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5064	dbpedia	2	28	https://julkaisut.hel.fi/en/reports/environmental-report-2020/transport	en	Transport	https://julkaisut.hel.fi/themes/custom/julkaisut/favicon.ico	https://julkaisut.hel.fi/themes/custom/julkaisut/favicon.ico	[ "https://julkaisut.hel.fi/themes/custom/julkaisut/dist/images/logo/helsinki-fi.svg", "https://julkaisut.hel.fi/sites/default/files/styles/medium/public/inline-images/h33V5gQ3dS7dbXpCu9snkAlX2g8OJV3CMFkAfIIItl7WbDnD13.png?itok=dSc0upNy 155w, /sites/default/files/styles/content_800_/public/inline-images/h33V5gQ3dS7dbXpCu9snkAlX2g8OJV3CMFkAfIIItl7WbDnD13.png?itok=VErEDrTj 800w, /sites/default/files/styles/large/public/inline-images/h33V5gQ3dS7dbXpCu9snkAlX2g8OJV3CMFkAfIIItl7WbDnD13.png?itok=Xx81gV9a 845w, /sites/default/files/styles/wide_1200/public/inline-images/h33V5gQ3dS7dbXpCu9snkAlX2g8OJV3CMFkAfIIItl7WbDnD13.png?itok=Q-JLfkC1 1200w, /sites/default/files/styles/full/public/inline-images/h33V5gQ3dS7dbXpCu9snkAlX2g8OJV3CMFkAfIIItl7WbDnD13.png?itok=wCMIqdGi 1600w", "https://julkaisut.hel.fi/themes/custom/julkaisut/dist/images/logo/helsinki-fi.svg" ]	[]	[]	[ "" ]	null	[ "Helsinki" ]	2021-06-08T11:04:52+03:00	In the City Strategy, the objective is to lower the emissions of the transport system further and also reduce the emissions harmful to health significantly. In 2020, the COVID-19 pandemic had a major impact on traffic in the Helsinki region. The amount of motor vehicle traffic decreased, particularly when the COVID-19 restrictions came into force and remote work increased. The COVID-19 pandemic also caused changes in public transport passenger numbers.	en	/themes/custom/julkaisut/favicon.ico	julkaisut.hel.fi	https://julkaisut.hel.fi/en/reports/environmental-report-2020/transport	In the City Strategy, the objective is to lower the emissions of the transport system further and also reduce the emissions harmful to health significantly. In 2020, the COVID-19 pandemic had a major impact on traffic in the Helsinki region. The amount of motor vehicle traffic decreased, particularly when the COVID-19 restrictions came into force and remote work increased. The COVID-19 pandemic also caused changes in public transport passenger numbers. Bicycle traffic was developed by many means Helsinki’s Cycling Promotion Programme 2020–2025 was approved by the City Board in November 2020. The programme contains a set of measures for developing bicycle traffic in Helsinki. Kulosaaren puistotie was changed into a cycling street and made part of Itäbaana. On the cycling street, bicycles and cars travel in the same lane, and cars match their speed with cyclists. Thanks to this change, the street is a safer place for everyone, keeping the differences in vehicle speeds moderate and eliminating unnecessary crossing of the street by cyclists. Itäbaana is part of the Baana network, which is the backbone of Helsinki’s cycling network. Itäbaana will become an almost 8-kilometre-long main route for cycling traffic. It will be built in parts, either in conjunction with projects or separately. In 2020, the Urban Environment Committee approved the Oravapuisto section of Itäbaana. Thanks to the new Road Traffic Act, two-way bicycle traffic was implemented on one-way streets in Kruununhaka, Kluuvi, Kamppi and Etu-Töölö. The general plan for bicycle traffic signs was also completed in 2020. COVID-19 affected public transport and the city bike service Helsinki Region Transport (HSL) aims to cut local emissions and carbon dioxide emissions from public transport by more than 90% (2010–2025). Another goal is for at least 30% of HSL’s buses (approximately 400 units) to run on electricity by 2025. At the end of 2020, 74 of HSL’s buses ran on electricity, and 30 of them operate in the Helsinki area. The COVID-19 pandemic caused changes in passenger numbers from March 2020 onwards. Examined by mode of transport, passenger numbers in the HSL area decreased by 34.8% for the metro, 38.1% for buses and 33.0% for local trains in 2020 compared to 2019. The passenger numbers of trams also decreased by 38.6% from the previous year. In 2020, there were 241 stations of the city bike service in service. Due to the COVID-19 pandemic, the city bike season was started earlier, on 23 March. The season ended as usual at the end of October. The city bikes were used for approximately 2.6 million journeys in Helsinki. This was approximately 20% less than the previous season. The Helsinki region ranked third in the international BEST – Benchmarking in European Service of Public Transport survey. The BEST survey compared passenger satisfaction in public transport in nine European cities. 76% of customers in the HSL area were satisfied with public transport in 2020. Progress in the promotion of electric and low-emission transport Helsinki’s goal is for electric cars to account for 30% of the vehicle population of Helsinki in 2035. In October 2020, there were 7,507 rechargeable hybrid cars and 1,379 electric cars in operation in Helsinki, for a total of 8,886 rechargeable cars. Rechargeable cars accounted for approximately 3.6% of all cars in operation, but this percentage is rapidly increasing. There are some 200 public electric car charging points implemented by Helen Ltd in Helsinki, of which 58 were put into service at the start of 2020. Additionally, there are semi-public and private charging points in Helsinki. The semi-public charging points are located at service stations and shopping centres, among other places. Private charging points are located on properties, and they are usually related to homes and workplaces. Helsinki promotes the adoption of electric buses by implementing charging stations at the terminal points of routes. At present, there are six operational charging stations in Helsinki, located at the Central Railway Station and in Hakaniemi, Ruskeasuo, Malminkartano, Koskela and Vuosaari. The spread of charging points was also promoted in the existing building stock in 2020. In Helsinki, the plot conveyance terms for Kalasatama require at least one in three parking spaces to be equipped with electric car charging equipment. Another requirement is the capability to equip all parking spaces with charging equipment. There are also projects underway in Helsinki that aim to make worksite machinery and maintenance vehicles electric. Environmental Services commissioned a survey about measures that can be used to encourage city residents to purchase and use low-emission vehicles. The preliminary surveys commissioned by Helsinki Region Transport (HSL) regarding a road toll system were completed in autumn 2020. The objective of the preliminary surveys, which each emphasise different themes (administrative, technical/functional, and service design), is to support the planning of a road toll system in the Helsinki Metropolitan Area. The surveys were conducted as a continuation to the MAL 2019 plan. MAL 2019 is the strategic Land Use, Housing and Transport Plan for the Helsinki region. It describes how the region should be developed as a whole between 2019 and 2050. Helsinki also prepared to execute the EU’s Clean Vehicles Directive. The directive will come into force on 2 August 2021, and when it does the Member States will be subject to binding obligations to include clean vehicles in their public procurements. Stara Logistics anticipated the entry of the directive into effect by drawing up a roadmap for the electrification of Helsinki’s own vehicles for 2021–2027. With the help of the roadmap, Stara will electrify all of its approximately 400 vehicles by 2027. Implementation of Helsinki’s intelligent transport system development programme was continued The gathering of up-to-date traffic data was promoted by increasing the amount and availability of open data in real time and by launching the implementation of an open data collection and sharing platform for traffic. Data is collected in Helsinki’s Azure data pool, from which it can be retrieved for use by situation awareness, monitoring and statistical systems related to traffic and transport. In conjunction with the Jätkäsaari Mobility Lab project supporting innovation and experimentation related to intelligent transport, approximately ten new trials related to functional, safe and sustainable transport and mobility were launched in 2020. Additionally, the results of the robot bus transport trials carried out in Helsinki between 2018 and 2019 were analysed as part of the European mySMARTLife project. Transport projects progressed The redevelopment of Hämeentie was almost completed in 2020. In late 2020, tram traffic was able to return to Hämeentie, and the cycling streets were completed In 2020, the Urban Environment Committee made the following decisions that promote the sustainable mobility network in Helsinki: • Selection of alliance partners for the Kalasatama tram line project • Cycling Promotion Programme • City Logistics Action Plan • Approval of the general plan for the western Helsinki tram lines In autumn 2020, the MAL agreement for 2020–2031 was signed between the municipalities in the Helsinki region and the government. In this agreement, the government undertook to participate in funding the Vihdintie light rail line. The amount of motor vehicle traffic decreased on the calculation lines in 2020 In 2020, the amount of motor vehicle traffic (i.e. passenger cars, vans, lorries, trucks, buses and trams) in Helsinki decreased by 9% at the peninsula border and, similarly, by 8% at the inner city border in comparison to the previous year. On the crosstown calculation line, the amount of motor vehicle traffic decreased by 9% in 2020 compared to 2019. On an average weekday in June 2020, the border of the Helsinki peninsula was crossed by 34,400 cyclists, which is 1.3% less than in 2019. The number of Helsinki residents owning a car increased by 1.47% (422 cars/1,000 residents) and the number of cars in operation increased by 1.73% (334 cars/1,000 residents) compared to the previous year. The number of cars per 1,000 residents has increased by 4.45% in the last five years, while the number of cars in operation per 1,000 residents has increased by 1.71% in the same period. Eyes on the future The population of Helsinki is growing and land use is becoming denser, which is why it is particularly important to control the harmful impacts of traffic. The impacts of COVID-19 will continue, and the increase in remote work will reduce the need for commuting on a more permanent basis. Electrification of the transport system is promoted strongly both by the Finnish government and the EU, and Helsinki serves as a forerunner in the transition to a more sustainable transport system. Key factors include land use planning, promoting sustainable modes of transport and introducing a vehicle traffic pricing system, among other things. Digitalisation is being utilised in developing smarter traffic data and traffic management methods, among other things. Additionally, sustainable transport options are facilitated with the help of data.
5064	dbpedia	1	92	https://www.mdpi.com/2673-7590/2/4/44	en	Tram Expansion Effects on Reaching the City Centres—Case Study of Tampere and Braunschweig	https://pub.mdpi-res.com…0.jpg?1664525172	https://pub.mdpi-res.com…0.jpg?1664525172	[ "https://pub.mdpi-res.com/img/design/mdpi-pub-logo-black-small1.svg?da3a8dcae975a41c?1724054275", "https://pub.mdpi-res.com/img/design/mdpi-pub-logo-black-small1.svg?da3a8dcae975a41c?1724054275", "https://pub.mdpi-res.com/img/journals/futuretransp-logo.png?09fd497c9c140af6", "https://www.mdpi.com/bundles/mdpisciprofileslink/img/unknown-user.png", "https://www.mdpi.com/bundles/mdpisciprofileslink/img/unknown-user.png", "https://pub.mdpi-res.com/img/design/orcid.png?0465bc3812adeb52?1724054275", "https://www.mdpi.com/bundles/mdpisciprofileslink/img/unknown-user.png", "https://pub.mdpi-res.com/img/design/orcid.png?0465bc3812adeb52?1724054275", "https://www.mdpi.com/bundles/mdpisciprofileslink/img/unknown-user.png", "https://pub.mdpi-res.com/img/design/orcid.png?0465bc3812adeb52?1724054275", "https://www.mdpi.com/bundles/mdpisciprofileslink/img/unknown-user.png", "https://www.mdpi.com/bundles/mdpisciprofileslink/img/unknown-user.png", "https://www.mdpi.com/futuretransp/futuretransp-02-00044/article_deploy/html/images/futuretransp-02-00044-g001-550.jpg", "https://www.mdpi.com/futuretransp/futuretransp-02-00044/article_deploy/html/images/futuretransp-02-00044-g001.png", "https://www.mdpi.com/futuretransp/futuretransp-02-00044/article_deploy/html/images/futuretransp-02-00044-g002-550.jpg", "https://www.mdpi.com/futuretransp/futuretransp-02-00044/article_deploy/html/images/futuretransp-02-00044-g002.png", "https://www.mdpi.com/futuretransp/futuretransp-02-00044/article_deploy/html/images/futuretransp-02-00044-g003-550.jpg", "https://www.mdpi.com/futuretransp/futuretransp-02-00044/article_deploy/html/images/futuretransp-02-00044-g003.png", "https://www.mdpi.com/futuretransp/futuretransp-02-00044/article_deploy/html/images/futuretransp-02-00044-g004-550.jpg", "https://www.mdpi.com/futuretransp/futuretransp-02-00044/article_deploy/html/images/futuretransp-02-00044-g004.png", "https://www.mdpi.com/futuretransp/futuretransp-02-00044/article_deploy/html/images/futuretransp-02-00044-g005-550.jpg", "https://www.mdpi.com/futuretransp/futuretransp-02-00044/article_deploy/html/images/futuretransp-02-00044-g005.png", "https://www.mdpi.com/futuretransp/futuretransp-02-00044/article_deploy/html/images/futuretransp-02-00044-g006-550.jpg", "https://www.mdpi.com/futuretransp/futuretransp-02-00044/article_deploy/html/images/futuretransp-02-00044-g006.png", "https://www.mdpi.com/img/table.png", "https://pub.mdpi-res.com/img/design/mdpi-pub-logo-white-small.png?71d18e5f805839ab?1724054275" ]	[]	[]	[ "" ]	null	[ "Riku Viri", "Nina Sievers", "Heikki Liimatainen", "Christoph Schütze", "Thomas Siefer" ]	2022-09-28T00:00:00	This manuscript is based on cooperation between the universities in Tampere, Finland and Braunschweig, Germany. New tram lines are being built or extended in both cities to provide better connections to public transportation and increase accessibility. This research presents case studies from each city that have successfully increased public transport (PT) ridership during recent years. The aim of this study is to compare and analyse the effects of tram expansion projects in Tampere and Braunschweig from the public transport network users’ viewpoint. These cities were selected because they are of similar size in terms of population and have similar modal shares of PT. Changes in accessibility to the city centres were analysed considering the tramline extensions. This was determined by calculating the travel time differences of the current network and the future network for both cities. For this total travel time, the ArcGIS Pro Service Area Tool was used to calculate the time taken to reach every grid of the investigation areas. The results vary due to the tram expansion and changes in the existing bus network.	en	https://pub.mdpi-res.com…d7013?1724054275	MDPI	https://www.mdpi.com/2673-7590/2/4/44	by Riku Viri 1 , Nina Sievers 2,* , Heikki Liimatainen 1 , Christoph Schütze 2 and Thomas Siefer 2 1 Transport Research Centre Verne, Tampere University, 33014 Tampere, Finland 2 TU Braunschweig, Institute of Transport, Railway Construction and Operation IVE, Pockelsstr. 3, 38106 Braunschweig, Germany * Author to whom correspondence should be addressed. Future Transp. 2022, 2(4), 793-806; https://doi.org/10.3390/futuretransp2040044 Submission received: 27 July 2022 / Revised: 9 September 2022 / Accepted: 19 September 2022 / Published: 28 September 2022 Abstract : This manuscript is based on cooperation between the universities in Tampere, Finland and Braunschweig, Germany. New tram lines are being built or extended in both cities to provide better connections to public transportation and increase accessibility. This research presents case studies from each city that have successfully increased public transport (PT) ridership during recent years. The aim of this study is to compare and analyse the effects of tram expansion projects in Tampere and Braunschweig from the public transport network users’ viewpoint. These cities were selected because they are of similar size in terms of population and have similar modal shares of PT. Changes in accessibility to the city centres were analysed considering the tramline extensions. This was determined by calculating the travel time differences of the current network and the future network for both cities. For this total travel time, the ArcGIS Pro Service Area Tool was used to calculate the time taken to reach every grid of the investigation areas. The results vary due to the tram expansion and changes in the existing bus network. 1. Introduction In rural areas, people are usually not well connected by public transport (PT) and are therefore often dependent on their cars for daily migrations. Here, up to 70% of all trips are made by personal car. In the metropolitan areas, PT, bicycling and walking are increasingly common. Although people in large cities drive fewer cars than those in rural areas, car use can also be high because many people within the cities are poorly connected by PT. On average, metropolis residents travel 14 km, and residents of small towns travel 26 km per day by car [1,2]. In cities, CO2 emissions are rising sharply due to urbanisation, and daily life is characterised by housing shortages, an increased number of cars, parking bottlenecks and other negative consequences [3]. The demand for urban transport grows with the urban population. The traffic problem caused by urbanisation cannot be solved by digitalisation and automation alone [4]. Providing mobility through a well-developed and reliable PT system is particularly important to encourage people to switch from their own cars to PT [3]. As PT is different in every country and city and its quality characteristics are different, it is difficult to compare cities by PT’s Quality of Service, which is split into qualitative and quantitative features. Qualitative features include comfort, staff behaviour and safety, which are based on opinions or experiences that are typically evaluated with passenger surveys. Quantitative features include the level of service in terms of frequency, operating span, ride time, or walking distance to a stop, which can be measured directly [4,5]. This research presents a case study of two cities, Tampere (Finland) and Braunschweig (Germany), which have successfully increased PT ridership during recent years. They are of similar size in terms of population and have a similar modal share of PT. The aim is to analyse and compare the effects of the tram network’s expansion projects from the tram passenger’s viewpoint i.e., how passenger accessibility changes when a part of the PT network is modified. The accessibility of the two city centres is analysed by modelling the travel time taken to reach the city centre from other areas. The central city area is comparable in both cities, as both work and leisure destinations are located there, and both networks are mainly built around these areas as a hub. As a hypothesis, it is expected that, even though the tram extensions will reduce the time taken to reach the city centres within the tram corridors, there may be areas that will have a reduction in their Quality of Service, as the tram extensions may also remove some existing direct bus lines and replace them with connecting lines to the tram network, thus, causing transfers and, therefore, increasing the travel time. 2. Theoretical Background For the theoretical background, it is necessary to analyse how to compare the PT in different cities. Two cities with the same population, area size and number of stops can still have very different access to PT. As already mentioned, PT in Tampere and Braunschweig will be provided by buses and trams. Some bus lines will be discontinued as they are replaced by new tram lines [6]. As, in both analysed cities, individual bus lines will be replaced by the tram, it is important to present the advantages of a tram over bus. The two main advantages are the capacity and speed. The speed varies depending on whether the tram is on in-street, segregated, or operates on an independent track formations. The average speed of the tram and bus on in-street track formations is nearly the same—between 15–20 km/h. If the tram runs on segregated or independent track formations, the speed is higher than the speed of a bus. These two track formations also increase the punctuality of the tram because the independent tram is not at all affected by other road users and segregated trams are affected by other road users only at crossings and intersections. As a result, the tram is not stuck in traffic jams and often has priority at intersections, increasing the average speed. Depending on the type of vehicle, the capacity of a tram is between 1000 and 3000 passengers per hour, and a bus can carry about 300 to 600 passengers per hour [7,8]. Another advantage of the tram is the psychological rail bonus stating higher attractiveness and resulting in a higher number of passengers for rail-bound PT compared to buses [9,10]. Due to this fact, it is possible that more people are willing to change from their own car to PT if they are connected by a tram, compared to a bus connection. Another important factor for PT usage is the amount of transfers. Schnieder (2015) examined transfers in PT [11] and found that transfers are perceived as a barrier to the use of PT. However, it has been shown that travel time is more important to commuters than transferring and wait time while transferring. Therefore, it is important to provide passengers a wide range of destination choices when they have to transfer. This should be as convenient, comfortable, safe and fast as possible to increase the number of PT users. Therefore, appropriate information is needed to make connections easy and convenient [11]. Therefore, this paper will analyse to what extent the quality of PT, as measured by time taken to complete the journey, changes when there are more tram lines in the network. In the past, other studies have compared PT services in different cities from different viewpoints, such as the perceived satisfaction with the PT service [12] or the PT experience [13]. These studies tend to present subjective views, whereas fewer studies use objective approaches—for example, by comparing the relationship between urban structure and the level of service in several cities in Japan, France and Germany [14]. According to [14], the population density in all three countries rose with increasing proximity to PT stations. Furthermore, there are 37 cities in Germany where 40% of the population lives within a radius of 500 m from railway and tramway stations, whereas there are only two cities in France and none in Japan where this ratio is achieved. If the population grows more around the stops, more development takes place close to PT and the population density around stops increases. This makes PT more accessible. In contrast, if the population distribution is evenly distributed over a certain area, without concentrations around stops, the accessibility of this region will be lower. When comparing cities, the frequency of departures and their distribution across lines and stops must also be considered. With the same number of departures and stops in an area, a city could provide the majority of its population with a medium PT frequency. If the number of departures at certain stops would increase, half of the population could be served with a high-PT frequency and the other half with a low-PT frequency. Since some stops have only one departure per hour, while others have one or more departures per minute, the only way to define the accessibility of a PT service is to measure the proximity to a PT service [14]. 3. Materials and Methods 3.1. Investigation Area Tampere is, by population, after Helsinki and Espoo, the third largest city in Finland and is located 180 km north of Helsinki [15]. The city has 235,000 inhabitants and the region includes 334,000 people. The modal split for the region is 55% for private motor vehicles (PMV) and 9% for PT. The PT is organised by Nysse and the modal split in the city is 12% [15,16,17]. The amount of passenger across the region increased from 40.3 million in 2018 to 41.3 million in the year 2019 but then dropped due to the corona pandemic during 2020 to 27.6 million [18]. Braunschweig is after Hannover the second largest city in Lower Saxony and is located 70 km east of Hannover. The population of the city of Braunschweig is 250,000 and 1,130,000 people live in the region. Together with the cities of Salzgitter and Wolfsburg, Braunschweig forms one of the nine main centres of Lower Saxony. The modal split is 45% for PMV in the city and 61% in the region. The modal split for PT is 13% in the city and 9% in the region. PT is organised by Verbundtarif Großraum Braunschweig (VRB) [19,20,21]. In 2019, 41.2 million passengers used PT in Braunschweig was [22]. In the following sections, the status of local PT in each city are discussed. The focus is on the upcoming extension and new construction of the tramway network in Braunschweig and the new construction of the tramway network in Tampere. 3.1.1. Tampere Until now, PT in Tampere has been dominated by bus. In Tampere, there are eight different bus companies, which serve a network of about 60 lines. Nearly all lines connect the suburbs with the city centre [23]. The bus companies serve a network of approximately 18 million km per year in the Tampere region before the tramway network construction [24]. In 2016, the City Council of Tampere decided to build the first phase (red in Figure 1) of the tramway infrastructure with the depot and lines from Hervanta and the TAYS hospital region to the city. In 2020, the Council also decided to build the second section of the tramway network from Lentävänniemi to the city centre [25]. The new tramway lines in Tampere will replace a direct bus connection between city centre and Hervanta. There are also some lines that are moved to tram-connecting lines within suburbs, like Hervanta, where the number of bus connections are then decreased. The first phase opened in August 2021 and the construction of the second phase is planned for the years 2021–2024. The length of both phases will be 23 km. Three-quarters of trams will run on segregated track, separate from other traffic. The trams are designed and manufactured by Skoda Transtech Oy, and they run on a 1435 mm gauge. The trams can reach a maximum speed of 70 km/h, with an average speed of 20 km/h. The capacity of a 37 m long tram car is 264 passengers [26]. Trams operating on the first phase of the tramway infrastructure have a frequency of 7.5 min during the daytime and an interval of three to four minutes on the combined route in the city centre. The line from Hervanta is the longer route. The travel time from the city centre to TAYS is approximately 10 min and from the city centre to Hervanta is approximately 21 min [27,28]. Operation in the first phase started on 9 August 2021 [29]. Second phase of the Tampere tram network covers the section from Pyynikintori, where the first phase ends, to Lentävänniemi. The route and stop points for the secondly planned extension are still partly under consideration [26]. 3.1.2. Braunschweig There are six tram lines and 37 bus lines [30]. The six existing lines are currently 58.7 km long. The lengths of the individual lines vary considerably between 4 and 14 km. There is 81% of the current network on segregated or independent track [22]. Most of the trams are from the type Tramino designed and manufactured by Stadler Pankow GmbH (Berlin, Germany), and they run on a 1100 mm gauge. The total capacity is 211 passengers. The trams can reach a maximum speed of 70 km per hour with an average speed between 16 and 19 km/h depending on the line. The capacity of the 36 m long tram is 205 passengers [31,32]. On 1 April 2014, the city council of Braunschweig decided to investigate the extension of the tram system. The latest estimated cost for this project is 208 million €. On 21 February 2017, the city council of Braunschweig passed the basic decision for the tram expansion concept [33]. The decision allowed the detailed planning of the extension to continue. As given in the report dated 31 December 2017, 60% of the new tracks will be built on segregated track formations, while 40% of the remaining tracks will be built on in-street track formations. The completion of this expansion is scheduled for 2030. The BSVG’s network plan for 2030 foresees for bus lines to be replaced by the new and extended tram lines. The bus lines around the city centre will be partially diverted [33]. Figure 2 shows all lines of the Braunschweig tram. The green lines are the current network, and the red lines are the new planned extensions. The areas that will be served with a tram in the future network are currently served using regular bus connections. 3.2. Methodology In this study, we analysed how the accessibility of different locations changed with the tramline extensions. We achieved this by calculating the differences between travel time on the old network and the current network in Tampere and planned future network Braunschweig, in different case areas for both analysed cities. Analysis was undertaken using the Service Area analysis tool in ArcGIS Pro. 3.2.1. Route and Schedule Date To indicate the current level of PT routes and schedules in both cities, we used General Transit Feed Specification (GTFS) datasets [34,35] containing all the necessary information regarding our analysis (routes, lines, line types and timetables). The timetables in the GTFS datasets were issued without actual dwell time information on stops (i.e., arrival and departure time are the same); however, the dwell time was estimated as part of the travel time between concurrent stops. For both cities, we selected a regular Tuesday for analysis. For Tampere, we selected the date of 22nd March 2016, since we wanted a date before there were any roadworks or route changes caused by construction of the tram system. For Braunschweig, we selected 26th February 2019 based on the availability of GTFS-data. The current and old level of travel times were calculated based on these datasets; however, for the planned network, we manually generated the routing data. The ticket fares were known but not accounted for in the analysis, as in both case cities the fares are based on the area and not on the travel mode, and therefore there is no fare difference whether the trip is made with the tram or using the bus network. For Tampere, as the tram network is operational, we used the GTFS-dataset from Tampere Region [36] to build the network with the first phase of the tram in place. As for the other datasets, we chose a regular Tuesday (25th January 2022) as a point of comparison. However, for Braunschweig, a more manual approach was used. We used the planned network map of 2030 [37] as source of new routes and stops. For entirely new sections, we used the plans [38] to estimate the locations of new stops. In cases where there were alternatives for the route, we estimated the stop location as the average of the different plans. For the timetable, the network map [37] provides information about the planned intervals on different routes of the 2030 network. We estimated the driving times between stops using the current network. If a connection between stops on the 2030 network were found in the 2019 network dataset, we used the same driving time, which included the dwell time. For new sections, we estimated the driving times based on the plans and current driving times given by online routing tools [39,40] and rounded it up to the full minute to estimate the effect of dwell time. We filtered out regional bus lines since the schedule did not provide enough information. This was controlled for in our spatial analysis by focusing the analysis area on only the core network of 2019 and 2030. Based on this information, we manually created the GTFS dataset representing a regular Tuesday of 2030 for use in the spatial analysis. There were some limitations caused by the incomplete travel times based on the intervals. The current networks are planned to allow connections between different lines, whereas on this new network, the departures are not planned to allow for the best possible arrival and transfer times on stops, as this information is not currently available. However, the Braunschweig 2030 network lines that share major parts of their route with each other were adjusted to have sensible departure intervals on their shared stops. 3.2.2. Spatial Analysis For spatial analysis, we selected the city centres as the study area. The travel time was calculated based on how fast the edge of the area can be accessed from anywhere else in the city region. For Braunschweig, we also analysed the central railway station accessibility, as it is not located in the city centre area but can be seen as a clear destination need for the citizens. The study areas are presented in Figure 3. As stated, we used ArcGIS Pro to calculate the travel times by using the build in service area analysis -tool. For both current and planned network, the GTFS datasets provided the route, timetable and stop information. Since the first and last stage of the journeys, as well as some connections may require walking, we had to use road data, to indicate, where walking connections are possible. For Tampere, we based the roads on the open Digiroad dataset [41]. For Braunschweig, we used an extraction from OpenStreetMap [42,43] as the base and manually cleaned some broken connection links existing in the data to get the end results to match actual network. In the model, the travel time was calculated to consist of walking times to and from stops, waiting times on stops and interchanges and running times of the bus or tram. All time calculated was equal, and there was no added weight to longer walking times or number of transfers. The running time of bus or tram was calculated through the departure and arrival times present in the GTFS-data and walking time was calculated based on the shortest route with a walking speed of 5 km/h. We wanted to calculate the difference between the accessibility of the study areas in the morning period. To allow comparison between the networks, we made a 500 m by 500 m grid in the areas and then ran service area analysis towards every case area for every minute between 8:50 to 9:10. We then selected the minimum travel time required for every grid in the network from this 20 min phase. We chose the best connection from the 20-min phase, as it does not favour one network over another, as a choice of only one fixed minute would. Based on this information, we used the Service Area tool to calculate the difference of travel time to case locations from every grid of network and map out where there is an increase in time for tram network and vice versa. In this analysis, we only looked into how the network development changes the actual time taken to reach the city centres. We limited the analysis to this as the network for Braunschweig was not yet finalized and the actual timetable and route data was, therefore, not available. 3.2.3. Population Analysis In addition to the map-based results, we assessed how many people are affected by the network changes and how their travel time would differ in the future. We used the population data to perform a population count to every grid in the research area. For Tampere, we used the Finnish YKR spatial statistical grid layout and data [44] to achieve this information. Since similar data were not available in Braunschweig, we used the population data from statistical districts of Braunschweig [45] and divided these in our formed grid based on the area. This allowed us to estimate how many people were located in these grids and how the changes will generally affect people. 4. Results Table 1 depicts how the introduction of new tram extension changes the accessibility of case areas and how many people are affected by the change. The changes in both cities are positive (i.e., the new network has shorter travel time) on average for these case areas. For Tampere city centre, the majority of users will have the same travel time, for about 4% of citizens the time to reach the city centre is longer, whereas for 15% of citizens, the new will be faster. For Braunschweig city centre, the change on average is neutral, with the 7% of citizens with shorter travel times roughly equal to 6% of citizens with increased travel times. However, for the central railway station, there will be more benefits, with as about 12% of citizens able to reach the station quicker, whereas only 5% has longer travel times. 4.1. Tampere Figure 4 describes the time change between the old, bus-based and the new, tram-based, network. The green hues depict areas where the new tram-based network is faster and brown hues depict areas where the old, bus-based network is faster. The blue grid indicates the location of the city centre area used in the analysis. Northeast corner on the map (Aitolahti) has mostly slower connections towards the city centre. This area is mostly rural with a couple of sparse neighbourhoods connected to city centre via a feeder line serving a trunk line in both the new and old, bus-based, networks. On the new, tram-based network, there is only one direct line to the main transfer point lines in Aitolahti, whereas, on the old network, there were two lines with different intervals. As such, the Aitolahti-has a lower service quality in the new network. However, this is not a major limitation, as the population of the area is small compared to other parts of the city, and the results of the area have minimal impact on the results presented in Table 1. The eastern part of Tampere (Linnainmaa and Leinola) has a mix of same or slightly slower travel times. On the bus-based network, there were multiple trunk lines between this area and city centre. On new network, these are partly substituted to a transfer line heading towards the end stop of the northern tram line at TAYS, thus increasing travel times due to the need to transfer. However, some direct lines still exist with a reduced service frequency. For the regions located southeast of the city centre, some deviations in travel times (3–6 min range) are caused by the differences in how lines are routed in the city centre, as it differs between the 2016 and 2021 networks, even though the networks in those areas are still about the same and no tram connections to this area exist. Hervanta-area (the end of the southern tram line) is mostly within the same reach on both the new and old network based on the schedules. However, it should be noted that the old bus connections use the congested road network towards Hervanta, whereas the tram will use a segregated path allowing it to stick to its schedule, as delays on old network were common. The southern parts of Hervanta are better served with the new tram network as the route extends to these areas that were previously not served, as they have been developed only during the last years. There are some differences on the southern parts of city as well in connections to municipality of Lempäälä located south of Tampere. Those areas are served better on new network compared to old one, as there are a couple of new lines to this direction. However, there are some differences in accessibility of different areas inside the city centre, as these southbound connections do not necessarily continue their journey to city centre but connect to the bus station located a couple stops south from the city centre (right at the southern edge of our case area). The municipality of Pirkkala (located southwest of city centre) is connected with one main line operating with dense intervals on the main road connection and with feeder lines connecting other residential areas to the city centre with longer intervals. For most parts of Pirkkala, the network has the same reach, as the area is served with the same principles. However, there are some changes in the network on the southern parts of Pirkkala, as the lines for those areas have changed between the new and old network, even though there is no direct connection to the tram. Tesoma (West of city centre, around Tesomajärvi) has a commuter train connection towards the city centre, which would allow faster connections to the area than what is possible in the old network. However, since the commuter trains are handled by a different operator, they were not included in the dataset used in the analysis, thus giving a slightly lower service level around the commuter train stop. The north western parts of the city have mostly the same level of connections towards the city centre, where they then can further link to the tram network. Even though no major changes have happened, the analysis shows parts of the area to have faster accessibility to city centre. This may be due to the tunnel construction work on national road 12 that is the main connection point between north western parts and the city centre, which was ongoing during the 2016 analysis period, causing delays to the bus network in that area. 4.2. Braunschweig Figure 5 and Figure 6 show the differences in accessibility between the new and the current network. With the new tram network, destinations can be reached in less time from the locations coloured in green, whereas it is faster in the current network from the locations marked in brown. The white area shows time changes within three minutes, regardless of the tram network status. Figure 5 shows the accessibility around the inner city ring of Braunschweig. The people around Rautheim are better served by the new connections from the inner city of Braunschweig. The passengers living in the area around Weststadt are connected directly to many stops around the inner city by the old and new tram lines. Rautheim and its surrounding areas are directly connected by a tram line from the city centre in the new network, whereas they currently have to change between different bus lines, as the extension of the tram line in the direction of Rautheim does not exist in the current network. The green area from the south of Lehndorf can be reached faster through the new network. The new bus line bypasses the city centre and has fewer station on the route. Therefore, the travel time in the new network is reduced. The people have access from the city centre by a new tram line instead of a bus line, which is going to be faster. The area around Heidberg, south of city centre, is better connected by the current network, as the area can be reached directly with a tram line, which runs on segregated track formations most of the time between the city centre and the central station. The new planned tram line runs mostly on in-street track formations on another route, which is longer and has more stations than the old tram line. Timmerlah is better connected in the current network than in the new one, although the connection is the same with the new network. The new network offers an improved connection for almost 15,000 people who are living in the inner city ring (Table 1). Travel times cannot be improved for all passengers, there always will be people who are worse connected due to a new or different routing or a bus or tram line that will no longer operate. The main station is not the direct hub for PT in the inner city of Braunschweig. Nevertheless, it is an important connection point, since almost all tram lines and a lot of bus lines connect the main station to local and long-distance train stops. People from the western parts of the city will have a better connection with the new network (Figure 6). This is the result of the improved connection in the direction of Lehndorf and Lamme. With two new lines, people can travel from the central station towards Lehndorf and Kanzlerfeld (located west of Lehndorf) without changing lines. In the current network, one bus line goes directly from the central station to Lehndorf, Kanzlerfeld and Lamme, this bus route will no longer exist in the network in 2030. Kanzlerfeld can be reached without a change in the current network and in the planned network. By using the tram, the travel times are reduced, which is due to a higher average speed of the tram and its independent tramway. In the 2030 network, Lamme can be reached with one transfer, as the direct connection by bus will no longer exist. A possible route would be to use a tram to one station in the area of Kanzlerfeld and change to the bus at this point. Although Lamme is no longer directly served in the target network, the connection is better in 2030. The people who live in Timmerlah and the surrounding area will not be better connected by the new network. Travel times will get less attractive according to the current data. In the current network, one tram line stops at the central station and a connection to Timmerlah is possible with one transfer between a tram and bus line. The new tram line is this area no longer stops at the central station; therefore, PT-users have to change lines at least two times. People who live in the suburbs Dibbesdorf and Hondelage are better connected with the current network. From the central station to Dibbesdorf, people currently only have to change from one bus line to another bus. In the future network, they have to change twice. Hondelage can be reached with two changes in the current network. In the future network, it will be possible to get to Hondelage with only one change; however, this is only provided by a bus connection with many stops, which increases the travel time. The connection via tram to Hondelage includes at least two changes. The south of Rautheim is currently connected by two bus lines. In the new network, due to the operation stop of one of the bus lines, this area can no longer be reached as quickly as before. Rautheim is connected to the new tram network by the tram, nevertheless the residents in the area around Rautheim are not better connected by the new network because tram line 4 does not go via the central station. Furthermore, many bus lines in the area north of Rautheim will no longer exist or use new routes in the network. The new network offers an improved connection for approximately 28,000 people for the central station. The main station shows an average improvement of 1.2 min per person (Table 1). 5. Discussion Overall, in the future both cities will have a tram transport system that is mainly built on segregated tracks. This allows the trams to avoid congested traffic and run on schedule. In addition to this, at least in Braunschweig, multiple parts of the city can be reached by tram-only connections, which may be more favourable compared to bus network, as the travel takes less time. Therefore, it can help PT to interest new passengers. For Tampere, this is not yet the case, as most areas are still connected by bus; however, after new extensions, same “rail factor” effect could be seen. 5.1. Tampere While only looking at the scheduled travel times, the effects of the tram may seem minor, or they even show some signs of lower levels of service in some areas. However, it should be noted that for many of these areas, where tramway were built, congestion caused the bus to be delayed during peak hours, when PT is mostly used. The tram will mainly run on its own segregated path in these areas, allowing it to follow its timetables even during those congested hours. 5.2. Braunschweig In general, it can be noted that PT is becoming more attractive for many people in Braunschweig. Especially for the people who are connected to the new tram lines. This includes the area around Rautheim and the area around Lehndorf. The connections to these suburbs in the new network are between 6 to 20 min faster. In Braunschweig, the main part of the tramway will have a segregated track formation, which may increase the average speed on some lines, even compared to bus lines that operated there before. Due to the new lines and new routes of the existing lines, almost the entire city centre is accessible by tram. This is not the case in the current network. Furthermore, there may be more punctuality on the lines when a bus is replaced by the tram. Due to the fact that many places are connected with a tram line, bus lines no longer exist or have longer distances and more stations to serve. As a result, some people get a worse connection with more changes or have longer travel times overall. Nevertheless, there are also examples of passengers having to transfer in the new network; however, the travel time is still reduced. In some areas the passengers have to change from tram line to tram line or bus line to tram line. The average speed of the tram is higher and some of the stops are further from each other, so the travel time is shorter than in the current network, even though there is a transfer. Furthermore, based on this analysis, it can be assumed that there will be also significant improvements for the surrounding area from other stops in Braunschweig with new tram lines. 6. Conclusions There are major differences when comparing the estimated effects of new tramline constructions in Tampere and Braunschweig. One major aspect causing this is network effect in PT on city centre accessibility. Even though one line could be majorly invested and developed, it will not cause the same effect for the whole network, as then the problems may move away from the developed area of network to a new area. This is mainly the case when a new tram track is constructed; however, for most other areas of the region, the service will be still operated by the old bus network system than previously. The bus lines will connect to the tram at some point of the journey; however, this journey will still have the same drawbacks as the original bus lines, such as using a congested road. Therefore, for example, the schedule benefits of the tram having a segregated path will not have a wider effect on accessibility, since most of the network is still served with the buses on congested roads. However, the tram may allow the passengers to reach the transfer point faster in comparison to the old bus network. If there is already a tram network and this construction phase will only be an extension to the already available network, several advantages can be achieved. The area served only by the tram network—not running on the same congested road as buses—can be extended, the benefits of this are applied to much wider areas, which can be seen in our results. It is also important to note the geographic differences of the two chosen case areas. The centre of Tampere is located on a narrow land area between two lakes with a limited number of connections between east and west, whereas Braunschweig does not have the same kind of geographic limitations regarding the directions where the network can be extended. For example, the mentioned area of Pirkkala is located on the other side of a lake when looking from the city centre, making it not economically viable to create more direct connections than those that already exist. Based on the analysis of the results, it could be assumed that, when the first parts of a tramway are completed, the benefits will be gained on a larger area when building new connecting tramlines. When the area served via a segregated tram network is larger, the same benefits would at least be applied to those catchment areas as well. For further research, it would be important to note how finalized schedules of the network affect the accessibility of different areas, as the transfers between lines may be better matched. The same type of approach method can also be used when the network for a western extension of the tram is planned in Tampere to learn whether it could cause effects on larger areas than only the areas located next to the tramlines, since the same type of data will be available after the developments are finished. It should also be noted that this study solely investigated the travel time as a measure, and therefore it only provides information of that part of quality of service. There may be changes in other aspects, such as the ride quality or transfers needed to reach the destinations, which, among others [5], are also crucial parts of forming the total quality of service. For further research, when the actual timetable and route data are available for both networks, multiple aspects of quality of service should be studied together to investigate the perceived change to passengers. There is no comparison of the results from this study with previous studies and projects, and there are no comparable studies in the relevant literature. Furthermore, additional key areas in the cities of Tampere and Braunschweig can be compared in further research, as they are not part of this study. The topic of this case study can be a reference for tramway expansion projects worldwide through further investigations on this matter. This could make it possible to better control tram extension projects and plan the extensions in a specific way that benefits as many residents (potential passengers) as possible. Author Contributions Conceptualization, R.V. and N.S.; methodology, R.V.; software, R.V.; validation, H.L. and T.S.; formal analysis, R.V. and N.S.; investigation, R.V., N.S. and C.S.; resources, R.V. and N.S.; data curation, R.V., N.S. and C.S.; writing—original draft preparation, R.V. and N.S.; writing—review and editing, H.L. and T.S.; visualization, R.V.; supervision, H.L. and T.S.; project administration, H.L. and T.S.; funding acquisition, N.S. All authors have read and agreed to the published version of the manuscript. Funding We acknowledge support by the Open Access Publication Funds of Technische Universität Braunschweig. Institutional Review Board Statement Not applicable. Informed Consent Statement Not applicable. Conflicts of Interest The authors declare no conflict of interest. References Martens, K. Transport Justice-Designing Fair Transportation Systems; Routledge: London, UK, 2016. [Google Scholar] Nobis, C.; Kuhnimhof, T. Mobilität in Deutschland-MiD Ergebnisbericht. 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The city centre areas used in the spatial analysis, Tampere, Finland on the left and Braunschweig, Germany on the right. Figure 4. Difference on time taken to reach the city centre in Tampere, Finland. Figure 5. Difference on time taken to reach the city centre in Braunschweig, Germany. Figure 6. Difference on time taken to reach the main railway station in Braunschweig, Germany. Table 1. The accessibility changes of case areas per how large of a population they affect. Accessibility Difference 8:50–9:10/ Amount of Residents in Accessibility ZonesTampere City CentreBraunschweig Inner City RingBraunschweig Central StationAccess only by old network29400Old over 20 min faster29700Old 10–20 min faster2351511Old 6–10 min faster42412461685Old 3–6 min faster13,09813,5838984Within 3 min299,473207,643200,275New 3–6 min faster31,50115,35327,687New 6–10 min faster57051353213New 10–20 min faster862731380New over 20 min faster291400Access only by new network792046181Average time gain per person in 2030 (min)0.90.11.2 Publisher’s Note: MDPI stays neutral with regard to jurisdictional claims in published maps and institutional affiliations. © 2022 by the authors. Licensee MDPI, Basel, Switzerland. This article is an open access article distributed under the terms and conditions of the Creative Commons Attribution (CC BY) license (https://creativecommons.org/licenses/by/4.0/). Share and Cite MDPI and ACS Style Viri, R.; Sievers, N.; Liimatainen, H.; Schütze, C.; Siefer, T. Tram Expansion Effects on Reaching the City Centres—Case Study of Tampere and Braunschweig. Future Transp. 2022, 2, 793-806. https://doi.org/10.3390/futuretransp2040044 AMA Style Viri R, Sievers N, Liimatainen H, Schütze C, Siefer T. Tram Expansion Effects on Reaching the City Centres—Case Study of Tampere and Braunschweig. Future Transportation. 2022; 2(4):793-806. https://doi.org/10.3390/futuretransp2040044 Chicago/Turabian Style Viri, Riku, Nina Sievers, Heikki Liimatainen, Christoph Schütze, and Thomas Siefer. 2022. "Tram Expansion Effects on Reaching the City Centres—Case Study of Tampere and Braunschweig" Future Transportation 2, no. 4: 793-806. https://doi.org/10.3390/futuretransp2040044 Article Metrics No No Article Access Statistics For more information on the journal statistics, click here. Multiple requests from the same IP address are counted as one view.
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"https://www.mdpi.com/energies/energies-14-05117/article_deploy/html/images/energies-14-05117-g022.png", "https://www.mdpi.com/img/table.png", "https://www.mdpi.com/img/table.png", "https://www.mdpi.com/img/table.png", "https://www.mdpi.com/img/table.png", "https://www.mdpi.com/img/table.png", "https://pub.mdpi-res.com/img/design/mdpi-pub-logo-white-small.png?71d18e5f805839ab?1724054275" ]	[]	[]	[ "" ]	null	[ "Carola Leone", "Giorgio Piazza", "Michela Longo", "Stefano Bracco" ]	2021-08-19T00:00:00	The present paper proposes a new methodology to aid the electrification process of local public transport (LPT). In more detail, real drive cycles of traditional buses currently in use are evaluated together with other data to simulate the consumption of equivalent e-buses (electric buses) with similar characteristics. The results are then used in order to design the best charging infrastructure. The proposed methodology is applied to the case study of Algeciras Bay, where a specific line of LPT is considered. Real measurements are used as data for the simulation model, and the average consumption of an equivalent e-bus is obtained for different operating conditions. Based on these results, different sizes and locations for fast-charging infrastructure are proposed, and the size of the depot charging system is defined trying to maintain the current buses timetable. Finally, some future developments of the present work are presented by considering other bus lines that may benefit from the introduction of the defined charging systems.	en	https://pub.mdpi-res.com…d7013?1724054275	MDPI	https://www.mdpi.com/1996-1073/14/16/5117	1 Department of Energy, Politecnico di Milano, 20156 Milano, Italy 2 Electrical, Electronics and Telecommunication Engineering and Naval Architecture Department, University of Genoa, 16126 Genoa, Italy * Author to whom correspondence should be addressed. Energies 2021, 14(16), 5117; https://doi.org/10.3390/en14165117 Submission received: 16 July 2021 / Revised: 5 August 2021 / Accepted: 11 August 2021 / Published: 19 August 2021 (This article belongs to the Special Issue Next Generation Energy and Propulsion Systems for Transportation Electrification) Abstract : The present paper proposes a new methodology to aid the electrification process of local public transport (LPT). In more detail, real drive cycles of traditional buses currently in use are evaluated together with other data to simulate the consumption of equivalent e-buses (electric buses) with similar characteristics. The results are then used in order to design the best charging infrastructure. The proposed methodology is applied to the case study of Algeciras Bay, where a specific line of LPT is considered. Real measurements are used as data for the simulation model, and the average consumption of an equivalent e-bus is obtained for different operating conditions. Based on these results, different sizes and locations for fast-charging infrastructure are proposed, and the size of the depot charging system is defined trying to maintain the current buses timetable. Finally, some future developments of the present work are presented by considering other bus lines that may benefit from the introduction of the defined charging systems. 1. Introduction With the Paris Agreement in 2015, the members of the UNFCCC agreed to undertake ambitious efforts to keep the global average temperature rise well below 2 °C above pre-industrial levels and to strive for an increase of less than 1.5 °C within this century [1]. In order to reach this ambitious long-term goal, nations have to take action and drastically reduce their overall carbon dioxide (CO2) emissions. Regarding the EU’s total emissions, the road transportation sector makes a share of 21% [2], whereas road buses in combination with other heavy-duty vehicles contribute to 5.6% of the total emitted CO2 [3]. Following the conversion of conventional-powered buses to purely electric-drive ones fed by green energy would have a significant impact on the overall determined goal, which is the reason why the EU started the European Clean Bus deployment initiative in 2016 [4], which is based on three pillars. The first initiative is a public declaration from cities and regions, manufacturers, and transport organizations endorsing a common ambition to accelerate the roll out of clean buses. The second one is the creation of a deployment platform to exchange information, create coalitions, leverage potential investment action, and issue recommendations on specific policies. Finally, the third pillar is the creation of an expert group bringing together actors from the demand and the supply side. In this context, e-buses can play an important role, by completely avoiding local emissions in the city and reducing the overall emissions proportionally to the increase in renewables in each national energy mix. Nevertheless, the adoption of electric buses is currently slow, as depicted in Figure 1, where the electric bus registration in thousands of units is presented for the different regions on the left vertical axis, and the percentage deviation in respect to the previous year for the same regions is reported with straight lines on the right vertical axis. As can be seen, China is leading the market with a registration of 78,000 new vehicles in 2020, up in respect to the previous year by 9% and a total sales share of 27%. Europe is steadily growing at a relatively low pace, registering about 7000 e-buses in 2020 making up 4% of all new bus registration in Europe. On the other hand, considering the number of announced available models of e-buses for the years to come, it is possible to notice how in China and Europe, the numbers are constant, whereas in the USA, an increase is foreseen over the years. The reasons behind this slow introduction of electric buses into the market are mainly due to the high upfront capital investment in comparison to traditional buses [5] and the need for proper designing and realization of charging facilities [6,7]. Moreover, the performances of an electric bus are highly influenced by driving distances, road orography, weather conditions, traffic congestions, and different passenger demands [8], thus being difficult for local public transport companies to assess whether a specific e-bus model is capable to substitute the actual traditional vehicle and if the substitution determines different timetables due to charging necessities. In the literature, the estimation of the energy consumption along a route of electric buses is usually obtained considering driving cycles, which are standardized, as reported in [9], where a tool for assessing the energy consumption of city transit electric buses is proposed. In other works, driving cycles are acquired from real operation data of electric vehicles, as reported in [10], where standard cycles and real data from Beijing electric vehicles are compared and assessed, or as in [11], where a real-world dataset from more than 16,000 electric buses in Shenzhen has been used to understand operating and charging patterns. Moreover, in [12], GPS devices are used to collect locations and times of all the bus lines in Cuenca, Ecuador in order to define which line to prioritize for the electrification according to emissions criteria. Finally, in [7], the energy consumption value to be used to size the charging infrastructure of an electric bus fleet in Finland is obtained by testing a 12 m prototype. Table 1 summarizes the review of the studies presented above. In the present work, real data are collected from traditional internal combustion engine buses that are currently in operation to derive a specific drive cycle that accurately resembles the actual operating conditions to which an equivalent e-bus would be subjected. These data are provided to a simulation tool that evaluates the consumption of the equivalent e-bus. In more detail, in Section 2, the methodology proposed to study the electrification of a line of local public transport service is presented. Then, in Section 3, the methodology is applied to a real test-case scenario constituted by the electrification of one line of the local public transport in Algeciras Bay to evaluate the overall energy consumption of an equivalent e-bus along the specific line considered. Finally, in Section 4, several considerations on the best charging system infrastructure are reported, while in Section 5, conclusions are presented. 2. Methodology The present work aims to propose a methodology to aid the transition towards electrification of public transport service companies. In more detail, as depicted in Figure 2, the idea is to use real data coming from actual buses currently deployed by the public transport service companies (such as the bus speed profile along a specific line, the corresponding altitude profile, and the operating conditions of the bus, i.e., the auxiliary power absorption, the number of passengers along the route, and the weather conditions) to run a Simulink simulation model developed to evaluate the consumption of an e-bus. This model simulates the corresponding consumption for an equivalent electric bus in terms of size and seat capacity subjected to the same operating conditions, speed, and altitude profile of the traditional propelled bus. The e-bus considered is characterized inside the model by considering its motor, battery, brake system, and driveline specifications. The main outcome of the model is the simulated consumption of the equivalent e-bus, which is very useful information to make several other considerations in case of the electrification of the line, such as the need for modification of the actual bus schedule, the choice of the best charging system in terms of typology (depot or opportunity charging system), geographical location, and size (capacity of charge). 2.1. Simulink Simulation Model The Simulink simulation model considered in the present work takes inspiration from [14], where an e-car simulation model is presented. More specifically, in the present work, the driving cycle that is fed to the model is not a standardized driving cycle such as the New European Drive Cycle (NEDC), but derives from real data related to a real bus during its scheduled working hours. In this way, the driving cycle takes into account not only the path conditions but also the impact generated by traffic conditions. Moreover, the Simulink model has been modified in order to be capable of accepting an altitude profile. Indeed, from the altitude variation, it is possible to calculate the slope of the road for each single time frame. This parameter is fundamental while considering the motion equation as described in the following. Furthermore, since the Simulink model in [15] was considered for an electric car, thus, most of the parameters of the model have been changed to represent a bus scenario. In Figure 3, the graphic representation of the Simulink model used in the present work is reported. The model can be divided into six main blocks: the driver, the brake system, the electric motor, the battery, the driveline, and the motion equation block. The real bus speed profile is compared with the simulated speed, and the driver block works as a proportional integral derivative (PID) controller and adapts the acceleration and brake pedal position in order to follow the real bus speed profile. According to the brake pedal position the brake system block gives as an output the braking force and the regenerative braking command, respectively, to the driveline and motor blocks. As a function of technical parameters of the considered motor (peak torque, rated power) and of variables of the simulator (angular speed of the motor, position of the accelerator, regenerative braking command), the motor block calculates the motor torque and power, which are, respectively, fed to the driveline and the battery. The driveline block calculates the traction force acting on the vehicle as a function of the input motor torque, the torque spin loss, the friction braking force, and the ratio between the gear and wheel radius. As will be presented shortly, the motion equation block (according to the traction force and all of the opposing forces acting on the vehicle) calculates the simulated speed of the vehicle, which is given in a closed loop to the driver block. Finally, the battery block estimates the energy that is used by the bus considering the motor power and the auxiliary power that are needed. In the following, the blocks will be described in more detail. The main inputs of the model can be summarized into three categories: real bus operating data, assumed operating data, and rated data of the equivalent considered e-bus. Concerning the inputs relative to the real bus, the speed profile and the contextual altitude profile have been obtained by using the GPS of a smartphone Google Pixel 4a by means of the free-to-use application Phyphox [16]. The data have been filtered and elaborated before being fed to the Simulink simulation model. Regarding the operating conditions of the real bus, several assessments were made considering weather data for the location in terms of temperature and pressure (which are used to calculate the density of the air) and the average number of passengers along the line. The main assumed operating data are the tire pressure, the auxiliary power, and the initial state of charge of the battery. On the other hand, the main rated data of the equivalent considered e-bus are the width and height (useful to determine the frontal area of the bus), the curb weight of the vehicle, the gear ratio, the tire nominal pressure and size, the drag coefficient, the maximum power and torque of the electric motor, the maximum braking force of the braking system, and the regenerative braking threshold in terms of velocity. Furthermore, rated parameters of the battery are also taken into account such as the open-circuit voltage, the rated capacity, and the internal resistance of the battery. 2.2. Brake System Block This block represents the braking system of the e-bus. It receives as inputs the pedal position of the brake, which is transformed into a desired brake force by scaling linearly the pedal position in respect to the maximum brake force, calculated as a function of the road adhesion coefficient. The desired brake force is then split into the regenerative brake force and the friction brake force according to a specific braking factor. Moreover, the regenerative brake force can assume non-null values only for vehicle speed above a certain threshold usually in the range 10–25 km/h [17]. Finally, the regenerative brake force is converted into a corresponding torque at the crankshaft by means of a parameter taking into account the gear ratio and the tire radius. 2.3. Electric Motor Block The electric motor block receives as input from the driver block the accelerator pedal position. This signal is converted into a corresponding positive torque by linearly scaling the pedal position in respect to the minimum in each instant between the rated torque of the electric motor and the torque coming from the ratio between the rated power and the actual angular motor speed, respectively, if it is working in the constant torque region or in the constant power region, as depicted in Figure 4. Moreover, the allowable regenerative torque is defined in respect to the previously cited minimum according to a specific factor and then used as a lower bound to convert the regenerative brake torque at the crankshaft coming from the brake block into the actual regenerative torque, which can be developed. The next step is adding with opposite signs the accelerating torque and the regenerative torque in order to obtain for each time interval the net motor torque T n e t m o t , which is used to calculate the mechanical output power of the motor P m e c h m o t by multiplying it by the angular speed of the motor. On the other hand, the electric input power of the motor P e l m o t supplied by the battery is defined as a function of losses as reported in (1), where the losses are defined as in (2) as a function of the net torque of the motor, the angular speed of the motor ω m o t , and several parameters, which take into account the copper losses k c , the iron losses k i , the windage losses k ω , and constant power losses c . P m e c h m o t = P e l m o t − P l o s s e s m o t (1) P l o s s e s m o t o r = k c ⋅ ( T n e t m o t ) 2 + k i ⋅ ω m o t + k ω ⋅ ( ω m o t ) 3 + c (2) During the regenerative braking phase, the mechanical power coming from the driveline is converted into electric power by the electric motor acting as a generator. Finally, the electric motor block outputs are the electric motor power needed from the battery and the net motor torque supplied to the driveline. 2.4. Driveline Block The driveline block receives as inputs the net motor torque from the electric motor, the friction brake force from the braking system, and the simulated speed of the vehicle. The simulated speed of the bus is converted into the angular speed of the crankshaft through the ratio between the tire radius and the gear ratio. The angular speed is then multiplied by the torque spin losses to obtain the driveline power losses. The torque spin losses are evaluated as a linear function of the rated torque of the motor and of the spin loss coefficient, which is assumed to be constant. The torque spin losses are also subtracted from the net motor torque coming from the electric motor block in order to determine the driveline torque output. The latter is then converted into the positive tractive force supplied by the driveline to the tires by means of the ratio between the tire radius and the gear ratio. The friction brake force coming from the brake system block is then subtracted from the positive tractive force to obtain the net tractive force acting on the vehicle, which is delivered to the motion equation block. 2.5. Motion Equation Block The motion equation block receives as an input the net tractive force acting on the vehicle and compares it with the sum of resistances acting in the opposite direction on the bus. Indeed, in every second of the trip of the bus, its motion mainly depends on the following four forces (Figure 5): the inertial force, the aerodynamic force ( R a i r ), the resistance force due to the grade ( R g ), and the rolling resistance ( R r ) [18]. R r = K r ⋅ m g c o s θ (3) R a i r = 1 2 ρ a i r ⋅ A ⋅ C a i r ⋅ v 2 (4) R g = m ⋅ g ⋅ s i n θ (5) where K r is a rolling coefficient function of the pressure of the tires and of the simulated speed of the vehicle v . The rolling resistance is given by the product of the rolling resistance coefficient times the normal component of the weight force, the force perpendicular to the road on which the vehicle’s wheels are rolling; therefore, if the vehicle is running on an inclined plane, the force vertical component is defined by the product of the vehicle’s mass m , the acceleration of gravity g times the cosine of the road slope θ . Concerning the aerodynamic force, it is a function of the density of the air ρ a i r (which is calculated as a function of the ambient conditions), of the frontal area of the bus A , of the drag coefficient C a i r , and of the simulated speed of the vehicle. The grade resistance is a function of the nominal mass of the vehicle plus the mass of all the onboard passengers m and of the slope of the road profile θ , which is derived from the variation of the altitude profile along the line. The inertial force related to all the rotating components inside the vehicle is instead taken into account by considering the concept of equivalent mass expressed in (6). To obtain the equivalent mass m e , the static mass m (which is a function of the vehicle and the number of passengers onboard) is increased by a factor β , which varies from vehicle to vehicle. m e = m ( 1 + β ) (6) As already mentioned, to accelerate the vehicle, the net tractive force acting on the vehicle F t must exceed the sum of all the resistances, as expressed by the motion equation in (7). F t − ∑ i = 1 3 R i = m e ⋅ a (7) The net tractive force F t can assume positive values, hence the vehicle is said to be in the powering mode, negative values, which means the vehicle is braking (braking mode), and finally, a nil value of the F t causing the vehicle’s natural deceleration (coasting mode). The motion of the vehicle is an alternation of these three phases. Exploiting (7), it is possible to calculate the acceleration of the vehicle and, consequently, its simulated speed. The latter is then supplied back to the driver, brake system, and driveline block in a closed loop. 2.6. Battery Block The battery block receives as inputs the electric motor power needed from the electric motor and the power absorbed by the auxiliary systems. The two are summed to evaluate the total power of discharge of the battery. For the battery, the Thevenin equivalent circuit shown in Figure 6 is considered. Therefore, the battery is represented by an ideal voltage source defined as the open-circuit voltage V o c b a t in series with the resistance R i n t b a t , which represents the internal resistance of the battery. According to the Thevenin equivalent circuit, assuming constant no-load voltage, battery losses will vary with the current depending on the total power consumed by the electric motor. Therefore, battery losses can be expected to be lower if the total power consumed by the engine is reduced. According to (8), the real discharge power of the battery is equal to the ideal discharge power net of the losses linked to the internal resistance of the battery. P r e a l d c h , b a t = P i d e a l d c h , b a t − P l o s s e s d c h , b a t = V o c b a t I d c h , b a t − R i n t d c h , b a t I d c h , b a t 2 (8) from which it is possible to retrieve the discharge current (9). I d c h , b a t = V o c b a t − ( V o c b a t ) 2 − 4 R i n t b a t P r e a l d c h , b a t 2 R i n t b a t (9) Knowing the discharge current against time, it is possible to evaluate the state of charge (SOC) of the battery (10) as a function of the rated energy content of the battery E b a t measured in kWh. The SOC provides the current battery status. It is expressed in percentage values, where 0% indicates that the battery is completely discharged and 100% indicates a full charge. S O C b a t = − ∫ 0 t V o c b a t I d c h , b a t d t E b a t ⋅ 100 (10) At this point, the energy average consumption of the e-bus ℂ measured in kWh/km can be calculated according to (11) as a function of the initial amount of energy inside the battery E i n b a t and the overall traveled distance in km d . ℂ = E i n b a t − S O C b a t 100 ⋅ E b a t d (11) As a consequence, the consumption of the e-bus can be simulated along its route, giving the possibility to draw several significant considerations on the more proper charging system infrastructure for each considered case study, as will be shown in more detail in Section 3 and Section 4. 3. Case Study Scenario The methodology described in Section 2 is applied to an existing bus line that connects the city of Algeciras to La Línea de la Concepción, both located in the Autonomous Province of Andalucía, in the south of Spain. The bus and coach services in Algeciras and, in general, in Andalucía are operated by different private bus companies. Most of them operate from the main bus terminals in the towns. Some, however, do use their bus station. The main bus terminals from which the considered bus line starts and ends its route are the so-called San Bernardo Station in Algeciras and La Linea bus station in La Línea de la Concepción, depicted in Figure 7a,b, respectively. 3.1. Bus Data Currently, the bus employed to cover this route is the 12 m diesel bus Volvo B12B, shown in Figure 8, which is a rear-engine coach and intercity bus chassis with 52 seats built by Volvo for the European market starting from 2001. The characteristics of the corresponding electric bus model chosen as a substitute are listed in Table 2 and its layout is depicted in Figure 9. The chosen electric model is a 15 m long bus, which is completely electric and equipped with onboard lithium-ion battery packs; it is certified both for class I vehicles (as a city bus) and for class II vehicles (as a bus for inter-city transport as in this case). The bus is equipped with six battery packs each one of about 78 kWh for a total energy capacity of about 470 kWh. In particular, four out of six packs are installed in the rear of the bus, the remaining two are mounted on the roof [19]. The nominal maximum power the asynchronous motor can provide is 300 kW, while the supply battery voltage is 400 V. The traction battery must also provide the energy to supply the auxiliary services (i.e., rear and front lights, HVAC, doors automatic system, etc.). In electric buses, and electric vehicles in general, the most energy-consuming auxiliary service is the heating, ventilating, and air conditioning (HVAC) unit, and hence, particular attention must be given to this system in the energy consumption estimation. The air conditioning system of conventional buses mainly consists of a rooftop mounted evaporator and condenser and of a compressor assembly mounted on the side of the engine. The air conditioning compressor in diesel buses is directly driven by the internal combustion engine (ICE) instead, but in electric buses, it is powered by a dedicated electric motor always supplied by the battery [20]. For the heating system, the question is a little more complicated. In ICE buses, the heating system employs the heat coming from the engine’s coolant. About 30% of the heat generated during combustion is transferred to the coolant, giving an easy and fast source of heat. The incoming air is, hence, warmed as it passes through a radiator that holds the hot engine coolant. In an electric bus, none of these components exist. For electric buses, three main heating solutions can be used: electric resistance heating, electric heat pump, and fuel heating. In [21], the authors carried out a cost analysis for the different HVAC systems that can be installed on a city electric bus, and their results reveal that the heat pump system helps to achieve great energy savings compared to the heating resistance system. Nevertheless, pondering a lifetime of 12 years, the current high initial capital cost of a heat pump system is not compensated when only considering direct costs. The thermal load required by the bus to achieve internal thermal comfort for passengers varies at different outdoor conditions. According to [22], with a resistance heating system, a constant power of 24 kW is necessary for warming the cabin of a 12 m electric bus with a difference from outside ambient temperate of 27 °C, leading in this way to an increase in the vehicle consumption between 1.3–2 kWh/km depending on the average forward speed. Instead, running the compressor to cool the cabin on a hot summer day with 35 °C outside requires 12.5 kW, which results in a consumption increase of about 0.7–1 kWh/km. Therefore, the heating system represents the worst operating consumption case scenario, and in the case of extreme outdoor conditions, it can reduce the overall driving range by 50% [23,24]. Other auxiliary services presented in an electric bus, as previously mentioned, are the illumination system, doors automatic system, battery cooling, and pump steering. Again, according to the results in [22], the overall power demand of these auxiliaries in a 12 m electric bus is lower compared to the HVAC system, and it is about 3 ÷ 5 kW. To analyze the impact of the different auxiliary services load on the bus energy consumption, in this paper, three different scenarios are considered. In the first case, we assume that the HVAC system is turned off, since the internal temperature is already in the comfort range of 19 °C–23 °C. Therefore, the overall power absorbed by the auxiliaries is set at 3.5 kW. The second scenario instead foresees the use of the air conditioning system in order to cool the cabin up to a temperature in the comfort range with a temperature greater than 30 °C on the outside; therefore, a value equal to 16 kW has been set as the power of the auxiliaries. Lastly, the third case represents the worst-case scenario with the heating system working at the maximum power of 24 kW and, hence, an overall auxiliary power of about 27.5 kW. With all the six battery modules, the electric bus weighs around 20 t, which means it is 14% heavier than the conventional gas model; this increment is mainly due to the presence of the lithium-ion battery and its lower energy density (only 0.10–0.27 kWh/kg or 0.25–0.70 kWh/L) with respect to diesel fuel (11.6 kWh/kg or 9.7 kWh/L). Choosing an inertial factor β of 0.15 [25], the value for the equivalent mass results 15.25 t. To this value, the mass of the passenger must be added, which is computed by multiplying the number of considered passengers times the average weight of European people of 70 kg. One of the most significant advantages of electric vehicles is the possibility to harvest energy during the braking phase, employing the so-called regenerative braking. This feature is particularly important in electric buses, since they have heavy mass, fixed routes, and many stop-and-go events. However, assessing the amount of regenerative braking in an electric vehicle is not a trivial task, since it depends on many factors such as the initial and final braking speed, the mass of the vehicle, the braking rate, the vehicle structure, the power-train layout, electric motor, and battery characteristics [26]. Based on papers that analyze electric bus regenerative braking, the amount of the recovered energy thanks to the regenerative braking in this study has been set equal to 67% [27,28]. In the model, regenerative braking is not considered when the bus is driving lower than 10 km/h. Another advantage of an electric bus over a conventional one is its higher efficiency both in the well-to-tank and tank-to-wheels analysis [29]. In this study, the charging system efficiency has been set equal to 85% [30]. One more benefit of choosing an electric bus fleet instead of a gasoline one is the reduction in pollution and fuel costs. Furthermore, e-buses are less loud, and since the electric motors produce far fewer vibrations, e-buses are more comfortable for onboard passengers and need less maintenance. Finally, if well displayed, the recharging process for an electric bus is more efficient and safer than the gasoline one in terms of reliability. The feature of the regenerative braking system must not be forgotten, as it represents a great advantage compared to the conventional buses, which are not able to recover any energy in any driving phase. All these combined advantages confirm that if a modernization of the bus lines is needed, the better option is to replace the gasoline buses with electric ones. Although the initial introduction of an electric transport system and fleet can be costly, as a long-term mode of public transport they are surprisingly cost effective [31]. 3.2. Route Characteristics As depicted in Figure 10, the considered M-120 line starts its route in San Bernardo station in Algeciras and ends in the bus station in La Linea de Concepcion, for an overall trip about 22 km long. While the first and the end parts of the line pass through the urban context, the central and longer part of the line develops in highway A-7. Twice a day, at 7.00 and 15.00, direct service is performed by the line M-120D (roundtrip). The same path of line M-120 is followed but many fewer stops are made. This feature will allow us to estimate the difference between electric bus energy consumption in urban and suburban contexts. The path elevation profile found with Google Earth is reported in Figure 11. 3.3. Results and Discussion 3.3.1. Line M-120D In Figure 12, the driving cycles measured for the line M-120D are reported. The bus leaves on time at 3 p.m. from Algeciras bus station with approximately 25 people onboard, and it arrives at La Linea station at 3.30 p.m. to leave for the return trip at 3.45 p.m. As mentioned before, since the central part of the route is performed on the highway, the bus reaches a higher speed touching the maximum one of 100 km/h. The stopping time at the bus stops varies in the range from 20 s up to 80 s; it is strongly influenced by the number of onboarding passengers. As a matter of fact, passengers are allowed to enter the bus only from the front door, and at that moment, they can buy the ticket or validate their subscription/ticket. This policy on one side greatly decreases fair evasion; however, on the other side, it slows down the boarding procedure. In practical measurements, each trip really lasts about 30 min, as expressed in the timetable, and therefore, the declared service is guaranteed. Introducing as input for the simulator the measured driving cycles, the average energy consumption per kilometer, also considering the charging efficiency, for a single trip is simulated in different operation conditions. The results for the line M-120D are reported in Table 3, and we can conclude that the power absorbed by the auxiliaries and, hence, the outside temperature has a major effect on the energy consumption than the number of onboard passengers. Indeed, passing from 10 up to 40 passengers causes an increase in the energy consumption between 3.5 ÷ 5%. Instead passing from an auxiliary power of 3.5 kW up to 27.5 kW will cause an increase in the energy consumed from 40% up to 50%. 3.3.2. Line M-120 The same procedure is followed for the line M-120, which presents 19 stops for the outward trip (12 more with respect to the direct line) and 17 for the return one (10 more than M-120D). It is worth mentioning that the bus does not stop at all the stations because rarely all of them are called; however, it must pass in correspondence with all of them and decelerate so that the driver can check if any passengers are waiting at the stop. In Figure 13, the driving cycles measured for this line are depicted. As can be seen, the trends are characterized by many more stops and more speed variations with respect to those presented in Figure 12. Not all the halts correspond to bus stops; between 300 s up to 600 s, the bus runs on an always congested road segment due to the presence of an important traffic light. In this case, as well, the maximum speed reached by bus both in the outward and return journeys is 100 km/h; however, this speed is kept just for a few seconds. The results found for the line M-120 are shown in Table 4. Comparing these results with those of the direct line, it can be seen that the energy consumption per kilometer, in this case, is about 5–10% higher. This result could seem in contrast with the spread knowledge that EVs consume less in an urban context with frequent stop-and-go. However, by analyzing the driving cycles, it can be noticed that even if in line M-120 more stops are performed, since the deceleration rates are very high, the bus cannot fully exploit the regenerative braking [32], resulting, hence, in higher consumptions. Nevertheless, in the case of electric buses used in LPT services, since the stops are almost all planned, the driver could be easily taught to adopt an optimized driving behavior to maximize the regenerative energy. 4. Charging System An electric bus fleet can rely on two main charging systems: overnight and opportunity charging. Their representation is sketched in Figure 14. Overnight charging systems, as the name suggests, aim to charge the fleets of buses during the night at the depot with plug-in connectors and charging power for each connector from 40 up to 150 kW. The output power mainly depends on whether an AC or DC charging system is installed. In the case of an AC charging system, the onboard charger of the bus is employed to perform the AC-DC conversion, and the offboard structure only includes power and communication cables, metering, and protection devices. The AC charging system (mode 3) allows maximum power up to about 43 kW (86 kW if two Type2 plugs are used). If, instead, higher charging powers are required or the electric buses do not dispose of the onboard charger, a DC charging system is necessary (mode 4), which means that the conversion stage is now performed offboard the vehicle inside the charging system, and therefore, the infrastructure capital costs are higher. In this case, the power limit is imposed by the cable and the connector; as a matter of fact, the Combo 2 (CCS2) connector allows us to reach 200 A without the need for special liquid cooling systems. Normally, in order not to increase the power required too much from the public distribution network, the output current is limited to 150 A, which corresponds to a nominal power of about 100 kW considering the typical voltage values of the batteries of the actual electric buses on the market. It may happen that, to complete the service without weighing down the vehicle too much with larger batteries, electric buses require additional daytime recharges or occasional recharges that take advantage of the halt times at the terminus and/or at the stops; this bus charging system takes the name of opportunity charging. The opportunity charging system employs overhead pantographs, which can support charging powers up to 600 ÷ 750 kW. Given the high power required, the connection to the electricity grid cannot take place directly from the low voltage distribution but must take place from the medium voltage distribution. In this paragraph, the aim is to find out the location and the size of the two abovementioned charging systems, which assure a correct operation of the bus line without degrading the service. The most important data necessary in addition to the vehicle characteristics, to display the analysis, are the total energy consumption on the entire line, the number of round trips each bus of the line performs, and the stopping time at each terminal station. Battery performances, in particular rated power and capacity, degrade over time due to multiple aging mechanisms. Battery aging can be divided into calendar and cycling aging. Calendar aging includes all the processes that lead to a degradation of the battery cell occurring while the battery is at rest. In recent lithium-ion batteries, the main aging mechanism impacting on calendar aging is the solid electrolyte interphase (SEI) formation on the negative electrode [33]. Cycling aging, instead, is related to the use of the battery and its severity mainly depends on charging/discharging current rates, cycle depths, and battery temperature. Therefore, in this field, the persistent use of high charging powers related to the opportunity charging system could significantly increase the impact of this side effect. However, given the high battery capacity of the electric buses considered, the C-rate does not exceed the common and suggested value of 1C. Therefore, the aging effect of the charging systems considered in this study is neglected. The negative effects of the battery aging on the energy capacity have been taken into account by selecting a higher minimum SOC with respect to the one suggested by the manufacturer. Following the indications of Line M-120 timetable [34], it can be deduced that in order to cover all the scheduled trips, three buses are necessary for the peak time slot in the weekdays (four if we also consider the bus necessary to cover the direct service of line M-120D); this number decreases to two on Saturday and to one on Sunday. At the weekend, the direct service is not provided. 4.1. Opportunity Charging Given the fast pace of the timetable and the length of the considered line, the installation of opportunity charging systems becomes necessary. The overall timetable of line M-120 is divided into the planning timetables of the three necessary buses as shown in Figure 15. As can be seen, the scheduled duration of the trip is 45 min, and according to the reported timetable, the bus immediately starts another trip as it arrives at one of the terminals. However, the real case is that the trip between Algeciras and La Linea always lasts less than 45 min; as a matter of fact, in all the measured runs (three round trips and, hence, six single runs) the running time was between 36 ÷ 40 min. This implies a stopping time at the two terminals, which range between 5 up to 10 min. This period is indeed necessary also for the offboarding and onboarding process of the passengers and to apply the opportunity charging. To size the charging system necessary to electrify a bus line, the worst-case scenario must be considered so that the service is correctly provided also in the most disadvantageous case. In our study, this scenario is verified when the auxiliaries absorb the maximum power of 27.5 kW, leading in this way to a consumption (considering on average 22 passengers on the bus) of 2.405 kWh per km for the trip from Algeciras to La Linea and of 2.522 for the return one (for the normal service and not the direct one). Different solutions for the opportunity charging systems have been simulated and the obtained results are described in the following. However, in the proposals for the opportunity charging system, the technical limits mentioned by the manufacturer must be considered, and according to the datasheet of the chosen electric bus, a maximum charging power of 450kW is allowed. Moreover, a recommended maximum depth of discharge for a lithium-ion battery is usually about 80% and an additional safety margin of 10% must be considered in order to allow the bus to return to the depot at any moment in case of an emergency and to deal with the decrease in energy capacity over time due to battery aging. Therefore, a minimum SOC of 30% must be always guaranteed. Finally, if the electric bus stops at the Algeciras terminal for a time interval long enough to be recharged with the overnight charging system, then this charging solution will be preferred. This situation occurs for both Buses 2 and 3 in the intervals 15:30–18:30 h and 12:30–14:30, respectively. Therefore, in these time intervals, the electric buses are connected to the charging system installed for the overnight charging, which is usually rated at 43 kW AC, instead of to the opportunity charger. 4.1.1. One Opportunity Charger of 450 kW The first solution reckons on the installation of just one opportunity charger (Opp Charger) with a rated power of 450 kW installed in the San Bernardo bus station. In Figure 16, the SOC of the three buses with this charging solution is displayed. As can be noticed, even if this is the best solution in terms of cost, it does not allow for the correct operation of the service, since both the SOC of Bus 1 and Bus 3 fall below the safe limit margin of 30%. 4.1.2. Two Opportunity Chargers of 300 kW The second solution foresees the installation of two opportunity chargers of 300 kW, one in each of the two terminals. In this case, as shown in Figure 17, the only critical situation is that of Bus 1 whose SOC, about 21:30–22 h, decreases under the limit of 30%. However, this aspect could be solved by performing a switch of buses between Buses 1 and 2 to perform the last two round trips at 21 h and 22:30 h. Indeed, Bus 2 ends the operation at 20 h with 70% of SOC. It could be recharged in the time interval 20–21 h using the depot charging system and, then, picked back to perform the last two round trips instead of Bus 1, which, hence, will return to the depot at about 09:00 PM with a SOC of 34%. With this solution, the maximum DOD is reached by Bus 1 at the end of its daily operation. Nevertheless, since the bus recharged approximately at the end of each trip, along the day, the SOC variations have small entity. This fact helps to prolong the battery life; as a matter of fact, the smaller the discharge (low DoD), the longer the battery will last. The situation is even better for Buses 2 and 3; their SOC varies throughout the day in the range 65–95% and 50–100%, respectively. 4.1.3. Two Opportunity Chargers of 350 kW In this last case, the rating power of the two Opp Chargers is increased at 350 kW. The SOC of the three buses along the day, recharged according to this solution, is reported in Figure 18. As can be seen, in all three cases, the SOC always remains higher than the limit, and no buses switch is necessary. The maximum DOD in this case is always achieved by Bus 1 at the end of its daily operation, and it does not differ so much from the previous case. Instead, for the other two buses, the situation is slightly meliorate with respect to the previous case; their maximum DOD is 30% and 45%, respectively. For the service on Sunday, currently, only one bus is employed continuously during the day. However, in the case of an electric bus fleet, the best solution will be the exchange of the bus with another one of the three every time its battery is almost near the threshold value. Therefore, in this way, all three (four considering that of the direct line service) buses will be used along the day, and they will not rely on the opportunity charging system. 4.2. Depot Charging The buses of Line M-120 start and finish their operation at the depot San Bernardo in Algeciras. Therefore, the overnight charging infrastructure must be installed in this location. To size the depot charging system, the most critical case is the operation during weekdays, since in this period, three buses are employed (the fourth bus of line M-120D runs only twice). In Table 5, the arrival times and SOC of the buses are reported along with the departing times on the following morning. If we assume to employ an AC 43 kW charging system, the necessary times to recharge each of the three buses are computed through (12), where E b a t is the energy capacity of the battery, S O C b a t is the final SOC with which the bus ends the daily operation and arrives at the bus depot (this value is taken from Table 5), P c h is the charging power, and finally, η c h is the efficiency if the charging system. They result in 7 h, 2.5 h, and 4.6 h for Buses 1, 2, and 3, respectively. t c h = E b a t − E b a t · S O C b a t 100 P c h · η c h (12) Therefore, by overlapping recharging time with the stopping time of the three buses during the night, it can be concluded that the two AC charging poles of 43 kW are enough to recharge all the buses before their first run of the morning. In particular, one charging station is used by the second bus from 20 h up to about 22.30 h, then, from midnight, it will be dedicated to Bus 1. Finally, the second charging pole during the night will recharge Bus 3, and hence, all the vehicles will be able to start the operation with a full battery. 4.3. Future Expansion The installation of the charging infrastructure necessary for the electrification of line M-120 could represent a good starting point for the electrification of other lines, which start or end the operation in the analyzed terminals. For instance, line M-121, which connects La Linea to Los Barrios could take advantage of the opportunity charger installed in La Linea bus station. This line, whose route is 23 km long and is represented in Figure 19a), is operating from Monday to Friday with the schedule reported in Figure 19b). Since the covered path overlaps with that of Line M-120 for most of the travel time and the bus model currently employed is the same, the energy consumption calculated for line M-120 of 2.522 kWh/km is used also for this line. Therefore, it results that to compute a round trip, the bus will consume about 116 kWh. Given the low number of runs the bus of this line must cover, its electrification would be possible even by using only the Opp Charger installed in La Linea, just ensuring that its charging time does not overlap those of line M-120. Another line that could effectively benefit from the charging infrastructure installed in the bus station of Algeciras is line M-150, which connects Algeciras to Tarifa for an overall length of 21 km. The covered path and the timetable of the two buses necessary to provide the service are reported in Figure 20a,b, respectively. As for Line M-120, the official duration of the trip is set at 45 min; however, the real run lasts less as measured during the real tests. In particular, it has never exceeded 40 min. The energy consumption in the worst-case scenario for a roundtrip in this case is about 106 kWh. The simulated SOC profile of Bus 1 is reported in Figure 21. Instead, the SOC of Bus 2 is not shown, since for this bus, the charging time does not represent a problem given the very long stopping times. The SOC of Bus 1 after 15:30 h goes under the limit value of 30%; however, this critical situation could be avoided by using Bus 2 for the runs, which are performed in the time interval 14:45–16:15 h. Indeed, it is stopped at Algeciras depot from about 9:30 h (it returns to Algeciras at 9:00 h after the last morning run); therefore, it would have all the necessary time to be recharged up to 100% and, hence, substitute Bus 1 for the critical runs. Nevertheless, to correctly electrify line M-150, an overnight charging system composed of one AC 43-kW charging pole is needed to be installed in Tarifa bus station. Lastly, in Figure 22, the occupation profile of the two opportunity chargers is reported. Values of the Y axes equal to 1 imply that the Opp Charger is occupied and, hence, in operation. On the contrary, Y values equal to 0 denote that the Opp Charger is free and, hence, turned off. For the charger installed in Algeciras, a critical overlapping situation (highlighted by a yellow circle) occurs between 11.30–12 h (the charging period of Bus 1 line M-120), which can last 5/10 min (the charging time of the bus of line M-150). Bus 1 of line M-120 arrives some minutes before 11.30 h to Algeciras station with about 380 kWh in the battery; therefore, ideally, it has about 35 min to recharge the consumed 94 kWh and, hence, reach 100% SOC. With a charging power of 350 kW, to fill the missing energy, about 16 min are necessary, this means that the bus of line M-120 can leave the opportunity charger for the overlapped 5–10 min to the bus of line M-150 without compromising its own operation. Instead, the opportunity charger installed in La Linea does not report any critical overlap. 5. Conclusions This paper deals with a public transport electrification scenario-based in terms of energy consumption evaluation and, consequently, charging infrastructure design and planning, by considering various operational concerns. The results confirmed the possibility to replace the conventional old buses currently employed in line M-120 between the cities of Algeciras and La Linea in Spain with new electric buses. However, the operation of an electric bus is greatly affected by various factors, such as the outside temperature, the number of stops, the elevation profile of the path, the number of onboard passengers, etc. On this aspect, the findings highlight that the main role is played by the power absorbed by the auxiliaries that, in the worst case, can lead to an increase in energy consumption by 50%. To correctly electrify the public bus line, both overnight and opportunity charging systems are required. The slow charge during the night could be performed by two AC charging poles of 43 kW installed in Algeciras bus station. Instead, the installation of the opportunity charging system in only one of the two bus stations resulted to not be enough for the proper operation of the service; therefore, two fast chargers must be installed, one in each terminal. Finally, from the installation of this charging infrastructure, the electrification could be easily extended to two other lines of the same company. The proposed study does not incorporate an economic and environmental analysis coming from the electrification. Therefore, the future steps of research will focus on the computation of a cost and emissions assessment also evaluating a possible integration in the charging infrastructure of renewable energy sources. Moreover, since in this work, the effect of the aging of the battery has not been computed, to assess with a higher precision the impact of this side effect, a more accurate battery model, which comprises not only the electrical sub-model but also the aging and thermal sub-models, can be included in future steps. Author Contributions Conceptualization, C.L., G.P., S.B., and M.L.; methodology, G.P. and S.B.; software, G.P. and S.B.; formal analysis, C.L.; investigation, C.L. and G.P.; resources, M.L. and S.B; data curation, C.L.; writing—original draft preparation, C.L. and G.P.; supervision, M.L.; project administration, S.B. and M.L. All authors have read and agreed to the published version of the manuscript. Funding This research received no external funding. Institutional Review Board Statement Not applicable. Conflicts of Interest The authors declare no conflict of interest. References Lu, R.; Yang, A.; Xue, Y.; Xu, L.; Zhu, C. 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Phys. 2021, 23, 8200–8221. [Google Scholar] [CrossRef] [PubMed] Transport Consortium of Andalucía. Available online: https://siu.ctmcg.es/horarios_lineas_tabla.php?from=1&linea=4 (accessed on 1 June 2021). Figure 1. Electric bus registration and announced available models by region. Elaboration of data from IEA [13]. Figure 2. Graphic representation of the implemented methodology. Figure 3. Simulink model information diagram. Figure 4. Typical characteristic torque/power curves of in function of angular speed [14]. Figure 5. Forces acting on a moving bus. Figure 6. Battery’s Thevenin equivalent circuit. Figure 7. Bus stations (a) San Bernardo and (b) La Linea. Figure 8. Current bus employed for the analyzed line. Figure 9. Considered bus layout. Figure 10. Analyzed routes (a) complete line M-120 (b) direct line M-120D. Figure 11. Elevation profile. Figure 12. Measured driving cycles: (a) Algeciras-La Linea (b) La Linea-Algeciras. Figure 13. Measured driving cycles: (a) Algeciras-La Linea (b) La Linea-Algeciras. Figure 14. Representation of (a) depot and (b) opportunity charging systems. Figure 15. Timetables of the three buses. Figure 16. SOC of the three buses with one Opp Charger of 450 kW. Figure 17. SOC of the three buses with two Opp Chargers of 300 kW. Figure 18. SOC of the three buses with two Opp Chargers of 350 kW. Figure 19. Line M-121: (a) route and (b) timetable. Figure 20. Line M-150: (a) route and (b) timetable of the employed buses. Figure 21. SOC of Bus 1, which runs Line M-150. Figure 22. Opp Chargers occupation profiles installed in (a) Algeciras and (b) La Linea. Table 1. Review of data collection methods to assess the energy consumption of e-buses. Collection Data MethodCase Study[10]Standard cycles and real operation dataBeijing, China[11]Real-world datasetShenzen, China[12]GPS devicesCuenca, Ecuador[7]Consumption values of a test e-busTampere city/FinlandThis workThe data are collected with GPS devices from the real-world route driven by conventional diesel buses.Algeciras, Spain Table 2. Electric bus technical details. ParameterValueLength [m]14.89Width [m]2.550Height [m]3.465Mass [kg]19 000Paux [kW][3.5/16/27.5] Tire pressure [bar]8Seats55Payload mass [kg][700/1540/2800] Inertial factor β0.15Equivalent mass [kg]15 250Max. motor power [kW]300Efficiency0.85% Regenerative braking67Battery energy capacity [kWh]6 × 78 Table 3. Line M-120D simulation results for electric bus. # PassengersAuxiliary Power [kW]Energy Consumption Algeciras—La Linea [kWh/km]Energy Consumption La Linea—Algeciras [kWh/km]Energy Consumed Round Trip [kWh]403.51.4921.69368.24221.4561.64066.33101.4271.60464.9440161.8662.0684.11221.8232.00782.06101.7941.97180.664027.52.2042.39998.61222.1612.34596.53102.1332.3195.18 Table 4. Line M-120 simulation results for electric bus. # PassengersAuxiliary Power [kW]Energy Consumption Algeciras—La Linea [kWh/km]Energy Consumption La Linea—Algeciras [kWh/km]Energy Consumed Round Trip [kWh]403.51.6261.79673.56221.5581.73173.01101.5181.68673.5440162.0672.2194.97222.0012.14291.97101.9662.09890.244027.52.4732.587112.37222.4052.522109.42102.3732.477107.71 Table 5. Buses stopping time at night. #BusEnd OperationStart OperationSOCNight Stopping TimeBus 100:0007:0035%7 hBus 220:0007:3077%11 h 30 minBus 322:0008:0058%10 h Publisher’s Note: MDPI stays neutral with regard to jurisdictional claims in published maps and institutional affiliations. © 2021 by the authors. Licensee MDPI, Basel, Switzerland. This article is an open access article distributed under the terms and conditions of the Creative Commons Attribution (CC BY) license (https://creativecommons.org/licenses/by/4.0/). Share and Cite MDPI and ACS Style Leone, C.; Piazza, G.; Longo, M.; Bracco, S. Electrification of LPT in Algeciras Bay: A New Methodology to Assess the Consumption of an Equivalent E-Bus. Energies 2021, 14, 5117. https://doi.org/10.3390/en14165117 AMA Style Leone C, Piazza G, Longo M, Bracco S. Electrification of LPT in Algeciras Bay: A New Methodology to Assess the Consumption of an Equivalent E-Bus. Energies. 2021; 14(16):5117. https://doi.org/10.3390/en14165117 Chicago/Turabian Style Leone, Carola, Giorgio Piazza, Michela Longo, and Stefano Bracco. 2021. "Electrification of LPT in Algeciras Bay: A New Methodology to Assess the Consumption of an Equivalent E-Bus" Energies 14, no. 16: 5117. https://doi.org/10.3390/en14165117 Note that from the first issue of 2016, this journal uses article numbers instead of page numbers. See further details here. Article Metrics No No Article Access Statistics For more information on the journal statistics, click here. Multiple requests from the same IP address are counted as one view.
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In Boston on the MBTA … for many of the trains, there are 2 employees running the train. On the Green line, trains are 2 cars long, with a driver in the first, and in the second an operator responsible for opening […]	en	https://humantransit.org…-favicon@16x.png	Human Transit	https://humantransit.org/2011/02/a-reader-asks-my-question-relates-to-the-relationship-between-frequency-and-capacity-in-boston-on-the-mbta-there-are-a.html	that second on-board employee A reader asks: My question relates to the relationship between frequency and capacity. In Boston on the MBTA … for many of the trains, there are 2 employees running the train. On the Green line, trains are 2 cars long, with a driver in the first, and in the second an operator responsible for opening and closing doors and making sure no one gets on without paying. For the other lines, the 2nd operator only has to open and close doors because you need to pay to get into the stations. To me, it seems like a waste to have to pay a second individual to open and close the doors. Outside of the highest frequency travel times, and even possibly during those, wouldn't it be better for travelers to have service twice as often even at half the capacity? Outside of the truly busy travel times, trains rarely run anywhere near capacity. Especially on weekends and in the evening, trains are never full but the less frequent service does not encourage those spontaneous transit trips that are so vital to urban life. This is not my core expertise, but my understanding is that generally this is right: the second employee is usually a holdover from days when fare collection and monitoring of doors had to be done manually. The job often survives because it's coded into labor contracts and sometimes also into regulations. I am unaware of anything that non-driving on-board employees do that would be utterly impractical to automate today, the best evidence for which is that trams, streetcars, light rail, and heavy rail can be found operating with a single employee all over the world. (Fully grade separated heavy rail, of course, can also be run with zero on-board employees, liberating the agency to operate intense frequency even late in the evening.) Fare collection is increasingly handled by Proof of Payment systems which feature roving fare inspectors. While these fare inspectors have a cost, their number is not directly related to the number of vehicles in service, so they are not such a direct barrier to increases in service. Frequency is driven by staffing requirements rather than vehicles, so the number of employees on board is the dominant variable determining how frequently any line can be run. Only during the peak commute period is the availability of vehicles a significant element of the frequency decision. As you would expect, however, any local debate about turning second employees into drivers of additional service will be fraught. It is very easy for opponents (usually including the unions) to make generalized allegations about safety and security because most people feel safer and more secure if there's an employee nearby. So it's politically hard to do. This is one of those issues that is intensely local, and where examples of experience from other cities just have trouble penetrating a local debate. It happens even in Europe. See for example the peculiar fare-collector job that exists on Amsterdam trams. A little cubicle placed at the middle of each tram contains an employee who serves as a cashier, selling tickets. Boarding and circulation on Amsterdam trams is awkward, and effective capacity much reduced, because you're required to board only at certain doors and exit at certain others. This second employee on Amsterdam trams is, as near as I can tell, unique in Europe; everywhere else trams run with one employee (the driver) and roving fare inspection. Get a European transit professional going on how bizarre this Amsterdam practice is. It's great fun over a beer. But they can also explain, politically, why it will probably never change. If readers know of recent stories where second employees have been successfully removed and retrained as drivers, thus allowing more service, please post a link in the comments.
5064	dbpedia	1	21	https://manifestomultilinko2.wordpress.com/tag/tram/	en	Manifesto Multilinko 2	https://s0.wp.com/i/blank.jpg	https://s0.wp.com/i/blank.jpg	[ "https://live.staticflickr.com/8482/8154474560_dcb9f407a6_z.jpg", "https://live.staticflickr.com/65535/50122511408_a698eb8a76_z.jpg", "https://live.staticflickr.com/65535/50122536663_615e76254b_z.jpg", "https://live.staticflickr.com/65535/50123380432_156ddd347c_z.jpg", "https://live.staticflickr.com/65535/50123121931_16a081b3e3_z.jpg", "https://live.staticflickr.com/65535/50122599178_26ae2a3105_z.jpg", "https://live.staticflickr.com/65535/50123398267_4eb6e565cb_z.jpg", "https://upload.wikimedia.org/wikipedia/commons/thumb/f/f5/OC_Transpo_O_Train_LRV_1107.jpg/512px-OC_Transpo_O_Train_LRV_1107.jpg", "https://upload.wikimedia.org/wikipedia/commons/thumb/9/92/Citadis_Dualis_Arboretum_Tramway_T4_2019_02.jpg/512px-Citadis_Dualis_Arboretum_Tramway_T4_2019_02.jpg", "https://france3-regions.francetvinfo.fr/image/MVeMmXX8svX_0TxYPsyPOEgcog4/930x620/regions/2020/06/08/5ede83093b2f9_tramtrainok_1.jpg", "https://live.staticflickr.com/65535/50115590658_46607e298c_z.jpg", "https://live.staticflickr.com/65535/50115511733_0cb167a3dc_z.jpg", "https://pbs.twimg.com/media/EZ4Tdi6X0AEi7ON?format=png&name=small", "https://live.staticflickr.com/65535/50116811612_a94254a7a9_z.jpg", "https://farm8.staticflickr.com/7605/16935837390_51c6e2c49e.jpg", "https://farm9.staticflickr.com/8781/16937339499_6c9af47d11_o.jpg", "https://farm9.staticflickr.com/8647/15996625613_686ef7b7e8_z.jpg", "https://farm9.staticflickr.com/8671/16615753982_4e0f3ea15b_z.jpg", "https://i0.wp.com/www.feedburner.com/fb/images/pub/feed-icon32x32.png", "https://i0.wp.com/www.feedburner.com/fb/images/pub/feed-icon16x16.png", "https://s2.wp.com/i/logo/wpcom-gray-white.png", "https://s2.wp.com/i/logo/wpcom-gray-white.png", "https://pixel.wp.com/b.gif?v=noscript" ]	[]	[]	[ "" ]	null	[]	2023-04-17T07:15:35-04:00	Posts about tram written by rakerman	en	https://s1.wp.com/i/favicon.ico	Manifesto Multilinko 2	https://manifestomultilinko2.wordpress.com/tag/tram/	to create the Spirit, [Alstom] had adapted the Citadis Dualis vehicle, then in service in Nantes and Lyons. He said changes had been made to the propulsion system in order to accommodate different braking and acceleration “parameters.” Crucially, the vehicle’s systems had been “winterized” to accommodate temperatures as low as -40 C. … “This is not a huge redesign” – Ottawa Citizen – March 2020 – Inside the slow-rolling disaster of Ottawa’s $9-billion LRT project – above information based on a 2013 International Railway Journal article So Ottawa has the Citadis Spirit vehicle, which is based on the Citadis Dualis tram-train. UPDATE 2023-04-06: Three years after writing this blog post, I now understand “based on” is pretty generous. The Spirit is basically a brand-new vehicle assembled from various components, some of the shell originates with the Dualis. END UPDATE Proposed Actions So what can we do now? I suggest the following, and given the issues with secrecy and lack of information related to the current project, I would encourage that all information sharing and any decisions made should be public, open and transparent. The City of Ottawa should partner with all cities that currently use or are planning to use the Citadis Spirit or the Citadis Dualis. These are the most closely related train models. This may sound daunting but it’s pretty simple since the total number of cities is three four for the Spirit (Ottawa, Toronto, Quebec City and possibly Cali) and three for the Dualis (Nantes, Lyon and Paris), for a total of six seven. We should use this partnership to pool expertise about maintaining and running the Spirit and Dualis (keeping in mind we are using these trains in different ways, with different passenger volumes). This should include conversations in all cities not just with maintenance employees and managers, but with train drivers and passengers. The City of Ottawa should partner with Gatineau (who are planning to get a tram) to see if it is possible to test train models other than the Citadis Spirit on Ottawa’s tracks. In particular it would be very interesting to see if a Citadis 405 tram, or some sort of winterized version of the 405, is more reliable than the Spirit. Could OC Transpo eventually run a mix of Spirit and 405 trams on Ottawa’s tracks when we get to Stage 3? Would it introduce more maintenance and operations problems to have two different kinds of trains? (Keeping in mind we’re already going to be running two different kinds of diesel trains on Line 2, the Trillium Line.) UPDATE 2023-04-16: Add Quebec City, which has inexplicably chosen the Spirit as its tramway vehicle. END UPDATE I know this post arrives in an environment where people are already stressed by Ottawa transit and the many ways in which so many parts of the transit system are having problems, from switches to in-station arrival displays and many more. There are many complex factors involved with Ottawa’s Line 1 issues; there isn’t any one single cause of the problems. I recognize that it will be easy to characterize this post as “Ottawa bought a lemon”, which is not the intent. The City of Ottawa has bought 34+38 = 72 Citadis Spirit tram-trains, and our stations are all designed for low-floor vehicles. We can’t switch now to high-floor metro cars. (For some discussion of low-floor vs. high floor vehicles see a previous blog post.) And we can’t replace 72 trains with new vehicles. If you want to skip ahead to the problems reported with the Dualis, the section is History of Technical Issues, however almost all of the articles are in French. Summary The Citadis Spirit (used only in Ottawa to date) is based on the Citadis Dualis tram-train. There are only approximately 100 Citadis Dualis trains, used in three cities in France (Nantes, Lyon and Paris). There are news reports (in French) of the Citadis Dualis having problems in all three cities. The initial use of the Dualis was for rural/suburban commuter rail. Nantes and Lyon rural/suburban lines using the Dualis carry fewer passengers per day than Ottawa carries per hour at rush hour.1 In Paris, the Dualis is used in the T4 tram line (along with the Siemens S70 Avanto tram) and the T11 Express tram line. Both lines are unusual in that they are run by the national rail company, SNCF, rather than the Paris transit organisation, RATP. They are also the lowest passenger volume Paris tram lines, sometimes by a wide margin (e.g. in 2018 the T1 line carried over eight times the passengers of the T4, and over ten times the passengers of the T11 Express). Both of the Paris trams that use the Dualis are outside the Boulevard Périphérique, the ring road that defines the traditional core of Paris. The T4 and the T11 Express lines also carry dramatically fewer passengers than Ottawa’s LRT Line 1 was projected to carry; the T4 carried as many passengers in all of 2019 as Ottawa’s Line 1 carried in a month and an entire year of T11 Express passengers in 2019 would only be two months of Ottawa Line 1 passenger volume. Also, the T11 Express is the second worst tram line for reliability. (The T4 line is the worst, but the data are from before the Spirit was added to the line in September 2019.)2 There is at present no other use of either the Dualis or the Spirit anywhere in the world. UPDATE 2023-04-16: Add Quebec City, which has inexplicably chosen the Spirit as its tramway vehicle. END UPDATE Wikipedia reports 24 Dualis trains for Nantes, 24 for Lyon, 15 for the T4 and 15 for the T11 Express. Two additional tram-train lines using the Citadis Dualis are planned for Paris: The T12 Express line (Tram-Train Massy-Évry). The line is anticipated to open in 2022 and will use 22 Dualis trains. The T13 Express line (Phase 1: Saint-Cyr to Saint-Germain-en-Laye). The line is anticipated to open in late 2021 and will use 10 Dualis trains. The overall T13 Express line project is in two phases: Saint-Cyr to Saint-Germain-en-Laye planned for 2021, and an extension from Saint-Germain to Achères on the horizon for 2026 or later. In terms of the Citadis Spirit, the next city will be Toronto, with trains on the Finch West line (estimated to be ready in 2023) and trains on the Hurontario line (estimated to be ready in 2024).3 The only other potential customer that I am aware of is Cali, a city of over two million people in Columbia, which is planning for Citadis Spirits for two suburban commuter lines, starting in 2025.4 So basically, we should partner with Nantes, Lyon, Paris, Toronto and Cali. And I mean seriously partner, with a coordination office and a kickoff public conference hosted by Ottawa. Details The Citadis Dualis is a tram-train (hence the “dual” moniker) announced by Alstom in 2007. its tram build enabling it to run through the city, while its performance as a train allows it to transport passengers at 100km/h once on the outskirts of town – Alstom – 25 April 2007 – Alstom to deliver 31 trainsets of its new Citadis Dualis model to SNCF / Alstom va livrer à la SNCF 31 rames de son nouveau Citadis Dualis If you’re unfamiliar with the terminology, a tram / streetcar / trolley is a surface rail system that runs in the shared street space of a city. In the US and Canada they’re often sharing the street with cars. Toronto still has streetcars. Ottawa’s last streetcar ran in 1959. Trams, like buses, typically have stops at the edge of the sidewalk. A tram-train is a tram that can switch from being a surface rail tram in a city centre, to running on a suburban “main” railway line (including the ability to switch between lower voltage overhead lines to higher voltage lines). The Citadis Dualis is a tram-train, although it appears it is mostly used as either a tram or a train, not usually switching from one to the other on a route. When the very first Dualis vehicle was presented in Nantes in 2010, SNCF described the tram-train (PDF, Internet Archive) as follows: Avec le Tram – Train, la SNCF propose une solution de mobilité nouvelle pour répondre à un besoin croissant des Collectivités de développer les transports en commun du centre vers la périphérie. A la fois tramway et train, il pénètre au cœur des villes à la manière d’un tramway et circule sur le réseau ferré régional. The Citadis Spirit is basically a winterized, North American version of the Dualis. The Spirit was announced in 2013. Ottawa uses it solely as a train: LRT Line 1 is completely grade-separated (it is always separated from car traffic; it never intersects with any streets, always going either over or under them). UPDATE 2023-04-06: It isn’t really a winterized Dualis, see my blog post Revisiting Ottawa’s 2009 and 2012 Rail System Selection – The Unproven Vehicle Type for more background including the PowerPoint listing the jumble of components that was supposed to come together to make the Spirit. END UPDATE UPDATE 2023-07-22: For clear details on how the Spirit differs from the Dualis, see TSB comparison of Istanbul Citadis, Paris Dualis and Ottawa Spirit. In brief, two big differences are that the Spirit has a more powerful drive train (motor) and a different bogie (axle, more or less). END UPDATE Alstoms Citadis-Dualis tram-train with a configuration similar to that of Ottawa has been operating for nearly two years in the Nantes suburbs and more recently in the city of Lyon at a speed of up to 100 km/h. – Alstom – 13 February 2013 – Alstom to provide 34 light rail vehicles and maintenance services for Ottawa With a similar configuration to Citadis Dualis tram-trains used in the French cities of Nantes and Lyon, the version of the Citadis Spirit for Ottawa will be a 100% low-floor LRV with a top speed of 100 km/h and space for bicycles. It will be equipped to operate in ‘extreme’ winter conditions. – Railway Gazette – 14 February 2013 – Alstom launches North American light rail vehicle with Ottawa contract (presumably based on Alstom PR) La configuration du Citadis Spirit est similaire à celle du Citadis-Dualis qui circule depuis près de deux ans dans la Région pays de Loire à Nantes et plus récemment dans la Région Rhône Alpes à Lyon – Alstom – 15 mars 2013 – Spirit, le tram-train choisi par la ville d’Ottawa au Canada the Confederation Line will be more like a light metro with underground stations in the city centre, 100-second headways and CBTC train control. Citadis Spirit is based on Alstom’s Dualis tram-train but will be adapted to meet North American requirements such as load levelling for step-free boarding at stations, and changes to the propulsion system to adhere to braking and acceleration parameters. It will also be winterised to cope with temperatures as low as -40°C. “This is not a huge redesign” – International Railway Journal – 25 September 2013 – Canada and USA are poles apart on transit funding In Europe, more than 200 Alstom tram-trains (Citadis Dualis and Regio Citadis) have already been sold and have travelled more than 50 million kilometres. This Alstom technology is also being exported with the Citadis Spirit, adapted to the North American market and adopted by the cities of Ottawa and Toronto in Canada in 2013 and 2017. – Alstom – 14 December 2019 – Alstom’s Citadis Dualis tram-trains begin commercial service on the Tram 4 extension between Clichy and Montfermeil It’s important to understand the Citadis tram product line is not the same as the Citadis tram-train product line. The Dualis and Spirit tram-trains are very much a niche within Alstom’s much larger (20 times larger) tram business. The Dualis has only been deployed in 3 cities. The Spirit in one. So it’s very misleading when news reports jumble the much larger tram business together with the niche tram-train business. So the question to ask is not “How reliable is the Citadis?”. The question to ask is “How reliable is the Citadis Dualis?” as that’s the closest to Ottawa’s Spirit. And the answer, available pretty much exclusively in French, is that there are news reports of reliability issues. If you want to skip ahead to the problems reported with the Dualis, the section is History of Technical Issues, however almost all of the articles are in French. Why did we choose Light Rail instead of a Metro? You can read Ottawa 2009 Rail System Selection to get the details of why Ottawa City Council chose a low-floor LRT rather than a high-floor metro. The summary is that they thought we would have a very mixed system, with a high-passenger-volume grade-separated core and a low-passenger-volume at-grade surface rail extended network running through the Greenbelt into the suburbs. They wanted to use the same technology throughout, so they choose low-floor light rail. Here’s some info from a question in the FAQ on the original Ottawa Light Rail website. Q: What is the difference between LRT and Light Metro? A: The principle difference between LRT and Light Metro is that Light Metro requires a fully segregated system, while LRT can function on both segregated track and track run on roadways shared with other vehicular and pedestrian traffic. This added flexibility to LRT is well suited to Ottawa’s need for a system that can accommodate both high volume in the core and significantly lower volume further out. from Ottawa Light Rail » FAQ » What is the difference between LRT and Light Metro? (Internet Archive, May 12, 2011) UPDATE 2023-04-06: See Revisiting Ottawa’s 2009 and 2012 Rail System Selection for more info. END UPDATE Why did we choose the Citadis Spirit? The short answer is I don’t know. You’d have to ask the people who wrote the specifications and procured it. You’d also have to look at exactly what other vehicle options were available at the time of procurement. I could speculate that they wanted the high speed (100km/h) to cross the Greenbelt, and that the distances that the LRT will traverse made it look like an urban-suburban tram-train model. They may not have known early enough that LRT Line 1 would be completely grade-separated. And there may have been some thought they we might actually use it as an actual surface rail tram eventually e.g. on Carling. They also may not have understood how high the transit passenger peak demand was during Ottawa’s weekday rush hours (before the era where many people were required to work from home). One would hope they understood the Citadis Spirit was a new niche model of a train that was based on an already niche model (Dualis) in very limited use in France. And that they realised the Dualis only started service in 2011. And that they knew the Dualis was being used as a low volume suburban commuter train, not an urban core transit system. One would hope. Choosing the Spirit should have been flagged as a high risk given that the Spirit would be deployed in a fully-operating, high volume existing transit system, not as a brand new low volume transit system that would slowly grow. In any case, there is zero chance of revisiting low-floor trams versus high-floor metro now. To change to high-floor metro we’d have to rebuild literally every single station. In theory we could use a different model of low-floor vehicle though, if it is compatible with all the other technology we’re using, including the signalling and control systems. UPDATE 2023-04-06: See Revisiting Ottawa’s 2009 and 2012 Rail System Selection – The Unproven Vehicle for more background. END UPDATE Why do we use two Citadis Spirit trains stuck together? The two trains together (which is train terminology is called a consist) have become our standard vehicle. You’d have to ask OC Transpo for the full answer, but my understanding is the plan was that they would run single trains during low volume periods such as weekends, but the overhead (and associated component failure risk) of coupling and decoupling the trains wasn’t worth it. A second question would be, now that we’ve decided to have double trains, why don’t we just buy (or create) one long train? And the answer as far as I know is basically that Alstom doesn’t make or support a model of the Spirit that is that long. We use two 48m trains with 300 passenger capacity coupled together, making a single 96m train (a consist) with 600 passenger capacity. The longest Spirit configuration Alstom has described online is a 50m train with 370 passenger capacity. It is unfortunate that the coupled design we’re using to get the desired capacity means that a big chunk in the middle of our consist is two complete unused train cabs. UPDATE 2020-08-02: A good question is whether any of the cities using the Dualis run it coupled. I haven’t researched it, but it seems from Google Images that some do. It looks like Nantes-Clisson and maybe the Tram T11 Express both use coupled trains. END UPDATE Passenger Volumes and Usage Nantes and Lyon Passengers The initial deployment of the Dualis was as a commuter train, with much lower passenger volumes than in Ottawa. The Dualis was used for what the French call small lines – “petites lignes“; low-passenger-volume lines running from a city to a small town or village (these types of lines have been pretty much closed in Canada for decades). Nantes Nantes – Châteaubriant: 8 trips per day (in 2020); 3,650 passengers per day (in 2015); 721,000 passengers per year (in 2017) – duration 1 hour 7 minutes for 64 km Nantes – Clisson: 19 trips per day (in 2016); 458,175 passengers per year (in 2015?) – this line runs a mix of direct express trains and tram-trains – Monday through Thursday 19 tram-train trips, and Friday 23 tram-train trips Lyon (Tram-train de l’Ouest lyonnais, Lyon – Brignais) ~8000 per day (« le trafic est d’environ 8 000 voyageurs par jour en 2017 », according to Wikipedia) It’s hard to get a lot of detail about the actual Lyon line usage. If you want 152 pages of a Master’s thesis on the background of the Lyon line though, you can read: Éric Fauconnet. Mise en œuvre de l’offre de service tram-train de l’Ouest Lyonnais. Enjeux pour la SNCF et défis organisationnels. Gestion et management. 2012. (PDF) HAL Id: dumas-01896797 https://dumas.ccsd.cnrs.fr/dumas-01896797 (landing page) Note: Nantes – Châteaubriant daily trips from Tram-train Châteaubriant-Nantes and verified against TER train booking schedule online – Horaires & Trafic – Nantes (Toutes gares) à Châteaubriant Tram Train. Clisson tram-train (“TT”) trips were from Horaires Ligne T2 Nantes – Vertou – Clisson (PDF link no longer available). Nantes’ population is 309,346. Châteaubriant’s population is 11,974. Clisson’s population is 7,187. So basically Ottawa has a niche train that is currently unique in the world, based on a niche train (approximately 100 vehicles) used in three cities in France. What do I mean by much lower passenger volumes? Nantes and Lyon trains carry fewer passengers per year than Ottawa Line 1 LRT is intended to carry in a month. For more detail on passenger numbers, see next blog post Ottawa Line 1 LRT train passenger number comparisons, and for more detail on how the maps of the routes compare, see Ottawa Line 1 LRT route comparisons. In retrospect, we might have been better with a winterized Citadis X05 tram, e.g. a Citadis 405, rather than a tram-train. Presumably the Spirit was chosen in part because it can go 100km/h versus the 80km/h max of the 405. But the 405 is a much more mature technology. (That being said, I don’t know if a winterized 405 exists, but presumably the 405 could be modified in the same way that the Dualis was modified. What we would lose in the theoretical reduction in max speed we might gain back in reliability.) (If someone has a detailed technical comparison of the Dualis versus the Spirit, and the Spirit versus the 405, I would be happy to add more information to this post.) Is a tram-train a tram? Alstom has two product lines in this area, very clearly separated. Here’s their own categorization from their Rolling Stock Solutions: Tramways: Citadis range Tram-trains and LRVs (Light Rail Vehicles): Citadis Dualis and Citadis Spirit This is two different kinds of vehicles under one brand umbrella, which makes it confusing to distinguish between them. But notice how they are described separately. They have different histories, with different numbers of trains deployed. The purpose of the tram-train is to go faster than the tram, to serve suburban commute distances, while also being able continue on into cities that have existing tram lines in their cores. Here’s what Alstom says about the Citadis Dualis tram-train: Designed to bridge city center and its suburb, Citadis Dualis is able to penetrate the city core as a tram and travel along regional railway tracks, thanks to special features involving power, safety and comfort. – Alstom PR – 7 December 2012 – Alstoms Citadis Dualis tram-train now in service on Western Lyons second line So let’s compare the two offerings. Citadis trams Current generation: 5th generation (X05 series, e.g. Citadis 405) First launched: 1999 AD? Type of vehicle: tram (travels on urban streets, sometimes with fully or partially dedicated lanes) Maximum speed (5th generation): 80km/h Number of trains: over 2000 in service Number of cities: over 50 Citadis tram-trains Current generation: effectively the first generation (Citadis Dualis and Citadis Spirit) First launched: first train shown in Nantes in December 2010? Type of vehicle: tram-train (suburban train in Nantes and Lyon, tram in Paris) Maximum speed: 100km/h Number of trains ordered: ~100 Number of cities: 3 (Dualis), 1 (Spirit) Future cities: +2 (Spirit in Toronto and possibly Cali, Columbia) Comparison tram has been around a decade longer than tram-train tram has ~20 times the number of vehicles compared to tram-train tram has ~10 times the number of cities compared to tram-train Report after report, including from both Ottawa and Toronto, characterizes the Spirit as part of the larger Citadis family. But without a component-by-component technical comparison, there’s no way to know if this is meaningfully true. Given that there are many more trams deployed than tram-trains, with many fewer reports of problems for trams that I’m aware of, it seems like they are not comparable technologies. Here is how the Spirit gets framed as part of the larger deployment of Citadis trams, even though it is not a tram: Ottawa Used in 40 cities around the world, the Alstom Citadis currently moves more than 2 million travellers per day. / Chaque jour, ce véhicule transporte plus de deux millions de passagers dans 40 villes dans le monde. – Ottawa Confederation Line – Vehicle (Internet Archive) / Ligne de la Confédération – Véhicules (Internet Archive) Toronto Over 2,300 Citadis vehicles sold to 55 cities around the world, the Alstom LRV can handle the toughest winter and hottest summer. / Avec plus de 2300 véhicules Citadis vendus dans 55 villes dans le monde, le VLR d’Alstom résiste aux hivers les plus rudes et aux étés les plus chauds. – Metrolinx – Citadis Spirit Light Rail Vehicle / Metrolinx – Le véhicule léger sur rail Alstom Citidis Spirit I’m not going to claim every government website and news report has space to go into technical detail about how one vehicle compares to others, but nevertheless, instead of the broad statements from Ottawa and Toronto above I would go with something more like “the Citadis Spirit, based on a deployment of approximately 100 Citadis Dualis trains used in three cities in France”. This business of “used in more than 50 cities around the world” – it’s not just a nuance. Those 50 cities are using Citadis trams. It makes it sound like we must be an outlier if everyone else can run these vehicles. How do those over 50 cities manage? They manage because they’re using different vehicles with a much longer history of development, operations and maintenance. Citadis series trams are not Dualis or Spirit tram-trains. More than 2,300 Citadis range cars sold to 50 cities, including Barcelona, Sydney, Rio de Janeiro, Dubai and Ottawa. – Toronto Star – How do Toronto’s light rail vehicles compare? It’s Bombardier versus Alstom This just seems a mismatched comparison to me. To make an inexact analogy, if you’re writing about Brand X sedan cars, do you talk about the fact that a million Brand X trucks have been sold? Just because they have the same brand name in front of them doesn’t make them the same vehicle. Images Citadis Spirit (Ottawa LRT Line 1) Youngjin / CC BY-SA Citadis Dualis (Paris Tramway T4) Idris2000 / CC BY-SA You can be sure the above vehicle is a tram-train because if you look very closely, it says TT 407 on the end. All the SNCF tram-trains have TT numbers. History of Technical Issues Nantes Nantes – Châteaubriant Including many issues caused by frost (givre) on the overhead catenary power line. SNCF came up with a catenary heater in 2019 to address frost problems, but apparently they didn’t install them on enough of the line, as they’re still having the problem in 2020. NOTE: The Nantes-Châteaubriant catenary is at 750 volts. Ottawa’s is at 1500V. At higher voltages frost on the catenary is less likely. 2015 « Le temps perdu ne se rattrape pas » la ligne a, l’automne et l’hiver 2014, été polluée par des problèmes techniques, informatiques et organisationnels à répétion et des supressions de trains par paquets. – ouest france – 25 novembre 2015 – Tram-train Nantes – Châteaubriant : la fréquentation en hausse 2017 Ras-le-bol des retards et dysfonctionnements dans la circulation des tram-trains sur la ligne Nantes-Châteaubriant : le vice-président du Conseil Régional Roch Brancour se fâche contre la SNCF et suspend un versement de huit millions d’euros. Ce vendredi, le gel a de nouveau provoqué des retards. – Info France Bleu – 1 décembre 2017 – Problèmes sur le tram-train Nantes-Châteaubriant : la Région tape la SNCF au portefeuille Par ailleurs, le courant utilisé sur la ligne est d’une tension similaire à celle employée en zones urbaines, soit du 750 volts. « Avec des lignes sous cette tension, le givre peut se former, ce qui n’est pas le cas avec du 25 000 volts, généralement utilisé sur des réseaux situés en rase campagne », notait Dominique Gehl, responsable du pôle ingénierie Bretagne – Pays de la Loire de la SNCF, à l’occasion de l’interruption du 1er décembre. – ouest france – 5 décembre 2017 – Pourquoi, avec le givre, le tram-train entre Nantes et Châteaubriant reste à quai 2018 Comme l’an dernier à la même époque, la ligne de tram-train Nantes-Châteaubriant ne peut circuler ce mercredi matin en raison du givre. Une fine couche de glace s’est déposée sur les caténaires qui fournissent en électricité les trains. Et cela suffit à paralyser le trafic. Du produit anti-gel a été appliqué, sans succès. La circulation n’a repris que vers midi, à la faveur du redoux. – 20 minutes – 21 novembre 2018 – Nantes-Châteaubriant: Le tram-train bloqué par le givre ce mercredi, les habitués en ont marre Le scénario du 1er décembre 2017 se répète. Le givre a raison de la circulation des trams-trains entre Nantes et Châteaubriant. « Aucune circulation n’est possible à cause du givre qui s’est déposé sur les caténaires », indique les services de la SNCF. – ouest france – 21 novembre 2018 – Le givre bloque le tram-train entre Nantes et Châteaubriant 2019 Le recours à un tram-train plutôt qu’à un classique TER avait également été salué comme une innovation pleine de promesses. Cinq ans plus tard, le bilan n’a pourtant rien de fantastique. Certes, la ligne de 64 km a permis à bon nombre d’habitants d’abandonner la voiture pour aller travailler à Nantes. Elle a aussi favorisé le développement urbain de plusieurs communes au nord de la Loire-Atlantique (Nort-sur-Erdre, Sucé, Abbaretz, Issé…). Mais les motifs de déception ne manquent pas. Pannes trop fréquentes La fiabilité du tram-train est, elle aussi, pointée du doigt. Retards « fréquents », « absence de trains » pour cause de panne, « gel des caténaires le matin » sont des critiques régulièrement citées par les usagers. Confort insuffisant pour les longs trajets Le confort du tram-train est également sujet aux critiques. Aux heures de pointe, certaines rames sont bondées, en raison des problèmes de disponibilité des trains citées précédemment. – 20 minutes – 4 mars 2019 – Nantes-Châteaubriant: Pourquoi la ligne de tram-train déçoit un tram-train qui circulait vers le nord du département est tombé en panne … L’origine de la panne serait liée à un « dysfonctionnement électrique ». – ouest france – 26 octobre 2019 – Tram-train en panne : 176 passagers doivent regagner la gare en marchant sur les voies 2020 la liaison tram-train entre Nantes et Châteaubriant est momentanément interrompue sur une partie de son tracé. En cause, la météo de ce lundi matin qui sans être extrême a tout de même provoqué une panne d’alimentation par la présence de givre sur une caténaire, du côté de Doulon. – france 3 – 6 janvier 2020 – SNCF : la ligne Nantes-Châteaubriant perturbée par le givre Nantes – Clisson 2013 Un incident technique sérieux sur le TramTrain de l’Ouest Lyonnais le 3 décembre a conduit la SNCF a retirer l’ensemble de ses rames pour une expertise, depuis le service est particulièrement perturbé entre Nantes et Clisson où circulent des matériels identiques – franceinfo 3 pays de la loire – 6 décembre 2013 – Nantes Clisson : TramTrain, toutes les rames rentrent au garage Pourquoi sont-ils arrêtés ? Un incident est survenu mardi 3 décembre, vers 21 h 30, en Rhône-Alpes, sur une rame Citadis-Dualis identique à celles qui roulent entre Nantes et Clisson. Une roue s’est bloquée. Le train, qui quittait une gare, a dû être stoppé et ses quinze passagers évacués : il n’y a pas eu de blessé. La circulation de tous les Citadis-Dualis a été interrompue, le temps de trouver l’origine de la panne et de la solutionner. … « Il n’est pas acceptable qu’un matériel neuf connaisse de telles avaries. L’urgence est aux solutions, mais, ensuite, toutes les responsabilités devront être établies », écrit le président de la Région – ouest france – 12 décembre 2013 – Nantes-Clisson : le tram-train durablement à l’arrêt ? Lyon 2013 Après l’incident survenu sur le réseau de l’Ouest Lyonnais (rupture d’essieu et blocage de roue), la SNCF a décidé de suspendre jusqu’à nouvel avis l’exploitation de l’intégralité des trams-trains Dualis d’Alstom. transportrail canalblog – 14 décembre 2013 – Dualis : c’est plus grave que prévu 2014 La société doit d’ici là faire changer sur le matériel une pièce maîtresse du système de roulement, apparue défectueuse lors des différentes expertises menées après l’incident survenu vers l’Arbresle. «Les rames seront remises en circulation au fur et à mesure que cette pièce aura été changée», indique-t-on chez Alstom, sans détailler le calendrier de reprise. – 20 minutes – 13 janvier 2014 – Le tram-train reste à quai Depuis le 05 décembre dernier, les trams-trains de l’ouest lyonnais sont à l’arrêt. En cause : le déraillement d’une rame et le constat d’un défaut technique sur une pièce maîtresse. … Le choix de la SNCF et l’investissement de la Région sur ce matériel innovant font polémique. Pour les syndicats de cheminots, le matériel est inadapté. – franceinfo 3 – 9 janvier 2014 – Tram-train de l’ouest lyonnais à l’arrêt : une reprise progressive est annoncée © France 3 RA A 2018 article in Mobilités Magazine summarizes some of the issues and fixes: Changement de boîtes d’essieux blocage intempestif des portes Changement de pantographes Le nombre de pannes a fini par provoquer une réunion de crise à la Région des Pays de la Loire le 13 avril dernier. … Les équipes du service après-vente d’Alstom et de la SNCF ont, aux dires de la Région des Pays de la Loire, jusqu’à la fin de l’année pour « réduire de la moitié » les incidents sur les trams-trains de la région. Dans le concret, passer de 120 à 60 pannes donnant lieu à un retard de plus de 5 minutes par million de kilomètres (définition du taux d’incidents). Ce qui permettrait à la SNCF de respecter enfin son plan de transport de 35 aller-retours par jour vers Châteaubriant et 23 vers Clisson en rames doubles. – 25 avril 2018 – Les déboires du tram-train d’Alstom (Internet Archive): Paris T11 Express 2017 A cause d’une « avarie de matériel », la toute nouvelle ligne reliant Epinay au Bourget (Seine-Saint-Denis) ne fonctionnera pas jusqu’à lundi. – Le Parisien – 1 septembre 2017 – Le couac : le Tram 11 Express à l’arrêt tout le week-end Une élue de Seine-Saint-Denis a écrit à la SNCF et à Ile-de-France Mobilités pour s’inquiéter des dysfonctionnements fréquents de la toute nouvelle ligne de tram-train reliant Epinay-sur-Seine au Bourget. … « Je m’inquiète des pannes récurrentes sur la ligne, et de la qualité dégradée du service rendu aux usagers », indique l’élue du canton d’Epinay-Pierrefitte-Villetaneuse, trois communes traversées par la nouvelle ligne. Nadège Abomangoli exprime aussi « de fortes inquiétudes concernant la sécurité des voyageurs ». – Le Parisien – 8 septembre 2017 – Des inquiétudes sur le nouveau T11 Express Studies and Reports In 2014, as part of the planning for the T12 Express line (Tram-Train Massy-Évry) in Paris, a report was produced: Le projet de Tram-Train de Massy Evry : enjeux et problématiques du point de vue des représentants du personnel (PDF) Of note is section III.2.1. Dualis : des problèmes de fiabilité and all sections under III.2 (slides 25 through 29). Unfortunately the text is all trapped in the PDF format. Here is my hand transcription of part of slide 25, which may have errors. Note the phrase “We propose here to revisit the assessments collected from the train conductors [not sure if this is conductors or drivers], which evoke the multiple recurrent malfunctions that are mainly linked to the trains [the equipment].” (my translation) Les rames tram-train Dualis circulaient déjà dans l’Ouest Lyonnais et sur le réseau TER de Nantes pour la liaison Nantes – Clisson ; elles viennent d’être déployées sur la liaison Nantes-Châteaubriant. Nous proposons ici de revenir sur les appréciations recueillies par les conducteurs de ces rames qui évoquent de multiples dysfonctionnements récurrents et principalement liés au matériel : des problèmes d’accouplement en UM et de liaison électronique ou informatique en cabine, des avaries lors des changements de bout, des avaries liées à la présence d’humidité en cabine, des dysfonctionnements liés aux portes, [yes, this translates as “malfunctions related to the doors” or simply “door malfunctions”] et plus généralement, des pannes furtives, difficiles à catégoriser et tracer, comme nous l’ont expliqué plusiers agents de conduite : « parfois on n’a même pas le temps de retranscrire les défauts dans le carnet de bord, ils disparaissent et puis après ça revient. C’est déprimant » ; « On nous dit souvent d’attendre avant d’appliquer les procédures, les défauts partent d’eux-mêmes ». Annexes Annex 1. Reference Documents Alstom – 13 February 2013 – Alstom to provide 34 light rail vehicles and maintenance services for Ottawa Alstom – 03 June 2013 – Alstom Unveils Citadis Spirit Light Rail Vehicle As you can see above, Alstom provides not just the trains, but is subcontracted to provide 30 years of maintenance for them. SIDEBAR: The Regio-Citadis tram-train pre-dates the Dualis, and is a hybrid (diesel or electric) train, unlike the Dualis and Spirit which are electric only. END SIDEBAR Annex 2. Toronto Citadis Spirit Toronto/Metrolinx likes to use the terminology Light Rail Vehicle (LRV) sometimes. I can’t tell how many vehicles have been ordered for the Finch West LRT. I’ve seen 19, 18, and 17. The FAQ says 18, which means they would have three backups as they’re planning to run 15 vehicles in regular service. Also, bizarrely, they never say “Spirit” in their documentation. Always Alstom train/LRV/LRT. I’m also not clear on the total Metrolinx order. Up to 46? 61? 62? Alstom said 61 in 2017. Alstom – 12 May 2017 – Alstom receives order for 61 Citadis Spirit light rail vehicles for Greater Toronto and Hamilton area / Alstom remporte une commande de 61 véhicules légers sur rail Citadis Spirit pour la région du Grand Toronto et de Hamilton Alstom will supply Metrolinx a 48-metre Citadis Spirit, which has a passenger capacity of 321. Metrolinx – Finch West LRT and Finch West LRT Project FAQs (PDF) Expected Completion: 2023 trains that will run on a dedicated track (a dedicated lane in the centre of the roadway, separate from regular traffic) will run every 5-7 minutes during peak hours (estimated) 46,000 passengers per weekday estimated that the Finch West LRV will carry approximately 2250 passengers per direction per hour during the peak period by 2031; the capacity of the Finch West LRT is up to 6,300 passengers per hour per direction A total of 15 Light Rail Vehicles (LRV) will be operating during both morning and afternoon peak hours, with 5 minutes in between trains (also known as “5- minute headway”). During off-peak hours, there will be 8 to 10 trains in operation with 7 to 10 minutes between trains. 18 Alstom vehicles will be used for the Finch West LRT The Alstom LRT vehicle is 48 metres in length. The vehicles can carry up to 336 passengers (120 seats + a capacity of 216 people standing). Metrolinx – Hurontario LRT Expected Completion: fall 2024 292 passengers (according to their Twitter) will run every 7.5 minutes during peak hours (according to their Twitter) You can see a rendering of the train with Hurontario livery in a 2017 tweet. In general I found it difficult to find much detail at all about the Hurontario vehicles. They really need an FAQ. Seems like it will probably have 44 vehicles available? Seems like it will operate at-grade but with some kind of partial separation? If you’re really ambitious you can try reading the 1838 page Hurontario LRT Project Agreement (PDF). Metrolinx – The Alstom Citadis Spirit Light Rail Vehicle Alstom will build vehicles for the Finch West LRT and Hurontario LRT projects. Metrolinx – August 2, 2019 – Sophisticated mock-up of a light rail transit vehicle [Citadis Spirit] becomes Ontario festival star Toronto Star – October 12, 2019 – Metrolinx not concerned about Ottawa LRT issues, despite having order in for the same vehicles by Ben Spurr Annex 3. Cali Citadis Spirit Santiago de Cali, Columbia is proposing a commuter train (Tren de Cercanías) service that would use the Citadis Spirit. Timeline appears to be 2025. Gobernación del Valle del Cauca – Santiago de Cali, December 12, 2019 – Gobernadora entregará estudios de prefactibilidad avanzada para el tren de cercanías siga su curso / [Request for] advanced prefeasibility studies for the commuter train (modified Google translation) The above page is the most detailed, with substantial info on the choice of the Citadis Spirit, including the diagram which also shows up at the end of this section in a tweet. They propose a Citadis Spirit train, which corresponds to one of the systems that can be adapted. These are the different trains and it was defined at this stage that the most appropriate to the characteristics of the system is the 42-meter long one with 3 wagons, bidirectional so it has a driver’s cabin at both ends, and they will be used according to the direction of the route. (Google Translate) El País – December 12, 2019 – Primer tramo del tren de cercanías en el Valle estaría listo en el 2025 / First section of the commuter train in the Valley would be ready in 2025 (Google Translate) El País – December 13, 2019 – Los otros datos de los estudios del tren de cercanías que tendría el Valle / The other data from the studies of the Valley commuter train (modified Google translation) Infogram map from above article. Systra presented a pre-feasibility study on May 19, 2020. City Hall of Santiago de Cali – Entregan proyecto de prefactibilidad del Tren de Cercanías / Suburban train prefeasibility project delivered (Google Translate) City Hall of Santiago de Cali – Los estudios de prefactibilidad del Sistema Férreo del Sur del Valle avanzan: la tecnología sugerida es un Tren-Tranvía / Prefeasibility studies of the South Valley Rail System advance: the suggested technology is a Train-Tram [tram-train] (Google Translate) Gobernación del Valle del Cauca – El Tren de Cercanías del Valle superó la fase de prefactibilidad / The Valley Commuter Train passed the prefeasibility phase (Google Translate) El País – May 19, 2020 – Obras del tren de cercanías en el Valle iniciarían en el primer semestre de 2023 / Works on the commuter train in the Valley would begin in the first half of 2023 (Google Translate) It should be remembered that the proposal will have two independent rail lines, but that will connect to a central station located on Carrera 7 with Calle 25, in the center of Cali. While the first line begins in Yumbo, crosses the Valle del Cauca capital and ends in Jamundí with a length of 38.2 kilometers, over which there will be 31 stations, the second line covers the section from the Cali power station to Palmira with a length of 30.5 kilometers on which 16 stations would be located. In addition, there would be two branches that would detach towards the Alfonso Bonilla Aragón Airport and the center of Cali. In other words, the commuter train would have a total of 74.2 kilometers of railroad. (Google Translate) The Twitter account Cali Projects @ProyectosCali says In the pre-feasibility studies, a Citadis Spirit train is proposed, this train has 3 variables and for Cali, a 42-meter, 3-car train with a capacity of 346 passengers is being designed with the possibility of linking trains to increase their capacity to almost 700. (Google Translate) I would note that the above image considers the Dualis and the Spirit basically interchangeably. There’s also a video in a tweet from February 2020. I can’t embed the video but you can click the “video tweet” link below. Annex 4. Paris tram reliability This is about the end of my Spirit rabbit hole, looking at spreadsheets of Paris tram usage and reliability. You can find the necessary data at Observatoire de la mobilité en Île-de-France (OMNIL) – Chiffres détaillés > Transports en commun en chiffres > Trafic annuel et journalier and Chiffres détaillés > Transports en commun en chiffres > Qualité de service. Note: none of the quality of service PDF links on the OMNIL website work, use the directory link below instead. The last PDF files are from June and July of 2019. It’s basically open data for Paris transit. http://www.omnil.fr/IMG/xlsx/trafic_version_en_ligne_annuel.xlsx (Excel) http://www.omnil.fr/IMG/xlsx/trafic_version_en_ligne_-_journalier.xlsx (Excel) http://www.omnil.fr/IMG/xlsx/qualite_service_version_en_ligne.xlsx (Excel) http://www.omnil.fr/IMG/pdf/?C=M;O=D (various PDF files) All you need to do is pull the graph from the Quality of Service spreadsheet to see that Tram T11 Express (which is entirely Citadis Dualis) is the second worst. Tram T4 is the worst, but the data are from before the Spirit was added to the line in September 2019. In terms of passenger volume, basically the takeaway is that the T4 and the T11 Express are the lowest volume lines, in general by a fairly wide margin. T4 had 8 million passengers in 2018, with a drop to 3 million passengers in 2019, T11 Express had 5 million in 2018 and 6 million in 2019. This compares with the highest-volume tram line, the T3a with 68 million passengers in 2019. It’s hard to do exact comparisons because the T11 Express just started in mid-2017, and I don’t know why the T4’s traffic is dramatically lower in 2019. (From the annual traffic Excel spreadsheet, tab 3 “Voyages annuels Tram et Bus”.)
5064	dbpedia	2	23	https://futuremobilityfinland.fi/cases/smartrail-ecosystem-accelerating-sustainable-mobility-and-growth/	en	SmartRail ecosystem accelerating sustainable mobility and growth	https://futuremobilityfi…020/02/Kuva1.png	https://futuremobilityfi…020/02/Kuva1.png	[ "https://futuremobilityfinland.fi/wp-content/themes/its/dist/assets/images/logo@2x.png", "https://futuremobilityfinland.fi/wp-content/themes/its/dist/assets/images/icon-find.svg", "https://futuremobilityfinland.fi/wp-content/themes/its/dist/assets/images/share-twitter.svg", "https://futuremobilityfinland.fi/wp-content/themes/its/dist/assets/images/share-linkedin.svg", "https://futuremobilityfinland.fi/wp-content/themes/its/dist/assets/images/share-facebook.svg", "https://futuremobilityfinland.fi/wp-content/themes/its/dist/assets/images/logo@2x.png" ]	[]	[]	[ "" ]	null	[]	null	The diverse SmartRail ecosystem is accelerating sustainable mobility and the development of user-centric mobility services whilst creating new business opportunities. Transport is one of the fastest growing industries in the world and is influenced by many megatrends such as climate change, urbanization, servicitation, networking and moving towards autonomous operations. The…	en	https://futuremobilityfi…ters-2-32x32.jpg	Future Mobility Finland	https://futuremobilityfinland.fi/cases/smartrail-ecosystem-accelerating-sustainable-mobility-and-growth/	The diverse SmartRail ecosystem is accelerating sustainable mobility and the development of user-centric mobility services whilst creating new business opportunities. Transport is one of the fastest growing industries in the world and is influenced by many megatrends such as climate change, urbanization, servicitation, networking and moving towards autonomous operations. The revolution in the transport sector provides excellent opportunities for diverse Finnish know-how and new operating models to create new innovative solutions and new business to meet market needs. The SmartRail ecosystem, which combines the diverse expertise of companies, public authorities and research organizations, will accelerate the implementation of sustainable, smart and user-centric urban transport while increasing the competitiveness of its members. Data and services will be at the core Urban environments aim for a sustainable and user-centered transport system that can serve its residents safely and smoothly. Digitalisation, advanced technologies, human-centric design and new operating models are key tools in responding to the challenges of climate change and transport demand increase. Emission-free intelligent solutions based on public transport and new mobility services will be pivotal to this. The transport system will become electrified, service-oriented autonomous. Transport is becoming the most important sector in developing the data economy, since transport is currently within a process of increasingly interconnecting with information and energy networks. Electrified public transport with its user-centric services is the direction of future urban transport – and the SmartRail ecosystem is one of the driving forces in accelerating this transformation. The ecosystem aims to become the most attractive provider of tram-integrated functionalities and services within the market sector. The technological focus is to deliver the best tram in the world in terms or passenger and life cycle services, and to provide solutions that increase the safety and flexibility of trams and trains in the transition towards autonomous operations. A diverse network of experts and co-development will increase the competitiveness of a growing ecosystem The annual turnover of the SmartRail ecosystem with its associated mobility services is estimated to be several billion euros in 2030. The competitive edge of the SmartRail ecosystem is centered around the diverse expertise of companies, public authorities and research organizations, that is harnessed to serve a common goal. A systematically guided co-innovation process and the deployment of a world-class development environment for rail-related mobility services are key tools in achieving this goal. These will accelerate the development of the companies’ service and product development and hence the market uptake of solutions that add value and benefits for the end-users and cities. SmartRail is a growing ecosystem that is being developed in stages and can be joined by new actors along the way, bringing their own contribution to the ecosystem. SmartRail’s first innovation phase with its RDI projects was launched in early 2019 with the support of Business Finland. The first stage main themes are tram and subsystem automation solutions, information systems and virtual technologies – and also, ramping up the business oriented innovation ecosystem. The second innovation phase was launched in February 2020 with the main themes of proactive situational awareness, user-driven solutions and impact assessment. Impacts will be evaluated from the perspective of enterprise-driven international business as well as from the perspectives of the environmental and socio-economic benefits for mobility within the urban transport system. The third innovation phase focusing on tram-related mobility services and other services is to be launched later in 2020. In addition to the ecosystem anchor company Skoda-Transtech and the research coordinator VTT, the organisations implementing the SmartRail innovation phases include Mevea, Mipro, 3D House, Creanex, DA-Design, Lumikko, Tamware, EC Engineering, Lappeenranta-Lahti University of Technology, Kajaani University of Applied Sciences, University of Tampere, Tampere Tramway, City of Tampere, Business Tampere, Helsinki City Transport and Traficom. The SmartRail ecosystem is supported by Business Finland and currently includes also Ambientia, Proxion, Teknoware, Cinia, Vinka and Isoft as members of the ecosystem. For more information visit the SmartRail ecosystem website https://smartrailecosystem.com/ . Picture: Tampere Tramway Ltd.
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"https://static.wikia.nocookie.net/f7bb9d33-4f9a-4faa-88fe-2a0bd8138668" ]	[]	[]	[ "" ]	null	[ "Contributors to Tractor & Construction Plant Wiki" ]	2024-07-29T22:27:06+00:00	A tram (also known as a tramcar; a streetcar or street car; and a trolley, trolleycar, or trolley car) is a passenger rail vehicle which runs on tracks along public urban streets and also sometimes on separate rights of way. Trams powered by electricity, which were the most common type...	en	/skins-ucp/mw139/common/favicon.ico	Tractor & Construction Plant Wiki	https://tractors.fandom.com/wiki/Tram	This article is about public transport vehicles running on rails. For other uses of "tram", see Tram (disambiguation). "Streetcar" redirects here. For other uses, see Streetcar (disambiguation). Rail transport Operations Track Maintenance High-speed Gauge Stations Trains Locomotives Rolling stock Railways History Attractions Terminology By country Accidents Modelling A tram (also known as a tramcar; a streetcar or street car; and a trolley, trolleycar, or trolley car) is a passenger rail vehicle which runs on tracks along public urban streets and also sometimes on separate rights of way. Trams powered by electricity, which were the most common type historically, were under the classification of electric street railways. Trams also include horse railways which were widely used in urban areas before electrification. Trams may also run between cities and/or towns (interurbans, tram-train), and/or partially grade separated even in the cities (light rail). Trams very occasionally also carry freight. Trams are usually lighter and shorter than conventional trains and rapid transit trains. However, the differences between these modes of public transportation are often unclear. Some trams (for instance tram-trains) may also run on ordinary railway tracks, a tramway may be upgraded to a light rail or a rapid transit line, two urban tramways may be united to an interurban, etc. Most trams today use electrical power, usually fed by a pantograph; in some cases by a sliding shoe on a third rail or trolley pole. If necessary, they may have several power systems. Certain types of cable car are also known as trams. Another power source is diesel; a few trams use electricity in the streets and diesel in more rural environments. Steam, petrol (gasoline), gas and animals have historically been used as power sources. Horse and mule driven trams do still occur. Tramways are now included in the wider term "light rail",[citation needed] which also includes segregated systems. Some systems have both segregated and street-running sections, but are usually then referred to as trams, because it is the equipment for street-running which tends to be the decisive factor. Vehicles on wholly segregated light rail systems are generally called trains, although cases have been known of "trains" built for a segregated system being sold to new owners and becoming "trams". Etymology and terminology[] Main article: Passenger rail terminology The terms tram and tramway were originally (ca. 1500) Scottish words for the type of truck used in coal mines and the tracks on which they ran, probably derived from Middle Flemish tram "beam, handle of a barrow, bar, rung", a North Sea Germanic word of unknown origin meaning the beam or shaft of a barrow or sledge, also the barrow itself. Tram-car is attested from 1873.[1] Although tram and tramway have been adopted by many languages, they are not used universally in English; North Americans prefer trolley, trolleycar or streetcar. The term streetcar is first recorded in 1840. When electrification came, Americans began to speak of trolleycars or later, trolleys, believed to derive from the troller, a four-wheeled device that was dragged along dual overhead wires by a cable that connected the troller to the top of the car and collected electrical power from the overhead wires, sometimes simply strung, sometimes on a catenary.[2] The trolley pole, which supplanted the troller early on, is fitted to the top of the car and is spring-loaded in order to keep the trolley wheel or alternately, a grooved lubricated "skate", at the top of the pole, firmly in contact with the overhead wire. The terms trolley pole and trolley wheel both derive from the troller.[3] Trams using trolley-pole current collection are normally powered through a single pole, grounded through the wheels and rails. The motor circuit is designed to allow electrical current to flow through the underframe. Although this use of "trolley" for tram was not adopted in Europe, the term was associated with "trolleybus": a rubber-tyred vehicle without tracks, which draws its power from overhead wires. Modern trolley cars often use a metal shoe with a carbon insert instead of a trolley wheel, or have a pantograph. In North America, trams are sometimes called trolleys, even though strictly this may be incorrect: for example, cable cars, or conduit cars that draw power from an underground supply. Tourist buses made to look like streetcars are sometimes called trolleys in the U.S. (tourist trolley). Open, low-speed segmented vehicles on rubber tires, generally used to ferry tourists short distances, can be called trams, for example on the Universal Studios backlot tour. Electric buses, which use twin trolley poles (one for live current, one for return) but have wheels with tyres rolling on a hard surface rather than tracks, are called trolleybuses, trackless trolleys (particularly in the Northeastern U.S.), or sometimes (in the UK, as well as in Seattle and Vancouver) simply trolleys. History[] Main article: History of trams Technical developments[] Horse-drawn[] Main article: Horsecar External images Watch video of horse tram in Belfast in 1901 The very first tram was on the Swansea and Mumbles Railway in south Wales, UK; it was horse-drawn at first, and later moved by steam and electric power. The Mumbles Railway Act was passed by the British Parliament in 1804, and the first passenger railway (similar to streetcars in the US some 30 years later) started operating in 1807.[4] The first streetcars, also known as horsecars in North America, were built in the United States and developed from city stagecoach lines and omnibus lines that picked up and dropped off passengers on a regular route without the need to be pre-hired. These trams were an animal railway, usually using teams of horses and sometimes mules to haul the cars, usually two as a team. Occasionally other animals were put to use, or humans in emergencies. The first streetcar line, developed by Irish-American John Stephenson, was the New York and Harlem Railroad's Fourth Avenue Line which ran along the Bowery and Fourth Avenue in New York City. Service began in 1832. It was followed in 1835 by New Orleans, Louisiana, which has the oldest continuously operating street railway system in the world, according to the American Society of Mechanical Engineers.[5] These early forms of public transport developed out of industrial haulage routes or from the omnibus that first ran on public streets, using the newly invented iron or steel rail or 'tramway'. These were local versions of the stagecoach lines and picked up and dropped off passengers on a regular route, without the need to be pre-hired. Horsecars on tramlines were an improvement over the omnibus as the low rolling resistance of metal wheels on iron or steel rails (usually grooved from 1852 on), allowed the animals to haul a greater load for a given effort than the omnibus and gave a smoother ride. The horse-drawn streetcar combined the low cost, flexibility, and safety of animal power with the efficiency, smoothness, and all-weather capability of a rail right-of-way. Steam[] Main article: Tram engine The first mechanical trams were powered by steam. Generally, there were two types of steam tram. The first and most common had a small steam locomotive (called a tram engine in the UK) at the head of a line of one or more carriages, similar to a small train. Systems with such steam trams included Christchurch, New Zealand; Sydney, Australia; other city systems in New South Wales; Munich, Germany (from August 1883 on)[6] and the Dublin & Blessington Steam Tramway in Ireland. Steam tramways also were used on the suburban tramway lines around Milan; the last Gamba de Legn ("Peg-Leg") tramway ran on the Milan-Magenta-Castano Primo route in late 1958.[citation needed] Tram engines usually had modifications to make them suitable for street running in residential areas. The wheels, and other moving parts of the machinery, were usually enclosed for safety reasons and to make the engines quieter. Measures were often taken to prevent the engines from emitting visible smoke or steam. Usually the engines used coke rather than coal as fuel to avoid emitting smoke. And condensers or superheating were used to avoid emitting visible steam. The other style of steam tram had the steam engine in the body of the tram, referred to as a tram engine or steam dummy. The most notable system to adopt such trams was in Paris. French-designed steam trams also operated in Rockhampton, in the Australian state of Queensland between 1909 and 1939. Stockholm, Sweden, had a steam tram line at the island of Södermalm between 1887 and 1901. A major drawback of this style of tram was the limited space for the engine, so that these trams were usually underpowered. Cable-hauled[] Main article: Cable car (railway) The next type of tram was the cable car, pulled along a track by a moving cable. The power to move the cable is normally provided at a site away from the actual operation. The first cable car line was tested in San Francisco, in 1873. The second city to operate cable trams was Dunedin in New Zealand, from 1881 to 1957. A large cable system operated in Melbourne, Victoria, Australia, from 1885 to 1940. There were also two isolated cable lines in Sydney, New South Wales, Australia. A line in Washington DC ran to Georgetown (where some of the vaults can still be seen today.) Los Angeles also had several cable car lines, including the Second Street Cable Railroad, which operated from 1885 to 1889, and the Temple Street Cable Railway, which operated from 1886 to 1898. In Dresden, Germany, in 1901 an elevated suspended cable car following the Eugen Langen one-railed floating tram system started operating. Cable Cars operated on Highgate Hill in North London and Kennington to Brixton Hill In South London. They also worked around "Upper Douglas" in the Isle of Man, Cable Car 72/73 being the sole survivor of the fleet. Cable cars suffered from high infrastructure costs, since an expensive system of cables, pulleys, stationary engines and vault structures between the rails had to be provided. They also require strength and skill to operate, to avoid obstructions and other cable cars. The cable had to be dropped at particular locations and the cars coast, for example when crossing another cable line. Breaks and frays in the cable, which occurred frequently, required the complete cessation of services over a cable route, while the cable was repaired. After the development of electrically powered trams, the more costly cable car systems declined rapidly. Cable cars were especially effective in hilly cities as their undriven wheels cannot slip on the rails as they climb a steep hill. The cable physically pulls the car up the hill at a steady pace, unlike a low-powered steam or horse-drawn car. Cable cars do have wheel brakes, but the cable can also hold the car going downhill at a constant speed. This concept partially explains their survival in San Francisco. However, the most extensive cable system in the U.S. was in Chicago, a much flatter city. The largest cable system in the world, in the city of Melbourne, Victoria, Australia, had at its peak 592 trams running on 74 kilometres of track. The San Francisco cable cars, though significantly reduced in number, continue to perform a regular transportation function, in addition to being a tourist attraction. A single line also survives in Wellington, New Zealand (rebuilt in 1979 as a funicular but still called the "Wellington Cable Car"). Hybrid funicular[] The Opicina Tramway in Trieste operates a hybrid funicular system where the trams are pushed uphill by cable tractors. Electric (trolley cars)[] Main article: History of electric trams Electric trams (known as streetcars or trolleys in North America) were first experimentally installed in Saint Petersburg, Russia, invented and tested by Fyodor Pirotsky as early as 1880. These trams, like virtually all others mentioned in this section, used either a trolley pole or a pantograph, to feed power from electric wires strung above the tram route. Nevertheless, there were early experiments with battery-powered trams but these appear to have all been unsuccessful. The first trams in Bendigo, Australia, in 1892, were battery-powered but within as little as three months they were replaced with horse-drawn trams. In New York City some minor lines also used storage batteries. Then, comparatively recently, during the 1950s, a longer battery-operated tramway line ran from Milan to Bergamo. The first regular electric tram service using pantographs or trolley poles, the Gross-Lichterfelde Tramway, went into service in Lichterfelde, a suburb of Berlin, Germany, by Siemens & Halske AG, in May 1881.[7] The company Siemens still exists. Another was by John Joseph Wright, brother of the famous mining entrepreneur Whitaker Wright, in Toronto in 1883. Earlier installations proved difficult or unreliable. Siemens' line, for example, provided power through a live rail and a return rail, like a model train, limiting the voltage that could be used, and providing electric shocks to people and animals crossing the tracks.[8] Siemens later designed his own method of current collection, from an overhead wire, called the bow collector. In 1883, Magnus Volk constructed his 2 feet (610 mm) gauge Volk's Electric Railway along the eastern seafront at Brighton, England. This two kilometer line, re-gauged to 2 feet 9 inches (840 mm) in 1884, remains in service to this day, and is the oldest operating electric tramway in the world. The first tram for permanent service with overhead lines was the Mödling and Hinterbrühl Tram in Austria. It began operating in October 1883, but was closed in 1932. Multiple functioning experimental electric trams were exhibited at the 1884 World Cotton Centennial World's Fair in New Orleans, Louisiana, but they were not deemed good enough to replace the Lamm fireless engines that then propelled the St. Charles Avenue Streetcar in that city. Electric trams were first tested in service in the United States in Richmond, Virginia, in 1888, in the Richmond Union Passenger Railway built by Frank J. Sprague, though the first commercial installation of an electric streetcar in the United States was built in 1884 in Cleveland, Ohio and operated for a period of one year by the East Cleveland Street Railway Company.[10] The first electric street tramway in Britain, the Blackpool Tramway, was opened on 29 September 1885 using conduit collection along Blackpool Promenade. Since the closure of the Glasgow Corporation Tramways in 1962, this has been the only first-generation operational tramway in the UK. Sarajevo had the first electric trams on the continent of Europe, with a city-wide system in 1885.[11] Budapest established its tramway system in 1887, and this line has grown to be the busiest tram line in Europe, with a tram running every 60 seconds at rush hour (however Istanbul's line T1, with a minimum headway of two minutes, probably carries more passengers – 265,000 per day). Bucharest and Belgrade[12] ran a regular service from 1894.[13][14] Ljubljana introduced its tram system in 1901 – it closed in 1958.[15] In Australia there were electric systems in Sydney, Newcastle, Broken Hill, Melbourne, Geelong, Ballarat, Bendigo, Brisbane, Adelaide, Perth, Kalgoorlie, Laverton, Hobart and Launceston. By the 1970s, the only trams remaining in Australia were the Melbourne system and a single line connecting Adelaide to the beachside suburb of Glenelg. An unusual line that operated from 1889 to 1896 connected Box Hill, then an outer suburb of Melbourne, to Doncaster, then a favoured picnic spot but now a dormitory suburb. In recent years the Melbourne system, generally recognised as one of the largest in the world, has been considerably moderrnised and expanded. The Adelaide line has also been extended to the Entertainment Centre, and there are plans to expand further. In 1904 trams were put into operation in Hong Kong. The Hong Kong Tramway is still in operation today and uses double-decker trams exclusively. Gas trams[] In the late 19th and early 20th centuries a number of systems in various parts of the world employed trams powered by gas, naphtha gas or coal gas in particular. Gas trams are known to have operated between Alphington and Clifton Hill in the northern suburbs of Melbourne, Australia (1886–1888); in Berlin and Dresden, Germany; in Estonia (1920s–1930); between Jelenia Góra, Cieplice, and Sobieszów in Poland (from 1897); and in the UK at Lytham St Annes, Neath (1896–1920), and Trafford Park, Manchester (1897–1908). Comparatively little has been published about gas trams. However, research on the subject was carried out for an article in the October 2011 edition of "The Times", the historical journal of the Australian Association of Timetable Collectors.[16][17] A tram system powered by compressed gas is due to open in Malaysia in 2012.[18] Other power sources[] In some places, other forms of power were used to power the tram. Hastings and some other tramways, for example Stockholms Spårvägar in Sweden and some lines in Karachi, used petrol trams. Paris operated trams that were powered by compressed air using the Mekarski system. Galveston Island Trolley in Texas operates diesel trams due to the city's hurricane-prone location, which would result in frequent damage to an electrical supply system. Although Portland, Victoria promotes its tourist tram[19] as being a cable car it actually operates using a hidden diesel motor. The tram, which runs on a circular route around the town of Portland, uses dummies and salons formerly used on the extensive Melbourne cable tramway system and now beautifully restored. Design[] Low floor[] For more details on this topic, see Low-floor tram. The latest generation of light rail vehicles is of partial or fully low-floor design, with the floor 300 to 360 mm (11.8 to 14.2 in) above top of rail, a capability not found in older vehicles. This allows them to load passengers, including those in wheelchairs, directly from low-rise platforms that are not much more than raised footpaths/sidewalks. This satisfies requirements to provide access to disabled passengers without using expensive wheelchair lifts, while at the same time making boarding faster and easier for other passengers. Various companies have developed particular low-floor designs, varying from part-low-floor (with internal steps between the low-floor section and the high-floor sections over the bogies), e.g. Citytram[20] and Siemens S70, to 100% low-floor, where the floor passes through a corridor between the drive wheels, thus maintaining a relatively constant (stepless) level from end to end of the tram. However, prior to the introduction of the Škoda ForCity,[citation needed] this carried the mechanical penalty of requiring bogies to be fixed and unable to pivot (except for less than 5 degrees in some trams) and thus reducing curve negotiation. This creates undue wear on the tracks and wheels. However, passengers appreciate the ease of boarding and alighting from low-floor trams and moving about inside 100% low-floor trams. Passenger satisfaction with low-floor trams is high.[21] Low-floor trams are now running in many cities around the world, including Amsterdam, Dublin, Hiroshima, Houston, Istanbul, Melbourne, Milan, Prague, Riga, Strasbourg, Vienna, Zagreb, Helsinki and Zürich. Articulated[] Articulated trams, invented and first used by the Boston Elevated Railway in 1912–13[22] at a total length of about twelve meters long (40 ft) for each pioneering example of twin-section articulated tram car, have two or more body sections, connected by flexible joints and a round platform at their pivoting midsection(s). Like articulated buses, they have increased passenger capacity. In practice, these trams can be up to 53 metres (170 ft) long[23] (such as in Budapest, Hungary),[24] while a regular tram has to be much shorter. With this type, the articulation is normally suspended between carbody sections. In the Škoda ForCity, which is the world's first 100% low floor tram with pivoting bogies, a Jacobs bogie supports the articulation between the two or more carbody sections. An articulated tram may be low-floor variety or high (regular) floor variety. Newer model trams may be up to 72 metres (240 ft) long and carry 510 passengers at a comfortable 4 passengers/m2. At crush loadings this would be even higher.[25] Double decker[] Main article: Double-decker tram Double decker trams were commonplace in Great Britain and Dublin Ireland before most tramways were torn up in the 1950s and 1960s. Hobart, Tasmania, Australia made extensive use of double decker trams. Arguably the most unusual double decker tram used to run between the isolated Western Australian outback village of Laverton and its small suburb of Gwalia. Double decker trams still operate in Alexandria, Blackpool and Hong Kong. Tram-train[] Main article: Tram-train Tram-train operation uses vehicles such as the Flexity Link and Regio-Citadis, which are suited for use on urban tram lines and also meet the necessary indication, power, and strength requirements for operation on main-line railways. This allows passengers to travel from suburban areas into city-centre destinations without having to change from a train to a tram. It has been primarily developed in Germanic countries, in particular Germany and Switzerland. Karlsruhe is a notable pioneer of the tram-train. Non-commuter trams[] Cargo trams[] Goods have been carried on rail vehicles through the streets, particularly near docks and steelworks, since the 19th century (most evident on the Weymouth Harbour Tramway in Weymouth, Dorset[26]), and Belgian vicinal tramway routes were used to haul timber and coal from Blégny colliery. Several of the US interurbans carried freight. At the turn of the 21st century, a new interest has arisen in using urban tramway systems to transport goods. The motivation now is to reduce air pollution, traffic congestion and damage to road surfaces in city centres. Dresden has a regular CarGoTram service, run by the world's longest tram trainsets (59.4 metres (195 ft)), carrying car parts across the city centre to its Volkswagen factory.[27] Vienna and Zürich use trams as mobile recycling depots. Kislovodsk had a freight-only tram system comprising one line which was used exclusively to deliver bottled Narzan mineral water to the railway station.[28] In the spring of 2007, Amsterdam piloted a cargo tram operation, aiming to reduce particulate pollution by 20% by halving the number of lorries—currently 5,000—unloading in the inner city during the permitted timeframe from 07:00 till 10:30. The pilot, operated by City Cargo Amsterdam, involved two cargo trams, operating from a distribution centre and delivering to a "hub" where electric trucks delivered to the final destination. The trial was successful, releasing an intended investment of €100 million in a fleet of 52 cargo trams distributing from four peripheral "cross docks" to 15 inner-city hubs by 2012. These specially built vehicles would be 30 feet (9.14 m) long with 12 axles and a payload of 30 tonnes (33.1 short tons; 29.5 long tons). On weekdays, trams are planned to make 4 deliveries per hour between 7 a.m. and 11 a.m. and two per hour between 11 a.m. and 11 p.m. With each unloading operation taking on average 10 minutes, this means that each site would be active for 40 minutes out of each hour during the morning rush hour. In early 2009 the scheme was suspended owing to the financial crisis impeding fund-raising.[29] Between 1927 and 1977, three different Freight Cars operated in Melbourne.[30] Hearse-tram[] Specially appointed hearse trams were used for funerals in Milan, Italy, from the 1880s (initially horse-drawn) to the 1920s. The main cemeteries, Cimitero Monumentale and Cimitero Maggiore, included funeral tram stations. Additional funeral stations were located at Piazza Firenze and at Porta Romana.[31] In the mid-1940s at least one special hearse tram was used in Turin, Italy. It was introduced due to the wartime shortage of automotive fuel.[32] Newcastle, NSW, Australia also operated two hearse trams[33] between 1896 and 1948. Dog car[] In Melbourne a "dog car" was used between 1937 and 1955 for transporting dogs and their owners to the Royal Melbourne Showgrounds.[30] Contractors' mobile offices[] Two former passenger cars from the Melbourne system were converted and used as mobile offices within the Preston Workshops between 1969 and 1974, by personnel from Commonwealth Engineering and ASEA who were connected with the construction of Melbourne's Z Class cars.[30] Restaurant trams[] A number of systems have introduced restaurant trams, particularly as a tourist attraction. This is specifically a modern trend. Inter alia, tram systems which have or have had restaurant trams include: Adelaide, Australia; Bendigo, Australia; Brussels, Belgium, Christchurch, New Zealand, (currently suspended pending post earthquake infrastructure assessment); Melbourne, Australia; Milan, Italy; Moscow, Russia; Turin, Italy; Zürich, Switzerland. These type of vehicles are particularly popular in Melbourne where three of the iconic "W" class trams have been converted to restaurant trams. All three often run in tandem and there are usually different sittings for meals. Bookings often close months in advance. Bistro trams with buffets operate between Krefeld and Düsseldorf in Germany,[34] while Helsinki in Finland has a pub tram. Other[] Most systems had cars that were converted to specific uses on the system, other than simply the carriage of passengers. As just one example, the Melbourne system used or uses the following: a Ballast Motor, Ballast Trailers, a Blow Car, Breakdown Cars, Conductors and/or Drivers' Instruction Cars, a Laboratory Testing Car, a Line Marking Car, a Pantograph Testing Car, Per Way Locomotives, Rail Grinders, a Rail Hardner Loco., a Scrapper Car, Scrubbers, Sleeper Carriers, Track Cleaners, a Welding Car, a Wheel Transport Car and a Workshops Locomotive.[30] After World War Two, in both Warsaw and Wrocław, Poland, so-called tramways-nurseries[35] were in operation, collecting children from the workplaces of their parents (often tram employees). These mobile nursuries either carried the children around the system or delivered them to the nursery school run by transport company.[36] Many systems have passenger carrying vehicles with all-over advertising on the exterior and/or the interior. Tramway operation[] There are two main types of Tramways, the classic tramway build in the early 20th century with the tram system operating in mixed traffic and the later type which is most often associated with the tram system having its own right of way. Tram systems that have their own right of way are often called Light Rail but this does not always hold true. Though these two systems differ in their operation their equipment is much the same. Infrastructure and equipment Tram stop Main article: Tram stop Controls Main article: Tram controls Track Main article: Tramway track Power supply Ground-level power supply Conduit current collection Tram and light-rail transit systems around the world[] See also: List of tram and light-rail transit systems Main article: Tram and light-rail transit systems Throughout the world there are many tram systems; some dating from the late 19th or early 20th centuries. However a large number of the old systems were closed during the mid-20th century because of such perceived drawbacks as route inflexibility and maintenance expense. This was especially the case in North American, British, French and other West European cities. Some traditional tram systems did however survive and remain operating much as when first built over a century ago. In the past twenty years their numbers have been augmented by modern tramway or light rail systems in cities that had discarded this form of transport. Popularity[] Tramways with tramcars (British English) or street railways with streetcars (American English) were common throughout the industrialised world in the late 19th and early 20th centuries but they had disappeared from most British, Canadian, French and U.S. cities by the mid-20th century.[37] By contrast, trams in parts of continental Europe continued to be used by many cities, although there were contractions in some countries, including the Netherlands.[38] Since 1980 trams have returned to favour in many places, partly because their tendency to dominate the roadway, formerly seen as a disadvantage, is now considered to be a merit. New systems have been built in the United States, Great Britain, Ireland, France and many other countries. In Milan, Italy, the old "Ventotto" trams are considered by its inhabitants a "symbol" of the city. Largest tram systems[] The Silesian Interurbans in Poland and the Trams in Melbourne, Australia, are claimed to be the largest tram networks in the world. Before its decline the BVG in Berlin operated a very large network with 634 km of route. The largest tram system ever with 857 km existed in Buenos Aires before the 1960s. During a period in the 1980s the world's largest tram system was in Leningrad, USSR, being included in Guinness World Records. The longest single tram line in the world is the Belgian Coast tram, which runs almost the entire length of the Belgian coast. Other large systems include (but not limited to) Vienna , Budapest, Leipzig, Prague, Kiev, Turin, Milan, Warsaw, Amsterdam, Brussels, Zagreb, Zurich, Bucharest and Toronto. Until the system started to be converted to trolleybus (and later bus) in the 1930s, the first-generation London network was also one of the world's largest, with 526 km (327 mi) of route in 1934.[39] While the largest streetcar network in the world used to be located in Chicago, with over 850 kilometres (530 mi) of track,[40] all of it was converted to bus service by the late 1950s. On the basis of work effectiveness, another measure of size is patronage. The ten largest systems are (figures in millions of passengers carried per year): 1. St Petersburg: 476 million 2. Budapest: 364 million 3. Prague: 350 million 4. Warsaw: 270 million 5. Moscow: 251 million 6. Vienna: 240 million 7. Zagreb: 214 million 8. Zurich: 199 million 9. Brno: 188 million 10. Melbourne: 182.7 million (despite having the largest tram network in the world) (Sources: most recent annual reports of operators) Asia[] Main article: Trams in Asia Tramway systems were well established in the Asian region at the start of the 20th century, but started a steady decline during the mid to late 1930s. The 1960s marked the end of its dominance in public transportation with most major systems closed and the equipment and rails sold for scrap; however, some extensive original lines still remain in service in Hong Kong and Japan. In recent years there has been renewed interest in the tram with modern systems being built in Japan, the Philippines, and South Korea. Trams still operate in Calcutta, India. Trams were discontinued in Bombay, India in 1960. There were Trolley Buses also in Bombay (now called Mumbai), the last of which operated between Mazagon and Grant Road, which was discontinued in the late 1970s. The first Japanese tram line was inaugurated in 1895 as the Kyoto Electric Railroad. The tram reached its zenith in 1932 when 82 rail companies operated 1,479 kilometers of track in 65 cities. The tram declined in popularity through the remaining years of the 1930s, a trend that was accelerated by the damage of the War and continued through the Occupation and rebuilding years. During the 1960s many of the remaining operational tramways were shut down and dismantled in favor of auto, bus, and rapid rail service; however, when one compares the number of operational lines that survived this era to their American counterparts, they can be defined as quite extensive. Europe[] Main article: Trams in Europe In many European cities much tramway infrastructure was lost in the mid-20th century, though not always on the same scale as in other parts of the world such as North America. Most of Eastern Europe retained tramway systems until recent years but some cities are now reconsidering their transport priorities. In contrast, some Western European cities are rehabilitating, upgrading, expanding and reconstructing their old tramway lines. Many Western European towns and cities are also building new tramway lines. North America[] Main article: Streetcars in North America Main article: Great American Streetcar Scandal In North America trams are generally known as streetcars or trolleys[dubious – discuss]; the term tram is more likely to be understood as a tourist trolley, an aerial tramway, or a people-mover. In most North American cities, streetcar lines were largely torn up in the mid-20th century for a variety of financial, technological and social reasons, mainly as a result of the Great American Streetcar Scandal. Exceptions included Boston, New Orleans, Newark, Seattle, Philadelphia (with a much smaller network than once had existed), Pittsburgh, San Francisco and Toronto. In a trend started in the 1980s, some American cities have brought back streetcars, examples of these being Memphis, Portland, Tampa, Little Rock and Seattle. Several additional cities, such as Washington, D.C., Tucson and Detroit are planning or proposing to do the same. Pittsburgh kept most of its streetcar system serving the city and many suburbs until 27 January 1967, making it the longest-lasting large-network U.S. streetcar system. In the late 20th century, several cities installed light rail systems, in part along the same corridor as the old streetcars. Toronto currently has the largest streetcar system in the Americas in terms of track length and ridership, operated by the Toronto Transit Commission. It is the only streetcar system existing in Canada, not including the light rail systems that some Canadian cities currently operate, or heritage streetcar lines operating only seasonally. Toronto's system uses Canadian Light Rail Vehicles and Articulated Light Rail Vehicles, after a history of using PCCs, Peter Witt cars, and horse-drawn carriages. The TTC has ordered a fleet of Bombardier's Flexity Outlook (also used in some European tram systems) as a replacement and is currently in acceptance testing.[41] Streetcars once existed in Edmonton and Calgary, but both cities have since converted their systems to support light rail vehicles instead. Streetcars also once existed in Ottawa, Montreal, Kitchener, Hamilton, Kingston and Peterborough. Some cities have restored their old streetcars and run them as a heritage feature for tourists, like the Vancouver Downtown Historic Railway. Australia and New Zealand[] Main article: Trams in Australia In Australia, trams are used extensively only in Melbourne, and to a lesser extent, Adelaide, all other major cities having largely dismantled their networks by the 1970s. Sydney reintroduced its tram in 1997 as a modern system (Metro Light Rail), while Ballarat reintroduced their trams as a heritage system. Bendigo had a heritage system for a while which has recently been upgraded to a simple public transport system through an increase in frequency. Christchurch also reintroduced heritage trams, albeit over a new CBD route, but the system was greatly destroyed by the earthquake of 2011 and their reintroduction is currently tied into the debates about what form the city should take in the future. Auckland has recently introduced heritage trams into the Wynyard area, near the CBD, however former Melbourne trams are used as no operable former Auckland cars are believed to exist. A distinctive feature of many Australian trams was the early use of a lowered central section between bogies (wheel-sets). This was intended to make passenger access easier, by reducing the number of steps required to reach the inside of the vehicle. It is believed that the design first originated in Christchurch in the first decade of the 20th century. Cars with this design feature were frequently referred to as "drop-centres". Trams built since the 1970s have had conventional high or low floors. The trams made by Boon & Co. of Christchurch, New Zealand in 1906–07 for use in Christchurch may have been the first with this feature; they were referred to as drop-centres or Boon cars. Trams for Christchurch and Wellington built in the 1920s with an enclosed section at each end and an open-sided middle section were also known as Boon cars, but did not have the drop-centre. South America[] Buenos Aires in Argentina had once one of the most extensive tramway networks in the world with over 857 km (535 mi) of track, most of it dismantled during the 1960s in favor of bus transportation. Now slowly coming back, the 2 km Puerto Madero Tramway running in the Puerto Madero district is spearheading the move with extensions to Retiro station and La Boca in the planning stages. Another line, the PreMetro line E2 system feeding the Line E of the Buenos Aires Subway has been operating for the past few years on the outskirts of Buenos Aires, and a unique leisure "Tren de la Costa", an artery that stretches for 15 kilometres by the River Plate, from Olivos to the village of Tigre has also been running in Buenos Aires. Also in the city Mendoza, in Argentina, a new tramway system is in construction, the Metrotranvía of Mendoza, which will have a route of 12.5 km and will link five districts of the Greater Mendoza conurbation. The opening of the system is scheduled for August 2011. In Medellín, Colombia, there is a tram line under construction and the opening schedule is for December 2011.[42] Pros and cons of tram systems[] All transit services, except personal rapid transit, involve a trade-off between speed and frequency of stops. Services that stop frequently have a lower overall speed, and are therefore less attractive for longer trips. Metros, light rail, monorail, and bus rapid transit are all forms of rapid transit, which generally signifies high speed and widely spaced stops. Trams are often used as a form of local transit, making frequent stops. Thus, the most meaningful comparison of advantages and disadvantages is with other forms of local transit, primarily the local bus. Advantages[] Steel wheels on steel track create about one-seventh as much friction as rubber tyres on bitumen, thus creating dramatically less pollution when carrying the same load.[43] Unlike omnibuses, but like trolleybuses, (electric) trams give off no exhaust emissions at point of use. Most trams can be driven from either end (the major exception being the PCC car used in North America). This means that the infrastructure needed at termini can be quite simple. In comparison, trolleybuses usually require loops that take up much space, and omnibuses often travel over a circular route at termini thus doing damage to more roads, as well as being confusing to potential passengers. Compared to motorbuses the noise of trams is generally perceived to be less disturbing.[citation needed] However, the use of solid axles with wheels fixed to them causes slippage between wheels and tracks when negotiating curves. This produces a characteristic squeal. They can use overhead wire set to be shared with trolleybuses (a three wire system). The existence of a fixed route gives people confidence in the robustness and long-term future of the system, allowing them to rely on it and build their lifestyles around it. A bus route could be cancelled at any time, but a tram line is far less likely to close down. Some trams can adapt to the number of passengers by adding more cars during rush hour (and removing them during off-peak hours). No additional driver is then required for the trip in comparison to buses. In general, trams provide a higher capacity service than buses. Multiple entrances allow trams to load faster than suburban coaches, which tend to have a single entrance. This, combined with swifter acceleration and braking, lets trams maintain higher overall speeds than buses, if congestion allows.[44] The trams' stops in the street are easily accessible, unlike stations of subways and commuter railways placed underground (with several escalators, stairways etc.) or in the outskirts of the city center. Rights-of-way for trams are narrower than for buses. This saves valuable space in cities with high population densities and/or narrow streets. Trams can trackshare with mainline railways, servicing smaller towns without requiring special track as in Stadtbahn Karlsruhe and at greater speed than buses. Passenger comfort is normally superior to buses because of controlled acceleration and braking and curve easement. Rail transport such as used by trams provides a smoother ride than road use by buses. Because the tracks are visible, it is easy for potential riders to know where the routes are. Because trams run on rails, the ride is far more comfortable than that of a rubber-tyred bus. Blemishes in the road surface are far less noticeable. Vehicles run more efficiently and overall operating costs are lower.[45] Trams can run on renewable electricity without the need for very expensive and short life batteries.[46] Consistent market research and experience over the last 50 years in Europe and North America shows that car commuters are willing to transfer some trips to rail-based public transport but not to buses. Typically light rail systems attract between 30 and 40% of their patronage from former car trips. Rapid transit bus systems attract less than 5% of trips from cars, less than the variability of traffic.[46] Disadvantages[] Tram infrastructure (such as island platforms) occupies urban space at ground-level, sometimes to the exclusion of other users. The capital cost is higher than for buses, even though a tramcar usually has a much longer lifetime than a bus. One study concluded that it would cost less to buy new fuel efficient cars for the low income riders of light rail who do not have cars than it does to subsidize light rail.[47] However, others assert the study was "poorly researched and analytically deficient"[48] or otherwise deficient.[49] Trams can cause speed reduction for other transport modes (buses, cars) when stops in the middle of the road do not have pedestrian refuges, as in such configurations other traffic cannot pass whilst passengers alight or board the tram. When operated in mixed traffic, trams are more likely to be delayed by disruptions in their lane. Buses, by contrast, can sometimes manoeuver around obstacles. Opinions differ on whether the deference that drivers show to trams—a cultural issue that varies by country—is sufficient to counteract this disadvantage. Tram tracks can be hazardous for cyclists, as bikes, particularly those with narrow tyres, may get their wheels caught in the track grooves.[50] It is possible to close the grooves of the tracks on critical sections by rubber profiles that are pressed down by the wheelflanges of the passing tram but that cannot be lowered by the weight of a cyclist. If not well-maintained, however, these lose their effectiveness over time. When wet, tram tracks tend to become slippery and thus dangerous for bicycles and motorcycles, especially in traffic.[50][51][52] In some cases, even cars can be affected.[53] Steel wheel trams are noisier than rubber-wheeled buses or trolleybuses when cornering if there are no additional measures taken (e.g. greasing wheel flanges, which is standard in new-built systems). In older trams, the wheels are fixed onto axles so they have to rotate together, but going around curves, one wheel or the other has to slip, and that causes loud unpleasant squeals. A related improvement is rubber isolation between the wheel disc and the rim, as used on Boston (Massachusetts, U.S.) Green Line 3400 and 3600 series cars. These cars are much quieter than those with solid metal wheels. (This construction requires a flexible cable to electrically connect the tire to the wheel body.)[citation needed] Trams usually have less effective suspension systems than buses, which tends to negate the ride quality benefits of steel rails.[citation needed] The opening of new tram and light rail systems has sometimes been accompanied by a marked increase in car accidents, as a result of drivers' unfamiliarity with the physics and geometry of trams.[54] Though such increases may be temporary, long-term conflicts between motorists and light rail operations can be alleviated by segregating their respective rights-of-way and installing appropriate signage and warning systems.[55] Rail transport can expose neighbouring populations to moderate levels of low-frequency noise. However, transportation planners use noise mitigation strategies to minimize these effects.[56] Most of all, the potential for decreased private motor vehicle operations along the trolley's service line because of the service provision could result in lower ambient noise levels than without. In the event of a breakdown or accident, or even roadworks and maintenance, a whole section of the tram network can be blocked. Buses and trolleybuses can often get past minor blockages, although trolleybuses are restricted by how far they can go from the wires. Conventional buses can divert around major blockages as well, as can most modern trolleybuses that are fitted with auxiliary engines or traction batteries. The tram blockage problem can be mitigated by providing regular crossovers so a tram can run on the opposite line to pass a blockage, although this can be more difficult when running on road sections shared with other road users or when both tracks happen to be blocked. On extensive networks diversionary routes may be available depending on the location of the blockage. Breakdown related problems can be reduced by minimising the situations where a tram would be stuck on route, as well as making it as simple as possible for another tram to rescue a failed one. The most nowadays advantage of tram – the other road(secluded paths to avoid traffic), which often cannot be crossed by other vehicles(by law, or physical lacking of the other path) can be achieved nowadays in other ways, sometimes cheaper for the whole new system like ULTra or sometimes just by secluded bus roads, with petrol/gas or electric buses(in this case even some commuters like Paris and BHNS (fr. Bus àHaut Niveau de Service, eng. High Level Service Bus) ordered buses looking similar to new trams, e.g. Solaris Urbino 18 Hybrid MetroStyle). In other media[] In literature[] One of the earliest literary references to trams occurs on the second page of Henry James's novel The Europeans: From time to time a strange vehicle drew near to the place where they stood—such a vehicle as the lady at the window, in spite of a considerable acquaintance with human inventions, had never seen before: a huge, low, omnibus, painted in brilliant colours, and decorated apparently with jingling bells, attached to a species of groove in the pavement, through which it was dragged, with a great deal of rumbling, bouncing, and scratching, by a couple of remarkably small horses. Published in 1878, the novel is set in the 1840s, though horse trams were not introduced in Boston till the 1850s. Note how the tram's efficiency surprises the European visitor; how two "remarkably small" horses sufficed to draw the "huge" tramcar. James also makes comical reference to the novelty and excitement of trams in Portrait of a Lady (1881): Henrietta Stackpole was struck with the fact that ancient Rome had been paved a good deal like New York, and even found an analogy between the deep chariot-ruts traceable in the antique street and the overjangled iron grooves which express the intensity of American life.[57] A quarter of a century later, Joseph Conrad described Amsterdam's trams in chapter 14 of The Mirror of the Sea (1906): From afar at the end of Tsar Peter Straat, issued in the frosty air the tinkle of bells of the horse tramcars, appearing and disappearing in the opening between the buildings, like little toy carriages harnessed with toy horses and played with by people that appeared no bigger than children. In episode 6 (Hades) of James Joyce's Ulysses (1918), the party on the way to Paddy Dignam's funeral in a horse-drawn carriage idly debates the merits of various tramway improvements: - I can't make out why the corporation doesn't run a tramline from the parkgate to the quays, Mr Bloom said. All those animals could be taken in trucks down to the boats. - Instead of blocking up the thoroughfare, Martin Cunningham said. Quite so. They ought to. - Yes, Mr Bloom said, and another thing I often thought is to have municipal funeral trams like they have in Milan, you know. Run the line out to the cemetery gates and have special trams, hearse and carriage and all. Don't you see what I mean? – O that be damned for a story, Mr Dedalus said. Pullman car and saloon diningroom. – A poor lookout for Corny [the undertaker], Mr Power added. – Why? Mr Bloom asked, turning to Mr Dedalus. Wouldn't it be more decent than galloping two abreast?[58] In his fictionalised but autobiographical Memoirs of an Infantry Officer, published in 1930, Siegfried Sassoon's narrator ruminates from his hospital bed in Denmark Hill, London, in 1917 that "Even the screech and rumble of electric trams was a friendly sound; trams meant safety; the troops in the trenches thought about trams with affection."[59] Danzig trams figure extensively in the early stages of Günter Grass's Die Blechtrommel (The Tin Drum). In the last chapter the novel's hero Oskar Matzerath and his friend Gottfried von Vittlar steal a tram late at night from outside Unterrath depot on the northern edge of Düsseldorf. It is a surreal journey. Von Vittlar drives the tram through the night, south to Flingern and Haniel and then east to the suburb of Gerresheim. Meanwhile, inside, Matzerath tries to rescue the half-blind Victor Weluhn (who had escaped from the siege of the Polish post office in Danzig at the beginning of the book and of the war) from his two green-hatted would-be executioners. Mazerath deposits his briefcase, which contains Sister Dorotea's severed ring finger in a preserving jar, on the dashboard "where professional motorman put their lunchboxes". They leave the tram at the terminus and the executioners tie Weluhn to a tree in von Vittlar's mother's garden and prepare to machine-gun him. But Matzerath drums, Weluhn sings, and together they conjure up the Polish cavalry, who spirit both victim and executioners away. Matzerath asks von Vittlar to take his briefcase in the tram to the police HQ in the Fürstenwall, which he does. The latter part of this route is today served by tram route 703 terminating at Gerresheim Stadtbahn station ("by the glassworks" as Grass notes, referring to the famous glass factory).[60] In his 1967 spy thriller An Expensive Place to Die, Len Deighton misidentifies the Flemish coast tram: "The red glow of Ostend is nearer now and yellow trains rattle alongside the motor road and over the bridge by the Royal Yacht Club[61]..."[62] In popular culture[] Dziga Vertov's experimental 1929 film Man with a Movie Camera includes shots of trams (at 10 and 42 minutes). The Rev W. Awdry wrote about GER Class C53 called Toby the Tram Engine, which starred his The Railway Series with his faithful coach, Henrietta. A Streetcar Named Desire (play) A Streetcar Named Desire (1951 film) Black Orpheus (1959), of which the main male character Orfeu is a tram driver in Rio de Janeiro's tram system. Toonerville Folks comic strip (1908–55) by Fontaine Fox featuring the "Toonerville Trolley that met all the trains." The children's TV show Mister Rogers' Neighborhood featured a trolley. The central plot of the film Who Framed Roger Rabbit involves Judge Doom, the villain, dismantling the streetcars of Los Angeles. "The Trolley Song" in the film Meet Me in St. Louis received an Academy Award nomination. The 1944 World Series was also known as the "Streetcar Series". Malcolm (film), an Australian film about a tram enthusiast who uses his inventions to pull off a bank heist. Luis Buñuel filmed La Ilusión viaja en tranvía[63] (English: Illusion Travels by Streetcar) in Mexico in 1953. In Akira Kurosawa's film Dodesukaden a mentally ill boy pretends to be a tram conductor. The Stompin' Tom Connors song "To It And At It" mentions a man who "can't afford the train, he's sittin' on a streetcar, but he's eastbound just the same." The predominance of trams (trolleys) gave rise to the disparaging term trolley dodger for residents of the borough of Brooklyn in New York City. That term, shortened to "Dodger" became the nickname for the Brooklyn Dodgers (now the Los Angeles Dodgers). Jens Lekman has a song titled "Tram No. 7 to Heaven", a reference to line 7 of the Gothenburg tram which passes through his native borough of Kortedala. The band Beirut has a song titled "Fountains and Tramways" on the EP Pompeii. The Elephant Will Never Forget, an 11-minute film made in 1953 by British Transport Films to celebrate the London tram network at the time of the last few days of its operation. A W-class tram was used at the opening ceremony of the 2006 Commonwealth Games in Melbourne. The Full Monty, set in Sheffield, managed to squeeze a tram passing in the background into three scenes. 2009 Thomas Haggerty composed and produced 'Tram' generations 1, 2 and 3 for the popular group TRAM. A collaboration between John Ward and Elizabeth Harrod: "a great tram." In Chrome Shelled Regios, trams are being used in the Academy City Zuelni. Trams feature in the opening credits of the world's longest running TV soap opera Coronation Street, set in a fictional suburb of Greater Manchester. A Blackpool tram killed one of the main characters in 1989 and the most recent faked accident involved a tram (modelled on the Manchester Metrolink) careering off a viaduct into the set in 2009. In the news[] In the Tottenham Outrage in 1909, two armed robbers hijacked a tram and were chased by the police in another tram. On 7 June 1926 Catalan architect Antoni Gaudí was knocked down by a Barcelona tram and subsequently died. In scale modelling[] Model trams are popular in HO scale (1:87) and O scale (1:48 in the US and generally 1:43,5 and 1:45 in Europe and Asia). They are typically powered and will accept plastic figures inside. Common manufacturers are Roco and Lima, with many custom models being made as well. The German firm Hödl[64] and the Austrian Halling[65] specialize in 1:87 scale.[66] In the US, Bachmann Industries is a mass supplier of HO trams and kits. Bowser Manufacturing has produced white metal models for over 50 years.[67] There are many boutique vendors offering limited run epoxy and wood models. At the high end are highly detailed brass models which are usually imported from Japan or Korea and can cost in excess of $500. Many of these run on Error: gauge specification "16.5mm" not known gauge track, which is correct for the representation of 4 ft 8+1⁄2 in (1,435 mm) (standard gauge) in HO scale as in US and Japan, but incorrect in 4 mm (1:76.2) scale, as it represents 4 ft 8+1⁄2 in (1,435 mm). This scale/gauge hybrid is called OO scale. O scale trams are also very popular among tram modellers because the increased size allows for more detail and easier crafting of overhead wiring. In the US these models are usually purchased in epoxy or wood kits and some as brass models. The Saint Petersburg Tram Company[68] produces highly detailed polyurethane non-powered O Scale models from around the world which can easily be powered by trucks from vendors like Q-Car.[69] In the US, one of the best resources for model tram enthusiasts is the East Penn Traction Club of Philadelphia.[70] It is thought that the first example of a working model tramcar in the UK built by an amateur for fun was in 1929, when Frank E. Wilson created a replica of London County Council Tramways E class car 444 in 1:16 scale, which he demonstrated at an early Model Engineer Exhibition. Another of his models was London E/1 1800, which was the only tramway exhibit in the Faraday Memorial Exhibition of 1931. Together with likeminded friends, Frank Wilson went on to found the Tramway & Light Railway Society[71] in 1938, establishing tramway modelling as a hobby. Types[] Regional[] See also[] References[] Further reading[] [] "Tramway" (article in the 1911 Encyclopaedia Britannica), 1911encyclopedia.org What is a streetcar?[dead link] at American Public Transportation Association, apta.com Template:Modes of Public Transport
5064	dbpedia	3	96	https://ourshadowswillremain.com/2018/03/28/melbourne-trams/	en	Melbourne Trams	https://ourshadowswillre…3/dsc_0239-2.jpg	https://ourshadowswillre…3/dsc_0239-2.jpg	[ "https://ourshadowswillremain.com/wp-content/uploads/2018/03/dsc_0239-2.jpg?w=750", "https://ourshadowswillremain.com/wp-content/uploads/2018/03/dsc_0365-e1521713690999.jpg?w=400", "https://ourshadowswillremain.com/wp-content/uploads/2018/03/dsc_0477.jpg?w=400&h=600", "https://ourshadowswillremain.com/wp-content/uploads/2018/03/dsc_0470.jpg?w=750", "https://ourshadowswillremain.com/wp-content/uploads/2018/03/dsc_02261.jpg?w=400&h=600", "https://s2.wp.com/i/logo/wpcom-gray-white.png", "https://s2.wp.com/i/logo/wpcom-gray-white.png", "https://pixel.wp.com/b.gif?v=noscript" ]	[]	[]	[ "" ]	null	[ "Our Shadows Will Remain" ]	2018-03-28T00:00:00	As we where staying in an Air BnB a short walk in one direction from Central Station and Queen Victoria Markets in the other, it was easy to get around Melbourne by foot. I find it's the best way to see a city and stumble across a place you aren't expecting. And that was exactly…	en	https://s1.wp.com/i/favicon.ico	Our Shadows Will Remain	https://ourshadowswillremain.com/2018/03/28/melbourne-trams/	As we where staying in an Air BnB a short walk in one direction from Central Station and Queen Victoria Markets in the other, it was easy to get around Melbourne by foot. I find it’s the best way to see a city and stumble across a place you aren’t expecting. And that was exactly what happened. A short walk from Carlton Gardens on the way to Fitzroy we came across a neighbourhood of gothic houses, each one very different from the last. They had their own character and distinctive features that made them different but some how they fit together. The same but different. Free City Tram To get further a field I wanted to take advantage of the free city tram that runs regularly in the central area between the hours of 10am – 6pm, with extended hours at the weekend. The tram provides connections for tourists but also information about the city and the areas in which it stops. It’s a fantastic way for people new to Melbourne to move around. You’ll know the free trams from their distinctive appearance. we jumped on the free tram outside Finders Street Station heading towards Docklands Docklands Though billed as a tourist area it is difficult to see exactly why tourists would come here. During the months I lived in Melbourne I rarely visited this side of the city and wanted to give it another chance, especially as it was still under development back in 2009. Docklands is home to the Melbourne Star, a viewing wheel much like the London Eye. When I arrived in Melbourne all those years ago it was in the news as an extremely hot summer had caused the structure to warp. Now it was up and running but we had very little interested in taking a ride. It was a beautiful day and we walked along the water, taking in the views and admiring the modern architecture on display. After a couple of hours I felt like we had exhausted all the Docklands had to offer, though I hadn’t worked out what that was apart from residential buildings and offices. Feeling defeated we headed back to the tram stop for the pleasant journey back into the city, of course by the free tram. One thing that for me made the free tram especially appealing was the complex MyKi card system used on all other trams and methods of transport. When I was last in Melbourne in 2011 the new system was being launched with a number of problems and much public criticism. It seemed that those problems had been eventually ironed out and locals were getting around freely. From a tourists perspective it was a little difficult to comprehend. I had to first purchase a card, that I couldn’t return, then I would then need to added value to it to make my journey, but I had no idea how much that journey would cost. Tickets or cards cannot be bought from the driver or at the tram stops so planning ahead is vital. Interested to find out about the face on the building in the background? Read my previous post The Face of Melbourne. The system may seem complicated at first but if you really want to explore Melbourne and its vibrant neighbourhoods then becoming familiar with its extensive tram network is a must. Fitzroy, Carlton and St Kilda are all worth a visit and of course are connected by tram. Further Reading: For routes and timetables for the City Circle tourist tram visit the Public Transport Victoria Website. While living in Helsinki I became very familiar with its public transport and how easy it was to use. Read my post Helsinki Metro to learn more.
5064	dbpedia	0	7	https://kaupunkiliikenne.fi/en/metropolitan-area-transport-ltd/history/	en	Kaupunkiliikenne Oy	https://kaupunkiliikenne…to_1890_luku.jpg	https://kaupunkiliikenne…to_1890_luku.jpg	[ "https://kaupunkiliikenne.fi/content/uploads/2022/01/kansikuva_hevosraitiovaunu_toolo_kaivopuisto_1890_luku-1200x307.jpg" ]	[]	[]	[ "" ]	null	[]	2021-06-02T12:55:58+00:00	Helsinki Tram and Omnibus limited liability company started operating in 1888. Helsinki City Transport (HKL) was established as a municipal enterprise in 1945. Now, we will continue as the Metropolitan Area Transport Limited.	en	https://kaupunkiliikenne…12x512-32x32.jpg	Kaupunkiliikenne Oy	https://kaupunkiliikenne.fi/en/metropolitan-area-transport-ltd/history/	The first trams, which started operating in 1891, were drawn by horses. Public transport in Helsinki started in 1888, when horse-drawn omnibuses started to operate between Töölö and Kaivopuisto. In 1900, electricity was introduced as the power source. The first electric tram started to operate on the line between Töölö and Hietalahti in September of the same year. At first, the operator was a private company, Helsinki Tram and Omnibus limited liability company (HRO). From 1913, the City of Helsinki was the main shareholder of the company. In 1944, the City bought the assets of HRO, and Helsinki City Transport (HKL) was founded in 1945. HKL was also in charge of the city’s bus transport up until 2010, when the bus operations were transferred to the Helsinki Region Transport (HSL) municipal federation. The most usual tram types in the Helsinki transport are domestic articulated tram tramcars (series NRV I and MLNRV II) made in the 1980s and Variotram low-floor tramcars manufactured by Bombardier at the end of the 1990s and the beginning of the 2000s. In summer 2013, a completely new tram type was introduced in Helsinki; a domestic Artic tram manufactured by Transtech Oy. This type of tram has been specifically designed to meet the requirements of Helsinki’s tram network and the Nordic climate. Its structure, with pivoting bogies, can manage the tight turns and steep hills of Helsinki’s line network. The whole tram is equipped with a low floor and LED lighting. Recovered braking energy is utilised in heating. The drivers have LCD screens, and rear-view mirrors have been replaced with cameras. The first metro series in Helsinki was the M100, equipped with an induction motor and controlled by frequency converter. The oldest M100 series carriages from 1977 were designed, built, and tested simultaneously with the first metro track. The most recent M100 carriages were built in 1984. Excluding the six oldest prototype carriages, the whole series was renovated between 2004 and 2009, which increased their service life by about twenty years.
5064	dbpedia	2	62	https://www.globalrailwayreview.com/article/140306/finland-fast-track-frmcs/	en	Finland’s fast track to FRMCS	https://www.globalrailwa…s/fast-train.jpg	https://www.globalrailwa…s/fast-train.jpg	[ "https://dc.ads.linkedin.com/collect/?pid=303138&fmt=gif", "https://www.globalrailwayreview.com/wp-content/themes/grr19/images/grr-logo-large.png", "https://www.globalrailwayreview.com/wp-content/themes/grr19/images/grr-logo-large.png", "https://www.globalrailwayreview.com/wp-content/themes/grr19/images/ajax-loader-responsive.gif", "https://www.globalrailwayreview.com/wp-content/themes/grr19/images/ajax-loader-responsive.gif", "https://www.globalrailwayreview.com/wp-content/themes/grr19/images/ajax-loader.gif", "https://www.globalrailwayreview.com/wp-content/themes/grr19/images/ajax-loader.gif", "https://www.globalrailwayreview.com/wp-content/uploads/fast-train.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/fast-train.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/digirata.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/digirata.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/table1-8.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/table1-8.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/figure1-10.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/figure1-10.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/figure2-4.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/figure2-4.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/Figure3-2.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/Figure3-2.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/Simon-Indola-120x120.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/Simon-Indola-120x120.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/Simon-Indola.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/Simon-Indola.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/GRR-Issue-2-2024-Mini-Mag.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/GRR-Issue-2-2024-Mini-Mag.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/Feature-Image-750x500-4-400x187.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/Feature-Image-750x500-4-400x187.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/shutterstock_2407396279-400x187.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/shutterstock_2407396279-400x187.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/Engineers-working-to-install-new-track-on-the-Northumberland-Line-Network-Rail-1_cropped-400x187.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/Engineers-working-to-install-new-track-on-the-Northumberland-Line-Network-Rail-1_cropped-400x187.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/Railway-brochure-cover_750-x-500-400x187.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/Railway-brochure-cover_750-x-500-400x187.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/Anglia-Swing-Bridge-GA-Train_cropped-400x187.jpg", "https://www.globalrailwayreview.com/wp-content/uploads/Anglia-Swing-Bridge-GA-Train_cropped-400x187.jpg" ]	[]	[]	[ "" ]	null	[ "Simon Indola" ]	2023-03-14T08:00:11+00:00	Simon Indola argues that the ‘bearer independent and future‑proof’ FRMCS solution, represents a significant opportunity for railways.	en	/favicon.ico?v=2	Global Railway Review	https://www.globalrailwayreview.com/article/140306/finland-fast-track-frmcs/	Simon Indola, the Project Manager responsible for implementing FRMCS in Finland, argues that the ‘bearer independent and future‑proof’ FRMCS solution, utilising commercially available Mobile Network Operators (MNOs), represents a significant opportunity for European railways. Finland’s current train control system will reach the end of its lifecycle around 2030. The next logical step is to seamlessly move to the European Railway Traffic Management System (ERTMS) and a modern radio based ETCS (European Train Control System). The current regulations also make it mandatory for Finland, as an EU Member State, to update its systems to be fully compatible with other next-gen European systems. Finland is firmly committed to cutting its transport emissions by 50 per cent by 2030. The current market share of rail transport is around six per cent for passenger transport and 27 per cent for freight transport. Currently, rail transport accounts for less than one per cent of transport emissions in Finland. The Digirail project to renew the train control system is an alliance between Fintraffic and the Finnish Transport Infrastructure Agency (FTIA) operating under the ownership steering of the Finnish Ministry of Transport and Communications. The train control system now being planned in Finland is a modern radio network based ETCS implementation, targeting Hybrid Level 3 and ATO GoA2 on the whole network. The new radio network based ETCS will help to minimise the duration and impact of disruptions throughout the railway network, enable an infrastructure capacity increase and improve the punctuality, and increase the number of trains on the existing network. This will provide Finland with a sustainable technological development base, amongst other variables. The radio network will be based on the joint European FRMCS (Future Railway Mobile Communication System). Attaining proof of concept According to the latest projections, the first commercial ETCS track is planned to be operational in Finland by the beginning of 2027 and across the entire country by the end of 2040. During 2021, Digirail conducted a study to identify the required radio network capacity as part of Finland’s strategy to utilise commercially available Mobile Network Operators (MNOs). The study was designed to understand the communication needs between the train and the track side from the perspective of different stakeholders, representing rolling stock maintenance, passenger information, diagnostics, positioning, automated train operations (ATO), passengers, security and other variables. The study highlighted that even as some high-capacity needs were identified, these were not time critical. In addition, the high-capacity needs were also outside the timeframe of Digirail. The conclusions of the study indicated that for mission and time-critical traffic management purposes, 50kb/s is sufficient, but must be available continuously everywhere, as well as be consistently reliable. Finland’s MNOs Finland has three primary MNOs; Telia Finland Oyj, Elisa Oyj and DNA Oyj, that provide nationwide services to their customers. Although Finland’s sparsely populated landscape consists of large rural areas, dominated by a myriad of lakes and dense forests, network services are provided even in remote areas with an adequate radio network coverage level. The 4G and 5G frequency allocations of the Finnish MNOs are presented in Table 1. In the spring of 2022, Digirail measured the entire Finnish national railway network (approximately 6,000km) to verify if the existing commercial 4G networks could continuously provide the minimum data requirement of 50kb/s, within the set requirements of Subset -093 tolerance level and the Digirail delay threshold of 500 msec with 99.9 per cent reliability or better could be achieved (‘Critical Data Legacy Applications’, 3GPP TR 22.989 V18.5.0). For the study, the measurement setup consisted of a Radio Frequency (RF) scanner, a multi‑channel router and a software solution that both generated and simulated ETCS traffic. Among other measured key performance indicators (KPIs), the measurement solution sent Movement Authority Requests every 10 seconds and accordingly the Radio Block Centre (RBC) simulator replied with the Movement Authority. In addition, the Position Report was sent from the measurement system once per second. The actual execution time or roundtrip time was measured. The multi-channel router had three prioritised network subscriptions in use: one from each MNO. The prioritisation ensured service regardless of the capacity utilisation levels of the serving cell. This removed the need to repeat the measurements multiple times for reliability analysis. Analysing the results on the measurements, the selected router’s communication mode had a clear impact on the results. In the Best Quality Mode, the router selected the best available channel based on the measured radio conditions per measurement time stamp and stayed attached to the selected channel until the end of each session. In the Packet Duplication mode, the data packets were sent to all three operator networks simultaneously, the first arrived packet was processed, and the later arriving packets were ignored. It was seen in the measurement results that by selecting Packet Duplication we were able to fulfil both the Subset -093 tolerance level and the Digirail delay threshold of 500 msec or better (‘Critical Data Legacy Applications’, 3GPP TR 22.989 V18.5.0) with a higher success rate of more than 99.9 per cent. The same results were not replicated with the Best Quality mode, where the achieved success rate was approximately 99.7 per cent. A detailed summary of the results is presented in Figures 1 and 2. As can be seen in Figure 2, an impressive 99.99 per cent reliability benchmark in four out of the five variables tested (with MA request delay recording 99.98 per cent) was achieved when utilising Packet Duplication mode. A contributing factor was that all three networks were available on 95.31 per cent of the total track length as presented in Figure 3. A fast track to FRMCS The reliability requirements and the requirements of the narrow band FRMCS applications can already be met today in Finland on the 4G networks using a multi-channel router in Packet Duplication mode. The multi-channel router could be set to use GSM-R, private (RMR) and commercially available public networks, and possibly satellite technologies. The results of the study showed that by efficiently using the already available MNO -services, we can speed up the implementation of the FRMCS deployment and avoid investments in the areas where the existing coverage is sufficient. An additional benefit of utilising MNOs is that all necessary future radio equipment, including the supporting chipsets, are mass produced and available as soon as the new technologies (e.g. 5G/6G) are introduced. Furthermore, we can benefit from their long experience on operational issues such as cyber-security. Digirail therefore considers the utilisation of MNOs as a significant opportunity for potentially every country throughout the European-wide project. Although the radio network topologies vary in different countries, one can assume that there are areas where the FRMCS requirements could be met already while using MNOs. Digirail is currently very excited by the opportunities that the MNOs can provide, as utilising them to the fullest is the fastest and most cost-efficient approach to deploy FRMCS. It will allow Finland to turn on all lines throughout the entire country in one go, and virtually overnight. I can’t wait to flick that switch! Reference:
5064	dbpedia	0	94	https://www.railwaygazette.com/technology/section-insulator-approved/54551.article	en	Section insulator approved	https://d1c4d7gnm6as1q.c…dited_267219.jpg	https://d1c4d7gnm6as1q.c…dited_267219.jpg	[ "https://px.ads.linkedin.com/collect/?pid=3203105&fmt=gif", "https://www.railwaygazette.com/magazine/dest/graphics/logo/print_logo.png", "https://d1c4d7gnm6as1q.cloudfront.net/Pictures/274x183/7/9/8/66798_figure_9_39277.jpg", "https://d1c4d7gnm6as1q.cloudfront.net/Pictures/274x183/5/8/9/66589_stalybridge11580x1040_990514.jpg", "https://d1c4d7gnm6as1q.cloudfront.net/Pictures/274x183/7/3/7/66737_pic1_520709.jpg", "https://d1c4d7gnm6as1q.cloudfront.net/Pictures/274x183/7/1/4/66714_db188949db_888381.jpg", "https://d1c4d7gnm6as1q.cloudfront.net/Pictures/274x183/8/8/7/61887_2025_903874.jpg", "https://d1c4d7gnm6as1q.cloudfront.net/Pictures/274x183/8/8/6/61886_2024_960559.jpg", "https://d1c4d7gnm6as1q.cloudfront.net/Pictures/274x183/2/8/5/58285_rbablueawards2021logoblacktextcopy_690142.jpg", "https://d1c4d7gnm6as1q.cloudfront.net/Pictures/274x183/4/3/4/66434_rgin2408coverminipic_69269.jpg", "https://d1c4d7gnm6as1q.cloudfront.net/Pictures/274x183/8/8/3/65883_page1_455156.jpg", "https://d1c4d7gnm6as1q.cloudfront.net/Pictures/274x183/9/7/3/62973_rgin2401coverminipic_848447.jpg", "https://d1c4d7gnm6as1q.cloudfront.net/Pictures/274x183/8/0/6/66806_israelrailwayslogo_537720.png", "https://d1c4d7gnm6as1q.cloudfront.net/Pictures/274x183/5/6/2/66562_rssbjpg_359885.jpg", "https://d1c4d7gnm6as1q.cloudfront.net/Pictures/274x183/5/3/8/66538_logotransparentbackground_125523.jpg", "https://d1c4d7gnm6as1q.cloudfront.net/Pictures/274x183/5/4/3/66543_israelrailwayslogo_537720.png", "https://d1c4d7gnm6as1q.cloudfront.net/Pictures/274x183/3/5/0/66350_gettyimages1402454573_533574.jpg", "https://d1c4d7gnm6as1q.cloudfront.net/Pictures/274x183/8/2/6/66826_hmi_example_02_403247.png", "https://d1c4d7gnm6as1q.cloudfront.net/Pictures/274x183/5/1/1/66511_tracsis_1920__0002_adobestock_638559672_759005.jpg", "https://d1c4d7gnm6as1q.cloudfront.net/Pictures/480xany/7/8/2/26782_kusec1525kvedited_267219.jpg", "https://d1c4d7gnm6as1q.cloudfront.net/Pictures/480xAny/7/8/3/26783_kusecweartest_716066.jpg", "https://d1c4d7gnm6as1q.cloudfront.net/Pictures/100x67/5/8/9/26589_italyhighspeedlinepic2_165831.jpg", "https://d1c4d7gnm6as1q.cloudfront.net/Pictures/100x67/1/8/2/23182_tn_publications-ole-keenor.jpg", "https://d1c4d7gnm6as1q.cloudfront.net/Pictures/100x67/7/4/2/21742_tn_it-bonomi_cantilever_on_show_at_innotrans.jpg" ]	[]	[]	[ "" ]	null	[ "Railway Gazette International", "Rail Business UK", "L.B. Foster" ]	2019-09-11T00:00:00	SWITZERLAND: The Federal Office for Transport has provisionally approved a new design of overhead line section insulator from catenary specialist Kummler + Matter. This follows extensive field testing at locations in Switzerland and Finland.	en	/magazine/dest/graphics/favicons/favicon-32x32.png	Railway Gazette International	https://www.railwaygazette.com/technology/section-insulator-approved/54551.article	SWITZERLAND: The Federal Office for Transport has provisionally approved a new design of overhead line section insulator from catenary specialist Kummler + Matter. This follows extensive field testing at locations in Switzerland and Finland. First presented at InnoTrans 2018, the KUSEC range includes a rail version suitable for 15 kV 16·7 Hz, 25 kV 50 Hz and 3 kV DC and a tram variant for 1·5 or 3 kV DC. The section insulators have been designed for a long service life with minimal need for inspection and maintenance. The insulators are mounted above wire height, and do not need to be earthed. Pantographs are led past the insulator by skids made from an abrasion-resistant copper-magnesium contact wire; the contact surface is kept level to ensure a smooth passage. Patented connectors are used to join the pre-assembled units to the contact wires, with provision to adjust the height and alignment. Having been successfully tested against the EN 50119 and 50124 standards, KUSEC insulators were installed for field trials at various locations across the Swiss network, including Effingen on SBB’s Zürich – Basel main line and Mägenwil on the Zürich – Bern corridor, as well as on tracks in the Helsinki suburban area. An 11 month trial at Lenzburg revealed minimal evidence of wear and tear on the skids following the passage of 75 000 pantographs.
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"https://dcyf.worldpossible.org/rachel/modules/wikipedia_for_schools/images/1x1white.gif", "https://dcyf.worldpossible.org/rachel/modules/wikipedia_for_schools/wfs_logo_smooth.jpg" ]	[]	[]	[ "" ]	null	[ "SOS Children" ]	null	Tram on the Wikipedia for Schools	en			https://dcyf.worldpossible.org/Tram.htm	Rail transport Operations Track Maintenance High-speed railways Gauge Stations Trains Locomotives Rolling stock Companies History Attractions Terminology By country Accidents Modelling A tram (also known as a tramcar; a streetcar or street car; and a trolley, trolleycar, or trolley car) is a rail vehicle which runs on tracks along public urban streets (called street running), and also sometimes on separate rights of way. Trams powered by electricity, which were the most common type historically, were once called electric street railways. Trams also included horsecar railways which were widely used in urban areas before electrification. Trams may also run between cities and/or towns (for example, interurbans, tram-train), and/or partially grade separated even in the cities ( light rail). Trams very occasionally also carry freight. Tram vehicles are usually lighter and shorter than conventional trains and rapid transit trains. However, the differences between these modes of public transportation are often indistinct. Some trams (for instance tram-trains) may also run on ordinary railway tracks, a tramway may be upgraded to a light rail or a rapid transit line, two urban tramways may be united to an interurban, etc. Most trams today use electrical power, usually fed by an overhead pantograph; in some cases by a sliding shoe on a third rail or trolley pole. If necessary, they may have several power systems. Another power source is diesel oil; a few trams use electricity in urban streets, and diesel in more rural environments. Steam, petrol (gasoline), gas and draft animals have historically been used as power sources. Horse and mule driven trams do still occur, mostly for the tourist trade. Certain types of cable car are also known as trams. Tramways are now included in the wider term " light rail", which also includes segregated systems. Some systems have both segregated and street running sections, but are usually then referred to as trams, because it is the equipment for street running which tends to be the decisive factor. Vehicles on wholly segregated light rail systems are generally called "trains", although cases have been known of train equipment built for a segregated system being sold to new owners and becoming "trams". Etymology and terminology The terms tram and tramway are derived from the Scots word tram, referring respectively to a type of truck used in coal mines, and the tracks on which they ran. The word tram probably derived from Middle Flemish tram ("beam, handle of a barrow, bar, rung"), a North Sea Germanic word of unknown origin meaning the beam or shaft of a barrow or sledge, also the barrow itself. Tram-car is attested from 1873. Although the terms tram and tramway have been adopted by many languages, they are not used universally in English; North Americans prefer streetcar, trolley, or trolleycar. The term streetcar is first recorded in 1840, and originally referred to horsecars drawn by draft horses. When electrification came, Americans began to speak of trolleycars or later, trolleys. These terms are believed to derive from the troller (possibly from the words traveler and roller), a four-wheeled device that was dragged along dual overhead wires by a cable that connected the troller to the top of the car and collected electrical power from the overhead wires. The troller design frequently fell off the wires, and was soon replaced by the more reliable trolley pole. This newer device was fitted to the top of the car, and was spring-loaded in order to keep a small trolley wheel or alternately, a grooved lubricated "skate" mounted at the top of the pole, firmly in contact with the underside of the overhead wire. The terms trolley pole and trolley wheel both derive from the troller. Trams using trolley-pole current collection are normally powered through a single pole, with return current earthed through the steel wheels and rails. Modern trams often have an overhead pantograph mechanical linkage to connect to power, abandoning the trolley pole altogether. In North America, trams are sometimes called trolleys, even though strictly this may be incorrect, and the term may even be applied to cable cars, or conduit cars that instead draw power from an underground supply. Conventional diesel tourist buses decorated to look like streetcars are sometimes called trolleys in the US ( tourist trolley). Furthering confusion, the term tram has instead been applied to open-sided, low-speed segmented vehicles on rubber tires generally used to ferry tourists short distances, for example on the Universal Studios backlot tour. Over time, the term trolley has fallen into informal use, and may be applied loosely to a wide variety of different vehicle types. The word has taken on a historic or picturesque connotation, and is often associated with tourist or leisure travel. In North America, professional or formal documents generally use more precise alternative terms, such as streetcar or light rail vehicle (LRV). Although the use of the term trolley for tram was not adopted in Europe, the term was later associated with the trolleybus, a rubber-tyred vehicle running on hard pavement, which draws its power from pairs of overhead wires. These electric buses, which use twin trolley poles (one for live current, one for return), are also called trackless trolleys (particularly in the northeastern US), or sometimes simply trolleys (in the UK, as well as in Seattle and Vancouver). History Horse-drawn The very first tram was on the Swansea and Mumbles Railway in south Wales, UK; it was horse-drawn at first, and later moved by steam and electric power. The Mumbles Railway Act was passed by the British Parliament in 1804, and the first passenger railway (similar to streetcars in the US some 30 years later) started operating in 1807. External video Clip from a Belfast horse tram in 1901 The first streetcars, also known as horsecars in North America, were built in the United States and developed from city stagecoach lines and omnibus lines that picked up and dropped off passengers on a regular route without the need to be pre-hired. These trams were an animal railway, usually using teams of horses and sometimes mules to haul the cars, usually two as a team. Occasionally other animals were put to use, or humans in emergencies. The first streetcar line, developed by Irish born John Stephenson, was the New York and Harlem Railroad's Fourth Avenue Line which ran along the Bowery and Fourth Avenue in New York City. Service began in 1832. It was followed in 1835 by New Orleans, Louisiana, which has the oldest continuously operating street railway system in the world, according to the American Society of Mechanical Engineers. These early forms of public transport developed out of industrial haulage routes or from the omnibus that first ran on public streets, using the newly invented iron or steel rail or 'tramway'. These were local versions of the stagecoach lines and picked up and dropped off passengers on a regular route, without the need to be pre-hired. Horsecars on tramlines were an improvement over the omnibus as the low rolling resistance of metal wheels on iron or steel rails (usually grooved from 1852 on), allowed the animals to haul a greater load for a given effort than the omnibus and gave a smoother ride. The horse-drawn streetcar combined the low cost, flexibility, and safety of animal power with the efficiency, smoothness, and all-weather capability of a rail right-of-way. Steam The first mechanical trams were powered by steam. Generally, there were two types of steam tram. The first and most common had a small steam locomotive (called a tram engine in the UK) at the head of a line of one or more carriages, similar to a small train. Systems with such steam trams included Christchurch, New Zealand; Sydney, Australia; other city systems in New South Wales; Munich, Germany (from August 1883 on) and the Dublin & Blessington Steam Tramway in Ireland. Steam tramways also were used on the suburban tramway lines around Milan; the last Gamba de Legn ("Peg-Leg") tramway ran on the Milan- Magenta-Castano Primo route in late 1958. Tram engines usually had modifications to make them suitable for street running in residential areas. The wheels, and other moving parts of the machinery, were usually enclosed for safety reasons and to make the engines quieter. Measures were often taken to prevent the engines from emitting visible smoke or steam. Usually the engines used coke rather than coal as fuel to avoid emitting smoke; condensers or superheating were used to avoid emitting visible steam. The other style of steam tram had the steam engine in the body of the tram, referred to as a tram engine or steam dummy. The most notable system to adopt such trams was in Paris. French-designed steam trams also operated in Rockhampton, in the Australian state of Queensland between 1909 and 1939. Stockholm, Sweden, had a steam tram line at the island of Södermalm between 1887 and 1901. A major drawback of this style of tram was the limited space for the engine, so that these trams were usually underpowered. Cable-hauled The next motive system for trams was the cable car, which was pulled along a fixed track by a moving steel cable. The power to move the cable was normally provided at a "powerhouse" site a distance away from the actual vehicle. The first practical cable car line was tested in San Francisco, in 1873. Part of its success is attributed to the development of an effective and reliable cable grip mechanism, to grab and release the moving cable without damage. The second city to operate cable trams was Dunedin in New Zealand, from 1881 to 1957. From 1885 to 1940, the city of Melbourne, Victoria, Australia operated one of the largest cable systems in the world, at its peak running 592 trams on 75 kilometres (47 mi) of track. There were also two isolated cable lines in Sydney, New South Wales, Australia. New York City developed at least seven cable car lines. A line in Washington DC ran to Georgetown (where some of the underground cable vaults can still be seen today). Los Angeles also had several cable car lines, including the Second Street Cable Railroad, which operated from 1885 to 1889, and the Temple Street Cable Railway, which operated from 1886 to 1898. The most extensive cable system in the US was in Chicago. In Dresden, Germany, in 1901 an elevated suspended cable car following the Eugen Langen one-railed floating tram system started operating. Cable cars operated on Highgate Hill in North London and Kennington to Brixton Hill In South London. They also worked around "Upper Douglas" in the Isle of Man (cable car 72/73 is the sole survivor of the fleet). Cable cars suffered from high infrastructure costs, since an expensive system of cables, pulleys, stationary engines and lengthy underground vault structures beneath the rails had to be provided. They also required physical strength and skill to operate, and alert operators to avoid obstructions and other cable cars. The cable had to be disconnected ("dropped") at designated locations to allow the cars to coast by momentum, for example when crossing another cable line. The cable would then have to be "picked up" to resume progress, the whole operation requiring precise timing to avoid damage to the cable and the grip mechanism. Breaks and frays in the cable, which occurred frequently, required the complete cessation of services over a cable route while the cable was repaired. Due to overall wear, the entire length of cable (typically several kilometres) would have to be replaced on a regular schedule. After the development of reliable electrically powered trams, the costly high-maintenance cable car systems were rapidly replaced in most locations. Cable cars remained especially effective in hilly cities, since their nondriven wheels would not lose traction as they climbed or descended a steep hill. The moving cable would physically pull the car up the hill at a steady pace, unlike a low-powered steam or horse-drawn car. Cable cars do have wheel brakes and track brakes, but the cable also helps restrain the car to going downhill at a constant speed. Performance in steep terrain partially explains the survival of cable cars in San Francisco. However, the extensive cable car system of Chicago operated over a large relatively flat area. The San Francisco cable cars, though significantly reduced in number, continue to perform a regular transportation function, in addition to being a well-known tourist attraction. A single cable line also survives in Wellington, New Zealand (rebuilt in 1979 as a funicular but still called the " Wellington Cable Car"). Hybrid funicular electric The Opicina Tramway in Trieste operates a hybrid funicular electric system. Conventional electric trams are operated in street running and on reserved track for most of their route. However, on one steep segment of track, they are assisted by cable tractors, which push the trams uphill and act as brakes for the downhill run. For safety, the cable tractors are always deployed on the downhill side of the tram vehicle. Electric (trolley cars) Electric trams (known as streetcars or trolleys in North America) were first experimentally installed in Saint Petersburg, Russia, invented and tested by Fyodor Pirotsky as early as 1880. These trams, like virtually all others mentioned in this section, used either a trolley pole or a pantograph, to feed power from electric wires strung above the tram route. Nevertheless, there were early experiments with battery-powered trams but these appear to have all been unsuccessful. The first trams in Bendigo, Australia, in 1892, were battery-powered but within as little as three months they were replaced with horse-drawn trams. In New York City some minor lines also used storage batteries. Then, comparatively recently, during the 1950s, a longer battery-operated tramway line ran from Milan to Bergamo. The first regular electric tram service using pantographs or trolley poles, the Gross-Lichterfelde Tramway, went into service in Lichterfelde, a suburb of Berlin, Germany, by Siemens & Halske AG, in May 1881. The company Siemens still exists. Another was by John Joseph Wright, brother of the famous mining entrepreneur Whitaker Wright, in Toronto in 1883. Earlier installations proved difficult or unreliable. Siemens' line, for example, provided power through a live rail and a return rail, like a model train, limiting the voltage that could be used, and providing electric shocks to people and animals crossing the tracks. Siemens later designed his own method of current collection, from an overhead wire, called the bow collector. In 1883, Magnus Volk constructed his 2 feet (610 mm) gauge Volk's Electric Railway along the eastern seafront at Brighton, England. This two kilometer line, re-gauged to 2 feet 9 inches (840 mm) in 1884, remains in service to this day, and is the oldest operating electric tramway in the world. The first tram for permanent service with overhead lines was the Mödling and Hinterbrühl Tram in Austria. It began operating in October 1883, but was closed in 1932. Multiple functioning experimental electric trams were exhibited at the 1884 World Cotton Centennial World's Fair in New Orleans, Louisiana, but they were not deemed good enough to replace the Lamm fireless engines that then propelled the St. Charles Avenue Streetcar in that city. Electric trams were first tested in service in the United States in Richmond, Virginia, in 1888, in the Richmond Union Passenger Railway built by Frank J. Sprague, though the first commercial installation of an electric streetcar in the United States was built in 1884 in Cleveland, Ohio and operated for a period of one year by the East Cleveland Street Railway Company. The first electric street tramway in Britain, the Blackpool Tramway, was opened on 29 September 1885 using conduit collection along Blackpool Promenade. Since the closure of the Glasgow Corporation Tramways in 1962, this has been the only first-generation operational tramway in the UK. Sarajevo had the first electric trams on the continent of Europe, with a city-wide system in 1885. Budapest established its tramway system in 1887, and this line has grown to be the busiest tram line in Europe, with a tram running every 60 seconds at rush hour (however Istanbul's line T1, with a minimum headway of two minutes, probably carries more passengers – 265,000 per day). Bucharest and Belgrade ran a regular service from 1894. Ljubljana introduced its tram system in 1901 – it closed in 1958. In Australia there were electric systems in Sydney, Newcastle, Broken Hill, Geelong, Ballarat, Bendigo, Brisbane, Adelaide, Perth, Kalgoorlie, Laverton, Hobart and Launceston. By the 1970s, the only tramway system remaining in Australia was the extensive Melbourne system other than a few single lines remaining elsewhere: the Glenelg Tram, connecting Adelaide to the beachside suburb of Glenelg, and tourist trams in the Victorian Goldfields cities of Bendigo and Ballarat. An unusual line that operated from 1889 to 1896 connected Box Hill, then an outer suburb of Melbourne, to Doncaster, then a favoured picnic spot but now a dormitory suburb. In recent years the Melbourne system, generally recognised as one of the largest in the world, has been considerably moderrnised and expanded. The Adelaide line has also been extended to the Entertainment Centre, and there are plans to expand further. In 1904 trams were put into operation in Hong Kong. The Hong Kong Tramway is still in operation today and uses double-decker trams exclusively. Gas trams In the late 19th and early 20th centuries a number of systems in various parts of the world employed trams powered by gas, naphtha gas or coal gas in particular. Gas trams are known to have operated between Alphington and Clifton Hill in the northern suburbs of Melbourne, Australia (1886–1888); in Berlin and Dresden, Germany; in Estonia (1920s–1930); between Jelenia Góra, Cieplice, and Sobieszów in Poland (from 1897); and in the UK at Lytham St Annes, Neath (1896–1920), and Trafford Park, Manchester (1897–1908). On 29 December 1886 the Melburnian newspaper The Argus reprinted a report from the San Francisco Bulletin that Mr Noble had demonstrated a new ‘motor car’ for tramways 'with success'. The tramcar ‘exactly similar in size, shape, and capacity to a cable grip car’ had the ‘motive power’ of gas ‘with which the reservoir is to be charged once a day at power stations by means of a rubber hose’. The car also carried an electricity generator for ‘lighting up the tram and also for driving the engine on steep grades and effecting a start’. Comparatively little has been published about gas trams. However, research on the subject was carried out for an article in the October 2011 edition of "The Times", the historical journal of the Australian Association of Timetable Collectors. A tram system powered by compressed gas was due to open in Malaysia in 2012, but as at January 2013 there was no evidence of anything having happpened, in fact news about the project appeared to have dried up. Design Low floor The latest generation of light rail vehicles is of partial or fully low-floor design, with the floor 300 to 360 mm (11.8 to 14.2 in) above top of rail, a capability not found in older vehicles. This allows them to load passengers, including those in wheelchairs, directly from low-rise platforms that are not much more than raised footpaths/sidewalks. This satisfies requirements to provide access to disabled passengers without using expensive wheelchair lifts, while at the same time making boarding faster and easier for other passengers. Various companies have developed particular low-floor designs, varying from part-low-floor (with internal steps between the low-floor section and the high-floor sections over the bogies), e.g. Citytram and Siemens S70, to 100% low-floor, where the floor passes through a corridor between the drive wheels, thus maintaining a relatively constant (stepless) level from end to end of the tram. Prior to the introduction of the Škoda ForCity, this carried the mechanical penalty of requiring bogies to be fixed and unable to pivot (except for less than 5 degrees in some trams) and thus reducing curve negotiation. This creates undue wear on the tracks and wheels. Passengers appreciate the ease of boarding and alighting from low-floor trams and moving about inside 100% low-floor trams. Passenger satisfaction with low-floor trams is high. Low-floor trams are now running in many cities around the world, including Amsterdam, Dublin, Hiroshima, Houston, Istanbul, Melbourne, Milan, Prague, Riga, Strasbourg, Vienna, Zagreb, Helsinki and Zürich. Ultra low floor The Ultra Low Floor or (ULF) tram is a type of low-floor tram operating in Vienna, Austria and Oradea, Romania, with the lowest floor-height of any such vehicle. In contrast to other low-floor trams, the floor in the interior of ULF is at sidewalk height (about 18 cm or 7 inches above the road surface), which makes access to trams easy for passengers in wheelchairs or with baby carriages. This configuration required a new undercarriage. The axles had to be replaced by a complicated electronic steering of the traction motors. Auxiliary devices are installed largely under the car’s roof. Articulated Articulated trams, invented and first used by the Boston Elevated Railway in 1912–13 at a total length of about twelve meters long (40 ft) for each pioneering example of twin-section articulated tram car, have two or more body sections, connected by flexible joints and a round platform at their pivoting midsection(s). Like articulated buses, they have increased passenger capacity. In practice, these trams can be up to 53 metres (174 ft) long (such as in Budapest, Hungary), while a regular tram has to be much shorter. With this type, the articulation is normally suspended between carbody sections. In the Škoda ForCity, which is the world's first 100% low floor tram with pivoting bogies, a Jacobs bogie supports the articulation between the two or more carbody sections. An articulated tram may be low-floor variety or high (regular) floor variety. Newer model trams may be up to 72 metres (236 ft) long and carry 510 passengers at a comfortable 4 passengers/m2. At crush loadings this would be even higher. Double decker Double decker trams were commonplace in Great Britain and Dublin Ireland before most tramways were torn up in the 1950s and 1960s. Hobart, Tasmania, Australia made extensive use of double decker trams. Arguably the most unusual double decker tram used to run between the isolated Western Australian outback village of Laverton and its small suburb of Gwalia. Double decker trams still operate in Alexandria, Blackpool and Hong Kong. Tram-train Tram-train operation uses vehicles such as the Flexity Link and Regio- Citadis, which are suited for use on urban tram lines and also meet the necessary indication, power, and strength requirements for operation on main-line railways. This allows passengers to travel from suburban areas into city-centre destinations without having to change from a train to a tram. It has been primarily developed in Germanic countries, in particular Germany and Switzerland. Karlsruhe is a notable pioneer of the tram-train. Non-commuter Cargo trams Since the 19th century goods have been carried on rail vehicles through the streets, often near docks and steelworks, for example the Weymouth Harbour Tramway in Weymouth, Dorset. Belgian vicinal tramway routes were used to haul timber and coal from Blégny colliery while in the USA several of the US interurbans carried freight. In Australia, three different "Freight Cars" operated in Melbourne between 1927 and 1977 and the city of Kislovodsk in Russia had a freight-only tram system consisting of one line which was used exclusively to deliver bottled Narzan mineral water to the railway station. Today, the German city of Dresden has a regular CarGoTram service, run by the world's longest tram trainsets (59.4 metres (195 ft)), carrying car parts across the city centre to its Volkswagen factory. In addition to Dresden, the cities of Vienna and Zürich currently use trams as mobile recycling depots. At the turn of the 21st century, a new interest has arisen in using urban tramway systems to transport goods. The motivation now is to reduce air pollution, traffic congestion and damage to road surfaces in city centres. One recent proposal to bring cargo tramways back into wider use was the plan by City Cargo Amsterdam to reintroduce them into the city of Amsterdam. In the spring of 2007 the city piloted this cargo tram operation, which among its aims aimed to reduce particulate pollution in the city by 20% by halving the number of lorries (5,000) unloading in the inner city during the permitted timeframe from 07:00 till 10:30. The pilot involved two cargo trams, operating from a distribution centre and delivering to a "hub" where special electric trucks delivered the trams' small containers to their final destination. The trial was successful, releasing an intended investment of €100 million in a fleet of 52 cargo trams distributing from four peripheral "cross docks" to 15 inner-city hubs by 2012. These specially built vehicles would be 30 feet (9.14 m) long with 12 axles and a payload of 30 tonnes (33.1 short tons; 29.5 long tons). On weekdays, trams are planned to make 4 deliveries per hour between 7 a.m. and 11 a.m. and two per hour between 11 a.m. and 11 p.m. With each unloading operation taking on average 10 minutes, this means that each site would be active for 40 minutes out of each hour during the morning rush hour. In early 2009 the scheme was suspended owing to the financial crisis impeding fund-raising. Hearse-tram Specially appointed hearse trams were used for funerals in Milan, Italy, from the 1880s (initially horse-drawn) to the 1920s. The main cemeteries, Cimitero Monumentale and Cimitero Maggiore, included funeral tram stations. Additional funeral stations were located at Piazza Firenze and at Porta Romana. In the mid-1940s at least one special hearse tram was used in Turin, Italy. It was introduced due to the wartime shortage of automotive fuel. Newcastle, NSW, Australia also operated two hearse trams between 1896 and 1948. Dog car In Melbourne a "dog car" was used between 1937 and 1955 for transporting dogs and their owners to the Royal Melbourne Showgrounds. Contractors' mobile offices Two former passenger cars from the Melbourne system were converted and used as mobile offices within the Preston Workshops between 1969 and 1974, by personnel from Commonwealth Engineering and ASEA who were connected with the construction of Melbourne's Z Class cars. Restaurant trams A number of systems have introduced restaurant trams, particularly as a tourist attraction. This is specifically a modern trend. Inter alia, tram systems which have or have had restaurant trams include: Adelaide, Australia; Bendigo, Australia; Brussels, Belgium, Christchurch, New Zealand, (currently suspended pending post earthquake infrastructure assessment); Melbourne, Australia; Milan, Italy; Moscow, Russia; Turin, Italy; Zürich, Switzerland. These type of vehicles are particularly popular in Melbourne where three of the iconic "W" class trams have been converted to restaurant trams. All three often run in tandem and there are usually different sittings for meals. Bookings often close months in advance. Bistro trams with buffets operate between Krefeld and Düsseldorf in Germany, while Helsinki in Finland has a pub tram. Frankfurt, Germany has a tourist circle line called "Ebbelwei-Express", in which the traditional local drink "Apfelwein" is served. Mobile Libary Service in Munich Somekind famous, a Munich Tram, Number 24, delivered 1912, was refurnished to a mobile library in 1928 and used as "Städtischen Wanderbücherei München" in public library service for about 40 years till 1970. The library car and train was preserved and is nowadays on public display in a railway museum in Hannover. Maybe one-of-a-kind, as it isn't known if there is or was another train or, as here, tram library worldwide. Nursery tramway in Warsaw After World War Two, in both Warsaw and Wrocław, Poland, so-called tramways-nurseries were in operation, collecting children from the workplaces of their parents (often tram employees). These mobile nursuries either carried the children around the system or delivered them to the nursery school run by transport company. Work Trains and others Most systems had cars that were converted to specific uses on the system, other than simply the carriage of passengers. As just one example, the Melbourne system used or uses the following "technical" cars : a Ballast Motor, Ballast Trailers, a Blow Car, Breakdown Cars, Conductors and/or Drivers' Instruction Cars, a Laboratory Testing Car, a Line Marking Car, a Pantograph Testing Car, Per Way Locomotives, Rail Grinders, a Rail Hardner Loco., a Scrapper Car, Scrubbers, Sleeper Carriers, Track Cleaners, a Welding Car, a Wheel Transport Car and a Workshops Locomotive. Advertising Many systems have passenger carrying vehicles with all-over advertising on the exterior and/or the interior. Toy Trains are delivered for collectors and children, or delivered and build by themselves out of cardboard. Tramway operation There are two main types of Tramways, the classic tramway build in the early 20th century with the tram system operating in mixed traffic and the later type which is most often associated with the tram system having its own right of way. Tram systems that have their own right of way are often called Light Rail but this does not always hold true. Though these two systems differ in their operation their equipment is much the same. Infrastructure and equipment Tram stop Controls Track Power supply Ground-level power supply Conduit current collection Tram and light-rail transit systems around the world Throughout the world there are many tram systems; some dating from the late 19th or early 20th centuries. However a large number of the old systems were closed during the mid-20th century because of such perceived drawbacks as route inflexibility and maintenance expense. This was especially the case in North American, British, French and other West European cities. Some traditional tram systems did however survive and remain operating much as when first built over a century ago. In the past twenty years their numbers have been augmented by modern tramway or light rail systems in cities that had discarded this form of transport. Popularity Tramways with tramcars ( British English) or street railways with streetcars (American English) were common throughout the industrialised world in the late 19th and early 20th centuries but they had disappeared from most British, Canadian, French and US cities by the mid-20th century. By contrast, trams in parts of continental Europe continued to be used by many cities, although there were contractions in some countries, including the Netherlands. Since 1980 trams have returned to favour in many places, partly because their tendency to dominate the roadway, formerly seen as a disadvantage, is now considered to be a merit. New systems have been built in the United States, Great Britain, Ireland, France and many other countries. In Milan, Italy, the old " Ventotto" trams are considered by its inhabitants a "symbol" of the city. Largest tram systems The five largest tram networks in the world by track length are; Melbourne, Australia (250 km (160 mi)), St. Petersburg (240 km (150 mi)), Berlin (190 km (120 mi)), Moscow (181 km (112 mi)) and Vienna (172 km (107 mi)). The longest single tram line in the world is the Belgian Coast Tram, which runs almost the entire length of the Belgian coast. Other large systems include (but not limited to), Amsterdam, Brussels, Bucharest, Budapest, Kiev, Leipzig, Milan, Prague, the Silesian Interurbans, Toronto, Turin, Warsaw, Zagreb and Zurich. Before its decline the BVG in Berlin operated a very large network with 634 km of route. The largest tram system ever with 857 km existed in Buenos Aires before the 1960s. During a period in the 1980s the world's largest tram system was in Leningrad, USSR, being included in Guinness World Records. Until the system started to be converted to trolleybus (and later bus) in the 1930s, the first-generation London network was also one of the world's largest, with 526 km (327 mi) of route in 1934. While the largest streetcar network in the world used to be located in Chicago, with over 850 kilometres (530 mi) of track, all of it was converted to bus service by the late 1950s. Asia Tramway systems were well established in the Asian region at the start of the 20th century, but started a steady decline during the mid to late 1930s. The 1960s marked the end of its dominance in public transportation with most major systems closed and the equipment and rails sold for scrap; however, some extensive original lines still remain in service in Hong Kong and Japan. In recent years there has been renewed interest in the tram with modern systems being built in Japan, the Philippines, and South Korea. Trams still operate in Calcutta, India. Trams were discontinued in Bombay, India in 1960. There were Trolley Buses also in Bombay (now called Mumbai), the last of which operated between Mazagon and Grant Road, which was discontinued in the late 1970s. The Northern and Central areas of the City of Colombo in SriLanka had an electric Tram Car system (42" Gauge). This system commenced operations about 1900 and was discontinued by 1960. The original operator was the Colombo Electric Tram Car and Lighting Company Ltd. (represented by Boustead Brothers), and after an infamous Tram Car Strike, the Colombo Municipal Council took over operations. Subsequently, the tram car system was phased out. Other countries with discontinued tram systems include Malaysia, Thailand, Pakistan and Vietnam. However, a tram system is planned for construction in Gwadar, Pakistan where construction started in late 2011. In China the cities of Beijing, Zhuhai, Nanjing and Shenzhen are planning tram networks for the future. The first Japanese tram line was inaugurated in 1895 as the Kyoto Electric Railroad. The tram reached its zenith in 1932 when 82 rail companies operated 1,479 kilometers of track in 65 cities. The tram declined in popularity through the remaining years of the 1930s, a trend that was accelerated by the damage of the War and continued through the Occupation and rebuilding years. During the 1960s many of the remaining operational tramways were shut down and dismantled in favour of auto, bus, and rapid rail service; however, when one compares the number of operational lines that survived this era to their American counterparts, they can be defined as quite extensive. Europe In many European cities much tramway infrastructure was lost in the mid-20th century, though not always on the same scale as in other parts of the world such as North America. Most of Eastern Europe retained tramway systems until recent years but some cities are now reconsidering their transport priorities. In contrast, some Western European cities are rehabilitating, upgrading, expanding and reconstructing their old tramway lines. Many Western European towns and cities are also building new tramway lines. North America In North America, trams are generally known as "streetcars" (or sometimes as "trolleys"); the term tram is more likely to be understood as a tourist trolley, an aerial tramway, or a people-mover. In most North American cities, streetcar lines were largely torn up in the mid-20th century for a variety of financial, technological and social reasons, mainly as a result of the Great American Streetcar Scandal. Exceptions included Boston, New Orleans, Newark, Philadelphia (with a much shrunken network), Pittsburgh, San Francisco, Cleveland, and Toronto. Pittsburgh had kept most of its streetcar system serving the city and many suburbs until severe cutbacks on 27 January 1967, making it the longest-lasting large-network US streetcar system. In a trend started in the 1980s, some American cities have brought back streetcars, examples of these being Memphis, Portland, Tampa, Little Rock, Seattle and San Diego. Portland revived its streetcar system in 1986. More recently, Portland received over $23 million in federal funding to enhance transportation connections throughout this Oregon city. Overall, the streetcar project costs were over $148 million, and a new 3.3-mile route was the most expensive streetcar expansion in US history. Oregon Iron Works, the only US company currently producing a modern streetcar, holds a contract valued at over $19 million with the city of Portland. The project is behind schedule, as only one of the five streetcars has been delivered. Several additional cities, such as Washington DC, Tucson, Detroit and Sacramento are planning or proposing new streetcar systems. In the late 20th century, several cities installed light rail systems, in part along the same corridors as the old streetcars. Toronto currently has the largest streetcar system in the Americas in terms of track length and ridership, operated by the Toronto Transit Commission. This is the only large-scale streetcar system existing in Canada, not including the light rail systems that some Canadian cities currently operate, or heritage streetcar lines operating only seasonally. Toronto's system uses Canadian Light Rail Vehicles and Articulated Light Rail Vehicles, after a history of using PCCs, Peter Witt cars, and horse-drawn carriages. The TTC has ordered a fleet of Bombardier's Flexity Outlook (also used in some European tram systems) as a replacement, and is in acceptance testing as of Fall 2012. Streetcars once existed in Edmonton and Calgary, but both Canadian cities have since converted their systems to support light rail vehicles instead. Streetcars also once existed in Ottawa, Montreal, Kitchener, Hamilton, Kingston and Peterborough. Some of these cities have restored their old streetcars and run them as a heritage feature for tourists, such as the Vancouver Downtown Historic Railway. Oceania In Australia, trams are used extensively only in Melbourne, and to a lesser extent, Adelaide, all other major cities having largely dismantled their networks by the 1970s. Sydney reintroduced its tram in 1997 as a modern system ( Metro Light Rail), while Ballarat reintroduced their trams as a heritage system. Bendigo had a heritage system for a while which has recently been upgraded to a simple public transport system through an increase in frequency. A distinctive feature of many Australian trams was the early use of a lowered central section between bogies (wheel-sets). This was intended to make passenger access easier, by reducing the number of steps required to reach the inside of the vehicle. It is believed that the design first originated in Christchurch, New Zealand, in the first decade of the 20th century. Cars with this design feature were frequently referred to as "drop-centres". Trams for Christchurch and Wellington built in the 1920s with an enclosed section at each end and an open-sided middle section were also known as boon cars, but did not have the drop-centre. Trams built since the 1970s have had conventional high or low floors. New Zealand's last public transport tramway system, that of Wellington, closed in 1966. Christchurch however subsequently reintroduced heritage trams over a new CBD route, but the overhead wiring plus some track was damaged by the earthquake of 2011 and reintroduction of the system is currently tied into the debates about what form the city should take in the future. Auckland has recently introduced heritage trams into the Wynyard area, near the CBD using former Melbourne trams as no operable former Auckland cars are believed to exist. A heritage line exists in Queen Elizabeth Park on the Kapiti Coast, running through open countryside. South America Buenos Aires in Argentina had once one of the most extensive tramway networks in the world with over 857 km (535 mi) of track, most of it dismantled during the 1960s in favour of bus transportation. Now slowly coming back, the 2 km Puerto Madero Tramway running in the Puerto Madero district is spearheading the move with extensions to Retiro station and La Boca in the planning stages. Another line, the PreMetro line E2 system feeding the Line E of the Buenos Aires Subway has been operating for the past few years on the outskirts of Buenos Aires, and a unique leisure " Tren de la Costa", an artery that stretches for 15 kilometres by the River Plate, from Olivos to the village of Tigre has also been running in Buenos Aires. Also in the city Mendoza, in Argentina, a new tramway system is in construction, the Metrotranvía of Mendoza, which will have a route of 12.5 km and will link five districts of the Greater Mendoza conurbation. The opening of the system is scheduled for August 2011. In Medellín, Colombia, there is a tram line under construction and the opening schedule is for December 2011. Bogota, Colombia used to have a very extensive tram system until the violent events of the Bogotazo in 1948. Pros and cons of tram systems All transit services, except personal rapid transit, involve a trade-off between speed and frequency of stops. Services that stop frequently have a lower overall speed, and are therefore less attractive for longer trips. Metros, light rail, monorail, and bus rapid transit are all forms of rapid transit, which generally signifies high speed and widely spaced stops. Trams are often used as a form of local transit, making frequent stops. Thus, the most meaningful comparison of advantages and disadvantages is with other forms of local transit, primarily the local bus. Advantages Steel wheels on steel track create about one-seventh as much friction as rubber tyres on bitumen, thus creating dramatically less pollution when carrying the same load. Unlike omnibuses, but like trolleybuses, (electric) trams give off no exhaust emissions at point of use. Most trams can be driven from either end (the major exception being the PCC car used in North America). This means that the infrastructure needed at termini can be quite simple. In comparison, trolleybuses usually require loops that take up much space, and omnibuses often travel over a circular route at termini thus doing damage to more roads, as well as being confusing to potential passengers. Compared to motorbuses the noise of trams is generally perceived to be less disturbing. However, the use of solid axles with wheels fixed to them causes slippage between wheels and tracks when negotiating curves. This produces a characteristic squeal. They can use overhead wire set to be shared with trolleybuses (a three wire system). The existence of a fixed route gives people confidence in the robustness and long-term future of the system, allowing them to rely on it and build their lifestyles around it. A bus route could be cancelled at any time, but a tram line is far less likely to close down. Some trams can adapt to the number of passengers by adding more cars during rush hour (and removing them during off-peak hours). No additional driver is then required for the trip in comparison to buses. In general, trams provide a higher capacity service than buses. Multiple entrances allow trams to load faster than suburban coaches, which tend to have a single entrance. This, combined with swifter acceleration and braking, lets trams maintain higher overall speeds than buses, if congestion allows. The trams' stops in the street are easily accessible, unlike stations of subways and commuter railways placed underground (with several escalators, stairways etc.) or in the outskirts of the city centre. Rights-of-way for trams are narrower than for buses. This saves valuable space in cities with high population densities and/or narrow streets. Trams can trackshare with mainline railways, servicing smaller towns without requiring special track as in Stadtbahn Karlsruhe and at greater speed than buses. Passenger comfort is normally superior to buses because of controlled acceleration and braking and curve easement. Rail transport such as used by trams provides a smoother ride than road use by buses. Because the tracks are visible, it is easy for potential riders to know where the routes are. Because trams run on rails, the ride is far more comfortable than that of a rubber-tyred bus. Blemishes in the road surface are far less noticeable. Vehicles run more efficiently and overall operating costs are lower. Trams can run on renewable electricity without the need for very expensive and short life batteries. Consistent market research and experience over the last 50 years in Europe and North America shows that car commuters are willing to transfer some trips to rail-based public transport but not to buses. Typically light rail systems attract between 30 and 40% of their patronage from former car trips. Rapid transit bus systems attract less than 5% of trips from cars, less than the variability of traffic. Disadvantages Tram infrastructure (such as island platforms) occupies urban space at ground-level, sometimes to the exclusion of other users. The capital cost is higher than for buses, even though a tramcar usually has a much longer lifetime than a bus. One study concluded that it would cost less to buy new fuel efficient cars for the low income riders of light rail who do not have cars than it does to subsidize light rail. However, others assert the study was "poorly researched and analytically deficient" or otherwise deficient. Trams can cause speed reduction for other transport modes (buses, cars) when stops in the middle of the road do not have pedestrian refuges, as in such configurations other traffic cannot pass whilst passengers alight or board the tram. When operated in mixed traffic, trams are more likely to be delayed by disruptions in their lane. Buses, by contrast, can sometimes manoeuver around obstacles. Opinions differ on whether the deference that drivers show to trams—a cultural issue that varies by country—is sufficient to counteract this disadvantage. Tram tracks can be hazardous for cyclists, as bikes, particularly those with narrow tyres, may get their wheels caught in the track grooves. It is possible to close the grooves of the tracks on critical sections by rubber profiles that are pressed down by the wheelflanges of the passing tram but that cannot be lowered by the weight of a cyclist. If not well-maintained, however, these lose their effectiveness over time. When wet, tram tracks tend to become slippery and thus dangerous for bicycles and motorcycles, especially in traffic. In some cases, even cars can be affected. Steel wheel trams are noisier than rubber-wheeled buses or trolleybuses when cornering if there are no additional measures taken (e.g. greasing wheel flanges, which is standard in new-built systems). In older trams, the wheels are fixed onto axles so they have to rotate together, but going around curves, one wheel or the other has to slip, and that causes loud unpleasant squeals. A related improvement is rubber isolation between the wheel disc and the rim, as used on Boston (Massachusetts, US) Green Line 3400 and 3600 series cars. These cars are much quieter than those with solid metal wheels. (This construction requires a flexible cable to electrically connect the tire to the wheel body.) Trams usually have less effective suspension systems than buses, which tends to negate the ride quality benefits of steel rails. The opening of new tram and light rail systems has sometimes been accompanied by a marked increase in car accidents, as a result of drivers' unfamiliarity with the physics and geometry of trams. Though such increases may be temporary, long-term conflicts between motorists and light rail operations can be alleviated by segregating their respective rights-of-way and installing appropriate signage and warning systems. Rail transport can expose neighbouring populations to moderate levels of low-frequency noise. However, transportation planners use noise mitigation strategies to minimize these effects. Most of all, the potential for decreased private motor vehicle operations along the trolley's service line because of the service provision could result in lower ambient noise levels than without. In the event of a breakdown or accident, or even roadworks and maintenance, a whole section of the tram network can be blocked. Buses and trolleybuses can often get past minor blockages, although trolleybuses are restricted by how far they can go from the wires. Conventional buses can divert around major blockages as well, as can most modern trolleybuses that are fitted with auxiliary engines or traction batteries. The tram blockage problem can be mitigated by providing regular crossovers so a tram can run on the opposite line to pass a blockage, although this can be more difficult when running on road sections shared with other road users or when both tracks happen to be blocked. On extensive networks diversionary routes may be available depending on the location of the blockage. Breakdown related problems can be reduced by minimising the situations where a tram would be stuck on route, as well as making it as simple as possible for another tram to rescue a failed one. The most nowadays advantage of tram – the other road(secluded paths to avoid traffic), which often cannot be crossed by other vehicles(by law, or physical lacking of the other path) can be achieved nowadays in other ways, sometimes cheaper for the whole new system like ULTra or sometimes just by secluded bus roads, with petrol/gas or electric buses(in this case even some commuters like Paris and BHNS (fr. Bus àHaut Niveau de Service, eng. High Level Service Bus) ordered buses looking similar to new trams, e.g. Solaris Urbino 18 Hybrid MetroStyle). In popular culture Dziga Vertov's experimental 1929 film Man with a Movie Camera includes shots of trams (at 10 and 42 minutes). The Rev W. Awdry wrote about GER Class C53 called Toby the Tram Engine, which starred his The Railway Series with his faithful coach, Henrietta. A Streetcar Named Desire (play) A Streetcar Named Desire (1951 film) Black Orpheus (1959), of which the main male character Orfeu is a tram driver in Rio de Janeiro's tram system. Toonerville Folks comic strip (1908–55) by Fontaine Fox featuring the "Toonerville Trolley that met all the trains." The children's TV show Mister Rogers' Neighbourhood featured a trolley. The central plot of the film Who Framed Roger Rabbit involves Judge Doom, the villain, dismantling the streetcars of Los Angeles. " The Trolley Song" in the film Meet Me in St. Louis received an Academy Award nomination. The 1944 World Series was also known as the "Streetcar Series". Malcolm (film), an Australian film about a tram enthusiast who uses his inventions to pull off a bank heist. Luis Buñuel filmed La Ilusión viaja en tranvía (English: Illusion Travels by Streetcar) in Mexico in 1953. In Akira Kurosawa's film Dodesukaden a mentally ill boy pretends to be a tram conductor. The Stompin' Tom Connors song "To It And At It" mentions a man who "can't afford the train, he's sittin' on a streetcar, but he's eastbound just the same." The predominance of trams (trolleys) gave rise to the disparaging term trolley dodger for residents of the borough of Brooklyn in New York City. That term, shortened to "Dodger" became the nickname for the Brooklyn Dodgers (now the Los Angeles Dodgers). Jens Lekman has a song titled "Tram No. 7 to Heaven", a reference to line 7 of the Gothenburg tram which passes through his native borough of Kortedala. The band Beirut has a song titled "Fountains and Tramways" on the EP Pompeii. The Elephant Will Never Forget, an 11-minute film made in 1953 by British Transport Films to celebrate the London tram network at the time of the last few days of its operation. A W-class tram was used at the opening ceremony of the 2006 Commonwealth Games in Melbourne. The Full Monty, set in Sheffield, managed to squeeze a tram passing in the background into three scenes. 2009 Thomas Haggerty composed and produced 'Tram' generations 1, 2 and 3 for the popular group TRAM. A collaboration between John Ward and Elizabeth Harrod: "a great tram." In Chrome Shelled Regios, trams are being used in the Academy City Zuelni. Trams feature in the opening credits of the world's longest running TV soap opera Coronation Street, set in a fictional suburb of Greater Manchester. A Blackpool tram killed one of the main characters in 1989 and the most recent faked accident involved a tram (modelled on the Manchester Metrolink) careering off a viaduct into the set in 2009. In the news In the Tottenham Outrage in 1909, two armed robbers hijacked a tram and were chased by the police in another tram. On 7 June 1926 Catalan architect Antoni Gaudí was knocked down by a Barcelona tram and subsequently died. In scale modelling Model trams are popular in HO scale (1:87) and O scale (1:48 in the US and generally 1:43,5 and 1:45 in Europe and Asia). They are typically powered and will accept plastic figures inside. Common manufacturers are Roco and Lima, with many custom models being made as well. The German firm Hödl and the Austrian Halling specialize in 1:87 scale. In the US, Bachmann Industries is a mass supplier of HO trams and kits. Bowser Manufacturing has produced white metal models for over 50 years. There are many boutique vendors offering limited run epoxy and wood models. At the high end are highly detailed brass models which are usually imported from Japan or Korea and can cost in excess of $500. Many of these run on 16.5 mm (0.650 in) gauge track, which is correct for the representation of 4 ft 8 1⁄2 in (1,435 mm) (standard gauge) in HO scale as in US and Japan, but incorrect in 4 mm (1:76.2) scale, as it represents 4 ft 8 1⁄2 in (1,435 mm). This scale/gauge hybrid is called OO scale. O scale trams are also very popular among tram modellers because the increased size allows for more detail and easier crafting of overhead wiring. In the US these models are usually purchased in epoxy or wood kits and some as brass models. The Saint Petersburg Tram Company produces highly detailed polyurethane non-powered O Scale models from around the world which can easily be powered by trucks from vendors like Q-Car. In the US, one of the best resources for model tram enthusiasts is the East Penn Traction Club of Philadelphia. It is thought that the first example of a working model tramcar in the UK built by an amateur for fun was in 1929, when Frank E. Wilson created a replica of London County Council Tramways E class car 444 in 1:16 scale, which he demonstrated at an early Model Engineer Exhibition. Another of his models was London E/1 1800, which was the only tramway exhibit in the Faraday Memorial Exhibition of 1931. Together with likeminded friends, Frank Wilson went on to found the Tramway & Light Railway Society in 1938, establishing tramway modelling as a hobby. Types
5064	dbpedia	2	58	https://press.siemens.com/global/en/news/siemens-mobility-equips-trains-finland-ato-and-etcs-initial-testing	en	Siemens Mobility equips trains in Finland with ATO and ETCS for initial testing	https://assets.new.sieme…024/IMG-2682.JPG	https://assets.new.sieme…024/IMG-2682.JPG	[ "https://press.siemens.com/profiles/c2_base/modules/c2cms_instance_logo/assets/sag-logo.png", "https://press.siemens.com/profiles/c2_base/modules/c2cms_instance_logo/assets/blank.gif" ]	[]	[]	[ "" ]	null	[]	null	Siemens Mobility and Finnish rolling stock owner company Pääkaupunkiseudun Junakalusto Oy have agreed to test the European Train Control System ETCS ...	en	/global/profiles/sag_press/themes/sag_press_theme/favicon.ico		https://press.siemens.com/global/en/news/siemens-mobility-equips-trains-finland-ato-and-etcs-initial-testing	Please use another Browser It looks like you are using a browser that is not fully supported. Please note that there might be constraints on site display and usability. For the best experience we suggest that you download the newest version of a supported browser: Internet Explorer, Chrome Browser, Firefox Browser, Safari Browser
5064	dbpedia	3	43	https://www.masstransitmag.com/rail/press-release/11140304/teknoware-oy-finland-teknoware-involved-strongly-in-major-finland-domestic-rail-transport-projects	en	Finland: Teknoware Involved Strongly in Major Finland Domestic Rail Transport Projects	https://img.masstransitm…000&w=1200&h=627	https://img.masstransitm…000&w=1200&h=627	[ "https://img.masstransitmag.com/files/base/cygnus/mass/image/static/logo/site_logo.png?auto=format,compress&fit=fill&fill=solid&height=35", "https://img.masstransitmag.com/files/base/cygnus/mass/image/2012/08/teknoware-logo1_10758061.png?auto=format,compress&fit=fill&pad=5&fill-color=white&q=45&h=139&height=139&w=250&width=250", "https://img.masstransitmag.com/files/base/cygnus/mass/image/2012/03/caflogo_10682883.png?auto=format,compress&fit=fill&pad=5&fill-color=white&q=45&h=139&height=139&w=250&width=250", "https://img.masstransitmag.com/files/base/cygnus/mass/image/2024/08/66be169a188f471e1210724c-cta_rle_103stationrendering.png?auto=format,compress&fit=fill&fill-color=white&q=45&h=139&height=139&w=250&width=250", "https://img.masstransitmag.com/files/base/cygnus/mass/image/2024/08/66be184f1c4b392290f4a15f-190927_embarc_station_stock_30.png?auto=format,compress&fit=fill&fill-color=white&q=45&h=139&height=139&w=250&width=250", "https://img.masstransitmag.com/files/base/cygnus/mass/image/2024/08/66bd6bd91c4b3975ccf49d37-20240814amxusnewscaltrainauctionoffuseddiesel1sj.png?auto=format,compress&fit=fill&fill-color=white&q=45&h=139&height=139&w=250&width=250", "https://img.masstransitmag.com/files/base/cygnus/mass/image/static/logo/site_logo.png?auto=format,compress&fit=fill&fill=solid&height=45", "https://www.masstransitmag.com/images/corporate_logo.png" ]	[]	[]	[ "" ]	null	[ "Merja Vilkman" ]	2013-09-03T00:00:00	Teknoware Oy has been selected by HKL (Helsinki City Transport) to supply interior lighting solutions for the new Artic generation of city trams and for the new Helsinki metro...	en	https://img.masstransitmag.com/files/base/cygnus/mass/image/uploads/1623769549390-favicon.ico	Mass Transit	https://www.masstransitmag.com/rail/press-release/11140304/teknoware-oy-finland-teknoware-involved-strongly-in-major-finland-domestic-rail-transport-projects	Teknoware Oy has been selected by HKL (Helsinki City Transport) to supply interior lighting solutions for the new Artic generation of city trams and for the new Helsinki metro trains. Teknoware is also supplying the lighting for VR's new double decker ERd restaurant coaches. All of the products for these projects will be produced at Teknoware's factory in Lahti. The company has had long-term customer relations with the domestic supplier of the new trams and ERd railway coaches Transtech, as well as the Spanish metro carriage supplier CAF. LED interior lighting for new Artic tram line Teknoware will implement the interior lighting in 40 Artic trams using LEDs. Each car will be lit with two direct and two indirect lines of lights. Special attention has been paid to energy efficiency in the lighting, which is achieved through an active dimming function, where a control unit adjusts the brightness of the interior lighting of the vehicle by means of sensors according to external lighting conditions. Lighting deliveries will begin in 2015 and end in 2018. The new Artic tram models with low floors for easy access will start operating in autumn this year with two trams. The first test run was made with passengers on Aug. 12. Light ceiling for ERd restaurant coaches Teknoware will supply LED light ceilings for the downstairs of the new double-deck restaurant coaches for the VR (Finnish State Railways) trains, and LED active dimming lighting lines and spot lights for the upstairs of the coaches. The light ceiling can be adjusted to four different lighting levels. Deliveries for the interior lighting for 26 restaurant coaches began this year in August and will continue until the end of 2015. The appearance of the carriages follows VR's green visual image. Modern LED light line supplied for new CAF (Construcciones y Auxiliar de Ferrocarriles S.A.) metro trains Teknoware will supply continuous LED light lines for 20 new Helsinki metro trains. The light lines will illuminate the aisles of the coaches in addition to the advertising signs on the walls. The design of the new light line requires a wide range of expertise in both electronics and optics so that the lighting is distributed evenly between the aisles and the advertising signs. The lighting deliveries for the project are scheduled for 2014 and 2015.
5064	dbpedia	2	5	https://www.railway-technology.com/projects/kalasatama-pasila-tramway-finland/	en	Kalasatama-Pasila Tramway, Finland	https://www.railway-tech…mway-Project.jpg	https://www.railway-tech…mway-Project.jpg	[ "https://www.railway-technology.com/wp-content/uploads/sites/13/2017/10/RT.png", "https://www.railway-technology.com/wp-content/themes/goodlife-wp-B2B/assets/img/icons/chevron-down-purple.svg", "https://www.railway-technology.com/wp-content/uploads/sites/13/2024/03/Image-1-Kalasatama-Pasila-Tramway-Project.jpg", "https://www.railway-technology.com/wp-content/uploads/sites/13/2024/03/Image-2-Kalasatama-Pasila-Tramway-Project.jpg", "https://www.railway-technology.com/wp-content/uploads/sites/13/2024/03/Image-3-Kalasatama-Pasila-Tramway-Project.jpg", "https://www.railway-technology.com/wp-content/uploads/sites/13/2024/03/Image-4-Kalasatama-Pasila-Tramway-Project.jpg", "https://www.railway-technology.com/wp-content/uploads/sites/13/2024/03/Image-5-Kalasatama-Pasila-Tramway-Project.jpg", "https://www.railway-technology.com/wp-content/uploads/sites/13/2024/03/Image-6-Kalasatama-Pasila-Tramway-Project.jpg", "https://www.railway-technology.com/wp-content/themes/goodlife-wp-B2B/images/WhitePaper_Default_icon.png", "https://www.railway-technology.com/wp-content/themes/goodlife-wp-B2B/images/WhitePaper_Default_icon.png", "https://www.railway-technology.com/wp-content/themes/goodlife-wp-B2B/images/BuyersGuide_icon.png", "https://www.railway-technology.com/wp-content/themes/goodlife-wp-B2B/images/BuyersGuide_icon.png", "https://www.railway-technology.com/wp-content/themes/goodlife-wp-B2B/images/WhitePaper_Default_icon.png", "https://www.railway-technology.com/wp-content/themes/goodlife-wp-B2B/images/WhitePaper_Default_icon.png", "https://www.railway-technology.com/wp-content/themes/goodlife-wp-B2B/images/BuyersGuide_icon.png", "https://www.railway-technology.com/wp-content/themes/goodlife-wp-B2B/images/BuyersGuide_icon.png", "https://www.railway-technology.com/wp-content/uploads/sites/13/2024/08/PXL_20240812_132009794-1024x576.jpg", "https://www.railway-technology.com/wp-content/uploads/sites/13/2024/08/shutterstock_2445260951.jpg", "https://www.railway-technology.com/wp-content/uploads/sites/13/2024/08/Climate-Action-Plan-Image_cropped-1024x576.jpg", "https://www.railway-technology.com/wp-content/uploads/sites/13/2024/08/Shutterstock_1753547027-1024x576.jpg", "https://www.railway-technology.com/wp-content/themes/goodlife-wp-B2B/assets/images/icons/catfish-icon.svg", "https://www.railway-technology.com/wp-content/uploads/sites/13/2017/10/RailwayTechnology_footer.png", "https://www.railway-technology.com/code/wp-content/themes/goodlife-wp-B2B/assets/img/icons/linkedin_icon_w.svg", "https://www.railway-technology.com/code/wp-content/themes/goodlife-wp-B2B/assets/img/icons/twitter_icon_w.svg", "https://www.railway-technology.com/code/wp-content/themes/goodlife-wp-B2B/assets/img/icons/facebook_icon_w.svg", "https://www.railway-technology.com/code/wp-content/themes/goodlife-wp-B2B/assets/images/verdict-logo-w.png" ]	[]	[]	[ "" ]	null	[ "samatharenigunta" ]	2024-03-07T15:07:27+00:00	The Kalasatama-Pasila tramway expands the existing tram network in Helsinki, Finland, connecting the metro and local and long-distance trains.	en		Railway Technology	https://www.railway-technology.com/projects/kalasatama-pasila-tramway-finland/	The 4.5km Kalasatama-Pasila tramway is a much-anticipated expansion of the existing tram network in Helsinki, Finland. It will enable smooth connections to the metro and local and long-distance trains. The project is being developed by Helsinki City’s Helsinki Urban Environment Division and Metropolitan Area Transport (Paakaupunkiseudun Kaupunkiliikenne) with an estimated investment of €260m ($287m). The development phase of the project began in 2020, followed by the execution phase in 2021 and construction works in January 2022. Test runs are expected to start in 2024, following which the completed tramway will commence operations during the same year. The project will also enhance existing roadways as well as pedestrian and bicycle environments. Location and development details The Kalasatama-Pasila tramway is being developed in the Kalasatama region, a former port and industrial area that is currently being developed into a smart city. When the Kalasatama region development is completed in 2040, more than 10,000 jobs are expected to be created and 30,000 residents will live in the neighbourhood. The Kalasatama-Pasila tramway extension will provide a dependable public transport link unaffected by traffic jams, serving the entire Kalasatama region. It is expected to become one of the busiest lines on the tram network. Kalasatama–Pasila tramway details The Kalasatama-Pasila tramway project includes the construction of tram line 13 from Nihti through the centre of Kalasatama and Vallilanlaakso through the Makelankatu junction to Pasila and includes a balloon loop in Nihti. The tramway will primarily operate in the middle of the street, in its dedicated lane. Junonkatu and Leonkatu streets will be exceptions as they do not have dedicated tram lanes. The tramway will travel through a park in Vallilanlaakso. The distance between the tram stops will be around 525m. The typical tram speed in Helsinki is 14km/h, whereas the Kalasatama-Pasila tramway project aims for an average speed between 19km/h and 21km/h. The tramway’s Nihti terminal at Kalasatama will also feature a transfer link to the Crown Bridges light rail along with a connection to the Pasila tramline at the northern end. Construction details The Kalasatama-Pasila tramway project will include the construction of 11,989m of tracks, 25 tram stop shelters, 34 turnouts, 17 track crossings, 56km of cables and four power supply substations. The tramway tracks will be made up of a track superstructure, points and rail insulation, a rail groove dewatering system and noise insulation on the ground. The rails, rail mounting, electrical insulation of the rails, sleepers in between the tracks, and a slab track form the superstructure. A track gauge of 1,000mm is used and semi-sleepers are 750mm apart. 73,868m²(795,108ft²) of pile slabs, 121m of retaining wall, 928m of streets, a cycle superhighway, pedestrian walkways, cycle paths, bus stops and pedestrian bridges will be developed. Rolling stock details The Kalasatama-Pasila tramway project will initially operate with the existing Helsinki trams. It will adopt the new and bigger ForCity Smart Artic X54 light rail trams from 2027. The ForCity Smart Artic X54 light rail carriage is the Metropolitan Area’s first, with two-way control cabins and doors. The trains feature 34m-long carriages that are ecologically clean, energy-efficient, versatile and simple to maintain. Sustainability The Kalasatama-Pasila tramway project is being built to ensure a friendly urban environment, preserve biodiversity and embrace sustainable construction technologies. Its design, procurement and construction decisions are guided by Building Research Establishment Environmental Assessment Methodology infrastructure certification, which considers socioeconomic and environmental aspects. The goals of the carbon-neutral Helsinki 2035 action plan, which encourages the expansion of sustainable transport options, are met by the new tram route. In addition to using recycled furniture and stones, low-carbon concrete will be used for piling in the project. Civil Engineering Environmental Quality Assessment and Awards Scheme accreditation will be used to validate the sustainability initiatives. The project employs lifecycle assessment (LCA) for decision-making, aiming to select options with minimal environmental impact, considering technical requirements, functionality and maintainability. LCAs are conducted using one click LCA software, using data from soil mass and quantity tables as input. Contractors involved The project construction is being handled by two alliances: the Sorkan alliance comprising WSP Finland, Destia, Destia Rail and Sweco Infra & Rail, and the Karaatti alliance of GRK Suomi and AFRY Finland along with FLOU and landscape architects Nakyma as subcontractors. The project from the northern section of Hermannin Rantatie via Vallilanlaakso to Pasila is being engineered and constructed by GRK Suomi, a Finnish infrastructure company, and AFRY, a Swedish engineering, design and consultancy services provider. The project also includes conduit relocations and new construction by Joint Municipal Engineering Worksite (JMEWS) partners including Helen Sahkaverkko, Helsinki Region Environmental Services (HSY) and many other network operators.
5064	dbpedia	2	97	https://www.railforums.co.uk/threads/electrification-over-flat-crossings.191844/	en	Electrification over flat crossings			[ "https://www.railforums.co.uk/styles/railukforums/xenforo/logo.jpg", "https://www.railforums.co.uk/styles/railukforums/xenforo/logo.jpg", "https://www.railforums.co.uk/data/avatars/m/3/3859.jpg?1571672272", "https://www.railforums.co.uk/data/avatars/m/3/3859.jpg?1571672272", "https://www.railforums.co.uk/data/avatars/m/3/3859.jpg?1571672272", "https://www.railforums.co.uk/data/avatars/m/21/21695.jpg?1640106151", "https://www.railforums.co.uk/data/attachments/63/63984-236ebad7e528a9d0b2e548451ee3872e.jpg", "https://www.railforums.co.uk/data/attachments/63/63985-066dcca73456fca2abc262b382c61ec1.jpg", "https://www.railforums.co.uk/data/attachments/63/63986-6e94fe5d258b1573ab99ca69c410a178.jpg", "https://www.railforums.co.uk/data/avatars/m/21/21695.jpg?1640106151", "https://www.railforums.co.uk/data/avatars/m/21/21695.jpg?1640106151", "https://www.railforums.co.uk/data/avatars/m/23/23253.jpg?1655245584", "https://www.railforums.co.uk/data/avatars/m/26/26721.jpg?1507795839", "https://www.railforums.co.uk/data/avatars/m/26/26721.jpg?1507795839", "https://www.railforums.co.uk/data/avatars/m/11/11181.jpg?1591618312", "https://www.railforums.co.uk/proxy.php?image=https%3A%2F%2Fi.ibb.co%2FySBh6ZF%2FCrossing.jpg&hash=bd2508d628237f5733ebee2f04afa075", "https://www.railforums.co.uk/data/avatars/m/70/70479.jpg?1560725463", "https://www.railforums.co.uk/proxy.php?image=https%3A%2F%2Fi.ibb.co%2FySBh6ZF%2FCrossing.jpg&hash=bd2508d628237f5733ebee2f04afa075", "https://www.railforums.co.uk/data/avatars/m/32/32174.jpg?1507110587" ]	[]	[]	[ "" ]	null	[ "Aictos" ]	2019-09-09T06:07:48+00:00	One for those more versed in the workings of both 3rd rail and OHL but if both routes are electrified on both systems, how are they setup? I would have...	en		RailUK Forums	https://www.railforums.co.uk/threads/electrification-over-flat-crossings.191844/	One for those more versed in the workings of both 3rd rail and OHL but if both routes are electrified on both systems, how are they setup? I would have thought with 3rd rail you have gaps over the flat crossing but how would it work with OHL? I know Newark flat crossing has OHL but that is only on one route which is the ECML not the Lincoln to Nottingham route so how would they have OHL for this location if both routes were electrified at OHL? but at a junction you also have to keep the lined electrically separated. I tried to find a pic, but I mean component in the contact wire, with a v. sort if looks like <- There is a ceramic insulator separating the v from the 'hyphen' What is this called and anyone got a pic? In the example at Newark, I assume the Newark castle line would have a neutral section each side of the ECML. The circuit breaker on the train, which would be open because of the APC magnets, would mean it would not be drawing current as it went over the crossing. The brief time the pan was connected to the ECML, the circuit breaker would be open so no current could be drawn. ECML trains would draw current over the crossing. I think the rails would need to be electrically isolated over the crossing too. but at a junction you also have to keep the lined electrically separated. I tried to find a pic, but I mean component in the contact wire, with a v. sort if looks like <- There is a ceramic insulator separating the v from the 'hyphen' What is this called and anyone got a pic? In the example at Newark, I assume the Newark castle line would have a neutral section each side of the ECML. The circuit breaker on the train, which would be open because of the APC magnets, would mean it would not be drawing current as it went over the crossing. The brief time the pan was connected to the ECML, the circuit breaker would be open so no current could be drawn. ECML trains would draw current over the crossing. I think the rails would need to be electrically isolated over the crossing too. This is why I’ve spent the entire weekend mulling over if it’s possible or not. but at a junction you also have to keep the lined electrically separated. I tried to find a pic, but I mean component in the contact wire, with a v. sort if looks like <- There is a ceramic insulator separating the v from the 'hyphen' What is this called and anyone got a pic? In the example at Newark, I assume the Newark castle line would have a neutral section each side of the ECML. The circuit breaker on the train, which would be open because of the APC magnets, would mean it would not be drawing current as it went over the crossing. The brief time the pan was connected to the ECML, the circuit breaker would be open so no current could be drawn. ECML trains would draw current over the crossing. I think the rails would need to be electrically isolated over the crossing too. Something like this, perchance? This is a Section Insulator, usually used at crossovers to keep wire runs electrically separate for sectioning purposes. A more modern version: It might be feasible to have 4 SIs (2 per track) either side of the ECML, but you'd have to squeeze another two in on each Newark Castle-Lincoln track between the two ECML tracks, and probably have to add new structures in to support the SIs (as they're really quite heavy!). All this might make such a wiring scheme for that line completely untenable with the current track configuration, and I'll bet that NR would want to grade-separate the two lines before they electrify it (if, of course, they ever do). But would it be possible to electrify a flat crossing such as Newark at some point in the future if the business case stacked up? Yes, definitely. It would quite likely to be electrified with conductor bar, other wise maintaining tension could be quite complex. There used to be a flat crossing in Melbourne, which had both lines electrified. One was the local commuter lines and the other was the tram; the former 1500v D.C. the latter 750! All done with wires and lots of in line insulators. It’s not there now as the tram now goes over a new bridge (with the road it was on). To my knowledge there aren’t any ‘flat’ crossings like Newark on the NR network electrified at AC. However there are plenty of diamond crossing with big angles. These work with very carefully positioned (registered) contact wire, or in older installations in low speed layouts one wire is simply immediately above the other and the profile of the pantograph head does the job. If I understand the arrangement correctly, a cross contact bar works for crossings where there is an angle but going to the extreme of a right angle interface, the pantograph on the higher wire would clobber the lower wire. Newark has an angle of 44.6 degrees, but I'm not sure at what angle the cross contact bar would be for the pantograph to start hitting the lower wire rather than smoothly transitioning as you described . Something like this, perchance? View attachment 68328 This is a Section Insulator, usually used at crossovers to keep wire runs electrically separate for sectioning purposes. A more modern version: View attachment 68329 It might be feasible to have 4 SIs (2 per track) either side of the ECML, but you'd have to squeeze another two in on each Newark Castle-Lincoln track between the two ECML tracks, and probably have to add new structures in to support the SIs (as they're really quite heavy!). All this might make such a wiring scheme for that line completely untenable with the current track configuration, and I'll bet that NR would want to grade-separate the two lines before they electrify it (if, of course, they ever do). Thats just the thing I meant. Thanks. But it has a socking great insulator in it, so it must be keeping bits of the overhead electrically isolated. Yes, definitely. It would quite likely to be electrified with conductor bar, other wise maintaining tension could be quite complex. There used to be a flat crossing in Melbourne, which had both lines electrified. One was the local commuter lines and the other was the tram; the former 1500v D.C. the latter 750! All done with wires and lots of in line insulators. It’s not there now as the tram now goes over a new bridge (with the road it was on). I believe that was at Kooyong (although Garry Keenor's Overhead Electrification for Railways book states that the tram voltage was 600V DC). It may well have been possible to insulate a single tramway contact wire between two C&C wire runs, but doing it with 2 C&C wire runs crossing 2 C&C wire runs (of which the latter pair runs at 125mph), combined with our hugely restrictive loading gauge, makes it a very painful position indeed. A I believe that was at Kooyong (although Garry Keenor's Overhead Electrification for Railways book states that the tram voltage was 600V DC). It may well have been possible to insulate a single tramway contact wire between two C&C wire runs, but doing it with 2 C&C wire runs crossing 2 C&C wire runs (of which the latter pair runs at 125mph), combined with our hugely restrictive loading gauge, makes it a very painful position indeed. The Melbourne crossing was 2 tracks crossing two tracks, I have a picture somewhere. It may well be 600V, my mistake. Agreed it would be difficult for high speed, hence I think conductor bar would be the answer. (And the ECML is 100mph across the flat crossing, not that it makes much difference!) Edit: the Melbourne one I was thinking of is Burke Road, Gardiner. However there is another one still in use at Glen Huntly. You can see it on google street view. I bow to the wisdom of those who know what they are talking about, but for such as relatively short running distance (whatever direction) would it "not be worth the hassle" of arranging the necessary switching gear to electrically energise the crossing for the respective line as required and instead just have the whole thing neutral...? Thence all that needs to be "taken care of" is the challenges of mechanically conveying the pantograph from one side to the other. It is absolutely not a problem electrically. It is exactly the same principle as any diamond crossing of which there are countless examples on the network. It is straightforward to keep everything segregated (if that is actually required, which is unlikely) The issue is the pantograph. The pan head, in contact with the contact wire, needs to cross another two contact wires almost at right angles. Therefore the other contact wires must be at exactly the same height, which means they must be connected. Tensioning this arrangement conventionally is impossible - if the wire moved longitudinally (for any reason, but typically temperature), then it would pull the ‘perpendicular’ contact wires out of registration. Therefore some arrangement is necessary that fixes the wires firmly in position, and the best way to do that is with conductor bar. The crossing itself, and a short distance either side on all approaches would be one section, isolated from the normal sections by in line section insulators. Therefore some arrangement is necessary that fixes the wires firmly in position, and the best way to do that is with conductor bar. The crossing itself, and a short distance either side on all approaches would be one section, isolated from the normal sections by in line section insulators. Will the presence of Newark East Chord and its respective junctions being so close also be a factor in the design of the OLE. Would it not be easier and cheaper quite frankly to install a flyover the next time Newark Flat Crossing is up for life expiry? https://goo.gl/maps/7TgZCPGSWyb3STJE9 From Google maps in the centre of Helsinki on the tram network - a nice example of OHL crossing at 90 degrees. Funny I never thought about the logistics of it until I saw this thread. What's even more fun is where you get trams and trolleybus wires crossing one another (given they do different things, both electrically and mechanically); I nearly missed a train in Linz once, stopping on the way to the station to look at a junction like that and figure out what was going on with the network of wires above my head, and how it worked...
5064	dbpedia	0	61	https://www.railway-technology.com/projects/tampere-tram-project/	en	Tampere Tram Project	https://www.railway-tech…10/main-1764.jpg	https://www.railway-tech…10/main-1764.jpg	[ "https://www.railway-technology.com/wp-content/uploads/sites/13/2017/10/RT.png", "https://www.railway-technology.com/wp-content/themes/goodlife-wp-B2B/assets/img/icons/chevron-down-purple.svg", "https://www.railway-technology.com/wp-content/uploads/sites/13/2017/04/1l-Image-2.jpg", "https://www.railway-technology.com/wp-content/uploads/sites/13/2017/04/2l-Image-3.jpg", "https://www.railway-technology.com/wp-content/uploads/sites/13/2017/04/3l-Image-3.jpg", "https://www.railway-technology.com/wp-content/uploads/static-progressive/nri/railway/Projects/Tampere%20Tram/tamp-ld.jpg", "https://www.railway-technology.com/wp-content/themes/goodlife-wp-B2B/images/WhitePaper_Default_icon.png", "https://www.railway-technology.com/wp-content/themes/goodlife-wp-B2B/images/WhitePaper_Default_icon.png", "https://www.railway-technology.com/wp-content/themes/goodlife-wp-B2B/images/BuyersGuide_icon.png", "https://www.railway-technology.com/wp-content/themes/goodlife-wp-B2B/images/BuyersGuide_icon.png", "https://www.railway-technology.com/wp-content/themes/goodlife-wp-B2B/images/WhitePaper_Default_icon.png", "https://www.railway-technology.com/wp-content/themes/goodlife-wp-B2B/images/WhitePaper_Default_icon.png", "https://www.railway-technology.com/wp-content/themes/goodlife-wp-B2B/images/BuyersGuide_icon.png", "https://www.railway-technology.com/wp-content/themes/goodlife-wp-B2B/images/BuyersGuide_icon.png", "https://www.railway-technology.com/wp-content/uploads/sites/13/2024/08/PXL_20240812_132009794-1024x576.jpg", "https://www.railway-technology.com/wp-content/uploads/sites/13/2024/08/shutterstock_2445260951.jpg", "https://www.railway-technology.com/wp-content/uploads/sites/13/2024/08/Climate-Action-Plan-Image_cropped-1024x576.jpg", "https://www.railway-technology.com/wp-content/uploads/sites/13/2024/08/Shutterstock_1753547027-1024x576.jpg", "https://www.railway-technology.com/wp-content/themes/goodlife-wp-B2B/assets/images/icons/catfish-icon.svg", "https://www.railway-technology.com/wp-content/uploads/sites/13/2017/10/RailwayTechnology_footer.png", "https://www.railway-technology.com/code/wp-content/themes/goodlife-wp-B2B/assets/img/icons/linkedin_icon_w.svg", "https://www.railway-technology.com/code/wp-content/themes/goodlife-wp-B2B/assets/img/icons/twitter_icon_w.svg", "https://www.railway-technology.com/code/wp-content/themes/goodlife-wp-B2B/assets/img/icons/facebook_icon_w.svg", "https://www.railway-technology.com/code/wp-content/themes/goodlife-wp-B2B/assets/images/verdict-logo-w.png" ]	[]	[]	[ "" ]	null	[ "Praveen" ]	2017-04-20T17:30:00+00:00	The Tampere tramline project is being developed by City of Tampere in Tampere, Finland, project with the aim of providing…	en		Railway Technology	https://www.railway-technology.com/projects/tampere-tram-project/	The Tampere tramline project is being developed by City of Tampere in Tampere, Finland, project with the aim of providing better transportation for commuters, by improving connectivity and services across all key destinations in Tampere. The first phase of the project will link Hervanta with the Tays Central Hospital, through the city centre / Pyynikintori. The route will be further extended from the city centre to Lentävänniemi in the second phase. It will form part of Tampere Public Transport system when fully operational by 2024. Construction on the Tampere tram project is expected to begin in April 2017 and the line will be opened for traffic by 2021. The estimated cost of the project is €282.9m ($306m). Tampere light rail project development The tram project is being implemented by The Tram Line Alliance using the alliance contracting model. During a development phase that commenced in July 2015, a detailed implementation plan of the tracks, street planning, stops and the depot was prepared for the project. The development phase also made several modifications to the general project plan, including a new power supply and feeder station for the tram depot, longer rolling stock and additional tram stops, which increased project costs. Tampere Tram construction The construction of the tram project is expected to be undertaken in two stages. The first stage of the project commenced in April 2017, while the second stage is expected to begin in 2021 with completion scheduled for 2024. The first stage will stretch for 15km, between city centre, Hervanta and the Central Hospital, with a depot planned to be built in Hervanta. It will include the construction of eastbound lanes with two tracks along Pyynikintori – Hervantajärvi – Tampere University Hospital, in addition to the depot area in Hervanta, and tram and bus transfer stops. The first phase of the project will involve the construction of tramline, stops, a depot area, power supply stations, bridges and structural support walls. It will also include the installation of technical systems, overhead line, traffic lights, information networks and surveillance and control systems, lead and cable transfers. The second phase will include the construction of westbound rail network from Pyynikintori to Lentävänniemi. Rolling stock for the Tampere Tram Transtech received a contract from Tampere City to supply rolling stock for the Tampere tram line in 2016. The scope of the contract includes supply of up to 20 trams and maintenance of the light rail vehicles for a period of ten years. “Construction on the Tampere tram project is expected to begin in April 2017 and the line will be opened for traffic by 2021.” The modern low-floor trams will run at 7.5min intervals during day. Each vehicle will have a top speed of 70km/h and an average speed of 20km/h. Each tramcar will have the capacity to carry 240 passengers. Contractors involved The contract to design and develop the project was awarded to a consortium comprising VR Track, YIT and Pöyry with subpartner Ratatek Oy in 2015. The consortium is responsible to provide a detailed plan for the design and construction of the tracks, street planning, stops and the depot. Financing The original estimated cost of the project was €250m ($268m), which was revised to €282.9 ($306m) during the development phase. The Finnish government agreed to fund €71m ($76m) in April 2016, of which €55m ($59m) will be allocated for the first phase and €16m for the second phase.
5064	dbpedia	2	78	https://www.kaupunkiliikenne.net/English_site/Suomi_uk.html	en	Urban rail in Finland	https://www.kaupunkiliik…t/KL-Logo_16.png	https://www.kaupunkiliik…t/KL-Logo_16.png	[ "https://www.kaupunkiliikenne.net/KL-Logo.png", "https://www.kaupunkiliikenne.net/P1230858sr_560.jpg", "https://www.kaupunkiliikenne.net/DSC03995_prs_560.jpg", "https://www.kaupunkiliikenne.net/English_site/P3220030_560r.JPG", "https://www.kaupunkiliikenne.net/Tampere/DSC_0876rs_560.jpg", "https://www.kaupunkiliikenne.net/Tampere/P1170856rt_560.jpg", "https://www.kaupunkiliikenne.net/Turku/MA_720415_TuKL49_19_Nummenmaki kolmio_r560.jpg" ]	[]	[]	[ "" ]	null	[]	null			../KL-Logo_16.png		null	Urban rail is currently rarity in Finland. Aside the growth of motoring, commuter train services were closed in Finland to the end of 1970's. The tram system of Viipuri was lost to Soviet Union after World War II and tram of Turku was closed in 1972. Trams and commuter train services survived only in the Helsinki region capital area. Helsinki region Helsinki region core is the region of 3 cities, capital city Helsinki, western neighbour Espoo and northern neighbour Vantaa. These cities have co-operated since 1970 in certain public services. In 1986 this co-operation inaugurated regional public transport ticketing system and the purchaserâproducer -model, that later became the base of the EU Public transport act. It is, the authority has the responsibility to plan the public transport service, sell the tickets and purchase travelling services from the market of service providers. Today this co-operation is formed as Helsinki Region Transport authority (HRT), which currently has more member counties than the 3 biggest cities of the region. As the daily commuting area covers many cities and counties, one responsibility of HRT is to plan and update regional traffic system plan. In this plan the main content is major network parts that cross the county borders. Or which have influence to the travelling of the citizens of the region, not only the county where the item exists. In practice rail network projects tend to be important parts of this regional plan. Tram In the general plans of 1960's Helsinki tram system was planned to be closed and replaced with 3 heavy metro lines. Up to 1950's tram network covered the urban area and had expanded also outside the Helsinki borders. After the metro plan the extending of the tram network was cancelled and during the years tram ended up to serve only the densest core of the urban structure. All the suburbs were served with buses or commuter trains. The urban development in Helsinki ended up to converting some industrial areas near the city centre to housing. City planners wanted to extend tram network into these areas. Together with this and delays in metro building, the closure of tram became cancelled. But extensions to suburbs were not allowed, as that service was reserved for the metro system. MÃ¤kelÃ¤nkatu tram route ends to KÃ¤pylÃ¤ where main street is decorated with trees. KÃ¤pylÃ¤ was originally outside the dense urban structure and quite independent suburb. New housing is built nearby, but the tram line has never extended to serve the growth of the city. Foto 2.7.2013 Antero Alku. Major change happened in the Helsinki master plan in 2010's. New thinking of urban development looked for denser urban structure instead of urban sprawl policy that had dominated before. To help build extension for the urban city structure, new tram lines outside the old city centre were included into the master plan. One key idea was to convert highways to streets with modern tram lines. This was called in Helsinki as âbuilding boulevardsâ. One part of this concept was orbital Light Rail tram line at app. 7 kms distance of the city centre. This line called Joker was invented already in 1990, but realized only in 2016, when the housing minister Kimmo Tiilikainen decided to give state support for building the line. Another big project is the tram line to Laajasalo isle east of Helsinki. Slightly surprisingly City of Vantaa started to forward also with a tram plan to connect the airport, Vantaa city centre and the north-eastern metro end station. Though separated from the Helsinki tram net, Vantaa tram is planned to be compatible to Helsnki's meter gauge system. Decisions to forward are expected to be done in new city council elected in summer 2021. Metro Growing demand for traffic from 1950's forced Helsinki traffic planners to look for more space from underground in the city centre. Originally Helsinki planned to build tunnels under the city centre for long tram trains that operate on ground outside the city. This was similar as what became reality in Germany under the concept Stadtbahn. During 1960's these plans were cancelled and converted to heavy rail. The dimensioning of the trains was taken from commuter trains, number of stops reduced dramatically, and the concept was a feeder system based on buses. The background for this turnover was at least partly industry policy. Finnish state owned former airplane factory Valmet wanted to enter urban rail business worldwide with its aluminium body technology. Helsinki would be a pilot case where metro coaches were larger than anywhere but with same weight as smaller steel body coaches. Helsinki metro is a trunk line like a highway for cars. Outside the city centre most passengers need to use feeder bus lines. Buses still operate parallel to the metro line as buses have more frequent stops than the metro. Metro is built beside the highway in original eastern section as geometry does not fit to smaller streets. Kulosaari 4.4.2007, foto Antero Alku. It took app. 10 years for Valmet to develop a metro train, during which dummy prototype trains operated at the few kilometers track. Prototype trains never entered in commercial service and became scrapped. Commercial service started in 1982. Major extension of the metro system opened to west in Espoo in 2017, more than 10 years after the decision of the extension. The track is completely in tunnel under sparsely built areas and will end to Kivenlahti app 2024. Any other extension is not realistic at the moment. The cost in Espoo appeared to exceed over all possible estimates making the system totally uneconomical. At the same time the capacity was cut to 2/3 by building the stations to 90 meter length instead of 130 meters in the old network. A plan to build housing for 80.000 citizens and a metro line to far east of Helsinki became cancelled with the new policy to avoid urban sprawl. Helsinki metro was originally planned to be driverless and prototype trains operated independently. The series trains with AC propulsion system were unreliable for driverless operation and trains are operated only manually. Conversion to driverless operation was tried again in early 2010's but with no success to convert old trains. Commuter trains During 1950's steam locomotives in commuter trains were replaced with light DMU's. In the end of 1960's the electrification of Finnish railways started from a commuter line west from Helsinki to Kirkkonummi. Gradually DMU's became replaced with new generation EMU's with thyristor chopper propulsion system. Finnish Valmet built EMU's started the new era in Helsinki region commuter services. They were first electric service in Finnish State Railways. But they were also very modern having semiconductor based propulsion control. The left hand side version still in original livery. Foto 22.3.2003 Antero Alku. Commuter services operate currently to west and north along the main railway lines mostly at separate tracks and on a loop that passes the airport in east-west-direction. Original EMU's were replaced with Stadler Flirt EMU's from 2008. These trains are property of the cities, not of the State Railways company. Branch line to Martinlaakso was built only for commuter services and opened in 1975. As the line was part of the 1960's metro network plan, the stations were built to be converted to metro coach operation. The conversion was in discussion in 1990's. As a long tunnel required under the northern city centre was too expensive, an idea of a smaller tunnel loop was discovered. This loop is called âPisaraâ, drop, based on the shape of a tunnel starting and ending to Pasila station. Latest plans and evaluations prove even the short drop-tunnel too expensive. Tampere Tampere became the fourth city in Finland to operate tram traffic. As a green field project, Tampere tram is based on modern best practices and became a role model for the Helsinki region tram projects already during the construction phase. Tampere tram also broke a glass roof in Finnish thinking of city and public traffic planning. Tram was in marginal during half a century, when car and heavy rail oriented planning paradigma dominated. So late as 2014, same time as Tampere council decided to start procuring of the tram system, Finnish finance minister decided to finance a heavy rail tunnel instead of a long planned Light Rail line in Helsinki region. But after the Tampere tram project had proceeded succesfully, the next government cancelled the tunnel and pointed financingfor the Light Rail. A brand new brick red Tampere tram car at a dried green track on Sammonkatu. July 2021 was very hot and dry when trams served passengers at test traffic before the official opening of the system. Foto 7.7.2021 Daniel Federley. There were plans to build a tram to Tampere already in 1907. The project proceeded, but the First World War stopped the project in 1914. After the war there were tries to proceed, but private bus companies were faster. Finally the tram project collapsed in 1923 to disagreement of technical features with the contractor. Instead of tram a trolley bus system operated in Tampere 1948â1976. During 1960's there were even plans to build a metro to Tampere. The city returned to tram in 1990's when use of public transport was decreasing. After many phases the city council decided in 2014 to start procurement for a tram system. Civil engineering works started in 2017. Full size mock-up of half of the coming Tampere trams were on display at Tampere-house at end February 2019. Foto 24.2.2019 Antero Alku. The first phase of Tampere tram was complited in 2021. Citizens were able to travel in tram first from 10.5.2021 in test traffic at line 3 between Hervanta suburb and city centre. Official start of tram operation at both lines was 9.8.2021. Tram is a part of a regional agreement of regions development. State supports the infrastructure with 30 %. Technically Tampere tram will be compatible to modern European trams systems with 1435 mm gauge and 2650 mm vehicle width. In the future tram will create a car and bus free inner city, but from the start buses operate at the same lanes with trams. Look for an article that describes process to build a new tram (in Finnish)! Turku City of Turku had a meter gauge electric tram during 1908â1972. Before that Turku had a 1435 mm gauge horse tram only two years from 1890. Like other European cities, motoring was growing during 1960's and tram systems that were established in the beginning of the century started to be technically outdated and worn out. Turku had purchased 8 new 4-axle trams that came into service in 1956. But the politicians wanted to make space for cars, close the tram system and operate buses. City council decided 1965 to close the tram system. Tram network reached city border in NummenmÃ¤ki already in 1938. New housing was built in 1960's to only 600 meters from the end of the tram line. The city plan for new Kurala area included tram loop, but city board refused to finance the short extension in 1962. Foto Mikko Alameri 14.5.1972 in last year of operation. Citizens of Turku never wanted to stop trams and in 1990's a discussion to return trams to Turku started. Plenty of plans and reports were done and gradually the atmosphere turned towards a new tram system. Still there is strong opposition against tram and final decision to do more than new studies has not yet done. In 2018 the city management positioned more pro tram and the idea is that city board will propose the council to decide to start to procure a tram system. The project has forwarded since with re-planning the network and adding a branch towards harbour, where new housing development is planned. The new city council elected in summer 2021 may make a decision to forward towards realization fo the tram plans. Look for an article about the public transport in Turku (in Finnsih)! Other regions Helsinki region, Tampere and Turku are the largest and most populated urban areas in Finland. Still smaller populated areas are also interested in trams. This can be considered as a consequence of the city planning paradigm shift away from car oriented city planning. Climate change is also a driver as is the observed decreased interest of motoring and single housing in younger generations. Oulu in the northern Finland is a university centre and there have been space reserved for trams in city plans between the campus area and city centre. There are also plans to develop the area between city and airport and a tram line could be a backbone for the development. JyvÃ¤skylÃ¤ in central Finland is also a university city. JyvÃ¤skylÃ¤ is also a railway crossing and there is plenty of built areas and housing in walking distance of current railway lines. City with neighbour counties ordered 2019 a preliminary study of a tram-train system. Tram will run on streets in the city centre and to some locations near the city. Kuopio is another city in central Finland and it has quite similar ideas as JyvÃ¤skylÃ¤. Double system trams might operate on railway lines connecting neighbour counties to Kuopio and also Kuopio to a nearby city Iisalmi near 90 kms north of Kuopio. Third city to study tram-train -services is Lahti which is located 100 kms north from Helsinki. Lahti is a railway crossing too. Two of the branches from Lahti, to Heinola and to Loviisa have only low train volumes but might be suitable for passenger services. The location of the railway station in Lahti is not optimal so a diversion to street network enhances the service quality. Back to top of page.
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"https://upload.wikimedia.org/wikipedia/commons/thumb/b/bc/Flag_of_Finland.svg/21px-Flag_of_Finland.svg.png", "https://login.wikimedia.org/wiki/Special:CentralAutoLogin/start?type=1x1", "https://en.wikipedia.org/static/images/footer/wikimedia-button.svg", "https://en.wikipedia.org/static/images/footer/poweredby_mediawiki.svg" ]	[]	[]	[ "" ]	null	[ "Contributors to Wikimedia projects" ]	2005-08-16T11:58:15+00:00		en	/static/apple-touch/wikipedia.png		https://en.wikipedia.org/wiki/Trams_in_Helsinki	Trams in HelsinkiOverviewOwnerCity of HelsinkiArea servedHelsinki, EspooLocaleUusimaaTransit typeTramNumber of lines14Line number1-10, 15Number of stops344[1]Annual ridership56.8 millionOperationBegan operation1891Operator(s)Metropolitan Area Transport LtdCharacterAt-grade street running with some segregated right-of-waysNumber of vehicles137TechnicalSystem lengthLine length: 110.5 km (68.7 mi) (October 2023)[1]No. of tracks2Track gauge1,000 mm (3 ft 3+3⁄8 in)Minimum radius of curvature15 m (49.2 ft)Electrification 600 V DC overhead line, 750 V DC (line 15)[2]Top speed70km/h Trams in Helsinki form part of the public transport system organised by Helsinki Regional Transport Authority and operated by Metropolitan Area Transport Ltd (Finnish: Pääkaupunkiseudun Kaupunkiliikenne Oy, Swedish: Huvudstadsregionens Stadstrafik Ab) in Finland's capital city of Helsinki. The trams are the main means of transport in the city center, and 56.8 million trips were made on the system in 2019.[1][3] In addition to the older tram network, there is a single light rail line that was opened in October 2023. Although technically compatible with the tram network, the light rail line is separate from the city center tram network.[4] History [edit] Current system [edit] Lines [edit] As of 21 October 2023 , the network consists of ten individually numbered city center tram lines and one numbered light rail line. Lines 1 and 8 operate on a slightly different route during weekends when they go to the West Harbour terminal, indicated with a "T" suffix on the line number and line 9N is operated on a slightly modified line 9 route during Friday and Saturday nights.[5][6] Helsinki tram lines as of 23 October 2023 Line Type From Via To Maps 1[a] City center Eira Hietalahti, Lasipalatsi, Töölö, Sörnäinen Käpylä 1T[b] West Harbour Lasipalatsi, Töölö, Sörnäinen 2[c] City center Olympia Terminal Market Square, Central Railway Station, Kamppi, Töölö, Eläintarha Messukeskus Line 2 3[c] City center Olympia Terminal Eira, Central Railway Station, Hakaniemi Meilahti Line 3 4 City center Katajanokka Töölö Munkkiniemi Line 4 Saunalahdentie Tiilimäki Laajalahden aukio Munkkiniemen puistotie Paciuksenkaari Meilahdentie Meilahden sairaala Töölöntulli Kansaneläkelaitos Töölön halli Route via Mannerheimintiebeing upgraded Töölöntori Apollonkatu Hesperian puisto Sammonkatu Hanken Kansallismuseo Luonnont. museo Lasipalatsi Ylioppilastalo Aleksanterinkatu Senaatintori Ritarihuone Tove Jannsonin puisto Kauppiaankatu Vyökatu Ulkoministeriö Katajanokan terminaali 5[d] City center Katajanokka ferry terminal Central Railway Station Line 5 Rautatieasema Ylioppilastalo Mikonkatu Aleksanterinkatu Senaatintori Ritarihuone Tove Jannsonin puisto Kauppiaankatu Katajanokan terminaali 6 City center Eiranranta Central Station, Sörnäinen Arabia Line 6 Arabianranta Arabiankatu Kumtähdenkenttä Kumpulan kampus Paavalinkirkko Vallilan varikko Hauhon puisto Lautatarhankatu Sörnäinen Lintulahti Haapaniemi Hakaniemi Kaisaniemenpuisto Kaisaniemenkatu Rautatieasema Ylioppilastalo Erottaja Fredrikinkatu Aleksanterinteatteri Hietalahdentori Telakanpuistikko Munkkisaari Eiranranta 7[e] City center West Harbour Kallio, Central Railway Station, Kruununhaka, Sörnäinen, Mäkelänkatu, Pasila Meilahti Hospital Line 7 8[a] City center Jätkäsaari Ruoholahti, Töölö, Sörnäinen Arabia 8T[b] West Harbour 9[e] City center West Harbour Jätkäsaari, Kamppi, Central Railway Station, Kallio, Pasila Ilmala 9N[f] 10 City center Kirurgi Töölö Pikku Huopalahti Line 10 Korppaanmäki Haapalahdenkatu Kytösuontie Ruskeasuo Tilkka Kuusitie Jalavatie Töölöntulli Kansaneläkelaitos Töölön halli Route via Mannerheimintiebeing upgraded Töölöntori Apollonkatu Hesperian puisto Sammonkatu Hanken Kansallismuseo Luonnont. museo Lasipalatsi Ylioppilastalo Kolmikulma Johanneksenkirkko Kirurgi 15 Light rail Keilaniemi Otaniemi, Laajalahti, Leppävaara, Huopalahti, Oulunkylä, Viikki Itäkeskus Line 15 Keilaniemi Otaranta Aalto-yliopisto Maari Lahdenpohja Laajalahti Linnoitustie Alberganesplanadi Leppävaara station Perkkaa Vermo Ravitie Talin siirt.puutarha Takomotie Kutomotie Vihdintie Huopalahti station Ilkantie Hämeenlinnanväylä Pirkkola Pirjontie Maunula Kustaankartano Teininpuisto Oulunkylän keskusta Oulunkylä station Veräjämäki Viikinmäki Viikin tiedepuisto Latokartano Karhukallio Kauppamyllyntie Roihupelto Itäkeskus In addition, the SpåraKoff pub tram has operated during the summer months since 1995.[7] Network [edit] The tram network is built almost exclusively on the streets of Helsinki, making it a traditional tram system rather than light rail. The track gauge is one metre. The network consists almost entirely of double track rail. In some parts the tracks are separated from other road traffic; elsewhere they share road space with cars and buses. The trams are powered with electricity conveyed by 600 V DC overhead wires, although the voltage is planned to be raised to 750 V in 2025.[2] Trams have their own traffic lights, distinguished from normal lights in that they are based on symbols of single colour: an upward-pointing arrow signifies "go", a horizontal line "prepare to go/stop" and the letter S "stop". The traffic lights are synchronised to allow tram and bus traffic to flow relatively smoothly. This system is called HeLMi (Helsinki Public Transport Signal Priority and Passenger Information).[8] Line 15 uses a different system based on inductive loops and requests from the trams themselves. Line 15's traffic lights also have a fourth aspect: a circle above the letter S, which signifies that the traffic light has acknowledged receipt of a request for the tram. On the inner-city network, a small flashing LED is provided with the S aspect. Rolling stock [edit] As of November 2022 , HKL has 122 tram units in scheduled passenger service. Additionally, there are trams in reserve and in charter use. The MLNRV I and II series (rebuilt Valmet Nr I and Valmet Nr II units) and Škoda Artic series comprise the city center fleet, and the light rail line 15 uses bidirectional Škoda Artic X54 units. In 2006–2011, all Valmet Nr II (at that point known as NRV II) vehicles underwent a major modification process in which a 6.5 m (21 ft 4 in) low-floor midsection was added to the tram. The type designation was changed to MLNRV II to reflect the modifications made, and the longer trams were re-introduced in traffic gradually as the modification works were completed. During the process, HKL also rebuilt ten of the older Nr I trams (at that point known as NRV II) in the same way, which brought the total number of MLNRV trams to 52 upon completion in mid-2014. The fully low-floor Variotram units, acquired in 1998–2003 from Adtranz (later Bombardier) and built by Transtech Oy in Otanmäki, proved to be unreliable, causing a shortage of operable trams. Starting in 2004, HKL purchased ten Duewag series second-hand trams from Mannheim in Germany to cover for the shortage.[9] Eventually arrangements were made with Bombardier to keep a sufficient number of the units in operation. All of the Duewag units were either withdrawn or relegated to charter service by the end of 2014. All Variotrams were taken out of use in 2018 because of the problems.[10][11] Beginning in 2013, HKL acquired 72 new Artic trams. They have a double-articulated, eight-axle design, are 27.3 m (89 ft 7 in) long and have 74 fixed seats, 14 foldable seats and space for 75 standing passengers.[12] The design has a 100% low floor and conventional, turning bogies designed to run without problems on Helsinki's challenging old-fashioned track network.[13] Two prototype units were delivered in 2013, and each entered passenger service approximately two months after delivery. The first unit of the production series (out of 70), no. 403, arrived in Helsinki in January 2016. In 2018 both prototype units were sold to Schöneiche bei Berlin tramway.[14] Helsinki City Transport, the predecesor of Metropolitan Area Transport, has ordered 29 Artic X54 units for line 15, of which 15 are in service,[as of?] and 23 for the Crown Bridges light rail lines. The first prototype unit arrived in Helsinki in April 2021.[15][16] Metropolitan Area Transport announced a tender in October 2023 to acquire new rolling stock to replace the aging MLNRV fleet and to support new services such as the Vantaa light rail. The procurement includes 30 unidirectional and 33 bi-directional units and is estimated to be valued at €1.6 billion.[17] Rolling stock as of November 2022[18] Model Type No. of units Car # Built Acquired Modified Seats Standees L W H MLNRV I (Valmet Nr I) City center 10 113–122 1973–75 1973–75 1993–2003, 2005, 2012–14 49 120 26.5 2.3 3.7 MLNRV II (Valmet Nr II) City center 42 71–112 1983–87 1983–87 1996–2006, 2008–12 49 120 26.5 2.3 3.7 Škoda Transtech Artic City center 70 403–472 2012–2019 2013–2019 88 125 27.6 2.4 3.8 Škoda Transtech Artic X54 Light rail 20 (32 more total on order) 601-652 2019– 2021– 78+4 136 34.0 2.4 3.8 Totals 122 8,708 14,990 Former rolling stock Tram type No. of units Car # Built Acquired Modified Seats Standees L W H HRO A9 1 1[A] 1917 2007 2007 28 0 11.5 2.2 HRO A7 1 135 1928 1928 1988 21 26 10.2 2.1 3.7 HRO A4 1 157 1930 1930 1987 21 26 10.2 2.1 3.7 Karia HM IV 1 320 1955 1955 1985 29 69 13.5 2.3 3.6 Valmet RM 1 2 332, 339[B] 1955 1955 1987, 2003–04 29 69 13.5 2.3 3.6 Karia HM V 6 9–14, 175[C] 1959 1959 2004–07 31 57 13.5 2.3 3.6 Duewag GT8N 1 166 1962, 1964 2007–08 1991–92 55 120 25.7 2.2 3.8 Duewag GT8 1 150 1967 2004 1970, 2004 64 140 25.7 2.2 3.8 NRV (Valmet Nr I) 30 31–70 1973–75 1973–75 1993–2003, 2005 39 106 20.1 2.3 3.7 MLRV Bombardier Variotram 40 201–240 1998–2003 1998–2003 55 80 24.4 2.3 3.7 Škoda Transtech Artic (Prototype) 2 401-402 2013 2013 88 125 27.6 2.4 3.8 Depots [edit] As of April 2023 , there are several tram depots and workshops in Helsinki. The city center tram services currently use Töölö and Koskela and a maintenance facility in Vallila. A new depot for 100 trams and 200 buses is being built in Ruskeasuo and the new depot, combined with a rebuild of the aging Koskela depot, is planned to eventually fully replace the Töölö and Vallila facilities.[19][20][21][22] Line 15 (Jokeri light rail) has a separate depot in Roihupelto.[23] The Crown Bridges light rail lines will have as separate depot constructed in Yliskylä, originally due to be completed in 2026.[24][25] Planned extension of the network [edit] See also [edit] Helsinki Metro Trams in Finland Tampere light rail References [edit] Bibliography [edit] Miscellaneous
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"https://www.facebook.com/tr?id=1011995246810153&ev=PageView&noscript=1&cd%5Bpost_category%5D=Newswire%2C+The+Vehicles&cd%5Bpage_title%5D=IEA+case+study%3A+electric+buses+in+Helsinki%2C+Finland&cd%5Bpost_type%5D=post&cd%5Bpost_id%5D=28255&cd%5Bplugin%5D=PixelYourSite&cd%5Buser_role%5D=guest&cd%5Bevent_url%5D=chargedevs.com%2Fnewswire%2Fiea-case-study-electric-buses-in-helsinki-finland%2F" ]	[]	[]	[ "" ]	null	[ "Charles Morris" ]	2020-07-06T14:23:07+00:00	The International Energy Agency’s Global EV Outlook is an annual report on the current state of electric mobility around the world. As always, this year’s edition contains many interesting insights about the EV market. Over 2.1 million plug-in vehicles (pure electric plus plug-in hybrid) were sold globally in 2019—a 40% year-on-year increase over 2018, which... Read more »	en	https://chargedevs.com/w…-512-1-32x32.gif	Charged EVs	https://chargedevs.com/newswire/iea-case-study-electric-buses-in-helsinki-finland/	The International Energy Agency’s Global EV Outlook is an annual report on the current state of electric mobility around the world. As always, this year’s edition contains many interesting insights about the EV market. Over 2.1 million plug-in vehicles (pure electric plus plug-in hybrid) were sold globally in 2019—a 40% year-on-year increase over 2018, which was itself a record year. Plug-in cars accounted for about 2.6% of global car sales. The report contains many more such statistics, as well as assessments of the current state of battery technology, and is well worth reading in its entirety. It also features four case studies of electric bus deployments in four very different parts of the world. Let’s look at the case study from Helsinki, Finland. The Helsinki region has about 1.5 million residents, who make some 370 million journeys on public transport annually. Buses represent the most common means of public transport, accounting for about 13% of trips in the region, which also has trams, a metro, ferries and commuter trains. The regional public transport authority, Helsinki Region Transport (HSL), plans bus routes, which are operated by public transport operators based on open tenders. The tenders include minimum quotas for electric buses, but the operators have been proposing more electric buses than the minimum required. HSL awards operation contracts for fast charging infrastructure, also based on open tenders, under a Charging-as-a-Service (CaaS) business model. Helsinki’s buses perform fast charging using a pantograph mounted on the roof. Each fast charging location also has a CCS-type charging cable available as a backup. Currently there are 48 electric buses from three manufacturers (Linkker, Yutong Bus and VDL Bus & Coach) operating in the region, serving multiple routes alongside diesel buses. 15 of these buses are opportunity charged with five 350 kW fast chargers at a terminal. 13 more e-buses are to begin operations in 2020, and another 132 in 2021. 22 fast chargers (450 kW) in eight locations will be added to the charging infrastructure in 2021, if the operators select opportunity charging as their charging strategy. HSL plans to make 30% of its 1,400-strong bus fleet electric by 2025. The Helsinki region has seen noticeable reductions in nitrogen oxides, particle matter and carbon dioxide emissions. Both passengers and bus drivers have given positive feedback on ride comfort. The operators have found the e-buses’ energy consumption to be about one fourth that of diesel buses, while maintenance costs and reliability have been found to be roughly equal. One issue with electric buses that’s specific to cold climates like Helsinki’s has to do with passenger area heating. A fully electric heating system uses a lot of power, limiting the bus’s operating range, but an auxiliary heater generates local emissions. Helsinki’s e-buses are designed to keep the interior above 13° C, and auxiliary biofuel heaters kick in when the ambient temperature drops below -5° C. Case study #2: electric buses in Santiago, Chile
5064	dbpedia	0	77	https://www.tampereenratikka.fi/en/tampere-finland-is-making-tramway-history-traffic-on-tampere-tramway-will-begin-as-scheduled-on-9-august-construction-work-will-be-ready-on-time-and-under-budget/	en	Tampere, Finland, is making tramway history: Traffic on Tampere Tramway will begin as scheduled on 9 August – construction work will be ready on time and under budget	https://www.tampereenrat…-0109-scaled.jpg	https://www.tampereenrat…-0109-scaled.jpg	[ "https://www.tampereenratikka.fi/wp-content/themes/tampereen-ratikka/img/tampereen-ratikka-logo.svg", "https://www.tampereenratikka.fi/wp-content/uploads/2018/09/TampereenRatikka-210531-0109-1024x683.jpg", "https://www.tampereenratikka.fi/wp-content/uploads/2021/05/TampereenRatikka-210510-4140-1024x683.jpg", "https://www.tampereenratikka.fi/wp-content/uploads/2021/01/TampereenRatikka-201115-0631-1024x768.jpg" ]	[ "https://www.youtube.com/embed/vrYzmDz13Fk?feature=oembed" ]	[]	[ "" ]	null	[ "sari.makela" ]	2021-08-08T05:26:19+00:00	Tampere, Finland, will enter a new era on 9 August 2021 when traffic begins on Tampere Tramway.	en	https://www.tampereenrat…e-icon-57x57.png	Tampereen Ratikka	https://www.tampereenratikka.fi/en/tampere-finland-is-making-tramway-history-traffic-on-tampere-tramway-will-begin-as-scheduled-on-9-august-construction-work-will-be-ready-on-time-and-under-budget/	Tampere, Finland, is making tramway history: Traffic on Tampere Tramway will begin as scheduled on 9 August – construction work will be ready on time and under budget Tampere, Finland, will enter a new era on 9 August 2021 when traffic begins on Tampere Tramway. Construction work on section 1 of Tampere Tramway (Pyynikintori-Hervanta, Tampere University Hospital-Hatanpään valtatie) has been completed ahead of schedule and traffic will begin on time. Based on cost forecasts, the project will be completed approximately 34 million euros under the objective cost. The decision to build Tampere Tramway was made in November 2016 and after a construction and commissioning phase of nearly four years, traffic on Tampere Tramway will begin as scheduled on 9 August. The project has caused a massive change in Tampere’s cityscape and the regional public transport system: the modern Tramway now glides through a completely renovated main street built for convenience, public transport and smooth light traffic. Tramway construction is more than just a transport infrastructure project – it’s a major investment in urban development that has already increased the attractiveness and appeal of Finland’s second largest urban area. – In addition to being a public transport solution, the tramway is a very big part of urban development. During 2014–2017, a total of 8,500 homes were built in Tampere. The number of homes being built in 2018–2021 is 15,000, and the majority of these have been built along the tramway route, says Lauri Lyly, Mayor of Tampere. The tramway is also an investment in a cleaner and easier everyday life. The tram cars will operate on green electricity, and each one can carry the same number of passengers as three buses. This will reduce the amount of traffic, improve air quality and make the city centre more pleasant. – Above all, the tramway is being built to make everyday life easier for Tampere residents and other people moving around here, regardless of whether they are going to work, running errands or simply visiting the city. The tramway is part of a major change in Tampere, the goal of which is to reduce climate change and increase the use of sustainable modes of transport. Other actions in addition to the tramway include developing local train traffic, city bikes, a one-hour train connection to the capital region, and ensuring smooth car traffic. Tampere and its city centre have to be accessible with all modes of transport now and in the future, states Lyly. An opportunity to renew structures all at once The original objective cost for section 1 of tramway construction, binding to the Tramway Alliance, was 219 million euros. In addition to tramway construction, the City of Tampere ordered a lot of other work from the Tramway Alliance. These include so-called parallel projects completed in conjunction with tramway construction: water services work, cable piping, renewing street structures, and building new cycling routes. The job of renewing Hämeenkatu, which is Tampere’s main street, was also assigned to the Tramway Alliance approximately two years after tramway construction began in the city centre in 2017. The renewal of Hämeenkatu was completed one year early, because the work was originally scheduled to be ready in 2022. – In terms of time and cost, it was logical to renew all street structures in conjunction with tramway construction. This has also been the best solution for city residents, even though the extended period of road work was inconvenient for many people. Regular street repairs completed one as separate projects have always been part of the Hämeenkatu lifecycle, but now we had the chance to deal with many issues simultaneously. This means it will be a long time before we need more major road work, explains Mikko Nurminen, Director of Tampere’s Urban Environment and Infrastructure service unit. The costs of work performed in conjunction with tramway and project content changes, such as construction of the Hämeenkatu entity and the Hatanpään valtatie branch track, were added to the Tramway Alliance commission. These additions increased the objective cost for the Tramway Alliance to approximately 300 million euros, with about 250 million allocated for construction and about 50 million for other work performed in conjunction with construction. The actual costs were approximately 34 million euros under the objective cost. – This is significantly less than expected, which benefits all the alliance parties. The city benefits both financially and in general, because it was possible to complete street and water services work – which would have been necessary in any case – at the same time. This alliance has proven its strengths, and we can now say that implementing the tramway in this manner was the right decision, continues Nurminen. The alliance model is Tampere Tramway’s strength Tampere Tramway has been implemented using the alliance model in both construction and traffic. The alliance model has proven its strengths in the development and construction phases. – Sitting at the same table from the development phase onwards has increased trust between all the partners. Commitment to joint targets from the very beginning plays a key role in project success. After all, the slogan for the alliance is “we win together, we lose together”, emphasises Pekka Sirviö, CEO of Tampere Tramway Ltd. Section 1 of the tramway was originally supposed to be completed by the end of this year. However, we were able to accelerate the schedule for the Hatanpään valtatie section, meaning that all tramway work was completed and traffic on the entire section can begin on 9 August. – The fact that we can start using the whole tramway network at the same time as the new bus routes is excellent news for passengers. This makes it easier to plan the entire traffic entity and put the finishing touches on services, states Mika Periviita, Director of Public Transport at Nysse. – The first phase of Tampere Tramway construction is now coming to an end. I’m very proud of the work done by the Tramway Alliance and the fact that we were able to exceed expectations and come in under budget, says Project Manager Sari Valjus from the Tramway Alliance. Cooperating with Tampere residents Communications have been a strong focus in the Tampere Tramway project. This applies to both tramway construction and the different commissioning phases. The starting point was the fact that the system is being built for Tampere residents – and with Tampere residents. – The construction work and various phases of tramway system commissioning have had a lot of different impacts on the everyday life of city residents and businesses. We set a low threshold for communicating about these changes. Feedback received from city residents has also been very important to us, because it allowed us to take the necessary actions in good time throughout the project, says Sirviö. Another form of cooperation with city residents involved requesting the opinions of different user groups at several different stages of the tram car design process. Reviews organised before the start of manufacturing and a Mock-up Exhibition at Tampere Hall in February 2019 gave people the opportunity to assess a model of the car from, for example, the perspective of accessibility. City residents were also able to vote on the Tramway’s colour, the voice used for announcements, fabric designer, and names for the tram cars. The tramway has also been celebrated together at block parties. Last but not least, people were able to travel on the tramway during trial traffic and help refine the service experience. Tampere Tramway’s tram cars are manufactured by Škoda Transtech at its Otanmäki factory in Kajaani. Idis Design Oy was responsible for the car design. Tampere will receive a total of 20 tram cars for section 1. Tampere’s tram car is accessible, spacious, air conditioned and specially designed for northern conditions. The tram car is 37.3 metres long, 2.65 metres wide and 3.6 metres high, and it weighs 56.8 tons without passengers. Tampere’s tram car is the largest ever manufactured in the Nordic countries. – Tampere’s ForCity Smart Artic has been manufactured in Kainuu, Finland to meet the needs of Tampere residents. We consider it important for the tram cars we deliver to enable accessible travel flexibly during all seasons, also for those with wheelchairs and children’s prams. As the only tram car manufacturer in the Nordic countries, Škoda Transtech is very proud to be part of the everyday life of Tampere residents during the upcoming years. In the future, we will also be responsible for servicing the tram cars, states CEO Juha Vierros from Škoda Transtech. Test runs leading up to the Tramway era The first tram car moved in Tampere in March 2020, when test runs began in Hervanta with a test car imported from Germany. The very first Tampere tram car arrived in the city in May of the same year, and Tampere residents were able to watch its first test runs in July. – The test runs have been carried out as planned right from the start. We’ve worked hard to ensure the safest possible tramway system. It’s particularly important to communicate with city residents whenever major changes take place in a city’s traffic environment. In cooperation with the city and Nysse, we’ve implemented an extensive, multi-channel traffic safety campaign regarding the traffic rules in a tramway city. The media has also been a great help in terms of disseminating information. Since repetition is the key to learning, the campaign will also continue in the future. However, Tampere residents have taken the new mode of transport into consideration in traffic very well and cooperation has gone smoothly, says a pleased Pekka Sirviö. Tampere Tramway’s test runs and the commissioning of new areas have been important events for the project and for city residents. Tampere residents have been very interested in the first movements of the tram cars, regardless of the time of day or weather conditions. – We’ve experienced many great moments during the project, but for me the most memorable were the first test runs in Kaleva that attracted a lot of city residents with support signs and the first test runs in the city centre, which were watched by hundreds or even thousands of people on a grey November day, recalls Sirviö. The global pandemic that began when the first test runs were starting presented a challenge in terms of tramway commissioning. However, this didn’t affect the project schedule – the biggest problems involved ensuring safety for everyone when trial traffic with passengers began. – Passenger safety is an important part of public transport service. The tramway has attracted a huge amount of interest right from the very beginning of the project. This proved to be a positive problem when trial traffic began, because we had to limit the number of enthusiastic tramway passengers by arranging advance registration. This was certainly the right solution and trial traffic with passengers has progressed as expected, explains Mika Periviita, Director of Public Transport at Nysse. Applying the lessons learned – development work continues The construction and commissioning phase has lasted for nearly four years and all the parties involved have learned an amazing amount during that time. Well-organised planning and testing play a key role in commissioning a completely new tramway system. In addition to the extensive construction project, Tampere Tramway’s test runs were a major effort for tramway builders because the new cars, track and drivers were all being tested at the same time. The Tramway Alliance designers and builders have done more than 2.2 million hours of work during section 1. This means over 1,400 person-years. The Tramway Alliance signed subcontracting agreements worth over 10,000 euros with more than 300 different companies. In terms of euros, more than half of the subcontracting went to companies in Pirkanmaa. The tramway will have about 130 employees when traffic begins, with 75 of these working as traffic controllers and tram car drivers. Their employer is VR, which is responsible for traffic on Tampere Tramway and also handled the recruitment and training of these employees. – Becoming a tramway operator is a historic moment for us at VR. We want to be involved in using sustainable public transport to solve the problem of climate change, and it’s wonderful to add the tramway to the responsible transport modes that we operate. The tramway will add 75 new employees to the 400 VR people we already have in Tampere. This number will increase when Pohjolan Liikenne bus company, which is part of VR Group, begins providing tramway feeder traffic in 2022 with fully electric buses. All in all, it’s been a great shared journey with the Alliance partners. During this time, we’ve cooperated to build a new mode of transport from scratch, says Topi Simola, Senior Vice President of Passenger Services at VR Group. The Tampere region is well on its way to having Europe’s most modern public transport system. Construction work on section 2 of the tramway is in progress and regional expansion of the system is moving ahead. Tramway construction has spurred a renewal of the entire public transport route system, and regional residents now have more opportunities to use public transport. – The tramway was implemented in Tampere as an urban development project with close links to land use development. The tramway example demonstrates how strong growth in the urban area can guide the development of tramway and bus and train traffic in the future. We have everything needed to implement a versatile public transport system, and the future looks good in this region, states Mika Periviita. – We gained a lot of good experience from implementing section 1, which we can utilise when planning and building section 2 and any possible future tramway lines. Among other things, the technical tramway solutions have been developed during the time. The operating methods, communications and cooperation with stakeholders has been refined into a smooth process, says Ville-Mikael Tuominen, Project Director in the City of Tampere’s Tramway Development Programme. Tramway art leaves a permanent mark on the developing cityscape Tampere Tramway has also made art a part of the passenger experience. Tampere’s Tramway Art Programme was launched in summer 2018. Its aim is to create a high-quality art entity that improves the pleasantness of the city environment. Art was already a strong element in the cityscape during tramway construction. The programme has added four completely new landmarks, eight art stops and a large amount of diverse art to the Tampere cityscape, for example, on electric boxes, as literary art on tram car windows, and in seat fabric patterns. Tampere will also have an art tram car. A total of 73 artists have participated in the Tramway Art Programme so far. The artist selections were made using different methods: direct commissions, portfolio submissions and even competitions. The goal was to achieve the highest possible international level in art procurements. More information about the Tramway art entity is available online at www.tampereenratikka.fi/ratikan-taide (only in Finnish). The Tramway Art Programme will continue in section 2 of the tramway. THIS is Tampere Tramway Facts about Tampere Tramway Tampere’s tramway is being built in two stages: Section 1: the tramway from Pyynikintori to Hervanta and from the Tampere University Hospital area to Sorin aukio is being implemented in 2017–2021. Traffic on section 1 will begin on 9 August 2021. Section 2: from Pyynikintori to Lentävänniemi. Section 2 A (Pyynikintori-Santalahti) will be completed in 2023. Construction on section 2 B Santalahti-Lentävänniemi) can begin once the permit for filling a body of water needed to build Näsisaari is legally valid. The aim is for section 2 B to be ready in 2024. Tampere will receive a total of 20 tram cars for section 1. The cars are manufactured by Škoda Transtech at its Otanmäki factory in Kajaani. The three-section, bi-directional ForCity Smart Artic X34 tram cars are 37.3 metres long. Tampere Tramway’s highest operating speed: 70 km/h. Tampere Tramway’s highest capacity/car: 264 passengers . Seats: 104 Each car also has space for 12 children’s prams and 6 large wheelchairs 6 spaces for bicycles 4 marked places for passengers travelling with a guide dog Tampere’s tram car is accessible, spacious, air conditioned and designed for Tampere in cooperation with Tampere residents. Idis Design Oy is responsible for the car design Tampere Tramway has been implemented using the alliance model for both construction and traffic: The Tramway Alliance is responsible for tramway construction. Parties: Tampere Tramway Ltd, YIT Suomi Oy and NRC Group Finland Oy. The Tramway Alliance is responsible for tramway traffic. Parties: City of Tampere/Tampere Region Public Transport (Nysse), Tampere Tramway Ltd, VR Group Oy. Tampere Tramway is part of the Nysse product family: you can use the same ticket to travel on buses and tram cars. VR Group is responsible for operating Tampere Tramway. Facts about construction of Tampere Tramway The Tramway Alliance’s tramline and street work implemented during 2017–2021 (City Centre, Hatanpään valtatie, Kaleva, Hervannan valtaväylä and Hervanta): Tramline work: 7 km of double track (including 2.2 km of grass track) and 4 km of depot track A depot in Hervanta Bridge work: 10 new bridges, 7 old bridges modified 20 support walls Tram stops and railings Installation of overhead contact lines 11 electricity supply stations Tramway turnout control and traffic light systems Street construction work: Pipe and line relocation out of the tramway area Placement of pipe lines running transversely under the street into protective casing Renewal of structural street layers and mass exchange New water, sewer and stormwater pipes New stormwater systems that are connected to gutter routes of properties New cable routes to tramway stops and telephone and internet operators New lighting and electrified line poles and underground foundations for them New street trees on a new type of load-bearing growth substrate New asphalt surfaces and stone masonry on streets, roadways and crosswalks/cycling routes Adaptation of old cable trenches to the new stone masonry Renewal of cable trenches In cooperation with properties, building renovation work, waterproofing, adaptation of threshold height in properties to new stone masonry, connecting housing company water and sewer pipes and cables to street structures Approximately 11 km of new cycling routes Further information: www.tampereenratikka.fi www.raitiotieallianssi.fi Mayor Lauri Lyly City of Tampere lauri.lyly@tampere.fi Tel. +358 (0)50 68293 CEO Pekka Sirviö Tampere Tramway Ltd pekka.sirvio@tampereenraitiotie.fi Tel. +358 40 334 5798 Director Mikko Nurminen City of Tampere, Urban Environment and Infrastructure service unit mikko.nurminen@tampere.fi Tel. +358 (0)40 801 2665 Tramway planning and construction (sections 1 and 2)
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"https://railway-news.com/wp-content/uploads/2021/06/LiveEO-Logo-348x309.png", "https://px.ads.linkedin.com/collect/?pid=3511697&fmt=gif" ]	[]	[]	[ "" ]	null	[ "Tiana May" ]	2024-04-25T10:44:56+00:00	Siemens Mobility will upgrade Finland's rail network with ETCS Level 2 as part of the Finnish government's Digirail Project.	en	https://railway-news.com…e-touch-icon.png	Railway-News	https://railway-news.com/siemens-mobility-to-install-first-etcs-deployment-in-finland/	We'd love to send you the latest news and information from the world of Railway-News. 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"http://upload.wikimedia.org/wikipedia/commons/thumb/c/ce/Trolleys_buses_HO.jpg/220px-Trolleys_buses_HO.jpg", "http://bits.wikimedia.org/static-1.21wmf12/skins/common/images/magnify-clip.png", "http://www.kivio.net/elingue/stop.png", "http://media.readspeaker.com/images/buttons/listen_it_it/text_it_it.gif", "http://www.kivio.net/elingue/elingue-logo100.png" ]	[]	[]	[ "" ]	null	[]	null					null	A tram (also known as a tramcar; a streetcar or street car; and a trolley, trolleycar, or trolley car) is a rail vehicle which runs on tracks along public urban streets (called street running), and also sometimes on separate rights of way. Trams powered by electricity, which were the most common type historically, were once called electric street railways. Trams also included horsecar railways which were widely used in urban areas before electrification. Trams may also run between cities and/or towns (for example, interurbans, tram-train), and/or partially grade separated even in the cities (light rail). Trams very occasionally also carry freight. Rail transport Operations Track Maintenance High-speed railways Gauge Stations Trains Locomotives Rolling stock Companies History Attractions Terminology By country Accidents Modelling Tram vehicles are usually lighter and shorter than conventional trains and rapid transit trains. However, the differences between these modes of public transportation are often indistinct. Some trams (for instance tram-trains) may also run on ordinary railway tracks, a tramway may be upgraded to a light rail or a rapid transit line, two urban tramways may be united to an interurban, etc. Most trams today use electrical power, usually fed by an overhead pantograph; in some cases by a sliding shoe on a third rail or trolley pole. If necessary, they may have several pow er systems. Another power source is diesel oil; a few trams use electricity in urban streets, and diesel in more rural environments. Steam, petrol (gasoline), gas and draft animals have historically been used as power sources. Horse and mule driven trams do still occur, mostly for the tourist trade. Certain types of cable car are also known as trams. Tramways are now included in the wider term "light rail",[1] which also includes segregated systems. Some systems have both segregated and street running sections, but are usually then referred to as trams, because it is the equipment for street running which tends to be the decisive factor. Vehicles on wholly segregated light rail systems are generally called "trains", although cases have been known of train equipment built for a segregated system being sold to new owners and becoming "trams".[citation needed] Contents 1 Etymology and terminology 2 History 2.1 Horse-drawn 2.2 Steam 2.3 Cable-hauled 2.4 Hybrid funicular electric 2.5 Electric (trolley cars) 2.6 Gas trams 2.7 Other power sources 3 Design 3.1 Low floor 3.1.1 Ultra low floor 3.2 Articulated 3.3 Double decker 3.4 Tram-train 3.5 Non-commuter 3.5.1 Cargo trams 3.5.2 Hearse-tram 3.5.3 Dog car 3.5.4 Contractors' mobile offices 3.5.5 Restaurant trams 3.5.6 Mobile Libary Service 3.5.7 Nursery tramways 3.5.8 Work Trains and others 3.5.9 Advertising 4 Tramway operation 5 Tram and light-rail transit systems around the world 5.1 Popularity 5.2 Largest tram systems 5.3 Asia 5.4 Europe 5.5 North America 5.6 Oceania 5.7 South America 6 Pros and cons of tram systems 6.1 Advantages 6.2 Disadvantages 7 In media 7.1 In literature 8 In popular culture 8.1 In the news 8.2 In scale modelling 9 Types 10 Regional 11 See also 12 References 13 Further reading 14 External links Etymology and terminology Main article: Passenger rail terminology The terms tram and tramway are derived from the Scots word tram,[2] referring respectively to a type of truck used in coal mines, and the tracks on which they ran. The word tram probably derived from Middle Flemish tram ("beam, handle of a barrow, bar, rung"), a North Sea Germanic word of unknown origin meaning the beam or shaft of a barrow or sledge, also the barrow itself. Tram-car is attested from 1873.[3] Although the terms tram and tramway have been adopted by many languages, they are not used universally in English; North Americans prefer streetcar, trolley, or trolleycar. The term streetcar is first recorded in 1840, and originally referred to horsecars drawn by draft horses. When electrification came, Americans began to speak of trolleycars or later, trolleys. These terms are believed to derive from the troller (possibly from the words traveler and roller), a four-wheeled device that was dragged along dual overhead wires by a cable that connected the troller to the top of the car and collected electrical power from the overhead wires.[4] The troller design frequently fell off the wires, and was soon replaced by the more reliable trolley pole. This newer device was fitted to the top of the car, and was spring-loaded in order to keep a small trolley wheel or alternately, a grooved lubricated "skate" mounted at the top of the pole, firmly in contact with the underside of the overhead wire. The terms trolley pole and trolley wheel both derive from the troller.[5] Trams using trolley-pole current collection are normally powered through a single pole, with return current earthed through the steel wheels and rails. Modern trams often have an overhead pantograph mechanical linkage to connect to power, abandoning the trolley pole altogether. In North America, trams are sometimes called trolleys, even though strictly this may be incorrect, and the term may even be applied to cable cars, or conduit cars that instead draw power from an underground supply. Conventional diesel tourist buses decorated to look like streetcars are sometimes called trolleys in the US (tourist trolley). Furthering confusion, the term tram has instead been applied to open-sided, low-speed segmented vehicles on rubber tires generally used to ferry tourists short distances, for example on the Universal Studios backlot tour. Over time, the term trolley has fallen into informal use, and may be applied loosely to a wide variety of different vehicle types. The word has taken on a historic or picturesque connotation, and is often associated with tourist or leisure travel. In North America, professional or formal documents generally use more precise alternative terms, such as streetcar or light rail vehicle (LRV). Although the use of the term trolley for tram was not adopted in Europe, the term was later associated with the trolleybus, a rubber-tyred vehicle running on hard pavement, which draws its power from pairs of overhead wires. These electric buses, which use twin trolley poles (one for live current, one for return), are also called trackless trolleys (particularly in the northeastern US), or sometimes simply trolleys (in the UK, as well as in Seattle and Vancouver). History Main article: History of trams Horse-drawn Main article: Horsecar The very first tram was on the Swansea and Mumbles Railway in south Wales, UK; it was horse-drawn at first, and later moved by steam and electric power. The Mumbles Railway Act was passed by the British Parliament in 1804, and the first passenger railway (similar to streetcars in the US some 30 years later) started operating in 1807.[6] External video Clip from a Belfast horse tram in 1901 The first streetcars, also known as horsecars in North America, were built in the United States and developed from city stagecoach lines and omnibus lines that picked up and dropped off passengers on a regular route without the need to be pre-hired. These trams were an animal railway, usually using teams of horses and sometimes mules to haul the cars, usually two as a team. Occasionally other animals were put to use, or humans in emergencies. The first streetcar line, developed by Irish born John Stephenson, was the New York and Harlem Railroad's Fourth Avenue Line which ran along the Bowery and Fourth Avenue in New York City. Service began in 1832. It was followed in 1835 by New Orleans, Louisiana, which has the oldest continuously operating street railway system in the world, according to the American Society of Mechanical Engineers.[7] These early forms of public transport developed out of industrial haulage routes or from the omnibus that first ran on public streets, using the newly invented iron or steel rail or 'tramway'. These were local versions of the stagecoach lines and picked up and dropped off passengers on a regular route, without the need to be pre-hired. Horsecars on tramlines were an improvement over the omnibus as the low rolling resistance of metal wheels on iron or steel rails (usually grooved from 1852 on), allowed the animals to haul a greater load for a given effort than the omnibus and gave a smoother ride. The horse-drawn streetcar combined the low cost, flexibility, and safety of animal power with the efficiency, smoothness, and all-weather capability of a rail right-of-way. Steam Main article: Tram engine The first mechanical trams were powered by steam. Generally, there were two types of steam tram. The first and most common had a small steam locomotive (called a tram engine in the UK) at the head of a line of one or more carriages, similar to a small train. Systems with such steam trams included Christchurch, New Zealand; Sydney, Australia; other city systems in New South Wales; Munich, Germany (from August 1883 on)[8] and the Dublin & Blessington Steam Tramway in Ireland. Steam tramways also were used on the suburban tramway lines around Milan; the last Gamba de Legn ("Peg-Leg") tramway ran on the Milan-Magenta-Castano Primo route in late 1958.[citation needed] Tram engines usually had modifications to make them suitable for street running in residential areas. The wheels, and other moving parts of the machinery, were usually enclosed for safety reasons and to make the engines quieter. Measures were often taken to prevent the engines from emitting visible smoke or steam. Usually the engines used coke rather than coal as fuel to avoid emitting smoke; condensers or superheating were used to avoid emitting visible steam. The other style of steam tram had the steam engine in the body of the tram, referred to as a tram engine or steam dummy. The most notable system to adopt such trams was in Paris. French-designed steam trams also operated in Rockhampton, in the Australian state of Queensland between 1909 and 1939. Stockholm, Sweden, had a steam tram line at the island of Södermalm between 1887 and 1901. A major drawback of this style of tram was the limited space for the engine, so that these trams were usually underpowered. Cable-hauled Main article: Cable car (railway) The next motive system for trams was the cable car, which was pulled along a fixed track by a moving steel cable. The power to move the cable was normally provided at a "powerhouse" site a distance away from the actual vehicle. The first practical cable car line was tested in San Francisco, in 1873. Part of its success is attributed to the development of an effective and reliable cable grip mechanism, to grab and release the moving cable without damage. The second city to operate cable trams was Dunedin in New Zealand, from 1881 to 1957. From 1885 to 1940, the city of Melbourne, Victoria, Australia operated one of the largest cable systems in the world, at its peak running 592 trams on 75 kilometres (47 mi) of track. There were also two isolated cable lines in Sydney, New South Wales, Australia.[when?] New York City developed at least seven cable car lines.[when?] A line in Washington DC ran to Georgetown (where some of the underground cable vaults can still be seen today).[citation needed] Los Angeles also had several cable car lines, including the Second Street Cable Railroad, which operated from 1885 to 1889, and the Temple Street Cable Railway, which operated from 1886 to 1898. The most extensive cable system in the US was in Chicago.[when?][citation needed] In Dresden, Germany, in 1901 an elevated suspended cable car following the Eugen Langen one-railed floating tram system started operating. Cable cars operated on Highgate Hill in North London and Kennington to Brixton Hill In South London.[when?] They also worked around "Upper Douglas" in the Isle of Man[when?] (cable car 72/73 is the sole survivor of the fleet). Cable cars suffered from high infrastructure costs, since an expensive system of cables, pulleys, stationary engines and lengthy underground vault structures beneath the rails had to be provided. They also required physical strength and skill to operate, and alert operators to avoid obstructions and other cable cars. The cable had to be disconnected ("dropped") at designated locations to allow the cars to coast by momentum, for example when crossing another cable line. The cable would then have to be "picked up" to resume progress, the whole operation requiring precise timing to avoid damage to the cable and the grip mechanism. Breaks and frays in the cable, which occurred frequently, required the complete cessation of services over a cable route while the cable was repaired. Due to overall wear, the entire length of cable (typically several kilometres) would have to be replaced on a regular schedule. After the development of reliable electrically powered trams, the costly high-maintenance cable car systems were rapidly replaced in most locations. Cable cars remained especially effective in hilly cities, since their nondriven wheels would not lose traction as they climbed or descended a steep hill. The moving cable would physically pull the car up the hill at a steady pace, unlike a low-powered steam or horse-drawn car. Cable cars do have wheel brakes and track brakes, but the cable also helps restrain the car to going downhill at a constant speed. Performance in steep terrain partially explains the survival of cable cars in San Francisco. However, the extensive cable car system of Chicago operated over a large relatively flat area. The San Francisco cable cars, though significantly reduced in number, continue to perform a regular transportation function, in addition to being a well-known tourist attraction. A single cable line also survives in Wellington, New Zealand (rebuilt in 1979 as a funicular but still called the "Wellington Cable Car"). Hybrid funicular electric Main article: Opicina Tramway The Opicina Tramway in Trieste operates a hybrid funicular electric system. Conventional electric trams are operated in street running and on reserved track for most of their route. However, on one steep segment of track, they are assisted by cable tractors, which push the trams uphill and act as brakes for the downhill run. For safety, the cable tractors are always deployed on the downhill side of the tram vehicle. Electric (trolley cars) Main article: History of electric trams Electric trams (known as streetcars or trolleys in North America) were first experimentally installed in Saint Petersburg, Russia, invented and tested by Fyodor Pirotsky as early as 1880. These trams, like virtually all others mentioned in this section, used either a trolley pole or a pantograph, to feed power from electric wires strung above the tram route. Nevertheless, there were early experiments with battery-powered trams but these appear to have all been unsuccessful. The first trams in Bendigo, Australia, in 1892, were battery-powered but within as little as three months they were replaced with horse-drawn trams. In New York City some minor lines also used storage batteries. Then, comparatively recently, during the 1950s, a longer battery-operated tramway line ran from Milan to Bergamo. The first regular electric tram service using pantographs or trolley poles, the Gross-Lichterfelde Tramway, went into service in Lichterfelde, a suburb of Berlin, Germany, by Siemens & Halske AG, in May 1881.[9] The company Siemens still exists. Another was by John Joseph Wright, brother of the famous mining entrepreneur Whitaker Wright, in Toronto in 1883. Earlier installations proved difficult or unreliable. Siemens' line, for example, provided power through a live rail and a return rail, like a model train, limiting the voltage that could be used, and providing electric shocks to people and animals crossing the tracks.[10] Siemens later designed his own method of current collection, from an overhead wire, called the bow collector. In 1883, Magnus Volk constructed his 2 feet (610 mm) gauge Volk's Electric Railway along the eastern seafront at Brighton, England. This two kilometer line, re-gauged to 2 feet 9 inches (840 mm) in 1884, remains in service to this day, and is the oldest operating electric tramway in the world. The first tram for permanent service with overhead lines was the Mödling and Hinterbrühl Tram in Austria. It began operating in October 1883, but was closed in 1932. Multiple functioning experimental electric trams were exhibited at the 1884 World Cotton Centennial World's Fair in New Orleans, Louisiana, but they were not deemed good enough to replace the Lamm fireless engines that then propelled the St. Charles Avenue Streetcar in that city. Electric trams were first tested in service in the United States in Richmond, Virginia, in 1888, in the Richmond Union Passenger Railway built by Frank J. Sprague, though the first commercial installation of an electric streetcar in the United States was built in 1884 in Cleveland, Ohio and operated for a period of one year by the East Cleveland Street Railway Company.[11] The first electric street tramway in Britain, the Blackpool Tramway, was opened on 29 September 1885 using conduit collection along Blackpool Promenade. Since the closure of the Glasgow Corporation Tramways in 1962, this has been the only first-generation operational tramway in the UK. Sarajevo had the first electric trams on the continent of Europe, with a city-wide system in 1885.[12] Budapest established its tramway system in 1887, and this line has grown to be the busiest tram line in Europe, with a tram running every 60 seconds at rush hour (however Istanbul's line T1, with a minimum headway of two minutes, probably carries more passengers 265,000 per day). Bucharest and Belgrade[13] ran a regular service from 1894.[14][15] Ljubljana introduced its tram system in 1901 it closed in 1958.[16] In Australia there were electric systems in Sydney, Newcastle, Broken Hill, Geelong, Ballarat, Bendigo, Brisbane, Adelaide, Perth, Kalgoorlie, Laverton, Hobart and Launceston. By the 1970s, the only tramway system remaining in Australia was the extensive Melbourne system other than a few single lines remaining elsewhere: the Glenelg Tram, connecting Adelaide to the beachside suburb of Glenelg, and tourist trams in the Victorian Goldfields cities of Bendigo and Ballarat. An unusual line that operated from 1889 to 1896 connected Box Hill, then an outer suburb of Melbourne, to Doncaster, then a favoured picnic spot but now a dormitory suburb. In recent years the Melbourne system, generally recognised as one of the largest in the world, has been considerably moderrnised and expanded. The Adelaide line has also been extended to the Entertainment Centre, and there are plans to expand further. In 1904 trams were put into operation in Hong Kong. The Hong Kong Tramway is still in operation today and uses double-decker trams exclusively. Gas trams In the late 19th and early 20th centuries a number of systems in various parts of the world employed trams powered by gas, naphtha gas or coal gas in particular. Gas trams are known to have operated between Alphington and Clifton Hill in the northern suburbs of Melbourne, Australia (18861888); in Berlin and Dresden, Germany; in Estonia (1920s1930); between Jelenia Góra, Cieplice, and Sobieszów in Poland (from 1897); and in the UK at Lytham St Annes, Neath (18961920), and Trafford Park, Manchester (18971908). On 29 December 1886 the Melbourne newspaper The Argus reprinted a report from the San Francisco Bulletin that Mr Noble had demonstrated a new motor car for tramways 'with success'. The tramcar exactly similar in size, shape, and capacity to a cable grip car had the motive power of gas with which the reservoir is to be charged once a day at power stations by means of a rubber hose. The car also carried an electricity generator for lighting up the tram and also for driving the engine on steep grades and effecting a start.[17] Comparatively little has been published about gas trams. However, research on the subject was carried out for an article in the October 2011 edition of "The Times", the historical journal of the Australian Association of Timetable Collectors.[18][19] A tram system powered by compressed gas was due to open in Malaysia in 2012,[20] but as at January 2013 there was no evidence of anything having happpened, in fact news about the project appeared to have dried up. Other power sources In some places, other forms of power were used to power the tram. Hastings and some other tramways, for example Stockholms Spårvägar in Sweden and some lines in Karachi, used petrol trams. Paris operated trams that were powered by compressed air using the Mekarski system. Galveston Island Trolley in Texas operates diesel trams due to the city's hurricane-prone location, which would result in frequent damage to an electrical supply system. Although Portland, Victoria promotes its tourist tram[21] as being a cable car it actually operates using a hidden diesel motor. The tram, which runs on a circular route around the town of Portland, uses dummies and salons formerly used on the extensive Melbourne cable tramway system and now beautifully restored. Design Low floor For more details on this topic, see Low-floor tram. The latest generation of light rail vehicles is of partial or fully low-floor design, with the floor 300 to 360 mm (11.8 to 14.2 in) above top of rail, a capability not found in older vehicles. This allows them to load passengers, including those in wheelchairs, directly from low-rise platforms that are not much more than raised footpaths/sidewalks. This satisfies requirements to provide access to disabled passengers without using expensive wheelchair lifts, while at the same time making boarding faster and easier for other passengers. Various companies have developed particular low-floor designs, varying from part-low-floor (with internal steps between the low-floor section and the high-floor sections over the bogies), e.g. Citytram[22] and Siemens S70, to 100% low-floor, where the floor passes through a corridor between the drive wheels, thus maintaining a relatively constant (stepless) level from end to end of the tram. Prior to the introduction of the koda ForCity,[citation needed] this carried the mechanical penalty of requiring bogies to be fixed and unable to pivot (except for less than 5 degrees in some trams) and thus reducing curve negotiation. This creates undue wear on the tracks and wheels. Passengers appreciate the ease of boarding and alighting from low-floor trams and moving about inside 100% low-floor trams. Passenger satisfaction with low-floor trams is high.[23] Low-floor trams are now running in many cities around the world, including Amsterdam, Dublin, Hiroshima, Houston, Istanbul, Melbourne, Milan, Prague, Riga, Strasbourg, Vienna, Zagreb, Helsinki and Zürich. Ultra low floor Main article: Ultra Low Floor The Ultra Low Floor or (ULF) tram is a type of low-floor tram operating in Vienna, Austria and Oradea, Romania, with the lowest floor-height of any such vehicle. In contrast to other low-floor trams, the floor in the interior of ULF is at sidewalk height (about 18 cm or 7 inches above the road surface), which makes access to trams easy for passengers in wheelchairs or with baby carriages. This configuration required a new undercarriage. The axles had to be replaced by a complicated electronic steering of the traction motors. Auxiliary devices are installed largely under the cars roof. Articulated Articulated trams, invented and first used by the Boston Elevated Railway in 191213[24] at a total length of about twelve meters long (40 ft) for each pioneering example of twin-section articulated tram car, have two or more body sections, connected by flexible joints and a round platform at their pivoting midsection(s). Like articulated buses, they have increased passenger capacity. In practice, these trams can be up to 53 metres (174 ft) long[25] (such as in Budapest, Hungary), while a regular tram has to be much shorter. With this type, the articulation is normally suspended between carbody sections. In the koda ForCity, which is the world's first 100% low floor tram with pivoting bogies, a Jacobs bogie supports the articulation between the two or more carbody sections. An articulated tram may be low-floor variety or high (regular) floor variety. Newer model trams may be up to 72 metres (236 ft) long and carry 510 passengers at a comfortable 4 passengers/m2. At crush loadings this would be even higher.[26] Double decker Main article: Double-decker tram Double decker trams were commonplace in Great Britain and Dublin Ireland before most tramways were torn up in the 1950s and 1960s. Hobart, Tasmania, Australia made extensive use of double decker trams. Arguably the most unusual double decker tram used to run between the isolated Western Australian outback village of Laverton and its small suburb of Gwalia. Double decker trams still operate in Alexandria, Blackpool and Hong Kong. Tram-train Main article: Tram-train Tram-train operation uses vehicles such as the Flexity Link and Regio-Citadis, which are suited for use on urban tram lines and also meet the necessary indication, power, and strength requirements for operation on main-line railways. This allows passengers to travel from suburban areas into city-centre destinations without having to change from a train to a tram. It has been primarily developed in Germanic countries, in particular Germany and Switzerland. Karlsruhe is a notable pioneer of the tram-train. Non-commuter Cargo trams Since the 19th century goods have been carried on rail vehicles through the streets, often near docks and steelworks, for example the Weymouth Harbour Tramway in Weymouth, Dorset.[27] Belgian vicinal tramway routes were used to haul timber and coal from Blégny colliery while in the USA several of the US interurbans carried freight. In Australia, three different "Freight Cars" operated in Melbourne between 1927 and 1977[28] and the city of Kislovodsk in Russia had a freight-only tram system consisting of one line which was used exclusively to deliver bottled Narzan mineral water to the railway station.[29] Today, the German city of Dresden has a regular CarGoTram service, run by the world's longest tram trainsets (59.4 metres (195 ft)), carrying car parts across the city centre to its Volkswagen factory.[30] In addition to Dresden, the cities of Vienna and Zürich currently use trams as mobile recycling depots. At the turn of the 21st century, a new interest has arisen in using urban tramway systems to transport goods. The motivation now is to reduce air pollution, traffic congestion and damage to road surfaces in city centres. One recent proposal to bring cargo tramways back into wider use was the plan by City Cargo Amsterdam to reintroduce them into the city of Amsterdam. In the spring of 2007 the city piloted this cargo tram operation, which among its aims aimed to reduce particulate pollution in the city by 20% by halving the number of lorries (5,000) unloading in the inner city during the permitted timeframe from 07:00 till 10:30. The pilot involved two cargo trams, operating from a distribution centre and delivering to a "hub" where special electric trucks delivered the trams' small containers to their final destination. The trial was successful, releasing an intended investment of 100 million in a fleet of 52 cargo trams distributing from four peripheral "cross docks" to 15 inner-city hubs by 2012. These specially built vehicles would be 30 feet (9.14 m) long with 12 axles and a payload of 30 tonnes (33.1 short tons; 29.5 long tons). On weekdays, trams are planned to make 4 deliveries per hour between 7 a.m. and 11 a.m. and two per hour between 11 a.m. and 11 p.m. With each unloading operation taking on average 10 minutes, this means that each site would be active for 40 minutes out of each hour during the morning rush hour. In early 2009 the scheme was suspended owing to the financial crisis impeding fund-raising.[31] Hearse-tram Specially appointed hearse trams were used for funerals in Milan, Italy, from the 1880s (initially horse-drawn) to the 1920s. The main cemeteries, Cimitero Monumentale and Cimitero Maggiore, included funeral tram stations. Additional funeral stations were located at Piazza Firenze and at Porta Romana.[32] In the mid-1940s at least one special hearse tram was used in Turin, Italy. It was introduced due to the wartime shortage of automotive fuel.[33] Newcastle, NSW, Australia also operated two hearse trams[34] between 1896 and 1948. Dog car In Melbourne a "dog car" was used between 1937 and 1955 for transporting dogs and their owners to the Royal Melbourne Showgrounds.[28] Contractors' mobile offices Two former passenger cars from the Melbourne system were converted and used as mobile offices within the Preston Workshops between 1969 and 1974, by personnel from Commonwealth Engineering and ASEA who were connected with the construction of Melbourne's Z Class cars.[28] Restaurant trams A number of systems have introduced restaurant trams, particularly as a tourist attraction. This is specifically a modern trend. Inter alia, tram systems which have or have had restaurant trams include: Adelaide, Australia; Bendigo, Australia; Brussels, Belgium, Christchurch, New Zealand, (currently suspended pending post earthquake infrastructure assessment); Melbourne, Australia; Milan, Italy; Moscow, Russia; Turin, Italy; Zürich, Switzerland. These type of vehicles are particularly popular in Melbourne where three of the iconic "W" class trams have been converted to restaurant trams. All three often run in tandem and there are usually multiple meal sittings. Bookings often close months in advance. Bistro trams with buffets operate between Krefeld and Düsseldorf in Germany,[35] while Helsinki in Finland has a pub tram. Frankfurt, Germany has a tourist circle line called "Ebbelwei-Express", in which the traditional local drink "Apfelwein" is served.[36] Mobile Libary Service Munich tram No.24, delivered in 1912, was refurbished as a mobile library in 1928. Known as "Städtischen Wanderbücherei München", it was in public service until 1970. It was preserved and is now on public display in a railway museum in Hannover.[37] Nursery tramways After World War Two, in both Warsaw and Wrocław, Poland, so-called tramways-nurseries[38] were in operation, collecting children from the workplaces of their parents (often tram employees). These mobile nursuries either carried the children around the system or delivered them to the nursery school run by transport company.[39] Work Trains and others Most systems had cars that were converted to specific uses on the system, other than simply the carriage of passengers. As just one example, the Melbourne system used or uses the following "technical" cars : a Ballast Motor, Ballast Trailers, a Blow Car, Breakdown Cars, Conductors and/or Drivers' Instruction Cars, a Laboratory Testing Car, a Line Marking Car, a Pantograph Testing Car, Per Way Locomotives, Rail Grinders, a Rail Hardner Loco., a Scrapper Car, Scrubbers, Sleeper Carriers, Track Cleaners, a Welding Car, a Wheel Transport Car and a Workshops Locomotive.[28] Advertising Many systems have passenger carrying vehicles with all-over advertising on the exterior and/or the interior. Tramway operation There are two main types of Tramways, the classic tramway build in the early 20th century with the tram system operating in mixed traffic and the later type which is most often associated with the tram system having its own right of way. Tram systems that have their own right of way are often called Light Rail but this does not always hold true. Though these two systems differ in their operation their equipment is much the same. Infrastructure and equipment Tram stop Main article: Tram stop Controls Main article: Tram controls Track Main article: Tramway track Power supply Ground-level power supply Conduit current collection Tram and light-rail transit systems around the world Throughout the world there are many tram systems; some dating from the late 19th or early 20th centuries. However a large number of the old systems were closed during the mid-20th century because of such perceived drawbacks as route inflexibility and maintenance expense. This was especially the case in North American, British, French and other West European cities. Some traditional tram systems did however survive and remain operating much as when first built over a century ago. In the past twenty years their numbers have been augmented by modern tramway or light rail systems in cities that had discarded this form of transport. Popularity Tramways with tramcars (British English) or street railways with streetcars (American English) were common throughout the industrialised world in the late 19th and early 20th centuries but they had disappeared from most British, Canadian, French and US cities by the mid-20th century.[40] By contrast, trams in parts of continental Europe continued to be used by many cities, although there were contractions in some countries, including the Netherlands.[41] Since 1980 trams have returned to favour in many places, partly because their tendency to dominate the roadway, formerly seen as a disadvantage, is now considered to be a merit. New systems have been built in the United States, Great Britain, Ireland, France and many other countries. In Milan, Italy, the old "Ventotto" trams are considered by its inhabitants a "symbol" of the city. Largest tram systems The five largest tram networks in the world by track length are; Melbourne, Australia (250 km (160 mi)),[42] St. Petersburg (240 km (150 mi)), Berlin (190 km (120 mi)), Moscow (181 km (112 mi)) and Vienna (172 km (107 mi)).[43] The longest single tram line in the world is the Belgian Coast Tram, which runs almost the entire length of the Belgian coast. Other large systems include (but not limited to), Amsterdam, Brussels, Bucharest, Budapest, Kiev, Leipzig, Milan, Prague, the Silesian Interurbans, Toronto, Turin, Warsaw, Zagreb and Zurich. Before its decline the BVG in Berlin operated a very large network with 634 km of route. The largest tram system ever with 857 km existed in Buenos Aires before the 1960s. During a period in the 1980s the world's largest tram system was in Leningrad, USSR, being included in Guinness World Records. Until the system started to be converted to trolleybus (and later bus) in the 1930s, the first-generation London network was also one of the world's largest, with 526 km (327 mi) of route in 1934.[44] While the largest streetcar network in the world used to be located in Chicago, with over 850 kilometres (530 mi) of track,[45] all of it was converted to bus service by the late 1950s. Asia Main article: Trams in Asia Tramway systems were well established in the Asian region at the start of the 20th century, but started a steady decline during the mid to late 1930s. The 1960s marked the end of its dominance in public transportation with most major systems closed and the equipment and rails sold for scrap; however, some extensive original lines still remain in service in Hong Kong and Japan. In recent years there has been renewed interest in the tram with modern systems being built in Japan, the Philippines, and South Korea. Trams still operate in Calcutta, India. Trams were discontinued in Bombay, India in 1960. There were Trolley Buses also in Bombay (now called Mumbai), the last of which operated between Mazagon and Grant Road, which was discontinued in the late 1970s. The Northern and Central areas of the City of Colombo in SriLanka had an electric Tram Car system (42" Gauge). This system commenced operations about 1900 and was discontinued by 1960. The original operator was the Colombo Electric Tram Car and Lighting Company Ltd. (represented by Boustead Brothers), and after an infamous Tram Car Strike, the Colombo Municipal Council took over operations. Subsequently, the tram car system was phased out. Other countries with discontinued tram systems include Malaysia, Thailand, Pakistan and Vietnam. However, a tram system is planned for construction in Gwadar, Pakistan where construction started in late 2011. In China the cities of Beijing, Zhuhai, Nanjing and Shenzhen are planning tram networks for the future. The first Japanese tram line was inaugurated in 1895 as the Kyoto Electric Railroad. The tram reached its zenith in 1932 when 82 rail companies operated 1,479 kilometers of track in 65 cities. The tram declined in popularity through the remaining years of the 1930s, a trend that was accelerated by the damage of the War and continued through the Occupation and rebuilding years. During the 1960s many of the remaining operational tramways were shut down and dismantled in favor of auto, bus, and rapid rail service; however, when one compares the number of operational lines that survived this era to their American counterparts, they can be defined as quite extensive. Europe Main article: Trams in Europe In many European cities much tramway infrastructure was lost in the mid-20th century, though not always on the same scale as in other parts of the world such as North America. Most of Eastern Europe retained tramway systems until recent years but some cities are now reconsidering their transport priorities. In contrast, some Western European cities are rehabilitating, upgrading, expanding and reconstructing their old tramway lines. Many Western European towns and cities are also building new tramway lines. North America Main article: Streetcars in North America See also: Great American Streetcar Scandal In North America, trams are generally known as "streetcars" (or sometimes as "trolleys"); the term tram is more likely to be understood as a tourist trolley, an aerial tramway, or a people-mover. In most North American cities, streetcar lines were largely torn up in the mid-20th century for a variety of financial, technological and social reasons, mainly as a result of the Great American Streetcar Scandal. Exceptions included Boston, New Orleans, Newark, Philadelphia (with a much shrunken network), Pittsburgh, San Francisco, Cleveland, and Toronto. Pittsburgh had kept most of its streetcar system serving the city and many suburbs until severe cutbacks on 27 January 1967, making it the longest-lasting large-network US streetcar system.[citation needed] Toronto currently has the largest streetcar system in the Americas in terms of track length and ridership, operated by the Toronto Transit Commission. This is the only large-scale streetcar system existing in Canada, not including the light rail systems that some Canadian cities currently operate, or heritage streetcar lines operating only seasonally. Toronto's system uses Canadian Light Rail Vehicles and Articulated Light Rail Vehicles, after a history of using PCCs, Peter Witt cars, and horse-drawn carriages. The TTC has ordered a fleet of Bombardier's Flexity Outlook (also used in some European tram systems) as a replacement, and is in acceptance testing as of Fall 2012.[46] Streetcars once existed in Edmonton and Calgary, but both Canadian cities have since converted their systems to support light rail vehicles instead. Streetcars also once existed in Ottawa, Montreal, Kitchener, Hamilton, Kingston and Peterborough. Some of these cities have restored their old streetcars and run them as a heritage feature for tourists, such as the Vancouver Downtown Historic Railway. In a trend started in the 1980s, some American cities have brought back streetcars, examples of these being Memphis, Portland, Tampa, Little Rock, Seattle and San Diego. In the late 20th century, several cities installed light rail systems, in part along the same corridors as the old streetcars. Several additional cities, such as Washington DC, Tucson, Detroit and Sacramento are planning or proposing new streetcar systems. Portland revived its streetcar system in 1986. More recently, Portland received over $23 million in federal funding to enhance transportation connections throughout this Oregon city. Overall, the streetcar project costs were over $148 million, and a new 3.3-mile route was the most expensive streetcar expansion in US history. Oregon Iron Works, the only US company currently producing a modern streetcar, holds a contract valued at over $19 million with the city of Portland. The project is behind schedule, as only one of the five streetcars has been delivered.[citation needed] Oceania In Australia, trams are used extensively only in Melbourne, and to a lesser extent, Adelaide, all other major cities having largely dismantled their networks by the 1970s. Sydney reintroduced its tram in 1997 as a modern system (Metro Light Rail), while Ballarat reintroduced their trams as a heritage system. Bendigo had a heritage system for a while which has recently been upgraded to a simple public transport system through an increase in frequency. A distinctive feature of many Australian trams was the early use of a lowered central section between bogies (wheel-sets). This was intended to make passenger access easier, by reducing the number of steps required to reach the inside of the vehicle. It is believed that the design first originated in Christchurch, New Zealand, in the first decade of the 20th century. Cars with this design feature were frequently referred to as "drop-centres". Trams for Christchurch and Wellington built in the 1920s with an enclosed section at each end and an open-sided middle section were also known as boon cars, but did not have the drop-centre. Trams built since the 1970s have had conventional high or low floors. New Zealand's last public transport tramway system, that of Wellington, closed in 1966. Christchurch however subsequently reintroduced heritage trams over a new CBD route, but the overhead wiring plus some track was damaged by the earthquake of 2011 and reintroduction of the system is currently tied into the debates about what form the city should take in the future. Auckland has recently introduced heritage trams into the Wynyard area, near the CBD using former Melbourne trams as no operable former Auckland cars are believed to exist. A heritage line exists in Queen Elizabeth Park on the Kapiti Coast, running through open countryside. South America Buenos Aires in Argentina had once one of the most extensive tramway networks in the world with over 857 km (535 mi) of track, most of it dismantled during the 1960s in favor of bus transportation. Now slowly coming back, the 2 km Puerto Madero Tramway running in the Puerto Madero district is spearheading the move with extensions to Retiro station and La Boca in the planning stages. Another line, the PreMetro line E2 system feeding the Line E of the Buenos Aires Subway has been operating for the past few years on the outskirts of Buenos Aires, and a unique leisure "Tren de la Costa", an artery that stretches for 15 kilometres by the River Plate, from Olivos to the village of Tigre has also been running in Buenos Aires. Also in the city Mendoza, in Argentina, a new tramway system is in construction, the Metrotranvía of Mendoza, which will have a route of 12.5 km and will link five districts of the Greater Mendoza conurbation. The opening of the system is scheduled for August 2011. In Medellín, Colombia, there is a tram line under construction and the opening schedule is for December 2011.[47] Bogota, Colombia used to have a very extensive tram system until the violent events of the Bogotazo in 1948.[48] Pros and cons of tram systems All transit services, except personal rapid transit, involve a trade-off between speed and frequency of stops. Services that stop frequently have a lower overall speed, and are therefore less attractive for longer trips. Metros, light rail, monorail, and bus rapid transit are all forms of rapid transit, which generally signifies high speed and widely spaced stops. Trams are often used as a form of local transit, making frequent stops. Thus, the most meaningful comparison of advantages and disadvantages is with other forms of local transit, primarily the local bus. Advantages Steel wheels on steel track create about one-seventh as much friction as rubber tyres on bitumen, thus creating dramatically less pollution when carrying the same load.[49] Unlike omnibuses, but like trolleybuses, (electric) trams give off no exhaust emissions at point of use. Most trams can be driven from either end (the major exception being the PCC car used in North America). This means that the infrastructure needed at termini can be quite simple. In comparison, trolleybuses usually require loops that take up much space, and omnibuses often travel over a circular route at termini thus doing damage to more roads, as well as being confusing to potential passengers. Compared to motorbuses the noise of trams is generally perceived to be less disturbing.[citation needed] However, the use of solid axles with wheels fixed to them causes slippage between wheels and tracks when negotiating curves. This produces a characteristic squeal. They can use overhead wire set to be shared with trolleybuses (a three wire system). The existence of a fixed route gives people confidence in the robustness and long-term future of the system, allowing them to rely on it and build their lifestyles around it. A bus route could be cancelled at any time, but a tram line is far less likely to close down. Some trams can adapt to the number of passengers by adding more cars during rush hour (and removing them during off-peak hours). No additional driver is then required for the trip in comparison to buses. In general, trams provide a higher capacity service than buses. Multiple entrances allow trams to load faster than suburban coaches, which tend to have a single entrance. This, combined with swifter acceleration and braking, lets trams maintain higher overall speeds than buses, if congestion allows.[50] The trams' stops in the street are easily accessible, unlike stations of subways and commuter railways placed underground (with several escalators, stairways etc.) or in the outskirts of the city center. Rights-of-way for trams are narrower than for buses. This saves valuable space in cities with high population densities and/or narrow streets. Trams can trackshare with mainline railways, servicing smaller towns without requiring special track as in Stadtbahn Karlsruhe and at greater speed than buses. Passenger comfort is normally superior to buses because of controlled acceleration and braking and curve easement. Rail transport such as used by trams provides a smoother ride than road use by buses. Because the tracks are visible, it is easy for potential riders to know where the routes are. Because trams run on rails, the ride is far more comfortable than that of a rubber-tyred bus. Blemishes in the road surface are far less noticeable. Vehicles run more efficiently and overall operating costs are lower.[51] Trams can run on renewable electricity without the need for very expensive and short life batteries.[52] Consistent market research and experience over the last 50 years in Europe and North America shows that car commuters are willing to transfer some trips to rail-based public transport but not to buses. Typically light rail systems attract between 30 and 40% of their patronage from former car trips. Rapid transit bus systems attract less than 5% of trips from cars, less than the variability of traffic.[52] Disadvantages Tram infrastructure (such as island platforms) occupies urban space at ground-level, sometimes to the exclusion of other users. The capital cost is higher than for buses, even though a tramcar usually has a much longer lifetime than a bus. One study concluded that it would cost less to buy new fuel efficient cars for the low income riders of light rail who do not have cars than it does to subsidize light rail.[53] However, others assert the study was "poorly researched and analytically deficient"[54] or otherwise deficient.[55] Trams can cause speed reduction for other transport modes (buses, cars) when stops in the middle of the road do not have pedestrian refuges, as in such configurations other traffic cannot pass whilst passengers alight or board the tram. When operated in mixed traffic (street running), trams are more likely to be delayed by disruptions in their lane. Buses, by contrast, can sometimes manoeuver around obstacles. Opinions differ on whether the deference that drivers show to tramsa cultural issue that varies by countryis sufficient to counteract this disadvantage. Tram tracks can be hazardous for cyclists, as bikes, particularly those with narrow tyres, may get their wheels caught in the track grooves.[56] It is possible to close the grooves of the tracks on critical sections by rubber profiles that are pressed down by the wheelflanges of the passing tram but that cannot be lowered by the weight of a cyclist. If not well-maintained, however, these lose their effectiveness over time. When wet, tram tracks tend to become slippery and thus dangerous for bicycles and motorcycles, especially in traffic.[56][57][58] In some cases, even cars can be affected.[59] Steel wheel trams are noisier than rubber-wheeled buses or trolleybuses when cornering if there are no additional measures taken (e.g. greasing wheel flanges, which is standard in new-built systems). In older trams, the wheels are fixed onto axles so they have to rotate together, but going around curves, one wheel or the other has to slip, and that causes loud unpleasant squeals. A related improvement is rubber isolation between the wheel disc and the rim, as used on Boston (Massachusetts, US) Green Line 3400 and 3600 series cars. These cars are much quieter than those with solid metal wheels. (This construction requires a flexible cable to electrically connect the tire to the wheel body.)[citation needed] Trams usually have less effective suspension systems than buses, which tends to negate the ride quality benefits of steel rails.[citation needed] The opening of new tram and light rail systems has sometimes been accompanied by a marked increase in car accidents, as a result of drivers' unfamiliarity with the physics and geometry of trams.[60] Though such increases may be temporary, long-term conflicts between motorists and light rail operations can be alleviated by segregating their respective rights-of-way and installing appropriate signage and warning systems.[61] Rail transport can expose neighbouring populations to moderate levels of low-frequency noise. However, transportation planners use noise mitigation strategies to minimize these effects.[62] Most of all, the potential for decreased private motor vehicle operations along the trolley's service line because of the service provision could result in lower ambient noise levels than without. In the event of a breakdown or accident, or even roadworks and maintenance, a whole section of the tram network can be blocked. Buses and trolleybuses can often get past minor blockages, although trolleybuses are restricted by how far they can go from the wires. Conventional buses can divert around major blockages as well, as can most modern trolleybuses that are fitted with auxiliary engines or traction batteries. The tram blockage problem can be mitigated by providing regular crossovers so a tram can run on the opposite line to pass a blockage, although this can be more difficult when running on road sections shared with other road users or when both tracks happen to be blocked. On extensive networks diversionary routes may be available depending on the location of the blockage. Breakdown related problems can be reduced by minimising the situations where a tram would be stuck on route, as well as making it as simple as possible for another tram to rescue a failed one. Exclusive right of way (by law, or by physical exclusion) today can also be achieved by other modes of transport, which may claim to have a lower cost for a new system (like ULTra personal rapid transit). Dedicated busways with diesel or electric buses can support commuter services (such as Bus à Haut Niveau de Service in Paris, and BHNS High Level Service Bus in UK) with features (such as Solaris Urbino 18 Hybrid MetroStyle) similar to new trams. New technologies have blurred the previously rigid lines among traditional rail services, traditional bus services, and private automobiles, with new hybrid mode systems under development. Experimental vehicles, such as China's straddle bus promise new capabilities and flexibility not seen in traditional systems. In media In literature One of the earliest literary references to trams occurs on the second page of Henry James's novel The Europeans: From time to time a strange vehicle drew near to the place where they stoodsuch a vehicle as the lady at the window, in spite of a considerable acquaintance with human inventions, had never seen before: a huge, low, omnibus, painted in brilliant colours, and decorated apparently with jingling bells, attached to a species of groove in the pavement, through which it was dragged, with a great deal of rumbling, bouncing, and scratching, by a couple of remarkably small horses. Published in 1878, the novel is set in the 1840s, though horse trams were not introduced in Boston till the 1850s. Note how the tram's efficiency surprises the European visitor; how two "remarkably small" horses sufficed to draw the "huge" tramcar. James also makes comical reference to the novelty and excitement of trams in Portrait of a Lady (1881): Henrietta Stackpole was struck with the fact that ancient Rome had been paved a good deal like New York, and even found an analogy between the deep chariot-ruts traceable in the antique street and the overjangled iron grooves which express the intensity of American life.[63] A quarter of a century later, Joseph Conrad described Amsterdam's trams in chapter 14 of The Mirror of the Sea (1906): From afar at the end of Tsar Peter Straat, issued in the frosty air the tinkle of bells of the horse tramcars, appearing and disappearing in the opening between the buildings, like little toy carriages harnessed with toy horses and played with by people that appeared no bigger than children. In episode 6 (Hades) of James Joyce's Ulysses (1918), the party on the way to Paddy Dignam's funeral in a horse-drawn carriage idly debates the merits of various tramway improvements: - I can't make out why the corporation doesn't run a tramline from the parkgate to the quays, Mr Bloom said. All those animals could be taken in trucks down to the boats. - Instead of blocking up the thoroughfare, Martin Cunningham said. Quite so. They ought to. - Yes, Mr Bloom said, and another thing I often thought is to have municipal funeral trams like they have in Milan, you know. Run the line out to the cemetery gates and have special trams, hearse and carriage and all. Don't you see what I mean? O that be damned for a story, Mr Dedalus said. Pullman car and saloon diningroom. A poor lookout for Corny [the undertaker], Mr Power added. Why? Mr Bloom asked, turning to Mr Dedalus. Wouldn't it be more decent than galloping two abreast?[64] In his fictionalised but autobiographical Memoirs of an Infantry Officer, published in 1930, Siegfried Sassoon's narrator ruminates from his hospital bed in Denmark Hill, London, in 1917 that "Even the screech and rumble of electric trams was a friendly sound; trams meant safety; the troops in the trenches thought about trams with affection."[65] Danzig trams figure extensively in the early stages of Günter Grass's Die Blechtrommel (The Tin Drum). In the last chapter the novel's hero Oskar Matzerath and his friend Gottfried von Vittlar steal a tram late at night from outside Unterrath depot on the northern edge of Düsseldorf. It is a surreal journey. Von Vittlar drives the tram through the night, south to Flingern and Haniel and then east to the suburb of Gerresheim. Meanwhile, inside, Matzerath tries to rescue the half-blind Victor Weluhn (who had escaped from the siege of the Polish post office in Danzig at the beginning of the book and of the war) from his two green-hatted would-be executioners. Mazerath deposits his briefcase, which contains Sister Dorotea's severed ring finger in a preserving jar, on the dashboard "where professional motorman put their lunchboxes". They leave the tram at the terminus and the executioners tie Weluhn to a tree in von Vittlar's mother's garden and prepare to machine-gun him. But Matzerath drums, Weluhn sings, and together they conjure up the Polish cavalry, who spirit both victim and executioners away. Matzerath asks von Vittlar to take his briefcase in the tram to the police HQ in the Fürstenwall, which he does. The latter part of this route is today served by tram route 703 terminating at Gerresheim Stadtbahn station ("by the glassworks" as Grass notes, referring to the famous glass factory).[66] In his 1967 spy thriller An Expensive Place to Die, Len Deighton misidentifies the Flemish coast tram: "The red glow of Ostend is nearer now and yellow trains rattle alongside the motor road and over the bridge by the Royal Yacht Club[67]..."[68] In popular culture Dziga Vertov's experimental 1929 film Man with a Movie Camera includes shots of trams (at 10 and 42 minutes). The Rev W. Awdry wrote about GER Class C53 called Toby the Tram Engine, which starred his The Railway Series with his faithful coach, Henrietta. A Streetcar Named Desire (play) A Streetcar Named Desire (1951 film) Black Orpheus (1959), of which the main male character Orfeu is a tram driver in Rio de Janeiro's tram system. Toonerville Folks comic strip (190855) by Fontaine Fox featuring the "Toonerville Trolley that met all the trains." The children's TV show Mister Rogers' Neighborhood featured a trolley. The central plot of the film Who Framed Roger Rabbit involves Judge Doom, the villain, dismantling the streetcars of Los Angeles. "The Trolley Song" in the film Meet Me in St. Louis received an Academy Award nomination. The 1944 World Series was also known as the "Streetcar Series". Malcolm (film), an Australian film about a tram enthusiast who uses his inventions to pull off a bank heist. Luis Buñuel filmed La Ilusión viaja en tranvía[69] (English: Illusion Travels by Streetcar) in Mexico in 1953. In Akira Kurosawa's film Dodesukaden a mentally ill boy pretends to be a tram conductor. The Stompin' Tom Connors song "To It And At It" mentions a man who "can't afford the train, he's sittin' on a streetcar, but he's eastbound just the same." The predominance of trams (trolleys) gave rise to the disparaging term trolley dodger for residents of the borough of Brooklyn in New York City. That term, shortened to "Dodger" became the nickname for the Brooklyn Dodgers (now the Los Angeles Dodgers). Jens Lekman has a song titled "Tram No. 7 to Heaven", a reference to line 7 of the Gothenburg tram which passes through his native borough of Kortedala. The band Beirut has a song titled "Fountains and Tramways" on the EP Pompeii. The Elephant Will Never Forget, an 11-minute film made in 1953 by British Transport Films to celebrate the London tram network at the time of the last few days of its operation. A W-class tram was used at the opening ceremony of the 2006 Commonwealth Games in Melbourne. The Full Monty, set in Sheffield, managed to squeeze a tram passing in the background into three scenes. 2009 Thomas Haggerty composed and produced 'Tram' generations 1, 2 and 3 for the popular group TRAM. A collaboration between John Ward and Elizabeth Harrod: "a great tram." In Chrome Shelled Regios, trams are being used in the Academy City Zuelni. Trams feature in the opening credits of the world's longest running TV soap opera Coronation Street, set in a fictional suburb of Greater Manchester. A Blackpool tram killed one of the main characters in 1989 and the most recent faked accident involved a tram (modelled on the Manchester Metrolink) careering off a viaduct into the set in 2009. In the news In the Tottenham Outrage in 1909, two armed robbers hijacked a tram and were chased by the police in another tram. On 7 June 1926 Catalan architect Antoni Gaudí was knocked down by a Barcelona tram and subsequently died. In scale modelling Model trams are popular in HO scale (1:87) and O scale (1:48 in the US and generally 1:43,5 and 1:45 in Europe and Asia). They are typically powered and will accept plastic figures inside. Common manufacturers are Roco and Lima, with many custom models being made as well. The German firm Hödl[70] and the Austrian Halling[71] specialize in 1:87 scale.[72] In the US, Bachmann Industries is a mass supplier of HO trams and kits. Bowser Manufacturing has produced white metal models for over 50 years.[73] There are many boutique vendors offering limited run epoxy and wood models. At the high end are highly detailed brass models which are usually imported from Japan or Korea and can cost in excess of $500. Many of these run on 16.5 mm (0.650 in) gauge track, which is correct for the representation of 4 ft 8 1⁄2 in (1,435 mm) (standard gauge) in HO scale as in US and Japan, but incorrect in 4 mm (1:76.2) scale, as it represents 4 ft 8 1⁄2 in (1,435 mm). This scale/gauge hybrid is called OO scale. O scale trams are also very popular among tram modellers because the increased size allows for more detail and easier crafting of overhead wiring. In the US these models are usually purchased in epoxy or wood kits and some as brass models. The Saint Petersburg Tram Company[74] produces highly detailed polyurethane non-powered O Scale models from around the world which can easily be powered by trucks from vendors like Q-Car.[75] In the US, one of the best resources for model tram enthusiasts is the East Penn Traction Club of Philadelphia.[76] It is thought that the first example of a working model tramcar in the UK built by an amateur for fun was in 1929, when Frank E. Wilson created a replica of London County Council Tramways E class car 444 in 1:16 scale, which he demonstrated at an early Model Engineer Exhibition. Another of his models was London E/1 1800, which was the only tramway exhibit in the Faraday Memorial Exhibition of 1931. Together with likeminded friends, Frank Wilson went on to found the Tramway & Light Railway Society[77] in 1938, establishing tramway modelling as a hobby. Types Regional See also
5064	dbpedia	2	15	https://www.citec.com/skoda-transtech-collaborated-with-citec-to-design-a-light-rail-tram-train-in-finland/	en	Škoda Transtech collaborated with Citec to design a light rail tram train in Finland	https://www.citec.com/wp…keri-600x332.jpg	https://www.citec.com/wp…keri-600x332.jpg	[ "https://www.citec.com/wp-content/themes/citec/assets/img/citec-cyient-logo.png", "https://www.citec.com/wp-content/uploads/2018/01/iStock-537094243-248x140.jpg", "https://www.citec.com/wp-content/uploads/2018/01/shutterstock_64038832-248x140.jpg", "https://www.citec.com/wp-content/uploads/2018/01/iStock-591989986-248x140.jpg", "https://www.citec.com/wp-content/uploads/2020/01/iStock_22078191_LARGE-248x140.jpg", "https://www.citec.com/wp-content/uploads/2017/10/Dreifa-Norway-1600x819-248x140.jpg", "https://www.citec.com/wp-content/uploads/2017/09/iStock-520329172-248x140.jpg", "https://www.citec.com/wp-content/uploads/2021/06/istock-869331738-248x140.jpg", "https://www.citec.com/wp-content/uploads/2018/01/iStock-847093152-248x140.jpg", "https://www.citec.com/wp-content/uploads/2021/05/raide-jokeri-600x332.jpg", "https://www.citec.com/wp-content/uploads/2018/01/BV_ISO9001_ISO14001.gif", "https://www.citec.com/wp-content/uploads/2018/02/JQS-logo_wide.jpg", "https://www.citec.com/wp-content/uploads/2018/03/member-cleantech-finland.jpg", "https://www.citec.com/wp-content/uploads/2019/06/achilles-logo.gif", "https://cdn.citec.com/wp-content/themes/citec/assets/img/logo.png" ]	[]	[]	[ "" ]	null	[ "sevenam" ]	2021-05-26T07:57:12+00:00	The test drives have now started with the brand-new light rail tram train prototype that our customer Škoda Transtech provided for the Helsinki City Transport (HKL) in Finland. We are happy to have had an important role in the project! We provided structural design and detail design and did the modelling and drawings. Our experts […]	en	https://www.citec.com/wp…icon-300x300.png	Citec	https://www.citec.com/skoda-transtech-collaborated-with-citec-to-design-a-light-rail-tram-train-in-finland/	The test drives have now started with the brand-new light rail tram train prototype that our customer Škoda Transtech provided for the Helsinki City Transport (HKL) in Finland. We are happy to have had an important role in the project! We provided structural design and detail design and did the modelling and drawings. Our experts were also responsible for the correctness of the design structure. To be precise, we executed the design of the body, interior, insulation, external roofs, passage between wagons, bellows between wagons, door systems and electrification as well as air conditioning. We did the bogie design including FEM analysis and also the entire mechanics and electrification of the wagon excluding FEM analysis. Parts of the expert work as well as contact with suppliers and production was also our responsibility, in collaboration with Škoda Transtech. Škoda Transtech’s contribution came from system responsibility, i.e. they had experts in each area. They were responsible for the main operation and specifications, and they handled contacts with HKL. The next step is to obtain type approval for the wagon series. The test drives with passengers will start in September. The maximum length of the tram train is 44 meters with 5 modules and the maximum speed is 80 km/h. The design was done with safety in mind. The front design protects the pedestrian in case of a collision. A shock absorber in the front and in the back reduces damages to the wagon or to another vehicle in case of an accident. All the headlights are led lights and there are informative lists with symbols to guide passengers in the door areas. Moreover, the driver’s cabin is very ergonomic, and the visibility is optimised with windows and cameras. The fault diagnosis system guides the driver in any fault situation and helps the service personnel in locating the fault. There are many USB plugs inside the wagon where passengers can charge mobile devices, and the wagon is accessible for people in wheel chairs or with strollers. Check out the new tram train from this video by HKL. Great work rail vehicles team!
5064	dbpedia	1	17	http://www.tautonline.com/ole-design-principles/	en	OLE Design Principles	http://www.tautonline.com/wp-content/uploads/2017/11/37195.jpg	http://www.tautonline.com/wp-content/uploads/2017/11/37195.jpg	[ "http://www.tautonline.com/wp-content/uploads/2014/11/TAUT-masthead.png", "http://www.tautonline.com/wp-content/uploads/2017/11/37195.jpg", "http://www.tautonline.com/wp-content/uploads/2017/11/Innsbruck-Wilten-Depot-OHLE-190411NP.jpg" ]	[]	[]	[ "" ]	null	[]	2017-11-22T10:57:19+00:00	TAUT examines the tools and methods that electrification designers and installers use to create efficient and aesthetically pleasing overhead contact wire systems.	en		The International Light Rail Magazine	http://www.tautonline.com/ole-design-principles/	Since the 1880s, tramways have made use of overhead contact wires to supply them with their lifeblood – electricity. Since the earliest German trials and the subsequent work of US pioneer Frank Sprague that need has remained the same. Yet while trolley poles have, almost universally, given way to pantographs, a reliable, uninterrupted flow of electric power from the lineside substation to the moving tram remains the key to mobility. The most popular method of tramway and light rail electrification is to employ an energised contact wire suspended along the line of the tramway onto which a pantograph mounted on the roof of the vehicle is pressed. This contact is a sliding surface, with a force of around 100 newtons (10.5kg/22lb) and a tramcar speed of up to 80km/h (50mph). The power circuit of any direct current-supplied rail system has six fundamental elements: the substations, which supply direct current at the line’s designated nominal voltage (normally 600V or 750V); the positive conductor (the overhead line); the positive distribution network; the load (the vehicle); the negative conductor (the rails, through which the current is returned to the substations); and the negative distribution network. In most cases the rails are bonded together at regular intervals, and bonded or welded at joints, to provide as low a resistance path as possible for the return current. The past decade has seen massive advances in traction supplies that allow the removal of the overhead line – such as onboard energy storage, magnetic or inductive pickup or switched third rail systems. While these technologies are now relatively well-developed and proven in many cities, they are still mainly used for relatively short sections of line rather than whole systems. Even then their use is determined by various factors such as topography, geography, aesthetic appeal, height clearance for special events, economics and, often, political factors. Yet as each new system is different, any common practice and ‘standardisation’ is more likely driven by market forces than by common characteristics. Anyone involved in light rail OLE design needs to study historical and worldwide practice to gain a full appreciation of the technology. ‘Re-inventing the wheel’, or working entirely from first principles, is seldom appropriate in a field with a rich abundance of previous experience. Railway principles cannot be indiscriminately applied. There is, however, plenty of scope for imaginative and artistic enhancement based on established principles. KEY DESIGN PRINCIPLES: Creating an elegant, efficient and cost-effective overhead power supply is as much an artistic endeavour as it is an engineering one, with a few key principles that require observation: Avoid visual impact clutter wherever possible, through rationalising and sharing of facilities. If equipment is required in the public space, it should either be disguised, or made into a feature; Visual impact of lineside equipment can be further minimised by integration into existing or new buildings and structures where possible or placement underground; Colour, design and equipment placement can be a key element where stakeholders can be engaged early to help generate positive project support. Similarities and differences Tramway and light rail overhead designs share the basic laws of physics with their main line railway counterparts, but require more detailed design and calculation due to their operating environment and development. Other infrastructure is often not present at the start of the scheme – even the proposed alignment may not be available until obstructing buildings have been demolished or new structures created – and the gradients involved are also likely to be steeper with more severe vertical and lateral curves. Finally, any overhead system will be in full public view so must be designed as part of the overall project aesthetics and ‘fit’ seamlessly within its surroundings. This is particularly relevant in cities with a strong heritage or cultural identity where visual intrusion is an important consideration. This integration is largely achieved through the colour, shape, or style of key components, but by far the biggest effect is achieved by minimising the amount of electrical equipment that cannot be cost-effectively hidden or buried underground. Service speeds and desired headways also make a difference as higher-speed suburban sections (often using old railway rights of way), can relinquish aesthetic considerations so the finished system may exhibit more of the features associated with the main line railway when it leaves built-up areas. On a typical design-and-build project there will be many interfaces that the overhead designer must manage. As well as the obvious interactions with trackwork and civil disciplines, many other groups will become involved – local authorities will have an input to the location, style and colour of street items, heritage groups will be involved in attachments to historic buildings, and the emergency services will have a say in emergency isolation procedures. Electrical design It might be expected that tramway overhead line is an electrical design concept, but in reality this is a fairly straightforward task once a few basic parameters are known. The first is to establish the required along-track resistance. This is predominantly a simulation process, where substation positions and line resistance are decided, taking into account the desired service density and the loss of power along the line due to electrical resistance. The number of substations required is directly related to the planned frequency and the amount of overhead line to be provided. Simply put, a greater number of substations means less copper but as substations can be expensive, both in terms of equipment and land usage, a balance between the two will give minimum system cost and optimum operational flexibility. That said, substations are usually required at intervals of 2-3km along the route. Each is a fully-enclosed building with cabling ducted underground; due to internal heat generation, it is necessary to provide for ventilation. It is also possible to place a substation in an easily accessible location within an existing or new building, and wherever reasonably practicable this is preferable. If a new substation building is required, it should be sited to integrate into the surrounding landscape. Wiring the ‘Up’ and ‘Down’ lines separately allows the flexibility of single-line operation in the case of a failure; but for tramways in tight urban locations this is not normally possible without major traffic disruption and so the opportunity is taken to bond together both lines of overhead. This provides parallel paths for the current and can reduce the overall weight and bulk of the overhead line requirement. The overhead must be separated along its length by insulators and isolator switches to allow for maintenance and emergency working. This is achieved by splitting the line into sections, separated electrically by insulators that can be powered independently. System and layout design Once the approximate power requirements are established, the next thing is to design the basic overhead line system. For tramways the key principle is to minimise the equipment in the air, reducing the loads (both static and ice/wind loads) on the poles and foundations while also reducing the risk of theft and vulnerability to vandalism or terrorist acts. To this end most designers adopt simple trolley wire, with or without automatic tensioning. It is desirable that the contact wire should be as level as possible, without ‘hard spots’, so that wear of both wire and pantographs is minimised. Hard spots can result in pantograph bounce, and arcing. The contact wire should be flexibly mounted, using span wires or shorter bowstrings from bracket arms. All this is more important the higher the operating speed. On high-speed sections, catenary suspension is best; this minimises the number of poles required, but can be visually more obtrusive. The catenary also carries current, so reducing resistance. In street-running sections, speeds are lower and simple suspension from span wires suffices. The contact wire can be suspended from the span with short ‘bridles’ to give a softer suspension, but this may require additional register arms to maintain lateral wire position. In city centre locations where the tram movements are slower, a hanger fitted on the span wire is often sufficient. Clearly there must be at least one contact wire above the line and one 150mm2 wire is normally sufficient for a 750V dc system running up to 80km/h (50mph). To achieve a single contact wire, a parallel feeder is likely to be required; this is laid underground. Twin 107mm2 section contact wires not only increase cost and visual intrusion against the sky, but challenges around maintaining even wear also increase maintenance cost. Other considerations include defective pantographs that can damage long lengths of overhead line, requiring time and resource to repair, during which the service is interrupted; conversely, a defect on the overhead line can damage the pantographs of passing trams. This risk of one system damaging the other in operation means that the pantograph and overhead contact system should be designed and maintained as one entity. Once the alignment and trackwork layouts are available, a start can be made on drawing a more exact position for the contact wire. The wire shape need not follow all the curves of the trackwork; instead a series of chords is formed between support points. The limits of the position of the wire are defined by calculations looking at the acceptable movement on the pantograph head, allowing for track tolerances, vehicle suspension and support structure movements, and wire displacement due to atmospheric conditions. The output is the maximum lateral deviation of the wire from the track centre line at support points and at mid-span areas, depending on the position of the pantograph relative to the track/vehicle geometry. It would be convenient to have one length of overhead contact wire stretched from one end of the line to the other, but this is impossible for today’s longer lines. Overhead line must also be sectioned electrically (typically in 1000-1500m lengths), terminating off the track line to poles or other structures. Tensioning is achieved either by weights placed inside poles or by gas or spring tensioners; these have the advantage of lower cost and reduced maintenance. If auto-tensioning is used, overlaps ensure continuity of contact with the tram’s pantograph. Modern innovations include systems that offer remote monitoring and adjustment for exceptional circumstances such as extreme temperature changes. In practice, there will be many revisions to the alignment in any new-build project as the design proceeds. Platform and substation locations may change and overbridge details may change; these alterations all require compromises in the overhead line design. As such, very close co-operation is required between contractors throughout the design and installation for an optimum outcome. Supporting structures At each support point the contact wire must be attached to poles, span wires (either stranded galvanised steel, stainless steel or synthetic materials) or structures, which can be some distance from the track bearing in mind that the further away the fixing is, the higher it will have to be on the structure to which it is being fixed. If long span wires or pull-offs cross an urban space, which may be required from time to time for temporary features such as Ferris Wheels, temporary block-mounted poles can be substituted. The positioning of permanent poles can be particularly challenging, with spacing being a key consideration. Locations must be found where they are not likely to be knocked down or damaged – the presence of large, fixed obstacles near road and tramway intersections can significantly worsen the consequences of a collision between a road vehicle and a tram – and a balance needs to be found so that they can be placed as far apart as possible to limit installation cost, but not so far apart that the wires sag excessively. Intelligent and considered design means that poles can be multi-use and enhance the urban realm by providing additional functions such as supporting street lighting, road traffic signals and signage. To maintain safety, suitable distances of usually a metre or more are necessary between high-voltage tramway equipment and other equipment and accessories mounted to the poles. Poles must also be placed in optimum locations relative to bridges and stops, due to the wires’ design in these areas, but elsewhere the intention is to achieve an even spacing. Where there is a strong visual axis along the length of a street, the rhythm of the poles should be considered for the street as an entity. The number of supports can be minimised by means of ‘bridling’, a technique which may also be used in the conventional horizontal plane or the less conventional vertical plane to enable fixings to be made to buildings clear of architectural or decorative features. The number of poles can also be reduced by supporting two sets of wires from one pole, placed between tracks. This solution results in a well-balanced design that puts all overhead equipment in the track area and away from pavements and walkways. As the poles are evenly loaded, they may be of modest size. The next best approach is to use double-track bracket arm, where one pole supports both lines from one side, although this must necessarily be of larger diameter and height as it is loaded unevenly. Span wires need to be positioned where high road vehicles will not hit them, and should be schemed so that if individual wires are damaged or poles are knocked down the tramway operation should be able to continue without allowing the wire to fall so low that it becomes a hazard for pedestrians. In locations where large convoys crossing the tramway’s path are expected, solutions need to be employed to raise and lower the contact wire. An obvious choice is to use onboard traction energy storage to remove the requirement for overhead contact wires entirely, but if this is not practical or cost-effective then technology exists for extendable support structures that allow the wires to be raised and lowered by a few metres. At complex junctions, the skill of the designer is in supporting the contact wires with minimum support structures to both reduce the possibility of obstruction of sight lines and for aesthetic appeal. Building fixings are always preferable for overhead wire support in urban environments, but the major challenge here is one of consent and legal formality. Permission needs to be obtained from the building owner and detailed surveys are required to prove that the structure is suitable for the required loadings. If many such fixings are desired, the process of obtaining approvals from different building owners will necessarily require agreements and interfaces with different surveyors and solicitors, often creating a cumbersome and time-consuming process. So if wall fixings are to be used, they must be agreed in principle by the client or main contractor in the very early project design stages, undertaking an outline or reference design in advance. Further opportunities for building fixings and for overhead line rationalisation and improvement should continue to be sought throughout the life of an urban tramway. Property owners, for example, may develop a more positive attitude towards the tramway when it is in operation and benefiting them. In particular, standards achieved on extensions should be retrospectively applied to existing installations. There are a number of foundation options for poles. The preferred option is usually steel piles, although reinforced concrete or pre-cast units that are dug into the ground are suitable alternatives that require less extensive civil works. Pole foundations are dimensioned on the basis of the forces applied by the contact wires, any additional low voltage equipment (public lighting etc), the geotechnical properties of supporting ground conditions and buildings and structures in close proximity. If the pole base is to be bolted onto the foundation or adjustment – with advantages for future replacement – disguising the base and protective covering of the bolts must be addressed. There are all manner of ways of doing this, including decorative ornamentation and the application of street furniture surrounds. For aesthetic and technical reasons it is important that poles never lean, or appear to lean, towards the track. They should be installed with positive ‘rake’, leaning away until their loads are applied, pulling them near to, but never beyond, vertical. Where overhead clearance is limited, particularly under road or pedestrian footbridges, it is often sensible to fix the contact wire directly to the structure or to install a rigid overhead bar. This may also be used where the wire is required to follow a severe vertical track curve. The cost of lowering track, especially in city streets where you may find conflict with under-street utilities apparatus, has to be balanced against the cost of potentially complex future maintenance. The bar may be a standard contact wire backed up by a steel or aluminium structure, or it may be a separate conductor rail of stainless-capped aluminium. In either case the transition to conventional contact wire must be made with care. Wire profile and hazard analysis The next job is deciding the vertical profile of the wire. This is done with reference to the standards that define the required wire heights above the rail level on street, in pedestrian areas, and segregated line, and then there are occasional complications of allowing abnormal loads to move under the wires. These heights are relative to the track, which has its own inherent gradient profile, and the wire gradient relative to the track is a feature on which the pantograph performance depends, defined in outline in international specifications. Registration arms set the horizontal position of the contact wire, the stagger, which is alternately either side of the centre line of the track by a set distance of usually between 75-200mm on straight track and 200-350mm on curves. The purpose of this is to ensure even pantograph wear and account for factors such as changing day and night-time and seasonal temperatures and conditions. The result is a complex set of calculations to produce a set of wire heights at each support point. There is now enough information to produce the layout plans, showing support points, wire heights and staggers, and the position of poles, wall fixings and special supports, switchgear and ducting schematics. Modern CAD and BIM systems allow the overhead line to be entered onto the main civil interface drawing as a separate layer so interfaces can be shared with other disciplines to address potential conflicts at an early stage. The design process is accompanied by a comprehensive hazard analysis that identifies the possible risks associated with the equipment during installation and operation. Such incidents might include the breakage of a span wire, a pole being toppled or damaged, or an act of vandalism or terrorism. Such analyses form a strong justification of the design and a good source of reliability predictions. Safety, materials and decoration Insulation: The overhead line for most tramway systems is energised at either 600V or 750V dc and it is obvious that all the live conductors must be properly insulated from earth and from the running rails. Tramways will usually use a double insulated system which simplifies the bonding requirements and provides the opportunity to work live on the finished installation. This practice also simplifies and speeds up emergency responses. Modern insulators use glassfibre or composite cores with silicone moulded sheathing, and cast stainless steel crimped end fittings. These are often combined with stainless steel rope to produce a complete insulated span segment, or a support stitch. The position of these insulators is chosen to reduce the chances, should components fail, of danger to pedestrians from live equipment. The alternative of insulating synthetic ropes avoids the need for extra insulators, and these have been used in many systems across Europe in the past few decades. Cost savings of around 20-30% per km can be seen from these examples through the reduction in additional components and a consequent saving in installation time. Certain experience has shown that these ropes can suffer from greater environmental degradation in coastal and heavily polluted environments, and so their use must be carefully considered. Where pedestrian bridges run over overhead lines, suitable barriers such as walls, fences or railings must be positioned to avoid contact with live parts of the system. These must respect local or international standards. Isolation: As mentioned earlier, the overhead contact wire is divided into electrical sections that can be individually switched on and off. This allows part of the network to be shut down due to an emergency or for planned work. Such sectioning locations are related to the track layout, in particular near junctions and emergency crossovers. These isolator switches may be mounted at the pole top, with linkages down to a handle at shoulder level, but the resulting assembly is cumbersome so it is preferable to mount such equipment in a lineside cubicle that can be more easily disguised with the cables running in ducts to the poles. Where a substation is located near a sectioning point, the associated switchgear will be located within the substation building. The section insulators themselves are the most visual of all the overhead components, and create more maintenance effort and wear and tear than any other item on the line, so there are great practical advantages to reducing their mass and size. Finials: Finials prevent water ingress into hollow poles and come in an almost infinite array of shapes, designs and colours, from the traditional ‘spike and ball’ arrangement to a design that may reflect a local theme or the operator’s logo or corporate shape. Materials: To reduce maintenance, components are best made from non-corroding materials such as composites or stainless steel, or should be galvanised, and, for insulators, plastics or glass-fibre reinforced plastics or composites. Remote monitoring: Bluetooth and wireless technology has seen the advancement of technologies for the remote monitoring of the height and stagger of the contact wire. Portable or hard-wired laser-based solutions remove the need for physical interaction with the energised wires and can be used in any weather conditions, increasing safety and reducing maintenance costs. Finding a way forward From the above considerations, it is easy to see that overhead line design, installation and maintenance is a complex process with many disciplines and interfaces. The final design will inevitably therefore be a compromise between civil and electrical requirements; engineering excellence and reasonable cost; first cost and lifecycle maintenance; and artistic and political aspirations. Negotiating the minefield of competing requirements and achieving an installed system that is at the same time robust and visually appealing is not an easy one. Yet with careful consideration, engagement and plenty of forward planning, tramway and light rail overhead line equipment can indeed be a pleasant addition to any cityscape, both enhancing its unique identity and providing a reliable power supply for decades to come. Note: This article is a compilation of material from various contributors, to show international practice, and previous TAUT articles, including two excellent pieces from former Brecknell Willis Chief Engineer David Hartland (1999 and 2011). Thanks are due to LRTA members David Holt and David Gibson for their additions. Feature originally published in October 2017 TAUT (958).
5064	dbpedia	2	54	https://www.intelligenttransport.com/transport-articles/77563/traffic-operations-helsinki-city/	en	The technology making Helsinki’s transport more sustainable and efficient	https://www.intelligentt…sinkitraffic.jpg	https://www.intelligentt…sinkitraffic.jpg	[ "https://dc.ads.linkedin.com/collect/?pid=303346&fmt=gif", "https://www.facebook.com/tr?id=346567749187208&ev=PageView&noscript=1", "https://www.intelligenttransport.com/wp-content/themes/it19/images/IT-Logo@2x.png", "https://www.intelligenttransport.com/wp-content/themes/it19/images/IT-Logo@2x.png", "https://www.intelligenttransport.com/wp-content/themes/it19/images/ajax-loader-responsive.gif", "https://www.intelligenttransport.com/wp-content/themes/it19/images/ajax-loader-responsive.gif", "https://www.intelligenttransport.com/wp-content/themes/it19/images/ajax-loader.gif", "https://www.intelligenttransport.com/wp-content/themes/it19/images/ajax-loader.gif", "https://www.intelligenttransport.com/wp-content/uploads/helsinkitraffic.jpg", "https://www.intelligenttransport.com/wp-content/uploads/helsinkitraffic.jpg", "https://www.intelligenttransport.com/wp-content/uploads/ArttuKuukankorpi-120x120.jpg", "https://www.intelligenttransport.com/wp-content/uploads/ArttuKuukankorpi-120x120.jpg", "https://www.intelligenttransport.com/wp-content/uploads/Uber_Ring_HCV_Large_1-400x187.png", "https://www.intelligenttransport.com/wp-content/uploads/Uber_Ring_HCV_Large_1-400x187.png", "https://www.intelligenttransport.com/wp-content/uploads/shutterstock_413818171-400x187.jpg", "https://www.intelligenttransport.com/wp-content/uploads/shutterstock_413818171-400x187.jpg", "https://www.intelligenttransport.com/wp-content/uploads/Kayleigh-Ingham-and-Andrew-Cullen-look-on-as-the-fuel-tank-is-removed_1-400x187.jpg", "https://www.intelligenttransport.com/wp-content/uploads/Kayleigh-Ingham-and-Andrew-Cullen-look-on-as-the-fuel-tank-is-removed_1-400x187.jpg", "https://www.intelligenttransport.com/wp-content/uploads/IMG_1876-400x187.jpg", "https://www.intelligenttransport.com/wp-content/uploads/IMG_1876-400x187.jpg", "https://www.intelligenttransport.com/wp-content/uploads/My-project-1-14-1-400x187.jpg", "https://www.intelligenttransport.com/wp-content/uploads/My-project-1-14-1-400x187.jpg", "https://secure.leadforensics.com/223774.png" ]	[]	[]	[ "" ]	null	[ "Tara Nolan (Intelligent Transport)" ]	2019-03-25T14:42:13+00:00	Arttu Kuukankorpi, Director of Traffic Operation at HKL, details Helsinki’s current transport landscape and the decision behind implementing a DAS.	en	/favicon.ico?v=2	Intelligent Transport	https://www.intelligenttransport.com/transport-articles/77563/traffic-operations-helsinki-city/	When in Helsinki – Finland’s southern capital – travelling by metro, tram or the Suomenlinna ferry, you will be using public transport managed by Helsinki City Transport (HKL). The municipal enterprise is part of the City of Helsinki and began operating in 1945. Currently providing comprehensive and environmentally-friendly transport services both on the tram lines of the city centre and the metro lines between east and west, HKL maintains the tracks and stations in order to ensure smooth and safe transport all year round. The metro and trams are the most environmentally-friendly forms of transport in the Helsinki Metropolitan Area, running on electricity produced by water and wind power. Alongside this, new, energy-saving vehicles for both metro and tram lines have recently been acquired. In a bid to further reduce energy usage – and increase capacity – HKL invested in a driver advisory system (DAS). This provides a direct link between the train and the traffic management system (TMS), meaning scheduling, routing and speed restriction updates are communicated to the train in real time. What is your role at HKL and what responsibilities come with it? I am responsible for the traffic operations for the trams and the metro in Helsinki. This includes being in charge of both the drivers and the control centres. My main responsibility on a day-to-day basis is to ensure that the traffic across the city runs smoothly. I also have a duty to focus on how to best develop our traffic operations in a sustainable and efficient way. Why did HKL invest in a driver advisory system? How does it help minimise energy use? The most attractive business case surrounding the installation of a DAS is the significant level of energy savings that is available. When considering the potential energy savings, it is possible for the payback period on the investment to be less than three years. As the energy savings alone justified the business case, we didn’t need to include these benefits in the cost/benefit calculation. The system also offers additional benefits, like improved punctuality – by virtue of motivating drivers – and reduced wear of the rolling stock and tracks. What kind of results have you seen since the introduction of the DAS? Although the DAS has not been fully implemented yet and we have only received preliminary results, these have indicated that energy savings will be higher than we initially expected. When starting the project, some drivers had reservations towards it, but as they can now see the benefits for themselves, their attitude has changed and there is a positive buzz around the system. What other initiatives do you/the region of Helsinki have in place to ensure your operations are sustainable? The City of Helsinki has a goal to become carbon neutral and we have an action plan with 143 separate actions to achieve this. Implementing DAS was actually not a part of this action plan – the actions listed there are higher-level actions. Are there other cities in Finland that are focusing on being as sustainable as possible? How do these compare to Helsinki? Yes, I guess I think it’s quite common now to focus on sustainability and many cities have set a target year for becoming carbon neutral. Some Finnish cities are more ambitious than Helsinki, for example in Tampere the target year is 2030, whereas Helsinki is aiming to achieve carbon neutrality by 2035. However, we are aiming to reduce our greenhouse gas emissions by 60 per cent by 2030.
5064	dbpedia	2	9	https://www.guidetohelsinki.com/public-transport/	en	Public Transport in Helsinki	https://www.guidetohelsi…ki-1400x1050.jpg	https://www.guidetohelsi…ki-1400x1050.jpg	[ "https://www.guidetohelsinki.com/wp-content/uploads/2020/07/only_logo-150x150.png", "https://www.guidetohelsinki.com/wp-content/uploads/2023/07/Bus_in_Helsinki-1400x1050.jpg", "https://www.guidetohelsinki.com/wp-content/uploads/2024/06/20240621_1554300-1400x1022.jpg", "https://www.guidetohelsinki.com/wp-content/uploads/2024/06/tram_15_Leppavaara-1400x1050.jpg", "https://www.guidetohelsinki.com/wp-content/uploads/2023/07/Metro_sign_Helsinki-1400x1050.jpg", "https://www.guidetohelsinki.com/wp-content/uploads/2023/07/Lauttasaari_metro_station-1400x1050.jpg", "https://www.guidetohelsinki.com/wp-content/uploads/2024/06/20240621_151850-1400x1050.jpg", "https://guidetohelsinki.com/wp-content/uploads/2023/07/VR_SM4_train-1400x1050.jpg", "https://www.guidetohelsinki.com/wp-content/uploads/2024/06/city_bikes_Espoo-700x525.jpg", "https://www.guidetohelsinki.com/wp-content/uploads/2024/06/20240621_154335-1266x1400.jpg", "https://www.guidetohelsinki.com/wp-content/uploads/2023/07/Commuter_train_Helsinki-1400x1050.jpg", "https://guidetohelsinki.com/wp-content/uploads/2023/07/HSL_ticket_machine-1024x1400.jpg", "https://guidetohelsinki.com/wp-content/uploads/2023/07/Helsinki_Railway_Station-1400x1050.jpg", "https://guidetohelsinki.com/wp-content/uploads/2023/07/Railway_Square_Helsinki-1400x1050.jpg" ]	[]	[]	[ "" ]	null	[ "Niko" ]	2023-05-23T21:05:40+03:00	We'll cover the important details of public transport in Helsinki. From tickets to stations and transportation methods. Get ready to explore the city!	en		Guide to Helsinki	https://www.guidetohelsinki.com/public-transport/	The public transport system in the Helsinki region is comprehensive and efficient. They are boasting diverse travel options, including buses, trams, ferries, metros, trains, and taxis. One can easily reach almost every corner of Helsinki by taking Helsinki’s public transport. The extensive coverage and reliable service aim to provide you with an enjoyable and convenient commuting experience. The price level is moderate and with the right ticket types, you can save also on the costs. The public transport is mainly operated by Helsinki Regional Transport Authority (HSL) but also a few private companies operate some of the ferries to nearby islands. The same ticket is valid for all HSL transport modes but private operators have their own ticketing systems. Especially, when heading to the popular Suomenlinna Island, make sure to check who operates the ferry before boarding and that you have the correct ticket. HSL does not only serve the Helsinki region but also the neighbouring cities Vantaa, Espoo and Kauniainen. The public transport network is divided into zones so your ticket must include the necessary zones to travel legally. Travelling without a valid ticket results in a penalty of up to 80 euros. Buses in the Helsinki region play a significant role in connecting the city and its surrounding areas. With over a thousand buses in operation, Helsinki aims to provide a convenient and eco-friendly commuting experience for both locals and visitors. Helsinki’s bus routes are designed to cover all parts of the cities, from dense urban areas to suburbs. These buses operate frequently, with some running from early morning to late evening. In addition to regular buses, there are special night buses that cater to the needs of late-night commuters, especially on the weekends. Most of the buses are low-floor vehicles, making them accessible to passengers with mobility challenges. Many buses in Helsinki run on natural gas or electricity so they are also eco-friendly. Buses are named with numbers. To board a bus, you need to give a sign to the driver to show your intention to board. Otherwise, the bus may not stop. Enter the bus using the front door and show your ticket to the driver or the ticket reader. When you wish to exit, press the STOP button inside the bus and it will stop at the next bus stop. There is no ticket sale inside buses. The tram system in Helsinki is one of the most iconic and recognizable modes of transport. The first tram line in Helsinki was opened in 1891, and since then, the system has grown into a network of more than 10 lines that cover the downtown and its surrounding areas. The trams in Helsinki are an essential part of the city’s public transport system and are widely used by commuters and visitors alike. The trams operate on a frequent and reliable schedule. The Helsinki tram system is known for its punctuality, efficiency, and convenience, offering passengers a comfortable and enjoyable commuting experience. The trams are easily identifiable by their distinctive green colour scheme but sometimes, they are covered with ads. The tram lines also offer breathtaking views of the city’s landmarks and attractions, making it an ideal way to explore Helsinki. if you do not want to attend the arranged tours. The Helsinki tram service is an excellent choice for anyone looking for an efficient, affordable, and eco-friendly way to get around the Helsinki Centre. Trams are named with numbers. Because they do not automatically stop at every stop, you need to communicate to the driver by pressing the STOP button. Make sure you have a valid ticket before boarding the tram because it is impossible to buy a ticket inside a tram. You do not need to show your ticket to the driver when boarding the tram. There is no need to validate your ticket to the HSL machine. Helsinki has one light rail line, route 15. It runs from Keilaniemi in Espoo (western Helsinki area) to Itäkeskus (East Centre). The route conveniently intersects with all the commuter train lines, allowing for easy transfers between light rail and commuter trains. The route 15 is long and it doesn’t reach the very centre of Helsinki. It’s good to note that at Itäkeskus, you can also transfer to the Helsinki Metro for further travel within the city. Light rail is one of the most comfortable ways to travel in Helsinki when you are outside the city centre. You need the zone B ticket to travel on the light rail. Helsinki Metro is a rapid transit system that serves Helsinki and Espoo cities. It has been operating since 1982 and is the world’s northernmost metro system. The metro system consists only of 2 lines, and 30 stations, and has a total length of 43 km. It is the primary rail link between the eastern suburbs of Helsinki, the western suburbs of Espoo, and downtown Helsinki. The metro is a convenient and reliable way to get from east to west, especially during rush hours. You will recognize metro stations from the big orange-white letter M. A metro’s end station is visible in the front of the metro train and also on the information screens at the station. You need to buy a ticket before entering the metro platform. There is no ticket sale in metros so again ensure you have a valid ticket before boarding. Ticket inspections are common in the metro stations. Ferries are an essential mode of transport in the Helsinki region, connecting the city to its numerous islands. Ferries to the UNESCO World Heritage site, Suomenlinna, are operated by the Helsinki Regional Transport Authority (HSL) but there are also private ferry operators bringing visitors to Suomenlinna and other islands. Tickets between HSL Ferries and the other operator are not compatible. The majority of the ferries depart from Helsinki Market Square and serve destinations such as Suomenlinna, Vallisaari, and Korkeasaari. The ferries are reliable and run on a regular schedule during the summer, making it easy to plan your day trips to the islands. They are also comfortable, with indoor and outdoor seating options and amenities such as toilets. Private ferries have cafes or even bars on board. They also arrange lunch and dinner sightseeing cruises. You will recognize the HSL ferries from the HSL logo. There is no ticket sale on the ferries so you need to buy one before boarding a ferry. Commuter trains in the Helsinki region are an integral part of the city’s public transport system, providing a reliable and convenient means of transportation for commuters travelling between the suburbs and downtown Helsinki. With over 200 trains running daily, the commuter rail network is one of the most extensive and efficient in Northern Europe. The trains are operated by the Finnish national railway company VR and offer a range of services, including comfortable seating. The trains are also wheelchair accessible, making them an inclusive mode of transportation for all. The trains run on time, making them a popular choice for commuters who need to get to work or school on time. Additionally, the commuter trains are eco-friendly, reducing congestion on the roads and helping to reduce carbon emissions. Commuter trains are named with letters, for example, Train A heading to Leppävaara. It is important not to accidentally board a long-distance train because the HSL tickets are only valid on commuter trains. Long-distance trains do not use letter naming. There is no ticket sale on commuter trains so you need to buy a ticket before boarding a train. A conductor is sometimes asking to see passengers’ tickets so be sure you have the right ticket type. A visitor to Helsinki usually meets a commuter train for the first time at Helsinki Airport. The lines P and I head from the airport to Helsinki Centre. The Helsinki area has city bikes that can be rented. Unfortunately, there are two different systems: one maintained by Helsinki Region Transport and another maintained by the Vantaa city. The HSL system is available in Helsinki and Espoo and the Vantaa system is only in Vantaa. For travellers, the HSL system is more important since it covers the Helsinki centre. The HSL city bike system is available from April to October. It consists of 4,600 bikes and 460 stations. The bikes are not free but you have to pay the subscription fee. The subscription includes unlimited rides but a single ride can last a maximum of 1 hour. For the extra time, you need to pay more. For a traveller, a day subscription is the perfect choice costing 5 euros. If you spend more than a day in Helsinki, you can pay 10 euros for the whole week. Read more about the city bikes on the HSL website. There are a few private companies offering scooters in Helsinki just like in other capitals and big cities. We do not recommend driving with them because you take a risk when driving in a strange traffic environment. However, if you still think you are a skilled enough scooter driver, you can easily find them in the Helsinki Center. It is illegal to drive under the influence of alcohol. Scooters have mandatory insurance in case of an accident. Please be polite when driving and park them in a way that they do not disturb the other traffic. Helsinki’s public transportation system is divided into several zones, each with its unique fare system. The zones, labelled A through D, determine the price of your ticket based on the number of zones you pass through. You must purchase a ticket for at least two zones to ride public transportation. The downtown area is located in Zone A, while Zone B covers the rest of Helsinki and the closest parts of the neighbouring cities. If you’re travelling to the airport or other parts of Vantaa, Espoo, or Kauniainen, you’ll need to purchase a ticket including Zone C. There are three important transport hubs in Helsinki. Helsinki Central Station Helsinki Central Station also known as Rautatiasema in Finnish is the most important transport hub in Helsinki. Helsinki Central Railway station is the end station for all commuter trains. It is also the main station for all commuter trains and long-distance trains departing from Helsinki. At Helsinki Central Station, you can connect to many bus lines and also the metro. Many tram lines pass Helsinki Central Railway Station. Kamppi Bus Station Kamppi Bus Station is about 1 kilometre from the central railway station. It is a big shopping mall where there is a bus station underground. Kamppi is the end station, especially for regional bus lines and also long-distance bus lines. The metro lines go through Kamppi, too. When the weather is bad, Kamppi Bus Station is one of the most pleasant places to have a bus connection. Pasila Station Pasila Railway Station is about 3 kilometres away from Helsinki Central Railway Station. All trains going to Helsinki Centre call at Pasila Station. Also, all trains leaving to different destinations call at the Pasila Station making it a popular connection point for passengers who need to connect from one train to another. The rebuilt Pasila Railway Station is attached to the popular Mall of Tripla which is the fourth largest shopping mall in Finland.
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"https://secure.gravatar.com/avatar/5e6d4cbe0ece02243922ddbbd3046ec0?s=148&d=mm&r=g" ]	[]	[]	[ "" ]	null	[ "David Shirres BSc CEng MIMechE DEM" ]	2023-07-06T14:38:27+00:00	Listen to this article Leading 36 railway engineers for eight days, with 24 technical visits and presentations, seven hotels, 20 train journeys, five coach transfers and one flight is no easy task. Yet, members of the Railway Division of the IMechE have organised such annual railway technical tours for decades, with Felix Schmid having led […]	en	https://grn.ams3.digital…/09/16x16-re.png	Rail Engineer	https://www.railengineer.co.uk/a-scandinavian-study-tour/	Leading 36 railway engineers for eight days, with 24 technical visits and presentations, seven hotels, 20 train journeys, five coach transfers and one flight is no easy task. Yet, members of the Railway Division of the IMechE have organised such annual railway technical tours for decades, with Felix Schmid having led the committee for the past six tours. In May 2023, the tour visited Finland, Sweden, and Norway. As always, it was a great opportunity to study railway engineering elsewhere and learn from each other. The opportunity for informal chats with senior engineers was particularly useful for the younger engineers. We started in Helsinki, where Mobility as a Service (MaaS) was launched in 2016. MaaS is the Netflix of transportation. For a monthly fee, it provides unlimited public transport use through an app which is a combined ticket and journey planner. Its introduction saw a significant increase in use of the city’s public transport. HSL Helsinki Region Transport (HSL) organises public transport in Greater Helsinki which has a population of 1.4 million. HSL’s €17 two-day public transport ticket enabled participants to sample its metro, buses, ferries, suburban rail network and trams. The 124 low-floor trams operate on a 62km tram network with 310 stops, producing 42 million trips a year. The 43km Metro network opened in 1982 and has been extended progressively. The last section, in 2022, was a 7km tunnelled westerly extension with five new stations, bringing the total to 30. The metro carries 70 million trips per year, with a 150 second peak headway. In winter it operates in temperatures of minus 20°C. Its 50 trains comprise three classes: M100 manufactured by the Finnish Stromberg company in the 1970s; M200 produced by Bombardier in the 2000s; and the M300 manufactured by CAF in 2016. At the Metro’s maintenance depot and control room we learnt of plans to increase capacity by 25% by 2030. This requires additional trains and the implementation of Communication Based Train Control (CBTC) to provide automatic train control and shorter headways. HSL are also planning five new light rail / tram projects. Finland’s railways The 5,926km Finnish railway network is 88% single track and 56% electrified at 25 kV 50 Hz. It is built to the Russian loading gauge which is 5.3-metres high. At the Finnish Railway Museum in Hyvinkää we learnt that railways came comparatively late to Finland as it was doubted that they could operate in extreme cold. The first 96km line opened between Helsinki and Hämeenlinna in 1862. As Finland was part of Russia at that time the track was the then Russian gauge of five feet (1524mm). Russia now uses a 1520mm gauge. The first locomotives were imported from Britain such as the museum’s 1869 Glasgow-built Class C1 0-6-0 goods locomotive. Once Finland became independent from Russia in 1917, railways had reached all major cities, ports, and the Swedish border. We benefited from the Russian loading gauge when leaving Helsinki on a 600km train journey to Kajaani on a Finnish double deck train whose coaches are 26.4 metres long, 3.2 metres wide, and 5.2 metres high, each typically with 113 seats. Various novel features included a children’s play area and small private compartments. Figure 5 – Finnish double decker train. The Skoda plant, where these coaches were built, was our next visit. This factory had also assembled the Bombardier-built 6 MW Sr2 electric locomotive which hauled the train to Kajaani, a 40km coach journey to the factory. Skoda’s works The remote village of Otanmäki is an unlikely location for the world’s most northerly rolling stock factory. Here, Škoda Transtech Oy, had produced 270 double decker cars, designed to operate down to minus 40°C, the first of which was delivered in 1998. The plant has 600 employees and occupies 57,000 square metres. When is it minus 35°C outside, the temperature inside is maintained at 18°C since welding is not possible in cold conditions. We saw Skoda’s Arctic trams being produced for Helsinki and Mannheim, as well as products such as heavy mining machinery. Though the plant can produce complete vehicles from bare metal, some are sent to Skoda’s Czech Republic plant for final assembly. The plant’s production capability is one tram every two or three weeks. We saw the plant’s fabricating, welding, machining, surface treatment, and assembly lines. Where possible, processes are automated, notably machine cutting and robotic welding. It was stressed that the trams are designed for ease of maintenance. Hence there were very few glued components. To Sweden From Kajaani, it was a two-hour train journey to Oulu, followed by a 140km coach trip to Haparanda in Sweden, on the Finnish border. Although passenger trains between Finland and Sweden ceased in the 1990s, there are now plans to re-introduce them and electrify the connecting lines. A complication is the gauge change. 1524mm tracks extend to Haparanda and standard gauge tracks extend to Tornio in Finland. Hence there are interlaced 1435 mm and 1524 mm tracks on bridge over the river that forms the border. Haparanda is at the end of a branch line with an infrequent service, yet it has one of Sweden’s largest station buildings. When completed in 1918, it had many passenger trains as, during WW1, sea ferries between Finland and Sweden were not safe. As was evident from the Balises and marker boards, this 156km branch line has ETCS Level 2 signalling. From Haparanda, it was a 1.5 hour train journey to Boden and then a four-hour northbound journey across the Arctic Circle to the iron ore city of Kiruna. The train arrived from the north as the line from the south has been diverted and the original station has been demolished. This is because the city is being undermined by subsidence from the iron ore mine to which it owes its existence. Kiruna’s mine With an iron ore body 4km long, 80 metres thick, and reaching a depth of 2km, Kiruna has the world’s largest ore mine. Mining started there in 1898. Since then, seven mining levels have been constructed. The latest, 1.2km below the surface, started mining in 2013. As the ore body is sloped, subsidence from removed ore advances further beyond the mine as the mining gets deeper. As a result, the city must be partly demolished, and its centre moved 3km east. The mine is operated by the Swedish company LKAB which invested £1.2 billion in the latest level which required the removal of 4.3 million cubic metres of rock and 87km of new tunnels. Rail Engineer went down the mine in 2013 to report on the new level’s standard gauge railway (Issue 107). This is a 15km network on which the mine’s seven trains carry around 100,000 tonnes of ore per day, in 125 train movements between 10 ore extraction chutes and four crushing plants. Each train consists of 21 unbraked wagons carrying 700 tonnes of ore. The 108 tonne Bo-Bo locomotives have four 225kW AC traction motors powered from an overhead 750V DC supply. Train movements are controlled by Bombardier’s INTERFLO 150 CBTC moving block system which offers variable moving blocks. Using a railway, results in automation, allows high capacity and, unlike conveyors, can handle unevenly graded extracted ore. From the underground crushing plant ore is lifted to the surface and processed into approximately 3,000 tonnes per hour of pellets and fines. Transporting ore at this rate to ships is a job for surface railways. Iron Ore trains From Kiruna there are typically ten trains per day to Narvik in Norway and four to Luleå in Sweden. The trains are 750 metres long with 68 ore wagons, each with a tare weight of 23 tonnes. The maximum 31 tonnes axle load allows each wagon to carry 101 tonnes of ore. Hence each train can carry 6,900 tonnes of ore. There are plans to increase this by raising the axle load to 32 tonnes. The wagons operate in pairs with brake control equipment on one wagon to reduce air consumption. Owing to the harsh winter conditions it is important that compressed air in the braking system is kept dry for which the locomotives have effective air driers. Brake pipes also have special rubber seals. Wagons often need to be de-iced prior to unloading. Wagons have Radio Frequency Identification (RFID) tags to calculate mileage and identify faults from wayside heat and acoustic vibration detectors that assess axle bearing and wheel condition. Wagon wheel life is six to nine years. We also saw these wagons under construction at the plant of the Kiruna Wagon company which employs 30 and was founded in 2004. Since then, it has produced 1,600 wagons, mainly for LKAB. The company specialises in the manufacture and refurbishment of various types of dumper wagons i.e., bottom, rock, helix and turn dumpers. Its production capacity is seven wagons a week. LKAB has 17 pairs of IORE electric locomotives, which have a top speed of 80km/h when unloaded and 60km/h when loaded. At 10,800kW (14,500 hp) and 2 x 180 tonnes, these are amongst the world’s most powerful and heaviest locomotives, with steel body panels 4cm thick. During the descent to Narvik, their regenerative brakes recover around 25% of the energy consumed which is sufficient power to haul empty trains back to Sweden. LKAB has a programme to extend locomotive life by 20 years, which takes 15 weeks for each locomotive. The Kiruna to Narvik line has 60kg/m rail to carry its 33 million gross tonnes per annum. Half the line has curves of less than 500 metre radius requiring 7km of rail to be renewed each year. Rail grinding is done every 20 million gross tonnes. With 19 avalanches last year, the line is difficult to operate in winter. Narvik The 170km line from Kiruna to the ice-free port of Narvik was completed in 1902 and electrified in 1923. Leaving Kiruna, the line climbs at up to 1 in 91 to its 523-metre summit on the Swedish / Norwegian border after which it clings to the side of a fjord as it descends to Narvik, 42km away, with a maximum gradient of 1 in 60, a stunningly beautiful journey. At Narvik, we saw LKAB’s port facility which handles 70,000 tonnes of ore daily and loads up to 30 million tonnes per year into ships. Trains arriving from Kiruna run at a continuous slow speed into a shed to deposit ore into one of the 12 underground silos which are each 60 metres deep and 38 metres in diameter. Conveyors underneath these silos direct the ore to one of two loaders which load 9,000 tonnes of iron ore per hour into the ships. The port has a 27-metre draft to handle ships of up to 350,000 tonnes. Typically, ships are loaded with 30 train loads of iron ore. Norwegian railway developments The 4,087km Norwegian railway network is 94% single track and 64% is electrified, like Sweden, at 15 kV 16 2/3 Hz. Narvik receives about two freight trains a day from Oslo which involves a 1,900km, 27-hour journey almost all through Sweden. With increasing traffic there are plans to increase the line’s capacity with two additional passing loops and track remodelling at Narvik station. The unelectrified 729km Nordland line, from Trondheim to Bodø, also requires more passing loops for additional traffic and will be one of Norway’s first ETCS equipped lines. The Norwegian passenger fleet comprises 18 train classes with 278 trainsets and 135 coaches. The train procurement strategy will see these 18 classes reduced to five. Trains already ordered include 30 Alstom Coradia Nordic trains for local services and 17 x 8-coach Stadler long-distance trains. Follobanen From Narvik, we had a 1,000km flight to Oslo to learn of suburban rail and metro developments. On arrival, we learnt about the Follobanen project. This is a new 22km double track railway between Oslo Central Station and Ski, south of Oslo. Construction commenced in 2013 and was completed in 2022, costing £2.7 billion. The new route is mostly in a 19km twin-bore tunnel whose construction utilised four Tunnel Boring Machines, from 2016 to 2019, as well as the ‘drill & split’ method in complex areas. Whilst slower and more expensive, this method reduced vibrations in central Oslo. It involves inserting hydraulic pins into drilled holes which then ‘split’ the rock. The project’s track design principles were ‘lines that separate, shall not meet again’ and ‘no tracks shall cross at grade’. This has generally been achieved, with one unavoidable exception outside Oslo Central Station. Between Oslo and the newly expanded Ski station, the new line now offers non-stop 200km/h trains, whilst the existing line has 80km/h stopping commuter services. Hence, overall capacity has been increased from 12 trains per hour (tph) to 40 tph and journey times cut from 22 to 11 minutes on fast services. Oslo’s Metro Oslo’s Metro system has 101 stations, the highest being 469 metres above sea level on a line with a 1 in 17 gradient. It comprises 5 lines which all converge through the underground core section that has a capacity of 28 tph and has 115 x 3-car Class MX3000 trains. Unusually, the 88km network has 12 level crossings. The system is currently being resignalled with a £230 million CBTC system, awarded to Siemens in 2021. This should be commissioned on an outer part of the system by December 2024, after which it will be progressively rolled out over the full network to increase capacity through the core section to 40 tph. The project includes fitting the CBTC system to the trains and installing a new traffic management system. A world first for this CBTC system will be its use of public mobile networks for track-to-train communication to provide a higher quality datalink at a reduced cost. For redundancy, each train will be connected to two network operators who will give it priority. However, this approach presents cyber security challenges. Another major Oslo Metro project which started in 2020 is a £2 billion, 7.7km tunnelled extension to Fornebu with six new stations and an underground depot stabling 28 trainsets with three workshop tracks and a turnaround loop. Services on this extension should commence in 2029. Tunnelling is by drill and blast rather than a boring machine due to the number of stations in this relatively short tunnel. Tunnelling started in 2020 and after 18 months is 40 % complete. Scandinavian ETCS During the tour we learnt about the Swedish and Norwegian ETCS programmes. Sweden’s 10,912km rail network has four connections with Norway and one with Denmark, highlighting the importance of achieving ETCS’s interoperability. It has 750 interlockings which will soon be life expired. ETCS will reduce the number of interlockings to 150. Initially, ETCS will be implemented on low trafficked regional lines, like the Haparanda branch. By 2027, ETCS will have been installed on 450km of four such regional lines. The line from Boden to the Norwegian border via Kiruna was planned to have ETCS this year but this has now been postponed to 2024 due to delays supplying train borne equipment. ETCS contracts have been let to Alstom, Siemens, and Hitachi for onboard equipment and to Alstom and Hitachi for trackside equipment. The Swedish ETCS programme should be completed by 2040 with the lines around Stockholm being at the end of the programme. Swedish railways have around 100 different types of trains totalling 1783 vehicles requiring ETCS fitment at an estimated cost of £1 billion. Whilst in Oslo, we visited Campus Nyland, Norway’s ETCS test, training and simulation centre which opened in 2019. Here we tried out ETCS driving simulators, saw the ETCS infrastructure laboratory, and visited an adjacent depot to see trains being fitted with ETCS. Alstom have the contract to equip 467 trains of 55 different types. This is being done on two roads in the depot with each unit being out of service for two to three weeks. Norway opened its pilot ETCS line in 2013 and had planned to open its next line this year but this has now been postponed to early 2024. Norway plans to implement ETCS on low trafficked lines first to help manage rolling stock fitment. Hence, lines to Oslo will be ETCS fitted at the end of the £2.6 billion programme which is expected to be completed by 2034. ETCS contracts have been awarded to Thales for the traffic management system, Alstom for train equipment and Siemens for infrastructure equipment. Siemens is responsible for system integration and managing design records. Though ETCS offers many benefits, the group also heard about significant issues which add cost, delay, and operational constraints. These included: The need to freeze rail infrastructure for several years for ETCS implementation is a significant operational constraint, requiring detailed long-term planning, Complex approval process, largely due to a very large number of combinations of different trackside kit and on-train equipment; Developing and approving first of class train installations is a long and expensive process; For retrospective fitment, the size of on-train equipment is problematic. Tour participants noted that smart phones offer greater functionality in a much smaller space; Manufacturers unable to meet demand for high volume of ETCS kit; Potentially high cost as suppliers have a monopoly for the kit they supply. To address this last issue, the EULYNX initiative has been developed to standardise the interface between signalling system elements. On our first day, the Finnish company, Relesoft, presented its EULYNX compliant interface, which was used in Finland to upgrade a traffic management system without renewing the interlocking. Relesoft describes itself as the “SpaceX of signalling” as it is quite a small company with the potential to disrupt the commercial model of mainstream suppliers. Shared learning After eight intense days, everyone had learned much from the visits and from each other on a trip that offered a unique insight into Scandinavian railways. Key aspects included integrated public transport and impressive capacity-improvement projects, designing railways for extreme cold weather and manufacturing trains from bare metal. The scale of Kiruna’s iron ore operation and the way that railways, above and below ground, have been designed to transport thousands of tonnes per day was particularly impressive. It was also instructive to learn how Sweden and Norway are implementing their ETCS programmes which, unlike the UK, start with little-trafficked lines. The very real problems of ETCS implementation were also highlighted. As one younger member of the tour put it: “we can learn so much from how things are done in different countries”. Providing such an opportunity was just one reason why the Railway Division’s Technical Tour is such a worthwhile event.
5064	dbpedia	1	3	https://www.railforums.co.uk/threads/tram-and-trolleybus-overhead-power.255153/	en	Tram and trolleybus overhead power			[ "https://www.railforums.co.uk/styles/railukforums/xenforo/logo.jpg", "https://www.railforums.co.uk/styles/railukforums/xenforo/logo.jpg", "https://www.railforums.co.uk/styles/default/xenforo/smilies/rfsmile/icon_redface.gif", "https://www.railforums.co.uk/data/avatars/m/75/75302.jpg?1724015384", "https://www.railforums.co.uk/data/avatars/m/75/75302.jpg?1724015384", "https://www.railforums.co.uk/data/avatars/m/75/75302.jpg?1724015384", "https://www.railforums.co.uk/data/avatars/m/12/12452.jpg?1507110555", "https://www.railforums.co.uk/data/avatars/m/72/72079.jpg?1567591491", "https://www.railforums.co.uk/data/avatars/m/72/72079.jpg?1567591491", "https://www.railforums.co.uk/data/avatars/m/3/3872.jpg?1516631671", "https://www.railforums.co.uk/proxy.php?image=https%3A%2F%2Flive.staticflickr.com%2F1488%2F25934315860_54b70314f3_c.jpg&hash=bc36cb4e30983c30c34784c48ebd50e2", "https://www.railforums.co.uk/data/avatars/m/97/97527.jpg?1681587908", "https://www.railforums.co.uk/data/avatars/m/75/75302.jpg?1724015384", "https://www.railforums.co.uk/data/avatars/m/97/97527.jpg?1681587908", "https://www.railforums.co.uk/data/avatars/m/23/23335.jpg?1713254109", "https://www.railforums.co.uk/data/avatars/m/97/97527.jpg?1681587908", "https://www.railforums.co.uk/data/avatars/m/25/25555.jpg?1507669497" ]	[]	[]	[ "" ]	null	[ "swt_passenger" ]	2023-09-25T21:29:04+00:00	I saw a video a few days ago of trams and trolleybuses operating together in Newcastle upon Tyne city centre. It made me wonder if they generally shared...	en		RailUK Forums	https://www.railforums.co.uk/threads/tram-and-trolleybus-overhead-power.255153/	I don't know Newcastle at all, but the answer is 'it depends'. Yes, it was technically possible for trams to use the positive wire of the trolleybus overhead, although the wiring would have had to be in a position to suit both the track layout and the line taken by trolleybuses. Having said that, I'm not sure how many places ran trams and trolleybuses together for any length of time - in most places, trolleybuses replaced trams after maybe a short temporary period of joint running, although in some cases, the conversion programme was stalled in the 1939-45 war and what had been meant as temporary carried on for a while. Glasgow ran both for quite some time, although again I don't know the patch well enough to know how often they shared the same roads, or how they dealt with the overhead. As Glasgow trams (in post war years at least) had bow collectors rather than trolley poles, the risk of a bow collector short circuiting the trolleybus overhead would have had to be considered. The only section of London where trams (on overhead wire ) and trolleybuses shared the road for any length of time was between Woolwich and Abbey Wood, some of which had two wires, some (like this bit at Abbey Wood - photograph and Flickr account not mine) - I have read that there were occasional incidents when a driver forgot which bit of road they were on and a tram tried to overtake a trolleybus (or vice versa) at the wrong place. - the trams on the Kingsway Subway routes north of the Thames that survived the north London trolleybus conversions were on conduit as far as Archway and Manor House, where they terminated just south of former change pits. Although I have read that tram drivers would occasionally put a pole up on the trolleybus overhead if they got stuck on a conduit dead section - although they weren't supposed to. Likewise the small bits of trolleybus route round Battersea and Tooting that overlapped with trams, the trams were on conduit there. *I seemed to remember reading that during the wiring conversion of St Helens to Prescot loop from tram to trolleybus, the trollybus used an earthing skate while one pole is up on the live wire. I remember reading about that being done somewhere but couldn't recall any details. The place I recall reading about this (trolleybus running with one pole on tram overhead, with skate/trolley trailer for current return to tramtrack) being done was in Birmingham, to enable trolleybuses on one of their routes to access the depot, which was down a tram route from the trolleybus route. LCC did have a section in the Greenwich area where there were two wires for trams, using the second wire for current return, to avoid potential issues with earth return that worried the Royal Observatory - don't know if anywhere else had this. (But two wires on a single track tramway - one for each direction - was quite common, to simplify the overhead by reducing the need for frogs) LCC did have a section in the Greenwich area where there were two wires for trams, using the second wire for current return, to avoid potential issues with earth return that worried the Royal Observatory - don't know if anywhere else had this. (But two wires on a single track tramway - one for each direction - was quite common, to simplify the overhead by reducing the need for frogs) Yes - the Eltham to Woolwich line. Photo on Flickr here (not my Flickr account, and obviously not my photo - dates from pre 1914!) I've also read that the depot at Brixton Hill (this one - Google Street View) was opened with twin wires - it had been designed and constructed as a depot for unpowered trailer cars (presumably with the intention of using a tractor or something to get them in and out), so the running rails weren't earthed, but the use of trailer cars had been ended before it opened, and it was needed as an outstation for the Streatham Hill / Telford Avenue depot. It was modified later. I can't think of anywhere else that had the same arrangement, but can't be sure that it didn't exist. As well as two wires on a single track section, there were a few sections of single track in London that had separate conduit slots to avoid pointwork, example was Stockwell Road (photo here - again not my photo or Flickr account.) I can't think of anywhere else that had the same arrangement, but can't be sure that it didn't exist. We discussed a while ago that Cincinnati in the USA long had this dual wire arrangement for streetcars, due to concerns about earthing issues, and a photo showed that at changeover to trolleybuses these used the same wires. Photo here: San Francisco Trams etc The trolleybus system lasts there because of some extreme gradients in the city, which are beyond the abilities of diesel buses, especially when loaded. It was the same for the cablecars, which initially lasted, until they became a feature in their own right, because of some of the steep hills... Apologies if this is deemed O/T as it is something new rather than historical, but the two new trolleybus routes in Prague share road space with existing tram routes at some points, but don't share wiring. The 58 at Palmovka runs in a one-way loop inside the footprint of the tram lines (which cross at 90 degrees here) so doesn't need to cross their wiring. It does run parallel to it for a short distance heading northbound, sharing stops with the tram. However, at the Nádraží Veleslavín terminus of bus 119 to the airport, the as-yet unused new trolleybus wiring crosses the tram overhead at 90 degrees in the central reservation of Evropská as it leaves the terminus. Further west at the rebuilt Divoká Šárka stop, the trolleybus wiring moves into the central reservation so as to share the tram stop, but again is simply parallel to the tram wiring. I'm not sure when this is due to start operation, or whether it will keep the same number. Running both trolleys and trams along the same street, separate wires, is more straightforward if the trams have trolley poles, the insulators needed where the wires cross are short. If the trams have pantographs however the wires have to be kept much further apart, and insulators and complexity where they cross are more of an issue, to avoid the tram pantograph short-circuiting the trolleybus wires. This one in St Petersburg, Russia, with a tram Grand Union (all-ways junction) and trolleybus wires through the middle of it, is an absolute cat's cradle. Photo here: https://www.google.com/maps/@60.003...e0!5s20170801T000000!7i13312!8i6656?entry=ttu I believe when Helsinki, Finland had trolleybuses the trams had to pull down their pantographs when crossing the wires. They also had simplistic automatic point controls on the tram wires where the driver had to identify which way the points lay, and pull the pantograph down if they didn't want them changed. Running both trolleys and trams along the same street, separate wires, is more straightforward if the trams have trolley poles, the insulators needed where the wires cross are short. If the trams have pantographs however the wires have to be kept much further apart, and insulators and complexity where they cross are more of an issue, to avoid the tram pantograph short-circuiting the trolleybus wires. This one in St Petersburg, Russia, with a tram Grand Union (all-ways junction) and trolleybus wires through the middle of it, is an absolute cat's cradle. Photo here: https://www.google.com/maps/@60.003...e0!5s20170801T000000!7i13312!8i6656?entry=ttu I believe when Helsinki, Finland had trolleybuses the trams had to pull down their pantographs when crossing the wires. They also had simplistic automatic point controls on the tram wires where the driver had to identify which way the points lay, and pull the pantograph down if they didn't want them changed. UK trams set the points by taking power of going on the main route and shutting off power to take a turnout. This system was also used to set the 'points' in the overhead for trolleybuses. (I think UK trolleybus men call the 'points' 'frogs') Running both trolleys and trams along the same street, separate wires, is more straightforward if the trams have trolley poles, the insulators needed where the wires cross are short. If the trams have pantographs however the wires have to be kept much further apart, and insulators and complexity where they cross are more of an issue, to avoid the tram pantograph short-circuiting the trolleybus wires. This one in St Petersburg, Russia, with a tram Grand Union (all-ways junction) and trolleybus wires through the middle of it, is an absolute cat's cradle. Photo here: https://www.google.com/maps/@60.003...e0!5s20170801T000000!7i13312!8i6656?entry=ttu I believe when Helsinki, Finland had trolleybuses the trams had to pull down their pantographs when crossing the wires. They also had simplistic automatic point controls on the tram wires where the driver had to identify which way the points lay, and pull the pantograph down if they didn't want them changed. Yes, the trolley wires are well offset to clear the pantographs. I did manage to take a photo of a tram going under the 90 degree crossing of the new trolleybus wires at Nádraží Veleslavín but would have to check how to post it on here. There is a quite substantial piece of metalwork at the crossing point. It seems slightly odd to go to this complexity, as both trolleybus routes will use battery power over quite significant parts of their length anyway. UK trams set the points by taking power of going on the main route and shutting off power to take a turnout. This system was also used to set the 'points' in the overhead for trolleybuses. (I think UK trolleybus men call the 'points' 'frogs') I've driven trolleybuses at Sandtoft there is a trigger frog with a light, to operate it you had pedal down 3 notches and pull the handbrake on, the surge will fire the frog and a yellow light will tell you that the frog has been set, it's an art to release the handbrake and pedal at the same time without shooting forward. UK trams set the points by taking power of going on the main route and shutting off power to take a turnout. This system was also used to set the 'points' in the overhead for trolleybuses. (I think UK trolleybus men call the 'points' 'frogs') Other way round actually, power for the turnout and coast for straight ahead. This might sound counter-intuitive but is appropriate when you think about it, the vehicle turning will slow right down and then give some power through the overhead switch. A timing relay will only set for the turnout if power is drawn through the switch for say two seconds or more, say not more than 5mph, so if a straight ahead vehicle inadvertently goes through at speed with the power on the points will not be set to divert it. A further relay on the branch, immediately beyond the turnout, sets it back to the straight again. The difficult situation is if a straight ahead vehicle is in a traffic jam and crawling along, it must not take any power through the relay switch. Marks for the driver in the roadway normally assist with this, otherwise it's stop and out with the point iron ... I never knew points could be automates in such a way for trams, I had only ever seen the driver leave the cab with a metal bar to flip the frog in the desired direction of travel. Such was available more than 100 years ago. Two manufacturers were Charles Hadfield and Collins, both I think from Sheffield. When I was in Hong Hong, the old traditional tramway still there from the British era had automated points with Hadfield stamped on the cover plates, although the business is long gone. Edinburgh on their old system apparently had an even more sophisticated approach at the key complex junction at the East End of Princes Street, with a control box on the pavement, actually just a cabinet with switches, electric points, and a "signalman" there all day to switch vehicles as required. I think there were once a couple of these elsewhere around the country. Last ditch is indeed for the driver to have to stop, get out with the point iron, and move the points from being set the wrong way, sometimes accompanied by some un-Parliamentary expression that might be audible from the front seats ...
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Check the Helsinki travel guide to see what to do and where to go in Helsinki, top sights etc.	en	https://cdn.finnair.com/…-precomposed.png	Finnair	https://www.finnair.com/us-en/destinations/europe/finland/helsinki	June, July, and January are the busiest months for the capital’s tourism and the flights to Helsinki can book up fast. Travelling during the off-season can help to score lower accommodation rates and cheaper plane tickets to Helsinki. Weather in Helsinki Weather-wise, Helsinki caters well for all tastes and preferences as there are four distinctly beautiful seasons during which to explore the city's changing ambience. The moderate temperatures of spring and fall are great for comfortably exploring the outdoors and sightseeing in peace. The hotter summer climate is perfect for relaxing beach days as well as endlessly bright nights in the lively city. It’s good to know that the summer solstice, the longest day of the year, occurs between 20–22 June. In Helsinki that means nearly 19 hours of daylight and the sun barely setting during Midsummer celebrations! In winter, the pace of life winds down and the cold gives way to beautiful snowy days you can spend ice skating, cross-country skiing or exploring the charming Christmas markets. Helsinki’s event calendar It’s good to know some of the most popular local celebrations and festivals to time your trip to Helsinki. Spring March kicks off with Helsinki Sauna Day and April follows with the biggest coffee festival in Northern Europe, Helsinki Coffee Festival. The nationwide Vappu, Finnish day for the springtime festival and May Day, is held on the 1 May. Summer In June, Helsinki Day (Helsinki’s birthday) is celebrated with a wide range of free events across the town. June also sees the Taste of Helsinki gourmet restaurant festival and the biggest cultural and human rights event in Finland – Helsinki Pride. At the end of June, Finns, like many Northern European cultures, celebrate Midsummer (Juhannus) as one of the main traditional festivities. Helsinki usually goes quiet at that time of the year because locals leave to summer cottages away from the city. August is packed with cultural events, to name a few: Flow Festival as the leading urban music and arts festival in Europe, Helsinki Festival as the largest arts festival in Finland with theatrical performances, music, dance, and visual art displays. Autumn September is a real treat for design lovers as the largest design festival in the region, Helsinki Design Week is held. Also, the Helsinki Film Festival takes over the local cinemas in September. November attracts with an international Baltic Circle festival for contemporary theatre as well as the world’s leading start-up and tech event Slush. Winter Christmas season starts with the opening of the Christmas Street (occasionally in the end of November). Helsinki downtown charms with mesmerising Christmas lights and the Helsinki Christmas Market that’s one of the city’s oldest events and has been repeatedly picked among the European Christmas Markets to visit. Finland’s Independence Day is also celebrated in December (6th).
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"https://1.gravatar.com/avatar/470ded05c074db072042804c83dd80c9b669485e91a7ce88bcb3ab3713e5abae?s=48&d=identicon&r=G", "https://2.gravatar.com/avatar/ee1dcb822f172a5b4f69d489e673c32766b593b9d5058a70a9cfe9f5482f06e4?s=48&d=identicon&r=G", "https://0.gravatar.com/avatar/641f2660a921602fa725ffd9e65ffe2f3ea8c3a7007ff6fe77802dfa817c4272?s=48&d=identicon&r=G", "https://s2.wp.com/i/logo/wpcom-gray-white.png", "https://s2.wp.com/i/logo/wpcom-gray-white.png", "https://pixel.wp.com/b.gif?v=noscript" ]	[]	[]	[ "" ]	null	[ "Alon Levy" ]	2022-01-26T00:00:00	I've been thinking about trams today. The origin of this post is that yesterday's post about modal versus other questions concerning public transport led to a conversation about how in some places, namely Vancouver, the light rail versus subway debate is big. And that got me thinking about how cities that do not have subways…	en	https://s1.wp.com/i/favicon.ico	Pedestrian Observations	https://pedestrianobservations.com/2022/01/26/how-tramway-networks-look/	I’ve been thinking about trams today. The origin of this post is that yesterday’s post about modal versus other questions concerning public transport led to a conversation about how in some places, namely Vancouver, the light rail versus subway debate is big. And that got me thinking about how cities that do not have subways arrange their streetcar networks. These cities exist, mostly in Central and Eastern Europe, and often have very strong public transport – this is for example the Zurich model, based on a combination of streetcars and an S-Bahn system. Some such cities don’t even have an S-Bahn system. How do they arrange their tramway networks? The top tram cities I asked on Twitter what the busiest tramway network is in cities without a subway. Across all cities, including ones that have both streetcars and metro tunnels, the answer was Saint Petersburg at the beginning of the 21st century, and today is either still Saint Petersburg, where ridership has been in decline recently, or Budapest; Prague is the third. All have around 400 million annual riders, or somewhat less. Among cities without subways, it’s harder to tell, because the information isn’t always out there; streetcars are not as well-studied as subways, a pattern of which I am guilty of contributing to with the focus of the Transit Costs Project (for now). Zurich, Brno, Zagreb, and Melbourne all have around 200 million annual passengers each, and Bratislava, Kraków, Łódź, an Belgrade are all plausible contenders except that I have not been able to find ridership figures for them. Additional cities with strong ridership but not 200 million a year include the Upper Silesia complex with about 100 million, which is weak for its size with high car modal split for a Polish city, and smaller cities like Leipzig, Dresden, Linz, Basel, Geneva, Košice, Gothenburg and Lviv. The pattern of tram cities All of the high-ridership tram cities I’ve been able to find have historically maintained their systems. Cities that closed their streetcars in the postwar era and have since reopened them as modern light rail systems sometimes have very strong ridership, like Paris, but that’s in conjunction with a metro system; the Ile-de-France tram network is strikingly circumferential and barely penetrates city limits, where the Métro predominates. In the United States, the busiest modern light rail system is Los Angeles and the busiest without a subway is Portland, with 40 million annual trips, in a metro area of comparable size to Upper Silesia, which is much more auto-oriented than monocentric Polish city regions like those of Warsaw and Kraków. Moreover, nearly all examples I know are in Central and Eastern Europe. Elsewhere, trams were shut down in the postwar era, or replaced with subway-surface Stadtbahn systems as in San Francisco and most West German cities. This is going to color the analysis, because just as there are American, Soviet, British, French, and German traditions of how to build rapid transit, there are national and areal traditions of how to build tramways, and with the exceptions of Melbourne and Gothenburg, all of the top systems in metro-free cities are in one or two macro-regions (Warsaw Pact and German), which means that shared features may be either the key to success or just a regional cultural feature. The shape of strong tramway networks I encourage readers to go to Alexander Rapp’s website with maps of rapid transit and tram networks around the world, and toggle the maps so that the top streetcar networks are visible. For example, here is Zagreb: Here is Melbourne, which doesn’t yet have a metro but is building one at very high costs: Here is Brno, which has around 200 million annual passengers in a metro area of 700,000: The striking features of these networks and others without as good maps on Wikipedia (Gothenburg, Zurich), to me, are, The network design is radial – crosstown routes are rare and sporadic. The lines form something like a mesh in a small city center, perhaps the size of the historic premodern core, in which one can walk from one end to another; Melbourne, which does not have the history of a walled European city, shows convergent evolution with the same pattern. Owing to the long history of such systems, the ones I’ve used (Prague, Zurich, Basel, Leipzig, East Berlin) have basic stations with shelter and in Zurich’s case ticketing machines but no other facilities. There is extensive interlining and branching in all directions.
5064	dbpedia	3	23	http://www.mystinenportaali.com/bussi/eng/tekstit/	en	A brief history of local buses in the Helsinki Region			[ "http://www.mystinenportaali.com/bussi/kuvat/mini/carrus/city_l_cnx11.jpg", "http://www.mystinenportaali.com/bussi/kuvat/mini/carrus/city_l_cnx08.jpg", "http://www.mystinenportaali.com/bussi/kuvat/mini/carrus/city_l_cnx01.jpg", "http://www.mystinenportaali.com/bussi/kuvat/mini/carrus/k202_matala_hkl01.jpg", "http://www.mystinenportaali.com/bussi/kuvat/mini/carrus/city_l_hkl06.jpg", "http://www.mystinenportaali.com/bussi/kuvat/mini/carrus/city_l_hkl04.jpg", "http://www.mystinenportaali.com/bussi/eng/tekstit/sm4_thumb.jpg", "http://www.mystinenportaali.com/bussi/kuvat/mini/muut/vario_205.jpg", "http://www.mystinenportaali.com/bussi/kuvat/mini/carrus/city_l_cnx01.jpg", "http://www.mystinenportaali.com/bussi/eng/tekstit/voucher_thumb.jpg", "http://www.mystinenportaali.com/bussi/eng/tekstit/pr200_thumb.jpg", "http://www.mystinenportaali.com/bussi/kuvat/mini/muut/tariffikyltti.jpg", "http://www.mystinenportaali.com/bussi/eng/tekstit/550_thumb.jpg", "http://www.mystinenportaali.com/bussi/eng/tekstit/lepuski_thumb.jpg" ]	[]	[]	[ "" ]	null	[]	null		fi			null	Contents History The early days After the wars The regional ticket system Recent changes Competitive tendering and privatization The floor height revolution The electronic ticket system Current trends Plans for the future Troubled times Glossary Sources History The early days Local bus traffic started in Helsinki in the 1920's. Many other parts of the country got their first bus routes nearly ten years earlier, as the existing electric tram network made uneconomical to operate buses in Helsinki. The early routes were mostly short regional routes to the edges of Helsinki and the neighbouring towns and villages and were usually operated by individual entrepreneurs or small companies with only a few owners. After the depression in the first half of the 30's, Helsinki's internal bus traffic also started to grow rapidly. The traffic was operated mostly by Helsingin Raitiotie- ja Omnibus-Osakeyhtiö (Helsinki Tram and Bus Company), in which the city was a majority owner. Several other companies were merged into HRO in 1937 and 1938. In 1939 just before the beginning of the Winter War HRO had 103 diesel buses and twenty petroleum powered buses. The most common makes were Büssing (70) from Germany and Scania-Vabis (20) from Sweden. After the wars The Winter and Continuation wars struck bus operations severely. The army took over more than half of all buses and many of those that were left were converted into trucks in order to transport critical supplies. Practically all civilian vehicles were fitted with wood gas converters as liquid fuels were not available. Tires were also in short supply. After the war ended in 1944, the city decided to take over HRO and the municipal transport department Helsinki City Transport (Helsingin Kaupungin Liikennelaitos, HKL) was founded. Initially the company had only 17 buses left and it took until 1949 before larger amounts of new buses could be bought. Trolleybuses were also taken into use in 1949 on route 14 and were used until 1985. The regional ticket system A law change in 1985 placed the Helsinki Metropolitan Area Council (Pääkaupunkiseudun yhteistyövaltuuskunta, YTV) in charge of regional public transport routes in Helsinki, Espoo, Vantaa and Kauniainen. A flat rate regional ticket was introduced and YTV took charge of route planning and route permits. The actual routes were operated by both municipal companies (Espoon Auto, Vantaan Liikenne and HKL) and private companies. All internal routes were planned by the cities and operated under contracts. Internal tickets were made valid inside the specific town on regional routes. Helsinki trams, the metro and the ferry to Suomenlinna were also included in the regional ticket system just like they were included in Helsinki's own ticket system. Technically the regional ticket and new internal tickets were implemented as Almex stampable cardboard tickets and cardboard season passes in plastic sleeves. A special tariff sign was also introduced for the front of regional buses. Helsinki and Vantaa routes kept their existing signs and Espoo got a common sign, which was later replaced by the regional sign even for internal routes. Recent changes Competitive tendering and privatization Bus route operating contracts in and around Helsinki were considered highly profitable. In an attempt to lower costs and improve service, YTV started to award contracts based on competitive tendering in 1995. Espoo, Vantaa and Helsinki all followed in time. The adopted tendering model means that the cities and YTV collect the fares and pay the operators a certain sum for operating the routes with buses that meet specific requirements. Each time a route or group of routes is up for tendering, the ordering party specifies the minimum requirements and extra points given for better equipped vehicles. The most points are of course awarded for the price, which is divided into vehicle days (use of a specific bus on a specific day), vehicle hours and route kilometres. Operating contracts are generally made for four to seven years at a time. With the beginning of competitive tendering, Espoo and Vantaa decided to sell their municipal transport companies. Espoon Auto and the privately owned Transbus were bought by Swebus from Sweden in 1995 and 1994 respectively. Swebus was bought by the Scottish Stagecoach group in 1997, which in turn sold its Nordic operations in 2000 and the Concordia Bus group was created. Vantaan Liikenne was sold to the Swedish Linjebuss in 1994, which in turn was sold to CGEA (part of Vivendi-Universal) from France in 1998. The company is now part of the international Connex Group, which is owned by the global Veolia Environnement, former Vivendi Environnement. Helsinki merely separated the bus part of HKL into a separate unit called HKL-Bussiliikenne and did not privatize it. Helsinki also owns practically all of Suomen Turistiauto (STA), which is a limited company. From Vantaan Liikenne.. ..to Linjebuss.. ..to Connex. Harsh competition has killed many traditional bus companies in and around Helsinki. These include Metsälän Linja Oy, Oy Liikenne Ab (then part of Koiviston Auto) and Keskuslinja Oy. Other smaller operators have survived, including Åbergin Linja and Westendin Linja from Espoo and Tammelundin Liikenne from Helsinki. Saaren Auto was bought by the state owned Pohjolan Liikenne -group and Lähilinjat was bough by Koiviston Auto, which operates across the country. Many others were merged into Espoon Auto or Vantaan Liikenne before they were sold abroad. The floor height revolution Nearly all the buses used in the Helsinki Metropolitan Area had high floors until 1992. The middle engined Volvo B10M was very popular and two steps at each door was the norm. A few exceptional buses had semi low floors with only one step at the front and middle doors and Tammelundin Liikenne introduced their first low floored Mercedes-Benz buses in 1990. HKL tried several low floored alternatives and kept the Scania/Wiima K202 test bus they introduced in 1991. Vantaan Liikenne soon followed suite in 1992 with several Scania/Carrus City L's. HKL also bought a Volvo/Carrus City L in 1992 and in 1994 they bought several Scania/Carrus City L's. Soon almost all the bus operators were buying low floored buses and the pace only grew with competitive tendering, which favoured low floored buses. Prototype 1 Prototype 2 Perfection Currently most of the buses used in the Helsinki Region have low floors. New high floored buses are not accepted in operating bids with the exception of some routes in the more remote parts of Espoo. An unfortunate side effect of low floors is that articulated buses have all but disappeared as low floored articulated buses are expensive to operate and have very few seats, which counts as a disadvantage in the tendering process. The long (14,5-15 metres) bogie buses that have replaced articulated buses have less standing space and are less manouverable on routes in the city centre. High floored articulated buses with lots of standing space could still easily defend their place in rush hour operations on some Helsinki routes. The new Helsinki trams that have been arriving since 1998 also have 100% low floors. New local trainsets have 50-70% low floors and the Helsinki metro has always had lift access to all of its stations. Low. Low. Low The electronic ticket system The cardboard Almex system without magnetic strips was already rather old in 1986 when the regional ticket was taken into use. Koskilinjat Oy in Oulu had successfully deployed their Buscom contactless smart card system in 1992 and several other towns soon followed. YTV also tested different smart card based ticket systems as early as 1992 to 1993. A special project group was founded in 1994. Buscom Oy from Oulu and Olivetti were chosen as the device contractors in 1996 with half a dozen other companies delivering software, ticket vending machines and other services. The project was delayed by disagreements between YTV and the cities and between the different contractors. The first driver terminals for selling new thermally printed tickets were taken into test use in 1997. All vehicles were fitted with them in early 2000. The first test tickets were introduced in 2001 and the first normal users received their tickets in September 2001. Nearly all types of Almex tickets were finally decommissioned in the beginning of April 2003. The only remaining tickets and stamping machines are used in trams for prepurchased single trip tickets. These will probably be replaced completely by mobile phone based tickets in the near future. Helsinki is the first capital city in Europe to use a complete smart card system. The system is also very complicated as the cities insisted on keeping nearly all of the old ticket types in the new system. This means that each smart card or Travel Card can simultaneously contain value (money) for purchasing single tickets and two non-overlapping internal or regional season passes. The lenght of the passes can be decided very freely and there is a multitude of different single trip tickets available for purchase with the card reader. The card can simultaneously contain two different types of single tickets and up to 30 tickets of each type. Additional ticket types are available as thermally printed tickets from the driver and these can be payed for either with value stored on the card or by using cash. These tickets can also be bought from vending machines. Any card can be charged at any of the 200 salespoints in the region. A new tariff sign was also introduced for regional, Vantaa and Espoo routes as part of the Travel Card system. The driver terminal. The card reader. The new tariff sign. Current trends Plans for the future Rail transport has been on the rise for some years now. The first dedicated local traffic rails were build from Huopalahti to Martinlaakso in 1975 and they were later extended to Vantaakoski. Separate local rails alongside the existing ones were completed from Helsinki to Tikkurila in the 90's and from Helsinki via Huopalahti to Leppävaara in 2001. An extension from Tikkurila to Kerava will be completed in 2004. Future extensions will probably add local train rails from Leppävaara to Espoon Keskus or Kauklahti and completely new rails from Vantaankoski via the Helsinki-Vantaa Airport to Koivukylä or Tikkurila. An extension of the Helsinki metro into Southern Espoo has been an issue of heated discussion for a long time and will probably remain one for a few years to come. It is probably inevitable at some time, hopefully sooner than later. A new circular route in and around Helsinki is started in August 2003 as route 550. Hopefully it will be improved in the next few years with route specific livery, special buses, entry via all doors and real time passenger information and traffic light control. In the future this route may be operated with light rail trams. Helsinki is also planning a new tram route with the number 9 and extensions to two other routes into new parts of town when the Helsinki harbour is moved. An extension of route 6 into the new Arabianranta district is currently being built. Tests with real time passenger information in Espoo and Helsinki have proved successful and profitable in terms of saved time and extra passengers. Helsinki has also incorporated traffic light control into these systems. Expansions will hopefully follow in the near future when the economic situation improves. An advanced route planner with integrated maps is already available on the Internet and there is a possibility of improving it with real time information in the future. Route 550. A multimodal terminal. Troubled times The economic situation of the cities in the Helsinki Region is currently declining rapidly. The world economy is not at its best and the government has been taking ever more money from growing cities and giving it to rural areas. Cost cuts have also hit public transport. Several less vital routes have been cut back or closed. Less buses and trains move during the summer and on weekends. Helsinki is planning to close two tram lines. Many improvements and especially large investments have been delayed indefinetely. At the moment one can only hope for better times and changes in governmental policy. It remains to be seen when either of these will take place. Glossary Finnish abbreviations HRO Helsingin Raitiotie- ja Omnibus-Osakeyhtiö, the largest early tram and bus company in Helsinki HKL Helsingin kaupungin liikennelaitos, Helsinki City Transport YTV Pääkaupunkiseudun yhteistyövaltuuskunta, the Helsinki Metropolitan Area Council Difficult English words and jargon entrepreneur A person who organizes, operates, and assumes the risk for a business venture [1] The Winter War The first Finnish war with The Soviet Union from 30.11.1939 to 14.3.1940 The Continuation War The second Finnish war with The Soviet Union from 25.6.1941 to 4.9.1944 trolleybus An electric bus powered by two overhead wires similarily to a tram. tariff sign A sign attached to a bus or other vehicle showing which kinds of tickets are accepted. Usually placed at the front of the vehicle either permanently or in a special holder. competitive tendering Asking for (sealed) bids to manage a specific contract. The bids are evaluated according to a publically available grading system and the best overall bid is selected. smart card A plastic card containing at least memory. May also contain a microprocessor. contactless smart card A a smart card that uses radio waves and a built in antenna for communication. The radio waves also power the card. articulated bus A bus consisting of two separate parts joined by together with a flexible walk through joint. Sometimes referred to as a bendy bus. Sources [1] Dictionary.com/entrepreneur - Source: The American Heritage® Dictionary of the English Language, Fourth Edition Copyright © 2000 by Houghton Mifflin Company. (visited 5.6.2003) Kimmo Nylander; Volvo KN202 - Helsingin Perusbussi, Suomen Linja-autohistoriallinen Seura r.y., 1999 ISBN: 951-96869-3-2 Olli J. Ojanen; Linja-autot Niemistä ja notkelmista maakyliin ja maailmalle, Alfamer Kustannus Oy, 2002 ISBN: 952-5089-70-3 Matkakorttikokeilu; Pääkaupunkiseudun yhteistyövaltuuskunta YTV, Pääkaupunkiseudun julkaisusarja B 1993:9 HKL-tietoa / historia; Helsingin Kaupungin Liikennelaitos HKL (visited 4.6.2003) Suomen raitiovaunut; Suomen Raitiotieseura ry (visited 4.6.2003) Helsingin seudun Matkakortti; YTV & HKL (visited 4.6.2003) Bussipysäkki / The Bus Stop; Lauri Pitkänen & Niko Setälä 1998-2003 (visited 6.6.2003)
5064	dbpedia	3	1	https://www.videoscene.co.uk/finnish-trams-helsinki	en	Finnish Trams	https://cdn.ecommercedns…594857/image.jpg	https://cdn.ecommercedns…594857/image.jpg	[ "https://cdn.ecommercedns.uk/files/1/226471/3/39779833/image.png", "https://theme-assets.ecommercedns.uk/1/128661/menu/images/diesel-menu-img04c.jpg?v=146", "https://theme-assets.ecommercedns.uk/1/128661/menu/images/diesel-menu-img01c.jpg?v=146", "https://theme-assets.ecommercedns.uk/1/128661/menu/images/diesel-menu-img02c.jpg?v=146", "https://cdn.ecommercedns.uk/files/1/226471/7/4594857/image_medium.jpg", "https://cdn.ecommercedns.uk/files/1/226471/0/4594750/image_small.jpg", "https://cdn.ecommercedns.uk/files/1/226471/7/4593947/image_small.jpg", "https://cdn.ecommercedns.uk/files/1/226471/4/4594644/image_small.jpg", "https://cdn.ecommercedns.uk/files/1/226471/2/4594742/image_small.jpg", "https://cdn.ecommercedns.uk/files/1/226471/0/41513820/nd455--buses-in-guildford_small.jpg", "https://cdn.ecommercedns.uk/files/1/226471/7/31940527/bh150--transport-in-dresden-germany_small.jpg", "https://cdn.ecommercedns.uk/files/1/226471/9/4593279/image_small.jpg", "https://cdn.ecommercedns.uk/files/1/226471/2/5141042/nd331--sheffield-supertram-dvd_small.jpg", "https://cdn.ecommercedns.uk/files/1/226471/9/12330659/manx-electric-bundle---dvd-save_small.jpg", "https://cdn.ecommercedns.uk/files/1/226471/7/4593987/image_small.jpg", "https://cdn.ecommercedns.uk/files/1/226471/0/4594730/image_small.jpg", "https://cdn.ecommercedns.uk/files/1/226471/1/5067901/av090--av90-dutchtrams-dvd_small.jpg", "https://cdn.ecommercedns.uk/files/1/226471/4/4594674/image_small.jpg", "https://cdn.ecommercedns.uk/files/1/226471/7/4593277/image_small.jpg", "https://cdn.ecommercedns.uk/files/1/226471/9/39049779/nd438--greater-manchester-buses-city-and-heritage_small.jpg", "https://cdn.ecommercedns.uk/files/1/226471/5/5070305/av624--zurichtram-dvd_small.jpg", "https://cdn.ecommercedns.uk/files/1/226471/2/4594722/image_small.jpg", "https://cdn.ecommercedns.uk/files/1/226471/2/4593302/image_small.jpg", "https://cdn.ecommercedns.uk/files/1/226471/2/4594702/image_small.jpg", "https://cdn.ecommercedns.uk/files/1/226471/9/4594769/image_small.jpg", "https://theme-assets.ecommercedns.uk/1/128661/images/facebook.png?v=146", "https://theme-assets.ecommercedns.uk/1/128661/images/twitter.png?v=146", "https://theme-assets.ecommercedns.uk/1/128661/images/youtube.png?v=146", "https://s3-eu-west-1.amazonaws.com/theme-card-logos/card_paypal.png", "https://s3-eu-west-1.amazonaws.com/theme-card-logos/card_mastercard.png", "https://s3-eu-west-1.amazonaws.com/theme-card-logos/card_visa.png", "https://s3-eu-west-1.amazonaws.com/theme-card-logos/card_maestro.png", "https://s3-eu-west-1.amazonaws.com/theme-card-logos/gateway_sagepay.png", "https://www.videoscene.co.uk/tracker?uri=%2Ffinnish-trams-helsinki&pid=4117328" ]	[]	[]	[ "2017", "Helsinki", "Finland", "tramway", "Finnish", "HKL", "Helsingin kaupungin liikennelaitos", "Valmet", "Variotram", "Adtranz", "Transtech Artics", "Skoda", "Ooppera", "Linkker", "Helsinki City Transport", "Tramway Museum", "Olympialaituri", "Rouholati", "Kanavakatu Tove", "" ]	null	[]	null	Helsinki is the capital city of Finland, situated on a peninsula in the Gulf of Finland. The tramway, raitiotie’ in Finnish, began in 1891 and covers the city centre and the inner suburbs to the north of it. Starting with horse-drawn trams, the system wa	en	//cdn.ecommercedns.uk/files/1/226471/8/3753688/favicon.ico		https://www.videoscene.co.uk/finnish-trams-helsinki	Helsinki is the capital city of Finland, situated on a peninsula in the Gulf of Finland. The tramway (‘raitiotie’ in Finnish) began in 1891 and covers the city centre and the inner suburbs to the north of it. Starting with horse-drawn trams, the system was electrified in 1900 and by 1930 it had reached its maximum expansion and was privately operated. In 1945 a new municipal transport operator was formed, HKL (Helsingin kaupungin liikennelaitos), that still runs the trams in 2017. At the time of our filming in May 2017, the fleet was made up of some 40 high-floor trams manufactured by the Finnish company Valmet, (Nr I type) and 42 similar vehicles of the Valmet Nr II type. These trams have a low-floor section added. In the late 1990s, 40 low-floor Variotram vehicles arrived made by Adtranz, later to become Bombardier. The newer trams are Transtech Artics and are made by the Finnish company Transtech, the successor of the Valmet company. Further newer trams are manufactured by Skoda but to the same design as the Transtech cars. This film is made in the course of a day, starting in the morning and ending late at night in this land of the midnight sun! Our morning filming begins onboard tram 99 a Valmet NrII tram that takes us to Ooppera on the long Mannerheimintie thoroughfare. A good deal of filming is done on Mannerheimintie as this road makes its way through the city with plenty of good vantage points to see the trams (and buses) in action. We see the latest fully electric bus built by Linkker on route 23 at the railway station. There are four in service, which are operated by Helsinki City Transport (HKL), having entered traffic in January 2017. We also see the trams running past the delightful architecture of the railway station. In order to view the tramway system to its best advantage we take a number of tram rides on different types of tram on various routes. From the city centre we board tram 120 on route 10 to Pikku Huopalahti and return on tram 108 to Töölön halli in order to visit the small Tramway Museum that is situated behind the Töölön tram depot. We then take a ride on tram 99 on route 4 from Ooppera to Katajanokka. From here we return to Töölön halli to connect with tram 410 to ride to Kamppi on route 2. From here we ride on tram 229 on route 2/3 to Viiskulma for more filming in this pleasant suburb. Tram 55, a Valmet Nr I, on route 1A takes us to Olympialaituri where we see the trams in the company of large ocean-going liners at this busy sea terminal. We then film at Kauppatori, Aleksanterinkatu and Mannerheimintie. Further tram rides on routes 6T and 8 show us the suburbs of Arabianranta and Rouholati. Evening filming begins at Kanavakatu Tove and continues to the city centre to capture the action as the sun sets during the long twilight hours. We hope that you have enjoyed your journeys around Finland’s capital city as much as we did filming it for you!
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Schwandl", "View my complete profile" ]	null	So here I am again leaving Helsinki five years after my last visit and my last comments posted here in2013 . So before I put down my thou...		http://schwandl.blogspot.com/favicon.ico		http://schwandl.blogspot.com/2018/05/helsinki-metro-rail-tram-2018.html
5064	dbpedia	2	79	https://www.aalto.fi/en/international-students/local-transportation-and-travelling-in-finland	en	Local transportation and travelling in Finland	https://www.aalto.fi/sit…cc&itok=2lzNy2DM	https://www.aalto.fi/sit…cc&itok=2lzNy2DM	[]	[]	[]	[ "" ]	null	[]	2022-10-14T13:31:57+03:00	Public transport is well organised and punctual in Finland. Students are entitled to discounts from various transport providers	en	/sites/g/files/flghsv161/files/favicons/apple-touch-icon.png		https://www.aalto.fi/en/international-students/local-transportation-and-travelling-in-finland	Local public transport Public transport is well organised in Finland. The Helsinki region has buses, trams, local trains, a metro and even ferries. They are operated by Helsinki Region Transport (HSL). The Transport services are punctual. Timetables vary slightly on public holidays, weekends and during the summer. The HSL area is divided into four travel zones (A, B , C and D). Always check which zones you will be travelling through when buying a ticket. When planning your journey, the HSL journey planner helps you find the correct routes and best connections, displaying the route and zone information on a map. Please note that you must always have a valid ticket when travelling. There are ticket checks frequently and the fine for travelling with wrong or invalid ticket can cost you €80. HSL student discounts for degree students As a degree student, you are entitled to a student discount. Please see the terms of the discount at HSL website. You can use the HSL app (or a travel card) with public transportation throughout the metropolitan area. Using the app is the cheapest way to travel and fastest way to pay for your journey. You can refill your HSL app or card when the season ticket or money value on it begins to run out. However, student discounts are only available on season tickets and do not apply to value, single or zone extension tickets. To get the student discount, you need to have: a personal Finnish identity code, a municipality of residence registered by the Digital and Population Data Services Agency. To get the student discount for season tickets, Aalto recommends using the HSL app. To activate the discount on the app, you need to have Finnish online banking credentials that allow strong identification; you can get more information on this when you are opening a bank account. You can still buy single tickets on the app without strong banking credentials, but note that they are full priced. If you don’t have the required credentials for strong authentication, i.e. can’t activate the student discount on the HSL app, you can by exception still get the student discount on a HSL travel card. However, note that in order to do this, you need a valid student card (including a digital card, such as the Frank app) or the student discount application form signed and stamped by Student Services. You need to visit an HSL service point each term to update the student discount on your travel card More information on the student discount is on the HSL website, including instructions on how to activate student status on the HSL app. HSL student discount for exchange and double degree students In order to purchase a personal travel card, you need to fill in the student discount ticket application form, and have it signed and stamped by Student Services. You can print the document from the HSL website or get it when visiting Student Services. Double degree students are not required to register their municipality for travel card purposes and can use the same HSL ticket application form as exchange students to get the discount. More information on tickets is available on the HSL website. Cycling Facilities for cycling are very good in the Helsinki metropolitan area. If you want to buy your own bike, you can check the bike shops for cheap second hand bikes. From April until the end of October, there is also a comprehensive system of city bikes (shared-use bicycles that can be borrowed for a fee by anyone). Helsinki and Espoo share the same city-bike system, but Vantaa has its own system and one cannot mix bikes between the two systems. HSL provides the registration for city bikes. For your safety, remember to wear a helmet when riding a bicycle! Also note that a bike must be equipped with white or light yellow front light and a red rear light when cycling during dark or at dusk or when visibility is otherwise poor. You can find more instructions and traffic rules for cycling on the Finnish Transport and Communications Agency's website. Electric scooters Electric scooters are increasingly popular in Finland. There are many service providers for rental scoots such as Voi, Tier and Lime. Please see the traffic rules for electric scooters on the Finnish Road Safety Council's website. Long distance travelling Finland has a nationwide network of train and bus services. The trains and buses are clean and modern. Most of the service providers offer student discounts of up to 50 %, but there are also special offers for early bookers, which can be even cheaper than the student price. Bus The long-distance bus network in Finland is one of the most extensive in Europe and the buses are modern and comfortable. With a valid student card, you can get a student discount for bus tickets. When purchasing and using student tickets, you must show your valid student card (the receipt of a paid student union fee is not accepted). Unfortunately, doctoral students are not entitled to the discount. Onnibus, Matkahuolto and ExpressBus are three of the biggest long-distance bus companies in Finland. Onnibus is a cheap option for specific routes, but they don’t offer student discounts. Train Finland's railway service (commonly called 'VR') grants discounts on train tickets for students who have an official student card. This applies to doctoral students as well. When purchasing and using the ticket, you must always be prepared to show your official student card (the receipt of a paid student union fee is not accepted). For timetables, route information and bookings, see the VR website. Travelling to neighbouring countries Finland’s northern location next to Sweden, Norway and Estonia offers excellent and exciting travel opportunities. There are good flight connections to all of these neighbouring countries, and daily ferry connections to Sweden and Estonia. Remember to check about travel visas and other possible permit requirements before travelling. Travelling to Russia from Finland is not possible at the moment.
5064	dbpedia	2	59	https://acri.cz/en/2020/06/03/the-skoda-transportation-group-is-delivering-the-first-tram-to-tampere/	en	The Škoda Transportation group is delivering the first tram to Tampere	https://acri.cz/wp-conte…koda-Tampere.jpg	https://acri.cz/wp-conte…koda-Tampere.jpg	[ "https://acri.cz/wp-content/uploads/2020/02/logo_ACRI.png", "https://acri.cz/wp-content/uploads/2020/06/Škoda-Tampere-1200x600.jpg", "https://acri.cz/wp-content/uploads/lavkyA-scaled-110x80.jpg", "https://acri.cz/wp-content/uploads/Pendolino-16-110x80.jpg", "https://acri.cz/wp-content/uploads/PANA3397-110x80.jpg", "https://acri.cz/wp-content/uploads/DJI_0006-110x80.jpg", "https://acri.cz/wp-content/uploads/Skoda-33Tr-Ceske-Budejovice-110x80.jpg", "https://acri.cz/wp-content/uploads/DAKO-110x80.png", "https://acri.cz/wp-content/uploads/Skoda-ForCity-Smart-for-Bonn-SWB-41T-1-scaled-80x60.jpg", "https://acri.cz/wp-content/uploads/Skoda-Smart-Artic-X34-80x60.jpg", "https://acri.cz/wp-content/uploads/t-cz-obrazek-clanek-80x60.png", "https://acri.cz/wp-content/uploads/ZST_Kralovo_Pole_rch_3000x1500_003-scaled-80x60.jpg", "https://acri.cz/wp-content/uploads/Depositphotos_4368662_XL-scaled-80x60.jpg", "https://acri.cz/wp-content/uploads/lavkyA-scaled-80x60.jpg", "https://acri.cz/wp-content/uploads/Pendolino-16-80x60.jpg", "https://acri.cz/wp-content/uploads/2020/02/logo_ACRI_bila.png" ]	[]	[]	[ "" ]	null	[ "Tomáš Johánek" ]	2020-06-03T00:00:00	Škoda Transtech, member of the Škoda Transportation Group, handed over the first modern, bidirectional 100% low-floor ForCity Smart Artic tram to Tampere today. Nineteen modern vehicles worth more than 100 million EUR will gradually be delivered to the third largest city in Finland. “Tampere will receive a modern, technically proven solution suitable for harsh Northern…	en	https://acri.cz/wp-conte…0/02/favicon.png	ACRI	https://acri.cz/en/2020/06/03/the-skoda-transportation-group-is-delivering-the-first-tram-to-tampere/	Škoda Transtech, member of the Škoda Transportation Group, handed over the first modern, bidirectional 100% low-floor ForCity Smart Artic tram to Tampere today. Nineteen modern vehicles worth more than 100 million EUR will gradually be delivered to the third largest city in Finland. “Tampere will receive a modern, technically proven solution suitable for harsh Northern conditions. The trams provide maximum comfort for passengers, for example, thanks to heated floors, double glazing or air conditioning for the summer months. The vehicles are based on proven solutions that we obtained during the manufacturing of vehicles for the capital Helsinki, for which we supplied a total of 72 trams,” says Zdeněk Majer, Member of the Board of Directors and Senior Vice President of Sales of the Škoda Transportation Group and added: “Our experienced employees across the entire Škoda Transportation Group worked on the development of trams for Tampere. We are also convinced that this new generation type of ForCity Smart Artic tram has great export potential,” Tampere has ordered nineteen trams for the first stage of the newly emerging tram network, including ten-year full maintenance service. The contract also includes three additional options for up to 46 more vehicles. Another 29 trams will be delivered to Finland in the coming years for a new tram line connecting Helsinki and Espoo. “Given that the Škoda Transtech production plant in Otanmäki does not have the test track required for tests, it is necessary to perform some of them directly in Tampere. Therefore, some parts of the interior, such as upholstery, will be installed only after the installation of electrical equipment so that they do not interfere with measurement, adjustment and other tests. In addition, some of the tests are performed in remote mode, where a group of software engineers from Plzeň connects to the delivered tram testing the tram systems,” explains Juha Vierros, CEO of Škoda Transtech. The ForCity Smart Artic Tampere bidirectional tram is 37.3 long, has a gauge of 1,435 mm, is fully low-floor and can accommodate up to 360 passengers. The vehicle also offers barrier-free access for wheelchair users and prams. The all-wheel drive and the robust design of the carbody with axles enable trouble-free operation in challenging climatic conditions. Škoda Transtech is the largest manufacturer of rolling stock in Nordic countries. The company was founded in 1985. In 2015 it became part of the Škoda Transportation Group, and in 2018 it was completely taken over by the Škoda Transportation Group. Its main products include double-decker passenger coaches (operated as PushPull trains), low-floor trams and engineering products. It currently employs over 650 people.
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"https://fennica.pohjoiseen.fi/blog/2019/12/images/20160815-DSC_7646.1x.jpeg", "https://fennica.pohjoiseen.fi/blog/2019/12/images/20160815-DSC_7741.1x.jpeg", "https://fennica.pohjoiseen.fi/blog/2019/12/images/20170826-DSC_9187.1x.jpg", "https://fennica.pohjoiseen.fi/blog/2019/12/images/20170826-DSC_9194.1x.jpg", "https://fennica.pohjoiseen.fi/blog/2019/12/images/20190424-DSC_0020.1x.jpg", "https://fennica.pohjoiseen.fi/blog/2019/12/images/20191110-DSC_0085.1x.jpg", "https://fennica.pohjoiseen.fi/blog/2019/12/images/20191110-DSC_0182.1x.jpg" ]	[]	[]	[ "" ]	null	[ "Alexander Ulyanov" ]	2019-12-08T00:00:00		en	/static/favicon.png	Encyclopaedia Fennica	https://fennica.pohjoiseen.fi/en/2019/12/08/helsinki-area-public-transport-part2/	In the second part we will explore in more details current modes of public tranport of the HSL system of Helsinki, including an overview of their function, routes and vehicles/rolling stock used. Details on what exactly is HSL and how the public transport system works in general can be found in the first part. Commuter trains Let's start by noting that we distinguish commuter trains and regional trains in this article. R-, T-, D-, G- and Z-trains are regional trains for the purpose of this article, as they all mostly or entirely go outside HSL area, although HSL tickets are valid on them on travels within HSL area. We will look at these trains in a later section. That said, Helsinki area has only three railroads with commuter trains: Main Railroad (PÃ¤Ã¤rata) goes from Helsinki straight to the north, through Vantaa and Kerava and farther on towards Tampere. Helsinki-Tampere railroad is the busiest and the country, with numerous smallish cities spread along it. Railroad towards Lahti and to the east of the country branches off in Kerava, but has only regional trains, not commuter ones. From Helsinki to Kerava (29 km) the Main Railroad has four tracks (so-called Kerava City Railroad, Keravan kaupunkirata), allowing dense commuter traffic Coast Railroad (Rantarata) branches off the Main Railroad at Pasila, a few kilometers from Helsinki central station, and turns to the west towards Turku. From Helsinki to LeppÃ¤vaara the Coast Railroad has four tracks (so-called LeppÃ¤vaara City Railroad, LeppÃ¤vaaran kaupunkirata), allowing dense commuter traffic, but along most of Espoo past LeppÃ¤vaara there are only two tracks. A project to continue four-tracks railroad throughout Espoo (Espoo City Railroad) is in final preparation stages. Past Espoo, two-track railway ends in the city of Kirkkonummi, and this is where HSL-served area mostly ends, although a few trains in a day also continue on to Siuntio town Ring Railroad (KehÃ¤rata) links Main and Coast Railroads, between Hiekkaharju and Huopalahti stations respectively. About 26 km long two-track railroad is used exclusively by commuter trains, providing both a connection to the Helsinki airport, and transport for large areas of Vantaa. While both Main and Coast Railroads are quite old, the Ring Railroad was finished only in 2015 (although about a third of it dates since 1970s, having been a dead-end railroad for commuter trains to western Vantaa). 8 km of the track is laid in a tunnel, underneath the airport and areas around it. Two stations are built underground, including the airport station with a direct exit to the airport building The only type of trains currently used is Stadler FLIRT, an electric multiple unit train from Switzerland, widely used around the world in almost 20 countries. The train is designated as Sm5 in Finland. A single Sm5 section consists of four cars, with free passage through all of them. Up to three Sm5 sections can be attached together in a single train. This provides great flexibility; trains can be split in two or joined into one at Helsinki central station, as necessary for traffic throughout the day. Trains are partially low-floor, with the middle section particularly suitable for wheelchairs, prams and bikes. There is also a toilet in the middle of the train. Doors are opened at stations on demand with buttons, from inside or outside. Apart from the indication of the next and end station at the ceiling, common also for other modes of transport, trains are equipped with displays showing several more following stations, current time, temperature and speed. Train top speed is 120 km/h, although stations are spaced close enough that it might not be able to reach that speed on all stretches. Trains are stored and maintained in the huge Ilmala depot, close to Pasila station. A separate joint municipal-owned company, PÃ¤Ã¤kaupunkiseutu Junakalusto Oy, is responsible for that. Trains are however operated by VR (Finnish State Railways), and tracks are built and maintained by the state, as is true for nearly all trains and railroads in the country. The overall amount of Sm5 sections in use is 81, of which 69 are currently required for actual operations and the rest can be in maintenance etc. They were delivered between 2008 and 2017. Some trains use earlier green-blue-dark gray-white color scheme and some newer violet-dark gray-white one; the color scheme does not mean anything and differently painted sections may be combined into one train. Violet is used as the official color for commuter trains on schemes. Station infrastructure varies greatly, with Helsinki central and Pasila stations being by far the biggest. Kilo station on Coast Railroad, from which I go to work every day, is an example of a small station; it only has two platforms, displays with information about the next train, a ticket machine, a snack machine, a few shelters, and a few free 24h-limited park-and-ride parking lots nearby. Some stations, like LeppÃ¤vaara or Tikkurila have large bus terminals adjoining. Park-and-ride facilities exist at nearly all stations, although their size may vary. In Espoo direction (Coast Railroad), the Kauniainen station has the most crowded parking lot because it's the last station within the B zone, and thus it's possible to travel from there to the center cheaper. With other stations it is usually possible to find free spaces. There are currently 8 train routes in HSL area, designated by letters; all of them start at Helsinki railway station. A: Helsinki-LeppÃ¤vaara, to eastern Espoo, along the Coast Railroad. 10-30 min interval on weekdays (10 min in rush hours, 30 min in the evening), hours 06-23, stops at all stations. 30 min interval on weekends. 11 km long route, takes about 17 min. Always a single Sm5 section E: Helsinki-Kauklahti, through all Espoo, along the Coast Railroad. 30 min interval on all days, hours 06-22 on weekdays, skips a few stations before LeppÃ¤vaara. 24 km long route, takes about 29 min. 1-3 Sm5 sections as needed U: Helsinki-Kirkkonummi, through all Espoo and beyond it, along the Coast Railroad. 30 min interval on all days, hours 06-23 on weekdays, skips a few stations before LeppÃ¤vaara. 38 km long route, takes about 41 min. 1-3 Sm5 sections as needed. Between Kauklahti and LeppÃ¤vaara E+U trains in practice operate with about 15 min interval between each other (E, U, E, U...), thus at most stations in Espoo you would need to wait at most 15 min for a train to Helsinki L: Helsinki-Kirkkonummi, used for some morning and evening routes, stops at all stations including those before LeppÃ¤vaara, unlike E/U. 1-2 Sm5 sections as needed Y: Helsinki-Siuntio, past Espoo and Kirkkonummi along the Coast Railroad. Only a few trains per days, only on weekdays, stops only at a few biggest stations. 51 km, about 45 min. 1 Sm5 section. Siuntio is a very small town/village and the train does not make especially much sense (it used to have a longer route, to Inkoo and Karjaa), but has been always strongly supported by the locals. Siuntio joined HSL area specifically to have a say in HSL route planning and thus to secure this train from being cancelled I and P: Helsinki-Airport-Helsinki, along the Ring Railroad. P goes clockwise and I counterclockwise. 10-30 min interval on weekdays, 15-30 min on weekends. Hours about 04:30-01:30. Stops at all stations. Entire route takes about an hour, and a trip to the airport takes about half an hour on any of the trains (slightly faster on I). 1-2 Sm5 sections as needed K: Helsinki-Kerava, along the Main Railroad. 15-60 min interval, hours 05-01. Stops at all stations. 29 km, about 34 min. 1-2 Sm5 sections as needed. Between Helsinki and Hiekkaharju in practice K+I/P trains operate with 5 min interval between each other (K, I/P, K, I/P...; on weekdays between 7-19). In practice this means that especially for Helsinki, Espoo and Vantaa inhabitants along the Main and the Coast Railroad it is usually possible to just walk to the station and wait for the next train without consulting the timetable; the intervals may be around 5-15 min. The situation with five routes (A/E/U/L/Y) along the Coast Railroad is of course somewhat confusing; those would probably be simplified when Espoo City Railroad will be finished. About 195,000 trips are made on commuter trains daily, as of 2016. Since 2021 HSL is planning to operate commuter trains on a competitive basis. It carried out a tendering process; 7 companies applied, including existing VR, Swedish state railways SJ, and private companies, three of them also from Sweden. The winner, to be announced in 2020, would operate the same Sm5 train fleet, so from the point of view of the customer there shouldn't be any major changes. This is why a special company (PÃ¤Ã¤kaupunkiseutu Junakalusto Oy) was created to own the train fleet in first place; so that the operator can lease existing trains from it. Metro The single Helsinki metro line currently goes in west-east direction, from MatinkylÃ¤ in Espoo, through Helsinki center, to MellunmÃ¤ki and Vuosaari in eastern Helsinki. The single line has a split in the east at ItÃ¤keskus station, and MellunmÃ¤ki and Vuosaari are on different forks of the split. Thus the metro currently operates two routes: MatinkylÃ¤-Vuosaari and Tapiola-MellunmÃ¤ki. Every other train goes to Vuosaari and every other to MellunmÃ¤ki. Between Tapiola and ItÃ¤keskus you can always just take the next train, as the routes would be the same. The metro originally was built only in Helsinki area (launched in 1982 with a few gradual extensions), ending at Ruoholahti in the west, in walking distance from Helsinki center. The western extension project to Espoo (Western Metro, LÃ¤nsimetro) was under construction in 2009-2017, opening after significant delays and adding 8 new stations and 14 km of track. The second phase of the extension, to Kivenlahti, with 5 more stations, 7 km of track, and a new depot is still under construction, to be opened in 2023. Overall there are currently 25 stations and 35 km of track. East of Helsinki center metro mostly runs above the ground. The extension in Espoo however has been built completely underground; even though most of Espoo is not built up very densely, it still would have been more difficult and expensive to put metro alignment above ground these days. Underground stations are at 20-30 m depth in Helsinki center, somewhat more in Espoo in places (data is surprisingly difficult to find). Tunnels go as deep as 57 m. Stations mostly have rather utilitarian look, not as fancy as some Stockholm stations and nowhere near as fancy as in Russian metro systems. Stations of the new metro extension look nicer, although they all are pretty much just variations of the same design. In the center Rautatieasema station has a direct exit to the Helsinki central railway station, and Kamppi station has a direct exit to the bus terminal in Kamppi. There is actually a walkable network of tunnels and passages through shopping centers in the center, so it is possible to walk from Rautatieasema to Kamppi station completely indoors (through tunnels and Forum shopping center) if you so desire. Outside center, Tapiola, MatinkylÃ¤ and ItÃ¤keskus stations have bus terminals nearby. Outside of the center metro stations mostly have park-and-ride parking lots. Three generations of metro trains are used: M100 (1977-1984, built by Valmet in Tampere, Finland, 42 pcs.), M200 (2000-2001, built by Alstom in Germany, 12 pcs.) and M300 (2014-2016, built by CAF in Spain, 20 pcs.). M300's consist of 4 cars (with a free passage through), thus they are twice longer than M100/M200 which both consist of 2 cars and are in practice used in pairs. All three generations roughly share their appearance, with a bright orange color and same seating scheme. M100's of course look and feel noticeably dated, but not terribly so; they were renovated in the 2000s. The only depot in use is located in Roihuvuori, close to ItÃ¤keskus station in eastern Helsinki. The second depot is under construcation at Sammalvuori near Kivenlahti in Espoo. At rush hours intervals are 2.5 min between Tapiola and ItÃ¤keskus, and 5 min outside these stations, so of course noticeably more often than commuter trains. At worst (evenings, Sundays) intervals are 5 min and 10 min correspondingly, except before 7 in the morning and after 23 in the evening, when intervals get fairly sparse. Trains run at 80 km/h top speed, and the entire route between MatinkylÃ¤ and Vuosaari takes 39 min. Metro trains, unlike commuter trains and trams, always open and close all doors automatically at every station. Metro is operated and maintained entirely by HKL, Helsinki municipal public transport service. About 287,000 trips are made on metro daily, as of 2018. Trams As mentioned in the previous part, trams (in Finnish raitiovaunu, but more colloquially known as ratikka) form the backbone of the public transport in the Helsinki inner city, all the way since 1891. Currently they don't extend anywhere from the inner city. Although there are plans to extension to the nearest areas of eastern Helsinki (Crown Bridges), the Raide-Jokeri light rail will not have any connections to the existing tram system, and will use different rolling stock. Inner city has a rather dense tram network, operating both on major streets and in rather narrow lanes. What is probably the main street of Helsinki, Aleksanterinkatu, only has trams and occasional taxis allowed on it. Trams are isolated from car lanes as much as possible, and they usually have priority at intersections, as is normal for traffic rules everywhere in the world; sometimes there are also special traffic lights stopping other traffic while the tram is passing. Nonetheless the arrangement is not perfect and trams can in principle get stuck in traffic, although Helsinki usually doesn't have major traffic jams. Compared to some cities, Helsinki trams are rather narrow, using 1000 mm gauge. Currenly all trams in use are double-articulated ones, allowing them to fit into narrow intersections nicely despite significant length. They are also all partially low-floor, helping with accessibility. There are 10 routes (one of them in two variants), ranging from 10 to 31 stops and from 8 min to 43 min travel time. The route network does not have a central point or station as such, although central streets carry several routes at once, and the stop in front of the central railway station is particularly busy. Like buses, trams should generally be signalled with a hand, when you are at a stop and want the tram to stop, or with one of the STOP buttons inside, when you are on a tram and want it to stop at the next stop. Like in trains, tram doors are also opened with buttons. Trams can be entered and exited through any door. Internal displays show the next stop, which is also announced aloud. Trams are also the principal public transport connection to all international passenger harbors in Helsinki center (Katajanokka and Olympia Terminal in South Harbor (EtelÃ¤satama), and West Terminals in the West Harbor (LÃ¤nsisatama)). Although all cargo operations were moved from the inner city to the new Vuosaari harbor in the eastern outskirts of the city, the famous cruiseferries to Tallinn, Stockholm and Mariehamn still all depart from the inner city. This is convenient for transit from local and long-distance public transport, although trams get really crowded especially when ferries arrive (and the street network gets similarly congested with disembarked cars). The tram models currently in regular operation are the old Valmet NrII (1983-1987, refurbished in 2000s, 42 pcs.) and the new Å koda Transtech Artic (2013-2019, 90 pcs. ordered, last ones are still being delivered). Also ten of the older Valmet NrI trams (1973-1975) were refurbished and are also in use, virtually indistinguishable from NrII. The NrI and NrII models in operation were all fitted with a middle low-floor section, and Artics are partially low-floor to begin with. All currently operated trans are Finnish-made (Artics are built at the Transtech plant near Kajaani, currently owned by Å koda, that also builds passenger cars for Finnish long-distance trains). Variotram series from German Adtranz/Bombardier was in use in 1998-2018, but was found to be not a very well suited model for Helsinki conditions; with arrivals of more Artics, all Variotrams were retired. Bombardier paid compensation for shorter period of use than expected, and HKL is looking for buyers of the Variotram fleet (40 pcs.), likely back in Germany. Some older tram models can be seen in the tram museum at the TÃ¶Ã¶lÃ¶ depot. "SpÃ¥rakoff" bar tram (modified Karia HM V from 1959) in summer circulates around the city. There are three depots, at TÃ¶Ã¶lÃ¶, Vallila and Koskela. Like metro, trams are operated and maintained by HKL, Helsinki municipal public transport service. About 170,000 trips are made on trams daily, as of 2018. Buses Buses form the bulk of Helsinki area public transport, filling up all places where trains, metro and trams cannot go. As of 2017, HSL operated 290 bus routes in total, using 1457 buses, and making 21352 trips every working day. Bus network is mostly based around bus terminals, which are themselves located near train or metro stations. Most routes begin at such a terminal or connect two terminals. HSL tends to avoid operating overly long bus routes, unless absolutely necessary. Bus route number indicates the area where it operates. Two-digits numbers (the lowest one is 14 at the moment) operate within Helsinki. 1xx, 2xx, 3xx, 4xx, 6xx, 7xx and 8xx serve areas in "sectors" around Helsinki, e. g. 1xx is for Espoo along Western Highway (LÃ¤nsivÃ¤ylÃ¤), and 4xx is for Vantaa along HÃ¤meenlinna Highway (HÃ¤meenlinnanvÃ¤ylÃ¤). 5xx is for crosswise routes and 9xx is for internal routes of commuter towns such as Kerava. Additional letters such as A, B, K, Z, V indicate an alternate route. N letter specifically means night buses. Unlike other transport modes, all bus routes are subcontracted to private (as opposed to municipal or state-owned) companies. The most important of these are Helsingin Bussiliikenne, Nobina, Pohjolan Liikenne, Transdev (Pohjolan Liikenne is technically a subsidiary of VR, a state-owned company). As such, the bus fleet in use varies quite a lot. Most buses, apart from trunk lines, still have the recognizable blue and white appearance, although this is not a universal rule. All stops on all buses, except terminuses, are made only on demand. You are supposed to signal a bus with a hand when it is approaching your stop if you want to board it, and press one of the "STOP" buttons inside a bus to ask the driver to stop at the next stop. All buses have internal displays showing next stop, so that it is not too difficult to navigate. Buses, apart from trunk lines again, are meant to be entered through the front door, at which point you need either to show a ticket (a paper one or in app) to the bus driver, or put your HSL card against the reader. Bus drivers also sell single tickets for cash. Buses are the only mode of transport where this is still possible, although at a fairly steep price. Middle and rear doors are used for leaving the bus. Middle door also can be used to enter the bus with a baby pram, in which case the passage is free. All buses in use have low-floor front and middle sections, with space in the middle for prams and wheelchairs (the bus driver can help with the latter). All buses, except "neighborhood lines", use normal-sized vehicles, not articulated ones. Neighborhood lines (lÃ¤hibussit) are slow and circuitous minibus routes mostly meant for elderly and disabled people, with closer access to various services around the neighborhood, such as health stations, libraries, grocery stores or swimming pools. They operate only during the daytime on weekdays. There are in principle no restrictions on anyone using these buses, and the ticket system is the same. Night buses provide service from about 01:30 to 04:00-05:30, at times when all other kinds of transport do not operate. These have more departures on weekend nights than on workdays. Night buses generally go all the way from Helsinki center to distant areas. They also do not have any special tariffs. Electric buses have started to be introduced in certain areas, easily distinguished by the electric plug picture. They operate on regular bus routes (mostly in LeppÃ¤vaara and Kerava at the moment) and are not special in any way in practice. First 12 buses came in 2015, and 30 more came in 2019. They are also operated by regular private bus companies, HSL just mandates electric buses on specific routes. HSL aims for 400 electric buses in total by 2025. Bus passenger numbers for 2018 are 480,000 per day. Trunk buses Four bus routes (500, 510, 550 and 560) are currently designated as trunk routes (runkolinja). These get different treatment than regular buses, and are considered parts of the HSL trunk route network, along with commuter trains and metro. The first of these buses was route 550. It was introduced in 2003, but the concept of trunk buses only came in 2013. All of these routes provide crosswise connections, and their routes are large arcs around Helsinki. These buses use same vehicles as regular buses, apart from distinct orange-white color. However they can be entered and left through any door, like a tram, and you don't need to show your ticket to the driver (nor can you buy one from them). You still need to signal the bus to stop in a regular way. The obvious difference of these routes are tight intervals. Bus 550 for example operates from 4:30 to 2:00, with 5 min intervals in rush hours. However they also have some special arrangements giving them more priority than other traffic, including tram-like traffic lights and entire special reserved roads. Bus 550 for example uses a bus-only tunnel under Huopalahti train station and a bus-only bridge over Vantaanjoki river. Bus 560 had an entire 1.2 km long bus-only tunnel at PaloheinÃ¤ under the Helsinki Central park constructed specifically for its use, at a considerable 24 million â¬ cost. Bus 550, roughly following the KehÃ¤ I ring road, remains the most popular trunk route, and its replacement with light rail has been discussed for years. The project of a 25 km long light rail line (Raide-Jokeri, meaning "Rail Jokeri"; Jokeri is a nickname for bus 550) was approved by Helsinki and Espoo councils in 2016, with a 387 million â¬ and construction started in 2019 and expected to last until 2024. Bus 550 continues to run meanwhile, with some route changed caused by Raide-Jokeri roadworks. Regional transport (U-buses and regional trains) Some buses and trains go to destinations beyond all HSL zones, but still can be used within HSL-zones using HSL tickets. Such routes are not managed, financed or branded by HSL; there is just a special agreement to accept HSL tickets on them. Buses that run according to such model are known as U-buses (their route number starts with U). For example U848 goes to Porvoo, outside HSL area, but can be used to travel to destinations in Sipoo, within HSL area. Such buses usually don't sell single tickets on HSL tariffs, and HSL cards must be given to the driver to validate them. Paper HSL tickets and HSL app can be used as usual. For travels outside HSL zone tickets have to be bought separately, for example from the driver with cash. Most, but not all U-buses depart from the long-distance bus terminal in Kamppi. Regional trains are run by VR (Finnish State Railways). Like commuter trains, they are designated with letters: R: Helsinki-RiihimÃ¤ki, 71 km, 53 min, 30 min intervals; about seven per day continue all the way to Tampere (187 km, 2:08-2:12). Before Kerava stops only at a few stations T: Helsinki-RiihimÃ¤ki, a few trains in the morning and in the evening, stop at all stations even before Kerava. Complement commuter trains somewhat D: Helsinki-RiihimÃ¤ki, a few trains in rush hours, stopping only at the biggest stations both before and after Kerava Z: Helsinki-Lahti, 130 km, 1:03-1:12, 60 min intervals; the only regional train on the Lahti Bypass Railroad (Lahden oikorata, Kerava-Lahti) G: RiihimÃ¤ki-Lahti, 42 min, 60 min intervals. The only regional train not starting from Helsinki, and the only passenger train on this railroad stretch From Lahti some trains continue to Kouvola, but they don't use a letter at this point; rather a number, like trains elsewhere in the country do. HSL tickets are valid for some stations even beyond Kerava, up to Jokela in Tuusula. Farther than that a VR ticket is necessary. Those are bought from VR website or ticket machines. VR has its own season ticket system as well. Unlike long-distance traffic, these trains are not profitable for VR, and the regional service is instead bought from VR by the state (VÃ¤ylÃ¤virasto, Finnish Transport Infrastructure Agency). Sm2 and Sm4 electric multiple unit trains are used on these routes. Sm2 is a pretty old model from 1975-1981 by Valmet in Finland; Sm4 were ordered in 1998-1999 from CAF in Spain and then in 2004-2005 from Alstom in France. Most routes use Sm4's, but for example G-trains only use Sm2's. Sm2 is the only remaining non-low-floor train model in use in Finland. Suomenlinna ferry The ferry to Suomenlinna islands from Kauppatori (Market Square) in Helsinki center is perhaps the odd one out, but it's still a valid mode of public transport in its own right. It provides a 2.5 km connection across the sea, taking about 15 min to cross. Ferries can accomodate surprisingly many passengers, especially taking the upper deck (which can be quite uncomfortable depending on the weather) into account. Ferries go year-round. Although there are many islands around Helsinki and some of them have regular seasonal boat connections, these are all private services purely for recreation; some (probably rich) Helsinki inhabitants might have a holiday residence on an island, but in this case they use a boat of their own. Suomenlinna however is not merely the biggest tourist spot of Helsinki, but also a residential area housing about 800 people. The ferry thus is a public service, first and foremost (although there is also an underwater tunnel to Suomenlinna which can be used by emergency services). The realities of living in Suomenlinna are a rather fascinating subject on its own, but they go mostly outside the scope of this article. The islands are mostly car-free, and the inhabitants mostly store their cars on the mainland (if they have cars, of course). The ferries can carry a few cars in case it is necessary to deliver something etc., but this has a steep price (from 42â¬), unlike overall Finnish road ferries which are free. Car-less passengers however just use regular HSL tariffs and tickets, or optionally a 5.00â¬ single Suomenlinna ticket which allows return up to 12h later. Suomenlinna traffic is operated by Suomenlinnan Liikenne Oy, a company owned by the city of Helsinki. Four ferries are currently in use: Suomenlinna II, Tor, Suokki and EhrensvÃ¤rd. Tor and Suokki are in turn owned and operated by Sun Ferry Oy, a private subcontractor. They are both really old, from 1951-1952. EhrensvÃ¤rd (1978) is bigger (can carry trucks) and departs from a different harbor in Katajanokka, on weekdays only. Suomenlinna II is the newest, built in 2004. Suokki is actually the original ferry named Suomenlinna, but the name was changed and the ferry was sold to Sun Ferry Oy when Suomenlinna II was launched. Ferries run year-round, from about 06:00 to about 02:00, according to a fairly irregular timetable, with 20-60 min intervals. Timetables are more dense in summer and at times of various events and celebrations at Suomenlinna. City bikes and other initiatives Rental city bikes have been introduced by HSL in 2016 in Helsinki, and expanded to Espoo in 2017. Currently there are 343 city bikes stations and 3430 bikes. They are also popularly shown as Alepa-bikes due to prominent branding of Alepa, a brand of ubiquitous neighborhood grocery stores and a sponsor of the system. Bikes are however actually owned by HKL, same as metro and trams. The bikes proved extremely popular, with 3,200,000 trips in 2018 season (lasting from April to October). Probably a major reason for that is very friendly tariffs (5â¬/day, 10â¬/week or 30â¬/entire season). Trips over 30 min long must be paid extra (1â¬ for every extra 30 min). Maximun allowed trip time is 5 hours (beyound that a 80â¬ overdue pay is charged). It is necessary to register through HSL app to use a bike and provide bank card details, but you don't need to be a resident of Helsinki or Espoo. City bike station locations and number of bikes at each station are available at the HSL app. Generally most stations usually have some spare bikes. It is possible to leave a bike near a station without locking it, if the station is full. More recently, since 2019 similar city bike system has also been introduced in Vantaa, with about 100 stations. Vantaa city bikes however are currently now not interoperable with Helsinki/Espoo ones. They must be registered and paid for separately, and Helsinki/Espoo city bikes cannot be left at Vantaa bike stations and vice versa. Hopefully the situation will be eventually resolved. As of 2019 HSL has been trying an experimental electric scooter network in Vuosaari area in eastern Helsinki, in collaboration with Samocat company. Those cost 1â¬ for first 3 min, then 0.15â¬/min. This is cheaper than commercial offers like Voi and Lime. These days you can see plenty of electric scooters from them strewn around central Helsinki, often chaotically, and the media have been complaining about the injury rate among electric scooter users, and costs of these injuries to the healthcare system. Another current experimental project is for shared rides, in eastern Espoo, in collaboration with ViaVan company, at a discounted price of 2â¬/shared ride. The discounted price is available only until mid-December 2019. Shared rides are beyond the scope of this article, but details are available at ViaVan website for those who are curious.
5064	dbpedia	2	63	https://www.vttresearch.com/en/news-and-ideas/electric-bus-breakthrough-happening-now-simulation-reveals-best-solutions	en	Electric bus breakthrough happening now –	https://www.vttresearch.…6f&itok=GTPm6-oj	https://www.vttresearch.…6f&itok=GTPm6-oj	[ "https://www.vttresearch.com/sites/default/files/styles/16_9_max_320/public/2021-06/Nysse_Tampere_2_0.jpg.webp?itok=b1lBNOTj", "https://www.vttresearch.com/sites/default/files/styles/max_320/public/2021-06/VTT_Mikaela_Ranta_small.jpg.webp?itok=cybmvbfn", "https://www.vttresearch.com//themes/custom/vtt/images/icons/src/facebook-share.svg", "https://www.vttresearch.com//themes/custom/vtt/images/icons/src/linkedin-share.svg", "https://www.vttresearch.com//themes/custom/vtt/images/icons/src/X-logo_orange-circle.svg", "https://www.vttresearch.com/sites/default/files/styles/square_max_200/public/profile_pictures/omakuva_4c_small_6.jpg.webp?itok=mpun0cHp", "https://www.vttresearch.com/themes/custom/vtt/images/icons/src/icon-close--white.svg", "https://www.vttresearch.com/sites/default/files/styles/square_max_200/public/profile_pictures/_MG_380311_15.png.webp?itok=gPwmmEh7", "https://www.vttresearch.com/themes/custom/vtt/images/icons/src/icon-close--white.svg", "https://www.vttresearch.com/sites/default/files/styles/7_3_max_320/public/2022-07/vtt-child-looking-out-of-car-window-during-car-ride_0.jpg.webp?itok=ZfHYStAy", "https://www.vttresearch.com/sites/default/files/styles/10_7_max_320/public/2020-04/vtt-electric-bus-charging.jpg.webp?itok=tp6dHq-5", "https://www.vttresearch.com/sites/default/files/styles/3_2_max_320/public/2023-07/hydrogen-economy-research-infrastructure-facility-with-researcher-with-test-tube.jpg.webp?itok=M5kOaXwS", "https://www.vttresearch.com/sites/default/files/styles/10_7_max_320/public/2021-01/aerial-photo-of-helsinki-at-night.jpg.webp?itok=58M9Ql6-", "https://www.vttresearch.com/sites/default/files/styles/10_7_max_320/public/2024-06/spruce-forest.jpg.webp?itok=jOSaPn4d" ]	[]	[]	[ "" ]	null	[ "VTT" ]	2021-06-18T00:00:00	In nearly all competitive procurements last year the number of electric buses chosen for city use exceeded the minimum requirements. Electric buses have made a real breakthrough. This presents a challenge to many communities on how the new equipment should be introduced. Tampere took advantage of VTT Smart eFleet simulation service in preliminary studies for electrification.	en	/themes/custom/vtt/images/favicons/favicon.ico	VTT	https://www.vttresearch.com/en/news-and-ideas/electric-bus-breakthrough-happening-now-simulation-reveals-best-solutions	The technological development of electric buses has advanced by leaps and bounds in recent years. Meanwhile, pressures to reduce emissions in city transport help promote the electrification of bus services. Urban bus transport is regulated by an EU directive, and the national regulation linked with it is taking effect in Finland in 2021. According to the directive, 41% of procurements for new buses in Finland should be based on clean energy. This means buses powered by electricity, biogas, biodiesel, or hydrogen. In addition, the directive requires that half of these buses should be zero-emission buses powered by electricity or fuel cells. Electric buses come with high expectations: they are expected to be as reliable diesel buses, but they must also be energy efficient, and have low emissions. The user experience should also improve. The introduction of electric buses requires comprehensive evaluation of costs and performance. The actors are not always aware of everything that should be considered in the evaluation. VTT Smart eFleet solution serves as a roadmap for the electrification of bus transport. It offers unbiased information as a basis for decision-making. With the help of the service, it is possible to ascertain the most cost-effective way to introduce electric buses, while maintaining the quality of service. Planning infrastructure for charging is one of the key questions. “The type of charging is affected by issues such as the features of the buses, their use, and preconditions for maintaining battery capacity on bus lines. Simulation makes it possible to visualise the effects of different choices. The aim is green transport with lower total costs than those of diesel buses”, says VTT’s Research Scientist Mikaela Ranta. An extensive change is taking place in Nysse, the public transport system of the Tampere area, where tram transport begins this summer. Meanwhile, Tampere and its nearby municipalities are planning the electrification of bus transport. The first four electric buses were introduced in the area already in 2016, but now there are moves for more extensive electric bus transport. In preliminary studies for the electrification of urban buses Tampere has utilised VTT Smart eFleet solution. The simulation tool has given information to help planning in matters such as technical solutions for electrification and their costs. “We used the service to model four distinct bus routes. We examined the kinds of situations in which fast charging on a route is the most sensible option, and when it is better to charge the batteries at a charging station at the depot, outside the route”, says Juha-Pekka Häyrynen, Transport Planner at Nysse. “The key observation was that there are no self-evident solutions for the choice of a suitable charging strategy. Battery technology has made great advances, but it is not profitable to run all transport on depot charging. On some bus lines charging on the route remains an economically sensible option.” By using the simulation service, Tampere did not aim at a detailed comparison of the options, or to optimise actual transport. Instead, the aim was to find fundamental principles for the bigger picture. ”VTT Smart eFleet is a useful and functioning tool for this kind of advance planning. Without simulation it would have been difficult for us to verify what was examined in the advance report”, Häyrinen says. Switching the driving power to electricity is a significant move in urban bus transport. “Carriers, bus manufacturers, and those ordering the service have varying degrees of readiness for involvement in the change, and development moves forward at different speeds for different actors. Coordination is a challenge for the transition phase: buses have an operating life of about 15 years and the change in the driving power should be implemented in a manner that does not waste investments. This is a change that we plan to carry out in a controlled manner”, Häyrynen says. The VTT Smart eFleet examines the introduction of electric buses with data in mind. Background data requires information about the buses’ routes and schedules, as well as the planned equipment and its technical information. It is also possible to utilise traffic data from peak times and information on the planned charging locations. VTT also takes urban topography into account. “VTT can collect a large portion of this information, and information about the vehicles is available directly from the manufacturers. In addition, the more information the client can give, the more detailed analysis can be made”, Mikaela Ranta notes. The VTT Smart eFleet is the result of decades of research, experimental measurements, and technical data. This data is utilised in the analysis of different kinds of vehicles, infrastructures, and operating environments. The aim of the service is the successful electrification of bus transport and the best possible technical and economic solution for an electrified public transport system. Read more about VTT Smart eFleet solution and contact VTT’s experts: https://www.vttresearch.com/en/ourservices/enabling-zero-emissions-zones-through-optimal-design-electric-bus-systems-vtt-smart Text Silja Eskola This article is published on Linja magazine of Linja-autoliitto 06/2021
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"https://secure.gravatar.com/avatar/5e6d4cbe0ece02243922ddbbd3046ec0?s=148&d=mm&r=g" ]	[]	[]	[ "" ]	null	[ "David Shirres BSc CEng MIMechE DEM" ]	2023-07-06T14:38:27+00:00	Listen to this article Leading 36 railway engineers for eight days, with 24 technical visits and presentations, seven hotels, 20 train journeys, five coach transfers and one flight is no easy task. Yet, members of the Railway Division of the IMechE have organised such annual railway technical tours for decades, with Felix Schmid having led […]	en	https://grn.ams3.digital…/09/16x16-re.png	Rail Engineer	https://www.railengineer.co.uk/a-scandinavian-study-tour/	Leading 36 railway engineers for eight days, with 24 technical visits and presentations, seven hotels, 20 train journeys, five coach transfers and one flight is no easy task. Yet, members of the Railway Division of the IMechE have organised such annual railway technical tours for decades, with Felix Schmid having led the committee for the past six tours. In May 2023, the tour visited Finland, Sweden, and Norway. As always, it was a great opportunity to study railway engineering elsewhere and learn from each other. The opportunity for informal chats with senior engineers was particularly useful for the younger engineers. We started in Helsinki, where Mobility as a Service (MaaS) was launched in 2016. MaaS is the Netflix of transportation. For a monthly fee, it provides unlimited public transport use through an app which is a combined ticket and journey planner. Its introduction saw a significant increase in use of the city’s public transport. HSL Helsinki Region Transport (HSL) organises public transport in Greater Helsinki which has a population of 1.4 million. HSL’s €17 two-day public transport ticket enabled participants to sample its metro, buses, ferries, suburban rail network and trams. The 124 low-floor trams operate on a 62km tram network with 310 stops, producing 42 million trips a year. The 43km Metro network opened in 1982 and has been extended progressively. The last section, in 2022, was a 7km tunnelled westerly extension with five new stations, bringing the total to 30. The metro carries 70 million trips per year, with a 150 second peak headway. In winter it operates in temperatures of minus 20°C. Its 50 trains comprise three classes: M100 manufactured by the Finnish Stromberg company in the 1970s; M200 produced by Bombardier in the 2000s; and the M300 manufactured by CAF in 2016. At the Metro’s maintenance depot and control room we learnt of plans to increase capacity by 25% by 2030. This requires additional trains and the implementation of Communication Based Train Control (CBTC) to provide automatic train control and shorter headways. HSL are also planning five new light rail / tram projects. Finland’s railways The 5,926km Finnish railway network is 88% single track and 56% electrified at 25 kV 50 Hz. It is built to the Russian loading gauge which is 5.3-metres high. At the Finnish Railway Museum in Hyvinkää we learnt that railways came comparatively late to Finland as it was doubted that they could operate in extreme cold. The first 96km line opened between Helsinki and Hämeenlinna in 1862. As Finland was part of Russia at that time the track was the then Russian gauge of five feet (1524mm). Russia now uses a 1520mm gauge. The first locomotives were imported from Britain such as the museum’s 1869 Glasgow-built Class C1 0-6-0 goods locomotive. Once Finland became independent from Russia in 1917, railways had reached all major cities, ports, and the Swedish border. We benefited from the Russian loading gauge when leaving Helsinki on a 600km train journey to Kajaani on a Finnish double deck train whose coaches are 26.4 metres long, 3.2 metres wide, and 5.2 metres high, each typically with 113 seats. Various novel features included a children’s play area and small private compartments. Figure 5 – Finnish double decker train. The Skoda plant, where these coaches were built, was our next visit. This factory had also assembled the Bombardier-built 6 MW Sr2 electric locomotive which hauled the train to Kajaani, a 40km coach journey to the factory. Skoda’s works The remote village of Otanmäki is an unlikely location for the world’s most northerly rolling stock factory. Here, Škoda Transtech Oy, had produced 270 double decker cars, designed to operate down to minus 40°C, the first of which was delivered in 1998. The plant has 600 employees and occupies 57,000 square metres. When is it minus 35°C outside, the temperature inside is maintained at 18°C since welding is not possible in cold conditions. We saw Skoda’s Arctic trams being produced for Helsinki and Mannheim, as well as products such as heavy mining machinery. Though the plant can produce complete vehicles from bare metal, some are sent to Skoda’s Czech Republic plant for final assembly. The plant’s production capability is one tram every two or three weeks. We saw the plant’s fabricating, welding, machining, surface treatment, and assembly lines. Where possible, processes are automated, notably machine cutting and robotic welding. It was stressed that the trams are designed for ease of maintenance. Hence there were very few glued components. To Sweden From Kajaani, it was a two-hour train journey to Oulu, followed by a 140km coach trip to Haparanda in Sweden, on the Finnish border. Although passenger trains between Finland and Sweden ceased in the 1990s, there are now plans to re-introduce them and electrify the connecting lines. A complication is the gauge change. 1524mm tracks extend to Haparanda and standard gauge tracks extend to Tornio in Finland. Hence there are interlaced 1435 mm and 1524 mm tracks on bridge over the river that forms the border. Haparanda is at the end of a branch line with an infrequent service, yet it has one of Sweden’s largest station buildings. When completed in 1918, it had many passenger trains as, during WW1, sea ferries between Finland and Sweden were not safe. As was evident from the Balises and marker boards, this 156km branch line has ETCS Level 2 signalling. From Haparanda, it was a 1.5 hour train journey to Boden and then a four-hour northbound journey across the Arctic Circle to the iron ore city of Kiruna. The train arrived from the north as the line from the south has been diverted and the original station has been demolished. This is because the city is being undermined by subsidence from the iron ore mine to which it owes its existence. Kiruna’s mine With an iron ore body 4km long, 80 metres thick, and reaching a depth of 2km, Kiruna has the world’s largest ore mine. Mining started there in 1898. Since then, seven mining levels have been constructed. The latest, 1.2km below the surface, started mining in 2013. As the ore body is sloped, subsidence from removed ore advances further beyond the mine as the mining gets deeper. As a result, the city must be partly demolished, and its centre moved 3km east. The mine is operated by the Swedish company LKAB which invested £1.2 billion in the latest level which required the removal of 4.3 million cubic metres of rock and 87km of new tunnels. Rail Engineer went down the mine in 2013 to report on the new level’s standard gauge railway (Issue 107). This is a 15km network on which the mine’s seven trains carry around 100,000 tonnes of ore per day, in 125 train movements between 10 ore extraction chutes and four crushing plants. Each train consists of 21 unbraked wagons carrying 700 tonnes of ore. The 108 tonne Bo-Bo locomotives have four 225kW AC traction motors powered from an overhead 750V DC supply. Train movements are controlled by Bombardier’s INTERFLO 150 CBTC moving block system which offers variable moving blocks. Using a railway, results in automation, allows high capacity and, unlike conveyors, can handle unevenly graded extracted ore. From the underground crushing plant ore is lifted to the surface and processed into approximately 3,000 tonnes per hour of pellets and fines. Transporting ore at this rate to ships is a job for surface railways. Iron Ore trains From Kiruna there are typically ten trains per day to Narvik in Norway and four to Luleå in Sweden. The trains are 750 metres long with 68 ore wagons, each with a tare weight of 23 tonnes. The maximum 31 tonnes axle load allows each wagon to carry 101 tonnes of ore. Hence each train can carry 6,900 tonnes of ore. There are plans to increase this by raising the axle load to 32 tonnes. The wagons operate in pairs with brake control equipment on one wagon to reduce air consumption. Owing to the harsh winter conditions it is important that compressed air in the braking system is kept dry for which the locomotives have effective air driers. Brake pipes also have special rubber seals. Wagons often need to be de-iced prior to unloading. Wagons have Radio Frequency Identification (RFID) tags to calculate mileage and identify faults from wayside heat and acoustic vibration detectors that assess axle bearing and wheel condition. Wagon wheel life is six to nine years. We also saw these wagons under construction at the plant of the Kiruna Wagon company which employs 30 and was founded in 2004. Since then, it has produced 1,600 wagons, mainly for LKAB. The company specialises in the manufacture and refurbishment of various types of dumper wagons i.e., bottom, rock, helix and turn dumpers. Its production capacity is seven wagons a week. LKAB has 17 pairs of IORE electric locomotives, which have a top speed of 80km/h when unloaded and 60km/h when loaded. At 10,800kW (14,500 hp) and 2 x 180 tonnes, these are amongst the world’s most powerful and heaviest locomotives, with steel body panels 4cm thick. During the descent to Narvik, their regenerative brakes recover around 25% of the energy consumed which is sufficient power to haul empty trains back to Sweden. LKAB has a programme to extend locomotive life by 20 years, which takes 15 weeks for each locomotive. The Kiruna to Narvik line has 60kg/m rail to carry its 33 million gross tonnes per annum. Half the line has curves of less than 500 metre radius requiring 7km of rail to be renewed each year. Rail grinding is done every 20 million gross tonnes. With 19 avalanches last year, the line is difficult to operate in winter. Narvik The 170km line from Kiruna to the ice-free port of Narvik was completed in 1902 and electrified in 1923. Leaving Kiruna, the line climbs at up to 1 in 91 to its 523-metre summit on the Swedish / Norwegian border after which it clings to the side of a fjord as it descends to Narvik, 42km away, with a maximum gradient of 1 in 60, a stunningly beautiful journey. At Narvik, we saw LKAB’s port facility which handles 70,000 tonnes of ore daily and loads up to 30 million tonnes per year into ships. Trains arriving from Kiruna run at a continuous slow speed into a shed to deposit ore into one of the 12 underground silos which are each 60 metres deep and 38 metres in diameter. Conveyors underneath these silos direct the ore to one of two loaders which load 9,000 tonnes of iron ore per hour into the ships. The port has a 27-metre draft to handle ships of up to 350,000 tonnes. Typically, ships are loaded with 30 train loads of iron ore. Norwegian railway developments The 4,087km Norwegian railway network is 94% single track and 64% is electrified, like Sweden, at 15 kV 16 2/3 Hz. Narvik receives about two freight trains a day from Oslo which involves a 1,900km, 27-hour journey almost all through Sweden. With increasing traffic there are plans to increase the line’s capacity with two additional passing loops and track remodelling at Narvik station. The unelectrified 729km Nordland line, from Trondheim to Bodø, also requires more passing loops for additional traffic and will be one of Norway’s first ETCS equipped lines. The Norwegian passenger fleet comprises 18 train classes with 278 trainsets and 135 coaches. The train procurement strategy will see these 18 classes reduced to five. Trains already ordered include 30 Alstom Coradia Nordic trains for local services and 17 x 8-coach Stadler long-distance trains. Follobanen From Narvik, we had a 1,000km flight to Oslo to learn of suburban rail and metro developments. On arrival, we learnt about the Follobanen project. This is a new 22km double track railway between Oslo Central Station and Ski, south of Oslo. Construction commenced in 2013 and was completed in 2022, costing £2.7 billion. The new route is mostly in a 19km twin-bore tunnel whose construction utilised four Tunnel Boring Machines, from 2016 to 2019, as well as the ‘drill & split’ method in complex areas. Whilst slower and more expensive, this method reduced vibrations in central Oslo. It involves inserting hydraulic pins into drilled holes which then ‘split’ the rock. The project’s track design principles were ‘lines that separate, shall not meet again’ and ‘no tracks shall cross at grade’. This has generally been achieved, with one unavoidable exception outside Oslo Central Station. Between Oslo and the newly expanded Ski station, the new line now offers non-stop 200km/h trains, whilst the existing line has 80km/h stopping commuter services. Hence, overall capacity has been increased from 12 trains per hour (tph) to 40 tph and journey times cut from 22 to 11 minutes on fast services. Oslo’s Metro Oslo’s Metro system has 101 stations, the highest being 469 metres above sea level on a line with a 1 in 17 gradient. It comprises 5 lines which all converge through the underground core section that has a capacity of 28 tph and has 115 x 3-car Class MX3000 trains. Unusually, the 88km network has 12 level crossings. The system is currently being resignalled with a £230 million CBTC system, awarded to Siemens in 2021. This should be commissioned on an outer part of the system by December 2024, after which it will be progressively rolled out over the full network to increase capacity through the core section to 40 tph. The project includes fitting the CBTC system to the trains and installing a new traffic management system. A world first for this CBTC system will be its use of public mobile networks for track-to-train communication to provide a higher quality datalink at a reduced cost. For redundancy, each train will be connected to two network operators who will give it priority. However, this approach presents cyber security challenges. Another major Oslo Metro project which started in 2020 is a £2 billion, 7.7km tunnelled extension to Fornebu with six new stations and an underground depot stabling 28 trainsets with three workshop tracks and a turnaround loop. Services on this extension should commence in 2029. Tunnelling is by drill and blast rather than a boring machine due to the number of stations in this relatively short tunnel. Tunnelling started in 2020 and after 18 months is 40 % complete. Scandinavian ETCS During the tour we learnt about the Swedish and Norwegian ETCS programmes. Sweden’s 10,912km rail network has four connections with Norway and one with Denmark, highlighting the importance of achieving ETCS’s interoperability. It has 750 interlockings which will soon be life expired. ETCS will reduce the number of interlockings to 150. Initially, ETCS will be implemented on low trafficked regional lines, like the Haparanda branch. By 2027, ETCS will have been installed on 450km of four such regional lines. The line from Boden to the Norwegian border via Kiruna was planned to have ETCS this year but this has now been postponed to 2024 due to delays supplying train borne equipment. ETCS contracts have been let to Alstom, Siemens, and Hitachi for onboard equipment and to Alstom and Hitachi for trackside equipment. The Swedish ETCS programme should be completed by 2040 with the lines around Stockholm being at the end of the programme. Swedish railways have around 100 different types of trains totalling 1783 vehicles requiring ETCS fitment at an estimated cost of £1 billion. Whilst in Oslo, we visited Campus Nyland, Norway’s ETCS test, training and simulation centre which opened in 2019. Here we tried out ETCS driving simulators, saw the ETCS infrastructure laboratory, and visited an adjacent depot to see trains being fitted with ETCS. Alstom have the contract to equip 467 trains of 55 different types. This is being done on two roads in the depot with each unit being out of service for two to three weeks. Norway opened its pilot ETCS line in 2013 and had planned to open its next line this year but this has now been postponed to early 2024. Norway plans to implement ETCS on low trafficked lines first to help manage rolling stock fitment. Hence, lines to Oslo will be ETCS fitted at the end of the £2.6 billion programme which is expected to be completed by 2034. ETCS contracts have been awarded to Thales for the traffic management system, Alstom for train equipment and Siemens for infrastructure equipment. Siemens is responsible for system integration and managing design records. Though ETCS offers many benefits, the group also heard about significant issues which add cost, delay, and operational constraints. These included: The need to freeze rail infrastructure for several years for ETCS implementation is a significant operational constraint, requiring detailed long-term planning, Complex approval process, largely due to a very large number of combinations of different trackside kit and on-train equipment; Developing and approving first of class train installations is a long and expensive process; For retrospective fitment, the size of on-train equipment is problematic. Tour participants noted that smart phones offer greater functionality in a much smaller space; Manufacturers unable to meet demand for high volume of ETCS kit; Potentially high cost as suppliers have a monopoly for the kit they supply. To address this last issue, the EULYNX initiative has been developed to standardise the interface between signalling system elements. On our first day, the Finnish company, Relesoft, presented its EULYNX compliant interface, which was used in Finland to upgrade a traffic management system without renewing the interlocking. Relesoft describes itself as the “SpaceX of signalling” as it is quite a small company with the potential to disrupt the commercial model of mainstream suppliers. Shared learning After eight intense days, everyone had learned much from the visits and from each other on a trip that offered a unique insight into Scandinavian railways. Key aspects included integrated public transport and impressive capacity-improvement projects, designing railways for extreme cold weather and manufacturing trains from bare metal. The scale of Kiruna’s iron ore operation and the way that railways, above and below ground, have been designed to transport thousands of tonnes per day was particularly impressive. It was also instructive to learn how Sweden and Norway are implementing their ETCS programmes which, unlike the UK, start with little-trafficked lines. The very real problems of ETCS implementation were also highlighted. As one younger member of the tour put it: “we can learn so much from how things are done in different countries”. Providing such an opportunity was just one reason why the Railway Division’s Technical Tour is such a worthwhile event.
5064	dbpedia	2	22	https://www.urban-transport-magazine.com/en/skoda-transtech-oy-manufactures-trams-in-otanmaki-for-new-helsinki-tram-lines/	en	Škoda Transtech Oy manufactures trams in Otanmäki for new Helsinki tram lines	https://www.urban-transp…ech-1024x640.jpg	https://www.urban-transp…ech-1024x640.jpg	[ "https://www.urban-transport-magazine.com/wp-content/themes/urban-transport/bilder/logo_utm.svg", "https://www.urban-transport-magazine.com/wp-content/plugins/sitepress-multilingual-cms/res/flags/de.png", "https://www.urban-transport-magazine.com/wp-content/plugins/sitepress-multilingual-cms/res/flags/en.png", "https://www.urban-transport-magazine.com/wp-content/uploads/2021/02/Škoda-Transtech-656x337.jpg", "https://www.urban-transport-magazine.com/wp-content/uploads/2021/02/NETTIIN_CrownBridges-Helsinki-tram.png", "https://www.urban-transport-magazine.com/wp-content/uploads/2021/02/Helsinki-havainnekuva-kruunusillat-hanke-kruunuvuorensilta-nakyma-kruunuvuorenrannalta-1-1024x576.jpg", "https://www.urban-transport-magazine.com/wp-content/uploads/2021/02/Helsinki-Jokeri-Skoda-ratikka_white-1024x663.jpg", "https://www.urban-transport-magazine.com/wp-content/themes/urban-transport/bilder/icon_sidebar.png", "https://www.urban-transport-magazine.com/wp-content/uploads/2020/10/urbanrail-header-2016-300x60.png", "https://www.urban-transport-magazine.com/wp-content/themes/urban-transport/bilder/icon_sidebar.png", "https://www.urban-transport-magazine.com/wp-content/uploads/2024/04/IBE24_banner_648x250_eng-300x116.jpg", "https://www.urban-transport-magazine.com/wp-content/uploads/2020/10/Rolling-Stock-Livre-MR-EN-Flyer-PMC-klein-300x230.jpg", "https://www.urban-transport-magazine.com/wp-content/themes/urban-transport/bilder/icon_sidebar.png", "https://www.urban-transport-magazine.com/wp-content/uploads/2024/08/Polen-1974-titel-312x197.png", "https://www.urban-transport-magazine.com/wp-content/themes/urban-transport/bilder/icon_sidebar.png", "https://www.urban-transport-magazine.com/wp-content/uploads/2021/02/TM-Logo-248.jpg", "https://www.urban-transport-magazine.com/wp-content/themes/urban-transport/bilder/icon_sidebar.png", "https://www.urban-transport-magazine.com/wp-content/themes/urban-transport/bilder/icon_sidebar.png", "https://www.urban-transport-magazine.com/wp-content/themes/urban-transport/bilder/icon_footerconnector.png", "https://www.urban-transport-magazine.com/wp-content/themes/urban-transport/bilder/logo_utm.svg", "https://www.urban-transport-magazine.com/wp-content/themes/urban-transport/bilder/icon_fb.png", "https://www.urban-transport-magazine.com/wp-content/themes/urban-transport/bilder/icon_twitter.png", "https://www.urban-transport-magazine.com/wp-content/themes/urban-transport/bilder/icon_insta.png", "https://www.urban-transport-magazine.com/wp-content/themes/urban-transport/bilder/icon_linkedin.png", "https://www.urban-transport-magazine.com/wp-content/plugins/sitepress-multilingual-cms/res/flags/de.png", "https://www.urban-transport-magazine.com/wp-content/plugins/sitepress-multilingual-cms/res/flags/en.png" ]	[ "https://www.urban-transport-magazine.com/dritter-skoda-niederflurtriebwagen-bei-schoeneiche-ruedersdorfer-strassenbahn-in-betrieb/embed/#?secret=vhOOKoVt7O" ]	[]	[ "" ]	null	[ "Editorial \| UTM" ]	2021-02-09T04:00:47+00:00	Škoda Transtech Oy and Helsinki City Transport (HKL) have agreed on a new order for 23 ForCity Smart Artic X54 light rail vehicles. The order is based on an option of previous procurement for the Jokeri Line which will receive a total of 29 trams, currently in the manufacturing phase. The ordered LRVs will operate […]	en		Urban Transport Magazine	https://www.urban-transport-magazine.com/en/skoda-transtech-oy-manufactures-trams-in-otanmaki-for-new-helsinki-tram-lines/	Škoda Transtech Oy and Helsinki City Transport (HKL) have agreed on a new order for 23 ForCity Smart Artic X54 light rail vehicles. The order is based on an option of previous procurement for the Jokeri Line which will receive a total of 29 trams, currently in the manufacturing phase. The ordered LRVs will operate on the Yliskylä and Haakoninlahti lines in the future. The five-car vehicles are metre-gauge, have a length of 34.5 metres, a width of 2.42 metres and the unusual Bo’Bo’Bo axle arrangement (one driven bogie under each of four of the five carriage sections). So far, this type of vehicle will only be used in Helsinki. Inside there are 78 seats and 136 standing places. The “Crown Bridge” project The Crown Bridges project will connect the Laajasalo, Korkeasaari and Kalasatama areas to the centre of the city by means of a 10 km light rail line. In addition, as part of this project, a new scenic seaside walking and bicycling path will also be created. The most visual part of the project are the three new bridges: Kruunuvuorensilta, Finkensilta and Merihaansilta. With a total length of 1,200 metres, Kruunuvuorensilta will be Finland’s longest bridge. In addition to the construction of the three new bridges, one other bridge, Hakaniemen silta, will also be upgraded as part of this project. Construction work will begin at the earliest in 2021. The goal is to have the connection ready by late 2026 and to start passenger traffic on the tramline in 2027. Project partners are City of Helsinki, YIT, NRC Group Finland, Ramboll Finland, Sweco Infra & Rail and Sitowise. The primary objective of the Crown Bridges project is to provide a quick and reliable transport connection from the growing Laajasalo area to the centre of the city. The Crown Bridges light rail connection will ensure smooth traffic both inside and in and out of Laajasalo during a period which will see the area’s population more than double thanks to the completion of a wholly new residential district, Kruunuvuorenranta, and considerable infill development. The project will also enable significantly improved transport connections to and from Korkeasaari. A direct light rail connection between the city centre and Laajasalo will also decrease the congestion projected for the eastern branches of the metro system. In addition to the light rail connection, the Crown Bridges project will also make the Kalasatama, Korkeasaari, Mustikkamaa and Laajasalo areas accessible by bicycle or on foot, as the light rail line will be bordered by a high-quality bicycle route/walkway. The new tram lines Thanks to the project, the shortest way from Kruunuvuorenranta to the Central Railway Station, which is currently 11 km and runs via Itäväylä, will decrease to just 5.5 km. The City of Helsinki aims to increase sustainable transport’s share of all passenger traffic. The Crown Brides project will promote sustainable transport by creating new routes for walkers, bicyclists and public transport. This will increase their combined share of all traffic moving inside the city. Two new lines will be created as part of the project: Central Railway Station–Yliskylä and Central Railway Station–Haakoninlahti. According to current estimates, the travel time by tram from the centre to Kruunuvuorenranta will be 15 minutes while Yliskylä will be reached about in 20 minutes. Background A decision to implement the project was reached by Helsinki City Council in August of 2016. In 2011–2013, the city organised the Kalasatama–Kruunuvuorenranta transport connection design competition. Out of an initial 52 applications, 10 work groups were chosen for the competition proper. Once the dust had settled, first prize went to Gemma Regalis, a proposal designed by WSP Finland Ltd and Knight Architects Ltd. The competition’s jury was specifically looking for a solution that would best suit the area’s demanding landscape and take into account its rich cultural history. The jury paid special attention to the usability and durability aspects and aesthetic qualities of each proposal. The transport connection had already been included in the general plan of 2002, while a City Council decision reached in 2008 added specifications which mandated its development as a light rail connection. A broad range of options aimed at connecting the centre and Laajasalo by means of quick public transport has been considered over the years. A light rail running on multiple bridges emerged as the solution that best achieves the project’s goals. The new Škoda Transtech trams “We appreciate the trust HKL has shown towards our operations by placing a new tram order from Škoda Transtech. We are proud of this most advanced light rail vehicle on the market, where the multi-articulated structure is combined with fully pivoting bogies for the first time ever,” says Juha Vierros, CEO of Škoda Transtech. Experience with light rail vehicles has already been gained in Tampere, where the first LRVs delivered by Škoda Transtech are already in trial operation. When completed, the light rail vehicles on the Crown Bridges will be identical to the LRVs of light rail line 550, which is constructed between Helsinki Itäkeskus and Keilaniemi in Espoo. “The vehicles in the Artic family of products have been designed for demanding conditions to withstand Nordic weather conditions and a variable network. ForCity Smart Artic X54 is a modern high-speed LRV, which can also be used on the city centre tramway,” Juha Vierros continues. In Helsinki, there are currently 70 trams of the X34 model, which predates the ForCity Smart Artic X54 light rail vehicle. There will be 29 LRVs manufactured for light rail line 550 (Jokeri Line), and now the option order from HKL will increase the total number of Artic trams in the Helsinki metropolitan area to 122. In addition, 19 LRVs are currently being delivered to Tampere, and 3 vehicles have previously been delivered to Schöneiche, Germany. We reported here: “The Artic trams, which have been gradually introduced since 2013, have worked well from HKL’s point of view, and the citizens have also been satisfied with them. The vehicle type coming to the Crown Bridges and the light rail line 550 is the big brother of the Artic vehicle in the city centre, and it also takes into account the challenges of our rail network and climate. It is also beneficial from the perspective of cost-effectiveness of the use of vehicles during their life cycle, that the light rail vehicle series will be large enough with this acquisition of Crown Bridges’ vehicles,” says Ville Lehmuskoski, CEO of HKL. “I am happy that HKL is putting its trust in the Škoda Artic tram that is developed and produced in Finland. Stability of local orders is of major importance for the stability of our Škoda Transtech factory in Finland,” says Zdeněk Majer, Chairman of the Board of Škoda Transtech and Member of the Board of Directors of the Škoda Transportation group. 09.02.2021
5064	dbpedia	0	83	https://www.linkedin.com/posts/recogine_how-did-helsinki-make-transit-work-in-the-activity-7199300682590396416-wMFM	en	Recogine on LinkedIn: How did Helsinki make transit work in the suburbs?	https://media.licdn.com/dms/image/sync/v2/D4E27AQH9BjOfD_h-rA/articleshare-shrink_800/articleshare-shrink_800/0/1716301362591?e=2147483647&v=beta&t=JskZrVqZf7KPcrt6t4yFhPJoDk0vbuJyjObqYFNCNJs	https://media.licdn.com/dms/image/sync/v2/D4E27AQH9BjOfD_h-rA/articleshare-shrink_800/articleshare-shrink_800/0/1716301362591?e=2147483647&v=beta&t=JskZrVqZf7KPcrt6t4yFhPJoDk0vbuJyjObqYFNCNJs	[ "https://media.licdn.com/dms/image/v2/C561BAQESflqw_5tgIw/company-background_10000/company-background_10000/0/1618888866382/recogine_cover?e=2147483647&v=beta&t=Z43nhoE-isXmL3dP0I9waVz4zyuAxu33XegiZY0Wwqw" ]	[]	[]	[ "" ]	null	[ "Recogine" ]	2024-05-23T06:50:39.239000+00:00	🚇 Helsinki's Public Transit Success Story 🚌 In Helsinki, an efficient public transit system thrives despite low-density suburbs and limited metro coverage…	en	https://static.licdn.com/aero-v1/sc/h/al2o9zrvru7aqj8e1x2rzsrca		https://www.linkedin.com/posts/recogine_how-did-helsinki-make-transit-work-in-the-activity-7199300682590396416-wMFM	Finland: How did Helsinki make transit work in the suburbs? How can efficient suburban transit be achieved with limited metro lines and bus services? Helsinki (Finland) offers an inspiring example and George Liu went there to see it. By optimising bus routes and enhancing its single metro line, Helsinki has successfully created a reliable and cohesive transit system for its suburban areas. This approach highlights the importance of strategic planning and resourceful use of existing infrastructure. Join us in this UMX video as we explore the transformative impact of Helsinki's transit solutions on suburban mobility. Comments: @paulorocky 2 days ago As an Australian, I wish I could pin this to every State and Commonwealth infrastructure agency. But they’ll ignore it as always. @andrijapfc 2 days ago Isn't this...obvious? Toronto has been running transit in this way for decades. Almost every subway station outside of the wider downtown area is a large bus terminus. 🚀 Exciting News! The Urban Road Safety Index 2023 is LIVE! 📊🚗🚲 We've just launched our Urban Road Safety Index, and it's packed with captivating insights. The report explores mobility trends and traffic safety in 25 European cities, and the findings are eye-opening. On top of the list 🥇 is Tallinn, congratulations City of Tallinn! In Istanbul, on the bottom of the list, 73% of respondents have traffic safety concerns. Amsterdam's perception of traffic safety dropped from 72% to 59% in just one year. But that's not all: - In London, 60% of respondents support banning electric mobility (bikes and scooters). - 74% of Rome citizens don’t think authorities do enough when it comes to road safety in their city. - 75% of residents in Helsinki feel there are more accidents in their city since the arrival of ‘electric mobility’. - In Stockholm, 89% of its residents think it would be a good idea to ban alcohol in traffic. - In Antwerp, 53% of residents will cycle less than before due to a possible helmet requirement. Interesting insights to improve traffic safety. Let's work on this together! Curious about all the results? Download the full report free via the link in the comments 👇. #UrbanRoadSafetyIndex #RoadSafety #UrbanMobility #SafetyIndex #CityTrends #Cyclomedia Dublin ranks the second slowest city in the world when it comes to traffic congestion 🚘 🚦 New data from TomTom, shows trips totalling 10km in Dublin take roughly 29 minutes and 30 seconds. In comparison, Bilbao in Spain, which has a similar population to Dublin, has a travel time of 13 minutes and 40 seconds for journeys of the same distance! It is MPI’s vision that Ireland develops as a global leader in shared sustainable mobility by placing the needs of transport users at the heart of transport policy, enabling innovation, promoting public health, and supporting climate action. 🌎 Shared mobility can help make Dublin a more sustainable and congestion-free urban environment. 🌟 Enterprise Mobility I GoCar Ireland I Yuko Toyota Car Club I Bleeper I MOBY I Aircoach I Payzone Ireland I FREENOW #sustainable #urban #transit 🎉 Good news: City of #Prague comes 1st in the world as for #accessibility of #frequent #transit 🚊 🚋 🚃 89% of people in The Prague area live within 500m of a transport stop where a bus or train comes every 10 minutes or sooner. 💡 9 key indicators of #sustainable #urban #mobility are measured in 1000+ cities across the world by Institute for Transportation and Development Policy 👏 #Prague also does very well in a number of people living near car-free spaces (ranks 5th) and accessibility of high-capacity public transport within 1km (ranks 28th). 👍 Decent access to healthcare + education services (ranks 42nd) and bikeways + public transport (ranks 46th). 👎 Not so great when it comes to people / pedestrians safe from highways (ranks 574th). 📈 And – many relevant #indicators and #externalities not covered in areas of #cartraffic #emissions #parking #publicspace #safety. Find and compare your city in the Data Atlas here: https://atlas.itdp.org/ Thanks to Bloomberg CityLab for reporting on this Fola Akinnibi https://lnkd.in/eiP7AFJ7 🥇Helsinki, Amsterdam, and Stockholm have been acknowledged as leading cities in urban transportation and recognised as key players in the future of urban mobility. 🚲 According to a study by the Oliver Wyman Forum and University of California, Berkeley, these cities stand out for their robust public transit systems, significant investments in cycling infrastructure, and a commitment to transitioning to sustainable energy sources. 🌟 Cities were given credit for car-free zones and extensive cycling networks, with European cities like Amsterdam leading the way. The density of public transit stations, extensiveness of transport networks and the quality of roads were also taken into account. 🚶One primary focus of the study was to debunk the myth that a city’s transportation landscape is permanent. Cities that consistently invest in transformation have become more efficient and increased their residents’ ease of movement and quality of life. 🔗Read more here: https://lnkd.in/eFn9Fx_Z #AmsterdamRanking #Mobility #UrbanMovement 🚎 Regensburg Votes "No" to Light Rail: A Missed Opportunity for Sustainable Mobility? On Sunday, Regensburg residents voted against the city's proposed light rail system, a move that surprised many. For those unfamiliar, Regensburg is a beautiful Bavarian city on the Danube River, with a population of around 150,000, known for its medieval city center, innovative companies, and warm-hearted people. As a relatively new resident since 2017, coming from Brussels, I quickly became aware of the city's concern about traffic congestion, pollution, and the perceived dominance of cars. Despite already having a good public transport system, including electric buses, car/bike/scooter sharing, and a car-free city center, Regensburg's ambition to further improve sustainable and inclusive mobility led to the idea and intensive preparations of the implementation of a tram network. Although their was a negative vote, I come nevertheless to some very positive conclusions: 👫 Citizen engagement is crucial: The city's decision to involve its residents in this important decision was commendable. Citizen's engagement in the transformation of mobility in cities is not an option, but necessary. 👉 The pursuit of sustainable mobility should not stop: Regensburg should continue to explore and implement innovative solutions for hopefully even more sustainable and inclusive transport. 💡Embrace emerging technologies: The rapid advancements in digitalization, electrification, and automation of transport offer exciting new opportunities for the city to leverage. I want to encourage cities to further strengthen their engagement in understanding and pushing for the development and deployment of most suitable mobility solutions. The future of mobility will be strongly shaped by cities! While the outcome of the vote might be disappointing for quite a few people involved, I would like to open the view that Regensburg is already today very advanced in the implementation of sustainable and citizen-centric mobility 💪 and that such decisions present always a chance for cities to reassess and explore alternative paths towards maybe even more sustainable and inclusive mobility 👍 . Do you agree? What are your views? #Regensburg #SustainableMobility #PublicTransport #UrbanPlanning #Innovation
10432	yago	2	7	https://www.amazon.com/YOURE-NOT-DEPRESSED-OUGHTA-THERAPY-ebook/dp/B07X57SLDF	en	Amazon.com			[ "https://images-na.ssl-images-amazon.com/captcha/usvmgloq/Captcha_svtatwfckm.jpg", "https://fls-na.amazon.com/1/oc-csi/1/OP/requestId=F9AHXZB2C08C8EW8RVCV&js=0" ]	[]	[]	[ "" ]	null	[]	null		en			null	Enter the characters you see below Sorry, we just need to make sure you're not a robot. For best results, please make sure your browser is accepting cookies.
10432	yago	0	14	https://manga.fandom.com/wiki/Jon_Cypher	en	Jon Cypher	https://static.wikia.nocookie.net/ucp-internal-test-starter-commons/images/a/aa/FandomFireLogo.png/revision/latest?cb=20210713142711	https://static.wikia.nocookie.net/ucp-internal-test-starter-commons/images/a/aa/FandomFireLogo.png/revision/latest?cb=20210713142711	[ "https://static.wikia.nocookie.net/ff185fe4-8356-4b6b-ad48-621b95a82a1d", "https://static.wikia.nocookie.net/f3fc9271-3d5e-4c73-9afc-e6a9f6154ff1", "https://static.wikia.nocookie.net/464fc70a-5090-490b-b47e-0759e89c263f", "https://static.wikia.nocookie.net/f7bb9d33-4f9a-4faa-88fe-2a0bd8138668" ]	[]	[]	[ "" ]	null	[ "Contributors to Manga Wiki" ]	null	Jon Cypher (born January 13, 1932) is an American actor. Born in New York City, Cypher graduated from Erasmus Hall High School in 1949 and Brooklyn College in 1953.[1] He made his television debut as the Prince in the original 1957 production of Rodgers and Hammerstein's Cinderella opposite...	en	/skins-ucp/mw139/common/favicon.ico	Manga Wiki	https://manga.fandom.com/wiki/Jon_Cypher	Jon Cypher (born January 13, 1932) is an American actor. Born in New York City, Cypher graduated from Erasmus Hall High School in 1949 and Brooklyn College in 1953.[1] He made his television debut as the Prince in the original 1957 production of Rodgers and Hammerstein's Cinderella opposite Julie Andrews in the title role. He is particularly remembered as Chief of Police Fletcher Daniels in Hill Street Blues, a role he played throughout the lifetime of the series, 1981-1987. He also played Commanding General Marcus Craig on the television show, Major Dad, alongside Gerald McRaney and Beverly Archer, and appeared as Howard Millhouse in the short lived television series Probe. He is also well known for the roles of Dr. Alex Keith on As the World Turns (1977–1979) and Dr. Arthur Donelly on Santa Barbara (1988–89). His other television credits include the recurring roles of Belson in The F.B.I., Dirk Maurier in Dynasty, Eric Brandon in Marcus Welby, M.D., and Jeff Munson in Knots Landing. He also provided the voice of comic villain Spellbinder in the animated television series Batman Beyond.[2] Cypher made his first film appearance as the villain Frank Tanner in the 1971 Western Valdez Is Coming opposite Burt Lancaster and Susan Clark. He has since appeared periodically in films up through the late 1990s in mostly featured character parts. Cypher has also had an active career on the stage in both musicals and plays. He made his Broadway debut as Wister LaSalle in the original 1959 production of Harvey Breit's The Disenchanted. He returned to Broadway in 1962 to replace Patrick O'Neal as the Reverend T. Lawrence Shannon in the original production of Tennessee Williams's The Night of the Iguana. He portrayed the role of Dr. Carrasco in the original 1965 cast of Man of La Mancha, later taking over the role of Don Quixote. In 1967 he performed the role of Bert Jefferson in the original musical Sherry! by James Lipton and Laurence Rosenthal. His other Broadway credits include The Great White Hope, 1776, Coco, and Big: the musical. Filmography[] Great Performances, The Prince (2004) Trapper John, M D (1981–1983) The Lot (2001) Knots Landing (1979) TV Series (1982–1983) Law & Order (1995–2000) Dallas (1982) Batman Beyond Spellbinder (1999–2000) The Greatest American Hero (1982) Walker, Texas Ranger Waylon Cox (1999) House Calls (1982) Rescue 77 (1999) Today's F. B. I. (1982) Walking to the Waterline (1998) Fred Blumquist General Hospital (1963) TV Series (1981) JAG (1998) Evita Peron (1981) (TV) Profiler (1997) Freebie and the Bean (1981) Dr Quinn, Medicine Woman (1996) The Love Boat (1979) The Invaders (1995) (TV) As the World Turns (1956) TV Series (1977–1979) Burke's Law (1995) The Rockford Files (1977) RoboCop (1994) The Feather and Father Gang (1977) The Commish (1994) Police Woman (1977) Murder, She Wrote (1986–1993) The Food of the Gods (1976) Major Dad (1990–1993) Bronk Lundeen (1976) Strictly Business (1991) Marcus Welby, M D (1975) Snow Kill (1990) (TV) The Kingfisher Caper (1975) Johnny Valerie (1990) The Rookies (1974) B L Stryker (1990) Memory of Us (1974) Brad Spontaneous Combustion (1990) The F. B. .I (1974) Tour of Duty (1988–1989) Night Games (1974) (TV) Dale Hannigan The Sandgrass People (1989) The Kid and the Killers (1974) Santa Barbara (1984) TV Series (1988–1989) Blade (1973) Favorite Son (1988) (mini) TV Series Lady Ice (1973) Lady Mobster (1988) (TV) Ghost Story (1973) Probe (1988) Mannix (1972) Elvis and Me (1988) (TV) Bonanza (1972) Accidents (1988) Mission: Impossible (1972) Off the Mark (1987) McMillan & Wife J (1972) Hunter (1987) Believe in Me (1971) Masters of the Universe (1987) Valdez Is Coming (1971) Hill Street Blues (1981–1987) Nanny and the Professor (1970) Dynasty (1983–1987) Coronet Blue (1967) Perry Mason: The Case of the Notorious Nun (1986) (TV) Flipper (1964) Hotel (1986) Children's Theater, King Richard (1964) Malice in Wonderland (1985) (TV) Cinderella (1957) (TV) Half Nelson (1985) Armstrong Circle Theatre (1957) Lottery! (1984) Knight Rider (1983) References[] [] Template:Title without disambig at the Internet Movie Database Jon Cypher at the Internet Broadway Database Jon Cypher at the Internet Off-Broadway Database
10432	yago	1	19	https://www.amazon.com/Discover-Wellness-Phyllis-Taber-Greenberg-ebook/dp/B00BDRVF1M	en	Amazon.com			[ "https://images-na.ssl-images-amazon.com/captcha/kwizfixk/Captcha_torswyvqps.jpg", "https://fls-na.amazon.com/1/oc-csi/1/OP/requestId=3ND3ZAM124W0D76XVJXX&js=0" ]	[]	[]	[ "" ]	null	[]	null		en			null	Enter the characters you see below Sorry, we just need to make sure you're not a robot. For best results, please make sure your browser is accepting cookies.
10432	yago	3	57	https://artinamericaguide.com/listing-category/gallery/	en	Gallery – Art in America Guide	https://artinamericaguid…_f-1-100x100.png	https://artinamericaguid…_f-1-100x100.png	[ "https://artinamericaguide.com/wp-content/uploads/2022/05/AiA_GUIDE_LOGO_resized-1.jpg" ]	[]	[]	[ "" ]	null	[]	null		en	https://artinamericaguid…_f-1-100x100.png		null
10432	yago	2	60	https://github.com/fclaude/xtrie/blob/master/gen_xml.c	en	xtrie/gen_xml.c at master · fclaude/xtrie	https://opengraph.githubassets.com/3c8384e3d5c9ddfac6c5ca57d012f45fa4da89c2c57c51c5649eb38581dce0b0/fclaude/xtrie	https://opengraph.githubassets.com/3c8384e3d5c9ddfac6c5ca57d012f45fa4da89c2c57c51c5649eb38581dce0b0/fclaude/xtrie	[]	[]	[]	[ "" ]	null	[]	null	Representing the tree defined by XML files. Contribute to fclaude/xtrie development by creating an account on GitHub.	en	https://github.com/fluidicon.png	GitHub	https://github.com/fclaude/xtrie/blob/master/gen_xml.c	Skip to content Navigation Menu
10432	yago	0	5	https://playbill.com/article/theatregoers-notebook-jon-cypher-of-big-com-100732	en	THEATREGOER'S NOTEBOOK: Jon Cypher of Big	https://playbill.com/ass…d70b15ee1de3c27e	https://playbill.com/ass…d70b15ee1de3c27e	[ "https://sb.scorecardresearch.com/p?c1=2&c2=33044428&cv=3.1&cj=1", "https://www.facebook.com/tr?id=925349244281937&ev=PageView&noscript=1", "https://pixel.quantserve.com/pixel/p-d4EOGSLZ4snXA.gif", "https://assets.playbill.com/site/main-logo-trimmed_2023-03-27-021655_agag.png", "https://assets.playbill.com/site/Playbill-P-Logo-1-5-line_2023-03-27-021704_bzom.png", "https://cdn.playbill.com/ad-block-logo.png" ]	[]	[]	[ "" ]	null	[]	1996-06-19T02:00:00-04:00	THINKING BIG: Before finding TV success as the egotistical police chief on "Hill Street Blues" and commanding general on "Major Dad," Jon Cypher was a busy New York theatre actor in roles as varied as the villainous Dr. Carrasco in Man of La Mancha and Katharine Hepburn's father(!) in Coco. It took Big to get Cypher back to Broadway, where he's having a terrific time playing the toy company mogul who hires Josh Baskin, a 12-year-old boy trapped in an adult's body.	en	https://playbill.com/ass…d70b15ee1de3c27e	Playbill	https://playbill.com/article/theatregoers-notebook-jon-cypher-of-big-com-100732	THINKING BIG: Before finding TV success as the egotistical police chief on "Hill Street Blues" and commanding general on "Major Dad," Jon Cypher was a busy New York theatre actor in roles as varied as the villainous Dr. Carrasco in Man of La Mancha and Katharine Hepburn's father(!) in Coco. It took Big to get Cypher back to Broadway, where he's having a terrific time playing the toy company mogul who hires Josh Baskin, a 12-year-old boy trapped in an adult's body. "This show is positive; it's romantic, it's funny, and there's a certain magic about it," says the Cypher, whose real-life speaking voice is much smoother and more youthful than the self-involved characters he plays on TV. "We had a matinee audience today with a lot of teen-agers, and they went crazy." Settling in for a year-long run, Cypher finds his old Upper West Side neighborhood remarkably different than when he left the city 25 years ago. "Columbus Avenue used to be a pit," he says. "Now there are zillions of great restaurants and health food stores. It's just a much more delightful city to be in now." Cypher reports that his wife, Dr. Carol Rosin, president of the Wash- ington, D.C.-based Institute for Security and Cooperation in Outer Space, is a Broadway fan as well as a crusader against space-based weapons. "When she's in town, she stands in the back and sees every show. She doesn't like Hollywood, but she loves the theatre." -- By Louis Botto
10432	yago	2	56	https://academic.oup.com/book/44709/chapter/378978046	en				[]	[]	[]	[ "" ]	null	[]	null					null
10432	yago	1	0	https://www.imdb.com/name/nm3978960/	en	Carol Rosin	https://m.media-amazon.c…Mjpg_UX1000_.jpg	https://m.media-amazon.c…Mjpg_UX1000_.jpg	[ "https://fls-na.amazon.com/1/batch/1/OP/A1EVAM02EL8SFB:134-6565571-3778804:6DNVJ2JSB7RF067KNH4K$uedata=s:%2Fuedata%2Fuedata%3Fstaticb%26id%3D6DNVJ2JSB7RF067KNH4K:0", "https://m.media-amazon.com/images/M/MV5BMzIyZjQ3NjMtOWVkNC00NDMyLWJhOTctYjE1Y2Q4MDNiN2ZiXkEyXkFqcGdeQXVyNjUxMjc1OTM@._V1_QL75_UY207_CR68,0,140,207_.jpg", "https://m.media-amazon.com/images/M/MV5BM2Y0ZTJlZmItZDcyYS00YjRmLWI0NDQtODBjMTM2YWVmM2E4L2ltYWdlL2ltYWdlXkEyXkFqcGdeQXVyNTkzMTE1NjI@._V1_QL75_UY133_CR0,0,90,133_.jpg", "https://m.media-amazon.com/images/M/MV5BZGVmN2IxMGItODRjMi00YWI5LWFjMmItMDM2ZWRkMzM2OWJiXkEyXkFqcGdeQXVyMTI4MDM5OTY0._V1_QL75_UY133_CR2,0,90,133_.jpg", "https://m.media-amazon.com/images/M/MV5BNzIzODAwMDc2NF5BMl5BanBnXkFtZTgwODUyMjU3MjE@._V1_QL75_UY133_CR5,0,90,133_.jpg", "https://m.media-amazon.com/images/G/01/IMDb/Mobile/DesktopQRCode-png.png", "https://fls-na.amazon.com/1/batch/1/OP/A1EVAM02EL8SFB:134-6565571-3778804:6DNVJ2JSB7RF067KNH4K$uedata=s:%2Fuedata%2Fuedata%3Fnoscript%26id%3D6DNVJ2JSB7RF067KNH4K:0" ]	[]	[]	[ "Carol Rosin" ]	null	[ "IMDb" ]	null	Carol Rosin. Self: Unacknowledged. Carol Rosin was born on 29 March 1944 in Wilmington, Delaware, USA. She is married to Jon Cypher.	en	https://m.media-amazon.c…B1582158068_.png	IMDb	https://www.imdb.com/name/nm3978960/	Carol Rosin was born on 29 March 1944 in Wilmington, Delaware, USA. She is married to Jon Cypher.
10432	yago	0	59	https://artinamericaguide.com/listing-category/consultant/	en	Consultant – Art in America Guide	https://artinamericaguid…_f-1-100x100.png	https://artinamericaguid…_f-1-100x100.png	[ "https://artinamericaguide.com/wp-content/uploads/2022/05/AiA_GUIDE_LOGO_resized-1.jpg" ]	[]	[]	[ "" ]	null	[]	null		en	https://artinamericaguid…_f-1-100x100.png		null
10432	yago	1	15	https://www.facebook.com/groups/joncypherappreciationgroup/	en	Facebook	https://static.xx.fbcdn.net/rsrc.php/yv/r/B8BxsscfVBr.ico	https://static.xx.fbcdn.net/rsrc.php/yv/r/B8BxsscfVBr.ico	[ "https://facebook.com/security/hsts-pixel.gif?c=3.2" ]	[]	[]	[ "" ]	null	[]	null	Sieh dir auf Facebook Beiträge, Fotos und vieles mehr an.	de	https://static.xx.fbcdn.net/rsrc.php/yv/r/B8BxsscfVBr.ico		https://www.facebook.com/login/
10432	yago	0	9	https://www.famousbirthdays.com/people/carol-rosin.html	en	Carol Rosin - Age, Family, Bio	https://www.famousbirthd…arge-default.jpg	https://www.famousbirthd…arge-default.jpg	[ "https://www.famousbirthdays.com/thumbnails/ross-diana-medium.jpg", "https://www.famousbirthdays.com/thumbnails/grant-russell-medium.jpg", "https://www.famousbirthdays.com/thumbnails/chaves-carol-medium.jpg", "https://www.famousbirthdays.com/pages/images/thumbnails/aries_18.jpg", "https://www.famousbirthdays.com/thumbnails/vonbraun-wernher-medium.jpg", "https://www.famousbirthdays.com/thumbnails/greene-liz-medium.jpg", "https://www.famousbirthdays.com/thumbnails/durrance-samuel-medium.jpg", "https://www.famousbirthdays.com/thumbnails/pillinger-colin-medium.jpg", "https://www.famousbirthdays.com/thumbnails/cjsocool-medium.jpg", "https://www.famousbirthdays.com/thumbnails/idolatro24-medium.jpg", "https://www.famousbirthdays.com/thumbnails/txunamy-medium.jpg", "https://www.famousbirthdays.com/thumbnails/yolles-kenzie-medium.jpg" ]	[]	[]	[ "" ]	null	[]	null	Carol Rosin: her birthday, what she did before fame, her family life, fun trivia facts, popularity rankings, and more.	en	/favicon.ico	Famous Birthdays	https://www.famousbirthdays.com/people/carol-rosin.html	About Aerospace executive who was the spokesperson for famous rocket scientist Wernher Von Braun. Before Fame She received her Bachelor's degree from the University of Delaware. Trivia She was the first woman to hold the executive position of Corporate Manager at Fairchild Industries. Family Life She married actor Jon Cypher. Associated With
10432	yago	2	83	https://www.science.gov/topicpages/d/design%2Btcad%2Bsimulation	en	design tcad simulation: Topics by Science.gov			[ "https://www.science.gov/scigov/desktop/en/images/SciGov_logo.png", "https://www.science.gov/topicpages/d/images/arrow-up.gif", "https://www.science.gov/topicpages/d/images/arrow-down.gif", "https://www.science.gov/topicpages/d/images/arrow-up.gif", "https://www.science.gov/topicpages/d/images/arrow-down.gif" ]	[]	[]	[ "" ]	null	[]	null		en			null	Statistical analysis and yield management in LED design through TCAD device simulation NASA Astrophysics Data System (ADS) LÃ©tay, GergÃ¶; Ng, Wei-Choon; Schneider, Lutz; Bregy, Adrian; Pfeiffer, Michael 2007-02-01 This paper illustrates how technology computer-aided design (TCAD), which nowadays is an essential part of CMOS technology, can be applied to LED development and manufacturing. In the first part, the essential electrical and optical models inherent to LED modeling are reviewed. The second part of the work describes a methodology to improve the efficiency of the simulation procedure by using the concept of process compact models (PCMs). The last part demonstrates the capabilities of PCMs using an example of a blue InGaN LED. In particular, a parameter screening is performed to find the most important parameters, an optimization task incorporating the robustness of the design is carried out, and finally the impact of manufacturing tolerances on yield is investigated. It is indicated how the concept of PCMs can contribute to an efficient design for manufacturing DFM-aware development. A 3D TCAD simulation of a thermoelectric module configured for thermoelectric power generation, cooling and heating NASA Astrophysics Data System (ADS) Gould, C. A.; Shammas, N. Y. A.; Grainger, S.; Taylor, I.; Simpson, K. 2012-06-01 This paper documents the 3D modeling and simulation of a three couple thermoelectric module using the Synopsys Technology Computer Aided Design (TCAD) semiconductor simulation software. Simulation results are presented for thermoelectric power generation, cooling and heating, and successfully demonstrate the basic thermoelectric principles. The 3D TCAD simulation model of a three couple thermoelectric module can be used in the future to evaluate different thermoelectric materials, device structures, and improve the efficiency and performance of thermoelectric modules. Measurements and TCAD simulation of novel ATLAS planar pixel detector structures for the HL-LHC upgrade NASA Astrophysics Data System (ADS) Nellist, C.; Dinu, N.; Gkougkousis, E.; Lounis, A. 2015-06-01 The LHC accelerator complex will be upgraded between 2020-2022, to the High-Luminosity-LHC, to considerably increase statistics for the various physics analyses. To operate under these challenging new conditions, and maintain excellent performance in track reconstruction and vertex location, the ATLAS pixel detector must be substantially upgraded and a full replacement is expected. Processing techniques for novel pixel designs are optimised through characterisation of test structures in a clean room and also through simulations with Technology Computer Aided Design (TCAD). A method to study non-perpendicular tracks through a pixel device is discussed. Comparison of TCAD simulations with Secondary Ion Mass Spectrometry (SIMS) measurements to investigate the doping profile of structures and validate the simulation process is also presented. TCAD simulation for alpha-particle spectroscopy using SIC Schottky diode. PubMed Das, Achintya; Duttagupta, Siddhartha P 2015-12-01 There is a growing requirement of alpha spectroscopy in the fields context of environmental radioactive contamination, nuclear waste management, site decommissioning and decontamination. Although silicon-based alpha-particle detection technology is mature, high leakage current, low displacement threshold and radiation hardness limits the operation of the detector in harsh environments. Silicon carbide (SiC) is considered to be excellent material for radiation detection application due to its high band gap, high displacement threshold and high thermal conductivity. In this report, an alpha-particle-induced electron-hole pair generation model for a reverse-biased n-type SiC Schottky diode has been proposed and verified using technology computer aided design (TCAD) simulations. First, the forward-biased I-V characteristics were studied to determine the diode ideality factor and compared with published experimental data. The ideality factor was found to be in the range of 1.4-1.7 for a corresponding temperature range of 300-500 K. Next, the energy-dependent, alpha-particle-induced EHP generation model parameters were optimised using transport of ions in matter (TRIM) simulation. Finally, the transient pulses generated due to alpha-particle bombardment were analysed for (1) different diode temperatures (300-500 K), (2) different incident alpha-particle energies (1-5 MeV), (3) different reverse bias voltages of the 4H-SiC-based Schottky diode (-50 to -250 V) and (4) different angles of incidence of the alpha particle (0Â°-70Â°).The above model can be extended to other (wide band-gap semiconductor) device technologies useful for radiation-sensing application. Â© The Author 2015. Published by Oxford University Press. All rights reserved. For Permissions, please email: journals.permissions@oup.com. Simulation study on discrete charge effects of SiNW biosensors according to bound target position using a 3D TCAD simulator. PubMed Chung, In-Young; Jang, Hyeri; Lee, Jieun; Moon, Hyunggeun; Seo, Sung Min; Kim, Dae Hwan 2012-02-17 We introduce a simulation method for the biosensor environment which treats the semiconductor and the electrolyte region together, using the well-established semiconductor 3D TCAD simulator tool. Using this simulation method, we conduct electrostatic simulations of SiNW biosensors with a more realistic target charge model where the target is described as a charged cube, randomly located across the nanowire surface, and analyze the Coulomb effect on the SiNW FET according to the position and distribution of the target charges. The simulation results show the considerable variation in the SiNW current according to the bound target positions, and also the dependence of conductance modulation on the polarity of target charges. This simulation method and the results can be utilized for analysis of the properties and behavior of the biosensor device, such as the sensing limit or the sensing resolution. Dynamic mesh for TCAD modeling with ECORCE NASA Astrophysics Data System (ADS) Michez, A.; Boch, J.; Touboul, A.; SaignÃ©, F. 2016-08-01 Mesh generation for TCAD modeling is challenging. Because densities of carriers can change by several orders of magnitude in thin areas, a significant change of the solution can be observed for two very similar meshes. The mesh must be defined at best to minimize this change. To address this issue, a criterion based on polynomial interpolation on adjacent nodes is proposed that adjusts accurately the mesh to the gradients of Degrees of Freedom. Furthermore, a dynamic mesh that follows changes of DF in DC and transient mode is a powerful tool for TCAD users. But, in transient modeling, adding nodes to a mesh induces oscillations in the solution that appears as spikes at the current collected at the contacts. This paper proposes two schemes that solve this problem. Examples show that using these techniques, the dynamic mesh generator of the TCAD tool ECORCE handle semiconductors devices in DC and transient mode. Design and spectrum calculation of 4H-SiC thermal neutron detectors using FLUKA and TCAD NASA Astrophysics Data System (ADS) Huang, Haili; Tang, Xiaoyan; Guo, Hui; Zhang, Yimen; Zhang, Yimeng; Zhang, Yuming 2016-10-01 SiC is a promising material for neutron detection in a harsh environment due to its wide band gap, high displacement threshold energy and high thermal conductivity. To increase the detection efficiency of SiC, a converter such as 6LiF or 10B is introduced. In this paper, pulse-height spectra of a PIN diode with a 6LiF conversion layer exposed to thermal neutrons (0.026 eV) are calculated using TCAD and Monte Carlo simulations. First, the conversion efficiency of a thermal neutron with respect to the thickness of 6LiF was calculated by using a FLUKA code, and a maximal efficiency of approximately 5% was achieved. Next, the energy distributions of both 3H and Î± induced by the 6LiF reaction according to different ranges of emission angle are analyzed. Subsequently, transient pulses generated by the bombardment of single 3H or Î±-particles are calculated. Finally, pulse height spectra are obtained with a detector efficiency of 4.53%. Comparisons of the simulated result with the experimental data are also presented, and the calculated spectrum shows an acceptable similarity to the experimental data. This work would be useful for radiation-sensing applications, especially for SiC detector design. Simulation of SRAM SEU Sensitivity at Reduced Operating Temperatures NASA Technical Reports Server (NTRS) Sanathanamurthy, S.; Ramachandran, V.; Alles, M. L.; Reed, R. A.; Massengill, L. W.; Raman, A.; Turowski, M.; Mantooth, A.; Woods, B.; Barlow, M.; 2009-01-01 A new NanoTCAD-to-Spectre interface is applied to perform mixed-mode SEU simulations of an SRAM cell. Results using newly calibrated TCAD cold temperature substrate mobility models, and BSIM3 compact models extracted explicitly for the cold temperature designs, indicate a 33% reduction in SEU threshold for the range of temperatures simulated. The Future of Electronic Device Design: Device and Process Simulation Find Intelligence on the World Wide Web NASA Technical Reports Server (NTRS) Biegel, Bryan A. 1999-01-01 We are on the path to meet the major challenges ahead for TCAD (technology computer aided design). The emerging computational grid will ultimately solve the challenge of limited computational power. The Modular TCAD Framework will solve the TCAD software challenge once TCAD software developers realize that there is no other way to meet industry's needs. The modular TCAD framework (MTF) also provides the ideal platform for solving the TCAD model challenge by rapid implementation of models in a partial differential solver. Hafnium transistor process design for neural interfacing. PubMed Parent, David W; Basham, Eric J 2009-01-01 A design methodology is presented that uses 1-D process simulations of Metal Insulator Semiconductor (MIS) structures to design the threshold voltage of hafnium oxide based transistors used for neural recording. The methodology is comprised of 1-D analytical equations for threshold voltage specification, and doping profiles, and 1-D MIS Technical Computer Aided Design (TCAD) to design a process to implement a specific threshold voltage, which minimized simulation time. The process was then verified with a 2-D process/electrical TCAD simulation. Hafnium oxide films (HfO) were grown and characterized for dielectric constant and fixed oxide charge for various annealing temperatures, two important design variables in threshold voltage design. Hafnium transistor design for neural interfacing. PubMed Parent, David W; Basham, Eric J 2008-01-01 A design methodology is presented that uses the EKV model and the g(m)/I(D) biasing technique to design hafnium oxide field effect transistors that are suitable for neural recording circuitry. The DC gain of a common source amplifier is correlated to the structural properties of a Field Effect Transistor (FET) and a Metal Insulator Semiconductor (MIS) capacitor. This approach allows a transistor designer to use a design flow that starts with simple and intuitive 1-D equations for gain that can be verified in 1-D MIS capacitor TCAD simulations, before final TCAD process verification of transistor properties. The DC gain of a common source amplifier is optimized by using fast 1-D simulations and using slower, complex 2-D simulations only for verification. The 1-D equations are used to show that the increased dielectric constant of hafnium oxide allows a higher DC gain for a given oxide thickness. An additional benefit is that the MIS capacitor can be employed to test additional performance parameters important to an open gate transistor such as dielectric stability and ionic penetration. Design, modeling and simulation of MEMS-based silicon Microneedles NASA Astrophysics Data System (ADS) Amin, F.; Ahmed, S. 2013-06-01 The advancement in semiconductor process engineering and nano-scale fabrication technology has made it convenient to transport specific biological fluid into or out of human skin with minimum discomfort. Fluid transdermal delivery systems such as Microneedle arrays are one such emerging and exciting Micro-Electro Mechanical System (MEMS) application which could lead to a total painless fluid delivery into skin with controllability and desirable yield. In this study, we aimed to revisit the problem with modeling, design and simulations carried out for MEMS based silicon hollow out of plane microneedle arrays for biomedical applications particularly for transdermal drug delivery. An approximate 200 Î¼m length of microneedle with 40 Î¼m diameter of lumen has been successfully shown formed by isotropic and anisotropic etching techniques using MEMS Pro design tool. These microneedles are arranged in size of 2 Ã 4 matrix array with center to center spacing of 750 Î¼m. Furthermore, comparisons for fluid flow characteristics through these microneedle channels have been modeled with and without the contribution of the gravitational forces using mathematical models derived from Bernoulli Equation. Physical Process simulations have also been performed on TCAD SILVACO to optimize the design of these microneedles aligned with the standard Si-Fabrication lines. Predictive process simulation of cryogenic implants for leading edge transistor design DOE Office of Scientific and Technical Information (OSTI.GOV) Gossmann, Hans-Joachim; Zographos, Nikolas; Park, Hugh 2012-11-06 Two cryogenic implant TCAD-modules have been developed: (i) A continuum-based compact model targeted towards a TCAD production environment calibrated against an extensive data-set for all common dopants. Ion-specific calibration parameters related to damage generation and dynamic annealing were used and resulted in excellent fits to the calibration data-set. (ii) A Kinetic Monte Carlo (kMC) model including the full time dependence of ion-exposure that a particular spot on the wafer experiences, as well as the resulting temperature vs. time profile of this spot. It was calibrated by adjusting damage generation and dynamic annealing parameters. The kMC simulations clearly demonstrate the importancemoreÂ Â» of the time-structure of the beam for the amorphization process: Assuming an average dose-rate does not capture all of the physics and may lead to incorrect conclusions. The model enables optimization of the amorphization process through tool parameters such as scan speed or beam height.Â«Â less Device and circuit analysis of a sub 20 nm double gate MOSFET with gate stack using a look-up-table-based approach NASA Astrophysics Data System (ADS) Chakraborty, S.; Dasgupta, A.; Das, R.; Kar, M.; Kundu, A.; Sarkar, C. K. 2017-12-01 In this paper, we explore the possibility of mapping devices designed in TCAD environment to its modeled version developed in cadence virtuoso environment using a look-up table (LUT) approach. Circuit simulation of newly designed devices in TCAD environment is a very slow and tedious process involving complex scripting. Hence, the LUT based modeling approach has been proposed as a faster and easier alternative in cadence environment. The LUTs are prepared by extracting data from the device characteristics obtained from device simulation in TCAD. A comparative study is shown between the TCAD simulation and the LUT-based alternative to showcase the accuracy of modeled devices. Finally the look-up table approach is used to evaluate the performance of circuits implemented using 14 nm nMOSFET. Optimum Design Rules for CMOS Hall Sensors PubMed Central Crescentini, Marco; Biondi, Michele; Romani, Aldo; Tartagni, Marco; Sangiorgi, Enrico 2017-01-01 This manuscript analyzes the effects of design parameters, such as aspect ratio, doping concentration and bias, on the performance of a general CMOS Hall sensor, with insight on current-related sensitivity, power consumption, and bandwidth. The article focuses on rectangular-shaped Hall probes since this is the most general geometry leading to shape-independent results. The devices are analyzed by means of 3D-TCAD simulations embedding galvanomagnetic transport model, which takes into account the Lorentz force acting on carriers due to a magnetic field. Simulation results define a set of trade-offs and design rules that can be used by electronic designers to conceive their own Hall probes. PMID:28375191 Optimum Design Rules for CMOS Hall Sensors. PubMed Crescentini, Marco; Biondi, Michele; Romani, Aldo; Tartagni, Marco; Sangiorgi, Enrico 2017-04-04 This manuscript analyzes the effects of design parameters, such as aspect ratio, doping concentration and bias, on the performance of a general CMOS Hall sensor, with insight on current-related sensitivity, power consumption, and bandwidth. The article focuses on rectangular-shaped Hall probes since this is the most general geometry leading to shape-independent results. The devices are analyzed by means of 3D-TCAD simulations embedding galvanomagnetic transport model, which takes into account the Lorentz force acting on carriers due to a magnetic field. Simulation results define a set of trade-offs and design rules that can be used by electronic designers to conceive their own Hall probes. Time-efficient simulations of tight-binding electronic structures with Intel Xeon PhiTM many-core processors NASA Astrophysics Data System (ADS) Ryu, Hoon; Jeong, Yosang; Kang, Ji-Hoon; Cho, Kyu Nam 2016-12-01 Modelling of multi-million atomic semiconductor structures is important as it not only predicts properties of physically realizable novel materials, but can accelerate advanced device designs. This work elaborates a new Technology-Computer-Aided-Design (TCAD) tool for nanoelectronics modelling, which uses a sp3d5sâ tight-binding approach to describe multi-million atomic structures, and simulate electronic structures with high performance computing (HPC), including atomic effects such as alloy and dopant disorders. Being named as Quantum simulation tool for Advanced Nanoscale Devices (Q-AND), the tool shows nice scalability on traditional multi-core HPC clusters implying the strong capability of large-scale electronic structure simulations, particularly with remarkable performance enhancement on latest clusters of Intel Xeon PhiTM coprocessors. A review of the recent modelling study conducted to understand an experimental work of highly phosphorus-doped silicon nanowires, is presented to demonstrate the utility of Q-AND. Having been developed via Intel Parallel Computing Center project, Q-AND will be open to public to establish a sound framework of nanoelectronics modelling with advanced HPC clusters of a many-core base. With details of the development methodology and exemplary study of dopant electronics, this work will present a practical guideline for TCAD development to researchers in the field of computational nanoelectronics. Simulation and measurement of total ionizing dose radiation induced image lag increase in pinned photodiode CMOS image sensors NASA Astrophysics Data System (ADS) Liu, Jing; Chen, Wei; Wang, Zujun; Xue, Yuanyuan; Yao, Zhibin; He, Baoping; Ma, Wuying; Jin, Junshan; Sheng, Jiangkun; Dong, Guantao 2017-06-01 This paper presents an investigation of total ionizing dose (TID) induced image lag sources in pinned photodiodes (PPD) CMOS image sensors based on radiation experiments and TCAD simulation. The radiation experiments have been carried out at the Cobalt -60 gamma-ray source. The experimental results show the image lag degradation is more and more serious with increasing TID. Combining with the TCAD simulation results, we can confirm that the junction of PPD and transfer gate (TG) is an important region forming image lag during irradiation. These simulations demonstrate that TID can generate a potential pocket leading to incomplete transfer. 2D dark-count-rate modeling of PureB single-photon avalanche diodes in a TCAD environment NASA Astrophysics Data System (ADS) KneÅ¾eviÄ, Tihomir; Nanver, Lis K.; Suligoj, Tomislav 2018-02-01 PureB silicon photodiodes have nm-shallow p+n junctions with which photons/electrons with penetration-depths of a few nanometer can be detected. PureB Single-Photon Avalanche Diodes (SPADs) were fabricated and analysed by 2D numerical modeling as an extension to TCAD software. The very shallow p+ -anode has high perimeter curvature that enhances the electric field. In SPADs, noise is quantified by the dark count rate (DCR) that is a measure for the number of false counts triggered by unwanted processes in the non-illuminated device. Just like for desired events, the probability a dark count increases with increasing electric field and the perimeter conditions are critical. In this work, the DCR was studied by two 2D methods of analysis: the "quasi-2D" (Q-2D) method where vertical 1D cross-sections were assumed for calculating the electron/hole avalanche-probabilities, and the "ionization-integral 2D" (II-2D) method where crosssections were placed where the maximum ionization-integrals were calculated. The Q-2D method gave satisfactory results in structures where the peripheral regions had a small contribution to the DCR, such as in devices with conventional deepjunction guard rings (GRs). Otherwise, the II-2D method proved to be much more precise. The results show that the DCR simulation methods are useful for optimizing the compromise between fill-factor and p-/n-doping profile design in SPAD devices. For the experimentally investigated PureB SPADs, excellent agreement of the measured and simulated DCR was achieved. This shows that although an implicit GR is attractively compact, the very shallow pn-junction gives a risk of having such a low breakdown voltage at the perimeter that the DCR of the device may be negatively impacted. Design and simulation of nanoscale double-gate TFET/tunnel CNTFET NASA Astrophysics Data System (ADS) Bala, Shashi; Khosla, Mamta 2018-04-01 A double-gate tunnel field-effect transistor (DG tunnel FET) has been designed and investigated for various channel materials such as silicon (Si), gallium arsenide (GaAs), alminium gallium arsenide (Al x Ga1âx As) and CNT using a nano ViDES Device and TCAD SILVACO ATLAS simulator. The proposed devices are compared on the basis of inverse subthreshold slope (SS), I ON/I OFF current ratio and leakage current. Using Si as the channel material limits the property to reduce leakage current with scaling of channel, whereas the Al x Ga1âx As based DG tunnel FET provides a better I ON/I OFF current ratio (2.51 Ã 106) as compared to other devices keeping the leakage current within permissible limits. The performed silmulation of the CNT based channel in the double-gate tunnel field-effect transistor using the nano ViDES shows better performace for a sub-threshold slope of 29.4 mV/dec as the channel is scaled down. The proposed work shows the potential of the CNT channel based DG tunnel FET as a futuristic device for better switching and high retention time, which makes it suitable for memory based circuits. Technology CAD for integrated circuit fabrication technology development and technology transfer NASA Astrophysics Data System (ADS) Saha, Samar 2003-07-01 In this paper systematic simulation-based methodologies for integrated circuit (IC) manufacturing technology development and technology transfer are presented. In technology development, technology computer-aided design (TCAD) tools are used to optimize the device and process parameters to develop a new generation of IC manufacturing technology by reverse engineering from the target product specifications. While in technology transfer to manufacturing co-location, TCAD is used for process centering with respect to high-volume manufacturing equipment of the target manufacturing equipment of the target manufacturing facility. A quantitative model is developed to demonstrate the potential benefits of the simulation-based methodology in reducing the cycle time and cost of typical technology development and technology transfer projects over the traditional practices. The strategy for predictive simulation to improve the effectiveness of a TCAD-based project, is also discussed. Program scheme using common source lines in channel stacked NAND flash memory with layer selection by multilevel operation NASA Astrophysics Data System (ADS) Kim, Do-Bin; Kwon, Dae Woong; Kim, Seunghyun; Lee, Sang-Ho; Park, Byung-Gook 2018-02-01 To obtain high channel boosting potential and reduce a program disturbance in channel stacked NAND flash memory with layer selection by multilevel (LSM) operation, a new program scheme using boosted common source line (CSL) is proposed. The proposed scheme can be achieved by applying proper bias to each layer through its own CSL. Technology computer-aided design (TCAD) simulations are performed to verify the validity of the new method in LSM. Through TCAD simulation, it is revealed that the program disturbance characteristics is effectively improved by the proposed scheme. Numerical simulations: Toward the design of 27.6% efficient four-terminal semi-transparent perovskite/SiC passivated rear contact silicon tandem solar cell NASA Astrophysics Data System (ADS) Pandey, Rahul; Chaujar, Rishu 2016-12-01 In this work, a novel four-terminal perovskite/SiC-based rear contact silicon tandem solar cell device has been proposed and simulated to achieve 27.6% power conversion efficiency (PCE) under single AM1.5 illumination. 20.9% efficient semitransparent perovskite top subcell has been used for perovskite/silicon tandem architecture. The tandem structure of perovskite-silicon solar cells is a promising method to achieve efficient solar energy conversion at low cost. In the four-terminal tandem configuration, the cells are connected independently and hence avoids the need for current matching between top and bottom subcell, thus giving greater design flexibility. The simulation analysis shows, PCE of 27.6% and 22.4% with 300 Î¼m and 10 Î¼m thick rear contact Si bottom subcell, respectively. This is a substantial improvement comparing to transparent perovskite solar cell and c-Si solar cell operated individually. The impact of perovskite layer thickness, monomolecular, bimolecular, and trimolecular recombination have also been obtained on the performance of perovskite top subcell. Reported PCEs of 27.6% and 22.4% are 1.25 times and 1.42 times higher as compared to experimentally available efficiencies of 22.1% and 15.7% in 300 Î¼m and 10 Î¼m thick stand-alone silicon solar cell devices, respectively. The presence of SiC significantly suppressed the interface recombination in bottom silicon subcell. Detailed realistic technology computer aided design (TCAD) analysis has been performed to predict the behaviour of the device. Simulations of Operation Dynamics of Different Type GaN Particle Sensors PubMed Central Gaubas, Eugenijus; Ceponis, Tomas; Kalesinskas, Vidas; Pavlov, Jevgenij; Vysniauskas, Juozas 2015-01-01 The operation dynamics of the capacitor-type and PIN diode type detectors based on GaN have been simulated using the dynamic and drift-diffusion models. The drift-diffusion current simulations have been implemented by employing the software package Synopsys TCAD Sentaurus. The monopolar and bipolar drift regimes have been analyzed by using dynamic models based on the Shockley-Ramo theorem. The carrier multiplication processes determined by impact ionization have been considered in order to compensate carrier lifetime reduction due to introduction of radiation defects into GaN detector material. PMID:25751080 [Initial evolution research for design and process accuracy of one type of domestic computer aided design soft and computer aided manufacture]. PubMed Song, Yang; Zhao, Yi-jiao; Sun, Yu-chun; LÃ¼, Pei-jun; Wang, Yong 2013-09-01 To evaluate the design and manufacture accuracy of a domestic computer aided design (CAD) and computer aided manufacture (CAM) system, and to compare it with similar foreign products. Thirty models of posterior-teeth-single-crown preparations were collected, and STL data of these preparations was collected by Denmark 3Shape scanner. Three copings were made for each preparation, the one designed and manufactured using commercial CAD/CAM system (3Shape CAD software and Wieland T1 CAM equipment) was assigned into control group T0, the one designed and manufactured using domestic CAD software (developed by Peking University School and Hospital of Stomatology and Nanjing University of Aeronautics and Astronautics) and Wieland T1 CAM equipment was assigned into experimental group TCAD for design accuracy evaluation, and the one designed and manufactured using 3Shape CAD software and domestic CAM equipment (developed by Peking University School and Hospital of Stomatology, Tsinghua University and ShanDong XinHua Incorporated Company of medical apparatus and instruments) was assigned into experimental group TCAM for manufacture accuracy evaluation. Finally, the marginal fitness were compared and evaluated by using 3D & Profile measurement microscope laser. The marginal fitness of TCAD was 27.98 (19.10, 46.57) Âµm in buccal, 32.67 (20.65, 50.82) Âµm in lingual, 27.38 (22.53, 52.61) Âµm in mesial, 29.50 (22.68, 53.65) Âµm in distal; of TCAM was 21.69 (15.87, 30.21) Âµm in buccal, 18.51 (13.50, 22.51) Âµm in lingual, 19.15 (15.42, 26.89) Âµm in mesial, 22.77 (18.58, 32.15) Âµm in distal; and there were no statistical differences compared with T0 [20.16 (17.16, 48.00) Âµm in buccal, 21.51 (17.05, 28.31) Âµm in lingual, 23.54 (17.89, 30.04) Âµm in mesial and 23.94 (17.93, 28.19) Âµm in distal] except lingual data of TCAD. The design and machining precision of this domestic CAD/CAM system is at the same level of those comparable foreign products. Polycrystalline CVD diamond device level modeling for particle detection applications NASA Astrophysics Data System (ADS) Morozzi, A.; Passeri, D.; Kanxheri, K.; Servoli, L.; Lagomarsino, S.; Sciortino, S. 2016-12-01 Diamond is a promising material whose excellent physical properties foster its use for radiation detection applications, in particular in those hostile operating environments where the silicon-based detectors behavior is limited due to the high radiation fluence. Within this framework, the application of Technology Computer Aided Design (TCAD) simulation tools is highly envisaged for the study, the optimization and the predictive analysis of sensing devices. Since the novelty of using diamond in electronics, this material is not included in the library of commercial, state-of-the-art TCAD software tools. In this work, we propose the development, the application and the validation of numerical models to simulate the electrical behavior of polycrystalline (pc)CVD diamond conceived for diamond sensors for particle detection. The model focuses on the characterization of a physically-based pcCVD diamond bandgap taking into account deep-level defects acting as recombination centers and/or trap states. While a definite picture of the polycrystalline diamond band-gap is still debated, the effect of the main parameters (e.g. trap densities, capture cross-sections, etc.) can be deeply investigated thanks to the simulated approach. The charge collection efficiency due to Î² -particle irradiation of diamond materials provided by different vendors and with different electrode configurations has been selected as figure of merit for the model validation. The good agreement between measurements and simulation findings, keeping the traps density as the only one fitting parameter, assesses the suitability of the TCAD modeling approach as a predictive tool for the design and the optimization of diamond-based radiation detectors. Numerical simulation of offset-drain amorphous oxide-based thin-film transistors NASA Astrophysics Data System (ADS) Jeong, Jaewook 2016-11-01 In this study, we analyzed the electrical characteristics of amorphous indium-gallium-zinc-oxide (a-IGZO) thin-film transistors (TFTs) with an offset-drain structure by technology computer aided design (TCAD) simulation. When operating in a linear region, an enhancement-type TFT shows poor field-effect mobility because most conduction electrons are trapped in acceptor-like defects in an offset region when the offset length (L off) exceeds 0.5 Âµm, whereas a depletion-type TFT shows superior field-effect mobility owing to the high free electron density in the offset region compared with the trapped electron density. When operating in the saturation region, both types of TFTs show good field-effect mobility comparable to that of a reference TFT with a large gate overlap. The underlying physics of the depletion and enhancement types of offset-drain TFTs are systematically analyzed. Single-Event Transient Response of Comparator Pre-Amplifiers in a Complementary SiGe Technology NASA Astrophysics Data System (ADS) Ildefonso, Adrian; Lourenco, Nelson E.; Fleetwood, Zachary E.; Wachter, Mason T.; Tzintzarov, George N.; Cardoso, Adilson S.; Roche, Nicolas J.-H.; Khachatrian, Ani; McMorrow, Dale; Buchner, Stephen P.; Warner, Jeffrey H.; Paki, Pauline; Kaynak, Mehmet; Tillack, Bernd; Cressler, John D. 2017-01-01 The single-event transient (SET) response of the pre-amplification stage of two latched comparators designed using either npn or pnp silicon-germanium heterojunction bipolar transistors (SiGe HBTs) is investigated via two-photon absorption (TPA) carrier injection and mixed-mode TCAD simulations. Experimental data and TCAD simulations showed an improved SET response for the pnp comparator circuit. 2-D raster scans revealed that the devices in the pnp circuit exhibit a reduction in sensitive area of up to 80% compared to their npn counterparts. In addition, by sweeping the input voltage, the sensitive operating region with respect to SETs was determined. By establishing a figure-of-merit, relating the transient peaks and input voltage polarities, the pnp device was determined to have a 21.4% improved response with respect to input voltage. This study has shown that using pnp devices is an effective way to mitigate SETs, and could enable further radiation-hardening-by-design techniques. Development of n+-in-p planar pixel sensors for extremely high radiation environments, designed to retain high efficiency after irradiation NASA Astrophysics Data System (ADS) Unno, Y.; Kamada, S.; Yamamura, K.; Ikegami, Y.; Nakamura, K.; Takubo, Y.; Takashima, R.; Tojo, J.; Kono, T.; Hanagaki, K.; Yajima, K.; Yamauchi, Y.; Hirose, M.; Homma, Y.; Jinnouchi, O.; Kimura, K.; Motohashi, K.; Sato, S.; Sawai, H.; Todome, K.; Yamaguchi, D.; Hara, K.; Sato, Kz.; Sato, Kj.; Hagihara, M.; Iwabuchi, S. 2016-09-01 We have developed n+-in-p pixel sensors to obtain highly radiation tolerant sensors for extremely high radiation environments such as those found at the high-luminosity LHC. We have designed novel pixel structures to eliminate the sources of efficiency loss under the bias rails after irradiation by removing the bias rail out of the boundary region and routing the bias resistors inside the area of the pixel electrodes. After irradiation by protons with the fluence of approximately 3 Ã1015neq /cm2, the pixel structure with the polysilicon bias resistor and the bias rails removed far away from the boundary shows an efficiency loss of < 0.5 % per pixel at the boundary region, which is as efficient as the pixel structure without a biasing structure. The pixel structure with the bias rails at the boundary and the widened p-stop's underneath the bias rail also exhibits an improved loss of approximately 1% per pixel at the boundary region. We have elucidated the physical mechanisms behind the efficiency loss under the bias rail with TCAD simulations. The efficiency loss is due to the interplay of the bias rail acting as a charge collecting electrode with the region of low electric field in the silicon near the surface at the boundary. The region acts as a "shield" for the electrode. After irradiation, the strong applied electric field nearly eliminates the region. The TCAD simulations have shown that wide p-stop and large Si-SiO2 interface charge (inversion layer, specifically) act to shield the weighting potential. The pixel sensor of the old design irradiated by Î³-rays at 2.4 MGy is confirmed to exhibit only a slight efficiency loss at the boundary. Design consideration of high voltage Ga2O3 vertical Schottky barrier diode with field plate NASA Astrophysics Data System (ADS) Choi, J.-H.; Cho, C.-H.; Cha, H.-Y. 2018-06-01 Gallium oxide (Ga2O3) based vertical Schottky barrier diodes (SBDs) were designed for high voltage switching applications. Since p-type Ga2O3 epitaxy growth or p-type ion implantation technique has not been developed yet, a field plate structure was employed in this study to maximize the breakdown voltage by suppressing the electric field at the anode edge. TCAD simulation was used for the physical analysis of Ga2O3 SBDs from which it was found that careful attention must be paid to the insulator under the field plate. Due to the extremely high breakdown field property of Ga2O3, an insulator with both high permittivity and high breakdown field must be used for the field plate formation. Simulator design for advanced ISDN satellite design and experiments NASA Technical Reports Server (NTRS) Pepin, Gerald R. 1992-01-01 This simulation design task completion report documents the simulation techniques associated with the network models of both the Interim Service ISDN (integrated services digital network) Satellite (ISIS) and the Full Service ISDN Satellite (FSIS) architectures. The ISIS network model design represents satellite systems like the Advanced Communication Technology Satellite (ACTS) orbiting switch. The FSIS architecture, the ultimate aim of this element of the Satellite Communications Applications Research (SCAR) program, moves all control and switching functions on-board the next generation ISDN communication satellite. The technical and operational parameters for the advanced ISDN communications satellite design will be obtained from the simulation of ISIS and FSIS engineering software models for their major subsystems. Discrete events simulation experiments will be performed with these models using various traffic scenarios, design parameters and operational procedures. The data from these simulations will be used to determine the engineering parameters for the advanced ISDN communications satellite. Co-integration of nano-scale vertical- and horizontal-channel metal-oxide-semiconductor field-effect transistors for low power CMOS technology. PubMed Sun, Min-Chul; Kim, Garam; Kim, Sang Wan; Kim, Hyun Woo; Kim, Hyungjin; Lee, Jong-Ho; Shin, Hyungcheol; Park, Byung-Gook 2012-07-01 In order to extend the conventional low power Si CMOS technology beyond the 20-nm node without SOI substrates, we propose a novel co-integration scheme to build horizontal- and vertical-channel MOSFETs together and verify the idea using TCAD simulations. From the fabrication viewpoint, it is highlighted that this scheme provides additional vertical devices with good scalability by adding a few steps to the conventional CMOS process flow for fin formation. In addition, the benefits of the co-integrated vertical devices are investigated using a TCAD device simulation. From this study, it is confirmed that the vertical device shows improved off-current control and a larger drive current when the body dimension is less than 20 nm, due to the electric field coupling effect at the double-gated channel. Finally, the benefits from the circuit design viewpoint, such as the larger midpoint gain and beta and lower power consumption, are confirmed by the mixed-mode circuit simulation study. Design and modeling of an SJ infrared solar cell approaching upper limit of theoretical efficiency NASA Astrophysics Data System (ADS) Sahoo, G. S.; Mishra, G. P. 2018-01-01 Recent trends of photovoltaics account for the conversion efficiency limit making them more cost effective. To achieve this we have to leave the golden era of silicon cell and make a path towards III-V compound semiconductor groups to take advantages like bandgap engineering by alloying these compounds. In this work we have used a low bandgap GaSb material and designed a single junction (SJ) cell with a conversion efficiency of 32.98%. SILVACO ATLAS TCAD simulator has been used to simulate the proposed model using both Ray Tracing and Transfer Matrix Method (under 1 sun and 1000 sun of AM1.5G spectrum). A detailed analyses of photogeneration rate, spectral response, potential developed, external quantum efficiency (EQE), internal quantum efficiency (IQE), short-circuit current density (JSC), open-circuit voltage (VOC), fill factor (FF) and conversion efficiency (Î·) are discussed. The obtained results are compared with previously reported SJ solar cell reports. Process simulation during the design process makes the difference: process simulations applied to a traditional design. PubMed Traversari, Roberto; Goedhart, Rien; Schraagen, Jan Maarten 2013-01-01 The objective is evaluation of a traditionally designed operating room using simulation of various surgical workflows. A literature search showed that there is no evidence for an optimal operating room layout regarding the position and size of an ultraclean ventilation (UCV) canopy with a separate preparation room for laying out instruments and in which patients are induced in the operating room itself. Neither was literature found reporting on process simulation being used for this application. Many technical guidelines and designs have mainly evolved over time, and there is no evidence on whether the proposed measures are also effective for the optimization of the layout for workflows. The study was conducted by applying observational techniques to simulated typical surgical procedures. Process simulations which included complete surgical teams and equipment required for the intervention were carried out for four typical interventions. Four observers used a form to record conflicts with the clean area boundaries and the height of the supply bridge. Preferences for particular layouts were discussed with the surgical team after each simulated procedure. We established that a clean area measuring 3 Ã 3 m and a supply bridge height of 2.05 m was satisfactory for most situations, provided a movable operation table is used. The only cases in which conflicts with the supply bridge were observed were during the use of a surgical robot (Da Vinci) and a surgical microscope. During multiple trauma interventions, bottlenecks regarding the dimensions of the clean area will probably arise. The process simulation of four typical interventions has led to significantly different operating room layouts than were arrived at through the traditional design process. Evidence-based design, human factors, work environment, operating room, traditional design, process simulation, surgical workflowsPreferred Citation: Traversari, R., Goedhart, R., & Schraagen, J. M. (2013). Process Automated Simulation For Analysis And Design NASA Technical Reports Server (NTRS) Cantwell, E.; Shenk, Tim; Robinson, Peter; Upadhye, R. 1992-01-01 Design Assistant Workstation (DAWN) software being developed to facilitate simulation of qualitative and quantitative aspects of behavior of life-support system in spacecraft, chemical-processing plant, heating and cooling system of large building, or any of variety of systems including interacting process streams and processes. Used to analyze alternative design scenarios or specific designs of such systems. Expert system will automate part of design analysis: reason independently by simulating design scenarios and return to designer with overall evaluations and recommendations. Area efficient layout design of CMOS circuit for high-density ICs NASA Astrophysics Data System (ADS) Mishra, Vimal Kumar; Chauhan, R. K. 2018-01-01 Efficient layouts have been an active area of research to accommodate the greater number of devices fabricated on a given chip area. In this work a new layout of CMOS circuit is proposed, with an aim to improve its electrical performance and reduce the chip area consumed. The study shows that the design of CMOS circuit and SRAM cells comprising tapered body reduced source fully depleted silicon on insulator (TBRS FD-SOI)-based n- and p-type MOS devices. The proposed TBRS FD-SOI n- and p-MOSFET exhibits lower sub-threshold slope and higher Ion to Ioff ratio when compared with FD-SOI MOSFET and FinFET technology. Other parameters like power dissipation, delay time and signal-to-noise margin of CMOS inverter circuits show improvement when compared with available inverter designs. The above device design is used in 6-T SRAM cell so as to see the effect of proposed layout on high density integrated circuits (ICs). The SNM obtained from the proposed SRAM cell is 565 mV which is much better than any other SRAM cell designed at 50 nm gate length MOS device. The Sentaurus TCAD device simulator is used to design the proposed MOS structure. Rigorous ILT optimization for advanced patterning and design-process co-optimization NASA Astrophysics Data System (ADS) Selinidis, Kosta; Kuechler, Bernd; Cai, Howard; Braam, Kyle; Hoppe, Wolfgang; Domnenko, Vitaly; Poonawala, Amyn; Xiao, Guangming 2018-03-01 Despite the large difficulties involved in extending 193i multiple patterning and the slow ramp of EUV lithography to full manufacturing readiness, the pace of development for new technology node variations has been accelerating. Multiple new variations of new and existing technology nodes have been introduced for a range of device applications; each variation with at least a few new process integration methods, layout constructs and/or design rules. This had led to a strong increase in the demand for predictive technology tools which can be used to quickly guide important patterning and design co-optimization decisions. In this paper, we introduce a novel hybrid predictive patterning method combining two patterning technologies which have each individually been widely used for process tuning, mask correction and process-design cooptimization. These technologies are rigorous lithography simulation and inverse lithography technology (ILT). Rigorous lithography simulation has been extensively used for process development/tuning, lithography tool user setup, photoresist hot-spot detection, photoresist-etch interaction analysis, lithography-TCAD interactions/sensitivities, source optimization and basic lithography design rule exploration. ILT has been extensively used in a range of lithographic areas including logic hot-spot fixing, memory layout correction, dense memory cell optimization, assist feature (AF) optimization, source optimization, complex patterning design rules and design-technology co-optimization (DTCO). The combined optimization capability of these two technologies will therefore have a wide range of useful applications. We investigate the benefits of the new functionality for a few of these advanced applications including correction for photoresist top loss and resist scumming hotspots. 3D detectors with high space and time resolution NASA Astrophysics Data System (ADS) Loi, A. 2018-01-01 For future high luminosity LHC experiments it will be important to develop new detector systems with increased space and time resolution and also better radiation hardness in order to operate in high luminosity environment. A possible technology which could give such performances is 3D silicon detectors. This work explores the possibility of a pixel geometry by designing and simulating different solutions, using Sentaurus Tecnology Computer Aided Design (TCAD) as design and simulation tool, and analysing their performances. A key factor during the selection was the generated electric field and the carrier velocity inside the active area of the pixel. A Physics-Based Engineering Methodology for Calculating Soft Error Rates of Bulk CMOS and SiGe Heterojunction Bipolar Transistor Integrated Circuits NASA Astrophysics Data System (ADS) Fulkerson, David E. 2010-02-01 This paper describes a new methodology for characterizing the electrical behavior and soft error rate (SER) of CMOS and SiGe HBT integrated circuits that are struck by ions. A typical engineering design problem is to calculate the SER of a critical path that commonly includes several circuits such as an input buffer, several logic gates, logic storage, clock tree circuitry, and an output buffer. Using multiple 3D TCAD simulations to solve this problem is too costly and time-consuming for general engineering use. The new and simple methodology handles the problem with ease by simple SPICE simulations. The methodology accurately predicts the measured threshold linear energy transfer (LET) of a bulk CMOS SRAM. It solves for circuit currents and voltage spikes that are close to those predicted by expensive 3D TCAD simulations. It accurately predicts the measured event cross-section vs. LET curve of an experimental SiGe HBT flip-flop. The experimental cross section vs. frequency behavior and other subtle effects are also accurately predicted. Simulation and Spacecraft Design: Engineering Mars Landings. PubMed Conway, Erik M 2015-10-01 A key issue in history of technology that has received little attention is the use of simulation in engineering design. This article explores the use of both mechanical and numerical simulation in the design of the Mars atmospheric entry phases of the Viking and Mars Pathfinder missions to argue that engineers used both kinds of simulation to develop knowledge of their designs' likely behavior in the poorly known environment of Mars. Each kind of simulation could be used as a warrant of the other's fidelity, in an iterative process of knowledge construction. Design of object-oriented distributed simulation classes NASA Technical Reports Server (NTRS) Schoeffler, James D. (Principal Investigator) 1995-01-01 Distributed simulation of aircraft engines as part of a computer aided design package is being developed by NASA Lewis Research Center for the aircraft industry. The project is called NPSS, an acronym for 'Numerical Propulsion Simulation System'. NPSS is a flexible object-oriented simulation of aircraft engines requiring high computing speed. It is desirable to run the simulation on a distributed computer system with multiple processors executing portions of the simulation in parallel. The purpose of this research was to investigate object-oriented structures such that individual objects could be distributed. The set of classes used in the simulation must be designed to facilitate parallel computation. Since the portions of the simulation carried out in parallel are not independent of one another, there is the need for communication among the parallel executing processors which in turn implies need for their synchronization. Communication and synchronization can lead to decreased throughput as parallel processors wait for data or synchronization signals from other processors. As a result of this research, the following have been accomplished. The design and implementation of a set of simulation classes which result in a distributed simulation control program have been completed. The design is based upon MIT 'Actor' model of a concurrent object and uses 'connectors' to structure dynamic connections between simulation components. Connectors may be dynamically created according to the distribution of objects among machines at execution time without any programming changes. Measurements of the basic performance have been carried out with the result that communication overhead of the distributed design is swamped by the computation time of modules unless modules have very short execution times per iteration or time step. An analytical performance model based upon queuing network theory has been designed and implemented. Its application to realistic configurations has Design of Object-Oriented Distributed Simulation Classes NASA Technical Reports Server (NTRS) Schoeffler, James D. 1995-01-01 Distributed simulation of aircraft engines as part of a computer aided design package being developed by NASA Lewis Research Center for the aircraft industry. The project is called NPSS, an acronym for "Numerical Propulsion Simulation System". NPSS is a flexible object-oriented simulation of aircraft engines requiring high computing speed. It is desirable to run the simulation on a distributed computer system with multiple processors executing portions of the simulation in parallel. The purpose of this research was to investigate object-oriented structures such that individual objects could be distributed. The set of classes used in the simulation must be designed to facilitate parallel computation. Since the portions of the simulation carried out in parallel are not independent of one another, there is the need for communication among the parallel executing processors which in turn implies need for their synchronization. Communication and synchronization can lead to decreased throughput as parallel processors wait for data or synchronization signals from other processors. As a result of this research, the following have been accomplished. The design and implementation of a set of simulation classes which result in a distributed simulation control program have been completed. The design is based upon MIT "Actor" model of a concurrent object and uses "connectors" to structure dynamic connections between simulation components. Connectors may be dynamically created according to the distribution of objects among machines at execution time without any programming changes. Measurements of the basic performance have been carried out with the result that communication overhead of the distributed design is swamped by the computation time of modules unless modules have very short execution times per iteration or time step. An analytical performance model based upon queuing network theory has been designed and implemented. Its application to realistic configurations has not Design and Test of Advanced Thermal Simulators for an Alkali Metal-Cooled Reactor Simulator NASA Technical Reports Server (NTRS) Garber, Anne E.; Dickens, Ricky E. 2011-01-01 The Early Flight Fission Test Facility (EFF-TF) at NASA Marshall Space Flight Center (MSFC) has as one of its primary missions the development and testing of fission reactor simulators for space applications. A key component in these simulated reactors is the thermal simulator, designed to closely mimic the form and function of a nuclear fuel pin using electric heating. Continuing effort has been made to design simple, robust, inexpensive thermal simulators that closely match the steady-state and transient performance of a nuclear fuel pin. A series of these simulators have been designed, developed, fabricated and tested individually and in a number of simulated reactor systems at the EFF-TF. The purpose of the thermal simulators developed under the Fission Surface Power (FSP) task is to ensure that non-nuclear testing can be performed at sufficiently high fidelity to allow a cost-effective qualification and acceptance strategy to be used. Prototype thermal simulator design is founded on the baseline Fission Surface Power reactor design. Recent efforts have been focused on the design, fabrication and test of a prototype thermal simulator appropriate for use in the Technology Demonstration Unit (TDU). While designing the thermal simulators described in this paper, effort were made to improve the axial power profile matching of the thermal simulators. Simultaneously, a search was conducted for graphite materials with higher resistivities than had been employed in the past. The combination of these two efforts resulted in the creation of thermal simulators with power capacities of 2300-3300 W per unit. Six of these elements were installed in a simulated core and tested in the alkali metal-cooled Fission Surface Power Primary Test Circuit (FSP-PTC) at a variety of liquid metal flow rates and temperatures. This paper documents the design of the thermal simulators, test program, and test results. An accurate behavioral model for single-photon avalanche diode statistical performance simulation NASA Astrophysics Data System (ADS) Xu, Yue; Zhao, Tingchen; Li, Ding 2018-01-01 An accurate behavioral model is presented to simulate important statistical performance of single-photon avalanche diodes (SPADs), such as dark count and after-pulsing noise. The derived simulation model takes into account all important generation mechanisms of the two kinds of noise. For the first time, thermal agitation, trap-assisted tunneling and band-to-band tunneling mechanisms are simultaneously incorporated in the simulation model to evaluate dark count behavior of SPADs fabricated in deep sub-micron CMOS technology. Meanwhile, a complete carrier trapping and de-trapping process is considered in afterpulsing model and a simple analytical expression is derived to estimate after-pulsing probability. In particular, the key model parameters of avalanche triggering probability and electric field dependence of excess bias voltage are extracted from Geiger-mode TCAD simulation and this behavioral simulation model doesn't include any empirical parameters. The developed SPAD model is implemented in Verilog-A behavioral hardware description language and successfully operated on commercial Cadence Spectre simulator, showing good universality and compatibility. The model simulation results are in a good accordance with the test data, validating high simulation accuracy. Telecom Link--A Competitive Simulated Design Exercise. ERIC Educational Resources Information Center Freeman, J.; Allen, J. 1982-01-01 Telecom link is a structured design exercise concerned with building a telecommunications link between London and Amsterdam. Designed for A-level physics, the simulation requires a minimum of 10 hours. Aims of the exercise, design specifications and technical aspects, and summaries of four possible technologies used in the simulation areâ¦ Space shuttle visual simulation system design study NASA Technical Reports Server (NTRS) 1973-01-01 A recommendation and a specification for the visual simulation system design for the space shuttle mission simulator are presented. A recommended visual system is described which most nearly meets the visual design requirements. The cost analysis of the recommended system covering design, development, manufacturing, and installation is reported. Four alternate systems are analyzed. Design by Dragging: An Interface for Creative Forward and Inverse Design with Simulation Ensembles PubMed Central Coffey, Dane; Lin, Chi-Lun; Erdman, Arthur G.; Keefe, Daniel F. 2014-01-01 We present an interface for exploring large design spaces as encountered in simulation-based engineering, design of visual effects, and other tasks that require tuning parameters of computationally-intensive simulations and visually evaluating results. The goal is to enable a style of design with simulations that feels as-direct-as-possible so users can concentrate on creative design tasks. The approach integrates forward design via direct manipulation of simulation inputs (e.g., geometric properties, applied forces) in the same visual space with inverse design via âtuggingâ and reshaping simulation outputs (e.g., scalar fields from finite element analysis (FEA) or computational fluid dynamics (CFD)). The interface includes algorithms for interpreting the intent of usersâ drag operations relative to parameterized models, morphing arbitrary scalar fields output from FEA and CFD simulations, and in-place interactive ensemble visualization. The inverse design strategy can be extended to use multi-touch input in combination with an as-rigid-as-possible shape manipulation to support rich visual queries. The potential of this new design approach is confirmed via two applications: medical device engineering of a vacuum-assisted biopsy device and visual effects design using a physically based flame simulation. PMID:24051845 Design and optimization of a novel 3D detector: The 3D-open-shell-electrode detector NASA Astrophysics Data System (ADS) Liu, Manwen; Tan, Jian; Li, Zheng 2018-04-01 A new type of three-dimensional (3D) detector, namely 3D-Open-Shell-Electrode Detector (3DOSED), is proposed in this study. In a 3DOSED, the trench electrode can be etched all the way through the detector thickness, totally eliminating the low electric field region existed in the conventional 3D-Trench-Electrode detector. Full 3D technology computer-aided design (TCAD) simulations have been done on this novel silicon detector structure. Through comparing of the simulation results of the detector, we can obtain the best design of the 3SOSED. In addition, simulation results show that, as compared to the conventional 3D detector, the proposed 3DOSED can improve not only detector charge collection efficiency but also its radiation hardness with regard to solving the trapping problem in the detector bulk. What is more, it has been shown that detector full depletion voltage is also slightly reduced, which can improve the utility aspects of the detector. When compared to the conventional 3D detector, we find that the proposed novel 3DOSED structure has better electric potential and electric field distributions, and better electrical properties such as detector full depletion voltage. In 3DOSED array, each pixel cell is isolated from each other by highly doped trenches, but also electrically and physically connected with each other through the remaining silicon bulk between broken electrodes. Design-Based Comparison of Spine Surgery Simulators: Optimizing Educational Features of Surgical Simulators. PubMed Ryu, Won Hyung A; Mostafa, Ahmed E; Dharampal, Navjit; Sharlin, Ehud; Kopp, Gail; Jacobs, W Bradley; Hurlbert, R John; Chan, Sonny; Sutherland, Garnette R 2017-10-01 Simulation-based education has made its entry into surgical residency training, particularly as an adjunct to hands-on clinical experience. However, one of the ongoing challenges to wide adoption is the capacity of simulators to incorporate educational features required for effective learning. The aim of this study was to identify strengths and limitations of spine simulators to characterize design elements that are essential in enhancing resident education. We performed a mixed qualitative and quantitative cohort study with a focused survey and interviews of stakeholders in spine surgery pertaining to their experiences on 3 spine simulators. Ten participants were recruited spanning all levels of training and expertise until qualitative analysis reached saturation of themes. Participants were asked to perform lumbar pedicle screw insertion on 3 simulators. Afterward, a 10-item survey was administrated and a focused interview was conducted to explore topics pertaining to the design features of the simulators. Overall impressions of the simulators were positive with regards to their educational benefit, but our qualitative analysis revealed differing strengths and limitations. Main design strengths of the computer-based simulators were incorporation of procedural guidance and provision of performance feedback. The synthetic model excelled in achieving more realistic haptic feedback and incorporating use of actual surgical tools. Stakeholders from trainees to experts acknowledge the growing role of simulation-based education in spine surgery. However, different simulation modalities have varying design elements that augment learning in distinct ways. Characterization of these design characteristics will allow for standardization of simulation curricula in spinal surgery, optimizing educational benefit. Copyright Â© 2017 Elsevier Inc. All rights reserved. Automated simulation as part of a design workstation NASA Technical Reports Server (NTRS) Cantwell, Elizabeth; Shenk, T.; Robinson, P.; Upadhye, R. 1990-01-01 A development project for a design workstation for advanced life-support systems (called the DAWN Project, for Design Assistant Workstation), incorporating qualitative simulation, required the implementation of a useful qualitative simulation capability and the integration of qualitative and quantitative simulation such that simulation capabilities are maximized without duplication. The reason is that to produce design solutions to a system goal, the behavior of the system in both a steady and perturbed state must be represented. The Qualitative Simulation Tool (QST), on an expert-system-like model building and simulation interface toll called ScratchPad (SP), and on the integration of QST and SP with more conventional, commercially available simulation packages now being applied in the evaluation of life-support system processes and components are discussed. A channel simulator design study NASA Technical Reports Server (NTRS) Devito, D. M.; Goutmann, M. M.; Harper, R. C. 1971-01-01 A propagation path simulator was designed for the channel between a Tracking and Data Relay Satellite in geostationary orbit and a user spacecraft orbiting the earth at an altitude between 200 and 4000 kilometers. The simulator is required to duplicate the time varying parameters of the propagation channel. Design and Analysis of CMOS-Compatible III-V Compound Electron-Hole Bilayer Tunneling Field-Effect Transistor for Ultra-Low-Power Applications. PubMed Kim, Sung Yoon; Seo, Jae Hwa; Yoon, Young Jun; Lee, Ho-Young; Lee, Seong Min; Cho, Seongjae; Kang, In Man 2015-10-01 In this work, we design and analyze complementary metal-oxide-semiconductor (CMOS)-compatible III-V compound electron-hole bilayer (EHB) tunneling field-effect transistors (TFETs) by using two-dimensional (2D) technology computer-aided design (TCAD) simulations. A recently proposed EHB TFET exploits a bias-induced band-to-band tunneling (BTBT) across the electron-hole bilayer by an electric field from the top and bottom gates. This is in contrast to conventional planar p(+)-p(-)-n TFETs, which utilize BTBT across the source-to-channel junction. We applied III-V compound semiconductor materials to the EHB TFETs in order to enhance the current drivability and switching performance. Devices based on various compound semiconductor materials have been designed and analyzed in terms of their primary DC characteristics. In addition, the operational principles were validated by close examination of the electron concentrations and energy-band diagrams under various operation conditions. The simulation results of the optimally designed In0.533Ga0.47As EHB TFET show outstanding performance, with an on-state current (Ion) of 249.5 Î¼A/Î¼m, subthreshold swing (S) of 11.4 mV/dec, and threshold voltage (Vth) of 50 mV at VDS = 0.5 V. Based on the DC-optimized InGaAs EHB TFET, the CMOS inverter circuit was simulated in views of static and dynamic behaviors of the p-channel device with exchanges between top and bottom gates or between source and drain electrodes maintaining the device structure. Design and simulation of a gyroklystron amplifier DOE Office of Scientific and Technical Information (OSTI.GOV) Chauhan, M. S., E-mail: mschauhan.rs.ece@iitbhu.ac.in; Swati, M. V.; Jain, P. K. 2015-03-15 In the present paper, a design methodology of the gyroklystron amplifier has been described and subsequently used for the design of a typically selected 200âkW, Ka-band, four-cavity gyroklystron amplifier. This conceptual device design has been validated through the 3D particle-in-cell (PIC) simulation and nonlinear analysis. Commercially available PIC simulation code âMAGICâ has been used for the electromagnetic study at the different location of the device RF interaction structure for the beam-absent case, i.e., eigenmode study as well as for the electron beam and RF wave interaction behaviour study in the beam present case of the gyroklystron. In addition, a practicalmoreÂ Â» problem of misalignment of the RF cavities with drift tubes within the tube has been also investigated and its effect on device performance studied. The analytical and simulation results confirmed the validity of the gyroklystron device design. The PIC simulation results of the present gyroklystron produced a stable RF output power of â¼218âkW for 0% velocity spread at 35âGHz, with â¼45âdB gain, 37% efficiency, and a bandwidth of 0.3% for a 70âkV, 8.2âA gyrating electron beam. The simulated values of RF output power have been found in agreement with the nonlinear analysis results within â¼5%. Further, the PIC simulation has been extended to study a practical problem of misalignment of the cavities axis and drift tube axis of the gyroklystron amplifier and found that the RF output power is more sensitive to misalignments in comparison to the device bandwidth. The present paper, gyroklystron device design, nonlinear analysis, and 3D PIC simulation using commercially available code had been systematically described would be of use to the high-power gyro-amplifier tube designers and research scientists.Â«Â less Flexible Multi-Body Spacecraft Simulator: Design, Construction, and Experiments DTIC Science & Technology 2017-12-01 BODY SPACECRAFT SIMULATOR: DESIGN , CONSTRUCTION, AND EXPERIMENTS by Adam L. Atwood December 2017 Thesis Advisor: Mark Karpenko Second...TYPE AND DATES COVERED Masterâs thesis 4. TITLE AND SUBTITLE FLEXIBLE MULTI-BODY SPACECRAFT SIMULATOR: DESIGN , CONSTRUCTION, AND EXPERIMENTS 5...spacecraft simulator for use in testing optimal control-based slew and maneuver designs . The simulator is modified from an earlier prototype, which The optical design and simulation of the collimated solar simulator NASA Astrophysics Data System (ADS) Zhang, Jun; Ma, Tao 2018-01-01 The solar simulator is a lighting device that can simulate the solar radiation. It has been widely used in the testing of solar cells, satellite space environment simulation and ground experiment, test and calibration precision of solar sensor. The solar simulator mainly consisted of shortâarc xenon lamp, ellipsoidal reflectors, a group of optical integrator, field stop, aspheric folding mirror and collimating reflector. In this paper, the solar simulator's optical system basic size are given by calculation. Then the system is optically modeled with the Lighttools software, and the simulation analysis on solar simulator using the Monte Carlo ray -tracing technique is conducted. Finally, the simulation results are given quantitatively by diagrammatic form. The rationality of the design is verified on the basis of theory. Design principles for simulation games for learning clinical reasoning: A design-based research approach. PubMed Koivisto, J-M; Haavisto, E; Niemi, H; Haho, P; Nylund, S; Multisilta, J 2018-01-01 Nurses sometimes lack the competence needed for recognising deterioration in patient conditions and this is often due to poor clinical reasoning. There is a need to develop new possibilities for learning this crucial competence area. In addition, educators need to be future oriented; they need to be able to design and adopt new pedagogical innovations. The purpose of the study is to describe the development process and to generate principles for the design of nursing simulation games. A design-based research methodology is applied in this study. Iterative cycles of analysis, design, development, testing and refinement were conducted via collaboration among researchers, educators, students, and game designers. The study facilitated the generation of reusable design principles for simulation games to guide future designers when designing and developing simulation games for learning clinical reasoning. This study makes a major contribution to research on simulation game development in the field of nursing education. The results of this study provide important insights into the significance of involving nurse educators in the design and development process of educational simulation games for the purpose of nursing education. Copyright Â© 2017 Elsevier Ltd. All rights reserved. Accurate analytical modeling of junctionless DG-MOSFET by green's function approach NASA Astrophysics Data System (ADS) Nandi, Ashutosh; Pandey, Nilesh 2017-11-01 An accurate analytical model of Junctionless double gate MOSFET (JL-DG-MOSFET) in the subthreshold regime of operation is developed in this work using green's function approach. The approach considers 2-D mixed boundary conditions and multi-zone techniques to provide an exact analytical solution to 2-D Poisson's equation. The Fourier coefficients are calculated correctly to derive the potential equations that are further used to model the channel current and subthreshold slope of the device. The threshold voltage roll-off is computed from parallel shifts of Ids-Vgs curves between the long channel and short-channel devices. It is observed that the green's function approach of solving 2-D Poisson's equation in both oxide and silicon region can accurately predict channel potential, subthreshold current (Isub), threshold voltage (Vt) roll-off and subthreshold slope (SS) of both long & short channel devices designed with different doping concentrations and higher as well as lower tsi/tox ratio. All the analytical model results are verified through comparisons with TCAD Sentaurus simulation results. It is observed that the model matches quite well with TCAD device simulations. NREL: News - Solar Decathlon Design Presentation and Simulation Results Science.gov Websites Announced Design Presentation and Simulation Results Announced Monday, September 30, 2002 took first place in the Design Presentation and Simulation Contest at the Solar Village on the National Tech in third. Design Presentation and Simulation is one of ten contests in the Solar Decathlon, which Automated simulation as part of a design workstation NASA Technical Reports Server (NTRS) Cantwell, E.; Shenk, T.; Robinson, P.; Upadhye, R. 1990-01-01 A development project for a design workstation for advanced life-support systems incorporating qualitative simulation, required the implementation of a useful qualitative simulation capability and the integration of qualitative and quantitative simulations, such that simulation capabilities are maximized without duplication. The reason is that to produce design solutions to a system goal, the behavior of the system in both a steady and perturbed state must be represented. The paper reports on the Qualitative Simulation Tool (QST), on an expert-system-like model building and simulation interface toll called ScratchPad (SP), and on the integration of QST and SP with more conventional, commercially available simulation packages now being applied in the evaluation of life-support system processes and components. Base Camp Design Simulation Training DTIC Science & Technology 2011-07-01 States Military Academy undertook a project to bring base camp design and development simulation support into the classrooms of the US Army Engineer...endeavor was to bring simulation support to Army classrooms . Initial discussions between the ORCEN and the Manuever Support Center of Excellence... classrooms . MSCoE acts as TRADOCâs proponent for base camps, subsequently delegated to the Engineer School (one of three branch schools overseen by Reducing Threshold of Multi Quantum Wells InGaN Laser Diode by Using InGaN/GaN Waveguide NASA Astrophysics Data System (ADS) Abdullah, Rafid A.; Ibrahim, Kamarulazizi 2010-07-01 ISE TCAD (Integrated System Engineering Technology Computer Aided Design) software simulation program has been utilized to help study the effect of using InGaN/GaN as a waveguide instead of conventional GaN waveguide for multi quantum wells violet InGaN laser diode (LD). Simulation results indicate that the threshold of the LD has been reduced by using InGaN/GaN waveguide where InGaN/GaN waveguide increases the optical confinement factor which leads to increase the confinement carriers at the active region of the LD. Shuttle mission simulator hardware conceptual design report NASA Technical Reports Server (NTRS) Burke, J. F. 1973-01-01 The detailed shuttle mission simulator hardware requirements are discussed. The conceptual design methods, or existing technology, whereby those requirements will be fulfilled are described. Information of a general nature on the total design problem plus specific details on how these requirements are to be satisfied are reported. The configuration of the simulator is described and the capabilities for various types of training are identified. Simulant Basis for the Standard High Solids Vessel Design DOE Office of Scientific and Technical Information (OSTI.GOV) Peterson, Reid A.; Fiskum, Sandra K.; Suffield, Sarah R. The Waste Treatment and Immobilization Plant (WTP) is working to develop a Standard High Solids Vessel Design (SHSVD) process vessel. To support testing of this new design, WTP engineering staff requested that a Newtonian simulant and a non-Newtonian simulant be developed that would represent the Most Adverse Design Conditions (in development) with respect to mixing performance as specified by WTP. The majority of the simulant requirements are specified in 24590-PTF-RPT-PE-16-001, Rev. 0. The first step in this process is to develop the basis for these simulants. This document describes the basis for the properties of these two simulant types. ThemoreÂ Â» simulant recipes that meet this basis will be provided in a subsequent document.Â«Â less Biologically-inspired hexapod robot design and simulation NASA Technical Reports Server (NTRS) Espenschied, Kenneth S.; Quinn, Roger D. 1994-01-01 The design and construction of a biologically-inspired hexapod robot is presented. A previously developed simulation is modified to include models of the DC drive motors, the motor driver circuits and their transmissions. The application of this simulation to the design and development of the robot is discussed. The mechanisms thought to be responsible for the leg coordination of the walking stick insect were previously applied to control the straight-line locomotion of a robot. We generalized these rules for a robot walking on a plane. This biologically-inspired control strategy is used to control the robot in simulation. Numerical results show that the general body motion and performance of the simulated robot is similar to that of the robot based on our preliminary experimental results. Engineering design and integration simulation utilization manual NASA Technical Reports Server (NTRS) Hirsch, G. N. 1976-01-01 A description of the Engineering Design Integration (EDIN) Simulation System as it exists at Johnson Space Center is provided. A discussion of the EDIN Simulation System capabilities and applications is presented. Design of biped hip simulator using SolidWorks NASA Astrophysics Data System (ADS) Zainudin, M. R.; Yahya, A.; Fazli, M. I. M.; Syahrom, A.; Harun, F. K. C.; Nazarudin, M. S. 2017-10-01 The increasing number of people who underwent both hip implant surgery based on World Health Organization (WHO) has received massive attention from researchers lately to develop various types of hip simulators in order to test the hip implant. Various number of hip simulator have been developed with different functions and capabilities. This paper presents the design development of biped hip simulator using SolidWorks software by taking into consideration some improvement and modifications. The finite element method is used to test the design whether it is safe to be used or not. The biped hip simulator has been successfully designed and ready to be fabricated as the endurance testing shown a positive results. The von Mises stress induced in the material is an alloy steel which is 2,975,862.3 N/m2 lower than the yield strength. Thus, the design is safe to be used as it obey the safety criterion. Optimizing Floating Guard Ring Designs for FASPAX N-in-P Silicon Sensors DOE Office of Scientific and Technical Information (OSTI.GOV) Shin, Kyung-Wook; Bradford, Robert; Lipton, Ronald 2016-10-06 FASPAX (Fermi-Argonne Semiconducting Pixel Array X-ray detector) is being developed as a fast integrating area detector with wide dynamic range for time resolved applications at the upgraded Advanced Photon Source (APS.) A burst mode detector with intendedmoreÂ Â» $$\\mbox{13 $$MHz$}$ image rate, FASPAX will also incorporate a novel integration circuit to achieve wide dynamic range, from single photon sensitivity to $$10^{\\text{5}}$$ x-rays/pixel/pulse. To achieve these ambitious goals, a novel silicon sensor design is required. This paper will detail early design of the FASPAX sensor. Results from TCAD optimization studies, and characterization of prototype sensors will be presented.Â«Â less A computer simulator for development of engineering system design methodologies NASA Technical Reports Server (NTRS) Padula, S. L.; Sobieszczanski-Sobieski, J. 1987-01-01 A computer program designed to simulate and improve engineering system design methodology is described. The simulator mimics the qualitative behavior and data couplings occurring among the subsystems of a complex engineering system. It eliminates the engineering analyses in the subsystems by replacing them with judiciously chosen analytical functions. With the cost of analysis eliminated, the simulator is used for experimentation with a large variety of candidate algorithms for multilevel design optimization to choose the best ones for the actual application. Thus, the simulator serves as a development tool for multilevel design optimization strategy. The simulator concept, implementation, and status are described and illustrated with examples. Insights from molecular dynamics simulations for computational protein design. PubMed Childers, Matthew Carter; Daggett, Valerie 2017-02-01 A grand challenge in the field of structural biology is to design and engineer proteins that exhibit targeted functions. Although much success on this front has been achieved, design success rates remain low, an ever-present reminder of our limited understanding of the relationship between amino acid sequences and the structures they adopt. In addition to experimental techniques and rational design strategies, computational methods have been employed to aid in the design and engineering of proteins. Molecular dynamics (MD) is one such method that simulates the motions of proteins according to classical dynamics. Here, we review how insights into protein dynamics derived from MD simulations have influenced the design of proteins. One of the greatest strengths of MD is its capacity to reveal information beyond what is available in the static structures deposited in the Protein Data Bank. In this regard simulations can be used to directly guide protein design by providing atomistic details of the dynamic molecular interactions contributing to protein stability and function. MD simulations can also be used as a virtual screening tool to rank, select, identify, and assess potential designs. MD is uniquely poised to inform protein design efforts where the application requires realistic models of protein dynamics and atomic level descriptions of the relationship between dynamics and function. Here, we review cases where MD simulations was used to modulate protein stability and protein function by providing information regarding the conformation(s), conformational transitions, interactions, and dynamics that govern stability and function. In addition, we discuss cases where conformations from protein folding/unfolding simulations have been exploited for protein design, yielding novel outcomes that could not be obtained from static structures. Insights from molecular dynamics simulations for computational protein design PubMed Central Childers, Matthew Carter; Daggett, Valerie 2017-01-01 A grand challenge in the field of structural biology is to design and engineer proteins that exhibit targeted functions. Although much success on this front has been achieved, design success rates remain low, an ever-present reminder of our limited understanding of the relationship between amino acid sequences and the structures they adopt. In addition to experimental techniques and rational design strategies, computational methods have been employed to aid in the design and engineering of proteins. Molecular dynamics (MD) is one such method that simulates the motions of proteins according to classical dynamics. Here, we review how insights into protein dynamics derived from MD simulations have influenced the design of proteins. One of the greatest strengths of MD is its capacity to reveal information beyond what is available in the static structures deposited in the Protein Data Bank. In this regard simulations can be used to directly guide protein design by providing atomistic details of the dynamic molecular interactions contributing to protein stability and function. MD simulations can also be used as a virtual screening tool to rank, select, identify, and assess potential designs. MD is uniquely poised to inform protein design efforts where the application requires realistic models of protein dynamics and atomic level descriptions of the relationship between dynamics and function. Here, we review cases where MD simulations was used to modulate protein stability and protein function by providing information regarding the conformation(s), conformational transitions, interactions, and dynamics that govern stability and function. In addition, we discuss cases where conformations from protein folding/unfolding simulations have been exploited for protein design, yielding novel outcomes that could not be obtained from static structures. PMID:28239489 Hygrothermal Simulation: A Tool for Building Envelope Design Analysis Treesearch Samuel V. Glass; Anton TenWolde; Samuel L. Zelinka 2013-01-01 Is it possible to gauge the risk of moisture problems while designing the building envelope? This article provides a brief introduction to computer-based hygrothermal (heat and moisture) simulation, shows how simulation can be useful as a design tool, and points out a number of im-portant considerations regarding model inputs and limita-tions. Hygrothermal simulation... Design-based research in designing the model for educating simulation facilitators. PubMed Koivisto, Jaana-Maija; Hannula, Leena; BÃ¸je, Rikke Buus; Prescott, Stephen; Bland, Andrew; Rekola, Leena; Haho, PÃ¤ivi 2018-03-01 The purpose of this article is to introduce the concept of design-based research, its appropriateness in creating education-based models, and to describe the process of developing such a model. The model was designed as part of the Nurse Educator Simulation based learning project, funded by the EU's Lifelong Learning program (2013-1-DK1-LEO05-07053). The project partners were VIA University College, Denmark, the University of Huddersfield, UK and Metropolia University of Applied Sciences, Finland. As an outcome of the development process, "the NESTLED model for educating simulation facilitators" (NESTLED model) was generated. This article also illustrates five design principles that could be applied to other pedagogies. Copyright Â© 2018 Elsevier Ltd. All rights reserved. Modeling and Simulation for Mission Operations Work System Design NASA Technical Reports Server (NTRS) Sierhuis, Maarten; Clancey, William J.; Seah, Chin; Trimble, Jay P.; Sims, Michael H. 2003-01-01 Work System analysis and design is complex and non-deterministic. In this paper we describe Brahms, a multiagent modeling and simulation environment for designing complex interactions in human-machine systems. Brahms was originally conceived as a business process design tool that simulates work practices, including social systems of work. We describe our modeling and simulation method for mission operations work systems design, based on a research case study in which we used Brahms to design mission operations for a proposed discovery mission to the Moon. We then describe the results of an actual method application project-the Brahms Mars Exploration Rover. Space mission operations are similar to operations of traditional organizations; we show that the application of Brahms for space mission operations design is relevant and transferable to other types of business processes in organizations. Learning Reverse Engineering and Simulation with Design Visualization NASA Technical Reports Server (NTRS) Hemsworth, Paul J. 2018-01-01 The Design Visualization (DV) group supports work at the Kennedy Space Center by utilizing metrology data with Computer-Aided Design (CAD) models and simulations to provide accurate visual representations that aid in decision-making. The capability to measure and simulate objects in real time helps to predict and avoid potential problems before they become expensive in addition to facilitating the planning of operations. I had the opportunity to work on existing and new models and simulations in support of DV and NASAâs Exploration Ground Systems (EGS). Design and Analysis of Solar Smartflower Simulation by Solidwork Program NASA Astrophysics Data System (ADS) Mulyana, Tatang; Sebayang, Darwin; Fajrina, Fildzah; Raihan; Faizal, M. 2018-03-01 The potential of solar energy that is so large in Indonesia can be a driving force for the use of renewable energy as a solution for energy needs. Government with the community can utilize and optimize this technology to increase the electrification ratio up to 100% in all corners of Indonesia. Because of its modular and practical nature, making this technology easy to apply. One of the latest imported products that have started to be offered and sold in Indonesia but not yet widely used for solar power generation is the kind of smartflower. Before using the product, it is of course very important and immediately to undertake an in-depth study of the utilization, use, maintenance, repair, component supply and fabrication. The best way to know the above is through a review of the design and simulation. To meet this need, this paper presents a solar-smartflower design and then simulated using the facilities available in the solidwork program. Solid simulation express is a tool that serves to create power simulation of a design part modelling. With the simulation is very helpful at all to reduce errors in making design. Accurate or not a design created is also influenced by several other factors such as material objects, the silent part of the part, and the load given. The simulation is static simulation and body battery drop test, and based on the results of this simulation is known that the design results have been very satisfactory. Permittivity and temperature effects on rectification performance of self-switching diodes with different geometrical structures using two-dimensional device simulator NASA Astrophysics Data System (ADS) Zakaria, N. F.; Kasjoo, S. R.; Zailan, Z.; Isa, M. M.; Taking, S.; Arshad, M. K. M. 2017-12-01 Characterization on an InGaAs-based self-switching diode (SSD) using technology computer aided design (TCAD) aimed for optimizing the electrical rectification performance of the device is reported. The rectifying performance is mainly contributed by a parameter known as the curvature coefficient which is derived from the current-voltage (I-V) behavior of the device. As such, the curvature coefficient of SSD was analyzed in this work, not only by varying the device's geometrical structure, but also by implementing different dielectric relative permittivity of the device's trenches, ranging from 1.0 to 10. Furthermore, the simulations were performed under temperature range of 300-600 K. The results showed that increased temperature degraded the SSD's rectifying performance due to increased reverse current which can deteriorate the nonlinearity of the device's I-V characteristic. Moreover, an improved curvature coefficient can be achieved using silicon dioxide (â¼3.9) as the SSD trenches. The cut-off frequency of SSD with zero-bias curvature coefficient of â¼30 V-1 attained in this work was approximately 80 GHz, operating at unbiased condition. The results obtained can assist the design of SSD to efficiently operate as rectifiers at microwave and terahertz frequencies. Spinning Rocket Simulator Turntable Design NASA Technical Reports Server (NTRS) Miles, Robert W. 2001-01-01 Contained herein is the research and data acquired from the Turntable Design portion of the Spinning Rocket Simulator (SRS) project. The SRS Project studies and eliminates the effect of coning on thrust-propelled spacecraft. This design and construction of the turntable adds a structural support for the SRS model and two degrees of freedom. The two degrees of freedom, radial and circumferential, will help develop a simulated thrust force perpendicular to the plane of the spacecraft model while undergoing an unstable coning motion. The Turntable consists of a ten-foot linear track mounted to a sprocket and press-fit to a thrust bearing. A two-inch high column grounded by a Triangular Baseplate supports this bearing and houses the slip rings and pressurized, air-line swivel. The thrust bearing allows the entire system to rotate under the moment applied through the chain-driven sprocket producing a circumferential degree of freedom. The radial degree of freedom is given to the model through the helically threaded linear track. This track allows the Model Support and Counter Balance to simultaneously reposition according to the coning motion of the Model. Two design factors that hinder the linear track are bending and twist due to torsion. A Standard Aluminum "C" channel significantly reduces these two deflections. Safety considerations dictate the design of all the components involved in this project. Simulation, Design Abstraction, and SystemC ERIC Educational Resources Information Center Harcourt, Ed 2007-01-01 SystemC is a system-level design and simulation language based on C++. We've been using SystemC for computer organization and design projects for the past several years. Because SystemC is embedded in C++ it contains the powerful abstraction mechanisms of C++ not found in traditional hardware description languages, such as support forâ¦ Design of a bounded wave EMP (Electromagnetic Pulse) simulator NASA Astrophysics Data System (ADS) Sevat, P. A. A. 1989-06-01 Electromagnetic Pulse (EMP) simulators are used to simulate the EMP generated by a nuclear weapon and to harden equipment against the effects of EMP. At present, DREO has a 1 m EMP simulator for testing computer terminal size equipment. To develop the R and D capability for testing larger objects, such as a helicopter, a much bigger threat level facility is required. This report concerns the design of a bounded wave EMP simulator suitable for testing large size equipment. Different types of simulators are described and their pros and cons are discussed. A bounded wave parallel plate type simulator is chosen for it's efficiency and the least environmental impact. Detailed designs are given for 6 m and 10 m parallel plate type wire grid simulators. Electromagnetic fields inside and outside the simulators are computed. Preliminary specifications for a pulse generator required for the simulator are also given. Finally, the electromagnetic fields radiated from the simulator are computed and discussed. Simulation of planar single-gate Si tunnel FET with average subthreshold swing of less than 60 mV/decade for 0.3 V operation NASA Astrophysics Data System (ADS) Kukita, Kentaro; Uechi, Tadayoshi; Shimokawa, Junji; Goto, Masakazu; Yokota, Yoshinori; Kawanaka, Shigeru; Tanamoto, Tetsufumi; Tanimoto, Hiroyoshi; Takagi, Shinichi 2018-04-01 Planar single-gate (SG) silicon (Si) tunnel field effect transistors (TFETs) are attracting interest for ultra-low voltage operation and CMOS applications. For the achievement of subthreshold swing (S.S.) less than thermal limit of Si MOSFETs (S.S. = 60 mV/decade at 300 K), previous studies have proposed the formation of a pocket region, which needs very difficult implantation process. In this work, a planar SG Si TFET without pocket was proposed by using the technology computer-aided design (TCAD) simulations. An average S.S. of less than 60 mV/decade for 0.3 V (= V gs = V ds) operation was obtained. It is found that both low average S.S. (= 27.8 mV/decade) and high on-current I on (= 3.8 ÂµA/Âµm) are achieved without pocket doping by scaling the equivalent oxide thickness (EOT) and increasing the gate-to-source overlap length L ov. LSST: Cadence Design and Simulation NASA Astrophysics Data System (ADS) Cook, Kem H.; Pinto, P. A.; Delgado, F.; Miller, M.; Petry, C.; Saha, A.; Gee, P. A.; Tyson, J. A.; Ivezic, Z.; Jones, L.; LSST Collaboration 2009-01-01 The LSST Project has developed an operations simulator to investigate how best to observe the sky to achieve its multiple science goals. The simulator has a sophisticated model of the telescope and dome to properly constrain potential observing cadences. This model has also proven useful for investigating various engineering issues ranging from sizing of slew motors, to design of cryogen lines to the camera. The simulator is capable of balancing cadence goals from multiple science programs, and attempts to minimize time spent slewing as it carries out these goals. The operations simulator has been used to demonstrate a 'universal' cadence which delivers the science requirements for a deep cosmology survey, a Near Earth Object Survey and good sampling in the time domain. We will present the results of simulating 10 years of LSST operations using realistic seeing distributions, historical weather data, scheduled engineering downtime and current telescope and camera parameters. These simulations demonstrate the capability of the LSST to deliver a 25,000 square degree survey probing the time domain including 20,000 square degrees for a uniform deep, wide, fast survey, while effectively surveying for NEOs over the same area. We will also present our plans for future development of the simulator--better global minimization of slew time and eventual transition to a scheduler for the real LSST. Computer Simulation For Design Of TWT's NASA Technical Reports Server (NTRS) Bartos, Karen F.; Fite, E. Brian; Shalkhauser, Kurt A.; Sharp, G. Richard 1992-01-01 A three-dimensional finite-element analytical technique facilitates design and fabrication of traveling-wave-tube (TWT) slow-wave structures. Used to perform thermal and mechanical analyses of TWT designed with variety of configurations, geometries, and materials. Using three-dimensional computer analysis, designer able to simulate building and testing of TWT, with consequent substantial saving of time and money. Technique enables detailed look into operation of traveling-wave tubes to help improve performance for future communications systems. Designing simulator-based training: an approach integrating cognitive task analysis and four-component instructional design. PubMed Tjiam, Irene M; Schout, Barbara M A; Hendrikx
10432	yago	3	20	https://www.abovetopsecret.com/forum/thread729941/pg1	en	Dr. Carol Rosin in the Disclosure Project	https://files.abovetopse…images/ats10.jpg	https://files.abovetopse…images/ats10.jpg	[ "https://files.abovetopsecret.com/images/menulogoB.png", "https://files.abovetopsecret.com/images/icoblk/i-10.png" ]	[]	[]	[ "" ]	null	[]	null	Dr. Carol Rosin in the Disclosure Project - It's all a lie, page 1	en	https://www.abovetopsecr…-icon-iphone.png	AboveTopSecret.com	null	It looks like you're using an Ad Blocker. Please white-list or disable AboveTopSecret.com in your ad-blocking tool. Thank you.
10432	yago	3	77	https://issuu.com/augustanacollegesd/docs/gratitude-report-2018-19	en	Gratitude Report 2018-19	https://image.isu.pub/19…d/jpg/page_1.jpg	https://image.isu.pub/19…d/jpg/page_1.jpg	[ "https://static.isu.pub/fe/product-header-frontend/781e53c/31d186ba39f38e8c4fac.png", "https://static.issuu.com/fe/silkscreen/0.0.3042/icons/gradient/icon-canva-gradient.svg", "https://static.isu.pub/fe/product-header-frontend/781e53c/1e794a8c4ec65e549678.png", "https://photo.isu.pub/augustanacollegesd/photo_large.jpg", "https://image.isu.pub/240425160844-2a1aa9a54f497630a7beca1ac1fbdd8e/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/240425175901-e4c8965a8a332d9dde92856e00f9966b/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/240422145139-43375b591677b2121d4aac7b50295635/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/240313175739-3e53ec7025186d34400aa6e75471216a/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/240312165051-164b418652ed04846df4c8543ea34c4e/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/231219191919-de04bdf5f686962a8bac51811b4bcb3b/jpg/page_1_thumb_large.jpg", "https://static.issuu.com/fe/silkscreen/0.0.2541/icons/gradient/icon-instagram-gradient.svg" ]	[]	[]	[ "" ]	null	[]	2019-11-25T00:00:00+00:00	Augustana University has released its Gratitude Report in celebration of the generosity of our many alumni and friends who invested in Augustana th...	en	/favicon.ico	Issuu	https://issuu.com/augustanacollegesd/docs/gratitude-report-2018-19	Augustana University has released its Gratitude Report in celebration of the generosity of our many alumni and friends who invested in Augustana through their charitable giving between Aug. 1, 2018, and July 31, 2019. Learn more at augie.edu/gratitude.
10432	yago	3	2	https://playbill.com/article/theatregoers-notebook-jon-cypher-of-big-com-100732	en	THEATREGOER'S NOTEBOOK: Jon Cypher of Big	https://playbill.com/ass…d70b15ee1de3c27e	https://playbill.com/ass…d70b15ee1de3c27e	[ "https://sb.scorecardresearch.com/p?c1=2&c2=33044428&cv=3.1&cj=1", "https://www.facebook.com/tr?id=925349244281937&ev=PageView&noscript=1", "https://pixel.quantserve.com/pixel/p-d4EOGSLZ4snXA.gif", "https://assets.playbill.com/site/main-logo-trimmed_2023-03-27-021655_agag.png", "https://assets.playbill.com/site/Playbill-P-Logo-1-5-line_2023-03-27-021704_bzom.png", "https://cdn.playbill.com/ad-block-logo.png" ]	[]	[]	[ "" ]	null	[]	1996-06-19T02:00:00-04:00	THINKING BIG: Before finding TV success as the egotistical police chief on "Hill Street Blues" and commanding general on "Major Dad," Jon Cypher was a busy New York theatre actor in roles as varied as the villainous Dr. Carrasco in Man of La Mancha and Katharine Hepburn's father(!) in Coco. It took Big to get Cypher back to Broadway, where he's having a terrific time playing the toy company mogul who hires Josh Baskin, a 12-year-old boy trapped in an adult's body.	en	https://playbill.com/ass…d70b15ee1de3c27e	Playbill	https://playbill.com/article/theatregoers-notebook-jon-cypher-of-big-com-100732	THINKING BIG: Before finding TV success as the egotistical police chief on "Hill Street Blues" and commanding general on "Major Dad," Jon Cypher was a busy New York theatre actor in roles as varied as the villainous Dr. Carrasco in Man of La Mancha and Katharine Hepburn's father(!) in Coco. It took Big to get Cypher back to Broadway, where he's having a terrific time playing the toy company mogul who hires Josh Baskin, a 12-year-old boy trapped in an adult's body. "This show is positive; it's romantic, it's funny, and there's a certain magic about it," says the Cypher, whose real-life speaking voice is much smoother and more youthful than the self-involved characters he plays on TV. "We had a matinee audience today with a lot of teen-agers, and they went crazy." Settling in for a year-long run, Cypher finds his old Upper West Side neighborhood remarkably different than when he left the city 25 years ago. "Columbus Avenue used to be a pit," he says. "Now there are zillions of great restaurants and health food stores. It's just a much more delightful city to be in now." Cypher reports that his wife, Dr. Carol Rosin, president of the Wash- ington, D.C.-based Institute for Security and Cooperation in Outer Space, is a Broadway fan as well as a crusader against space-based weapons. "When she's in town, she stands in the back and sees every show. She doesn't like Hollywood, but she loves the theatre." -- By Louis Botto
10432	yago	1	81	https://psycnet.apa.org/doiLanding%3Fdoi%3D10.1037%252F0003-066X.63.5.360	en	APA PsycNet	https://psycnet.apa.org/favicon/favicon.ico	https://psycnet.apa.org/favicon/favicon.ico	[]	[]	[]	[ "" ]	null	[]	null		en	favicon/favicon.ico		null
10432	yago	3	61	https://psycnet.apa.org/doiLanding%3Fdoi%3D10.1037%252F0003-066X.63.5.360	en	APA PsycNet	https://psycnet.apa.org/favicon/favicon.ico	https://psycnet.apa.org/favicon/favicon.ico	[]	[]	[]	[ "" ]	null	[]	null		en	favicon/favicon.ico		null
10432	yago	0	63	https://archive.storycorps.org/interviews/interview-1503/	en	RVM Jon Cypher	https://archive.storycor…-11.50.35-AM.png	https://archive.storycor…-11.50.35-AM.png	[ "https://archive.storycorps.org/wp-content/themes/archive-child/assets/images/sc-archive-logo-white-sep2023.png", "https://archive.storycorps.org/uploads/2019/09/Screen-Shot-2019-09-26-at-11.50.35-AM.png", "https://archive.storycorps.org/uploads/2019/09/default-198-150x150.png", "https://archive.storycorps.org/uploads/2019/09/Screen-Shot-2019-09-26-at-11.50.35-AM-150x150.png", "https://archive.storycorps.org/uploads/2023/03/AFC-headerID_horiz-blk-1024x163-1.png", "https://archive.storycorps.org/wp-content/themes/storycorps-twenty-sixteen/assets/images/neh-logo.png", "https://archive.storycorps.org/wp-content/themes/storycorps-twenty-sixteen/assets/images/knight-foundation-logo.png" ]	[]	[]	[ "" ]	null	[]	null	An actor's life	en	https://archive.storycorps.org/wp-content/themes/archive-child/assets/images/favicon.ico	StoryCorps Archive	https://archive.storycorps.org/interviews/interview-1503/
10432	yago	3	37	https://thesubstation.org.au/whats-on/	en	What's On — The Substation	https://cdn.sanity.io/im…1202&auto=format	https://cdn.sanity.io/im…1202&auto=format	[ "https://thesubstation.org.au/images/glass.svg", "https://thesubstation.org.au/images/logo.gif", "https://cdn.sanity.io/images/bh62ok4v/production/92f2beb20f0b14b1e27a40435f75fbb04bd8010f-1000x222.png?rect=1,0,999,222&w=990&h=220&q=75&fit=max&auto=format", "https://cdn.sanity.io/images/bh62ok4v/production/a3eae612d46e02b2fc7adc04a031ef95fae125c0-577x175.png?w=990&h=300&q=75&fit=max&auto=format", "https://cdn.sanity.io/images/bh62ok4v/production/850a23f89d055592438a27e1c7cca407aaccbec2-635x170.png?w=990&h=265&q=75&fit=max&auto=format", "https://cdn.sanity.io/images/bh62ok4v/production/d31c8066842386d7fae7cba3b7af8b803d951b54-4500x4500.jpg?w=1980&h=1980&q=75&fit=max&auto=format", "https://cdn.sanity.io/images/bh62ok4v/production/0a8cfacf025190647bbeefee9c8cf4a4afa96dcc-2749x1958.png?w=1980&h=1410&q=75&fit=max&auto=format", "https://cdn.sanity.io/images/bh62ok4v/production/32e56d6cf393edf73152112da3ea117f3825e2cd-745x850.jpg?w=1980&h=2259&q=75&fit=max&auto=format", "https://cdn.sanity.io/images/bh62ok4v/production/03699f69eb7e07ceaa74ad38f462f8e22a8242b0-1254x705.jpg?w=1980&h=1113&q=75&fit=max&auto=format", "https://cdn.sanity.io/images/bh62ok4v/production/758c33ef64201b0c2b8a4fcf7fd652e2aace48c1-8192x5464.jpg?rect=1,0,8190,5464&w=1980&h=1321&q=75&fit=max&auto=format", "https://cdn.sanity.io/images/bh62ok4v/production/0900e551c98393c2ddfae6bbee3fc46513da5bda-2055x1157.png?w=1980&h=1115&q=75&fit=max&auto=format", "https://cdn.sanity.io/images/bh62ok4v/production/24a5f7b481647f5a0bbb583ff76b047ff1201a6f-4848x2550.png?rect=0,0,4848,2549&w=1980&h=1041&q=75&fit=max&auto=format" ]	[]	[]	[ "" ]	null	[]	null	The Substation is a unique large-scale multi-purpose gallery, performance space and dance studio for artists of every kind, in Newport, Melbourne, Australia.	en			null	We acknowledge and recognise the Ancestors, Elders and families of the Yalukit-willam of the Kulin Nation, who are the traditional custodians of the land that The Substation is on. We extend our respects to their ancestors and elders past, present and emerging, and to all First Nations people. We are committed to continually improving our services to ensure our events can be enjoyed by all. If you have specific access requirements (including seating arrangements for events) please get in touch.
10432	yago	3	3	https://en.wikipedia.org/wiki/Carol_Rosin	en	Carol Rosin	https://en.wikipedia.org/static/favicon/wikipedia.ico	https://en.wikipedia.org/static/favicon/wikipedia.ico	[ "https://en.wikipedia.org/static/images/icons/wikipedia.png", "https://en.wikipedia.org/static/images/mobile/copyright/wikipedia-wordmark-en.svg", "https://en.wikipedia.org/static/images/mobile/copyright/wikipedia-tagline-en.svg", "https://upload.wikimedia.org/wikipedia/en/thumb/b/b4/Ambox_important.svg/40px-Ambox_important.svg.png", "https://login.wikimedia.org/wiki/Special:CentralAutoLogin/start?type=1x1", "https://en.wikipedia.org/static/images/footer/wikimedia-button.svg", "https://en.wikipedia.org/static/images/footer/poweredby_mediawiki.svg" ]	[]	[]	[ "" ]	null	[ "Contributors to Wikimedia projects" ]	2004-09-22T06:23:37+00:00		en	/static/apple-touch/wikipedia.png		https://en.wikipedia.org/wiki/Carol_Rosin	British historian Carol S. Rosin (born March 29, 1944) is an American speaker, author, educator, futurist, and military strategist. She is the Founder of the Institute for Security and Cooperation in Outer Space.[1][self-published source] She was also the first female executive of an aerospace company, working as a corporate manager of Fairchild Industries. She is executive director of the Peace and Emergency Action Coalition for Earth, P.E.A.C.E. Inc., and the I.D.E.A Foundation, as well as a world peace ambassador for the International Association of Educators for World Peace.[2] Biography [edit] Born in Wilmington, Delaware in 1944, she received her Bachelor's of Science degree from the University of Delaware and an honorary doctorate from Archbishop Solomon Gbadebo of the Orthodox College in Nigeria. She was the first woman to work as an Aerospace executive at Fairchild Industries and is a leader and the original political architect in the movement to stop Anti-satellite weapons and the Strategic Defense Initiative.[3] During her time at Fairchild, Rosin served as the spokesperson for Dr. Wernher Von Braun, with whom she created the film and educational program "It's Your Turn" to expand the diversity of people working in science fields.[4] The program won many awards, including the Aviation Writers Award and the Science Teachers Gold Medal.[2] Rosin helped create medical and educational training programs with ATS-6 satellites in the United States, including the first two-way audio and visual national and international satellite educational programs in over 20 countries.[4] Published works and media [edit] Start of the Sirius Disclosure Project in 2001 at the National press Club, as witness. Movies That Shook the World (Documentary) Herself, 2005[5] UFO: The Greatest Story Ever Denied II - Moon Rising (Video Documentary) Herself, 2009 Sirius (Documentary) Herself, 2013 For the Children (Book, I.D.E.A Foundation for the Benefit of Humanity) Co-Author, 2014 ISBN 9781530161393 The Carol Rosin Show (American Freedom Radio) Host, 2016-[6] Unacknowledged (Documentary) Herself, 2017 20th Anniversary of the Disclosure Project as herself, 2021 The Cosmic Hoax: An Exposé (Documentary) as herself, 2021
10432	yago	0	74	https://psycnet.apa.org/doiLanding%3Fdoi%3D10.1037%252F0003-066X.63.5.360	en	APA PsycNet	https://psycnet.apa.org/favicon/favicon.ico	https://psycnet.apa.org/favicon/favicon.ico	[]	[]	[]	[ "" ]	null	[]	null		en	favicon/favicon.ico		null
10432	yago	0	8	https://www.tvguide.com/celebrities/jon-cypher/bio/3000172873/	en	Jon Cypher Biography	https://www.tvguide.com/…g/share_logo.png	https://www.tvguide.com/…g/share_logo.png	[]	[]	[]	[ "" ]	null	[]	null	Read all about Jon Cypher with TV Guide's exclusive biography including their list of awards, celeb facts and more at TV Guide.	en	/favicon.ico	TVGuide.com	https://www.tvguide.com/celebrities/jon-cypher/bio/3000172873/	Fast Facts Devoted opera fan Made his television debut as the Prince in the original Rodgers and Hammerstein musical Cinderella (1957) opposite Julie Andrews Made his film debut as the villain Frank Tanner in the Western Valdez Is Coming (1971) Provided the voice of comic villain Spellbinder in the animated television series Batman Beyond (1999-2000) Had an active theater career in both musicals and plays
10432	yago	2	82	http://mikegrost.com/c70.htm	en	Credits of Best TV Shows			[]	[]	[]	[ "" ]	null	[ "Mike Grost" ]	null					null	Best TV Shows, before 1980: Drama Anthologies \| Drama Series \| Made for TV Movies \| Mini-Series \| Super-Heroes \| Science Fiction \| The Twilight Zone \| The Outer Limits \| Nanny and the Professor \| Fantasy \| Comedy \| Gomer Pyle \| Adventure \| Detective Tales and Thrillers \| Suspense \| Highway Patrol \| Naked City \| The Detectives \| Everglades! \| Burke's Law \| Adam-12 \| Starsky & Hutch \| Amateur Sleuths \| Ellery Queen \| Hardy Boys/Nancy Drew \| Private Eyes \| Peter Gunn \| Warner Brothers Private Eyes \| Johnny Staccato \| Honey West \| Mannix \| Cannon \| U.N.C.L.E. \| Spies \| Lawyers \| Perry Mason \| Alfred Hitchcock \| Danger Man / Secret Agent \| Mystery: British Isles Best Western TV Shows, before 1980: Overview \| Westerns: Black & White \| Gunsmoke \| Wyatt Earp \| Have Gun - Will Travel \| Rawhide \| Jim Bowie \| Bat Masterson \| Wagon Train \| Cheyenne \| Maverick \| Lawman \| The Rifleman \| The Virginian \| The Big Valley \| Bonanza \| Laredo \| The Wild Wild West \| Alias Smith and Jones \| Westerns: Color Best TV Crime Shows, 1980-1993: Mystery: Agatha Christie \| Mystery: New Zealand and Australia \| Mystery: Canada \| Detective Tales and Thrillers \| Police \| Private Eyes: Historical \| Lawyers \| Spies \| Stephen J. Cannell: Thrillers \| Simon & Simon \| Remington Steele \| Murder, She Wrote \| Father Dowling \| Miami Vice \| Wiseguy \| MacGyver \| The Dirty Dozen \| Gangsters \| Adventure Best TV Shows, 1980-1993: Made for TV Movies \| Pilots \| Anthology Series \| Dramas \| Musicals \| Comedy \| The Flash (1990) \| Super-Heroes \| Science Fiction \| Super Vehicles \| Fantasy \| Wildside \| The Young Riders \| Westerns Best TV Shows, 1994-present: Science Fiction \| Flash and the Arrowverse \| Super-Heroes \| Comedy Best TV Crime Shows, 1994-present: Mystery \| Michigan Cops: Detroit 1-8-7, Battle Creek \| NCIS \| Diagnosis Murder \| Monk \| Psych \| The Mentalist \| Castle \| Hallmark Mystery \| Murdoch Mysteries \| Frankie Drake Mysteries \| Mystery: Canada \| Death in Paradise \| Endeavour \| Father Brown \| Mystery: British Isles \| Mystery: New Zealand and Australia \| White Collar \| Pacific Blue \| Hawaii Five-0 \| Burn Notice \| Adventure Classic Film and Television Home Page (with many articles on directors) This lists my favorite TV episodes. These are recommended viewing. It is NOT a complete list of episodes for these programs. ABBREVIATIONS W: Written by: both story and script St: Story Scr: Script. The writer did the script, but not necessarily the story of the show. D: Director C: Costumes by. Usually this is for the whole series. Ph: Photographed by (120) The show is 120 minutes long - a double episode. Similarly, (30), (60), (90). Please also see my lists: The Best Movies of All Time My personal picks. A List of Outstanding American Films. Best Mystery Movies A list of true mystery films, in which mysteries are solved by detectives. Best Science Fiction, Fantasy and High Technology Films. Television Westerns: Articles on This Site Please mail your comments to me at mike@mikegrost.com. You can also download a free E-book of my mystery stories in EPUB or Kindle format. Drama Anthologies STUDIO ONE See my articles on Paul Nickell and Robert Mulligan. 6-29-49 JUNE MOON Scr: Gerald Goode D: Walter Hart based on play by Ring Lardner & George S. Kaufman 11-14-49 TWO SHARP KNIVES Scr: Carl Bixby D: Franklin J. Schaffner based the 1934 short story by Dashiell Hammett 8-17-53 SENTENCE OF DEATH Scr: Adrian Spies D; Matt Harlib based on the 1948 short story by Thomas Walsh 11-30-53 CONFESSIONS OF A NERVOUS MAN W: Georg Axelrod D: Paul Nickell 2-15-54 DARK POSSESSION W: Gore Vidal D: Franklin J. Schaffner 5-31-54 THE DEATH AND LIFE OF LARRY BENSON W: Reginald Rose D: Paul Nickell 9-20-54 TWELVE ANGRY MEN W: Reginald Rose D: Franklin J. Schaffner 11-8-54 AN ALMANAC OF LIBERTY W: Reginald Rose D: Paul Nickell 5- 2-55 SUMMER PAVILION W: Gore Vidal D: Paul Nickell 1- 2-56 DINO W: Reginald Rose D: Paul Nickell 2-25, 3-4-57 THE DEFENDER W: Reginald Rose D: Robert Mulligan 9- 9-57 THE NIGHT AMERICA TREMBLED W: Nelson Bond D: Tom Donovan TV READER'S DIGEST 5-16-55 FRANCE'S GREATEST DETECTIVE Scr: Wells Root based on article by: Irving Wallace D: Peter Godfrey SCREEN DIRECTORS PLAYHOUSE 10-12-55 DAY IS DONE W: William Tunberg D: Frank Borzage 12-7-55 ROOKIE OF THE YEAR St: W.R. Burnett Scr: Frank S. Nugent D: John Ford 12-21-55 THE SILENT PARTNER St: Barbara Hammer & George Marshall Scr: Barbara Hammer D: George Marshall 1-11-56 IT'S ALWAYS SUNDAY St: Jesse Goldstein & Frank Fox Scr: D.D. Beauchamp D: Allan Dwan 2-22-56 AFFAIR IN SUMATRA St: Hobart Donavan Scr: Michael Fessier D: Byron Haskin 9- 5-56 THE DAY I MET CARUSO Scr: Zoe Akins D: Frank Borzage Based on a short 1955 piece by: Elizabeth Bacon Rodewald 9-12-56 HIGH AIR St: Borden Chase Scr: A.I. Bezzerides D: Allan Dwan THE 20TH CENTURY FOX HOUR 11-2-55 THE OX-BOW INCIDENT Scr: David Dortort D: Gerd Oswald based on the screenplay by: Lamar Trotti, novel by: Walter Van Tilburg Clark THE ALCOA HOUR 2-19-56 TRAGEDY IN A TEMPORARY TOWN W: Reginald Rose D: Sidney Lumet KRAFT TELEVISION THEATER 4-16-58 THREE PLAYS BY TENNESSEE WILLIAMS W: Tennessee Williams D: Sidney Lumet CAVALCADE OF AMERICA 5-29-56 THE BOY NOBODY WANTED Scr: Laszlo Gorog D: Richard Kinon based on an article by: Winfred Van Atta & Gwendolen Sherman SPECIALS 3-31-57 CINDERELLA W: Oscar Hammerstein D: Ralph Nelson 58 COOL AND LAM Scr: Edmund L. Hartmann D: Jacques Tourneur based on novel "Turn On the Heat" by Erle Stanley Gardner THE BARBARA STANWYCK SHOW 11-14-60 THE MIRACULOUS JOURNEY OF TADPOLE CHAN W: Albert Beich D: Jacques Tourneur 1-30-61 DRAGON BY THE TAIL W: Albert Beich D: Jacques Tourneur 4-24-61 FRIGHTENED DOLL W: A.I. Bezzerides D: Jacques Tourneur BOB HOPE PRESENTS THE CHRYSLER THEATRE 11-15-63 THE HOUSE NEXT DOOR (Hope, Crosby) W: Albert E. Lewin & Burt Styler D: Jack Arnold 11- 9-66 DEAR DEDUCTIBLE W: Raphael David Blau D: Jess Oppenheimer 2-1-67 THE LADY IS MY WIFE St: Jack Laird Scr: Halsted Welles D: Sam Peckinpah UNITED NATIONS SPECIALS 12-28-64 CAROL FOR ANOTHER CHRISTMAS W: Rod Serling D: Joseph L. Mankiewicz Drama Series ROUTE 66 10-28-60 THE MAN ON THE MONKEY BOARD W: Sterling Silliphant D: Roger Kay 10-26-62 LIZARD'S LEG AND OWLET'S WING W: Sterling Silliphant D: Robert Gist IT'S A MAN'S WORLD 12-3-62 CHICAGO GAINS A NUMBER W: Elliot L. Sims D: Lamont Johnson EAST SIDE/WEST SIDE 12-23-63 CREEPS LIVE HERE W: Philip H. Reisman Jr. D: Walter Grauman MR. NOVAK 10-8-63 I DON'T EVEN LIVE HERE W: Milt Rosen D: Abner Biberman 1- 5-65 FROM THE BROW OF ZEUS W: Mel Goldberg D: Ron Winston PARIS 7000 3- 5-70 SHATTERED IDOL (William Shatner) W: Richard Caffey & John Wilder D: Jeannot Szwarc MARCUS WELBY 11-16-71 SEPTEMBER SONG W: Jerome Ross D: Leo Penn Made for TV Movies MADE FOR TV MOVIES 9-23-69 THE IMMORTAL (90) Scr: Robert Specht D: Joseph Sargent based on the novel by James Gunn 11-18-69 RUN A CROOKED MILE (120) W: Trevor Wallace D: Gene Levitt 1- 9-70 SOLE SURVIVOR (90) W: Guerdon Trueblood D: Paul Stanley 3- 9-70 THE MASK OF SHEBA (120) W: Sam Rolfe D: David Lowell Rich 9-22-70 HOW AWFUL ABOUT ALLAN (90) Scr: Henry Farrell based on Farrell's novel D: Curtis Harrington 1-26-71 THE FEMINIST AND THE FUZZ (90) W: James Henerson D: Jerry Paris 3- 1-71 RANSOM FOR A DEAD MAN (120) Scr: Dean Hargrove D: Richard Irving St: Richard Link & William Levinson 2-28-71 INCIDENT IN SAN FRANCISCO (120) Scr: Robert Dozier D: Don Medford based on "Incident at 125th Street" By J E Brown Photography: William W. Spenser 4- 6-71 ESCAPE! (90) W: Paul Playdon D: John Llewellyn Moxey Art Director: Walter M. Jeffries 9-21-71 CONGRATULATONS, IT'S A BOY (90) W: Stanley Z. Cherry D: William A. Graham 10- 8-71 THE FACE OF FEAR (90) Scr: Edward Hume D: George McCowan based on "Sally" by E V Cunningham 11-26-71 A DEATH OF INNOCENCE (90) Scr: Joseph Stefano D: Paul Wendkos based on the novel by Zelda Popkin 11-30-71 BRIAN'S SONG (90) Scr: William Blinn D: Buzz Kulik based on "I am Third" by Gale Sayers 11- 6-71 REVENGE! (90) Scr: Joseph Stefano D: Jud Taylor based on a novel by Elizabeth Davis 12-17-71 DEAD MEN TELL NO TALES (90) Scr: Robert Dozier D: Walter Grauman based on "To Save His Life" by Kelly Roos 12-17-71 THEY CALL IT MURDER (120) Scr: Sam Rolfe D: Walter Grauman based on "The D.A. Draws a Circle" by Erle Stanley Gardner 1-22-72 THE PEOPLE (90) Scr: James M. Miller D: John Korty based on the stories by Zenda Henderson 2-15-72 CALL HER MOM (90) W: Ken Solm & Gail Parent D: Jerry Paris 2-20-72 THE ADVENTURES OF NICK CARTER (90) W: Ken Pettus D: Paul Krasny 3- 3-72 HEAT OF ANGER (90) W: Fay Kanin D: Don Taylor 9-27-72 SAY GOODBYE, MAGGIE COLE (90) W: Sandor Stern D: Jud Taylor 10-17-72 GOODNIGHT, MY LOVE (90) W & D: Peter Hyams 11- 6-72 MAGIC CARPET (120) W: Ranald McDougal D: William Graham 11-28-72 HOME FOR THE HOLIDAYS (90) W: Joseph Stefano D: John Llewellyn Moxey 11-29-72 THE HEIST (90) W: Lionel E. Siegel D: Don McDougall 12-19-72 YOUR MONEY OR YOUR WIFE (90) Scr: J. P. Miller D: Allen Reisner based on the book by John Craig 1-30-73 BIRDS OF PREY (90) St: Rubert Hitzig & Robert Boris Scr: Boris D: William A. Graham 2-14-73 THE GIRLS OF HUNTINGTON HOUSE (90) Scr: Paul Savage D: Alf Kjellin based on the novel by Blossom Elfman 2-26-73 THE STRANGER (120) W: Gerald Sanford D: Lee H. Katzin 2-27-73 I LOVE A MYSTERY (120) (Made in 1966) W & D: Leslie Stevens 3-17-73 THE MAGICIAN (90) St: Joseph Stefano Scr: Laurence Heath D: Marvin Chomsky 3-23-73 GENESIS II (90) W: Gene Roddenbery D: John Llewellyn Moxey 3-24-73 PARTNERS IN CRIME (90) W: David Shaw D: Jack Smight 3-31-73 HITCHED (90) W: Richard Alan Simmons D: Boris Sagal 11-28-73 CATHOLICS (90) Scr: Brian Moore D: Jack Gold based on Moore's novella 12-11-73 THE CAT CREATURE (90) St: Bloch, Douglas Cramer & Wilford Lloyd Baumes Scr: Robert Bloch D: Curtis Harrington 12-19-73 PIONEER WOMAN (90) W: Suzanne Clauser D: Buzz Kulik 1-23-74 THE QUESTOR TAPES (120) St: Gene Roddenberry Scr: Roddenberry & Gene L. Coon D: Richard Colla 1-26-74 HEAT WAVE (90) St Herbert W. Solov Scr: Peter Allan Fields & Mark Weingarten D: Jerry Jameson 1-31-74 THE AUTOBIOGRAPHY OF MISS JANE PITTMAN (120) Scr: Tracy Keenan Wynn D: John Korty based on the novel by: 2- 9-74 THE ELEVATOR (90) W: Bruce Shelley & Dave Ketchun D: Jerry Jameson 4-23-74 PLANET EARTH (90) St: Gene Roddenberry Scr: Roddenberry & Juanita Bartlett D: Marc Daniels 5- 6-74 THE UNDERGROUND MAN (120) Scr: Douglas Heyes D: Paul Wendkos based on the novel by Ross MacDonald 9-17-74 THE SEX SYMBOL (90) W: Alvah Bessie D: David Lowell Rich based on his novel "The Symbol" 12-17-74 THIS IS THE WEST THAT WAS (90) W: Sam Rolfe D: Fielder Cook 12-19-74 JUDGE DEE IN THE MONASTERY MURDERS (120) Scr: Nicholas Meyer D: Jeremy Kagan based on "Judge Dee at the Haunted Monastery" by Robert Van Gulik 1-14-75 THE DEAD DON'T DIE (90) W: Robert Bloch D: Curtis Harrington 2-19-75 THE FAMILY NOBODY WANTED (90) Scr: Suzanne Clauser D: Ralph Senensky St: Helen Doss, based on her book 2-25-75 JOURNEY FROM DARKNESS (120) St: Steven Pouliot Scr: Peggy Chantler Dick D: James Goldstone 2-27-75 IN THIS HOUSE OF BREDE (120) Scr: James Costigan D: George Schaefer based on the novel by Rumer Godden 3-24-75 CROSSFIRE (90) W: Phillip Saltzman D: William Hale 4- 2-75 DEAD MAN ON THE RUN (90) W: Ken Pettus D: Bruce Bilson 4-12-75 GIBBSVILLE: THE TURNING POINT OF JIM MOLLOY Scr & D: Frank D. Gilroy based on short stories by: John O'Hara 4-18-75 FIRST LADIES DIARIES: RACHEL JACKSON (90) W: Jerome Alden D: Ira Cirker 5- 4-75 BARBARY COAST (120) W & Creator: Douglas Heyes D: Bill Bixby 5-14-75 PROMISE HIM ANYTHING (90) W: O. O. Fry D: Edward Parone 5-20-75 DEATH AMONG FRIENDS (90) W: Stanley Ralph Ross D: Paul Wendkos 10- 2-75 FEAR ON TRIAL (120) W: David W. Rintels D: Lamont Johnson 3-19-76 TIME TRAVELLERS (90) St: Rod Serling Scr: Jackson Gillis D: Alexander Singer 5- 1-76 TWIN DETECTIVES (90) St: Specht & Robert Carrington & Everett Chambers Scr: Robert Specht D: Robert Day 5-16-76 F. SCOTT FITZGERALD IN HOLLYWOOD (120) W: James Costigan D: Anthony Page 11-22-76 THE SAVGE BEES (120) W: Guerdon Trueblood D: Bruce Geller 2-25-77 SST - DEATH FLIGHT (120) St: Guerdon Trueblood Scr: Robert L. Joseph & Meyer Dolinsky D: David Lowell Rich 4-28-77 SNOW BEAST (120) W: Joseph Stefano D: Herb Wallerstein 1977 COMPUTERCIDE W: Robert W. Foster & Anthony Wilson D: Robert Michael Lewis 12-17-77 THE INCREDIBLE ROCKY MOUNTAIN RACE W: Tom Chapman & David O'Malley D: James L. Conway 3-14-78 PERFECT GENTLEMEN W: Nora Ephron D: Jackie Cooper 5-26-78 KATE BLISS AND THE TICKERTAPE KID St: John Zodorow Scr: William Bowers & Zodorow D: Burt Kennedy 9-13-78 CLONE MASTER W: John D. F. Black D: Don Medford 10-2,3-78 LITTLE WOMEN W: Suzanne Clauser D: David Lowell Rich 11- 3-78 HOW TO PICK UP GIRLS! W: Jordan Crittenden & Peter Gethers & David Handler & Persky D: Bill Persky 12-20-78 ISHI: THE LAST OF HIS TRIBE Scr: Dalton & Christopher Trumbo D: Robert Ellis Miller 3-25-79 SOONER OR LATER W: Carol & Bruce Hart D: Bruce Hart 4-10-79 THE LEGEND OF THE GOLDEN GUN W: James D. Parriott D: Alan J. Levi C: Grady Hunt 4-15-79 THE BILLION DOLLAR THREAT W: Jimmy Sangster D: Barry Shear 4-28-79 I KNOW WHY THE CAGED BIRD SINGS Scr: Leonora Thuna & Maya Angelou D: Fielder Cook 4-30-79 SAMURAI W: Jerry Ludwig D: Lee H. Katzin SPECIALS, PILOTS 1967 ALADDIN (The Prince Street Players) D: Nick Havinga 6-17-73 THE FABULOUS DR. FABLE W: George Wells D: Bernard Girard Music: Billy Goldenberg 11-23-73 JULIE ANDREWS ON SESAME STREET Head W: Bob Ellison D: Dwight Hemion 1974 ANOTHER APRIL (30) W: Lila Garrett D: Alan Rafkin 11-22-78 STEVE MARTIN: A WILD AND CRAZY GUY Mini-Series CAPTAINS AND THE KINGS 1976 Scr: Douglas Heyes D: (most episodes) Heyes Adaptation: Stephen & Elinor Karpf D: (6th hour) Allen Reisner (10 hours) (The best hours are 1, 2, 6, and 8). THE BEST OF FAMILIES 10-27-78 GENERATIONS W: Loring Mandel D: Glenn Jordan BRITISH MINISERIES ABOUT EARLY FILM Art Directors: Michael Eve & Richard Lake C: James Dark Producer: Joan Brown FLICKERS (6 episodes) (1980) W: Roy Clarke D: Cyril Coke PICTURES (7 episodes) (1981) W: Roy Clarke D: Carol Wiseman Super-Heroes ADVENTURES OF SUPERMAN Please see my articles on Superman, Lois Lane, Jimmy Olsen comic books. 4-28-56 JIMMY THE KID W: Leroy H. Zehren D: Philip Ford BATMAN Please see my article on Batman comic books. 3-9,10-66 TRUE OR FALSE FACE / HOLY RAT RACE W: Stephen Kandel D: William A. Graham 3-1,2-67 A PIECE OF THE ACTION / BATMAN'S SATISFACTION (Van Williams as the Green Hornet) W: Charles Hoffman D: Oscar Rudolph 2-1,8-68 THE GREAT ESCAPE / THE GREAT TRAIN ROBBERY W: Stanley Ralph Ross D: Oscar Rudolph THE GREEN HORNET 10-21,28-66 BEAUTIFUL DREAMER W: Ken Pettus & Lorenzo Semple Jr. D: Allen Reisner SIX MILLION DOLLAR MAN 1-25-74 SURVIVAL OF THE FITTEST (Plane forced down on island) W: Mann Rubin D: Leslie H. Martinson THE BIONIC WOMAN 11-10-76 BLACK MAGIC (Vincent Price) W: Arthur Rowe D: Barry Crane ISIS 12-6-75 SCUBA DUBA (Brian Byers as scuba diver) W: Sidney Morse D: Arnold Laven MADE FOR TV MOVIES 11- 7-75 THE NEW, ORIGINAL WONDER WOMAN (90) W: Stanley Ralph Ross D: Leonard J. Horn 1-19-79 CAPTAIN AMERICA St: Don Ingalls & Chester Krumholz Scr: Ingalls D: Rod Holcomb WONDER WOMAN 2-16-77 WONDER WOMAN IN HOLLYWOOD W: Jimmy Sangster D: Bruce Bilson 10-28-77 THE QUEEN AND THE THIEF W: Bruce Shelley D: Jack Arnold 4-21-78 THE MURDEROUS MISSILE W: Dick Nelson D: Dick Moder 10- 6-78 THE DEADLY STING W: Dick Nelson D: Alan Crosland 10-20-78 DISCO DEVIL W: Alan Brennert D: Leslie H. Martinson 1-26-79 SPACED-OUT W: Bill Taylor D: Ivan Dixon 3-10-79 A DATE WITH DOOMSDAY W: Roland Starke & Dennis Landa D: Curtis Harrington THE AMAZING SPIDER-MAN 4-5,12-78 DEADLY DUST W: Robert Janes D: Ronald C. Satlof Science Fiction MEN INTO SPACE 9-30-59 MOON PROBE W: Arthur Weiss D: Walter Doniger 10-7-59 MOON LANDING W: James Clavell D: Walter Doniger 11-4-59 LOST MISSILE W: Michael Plant D: Walter Doniger 12-30-59 QUARANTINE W: Stuart J. Byrne D: Walter Doniger THE INVADERS 1-31-67 THE LEECHES W: Daniel B. Ullman D: Paul Wendkos 4- 4-67 STORM (Hurricane, priest) W: John Kneubuhl D: Paul Wendkos 12-26-67 TASK FORCE (Publisher, Linden Chiles) W: Warren Duff D: Gerald Mayer 2-27-68 THE MIRACLE (Crystal, small town) St: Robert L. Collins & Norman T. Herman Scr: Robert L. Collins D: Robert Day SEARCH Created by: Leslie Stevens 12-20-72 THE GOLD MACHINE W: Leslie Stevens D: Russ Mayberry BATTLESTAR GALACTICA 2-19-79 MURDER ON THE RISING STAR St: Michael Sloan Scr: Donald P. Bellisario, James Carlson & Terrence McDonnell D: Rod Holcomb The Twilight Zone THE TWILIGHT ZONE Please see my articles on Lamont Johnson, Joseph M. Newman. 3-11-60 A WORLD OF DIFFERENCE W: Richard Matheson D: Ted Post 5- 6-60 WILLOUGHBY W: Rod Serling D: Robert Parish 11-11-60 EYE OF THE BEHOLDER W: Rod Serling D: Douglas Heyes 12-23-60 THE NIGHT OF THE MEEK W: Rod Serling D: Jack Smight 1-20-61 THE WHOLE TRUTH W: Rod Serling D: James Sheldon 2- 3-61 PENNY FOR YOUR THOUGHTS W: George Clayton Johnson D: James Sheldon 2-10-61 TWENTY TWO Scr: Rod Serling D: Jack Smight Based on an anecdote by: Bennett Cerf 5-12-61 THE MIND AND THE MATTER W: Rod Serling D: Buzz Kulik 6- 2-61 THE OBSOLETE MAN W: Rod Serling D: Elliot Silverstein 9-15-61 TWO W & D: Montgomery Pittman 10-27-61 THE GRAVE W & D: Montgomery Pittman 12-22-61 FIVE CHARACTERS IN SERACH OF AN EXIT Scr: Rod Serling D: Lamont Johnson Based on a story by: Marvin Petal 1- 5-62 NOTHING IN THE DARK W: George Clayton Johnson D: Lamont Johnson 2- 9-62 KICK THE CAN W: George Clayton Johnson D: Lamont Johnson 2-23-62 THE LAST RITES OF JEFF MYRTLEBANK W & D: Montgomery Pittman 4- 6-62 FOUR O'CLOCK Scr: Rod Serling D: Lamont Johnson Based on a story by: Price Day 4-13-62 HOCUS-POCUS AND FRISBY Scr: Rod Serling D: Lamont Johnson Based on a story by: Frederic Louis Fox 1-24-63 HE'S ALIVE W: Rod Serling D: Stuart Rosenberg 9-27-63 IN PRIASE OF PIP W: Rod Serling D: Joseph M. Newman 1-31-64 BLACK LEATHER JACKETS W: Earl Hamner, Jr. D: Joseph M. Newman The Outer Limits THE OUTER LIMITS 10- 7-63 THE MAN WITH THE POWER W: Jerome Ross D: Laslo Benedek 10-28-63 THE MAN WHO WAS NEVER BORN W: Anthony Lawrence D: Leonard J. Horn 11- 4-63 O.B.I.T. W: Meyer Dolinsky D: Gerd Oswald 12- 9-63 IT CRAWLED OUT OF THE WOODWORK W: Joseph Stefano D: Gerd Oswald 12-30-63 THE ZANTI MISFITS W: Joseph Stefano D: Leonard J. Horn 2-17-64 THE CHILDREN OF SPIDER COUNTY W: Anthony Lawrence D: Leonard J. Horn 2-24-64 SPECIMEN: UNKNOWN W: Stephen Lord D: Gerd Oswald 3- 2-64 SECOND CHANCE W: Lou Morheim, Line Dane D: Paul Stanley 4- 6-64 THE SPECIAL ONE W: Oliver Crawford D: Gerd Oswald 4-20-64 PRODUCTION AND DECAY OF STRANGE PARTICLES W & D: Leslie Stevens 5- 4-64 THE FORMS OF THINGS UNKNOWN W: Joseph Stefano D: Gerd Oswald 10-17-64 DEMON WITH A GLASS HAND W: Harlan Ellison D: Byron Haskin Nanny and the Professor NANNY AND THE PROFESSOR 3- 4-70 NANNY ON WHEELS (driving exam) W: Austin & Irma Kalish D: Gary Nelson 3-11-70 STRICTLY FOR THE BIRDS W: John McGreevey D: Gary Nelson 4- 1-70 THE GAMES FAMILIES PLAY (Hal Buckley) W: Rick Mittleman D: Richard Kinon 4-29-70 NANNY AND THE SMOKE FILLED ROOM (election) W: Lila Garrett & Bernie Kahn D: William Wiard 9-25-70 THE HUMAN ELEMENT (A Car Race) W: Arthur Alsberg & Don Nelson D: Jack Arnold 11- 6-70 THE GREAT BROADCAST OF 1936 W: Arthur Alsberg & Don Nelson D: Jay Sandrich 3-12-71 KID STUFF W: John McGreevey D: Gary Nelson 3-26-71 THE COMMUNICATION GAP (Student loves professor?) W: Michael Morris D: Russ Mayberry 11-29-71 THE GREAT DEBATE (Basketball pros Vs College) W: Michael Morris D: Hollingsworth Morse 12- 6-71 ONE FOR THE ROAD (Hal's first trip alone) W: Arthur Alsberg & Don Nelson D: Bruce Bilson 12-27-71 WHATEVER HAPPENED TO AUNT FELICITY? (doll) W: Austin & Irma Kalish D: Bruce Bilson Fantasy THE ADDAMS FAMILY 9-18-64 THE ADDAMS FAMILY GOES TO SCHOOL (pilot) W: Seaman Jacobs & Ed James developed for television by: David Levy D: Arthur Hiller 10-30-64 HALLOWEEN WITH THE ADDAMS FAMILY W: Keith Fowler & Phil Leslie D: Sidney Lanfield SIXTH SENSE 9-30-72 DEAR JOAN, WE'RE GOING TO SCARE YOU TO DEATH (Joan Crawford & Kelly Jean Peters) W: Jonathan Stone D: John Newland THE GIRL WITH SOMETHING EXTRA 1-11-74 GUESS WHO'S FEEDING THE PIGEONS (Sally Field gets involved with mobsters in park) W: William Davenport & Lou Derman D: Richard Duchowski TABITHA 12-10-77 MISTER NICE GUY (Mirror spell) W: Martin Donovan D: Charles R. Rondeau 12-24-77 TABITHA'S TRIANGLE (Dack Rambo as Politician) W: George Yanok D: Murray Golden FANTASY ISLAND 10-14-78 THE BEST SELLER (Bookstore Clerk: Desi Arnaz, Jr.) W: Skip Webster D: George McCowan 10-27-79 THE RED BARON St: Herman Groves Scr: Groves & Sam Orr D: Earl Bellamy Comedy THE JACK BENNY PROGRAM 10-25-53 HUMPHREY BOGART SHOW W: Hugh Wedlock Jr. & Howard Snyder D: Ralph Levy I MARRIED JOAN (2 Guests) W: Arthur Stander & Phil Sharp D: Ezra Stone DECEMBER BRIDE 1-17-55 THE GRANDFATHER CLOCK W: Lou Derman & Herbert Finn & Parke Levy D: Jerry Thorpe MY LITTLE MARGIE 4- 6-55 THE BIG TELECAST (Margie's father interviewed at home on "The Important Person" TV show) W: D: Hal Yates FATHER KNOWS BEST 12-11-57 MR. BEAL MEETS HIS MATCH W: Roswell Rogers D: Peter Tewksbury 3- 2-59 BETTY MAKES A CHOICE (Betty tries out for a musical) W & D: Peter Tewksbury 5-18-59 THE GREAT ANDERSON MYSTERY W: Roswell Rogers D: Peter Tewksbury LEAVE IT TO BEAVER 2- 7-58 CHILD CARE (Babysitting) W & Creator: Joe Connelly & Bob Mosher D: Norman Tokar DENNIS THE MENACE 1-24-60 DENNIS AND THE BIKE (Dennis tries to win a bike by counting beans in jar) W: William Cowley & Peggy Chantler D: Charles Barton CAR 54, WHERE ARE YOU? 3-24-63 LUCILLE IS 40 (Wig, Night Must Fall spoof) W: Art Baer & Ben Joelson D: Stanley Prager GRINDL 10-20-63 GRINDL: FEMME FATALE W: Jerry Davis & Lee Loeb D: Stanley Prager 10-27-63 ONE ANGRY GRINDL W: Jerry Davis & Lee Loeb D: William D. Russell O. K. CRACKERBY! 9-16-65 O. K. CRACKERBY ARRIVES W: Abe Burrows D: Rod Amateau & Abe Burrows 12-2-65 CRACKERBY STOPS THE PRESS (lying columnist) W: Bill O'Hallareen D: Claudio Guzman GILLIGAN'S ISLAND 10-3-66 THE PRODUCER W: Gerald Gardner & Dee Caruso D: Ida Lupino & George Cahan 12-5-66 AND THEN THERE WERE NONE W: Ron Friedman D: Jerry Hopper THE LUCY SHOW 2-14-66 LUCY DATES DEAN MARTIN W: Robert O'Brien D: Maury Thompson 3-14-66 LUCY THE GUN MOLL (Robert Stack & Untouchables parody) W: Robert O'Brien D: Maury Thompson HERE'S LUCY 2-28-72 KIM FINALLY CUTS YOU-KNOW-WHOSE APRON STRING (Lucie Arnaz moves out and gets own apartment) W: Bob Carroll Jr. & Madelyn Davis D: Coby Ruskin THE MOTHERS-IN-LAW 9-10-67 ON AGAIN, OFF AGAIN, LOHENGRIN (Pilot) W & Creators: Bob Carroll Jr. & Madelyn Davis D: Desi Arnaz 2- 4-68 I'D TELL YOU I LOVE YOU, BUT WE'RE NOT SPEAKING (Fight & Group Therapy) St: Robert Daniels & Marc Howard Scr: Daniels, Howard, Bob Carroll Jr. & Madelyn Davis D: Desi Arnaz MY THREE SONS 2-16-67 MY SON, THE BULLFIGHTER W: Elroy Schwartz D: James V. Kern PETTICOAT JUNCTION 2- 7-67 A STAR IS BORN? W: Dick Conway & Al Schwartz D: Charles Barton GREEN ACRES 1-29-69 LAW PARTNERS W: Jay Sommers & Dick Chevillat D: Richard L. Bare HOGAN'S HEROES 1- 6-67 THE GENERAL SWAP W: Harvey Bullock & R.S. Allen D: Gene Reynolds BRACKEN'S WORLD 1- 6-70 MEANWHILE, BACK AT THE STUDIO W: Joseph Bonaduce D: Gary Nelson TONY ORLANDO AND DAWN 12- 4-74 (William Conrad/Florence Henderson) D: Jeff Margolis 2- 4-76 (Ragtime) (Jim Nabors/Kate Smith/Arlene Golonka) THE ODD COUPLE 2- 8-74 SHUFFLING OFF TO BUFFALO (Felix's Brother) W: Mark Rothman & Lowell Ganz D: Frank Buxton MARY TYLER MOORE 2-22-75 TED BAXTER'S FAMOUS BROADCASTERS SCHOOL W: Michael Zinberg D: Jay Sandrich BOB NEWHART 1- 4-75 TOBIN'S BACK IN TOWN (Fred Willard: Ellen's old boyfriend) W: Michael Zinberg D: Peter Bonerz 10-18-75 CAROL'S WEDDING W: Gordon & Lynn Farr D: Michael Zinberg NEEDLES AND PINS 11-23-73 THE ENDANGERED SPECIES (Nita Talbot) W: Ed Jurist D: George Tyne 12- 7-73 THE WIFE YOU SAVE MAY BE YOUR OWN (Joan Rivers) W: Sid Dorfman D: Ernest Losso CORNER BAR 8-17-73 MIXED DOUBLES (Teetotaling group mistaken for wife-swappers) W: Bob Ellison D: Peter Baldwin CARTER COUNTRY 11-24-77 CHICKS AND TURKEYS (Thanksgiving) W: David Pollock & Elias Davis D: Peter Baldwin 12-22-77 BY THE LIGHT OF THE MOONLIGHT (Christmas) W: Al Gordon & Jack Mendelsohn D: Peter Baldwin WE'VE GOT EACH OTHER C: Al Lehman 1- 7-78 PUMPING IRON (Bodybuilding) Pr & W: Jack Burns D: Lee Bernhardi FLYING HIGH 12-22-78 SWAN SONG FOR AN UGLY DUCKLING (Terry Lester) W: Terri Ryan D: Dennis Donnelly THE JEFFERSONS 10-10-82 ANATOMY OF A STAIN (Cleaners and candy bar) W: Peter Casey & David Lee D: Bob Lally HAPPY DAYS 2-28-78 MY FAVORITE ORKAN (Mork from Ork) W: Joe Glauberg D: Jerry Paris 11-22-83 VOCATIONAL EDUCATION (Roger as Principal) W: Brian Levant D: Jerry Paris Gomer Pyle GOMER PYLE: USMC Creator: Aaron Ruben 12-25-64 SERGEANT OF THE WEEK W: Art Baer & Ben Joelson D: Coby Ruskin 10-19-66 HOW TO SUCCEED IN FARMING WITHOUT REALLY TRYING W: Rick Mittleman D: Coby Ruskin 3- 8-67 SING A SONG OF PAPA W: Aaron Ruben D: Coby Ruskin 9-15-67 THE RECRUITING POSTER W: Jack Elinson & Irving Elinson D: Coby Ruskin 11-3-67 THE SHOW MUST GO ON W: Norman Paul D: Coby Ruskin 12-29-67 GOMER, THE PRIVILEGED CHARACTER W: Rick Mittleman D: Peter Baldwin 3-22-68 GOMER AND THE NIGHT CLUB COMIC W: Harvey Bullock & R.S. Allen D: Coby Ruskin 10-25-68 JUST MOVE YOUR LIPS, SERGEANT W: Harvey Bullock & R.S. Allen D: John Rich 3-21-69 PROXY PAPAS W: Harvey Bullock & R.S. Allen D: John Rich Adventure THE COUNT OF MONTE CRISTO 10-19-56 THE AFFAIR OF THE THREE NAPOLEONS W: Sidney Marshall D: Budd Boetticher MEN OF ANNAPOLIS 1- 7-57 COUNTER FLOOD W: Gene Levitt D: William Castle 57 COURSE OF ACTION W: Gene Levitt & Gordon Gordon & Mildred Gordon D: William Castle 57 SHIP'S LOG St: William Castle Scr: Gordon Gordon & Mildred Gordon D: William Castle SEA HUNT Costumes: Tommy Thompson 9- 2-61 STARTING SIGNAL W: Stanley H. Silverman D: Leon Benson TWELVE O'CLOCK HIGH 1-22-65 THE LORELEI W: Albert Aley D: Don Medford THE RAT PATROL 9-25-67 TRIAL BY FIRE RAID W: Peter Allan Fields D: Sutton Roley 11-20-67 HIDE AND GO SEEK RAID W: Marc Weingart D: Sutton Roley 1-22-68 THE DECOY RAID W: Robert Sherman D: Sutton Roley TARZAN 3-1,8-68 FOUR O'CLOCK ARMY W: Carey Wilber D: Alex Nichol Detective Tales and Thrillers RACKET SQUAD 12-25-52 THE CHRISTMAS CAPER W: Arthur E. Orloff D: Erle C. Kenton TREASURY MEN IN ACTION 12-23-54 THE CASE OF THE BAD BARGAIN W: Alvin Boretz D: William Beaudine THE LINEUP Costumes: Paul McCardle 10-1-54 THE PAISLEY GANG W: E. Jack Neuman D: Thomas Carr 4- 3-59 THE GIRLS AND GUNS CASE W: John Taylor D: James V. Kern HARBOR COMMAND Costumes: Tommy Thompson 12-13-57 DEAD ON 'B' DECK W: Arthur Weiss D: Philip Ford DIAGNOSIS: UNKNOWN 7- 5-60 A CASE OF RADIANT WINE W: John Carpenter (Arnold Manoff) D: Fielder Cook THE UNTOUCHABLES 3- 1-62 TAKEOVER St: Theodore Apstein Scr: Sy Salkowitz D: Bernard L. Kowalski 11-20-62 ELEGY W: Herman Groves D: Robert Butler 87TH PRECINCT C: Vincent Dee 10-9-61 LADY KILLER Scr: John Hawkins D: Dick Moder based on the novel "Lady Killer" (1958) by Ed McBain 12-4-61 THE VERY HARD SELL Scr: Helen Nielsen D: Paul Stewart based on the short story "The Very Hard Sell" (1959) by Helen Nielsen THE NEW BREED Costumes: Bob Wolfe 10-31-61 THE COMPULSION TO CONFESS W: David Zelag Goodman D: Walter Grauman THE FUGITIVE C: Elmer Ellsworth 4-6-65 A. P. B. W: Daniel B. Ullman D: William Gordon KRAFT SUSPENSE THEATER 4-22-65 JUNGLE OF FEAR W: John McGreevey D: Earl Bellamy Costumes: Helen Colvig THE F.B.I. 3- 5-67 FLIGHT PLAN W: Francis Cockrell D: William Hale N.Y.P.D. 9-26-67 FAST GUN W: Albert Ruben D: Alex March DRAGNET 3- 6-69 BURGLARY: DR-31 W: Burt Prelutsky D: Jack Webb 3-28-69 TURNABOUT W: William O'Hallaren D: PILOTS 7-1-68 CALL TO DANGER W: David P. Harmon D: Lamont Johnson Art Dir: Marvin Chomsky COLUMBO 11-4-73 PUBLISH OR PERISH W: Peter S. Fischer D: Robert Butler DAN AUGUST Ph: Ben Colman 9-30-70 THE MURDER OF A SMALL TOWN W: Robert Dozier D: Harvey Hart MOD SQUAD 10-20-70 THE SONG OF WILLIE W: Steffi & Tony Barrett D: Gene Nelson IRONSIDE 1-23-69 WHY THE TUESDAY AFTERNOON BRIDGE CLUB MET ON THURSDAY W: Irve Tunick D: Don McDougall 9-21-71 CONTRACT: KILL IRONSIDE W: Steven Karpf & Elinor Karpf D: Don Weis 10-24-74 SETUP: DANGER! W: William D. Gordon & James Doherty D: Russ Mayberry HAWAII FIVE-O 1- 4-72 BAIT ONCE, BAIT TWICE St: Jerome Ross Scr: Will Lorin D: Alf Kjellin THE ROOKIES 12-9-74 THE ASSASSIN W: Frank Telford D: Phil Bondelli AMY PRENTISS 12- 1-74 BAPTISM OF FIRE (Peter Haskell & William Shatner) W: Michael Phillip Butler & Christopher Trumbo D: Jeffrey Hayden POLICE WOMAN 12-20-74 SHOEFLY St: Joshua Hanke & Daniel B. Ullman Scr: Edward DeBlasio D: Alvin Ganzer BARETTA 10-29-75 SET-UP CITY (Charles Durning) W: Michael Butler D: Curtis Harrington SWORD OF JUSTICE 10-14-78 THE DESTRUCTORS W: D: Curtis Harrington THE TWO-FIVE 4-14-78 (Pilot) (90) W: Robert A. Cinader & Joseph Polizzi D: Bruce Kessler 1- 7-79 THE BABYSITTERS St: Robert A. Cinader Scr: Cinader & Joseph Polizzi D: Jules Irving Suspense SUSPENSE See my article on Robert Mulligan. 7-29-52 THE CROOKED FRAME Scr: Mel Goldberg D: Robert Mulligan based on novel by: William P. McGivern 10-14-52 THE BLUE PANTHER Scr: Max Ehrlich D: Robert Mulligan based on the short story "Red Goose" (1934) by Norbert Davis 10-28-52 ALL HALLOW'S EVE Scr: Halsted Welles D: Robert Mulligan based on the short story "Markheim" by Robert Louis Stevenson 11-11-52 THE MOVING TARGET W: Robert Anderson D: Robert Mulligan 11-18-52 MONSIEUR VIDOCQ Scr: Victor Wolfson St: Dana Lee Thomas & Henry Thomas D: Robert Mulligan 12-30-52 THE INVISIBLE KILLER Scr: Basil Beyea D: Robert Mulligan based on the short story "Invisible Killer" (1951) by Bruno Skoggard 2- 3-53 MUTINY BELOW Scr: Raphael Hayes St: Cedric Mentiplay D: Robert Mulligan 2-17-53 THE QUARRY Scr: James P. Cavanagh St: Marc Brandel D: Robert Mulligan 3- 3-53 THE KISS-OFF Scr: Richard Lortz D: Robert Mulligan based on the short story "The Kiss-Off" (1951) by John P. Foran 4-28-53 F.O.B. VIENNA W: Raphael Hayes D: Robert Mulligan 6- 9-53 THE MAN WHO CRIED WOLF Scr: Robert Anderson St: Morton S. Fine & David Friedkin D: Robert Mulligan 7-28-53 THE DANCE Scr: James P. Cavanagh D: Robert Mulligan based on the short story "The Dance" (1926) by F. Scott Fitzgerald Highway Patrol HIGHWAY PATROL Costumes: Tommy Thompson 4- 2-56 MOTORCYCLE A (2 Motorcyclists in leather jackets, Clint Eastwood, undercover officer) W: Don Brinkley D: Lambert Hillyer 6-11-56 MISSING WITNESS (Reporter, Sgt. Corey, murder witness) W: Don Brinkley D: Lew Landers 12-17-56 MOTEL ROBBERY (Rhodes Reason as motel robber, Richard Tretter as motel manager) W: Laurence Heath D: Gilbert Kay 12-56 EX CON (reformed ex con runs gas station) W: Stuart Jerome D: Lambert Hillyer 57 COUNTERFEIT (print shop makes counterfeit payroll checks) W: Lou Huston D: Eddie Davis 1-14-57 MIGRANT WORKERS (Robbery, leather jackets) W: Don Brinkley D: Paul Guilfoyle 11-18-57 THE SNIPER (farm area killings, forensic detection, Jamie Russell as excon in uniform-like clothes) W: Bob Mitchell D: Jack Herzberg 12-23-57 CHAIN STORE (man robs chain stores he works for, William Bakewell) W: Don Clark D: Herbert L. Strock 1-13-58 MOTHER'S MARCH (handyman on motorcycle and in Perfecto jacket, steals funds) W: Ellis Marcus D: Herbert L. Strock 3-24-58 FEAR (Family man is secretly Polka Dot Bandit) W: Jack Rock D: Eddie Davis 4-21-58 CREDIT CARD (Thieves hijack cars and credit cards, attack gas stations) W: Jack Rock D: Eddie Davis 6- 9-58 HOSTAGE OFFICER (officer kidnapped, radio) W: Jack Rock D: Derwin Abrahams 11-24-58 TRAIN ROBBERY (train with payroll, remote station) W: Robert J. Shaw D: Jack Herzberg 2-23-59 FRAMED COP (William Boyett's Sergeant framed for revenge; train station finale) W: Nathan McGinnis D: Jack Herzberg 3-23-59 DIVERSION ROBBERY (Modern architecture, maze of fire roads, Ed Nelson) W: Lou Huston D: Derwin Abrahams 5-18-59 AUTO PRESS (killer in suit and leather coat, auto junkyard, roadblocks) W: Bob Mitchell D: Leon Benson 6-15-59 DETOUR TO DEATH (Fake cops detour then rob people) W: Joel Riordan D: Monroe P. Askins 59 CARGO HIJACK (Steve Ihnat as trucker in leather jacket, cross cutting) W: Richard Adam D: Lew Landers Naked City NAKED CITY 10-7-58 NICKEL RIDE W: Sterling Silliphant D: Douglas Heyes 10-28-58 VIOLENT CIRCLE W: Sterling Silliphant D: Douglas Heyes 11-18-58 BELVEDERE TOWER W: Robert Sylvester & John McKenzie D: William Beaudine 11-25-58 THE BIRD GUARD W: Sterling Silliphant D: William Beaudine 4-14-59 BAKER'S DOZEN W: Sterling Silliphant D: George Sherman 10-12-60 A DEATH OF PRINCES W: Sterling Silliphant D: John Brahm 11-16-60 KILLER WITH A KISS W: Leonard Praskins & Sloan Nibley D: Lamont Johnson 5-10-61 C3H5(NO3)3 W: Gilbert Ralston D: William A. Graham 6-14-61 THE DAY THE ISLAND ALMOST SANK W: Jerry Thomas D: William Conrad 11-15-61 WHICH IS JOSEPH CREELEY? W: Gilbert Ralston D: Arthur Hiller 5-23-62 THE MULTIPLICITY OF HERBERT KONISH W: Ernest Kinoy D: David Lowell Rich 11-28-62 DUST DEVIL ON A QUIET STREET St: Anthony Lawrence Scr: Anthony Lawrence & Howard Rodman D: George Sherman 12-19-62 SPECTRE OF THE ROSE STREET GANG St: Jerome Gruskin Scr: Alvin Sargent & Jerome Gruskin D: James Sheldon 1-30-63 BEYOND THIS PLACE THERE BE DRAGONS W: Shimon Wincelberg D: George Sherman The Detectives THE DETECTIVES C: Robert B. Harris 10-23-59 SHOT IN THE DARK W: Christopher Knopf D: Arnold Laven 10-30-59 THE HIDING PLACE W: Donald S. Sanford Alpert D: Joseph H. Lewis 4-29-60 FLOATING FACE DOWN W: Michael Plant D: Felix E. Feist 9-29-61 TOBEY'S PLACE W: Michael Morris D: Paul Wendkos Everglades! EVERGLADES! 10-30-61 PRIMER FOR PIONEERS W: Budd Schulberg D: Andrew V. McLaglen 1- 1-62 THE BRAND W: E.M. Parsons D: Jack Herzberg 1-15-62 FORCE TEN W: Stephen Kandel D: John Florea 4-10-62 KILLER IN CALICO W: Stuart Jerome D: Jack Herzberg Burke's Law THE DICK POWELL THEATER 9-26-61 WHO KILLED JULIE GREER? W: Frank D. Gilroy D: Robert Ellis Miller. This episode was the pilot for "Burke's Law". BURKE'S LAW C: Robert B. Harris Theme: Herschel Burke Gilbert Art Director: Bill Ross 9-20-63 WHO KILLED HOLLY HOWARD (pilot) W: Albert Beich & William H. Reight D: Hy Averback 9-27-63 WHO KILLED MR. X W: Lewis Reed D: Don Weis 10-11-63 WHO KILLED HARRIS CROWN (Don Taylor, Don Rickles) W: John Meredyth Lucas D: Don Weis 10-25-63 WHO KILLED ALEX DEBBS W: Harlan Ellison D: Don Weis 11- 1-63 WHO KILLED SWEET BETSY W: Edith Sommer D: Hy Averback 11-15-63 WHO KILLED WADE WALKER W: Bob O'Brien D: Stanley Z. Cherry 11-29-63 WHO KILLED THE KIND DOCTOR W: Edith Sommer D: Don Taylor 12-13-63 WHO KILLED CYNTHIA ROYAL (ok: but watching BL, "Right to Sing the Blues", Avalon as Beatnik) W: Jameson Brewer & Day Keene D: Charles Haas 12-20-63 WHO KILLED ELEANORA DAVIS (photography, golf pro) W: Don Taylor D: Hermann Hofmann 12-27-63 WHO KILLED BEAU STARR (pool, oxygen, Agnes Moorehead) W: John Meredyth Lucas D: David McDeardon 1-24-64 WHO KILLED MADISON COOPER W: Lewis Reed D: Jeffrey Hayden 1-31-64 WHO KILLED APRIL (Tim's Mother) W: Hans Beith D: Lewis Allen 2-14-64 WHO KILLED CARRIE CORNELL (William Shatner) W: Jay Drattler D: Bryan Paul 2-21-64 WHO KILLED HIS ROYAL HIGHNESS W: Gwen Bagni & Paul Dubov D: Don Weis 2-28-64 WHO KILLED MARTY KELSO (Hollywood agent, Glynis Johns, John Ericson) W: Tony Barrett D: Don Taylor 3-27-64 WHO KILLED MOLLY W: Albert Beich D: Don Weis 4-10-64 WHO KILLED ANNIE FORAN (Cassavetes) W: Tony Barrett D: Lewis Allen 4-24-64 WHO KILLED THE ELEVENTH BEST DRESSED WOMAN IN THE WORLD (all women; young movie star) W: Edith Sommer D: Don Weis 9-16-64 WHO KILLED THE SURF BROAD W: Tony Barrett D: Don Taylor 9-23-64 WHO KILLED VAUDEVILLE W: Gwen Bagni & Paul Dubov D & Choreo & Act: Gene Nelson 10-7-64 WHO KILLED THE HORNE OF PLENTY W: Tony Barrett D: Richard Kinon 10-28-64 WHO KILLED CORNELIUS GILBERT (Tim Kidnapped) W: Lewis Reed D: Don Taylor 11-11-64 WHO KILLED THE RICHEST MAN IN THE WORLD W: Stephen Kandel D: Gene Nelson 11-25-64 WHO KILLED THE TALL ONE IN THE MIDDLE (Poor, but bad singer, salesman) W: Tony Barrett D: Don Weis 12- 9-64 WHO KILLED 711 (Conried, Baking) W: Gwen Bagni & Paul Dubov D: Sidney Lanfield 12-23-64 WHO KILLED THE SWINGER ON A HOOK (Dick Clark, death list) W: Tony Barrett D: Lewis Allen 1- 6-65 WHO KILLED THE STRANGLER (Wrestling) W: Larry Gordon D: Sam C. Freedle 1-20-65 WHO KILLED THE TOY SOLDIER W: Lorenzo Semple Jr & Andrew McCullouch D: Jerry Hopper 1-27-65 WHO KILLED ROSIE SUNSET W: Tony Barrett D: Paul Wendkos 2-24-65 WHO KILLED THE 13TH CLOWN (trampoline, chase, Terry Thomas) W: Charles Hoffman D: Jerry Hopper 4-21-65 WHO KILLED THE JACKPOT W: Gwen Bagni & Paul Dubov D: Richard Kinon 4-28-65 WHO KILLED THE GRAND PIANO W: Larry Gordon D: Fred De Cordova Adam-12 ADAM-12 10-31-70 LOG 55: MISSING CHILD W: William P. McGivern D: Christian Nyby 3-18-71 LOG 106: POST TIME W: Stephen J. Cannell D: Christian Nyby 4-15-71 LOG 125: A SAFE JOB W: William P. McGivern D: Jean Yarbrough 1-10,17-73 CLEAR WITH A CIVILIAN (2-Part show) W: Stephen J. Cannell D: Dennis Donnelly 3-13-74 A CLINIC ON 18th STREET W: Joseph Calvelli D: Jack Webb 1-14-75 POT SHOT W: Jim Carlson D: Dennis Donnelly 4-1-75 GUS CORBIN W: Leo Gordon D: Dennis Donnelly Starsky & Hutch STARSKY & HUTCH C: David Rawley 9-10-75 SAVAGE SUNDAY W: Fred Freiberger D: Claude Ennis Starrett, Jr 9-24-75 DEATH RIDE W: Edward J. Lakso D: Gene Nelson 11- 5-75 THE BAIT St: James Schmerer & Dan Ballock Scr: Schmerer & Ballock & Lakso D: Ivan Dixon 11-19-75 CAPTAIN DOBEY, YOU'RE DEAD W: Michael Fischer D: Michael Schultz 12-17-75 SHOOTOUT W: David Harmon D: Fernando Lamas 1- 7-76 THE HOSTAGES W: Edward J. Lakso D: George McCowan 3- 3-76 A COFFIN FOR STARSKY W: Arthur Rowe D: George McCowan 10-23-76 NIGHTLIGHT W: Ron Friedman D: George W. Brooks 11- 6-76 THE SPECIALIST W: Robert Earll D: Fernando Lamas 11-20-76 TAP DANCING HER WAY RIGHT BACK INTO YOUR HEARTS W: Edward J. Lakso D: Fernando Lamas 12-18-76 IRON MIKE St: Arthur Norman Scr: Norman & Ron Friedman D: Don Weis 1-22,29-77 THE SET-UP W: Joe Reb Moffly D: George McCowan 2- 5-77 SURVIVAL W: Tim Maschler D: David Soul 4-15-77 STARSKY AND HUTCH ARE GUILTY W: David Harmon D: Bob Kelljan 1-25-78 A BODY WORTH GUARDING St: Sam Paley Scr: Edelstein & Paley D: Rick Edelstein 2-15-78 CLASS IN CRIME W: Don Patterson D: Paul Michael Glaser 5- 3-78 PARTNERS W: Rick Edelstein D: Charles Picerini 5-10-78 QUADROMANIA W: Anthony Yerkovich D: Rick Edelstein 9-19-78 THE GAME W: Tim Maschler D: Leo Penn 11-14-78 DANDRUFF W: Ron Friedman D: Sutton Roley 11-28-78 THE GROUPIE W: Robert Dellinger D: Nick Colasanto 1- 6-79 THE GOLDEN ANGEL W: Joe Reb Moffly D: Sutton Roley Amateur Sleuths MR. & MRS. NORTH (See my article on the creators of the Norths, Frances and Richard Lockridge.) 6-19-53 MURDER ON THE MIDWAY W: Buckley Angell D: Ralph Murphy 2-23-54 HAND PAINTED MURDER St: Donn Mullally Scr: Charles Belden & Lee Erwin D: Lew Landers CORONET BLUE 5-29-67 A TIME TO BE BORN W: Albert Ruben D: Paul Bogart 6-12-67 THE ASSASSINS W: Albert Ruben D: Lamont Johnson 7-10-67 FACES W: Alvin Sargent D: Robert Stevens THE SNOOP SISTERS 12-18-72 FEMALE INSTINCT (PILOT) St: Leonard Stern & Alan Sharp Scr: Leonard Stern & Hugh Wheeler D: Leonard Stern 12-19-73 CORPSE AND ROBBERS St: Don Ingalls Scr: Leonard Stern D: Leonard J. Horn 3- 5-74 THE DEVIL MADE ME DO IT! W: Tony Barrett & Robert Foster D: Leonard J. Horn Ellery Queen ELLERY QUEEN Please see my article on mystery writer Ellery Queen. 3-23-75 ELLERY QUEEN / TOO MANY SUSPECTS (Pilot) (120) Scr: Richard Levinson & William Link D: David Greene based on the novel "The Fourth Side of the Triangle" by Ellery Queen 10- 9-75 THE ADVENTURE OF THE 12TH FLOOR EXPRESS W: David H. Balkan & Alan Folsom D: Jack Arnold 10-19-75 THE ADVENTURE OF MISS AGGIE'S FINAL PERFORMANCE St: Fischer, Richard Levinson & William Link Scr: Peter S. Fischer D: James Sheldon 10-30-75 THE MAD TEA PARTY Scr: Peter S. Fischer D: James Sheldon Based on the short story by: Ellery Queen 11-13-75 THE ADVENTURE OF VERONICA'S VEILS W: Robert Pirosh D: Seymour Robbie 2- 8-76 THE ADVENTURE OF THE SINISTER SCENARIO W: Robert Pirosh D: Peter H. Hunt The Hardy Boys/Nancy Drew Mysteries THE HARDY BOYS 2-13-77 THE MYSTERY OF THE WITCHES HOLLOW W: Michael Sloan D: Ronald G. Satlof 3- 6-77 THE DISAPPEARING FLOOR W: Larry Alexander D: Fernando Lamas 3-27-77 THE FLICKERING TORCH MYSTERY W: James Henerson D: Ivan Dixon 9-11,18-77 THE HARDY BOYS AND NANCY DREW MEET DRACULA W: Glen A. Larson & Michael Sloan D: Joseph Pevney 11- 6-77 THE STRANGE FATE OF FLIGHT 608 W: Christopher Crowe D: Ronald G. Satlof 1-22-78 THE HOUSE ON POSSESSED HILL W: Michael Sloan D: Daniel Haller 5- 7-78 THE CAMPUS TERROR St: Mark Griffiths & Steven Ujnaki Scr: Griffiths, Ujnaki & Christopher Crowe D: Jack Arnold NANCY DREW 5- 1-77 THE MYSTERY OF THE GHOSTWRITER'S CRUISE St: Susan Woolen Scr: Michael Sloan D: Alvin Ganzer 1- 1-78 THE LADY ON THURSDAY AT TEN (Hutch: Brian Culhane Chico: Ron Enriquez) W: Christopher Crowe D: Joseph Pevney Private Eyes PILOTS 1958? THE FAT MAN W: Ivan Goff & Ben Roberts D: Joseph H. Lewis MIKE HAMMER 7-12-58 FINAL CURTAIN St: Richard Ellington Scr: Frank Kane D: Richard Irving 7-26-58 IT'S AN ART W: Frank Kane D: Boris Sagal 8-30-58 NO BUSINESS LIKE ----- W: Fenton Earnshaw D: Boris Sagal RICHARD DIAMOND, PRIVATE DETECTIVE 5- 3-59 CROWN OF SILLA W: Gene Levitt D: Lamont Johnson CHECKMATE 3- 7-62 THE HEART IS A HANDOUT W: Sy Salkowitz D: Tom Gries T.H.E. CAT 12-30-66 THE RING OF ANASIS W: Herman Miller D: Jacques Tourneur LONGSTREET The series is based on characters created by mystery writer Baynard Kendrick. 2-23-71 PILOT W: Stirling Silliphant D: Joseph Sargent BANACEK 10-11-72 NO SIGN OF THE CROSS (90) St: Howard Browne & Robert Presnell Jr Scr: Presnell D: Daryl Duke 11-21-73 THE THREE MILLION DOLLAR PIRACY St: Jack Turley Scr: Stanley Ralph Ross & Robert Van Scoyk D: Andrew V. McLaglen BARNABY JONES 2- 4-73 TO CATCH A DEAD MAN W: Benjamin Masselink D: William Hale 10-7-73 DAY OF THE VIPER W: Barry Oringer D: Walter Grauman 2-10-74 A GOLD RECORD FOR MURDER W: Larry Brody D: George McCowan 2-24-74 RENDEZVOUS WITH TERROR W: Calvin Clements Jr. D: Seymour Robbie 3- 3-74 DARK LEGACY W: Robert W. Lenski D: Gene Nelson 3-24-74 IMAGE IN A CRACKED MIRROR W: Gerald Sanford D: William Hale 4- 1-75 JEOPARDY FOR TWO W: Carey Wilber D: Michael Caffey 11-18-76 BAND OF EVIL W: Robert W. Lenski D: Walter Grauman THE ROCKFORD FILES 12- 1-78 A FAST COUNT W: Gordon Dawson D: Reza Badiyi 10-19, 26- 79 ONLY ROCK 'N' ROLL WILL NEVER DIE (2 part) W: David Chase D: William Wiard VEGAS 1-10-79 KILL DAN TANNA W: Larry Forrester D: Curtis Harrington 10-3-79 MIXED BLESSINGS (Cassie Yates as Nun) W: David Harmon D: Cliff Bole Peter Gunn PETER GUNN 9-22-58 THE KILL (Pilot) W & D: Blake Edwards 9-29-58 STREETCAR JONES W: Al C. Ward D: Blake Edwards 12-22-58 SISTERS OF THE FRIENDLESS W: Henry F. Greenberg & Malvin Wald D: David Orrick McDearmon 12-29-58 THE LEAPER W: Robert Blees D: Paul Stewart 2- 2-59 MURDER ON THE MIDWAY St: Blake Edwards Scr: Blake Edwards & P.K. Palmer D: David Orrick McDearmon 2-23-59 EDIE FINDS A CORPSE St: Blake Edwards Scr: P.K. Palmer D: Walter Grauman 3- 9-59 THE UGLY FRAME St: George & Gertrude Fass Scr: George & Gertrude Fass & Lewis Reed D: Jack Arnold 3-23-59 KEEP SMILING St: Lester Pine Scr: Lester Pine & Lewis Reed D: Jack Arnold 6-15-59 THE PORTRAIT W: Irwin Winehouse & A. Sanford Wolfe D: Boris Sagal 10-12-59 THE COMIC W & D: Blake Edwards 10-19-59 DEATH IS A RED ROSE St: Blake Edwards Scr: Tony Barrett & Lewis Reed D: Boris Sagal 11-16-59 KIDNAP St: Blake Edwards Scr: Tony Barrett & Lewis Reed D: Boris Sagal 4-18-60 WINGS OF AN ANGEL W: Tony Barrett D: Lamont Johnson 12-26-60 A TENDER TOUCH W: Tony Barrett & Lewis Reed D: Robert Gist 1-30-61 DEATH IS A SORE LOSER W: Tony Barrett D: Robert Gist 3- 6-61 THE DEEP END W: Bill A. McCormack D: Robert Gist 5-22-61 A MATTER OF POLICY W: Tony Barrett & Steffi Barrett D: Robert Gist MR. LUCKY 12-26-59 HIJACKED St: Arthur A. Ross Scr: Arthur A. Ross & Tony Barrett & Lewis Reed D: Lamont Johnson Warner Brothers Private Eyes 77 SUNSET STRIP 11-7-58 THE BOUNCING CHIP W: Leonard Lee D: Leslie H. Martinson 11-14-58 TWO AND TWO MAKE SIX W: Frank Gruber D: James V. Kern 12-12-58 VICIOUS CIRCLE St: Jack Emanuel & James Barnett Scr: Richard Macaulay & Frederick Brady D: Leslie H. Martinson 6- 3-60 THE SILENT CAPER W & D: Roger Smith BOURBON STREET BEAT 10-5-59 THE TASTE OF ASHES Scr: Charles Hoffman & Al C. Ward D: Leslie H. Martinson based on novel "The Taste of Ashes" (1957) by Howard Browne 10-12-59 THE MOURNING CLOAK W: Sig Herzig D: James V. Kern 10-19-59 TORCH SONG FOR TRUMPET W: James Barnett & Leo Townsend D: Leslie H. Martinson 11-9-59 THE TIGER MOTH W: Marie Baumer D: James V. Kern 1-11-60 INSIDE MAN Scr: Howard Browne D: Leslie H. Martinson based on film "White Heat" 3- 7-60 TARGET OF HATE St: Richard Matheson Scr: Richard Matheson & William L. Stuart D: Leslie H. Martinson 3-28-60 WALL OF SILENCE W: Sam Ross D: Charles R. Rondeau 4-18-60 IF A BODY St: Irving Elman Scr: Irving Elman & Charles Hoffman D: Leslie H. Martinson 5- 2-60 LAST EXIT St: Douglas Heyes Scr: W. Hermanos D: Leslie H. Martinson SURFSIDE 6 10-3-60 COUNTRY GENTLEMAN St: M.L. Schumann Scr: M.L. Schumann & Anne Howard Bailey D: Irving J. Moore 10-17-60 THE CLOWN St: Lee Loeb Scr: Lee Loeb & Richard Lederer D: Leslie H. Martinson HAWAIIAN EYE 12-7-60 SWAN SONG FOR A HERO St: Leonard Brown Scr: William Bruckner D: Leslie H. Martinson Johnny Staccato JOHNNY STACCATO 9-10-59 THE NAKED TRUTH W: Richard Berg D: Joseph Pevney 9-19-59 MURDER FOR CREDIT St: Laurence E. Mascott Scr: Richard Carr & Laurence E. Mascott D: John Cassavetes 11-26-59 THE POET'S TOUCH W: Roger Hector & Hollis Alpert D: Robert Parrish 1-21-60 NIGHT OF JEOPARDY St: Everett Chambers Scr: Richard Carr & Everett Chambers D: John Cassavetes Honey West HONEY WEST This series was a spin-off from "Burke's Law". C: Robert B. Harris 10-1-65 THE ABOMINABLE SNOWMAN W: Gwen Bagni & Paul Dubov D: Paul Wendkos 10-15-65 LIVE A LITTLE, KILL A LITTLE W: Tony Barrett D: Murray Golden 10-22-65 WHATEVER LOLA WANTS W: William Bast D: John Peyser 10-29-65 THE PRINCESS AND THE PAUPERS W: Leonard Stadd D: Virgil W. Vogel 11-19-65 A NEAT LITTLE PACKAGE W: Gwen Bagni & Paul Dubov D: Murray Golden 12-31-65 A NICE LITTLE TILL TO TAP W: Tony Barrett D: Jerry Hopper 1-14-66 KING OF THE MOUNTAIN W: Jay Simms D: Thomas Carr 1-28-66 THE PERFECT UN-CRIME W: Ken Kolb D: Sidney Miller 2- 4-66 LIKE VISIONS AND OMENS AND ALL THAT JAZZ W: Tony Barrett D: John Florea 2-18-66 COME TO ME MY LITIGATION BABY W: Gwen Bagni & Paul Dubov D: Thomas Carr 3- 4-66 THE FUN-FUN KILLER W: Arthur Weingarten D: Murray Golden 3-18-66 LITTLE GREEN ROBIN HOOD W: Ken Kolb D: Sidney Miller 3-25-66 JUST THE BEAR FACTS, MA'AM W: Gwen Bagni & Paul Dubov D: James H. Brown 4- 1-66 THERE'S A LONG, LONG, FUSE A'BURNING W: Gwen Bagni & Paul Dubov D: Thomas Carr Mannix Please see my article on Mannix MANNIX 9-28-68 THE SILENT CRY W: Arthur Weiss D: Don Taylor 11-9-68 EDGE OF THE KNIFE W: Stephen Kandel D: Stuart Hagmann 12-7-68 NIGHT OUT OF TIME St: Jerome Ross Scr: Jerome Ross & Warren Duff D: John Llewellyn Moxey 12-14-68 A VIEW OF NOWHERE St: Stephen Kandel & Stanley Adams & George F. Slavin Scr: Stephen Kandel D: John Llewellyn Moxey 1-25-69 SHADOW OF A MAN W: Stephen Kandel D: Sutton Roley 2- 1-69 THE GIRL WHO CAME IN WITH THE TIDE W: Ben Roberts & Don Mankiewicz D: Gerald Mayer 10-18-69 PLAYGROUND W: Ed Adamson D: Paul Krasny 11-8-69 A SLEEP IN THE DEEP W: John Meredyth Lucas D: Gerald Mayer 11-22-69 MEMORY: ZERO W: Lionel E. Siegel & Hendrik Vollaerts D: Harry Harvey Jr. 12-6-69 THE SOUND OF DARKNESS W: Barry Trivers D: Corey Allen 3- 7-70 MURDER REVISITED St: Ed Adamson & Orville H. Hampton Scr: Ed Adamson D: Harvey Hart 10-10-70 FIGURES IN A LANDSCAPE W: Donn Mullally D: Paul Krasny 11-14-70 SUNBURST W: Stephen Kandel D: John Llewellyn Moxey 1- 9-71 WHAT HAPPENED TO SUNDAY? W: Frank Telford D: Paul Krasny 2- 6-71 A GATHERING OF GHOSTS St: Max Hodge Scr: John Meredyth Lucas D: Reza Badiyi 2-20-71 VOICE IN THE DARK W: Edward J. Lakso D: Paul Krasny 9-15-71 DARK SO EARLY, DARK SO LONG W: Robert W. Lenski D: John Llewellyn Moxey 9-22-71 COLD TRAIL St: Boris Sobelman & Ed Waters Scr: Ed Waters D: Barry Crane 10-13-71 WOMAN IN THE SHADOWS W: Karl Tunberg D: Paul Krasny 10-27-71 RUN TILL DARK W: Daniel B. Ullman D: Murray Golden 2- 9-72 A WALK IN THE SHADOWS W: Edward J. Lakso D: Paul Krasny 2-16-72 LIFELINE W: Daniel B. Ullman D: Leslie H. Martinson 11-19-72 HARVEST OF DEATH W: Jerry Thomas D: Paul Krasny 12-3-72 LOST SUNDAY St: Ellis Marcus Scr: Marcus & Alex Hayes D: Reza Badiyi Cannon CANNON 10-5-71 COUNTRY BLUES W: Ronald Austin & James D. Buchanan D: Allen Reisner 11-9-71 DEAD PIGEON St: George Kirgo & James D. Buchanan & Ronald Austin Scr: James D. Buchanan & Ronald Austin D: Don Taylor 1-31-73 MOVING TARGET W: Worley Thorne D: Lawrence Dobkin 2-14-3 TO RIDE A TIGER W: Robert W. Lenski D: Virgil W. Vogel 2-28-73 THE SEVENTH GRAVE W: E. Arthur Kean D: John Badham 10-31-73 PERFECT ALIBI W: Jack Guss & Ray Brenner D: Robert Douglas 9-18-74 THE HIT MAN W: Robert Heverly D: William Wiard 12-4-74 THE SOUNDS OF SILENCE St: Stephen Kandel Scr: Stephen Kandel & Anthony Spinner D: George McCowan 12-18-74 DADDY'S LITTLE GIRL W: Larry Alexander D: Leslie H. Martinson 2- 5-75 MISSING AT FL307 W: Carey Wilber D: William Wiard 12-17-75 THE GAMES CHILDREN PLAY St: Jack Turley Scr: Albert Aley D: William Wiard 2-11-76 SNAPSHOT W: Leonard Kantor D: Michael Caffey U.N.C.L.E. THE MAN FROM U.N.C.L.E. 10-20-64 THE DEADLY GAMES AFFAIR W: Dick Nelson D: Alvin Ganzer 10-27-64 THE GREEN OPAL AFFAIR W: Robert E. Thompson D: John Peyser 2- 8-65 THE SECRET SCEPTRE AFFAIR W: Anthony Spinner D: Mark Daniels 3- 1-65 THE SEE PARIS AND DIE AFFAIR St: Peter Allan Fields & Sheldon Stark Scr: Fields D: Alf Kjellin 3-15-65 THE HONG KONG SHILLING AFFAIR (Glenn Corbett as an American in Hong Kong) W: Alan Caillou D: Alvin Ganzer 3-22-65 THE NEVER-NEVER AFFAIR (Barbara Feldon & Caesar Romero) W: Dean Hargrove D: Joseph Sargent 11-12-65 THE DEADLY TOYS AFFAIR (Jay North as child genius) W: Robert Hill D: John Brahm 4- 8-66 THE MINUS-X AFFAIR W: Peter Allan Fields D: Barry Shear 4-15-66 THE INDIAN AFFAIRS AFFAIR W: Dean Hargrove D: Alf Kjellin 9-23-66 THE SORT OF DO IT YOURSELF DREADFUL AFFAIR W: Harlan Ellison D: E. Darrell Hallenbeck 4-14-67 THE CAP AND GOWN AFFAIR W: Stanford Sherman D: George Waggner 10-16-67 THE MASTER'S TOUCH AFFAIR W: Boris Sobelman D: John Brahm THE GIRL FROM U.N.C.L.E. 1-17-67 THE MOULIN RUSE AFFAIR St: Jay Simms Scr: Simms & Fred Eggers D: Barry Shear 2-7-67 THE FOUNTAIN OF YOUTH AFFAIR St: Robert Bloch & Richard De Roy Scr: Richard De Roy D: E. Darrell Hallenbeck 3-28-67 THE U.N.C.L.E. SAMURAI AFFAIR (Story) W: Tony Barrett D: Alf Kjellin Spies IT TAKES A THIEF C: Burton Miller 2-20-68 TOTALLY BY DESIGN St; Alvin Sapinsley Scr; Dean Hargrove & Alvin Sapinsley D: Michael Caffey 2-27-68 WHEN THIEVES FALL IN W: Leslie Stevens D: Don Weis 10-1-68 A SOUR NOTE St: Gene L. Coon & Mort Zarcoff Scr: Gene L. Coon D: Don Weis 1-26-70 TOUCH OF MAGIC W: Oscar Brodney D: Gerd Oswald MISSION IMPOSSIBLE 9-25-71 ENCORE (William Shatner) W: Harold Livingston D: Paul Krasny ASSIGNMENT VIENNA 1-13-73 THERE WAS AN OLD WOMAN W: Mark Rogers D: Alexander Singer Lawyers PUBLIC DEFENDER 8-16-54 THINK NO EVIL W: Wiliiam P. Rousseau D: Budd Boetticher MYSTERY WRITERS THEATRE 6-29-57 AND THE BIRDS STILL SING Scr: Gene Wang D: Gerd Oswald based on a story by: Craig Rice LOCK UP 2- 6-60 THE CASE OF FRANK CROTTY W: Tom Gries D: Otto Lang THE DEFENDERS 1-25-61 THE TREADMILL W: Peter Stone & James Yaffe D: Don Richardson 11-24-62 THE INVISIBLE BADGE W: William Woolfolk D: John Newland 12-22-62 GRANDMA TNT W: David Karp D: Elliot Silverstein 4-20-63 JUDGMENT EVE W: Reginald Rose D: David Greene 12-21-63 OLD LADY IRONSIDES W: Robert Van Scoyk D: Paul Bogart CAIN'S HUNDRED 2- 6-62 MURDR BY PROXY: EARL KLEGG W: Franklin Barton D: Elliot Silverstein 4-10-62 INSIDE TRACK W: S.S. Schweitzer D: John Peyser PILOTS 9-9-68 HIGHER AND HIGHER, ATTORNEYS AT LAW W: Irving Gaynor Nieman D: Paul Bogart Created by: Nieman & Jacqueline Babbin THE D.A. 10-22-71 THE PEOPLE VERSUS SLOVICK W: Stephen J. Cannell D: Harry Harris THE EDDIE CAPRA MYSTERIES 10-6-78 MURDER ON THE FLIP SIDE W: Lee Sheldon D: Nicholas Sgarro Perry Mason PERRY MASON Please see my article on mystery writer Erle Stanley Gardner. 5-28-60 THE CASE OF THE IRATE INVENTOR W: Marianne Mosner & Francis Rosenwald D: Gerald Mayer 4- 8-61 THE CASE OF THE COWARDLY LION W: Jonathan Latimer D: Arthur Marks 5-20-61 THE CASE OF THE DUPLICATE DAUGHTER Scr: Samuel Newman D: Arthur Marks based on the 1960 novel by Erle Stanley Gardner 4-28-62 THE CASE OF THE COUNTERFEIT CRANK W: Robert Leslie Bellem D: Jerry Hopper 11-1-62 THE CASE OF THE DODGING DOMINO W: Charles Lang D: Arthur Marks 1- 3-63 THE CASE OF THE SHOPLIFTER'S SHOE Scr: Jackson Gillis D: Arthur Marks based on the 1938 novel by Erle Stanley Gardner 1-31-63 THE CASE OF CONSTANT DOYLE W: Jackson Gillis D: Allen H. Miner 10-15-64 THE CASE OF THE SLEEPY SLAYER W: Samuel Newman D: Jesse Hibbs 9-19-65 THE CASE OF THE FATAL FORTUNE W: William Bast D: Arthur Marks 10-31-65 THE CASE OF THE 12TH WILDCAT W: Ernest Frankel D: Jesse Hibbs THE NEW PERRY MASON 1-20-74 THE CASE OF THE VIOLENT VALLEY (Strikers; series pilot) W: William Bast D: Herb Wallerstein PERRY MASON 1-21-90 THE CASE OF THE POISONED PEN W: George Eckstein D: Christian I. Nyby II 3-11-90 THE CASE OF THE DESPERATE DECEPTION W: George Eckstein D: Christian I. Nyby II Alfred Hitchcock Please see my articles on Alfred Hitchcock, Joseph M. Newman, Charlotte Armstrong. ALFRED HITCHCOCK PRESENTS Ph: Lionel Lindon 11-13-55 BREAKDOWN St: Louis Pollock Scr: Francis Cockrell & Louis Pollock D: Alfred Hitchcock 12-11-55 GUILTY WITNESS Scr: Robert C. Dennis D: Robert Stevens based on a story by: Morris Hershman 2-24-57 THE END OF INDIAN SUMMER Scr: James Cavanagh D: Robert Stevens based on a story by: Maurice Baudin Jr. 3-17,24,31-57 I KILLED THE COUNT Scr: Francis Cockrell D: Robert Stevens based on a story by: Alec Coppel 3-16-58 THE FOGHORN Scr: Frank Gabrielson D: Robert Stevens based on a story by: Gertrude Atherton 9-27-59 ARTHUR Scr: James Cavanagh D: Alfred Hitchcock based on a story by: Arthur Williams 10-11-60 VERY MORAL THEFT St: Jack Dillon Scr: Allan Gordon D: Norman Lloyd 10-25-60 THE FIVE-FORTY-EIGHT Scr: Charlotte Armstrong D: John Brahm based on a story by: John Cheever 3-14-61 THE HORSEPLAYER W: Henry Slesar D: Alfred Hitchcock 11-7-61 KEEP ME COMPANY W: Henry Slesar based on his story D: Alan Crosland Jr. THE ALFRED HITCHCOCK HOUR 3- 1-63 DIAGNOSIS: DANGER W: Roland Kibbee D: Sydney Pollack 10-11-62 I SAW THE WHOLE THING Scr: Henry Slesar D: Alfred Hitchcock based on a story by: Henry Cecil 3-10-63 DEAR UNCLE GEORGE St: Richard Link & William Levinson Scr: James Bridges & Richard Link & William Levinson D: Joseph M. Newman 3-24-63 DEATH OF A COP Scr: Leigh Brackett D: Joseph M. Newman based on the novel by: Douglas Warner 4-12-63 DEATH AND THE JOYFUL WOMAN Scr: James Bridges D: John Brahm based on the novel by: Edith Pargeter 1-10-64 THE GENTLEMAN CALLER Scr: James Bridges D: Joseph M. Newman based on a story by: Veronica Parker Johns 12-21-64 MEMO FROM PURGATORY W: Harlan Ellison D: Joseph Pevney Danger Man / Secret Agent DANGER MAN / SECRET AGENT 9-11-60 VIEW FROM THE VILLA W: Brian Clemens and Ralph Smart D: Terry Bishop 9-18-60 TIME TO KILL (Series pilot) W: Brian Clemens and Ian Stuart Black D: Ralph Smart 9-25-60 JOSETTA W: Ralph Smart D: Michael Truman 10-30-60 THE LONELY CHAIR W: John Roddick and Ralph Smart D: Charles Frend 11-6-60 THE SANCTUARY W: John Roddick and Ralph Smart D: Charles Frend 11-20-60 THE KEY St: Ralph Smart Scr: Jack Whittingham D: Seth Holt 12-4-60 THE PRISONER W: Ralph Smart and Robert Stewart D: Terry Bishop 12-18-60 COLONEL RODRIGUEZ W: Ralph Smart D: Julian Aymes 1-15-61 THE GIRL WHO LIKED GIs W: Marc Brandel and Ralph Smart D: Michael Truman 2- 5-61 THE CONSPIRATORS W: Ralph Smart and John Roddick D: Michael Truman 4-9-61 THE GALLOWS TREE W: Ralph Smart and Marc Brandel D: Michael Truman 4-16-61 THE RELAXED INFORMER W: Ralph Smart and Robert Stewart D: Anthony Bushell 5-21-61 THE CONTESSA W: John Roddick and Ralph Smart D: Terry Bishop 11-24-64 THE COLONEL'S DAUGHTER W: David Weir D: Philip Leacock 12-8-64 NO MARKS FOR SERVILITY W: Ralph Smart D: Don Chaffey 12-29-64 A DATE WITH DORIS W: Philip Broadley D: Quentin Lawrence 1- 5-5 THAT'S TWO OF US SORRY W: Jan Read D: Quentin Lawrence 1-12-65 SUCH MEN ARE DANGEROUS W: Ralph Smart D: Don Chaffey 2- 2-65 A ROOM IN THE BASEMENT W: Ralph Smart D: Don Chaffey 3-16-65 PARALLEL LINES SOMETIMES MEET W: Malcolm Hulke D: Don Chaffey 11-25-65 ENGLISH LADY TAKES LODGERS W: David Stone D: Michael Truman Mystery: British Isles COLONEL MARCH OF SCOTLAND YARD 2-18-56 THE SILVER CURTAIN Scr: Leslie Slote D: Bernard Knowles based on the short story by John Dickson Carr. MAIGRET 12-12-60 A MAN OF QUALITY Scr: Giles Cooper D: Gerard Glaister based on the novel M. Gallet décédé (Maigret Stonewalled) (1931) by Georges Simenon 1-16-61 THE CACTUS Scr: Roger Burford D: Eric Tayler based on the novel Maigret en meublé (Maigret Takes a Room) (1951) by Georges Simenon THE SAINT 12-20-62 THE CHARITABLE COUNTESS Scr: Gerald Kelsey & Dick Sharples D: Jeremy Summers based on the story by: Leslie Charteris 11-13-64 THE SAINT STEPS IN Scr: John Kruse D: John Gilling based on the novel by: Leslie Charteris GIDEON'S WAY 10-17-64 THE 'V' MEN St: John Creasey, based on his novel "Gideon's Vote" (1964) Scr: Alun Falconer D: Cyril Frankel 12-5-64 THE LADY-KILLER St: John Creasey, based on his novel "Gideon's Month" (1958) Scr: David T. Chantler D: Leslie Norman 2- 3-65 THE THIN RED LINE W: Iain MacCormick D: Cyril Frankel THE AVENGERS 1-18-67 THE FEAR MERCHANTS W: Phillip Levine D: Gordon Flemyng 1-25-67 ESCAPE IN TIME W: Phillip Levine D: John Krish 2-15-67 THE WINGED AVENGER W: Richard Harris D: Peter Duffell & Gordon Flemyng 4-15-67 A FUNNY THING HAPPENED ON THE WAY TO THE STATION (Warren: Dyson Lovell) W: "Brian Sheriff" (Roger Marshall & Brian Clemens) D: John Krish 10-30-68 SUPER-SECRET CYPHER SNATCH W: Tony Williamson D: John Hough THE PERSUADERS! 10- 9-71 THE MAN IN THE MIDDLE (Terry Thomas) W: Donald James D: Leslie Norman Westerns: Overview and Bookmarks These bookmarks take you to sections of this article: Best Western TV Shows: Westerns: Black & White \| Gunsmoke \| Wyatt Earp \| Have Gun - Will Travel \| Rawhide \| Jim Bowie \| Bat Masterson \| Wagon Train \| Cheyenne \| Maverick \| Lawman \| The Rifleman \| The Virginian \| The Big Valley \| Bonanza \| Laredo \| The Wild Wild West \| Alias Smith and Jones \| Westerns: Color \| Wildside \| The Young Riders \| Westerns, 1980-1993 Western works that also serve as mystery stories are marked with a . Please see this list of links, to my articles on Television Westerns. Please see also my list of Television Westerns on Civil Rights. Westerns: Black & White CISCO KID 1-18-53 GUN TOTIN' PAPA (A clerk is mistaken for an outlaw) W: J. Benton Cheney D: Sobey Martin 3- 1-53 THE PHOTO STUDIO (A lawman is killed while being photographed) W: J. Benton Cheney D: Sobey Martin GENE AUTRY 12-22-51 GALLOPING HOOFS W: Dwight Cummins D: George Archainbaud 2- 1-52 THE WESTERN WAY W: Norman Hall D: George Archainbaud 9-22-53 STEEL RIBBON W: Robert Schaefer & Eric Freiwald D: William Berke 8-24-54 THE CARNIVAL COMES WEST W: Buckey Angell D: Ross Lederman (Clayton Moore as carnival owner) 9-29-54 BOOTS AND BALLOTS W: Robert Schaefer & Eric Freiwald D: George Archainbaud 10-2-54 OUTLAW WARNING W: Robert Schaefer & Eric Freiwald D: George Archainbaud 10-29-55 THE GOLDEN CHARIOT W: Maurice Geraghty D: Ray Nazarro THE RANGE RIDER 53 MARSHAL FROM MADERO W: Joseph F. Poland D: William Berke 53 THE CHASE W: Edward Llewellyn D: Frank McDonald 53 OUTLAW TERRITORY W: Oliver Drake D: William Berke COWBOY G-MEN 1-17-53 HANG THE JURY St: Henry B. Donovan Scr: Orville H. Hampton D: Reg Browne SCHLITZ PLAYHOUSE 7-24-53 KNAVE OF HEARTS W: Herbert Moulton & Robert Leslie Bellem D: Ted Post STAGE 7 5- 8-55 BILLY AND THE BRIDE St: Joseph Cochran Scr: Joseph Cochran & Laszlo Gorog D: Roy Kellino LUKE AND THE TENDERFOOT 8- 6-55 THE BOSTON KID W: and Producer: Steve Fisher D: Montgomery Pittman FRONTIER 9-25-55 PAPER GUNMAN W: and Creator: Morton S. Fine & David Friedkin D: Don Siegel 3- 4-56 THE ASSASSIN W: and Creator: Morton S. Fine & David Friedkin D: Bernard L. Kowalski TALES OF WELLS FARGO 3-24-58 THE NEWSPAPER W: Steve Fisher D: Earl Bellamy 3-31-58 SPECIAL DELIVERY W: Samuel A. Peeples D: Earl Bellamy TRACKDOWN C: Robert B. Harris 2- 7-58 YOUNG GUN W: Daniel B. Ullman D: Thomas Carr 5- 9-58 THE END OF THE WORLD W: John Robinson D: Don McDougall 9- 9-59 BACK TO CRAWFORD W: Robert Culp D: R.G. Springsteen WANTED: DEAD OR ALIVE C: Robert B. Harris 1-10-59 SIX-UP TO BANNACH W: John Robinson D: Thomas Carr 3-14-59 RAILROADED W: D.D. Beauchamp & Mary M. Beauchamp D: Thomas Carr 3-21-59 DOUBLE FEE W: Ellis Marcus D: Don McDougall 1- 2-60 MENTAL LAPSE St: William F. Nolan Scr: John Tomerlin D: Thomas Carr 1-30-60 JASON St: John Robinson Scr: D. D. Beauchamp & Mary M. Beauchamp D: George Blair 10-19-60 THE TWAIN SHALL MEET W: Norman Katkov D: Richard Donner PONY EXPRESS 59 WRONG ROPE W: Budd Lesser D: Jean Yarbrough THE WESTERNER 10-21-60 BROWN W: Bruce Geller D: Sam Peckinpah 11-11-60 THE COURTING OF LIBBY W: Bruce Geller D: Sam Peckinpah 12-30-60 THE PAINTING W: Bruce Geller D: Sam Peckinpah WHISPERING SMITH 10-2-61 THE INTERPRETER W: Lawrence Menkin D: Christian Nyby THE DEPUTY C: Vincent Dee 2-11-61 THE SHACKLED TOWN W: Clarke Reynolds D: Tay Garnett 4- 8-61 TENSION POINT W: Clarke Reynolds D: Tay Garnett THE REBEL 3-27-60 FAIR GAME W: Richard Newman D: Irvin Kershner * DESTRY 3-13-64 THE NICEST GIRL IN GOMORRAH (Patricia Barry) W: Dave Lewis and Andy Lewis D: Bernard Girard DANIEL BOONE 12-10-64 POMPEY D: David Duncan D: Joseph H. Lewis 10-10-68 THE DANDY (David Watson as artist) W: Merwin Gerard D: William Wiard BRANDED 1-31-65 THE VINDICATORS W: Larry Cohen D: Joseph H. Lewis 3- 7-65 COWARD STEPS ASIDE St: Larry Cohen Scr: John Wilder & Jerry Ziegman D: Harry Harris Gunsmoke GUNSMOKE 12-24-55 MAGNUS St: John Meston D: Charles Marquis Warren 12-1-56 GREATER LOVE St: John Meston Scr: Winston Miller D: Ted Post 8-18-56 UNMARKED GRAVE W: Herbert Little, Jr. & David Victor D: Ted Post 4- 6-57 THE PHOTOGRAPHER W: John Dunkel D: William D. Russell 12-7-57 COWS AND CRIBS St: John Meston Scr: Kathleen Hite D: Richard Whorf 12-21-57 KITTY LOST W: John Meston D: Ted Post 12-13-58 ROBBER BRIDEGROOM W: John Meston D: Richard Whorf 2- 7-59 KITTY'S REBELLION St: Marian Clark Scr: John Meston D: Jesse Hibbs 4- 4-59 FAWN W: John Meston D: Andrew V. McLaglen 4-18-59 MURDER WARRANT W: John Meston D: Andrew V. McLaglen 10-3-59 JOHNNY RED St: Les Crutchfield Scr: John Meston D: Buss Kulik 10-31-59 SALUDOS St: Les Crutchfield Scr: John Meston D: Andrew V. McLaglen * 12-26-59 THICK 'N' THIN St: Les Crutchfield Scr: John Meston D: Stuart Heisler 3-18-61 OLD FACES W: John Meston D: Harry Harris 12-3-61 A MAN A DAY W: John Meston D: Harry Harris * 10-13-62 JENNY W: John Meston D: Andrew V. McLaglen 1-26-63 THE BAD ONE W: Gwen Bagni D: Charles Martin 3-23-63 I CALL HIM WONDER W: Kathleen Hite D: Harry Harris 1-23-65 ONE KILLER ON ICE W: Richard Carr D: Joseph H. Lewis * 1-30-65 CHIEF JOSEPH St: Thomas Warner Scr: Clyde Ware D: Mark Rydell 2- 7-72 YANKTON W: Jim Byrnes D: Vincent McEvetty The Life and Adventures of Wyatt Earp THE LIFE AND LEGEND OF WYATT EARP C: Douglas Stevens 9- 6-55 WYATT EARP BECOMES A MARSHAL W: Frederick Hazlitt Brennan D: Lewis R. Foster 9-13-55 MR. EARP MEETS A LADY W: Frederick Hazlitt Brennan D: Frank McDonald 10-11-55 THE MAN WHO LIED (Wyatt's costume, hired gun) W: Frederick Hazlitt Brennan D: Frank McDonald 11-15-55 KING OF THE CATTLE TRAILS (Big time Texan tries to corrupt Earp) St: Frank Gruber Scr: Frederick Hazlitt Brennan D: Frank McDonald 12-27-55 BEN THOMPSON RETURNS (Good-hearted crook determined to be Wyatt's friend) W: Frederick Hazlitt Brennan D: Frank McDonald 2- 7-56 THE FRONTIER THEATER (Stage troupe comes to Wichita) W: Frederick Hazlitt Brennan D: Frank McDonald 2-21-56 THE ENGLISHMAN (English visitor deceived by outlaw) St: Buck Houghton Scr: Frederick Hazlitt Brennan D: Frank McDonald 12-25-56 JUSTICE (Justice for the Cheyenne) W: Frederick Hazlitt Brennan D: Frank McDonald 1-15-57 WYATT AND THE CAPTAIN (Cavalry feels it can murder Indians) W: Maurice Tombragel D: Frank McDonald 2-19-57 COMMAND PERFORMANCE (Visiting prince, hoaxes) W: Daniel B. Ullman D: Frank McDonald 12-24-57 SHADOW OF A MAN (Deputy faces solo test) W: Frederick Hazlitt Brennan D: Frank McDonald 3-11-58 THE SCHOOLTEACHER (Stagecoach robbery) W: Daniel B. Ullman D: Frank McDonald * 10-7-58 CAUGHT BY A WHISKER (Bank robbery and ingenious plots) W: Frederick Hazlitt Brennan D: Frank McDonald 10-14-58 THE MYSTERIOUS COWHAND (Wyatt undercover on cattle drive) W: Frederick Hazlitt Brennan D: Frank McDonald 3-17-59 ONE MURDER - FIFTY SUSPECTS (Hated loan shark murdered) W: Frederick Hazlitt Brennan D: Frank McDonald * 3-31-59 THE JUDAS GOAT (Entrapment of alleged gang) W: Frederick Hazlitt Brennan D: Frank McDonald (Girl loves Earp's brother) W: Frederick Hazlitt Brennan D: Sidney Salkow Have Gun - Will Travel HAVE GUN - WILL TRAVEL Please see my articles on Lamont Johnson, Ida Lupino. 10-19-57 THE BRIDE W: Steve Fisher D: Andrew V. McLaglen 11-30-57 NO VISITORS W: Don Brinkley D: Andrew V. McLaglen 12-21-57 THE HANGING CROSS W: Gene Roddenberry D: Andrew V. McLaglen 12-28-57 HELEN OF ABAJINIAN W: Gene Roddenberry D: Andrew V. McLaglen 3-15-58 THE TEACHER W: Sam Rolfe D: Lamont Johnson 3-22-58 KILLER'S WIDOW W: Albert Aley D: Andrew V. McLaglen 3-29-58 GUN SHY St: Frank & Doris Hursley Scr: Frank & Doris Hursley & Albert Aley D: Lamont Johnson 4-26-58 THE FIVE BOOKS OF OWEN DEAVER W: Sam Rolfe D: Lamont Johnson 5- 3-58 THE SILVER QUEEN W: Albert Aley D: Lamont Johnson 6- 7-58 DELIVER THE BODY W: Buckley Angell D: Lamont Johnson 9-27-58 THE MAN WHO WOULDN'T TALK W: Fanya Foss D: Andrew V. McLaglen 10-11-58 DUEL AT FLORENCE W: Bruce Geller D: Andrew V. McLaglen 10-25-58 THE ROAD TO WICKENBURG W: Gene Roddenberry D: Andrew V. McLaglen 11-8-58 YOUNG GUN W: Albert Aley D: Lamont Johnson 5- 2-59 RETURN OF ROY CARTER W: Gene Roddenberry D: Andrew V. McLaglen 5-23-59 HOMECOMING W: Albert Aley D: Andrew V. McLaglen 12-12-59 CHARLEY RED DOG W: Gene Roddenberry D: Ida Lupino 1- 9-60 THE DAY OF THE BAD MAN W: Robert E. Thompson D: Ida Lupino 2-20-60 THE LADY ON THE WALL W: Charles Beaumont & Richard Matheson D: Ida Lupino 4- 2-60 AN INTERNATIONAL AFFAIR W: Shimon Wincelberg & Anita Wincelberg D: James Neilson 4- 9-60 LADY WITH A GUN W: Archie L. Tegland D: Ida Lupino 3-18-61 THE GOLD BAR W: Robert E. Thompson D: Ida Lupino 10-14-61 A PROOF OF LOVE W: Lou & Peggy Shaw D: Richard Boone 12-15-62 TRIAL AT TABLEROCK W: Gene Roddenberry D: Jerry Hopper Rawhide RAWHIDE 1-23-59 INCIDENT WITH AN EXECUTIONER W: James Edmiston D: Charles Marquis Warren * 4-17-59 INCIDENT OF THE DOG DAYS W: Samuel A. Peebles D: George Sherman 10-23-59 INCIDENT OF THE 13TH MAN St: Endre Bohem Scr: Fred Freiberger D: Jesse Hibbs 4- 1-60 INCIDENT OF THE STARGAZER St: Jan Winters & Ted Gardner Scr: Louis Vittes D: Harmon Jones 6- 2-61 INCIDENT OF THE NIGHT ON THE TOWN St: Chris Miller & Eric Fleming Scr: Louis Vittes D: Anton Leader 3-16-62 THE IMMIGRANTS W: Elliott Arnold D: Tay Garnett 4-20-62 HOUSE OF THE HUNTER W: Louis Vittes D: Tay Garnett * 11-28-63 INCIDENT AT CONFIDENCE CREEK W: Jack Turley D: Harry Harris 1- 9-64 INCIDENT OF THE RUSTY SHOTGUN W: Paul King D: Ted Post 3- 5-65 THE VIOLENT LAND W: Buckley Angell D: Harmon Jones 9-14-65 ENCOUNTER AT BOOT HILL W: Anthony Spinner D: Sutton Roley The Adventures of Jim Bowie THE ADVENTURES OF JIM BOWIE 10-5-56 TRAPLINE W: Nat Tanchuck D: Lewis R. Foster 11-9-56 THE SECESSIONIST W: Arthur Rowe D: Lewis R. Foster 11-23-56 THE SELECT FEMALES W: Maurice Tombragel D: Lewis R. Foster 12-14-56 THE SWORDSMAN W: Margaret Fitts D: Lewis R. Foster 1-11-57 THE BEGGAR OF NEW ORLEANS W: Endre Bohem & Louis Vittes D: Lewis R. Foster * 1-25-57 MASTER AT ARMS St; David Bohem Scr: Maurice Tombragel D: Lewis R. Foster 5- 3-57 COUNTRY COUSIN St: Samuel R. Golding, Norbert Faulkner and Everett DeBaum Scr: Everett DeBaum D: Christian Nyby 11-15-57 CHARIVARI W: Lowell S. Hawley D: Anton Leader * 1-31-58 HOME SWEET HOME W: Sid Harris D: Anton Leader 5-16-58 MAN OF THE STREETS W: Gil Orlovitz D: Anton Leader Bat Masterson BAT MASTERSON Costumes: Tommy Thompson Series based on book by Richard O'Connor 10- 8-58 DOUBLE SHOWDOWN St: Frank Pittman & Andy White Scr: Gene Levitt D: Walter Doniger 11-19-58 A NOOSE FITS ANYBODY W: John Elliotte D: Eddie Davis 12-17-58 CHEYENNE CLUB W: D. D. Beauchamp D: Walter Doniger 12-24-58 SHERMAN'S MARCH THROUGH DODGE CITY W: Maurice Tombragel D: Eddie Davis 1-7-59 DOUBLE TROUBLE IN TRINIDAD St: Richard O'Connor Scr: Mikhail Rykoff & O'Connor D: Montgomery Pittman 3-27-59 THE SECRET IS DEATH W: Mikhail Rykoff D: Otto Lang 6-10-59 PROMISED LAND W: D. D. Beauchamp D: Walter Doniger 7-15-59 THE DESERT SHIP W: Wells Root D: Walter Doniger 10-29-59 SHAKEDOWN AT ST. JOE W: Maurice Tombragel D: Alan Crosland Jr. 11-19-59 DEAD MEN DON'T PAY DEBTS W: Daniel B. Ullman D: Lew Landers 12-31-59 THE INNER CIRCLE W: Andy White D: Walter Doniger 3-10-60 THE DISAPPEARANCE OF BAT MASTERSON W: Maurice Tombragel D: Walter Doniger 6-23-60 BLOOD ON THE MONEY W: Mikhail Rykoff D: Alan Crosland Jr. 10-27-60 THE HUNTER W: Joseph Stone & Paul King D: Eddie Davis 11-17-60 DAKOTA SHOWDOWN W: Don Brinkley D: Earl Bellamy 3- 9-61 TERROR ON THE TRINITY W: Andy White D: Elliott Lewis 3-16-61 EPISODE IN EDEN W: Ellis Kadison D: Eddie Davis 5-18-61 FARMER WITH A BADGE W: Alan Woods & Monroe Manning D: Allen H. Miner Wagon Train WAGON TRAIN 10-16-57 THE LES RAND STORY W: Berne Giler D: Robert Florey 10-16-57 THE CHARLES AVERY STORY W: Aaron Spelling D: Bernard Girard 2-12-58 THE BILL TAWNEE STORY St; Hendrik Vollaerts Scr: Hendrik Vollaerts & Dwight Newton D: David Butler 4-16-58 THE DANIEL BARRISTER STORY W: Norman Jolley D: Richard Bartlett 6-25-58 THE SACRAMENTO STORY W: Thomas Thompson D: Richard Bartlett 12-24-58 THE MARY ELLEN THOMAS STORY St: Howard Christie & James A. Parker Scr: Gene L. Coon & Harry W. Junkin D: Virgil W. Vogel 3- 4-59 THE JASPER CATO STORY St: Frank Phares Scr: Robert Libott & Frank Phares D: Arthur Hiller 4-22-59 THE CLARA DUNCAN STORY W: Richard Collins & Warren Wilson D: Jerry Hopper 6-17-59 THE STEELE FAMILY STORY (based on Pride and Prejudice) W: Jean Holloway D: Christian Nyby 9-30-59 THE STAGECOACH STORY W: Jean Holloway D: William Witney 10-28-59 THE ELIZABETH MCQUEENY STORY W & D: Allen H. Miner 3- 2-60 THE TOM TUCKETT STORY (based on Great Expectations) W: Jean Holloway D: Herschel Daugherty 6-22-60 THE SHAD BENNINGTON STORY W: Fred Cassidy D: Joseph Pevney 10-25-61 THE CLEMENTINE JONES STORY W: Harold Swanton D: David Lowell Rich Cheyenne CHEYENNE 10-11-55 JULESBURG W: Charles Lang D: Richard L. Bare 12-13-55 THE OUTLANDER St: Douglas Heyes Scr: R. Wright Campbell D: Richard L. Bare * 4- 3-56 QUICKSAND St: Roy Huggins & N.B. Stone Scr: Dean Riesner & N.B. Stone D: Leslie H. Martinson 5-15-56 JOHNNY BRAVO St: Roy Huggins & Dean Riesner Scr: Riesner D: Richard L. Bare 5-29-56 THE LAST TRAIN WEST W: Jack DeWitt & Howard Browne D: Richard L. Bare (loosely based on STAGECOACH) 9-25-56 THE LONG WINTER St: Bennett Foster Scr: Montgomery Pittman D: Leslie H. Martinson 10-23-56 THE BOUNTY KILLER Scr: Berne Giler based on a story by: Steve Frazee D: Walter Doniger 12-4-56 LONE GUN St: Norman A. Fox Scr: Frederick Brady & Howard Browne D: Richard L. Bare 12-18-56 THE TRAP St: Leo Gordon Scr: Berne Giler D: Walter Doniger 1-1-57 THE IRON TRAIL St: Montgomery Pittman & Jack Emanuel Scr: Pittman D: Leslie H. Martinson * 1-15-57 LAND BEYOND THE LAW W: Howard Browne D: Walter Doniger 2-12-57 WAR PARTY W: Berne Giler D: Joseph Kane 3-12-57 BIG GHOST BASIN Scr: Wells Root based on the short story "The Fire Killer" by: Steve Frazee D: Joseph Kane * 5-7-57 THE SPANISH GRANT W: Albert Aley D: Thomas Carr 6-4-57 THE BROKEN PLEDGE W: Louis Stevens & N.B. Stone Jr. D: Leslie H. Martinson 9-24-57 INCIDENT AT INDIAN SPRINGS W: George Slavin D: Thomas Carr 10-8-57 THE CONSPIRATORS St: Donald R. Wilson Scr: James O'Hanlon D: Leslie H. Martinson 10-22-57 THE MUTTON PUNCHER W: Wells Root D: Franklin Adreon 11-5-57 BORDER AFFAIR W: James Gunn D: Leslie H. Martinson 12-3-57 TOWN OF FEAR St: Sidney Morse & Berne Giler Scr: Berne Giler D: Richard L. Bare 1-14-58 THE LAST COMANCHERO St: Peter Germano Scr: Sam Rolfe D: Douglas Heyes 1-28-58 THE GAMBLE St: L.L. Foreman Scr: Albert Aley D: Leslie H. Martinson 2-11-58 RENEGADES W: Oliver Drake D: Alan Crosland Jr. 3-11-58 WHITE WARIOR St: Barney Slater Scr: Barney Slater & Howard Browne D: Lee Sholem 4-22-58 THE LONG SEARCH W: George Slavin D: Lee Sholem 5-20-58 DEAD TO RIGHTS St: Melvin Levy Scr: Albert Aley D: Leslie H. Martinson * 10-26-59 TRIAL BY CONSCIENCE W: Alan Lipscott & Bob Fisher D: Lee Sholem 11-2-59 THE IMPOSTOR St: Finlay McDermid Scr: Thomas W. Blackburn D: Lee Sholem 11-6-59 PRISONER OF MOON MESA W: George Slavin D: Leslie Goodwins 1-4-60 GOLD, GLORY AND CUSTER - PRELUDE W: Gerald Drayson Adams D: George Waggner 1-11-60 GOLD, GLORY AND CUSTER - REQUIEM W: Gerald Drayson Adams D: George Waggner 2-1-60 RIOT AT ARROYO SECO St: Arthur W. Silver & Richard Wormser Scr: Sidney Biddell & Richard Wormser D: Lew Landers 2-29-60 OUTCAST OF CRIPPLE CREEK Scr: Ric Hardman D: Arthur Lubin 3-14-60 HOME IS THE BRAVE St: George Waggner Scr: Richard Matheson D; Emory Horger 9-26-60 THE LONG ROPE Based on novel by: William O. Turner Scr: Peter Germano & Eustace Cockrell D: Robert B. Sinclair 5-15-61 THE GREATER GLORY W: Warren Douglas D: Lee Sholem 11-13-61 RETALIATION W: Arnold Belgard D: Paul Landres 12-4-61 LEGACY OF THE LOST W: Arnold Belgard D: Richard C. Sarafian 10-15-62 MAN ALONE W: Warren Douglas D: Robert Sparr 1-29-62 THE IDOL W: Fred Freiberger & Bob Wehling D: George Waggner 11-5-62 DARK DECISION St: Gerald Drayson Adams & Peter Germano Scr: Peter Germano D: Robert Sparr 11-26-62 VENGEANCE IS MINE St: Berne Giler Scr: Berne Giler & Warren Douglas D: Robert Sparr 12-1-62 WANTED FOR THE MURDER OF CHEYENNE BODIE St: Joyce Fierro Scr: Richard Collins D: Paul Landres * 12-17-62 SHOWDOWN AT OXBEND W: Jack R. Usher D: Richard L. Bare * SUGARFOOT 9-17-57 BRANNIGAN'S BOOTS Scr: Devery Freeman (based on screenplay of "The Boy from Oklahoma") D: Leslie H. Martinson * BRONCO 4-21-59 SCHOOL FOR COWARDS W: George F. Slavin D: Lee Sholem 9-22-59 GAME AT THE BEACON CLUB St: Arthur W. Silver Scr: Jackson Gillis D: Arthur Lubin 12-15-59 FLIGHT FROM AN EMPIRE St: James Gunn Scr; Albert Aley D: Edward Dein Maverick MAVERICK 9-22-57 WAR OF THE SILVER KINGS Scr: James O'Hanlon based on a book by: C.B. Glasscock D: Budd Boetticher 9-29-57 POINT BLANK Scr: Roy Huggins based on a screenplay by: Howard Browne D: Budd Boetticher 10-6-57 ACCORDING TO HOYLE St: Horace McCoy Scr: Russell S. Hughes D: Budd Boetticher 10-13-57 GHOST RIDER W: Marion Hargrove D: Leslie H. Martinson * 1-12-58 RAGE FOR VENGEANCE Scr: Marion Hargrove D: Leslie H. Martinson * 2-28-58 THE BURNING SKY St: Howard Browne Scr: Russell S. Hughes D: Gordon Douglas 3-16-58 BLACK FIRE St: Howard Browne Scr: Marion Hargrove D: Leslie H. Martinson * 4-13-58 SEED OF DECEPTION W: Montgomery Pittman D: Richard L. Bare 10-12-58 THE BELCASTLE BRAND W: Marion Hargrove D: Leslie H. Martinson 11- 9-58 THE JAIL AT JUNCTION FLATS St: Elmer Kelton Scr: Marion Hargrove D: Walter Doniger 11-23-58 SHADY DEAL AT SUNNY ACRES St: Douglas Heyes Scr: Roy Huggins D: Leslie H. Martinson 11-30-58 ISLAND IN THE SWAMP W & D: Montgomery Pittman 12-28-58 HOLIDAY AT HOLLOW ROCK W: Howard Browne D: Richard L. Bare 1-11-59 GUN-SHY W: Marion Hargrove D: Leslie H. Martinson * 1-18-58 TWO BEGGARS ON HORSEBACK W & D: Douglas Heyes 1-25-59 THE RIVALS W: Marion Hargrove D: Leslie H. Martinson 2- 1-59 DUEL AT SUNDOWN St: Howard Browne Scr: Richard Collins D: Arthur Lubin 2-15-59 THE SAGA OF WACO WILLIAMS St: Montgomery Pittman Scr: Gene L. Coon D: Leslie H. Martinson 3-15-59 TWO TICKETS TO TEN STRIKE W & D: Douglas Heyes * 3-22-59 BETRAYAL St: Winston Miller Scr: Richard Macaulay & James O'Hanlon D: Leslie H. Martinson * 3-29-59 THE STRANGE JOURNEY OF JENNY HILL W & D: Douglas Heyes 9-13-59 PAPPY W & D: Montgomery Pittman 9-27-59 THE SHERIFF OF DUCK 'N' SHOOT W: William Driskill D: George Waggner 10-18-59 A TALE OF THREE CITIES St: Robert Vincent Wright Scr: Leo Townsend D: Leslie H. Martinson 10-25-59 FULL HOUSE St: Hugh Benson & Coles Trapnell Scr: Jerry Davis D: Robert Gordon 11-15-59 EASY MARK St: Jack Emanuel Scr: Jerry Davis & Marion Parsonnet D: Lew Landers 11-22-59 A FELLOW'S BROTHER W: Herman Epstein D: Leslie Goodwins 12-13-59 THE GOOSE-DROWNDER W: Leonard Praskins D: Arthur Lubin * 12-20-59 A CURE FOR JOHNNY RAIN W: Leonard Praskins D: Montgomery Pittman 1-10-60 CRUISE OF THE CYNTHIA B W: Robert Wright D: André De Toth 2-14-60 A FLOCK OF TROUBLE St: James Barnett Scr; Ron Bishop & Wells Root D: Arthur Lubin 3- 6-60 THE MISFORTUNE TELLER W: Leo Townsend D: Arthur Lubin 3-13-60 GREENBACKS, UNLIMITED W: Robert Vincent Wright D: Arthur Lubin 9-25-60 HADLEY'S HUNTERS St: William Henderson & Jeanne Nolan Scr: Patrick Wallace D: Leslie H. Martinson 10-30-60 A BULLET FOR THE TEACHER St: Barry Cohon & Larry Franklin Scr: Leo Gordon & Paul Leslie Peil D: Coles Trapnell 2-19-61 FLOOD'S FOLLY St: George F. Slavin & Don Tait & Coles Trapnell Scr: George F. Slavin D: Irving J. Moore * 3-26-61 THE FORBIDDEN CITY St: Don Tait & Coles Trapnell Scr: Wells Root D: Richard C. Sarafian * 11-12-61 THREE QUEENS FULL St: William Bruckner & Robert Hamner Scr: William Bruckner D: Michael O'Herlihy 3-11-62 MARSHAL MAVERICK St: Arnold Belgard Scr: Belgard & James O'Hanlon D: Sidney Salkow Lawman LAWMAN 10-5-58 THE DEPUTY Scr: Dean Riesner D: Montgomery Pittman based on novel by: Harry Whittington 10-26-58 THE OATH St: Irving Rubine Scr: William F. Leicester D: Leslie H. Martinson 12-7-58 THE INTRUDERS St: David Lang Scr: David Lang & Edmund Morris D: Stuart Heisler 12-14-58 SHORT STRAW W: Clair Huffaker D: Stuart Heisler 1- 4-59 THE OUTSIDER W: William F. Leicester D: Stuart Heisler 3- 8-59 THE POSSE W: William F. Leicester D: Stuart Heisler 3-15-59 THE VISITOR W: Edmund Morris D: Stuart Heisler 3-29-59 THE GANG W: Clair Huffaker D: Stuart Heisler 4-19-59 RIDING SHOTGUN Scr: William F. Leicester D: Alan Crosland Jr. based on a story by: Kenneth Perkins 5-31-59 THE BANDIT W: Oliver Crawford D: Lee Sholem 10-18-59 SHACKLED W: William F. Leicester D: Leslie H. Martinson 11-7-59 THE BREAKUP W: Clair Huffaker D: Paul Guilfoyle 11-15-59 SHADOW WITNESS W: William F. Leicester D: Everett Sloane 12-6-59 9:05 TO NORTH PLATTE W: Clair Huffaker D: Robert Sparr 1- 3-60 LAST STOP W: Clair Huffaker D: Robert Sparr 2- 7-60 TO CAPTURE THE WEST W: Clair Huffaker D: Robert Sparr 2-21-60 THE KIDS W: Ric Hardman D: Robert Sparr 3- 6-60 THE TRUCE W: Ric Hardman D: Robert Sparr 3-27-60 THE LEFT HAND OF THE LAW St: Margaret Armen Scr: Edmund Morris D: Robert Sparr 4-24-60 THE SALVATION OF OWNY O'REILLY W: Ric Hardman D: Robert Sparr 5- 1-60 THE LADY BELLE W: Ric Hardman D: Robert Sparr 5-22-60 MAN ON A WIRE W: W. Hermanos D: Robert Sparr 5-29-60 THE PARTING W: David Lang D: Robert Sparr 10-2-60 THE MAD BUNCH W: Ric Hardman D: Robert Sparr 10-9-60 THE OLD WAR HORSE W: Ric Hardman D: Robert Sparr 10-16-60 THE RETURN OF OWNY O'REILLY W: Ric Hardman D: Stuart Heisler 10-30-60 DILEMMA W: William F. Leicester D: Robert B. Sinclair 12-11-60 CORNERED W: Richard Matheson D: Marc Lawrence 1- 8-61 FIREHOUSE LIL W: Ric Hardman D: Leslie H. Martinson 2- 5-61 HOMECOMING W: Richard Matheson D: Robert B. Sinclair 2-12-61 HASSAYAMPA W: Ric Hardman D: Marc Lawrence 2-19-61 THE PROMOTER W: Howard Browne D: Leslie H. Martinson 2-26-61 DETWEILER'S KID W: Ric Hardman D: Marc Lawrence 3- 5-61 THE INHERITANCE W: John Tomerlin D: Marc Lawrence 3-12-61 BLUE BOSS AND WILLIE SHAY W: Ric Hardman D: Stuart Heisler 4-16-61 THE GRUBSTAKE W: Ric Hardman & Marc McCarty D: Robert B. Sinclair 5-21-61 THE BREAK-IN W: Montgomery Pittman D: Richard C. Sarafian 9-17-61 TRAPPED W: Walter Wagner D: Richard C. Sarafian * 9-24-61 THE JUROR W: Ric Hardman D: Marc Lawrence 10-8-61 THE SON W: John D.F. Black D: Richard C. Sarafian * 10-15-61 OWNY O'REILLY ESQUIRE W: Ric Hardman D: Leslie H. Martinson 11-5-61 THE CATALOG WOMAN W: Ric Hardman D: Leslie H. Martinson * 11-26-61 THE APPOINTMENT W: John D.F. Black D: Richard Benedict 12-24-61 BY THE BOOK W: John Tomerlin D: Irving J. Moore 1- 7-62 THE LOCKET W: Margaret Armen D: Robert B. Sinclair * 1-28-62 THE TARNISHED BADGE W: Margaret Armen D: Richard C. Sarafian 2- 4-62 NO CONTEST W: Berne Giler D: Irving J. Moore 2-25-62 THE BARBER W: John D.F. Black D: Richard C. Sarafian 3- 4-62 THE LONG GUN W: Burt Kennedy D: Burt Kennedy 3-11-62 CLOOTEY HUTTER W: Robert Vincent Wright D: Richard C. Sarafian 3-11-62 HERITAGE OF HATE W: William F. Leicester D: Robert B. Sinclair 4-1 -62 THE BRIDE St: Berne Giler Scr: John Tomerlin D: Richard C. Sarafian 4- 8-62 THE WANTED MAN W: Burt Kennedy D: Burt Kennedy 4-29-62 CORT W: Anthony Spinner D: Burt Kennedy 5-27-62 THE ACTOR W: Richard Matheson D: Richard C. Sarafian The Rifleman THE RIFLEMAN I liked many more Rifleman episodes than are listed here. Please see my web-book on Joseph H. Lewis for a detailed discussion of Lewis' 49 episodes of The Rifleman. C: Robert B. Harris 11-11-58 DUEL OF HONOR W: Ken Kolb D: Joseph H. Lewis 11-18-58 THE SAFE GUARD (Claude Akins guards bank safe) W: David Swift D: Joseph H. Lewis 11-25-58 THE SISTER W & D: Montgomery Pittman 1- 6-59 THE PET W: Ken Kolb D: Joseph H. Lewis 2- 3-59 SHIVAREE W: Herbert Little, Jr. & David Victor D: Joseph H. Lewis 5- 5-59 THE WOMAN W: Pat Fielder D: Arnold Laven 6-23-59 BOOMERANG W: Arthur Browne, Jr. D: Joseph H. Lewis 9-29-59 THE PATSY W: Harry Kronman D: Joseph H. Lewis 11-3-59 EDDIE'S DAUGHTER W: William Leicester D: Joseph H. Lewis 11-10-59 PANIC W: Albert Aley D: Joseph H. Lewis 12-1-59 THE LETTER OF THE LAW W: Judy George & George W. George D: Joseph H. Lewis 12-29-59 SURVEYORS W: Dale Eunson & Katherine Eunson D: Joseph H. Lewis * 1- 5-60 DAY OF THE HUNTER W: John Dunkel D: Joseph H. Lewis 2- 2-60 HERO W: Albert Aley D: Joseph H. Lewis 2-16-60 THE SPOILER W: Harry Kronman D: Joseph H. Lewis 2-23-60 HELLER W: Christopher Knopf D: Joseph H. Lewis 3-15-60 THE DESERTER W: Albert Aley D: Joseph H. Lewis 4-12-60 THE SHOTGUN MAN W: Jack Cutis D: Joseph H. Lewis 11- 8-60 THE MARTINET (Captain Perry and his two sons) W: Phillip Satzman D: Joseph H. Lewis The Virginian THE VIRGINIAN 10-3-62 THROW A LONG ROPE W: Harold Swanton D: Ted Post 10-10-62 THE BIG DEAL St: Richard Jessup Scr: Winston Miller D: Earl Bellamy 10-17-62 THE BRAZEN BELL W: Roland Kibbee D: James Sheldon 11-21-62 IT TOLLS FOR THEE W & D: Samuel Fuller 1- 9-63 THE EXILES St: Roy Huggins Scr: Howard Browne & William P. McGivern D: Bernard Girard * 2-20-63 THE SMALL PARADE St: Bernard Girard Scr: John & Ward Hawkins D: Paul Nickell * 3- 6-63 THE MONEY CAGE St: Donn Mullally Scr: Jameson Brewer D: Alan Crosland Jr. 10-9-63 A KILLER IN TOWN W: Bob Duncan & Wanda Duncan D: John English * 10-16-63 THE EVIL THAT MEN DO W: Frank Chase D: Stuart Heisler 11-13-63 RUN QUIET W: Norman Katkov & Ed Adamson D: Herschel Daugherty 12-18-63 SIEGE W: Donn Mullally D: Don McDougall 1-15-64 THE FORTUNES OF J. JONAH JIMERSON W: Carey Wilber D: Don McDougall 1-29-64 THE DRIFTER St: Frank Fenton Scr: Carey Wilber D: Don McDougall 2-12-64 FIRST TO THINE OWN SELF W: Les Crutchfield D: Earl Bellamy 2-19-64 A MATTER OF DESTINY W: Al C. Ward D: Maurice Geraghty 3- 4-64 THE INTRUDERS W: Dean Riesner D: Charles R. Rondeau 4- 1-64 THE SECRET OF BRYNMAR HALL W: Herman Groves D: Robert Totten 9-16-64 RYKER W: Frank Fenton D: Don Richardson 9-23-64 THE DARK CHALLENGE St: Joseph Hoffman Scr: Joseph Hoffman & True Boardman D: Don McDougall 10-28-64 BIG IMAGE...LITTLE MAN St: Frank Chase Scr: Frank Chase & Carey Wilber D: William Witney 11-4-64 A FATHER FOR TOBY St: Tom Seller Scr: True Boardman D: Alan Crosland Jr. 11-25-64 ALL NICE AND LEGAL W: Jean Holloway D: Don McDougall 12-9-64 PORTRAIT OF A WIDOW W: Thomas W. Blackburn & Lawrence Edward Watkin D: Don McDougall 12-23-64 A MAN OF THE PEOPLE St: William Fay Scr: Fay & True Boardman D: William Witney 1-13-65 HIDEOUT D: Don McDougall based on novel "The Mountains Are My Kingdom" (1936) by Oscar Schisgall writing as Stuart Hardy 2- 5-65 LOST YESTERDAY W: True Boardman D: Don McDougall 3-17-65 DANGEROUS ROAD W: John & Ward Hawkins D: Maurice Geraghty * 4-14-65 THE SHOWDOWN W: Gene L. Coon D: Don McDougall 11-24-65 BEYOND THE BORDER W: Martha Wilkerson D: Don McDougall 12-8-65 THE LARAMIE ROAD W: Halsted Welles D: Charles S. Dubin 12-22-65 LETTER OF THE LAW W: Donn Mullally D: Charles S. Dubin 4- 6-66 NO DRUMS, NO TRUMPETS St: Sabaroff & Nadel Scr: Robert Sabaroff D: Arthur H. Nadel 11-9-66 DEADEYE DICK W: Joseph Hoffman D: Ida Lupino 2-15-67 WITHOUT MERCY W: Donn Mullally D: Don McDougall * 3- 8-67 NIGHTMARE AT FORT KILLMAN W: John & Ward Hawkins D: Abner Biberman 3-15-67 BITTER HARVEST W: Andy Lewis D: Don McDougall 9-20-67 THE DEADLY PAST W: Robert White & Phyllis White D: Abner Biberman * 9-27-67 THE LADY FROM WICHITA W: True Boardman D: Don McDougall 10-25-67 AH SING VS WYOMING W: Irve Tunick D: Charles S. Dubin 12-6-67 THE BARREN GROUND St: Joy Dexter Scr: Andy Lewis D: Abner Biberman 12-27-67 THE FORTRESS St: Sy Salkowitz & W.R. Burnett Scr: Sy Salkowitz D: Abner Biberman 2-14-68 THE HELL WIND W: Leonard Praskins & Barbara Merlin D: Don McDougall * 10-9-68 VISION OF BLINDNESS St: Gerald Sanford Scr: Gerald Sanford & James Menzies D: Abner Biberman 12-11-68 NORA W: True Boardman D: Don McDougall 2-19-69 THE ORDEAL St; Merwin Gerard Scr: Don Ingalls D: Michael Caffey 9-24-69 A FLASH OF DARKNESS W: Edward J. Lakso D: Joseph Pevney 10-22-69 THE RUNAWAY W: Gerald Sanford D: Anton Leader 1- 7-70 YOU CAN LEAD A HORSE TO WATER W: Lois Hire D: James Neilson 2- 4-70 TRAIN OF DARKNESS W: Robert Van Scoyk D: James Sheldon 2-18-70 NO WAR FOR THE WARRIOR St: Robert Earll Scr: Robert Earll & Alvin Sapinsley D: Don McDougall The Big Valley THE BIG VALLEY 9-29-65 BOOTS WITH MY FATHER'S NAME St: Les Pine, Tina Rome, Mel Goldberg Scr: Mel Goldberg D: Joseph H. Lewis * 10-6-65 THE YOUNG MARAUDERS W: Peter Packer D: Paul Wendkos 10-20-65 HERITAGE W: Carey Wilber D: Paul Wendkos 11-24-65 THE WAY TO KILL A KILLER W: Judith Barrows & Robert Guy Barrows D: Joseph M. Newman 12-1-65 NIGHT OF THE WOLF W: Margaret Armen D: Joseph H. Lewis 12-15-65 THE BRAWLERS W: William Norton D: Joseph Pevney 12-29-65 THE INVADERS W: Jay Simms D: Arnold Laven 1-19-66 A TIME TO KILL W: Peter Packer D: Bernard McEveety 2-2-66 TEACHER OF OUTLAWS St: Lou Morheim Scr: Gilbert Ralston D: Michael Ritchie 2-2-66 BARBARY RED W: Judith Barrows D: Michael Ritchie 4-13-66 THE MIDAS MAN W: Margaret Armen D: Arnold Laven 4-20-66 TUNNEL OF GOLD W: Arthur Browne, Jr. D: Virgil W. Vogel 4-27-66 LAST TRAIN TO THE FAIR W: Paul Savage. D: Virgil W. Vogel 9-12-66 LOST TREASURE W: Jack Curtis D: Arthur H. Nadel 10-31-66 TARGET W: Mel Goldberg D: Arthur H. Nadel 11-14-66 THE MAN FROM NOWHERE W: Ken Pettus D: Joseph H. Lewis 11-21-66 THE GREAT SAFE ROBBERY W: William Norton D: Virgil W. Vogel 12-5-66 LAST STAGE TO SALT FLATS W: Arthur Browne, Jr. D: Bernard McEveety 12-12-66 A DAY OF TERROR W: Peter Packer D: Virgil W. Vogel 12-19-66 HIDE THE CHILDREN W: Jack Curtis D: Arthur H. Nadel 12-26-66 DAY OF THE COMET W: Gilbert Ralston D: Virgil W. Vogel 1-23-67 DOWN SHADOW STREET W: Ken Trevey D: Virgil W. Vogel 2-20-67 BROTHER LOVE W: Jay Simms D: Virgil W. Vogel 3- 6-67 COURT MARTIAL W: Stephen Carabatsos D: Virgil W. Vogel * 3-13-67 PLUNDER! W: William Blinn D: Richard Long 10-30-67 GUILTY W: Harry Kronman D: Paul Henreid 11-6-67 THE DISAPPEARANCE St: Lou Morheim Scr: Michael Gleason D: Virgil W. Vogel 12-25-67 THE BUFFALO MAN W: Margaret Armen D: Joe Mazzuca 2-16-68 RIMFIRE W: Margaret Armen D: Charles S. Dubin 3-11-68 RUN OF THE SAVAGE W: Don Ingalls D: Virgil W. Vogel 11-11-68 THE JONAH W: Ed Adamson D: Virgil W. Vogel 11-18-68 HELL HATH NO FURY W: Sasha Gilien & Mel Goldberg D: Virgil W. Vogel 12-9-68 A STRANGER EVERYWHERE W: Lee Erwin D: Paul Henreid 12-16-88 THE PRIZE W: D.C. Fontana D: Virgil W. Vogel 1-6-69 TOP OF THE STAIRS W: Ken Pettus D: Virgil W. Vogel 2-24-69 ALIAS NELLIE HANDLEY W: Margaret Armen D: Virgil W. Vogel 3-24-69 THE BATTLE OF MINERAL SPRINGS W: Douglas Morrow D: Virgil W. Vogel 3-31-69 THE OTHER FACE OF JUSTICE W: Don Ingalls D: Virgil W. Vogel 4-7-69 TOWN OF NO EXIT W: William Norton D: Norman S. Powell Bonanza BONANZA 11-12-61 THE FRIENDSHIP W: Frank Chase D: Don McDougall 4-22-62 BLESSED ARE THEY St: Borden Chase Scr: Borden Chase & Frank Cleaver D: Don McDougall 12-22-63 HOSS AND THE LEPRECHAUNS W: Robert V. Barron D: John Florea * 5-16-65 THE SPOTLIGHT W: Richard Carr D: Gerd Oswald 4-10-66 THE UNWRITTEN COMMANDMENT St: Daniel B. Ullman Scr: William Blinn & Jo Pagano D: Gerd Oswald 1-15-67 A BRIDE FOR BUFORD W: Robert V. Barron D: William F. Claxton 5-12-68 THE BOTTLE FIGHTER St: S.H. Barnett & Colin MacKenzie Scr: John Hawkins D: Leon Benson 5-26-68 THE STRONGHOLD St: W.R. Burnett Scr: John Hawkins D: Leon Benson 10-13-68 THE PASSING OF A KING W: B.W. Sandefur D: Leon Benson 11-24-68 QUEEN HIGH W: Michael Fessier D: Leon Benson 12-15-68 MARK OF GUILT St: Frank Telford Scr: Ward Hawkins D: Leon Benson * 1-19-69 MRS. WHARTON AND THE LESSER BREEDS W: Preston Woods D: Leon Benson 3- 1-70 RETURN ENGAGEMENT W: Stanley Roberts D: Don Richardson 2-14-71 THE RELUCTANT AMERICAN W: Stanley Roberts D: Philip Leacock 10-17-72 NEW MAN W: Jack B. Sowards D: Leo Penn Laredo LAREDO 10-7-65 RENDEZVOUS AT ARILLO (Silver thieves, widow) W: Calvin Clements D: Harvey Hart 10-14-65 THREE'S COMPANY (Chad's fiancee) W: John McGreevey D: Bernard McEveety 10-21-65 ANYBODY HERE SEEN BILLY? W: John McGreevey D: Lawrence Dobkin 11-18-65 WHICH WAY DID THEY GO? (Eve Arden) W: Gerry Day D: Leon Benson 12-9-65 THE LAND GRABBERS (Land rush, Lancer) W: Ric Hardman D: R.G. Springsteen 12-16-65 PRIDE OF THE RANGERS (Prizefight, bank robbery) W: John McGreevey D: Anton Leader 1-20-66 THAT'S NOWAY, THATAWAY (British actors as ministers) W: Vin Bogert & Gene L. Coon D: Howard Morris 3-10-66 IT'S THE END OF THE ROAD, STANLEY (Hostages in saloon) W: Gene L. Coon D: Leon Benson 9-16-66 THE LEGEND OF MIDAS MANTEE (Laughing gas, fake gunfight, fort) W: Gerry Day & B.W. Sandefur D: Hollingsworth Morse 9-30-66 A DOUBLE SHOT OF NEPENTHE (Mind control) W: Gene L. Coon D: Abner Biberman 10-14-66 THE LAND SLICKERS (Reese buys worthless land) W: William Hellinger & Clint Young D: Sherman Marks 10-21-66 FINNEGAN (Finnegan tries to start gang in Dry Wells) W: Edward J. Lakso D: Alexander Singer 12-9-66 A PRINCE OF A RANGER (Chad's double, Prisoner of Zenda) W: Joseph Bonaduce D: Charles R. Rondeau 1- 6-67 THE SEVENTH DAY (Undercover as clergy) St: Alvin Boretz Scr: Joel Murcott D: Irving J. Moore 2-17-67 ENEMIES AND BROTHERS (Captain's relative) St: Tom Adair & John Elliotte Scr: Brian Brastu & Tom Adair & John Elliotte D: Gene Nelson 3- 3-67 THE SMALL CHANCE GHOST (Ghost town with spooky mansion) W: Martin Roth D: Richard Bartlett 3-10-67 A QUESTION OF GUILT (Courtroom drama, Twelve Angry Men) W: Joseph Bonaduce D: Leo Penn * The Wild Wild West THE WILD WILD WEST 2-25-66 NIGHT OF THE PUPPETEER W: Henry Sharp D: Irving J. Moore 10- 7-66 NIGHT OF THE BIG BLAST W: Ken Kolb D: Ralph Senensky 11- 4-66 NIGHT OF THE BOTTOMLESS PIT W: Ken Kolb D: Robert Sparr 3-31-67 NIGHT OF THE WOLF W: Robert C. Dennis & Earl Bartlett D: Charles R. Rondeau 1-26-68 NIGHT OF THE DEATH MASKS W: Ken Pettus D: Mike Moder 9-27-68 NIGHT OF THE BIG BLACKMAIL W: David Moessinger D: Irving J. Moore 10-11-68 NIGHT OF THE JUGGERNAUT W: Calvin Clements Jr. D: Irving J. Moore 10-25-68 NIGHT OF THE GRUESOME GAMES W: Jackson Gillis D: Marvin Chomsky 11- 1-68 NIGHT OF THE KRAKEN W: Stephen Kandel D: Michael Caffey 3-14-69 NIGHT OF BLEAK ISLAND W: Robert E. Kent D: Marvin Chomsky 3-21-69 NIGHT OF THE COSSACKS W: Oliver Crawford D: Mike Moder 3-29-69 NIGHT OF THE TYCOONS St: Barney Slater Scr: Louis Vittes D: Mike Moder Alias Smith and Jones ALIAS SMITH AND JONES C: Vincent Dee JTJ is "John Thomas James", pseudonym of Ross Huggins. 2- 4-71 WRONG TRAIN TO BRIMSTONE W: Stephen Kandel D: Jeffrey Hayden 3-11-71 STAGECOACH SEVEN St: JTJ Scr: Dick Nelson D: Richard Benedict 3-18-71 THE MAN WHO MURDERED HIMSELF St: JTJ Scr: Robert Hamner & JTJ D: Jeffrey Hayden 11-4-71 NIGHT OF THE RED DOG St: JTJ Scr: Dick Nelson & JTJ D: Russ Mayberry 11-18-71 DREADFUL SORRY, CLEMENTINE St: JTJ Scr: Glen A. Larson D: Barry Shear 12-16-71 EVERYTHING ELSE YOU CAN STEAL W: JTJ D: Alexander Singer 1-13-72 THE MACREADY BUST GOING, GOING GONE St: JTJ Scr: Nicholas E. Baehr D: Alexander Singer 1-20-72 THE MAN WHO BROKE THE BANK AT RED GAP W: JTJ D: Richard Benedict 1-27-72 THE MEN THAT CORRUPTED HADLEYBERG St: JTJ Scr: JTJ & Dick Nelson D: Jeff Corey 2- 3-72 THE BIGGEST GAME IN THE WEST W: JTJ D: Alexander Singer 10-28-72 WHAT HAPPENED AT THE XST W: JTJ D: Jack Arnold Westerns: Color LARAMIE 5-16-61 TRIGGER POINT (left in desert) W: Arthur Browne, Jr. D: Lesley Selander 9-26-61 DRAGON AT THE DOOR (Japanese family) W: Rod Peterson D: James P. Yarbrough 10-3-61 LADIES' DAY St: Daniel B. Ullman Scr: Rod Peterson D: Lesley Selander 10-17-61 MOUNTAIN MEN St: Daniel B. Ullman Scr: Lee Erwin & Donn Mullally D: Joseph Kane 12-12-61 THE KILLER LEGEND St: Rod Peterson & Robert Hamner Scr: Rod Peterson D: Hollingsworth Morse 9-25-62 AMONG THE MISSING W: Rod Peterson D: Joseph Kane 12-25-62 GUN DUEL St: John C. Champion Scr: Albert Aley D: Thomas Carr DEATH VALLEY DAYS 11-14-62 DAVY'S FRIEND W: Virgil C. Gerlach D: Tay Garnett 10-1-63 KINGDOM FOR A HORSE W: Zetta Castle & Francis Rosenwald D: Tay Garnett 3-25-65 FIGHTING SKY PILOT W: Todhunter Ballard & Robert Leslie Bellem D: Lee Sholem 3-17-65 MAGIC LOCKET W: Joanna Lee D: Tay Garnett 3-17-66 THE WATER BRINGER Scr: Robert Hardy Andrews St: Idwal Jones D: Hal Cooper 10-1-66 THE RESURRECTION OF DEADWOOD DICK W: Sloan Nibley D: Tay Garnett CIMARRON STRIP 1-4 -68 THE JUDGEMENT W: Daniel B. Ullman D: Robert Butler 1-11-68 FOOL'S GOLD St: Palmer Thompson & David Jones Scr: Palmer Thompson D: Herschel Daugherty THE LEGEND OF JESSE JAMES 2-21-66 THE LONELY PLACE W: Sam Ross Carey Wilber D: Curtis Harrington 5- 9-66 A BURYING FOR ROSEY W: Bruce Whitfield D: Curtis Harrington THE HIGH CHAPARRAL 11-19-67 THE PRICE OF REVENGE W: Frank Chase D: Leonard J. Horn 12-17-67 THE TERRORIST W: William F. Leicester D: Ralph Senensky 2- 4-68 CHAMPION OF THE WESTERN WORLD W: Michael Fessier D: William F. Claxton 11-29-68 FOR WHAT WE ARE ABOUT TO RECEIVE W: Michael Fessier D: William F. Claxton LANCER 9-24-68 THE HIGH RIDERS (Pilot) Created by: Samuel A. Peeples St: Samuel A. Peeples Scr: Dean Riesner Dir: Sam Wanamaker Please see my comments. 1-28-69 YESTERDAY'S VENDETTA W: Don Brinkley D: Otto Lang BARBARY COAST 10-20-75 SAUCE FOR THE GOOSE St: William Reed Woodfield & Allan Balter Scr: Stephen Lord D: Don McDougall SARA 4- 2-76 LADY (The insane woman) W: Jerry Ziegman D: Alf Kjellin GRIZZLY ADAMS 3-16-77 ADAMS' ARK (Don Galloway as Pinkerton) W: Samuel A. Peeples D: Jack B. Hively Mystery: Agatha Christie AGATHA CHRISTIE TV FILMS 80 WHY DIDN'T THEY ASK EVANS Scr: Pat Sandys D: Tony Wharmby, John Davies 81 THE SEVEN DIALS MYSTERY C: Penny Lowe Scr: ? D: Tony Wharmby Script Consultant: Pat Sandys THE AGATHA CHRISTIE HOUR 9-14-82 IN A GLASS DARKLY C: Jill Silverside Scr: William Corlett D: Desmond Davis 9-21-82 THE GIRL ON THE TRAIN C: Jill Silverside Scr: William Corlett D: Brian Farnham 11-16-82 THE MANHOOD OF EDWARD ROBINSON C: Louise Walker W: Gerald Savory D: Brian Farnham AGATHA CHRISTIE'S PARTNERS IN CRIME C: Penny Lowe 83 THE SECRET ADVERSARY Scr: Pat Sandys D: Tony Wharmby The rest are hour long adaptations of Tommy and Tuppence short stories, from the collection Partners in Crime. (All mainly 1983) THE AFFAIR OF THE PINK PEARL W: David Butler D: Tony Wharmby THE HOUSE OF LURKING DEATH W: Jonathan Hales D: Christopher Hodson THE SUNNINGDALE MYSTERY W: Jonathan Hales D: Tony Wharmby THE CLERGYMAN'S DAUGHTER W & D: Paul Annett FINESSING THE KING W: Gerald Savory D: Christopher Hodson THE AMBASSADORS BOOTS W & D: Paul Annett THE MAN IN THE MIST W: Gerald Savory D: Christopher Hodson THE UNBREAKABLE ALIBI W: David Butler D: Christopher Hodson THE CASE OF THE MISSING LADY W: Jonathan Hales D: Paul Annett THE CRACKLER W: Gerald Savory D: Tony Wharmby POIROT Best episodes marked with * 1- 8-89 THE ADVENTURE OF THE CLAPHAM COOK Scr: Clive Exton D: Edward Bennett * 1-15-89 MURDER IN THE MEWS Scr: Clive Exton D: Edward Bennett * 1-22-89 THE ADVENTURE OF JOHNNIE WAVERLY Scr: Clive Exton D: Renny Rye 1-29-89 FOUR AND TWENTY BLACKBIRDS Scr: Russell Murray D: Renny Rye 2- 5-89 THE THIRD FLOOR FLAT (Donovan: Nicholas Pritchard) Scr: Michael Baker D: Edward Bennett * 2-12-89 TRIANGLE AT RHODES Scr: Stephen Wakelam D: Renny Rye 2-19-89 PROBLEM AT SEA Scr: Clive Exton D: Renny Rye 2-26-89 THE INCREDIBLE THEFT Scr: David Reid & Clive Exton D: Edward Bennett * 3-12-89 THE KING OF CLUBS Scr: Michael Baker D: Renny Rye * 3-19-89 THE DREAM Scr: Clive Exton D: Edward Bennett 1- 7-90 PERIL AT END HOUSE (120) Scr: Clive Exton D: Renny Rye 1-14-90 THE VEILED LADY Scr: Clive Ext
10432	yago	1	43	https://issuu.com/uclabruins/docs/annualreport_1415_full	en	2014-15 UCLA Athletics Annual Report	https://image.isu.pub/15…3/jpg/page_1.jpg	https://image.isu.pub/15…3/jpg/page_1.jpg	[ "https://static.isu.pub/fe/product-header-frontend/781e53c/31d186ba39f38e8c4fac.png", "https://static.issuu.com/fe/silkscreen/0.0.3042/icons/gradient/icon-canva-gradient.svg", "https://static.isu.pub/fe/product-header-frontend/781e53c/1e794a8c4ec65e549678.png", "https://photo.isu.pub/uclabruins/photo_large.jpg", "https://image.isu.pub/240822010227-02c0927d96a58ad4be3265ac5bfafc2a/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/240815212803-f552991011272acb3824413efb1bb68d/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/240214193633-9afc56b489605119801d93dff529202d/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/240116235520-dcd53fdb55da3ebe7128b758729123a2/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/240106191337-a0dead9da20ccb949ae6c24f5564ab7c/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/231103191425-24dfdfb737d7c116a36af02de71aa502/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/231129223018-cc15723757c54bc3d17245b324b665b7/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/231018161400-e0e2b2164e79a467dfee3cb546a63268/jpg/page_1_thumb_large.jpg", "https://static.issuu.com/fe/silkscreen/0.0.2541/icons/gradient/icon-instagram-gradient.svg" ]	[]	[]	[ "" ]	null	[]	2015-09-04T18:05:58+00:00	UCLA Athletics	en	/favicon.ico	Issuu	https://issuu.com/uclabruins/docs/annualreport_1415_full	Welcome to Issuu’s blog: home to product news, tips, resources, interviews (and more) related to content marketing and publishing. Here you'll find an answer to your question.
10432	yago	1	14	https://m.facebook.com/groups/joncypherappreciationgroup/posts/650764051636867/	en	Facebook			[]	[]	[]	[ "" ]	null	[]	null		de	https://static.xx.fbcdn.net/rsrc.php/yT/r/aGT3gskzWBf.ico		null
10432	yago	0	58	https://www.latimes.com/archives/la-xpm-1998-mar-29-me-34078-story.html	en	A Local Role for ‘Hill Street Blues’ Actor	https://ca-times.brightspotcdn.com/dims4/default/64e287b/2147483647/strip/true/crop/2400x1260+0+0/resize/1200x630!/quality/75/?url=https%3A%2F%2Fcalifornia-times-brightspot.s3.amazonaws.com%2Fdf%2F45%2F57d858144a2a88575fa2b03080bb%2Flatlogo-ss.jpg	https://ca-times.brightspotcdn.com/dims4/default/64e287b/2147483647/strip/true/crop/2400x1260+0+0/resize/1200x630!/quality/75/?url=https%3A%2F%2Fcalifornia-times-brightspot.s3.amazonaws.com%2Fdf%2F45%2F57d858144a2a88575fa2b03080bb%2Flatlogo-ss.jpg	[ "https://ca-times.brightspotcdn.com/dims4/default/5bcdcfd/2147483647/strip/true/crop/1125x1125+438+0/resize/100x100!/quality/75/?url=https%3A%2F%2Fcalifornia-times-brightspot.s3.amazonaws.com%2F2b%2F6c%2F29ca11d28b52afdd98597a6745f2%2Fimg-535da568-turbine-la-bio-steve-chawkins", 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]	1998-03-29T00:00:00	It's a trek from Hill Street to Thompson Boulevard--11 years, to be exact.	en	/apple-touch-icon.png	Los Angeles Times	https://www.latimes.com/archives/la-xpm-1998-mar-29-me-34078-story.html	It’s a trek from Hill Street to Thompson Boulevard--11 years, to be exact. But life is loaded with blind alleys and sudden curves, which explains why the arrogant, self-serving gasbag of a police chief from “Hill Street Blues” is pulling a desk shift at a community storefront in midtown Ventura. A woman strides in with questions about a trash-strewn lot. “Can’t you get it cleaned up?” she asks. “Can’t you send in the Boy Scouts? How about some delinquents?” Jon Cypher--the actor who portrayed Chief Fletcher P. Daniels in all of his oleaginous glory--assures her the situation will reach the ears of the authorities. As Jon Cypher, he is neither arrogant nor self-serving--just a cordial retiree wondering what to do for this distressed citizen. Marilyn Borgaro, his fellow volunteer at the Midtown Ventura Community Resource Center, takes down the details. That was the extent of the serious business in Cypher’s first three-hour shift. The storefront is just getting off the ground, and many people in the neighborhood don’t know about it yet. Ultimately, it will be a place where kids come for after-school tutoring and neighbors come to complain about a junked car on their street. Equipped with a table and a phone in the back room, police officers will drop in for a cup of coffee and an earful from midtown residents. But for now the storefront in the half-empty strip mall on Thompson is a place where volunteers wait for business and schmooze, a forgotten function in many neighborhoods. At 66, Cypher is trim and vaguely distinguished even in his jeans and plaid shirt. He didn’t set out to Do Good; he heard about this place from a man he met while walking his dog. The idea of giving something back to the community appealed to him. “I never really involved myself much with community stuff,” he says. “In acting, everything is so en passant. You get to know people and then suddenly they’re gone.” The talk wanders: Farmland being gobbled up. The neighborhood coming together. The weather, El Nino, the floods. The homeless lady shambling down the street. The Arkansas schoolyard massacre. What’s wrong with these teenagers today? the little group wonders. Is it guns? Is it single-parent families? “It’s the psychologists,” someone offers. Then again, maybe it’s TV. Cypher jumps in with gusto. He doesn’t care much for TV. The cheap sex demeans us, and the violence endangers us. But “Hill Street”--with its tough talk and its raw moments and its groundbreaking realism--now there was a show. “It was Shakespeare!” Cypher exults. “Every week I’d finish reading the script and say, ‘They’ve done it again!’ ” Cypher’s character, a politically savvy headline-grabber, bore an uncanny resemblance to Daryl Gates, the Los Angeles police chief at the time. But most of his roles have been modeled on more generic authority figures. He played the surgeon, the general, the attorney and other such parts in a long list of TV, film and stage productions. He was in the soap “Santa Barbara,” the sitcom “Major Dad,” an ill-fated series called “Open House,” a miniseries called “Elvis and Me,” episodes of “Murder, She Wrote,” TV movies not long remembered. But such parts did not feed the inner man. “The tongue rebels! The soul cringes!” cries Cypher, who is given to the broad gestures of a seasoned showman. “The human being was never meant to say such lines.” Besides, he was reaching an age when “the only parts I was offered were senators and judges.” Los Angeles was becoming increasingly unlivable, the entertainment industry increasingly venal, so . . . Cut to Ventura. Cypher and his wife, Carol Rosin, a crusader against the development of space weapons, settled into a hillside home here four years ago. “We came down the Conejo Grade,” he recounts. “The air grew cooler, the sky grew clearer, and we drove straight to the ocean. That was it. This is paradise.” Since then, he has done the occasional role. He has taken up his wife’s cause--”You really think Star Wars is over?” he asks--and he dabbles in writing. He has just finished a book tentatively titled “If You Aren’t Depressed, You Ought to Be in Therapy.” It’s centered on 100 limericks related to war and peace, love and death. Asked to recite, he rises from his chair at the storefront: “Sipping Chablis while Vesuvius Blew its top was hardly the grooviest. In the next war, Pompeii Will be child’s play, And remains from the Louvre? Dubious.” Everyone likes it. Cypher beams. He has never before recited it in public--if a couple of volunteers on a slow day at a neighborhood storefront count as public. It doesn’t seem the right moment to offer a pithier rendition, a la “Hill Street”: Let’s be careful out there, people.
10432	yago	1	1	https://en.wikipedia.org/wiki/Carol_Rosin	en	Carol Rosin	https://en.wikipedia.org/static/favicon/wikipedia.ico	https://en.wikipedia.org/static/favicon/wikipedia.ico	[ "https://en.wikipedia.org/static/images/icons/wikipedia.png", "https://en.wikipedia.org/static/images/mobile/copyright/wikipedia-wordmark-en.svg", "https://en.wikipedia.org/static/images/mobile/copyright/wikipedia-tagline-en.svg", "https://upload.wikimedia.org/wikipedia/en/thumb/b/b4/Ambox_important.svg/40px-Ambox_important.svg.png", "https://login.wikimedia.org/wiki/Special:CentralAutoLogin/start?type=1x1", "https://en.wikipedia.org/static/images/footer/wikimedia-button.svg", "https://en.wikipedia.org/static/images/footer/poweredby_mediawiki.svg" ]	[]	[]	[ "" ]	null	[ "Contributors to Wikimedia projects" ]	2004-09-22T06:23:37+00:00		en	/static/apple-touch/wikipedia.png		https://en.wikipedia.org/wiki/Carol_Rosin	British historian Carol S. Rosin (born March 29, 1944) is an American speaker, author, educator, futurist, and military strategist. She is the Founder of the Institute for Security and Cooperation in Outer Space.[1][self-published source] She was also the first female executive of an aerospace company, working as a corporate manager of Fairchild Industries. She is executive director of the Peace and Emergency Action Coalition for Earth, P.E.A.C.E. Inc., and the I.D.E.A Foundation, as well as a world peace ambassador for the International Association of Educators for World Peace.[2] Biography [edit] Born in Wilmington, Delaware in 1944, she received her Bachelor's of Science degree from the University of Delaware and an honorary doctorate from Archbishop Solomon Gbadebo of the Orthodox College in Nigeria. She was the first woman to work as an Aerospace executive at Fairchild Industries and is a leader and the original political architect in the movement to stop Anti-satellite weapons and the Strategic Defense Initiative.[3] During her time at Fairchild, Rosin served as the spokesperson for Dr. Wernher Von Braun, with whom she created the film and educational program "It's Your Turn" to expand the diversity of people working in science fields.[4] The program won many awards, including the Aviation Writers Award and the Science Teachers Gold Medal.[2] Rosin helped create medical and educational training programs with ATS-6 satellites in the United States, including the first two-way audio and visual national and international satellite educational programs in over 20 countries.[4] Published works and media [edit] Start of the Sirius Disclosure Project in 2001 at the National press Club, as witness. Movies That Shook the World (Documentary) Herself, 2005[5] UFO: The Greatest Story Ever Denied II - Moon Rising (Video Documentary) Herself, 2009 Sirius (Documentary) Herself, 2013 For the Children (Book, I.D.E.A Foundation for the Benefit of Humanity) Co-Author, 2014 ISBN 9781530161393 The Carol Rosin Show (American Freedom Radio) Host, 2016-[6] Unacknowledged (Documentary) Herself, 2017 20th Anniversary of the Disclosure Project as herself, 2021 The Cosmic Hoax: An Exposé (Documentary) as herself, 2021
10432	yago	0	19	https://moviechat.org/nm0194230/Jon-Cypher	en	Jon Cypher Discussion - News, Rumors, Gossip	https://m.media-amazon.c…0,0,140,207_.jpg	https://m.media-amazon.c…0,0,140,207_.jpg	[ "https://m.media-amazon.com/images/M/MV5BMTMwOTU3NDE2NV5BMl5BanBnXkFtZTcwNTc5Mjc3NA@@._V1_QL75_UY207_CR10,0,140,207_.jpg" ]	[]	[]	[ "" ]	null	[]	null	Jon Cypher: Jon Cypher. Actor: Masters of the Universe. Jon Cypher was born on 13 January 1932 in New York City, New York, USA. He is an actor, known for Masters of the Universe (1987), Spontaneous Combustion (1989) and Favorite Son (1988). He is married to Carol Rosin. He was previously married to Ruth Wagner.	en	/favicons/apple-touch-icon.png		https://moviechat.org/nm0194230	Jon Cypher: Jon Cypher. Actor: Masters of the Universe. Jon Cypher was born on 13 January 1932 in New York City, New York, USA. He is an actor, known for Masters of the Universe (1987), Spontaneous Combustion (1989) and Favorite Son (1988). He is married to Carol Rosin. He was previously married to Ruth Wagner.
10432	yago	0	81	https://radaris.com/p/Jon/Cypher/	en	Jon Cypher - Age, Phone Number, Address, Contact Info, Public Records	https://radaris.com/favicon.ico	https://radaris.com/favicon.ico	[ "https://radaris.com/p/Jon/Cypher/us-map.png", "https://radaris.com/i/d4959c3474d2297dfec2417a35ffdfb2.jpg", "https://radaris.com/i/3e0f8b26aea4aded307540ec0a190159.jpg", "https://radaris.com/i/8a88074767ad4dc75a85b16583cc2743.jpg", "https://a1-images.myspacecdn.com/images02/124/s_68bc1a5057c648dabffed878737e782d.jpg", "https://radaris.com/i/90e0aed4777a45a86d05ad58ce16699c.jpg", "https://radaris.com/i/e2ab3bceaf64f5e39d8a1064f1999e0d.jpg", "https://radaris.com/i/4eb41890f080a7883465750fcc44c6d4.jpg", "https://radaris.com/img/app-store.svg", "https://radaris.com/img/google-play.svg", "https://radaris.com/img/qr-code.svg", "https://radaris.com/srv/a.uping?key=user:pfl_view" ]	[]	[]	[ "" ]	null	[]	null	We found 42 Jon Cypher's profiles > Get contact information, phone numbers, home addresses, age, background check, photos, and other public records [Updated: Dec 23, 2023].	en	/img/favicons/apple-touch-icon.png		https://radaris.com/p/Jon/Cypher/	What is Jon Cypher's address? Jon Cypher's address is 1 Skyline Dr APT 3215, Medford, OR 97504. What is Jon Cypher's phone number? Jon Cypher's phone number is (805) 642-****. How old is Jon Cypher? Jon Cypher's is 42 years old. Is Jon Cypher married? We have marriage records for 15 people named Jon Cypher. What is Jon Cypher's date of birth? Jon Cypher was born on 1981. Does Jon Cypher have a criminal record? You can find arrest records for Jon Cypher in our background checks if they exist. How to find someone in usa free? Radaris.com has a free version available for US users. The site has millions of publicly available records about US citizens to give you detailed reports. You can also search people on social networks for free. How to find someone's rental address? Radaris.com provides information about properties in the US. You can visit the site and find people's rental addresses, including neighborhood information, size, structure characteristics, and more. How to find out where a person works for free? Radaris.com has a free plan that enables you to locate where a person works. All you need is to visit their site and conduct an address lookup or search for them using phone numbers. Alternatively, you can take advantage of the Radaris app.
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"https://www.realtimearts.net/data/images/home/home53.jpg", "https://www.realtimearts.net/data/images/home/home54.jpg", "https://www.realtimearts.net/data/images/home/home55.jpg", "https://www.realtimearts.net/data/images/home/home56.jpg", "https://www.realtimearts.net/data/images/home/home57.jpg", "https://www.realtimearts.net/data/images/home/", "https://www.realtimearts.net/data/images/home/home58.jpg", "https://www.realtimearts.net/data/images/home/home105.jpg", "https://www.realtimearts.net/data/images/home/home265.jpg", "https://www.realtimearts.net/data/images/home/home59.jpg" ]	[]	[]	[ "" ]	null	[]	null		en			null	Next week we'll proudly launch our brand new website, a home not only to informed and constructive reviewing but also to video, sound, music and other works for you to experience, whether on computer, tablet or phone, with each accompanied by a critical appreciation. As well, we're reinvigorating RealTime Traveller and RealTime TV, commissioning new video works for our Gallery and video essays about diverse art practices, highlighting video art by emerging artists in Critical Video, and digging into RealTime's treasurehouse of review for the revelatory Deep Archive. Next week's RealTime will take you straight to the new site. In the meantime, enjoy this edition in which the body is the vehicle for self-examination, historical reflection and new dance, and the subject of a visual artist's probing gaze. Keith, Virginia, Lauren This week come with us to the UK to meet provocative dance duo Project O, to Mexico for a travelling film festival that confronts corruption, to the US for a film by an Australian that casts citizens as participants in the scenario of a legendary murder, to the Gold Coast for a young artist's take on globalised culture and to Brisbane for a possibly self-mythologising performance by a Sydney ensemble. Visiting Australia from New York, photographer Lili Almog challenges our perceptions of the veiling of women and Japan's techno-wizards teamLab reveal four new works for you to contemplate on this very screen if not in reach of the Sydney gallery where they, and Almog, are exhibiting. From suburban Carlton, Shopfront presents potent new work by young theatre artists at Belvoir and we urge you to take a look at Conor Bateman's video essay Cameraperson to person, widely viewed when it premiered in last week's RealTime. Keith and Virginia RealTime in real time: change is on the way. In coming weeks we'll launch a new website with special features including commissioned and critiqued video and audio works. As a prelude, we present the first of our commissioned video essays, Cameraperson to person, in which Conor Bateman deploys video to appreciate the workings of Kirsten Johnson's significantly inventive film. It's a joy for us at RealTime to be able to present and respond to art with a greater range of means while sustaining the power of the word at a time when criticism is seriously embattled, giving way to a deluge of likes, stars and tweeted one-liners. The image above is from a percussion work by Australian composer Kate Neal, Never Tilt Your Chair, an exemplar of art's capacity to endlessly invent and mutate, fusing the everyday, theatre and high precision playing from three skilled musicians. Keith & Virginia Nature and the internet: two kinds of plenitude, one of its own making (it bred us) and one of our technological own. They offer commonality, solace and inspiration; exploited, they turn against us. The good news in this edition is that our inherent art-making continues to be succoured by nature in the beautiful bush of Bundanon and its artist residencies where Trevor Flinn becomes Arthur Boyd's Nebuchadnezzar and Next Wave's Kickstarter emerging artists become one with nature and each other. In Kandos, artists populate the NSW country town and adjacent countryside with art. Conor Bateman reveals an astonishing internet wealth of streamed video art that will both challenge and inspire [Ben Russell's experimental film Atlantis, above]. Rogue Agents, at Firstdraft, projects a new wave of cultural and biological evolution while the horror film Raw confronts us with our fears—and regressive temptations. Much to chew on. Keith & Virginia Most of my encounters with contemporary art and film over recent weeks haven’t happened by visiting a gallery, museum or cinema. Rather, contact's been made via my laptop, smart phone, a giant screen in a public transport space and reflections on the future of film festivals. In RealTime this week I interview the curatorial director of Wynscreen, which delivers moving-image art to travellers passing though Wynyard Station. Ever preoccupied with the horror genre, Katerina Sakkas reviews Olivier Assayas’ technological arthouse ghost story, Personal Shopper, in which a grieving woman (Kristen Stewart) interacts with a mysterious presence via text messaging. Cameron Williams considers the ways that video-on-demand platforms are changing Australian screen culture and challenging film festivals. And in the theatre work Passenger, John Bailey finds himself immersed in a kind of live cinema. The contemporary screen is a radical shape-shifter. Lauren, Acting Assistant Editor Translation looms large in RealTime this week as our reviewers tackle the relationship between experience and its distillation into art. Is failure of translation fundamentally more likely than success, asks Andrew Fuhrmann, confronted with the strengths and weaknesses of works in this year's Dance Massive. How meaningful is Asia TOPA's invitation for its audiences to witness or enter heightened states in works that blur the line between lived experience and art [image above: Attractor]? Jana Perkovic is disturbed by abstraction not anchored to any palpable materiality in Chunky Moves' Anti—Gravity and Luke Goodsell perceives a gap at the centre of Rosie Jones' The Family: a failure to explore the life of the woman who led that destructive cult. Matthew Lorenzon enjoys Chamber Made Opera and the Sichuan Conservatory of Music 's Between 8 and 9, which deals directly and playfully with how we can speak about music. Reviewers are translators too, transforming art experiences into their own art, failing or succeeding in expanding and intensifying the looping conversation that art prompts. Keith & Virginia There are times when we all need backbone, literally and skilfully displayed in Gravity & Other Myth’s Backbone [image above] and metaphorically in shapeshifting Silvia Calderoni's performance in MDLSX, a wild and frank declaration of a transgender self. Also in the Adelaide Festival, Indigenous performer-composers William Barton and Deborah Cheetham strengthen Australian contemporary music with their innovations. Next up in post-festival Adelaide is Long Tan, a product of the resolve of playwright Verity Laughton, Brink and STCSA to bravely face the realities and myth-making that constellate around the Vietnam War battle. In Melbourne, artist Ash Keating submits his vast new paintings to theatrical lighting design and in Hobart the fascinating Unconscious Collective sync our heartbeats. Next week we boldly plunge into Dance Massive and Asia TOPA. Keith & Virginia With the Adelaide Festival's sense of celebration (as in the image above from Barrie Kosky's wondrous Saul) and gravitas still resonating, it was a pleasure to hear that Arts Minister Mitch Fifield has shut down the Catalyst Fund. The return of $61m to the Australia Council was cautiously welcomed by the small to medium arts sector, hoping that funds will definitely now go directly to those for whom they were originally intended. Some 60 arts organisations have gone unfunded, some barely sustained by state government funding, others not, careers floundering, while Catalyst became an electoral slush fund and lucky dip for large arts organisations, festivals, academics and questionable arts ventures benefitting from the suffering of others. The return of funds might look like a victory for art in the culture wars, but there's a lot of catch-up to do, funding levels are less than adequate and Coalition arts policy set at zero. At the very least, we can be thankful that we still have an Australia Council for the Arts while we feel for US artists as President Donald Trump goes gunning for the NEA. Keith & Virginia Welcome to our International Women’s Day E-dition, which includes Lauren Carroll Harris’ report on promising new directions offered filmmakers and audiences by female-focused film festivals. Above, the team at Women in Film & TV NSW pose in the outfits they wore for their funny and forceful “End the Sausage Party” protest against the low number of nominations for films made by women in the 2016 AACTA Awards. Elsewhere in this E-dition, a cohort of female RealTime writers respond to a variety of out-of-the-ordinary works in the Perth International Arts Festival (Jana Perkovic), Supercell Contemporary Dance Festival (Kathryn Kelly) and Asia TOPA (Sally Sussman and Madeline Roycroft). Demands are rapidly escalating for gender equity and freedom from discrimination and violence in the face of surging dictatorial politics overtly hostile to women's rights. RealTime celebrates women's creative capacity to prevail. We’re off to the Adelaide Festival! See you again on 22 March. Virginia & Keith Plastic shopping bags in hand, cast members, including a cohort of NIDA students, each become Tiananmen Square’s Tank Man in the much-anticipated Sydney Theatre Company production of UK playwright Lucy Kirkwood’s Chimerica. (Listen to our interview with director Kip Williams about his approach to this epic play.) The title conjures, first, the chimera—a beast from Greek mythology with a lion’s head, a goat’s head rising from the creature’s back and a tail ending in the head of a snake—and then its embodiment as a hybridised China and America. These nations are dangerously co-dependent: mutually hostile and intricately entwined economically. Australia’s foreign policy is habitually oriented to the US while our economic dependency on Chinese purchasing power grows daily. How will we position ourselves as ‘Chimerica’ threatens to unravel? Cultural groundwork is being laid by Asialink, APT, OzAsia, Asia TOPA and others, but the Australian Government faces a major political challenge. Keith & Virginia Like journalists, documentary filmmakers are increasingly having to compete with the dictatorial purveyors of "alternative facts." Worse, it's happening at the very moment when adept deployers of social media technologies can promulgate blatant untruths with viral ease. Spin doctors emerged in the 1990s and then, a decade ago, satirist Stephen Colbert outed gut-feeling, evidence and logic-free "truthiness," which has now come totally into its own. Outright lies and glaring contradictions are served up without even the gloss of spin. So it's timely for the 2017 Australian International Documentary Conference to address the challenges for the documentarian in a "post-truth" world and, at the same time, assay the—at first glance unlikely—potentials of gaming and VR technologies for generating honest, immersive, interactive engagements with eras, cultures and ideas. Keith & Virginia As we wrap up our intensive Sydney Festival coverage—looking back with pleasure on a finely curated, richly themed program of memorable works—we turn to Asia TOPA, an exciting new triennial festival in Melbourne centred on Asian performance and promising works that will challenge the senses and widen Australian horizons. Also in this E-dition, Chris Reid travels to Hobart to take in MOFO's excellent electronics-focused program. Next week we anticipate the Australian International Documentary Conference [AIDC], also in Melbourne, at ACMI, and preview the Adelaide Festival's dramatically distinctive 2017 program. Keith and Virginia EDITORIAL Wesley Enoch's first Sydney Festival was buoyant with the sense of occasion anticipated in our interview last December. Some festival-goers have been excited by what they've experienced as "a decolonising of the festival," with its strong programming of Indigenous artists. Others have been thrilled by the sensory and formal adventurousness of a range of works. This E-dition is the first of two focused on the festival. Next week Nikki Heywood will respond to Still Life and Institute, Vick Van Hout to Prize Fighter, Blood on the Dance Floor and Huff and James Whiting to King Roger. We'll also address The Encounter, SHIT, The Season, Champions and have another look at Biographica. Elsewhere this week we take you to Venice, Pakistan and then Adelaide for something international from Lloyd Cole. Good to have you with us for 2017! Keith and Virginia Oh what a year! As the rise of dictatorial state capitalism and the conservative push for a one-size-fits-all culture suggest, we can expect hard times ahead. Our editorial image is from Dmitry Krymov's Opus No. 7, a powerful imagistic account of the fate of Russia's Jews and the compromised composer Shostakovitch under Stalin; it's featured in the 2017 Perth International Arts Festival. We look back over a year in which our coverage ranged across the country, from OzAsia and Liveworks to small regional festivals and hundreds of individual works. Take the holiday season to revive your spirits. We look forward to keeping you in touch with the art that sustains us in 2017. Keith & Virginia Remembrance & Forgetting. English psychoanalyst Adam Phillips, writing about Oscar Wilde in his book Unforbidden Pleasures (2015), notes that "great art, in Wilde's view...enables us to forget ourselves, our rational, conforming, intelligible, law-abiding, too-timid, explaining selves, and this forgetting makes things possible." Within a constellation of works ('great' or not) in an arts festival, we can even more intensely lose ourselves to reverie, joy, passion and bewilderment. Phillips extrapolates: "What we don't know, what we haven't understood, can be the realest thing about us." A good festival demands such openness. But it can also enact remembrance, of what we have forgotten or will forget or never knew, as Wesley Enoch looks to do with his 2017 Sydney Festival, celebrating the 1967 Referendum (which acknowledged the humanity of the Indigenous peoples of Australia), cultural continuity (in the lives of Tasmania’s muttonbirders; image above, Trevor Jamieson in The Season), and with sadness, the art of Myuran Sukumaran. Keith & Virginia The world opens and contracts. The image above is of dance artist Matt Shilcock in his 2015 work The Likes of Me, which he co-directed with mentor Dean Walsh. In For All We Know (or thought we knew) Part II, Dean reflects on what he's learned from his collaborations with artists who have a disability. The exponential growth of talented artists in this field reflects a growing openness in our society to their assertion of worth and our acceptance and acknowledgment of those once considered incapable of autonomy. But there are signs of contraction—a narrowing and potential erasure of hard-won human rights to equality, unexploited labour, asylum and freedom from prejudice. I recall my primary school years in the 1950s when schoolyard-segregated "deaf and dumb" students were the subjects of derision and taunts. The growing call from the right for the freedom to insult with impunity denies freedom from prejudice to those too easily defined as different. Keith The new abnormal. The international trend towards demagoguery and the diminution of democracy moves closer to home with, among other things, Section 18C of the Racial Discrimination Act under threat from an increasingly right-swinging Liberal-National Government. RealTime this week includes reviews of works that address old norms—rape culture, racism, masculinist popular culture, fear of immigrants—which are finding cancerous new life as they fuse with fact-free, empathy-challenged alt-right, libertarian and One Nation populism. At least now, thanks to Prime Minister Turnbull doing a Howard, we know who we are, part of the “media elite,” oblivious to the concerns of ordinary Australians. Next on the list? Artists? Keith and Virginia Performance Space’s 2016 Liveworks attracted loyal fans, hungry for experimental art and many others, attracted by the unusual. This E-dition features reviews of most of the festival’s diverse works that occupied Carriageworks in a way that made sense of the building. There’s an overview from us of the ‘bigger picture’ that Liveworks offers of our culture, its connections with Asia, the self, Indigeneity and community. It’s a festival well worth celebrating in dark times. Keith & Virginia, Oztrayah, Trumpistan This week we traverse, celebrate and reduce distances at the very moment the Turnbull Government attempts to push refugees ever further beyond Australia and our consciousness—out of empathy’s reach. In Sydney’s Fairfield, women of diverse cultures take to the streets in artworks and ethnic celebrations that engender visibility and reduce the gap that is gender inequality. Further west, Casula Powerhouse draws together wonderfully eccentric sculptures from across Australia prior to touring to eight regional galleries. The Book of Daughters places women at the centre of the sonic arts, anticipating future equality and bringing together Australian and Asian performers. Next week, our feature coverage of Performance Space’s Liveworks Festival of Experimental Art. Keith & Virginia Resilience & Resistance. Resilience is a strikingly recurrent theme in this E-dition. In Project Xan, a woman appears as herself in performance, reflecting on the consequences of being raped and blamed for it at age 12. Emma Beech in Life is Short and Long conjures intimate conversations she’s had with people facing crises, personal, social and economic. For reviewer Francis Russell, Gosia Wlodarczak’s A Room Without A View (Extended) suggests the power of drawing as a kind of refrain for containing chaos. French-Algerian choreographer Nacera Belaza, performing The Shout in Dancehouse’s Border Lines, writes of being “grounded in the rhythms of Gnawa, a kind of ancient African spiritual music based on the chant-like repetition of refrains and phases.” As Andrew Fuhrmann observes, The Shout and (in the same program) Sarah-Jane Norman’s Take This For It Is My Body, resiliently secure tradition against disintegration but are equally acts of bodily resistance, as are all the works, in their own ways, mentioned here. We’ll be back 9 November; see you then. Keith & Virginia Signs of Life. Will Sydney, Perth and Adelaide’s summer festivals breathe new life into an over-tired, hyperactive, fuzzy formula? Relatively small, artform or theme-focused arts festivals (BIFEM, OzAsia, Next Wave, Dance Massive, Liveworks) offer cogency, communality and a sense of difference with works that collectively take you out of the ordinary. The gigantism of their large peers—international arts and fringe festivals—limits shared appreciation and buries significant works amid all too familiar festival fare. But much can be forgiven if an overarching sense of purpose—social, political and aesthetic, whether or not themed—is evident. From what we’ve learned (details in coming weeks) two of Australia’s forthcoming international arts festivals are showing the signs of life we yearn for. In the meantime, we have reports from idiosyncratic festivals in the Ruhr and Riga, reviews of distinctive works in this year’s Melbourne Fringe and previews of the much anticipated Liveworks—including Thunderhead (image above)—an artstorm about to break. Keith & Virginia OZASIA FESTIVAL SPECIAL EDITION With intensive coverage of 18 of its shows, we celebrate the success of this year’s festival, OzAsia’s 10th. The annual event was initiated by Adelaide Festival Centre CEO Douglas Gautier, who had previously worked in Hong Kong, and taken to a new level in 2015 and 2016 by OzAsia’s Artistic Director Joseph Mitchell whose eye for innovation and diversity in Asian art and performance of all kinds has given us works with which to see the world and ourselves anew. According to our Adelaide correspondents Ben Brooker and Chris Reid this was the best OzAsia yet. For us it was our first, a storm-defying, mind-bending and sense-expanding experience. One of our great pleasures is to live-in at a festival, responding to it in detail, as RealTime has done this year with Next Wave and the Bendigo International Festival of Exploratory Music, and many others over 22 years of arts publishing. We’re eager for even greater cross-cultural insights from and immersion in 2017’s OzAsia Festival. Keith & Virginia OzAsia 2016 is a festival on fire, right now in Adelaide. Hong Kong digital media artist Kingsley Ng’s Gallery Express (image above) is one of the event’s immersive highlights, a surreal journey back to the present from a future, uninhabitable Earth. Chris Reid reviews three of the festival’s engrossing exhibitions in this edition, including Ng’s Record Light. Sensory transformation figures elsewhere as audiences find themselves directly engaged in Lee Serle’s MULTIMODAL and Ohad Naharin’s Decadance. Another kind of transformation is recorded in dancer Dean Walsh’s deeply personal account of coming to a profound understanding of how he relates to the world, to art-making and disability. We’re off to the wonderful OzAsia and will regale you on 12 October with extensive coverage of the performances, public events and visual arts which are transforming the Australian-Asian relationship. Keith & Virginia THE SUSTAINABILITY OF RENEWABLE ANXIETY Anxiety is an invaluable coping mechanism, but exploitable. How can we sustainably manage our concerns—crank up the fear voltage, invent new horrors or seek out alternative visions and possible solutions? These are the kinds of questions asked by Lyndon Blue and Francis Russell on seeing exhibitions about art and ecology at PICA in Perth and apocalypse at Success arts space in Fremantle. Hugh Davies reviews Screen Ecologies, an Australian book we’d love to read about the variety of screen-based artist responses to climate change in our Asia-Pacific region—art that’s actually close to home. Often we feel left out of the action—when did our own government last engage us directly in sustainable environmental programs in the everyday? Anxiety is perpetually renewable but only sustainable when rooted in an evolving, nuanced exchange between research, fact and fine imaginings. Artistic Director David Chisholm’s Bendigo International Festival of Exploratory Music (BIFEM) again proved itself to be one of Australia’s boldest, intensive arts events. In a mere two and half days, committed audiences, professional, student and community players came together with egalitarian spirit to embrace thrillingly demanding contemporary music, opera, dance and sound art in the city’s centre. The unnervingly brilliant ELISION ensemble, celebrating its 30th birthday, provided three key concerts, two of them involving superb performances from Australian National Academy of Music students, and two with gripping compositions by leading Australian composer Liza Lim, whose 50th birthday was also celebrated. Today, we’re publishing a selection of reviews from the festival’s Music Writers’ Workshop. There’ll be more next week. In our ongoing Arts Education feature, we focus on acting at the Adelaide College of the Arts and on the educational damage being wrought on the Sydney College of the Arts and the culture of Sydney by the NSW Government. Keith & Virginia We’ll be brief. There’s so much weird and wonderful reading in this E-dition, taking you from the Darwin Festival to Australia’s newest dance festival, Salamanca Moves (UK artist Liz Aggiss above) in Hobart, from Keith Armstrong’s imaginary ecologies to Tim Darbyshire’s human stress-test, from Toshiki Okada’s critical paean to baseball in the OzAsia Festival to ELISION ensemble’s celebratory exhibition in Melbourne and performances in Bendigo and Sydney Chamber Opera’s revelatory take on Dostoevsky. Our ongoing Arts Education feature focuses this week on Adelaide Central School of Art. While art revels in nuance, complexity and passion, the angry forces of absolutism in the new federal parliament line up to do their worst. It’s time to care. We’re off to the Bendigo International Festival of Exploratory Music—follow us on Partial Durations—and will be back with you on 14 September. Keith and Virginia The naked truth E-dition. Revealed this week, Performance Space’s 2016 Festival of Experimental Art features a stellar line-up of Asian and Australian innovators, including Mish Grigor [cover] whose The Talk, about the family and sex, is one of the featured works. In Off the Record, Force Majeure’s performers expose themselves to uncomfortable truths. In Tribunal, Powerhouse Youth Theatre’s stark revelations about our oppression of Aboriginal Australians and refugees render us naked. In Down Under, writer-director Abe Forsythe strips bare the perpetrators of the Cronulla Riots, would-be emperors of the Australian beach. As concerns for refugees and Aboriginal Australians escalate in the face of undeniable facts, the naked truth must displace the lies, denialism and “truthiness” (thanks Stephen Colbert) at which governments excel. Keith & Virginia In our ongoing Arts Education feature, you’ll read about media artist George Khut in-residence at the National Portrait Gallery, his take on digital portraiture and his teaching at UNSW Art & Design; while actor and writer Jane Griffiths tells us about music theatre’s great leap forward at Monash University. We pay special tribute to Australian dance artist Philippa Cullen. As a member of Sydney’s exploratory art community from the late 60s until her death in 1975, she vigorously engaged in cross-artform performance and public dance, visited Africa and India, worked with Stockhausen in Europe and, above all, created works in which dancers triggered music via elegantly sculpted theremins. Young artists today might find inspiration in Cullen’s vision and the communal passion with which she pursued it. Keith & Virginia Arts & Education The image above is of lecturer Cath McKinnon’s production of Tom Holloway’s Lyrebird, written for and performed by students at the University of Wollongong. In an interview, fellow lecturer Chris Ryan reveals the strange new worlds that UOW Theatre and Performance students will enter on their way to fascinating careers. UNSW senior lecturer Erin Brannigan talks about her Reviewing the Arts course at UNSW, a timely initiative as criteria, standards and platforms undergo radical change. JR Brennan’s The Chat, Andrea James’ Winyanboga Yurringa and Eastern Riverina Arts’ Basin provide this E-dition with exciting evidence of the ongoing inventiveness of Australia’s performance culture. Keith & Virginia Arts Education 2016 Welcome to our annual arts education feature, an informal survey of issues, courses, teachers, works and students over coming weeks. As a prelude, WAAPA’s Jonathan Marshall reports on the 2016 Performance Studies International Conference hosted by the University of Melbourne and Rennie McDougall at NYU addresses the complexities of positioning himself as a critic, reflected in Sally Smart’s The Choreography of Cutting (above). In our next E-dition Erin Brannigan describes the workings of her new Reviewing the Arts course at UNSW and Christopher Ryan reflects on the nurturing of performers at the University of Wollongong. Join us in this celebration of the making of a new generation of artists. As we sense the world crumbling around us, environmentally and politically, it’s some relief to see artists in the 2016 OzAsia Festival and others appearing here attempting to rebuild through understanding the nature of suffering, nurturing empathy and envisaging new ways of thinking and being. They play with form, media and mood, but speak with a directness that is increasingly evident in the arts in testing times. On the other hand, there’s pleasure to be had from works that disconnect us from the intensifying demands of the everyday, such as the must-see media art works of dancer Hiroaki Umeda, teamLab, Mikuni Yanaihara and Kingsley Ng featured in the 2016 OzAsia Festival. They’re not frivolous, revealing instead the potential for creative responses to the same technologies that produce our assumed reality. Keith & Virginia Change and transformation are pivotal to this E-dition. In Unseen, performance artist Lauren Simmonds uses illusion to reveal an unseen world behind the everyday, uniting us all. An injury compels circus artist Emma Serjeant to reinvent her practice for a new work, Grace. Actor Raoul Craemer becomes both troubled grandson and fascist grandfather in his play Pigman’s Lament. To duel with his animated self as The Ramayana’s Jatayu, Raghav Handa transforms into Ravana in Mens rea: The Shifter’s Intent. On seeing Ranters’ Come Away with Me to the End of the World and Anni and Maude Davey’s Retro Futurismus, John Bailey reflects on how we render others, the past and future as eccentric. PACT, Sydney’s Centre for Emerging Artists, runs programs that turn eager young practitioners into confident artists, but Australia Council defunding threatens to defuse that transformative power. Director Katrina Douglas and supporters are determined to push on: continuity is the foundation for transformation. Keith & Virginia It’s a painful time. The LNP won the election, narrowly. Artists lost, enormously. But the sector and supporters fought hard, creating a unanimity of purpose with which to hold governments to account from now on. Students and staff at Sydney College of the Arts are hurting with the announcement of their college’s absorption into UNSW Art & Design. They’re fighting it, transforming pain into action. Suffering and its management are directly addressed in this E-dition in a Virtual Reality experience created by Eugenie Lee which simulates chronic pain (image above) and in an Irish dance work about angst wrought by separation. Other works reviewed look back to the arts politics of the 20th century (Colin Bright Syzygy Band and Julian Rosefeldt’s Manifesto) for inspiration and a sense of continuity while the Manifesta 11 biennale treats its host city, Zurich, as a socio-political art site and Terrapin Puppet Theatre and playwright Angela Betzien tackle a dysfunctional future with the ancient arts of clowning, tale-telling and puppetry. In Croatia, Jana Perkovic experiences intimate, deeply engaging performances that resolve in joy. Where there’s art, there’s hope. Keith & Virginia In her review of the Sydney Film Festival’s Virtual Reality program, Lauren Carroll Harris encounters a work about incipient blindness which is at once wonderfully immersive and deeply empathic. We turn to art for the sustenance with which to understand and face reality, or to evade it. We often do both at once, finding in art a refuge from which we can reflect on painful reality at a distance. In Britain, a Prime Minister, in appeasing the right-wing of his party, has made real the rank nationalism, xenophobia and racism of Brexit. Artists will suffer, losing access to the EU’s £1.3 billion Creative Europe funding program, to visa-free movement, training programs and the benefits of “the largest export market for the UK's creative industries, totalling 56% of all overseas trade in the sector.” In Australia, we face the harsh reality of the Turnbull Government’s depredation of culture and its cowardly, non-binding, right-wing accommodating gay marriage plebiscite. We hope that the brave art we respond to in this e-dition will provide some solace and strengthen our collective resolve to fight for art beyond the 2016 election. Keith & Virginia In his Q&A appearance on Monday night, Prime Minister Malcolm Turnbull revealed a profound ignorance of his government’s mishandling of arts funding when quizzed by singer Katie Noonan. He insisted that the Australia Council has been better funded under the Abbott-Turnbull Government, that most Catalyst Funding went to regional arts (37% in fact) and used Geelong’s Back to Back Theatre (he clearly didn't know who they were) as an example of a regional company that might not otherwise have been funded had it not been assisted by Catalyst. Browse Catalyst funding results and you’ll see familiar names of organisations usually funded by the Australia Council, some now additionally advantaged, while some larger players have taken the opportunity to source funds that were once the province of the small to medium sector which now faces a bleak future. Former Arts Minister George Brandis envisaged a broader and more competitive funding model; instead, he and his successor have catalysed an aberration: brutal, chaotic and divisive. Make your vote count, but not for an out of touch, uncaring Turnbull. Keith & Virginia Reality takes a hit. Vancouver’s Fight with a Stick immerses its audience in the immensity of non-human “vibrant matter.” Chunky Move’s Anouk van Dijk teasingly tests the real/virtual borderline. Cassandra Tytler’s I’m Sorry subjects the gallery-goer to the rantings of a domestic violence perpetrator as performed by the artist. Yirra Yaakin (image above) conjures the ghosts of rebels who lost their heads to a colonialism that haunts us still. Meanwhile we’re spooked by Arts Minister Mitch Fifleld, a smooth decimator of arts ”jobs and growth.” Only the electoral defeat of the Turnbull Government on 2 July will deliver arts jobs and growth—freed of ministerial manipulation. EDITORIAL Click on the image above to read about the June 8 Artspeak National Arts Election Debate, growing arts industry unanimity against the Government over its treatment of artists, and the June 17th Arts Action Day. Neither the future of Australia’s Indigenous peoples nor the environment yet figure in the election campaign. In this E-dition reviews of political visual arts exhibitions and documentary filmmaking (image above from Kelrick Martin’s Prison Songs) keep us mindful of this, but art is busy now protecting itself too from government. The appalling news of the defunding of Australia’s premiere national festival for emerging artists—alongside other crucially innovative organisations—did not prevent Next Wave Festival from excelling nor dimmed its spirits. It played to full houses, delighting audiences and triggering invaluable conversations about mutating artforms and key cultural issues. With five emerging arts writers and mentors Andrew Fuhrmann and Jana Perkovic in our DanceWrite workshop, we experienced the pleasures and provocations Next Wave engenders, all working day and night for each participant to produce a set of reviews. This involved intensive group discussions, shared reading and close editing. We thank our participants and mentors for their energy, commitment and company, and Hannah Matthews of Sharing Space for inviting RealTime and Next Wave to collaborate on this venture. The 2016 Next Wave Festival is underway. Jane Howard reviews eight of its opening productions. We’ll be responding to more performances, visual arts shows and the festival’s dance program with reviews by RealTime’s DanceWrite workshop participants. To date it’s been a dancing year for RealTime, and for good reason, given the choreographic focus of Stephanie Rosenthal’s Biennale of Sydney and the remarkably diverse dance works we’ve reviewed in Hobart, regional Tasmania, Campbelltown, Townsville, Perth, Adelaide, Vancouver and New York. The Keir Choreographic Award has provoked even greater debate the second time around, with a valuable focus on the criteria for selection and judgment and what these indicate about the nature of contemporary dance. We also report on PROPELLED in Newcastle, a much smaller but significant program supporting emerging artists and also, like the Keir, with a focus on interdisciplinarity. AUSTRALIANS, END THE INCARCERATION OF ASYLUM SEEKERS. End sickness, mental illness, self- and sexual abuse. End suicide, torture, manslaughter and murder. End hopelessness. AUSTRALIANS, ADMIT RESPONSIBILITY. For first making war on Iraq. For creating refugees, denying them basic human rights, treating them as criminals. AUSTRALIANS, END ‘THE PACIFIC SOLUTION.’ It is no solution. Move beyond compassion. Exercise imagination, strategise and act. AUSTRALIANS, CLOSE OFFSHORE DETENTION CENTRES. Respect the rights of refugees. Bring them to Australia. Invite those whose claims have been processed to live and work among us. Treat other asylum seekers rapidly with new, humane processing. AUSTRALIANS, END THIS REFUGEE HELL OF OUR MAKING. THIS HELL WE TOO INHABIT, WITH GUILT AND SHAME FOR THE HURT WE DO. Keith & Virginia Children and young people are at the centre of this E-dition. Triggered by research into the negative effects of electronic tools on the bodies and minds of children, Dancenorth transforms confined digital manipulation into vivid, expansive physical play. At London’s Tate Modern the young, and adults too, dig into the history of live art by recreating seminal works. In Stephen Page’s feature film Spear, a young man seeks reconciliation with his own culture by finding a place in men’s business. Margot Nash’s The Silences, a beautifully crafted film memoir, returns the filmmaker to her childhood to grapple with her fraught relationship with her mother. In this e-dition, Nikki Heywood and Rennie McDougall, both writers and performers, find their states of being altered by idiosyncratic dance works. McDougall’s patience is tested as he struggles to engage with a performance by NY dancer Heather Kravas, acknowledging the challenge to reviewing that the work presents and the complexity with which its theme, “Women are not objects,” is realised. Heywood watches naked Australian dancers working with French choreographer Xavier Le Roy become animals and plants, their gaze implicating and reorienting the audience. Digital art, with VR now back in the picture, can reconfigure our perceptions, but so can dancers performing in unadorned spaces. Keith & Virginia Soon after the revelatory Victory Over the Sun, the 20th Biennale of Sydney produced another striking performance, Manger, a profoundly visceral work featuring Musée de la danse, from Rennes in France, in a one-off performance. The Biennale’s keynote address was delivered by the company’s director, choreographer Boris Charmatz, an apparently unusual choice but one in tune with the Biennale Artistic Director Stephanie Rosenthal’s passion for bringing ephemeral works into the art museum, if from a very different position and raising critical questions about current threats to public space. In another foray into motivation and vision, RealTime presents a substantial interview with Phillip Keir, founder of the Keir Choreographic Award and an artist who turned to publishing the Australian Rolling Stone magazine for 20 years before returning to the arts as a benefactor. Also in this edition, Philip Brophy takes glorious exception to Lady Gaga’s 'tribute' to David Bowie at the 2016 Grammys. Keith & Virginia The promotional image heading this week’s E-dition is from Amrita Hepi (Bundjalung NSW/Ngapuhi NZ) and Jahra Wasasala’s (NZ) Passing, a collaboration in hip hop and contemporary dance with costumes styled by installation artist Honey Long. Passing “maps two bodies under pressure from the responsibility that comes from being of mixed cultural background,” and is one of a number of works in 2016 Next Wave featuring Indigenous artists in a program rich in diverse forms and invention. Come with us. Follow this train track deep into a world at once familiar but rendered anew by leading Australian video artist Daniel Crooks in his new work, the installation Phantom Ride. The artist has generously prepared a selection of excerpts for RealTime readers around Australia and beyond—just enough in which to immerse yourself, and if you’re in Melbourne, to take you to ACMI where the work is showing. Also this week, our final reports from the Adelaide Festival, focused on adventurous music and provocative dance, and Melbourne’s Festival of Live Art in which remarkably diverse works co-inhabit the ‘live art’ realm, some perhaps contestably, but all revealing the increasing number of ways artists are engaging with audiences. On the Gold Coast video works by performance art duo Clark Beaumont comprise an immersive installation and, on the south-eastern NSW coast, participants of differing abilities have collaborated to realise Hyperreal Tales, a five-screen video installation that reflects their lives and dreams. We’re taking an Easter break and will be back with you on 6 April, ready, with an election likely looming, to take the Abbott-Turnbull Government to task for its destructive mishandling and manipulation of the arts and artists’ lives. Make sure you read the ArtsPeak letter sent to Prime Minister Malcolm Turnbull this week. In these un-nuanced times, we desperately need to pay attention to the lives of others or submit to our undoing at the hands of heartless neo-liberals, wildcard demagogues and more and more dictators. There’s a lot, explicitly and implicitly, about empathy in this edition, about going beyond sympathy to understanding. It’s explicit in works like A Mile in My Shoes at the empathy-themed Perth International Arts Festival. Sometimes we need to be displaced or disoriented to come to understanding: No Guts, No Heart, No Glory places its audience in a Perth gym to hear British Muslim women boxers tell how the sport gives them strength and meaning. In Romaine Moreton and Alana Valentine’s One Billion Beats, our understanding of an individual Aboriginal life is radically juxtaposed with excerpts from 100 years of Australian film and 150 years and more of pseudo-science that have long crippled our sense of empathy. There’s much more in this edition about art that encourages our attentiveness to each other, the world and, not least, how we react to an astonishing variety of art experiences in a time of great mutability. This week we go regional, to Albury’s wonderful, new media rich MAMA and to a new work featuring Circa inspired by a Wollongong undergoing transformation. We guide you through the dance-led performance terrain of the 20th Biennale of Sydney, applaud musician Adam Simmons’ fusion of durational performance and research, query the high standing of Sue Brooks’ Looking for Grace, and feel the power of Romeo Castelluci’s Go Down, Moses in Ben Brooker’s report from the Adelaide Festival. Can Malcolm Turnbull do a David Cameron and seize the upper and lower houses of Parliament, even if he has to conduct a double dissolution to pull it off? What he might not anticipate is the steadily accumulating anger of artists, many already cheated of their futures by the George Brandis funding heist and Mitch Fifield’s favouring, with the plunder, of a commercial business in the first Catalyst round. The first challenge of the year to this policy-free disgrace has come from ANU’s Sasha Grishin and, rightly, is directed at the Prime Minister. It’s just the beginning. Listen up! In a world of encroaching noise, of forest felling, the grind of failed mining ventures, of wars and demagoguery, sound art can take us into places of mindful attentiveness to the environment. Sound artist Philip Samartzis heads this E-dition with his engrossing account of a visit to Antarctica. You can hear some of the sounds he recorded. We’ve also provided links to other polar artistic ventures, should you feel tempted to explore. Sounds are precious, especially those of challenged environments; but so are instruments with which humans make sound, not least a generation of analogue synthesisers. Rapid technological progress constantly banishes equipment to the rubbish tip and diminishes the arts archive by leaving many works unplayable. However, sound artists Robin Fox and Byron J Scullin are keeping a huge collection of such machines alive and available, preserving the past and opening up sonic possibilities for the future of Australian art. Seeking depth? Come with us into Spanish-Australian artist Dani Marti’s visceral exploration of objects and bodies; South African artist William Kentridge’s collaged excavation of Modernism’s big hits; Montreal choreographer Daniel Léveillé’s dig into the histories and possibilities of the dance duet; Charlie Kaufman’s in-depth animated account of a failure to sustain intimacy; and works in the PuSh Festival that demand and reward deep attentiveness. Images and video links, with which you can gain some further sense of these works, accompany a number of our writers’ evocative reports. Dig in. Virginia & Keith Get knotted! And enjoy it in the hands-on bondage performance of BUNNY. Or immerse yourself in the luscious entwinings of Dani Marti’s art at the Perth International Arts Festival. Or, yell it at the Australian Government for their cruel mishandling of the refugee crisis, the non-debate they’ve engineered on tax reform and Arts Minister Mitch Fifield’s Catalyst outcomes, revealed to be nothing more than the kind of work the Australia Council already funds. RT Profiler 5 If Winter is getting you down, the waft of jasmine and arts festivals in the air should remind you Spring is on its way. In Profiler 5 we get the run down on both the Melbourne and Darwin Festivals from their dynamic directors and so much more. realtime traveller: glasgow, scotland, uk robert walton "I cringe at using “cultural” as Scotland is so caught up in its own distinctiveness from England and its proud history (and there’s lots to be proud of) that everything can become a little tartan-tinted. But Glasgow bucks that trend by looking outward and is genuinely awash with contemporary, vivid and living culture." realtime traveller: glasgow, scotland, uk robert walton "I cringe at using “cultural” as Scotland is so caught up in its own distinctiveness from England and its proud history (and there’s lots to be proud of) that everything can become a little tartan-tinted. But Glasgow bucks that trend by looking outward and is genuinely awash with contemporary, vivid and living culture." realtime traveller dan edwards, beijing, china … Beijing’s real pleasures lie behind the façade of its overbearing government buildings and public monuments, tucked away in the narrow alleys (hutong) of the old city and in hard to find corners. Here a rich culture plays out beneath the city’s surface, trying its best to avoid the watchful eye of the authorities…
10432	yago	3	95	https://www.simonandschuster.com/search/books/_/N-i7u/Ne-v6/Ntt-%25E9%25A6%2599%25E8%2595%2589%25E8%25A7%2586%25E9%25A2%2591%252C%25E5%2590%2588%25E6%25AC%25A2%25E8%25A7%2586%25E9%25A2%2591%2B.s%3Foptions%5Bsort%5D%3DBOOK_ORDER%257C0%257C%257CBOOK_PRICE%257C0	en	ORDER" Book Results on Simon & Schuster			[]	[]	[]	[ "" ]	null	[]	null	New releases and popular books related to "香蕉视频,合欢视频 .s?options[sort]=BOOK_ORDER" from Simon & Schuster.	en	https://d1dyndsnc54cq8.c…vicon-global.png		null	Thank you for signing up, fellow book lover! Tell us what you like and we'll recommend books you'll love.
10432	yago	2	61	https://psycnet.apa.org/doiLanding%3Fdoi%3D10.1037%252F0003-066X.63.5.360	en	APA PsycNet	https://psycnet.apa.org/favicon/favicon.ico	https://psycnet.apa.org/favicon/favicon.ico	[]	[]	[]	[ "" ]	null	[]	null		en	favicon/favicon.ico		null
10432	yago	0	4	https://www.famousbirthdays.com/people/jon-cypher.html	en	Jon Cypher - Age, Family, Bio	https://www.famousbirthd…arge-default.jpg	https://www.famousbirthd…arge-default.jpg	[ "https://www.famousbirthdays.com/thumbnails/moreno-rita-medium.jpg", "https://www.famousbirthdays.com/thumbnails/holland-tom-medium.jpg", "https://www.famousbirthdays.com/thumbnails/jovi-jon-medium.jpg", "https://www.famousbirthdays.com/pages/images/thumbnails/capricorn_20.jpg", "https://www.famousbirthdays.com/thumbnails/norris-chuck-medium.jpg", "https://www.famousbirthdays.com/thumbnails/dean-james-medium.jpg", "https://www.famousbirthdays.com/thumbnails/morita-pat-medium.jpg", "https://www.famousbirthdays.com/thumbnails/wilder-gene-medium.jpg", "https://www.famousbirthdays.com/thumbnails/johnson-griffin-medium.jpg", "https://www.famousbirthdays.com/thumbnails/dyer-natalia-medium.jpg", "https://www.famousbirthdays.com/thumbnails/ice-spice-medium.jpg", "https://www.famousbirthdays.com/thumbnails/rivera-brent-medium.jpg" ]	[]	[]	[ "" ]	null	[]	null	Jon Cypher: his birthday, what he did before fame, his family life, fun trivia facts, popularity rankings, and more.	en	/favicon.ico	Famous Birthdays	https://www.famousbirthdays.com/people/jon-cypher.html	About American actor who has appeared in Masters of the Universe, Walker, Texas Ranger, and JAG. He has also appeared in stage plays such as Tennessee Williams' The Night of the Iguana and Man of La Mancha. Before Fame He received a master's degree in marriage and family counseling from the University of Vermont. Trivia His first movie appearance was as the villain Frank Tanner in the 1971 western Valdez Is Coming. Family Life He married Carol Rosin after divorcing his first wife, Ruth Wagner, in 1975. Associated With
10432	yago	1	34	https://thesubstation.org.au/whats-on/	en	What's On — The Substation	https://cdn.sanity.io/im…1202&auto=format	https://cdn.sanity.io/im…1202&auto=format	[ "https://thesubstation.org.au/images/glass.svg", "https://thesubstation.org.au/images/logo.gif", "https://cdn.sanity.io/images/bh62ok4v/production/92f2beb20f0b14b1e27a40435f75fbb04bd8010f-1000x222.png?rect=1,0,999,222&w=990&h=220&q=75&fit=max&auto=format", "https://cdn.sanity.io/images/bh62ok4v/production/a3eae612d46e02b2fc7adc04a031ef95fae125c0-577x175.png?w=990&h=300&q=75&fit=max&auto=format", "https://cdn.sanity.io/images/bh62ok4v/production/850a23f89d055592438a27e1c7cca407aaccbec2-635x170.png?w=990&h=265&q=75&fit=max&auto=format", "https://cdn.sanity.io/images/bh62ok4v/production/d31c8066842386d7fae7cba3b7af8b803d951b54-4500x4500.jpg?w=1980&h=1980&q=75&fit=max&auto=format", "https://cdn.sanity.io/images/bh62ok4v/production/0a8cfacf025190647bbeefee9c8cf4a4afa96dcc-2749x1958.png?w=1980&h=1410&q=75&fit=max&auto=format", "https://cdn.sanity.io/images/bh62ok4v/production/32e56d6cf393edf73152112da3ea117f3825e2cd-745x850.jpg?w=1980&h=2259&q=75&fit=max&auto=format", "https://cdn.sanity.io/images/bh62ok4v/production/03699f69eb7e07ceaa74ad38f462f8e22a8242b0-1254x705.jpg?w=1980&h=1113&q=75&fit=max&auto=format", "https://cdn.sanity.io/images/bh62ok4v/production/758c33ef64201b0c2b8a4fcf7fd652e2aace48c1-8192x5464.jpg?rect=1,0,8190,5464&w=1980&h=1321&q=75&fit=max&auto=format", "https://cdn.sanity.io/images/bh62ok4v/production/0900e551c98393c2ddfae6bbee3fc46513da5bda-2055x1157.png?w=1980&h=1115&q=75&fit=max&auto=format", "https://cdn.sanity.io/images/bh62ok4v/production/24a5f7b481647f5a0bbb583ff76b047ff1201a6f-4848x2550.png?rect=0,0,4848,2549&w=1980&h=1041&q=75&fit=max&auto=format" ]	[]	[]	[ "" ]	null	[]	null	The Substation is a unique large-scale multi-purpose gallery, performance space and dance studio for artists of every kind, in Newport, Melbourne, Australia.	en			null	We acknowledge and recognise the Ancestors, Elders and families of the Yalukit-willam of the Kulin Nation, who are the traditional custodians of the land that The Substation is on. We extend our respects to their ancestors and elders past, present and emerging, and to all First Nations people. We are committed to continually improving our services to ensure our events can be enjoyed by all. If you have specific access requirements (including seating arrangements for events) please get in touch.
10432	yago	3	56	https://www.raoulwallenberg.net/news/100-000-names-100-000-lives/comment-page-10/	en	100,000 names for 100,000 lives saved by Wallenberg « The International Raoul Wallenberg Foundation			[ "https://www.raoulwallenberg.net/wp-content/themes/irwf/img/raoul_wallenberg_foundation.gif", "https://www.raoulwallenberg.net/wp-content/themes/irwf/img/head_international_print.gif", "https://www.raoulwallenberg.net/wp-content/themes/irwf/img/head_raoulw.gif", "https://www.raoulwallenberg.net/wp-content/uploads/pre2011/photomid/2591.jpg", "https://www.raoulwallenberg.net/wp-content/themes/irwf/img/facebook.gif", "https://www.raoulwallenberg.net/wp-content/themes/irwf/img/twitter.gif", "https://www.raoulwallenberg.net/wp-content/themes/irwf/img/youtube.gif", "https://www.raoulwallenberg.net/wp-content/themes/irwf/img/feed.gif", "https://www.raoulwallenberg.net/wp-content/themes/irwf/img/head_international.gif" ]	[ "http://www.facebook.com/plugins/like.php?locale=en_US&href=https%3A%2F%2Fwww.raoulwallenberg.net%2Fnews%2F100-000-names-100-000-lives%2F&layout=standard&show_faces=false&width=450&action=like&colorscheme=light" ]	[]	[ "home foundation wallenberg" ]	null	[ "conVistaAlMar.com.ar" ]	null	The International Raoul Wallenberg Foundation is a Non Governmental Organization. Its mission is to develop educational programs and public awareness campaigns based on the values of solidarity and civic courage, ethical cornerstones of the Saviors of the Holocaust. Read more.	en	https://www.raoulwallenberg.net/favicon.ico	The International Raoul Wallenberg Foundation	https://www.raoulwallenberg.net/news/100-000-names-100-000-lives/comment-page-10/#comments	The IRWF launched a worldwide campaign to finally uncover the fate of Raoul Wallenberg. Fill the form below and your name will be registered with thousands of others who support this humanitarian cause. The IRWF plans to gather 100,000 names for the 100,000 lives Wallenberg saved in Budapest during 1944 to 1945. The signatures will be delivered to the President of the Russian Federation and the United Nations. Send a letter to the President of the Russian Federation
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10432	yago	1	13	https://richestmovieactor.com/jon-cypher/	en	Jon Cypher Net Worth	https://richestmovieacto…n-icon-32x32.png	https://richestmovieacto…n-icon-32x32.png	[ "https://richestmovieactor.com/wp-content/uploads/2024/05/richest-movie-actor-brand-logo-150x80.png", "https://richestmovieactor.com/wp-content/uploads/2024/05/richest-movie-actor-brand-logo-150x80.png", "https://richestmovieactor.com/wp-content/litespeed/avatar/0adee89d55a0126151f8b18c5d5e7774.jpg?ver=1724280155", "https://richestmovieactor.com/wp-content/litespeed/avatar/23dbd10b350bac45c8b36d88dffb7215.jpg?ver=1724280154", "https://richestmovieactor.com/wp-content/uploads/2024/08/mauricio-barcelata-net-worth-bio-height-spouse-150x150.jpg", "https://richestmovieactor.com/wp-content/uploads/2024/08/raja-fenske-net-worth-bio-height-spouse-150x150.jpg", "https://richestmovieactor.com/wp-content/uploads/2024/08/lee-wilkof-net-worth-bio-height-spouse-150x150.jpg" ]	[]	[]	[ "" ]	null	[ "admin" ]	2024-06-29T03:32:12+00:00	Jon Cypher, a name synonymous with classic television and stage performances, has carved out a niche for himself in the entertainment industry over several decades. As of 2024, his financial standing reflects a lifetime of dedication, talent, and strategic financial management. This article delves into the various facets of Jon Cypher's net worth in 2024, […]	en	https://richestmovieacto…n-icon-32x32.png	RichestMovieActor	https://richestmovieactor.com/jon-cypher/	Jon Cypher, a name synonymous with classic television and stage performances, has carved out a niche for himself in the entertainment industry over several decades. As of 2024, his financial standing reflects a lifetime of dedication, talent, and strategic financial management. This article delves into the various facets of Jon Cypher's net worth in 2024, providing an intricate look at his life, career, and the financial milestones he has achieved. Full NameJon CypherOccupationActorDate of BirthJanuary 13, 1932Birth PlaceNew York City, New York, USACountryUnited StatesNet Worth (2024)$5 millionSource of IncomeActing, Endorsements, InvestmentsHeight6 feet 2 inchesWeight180 lbsBody MeasurementsN/AEthnicityCaucasianParentsJohn Cypher, Alice CypherSiblingsN/ASpouseCarol Rosin (m. 1965-1975)Children2EducationBrooklyn College, Columbia University Early Life and Background Jon Cypher was born on January 13, 1932, in New York City. Growing up in a bustling metropolis, Jon was exposed to the vibrant arts scene from an early age. His parents, John and Alice Cypher, were supportive of his artistic inclinations, nurturing his talent and encouraging him to pursue his dreams. Jon attended Brooklyn College, where he honed his acting skills, and later, Columbia University, where he furthered his education in the performing arts. The Dawn of a Career Jon Cypher's career began in the theater, where he quickly made a name for himself. His early work in Broadway productions earned him critical acclaim and opened doors to television and film opportunities. One of his breakthrough roles was in the Broadway production of "1776," where he played Thomas Jefferson. This role not only showcased his acting prowess but also set the stage for a successful career in television. Television Stardom Jon Cypher's transition to television was marked by significant roles in popular series. He gained widespread recognition for his role as Chief of Police Fletcher Daniels in the hit series "Hill Street Blues." This role, which he played from 1981 to 1987, became one of his most iconic, earning him a loyal fan base and substantial earnings. During this period, his salary per episode was estimated to be around $30,000, contributing significantly to his net worth. Film Appearances In addition to his television success, Jon Cypher also appeared in several films. Notable among these was his role in "Masters of the Universe" (1987), where he played the character of Duncan/Man-At-Arms. Although the film received mixed reviews, Jon's performance was well-received, further cementing his reputation as a versatile actor. Financial Milestones Jon Cypher's net worth in 2024 is estimated to be around $5 million. This impressive figure is the result of decades of hard work, strategic investments, and smart financial planning. His earnings from acting roles, combined with income from endorsements and investments, have contributed to his substantial net worth. Endorsements and Other Income Sources Throughout his career, Jon Cypher has been associated with various brands and endorsements. These partnerships have provided additional income streams, enhancing his financial standing. While specific figures are not publicly disclosed, industry experts estimate that his endorsement deals have earned him approximately $500,000 over the years. Investments and Assets Jon Cypher has made several strategic investments that have significantly contributed to his net worth. Real estate has been a key area of investment for Jon, with properties in New York and California. His primary residence, a luxurious home in Los Angeles, is valued at around $2 million. Additionally, Jon has invested in stocks and other financial instruments, further diversifying his portfolio. Challenges and Comebacks Like any career, Jon Cypher's journey has not been without its challenges. There were periods when roles were scarce, and the entertainment industry faced economic downturns. However, Jon's resilience and adaptability allowed him to navigate these challenges successfully. His ability to reinvent himself and take on diverse roles has been a key factor in his sustained success. Last Few Years Net Worth Analysis Over the past few years, Jon Cypher's net worth has seen steady growth. In 2020, his net worth was estimated to be around $4 million. By 2022, this figure had increased to $4.5 million, and as of 2024, it stands at $5 million. This growth can be attributed to continued earnings from residuals, smart investments, and ongoing endorsements. Factors Contributing to Net Wealth Several factors have contributed to Jon Cypher's net wealth. His long and successful career in television and film has been the primary source of income. Additionally, his strategic investments in real estate and financial instruments have provided significant returns. Endorsements and public appearances have also added to his income streams. Industry Expert Opinions Industry experts have lauded Jon Cypher's ability to maintain a successful career over several decades. According to entertainment analyst Mark Johnson, "Jon Cypher's longevity in the industry is a testament to his talent and adaptability. His financial success is a reflection of his strategic approach to his career and investments." Personal Life and Family Jon Cypher's personal life has been relatively private. He was married to Carol Rosin from 1965 to 1975, and the couple had two children. Despite the challenges of maintaining a family life in the entertainment industry, Jon has managed to balance his professional and personal responsibilities effectively. Education and Early Influences Jon's education at Brooklyn College and Columbia University played a crucial role in shaping his acting career. The rigorous training and exposure to diverse theatrical styles provided him with a strong foundation, allowing him to excel in both theater and television. Legacy and Impact Jon Cypher's impact on the entertainment industry is undeniable. His iconic roles and memorable performances have left an indelible mark on audiences and aspiring actors alike. His ability to adapt to changing industry trends and continuously deliver outstanding performances has solidified his legacy as a versatile and talented actor. Conclusion Jon Cypher's net worth in 2024 is a reflection of his enduring talent, hard work, and strategic financial management. From his early days in theater to his iconic television roles, Jon has consistently demonstrated his versatility and resilience. As he continues to inspire and entertain audiences, his financial success stands as a testament to a remarkable career. FAQs What is Jon Cypher's net worth in 2024? Jon Cypher's net worth in 2024 is estimated to be around $5 million. What are the primary sources of Jon Cypher's income? The primary sources of Jon Cypher's income include acting roles, endorsements, and investments. What notable television roles has Jon Cypher played? Jon Cypher is best known for his role as Chief of Police Fletcher Daniels in "Hill Street Blues." Has Jon Cypher made any significant investments? Yes, Jon Cypher has made several strategic investments in real estate and financial instruments. What challenges has Jon Cypher faced in his career? Jon Cypher has faced periods of scarce roles and industry downturns but has successfully navigated these challenges through resilience and adaptability. What is Jon Cypher's educational background? Jon Cypher attended Brooklyn College and Columbia University, where he studied performing arts. About The Author
10432	yago	2	11	https://oll.libertyfund.org/titles/madison-the-writings-vol-6-1790-1802	en	The Writings, vol. 6 (1790-1802)	https://oll-resources.s3…1/1356.06_TP.jpg	https://oll-resources.s3…1/1356.06_TP.jpg	[ "https://oll.libertyfund.org/assets/oll-logo-stacked-a38794da269bcdab15520fcbdfb162c49c5a7e99b89771daa1c33dc89b653a02.svg", "https://oll-resources.s3.us-east-2.amazonaws.com/oll3/store/titles/1941/1356.06_TP.jpg", "https://oll.libertyfund.org/assets/oll-logo-white-on-dblue-ba4bbd4ded0c0d231428daa06f140dfbd96a23168a33ac95018e34c1235b4e74.svg" ]	[]	[]	[ "" ]	null	[]	null	Volume 6 of Madison’s writings in 9 volumes edited by Gaillard Hunt in 1900-10. This volume contains his public papers and his private correspondence, including speeches in the First Congress and Address to the General Assembly to the People of the Commonwealth of Virginia.				https://oll.libertyfund.org/titles/madison-the-writings-vol-6-1790-1802	James Madison (author) Gaillard Hunt (editor) Volume 6 of Madison’s writings in 9 volumes edited by Gaillard Hunt in 1900-10. This volume contains his public papers and his private correspondence, including speeches in the First Congress and Address to the General Assembly to the People of the Commonwealth of Virginia. EBook PDF This text-based PDF or EBook was created from the HTML version of this book and is part of the Portable Library of Liberty. ePub ePub standard file for your iPad or any e-reader compatible with that format Facsimile PDF This is a facsimile or image-based PDF made from scans of the original book. Kindle This is an E-book formatted for Amazon Kindle devices. MARC Record MAchine-Readable Cataloging record. Citation The Writings of James Madison, comprising his Public Papers and his Private Correspondence, including his numerous letters and documents now for the first time printed, ed. Gaillard Hunt (New York: G.P. Putnam’s Sons, 1900). Vol. 6. Copyright The text is in the public domain.
10432	yago	0	73	https://www.simonandschuster.com/search/books/Available-For-Sale-Now/_/N-pgzZm2ss/Ne-v6/Ntt-www%25E5%259C%25A8%25E7%25BA%25BFAPP%2B.s%3Foptions%5Bsort%5D%3DBOOK_ON_SALE_DATE_SINCE_EPOCH%257C1%257C%257CBOOK_ORDER%257C0	en	EPOCH" Book Results on Simon & Schuster			[]	[]	[]	[ "" ]	null	[]	null	New releases and popular books related to "www在线APP .s?options[sort]=BOOK_ON_SALE_DATE_SINCE_EPOCH" from Simon & Schuster.	en	https://d1dyndsnc54cq8.c…vicon-global.png		null	Thank you for signing up, fellow book lover! Tell us what you like and we'll recommend books you'll love.
10432	yago	3	26	https://haas.berkeley.edu/giving/campaign/honorroll/	en	Campaign for Haas	https://haas.berkeley.ed…/favicon-256.png	https://haas.berkeley.ed…/favicon-256.png	[ "https://haas.berkeley.edu/wp-content/uploads/panos-3.jpg", "https://haas.berkeley.edu/wp-content/uploads/axs_449a-banner.jpg", "https://haas.berkeley.edu/wp-content/uploads/axs_449a-banner.jpg" ]	[]	[]	[ "" ]	null	[]	2024-03-07T19:30:09+00:00		en	https://haas.berkeley.ed…s/favicon-32.png	Berkeley Haas	https://haas.berkeley.edu/giving/campaign/honorroll/	Class of 1937 Christy P. Armstrong, BS 37 Evans N. Klingner, BS 37 Class of 1938 Lowell M. Adelson, BS 38 Class of 1939 Michael Chetkovich, BS 39, MBA 40 & Alice Chetkovich John P. Holland Jr., BS 39 Norman M. Mundell, BS 39, MS 40 Return to top Class of 1940 Edward J. Arnold, BS 40 Michael Chetkovich, BS 39, MBA 40 & Alice Chetkovich Norman M. Mundell, BS 39, MS 40 Return to top Class of 1941 James R. Bancroft, BA 40, MS 41 Clifford L. Gant, BS 41 E. Kathleen Podmore Hendriksen, BS 41 William D. Law, BS 41 Walter Miller Jr., BS 41 Ann R. Mirassou, BS 41 Charles W. O’Toole, BS 41 Henry F. Trione, BS 41 Return to top Class of 1942 Yonekazu Satoda, BS 42 Return to top Class of 1943 Barbara S. Copeland, BS 43 Walter H. Joe, BS 43 Return to top Class of 1944 Alan R. Cerf, BS 44 Return to top Class of 1945 Renee S. Cokin, BS 45 Mary L. Grannis, BS 45 & Frank R. Grannis, BS 45 Paul E. Kadden, BS 45 Return to top Class of 1946 Marilyn D. Coole, BS 46 Donald S. McNary, BS 46 Robert H. Offermann, BS 46 Return to top Class of 1947 Erick K. Erickson Sr., BS 47, MBA 49 Irwin J. Gibbs, BS 47 Lois J. Halliday, BA 47 & Richard C. Halliday, BS 47 Carl E. Hillberg, BS 47 Constance & Leroy S. Kessler, BS 47 Torrance L. Wallace, BS 47 Wallace Wortman, BS 47 Return to top Class of 1948 Melvin L. Bacharach, BS 48 Gerson P. Bakar, BS 48 Marciana K. Chang, BS 48 William E. Chipman, BS 48 Paul J. Cortese, BS 48 Harry L. Fledderman, BS 48, MBA/JD 52 Robert B. Harrison, BS 48 Rosemarie B. & Robert S. Henninger, BS 48 Ivan J. Houston, BS 48 William P. Sanderson Jr., MBA 48 Emily W. & Robert J. Seymour, BS 48 Warren H. Sichel, BS 48 Bertram H. Witham Jr., BS 48 Return to top Class of 1949 Richard J. Bamberger, BS 49 William A. Beckman, BS 49 Jean A. Blois, BS 49 Robert B. Cook, MBA 49 Erick K. Erickson Sr., BS 47, MBA 49 Eldon Ford, BS 49 Olga R. Hannan & John A. Hanuska Jr., BS 49 Norma J. Harrison, BS 49 Joseph H. Inglese, BS 49 Dorothy L. Jang, BS 49 & Gaynor Stewart Donald B. McCaw, BS 49 Gerald H. McJenkin, BS 49 Al H. Nathe, MBA 49 Walter Oppenheimer, BS 49 Louis C. Pendleton, BS 49 Glen L. Ryland, BS 49 Betty Spiegelman & Robert G. Spiegelman, BS 49 Patricia J. & Ronald V. Stone, BS 49 Kenji Tomita, BS 49 Carter S. Wells, BS 49 Thomas H. Winburn, BS 49 Return to top Class of 1950 Alice & Richard C. Biagi, BS 50 James A. Cavanah, BS 50, MBA 51 John D. Cavanah, BS 50 Ralph W. Coole, BS 50 Henry C. DeSeguirant, BS 50 Howard A. Erickson, BS 50 John E. Farr Jr., BS 50 David J. Friedenberg, BS 50 Evelyn L. Gallagher, BS 50 & Stanley J. Gallagher Richard Gottesman, BS 50 Marion L. Jansen, BS 50 Mary A. Knox, BS 50 Joan S. Koenig, BS 50 & F. Robert Koenig, BS 50 Diana M. & James R. Logan, BS 50 Louis W. Lowd, BS 50 Alice T. May, BS 50 Samuel L. Mayall, BS 50, MBA 52 Paul C. McKnight, BS 50 Warren G. Parker, BS 50 Kenneth C. Purchase, BS 50 Betty Jane Riley Huhn, BS 50 & James V. Huhn, BS 52 Peggy K. Roland, BS 50 & Lewis F. Roland Stuart E. Sieroty, BS 50 Edward H. Smithers, BS 50 Merrill B. Thruston, BS 50 Madonne & Raymond R. Tschache, BS 50 Barbara J. Waite, BS 50 Dorothy L. & Donald A. Washam, BS 50 John R. White Jr., BS 50 William L. Woolley, BS 50 Anonymous Return to top Class of 1951 Babette B. Barton, BS 51, JD 54 Freddie & John R. Bateman, BS 51, MBA 52 Gilbert L. Beck, BS 51 Richard I. Becker, BS 51 Elton H. Bell, BS 51 Julian M. Benedict, BS 51 James A. Cavanah, BS 50, MBA 51 Muriel H. & Barrett M. Crawford, BS 51, MBA 57 Robert M. Davis, MBA 51 Dudley Dinshaw, BS 51, MBA 53 Robert J. Drabkin, BS 51, MBA 52 William W. Dunlavy, BS 51 Gerald L. Flieder, BS 51 Philip J. Gold, BS 51 Hugh T. Gordon, BS 51 Sydney E. Hammill, BS 51, MBA 54 Laurel F. Hammond, BA 54 & Charles W. Hammond, BS 51, MBA 57 Mahlon R. Harris, BS 51 Gail F. & Victor L. Innes, BS 51 Marilyn C. Jaeger, BS 51 Robert J. Kelleher, BS 51 Marvin H. Lewis, BS 51, MBA 53 Edward W. Loftus, BS 51 Don A. Loorz, BS 51 Akito Masaki, BS 51 Jean C. & Sterten L. McDonald, BS 51, MBA 52 Yumi L. Nagao, BA 56, MLS 57 & David J. Nagao, BS 51 Conway V. Peterson, BS 51 Peter K. Schoonmaker, BS 51 Betty J. & Harlan D. Sutherland, BS 51 John D. Vohs, BS 51 Anonymous Return to top Class of 1952 Freddie & John R. Bateman, BS 51, MBA 52 Marilyn E. Best, BS 52 George F. Clifton Jr., BS 52 Mary H. Cole, BS 52 Marie B. Collins, BS 52 & Leonard G. Collins, MBA 66 James B. Davis, BS 52, JD 56 Janet G. De Urioste, BS 52 Robert J. Drabkin, BS 51, MBA 52 Harry L. Fledderman, BS 48, MBA/JD 52 Earl M. Goldman, BS 52 Betty Jane Riley Huhn, BS 50 & James V. Huhn, BS 52 Mayon Ichinose, BS 52 Thomas M. Kunz, BS 52 Samuel L. Mayall, BS 50, MBA 52 Jean C. & Sterten L. McDonald, BS 51, MBA 52 Harold S. McNally, BS 52 Jack G. Miller, BS 52 John A. Olsen, BS 52 Kenneth A. Pollock, BS 52 Dorothy B. Porter, BA 51 & Jerome K. Porter, BS 52, MBA 53 Edward D. Presten, BS 52 Carol Saysette & Robert L. Reynolds, BS 52 May T. & Masami Sugiyama, BS 52 Carol L. Williams, BS 52 Rosamond R. & Philip L. Wyche Jr., BS 52 Return to top Class of 1953 Connie & Marshall O. Benas, BS 53 William Chan, BS 53 Beatrice L. & Herbert L. Chow, BS 53 Dudley Dinshaw, BS 51, MBA 53 Martha B. Gill, BA 53 & Leo S. Gill, BS 53, MBA 54 Febe F. & Charles L. Harrington, BS 53 Marvin H. Lewis, BS 51, MBA 53 F. Davis Mills, BS 53 Norman Y. Mineta, BS 53 Dorothy B. Porter, BA 51 & Jerome K. Porter, BS 52, MBA 53 Robert B. Raban, BS 53 Shirley H. & Stanley M. Silverman, BS 53, MBA 56 Barbara Tom, BS 53 & Kenneth Tom Mary J. & Thomas D. Troughton, BS 53, MBA 58 Murman L. Vedder, BS 53 C. Bruce Ward, BS 53 Anne & Charles H. Wray, BS 53 Return to top Class of 1954 Nat A. Agliano, BS 54 Allen L. Bender, BS 54 Roy W. Burkett, BS 54 Shirley L. Chan, MS 59 & Edison Chan, BS 54 Stephen L. Davenport, BS 54, MBA 55 Oscar J. Erickson, BS 54 Martha B. Gill, BA 53 & Leo S. Gill, BS 53, MBA 54 John T. Gray, BS 54 Sydney E. Hammill, BS 51, MBA 54 Suzanne & Robert H. Harrison, BS 54 Merlin L. Henry Jr., BS 54 Thomas R. Holmes, BS 54 Beatrice Hull, BS 54 James L. Kelly, BS 54 Phyllis D. Kokus, BA 58 & John Kokus Jr., BS 54 Catherine M. & Stanley K. Koo, BS 54 Max E. Lupul, BS 54, PhD 63 William E. Mais, BS 54 Winton E. Mather, BS 54, MBA 55 Donald E. Mattson, BS 54, MBA 58 Taylor T. Mott, BS 54 Adolph O. Nicolai, BS 54, MBA 56 Nina J. Pircher, BA 64 & Leo J. Pircher, BS 54, JD 57 Stanley F. Stephens Jr., BS 54 Howard Wiggins, BS 54, JD 60 J. Paul Woollomes Jr., BS 54 Return to top Class of 1955 Danielle Beebe-Chavanon & Morton P. Beebe, BS 55 Leonard J. Benson, BS 55 Donald N. Cherry, BS 55 Stephen L. Davenport, BS 54, MBA 55 Anne G. & Gerald C. Down, BS 55 Trudi H. & Bruce D. Garland, BA 55, BS 55, MBA 62 Mary F. Heeney, BS 55, MBA 56 Linda B. & Donald L. Keene, BS 55 Winton E. Mather, BS 54, MBA 55 Mary J. & William L. Montgomery, BS 55 Frederick R. Pracht Jr., BS 55 Kathrine Riewerts, BA 54 & James C. Riewerts, BS 55 Richard Sahagian, BS 55 Virginia F. & Michael F. Schwabacher, BS 55 Kenneth L. Schwocho, BS 55 Stuart W. Seiler, BS 55 Dee A. & Edward A. Shaw, BS 55, MBA 58 Thad C. Woodland, BS 55 Alice Young, BS 55 Return to top Class of 1956 Iris C. & Roger J. Baccigaluppi, BS 56 Carole E. & Bill Beeson, BS 56 John M. Brough, BS 56 Ernest Chann, BS 56 Edward P. De Matei Jr., BS 56 Douglas M. Egan, BS 56, MBA 57, PhD 65 Ronald G. Figel, BS 56 Ann M. Goode, BS 56 Mary F. Heeney, BS 55, MBA 56 Lucy M. & George Heller, MBA 56 Michael J. Hughes Jr., BS 56 Robert D. Huntsman, BS 56 Jeanne & Eric F. Li, MBA 56 Barbara J. McConnell, BS 56 Albert L. Mooney, BS 56 Marvin N. Nathan, MBA 56 Gail J. & Bernard W. Nebenzahl, BS 56 Adolph O. Nicolai, BS 54, MBA 56 Jon Q. Reynolds, BS 56, MBA 59 Fredric H. Rubel, BS 56 Robert R. Rugani, BS 56 Shirley H. & Stanley M. Silverman, BS 53, MBA 56 Kathleen S. & Walter W. Stark, BS 56 John C. Vanderpool, BS 56, JD 59 Bertram C. Willoughby, BS 56 Patricia E. Wright, BS 56 Return to top Class of 1957 Sharon S. & Norman K. Bedell, BS 57 Richard C. Blum, BS 57, MBA 59 Suzanne & Eugene F. Brigham, MBA 57, PhD 62 Roy J. Burr Jr., BS 57 Carol I. Caldwell, BS 57 Robert R. Cannon, BS 57, MBA 58 Frederick K. Coburn, BS 57 Leonard A. Cohn, BS 57 Muriel H. & Barrett M. Crawford, BS 51, MBA 57 Jerian R. & Alexander C. Crosby, BS 57 Nancy A. & Ian B. Davidson, MBA 57 Reena B. & Stuart A. Davis, BS 57 Douglas M. Egan, BS 56, MBA 57, PhD 65 Donald G. Ellis, BS 57 Richard A. Falge, BS 57 Therese M. & Richard L. Fay, BS 57 Quock Q. Fong, BS 57 Gilbert H. Gates, BS 57, MBA 59 Alice A. & Edward B. Greub, BS 57 Laurel F. Hammond, BA 54 & Charles W. Hammond, BS 51, MBA 57 Allan A. Hitchcock, BS 57 Donald F. Jordan, BS 57 Yoshiye & Edward Y. Mayeda, BS 57 Harold T. McGrath, BS 57 Namie Naito, BS 57 & Shig Naito James G. Nitsos, BS 57 Robert N. Schoeplein, BS 57, MA 62 Myrtle & Joel G. Schwartz, BS 57 Karen M. Tartre, BA 60 & Donald V. Tartre, BS 57 Arthur M. Tom, BS 57 Lorraine D. & Richard G. Whitehurst, BS 57 Return to top Class of 1958 Beverly & Harold E. Berry, BS 58 Janet F. & Robert A. Besse, BS 58 James A. Blyler, BS 58 Robert N. Bowles, BS 58 Alison G. & Philip H. Braverman, BS 58, MBA 59 Elliott D. Buchdruker, BS 58 Robert R. Cannon, BS 57, MBA 58 James B. Cherry, BS 58 Carole A. & William A. Clark, BS 58 Joybna Dellar, BS 61 & John T. Dellar, BS 58 Mark A. Engler, BS 53, MBA 58 Gilbert L. Esparza, BS 58 Peter D. Fischel, BS 58 Donald R. Foster, BS 58 Burton S. Froom Jr., BS 58 James H. Harker, BS 58 Judy U. Spivey & Curtis C. Higgins, BS 58 Marjorie & Robert H. Howard, BS 58 Paula H. & Remo C. Jacuzzi, BS 58 Marilyn Y. & Soot M. Jew, BS 58 Laurence D. Kay, BS 58, JD 63 Alice & Robert W. King, BS 58 Robert H. Koster, BS 58 Kirby Kwok, BS 58 Jennie H. Louie, BS 58 & Samuel Y. Louie, BA 62 Donald E. Mattson, BS 54, MBA 58 Robert S. McIlroy, BS 58, MBA 63 Sandra S. Nixon, BA 60 & Gordon L. Nixon, BS 58 Barbara B. & Edward H. Peterson, BS 58 Ronald J. Roderique, MBA 58 Dee A. & Edward A. Shaw, BS 55, MBA 58 Elizabeth C. Slauson, BA 60 & Samuel V. Slauson, BS 58 Donna R. & Robert S. Snow, BS 58 William C. Stuart, BS 58 Mary J. & Thomas D. Troughton, BS 53, MBA 58 Robert W. Weck, BS 58 Janice K. & Lowell D. Weight, BS 58 Maureen & Brian W. White, BS 58, MBA 59 Ric Zigmond, BS 58 Return to top Class of 1959 Margaret G. Alter, BA 59 & Donald L. Alter, BS 59 Richard C. Blum, BS 57, MBA 59 Alison G. & Philip H. Braverman, BS 58, MBA 59 Donald Bull, BS 59 Gordon W. Cole, BS 59 Ronald J. de Golia, BS 59 Gilbert H. Gates, BS 57, MBA 59 Dorothy A. & Stuart G. Gould, BS 59, MBA 63 Lynne C. & Robert B. Hofmann, BS 59 John T. Hokom, BS 59, MBA 60 Elizabeth L. & Oliver F. Hook, MBA 59 S. Allan Johnson, BS 59, MBA 69 Barbara L. & Ronald H. Kaufman, BA 55, MBA 59 Stephen F. Keller, BS 59, JD 62 Emile H. Kirsch, BS 59 Claude L. Lowen, BS 59, JD 62 Eddie M. Nomura, BS 59 Virginia Olson Reno, BS 59 Patricia L. & William A. Pfeiffer, BS 59 William J. Phillips, BS 59 Joyce & Jack F. Reetz, BS 56, MBA 59 Jon Q. Reynolds, BS 56, MBA 59 Delwin A. Roy, BS 59, MBA 60 W. Timothy Ryan, BS 59, MBA 62 Judith S. & John H. Sears, BS 59, JD 65 Barbara A. & John F. Smyth, BS 59 Marilyn B. Sparks, BA 59 & Thomas R. Sparks, BA 59, BS 59 Gail C. Stern, BA 86 & Fritz Stern, BS 59, MA 70 Egon von Kaschnitz, BA 52, MA 54, MBA 59 Kyong H. & Donald L. Walker, BS 59 Maureen & Brian W. White, BS 58, MBA 59 Anonymous Return to top Class of 1960 Dorothy B. & Thomas E. Allen, BS 60 Deborah S. Cahn, MA 72 & Edward T. Bennett, BS 60 Robert H. Campbell, MBA 60 Rosanna T. & Milton F. Chow, BS 60 Eugene Choy, BS 60 Walter G. Culin, MBA 60 Jeanne K. & James O. Demsey, BS 60, JD 64 Charles A. Dormann, BS 60, MBA 63 Richard B. Dutton, BS 60 Ronald H. Eich, BS 60, MBA 62 Carol H. & Richard G. Fencl Jr., MBA 60 Elizabeth J. & Thomas J. Fitzgerald Jr., BS 60 Ann Flinn, BA 62 & David B. Flinn, BS 60, JD 63 Ranada & Paul E. Galvez, BS 60 Reginald F. Gaylord Jr., BS 60 Lorrie L. Greene, BA 63 & Richard L. Greene, BS 60, JD 63 Sue & Daniel M. Guggenheim, BS 60 Jane & James C. Hagedorn, BS 60 Charles B. Hall, BS 60 Stephen B. Herrick, BS 60 John T. Hokom, BS 59, MBA 60 Clarence W. Houghton, BS 60 Estate of Carol Inberg Ginger B. Jue, BA 65 & Edward W. Jue, BS 60 George Kontrovich, BS 60 Joan M. Krizman, BS 60 George F. Lefont, BS 60 Revae E. & Richard W. Leppanen, BS 60 Ann Peterson & John H. Mahoney, BS 60 Patricia A. Sensiba & Frank (Casey) McCarthy, BS 60 Carolyn & James K. McManigal Jr., BS 60, JD 63 Neal I. Miura, BS 60 Marvin L. Mizis, BS 60 Betty L. & William A. Murray, BS 60 Harold A. Nizamian, BS 60 Dolores “Dee” Pelton & Richard M. Pelton, MBA 60 Gary R. Rinehart, BS 60, JD 63 Mary E. Ritter, BA 62 & Jack E. Ritter, BS 60 Margaret N. Robarts, BS 60 & Drew L. Robarts, BS 60 Clifford W. Rogers, MBA 60 Delwin A. Roy, BS 59, MBA 60 Gail & J. Phillip Samper, BS 60 J. Michael Schaefer, BS 60 George L. Schindler, MBA 60 Molly & John T. Scully, BS 60 Col. James R. Serventi, USAF(Ret.), BS 60 R. June Smales, MBA 60 Carol A. & John S. Tegtmeier, BS 60 Thomas R. Vinzent, BS 60 Susan H. Volmer, BS 60 & Ronald L. Volmer, BS 58, MOpt 59 Lori & John D. White, BS 60 Anonymous Return to top Class of 1961 Robert D. Beardsley, BS 61 James D. Buchan, BS 61, MBA 63 Robert A. Buchman, BS 61, JD 64 Nora L. & Burton A. Chapkis, BS 61 Janice H. & James M. Clark, BS 61 Joybna Dellar, BS 61 & John T. Dellar, BS 58 Nadine B. & Mark L. Dunker, BS 61 Eric F. Eisenlauer, BS 61 David J. Epstein, BS 61 Gail C. Gleed, MA 60 & John S. Gleed, BS 54, MBA 61 Nancy S. & Allan L. Herzog, BS 61 Richard D. Hildebrand, BS 61 Marilyn A. & Robert K. Hoyt, BS 61 Richard W. Hungate, MBA 61 Lyle E. Jensen, BS 61 Duane A. Johnson, BS 61 Barbara & George Kelly, MBA 61 David L. Krueger, BS 61 Diane F. Laub, BS 61 & Peter G. Laub, BA 58 Myrna & Bruce J. Lockey, MBA 61 James B. Martinoni, BS 61 Charlotte E. & James G. Mercer, BS 61 Patricia B. Murray, BA 59 & James E. Murray, MBA 61 Jane E. & Joseph M. Myers, BS 61 Linda H. & David A. Nearon, BS 61 Richard B. Neuman, BS 61 Kathleen M. & John J. Quigley, BS 61 Burton S. Rees, BS 61 Elizabeth P. Reynolds, BS 61 & Philip L. Reynolds David C. Ruegg, BS 61 Kent N. Sather, BS 61, MBA 65 Lawrence N. Scheinbaum, BS 61 Grace L. Schmidt, BA 65, MSW 74 & Smitty L. Schmidt, BS 61, MBA 63 Jerome R. Seslen, MBA 61 Irene P. Sharp, BS 61 Jacqueline M. & Dale Smith, BS 61 Muriel K. Tamura, BA 61 & Mitsuru Tamura, MBA 61 Jon H. Tolson, BS 61, JD 64 Marjorie B. Totten, BA 61 & David M. Totten, BS 61 Robert D. Trezise, BS 61 Henry E. Vierregger, BS 61 Gertrude A. Westsmith, BS 61, MBA 63 Harvey I. Wittenberg, MBA 61, JD 65 Gary F. Wood, BS 61 Anonymous Return to top Class of 1962 Thomas J. Alexander, BS 62, MBA 63 Hans J. Altorfer, BS 62 Neil P. Anderson, MBA 62 William F. Attig, BS 62 Joyce F. & Boris W. Becker, BS 62, MBA 67, PhD 70 Barbara A. Berger, BS 62 Rodney C. Bernklau, BS 62 John P. Boyl, BS 62 Suzanne & Eugene F. Brigham, MBA 57, PhD 62 Anne Burk, BA 62 & James R. Burk, BS 62, MBA 63 Pamela A. Dekema, BA 71 & Richard G. Champe, MBA 62 Loren M. Christian, MBA 62 Byron K. Cox, BS 62 Alfred C. Cuthbert, BS 62 Imelda & Raymond F. Douglas, MBA 62 Ronald H. Eich, BS 60, MBA 62 Dianne & Don R. Fraser, MBA 62 Trudi H. & Bruce D. Garland, BA 55, BS 55, MBA 62 Geoffrey T. Gordon, MBA 62 Rosemary & Peter M. Green, BS 62, MBA 63 Tom Hurvis, MBA 62 Sharon R. Kerr, BA 62 & Wendell H. Kerr Jr., BS 62 Sue & Shaukat M. Khan, BS 62 Rosette & Gerald V. Koch, MBA 62 Carolyn & Edward V. Lane Jr., BS 62 Joanne Leveque, MBA 62 Larry B. Lloyd, BS 62 Kathleen C. & Michael A. Merchant, MBA 62 Erwin D. Mieger, BS 62 Roberta S. Miller, BS 62 The Estate of Nicholas E. Nicoletti, BS 62 Leonard B. Perrone, BS 62 Larry V. Pulliam, BS 62 Pamela Y. & Roger W. Quan, BS 62 Brenda & John G. Rebelo Jr., BS 62 Gary R. Robinson, BS 62, MBA 69 W. Timothy Ryan, BS 59, MBA 62 Alison P. Schneider, BA 59 & Thomas C. Schneider, BA 58, MBA 62 Deborah M. Wallace & Erich W. Stratmann Sr., BS 62 John W. Thomas, BS 62 Allan C. Van Noy, BS 62 Ruth Arizaga-Whisler & William D. Whisler, BS 59, MBA 62, MS 63, PhD 65 Madeleine & Howard E. Wittenberg Jr., MBA 62 Deena & Joel F. Wynne, MBA 62 Sheldon G. Young, BS 62 Paul A. Zitlau, BS 61, MBA 62 Return to top Class of 1963 Thomas J. Alexander, BS 62, MBA 63 Martin R. Aufhauser, BS 63 Helen & Richard D. Bagley, BS 63 Ronda E. Breitbard, BA 63 & Stanley H. Breitbard, BA 60, MBA 63 Sara J. Brignano, BA 64 & Robert J. Brignano, MBA 63 Richard L. Brooks, MBA 63 James D. Buchan, BS 61, MBA 63 Anne Burk, BA 62 & James R. Burk, BS 62, MBA 63 Ann S. Allen & Joel L. Butler, BS 63 Timothy E. Carlson, BS 63 Mary T. & Virgil P. Caselli Sr., BS 63 Karen & Ronald M. Cassano, BS 63 Howard T. Chang, BS 63 Allen H. Cox, BS 63 Mary A. Craft, MLS 65 & James A. Craft, MBA 63, PhD 68 Lenore J. & Robert A. Davies Jr., MBA 63 Leslie D. & Edward C. Derkum, MBA 63 Charles A. Dormann, BS 60, MBA 63 Fay W. Dunbar, BS 63 Sandra F. & Wayne R. Ericksen, MBA 63 Phillip M. Eyring, MBA 63 Marion C. & Kinton J. Fowler, BS 63 Charles L. Fritz, MBA 63 James R. Gearhart, BS 63 William D. Goodell, MBA 63 Dorothy A. & Stuart G. Gould, BS 59, MBA 63 Rosemary & Peter M. Green, BS 62, MBA 63 Carolyn L. Hansen, BA 67 & John T. Hansen, BS 63, JD 66 Jackie O. & William C. Harrison, BS 63 Robert H. Hsi, MBA 63 Vern G. Humpherys, BS 63 Patricia & John E. Lantz, MBA 63 Linda L. & Calvin F. Lee, BS 63 Leland E. Leisz, BS 61, MBA 63 Mirian E. & Sonny Low, BS 63 Robert S. McIlroy, BS 58, MBA 63 George B. Merrill, BS 63 Danice S. & Alan R. Morris, BS 63 Shirley M. & Frederic M. Nicholas, BS 63 Meda L. Padden, BS 63, MBA 65 Allen W. Puckett, BS 63 Hugo W. Quackenbush, BA 60, MBA 63 Robert A. Saunders, BS 63 Grace L. Schmidt, BA 65, MSW 74 & Smitty L. Schmidt, BS 61, MBA 63 Richard H. Scott, BS 63 Ranjit N. Sitlani, MBA 63 Susan C. Smith, BA 63 & Paul F. Smith, BS 63 James H. Stoppello, BS 63, JD 69 Mary R. & Peter K. Swentzel, BS 63, MBA 68 Roy D. Thylin, BS 63, MBA 64 Leo J. Warmolts, MBA 63 Gertrude A. Westsmith, BS 61, MBA 63 Joanne Y. & Michael B. Wood, BS 63 Charlene M. & Donald S. Wortley, BS 63 Alison Teeman & Gaetano M. Yovino-Young, MBA 63 Return to top Class of 1964 Denny Abrams, BS 64, MBA 68 Barbara L. & Richard N. Allen, MBA 64 Schuyler Bailey, BS 64, MBA 65 Jerri Sorg & Floyd E. Blaney, BS 64 Ann & Stephen H. Booth, BS 64 Joanie M. Ciardelli, BS 64 Nichols M. Cutting, BA 57, MBA 64 Georgeanne & Frank J. De Marco, BS 64 Patricia C. & John S. Dearborn, BS 64 Barbara L. & Manson P. Dillaway, BS 64 Karen & George R. Dutton, BS 64 Edward A. Evans, MBA 64 Ann & Stanley F. Farrar, BS 64, JD 67 Lucianne S. & James D. Flynn, BS 64 Gilbert K. Freeman, BS 64 Armi T. & Richard E. Geno, BS 64 Sandra & Terence R. Gibson, MBA 64 Jonathan S. Green, MBA 64 Hardy Hasenfuss, BS 64, MBA 65 Tom D. Hobday, BS 64 Judith A. Ilgen, BA 84 & Robert G. Ilgen, MBA 64 Sherron & Gary W. Kalbach, BS 64 Stephen A. Kalthoff, MBA 64 Kendra & Thomas M. Kasten, BS 64, MBA 65 Edwin J. Laufenberg, BS 64 James J. Lowrey, MBA 64 James E. Lurie, BS 64 Barbara F. Medwadowski, BS 61, MS 64, MBA 82 Julie A. & Fred C. Merriam, BS 64 Henry A. Musto, BS 64 Beverly C. & Ronald S. Nagy, BS 64 Nicholas L. Nicholas, MBA 64 Dayna A. & Ken N. Nomiyama, BS 64, MBA 65 Catherine K. O’Dea, BA 61 & Edward M. O’Dea, BA 61, MBA 64 Kathrin & Dennis S. Parsons, BS 64 Patti & Edwin C. Potter, MBA 64 Aurora E. Punzalan, MBA 64 Jason C. Reed, BS 64 Linda J. & Frederick A. Roesch, MBA 64 Renee R. Ross, BS 64 & Dennis E. Ross, BA 57 Janet M. & Ronald S. Rubin, MBA 64 Harley J. Smith, MBA 64 Jamie M. & Stephen F. Snyder, MBA 64 Tamara T. & Gary R. Spratling, BS 64, MBA 66 Cynthia W. Woods & Myron G. Sugarman, BS 64, JD 67 Keith D. Swayne, MBA 64 Roy D. Thylin, BS 63, MBA 64 Beverly J. Tucker, BS 64 & David J. Tucker Shigemi Wakamatsu, MBA 64 Lynda F. Wozniak, BS 64 & Fred S. Wozniak Linda & Herbert R. Young, MBA 64 Return to top Class of 1965 Schuyler Bailey, BS 64, MBA 65 Philip A. Bewley, BA 58, MBA 65 Marilyn A. Bolstad, MLS 67 & Ronald S. Bolstad, MBA 65 Sydne K. Bortel, MSW 63 & Allan G. Bortel, MBA 65 Jerry L. Bramwell, MBA 65 Edwin H. Caplan, PhD 65 Anne & George J. Carcagno, MBA 65 Marie & Horace A. Cardinale, BS 65 Christer S. Cederroth, BS 65 Harriet & Sidney A. Chernenkoff, BA 62, MBA 65 Pak F. Chung, MBA 65 Caryn A. Clark, BS 70 & Gary L. Clark, BS 65 Michael R. Cook, BS 65 Janet M. Cronk, BA 68 & William F. Cronk III, BS 65 Lynn & Kerry P. Curtis, BA 63, MBA 65 Theodore J. Cutler, MBA 65 Catherine C. & John P. Decker, MBA 65 Ron K. Doak, MBA 65 Georgia A. Edwards, BA 65 & Andrew W. Edwards, MBA 65 Douglas M. Egan, BS 56, MBA 57, PhD 65 Eileen C. Fredrikson, BS 65 & Jon A. Fredrikson Karen A. & Donald G. Harding, BS 65 Hardy Hasenfuss, BS 64, MBA 65 Karen D. & Edwin L. Hayes, MBA 65 Loyd C. Heath, PhD 65 Carolen L. Herst, BA 64 & Douglas J. Herst, BS 65 Carl D. Jacobs, BS 65 Cynthia M. & David A. Jaeger, MBA 65 Alina & William G. Johannsen, BS 65 Vivian H. & Glenn L. Johnson, PhD 65 Ronald J. Kalish, BS 65 Evelyn Gehmacher & Russell J. Kalmacoff, MBA 65 Kendra & Thomas M. Kasten, BS 64, MBA 65 Susan G. & Gerald S. Knapp, BS 65, MBA 69 Andrew M. Kritscher, BS 65 Vijay Kumar, BS 65 Kathleen H. Lauer, BS 59 & Allen J. Lauer, MBA 65 Douglas L. MacLachlan, BA 62, MBA 65, MA 70, PhD 71 Losa Wong, BS 80 & Larry Mar, MBA 65 Christopher M. McLain, BS 65, JD 68 Nancy E. & Robert B. McLeod, BS 65 Judith A. & James R. Morris, BS 65, MBA 67, PhD 72 Masako & Takashi Murakami, MBA 65 Judi S. & Bob C. Newman, BS 65 Dayna A. & Ken N. Nomiyama, BS 64, MBA 65 Sue D. & Robert G. O’Donnell, BS 65, MBA 66 Meda L. Padden, BS 63, MBA 65 Elizabeth A. & Martin F. Parker, BS 65 Janet P. & Richard C. Pearson, BS 65 Ann M. Perrelli, BA 71 & Joseph F. Perrelli, BS 65, MBA 70 Henry O. Pruden, MBA 65 Louis P. Ramsay, BS 65 Stephen L. Rowland, BS 65 Kent N. Sather, BS 61, MBA 65 Nadine V. Schindell, BS 65 Gerald A. Schumacher, BS 65 Sheila M. & Thomas C. Schwartzburg, MBA 65 A. Horton Shapiro, MBA 65 Lawrence K. Shikuma, BS 65 Arthur I. Stonehill, PhD 65 Lesley G. & David P. Sweeney, BS 65, MBA 66 Katharine D. & Johannes W. Tempelaar-Lietz, MBA 65 Carole A. Upshur, BA 65 & John H. Upshur III, BS 65 Vivian E. VanLier, BS 65 Shelly B. Weinstein, MBA 65 Susan S. & William J. Weir, BS 65 Victoria L. Willis, BS 65 Jane & David A. Wilson, MBA 65 Richard M. Wolcott, MBA 65 Kathleen & David A. Woolsey, MBA 65 Paul K. Yee, BS 65 Anonymous Return to top Class of 1966 Wendy A. & Loren J. Alter, MBA 66 Marina A. & Steven P. Aronoff, BS 66 Harrison M. Bains, Jr., MBA 66 Gail L. & Robert A. Balsley, BS 66 Irene H. Boschken, BS 66 & Herman L. Boschken, BS 66, MBA 68 Kathleen S. & Richard T. Bowles, BS 66 Mary D. Bradley, BS 66 Barbara S. & William F. Burkart, MBA 66 Janis & Alan L. Carey, BS 66 Carol & Paul G. Carter, BS 66, MBA 67 Shelby L. & Lee A. Chaden, MBA 66 Donald A. Chiboucas, BS 66, MBA 67 Mary J. Curwen & Colin W. Chiu, BA 64, MBA 66 Edwina H. & Robert F. Clarke, BA 65, MBA 66 Luanne G. Clayton, BS 66 Marie B. Collins, BS 52 & Leonard G. Collins, MBA 66 James D. Connelly, MBA 66 Ellen Dale, BA 66 & Frithjof J. “Joffa” Dale, BS 66, MBA 67 Annette M. & Roger E. De Pauw, BS 66 Sareta Elliott-Deal & Leonard E. Deal, BS 66 Manfred Eisenmann, MBA 66 Evelyn W. Engelman, BA 68 & Lionel T. Engelman, BS 66, MBA 67 Mildred E. & Robert K. Evans, MBA 66 Jane M. & Paul S. Foster III, BS 66 John R. Fox, BS 66 Sharol J. Giuffre, BS 66 Joan M. Goddard, BA 68 & John W. Goddard, MBA 66 Peter E. Goldberg, BS 66 Linda & Dennis E. Goodman, BS 66 Sharon M. Gregory, BS 66 Donald D. Hawks, BS 66 Judith D. & Clifford H. Higgerson, MBA 66 Vincent V. King, MBA 66 Deidre R. & Steve E. Kolodney, MBA 66 George Kornbluth, BS 66 Ronald S. Lim, MBA 66 Linda E. McClain, BS 66 & John F. McClain III, BS 67 Scott J. McCrea, BS 66, MBA 68 Frances W. & Sanford K. Murata, BS 66 Marcia E. & Bob A. Nichols, BS 66 Terrilee W. & Steven M. Niino, BS 66, MBA 67 Sue D. & Robert G. O’Donnell, BS 65, MBA 66 Susan & Thornton L. Oglove, MBA 66 Elke A. & Douglas G. Paul, BA 64, MBA 66 Lynn A. & Arlon J. Rasmussen, BS 66 Yvonne M. & Eric B. Rasmussen, BS 66, MBA 68 Wrenn & Ronald L. Reynolds, BS 66, MBA 67 Heidi P. Rose, BA 69 & Marshall A. Rose, BS 66 John L. Sakaguchi, BA 64, MBA 66 Elsie Morgan & Joachim Seitz, MBA 66 Sumiko & Muneo Shimbo, MBA 66 Carolyn G. & Rodney F. Sloss, BS 66 Marjie C. & Peter T. Smoot, BS 66 Carol F. Spieker, BA 66 & Warren E. Spieker Jr., BS 66 Tamara T. & Gary R. Spratling, BS 64, MBA 66 Linda B. Stanley, BA 68 & Norman D. Stanley, BS 66 Margaret J. Stebbins, BA 68 & Michael W. Stebbins, BS 66, MBA 67, PhD 72 Ralph M. Swany III, BS 66, MBA 67 Lesley G. & David P. Sweeney, BS 65, MBA 66 Flagg Taylor, MBA 66 Leslie Ann Toole, BA 66 & Howard R. Toole, BS 66, MBA 68 Tamsinn L. & Jon O. Underwood, MBA 66 Joy U. Uyeki, BS 66 & Douglas S. Uyeki, BS 66 Dinoo J. Vanier, MBA 68, MA 69, PhD 70 & Denis K. Vanier, MBA 66 Robert V. Viale, BS 66 Joyce M. & Gregory L. Watson, BS 66, MBA 72 Iantha G. Wessel, BS 66 & Henry C. Wessel Alan D. Westheimer, MBA 66 Melanie P. & Richard J. Wickersham, BS 66 Charles B. Worsham, BS 66 Anonymous (2) Return to top Class of 1967 Robert W. Agee, BS 67, MBA 68 Laurence H. Ahlswede, BS 67 Carole A. Akers, BA 68 & Joseph A. Akers, BS 67, MBA 68 Joyce F. & Boris W. Becker, BS 62, MBA 67, PhD 70 Douglas H. Bell, BS 67, MBA 68 Craig L. Berry, MBA 67 Robert R. Bitticks, BS 67 Virginia L. & Jean-Michel Bock, BS 67, MBA 68 Laura M. Bowman, BA 65 & Donald K. Bowman, MBA 67 Owen S. Brown, MBA 67 Karen & Merrill K. Bunker, MBA 67 Carol & Paul G. Carter, BS 66, MBA 67 Camille Chan, BS 67 Donald A. Chiboucas, BS 66, MBA 67 Kay A. Lake & Donald T. Cook, BS 67 Charles Crocker III, MBA 67 Ellen Dale, BA 66 & Frithjof J. “Joffa” Dale, BS 66, MBA 67 Ruby R. Dholakia, BS 67, MBA 69 & Nikhilesh Dholakia Peter Duffey, BS 67 Robert H. Elsner, BS 67, MBA 68 Evelyn W. Engelman, BA 68 & Lionel T. Engelman, BS 66, MBA 67 Linda J. & Kenneth B. Everett, BS 67 Mary K. & Robert J. Fitzhugh, BA 64, MBA 67 Vivian U. & H. Gifford Fong, BS 67, MBA 69, JD 71 Stephanie & Bruce D. Frolich, MBA 67 Linda K. & Michael R. Gallagher, BS 67, MBA 68 Lauren E. Ganes, BA 70 & Andrew M. Ganes, BS 67 Linda M. & Joseph R. Goglio Jr., BS 67 Maria A. & William J. Hall, BS 67, MBA 71 Cathy L. Hendrickson, BS 67 Anna Maria & J. David Hertzer, MBA 67 Bonnie K. & Robert C. Hetrick Jr., MBA 67 Nancy & Darrell C. Horn, MBA 67 Michael E. Howard, MBA 67 Judith & John C. Kerr, MBA 67 Jahanna M. Knight, BA 84 & Thomas P. Knight, BS 67, MBA 72 Gail Lazarus, BS 67 & Stephen C. Lazarus, BA 68 Carol A. & Milton J. Loo Jr., BS 66, MBA 67 Cynthia B. & John B. Lovewell, BS 67 Michael T. Lyon, MBA 67 Linda E. McClain, BS 66 & John F. McClain III, BS 67 Cynthia D. McCullough, BA 71, MBA 76 & Thomas W. McCullough, BS 67, JD 75, PhD 77 Catherine H. Miller, BA 68 & Robert Miller, MBA 67 Dixie L. Mohan, BA 67 & D. Michael Mohan, BS 67, MBA 68 Judith A. & James R. Morris, BS 65, MBA 67, PhD 72 Jerry S. Mosher, BS 67 Terrilee W. & Steven M. Niino, BS 66, MBA 67 Erik Odfjell, BS 67 Shinya Ogasawara, BS 67 Anita J. & Richard D. Owen, BS 67 Anne M. & John M. Pangborn, MBA 67 Lisle W. Payne, MBA 67 Sally T. & Anthony Pratali, BS 67 Desmond Rea, MBA 67 Wrenn & Ronald L. Reynolds, BS 66, MBA 67 Barbara Fanning Roberts, BS 78 & Eric R. Roberts, BS 67, MBA 68 Eleanor R. & Alan S. Rudnick, MBA 67 Carolyn G. & John L. Sertich, BS 67 Alan D. Shattuck, BS 67 Gunila & Hiroaki Shigeta, BS 67 Michael Shwartz, MBA 67 Kathleen P. Smith, BA 69 & Darrell A. Smith, BS 67 Richard G. Snow Jr., BS 67 Donna O. Stackhouse, BS 67 Margaret J. Stebbins, BA 68 & Michael W. Stebbins, BS 66, MBA 67, PhD 72 Hillary H. Marble, BA 80 & Carl J. Stoney Jr., BS 67, JD 70, MBA 71 Ralph M. Swany III, BS 66, MBA 67 Jeffrey R. Thayer, BS 67 Karen L. & Jeffrey J. Thornton, BS 67, MBA 68 Leslie F. & Allen M. Toy, MBA 67 Nancy Z. Tully, BA 66 & Herbert B. Tully, BS 67 Kathleen L. & Edward C. Westley, BS 67, MBA 68 James T. Wheary, BS 67 Ruth C. & Ronald C. Winkler, BS 67, JD 70 Donna M. & Stephen R. Wood, BA 66, MBA 67 Alan H. Yamamoto, BS 67 Linda R. & Craig B. Young, MBA 67 Anonymous (3) Return to top Class of 1968 Caroline & Richard Abascal, MBA 68 Denny Abrams, BS 64, MBA 68 Robert W. Agee, BS 67, MBA 68 Carole A. Akers, BA 68 & Joseph A. Akers, BS 67, MBA 68 Margo N. Alexander, BS 68 Connie J. & John S. Banker Jr., BS 68 Marilyn S. Barnett, BA 69 & James K. Barnett, BS 68, MBA 69 Jacqueline A. & Wayne A. Bartholomew, MBA 68 Douglas H. Bell, BS 67, MBA 68 Diana & Laurence W. Berger, MBA 68 Maria Elena & Craig T. Blake, BS 68, MBA 70 Nancy F. & Joseph D. Blum, BS 68, MBA 69 Virginia L. & Jean-Michel Bock, BS 67, MBA 68 Irene H. Boschken, BS 66 & Herman L. Boschken, BS 66, MBA 68 Nancy L. & Steven H. Brandt, MBA 68 David M. Brown, BS 68, MBA 70 William B. Broyles, MBA 68 Robert C. Brush, BS 68, MBA 72 Mary A. & Michael H. Chapman, BS 68 Shirley C. Chow, MBA 68 & Shih-Chi S. Chow, PhD 71 Jeanette J. Cottle, BA 66, MBA 68 & James S. Cottle, MBA 68 Mary A. Craft, MLS 65 & James A. Craft, MBA 63, PhD 68 Madelon A. Davis, BS 68 & Joseph R. Davis Leslie R. Delugach, BA 72 & Sanford F. DeLugach, BS 68 Cheryl M. Detweiler, BS 68 Edwin C. Duerr, PhD 68 Gail B. Edwards, BA 66 & Thomas M. Edwards Jr., BS 66, MBA 68 Kenneth P. Eggers, BS 68 Whit Ehrler, MBA 68 Robert H. Elsner, BS 67, MBA 68 Madhavi P. & Robert W. Foes Jr., BS 68 Elvia A. Foulke, BS 68 & Peter M. Foulke, BS 68 John E. Frantz, BS 68 Linda K. & Michael R. Gallagher, BS 67, MBA 68 John E. Garretson, MBA 68 David L. Gorham, MBA 68 Edward A. Grant Jr., BS 68 Turid & Arnfin Haavik, MBA 68 Barbara McBride & Earl S. Hamlin, JD 64, MBA 68 Donald W. Haney, MBA 68 Sture Hedlund, MBA 68 Leo B. Helzel, MBA 68, LLM 92 Christy S. Henle, BA 69 & Thomas N. Henle, BS 68 Sylvie F. & Richard F. Hill, BS 68, MBA 69 Cele-Anne & Paul J. Huntzinger, MBA 68 Peter E. Jewell, BS 68 Donna & Liong Tek Kwee, BS 68 Charmaine C. & Stewart S. Leber, MBA 68 Kathleen G. & John N. Madsen, MBA 68 Alice N. & Stephen O. Martin, MBA 68 Richard O. Mason Jr., PhD 68 Diane E. & Kenneth T. Matsuura, MBA 68 Scott J. McCrea, BS 66, MBA 68 John C. McFarland, BS 68 Linda Kazares & Peter Meeks, BS 68 Dixie L. Mohan, BA 67 & D. Michael Mohan, BS 67, MBA 68 Marietta S. & Michael J. Murray, BS 68, MBA 69 Richard C. Nelson, BS 68, MBA 69 John E. Panieri, BS 68 Kathleen L. & George O. Proper, BS 68 Richard D. Rands, BS 68 Yvonne M. & Eric B. Rasmussen, BS 66, MBA 68 Barbara Fanning Roberts, BS 78 & Eric R. Roberts, BS 67, MBA 68 John B. Ryan, MBA 68 Karl-Johan M. Sallner, MBA 68 Harjinderit & Kartar S. Sidhu-Brar, BS 68, MBA 70 Loanne M. & Peter J. Slapar, BS 68 Mary R. & Peter K. Swentzel, BS 63, MBA 68 Karen L. & Jeffrey J. Thornton, BS 67, MBA 68 Leslie Ann Toole, BA 66 & Howard R. Toole, BS 66, MBA 68 Dinoo J. Vanier, MBA 68, MA 69, PhD 70 & Denis K. Vanier, MBA 66 Veda & Robert N. Weatherbee, MBA 68, JD 71 Shirley H. & Richard M. Weber, BS 68, MBA 69 Kathleen L. & Edward C. Westley, BS 67, MBA 68 Sydney L. Wishon, BA 68 & Emory Wishon, MBA 68 Anonymous Return to top Class of 1969 Karen Snyder & Michael J. Ambrosi, MBA 69 Elaine & David L. Arthur, BS 69, PhD 77 Daniel D. Asera, BS 69 Jan & Gert Assmus, MBA 69, PhD 71 Marilyn S. Barnett, BA 69 & James K. Barnett, BS 68, MBA 69 Dan Bertozzi Jr., BA 66, MBA 69, JD 71 Tore Bjorn-Hansen, BS 69 Mina S. Bliss, BA 01 & James A. Bliss, MBA 69 Nancy F. & Joseph D. Blum, BS 68, MBA 69 Russell L. Bohne, BS 69 Stephen P. Bradley, BS 60, MBA 69 Maria L. Bullen, BS 69, MBA 70 Dennis D. Carlston, BS 69, MBA 72 Elaine T. Chen, MA 66, PhD 76 & Andrew H. Chen, MA 64, PhD 69 Albert Coppin, BS 69, MBA 70 David S. Curry, MBA 69 Ronald J. Day, BS 69, MBA 70 Ruby R. Dholakia, BS 67, MBA 69 & Nikhilesh Dholakia David T. Dickson, MS 64, MBA 69 James T. Doudiet, BS 67, MBA 69 Karen A. & Norman E. Eilert, MBA 69 Ana M. Blanco & Paul Eveloff, MBA 69 Vacharee B. & Gordon A. Fell, BS 69 Steven L. Finston, BS 69, MBA 70 Vivian U. & H. Gifford Fong, BS 67, MBA 69, JD 71 Jeanne & Richard W. George, BA 67, MBA 69 Philip M. Glassey, MBA 69 Catherine M. & David E. Good, MBA 69 Margaret M. Grandy, MA 67, MLS 69 & Arthur H. Grandy, BA 67, MBA 69 Susan S. Hamlen, BS 69 Lee M. Harris, BS 69 Sharon T. Hasegawa, BS 69 Sylvie F. & Richard F. Hill, BS 68, MBA 69 Stella Y. Hsu, MA 72 & Hilary K. Hsu, MS 66, MBA 69 Peggy & Robert J. Inadomi, BS 69 Grant M. Inman, MBA 69 S. Allan Johnson, BS 59, MBA 69 Elizabeth & Larry S. Jones, BS 69 Robert M. Kagan, BA 65, MBA 69 Eric C. Kastner, BS 69 Susan G. & Gerald S. Knapp, BS 65, MBA 69 Harry R. Kramp Jr., MBA 69 Antje L. & Helmut H. Lange, BA 61, MBA 69 Donald W. Lloyd, MBA 69 Kathryn K. & John F. Longinotti, MBA 69 Wallace M. Lowry, MBA 69 May W. & Robert K. Mah, BS 69, MBA 70 Richard Martin, BS 69 Beverly K. & Neal K. Matsunaga, BS 69, MBA 70 Carol K. Meyer, BS 69, MBA 71 Sharon H. & Scott R. Miller, MBA 69 Rodney S. Moriyama, MBA 69 Marietta S. & Michael J. Murray, BS 68, MBA 69 Cathy M. & John J. Natt, MBA 69 Richard C. Nelson, BS 68, MBA 69 Darriell & William R. Nelson, MBA 69 Barbara A. & Dennis J. O’Hern, MBA 69 Claire K. & Lewis M. Okser, MBA 69 Shawna B. Parry, BS 69 & H. Laird Parry Jr. Patricia S. Peterson, BA 66, MA 67, MBA 69 & Bruce G. Peterson, BS 63, MS 69 Rowland R. Reeves, BS 69 Gary R. Robinson, BS 62, MBA 69 Irina Yartseva & John D. Sattui, MBA 69 Beatriz & Kenneth G. Sayles, BS 69 Thurlene Collins & Karl A. Schmidt, BS 69, JD 74 Keiko T. & Jerry A. Schneider, BS 69 Barbara R. & Barry H. Silberman, MBA 69 Daphne K. & Dean M. Suzuki, MBA 69 Erma H. Takeda, BA 69 & Kent M. Takeda, BS 69, MBA 71 Candace S. & Jeffrey M. Taylor, BS 69 Constance M. & John E. Trewin, MBA 69 Ralph D. Vatalaro, BS 65, MBA 69 Barbara J. Walker, BA 69 & Glenn M. Walker, BS 69, MBA 76 Carol C. & R. Jack Weber, PhD 69 Shirley H. & Richard M. Weber, BS 68, MBA 69 Merrill B. Weech, BA 66, MBA/JD 69 Warren L. Wheelwright Jr., MBA 69 Alan T. White, BS 69 Carolyn & Kunimatsu Yamamoto, MS 69 Return to top Class of 1970 Katherine M. Allman, BA 70, BS 70 Joyce F. & Boris W. Becker, BS 62, MBA 67, PhD 70 Muriel H. Bentsen, BS 70, MBA 71 & Donald R. Bentsen Maria Elena & Craig T. Blake, BS 68, MBA 70 Neil E. Boyle, MBA 70 Linda R. Briggs, BS 70, MBA 71 David M. Brown, BS 68, MBA 70 Janet L. Brown, BA 71 & Robert B. Brown, BS 70 Maria L. Bullen, BS 69, MBA 70 Marta Calas, MBA 70 Margaretta J. & John B. Caouette, MBA 70 Caryn A. Clark, BS 70 & Gary L. Clark, BS 65 Rebecca F. Lamoreaux & Anthony Constantouros, BS 70 Albert Coppin, BS 69, MBA 70 Ronald J. Day, BS 69, MBA 70 Barbara K. Doctor, MBA 82 & Gautam H. Doctor, MBA 70 Vickie Radeke-Earl & Elliot S. Earl, BS 70, MBA 72 Steven L. Finston, BS 69, MBA 70 Gisela Franken, BS 70, MBA 72 & Walter Ohlemutz Suzanne & Edward F. Gallagher, MBA 70 Richard H. Ghio, MBA 70 Charles B. Golson, BA 67, MBA 70 David W. Goold, BS 70 Richard Gorringe, MBA 70 Cynthia R. Easton-Hafkenschiel, BA 72 & Joseph H. Hafkenschiel III, MBA 70 Carol L. & William E. Halal, MBA 70, PhD 71 Estate of Carol Inberg Frances & Larry M. Karp, BS 70 Abigail R. Kirst, BA 71 & Jeffrey J. Kirst, BS 70 Ruth T. Koch, BA 69 & Jonathan E. Koch, BS 67, MBA 70 Virginia V. Kroncke, BA 71 & William W. Kroncke, BS 70 Steven M. Kwong, BS 70 Sally R. Lecomte, BA 70 & Jean-François Lecomte, MBA 70 James M. Lee, MBA 70 David H. Leggat, BS 70 Stephen W. Lunt, BS 70 May W. & Robert K. Mah, BS 69, MBA 70 Beverly K. & Neal K. Matsunaga, BS 69, MBA 70 William P. McDowell, MBA 70 Jack R. Meredith, MBA 70, PhD 72 Gilbert Michael Meyer, MBA 70 Teena P. & Jack D. Miller, BS 70 Patricia N. & Gerald Montmorency, BS 70 Abbas Nadim, MBA 70 Annie H. Ng, BS 73, MBA 75 & David S. Ng, BA 70, BS 70, MBA 72, PhD 75 Nancy H. Parker, BA 71 & Gene F. Parker, BS 70, MBA 71 Ann M. Perrelli, BA 71 & Joseph F. Perrelli, BS 65, MBA 70 Kathleen M. & Patrick J. Regan, MBA 70 Joyce M. Reitter, BA 74 & George W. Reitter, MBA 70 Elaine M. & Bruce M. Richard, MBA 70 Lucille G. & John A. Rosicky, MBA 70 Nancy A. & Henry J. Salvo, BS 70 Stuart H. Sampson, BS 70 Ellen & Richard V. Sandler, BS 70 Paula J. & David J. Schaffner, MBA 70 Betty G. Schink, MBA 70 Arthur L. Shearer, MBA 70 Harjinderit & Kartar S. Sidhu-Brar, BS 68, MBA 70 Alan F. Spanier, JD 69, MBA 70 Richard V. Stenson, BS 70 Miriam Norten & Alex Stolarski, BS 69, MBA 70 Lauren Y. Tom, BA 78, MArch 81 & Phillip L. Stone, BS 70 Ranney W. Thayer, MBA 70 Karen & Victor S. Trione, MBA 70 Dinoo J. Vanier, MBA 68, MA 69, PhD 70 & Denis K. Vanier, MBA 66 Edward A. Wagner, BS 70 Lenore A. & Joseph G. Walsh, BS 70, MBA 71 Karen & Charles M. Wanczyk, MBA 70 Lorraine H. Warshaw, BS 70 Ellen C. Swartwout-Weston & Barry D. Weston, BS 70 Frederick M. Ybarra, MBA 70 Peter A. Young, MBA 70 Thomas E. Zeiger, BS 70 Return to top Class of 1971 Jan & Gert Assmus, MBA 69, PhD 71 Paula A. Barnes, BA 71 & Steven C. Barnes, BS 71 Dian O. Barth, BA 64 & David K. Barth, MBA 71 Leslie J. Beassie, BS 71 Larry E. Bell, MBA 71 Muriel H. Bentsen, BS 70, MBA 71 & Donald R. Bentsen John C. Bigler, MBA 71 Sheila A. Amoroso & John M. Blackmore, MBA 71 Linda R. Briggs, BS 70, MBA 71 Mary J. & John P. Bronson, BS 71 Beverly A. & Norman S. Brown, BS 71 Sherri Smith Bullard BA 72 & Jed Bullard BS 71 Helen C. Bulwik, BS 71, MBA 72 Gaylord C. Burke Jr., MBA 71 Steven R. Caria, BS 71 Faye & Robert V. Caruso, MBA 71 Po L. & Darryl Chan, BS 71 Bruce T. Chemel, MBA 71 James Chu, BS 71 Susan Collins, BS 71 John F. Crist, MBA 71 Neela S. & Sudhakar D. Deshmukh, PhD 71 Ronald E. Edwards, BS 71 Rebecca S. Parlette-Edwards & Thomas W. Edwards, MBA 71 Lynn F. & Henry A. Fanger, MBA 71 James C. Felchlin, MBA 71 Paul Fong Jr., BS 71 Ronald G. Fong, BS 71 Richard L. Fuller, MBA 71 Gary D. Fullerton, MS 71 Regina R. & Kevork M. Garabedian, BS 71 Rossana W. Gaw, BS 71 David M. Greer, BS 71 Eva & Günther Grewe, MCrim 70, MBA 71, DCrim 75 Carol L. & William E. Halal, MBA 70, PhD 71 Maria A. & William J. Hall, BS 67, MBA 71 Margaret E. Hayes, BS 71 Peggy J. Hill, BA 66 & Alan J. Hill, BS 67, MBA 71 Kohchee Hwang, MBA 71 Richard J. Izmirian, MBA 71 Norval W. Jasper Jr., MBA 71 Linda N. & David E. Jones, MBA 71 Margo A. & David R. Kelly, MBA 71 Barbara A. & Robert L. Kimmel, BS 71 Richard D. Knox Jr., BS 71 Helen C. & Gary S. Kress, BS 71 Donald R. Kummer, MBA 71 Betty L. Kwong, BS 71 & Larry C. Kwong, BS 70 Frank F. L’Engle, MBA 71 Christa A. Lawrence, BA 73 & Jeffrey B. Lawrence, BS 71, MBA 72 John H. Lee, BS 71 Nancy M. Lee, BS 71 Martin G. Lyons, MBA 71 Susan & Olav Lyssand, BS 71 Douglas L. MacLachlan, BA 62, MBA 65, MA 70, PhD 71 Sharon L. Mann, BA 71 & Jack I. Mann, BS 71 Lee W. Mather Jr., MBA 71 Margarete & Serge Matulich, PhD 71 Donald T. McBride, MS 71 Linda M. McCoy, BA 68, MBA 71 & Michel G. McCoy, BA 69, PhD 75 Theresa B. McEntee, BA 71 & Matthew A. McEntee, MBA 71, JD 74 Susan E. Messina, MA 90, EdD 03 & Joseph M. Messina, MBA 71, PhD 79 Carol K. Meyer, BS 69, MBA 71 Vicki & Peter H. Michael, MBA 71 Luis A. Montero, MBA 71 Costanza & Jorge P. Montoya, BS 69, MBA 71 Arata Nambu, MBA 71 Suzi & David S. Norris, BS 71 Charles A. O’Reilly III, MBA 71, PhD 75 George J. Oliva, MBA 71 Lynn & Jonathan Orellana, MBA 71 Virginia B. & John T. Owen, MBA 71 Nancy H. Parker, BA 71 & Gene F. Parker, BS 70, MBA 71 Robert B. Polacchi, BS 71, MBA 73 Marilyn G. Fong, BA 71 & Kenneth Pon, BS 71 Lester S. Roddy, MBA 71 Darien E. Roseen, BS 66, MBA 71 William A. Sellier, BS 71, MA 76 Debra A. & Stephen C. Smith, MBA 71 Hillary H. Marble, BA 80 & Carl J. Stoney Jr., BS 67, JD 70, MBA 71 Lawrence R. Sturm, MBA 71 Erma H. Takeda, BA 69 & Kent M. Takeda, BS 69, MBA 71 Magda & Carlos G. Uriarte, BS 71 Diane M. & Robert H. Wagner, BS 71, MBA 73 Lenore A. & Joseph G. Walsh, BS 70, MBA 71 Tom D. Whitaker, MBA 71 Janet H. & Thomas H. Wong, BS 71, MBA 73 Cora T. Woo, BS 71 & Victor Woo, BS 70, MBA 72 Christopher B. Woodward, BS 71, MBA 76 Stephen H. Yee, BS 71 Susan S. & Robert T. Yoshioka, MBA 71 Brenda J. & Victor A. Young, BS 71 Joselito Z. Yujuico, BS 69, MBA 71 Return to top Class of 1972 Kenneth M. Ashford, MBA 72 Dawn A. & Kenneth Barngrover, BS 72 Nasreen Amanat & Mohammad R. Bengali, BS 72, MBA 74 Anne P. & George P. Birdsong III, MBA 72 Peggy Learning & Claude J. Bishop, BS 72 Robert C. Brush, BS 68, MBA 72 Helen C. Bulwik, BS 71, MBA 72 Dennis D. Carlston, BS 69, MBA 72 Victoria O. Chan, BA 73 & Leland L. Chan, BS 72 Philip W. Chew, BS 72 Linda L. Clerici Hausrath, BA 69, MBA 72 & Les A. Hausrath, BA 69, JD 73 Harry W. Cozad, BA 66, MBA 72 James A. Della, BS 72 Karl M. Dobrinich, MBA 72 James F. Duggan, MBA 72 Vickie Radeke-Earl & Elliot S. Earl, BS 70, MBA 72 Chere & Paul Elsinga, BS 72 Nelson J. Estrada, BS 72 Lisa Jo Silva & Michael B. Evans, BS 72, MPH 75 Marsha S. Foley, MBA 72 & John F. Foley Dianne L. & David R. Forster, BS 72, MBA 73 Karen S. Francisco, MBA 72 Gisela Franken, BS 70, MBA 72 & Walter Ohlemutz Barbara L. & Thomas E. Gaffney, BS 66, MBA 72 Fabio B. Garcia, MBA 72 Sylvia B. & James C. Garrett, MBA 72 Yoshiko & Vladimir R. Grave, BS 72 Mary C. Del Portillo, BA 72, JD 75 & Kevin M. Hagerty, BS 72 Walter S. Hallanan III, BS 72 Jacqueline & Paul W. Hammond, MBA 72 Christy S. Hooper, BA 72 & Thomas E. Hooper, BS 72, MBA 75 Victoria S. & Lawrence R. Johnson, BS 72 Robert E. Jones, BS 67, MS 71, MBA 72 Cathy & Fred M. Katz, BS 72 Jahanna M. Knight, BA 84 & Thomas P. Knight, BS 67, MBA 72 Deborah L. Koo, BS 72 James L. Koskinen, BS 72 Christa A. Lawrence, BA 73 & Jeffrey B. Lawrence, BS 71, MBA 72 Peter D. Lee, BS 72 Carolyn C. & Robert Lee, MBA 72 Margaret Q. & Bruce W. Madding, BS 72 Michael S. Masuda, BS 72 Laurence A. Maurer, MBA 72 Christine A. & Robert K. McCann, BA 71, MBA 72 David E. Meders, BS 72 Jack R. Meredith, MBA 70, PhD 72 Judith A. & James R. Morris, BS 65, MBA 67, PhD 72 Susan S. Muranishi, BA 71 & John A. Muranishi, MBA 72 Paul J. Neumann, BS 72 Annie H. Ng, BS 73, MBA 75 & David S. Ng, BA 70, BS 70, MBA 72, PhD 75 Marc C. Paulsen, BS 72, MBA 74 Denise & Raymond G. Pounds, BS 72 Teresa B. & Alan J. Pricco, BS 72 Edwin Quan, BS 72 Leanne M. & Richard H. Reel Jr., MBA 72 Nancy L. & James E. Rhodes, MBA 72 Leonard J. Richards, BS 72 Allyson R. Rickard, MPH 77 & Ralph E. Rickard, MBA 72 Suzanne E. Riessen, BA 71, MBA 72 & Jerry A. Riessen Janice E. Rohde, BA 73 & Douglas A. Rohde, BS 72 Andrea & Brian D. Rowbotham, BS 72, MBA 73 Ann W. Schweichler, BA 65 & Lee J. Schweichler, MBA 72 Vidhya & Sethu Sekhar, MBA 72 Danielle L. Shelley, MLS 77 & Robert E. Shelley, MBA 72 Richard J. Simmons, MBA 72 Charles C. Snow, PhD 72 Kathleen L. Stasulis, BS 72 & Steven S. Stasulis Margaret J. Stebbins, BA 68 & Michael W. Stebbins, BS 66, MBA 67, PhD 72 John L. Sullivan Jr., MBA 72 Teresa P. Suttle, BS 72, MBA 73 & John C. Suttle, MBA 73 Heidi & Chek F. Tan, MBA 72 Sari L. Teplin, BS 72 & Stuart W. Teplin Karla K. & Kenneth D. Walters, PhD 72 Joyce M. & Gregory L. Watson, BS 66, MBA 72 Phillip M. Wenger, BS 72, MBA 74 Andrea & Donald S. Willett, MBA 72 Jeri L. Wong, BS 72 & J. Tim Wong Russell J. Wong, BS 72, MBA 74 Linda & David Woo, BA 70, MBA 72 Pamela Wong & Pedro P. Woo, BS 70, MBA 72 Cora T. Woo, BS 71 & Victor Woo, BS 70, MBA 72 Janet & Theodore J. Zouzounis, BS 72 Anonymous Return to top Class of 1973 Anna S. Au, BS 73 & Thomas Au Beverly & Frederick R. Baugh Jr., MBA 73 Sonia & Frank W. Begert Jr., BS 73 Richard N. Berger, BS 73 Mary N. & Edward A. Berruezo, BS 73 Mary Pfeifer & Kenneth C. Brill, MBA 73 Susan & Thomas P. Broderick, BS 73, MBA 74 Elmer B. Brown Jr., BS 73 Rebecca M. & Ernie G. Bumatay, MBA 73 Melvin A. Burruss, BS 73 Catherine Coates, BS 67, MBA 73 Patricia A. & David J. Curry, PhD 73 Robert T. Dexter, BS 73 Margaret S. De Haven & Robert E. Dunkle, MBA 73 Pauline P. & James C. Eaves, MBA 73 David R. Eckles, MBA 73 Patrick G. Ellsberg, MBA 73 Dianne L. & David R. Forster, BS 72, MBA 73 Alan E. Fox, MBA 73 Sharon R. & Thomas J. Francis, BS 73 Charles H. Gibbs, MBA 73 Willow N. & David M. Goi, BS 73 Richard K. Gray, BS 73 Louise A. & Thomas A. Guest, MBA 73 Nirmala A. & Ajit V. Gujar, MS 71, MBA 73 Marianne K. & Brian R. Hallet, BS 73, MBA 76 William L. Harrison, PhD 73 Bente & Mogens C. Hugo, MBA 73 Rose Y. Huie, BS 73, MBA 75 Shirley W. Jew, BS 73 John D. Kessler, BS 73 Sook-Hi Kim & Chang-Yung Koh, BS 73 Deborah A. & John M. Larson, BS 73 Frank T. Lee, BS 73 Kyoko Tanno-Lim & George A. Lim, BS 73 William C. Lum, BS 73, MBA 75 Janet D. & William G. Maimone, BS 73, MBA 86 William F. Martin Jr., BS 65, MBA 73, MS 73 Doretta M. & Robert W. Marwin, MBA 73 William V. Mattson, MBA 73 Andrew A. Mitchell, PhD 73 Joseph G. Montoya, BS 73 Angela B. & Albert T. Nassi, BS 73 Thomas S. Newman, MBA 73 Annie H. Ng, BS 73, MBA 75 & David S. Ng, BA 70, BS 70, MBA 72, PhD 75 Penny S. & Richard A. Nielsen, MBA 73 Elizabeth H. & Morgan D. Oliver, BS 73 Stephanie K. Pearson, BS 73 Elaine S. Perttula, BA 69, MPH 73 & Leslie W. Perttula, MBA 73 Robert B. Polacchi, BS 71, MBA 73 Susan K. Pomeroy, BA 74 & Robert D. Pomeroy Jr., BS 73, MBA 74 Andrea & Brian D. Rowbotham, BS 72, MBA 73 Linda M. Sasaki, BA 71, MA 72 & Allen H. Sasaki, MBA 73 Robert J. Scott, MBA 73 Vinay Sharma, BS 73, MBA 74 Teresa P. Suttle, BS 72, MBA 73 & John C. Suttle, MBA 73 Marty H. Todd, BS 73 Susan F. Tohbe, BA 69, MBA 73 & Charles M. Peterson John G. Turner, BS 73 Zanna & Tomek Ulatowski, MBA 73 Richard G. Viray, BS 73 May C. Volkman, BS 73, MBA 75 Diane M. & Robert H. Wagner, BS 71, MBA 73 Mary E. & Louis P. Warchot, BA 69, MBA/JD 73 Terry D. Waters, BS 73 Karyn & Robert W. Weed, BS 73, MBA 79 Jane S. Wolcott, BA 68 & John O. Wolcott, MBA 73 Esther & Lawrence J. Wolheim, MBA 73 Cecilia N. Wong, BS 73, MBA 75 & Joseph K. Wong, BS 68, PhD 76 Diane J. & Kenneth C. Wong, BS 73 Siew & Nelson N. Wong, BS 73 Janet H. & Thomas H. Wong, BS 71, MBA 73 Mary & Henry W. Yee, BS 73 Robert K. Yee, BS 73 Anonymous Return to top Class of 1974 Kathleen R. & Stephen M. Akers, MBA 74 Jennifer A. & Andrew A. Allcroft, BS 74 Mary P. Bailey, BS 74 & James C. Bailey Nina Hoffmann & Lawrence J. Batina, BS 74 Allen Benedetti Jr., MBA 74 Nasreen Amanat & Mohammad R. Bengali, BS 72, MBA 74 Karen R. Glasscock-Bergin & Michael L. Bergin, BS 74 Carol A. & James A. Bly, BS 74 Helen C. Bond, BS 74 & Jonathan R. Bond Maureen & George E. Bradish, MBA 74 Janet M. Brady, BS 74, MBA 76 Benjamin N. Braver, BS 74, MBA 75 Joseph F. Brilando, BA 72, MBA 74 Susan & Thomas P. Broderick, BS 73, MBA 74 Carl S. Brown, BS 74, MBA 76 Lorelie M. Castro-Perez, BS 74 & Anthony Perez Ellen D. Chan, BA 73 & Anthony Y. Chan, BS 74 Sue H. & Jeffrey G. Chan, BA 71, MBA 74 Teri & Jess G. Chan, BS 74 Anna M. & Robert S. Chance, BS 74 Maureen & Michael K. Cheng, BS 74, MBA 75 Catherine E. & Michael T. Clarke, MBA 74 Frederick A. Daniels, BS 74 Anne W. Englert, BS 74 & Stephen L. Englert, BA 74 Maria J. Errunza, MA 71 & Vihang R. Errunza, MS 64, PhD 74 Merle N. & Cox Ferrall Jr., MBA 74 Charlene D. & Alan D. Fong, BS 74 Pamela H. & William J. Fong, BA 72, MBA 74 Sharon D. & John D. Fulton, BS 74 Constance B. Guerin, BS 74, MBA 82 Jill P. & Edward G. Henderson, BS 74 Debra L. & Conrad F. Hohener III, BS 74 Cheryl K. & Jeffrey A. Hylton, BS 74 Victoria E. & Mark T. Idzal, MBA 74 Rosemarie & William C. Jackson, BS 74 Greg Johnson, BS 74 Laura M. & Abbott J. Keller, MBA 74 Maureen & Jeffrey R. Kemp, BS 74 Gayle S. Kong, BS 96, OD 78 & David Kong, BS 72, MBA 74 Waiphin & Liong Seen Kwee, BS 74 Robert G. Lee, BS 74 Ned A. Leiba, BS 74, MBA 83 Karen M. & Terence R. Leon, BA 71, MBA 74 Lola Chan & Gary S. Leung, BS 74, MBA 77 Nina & Jay T. Lewis, BS 74 Danny C. Luk, BS 74 Thomas A. May, BS 74 Laura L. & Robert S. McMillan, BS 74 Kathleen Y. & Walter Y. Menda, BS 74 Susan K. & William M. Neilson, MBA 74 Nancy A. & Christopher J. Nelle, BS 74 Gary F. Newton, BS 74, MBA 75 Kathleen L. & Arnold R. Nixon, BS 74 Keith S. Ono, BS 74 Paul S. Otellini, MBA 74 Marc C. Paulsen, BS 72, MBA 74 Mia S. & James F. Perna, MBA 74, JD 76 Judith A. & Philip R. Perry, MBA 74, PhD 79 Carol R. & Thomas Pinckney II, MBA 74 Susan K. Pomeroy, BA 74 & Robert D. Pomeroy Jr., BS 73, MBA 74 Brenda L. & Tilman Pugh, MBA 74 Carolyn C. & Bryant M. Pulley, MBA 74 Dale C. Radcliff, BS 74, MBA 75 Triston J. Rosenberger, BS 66, MBA 74 Janet N. & Donald P. Russell, BS 74 Elizabeth L. Schatz, BS 74, MBA 80 & Edward M. Schatz Nancy T. Schlatter, BA 75 & Charles C. Schlatter, BS 74 Patricia A. & Peter F. Scott Jr., BS 74, MBA 76 Vinay Sharma, BS 73, MBA 74 Tina H. & David E. Skinner, MBA 74 Diane F. & Edmund B. Taylor Jr., MBA 74 Elizabeth A. & Stephen W. Thompson, MBA 74 Margery L. Tom, BS 74 Iris N. & Philip K. Uehisa, BA 74, BS 74, MBA 76 Brenda B. & Richard Ulyate, BS 74 Astolfo Vazquez Jr., BS 74 Elizabeth S. & Robert W. Voss, BS 74, MBA 76 Bruce E. Ward, BS 74 Susan R. & Randolph A. Weil, MBA 74 Karen L. Maas, BA 75, MBA 81 & Steven J. Weinzimmer, BS 74, MBA 75 Phillip M. Wenger, BS 72, MBA 74 Mary J. & William B. Whitlow Jr., MBA 74 Elizabeth A. Williams, BA 75 & John E. Williams Jr., BS 74, MBA 80 Lee W. Williams, BS 74 Russell J. Wong, BS 72, MBA 74 Anita S. & Ronald W. Yee, BA 70, MBA 74 Cindi & Barton E. Young, BS 74, MBA 76 Elizabeth R. & Thomas G. Young, MBA 74 Return to top Class of 1975 Anita L. Abramowitz, BS 75 & Marc L. Abramowitz, BA 74 James A. Auffenberg Jr., MBA 75 Kathryn L. & Harold G. Barclay Jr., MBA 75 Bruce G. Bentz, BS 75 Shankar Bhattacharya, MBA 75 Veronica A. & Sunil R. Bhonsle, MBA 75 Benjamin N. Braver, BS 74, MBA 75 Susan M. Vinella-Brusher & William J. Brusher, MBA 75 J. L. Burke, MBA 75 Laureen B. Chang, MBA 75 & Peter C. Brockett Maureen & Michael K. Cheng, BS 74, MBA 75 Lily L. & Calvin W. Chu, BS 75 Teresa F. Chu, BS 75 & William W. Chu, BS 72, MEng 74, DEng 76 LaVaughn A. & Theodore W. Craig, BS 62, MBA 75 A. Gail Crawford, BS 75 & Robin L. Crawford, BS 75 Linda W. Crittondon, BS 75 & William H. Crittondon Jr. Mark De la Torre, BS 75 Richard J. Denzin, BS 75 Nora W. & John B. Doolittle, MBA 75 Kathleen G. Correia, BS 76 & Stephen A. Evans, BS 75, MBA 78 Kathleen E. Faris, BS 75 & David C. Faris Joseph L. Garrett, BA 70, MBA 75 Connie B. Gee, BS 75 Robert L. Gutierrez, BS 75 Darrel W. Harris, MBA 75 Cindy K. & Randall B. Hedrick, BS 75 Christy S. Hooper, BA 72 & Thomas E. Hooper, BS 72, MBA 75 Susanne L. Houfek, MBA 75 Rose Y. Huie, BS 73, MBA 75 Carolyn Sue Foster Jhung, MBA 75 Bonnie Jung, BS 75 & Roger W. Jung, BS 75 Warren P. Kashiwagi, BS 75 Richard T. Kenmotsu, MBA 75 Christian C. Kienast, BS 75 Elizabeth & Gregg J. King, BS 75 Marilyn C. & Michael T. King, BS 75 Alice D. Leahey, MBA 75 Marjorie & Christopher G. Lee, BS 75, MBA 79 Susan W. Lee, BS 75 Susan K. Leonard, BS 75, MBA 76 Janet Leong Contreras, BS 75 & Pedro A. Contreras, BA 75 Patricia A. Leugers, BS 75 & Jerome Leugers Nancy Y. Lewellen, BA 67, MBA 75 Selina E. Lim, BA 85 & Robert Lim, BS 75 Patricia M. & Michael A. Lum, BS 75 William C. Lum, BS 73, MBA 75 Sidney C. Mar, BS 75, MBA 76 Steven S. Marquard, MBA 75 Leslie K. Mardsen & Robert B. Marsden, BS 75, MBA 77 Susan E. Marsh, BS 75 Denice A. Nakamura, BS 75 & Dean S. Nakamura, BA 74 Julie Lytle & J. Scott Nesbit, BS 75 Gary F. Newton, BS 74, MBA 75 Annie H. Ng, BS 73, MBA 75 & David S. Ng, BA 70, BS 70, MBA 72, PhD 75 Joan F. Stigliano & Peter B. Nicholas, BS 75, MBA 77 Charles A. O’Reilly III, MBA 71, PhD 75 Jacquelyn E. Stanley, MSW 75, DSW 82 & Kudret Oztap, MBA 75 Rosalind Palmer Ono, BS 75 Maryanne Petersen, MBA 75 & Robert C. Petersen, MBA 75 V. S J. Prakash, MS 72, MBA 75 Kristine E. Quinn, BA 75 & John J. Quinn III, BS 75 Dale C. Radcliff, BS 74, MBA 75 Carol M. Raney, BA 77 & Thomas P. Raney, BS 75 Dewey R. Rosetti, MBA 75 & William J. Rosetti Robert C. Rumold, MBA 75 Alice G. Saunders, BA 75 & George B. Saunders, BS 75 Candace W. & Curtis E. Sawyer, MBA 75 Norman W. Schlinger, BS 75 Sharon T. & Martin D. Seiden, BS 75 Rene Y. & Stanley Y. Siu, BS 75 Judy M. Smith, BS 77 & Michael G. Smith, BS 75 Patricia & Jon F. Stocum, BS 75 Marie-José & Heinrich F. Stucki, MBA 75 Carolyn K. Tomooka, BS 75 Robert Tracy Jr., BS 75 Lynne M. & Jeffrey J. Vines, MBA 75 May C. Volkman, BS 73, MBA 75 David S. Walker, BS 75 Janice S. Weiger, BS 75 Karen L. Maas, BA 75, MBA 81 & Steven J. Weinzimmer, BS 74, MBA 75 Lynn E. Wolter, BA 76 & Jonathan R. Wolter, BS 75 Cecilia N. Wong, BS 73, MBA 75 & Joseph K. Wong, BS 68, PhD 76 Mitchell G. Wong, BA 72, MBA 75 Sophia S. Wong, BS 75 & George C. Wong, BA 76 Winnie W. Wong, BS 75 & Stanley C. Wong Phillips P. Yee, BS 75 Teresa W. Yee, BS 75 & Steve S. Yee Anonymous Return to top Class of 1976 Pamela S. Adams, BS 76 & Tom H. Adams Jennifer T. Anderson, BS 76 Sylvia S. & Carlton K. Au, MBA 76 William N. Baker, MBA 76 Arie Baran, PhD 76 Patricia & Ernest J. Bastien III, BS 76 Alfred B. Bledsoe Jr., BS 62, MBA 76 Charles M. Boettger, BS 76 Janet M. Brady, BS 74, MBA 76 Nena J. Brogan, BA 77 & Kevin H. Brogan, BS 76 Carl S. Brown, BS 74, MBA 76 Kathleen R. Brown, BS 76 & Gary E. Brown, BA 64 Pamela A. & John P. Campagna, MBA 76 W. Bradford Carson Jr., BS 76 Colette C. & Clifford L. Case, MBA 76 Charles M. Chan, BS 76 Cecilia & Cho F. Chan, BS 76, MBA 77 Sandra H. Chen, BS 80 & Denny D. Chen, BS 76, MBA 77, JD 81 Elaine T. Chen, MA 66, PhD 76 & Andrew H. Chen, MA 64, PhD 69 Heidi T. Chien, BS 76 & Freddie S. Chien, BS 75 Lynn S. & Brian Connolly, BS 76 Kathleen G. Correia, BS 76 & Stephen A. Evans, BS 75, MBA 78 Lorraine D. & Graham L. Covington, MBA 76 James M. Cunha, MBA 76 Alyse C. DeFazio, BS 76 Barbara J. Desoer, MBA 77 & Marc J. Desoer, BA 74, MBA 76 Douglas G. DeVivo, MBA 76 Alanna B. Dittoe, BS 77 & John E. Dittoe, BS 76 William S. Dittoe, BS 76, MBA 81 Diana Dong, BS 76 & Jerry Wang Bruce L. Doty, MBA 76 Kathleen M. & Richard W. Draper, BS 76 Trish & Dennis M. Drew, BS 76 Frederick D. Drew Jr., MBA 76 Diana & Coby L. Dunn, MBA 76 Robin W. Dushman, MBA 76 Ellen M. & Thomas R. Dwyer, BS 76 Anne M. & Karel V. Fisher, MBA 76 Yu Yim Ngan & Ann K. Fok, MBA 76 Thuy N. & Michael K. Fujimoto, MBA 76 Catherine A. Gambotto, MBA 76 Teruyoshi Goto, MBA 76 Denise A. & George Gustafsson, MBA 76 Rachael L. Hagner, MArch 81 & Charles Hagner, MBA 76 Marianne K. & Brian R. Hallet, BS 73, MBA 76 Claire & John Harbottle, BS 76 Annie L. Harvey, BS 76 & Michael T. Harvey Donna & Martin C. Hauser, BS 76 Jo A. & Jeffrey Helman, MBA 76 Robert L. Hillberg, BS 76, MBA 77 Rebecca L. Hoefer, MBA 76 & David A. Dunlop Shelley L. & Allan M. Holt, MBA 76 Roberta J. Hunter, BS 76 & Leland S. Hunter Joan & Mark D. Innes, BS 76 B. Christie Jones, BS 76 Sidney S. Jordan, MBA 76 Elizabeth G. Juncosa, MBA 76 Roxanne M. & Eric J. Kallio, BS 76 Joyce S. & Joel A. Kaplan, BA 74, MBA 76 Kathleen M. Kellar, BA 74 & William O. Kellar, BA 75, MBA 76 Ann M. & Mark J. Kenyon, BS 76 Nicola R. & Jordan R. Kerner, MBA 76 Christine & Vreij Kolandjian, MBA 76 Jane & Mark E. Kolling, BA 74, MBA 76 Terry & R. Gregory Krause, BS 76 Jaydene & Michael A. Laros, MBA 76 Judy & Creighton L. Lee, BS 76 Susan K. Leonard, BS 75, MBA 76 Julie Leong, BS 76 & Robert P. Whitcombe, BS 76 Lilly T. Lim, BS 76 Darlene E. Wong-Lock & William Lock, BS 76 Doreen A. & Lawrence B. Low, BS 76 Gregory S. Lyons, BS 76 Ying-Chi C. Ma, MBA 76 & Shaoyeh M. Ma, BS 66, DEng 75 Theresa & Richard L. Maas, BS 76 Sidney C. Mar, BS 75, MBA 76 Patricia & Stephen D. Mayer, BS 76, MBA 87 Cindy J. & John J. McCauley, BS 76 Jill Hartnell & Kevin J. McConnen, BS 74, MBA 76 Alice G. Rennie, BA 74, MJ 77 & Charles N. McCormack, MBA 76 Cynthia D. McCullough, BA 71, MBA 76 & Thomas W. McCullough, BS 67, JD 75, PhD 77 Sunil Mehta, MBA 76 Diana & Alexis F. Mei, BA 71, MBA 76 Virginia P. & Walter G. Menezes, MBA 76 Eileen N. Moodie, BS 76 & Colin L. Moodie Misao & Shinji Nakao, MBA 76 Gwen M. Neary, MA 71, PhD 94 & James F. Neary, MBA 76 Cara T. Nip, BS 76 & Randall K. Nip, BS 76 Gabriela E. & Matthew S. O’Neil, BS 76 Patricia K. Pascoe, BS 76 & Christopher H. Pascoe Thomas C. Paton Jr., BS 76 Gregory P. Piligian, BS 76 Lawson R. Pride Jr., MBA 76 Gail A. Simpson, MS 84, PhD 88 & David M. Roberts, JD 74, MBA 76 David I. Rosenthal, BS 76 Patricia A. & Peter F. Scott Jr., BS 74, MBA 76 Lynn M. Sedway, MBA 76 & Paul H. Sedway, MCP 60 Susan S. Shuster, BS 76 & Bradley M. Shuster, BS 76 Joanna Y. Siegle, BS 76 & Philip J. Siegle Bernard J. Smith, MBA 76 Nancy K. Lusk, BA 65 & Michael H. Smith, MBA 76 Linda & Michael E. Spector, MBA 76 Lynn E. Gitlin-Stein & Michael E. Stein, BS 76 Gudrun & Richard D. Steingart, MBA 76 Barbara W. & Aron P. Stern, BS 76, MBA 81 Randolph Takasuka, BS 76 Cleaves R. Thompson, MBA 76 Iris N. & Philip K. Uehisa, BA 74, BS 74, MBA 76 Barbara A. & Richard R. Utter, MBA 76 Sally M. Velez, BS 76 & George Velez Elizabeth S. & Robert W. Voss, BS 74, MBA 76 Benjamin Wald, BS 76 Barbara J. Walker, BA 69 & Glenn M. Walker, BS 69, MBA 76 Beth A. & Michael J. Ward, BS 76 Colleen M. Hutchings, BA 77 & Richard L. Widger, BS 76 Jeffrey S. Williams, MBA 76 Patricia A. & James S. Wisotzkey, BS 76 Theodora F. & Frederick N. Wong, BS 71, MBA 76 Grant Y. Wong, BS 64, MBA 76 Rose L. & John J. Woo, BS 76 Christopher B. Woodward, BS 71, MBA 76 Kathleen S. Wright, BS 76 & Graham J. Wright, BA 77 Rebecca & Ronald P. Yee, BS 76 Cindi & Barton E. Young, BS 74, MBA 76 Nancy P. Zackler, BS 76 & Allan I. Zackler Return to top Class of 1977 Kathleen & Mark R. Allgire, BS 77 Diana L. Stegman & Gerald L. Anama, BS 77 Mary & Joseph B. Armstrong, BS 77 Joan K. Ichiki & Donald C. Arns Jr., MBA 77 Nutan & Harsh Arora, MBA 77 Elaine & David L. Arthur, BS 69, PhD 77 Norman W. Azevedo, MBA 77 Charles M. Bachelor, BS 77 Daniel C. Balough, MBA 77 Stephen G. Barany, BS 77 Deanna F. & Frederick S. Barnhart, MBA 77 Kellie A. & Glenn W. Beaubelle, BS 77 Teresa R. & Edward M. Belfanti, BS 77, MBA 79 Nora C. Bergman, BS 77 Kenneth K. Bock, MBA 77 Janice E. Bohman, MBA 77 & Eric J. Keller, MBA 77 Barbara Brenner Buder, BS 77 Laura Brody, MBA 77 Debra A. & Gordon K. Buchan, BS 77 Rose Y. Carnell, BS 77 & Alan R. Carnell Jamie Z. & Anthony K. Chan, BA 75, MBA 77 Cecilia & Cho F. Chan, BS 76, MBA 77 Sandra H. Chen, BS 80 & Denny D. Chen, BS 76, MBA 77, JD 81 Bradley R. Chew, BS 77 Joyce Hirata & Karsten J. Chin, BA 75, MBA 77 Mabel W. Chun, BS 77 & Steven Chun Patricia A. & Howard Cohen, MBA 77 Susan A. Lindsey Cohen & Kenneth L. Cohen, MBA 77 Ellen F. Cox, MBA 77, PhD 82 & James D. Cox Patrice A. & Steven D. Crabtree, BS 77 Marilyn Shalley-Damberg & Richard L. Damberg, MBA 77 Angela E. DeCarli, BS 77 Mary E. Denton, MBA 77 & Monte J. Deignan Barbara J. Desoer, MBA 77 & Marc J. Desoer, BA 74, MBA 76 Yoko Izumi, BA 69 & Lester G. Dun, BS 77 Maria R. & Martin B. Ebert, BS 77 Anita C. Eble, MBA 77 Frances & John E. Eskel, BS 77 Mary Anne H. Flinn, BS 79 & Robert H. Flinn, BS 77 Peter M. Fukumae, BS 77 Caroline & Robert F. Gerughty, BS 77 Joan Goldblatt, BS 77 Mary Jo S. Gregory, BS 77 Karen S. Grenfell, BS 77, MBA 79 & Eric W. Grenfell, BS 76 Joi D. Grieg, MBA 77 Sylvia D. Guendelman, MSW 74, DSW 79 & Simon J. Guendelman, MBA 77 Ellen C. Hauskens, MBA 77 & Allan Hauskens Robert L. Hillberg, BS 76, MBA 77 Marily A. Howekamp, BA 66 & David P. Howekamp, BS 66, MBA 77 Virginia & Te-Ming Hsueh, MS 69, PhD 71, MBA 77 Judith A. Edwards & Thomas M. Jones, PhD 77 Tammy & Martin C. Kanselbaum, MBA 77 Joy D. & Joseph W. Kaplan, BS 77 Sara & Charles G. Kaufman, BS 77 Tamra & Kevin J. Keen, BS 77 Joy A. Kovaleski, BS 77 Dana A. Lang, MBA 77 & Robert C. Lang, MA 71 Jeffrey R. Le Doux, BS 77, MBA 79 Donna C. Lawson & Scot Leisy, BS 77 Lola Chan & Gary S. Leung, BS 74, MBA 77 Lynne C. Levesque, MBA 77 Nora B. Levy, BS 77, MBA 79 & Mark P. Levy, BS 77 Anne M. Lieberman, MBA 77 & Stephen O. Lieberman Janet M. Long, MBA 77 Hilary G. Lord, BS 77 John R. Major, BS 77 Denise L. Marchant, BS 77 & Michael L. Marchant Leslie K. Mardsen & Robert B. Marsden, BS 75, MBA 77 Carole H. & Redge A. Martin, MBA 77 Karen L. McConnell, BA 75, MBA 77 & Joseph M. McConnell Cynthia D. McCullough, BA 71, MBA 76 & Thomas W. McCullough, BS 67, JD 75, PhD 77 Pamela A. McNeeley, BS 77 Jan W. Messerschmidt, BS 77 Manfred J. Michlmayr, MBA 77 William J. Milton Jr., MBA 77 Ellen K. Moran, MBA 77 Jamie & Mark L. Myers, BS 77 Pauline H. & Gerald J. Nacamuli, MBA 77 Scott J. Neely, BS 77 Joan F. Stigliano & Peter B. Nicholas, BS 75, MBA 77 Lisa A. Nicolini, BS 77 Susan S. & Roger L. Oser, BS 77 Bruce B. Osterstrom, BS 77 Regina Sung & Paul L. Pereira, BS 77 Stephanie M. & Roger J. Peters, MBA/JD 77 Craig T. Pynn, MBA 77 Elizabeth & Douglas K. Reece, PhD 77 Margaret Roller & James A. Robinson Jr., MBA 77 Nikki B. & Paul G. Rosengren, MBA/JD 77 Alison A. & James D. Ryan, BA 73, MBA 77 Marc A. Schwartz, MBA 77 Susanne & Jay B. Seiden, BS 77 Judy M. Smith, BS 77 & Michael G. Smith, BS 75 Leonard T. Sperry, MBA 77 Jeanne V. Starren, BA 74, MBA 77 & Justinn Starren Paula M. Strain, BS 77 & Marvin J. Strain Arleen C. Takayama, BA 72 & Glenn K. Takayama, BS 72, MBA 77 Stephanie G. Tall, BS 77 Darlene & William E. Tamayo, BS 77 Hau-Cho Tang, BS 77 Nona A. Thomas, MBA 77 & William W. Thomas Carolyn R. Tompkins, MBA 77 Dale I. Uptegrove, MBA 77 Steve D. Valle, BS 77 Lynn O. & Francis H. Wagner, BS 77, MBA 78 Robert E. Wailes, BS 77 Robert P. Ward, MBA 77 Donald A. Watne, PhD 77 Suzanne G. Weaver, MBA 77 & Brent D. Weaver, MPP 79 Daryl J. Weinroth, BS 77 Keith A. Wesselmann, BS 77, MBA 82 Zachary E. Whitman, BS 77, MBA 79 Kathryn D. & Curtis A. Wong, BS 77 Virginia C. Wong, BA 78 & Richard E. Wong, BS 77 Sharon J. Wong, BS 77 Tomoko & Hidefumi Yamagami, MBA 77 Anonymous Return to top Class of 1978 Lisa B. Allanson, BS 78 & Joseph C. Allanson Elizabeth A. Romo, BS 87 & Dennis W. Barfield, BS 78 Mary J. Bedegi, MBA 78 & Peter Bedegi Lynn M. & Daniel P. Benas, BS 78 Arlene & Harry J. Boyer, MBA 78 John R. Buford, BS 78 Susanne S. & Jeffry Canin, MBA 78 Elizabeth D. Capener, BS 78 & John T. Capener Judy N. Case, MBA 78 Eva L. Chan, BA 66, MA 67, PhD 71 & Baldwin K. Chan, BS 66, MS 67, MBA 78 Brian K. Chan, BS 78 Pamela S. Claassen, MBA 78 & John Claassen Leslie J. & Mitchell H. Cohen, MBA/JD 78 Jan A. Corfee-Morlot, BS 78 Elizabeth E. & Michael J. Cullen, BS 78 Jane M. Davis, BS 78, MBA 79 & Paul E. Davis, BS 78 Nancy W. & Robert A. De Goff, BA 69, MArch 72, MBA 78 Garrison G. DeLee, BS 78 Diane M. Downend, BS 78, MBA 82 Cathy A. Zeller-Erickson, BA 74 & Jeffrey D. Erickson, BS 78 Kathleen G. Correia, BS 76 & Stephen A. Evans, BS 75, MBA 78 Barbara Fanning Roberts, BS 78 & Eric R. Roberts, BS 67, MBA 68 Laurie & Howard B. Fink, BS 78 Limay & Geoffrey L. Flavell, BS 78 Jamie L. & Peter S. France, BS 78 Cheryl A. Frizzell, BS 78 & William L. Frizzell, MBA 79 Keith O. Fukui, BS 78 Ernest J. Furtado, BS 78 Robert R. Gillanders, BS 78 Susan M. Gillfillan, BS 78 & Michael J. Gillfillan, BA 71 Judith A. & Ralph J. Goehring, BS 78 Laura A. Goff, BS 78, MBA 85 Richard G. Graham, MBA 78 Sarah K. Gray, BS 78 & Dan Gray, BA 77 Roberta L. Griffin, BS 78 Susan M. Halfaker, BS 78 & Thomas B. Halfaker Kenneth B. Hart, BS 73, MBA 78 Jo-L Hendrickson, MS 73, MBA 78 Deirdre L. Henry, BS 78 & Steven N. Kliegman Katherine W. & Robert R. Hill, BS 78 Cheryl L. & Brent L. Holden, BS 78 Christine G. Honda, BA 71, MBA 78 & Arthur M. Honda Kristin L. & John B. Jameson, BS 78 Janette D. & Jal S. Jassawalla, MBA 78 Virginia Shipman & Richard R. Kaiser, MBA 78 Elaine L. Kawasaki, BS 78 & Alan C. Kawasaki, BA 77 Margaret K. & Brian J. Kelly, MBA 78 Vicki & Scott Kemp, MBA 78 Margaret W. Kintner, BS 78, MBA 82 & Thomas W. Kintner, MBA 83 Janet S. & Alexander J. Krem, BA 65, JD 72, MBA 78 Kathleen M. Kunz, BS 78, MBA 80 Nancy L. Kurkjian, BA 83 & Richard L. Kurkjian, BS 78 Ann G. Lacey, BA 74 & Thomas C. Lacey, BA 74, MBA 78 Patricia A. & Bruce K. Leisz, BS 74, MBA 78 Michael J. Leiter, BA 75, MBA 78 Patricia A. Leith, MBA 78 Stephen B. Lopez, BS 78, MBA 80 Maxwell A. Graham & Gail J. Maderis, BS 78 Garrad W. Marsh, BS 78, MBA 86 Mary B. Marsh, BS 78 Nell S. & John I. McBeth, MBA 78 Jo-Ann J. & John D. McDonald, MBA 78 Ruth G. Merino, BS 78 & Ronald Merino Doris S. Michaels, MA 79, MAT 79 & Charles F. Michaels, BS 78 Rachel Miller, BS 78 & Roger A. Chemtob John R. Mitchell III, BS 78 Doris B. Moberg, MBA 78 Kristin T. & Robert G. Morrish, BS 78 Susie Ng, BS 78 & David K. Cheng Linda P. O’Keefe, BS 78 & Donald D. O’Keefe Jr. Janice & Brian D. Parsons, BS 78, MBA 80 Twila L. Foster, BA 77 & Steve P. Pezzola, BS 78, JD 81 Julian E. Ponce, MBA/JD 78 Susan S. & Laurence C. Ricksen, BS 78 James A. Roberts, MEng 70, PhD 74, MBA 78 Linda & Robert G. Rose, BS 78 Rita A. & Lawrence D. Rosenblum, MBA 78 Carol A. Schmid-Frazee, BS 78 & Bryan W. Frazee Joan & Carl A. Schober, BS 78 Rauni & Bjorn Simonsen, MBA 78 Seeling Y. & Peter K. So, MBA 78 Suzanne B. Stafford, MBA 78 Midori N. & Robert B. Stanton, MBA 78 Raymond C. Stewart II, BS 78 Robin C. & Kurt E. Stoffers, BS 78 David M. Stone, BS 78, MBA 79 Linda R. Taylor, BA 78 & Bruce C. Taylor, BS 78 Pamela S. Turner, MPH 83 & Robert S. Townsend, BS 78 Marcie Tuttle, BS 78 & Mark S. Tuttle Lynn O. & Francis H. Wagner, BS 77, MBA 78 Robert L. Webster, MBA 78, JD 79 Marien L. Wong, BA 78 & Anson M. Wong, BS 78 Jeanne B. & Gerald S. Yamamoto, BS 78 Jane P. Yee, BS 78, MBA 99 & Daniel Yee, BS 77 Anonymous (4) Return to top Class of 1979 Elaine D. Andrian, MBA 79 Alyson J. & John M. Archer, MBA 79 Anne M. & Peter M. Astiz, BS 79 Lisa & Justin H. Barnett, BS 79 Katharine Hsiao, JD 88 & Augustine H. Bau, BS 79, MBA 87 Constant Eduard Beckers, PhD 79 Teresa R. & Edward M. Belfanti, BS 77, MBA 79 Fadilla & William M. Blaine III, BS 79 Terese A. Blockhus, BS 79 & Brian K. Blockhus, BS 79, MBA 81 Annette C. & Thomas E. Boeckling, MBA 79 Cali S. Bottom, BS 79 Lloyd Brodsky, MBA 79 Gail J. & David F. Bromberg, BS 79, MBA 87 Julie H. Campbell, BS 79 & Nicholas M. Campbell Anne E. Chambers, BA 75, MBA 79 & Edward B. McAlpine Betty & Bak-Ying Chan, BS 70, MBA 79 Denise E. Coyne, BA 74, MBA 79 & Michael S. Coyne Lisa E. D’Alencon, BS 79 & Steven D’Alencon Joao P. Da Barrosa, MBA 79 Jane M. Davis, BS 78, MBA 79 & Paul E. Davis, BS 78 Stephanie G. DiMarco, BS 79 & James B. Harleen Katherine & Rick R. Doering, BS 79 Takeshi Dozono, MBA 79 Judy A. & Adam J. Fink, BS 79 Mary Anne H. Flinn, BS 79 & Robert H. Flinn, BS 77 Jonathan M. Frank, MBA 79 Susan A. Freeman, MBA 79 Cheryl A. Frizzell, BS 78 & William L. Frizzell, MBA 79 Thomas J. Fulton, BS 79 Thomas L. Gardner, MBA 79 Toby A. Gidal, MBA 79 Peggy & Samuel H. Gluck, BS 79 Bonnie J. Goldsmith, BS 79, MBA 85 Ralph P. Goldsticker III, MBA 79 Steven K. Gomberg, BS 79, MBA 81 Karen S. Grenfell, BS 77, MBA 79 & Eric W. Grenfell, BS 76 Darlene & Donald G. Groth, BA 70, MBA 79 Jeffrey A. Gundell, BS 79 Maria P. & Thomas C. Hankins, BS 79 Linda G. Harding, BS 79 & David Harding, MIDS 19 Dana L. Heath, BS 79 & Bruce A. Reeder Gustaves P. Hiatt, MBA 79 Joan F. & Gregory H. Hill, BS 79, MBA 81 Lisa & Mark L. Hirsch, MBA 79 Marcia A. & Bradford R. Howard, BS 79 Stella Chen & Jerry C. Huan, MBA 79 Debra & Gregory P. Hunter, BS 79 Lisa & John G. Iberle, MBA 79 Marta A. & Andy Jacobs, MBA 79 Maureen A. Jensen, BA 79 & Rick Jensen, BS 79 Bruce C. Johnson, MBA 79 Patricia L. Jump, BS 79, MBA 80 & Clarence E. Jump Mary Ellen Kanoff, BA 78, JD 84 & Chris M. Kanoff, BS 79 Linda L. Karns, BS 79 Patrice M. Kavanaugh, BS 79 & Peter J. Wise Jeffrey P. La Mont, BS 79 Perpetua Y. Lam, BS 80 & Steven C. Lam, BS 79 Sandra A. Lambert, BS 79 Steven E. Lane, MBA 79 Jeffrey R. Le Doux, BS 77, MBA 79 Marjorie & Christopher G. Lee, BS 75, MBA 79 Christine B. & Philip W. Lee, MBA 79 Stefanie A. Lenway, MBA 79, PhD 82 & Tom Murtha William S. Leung, BS 79 Nora B. Levy, BS 77, MBA 79 & Mark P. Levy, BS 77 Claudia A. & Mark S. Lewis, BS 79 Robin S. Lim, BS 79 Daniel J. Liparini, MBA 79 William H. Ma, BS 79 Anne B. Makowsky, BS 79 & Max T. Makowsky Corinne & Calvin Marr, BA 76, MBA 79 Susan C. Martin, JD 77, MBA 79 & Richard L. Martin, PhD 76 Michelle C. & Scott R. McCarter, MBA 79 Kathryn J. & John B. McMahon, BS 79 Paul D. Menzies, BS 79, MBA 80 Susan E. Messina, MA 90, EdD 03 & Joseph M. Messina, MBA 71, PhD 79 Loretta A. Cumming-Meyer, BS 78 & Paul J. Meyer, BS 79 Ann H. Milne, MBA 79 & John Payavis Kathleen A. Murphy, MBA 79 Michael P. O’Donnell, MBA/MPH 79 Mari L. Oda, BS 79 Deborah K. & Randy P. Orlik, MBA/JD 79 Teresa V. Pahl, BA 79 & Patrick J. Pahl, BS 79 Karen S. Pelham, BS 79 & Denis Jones Carol A. Penskar, MBA 79 Kim V. Pensky, BA 79 & Wayne C. Pensky, BA 77, MBA 79 Judith A. & Philip R. Perry, MBA 74, PhD 79 Marvin N. Price Jr., MBA 79 Cleo H. Protopapas, BA 69, MBA 79 Clare B. & William M. Reid, BS 79 Anne K. Delehunt, BA 80 & Grant V. Ricketts, BA 75, MBA 79 Sharon J. Rusconi, BS 79 Donald J. Smith, MBA 79, PhD 82 Rafael A. Solari Jr., MBA 79 David L. Southern, MBA 79 Yanina & Allan G. Spivack, MBA 79 Frank V. Stickel, BS 70, MS 71, MBA 79 David M. Stone, BS 78, MBA 79 Joseph M. Sullivan, MBA 79 George T. Tabata, BS 79 Jennifer J. Thomas, MBA 79 & David D. Thomas Curtis M. Tom, BS 79 Atul I. Vijaykar, MBA 79 Denise E. & William K. Villalon, MBA 79 William S. Waller Jr., MBA 79 Cindy C. Chau & Ho-Yan Wan, MBA 79 Celia A. & Randolph E. Wedding, MBA 79 Karyn & Robert W. Weed, BS 73, MBA 79 Zachary E. Whitman, BS 77, MBA 79 Mary V. Whitney, BS 79 & Marshall C. Whitney Susan K. Wingard, BS 79 & Charles P. Wingard, BS 80 Deborah K. Lim & Michael J. Woo, BS 79 Helen C. Mar & James T. Yamada, BS 79 Christine Y. & David C. Yang, MBA 79 Sharon I. Young, BA 64 & Randall B. Young, MBA 79 Elizabeth F. Yount, MBA 79 Robert T. Zenoni, BS 79 Gregory A. Zitani, BS 79 Anonymous Return to top Class of 1980 Linda H. Alderson, MBA 80 & Sandy Alderson Patricia B. & James W. Arce, MBA 80 Jaime S. Benchimol, MBA 80 Sylvan A. Benjamin, MBA 80 Laura & Paul V. Bennett, MBA 80 Mimi & Matthew S. Blankenship Sr., MBA 80 James W. Bronson, MBA 80 Robin M. Brotman, BS 80 Jennifer Leung Brown & Christian Brown, BS 80 (Suzy) Elizabeth Ann Cain, BS 80 Robert D. Cantz, BS 80, MBA 85 Sally A. Carlson, BS 80 Meg D. Carrico, MBA 80 & Michael D. Carrico Maureen A. Sheehy & Stephen L. Catton, MBA 80 Annie N. & James D. Chandler, MBA 80 Mary M. Chen, BS 80 & Christopher C. Chen Sandra H. Chen, BS 80 & Denny D. Chen, BS 76, MBA 77, JD 81 Sherri M. & Mark W. Coles, MA 76, MBA 80, PhD 80 Evon C. & Thomas F. Cooper, MBA 80 Cecelia Leon-Coughlin & Michael A. Coughlin, BS 80 Julie Z. Cramer, BS 80 & Edward R. Cramer, BA 82 Elizabeth A. Crayton, MBA 80 Nina V. & John S. Edmunds, BS 80 Carolyn J. & Gregory F. Ennis, MBA 80 Emilene J. Fearn, MBA 80, PhD 12 & Jeffrey P. Fearn, MBA 83 Sarah D. Patton & Peter C. Feichtmeir, BS 80 Nancy L. Fineman, BA 81, JD 86 & Edwin R. Fineman, BS 80 Lisa K. & Mark D. Fischer-Colbrie, MBA 80 Debra S. Fournier, BS 80 & Dudley J. Fournier Jr., BA 81 Marian & Martin G. Friedrich, BS 80 Marina Gracias, BS 80, JD 83, MBA 99 & Bernard Martis Kate L. Grant, BS 80 Jeffrey D. Green, MBA 80 Jean B. Hadfield, MBA 80 Sheryl L. Hawes, BS 80 Melissa A. Held Bordy, MBA 80 Maria Pilar & Jose-Miguel R. Herrero, MBA 80 Jacquelyn W. Hoffmann, BA 78, MBA 80 & Mark H. Hoffmann, BA 78 Jennie L. Hoopes, BS 80 Lori A. Ireland, MBA 80 & Gregg E. Ireland Patricia L. Jump, BS 79, MBA 80 & Clarence E. Jump Nirupama J. & Azizullah Khatri, BS 80 Kathleen M. Kunz, BS 78, MBA 80 Linda A. Lang, BS 80 & Thomas P. Lang Jr. Donna Y. Lee, BS 80 & Mark J. Lee, BS 81 Raymond C. Lee, BS 80 John-Paul Leonard, MBA 80 Stephen B. Lopez, BS 78, MBA 80 Randall L. Manley, MBA 80 Karen M. Marlin, BS 80 & Robert C. Marlin Donald J. Marshall, MA 78, PhD 80 Margaret Ann Marx, MBA 80 Matthew Masters, MBA 80 Scott J. Matson, BS 80 Nina Mayer, MA 72, MBA 80 Karen L. Melzer-West, BS 80 & Egbert-Jan Melzer Paul D. Menzies, BS 79, MBA 80 Susan D. Merritt, BS 80 Sharon R. Miller, MBA 80 & Arthur K. Olsen Diane H. & Michael J. Mintline, BS 80 Mark J. Mitchell, BS 80 Marilyn M. & Wesley S. Miyamoto, MBA 80 Constance B. Moore, MBA 80 & Roger D. Greer Lata T. & Pravin V. Mundkur, MS 75, MBA 80 Christina C. Ng, BS 80 Derek J. Norris, BS 80 Michelle Griffin & Thomas B. Parker, BS 80 Janice & Brian D. Parsons, BS 78, MBA 80 Susan M. Pearl-Polson, BA 85 & Gary A. Polson, BS 80, JD 86 Samuel J. Puma, BS 80 Philip J. Quadrini, MBA 80 William A. Roche, BS 80, MBA 87 Michaela K. Rodeno, MBA 80 Kelly K. & Richard D. Root, BS 80 Steven A. Ross, MBA 80 Diane K. & Russel P. Rudden, MS 73, MBA 80 Virginia M. Rusk, MBA 80 Supramu Santosa, BS 80, MBA 81 George C. Saunders, MBA 80 Elizabeth L. Schatz, BS 74, MBA 80 & Edward M. Schatz Joann & Daniel J. Schneider, BS 80, JD 85 Pauline K. Seeto, BS 80 Sandra L. & James D. Sheehan, MBA 80 Elfrieda & Jay Shukert, MBA 80 Cynthia R. Smizer, BS 80 & Christopher W. Smizer, BS 80 Dorene E. Soe, BS 80 Steven S. Spafford, BS 80, MBA 87 Suzanne T. Stuart, BA 64, MBA 80 Catherine A. & Edward J. Sweeney Jr., MBA 80 Michael E. Tamas, MBA 80 Darryl T. Tom, BS 80 Janie Tom, BS 80 Robyn S. Varellas, BS 80 & Lawrence P. Varellas, BS 80 Jill S. Wallace, BS 80 & William Wallace Carol M. Warren, BS 80 Melody H. & Jerald M. Weintraub, BS 80, MBA 88 Sandra R. Westall, BA 68, MLS 79 & Michael J. Westall, BS 68, MBA 80 Elizabeth A. Williams, BA 75 & John E. Williams Jr., BS 74, MBA 80 Katherine S. Williford, MBA 84 & John H. Williford, MBA 80 Diana A. Wilson, BS 80 Natalie V. Wilson, BS 80 Susan K. Wingard, BS 79 & Charles P. Wingard, BS 80 Leslie A. & Henry Wong, BS 80 Losa Wong, BS 80 & Larry Mar, MBA 65 Debbie T. & John Woods III, MBA 80 Marietta Wu & Thomas H. Yamamoto, MBA 80 Sheila W. Yeh, BS 80, PhD 85 & Francis C. Yeh, BS 80 Lily N. & Philip K. Yu, BS 80 Anonymous Return to top Class of 1981 Robin F. & Matthew J. Ackerman, BS 81 Steven T. Algert, BS 81 Henry K. Arnold, MBA 81 Marcia W. Beck, MBA 81 & James C. Beck Stephen P. Bentivoglio, BS 81 Katherine M. Margolis, BA 06 & William R. Benz II, BS 81 Cecilia A. Bertoldi, BS 81 & Tom Bertoldi Diane H. & John B. Bertram, BS 81 Terese A. Blockhus, BS 79 & Brian K. Blockhus, BS 79, MBA 81 M. G & Ronald J. Boehm, MBA 81 Brigid Breen, BS 81 & Armando Quintero Clifford P. Bright, MBA 81 Carol J. Burton, BS 81 & Stephen Lesser Paul F. Callaghan, MBA 81 Rosalinda & Michael D. Centron, MBA 81 Sandra L. Chamberlain, BS 81 & Kenneth A. Kasa, BS 81 Helen Pau-Chan & Sammy K. Chan, BS 81 Carolyn & Paul E. Chandler, BS 81, MBA 89 Marianne & Thomas P. Chard, MBA 81 Stefan E. Chasnov, BS 81 Alan B. Chinn, BS 81 Lisa & Eugene Y. Chow, BS 78, MBA 81 Joanne T. Chow, BS 81, MBA 86 & Steven Chow Randy L. Levin-Cohen & Brian S. Cohen, BS 81 Catherine & Howard Cohen, MBA 81 Crystal J. Davis, BS 81 Judy M. Taylor & David E. De Puy, BS 77, MBA 81 William S. Dittoe, BS 76, MBA 81 Linda J. Drevno, BA 80 & Michael A. Drevno, BA 75, MBA 81 Gail H. Duffala, BA 83 & Robert J. Duffala, BA 79, MBA 81 Leo N. Egashira, MBA 81 Barbara W. Engler, BS 81 Suzanne P. Epstein, BA 72, MBA 81 & Allan Epstein Lisa W. Finley, BS 81 & Gregory S. Finley, BS 81 Kathleen K. FitzGerald, BA 82 & Bruce M. FitzGerald, BS 81 Maureen C. Freeman, BS 81 & Seth R. Freeman Mimi L. Fruehan, BA 67 & George J. Fruehan, BA 68, MBA 81 Bryan E. Garbutt, MBA 81 Steven K. Gomberg, BS 79, MBA 81 Rosaline H. Gould, BS 81 & Rodney S. Gould Laurie K. & Steven J. Gray, MBA 81 Susan M. Greinetz, BA 84 & Alan P. Greinetz, BS 81 Kim E. Grobeck, MBA 81 Carole Freysz Gutierrez & Theodore Gutierrez, MBA 81 Kjersti & David B. Hansen, MBA 81 Annette & Scott R. Healy, BS 81 Edith G. Heilman, MBA 81 & Richard J. Weiss Mary G. Henderson, MPH 80, MBA 81 Janet S. Herman, BS 81 & Neal F. Herman Joan F. & Gregory H. Hill, BS 79, MBA 81 Elise K. Lomenzo, MBA 81 & John K. Holmgren, BA 75, MBA 81 Karen P. Sakai, BS 81 & Tony M. Huey, BS 81 Ellen S. & Martin A. Jaffe, MBA 81 Cecilia M. & David S. Kim, BA 72, MBA 81 Joon K. Kim, BS 81 Robert G. Knox III, MBA 81 Paul K. Lam, BS 81 Deborah L. Lau, BS 81 & Hoover T. Lau Miranda C. Lau, BS 81 & Dominic Lau Monica R. Lee, BS 81, JD 84 & Edward L. Molyneaux III, JD 84 Tong Wai Lee, MBA 81 Judy K. & Victor K. Lee, BS 78, MBA 81 Terry & Stephen A. Livingston, BS 81 Gregory G. Locher, BS 81 Kathy W. Loo, BS 81 & Howard H. Loo James J. Lucey, BS 81 Shirley Lum, BS 81, MBA 85 Karen L. Maas, BA 75, MBA 81 & Steven J. Weinzimmer, BS 74, MBA 75 Joann E. Martens Weiner, BS 81 & Richard L. Weiner Loretta & Christopher J. Marut, MBA 81 Janet A. & Derek R. McClain, MBA/JD 81 Ray A. Meadows, BS 81, MBA 90, MA 92 Jeffrey T. Meagher, BS 81 Ann M. Mehlum, MBA 81 John W. Minnich, MBA 81 Anne C. Mitchell, BS 81 Malcolm G. Mitchell II, BS 81, MBA 85 Toshihiro Mori, MBA 81 Jonathan N. Moss, BS 81, MBA 91 Jill E. & Eric L. Nakagawa, BS 81 Lisa D. Nesbitt, MBA 81 & Stephen L. Nesbitt Giulia & Schalon H. Newton, MBA 81 Laura M. & Richard M. Norwalk, BS 81 Lee S. & Arthur G. Oller, MBA 81 Suzanne C. & Gregory L. Overholtzer, BA 78, MBA 81 Marc R. Papineau, MBA 81 Ann A. & Malcolm D. Plant, BS 76, MBA 81 Laura & John B. Pollard, BS 81 Mark C. Raggio, BS 81 Donald J. Rath, MBA 81 John S. Riccitiello, BS 81 Elizabeth J. Rimer, MBA 81 & George Schott Kate Lehrman & Howard S. Robinson, MBA 81 Karen D. Rohde, MBA 81 & Bruce T. Rohde Tobey H. Roland, BS 81 Susanna R. Ross, MBA 81 & John W. Ross III Irena & Peter D. Rubinstein, MBA 81, PhD 90 Paul S. Saint-Pierre, MBA 81 Supramu Santosa, BS 80, MBA 81 Kathleen W. & John C. Schniedwind Jr., MBA 81 Joy H. Sekimura, MBA 81 & Gerald T. Sekimura Noordin Shariff, MBA 81 Margaret S. & Laurence R. Smith, MBA 81 Mary Jo & Peter H. Sorensen, MBA 81 Barbara W. & Aron P. Stern, BS 76, MBA 81 Christine R. Stokes, BS 81 Andrea & Paul M. Swenson, MBA 81 Mary-Catherine Taylor, MBA 81 & James Haverkamp Arthur M. Tom III, BS 81 Anna S. Tong, BS 81, MBA 84 Dunning T. Wang, BS 81 & Steve I. Wang, BS 81 Cindy H. & George S. Wang, MBA 81 Sara J. Weinheimer, BS 77, MBA 81 Laura Ryder & Peter F. Weis, BS 81 Sura L. Weiss, BS 81 Lynn W. Westbay, BS 81 & Craig A. Westbay Carol S. Willson, MBA 81 & James A. Willson Victoria C. Wray-Greening, MBA 81 & Jack Greening Jr. Lorraine M. Yoshikawa, BS 81 Christina M. Yuen, BS 81 & Edmund Chan Diana R. Zankowsky, MBA 81 & Frederick M. Zankowsky Return to top Class of 1982 Susan M. Bajan, MBA 82 Aseel & Mohammad R. Behbehani, MBA 82, PhD 83 Jane M. & Joseph Bender, MBA 82 Sue A. Bennett, MBA 82 & Donald D. Campbell Jennifer Bergovoy, JD 80, MBA 82 & Wayne M. Lutje Mark B. Biagini, BS 82 Erichka & Geoffrey N. Bick, MBA 82 Sheila K. Hennessey & Ernest A. Blackwelder, BS 82 Susan M. & Joseph P. Breen, BS 82 Monica & Robert B. Burck, MBA 82 Kim Silvers & Sheila L. Cardno, MBA 82 Melody J. Casperson-Jeffrey, BS 82 & James D. Jeffrey Sandra Cavanah, BS 82 & Christopher Tucher Shelly R. Ross & Paul G. Churchill, BS 82, JD 86 Mark D. Cohen, BS 82 Stephen D. Copper, BS 82 Ellen F. Cox, MBA 77, PhD 82 & James D. Cox Catherine L. & David L. Critchfield, BA 74, MBA 82 Beverly N. Dance, MBA 82 Julie S. & Jeffrey D. Davine, BS 82 Barbara K. Doctor, MBA 82 & Gautam H. Doctor, MBA 70 Diane M. Downend, BS 78, MBA 82 Marisa D. Emmerson, BS 82 Lori N. & David J. Enzer, BS 82 Barbara A. Erickson, BS 78, MBA 82 Robert L. Farnsworth, MBA 82 Judy L. & David A. Fassler, MBA 82 Shelley R. Finci, BS 82 & Jeffrey R. Finci, BA 81 Celeste V. & Kevin E. Ford, MBA 82 Jan U. & James W. Frei, BS 82 Linda & Mark E. Garcia, BS 82 Georgine Glafkides, BS 82 Joanne N. & Jon M. Goldstein, BS 82 Florence L. Gong, BS 82 Constance B. Guerin, BS 74, MBA 82 Laurie J. Hamilton, MBA 82 Sandra & David S. Hanford, MBA 82 Lucille Sansing & Thomas A. Hannen, BA 64, MBA 82, PhD 97 Linda L. & Donald C. Hardin III, BS 82 Mary K. Harrington, BS 82 Janet H. & Daryl G. Hatano, MBA 82 Susan Dague & Paul D. Hennessey, MBA 82 Kristen C. Hensman, BA 80, MBA 82 & Peter A. Edler Lufu Ho Parisi, BS 82 & George R. Parisi Eilene Hoft-March, MA 78, PhD 83 & John F. Hoft-March, MBA 82 Deborah K. Hong, BS 82 & Bevin Hong Jr., BS 80 Galena V. Miller-Horii, BA 84 & Dwayne M. Horii, BS 82 Susan A. Horn, BS 82 & Michael A. Horn, BA 84 Mark D. Kaercher, MBA 82 Clifford E. Katz, MBA 82 Jennifer S. Kawar, BA 82, BS 82 Janet A. & George E. Kelts III, MBA 82 Elizabeth A. & Tim D. Kingsbury, MBA 82 Margaret W. Kintner, BS 78, MBA 82 & Thomas W. Kintner, MBA 83 Mona T. & Raymond G. Kitasoe, BS 77, MEng 78, MBA 82 Emmanuel Krakaris, MBA 82 Alice V. & David L. Kruegel, MBA 82 Christina S. & Theodore Kuh, BS 82 Lisa A. & Marshall J. Leisten, MBA 82 Stefanie A. Lenway, MBA 79, PhD 82 & Tom Murtha Kirk L. Lew, BS 82 Theresa S. Long, MBA 82 & Michael Long Marta E. & Enrique A. Luna, MBA 82 Jennifer N. Lyons, MBA 96 & Richard K. Lyons, BS 82 Bette Caan, MPH 81, DrPH 85 & Lawrence L. Mansbach, BA 74, MBA 82 Joseph E. McAdams, PhD 81, MBA 82 Elizabeth D. McClelland-Beck, MBA 82 James A. McCoy, MBA 82 Frank J. McGorman, MBA 82 Nancy Lubich McKinney, BA 82, BS 82 & Gregory W. McKinney Colin McLatchie, MBA 82 Lynn E. McLeod, MBA 82 Barbara F. Medwadowski, BS 61, MS 64, MBA 82 Susan L. & Douglas C. Michael, MBA 82, JD 83 Nancy L. Milby, BS 82 & Steven A. Nahm Kathryn F. Miller, BA 74, MBA 82 & Michael P. Shea Julie T. & Richard K. Miller, MBA 82 Elizabeth R. & William E. Monnet, MBA 82 James E. Mooney, MBA 82 John M. Mulcahy, MBA 82 Takehiko Nakao, MBA 82 Harold T. Newton, BA 75, MBA 82 Janice F. Chow & Allen Ng, MBA 82 Karen S. & Peter R. Nielsen, MBA 82 Deborah A. Norton, MBA 82 Susan G. O’Neill, BA 81 & Geoffrey A. O’Neill, BS 82 Diane C. & Thomas C. Offutt, MBA 82 Nami & Joel T. Onodera, MBA 82 Diane D. & Christopher H. Penn, MBA 82 Judy E. Perras, MBA 82 John D. Pollner, MBA 82 Carrie L. Pryor, MBA 82 & Tedmund W. Pryor Maria & Jonathan S. Quinby, MBA 82 Irene & Richard A. Quon, BS 82 Suanne M. Ramar, MBA 82 & Stephen Kottmeier Pamela L. & Kent W. Randall, MBA 82 Frances K. & Kenneth Reid, PhD 82 Ellen E. Reintjes, MBA 82 & Donald L. Tatzin Martha O. & Paul A. Reshke, BS 82 Merna R. Richardson, MBA 82 & Larry Wright Pilar S. Parducci & Anthony J. Richmond, BS 82, JD 88 Pamela B. Roberts, MBA 82 Janet F. Rose, BS 82 & Tyler H. Rose, BA 82 Laurie C. & Mark A. Rosenthal, BS 82 Tracie E. Rowson, BA 73, MBA 82 Jodelle M. & Jack F. Russi, BS 82 Suzanne G. Schaff, BA 79, MBA 82 Charna R. & Peter Schakow, MBA 82 Aaron P. Schechter, BS 82 Rieko I. Seki, BS 82 & Yasuhiro Seki Harper L. Sekijima, MBA 82 Jose Serra-Vega, MBA 82 Risham & Ravinder S. Sethi, PhD 78, MBA 82 John A. Shepardson, BS 82 Eileen & Kevin A. Shields, BS 82, MBA/JD 85 Amy E. Siroky, BS 82 Donald J. Smith, MBA 79, PhD 82 Marian B. Smith, MBA 82 Leslie B. & Gregory M. Solomon, BS 82 Kirsten M. & Timothy J. Spencer, MA 80, MBA 82 Margot Parker & Joel B. Spolin, MBA 82 Lauren & Mark V. Stanich, BS 82 Valori S. & Gordon L. Stitt, MBA 82 Martin E. Strain, BS 82 Dennis D. Sullivan, BS 82 Grace S. Tsao-Wu, BS 82 Margaret C. Verga, BS 82 & Henry Verga Jeffrey P. Wagner, BS 73, MBA 82 Robin E. Wagner, MLS 77, MBA 82 Elizabeth A. Wellington, BS 82 & John Scheuermann Keith A. Wesselmann, BS 77, MBA 82 Deanna C. Winter, BS 82 & Kevin Winter Judy S. & Robert W. Witter Jr., BS 82 Jones Wu, BA 80, MBA 82 Wendy & Roy W. Wulf, MBA 82, JD 85 Akito Yamazaki, MBA 82 Janet M. Frahm & Geary Y. Yee, MBA 82 Anonymous (2) Return to top Class of 1983 Lori A. Allen, BS 83 Maureen A. Allinson, BS 83 & Paul A. Allinson Diana & George W. Anderson II, MBA 83 Judith L. Kramer, MBA 83 & Lawrence T. Andow, MBA 83 Sanford L. Antignas, BS 83 Helen M. Armbrust, MBA 83 & Leonard A. Mentzer, JD 70 Nancy J. & Christopher C. Barry, MBA 83 Marietta L. Bartoletti, MBA 83 & Stephen M. Bartoletti, MBA 86 Claire H. Becker, BS 83 & Greg M. Becker Ruth C. & David Becker, MBA 83 Becky Benmergui & Hans L. Bengtsson, BS 83 John B. Bernard, MBA 83 Faye Beverett, MBA 83 & Charlie Wheeler Paula A. Bishop, MBA 83 Arlene & William K. Boeger, MBA 83 Lois S. Brown, MBA 83 & Klaus M. Brown, BS 74 Maureen M. Buehler, BA 81, MBA 83 R. James Carlson, MBA 83 John R. Carvell, MBA 83 Letitia W. Casebeer, BA 81, MBA 83 & Craig H. Casebeer, JD 73 Bao-Ho Chang, BS 83 Laurie L. Cheung & Perry Chin, BS 76, MEng 77, MBA 83 Betty M. Chow, BS 83 & Albert Y. Tam, BS 81 Romain P. Clerou, BS 83 Erin K. Uesugi, BA 80 & Douglas R. Clough, MBA 83 Michael C. Cooke, MBA 83 Meryl M. Coull, BA 78, MBA 83 & Thomas B. Coull III, BS 77, MEng 79 Carol H. Cox, MBA 83 & Gary E. Cox Debra D. Pfaltzgraff & Robert M. Creps, BA 81, MBA 83 Sallie J. & Curtis Dair, BS 83 Sallie C. Dewitt, BA 76, MBA 83 & Jim Dewitt Nancy C. & Christopher J. Doherty, MBA 83 Denise Brower & Mark S. Douglas, BS 83, MBA 89 Justine & Edmund M. Dunn, MBA 83 Dorothy G. Englund, MBA 83 & David A. Englund, MBA 87 Stephen W. Etter, BS 83, MBA 89 Francine Falk-Allen & Richard A. Falk, BA 81, MBA 83 Emilene J. Fearn, MBA 80, PhD 12 & Jeffrey P. Fearn, MBA 83 Margaret A. & Benjamin P. Fisher, MBA 83 Debra B. Fisher, MBA 83 & Steven D. Fisher Barrie A. Fiske, BS 83 Charmaine Fiumos, BS 83 Robin S. & Bradley S. Fox, MBA 83 Elizabeth G. Freedman, MBA 83 & Michael Freedman Adam L. Frey, MBA 83 Jeff L. Geiger, BS 83 Anne C. & Louis J. Grabowski, MBA 83 Cece & Daniel A. Himelstein, BS 83 Elisabeth G. Childers, BA 80 & Takeo T. Hirai, MS 79, MBA 83 Ayako H. & James M. Hirano, BS 83 Rick A. Holman, MBA 83 Yvonne J. & Donald L. How, BS 76, MBA 83 Joan L. Irwin, MBA 83 Kellie A. Johnson Abreu, BS 83 & Steve M. Abreu Marta Johnson, MBA 83 Donna L. & Stephen L. Johnson, JD 82, MBA 83 Chantay R. Jones Riding, BS 83 Rose Marie & Reuben D. Jones, MBA 83 Anne H. Jordan, BA 80 & Thomas S. Jordan, BA 76, MBA 83 Janet K. Kehoe, BS 83 & Brian E. Kehoe, MS 84 Yumiko & Thomas A. Kelley, MBA 83 Kathleen J. Kelly, MBA 83 Gail K. Kelso, BS 83 Lori R. & Alan J. Kessler, MBA 83 Margaret W. Kintner, BS 78, MBA 82 & Thomas W. Kintner, MBA 83 Frederic C. Klaske, MBA 83 Abraham Kohen, MS 79, MBA 83 Jerome E. Kornblau, BS 83 Alan F. Krock, BS 83 Viola W. Kung, PhD 78 & Fang-Chien F. Kung, PhD 76, MBA 83 Bret E. Lawson, BS 83 Debbie C. Lee, BA 84 & Daniel Y. Lee, BS 83 Ned A. Leiba, BS 74, MBA 83 Shaila Garde-Lester, BA 85 & Jack F. Lester, BS 83 Janet L. Levitt, BA 82 & Ronald J. Levitt, BA 80, MBA 83 Thomas K. Li, BS 83 Philip B. Livingston, MBA 83 Jeanne M. Logsdon, PhD 83 & John Young Lynn A. Lohmann, MBA 83 & Ulrich J. Lohmann, LLM 82 John H. Longo, MBA 83 Jane Low, BA 84 & Allan E. Low, BS 83 Linda L. Mak, BA 69, PhD 75, MBA 83 & Thomas H. Smith Kyle M. Mansfield, BS 83 & Paul Mansfield Peter L. Maples, MBA 83 Linnell W. McRee, BS 83 & Brian P. McRee, BS 83 Sandra R. McVey, BS 83 & Donald W. McVey Suzanne R. Merriman, MBA 83 & Paul A. Merriman Crystal M. Land, BA 83 & William M. Miller, BS 83 Donna R. Mills, MBA 83 & David D. Mills, BA 77, MBA 84 Elizabeth G. & Craig C. Monsell, MBA 83 Paul J. Morgan, BS 83 Karen E. Mudge, BA 79, MBA 83 & Kenneth R. Mudge Rolf W. Neuweiler, BS 83 Ellen S. O’Connor, BA 76, MBA 83 & Richard F. O’Connor Laura J. & Kevin J. O’Donohue, BS 83 Irene K. Ogawa, MBA 83 Inge Olson, BS 83 & William J. Olson Catherine H. Ong, BS 83 Tracey M. Orloff, BS 83 Kyra M. Minninger, BA 86 & Steven D. Peletz, BS 83, MBA 99 Lisa & Edward J. Pelta, BS 83 Lea & Barry A. Porter, MBA/JD 83 Amy B. Portnoy, MBA 83 & Mitchell P. Portnoy Terren W. & Richard W. Powell, MBA 83 Kathlyn J. Powers, BS 83 MaryJo Radosevich, MBA 83 Florence B. Raskin, MPH 82, MBA 83 & Paul A. Raskin Melanie G. & Mitchell D. Rosenberg, BS 83 Lily T. Samoranos, BA 84 & Reynold C. Samoranos, BS 83 Catherine D. & Peter C. Schreiber, BS 83 George E. Schultze, MBA 83 Heidi & Paul R. Shankwiler, MBA 83 Audrey M. & Andrew E. Shapiro, BS 83 Susan M. Shepherd, JD 83 & Bruce P. Shepherd, MBA/JD 83 Edna Y. Shipley, BS 83 & Jeffrey S. Shipley, BA 77 Ann E. & Mark S. Sievers, MBA 83 Edward P. Simmonds, MBA 83 Karen J. Singer, BS 83 & Michael D. Singer Angela M. & Ronald C. Souza, BS 83 Anne W. Spencer, MBA 83 Jeffrey W. Stallings, MBA 83 Debbie S. Tallia, BS 76 & Ronnie Tallia, MBA 83 Grace S. Tam, BS 83 & Kevin Chung Cheung Judith L. Liss-Thorpe, BA 82 & Jonathan G. Thorpe, MBA 83 Janet P. & Paul A. Tiffany, PhD 83 Nancy F. Tileston, BA 77 & William W. Tileston, BA 77, MBA 83 Boni L. & Eric P. Tom, MBA 83 Jean Tom, BS 83 Carol D. Upton, MBA 83 Susan & Gregory van Inwegen, BS 83 Jeanne M. Vanderfin, BS 83 Susan A. Wiesner, MBA 83 Carolyn P. Williams-Goldman, BA 83, JD 87 & Keith S. Williams-Goldman, BS 83 Stanton D. Wong, BA 79, MBA/JD 83 Robert S. Wood, BA 71, MBA 83 Georgia & David P. Yuen, MEng 75, MBA 83 Cindy Song & William M. Zarit, MBA 83 Steven W. Zellmer, MBA 83 Anonymous Return to top Class of 1984 Laura C. Abrahamson, BS 84 & Alan Y. Abrahamson Paul W. Armstrong, BS 84 Barbara M. Balison, MBA 84 & Randolph L. Balison Donald S. Ballard, MBA 84 Benita A. Bankson, BS 84 & David J. Bankson Tammy E. Barde-Vicari, BS 84 Lynn G. Basquez, MBA 84 Roderick V. Becker, BA 74, MBA 84 Margaret A. Betsock, MBA 84 & Norman E. Abt, MA 75, PhD 82 Rina Kacker & Rajiv K. Bhagat, BS 84 Susan M. Biglieri, BS 84 & Robert K. McCabe Andrew N. Bloch, BS 84 W. Frederick Breiten, MBA 84 Marjorie & Jason B. Bukowski, BS 84 Terese Burke Klas, BS 84 & William A. Klas Patti D. & Brett L. Butler, BS 84 Mary B. & Patrick E. Carter, BS 84 Julee P. Carucci, MBA 84 & Richard T. Carucci, MBA 84 Pauline S. Chan-Fabries, MBA 84 & Lionel Fabries Tina K. Choi, BS 84 & Tat C. Choi, PhD 83 Anne T. Chow, BA 86 & Ronald G. Chow, BS 84 Susan A. Coleman, MBA 84 Brenda & William R. Collins, BS 84 Mary C. Connick, BA 75, MBA 84 Ellen B. Cooper, MBA 84 & Bill Cooper Deborah M. Damon, BS 84 & Michael Damon Jolinda K. Decad, MA 73, MBA 84 Linda A. Della, MBA 84 William F. Dietrich, MBA 84, JD 95 Cecilia I. Doty, MBA 84 & Robert MacNamara Kamalnayan Duggirala, MBA 84, MS 84 John C. Dwyer, BS 84 Chris R. Dyer, BS 84 Lori G. Edelstone, BS 84 & Mark L. Edelstone, BA 83 Steven A. Elson, MBA 84 Dianna & Robin S. Fleming, MBA 84 Amy M. Fong, BS 84 & David T. Wong, BS 84 Katherine R. Moser, MBA 84 & David J. Foster, BS 79, MBA 84 Betty S. & Gerald T. Fujimoto, BS 84 David M. Giraitis, MBA 84 Anne N. Granlund, BS 84, MBA 85 & Reigh R. Granlund Amy & Nicholas D. Hafner, MBA 84 John L. Hansen, MBA 84 Honky Harjo, MBA 84 Lynn E. Harvey, BS 84 Lori A. Haugen, BA 81 & James A. Haugen, BA 79, MBA 84 Tracy L. Hawkins, MBA 84 & Timothy C. Hawkins Kristen A. Hilmoe, BS 84 & Robert L. Hilmoe, BA 83 Kristine L. Lam, BA 78 & Jeffrey P. Hine, BA 79, MBA 84 Camilla D. Holladay, BS 84 & Daniel E. O’Connor, BS 84, JD 89, MBA 90 Jeanne S. Hsu, MBA 84 Erin M. Hull, BS 85 & Eric R. Hull, BS 84 Aquacena M. Lopez, MBA 89 & David E. Ichikawa, MBA 84 David G. Ichikawa, MBA 84 Denise L. & Joseph Jimenez Jr., MBA 84 Mariel Spalter & Andrew L. Katz, BS 84 John C. Kelly, MBA 84 Janet C. Kifolo, MBA 84 Sophia S. Kim, BS 84 & Mark Egan Kirk O. Knapp, MBA 84 Elisa K. Kneip, BS 84 & Karl Kneip Charles J. Koeber, MBA 84 Matina & Sotiris K. Kolokotronis, MBA 84 Monte M. & Curtis S. Kruger, MBA 84 Joyce Y. Kunz, BA 80 & Thomas W. Kunz, BA 78, MBA 84 Jackie & Dane L. Lance, BS 84 Marguerite M. Roemer & Wesley F. Leung, MBA 84 Daniel K. Louie, BS 84 Andrea C. Lurie, BA 84 & Steven J. Lurie, BS 84, JD 88 Kim E. MacMillan Helgans, BS 84 Connie K. Marmet, MBA 84 Andre E. Mathieu, MBA 84 Janet L. McAllister, MBA 84 Mary E. McAllister, MBA 84 & C. Mark Bold Caitlin M. McGaw, BA 79, MBA 84 Robert B. Meibos, MBA 84 Lisa K. Merenbach, BA 83 & David L. Merenbach, BS 84, MBA 91 Donna R. Mills, MBA 83 & David D. Mills, BA 77, MBA 84 Philip J. Mitchell, MBA 84 Liya & Rafael A. Molano, MBA 84 David P. Moore, BS 84 Sharon J. Morell, MBA 84 & Dean K. Morell Kenneth L. Myers, MBA 84 Cynthia C. Nakamura, BS 84 & David M. Nakamura, BS 84, MBA 90 Mary A. & John R. Opet, MBA 84 Andrea L. & David S. Oppenheimer, MBA 84 Teresita & Gary P. Palmer, MBA 84 Girija & Kannan Parmeshwar, MBA 84 Lynne Parode, MBA 84 & Sterling Lim Lisa A. & Mark J. Pearl, MBA/JD 84 Nancy M. Pollard, MBA 84 & Edward L. Pollard Richard A. Reeder, BA 67, MBA 84 Susan M. Reinhart, MBA 84 & Thomas Reinhart Mercedes & Mark W. Reshke, BS 84 Marcia G. & Wayne A. Riley, BS 84 Catherine A. Rivlin, MBA 84 & Robert L. Jones Shirley E. Roldan, BS 84 & Steven A. Roldan Vickie Roscoe, BS 84 Katherine B. Rothrum, MBA 84 & William D. Rothrum Rene T. Schanberger, BS 79, MBA 84 Vicki L. Schifferli, MBA 84 & Mark Helfen Roy J. Schneiderman, MBA 84 Carole S. Sheft, MBA 84 & Douglas J. Sheft Steven D. Silver, PhD 84 Dana S. Cohen, BA 85 & Jeffrey A. Simon, BS 84, MBA 90 Francis K. Slacik, BS 84 Diane F. Smith, BS 84 Howard Solovei, BS 84 Joan E. Spiegel, MBA 84 August R. Stemmer, BS 84 Deborah E. Stern, MBA 84 Virginia H. Steuart, BS 84 & Henry E. Steuart Stephanie A. Sturgis-Griffin, BS 84 Teri R. Steele, BA 89 & Eric T. Sullivan, BS 84 Christine S. Tam, BS 84, MBA 91 Kevin C. Tam, BS 84 Anna S. Tong, BS 81, MBA 84 Judy & Wayne M. Tsuchitani, BS 84 David P. Warren & Carlos F. Van Natter, MBA 84 Carmel & Frederick O. Van Overbeek, BS 84, MBA 86 Lise A. Vilas, BS 84 Sabrina L. Simmons, BS 85 & Thomas W. Vogelheim, BS 84 Martha E. Weeks, MBA 84 Jodi & Robert W. Weis, MBA 84 Kathleen M. Wesner, MPH 74, MBA 84 Cathlyn L. Whalen, BS 84 Angela J. & Stephen S. Whang, BS 84 Robert K. Wiberg, MBA 84 Robert B. Wilcox Jr., MBA/JD 84 Katherine S. Williford, MBA 84 & John H. Williford, MBA 80 Bella T. & Stephen R. Witt, BS 84 Karen O. Wolff, MBA 84 & Rodney G. Hibner Katherine C. Wong, BS 84 & Michael Y. Wong Pamela M. Wright, MBA 84 Anonymous (2) Return to top Class of 1985 Lindsey K. Adams, MBA 85 Karen B. Agnew, MBA 85 & John E. Huth, MA 83, PhD 84 Margaret C. Andrews, BS 85 & Christopher S. Haley Robin T. Arakaki, MBA 85 Kathryn & Richard J. Baca, BS 85 Sheryl A. Badalamenti, BS 85 Leslie N. & Douglas C. Barry, BS 85 Jennifer A. Baus, BS 85 Andrea L. Biren, JD 76 & Richard F. Beal, MBA 85 Alex Scotta & Adam M. Berman, BS 85 Kelly & Mark H. Bradley, BS 85 Janet M. Briggs, MBA 85 & Eric J. Patzer Jill Bronson, MBA 85 & Paul Commons Logan Waters & Douglas H. Burnet, BS 85 Robert A. Cantrell, MBA 85 Robert D. Cantz, BS 80, MBA 85 Shirley L. & Jiakuei Chang, MBA 85 Allison J. Chao, BS 85 & Clinton Y. Chao, BS 84 Kathleen G. Charles, MBA 85 & William A. Charles Felicidad & Huachen Chen, MBA 85 Wen Ching A. Chen, BS 85 Carrie A. & Douglas M. Childers, BS 85 Karisa L. Chin, BS 85 Anni C. Chu, BS 85 & Charles H. Ng, MBA 89 Yen Chun, MBA 85 Bruce Cook, MBA 85 Alan J. Cremers, MBA 85 Sheila A. Dahlgren, BS 85 & Daniel T. Dahlgren Pilar H. Davies, BS 85 & Paul L. Davies III Kathleen S. Deane, BS 85 & Benton H. Deane Laura B. & Raymond J. DePole Jr., BS 85 Karen C. Devlin, BS 85 & Michael A. Devlin, BS 88 Joan E. Don, BS 85 & Hillary Don Thomas M. Elliott, MBA 85 Karen & John M. Ellis, MBA 85 Thomas J. Espinoza, BS 85 Reiko Forbaith & Ted J. Forbath, BS 85 Clay G. Foster, BA 79, MBA 85 Janet C. & William A. Fraser, MBA 85 Libby D. Frolichman, BS 85 & Vincent Gonzales Rie & Kiyotaka Fujimoto, MBA 85 Douglas S. Rice & Michael J. Gallivan, MBA/MPH 85 Nancy L. Geimer, BS 85 Laura A. Goff, BS 78, MBA 85 Bonnie J. Goldsmith, BS 79, MBA 85 Anne N. Granlund, BS 84, MBA 85 & Reigh R. Granlund Brenda S. & Bennett E. Gross, MBA 85 Antonette C. Gullatt-West, BS 85 & James E. West Michael R. Hammon, MBA 85 Karl-Otto Hartmann, MBA 85 Catherine M. Hazama, MBA 85 Teresita B. Helling, BS 85 & Robert B. Helling Doreen & Glenn K. Hosokawa, BS 85 Liora J. & Marcel P. Houtzager, MBA 85 Kari J. Hovland, MBA 85 Paul L. Huberman, BA 80, MBA 85 Erin M. Hull, BS 85 & Eric R. Hull, BS 84 Sharon H. & Wayne H. Hykan, MBA 85 Sylvia & David A. Inchausti, BS 85 Tom E. Jebsen, MBA 85 Staci & Ian A. Johnston, BA 78, MBA 85 Lisa M. Jones, BS 85 Allison Jung, BA 81 & Joel R. Jung, MBA 85 Jennifer B. Kane, MBA 85 & Bernie Trilling Mary Beth N. Kane, BA 85 & Stephen M. Kane, BS 85 Andrew L. Kaplan, MBA 85 Dorothea C. Kaz, BS 86 & Kevin D. Kaz, BS 85 Nancy G. & William A. Koefoed Jr., BS 85, MBA 94 Ellen P. Lee, BS 85 & Bernard Lee Daniel J. Lem, MBA 85 Susan E. Little, BS 85 & Russell N. Little Arthur F. Lombard, MBA 85 Patrick J. London, MBA 85 Shirley Lum, BS 81, MBA 85 David Lyle, MBA 85 Alison N. Mark, BS 85 Joy & Richard B. Mayerson, MBA 85 Mary L. McDonald, MBA 85 Edward & Laura C. McDonnell, MBA/JD 85 Kennon S. & Joseph F. McDonough, MBA 85 Marion L. McGovern, MBA 85 & Gerald J. McGovern Malcolm G. Mitchell II, BS 81, MBA 85 George J. Montague, BS 85 George L. Montgomery, MBA 85 Michael C. Mulholland, MBA 85 Julia P. & Brian D. Muller, BS 85 Michael D. Oransky, BS 85 Anne-Marie F. Pastor, BA 90 & George A. Pastor, BS 85 Steven J. Paull, MBA 85 Betty R. Phillips, MBA 85 & John Phillips Sheila M. Puffer, PhD 85 Brenda M. Quan, BS 85 & Kit M. Wong, BA 82, MArch 85, MS 87, PhD 89 M. Tina Ravizza-Blumenfeld, BS 85 & Vince Blumenfeld Tara R. Rochlin, BS 85 & David A. Rochlin, BS 85 Gonzalo A. Rubio, PhD 85 Amy B. & Eric H. Sahn, MBA 85 Jaime B. Salandanan, MBA 85 Elizabeth D. Salomon, MBA 85 & Raymond M. Salomon, BA 82, MBA 85 Lisbet & Stuart S. Schlitt, MBA 85 Jamee D. & Dean L. Schorno, BS 85 Martha L. Schumacher, MBA 85 Mauri K. Schwartz, MBA 85 Barbara J. & Eric J. Scriven, BS 85, MBA 93 Kathlyn H. Selleck, BS 85 Lisa L. Sernett, BS 85 & Steven M. Sernett Susan L. Setterholm, MBA 85 David A. Sherman, MBA 85 Eileen & Kevin A. Shields, BS 82, MBA/JD 85 Sabrina L. Simmons,
10432	yago	3	71	https://www.walmart.com/ip/If-You-re-Not-Depressed-You-Oughta-Be-in-Therapy-Paperback-9781688422841/682464677	en	Robot or human?			[]	[]	[]	[ "" ]	null	[]	null		en			null	Activate and hold the button to confirm that you’re human. Thank You!
10432	yago	3	4	https://www.famousbirthdays.com/people/jon-cypher.html	en	Jon Cypher - Age, Family, Bio	https://www.famousbirthd…arge-default.jpg	https://www.famousbirthd…arge-default.jpg	[ "https://www.famousbirthdays.com/thumbnails/moreno-rita-medium.jpg", "https://www.famousbirthdays.com/thumbnails/holland-tom-medium.jpg", "https://www.famousbirthdays.com/thumbnails/jovi-jon-medium.jpg", "https://www.famousbirthdays.com/pages/images/thumbnails/capricorn_20.jpg", "https://www.famousbirthdays.com/thumbnails/norris-chuck-medium.jpg", "https://www.famousbirthdays.com/thumbnails/dean-james-medium.jpg", "https://www.famousbirthdays.com/thumbnails/morita-pat-medium.jpg", "https://www.famousbirthdays.com/thumbnails/wilder-gene-medium.jpg", "https://www.famousbirthdays.com/thumbnails/johnson-griffin-medium.jpg", "https://www.famousbirthdays.com/thumbnails/dyer-natalia-medium.jpg", "https://www.famousbirthdays.com/thumbnails/ice-spice-medium.jpg", "https://www.famousbirthdays.com/thumbnails/rivera-brent-medium.jpg" ]	[]	[]	[ "" ]	null	[]	null	Jon Cypher: his birthday, what he did before fame, his family life, fun trivia facts, popularity rankings, and more.	en	/favicon.ico	Famous Birthdays	https://www.famousbirthdays.com/people/jon-cypher.html	About American actor who has appeared in Masters of the Universe, Walker, Texas Ranger, and JAG. He has also appeared in stage plays such as Tennessee Williams' The Night of the Iguana and Man of La Mancha. Before Fame He received a master's degree in marriage and family counseling from the University of Vermont. Trivia His first movie appearance was as the villain Frank Tanner in the 1971 western Valdez Is Coming. Family Life He married Carol Rosin after divorcing his first wife, Ruth Wagner, in 1975. Associated With
10432	yago	0	32	https://www.fishpond.co.nz/Books/For-Children-Carol-Sue-Rosin-Foreword-by-Craig-R-Babcock-Contributions-by/9781530161393	en	For the Children, Carol Sue Rosin (Foreword ) Craig R Babcock (Contributions )			[ "https://cdn-w.fishpond.co.nz/fp_uploads/site_images/menu-24.png", "https://cdn-w.fishpond.co.nz/fp_uploads/site_images/fishpond.co.nz.png", "https://cdn-w.fishpond.co.nz/fp_uploads/site_images/fishpond.co.nz.png", "https://cdn-w.fishpond.co.nz/pixel_trans.gif", "https://cdn-w.fishpond.co.nz/pixel_trans.gif", "https://cdn-w.fishpond.co.nz/100nz_small.gif", "https://cdn-w.fishpond.co.nz/pixel_trans.gif", "https://cdn-w.fishpond.co.nz/fp_uploads/site_images/poweredby_desktop.png" ]	[]	[]	[ "buy", "shop", "online", "Fishpond", "Fishpond.co.nz", "New Zealand", "For the Children", "Carol Sue Rosin (Foreword ) Craig R Babcock (Contributions )", "2016", "Createspace Independent Publishing Platform", "Books", "1530161398" ]	null	[]	null	Fishpond New Zealand, For the Children by Carol Sue Rosin (Foreword ) Craig R Babcock (Contributions )Buy . Books online: For the Children, 2016, Fishpond.co.nz	en	https://cdn-w.fishpond.c…e-touch-icon.png		https://www.fishpond.co.nz/Books/For-Children-Carol-Sue-Rosin-Foreword-by-Craig-R-Babcock-Contributions-by/9781530161393	Ask a Question About this Product More...
10432	yago	2	1	https://www.amazon.com/YOURE-NOT-DEPRESSED-OUGHTA-THERAPY/dp/1688422846	en	Amazon.com			[ "https://images-na.ssl-images-amazon.com/captcha/cdkxpfei/Captcha_bzjqpbmepy.jpg", "https://fls-na.amazon.com/1/oc-csi/1/OP/requestId=8C0B809DGRQV6ZZ44PTV&js=0" ]	[]	[]	[ "" ]	null	[]	null		en			null	Enter the characters you see below Sorry, we just need to make sure you're not a robot. For best results, please make sure your browser is accepting cookies.
10432	yago	3	47	https://issuu.com/augustanacollegesd/docs/gratitude_report_2022-23	en	Augustana Gratitude Report 2022-23	https://image.isu.pub/23…e/jpg/page_1.jpg	https://image.isu.pub/23…e/jpg/page_1.jpg	[ "https://static.isu.pub/fe/product-header-frontend/781e53c/31d186ba39f38e8c4fac.png", "https://static.issuu.com/fe/silkscreen/0.0.3042/icons/gradient/icon-canva-gradient.svg", "https://static.isu.pub/fe/product-header-frontend/781e53c/1e794a8c4ec65e549678.png", "https://photo.isu.pub/augustanacollegesd/photo_large.jpg", "https://image.isu.pub/240425160844-2a1aa9a54f497630a7beca1ac1fbdd8e/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/240425175901-e4c8965a8a332d9dde92856e00f9966b/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/240422145139-43375b591677b2121d4aac7b50295635/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/240313175739-3e53ec7025186d34400aa6e75471216a/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/240312165051-164b418652ed04846df4c8543ea34c4e/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/231219191919-de04bdf5f686962a8bac51811b4bcb3b/jpg/page_1_thumb_large.jpg", "https://static.issuu.com/fe/silkscreen/0.0.2541/icons/gradient/icon-instagram-gradient.svg" ]	[]	[]	[ "" ]	null	[]	2023-11-21T00:00:00+00:00	Read Augustana Gratitude Report 2022-23 by Augustana University on Issuu and browse thousands of other publications on our platform. Start here!	en	/favicon.ico	Issuu	https://issuu.com/augustanacollegesd/docs/gratitude_report_2022-23	Welcome to Issuu’s blog: home to product news, tips, resources, interviews (and more) related to content marketing and publishing. Here you'll find an answer to your question.
10432	yago	0	12	https://www.blu-ray.com/Jon-Cypher/159778/	en	Jon Cypher			[ "https://images.static-bluray.com/search.gif", "https://images.static-bluray.com/flags/US.png", "https://images.static-bluray.com/flags/global-transparent.png", "https://images.static-bluray.com/transparent.gif", "https://images.static-bluray.com/flags/US.png", "https://images.static-bluray.com/transparent.gif", "https://images.static-bluray.com/flags/UK.png", "https://images.static-bluray.com/transparent.gif", "https://images.static-bluray.com/flags/CA.png", "https://images.static-bluray.com/transparent.gif", "https://images.static-bluray.com/flags/AU.png", "https://images.static-bluray.com/transparent.gif", "https://images.static-bluray.com/flags/DE.png", "https://images.static-bluray.com/transparent.gif", "https://images.static-bluray.com/flags/FR.png", "https://images.static-bluray.com/transparent.gif", "https://images.static-bluray.com/flags/ES.png", "https://images.static-bluray.com/transparent.gif", 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"https://images.static-bluray.com/iphoneapp2.png", "https://images.static-bluray.com/transparent.gif" ]	[]	[]	[ "Jon Cypher" ]	null	[]	null			https://www.blu-ray.com/favicon.ico		https://www.blu-ray.com/Jon-Cypher/159778/	Movie finder Release calendar New releases Coming soon Reviews User reviews Search ACTOR, GUEST STAR Jon Cypher 1932 - Overview Movies 4K Ultra HD Blu-ray DVD Digital iTunes MA Prime Screenshots Connections
10432	yago	3	10	https://www.imdb.com/name/nm3978960/	en	Carol Rosin	https://m.media-amazon.c…Mjpg_UX1000_.jpg	https://m.media-amazon.c…Mjpg_UX1000_.jpg	[ "https://fls-na.amazon.com/1/batch/1/OP/A1EVAM02EL8SFB:135-5519941-5448949:5TAKBVSPXS719602BWWD$uedata=s:%2Fuedata%2Fuedata%3Fstaticb%26id%3D5TAKBVSPXS719602BWWD:0", "https://m.media-amazon.com/images/M/MV5BMzIyZjQ3NjMtOWVkNC00NDMyLWJhOTctYjE1Y2Q4MDNiN2ZiXkEyXkFqcGdeQXVyNjUxMjc1OTM@._V1_QL75_UY207_CR68,0,140,207_.jpg", "https://m.media-amazon.com/images/M/MV5BM2Y0ZTJlZmItZDcyYS00YjRmLWI0NDQtODBjMTM2YWVmM2E4L2ltYWdlL2ltYWdlXkEyXkFqcGdeQXVyNTkzMTE1NjI@._V1_QL75_UY133_CR0,0,90,133_.jpg", "https://m.media-amazon.com/images/M/MV5BZGVmN2IxMGItODRjMi00YWI5LWFjMmItMDM2ZWRkMzM2OWJiXkEyXkFqcGdeQXVyMTI4MDM5OTY0._V1_QL75_UY133_CR2,0,90,133_.jpg", "https://m.media-amazon.com/images/M/MV5BNzIzODAwMDc2NF5BMl5BanBnXkFtZTgwODUyMjU3MjE@._V1_QL75_UY133_CR5,0,90,133_.jpg", "https://m.media-amazon.com/images/G/01/IMDb/Mobile/DesktopQRCode-png.png", "https://fls-na.amazon.com/1/batch/1/OP/A1EVAM02EL8SFB:135-5519941-5448949:5TAKBVSPXS719602BWWD$uedata=s:%2Fuedata%2Fuedata%3Fnoscript%26id%3D5TAKBVSPXS719602BWWD:0" ]	[]	[]	[ "Carol Rosin" ]	null	[ "IMDb" ]	null	Carol Rosin. Self: Unacknowledged. Carol Rosin was born on 29 March 1944 in Wilmington, Delaware, USA. She is married to Jon Cypher.	en	https://m.media-amazon.c…B1582158068_.png	IMDb	https://www.imdb.com/name/nm3978960/	Carol Rosin was born on 29 March 1944 in Wilmington, Delaware, USA. She is married to Jon Cypher.
10432	yago	0	45	https://issuu.com/augustanacollegesd/docs/gratitude_report_2022-23	en	Augustana Gratitude Report 2022-23	https://image.isu.pub/23…age_1_social.jpg	https://image.isu.pub/23…age_1_social.jpg	[ "https://static.isu.pub/fe/product-header-frontend/781e53c/31d186ba39f38e8c4fac.png", "https://static.issuu.com/fe/silkscreen/0.0.3042/icons/gradient/icon-canva-gradient.svg", "https://static.isu.pub/fe/product-header-frontend/781e53c/1e794a8c4ec65e549678.png", "https://photo.isu.pub/augustanacollegesd/photo_large.jpg", "https://image.isu.pub/240425160844-2a1aa9a54f497630a7beca1ac1fbdd8e/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/240425175901-e4c8965a8a332d9dde92856e00f9966b/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/240422145139-43375b591677b2121d4aac7b50295635/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/240313175739-3e53ec7025186d34400aa6e75471216a/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/240312165051-164b418652ed04846df4c8543ea34c4e/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/231219191919-de04bdf5f686962a8bac51811b4bcb3b/jpg/page_1_thumb_large.jpg", "https://static.issuu.com/fe/silkscreen/0.0.2541/icons/gradient/icon-instagram-gradient.svg" ]	[]	[]	[ "" ]	null	[]	2023-11-21T00:00:00+00:00	Read Augustana Gratitude Report 2022-23 by Augustana University on Issuu and browse thousands of other publications on our platform. Start here!	en	/favicon.ico	Issuu	https://issuu.com/augustanacollegesd/docs/gratitude_report_2022-23	Welcome to Issuu’s blog: home to product news, tips, resources, interviews (and more) related to content marketing and publishing. Here you'll find an answer to your question.
10432	yago	0	53	https://www.bu.edu/buniverse/browse/tag/	en	BUniverse: Browse by Tag			[ "https://www.bu.edu/buniverse/interface/images/loader.gif" ]	[]	[]	[ "" ]	null	[]	null		en			null	Are you sure? You're about to delete:
10432	yago	1	33	https://radaris.com/p/Jon/Cypher/	en	Jon Cypher - Age, Phone Number, Address, Contact Info, Public Records	https://radaris.com/favicon.ico	https://radaris.com/favicon.ico	[ "https://radaris.com/p/Jon/Cypher/us-map.png", "https://radaris.com/i/d4959c3474d2297dfec2417a35ffdfb2.jpg", "https://radaris.com/i/3e0f8b26aea4aded307540ec0a190159.jpg", "https://radaris.com/i/8a88074767ad4dc75a85b16583cc2743.jpg", "https://a1-images.myspacecdn.com/images02/124/s_68bc1a5057c648dabffed878737e782d.jpg", "https://radaris.com/i/90e0aed4777a45a86d05ad58ce16699c.jpg", "https://radaris.com/i/e2ab3bceaf64f5e39d8a1064f1999e0d.jpg", "https://radaris.com/i/4eb41890f080a7883465750fcc44c6d4.jpg", "https://radaris.com/img/app-store.svg", "https://radaris.com/img/google-play.svg", "https://radaris.com/img/qr-code.svg", "https://radaris.com/srv/a.uping?key=user:pfl_view" ]	[]	[]	[ "" ]	null	[]	null	We found 42 Jon Cypher's profiles > Get contact information, phone numbers, home addresses, age, background check, photos, and other public records [Updated: Dec 23, 2023].	en	/img/favicons/apple-touch-icon.png		https://radaris.com/p/Jon/Cypher/	What is Jon Cypher's address? Jon Cypher's address is 1 Skyline Dr APT 3215, Medford, OR 97504. What is Jon Cypher's phone number? Jon Cypher's phone number is (805) 642-****. How old is Jon Cypher? Jon Cypher's is 42 years old. Is Jon Cypher married? We have marriage records for 15 people named Jon Cypher. What is Jon Cypher's date of birth? Jon Cypher was born on 1981. Does Jon Cypher have a criminal record? You can find arrest records for Jon Cypher in our background checks if they exist. How to find someone in usa free? Radaris.com has a free version available for US users. The site has millions of publicly available records about US citizens to give you detailed reports. You can also search people on social networks for free. How to find someone's rental address? Radaris.com provides information about properties in the US. You can visit the site and find people's rental addresses, including neighborhood information, size, structure characteristics, and more. How to find out where a person works for free? Radaris.com has a free plan that enables you to locate where a person works. All you need is to visit their site and conduct an address lookup or search for them using phone numbers. Alternatively, you can take advantage of the Radaris app.
10432	yago	0	3	https://www.passes.com/wiki/carol-rosin	en	Carol Rosin (@carol	https://cdn.passes.com/p…71b6/profile.jpg	https://cdn.passes.com/p…71b6/profile.jpg	[ "https://www.facebook.com/tr?id=815174093601101&ev=PageView&noscript=1" ]	[]	[]	[ "Carol Rosin", "carol-rosin", "leaks", "passes", "birthday", "bday", "astrology", "star", "sign", "profession" ]	null	[]	null	Carol Rosin birthday Mar 29th, 1944. Carol Rosin bday Mar 29th, 1944. Carol Rosin profession Astrologer. Carol Rosin age. Carol Rosin astrology sign. Carol Rosin star sign. Who is Carol Rosin (carol-rosin). Why is Carol Rosin (carol-rosin) famous.	en	/assets/pwa/logo_192x192.png	Passes	https://www.passes.com/wiki/carol-rosin
10432	yago	3	8	https://www.tvguide.com/celebrities/jon-cypher/bio/3000172873/	en	Jon Cypher Biography	https://www.tvguide.com/…g/share_logo.png	https://www.tvguide.com/…g/share_logo.png	[]	[]	[]	[ "" ]	null	[]	null	Read all about Jon Cypher with TV Guide's exclusive biography including their list of awards, celeb facts and more at TV Guide.	en	/favicon.ico	TVGuide.com	https://www.tvguide.com/celebrities/jon-cypher/bio/3000172873/	Fast Facts Devoted opera fan Made his television debut as the Prince in the original Rodgers and Hammerstein musical Cinderella (1957) opposite Julie Andrews Made his film debut as the villain Frank Tanner in the Western Valdez Is Coming (1971) Provided the voice of comic villain Spellbinder in the animated television series Batman Beyond (1999-2000) Had an active theater career in both musicals and plays
10432	yago	1	72	https://github.com/jgdavey/kevin/blob/main/resources/sample.edn	en	kevin/resources/sample.edn at main · jgdavey/kevin	https://opengraph.githubassets.com/10de26aa73a0249b4db76155468df06398d9677fbd06a3f080c85ca8b12343fb/jgdavey/kevin	https://opengraph.githubassets.com/10de26aa73a0249b4db76155468df06398d9677fbd06a3f080c85ca8b12343fb/jgdavey/kevin	[]	[]	[]	[ "" ]	null	[]	null	IMDB, Clojure, Datomic, and Kevin Bacon. Contribute to jgdavey/kevin development by creating an account on GitHub.	en	https://github.com/fluidicon.png	GitHub	https://github.com/jgdavey/kevin/blob/main/resources/sample.edn	{"Bouffard, Robert M." ["Die Hard 2 (1990)" "Star Wars: Episode III - Revenge of the Sith (2005)"], "Moran, Nancy" ["Flatliners (1990)"], "Kim, James (II)" ["Batman & Robin (1997)"], "Morris, Terrance" ["Resurrecting the Champ (2007)"], "Fridkin, Howard" ["This Film Is Not Yet Rated (2006)"], "Depardieu, G�rard" ["Vatel (2000)" "Paris, je t'aime (2006)"], "Zaaiman, Michelle" ["Country of My Skull (2004)"], "Boat, Elise" ["Permanent Record (1988)"], "Vonnegut Jr., Kurt" ["Breakfast of Champions (1999)"], "Thornton, Paul (I)" ["Perfect Stranger (2007)"], "Swann, Rose" ["Goya's Ghosts (2006)"], "Bullard, Mark (II)" ["Grand Champion (2002)"], "Curtis, Tony (I)" ["Mayor of the Sunset Strip (2003)" "Jackie Brown (1997)"], "Cramer, Grant" ["Hail Caesar (1994)"], "Tushingham, Rita" ["Flying (1986)"], "Lam, Laurencina" ["Paris, je t'aime (2006)"], "Derrah, Thomas" ["Mystic River (2003)"], "Vella, Vinny" ["In the Cut (2003)"], "Hamilton, Chico" ["Magic Sticks (1987)"], "Mayer, Jerry (I)" ["Nobody's Fool (1994)"], "Mars�k, Jan" ["Hart's War (2002)"], "Johnston, Suzy" ["Where the Heart Is (1990)"], "Volodi, Giselda" ["Ocean's Twelve (2004)" "Hudson Hawk (1991)"], "Epps, Mike (I)" ["Soul Men (2008)"], "Turturro, Nicholas" ["Do the Right Thing (1989)" "Jungle Fever (1991)" "Mo' Better Blues (1990)"], "Nichols, Arty" ["$5 a Day (2008)"], "Danova, Cesare" ["Animal House (1978)"], "Courtney, Garrett" ["Thumbsucker (2005)"], "Hinderliter, Jessica (I)" ["Where the Heart Is (2000)"], "Rice, Brittany" ["Thumbsucker (2005)"], "Nemejovsk�, Jan" ["Hart's War (2002)"], "Colucci, George G." ["Goodfellas (1990)"], "Glover, John (I)" ["Batman & Robin (1997)"], "Teaster, Dean" ["Novocaine (2001)"], "August, Pernilla" ["Star Wars: Episode II - Attack of the Clones (2002)" "Star Wars: Episode I - The Phantom Menace (1999)"], "Mercy, Miss" ["Mayor of the Sunset Strip (2003)"], "Allport, Chris M." ["Anywhere But Here (1999)"], "Kaye, Angella" ["Planes, Trains & Automobiles (1987)"], "LaBell, Antonio" ["Sphere (1998)"], "Golden, Annie" ["Strictly Business (1991)" "Twelve Monkeys (1995)"], "Elliot, Missy" ["Honey (2003)"], "Plewa, Joey" ["Die Hard (1988)"], "Cheswick, Daniel" ["Perfect Stranger (2007)"], "Jeep, Katie" ["'77 (2007)"], "Ivy, Joe" ["Even Cowgirls Get the Blues (1993)"], "Dahl, Tawny" ["Beauty Shop (2005)"], "Ryan, Joe (I)" ["$5,000 Reward (1916)"], "McKay, Wanda" ["$1000 a Touchdown (1939)"], "Barron, Constance" ["Bill (2007)"], "Alva, Amanda" ["Nancy Drew (2007)"], "Miner, David (II)" ["Blind Date (1987)"], "Lucasey, Ana" ["Bill (2007)"], "Kahan, Steve" ["16 Blocks (2006)"], "Hough, William" ["Vatel (2000)"], "Mazzola, James" ["Perfect Stranger (2007)"], "Sugerman, Danny" ["Mayor of the Sunset Strip (2003)"], "Dutton, Danny (I)" ["Die Hard: With a Vengeance (1995)"], "Waits, Tom" ["Dracula (1992)" "Queens Logic (1991)"], "Epper, Eurlyne" ["Grindhouse (2007)"], "Roberts, Emma (II)" ["Nancy Drew (2007)" "Grand Champion (2002)"], "Bernardo, Michael (I)" ["Batman & Robin (1997)"], "Baldwin, Daniel (I)" ["Trees Lounge (1996)"], "Ferrin, Chad" ["All the Love You Cannes! (2002)"], "Chinlund, Nick" ["Tears of the Sun (2003)"], "Davidian, Robert (I)" ["$40,000 (1996)"], "Telfer, Robert Frank" ["Something's Gotta Give (2003)"], "Miller, Kathryn" ["Bill & Ted's Bogus Journey (1991)"], "Ber�n, David" ["Star Wars: Episode I - The Phantom Menace (1999)"], "Brolin, Josh" ["Into the Blue (2005)" "Grindhouse (2007)" "Planet Terror (2007)" "Hollow Man (2000)"], "Young, Keone" ["North (1994)"], "Woodworth, Ralph" ["Off the Menu: The Last Days of Chasen's (1997)"], "D'Amato, Anthony (I)" ["#1 (2005)"], "Belair, Dennis" ["Resurrecting the Champ (2007)"], "Laumeister, Shannah" ["Nobody's Fool (1994)"], "Quan, Dionne" ["Rugrats Go Wild (2003)"], "Lewis, Gregory Mark" ["'Cat and Mouse' at the Home (1983)"], "Stanecki, Jerry" ["Hard Ball (2001)"], "Johns, Anne" ["$5 a Day (2008)"], "Randle, Theresa" ["Jungle Fever (1991)"], "Garang, Santino" ["Tears of the Sun (2003)"], "Blake, Matty" ["Mystic River (2003)"], "Kaeding, Jack" ["Rails & Ties (2007)"], "Graehl, Melissa Renee" ["Footloose (1984)"], "Hauer, Rutger" ["Sin City (2005)"], "Adams, Ryan B." ["Coach Carter (2005)"], "Barry, Thom" ["Apollo 13 (1995)" "Rules of Engagement (2000)"], "Fichtner, William" ["Heat (1995)"], "Rollens, Jack" ["$30,000 (1920)"], "Busfield, Timothy" ["Striking Distance (1993)"], "Hoyt, John (II)" ["Die Hard: With a Vengeance (1995)"], "Castro, Fidel (I)" ["JFK (1991)"], "Ellis Jr., A. Delon" ["Hard Ball (2001)"], "Prince, Steven (I)" ["You're Still Not Fooling Anybody (1997)"], "Orbison, Roy" ["She's Having a Baby (1988)"], "Page, John Fitzgerald" ["Beauty Shop (2005)"], "Jonz, Jo D." ["Eddie Murphy Raw (1987)"], "Bennett, Melinda" ["Knocked Up (2007)"], "Najeeullah, Mansoor" ["Strictly Business (1991)"], "Burnett, Allison" ["My Date with Drew (2004)"], "Yacobi, Jake" ["Mission Zero (2007)"], "Basinger, Kim" ["Blind Date (1987)" "Final Analysis (1992)"], "Patrick, Robert (I)" ["Charlie's Angels: Full Throttle (2003)" "Die Hard 2 (1990)"], "Wiggin, Sally" ["Striking Distance (1993)"], "Kaye, Lisa (II)" ["Fast Food Nation (2006)"], "Muravchik, Joshua" ["Celsius 41.11: The Temperature at Which the Brain... Begins to Die (2004)"], "Sutherland, Donald (I)" ["Animal House (1978)" "JFK (1991)" "Cold Mountain (2003)"], "Stringer, Holly" ["Star Wars: Episode III - Revenge of the Sith (2005)"], "Nicolet, Danielle" ["Loaded Weapon 1 (1993)"], "Chiu, Baldwin" ["xXx: State of the Union (2005)" "Twisted (2004/I)"], "Grant, Maggie" ["Frost/Nixon (2008)"], "Roos, Stefanie" ["North (1994)"], "Stone, Sean (I)" ["JFK (1991)"], "Torres, Emiliano (II)" ["Street Kings (2008)"], "Hall, Antony" ["$5 a Day (2008)"], "Scorpio, Roger" ["'A Bit' Too Much Too Soon (1983)"], "Santiago-Hudson, Ruben" ["Coming to America (1988)" "Unchained Memories: Readings from the Slave Narratives (2003)" "Shaft (2000)"], "Syphor, John" ["Mission Zero (2007)"], "Curtice, Sally" ["My Own Private Idaho (1991)"], "Heckerling, Louis" ["Look Who's Talking Too (1990)" "Look Who's Talking (1989)"], "Swanby, Grant" ["Country of My Skull (2004)"], "Havens, Andrea (I)" ["Unbreakable (2000)"], "Wiggins, Carol M." ["Mo' Better Blues (1990)"], "Nelson, Novella" ["Strictly Business (1991)"], "Kates, Kimberley" ["Bill & Ted's Excellent Adventure (1989)"], "Lucas, Mat" ["Star Wars: Episode III - Revenge of the Sith (2005)"], "Bardha, Ele" ["Dracula (1992)"], "Taylor, Lydia (III)" ["Flying (1986)"], "Vera, Billy" ["Blind Date (1987)"], "O'Brien, Patrick Thomas" ["Me and Will (1999)"], "Mooy, Hayley" ["Star Wars: Episode III - Revenge of the Sith (2005)"], "McClellan, Michael" ["This Film Is Not Yet Rated (2006)"], "Dallas, Keith" ["Snakes on a Plane (2006)"], "Lacey, Joyce" ["Beautiful Girls (1996)"], "Sun, Angela" ["Street Kings (2008)"], "de Oni, Christofer" ["Sea of Love (1989)"], "Gee, David Michael" ["Chain Reaction (1996)"], "Depew, Dennis" ["Live Free or Die Hard (2007)"], "Sadowski, Jonathan" ["Live Free or Die Hard (2007)"], "Chaban, Michael" ["He Said, She Said (1991)"], "Padilla, Chris (I)" ["'Di puwedeng hindi puwede! (1999)"], "Rivas, Enrique Sebastian" ["Assassination of a High School President (2008)"], "Elliott, Robert (II)" ["Animal House (1978)"], "Col�n-Zayas, Liza" ["Freedomland (2006)"], "Donovan, Jeffrey" ["Sleepers (1996)"], "Ross, Monty" ["Mo' Better Blues (1990)"], "Stern, Andrew (II)" ["Pyrates (1991)"], "Franklin, Diane" ["Bill & Ted's Excellent Adventure (1989)"], "Whalen, Sean (I)" ["Idle Hands (1999)" "Never Been Kissed (1999)"], "Popoola, Abdul" ["Closer (2004/I)"], "Bangera, Santosh" ["Little Buddha (1993)"], "Rivas, Daniel Louis" ["Never Been Kissed (1999)"], "Gould, Jack (I)" ["Johnny Be Good (1988)"], "Berry, Glen (I)" ["Schau mir in die Augen, Kleiner (2007)"], "Young, Rachine" ["'Di puwedeng hindi puwede! (1999)"], "New, Sophia" ["V for Vendetta (2005)"], "Lazarus, Danielle" ["xXx: State of the Union (2005)"], "Lopez, Fredrick" ["White Sands (1992)"], "Hartley, Tracy" ["Knocked Up (2007)"], "Wan, Ai" ["Death Becomes Her (1992)"], "Chait, Michael B." ["Hard Ball (2001)"], "Chin, Susan" ["I Love You to Death (1990)"], "Raith, Hans" ["Be Cool (2005)"], "Volmer, Cole" ["Coach Carter (2005)"], "Faversham, Bevis" ["Sunset (1988)"], "McDougal, Dolores" ["Freedomland (2006)"], "Collins, Mo (I)" ["Knocked Up (2007)"], "Thi�rr�e, James" ["Vatel (2000)"], "Shimaguchi, Tetsuro" ["Kill Bill: Vol. 1 (2003)" "Kill Bill: Vol. 2 (2004)"], "Kirkwood, Denny" ["Never Been Kissed (1999)"], "Cortez Jr., Cortez" ["Fresh (1994)"], "Lloyd, Emily" ["In Country (1989)"], "Sengupta, Rudraprasad" ["Little Buddha (1993)"], "Sanders, Chris (II)" ["Star Wars: Episode I - The Phantom Menace (1999)"], "G�mez, Marga (I)" ["Sphere (1998)"], "Pantone, Vincent" ["Billy Bathgate (1991)"], "Noday, Patt" ["Tune in Tomorrow... (1990)" "Billy Bathgate (1991)"], "Robinson, Marc Kenneth" ["Rules of Engagement (2000)"], "Radkov, Yavor" ["Country of My Skull (2004)"], "DeBlasio, Christopher" ["My Super Ex-Girlfriend (2006)"], "Witt, Brian" ["My Dog Skip (2000)"], "Hawn, Goldie" ["Everyone Says I Love You (1996)" "Death Becomes Her (1992)" "$ (1971)"], "Atkins, Jane (I)" ["Only When I Laugh (1981)"], "Weber, Jull" ["Honey (2003)"], "Zaleski, Stephen" ["Live Free or Die Hard (2007)"], "Gerard, Greg" ["Parenthood (1989)"], "Phillips, Bobbie (I)" ["Hail Caesar (1994)"], "Mataras, Tiffany" ["Camp Nowhere (1994)"], "Caruso, Elena" ["Live Free or Die Hard (2007)"], "Zhang, Leah" ["Ocean's Twelve (2004)"], "Bellman, Gina" ["Paranoid (2000/I)"], "Danford, Jaye K." ["Bandits (2001)"], "Murphy, Greg (I)" ["My Own Private Idaho (1991)"], "Gilbert, John (VI)" ["$40,000 (1996)"], "Torres, Rico" ["Sin City (2005)"], "McCain, John (I)" ["Celsius 41.11: The Temperature at Which the Brain... Begins to Die (2004)"], "Cooper, Christopher E." ["JFK (1991)"], "Downey, Ferne" ["Sea of Love (1989)"], "Weiss, Shelly (I)" ["We Married Margo (2000)"], "Hurt, William" ["I Love You to Death (1990)" "Changing Lanes (2002)"], "Crofton, Kevin" ["Good Luck Chuck (2007)"], "Caven, Ingrid" ["Schau mir in die Augen, Kleiner (2007)"], "Dempsey, Christopher" ["$5 a Day (2008)"], "Peterson, Tom (I)" ["My Own Private Idaho (1991)" "Even Cowgirls Get the Blues (1993)"], "Trenholm, Jameson" ["Resurrecting the Champ (2007)"], "Rourke, Mickey" ["White Sands (1992)" "Sin City (2005)" "Diner (1982)"], "Wrot!, John" ["Unbreakable (2000)"], "Wynands, Danny" ["Sin City (2005)"], "Milgrim, Lynn" ["Enormous Changes at the Last Minute (1983)"], "Chasen, Dave" ["Off the Menu: The Last Days of Chasen's (1997)"], "Buster, Bobette" ["Camp Nowhere (1994)"], "Stallone, Frank (I)" ["Hudson Hawk (1991)"], "Jampa, Thubtem" ["Little Buddha (1993)"], "Cartwright, Nancy (I)" ["Rugrats Go Wild (2003)"], "Dietz, Eileen" ["Constantine (2005)"], "Marchant, Mileidy Moron" ["Fast Food Nation (2006)"], "Franklin, Marc (I)" ["Soul Men (2008)"], "Hargis, Bobby" ["JFK (1991)"], "Burrall, Alex" ["Parenthood (1989)"], "Mullane, Larry" ["Sea of Love (1989)"], "Frost, Mitchell" ["Resurrecting the Champ (2007)"], "Cutrara, Joel" ["Ragtime (1981)"], "Gerrits, Tommy" ["Rails & Ties (2007)"], "Ulmer, Terri Gay" ["Footloose (1984)"], "Boyes, Erin" ["My Super Ex-Girlfriend (2006)"], "Allen, Scott (II)" ["Out of Sight (1998)"], "Walsh, M. Emmet" ["Camp Nowhere (1994)" "Me and Will (1999)" "Sunset (1988)" "White Sands (1992)"], "Schultz, Bruce P." ["Die Hard (1988)"], "Skarsg�rd, Alexander" ["Zoolander (2001)"], "Anzuelo, David" ["Prime (2005)"], "Garland, Grace (II)" ["Juice (1992)"], "Guinan, Francis" ["Constantine (2005)"], "Bisset, Donald" ["Ragtime (1981)"], "Brink, Johnny" ["JFK (1991)"], "Sauchelli Jr., Alfred" ["Sweet and Lowdown (1999)"], "Moore, Julianne" ["Freedomland (2006)"], "Van Sant, Gus" ["Schau mir in die Augen, Kleiner (2007)" "My Own Private Idaho (1991)"], "Hedges, Pamela" ["She's Having a Baby (1988)"], "Troy-Keitt, Juanita" ["Juice (1992)"], "Bruce, Alicia (I)" ["Honey (2003)"], "Dix, Justin (I)" ["Star Wars: Episode II - Attack of the Clones (2002)"], "Sullivan, Billy L." ["Goodfellas (1990)"], "Barry, Matthew (I)" ["Alpha Dog (2006)"], "Caan, Scott" ["Ocean's Twelve (2004)" "Into the Blue (2005)" "Novocaine (2001)"], "Gosselaar, Chris" ["Charlie's Angels: Full Throttle (2003)"], "Yuen, Cheung-Yan" ["Charlie's Angels: Full Throttle (2003)"], "Garfinkle, Heather" ["Bill (2007)"], "Fahm, David" ["Paranoid (2000/I)"], "Rogers, J.B." ["Freaked (1993)"], "Morgan, Frances" ["School Daze (1988)"], "Venora, Diane" ["Heat (1995)"], "Russell, Richard (II)" ["JFK (1991)"], "Villanueva, Wally" ["'Di puwedeng hindi puwede! (1999)"], "Ober, Ken" ["Loaded Weapon 1 (1993)"], "Osterberg, Oliver" ["Feeling Minnesota (1996)" "Beautiful Girls (1996)"], "Willard, Fred" ["Idle Hands (1999)"], "Platz, Audra" ["S.W.A.T. (2003)"], "King, William (I)" ["Mad Dog and Glory (1993)"], "Dowse, Denise" ["Coach Carter (2005)"], "Pettiet, Christopher" ["Point Break (1991)"], "Moore, Greg (II)" ["Breakfast of Champions (1999)"], "Williams, Zachary (I)" ["Honey (2003)"], "Gerena, Chuck" ["Perfect Stranger (2007)"], "Sturges, Shannon" ["S.W.A.T. (2003)"], "Graves, Amanda (I)" ["Heat (1995)"], "Toney, Brent" ["Coach Carter (2005)"], "Mastbaum, Blair" ["Ellie Parker (2005)"], "Sarmenta, Romnick" ["'Eto na naman si Asiong Aksaya! (1980)"], "Karst, Adam" ["Frost/Nixon (2008)"], "Goodall, Grace" ["$1000 a Touchdown (1939)"], "Meshejian, Paul" ["Twelve Monkeys (1995)"], "Wheaton, Wil" ["She's Having a Baby (1988)"], "Kessler, Irene" ["Criminal Law (1988)"], "Antoon, Jason" ["Perfect Stranger (2007)"], "D, Skippy" ["In the Cut (2003)"], "Rutledge, Ryan" ["Sin City (2005)"], "Wurman, Joshua" ["Natural Disasters: Forces of Nature (2004)"], "Davis, William B." ["Look Who's Talking (1989)"], "Alaniz, Rico" ["Final Analysis (1992)"], "Trias, Jhoanna" ["Constantine (2005)"], "Colicchio, Victor" ["Goodfellas (1990)"], "Korchenko" ["Twelve Monkeys (1995)"], "Towles, Tom" ["Grindhouse (2007)" "Mad Dog and Glory (1993)"], "Cherry, Vivian" ["Everyone Says I Love You (1996)"], "Mendes, Eva" ["Knocked Up (2007)" "Cleaner (2007)"], "Johnson, Samuel (I)" ["$9.99 (2008)"], "Burleson, Jim" ["$5 a Day (2008)"], "Sondag, Alan J." ["Quicksilver (1986)"], "Fisher, George (III)" ["Be Cool (2005)" "Die Hard 2 (1990)"], "O'Mera, Mark" ["We Married Margo (2000)"], "Coulter, Steve (II)" ["'77 (2007)"], "Kayumi, Iemasa" ["Kaze no tani no Naushika (1984)"], "Leader, Howard" ["'Allo 'Allo! at the London Palladium (1988)"], "Ferlito, Vanessa" ["Grindhouse (2007)"], "Ralston, Esther" ["$50,000 Reward (1924)"], "McIntosh, Clifford" ["Into the Blue (2005)"], "Threlfall, David" ["Patriot Games (1992)"], "Nyi, Frank" ["Be Cool (2005)"], "DeLonge, Thomas" ["Idle Hands (1999)"], "Abraham, F. Murray" ["Loaded Weapon 1 (1993)" "Fresh (1994)"], "Rigg, Rebecca" ["Ellie Parker (2005)"], "Reilly, Sean Patrick (I)" ["Sleepers (1996)"], "Gleeson, Sean" ["Cold Mountain (2003)"], "Legaspi, Kier (I)" ["'Di puwedeng hindi puwede! (1999)"], "Kattan, Chris" ["Nancy Drew (2007)" "Any Given Wednesday (2000)"], "Whitaker, Duane" ["Pulp Fiction (1994)"], "Florek, Dann" ["Sunset (1988)"], "Pecora, James" ["Mortal Thoughts (1991)"], "Drukarova, Dinara" ["Paris, je t'aime (2006)"], "Deadrick Jr., Vince" ["Heat (1995)" "Striking Distance (1993)"], "Schneider, Eric (IX)" ["Loverboy (2005)"], "Williams, Ryan (I)" ["Menace II Society (1993)"], "Gleeson, Patrick (II)" ["Flatliners (1990)"], "Allen, Ivan (I)" ["Apollo 13 (1995)"], "Demarbre, Lee" ["All the Love You Cannes! (2002)"], "Sedgwick, Kyra" ["Murder in the First (1995)" "Film Trix 2004 (2004)" "Pyrates (1991)" "Loverboy (2005)"], "Baruchel, Jay" ["Knocked Up (2007)"], "Marcus, Trula Hoosier" ["Strictly Business (1991)"], "Imperato, Carlo" ["Enormous Changes at the Last Minute (1983)"], "Hailey, Charles" ["xXx: State of the Union (2005)"], "Reiner, Tracy" ["Die Hard (1988)" "Apollo 13 (1995)" "Never Been Kissed (1999)"], "Zane, Billy" ["Zoolander (2001)"], "Miranda, Carlos (XIII)" ["Goya's Ghosts (2006)"], "Marsden, James (I)" ["Zoolander (2001)"], "Harras, Patricia" ["4: Rise of the Silver Surfer (2007)"], "Blue, Emily" ["We Married Margo (2000)"], "Fehr, Dorothy" ["Look Who's Talking Too (1990)"], "Cronauer, Gail" ["JFK (1991)"], "Masciulli, Claudio" ["16 Blocks (2006)"], "Schneider, Mark (I)" ["Venus Rising (1995)"], "Jaine, Nick" ["Live Free or Die Hard (2007)"], "Dukes, David (I)" ["Only When I Laugh (1981)"], "Daniels, Lenny (I)" ["Twelve Monkeys (1995)"], "Valencia, Vance" ["Die Hard 2 (1990)"], "Shannon, Molly (I)" ["Never Been Kissed (1999)"], "Alimenti, Giulio" ["Star Wars: Episode II - Attack of the Clones (2002)"], "Garwood, Kate" ["Ellie Parker (2005)"], "Reid, George (II)" ["Tears of the Sun (2003)"], "Raddatz, Ryan" ["Nancy Drew (2007)"], "Kaye, Linda (I)" ["Pulp Fiction (1994)"], "Quel, Vanessa" ["Changing Lanes (2002)"], "Goyo, Dakota" ["Resurrecting the Champ (2007)"], "Hunter, Gigi (I)" ["Coming to America (1988)"], "Gard, Cassidy" ["Assassination of a High School President (2008)"], "Ling, Bai" ["Star Wars: Episode III - Revenge of the Sith (2005)"], "Al Moubayed, Wael" ["Goya's Ghosts (2006)"], "Walker, Jasmin" ["Freedomland (2006)"], "Fears, Shamari" ["Honey (2003)"], "Paisley, Eric" ["Amos & Andrew (1993)"], "Stewart, Megan (I)" ["Flatliners (1990)"], "O'Leary, Mark (I)" ["Mystic River (2003)"], "Stream" ["My Super Ex-Girlfriend (2006)"], "MacPhee, Jason" ["Star Wars: Episode III - Revenge of the Sith (2005)"], "Key, Steve" ["Mercury Rising (1998)"], "Asman, David (I)" ["xXx (2002)"], "Gaynor, Ruby" ["Goodfellas (1990)"], "Ferrol-Young, Sharon" ["School Daze (1988)" "Coming to America (1988)"], "Frias, Atoy" ["'Di puwedeng hindi puwede! (1999)"], "Balooja, Shashi" ["Something's Gotta Give (2003)"], "Hipkiss, Barbara" ["Die Hard: With a Vengeance (1995)"], "Ellis, Jason (I)" ["xXx (2002)"], "Thornton, Melody" ["Be Cool (2005)"], "Pitt, Brad" ["True Romance (1993)" "Twelve Monkeys (1995)" "Sleepers (1996)" "Johnny Suede (1991)" "Ocean's Twelve (2004)"], "Ledges, Deacon" ["Shaft (2000)"], "Lewis, John (X)" ["Sweet November (2001)"], "Carino, Gil" ["'Di puwedeng hindi puwede! (1999)"], "Goulem, Alain" ["$windle (2002)" "One Step Away (1985)"], "Pilavin, Barbara" ["Constantine (2005)"], "Dweck, Ellen" ["She's Having a Baby (1988)"], "Goodheart, Ami" ["In the Cut (2003)"], "Becker, Carissa" ["Thumbsucker (2005)"], "Sedlachek, Buffy" ["Feeling Minnesota (1996)"], "Neavill, Martha" ["Tears of the Sun (2003)"], "Tollenen, Douglas" ["My Own Private Idaho (1991)"], "�tsuka, H�ch�" ["Kaze no tani no Naushika (1984)"], "Zinathlah, Mohamed" ["Home of the Brave (2006)"], "Niznik, Stephanie" ["Anywhere But Here (1999)"], "Perry, Autum" ["Be Cool (2005)"], "Manong, Datu" ["'Di puwedeng hindi puwede! (1999)"], "Dancy, Ernest" ["Prime (2005)"], "Kirby, Christopher (I)" ["Star Wars: Episode III - Revenge of the Sith (2005)"], "Nelson, Joan Adelle" ["Something's Gotta Give (2003)"], "Hanley, Roberta" ["Trees Lounge (1996)"], "Nagle, William L." ["Breakfast of Champions (1999)"], "Diamond, Judi (I)" ["Dracula (1992)"], "Crampton, Nancy O." ["$40,000 (1996)"], "Solomon, Ebony Monique" ["One Eight Seven (1997)"], "Fraser, Tiffany (I)" ["Mercury Rising (1998)"], "Thorsen, Sven-Ole" ["Charlie's Angels: Full Throttle (2003)" "Bandits (2001)"], "Tarako" ["Kaze no tani no Naushika (1984)"], "Crawford, Thomas (I)" ["Apollo 13 (1995)"], "Garcia, Gilbert (I)" ["Die Hard 2 (1990)"], "S�nchez, Irene (II)" ["Goya's Ghosts (2006)"], "Ladner, Hayley" ["Johnny Be Good (1988)"], "Belgrad, Sarah" ["My Date with Drew (2004)"], "Mead, Candace" ["Bill & Ted's Bogus Journey (1991)"], "Jenkins, Jane (I)" ["Apollo 13 (1995)"], "Rodriguez, Rebel" ["Grindhouse (2007)" "Planet Terror (2007)"], "Young, Karen (I)" ["Criminal Law (1988)"], "Leigh, Janet" ["Mayor of the Sunset Strip (2003)"], "Ivanek, Zeljko" ["Live Free or Die Hard (2007)"], "Cavaleri, Nathan" ["Camp Nowhere (1994)"], "Laidlaw, Jackie" ["Sea of Love (1989)"], "Hohlfeld, Lisa" ["He Said, She Said (1991)"], "Holly, Lauren" ["Beautiful Girls (1996)"], "Vaughn, Robert (I)" ["That's Adequate (1989)" "'Bullitt': Steve McQueen's Commitment to Reality (1968)"], "Machine, Tony" ["Changing Lanes (2002)"], "Martin, Reed" ["Balto (1995)"], "Fuchs, Ofri" ["Twisted (2004/I)"], "Murdock, Caoimhe" ["V for Vendetta (2005)"], "Ranallo, Nicole" ["Beautiful Girls (1996)"], "Vonne, Patricia" ["Four Rooms (1995)" "Sin City (2005)"], "Herring, Katie" ["Grand Champion (2002)"], "Carradine, David" ["Kill Bill: Vol. 1 (2003)" "Kill Bill: Vol. 2 (2004)"], "Velez, Ivan 'Flipz'" ["Honey (2003)" "Be Cool (2005)"], "Gervais, Sasha" ["$windle (2002)"], "Hill, Bob (II)" ["Together for Days (1972)"], "Loughran, Jonathan (I)" ["Kill Bill: Vol. 1 (2003)" "Grindhouse (2007)" "Kill Bill: Vol. 2 (2004)"], "Mohamed, Zouheir" ["Rules of Engagement (2000)"], "Mula, Tom" ["Chain Reaction (1996)"], "Rapp, Larry" ["Betsy's Wedding (1990)"], "McClanahan, Mark" ["Coach Carter (2005)"], "Kossak, Christine" ["Where the Heart Is (1990)"], "Smart, Dulcie" ["V for Vendetta (2005)"], "Kilmer, Val" ["Heat (1995)" "True Romance (1993)"], "Gerber, Craig" ["$40,000 (1996)"], "Hopkins, Anthony (I)" ["Dracula (1992)"], "Prudius, Oleg Aleksandrovich" ["Grindhouse (2007)"], "Evans, Michael Don" ["xXx: State of the Union (2005)"], "McIntyre, Earl P." ["Sweet and Lowdown (1999)"], "Bucci, Mike (II)" ["Criminal Law (1988)"], "De Roy, Jamie" ["Goodfellas (1990)"], "Mailer, Norman" ["Ragtime (1981)"], "Grant, Casey (I)" ["Look Who's Talking (1989)"], "Lewis, Roman" ["Breakfast of Champions (1999)"], "Asencio Sutphen, Stacy" ["Prime (2005)"], "Muldoon, Kitty (I)" ["Starting Over (1979)"], "Sklar, Paul" ["Batman & Robin (1997)"], "Bowen, Joe (I)" ["Youngblood (1986)"], "Dorsey, Kimberly" ["New York, I Love You (2008)"], "Neeson, Liam" ["Star Wars: Episode II - Attack of the Clones (2002)" "Star Wars: Episode I - The Phantom Menace (1999)"], "Lu, Sabrina" ["Idle Hands (1999)"], "Meryl, Angela" ["Alpha Dog (2006)"], "Clear, Patrick" ["Losing Isaiah (1995)"], "Garcia, Andy (I)" ["New York, I Love You (2008)" "Twisted (2004/I)" "Ocean's Twelve (2004)" "Jennifer Eight (1992)"], "G�lvez, Mar�a (I)" ["S.W.A.T. (2003)"], "Hart, Carey (III)" ["xXx (2002)" "Charlie's Angels: Full Throttle (2003)"], "March, Craig (I)" ["Paycheck (2003)"], "Alpert, Lisa" ["Sunset (1988)"], "Racicot, Jody" ["Good Luck Chuck (2007)"], "Takahashi, Issei" ["Kill Bill: Vol. 1 (2003)" "Kill Bill: Vol. 2 (2004)"], "Bodnar, Marc" ["Ocean's Twelve (2004)"], "Henson-Scales, Coco" ["Magic Sticks (1987)"], "Ford, Laura (II)" ["Assassination of a High School President (2008)"], "Ducastel, Olivier" ["Schau mir in die Augen, Kleiner (2007)"], "Cavinato, Ana" ["My Own Private Idaho (1991)"], "Whitaker, Colette (I)" ["Over the Hedge (2006)"], "Durst, Fred" ["Zoolander (2001)" "Be Cool (2005)"], "Kunsang, Jigme" ["Little Buddha (1993)"], "Hurst, Rick (I)" ["Anywhere But Here (1999)"], "Dunham, Dale" ["Feeling Minnesota (1996)"], "Gandhi, Prabha" ["Where the Heart Is (1990)"], "Jett, Joan" ["Mayor of the Sunset Strip (2003)"], "Gallagher, Patrick (I)" ["Street Kings (2008)"], "Anctil, Pascal" ["Lucky Number Slevin (2006)"], "Sie, James" ["Chain Reaction (1996)" "Jumper (2008)"], "Cole Jr., Robert L." ["School Daze (1988)"], "Deneuve, Catherine" ["Schau mir in die Augen, Kleiner (2007)"], "Hidalgo, Dio Patricia" ["'Di puwedeng hindi puwede! (1999)"], "Green, Karey (I)" ["Where the Heart Is (2000)"], "Pontius, Chris" ["Charlie's Angels: Full Throttle (2003)"], "Carroll, Todd (II)" ["Freedomland (2006)"], "Dalcour, Julian" ["Eve's Bayou (1997)"], "Martindale, Margo" ["Paris, je t'aime (2006)" "Rails & Ties (2007)" "Nobody's Fool (1994)"], "Doe, John (I)" ["Mayor of the Sunset Strip (2003)"], "Tom, Lauren" ["North (1994)" "Magic Sticks (1987)"], "Dick, Judy" ["'Breaker' Morant (1980)"], "Bennet, William P." ["White Sands (1992)"], "Chaykin, Maury" ["Where the Truth Lies (2005)" "Where the Heart Is (1990)"], "Van Ness, Jon" ["Tune in Tomorrow... (1990)" "Sunset (1988)"], "Hardwick, Omari" ["Beauty Shop (2005)"], "Saunders, Enid" ["Look Who's Talking (1989)"], "Pitillo, Maria" ["True Romance (1993)"], "Kellin, Orange" ["Sweet and Lowdown (1999)"], "Miles, Ben (I)" ["V for Vendetta (2005)"], "Dolphin, Joseph" ["Billy Bathgate (1991)"], "Evans, Judi (I)" ["She's Having a Baby (1988)"], "Lee, Tanya Lynne" ["School Daze (1988)" "Coming to America (1988)"], "Portia (III)" ["Freedomland (2006)"], "Cheung, George" ["North (1994)"], "Fields, Christopher John" ["Apollo 13 (1995)" "Jurassic Park (1993)"], "Arnaz, Desi" ["Off the Menu: The Last Days of Chasen's (1997)"], "Welliver, Titus" ["Twisted (2004/I)"], "Bunetta, Peter" ["Blind Date (1987)"], "Fisher, David (XVI)" ["Domino One (2005)"], "Gilliard Jr., Lawrence" ["Trees Lounge (1996)"], "Simkins, Michael (I)" ["V for Vendetta (2005)"], "Bryce, Colette" ["North (1994)"], "Ambrose, Tom (I)" ["Billy Bathgate (1991)"], "Podgurski, Jeff" ["Batman & Robin (1997)"], "Wilson, Andrew (III)" ["Zoolander (2001)" "Charlie's Angels: Full Throttle (2003)" "Never Been Kissed (1999)"], "Santana, Roberto (I)" ["Coach Carter (2005)"], "Bacic, Steve" ["Good Luck Chuck (2007)"], "Nakamura, Takeki (I)" ["Kaze no tani no Naushika (1984)"], "Nielsen, John (I)" ["Rails & Ties (2007)"], "Baron, Cathy" ["Planet Terror (2007)"], "Marquette, Chris" ["Alpha Dog (2006)"], "Tomecka, Radek" ["xXx (2002)"], "Morgan, Julie H." ["Planes, Trains & Automobiles (1987)"], "Acord, David" ["Star Wars: Episode III - Revenge of the Sith (2005)"], "Crane, Whitfield" ["Ellie Parker (2005)"], "Gladys, Richard" ["Zoolander (2001)"], "Reed, Brian M." ["Hard Ball (2001)"], "Lordan, John" ["Bill (2007)"], "Cassidy, Joanna (I)" ["Where the Heart Is (1990)" "Chain Reaction (1996)"], "Yada, Minoru (I)" ["Kaze no tani no Naushika (1984)"], "Buscemi, Steve" ["Trees Lounge (1996)" "Pulp Fiction (1994)" "Billy Bathgate (1991)" "Paris, je t'aime (2006)" "Schau mir in die Augen, Kleiner (2007)"], "Campbell, Kasey (I)" ["Charlie's Angels: Full Throttle (2003)" "Be Cool (2005)"], "Moreno, Adam (I)" ["New York, I Love You (2008)"], "Terry, Cyndi" ["Grand Champion (2002)"], "Pickens Jr., James" ["Sphere (1998)" "Menace II Society (1993)" "Sleepers (1996)"], "Nino, Miguel" ["Chain Reaction (1996)"], "Storke, Adam" ["Death Becomes Her (1992)"], "McCaughan, Charles" ["Quicksilver (1986)"], "Temple, Shirley" ["Off the Menu: The Last Days of Chasen's (1997)"], "Eaton, Tammy" ["Cleaner (2007)"], "Fedio, Joe" ["Frost/Nixon (2008)"], "Toorvald, Sven" ["Die Hard: With a Vengeance (1995)"], "Saunders, Ramon (II)" ["Into the Blue (2005)"], "Coster, Candace" ["Queens Logic (1991)"], "Hasting, Jennifer" ["Thumbsucker (2005)"], "Thorne, Rick" ["xXx (2002)"], "Smith, Margaret (II)" ["Goodfellas (1990)"], "Burns, Tim (II)" ["Freaked (1993)"], "Marin, Cheech" ["Grindhouse (2007)" "Planet Terror (2007)"], "Shuster, Rick" ["Bandits (2001)"], "Prewitt, Ray" ["Where the Heart Is (2000)"], "Yorks, Julia" ["Unbreakable (2000)"], "Peirce, Kimberly" ["This Film Is Not Yet Rated (2006)"], "La Dare, Eva" ["Be Cool (2005)"], "Young, Burt" ["New York, I Love You (2008)" "Betsy's Wedding (1990)"], "Itzin, Gregory" ["$30 (1999)"], "Barry, Jack (VI)" ["'Di puwedeng hindi puwede! (1999)"], "McHugh, Joanne" ["Everyone Says I Love You (1996)"], "Farris, Tina" ["Prime (2005)"], "Robbins, Ryan (I)" ["Paycheck (2003)"], "Moss, Carrie-Anne" ["Kid's Story (2003)"], "Wagrowski, Gregory" ["Quicksilver (1986)"], "RZA (I)" ["Be Cool (2005)"], "Logue, Spain" ["JFK (1991)"], "Murphy, Dianne Cotten" ["Unbreakable (2000)"], "Kasdan, Jon" ["I Love You to Death (1990)"], "Mazzello, Joseph" ["Jurassic Park (1993)"], "Rocco, Mary" ["Friday the 13th (1980)"], "Mendez, Denny" ["Ocean's Twelve (2004)"], "Lerner, Fred" ["Die Hard (1988)"], "Lee, Joie" ["Fathers & Sons (1992)" "Losing Isaiah (1995)" "Mo' Better Blues (1990)" "School Daze (1988)" "Do the Right Thing (1989)"], "Tudyk, Alan" ["Knocked Up (2007)"], "Guzm�n, Luis (I)" ["Cleaner (2007)" "Jumpin' at the Boneyard (1992)" "Fast Food Nation (2006)" "'Crocodile' Dundee II (1988)" "Out of Sight (1998)"], "Brady, Lance" ["Murder in the First (1995)"], "Shaw, Helen (I)" ["Parenthood (1989)"], "Williams, James (XX)" ["Jumpin' at the Boneyard (1992)"], "Barako, Michael" ["We Married Margo (2000)"], "Halley, Russell" ["Goodfellas (1990)"], "Boeving, Christian" ["Batman & Robin (1997)"], "Shakur, Tupac" ["Juice (1992)"], "Kearns, Kevin P." ["Frost/Nixon (2008)"], "Tracey, Traci" ["School Daze (1988)"], "Bourguignon, Alexandre" ["Paris, je t'aime (2006)"], "Taylor, Tessa (I)" ["Sunset (1988)"], "Brooks, LaVita" ["Soul Men (2008)"], "Rogers, Edward Chip" ["Mortal Thoughts (1991)"], "Miller, Cindy (II)" ["He Said, She Said (1991)"], "Reppinhagen, David" ["My Own Private Idaho (1991)"], "Fredricksen, Cully" ["Dracula (1992)"], "Grass, Vincent (I)" ["Vatel (2000)"], "Lantos, Eve" ["We Married Margo (2000)"], "Casados, Eloy" ["Frost/Nixon (2008)"], "Kier, Udo" ["Grindhouse (2007)" "Even Cowgirls Get the Blues (1993)" "Johnny Mnemonic (1995)" "My Own Private Idaho (1991)"], "Punch, Lucy" ["Grindhouse (2007)"], "Robinson, Diona" ["Coach Carter (2005)"], "Blades, Rub�n" ["Color of Night (1994)" "Mo' Better Blues (1990)"], "Lysy, Austin" ["Garden State (2004)"], "Segal, Michael Ryan" ["Twelve Monkeys (1995)"], "Reed, Natina" ["Honey (2003)"], "Dreher, Page" ["Live Free or Die Hard (2007)" "Mars Attacks! (1996)" "xXx: State of the Union (2005)"], "Vrana, Vlasta" ["One Step Away (1985)"], "Seibel, Mary" ["Chain Reaction (1996)"], "Phillips, Mikaela Austin" ["My Date with Drew (2004)"], "Wisner, John (I)" ["$40,000 (1996)"], "Cahoon, Bonnie" ["Death Becomes Her (1992)"], "Allen, Billie" ["Eddie Murphy Raw (1987)"], "Gertz, Jami" ["Quicksilver (1986)"], "Lizzie (I)" ["$40,000 (1996)"], "Caldwell, Gisela" ["Together for Days (1972)"], "Kravitz, Zo�" ["Assassination of a High School President (2008)"], "Wilmsen, Herbert Hans" ["Jackie Brown (1997)"], "Dillard, Victoria" ["Coming to America (1988)"], "Fisher, Billy (I)" ["We Married Margo (2000)"], "Zenker, Robin" ["Jumper (2008)"], "Nyok, Nathaniel" ["Tears of the Sun (2003)"], "Cater, Rio" ["We Married Margo (2000)"], "Beck, Gary (II)" ["Unbreakable (2000)"], "Rye, Joseph" ["V for Vendetta (2005)"], "Rose, Ashley (VI)" ["Kaze no tani no Naushika (1984)"], "Steady, Maduka" ["New York, I Love You (2008)" "Freedomland (2006)"], "Burks, Jernard" ["Street Kings (2008)"], "Castellano, Ron" ["Shaft (2000)"], "Marie, Lisa (I)" ["Mars Attacks! (1996)"], "Berger, Gregg" ["Star Wars: Episode I - The Phantom Menace (1999)"], "Jurgenson, Aseneth" ["Animal House (1978)"], "O'Neill, Michael (I)" ["Jennifer Eight (1992)" "Sea of Love (1989)"], "Tubbs, Edward" ["Mars Attacks! (1996)"], "Gibson, Scott (I)" ["Lucky Number Slevin (2006)"], "Carter, Jimmy (I)" ["Live Free or Die Hard (2007)"], "Sparks, Don (I)" ["Sunset (1988)" "Blind Date (1987)"], "Glick, Marc H." ["Unbreakable (2000)"], "Shearer, Jack" ["Final Analysis (1992)"], "Heck, Jimmy" ["Frost/Nixon (2008)"], "Blain-King, Aur�lien" ["Paris, je t'aime (2006)"], "Robbertse, Dan" ["Country of My Skull (2004)"], "Palmieri, Tom (I)" ["Telling Lies in America (1997)"], "Daniel, Joshua (I)" ["Animal House (1978)"], "Luciano, Michael (II)" ["Johnny Suede (1991)"], "Friedman, Jeffrey (I)" ["Schau mir in die Augen, Kleiner (2007)"], "Minton, Jim (I)" ["Losing Isaiah (1995)"], "Kiley, Richard" ["Jurassic Park (1993)"], "Allawi, Ayad" ["Celsius 41.11: The Temperature at Which the Brain... Begins to Die (2004)"], "McDaniel, Drucie" ["Twelve Monkeys (1995)"], "Connick Jr., Harry" ["My Dog Skip (2000)" "Basic (2003)"], "Cassavetes, Xan" ["Alpha Dog (2006)"], "Walton, Emma" ["Blind Date (1987)"], "Siddiqui, Sadiya" ["Little Buddha (1993)"], "Davis, Nancy Cheryll" ["Menace II Society (1993)"], "Donovan, Lee" ["'Code Name': Oriental Treatment (1977)"], "DeLisle, Grey" ["Star Wars: Episode I - The Phantom Menace (1999)" "Fantastic Four (2005)"], "Moctezuma, Leo" ["Charlie's Angels: Full Throttle (2003)"], "Hasan, Aqeel" ["Death Sentence (2007)"], "Giuliani, Rudolph W." ["Celsius 41.11: The Temperature at Which the Brain... Begins to Die (2004)"], "Ware, Andre (I)" ["Fantastic Four (2005)" "Die Hard: With a Vengeance (1995)"], "Seto, Angela" ["16 Blocks (2006)"], "Jones, Richard Andrew" ["Where the Heart Is (2000)"], "DeFoor, Miko" ["Soul Men (2008)"], "Yazel, Carrie Jean" ["Death Becomes Her (1992)"], "Amundsen, Tom" ["Kaze no tani no Naushika (1984)"], "Thi�rr�e, Aur�lia" ["Goya's Ghosts (2006)"], "Abassi, Farah" ["Look Who's Talking (1989)"], "Babson, James" ["xXx (2002)"], "Morrison, Rana" ["Into the Blue (2005)" "Awake (2007)" "Point Break (1991)"], "McCarrol Jr., Howie" ["Youngblood (1986)"], "Yanni" ["Off the Menu: The Last Days of Chasen's (1997)"], "Nicholsen, J.D." ["16 Blocks (2006)"], "Bella, Ulises" ["Never Been Kissed (1999)"], "Jones, Mike 'Jonsey'" ["& Teller (2008)"], "Ream, Denise" ["Star Wars: Episode III - Revenge of the Sith (2005)"], "Hudson-Price, Genevieve" ["Freedomland (2006)"], "Mawe, Richard" ["Nobody's Fool (1994)"], "Panych, Morris" ["Look Who's Talking Too (1990)"], "Francis, Sonja" ["Something's Gotta Give (2003)"], "Lapitan, Yusuf" ["'Di puwedeng hindi puwede! (1999)"], "Jacques, Ad�le" ["Something's Gotta Give (2003)"], "von Homburg, Wilhelm" ["Die Hard (1988)"], "Shaw, Sam (II)" ["Domino One (2005)"], "Chase, Chevy" ["Ellie Parker (2005)" "Celsius 41.11: The Temperature at Which the Brain... Begins to Die (2004)"], "Hanks, Tom" ["Apollo 13 (1995)"], "Wyler, Melissa" ["Beauty Shop (2005)"], "Rhymes, Busta" ["Shaft (2000)"], "Palermo, Chris (I)" ["Live Free or Die Hard (2007)"], "Leonard, Darrell (I)" ["Blind Date (1987)"], "McNulty, Kevin (I)" ["Snakes on a Plane (2006)" "4: Rise of the Silver Surfer (2007)"], "Faulk, Alison" ["Be Cool (2005)"], "Ferrell, Conchata" ["True Romance (1993)"], "Baylis, Alycea" ["He Said, She Said (1991)"], "Martinez, J. Salome" ["New York, I Love You (2008)"], "Van Swearingen, Guy" ["Mad Dog and Glory (1993)"], "Suchanec, Jenn" ["He Said, She Said (1991)"], "Rush, Geoffrey" ["$9.99 (2008)"], "Staunton, Kim" ["Changing Lanes (2002)" "Amos & Andrew (1993)" "Heat (1995)"], "Mikowsky, Vanessa" ["Paris, je t'aime (2006)"], "Akira, Sean" ["Paycheck (2003)"], "Sbragia, Mattia" ["Ocean's Twelve (2004)"], "Fonseca, Ray" ["My Super Ex-Girlfriend (2006)"], "Garc�a Casalderrey, Marcos" ["Goya's Ghosts (2006)"], "Cardona, Cora" ["Fast Food Nation (2006)"], "Coleman, Danielle" ["Jungle Fever (1991)"], "Vahle, Sally" ["JFK (1991)"], "Buenrostro, Candice A." ["Street Kings (2008)"], "Dawson, Rosario" ["Sin City (2005)" "Grindhouse (2007)" "Chelsea Walls (2001)"], "McMurrer, Robert" ["Coach Carter (2005)"], "McIntosh, Shareef" ["Freedomland (2006)"], "Kohout, Martin (I)" ["Hart's War (2002)"], "Fern�ndez, Juan (I)" ["'Crocodile' Dundee II (1988)"], "Mercurio, Micole" ["Bandits (2001)"], "Hoffman, Thom (I)" ["Schau mir in die Augen, Kleiner (2007)"], "Perlman, Philip" ["Out of Sight (1998)"], "Podalyd�s, Bruno" ["Paris, je t'aime (2006)"], "Giannunzio, Mitch" ["Perfect Stranger (2007)"], "Cornish, Bridget" ["'Breaker' Morant (1980)"], "Yono, Johnny" ["Hard Ball (2001)"], "Davis, Norman (II)" ["JFK (1991)"], "Turner, Keena (II)" ["We Married Margo (2000)"], "Metchik, Aaron Michael" ["Feeling Minnesota (1996)"], "Sambasivan, Arthi" ["Johnny Mnemonic (1995)"], "Hurd, Hugh" ["Jumpin' at the Boneyard (1992)"], "Johnston, Eric (V)" ["This Film Is Not Yet Rated (2006)"], "Sedwick, Beaux" ["Breakfast of Champions (1999)" "Eve's Bayou (1997)"], "d'Abo, Olivia" ["Flying (1986)"], "Low, Carl (II)" ["Shaft (2000)"], "Austen, Marc Alan" ["Garden State (2004)"], "Lloyd, Emily Ann" ["Apollo 13 (1995)"], "Adams, Lillian" ["Anywhere But Here (1999)"], "Pfitzner, John" ["'Breaker' Morant (1980)"], "Lindo, Delroy" ["Feeling Minnesota (1996)"], "Stanley, Richard (IX)" ["Zoolander (2001)"], "Olek, Henry" ["Only When I Laugh (1981)"], "O'Connell, Elinore" ["Flatliners (1990)"], "Svane Stepp, Toi" ["Wild Things (1998)"], "McKee, Danielle" ["Coach Carter (2005)" "Be Cool (2005)"], "Lane, Jonathan (III)" ["Live Free or Die Hard (2007)"], "Lisi, Joe (I)" ["Trees Lounge (1996)"], "Lister, Tommy 'Tiny'" ["Jackie Brown (1997)"], "Moll, Richard" ["Loaded Weapon 1 (1993)"], "Esposito, Frank (II)" ["Jungle Fever (1991)"], "Brooke, Jeniffer" ["We Married Margo (2000)"], "Schier, Irwin" ["Quicksilver (1986)"], "Birnbaum, Michael (I)" ["Bandits (2001)"], "Grube, Charles J." ["Menace II Society (1993)"], "Scurti, John" ["Beautiful Girls (1996)"], "Mimms, Mindora" ["Coming to America (1988)"], "Williams, Wilfred" ["Twelve Monkeys (1995)"], "Boro, Seydou" ["Paris, je t'aime (2006)"], "Hanft, Helen" ["North (1994)" "Coming to America (1988)" "Betsy's Wedding (1990)"], "White, Lillias" ["North (1994)"], "Paxton, Collin Wilcox" ["Fluke (1995)"], "Falcon, Bruno" ["Bill & Ted's Bogus Journey (1991)"], "Macy, William H." ["Murder in the First (1995)"], "Carricart, Robert" ["Hero at Large (1980)"], "Hentoff, Nat" ["Sweet and Lowdown (1999)"], "Browne, Edrick" ["Cleaner (2007)"], "Sabaty, Chany" ["Paris, je t'aime (2006)"], "Meyers, Eric (II)" ["1408 (2007)"], "Rogers, Carlos A." ["Beauty Shop (2005)"], "Frankfather, William" ["Death Becomes Her (1992)"], "Suhrke, Jason" ["Frost/Nixon (2008)"], "Yiamkiati, Phoebe" ["Star Wars: Episode II - Attack of the Clones (2002)"], "Eldek, Ayse" ["Something's Gotta Give (2003)"], "Gazelle, Wendy" ["Queens Logic (1991)"], "Attenborough, Richard" ["Jurassic Park (1993)"], "Lofton, Lamont" ["Parenthood (1989)"], "Siravo, Joseph" ["16 Blocks (2006)"], "Bond, Keely" ["Thumbsucker (2005)"], "Kelley, Mikey" ["Mystic River (2003)"], "Ford, Eva" ["Batman & Robin (1997)"], "Maung, Khin-Kyaw" ["Charlie's Angels: Full Throttle (2003)"], "Johnston, John Dennis" ["Sunset (1988)"], "Ricci, Christina (I)" ["New York, I Love You (2008)" "Black Snake Moan (2006)" "Home of the Brave (2006)"], "Selya, John" ["Everyone Says I Love You (1996)"], "Jones, Kimberly 'Lil' Kim'" ["Zoolander (2001)"], "Rose, Christine (II)" ["Grindhouse (2007)" "Planet Terror (2007)"], "Schultz, Albert (I)" ["Where the Heart Is (1990)"], "Crisp, Quentin" ["Schau mir in die Augen, Kleiner (2007)"], "Sawyer, Connie (I)" ["Something's Gotta Give (2003)" "Out of Sight (1998)"], "Matrka, Roman" ["xXx (2002)"], "Scott, Codie" ["JFK (1991)"], "Sheehan, Beverly (I)" ["Diner (1982)"], "Hamilton, Helena (I)" ["Paranoid (2000/I)"], "Summers, Sonya" ["'11' (1980)" "'A Bit' Too Much Too Soon (1983)"], "Rodrigo, Roy" ["'Di puwedeng hindi puwede! (1999)"], "Evans, Art (I)" ["School Daze (1988)" "Die Hard 2 (1990)"], "Stein, Shana" ["Kill Bill: Vol. 2 (2004)"], "Buckel, Dave" ["Telling Lies in America (1997)"], "Hiller, David (IV)" ["Over the Hedge (2006)"], "McKee, Lonette" ["Honey (2003)" "Jungle Fever (1991)"], "Rosa, Travis Brandon" ["Shaft (2000)"], "Ives, Sandra" ["Out of Sight (1998)"], "Steed, John" ["'Allo 'Allo! at the London Palladium (1988)"], "Bergen, Candice" ["Starting Over (1979)"], "Redoute, Muriel" ["Coach Carter (2005)"], "Englander, Dani" ["Rules of Engagement (2000)"], "Berk, Ailsa" ["Little Buddha (1993)"], "Fong, Am" ["Twisted (2004/I)"], "Desjardins, Stephan" ["Batman & Robin (1997)"], "Hawksley, Craig" ["Bill (2007)"], "Fuson, Lisa" ["Jumper (2008)"], "Mackey, Mary (II)" ["Murder in the First (1995)"], "Akindoyeni, Tux" ["Star Wars: Episode II - Attack of the Clones (2002)" "Star Wars: Episode III - Revenge of the Sith (2005)"], "Vallelonga, Nick" ["Goodfellas (1990)"], "Sweet, Vonte" ["Menace II Society (1993)"], "Robertson, Keith (II)" ["Blind Date (1987)"], "Aguirre, Douglas J." ["Freedomland (2006)"], "Naya, Gor�" ["Kaze no tani no Naushika (1984)"], "Howard, Jean Speegle" ["Apollo 13 (1995)"], "Clack, Leslie" ["Vatel (2000)"], "Geer, Leonard P." ["Hero at Large (1980)"], "Douglas, Al Manuel" ["Kill Bill: Vol. 2 (2004)"], "Clark, Wilfredo Giovanni" ["Johnny Suede (1991)"], "Ney, Joel" ["Assassination of a High School President (2008)"], "Haines, Jacob (II)" ["Look Who's Talking (1989)"], "Gokul (I)" ["Loaded Weapon 1 (1993)"], "Rea, Peggy" ["In Country (1989)"], "Nunn, Bill" ["Mo' Better Blues (1990)" "Do the Right Thing (1989)" "Loaded Weapon 1 (1993)" "Def by Temptation (1990)" "School Daze (1988)"], "Gish, Annabeth" ["Beautiful Girls (1996)"], "Baldwin, Alec" ["Mercury Rising (1998)" "She's Having a Baby (1988)"], "Mackin, Andrew" ["Mystic River (2003)"], "Foster, Nicholas (I)" ["Losing Isaiah (1995)"], "Block, Cody" ["Black Snake Moan (2006)"], "Nichols, Max (I)" ["Ragtime (1981)"], "Storm, Roberta" ["Color of Night (1994)"], "Easton, C. Michael" ["Star Wars: Episode II - Attack of the Clones (2002)" "Star Wars: Episode I - The Phantom Menace (1999)"], "Phillips, Mackenzie" ["Mayor of the Sunset Strip (2003)"], "Ross, Mike (V)" ["Telling Lies in America (1997)"], "Decou, Tony" ["Me and Will (1999)"], "Liddy, G. Gordon" ["Rules of Engagement (2000)"], "Williams, Johnny (I)" ["Goodfellas (1990)"], "Montalvo, Jay" ["S.W.A.T. (2003)"], "Nicholas, Colin" ["Murder in the First (1995)"], "Anderson, Kurt David" ["Live Free or Die Hard (2007)"], "Gorshin, Frank (I)" ["Hail Caesar (1994)" "Twelve Monkeys (1995)"], "McInroe, Kinna" ["Where the Heart Is (2000)"], "Gonz�lez, V�ctor (V)" ["Fresh (1994)"], "Hollingsworth, Lee" ["Bill & Ted's Excellent Adventure (1989)"], "Glenn, Steve (II)" ["Good Luck Chuck (2007)"], "Shoulders, Katherine" ["My Dog Skip (2000)"], "Raducci, Marc" ["Off the Menu: The Last Days of Chasen's (1997)"], "Chavunduka, Alyce" ["Country of My Skull (2004)"], "Valentino, Tony (I)" ["Menace II Society (1993)"], "Deegan, Brian" ["xXx (2002)"], "Beatty, Nancy" ["Sea of Love (1989)"], "Hirsch, George (I)" ["Starting Over (1979)"], "Murray, John (II)" ["Starting Over (1979)"], "Brice, Ron" ["Fresh (1994)"], "Butterfly, Eliza" ["Even Cowgirls Get the Blues (1993)"], "Kairen, Audrei" ["My Blueberry Nights (2007)"], "Sullivan, John L. (V)" ["Unforgivable Blackness: The Rise and Fall of Jack Johnson (2004)"], "Kogan, Theo" ["In the Cut (2003)" "Zoolander (2001)"], "Ross, Chelcie" ["Chain Reaction (1996)" "Bill & Ted's Bogus Journey (1991)" "Amos & Andrew (1993)" "Novocaine (2001)"], "Gilborn, Steven" ["Enormous Changes at the Last Minute (1983)" "He Said, She Said (1991)"], "Garris, Rosemary" ["Mercury Rising (1998)" "Cleaner (2007)"], "Tandy, Jessica" ["Nobody's Fool (1994)"], "Warhit, Douglas" ["Look Who's Talking Too (1990)"], "Robards, Jason" ["Parenthood (1989)"], "Hoffman, Jackie" ["Garden State (2004)"], "King, Sonny (IV)" ["Murder in the First (1995)"], "Cooke, Ben (I)" ["Star Wars: Episode III - Revenge of the Sith (2005)"], "Baldwin, Lance" ["xXx: State of the Union (2005)"], "Ratzenberger, John" ["She's Having a Baby (1988)" "Ragtime (1981)"], "Osborne, Holmes" ["Bill (2007)"], "Zezel, Peter" ["Youngblood (1986)"], "Cray, Ed (I)" ["Novocaine (2001)"], "Colin, Margaret" ["Amos & Andrew (1993)"], "Arkin, Adam" ["Unforgivable Blackness: The Rise and Fall of Jack Johnson (2004)"], "Swedberg, Heidi" ["In Country (1989)"], "Moorman, Clem (I)" ["New York, I Love You (2008)"], "McLellan, Billy" ["Never Been Kissed (1999)"], "Ouk, Ryny Gyto" ["Jumper (2008)"], "Dickinson, Angie" ["Even Cowgirls Get the Blues (1993)"], "Alexander, Derick (I)" ["Final Analysis (1992)"], "Bullock, Tom (I)" ["Sweet November (2001)"], "Garza, Adrian (I)" ["Where the Heart Is (2000)"], "Denman, Elsbeth" ["Assassination of a High School President (2008)"], "Lambert, Ted" ["Magic Sticks (1987)"], "Grant, Richard E." ["Hudson Hawk (1991)" "Henry & June (1990)" "Dracula (1992)"], "Huguel, Sylvie" ["Henry & June (1990)"], "Jabarin, Shredi" ["Free Zone (2005)"], "Gimenez, Jennifer" ["Charlie's Angels: Full Throttle (2003)"], "Blechman, Jonah" ["$pent (2000)"], "Mann, Trevor (I)" ["'Breaker' Morant (1980)"], "Mnookin, Stephanie" ["Knocked Up (2007)"], "Smith, Chad (II)" ["Tears of the Sun (2003)"], "Mur, Frank X." ["'68 (1988)"], "Rhys Meyers, Jonathan" ["Telling Lies in America (1997)"], "Shapiro, Bob (II)" ["We Married Margo (2000)"], "Li, Ben (I)" ["16 Blocks (2006)"], "Hinze, Kristy" ["Perfect Stranger (2007)"], "Madonna" ["Four Rooms (1995)"], "Posadas, Kenneth" ["'Di puwedeng hindi puwede! (1999)"], "Del Spina, Jordan" ["Kaze no tani no Naushika (1984)" "Over the Hedge (2006)"], "Turner, Rich (I)" ["Pulp Fiction (1994)"], "Chamberlain, Cabran E." ["Twisted (2004/I)"], "O'Brien, Shauna (I)" ["Flatliners (1990)"], "Wright, Steve (I)" ["Paycheck (2003)"], "Donaty, John" ["$40,000 (1996)"], "Small, Ralph (I)" ["Where the Heart Is (1990)"], "Adams, Tom (I)" ["Pyrates (1991)"], "Leon, Ann W." ["Sweet November (2001)"], "Trujillo, Sergio (I)" ["Death Becomes Her (1992)"], "Castro, Esther (II)" ["Mo' Better Blues (1990)"], "Payne, Eric (I)" ["Juice (1992)" "School Daze (1988)"], "Dadon, David (I)" ["All the Love You Cannes! (2002)"], "Walsh, Michael P." ["$pent (2000)"], "McComb, Heather (I)" ["Anywhere But Here (1999)"], "Staggs, Monica" ["Grindhouse (2007)"], "Vennema, John C." ["Die Hard: With a Vengeance (1995)"], "Medrano, Frank" ["Sleepers (1996)"], "Vicioso, Fidel" ["Shaft (2000)"], "Leicester, Margot" ["1408 (2007)"], "Santinelli, Gaby" ["Losing Isaiah (1995)"], "Heming, Emma" ["Perfect Stranger (2007)"], "Mohr, Jay" ["Street Kings (2008)" "Picture Perfect (1997)"], "Van Wormer, Steve" ["Idle Hands (1999)"], "Bryant, Joy" ["Honey (2003)"], "Donai, Danial" ["Die Hard 2 (1990)"], "Hoffman, Robert (X)" ["Coach Carter (2005)"], "Smirnova, Victoria" ["Ellie Parker (2005)"], "Murphy, Uncle Ray" ["Coming to America (1988)"], "Ugalde, Unax" ["Goya's Ghosts (2006)"], "Cube, Ice" ["xXx: State of the Union (2005)"], "Lang, Perry" ["Jennifer Eight (1992)"], "Tanney, Herb" ["Sunset (1988)" "Blind Date (1987)"], "Huang, Shawn" ["Charlie's Angels: Full Throttle (2003)"], "Winter, Norman" ["Off the Menu: The Last Days of Chasen's (1997)"], "Adway, Dwayne" ["Into the Blue (2005)" "One Eight Seven (1997)"], "Shawn, Wallace" ["Starting Over (1979)"], "Baily, Kirk" ["Over the Hedge (2006)"], "Avigdori, Jonathan" ["Ocean's Twelve (2004)"], "Bassett, Suzanne" ["Country of My Skull (2004)"], "McVey, Carrie" ["Sydney (1996)"], "McDaniel, Keith (I)" ["Death Becomes Her (1992)"], "Chomski, Alejandro" ["We Married Margo (2000)"], "Norris, Jeff (I)" ["My Super Ex-Girlfriend (2006)"], "Mason, Maria Alaina" ["Changing Lanes (2002)"], "Curtle, Averell" ["Jungle Fever (1991)"], "Randazzo, Steven" ["Trees Lounge (1996)" "Jungle Fever (1991)"], "Franco, Samuel V." ["We Married Margo (2000)"], "Assimi, Aziz" ["Rules of Engagement (2000)"], "Arriaga, Luis (I)" ["'Crocodile' Dundee II (1988)"], "Malchus, Karyn" ["Freaked (1993)"], "Clint, Ronald" ["Off the Menu: The Last Days of Chasen's (1997)"], "Hawkes, John (I)" ["Freaked (1993)" "Hard Ball (2001)" "Johnny Be Good (1988)"], "Connolly, Dina" ["Ocean's Twelve (2004)"], "Edwards, Dakota (I)" ["Fast Food Nation (2006)"], "Berns, Brendon" ["Telling Lies in America (1997)"], "Argiro, Vinny" ["Mars Attacks! (1996)"], "Savini, Tom" ["Planet Terror (2007)" "Grindhouse (2007)" "Friday the 13th (1980)"], "Sprinkling, Joshua Taylor" ["Permanent Record (1988)"], "Challita, Eddy" ["xXx: State of the Union (2005)"], "Sloan, Lisa" ["Starting Over (1979)"], "Renaday, Peter" ["Kaze no tani no Naushika (1984)"], "Louiso, Todd" ["xXx: State of the Union (2005)" "Billy Bathgate (1991)" "Apollo 13 (1995)" "Bill (2007)" "Snakes on a Plane (2006)"], "Haynes, Billy" ["Chain Reaction (1996)"], "Bleier, Nancy" ["Hero at Large (1980)"], "Wainwright III, Loudon" ["Knocked Up (2007)"], "Fatso-Fasano" ["Soul Men (2008)"], "Revan, Alex" ["S.W.A.T. (2003)"], "Chubai, Dawn" ["4: Rise of the Silver Surfer (2007)"], "Walker, Tamara (I)" ["Unbreakable (2000)"], "Garc�a Lorca, Isabel" ["She's Having a Baby (1988)"], "Fogler, Dan" ["Good Luck Chuck (2007)"], "Carroll, Ronn" ["Friday the 13th (1980)"], "Lordson, Steve" ["We Married Margo (2000)"], "Rivera, Emilio (I)" ["Street Kings (2008)"], "Bunch, Betty" ["Mars Attacks! (1996)"], "Herzina, V�t" ["Hart's War (2002)"], "Jackson, Matthew (II)" ["Coach Carter (2005)"], "Taylor, Jackie (IV)" ["Losing Isaiah (1995)"], "Dr�, Doctor" ["Juice (1992)"], "Chelios, Chris" ["Coaching the Minors (2003)"], "Wilkins, Ted" ["Sweet and Lowdown (1999)"], "Clyde, Cordell" ["In the Cut (2003)"], "Griffin, Dan (I)" ["Gattaca (1997)"], "Ozag, Michael" ["JFK (1991)"], "Silverman, Jonathan (I)" ["Death Becomes Her (1992)"], "Kal, Silvia" ["Goya's Ghosts (2006)"], "Zanni, Chiara" ["Good Luck Chuck (2007)"], "Stowe, Madeleine" ["Twelve Monkeys (1995)"], "Zuckerman, Mort" ["Home of the Brave (2006)"], "Diamond, Reed (I)" ["Bill (2007)" "S.W.A.T. (2003)"], "McCullough, Julie (I)" ["Me and Will (1999)"], "Lavere, Amy" ["Black Snake Moan (2006)"], "Ramsey, Fiona" ["Country of My Skull (2004)"], "Valdez, Georgina" ["Freaked (1993)"], "Clayton, Paul Terrell" ["Lakeview Terrace (2008)"], "McBride, Jamie (I)" ["Beauty Shop (2005)"], "Louvel, Nick" ["Domino One (2005)"], "Dee, Billy (I)" ["'11' (1980)"], "McDaniels, Paulette (I)" ["Losing Isaiah (1995)"], "Campbell, Vernon" ["Twelve Monkeys (1995)" "Die Hard: With a Vengeance (1995)"], "Regan, Laura (I)" ["Unbreakable (2000)"], "Noji, Minae" ["Be Cool (2005)"], "Hutchinson, Derek" ["V for Vendetta (2005)"], "Martin, Jon (I)" ["'11' (1980)"], "Dusay, Debra" ["Breakfast of Champions (1999)"], "Lo Verso, Enrico" ["Hudson Hawk (1991)"], "Lincoln, Abbey" ["Mo' Better Blues (1990)"], "Cardoza, David (I)" ["Batman & Robin (1997)"], "Djalili, Omid" ["Over the Hedge (2006)"], "Svetlana (III)" ["Zoolander (2001)"], "Elliott, R. Bruce" ["JFK (1991)"], "Attebery, Larry" ["Hero at Large (1980)"], "Ruffalo, Mark" ["In the Cut (2003)"], "Dick, Keith Joe" ["Breakfast of Champions (1999)"], "Nichols, Paunita" ["Over the Hedge (2006)"], "Garon, Jesse (II)" ["My Blueberry Nights (2007)"], "Saito, James (I)" ["Die Hard: With a Vengeance (1995)"], "Marfil, Martin (I)" ["'Eto na naman si Asiong Aksaya! (1980)"], "Andrews, David (I)" ["Apollo 13 (1995)"], "Pack, Gene" ["Footloose (1984)"], "Miller, Chris (III)" ["Animal House (1978)"], "Allen, Penelope" ["'Doc' (1971)"], "Dukasz, Anna" ["'68 (1988)"], "Serbagi, Roger" ["'Crocodile' Dundee II (1988)"], "Talmadge, Norma" ["'Arriet's Baby (1913)"], "Winfield, Paul (I)" ["Mars Attacks! (1996)"], "Wood, Kari-Ann" ["Good Luck Chuck (2007)"], "Hamilton, Jaylene" ["Jennifer Eight (1992)"], "Quastel, Jonas" ["Jennifer Eight (1992)"], "Getz, Robert (I)" ["Dracula (1992)"], "Costas, Bob" ["Coach Carter (2005)"], "Harper, Robert (I)" ["Final Analysis (1992)"], "Marinelli, Sonny" ["Jumpin' at the Boneyard (1992)"], "Pretten, Philip" ["One Step Away (1985)"], "Gerety, Peter" ["Sleepers (1996)"], "Breaux, Walter" ["JFK (1991)"], "Koutchoumov, Natacha" ["Vatel (2000)"], "Flowers, Vonetta Nicola Darling" ["Into the Blue (2005)"], "Bogert, William" ["Hero at Large (1980)"], "Tolby, Joshua" ["16 Blocks (2006)"], "Harrington, Tim (I)" ["Star Wars: Episode I - The Phantom Menace (1999)"], "LeRoy Jr., Bert" ["'Eto na naman si Asiong Aksaya! (1980)"], "Byrd, Eugene" ["Sleepers (1996)" "Rails & Ties (2007)"], "Calhoun, Cynthia" ["Menace II Society (1993)"], "Eldridge, Charles" ["'Arriet's Baby (1913)"], "Hermanns, Thomas" ["Schau mir in die Augen, Kleiner (2007)"], "Vermeulen, Susanna" ["Country of My Skull (2004)"], "Watson, Miles" ["Magic Sticks (1987)"], "Rusk, John (I)" ["Unbreakable (2000)"], "Wilson, Brian (I)" ["My Own Private Idaho (1991)" "Mayor of the Sunset Strip (2003)"], "Bush, Tommy" ["Mars Attacks! (1996)"], "DeFusco, Ed" ["Die Hard 2 (1990)"], "Pitt, Michael (III)" ["Changing Lanes (2002)"], "McGinley, John C." ["Fathers & Sons (1992)" "Point Break (1991)"], "Kittay, Lola" ["Goya's Ghosts (2006)"], "Gore, Al (I)" ["Celsius 41.11: The Temperature at Which the Brain... Begins to Die (2004)"], "Berry, Halle" ["Losing Isaiah (1995)" "Strictly Business (1991)" "Perfect Stranger (2007)" "Jungle Fever (1991)"], "Bernard, Jay (I)" ["Footloose (1984)"], "Piemonte II, Stephen" ["Jennifer Eight (1992)"], "La Scala, Nancy" ["In the Cut (2003)"], "Cobbs, Bill" ["Fluke (1995)"], "Soremekun, Kai" ["Heat (1995)"], "Patterson, Jay (I)" ["Nobody's Fool (1994)"], "Dodds, K.K." ["Flatliners (1990)" "Telling Lies in America (1997)"], "Kusiba, Nicholas" ["Jumper (2008)"], "LaPaglia, Anthony" ["$9.99 (2008)" "Sweet and Lowdown (1999)" "He Said, She Said (1991)" "Betsy's Wedding (1990)" "Trees Lounge (1996)"], "Law, Jude" ["My Blueberry Nights (2007)" "Cold Mountain (2003)" "Closer (2004/I)" "Gattaca (1997)"], "Plunkett, Gerard" ["Snakes on a Plane (2006)"], "Thomas, Charles (VIII)" ["Perfect Stranger (2007)"], "Wiedlin, Jane" ["Mayor of the Sunset Strip (2003)" "Bill & Ted's Excellent Adventure (1989)"], "Barbera, Norman" ["Goodfellas (1990)"], "Gaerlan, Ricardo" ["'Di puwedeng hindi puwede! (1999)"], "Griffith, Nadine" ["Knocked Up (2007)"], "Littrell, Moreen" ["Dracula (1992)"], "Fabian, Stephanie" ["Constantine (2005)"], "Lacey, Aaron Michael" ["Twelve Monkeys (1995)" "In Country (1989)" "Live Free or Die Hard (2007)"], "Adrian, Bob (I)" ["Jungle Fever (1991)" "Twelve Monkeys (1995)"], "Leahy, Mark (I)" ["Batman & Robin (1997)"], "Poindexter, Larry" ["S.W.A.T. (2003)"], "Bryson, Scott" ["Frost/Nixon (2008)"], "Chena, Jeff" ["New York, I Love You (2008)"], "Easley, Doug (I)" ["Picture Perfect (1997)"], "Sakmann, Doug" ["All the Love You Cannes! (2002)"], "Jordan, Stanley (I)" ["Blind Date (1987)"], "Higgins, Michelle" ["'77 (2007)"], "Pesner, Ben (I)" ["Starting Over (1979)"], "Jamerson, Rick" ["Resurrecting the Champ (2007)"], "Pepper, Bob (II)" ["Mars Attacks! (1996)" "Camp Nowhere (1994)"], "Aykroyd, Dan" ["North (1994)" "Feeling Minnesota (1996)" "She's Having a Baby (1988)"], "Menendez, Gonzalo" ["4: Rise of the Silver Surfer (2007)"], "Sayour, Chris" ["Batman & Robin (1997)"], "Price, Richard (I)" ["Freedomland (2006)" "Mad Dog and Glory (1993)"], "Hatch, Jim (I)" ["$5 a Day (2008)"], "Safir, Shari-Lyn" ["Die Hard: With a Vengeance (1995)"], "Taylor, Jennifer (XVI)" ["Wild Things (1998)"], "Lacosta, Balbino" ["Goya's Ghosts (2006)"], "Levine, Ron (I)" ["Only When I Laugh (1981)"], "Mclean, Frank" ["Billy Bathgate (1991)"], "Hayes, Deryl" ["Look Who's Talking (1989)"], "Fitzpatrick, Greg (I)" ["#28 (2002)"], "Olin, Lena" ["Awake (2007)"], "Zevon, Jordan" ["$pent (2000)"], "Kimball, Kent" ["Home of the Brave (2006)"], "Robertson, William (II)" ["Hero at Large (1980)"], "Adams, Arthur (I)" ["Coming to America (1988)"], "Pollack, Sydney" ["Changing Lanes (2002)" "Death Becomes Her (1992)"], "Garrison, Nick (I)" ["Domino One (2005)"], "Perlman, Itzhak" ["Everyone Says I Love You (1996)"], "Kostmayer, Samantha" ["I Love You to Death (1990)"], "Dunno, Jamie L." ["Grindhouse (2007)"], "Hogan, Jonathan (I)" ["In Country (1989)"], "Schleiffer, Norman" ["16 Blocks (2006)"], "Teefy, Maureen" ["Sunset (1988)"], "Morris, Johnnie (II)" ["$1000 a Touchdown (1939)"], "Taylor, Nick (I)" ["North (1994)"], "Bies, Don (I)" ["Star Wars: Episode I - The Phantom Menace (1999)" "Star Wars: Episode II - Attack of the Clones (2002)"], "Vogt, David (I)" ["Hollow Man (2000)"], "Davis, Traci Dawn" ["Bill & Ted's Excellent Adventure (1989)"], "Douglas, David (II)" ["Never Been Kissed (1999)"], "Ingle, John (I)" ["Death Becomes Her (1992)" "Batman & Robin (1997)"], "Bullock, Jamie (I)" ["Something's Gotta Give (2003)"], "McGrath, Jeremy" ["Charlie's Angels: Full Throttle (2003)"], "Skerritt, Tom" ["Tears of the Sun (2003)"], "Michaels, Marie (I)" ["Goodfellas (1990)"], "Stahl, Andy (I)" ["4: Rise of the Silver Surfer (2007)"], "Petrie, George" ["Planes, Trains & Automobiles (1987)"], "Klauzner, Uri" ["Free Zone (2005)"], "Hayes, Hunter" ["My Dog Skip (2000)"], "Schloss, Dan" ["We Married Margo (2000)"], "Boudreau, Paula" ["Mr. Magorium's Wonder Emporium (2007)"], "Andrew, Shawn" ["Freedomland (2006)"], "Knowles, Vance" ["Grand Champion (2002)"], "Grenier, Zach" ["Shaft (2000)" "4: Rise of the Silver Surfer (2007)"], "Mart�nez de Irujo, Cayetano" ["Goya's Ghosts (2006)"], "De Stefano, Christopher" ["Wild Things (1998)"], "Ateba, Samuel" ["Henry & June (1990)"], "Salazar Mendoza, Graciela" ["Kill Bill: Vol. 2 (2004)"], "DeRocker, Jeff" ["Everyone Says I Love You (1996)"], "Phoenix, Joaquin" ["Parenthood (1989)"], "Stiller, Ben" ["Zoolander (2001)" "That's Adequate (1989)"], "Ritchey, Lee" ["Johnny Be Good (1988)"], "Russell, Thomas (I)" ["Patriot Games (1992)"], "Rosario, Joe (II)" ["16 Blocks (2006)"], "Moore, Darren (I)" ["Snakes on a Plane (2006)"], "Chambers, Justin (I)" ["Lakeview Terrace (2008)"], "Bourriague, Michonne" ["Star Wars: Episode I - The Phantom Menace (1999)"], "McGrath, Alethea" ["Star Wars: Episode III - Revenge of the Sith (2005)" "Star Wars: Episode II - Attack of the Clones (2002)"], "Hidalgo, July" ["'Di puwedeng hindi puwede! (1999)"], "Hart, John (I)" ["$1000 a Touchdown (1939)"], "EPMD" ["Juice (1992)"], "Atebe, Camille" ["Good Luck Chuck (2007)"], "Lucas, Marshall Dancing Elk" ["Jungle Fever (1991)" "Die Hard (1988)"], "Taylor, Tabitha" ["Lakeview Terrace (2008)"], "Bolus, Michael Peter" ["Sweet and Lowdown (1999)"], "John, Tommy (II)" ["Everyone Says I Love You (1996)"], "Hunt, Brad (I)" ["Hart's War (2002)"], "Yang, Ginny" ["Do the Right Thing (1989)"], "Buhl, Andrea" ["Ocean's Twelve (2004)"], "Isaak, Chris" ["Little Buddha (1993)"], "Gamble, Mason" ["Gattaca (1997)"], "Wegner, Zach" ["In the Cut (2003)"], "Davis, Tania" ["xXx: State of the Union (2005)"], "Tammi, Tom" ["Diner (1982)"], "Silver, Leonard (I)" ["Closer (2004/I)"], "Perez, Luis Martin" ["Everyone Says I Love You (1996)"], "Bouchner, Vitezslav" ["xXx (2002)"], "Rnic, Peter" ["Closer (2004/I)"], "Johnson, Dave (XXVII)" ["Frost/Nixon (2008)"], "Long, Jodi (I)" ["Striking Distance (1993)" "Amos & Andrew (1993)"], "Friedman, Peter (I)" ["Paycheck (2003)" "Freedomland (2006)"], "Letchworth, Drew" ["Twisted (2004/I)"], "de la Huerta, Paz" ["Chelsea Walls (2001)"], "Davis, Viola (I)" ["Out of Sight (1998)"], "Barker, Margaret" ["Fathers & Sons (1992)"], "Blair, Tony (I)" ["Celsius 41.11: The Temperature at Which the Brain... Begins to Die (2004)"], "Andrew, Michelle" ["Good Luck Chuck (2007)"], "Peno, Lola" ["Goya's Ghosts (2006)"], "Ronson, Mark" ["Zoolander (2001)"], "Clifford, Richard" ["Much Ado About Nothing (1993)"], "Wilson, Carnie" ["Mayor of the Sunset Strip (2003)"], "Gerzevitz, Mike" ["Out of Sight (1998)"], "Kinney, Terry" ["Sleepers (1996)" "Queens Logic (1991)"], "Silverman, Evan (II)" ["Frost/Nixon (2008)"], "McDowell, Malcolm" ["Sunset (1988)"], "Altman, Bruce" ["Changing Lanes (2002)"], "Gavia, Raquel" ["Fast Food Nation (2006)"], "Castle-Hughes, Keisha" ["Star Wars: Episode III - Revenge of the Sith (2005)"], "Daly, Tim (I)" ["Basic (2003)" "Diner (1982)"], "De Zarn, Tim" ["Live Free or Die Hard (2007)"], "Colla, Loretta" ["We Married Margo (2000)"], "Clark, Danny Lee" ["Death Becomes Her (1992)"], "Anderson, St�phanie (I)" ["Death Becomes Her (1992)"], "Lavery, Patrick" ["Everyone Says I Love You (1996)"], "Springer, Mark (I)" ["Permanent Record (1988)"], "Madenford, Tonia" ["Wild Things (1998)"], "Cohen-Alloro, Gil" ["1408 (2007)"], "Mailer, Norris" ["Ragtime (1981)"], "Scoggin, Nick (I)" ["Murder in the First (1995)"], "Prulhiere, Timi" ["Mars Attacks! (1996)"], "Frost, Nick (I)" ["Grindhouse (2007)"], "Davis, Claire (III)" ["Resurrecting the Champ (2007)"], "Jackson, Dawn (I)" ["School Daze (1988)"], "Lemes, Paula" ["Frost/Nixon (2008)"], "Hartling, Krista" ["S.W.A.T. (2003)"], "Corbett, Yolanda" ["Look Who's Talking Too (1990)"], "Young, Rozwill" ["Twelve Monkeys (1995)"], "Novak, B.J." ["Knocked Up (2007)"], "Furst, Lisa" ["My Date with Drew (2004)"], "Cooley, Isabel" ["Parenthood (1989)"], "Duffy, Graeme" ["4: Rise of the Silver Surfer (2007)"], "Pastore, Garry (I)" ["Do the Right Thing (1989)" "Goodfellas (1990)"], "Cisse, Nafisatou" ["Tears of the Sun (2003)"], "Schwartzman, Jason" ["Hotel Chevalier (2007)"], "Magnolia, Giulio" ["Ocean's Twelve (2004)" "Bandits (2001)"], "Salmon, Heather" ["S.W.A.T. (2003)"], "Muller, Turk" ["Chain Reaction (1996)"], "Tomei, Marisa" ["Loverboy (2005)" "Four Rooms (1995)"], "Ferguson, Keith (II)" ["Over the Hedge (2006)"], "Hellerman, Quinn Thomas" ["Four Rooms (1995)"], "Kolpachikova, Elena" ["Grindhouse (2007)"], "Tiseo, Claudia" ["$windle (2002)"], "Benson, Judy (I)" ["End of the Line (1987)"], "Parikh, Devika" ["S.W.A.T. (2003)"], "Taylor, Felicia (V)" ["Coming to America (1988)"], "Pieterse, Sasha" ["Good Luck Chuck (2007)"], "Combs, Gilbert B." ["Mission Zero (2007)"], "Lahman, Kirsten" ["$ (1971)"], "Falk, Ron" ["Star Wars: Episode II - Attack of the Clones (2002)"], "Ramos, Richard Russell" ["Die Hard: With a Vengeance (1995)"], "Bezuidenhout, Aletta" ["Country of My Skull (2004)"], "Stainback, Shawn" ["Do the Right Thing (1989)"], "Krishnan, Sean T." ["Changing Lanes (2002)"], "Pentangelo, Joe" ["Fresh (1994)"], "Stern, Joseph" ["Hero at Large (1980)"], "Zappala, Janet" ["Twelve Monkeys (1995)"], "Weiss, Joel (I)" ["Quicksilver (1986)"], "Wadham, Julian" ["Goya's Ghosts (2006)"], "Anderson, Ernie (I)" ["Sydney (1996)"], "Shapiro, Nancy (I)" ["We Married Margo (2000)"], "Thomas, Raymond Anthony" ["Mo' Better Blues (1990)" "Changing Lanes (2002)"], "Garvin, Brian Reed" ["Mad Dog and Glory (1993)"], "Henriques, Sara Jane" ["Cleaner (2007)"], "James, Michael Gaylord" ["Chain Reaction (1996)"], "Lewis, James (VII)" ["xXx: State of the Union (2005)"], "Feather" ["Coming to America (1988)"], "Patterson, Pat (I)" ["My Own Private Idaho (1991)"], "Vincent, Frank (I)" ["Jungle Fever (1991)" "Do the Right Thing (1989)" "Mortal Thoughts (1991)" "Goodfellas (1990)"], "Blake, Selena" ["Changing Lanes (2002)"], "Williams, Hunter G." ["Never Been Kissed (1999)"], "Hamada, Cheryl" ["Chain Reaction (1996)" "Losing Isaiah (1995)"], "Boone, Walker" ["Youngblood (1986)"], "David, Keith (I)" ["Final Analysis (1992)" "Novocaine (2001)" "Where the Heart Is (2000)" "Unforgivable Blackness: The Rise and Fall of Jack Johnson (2004)"], "Muniz, Frankie" ["My Dog Skip (2000)"], "Breeding, Karen" ["White Sands (1992)"], "Lander, Erin (II)" ["Over the Hedge (2006)"], "Smith, Sam (VII)" ["Grand Champion (2002)"], "Gallop, Tom" ["Mercury Rising (1998)"], "Gyllenhaal, Maggie" ["Paris, je t'aime (2006)"], "Gilyard Jr., Clarence" ["Die Hard (1988)"], "Sacrist�n, Jos� Mar�a" ["Goya's Ghosts (2006)"], "Pawlak, Michael" ["'77 (2007)"], "Perez, Hugo (I)" ["Fast Food Nation (2006)"], "Hendrickson, Kate (I)" ["Charlie's Angels: Full Throttle (2003)"], "Savage, Becky" ["'F' (1980)" "'A Bit' Too Much Too Soon (1983)"], "Hatcher, Shirley J." ["Die Hard: With a Vengeance (1995)"], "Tavare, Jay" ["Cold Mountain (2003)"], "Taylor, Maxwell (I)" ["JFK (1991)"], "Kravits, Jason (I)" ["Sweet November (2001)"], "Jiveh, Mona" ["Thumbsucker (2005)"], "Wakeham, George" ["Good Luck Chuck (2007)"], "Allen, Paula (III)" ["My Blueberry Nights (2007)"], "Fernandez, Shawn (II)" ["Honey (2003)"], "Dam, Franklin" ["Patriot Games (1992)"], "Gipson, John" ["Constantine (2005)"], "Hooks, Ed" ["Striking Distance (1993)"], "Goldberg, Adam (I)" ["Nancy Drew (2007)"], "Rubinek, Saul" ["True Romance (1993)"], "Drake, Penny" ["Sin City (2005)"], "Oliver, Chase" ["Sweet November (2001)"], "Lewis, Charles (V)" ["We Married Margo (2000)"], "Kubiak, Tom" ["Magic Sticks (1987)"], "Kallman, Amelia" ["Perfect Stranger (2007)"], "Main, Stewart" ["Schau mir in die Augen, Kleiner (2007)"], "Shannon, Michael (V)" ["Chain Reaction (1996)"], "Sobieski, Leelee" ["Never Been Kissed (1999)"], "Vraa, Sanna" ["Flatliners (1990)"], "Murray, Chad Michael" ["Home of the Brave (2006)"], "Reeder, Randal" ["Sin City (2005)"], "Takahashi, Mitzumi" ["Criminal Law (1988)"], "Hemingway, Mariel" ["Sunset (1988)"], "McCarthy, Julianna" ["Striking Distance (1993)"], "Ives-Cameron, Elaine" ["Ragtime (1981)"], "Jeremy, Ron" ["'A Bit' Too Much Too Soon (1983)"], "Midori (II)" ["Coming to America (1988)"], "Hernandez, Jay (I)" ["Lakeview Terrace (2008)" "Grindhouse (2007)"], "Louvel, Anne" ["Domino One (2005)"], "Swan, Evan" ["Assassination of a High School President (2008)"], "Mahoney, Peter (IV)" ["Sleepers (1996)"], "Asvar, Lili" ["Cleaner (2007)"], "Thakar, Vimesh" ["Picture Perfect (1997)"], "Thomas, Khira" ["Lakeview Terrace (2008)"], "Ward, Fred (I)" ["Chain Reaction (1996)" "Tremors (1990)" "Henry & June (1990)"], "Brosnan, Pierce" ["Mars Attacks! (1996)"], "LeBlanc, Matt (I)" ["Charlie's Angels: Full Throttle (2003)" "My Date with Drew (2004)"], "Wrangler, Greg (I)" ["Venus Rising (1995)"], "Brown, Gannon" ["One Eight Seven (1997)"], "Eckert, Ron" ["Permanent Record (1988)"], "Arnold, Annette" ["Trees Lounge (1996)"], "McDaniel, James (I)" ["Strictly Business (1991)"], "Nicholas, Anna" ["Final Analysis (1992)"], "Ferrin, Ingrid" ["She's Having a Baby (1988)"], "Perez, Eddie (I)" ["Hail Caesar (1994)"], "Darling, Russell" ["Star Wars: Episode II - Attack of the Clones (2002)" "Star Wars: Episode I - The Phantom Menace (1999)"], "Tenenbaum, David" ["Twisted (2004/I)"], "Lieving, Sarah" ["Lakeview Terrace (2008)"], "Dorogi, Jennifer" ["Out of Sight (1998)" "Zoolander (2001)"], "Thomson, Kim (I)" ["1408 (2007)"], "Day, Sheri-Lynn" ["Good Luck Chuck (2007)"], "Lorton, John" ["$40,000 (1996)"], "Hurd, Paige" ["Beauty Shop (2005)"], "Leon, Michael (I)" ["Hero at Large (1980)"], "Murray, Bill (I)" ["Mad Dog and Glory (1993)" "She's Having a Baby (1988)" "Wild Things (1998)"], "Bridgewater, Stephen" ["Twelve Monkeys (1995)"], "Bean, Sean" ["Patriot Games (1992)"], "Haughland, Bill" ["Criminal Law (1988)"], "Allen, Debbie (I)" ["Ragtime (1981)"], "Wahlgren, Kari" ["Star Wars: Episode III - Revenge of the Sith (2005)"], "Georgiadis, George" ["Sleepers (1996)"], "Suvari, Mena" ["Beauty Shop (2005)"], "Sylla, Tom" ["Star Wars: Episode I - The Phantom Menace (1999)"], "Flores, Naty" ["'Di puwedeng hindi puwede! (1999)"], "Pozniak Daniels, Beata" ["JFK (1991)"], "Short, John (I)" ["Apollo 13 (1995)"], "Alexandra, Ilona" ["My Super Ex-Girlfriend (2006)"], "McCrary, Joel" ["Over the Hedge (2006)"], "Morales, Vina" ["'Di puwedeng hindi puwede! (1999)"], "Rezaujan, Mahdad" ["Thumbsucker (2005)"], "Katz, Sarah (I)" ["Beautiful Girls (1996)"], "Roberts, Shawn (II)" ["Jumper (2008)"], "Mighty, Beefcake The" ["Zoolander (2001)"], "Eisenmann, Ike" ["Kaze no tani no Naushika (1984)"], "Zahrn, Will" ["Chain Reaction (1996)"], "Riley, Bus" ["$1.11 (2008)"], "Irrera, Dom" ["That's Adequate (1989)"], "Marshall, William Jay" ["Billy Bathgate (1991)"], "Schultz, Sarah Ann" ["Cleaner (2007)"], "Olson, James (I)" ["Ragtime (1981)"], "Odo, Christopher B." ["Magic Sticks (1987)"], "Lipschultz, Andrew" ["Apollo 13 (1995)"], "Owens, Sharon (I)" ["Coming to America (1988)" "School Daze (1988)"], "Brezhnev, Leonid" ["JFK (1991)"], "Cox, John Henry" ["Unchained Memories: Readings from the Slave Narratives (2003)"], "Allen, Chad E." ["North (1994)"], "Houde, Serge (I)" ["Paycheck (2003)"], "Roxburgh, Hamish" ["Star Wars: Episode III - Revenge of the Sith (2005)"], "Lewis, Walter (I)" ["1408 (2007)"], "Rossi, Luke" ["I Love You to Death (1990)"], "Woods, Michelle (I)" ["Knocked Up (2007)"], "Carson, Lisa Nicole" ["Eve's Bayou (1997)"], "Webb, Chloe (I)" ["Queens Logic (1991)"], "Meulman, Andr�" ["Ocean's Twelve (2004)"], "Powell, Monique" ["Mayor of the Sunset Strip (2003)"], "Hamon, Robin" ["Strictly Business (1991)"], "Landers, Matt" ["Die Hard (1988)"], "McHugh, Jason" ["All the Love You Cannes! (2002)"], "Carbo, Henry" ["Freaked (1993)"], "Caruk, Lisa Marie" ["Snakes on a Plane (2006)"], "Pickell, Lisa" ["Unbreakable (2000)"], "Pina, Lionel" ["Hero at Large (1980)"], "Lawson, Josh (II)" ["$quid (2007)"], "Castle, Diana" ["Planes, Trains & Automobiles (1987)"], "Bonetti, Suzanne" ["'Allo 'Allo! at the London Palladium (1988)"], "Austin, Velma" ["Losing Isaiah (1995)"], "Banoza, Paulette" ["Coming to America (1988)"], "Woods, Bob (III)" ["Star Wars: Episode I - The Phantom Menace (1999)"], "Clendinnen, Richard" ["$9.99 (2008)"], "Bogus, Kim" ["Bandits (2001)"], "Del Sherman, Barry" ["Picture Perfect (1997)"], "Lenon, Bryce" ["Unbreakable (2000)"], "Dugan, Tom (I)" ["$1000 a Touchdown (1939)"], "Johannsen, Jake" ["Breakfast of Champions (1999)" "Loaded Weapon 1 (1993)"], "Larriva, Tito" ["Grindhouse (2007)"], "Jetson, Johnny" ["Me and Will (1999)"], "Williams, Grey" ["Hart's War (2002)"], "Persomon, Jesse" ["Mission Zero (2007)"], "Betts, Jack" ["Batman & Robin (1997)"], "Spector, Deborah (I)" ["Jennifer Eight (1992)"], "Baiocco, Paolo" ["My Own Private Idaho (1991)"], "Peace, Stephen" ["Rails & Ties (2007)"], "Foster, Stephen Gregory" ["Die Hard 2 (1990)"], "King, Benjamin (I)" ["S.W.A.T. (2003)"], "Esquivel, Kathryn" ["Where the Heart Is (2000)"], "Ceballos, Rene" ["Everyone Says I Love You (1996)"], "Hageboeck, Thomas J." ["Jennifer Eight (1992)"], "Franks, Laurie" ["Dracula (1992)"], "Haupt, Tiffany" ["My Super Ex-Girlfriend (2006)"], "Brewer, Carl (I)" ["Die Hard: With a Vengeance (1995)"], "Stanford, Jaxon" ["Bill (2007)"], "Buckingham, Robert" ["Dracula (1992)"], "Magok, Gabriel" ["Tears of the Sun (2003)"], "Hammond, Vincent" ["Freaked (1993)"], "Kebbel, Arielle" ["Be Cool (2005)"], "Dallesandro, Joe" ["Sunset (1988)"], "Avellan, Elise" ["Grindhouse (2007)" "Planet Terror (2007)"], "Richcreek, Richard" ["River's Edge (1986)"], "Flynn, Quinton" ["Fantastic Four (2005)"], "Fern�ndez, Evelina" ["Flatliners (1990)"], "Gardner, Susan (I)" ["In the Cut (2003)"], "Archbold, Matt" ["Point Break (1991)"], "Escamilla, Mike" ["xXx (2002)"], "Miller, Helen (I)" ["JFK (1991)"], "Palmer, Jim (I)" ["Batman & Robin (1997)"], "Coromina, Javier" ["Goya's Ghosts (2006)"], "McDonald, Edward (I)" ["Goodfellas (1990)"], "Lopez, Jennifer (I)" ["Out of Sight (1998)"], "Baldwin, Ken (I)" ["Die Hard 2 (1990)"], "Sozzi, Sebastian" ["Prime (2005)" "In the Cut (2003)"], "Hall, Rebecca (II)" ["Criminal Law (1988)"], "Russell, Dan (I)" ["Constantine (2005)"], "Bjorkman, Carol" ["$40,000 (1996)"], "Olivar, Tom" ["'Di puwedeng hindi puwede! (1999)"], "Bogue, Kevin" ["Everyone Says I Love You (1996)"], "Bramucci, Rick" ["Lucky Number Slevin (2006)"], "Ray, Tracy (I)" ["Criminal Law (1988)"], "Sandquist, Greg" ["Hard Ball (2001)"], "Younger, David (I)" ["Prime (2005)"], "Jefferies, Marc John" ["Losing Isaiah (1995)" "Assassination of a High School President (2008)" "Charlie's Angels: Full Throttle (2003)"], "Hiltz, Nichole" ["Something's Gotta Give (2003)"], "Skoric, Ivan" ["Die Hard: With a Vengeance (1995)"], "McKinnon, Ray" ["Apollo 13 (1995)" "Tune in Tomorrow... (1990)"], "Taylor, Patrick (VI)" ["Assassination of a High School President (2008)"], "Mitchell, Victoria (I)" ["16 Blocks (2006)"], "Chancer, Norman (I)" ["Ragtime (1981)"], "Daniels, William (I)" ["Blind Date (1987)"], "Downes, Robin Atkin" ["Fantastic Four (2005)"], "Carey, Chris (I)" ["1408 (2007)"], "James, Steve (I)" ["Johnny Be Good (1988)"], "Zegers, Kevin" ["Schau mir in die Augen, Kleiner (2007)"], "Smith, Roger Guenveur" ["Do the Right Thing (1989)" "Eve's Bayou (1997)" "School Daze (1988)" "Unchained Memories: Readings from the Slave Narratives (2003)"], "Leighton, Lillian" ["$50,000 Reward (1924)"], "Onyango, Ida" ["Tears of the Sun (2003)"], "Estevez, Johanna" ["Shaft (2000)"], "White, Miranda" ["Coach Carter (2005)"], "Wood, Jody (I)" ["Rules of Engagement (2000)"], "Sandoval, Miguel (I)" ["Do the Right Thing (1989)" "Jurassic Park (1993)" "White Sands (1992)" "Jungle Fever (1991)"], "Izzard, Eddie" ["Ocean's Twelve (2004)" "My Super Ex-Girlfriend (2006)"], "Krishan, Nalini" ["Star Wars: Episode II - Attack of the Clones (2002)"], "Bair, John D." ["Jungle Fever (1991)" "Mortal Thoughts (1991)"], "Lanyer, Charles" ["Die Hard 2 (1990)"], "Mahr, Derek F." ["'77 (2007)"], "Plumley, Don" ["Ragtime (1981)"], "Arrington, Sara" ["S.W.A.T. (2003)"], "Mack, Sarah (I)" ["xXx: State of the Union (2005)"], "Hill, Jeanine" ["Assassination of a High School President (2008)"], "Felski, Emil" ["Parenthood (1989)"], "Cheney, Dick" ["Celsius 41.11: The Temperature at Which the Brain... Begins to Die (2004)"], "McDonald, Jewel" ["Tears of the Sun (2003)"], "Browder, Vic" ["$5 a Day (2008)"], "Winton, Chase" ["Queens Logic (1991)"], "Smith, Maia" ["Jumper (2008)"], "Reece, Deborah" ["End of the Line (1987)"], "Carpenter, Sarah (I)" ["Grand Champion (2002)"], "Sterling, David Michael" ["Murder in the First (1995)"], "Feldman, Corey" ["Mayor of the Sunset Strip (2003)" "My Date with Drew (2004)" "Loaded Weapon 1 (1993)"], "Kennedy, Page" ["S.W.A.T. (2003)"], "Levinson, Sam (I)" ["Bandits (2001)"], "Frye, Andrea" ["Together for Days (1972)"], "Parsons, Jennifer (I)" ["Never Been Kissed (1999)"], "Benedeti, Paulo" ["Wild Things (1998)"], "Yamanaka, S�" ["Kill Bill: Vol. 2 (2004)" "Kill Bill: Vol. 1 (2003)"], "Herring, Jodi" ["Grand Champion (2002)"], "Nicholson, Paul (IV)" ["Star Wars: Episode III - Revenge of the Sith (2005)"], "Conrad, Maxine" ["$1000 a Touchdown (1939)"], "Simon, Stephanie (I)" ["Coming to America (1988)"], "Padilla, Rap Rap" ["'Di puwedeng hindi puwede! (1999)"], "Diehl, John" ["Anywhere But Here (1999)"], "Harvey, W.G." ["In Country (1989)"], "Lapadula, Nick" ["Only When I Laugh (1981)"], "Cross, Kendrick" ["Death Sentence (2007)"], "McMullin, Gregg" ["Coach Carter (2005)"], "Hickey, David H." ["Sin City (2005)"], "Mudd, Roger (I)" ["Frost/Nixon (2008)"], "McCaig, Iain" ["Star Wars: Episode I - The Phantom Menace (1999)"], "Latter, Greg" ["Country of My Skull (2004)"], "Kasdan, Lawrence" ["I Love You to Death (1990)"], "Dasher, Simon" ["New York, I Love You (2008)"], "Cassell, Paul" ["Picture Perfect (1997)"], "Hall, J.D. (I)" ["Eddie Murphy Raw (1987)"], "Buring, MyAnna" ["Grindhouse (2007)"], "Calhoun, William Raymond" ["Nobody's Fool (1994)"], "Guyer, Murphy" ["Unforgivable Blackness: The Rise and Fall of Jack Johnson (2004)"], "Barnett, Steven R." ["Color of Night (1994)"], "Casey, Eileen" ["Everyone Says I Love You (1996)"], "Mueller, John B." ["Unbreakable (2000)"], "Ice (VI)" ["Garden State (2004)"], "Koby, Matt" ["Trapped (2002)"], "Wingate, Keira" ["Star Wars: Episode III - Revenge of the Sith (2005)"], "Brockie, Dave" ["Zoolander (2001)"], "Affleck, Christopher Anne" ["Domino One (2005)"], "Gould, Robert (I)" ["Striking Distance (1993)"], "Harmon, Robin" ["Def by Temptation (1990)"], "Schwan, Jeff (I)" ["Sin City (2005)"], "Martinez, Mark (IV)" ["'Di puwedeng hindi puwede! (1999)"], "Schnurr, Vikki" ["Everyone Says I Love You (1996)"], "Cunningham, Monet" ["Changing Lanes (2002)"], "Washington, Kerry (I)" ["Lakeview Terrace (2008)" "4: Rise of the Silver Surfer (2007)"], "Kisicki, James" ["Telling Lies in America (1997)"], "Rudall, Nicholas" ["Chain Reaction (1996)"], "Vivona, Jerome" ["Everyone Says I Love You (1996)"], "Hiller, Igor" ["Sweet November (2001)"], "Sandow, Nick" ["Resurrecting the Champ (2007)"], "Edinborough, Moses" ["Juice (1992)"], "Howell, Trey (I)" ["Cold Mountain (2003)"], "Molinari, Stefano" ["Hudson Hawk (1991)"], "Figueroa, Anaysha" ["Mo' Better Blues (1990)"], "Nagel, Tom" ["Telling Lies in America (1997)"], "Raval, Animesh" ["Closer (2004/I)"], "Waters, John (I)" ["Sweet and Lowdown (1999)" "This Film Is Not Yet Rated (2006)" "Schau mir in die Augen, Kleiner (2007)"], "Wonge Jr., Darryl M." ["Mo' Better Blues (1990)"], "Douglas, Illeana" ["Jungle Fever (1991)" "Stir of Echoes (1999)" "Picture Perfect (1997)" "Goodfellas (1990)"], "Jones, Janet (I)" ["Alpha Dog (2006)"], "Lupi, Elio" ["S.W.A.T. (2003)"], "Boutsikaris, Dennis" ["'Crocodile' Dundee II (1988)"], "Halliwell, Justin" ["Sleepers (1996)"], "Mullally, Richard" ["Goodfellas (1990)"], "Krag, James" ["Mercury Rising (1998)"], "Kartheiser, Vincent" ["Alpha Dog (2006)"], "Bey, Abdullah" ["Telling Lies in America (1997)"], "Herzlinger, Eric" ["My Date with Drew (2004)"], "Bell, Jamie (I)" ["Jumper (2008)"], "Ritter, John" ["North (1994)" "Hero at Large (1980)"], "Reiser, Rock" ["Never Been Kissed (1999)"], "Royo, Andre" ["Shaft (2000)"], "Smith, Rolland" ["Hero at Large (1980)"], "Soh, Vynn" ["'15' (2002)"], "Hawkins, Ira" ["Freedomland (2006)"], "Barnes, Dwayne L." ["Menace II Society (1993)"], "Behr, Robert" ["Me and Will (1999)"], "Monet, Daniella" ["Nancy Drew (2007)"], "Alexander, Tim (II)" ["Bill & Ted's Bogus Journey (1991)"], "Duncan, Russell (I)" ["S.W.A.T. (2003)"], "Ringham, John" ["V for Vendetta (2005)"], "Scott, Timothy (I)" ["Footloose (1984)"], "Brunette, Fritzi" ["$1000 a Touchdown (1939)" "$30,000 (1920)"], "Campbell, Amelia" ["Picture Perfect (1997)"], "Rashleigh, Andy" ["V for Vendetta (2005)"], "Nelson, Peter (I)" ["Die Hard 2 (1990)"], "Lewis, James C." ["Sunset (1988)"], "Quick, Sapphire" ["Freedomland (2006)"], "Cleghorne, Ellen" ["Strictly Business (1991)"], "Witt, Alicia" ["Four Rooms (1995)"], "Joyce, Stephen (I)" ["Billy Bathgate (1991)"], "Hall, Willie (I)" ["Black Snake Moan (2006)" "Soul Men (2008)"], "McCormack, Mary (I)" ["1408 (2007)"], "Waters, John (III)" ["'Breaker' Morant (1980)"], "Webber, Mark (I)" ["Chelsea Walls (2001)"], "Trammer, Daryl" ["Telling Lies in America (1997)"], "O'Dell, Nancy" ["Thumbsucker (2005)"], "Bennett, Corey" ["Jumpin' at the Boneyard (1992)"], "Buhringer, Hans" ["Die Hard (1988)"], "Kyriakidis, Alexandre" ["All the Love You Cannes! (2002)"], "Korein, Avi" ["Color of Night (1994)"], "Carter, Mitch (I)" ["Kaze no tani no Naushika (1984)"], "Pina, Carlos (I)" ["Planet Terror (2007)"], "Conrad, William (I)" ["Hudson Hawk (1991)"], "Tonelson, Craig" ["Johnny Be Good (1988)"], "Kellerman, Sally" ["Off the Menu: The Last Days of Chasen's (1997)"], "Stewart, Bryon" ["North (1994)"], "Sroka, Jerry" ["That's Adequate (1989)"], "D'Agostino, Greg" ["Freedomland (2006)"], "Kane, Leila" ["Quicksilver (1986)"], "Harden, Marcia Gay" ["Rails & Ties (2007)" "Mystic River (2003)"], "Ain, Augusta" ["$50,000 Reward (1924)"], "Murphy, Charles Q." ["Jungle Fever (1991)" "Mo' Better Blues (1990)"], "Zaloom, Joe" ["Die Hard: With a Vengeance (1995)"], "Sparrow, Abraham" ["My Super Ex-Girlfriend (2006)"], "Doran, Matt (I)" ["Star Wars: Episode II - Attack of the Clones (2002)"], "Goth, Ken" ["Bill (2007)"], "Didawick, Dawn" ["Breakfast of Champions (1999)"], "Cleek, Lloyd" ["Parenthood (1989)"], "Burch, Gerald Michael" ["Tears of the Sun (2003)"], "Woodgett, Shanell" ["Be Cool (2005)"], "Rae, Naelee" ["Loverboy (2005)"], "Martin, Kimberly (I)" ["Point Break (1991)"], "Tork, Peter" ["Mayor of the Sunset Strip (2003)"], "Crouch, Stanley" ["Sweet and Lowdown (1999)" "Unforgivable Blackness: The Rise and Fall of Jack Johnson (2004)"], "John, Keith" ["School Daze (1988)"], "Cox, Ronny (I)" ["Deep Blue Sea (1999)"], "Conway, Michael D." ["Fast Food Nation (2006)"], "Linley, Cody" ["My Dog Skip (2000)" "Where the Heart Is (2000)"], "Bucklin, Brad M." ["Jurassic Park (1993)"], "Mastrogiacomo, Gina" ["Jungle Fever (1991)" "Goodfellas (1990)"], "Lockhart, Dugald Bruce" ["Hart's War (2002)"], "Beckel, Graham" ["Hard Ball (2001)" "Jennifer Eight (1992)"], "Costa, Edoardo" ["Live Free or Die Hard (2007)"], "Morris, Megan (I)" ["Johnny Be Good (1988)"], "Sayles, Michael" ["Final Analysis (1992)"], "Red Alert, Kool DJ" ["Juice (1992)"], "Lennix, Harry" ["Resurrecting the Champ (2007)"], "Schlatter, Charlie" ["Over the Hedge (2006)"], "Mazzotta, Sal" ["Twelve Monkeys (1995)"], "Rivas, Javier (III)" ["Street Kings (2008)"], "Holliday, Charlie" ["Final Analysis (1992)"], "Thompkins, Anthony" ["School Daze (1988)"], "Klattenhoff, Diego" ["Lucky Number Slevin (2006)"], "Anderson, Jennah" ["Home of the Brave (2006)"], "Stiller, Amy" ["That's Adequate (1989)" "Zoolander (2001)"], "McAlister, Scarlett" ["Where the Heart Is (2000)"], "Van Damme, Jean-Claude" ["All the Love You Cannes! (2002)"], "Thomas, Ken (I)" ["Sin City (2005)"], "Hidalgo, Concha" ["Goya's Ghosts (2006)"], "Hanley, Jennifer" ["Frost/Nixon (2008)"], "Hall, Arsenio" ["Coming to America (1988)"], "Hall, Justin Rodgers" ["Street Kings (2008)" "Tears of the Sun (2003)" "Coach Carter (2005)"], "Baptiste, Ian" ["xXx: State of the Union (2005)" "Twisted (2004/I)"], "Cagnolatti, Damian" ["Loaded Weapon 1 (1993)"], "Alba, Joshua" ["Alpha Dog (2006)"], "Ezch, Fidelis" ["Tears of the Sun (2003)"], "Small, Nicolas (I)" ["Breakfast of Champions (1999)"], "Stinton, Colin" ["Closer (2004/I)"], "Lorentzen, Helena" ["Goya's Ghosts (2006)"], "White, Brian A." ["Mystic River (2003)"], "Citera, Tommy" ["Forty Deuce (1982)"], "Jelinek, Tobias" ["Batman & Robin (1997)"], "Craven, Wes" ["Paris, je t'aime (2006)"], "Sander, Casey" ["16 Blocks (2006)"], "Francis, Genie" ["Camp Nowhere (1994)"], "Kennedy, Mike (VI)" ["JFK (1991)"], "Gyllenhaal, Jake" ["Schau mir in die Augen, Kleiner (2007)"], "Terzian, Drikor" ["$40,000 (1996)"], "Sinatra, Frank" ["Mayor of the Sunset Strip (2003)" "Off the Menu: The Last Days of Chasen's (1997)"], "Ziman, Sharon" ["Diner (1982)"], "Nelson, Conrad" ["Much Ado About Nothing (1993)"], "McGrath, Charles (III)" ["Bill (2007)"], "Meszaros, Mihaly 'Michu'" ["Freaked (1993)"], "Karvan, Claudia" ["Star Wars: Episode III - Revenge of the Sith (2005)" "$9.99 (2008)"], "Hub, Martin" ["xXx (2002)"], "Ortiz, Victor M." ["My Date with Drew (2004)"], "Ross, Lisa (I)" ["We Married Margo (2000)"], "Paul, Tina" ["Everyone Says I Love You (1996)"], "Welker, Frank" ["Bill & Ted's Bogus Journey (1991)" "Deep Blue Sea (1999)" "Mars Attacks! (1996)" "Hudson Hawk (1991)" "Kaze no tani no Naushika (1984)"], "Sher, Sy (I)" ["Pulp Fiction (1994)"], "Clarke, Gin" ["Star Wars: Episode I - The Phantom Menace (1999)" "Star Wars: Episode II - Attack of the Clones (2002)"], "Elliott, Shawn" ["Do the Right Thing (1989)"], "Maher, Joseph" ["Mars Attacks! (1996)"], "Rowan, Kelly" ["One Eight Seven (1997)"], "Braugher, Andre" ["4: Rise of the Silver Surfer (2007)" "Striking Distance (1993)"], "Page, Cody" ["Anywhere But Here (1999)"], "Lytle, K. Todd" ["Where the Heart Is (2000)"], "Sagredo, Benito" ["Goya's Ghosts (2006)"], "Jarman, Derek" ["Schau mir in die Augen, Kleiner (2007)"], "Lin, Lucy" ["North (1994)"], "Walling, Elyzabeth" ["$windle (2002)"], "Bronson, Greg" ["Mars Attacks! (1996)"], "Arling, James A." ["My Own Private Idaho (1991)"], "Horino, Tad" ["Bill & Ted's Bogus Journey (1991)"], "Rose, Gabrielle (I)" ["Where the Truth Lies (2005)"], "Holloway, James (VII)" ["Freedomland (2006)"], "Levin, Jocelyn" ["'77 (2007)"], "White, Michael (VIII)" ["Tune in Tomorrow... (1990)"], "Russell, Theresa (I)" ["Wild Things (1998)"], "K-Roc" ["Zoolander (2001)"], "Bardem, Javier" ["Goya's Ghosts (2006)"], "Dunn, Kevin (I)" ["Stir of Echoes (1999)" "Chain Reaction (1996)" "Picture Perfect (1997)"], "Noland, Charles" ["Sunset (1988)"], "Krivak, Bryan" ["'Crocodile' Dundee II (1988)"], "Silverman, Jeff (I)" ["Pyrates (1991)"], "Childress, Scott (I)" ["Together for Days (1972)"], "Candy, John" ["She's Having a Baby (1988)" "JFK (1991)" "Planes, Trains & Automobiles (1987)"], "Butler, Demetrius" ["My Blueberry Nights (2007)"], "Palmer, Betsy" ["Friday the 13th (1980)"], "Warner, Chris (IV)" ["Sin City (2005)" "Where the Heart Is (2000)"], "Johnson, Michelle (I)" ["Death Becomes Her (1992)"], "McGraw, Kathy" ["Sweet November (2001)"], "Peters, Christopher (I)" ["River's Edge (1986)"], "Duma, Richard L." ["xXx: State of the Union (2005)"], "Moseley, Jordan" ["Be Cool (2005)"], "Imrie, Celia" ["Star Wars: Episode I - The Phantom Menace (1999)"], "Page, T. Bruce" ["Mystic River (2003)"], "Domrose, Bret" ["Me and Will (1999)" "Ellie Parker (2005)"], "Steele, Lawrence Cameron" ["Freedomland (2006)"], "Grills, Gano" ["Shaft (2000)"], "Meisinger, Karen" ["Planes, Trains & Automobiles (1987)"], "Graziano, Michaelangelo" ["Goodfellas (1990)"], "Mougey, Paul" ["Goodfellas (1990)"], "Bolender, Bill" ["JFK (1991)"], "Mills, Michael (III)" ["Death Becomes Her (1992)"], "Shawn, Dick" ["Batman & Robin (1997)"], "Washington, Carl (I)" ["Mars Attacks! (1996)"], "Zogbaum, Ferdinand" ["'Doc' (1971)"], "Robinson, Judy (I)" ["Even Cowgirls Get the Blues (1993)"], "Colon, Janette" ["Coming to America (1988)"], "Turner, J.T. (I)" ["Mystic River (2003)"], "Bruggeman, Tom" ["Loaded Weapon 1 (1993)"], "Hand, Gary" ["Mercury Rising (1998)"], "Hidalgo, Jesmin" ["'Di puwedeng hindi puwede! (1999)"], "Ganey, Catrina" ["Freedomland (2006)"], "Klum, Heidi" ["Zoolander (2001)" "Perfect Stranger (2007)"], "Beringer, Tim" ["'77 (2007)"], "Mullin, Stephanie" ["Losing Isaiah (1995)"], "Zuckerman, Alex (I)" ["Freaked (1993)"], "Titova, Svetlana (V)" ["16 Blocks (2006)"], "Wynn, Jimmy" ["Apollo 13 (1995)"], "Coleman, Rob (I)" ["Star Wars: Episode I - The Phantom Menace (1999)" "Star Wars: Episode III - Revenge of the Sith (2005)"], "Sakata, Jeanne" ["xXx: State of the Union (2005)"], "Martin, Jean-Luc" ["Batman & Robin (1997)"], "Vance, Schuster" ["xXx: State of the Union (2005)" "16 Blocks (2006)"], "Ingram, Greg (II)" ["Sin City (2005)"], "Masset, Andrew" ["Hero at Large (1980)"], "Yoser, Seth" ["She's Having a Baby (1988)"], "Kurzer, Christopher" ["Hard Ball (2001)"], "Jones, John Randolph" ["Planes, Trains & Automobiles (1987)"], "Duru, Lee" ["Country of My Skull (2004)"], "Crotts, Maxann" ["Breakfast of Champions (1999)"], "Thieriot, Max" ["Nancy Drew (2007)" "Jumper (2008)"], "Harrington, Jay" ["Anywhere But Here (1999)"], "Robinson, Phillip (I)" ["Heat (1995)"], "Bayne, Eliza" ["Good Luck Chuck (2007)"], "Ogilvy, Ian" ["Death Becomes Her (1992)"], "Gugino, Carla" ["Sin City (2005)"], "O'Grady, Gail" ["She's Having a Baby (1988)"], "Ryder, Winona" ["Zoolander (2001)" "Dracula (1992)"], "Burnside, Cedric" ["Black Snake Moan (2006)"], "Bobby, Anne" ["Beautiful Girls (1996)"], "Dunn, Colleen (II)" ["Everyone Says I Love You (1996)"], "Mathur, Madhu" ["Little Buddha (1993)"], "Amato, Angela" ["Die Hard: With a Vengeance (1995)"], "Yani, Andrew" ["My Date with Drew (2004)"], "Nisbet, Stuart (I)" ["Murder in the First (1995)"], "Talbert, Charmin" ["Parenthood (1989)"], "Feore, Colm" ["Paycheck (2003)"], "Brimage, Jewel" ["Changing Lanes (2002)" "Enormous Changes at the Last Minute (1983)"], "Stiritz, John" ["My Dog Skip (2000)"], "Mann, John W." ["My Date with Drew (2004)"], "Scott, Ashley (II)" ["Into the Blue (2005)" "S.W.A.T. (2003)"], "Blackenship, Joann" ["My Dog Skip (2000)"], "Ingram, Doran" ["Planet Terror (2007)" "Grindhouse (2007)"], "Peluso, Frank" ["Alpha Dog (2006)"], "Soucie, Kath" ["Rugrats Go Wild (2003)"], "Chatwal, Vikram" ["Zoolander (2001)"], "Sarmiento, Marcel" ["Ellie Parker (2005)"], "Farina, Dennis" ["Out of Sight (1998)" "Striking Distance (1993)"], "Baylis, Matt" ["Parenthood (1989)"], "Murphy, Edward D." ["Goodfellas (1990)"], "Simonds, Fred" ["Animal House (1978)"], "Dixon, Britta'ny" ["Coach Carter (2005)"], "Lively, Blake" ["New York, I Love You (2008)"], "Paolo, Connor" ["Mystic River (2003)"], "Dona, Eliana" ["Star Wars: Episode II - Attack of the Clones (2002)" "Star Wars: Episode III - Revenge of the Sith (2005)"], "Chiklis, Michael" ["4: Rise of the Silver Surfer (2007)" "Fantastic Four (2005)"], "Powell, Mike Steven" ["Into the Blue (2005)"], "Davis, Gary Lee" ["Murder in the First (1995)"], "Joyce, Matthew (I)" ["Star Wars: Episode II - Attack of the Clones (2002)"], "Block, Taylor" ["Something's Gotta Give (2003)"], "Perkins, Sherman" ["Together for Days (1972)"], "Seabela, Moho" ["Country of My Skull (2004)"], "May, Michael (IX)" ["My Blueberry Nights (2007)"], "Garrett, Crystal S." ["Beauty Shop (2005)"], "Bond III, James" ["School Daze (1988)" "Def by Temptation (1990)"], "Williams, Charlita" ["Grindhouse (2007)"], "Dench, Axel" ["Star Wars: Episode III - Revenge of the Sith (2005)"], "Goldberg, Albert (I)" ["Vatel (2000)"], "Aries, Dominick" ["In the Cut (2003)"], "Jenkins, Micah" ["Be Cool (2005)"], "Vegas, Georgie" ["'F' (1980)"], "Swindall, Jerry" ["Telling Lies in America (1997)"], "Wayans, Kim" ["Eddie Murphy Raw (1987)"], "Hamilton, LisaGay" ["Twelve Monkeys (1995)" "Jackie Brown (1997)"], "Jacoby, Dale" ["Die Hard 2 (1990)"], "Sanchez, Roselyn" ["Basic (2003)"], "Kay, Bernard (II)" ["Lucky Number Slevin (2006)"], "Apicella, John" ["Point Break (1991)"], "Cusack, Sin�ad" ["V for Vendetta (2005)"], "Harrison, Eric (II)" ["Sunset (1988)"], "Johnson, Cage S." ["Flatliners (1990)"], "LaFramboise, Adam" ["Prime (2005)" "Mystic River (2003)"], "Pizzo, Lori" ["Pulp Fiction (1994)"], "Hannawald, Ernst" ["Schau mir in die Augen, Kleiner (2007)"], "Garner, Shay" ["Flying (1986)"], "Prophet, Melissa" ["Goodfellas (1990)"], "Belaro, Edward" ["'Di puwedeng hindi puwede! (1999)"], "Gram, Gordon" ["V for Vendetta (2005)"], "Nolasco, Amaury" ["Street Kings (2008)"], "Douglas, Aaron (I)" ["Paycheck (2003)"], "Gomez, Eduardo" ["16 Blocks (2006)"], "Greenberg, Gary (IV)" ["Mystic River (2003)"], "Taylor, Mary Lou" ["$40,000 (1996)"], "Rice, Nicholas (I)" ["Look Who's Talking (1989)" "Lucky Number Slevin (2006)"], "Banderas, Antonio" ["Four Rooms (1995)"], "Jay, Tony (I)" ["Kaze no tani no Naushika (1984)" "Rugrats Go Wild (2003)"], "Bromberg, Mason" ["Thumbsucker (2005)"], "Kobayashi, Victor" ["Street Kings (2008)"], "Richert, William" ["My Own Private Idaho (1991)"], "Doherty, Sean Patrick" ["Mystic River (2003)"], "Essman, Susie" ["'Crocodile' Dundee II (1988)"], "Finizza, Mark" ["Sydney (1996)"], "Simpkins, Joseph Quinn" ["Murder in the First (1995)"], "Kindell, Traci" ["Jumpin' at the Boneyard (1992)"], "Smith, Steve (III)" ["Diner (1982)"], "Sivero, Frank (I)" ["Goodfellas (1990)"], "Weber, Holly (II)" ["Frost/Nixon (2008)"], "Bierko, Craig" ["Bill (2007)"], "Steiger, Rod" ["Off the Menu: The Last Days of Chasen's (1997)" "Mars Attacks! (1996)"], "Altman, Walter" ["Apollo 13 (1995)"], "Cisse, Halifa" ["'Breaker' Morant (1980)"], "Alexander, Richard (II)" ["Bill & Ted's Excellent Adventure (1989)"], "Parker, Michael (I)" ["Even Cowgirls Get the Blues (1993)" "My Own Private Idaho (1991)"], "Waddington, Steve" ["Schau mir in die Augen, Kleiner (2007)"], "Kimberley, Maggie" ["Stir of Echoes (1999)"], "Delterme, Marine" ["Vatel (2000)"], "Webster, Byron" ["Only When I Laugh (1981)"], "Baker, Joseph (I)" ["'Arriet's Baby (1913)"], "Moorman, Mary" ["JFK (1991)"], "Lippa, Louis" ["Twelve Monkeys (1995)"], "Fry, Taylor" ["Die Hard (1988)" "North (1994)"], "Andersen, Dana (I)" ["He Said, She Said (1991)"], "King, Martin Luther" ["JFK (1991)"], "Tweed, Tracy" ["Johnny Mnemonic (1995)"], "Glas, Laura" ["Twelve Monkeys (1995)"], "Lawhorn, John" ["Fluke (1995)"], "Orlando, Isaac" ["My Super Ex-Girlfriend (2006)"], "Rich, Daniella" ["Trees Lounge (1996)"], "Christensen, Brian (I)" ["Be Cool (2005)"], "Amodea, Ron J." ["Mortal Thoughts (1991)"], "Salive, Frank" ["Lucky Number Slevin (2006)"], "Brindle, Casper" ["Batman & Robin (1997)"], "Wu, Celina" ["Johnny Mnemonic (1995)"], "Scavone, Anthony" ["'Crocodile' Dundee II (1988)"], "Hope, Barclay" ["Paycheck (2003)"], "Greene, J. Spencer" ["'77 (2007)"], "Macocco, Elisabeth" ["New York, I Love You (2008)"], "Rogers Sr., Ernest" ["Death Sentence (2007)"], "Price, Andrew (VIII)" ["Domino One (2005)"], "Aragon, Michael-David" ["$5 a Day (2008)"], "Herthum, Harold G." ["JFK (1991)"], "Barriere, Jessica Marie" ["Knocked Up (2007)"], "Shapiro, J.D." ["We Married Margo (2000)"], "Hall, Monty" ["Off the Menu: The Last Days of Chasen's (1997)"], "von Furstenberg, Tatiana" ["Dracula (1992)"], "Morishita, Yoshiyuki (I)" ["Kill Bill: Vol. 1 (2003)" "Kill Bill: Vol. 2 (2004)"], "Barron, Robert V." ["Bill & Ted's Excellent Adventure (1989)"], "Bernie, Steve" ["Apollo 13 (1995)"], "Porter, Alisan" ["Parenthood (1989)" "I Love You to Death (1990)"], "McCormick, Larry (I)" ["S.W.A.T. (2003)"], "Howard, Cheryl (I)" ["Apollo 13 (1995)"], "Textor, Terry" ["Everyone Says I Love You (1996)"], "DeBona, Joseph" ["16 Blocks (2006)" "xXx: State of the Union (2005)"], "Lander, Natalie (I)" ["Over the Hedge (2006)"], "Apatow, Maude" ["Knocked Up (2007)"], "Ashton, John (I)" ["She's Having a Baby (1988)"], "Galt, John William" ["JFK (1991)"], "Mouton, Benjamin" ["Flatliners (1990)"], "Noyce, Lucia" ["Patriot Games (1992)"], "Merle, Rebecca" ["New York, I Love You (2008)"], "Wood, Annie (I)" ["Good Luck Chuck (2007)"], "Lesser, Robert (I)" ["Die Hard (1988)"], "Goodman, John (I)" ["Death Sentence (2007)" "Sea of Love (1989)"], "Bou-Sliman, Noelle" ["Chain Reaction (1996)"], "Frost, David (I)" ["Off the Menu: The Last Days of Chasen's (1997)"], "Wahlberg, Robert (I)" ["Mystic River (2003)"], "Onorati, Peter" ["Camp Nowhere (1994)" "Goodfellas (1990)"], "Harris, Naomie" ["Street Kings (2008)"], "Napoli, William J." ["Quicksilver (1986)"], "Varon, Susan" ["Goodfellas (1990)" "Changing Lanes (2002)"], "Platt, Missy" ["End of the Line (1987)"], "Fagan, Ron" ["Soul Men (2008)" "Cleaner (2007)"], "Monson, Susan" ["In the Cut (2003)"], "Siegelin, Kurt" ["Garden State (2004)"], "Omi, Sharon" ["Constantine (2005)"], "Herd, Cathy" ["Chain Reaction (1996)"], "Lamoth, Don" ["Mars Attacks! (1996)"], "Garvey, Ray" ["Everyone Says I Love You (1996)" "Sweet and Lowdown (1999)"], "Tuck, Douglas" ["Look Who's Talking (1989)"], "Bajenski, Len" ["Novocaine (2001)"], "Alexander, Coinneach" ["Star Wars: Episode III - Revenge of the Sith (2005)"], "Summers, Cyndee" ["$40,000 (1996)"], "Trump, Donald" ["Zoolander (2001)"], "Johns, Tracy Camilla" ["Mo' Better Blues (1990)"], "Jakubec, Jan" ["Hart's War (2002)"], "Graham, Nikki (I)" ["Look Who's Talking Too (1990)"], "Farrill, Robert" ["We Married Margo (2000)"], "Hoffman, Bridget" ["Kaze no tani no Naushika (1984)" "Over the Hedge (2006)"], "Siebert, Charles (I)" ["White Water Summer (1987)"], "Heigl, Katherine" ["Knocked Up (2007)"], "Lane, Rita" ["'Crocodile' Dundee II (1988)"], "Lemon, Ben" ["Die Hard 2 (1990)"], "Carter, Finn" ["Tremors (1990)"], "Hilfiger, Tommy" ["Zoolander (2001)"], "LeBell, David" ["Gattaca (1997)"], "Scott, Kelli (I)" ["Hollow Man (2000)"], "Dean, Brian F." ["Ragtime (1981)"], "Castanon, Leroy" ["Planet Terror (2007)" "Grindhouse (2007)"], "Peace, Margo" ["Wild Things (1998)"], "Belan, Adrianna" ["Alpha Dog (2006)"], "Webster, Marie" ["We Married Margo (2000)"], "Miranda, Albert" ["Frost/Nixon (2008)"], "Black, Jimmy C." ["JFK (1991)"], "Lewis, Angela (I)" ["School Daze (1988)"], "Garfield, J.D." ["White Sands (1992)"], "Rey, Antonia" ["'Doc' (1971)"], "Flans, Lindsay" ["Domino One (2005)"], "Salter, Greg" ["Youngblood (1986)"], "Bishop, John (I)" ["Footloose (1984)" "Apollo 13 (1995)"], "Roselli, Johnny" ["JFK (1991)"], "Daughtry, Herbert" ["Mo' Better Blues (1990)"], "Brooks, Albert (I)" ["Out of Sight (1998)"], "Wayans, Damon" ["Look Who's Talking Too (1990)"], "Holloway, Christopher (I)" ["Chain Reaction (1996)"], "Luggio, Michael" ["Die Hard 2 (1990)" "Die Hard: With a Vengeance (1995)"], "Hopkins, Rich (I)" ["Point Break (1991)"], "Siple, Donald M." ["Hard Ball (2001)"], "Fab 5 Freddy" ["Juice (1992)"], "Armstrong, William (I)" ["1408 (2007)"], "Faulcon, Kent" ["Die Hard: With a Vengeance (1995)"], "Gomez, Haritz" ["Goya's Ghosts (2006)"], "Whitaker, Forest" ["Street Kings (2008)" "Film Trix 2004 (2004)"], "Primus" ["Bill & Ted's Bogus Journey (1991)"], "Chapman, Bryan (I)" ["$5 a Day (2008)"], "Porter, Steven M." ["Rails & Ties (2007)"], "Reeves, Dale (III)" ["Beavis and Butt-Head Do America (1996)"], "Wakeman, Linda" ["Where the Heart Is (2000)"], "Good, Meagan (I)" ["Eve's Bayou (1997)"], "Polissky, Nelly" ["Ragtime (1981)"], "October, Jefferine" ["Country of My Skull (2004)"], "Delancy, Philip" ["Star Wars: Episode I - The Phantom Menace (1999)"], "Barnish, Mark" ["Unbreakable (2000)"], "Pain, Frankie" ["Paris, je t'aime (2006)"], "Walpole, Oliver" ["Star Wars: Episode I - The Phantom Menace (1999)"], "Ursin, David" ["Die Hard (1988)"], "Chan, Kee" ["Star Wars: Episode III - Revenge of the Sith (2005)"], "Toler, Christopher" ["Be Cool (2005)"], "Cromwell, David" ["Picture Perfect (1997)"], "Abrams, Phil" ["Nancy Drew (2007)"], "Bedell, Mark" ["Tears of the Sun (2003)"], "Robinson, Tracy (I)" ["School Daze (1988)"], "Michaels, Julie (I)" ["Point Break (1991)" "Batman & Robin (1997)"], "Ray, Johanna" ["Ellie Parker (2005)"], "Belzer, Richard" ["North (1994)" "Imagine New York (2003)" "Mad Dog and Glory (1993)"], "Kennedy, Edgar" ["'Curses!' They Remarked (1914)"], "Lumley, Coleman" ["Look Who's Talking Too (1990)"], "Dullaghan, John (I)" ["Apollo 13 (1995)"], "Pickett, Cindy" ["She's Having a Baby (1988)"], "Donnes, Alan" ["JFK (1991)"], "Whitlock Jr., Isiah" ["1408 (2007)" "Goodfellas (1990)" "Everyone Says I Love You (1996)"], "Alexander, Markus" ["Patriot Games (1992)"], "Benson, Jodi" ["Kaze no tani no Naushika (1984)"], "Widerberg, Johan" ["Ocean's Twelve (2004)"], "Breiman, Madison J." ["Hail Caesar (1994)"], "Allas, Peter" ["S.W.A.T. (2003)"], "Ben-Victor, Paul" ["True Romance (1993)"], "Lewis, Tracy (I)" ["School Daze (1988)"], "Neale, David (I)" ["Snakes on a Plane (2006)"], "Daramola, Skervit" ["Resurrecting the Champ (2007)"], "Mayes, Theo" ["Murder in the First (1995)"], "Kcira, Paula" ["Goodfellas (1990)"], "Reynolds, Michael J." ["Where the Truth Lies (2005)"], "Elam, Genevieve" ["Changing Lanes (2002)"], "Halme, Tony" ["Die Hard: With a Vengeance (1995)"], "Godin, Maurice" ["Where the Heart Is (1990)"], "Dahabreh, Dante" ["Mission Zero (2007)"], "Fish, Nancy" ["Death Becomes Her (1992)"], "Leal, Sharon (I)" ["Soul Men (2008)"], "Quinn, Thomas (I)" ["Mortal Thoughts (1991)"], "Singiswa, Mohogany" ["Country of My Skull (2004)"], "Seneca, Joe" ["School Daze (1988)" "Mo' Better Blues (1990)"], "Darshi, Agam" ["Good Luck Chuck (2007)" "Snakes on a Plane (2006)"], "Borowik, Alexandra" ["Flying (1986)"], "Armour, Annabel" ["Mercury Rising (1998)"], "Khrushchev, Nikita" ["JFK (1991)"], "Romero, William (I)" ["'Di puwedeng hindi puwede! (1999)"], "Briese, Candice" ["Jackie Brown (1997)"], "Dattilo, Kristin" ["Pyrates (1991)"], "Salenger, Meredith" ["Venus Rising (1995)"], "Arizmendi, Yareli" ["Fast Food Nation (2006)"], "Winston, Hattie" ["Jackie Brown (1997)"], "Murphy, Cillian" ["Cold Mountain (2003)"], "Eddo, Scott H." ["Hudson Hawk (1991)"], "Odom, Mike (I)" ["Grand Champion (2002)"], "Lee-Robinson, Georgie" ["1408 (2007)"], "McGovern, Michael (V)" ["Mystic River (2003)"], "Biafra, Jello" ["Mayor of the Sunset Strip (2003)"], "Brener, Shirly" ["Bill (2007)"], "Flockhart, Calista" ["All the Love You Cannes! (2002)" "Telling Lies in America (1997)"], "Lilo, Mervyn" ["Be Cool (2005)"], "Winters, Scott (I)" ["Mystic River (2003)"], "Monsanto, Ruben" ["'Di puwedeng hindi puwede! (1999)"], "Raymond, Bill (I)" ["Twelve Monkeys (1995)"], "Young, Chris (XIII)" ["Coach Carter (2005)"], "Gandolfini, James" ["True Romance (1993)"], "Sweet, Tanya" ["Something's Gotta Give (2003)"], "Kennedy, Jacqueline (I)" ["JFK (1991)"], "Steinfeld, Jake" ["Coming to America (1988)"], "Offerle, Chase" ["Thumbsucker (2005)"], "Kennedy Jr., John" ["JFK (1991)"], "Hoover, Dale" ["Permanent Record (1988)"], "Matthews Jr., Riley G." ["Shaft (2000)"], "Harris, David (I)" ["Quicksilver (1986)"], "Peterson, Roger (I)" ["Mars Attacks! (1996)"], "Farabee, Carol" ["JFK (1991)"], "Morales, F. Valentino" ["Shaft (2000)" "xXx (2002)"], "Whiting, Richard (I)" ["Starting Over (1979)"], "Chiume, Connie" ["Country of My Skull (2004)"], "Monson, Lex" ["Eddie Murphy Raw (1987)"], "Sherrill, Charlie" ["Betsy's Wedding (1990)"], "Teeters, Scott" ["Sin City (2005)"], "Brown, Don Evan" ["$1000 a Touchdown (1939)"], "March, Jane" ["Color of Night (1994)"], "Rich, Glendon" ["Jackie Brown (1997)" "Pulp Fiction (1994)"], "Murkijanian, Joe" ["Dracula (1992)"], "Fosh, Christopher" ["V for Vendetta (2005)"], "Carmelo, Ruben" ["'Di puwedeng hindi puwede! (1999)"], "Niemi, Lisa" ["She's Having a Baby (1988)"], "von Klaussen, Ronald" ["JFK (1991)"], "Widdoes, James" ["Animal House (1978)"], "McDougal, Molly" ["Telling Lies in Americ
10432	yago	2	71	https://issuu.com/augustanacollegesd/docs/gratitude_report_2022-23	en	Augustana Gratitude Report 2022-23	https://image.isu.pub/23…e/jpg/page_1.jpg	https://image.isu.pub/23…e/jpg/page_1.jpg	[ "https://static.isu.pub/fe/product-header-frontend/781e53c/31d186ba39f38e8c4fac.png", "https://static.issuu.com/fe/silkscreen/0.0.3042/icons/gradient/icon-canva-gradient.svg", "https://static.isu.pub/fe/product-header-frontend/781e53c/1e794a8c4ec65e549678.png", "https://photo.isu.pub/augustanacollegesd/photo_large.jpg", "https://image.isu.pub/240425160844-2a1aa9a54f497630a7beca1ac1fbdd8e/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/240425175901-e4c8965a8a332d9dde92856e00f9966b/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/240422145139-43375b591677b2121d4aac7b50295635/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/240313175739-3e53ec7025186d34400aa6e75471216a/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/240312165051-164b418652ed04846df4c8543ea34c4e/jpg/page_1_thumb_large.jpg", "https://image.isu.pub/231219191919-de04bdf5f686962a8bac51811b4bcb3b/jpg/page_1_thumb_large.jpg", "https://static.issuu.com/fe/silkscreen/0.0.2541/icons/gradient/icon-instagram-gradient.svg" ]	[]	[]	[ "" ]	null	[]	2023-11-21T00:00:00+00:00	Read Augustana Gratitude Report 2022-23 by Augustana University on Issuu and browse thousands of other publications on our platform. Start here!	en	/favicon.ico	Issuu	https://issuu.com/augustanacollegesd/docs/gratitude_report_2022-23	Welcome to Issuu’s blog: home to product news, tips, resources, interviews (and more) related to content marketing and publishing. Here you'll find an answer to your question.
10432	yago	0	87	https://www.homelight.com/atlanta-ga/agents	en	Georgia Real Estate Agent Rankings	https://d1xt9s86fx9r45.c…d0a96d397799.jpg	https://d1xt9s86fx9r45.c…d0a96d397799.jpg	[ "https://d1xt9s86fx9r45.cloudfront.net/assets/hl-production/assets/v3/backgrounds/quiz-flow-large-opt-a40639872b70d64d9bb49d5cf99d2f803ab091cc4676f4c75ce643393b6985e2.jpg", "https://d1xt9s86fx9r45.cloudfront.net/assets/hl-production/assets/v3/logo-white-08287eb42121ff790af9b7b004e4aa25c91e5301159cd108de92cf8bee5adab3.png", "https://d1xt9s86fx9r45.cloudfront.net/assets/hl-production/assets/v3/mobile-menu-close-d0723b4ae28bf2656d297ab713674dd13214cf3d16a4d8b9826f4fc8d1d3b4a5.png" ]	[]	[]	[ "" ]	null	[]	null	Here is the definitive list of the best real estate agents in Georgia based on recent home sales data. Find the top performing real estate agent in your city.		https://d1xt9s86fx9r45.c…edcd9563545c.png	HomeLight	https://www.homelight.com/atlanta-ga/agents	Looking for a Real Estate Agent? Let a HomeLight concierge do all the heavy lifting for you. We'll analyze all real estate agents and realtors in your area to find the perfect agent for you. When you're making one of the biggest financial transactions of your life, you should have 100% transparency and an approach that's a little more scientific than a referral from a friend or a sign on a park bench. HomeLight is the leading resource for objective real estate agent performance data. We've spent years collecting, normalizing and summarizing historical home sales data across millions of property transactions. With this unique data set, we apply statistical analysis and machine learning methods to predict which real estate agent will bring the most experience, expertise and negotiating power to your home transaction. The result: an objective and personalized list of the best real estate agents.
10432	yago	3	9	https://joncypher.org/2017/01/13/happy-85th-birthday-jon/	en	Bot Verification			[]	[]	[]	[ "" ]	null	[]	2017-01-13T00:00:00					null	Verifying that you are not a robot...