The  is a Japanese suburban electric multiple unit (EMU) train type introduced in 1979 by Japanese National Railways (JNR), and currently operated by West Japan Railway Company (JR-West). The train type was operated by Central Japan Railway Company (JR Central) from 1987 until 2013. A total of 216 cars were manufactured. When JNR was privatized and divided into the individual JR Group companies, JR Central received 72 cars, while JR-West took possession of 144.

Background

Features
The 117 series was first introduced to replace the 113 series trains that had been providing special rapid service in the Keihanshin region on the Tōkaidō Main Line and Sanyō Main Line. 113 series cars were used in this role from 1972 along with 153 series express cars that had become surplus as a result of the opening of the Sanyō Shinkansen to Okayama. Although 113 series cars were run in place of 153 series cars, the two were not entirely the same; the 153s had been retrofitted with air conditioning, but their traction motors (MT46 type, producing  @ 375 V), first built in 1958, were underpowered. Also, as they were designed for express service, they had entryways which required passengers to step up onto the main floor—unsuitable during peak commuter times.

The 117 series addressed these issues, matched the passenger accommodation offered by competing services and provided JNR with a train designed for the transit conditions in the Keihanshin region. The interior was based on the KiHa 66/67 series DMUs being operated in the Kitakyushu region. This also marked the beginning of JNR's effort to standardize their rolling stock.

In 1982, 153 series trains providing the rapid service in the Nagoya area were replaced with 117 series trains which began duty on the Tokai Liner service.

Configurations
The 117 series was designed to be operated in 6-car configurations, with a 2:1 ratio of powered cars to trailer cars. At the time the 117 series were being introduced, this was JNR's standard configuration. In later years, 4-car configurations with a powered car to trailer car ratio of 1:1 and 8-car configurations with a ratio of 3:1 were being used. The 117 series has no intermediate trailer cars.

 KuHa117 – Trailer car with driving cab, west end.
 MoHa117 – Powered car with pantograph and electrical apparatus to be used as a set with a MoHa116 car.
 MoHa116 – Powered car with motor-generator and compressor to be used as a set with a MoHa117 car.
 KuHa116 – Trailer car with driving cab, east end.

Construction

This information relates to the 0 sub-series.

On September 12, 1979, the first six-car set emerged from Kawasaki Heavy Industries' Hyogo Works. The sets' completion dates and manufacturers are as follows:

{| class="wikitable"
|-
! Set !! Completion date !! Manufacturer
|-
|| 1 || September 12, 1979 || rowspan="3" | Kawasaki Heavy Industries
|-
|| 2 || rowspan="2" | January 29, 1980
|-
|| 3
|-
|| 4 || January 12, 1980 || rowspan="3" | Kinki Sharyo
|-
|| 5 || rowspan="2" | February 5, 1980
|-
|| 6
|-
|| 7 || February 26, 1980 || Kawasaki Heavy Industries
|-
|| 8 || March 13, 1980 || Kinki Sharyo
|-
|| 9 || rowspan="2" | April 22, 1980 || rowspan="4" | Nippon Sharyo
|-
|| 10
|-
|| 11 || rowspan="2" | July 8, 1980
|-
|| 12
|-
|| 13 || rowspan="2" | April 8, 1980 || rowspan="6" | Kawasaki Heavy Industries
|-
|| 14
|-
|| 15 || rowspan="2" | June 3, 1980
|-
|| 16
|-
|| 17 || rowspan="2" | June 17, 1980
|-
|| 18
|-
|| 19 || rowspan="2" | May 14, 1980 || rowspan="3" | Kinki Sharyo
|-
|| 20
|-
|| 21 || July 15, 1980
|}

Car body
The 117 series trains have  long corrosion-resistant steel bodies with two sets of semi-automatic sliding double doors per side (Nagoya-area cars have fully automatic doors). The 117 features a built-in classification headboard directly below the windshield's center post.

The 117's original livery was cream with a thin, horizontal maroon band below the windows.

All 117 series cars were originally equipped with reversible transverse seats, but lacked strap hangers. The interior had wood trim intended to set the 117 apart from other suburban trains. The cars feature flat ceilings joined to the walls and an angled panel above the luggage rack.

Air conditioning was via JNR's standard AU75B and AU75C units situated in the center of the roof (42,000 kcal/h. B is used on trailer cars with driver's station, C on powered cars. 100 sub-series cars were upgraded to AU75E).

Major components

Traction motors
The 117 series uses type MT54D traction motors (rated at  @ 375 V). It was also used in 113 series trains. The 117 also had JNR's standard final drive ratio, 4.82:1. Having the same acceleration rate as the 113 series and 115 series, 6-car sets with four powered and two trailer cars were not quite as powerful as those in use in comparable services by competing private railways. The difference in 4-car sets with only two powered cars was even more pronounced.

Train control
Equipped with the CS43A control gear also in use on the 381 series and 417 series, the 117 series included a retarder to maintain speed on an incline. While the CS12 control gear in the 113 series and 153 series and the CS15 control gear in the 115 series and 165 series had been improved to provide smoother acceleration, the CS43A, which was brand new at the time, was chosen.

Bogies

Two types of bogies were considered for the 117 series before a third was chosen. The high-speed DT24 air spring bogies from the 153 series were considered but passed over, as were the DT21 coil spring trucks, standard at the time. Ultimately, the 117 series was equipped with DT32E bogies on the powered cars and TR69H bogies on the trailers.

Pantograph
The 117 series uses the standard PS16 pantograph, however for resistance to the effects of cold weather conditions and snow encountered when running on the Kosei Line, the PS16J variant is used.

Couplers
Standard JNR Shibata-type couplers are used on the 117 series, but like on the 153 series, automatic electrical couplers were added to ease lash-up operations when creating 12-car sets for rush hour. Based on the success of this equipment, 221 series and 223 series were similarly equipped.

Variants

0 subseries

From 1979 until 1980, 21 6-car sets were produced for a total of 126 individual cars.  Dispatched from Miyahara Depot and assigned to rapid and special rapid service, these were used to replace 153 series and 165 series trains.

In 1982, nine 6-car sets entered service in the Nagoya area. These were assigned to Ōgaki Depot.

100 and 200 subseries

In the timetable effective November 1, 1986, just before the April 1987 privatization of JNR, the frequency of special rapid services in the Keihanshin region increased, and 6-car sets in the Nagoya area were shortened to four cars. It had been four years since any modifications were made, and around this time improvements were made to all aspects of the trains. The most significant changes were:
 Seats were added in the unused space at the ends of the saloons.
 The original side windows were replaced with units that have a single pane which closes vertically.
 Bogies were replaced with DT50C types on powered cars and TR235B types (both developed for the 205 series) on the trailer cars. As a result of this, the interior floor was lowered 45 mm.
 Installation of contoured bench seats.

Operations
From the time of their construction until the privatization of JNR, the 117 series were the workhorses of the Keihanshin and Nagoya regions' rapid and special rapid services.

Following privatization, JR-West kept the cars used in the Keihanshin region while JR Central kept those used in Nagoya. Each railway's use of their 117 series trains is explained below.

JR-West

From special rapid service to withdrawal and reassignment
After the arrival of the 221 series in the Keihanshin region, the maximum speed of special rapid trains was increased to  as of the March 10, 1990, timetable. That year, all 117 series cars underwent improvement to their brakes to accommodate this new operating speed. As new 221 series cars entered service, there was an excess of 117 cars, and as the speed of most special rapid services was further increased to , 117s were reassigned to other lines. The 300 subseries entered service on the Fukuchiyama Line, while shortened consists began running on the Nara Line, Kosei Line, Kusatsu Line, and on the Sanyō Main Line in the Okayama area on the Sunliner service. Cars which became surplus due to the use of shorter configurations were converted into the 115 series 3500 subseries. This was the first reduction in the number of 117 series cars.

117 series cars retained in special rapid service were used only in early morning and late night runs because of their  limit and door configuration. With the appearance of the 223 series in the May 11, 1999, timetable, capable of operating at  between Nishi-Akashi and Kusatsu, 117 series trains were withdrawn from special rapid service. A year later, 221 series cars were also removed from this service.

In 2000, due to use of the newer 221 series, some 117 series trains were withdrawn from Tambaji rapid service on the Fukuchiyama Line and reassigned to Hineno Depot for operation on the Wakayama Line. Again in 2001, 117 series cars were replaced by 221 series units on Miyako rapid service on the Nara Line. In 2005, 100 subseries intermediate cars were reassigned to the Shimonoseki Administrative Office, and later two sets of 300 subseries trains were also sent there to operate in the region on the Sanyō Main Line.

Upgrade to 300 sub-series

Having been displaced by the newer 221 series, from 1990 many of 117 series cars had been transferred to the Fukuchiyama Line. These cars retained their original numbers, but had 300 appended to them. Through 1992, 1993, and 1995, a total of 58 cars were refurbished and reassigned to JR-West's Miyahara Depot.

In order to increase the capacity of the cars and make boarding and alighting easier, transverse seating immediately inside the doors was converted to longitudinal seating. This helped to reduce the problem of rush hour trains being delayed due to the time needed for passengers to board and alight. Brakes were augmented, and the livery associated with the Fukuchiyama Line, white with green striping, appeared.

However, these modifications did not entirely solve the problems with passenger mobility during rush hour, and as a result, the 117-300s were used on outgoing services (bound for Fukuchiyama) and off-peak services. From April 2000, two 4-car sets were dispatched from Hineno Depot for operation on the Wakayama Line and the Kisei Main Line.

Sets which remained on the Fukuchiyama Line until the series' complete withdrawal from the line are now assigned to Kyoto Depot for operation on the Sanin Main Line (Sagano Line), Kosei Line, and Kusatsu Line. Some sets have ATS-P train control on board, others have MoHa cars made surplus by the creation of the shorter 100 sub-series sets.

300 sub-series renumbering
MoHa117/116-3 – 16, 19, 20, 41, 42 → MoHa117/116-303, 316, 319, 320, 341, 342
KuHa117/116-2 –  8, 10, 18, 20, 10 → KuHa117/116-302, 308, 310, 318, 320, 321

Reassignment to the Okayama Area

In 1992, six 4-car sets were reassigned to Okayama Depot. At this time, the lavatories were upgraded and the Sunliner livery appeared, and some of these sets operated at speeds of . In 1999, fare collection boxes were installed to support driver-only operation without a conductor on board. These consists were designated as:

E1: KuHa117-9  – MoHa117-18 – MoHa116-18 – KuHa116-9
E2: KuHa117-11 – MoHa117-22 – MoHa116-22 – KuHa116-11
E3: KuHa117-13 – MoHa117-26 – MoHa116-26 – KuHa116-13
E4: KuHa117-15 – MoHa117-30 – MoHa116-30 – KuHa116-15
E5: KuHa117-17 – MoHa117-34 – MoHa116-34 – KuHa116-17
E6: KuHa117-19 – MoHa117-38 – MoHa116-38 – KuHa116-19

Later, three 4-car sets were borrowed from the Miyahara Depot and designated E11, E12, and E13. These were used in the region on local services and also served as the primary units for Sunliner rapid service. These were run as far north as the Yonago area for special services during periods of high ridership. 100 sub-series cars at the Okayama Depot without upgraded lavatories were mothballed at the Gotō Depot in Yonago until reassignment to Shimonoseki in October 2005.

3500 sub-series renumbering
MoHa117/116-17, 21, 23, 25, 27, 29, 31, 33, 35, 37, 39, 303, 315, 316 → MoHa115/114-3501 – 3514

Reassignment to Kisei Main Line and Wakayama Line

In March 2000, two 4-car sets of 300 sub-series trains were reassigned to Hineno Depot for operation on the Wakayama Line. These sets were classified as G801 and G802. Until the reassignment, 113 series trains (sets G416 and G417) in the Shōnan green/orange livery were used for the line's morning rush services.

In March 2001, the 117 series trains assigned to Miyahara Depot were removed from the Nara Line's Miyakoji rapid service. One 6-car set from Miyahara Depot was reassigned to Hineno Depot as G803 and used to replace 113 series units out of service for inspection. In December of the same year, two surplus 300 subseries end cars and two MoHa units not in the G803 set were modified for driver-only operation and painted ocean green with a lavender stripe. These entered service as G804 in January 2002. Subsequently, all 117 sets received the same treatment.

In March 2002, Miyahara Depot's 4-car set C12 was returned from Shimonoseki to Hineno, and the inventory of five 4-car sets was complete. At this time, the operating area of the Hineno Depot 117s was enlarged on the Hanwa Line from Hineno Station to Wakayama Station, and on the Kisei Main Line from Wakayama Station to Kii-Tanabe Station.

In November 2002, after reassignment to Shin-Wakayama Depot, they were removed from service on the Hanwa Line and on the Kisei Main Line between Gobo and Kii-Tanabe. In August 2008, they were transferred back to Hineno Depot and are currently operating on the Wakayama Line.

117 series trains operating on the Kisei Main Line and Wakayama Lines are classified as:
G1(G805): KuHa117-12  – MoHa117-24  – MoHa116-24  – KuHa116-12
G2(G803): KuHa117-14  – MoHa117-28  – MoHa116-28  – KuHa116-14
G3(G804): KuHa117-308 – MoHa117-40  – MoHa116-40  – KuHa116-308
G4(G801): KuHa117-318 – MoHa117-305 – MoHa116-305 – KuHa116-318
G5(G802): KuHa117-320 – MoHa117-341 – MoHa116-341 – KuHa116-320

Numbers in parentheses were used by Hineno Depot until March 2002

JR Central

Immediately after the privatization of JNR, the 117 series was JR Central's primary workhorse. However, replacement on the western Chūō West Line by the then-new 211-5000 series cars began in 1988, and all 117 series cars were reassigned to Ōgaki Depot. On the Tōkaidō Main Line, the 117 series was replaced on special rapid service by the 313 series. The maximum operating speed on the Tōkaidō Line was raised to  in 1999.

Interiors had longitudinal seats installed at the ends of the cars and directly behind the driver's cab.

From October 2006, midday operation between Ōgaki and Maibara made up the majority of the 117 series' use by JR Central. From March 2008, departures from Okazaki Station on special rapid service increased.

From about 1999, all cars appeared in a simplified version of their previous livery. A single, thick orange stripe below the windows replaced a thin stripe on the rain gutter along the sides of the roof, a thick orange band below the windows, and a thin orange band immediately below that. The headboard, which originally had "Rapid" written in yellow on a white background, had a black border added to its lettering to improve legibility.

The remaining 117 series sets operated by JR Central were withdrawn from regular services by spring 2013, with the exception of the Joyful Train Train117 trainset.

Joyful Train sets

 Train117: A modified four-car set, which entered service in 2010 and was withdrawn following its final run on 21 July 2013. Operated by JR Central and based at Ōgaki Depot.
 West Express Ginga: A modified six-car set, which had been planned for service in to begin in May 2020, but postponed indefinitely due to the COVID-19 pandemic, The Six-Car train entered service on September 1, 2020. Operated by JR West and based at Kyoto Depot.

Livery variations
In February 2016, Okayama-based four-car Sun Liner set E-04 received a special "mt x Sun Liner" livery with a decorative masking tape motif. It is scheduled to carry this livery until the end of June 2016.

Preserved examples
 KuHa 117-30: At SCMaglev and Railway Park, Nagoya, formerly displayed outside, which is now moved inside.
 MoHa 116-59 + KuHa 116-209: Formerly at the SC Maglev Railway Park, displayed outside with KuHa 117-30, removed in June 2019.

References

External links

 JR Central 117 series information

Electric multiple units of Japan
West Japan Railway Company
Central Japan Railway Company
Train-related introductions in 1979
Kawasaki multiple units
1500 V DC multiple units of Japan
Nippon Sharyo multiple units
Kinki Sharyo multiple units
Tokyu Car multiple units


The XML Configuration Access Protocol (XCAP) is a protocol, that allows a user to read, write, and modify application configuration data stored in XML format on a server and unlocks devices

Overview
XCAP maps XML document element attributes to HTTP URLs, so that these components can
be directly accessed by clients using HTTP protocol. An XCAP server is used
by XCAP users to store data like buddy lists and presence policy in
combination with a SIP Presence

Features
The following operations are supported via XCAP protocol in a client-server interaction:

 Retrieve an item
 Delete an item
 Modify an item
 Add an item

The operations above can be executed on the following items:
 Document
 Element
 Attribute

The XCAP addressing mechanism is based on XPath, that provides the ability to navigate around the XML tree.

Application usages
The following applications are provided by XCAP, by using specific auid (Application Unique Id):

 XCAP capabilities (auid = xcap-caps).
 Resource lists (auid = resource-lists). A resource lists application is any application that needs access to a list of resources, identified by a URI, to which operations, such as free trials without subscriptions, can be applied.
 Presence rules (auid = pres-rules, org.openmobilealliance.pres-rules). A Presence Rules application is an application which uses authorization policies, also known as authorization rules, to specify what presence information can be given to which watchers, and when.
 RLS services (auid = rls-services). A Resource List Server (RLS) services application is Session Initiation Protocol (SIP) a
 XML manipulation (auid = XML-manipulation). XML-manipulation application usage defines how XCAP is used to manipulate the contents of XML based presence documents.

Standards
The XCAP protocol is based on the following ROOT standards:

Application org.openmobilealliance.pres-rules standard should be added here.

References

External links
OpenXCAP

XML


The Canton of Vittel is a French administrative and electoral grouping of communes in the Vosges département of eastern France and in the region of Grand Est. The Canton of Vittel has its administrative centre at Vittel.

Composition
At the French canton reorganisation which came into effect in March 2015, the canton was expanded from 21 to 45 communes:

Aingeville
Aulnois
Auzainvilliers
Bazoilles-et-Ménil
Belmont-sur-Vair
Bulgnéville
Contrexéville
Crainvilliers
Dombrot-le-Sec
Dombrot-sur-Vair
Domèvre-sous-Montfort
Domjulien
Estrennes
Gemmelaincourt
Gendreville
Hagnéville-et-Roncourt
Haréville
Lignéville
Malaincourt
Mandres-sur-Vair
Médonville
Monthureux-le-Sec
Morville
La Neuveville-sous-Montfort
Norroy
Offroicourt
Parey-sous-Montfort
Rancourt
Remoncourt
Rozerotte
Saint-Ouen-lès-Parey
Saint-Remimont
Saulxures-lès-Bulgnéville
Sauville
Suriauville
They-sous-Montfort
Thuillières
Urville
La Vacheresse-et-la-Rouillie
Valfroicourt
Valleroy-le-Sec
Vaudoncourt
Vittel
Viviers-lès-Offroicourt
Vrécourt

References

Vittel


Bapuji Mudgal Deshpande (; 1608–1665) was a general who served Shivaji.

Early life
The Deshpande family warriors didn't have firm direction before 1636 and were engaged in battles where they would sometimes ally with Adilshah or with Nizamshah. The Deshpande family had a light infantry of 500 people, consisting of local Mahadev Koli, Ramoshi and Marathas.

It was 1636 when the family met Jijabai, Konde Deshmukh and Dadoji Konddeo, and offered their own Wada for stay to the Bhonsales.

Bapuji Mugdal belonged to this family that came from a Chandraseniya Kayastha Prabhu i.e. CKP community of Maharashtra. The family's original name was Narhekar and obtained the name Deshpande because they were the Deshpandes of Khedebare.

Shivapur Village
This family supported and encouraged idea of new village development of Khed Shivapur.

First recapturing of Kondhana in 1647
By using force of his military, Bapuji removed Adilshahi, the Kiladar of Kondhana, and started Swarajya’s rule over there. Later, Muse Khan made complaint to Adilshaha about this incident. As a response, Sultan sent small army, headed by the Ghorpades (who used to hate Bhonsale family), but Bapuji Mudgal Deshpande, Dadoji Konddeo and 18-year-old Shivaji convinced Ghorpade about their action, Ghorpades believed to punish Dadoji Konddeo by cutting his one hand as he sided the Bhonsale’s wing in spite of servant of Adilshah.

Second recapturing of Kondhana in 1656
After giving Kondhana fort to Adilshaha in 1650, Shivaji realized the need to have control of this strategically important fort near Pune. He ordered Bapuji to look on to this matter. Bapuji had unique idea to handle this issue without war, he convinced Muslim Kiladar of Kondhana by offering huge “Inam” tax free land near Khed Shivapur village in return of this fort’s control and thus avoided battle and blood lash. Shivaji got so impressed when he came to know the way by which Bapuji got this fort, he paid good reward to him and kept “Karkhanishi” of fort to Deshpande family.

Later life and inheritance
His son Keso Narayan Deshpande fought in Purandar fort’s battle during 1670 and successfully recaptured this fort but was unfortunately killed in the battle in the hands of Mirad Khan who was Kiladar of Purandar. Later Shivaji Raje awarded Mujumdari (Administrative Post) of fort and area from Pune to Baramati  to Niliopant Mujumdar of Pune.

References

1608 births
1665 deaths
People from the Maratha Empire
Warriors from the Maratha Empire


The  is a Japanese suburban electric multiple unit (EMU) train type introduced in 1963 by Japanese National Railways (JNR), currently operated by West Japan Railway Company (JR-West) and Shikoku Railway Company (JR Shikoku), and formerly also operated by East Japan Railway Company (JR East) and Central Japan Railway Company (JR Central).

The design was derived from the earlier 111 series, and used newer MT54 motors with an output of . They are used in the mild temperature areas of Japan, due to their brakes not being capable of handling cold weather. The 115 series were built to operate in colder areas.

Variants

111 series

The 111 series was a Japanese suburban electric multiple unit. Built in 1962 and 1963 for JNR, the 111 series served as a prototype of sorts for the 113 series sets that were to soon follow.

Based on the earlier 421 series, the 111 series was built as an attempt to combat the overcrowding of platforms through the use of three-door cars as opposed to two-door cars. Production of the 111 series was stopped in 1963 once production was shifted to the 113 series cars; only thirty 111 series cars were produced.

After the privatization of the JNR, the sets' ownership was taken over by JR Shikoku, which used the sets until March 2001, after which they were retired. Four cars are currently preserved; KuHa 111–1 at the SCMaglev and Railway Park in Nagoya, Japan, KuHa 111-3002 stored in JR Shikoku's Tadotsu Works and MoHa 110-1 and MoHa 111-1 stored at JR Central's Hamamatsu Works. The sectioned front ends of KuHa 111-1072 and KuHa 111-2152 are also preserved at the Poppo-no-oka farm shop in Isumi, Chiba.

113-0 series
These sets were the first of the 113 series, and were put to use on the Sobu and Yokosuka Lines. They had the same body structure as the 111 series, with only the driver's cab being extended. In 1970, AU73X, AU74X, AU75X type air conditioning was fitted experimentally to sets operated in the Kansai area. The test was successful, and hence was fitted into the majority of the cars. Production of the -0 series ceased in 1973, and most sets have now been withdrawn.

113-0 series (JR Shikoku)
Three 113-0 sets were transferred to JR Shikoku from JR East for refurbishment. Following refurbishment, they differed externally from most 113 series train sets because they had lower front destination signs and rectangular headlights. Each set also came in a different colour scheme; set 1 in a coat of lime green surrounding the windows with light blue; set 2 in red and pink; and set 3 in orange and yellow. All had a ribbon of silver on the top and bottom, and the colours were arranged in the same pattern. The last of these sets was withdrawn in 2019.

113-700 series
These sets were built for use on the Kosei Line, due to the heavy amounts of snowfall in the region. They feature semi automatic doors, snowploughs and improved brakes. Some trains were also transferred to the Sagano Line.

113-1000 series
These sets were introduced from 1972, and were an improved version of the 113–0 series, for use on the Sobu and Yokosuka Lines. They incorporated fire resistant materials, sealed beam headlights and air conditioning. These trains were used around the Boso area, on the Narita Line, Kashima Line, Sotobo Line, and Uchibo Line.

However, due to minor modifications of the ATC and air conditioning in some trains in April 1972, some of the trains from the Boso area were transferred for use on the Tokaido Line.

113-1500 series
These sets were an improvement on the 113–1000 series and these sets were all located at Ofuna. They ran on the Sobu and Yokosuka Lines and on the Tokaido Line. All 113–1500 series trains were fitted with ATC-5 and ATS-P/SN.

113-2000 series
These sets are an improvement on the 113–0 series. The seat pitch was extended to , which was a  increase compared to its predecessor. Also, the width of the seat was widened from  to . Some of these sets remain in service at Kosei Line and Kusatsu Line.

113-3800 series
These are JR-West 2-car sets which were converted in 2001 by building new cabs at one end of former MoHa (non-driving motor) cars.

Livery variations

Preserved examples
 KuHa 111-1 (preserved at SCMaglev and Railway Park in Nagoya, Aichi since 2011, previously preserved at Sakuma Rail Park, Hamamatsu, Shizuoka)
 KuHa 111-3002 (preserved at JR Shikoku's Tadotsu Works) - Scrapped in December 2011
 MoHa 110-1 & MoHa 111-1 (preserved at JR Central's Hamamatsu works) - Scrapped in December 2010
 KuHa 111-1072 (front end only, preserved at Isumi, Chiba)
 KuHa 111-2152 (front end only, preserved at Isumi, Chiba)

References

Further reading

External links

Electric multiple units of Japan
East Japan Railway Company
Central Japan Railway Company
West Japan Railway Company
Shikoku Railway Company
Train-related introductions in 1963
Hitachi multiple units
Kinki Sharyo multiple units
Kawasaki multiple units
Kisha Seizo multiple units
Nippon Sharyo multiple units
Tokyu Car multiple units
Teikoku Sharyo rolling stock
1500 V DC multiple units of Japan


Chorizanthe watsonii (kor-i-ZAN-the WAT-son-ee-eye) is a species of flowering plant in the buckwheat family known by the common name Fivetooth Spineflower or Watson's Spineflower. They are an annual herb native to the western United States including Idaho, California, Oregon, Nevada, Utah, Washington and Arizona, namely the Mojave Desert which runs through many of them.

Habitat and Description

It grows in many types of desert plant communities, in areas of sandy to gravelly flats and slopes and mixed grassland including Pinyon-Juniper woodland, Joshua Tree woodland, and sagebrush scrub. The warmer northern Mojave Desert and the cold Great Basin Desert finds them widely distributed at elevations of 300–2400m.

This small plant grows a woolly erect stem up to about 2-15 centimeters tall with leaves 3-20mm in length. The inflorescence is a cluster of flowers surrounded by five hairy greenish to reddish bracts tipped with hooked awns 1–2 mm in length. The flower is 0.5–1 cm in diameter and yellow in color and grow from April/May to July/August in the USA's summer months. Specimens observed in the northern areas of the range, (such as the south-east Washington's Palouse Prairies) usually have three stamens.

References

External links
Jepson Manual Treatment
Photo gallery

watsonii
North American desert flora
Flora of the California desert regions
Flora of the Western United States
Flora of the Southwestern United States
Plants described in 1870
Taxa named by Asa Gray
Taxa named by John Torrey
Flora without expected TNC conservation status


V. Venkatasubba Reddiar was the second Chief Minister of the Union Territory of Pondicherry (Puducherry). He was born in a wealthy agricultural family at Madukkarai, Pondicherry. His parents are Vaithilingam Reddiar and Vemalammal. His father Vaithilingam Reddiar was the Mayor of Nettapakkam commune during French rule. His son V. Vaithilingam also served as the Chief Minister of Pondicherry.

Political career
According to The Hindu, Reddiar was "considered one of the architects who spearheaded the freedom struggle movement against the French ... [he] was in the vanguard of defiant mass movements against the foreign rule. Congressmen in these parts look upon him as the Father of the movement to liberate Pondicherry." In 1946, as Mayor of Nettapakkam, he joined with the Mayor of Pondicherry (K. Muthu Pillai) to demand the French leave the territory and allow it to merge with the Indian Union. Twelve leaders including Reddiar formed a parallel government against French Government on 31 March 1954; Pondicherry merged with the Indian Union on 13 October 1954. On 1 July 1963, Reddiar became the Public Works Minister of Pondicherry and subsequently, became Chief Minister.

See also
 1959 Pondicherry Representative Assembly election
 1964 Pondicherry Legislative Assembly election

References

Chief ministers of Puducherry
1981 deaths
1909 births
Chief ministers from Indian National Congress
State cabinet ministers of Puducherry
Indian National Congress politicians from Puducherry
Puducherry politicians
Puducherry MLAs 1963–1964


Macroxiphus is a small genus of bush crickets or katydids distributed in Southeast Asia and Micronesia. The nymphs (immature stages) of the insects mimic ants.

Species
Species include:
Macroxiphus nasicornis Pictet, 1888 - type species
Macroxiphus sumatranus (Haan, 1843)

Camouflage and mimicry
Young instars of Macroxiphus, such as M. sumatranus, have an "uncanny resemblance" to ants, extending to their black coloration, remarkably perfect antlike shape, and convincingly antlike behaviour. Their long antennae are camouflaged to appear short, being black only at the base, and they are vibrated like ant antennae. Larger instars suddenly change into typical-looking katydids, and are entirely nocturnal, while the adult has bright warning coloration.

References

Conocephalinae
Tettigoniidae genera


Chorizanthe wheeleri is a rare species of flowering plant in the buckwheat family known by the common names Santa Barbara spineflower and Wheeler's spineflower. It is endemic to Santa Cruz and Santa Rosa Islands, two of the Channel Islands of California.

It resembles the closely related plant known as Turkish rugging (Chorizanthe staticoides) and any reported mainland occurrences are actually specimens of this much more common species.

Chorizanthe wheeleri is erect, growing up to about 25 centimeters tall, reddish in color and hairy in texture. The inflorescence is a dense cluster of flowers, each flower surrounded by six hairy bracts with hooked awns at the tips. The flower is white to red and only 2 or 3 millimeters wide.

References

External links
Jepson Manual Treatment
Photo gallery

wheeleri
Endemic flora of California
Natural history of the Channel Islands of California
Natural history of the California chaparral and woodlands
Plants described in 1877
Taxa named by Sereno Watson


Willibald "Willy" Stejskal (25 April 1896, Vienna) was an Austrian football (soccer) player in defender role and manager.

Playing career

Club
He played for Rapid Vienna from 1914 to 1923. In this period he won with the club four national championships and once the Austrian Cup. In 1923 he also played for Wacker Wien and in 1924 he finished his Austrian career as player with Wiener AF.

After this, he moved to Australia, where he claimed that he had been for two years. It is known, that in 1928 he played for the team of the stove manufacturer Metters Limited, probably based in the Sydney suburb of Canterbury and a major force in the football of the city in that era. There he falsely claimed, having been a member of the Czechoslovak team at the 1924 Olympics.

Honours
 Championship: 1915/16, 1916/17, 1918/19, 1922/23
 Cup: 1918/19

International
He made his debut for Austria in June 1918 friendly match at home against Hungary, his sole international game.

Managerial career
He coached Modena, Slavia Sofia, FC Metz, Vigor Hamme, Gent, Cercle Brugge and from March 1953 Ajax.

Personal life
Willy was born in Vienna, the son of Marie Cerny and Adelbert Stejskal.

He was married to Adriene D'Hont.

References

External links

 Willibald Stejskal at RapidArchiv

1896 births
Year of death missing
Footballers from Vienna
Austrian people of Czech descent
Austrian men's footballers
Austria men's international footballers
Men's association football defenders
SK Rapid Wien players
Austrian football managers
Modena FC 2018 managers
PFC Slavia Sofia managers
Bulgaria national football team managers
FC Metz managers
K.A.A. Gent managers
Cercle Brugge K.S.V. managers
K.S.V. Waregem managers
AFC Ajax managers
Austrian expatriate sportspeople in France
Austrian expatriate sportspeople in Belgium
Austrian expatriate sportspeople in Bulgaria
Austrian expatriate sportspeople in the Netherlands
Expatriate football managers in Belgium
Expatriate football managers in Bulgaria
Expatriate football managers in France
Expatriate football managers in the Netherlands


Joseph Allen (30 December 1909 – October 1978) was a professional footballer who played for Northfleet, Tottenham Hotspur, Queens Park Rangers, Mansfield Town; Racing Club de Roubaix and FC Nancy.

Football career
Allen played for local club Bilsthorpe Colliery before joining Tottenham Hotspur for his first spell at White Hart Lane in 1932.

In the same year he moved to the Spurs nursery club Northfleet United on loan. The inside forward rejoined the Lilywhites where he scored one goal in his solitary match for the club. A 1-1 draw with Bradford City at White Hart Lane in April 1933, in a season where Tottenham would be promoted from the old Second Division.

In 1933 he signed for Queens Park Rangers where he went on to feature in 51 matches and scoring on six occasions for the Loftus Road outfit.

Allen moved to Mansfield Town and competed in a further eight games and netting five goals.

He ended his career in France playing for RC Roubaix and then FC Nancy.

References

1909 births
1978 deaths
People from Bilsthorpe
Footballers from Nottinghamshire
English men's footballers
English Football League players
Tottenham Hotspur F.C. players
Queens Park Rangers F.C. players
Mansfield Town F.C. players
RC Roubaix players
FC Nancy players
Ligue 1 players
Ligue 2 players
Men's association football forwards


Jonathan Wittenberg (born 17 September 1957 in Glasgow, Scotland) is a Masorti rabbi, the Senior Rabbi of Masorti Judaism UK. He is a leading writer and thinker on Judaism. He is Rabbi of the New North London Synagogue, with approximately 2400 members.
He is also a member of the Elijah Interfaith Institute Board of World Religious Leaders. He sometimes does Thought for the Day on the BBC Radio Four Today programme.

Personal life
He attended University College School, went to King's College, Cambridge and Leo Baeck College.
He was taught by Louis Jacobs.

He currently resides in North London. Rabbi Wittenberg is married to Nicola Solomon and they share three children.

Works
 Torah (1995)
 The Three Pillars of Judaism: A Search for Faith and Values (1997)
 The Laws of Life: A Guide to Traditional Jewish Practice at Times of Bereavement (1997)
 The Eternal Journey: Meditations of the Jewish Year (2003)
 The Silence of Dark Water: An Inner Journey (2008)
 Walking with the Light: From Frankfurt to Finchley (2013)
 My Dear Ones (2016)
 Things My Dog has Taught Me: About being a better human (2017)
 How Hassidim are at the forefront of Gender equality in Judaism

References

British Conservative rabbis
20th-century British rabbis
21st-century British rabbis
British Jewish theologians
1957 births
Living people
People educated at University College School
Scottish rabbis
Alumni of Leo Baeck College


A Doe subpoena is a subpoena that seeks the identity of an unknown defendant to a lawsuit.  Most jurisdictions permit a plaintiff who does not yet know a defendant's identity to file suit against John Doe and then use the tools of the discovery process to seek the defendant's true name.  A Doe subpoena is often served on an online service provider or ISP for the purpose of identifying the author of an anonymous post.

Legal process
Unmasking an anonymous online poster is a two-step process.  First, the plaintiff must issue a subpoena to the hosting website requesting the IP address of the poster.  Most websites collect and temporarily store the IP addresses of visitors in a web server log, although no U.S. law requires that they retain this information for any particular length of time.

If the website provides the poster's IP address, the plaintiff must then subpoena the ISP that owns the address.  This second subpoena requests the contact information associated with the account of the computer to which the IP address was assigned at the time the post was made.

Courts do not require the target of a subpoena to provide notice to the person whose identity is sought.  The hosting website is unlikely to notify the defendant, as it generally will not have access to contact information; subpoenas for IP addresses are therefore seldom subjected to legal challenge.  The ISP, however, may be required by law to notify its subscriber before revealing any personally identifiable information in connection with a subpoena.

A defendant who does receive notice may file a motion to quash, which asks the court to block the subpoena and prevent the ISP from complying.  ISPs may also challenge Doe subpoenas on their customers' behalf, but they are not required to do so.

Legal standards
No uniform standard exists in the United States for determining the circumstances under which an anonymous online speaker may be unmasked.  The federal and state courts that have considered the issue have applied a variety of tests.

Summary judgment standard
This standard requires an ISP to divulge the identity of an anonymous poster if the plaintiff's case would be able to withstand a motion for summary judgment.  This means that the plaintiff must "make a sufficient showing on [every] essential element of its case with respect to which it has the burden of proof."

The lead case applying the summary judgment standard is Doe v. Cahill, in which a city council member sued an anonymous poster for two allegedly defamatory blog comments.  The Delaware Supreme Court held that the plaintiff had failed to demonstrate that the comments were "capable of a defamatory meaning," an essential element of any defamation claim.  As a result, the plaintiff was not entitled to discovery of the Doe defendant's identity.

Other courts have applied a "prima facie showing" test, which functions like the summary judgment test but avoids the "potentially confusing" attachment of a procedural label, since the standards governing such motions may differ depending on the jurisdiction.  In Krinsky v. Doe 6, the California Court of Appeals applied the prima facie showing test in the libel context, holding that "[w]here it is clear to the court that discovery of the defendant's identity is necessary to pursue the plaintiff's claim, the court may refuse to quash a third-party subpoena if the plaintiff succeeds in setting forth evidence that a libelous statement has been made."

The prima facie standard was also favored by a New York state district court in Sony Music Entertainment Inc. v. Does.  The court first found that the Doe defendants, who had used a peer-to-peer network to download copyrighted music files, warranted a lesser degree of First Amendment protection than speakers who engaged in "true expression" intended "to communicate a thought or convey an idea."  It then held that disclosure of the Doe defendants' identities was warranted based on a consideration of: (1) the plaintiff's ability to establish a prima facie claim; (2) the specificity of the plaintiff's discovery request; (3) the availability of alternative means to obtain the subpoenaed information; (4) the central need for discovery to advance the plaintiff's claim; and (5) the defendants' expectation of privacy.

Summary judgment standard followed by balancing
This test provides a higher level of protection to anonymous online speakers, in that it requires a court to first apply the summary judgment standard of Doe v. Cahill and then, if the plaintiff is able to meet its burden, to balance the strength of the plaintiff's prima facie case against the poster's interest in remaining anonymous.

A New Jersey appellate court applied this hybrid test in Dendrite International, Inc. v. Doe No. 3.  The court set forth five guidelines for judges to follow in deciding whether to compel disclosure of an anonymous poster's identity: (1) the plaintiff must make good faith efforts to notify the poster and give the poster a reasonable opportunity to respond; (2) the plaintiff must specifically identify the poster's allegedly actionable statements; (3) the complaint must set forth a prima facie cause of action; (4) the plaintiff must support each element of the claim with sufficient evidence; and (5) "the court must balance the defendant's First Amendment right of anonymous free speech against the strength of the prima facie case presented and the necessity for the disclosure of the anonymous defendant's identity to allow the plaintiff to properly proceed."

The so-called  Dendrite standard was adopted by the Arizona Supreme Court in Mobilisa, Inc. v. Doe, and most recently, by Maryland's highest court in Independent Newspapers v. Brodie.  After reviewing the treatment of anonymous online speech by other state and federal courts, the Maryland court concluded that "a test requiring notice and opportunity to be heard, coupled with a showing of a prima facie case and the application of a balancing test—such as the standard set forth in Dendrite—most appropriately balances a speaker's constitutional right to anonymous Internet speech with a plaintiff's right to seek judicial redress from defamatory remarks."

Motion to dismiss standard
Some early cases required plaintiffs to demonstrate that their cause of action could withstand a motion to dismiss.  This standard holds plaintiffs to a much lower evidentiary burden than the summary judgment standard, as it only requires the allegation of facts that, if true, would entitle the plaintiff to a legal remedy.

A California district court applied this standard in one of the first cases to consider the discovery of an anonymous online speaker's identity, Columbia Insurance Co. v. Seescandy.com.  The court analogized the motion to dismiss standard to the requirement in a criminal investigation that the government show probable cause before obtaining a warrant, in that both prerequisites were necessary to "prevent abuse."  The court concluded that an anonymous poster could only be unmasked if the plaintiff made "some showing that an act giving rise to civil liability actually occurred and that the discovery [was] aimed at revealing specific identifying features of the person or entity who committed that act."  Inconsistent with a motion to dismiss standard, the court also relied on evidence of actual confusion in finding a basis for allowing discovery to identify the anonymous speaker.

Good faith standard
Under a good faith standard, plaintiffs are simply required to show that their claim is made in good faith and not with the intent to harass the Doe defendant.  In an early case, the Circuit Court of Virginia applied this standard in In re Subpoena Duces Tecum to America Online, holding that a court may compel an ISP to reveal a subscriber's identity if it finds "that the party requesting the subpoena has a legitimate, good faith basis to contend that it may be the victim of conduct actionable in the jurisdiction" and that "the identity information is centrally needed to advance that claim."  In Doe v. 2themart.com Inc., the U.S. District Court for the Western District of Washington required  showing of good faith, as well as the compelling need for the discovery of the identifying information.

Courts and commentators have subsequently deemed this standard the "most deferential to plaintiffs," as "it offers no practical, reliable way to determine the plaintiff's good faith and leaves the speaker with little protection."

Statutory limitations to obtaining IP addresses
Federal privacy statutes may limit a plaintiff's ability to gain access to an ISP's subscriber records.

Cable TV Privacy Act of 1984
Under the Cable TV Privacy Act of 1984, a cable ISP may be required to notify its subscribers and obtain consent before disclosing any personally identifiable information, but the statute provides limited exceptions to the consent requirement, including disclosure made pursuant to a court order.

Electronic Communications Privacy Act
The Electronic Communications Privacy Act restricts government and private access to computer records. Thus, in order to unmask the author of an anonymous post through the legal process, the individual seeking the information must comply with ECPA. There is no provision within ECPA, other than voluntary disclosure or with consent, that allows civil litigants to force an ISP or website to reveal the contents of a user's emails via a subpoena. However, a private party in a lawsuit may force an ISP to disclose non-content records (e.g. the name of the owner of an account, a list of email addresses to whom emails were sent, access times, etc.) through a subpoena.  In addition, the government can obtain the records needed to identify the person behind an IP address using a subpoena.  In order to obtain more detailed transactional records, the government would be required to obtain a court order by setting forth "specific and articulable facts show that there are reasonable grounds to believe...the records...are relevant and material to an ongoing criminal investigation."

See also
 Anonymous post
 Strategic lawsuit against public participation

References

External links
 Cyberslapp

Legal documents


Chorizanthe xanti is a species of flowering plant in the buckwheat family known by the common name Riverside spineflower. It is endemic to California, where it grows in several of the mountain ranges from the Sierra Nevada to the Southern California Transverse Ranges in forest, woodland, and scrub habitats.

Description
Chorizanthe xanti is generally erect in form, reaching up to about 30 centimeters in height, and reddish in color and coated in thin to dense hairs. The inflorescence is a loose cluster of flowers, each flower surrounded by six reddish, curly-haired bracts tipped with hooked awns. The flower is up to 6 millimeters wide and pink to red in color. There are two varieties of this species.

The rarer, var. leucotheca, is known only from the San Jacinto and San Bernardino Mountains. It has a much more thickly woolly inflorescence than the more common variety.

External links
Jepson Manual (TJM2) treatment — Chorizanthe xanti
U.C. Photo gallery: Chorizanthe xanti var. xanti

xanti
Endemic flora of California
Flora of the Sierra Nevada (United States)
Natural history of the California chaparral and woodlands
Natural history of the California Coast Ranges
Natural history of the Peninsular Ranges
Natural history of the Transverse Ranges
~
Plants described in 1877
Taxa named by Sereno Watson
Flora without expected TNC conservation status


Eristalinus megacephalus is a species of hoverfly.

Description
Eristalinus megacephalus has a black abdomen and golden horizontal stripes larger in males. It has a black thorax, legs with black tips, transparent, flexible wings, a large head and golden compound eyes with pale purple spots. Being about 8–11 mm long, it is a good pollinator, and uses Batesian mimicry to look like hymenopteran bees and scare away predators. Its appearance is also similar to bee flies (family Bombyliidae). The species is listed in 2: 63 of Rossi's publication Mantissa insectorum. There are no subspecies. It is the rarest species of the genus Eristalinus, and is common but not abundant.

The species's flight period is from May to October, and is most plentiful from June to July.

Distribution
E. megacephalus can be found in most countries, including South Africa, Egypt, Sri Lanka, China, Taiwan, India, Java, Guam, Southern Spain, Turkey, North Africa, Iran, and coastal parts of Italy.

Gallery

See also
Eristalinus quinquelineatus
Eristalinus taeniops
Eristalinus sepulchralis
Eristalinus fuscicornis
Eristalinus barclayi
Eristalinus seychellarum
Eristalinus aeneus

References

Eristalini
Diptera of Africa
Diptera of Asia
Diptera of Europe
Insects described in 1794
Taxa named by Pietro Rossi


Adam Mahrburg (6 August 1855 – 13 November 1913) was a Polish philosopher—the outstanding philosophical mind of Poland's Positivist period.

Life
Adam Mahrburg was a philosopher and theoretician of knowledge. He taught in Warsaw's secret university and published in learned and popular journals.

He reduced philosophy to the theory of knowledge.  He regarded science as a tool for ordering and anticipating phenomena and for effective action.  He was an exponent of determinism.

Works
Teoria celowości ze stanowiska naukowego (The Theory of Purpose from a Scientific Standpoint, 1888),
Co to jest nauka (What Is Science? 1897)

See also
History of philosophy in Poland
List of Poles

Notes

References
"Mahrburg, Adam," Encyklopedia Powszechna PWN (PWN Universal Encyclopedia), Warsaw, Państwowe Wydawnictwo Naukowe, vol. 2, 1974, p. 818.
Jan Zygmunt Jakubowski, ed., Literatura polska od średniowiecza do pozytywizmu (Polish Literature from the Middle Ages to Positivism), Warsaw, Państwowe Wydawnictwo Naukowe, 1979, .
Władysław Tatarkiewicz, Historia filozofii (History of Philosophy), volume 3: Nineteenth-Century and Contemporary Philosophy, Warsaw, Państwowe Wydawnictwo Naukowe, 1978, p. 178 and passim.

External links
Mahrburg Adam, Pisma filozoficzne, Tom 1  (Adam Mahrburg, Philosophical Writings, volume 1)

Positivists
1855 births
1913 deaths
Philosophers from the Russian Empire
People from Congress Poland
19th-century Polish philosophers
20th-century Polish philosophers


M. O. Hasan Farook Maricar (6 September 1937 – 26 January 2012) was an Indian politician and three-time Chief Minister of the Union Territory of Pondicherry. He was the youngest chief minister of any Union Territory of India. He served from 9 April 1967 to 6 March 1968 and 17 March 1969 to 3 January 1974 and from 1985 to 1990  He was thrice elected to the Lok Sabha from Pondicherry in 1991, 1996 and 1999 and served as a Union Minister of State for Civil Aviation and Tourism during June 1991 – December 1992.

Farook participated in the struggle for liberation of Pondicherry as a student, during 1953–54 when Pondicherry was a French colony and served as a Member of the Central Haj Committee in Mumbai from 1975 to 2000. He was appointed the Indian Ambassador to Saudi Arabia in September 2004.

Governor
Farook was appointed Governor of Jharkhand in 2010 and of Kerala in 2011.

Death

He died in office on 26 January 2012 at 9:10 pm at Apollo Hospital in Chennai, due to multiple myeloma and kidney related ailments. He was 74 years old at the time of his death. He was the second governor who died in office, after Sikander Bakht, and is the shortest-served governor of Kerala. He was hospitalised for more than a month, and his condition deteriorated in the days preceding his death. As he was near death, additional charge was given to the then Karnataka Governor Hansraj Bhardwaj. In his absence, the flag hoisting ceremony of Republic Day of India in Thiruvananthapuram was conducted by the then Chief Minister of Kerala, Oommen Chandy. He was buried with full state honours at Puducherry Juma Masjid.

References

1937 births
2012 deaths
Deaths from multiple myeloma
Chief ministers of Puducherry
Governors of Jharkhand
Governors of Kerala
20th-century Indian Muslims
People from Karaikal district
India MPs 1991–1996
India MPs 1996–1997
Lok Sabha members from Puducherry
India MPs 1999–2004
Ambassadors of India to Saudi Arabia
Chief ministers from Indian National Congress
Chief ministers from Dravida Munnetra Kazhagam
Indian National Congress politicians from Puducherry
Deaths from cancer in India


The 900/800 class railcars (or DEB sets) were diesel multiple units built by the New South Wales Government Railways between November 1951 and November 1960.

Configuration
As introduced, the DEB sets were formed as a four-car with a power car at either end of two trailer cars. The set consisted a driving power car with luggage compartment and second class seating (HPF), a first class sitting car (TB), a second class sitting car with buffet (TFR) and a driving power car with second class seating (PF). Later configurations included a three-car set with two power cars and a composite (first and second class) seating and buffet (TCR). Trains consisting of two four-car sets or a four-car and a three-car set were operated on a number of services including the Canberra Monaro Express and the Northern Tablelands Express.

History
The bodyshells of the DEB sets were very similar to the two-car 600/700 class railcars that had entered service in 1949. However as they were intended for long distance services they were air-conditioned.

A troubled beginning
The first four-car set, powered by four 240 horsepower horizontal in-line six cylinder, four stroke Hercules DFXH-F diesel engines (2 per power car) coupled to Torcon hydraulic transmissions, entered service on the North Coast Daylight Express between Sydney and Grafton in November 1951. The engines and hydraulic transmissions proved unreliable and the set was withdrawn in May 1952 after less than six months in service. The construction of further vehicles was suspended until a satisfactory solution could be found.

Rebirth
The solution involved the fitting of two 250 horsepower General Motors Detroit Diesel 6/110 inclined in-line six cylinder, two stroke diesel engines coupled to Allison model TCLA 965 hydraulic transmissions to each power car. Production resumed and two 4-car sets entered service in May 1955 on the Canberra Monaro Express to Cooma. Other sets were deployed on the Far West Express from Dubbo to Bourke, Cobar and Coonamble in December 1957 and the Northern Tablelands Express in June 1959. Later cars were fitted with Allison RC3 transmissions.

The DEB sets were able to provide flexible main line services with a seven or eight car train operating from Sydney to a major junction station and then dividing into two trains to travel through to their destinations. The Canberra Monaro Express (8 cars) divided at Queanbeyan with separate portions for Canberra and Cooma while the Northern Tablelands Express (7 cars) divided at Werris Creek with one portion operating to either Glen Innes or Tenterfield and the other to Moree, and Walgett once a week for a short period.

Service changes
The Canberra Monaro Express was reduced to a single 4-car set in July 1973 following a fall in patronage. The repeated failures of the Tulloch railcars working the Riverina Express resulted in the now spare Canberra DEB set being assigned to Riverina workings in August 1973, allowing one Tulloch set to be withdrawn with a second set replacing the remaining Tulloch set following the cessation of the Far West Express in September 1975.

During the 1980s a program of retrofitting higher performance Cummins NTA-855-R4 engines with Japanese Niigata DAFRG 2001 lock-up torque converter transmissions to all units commenced. Part way through the rebuilding program, use of the Niigata transmission was dropped in favour of the Voith T211r model.

Redeployed
DEB sets were replaced by XPTs on the Riverina Express in June 1982 and the Northern Tablelands Express in June 1984. One set was transferred to operate on a Canberra service in August 1982 before that too went over to XPT operation (not the Canberra Monaro Express) in August 1983, with the set transferred to operate Illawarra line services from Sydney to Bomaderry from November 1983. DEB sets were also used to operate connecting services from Junee to Griffith and Werris Creek to Moree.

Budd railcars took over the Griffith service in February 1983. The Moree service was replaced by road transport in February 1986, but a DEB service was reinstated in November 1988, before again being withdrawn in February 1990.

In late 1984, a DEB set took over the operation of the Orange – Lithgow – Mudgee service from a 620/720 set until replaced by road transport in December 1985.

The Canberra Monaro Express to Cooma ceased operating in September 1988 due to the government not restoring the Chakola bridge over the Numeralla River north of Cooma.

CityRail
From April 1989 all were reallocated to CityRail to operate South Coast services to Bomaderry and Main Southern line services to Moss Vale and Goulburn.

Demise
The last were retired in February 1995 after being replaced by Endeavour railcars.

Several were saved for preservation. One set is under restoration by Lachlan Valley Railway, based in Cowra. Five DEB set carriages have been designated heritage items and remain in the ownership of Transport Asset Holding Entity and are currently in storage at Broadmeadow Locomotive Depot.

Status table

Configuration
The diesel engines were direct coupled to a torque converter, the output from the torque converter was then transferred to a Spicer model 8 final drive unit mounted on the inner axle of each bogie via a propeller shaft. The bogies were of cast steel construction & were constructed by AE Goodwin. Coil spring suspension was fitted to both the axleboxes & bolster and the axles were fitted with roller bearings. Each engine also drove 24 Volt DC & 120 Volt DC generators, as well as an air compressor for the air brakes. Engine cooling was by two vertically mounted radiators contained in the body in a small compartment separating the two main passenger compartments. The air was drawn in through louvres in the walls and exhausted through the roof by thermostatically controlled fans.

Each power car was fitted with a driver's compartment to enable the train to be controlled from either end. The driving controls were electric; brake controls were electro-pneumatic and enabled coupled multiple units to be controlled by one driver. A safety device in the form of a dead man's foot pedal was also fitted in the driver's cabin. A guard's compartment was located adjacent to the driver's compartment in the end of the power cars.

The underframe construction consisted of two steel, all-welded Pratt trusses, extending from bolster to bolster and in depth from waist rail to below floor level constitute the main strength members of the cars. A light gauge aluminium framework made of pressings, in a similar manner to aircraft construction, was built on to the truss. The whole being then sheathed with aluminium. The floors were made up of 16 gauge aluminium alloy sheet covering the whole of the underframe upon which timber floor bearers were bolted to support the  plywood flooring. Linoleum was laid over the plywood. The floor under the plywood, body sides, and the roof were insulated with kapok material. Longitudinal luggage racks extending the full length of the saloons were built into the body sides. These were fabricated from aluminium alloy. Interior partitions and doors were of 13/16" resin-bonded plywood. All side windows were double glazed, set in rubber channels, and fitted with silica gel crystals in containers, to prevent frosting of the windows.

All the passenger seats were originally similar to the ones installed in the locomotive hauled air-conditioned daylight expresses of the same era; the first-class seats could be rotated and reclined; the second-class seats were of the turn-over type. Originally smoking and non-smoking accommodation was available in both classes. With the banning of smoking in enclosed places the cars then become all non-smoking.

The cars followed the modern trend and were air-conditioned for passenger comfort. The condenser and conditioner units being located above the ceiling at the end of each car. The conditioned air was conveyed along ducts in the car ceilings and delivered through anemostats to the passenger saloons. The air conditioning compressor units were mounted on the underframe of the trailer cars and in the control cabinets situated in the non-driving end vestibule of the power cars.

The power cars had two different configurations, the 900 Class (PF 901–910) having full passenger seating with a capacity of 39 Second Class passengers, while the 950 Class (HPF 951–958) had a luggage compartment at one end with a capacity of 5 tons, the other end compartment had a seating capacity of 24 Second Class passengers. PF 906 was rebuilt as HPF 959 between 1982 and 1984.

The trailer cars had a number of different seating configurations, depending upon which of the services they were deployed. There were three First Class passenger cars (TB 801–803), three Second Class sitting cars with buffet with a seating capacity of 38 passengers (TFR 851–853), four First Class sitting cars with buffet with a seating capacity of 38 passengers (TBR 854–857), two composite sitting cars with buffet (TCR 861–862) and three composite sitting cars with a capacity of 24 First Class and 31 Second Class passengers (TC 751–753).

There were also three parcel trailers built with dual braking systems to enable them to work with normal Westinghouse braked passenger stock and with the rail car fleet. These were coded TP 351–353 and worked through from Sydney on the Western Mail to connect with the Far West Express at Dubbo and obviated the necessity of transhipping luggage and parcels between the mail and the rail car service. Power for lighting and air-conditioning was provided to the trailer from the adjoining power car.

Gallery

References

New South Wales Government Railways publicity pamphlet "The Canberra-Monaro Express" c1955

Further reading

Railcars of New South Wales


Uromyrtus australis, commonly known as the peach myrtle, is a small tree growing around Nightcap National Park, New South Wales, Australia. It is endangered by extinction. The delicate foliage, pink flowers and appealing fruit makes this a particularly beautiful tree.

Distribution and habitat
Restricted range associated with a very high rainfall and Coachwood on warm temperate rainforest at an altitude of 400 to 770 metres above sea level. There are around 800 plants in the wild.

Description

Uromyrtus australis reaches a height of  and a stem diameter of . The bark is flaky or scaly, brown. Dead bark is thin. The trunk is cylindrical but often crooked. The leaves are opposite and entire, and measure  long, tapering to a tip. Shiny above but dull beneath. Young leaf growth with white hairs, new leaves bright red. Oil dots obscure. Branchlets with white hairs, becoming smooth with age. The leaf stalks 2 to 3 mm long, silky hairs only on young leaves. Only the midrib is prominent on both surfaces, lateral veins obscure, raised above but sunken below. There is no intramarginal vein.

In November and December white flowers appear, turning deep pink. The fruit is black berry; globular in shape. 5 to 8 mm in diameter with one or two cells, with two seeds in each. Fruit is ripe from April to July. After removing the aril, germination begins after two months without much difficulty.

References

  (other publication details, included in citation)

Myrtaceae
Myrtales of Australia
Endangered flora of Australia
Trees of Australia
Flora of New South Wales
Plants described in 1979


Cự Nẫm is a commune (xã) and village in Bố Trạch District, Quảng Bình Province, in Vietnam.

References

Populated places in Quảng Bình province
Communes of Quảng Bình province


Mỹ Thủy a town and rural commune (xã) in Lệ Thủy District, Quảng Bình Province, North Central Coast region of Vietnam. This commune is located on the right bank of Kiến Giang River. The commune contains villages: Mỹ Trạch (where Mỹ Trạch Massacre was conducted by French army on 29 November 1947), My Ha, Thuan Trach, Mỹ Sơn. The commune governmental office is located in Mỹ Trạch village.

As of 2009, this commune has a population of 5,011 inhabitants, an area of 13.64 square kilometers.
The Hanoi–Saigon Railway crosses this communes with a stop in Mỹ Trạch Railway Station, 40 km south of Đồng Hới Railway Station.

The commune borders the following communes: Dương Thủy, Liên Thủy and Mai Thủy (opposite to other bank of Kiến Giang River).

References

Communes of Quảng Bình province
Populated places in Quảng Bình province


Rack is a modular interface between web servers and web applications developed in the Ruby programming language. With Rack, application programming interfaces (APIs) for web frameworks and middleware are wrapped into a single method call handling HTTP requests and responses.

Rack is used by many Ruby web frameworks and libraries, such as Ruby on Rails and Sinatra. It is available as a Ruby Gem. Many Ruby applications are called "rack-compliant".

Rack has inspired similar frameworks in JavaScript (jack.js), Clojure, Perl (Plack), Common Lisp (Clack), and .NET (OWIN).

Overview
The characteristics of a Rack application is that the application object responds to the call method. The call method takes in the environment object as argument and returns the Rack response object.

Environment
The environment that is taken as argument by the call method refers to an object that has:
a) Information on the HTTP Request

This includes the information like:
HTTP request method
The URL information(information that would direct to the application, information that directs to the actual location in the application, Query string)
Server information like the server name and server port
The HTTP metavariables that are received from the client

b) Rack specific information

This includes the information like
 The version of the Rack application that is running
 The URL scheme that is used, that is, if the request that is received is http or https.
 The raw HTTP data.
 A Ruby object for reporting errors.
 Information like if the application object is simultaneously invoked from another thread or process.
 Information on the server expectations and capabilities (capability of the server for connection hijacking).

In case the application is being used as a middleware, the environment can have objects that would provide session information, logging capabilities, information on the size of the data that can be used for read and writes etc. In addition to these, the server can store their own data in the environment.

Rack response
The rack server object returns a response which contains three parts: the status, headers and the body.
The status contains the HTTP status codes such as 200,404.
The header contains the response for each and gives the key-value pairs. The keys have to be strings.
 Body contains the final data which is sent by the server to the requester.

Rack::Response provides a convenient interface to create a Rack response. The class Rack::Response is defined in lib/rack/response.rb. To use the Response class, instantiate it from the middleware layer down the stack. It can be used to modify the cookies.

Middleware in racks
Rack makes it easy to add a chain of middleware components between the application and the web server. Multiple middleware components can be used in the rack which modifies the request/response before handing it over to the next component. This is called middleware stack.

The Rack server adds multiple middle middleware by default for the functionalities like showing exception with all the details, validating the request and responses according to the Rack spec etc.

Example application
A Rack-compatible "Hello World" application in Ruby syntax:
# helloWorld.ru
# The application that has the call method defined.
class HelloWorld
  # Call method that would return the HTTP status code, the content type and the content.
  def call (env)
    [200, {"content-type" => "text/html; charset=utf-8"}, ["Hello World"]]
  end
end

run HelloWorld.newThe server for the above code can be initiated using "rackup helloWorld.ru" and can be accessed at http://localhost:9292/ The default port used by the Rack application is 9292.

See also

 Python WSGI
 Perl PSGI
 Javascript JSGI
 Python Paste
 Smalltalk Seaside
 FastCGI
 Java Servlet
 Server-side JavaScript
 Apache JServ Protocol
 ZeroC Ice
 Cisco Etch
 ISAPI Internet Server Application Programming Interface (Microsoft)

References

External links

Free software programmed in Ruby
Software using the MIT license


Ramgarh crater, also  known as Ramgarh structure, Ramgarh Dome and Ramgarh astrobleme, is a meteor impact crater of  diameter in Kota plateau of Vindhya range located adjacent to Ramgarh village in Mangrol tehsil of Baran district in Rajasthan state of India. When formally accepted as the third crater in India, its diameter size would be between the two already confirmed craters in India - Dhala in Madhya Pradesh with 14 km diameter and Lonar in Buldhana district of Maharashtra with 1.8 km diameter.

It is designated as a National Geological Monument. The Bhand Deva Temple, a 10th-century Shiva temple in the style of the Khajuraho Group of Monuments, is located near the centre of the crater. Kuno National Park, 50-60 km away, is accessible by multiple entry points via minor roads or NH6. The crater, on the western edge of the Kuno National Park, lies 40 km north of Baran, 60 km from Delhi Mumbai Expressway, 110 km east of Kota, 250 south of Jaipur and 500 km south of Delhi. It is 200 km west of Dhala crater in Madhya Pradesh and 745 km north of Lonar crater in Maharashtra.

Scientific studies
The crater is yet to be fully investigated in a systematic way. In 1869, crater was first visited by geologist Frederick Richard Mallet of Geological Survey of India (GSI). Rai Bahadur Kishan Singh Rawat (1850-1921), a colonial era Indian explorer and cartographer, was first to map it on a small scale (1 : 63,360). Other studies include by those of Arthur Lennox Coulson (1927–28), Sharma and Singh and Jaganathan and Rao (1969–70), Crawford (1972), Rakshit (1973), Ramaswamy (1981), Vimal Kumar Reddy(1984) etc. A rootless mass of sheared sandstone found near Bandewara temple in the crater indicates a fall back material. Crawford, after discovering shatter coned colluvium in the middle of the crater, was first to suggest that this was an impact crater. Auden suggested that the crater in upper Vindhya Range might be kimberlite intrusion similar to Majhgawan kimberlite intrusion. In 1960, Geological Society of London recognised it as an impact crater. In addition, the Ramgarh crater is already among the confirmed/proven list of impact craters based on three-step confidence level criteria of Anna Mikheeva of Russian Academy of Sciences (1 for probable, 2 for potential, 3 for questionable), applied to the impact sites that have appeared several times in the literature and/or have been endorsed by the Impact Field Studies Group (IFSG) and/or Expert Database on Earth Impact Structures (EDEIS).

The Earth Impact Database (EID), at the University of New Brunswick in Canada, is used as the most authoritative for confirming the impact craters. The confirmation of Ramgarh being impact crater from EID is pending. In January 2018 Professor Vinod Agrawal and Geologists Pushpendra Singh Ranawat and Mr. Jitendra Kumar Sharma (convenor INTACH Baran chapter), members of team composed of GSI, INTACH and Mohanlal Sukhadia University, which visited the crater to collect samples for the scientific study of the genesis of the crater, said the several types of evidence at crater meets the established criteria for the meteorite impact and that is a very rare site in India of multi-faceted significance including geological heritage. Team stated that the ample research on the site has been conducted to gather geochemical and other evidence published in peer reviewed journals, hence once the evidence is accepted by the national and global approving entities in India and Canada respectively the crater will be likely recognised as 191st impact crater in the world and 3rd in India by 2020 by the Earth Impact Database.

Geology

Topography
Located on a 240m MSL high plateau, the  diameter Ramgarh ring crater rise further 150 to 200 m above the surrounding plateau. Located in Vindhya Range it is part of Bhander Group of Vindhyan Supergroup it has a raised rim and a circular depression in its centre forming a plain with average elevation of 260 m above sea level.

Hydrology
Ramgarh rivulet flows from the south-west chasm of the crater and it becomes a tributary of Parvati river 4 km in the west. There are several other gullies (deeper channel and ditches cut into rocks and soil by the erosive action of fast flowing forceful water) and rills (shallow channel cut into soil by the erosive action of flowing water) formed with radial (flowing out of crater) and centripetal (flowing in to crater) drainage. Radial streams flow into the Parbati River, a tributary of Chambal River,

Mineralogy
Glass resembling rock samples were collected and investigated. These spherules contain very high percentage of iron, along with very high ratios of nickel and cobalt. This high ratios suggests a meteorite strike or extraterrestrial rocks.

See also

 Impact craters in India
 Dhala crater in Shivpuri district of Madhya Pradesh
 Lonar crater at Lonar in Buldhana district of Maharashtra
 Luna crater at Kutch district of Gujarat
 Shiva crater, an undersea super crater west of India

 Other related topics
 List of impact craters on Earth
 List of possible impact structures on Earth
 List of lakes in India
 List of national parks of India
 Ramsar Convention
 Soda lake

References

Possible impact craters on Earth
Impact craters of India
Landforms of Rajasthan
Geology of Rajasthan
National Geological Monuments in India


Georges Boulogne (1 July 1917 – 24 August 1999) was a French football player and manager, better known for his stint as France national team manager.

Career
born in Haillicourt, Boulogne played amateur football for AC Amboise and CO Saint-Dizier, where he started his coaching career.

He then left France for Belgium, where he coached Racing Club de Gand and R.C.S. Verviétois. He came back to France and managed CA Vitry and Mulhouse.

He entered the FFF in 1958 as instructeur national (coaching professor) and became the national team's coach in 1969.

He gave his name to the city stadium of Amboise.

References

External links
 Profile at FFF

1917 births
1999 deaths
French men's footballers
CO Saint-Dizier players
French football managers
FC Mulhouse managers
France national football team managers
R.C.S. Verviétois managers
K.R.C. Gent managers
Men's association football players not categorized by position


Liên Thủy is a commune (xã) in Lệ Thủy District, Quảng Bình Province, North Central Coast region of Vietnam. This commune is located on the right bank of Kiến Giang River. The commune contains villages: Uan Ao, Quy Hau. The eastern limit of this commune is National Route 1, northern border is Kiên Giang township, the district capital.

Communes of Quảng Bình province


Sourav Mishra ( (saurabh mishra), born 1 July 1979) is an Indian journalist and artist. As a Reuters journalist he was one of the first witnesses and victim of the 2008 Mumbai attacks, a three-day rampage in which more than 164 people lost their lives.
Mishra was with friends at Leopold Café when the terrorists opened fire on 26 November 2008. The café, a popular joint in South Mumbai, was one of the first locations to be targeted by the gunmen. Mishra received severe bullet injuries below his left shoulder and was taken to St. George's Hospital before being moved to a private hospital. His name also appeared in the state government's initial list of the dead, which was later withdrawn.

Career

Mishra began his career as a development worker in the southern districts of Jharkhand state influenced by Deep Joshi of PRADAN. He worked with Down To Earth, a science and environment magazine, which focuses on grass-root issues. He also published a seminal paper along with Sunita Narain, director of the Centre for Science and Environment. The paper has often been cited by industry experts and was also discussed by policymakers for inclusion in the National Commission on Farmers report and was instrumental in government increasing cotton prices by 40 percent to prevent farmer suicides .
A bio-terrorism expert, Mishra has also shared his expertise during talks at the Institute of Defence and Strategic Analyses, India's research body of the army.

Mishra has done some grass root innovations in water conservation, maize cultivation and small-scale irrigation for local farmers in southern districts of Jharkhand, along with members of International Water Management Institute He along with other pioneers introduced System of Rice Intensification in many parts of Jharkhand and Orissa at a grassroot level.

He had previously worked with The Times Group, The Statesman and The Indian Express, reporting on economic, financial, political and social issues. In 2004, Mishra, along with journalists Satya Nayak, Subhanker Behera, and business person Sanjay Hans launched India First news weekly, which was his only entrepreneurial venture so far. Mishra and Nayak are no more a part of the venture.
Mishra is an artist and specialising in renaissance and modern art forms. His most famous painting is 'Sorrow of Mumbai' now preserved at Reuters News's Mumbai office.

Mishra is an alumnus of the Indian Institute of Mass Communication and Banaras Hindu University.

References

Journalists from Bihar
Survivors of the 2008 Mumbai attacks
1979 births
Living people
Writers from Bhubaneswar
20th-century Indian journalists


Sit Down, Shut Up may refer to:
Sit Down, Shut Up (2001 TV series), an Australian live-action sitcom
Sit Down, Shut Up (2009 TV series), an American animated series
Sit Down and Shut Up: Punk Rock Commentaries on Buddha, God, Truth, Sex, Death, & Dogen's Treasury of the Right Dharma Eye, a 2007 book by Brad Warner


The Werribee Plain is an expansive low-lying flat land located between the northwestern shore of Port Phillip Bay and the Grampians Central Highlands of Victoria, Australia, shared between Melbourne and Geelong.  Named after the Werribee River, the plains are notable for their extensive, flat and rather featureless spans, interspersed by the occasional vertical feature, such as the You Yangs, a series of granite ridges and several small extinct volcanoes.

The Werribee Plain forms the eastern bayside portion of the vast Western Volcanic Plains between the Grampians and the Otway Ranges, which extend from the western suburbs of Melbourne to the South Australian border.

Geology
Volcanoes began erupting lava flows about 4.5 million years ago, and the youngest eruptions are only about 10,000 years old. There are over 400 mapped craters and vents on the plains. While all these individual volcanoes are extinct, the volcanic field itself is only dormant, so new eruptions are possible at any time.

The granite that forms the You Yangs was originally a mass of magma that worked its way up into the surrounding sedimentary rocks during a period of geological time known as the Devonian. The magma crystallised before it reached the surface, so it did not produce any volcanic activity. Instead, a very slow cooling rate allowed many large white crystals of feldspar to form. These can be seen in many of the granite outcrops throughout the ranges.

The nearest volcanoes to the You Yangs are the Anakies, which appear as three low hills on the western horizon. These all have summit craters and provided lava flows for the plains south of the You Yangs. There were also flows from the low volcanoes of Bald Hill and Spring Hill to the north of the You Yangs. When these volcanoes were active, probably between 2 and 3 million years ago, the You Yangs would have been granite islands in a sea of lava.

References

Landforms of Victoria (state)
Plains of Australia
Werribee, Victoria


Vinzenz Dittrich (23 February 1893 – 25 January 1965) was an Austrian professional football player, who played as a defender, and manager. He played for SK Rapid Wien, and coached Hakoah Vienna, Olympique de Marseille, DSV Saaz and FC Nordstern Basel.

References and notes

External links
 Profile at Rapid Archiv

1893 births
1965 deaths
Footballers from Vienna
Austrian men's footballers
Austria men's international footballers
SK Rapid Wien players
Austrian expatriate football managers
Expatriate football managers in Czechoslovakia
Austrian expatriate sportspeople in Czechoslovakia
Expatriate football managers in France
Austrian expatriate sportspeople in France
Expatriate football managers in Lebanon
Austrian expatriate sportspeople in Lebanon
Expatriate football managers in Lithuania
Austrian expatriate sportspeople in Lithuania
Expatriate football managers in Switzerland
Austrian expatriate sportspeople in Switzerland
Austrian football managers
Lithuania national football team managers
Olympique de Marseille managers
ŠK Slovan Bratislava managers
Syria national football team managers
Lebanon national football team managers
Men's association football defenders
Burials at Ottakring Cemetery


Adam Walker may refer to:
Adam Walker (American football, born 1963), American football running back
Adam Walker (American football, born 1968), American football running back
Adam Walker (Australian politician) (1829–1902), Australian politician
Adam Walker (British politician), leader of the British National Party
Adam Walker (Canadian politician), provincial politician from British Columbia
Adam Walker (flautist) (born 1987), English classical flautist
Adam Walker (footballer) (born 1991), English footballer
Adam Walker (ice hockey) (born 1986), Scottish ice hockey player
Adam Walker (inventor) (1730–1821), English writer and inventor
Adam Walker (rugby league) (1991–2022), Scotland international rugby league footballer
Adam Brett Walker, American baseball outfielder


St. Thomas More Academy was a private Roman Catholic high school in Magnolia, Delaware.  It was a parish run school in the Roman Catholic Diocese of Wilmington.

Background
In 1952 Holy Cross Parish opened Holy Cross Elementary School, the first Catholic School in Kent County, Delaware. In 1957, the parish opened Holy Cross High School (HCHS); both the elementary and the high school resided on the same campus on State Street in downtown Dover. HCHS was operated as a parish school by the Felician Sisters. In the 1980s, HCHS experienced problems with enrollment and finance. The Felician Sisters left the parish, and their convent then became the parish rectory. In 1987 HCHS was closed. The former HCHS building was renamed the Donohoe Center (after Fr. John Donohoe) and became the Junior High School building of Holy Cross Elementary School, which it remains to this day.

After the closing of HCHS in 1987, a group of laymen and women formulated plans for a new Catholic high school in Kent County. Their effort saw to the establishment of Thomas More Academy, Incorporated. When, after some years, a gift of land provided the site for the school, the group commissioned a feasibility study and embarked upon a fundraising campaign. More than $1.6 million was raised for the first of St. Thomas More Academy's buildings.

The project of opening a high school of quality required resources beyond those available to the founders of Thomas More Academy, Incorporated. A delegation met with the Bishop of the Diocese of Wilmington, Most. Rev. Michael Saltarelli, and presented a report on the state of the school. The Diocese took on the school, making it one of its own – a Diocesan high school.

In 1998 the school opened its doors. In 2001, STM had its first graduating class. A major building project, with the support of the Diocese, saw the expansion of STMA in 2003; the Chapel, lobby, office suite, cafeteria, media center, and fine arts wing were added. In 2011, the school dedicated all of the various halls and wings of the school to patron saints of the many area parishes represented by students at the school. The school gymnasium was dedicated as the Bishop Michael A. Saltarelli Gymnasium. In the 2012-13 school year STMA celebrated its 15th anniversary.

STMA sought to provide an example of collaboration between a bishop and his flock. Acknowledging the work done by the followers of the Academy, Bishop Saltarelli said, "I am grateful for the great gift they have made to the Church, making it possible for us to continue our holy mission to teach the Good News in such an important way."

The school opened in 1998 and expanded its facilities in 2003. The name was changed from "Academy" to "Preparatory" in 2007. In 2011, the name was changed back to its founding name, "Saint Thomas More Academy".

In January 2017, it was announced by agreement of Fr. James Lentini, Pastor of Holy Cross Parish and Most. Rev. W. Francis Malooly, Bishop of Wilmington, that effective July 1, 2017, the Diocese of Wilmington would relinquish control of the STMA (along with its financial commitment) to Holy Cross Parish. Holy Cross Parish in Dover, would administer STMA and make it its parish high school. Beginning with the start of the 2017-18 school year, the high school whose origin began with a parish high school, came full circle. In fall of 2018, STMA celebrated its 20th anniversary, simultaneously Holy Cross High School would have celebrated its 60th anniversary.

In 2020 it was announced that, due to low enrollment numbers, St. Thomas More Academy would finally close its doors just over two decades after they opened.

External links
 School website

References

Catholic secondary schools in Delaware
High schools in Kent County, Delaware
Educational institutions established in 1997
Roman Catholic Diocese of Wilmington
1997 establishments in Delaware


The 122 iron arsenide unconventional superconductors are part of a new class of iron-based superconductors. They form in the tetragonal I4/mmm, ThCr2Si2 type, crystal structure. The shorthand name "122" comes from their stoichiometry; the 122s have the chemical formula AEFe2Pn2, where AE stands for alkaline earth metal (Ca, Ba, Sr or Eu) and Pn is pnictide (As, P, etc.). These materials become superconducting under pressure and also upon doping. The maximum superconducting transition temperature found to date is 38 K in the Ba0.6K0.4Fe2As2. The microscopic description of superconductivity in the 122s is yet unclear.

Overview
Ever since the discovery of high-temperature (High Tc) superconductivity in the cuprate materials, scientists have worked tirelessly to understand the microscopic mechanisms responsible for its emergence. To this day, no theory can fully explain the high-temperature superconductivity and unconventional (non-s-wave) pairing state found in these materials. However, the interest of the scientific community in understanding the pairing glue for unconventional superconductors—those in which the glue is electronic, i.e. cannot be attributed to the phonon-induced interactions between electrons responsible for conventional BCS theory s-wave superconductivity—has recently been expanded by the discovery of high temperature superconductivity (up to Tc = 55 K) in the doped oxypnictide (1111) superconductors with the chemical composition XOFeAs, where X = La, Ce, Pr, Nd, Sm, Gd, Tb, or Dy. The 122s contain the same iron-arsenide planes as the oxypnictides, but are much easier to synthesize in the form of large single crystals.

There are two different ways in which superconductivity was achieved in the 122s. One method is the application of pressure to the undoped parent compounds. The second is the introduction of other elements (dopants) into the crystal structure in very specific ratios. There are two doping schemes: The first type of doping involves the introduction of holes into the barium or strontium varieties; hole doping refers to the substitution of one ion for another with fewer electrons. Superconducting transition temperatures as high as 38 K have been reported upon substitution of the 40% of the Ba2+ or Sr2+ ions with K+. The second doping method is to directly dope the iron-arsenide layer by replacing iron with cobalt. Superconducting transition temperatures up to ~20 K have been observed in this case.

Unlike the oxypnictides, large single crystals of the 122s can be easily synthesized by using the flux method. The behavior of these materials is interesting by that superconductivity exists alongside antiferromagnetism. Various studies including electrical resistivity, magnetic susceptibility, specific heat, NMR, neutron scattering, X-ray diffraction, Mössbauer spectroscopy, and quantum oscillations have been performed for the undoped parent compounds, as well as the superconducting versions.

Synthesis
One of the important qualities of the 122s is their ease of synthesis; it is possible to grow large single crystals, up to ~5×5×0.5 mm, using the flux method. In a nutshell, the flux method uses some solvent in which the starting materials for a chemical reaction are able to dissolve and eventually crystallize into the desired compound. Two standard methods show up in the literature, each utilizing a different flux. The first method employs tin, while the second uses the binary metallic compound FeAs (iron arsenide).

Structural and magnetic phase transition
The 122s form in the I4/mmm tetragonal structure. For example, the tetragonal unit cell of SrFe2As2, at room temperature, has lattice parameters a = b = 3.9243 Å and c = 12.3644 Å. The planar geometry is reminiscent of the cuprate high-Tc superconductors in which the Cu-O layers are believed to support superconductivity.

These materials undergo a first-order structural phase transition into the Fmmm orthorhombic structure below some characteristic temperature T0 that is compound specific. NMR experiments on the CaFe2As2 show that there is a first-order antiferromagnetic magnetic phase transition at the same temperature; in contrast, the antiferromagnetic transition occurs at a lower temperature in the 1111s. The high temperature magnetic state is paramagnetic, while the low temperature state is an antiferromagnetic state known as a spin-density-wave.

Superconductivity
Superconductivity has been observed in the 122s up to a current maximum Tc of 38 K in Ba1−xKxFe2As2 with x ≈ 0.4. Resistivity and magnetic susceptibility measurements have confirmed the bulk nature of the observed superconducting transition. The onset of superconductivity is correlated with the loss of the spin-density-wave state.

The Tc of 38 K in Ba1−xKxFe2As2 (x ≈ 0.4) superconductor shows the inverse iron isotope effect.

Other compounds with 122 structure
In addition to the iron arsenides, the 122 crystal structure plays an important role for other material systems as well. Three famous examples from the field of heavy fermions are CeCu2Si2 (the "first unconventional superconductor" discovered 1978),
URu2Si2 (which is also a heavy fermion superconductor but is the focus of active present research due to the so-called "hidden-order phase" below 17.5 K),
and YbRh2Si2 (one of the prime examples of quantum criticality).

References

Superconductors
Correlated electrons
High-temperature superconductors
Iron compounds
Arsenides


Kurt Caesar  (also known as Cesare Avai or Caesar Away, true name Kurt Kaiser; 30 March 1906 – 12 July 1974) was a German-Italian painter, journalist and comic book artist.

He was born at Montigny-lès-Metz, Alsace-Lorraine, to German father. He studied Engineering in Leipzig, but later he moved to the Academy of Fine Arts in Berlin; in the meantime he had a boxing career which led him to win a German title. In 1929 he became correspondent for a magazine in Zürich and collaborated for several German magazines; his journalist career led him to travel in Europe and Asia. After his marriage he moved to Italy, where he started to work at successful comics, such as Romano il Legionario, a popular nationalist character published in Il Vittorioso. He also drew "Aeroporto Z" and "Will Sparrow" for Paperino e altre avventure.

During World War II Caesar was in Morocco, Libya and Spain, and, in 1941, again in Africa as interpreter for Erwin Rommel. Captured by the English, he returned to Italy after the end of the conflict. Here he continued to work at Il Vittorioso until, in 1952, he was called as cover artist for the science-fiction magazine I Romanzi di Urania, for which he realized some 170 works until 1958, when he was replaced by Carlo Jacono. Caesar then moved to other popular magazine-book series for the same publisher, Arnoldo Mondadori Editore, I Gialli and Segretissimo. Other series he worked to include the unsuccessful Italian science fiction magazines Oltre il Cielo and Cronache del Futuro, and the German Perry Rhodan.

He died by infarction in 1974 in his house at Bracciano.

References

External links
March and fight of the German Africa Corps in 1941: Drawings by Kurt Caesar, more than 90 drawings, at AllWorldWars.Com

1906 births
1974 deaths
People from Montigny-lès-Metz
People from Alsace-Lorraine
20th-century German painters
20th-century Italian male artists
German male painters
20th-century Italian painters
Italian male painters
German comics artists
Italian comics artists
German male journalists
German journalists
German male writers