Eduardo da Costa Paes (, born 14 November 1969) is a Brazilian politician who was the mayor of the city of Rio de Janeiro from 2009 to 2012, re-elected for a second term from 2013 to 2016 and returning elected again in 2021. He is currently the 13th mayor of Rio de Janeiro. On 12 August 2012, at the 2012 Summer Olympics closing ceremony, Paes received the Olympic Flag, via Jacques Rogge, from London Mayor Boris Johnson.

Paes was a noted trenchant critic of the Lula administration, particularly during the Mensalão scandal in 2005 over alleged payments to congressmen for votes. When it came to his administration as Rio de Janeiro's mayor, scandals continued to occur.

As mayor during the bid, preparation and execution of the 2016 Summer Olympics in Rio, Paes faced many challenges, balancing the demands and opportunities of the Olympics with the needs of the Cariocas (the people of Rio de Janeiro).

Paes ran unsuccessfully for Rio de Janeiro state governor in 2018. He was elected for a third term as Rio de Janeiro mayor in 2020, defeating incumbent Marcelo Crivella in the run-off.

In 2021, even though being elected mayor by the party Democrats (DEM), Paes was successfully affiliated to the Democratic Social Party (PSD), starting a movement for other politicians connected to the mayor to affiliate themselves to the party.

Personal life

Paes is married to Cristine and has two children. He is Roman Catholic.

References

External links

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1969 births
Living people
Mayors of Rio de Janeiro (city)
Pontifical Catholic University of Rio de Janeiro alumni
Members of the Chamber of Deputies (Brazil) from Rio de Janeiro (state)
Green Party (Brazil) politicians
Brazilian Labour Party (current) politicians
Brazilian Social Democracy Party politicians
Brazilian Democratic Movement politicians
Democrats (Brazil) politicians
Brazilian Roman Catholics


The Song to the Auspicious Cloud () was the title of two historical national anthems of the Republic of China. The first version was composed in 1896 by Jean Hautstont, a Belgian composer and esperantist,  and was in use from 1913 to 1915 as a provisional anthem. The second version, composed by Xiao Youmei, was in use from 1921 to 1928 as an official national anthem. The lyrics of both songs were based on Commentary of Shang Shu () written by Fu Sheng in 200–100 BCE.

Auspicious Cloud represents heaven and good luck in Chinese culture.

History
The lyrics of the two versions of the Song to the Auspicious Cloud were based on a song written in Commentary of Shang Shu, which was said to have been sung by the ancient Chinese Emperor Shun, when he passed on the throne to Yu the Great. Its original lyrics in classical Chinese were:

 "How bright is the Auspicious Cloud, How broad is its brilliancy. The light is spectacular with sun or moon, How it revives dawn after dawn."

The image of the song symbolized transfer and changing, which referred to the noble demise system of Chinese emperor relinquishing seats to others in Yao and Shun's era before the hereditary system of monarchy in ancient Chinese legends. After the end of the monarchy and the establishment of the republic, the lyrics of the classical song was favored by many to become the national anthem by the new government.

First version (1913–15)

A national anthem committee was established in July 1912 by Cai Yuanpei, the Minister of Education of the Republic of China. Representative Wang Rongbao (汪榮寶), added another quotation from Emperor Shun: "時哉夫，天下非一人之天下也" (Time has changed, the whole nation is no longer owned by one person.) in the last line of "Song to the Auspicious Cloud" and invited Jean Hautstont, a Belgian composer and esperantist, to compose an anthem. On April 8, 1913, the national anthem was used in opening ceremony of the first regular council. It was a provisional anthem until "China Heroically Stands in the Universe" became the national anthem of the Republic of China on May 23, 1915.

Second version (1921–28)

In November 1919, Duan Qirui established the National Anthem Research Committee (國歌研究會), which adopted the second version of the "Song to the Auspicious Cloud". Lyrics (1920) by Zhang Taiyan from the classic "the Song to the Auspicious Cloud" (卿雲歌) from the Commentary of Shangshu. Music (1921) by Xiao Youmei.

It was selected to be the official anthem on March 31, 1921, by No.759 presidential decree, and was released in July 1921 by the Department of National Affairs (國務院).

¹糺 (jiū "collaborate") is sometimes written as 糾 (jiū "investigate") or 織 (zhī "to web")

It was replaced by the current national anthem of the Republic of China, which is also the Kuomintang party anthem, in 1928, as a result of the Northern Expedition from 1926 to 1928 and the overthrow of the government. However, during the Second Sino-Japanese war, several collaborationist governments established by the Japanese army, such as Provisional Government of the Republic of China and the Reformed Government of the Republic of China, also used this anthem, as these governments recommissioned all the old republican national symbols before the Kuomintang came to power in 1928.

See also
Historical Chinese anthems
Order of Propitious Clouds

References

External links
Audio, sheet music, and lyrics

National symbols of the Republic of China (1912–1949)
Historical national anthems
Chinese patriotic songs
Mandarin-language songs
Asian anthems
Book of Documents


Befalsskolen for Infanteriet i Sør-Norge (BSIS) () was a Norwegian infantry officer training school, in operation between 1945 and 1994.

History
BSIS was established by royal resolution in the autumn of 1945 to serve as the new infantry officer training school in the south of Norway. The new government formed by Einar Gerhardsen on 25 June 1945 had immediately initiated a comprehensive review of Norway's military capability after the end of hostilities with Germany on 8 May 1945. BSIS was established in order to complement Befalsskolen for Infanteriet i Trøndelag (BSIT), established 1804, and Befalsskolen for Infanteriet i Nord-Norge (BSIN), established in 1899, and would form the new backbone of army officer training in southern Norway.

The school was located at Heistadmoen infantry base outside Kongsberg, which had been the home of Telemark Infantry Regiment since 1909 and had been expanded by the German occupation forces during the war years between 1940 and 1945. The landscape around Heistadmoen was ideal for infantry training with large surrounding forests and hilly terrain. The inland climate at Heistadmoen, ranging from -30 °C in winter to 30 °C in summer, was also ideal for infantry training in harsh weather conditions.

During the 1950s and 1960s BSIS grew to become the largest officer training facility in Norway. A large weapons testing and training area was built in the Hengsvatn region near the base which was also used by other branches of the armed forces. The school educated approximately 12,700 sergeants for service in the army between establishment in 1945 and disbandment in 1994.

Heistadmoen after BSIS
BSIS was disbanded in June 1994 in connection with Heistadmoen infantry base becoming the training base of Norway's contingent in NATO's Immediate Reaction Force (IRF). In August 2001, Telemark Infantry Battalion was moved to Rena base in Hedmark, which was also home of the cavalry and airborne forces in the south of Norway. In January 2003, Telemark Infantry Regiment was disbanded having existed at various locations since the formation of the Norwegian army in 1628 and at Heistadmoen since 1909.

Heistadmoen is today under administration by the Norwegian Home Guard and activity is much reduced from the 1990s with part of the base area redeveloped for civilian use.

Literature

Sigurd Friis og Magnar Saltnes: Befalsskolen for Infanteriet, 2003

References

Nasjonale Festningsverk
Riksarkivet og Statsarkivene

Military training facilities
Military of Norway
Educational institutions established in 1945
1945 establishments in Norway
1994 disestablishments in Norway
Buildings and structures in Buskerud
Military education and training in Norway


Rude 66 (real name Ruud Lekx; born in Delft in 1966) is a Dutch electronic musician and recording artist currently living in Amsterdam. Live and occasionally on records, his wife Shaunna Lekx is also part of the band as a vocalist and co-writer of lyrics. Rude 66 has been a longtime collaborator of the Bunker Records label, and has released influential records in both acid house and electro music styles of electronic music.

Name
The name Rude 66 is a reference to both the English pronunciation of Lekx's first name and year of birth. It is also a play on the famous American highway Route 66.

History

Rude 66 started as a musician in the '80s, playing keyboards in Noise band Kamika6 who gained some notoriety in the Dutch underground scene but only produced a demo cassette. In school, he met Eric van Spelde with whom he formed Voice of the Mute, an Electronic body music band who released a track on a compilation on Body Records in 1990. They then formed the duo Modulate, who released a techno EP in 1993 on Belgian label SSR, an offshoot of Crammed Discs.

First Bunker releases
Meeting up again with high school friend Guy Tevares who just started Bunker Records, Rude gave Tevares a tape of acid tracks that was released on Bunker in 1993. Like many of Rude's earlier tracks, this was produced by Arno Peeters. The double LP received favorable reviews and tracks were played on National radio. It was followed by a string of albums that established Rude 66 as one of the main names of the label and of the lo-fi acid scene. These albums all have the typical Bunker Records look: there is no sleeve and there are no track titles: the only info is the artist name and the catalogue number on the black label. Rude started his own label Speedster Records in 1995, but due to distribution problems, only one EP was released in a limited edition of 300 copies. Most were sold through the Hotmix Mailorder of I-f.

1996–2011
Rude moved to Djax-Up-Beats in 1996 and released 2 EPs there before Bunker restarted and Rude was among the first artists to release electro EPs like the classic Machine EP.  From 2005–2011 Rude 66 released his main output on the Creme Organisation label, including Black Sabbath (2005), the 1000 Year Storm (2007), As (2008) and the Sadistic Tendencies album. A big difference between the earlier Bunker releases and Rude's post-1998 output is the addition of his wife Shaunna on vocals, mostly sung through a vocoder which gives the voice a robotic quality. She also plays the live shows and contributes to the lyrics, which usually have a dark content matter (serial killers, psychopaths, war themes, etc.) which is sometimes in contrast with the music which can sometimes have a pop quality.

From 1996–2005 Rude 66 was connected to the CEM studio in Amsterdam, an experimental electronic music studio dating back to the 1960s. He started the Vynalogica label in 2000, where invited modern dance music artists could work with the studio's vintage modular synthesizers and the results were released as vinyl ep's. Records were released by Legowelt, Orgue Electronique, Dntel, Bong-Ra, Solvent, Lowfish, and others. The studio lost its government funding in 2005, resulting in the end of the label.

From 2007 until now, Rude has been involved in the running of Intergalactic FM, I-f's online radio station. He presents a weekly live show called Cosmic Overdrive that's the longest running show on the station.

2012–2015: New label and mastering
After a breakup with the Creme Organisation label over owed funds and royalties, Rude 66 moved to the Bordello A Parigi label from his original hometown of Delft. This label released his Paranoia/ The Kill EP in 2014 and also acted as distributor for the album Secret Treaties. This album only exists in reel-to-reel form, and 36 copies were made. Sleeve and tape copying were done at home, and the whole album is much more experimental in the dark ambient genre. The end of 2016 will see the release of two new albums: the Rude 66 album From Reason to Ritual on Bordello A Parigi and Make It Quiet, an album Ruud and Shaunna Lekx recorded with guitarist Weytkin under the band name LEKX. The music on this album is not electronic, but shoegaze, dreampop and noise music orientated with the members playing only guitars and basses, not synthesizers, and experimenting with different tunings.

Since 2009, Rude 66 is also active as mastering engineer, specializing in masters for vinyl releases and remastering of older material, sometimes from cassette-only releases from the 1970s and 1980s. Various releases credit the mastering to either "Rude 66" and "Ruud Lekx".

As a live artist, Rude 66 has played all over the world in the last 25 years, including the US and most European countries. For the last 15 years, his wife Shaunna has accompanied him on vocal duties.

Discography

Albums
Bunker 012 (Bunker, 1994)
Bunker 013 (Bunker, 1994)
Bunker 019 (Bunker, 1994 cd compilation of 012 and 013)
Bunker 020 (Bunker 1995)
The Devils Highway (Silver Recordings, 1996)
Bunker 027 (Bunker, 1997)
Bunker 028 (Bunker, 1997)
Sadistic Tendencies (Crème Organisation, 2008)
Two Worlds 1992–1998 (Creme Organisation, 2011)
Secret Treaties (Speedster Records, 2015)

EPs and singles
Modulate- Dreams EP (Crammed/SSR, 1993)
Acid Planet 3 7-inch (Acid Planet, 1994)
Lucifer (Djax-Up-Beats,1996)
66 deadly sins (Kultbox, 1997)
B-day (Djax-Up-Beats, 1998)
De machine des duivels (Bunker, 2000)
De Wraak der wegpiraten (Bunker 2002)
Black Sabbath (Creme Organisation, 2005)
Overkill (Viewlexx, 2005)
Strings of Death (Vynalogica, 2006)
1000 Year storm (Crème Organisation, 2007)
As (Crème Organisation, 2008)
Tomorrow is too Far/I am God (split 7-inch with Screen Vinyl Image, Custom Made Music, 2011)
Under Cover of the Night (Gooiland Electro, 2014)
The Kill (Bordello A Parigi, 2014)

Exclusive tracks on compilations
Voice of the Mute- Mission Impossible (on Somewhere in the Skeleton, Body Records, 1990)
The Covenant (on Bunker 3000, Bunker, 1999)
Donker (on Eurelectro.nix ep, Angelmaker, 2003)
Killers (on Tribute to Iron Maiden, Angelmaker cd/ep, 2004)
Die Stärke der Vernichtende Schläge(on Stalingrad vol.1, Bunker, 2005)
Undercover (on Tribute to Bob Moog, Crème Organisation cd/ep, 2006)
Angst Bleibt (on Nagasaki Nightriders, Crème Organisation, 2007)
Donker (on Le Mix, International DJ Gigolo, 2008)

Remixes
Riplets- Hey Mickey (Rude 66 remix), G&J Records, 2004
Bastards of Love- Rituals (Rude 66 remix), Werocklikecrazy, 2005
Maarten van der Vleuten- Eltec (Rude 66 remix), Mighty Robot Recordings, 2006
Sally Shapiro- By your side (Rude 66 808 and 909remix), Discocaine, 2006
Psyche- Unveiling the Secret (Rude 66 remix), Electronic Corporation, 2006
Ra-X- Dresden 1943, 2nd front (Rude 66 remix), Angelmaker, 2007
Johan Agebjörn- Spacer woman (Rude 66 remix), LOEB, 2008

References

External links
 Rude 66 official website
 Rude 66 @ Discogs.com
 Rude 66 @ Beatfreax
 Rude 66 @ 3voor12.nl
 Rude 66 @ Resident Advisor
 Rude 66 interview clubbingspain.com
 Rude 66 entry at Dutch music encyclopedia
 Rude 66 interview for Vice
 Rude 66 interviewed for Magic Waves (video)

Electro musicians
Remixers
Dutch musical groups
Musicians from Amsterdam
Living people
1966 births


Edward James (November 26, 1825 – October 15, 1909) was a millwright and political figure in Nova Scotia, Canada. He represented Lunenburg County in the Nova Scotia House of Assembly from 1878 to 1882 as a Liberal-Conservative member.

Early life
He was born and educated in Lunenburg, Nova Scotia, the son of Arthur James and Mary Ann Ernst. James served as captain in the local militia. He lived at Mahone Bay. James ran unsuccessfully for a seat in the provincial assembly in 1874.

Death
He died in Lunenburg at the age of 83.

Personal life
His grandfather, also named Edward James, also served as a member of the legislative assembly. In 1853, he married Eliza Lantz.

References
The Canadian parliamentary companion and annual register, 1879, CH Mackintosh
 A Directory of the Members of the Legislative Assembly of Nova Scotia, 1758-1958, Public Archives of Nova Scotia (1958)

1825 births
1909 deaths
Progressive Conservative Association of Nova Scotia MLAs
People from Lunenburg County, Nova Scotia


Legally Blonde: Original Motion Picture Soundtrack is the soundtrack album to the 2001 film Legally Blonde, starring Reese Witherspoon, Selma Blair, Luke Wilson and Victor Garber. It was released on July 13, 2001, by A&M Records.

The album was nominated for the Satellite Award for Best Original Score.

Track listing

Charts

References

2001 soundtrack albums
A&M Records soundtracks
Albums produced by Patrick Leonard
Albums produced by Rob Schnapf
Albums produced by Rockwilder
Albums produced by Ron Fair
Comedy film soundtracks
Interscope Records soundtracks
Legally Blonde (franchise)


Workers Committee for National Liberation – Political Organisation for the Working Class (, abbreviated 'WCNL') was a militant anti-imperialist labour organisation in Egypt. The emergence of WCNL was part on an ongoing radicalization and upsurge of the national movement in Egypt 1945–1946.

Founding
WCNL was founded by a group of trade unionists linked to the communist al-Fajr aj-Jadid group. WCNL was constituted at a 3-day meeting held in the residence of Yusuf Darwish in mid-September 1945. Eight persons attended the meeting, but only the six that were workers  signed the founding declaration.

ad-Damir
WCNL acquired a lease for the publishing license of an existing weekly newspaper, ad-Damir, to  function as the organ of WCNL. Mahmud al-Askari (who was the general secretary of the General Union of Mechanised Textile Workers in Shubra Al-Kheima and Cairo) became the editor of the newspaper whilst Taha Saad Uthman (who was president of the GUMTWSKC) became the secretary of its editorial board. Both had taken part in the founding of WCNL. The first copy of ad-Damir published by WCNL came out in September 1945.

Publication of WCNL programme
One of the founding members of WCNL, Yusuf al-Mudarrik, travelled to Paris for the 1945 founding congress of the World Federation of Trade Unions. Al-Mudarrik had been chosen to represent 102 labour unions, with a combined membership of around 80,000. At the congress he distributed English and French versions of the WCNL programme. The programme had a nationalist and anti-capitalist profile and called for the expulsion of all British troops from Egypt, land reform, and nationalizations. The programme stated that it was the task of the working class to lead this struggle. The WCNL programme was published in Egypt on October 8, 1945, one day after martial law was lifted. WCNL distributed 15,000 copies of the programme, plus 25,000 copies of an accompanying statement.

Development
The programme and political discourse of WCNL was well received in the Egyptian trade union movement. However, the group was unable to expand its membership. Some prominent trade union leaders felt that the WCNL nucleus had excluded them from the founding of the new organization.

Initially the Egyptian government tried to co-opt the WCNL. The organisation was reportedly offered a substantial sum of money if a government protege was appointed editor of ad-Damir. When the WCNL refused, repressive measures were used against the organisation.

Shubra El-Kheima strike and government crackdown
In December 1945 a textile workers strike broke out in Shubra El-Kheima, in response to an occupation by army and police forces of the area. The government accused the WCNL of leading the strike. Around 600 workers were arrested as police and army forces tried to break up the strike. Al-Mudarrik, Uthman and al-Askari were arrested on January 2, 1946. The government dissolved the textile workers union in Shubra El-Kheima. Ad-Damir ceased publication in January 1946. The three WCNL leaders would remain in jail until May 30 the same year.

The government crackdown on WCNL paralysed the organisation and broke the influence of al-Fajr al-Jadid in the trade union movement. Following the arrests to the WCNL leaders another faction, the Egyptian Movement for National Liberation, became the most prominent communist group amongst the Egyptian workers.

References

Defunct communist parties in Egypt
Trade unions in Egypt
1945 establishments in Egypt
Trade unions established in 1945
Egyptian nationalism
Banned communist parties
Banned political parties in Egypt


The men's C-2 1000 metres event was an open-style, pairs canoeing event conducted as part of the Canoeing at the 1996 Summer Olympics program.

Medalists

Results

Heats
17 teams entered in two heats. The top two finishers from each of the heats advanced directly to the finals and the remaining teams were relegated to the semifinals.

Semifinals
Two semifinals took place. The top two finishers from each semifinal and the fastest third-place finisher advanced directly to the final.

The Antiguan and Barbudan crew did not participate in the semifinal.

Final
The final was held on August 3.

Romania established an early lead, gradually expanding it through the 750 meter mark. Meanwhile, the Germans were in last place after 250 meters before moving up to fourth place at 500 meters. Gathering strength in the third quarter of the race, the Germans launched a sustained sprint to the finish that made up 2.15 seconds on the Romanians in the last 250 meters of the race to pass them right before the finish.

References
1996 Summer Olympics official report Volume 3. pp. 173–4.
Sports-reference.com 1996 C-2 1000 m results.
Wallechinsky, David and Jaime Loucky (2008). "Canoeing: Men's Canadian Doubles 1000 Meters". In The Complete Book of the Olympics: 2008 Edition. London: Aurum Press Limited. p. 484.

Men's C-2 1000
Men's events at the 1996 Summer Olympics


The Linkery was a farm-to-table restaurant in North Park, San Diego, California that specialized in natural meat, local food, fine wines, craft beer, and cask ale. The restaurant's name referred to its daily-changing offerings of house-made sausages.

The Linkery was founded in 2005 by Jay Porter, a former engineer and consultant for consumer electronics companies with no prior restaurant experience. Porter was responsible for the restaurant's strict fixed-tipping policy, which angered other nearby establishments.

The Linkery's philosophy was based in part on the premise that "eating is an agricultural act," proposed by Wendell Berry in The Pleasures of Eating.

As of July 15, 2013, The Linkery closed and the location was re-sold to another company.

Recognition

The Linkery was named as one of the 100 best farm-to-table restaurants in America by Gourmet Magazine (Oct 2007). It was also featured as one of the 100 best places to drink beer in America by Imbibe Magazine (September 2008).

In March 2010, the San Diego City Attorney's office contacted the Linkery's owner claiming that the restaurant violated California Business and Professions Code Section 12024.2 for unfair competition and making untrue or misleading representations about pricing.  It was the owner's practice to charge an additional 18% of the price of the total bill.

References

External links

Restaurants in San Diego County, California
Restaurants established in 2005
Restaurants disestablished in 2013
2013 disestablishments in California
2005 establishments in California
Defunct restaurants in California


This is a list of the National Register of Historic Places listings in Merced County, California.

This is intended to be a complete list of the properties and districts on the National Register of Historic Places in Merced County, California, United States. Latitude and longitude coordinates are provided for many National Register properties and districts; these locations may be seen together in an online map.

There are 16 properties and districts listed on the National Register in the county.

Current listings

|}

See also

List of National Historic Landmarks in California
National Register of Historic Places listings in California
California Historical Landmarks in Merced County, California

References

Merced


The 2008 CIS football season began on August 23, 2008, and concluded with the 44th Vanier Cup national championship on November 22 at Ivor Wynne Stadium in Hamilton, Ontario, with the Laval Rouge et Or winning their fifth championship. Twenty-seven universities across Canada compete in CIS football, the highest level of amateur play in Canadian football, under the auspices of Canadian Interuniversity Sport (CIS).

Schedule
The regular-season schedule began early with a single Canada West Universities Athletic Association game in week one on Saturday, August 23, between the UBC Thunderbirds and the Simon Fraser Clan at Swangard Stadium in Burnaby. The Ontario University Athletics and remaining CWUAA teams got underway the following week during the Labour Day weekend and the Quebec and Atlantic conferences beginning their matches the week following that.

The regular-season concluded in Week 10 on the weekend of October 24/25 for all but the Ontario conference, who had concluded the previous week and held their conference quarter-finals. All conferences held their semi-finals the weekend of November 1/2, and conference championships the weekend of November 8/9. This year, the National Semi-Finals took place on November 16. The Calgary Dinos, the Hardy Trophy-winning Canada West team travelled to Quebec City to take on the Dunsmore Cup winning Laval Rouge-et-Or of the Quebec conference for the Uteck Bowl and the Atlantic conference's Saint Mary's Huskies Jewett Trophy winners visited the Western Ontario Mustangs, Ontario's Yates Cup winners, in London for the Mitchell Bowl. Finally the Bowl winners, Laval and Western, met for the Vanier Cup national championship on Saturday, November 22, in Hamilton, the day before the Canadian Football League's 96th Grey Cup in Montreal. Laval won the game 44-21 and became the just the twelfth CIS team to finish a season undefeated.

2007 marked the first year that the Vanier Cup and Grey Cup were played on the same weekend but they both took place in Toronto's Rogers Centre as part of the 95th Grey Cup celebrations. Dating back to 1973, previous Vanier Cups had always been played the week following the Grey Cup.

Awards and records

Awards
 Hec Crighton Trophy – Benoit Groulx, Laval
 Presidents' Trophy – Thaine Carter, Queen's
 Russ Jackson Award – David Hamilton, University of Toronto
 J. P. Metras Trophy – Étienne Légaré, Laval
 Peter Gorman Trophy – Jordan Verdone, Waterloo

All-Canadian Team

 First Team
Offence
 Benoit Groulx, QB, Laval
 Michael Giffin, RB, Queen's
 Jamall Lee, RB, Bishop's
 Julian Feoli Gudino, WR, Laval
 Scott Valberg, WR, Queen's
 Erik Galas, IR, McGill
 Gary Ross, IR, Mount Allison
 Louis-David Gagne, C, Laval
 Simeon Rottier, OT, Alberta
 Steve Myddelton, OT, St. Francis Xavier
 Vincent Turgeon, G, Laval
 Luc Brodeur-Jourdain, G, Laval
Defence
 Étienne Légaré, DT, Laval
 Dedrick Sterling, DT, Queen's
 Scott McCuaig, DE, British Columbia
 Osie Ukwuoma, DE, Queen's
 Thaine Carter, LB, Queen's
 Andrea Bonaventura, LB, Calgary
 Joash Gesse, LB, Montreal
 Callan Exeter, FS, Mount Allison
 Maxime Bérubé, DB, Laval
 James Savoie, DB, Guelph
 Hamid Mahmoudi, CB, Montreal
 Jeff Zelinski, CB, Saint Mary's
Special Teams
 Rob Maver, P, Guelph
 Christopher Milo, K, Laval
 Jim Allin, RET, Queen's
 Second Team
Offence
 Danny Brannagan, QB, Queen's
 Matt Walter, RB, Calgary
 James Green, RB, St. Francis Xavier
 Jedd Gardner, WR, Guelph
 Nathan Coehoorn, WR, Calgary
 Mark Stinson, IR, Toronto
 Alain Dorval, IR, Sherbrooke
 Kurtis Stolth, C, Manitoba
 Scott Evans, OT, Laurier
 Bryan Jordan, OT, Saint Mary's
 Hubert Buydens, G, Saskatchewan
 Vincenzo De Civita, G, Queen's
Defence
 Dan Schutte, DT, Saint Mary's
 Don Oramasionwu, DT, Manitoba
 Mathieu Brossard, DE, Montreal
 Marc-Antoine Beaudoin-Cloutier, DE, Laval
 John Surla, LB, Western
 Henoc Muamba, LB, St. Francis Xavier
 James Yurichuk, LB, Bishop's
 Matthew Carapella, FS, Western
 Corey McNair, DB, Western
 Joel Lipinski, DB, Saint Mary's
 Jon Krahenbil, CB, Saskatchewan
 Anthony DesLauriers, CB, Simon Fraser
Special Teams
 Hugh O'Neill, P, Alberta
 Rob Maver, K, Guelph
 Gary Ross, RET, Mount Allison

The Laval Rouge-et-Or had a record eight first team all-Canadians on offence, defence and special teams.

Career records
27 new top-ten achievements were added to the all-time career record books in 2008 including five new records as running back Daryl Stephenson completed his record career at Windsor and several passing/receiving records were set at McGill.

All-purpose touchdowns
Daryl Stephenson of Windsor completed his CIS career at eighth place all-time with 39 touchdowns.
Mike Giffin of Queen's is close behind tied for ninth with 37 but both are well behind Paul Brule's 1964–1967 record of 51.

Rushing yards
Daryl Stephenson set a new record of 5163 career rushing yards beating Dominic Zagari's 1991–1995 record of 4738.
Jamall Lee of Bishop's reached 4296 yards for fourth place all-time
Joseph Mroué set a mark of 3779 yards to take tenth place during his career at Montreal (2003–06) and Sherbrooke (2008).

Rushing touchdowns
Daryl Stephenson ended his career tied for sixth place with 36 rushing touchdowns behind Paul Brule's record of 49.
Jamall Lee reached eighth place with 35 rushing touchdowns so far since 2005.

Passing yards
Matt Connell of McGill set a new record of 10455 passing yards beating Ben Chapdelaine's 1997–2001 record of 9974.
Josh Sacobie of Ottawa ended up in third place overall with 9885 yards.
Teale Orban of Regina reached fourth place all-time with 9449.

Passing touchdowns
Josh Sacobie was unable to beat Chris Flynn's 1987–1990 all-time record of 87 but still managed to make second place with 79.
Teale Orban made third place with 76.
Matt Connell accomplished a tie for seventh overall with 63.
Dan Brannagan of Queen's tied the eighth overall mark of 62 passing touchdowns.

Passing attempts
Matt Connell set the new record of 1364 pass attempts as well in 2008 passing Greg Vavra's old record of 1200 set between 1979 and 1983.
Teale Orban finished just shy of second place with 1198.
Josh Sacobie made third place with 1111.

Passing completions
The passing completions record book was completely re-written in 2008 as three players beat Greg Vavra's 25-year-old record of 611.
Matt Connell finished in first place with 816 pass completions all-time.
Teale Orban made second place with 685.
Josh Sacobie's 637 completions puts him in third place overall.
Michael Faulds of Western makes it up to eighth place so far with 561 completions since 2005.

Receptions
Erik Galas of McGill helped with those pass completions by setting a new record of 194 receptions beating Andy Fantuz's mark of 189.
Chad Goldie was able to tie for sixth place all-time by catching 173 in his career at Regina.

Receiving touchdowns
Ivan Birungi finished his CIS career at second place all-time with 33 receiving touchdowns in his time split between Acadia and Ottawa missing Andy Fantuz's record of 41.
Scott Valberg of Queen's is tied for eighth with 23.

Interceptions
Matt Carapella of Western was able to steal a tie for second place in career interceptions with 21 missing Bob Coffin's 1970–1974 record of 24.

Field goals
Shawn McIsaac of UBC kicked up to fourth place in the career record book with 63 field goals behind all-time record holder Frank Jagas's 70 set between 1990 and 1994.

Results

Regular season standings
Note: GP = Games Played, W = Wins, L = Losses, PF = Points For, PA = Points Against, Pts = Points

Teams in bold have earned playoff berths.

Top 10

Ranks in italics are teams not ranked in the top 10 poll but received votes.
NR = Not Ranked, received no votes.

Championships
The Vanier Cup is played between the champions of the Mitchell Bowl and the Uteck Bowl, the national semi-final games. In 2008, according to the rotating schedule, the winners of the Atlantic conference Loney Bowl meet the Ontario conference's Yates Cup champion for the Mitchell Bowl. The winners of the Canada West conference Hardy Trophy travel to the Dunsmore Cup Quebec championship team for the Uteck Bowl.

The Canada West play-offs start with the top four placed teams from the regular season, with the top placed team hosting the fourth place and the second place team hosting the third placed. The winners of those semi-finals then compete for the Hardy Cup championship who then travels to the Quebec champion for a national semi-final game.

The Quebec play-offs similarly play-off the top four placed teams with the Dunsmore Cup champions moving on to host the Uteck Bowl against the Canada West champions.

The Ontario conference started out with the top six placed teams from the regular season. The third placed team hosted the sixth place team and the fourth placed team hosted the team in fifth place. The winners then took on the top two placed teams in the conference semi-finals and the semi-final champions compete for the Yates Cup. According to the rotating CIS Bowl schedule, the Ontario champions, in 2008, host the Atlantic conference champions for the Mitchell Bowl national semi-final game.

In the Atlantic conference play-offs, the second place St. Francis Xavier X-Men defeated the third placed Mount Allison Mounties to move on to face the first place Saint Mary's Huskies at the Loney Bowl for the Jewett Trophy. Saint Mary's victory means that they then travel to the Ontario champion Western Ontario Mustangs to meet in the Mitchell Bowl.

The 2008 Uteck Bowl saw the number one ranked Laval Rouge-et-Or dominate the sixth-ranked Calgary Dinos with a 59 to 10 win. With the win, Laval continues their streak of winning all four Bowl games played at PEPS Stadium and hope to continue their record of being undefeated in all four previous appearances at the Vanier Cup.

At home at TD Waterhouse Stadium, the number three ranked Western Ontario Mustangs defeated the number five ranked Saint Mary's Huskies to win the Mitchell Bowl with a score of 28 to 12. Western lost in the 2007 Mitchell Bowl to Manitoba Bisons and last won a Vanier Cup in 1994.

Vanier Cup
The 44th Vanier Cup marked Western's 12th appearance at the Vanier, the most by any team. They also hold the record for the number of Vanier Cup wins with 6. It was Laval's fifth appearance at the Vanier during their ten-year history, having won each of their previous appearances. 2008 also marked the first Vanier Cup game to feature both a Quebec university and an Ontario university. Laval won the game 44-21 and gained their fifth championship since 1999 to become the just the twelfth CIS team to finish a season undefeated.

Laval's victory completed their season without a single loss, the twelfth perfect season in Canadian university history, and puts them tied for second among Canadian universities with five Vanier Cups. Only Western has more with six national championships. It also marked Glen Constantin's fourth Vanier Cup victory as head coach, tying the record set by Calgary's Peter Connellan.

The attendance at Ivor Wynne was 13,873 with light snow and a temperature of . The attendance at the 2007 Vanier was 26,787 at the Roger's Centre during the 95th Grey Cup weekend. The 2006 Vanier Cup was sold-out with 12,567 in Saskatoon's Griffiths Stadium and the 2005 cup at Ivor Wynne had 16,827 spectators.

Though there were no bids by the deadline to host the 2009 Vanier Cup, Constantin said Laval does intend to do so. Canadian Interuniversity Sport intended to discuss the issue during its December 1–2 board meetings.

Scoring summary

First Quarter
Lav - FG Milo 33 12:25

Second Quarter
Lav - FG Milo 27 3:18
Lav - TD Hernandez-Sanchez 2 run (Milo kick) 7:17
Lav - TD Feoli Gudino 74 punt return (Milo kick) 8:50
UWO - TD Trevail 14 pass from Faulds (Wheeler kick) 11:36
Lav - TD Feoli Gudino 82 pass from Groulx (Milo kick) 12:27

Third Quarter
Lav - TD Bouvette 92 pass from Groulx (Milo kick) 4:05
UWO - TD Bellamy 23 pass from Faulds (Wheeler kick) 6:58
Lav - TD Levesque 63 rush (Milo kick) 12:01

Fourth Quarter
UWO - TD Riva 9 pass from Faulds (Wheeler kick) 0:17
Lav - FG Milo 37 11:50

Notes
 Attendance: 13,873
 Ted Morris Memorial Trophy (Most Outstanding Player): Julian Feoli Gudino (Laval)
 Bruce Coulter Award (Most Outstanding Defensive Player): Marc-Antoine L. Fortin (Laval)
 QB Benoit Groulx is the fourth CIS player to win both the Hec Crighton Trophy and Vanier Cup in the same season.
 Western QB Michael Faulds set a Vanier record with 37 completions and his 65 attempts and 403 yards passing are a record in regulation time, beaten only by Brent Schneider of the Saskatchewan Huskies in overtime during the 1994 Vanier Cup.
 Western has both the most Vanier Cup appearances (12) and wins (6).

Playoff bracket

Notes

U Sports football seasons
CIS football season


Soli Deo Gloria is the first studio album by Norwegian futurepop band Apoptygma Berzerk. It was originally released in 1993 and gained the band attention the world over. It had been out of print for years until it was remastered and reissued in 2003 by Tatra Records and then again in 2007 as a digital release. It was re-issued as a deluxe remaster edition with a digipak cover in 2008.

"Ashes To Ashes '93" is an updated version of the song "Ashes to Ashes" found on the band's first single of the same name.

All Tomorrow's Parties is a The Velvet Underground cover.

Track listing

Bonus tracks

2007 debut albums
Apoptygma Berzerk albums


Ras Doumeira (Cape Doumeira) (, ) is a geographic cape that extends into the Red Sea, towards the Doumeira Islands. The area is shared by Djibouti and Eritrea, and was the subject of a 2008 border dispute between the two countries.

References

Geology of Djibouti
Geology of Eritrea
Peninsulas of Eritrea
Djibouti–Eritrea border


Veltrusy Mansion () is a baroque château in Veltrusy, Bohemia, located in the Mělník District of the Czech Republic. The mansion is situated near the banks of the Vltava River, about 25 km north of Prague. The mansion is open to the public for visits.

The mansion was initially built in 1716 by architect František Maxmilián Kaňka for Count Václav Antonín Chotek of Chotkov and Vojnín. The original mansion was extended in 1764 by architect Giovanni Battista Alliprandi on the orders of Count Rudolf Chotek of Chotkov and Vojnín, who also commissioned the interior decoration. Further extensions and the annexes of the mansion were constructed in 1804.

References
 Veltrusy

External links

 Veltrusy Mansion website (in Czech)
 Zámek Veltrusy website (in Czech)

Veltrusy
Veltrusy
Veltrusy
Mělník District
Buildings and structures in the Central Bohemian Region
National Cultural Monuments of the Czech Republic
1716 establishments in the Holy Roman Empire


WGBH may refer to:

 WGBH Educational Foundation, based in Boston, Massachusetts, United States
 WGBH (FM), a public radio station at Boston, Massachusetts on 89.7 MHz owned by the WGBH Educational Foundation (Formerly branded as WGBH 89.7, now branded as GBH 89.7)
 WGBH-TV, a public television station at Boston, Massachusetts owned by the WGBH Educational Foundation (Formerly branded as WGBH 2, now branded as GBH 2.)
 WGBX-TV, a public television station at Boston, Massachusetts owned by the WGBH Educational Foundation (Formerly branded as WGBH 44, now branded as GBH 44)


Peter Parry Fogg (1832 – 22 March 1920) was Archdeacon of George in the Cape of Good Hope from 1871 onwards.

Life
Fogg was born at Coppa, Mold in the county of Flintshire in north Wales.  He was educated in Germany, Christ College, Tasmania and Jesus College, Oxford.  At Oxford, he obtained a third-class degree in Literae Humaniores and was secretary, treasurer and president of the Oxford Union Society. He was the first man from Jesus College to become President of the Union.  He was ordained in 1860 and served at churches in Lambeth, Highgate and Streatham.  In 1871, he was appointed Archdeacon of George.  He was a member of the first council of the University of the Cape of Good Hope (1873).  In 1899, he was appointed vicar-general of Saint Helena.  He died on 22 March 1920.

References

1832 births
1920 deaths
Archdeacons of George
University of Tasmania alumni
Alumni of Jesus College, Oxford
Presidents of the Oxford Union
19th-century Welsh Anglican priests


Graveyard Alive: A Zombie Nurse in Love, is an independent zombie horror comedy directed by Elza Kephart.  The film is in black and white and it is dubbed. The film, had its world premiere at the 2003 Fantasia festival in Montreal, Canada, and its U.S. premier at the 2004 Slamdance festival in Park City, Utah where it won best Cinematography.
The film was produced by Bastard Amber Productions, and it was filmed in Montreal, Quebec, Canada. The film was featured in Nightmare in Canada: Canadian Horror on Film (2004) (Doc)

Synopsis

Patsy Powers (Day-Jones) is a homely nurse who pines for handsome Dr. Dox (Gerhardt). Unfortunately for Patsy, the well-favoured physician only has eyes for pretty Goodie Tueshuez (Slan) - a jealous-minded nurse obsessed with popularity.

When a foul-smelling woodsman is admitted to the hospital with an axe imbedded in his forehead, the rest of the nurse staff runs for cover as kindly Patsy and the injured worker form a warm bond. Later, after Patsy and the rugged lumberjack share a kiss, the smitten nurse is thrown off guard when her new beau reflexively sinks his teeth into her flesh. As Patsy runs off to bandage her wound, Eastern European doctor-turned-janitor Kapotski recognizes the woodsman as a zombie and ends the man's suffering with a stake through the head.

In the days that follow, Patsy's body is gradually taken over by the zombie virus. Not only does the transformation aversely affect Patsy's eating habits, it instills her with a newfound confidence that quickly catches the eye of Dr. Dox as well. Perplexed by her mousy co-worker's sudden transformation and determined to keep Dr. Dox for herself, the scheming Goody soon sets out to uncover the secret of Patsy's rising popularity. Now, as Patsy struggles to stay well fed and Dr. Dox grows increasingly inpatient with Goodie's unpalatable jealousy, the stage is set for a romance fueled by enough passion to transcend life and death.

Cast

Anne Day-Jones   - Patsy Powers
Karl Gerhardt  - Dr. Dox
Samantha Slan  - Goodie Tueshuze
Eric Kendric  -  Woodcutter
Roland Laroche  - Kapotski
Roger Guetta  - Hospital Administrator

Production credits

Annie MacDonald  - Executive Producer
Elza Kephart  - Producer
Patricia Gomez  - Producer
Andrea Stark  - Producer
Charles Jodoin-Keaton  - Co-Producer
Jessica Andrews  - Associate Producer
John Ashmore  - Cinematographer

Awards
Kodak Vision Award for Best Cinematography at the 2004 Slamdance film festival

Nominated at the 2005 Cinevagas B-Movie film festival for:

 Best B Movie
 Best Director
 Best Screenplay
 Karl Gerhardt for best actor
 Anne Day-Jones for best actress
 Samantha Slan for best supporting actress
 Martin Pelland for best music score
 John Ashmore for best cinematography
 Caroline Meyer & Sarah Hagan for best set design
 Stephanie Olivier for best editing

References

External links

 Graveyard Alive: A Zombie Nurse In Love - Exclaim! review
 Graveyard Alive - A Zombie Nurse in Love - Film Threat review (3.5 stars)
 Graveyard Alive: A Zombie Nurse in Love - The Globe and Mail review

2003 comedy horror films
Zombie comedy films
Films shot in Montreal
Canadian comedy horror films
Canadian zombie films
English-language Canadian films
2003 films
2000s English-language films
2000s Canadian films
Canadian black-and-white films
Films about nurses


The Legend of the Condor Heroes is a Hong Kong television series adapted from Louis Cha's novel of the same title. The series was first broadcast on TVB Jade in 1994.

This series with rating of 32 Points.

Cast
 Note: Some of the characters' names are in Cantonese romanisation.

 Julian Cheung as Kwok Ching
 Chu Wai-lin as young Kwok Ching
 Athena Chu as Wong Yung
 Gallen Lo as Yeung Hong
 Emily Kwan as Muk Nim-chi
 Lau Dan as Hung Tsat-kung
 Felix Lok as Wong Yeuk-see
 Wayne Lai as Chow Pak-tung
 Chu Tit-wo as Au-yeung Fung
 Newton Lai as Yat-dang
 Dominic Lam as Yeung Tit-sam
 Savio Tsang as Kwok Siu-tin
 Iwanbeo Leung as Bau Si-yeuk
 Ng Lai-ju as Lee Ping
 Wong Wai as Yuen-ngan Hung-lit
 Lau Kong as Genghis Khan
 Ben Wong as Tolui
 Chor Kin-ban as young Tolui
 Chan Pui-san as Wah-tsang
 Chor See-pui as young Wah-tsang
 Poon Man-bak as Jochi
 Ho Kam-ling as Chagatai
 Doi Siu-man as Ogodei
 Ho Ho-yuen as Jebe
 Lee Wai-man as Bok-yee-shu
 Lee Hoi-sang as Pang Elder
 Cheung Hung-wai as Bok-yee-fat
 Lee Wong-sang as Muqali
 Tsui Bo-hin as Chek-lo-wan
 Lau Kwai-fong as Genghis Khan's wife
 Leung Siu-tik as Song-kwan
 Chun Hung as Jamukha
 Tam Yat-ching as Wang Khan
 Wong Wai-tak as Do-see
 Chan Chi-ho as young Do-see
 Mak Tsui-han as Mui Chiu-fung
 Joe Ma as Chan Yuen-fung
 Lam Sheung-mou as Yau Chui-kai
 Kong Chor-fai as Ma Yuk
 Chan Wing-chun as Wong Chui-yat
 Yu Mo-lin as Suen Bat-yee
 Gordon Lam as Wan Chi-ping
 Leung Yam-kei as Lau Chui-yuen
 Yip Chan-wah as Tam Chui-tsui
 Law Wai as Ho Dai-tung
 Kwok Tak-shun as Wong Chung-yeung
 Kong Ngai as Or Chan-ngok
 Ngai Wai as Chu Cung
 Wong Tin-chak as Hon Bo-kui
 Cheng Kah-sang as Nam Hei-yan
 Bok Kwan as Chuen Kam-fat
 Lee Yiu-king as Cheung Ah-sang
 Chan On-ying as Hon Siu-ying
 Lam Wai as Au-yeung Hak
 Kit Chan as Sor-ku
 Cheung Man-shui as Lau Ying
 Hung Chiu-fung as Kau Chin-yan
 Wong Seng-seung as Wong Dou-hin
 Lui Kin-kong as Koi Wan-cung
 Kwan Ching as Yuen-ngan Hong-hei
 Ho Pik-kin as Kiu-muk
 Chan Jui as Ching Yiu-ka
 Fong Kit as Luk Sing-fung
 Kwok Ching-hung as Luk Koon-ying
 Luk Ying-hong as Kui Ling-fung
 Kiu Hung as How Tung-hoi
 Chan Tik-hak as Sa Tung-tin
 Tang Yuk-wing as Leung Tsi-yung
 Mak Tsi-wan as Pang Lin-fu
 Cho Kai as Ling-chi Seung-yan
 Chan Min-leung as Lo Yau-kiuk
 Mak Ho-wai as Tong Cho-tak
 Wong Yat-fei as Duen Tin-tak

Reception
Although viewership ratings did not exceed the 1983 version,
This series with an average viewership rating of 32 points.

References

External links

|align="center" colspan="4"|Before:Fate of the Last Empire - May 6
|align="center" colspan="4"|TVB Jade First line series 1994The Legend of the Condor HeroesOctober 3 - December 2
|align="center" colspan="4"|Next:Love CycleDecember 5 -

TVB dramas
1994 Hong Kong television series debuts
1994 Hong Kong television series endings
Television shows based on The Legend of the Condor Heroes
Television series set in the Southern Song
Television series set in the Jin dynasty (1115–1234)
Television series set in the Mongol Empire
Hong Kong wuxia television series
Depictions of Genghis Khan on television
Television shows set in Hangzhou
Cantonese-language television shows


The Diana Fountain may refer to:

 The Diana, Princess of Wales Memorial Fountain, in Hyde Park, London, England
 The Diana Fountain, Bushy Park, in Bushy Park, London, England
 The Diana Fountain, Green Park, in Green Park, London, England
 The Huntress Diana Fountain, in Mexico City, Mexico

See also
 Fountain of Diana


Murder Can Hurt You (stylized onscreen as Murder Can Hurt You!) is a 1980 American made-for-television comedy film that parodies detective and police TV shows of the 1960s and 1970s, much as Murder by Death spoofed literary detectives. The film was directed by Roger Duchowny.

Plot
A mysterious "Man in White" is out to kill famous detectives in bizarre ways, and the heroes are obvious parodies of Kojak, Baretta, Starsky and Hutch, Ironside, Police Woman, Columbo, Mrs. Columbo, and McCloud.

The movie starts with the Man In White killing Lambretta, after which Lt. Nojack calls a meeting of all the best detectives in the city. During this meeting the man in white threatens to kill them all, locks them in their meeting room, and sets a bomb to kill them all while he makes his escape.

The Aaron Spelling Productions logo at the end pays homage to Mark VII Limited, using a hammer and stamp.

Cast

References

External links

 Murder Can Hurt You at MSN Movies

1980 television films
1980 films
1980s parody films
American parody films
1980s comedy mystery films
Films scored by Artie Kane
Films with screenplays by Ron Friedman
1980s English-language films
1980s American films
American comedy mystery films
American mystery television films


Connecticut is a state in the United States

Connecticut may also refer to:

Connecticut Colony, an English colony located in British America
Connecticut River, a tributary of Long Island Sound
USS Connecticut, any of seven US Navy ships named for the state
University of Connecticut, the largest public university in the state
Connecticut Huskies, the athletic program of the University of Connecticut
 Connecticut Avenue, a street in Washington, D.C.

See also


One Fearful Yellow Eye (1966) is the eighth novel in the Travis McGee series by John D. MacDonald. The plot revolves around McGee's attempts to aid his longtime friend Glory Doyle in her quest to uncover the truth about her late husband and the blackmail which made over half a million dollars of his fortune disappear. It is largely set in Chicago, rather than the usual McGee haunt of Florida.  When Fortner Geis dies, it becomes clear that his fortune was swindled out of him in his last months.  McGee tracks down the money and eventually builds a romantic relationship with Fortner's daughter, Heidi Trumbill.

Themes

The title phrase, "One Fearful Yellow Eye" refers to the look of the eye of one of the characters after he has died.  It is found on page 174 of the first edition.  McGee's sidekick Meyer briefly appears in the book, but does not play a central role.  McGee recovers $187,650 from Saul Gorba when he moves to a small town of Bureau, Illinois.  He receives about 10% ($18,750) from one of the rightful heirs, Heidi Trumbill.

References

1966 American novels
Travis McGee (novel series)
Novels set in Chicago


David A. Hearn,  (February 14, 1853 – March 9, 1920) was a lawyer and political figure in Nova Scotia, Canada. He represented Richmond County in the Nova Scotia House of Assembly from 1886 to 1890 as a Liberal-Conservative member.

He was born in Arichat, Nova Scotia, the son of James Hearn, of Irish origin, and Isabella Campbell, who came from Scotland. He was educated in Arichat and was called to the Nova Scotia bar in 1878. In 1879, he married Elizabeth Ida Quinan. Hearn served as a member of the council for Richmond County, as a school commissioner and was a census commissioner in 1881. In 1891, he moved his practice to Sydney. In 1893 he became one of the founding members of the Sydney Lawn Tennis Club which was incorporated by an Act of the Nova Scotia Legislature. Hearn advocated the abolition of the province's Legislative Council. He married Bridget Mary Ormond in 1905 following the death of his first wife. In 1907, he was named King's Counsel. Hearn was a member of the Knights of Columbus and at one time was president of the Nova Scotia Barristers Association. He died of pneumonia in 1920.

References

1853 births
Year of death missing
Progressive Conservative Association of Nova Scotia MLAs
Canadian King's Counsel
Deaths from pneumonia in Nova Scotia


The Class V 160 (after 1968: Class 216) is a class of diesel-hydraulic locomotives of the German railways. It is the first variant of the V160 family, built for the Deutsche Bundesbahn for medium/heavy trains.

The Class were successful locomotives, eventually leading to a family of similar locomotives (see DB V 160 family). Due to them having steam heating, and a lack in later years of suitable coaching stock they were amongst the first of the family to be withdrawn, no examples being operated by Deutsche Bahn by 2004.

A few examples were converted to the short lived DBAG Class 226, with other examples being rebuilt and still in service with private operators.

Background and history

Following good performance from the diesel-hydraulic locomotive the DB Class V 80, in the period of history of the German Railways sometimes known as Epoch III, the Deutsche Bundesbahn planned (in 1953) to build several types of new diesel locomotive, primarily to replace steam powered locomotives; these were: V 60, and V 65, both shunters, the V 65.2, also for shunting as well as light freight trains, DB Class V 200, for express passenger trains, and the V 160 for both freight and passenger work on the main network.

Initially a 1600 hp machine using two engines of the type used in the V80 was planned; in a similar fashion to the V200, which was powered by two engines of the type used in the V100. However, it was realised that if a single high-powered engine could be used, then maintenance and other costs would be reduced.

The new class would replace engines such as the BR 03, BR 23, BR 38.10 (pr P 8), BR 39 (pr P 10), BR 50, BR 57 (pr G 10) and BR 78 (pr T 18). Steam heating (for passenger coaches) was necessary, and a top speed of 120 km/h was specified.

In the spring of 1956 development began at Krupp, the first unit being delivered on 6 August 1960, with eight more units being delivered by 1962 from both Krupp and Henschel. These prototype units were later to become unusual amongst the entire V 160 family, due to their rounded front end – in a similar but less sophisticated design to the V 200s – because of this 'bulbous' front end the locomotives earned the nickname lollo (in allusion to Gina Lollobrigida). A final prototype V 160 010, the tenth, and the first with the angled front end, was manufactured by Henschel in 1963; the more modern looking front end was derived from the Henschel prototype locomotive V 320 001 of which only one was built.

The prototypes performed well, and volume production began, numbers V 160 011 to V 160 224 being built between 1964 and 1968 by Krupp, Henschel, KHD, Krauss-Maffei and MaK. By the time the 156th example had been produced the Deutsche Bundesbahn had changed its numbering system; from then on the class had reporting number 216 with the individual unit numbering continuing as before.

Over the next decade, because of changing requirements – mostly in terms of increased power, and speed, as well as the requirement for electrical passenger heating a number of related classes sprang up – the Classes 210, 215, 217, 218 and 219 (see DB Class V 160 family); although some were a little longer, and carried additional components, all were essentially based on the original V 160; over 800 machines of all types were eventually built.

Design

The initial ten pre-production machines with the exception of V 160 006 were powered by a Maybach engine of the type MD 16 V 538 TB. The others were powered by a MTU 16 V 538 TB 10 or MTU 16V 653 TB 10 (16 cylinders and a power of 1900 hp at 1500 rpm). In all examples both bogies are powered via drive shafts from a two-speed hydraulic drive from Voith

The welded steel chassis (formed of U beams and transverse members) and the body shell form the load-bearing frame, which rests on the two welded steel bogies, supported by helical springs, the engine is centrally located, with the fuel, batteries, oil, and fuel oil being hung below the chassis frame, between the bogies. The welded steel components along with other lightweight materials were used to keep the axle load below 20t. However, in the main production series of locomotives some of the lighter weight welded construction was abandoned in favour of less expensively produced components – leading to an increase in axle weight from ~18.5 to ~20t.

In addition to the main engine a small auxiliary diesel engine available, driving a generator providing the 110 V electrical supply for lighting as well as driving an electric air compression for the brakes.

The steam heating apparatus took up one end of the locomotive, between the engine and drivers cabin; powered by fuel oil, it had the capacity to satisfactorily heat 10 coaches when the outside temperature was −10 °C. The equipment was sourced from Hagenuk, the full capacity being 670 L of fuel oil and 2850 L of water.

Most of the locomotives were also equipped for push-pull operation, as well as for multiple working, controlled via a 36-pin control cable.

The safety devices Sicherheitsfahrschaltung (or Sifa) and Punktförmige Zugbeeinflussung (also known as PZB or Indusi) are fitted. Later on Zugbahnfunk; a cab to control room analogue radio system was installed. Other equipment includes sand boxes, a whistle and, on some machines, automatic door locking (when moving).

Operations

The first locomotives entered service on the Hamburg to Lübeck line, working push-pull double decked passenger trains, and replacing the BR 38.10 and BR 78 steam engines. The engines were also used on freight workings as well. On push-pull passenger working the locomotives were sometimes found in the middle of the train – which facilitated easier separation of carriages en route.

Since the 1990s the Class 216 locomotives started to work more on freight than on passenger trains because of the lack of steam heated passenger stock. Between 2000 and 2004 the Deutsche Bahn fleet was phased out, with the last locomotive being decommissioned in 2004. However, several locomotives were sold to private operators, where they are still in use.

Variants
In addition to the machines built in the 1970s, a few other variants have arisen subsequently, by rebuilding of existing machines.

DBAG Class 226
The seven examples of the 226 Class were created by Deutsche Bahn for towing ICE 3 sets – for this purpose they were fitted with Scharfenberg couplers and the steam heating removed and repand replaced with ballast. They were replaced by converted DB Class 218s (subclass 218.8) in 2004 and scrapped in 2005.

DH 1504
The first of the series of rebuilt Class 216s, DH 1504, was created in 1998 by the firm 'On Rail'. The concept was to create a new 'Class 216' medium power locomotive from retired state-owned Class 216 locomotives; the result was an almost completely new locomotive, only the transmission, bogies and frame were saved from the original locomotive. The engine is a 1500 kW MTU engine, and the units are fitted for remote control operation.

Overall, 6 of these locomotives were built, three locomotives are now in the use of the Osthannoversche Eisenbahnen (OHE), two work for Niederrheinische Verkehrsbetriebe (NIAG) and one for the Mindener Kreisbahnen (MKB).

Liveries
Initial machines were delivered in altrot (antique red), with side skirts and ventilation grills dark grey, and the roof light grey. The museum locomotive 216 221 still bears the 'altrot' livery. In January 1975, 216 071 was the first locomotive to be painted in the then new ocean blue-beige color scheme. In February 1988 216 068 was the first locomotive of this series to receive the somewhat unpopular orientrot livery – an orient red lacquer with a white "bib" on the front. The other livery carried by DB Class 160's was the verkehrsrot (traffic red) colour scheme with mid grey skirts and ventilation grills.

References

Additional sources
V160 dbtrains.com
v160.de V 160 family site – brief introduction, detailed individual locomotive information, including historical photographs, builder, current status and work histories. Also more technical information on engine, transmission, fuel system and cab. v160.de
Die V-160 familie Brief technical information. livery details, and work/operator/accident history of Class 216 and related locomotives. deutsche-lokomotiven.de
OnRail DH1504 Information on DH1504 rebuilds privat-bahn.de

External links

 V 160 003 at Historische Eisenbahnfahrzeuge Lübeck e.V. (Historic Rail Vehicles, Lubeck) Preserved prototype locomotive with the original rounded front.
 DB Class 216 of Deutsche Bahn

V 160
B-B locomotives
Krupp locomotives
Henschel locomotives
Krauss-Maffei locomotives
MaK locomotives
Railway locomotives introduced in 1960
Diesel-hydraulic locomotives of Germany
Standard gauge locomotives of Germany
Standard gauge locomotives of Italy


Kadalora Kavithaigal () is a 1986 Indian Tamil-language romantic drama film directed by Bharathiraja. The film stars Sathyaraj and Rekha, with Raja, Janagaraj and Kamala Kamesh in supporting roles. It is about transformation of a ruffian, who has a prison record and his understanding of love through an elementary education. In that process, he falls in love with the school teacher.

Kadalora Kavithaigal was the debut film for Rekha and Raja. It was primarily shot in Muttom, Kanyakumari. The film was released on 5 July 1986, and was remade in Telugu as Aradhana, and in Kannada as Kaurava.

Plot
In Muttom, Kanyakumari, Chinnappa Das is a ruffian who has a prison record and returns to his village after serving his prison term. He is persuaded by his maternal uncle's daughter Gangamma to marry him. In one of his encounters at an elementary school, he meets a lady school teacher Jennifer who gives a sound scolding on how ignorant fools behave.

There is an element of purity in Das's heart which the school teacher could identify, this transforms his life forever. Set in a coastal milieu, the duo often meet on the beach, amidst sunlit sea and splashing waves on the rocks. In a sequence, Das makes  the teacher stand alone atop a seaside hillock, Das from down below on the sands announces aloud to her that "you are my God".,it is eventual that teacher developed a feelings for das on the other side teacher's family want her to marry an acquaintance of her family which would lead to a drama of emotions

Cast
 Sathyaraj as Chinnappa Das
 Rekha as Jennifer
 Raja as Lawrence
 Anuradha Vasudev as Josephine
 Ranjini as Gangamma
 Janagaraj
 Kamala Kamesh as Thayamma
 Lalitha Sharma

Production
Kadalora Kavithaigal is the debut for Raja and Rekha as actors. The film had Sathyaraj deviating from the negative roles he was previously known for. It was primarily shot in Muttom, Kanyakumari.

Soundtrack
The music was composed by Ilaiyaraaja. The song "Adi Aathadi" is set in the Carnatic raga known as Shivaranjani, and "Kodiyile Malliyapoo" is set in Natabhairavi. "Adi Aathadi" was partially adapted as "Aa Jaana Tere Bin", composed by Anand–Milind for Bol Radha Bol (1992).

Release and reception
Kadalora Kavithaigal was released on 5 July 1986. Jayamanmadhan of Kalki said that while the sea in the film's title was breathtaking, the poem in the title was incomplete. Rekha won the Cinema Express Award for Best New Face Actress.

References

Bibliography

External links

1980s Tamil-language films
1986 films
1986 romantic drama films
Films directed by Bharathiraja
Films scored by Ilaiyaraaja
Indian romantic drama films
Tamil films remade in other languages
Films with screenplays by Bharathiraja


Moki steps, sometimes spelled alternately as Moqui steps, are a recurring feature found in areas of the American southwest previously inhabited by the Ancestral Puebloans and other related cultures. The steps consist of alternating hand and toe holds carved into vertical or near-vertical sandstone surfaces. The steps are usually two to three inches deep, and three to four inches in width and height.

Location and use

Moki steps are often found near cliff-dwellings and water sources. They may have allowed relatively quick access to difficult-to-reach areas such as slot canyons, look-out positions, and granaries.  In some cases, Moki steps are thought to have provided access to fertile canyon bottoms from more defensible dwellings on or above surrounding cliffs. The steps may have been used in conjunction with handmade ropes.
Similar sets of depressions may have been carved by non-indigenous settlers or explorers. In other cases, recent visitors may have deepened or widened a previously existing set of Moki steps. There are no published criteria for determining the origin of a given set of steps.

See also
 Water glyphs

References

External links
 https://www.flickr.com/photos/amalaura/541864353/ Picture

Archaeology in the Americas
Puebloan architectural elements


"Tryin' to Get to You" is a song written by R&B singer songwriters Rose Marie McCoy and Charles Singleton. It was originally recorded by the Washington DC vocal group The Eagles in 1954 and released in mid-1954 on Mercury Records 70391. The format of the title on The Eagles’ record was “Tryin’ to Get to You”, with an apostrophe.

The song was also recorded by Elvis Presley in 1955 on his then unissued Sun recordings.

Presley recorded five versions of the song. The first on March 23, 1955, and the second on July 11, 1955, with the second session being released during his lifetime. He also recorded live versions of the song on Elvis (NBC TV Special), Elvis: As Recorded Live on Stage in Memphis, and Elvis in Concert. On the earlier version that appeared on the 1999 album, Sunrise, Presley recorded this song while simultaneously playing the piano (and not aided by his rhythm guitar, as previously believed). Because his piano playing was not up to the expected standards, producer Sam Phillips erased the
sound of the piano on the master take so, in addition to Elvis’ vocals,  all one hears is the lead guitar, bass, and drums. Elvis’ piano is heard on the July session version and appeared on his self-titled 1956 LP.

Presley's vocal delivery appears to be influenced by that of The Eagles’ lead singer, although taking the two warbles at 0.56 and 2.12  one step forward by extending his vocals so that they meet, then  join (and  without any stops nor breathing space in between),   the first and second verses.  In addition, Scotty Moore’s guitar solo on the Presley recording replaces a saxophone solo heard on the original.

The track was released on Presley’s March 1956 RCA debut album Elvis Presley. It also featured on the famous 1976 The Sun Sessions release and on numerous other Elvis efforts and collections as well.

“Trying To Get To You” was next released by The Teen Kings with Roy Orbison in March 1956 as Je-Wel JE-101 backed with “Ooby Dooby” on the B-side.
A version by Johnny Carroll also then ensued, being made on Decca Records on May 19, 1956 (Decca 9–29940).

Ricky Nelson was the next to give treatment of the song in 1959.

After Eric Burdon performed it a few times on his own shows he reunited with The Animals in 1983 and recorded the song in the studio. It appeared on their album Ark. It was also included on their live shows before they disbanded again in early 1984.

Later it was also covered by Johnny Rivers, Faith Hill, Susie Arioli, Gene Summers, Phil Seymour, and many others.

The song was adapted by Paul McCartney to create "In Spite of All the Danger", the first ever original song recorded by the Quarrymen, the precursor to the Beatles.

References

Further reading
 Re: Eagles, post by TerryG at doowopcafe, Yahoo! Groups, October 26, 2010, retrieved 17 July 2013

American songs
1954 songs
1954 singles
Rhythm and blues songs
Elvis Presley songs
Roy Orbison songs
The Animals songs
Faith Hill songs
Gene Summers songs
Songs written by Rose Marie McCoy
Songs written by Charles Singleton (songwriter)
Mercury Records singles
RCA Victor singles


The DB Class V 162 (after 1968 named DB Class 217) is a class of four-axle diesel hydraulic locomotive built as a development of the DB Class V 160 for the Deutsche Bundesbahn from 1965 to 1968.

This variant has a separate diesel engine providing auxiliary power and for electric train heating, replacing the steam generator in the original V 160.

The locomotives continued to be used after the formation of the Deutsche Bahn AG in 1994; the final DB Schenker unit was withdrawn in December 1997.

Two of the prototypes of the class operated as internal locomotives and were for a time classified as DB Class 753.

Background

In the early 1960s, the then German Federal Railways (Deutsche Bundesbahn or DB) and the German railway industry developed the V 160 series (with which this class shares the majority of its design features), a diesel locomotive for use on medium-duty passenger and freight trains on main and secondary lines. These locomotives had steam heating apparatus for passenger coaches, but could not power electrically heated stock. Therefore, with the increasing use in the future of electrically heated coaches, co-commitment with the increasing electrification of the system it was necessary to produce a variant with a method of electrical power generation.

Design and production

Prototypes
In 1963, Krupp AG was requested to develop a V160 variant with electric train heating which would have the classification code V 162. In 1965 two prototypes V 162 001 and V 162 002 were produced, and a third V 162 003 made in 1966.

Each had a MTU-built (then Maybach) 16-cylinder engine of the type 16V652 TB10 producing  which was entirely used for traction. Since in the mid-1960s a more powerful engine was not available, the electrical supply was powered by an auxiliary diesel engine. The inclusion of two engines in turn meant that the overall length of the machine was increased by 0.4 m in comparison to the V 160, making a total length over buffers of 16.4 meters.

The auxiliary engine used by Krupp was a 12-cylinder MAN D3650 HM3U engine developing  of power. Since DB required that the auxiliary power should be available for traction (for use on freight trains), the auxiliary engine was also connected to the transmission, meaning that the traction power could be increased to 1813 kW when necessary. The generators of the three prototypes were from different manufacturers: In the V 162 001 the supplier was BBC, in V 162 002, AEG and in V 162 003 Siemens supplied the electrical generator.

The three prototypes went into testing from 1965 to 1968, resulting in the Siemens generator (generating 310 kW for electrical heating) being chosen for the main production tranche.

Production locomotives

As the prototypes had proved successful, in 1967 construction of twelve locomotives began at Krupp. Since a new numbering scheme was introduced in 1968, the locomotives were given the numbers 217 011 to 217 022 (the prototypes being renumbered to 217 001 to 217 003).

In 1971, disc brakes were fitted to the locomotives (replacing the block brakes) leading to more effective braking and a consequential increase in the maximum operating speed limit by 20 km/h to 140 km/h.

Even though it was foreseeable that more of this class of locomotives could be built, in 1968 the first representatives of the Class 218 were built with a single diesel engine (of 2500 hp) providing traction and electrical heating power in one unit. Thus no more of this variant were made, since the single-engined variant presented a clear reduction in maintenance costs.

These vehicles had a distinctive exhaust system (with scoop like protuberances on the roof) fitted in 1993.

DB Class 753

In April 1989, the prototype locomotives 217 001 and 217 002 were transferred to work internal DB traffic; as such they were reclassified as 753 001 and 753 002. Both had, since 1974, often been used for test and measurement trains and in the testing of other locomotives as 'engine brakes'; the reclassification in 1989 was therefore purely formal. As part of the reclassification, rebuilding of these machines took place, including fitting of hydrodynamic brakes.

In the late 2000s, the two were reclassified back as Class 217s and returned to freight duties.

Operational history and modifications

At the end of 1970 and the beginning of 1971, the three prototypes set out from Mühldorf to the DB railway works in Regensburg, where six of the production locomotives were also stationed. By 1972 all 15 of the class were concentrated in Regensburg. They were used for pulling heavy freight trains on the lines Regensburg - Schwandorf - Nuremberg - Sulzbach-Rosenberg - Schwandorf - Furth im Wald.

In 1993, the Class 217 locomotives were put into trial use with double-decker passenger coaches on the line connecting Mühldorf and Munich. This deployment lasted just two days, with the result that Class 218 locomotives were used on the double decker trains and the Class 217s returned to Regensburg.

In 1998, the bahnreform of the Deutsche Bahn led to its division into different subsidiaries: the class were assigned to freight division and thus became the property of DB Cargo (since September 2003 renamed Railion Germany, and currently DB Schenker).

In May 2000, all of the units (except DB 217 001) were assigned back to the engine shed at Mühldorf. They pull freight trains around their base in Mühldorf - destinations being Munich, Simbach, Landshut, Freilassing and the Wacker plant at Burghausen, often in multiple workings.

The last 217 (217 017) in use by DB Schenker was withdrawn on 19 December 2011 at Mühldorf Depot and it has been replaced by Euro 66 locomotives. There is a Class 217 (nr 217 014-0) on display at the DB Museum, Koblenz.

See also
DB Class V 160 family Overview of all related classes

References and notes

Sources
v160.de V 160 family site - brief introduction, detailed individual locomotive information, including historical photographs, builder, current status and work histories. Also more technical information on engine, transmission, fuel system and cab. v160.de
Die homepage der Baureihe 217 History, Class 217 specific technical information, fleet list, information on Class 753, and other information.

V 162
B-B locomotives
Krupp locomotives
Railway locomotives introduced in 1965
Diesel-hydraulic locomotives of Germany
Standard gauge locomotives of Germany


The DB Class 215 is a 4 axle diesel locomotive of the V 160 type. They were built for the German Federal Railways (Deutsche Bundesbahn) for medium-weight passenger and freight service on secondary and primary routes, and later passed to  the Deutsche Bahn AG.

A number of variants were made by rebuilding; some were converted to Class 225  locomotives for freight only work for DB Cargo and the sub-class Class 215.9 were altered for use on the SyltShuttle.

Background
The locomotives of Class 215 were a longer version of the original DB Class V 160, and consequently were equipped with steam heating apparatus. In the pre 1968 classification scheme they were to be numbered V 163.

The engines were built to the length of the DB Class 218 ( longer than a Class V 160), so that later they could be rebuilt to the same specification of the longer class, which at the time only existed as a prototype; the Deutsche Bundesbahn could not wait for the Class 218 to reach production maturity as it was forging ahead with the replacement of the last steam locomotives.

Design and modifications
The locomotive has a diesel powertrain, using hydraulic transmission, with both bogies driven by cardan shafts, and all wheels powered.

The ten initial prototype machines built from 1968 to 1969 by Krupp were powered by diesel engines of type 12 V 956 TB 10 with a power of 1839 kW.

The machines numbered 215 011 to 215 070, and 215 094 to 215 150 had less powerful (1397 kW) but more reliable 16-cylinder Maybach MTU 16 V 652 TB engines (the same as the engines with which the Class 216 / V 160s were equipped), while the numbers 215 071 to 215 093 had a more powerful engine, but this time again the 12-cylinder 12 V 956 TB used in the prototypes. 215 091 to 215 093 were later retrofitted with the V-12 engine, having initially had the 16-cylinder engine.

The steam heating also doubled as a pre-heater for the locomotives engine, and other parts. Space was reserved for the installation of an electrical generator later on, the proposed conversion of the machines to the 218 series never came about - the exception was 215 112 which was rebuilt as DB Class 218 399 after an accident.

Numbers 030 to 032 locos were exceptional in that they were fitted from the outset with an electric heater (steam heating was removed) driven from an auxiliary diesel of type 8V 331 TC 10 with an output of 520 kW at 2100 rpm. Unlike in the DB Class 217 the auxiliary diesel is not connected to the transmission and cannot be used for additional traction power

Conversion variant 215.9

In the summer of 2003, DB AutoZug acquired a total of 18 locomotives from DB Regio, 14 units were rebuilt in a fashion analogous to the DBAG Class 225 but numbered as Class 215.9. The remaining four locomotives were kept for spare parts.

The steam heating boilers needed fuel and water tanks which for this service were now unnecessary, thus they were replaced with a ballast weight, the engines remained unchanged. A GSM-R system was fitted, as well as automatic brake slack adjusters.

DBAG Class 225

After passenger work for many of the DB Class 215 disappeared, DB Regio transferred 68 locomotives to DB Cargo (later Railion) for freight work, the steam heating boilers being removed and replaced with ballast. The new class was augmented by further DB Class 218 machines, which formed the subclass 225.8.

Operations

Class 215
The class were used on all types of train; the main area of used was on the Eifel rail (Cologne to Trier) in the Lower Rhine and Baden-Wuerttemberg area down to Lake Constance.

One high-profile working in the 1980s was the D 216/217 "Austria-Express" ( from Klagenfurt via Graz/Krefeld to Amsterdam) between Krefeld central station (Hauptbahnhof Hbf.) and Arnhem, the Netherlands. The units with electric heating modifications (030 to 032) were used for this service.

The last scheduled working of the 215 series was on the DB Regio Hessen trains, which ended in April 2003. Afterwards some were kept on standby for the DB Regio Rheinland Regionalbahn trains.

In June 2003 transfer of the sub-class 215.9 to DB AutoZug GmbH took place, many others having been sent previously to DB Cargo.

Class 215.9
This class were specifically used for the AutoZug (car ferry trains) between Niebüll and Westerland operated by DB AutoZug. The Class 215.9s work around the Sylt island ended in March 2008. Afterwards some were transferred for work around Chemnitz.

References

Further information
Allgemeine Infos - Baureihe 215 Class 215 - technical information, and individual locomotive statistics.

Diesel locomotives of Germany
215
B-B locomotives
Henschel locomotives
Krupp locomotives
Krauss-Maffei locomotives
MaK locomotives
Railway locomotives introduced in 1968
Standard gauge locomotives of Germany
Diesel-hydraulic locomotives of Germany


This is a list of the National Register of Historic Places listings in Del Norte County, California.

This is intended to be a complete list of the properties and districts on the National Register of Historic Places in Del Norte County, California, United States. Latitude and longitude coordinates are provided for many National Register properties and districts; these locations may be seen together in a Google map.

There are 14 properties and districts listed on the National Register in the county.

Current listings

|}

See also

List of National Historic Landmarks in California
National Register of Historic Places listings in California
California Historical Landmarks in Del Norte County, California

References

Del Norte


The Mitsubishi 2MB1 (service designation 八七式軽爆撃機, Army Type 87 Light Bomber) was a light bomber produced in Japan in the mid-1920s to equip the Imperial Japanese Army.

Development
It was developed in parallel to the 2MB2, but while that aircraft featured an innovative and unorthodox design, the 2MB1 was a more conservative approach based closely on the 2MT carrier-based torpedo bomber that was already in production for the Imperial Japanese Navy. Like the 2MT, the 2MB1 was a conventional two-bay biplane with open cockpits in tandem and fixed tailskid undercarriage. The 2MT's Napier engine and side-mounted radiators were exchanged for a Hispano-Suiza engine and frontal radiator, and specific naval features such as folding wings were deleted.

Operational history
The type saw action in the early stages of Japan's Invasion of Manchuria in 1931, but it was found to be obsolete and was soon relegated to training duties.

Specifications

Notes

References

2MB1, Mitsubishi
2MB1


The DB Class 218 (before 1968 the DB Class V 164) are a class of 4-axle, diesel-hydraulic locomotives acquired by the Deutsche Bundesbahn for use on main and secondary lines for both passenger and freight trains.

The class represents the final major revision of the DB V 160 family of locomotives; having the preferred features of the antecedent locomotives, including a hydrodynamic brake, and a single engine providing electrical train heating via a generator as well as tractive power. The class were also the most numerous of the family, providing the backbone of the Deutsche Bundesbahn's main-line diesel locomotive traction from the 1970s up to the reunification of Germany.

Despite being displaced from many workings by DMUs, electrification, and inherited DR Class 130s, as of 2009 a significant number of the class still remain active throughout Germany.

Background, history and design

The locomotives of series 218 were the last of the V 160 family to be developed; the main new feature was the use of a single engine to provide tractive power as well as electrical train heating when required (via an attached generator), the simplification over the two engined DB Class 217 was preferred, and was made possible by the availability of a higher powered (~1840 kW) engine compared to the original DB Class V 160 (~1400 kW).

In 1966 an initial twelve prototype locomotives were ordered from Krupp by the DB, for which the V 164 numbering was given, the main order came after the change to a 'computer compatible' UIC numbering scheme (See DB locomotive classification) which gave the number 218 as the reporting code for this class of locomotives.

The main series of 398 machines was produced between 1971 and 1979, by Krupp, Henschel, Krauss-Maffei and MaK. Additionally the engine DB 215 112, after being badly damaged in 1975 was repaired to Class 218 specification, and renumbered 218 399.

With a power of 2500 to 2800 hp and a top speed of 140 km/h, and the ability to work in multiple with related classes 215, 216, 217 and 218 as well as other classes, and coupled with electric heating and a low speed gear for heavier freight trains the locomotives became the main source of motive power in West Germany on both passenger and freight trains outside electrified sections.

The turn of the second millennium and the preceding few years saw a change from locomotive hauled trains to increasing use of 'diesel railcars' (or DMUs, diesel multiple units). This led to a reduction in the demand for these locomotives on passenger services, with many falling out of use, or only finding work pulling freight trains, nevertheless, in 2000 the locomotives were still in use on mainline long-distance trains.

By January 2008 there were approximately 220 copies still active.

Technical information

The design of the series as fundamentally the same as the rest of the V 160 family: all four axles are driven via cardan shafts by a Voith two speed hydraulic transmission which in turn is driven by a diesel engine, fuel and oil are located between the bogies under the main frame, on either side of the centrally located transmission, there are two cabs (which have slightly different windows). Externally the machines are very similar to the other members of the class, being of the longer variant at 16.4 m.

The tractive and braking forces are transmitted to the main mass of the locomotive via transverse beams attached to the main longitudinal supporting beams, the superstructure is made from sheet steel, forming a shell.

The framework supported on coil springs on the bogies, from 218 299 onwards flexicoil suspension was used, per bogie side and from the bogies.

There are two walkways connecting the cabins inside the body.

Engines
Over time, several diesel engines have been used as propulsion; the first series received the MA MTU 12V 956 TB10 with

Because of the available power at rail being reduced when operating at full electric heating power some machines were fitted with a French 16 Pielstick PA4 V200 engine with around  built under license by KHD.

MTU developed from the TB10 engine a TB11 with greater power of  which was fitted to more than half the class.

With the introduction of more stringent emission requirements, as well as the original engines being badly worn, or in an attempt to improve efficiency, a number of upgrades have been investigated or fitted, including:

TB11 engines fitted with emission reducing kit.
Electronic engine management fitted to TB11 engines.
Testing of entirely new engines, leading to:
Procurement of numerous 16 V R40/41 MTU engines as replacements
4 locomotives fitted with Caterpillar Inc engines

Following the upgrades most of the class have either emission-improved TB11 engines or MTU 4000 engines.

Since 1985, the locomotives have had additional engine exhaust devices fitted on the roof with a scoop like appearance – the purpose of these is to direct the exhaust flow, preventing overhead wire being coated by any particulate or condensed emissions. The 'scoops' also increase the exhaust flow speed, by reducing the diameter of the exhaust - thus launching the combusted vapours higher in the air, and reducing the likelihood of passengers being coated with engine smoke.

Electrical equipment
The Indusi safety system is usually a Lorenz Indusi I-60. The original 36-pin inter-unit electrical connectors allows double traction control, auto door locking when not at a standstill, and can transmit driver announcements when attached to a passenger train, in addition to equipment for passenger information systems.

Originally the electrical power from the generator for the carriages was controlled with a simple Cycloconverter, later GTO Thyristor controlled supply circuits that had an intermediate DC circuit were used to create the AC carriage supply. (see Inverter)

Liveries
The first locomotives were delivered in the usual 'crimson' (RAL 3004) of that time. In 1974 218 217 and 218 218 were used as test vehicles for new colour schemes : 218 218 was the first locomotive in the new ocean blue-beige (turquoise/cream) finish (RAL 5020/RAL 1001). 218 217 received an experimental livery in the TEE red and beige (RAL 1001/RAL 3004).

The turquoise/cream colour became a new standard for the 218, whilst the 218 217 in the burgundy and beige remained a loner, for almost thirty years, until 753 001 (ex 217 001) became the second locomotive from the V160 family to receive this colour scheme.

By the late 2000s the turquoise/cream colour had virtually disappeared, the last representative being  DB AutoZug 218 320.

In 1984 for the City-Bahn railway on the Cologne - Gummersbach ten locomotives were painted in pure orange (RAL 2004) with a grey stripe, after the project ended they retained the livery until the 1990s when they received the orientrot scheme of the 'oriental red' color (RAL 3031) with a white markings, the last 218 135 being repainted in 1996

The remaining Class 218 locomotives are almost entirely in the current traffic-red (RAL 3020) colour scheme.

As an oddity 218 473 was, for four years from April 2005 onwards, painted in a dark blue "King Ludwig" livery, sponsored by model train manufacturer Märklin.

Variants

A number of locomotives have been rebuilt and/or reclassified due to changing requirements:

DB Class 218.9

The DB Class 218.9 resulted from the Deutsche Bundesbahn's flirtation with diesel locomotives boosted by gas turbine engines in the 1970s. Problems with gas turbine engine lifespan, and reduced fuel efficiency, coupled with two turbine failures resulted in the small class of eight Class 210 machines being rebuilt as class 218.9 at the beginning of the 1980s. This subclass was number 218-901 to 218-908. They were decommissioned and scrapped between 2004 and 2006.

DB AG Series 210.4

A second set of locomotives designated Class 210 was created by the Deutsche Bahn AG in 1996 for the inter-city line from Munich via Berlin to Hamburg with non powered driving trailers, on which the original Class 120 was used.

Between the stations of Nauen and 'Berlin Zoological Gardens' the route was only partially electrified; in this electrification gap the train (complete with a DB Class 120 E-Lok) was towed by the diesels.

In 1996 the machines for this task were created from locomotives 218 430 to 434 and 218 456 to 462 which were stationed in Lübeck and were in particularly good condition. For this task the locomotives needed to be approved for running at 160 km/h (the same maximum speed at which the original Class 210 had run). The original hydraulic transmission was rated in its upper gear to 160 km/h, but the drive shafts needed to be uprated for the increased speed.. The individual locomotive numbers were preserved - thus DB 218 430 became DB 210 430.

Following the full electrification of the line the locomotives returned to normal stock duties, in December 1998 the locomotives were rebuilt again and became Class 218 machines once again.

DB AG Series 218.8

15 locomotives were converted (in Bremen) for towing and shunting tasks - being fitted with a Scharfenberg coupler for modern coaching stock, they are used on the S-Bahn networks; found in all the major railway stations.

218 228 is found in the S-Bahn area of Frankfurt, 218 191 in the S-Bahn around Stuttgart, others at Darmstadt and Plochingen (218 191).

Some of this sub-class were equipped for towing ICE trains, and used in multiple on the new (rebuilt) lines of Cologne-Rhine Main and Nuremberg-Ingolstadt.

These 15 locomotives are based at the locomotive depots at Frankfurt/Main (nine locomotives) and Berlin-Rummelsburg (six locomotives).

DB AG Series 225.8

Class 215 and Class 218 locomotives transferred to DB Railion for freight work were renumbered as Class 225, with the Class 218 locomotives forming the sub-series 225.8.

Operations
The Class 218 was a successful design made with the most modern and sophisticated components that were available in 1968. With a relatively high speed of 140 km/h, the locomotives proved useful on TEE Bavaria, and with n-wagons with which they operated well past the year 2000.

Furthermore, after the dissolution of the GDR, and the merging of the two German railway systems they proved useful again on non-electrified sections of the former Deutsche Reichsbahn, however in the former West Germany some intercity services began to be operated by the DB Class 232 and 234 locomotives.

The locomotives were stationed in the depots of Regensburg, Stendal, Lübeck, Brunswick, Ulm, Hagen, Mühldorf, Karlsruhe, Rostock Hbf, Kempten, Halting and Kaiserslautern.

In 2000 there were 415 active machines, at this time also began the first decommissioning of machines that were found to be in a bad state of repair on their scheduled inspections. At this time DBAG began to economise its fleet:
The locomotives with serial numbers 101 to 399 were to be kept until 2003, but then be either retired, transferred for internal use, or sold to DB AutoZug.
The 218.4 locomotives capable of push pull operation were to be used with double decker passenger coaches.
The prototypes locomotives were reclassified as Class 225.8 and transferred to DB Cargo for freight use.
The 218.8 sub-class modified for towing ICE trains remained in service.

In March 2008 there were 235 active machines, or about 60% of the total Serienloks.

Notes

References

Other sources
 Technical, livery, and basic deployment information.
 Construction information.
 Brief technical information, information on museum and infrastructure (Deutsche Bahn Gleisbau GmbH) locomotives.
 Detailed information on engines, transmission, individual locomotive service history etc. With comprehensive image gallery.

Literature

External links

218
B-B locomotives
Railway locomotives introduced in 1968
Krupp locomotives
Henschel locomotives
Krauss-Maffei locomotives
MaK locomotives
Standard gauge locomotives of Germany
Diesel-hydraulic locomotives of Germany


The DB Class V 169 consisted of a single example: V 169 001, derived from the DB Class V 160 family, with an additional gas turbine booster engine. It can be considered the prototype for diesel locomotives with a gas turbine as an additional drive; specifically the DB Class 210. Post 1968 the class designation was changed to Class 219, and the locomotive renumbered 219 001

In 1999 the locomotive was heavily renovated for a private company, and does not now have the gas turbine.

Post the merger of the Deutsche Bundesbahn and Deutsche Reichsbahn another locomotive - the DR Class 119 has been assigned to the DB class 219.

Background

From 1963 onwards the DB Class V 160 had been delivered and deployed in large numbers, and was proving successful. Thus plans were made for testing of further units were made - specifically a variant with electric train heating. These units would require more power than the engines installed in the V 160 could deliver. Three prototype units of the DB Class V 162 (later Class 217) were ordered; with the addition of a smaller supplementary diesel engine, providing via a generator the electricity for electric train supply. (see Head end power)

Another variant was the V 169, this locomotive utilised a supplementary gas turbine to improve overall performance. A General Electric LM 100-PA 104 turbine was chosen, using diesel as a fuel rather than kerosene. The locomotive turbine was built under license by Klöckner-Humboldt-Deutz (KHD) at the Oberursel plant. (see Motorenfabrik Oberursel (now part of Rolls-Royce)

KHD also received the order for manufacture of the locomotive itself, this was done at the KHD-Werk in Cologne and the locomotive delivered on the 4 June 1965 as V 169 001, it then was exhibited to the public at the International Transport Exhibition in Munich. The electric train heating was not yet ready, and so the locomotive did not enter service until January 1966.

From March 1966 the locomotive went onto the Allgäu Munich to Lindau line for testing, being stationed at Kempten.

In the V 169, the electrical generator for the heating was powered by a shaft from the gearbox of the hydraulic transmission system. This method proved successful and was later used in the DB Class 210 and DB Class 218 locomotives. The fundamental usefulness of the additional gas turbine propulsion was also demonstrated and led to the introduction of the DB Class 210 (with a more powerful turbine: an AVCO Lycoming T53-L 13).

Service history

The delivery of the Class 210s being to Kempten in 1971 for work in the Allgaeu region meant that the less powerful V 219 001 was outdated.  Thus, when the gas turbine failed with damage to the combustion chamber in 1974, the locomotive was converted for other uses.  The diesel engine was throttled back to , and the heating system was also shut down.

With these modifications, the locomotive was no longer suitable for passenger work, and began work as a freight locomotive around Gelsenkirchen often working across the Dutch border, up to 25 November 1977. In 1978, the locomotive was decommissioned and then left in the open in Bremen until 1985.

In 1985 the locomotive was sold to company of Elizabeth Layritz GmbH in Penzberg, a firm specialising in the modernisation of scrapped locomotives. Subsequently, the locomotive was sold to Impresa Attilio Rossi in Italy and worked between Rome and Naples (as T1591) up till 1998/9.

Reconstruction and operation by German private railways

After the German railway reform of 1994 cheap second-hand locomotives with authorization for work in Germany were in demand. So in 1999 the locomotive was bought (back to Germany) by leasing firm RailImpex and sent to Gmeinder for refurbishment and remotorising,.

The refurbishment included the replacement of the original Maybach engine with a Caterpillar diesel engine, a review of its condition and the installation of new wiring.

The railway company Waldhof AG (Bahngesellschaft Waldhof AG or 'BGW') (Now called Rhenus Rail Logistics GmbH) in Mannheim bought the locomotive for freight work and designated it as DH 280 01. It was painted in the green-gray color scheme of the BGW.

In the summer of 2000, the loco was used for garbage trains from Krefeld to Hildesheim until September when a collision meant the machine must return to Gmeinder for repair. By February 2001 it was back in operation. After that, among other workings it pulled Lime trains for BASF from Ludwigshafen to Stromberg.

In October 2001 the unit was transferred to Eisenbahnen und Verkehrsbetriebe Elbe-Weser GmbH and worked on container trains between Hamburg, Bremerhaven and Bremen. The EVB designation is 420 01The locomotive suffered a serious accident with frame damage in 2013 and has not been in service since then. 420 01 had been parked in the Bremervörde depot since August 2015.

In August 2021 the V169 was bought by a locomotive engineer that founded his own company LOKRAPID (LR) in Oldenburg. In 2022 he restored the locomotive and repainted it in its original DB livery with respectively one of her former official numbers V 169 001 and 219 001-5''' on the fronts. It went back in service on 20 September 2022 under the UIC number "92 80 1219 001-5 D-LR" operating various trains.

See also
DB Class V 160 family Overview of this and related locomotives
DB Class 210 Related successor locomotives also with auxiliary gas turbines
DR Class 119 An East German diesel locomotive (reclassified after reunification as DB Class 219)

References

Additional sources
219 Lieferliste (supply list of DB Class V219) Chronological list of operators of V 169 001. privat-bahn.deUnterschiede in der V160-Familie (differences between V 160 family of locomotives) Brief description of V 169 class. deutsche-lokomotiven.deAllgemeine Infos - Baureihe 210/219 (General Info. Class 210/219 Very brief information. v160.deExternal links

railimpex Johannes Scheurich GmbH
Die Mittenwaldbahn, Layritz - Penzberg, Firma Elisabeth Layritz GmbH Details of company: Elisabeth Layritz GmbH from mittenwaldbahn.de''

Diesel locomotives of Germany
V 169
Private locomotives of Germany
Deutz locomotives
B-B locomotives
Railway locomotives introduced in 1965
Gas turbine locomotives of Germany
Diesel-hydraulic locomotives of Germany
Standard gauge locomotives of Germany