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Metrobus (Washington, D.C.)
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Metrobus is a bus service operated by the Washington Metropolitan Area Transit Authority (WMATA). Its fleet consists of 1,595 buses covering an area of 1,500 square miles (3,900 km2) in Washington, D.C., Maryland and Virginia.[2] There are 269 bus routes serving 11,129 stops, including 2,554 bus shelters.[2] In 2016, Metrobus provided approximately 123.6 million trips.[2] On a typical weekday in June 2017, it provided more than 390,000 trips.[3]
WMATA Metrobus
Washington Metropolitan Area Transit Authority BRT buses that are painted in the newer Local and Express paint schemes.
WMATA
February 4, 1973; 46 years ago (1973-02-04)[1]
Washington Metropolitan Area
Local, Express, Limited Stop & Bus Rapid Transit
11,129[2]
1,595[2]
Daily ridership
390,746[3]
Annual ridership
123,675,724 (2016)[2]
Diesel, Diesel-electric Hybrid, CNG, Electric
Paul Wiedefeld
www.wmata.com
FaresEdit
As of June 25, 2017, the Metrobus fare structure is as follows:[4]
Local bus within the District of Columbia, Central Maryland and Northern Virginia, (except as noted below): $2 (using cash & SmarTrip)
Express bus: $4.25 (using cash & SmarTrip)
Express Airport buses 5A and B30: $7.50
Discounts are available for senior citizens, people with disabilities and DC students.(*must have valid ID)
Up to two children, per paying adult, under 5 years of age ride for free. Children at least 5 years of age pay adult fare.
Express routes: 11Y, 17B, 17G, 17H, 17K, 17L, 17M, 18G, 18H, 18P and 29W.
Transfers and passesEdit
A Metrobus operating the 23A northbound route is seen driving on North Glebe Road in Arlington County, Virginia.
All Metrobuses have SmarTrip card readers which automatically deduct the correct fare from a rider's SmarTrip card (including transfer credit). SmarTrip cards are sold in Metrorail stations, the Metro sales office at Metro Center station, and regional commuter stores. Formerly, Metrobus issued paper transfers which gave the rider free transfers to any regular bus for two hours. Effective January 4, 2009, bus and rail riders must use a SmarTrip card to receive the automatic rail-to-bus transfer credit. If a bus rider pays with cash, they must pay full fare again when transferring to another bus. Bus-to-bus free transfer time for regular buses was also increased to three hours on this date. Transfer is allowed to other Metrobus routes or routes of other regional operators, but Express routes have different requirements. On June 27, 2010, the transfer window was reduced from 3 hours to 2 hours.[5]
Cost of bus fare using SmarTrip
to Local Buses[Note 1]
to Express Buses[Note 2]
(Metrobus, Fairfax Connector, or Ride-On)
to PRTC routes
Washington Metro $2.00[6] $4.25[6] $4.75 to PRTC OmniRide (full SmarTrip fare)
$2.40 to PRTC MetroDirect (full SmarTrip fare)
Metrobus:
All local routes Free $2.25 $3.50 to PRTC OmniRide
$1.15 to PRTC MetroDirect
Arlington Transit (ART)
Connect-A-Ride
(except routes 393, 394, 395, 480, 599, 698, and 699)
Ride-On (except route 70)
Free $2.25 N/A
Fairfax Connector routes 393, 394, 395, 480, 599, 698, and 699
Ride-On route 70
Metrobus express routes
PRTC OmniRide Free Free N/A
CUE Free $2.25 N/A
^ Local Buses: Metrobus local routes, Ride-On (except route 70), The Bus (Prince George's County), DC Circulator, Fairfax Connector (except Routes 393, 394, 395, 480, 599, 698, and 699), Connect-A-Ride, Fairfax CUE, DASH and Arlington Transit.
^ Express Buses: Metrobus express routes, PRTC OmniRide, PRTC MetroDirect, Ride-On route 70, Fairfax Connector routes 393, 394, 395, 480, 599, 698, and 699.
Current active fleetEdit
The interior of a New Flyer D40LFR Suburban
On July 4, 2018, WMATA awarded a 5-year contract to New Flyer for up to 694 buses, order consist of forty-foot CNG, forty-foot clean diesel, sixty-foot CNG, and sixty-foot diesel heavy-duty transit buses.[7] These new buses will replace Metro's older Orion V buses, which were delivered in 2000, and Metro's older Orion VII CNG buses, which were delivered in 2005–2006. Red/Silver painted buses will be used on local routes and Blue/Silver buses will be used on limited stop routes. These buses will have either "Local" or "MetroExtra" on the top of each side of the bus for easy identification.[8] The numbering represents its region of operation. To differ the regions numbering system, most Maryland letters is "prefix" to the route number and Virginia letters is "suffix" to the "number" of the route. An example is: F12 (Maryland), 16C (Virginia), 36 (DC), A2 or C4 (DC and Maryland), Information can be found here.[9]
WMATA is adding a total of 533 hybrid buses to replace its diesel bus fleet. Each new "New Flyer Xcelsior XDE40" bus costs $571,737 and is expected to break down less frequently as well as offer greater fuel economy. With the latest purchase of 152 hybrid buses for $89.3 million from New Flyer of America, WMATA's Metrobus fleet will consist of 297 diesel buses, 800 hybrid buses and 458 natural gas fueled buses.[10]
Manufacture Model
Fleet Number
Fuel Propulsion
Powertrain (Engine/Transmission)
Orion Bus Industries
Orion V (05.501) 40 ft (12.19 m)
(132 buses)
Detroit Diesel S50EGR
Allison B400R
These buses were temporarily brought back into revenue service as 6301-6375 were transferred to Cinder Bed Division.
Replaced the 1979 GMC RTSs.
Last order of 40-ft high-floor buses for WMATA.
Being phased out and are being replaced by the 2019 XD40s.
Andrews (2172, 2176, 2177, 2190, 2193, 2194, 2196, 2197, 2200, 2205, 2227)
Bladensburg (2101, 2107, 2108, 2119, 2124, 2125, 2130, 2137, 2144, 2147, 2149, 2209)
Montgomery (2140, 2152, 2159, 2160, 2164)
Shepherd Parkway (2156)
Landover (2105, 2113, 2114, 2116, 2136, 2212, 2214, 2216)
Orion VII (07.501) 40 ft (12.19 m)
2501–2685, 2701–2730
Cummins Westport C Gas Plus
Voith D864.3E
2674-2685 were originally painted in the REX scheme until 2014 being replaced by the 2010 DE40LFAs 6550-6561 during rehabilitation
2701–2730 have high-back suburban seating with overhead luggage racks being used on the 5A.
Being retired and are being replaced by the 2018 and 2019 XN40s
2616, 2626-2627, 2629, 2636, 2640-2641, 2643-2644, 2646, 2650-2651, 2655, 2658, 2668, 2670-2673, 2677-2685, 2701-2703, and 2705-2730 remain in service.
Bladensburg (2616, 2626-2627, 2670-2673, 2677–2685)
Four Mile Run (2629, 2636, 2640-2641, 2643-2644, 2646, 2650-2651, 2655, 2658, 2668, 2701–2703, 2705-2730)
Orion VII (07.503) 30 ft (9.144 m)
(35 buses)
Voith D864.3
Replaced the 1989 Flxible buses.
Bladensburg (3001–3018, 3020–3027)
Four Mile Run (3019, 3028–3035)
New Flyer Industries
DE40LF 40 ft (12.19 m)
Diesel-electric Hybrid
Cummins ISL
Allison EP 40 hybrid system
Replaced some of its 1986–1987 Flxible buses
First Diesel-electric Hybrid buses that WMATA ordered
Repainted in the Local scheme between 2014 & 2015
Landover (6001–6015)
Montgomery (6016–6039)
DE40LFR 40 ft (12.19 m)
Replaced some 1986–1987 Flxible buses
6040 was repainted into the MetroExtra livery following an accident in 2009.[11]
6041–6050 were repainted into the standard red livery between 2014 & 2015
D40LFR 40 ft (12.19 m)
Cummins ISM
Replaced the remaining 1986–1987 Flxible buses, and all of its 1988 Flxible buses
6206–6217 have high-back suburban seating with overhead luggage racks. In 2010, 6212–6217 were repainted into the blue express livery, had extra luggage racks installed and assigned to route B30, replacing older buses that formerly served the route (Orion Vs 4390–4395).
6206 was retired due to damage from an accident in 2011.[12]
6101–6211 were repainted in the Local scheme between 2013 & 2015
Southern Ave (6104–6136, 6186-6187)
Bladensburg (6151, 6155, 6157, 6160–6161, 6163-6164, 6167, 6168, 6172)
Montgomery (6147, 6149–6150, 6153–6154, 6156, 6158–6159, 6171, 6173, 6189, 6191)
Shepherd Parkway (6101-6103, 6137–6146, 6148, 6152, 6162, 6165–6166, 6169, 6170, 6174-6185, 6190)
Landover (6188, 6192–6217)
C40LFR 40 ft (12.19 m)
2801–2816 are painted in MetroExtra livery.
Bladensburg (2801–2821)
Four Mile Run (2822–2825)
60-BRT 60 ft (18.29 m)
Cummins Westport ISL G
Replaced the 1995 NABI American Ikarus buses
First buses to be painted in the Red Local Scheme
Units only in reserve fleet now
To be replaced by the 2020 XD60s
Bladensburg (all units)
DE40LFA 42 ft (12.80 m)
Allison EP 40 Hybrid System.
Replaced many Flxible buses
6413–6461 are painted in the MetroExtra livery. Bus number 6387 was rehabilitated as a MetroExtra bus but is painted in the standard red livery.
6367 was retired due to a fire related incident.[13]
As of June 22, 2018, 6301–6312 were repainted into the REX scheme, replacing the 2010 DE40LFA buses (6550–6561), the latter of which were rehabilitated and repainted back into the red local scheme.
6301–6375 were transferred to Cinder Bed Road division on December 30, 2018.
Cinder Bed (6301–6375)
Shepherd Parkway (6376–6423)
Replaced the remaining 1995 NABI American Ikarus buses
Currently being overhauled.
5437, 5441, 5444, 5449, and 5450-5452 are remaining unrehabbed. All other buses are currently refurbished.
5451 was retired due to an accident on August 20, 2017.[14]
5447 is out of service due to a smoke related incident
Montgomery (All Units)
DE35LFA 37 ft (11.28 m) 3751–3770
Replaced the 1991 Flxible buses
West Ox (3758–3770)
Replaced the remaining Flxible buses
6550–6561 were repainted into the REX scheme between August and October 2014, replacing the 2006 Orion VII CNG buses (2674–2685) that were originally assigned to the REX route; the former reverted to regular red Metrobuses following rehabilitation and were replaced by the 2009 DE40LFA units (6301–6312) during rehabilitation
6487 was retired due to a garage incident.
6462–6472 were repainted in the blue MetroExtra livery following rehabilitation, all of the remaining MetroExtra buses that were previously in the standard red livery (6473–6486) were reverted to regular red Metrobuses following rehabilitation.
Andrews (6473–6491, 6528–6538)
Western (6492–6527)
XDE40 40 ft (12.19 m)
Cummins ISL9 (7001–7100); Cummins ISB6.7 (7101–7152)
Allison H 40 EP Hybrid System (7001–7100)
BAE System HybriDrive Hybrid System (7101–7152)
Delivered to WMATA throughout the year of 2011
Entered service between late 2011 and early 2012
7091–7100 are in the MetroExtra livery.
7086–7090 were repainted into the MetroExtra livery between September and October 2014.
7101–7152 are the first New Flyer XDE40 buses with the Cummins ISB6.7 engine & BAE System HybriDrive Hybrid System transmission.
7004 was rehabbed around 2018.
7100 is out of service after crashing into a traffic light pole on February 14, 2019.[15]
Currently getting rehabbed
Bladensburg (7086-7091)
Andrews (7092–7100)
Cummins ISL9
Allison H 40 EP Hybrid System
Replaced the 2000 Orion VIs & most 1997 Orion Vs.
7153–7167 features KIEL Centra Seats
7255 is out of service after a tree fell on the bus.[16]
7251 was rehabbed early in August 2018
Orion VII BRT (07.503) 30 ft (9.144 m)
Cummins ISB6.7
BAE System HybriDrive Hybrid System
Replaced the 30-foot Orion Vs.
3082–3087 were painted in a green TAGS livery in late 2016
30 ft (9.144 m) 3036–3062
Landover (3036-3040)
Southern Ave (3041–3044)
42-BRT (42-BRT.08) 42 ft (12.80 m)
Cummins ISL9 (8001–8095)
Cummins ISL 330 HP (8096–8105)
Replaced most 1997 Orion Vs.
8002–8014 were originally assigned to the Metroway route, but were replaced by New Flyer XN40s 2981–2993, which were repainted into the Metroway livery in December 2016.
8096–8105 have Cummins ISL 330 HP engines.
8055 is out of service due to damage from an accident.[17]
8066 is out of service following an accident in 2017
On November 29, 2017, WMATA announced that buses would be gradually put back into service, after being out of service for 2 months because of faulty electrical equipment.[18]
Cummins ISL 9
Replaced the 2002 Neoplan AN460s.
First buses to feature white LED destination signs.
Some units have been moved to Bladensburg due to structural damage at Northern.
5470 is out of service due to repairs.
Montgomery (5460-5466)
XN40 40 ft (12.19 m)
Replaced all C40LFs.
2915 is currently out of service for repairs.
2981–2993 are assigned to the Metroway route; they displaced older buses used for the service (NABI 42-BRTs 8002–8014).
All XN40s (2830–2993) were removed from service in late March 2018 due to a report of engines cutting off at low speed, but began carrying customers in service again on April 23, 2018.[20]
Some units are being moved back to Four Mile Run due to the delivery of the 2019 XN40s
XDE40 40 ft (12.19 m) 7300–7409
Replaced all remaining 1997 Orion Vs and replaced some 2000 Orion Vs.
XE40[21] 40 ft (12.19 m)
(1 bus)
Siemens ELFA permanent electromagnetic motor rated at 215 hp
200 kilowatt-hours of energy stored in lithium-ion batteries
First all-electric transit bus in the WMATA bus fleet.
Arrived on September 26, 2016
Entered Service on May 25, 2017.
XN40[22] 40 ft (12.19 m)
Cummins L9N
Enter service on May 8, 2018.
Replaced some 2000 Orion Vs and the 2005 Orion VII CNGs.
Four Mile Run (all units)
XDE60[23] 60 ft (18.29 m) 5481–5492
Cummins L9
Entered service on December 13, 2018 on Route X2.
Some units entered service on January 2, 2019 at Shepherd Pkwy division for rush hour service on route W4
Entered service on March 23, 2019 on Route 80 (3204)
To replace remaining 2005-2006 Orion VII CNGs
3235 is currently out of service following an accident while on delivery in January 2019[24]
3224 is out of service following damage from a collision with a truck on June 1, 2019[25][26]
Future fleetEdit
Clean Diesel
Allison B3400XFE
First WMATA New Flyer Xcelsiors to have a short streamline roof.
To feature Multicolored LED destination signs.
To feature non open frameless windows.
To feature USSC style seats.
Currently being delivered. First pilot bus is 4450.
4456 was displayed at the Washington Auto Show.
To replace some 2000 Orion Vs.
To be delivered to Montgomery and Landover divisions
3275?-3349?
To replace all remaining 2006 Orion VII CNGs (#2700s and #3000s).
XD40 40 ft (12.19 m) 4475?-4499?
(25 buses?)
To replace remaining Orion Vs
XD60 60 ft (18.29 m) TBA
To replace the 2008 NABI 60 BRT CNGs.
Note: In 2015, the rest of the NABI BRT order was converted to the New Flyer Xcelsior order, due to New Flyer discontinuing production of its NABI-branded buses.
Retired fleetEdit
These buses were served by WMATA at one point but were replaced by newer and more efficient buses after serving at least 8 years. Some buses were preserved and some were acquired by museums while the rest of the fleets were scrapped.
Year Retired
Old Looks
1912 is preserved at Landover Metrobus Division.
(5724 Buses)
Detroit Diesel 6V71N
Allison VH
1990s–2000
4920–4944, 5700–5744 were 1959 models (first buses that was retired in the 1990s)
2525–2539, 4700–4799 were 1960 models
2540–2554 were 1961 models
1301–1324, 2555–2569, 3301–3313, 5800–5874, 5900–5974 were 1962 models
1401–1420, 3314–3318, 6300–6381 were 1963 models
2578–2607, 3250–3251, 3501–3527, 6500–6579 were 1965 models
3801–3840 were 1968–1969 models
1151–1180 were 1973–1974 models (last buses that was retired in 2000)
1400 and 1461 are preserved at Landover and Bladensburg Metrobus Divisions
6481 is at the Seashore Trolley Museum
AM General Metropolitan
Detroit Diesel 8V71N, Allison VS1-8, Allison VS28
Detroit Diesel 6V71N, Allison VS2-6
7535 is preserved in the Virginia Commonwealth Coach and Trolley Museum.[27]
Flxible
(53096 Models)
Allison V730
Replaced by the 1997–2000 Orion V buses
RTS II
Detroit Diesel 6V92TA
Originally equipped with 6V71N engines.
9112 is preserved at Landover Division.
Replaced by the 2000 Orion V and 2000 Orion VI buses
SG 220 5001–5143
D2566 MLUM
Renk-Doromat 874B
First articulated buses that WMATA operated
Replaced by the 1995 NABI/ American Ikarus buses
Neoplan USA
Allison HT-747
These buses were 60 ft.
Replaced by the 1995 NABI/ American Ikarus buses and 2002–2003 Neoplan buses
Flxible Metro A
8700–8799 & 8950–8975 were without wheelchair lifts (retired mid to late 2005)
8800–8922 were with wheelchair lifts (retired between mid to late 2005 & throughout the year of 2006).
Replaced by the 2005–2006 Orion VII CNG and 2005 New Flyer DE40LF
Flxible Metro B
9201–9239 were with wheelchair lifts (retired between mid to late 2005 & throughout the year of 2006)
9251–9289 were without wheelchair lifts (retired mid to late 2005)
Replaced by the 2005–2006 Orion VII CNG and 2006 New Flyer D40LFR
Gillig
Allison HTB-748
These buses were 30 ft.[28]
5090 is preserved by the Seashore Trolley Museum
Replaced by the 30 ft 1999 Orion V
These buses are 30 ft.
Replaced by the 30 ft 2006 Orion VII CNG
Were with wheelchair lifts.
40 ft buses.
9318, 9352, 9357, 9386, and 9408 kept the original taillights, even after getting repainted.
Replaced by the 2010 New Flyer DE40LFA and 2011 New Flyer XDE40s
(43 Buses) 2006–2007
Were without wheelchair lifts.
All units retained their original wraparound taillights.
Replaced by the 2006 New Flyer DE40LFR, and the 2007 New Flyer C40LFR
(18 Buses) 2009
9485, 9493 & 9497 were sold to TheBus keeping the same numbers.
9489 had the round LED brake lights still in the 2nd generation scheme.
9490 was repainted in the 3rd generation scheme, but retained its original wraparound taillights.
Replaced by the 2009 New Flyer DE35LFA
Orion V (05.501)
Detroit Diesel Series 50 EGR
Originally had Detroit Diesel 6V92TA engines & Allison HTB-748 transmissions.
Originally came with conventional bulb taillights as well as darker painted steel wheels.
9619 was the first to be painted in the 3rd generation scheme as a prototype in late 1996, having LED taillights.
4 units were sold to TheBus and were renumbered 8033–8036 around 2006–2007.
Flxible Metro D
9704 was retained and painted into Metro's roadeo bus.
Originally came with the original wraparound taillights
9773 retain the original wraparound taillights
Cummins M11E (9801–9819)
Detroit Diesel Series 50 (9820–9835)
9801–9819 were originally powered by Cummins L10 engines.
Last buses to come with the darker painted steel wheels.
Flxible Metro E
Detroit Diesel Series 50
Allison VR731RH
First buses to originally come with ALCOA Aluminum wheels, but after a few years these wheels got replaced with steel wheels.
Last Flxible buses operated by WMATA.
NABI/American Ikarus
436.06 5201–5245
Cummins M11E
Replaced the 1979 and 1983 MAN Articulated buses
Originally had ZF 5HP600 transmissions
Replaced by the 2008 NABI 60 BRT buses and 2009 New Flyer DE60LFA's
Replaced by 2012–2013 New Flyer XDE40s, 2015–2016 New Flyer XDE40s, & 2014 NABI 42 BRTs.
4388–4412 featured suburban styles seats
4271 was repainted into the Metro 4th Generation paint scheme, only used for rodeo purposes at Landover division.
4408 & 4412 are being used as training vehicles.
These buses were 30 ft
Replaced the 1988 Gillig Phantom buses
Replaced by the 2012 Orion VII BRTs, both Diesel and Diesel-Electric buses.
30 units were sold to Ride On and were retired in 2014.
Orion II (02.501)
Cummins ISB
Allison AT-545
Two buses originally preserved but were scrapped around 2013–2014.
Orion VI (06.501)
Last 40 ft buses that operated on pure diesel before switching to Clean Diesel, Clean Natural Gas buses and Diesel-Electric Hybrid buses in its future bus models.
First low floor buses that WMATA ordered.
These buses were suddenly retired on April 17, 2012 after engine fires took place on two buses in a span of five days.[29][30]
Replaced by 2012–2013 New Flyer XDE40s.
C40LF
Cummins Westport C Gas Plus (2300–2399 & 2401–2462)
Doosan GK-12 (2463)
John Deere 6081H (2464)
All buses were originally powered by John Deere 6081H engines. Bus number 2464 is the only bus to keep its original engine.
2464 was repainted into the MetroExtra scheme following rehabilitation and kept its John Deere 6081H engine.
First Compressed Natural Gas buses that WMATA operated.
Originally came with steel wheels, but were later changed to aluminum wheels after getting rehabbed and repainted.
Replaced by the 2015–2016 New Flyer XN40s.
Thomas Dennis
SLF230
(4 Buses)
These buses were operated for City of Falls Church for services between East and West Falls Church under the "GEORGE" brand
These buses were transferred to Arlington Transit on July 6, 2009 and were renumbered to 5296-5299.[31] These buses were repainted to the ART scheme in 2010, when the GEORGE bus system was suspended, and retired between 2012 and 2013.
Last buses that operated on pure diesel
Only 5301, 5306, 5309, 5320 and 5321 were rehabbed. All were repainted.
WMATA's last order of high-floor buses.
Replaced by the 2015 New Flyer XDE60s.
DivisionsEdit
Metrobus's old/ original stop marker design, seen here at Glenmont station. Sign used by WMATA's Metrobus System from 1973, all the way up until June 2012.
Metrobus's new stop marker design as of June 2012. Seen here is an example of WMATA's newly designed Metrobus stop at the BWI Business District light rail station.
There are 10 divisions (a.k.a. Depots, garages, yards or lots) in the Metrobus system. Two of them are open on weekdays only and one is being planned to open soon.
Andrews Federal Center (A) [32] 7541 Andrews Federal Campus Dr, Camp Springs, MD 20746 175
Opened on June 23, 2019
Heavy repair & overhaul facility.
Serves Southwest D.C. & Southern Prince George's County, Maryland
Bladensburg (B) 2251 26th St NE, Washington, DC 20018 257
Largest lot in the system
Serves Northeast and Southeast Washington D.C.
Main/primary/original CNG Division
Cinder Bed Road (C) [33] 7901 Cinder Bed Rd, Lorton, VA 22079 160
Opened on December 30, 2018, replacing Royal Street Division.
Serves in Fairfax County, Virginia
First WMATA bus division to be operated by a private contractor TransDev.[34]
Four Mile Run (F) 3501 S. Glebe Rd., Arlington, VA 22202 218
Opened in May 20, 1978
Serves in Northern Virginia
This garage handles West Ox division routes on the weekends.
CNG Division (since 2005)
Landover (L) 3433 Pennsy Dr, Landover, MD 20785 210
Opened on February 26, 1989
Replaced WMATA's former, "Prince George's" Metrobus Division
Mainly contains Diesel, and Hybrid, Buses.
Serves in Northern, Central, and Southern portions of Prince George's County, Maryland
Located right across the Carmen E. Turner Heavy Maintenance Facility
Primary Division where new Drivers get training
Montgomery (M) 5400 Marinelli Rd, Rockville, MD 20852 240
Mainly contains Diesel and Hybrid Buses
Serves in Montgomery County, Maryland
Southern Avenue Annex (P) 1301 Boones Hill Rd, Coral Hills, MD 20743 103
Mainly contains Diesel, Hybrid buses
Serves in Southeast D.C. & the southern portion of Prince George's County, Maryland
Temporarily took over all of Southeastern Division routes once it closed in 2008, all the way up until 2012 when Shepherd Parkway Metrobus Division opened
Reverted to weekdays only, after Shepherd Parkway opened at the end of September 2012.
Planned to be replaced by Andrews Federal Campus Division.
Shepherd Parkway (S) 2 DC Village Ln SW, Washington, DC 20032 250
Mainly contains Diesel, and Hybrid buses
Serves in Southeast & Southwest D.C. & the southern portion of Prince George's County, Maryland
This garage, which replaced the Southeastern division, handles some Southern Avenue Annex routes on the weekends.
Will handle CNG Buses in the Future.
West Ox (V) 4618 W Ox Rd, Fairfax, VA 22030 100
This division replaced the Arlington division in 2009.
Operates on weekdays only, Four Mile Run operates their routes on the weekends.
Shared with Fairfax Connector
Western (W) 5230 Wisconsin Ave NW, Washington, DC 20015 138
Mainly contains Diesel, Electric, and Hybrid Buses.
Serves at Northwest D.C.
Planned to be replaced or rehabilitated
Closed Bus Divisions
Arlington (A) 601 N Randolph St., Arlington, VA 22203
Operated Weekdays Only
Closed in 2008
Replaced by West Ox Division
Northern (N) 4615 14th St NW, Washington, DC 20011 175
Mainly contains Diesel, Hybrid, and Electric buses
Served Northwest D.C.
Closed on June 23, 2019 due to structural issues.
The facility is a former trolley barn for the Capital Traction Company.
To be rebuilt[35]
Southeastern (S) 17 M Street SE, Washington, DC 20003
Only operated diesel buses
Served throughout both Southeast & Southwest D.C.
Closed during the spring of 2008
Operations moved to Southern Ave Annex up until the Shepherd Parkway Division opened in 2012
Royal Street (R) 600 North Royal Street, Alexandria, VA 22314 83
Closed on August 22, 2014
Replaced by Cinder Bed Division
Operated Diesel buses only
Served the northern, central, and southern portions of Prince George's County, MD
Replaced by Landover Metrobus Division in 1989
Richmond Highway ExpressEdit
Main article: Richmond Highway Express
A 2009 New Flyer Industries DE40LFA bus that was repainted in the REX blue-and-gold paint scheme at King Street–Old Town station. Pictured here is bus 6302. These buses replaced the 2010 DE40LFAs (6550–6561) in 2018.
Richmond Highway Express a.k.a. "REX", is a Limited-Stop bus line that operates between King Street–Old Town station and Fort Belvoir along the Richmond Highway corridor in Fairfax County, Virginia. The current "REX" fleet consists of twelve 2009 New Flyer DE40LFA diesel-electric hybrid buses (6301–6312) painted in a blue-and-gold paint scheme, all of which operate out of the Cinder Bed Road division. REX began service on September 26, 2004, replacing parts of the now-former route 9A (which operated between Huntington and Pentagon stations until it was eliminated June 26, 2016).[36] The original REX bus fleet consisted of twelve now-retired 2000 Orion 06.501 (VI) buses wrapped (but not painted) in blue-and-gold paint scheme (2073–2084) before the aforementioned Orion 07.501 CNG buses arrived in 2006. The second "REX" fleet consisted of 12 2006 Orion 07.501 (VII) CNG buses (2674–2685) painted in the blue-and-gold paint scheme, until they were all repainted between June and August 2014. The third "REX" fleet were consisted of 12 2010 New Flyer DE40LFA diesel-electric hybrid buses (6550–6561) before being repainted from June 2018 back into the Red Local Scheme due to the units being rehabilitated.
MetroExtraEdit
MetroExtra
The MetroExtra logo
A 2007 New Flyer C40LFR bus painted in WMATA's MetroExtra current color scheme running on Route 39
MetroExtra is a Limited-Stop Metrobus service, which operates on Metrobus lines that need extra service and faster service. MetroExtra started service on March 19, 2007 with the 79 that operates between the Silver Spring and Archives stations on the 7th Street/Georgia Avenue corridor.[37] The MetroExtra fleet consists of 16 2007 New Flyer C40LFR CNG buses (2801–2816), 15 2011 New Flyer Xcelsior XDE40 diesel-electric hybrid buses (7086–7100), 49 2008–2009 New Flyer DE40LFA diesel-electric hybrid buses (6413–6461), 11 2010 New Flyer DE40LFA buses (6462–6472), 27 retiring 2005–2006 Orion VII CNG buses (2616, 2626–2627, 2629, 2636, 2640–2641, 2643–2644, 2646, 2650–2651, 2655, 2663, 2665, 2668, 2670–2671 and 2677–2685) and 1 2006 New Flyer DE40LFR diesel-electric hybrid bus (6040). MetroExtra buses are painted in the silver and blue scheme. MetroExtra operates 11 bus routes: 16Y, 37, 39, 59, 79, A9, G9, J4, K9, S9 and X9. MetroExtra costs the same fare as Metrobus $2.00 (using cash & SmarTrip). MetroExtra operates from Andrews Federal Center, Bladensburg, Montgomery, Four Mile Run and Shepherd Parkway Divisions.
MetrowayEdit
Main article: Metroway
Metroway
The Metroway logo
Bus 2986, one of the 13 2016 New Flyer XN40s which replaced the 2014 NABI 42 BRTs (8002–8014) that originally ran the route
Metroway is a bus rapid transit (BRT) service that began on August 24, 2014. The first phase is the Crystal City/Potomac Yard Transitway, which operates on Route 1 in Arlington and Alexandria, Virginia.[38] It is a 5-mile (8.0 km) corridor with 33 platforms and 20 stations located between Pentagon City and Braddock Road.[39] The first 0.8 mile segment in Alexandria runs on a transit lane only. The Arlington County segment began construction in the summer of 2014 and opened April 17, 2016. Metroway originally operated between the Braddock Road and Crystal City stations and was expanded to Pentagon City in April 2016.[40] Thirteen 2016 New Flyer Xcelsior XN40 CNG buses (2981–2993) operate with the blue-and-white Metroway livery. The original Metroway fleet consisted of thirteen 2014 NABI 42 BRT diesel-electric hybrid buses (8002–8014) until they were all repainted in December 2016. The Metroway service, which is operated by Metrobus' Four Mile Run bus division, features dedicated bus lanes, transit signal priority, real-time information, custom designed shelters and stations, as well as near-level boarding at station platforms. A Metroway fare costs the same as Metrobus, which is $2.00 (using cash & SmarTrip).
Wikimedia Commons has media related to Metrobus (Washington, D.C.).
List of Metrobus routes (Washington, D.C.)
^ "Washington Metropolitan Area Transit Authority Compact" (PDF). Washington Metropolitan Area Transit Authority. Retrieved March 28, 2018.
^ a b c d e f g "Metro Facts 2017" (PDF). Washington Metropolitan Area Transit Authority. 2017. p. 5. Retrieved March 28, 2018.
^ a b "Metrobus Monthly Ridership: June 2017 — Preliminary" (PDF). WMATA. June 2017. Retrieved March 28, 2018.
^ "June 25, 2017 Fare and Service Changes Brochure" (PDF). Washington Metropolitan Area Transit Authority. Retrieved March 28, 2018.
^ "Fare adjustments take effect Sunday" (Press release). WMATA. June 25, 2010. Retrieved March 28, 2018.
^ a b https://wmata.com/fares/
^ "WMATA upgrades fleet with up to 694 new buses from New Flyer/". New Flyer. July 4, 2018. Retrieved July 6, 2018.
^ "Metro begins express bus service and other improvements to 16th Street Line" (Press release). WMATA. March 30, 2009. Retrieved March 28, 2018.
^ Rowlands, DW. "8W? 30N? U7? How Metrobus numbers came to be". Greater Greater Washington. Retrieved June 26, 2019.
^ Hedgpeth, Dana (May 11, 2011). "Metro is putting its mind to saving energy". The Washington Post. p. B1.
^ McGill, Natalie (March 27, 2009). "MARC train crashes into Metrobus at Riverdale station Thursday afternoon". Gazette.net. Retrieved February 16, 2019.
^ "1 Dead, 10 Injured in Rockville Pike Crash". WRC-TV. December 29, 2011. Retrieved February 16, 2019.
^ Rochelle Ritchie (September 3, 2014). "Bus Catches Fire On 95; No Injuries Reported". WJZ-TV. Retrieved February 16, 2019.
^ Nadeem, Reem (August 20, 2017). "Bus almost crashes into building near Gallery Place Metro, injuries reported". WTOP-FM. Retrieved February 16, 2019.
^ "Rockville Pike in Bethesda open after crash involving a bus". WTTG. February 14, 2019. Retrieved February 15, 2019.
^ Brannan, Taylor (June 6, 2016). "Metro bus crashes into tree in Maryland". WDCW. Retrieved February 16, 2019.
^ "Multiple people injured after Metro bus crash". WUSA (TV). September 18, 2016. Retrieved February 16, 2019.
^ "Metro to return 8000-series buses to service following safety review". WMATA. November 29, 2017. Retrieved December 2, 2017.
^ "42 children, 1 adult transported with minor injuries after charter, Metro bus collide in NE, DC". WTTG. October 27, 2016. Retrieved February 16, 2019.
^ "Metro removes from service 164 buses for safety checks following two incidents of engine cut offs". WMATA. March 28, 2018. Retrieved March 28, 2018.
^ "WMATA to Add New Flyer Xcelsior XE40 Battery-Electric Bus". New Flyer. October 8, 2015. Retrieved October 9, 2015.
^ "WMATA Exercises Options for an Additional 100 New Flyer Buses". New Flyer. September 26, 2016. Retrieved September 27, 2016.
^ "WMATA to add 12 more emission-reducing hybrid-electric buses from New Flyer". New Flyer. July 5, 2018. Retrieved July 6, 2018.
^ Dearth, Dan. "Multiple people injured in eight-vehicle crash on I-70". Herald Mail Media. Retrieved March 30, 2019.
^ @dcfireems (June 1, 2019). "Crash involving truck & Metrobus 1000 block N. Capitol St. NE. 10 minor injuries on bus. All will be transported by our Mass Casualty Medical Bus" (Tweet) – via Twitter.
^ Barnes, Sophia. "7 Adults, 2 Children Hurt in Metrobus Crash in Northeast". www.nbcwashington.com. NBC Washington. Retrieved June 2, 2019.
^ "WMATA Metrobus 1974-1975 AM General Series Buses VA Commonwealth Coach and Trolley Museum". Virginia Commonwealth Coach and Trolley Museum Inc. January 1, 2018. Retrieved January 9, 2019.
^ "WMATA Metrobus 1988 Gillig Phantom Buses". Oren's Transit Page. July 1, 2014. Retrieved November 22, 2018.
^ "Metro sidelines 94 buses during investigation into fire incidents". WMATA. April 17, 2012. Retrieved February 16, 2019.
^ "Metro Takes 94 Buses Out of Service After Fire". WRC-TV. April 17, 2012. Retrieved February 16, 2019.
^ https://www.wmata.com/about/news/pressreleasedetail.cfm?ReleaseID=2638
^ "Hensel Phelps Awarded WMATA Andrews Federal Bus Garage". Hensel Phelps. June 19, 2014.
^ "WMATA Cinder Bed Road Division". Wendel Companies. Archived from the original on March 5, 2016.
^ "Metro awards contract for new bus facility in Virginia". WMATA. August 2, 2018.
^ Dodds, Alex. "WMATA plans to rebuild its 14th Street bus garage with retail, and keep its diesel fleet for now". Greater Greater Washington. Retrieved June 25, 2019.
^ Fehr, Stephen (August 19, 2004). "Bus Service to Expand, Shift". The Washington Post. Retrieved May 2, 2019.
^ "New MetroExtra provides faster Metrobus service along Georgia Avenue" (Press release). Washington Metropolitan Area Transit Authority. March 19, 2007. Retrieved May 2, 2019.
^ Lazo, Luz (August 23, 2014). "Metroway, the region's first bus rapid transit, to debut in Northern Virginia". The Washington Post. Retrieved December 18, 2014.
^ "Route". Metroway. Retrieved December 18, 2014.
^ Smith, Max (April 17, 2016). "New bus-only lanes open along Jefferson Davis Highway". WTOP. WTOP. Retrieved April 18, 2016.
Retrieved from "https://en.wikipedia.org/w/index.php?title=Metrobus_(Washington,_D.C.)&oldid=906900492"


text:
Le musée d'Histoire naturelle de Lille est un musée d'histoire naturelle français situé rue de Bruxelles, dans le quartier universitaire historique de Lille. Inauguré en 1822 dans l'ancien Hôtel de Ville de Lille, il est installé rue de Bruxelles depuis 1896.

D'abord construit autour d'une première collection zoologique, il s'est associé au début du  un double ensemble de collections géologiques, puis en 1990 deux nouveaux fonds (d'ethnographie et d'histoire industrielle) qui composent donc aujourd'hui quatre grandes thématiques : naturaliste, géologique, ethnographique et d'objets industriels.

les quatre grandes collections du musée
Ce sont :
 La collection zoologique (environ  spécimens dont 3 539 oiseaux exposés) ;
 La collection géologique (environ  échantillons) ;
 La collection ethnographique, essentiellement extra-européenne, qui comprend  échantillons dont  objets anciens exceptionnels témoignant des civilisations océaniennes, africaines, asiatiques et amérindiennes. La plupart proviennent de, mais on y trouve aussi des objets provenant de Charles Phalempin (pour la Mélanésie) ou du Général Faidherbe (pour l'Afrique). Le reste provient de dons et donations, et d'acquisitions faites par le Muséum.
 La collection « sciences et techniques », (ancien « Musée industriel, commercial, colonial et agricole »), qui comprend environ  échantillons et  ouvrages ;

Actuellement conservées dans les réserves du musée, les deux collections de Sciences et Techniques et d'Ethnographie sont présentées (par manque de place) à la faveur d'expositions temporaires.

Le MHNL est membre du réseau national des collections naturalistes (RECOLNAT).

Histoire du musée

Le projet
Le projet d'un musée a été porté par la Société des sciences, de l'agriculture et des arts de Lille, une société savante fondée en 1802, qui avait acquis une vaste collection d'insectes, un grand tigre royal naturalisé qui a beaucoup impressionné les lillois de l'époque et d'autres curiosités scientifiques.

Création d'un premier musée
En 1816, cette société décide de fonder un musée pour présenter et élargir ses collections de spécimens zoologiques vertébrés et invertébrés au public, à des fins d'éducation publique notamment. Les objets dont des momies égyptiennes sont alors présentés au public dans l'ancien Hôtel de Ville du palais Rihour dans une salle gardiennée.
La visite des collections d'oiseaux et la vue du grand tigre ou des poissons naturalisés sont l'une des attractions recommandées par les premiers "guides touristiques".

En 1855, à l'occasion de la création de la Faculté des sciences de Lille ce fonds est offert à la municipalité pour servir à l'enseignement des élèves.

Cette nouvelle faculté est (en 1854) installée rue des Arts (dans l'actuel Vieux-Lille où le botaniste Jean-Baptiste Lestiboudois avait déjà transféré son « jardin des plantes » (dans le jardin de l'ancien couvent des Récollets) en 1794. Ce jardin étant encore utilisé par son petit-fils (Gaspard Thémistocle Lestiboudois) pour son cours public de botanique en 1850 à 1857. C'est le Professeur titulaire de la chaire d'histoire naturelle à la faculté qui devient le conservateur du musée.

Une partie des actuelles collections furent donc un temps installées juste au-dessus du tribunal civil de Lille, dans une grande salle offerte par la mairie (alors située au Palais Rihour). Cette salle proche de l'ancienne salle du Conclave jouxtait une salle de cours servant en hiver aux cours de physique donnés par le  Charles Delezenne et une autre salle destinée à l'exposition des produits de l'industrie (une exposition qui avait lieu tous les 2 ans). Les vitrines du Muséum présentaient notamment de nombreux vertébrés et invertébrés naturalisés, dont une grande collection d'oiseaux locaux et exotiques et des poissons naturalisés par un taxidermiste du département du Nord.

Le musée actuel
Le bâtiment qui abrite aujourd'hui le musée a été commandé par la ville de Lille pour accueillir les enseignants et étudiants d'une « nouvelle » université résultant de la fusion - en 1887 - de l'ancienne Faculté des Sciences de Lille et de l' Université de Lettres et de Droit de Douai. Terminé en 1894 et ouvert en 1895, il a aussi accueilli les laboratoires de géologie, zoologie et botanique de l'ancienne Faculté des sciences de Lille. La salle principale du musée (grande galerie) est construite sur un principe d'architecture métallique de type Baltard.

Durant la Première Guerre mondiale, la ville est occupée par l'armée et l'administration allemande et subit les désastres de la guerre ; le musée subit quelques chutes d'obus et il aurait pu être très gravement endommagé par le souffle  de l'explosion des « 18 ponts » (destruction, peut-être par sabotage, du plus grand dépôt de munitions régional, qui venait de recevoir un train entier d'explosifs. L'explosion perçue jusqu'aux Pays-Bas a pulvérisé des débris des 18 arches et murs de briques qui devaient protéger les explosifs, à des kilomètres à la ronde. Heureusement une grande filature industrielle avait été récemment construite en solide béton armé, qui a fortement atténué le souffle et les projections de débris en direction de la ville de Lille et du musée.

Après l'armistice (1918), tous les musées et bâtiments administratif de Lille ont dû subir des réparations, alors qu'en raison de la reconstruction en France et en Belgique après la Première Guerre mondiale et du retour des soldats et réfugiés ou prisonniers, les moyens matériels, humains et financiers manquaient. Celui-ci sera en travaux et fermé au public jusqu'en 1925.

Durant la Seconde Guerre mondiale, le musée est (en 1942) occupé par les Allemands qui vont à cette occasion se servir de fauves et d'oiseaux naturalisés pour le décor de d'opéras de Wagner données à l'Opéra de Lille.

De l'après-guerre à la fin des années 1970, le musée est peu actif.

À partir des années 1980, il met en place une politique plus dynamique d'ouverture et d'expositions temporaires, avec ateliers, conférences, outils pédagogiques... Une exposition intitulée « Les plus beaux insectes du monde », ayant connu un grand succès populaire a notamment incité les conservateurs et leur équipe à mettre en place un programme d'expositions temporaires thématiques.

Le musée d'Histoire naturelle de Lille cherche depuis longtemps à s'agrandir pour être en mesure de présenter l'ensemble des collections qui lui ont été confiées. Aucun projet n'a abouti à ce jour, mais une étude de faisabilité a notamment été lancée récemment pour examiner la possibilité de l'installer dans le collège Jean-Macé voisin dont les locaux sont inoccupés depuis 2008. Le déménagement de la maison régionale de l'environnement et des solidarités est une piste explorée par la mairie de Lille.

Histoire des quatre grandes collections

Le musée d'Histoire naturelle de Lille rassemble les collections de plusieurs musées fondés au  : le musée zoologique, le musée Gosselet de géologie et minéralogie, le musée houiller, le musée industriel et commercial et le musée Moillet d'ethnographie. Compte tenu des espaces disponibles, les collections de ces deux derniers musées ne sont pas présentées au public.

La collection de zoologie et d'histoire naturelle
Elle s'est constituée il a y 150 ans au sein de la Société des sciences, de l'agriculture et des arts de Lille (par dons, legs ou achats) en une collection de vertébrés et invertébrés naturalisés ou conservés de diverses manières. Il s'agissait en partie d'espèces exotiques. Ce fonds a notamment intégré deux collections offertes par deux naturalistes du début du  (Degland et de Vilmarest),

Cette collection a été installée dans l'actuel bâtiment de 1908 à 1911. Jusqu'au début des années 1950, ce fonds a été gérée par ou avec l'Université de Lille. Alors que les espèces régionales commençaient à régresser, y compris au sein du patrimoine des espèces domestiquées, le fonds a été . Depuis les années 1950, des dons et legs de particuliers et des échanges avec des parcs zoologiques (espèces menacées) ont permis d'enrichir ce fonds.

Le musée abrite ainsi une vingtaine de spécimens  d'espèces éteintes naturalisés (ex : spécimen de grand pingouin daté de 1835), loup marsupial, pic à bec d'ivoire, pigeon migrateur d'Amérique du Nord, Huia dimorphe...) au niveau planétaire et au moins 300 espèces disparues ou menacées de disparition dans la région Nord-Pas-de-Calais ou de France). Le public peut ainsi observer un loup naturalisé (tué dans le Pas-de-Calais) ou des oiseaux devenus très rares comme un Balbuzard qui a autrefois vécu à Lille où il a été tué puis empaillé. Ces animaux naturalisés témoignent de l'érosion mondiale et régionale de la biodiversité et des disparitions d'espèces de la région.
Une partie de ces espèces a été présentée à l'occasion d'une exposition intitulée Ces chers disparus, dédiée à l'explication des causes et conséquences de l'effondrement de la biodiversité, avec mise à disposition des écoles ou associations d'un outil pédagogique ad hoc.

La collection de géologie
Sa base est un fonds d'échantillons de roches et minéraux dont certains servent encore de référence internationale.

Ces échantillons ont été collectés et classés durant 40 ans par Gosselet, ses élèves et amis géologues à l'occasion de visites géologiques de terrain. Ces visites ont d'abord faites avec la société des sciences de Lille (1ères visite à Gassel le , avec 20 personnes invitées et guidée par Jules Gosselet), puis avec ses élèves ou avec la Société géologique du Nord (Cette société savante a été fondée le  par Jules Gosselet, avec alors une vingtaine de membres et un budget de 210 fr. En 1907, elle comptait plus de 200 membres (savants, fonctionnaires, industriels, commerçants...) et disposait d'un budget de 4.000 francs et d'un fort soutien de l'industrie des houillères (qui a beaucoup profité des progrès de la géologie, tout en permettant de les améliorer par ses sondages et la mise au jour de fossiles jusqu'alors profondément enfouis). Une partie des échantillons ont peut-être été acquis lors de visites préparatoires à la réalisation de la Carte géologique régionale (Gosselet est entré au Service de la Carte géologique de France en 1876, en a été nommé collaborateur principal en 1889 et a été membre de la Commission spéciale de la Carte à partir de 1892, et il a contribué à plusieurs travaux importants en Belgique). Quelques échantillons proviennent de dons faits par des amis de Gosselet (ex. : une série unique d'Inocérames, de Poissons et d'Epongés de la craie blanche de Lezennes offerte par M. Décocq , des fossiles éocènes de Cassel trouvés par Ortlieb et Chellonneix et Debray ; une cinquantaine de galets trouvés dans les craies des environs de Lille par Crespel...).

Le  Barrois, lors du cinquantenaire scientifique de Gosselet, a rappelé que ce dernier a un jour expliqué à ses élèves (dans l'une de ses leçons qui a été conservée) :
..

Ces échantillons ont été organisés selon Gosselet en une collection regroupée en , sous la direction du célèbre géologue qui fut le premier professeur de géologie de l'Université de Lille) et qu'à la fin de sa carrière on appelait "maitre". Les échantillons de fossiles et de roches les plus remarquables étaient rangés dans des vitrines et les autres pièces dans les tiroirs correspondants, pour que chaque vitrine soit le résumé des faunes et des échantillons minéraux de la série des terrains, qui est rangée en dessous.
Gosselet voulait qu'en parcourant sa collection, on puisse suivre  afin d'abord de .Ils proviennent du nord de la France au sens le plus vaste du terme, c'est-à-dire pour Gosselet . Ce dernier les a offert à l'Université et à la ville de Lille, qui les ont transféré dès la fin de la construction de l'actuel bâtiment au début du  (en 1902 précisément) dans l'actuel musée d'Histoire naturelle, que les scientifiques lillois appelaient alors aussi . Ils ont été officiellement présentés au public lors d'une inauguration faite en présence de M.E Agache-Kuhlmann (alors président de la Société des sciences de Lille), de M. Brégi, président de la Société géologique du Nord, du  Lohest représentant à la fois l'Université de Liège, et la Société géologique de Belgique), de J. Margotïet, recteur de l'université de Lille, de nombreux géologues (dont son ami le  Barrois et M. Haug (président de la Société géologique de France et représentant du laboratoire de géologie de la faculté des sciences de Paris) et de diverses personnalités françaises et belges (dont Mr Malaise, représentant l'Académie Royale de Belgique). À l'occasion du  de la carrière de Gosselet, le prix Gosselet est créé, à partir d'une somme d'argent (12000 fr.) réunie par souscription par ses amis et à laquelle les sociétés minières ont beaucoup contribué. Cette somme devait financer une œuvre d'art immortalisant Gosselet, mais ce dernier a demandé qu'on en fasse plutôt un prix qui devra être décerné (tout comme le prix Kuhlmann) lors des séances annuelles de la Société des sciences, de l'agriculture et des arts de Lille, pour - toujours selon le vœu de Gosselet - .

Bien que peu de gens à cette époque imaginent qu'un minéral puisse être une ressource épuisable, cette collection a aussi une vocation conservatoire : Gosselet explique par exemple lors de son inauguration qu'il y a déposé de nombreux échantillons trouvés lors de ses .

Gosselet regrettait que par manque de place, pour le Houiller, il ait , s'étant cependant . Dans le cadre de l'exploration du Bassin minier et de la production de charbon, Charles Barrois le successeur de Jules Gosselet constitue des « collections houillères » (ensemble de fossiles miniers, végétaux et parfois animaux, qu'il confie également au musée ; c'est  selon le Musée. Ces fossiles sont présentés au public cinq ans après l'ouverture du Musée de géologie, c'est-à-dire en 1907, dans trois salles, dans la partie droite du rez-de-chaussée avec à cette occasion la création sur le mur du fond d'une grande fresque représentant le paysage du carbonifère, signée Louis J. Lebrun (1906). Au total, la collection abrite environ  fossiles.

Une autre collection de Gosselet portait sur la minéralogie (présentée dans les vitrines du pourtour), et une autre salle contenait des échantillons plus généraux provenant de diverses parties du monde, surtout rassemblés pour les cours de géologie par Gosselet et ses amis, ou pour certaines pièces achetées par, disait-il, les  de l'Université ou du Musée. Enfin, une troisième salle (lithotèque non ouverte au public) conservait des échantillons des sondages d'intérêt géologique faits dans la région, offerts par des sondeurs ayant consulté Gosselet).

Une partie de la collection est aujourd'hui présentée dans la première galerie. Elle montre quelles ont été les grandes étapes de l'évolution sur Terre (avec par exemple des fossiles de végétaux, d'ammonites et des squelettes ou fossiles de vertébrés et hominidés.
La seconde galerie résume 600 millions d'années en cinq tableaux : Dévonien, Jurassique, Crétacé, Eocène, Quaternaire.

Environ 500 pièces jugées remarquables sont présentées au public, mais la collection abrite en 2014 environ , incluant , avec  décrivant l'histoire géologique de l'Euro-région (entre Paris, Londres et Dinant) pour la période allant de - 600 millions d'années à l'époque gallo-romaine. Pour ce qui concerne l'extérieur de cette zone régionale,  références contribuent à décrire la géodiversité fossile et des roches de toute la planète voire extraplanétaires (météorites) ; le fonds minéralogique abrite  échantillons, classés en plus de 600 genres.

La collection d'ethnographie extra-européenne
En 1990, le musée s'est vu confier les collections de l'ancien « musée ethnographique Alphonse Moillet » créé en 1851 à la suite d'une donation de 1500 objets ethnographiques extra-européens ayant appartenu au lillois Alphonse Moillet (1812-1850), un riche propriétaire terrien qui a réuni, au cours de sa vie, des objets d'intérêt ethnographique provenant du monde entier.

Le noyau initial de cette collection, entièrement construit par Alphonse Moillet, est composé d'objets qui, pour la plupart, semblent avoir été acquis sur les ports par des contacts et achats réguliers entre A. Moillet et des officiers de marine marchande, des marins, des militaires, des consuls et autres diplomates envoyés en mission à l'étranger ou en revenant, ou encore d'autres voyageurs et explorateurs susceptibles de partir et revenir de pays lointains.
Moillet a ainsi accumulé des objets venant notamment de Perse, Amérique, Malaisie, Japon, Hindoustan et Océanie.

En 1888, un incendie oblige le musée d'ethnographie lillois à transporter et stocker sa collection du palais Rihour aux réserves du palais des Beaux-Arts de Lille. Une partie des collections sera ensuite présentée au Palais des Beaux-Arts jusqu'à la Première Guerre mondiale. Ces collections furent offertes par la famille Moillet à la ville de Lille, l'année de la mort d'A. Moillet avaient alors été mises en caisse, puis redécouvertes en 1990 à l'occasion de la rénovation du palais. Le muséum les accueille en 1992. La préparation et restauration scientifique de ces collections a été faite pour notamment déboucher en 1998 sur une exposition temporaire « multi-musée » intitulée "", organisée par l'Association des conservateurs des musées du Nord-Pas-de-Calais en cherchant à montrer le regard partagé par les occidentaux sur les peuples alors dits "primitifs". Nombre des pièces présentées à cette occasion (1200 objets venant d'Océanie, collectés de la fin du  aux années 1900, qui ont ensuite donné lieu à une exposition virtuelle.) n'avaient jamais été vues par le public européen.

Cette collection, initialement composée de  objets, a été enrichie par des dons, des legs et de nombreuses pièces achetées par le musée pour atteindre environ  objets en 2010.
On y trouve aussi des dons et legs de personnages célèbres tels que Charles Phalempin (pour la Mélanésie) ou du Général Faidherbe (pour l'Afrique). Le reste provient d'acquisitions faites par le Muséum de Lille.

Elle contient environ  objets anciens exceptionnels témoignant des civilisations océaniennes, africaines, asiatiques et amérindiennes. La plupart proviennent d'autres continents que l'Europe.
En 2011, à la demande du musée national néo-zélandais Te Papa Tongarewa qui souhaite récupérer toutes les têtes māori momifiées dites upuko tuhi (ou toi moko en raison de leur tatouage (moko), ou  mokomokai quand il s'agit de têtes d'esclaves tatoués de force), le muséum de Lille a renvoyé en Nouvelle-Zélande une des têtes présentes en France, qu'il détenait depuis environ 150 ans. Ce transfert a pu être fait dans le cadre d'une loi spéciale votée en .

Conservées dans des réserves, ces objets parfois très fragiles, ne sont présentés que lors d'expositions temporaires.

La collection « sciences et techniques »
Ce fonds a pour origine les collections de l'ex-Musée industriel, commercial, colonial et agricole de Lille, autrefois situé rue du Lombard fondé au milieu du  (en 1853), également à l'initiative de la Société des sciences, des arts et de l'industrie de Lille.
Ce musée associait originellement deux musées (et leurs fonds d'archives) :
 un Musée industriel et agricole ;
 le Musée commercial et colonial.

Il regroupe environ  objets et  ouvrages techniques et professionnels relatifs aux objets du fonds, complétés d'acquisitions récentes. Cet ensemble scientifique et technique est  en France, derrière celui du Musée des arts et métiers.

Il a été confié au musée d'Histoire naturelle en 1991 et comprend aujourd'hui environ  échantillons et  ouvrages.

Égyptologie
Les collections du musée abritent cinq momies (dont 3 encore bandelettées). Selon un guide publié en 1826, trois de ces momies ont été trouvées dans les ruines de Thèbe. Le musée abrite aussi une tête momifiée égyptienne.

Tous ces restes humains ont été étudiés par radiographie et tomodensimétrie et endoscopie quand cela était utile, ce qui a permis de classer ces pièces comme  et de montrer que l'embaumement avait été fait après excérébration par voie endo-nasale puis pour l'une des momies remplissage partiel de résine naturelle. L'imagerie scientifique a également montré que l'éviscération du corps a, pour les 5 momies, été faite via le flanc gauche et que le vide a été comblé, après nettoyage par 2 à 5 paquets-canopes et un bourrage par des pièces de tissu imbibé de résine. Aucune pathologie osseuse n'a été détectée. Curieusement, un crabe est présent dans le flanc droit d'une des momies.

Conservation
La nature très diverse des échantillons et pièces conservées dans ce musée implique une gestion complexe et un contrôle permanent de l'hygrométrie, la température et de la lumière (dans le musée, et dans ses zones de stockage ou de travail) via des capteurs et un logiciel spécial, avec dans les années 1990 l'installation d'un système "sans fil" d'acquisition et gestion de ces données.

Animation
Outre un programme régulièrement renouvelé d'expositions et conférences thématiques d'intérêt scientifique et culturel, destinées au grand public, étudiants, écoles..., le musée organise ou accueille des visites guidées thématiques, des animations ludiques pour les adultes ou enfants (chasse au trésor, énigmes à résoudre, animations musicales, radiocrochet), des cours de dessin naturaliste pour les adultes ou les enfants, etc. En 2014 le Musée a participé à Museomix (événement culturel annuel mixant la muséographie aux nouvelles formes de médiation et aux nouvelles technologies de la communication (NTIC).

Le musée est en cela aidé par l'association des amis des musées de Lille (fondée peu après la Seconde Guerre mondiale) qui regroupait en 2013 environ 900 personnes (qui contribue aussi à  l'enrichissement des collections).

Galerie de photographies

Fréquentation

Notes et références

Voir aussi

Articles connexes
 Museomix

Bibliographie
 Radigeois B et Beckary S A Lille, 3 musées en un seul, La lettre de l'OCIM, scannage en PDF le , d'un article non daté
 Cadet, Xavier (2001). Lille: Aventures et mésaventures de la collection ethnographique. Outre-mers, 88(332-333), 55-76. doi:10.3406/outre.2001.3880
 Macke, A. (1991). Les momies égyptiennes du Muséum d'histoire naturelle de Lille : radiographie, scanographie et endoscopie. Anthropologie et préhistoire, 102, 97-110.
 Rogeaux, L. Gestion de la collection de rapaces diurnes et nocturnes du musée d'Histoire naturelle de Lille (rapport de stage).
 Shillito, P. (1997). Un nouveau système de contrôle pour la conservation des œuvres. La lettre de l'OCIM, (51), 27-29.
 Association conservateurs des musées Nord-Pas-de-Calais (1997) Océanie, curieux, navigateurs et savants 252 pages
 Commission d'Histoire naturelle de Lille (1850) ; Catalogue du musée d'Histoire naturelle de la ville de Lille, Volume 2 (Livre numérique Google). Impr L. Danel,
Notice sur le musée commercial et colonial de Lille.. : but, organisation, bibliothèque, salle de lecture, collections, Lille : impr. L. Danel, 1898 (lire en ligne)

Liens externes

 Présentation du musée sur Musénor
 Association des amis des musées de Lille

Histoire naturelle
Lille
Musée fondé en 1816
Monument à Lille
Label musée de France dans le Nord
CCSTI

redpajama_set_name: RedPajamaWikipedia


I'm always on the look out for ideas, finding inspiration from many sources: family memories, history of the places I've lived in such as the beautiful English Lake District and Cornwall. I've dipped into the more interesting parts of my own life, such as when we had a smallholding and tried the 'good life'. Having fully exploited those ideas, I moved on to interviewing people for other fascinating stories.
I begin by talking to people who either can recall such times themselves, or retell that of their own parents or siblings. I've met some fascinating people over the years, and what a joy it is to listen to these stories, so real and personal, vividly recalled and rarely recorded anywhere. Memories are fallible, of course, and facts need to be checked against whatever documentary evidence I can find such as newspaper reports, letters, diaries, biographies, as well as history books. The walls of my office are packed with books covering all the topics I love.
Writing sagas also demands a need to investigate natural history, geography, geology and topography. My farm or village might be fictional but the mountains, forests and lakes have to be entirely accurate; the walks my heroine takes actually trodden by me. The flowers must be in season, the birds on their migratory flights south from Scandinavia, carefully checked. The agricultural law of the period must be studied as well as weather reports. I cannot say 1945 was a beautiful summer if it rained all through July and the harvest was ruined. Nothing can be fudged, because unlike Medieval times, someone will remember.
The gritty northern street saga has its own requirements, format and boundaries and usually concerns a strong woman fighting against the poverty of her surroundings, as well as the trials and tribulations of the times in which she lives. My family have been weavers (or websters as they were once called) for generations on both sides of the Pennines. My mother wove parachutes during the war, and lived with her widowed mother while her husband was away fighting. I have vivid memories of my grandmother black-leading her range and donkey-stoning her doorstep. You could have eaten your dinner off her stone flag floors for although she was poor, she was clean. Therein lay her dignity.
When the war ended, new problems arose. Some men were less than impressed with their welcome home in a society gone to pieces. Relationships had changed, jobs and homes hard to find, shortages and austerity still prevalent. Mothers often still treated their sons as boys, instead of grown men. Husbands were unprepared for a more tough and independent wife, or could be suffering injuries, nightmares or depression. The effects of war are extremely traumatic and it's fascinating to learn how such problems were dealt with.
1945: Christmas is approaching and Cathie Morgan is awaiting the return of her beloved fiancé, Alexander Ramsay. But she has a secret that she's anxious to share with him. One that could change everything between them. Her sister has died and she wants to adopt her son. When the truth is finally revealed, Alex immediately calls off the wedding, claiming that the baby is actually Cathie's, causing all of Cathie's fears to be realised. As Cathie battles to reassure Alex of her fidelity, she must also juggle the care of the baby and their home.
But then Alex crosses the line with a deceit that is unforgivable, leaving Cathie to muster the courage to forge a life for her and her nephew alone.
Born in Lancashire, Freda Lightfoot has been a teacher, bookseller and in a mad moment even tried her hand at the 'good life' as a smallholder in the English Lake District. Inspired by this tough life on the fells, memories of her Lancashire childhood, and her passion for history she has published over forty sagas and historical novels. Freda has lived in the Lake District and Cornwall but now lives in Spain in the winter but still likes to spend rainy summers in the UK.


This is very useful and easy to print Flight Progress Data Card for using online (VATSIM, IVAO) or offline. You can also store this cards in your personal logbook. I received many emails from users of previous version and decided to update PFC according to suggestions.


text:
Robert F. Lusch, Prolific Scholar of Marketing, Fondly Remembered
Matt Weingarden
Robert Frank "Bob" Lusch, widely recognized as an elite cross-disciplinary scholar, passed away on February 23, 2017 at Kanmar Place Hospice, Tucson, Arizona, after battling bladder cancer.
Lusch most recently served as the the James and Pamela Muzzy Chair in Entrepreneurship in the Eller College of Management at the University of Arizona, where he had previously served as Head of the Department of Marketing. In addition to Arizona, Bob had previously served on the faculty at the University of Oklahoma and at Texas Christian University. He served as Dean at both institutions. He contributed to many areas in the Marketing discipline, publishing nearly 200 articles and authoring over a dozen books.
Born in 1949 in Grosse Pointe, Michigan, Bob was raised primarily in Tucson and eventually attended University of Arizona for his undergraduate and MBA studies. He received his PhD from the University of Wisconsin in 1975 and began his career at University of Oklahoma.
Many scholars recognize Lusch's research in service-dominant logic, first published in the Journal of Marketing. SDL essentially explains that all economies are based on the exchange of service between people. The research reframed how businesses view themselves and their products.
Lusch's service to the AMA began while he was a doctoral student and continued throughout his career. He was editor of the Journal of Marketing from 1996-99. Additionally, he served as Vice President of Education, Vice President of Finance, Vice President of Publications, Chairperson of the American Marketing Association, and trustee of the American Marketing Association Foundation. During his tenure as Vice President of Publications, he oversaw the most recent revision to the AMA's definition of marketing and launched a series of initiatives to protect the integrity of the AMA journals in light of a series of ethical breaches across many scholarly journals in other disciplines.
A team of scholars has launched a campaign to honor Lusch and encourage groundbreaking research. Support the Robert Lusch Early Career Research Award today by giving to the AMA Foundation.
Matt Weingarden, Vice President, Communities & Journals, leads the diverse team that supports the AMA's network of community leaders from its three broad communities and four scholarly journals.

redpajama_set_name: RedPajamaCommonCrawl


To use this integration, you must have the Terminus Engage product (advertising) as part of your subscription. Additionally, you must have an active LinkedIn advertising account set up with an authorized payment method. For information on how to set up an advertising account in LinkedIn, reference this article.
With the LinkedIn integration, customers can launch, manage and report on LinkedIn Sponsored Content campaigns directly within the Terminus Engage platform. Users can build their LinkedIn audiences from Terminus's Salesforce Integration, upload a .CSV list of accounts, or leverage any of our other available advertising integrations.
For a step-by-step overview on how to launch a Sponsored Content campaign in Terminus Engage, check out this article.
Terminus's integration with the LinkedIn advertising platform is powered by our B2B Account Graph (a machine learning, artificial intelligence technology that connects all the ways in which companies and account names are related to each other), to ensure users are reaching the right accounts for their advertising strategy. By running your target accounts through B2B Account Graph (automatically initiated when you submit an advertising tactic for review), not only will we overcome the challenges of inconsistency and inaccurate account names across different data sets, but our LinkedIn integration process also includes finding and matching with the correct LinkedIn company pages for those accounts.
Direct access to LinkedIn's first-party profile data, the ability to orchestrate a multi-channel digital advertising strategy in one platform, and access to our Salesforce integration to create dynamic LinkedIn advertising audiences are just a few reasons to take advantage of the LinkedIn integration within the Terminus platform.
To start using the LinkedIn advertising integration, check with our Terminus CSM, or reach out to support@terminus.com, to first ensure the feature has been enabled in your Engage instance.
Authorized User should have permission to create Sponsored Content in LinkedIn.
Authorizing Terminus to access your LinkedIn ad account is the first step you will take once you have LinkedIn enabled with Terminus. Note that, you can only associate one LinkedIn ad account per Terminus platform. Once associated, you won't be able to update the ad Account.
You will be able to use this page to measure performance of your Tactic as well as review the settings and status of the Tactic.
This section will consist of Tactic settings and status of the Tactic and Sponsored Content. You will be able to see audience member count and default bid value as well. If audience member count is below the threshold (300 members), you will either have to add more accounts or expand their targeting criteria to meet the threshold.
Information in this section is pulled directly from LinkedIn for this Tactic.
Clicks: The number of chargeable clicks on your ad. This includes clicks on the ad content and your company name and logo, but excludes some social actions such as likes, comments, and shares.
Landing Page Clicks: Aggregate number of Landing Page Clicks for this Sponsored Content.
Enable/Disable: Shows what Accounts are currently serving ads in LinkedIn. During start of the Campaign all matched accounts will be in Enable state. You can manually toggle to Disable or if an Account progresses, it will automatically toggle to Disable state.
What is the cost of the Terminus integration with Terminus?
There is no additional cost to use the LinkedIn integration with your existing Terminus plan. Each LinkedIn Sponsored Content campaigns you run will count towards the total number of tactics you have in your Terminus pricing plan.
What are the requirements for integrating LinkedIn with Terminus?
You will need to have a LinkedIn Advertising account with an authorized payment method set up within the LinkedIn platform. Once that is set up, you will be able to link your LinkedIn account to your Terminus account from within the Terminus platform.
Can I integrate with a LinkedIn ad account associated to a company's Showcase page?
Yes, we now support ad accounts associated to a LinkedIn Showcase page, in addition to ad accounts associated to a LinkedIn Company page.
How does Terminus track Sponsored Content Landing Page URL Clicks?
We append our own UTM parameter (name: utm_terminus_abm) to the Landing Page URL. Landing Page should have our Visitor ID script added for us to attribute the clicks to the targeted accounts.
If the Landing Page URL you input has a redirect, it may drop our UTM parameter and we won't be able to track the clicks. Example: If the URL is a Bit.ly link or any link shortener or any other provider that redirects.
If there are already UTM parameters to the link, we will append to it.
If you update your creative, we will not change the UTM parameter id.
If I make changes to a LinkedIn Campaign directly in LinkedIn Campaign manager, do those changes reflect in Terminus?
It is NOT recommended to make changes directly in LinkedIn Campaign manager for those Campaigns created via Terminus. Integration is only one-directional and we do not pull changes that were made in LI directly.
What will I see in my LinkedIn dashboard when I launch a Sponsored Content campaign on Terminus?
In your LinkedIn dashboard, you will see all of your campaigns, including those that have been set up and managed through Terminus, and all of the typical results of a LinkedIn Sponsored Content campaign.
How often does Terminus update reporting?
We update LinkedIn metrics every 24 hours.
Why does Terminus bid on CPM in Terminus campaigns and CPC in LinkedIn campaigns?
Within the LinkedIn advertising platform, there is an option to bid on either cost per click (CPC) or cost per thousand impressions (CPM). With the Terminus integration, you will need to use CPC bids for your campaigns. Using CPC allows your campaigns to benefit from LinkedIn's internal optimization process which is only available with CPC bids. Terminus Display Ad Network is optimized based on a CPM model.
Can you create multiple Sponsored Content creatives in a single Tactic?
Yes; you can create up to 5 in one tactic.
How many accounts can be in a LinkedIn Sponsored Content tactic?
Only 200 active accounts at a time.
How does billing work? Will Terminus bill me for LinkedIn media spend?
All billing is handled directly by LI from LI campaign manager. Terminus will NOT bill customers for LI media spend.
How long it takes for Terminus to create a LinkedIn campaign and make it active after I submit in Terminus?
We aim for for LI campaigns to be Active within 12 hours. Creative Status is still dependent on LI SLA, but in most cases, it's active and running within 12 hours.
If you have any questions or need assistance with getting setup using LinkedIn, please reach out to your Terminus Customer Success Manager or Onboarding Specialist, or contact support@terminus.com.
Company Page video is 5x more likely than other types of content to start a conversation among members, based on results in our beta program.
Top publishers have seen an average 120% growth to Company Page followers year over year (October 2016 to October 2017).
Germany context -- Only market where LinkedIn has had a real competitor in Xing. LinkedIn has been focused on strategy here and is gaining more traction.
China context -- One of LinkedIn's newest markets, and LinkedIn is the only 'external' social media platform that has been able to obtain and retain permission to be in China. LinkedIn runs a very regional strategy here, and the business is still in its nascent stages.


text:
Connecticut State of the Birds 2019: An Improved Long Island Sound Faces Unpredictable Change
Read coverage of the report in the December 5 Hartford Courant. Here.
Download a PDF of the 2019 report here.
December 5, 2019—Water quality in Long Island Sound is as good as it's been since before the height of the industrial age. And yet the Sound's most important habitats and its wildlife, including birds, are on the edge of major, hard-to-predict changes.
That's the central finding of the Connecticut Audubon Society's annual Connecticut State of the Birds report, released today at the organization's Coastal Center at Milford Point.
Titled, "An Improved Long Island Sound Faces Unpredictable Change: Can Birds, Fish, Conservationists, and Government Adapt?" the report describes how the twin global challenges of climate change and sea level rise will have vast effects on Connecticut's coastline, dramatically altering critical habitat for migrating birds, insects, and fish.
The very location where the report was released is one example: half of the 650 acres of marshland at Milford Point could be lost to a six-foot rise in sea level within 80 years, computer modeling indicates. Other potential effects based on the same model include extinction of the Saltmarsh Sparrow within 40 years.
Each member of the Connecticut Audubon Society receives a copy Connecticut State of the Birds in the mail. PDF's are available to the general public after January 1.
"A little more like Chesapeake Bay"
This transformation looms even as Long Island Sound has benefited from three decades of unprecedented cooperation and investment in Connecticut's coastal environment, the report's authors note. Wildlife habitat—an afterthought for decades as cities and highways expanded—has become a focal point of attention and work. Awareness of the Sound as a critical part of the region's economy and environment may be at a peak.
"By most measures the Sound is vibrantly healthy," writes Patrick J. Lynch, a Connecticut Audubon Board member, in the report's introduction. "Thousands of species live in or near it, and hundreds more travel into it from the ocean."
And yet, Lynch writes, "The Sound has been changed by the warming environment, and every year it becomes a little more like Chesapeake Bay and less like the chilly lobster-filled waters we used to know."
Patrick Comins, Connecticut Audubon's executive director, said that years of good, positive attention and action has brought the Sound back from the brink of environmental disaster.
"But the Sound still faces unpredictable changes," he said. "There's a reason we titled the report's recommendations, 'Pass Laws, Increase Funding, Approve Plans, Do Everything Possible and Involve Everyone.' Long Island Sound is such a big, important ecosystem that its future good health is essential—and yet its future depends to a great extent on how we as a society respond to the threat of climate change, which is why we say 'involve everyone.' "
A New Sponsor
This year's report is Connecticut Audubon's 14th State of the Birds, published annually to help set the state's conservation agenda. The 2019 report was sponsored by Oak Lawn Cemetery & Arboretum, in Fairfield.
Lynch, who wrote the introduction, is the author of A Field Guide to Long Island Sound (Yale University Press). The report was edited by Connecticut Audubon's communications director, Tom Andersen, author of This Fine Piece of Water: An Environmental History of Long Island Sound (Yale University Press).
As the report notes, the effects of rising tides and warming waters can already be seen:
Tidal marshes, which produce much of the material that is the foundation of the Sound's biological productivity, are slowly being flooded and their vegetation is being altered by rising tides.
Coastal bird habitats, weakened in some cases by deer and funguses, face a future of being buffeted by increasingly strong storms.
This past summer, two regionally-important colonies of nesting terns saw hatchling die-offs linked to a drop in nearby supplies of the small fish those birds need to survive.
Though sea-level rise is inevitable, the report's authors conclude, its worst impacts may not be. Connecticut Audubon calls for an all-out effort to identify and protect lands that abut the Sound's tidal marshes, to provide room for the marshes to migrate.
Among the report's other recommendations:
Fund habitat protection and improvement by passing the federal Recovering America's Wildlife Act and pass permanent funding for the Land and Water Conservation Fund. The Recovering America's Wildlife Act would provide money to carry out Connecticut's Wildlife Conservation Plan. Among other benefits, that could lead to stabilizing and restoring island habitats where colonial waterbirds nest; funding for the Land and Water Conservation Act will help to preserve important habitat migration corridors.
Pass the Forage Fish Conservation Act, which would direct fisheries managers to take into account the birds and larger fish that eat forage fish when deciding limits on how many of the smaller fish would be caught. This would boost seabird prey.
The report was written by some of the region's foremost experts on Long Island Sound and its wildlife and habitat components. From the Connecticut Department of Energy and Environmental Protection, Jenny Dickson wrote about coastal wading birds. Despite natural shifts in populations during 40 years of counting, she writes, overall population trends for Great and Snowy Egrets have declined. Black-crowned Night-Herons have increased in number since the early survey days and have also moved into smaller habitat patches along the coast.
David Kozak and Min Huang wrote about sea level rise and the computer modelling being used to predict how it will change the Sound's marshes—a question not of whether, but of how much, with results ranging from declines in populations of certain species to outright extinction.
Ana Paula Tavares of the National Audubon Society wrote about forage fish and their importance to the Sound's birds, highlighting a positive discovery: with proper management, we may be able to circumvent an irreversible food source loss for seabirds that depend on the Sound. Cornell University's David Winkler wrote about research he's conducting on the Tree Swallows that roost near the mouth of the Connecticut River. Kim Lutz of The Nature Conservancy discussed the importance of the Sound's watershed, which extends throughout New England and into Canada, and how the forests that once bordered and buffered the river are among the rarest and most threatened.
The report also features shorter articles by Leah Lopez Schmalz of Connecticut Fund for the Environment/Save the Sound (on hypoxia and water quality); Judy Benson of Connecticut Sea Grant (on the Blue Plan); Mark Tedesco, director of the U.S. EPA's Long Island Sound Study office (on habitat preservation and restoration); and Jamie Vaudrey of the University of Connecticut (on the National Estuarine Research Reserve).
Based in Fairfield, Connecticut Audubon Society is the state's original and independent Audubon society. It has seven centers and 20 sanctuaries covering more than 3,000 acres; an EcoTravel program in Essex; and an award-winning outdoor conservation education program, Science in Nature.


text:
THE LEIDENER
A Blog by International Students at Leiden University
About The Leidener
Living in Holland
Practical Stuff
An Alternative to Tokyo: Studying in Southern Japan
Why do people who want to experience student life in Japan often choose Tokyo? Did they consider a less mainstream route in other areas? As a bachelor's student in Tokyo I met foreigners who adored the city. Conversely, some study in Tokyo, return to their country, graduate and move to rural areas in Japan. Living in Tokyo can be a singular experience but isn't for everyone. On a recent trip to visit relatives and friends I returned to Japan and went to Nagasaki for the first time. I contacted Nagasaki University and spoke with the Public Relations Office as well as the Global Humanities and Social Sciences Department's Dean. Conversing with the university staff as well as experiencing the local culture showed me the benefits of studying abroad at Nagasaki University.
Nobel laureate Kazuo Ishiguro writes his novels in English (he was raised in Britain) but was born in Nagasaki, a prefecture in southern Japan and lived there for several years. His first novel A Pale View of Hills is set in his hometown. In a letter addressed to Nagasaki's mayor Ishiguro writes "[w]hen I go to Stockholm next month, and deliver my official Nobel Lecture at the Swedish Academy a few days before I receive the prize, I plan to talk in some detail about how Nagasaki, and my memories of Nagasaki, were the foundations of my writing career… I still feel a special emotion just to hear the word 'Nagasaki'".
One thing the Netherlands is known for is the country's flatness. As such Nagasaki's mountainous terrain acts as a reminder that you're far from home. In contradistinction, the presence of water in the prefecture is hard to ignore and echoes Leiden's canal network. Look no further than the cover of Ishiguro's aforementioned novel.
Compared to its more populous counterparts Nagasaki is affordable and much more relaxed. Tokyo is often said to be expensive and fast-paced. I grew up on an island far from mainland Japan and was accustomed to what is referred to as Okinawan time. If a friend invites you to a social gathering which starts at a certain time, you can arrive 2 hours later. Japan is well-known for its social etiquette (language used in the workplace is different from jargon used between friends).
While that professional culture exists throughout the country it seems that in more informal settings Okinawa and Nagasaki have a similar fluidity.
In terms of student life, as an exchange student you are entitled to a dorm space with three Japanese roommates. Incoming students fluent in Japanese are eligible for Japanese-taught courses and students with beginner's level Japanese can participate in introductory culture and language lectures as well as English-taught courses.
Cover (Amazon Japan)
Letter (Asahi Shimbun)
This entry was posted on April 25, 2018 by Seira@TheLeidener in Uncategorized.
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Virgin is joining the race to provide internet access everywhere by "creating the world's largest satellite constellation". Joining the ranks of Facebook with its internet.org and Google with its Project Loon, Virgin aims to provide high speed internet to "billions".
Virgin founder Richard Branson said in a blog post that the company will be utilising "Virgin Galactic's LauncherOne programme" to make satellite launches cheaper and easier than ever.
Together with Qualcomm, Virgin has formed OneWeb Ltd, a company that will utilise the technology and infrastructure built for Virgin Galactic to get so many satellites into space. They say that the initiative will eventually provide internet access to three billion people who could not access it before.
This project is one of a number of global internet initiatives, like Facebook's internet.org mobile internet project and Google's Project Loon, which aims to provide remote internet access via giant weather balloons. Microsoft also pitched in recently with its plan to use TV spectrum in India.


text:
Q: How to write regex to check if a string contains special character and multiple whitespaces I am trying to check if a string contains ^°<>#*~!"§$%?®©¶ and used this approach:
string myString = "Test%";
var format = /[^°<>#*~!"§$%?®©¶/g]+/;
let checkIfContains = format.test(myString);

But when I use a multiple words, it fails as there is one whitespace. I also checked whitespace and string length after removing whitespaces, but I need a single regex or format to fix the issue. Is it possible to do this in TypeScript or JavaScript?

A: First of all, global modifier (/g) should be placed in the very end of regex (but if you just looking for any match it is not nessesary here).
Secondly, ^ symbol right after [ is treated as a NOT modifier for the set of characters denoted by [], so in this case it should be either prepended by \ metacharacter, or placed somethere else inside [].
So the correct regex to find any of this characters is:
    const regex = /[\^°<>#*~!"§$%?®©¶]+/;

Regex to find any of this characters AND multiple whitespaces is a bit trickier, cause we need to handle several cases here:

*

*[whitespace][special character(s)][whitespace]

*[whitespace][whitespace][special character(s)]

*[special character(s)][whitespace][whitespace]

Also, there could be some other characters in between
Regex to handle this:
    const regex = /(\s+.*[\^°<>#*~!"§$%?®©¶]+.*\s+|\s+.*\s+.*[\^°<>#*~!"§$%?®©¶]+|[\^°<>#*~!"§$%?®©¶]+.*\s+.*\s+)/;

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Vicarious Viewing: Game of Thrones- "Two Swords"
April 7, 2014 April 29, 2014 rybpierceA Feast for Crows, AFFC, Arya, Daenerys, Dany, fantasy, Game of Thrones, George R.R. Martin, Reviews, Stark, Television, vfx, World of A Song of Ice and Fire
Game of Thrones has a unique problem going into season 4. With the Stark rebellion crushed, the show finds itself lacking a central narrative post to hitch its reigns to. What about the White Walkers, you say? They're still in the north, being ignored by almost everyone. Even the Night's Watch is more concerned with the Wildling threat at the moment. What about Dany, you ask? She's still in Essos, trying to liberate slave cities, but what she's really doing is leaving massive power vacuums in her wake that will eventually lead to a narrative issue so confusing it apparently left George R.R. Martin at a loss on how to fix it and spawned its own literary term: the Meerenese Knot.
That's not to say that the show has no conflict…quite the opposite. It's full to the brim with conflict, and the fact that most of characters left (sans Joffrey, the little bastard) are the ones the audience are kind of rooting for– even seemingly irredeemable child-murdering cads like Jaime Lannister and Sandor 'The Hound' Clegane have become misunderstood anti-heroes over the course of the last season–makes that conflict more intense. So, until the White Walkers show up, or Dany finally gets on a ship and gets moving, character drama is the name of the game. Luckily the characters and the actors playing them are strong enough to pull it off.
Season four opens on the eve of King Joffrey's wedding, and the arrival of Oberyn Martell. Oberyn has officially come to King's Landing for the purpose of the wedding…but he has blood on his mind. Oberyn was the uncle of the Targaryen children the Lannisters had murdered when Robert's Rebellion ended. He's after one man, in particular: Gregor Clegane.
Oberyn's pretty much a badass–a brothel patronizing, bisexual badass–and I couldn't help but get a bit of a western vibe during his introductory sequence. Switch out Littlefinger's brothel for a dusty saloon and give Oberyn a pair of guns, and you're set.
The same goes for the final scene involving Arya and the Hound, and by far the best scene in the episode, not only for the action but the rapport these two have developed. They walk into an inn overrun by outlaws, the outlaws run their mouth, and the dusty, trail weary stranger ends up having to take out the trash. What makes the set up interesting is Arya, and the fact that one of the outlaws is the same man who took her sword and used it to kill one of her friends, way back in season two. Arya stalks up to the unarmed man, telling him the same things he told her friend until he remembers who she is, and slides the sword into his throat. It's a moment that is at once thrilling (Go Arya!) but also a little creepy and unsettling as we see Arya enjoys not only exacting revenge, but taunting her prey beforehand.
Much of the rest of the episode is set up for the rest of the season: Jaime has returned to King's Landing, but because of his hand, he finds his status has changed. Tywin wants to send him home to rule their city, and Joffrey taunts him as being weak and lacking ambition. He also finds himself at odds with his oath to return Catelyn Stark's daughters, because quite frankly, there's no where to return them to. Not to mention Arya's missing and Sansa is now married to Tyrion. Then there is Cersei, who resents him for being captured and leaving her alone for the past year and a half.
Tyrion's conflict comes from matters of the heart. He's stuck in a loveless marriage with a young girl whose family has all but been wiped out by his. On top of that, he can't be with the woman he does love because, despite all his claims to the contrary, Tyrion does have some honor. He has a heated exchange with Shae that is overheard by one of the Queen Regent's spies. Should be interesting to see where that goes.
Up north, Ygritte is facing suspicion from her own people for letting Jon Snow escape. True, she shot him with three arrows, but as Tormund points out, she's taken out rabbits from 200 yards in the past. If Jon escaped, he says, its because Ygritte let him go. A quick aside…the location they shot this scene in was fantastic.
Jon Snow is facing suspicion, as well. We find him at Castle Black, being questioned by Alliser Thorne, who's had it out for Jon since season one, Janos Slynt (the city watchman who sold Ned Stark out), and Maester Eamon. They eventually let Jon go, and I'm a bit confused how this came about. They don't show any deliberation, a vote, or anything. Maester Eamon simply speaks up and Jon is let go, for the moment.
Finally, I want to close these reviews with a discussion of any VFX in an episode. As usual, GoT's production values remain high. The big effect of this episode (or any episode where they appear), was Dany's dragons. These things have gotten pretty big, and they look amazing…motion picture quality even. The designs are beautiful, too. I just wish Drogon wasn't such a screen hog and we could get a good look at the green and red dragons, both of whom appear somewhat smaller than their brother. The most interesting aspect of their scene was they way Drogon snapped at Daenarys, however. As Jorah tells her afterward, They can never be tamed, not even by their mother. It puts her status as the one person in in the world in possession of what is essentially a Weapon of Mass Destruction in question. I suppose WMD's that can act on their own volition would be a bit of a problem.
So far, season four is off to a strong start. It has a bit of the Premier Expository Blues, as characters explain what has gone before while setting up plot points for the future, but like I said before, the actors and writing are strong enough that the show can get away with this somewhat.
I'm excited for next week, and from what I saw in the preview, a lot of fans are going to be thrilled (or sorely disappointed) with how it ends. Let's say initially thrilled, but disappointed once they let it sink in.
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