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Jenessa Mann | Posted: 20 Apr 2016 | Updated: 8 Nov 2020
BYU to host first and only outdoor meet of the season
PROVO, Utah— BYU track and field will host their first and only outdoor home meet of the season at the 2016 BYU Clarence Robinson Invitational this weekend starting Thursday, April 21, to Saturday, April 23.
"Our athletes have shown in the past that they are capable of running, jumping and throwing some of the best marks of the year at the home meet," BYU track and field head coach Ed Eyestone said. "One of the big events at this particular meet is the mile because of the altitude adjustment. Some strong athletes are coming down to compete and we haven't been beaten on our track in the mile in a long time. Some of my top mile runners will be doing other events so it means our younger guys are going to have to step up and defend our home. It should be fun all the way around."
Teams from the following schools will be competing in the meet: Utah State, Weber State, University of Utah, Westminster, SUU and Idaho State.
This meet is important to those athletes who are on the cusp of reaching their regional qualifying mark. With only a few weeks left in the regular season, those athletes will need to improve their times in order to make it to the first round of the NCAA meet. The athletes who have already achieved their regional qualifying marks will be looking to sharpen their marks to hold their spot. Currently there are 14 women and 20 men with regional qualifying marks.
Athletes to watch on the women's side include Anginae Monteverde who will be vaulting and Alyssa Monteverde-Dalton who will be running the 100m hurdles. The sisters are capable of qualifying for the NCAA's in the past and at this point they are just looking to solidify their marks and build confidence going into the last half of the season.
Shea Martinez-Collinsworth, one of the All-Americans, will be one of the athletes that drop down to a different event and will run the open 400m. This will be a nice opportunity to work on the speed side of things in preparation for the 800m at the NCAA meet. Kaylee Packham will be running the 400m hurdles to work on her technique, since she previously got a mark that will take her to the regional meet.
On the men's side, Zachary Blackham will compete in the high jump and Shaquille Walker will be running the open 400m. Last year Walker ran a 46.00 and will be trying to run under 46 seconds to rival Jesse White. The team is also going to put together their 'A' team in the 4x400 in order to have a mark that will get them to the national meet.
Students get in for free with ROC passes and general admission tickets are $5. The full schedule and live results will also be available on byucougars.com.
Alyssa Dalton - W Track & Field Shea Collinsworth - W Track & Field Shea Collinsworth - W Track & Field Anginae Monteverde - W Track & Field Kaylee Packham Athlete Profile - WTRACK
4x4 squad school record highlights success at Razorback Invitational
No. 20 BYU women's track and field totaled eight personal bests, four program top-10 marks, and a school record in a…
W Track & Field | Jan 28
Tidwell Allphin leads BYU women in day one at Razorback Invitational
No. 7/No. 20 BYU men's and women's track and field opened the Razorback Invitational against some of the nation's best…


Francis Beaumont, known by his contemporaries as Frank Beaumont, (1584 – 1616) was an English dramatist most famous for his collaborations with John Fletcher.
Beaumont was the son of Sir Francis Beaumont of Grace-Dieu, a justice of the common pleas. He was educated at Broadgates Hall (now Pembroke College) in Oxford at the age of 13. Following the death of his father, he left university without a degree and followed in his father's footsteps by entering the Inner Temple.
Accounts suggest that however that Beaumont did not work for long as a lawyer. He became a student of poet Ben Jonson and decided that was where his passions lay. His first work, Salmacis and Hermaphroditus, appeared in 1602. The 1911 edition of the Encyclopedia Britannica describes the work as "not on the whole discreditable to a lad of eighteen, fresh from the popular love-poems of Marlowe and Shakespeare, which it naturally exceeds in long-winded and fantastic diffusion of episodes and conceits". In 1607, Beaumont wrote the preface to a work of Jonson's.
Beaumont's collaboration with Fletcher probably began as early as 1605, but the pair truly became famous in 1608 with the writing and production of Philaster. Their collaboration continued 1612. Beaumont married in the following year, and died in 1616 and is buried in Westminster Abbey. Although today Beaumont is remembered as a dramatist, during his lifetime he was celebrated as a poet.
Note the true extent to which each play was written by Fletcher and by Beaumont is unknown (compare also the shared song-writing of John Lennon and Paul McCartney), though the following categorizations are generally agreed upon.
This article is licensed under the GNU Free Documentation License. It uses material from the Wikipedia article Francis Beaumont.


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Under the Whyte notation for the classification of steam locomotives,  represents the wheel arrangement of four leading wheels, eight powered and coupled driving wheels and two trailing wheels. This type of steam locomotive is commonly known as the Mountain type.

Overview
The Colony of Natal in South Africa and New Zealand were innovators of the  Mountain wheel arrangement. The Natal Government Railways (NGR) placed in service the first tank engines with the 4-8-2 arrangement, and the NGR was also first to modify tender locomotives to use a 4-8-2 wheel arrangement. The New Zealand Railways Department (NZR) introduced the first tender locomotives designed and built as 4-8-2.

In 1888, the Natal Government Railways placed the first five of its eventual one hundred Class D  tank locomotives in service. The locomotive was designed by William Milne, the locomotive superintendent of the NGR from 1877 to 1896, and was built by Dübs & Company. This was the first known use of the  wheel arrangement in the world.

In 1906, six NGR Class B  Mastodon locomotives, designed by D.A. Hendrie, NGR Locomotive Superintendent from 1903 to 1910, were modified to a  wheel arrangement by having trailing bissel trucks added below their cabs to improve their stability when hauling fast passenger trains. These altered Class B locomotives were the first  tender locomotives in the world.

The first locomotive to be designed and built as a  tender locomotive was New Zealand's X class, designed by Alfred Beattie and built by NZR's Addington Workshops in 1908. It was designed to haul heavy freight trains on the mountainous central section of the North Island Main Trunk and it is believed that this was the source of the "Mountain" name of the  type, although it is also possible that the name was originated by the Chesapeake & Ohio Railway in the United States, who named the type after the Allegheny Mountains. The X class was, however, not a typical Mountain type, since its trailing truck served to spread the axle load rather than to allow a larger and wider firebox. The trailing wheels were positioned well behind a narrow firebox, which itself sat above the coupled wheels, necessitating the same design compromise between coupled wheel diameter and grate size as on a  Consolidation or  Mastodon. A more common  design was a progression of the classic 4-6-2 Pacific layout, which featured a wide firebox positioned above the trailing truck and behind the coupled wheels, allowing for a wide and deep firebox as well as large coupled wheels.

The NGR in 1909 placed in service the first example of the more common Mountain design, when it commissioned five Class Hendrie D  tender locomotives. It was designed by Hendrie to handle coal traffic on the upper Natal mainline and, while it was based on the Class Hendrie B , it had the firebox positioned to the rear of the coupled wheels to make a larger grate and ashpan possible. To accomplish this, the plate frame was equipped with a cast bridle at the rear to accommodate the improved firebox design, which also necessitated the addition of a trailing truck. Five locomotives were built by the North British Locomotive Company and delivered in 1909. The  type went on to become the most widely used steam locomotive wheel arrangement in South Africa, with altogether thirty classes of both tank and tender versions eventually seeing service on the South African Railways.

Usage

Angola

In 1951, six  locomotives were built by North British Locomotive Company to the design of the South African Class 19D for the Angolan Caminho de Ferro de Benguela (CFB or Benguela railway) as their 11th Class.

Australia
Unlike some other countries which utilised the  design for heavy passenger duties, the Australian  was more typically used as a heavy goods locomotive with small coupled wheels and a very large firebox.

The first  in Australia was the  gauge Q class of the Tasmanian Government Railways. Nineteen were built in batches between 1922 and 1945 by Perry Engineering in South Australia, Walkers Limited of Maryborough, Queensland and Clyde Engineering of New South Wales. Until 1950, the class handled the majority of mainline goods trains around the state.

Armstrong Whitworth built ten 500 class 4-8-2 locomotives for the South Australian Railways in 1926. They were the most powerful locomotives in Australia at the time and the heaviest non-articulated locomotives yet built in the United Kingdom. In 1929, they were modified to 500B class 4-8-4 Northern locomotives.

The three-cylinder D57 class locomotive of the New South Wales Government Railways (NSWGR) was one of the largest and most powerful locomotives ever built in Australia. Twenty-five were built by Clyde Engineering from 1929. With their large  grates and  tractive effort, they were put to good use on the steep, 1 in 33 (3%) and 1 in 40 (2½%) gradients leading out of Sydney on the New South Wales mainlines.

The D57 design was developed further in 1950 with the smaller cylindered D58 class, of which thirteen were built at the Eveleigh and Cardiff Locomotive Workshops of the NSWGR. This class proved to be less successful, suffering from reliability problems attributed to the rack and pinion valve gear that was used for the third cylinder instead of the Gresley-Holcroft valve gear that was used on the D57 class.

The Western Australian Government Railways (WAGR) introduced two classes of 4-8-2 locomotive for freight haulage on the state's  network. The first was the S class, of which ten were built at the WAGR Midland Railway Workshops from 1943, with the locomotives named after West Australian mountains. The second was the W class, of which 64 were built by Beyer, Peacock & Company in 1951 and 1952. The 4-8-2 layout allowed for the weight of these relatively powerful locomotives to be spread over a number of axles, resulting in the W class having a maximum axle load of less than 10 tons. It also enabled the incorporation of a wide firebox for burning poor-quality coal.

In 1951, the Tasmanian Government Railways purchased a modern 4-8-2 locomotive, the H class. Eight locomotives were built by Vulcan Foundry for freight train working.

Bulgaria
In 1941, the Bulgarian State Railways (BDZ) placed an order with Henschel & Son in Germany for fifty BDZ class 03 express passenger locomotives. They were of the type  (2-4-1 axle arrangement, simple steam expansion, superheating, three-cylinder, fast train service) and were designed to be capable of hauling heavy passenger trains over the often severe profiles of the  Bulgarian mainlines, with gradients of up to 2.8%.

The first two locomotives were delivered by the end of 1941. During trials, it proved that the specifications of the BDZ designing engineers were correct and that they had successfully overcome the shortcomings of insufficient power and some construction problems that had been experienced with the BDZ  Mikado class 01  and class 02  locomotives. Mass production began the following year, but was interrupted by war restrictions introduced by the German authorities and delivery was halted before the full order was filled. Only ten more locomotives were built and delivered at the end of 1942 and early 1943, and the total number of the BDZ class 03 remained at twelve locomotives, numbered 03.01 to 03.12.

After 1958, these locomotives were gradually converted to mixed fuel oil and coal firing, which resulted in improved steaming ability and better performance, particularly on mountainous lines. During their 35 years of service, they exhibited excellent performance and only minor problems were experienced, such as oval wearing of the leading axle's inside crank. After factory repair, one of these locomotives, no. 03.12, was preserved in the depot at Gorna Oryahovitsa and returned to operation for tourist trains.

Canada
The Angus Shops of Canadian Pacific (CP) built a pair of  locomotives in 1914. While they were not replicated, CP kept them in service for thirty years. CP reverted to 4-6-2 Pacific locomotives before moving on to the 4-6-4 Hudson.

Canadian National operated eighty U-1 class  locomotives in passenger service, built by Montreal Locomotive Works in 1944. The last twenty, designated the U-1-f class, were delivered with semi-streamlined conical smokebox covers that earned them the nickname of Bullet Nose Bettys.

Czechoslovakia
The Czechoslovak State Railways (ČSD) introduced the 498.0 class  express passenger locomotive in 1938, after successful trials in the Tatra Mountains to compare it to an alternative 2-8-4 Berkshire prototype. In 1954, the design was developed further into the 498.1 class. These technically sophisticated locomotives were reputedly capable of 11% thermal efficiency.

The ČSD also built a lighter and more numerous 475 class  locomotive.

France
In France, the  Mountain, known as the 241 type based on its axle arrangement, began to be used on the more undulating routes as increasingly heavy loads, brought about by the introduction of all-steel passenger cars after 1918, began to overtax the hill-climbing capabilities of the existing  Pacific and the speed capabilities of  Mikado locomotives. Altogether 275  locomotives were built for French service.
 The Chemins de fer de l'Est (Est) took delivery of a prototype  four-cylinder compound locomotive from its own Épernay shops in 1925. This was the first Mountain type to be built for commercial service within France. The Est subsequently ordered forty production locomotives in 1930, based on the prototype design but with improvements. Delivery took place over the following three years. One of these, 241.004, ended up in Germany during World War II and served in the East German Deutsche Reichsbahn until 1955 as , the only  Mountain in German service.
 Between 1930 and 1932, the Chemins de Fer de l'État (État) obtained 49 locomotives built to the  design of the Est. Under SNCF management after 1938, these locomotives were transferred to the Est region and served there for the rest of their service lives.
 The Chemins de fer de Paris à Lyon et à la Méditerranée (PLM) introduced 145 bullet-nosed Class 241A compound Mountain types in 1925 to increase train speeds over the Seuil de Bourgogne incline. This four-cylinder compound locomotive was unusual in having short connecting rods for the outside high pressure cylinders that connected to the first driving axle rather than the second, as was typical of most six- or eight-coupled locomotives. Possibly as a result of this, the locomotive did not run smoothly at speeds faster than . In addition, in order to limit the weight, the built-up locomotive frames were lightly constructed, which resulted in torsion and flexing which caused the wheel bearings to overheat. This problem was never solved on the PLM engines. However, in spite of these shortcomings and true to the Mountain type, they were still able to haul heavy passenger trains over gradients at speed and could take an 800 tonne load over a 1 in 200 gradient at .

 Based on the Class 241A, the unique PLM Class 241C1, built in 1930, had connecting rods linking the second and third driving axles. This locomotive served as the prototype for the development of the post-war standard SNCF Class 241P.
 The PLM also experimented with a high-pressure watertube boiler on the unique PLM 241B1 prototype, constructed with a German Schmidt-Henschel boiler in 1930. It was soon learned, however, that this locomotive was a failure and it was retired and broken up by the mid-1930s.
 The État also built a prototype three-cylinder simple expansion  locomotive in 1932, the 241.101, which was an embarrassing failure for the company but which was later converted by André Chapelon into the legendary SNCF Class 242A1 4-8-4 Northern locomotive.
 The SNCF, with design input from André Chapelon, developed the earlier PLM 241C1 into the 35-strong Class 241P in 1948. These locomotives, although prone to axle box problems caused by a frame that was not rigid enough for the  output of the cylinders, were nevertheless very effective and some were still running in the early 1970s.

Mozambique
In March and July 1973, twelve reboilered South African Railways Class 15BR locomotives, built by Montreal Locomotive Works (MLW) in Canada between 1918 and 1922, were sold to Caminhos de Ferro de Moçambique (CFM), the Mozambique Railways, where they were mainly used for shunting at Lourenco Marques and occasionally on freight service to Swaziland.

New Zealand

The first of eighteen X class  De Glehn compound locomotives, designed by Alfred Beattie, the Chief Mechanical Engineer of the New Zealand Railways Department (NZR) between 1900 and 1913, was built by the NZR's Addington Workshops in Christchurch in 1908. The first locomotive in the world to be designed and built as a  tender locomotive, it was designed to haul heavy freight trains on the newly completed mountainous central section of the North Island Main Trunk. One member of the pioneering X class survives and is currently located at the depot of the Feilding and District Steam Rail Society.

Between 1940 and 1956, 91 J and JA class locomotives entered service. Of these, 56 were built by North British Locomotive Company and 35 by the Hillside Railway Workshops in Dunedin.
These locomotives survived in service until 1971 and were the last in-service steam locomotives on the NZR. Ten have been preserved.

Philippines
The Manila Railroad, now the Philippine National Railways, operated two classes before and after World War II. The first class was the pre-war 170 class. Ten locomotives were built in 1921 by Alco. Three units were refurbished after being damaged by the war. In 1948, another ten locomotives, numbered the 100-class, were ordered from the Pennsylvania-based Vulcan Iron Works. Another 10 were built in 1948. Both the rebuilt 170 class and the new 100 class were decommissioned starting 1956, when MRR ordered the replacement of all its steam locomotives with diesel locomotives such as the GE UM12C. None of these locomotives were preserved like all of MRR's steam locomotives.

Poland

In 1931 three Pu29 mountains were delivered to PKP. They were used predominantly to pull heavy trains between East Prussia exclave and main territory of Germany, transiting through the Polish Pomerania, also known as the Polish Corridor.

Rhodesia

Northern Rhodesia
Two  locomotives were built in 1952 by Henschel & Son to the design of the South African Class 19D, for the Nkana copper mines in Northern Rhodesia (now Zambia). They were numbered 337 and 338 in the Rhodesia Railways 19th class number range.

Southern Rhodesia

A lighter version of the South African Class 4A 4-8-2 was built for the Rhodesia Railways (RR) by North British Locomotive Company (NBL) in 1921. It was designated the RR 10th Class and was used on the long section south of Bulawayo in Southern Rhodesia (now Zimbabwe) through Bechuanaland Protectorate (now Botswana) to Mafeking in the Cape Province. Like the South African Class 4A, the RR 10th Class had a combustion chamber, the only RR locomotive class with this feature.

Between 1951 and 1953, 21  locomotives were built for RR by Henschel & Son to the design of the South African Class 19D, as their 19th class and 19C class. Their tenders were similar to the South African version's Torpedo type, but with plate frame instead of Buckeye bogies. One of these, the sole RR 19C class, was built as a condensing locomotive.

In 1955, four more, without superheating and numbered from 1 to 4, were built to the design of the South African Class 19D by NBL for the Wankie Colliery in Southern Rhodesia.

South Africa
Tank locomotives
Of the thirty classes of  locomotives to see service on the South African Railways (SAR), four were tank locomotives.

 The first locomotive in the world to be designed with this wheel arrangement was the Class D  tank of the Natal Government Railways (NGR), the brain-child of Locomotive Superintendent William Milne and built by Dübs & Company. Altogether 100 of these locomotives were delivered in ten batches between 1888 and 1899. In 1912, they came into SAR stock and were designated Class A.
 When the 4-10-2T Reid Tenwheelers of the NGR, designed by Locomotive Superintendent G.W. Reid, began to be withdrawn from mainline service for branch line and shunting duties c. 1909, they were gradually converted to a  wheel arrangement by removing the fifth set of coupled wheels. In 1912, five such converted locomotives, originally built by Dübs between 1901 and 1903, were designated Class H2 on the SAR. The SAR converted many more Reid Tenwheelers to , but reclassified only the first three of these to Class H2, while the rest retained their Class H classification even after modification.
 In 1902, the Imperial Military Railways placed 35  tank locomotives in service, built by Dübs and Neilson, Reid and Company to the specifications of the Reid Tenwheeler of the NGR. They became the Class E on the Central South African Railways, who converted six of them to  tank locomotives. In 1912, the five survivors were designated Class H1 on the SAR.
 In 1904, the NGR placed 25 Class E  tank locomotives in service. It was the first locomotive to be designed for the NGR by locomotive superintendent D.A. Hendrie and was built by North British Locomotive Company (NBL). In 1912, these locomotives were designated Class G by the SAR.

Tender locomotives
Between 1909 and 1953, when the Class 25 and Class 25NC 4-8-4 Northern locomotives arrived on the scene,  Mountain tender locomotives became the most popular goods locomotives on South African rails. Between 1906 and 1938 altogether 26 different classes of  locomotives were acquired for mainline and branch line service.

In 1906, the NGR modified six of its Class B  Mastodon locomotives, built by NBL in 1904, to Class Altered B locomotives in order to improve their stability on passenger trains. This made them the first tender locomotives in the world with a  wheel arrangement. In 1912, they were classified as Class 1B by the SAR.

The SAR Class 3 originated on the NGR. Three variants were introduced between 1909 and 1912.

 In 1909, the NGR commissioned the first of thirty Class B (1909)  tender locomotives, also known as the Hendrie D. Designed by D.A. Hendrie to handle coal traffic on the upper Natal mainline and based on his altered Class B  Mountain of 1906, the firebox was positioned to the rear of the coupled wheels to make an improved grate and ashpan possible. Although not the first tender locomotives designed and built as 4-8-2, they were the first examples of the most common 4-8-2 design. They were built by NBL in 1909 and 1910. In 1912, they were designated  on the SAR.
 In 1910, the NGR placed a single experimental Class B American D  locomotive in service, built by the American Locomotive Company (ALCO). The locomotive was similar to the Class B Hendrie D and was nicknamed Maude Allan by the enginemen. In 1912, it became the sole Class 3A on the SAR.
 In 1912, the SAR took delivery of ten Class 3B Mountain locomotives that had been ordered by the NGR the year before. Designed by Hendrie and built by NBL, these locomotives had plate frames, Walschaerts valve gear and Belpaire fireboxes and were the first of Hendrie's designs to have superheaters and piston valves instead of slide valves.

The Class 4 originated on the Cape Government Railways (CGR). Two variants were introduced in 1911 and 1913.

 In 1911, the CGR placed two  Mountain locomotives in service. Designed by chief locomotive superintendent H.M. Beatty as a heavy mixed traffic locomotive with Stephenson valve gear and that used saturated steam, they were built by NBL. They were not classified on the CGR but a year later, when they were taken onto the SAR roster, they were designated Class 4.
 In 1913 and 1914, ten Class 4A locomotives were placed in service by the SAR. Built by NBL, it was an improved version of the predecessor Class 4, with a superheater and Walschaerts valve gear. Like their two forerunners, they were excellent steamers and, with the improvements, gave a much better performance.

Three Class 12 variants were introduced by the SAR between 1912 and 1920.

 Between 1912 and 1922, the SAR placed 46 Class 12 locomotives in service. Designed by SAR chief mechanical engineer (CME) D.A. Hendrie for use in coal traffic on the line from Witbank to Germiston, they were the largest non-articulated locomotives in South Africa at the time. The first 26 were built by NBL between 1912 and 1915 and the remainder by Beyer, Peacock & Company (BP) in 1922.
 Between 1919 and 1929, 67 Class 12A locomotives entered service. It was the final locomotive design by Hendrie and one of his finest. An improved and larger version of his Class 12, with larger diameter cylinders and a redesigned boiler that included a combustion chamber, it was superheated and had Walschaerts valve gear and a Belpaire firebox. Forty-eight were built by NBL between 1919 and 1929 and 19 by Henschel & Son in Germany in 1928 and 1929.
 In 1920, the SAR placed thirty Class 12B locomotives in service, built to the Class 12 design by Baldwin Locomotive Works in the United States. They were very similar to the second and subsequent orders of the Class 12, but were classified separately as Class 12B, possibly merely because they were American built while the Class 12 was British built.

Four Class 14 variants were introduced by the SAR between 1913 and 1918.
 Between 1913 and 1915, the SAR placed 45 Class 14 locomotives in service. Designed by Hendrie as a development of the Class 12, it was built by Robert Stephenson & Company. With  coupled wheels, it was evolved as intermediate locomotive between the Class 3B with its  coupled wheels and the Class 12 with its  coupled wheels.
 In 1914 and 1915, 41 Class 14A locomotives entered service. Also designed by Hendrie, it was a lighter locomotive for use on coastal lines and was built by NBL. Like the Class 14, it also had Walschaerts valve gear, a Belpaire firebox and was superheated, but it had a smaller boiler and smaller cylinders to reduce the axle loading.
 In 1915, fifteen Class 14B locomotives entered service. Built by BP, its intended use was on the lower section of the Natal mainline where speeds were low with frequent stops, and Hendrie therefore designed them without superheaters. In service, the omission of superheating soon became controversial and, by 1927, all of them were converted to superheating and reclassified to Class 14. Of all the locomotives introduced by Hendrie, the Class 14B was the only one to fall short of expectations.

 Between 1918 and 1922, 73 Class 14C locomotives were ordered from the Montreal Locomotive Works (MLW), in Canada, as a result of wartime disruption in Europe. While built to Hendrie's specifications, they were designed by MLW, resulting in a locomotive with some typical North American characteristics and with American style high running boards. The locomotives were delivered in four batches, all four with different engine weights and maximum axle loads. Through re-boilerings and re-balancings during its service life, this single class eventually ended up as six different locomotive classes.

Seven Class 15 variants were introduced by the SAR between 1914 and 1938.
 In 1914, ten Class 15 locomotives entered service, built by NBL and designed by Hendrie as large mixed traffic locomotives with larger  coupled wheels for use in the Orange Free State, where grades and curvature were less severe than on the coastal sections. To reduce the weight on the trailing wheels, steel fireboxes were used, a feature that became standard on large locomotives, but necessitated the introduction of water treatment plants in some parts of the country to prevent corrosion.

 Between 1914 and 1925, the SAR placed 119 Class 15A locomotives in service, delivered in ten batches from three manufacturers. Of the whole Hendrie-designed Mountain family, this class proved to be his most useful and most numerous group of locomotives. Being wartime, initial production and delivery occurred sporadically. NBL delivered 68 between 1914 and 1921, BP delivered thirty in 1920 and 1921, and J.A. Maffei delivered the last 21 in 1925.
 Between 1918 and 1922, thirty Class 15B locomotives entered service. As a result of wartime disruption in Europe, they were ordered from MLW in Canada. They were built to the general specifications of the Class 15, but with bar frames and some typical North American features, and they were equipped with Belpaire fireboxes with combustion chambers.
 In 1925 and 1926, the SAR placed twelve Class 15C locomotives in service, built by Baldwin Locomotive Works and conforming to SAR requirements as far as practicable, but also incorporating the latest American railway engineering practices. They introduced several new features to the SAR, such as top feeds to the boiler, self-cleaning smokeboxes, Sellar's drifting valves and grease lubrication. Their fireboxes were equipped with siphon tubes to support the brick arch and to improve water circulation. The locomotive's size quickly earned it the nickname Big Bill.
 Between 1926 and 1930, 84 Class 15CA locomotives entered service. It was a redesigned version of the Class 15C, with the frames widened under the firebox by means of a bridle casting. Twenty-three were built by ALCO in 1926, four by Baldwin in 1929, ten by Società Italiana Ernesto Breda of Milan in Italy in 1929 and 47 by NBL between 1928 and 1930.

 Between 1935 and 1937, the SAR placed 44 Class 15E locomotives in service. It was a refinement of the Class 15C and Class 15CA and was designed by CME A.G. Watson, incorporating many of the improvements that had been developed by him, two of which were a vastly enlarged Watson Standard boiler and a Watson cab with a sloping front. Twenty were built by Robert Stephenson & Hawthorns (RSH) in 1935, sixteen by Henschel in 1936, and eight by Berliner Maschinenbau in 1937. The locomotives had poppet valve gear and were fast, even though some trouble was initially experienced with the gear in the reverse position.
 Between 1938 and 1946, 255 Class 15F locomotives were placed in service, making it the most numerous steam locomotive class in SAR service. It was similar to the Class 15E with a Watson Standard No. 3B boiler and a Watson cab, but with Walschaerts valve gear. It was designed by CME W.A.J Day and built in four batches over a period of eight years spanning World War II. In 1938, seven were built by Berliner, fourteen by Henschel and 44 by North British Locomotive Company. Locomotive building was interrupted by the war, but because of a critical motive power shortage that developed during the war, manufacturing was resumed even before hostilities had ceased. In 1944, production started with thirty locomotives by Beyer, Peacock & Company, followed by sixty by NBL in 1945. The final batch of 100 was built by NBL in 1946 and 1947. The pre-war Class 15Fs were hand stoked and were delivered without smoke deflectors, while the post-war locomotives were built with mechanical stokers, smoke deflectors and vacuum brakes on the coupled wheels as well as the tenders.

Five Class 19 variants were introduced by the SAR between 1928 and 1937.
 In 1928, the SAR placed four Class 19 locomotives in service. It was a lighter branchline version of the classes 15C and 15CA mainline locomotives, built to the basic design of test engineer M.M. Loubser as requested by CME Colonel F.R. Collins DSO. Built by Berliner in Germany, they were superheated, built on bar frames and used Walschaerts valve gear.

 In 1929, 36 Class 19A locomotives entered service. It was a later model of the Class 19, but redesigned by Collins to achieve a lighter axle loading by reducing the coupled wheel diameter from , reducing the cylinder diameter from  and by using a smaller boiler. They were built by Swiss Locomotive & Machine Works (SLM).
 In 1930, fourteen Class 19B locomotives entered service. Built in Germany by Berliner, it was virtually identical to the Class 19 apart from the wheelbase of the front bogie, which had been increased from  to  to improve the clearance between the cylinders and the bogie wheels.
 Fifty Class 19C locomotives entered service in 1935, built by NBL to the design of the Class 19B, but with rotary cam poppet valve gear and Watson Standard No. 1A boilers. It had a larger superheater than the Class 19B and was equipped with a Watson cab with a sloping front that, like the Watson Standard boiler, was to become standard on later SAR steam locomotive classes. In a break with prior custom, the ash pan and running boards were affixed to the locomotive frame instead of to the boiler to facilitate easier removal of the boiler for repairs.
 Between 1937 and 1949, 235 Class 19D locomotives entered service, with the final development of the Class 19 series of locomotives having been done in 1937 by CME W.A.J. Day. The Class 19D, nicknamed Dolly, was very similar to its predecessor Class 19C, but with piston valves and Walschaerts valve gear instead of RC poppet gear. The locomotives were built in batches by several locomotive manufacturers. In 1937 and 1938, sixty were built by Friedrich Krupp AG and another sixty by the Borsig Lokomotiv Werke. In 1938, Škoda Works in Czechoslovakia built fifteen before locomotive building was interrupted by the Second World War. In 1947, fifty were built by Robert Stephenson & Hawthorns, and the final batch of fifty was delivered by NBL in 1949. The NBL locomotives were delivered with Type MX Torpedo tenders with cylindrical water tanks that ran on three-axle Buckeye bogies.

In 1938 and 1939, the SAR placed 136 Class 23 locomotives in service, its last and largest Mountain locomotive. Designed by Day, it was intended as a general utility locomotive capable of operating on  rail and was built in two batches by Berliner Maschinenbau and Henschel & Son in Germany. The original order in 1938 was for twenty locomotives, of which Berliner built seven and Henschel thirteen. However, the urgency brought about by the rapidly deteriorating political climate in Europe at the time led to a further 116 locomotives being ordered even before the first batch could be delivered and tested. Of these, Henschel built 85 and Berliner 31. The last locomotive of this second order was delivered in August 1939, just one month before the outbreak of the Second World War. Since they were intended for working in the arid Karoo, they were equipped with very large tenders with a high water capacity that rode on six-wheeled bogies.

Spain
Spain had more than 200 Mountain locomotives, known as the 241 type, in five classes.

The first type to be introduced, although earlier by only a few weeks, was the NORTE 4000 class, 4001–4047 in 1925 and 4049–4066 later. This was a huge four-cylinder compound machine with a  working order weight and  coupled wheels, a diameter that was believed to be ideal for passenger locomotives in the mountainous Peninsula. It performed very well on heavy express trains from Madrid to the French border in Irun. Although built in Spain, the type was of German design.

Compañía de los Ferrocarriles de Madrid a Zaragoza y Alicante (MZA) commissioned the 1700 type (1701–1795), built by La Maquinista Terrestre y Marítima (MTM) in Barcelona. It was a rude two-cylinder simple expansion locomotive, also with  coupled wheels and slightly lighter than its NORTE counterpart, with the first ones of 1925 at 159.5 tonnes and the last ones of 1930 at 163.44 tonnes.

A controversy arose in Spain between the defenders of these two types. The 4000 was slightly more powerful, but the simplicity and reliability of the Spanish-designed 1700 was preferred.

The MZA commissioned an enhanced 1700 type, designed with a streamlined casing á la mode and designated the 1800 type. The Spanish Civil War interrupted construction and the ten machines were only completed after the war was ended in 1939. Although well designed and good performers in theory, they lacked the advantages of streamline casing and especially suffered from problems associated with the high-pressure boiler that needed specially designed lubricators that were not available in the impoverished post-war Spain.

The NORTE launched the 4648 just before RENFE was established in 1941. It was an enhanced 4600 type with new designed cylinders after the proposals of André Chapelon. The locomotive was slightly more powerful than her sisters and RENFE commissioned 28 more to be built between 1946 and 1948. The increased capacity of the new machines never reached its full potential, however, due to the lack in maintenance typical of post-war Spain.

In 1944, RENFE commissioned the 2700 type to run on former MZA lines. The type used the high-capacity boiler designed for the 2-10-2 Santa Fe type of 1942. They were very powerful machines with weights exceeding 204 tonnes and with  coupled wheels. They performed well and were appreciated by the crews who called them Bonitas (prettys). A coal-fired and stoker-equipped design, they were converted to oil-firing in the 1950s. Construction ceased in 1952, with 57 locomotives built. The last one was retired in 1973. One is preserved (241-2238F) in Móra la Nova (Tarragona, Catalonia, Spain) for the APPFI enthusiast association, with the intention to restore it to running order.

United Kingdom
The United Kingdom's entire population of Mountain locomotives consists of Hercules and Samson, the two  gauge  locomotives of the  Romney, Hythe & Dymchurch Railway in Kent, England. The locomotives were built by Davey Paxman in 1927.

The Southern Railway considered using 4-8-2s for express trains before changing to the 2-8-2 and eventually 4-6-2 design, leading to the Bulleid pacifics. The London and North Eastern Railway had designs for 4-8-2s, but during WWII the British government forbid the development of express passenger locomotives, so the plans were dropped. Following the LNER chief mechanical engineer Sir Nigel Gresley's death from illness in 1941, neither Edward Thompson nor Arthur Peppercorn resumed the 4-8-2 project, and after the United Kingdom nationalized private railway companies into British Railways in 1948, only 4-6-2s were pursued as express locomotives with the BR Standard Class 6 and 7 (though they were classified as mixed-traffic), as well as rebuilt versions of the aforementioned 4-6-2s of Bulleid's design, which would last until dieselization.

United States

The  was most popular on the North American continent. When the 4-6-2 Pacific fleets were becoming over-burdened as passenger trains grew in length and weight, the first North American  locomotives were built by the American Locomotive Company (ALCO) for the Chesapeake & Ohio Railway (C&O) in 1911. It is possible that the "Mountain" name was originated by C&O, after the Allegheny Mountains where their first  locomotives were built to work. ALCO combined the traction of the eight-coupled 2-8-2 Mikado with the excellent tracking qualities of the Pacific's four-wheel leading truck. Although C&O intended their new Mountains for passenger service, the type also proved ideal for the new, faster freight services that railroads in the United States were introducing. Many  locomotives were therefore built for dual service.

A total of about 2,200 Mountain type locomotives were built for 41 American railroads. With 600  locomotives, the largest user in the United States was the New York Central Railroad (NYC), who named theirs the Mohawk type.

Other large users in the United States were the Pennsylvania Railroad with 224 Class M1, Class M1a and Class M1b locomotives that were used mostly for fast freight service, the Florida East Coast with ninety passenger locomotives, the New York, New Haven & Hartford Railroad with seventy, and the Southern Railway with fifty-eight. The heaviest s in the world were the twenty-three St. Louis–San Francisco Railway 4400 class locomotives, built by the railroad between 1939 and 1945, using boilers from older 2-10-2 locomotives, riding cast frames, and weighing over 449,000 pounds.  These were a follow up to the road's 4300 class, similarly rebuilt at the road's Springfield, Missouri shops with some parts from 2-10-2s and new cast frames, but with new 250 psi boilers; these appear to be the most powerful Mountain types, tested by the railway's dynamometer at 4800 horsepower.

The Southern Pacific ordered a total of seventy-five MT-class 4-8-2s from ALCO for both freight and passenger service.

One notable example is SLSF 1522, one of thirty T-54 class Mountains built by Baldwin in 1926 and became one of two American 4-8-2 to have had an excursion career with the other being Illinois Central 2613. It ran excursions between 1988 until 2002, when rising insurance rates and a flue sheet cracked beyond repair forced it back into retirement. 1522 is now on display at the National Museum of Transportation in St Louis.

Original Buyers

Preservation by country
Some of the more notable preserved Mountains worldwide are listed here by country of origin.

United States of America
 Grand Trunk Western 6039: On display at Steamtown National Historic Site in Scranton, Pennsylvania.
 Great Northern 2507: On display at the Wishram depot in Wishram, Washington.
 Great Northern 2523: On display at the Kandiyohi County Historical Society in Willmar, Minnesota.
 Illinois Central 2500: On display at the Age of Steam Memorial in Fairview Park in Centralia, Illinois.
 Illinois Central 2542: On display at the McComb Railroad Museum in McComb, Mississippi.
 New York Central 2933: On display at the National Museum of Transportation in Kirkwood, Missouri.
 New York Central 3001: On display at the National New York Central Railroad Museum in Elkhart, Indiana. It is the largest surviving New York Central steam locomotive.
 Pennsylvania Railroad 6755: On display at the Railroad Museum of Pennsylvania in Strasburg, Pennsylvania.
 St. Louis–San Francisco 1501: On display at Schuman Park in Rolla, Missouri.
 St. Louis–San Francisco 1519: On display at the Railroad Museum of Oklahoma in Enid, Oklahoma.
 St. Louis–San Francisco 1522: On display at Museum of Transportation in Kirkwood, Missouri. Restored in 1988 and operated in excursion service until 2002.
 St. Louis–San Francisco 1526: On display at the Museum of the Great Plains in Lawton, Oklahoma.
 St. Louis–San Francisco 1527: On display at Langan Park in Mobile, Alabama.
 St. Louis–San Francisco 1529: On display at Frisco Park in Amory, Mississippi.

References

External links

8,4-8-2

redpajama_set_name: RedPajamaWikipedia


Two new yarns and a pencil roving created for hand knitters.
Tools for the Lunar New Year, quick-to-knit pattern booklets and more.
Noro's undulating colorways and airy openwork stitches are a match made in fiber heaven.
These lacy looks are a shore thing.
Scarves, cowls, hats, bags: Hot accessories for spring and beyond.
The entrelac technique shines a spotlight on Noro's rainbow hues.
Classic shapes that are all about comfort and color.
Summer-ready looks that do the wave with retro flair.
Heirloom blankets to perk up a nursery.


text:
UPS To Expand 'My Choice' And 'Access Point' Network For Package Delivery
UPS announced it will expand UPS My Choice and the UPS Access Point network, two of the company's services that work together to provide online shoppers and global retailers new personalized solutions to manage residential package deliveries.
UPS My Choice, the customizable online and mobile service where consumers choose delivery preferences and more, will now be available to consumers in 15 additional countries throughout North America and Europe. UPS My Choice is an industry-first innovation introduced in the U.S. in 2011.
The UPS Access Point network, with the broadest integrated cross-border footprint in Europe, is now available in New York City and Chicago and will expand rapidly to cover all major U.S. metropolitan markets during 2015. The UPS My Choice and UPS Access Point combined service will also be available in Poland, Italy, Canada and Mexico later this month.
More than 10 million U.S. consumers already use UPS My Choice to plan for their deliveries when and where it is convenient for them.
Consumers in Austria, Belgium, Canada, Denmark, France, Germany, Italy, Mexico, Netherlands, Poland, Puerto Rico, Spain, Sweden, Switzerland and the United Kingdom will be able to sign up for the free service at ups.com/mychoice.
"UPS My Choice has received outstanding customer response and continues to experience rapid growth with one new consumer enrollment every six seconds," said Alan Gershenhorn, UPS executive vice president and chief commercial officer. "Our mobile apps allow users to access UPS My Choice with their smart phone in a streamlined manner and offers several delivery and shipping solutions that fit their needs."
UPS My Choice members receive advance delivery notifications informing them of the delivery timing of each UPS package. Consumers also have the ability to reroute eligible packages to another address or reschedule deliveries for a future date before a UPS driver makes a delivery. Consumers can also activate a vacation setting to have packages held and delivered when they return home.
Unique to the UPS My Choice service, consumers only enroll one time and never need to provide additional information to retailers or UPS to begin taking control of their UPS deliveries.
"UPS My Choice and the UPS Access Point network are a powerful duo that give e-tailers new solutions for personalizing their customer's package delivery experience," Gershenhorn said. "UPS My Choice status alerts have industry-leading e-mail open rates and are extremely valuable for retailers that want to extend special customer offers or communications in addition to the shipment delivery notification and confirmation. We have more than 375 shippers in the U.S. utilizing this feature, including some of the most widely recognized names in retail."
The only thing consumers dislike more than missing a package is having to rearrange their lives to retrieve it. Earlier this year, 37 percent of U.S. online shoppers participating in the 2014 UPS "Pulse of the Online Shopper" study, said they want alternate delivery locations when they are not at home.
Now there is a convenient alternative: UPS Access Point locations. These local businesses, primarily neighborhood convenience and grocery stores with evening and weekend hours, fit a consumer's busy lifestyle. The locations are designed to be approximately 10 minutes or less from the consumer's delivery address.
UPS drivers, when unable to deliver a package at the consumer's residence, will leave a note informing them when they can expect to collect their package at a nearby UPS Access Point location. Consumers will go to www.ups.com and use the tracking number on the note to get the address. Consumers will need photo identification to receive their package. In addition, UPS My Choice members will have the ability to send qualifying shipments directly to a UPS Access Point location as their preferred delivery address.
Consumers can also drop off pre-labeled and prepaid packages at a UPS Access Point location during the store's hours. There are nearly 300 UPS Access Point locations in New York City and Chicago with more locations being added each week. As part of the UPS Access Point network, UPS is installing self-service smart lockers in metropolitan Chicago.
With government issued identification, or a mobile device, consumers can retrieve their package from a locker in less time than it takes to withdraw cash from an ATM. UPS My Choice members can route their packages directly to these lockers when they will not be home to receive deliveries.
In January 2015, the company plans to add all 4,400 The UPS Store locations throughout the U.S. to the UPS Access Point network.
Currently, there are more than 12,000 UPS Access Point locations in seven European countries. UPS expects to have 20,000 locations in key markets throughout Europe and the Americas by the end of 2015.
E-commerce Heats Up Competition for UPS, FedEx
UPS Using Biodiesel at Worldport Hub

redpajama_set_name: RedPajamaCommonCrawl


text:
Q: How to get a tree structure from Entity Framework's model metadata I'm working on a dynamic reports generator that allows end-user to basically create his own SELECT statements using Entity Framework models. Let me start with a description of what I'm trying to achieve exactly:

*

*User selects an entity (e.g. 'Student'),

*He gets a list which contains entity properties ('FirstName', 'LastName' etc. along with their type) and related entities ('Enrollments'). Primary and foreign key properties are NOT INCLUDED,

*On this list, related entities act like directories, user can click on them to display their properties and related entities in a tree structure,

*User can select any property (it will later be required to create a dynamic SELECT statement).

I was thinking about using reflection to do this, this seems to be a relatively simple way, but there are limitations (like determining if a property is a foreign key). I know there is also MetadataWorkspace class, but it is very confusing to me, never used it before. I also need to mention, that I'm aware of potential reference loops, therefore there will be a depth limit for related entities. How can I create such entity relations tree?
Additional info
I forgot to mention, that this project I'm doing would be a reusable library, so It should work with any dbContext, preferrably (if possible) without need to modify the models or adding attributes.

A: Some guidelines for your development:

*

*The method below can extract all the class properties of your Models:
public static IEnumerable<PropertyInfo> ExtractTypeProperties(Type type)
{
    return type.GetProperties(BindingFlags.Instance | BindingFlags.Static | BindingFlags.Public |
                           BindingFlags.NonPublic | BindingFlags.FlattenHierarchy);
}

*Navigation properties usually are virtual. You can use something like this to get these properties:
foreach (var property in typeof(MyModel).GetProperties().Where(p => p.GetGetMethod().IsVirtual)) { ... }

*Model primary keys usually have the names Id, TheModelId or are decorated with [Key];

*Model foreign keys usually have associated navigation properties with the same name, except for the Id suffix, or they are decorated with [ForeignKey]. Note that navigation properties also can be decorated with this attribute, so I think you'll have to make a double-check to satisfy all the conventions;

*Avoid to reflect the selected object from EF itself, because EF replaces the navigation properties by dynamic proxies. Prefer to reflect the class type.

redpajama_set_name: RedPajamaStackExchange


text:
Q: Given $\frac{y+a}{x+a}=b$, is there a solution for $\frac{x}{y}$? I have an expression of the form:
$$\frac{y+a}{x+a}=b$$
I know there is an infinity of solutions for x and y, but what I'm looking for is a solution for x/y, unique or otherwise.

A: We have $$ \dfrac {y+a}{x + a} = b \implies y + a = b \cdot (x+a) = bx + ba. $$I hope you can finish from here and see that the solution for the ratio is not unique.


text:
Kieron O'Hara: Political parties must adapt to this popular revolt, or else risk more nihilists like Trump
By Kieron O'Hara
David Gauke: As a non-Tory at the last election, my worry is that this Government won't be Conservative enough
Does Johnson have the guts to tackle the rigged housing market described by Halligan?
Maximum flexibility – the Government's starting assumption in post-Brexit negotiations
Garvan Walshe: The shooting down of a civilian flight does Iran's rulers more harm than the assassination of Soleimani
Kieron O'Hara is an associate professor and senior research fellow in electronics and computer science at the University of Southampton. He has also written extensively on conservatism and the Conservative Party.
The US Presidential Election is, amazingly, poised on a knife-edge. Hillary Clinton, the mandarin's mandarin, is still just about favourite by the merest hanging chad, but incredibly we could still wake up tomorrow to find Donald Trump, who makes Silvio Berlusconi seem like Lord Salisbury on Mogadon, preparing to make the move from New York to Washington.
How could this happen? No doubt it has much to do with the specific and appalling state of US politics, but we should also see it in the global context as part of a pattern that includes the Brexit vote, the near-certainty of Marine Le Pen's appearance in the second round of the forthcoming French Presidential election, and the wounds that Angela Merkel has received from AfD this year. Italian Prime Mibister Matteo Renzi may struggle to win his own referendum in December. Further East, the Poles and Hungarians have elected some pretty grim characters to high office.
This is often seen as a resurgence of the far right, and to the extent that racists, authoritarians and incompetents have seized the reins of power, it is certainly worrying. But I do not think that this is the real story of the general uprising of the sans-culottes against the bien-pensants. Rather, we are seeing severe strains on the liberal order.
The liberal order is a set of ideals and institutions that, broadly speaking, are generally accepted amongst political elites in the rich capitalist democracies as the political furniture. It is often written about as inevitable, as something that cannot be shifted except at great cost. It is a vision of an open, connected world, enabled by technology, trade links and high connectivity; we no longer talk of the wealth of nations, but of the wealth of networks. Citizens are neither individualistic monads nor determined by their social class. They are seen instead as 'networked individuals', characterised by many relatively weak ties to lots of other people. These connections are voluntary, often transactional, and can be easily renounced once they outlive their usefulness. This is the social contract writ small, an aggregation of Facebook friends and Twitter followers.
The liberal order is attractive through its commitments to freedom, prosperity and tolerance. Its economic vision is market-based and flexible; the gig economy (Uber, Airbnb) is a corollary. Politics has morphed from its 20th century basis as a set of loyalties to various institutions, interest groups and fixed ideologies, to a new type of self-expression. The 21st century political actor aligns him- or herself promiscuously with causes, personalities, trends and campaigns in a chaotic pluralism.
But this liberal order peopled by weakly connected individuals is under pressure from outside. This force, hardly a 'movement', is rooted in a feeling of being left behind and alienated by a vision of the world that it neither endorsed nor voted for. The rebels feel vulnerable in open economies, and maybe are more easily characterised by what they are against. A tentative list of bêtes noires might include: globalisation, free markets, big business, inequality, capitalism, technology and the Internet, immigration, multiculturalism, social liberalism, welfare, political correctness, greenery and feminism.
Such people are not technologically-enabled, and are not self-consciously organised, but they feel ignored, indeed despised, by mainstream politicians (one remembers Emily Thornberry's white van man tweet in the Rochester by-election, dripping with contempt for the people she purported to represent). They are often viewed with astonished incomprehension (this account of an academic ethnographer's field research in Shagaluf is perhaps the most unintentionally comic article ever published in the Times Higher Educational Supplement).
This group's lack of representation has long been a scandal; mainstream politicians are much happier co-opting its members, buying them off, suppressing them, patronising them, ignoring them and marginalising them. The financial crisis seems to have been the tremor that broke the dam and released their pent-up energy, and the euro crisis and the refugee crisis no doubt played their part. But I think this goes beyond mere dissatisfaction with a dodgy economic model and broken promises of wealth, and beyond mere xenophobia.
We are seeing a bottom-up rejection of the liberal ideal of a connected, open society with many weak ties between citizens, by people who cleave to a more traditional ideal of a smaller number of stronger ties with others, ties that are not necessarily chosen and which are not necessarily easily removable. It is a local view, focused less on prosperity than on identity, belonging and a world that is familiar, meaningful and comprehensible. This desire for fewer, stronger ties is what I read into similar movements around the world, opposing the liberal consensus, the networked individual, the gig economy, and the constant need to reinvent oneself.
Obviously, the Tory Party's switch from Cameron to May has changed the British political dynamic. Cameron's project of detoxifying the Tory brand was aimed very much at urban liberals disaffected with the so-called nasty party. Hence all the stuff about greenery, gay marriage, devolution, tech startups on Silicon Roundabout, Remaining in the EU and so on. Theresa May is pitching for the provincials. Hence the talk about inequality, the crackdown on the gig economy, immigration, grammar schools, Hard Brexit, as well as airbrushing Cameron from Tory history. It's fair to say, I think, that Cameron's project was hard for ordinary Tory members to take, rather as Blair's was for Labour, and that the party is rather more comfortable with Theresa. Labour, meanwhile, cannot get itself out of Islington.
The anti-establishment rebellion has its perils even for May's self-consciously provincial conservatism. I don't sense much enthusiasm for Thatcher's great liberalising projects, such as the Single Market or the Big Bang, in this revolt, for example. The major political parties, in the US, the UK, France and elsewhere, will all struggle to adapt themselves to this less liberal, less connected world (even if they choose to do so, which is not a given). It is an opportunity, but a threat too – all governments have acquiesced in liberalisation, globalisation and technological determinism, and it will be hard to row back. It will certainly be harder to generate much economic growth. This is why the unsavoury right (I include Trump) is benefiting from the resulting political vacuum.
In my writings, I have tried to argue that conservatism of the Burkean tradition still has the resources to be relevant in our weakly connected liberal order. Yet if the liberal order is under threat, the philosopher you would reach for would be Roger Scruton, who for many years has defended home, community, 'terroir' against utilitarians, internationalists and faceless liberals. He has championed diverse forms of cultural value, including music, the church, the environment and booze, against the bean counters who want a financial justification for everything. As political elites struggle to come to terms with peasants armed with pitchforks, conservative philosophy of this peculiarly British kind might help provide the concepts to understand what is happening, and to prevent the nihilists of the far right from tearing down the temple.
Conservatism Donald Trump Liberalism Margaret Thatcher Political Philosophy Theresa May MP
62 comments for: Kieron O'Hara: Political parties must adapt to this popular revolt, or else risk more nihilists like Trump


text:
Mullskål (Pulvinula convexella) är en svampart som först beskrevs av Petter Adolf Karsten, och fick sitt nu gällande namn av Pfister 1976. Enligt Catalogue of Life ingår Pulvinula convexella i släktet Pulvinula, ordningen skålsvampar, klassen Pezizomycetes, divisionen sporsäcksvampar och riket svampar, men enligt Dyntaxa är tillhörigheten istället släktet Pulvinula, familjen Pyronemataceae, ordningen skålsvampar, klassen Pezizomycetes, divisionen sporsäcksvampar och riket svampar. Arten är reproducerande i Sverige. Inga underarter finns listade i Catalogue of Life.

I den svenska databasen Dyntaxa används istället namnet Pulvinula constellatio för samma taxon.  Arten är reproducerande i Sverige.

Källor

Skålsvampar
Pulvinula


text:
Richard Robert Vasquez
Obituary of Richard Robert Vasquez
Richard R. Vasquez passed away on Friday February 8th of 2019 at his residence in Sherman Oaks. He fought a 13-month battle with prostate cancer and has now crossed over at the age of 59.
Richard was born in Santa Barbara on July 10th of 1959 to Richard "Dick" Vasquez and Priscilla (Castagnola). He spent his first couple decades of life living in the Santa Barbara and Los Angeles areas. In 1983, he graduated from beauty school and became a hairstylist. It was a career that Richard had for 34 years working at various salons and companies in the Los Angeles area. His last salon was at Paul Fisher Salon where he worked at for 3 years before his illness forced him to retire. Also, in the 90's and 2000's, Richard worked as a makeup artist and did mobile DJ gigs under his business name Vasquez Collection.
He lived life to the fullest and was loved by his fiancée, family, friends, colleagues, clients, neighbors and more. Richard was a remarkable, unforgettable man who touched many lives in his 59 years of life. His flamboyant yet loveable personality is a presence that will be missed by many. He would often say hi to strangers and always liked to make friends in every place he is at. Richard truly was one of a kind.
Despite his battle with prostate cancer; Richard always put on a smile, a positive attitude, and showed incredible courage and strength. Richard may be gone but he lives forever in our hearts and memories.
Richard's service will be held at 11AM on Tuesday February 19th at Calvary Cemetery for a graveside service.
To send flowers to the family or plant a tree in memory of Richard Vasquez, please visit Tribute Store
Graveside Servive
martes, febrero 19, 2019
199 N. Hope Avenue
Santa Barbara, California, Estados Unidos


text:
Q: How should I build a filtering search for a WP7 app? I'm developing an app which has a number of items in a ListBox.
I want to create a search using a TextBox so that when the user types in the TextBox the ListBox filters the results.

A: I once wrote a similar functionality for a WPF application. The searched text should be highlighted for items of a DataGrid. All you need is a MultiValueConverter, which converts the text of your items and the search text into a new TextBlock, which contains Run elements with the highlighted parts.
Converter
The converter will convert the text and the search text to a TextBlock instance, which contains Run elements for the matches with a defined style.
public class TextToHighlightedTextConverter : IMultiValueConverter
{
    public Style HighlightedTextStyle { get; set; }

    public object Convert(object[] values, Type targetType, object parameter, CultureInfo culture)
    {
        if (values.Length > 0)
        {
            if (values.Length > 1)
            {
                var text = values[0] as string;
                var searchText = values[1] as string;
                if (!string.IsNullOrEmpty(text) && !string.IsNullOrEmpty(searchText))
                {
                    var textParts = GetSplittedText(text, searchText);
                    var textBlock = new TextBlock();
                    foreach (string textPart in textParts)
                    {
                        textBlock.Inlines.Add(textPart.Equals(searchText, StringComparison.OrdinalIgnoreCase)
                                                    ? new Run(textPart) {Style = HighlightedTextStyle ?? new Style()}
                                                    : new Run(textPart));
                    }
                    return textBlock;
                }
            }
            return values[0];
        }
        return null;
    }

    public object[] ConvertBack(object value, Type[] targetTypes, object parameter, CultureInfo culture)
    {
        throw new NotImplementedException();
    }

    private IEnumerable<string> GetSplittedText(string text, string searchText)
    {
        IList<string> textParts = new List<string>();
        if (string.IsNullOrEmpty(searchText))
        {
            if (text.Length > 0)
            {
                textParts.Add(text);
            }
        }
        else
        {
            while (text.Length > 0)
            {
                int searchIndex = text.IndexOf(searchText, StringComparison.OrdinalIgnoreCase);
                if (searchIndex > -1)
                {
                    if (searchIndex > 0)
                    {
                        string textInFrontOfMatch = text.Substring(0, searchIndex);
                        textParts.Add(textInFrontOfMatch);
                    }
                    textParts.Add(text.Substring(searchIndex, searchText.Length));
                    text = text.Remove(0, searchIndex + searchText.Length);
                }
                else
                {
                    textParts.Add(text);
                    text = string.Empty;
                }
            }
        }
        return textParts;
    }
}

Converter definition in you xaml file
In the xaml file you define your converter and set the style that should be used for matches.
<Converters:TextToHighlightedTextConverter x:Key="TextToHighlightedTextConverter">
    <Converters:TextToHighlightedTextConverter.HighlightedTextStyle>
        <Style TargetType="{x:Type Run}">
            <Setter Property="Background" Value="Orange" />
        </Style>
    </Converters:TextToHighlightedTextConverter.HighlightedTextStyle>
</Converters:TextToHighlightedTextConverter>

Converter usage for your ListBox
You define a DataTemplate for the items of your ListBox. This DataTemplate uses a ContentPresenter whose content will be set by the defined converter.
<ListBox ItemsSource={Binding YourItemsSource}>
    <ListBox.ItemsTemplate>
        <DataTemplate>
            <ContentPresenter>
                <ContentPresenter.Content>
                    <MultiBinding Converter="{StaticResource TextToHighlightedTextConverter}">
                        <MultiBinding.Bindings>
                            <Binding />
                            <Binding Path="YourSearchTextSource" />
                        </MultiBinding.Bindings>
                    </MultiBinding>
                </ContentPresenter.Content>
            </ContentPresenter>
        </DataTemplate>
    </ListBox.ItemsTemplate>
</ListBox>

A: use CollectionViewSource its very useful for filtering and searching:
Reffer:
http://www.geoffhudik.com/tech/2010/10/14/wp7-in-app-searching-filtering.html


text:
AU Watch
AU Watch at a Glance
Strategic Plan (PDF)
Constitution (PDF)
Independence and integrity policies
Associate Staff
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AU Watch CEO – Dr Feyi Ogunade
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The AU and its Anti-corruption Agenda
"There are still those of us who work to overcome corruption and believe it to be possible"
Padmé Amidala, Star Wars
The UN Economic Commission for Africa reported in 2018 that corruption swallows at least $140 billion in all the AU member states every year. Most of this lost wealth is meant to be invested in infrastructure projects, humanitarian aid and good governance.
Nigeria's ambassador for the AU says that the AU loses estimated $ 50 billion every year because of illicit financial outflows. The AU's annual budget is dependent on foreign aid by 73 percent. In other words, to put it simply: Various African nations are not capable of financing their own national costs. Therefore, they heavily rely on foreign aid, which mostly comes from outside of Africa. Billions of dollars of this aid do not find its actual recipients, deepening financial vulnerability across the continent.
Enter Mohammed Buhari
The African Union (AU) has entrusted the Nigerian president, Muhammadu Buhari, with the responsibility to spearhead a year-long effort to raise awareness of corruption on the continent. This comes 15 years after Member States adopted the African Union Convention on Preventing and Combatting Corruption (AUCPCC).
At the 2018 AU Summit in Addis, African leaders resolved to step up efforts against corruption. Although Member States are bound by the AUCPCC, corruption on the continent remains a challenge, according to Afrobarometer, a Ghana-based independent pan-African research network that conducts public opinion surveys. More than half of people surveyed by Afrobarometer three years ago found that corruption levels in their countries had increased over the previous year. Only about two of every 10 respondents in the survey thought corruption levels had decreased in their countries. The majorities of respondents in South Africa, Ghana and Nigeria noted an increase in levels of corruption, the research network reported.
The African Union Advisory Board on Corruption is an autonomous organ established within the African Union (AU), in terms of Article 22 of the African Union Convention on Preventing and Combating Corruption.
African Union Convention on Preventing and Combating Corruption
The Member States of the African Union adopted the African Union Convention on Preventing and Combating Corruption (The Convention) at the Second Ordinary Session of the Assembly of the Union, held in Maputo (Mozambique), on 11th July 2003. The Convention entered into force on 5th August 2006, thirty (30) days after the deposit of the fifteenth (15th) instrument of ratification. To date Forty Two(42) countries have ratified the Convention and are States Parties to it.
Creation of the Board
The Board is the emanation of The Convention and it was created on 26th May 2009 under Article 22 (1) of The Convention. This organ bases its work on the provisions of this legal instrument and in this regard, it is the unique continental organization mandated by the African Union to deal with corruption and related themes in Africa.
The Advisory Board is composed of 11 members, two members from each region (East, West, North, South, and Central) and one slot that keeps rotating on the regions. The following are the current Board members:
Name Country Remark
Honourable Begoto Miarom
Chad Chairperson
Honourable Amal Mahmoud Amar Khalifa Egypt Vice Chairperson
Honourable Aaron Sefako Seema Lesotho Rapporteur
Honourable Hocine Aït Chalal Algeria Member
Honourable Elisabeth Gnansounou Fourn Benin Member
Honourable Pascal Bamouni Burkina Faso Member
Honourable Anne Marie Rose Mougemba Congo Member
Honourable Sabina Seja Tanzania Member
Honourable Andriamifidy Jean Louis Madagascar Member
Honourable Agness Kayobo Ng'andu Zambia Member
Honourable Samuel Kimeu Kenya Member
Mandate of the Board
The main mandate of the Board is to promote and encourage the adoption of measures and actions by State Parties to prevent, detect, punish and eradicate corruption and related offences in Africa as well as to follow-up on the application of those measures and submit a report to the Executive Council on a regular basis on the progress made by each State Party in complying with the provisions of the Convention.
Mission and Vision of the Board
Mission of the Board
The mission of the AU-ABC, which has clearly been stated out in Article 22 (5) of the Convention, is to:
a. Promote and encourage adoption and application of anti-corruption measures on the continent;
b. Collect and document information on the nature and scope of corruption and related offenses in Africa;
c. Develop methodologies for analyzing the nature and extent of corruption in Africa, and disseminate information and sensitize the public on the negative effects of corruption and related offenses;
d. Advise governments on how to deal with the scourge of corruption and related offenses in their domestic jurisdictions;
e. Collect information and analyze the conduct and behavior of multi-national corporations operating in Africa and disseminate such information to national authorities designated under Article 18 (1) of the Convention hereof;
f. Develop and promote the adoption of harmonized codes of conduct of public officials;
g. Build partnerships with the African Commission on Human and People's Rights, African civil Society, governmental, Intergovernmental and non-governmental organizations to facilitate dialogue in the fight against corruption and related offences;
h. Submit a report to Executive Council on a regular basis on the progress made by each State Party in complying with the provisions of this Convention;
i. Perform any other task relating to corruption and related offences that may be assigned to it by the policy organs of the African Union.
This vision is to be, by 2020, "an efficient organization that provides pertinent support to Member States in the sustainable implementation of the AU Convention and the fight against corruption in Africa".
Status of Ratification of the Convention on Corruption
To date, Forty Four (44) Member States have ratified and are State Parties to the Convention:
Algeria, Angola, Benin, Botswana, Burkina Faso, Burundi, Chad, Comoros, Congo, Côte d'Ivoire, Egypt, Ethiopia, Equatorial Guinea, Gabon, Gambia, Ghana, Guinea Bissau, Guinea Conakry, Kenya, Libya, Lesotho, Liberia, Madagascar, Mali, Malawi, Mauritius, Mozambique, Namibia, Nigeria, Niger, Rwanda, Sahrawi Arab Democratic Republic,Sao Tome and Principe, Senegal, Seychelles, Sierra Leone, South Africa, Sudan, Tanzania, Togo, Tunisia, Uganda, Zambia and Zimbabwe.
Official quits AU anti-corruption body over 'multiple irregularities'
A member of the African Union's anti-corruption advisory board has resigned over the body's alleged corruption. Daniel Batidam, who served for three years, denounces "multiple irregularities" within the organisation that are hindering its fight against graft.
"Enough is enough," Batidam wrote in his resignation letter dated June 8 2018.
The Ghanaian, who was elected Chairperson of the AU's Advisory Board on Corruption in 2015, before becoming an ordinary board member two years later, is leaving before the end of his mandate in 2019, out of frustration.
First page of Daniel Batidam's letter Daniel Batidam
"It has been virtually difficult if not impossible for the Anti-Corruption Advisory Board to carry out its mandate," he told RFI.
Abuse of power, lack of transparency and accountability, he says, have hindered his work.
Second page of Daniel Batidam's letter Daniel Batidam
"These issues have come up over and over again," he comments.
In December 2016, the 11 board members signed a petition to the Chairperson of the AU Commission, the Chadian Begoto Miarom, to address corruption within the organisation.
Despite the Commission setting up an investigation committee in March 2017 to address their complaints, "we still don't have the final report of that investigation," regrets Batidam.
The African Union Advisory Board on Corruption was set up in 2009 as a follow-up mechanism to implement the AU's convention on fighting corruption.
However Batidam says the board is failing in that mandate.
"The board has to be enabled to carry out its mandate, you can't fight corruption with corruption," he insists.
Quitting in year to fight corruption
That's why he's leaving. His resignation was accepted on June 14 by the Deputy Chairman of the African Union, Kwesi Quartey.
In his letter of response, Quartey wrote that "it is regrettable" that Batidam is leaving "considering that our objective for the year is to fight corruption."
"If the only thing that is regrettable is the fact that I'm leaving during the Anti-Corruption Year, I think that is pathetic," retorts the resigning board member.
"We have been raising issues bordering on mismanagement (…) for many years without getting a response. And ironically, I tendered in my resignation, and in less than a week my resignation is accepted."
For Batidam, it's a sign that the Commission will "continue with business as usual."
"It tells me that they're not interested in looking at the things that I raised in my resignation letter," he said.
An official from the African Union who spoke on condition of anonymity, didn't deny Batidam's claims, but told RFI it was virtually impossible to do anything about them.
'Finance poverty not corruption'
Meanwhile, Batidam's successor as Chairperson of the AU Advisory Board on Corruption, Begoto Miarom, told RFI that his resignation still needed to be validated.
"The letter of response by the Deputy Chairman [Kwesi Quartey] was not valid. It must first get the approval of the African Union's Advisory Committe," he said.
Those discussions should take place on the sidelines of the upcoming AU summit in Mauritania from the 1st-2nd of July.
Miarom however, dismissed the corruption allegations raised by Batidam, saying "we are firmly engaged in this year's campaign theme aimed at fighting corruption."
However Batidam wants African leaders, when they gather in Mauritania, to put pressure on the African Union to reform.
"It is my hope that they will call on people in high places at the Commission to take responsibility."
If they don't, the 52-year-old urges African citizens to question the need for a continental body such as the African Union and its adjoining structures which "are taking millions and millions of dollars to keep running."
That money could address poverty on the African continent and "yet we are using it to finance corruption. I think this is wrong," he said.
AU Watch monitors the activities and policies of the AU by the standards of its Constitutive Act and the standards of the legal instruments of its various institutions. It challenges and holds to account the AU and States Parties to the Constitutive Act to live up to those standards and ideals they have set for themselves. AU Watch is based in The Gambia, with chapters in Senegal, Guinea Bissau, Sierra Leone, UK, US and Canada. AU Watch is a non-partisan, non-profit organization and committed to the public interest.
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text:
Introduction To Forensic Anthropology 2
Author: Steven N. Byers
Publisher: Taylor & Francis
Introduction To Forensic Anthropology
Introduction To Forensic Anthropology 2 by Steven N. Byers, Introduction To Forensic Anthropology Books available in PDF, EPUB, Mobi Format. Download Introduction To Forensic Anthropology books, This book provides comprehensive coverage of the methods and issues in the current practice of forensic anthropology. It introduces students to all the major topics in the field, with material ranging from the attribution of ancestry and sex, to various forms of bone trauma, to identification through radiography. Introduction to Forensic Anthropology uses the terminology and best practices recommended by the Scientific Working Group for Forensic Anthropology (SWGANTH). The fifth edition has been fully updated in light of recent developments, incorporating new and improved methods as well as fresh data. The section on human osteology and odontology in particular has been expanded. This accessible and engaging text offers an array of features to support teaching and learning, including: boxed case studies extensive figures and photographs chapter summaries and student exercises a glossary of terms further resources via a companion website.
Authors: Steven N. Byers
Type: BOOK - Published: 2016-09-19 - Publisher: Taylor & Francis
This book provides comprehensive coverage of the methods and issues in the current practice of forensic anthropology. It introduces students to all the major topics in the field, with material ranging from the attribution of ancestry and sex, to various forms of bone trauma, to identification through radiography. Introduction to
Introduction to Forensic Anthropology, Pearson eText
Comprehensive and engaging, Introduction to Forensic Anthropology uses thoughtful pedagogy to lead students step-by-step through the most current and detailed forensic anthropology material available today. The book offers coverage of all of the major topics in the field with accuracy, intensity, and clarity. Extensive illustrations and photos ensure that the
Authors: MariaTeresa A. Tersigni-Tarrant, Natalie R. Shirley
Categories: Law
The field of forensic anthropology has evolved dramatically in the past 40 years, as technological advances have led to new research initiatives and extended applications. This robust, dynamic, and international field has grown to include interdisciplinary research, continually improving methodology, and globalization of training. Reflecting the diverse nature of the
Forensic Anthropology Training Manual
Authors: Karen Ramey Burns
Provides basic information on successfully collecting, processing, analyzing, and describing skeletal human remains. Forensic Anthropology Training Manual serves as a practical reference tool and a framework for training in forensic anthropology. The first chapter informs judges, attorneys, law enforcement personnel, and international workers of the information and services available from
Authors: C. Clifford Boyd, Jr., Donna C. Boyd
Provides comprehensive coverage of everything that students and practitioners need to know about working in the field of forensic anthropology Forensic anthropology has been plagued by questions of scientific validity and rigor despite its acceptance as a section in the American Academy of Forensic Sciences nearly half a century ago.
Forensic Anthropology Laboratory Manual
Type: BOOK - Published: 2007-06 - Publisher: Allyn & Bacon
Designed to accompanyIntroduction to Forensic Anthropology: A Textbook, Third Editionby Byers (Allyn & Bacon, 2007) this laboratory manual provides students in academic laboratory courses hands-on experience with the major processes of forensic anthropology. This unique, step-by-step workbook introduces students to all the procedures of the forensic anthropology protocol while providing
A Companion to Forensic Anthropology
Authors: Dennis Dirkmaat
A Companion to Forensic Anthropology presents the most comprehensive assessment of the philosophy, goals, and practice of forensic anthropology currently available, with chapters by renowned international scholars and experts. Highlights the latest advances in forensic anthropology research, as well as the most effective practices and techniques used by professional forensic
Handbook of Forensic Anthropology and Archaeology
Authors: Joshua Blau
Over the last 10 years interest in the disciplines of forensic anthropology and archaeology has exploded. In order to provide archaeologists and their students with a reliable understanding of these disciplines, this authoritative volume draws contributions from fifty experienced practitioners from around the world to offer a solid foundation in
The Use of Forensic Anthropology
Authors: Robert B. Pickering, David Bachman
A forensic investigation requires a team of specialists from many different scientific fields of study along with legal and law enforcement specialists. In recent years, the range of cases on which forensic anthropologists have been consulted has expanded dramatically. The Use of Forensic Anthropology provides these professionals with guidelines for
Forensic Anthropology and Medicine
Authors: Aurore Schmitt
Type: BOOK - Published: 2007-11-09 - Publisher: Springer Science & Business Media
Recent political, religious, ethnic, and racial conflicts, as well as mass disasters, have significantly helped to bring to light the almost unknown dis- pline of forensic anthropology. This science has become particularly useful to forensic pathologists because it aids in solving various puzzles, such as id- tifying victims and documenting
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text:
Home » News » Drug News
Publish Date July 20, 2015
Clinicians May Harbor Biases About Sexual Orientation
(HealthDay News) — Clinicians may be biased when it comes to the sexual orientation of patients, new research suggests. The study was published online July 16 in the American Journal of Public Health.
Researchers surveyed more than 200,000 health care providers in the United States about their attitudes towards heterosexual, gay, and lesbian people between 2006–2012.
Heterosexual health care providers tended to have moderate to strong preferences for straight people over lesbian and gay people. Conversely, gay and lesbian health care providers favored gay and lesbian people over straight people, the survey showed. Among the different types of health care workers surveyed, mental health professionals seemed to have the least bias for straight people over lesbian and gay people. On the other hand, nurses had the strongest bias for straight people over lesbian and gay people, the researchers said.
The take-home message, according to lead researcher Janice Sabin, PhD, MSW, of the University of Washington in Seattle, is that "training for health care providers about treating sexual minority patients is an area in great need of attention." In a university news release, Sabin added: "We want all providers to be proficient in treating diverse populations, including the LGBT population."
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