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SEATTLE--(enterprise WIRE)--F5 Networks, Inc. (NASDAQ:FFIV), the global leader in application beginning Networking (ADN), these days announced help for main digital computing device infrastructure (VDI) options, together with Citrix XenDesktop, VMware View, Microsoft digital computing device Infrastructure, and others. For valued clientele using VDI technologies, F5 offers a unified and comprehensive strategy to control and accelerate community site visitors, optimize performance, and centralize access and safety policies.
VDI options present an alternative to the expanding charge, preservation, and protection concerns linked to enterprise-supplied PCs. youngsters, VDI solutions can also boost infrastructure charges, introduce scaling challenges in tremendous deployments, and in the reduction of efficiency due to the inherent latency of vast area networks (WANs). not like other proprietary options, F5®huge-IP® products do not require alterations to the birth infrastructure, as a result offering the ideal complement to all VDI deployments.
advanced efficiency and user experience – With a large variety of virtual desktops, company networks can see a considerable boost in traffic because of better amounts of records being transferred between valued clientele and computers within the records center. When shoppers entry their desktops the usage of a WAN or the web, performance can without delay deteriorate. huge-IP solutions enhance VDI performance by decreasing server load, optimizing TCP connections, and intelligently managing each local and international traffic. moreover, huge-IP provides high-quality of carrier and helps Multi-movement ICA, enhancing the efficiency of latency-delicate site visitors corresponding to VoIP.
Infrastructure discounts – Many add-on add-ons are often obligatory to maximise the performance of VDI deployments, which may rapidly raise prices. as a result of large-IP integrates without problems into most latest infrastructures, it might extensively reduce the ancillary costs associated with new VDI deployments. For Citrix XenDesktop deployments, huge-IP v11.1 offers extra discounts with its integrated internet interface provider, which eliminates the need for Citrix internet interface servers and ticketing servers.
high Availability and Scalability – moreover offloading computationally intensive projects from servers and optimizing TCP, big-IP's intelligent traffic management features allow it to route users away from records centers which are overloaded or experiencing downtime. This no longer most effective improves availability but additionally enables groups to comfortably scale their VDI deployments as their needs trade.
stronger safety – for many corporations, protection is a paramount subject as greater employees desire access to company components the usage of personal contraptions comparable to smartphones and pills. large-IP significantly enhances protection of VDI deployments via enabling IT to apply unified entry and security guidelines across all contraptions and clients, each inner and exterior.
quick Deployment and Simplified administration – massive-IP options encompass native iApps™ templates for VMware View and Citrix XenDesktop. as a result of iApps templates markedly shorten deployment time, reduce the opportunity of manual configuration mistakes, and make it easier to manipulate VDI deployments across varied statistics centers, huge-IP additionally helps reduce operating costs.
assist for VDI solutions is obtainable these days in version 11 of a variety of big-IP items, together with huge-IP local traffic manager™ (LTM™), big-IP world traffic supervisor™ (GTM™), huge-IP access policy manager™ (APM™), and big-IP facet Gateway™. integrated internet interface service and assist for Citrix Multi-move ICA are new elements of massive-IP edition eleven.1 products, also accessible today. No further licensing is required to help VDI.
F5 Networks, Inc., the international leader in application beginning Networking (ADN), helps the area's largest enterprises and repair providers know the total price of virtualization, cloud computing, and on-demand IT. F5® options assist combine disparate applied sciences to provide greater control of the infrastructure, enrich utility birth and facts administration, and provides clients seamless, comfy, and accelerated entry to functions from their corporate pcs and sensible gadgets. An open architectural framework allows F5 customers to observe enterprise policies at "strategic elements of manage" throughout the IT infrastructure and into the public cloud. F5 products provide valued clientele the agility they need to align IT with changing business conditions, set up scalable solutions on demand, and control cellular entry to data and functions. enterprises, provider and cloud suppliers, and main on-line groups global rely on F5 to optimize their IT investments and drive enterprise ahead. For more suggestions, go to www.f5.com.
that you can additionally comply with @f5networks on Twitter or discuss with us on facebook for greater suggestions about F5, its companions, and know-how. For an entire checklist of F5 neighborhood websites, please talk over with www.f5.com/news-press-hobbies/internet-media/community.html.
F5, F5 Networks, entry policy manager, APM, massive-IP, side Gateway, international site visitors supervisor, GTM, iApps, native traffic supervisor, and LTM, are emblems or provider marks of F5 Networks, Inc., within the U.S. and other international locations. All other product and enterprise names herein may well be trademarks of their respective owners.
This press free up may also contain forward searching statements relating to future activities or future financial performance that involve hazards and uncertainties. Such statements may also be recognized with the aid of terminology reminiscent of "can also," "will," "may still," "expects," "plans," "anticipates," "believes," "estimates," "predicts," "talents," or "continue," or the negative of such phrases or related phrases. These statements are best predictions and genuine outcomes could range materially from these predicted in these statements primarily based upon a couple of elements including those recognized in the company's filings with the SEC.
SEATTLE--(company WIRE)-- F5 Networks, Inc. (NASDAQ:FFIV), the global chief in utility beginning Networking (ADN), nowadays announced that Varolii, market chief in application-as-a-carrier (SaaS) consumer interplay management (CIM) options, is the use of F5 products to guarantee the highest utility availability for its consumers, including favourite Fortune one thousand and Fortune 500 corporations.
"F5 technology gives us lots more advantageous reliability and redundancy for our cloud functions, in an effort to confidently convey B2C consumer interaction purposes that demand close 100% uptime. These applications are getting used to talk in a time critical method with over three million U.S. patrons per day," stated David McCann, President and CEO of Varolii.
One predominant U.S.-based airline depends upon Varolii to send its passengers up-to-date flight advice via personalised voice, textual content, or electronic mail messages. an additional airline makes use of a Varolii automated communique software to regulate flight and floor crew schedules when fundamental. all through Superstorm Sandy in November 2012, greater than one hundred fifty enormous U.S. organizations used Varolii options to ship crucial communications to their employees, crisis teams, state and local emergency responders, utility purchasers, and students.
prior to imposing F5 know-how, Varolii relied on slower, costly network systems and had to manually redirect net site visitors to alternate facts centers by configuring every utility. but a few years ago, the corporation installed huge-IP native site visitors manager™ (LTM®) devices, which enabled Varolii to at once and simply direct community traffic across distinct servers to guarantee the optimum software availability. Varolii additionally deployed a couple of massive-IP international site visitors supervisor™ (GTM™) contraptions, which aid the enterprise provide near-instantaneous geo-redundant operational capabilities.
"We looked at a few distinctive know-how vendors, however F5 turned into the only 1 that offered the combination of remarkable facets, platform flexibility, and manageability," said McCann. "each client application we support goes through large-IP LTM and GTM. F5 has turn into an important a part of our complete infrastructure—and our Fortune 500 purchasers expect world category SLAs and purposes that are at all times working and ought to work at critical times."
The F5 solution has also helped Varolii in the reduction of the carrier recuperation window for certainly one of its most essential applications from forty five minutes to 30 seconds. moreover, with big-IP LTM, Varolii has eradicated as much as 4 hours of monthly deliberate upkeep outages for clients since it not has to manually redirect traffic. The F5 technologies have also performed a role within the organization's records center consolidation, which reduced the variety of servers by means of forty percent.
"We admire how crucial performance, availability, and reliability are to SaaS vendors like Varolii and other organizations that convey cloud-based capabilities to tons of of thousands of purchasers," noted Jason Needham, vice chairman of Product management and Product advertising and marketing at F5 Networks. "the use of F5 massive-IP LTM and GTM, Varolii has the peace of intellect understanding they could all the time carry highly reliable functions that perform on the quickest stages and flexibly address peak workloads. and they in no way need to fret about downtime."
Varolii is a leading company of customer interaction administration purposes. Our cloud-primarily based communique services assist agencies extra quite simply have interaction with significant numbers of valued clientele and personnel through voice, text messages, smartphone purposes, and e mail, reducing cost of operations and improving carrier. The company's award-successful have interaction platform makes it possible for organizations to carry customized communication on a huge scale, achieving greater consequences from fewer interactions. more than 450 corporations have confidence Varolii to control more than 4 million interactions every business day. For more assistance, discuss with www.varolii.com.
F5 Networks (NASDAQ: FFIV) makes the connected world run stronger. F5 helps corporations meet the demands and embrace the opportunities that come with the relentless boom of voice, statistics, and video traffic, mobile worker's, and functions—in the statistics core, the network, and the cloud. the realm's greatest agencies, carrier suppliers, government entities, and client brands depend on F5's intelligent functions Platform to bring and give protection to their purposes and capabilities while making certain americans dwell connected. study more at www.f5.com.
you could also comply with @f5networks on Twitter or discuss with us on facebook for extra counsel about F5, its companions, and know-how. For an entire list of F5 community websites, please consult with www.f5.com/information-press-events/web-media/group.html.
F5, huge-IP, world traffic supervisor, GTM, local site visitors supervisor, and LTM are emblems or carrier marks of F5 Networks, Inc., within the U.S. and different international locations. All other product and company names herein could be emblems of their respective homeowners.
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Just like Chandni, Vijaykumar, Rohan and Nikhil, film producer Ajit Paliwal also had feelings of envy, anger and hatred towards Nisha. Nisha had starred as a heroine in his three films. He was chatting with Chandni, Vijaykumar and Mohini at Nisha's party. Chandni too had starred in many films produced by Paliwal.
As some time passed, Karan and Nisha joined them. When Nisha was addressing Paliwal as 'Sir', something that happened two days ago flashed in his mind.
"Nishaji we have very well-written script, if we can get your dates then we can launch your new film with Kunal", producer Ajit Paliwal put the proposal in front of Nisha in typical Bollywood language.
Kunal was his son and he was trying desperately to make him successful in the Hindi Film Industry. Previously, Ajit had produced two films with Kunal as the lead hero but both these films were a disaster at the box office.
"Thank you very much for your offer. But you know that my dates are booked for the next three years," Nisha replied with as much sweetness as possible.
Nisha and Ajit both knew that if Nisha starred opposite Kunal then that film would be successful at the box office and that sole reason why Ajit was making the movie was to promote his son. He also knew that his son did not have the traits of a good actor. The entire industry laughed on him behind his back and Paliwal knew this but still he did not give up his desire to make his son a successful actor.
"Ok, fine. I will read and let you know." Nisha gave a short and abrupt reply to end the conversation and changed the topic by asking about his wife's health.
From Nisha's tone, Paliwal understood that Nisha is not interested in signing a film opposite Kunal. He was disheartened and hopeless after Nisha's refusal. He knew that Nisha had signed a dozen films and six of them were already on floor. But even then she used to accept when a A-league producer offered a role with a strong script but in his case, she did not.
The same evening Nisha had called him up to invite him at her birthday party. Paliwal accepted the invitation even though he did not want to go to her party – he had to take the insult gracefully. Nisha's refusal to accept his film was one of the biggest insult he had taken in his time in the industry. He knew that Karan was a major factor why Nisha had refused his offer in spite of knowing that he was doing the film to promote his son, Kunal. Paliwal had once replaced Karan as a director in one of his movies because of Karan's behaviour with the other people on the set and because he had divulged the details of the movie that was being made, that had harmed the business of the movie. Since, then a cold war was on between the two.
"Sir, where are you lost? What are you thinking?" Nisha told Paliwal shaking him back to the present. Paliwal didn't realize that he was standing amidst people and was lost in thought for quite some time.
"No, nothing, I just remembered about an urgent work that I had to do." Paliwal replied defensively.
Inside, he was bursting with anger. Paliwal's bruised ego was driving him furious. How could a newbie like Nisha dare to refuse his offer, especially when he was the reason for her spellbound success? Paliwal had a strong standing in the industry and if anyone would come to know about Nisha's refusal, he would be mocked in the industry.


text:
Whi5 is a transcriptional regulator in the budding yeast cell cycle, notably in the G1 phase. It is an inhibitor of SBF, which is involved in the transcription of G1-specific genes. Cln3 promotes the disassociation of Whi5 from SBF, and its disassociation results in the transcription of genes needed to enter S phase.

Roles in cell cycle progression
Start of the checkpoints in the cell cycle,  which allows the cell to enter S phase from late G1, and has an all-or-nothing response to stimulus from the cell. The checkpoint allows the cell to either enter G0 or G1 phase and cell conditions must be sufficient to enter the cell cycle; for example, if the cell is starving, or if there is nutrient depletion, then it will halt progression in the cell cycle. However, if the start checkpoint is satisfied then the cell can begin DNA replication and the cell will halt growing. In the cascade of events that leads to the transcription of G1-specific genes, Whi5 is involved in the regulation of transcription.

According to David Morgan, SCB-binding factor (SBF) and MCB-binding factor (MBF) are transcription factors that bind to SCBs and MCBs respectively. SCBs and MCBs are in promoter regions upstream of key genes expressing G1-specific proteins, which signal the transition from G1 to S phase. The transcription factors are heterodimers, which contain a DNA-binding unit (Swi4 and Mbp1) and a regulatory sub-unit (Swi6). SCBs contain Swi4 and Swi6, while MCBs contain Mbp1 and Swi6. Therefore, activation of SBF and MBF will result in the transcription of G1-specific genes.

Interactions with SBF
In a study done by Robertus de Bruin et al. (2004), researchers found that Whi5 is an important regulatory protein that binds to SBF. Therefore, G1-specific SCB-controlled genes are regulated upstream by Whi5, suppressing their transcription. It is a stably-bound protein that binds to promoters via SBF in early G1 phase and, before transcriptional activation is cued, Whi5 dissociates from SBF. Thus, its activity supports the biological definition of Whi5 being an inhibitor of SBF-controlled genes. Additionally, another study by Michael Costanzo et al. (2004) explains that SBF is needed to recruit Whi5 to the G1/S promoter because their interaction is stable.

Whi5 regulation
According to David Morgan, Cln3/Cdk1, a cyclin-CDK complex unit, promotes the dissociation of Whi5 from SBF through inhibitory hyperphosphorylation. Additionally, according to de Bruin, Cdc28 CDK, is believed to be involved in the phosphorylation of Whi5. Cdc28 is activated by Cln 1, Cln2, and Cln 3, and is an important part of cell cycle progression. Once activated, the association of Whi5 and its eventual dissociation from SBF results in activation of the transition to S phase. It is phosphorylated in many positions in G1, like the metazoan Retinoblastoma protein (Rb), but only certain phosphor-residues correlate with the transition from G1 to S phase. Additionally, de Bruin explains that Whi5 phosphorylation determines the timing of SBF-dependent transcriptional activation and cell cycle progression. For example, in a cln3Δ and whi5Δ mutant, cells will enter S phase sooner, because the absence of whi5 bypasses the need for Cln3 activation. Therefore, in a cln3Δ and whi5Δ cell, the timing of cell cycle progression is not regulated by inhibitory phosphorylation by Cln3/Cdk1 and other cyclins, which results in smaller cell size. Thus, Cln3/Cdk1 is important for the dissociation of Whi5 and the timing of when it should dissociate. Whi5 alone cannot determine the correct timing for cell cycle events, but it does affect the onset to begin the transition.

According to Costanzo et al. (2004), Whi5 is believed to change its localization depending on CDK phosphorylation of Whi5. Like transcription factors, it will localize to either the nucleus or outside of the nucleus. When CDK is active and it associates with Whi5, then Whi5 will dissociate from SBF, and it will exit the nucleus. However, when CDK is not present or active, then Whi5 will localize back into the nucleus. Whi5 is in the nucleus in late mitosis and G1 phase. Once the mitotic exit network is activated and CDK activity is reduced, Whi5 enters the nucleus. And, when Cln3 activates CDK, then it will cause the dissociation of Whi5 and its concomitant exit from the nucleus.

Whi5 and Cln3 dilution
A study done by Kurt Schmoller et al. (2015) shows that with increasing concentration of Cln3, there is also increasing cell size. Therefore, the total concentration of Cln3 is constant until pre-Start G1 is reached. Additionally, in the same respect, Whi5 amount does not increase or decrease, but with increasing cell size, total Whi5 concentration decreases. Thus, with Whi5 total concentration decreasing and Cln3 total concentration remaining constant, Whi5 dilution via cell growth results in the control of proliferation. Researchers found that in S/G2/M phases, Whi5 is synthesized in a size-dependent manner. When the daughter cell is born, the small cell has a high concentration of Whi5, which keeps the cell in pre-Start phase. As the cell size increases, the preliminary Whi5 amount will be diluted in the larger cytosol volume, and the constant Cln3 concentration will be greater than the concentration of the Whi5 inhibitor. Therefore, the concentration of Whi5 and Cln3 can explain why there are timing standards for when the cell will enter S phase. Thus, the Whi5 inhibitor and its coordination with Cln3 are critical proteins that control cell size.

SBF-controlled genes
Once Whi5 is dissociated from SBF-controlled genes, it results in the transcription of major genes that allow the cell to enter S phase. These genes include G1/S and S cyclins, which are crucial for the onset of the next phase. According to Vishwanath Iyer et al. (2001), SBF-controlled genes are important for budding and for membrane and cell-wall biosynthesis. Therefore, Whi5 is an important regulator for eventual cell cycle events.

References

Transcription coregulators

redpajama_set_name: RedPajamaWikipedia


text:
The Hemingways: An American Tragedy
By Jeffrey Meyers
ISSUE: Spring 1999
After my book Hemingway: A Biography had been accepted for publication by Harper & Row in 1984, it had to be read by the company lawyer to make sure there were no libelous passages and no infringement of copyright. I was told this would take two weeks, but the agonizing process dragged on for several months. Though I came to hate the lawyer's broken promises, endless delays, and depressing incompetence, my book could not be published until he approved the final text.
Hemingway's life and work were closely bound up with one another. His final years and death are deeply moving, not least because he lived out a tragic decline he had foreseen from his earliest youth. Most of his heroes suffer loss, wounds, and death. As early as 1936 in "The Snows of Kilimanjaro," he created a powerful self-image and portrayed himself as a stricken, dying hero. Success, wealth, and beauty cannot console him as he is dragged down by the hyenas that attend his fame.
Some of the sensational and revealing material I had discovered concerned people, still living at the time, who were close to Hemingway: his third and fourth wives, Martha Gellhorn and Mary Welsh, his lawyer Alfred Rice and his doctor at the Mayo Clinic, Howard Rome. I struggled to include it because it fitted so well with what I knew of Hemingway and gave a complete picture of his life, but for legal reasons it had to be deleted. I also omitted the real story of Hemingway's bitter quarrel with his third son, Gregory, who has, since then, told his version of what happened. Now, on the centenary of Hemingway's birth and for the first time since 1985, I can discuss what he called (using military slang) the "true gen"—the full story that was suppressed in my biography.
Hemingway's third wife, Martha Gellhorn (1908—98), outlived him by nearly 40 years. While ostensibly refusing to discuss Hemingway, she constructed a careful, sanitized view of her own behavior, which stressed her independent achievement as a writer and journalist. According to Martha, she was the victim of Hemingway's malice and gained nothing but pain from her marriage to him. Most of the deleted material concerned their sexual problems, but I also toned down evidence about Martha's pursuit of Hemingway. In an uncommonly sharp letter to Carlos Baker, Archibald MacLeish, a witness loyal to Hemingway's second wife, recalled Martha's predatory behavior: "I watched Miss Gellhorn conduct her amazing and quite shameless attack on their marriage."
Talking to the film director Joseph Losey, Martha praised Hemingway's enormous potency and skill as a lover. And Hemingway told his Spanish friend Gustavo Duran that Martha "doesn't like any woman except her mother. She only likes me because I fuck her every night." But Duran was suspicious. Repelled by this remark, he thought: "Tell me what you boast about and I'll tell you what you lack."
Robert Joyce, an American diplomat stationed in Cuba, thought Martha was attracted to famous writers, like H.G. Wells and Hemingway, and used them to advance her career as a writer. Joyce maintained that she had "no personal interest in sex—only a literary interest." Joyce's wife, Jane, bluntly stated that Martha was frigid. Their sexual problems intensified Hemingway's doubts about whether she had married him for love or for professional advantage. In a thinly disguised account of her relations with Hemingway, "The Fall and Rise of Mrs. Hapgood" (1965), Martha wrote: "After the beginning, which was painful and awkward . . .she could not say she liked or disliked the sexual act. She liked being tender, she liked knowing that this too was part of her usefulness to Luke, she liked (it had to be admitted, it had to be seen at last) feeling noble. . . . She made no effort to conceal passion; the passion, not being in her, did not show."
The problem was in part anatomical. Hemingway, jokingly suggesting that most upper-class women had sexual difficulties, told Bernard Berenson: "She was not built for bed but few nice people are." He also told Gregory and Duran that Martha's narrow vagina made her sexually unresponsive. After she had a vaginoplasty, an operation to widen her parts, their sexual life improved. It was like entering a cathedral, he remarked, "like coming into Penn Station." After their marriage broke up, with great bitterness on both sides, Hemingway treated a group of war correspondents to a crude but funny pornographic poem, "To Martha Gellhorn's Vagina," which he was pleased to compare to the wrinkled neck of an old hot-water bag. In his postwar story, "It Was Very Cold in England," the Hemingway character has an acerbic exchange with an unnamed woman based on Martha. As they stir up their old rivalry as war correspondents, he hints at her sexual infidelity and, with a sexual pun, compares her to a dud mine that fails to detonate when properly rammed:
"You talk like something the last war had washed up," I said. "You remind me of the old, badly laid mines."
"Well laid," she said.
"Well or badly laid mines that wash up years afterwards along the coast after the big fall and winter storms."
Though Hemingway was mean and sarcastic, Martha took an even crueler revenge. She had an affair with Hemingway's reporter friend William Walton. Hemingway, who knew about it, wrote Buck Lanham: "Maybe, surely, he's had a few bangs" with her. And Martha later told an English friend that her loathing of Hemingway was so great that she aborted their child without even telling him she was pregnant. "There's no need to have a child when you can buy one," she boasted, referring to the Italian boy she had adopted after the war. "That's what I did." Apart from her dislike of Hemingway and her awareness that their marriage was breaking up, Martha may have feared childbirth and certainly wanted to keep her youthful figure and pursue her career without the burden of an infant. It is ironic that both Hadley, Hemingway's first wife, and Pauline, his second, had abortions when Hemingway did not want another child, and that when he wished to have one, Martha had a secret abortion. Hemingway later told a friend that Martha could not have children because she'd had so many abortions before she met him.
Martha's biographer does not explain why she suddenly left Africa after living there for more than a decade. But, as usual, her heavily autobiographical fiction gives the answer. In her novel The Weather in Africa (1978) she wrote that while driving in Kenya, in her usual way and with her eyes on the road: "From nowhere, up from the ground, suddenly, suddenly, suddenly a child leapt running. Directly in front of me, directly in front across the road, running. A second. One second. I saw his face, his profile, running." According to Hemingway's son, Jack, Martha actually did kill a child in a car accident in Kenya. Though it was not her fault, she was forced to leave the country.
The journalist Mary Welsh (1908—86) was not as classy, attractive, or intelligent as Hemingway's previous wives. But she was the most uninhibited and sexually responsive. "Make You Stop Flying," a description of Hemingway's sexual relations with Mary, attempts to recapture the sleeping bag scenes in For Whom the Bell Tolls. Mary, named in the story, breathlessly expresses the rhythm of her orgasm: "Now you come when you like. Oh now I can't talk. Please my darling. Please dear. Please now. Oh don't let me talk. No. No. Yes. Oh yes. Oh not please yes please oh please please; yes good oh good." When Hemingway wrote about sex toward the end of his life, he became awkward and embarrassing.
Though Hemingway loved Mary, he also distrusted her and thought she was mercenary. Jack Hemingway felt that her acquisitiveness and desire for social life made his father's last years unpleasant. Hemingway retaliated, revealed his indifference to Mary's feelings, and irreparably hurt their marriage when he invited Adriana Ivancich, an aristocratic young Italian woman with whom he had fallen in love, to stay with them in Cuba.
Mary signed the permission forms for Hemingway's shock treatments at the Mayo Clinic in 1960. Martha Gellhorn and Patrick Hemingway believed that when Mary could no longer care for him herself she would commit him to a mental institution, and that Hemingway feared this would happen. In effect, when Mary left out the key to the gunroom, she gave him the choice of either killing himself or being certified insane. By blowing his head off inside their house he took revenge and punished Mary for giving him the freedom to make this terrible choice. Unwilling to recognize and accept her passive collaboration in his suicide, Mary announced in public that his death was an accident.
Mary had learned to drink to keep up with Hemingway, but her guilt about his suicide turned her into an alcoholic. Friends reported that toward the end of her life she began to drink, early in the morning, straight from the bottle. Non compos from alcohol and poor health, she would phone acquaintances and ask: "Who am I? Who did I marry?"
Hemingway's lawyer Alfred Rice (1908—89) graduated from Fordham Law School, specialized in copyright law, and began representing Hemingway in 1948, when his first lawyer, Maurice Speiser, died of cancer. Rice at first refused to see me, and then grudgingly invited me to his Manhattan law office. Extremely rude and aggressive, he exclaimed, when I asked about Mary's will: "Do you expect me to disclose the details of my client's private affairs?" But after venting his anger for about 20 minutes, he finally calmed down and began to talk freely. He would say: "I don't know why I'm telling you this," then speak about libel, copyright, permissions, and the sons' trust, and even discuss the lawsuit he and Mary had lost to A.E. Hotchner.
Rice emphasized not only his own charitable work for hospitals but also the fact that he took personal care of Mary, who had just come out of the hospital. Since she could no longer handle her own affairs, Rice managed her money and paid all her bills. He even arranged for her slipcovers to be delivered from Gimbel's—and had to pay cash in advance. He expressed great admiration for Mary's kindness and generosity, as well as her prose style, and oddly insisted: "I'm part of her. She's part of me. We're really the same person."
Like Martha, Rice deeply resented having to stand in Hemingway's reflected glory, though he earned most of his money through Hemingway's work. He proudly told me that Gallimard (Hemingway's French publishers) had recently thrown a great party especially for him. George Plimpton said that Hemingway, who made great wisecracks about all his followers and parasites, called Rice "the reserve outfielder on my paraplegic baseball team."
I strongly felt, without firm evidence, that Rice was dishonest. His arrogant manner, the way he had suddenly taken over Hemingway's affairs, the fact that Hemingway (one of his few clients) took no interest in business matters and never checked up on Rice, and that Rice, as agent, manager, and lawyer, had control of his finances when he was alive and of his estate after his death, all made me extremely suspicious. When Hemingway's sons took over the estate after Mary's death in December 1986, they discovered that Rice had been taking as much as a 30 percent commission (instead of the usual 10 percent) and had several secret bank accounts in Switzerland. The sons sued Rice, who escaped being jailed for fraud and embezzlement by dying in April 1989.
The Mayo Clinic badly botched Hemingway's treatment when he was admitted for depression and given two disastrous series of electroshock therapy in 1960—61, He had been frightened and depressed when told by a Cuban doctor in the summer of 1960 that he had hemochromatosis, a rare, chronic, and fatal form of diabetes "that makes you go blind and permanently impotent." The Mayo doctors also suspected that he had this disease, but they did not attempt to relieve his anxiety by doing a biopsy and making a definite diagnosis.
Hemingway's main physician, Howard Rome (1910—92), was born in Philadelphia, earned his medical degree at Temple University, and began to practice at the Mayo in 1937. While Hemingway was being treated at the Mayo, Rome increased his anxiety by discussing his case with an FBI agent in Minneapolis. He also made several more serious mistakes. He continued the second series of shocks after the first had destroyed Hemingway's memory and intensified rather than relieved the depression. He did not inform Mary about the exact nature of Hemingway's treatment. He did not follow the suggestion of Dr. James Cattell, who had also been consulted, to transfer him to the Menninger Clinic or the Institute for Living in Hartford, where he would have received psychiatric as well as shock treatment. Rome ignored the fact that patients often seem better when they have finally decided to commit suicide. He was deceived by Hemingway and released him, against Mary's wishes, when he was still depressed and suicidal. Justifying his treatment after Hemingway's death, Rome later told Gregory Hemingway, who was also a doctor, that "Hemingway would have killed himself anyway." When I questioned Rome he expressed no regrets and said he had given him the proper treatment—though Hemingway committed suicide just after he was released. Alfred Rice said that though Mary was unhappy about the way Hemingway was treated at the Mayo, she did not want to know exactly what happened and would not consider a negligence suit.
Martha Gellhorn expressed the feelings of family and friends about the Clinic when she said: "The Mayo made a terrible mistake with Hemingway. It is best for a sick person to stay away from that place." In a letter to Morley Callaghan of May 2, 1963, Edmund Wilson agreed with Martha's judgment: "An analyst I was just talking to tells me that the psychiatric department of the Mayo Clinic is about the worst in the country, and if they had been giving Hemingway shock treatments, there was hardly any other explanation needed as to why he went to pieces."
Gregory (born in 1931) is the demonic, Dostoyevskian figure of the family—handsome and strangely brilliant, but reckless, self-destructive, manic, and at times insane. In the summer of 1946— when Mary had just moved into the Finca Vigía, Hemingway's house in Cuba, and the 14-year-old Gregory was there for the holidays— her expensive French underwear suddenly disappeared. Mary accused her new Cuban maid, who swore she was innocent, and fired her for stealing. After Gregory had gone back to boarding school (where he would not have been able to hide it), Mary found her lingerie under the mattress of his bunk bed. So she always disliked Gregory; and Hemingway, as early as 1946, knew of his son's strange tastes. In Key West the following spring Gregory, under age and driving illegally, crashed and wrecked a car. His older brother Patrick, who was a passenger, banged his head and became delirious. He had a complete mental breakdown and was given a series of electro-shock treatments. Though Patrick recovered, Hemingway blamed Gregory for his brother's illness.
In 1985 I wrote that "In September 1951 Gregory got into serious trouble, which shocked and outraged Hemingway, and was arrested in Los Angeles." What really shocked and outraged Hemingway was Gregory's first public appearance in ladies' clothing. He had gone into the women's restroom of a movie theater in drag and had been caught—for the first time—and arrested. His mother, Pauline, flew down from San Francisco, but was more concerned with the immediate problem of keeping Hemingway's name out of the newspapers than with helping Gregory. Pauline called Hemingway to tell him what had happened and they quarreled bitterly. He blamed her for Gregory's behavior and exclaimed: "See how you've brought him up." That night she suffered severe abdominal pain and internal bleeding, and died on the operating table the next day of an undiagnosed disease.
Hemingway, following his usual pattern, blamed Gregory for his mother's death. When they next met in February 1952, he told him that he had killed Pauline—and father and son never saw each other again. Hemingway knew Gregory was emotionally disturbed, but ignored his illness, refused to share the responsibility for it, and treated him with callous indifference. In a recently published story, "I Guess Everything Reminds You of Something," Hemingway tried to distance himself from Gregory's illness and wrote: "the boy had done everything hateful and stupid that he could, his father thought. But it was because he was sick his father had told himself. His vileness came on from a sickness,"
In a fascinating, agonizing interview with The Washington Post on July 29, 1987, Gregory attempted to exorcise the demons by telling his story in public. He described himself as a transvestite, a recovering alcoholic, and a manic-depressive. He had prescribed and taken every pill there was, suffered seven nervous breakdowns and had had 98 electro-shock treatments—enough, Patrick remarked, "to light up a whole house." Despite his cross-dressing, Gregory was not attracted to men. He had three ex-wives and eight children (one of them adopted), and divorced his fourth wife in the 1990's.
The Washington Post reported that he "has spent most of his adult life struggling. . .against his compulsion to dress up in hosiery, brassieres, wigs, makeup, spiked heels, evening gowns, long white gloves, and then go out, with his squat, bulky body and deep-chested voice into public places." Gregory added that "My brother, Pat, who was a brilliant kid, who really could have been something, was absolutely destroyed by my father to do anything in the outside world." Still confused about his relations with his overwhelming father, he asked: "What is it about a loving, dominating, basically well-intentioned father that ends up making you go nuts?"
After a lifetime of psychiatric treatment and his own medical practice, Gregory tried to explain his bizarre behavior in terms of his father's sexual doubts (revealed in his problems with Martha and, later on, with Mary) and of his own attempts to win his mother's love:
First, you've got this father who's supermasculine, but who's somehow protesting it all the time, he's worried to death about it, never mind that he actually is very masculine, more masculine than anybody else around, in fact. But worried about it all the same— and therefore very worried about his sons and their masculinity.
Secondly, you start playing around with your mother's stockings one day when you're about four years old. Maybe it all starts with something as seemingly innocent as this. And why do you do this? Who knows? But it must have something to do with the fact that your mother doesn't seem to love you enough. Or that's your perception of it. Her maternal instincts just aren't very strong . . . . You think she loves your older brother Patrick more. So maybe you're putting on her clothes in the first place because you somehow think you'll be able to win her that way, get close to her. But then, you see, it starts to feel sexy for its own sake, just to have those things on. It's erotic, it arouses you.
Gregory concluded that "I felt profound relief when they lowered my father's body into the ground and I realized that he was really dead, that I couldn't disappoint him, couldn't hurt him anymore." But he did strike back at Hemingway in his memoir, Papa (1976), which expressed his sense of tragic betrayal and made a cruel judgment of the god that failed.
I first interviewed Gregory in Bozeman, Montana, in May 1983. He had lost his medical practice in Jordan, in the eastern part of the state, and invited me to stay at his house. I first saw him, as I drove there, jogging down the road with his underwear (like Superman's) hanging down below his shorts. He had just come out of several bad manic episodes and was taking heavy, self-prescribed doses of lithium. He looked a wreck: matted hair, stained teeth, scraggly beard, dirty protruding ears and food-stained clothes. But he was also quite lucid and charming, and within minutes we were talking about a subject of great interest to both of us—Martha's vagina—on which he was something of an expert.
Gregory had married his father's former secretary, whom he had met at Hemingway's funeral. But the marriage was clearly breaking up, and both husband and wife felt a compulsive need to confide in someone. Since I was on the scene and knew all the dark family secrets, we talked and talked, for 14 hours a day. Late in the evening Gregory would say goodnight, then pace around the house like a caged panther and return to the room where, he rightly guessed, his wife Valeric and I were still talking about him. His attitude toward me took violent turns, suddenly and quite dramatically changing from warm admiration to intense hostility and back again.
When we drove to a picnic at a nearby river, Valeric insisted, more from self-preservation than politeness, that I sit in the front seat of the car. Giving in to his full manic urge, Gregory drove at top speed, once through a flashing railroad crossing, then off the road and down a very steep slope to the river, and finally, on our return, flat out on his long driveway—slamming on the brakes and stopping only inches short of a concrete wall. Valerie's pleas for him to slow down merely incited him. "Scared, aren't you?" he asked, with a satanic grin. I wondered if I'd be killed in the line of duty before I could write a single word of my biography.
Despite all his psychiatric treatment and shock therapy, Gregory remained an obsessive transvestite. He lost his medical job after being arrested, while dressed as a woman, in Jordan and in Big Sky. In Sun Valley he tried on dresses while wearing body makeup and was forced to buy a $1,000 worth of ruined merchandise. On April 9, 1986 the Missoulian in Montana reported that Gregory, who "has a history of mental problems," was in the County Jail for the second time in nine months. In July 1985 and again in April 1986 he had been taking prescription drugs and drinking heavily. Both times, after being refused service in a restaurant because he was dressed as a woman, he broke a window and resisted arrest.
He pleaded guilty the first time, but lamely explained that "he had dressed as a woman because he was writing a novel from a female point of view." Sentenced to six months in jail, he was let out on condition that he get mental counseling. He was placed under observation at a psychiatric hospital, but refused treatment. He then spent some time in a penal rehabilitation hospital for doctors, but managed to retain his Montana medical license. He was arrested for the second time after making sexual advances to two restaurant employees while dressed as a woman. The rough cowboys of Montana did not take kindly to such behavior, and satisfied Gregory's need for punishment by beating him up.
In 1988 Gregory had a partial sex-change operation and seemed, to one close friend, neither man nor woman. The following year he had his breast implant taken out. In December 1994, two years after his fourth marriage and a month before his fourth divorce, Gregory had a complete sex-change operation in Trinidad, Colorado, and was castrated. In the San Francisco Chronicle of July 1, 1996 the columnist Herb Caen belatedly reported this event, alluding to Gregory as "the youngest son of one of the most macho American writers."
In July 1994, a few months before his final operation, Gregory, swinging in and out of his mania, gave a surprisingly coherent speech at a Hemingway conference in Paris. Then, once again dressed in women's clothes, he suddenly went berserk. He wrecked his three-star hotel room, abandoned his belongings, and left without paying his enormous bill. The hotel, aware that he was Hemingway's son, called the American Embassy instead of the French police. The consul managed to find Gregory and soothe the hotel staff, cover up the scandal, and prevent his arrest.
The following month Gregory's son and I tracked him down in Ennis, Montana, about 60 miles southwest of Bozeman, where he had recently bought a new house. The whole experience was surrealistic. When I drove up he was standing in the driveway. I reminded him that we'd met in 1983. By way of greeting he asked: "Are you still fucking my wife?" (I never had) and tried to punch me in the stomach. After this show of belligerence he became relatively friendly. Compact, muscular, and apparently indestructible, he was now dressed as a man. But I could clearly see one breast beneath his shirt and had heard he'd been trying to borrow a few thousand dollars to buy another one.
We strolled across his property to a huge airplane hangar, where a man was repairing a small plane. A friend had crashed it in Alaska while shooting wolves from the air. Gregory had trashed his new house before he had properly moved in. Furniture was broken, cushions punctured, carpets stained, garbage piled up. Fixtures hung out of the wall, and makeup spilled out of several suitcases and onto the floor. He ecstatically described the lacy lingerie which he said the previous owner had left behind. He showed me an array of different bottles of colored liqueurs—Grappa, Crème de Menthe, Benedictine, Cointreau, Kirsch—and took a generous swig from each of them. He opened a cold beer for me, and I kept a table between us as he feinted and thrust the sharp can opener in my direction.
After buying his son an expensive new watch, Gregory had misplaced it. He searched all over the house and finally found it in the glove compartment of his car. The now ruined gift looked like a warped Dali timepiece. He had tested it in the bathtub to see if it was waterproof and found to his surprise that it was not. Throughout the visit Gregory fantasized about making high-powered business deals with European pharmaceutical firms, doing scientific research at the National Institute of Health, and inventing a miracle drug that would prevent aging and extend human life. Transposing his own fantasies onto his father, he claimed that Hemingway couldn't sleep at night because he dreamed he was a woman. Estranged from his current wife, Gregory diagnosed her as a toxic alcoholic and predicted she would die after a few more disastrous episodes.(She's still alive, and they have remarried.)
He persistently invited us out to dinner in town, but the restaurants we had questioned while searching for him were wary of his custom. As we made our excuses, remembering all that broken glass, and got into the car, he cryptically remarked: "As Papa used to say, 'you look like two nuns in a convent.'" I tried to look suitably pious as we drove off, but our calm was soon shattered as Gregory, reckless as ever, chased us in his car, forced us off the narrow dirt road and passed us in a cloud of dust at high speed.
Gregory, so obviously out of control, certainly made me uneasy. But his loneliness and misery, his flashes of wit and insight, also aroused my sympathy. Like so many Hemingway family and friends—who drank too much and risked danger—Gregory was a casualty who seemed fated to have an unhappy life or suffer a tragic death. Still, he's survived all his disasters and transformations, and now wanders between Montana and Florida. The family has had four generations of mental illness. Hemingway's granddaughter, Margaux, who committed suicide in July 1996, was the latest casualty. Like the Kennedys, the Hemingways have paid a terrible price for their great gifts.
Jeffrey Meyers
Jeffrey Meyers, FRSL, has published thirty-three books including Robert Lowell in Love (Massachusetts, 2015), The Mystery of the Real: Correspondence with Alex Colville (Sussex Academic, 2016), and Resurrections: Authors, Heroes—and a Spy (Virginia, 2018).
Issue: Spring 1999 Volume 75 # 2

redpajama_set_name: RedPajamaCommonCrawl


A federal ban on bump stocks is long overdue, State Senator Julie Morrison said.
Morrison, a Deerfield Democrat, reacted after news that the U.S. Justice Department will ban bump stocks, which are devices used to increase the rate of fire of semiautomatic weapons, allowing them to fire nearly as fast as machine guns. A bump stock was used in the deadly 2017 Las Vegas shooting that killed 58 people attending a country music concert.
"(The) decision by the Justice Department is long overdue. Bump stocks have no place in our streets or in our communities. These devices were created for one purpose – to inflict as much human carnage as possible," Morrison said.
According to the Justice Department's announcement, bump stock owners will have 90 days after the new regulations are published in the Federal Register to either destroy or turn in their bump stock to the Bureau of Alcohol, Tobacco, Firearms and Explosives.
State Senator Cristina Castro expressed confidence in the next legislative inspector general, a former state's attorney who was named to the post after a unanimous vote.
The Legislative Ethics Commission is recommending Carol Pope be appointed legislative inspector general.
Castro commended current Legislative Inspector General Julie Porter for the work she's done.
State Senator Scott Bennett is renewing his commitment to ensuring that any state gaming expansion includes a facility in Danville.


We went for my husbands company party. Staff was great, room was nice, beds are super comfy. The only complaint I have (and this is pretty much every hotel for me lately) is the coffee is horrible. I can't get myself to drink what's in the room, and even for the breakfast the coffee isn't great.
Just an overnight stop to visit daughter in Danville.
Besides all the extra cost.. parking, wi fi probably would not stay there again.


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Westgate Reservations Walt Disney World Disney's Hollywood Studios
When you walk through the gates of Disney's Hollywood Studios theme park onto Hollywood Boulevard, reality quickly turns into fun-filled fantasy. You'll be met by an eclectic mix of architecture, ranging from neon and chrome to iconic art deco. Welcome to Hollywood, Disney style.
Lights, camera, action! Disney's Hollywood Studios at Walt Disney World near Orlando, FL offers a unique salute to the world of show business — where you'll find all your favorites, from old school Hollywood classics to the best in popular entertainment. Best of all, you're the guest star, so get ready to take center stage on adventures that range from rock 'n' roll fantasy to Broadway-style spectaculars. You'll even find opportunities to go behind the scenes.
Magical Disney vacation packages
6 Themed Areas (and Counting)
The park's main entrance, the boulevard is lined with shops, in a style reminiscent of Hollywood Boulevard in Los Angeles. The street also features parades and attractions such as the replica of the landmark Chinese Theater, The Great Movie Ride and a replica of the Brown Derby restaurant.
Streets of America
Originally a working backlot set, this area features facades that resemble New York City and San Francisco. Attractions include MuppetVision 3D, Honey I Shrunk the Kids: Movie Set Adventure, and Lights, Motors, Action! Extreme Stunt Show.
Representing the "California Crazy" architecture from Hollywood's Golden Age, this area features a small lagoon shaped in the form of one of Mickey's ears. Key attractions include an ABC Sound Studio, Star Wars Star Tours - The Adventures Continue, The Jedi Training Academy, Indiana Jones Epic Stunt Spectacular, Steven Spielberg's Raiders of the Lost Ark stunt show, the Sci-Fi Dine-In Restaurant and more
Pixar Place
An area based on the popular Pixar characters, toys and movies. Modeled after the studio's California campus, the area features Toy Story Mania. An interactive one-of-a-kind 4D attraction, Mania allows guests to ride along and blast moving targets in a midway style shooting game. It is also home Luxo, Jr. a 6-foot audio-animatronic version of Pixar's mascot that performs periodic daily shows.
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Animation Courtyard
This is home to films and characters created by Walt Disney Animation Studios and includes The Magic of Disney Animation, a walk through exhibit, Walt Disney: One Man's Dream, Disney Junior Live on Stage, Voyage of the Little Mermaid and more.
Based on the real Sunset Boulevard, the highlight of this area is the iconic attraction, The Twilight Zone Tower of Terror. Other attractions include the popular coaster - Rock 'n' Roller Coaster Starring Aerosmith - a thrill ride with speeds up to 60 MPH, Beauty and the Beast Live on Stage, and the nighttime show, Fantasmic!
A Galaxy Far, Far Away
Star Wars fans will find a galaxy far, far away right here at the Lake Buena Vista, FL theme park. A variety of Star Wars experiences already exist and more are still to come! You can enjoy Star Wars adventures, visit Star Wars locations, meet Star Wars characters, discover Star Wars movie props and shop for plenty of merchandise.
"Star Wars: A Galaxy Far, Far Away" is performed on Center Stage in front of the park's iconic Chinese Theater and features memorable moments from the Star Wars film saga. Guests can also expect appearances from Star Wars characters such as Darth Vader, Chewbacca, Darth Maul and Kylo Ren.
The live action stage show is just one of the new attractions at theme park. Keep your eyes peeled for the excitement as a Stormtroopers procession takes place several times a day. Captain Phasma will lead a platoon of Stormtroopers from the new Star War Launch Bay attraction through the park to the Center Stage.
The park also features the fireworks show, "Star Wars: A Galactic Spectacular." The nightly tribute features fireworks, pyrotechnics, video projections and special effects including a tower of fire and spotlight beams that create giant lightsabers in the nighttime sky.
Star Tours
The Adventures Continue – updated with details from Star Wars: The Force Awakens film.
Launch Bay
View replica movie props, models & costumes and meet & greets with star-studded Characters like Chewbacca and Darth Vader.
Jedi Training: Trials of the Temple
Once complete, the new themed land will encompass 14 acres at Disney's Hollywood Studios and be the largest, single-themed expansion ever added to a Disney park.
Additional Entertainment
Experience plenty of Frozen Fun - Despite the warm Florida sunshine, you'll find plenty of FROZEN fun at Disney's Hollywood Studios. Join stars Anna and Elsa from the Disney blockbuster film "Frozen" in a special musical extravaganza - For the First Time in Forever: A Frozen Sing-Along Celebration. The royal sisters are also featured in a special procession through the park.
Enjoy Live Performances - You'll also find plenty of other Disney Hollywood Studios stage performances, including Beauty and the Beast – Live on Stage, Disney Junior – Live on Stage, Indiana Jones Epic Stunt Spectacular, and the revved up car adventure, Lights, Motors, Action! Extreme Stunt Show, a fiery extravaganza featuring stunt cars, motorcycles, jet skis and more.
Fantastic Fantasmic! - One of the ultimate highlights at Disney Hollywood Studios Florida is Fantasmic! The mixed media show is staged on an island opposite a massive amphitheater that can hold close to 10,000 guests. The show, starring Mickey Mouse as the Sorcerer's Apprentice from Fantasia, combines lasers, projected images, fireworks, lighting and music to create a stunning spectacle filled with virtually every Disney Character.
On-site dining options at Disney's Hollywood Studios include quick service and table-service options such as PizzeRizzo, Dine with an Imagineer, The Hollywood Brown Derby, The Trolley Car Cafe and more.
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Als Stadtbus wird ein innerstädtisches Verkehrssystem des öffentlichen Personennahverkehrs (ÖPNV) auf Basis der Verkehrsmittel Omnibus beziehungsweise Oberleitungsbus bezeichnet. Stadtbusnetze bestanden zunächst vorwiegend in größeren Städten. Es handelt sich dabei um eine Organisationsform des ÖPNV, die zwischen Stadt- (bzw. Gemeinde- → dann als Ortsbus bezeichnet) und Regionalverkehr (Regionalbusverkehr) unterscheidet.

Für den Stadtlinienverkehr übernehmen die Kommunen Organisation, finanzielle Absicherung und Bestellung (Ausschreibung als ÖPNV-Aufgabenträger) der Verkehrsleistungen. Bei regionalen Strecken sind dagegen die Landkreise oder auf Kreisebene eingesetzte kommunale Verkehrs- bzw. Verkehrs-Service-Gesellschaften zuständig. Die Linien werden heute in sogenannten Linienbündeln ausgeschrieben, wobei Stadtnetze als eigenständige Bündel gelten.

Geschichte
In der Geschichte des Nahverkehrs entwickelten sich zunächst Bahnnetze (Straßenbahn, Kleinbahn, Lokalbahn). Der Kraftomnibus als Nachfolger des Pferdeomnibusses setzte sich ab Ende der 1890er Jahre durch. In größerer Zahl verkehrten Überland- und Stadtomnibusse ab den 1920er Jahren. Stadtbussysteme, also von den Städten selbstverwaltete Busnetze, entstanden nur in Mittel- und Großstädten, meistens als Ergänzung zu Straßen- oder auch U- und Schnellbahnen. Verkehrsträger waren die überregionale Bahn- beziehungsweise Postverwaltung, regionale Verkehrsbetriebe (Stadtwerke, städtische Eigenbetriebe, auch Elektrizitätswerke mit Obus-/Straßenbahnbetrieben) sowie Privatunternehmer.

Großstadt
In Großstädten entwickelten sich Buslinien allgemein als Ergänzung zu bestehenden Bahnnetzen. Busse fuhren aus Vororten wie Bahnen direkt in die Stadtzentren. Mit Entwicklung der Busnetze entstanden zusätzlich Querverbindungen und Ringlinien um die Innenstädte zur Vermeidung von Umwegfahrten über die Zentren. Es wurden auch rein stadtteilbezogen (Ring-)Linien – Quartiersbusse – und Ringlinien aus den Zentren heraus entwickelt.

Ab den 1930er Jahren sah man in Straßenbahnen ein Hindernis für den Verkehrsfluss im Kraftfahrzeugverkehr. Nach den Aufbaujahren als Folge der Kriegsereignisse wurden daher ab den 1960er Jahren viele Straßenbahnbetriebe stillgelegt, die Zeit autogerechter Stadtplanung begann. Es war die Blütezeit der Oberleitungsbusse, die in Deutschland allerdings nur wenige Jahre dauerte. Die Entwicklung von modernen Stadtbahnen bzw. der Ausbau von U- und Schnellbahnen wiesen dem Stadtbus nun wichtige Ergänzungs- und Verteilungsfunktion bei gebrochenen Bedienungsformen zu. Stadtbusse sollten Fahrgastströme an leistungsfähige Linien heranführen (Zuführungsfunktion). Die Linienwege der Busse, Takt-, Fahr- und Betriebszeiten orientierten sich nun an Schnellbahnsystemen, es wurden zentralen Verknüpfungspunkte (Busbahnhöfe) an Bahnstationen gebaut. Dem innerstädtischen Netzsystem aus Bahn und Bus folgten – in Deutschland zuerst in Hamburg – die Tarif- und Verkehrsverbünde.

Neben die Entwicklung, Straßenbahnen in Innenstädten zu unterirdischen Stadtbahnen umzubauen, traten Bestrebungen, auch Busse u. a. durch gebrochenen Verkehr aus Stadtzentren fernzuhalten. Es bleiben dann im städtischen Verkehrsnetz nur wenige Buslinien mit regionaler oder örtlicher Bedeutung übrig. Diesen Weg gingen (und gehen) z. B. Hannover und Köln.

Unterschiedlich lange Fahrzeiten und Frequentierungen der Linien machten Untergliederungen der Angebote sinnvoll. Express- oder Schnellbusse bedienen nur ausgewählte Haltestellen, Direktbusse fahren gezielt Wohngebiete, Wirtschaftszentren, Messegelände oder Universitäten an. Für stark frequentierte Linien wurde eine Qualifizierung als Metrobus eingeführt. Diese verbinden Vorortbereiche direkt mit dem Schnellbahnnetz oder bei fehlenden Bahnanschlüssen mit den Stadtzentren und erfüllen dann schnellbahnähnliche Funktionen (lange Betriebszeiten, hohe Taktdichte, freier Einstieg an allen Fahrzeugtüren). Hamburg hat ein eigenständiges Metrobusnetz entwickelt, Berlin und Braunschweig kombinierten Straßenbahn und ausgewählte Stadtbuslinien zu einem "Metronetz".

In größeren Vorortbereichen mit Schnellbahnanschluss bildeten sich eigene Stadtteilsysteme (z. B. im Berliner Bezirk Spandau). Solche Teilnetze gehen oft sternförmig von einem zentralen Stadtteilbahnhof aus. Stadtteil- oder Quartierslinien dienen zur Erschließung einzelner Stadtquartiere – oft als "Kiezbus" bezeichnet. Das städtische Umland wurde bei enger Bindung an die Städte von Stadtbussen mitbedient. Neben dieser direkten Vorortsanbindung gab es gut ausgebaute Überlandbusnetze mit direkter Bedienung der Stadtzentren. Ab den 1970er/80er Jahren wurde der Überlandverkehr umgebaut und teilweise in Stadtnetze integriert oder qualitativ als Regionalbus an diese angeglichen.

Mittelstadt

Bereits Ende der 1920er Jahre bestehen in größeren Mittelstädten (ab ca. 50.000 Einwohner) Stadtbuslinien. Viele dieser Städte besitzen nach dem Zweiten Weltkrieg (ab 1950er/60er Jahre) gut ausgebaute Stadtbusnetze. Mit dem Rückzug von Klein-, Kreis- und Straßenbahnen übernahmen Überland- und Stadtbusse deren Verkehrsaufgaben. Die Grenzen zwischen Überland- und reinem Stadtverkehr waren fließend, Stadtlinien fuhren über Stadtgrenzen hinaus ins Umland, Regionallinien bedienten den Stadtverkehr. Unterschiede bestanden vorwiegend in der Vertaktung, Fahrgastinformation und der Organisationsform (regional- oder städtisch selbstverwaltet).

Ab Anfang der 1990er Jahre erfolgte eine Neuorientierung des Nahverkehrs. In vielen Mittelstädten – nun auch unter 50.000 Einwohner – wurden eigene Stadtbussysteme entwickelt oder bestehende an neue Erfordernisse (Kostendeckung, Wettbewerbsfähigkeit) und teilweise stark sinkende Fahrgastzahlen angepasst. Zum Vorbild entwickelte sich das im Oktober 1991 eingeführte Bussystem von Dornbirn (Vorarlberg, → Stadtbus Dornbirn). In Deutschland besteht seit September 1994 in Lemgo das erste dieser "modernen" Systeme, es erhielt damals große Beachtung und hat bis heute Vorbildwirkung (→ Stadtbus Lemgo). Ihm folgte einen Monat später die Stadt Lindau. Auch in der Schweiz ist der Begriff Stadtbus zu dieser Zeit populär und Busnetze werden ähnlich (um)gestaltet; beispielsweise verwenden die Winterthurer Verkehrsbetriebe ihn ab 1983 in ihrem neuen Logo.

Kleinstadt
Der Nahverkehr in Kleinstädten ist traditionell sehr eng mit den umliegenden Städten und Gemeinden verknüpft. Einen Großteil der Aufgaben des innerstädtischen Busverkehrs übernehmen daher Überland- bzw. Regionalbusse. Einzelne Stadtbuslinien kamen zum Einsatz um abseits von Stadtzentren liegende größere Wohngebiete oder einen Bahnhof anzubinden. Schon sehr früh wurden hier Kleinbusse eingesetzt, z. B. In Plön, große Stadtbusse verkehrten dann nur im Schülerverkehr.

Etwa gleichzeitig mit der Einführung moderner Stadtnetze in Mittelstädten (Mitte/Ende 1990er Jahre) erfolgte auch in deutschen Kleinstädten eine Neuorganisation der Busverkehre. Im Vordergrund stand dabei die Übernahme der Verkehrsleistungen aus regionaler in städtische Organisation. Einige Städte richteten neue Stadtlinien auf Basis von Bürgerbussen ein (z. B. Espelkamp). Das führte zu erheblichen Einsparungen für die Kommunen, da nur Fahrzeuge, Kraftstoff und Organisationskosten finanziert werden müssen. Ein anderer Weg waren ÖPNV-Sonderformen, d. h. der Einsatz von Anruf-Kleinbussen mit meist stündlichem Takt. Da diese Fahrzeuge nur nach Anforderung tatsächlich fahren, reduziert sich die gefahrene Kilometerleistung erheblich (ein Taktfahrplan wird angeboten, die Bedienung erfolgt jedoch bedarfsorientiert). Ziel war eine möglichst kostendeckende Grundversorgung.

Es gab Versuche, den gesamten Busverkehr ausschließlich mit Anrufbussen bzw. -taxis durchzuführen. Die Stadt Vlotho beispielsweise baute ab 2001 ein Kleinbusnetz mit Bedienung aller Ortsteile ausschließlich per Anruf auf. Nahezu alle Regionalbuslinien wurden dazu gebrochen oder ebenfalls durch Anruflinien ersetzt. So entstand ein übersichtliches Stadtnetz und die Kosten für die Stadt sanken erheblich. Das Angebot verlor durch regionale Umsteigeverbindungen und den zusätzlichen Anruf-Aufwand aber erheblich an Attraktivität, die Fahrgastzahlen gingen insgesamt zurück. 2010 erfolgte ein erneuter Netzumbau, die Kleinbusse wurden wieder weitgehend ohne Voranmeldung eingesetzt, und die Anbindung an den Bahnhof verbessert.

Organisation
Ein Hauptunterschied zwischen Stadt- und Regionalbus besteht traditionell in der Liniengestaltung: Stadtbusse fahren als Durchmesserlinien von einem Außenbezirk durch das Zentrum in einen anderen oder verbinden als Ringlinie mehrere Stadtteile mit dem Zentrum. Wegen der längeren Linienwege in der Region enden Regionalbusse dagegen meistens an zentralen innerstädtischen Umsteigepunkten (ZOB, Bahnhof).

Stadtbussysteme sind allgemein nur auf die Bedienung eines Stadtgebietes ausgelegt, ihre Aufgabe ist die innerstädtische Grundversorgung durch einen öffentlichen Verkehrsträger. Die Netze enden traditionell jedoch oft nicht an Stadtgrenzen, sondern binden das Umland selbstverständlich mit ein. Der Aufbau moderner mittelstädtischer Stadtbussysteme hat teilweise zur Ausdünnung von Umlandverkehren oder deren Ersatz durch Sonderformen (Anruflinien) geführt – als Folge abnehmender Fahrgastzahlen aber auch organisatorischer Zuständigkeiten. Heute verkehren auch diese neuen Stadtlinien zunehmend über Grenzen hinaus und übernehmen damit regionale Aufgaben (z. B. in Soest).

Regional- und Stadtbusnetze können auch zusammengeführt werden. Das Osnabrücker Modell integriert seit 1998 Regionalbusse in das bestehende Stadtnetz. Dadurch können Taktabstände verkürzt und die Auslastung der Busse zumindest innerhalb der Stadt erhöht werden. Nachteilig ist jedoch, dass sich dadurch die Fahrzeiten des Regionalverkehrs durch intensive Bedienung aller städtischen Haltestellen verlängern. Der Regionalverkehr sollte wegen langer Linienwege ein Schnellverkehr sein (Osnabrück setzt daher auch "X"-Busse mit eingeschränkten Zu- bzw. Ausstiegsmöglichkeiten im Stadtbereich ein).

In den Abendstunden und an Wochenenden (Schwachverkehrszeit) werden große Busse oft durch kleinere Fahrzeuge (Midi- oder Kleinbusse) ersetzt, teilweise kommt es zum Einsatz von Anruflinien bzw. Sammeltaxis. Auch die Linienwege können angepasst werden, z. B. mit Ringlinien. Dadurch entstehen unterschiedliche Liniennetze für die verschiedenen Verkehrszeiten (Tages-, Spät-, Früh-, Wochenend-, Nachtnetze). Im Schülerverkehr werden häufig größerer Fahrzeuge – auch Gelenkbusse oder Busanhänger – mit geänderten Linienwegen eingesetzt.

Stadtbussysteme stehen immer in Bezug zu Regionallinien (Regionalzüge, S-Bahn, Regionalbuslinien): die Fahrgäste müssen zum Bahnhof/ZOB gebracht und von dort wieder abgeholt werden (Herstellung von direkten Anschlüssen). In einigen Städten wird allerdings der Übergang zum Regionalverkehr erschwert, beispielsweise um keine Kaufkraft abwandern zu lassen. So bedienen nur einzelne Linien der Systeme von Vechta und Minden den Bahnhof; der Bustreffpunkt liegt weit entfernt davon im Stadtzentrum. Die Stadt Herford (mit dichtem Bahntakt zur Großstadt Bielefeld) hat gemeinsam mit ihrem Verkehrsträger bei der Einführung eines modernen Stadtbussystems 2003 die Busbedienung des Bahnhofs stark eingeschränkt sowie Stadt- und Regionallinien verkürzt.

Besonderheiten moderner mittelstädtischer Systeme

Zum Grundkonzept moderner Stadtbusnetze gehören eine übersichtliche Bedienung aller Orts- bzw. Stadtteile und möglichst direkte Anschlüsse in alle Richtungen an einem zentral am Stadtmittelpunkt gelegenen Umsteigepunkt. Als Grundlage zur Umsetzung dieser Vorgaben wurden Treffpunkt-Bussteige als Anlaufpunkt für alle Linien errichtet. Die Bedienung erfolgt meistens mit Radialnetzen, die nach dem Vorbild großstädtischer Nachtbusnetze der 1980er Jahre aufgebaut sind. Angestrebt wird dabei, allen Linienzweigen eigene Bezeichnungen zu geben; das bedeutet, alle Linien beginnen und enden am Treffpunkt. Um dennoch durchgehende, umsteigefreie Verbindungen zu schaffen, kann im Informationssystem auf durchgehende Verbindungen hingewiesen werden. Alternativ kann ein Bus auch zwei Bezeichnungen tragen, einzelne Zweige lassen sich dann beliebig kombinieren. Beispielsweise werden im westfälischen Rheine jeweils zwei der zwölf ab "Bustreff" im Uhrzeigersinn verkehrenden Linien miteinander verknüpft. In den Fahrplanaushängen wird darauf hingewiesen und die Farbgebung im Liniennetzplan für die verknüpften Linien ist jeweils gleich.

Voraussetzung für diese Konzepte ist jedoch, dass es nur einen zentralen Umsteigepunkt im Stadtgebiet gibt (also z. B. keinen abseits gelegenen Bahnhof als zweiten Umsteigeknoten).

Rendezvous-Systeme

Direkte Anschlüsse bieten Rendezvous-Konzepte nach dem Taktknoten-Prinzip, auch Rundum-Anschluss, Sammel-Anschluss, Zentral-Anschluss oder im Nachtverkehr Nachtstern beziehungsweise Nachtknoten genannt. Alle Fahrzeuge fahren dabei einen zentralen Umsteigeknoten gleichzeitig an. Dieser wird oft Zentrale Umsteigestelle (ZUM) genannt, in Lindau und Neu-Ulm heißt er beispielsweise Zentraler Umsteigepunkt (ZUP).

Es kann dabei um direkte Anschlüsse innerhalb des Busverkehrs oder zwischen Bus- und Schienenverkehr (Schnellbahnen, Straßenbahnen; optimal mit gemeinsamen Bahnsteigen) gehen. Zu unterscheiden ist zwischen Rendezvous als Übergang vom Regional- zum Stadtverkehr, als Anschlussverkehr im Vorortbereich (z. B. Schienenverkehr oder Metrobus zu Stadtteillinien) und Stadtbus-Treffpunkten.
Ausgangspunkt für Rendezvous-Konzepte in mittelstädtischen Stadtnetzen sind die Annahme großer Verkehrsaufkommen zwischen Vorortbereichen und eine hohe Auffächerung der Verkehrsströme auf viele getrennt anzufahrende Bereiche. Hohe Fahrgastaufkommen mit Zielen im städtischen Kernbereich sind ebenso wie ein hoher Anteil an Kurzfahrten in diesem Nahbereich schlechte Voraussetzung dafür (Vermeidung von gebrochenen Verbindungen). Weitere Voraussetzungen:
 es gibt nur einen zentralen Umsteigepunkt (also z. B. keinen Bahnhof außerhalb des Stadtzentrums),
 Anschlüsse an den Regionalverkehr (Regionalbahn, S-Bahn) können gewährleistet werden,
 die Linien werden ungefähr gleich stark genutzt,
 es gibt keine parallel geführten Linienzweige.

Wenn eine durchgehende Hauptlinie (Durchmesserlinie) vorhanden ist – die meistens auch den Bahnhof bedient – entsteht für viele Fahrgäste ein Zeitverlust durch das Abwarten der Anschlüsse. Das Rendezvous sollte dann auf die Nebenlinien beschränkt werden, deren Taktzeiten sich an der Hauptlinie orientieren.

Rendezvous-Konzepte haben einen hohen Platzbedarf, da jede Linie eine eigene Haltestelle benötigt. Dadurch werden in oft engen Innenstädten Busbahnhöfe nötig. Wenn Busse zeitlich versetzt, beispielsweise im 5-Minuten-Abstand fahren, reicht eine Haltestelle für bis zu zwölf Linienzweige aus. Die Umweltbelastung (Lärm-, Feinstaub) durch viele gleichzeitig hintereinander abfahrende Busse ist hoch. Außerdem kann der übrige Verkehr beeinträchtigt werden, beispielsweise durch eine minutenlange Blockierung von Ampelkreuzungen.

Liniennetze

Ein Stadtbusnetz umfasst den Teilbereich des städtischen öffentlichen Personennahverkehrs (ÖPNV), der von Bussen bedient wird. Hierzu gehören neben Stadtbussen auch Schnellbusse, Metrobusse, Direktbusse (z. B. Shuttle-Busse), Teilstrecken von Regionalbuslinien, Nachtbusse, Kleinbus- und Anruflinien. Stadtbusse sind Teil der regionalen Verkehrssysteme. Ihre Netze und Bedienungsangebote müssen sich daher in das umgebende System aus Schnellbahnen, Regionalzügen und -bussen einpassen.

In mittelgroßen Städten haben sich in letzter Zeit neue, übersichtliche Stadtbussysteme mit wenigen Linien, leicht merkbarem Taktbetrieb und direkten Umsteigemöglichkeiten entwickelt. Diese Systeme sind überwiegend stadtorientiert: Ihre Hauptaufgabe ist die Beförderung innerhalb eines Stadtgebietes, beispielsweise in einem Kernbereich und von dort zu Vororten. Starke Verflechtungen mit Umlandgemeinden erfordern allerdings durchgehende Linien aus dem Stadtbereich hinaus. Auch Regionalbusse können in Stadtbusnetze eingebunden sein und auf Teilstrecken Aufgaben des innerstädtischen Busverkehrs übernehmen. Die Integration des Regionalbusverkehrs in Stadtnetze vermeidet Parallelbedienungen und kann dazu dienen, Taktzeiten zu verdichten (ein Beispiel einer kompletten Integration ist das "Osnabrücker Modell").

Die mit Stadtbussen zurückgelegten Fahrtwege sind oft kurz, das gilt besonders in Innenstadtbereichen. Da Umsteigeverbindungen bei Kurzfahrten sehr unattraktiv sind, bieten Durchmesserlinien große Vorteile gegenüber Linien mit Endpunkten in Stadtzentren (z. B. bei Radialnetzen die häufig im Nachtverkehr Anwendung finden). Dünn besiedelte Stadtteile werden mit Kleinbussen (oft als Anruflinien) bedient. Zusätzliche Möglichkeiten für attraktive Angebote oder Sonderverkehre (zu Ausstellungen, Stadtfesten) bieten Direkt- oder Shuttle-Busse, Schnellbusse und Nachtlinien.

Fahrgastinformation

Zur Information über die Angebote gibt es unter anderem Netz- und Tarifpläne und Fahrplankarten. Elektronische Fahrgastinformationssysteme informieren an Haltestellen und in den Fahrzeugen über Fahrtziel, Haltestellen, Anschlüsse, Verspätungen (Dynamische Fahrgastinformation, DFI).

Linienbezeichnungen
Linienbezeichnungen sind ein Teil der Fahrgastinformation und informieren über die Struktur und teilweise über die Qualität des Angebots.

Heute werden meist ein- bis dreistellige Zahlen verwendet, manchmal in Kombination mit Buchstaben. Im Stadtbusbereich bedeutet z. B. ein "C" Citybus, "CE" CityExpress, "M" Metrobus, "S"/"SB" Schnellbus, "X" Expressbus. Der Aachener Verkehrsverbund kürzt in der Linienbezeichnung einiger Städte den jeweiligen Namen mit zwei Buchstaben ab, beispielsweise "EW" für Eschweiler ("EW1" bis "EW4"), "HZ" für Herzogenrath und "WÜ" für Würselen. In Bremerhaven wurden von 1940 bis 1960 Buchstaben verwandt, um die Zweitrangigkeit der Busse, die zunächst nur als Zubringer verkehrten, herauszustellen.

Die Linien werden in Liniennetzplänen farblich gekennzeichnet. Dabei kann bei sternförmigen Stadtnetzen eine farbliche Verknüpfung von mehreren Linienzweigen (die dann oft auch durchgehend bedient werden) für eine bessere Übersicht sorgen. Beispiel: zwei Linien führen aus Vororten ins Stadtzentrum; um aus Übersichtsgründen die Sternförmigkeit zu betonen, werden z. B. die Linienbezeichnungen 4 und 11 verwendet, die Bedienung erfolgt jedoch (überwiegend) durchgehend.

Stadtnetze werden heute meistens getrennt von Regionalnetzen gesehen. Innerhalb eines Verbundbereichs soll es vermieden werden, dass unterschiedliche Städte dieselbe Linienbezeichnung verwenden. Erreicht werden soll eine Qualitätskennzeichnung, bessere Merkbarkeit und Übersichtlichkeit.

Netzpläne

Zur Fahrgastinformation gibt es getrennte Netzpläne für Schnellbahnen und alle übrigen Verkehrsmittel im Stadtbereich (dazu gehören manchmal auch Fähren, Bergbahnen, öffentliche Aufzüge etc.). Da Metrobusse eine Ergänzung zum Schnellbahnsystem sein sollen und schnellbahnferne Stadtteile bedienen, sind sie im U- und S-Bahn-Plan von Berlin enthalten. Das ist auch durch den durchgehenden 24-Stundenbetrieb der Metrobusse begründet.

Auch die in der Betriebsruhe der Tageslinien fahrenden Nachtbusse gehören zum Stadtbusnetz. Für diese meist sternförmig vom Stadtzentrum ausgehenden Linien gibt es ebenfalls getrennte Liniennetzpläne.

Netzpläne enthalten oft Zusatzinformationen – z. B. Takt- und Fahrzeiten, Park-and-ride Plätze (Bike-and-ride) oder touristische Angebote.

Betriebsablauf
Stadtbusse bieten gegenüber Regionalbussen eine dichtere Taktfolge und Beschleunigungsmaßnahmen (z. B. Busspuren, Fahrkartenautomaten, spezielle Ampelschaltungen). Leicht merkbare Abfahrzeiten an Umsteigepunkten – orientiert am Regionalverkehr – erleichtern die Nutzung. Stark frequentierte Linien lassen sich qualitativ unterteilen: parallel geführte Schnell- oder Direktbusse bedienen nur ausgewählte Haltestellen.

Als Folge des schaffnerlosen Betriebes erfolgte in den 1970er / 1980er Jahren bei vielen Verkehrsbetrieben größerer Städte eine Umstellung auf einen freien Ein- und Ausstieg an allen Fahrzeugtüren. Diese Freizügigkeit führte zu einem Anstieg bei der Zahl von Schwarzfahrern. Die Abwägung zwischen einer Rückkehr zum Fahrgastfluss mit ausschließlichem Einstieg beim Fahrer sowie Fahrscheinsichtkontrolle und einer schnellbahnähnlichen Beförderung mit hohem Aufwand für häufige Fahrscheinkontrollen wird zunehmend für den Fahrgastfluss entschieden. Damit entsteht im Betriebsablauf ein großer Unterschied zwischen Bus- und Bahnangeboten (Straßenbahn, Stadtbahn etc.), der die Attraktivität von Stadtbuslinien gegenüber Bahnen einschränkt.

Entsprechende Entwicklungen hatten auch in der DDR vergleichbare Ergebnisse. Hier wurde ab Ende der 1970er Jahre das Zahlbox-System durch einen ausschließlichen Fahrscheinverkauf in Verkaufsstellen und Lochentwerter ersetzt, um damit hohen Schwarzfahrerzahlen zu begegnen. Man konnte nun allerdings nicht mehr spontan mitfahren, sondern musste vorher Fahrscheine (meist Mehrfahrtenkarten) besorgen.

Takt und Betriebszeiten
Zu unterscheiden ist zwischen Betriebs-, Takt- und Abfahrzeiten bzw. -fahrplan. Es gibt reine Alltagslinien, Frühbusse, Berufsverkehrs-, Schulbus-, Freizeitlinien, Abendbusse (Disco-, Kulturbusse), Nachtlinien. Ein übersichtliches Stadtbusangebot für alle Aufgaben mit langen Betriebszeiten verbessert Nutzungsmöglichkeiten und Bekanntheitsgrad ist eher in Großstädten gegeben. Ein 12- oder 40-Minuten-Takt ist ungünstig, da die jeweiligen Abfahrtzeit nicht leicht merkbar ist. Die Integration in einen integralen Taktfahrplan (ITF) verknüpft den Schienen- und Stadtbusverkehr optimal.

Für den Betrieb am späten Abend, nach Mitternacht und am frühen Morgen (sonntags oft bis 8 Uhr früh oder sogar 13 Uhr) wird das Netz auf wenige Linien eingeschränkt – eine Spätverkehrslinie fasst mehrere Tageslinien zusammen. Nachtbusse fahren oft nur in den Nächten von Freitag auf Samstag und vor Sonn- und Feiertagen zwischen Mitternacht und 3 Uhr, in größeren Städten auch länger. Frühbusse sind in einigen Städten noch vor der Betriebsaufnahme des normalen Tagesbetriebs unterwegs. Im Spät- und Wochenendverkehr können Kleinbusse, Taxis (AST) oder Anrufbusse zum Einsatz kommen.

Haltestellen
Zentrale Busbahnhöfe sind mit Bahnhöfen vergleichbar: Überdachung, Sitzgelegenheiten, Informationssysteme, Abfahrtspläne, Info-Center etc. Die einfache Haltestelle sollte ebenso Sitzgelegenheiten, Papierkorb, Informationstafel, einen übersichtlichen Fahrplan (Design) und möglichst ein Wartehäuschen besitzen. Mit Fahrradständern für Bike-and-ride – besonders von Schülern viel genutzt – kann der Einzugsbereich einer Haltestelle vergrößert werden. Erhöhte Bordsteinkanten sind ebenfalls Standard. Haltestellen müssen bei Dunkelheit ausreichend beleuchtet sein, das gilt auch für Linienbezeichnungen und Fahrwegangaben auf den Haltestellenschildern.

Für moderne Stadtbussysteme in Mittelstädten werden in zentraler Lage überdachte Bussteige als Treffpunkt errichtet. Diese erlauben ein direktes Umsteigen ohne Zeitverlust für Rendezvous-Systeme. Ein Überqueren von Fahrbahnen zwischen haltenden Bussen (vgl. Bild Herford) wird so vermieden. Der Platzbedarf ist jedoch hoch.

Fahrzeuge

Wichtig für ein Stadtbusnetz ist ein hoher Bekanntheitsgrad in der Bevölkerung. Die Busse müssen daher sofort als Stadtbus erkennbar sein und im Stadtbild eine möglichst hohe Präsenz aufweisen. Großflächige Werbung an den Fahrzeugen steht dem entgegen. Aus diesem Grunde verzichten viele Verkehrsbetriebe auf komplett mit Werbung "zugeklebte" Fahrzeuge. Dies gilt auch als ein Qualitätskriterium für Ausschreibungen bzw. die Vergabe der Linienbündel durch die Städte. Einige kommunale Verkehrsbetriebe oder Stadtwerke geben das Erscheinungsbild der Fahrzeuge durch Farb- und Musterangaben sowie Logos genau vor. Das Markenzeichen des Stadtbus Lemgo ist beispielsweise die himmelblaue Farbe der Busse und auch Haltestellen.

Als Stadtbus kommen spezielle Fahrzeugtypen unterschiedlicher Größe (Gelenk-, Midi-, Kleinbusse) zum Einsatz – vgl. dazu den Artikel Stadtbus (Fahrzeug). Besonders hervorzuhebende Merkmale sind: Niedrige Einstiegshöhe sowie Platz für Gepäck, Kinderwagen, Rollstuhl (ausfahr- oder klappbare Rampe), Fahrrad, Skier (in Wintersportgebieten).

Tarifsysteme
Stadtbussysteme sind meistens in Tarifverbünde einbezogen. Gegenüber Gemeinden ländlicher Bereiche sind Stadtgebiete jedoch erheblich größer. Ein Waben- oder Zonentarif trifft auf Grenzen, wenn übersichtliche und einheitliche Stadttarife angestrebt werden. Für größere Städte gibt es daher oft Tarifbesonderheiten, z. B. leicht erhöhte Einzeltarife (Münster) oder Zonenteilungen nur für Zeitkarten (Hamburg). Der Erfolg von Stadtbusnetzen liegt beispielsweise in Bad Salzuflen oder Detmold auch in durch die Städte ermäßigten Zeitkarten (Umweltabo, 9-Uhr-Monatskarten).

Weiterentwicklung
Die Weiterentwicklung der Stadtlinien führt
 zu speziellen Spät-, Nacht- und Freizeitnetzen (samstags ab ca. 15 Uhr, sonntags)
 zur Integration von Regionallinien in Stadtbusnetze – Regionalbusse übernehmen Aufgaben von Stadtbussen (z. B. Stadtbus Osnabrück)
 zur qualitativen Gliederung:
 Express- bzw. Schnellbuslinien (parallel zum normalen Stadtbus)
 Direktbusse (z. B. Shuttle-Busse zum Messegelände, Flughafen, Bahnhof)
 Metrobuslinien als komfortable Ergänzung zu Schnellbahnnetzen oder Direktverbindung ins Stadtzentrum (dichter Takt, lange Betriebszeiten: MetroBus Hamburg, Berlin, München)
 Anruflinien (Taxibus, Rufbus u. Ä.) für wenig nachgefragte Linien in dünn besiedelten Gebieten zum Normaltarif oder mit Zuschlägen,
 Anrufsammeltaxis (AST, ASTax) als Ersatz für Busse zu verkehrsschwachen Zeiten

Beispiele
"Stadtbus"-Linien werden in Deutschland z. B. betrieben in Bad Salzuflen, Dormagen, Goslar, Lemgo, Lindau, Nürnberg, Rheine, Schwäbisch Gmünd, Schwäbisch Hall, Schweinfurt, Überlingen (Bodensee), und Vechta, in Österreich z. B. in Dornbirn und in der Schweiz z. B. in Winterthur.

Der Stadtbus in historischen Ereignissen

Busboykott von Montgomery
Im Jahr 1955 führte die Weigerung der afroamerikanischen US-Bürgerrechtlerin Rosa Parks in Montgomery (Alabama), ihren Platz in einem Stadtlinienbus für einen weißen Fahrgast zu räumen, zu langanhaltenden und erfolgreichen Protesten gegen die Rassentrennung in öffentlichen Verkehrsmitteln der USA. Der Busboykott von Montgomery war ein Schlüsselereignis im Kampf gegen die allgemeine Rassentrennung.

Gladbecker Geiseldrama
In Deutschland erlangte im August 1988 das mehrtägige Gladbecker Geiseldrama traurige Berühmtheit. Bei diesem Vorfall kam ein Stadtbus der Bremer Straßenbahn AG in die Gewalt der beiden Akteure; im weiteren Verlauf wurden zwei Fahrgäste getötet.

Literatur und Weblinks
 Eberhard Nickel, ohne Jahresangabe: Umschau über die vorhandene Literatur zum Thema "Busverkehrssystem"
 Ministerium für Wirtschaft und Mittelstand, Technologie und Verkehr des Landes Nordrhein-Westfalen: Busverkehre in Klein- und Mittelstädten. Neue Chancen für den Bus. Düsseldorf 1999, mit Glossar
 Müller-Hellmann, Adolf u. a.: Stadtbus - mobil sein in Klein- und Mittelstädten. Verband Deutscher Verkehrsunternehmen (VDV): Blaue Buchreihe des VDV 6. Alba-Fachverlag. Düsseldorf 2000. ISBN 978-3-87094-642-5. Inhaltsverzeichnis: d-nb.info
 EU-Projekt Proceed: Ergebnisbericht 4: Leitlinien für einen qualitativ hochwertigen Stadtbusverkehr in Klein- und Mittelstädten in Europa. Aachen 2009
 Stadtbus auf infoportal.mobil.nrw.de, Stand 28. Dezember 2022

Siehe auch
 Regionalbus
 Fernbus

Weblinks

Einzelnachweise

Omnibustyp


text:
Where's your child?
(thing) by Ashley Pomeroy Fri Jul 20 2001 at 15:48:43
A classic acid house record by Bam Bam, whose real name Chris Westbrook. It was released in 1988 on Westbrook Records, and re-released frequently since (most recently in 2001 with Bam Bam's only other classic 'Give it to Me').
It is unusual and interesting for being extremely menacing and mysterious, although it is often forgotten that most early acid house sounded surprisingly dark, given the vast amounts of ecstacy induced at the time - the song consists of a minimalist three-note tune with a deep voice intoning the lyrics 'Where's your child?', 'All alone, nowhere to be found', 'People don't like to be... left alone... especially when they don't know right from wrong' repeatedly, over the sounds of babies crying and glasses smashing. Captain Beefheart did not dance, but his beat lives on.
Presumably the song is a terrible choise to listen to whilst on LSD.
No noder left behind I didn't want to know where I was conceived fortune cookies Dream Log: September 1, 2006
Inverted Jenny
Roe has got to go
Chronology of Library Development in Antiquity
Things nobody tells you about the south pole