bloody Tuesday

The police attacked the workers with batons, bayonets, and gunfire outside the mines and in the mines when forced to work.

Police brutality reached a bloody climax on a peaceful march from the East Rand to Johannesburg on Tuesday, 13 August. Police opened fire on the procession and a number of workers were killed.

This led to the Transvaal Council of Non-European Trade Unions (CONETU) calling a general strike in Johannesburg on Wednesday, 14 August. CONETU called a meeting at Newtown Market Square the next day which was banned by the Riotous Assemblies Act. This meeting was also attacked by police with guns and bayonets.

During the week workers and leaders of the ANC, the Communist Party, the Indian and Coloured Congresses and the trade unions were arrested, tried, imprisoned, and deported.

The 1946 African miners strike signified a shift in public conscience, and was widely considered the beginning of what would later become the anti-apartheid movement.  This strike, "was led by the African Mine Workers Union, whose president, J.B. Marks, was also a leader in the South African Communist Party."

Most workers averaged two shillings per shift, and were responsible for contributing a portion of their wages towards work clothes and bedding.  Many were removed from their families, sometimes for years, while their children and spouses starved. The AMWU initially placed demands to create a legal minimum wage, cost-of-living allowance, and regular wage increases.  The miners settled on a 10 shilling per day minimum wage, and improved working conditions as the basis of their demands.

The Transvaal Chamber of Mines functioned as a closely knit cartel comprising five separate mining groups that essentially controlled the largest labour force in South Africa.  Their influence over state revenue, and political seats in the government allowed them to function with relative impunity.  With a general monopoly over South Africa's agricultural and industrial products, the Transvaal Chamber of Mines was in effect capable of controlling workers wages and suppressing efforts to unionize.  This was largely achieved by keeping workers in policed compounds and brutally restricting their ability to communicate or be contacted by union organizers.

In the wake of discontent following settlements that maintained the existing labour cost, Prime Minister Smuts issued War Measure NO. 1425 this measure which, " prohibiting gatherings of more than twenty persons on mining property without special permission," effectively ceased further organized trade union meetings.

Following the suppression of the 1946 strike, union groups like The Communist Party of South Africa experienced brutal treatment at the hands of the existing government.  Many of the parties leaders were indicted on charges of sedition and treason. "This was followed by a systematic series of measures to destroy the CPSA, culminating in the suppression of Communism Act in 1950." (Communist University, COSATU, 1946 mineworkers strike, press release, Aug. 11, 2006).  However, despite continual efforts through the media to define the strike as a failure this initial protest has had a lasting impact on South African politics.  The formation and emergence of the National Union of Mineworkers (NUM) represents a direct lineage to these early union organizers.  This organization, " arguably the heirs to the 1946 strike are currently engaged in a series of territorial disputes with the breakaway Association of Mineworkers and Construction Union (AMCU)."(Global Research, Aug. 21, 2012. Chris Webb).

Cheap labour has historically provided the back-bone for South Africa's thriving mining industry.  Much of this work-force has routinely been composed of poor workers abducted from surrounding regions. " Research shows that by 1929, more than 115,000 Mozambicans had been forcibly recruited to work in South African mines." The increased foreign demand for platinum has only served to perpetuate this system of abuse and oppression.  While the number of workers extracted from the surrounding areas has declined, local peasants are still routinely pressured into labour once they reach the working age.  While many of the injustices  imposed by South Africa's mining industry persist, the 1946 miners strike remains a prevalent reminder of the plight of  African workers and their families.

See also
Marikana miners' strike in 2012

References

1946 labor disputes and strikes
1946 in South Africa
August 1946 events in Africa
Labour disputes in South Africa
Miners' labor disputes in Africa
Protest-related deaths
History of Johannesburg
History of the East Rand


Andy Gibb's Greatest Hits was the first compilation album by Andy Gibb. It was released in 1980. Aside from the previous singles it also contains three new songs being "Time Is Time", "Me (Without You)" and "Will You Love Me Tomorrow", the latter sung together with P. P. Arnold.

Album content
The three new songs: "Time Is Time", "Me (Without You)" and "Will You Love Me Tomorrow" were recorded in the middle of 1980 at Criteria Studios. Another song, a cover of Bee Gees' "Morning of My Life" was recorded but was not included. On the album's side one, it features his five US Top 10 singles, while side two features three new songs and two songs from After Dark.

Record World said that "With a teardrop in his voice and cathedral keyboards rising throughout, Gibb sings of heartache." in the single "Me (Without You)."

The CD versions of the songs later appeared on Andy Gibb (Hits Collection) except "Will You Love Me Tomorrow" which appeared on The Millennium Collection.

Track listing

Personnel

Andy Gibb — lead vocals
Barry Gibb — harmony and background vocals, acoustic guitar
Joey Murcia — electric guitar
Tim Renwick — electric guitar
Paul Harris — piano, keyboards (tracks 1-2, 5)
Albhy Galuten — synthesizer, orchestral arrangement
Harold Cowart — bass
Ron Ziegler — drums
John Sambataro — background vocals (tracks 1-5)
George Terry — electric guitar (tracks 1-2)
Joe Walsh — electric guitar (tracks 1-2)
Hugh McCracken — electric guitar (tracks 9-10)
Don Buzzard — electric guitar (tracks 1-2)
Nelson Pedron — percussion (tracks 1-2)
Peter Graves — horn
Whit Sidener — horn
Kenny Faulk — horn
Bill Purse — horn
Neil Bonsanti — horn
Dan Bonsanti — horn
George Bitzer — keyboards
Pat Arnold — lead vocals (track 8)
Michael Brecker — saxophone (track 9)
Randy Brecker — trumpet (track 9)
Tom Roadie — percussion (tracks 9-10)
Bernard Loop — drums (tracks 9-10)
Charlie Chalmers — background vocals (tracks 9-10)
Sandy Rhodes — background vocals (tracks 9-10)
Donna Rhodes — background vocals (tracks 9-10)
Cornell Dupree — electric guitar (tracks 6-8)
Daniel Ben Zebulon — percussion (tracks 6-8)
Steve Gadd — drums (tracks 6-8)
Gene Orloff — concertmaster
Production
Karl Richardson — sound engineer
Steve Gersky — sound engineer (tracks 1-2)

References

1980 greatest hits albums
Andy Gibb albums
Albums produced by Barry Gibb
RSO Records compilation albums


Hagbard and Signe or The Red Mantle (, , ) is a 1967 internationally co-produced drama film based on the story of Hagbard and Signy from the twelfth-century work Gesta Danorum by Saxo Grammaticus, directed by Gabriel Axel and starring Gitte Hænning. The film won a Technical Prize (Mention spéciale du grand prix technique) at the 1967 Cannes Film Festival.

Cast
Oleg Vidov as Hagbard
Gitte Hænning as Signe
Eva Dahlbeck as The Queen
Birgitte Federspiel as King Hamund's widow
Lisbeth Movin as Bengerd
Johannes Meyer as Bilvis
Håkan Jahnberg as Bolvis
Manfred Reddemann as Hildegisl
Henning Palner as Hake
Gisli Alfredsson as Sigvald
Folmer Rubæk as Helvin
Borgar Garðarsson as Alf (as Borgar Gardarsson)
Jörgen Lantz as King Hammond (as Jørgen Lantz)
Frederik Tharaldsen as Alger
Sisse Reingaard as Rigmor
Gunnar Björnstrand as King Sigvor
Niels Hinrichsen
Else Højgaard
Jakob Nielsen
Poul Reichhardt

See also
Germanic Heroic Age
Late Antiquity
List of historical period drama films

References

External links

 The Red Mantle at the Danish National Filmography

1967 films
1967 drama films
Danish drama films
Swedish drama films
Icelandic drama films
1960s Danish-language films
1960s Swedish-language films
Icelandic-language films
Films directed by Gabriel Axel
ASA Filmudlejning films
Films set in the Viking Age
Works based on Gesta Danorum
Danish multilingual films
Swedish multilingual films
Icelandic multilingual films
1960s Swedish films


The Type 722 II class LCAC with NATO reporting name Jinsha II class LCAC () is a medium size air-cushioned landing craft (hovercraft) operated by the People's Liberation Army Navy of China. It is frequently but erroneously referred by many as Dagu class, its predecessor, due to misspelling and lack of information in the 1970s, when these projects first appeared. There are also other names for this class, mostly resulting from different transliterations.

Type 716 LCAC
The origin of Type 722 II class LCAC can be traced straight back in the late 1960s to Type 716 LCAC, from which Type 722 II class eventually developed from directly. In the late 1960s, People's Liberation Army General Logistics Department asked 708th Research Institute to design a prototype LCAC for logistic needs to supply coastal islands, but due to political turmoil in China, namely, Cultural Revolution, construction took three years after the design was approved, and it was not until 1978 when the boat was finally completed by Hudong Shipbuilding (沪东造船厂) in Shanghai and entered service in the same year. NATO reporting name Dagu A class was given to Type 716 LCAC, which achieved speed over 100 km/h during trials in Dianshan Lake, before being sent to South China Sea for further evaluation. Specifications:
Length: 17.94 meter
Width: 8.3 meter
Height: 4.55 meter
Displacement: 18.6 ton
Speed: > 100 km/h
Complement: crw + 32 troops (a platoon) or 2 tons of cargo
Engine: 1 piston driven aero-engine
NATO reporting name Dagu A class was erroneously used to refer other Chinese LCACs, but analysis of the technical data revealed that this name is actually for Type 716 class (also Type 716 I class when the upgraded version appeared later), when more information became available from Chinese official sources years later.

Type 716 II LCAC
Type 716 LCAC did not enter mass production after the prototype was built due to its fatal design flaw: the propulsion system was an aeroengine driven by gasoline, which is prone to fire. 708th Research Institute and Hudong Shipyard completed its upgrade in 1983, which replaced the original gasoline engine with a 12L413FC diesel engine. Other improvements included utilization of ducted propeller, and redesigned skirt and propulsion system. The improvement version is designed by Chinese as Type 716 II class LCAC', with NATO reporting name as Dagu B class, and experienced gained from this class was directly used on later Type 722 II class LCAC.

Type 722 LCAC

In 1975, after the design of Type 716 LCAC was approved, Chinese navy asked 708th Research Institute to design a medium-sized LCAC utilizing experienced gained from Type 716. Just as in the case of Type 716, Tye 722 LCAC suffered delay in construction after design was approved due to the same political turmoil in China, and it was not in 1979 when the first unit entered the service. The prototype was built with aluminum alloy with both the bow and stern door/ramp, and was able to carry up to 15 tons of cargo or a company of soldiers. With displacement of 65 tons, the craft can reach speed of 90 km/h with the help of four 1100 kW aero-engines. Type 722 received NATO reporting name Jingsha I class LCAC. The sole prototype (452) lacked a bow door for disembarkation, and this feature may have been added to an improved version before entering production.

However, deployment experienced revealed that the performance of Type 722 was not satisfactory.  The primary design flaw was the same one shared by its direct predecessor, Type 716 LCAC, in that the four engines are gasoline drive, prone to fire.  In addition, the engine was very noise and had a high MTBF rate, and the aluminum alloy was not resistant to salt corrosion.  This shortcoming lead to a massive improvement program that lasted a decade, resulting in Type 722 II LCAC.

Type 722 II LCAC
To solve the problems of the Type 722 LCAC exposed during deployment, designers looked back to its predecessor Type 716 I/II class LCAC for answers, but due to the difference between the two classes, new technologies were needed, including new type of magnesium - aluminum alloy used to replace the original aluminum alloy.  The improvement effort required more resources, and 702nd Research Institute and Chinese navy joined the team to assist 708th Research Institute.

The most significant improvement of Type 722 II LCAC over the original Type 722 is in its propulsion system.  In 1983, an indigenous Type 409 gas-turbine engine based on the WJ-6 (WJ = Wo-Jiang 涡浆) turboprop aero-engine was successfully developed, and it was decided to adopt it for the Type 722 II LCAC. Because this was the very first time a gas-turbine engine was adopted for LCAC, many tests were needed, which protracted the time. It was not until three years later in 1986 when all land-based tests for the Type 409 gas-turbine engine were completed, and then installed on the boat in the following year. Finally, in 1989, the first Type 722 II LCAC was completed and entered the service in the same year. The Type 722 II LCAC received NATO reporting name Jinsha II class LCAC.

The displacement of the Type 722 II LCAC is slightly increased to 70 tons in comparison to the 65 tons of the original Type 722 LCAC, but the cargo capacity is also increased by the same amount to 20 tons total, as opposed to the 15 tons of the original Type 722 LCAC.  It is claimed that the Jinsha II LCAC is roughly the same size the U.S. Navy LCAC, and is designed for similar duties, but in reality, the Chinese equivalent of USN LCAC is actually slightly larger Type 726 LCAC with NATO reporting name Yuyi class. Type 722 II LCAC entered production in limited numbers.

Type 726 LCAC

Type 726 LCAC with NATO reporting name Yuyi class is a natural development of Type 722 series LCAC.  Type 726 LCAC is usually carried by Type 071 amphibious transport dock, and up to four can be housed in the Well deck of Type 071.  Designed by Aviation Industry Corporation of China and constructed by Jiangnan Shipyard, the first unit was launched in December, 2009 and entered Chinese service soon after.  Type 726 LCAC is frequently viewed as the Chinese equivalent of USN LCAC due to their similar size and missions, but Type 726 LCAC carries less cargo because domestic Chinese engine for its LCAC is bulkier and heavier than that of the USN LCAC, but nonetheless, up to 60 tons of cargo can be carried, enough for a Type 99 tank.  In contrast, USN LCAC can carry more around 70 tons of cargo.  Most Chinese internet websites have claimed that the tank Type 726 LCAC will carry would most likely be the lighter Type 96, which will probably be adopted by People's Liberation Army Marine Corps than the heavier and costlier Type 99, but such claims have yet to be verified by official / governmental / western sources.

Specification:
Length: 30 meter
Beam: 16 meter
Displacement: 150 - 160 tons
Speed: > 60 kts, depending on cargo loads (80 kts reached in trials when unloaded)
Cargo capacity: 50 ton normal, 60 ton (max overload)
Armament: gun mounts for machine guns & grenade launchers

Operators

 People's Liberation Army Navy

Specifications
Crew 5-7?
Dimensions
Length 27 metres
Width	14 metres
Height: 9.6 metres
full load displacement 70 tons
Propulsion
Motors turbine engines
Power: 2 propulsion engines, 2 lift engines
Propellers: 2 four-bladed variable-pitch propellers
Performance
Speed	55 knots
Range 165 nautical mile
Military Lift: 20 tons
Weapons
4 X 14.5 mm machine guns (2 twin)

See also
 Landing Craft Air Cushion

References

Saunders, Stephen (RN) Jane's Fighting Ships 2003-2004

Amphibious warfare vessels of the People's Liberation Army Navy
Military hovercraft
Landing craft


Catawba County Schools is the largest school district in Catawba County, North Carolina, United States. Its 28 schools serve 17,370 students as of the 2010–11 school year.

Student demographics
For the 2010–11 school year, Catawba County Schools had a total population of 17,370 students and 1,085.05 teachers on a (FTE) basis. This produced a student-teacher ratio of 16.01:1. That same year, out of the student total, the gender ratio was 51% male to 49% female. The demographic group makeup was: Black, 6%; White, 72%; Hispanic, 12%; Asian/Pacific Islander, 7%; and American Indian, 0% (two or more races: 4%). For the same school year, 48.41% of the students received free and reduced-cost lunches.

Governance and funding
The primary governing body of Catawba County Schools follows a council–manager government format with a seven-member Board of Education appointing a Superintendent to run the day-to-day operations of the system. The school system currently resides in the North Carolina State Board of Education's Seventh District.

Board of education
The seven-member Board of Education generally meets on the last Monday of each month with other meetings called as needed. The current members of the board are: Sherry Butler (Chair), Marilyn McRee (Vice-Chair), Ronn Abernathy, David Brittain, Glenn Fulbright, Cathy Starnes, and Charlie Wyant.

Superintendent
The current Superintendent of Catawba County Schools is Dr. Matthew Stover as of November 1, 2016. Dr. Stover has a career in public education spanning more than 15 years in North Carolina. He most recently served as the Associate Superintendent of the Lincoln County Schools. In that role since 2013, Dr. Stover has worked as a key member of the school system's administrative team in several areas, including safety and security, athletics, maintenance, capital and bond projects, facilities, contracts, and technology. Dr. Stover also served as the Assistant Superintendent of Human Resources for Lincoln County Schools from 2011-2013, where he led all aspects of human resources leadership and management for the school system. He was an assistant principal (2003-2007) and principal (2007-2011) for Lincoln County Schools and began his career in public education as a high school teacher and coach in Cleveland County.

Dr. Matthew Stover earned his bachelor's degree in social studies education from Indiana University of Pennsylvania. He also attended Gardner-Webb University in Boiling Springs, N.C., where he obtained a master's degree in school administration in 2003, and a doctorate in educational leadership in 2009.

The previous superintendent of Catawba County Schools is Dr. Dan Brigman. He began in July, 2012, and was previously the superintendent at Macon County Schools.

Member schools
Catawba County Schools has 28 schools ranging from pre-kindergarten to twelfth grade. Those 28 schools are separated into eight high schools, five middle schools, 16 elementary schools, and one pre-school.

High schools
Bandys High School (Catawba)
Bunker Hill High School (Claremont)
Catawba Rosenwald Education Center – alternative school, grades 6–12 (Catawba)
Challenger Early College High School (Hickory)
Fred T. Foard High School (Newton)
Maiden High School (Maiden)
St. Stephens High School (Hickory)

Middle schools
H. M. Arndt Middle School (Hickory)
Jacobs Fork Middle School (Newton)
Mill Creek Middle School (Claremont)
Maiden Middle School (Maiden)
River Bend Middle School (Claremont)

Elementary schools
Balls Creek Elementary School (Newton)
Banoak Elementary School (southern Catawba County, near Vale, Lincoln County)
Blackburn Elementary School (Newton)
C. H. Tuttle Elementary School (Maiden)
Catawba Elementary School (Catawba)
Claremont Elementary School (Claremont)
Clyde Campbell Elementary School (Hickory)
Lyle Creek Elementary School (Conover)
Maiden Elementary School (Maiden)
Mountain View Elementary School (Hickory)
Oxford Elementary School (Claremont)
Sherrills Ford Elementary School (Sherrills Ford)
Snow Creek Elementary School (Hickory)
St. Stephens Elementary School (Conover)
Startown Elementary School (Newton)
Webb A. Murray Elementary School (Hickory)

Preschool
Sweetwater Early Childhood Education Center (Hickory)

Athletics
According to the North Carolina High School Athletic Association, for the 2012–2013 school year:
 Bandys, Bunker Hill, and Maiden high schools are 2A schools in the Catawba Valley Conference.
 Fred T. Foard and St. Stephens high schools are 3A schools in the Northwestern Conference.
 Challenger is a 1A Independent school.
 Catawba Rosenwald Education Center does not have athletic teams.

See also
 List of school districts in North Carolina

References

External links

Education in Catawba County, North Carolina
School districts in North Carolina


The Arequito revolt () (Arequito, Santa Fe Province, Argentina, January 8, 1820), was a military revolt by officers of the Army of the North through which they recused themselves from the fight in the civil war against the federales. Their intention was to return to the front of the war against the royalists in Upper Peru, an objective that they could not ultimately meet. It signified the beginning of the disintegration of the Supreme Directorship and was one of the main causes of the centralist defeat at the Battle of Cepeda.

Federalism in Río de la Plata
The successive Argentine governments since the May Revolution tried to govern all the provinces of the Viceroyalty of the Río de la Plata by citing the argument that when the king's governance ceased, its rights reverted to the people. After the dissolution of the Junta Grande, the city of Buenos Aires clearly desired to dominate the country, with as little input from the other cities as possible.

The cities from the interior of the country, in the name of their respective territories, insistently requested to have equal participation in the national government and to elect their own local governments. For years, the different governments from Buenos Aires made an effort in the opposite wat. All governors were appointed directly by the central government, and the city of Buenos Aires had a representation that was always greater than the rest in the assemblies that followed.

On the other hand, several of the central governments fell by coups d'état organized in Buenos Aires exclusively, and the national governments that followed them were invariably named by the cabildo of Buenos Aires.

The reaction of the interior provinces was surprisingly slow but inevitable. The first effective response to the porteño control came from the Banda Oriental (now Uruguay), where the caudillo José Artigas denied the capital the right to govern his province. In 1815, after more than a year of civil war, he gained complete control of the Provincia Oriental.

His example was followed by the bordering provinces, starting with Entre Ríos, where several caudillos deposed the governors placed by the Directory; with Francisco Ramírez as the leader in the province. A little later, Corrientes Province followed and ended its obedience to the central government.

The dissent followed to Santa Fe Province, which revolted against porteño dominance in 1815 and again in 1816 under the command of Mariano Vera, later succeeded by Estanislao López. The central government vehemently denied them the right of separation, as its territory was the obligatory route of communication with the interior of the country. No less than five military expeditions were launched from Buenos Aires to crush Santa Fe's resistance, but none of them succeeded.

The Northern provinces followed suit, Salta established an autonomous government under General Güemes, the Province of Cuyo refused the replacement of their governor, José de San Martín, and Córdoba elected its own governor, José Javier Díaz, a follower of Artigas.

Army of the North and civil war
The Army of the North was formed to fight the War of Independence against the Spanish Empire in Upper Peru, but after the third defeat at the Sipe Sipe, it was left weakened and with a single base at Tucumán. In theory, its mission was to wait until the conditions permitted to restart the reconquest of the provinces in Upper Peru.

The Directorio decided to use the army to suppress internal rebellions in 1816. A fraction of the army was used to reinstate the governor of La Rioja Province and, at the beginning of the following year, the governor of Santiago del Estero Province. A little later, another part of the army helped deposed the governor of Córdoba Province and support his successor.

In 1818, the director Pueyrredón decided to suppress Santa Fe Province with a double attack. While an army attacked from the south, a division of the Army of the North would advance from the west. The quick reaction of Estanislao López dislodged the offensive. López captured the commander of the west column from Córdoba, Juan Bautista Bustos and then succeeded in repelling the attack from the south. Another similar attempt was thwarted in 1819.

The bulk of the Army of the North was established in Córdoba to the annoyance of many of their members, as it was far from the royalist enemies. In April, a peace treaty signed between the governments of Buenos Aires and Santa Fe gave hopes of a solution to the internal quarrels, and the offices believed they would go back to the northern front.

The treaty pacified its signatories, but Artigas, who considered himself as López's superior, and the Directorio were displeased. Artigas wanted the national government to unite against the Portuguese, who had invaded his province from Brazil. The new Supreme Director, José Rondeau, wanted to defeat Santa Fe with the help from the Portuguese. He called in the Army of the Andes, but its commander, San Martín, refused to obey. He also ordered the commander of the Army of the North, Manuel Belgrano, who initiated a march towards the south.

By the order of Artigas, Ramírez crossed the Paraná River and invaded the north of Buenos Aires Province, later retreating. Rondeau organised his army in the capital and marched to meet the threat. The Army of the North entered Santa Fe Province.

Revolt
Arriving at Arequito, on January 8, 1820, General Bustos, supported by Colonels Alejandro Heredia and José María Paz, directed the military rebellion. The arrested Colonels Cornelio Zelaya and Manuel Guillermo Pinto in the middle of the night, traveled to a short distance from Fernández de la Cruz encampment, and decided to negotiate with him. They told him that they refused to continue with the civil war and to go back to the northern front against the royalists instead. They explicitly declared themselves neutral in the conflict between the Federalists and the Directory to avoid being accused of having supported the enemy. Bustos then had about 1,600 men, and Fernández de la Cruz, slightly fewer than 1,400.

Bustos demanded to receive half of their armament, munitions, and head of cattle, which Cruz seemed to accept at the beginning. However, at noon, he started a march towards the south although the promised goods had not been delivered.

Bustos ordered Heredia to pursue his former commander, which occurred when he was already surrounded by López's federalist troops (they were already in Santa Fe Province, a federalist stronghold). Seeing that he could not continue forward, Fernández de la Cruz decided to give his army to Bustos and returned to Buenos Aires almost alone and followed by only a few loyal officers like Lamadrid.

The next day, Bustos started his return to Córdoba, and on January 12, he reached Esquina, at Córdoba's border. He wrote to López and Rondeau from there to explain what had occurred and his plans to return to the fight in the north. In one of those letters he clarified:

After Arequito
After meeting with López's envoys at La Herradura, by the Tercero River, Bustos moved his army to Córdoba Province, where he was triumphantly received. Governor Manuel Antonio Castro had recently resigned and a new interim governor, José Javier Díaz, the chief of the local Federalists was elected. An assembly declared:

That means the same sentiments that Bustos and the other participants of the Arequito rebellion had.

Rondeau confronted Ramírez and López with its own forces at the Battle of Cepeda and was thoroughly defeated. Only a week later, he resigned and dissolved the Congress of Tucumán. There was not to be a new Supreme Director because of pressure from López and Ramírez, Buenos Aires designated a provincial governor who signed the Treaty of Pilar with the Federalists.

While in Córdoba, Bustos learned of the end of the Directorship, and he started a campaign to reorganize the country, delaying the return of the Northern Army to the northern border. At the same time, interim Governor Díaz announced that he was thinking of an association with the Littoral Caudillos (Santa Fé, Entre Ríos and Corrientes Provinces) in their fight against Buenos Aires; that is, the signing of some alliance pact with José Gervasio Artigas, Ramírez or López.

That was not Bustos's objective and so he actively opposed Díaz's policies. Looking for allies, he reached the Federalists of Juan Pablo Bulnes, who were distanced from Díaz's group, and various local politicians and influential local businessmen. With their support, he was elected governor on March 19.

Bustos then dedicated himself to govern and organize the province, and he mediated between López and the Buenos Aires Province government, who were still fighting each other. He sent Colonel Heredia with a portion of the army to the provinces of the north, as an advance party of the promised march to resume war with the royalists. Unfortunately, Heredia did not get to fight the Spaniards, as his force was used by Martín Miguel de Güemes in the rebellion against the governor of Tucumán.

The remaining forces were used for the defense of the province against the Pampas and Chaco native tribes and the following year to repel the combined attack of Francisco Ramírez and José Miguel Carrera.

Historical review
The Arequito Revolt was reported by early historians in a bad light. The chronicles by Lamadrid and Paz called it treason to the motherland or an obscure event organized to place Bustos in the Córdoba government house and nothing more. Historians in the second half of the 19th century, starting with Bartolomé Mitre and Vicente Fidel López accused him of both. Nobody dared to defend Bustos and his followers, and as the defeat of the federalist party in the civil wars carried forward their enemies, that point of view was the one which survived.

Many years later, the school of Argentina historical revisionism started to see the Arequito Revolt with different eyes. Also, Córdoba historians valued their first autonomous governors, who had supported or participated in the events. In the mid-20th century, with the historical revisionism firmly established and the apogee of the historical overvaluation of San Martín, who also had refused to participate in the civil war, the Arequito Revolt was seen as an important step in the formation of modern Argentina.

In effect, the rebellion of the Army of the North permitted the provinces to impose their will for the first time over the central government in Buenos Aires, made the odd and almost monarchist Unitarian Party constitution of 1819 disappear, permitted the birth of the autonomous government in Buenos Aires Province, equalized the rights of the people, and opened the way for an equal treatment and relations between the provinces (a path that would prove to be difficult, as it would take 50 years of more civil wars in Argentina).

Possibly, if the Army of the North would have followed its path to the north, the war between Buenos Aires and the federalists from the Litoral provinces would have lasted much longer, and the inevitable formation of a modern federalist Argentine nation would have been more difficult.

Bibliography

History of Santa Fe Province
Argentine Civil War
Conflicts in 1820
1820 in Argentina
Mutinies


The Central Michigan–Western Michigan football rivalry is an annual college football game between Central Michigan University (CMU) and Western Michigan University (WMU). The winner receives the Victory Cannon. In its first appearance, it was awarded to CMU at the conclusion of the October 18, 2008, game.

Victory Cannon
A cannon, which represents the cannons that are fired at both CMU's Kelly/Shorts Stadium and WMU's Waldo Stadium, sits atop the trophy and each of the schools' wins are noted on both sides.

Although the trophy was not awarded until 2008, the two teams first played one another in 1907.

Western Michigan ended the Chippewas five year winning streak with a 30-point win in 2011, and backed it up with a win in 2012, the Broncos' first win in Mount Pleasant since 2002. Although the Broncos lead the all-time series 52–39–2, since both teams began competing together in the NCAA Division I in 1975, Central Michigan leads the series 28–19–1. However, since the adoption of the Victory Cannon trophy, Western Michigan leads the series 9–6.

Game results

See also
 List of NCAA college football rivalry games
 Michigan MAC Trophy

References

College football rivalries in the United States
Central Michigan Chippewas football
Western Michigan Broncos football
1907 establishments in Michigan


"Cold One" is a song by Eric Church.

Cold One or variation, may refer also to:

 Cold Ones, a 2007 U.S. film
 "Cold.1" (song), a 2012 song by 'GOOD Music' off the album Cruel Summer (GOOD Music album)
 Cold Ones, an Australian comedy podcast/YouTube channel hosted by Max Stanley (maxmoefoe) and Chad Roberts (anything4views)
 fictional monster from the Warhammer Fantasy game, used as mounts by the Lizardmen and Dark Elves
 name for the vampires that appear in Stephenie Meyer's the Twilight saga series
 race of ice spirits that appear in some stories by Clark Ashton Smith, including "The Light from the Pole"
 slang term for beer or any chilled alcoholic beverage

See also

 Cold (disambiguation)
 One (disambiguation)


Marcel Rohner may refer to:

*Marcel Rohner (banker) (born 1964), Swiss businessman, former Chairman and CEO of UBS AG
Marcel Rohner (bobsledder) (born 1964), Swiss bobsledder


The Adolph Brower House is located at the corner of Division and Water streets in New Hamburg, New York, United States, opposite the Abraham Brower House. It was listed on the National Register of Historic Places in 1982.

It was built around 1845 by Brower, a New York City native who owned a nearby lime quarry. A brick Greek Revival structure with many of the classic features of that style, it and the other Brower house are the oldest in New Hamburg to remain largely as they were originally built.

Building

The house is at the southeast corner of a  lot with a noncontributing swimming pool and outbuilding. Although it fronts on the stub end of Division Street (which once continued west to a dock) and is parallel with the other houses on that street, its address is Water Street.

It is a two-and-a-half-story, three-bay structure of brick laid in common bond topped with a slate gabled roof and wooden cornice. Two chimneys, one on the west exterior and an interior one from the northeast, rise from it. There are star-shaped anchor bolts between the stories on the east and west elevations.

The south (front) elevation has a two-story wooden porch with low hipped roof. Its square columns, duplicated in the porch of the Abraham Brower House on the opposite corner, have recessed panels and capitals. A similar single-bay porch, its upper level enclosed in clapboard, is attached to the east elevation. The front windows have stone sills and decorative lintels.

A third two-story porch on the west elevation, overlooking the nearby Hudson River, has also been enclosed with aluminum siding. The stone foundation comes up to the second floor here, behind the garage.

History

A previous structure is shown on the site in an 1800 map, when the land was owned by early settler Ephraim DuBois. In 1837 Adolph Brower came up from New York City and bought the property. He built the house to overlook lime quarrying and kiln operations nearby. His customers were local pig iron producers and farmers and builders as far away as New Jersey, supplied by river boat.

In 1870 the superintendent of the Poughkeepsie Iron Works, Albert Tower, bought the house and property. He destroyed all the kilns and concentrated strictly on quarrying limestone, outcrops of which are still visible behind the house. Over the course of the 20th century, as New Hamburg's industries declined, the road was closed and the property relandscaped extensively. But other than the addition of some more modern building materials, and the exact rebuilding of some of the front porch trim, the house itself has not been altered.

Aesthetics

Many of the features of the house typify it as Greek Revival. The gable returns, eyebrow windows, columned porch and side hall interior are particularly prominent. The entryway sidelights and transom, along with the finely done balustrade, are highly developed applications of the style.

References

Houses on the National Register of Historic Places in New York (state)
Greek Revival houses in New York (state)
Houses completed in 1845
New Hamburg, New York
Houses in Poughkeepsie, New York
National Register of Historic Places in Dutchess County, New York
Lime kilns in the United States
Quarries in the United States


A level-luffing crane is a crane mechanism where the hook remains at the same level while luffing: moving the jib up and down, so as to move the hook inwards and outwards relative to the base.

Usually the description is only applied to those with a luffing jib that have some additional mechanism applied to keep the hook level when luffing.

Level-luffing is most important when careful movement of a load near ground level is required, such as in construction or shipbuilding. This partially explains the popularity of fixed horizontal jibs in these fields.

Toplis cable luffing

An early form of level-luffing gear was the "Toplis" design, invented by a Stothert & Pitt engineer in 1914.
The crane jibs luffs as for a conventional crane, with the end of the jib rising and falling. The crane's hook is kept level by automatically paying out enough extra cable to compensate for this. This is also a purely mechanical linkage, arranged by the reeving of the hoist cables to the jib over a number of pulleys at the crane's apex above the cab, so that luffing the jib upwards allows more free cable and lowers the hook to compensate.

Horse-head jibs

The usual mechanism for level-luffing in modern cranes is to add an additional "horse head" section to the top of the jib. By careful design of the geometry, this keeps level merely by the linked action of the pivots.

Powered level-luffing
As cranes and their control systems became more sophisticated, it became possible to control the level of luffing directly, by winching the hoist cable in and out as needed. The first of these systems used mechanical clutches between luffing and hoist drums, giving simplicity and a "near level" result.

Later systems have used modern electronic controls and quickly reversible motors with good slow-speed control to the hoist winch motors, so as to give a positioning accuracy of inches. Some early systems used controllable hydraulic gearboxes to achieve the same result, but these added complexity and cost and so were only popular where high accuracy was needed, such as for shipbuilding.

Luffing cabs
Luffing mechanisms have also been applied to the driver's cab being mounted on its own jib, following the movement of the crane's main jib. These are used for tasks such as ship unloading, where the view from the driver's cab is greatly improved by cantilevering it forwards and over the ship.

References

Cranes by type