Archbishop Smith reminded boys at my old school of Pope Benedict's call for them to be saints, and of the importance of St John Fisher, the patron of the school.
Each year, the school celebrates Founder's Day with an invited guest speaker and sung Mass with the school's fine choir. This year, the celebrations included the formal induction of Fr James Clark and Deacon Tony Flavin as chaplains for the school. Fr James Clark is an old boy himself and discerned his vocation especially through the Faith Movement which was founded at the school. I remember visiting there some years ago when he was in the upper sixth form and he was able to boast that he had taught every boy in the school how to serve Mass.
Roman Missal new translation - much rejoicing at CTS office as the files for the text are FINALLY sent to the printer!!! :-)Congratulations to all at the CTS. I'm eagerly awaiting an order form!
Fr Aidan Nichols OP spoke today to a gathering of the newly-founded British Confraternity of Catholic Clergy at St Joseph's, New Malden. His paper was followed by a thoughtful discussion after which we looked at one or two practical questions regarding the structure of the Confraternity. Fr Marcus Holden (Parish Priest of Ramsgate) then gave Benediction in the beautiful and well-kept Church, assisted by Fr Peter Edwards (Parish Priest of New Malden) and Fr Richard Whinder (Parish Priest of Mortlake) before the parishioners provided us with a delicious lamb hotpot.
A Confraternity for Priests with one of its objects being fidelity to the Magisterium has been founded in Britain. The British Province of the Confraternity of Catholic Clergy is dedicated to St Gregory the Great.
I am lagging behind others in posting about this, but I was very glad to read about the new website at several blogs mentioning it enthusiastically yesterday. At the meeting in Rome of the Confraternities of Catholic Clergy from Australia and the USA, those of us from Britain were keen that a similar Confraternity should be started over here. Many thanks to those who have been doing the hard work of setting it all up.
Anna Arco of the Catholic Herald has interviewed Archbishop Mennini, the new Apostolic Nuncio for the UK. There is much of interest concerning the relationship of the Holy See and the Russian Orthodox Church. Archbishop Mennini served as Nuncio to the Russian Federation and therefore had much experience of relations with the Orthodox.
The Nuncio had the difficult task of trying to persuade the Orthodox that the Holy Father had great esteem and love for them. He worked hard to establish good relations between the Catholic Church and the Orthodox, using especially the approach of friendly visiting and conversation. He was particularly involved in an initiative which enabled Russian Orthodox students to study in Rome.
The Pontifical Commission Ecclesia Dei will issue the much discussed Instruction on Summorum Pontificum in April, according to John Allen.
Significant worries that the forthcoming instruction might water down some of the provisions of Summorum Pontificum, have led to the Motu Proprio Appeal which has, at the time of writing, been signed by 12,442 people. John Allen's article is reassuring to a degree. He has been speaking to some Vatican officials who have said off the record that the worries are unfounded.
According to his sources, the instruction will make it clear that Summorum Pontificum is part of the universal law of the Church and that therefore the Bishops must do what it requires them to do, such as make the usus antiquior available when groups of the faithful request it. Apparently the Instruction will also stipulate that seminarians should be taught the older form of the rite "so they will know how to execute it faithfully and understand what's being said."
Douai Abbey in Berkshire traces its origin to 1615 when it was founded in Paris as the third house of the re-established English Benedictine Congregation. In 1818 the monastery moved to Douai and finally, in 1903, the laws relating to associations forced most religious orders to leave France in order to avoid suppression. Douai Abbey moved to its present home at Woolhampton in Berkshire.
The Abbey Church was finally completed in 1993, and a major building project has transformed the architectural character of the monastery in recent years. While on a visit there the other day, I was given a detailed tour of the new library and housing for the Abbey's important archive. The energy for the library is obtained by means of a borehole heat exchanger.
Three hundred and fifty-eight British troops have lost their lives in Afghanistan so that Afghanistan, and by extension, Pakistan, might live free from religious extremism in the kind of society that Shabbaz Bhatti also died trying to bring about. This is ironic, fighting for freedoms abroad that we are starting to deny at home.
I did enjoy this video of the the people of Papua New Guinea welcoming cases of bibles being delivered to them from Trinity Church, Redlands, CA. The first pack of bibles was received by the elders and then a lady said that the younger people should receive the bibles to pass on God's word to the next generation. The American lady who gives some of the narrative for the video points out that we have taken the word of God for granted but these people welcome it as something great.
You have really challenged the whole country to sit up and thinkIt seems that the Prime Minister has now had time to slouch back and stop thinking. In an interview with the Derby Telegraph the other day, he was asked about the case of Eunice and Owen Johns who were prevented by a decision in the High Court from becoming foster parents after telling a social worker they would not tell a child that homosexuality was acceptable.
Fr Bryan Jerabek has updated the pages of his Lenten Reading Plans to give this year's dates. These reading plans are provided to assist people with their daily meditation. (I wrote a short piece about them last year.) There are four plans with readings from the Fathers, Lives of the Saints, Newman/Faber, and St John Vianney.
Many thanks to Fr Jerabek and those who have assisted him in this act of charity.
This is the sermon that I gave on Sunday at Our Lady of the Rosary, Blackfen on the 9th Sunday of Year A, or Quinquagesima Sunday (usus antiquior). After reading James Preece's post Do we no longer believe in the spiritual? I thought it might be worth posting here.
As Lent begins this week, we consider what penances we might do as part of our traditional preparation for Easter. First of all we should understand why we do penance.
Obviously we don't fast in order to lose weight, or give up things in order to lead a (physically healthy) lifestyle. Those results may come about incidentally and that would all be jolly good, but the Lenten penance is a spiritual exercise.
Can the Eucharist change Hearts?
3. Propose action on those reflections by making available, authentic Catholic apostolates and resources faithful to the magisterium.These are great videos; but to continue a theme, we could do with something like this in England with stories of young people who have come to the Church after being converted from relativism, secularism, and agnosticism.
The Sons of the Most Holy Redeemer at Papa Stronsay have begun online the Golgotha Monastery Library. Like the splendid collection of scanned books at Ite ad Thomam that I mentioned recently, these are essentially page images but are quite readable.
There are, of course, lots of books by St Alphonsus. I have downloaded "Dignities and Duties of the Priest" which will be good spiritual reading for Lent. There are also a few liturgical books and some lives of the saints. I think that we can expect this library to grow steadily.


text:
LOUISVILLE & N. R. CO. et al. v. UNITED STATES et al.
Decided: Feb. 25, 1931.
opinion, HUGHES [HTML]
Mr. Alfred P. Thom, of Washington, D. C., for appellants.
The Attorney General and Mr. Daniel W. Knowlton, of Washington, D. C., for appellees.
Mr. Chief Justice HUGHES delivered the opinion of the Court.
This is an appeal from a decree of the District Court, constituted as required by statute, dismissing the petition of the appellants to set aside, in part, two orders of the Interstate Commerce Commission, which were made on November 4, 1929, and July 30, 1929, respectively.
The first-mentioned order was made in a proceeding instituted by the Commission in December, 1925, on its own motion, for an investigation concerning the use of private passenger train cars, including so-called office cars. A questionnaire was sent to all class I and class II carriers, and to switching and terminal carriers, calling for information 'as to private passenger-train cars owned, leased, or operated, the movement or use of such cars as were transported free or at less than tariff rates on home and foreign lines, and the occupants of such cars on respective trips.' Returns were made by 387 carriers covering the calendar years 1923, 1924, and 1925. In July, 1928, a proposed report was served upon appellants and all other carriers. Exceptions were filed by the association of Railway Executives on behalf of its members, including the appellants; argument was heard; and the matter submitted to the Commission. Its report was issued on June 21, 1929, setting forth the Commission's findings and conclusions. 155 I. C. C. 775. After waiver by the carriers of further hearing before the Commission, the order in question was entered requiring the carriers named, including these appellants, 'to cease and desist, on or before January 15, 1930, and thereafter to abstain, from the transportation or movement of private passenger train cars, including so-called office cars, of another carrier free or at other than published tariff rates.'
The other order of the Commission under attack, that is, the order of July 30, 1929, amended the Commission's regulations governing the form and recording of passes, by the insertion of the following: 'A car pass may be issued only for cars owned by the issuing carrier or held by it under lease for use in its business as a common carrier. It may not be issued for other cars. This provision is not to be construed as prohibiting the issuance of passes for cars of lines operated as a part of the same system. See In the Matter of Private Passenger Train Cars, 155 I. C. C. 775.'
The case was tried in the District Court on the facts detailed in the report of the Commission as to the practices of the carriers, ad a § to these facts were was no dispute. The Court concluded that the practice condemned by the Commission was a matter within its jurisdiction, and that, the order being supported by substantial evidence, the Court was without power to interfere.
The evidence before the Commission consisted of the returns of the carriers to its questionnaire. These returns contained a vast amount of statistical data, differing in details but practically the same in substance, which were reviewed and tabulated in the Commission's report. The commission found, in substance, that carriers transported free of charge the private, or office, cars 1 of other carriers when occupied by persons for whose transportation it was lawful to issue a pass; that carriers also provided accessorial transportation of such cars free of charge when they were moved 'deadhead' to stations where they were to be occupied, or to their home stations after occupancy, and also in switching and storing the cars. The wide extent of the practice and the abuses attending it were shown. 2 The Commission referred to the proposal of the carriers to undertake the correction of such abuses, and stated that the Commission was concerned primarily with the legality of the free transportation of the private cars of other carriers.
With respect to the transportation of privately owned cars, that is, of cars owned by others than carriers, or of cars chartered for the exclusive use of special parties, the Commission found that such cars were transported in passenger trains under tariffs which provided for certain minimum revenues, 3 and that these charges were intended to cover the service of transporting the cars; that is, 'to compensate for the movement of the car rather than its contents.' 4 The Commission concluded that the transportation of the private cars of other carriers free, or at less than published rates, while making charges for the movement of privately owned or chartered cars, was injustly discriminatory.
Treating the private, or office, cars of other carriers as property, to which the provisions of the Interstate Commerce Act applied, and considering that the free transportation of property was lawful only in the exceptions provided in section 22 of the Interstate Commerce Act (49 USCA § 22), the Commission concluded that the transportation of such cars free, or at other than published tariff rates, was a violation of the act. The Commission pointed out that its finding 'does not extend to the point of saying that it is unlawful for private cars of one carrier to be transported over the lines of other carriers, but is confined to the assertion that under existing law the transportation of private cars on foreign lines should be paid for through the assessment of a just and reasonable charge.' 155 I. C. C. p. 793.
The conclusions of the Commission were thus summarized in its order of November 4, 1929:
'1. That the transportation or movement of private passenger cars, including so-called office cars, of one carrier subject to the Interstate Commerce Act by another such carrier free or at other than published tariff rates is contrary to the provisions of the Interstate Commerce Act;
'2. That it is unjustly discriminatory and unduly preferential and prejudicial to haul such private cars of other carriers free, or at less than published tariff rates, while charging certain minimum fares and revenues for the movement of privately owned or chartered cars; and
'3. That the transportation of persons in such private passenger cars, including berth and other accommondations, at the rate charged passengers provided only with ordinary coach accommodations is unjustly discriminatory and unduly preferential and prejudicial.'
Appellants state that they are not attacking the third of these propositions; that is, there is no effort in this suit to set aside that part of the Commission's order which relates to the transporting of revenue passengers in business cars at the rate charged passengers holding tickets which are good only in the coach. The appellants say that it is the purpose of the carriers to remove this discrimination in some satisfactory way.
The first two propositions are those in controversy. The appellants confine their complaint in this Court to the aspect of the Commission's order which holds unlawful the movement by a carrier subject to the act 'of the private or business car of another such carrier when such car is occupied by a person using, and lawfully entitled to use, free transportation.' A similar position is taken with respect to the other order of the Commission (of July 30, 1929), amending the Commission's regulations as to passes.
With the premise that the Commission has no authority except that delegated to it by the Congress, the appellants contend (1) that the movement under consideration 'is not a shipmen of property subject to section 6 of the Interstate Commerce Act, which relates to property shipments'; and (2) that 'the transaction here involved does not violate the discrimination provisions' of the act.
We may first consider the question of unjust discrimination. It is not open to dispute that there is discrimination in fact, The findings of the Commission are decisive upon that point. The tariffs of the carriers provide for certain minimum fares and revenues for the movement of the private cars of individuals and of corporations other than those of other carriers. These charges, as the Commission found, cover the service of transporting the car and not simply the passengers. 'Apparently,' said the Commission, 'the only matterial difference between the cars on which these minimum charges apply and the private cars of other carriers is the matter of who owns or is using them.' The Commission found that this discrimination is unjust, and, so far as this is a question of fact, it does not appear that the finding lacks adequate support. The appellants emphasize the convenience to railraod officials of the existing practice. It is said that much of a railroad officer's time is spent in traveling, not only over his own lines, but to points on the lines of other railroads, in connection, as questions of management and operation, as well as of financial and other executive policies of importance to all the railroads; that he must attend meetings and conferences, and hearings before Commissions; that during such journeys, which frequently cover long periods, he is handling mail and business documents, and is giving attention to the conduct of his railroad work; and that he must take with him voluminous papers and office assistants. It is also pointed out that inspection of the properties of other carriers is necessary to good management, and has high educational value. But, if it be assumed that the existing practice is a convenience to railroad officials, still it does not appear that the convenience is essentially one peculiar to their case. The finding of the Commission is that, while the use of private cars of railroad officials as 'offices on wheels for those whose duties require considerable travel over the line' is an important facility for carrying on the business of the road, 'it is seldom, however, that these duties necessitate a movement of the car over other lines.' And it is a matter of common knowledge that there are large enterprises, other than railroads, extending throughout the country, or large portions of it, and requiring executive supervision; that there are numerous meetings and conferences, held in different parts of the country, of national organizations representing undertakings which are nation-wide in scope; and that those charged with administrative responsibilities in important activities must give appropriate attention to them while on their travels in the discharge of their duties or in the promotion of the interests confided to their care. Discrimination by a carrier with respect to the movement of private cars over its line, in favor of the officials of other railroad companies, and against all others who may desire the transportation of such private cars for their convenience, would require evidence to justify it (unless it can be deemed to lie outside the purview of the statute), and that evidence is lacking. We perceive no ground for disturbing the finding of the Commission as to unjust discrimination, unless it can be said as matter of law that there was none; that is, that the difference in treatment was one which was sanctioned by the Interstate Commerce Act. It is the contention of the appellants that the practice has this sanction.
The legislative history of the Interstate Commerce Act shows clearly that the evil of discrimination was the principal thing aimed at. Senate Report No. 46, 49th Cong. 1st Sess. p. 215. See Kansas City Southern Railway Company v. Albers Commission Company, 223 U. S. 573, 597, 32 S. Ct. 316, 56 L. Ed. 556. Tis Court has said that the language of the Act 'is certainly sweeping enough to embrace all the discriminations of the sort described which it was within the power of Congress to condemn.' 5 The Shreveport Case, 234, U. S. 342, 356, 34 S. Ct. 833, 838, 58 L. Ed. 1341. Section 3(1), 49 USCA § 3(1) provides that 'it shall be unlawful for any common carrier * * * to make or give any undue or unreasonable preference or advantage to any particular person, company, firm, corporation, or locality, or any particular description of traffic, in any respect whatsoever.' The porhibition, of course, does not reach the exceptional cases for which provision is made by sections 1 and 22 of the act (49 USCA §§ 1, 22) with respect to passes. 6 These provisions relate to the transportation, free or at reduced rates, of the persons and property there described. Neither section provides for the free transportation of private cars. If discrimination, which would otherwise be unjust and condemned by the Act, can be deemed to be saved by the exceptions stated, it must be either because the transportation of a private car is to be regarded as incidental to the free transportation of a passenger who may hold a pass, or because the transportation of a private car occupied by a passenger with a pass is not a service rendered under circumstances and conditions substantially similar to those of the transportation of a private car with passengers paying fares.
Neither of these propositions is tenable. The pass which the statute allows is in lieu of the passenger's fare and is for the transportation of the passengers. The terms of the statutory permission go no further. Passes may be given under the statute to a variety of persons, including, not only the principal officers of railroad companies, but the agents and employees of common carriers, and their families, including, among others, for example, furloughed and superannuated employees, and those who have become disabled or infirm in the service of a carrier, and also 'the families of persons killed, and the widows during widowhood and minor children during minority of persons who died, while in the service of any such common carrier.' It would hardly be thought a reasonable contention that the transportation of a private car should be deemed incidental to the free transporttion of all the persons in the categories mentioned. But, so far as the pass per se is concerned, the hauling of a private car occupied by such a person is as much, and as little,inc idental to the pass in one case as in any other. Even in the case of a rai road official, it appears that, if he owns the private car, its transportation would be subject to the tariff charges on privately owned cars. 155 I. C. C. p. 788. The distinction, then, must be found, not in the fact that a pass may be issued for the transportation of the passenger, or that the passenger is a railroad official, but in the fact that the private car in which the holder of the pass is traveling belongs to another carrier. We find nothing in the terms of the statute recognizing such a differentiation. See New York, New Haven & Hartford Railroad Company v. Interstate Commerce Commission, 200 U. S. 361, 26 S. Ct. 272, 50 L. Ed. 515; Interstate Commerce Commission v. Baltimore & Ohio Railroad Company, 225 U. S. 326, 341, 342, 32 S. Ct. 742, 56 L. Ed. 1107, Ann. Cas. 1914A, 504.
Nor can it be said that, so far as the transportation of the private car itself is concerned, the service is not rendered under substantially similar circumstances and conditions whether the occupants have passes or pay for their transportation as passengers. The circumstances and conditions relating to the transportation of the cars, as such, are alike. The cars are hauled between the same points, on the same line, in the same or like passenger trains, and in the same manner.
The appellants' contention rests largely upon the long continuance of the practice of the carriers to transport the private, or office, cars of other carriers free of charge, and upon the fact that the Interstate Commerce Commission has not only not interfered with the practice heretofore, but has apparently sanctioned it by its regulations in recognizing passes for such cars. The argument based on this asserted sanction is addressed both to the conclusion of the Commission that the movement of such cars free, or at other than published tariff rates, is contrary to the provisions of the Interstate Commerce Act, and to the conclusion of the Commission as to unjust discrimination. It is said that, in view of the nature of the subject of the transportation, and especially in the light of past administrative construction, the act should be construed as not forbidding the free transportation of the cars in question, and that, if it is lawful to move the carrier owned car free, no unlawful discriminatory conditions arise from the difference to treatment of privately owned cars. In this view, the right of free transportation of the cars in question is made the fundamental consideration, and we pass to the examination of that question.
Supporting their contention in this respect, the appellants argue that the movement of the private, or office, car of another carrier is not a shipment of property; that such a car in the movement under consideration is to be regarded as a facility of the carrying line, ranking as its own for the purposes of the service. The Commission dealt with the question when railway equipment generally may be transported without charge. The Commission said that, of course, a carrier may transport its own property without the payment of tariff charges; that, likewise, property which is hired or rented for the performance of its common-carrier duties may be transported in the same way as property which it owns. The Commission reviewed the terms on which freight cars and passenger cars move over foreign lines. It found that 'so long as a car is being handled for revenue purposes, it is in service and not subject to charges; but when it is transported solely for the benefit of the owning line, the latter must pay for such transportation on another line.' The Commission further found that 'the criterion for determining when a passenger car is in service would seem to be the same as in the case of a freight car; that is, whether the car is being handled for revenue purposes in the interest of all the carriers in the through route or solely for the benefit of the owning line.' 155 I. C. C. pp. 786, 787. After referring to the tariff har ges for the movement of 'special, privately owned, or chartered cars for the exclusive use of special parties' when transported in passenger trains, 7 the Commission reached the following conclusion: 'It will be seen from the foregoing that tariff charges are provided for the transportation in freight trains of both carrier and privately owned cars of all kinds, when they are handled solely for the benefit of the owner and not for revenue purposes. It would not be seriously urged that such transportation could be rendered free if an attendant or other person having a pass should ride in the car. The tariffs also provide minimum charges for the transportation in passenger trains of special, privately owned, or chartered cars for the exclusive use of special parties. Apparently these minimum charges would not be lessened or affected in any way if a person or persons having passes should ride in the car. All of these charges show that there is nothing in the nature of railway equipment which justifies its transportation without charge, except when it is being handled for revenue purposes in the interest of the carrier performing the service. Even then the revenue from a passenger car used exclusively by a special party must be sufficient to warrant its transportation. * * * The transportation of a private car of another carrier is ordinarily for the benefit of the owning line or its officials and not for revenue purposes. While ticket passengers may sometimes occupy such a car, they do so by invitation, and the carrier performing the transportation is not at liberty to make use of the car by putting other passengers in it. The returns to our questionnaire indicate that it is seldom, if ever, that the number of ticket passengers is sufficient to make the hauling of the private car of another carrier profitable to the carrier performing the service. This is further indicated by the additional fact that such passengers apparently do not pay the surcharge, which is assessed on persons riding in Pullman and privately owned or chartered cars. Indeed, the few ticket passengers sometimes riding in the private car of another carrier could probably be accommodated in other equipment that must be hauled anyhow, and the transporting carrier would receive more revenue if they rode in an ordinary Pullman car. Under these circumstances a carrier hauling the private car of another line can not be said to have hired its use, as it would have no interest in doing so and pays no rental therefor. Even if car hire should be provided on private cars, it would obviously be a mere subterfuge which could not change the legality of the practice. Our conclusion is that the transportation of the private car of another carrier is not of such advantage to the carrier performing the service as to warrant its performance without charge, on the same principle as the free handling of revenue-producing equipment.' 155 I. C. C. pp. 788, 789. On the findings of the Commission, we perceive no ground for the conclusion that the cars in question are to be treated merely as a facility of the carrying line and not as property transported.
The Commission referred to the argument that the carriers had always hauled the private cars of other lines without charge, and that this practice had been well known to the Commission and had been expressly approved by it. Endeavoring to meet the contention that the Commission in its conference rulings and pass regulations of 1917 had prescribed a form of pass for railway officials and employees, which included the word 'car,' and which, as the carriers asserted, applied to foreign-line cars, the Commission said that the form of pass should be given a construction in harmony with the law, and that the Commission 'never intended to approve the practice of issuing passes for the private cars of other lines.' There is, however, no question as to the long-continued practice of transporting the private cars of other lines without charge, and it would seem that the form of pass prescrbed by the Commission was available and was used in this practice. The Commission stated that this was the first time that the lawfulness of the practice of issuing passes for foreign-line private cars had been brought in issue before it, but the Commission recognized that the practice prevailed at the time of the passage of the Act to Regulate Commerce, and had been continued. It appears that, prior to this proceeding, the Commission had not attempted to disturb it.
The act has been repeatedly amended, and has been re-enacted, without any change directed to the correction of this practice. It is strongly urged that in the light of these circumstances the administrative construction should be determinative. The principle is a familiar one that in the interpretation of a doubtful or ambiguous statute the long-continued and uniform practice of the authorities charged with its administration is entitled to great weight, and will not be disturbed, except for cogent reasons. Logan v. Davis, 233 U. S. 613, 627, 34 S. Ct. 685, 58 L. Ed. 1121; Kern River Company v. United States, 257 U. S. 147, 154, 42 S. Ct. 60, 66, L. Ed. 175; Swendig v. Washington Water Power Company, 265 U. S. 322, 331, 44 S. Ct. 496, 68 L. Ed. 1036; United States v. Minnesota, 270 U. S. 181, 205, 46 S. Ct. 298, 70 L. Ed. 539; Wisconsin v. Illinois, 278 U. S. 367, 413, 49 S. Ct. 163, 7 L. Ed. 426. But that principle does not go far enough to control the decision here. There is no ambiguity in the requirement of section 6(1) of the act (49 USCA § 6(1) that its provisions as to published tariffs 'shall apply to all traffic, transportation, and facilities defined in this Act.' Whether the private, or office, cars of other carriers are to be deemed property transported, or a facility of the carrying line, depends upon the circumstances of the carriage as matters of fact, and when the facts have been resolved by the Commission upon evidence, there is no escape from the application of the broad provision of the statute. Similarly, there is no ambiguity, os far as the terms of the provision of section 3(1) are concerned, in its prohibition of discriminations, when it has been found as a fact that these cars are transported for the benefit of the owning line and do not belong in the category of the facilities of the carrying line, and that transporting them free of charge constitutes an unjust discrimination, as compared with the tariff charges for the transportation of privately owned cars. Nor are the provisions of sections 1(7) and 22(1) to be deemed ambiguous by reason of the omission of private, or office, cars owned by carriers from the specification of persons or property that may be carried free. The omission simply takes the cars out of the provisions of the sections. Whatever doubt or uncertainty attached to the application of the provisions of the act to the transactions under review lay in the appreciation of the facts, and appropriate action thereon, and not in the interpretation of the terms of the law after the facts have been ascertained. Thus, in American Express Company v. United States, 212 U. S. 522, 29 S. Ct. 315, 53 L. Ed. 635, it was argued by the appellants that the custom of express companies to issue such passes as were there in question was one of long standing and presumably known to Congress; that there was no record of any protest against it to or by the Interstate Commerce Commission, or to Congress, nor any suggestion in any speech or report that it was supposed to be detrimental to the public interest, or that it was intended to be prohibited; that there was no direct or express prohibition in the statute, but, on the contrary, the Interstate Commerce Act recognized, and always had recognized, that the granting of similar privileges to the officers and employees of railroad companies was consistent with sound public policy. Page 523 of 212 U. S., 29 S. Ct. 315. And this Court stated in its opinion that the facts were not seriously in dispute, and showed that it had been the custom of expresscom panies for many years to issue franks such as were embraced in the proceeding. Page 529 of 212 U. S., 29 S. Ct. 315. But this Court held that, in view of the all-embracing prohibition of the act, it could not be doubted that the transportation of property, such as was shown in that case, upon franks issued by the express companies, was within the terms of the act. If the practice could be deemed to be lawful, the Court said that the right must be founded upon some exception incorporated in the statute. The Court found no such exception, and gave effect to the act according to its terms.
Long-continued practice and the approval of administrative authorities may be persuasive in the interpretation of doubtful provisions of a statute, but cannot alter provisions that are clear and explicit when related to the facts disclosed. A failure to enforce the law does not change it. The good faith of the carriers in the transactions of the past may be unquestioned, but that does not justify the continuance of the practice.
We are of the opinion that the order of the Commission of November 4, 1929, was within its authority. For similar reasons, we conclude that the Commission had power to revise its regulation as to passes in the manner provided by the order of July 30, 1929.
Decree affirmed.
Mr. Justice McREYNOLDS and Mr. Justice SUTHERLAND are of opinion that the decree of the court below should be reversed.
The Commission's report and order described the cars in question as private passenger train cars, or private passenger cars, including so-called office cars. The reference is to the private, or office, cars of carriers as distinguished from cars privately owned by persons and corporations other than railroad companies.
The Commission's report states (in part): 'The returns show that a substantial portion of the total mileage of private passenger-train cars, including so-called office cars, herein referred to collectively as private cars, was on the lines of carriers other than those owning the cars. The private cars thus moved over foreign lines were transported without charge. In other words, a pass was issued covering transportation of the private cars similar to that issued for the transportation of certain classes of persons as provided for in sections 1 and 22 of the act. * * *
'It will be understood that a private car includes a kitchen, dining room, staterooms, and observation or sitting room, together with storage space and sleeping quarters for the cook and attendants. The facilities thus provided for those traveling in private cars excel the facilities of the ordinary coach or pullman car.
'The returns * * * show that the occupants of private cars are not restricted to officials and employees of the carriers but include in a large number of cases the families, relatives, and friends of railway officials traveling on passes or on tickets that would in most cases entitle them only to transportation in the ordinary coach.' (The report cites many instances of the movement of such cars when in charge of the wives of officials and the widows of deceased officials.) * * *
'There is also a substantial use of private cars, both on home and foreign lines, by directors of carriers. * * *
'The movement of private cars to resorts commonly patronized by those seeking recreation or amusement, and located on foreign lines, is very noticeable. * * * There is also an extensive use of private cars by short lines, industrial roads, and lines owned, controlled, or used in the interest of some particular business. The mileage of private cars used by the latter lines is largely on foreign lines, and in numerous instances the home stations of the cars and the movements thereof are so far removed from the vicinity of the owning road that it is difficult to conceive the circumstances under which such movements could have been in the interest of or connected with the operation of the road owning the car. * * *
'The returns show that a substantial portion of the total mileage of private cars, especially on foreign lines, was what is commonly referred to as deadhead' mileage, that is, the cars were nt o ccupied, except in some instances by an attendant. The purpose of such movements is to return the cars to their home stations or to move them to stations where they are to be occupied. * * * The returns show numerous instances where private cars were deadheaded to and from off-line shops without charge. Also worthy of consideration is the matter of free switching service and free storage for private cars. A large number of the private cars covered by the returns are held at off-line stations when not in use. Many are so held at New York and the returns indicate that the matter of storage and switching of these cars is of considerable importance from the standpoint of operating expenditures. In numerous cases cars were rented from the Pullman Company by officers of carriers, and such cars were moved without charge by the carriers. * * *
'The private cars of railroad officials are intended to be offices on wheels for those whose duties require considerable travel over the line and when used for that purpose are an important facility for carrying on the business of the road. It is seldom, however, that these duties necessitate a movement of the car over other lines. In some cases such a movement may be justified for business reasons; for example, where it avoids a very circuitous haul over the home line. But the returns to our questionaire indicate that private cars are often used for other than business purposes by railroad officers, their relatives, and friends. Moreover, they appear to be used in some instances for the benefit of an industry which controls the railroad. In other instances their use in entertaining shippers may be for the purpose of obtaining business for the railroad. These and other abuses are apparent from the returns, but we are here concerned primarily with the legality of the free transportation of the private cars of other carriers.' 155 I. C. C. pp. 776, 778, 779, 781, 782, 783.
The Commission stated: 'Special, privately owned, or chartered cars for the exclusive use of special parties are transported in passenger trains under tariffs which provide for certain minimum revenues. In the case of sleeping and parlor cars, charges for a one-way movement are based on the authorized fare for each passenger, with a minimum of 25 adult fares, but not less than $42 for the car and party. The changes for a round-trip movement are similar, except the 25 fares are doubled or must be for the round trip, and the minimum revenue is $84. In either case, the surcharge must be paid for each passenger, with a minimum of 25 surcharges, but this is not used in computing the minimum revenue per car. When a car is moved empty or in charge of porter or other attendants, charges are assessed on the basis of 10 regular adult one-way fares, plus the authorized fare for each porter or attendant, except not more than three employees of common carriers may be carried free. In this case also the minimum revenue is $42, including fares of attendants, but the surcharge is not collected. In some of the tariffs the charges for empty movements apply to carrier-owned as well as privately owned equipment. The tariffs also provide for application of the minimum fares and revenue on carrier-owned cars equipped for certain special purposes, such as advertising, exhibition, instruction, and the lkie. Thes ar e the provisions generally in effect, although there may be variations on individual lines. The term privately owned cars is not defined in the tariffs, but its obvious meaning is cars owned by others than the carriers. Apparently a private car owned by an individual even though a railroad official would be subject to the tariff charges on privately owned cars. * * *' 155 I. C. C. pp. 787, 788.
The Commission said on this point: 'As heretofore pointed out, the tariffs provide certain minimum fares and revenues for the movement of special, privately owned, or chartered cars, which are evidently intended to cover the service of transporting the car. This is apparent from the fact that the charges are the same whether the car is occupied by 1 passenger or 25. Especially in the case of cars moving empty or in charge of porter, it is manifest that the minimum fares and revenue are intended to compensate for the movement of the car rather than its contends. Apparently the only material difference between the cars on which these minimum charges apply and the private cars of other carriers is the matter of who owns or is using them.' 155 I. C. C. p. 792.
'Sec. 2. That if any common carrier subject to the provisions of this Act shall, directly or indirectly, by any special rate, rebate, drawback, or other device, charge, demand, collect, or receive from any person or persons a greater or less compensation for any service rendered, or to be rendered, in the transportation of passengers or property or the transmission of interlligence, subject to the provisions of this Act, than it charges, demands, collects, or receives from any other person or persons for doing for him or them a like and contemporaneous service in the transportation or transmission of a like kind of traffic or message under substantially similar circumstances and conditions, such common carrier shall be deemed guilty of unjust discrimination, which is hereby prohibited and declared to be unlawful.' U. S. Code, tit. 49, § 2 (49 USCA § 2).
'Sec. 3(1). That it shall be unlawful for any common carrier subject to the provisions of this Act to make or give any undue or unreasonable preference or advantage to any particular person, company, firm, corporation, or locality, or any particular description of traffic, in any respect whatsoever, or to subject any particular person, company, firm, corporation, or locality, or any particular description of traffic, to any undue or unreasonable prejudice or disadvantage in any respect whatsoever.' U. S. Code, tit. 49, § 3 (49 USCA § 3(1).
'Sec. 1. * * * (7) No common carrier subject to the provisions of this Act shall, after January first, nineteen hundred and seven, directly or indirectly, issue or give any interstate free ticket, free pass, or free transportation for passengers, except to its employees and their families, its officers, agents, surgeons, physicians, and attorneys at law; to ministers of religion, traveling secretaries of railroad Young Men's Christian Associations, inmates of Hospitals and charitable and eleemosynary institutions, and persons exclusively engaged in charitable and eleemosynary work; to indigent, destitute, and homeless persons, and to such persons when, transported by charitable societies or hospitals, and the necessary agents employed in such transportation; to inmates of the National Homes or State Homes for Disabled Volunteer Soldiers, and of Soldiers' and Sailors' Homes, including those about to enter and those returning home after discharge; to necessary caretakers of live stock, poultry, milk, and fruit; to employees on sleeping cars, express cars, and to linemen of telegraph and telephone companies; to Railway Mail Service employees, pot-o ffice inspectors, customs inspectors, and immigration inspectors; to newsboys on trains, baggage agents, witnesses attending any legal investigation in which the common carrier is interested, persons injured in wrecks and physicians and nurses attending such persons: Provided, That this provision shall not be construed to prohibit the interchange of passes for the officers, agents, and employees of common carriers, and their families; nor to prohibit any common carrier from carrying passengers free with the object of providing relief in cases of general epidemic, pestilence, or other calamitous visitation: And provided further,
That this provision shall not be construed to prohibit the privilege of passes or franks, or the exchange thereof with each other, for the officers, agents, employees, and their families of such telegraph, telephone and cable lines, and the officers, agents, employees and their families of other common carriers subject to the provisions of this Act: Provided further, That the term 'employees' as used in this paragraph shall include furloughed, pensioned, and superannuated employees, persons who have become disabled or infirm in the service of any such common carrier, and the remains of a person killed in the employment of a carrier and exemployees traveling for the purpose of entering the service of any such common carrier; and the term 'families' as used in this paragraph shall include the families of those persons named in this proviso, also the families of persons killed, and the widows during widowhood and minor children during minority of persons who died, while in the service of any such common carrier. * * *' U. S. Code, tit. 49, § 1(7), 49 USCA § 1(7).
'Sec. 22. (1) That nothing in this Act shall prevent the carriage, storage, or handling of property free or at reduced rates for the United States, State, or municipal governments, or for charitable purposes, or to or from fairs and expositions for exhibition thereat, or the free carriage of destitute and homeless persons transported by charitable societies, and the necessary agents employed in such transportation, or the issuance of mileage, excursion, or commutation passenger tickets; nothing in this Act shall be construed to prohibit and common carrier from giving reduced rates to ministers of religion, or to municipal governments for the transportation of indigent persons, or to inmates of the national homes or State homes for disabled volunteer soldiers and of soldiers' and sailors' orphan homes, including those about to enter and those returning home after discharge, under arrangements with the boards of managers of said homes; nothing in this Act shall be construed to prevent railroads from giving free carriage to their own officers and employees, or to prevent the principal officers of any railroad company or companies from exchanging passes or tickets with other railroad companies for their officers and employees. * * *' U. S. Code, tit. 49, § 22(1), 49 USCA § 22(1).
See Note 3.
MASSACHUSETTS MUT. LIFE INS. CO. v. UNITED STATES.
TEXAS & P. RY. CO. et al. v. UNITED STATES et al.
STATE OF NEW YORK et al. v. UNITED STATES et al. HILDRETH, Governor, et al. v. SAME. ATCHISON, T. & S.F.R. CO. et al. v. SAME.
BIDDLE v. COMMISSIONER OF INTERNAL REVENUE. HELVERING, Commissioner of Internal Revenue, v. ELKINS.
UNION STOCK YARD & TRANSIT CO. OF CHICAGO v. UNITED STATES et al.
MITCHELL v. UNITED STATES et al.
L. T. BARRINGER & CO. v. UNITED STATES et al.
ATCHISON, T. & S.F. RY. CO. et al. v. UNITED STATES et al. UNION STOCK YARD & TRANSIT CO. OF CHICAGO v. SAME.
NEW YORK CENTRAL SECURITIES CORPORATION v. UNITED STATES et al.
AMERICAN TRUCKING ASSOCIATIONS, Inc., et al., Appellants, v. The ATCHISON, TOPEKA, AND SANTA FE RAILWAY COMPANY et al. NATIONAL AUTOMOBILE TRANSPORTERS ASSOCIATION OF DETROIT, MICHIGAN, Appellant, v. The ATCHISON, TOPEKA, AND SANTA FE RAILWAY COMPANY et al. UNITED STATES et al., Appellants, v. The ATCHISON, TOPEKA, AND SANTA FE RAILWAY COMPANY et al.
DISTRICT OF COLUMBIA v. JOHN R. THOMPSON CO., Inc.
KANSAS CITY SOUTHERN RY. CO. et al. v. UNITED STATES et al.
MERCHANTS' WAREHOUSE CO. v. UNITED STATES et al. MERCHANTS' WAREHOUSE CO. et al. v. UNITED STATES et al. UNITED STATES et al. v. MERCHANTS' WAREHOUSE CO. et al. PENNSYLVANIA WAREHOUSING & SAFE DEPOSIT CO. v. UNITED STATES et al. PENNSYLVANIA WAREHOUSING & SAFE DEPOSIT CO. et al. v. UNITED STATES et al. UNITED STATES et al. v. PENNSYLVANIA WAREHOUSING & SAFE DEPOSIT CO. et al. PHILADELPHIA WAREHOUSING & COLD STORAGE CO. v. UNITED STATES et al. PHILADELPHIA WAREHOUSING & COLD STORAGE CO. et al. v. UNITED STATES et al. UNITED STATES et al. v. PHILADELPHIA WAREHOUSING & COLD STORAGE CO. et al.

redpajama_set_name: RedPajamaCommonCrawl


text:
Chrissy McKaigue, Slaughtneil, and Joey Holden, Ballyhale Shamrocks, pictured ahead of the AIB All Ireland Club SHC Semi-Finals.
Preview: Sunday's AIB All Ireland Club SHC Semi-Finals
By Cian O'Connell
Sunday January 5
AIB All Ireland Club Senior Hurling Championship Semi-Finals
Ballyhale Shamrocks v Slaughtneil, Páirc Esler, 2pm
At a press event a week before Christmas, the totemic Slaughtneil dual star Chrissy McKaigue spoke passionately about reducing the gap on the national stage.
That is precisely what Slaughtneil are eager to accomplish on Sunday against a Ballyhale Shamrocks outfit flecked with accomplished performers.
So impressive when returning to the club summit on St Patrick's Day, Ballyhale retained their Kilkenny and Leinster crowns with the minimum of fuss.
How a string of emerging players are dovetailing with the established names is a further source of optimism, but Henry Shefflin's outfit will afford Slaughtneil the utmost respect.
A third Ulster title in four years illustrates Slaughtneil's consistency and the fact that seven Derry Championships on the spin have been collected is a reminder of their culture.
Michael McShane has stitched a fine team together with Brendan Rogers, Se McGuigan, and the McKaigues key contributors.
Cormac O'Doherty's penalty shrugged off Dunloy's resistance in the Ulster Final ensuring Slaughtneil returned to the penultimate stage in Ireland.
Delivering on that canvas is what Slaughtneil crave, but Ballyhale's pedigree is well documented with seven All Ireland victories.
The latest of those was achieved with the Fennellys, TJ Reid, and Joey Holden being assisted by the talented Mullens and Codys.
The Shamrocks winning habit always seems to be maintained.
Brendan Maher celebrates following Borris-Ileigh's AIB Munster Club SHC Final win over Ballygunner in November.
St Thomas' v Borris-Ileigh, LIT Gaelic Grounds, 4pm
Several interesting sub plots exist. St Thomas' response following a harrowing AIB All Ireland Club Final loss; Borris-Ileigh relevant again; Johnny Kelly's shrewd sideline involvement.
Ultimately the prize is mighty, a place in the AIB All Ireland Club Senior Hurling Championship Final at Croke Park on January 19.
With the stakes piled so high St Thomas' and Borris-Ileigh will both believe that GAA headquarters can be reached.
In the Galway SHC decider Liam Mellows caused significant problems for St Thomas', but Kevin Lally's charges found a way.
Having initially survived, Thomas' eventually thrived following the introduction of Fintan Burke.
On St Patrick's Day Burke suffered a cruciate ligament knee injury, but his comeback was announced in dramatic fashion at Pearse Stadium on November 10.
Burke pilfered two critical points and supplied the neat assist for Eanna Burke's opportunistic goal.
Borris-Ileigh had waited and wondered in Tipperary since 1986, but the highly regarded former Portumna manager Kelly helped them secure county and Munster glory.
Brendan Maher's delightful point decorated the provincial final win over Ballygunner, while the experience of Paddy Stapleton, Dan McCormack, and Conor Kenny combined with the promise of JD Devaney proves Borris-Ileigh's quality.
David Burke and Conor Cooney have delivered for St Thomas and Galway during the past decade so there is no shortage of top inter-county talent on display.
This game could go the distance.


text:
Canada's east coast LNG ripe for boosting European energy security
Rendering of the proposed Bear Head LNG project. Photo courtesy Bear Head LNG
Russia's invasion of Ukraine is fueling renewed interest in developing natural gas export facilities on Canada's east coast, as European countries look abroad for more stable energy supplies that align with international climate change plans and respect for human rights.
"The war in Ukraine has certainly brought the east coast LNG industry back to the forefront," said Michelle Robichaud, president of the Atlantica Centre for Energy, a New Brunswick-based advocacy organization that promotes energy development in Canada's Atlantic provinces and the U.S. Northeast.
"We would love to see projects get going here, as they will bring huge economic benefits and long-term opportunities for so many communities."
Nova Scotia LNG projects are seeing increased momentum as skyrocketing energy prices have intersected with political efforts to reduce Russia's influence as Europe's dominant oil and gas supplier.
On May 5, U.S.-based Buckeye Partners L.P. announced its acquisition of the Bear Head LNG project in the Straight of Canso – the only project in Eastern Canada that is fully permitted for construction and exports but has remained dormant for years due to low commodity prices.
The new owner says the project is ripe for rapid advancement, as it provides convenient access to European markets.
Conflict in Ukraine has accelerated efforts in Europe to reduce reliance on Russian natural gas. Germany – Russia's largest gas customer – has done this since February by shifting towards other suppliers in neighbouring countries.
The German government has kickstarted development of more LNG import infrastructure to further diversify its gas supply as part of the country's long-term plans to reduce greenhouse gas emissions and cut ties with Russia. Germany intends to reduce its share of Russian gas from 55 per cent of overall supply to 30 per cent by the end of this year and 10 per cent by 2024, according to the consulting firm Wood Mackenzie.
As part of its support for Ukrainian independence, the Canadian government has approached the proponents of two other large-scale LNG projects on the east coast to determine if they could be fast tracked to bring Canadian gas to Europe.
Federal Natural Resources Minister Jonathan Wilkinson has said that talks are underway with Spanish company Repsol to add export capability to its LNG import terminal in Saint John, New Brunswick, as well as with Calgary-based Pieridae Energy, which was previously stalled in its efforts to build a major new export facility in Goldboro, Nova Scotia to provide gas from Western Canada to one of Germany's largest energy firms.
"We are looking at whether there are things we can do to expedite one or more of the projects in a manner that's consistent with environmental considerations and a long-term transition to a lower-carbon future." Wilkinson told Reuters earlier this month.
Pieridae CEO Alfred Sorensen confirmed that discussions have taken place with Ottawa in recent months that provide hope the project may be able to overcome significant hurdles that led to the company being unable to reach a final investment decision at the end of last year.
"Our project continues to make sense, as it will be a net-zero LNG export facility, and many want to see Canada offer leadership in a meaningful way to help Europe diversify and de-risk from Russian gas by providing Canadian natural gas overseas in an environmentally and socially responsible manner," Sorensen said.
In addition to the direct benefits of job creation and economic activity related to construction and operation of major energy infrastructure, Robichaud said a growing energy industry will help build more prosperous and sustainable communities in Eastern Canada.
"Becoming an LNG export hub is very exciting, but it is just the starting point for the long-term benefits that come with having a skilled workforce and innovation that can be applied across our entire energy system and in other sectors that may emerge," she said.


text:
Ditties
Mid summer movie quiz
30 July 2009 Andrew Wickliffe
From Dennis Cozzalio at Sergio Leone and the Infield Fly Rule. I read about the quiz at Tommy Salami's Pluck You, Too!
Second-favorite Stanley Kubrick film.
Barry Lyndon.
Most significant/important/interesting trend in movies over the past decade, for good or evil.
Evil – the superhero genre.
Bronco Billy (Clint Eastwood) or Buffalo Bill Cody (Paul Newman)?
I haven't seen Bronco Billy, but I'm nearly positive I'd like it more than Buffalo Bill and the Indians, or Sitting Bull's History Lesson.
Best Film of 1949.
No idea. Maybe A Letter to Three Wives, even though I haven't seen it in ten years.
Joseph Tura (Jack Benny) or Oscar Jaffe (John Barrymore)?
Not having seen either film in question, I'll go with Barrymore.
Has the hand-held shaky-cam directorial style become a visual cliché?
What was the first foreign-language film you ever saw?
Does a dubbed Godzilla movie count?
Charlie Chan (Warner Oland) or Mr. Moto (Peter Lorre)?
Haven't seen any of either series.
Favorite World War II drama (1950-1970).
The Great Escape.
Favorite animal movie star.
Asta.
Who or whatever is to blame, name an irresponsible moment in cinema.
Tony Scott being employed as a director.
They Shoot Horses, Don't They?
Name the last movie you saw theatrically, and also on DVD or Blu-ray.
Theatrically, Moon. DVD, The Land that Time Forgot (2009).
Second-favorite Robert Altman film.
MASH.
What is your favorite independent outlet for reading about movies, either online or in print?
cinemachine.blogspot.com
Who wins? Angela Mao or Meiko Kaji?
Angela Mao. If only because I saw Enter the Dragon.
Mona Lisa Vito (Marisa Tomei) or Olive Neal (Jennifer Tilly)?
I haven't seen My Cousin Vinny in years but I loathed Bullets Over Broadway so Marisa Tomei.
Favorite movie that features a carnival setting or sequence.
East of Eden.
Best use of high-definition video on the big screen to date.
Superman Returns.
Favorite movie that is equal parts genre film and a deconstruction or consideration of that same genre.
Thief.
All That Jazz.
Most realistic and/or sincere depiction of small-town life in the movies.
The Best Years of Our Lives.
Best horror movie creature (non-giant division).
The Thing.
Second-favorite Francis Ford Coppola film.
The Godfather.
Name a one-off movie that could have produced a franchise you would have wanted to see.
Running Scared.
Favorite sequence from a Brian De Palma film.
End credits of Carlito's Way.
Favorite moment in three-strip Technicolor.
Favorite Alan Smithee film.
Never seen one.
Crash Davis (Kevin Costner) or Morris Buttermaker (Walter Matthau)?
Going with Morris because I loathe Bull Durham.
Best post-Crimes and Misdemeanors Woody Allen film.
Vicky Cristina Barcelona.
Favorite movie tag line.
Superman, "You'll believe a man can fly."
Favorite B-movie western.
Terror in a Texas Town. Sterling Hayden with a harpoon.
Overall, the author best served by movie adaptations of her or his work.
Stephen King. I'd never read one of his books but I occasionally see the movies.
Susan Vance (Katharine Hepburn) or Irene Bullock (Carole Lombard)?
Susan Vance (Bringing Up Baby).
Favorite musical cameo in a non-musical movie.
That Clerks II thing.
Bruno (the character, if you haven't seen the movie, or the film, if you have): subversive satire or purveyor of stereotyping?
Haven't seen it. Purveyor of stereotyping probably.
Five film folks, living or deceased, you would love to meet.
Steven Soderbergh, Woody Allen, Stanley Kubrick, W.S. Van Dyke, Orson Welles.
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text:
Przestrzeń współrzędnych – prototypowy model przestrzeni liniowej skończonego wymiaru nad ustalonym ciałem; definiuje się ją jako przestrzeń produktową danego ciała nad skończonym zbiorem indeksów, w szczególności każde ciało można postrzegać jako jednowymiarową przestrzeń współrzędnych z działaniem mnożenia z ciała jako mnożenia przez skalar.

Definicja

Niech  będzie ustalonym ciałem (takim jak liczby rzeczywiste  liczby zespolone ). Zbiór ciągów  elementów z ciała  tworzy nad nim -wymiarową przestrzeń liniową  nazywaną przestrzenią współrzędnych z działaniami opisanymi poniżej.

Każdy wektor  ma postać

przy czym elementy  ciągu nazywa się jego składowymi. Działania przestrzeni liniowej na  zdefiniowane są "po składowych", czyli wzorami

Wektor zerowy ma postać

a wektor przeciwny do  dany jest wzorem

Wybór bazy

W przestrzeni współrzędnych wyróżniona jest rodzina ciągów postaci

gdzie  oznaczająca element neutralny mnożenia w  jest -tym elementem ciągu, a pozostałe są równe  czyli elementowi neutralnemu dodawania w  Ponieważ każdy wektor  przestrzeni można jednoznacznie wyrazić za pomocą powyższej rodziny,

w jednoznaczny sposób, to wspomniane wektory tworzą bazę  – nazywa się ją bazą standardową lub bazę kanoniczną – współrzędne każdego z wektorów w tej bazie pokrywają się z jego składowymi. Nazwa tej przestrzeni wynika z twierdzenia mówiącego, iż każda -wymiarowa przestrzeń liniowa  nad ciałem  ma strukturę identyczną ze strukturą przestrzeni  Jednakże metoda utożsamienia tych przestrzeni nie jest uniwersalna – wymaga określenia bazy w przestrzeni  a więc wskazania izomorfizmu (liniowego)  W ten sposób przekształcenie to wprowadza niejako układ współrzędnych tej przestrzeni; dokładniej, jeśli  jest izomorfizmem (różnowartościowym przekształceniem liniowym) danym wzorem

dla  to wektory  tworzą bazę przestrzeni  Podobnie dla każdej bazy uporządkowanej złożonej z wektorów  można wskazać izomorfizm  dany wzorem

W ten sposób dowolny wektor  przestrzeni  można utożsamić z wektorem  jego współrzędnych w bazie uporządkowanej  należący do  mianowicie

odpowiada wtedy wektor złożony z jego współrzędnych w bazie

To jest właśnie powodem, dla którego  nazywa się "przestrzenią współrzędnych" -wymiarowej przestrzeni liniowej nad ciałem  Mogłoby się wydawać, że abstrakcyjne przestrzenie liniowe (skończonego wymiaru) w świetle dostępności przestrzeni współrzędnych są niepotrzebne, jednak niekiedy dogodniejsze jest operowanie w przestrzeni bez wybranej bazy ("układu współrzędnych"); istnieją również przestrzenie liniowe, w których wybór bazy nie jest oczywisty bądź zaciemnia sytuację – nie mniej wszelkie obliczenia i konkretne wymagają wybrania pewnej bazy przestrzeni liniowej (zob. sekcję Uogólnienia).

Macierze

Składowe wektora  przestrzeni współrzędnych  tzn. elementy ciągu  można zapisać w macierzy jednokolumnowej bądź jednowierszowej, tzn. typu  lub  mianowicie

Działania na tych macierzach definiuje się identycznie jak opisano to w sekcji Definicja, z tego względu zwykle utożsamia się powyższe przestrzenie z przestrzenią współrzędnych bądź definiuje przestrzeń współrzędnych jako przestrzeń macierzy jednego z powyższych typów macierzy nad ciałem

Zwykle przedkłada się macierze jednokolumnowe nad macierze jednowierszowe nazywane odpowiednio wektorami kolumnowymi oraz wektorami wierszowymi, co ma swoje źródło w zastosowaniu macierzy typu  do opisu we współrzędnych (ustalonych bazach) przekształceń liniowych  Wówczas działaniu przekształcenia liniowego na wektorze i składaniu przekształceń odpowiada mnożenie macierzy w naturalnym porządku, działaniom na przekształceniach  odpowiadają działania na macierzach  gdzie  są macierzami przekształceń liniowych  a kolejne elementy macierzy jednokolumnowej  pokrywają się z odpowiednimi elementami wektora

Na mocy własności przekształcenia liniowego zachodzi

gdzie  oznaczają wektory bazy standardowej; wynika stąd, że w celu obliczenia -tej składowej obrazu  wystarczy znać  czyli obraz -tego wektora bazowego  w przekształceniu  W języku macierzy  oznacza -tą kolumnę macierzy  odpowiadającej  Działanie  można wtedy traktować jako

tzn. kombinację liniową składowych wektora kolumnowego  i wektorów kolumnowych  (por. mnożenie macierzy metodą współczynniki-wektory), co można zapisać w postaci macierzowej jako

Umożliwia to postrzeganie macierzy  jako ciągu wektorów kolumnowych – odpowiada temu traktowanie przekształcenia liniowego  jako przekształcenia wieloliniowego o  argumentach w przestrzeń  danego wzorem  – obserwacja ta ułatwia niekiedy rozważania teoretyczne.

Uogólnienia

Ponieważ elementami przestrzeni współrzędnych są ciągi, tzn. funkcje określone na zbiorze skończonym  o wartościach w  W ten sposób wektory są funkcjami, które odwzorowują każdy z elementów  zbioru  na -tą składową tego wektora. Dlatego przestrzeń współrzędnych  to w istocie przestrzeń  funkcji  Pomysł ten uogólnia się na przestrzenie funkcji indeksowanych za pomocą dowolnego zbioru  w postaci tzw. przestrzeni funkcyjnych, w szczególności uogólnionej, czy nieskończonej przestrzeni współrzędnych.

Dualność

Wybór wektorów kolumnowych typu  nie oznacza, że wektory wierszowe  nie są wtedy używane: z każdą przestrzenią współrzędnych  można związać przestrzeń  (oznaczaną zwykle gwiazdką w indeksie górnym za symbolem przestrzeni) form liniowych  nazywanej przestrzenią dualną do  Każdą formę liniową na  można przedstawić w bazach standardowych (obu przestrzeni) w postaci

Działanie formy  na wektorze  jest liniowe ze względu tak na wektory, jak i na kowektory z osobna i daje wynik skalarny – można więc na nie patrzeć jako na formę dwuliniową  daną wzorem

Ta niezdegenerowana forma dwuliniowa ustala w ten sposób parowanie doskonałe między kowektorami a wektorami przestrzeni  definiując izomorfizm  Dzięki temu utożsamieniu forma  określona na przestrzeni  (będąca równocześnie wektorem przestrzeni do niej dualnej ) znajduje przedstawienie w postaci wektora współrzędnych  z tego powodu formy liniowe na  nazywa się też kowektorami tej przestrzeni.

Wspomniany izomorfizm (albo ogólniej: parowanie) umożliwia zdefiniowanie transpozycji lub sprzężenia przekształcenia  czyli przekształcenia liniowego  (zwykle oznacza się je gwiazdką lub dużą literą "T" w indeksie górnym po prawej stronie symbolu przekształcenia), które odwzorowuje kowektory przestrzeni  w kowektory na  według wzoru  jego obraz będący formą na  nazywa się cofnięciem  przez/wzdłuż  Ze względu na obecność w obu przestrzeniach form dwuliniowych utożsamiających wektory z kowektorami możliwe jest scharakteryzowanie tego odwzorowania za pomocą tożsamości  która byłaby spełniona dla wszystkich

Z definicji mnożenia macierzy wynika, że jeśli wektory kolumnowe odpowiadają wektorom danej przestrzeni współrzędnych, to wektory wierszowe reprezentują jej kowektory, gdyż wspomniane parowanie w przypadku macierzy przyjmuje postać

gdzie podkreślenie oznacza izomorfizm  odpowiadający utożsamieniu wektorów z kowektorami. Transpozycji przekształcenia liniowego odpowiada transpozycja (nazywana też przestawieniem i oznaczana standardowo dużą literą "T" w indeksie górnym za symbolem) macierzy  typu  dająca w wyniku macierz  typu  która polega na zamianie miejscami jej wierszy i kolumn (z zachowaniem ich porządku).

Choć oczywiste jest, iż  to wcale nie jest jasne, iż  a w szczególności, iż  ma tę samą strukturę, co  Jak można się domyślać, skoro zachodzi równość dla macierzy, to istnieje pewne utożsamienie (izomorfizm) między tymi przestrzeniami – wynika to wprost z faktu, iż dowolne dwie przestrzenie liniowe równego wymiaru skończonego są izomorficzne. W tym wypadku istnieje jednak naturalne przekształcenie danej z przestrzeni z jej drugą dualną (tj. przestrzeni form liniowych określonych na przestrzeni form liniowych danej przestrzeni), które odwzorowywałoby wektor w "ko-kowektor", czyli formę  Obliczenie wartości (tzw. ewaluacja) formy dla ustalonego wektora,  jest przekształceniem liniowym ze względu na przyłożone formy, które jest elementem  Przekształcenie  liniowe ze względu na przyłożone wektory, odwzorowuje więc  w przestrzeń  W ten sposób działanie  obliczania wartości formy  przy jej działaniu na wektor  dane wzorem  jest naturalnym parowaniem danej przestrzeni i przestrzeni do niej dualnej – przestrzenie, dla których istnieje tego rodzaju utożsamienie (zwykle jest ono tylko zanurzeniem), nazywa się refleksywnymi; są nimi w szczególności przestrzenie współrzędnych, o czym mówi ta uwaga (zob. para dualna).

Analizowanym w poprzedniej sekcji działaniom na przekształceniach,  odpowiada mnożenie następujących macierzy:  oraz  czyli w odwrotnym porządku – przedkładanie wektorów kolumnowych nad wierszowe przy opisie przekształceń liniowych jest więc czysto arbitralne i wynika z naturalnej w zachodniej kulturze chęci zapisu działań od lewej do prawej.

Iloczyn skalarny

W przestrzeni współrzędnych nad ciałem liczb rzeczywistych  definiuje się działanie odwzorowujące parę wektorów  w ciało jej skalarów nazywane iloczynem skalarnym tych wektorów:

Odwzorowanie to wprowadza na przestrzeni  strukturę unitarną, w tym pojęcia "długości" i "odległości"; każda przestrzeń liniowa ma naturalną strukturę afiniczną nad samą sobą, dzięki czemu  ma strukturę euklidesową.

Z definicji iloczynu skalarnego wynika, że jest przemienny i liniowy ze względu oba argumenty: w oparciu o poprzednią sekcję rozważania te sugerują istnienie niezdegenerowanej formy dwuliniowej  będącej parowaniem przestrzeni  ze sobą dzięki istnieniu formy  dającej izomorfizm  Dlatego choć iloczyn skalarny jest działaniem na wektorach, to operacje z jego wykorzystaniem muszą respektować utożsamienie wektorów z kowektorami (tj. działanie kowektorów na wektorach) – przekształceniami zachowującymi własności iloczynu skalarnego są przekształcenia ortogonalne (ich macierzami są macierze ortogonalne).

Inna natura obiektów manifestuje się w odmiennym ich zachowaniu przy zmianie bazy za pomocą przekształcenia nieortogonalnego (tj. przy nieortogonalnych automorfizmach przestrzeni liniowej, np. na prostoliniową, czy krzywoliniową): współrzędne wektorów przekształcają się w pewnym sensie "na przekór" (kontrawariantnie) przekształceniu przejścia między bazami, z kolei współrzędne kowektorów odwzorowywane są niejako "zgodnie" (kowariantnie) względem tego przekształcenia. Nie mniej obecność przestrzeni dualnej długo pozostawała niezauważona, a konieczność śledzenia wektorów i kowektorów stała się jednym z powodów, dla których preferuje się operowanie na przestrzeniach bez wybranych baz.

Podobnie można określić przestrzeń współrzędnych zespolonych w przypadku ciała liczb zespolonych i rozważać iloczyn skalarny dany jednak nieco innym wzorem, wówczas mówi się o przestrzeniach unitarnych, przekształceniach unitarnych i macierzach unitarnych.

Uwagi

Przestrzenie liniowe

redpajama_set_name: RedPajamaWikipedia


Dear Whys Guy: "How Do I Tell My Boyfriend His Psoriasis Bothers Me?"
Q: I have a very sweet and caring boyfriend. I love him dearly, and he is wonderful, except one problem: He has psoriasis. Really bad psoriasis. He leaves dime-size skin flakes in the bed, so I have to change the sheets every day. Luckily it's only on his feet and ankles, but still... He responds very well to his prescription steroid cream and has no side effects. Within a few weeks of treatment, the psoriasis is almost gone! But he says he doesn't need the treatment and that it bothers him. I've tried telling him how much it bothers and disgusts me, but I'm not phrasing it in such a way that he can really understand. Please help!
A: If he's not taking his meds because it bothers him, that's his deal; you're not the one using the steroid cream, so you don't really know how it makes him feel. That being said, if he's decided not to follow his course of treatment and the result is "dime-sized skin flakes" in the bed, then why are you the one changing the sheets every day? The bed seems to be the one area where his decisions about his condition affect you, and while I don't think you can tell him what to do with his body, you can certainly tell him to clean up after himself. Long story short, let him know that if he wants you sharing his bed, he'd better be willing to clean it.


Pour over the lamb chops in shallow pan; cover with foil and refrigerate 4 hours or more, turning occasionally.
Grill chops on prepared charcoal grill or gas grill, covered.
Baste frequently and turn chops over at halfway point; total grilling time about 12 minutes per side.
Serve with roasted artichoke hearts.


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text:
from __future__ import division
from io import BytesIO
from PIL import Image

def valid_image(image):
    try:
        Image.open(image)
    except IOError:
        return False
    image.seek(0)
    return True

def optimize_resize(image,size):
    w, h = image.size
    if w < h :
        s = (h - w) // 2
        box = (0, s, w, s + w)
    else :
        s = (w - h) // 2
        box = (s, 0, s + h, h)
    image = image.crop(box)
    image = image.resize(size, Image.ANTIALIAS)
    return image

def make_content_image_file(image, size=None):
    """ """
    from django.core.files.base import ContentFile
    format = image.format
    if size:
        image = image.resize(size, Image.ANTIALIAS)
    bio = BytesIO()
    image.save(bio, format)
    return ContentFile(bio.getvalue())

def get_image_size(fileobj, limit=None):
    image = Image.open(fileobj)
    w, h = image.size
    if limit:
        if max(w, h) > limit:
            if w > h:
                h = h * limit / w
                w = limit
            else:
                w = w * limit / h
                h = limit
    return w, h

redpajama_set_name: RedPajamaGithub


text:
Professional Licenses and Exams
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Expected Salary for a Companion & Personal Assistant to the Elderly
Faith Davies
Growth Trends for Related Jobs
Carpenters $45,170/year /> 2012-2016 +8.5%
Loan Officers $64,660/year /> 2012-2016 +5.1%
The need for companions and personal assistants for the elderly, typically called personal care aides, will increase by 46 percent from 2008 through 2018, making it the fourth fastest-growing occupation in the United States, according to the U.S. Bureau of Labor Statistics. This growth in the demand for personal case aides in the United States will create an estimated 375,800 new jobs during that time frame.
Personal care aides earned an average $20,420 per year as of May 2010, according to the U.S. Bureau of Labor Statistics. Typically, personal care aides receive their pay based upon an hourly wage rather than as a percentage of an annual salary; the average hourly wage was $9.82. The lowest-paid fourth of all personal care aides in the United States made $8.35 per hour or $17,360 per year or less. For the highest-paid fourth, salaries were $10.98 per hour or $22,830 per year or more.
Home health care services often employ personal care aides to assist elderly clients who require supervision, assistance and companionship, but not medical care. Personal care aides who worked for home health care agencies made an average of $9.14 per hour or $19,020 per year as of May 2010, explains the U.S. Bureau of Labor Statistics. Salaries for aides in the industry ranged from $7.89 per hour or $16,420 per year at the 25th percentile and $10.09 per hour or $20,990 per year at the 75th percentile.
Services for the Elderly
Nonprofit and for-profit services for the elderly and disabled often place personal care aides in the homes of elderly people who need someone to talk to and help them with chores around the house and everyday activities. Personal care aides who worked for services for the elderly and disabled received an average of $9.88 per hour and $20,560 per year as of May 2010, reports the U.S. Bureau of Labor Statistics. The lowest-paid fourth of aides in the industry made a maximum of $8.57 per hour or $17,820 per year, while the highest-paid fourth made a minimum of $11.03 per hour or $22,940 per year.
Personal care aides working in Alaska were the highest-paid of those in any state as of May 2010 with average wages of $14.27 per hour and $29,690 per year, according to the U.S. Bureau of Labor Statistics. New Jersey ranked as the second highest-paying state with average salaries of $12.73 per hour or $26,470 per year. With average wages of $18.94 per hour and $39,420 per year, Vineland, Millville and Bridgeton, New Jersey, were the highest-paying metropolitan area for personal care workers.
How Much Do Nonmedical Elderly Companions Earn?→
Job Description of Geriatric Aides→
How Much Do PCAs Get Paid an Hour at Nursing Homes?→
Caregiver Jobs Working With the Mentally Disabled→
How to Become a Caregiver→
How Much Does a CNA Make an Hour?→
U.S. Bureau of Labor Statistics; Home Health Aides and Personal Care Aides; December 2009
U.S. Bureau of Labor Statistics; Personal Care Aides; May 2011
U.S. Bureau of Labor Statistics: Table 7
U.S. Bureau of Labor Statistics: Occupational Employment Statistics Query System
Faith Davies has been writing professionally since 1996, contributing to various websites. She holds an LAH insurance license in the state of Pennsylvania and has experience as a bank branch manager and lending officer. Davies graduated cum laude from the University of Pittsburgh with a Bachelor of Arts in art history.
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1. Open a PDF document in the Preview app. Double click on the blue Preview icon that looks like overlapping snapshots. Click on File in the menu bar and Open… in the drop-down menu.... 1. Find the PDF file you would like to compress. Open it with the Preview application.
Although you have to wait 30-60 min to compress a file if you don't pay the app, it still does a great job compressing the file. I had such a hard time to email a large pdf file until this app compressed it for me. I don't mind the wait. Thank you... 1. Find the PDF file you would like to compress. Open it with the Preview application.
How to Compress PDF files and Reduce PDF File Size There also other tools online which can help you compress the files by changing the quality of the content . You can find them if you google. how to convert pdf to epub indesign 1. Open a PDF document in the Preview app. Double click on the blue Preview icon that looks like overlapping snapshots. Click on File in the menu bar and Open… in the drop-down menu.
Although you have to wait 30-60 min to compress a file if you don't pay the app, it still does a great job compressing the file. I had such a hard time to email a large pdf file until this app compressed it for me. I don't mind the wait. Thank you how to convert pdf to dwg in autocad 2013 1. Open a PDF document in the Preview app. Double click on the blue Preview icon that looks like overlapping snapshots. Click on File in the menu bar and Open… in the drop-down menu.
How to Compress PDF files and Reduce PDF File Size There also other tools online which can help you compress the files by changing the quality of the content . You can find them if you google.
Preview is the default PDF viewer on Mac. If you have bloated PDF files on Mac, you can also use it to reduce the PDF file size so as to save storage space or make the PDF file easy to send and share with other friends or colleagues.


"These stories are our attempts at being creative about fostering creativity. Enjoy!" according to the post written by Gail Tang, Emily Cilli-Turner, Milos Savic, Houssein El Turkey, Mohamed Omar, Gulden Karakok and Paul Regier.
Jordan Ellenberg's Twitter announcement of his upcoming book called SHAPE (about "geometry in the broadest possible sense") and Mike Lawler's "10 fun geometry ideas to share with kids – inspired by a Jordan Ellenberg tweet" for Mike's Math Page.
"Imagination, justice, and uncovering hidden figures," a post by Adriana Salerno for the JMM 2019 blog.
"As part of Mathemati-Con, Margot Lee Shetterly was awarded with the JPBM Communications award, and subsequently we were treated to an interview with her conducted by the always fabulous and brilliant Talithia Williams. Here is my attempt to write down the interview, but I am the slowest person when it comes to typing, so a full transcript this is not. Enjoy," Salerno wrote.
"Thirdsday" is "that magical day on which we celebrate the wonder and mystery of the fraction 1/3," James Propp announced on his Mathematical Enchantments blog on December 31, 2018. The "jubilant festival…comes once every seven years or so, whenever January 3rd falls on a Thursday," he explained. Katie Steckles wrote a roundup of ideas for celebrating this occasional-but-delightful holiday for the Aperiodical. Sure, the holiday doesn't come around often, but that leaves ample time for planning a truly awesome way of celebrating the next one.
Laurie Gwen Shapiro wrote this piece for the New Yorker. It's about Alice de Rivera's fight for the opportunity to apply to Stuyvesant High School, "a specialized public school in downtown Manhattan that was widely regarded as the best secondary school in the country, and one that focussed [sic] on math and science." In the 50 years since that battle occurred, "More than ten thousand girls have now attended [Stuyvesant], including the actress Lucy Liu, the string theorist Lisa Randall, and the feminist writer Jessica Valenti," according to the article's author, who also attended the high school.
Stay warm, folks! I'll catch up with you in February! As always, feel free to reach me in the comments or on Twitter @writesRCrowell.
This entry was posted in Uncategorized and tagged government shutdown, JMM, Thirdsday. Bookmark the permalink.


LECO offers a wide selection of hardness testing systems to match any application or budget. Choose from manual and automatic model configurations for Microindentation, Macro-Vickers, Multi-Vickers, Brinell or Rockwell type testing.
When it comes to accuracy, repeatability, and convenience, LECO's Hardness Testing Systems hit the target for unbeatable quality and value. Choose from a wide variety of models, including analog, digital, manual, semi-automatic, and fully automatic video/image hardness measurement systems. Whatever your hardness testing needs, LECO can help find the system that is right for you.


Drizzle some oil into a pan and gently fry onions and chopped garlic until soft.
Add all the vegetables and let soften for a few minutes.
Add water into the pan, you may need a little more.
Pop in the bayleaves and slightly crushed liquorice stick.
Add chopped potatoesLet bubble away until vegetables are nearly cooked about 20 – 30 mins.
Add in fish, check seasoning, this fish will only take about 6-8 mins to cook.


This podcast episode features our CEO, Mark Taber, detailing Active Endpoints' vision for making possible the mass adoption of services-based applications. Mark touches on the problems facing developers and project teams who struggle with today's overweight, expensive and hard-to-use tools. He also details how ActiveVOS is the most open and flexible solution to what has until now seemed like an intractable problem.
Active Endpoints is on a mission. A big one.
We want to make it possible for regular human beings to cost-effectively and flexibly use all of the web services infrastructure that has been installed in companies over the last few years to create composite applications. Think of all the "stuff" a project team is expected to absorb and integrate: ESBs, SOAP, SOA, BPM, ad infinitum. It's enough to make the typical project team lower their heads and stick to what they know. But we believe that's a mistake. And we know there's a better way...a lighter-weight way...to drive mass adoption of services-based applications.
First, standards are the basis of everything we do. That's why we are an important participant in OASIS's work developing and promoting the Business Process Execution Language (BPEL) and extensions like BPEL4People.
Next, we believe that visual orchestration systems are a "win-win-win" for project teams, line-of-business users and enterprise architects. Only a VOS works with any enterprise architecture, supports the detailed work a developer needs to do and delivers composite applications - inclusive of human task management - in a maintainable, scalable way to end users.
Finally, we believe ActiveVOS is the only VOS available that delivers on all these promises and does so at breakthrough pricing, making it not only the best VOS but also the most affordable VOS.
For all these reasons, and more, we believe Active Endpoints will achieve its mission.
ActiveVOS is the industry's first complete, integrated, standards-based visual orchestration system. With ActiveVOS, your project teams and individual developers working in a web services environment can create SOA applications in ways never before possible.
ActiveVOS revolutionizes the design, development, testing, deployment and maintenance of services-based applications. By delivering the best of open standards like the Business Process Execution Language (BPEL), BPEL4People and WS-Human Task in a comprehensive, all-in-one environment, developers working in a services-oriented architecture environment can deliver applications applications flexibly, freeing their processes from proprietary software stacks and closed business process management (BPM) software.
Have done the big company thing - 2 of the Big 3 portals. Have done the start-up thing - rode the first bubble up and down. Have done the financial VC thing - now doing corporate VC.


text:
On fighting Islamic State, Trudeau's message is muddled
The Prime Minister's top soldier upstaged him in justifying Canada's transition plan, writes John Geddes
By John Geddes February 8, 2016
Minister of Foreign Affairs Stephane Dion delivers a statement as he is joined by Prime Minister Justin Trudeau, right to left, Minister of International Development and La Francophonie Marie-Claude Bibeau and Minister of National Defence Harjit Sajjan during a press conference at the National Press Theatre in Ottawa on Monday, Feb. 8, 2016. (Sean Kilpatrick/CP)
It's not often that Justin Trudeau is upstaged when it comes to conveying a message, but the Prime Minister was clearly not the most compelling communicator today for his government's new position on the fight against the so-called Islamic State.
Trudeau showed up at the National Press Theatre, just off Parliament Hill, to explain why he is pulling out the six Canadian fighter jets that have been bombing the terrorist group, also known as ISIS or ISIL, in favour of stepping up Canadian training of the Kurdish forces opposing them in northern Iraq, along with boosting other military, humanitarian and diplomatic efforts.
The obvious question was the same one that's been dogging Trudeau for months: Even if investing more in training and other aid makes sense, why is it necessary to, at the same time, bring home those CF-18s that have, by all accounts, been doing their part in the U.S.-led coalition's essential air strikes against ISIS?
Trudeau began his answer, as he so often does, by talking about what he's hearing from ordinary folks. "The conversations I've had with Canadians, not just over the past months, but indeed over the past years, reinforces that Canadians do feel it's extremely important to remain active members of the coalition fighting ISIL in whatever ways we best can," he said.
That sounded as if Canadians might have told him they'd just as soon the CF-18s stayed in the fight. But Trudeau went on: "And there's no question, as I said, that there is a role for bombing, particularly in the short term. But Canada has many advantages, including hard-earned abilities on training local troops that we gained through 10 years in Afghanistan and in other theatres, where we can actually offer the best help in a different way."
That wasn't all he had to say on the subject, but it didn't get any clearer. He seemed to be saying—not that Canadians are against bombing, not that bombing isn't necessary—but that air war isn't Canada's strong suit. Which seems odd, since today he also announced that he is leaving Canada's refuelling and surveillance aircraft in service with the coalition, while actually stepping up Canada's expert help in identifying precisely the right Islamic State targets for other coalition members to bomb.
Related: Canada's role in Syria's crowded skies
After Trudeau and the three cabinet ministers he brought along for support finished up, Chief of the Defence Staff Jonathan Vance took over the National Press Theatre. Not surprisingly, the general didn't allude to public opinion. Instead, he framed the decision to pull out the CF-18s and ramp up training in terms of what's actually going on in Iraq and Syria.
"I'd like to put you all in the coalition context," Vance said. "There is sufficient air power available to the coalition, from those who are contributing air power, for the coalition to achieve the objectives it needs to achieve with air strikes."
Jonathan Vance. (Adrian Wyld/CP)
He explained that when Canada first sent its CF-18s on the mission, back in late 2014, the fear was that Islamic State forces might take Baghdad itself. He expressed pride in how the CF-18s helped stop the terrorist group's advance on Iraq's capital and put it on the defensive.
But now, Vance said, the core objective is changing. "We're going to take this point in time in the campaign, where it's essential to really put additional effort, intensify the effort, on ground operations against ISIL. And this is precisely what we're doing."
He went so far as the call the transition a "wise, useful move," although he cautioned that tripling the number of Canadian troops helping train, advise and assist the Kurdish forces brings serious risks. "You put more people on the ground in a dangerous place, and it is riskier overall," he declared.
Vance didn't really explain why pulling the CF-18s is necessary, but at least he made a plainly worded case for now as a suitable time for a bigger emphasis on the ground war. It wasn't about Canada's supposed strengths and weaknesses, but about the nature of the conflict. His repeated warnings about the dangers Canadian trainers helping Kurdish fighters near the front lines will face came off as candid.
Minutes before, in the same room, Trudeau had sounded unwilling to directly address the basic questions. Since about the midway point of last year's election campaign, press and public alike have often marvelled at his ability to communicate. He should be thankful today, though, that his top general was able to turn a convoluted message into something a little closer to convincing.
FILED UNDER: CF-18s Editor's Picks ISIS Islamic State Jonathan Vance Justin Trudeau


text:
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British vs. American English: What's the Difference?
By Grace Hamburger on Oct 10, 2019
The birth of the United States of America created a demand for a national language. In 1807, when the nation was just over 30 years old, political writer, editor, and author, Noah Webster, charged himself with the task. According to the New York Public Library, in the next 26 years he wrote and published a fully comprehensive dictionary which he called An American Dictionary of the English Language. With this text, he hoped to accomplish a few goals: standardize American speech, publish American words which had not yet appeared in dictionaries, and reform the spelling of existing words.
Today, authors trying to publish their manuscript in an international journal can relate to the difficulties that may arise with the reformed spelling of existing words in American and British English. The minor differences in spelling, grammar, and vocabulary in American and British English can make your text incorrect depending on what style of English the journal requires. It can be tricky to navigate a peer edit when you aren't sure why, for instance, an American encyclopedia is a British encyclopaedia. Luckily, eContent Pro International® has a few tips for authors struggling with the difference.
Arguably the biggest change that Webster made came with words that end in -our. While British English kept the u, American English dropped it. Therefore, honour became honor, and labour became labor. In American words like organize and appetizer, the British use an "S" rather than a "Z", making them organise and appetiser. Words that end in -er in American English are often spelled -re in British English, like fiber vs. fibre. There are also many words in British English like jeweller that are spelled with two l's, while in American they have only one.
Differences in grammar are subtle, but at times confusing. The past tense of dream in American English is dreamed. But in British English, -t is favored over -ed. So, dreamed becomes dreamt. The preposition at is used in relation to time and place in British English, but in American English we prefer to use on for the former and in for the latter. An Englishman might say, "I saw you at the restaurant," while an American would say, "I saw you in the restaurant." Collective nouns like group and band are singular in American English, like an American saying, "I really liked that band." But in British they can be singular or plural, like someone British saying, "The band are good." Auxiliary verbs shall and needn't are also seen much more frequently in British English, yet hardly make an appearance in American English.
One of the most commonly referenced differences in vocabulary comes with French fries, crisps, or chips. An American chip is a British crisp, while American French fries are British chips. The hood of an American car is the bonnet of a Brit's car, while the trunk of the car is the boot. The football that Americans watch is specified in British English as "American football," while British football is what Americans refer to as soccer. The American drugstore is the British chemist, and a clock in American English can be wound counter clockwise, but in British English it is wound anti-clockwise.
Even with a guide, it can still be difficult to navigate the similarities and differences between American English and British English, but eContent Pro International can help. Our English language copy editing services can support both American English and British English. Increase the quality and integrity of your work by using our services to prepare your manuscript for publication!
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