History.

Background.

In 1876, Ferrocarril Central Norte started services from Córdoba to Tucumán. It was the first metre gauge in Argentina, mainly due to economic reasons. It had been built by the Argentine State to expand Central Argentine Railway network (Rosario-Córdoba), a British-owned company by then.  By the beginning of the 20th century, the national government had built several metre gauge railway lines, most of them in the North of Argentina. The Argentine State Railway owned a 3,490 km length network. The most important were the Central Norte and Argentino del Norte, apart of other lines in Patagonia and Littoral regions.  In 1905 the Congress of Argentina authorised the construction of a line from Cerrillos to Rosario de Lerma in Salta Province as a railway projected to get access to the Puna de Atacama. One year after other project proposed to get access through Quebrada de Humahuaca was suggested, but works were not carried out.  Projects were revived several times but it was not until 1921 when the Argentine State Railway company started the construction of a line. Works -directed by American engineer Richard Maury- continued until 1930 when the overthrow of Hipólito Yrigoyen caused their interruption with only a few kilometers built, while Maury was fired by the de facto government. Works resumed in 1936, reaching the cities of Olacapato (1941), Unquillal (1944) and Tolar Grande (1945). President Juan Perón encouraged works to continue after he became president that same year.  In January 1948 works were finished at last and the line was opened, joining Argentina and Chile in Socompa. Trains ran along 29 bridges, 21 tunnels, 13 viaducts, 2 zig-zags and 2 spirals. In 1972 the line started to operate as a touristic service, under the commercial name ""Tren a las Nubes" (Train to the Clouds)"

Nationalisation.

After the World War II finished, British and French-owned railway companies in Argentina began proceedings with the purpose of selling their railways due to financial problems to operate those services. Finally on March 1, 1948, all the foreign railway companies in Argentina were nationalised under the Juan Perón's administration, creating the State-owned company "Empresa de Ferrocarriles del Estado Argentino (EFEA)", then renamed to Ferrocarriles Argentinos, taking over all the railway lines of Argentina, including passenger and freight services.  From then on, a restructuring of the entire Argentine rail network was carried out, given the lines local heroes' names. As a result, several former British and French companies, such as Compañía Gral. de Buenos Aires, Central Norte, Argentino del Norte, Mildland and Provincial de Santa Fe became part of the same network, renamed "Ferrocarril General Manuel Belgrano" to honor Manuel Belgrano, hero of War of independence and mostly notable for having been the creator of the National flag.  The Patagonian railway owned by state became part of General Roca Railway and the Littoral lines were added to General Urquiza Railway. On the other side, the Provincial de Buenos Aires railway remained managed in an autonomous way until 1953 when it was also added to Ferrocarril Belgrano.  The six companies were managed by Ferrocarriles Argentinos which was later broken up during the process of railway privatisation beginning in 1991 during Carlos Menem's presidency.  The following metre gauge railway companies were added to Ferrocarril Belgrano network after the 1948 nationalisation:  Note:

Eastern Bolivia's line.

In 1937, while the Chaco War happened, governments of Argentina and Brazil had competed to extend their railway lines to Bolivia. The branch projected would run from Yacuiba to Santa Cruz de la Sierra but part of the path was being occupied by the Paraguayan Army. On February 25, 1938, governments of Bolivia and Brazil signed an agreement to build a railway line from Santa Cruz to Brazilian city Corumbá, which would allow Bolivia to have access to Atlantic Ocean. As for Brazil, the railway would facilitate an access to the oil-rich Eastern Bolivia region. On March 15 Bolivia ratified that agreement, declaring null the other contract signed with Argentina in November 1937.  Nevertheless, the Congresses of Argentina and Bolivia ratified the agreement. On the other hand, Brazil started to work in Bolivia in 1948, having finished the 625-km length Santa Cruz - Corumbá railway line in 1955.  In 1949 Argentina financed and built the railway to Santa Cruz, crossing Eastern Bolivian. That line connected Amazonas and de la Plata drainage basins as a natural extension of the Yacuiba branch. That also joined Argentine railways other railroad lines of the regions, such as Brazil, Chilean and Bolivian networks. The Yacuiba - Santa Cruz de la Sierra branch was opened in 1958.

Rosario railways.

Once the metre gauge railways became part of Ferrocarril Belgrano, the government ordered the closure of Córdoba Central Railway, Provincial de Santa Fe and Compañía Gral. de Buenos Aires terminal stations in the city of Rosario for passenger services. In the case of the CGBA (that joined Buenos Aires Province with Rosario through a branch from Pergamino) the closure was definite and the building would be later occupied by the National Gendarmerie. Passenger services were moved to Rosario Oeste station.  Likewise, the Ferrocarril Provincial de Santa Fe terminus was remodeled and re-opened in the late 1950s as a bus terminus, renaming it "Coronel Juan D. Perón" to honor former President of Argentina. The station was renamed later as "Mariano Moreno".

Tucumán railways.

Belgrano Railway operated two stations from Córdoba Central, the original built by the Argentine North Western Railway (ANWR, also named "El Provincial" due to its line extended within Tucumán Province and acquired in 1899) and the other station built by the CC itself, Tucumán Belgrano railway station. The Provincial station operated passenger and freight services until the late 1960s, when the passenger traffic was moved to Central Northern Railway station, also known as "El Bajo".  After the entire railway network was nationalised during Juan Perón's administration, the Córdoba Central station started to be operated by recently formed Ferrocarriles Argentinos. The station remained active as an intermediate stop for trains run by Belgrano Railway to La Quiaca in Jujuy Province. The ANWR station would be finally closed in 1978.  In the early 1990s, when the Carlos Menem's administration privatised all the railway services, the Belgrano Railway freight service remained under the control of the state due to lack of interest from private inversors. On the other hand, all the long-distance passenger services were closed in March 1993 so the station has remained active for freight trains exclusively since then. The Córdoba Central is currently operated by state-owned Trenes Argentinos Cargas y Logística.

Ex-Midland evolution.

This railway extended along Buenos Aires Province from its terminus of Puente Alsina in Lanús Partido to Carhué, an important tourist centre by then.  After the nationalisation several improvements were carried out in the line, such as the addition of a rail track between Aldo Bonzi and Libertad to increase frequency of the services. The modernisation included the purchase of brand-new diesel locomotives by American company Whitcomb in 1951 (with the addition of 15 new ones by Werkspoor in 1955) and the construction of a junction in the Tapiales and Aldo Bonzi stations that allowed ex-Midland connecting its line with Ferrocarril Sarmiento railway near Haedo in Greater Buenos Aires.  By December 1955 the Ferrocarril Belgrano ran more than 40 services per day in the Puente Alsina−Aldo Bonzi section.  Railcars acquired to Birmingham Railway Carriage and Wagon Company in 1939 that were still running passenger services on the line were put out of service in 1971, replacing them with the Ganz Works previously used by the Argentine State Railway since 1936. The Ganz railcars ran services until 1977 when the line was definitely closed.  When the Libertad−Plomer section was closed, Buenos Aires station of ex-CGBA was set as terminus. Trains ran without passengers from Puenta Alsina to Aldo Bonzi, running back to Tapiales junction where they departed to Buenos Aires station. Passengers waited and took the train in Buenos Aires, being carried to Carhué via Plomer. The lack of maintenance caused a progressive deterioration in the rolling stock and stations of the line, therefore the line was closed in September 1977. Workshops at Libertad were demolished. Nevertheless, the closure of the region did not make a negative impact in the economy of the Province due to rail tracks crossed along low-populated regions. Besides, most of that regions were already served by other railway lines with better access to the city of Buenos Aires.

Ex-Compañía General evolution.

That railway line operated services from Buenos Aires station in Parque Patricios to cities at the East of Buenos Aires Province and ports of La Plata and Rosario. When the company was added to Ferrocarril Belgrano, its network was significantly restructured.  In Rosario, the CGBA terminal station was closed and all its branches put out of service. In Buenos Aires, the CGBA workshops in Riachuelo were closed so all the rolling stock was moved to Libertad workshops of Midland Railway. In La Plata, a joint with ex-Ferrocarril Provincial (FPBA) was built in Etcheverry station, using that line for all the freight trains that served the port in La Plata. The line that belonged to CGBA was abandoned and its rail tracks removed in the most part of the path.  Finally in 1961, branches from Patricios to General Villegas and Victorino de la Plaza and Vedia to Pergamino were closed. Likewise, the "milk train" (that served the region bringing fresh milk from local dairy farms) was definitely suspended when the government banned the commercialization of bulk products in the city of Buenos Aires.  In August 1977, National Decree N° 2294 stated the closure of the 225-km length line between Patricios and Victorino de la Plaza. Since then, stations and rail tracks had been suffered progressive deterioration, with no plans from the government to re-activate the CGBA lines.

Ex-F.C. Provincial evolution.

The Ferrocarril Provincial was the last to become part of Ferrocarril Belgrano network. As the CGBA rail tracks from Port of La Plata to the crossing with FC Provincial (near Etcheverry) had been removed in the 1950s, therefore a joint was built to allow trains from González Catán to run on ex-FCPBA tracks to La Plata.  In October 1961 the Etcheverry−Mira Pampa and Carlos Beguerie−Azul−Olavarría branches were closed by the national government. Three years later the Olavarría−La Plata section was partially re-opened only for freight services, but this line would be definitely deactivated in 1968.  One year later a joint between former Midland, Provincial and the Port of Buenos Aires was built to reach Avellaneda. In 1974 rail tracks from Carlos Beguerie to Mira Pampa were removed. On July 5, 1977, this line was definitely closed for passenger services, running freight trains until one of the bridges was broken by a truck near Gobernador Monteverde, leaving the line inactive. Years later Avellaneda station (terminus of the line) would be re-opened as a railway museum.

Ex-FC Provincial de Santa Fe evolution.

The Ferrocarril Provincial de Santa Fe had been a French-owned company operating trains in the provinces of Santa Fe, Chaco and Córdoba that became part of the Ferrocarril Belgrano after nationalisation of the entire network in 1948.  In the city of Rosario the terminal stations of former French-owned companies, Córdoba Central, Compañía General de Buenos Aires and Provincial de Santa Fe, were closed for passenger services. From then on, the traffic of passenger would be moved to Rosario Oeste station.  The Rosario terminus of ex-Provincial de Santa Fe was remodeled and re-opened at late 1950s as a bus terminus, renaming it "Coronel Perón" although it would be changed to Mariano Moreno to honor one of the most notable personalities of the 1810 Revolution. After becoming a bus station the warehouses remained active for freight services until they were definitely closed in 1987. The rail tracks were also removed while the Municipality of Rosario made a Convention Center ("Patrio de la Madera") on that place.  FCPSF's Central Station (terminus of the line located in the city of Santa Fe) was demolished in 1962 to build a new bus terminus, which was inaugurated in 1968.  After the privatisation of all the Argentine railways in early 1990 during Carlos Menem's administration, several railway lines were closed and many cities of the region lost their only public transport that connected them with the main cities of Santa Fe and Chaco.  In the case of Chaco, the government of the province created a state-owned company, named "Servicios Ferroviarios del Chaco (SEFECHA)" to operate regional services on the Ferrocarril Belgrano tracks, using small railcars. The national government took over the services in May 2010, and has been operating them since then, through state-owned company Trenes Argentinos.

Privatisation.

By the beginning of the 1990s Ferrocarriles Argentinos's financial situation was catastrophic so the national government led by Carlos Menem decided to restructure the company. A new company, named "Ferrocarriles Metropolitanos S.A. (FEMESA)" was created to manage and operate passenger services in the urban area of Buenos Aires, leaving FA the operation of long-distance passenger trains and freight services. Nevertheless, passenger trains served by FA would be interrupted by a National Decree on March 10, 1993. Only a few lines (operated by the provincial governments) continued to operate outside Buenos Aires Province.  Under FEMESA administration, the urban services of Ferrocarril Belgrano were divided into two lines, Belgrano Norte (Retiro–Villa Rosa) and Belgrano Sur (Buenos Aires–González Catán–Marinos del Crucero General Belgrano and Puente Alsina–Aldo Bonzi). Both lines had a low passenger traffic compared with other lines such as Sarmiento or Mitre.  Belgrano Sur line that ran trains on ex-Compañía General and Midland railways was granted in concession to Private company Metropolitano (through its TMB division) in 1994. In 1999 the company tried to run a special service with railcars from González Catán to Villars but it was soon abandoned.  The Belgrano Norte line was granted in concession to Ferrovías, a company that owned EMEPA, a hugh railway workshop near Chascomús. By 1994 (first year of the concession) the number of passengers carried had increased to 14,800,000. The company also made investments, acquiring new diesel locomotives and coaches, upgrading infrastructure (renewing rail tracks and signalling and replacing the old bridges) along the entire line. Because of the improvements, the Belgrano Norte Line increased the number of passengers to 36 million.  10,800 of 14,000-km length run by Ferrocarriles Argentinos for freight services were taken over by State company Ferrocarril General Belgrano S.A., established in 1993 because of no one private company had made an offer to operate the line. Belgrano S.A. continued operating until 1997 when it was given to Unión Ferroviaria, the railway syndicate of Argentina. The company transported about 1,500,000 tons (a very low volume compared with the 4,000,000 tons transported in the 1970s). Most of the cargo was oil and fuel, although other products transported included grains, minerals and construction materials.  In November 1999 the company was given in concession to Ferrocarril Belgrano Cargas S.A., formed by the Unión Ferroviaria and local cooperative "Laguna Paiva". The government of Argentina owned 1% with the attribution to choose the Director. In 2004 the company was re-privatised, keeping the national government 1% of the company.

State interventions.

As part of railway privatization, carried out during the presidency of Carlos Menem, a concession to operate the services was granted to the government of Chaco Province in 1992, so the State-owned company "Servicios Ferroviarios del Chaco" (SEFECHA) was created in August 1999.  Through its intervention, the government of Chaco reestablished many passenger services in the Province, connecting its main cities such as Resistencia or Sáenz Peña with the rest of the region.  In May 2010, the government of Argentina took over services previously operated by SEFECHA, which was dissolved. Nowadays those services, together with those of Tren de las Sierras in Córdoba Province, are the only ex-FCGB passenger services in the interior of the country that are still in operation.

Suburban services.

Belgrano Norte.

In the metropolitan sector of the City of Buenos Aires there is a diesel commuter line that operates from the Retiro terminus in the city-centre to the town of Villa Rosa in Pilar Partido of Buenos Aires Province. The service is operated by private company Ferrovías since 1994.  The line increased the number of passengers carried notably, from 11,8 million in 1993 to about 30,5 million passengers during 2012.

Belgrano Sur.

On the southern sector of the City of Buenos Aires two diesel commuter lines operate to the southern suburbs of Buenos Aires. The Buenos Aires station-González Catán line was part of French-owned company Compañía General de Ferrocarriles en la Provincia de Buenos Aires (CGBA) that extended its network to the south-west of Buenos Aires Province, reaching cities such as General Villegas and Victorino de la Plaza. Other lines connected Buenos Aires with the port of La Plata and Rosario.  The other two branches were originally part of British-owned Buenos Aires Midland Railway that began its operations in 1906, extending its network to the city of Carhué in the south-west of the Province. From Puente Alsina station (Midland terminus) it runs to Aldo Bonzi. The other branch (15-km length) departs from Tapiales station, extending to Marinos del Crucero Gral. Belgrano in Merlo Partido.

The General Manuel Belgrano Railway (FCGMB) (Spanish: Ferrocarril General Manuel Belgrano), named after the Argentine politician and military leader Manuel Belgrano, is a railway and the longest of the Argentine system. It was one of the six State-owned Argentine railway companies formed after President Juan Perón's nationalisation of the railway network in 1948.


History.

A Richmond Hill commuter train service had been announced in 1969 by the provincial government, but its implementation was cancelled in 1970 in favour of bus commuter service.  Following a promotional opening on Saturday April 29, the Richmond Hill line became the fourth GO Transit rail line on Monday, May 1, 1978. The opening had been delayed because the BiLevel coaches ordered for the Lakeshore line were not delivered on time, so existing Lakeshore line trains were not available to be redeployed on the Richmond Hill line.  The layout of the line remained generally unchanged from 1978 to 2016, when the line was extended north to the new Gormley station. This extension was part of the GO 2020 strategy, which aims to extend the line north to Aurora Road in Whitchurch-Stouffville. Phase I of the project, which was completed in late 2016, established the Gormley GO Station where the line intersects Stouffville Road, created a train layover facility at Bethesda Road, and graded the corridor for the extension. Phase II of the project will extend the line further north to the new Bloomington GO Station, which is planned to open by 2020.

Route.

The Richmond Hill line operates over the CN Bala Subdivision, which is owned by Metrolinx between Union Station and Doncaster Diamond, where the line crosses the CN York Subdivision. North of Doncaster Diamond, the line is owned by Canadian National and is part of its transcontinental freight route.  The Via Rail Canadian transcontinental service from Vancouver to Toronto operates along the entire route of the Richmond Hill line, but does not stop at any stations other than Union.

Future.

As a part of the GO Transit Regional Express Rail (RER) initiative, train service along the Richmond Hill line is planned to be expanded over the next decade. During peak hours, trains would run in peak direction every 15–30 minutes along this line. To implement the planned RER service, the Richmond Hill line would need $1 billion in flood mitigation and a grade separation in the Doncaster area.

Richmond Hill is one of the seven train lines of the GO Transit system in the Greater Toronto Area, Ontario, Canada. It operates between Union Station in Toronto to Gormley GO Station in the north in Richmond Hill. Trains on the line operate only during weekday peak hours (morning trains southbound, afternoon trains northbound), while off-peak weekday times are served by the GO bus route 61.


Early life.

Richardson was born in Newton Abbot, Devon, England and lived in a house near Denbury. His parents ran a children's summer camp school. The family moved to Dartmoor when Richardson was ten. The family did not have a television, but his father had a cine camera with which they would make films. Richardson credits this as the beginning of his interest in filmmaking. He moved to London when he was seventeen, having decided he wanted to be an actor. At one point he was a lifeguard at a swimming pool.

Career.

Early career.

Richardson appeared as one of the schoolboys in Alan Bennett's Forty Years On. This work led to him getting an agent and performing in TV plays as an extra. He then attended the Bristol Old Vic Theatre School. It was here in the second year he became reacquainted with Nigel Planer, who he knew from working at Richardson's parent's summer camp. The pair shared an interest in rock music, and wanted to mix music with a comedy show, in Richardson's words "we felt we'd like to try something like what Frank Zappa was doing on records, which was being funny but using music as well.". Around this time Richardson and Planer were heavily influenced by U.S. comedians Sal's Meat Market, an early duo of John Ratzenberger and Ray Hassett, as well as the group Alberto y Lost Trios Paranoias.  With the assistance of Caroline Jay, they produced a show called "Rank", inspired by the police raid of the 1974 Windsor Free Festival, which premiered at the Roundhouse Downstairs in August 1976. Planer and Richardson played all the characters in the play, which numbered around forty. The play was well received and enabled the pair to get an Arts Council grant to take it on tour. Despite the critical acclaim, at the end of the tour Richardson and Planer found themselves with no money and had to pursue other work, with Richardson squatting in London.  After "Rank" Richardson toured with a band in Italy and also helped run drama courses for children at his parents’ house in Devon. One of the dramas produced from these courses became a show called "The Wild Boys", based on the book by William Burroughs. Richardson performed this show at the ICA in London as well as touring the show with the group Furious Pig. Through this Richardson first met Michael White with whom he planned to take the show into the West End, although this came to nothing. He worked as an extra on Michael Palin's Ripping Yarns second series in 1979, appearing as a German spy, pretending to be a Cornish fisherman, in Whinfrey's Last Case.

"The Outer Limits".

Reunited with Planer the pair started performing at London's Comedy Store in 1979, calling themselves "The Outer Limits". They performed short sketches parodying different television styles, for example sitcom and American police drama. They used visual comedy and often mimed over-the-top scenes of cartoon violence. At this point, various television companies were taking note of the rapidly growing "alternative comedy" scene, BBC producer Paul Jackson being the first to commission a programme from regular performers at the Comedy Store. This became 1980's "Boom Boom...Out Go The Lights". However, Jackson's decision to only showcase solo performers, featuring Planer's Neil character instead of The Outer Limits as a duo angered Richardson, who began a long-standing feud with Jackson. Mike in BBC comedy "The Young Ones" was originally written with Richardson in mind; however, he did not take part for reasons partly connected to his earlier disagreement with Paul Jackson and due his commitments with The Comic Strip. Richardson was replaced by Christopher Ryan.  The Outer Limits were hired by Kevin Rowland as an opening act for Dexy's Midnight Runners on their tour of "The Projected Passion Revue "in 1981.

The Comic Strip Presents....

As a result of searching for a West End venue to stage "The Wild Boys", Richardson and Michael White sourced a new possible venue for his own comedy club, the Boulevard Theatre in the Raymond Revue Bar, run by Paul Raymond. Richardson called it "The Comic Strip", taking with him a core group from the Comedy Store. It opened in October 1980 and ran until 1981, when the troupe went on a national tour. Richardson approached producer Mike Bolland, the newly appointed Channel Four youth and entertainment commissioning editor to propose a series of Comic Strip films for the channel. Bolland agreed to his proposal, his first commission for the station and Jeremy Isaacs quickly approved the budget. The series opener, "Five Go Mad in Dorset" was the first comedy shown on the new channel on its opening night in November 1982.  "The Comic Strip Presents..." ran from 1982 to 1988 on Channel 4, and then continued from 1990 to 1993 on the BBC. Richardson wrote more than half of the shows together with his longtime writing partner Pete Richens, and he also directed most of the BBC series. In 1998 Richardson, Planer, Mayall and Edmonson reunited to appear in new film "Four Men in a Car", about four obnoxious sales representatives. This was followed up by 2000s "Four Men in a Plane". Richardson returned to Channel 4 with the Comic Strip film, "Sex Actually" in 2005. In 2011, he wrote and directed "The Hunt for Tony Blair". In 2012, he wrote and directed, "Five Go To Rehab" which premiered on Gold.

Feature film work.

Richardson's success on the small screen has not always translated well to cinematic releases. 1985's The Supergrass, was the first feature length theatrical release for a Comic Strip film and was funded through Film4 Productions. Reviews were mixed but mostly favourable and the film has a cult following. Richardson himself expressed the opinion in retrospect that maybe it was too gentle for a Comic Strip film.  Richardson followed this up with the 1987 film "Eat the Rich", written by himself and Pete Richens, about a waiter at an exclusive restaurant called "Bastard's", who stages a rebellion against the government. Critics were mixed in their opinions on the film. Hal Hinson writing in the Washington Post gave the film a lukewarm review and said "The punk jaggedness they bring to their derivations is the only hint of originality, but this, too, seems a little staid. It feels like punk on the downward swing, after most of its rude energy has dissipated." Vincent Canby in the New York Times was more favourable and drew comparisons to "an upscale John Waters satire" and "Jean-Luc Godard's pre-Maoist period" In January 1988 the film was one of several attacked in the Sunday Times by Oxford University historian Norman Stone for their critique of Thatcherite society and values, Stone describing them as "worthless and insulting" and "riddled with left wing bias".  Richardson ran into controversy with a proposed three part papal satire which he pitched to Channel 4 in 1988. Several British newspapers picked up on the fact the script was being considered, generating anger amongst the Catholic establishment and after some unfavourable press attention Channel 4 scrapped the project. Shortly after this Richardson moved "The Comic Strip Presents..." to the BBC and produced two episodes based on the original trilogy screenplay, although they were heavily changed. He reworked the remainder of the story and again with backing from Film4 used elements of it to write the 1991 film "The Pope Must Die", starring Comic Strip regulars Robbie Coltrane and Adrian Edmondson along with Herbert Lom and Paul Bartel. Richardson again directed. The film experienced problems placing advertising in several countries, particularly the US due to its controversial title, received mixed reviews from critics and struggled to make back its £2.5 million budget, grossing $2,544,770 overall (approximately £1.7 million).  Richardson appeared in the 1992 revival of the Carry On franchise, Carry On Columbus, alongside other Comic Strip members Rik Mayall, Alexei Sayle and Nigel Planer. The film was badly received, with Gerald Thomas for Time Out London saying "None of the new crew of Sayle, Richardson, Mayall and Planer is remotely endearing in their awfulness"  In 2003 Richardson began filming on his return to the big screen, directing Christian Slater and Neve Campbell in, which was released in December 2004. The film was a return to the universe of Comic Strip films "The Strike" and "GLC", where Hollywood remakes and distorts events from British historical events and portrayed Winston Churchill as a gun toting U.S. G.I. similar to Bruce Willis. Phillip French writing in the Observer called it "a hit and miss affair" Peter Bradshaw in the Guardian gave it three stars and said "It's wildly uneven and very broad, but there are some laughs in Peter Richardson's Comic Strip fantasy of Churchill's real life as a kickass action hero." However Nev Peirce on the BBC's website panned the film, saying "Sadly, Peter Richardson suffers the fate of many satirists; in trying to mock bad films, he's simply made a bad film" The film grossed £148,326 on its opening weekend across 170 screens in the UK The same year Richardson released a feature-length film of Stella Street through his new production company. Richardson co-wrote and directed the film. It received unfavourable reviews, Anita Gates in the New York Times writing "the concept doesn't translate well to the longer form. The sense of the absurd is watered down." while Michael Rechtshaffen in the Hollywood Reporter said "What might have achieved a degree of cult status across the pond when it was aired in 10-minute installments, struggles to pass big-screen scrutiny in a feature-length treatment that hinges on the flimsiest of plot lines." However Derek Elley in Variety thought it "Manages to sustain its single-joke premise...over feature length." The film opened in 10 screens in the USA and took $2,574 on the opening weekend.

Other television work.

During the last series of Comic Strip films, Peter introduced a new group of performers, Doon Mackichan, Mark Caven, Phil Cornwell, Sara Stockbridge, George Yiasoumi and Gary Beadle, and went on to star them in "The Glam Metal Detectives". The series was a hit with critics, and did well enough in the ratings, but spiralling production costs and internal wranglings at the BBC meant it only ran for one series.  Apart from the Comic Strip, Richardson's best-known work is the sitcom "Stella Street", which he directs and co-writes with impressionists John Sessions and Phil Cornwell. A Stella Street feature film was released in 2004. He also directed the mock documentary "Lust for Glorious" about comedian Eddie Izzard with Mark Caven and Phil Kay.

Production work.

In 2004, Richardson co-founded the production company Great Western Features with Nick Smith, which is based in Totnes, Devon. The company produced Churchill: The Hollywood Years, feature film "The Golden Road" and the Comic Strip production "Sex Actually". They also produced a feature-length film of Stella Street, which Richardson also directed. They currently are due to start filming a new Comic Strip entitled 'It Ends Badly' in August 2013. They have also produced commercials for recycling, Flybe, Harris Tweed and the Devon Tourist Board.

Peter Richardson (born 15 October 1951) is an English director, screenwriter, actor, and comedian. Richardson founded the Comic Strip troupe of performers, which showcased his double act with Nigel Planer and launched the careers of French and Saunders, Rik Mayall and Adrian Edmondson, and Alexei Sayle. Richardson approached Channel 4 to make a series of short, self-contained one-off comedy films with this group, which led to "The Comic Strip Presents...", many of which were written, directed by and featured him in acting roles.


History.

The Lakeshore West line is the oldest of GO's services, opening as part of the then-unified Lakeshore line on GO Transit's first day of operations on May 23, 1967. The first train, numbered 946 left at 5:50 am from Oakville bound for Toronto, ten minutes before service began out of Pickering. During the three-year experiment, all day GO Train service ran hourly from Oakville to Pickering with limited rush hour train service to Hamilton. The experiment proved to be extremely popular; GO Transit carried its first million riders during its first four months, and averaged 15,000 per day soon after.  Service began running west from Union, stopping at Mimico, Long Branch, Port Credit, Lorne Park, Clarkson, and Oakville. Rush-hour trains ran to Bronte, Burlington and Hamilton, at the former CN railway station at James Street.  GO trains started serving the Canadian National Exhibition in August 1967 from an older platform just west of the Dufferin Street bridge over the Lakeshore West line and the Queen Elizabeth Way. For the 1968 Exhibition season, temporary booths were set up to handle passengers, which topped 24,000 on the season's busiest day. This prompted the need for a proper station with additional capacity, and by the 1968 Royal Agricultural Winter Fair, the current Exhibition GO Station was built and put in service.  Lorne Park Station closed within the first year of the line's operation. Burlington was re-located approximately 750 metres eastward in March 1980. Appleby GO Station opened on September 19, 1988, followed by Aldershot on May 25, 1992. The opening of Aldershot coincided with the extension of all day and weekend service from Oakville to Burlington, however, this was reversed due to budget cuts on July 3, 1993.  Service to Hamilton was re-routed from the James Street station to downtown, at the current Hamilton GO Centre on April 29, 1996. All day service to Burlington was restored on May 1, 2000, and extended to Aldershot on September 7, 2007. On June 29, 2013, all day service was increased to operate trains every 30 minutes.  A third track was added between Sixteen Mile creek and the Port Credit station. Combined with additional work undertaken since the early 1990s, this gives the Lakeshore West line at least three tracks from Union Station through to Bayview Junction.  In 2009 as a pilot project, GO began operating express trains to St. Catharines and Niagara Falls on weekends and holidays during Niagara Region's busy summer tourist season. The service was provided again during the 2010 season, and was officially made permanently recurring starting in 2011. In 2019, the weekend express service began operating year-round.  West Harbour GO Station opened in July 2015, serving as a second Hamilton terminus for rush-hour train service. This new station was built adjacent to the former CNR James Street station used by GO until 1996.  On January 7, 2019 one weekday round-trip was extended beyond West Harbour station to Niagara Falls.

Service.

On weekdays, trains run on the Lakeshore West line every 30 minutes or better between approximately 5 a.m. and 10 p.m. eastbound from Aldershot, and between approximately 6 a.m. and midnight westbound from Union. Service starts an hour or two later on weekends and holidays. On weekdays, eight trains serve Hamilton directly in the morning and the evening rush hour, four at Hamilton GO Centre and four at West Harbour GO Station. At other times, buses connect Hamilton GO Centre to Aldershot and to Union Station. One of the weekday trips to West Harbour station also continues to Niagara Falls.  On weekends, local service operates every 30 minutes between Aldershot and Union, and additional express trains operate between Toronto and Niagara Falls stopping only at Exhibition, Port Credit, Oakville, Burlington and St. Catharines.  All off-peak trains, as well as some peak trains, are through-routed with the Lakeshore East line to Oshawa.

Future.

As part of the 2008 Metrolinx regional transportation plan entitled "The Big Move", the agency identified an express all-day service between Hamilton and Oshawa (via Toronto Union) as one of its top 15 priorities. Metrolinx has also committed to eventually providing service every 15 minutes on the line, as well as electrifying railways. This project, dubbed Regional Express Rail, is expected to reduce some trip times by 20%.  Metrolinx is currently planning to significantly expand regular service between Burlington and Niagara Falls, with new stations to be built in Stoney Creek and Grimsby, in addition to the existing stations in St. Catharines and Hamilton.  Construction began in 2017 on the new Confederation GO Station in Stoney Creek, with completion expected in 2019. In June 2016, Ontario Minister of Transportation Steven Del Duca announced that regular service would be extended to Grimsby, with the Grimsby GO Station expected to open in 2021. In 2023, enhanced service is expected to begin to the St. Catharines and Niagara Falls Via Rail stations which will be upgraded to support increased GO service. In addition to station upgrades, the extension project would include more than 25 kilometres of new track.  In November 2018, Metrolinx halted the delivery process for the stations in the Niagara extension because the newly-elected Government of Ontario rescinded its funding for their construction. In order to be constructed, the stations would instead be dependent on private financing.  In early 2019, Niagara Falls, New York officials expressed interest in having GO Transit expand rail service over the border to the Niagara Falls station in New York. Metrolinx stated that there are specific restrictions when a train leaves Ontario, or any province in Canada, that require a different set of inspection criteria and standards in order to legally enter the United States which would make a stop at the station difficult.

Ownership.

In order to facilitate service expansions, GO Transit's parent agency Metrolinx has gradually acquired portions of the Lakeshore West corridor from the freight railway companies Canadian National Railway (CN) and Canadian Pacific Railway (CP). Most of the Lakeshore West line operates along the Oakville subdivision, which was entirely owned by CN prior to 1998.  On March 31, 2010, GO acquired its first segment of the Oakville subdivision, between Union Station and 30th Street in Etobicoke (just west of GO's Willowbrook yard). On March 27, 2012, GO purchased a second segment immediately to the west, extending its ownership to a point just west of Fourth Line in Oakville. On March 22, 2013, Metrolinx purchased a third segment extending its ownership westward to a point just west of Burlington station, where the CN Halton Subdivision joins the line.  In addition to the Union Station Rail Corridor, these three segments represent Metrolinx's current ownership of the line. CN continues to own the tracks between Burlington and the Desjardins Canal, as well as the Grimsby subdivision that carries trains into Niagara Region. CP owns the tracks between the Desjardins Canal and the Hamilton GO Centre.

Station list.

Most off-peak trains, as well as some peak trains, continue as part of the Lakeshore East line after stopping at Union Station, with no train change required.

Lakeshore West is one of the seven train lines of the GO Transit system in the Greater Toronto Area, Ontario, Canada. It extends from Union Station in Toronto to Burlington, with occasional trips extending to Hamilton, St. Catharines, and Niagara Falls.


History.

The club was founded on 12 April 1963 by the late Samuel Wamala who was head of the Council's Sewage Works section in the City Engineering Department. The club initially was dominated by casual workers in the sewage section but subsequently expanded to cover all departments within Kampala City Council.  In 1965 KCC joined the Kampala and District Football League (KDFL) Third Division "(which was split into two sections)" and under the guidance of Bidandi Ssali (Head Coach) and Samuel Wamala (Chairman) the club soon progressed. After finishing in sixth place in their first season, in 1966 they gained promotion from the Third Division South after finishing in second place.  By 1968 KCC were playing teams like Express FC, Army FC, KDS "(Kampala District Bus Services)", Railways, UEB and Nsambya in Division One of the KDFL but in 1971 they were relegated back to the Second Division. By this time the KDFL was being run concurrently with the National Football League and subsequently was scrapped to allow room to a wider national competition with several divisions. KCC became a member of the newly formed second division of the National League along with Nsambya and NIC.<that was the lead>  By 1974 KCC had gained promotion to the National League and finished in second position in both their first and second seasons in the top tier just one point behind champions Express FC on each occasion. The following season in 1976 KCC won their first championship title finishing one point ahead of Express. They also won the title in 1977 in a more emphatic manner although during this season Express were banned for allegedly being involving in anti-government activities.  Simba FC (the Army side) finished as champions in 1978 with KCC taking second place but the Council side won the CECAFA Clubs Cup, the regional club championships in Kampala, becoming the first Ugandan side to take the regional title. The trophy was presented to the KCC skipper, Sam Musenze, by President Idi Amin. Players representing KCC included Phillip Omondi, Jimmy Kirunda, Jamil Kasirye, Hussein Matovu, Tom Lwanga, Sam Musenze, Yusuf Toyota, Peter Mazinga, Apolo Lumu, Billy Kizito, Hussein Matovu, Chris Dungu, Gerald Kabaireho, Ashe Muksa, Rashid Mudin, Moses Sentamu, Timothy Ayeieko, Angelo Dotte and Hassan Biruma, Peter Wandyette.  Unfortunately the 1978 team broke up with some senior players turning semi-professional and moving to the United Arab Emirates. However, following the recruitment of youthful players such as Godfrey Kateregga, Sam Mugambe and top-scorer Davis Kamoga the club made an impact on the Ugandan Cup winning the competition in 1979 having been awarded a walk-over for their match against Uganda Commercial Bank FC in the final.  The club enjoyed their halcyon days in the 1980s by winning the Uganda Cup in 1980, 1982, 1984 and 1987 and the league championship in the intervening years in 1981, 1983 and 1985. The goal scoring exploits of Davis Kamoga, with 21 goals in 1980, and Frank Kyazze, with 18 goals in 1984 and 28 goals in 1985, made a major contribution to the club's success.  A less successful period followed although KCC did take the Super League title in 1991 and 1997 and the Uganda Cup in 1990 and 1993. After the 1997 championship success there followed a period of administrative problems and upheaval including the appointment and sacking of a succession of coaches.  In 2007–08 KCC won the league championship for the first time in over a decade with a rising star in striker Brian Umony who netted 15 goals and subsequently moved on to professional ranks with Supersport United of South Africa. In 2012–13 the club repeated the feat by finishing 7 points ahead of Uganda Revenue Authority SC. The other success in the last decade was a Uganda Cup title in 2004 2017 and 2018  On the international club football front KCC reached the quarter-finals of the African Cup of Champions Clubs in 1978 and 1982 and made second round appearances in 1977, 1984, 1986 and 1992. In addition they have made three appearances in the CAF Champions League in 1998, 2009 and 2018; four appearances in the CAF Cup in 1995, 1997, 2001 and 2002; three appearances in the CAF Confederation Cup in 2005, 2009 and 2017; and finally seven appearances in the CAF Cup Winners' Cup in 1980, 1981, 1983, 1985, 1988, 1991 and 1994.  In total KCC (now known as KCCA FC) have won 13 Uganda league championship titles, the last one being in 2019 and 10 Ugandan Cup titles, along with 2 CECAFA Clubs Cup in 1978 and 2019 wins at the regional level.

Players.

Former players.

For a complete list of existing and former Kampala City Council FC players with Wikipedia articles, see.

Non-playing staff.

Corporate hierarchy.

Position Name

Management Staff.

Position Name

Technical Team hierarchy.

Position Name

Ownership and finances.

Kampala Capital City Authority Football Club Limited, is a private company limited by guarantee. The club is solely owned by Kampala Capital City Authority, a government entity. The club derives its finances from Grants, sponsors and other activities ranging from stadium hire, selling of merchandise, players and prize money. The major Sponsors include; KCCA (Owner / Mother Company), StarTimes (Broadcasting Company), Prime Media Network (Advertising Company), Vivo Energy (Fuel Sponsor), Britam (Insurance Company), Highland water (Official drinking water partner ), MTN Uganda (Telecom company).

Stadium.

The home of KCCA FC in Lugogo, Kampala, is known as the StarTimes Stadium since 2017 for sponsorship reasons. The stadium was formerly named Phillip Omondi Stadium after a club Legend- Phillip Omondi. The plan to expand the stadium is underway and was included in the club's 5-year strategic plan. The stadium capacity is 10000

Kampala Capital City Authority Football Club, abbreviated as KCCA FC, is a Ugandan football club from Kampala, the largest city and capital of Uganda. Kampala City Council was rebranded to Kampala Capital City Authority and the club title has been changed accordingly. Many sources and news reports still refer to the club's traditional title, Kampala City Council Football Club, abbreviated as KCC.


History.

The Phantoms played their first game on June 5, 1994. Their opponent was the New England Stingers whom they beat 10-5 in front of a crowd announced as 2,467 at the Cumberland County Civic Center; the first goal in franchise history was scored by Trevor Buchanan. Later that season they would move to the Civic Centre Arena to play, beating the Atlanta Fire Ants 10-9 in their first game in the arena.  The team also was part of the first professional hockey game that included two professional women's players. In July 1994, Erin Whitten for the Phantoms faced off against goaltender Manon Rhéaume who played for the New Jersey Rockin' Rollers. Whitten was also part of a game with the Toledo Storm when they beat Dayton, 6-5, on October 30, 1993 marking the first win by female professional player.  On August 25, 1994, the Civic Arena opened their roof when the Phantoms hosted the Minnesota Arctic Blast. It marked the first time the roof was opened for a professional hockey game. The team played the theme song from while the roof opened.  The team later folded a few months later.

Jerseys.

The white style jersey was originally intended to be the road jersey with "PITTSBURGH" above the Phantoms's logo. However, a last-minute decision by equipment manager Steve Latin made the white version as the home jersey, therefore the purple jersey was made the road jersey. Each jersey consisted of mesh material and was made by CCM. The logos on the shoulders and the front of the jersey were dyed into the material. The jersey numbers and player's names consisted of heat-sealed vinyl material. The CCM Roller Hockey International patch on rear hem and the KOHO patch on the front are fully embroidered patches. The jerseys did not have fightstraps and should have a hand-written number on the inside tag of the jersey. The captain and alternate captain designations were worn on the upper left front of the jersey.

The Pittsburgh Phantoms were a professional roller hockey team based in Pittsburgh, Pennsylvania, United States that played in Roller Hockey International. The team got its name from the "Steel Phantom" rollercoaster, located at Kennywood Park, a theme park located in the suburb of West Mifflin, Pennsylvania. At the time of the team's inception the Phantom was the tallest and fastest steel rollercoaster in the world. The logo was heavily inspired by the roller coaster's logo seen at the entrance to the ride.


Indigenous languages.

North America is home to many language families and some language isolates. In the Arctic north, the Eskimo–Aleut languages are spoken from Alaska to Greenland. This group includes the Aleut language of the Aleutian Islands, the Yupik languages of Alaska and the Russian Far East, and the Inuit languages of Alaska, Yukon, the Northwest Territories, Nunavut, and Greenland.  The Na-Dené languages, of which the most numerous and widespread are the Athabaskan languages, include the languages of central and eastern Alaska and northwestern Canada, as well as the Apachean languages of the Southwestern United States. The Algic languages, including the large Algonquian branch, are widespread across Canada and the United States; they include Cree, Anishinaabe (Ojibwe), Mi'kmaq, and Blackfoot. The Iroquoian languages dominate the area around the Saint Lawrence River and the eastern Great Lakes, but also include Cherokee. The Siouan–Catawban languages, including Crow and Sioux, dominate the Great Plains. Many small language families are spoken in the Pacific Northwest from British Columbia to California.  The Uto-Aztecan languages are found throughout the Western United States, northern and central Mexico, and as far south as El Salvador; they include Hopi, O'odham, and Nahuatl (descended from Aztec). Other large families in Mexico include the Mayan languages (also spoken in Belize and Guatemala), the Mixe–Zoque languages, and the Oto-Manguean languages. In the Caribbean, the Arawakan languages were formerly widespread, but are now limited to Garifuna on the Central American mainland; the family is still well represented in South America, however. The Chibchan languages are spoken in Costa Rica and Panama as well as South America.

Introduced languages.

The most widely spoken language in North America is English, followed in prevalence by Spanish and French. These three languages were brought to North America as a result of colonization of practically the entire continent by settlers from Europe.  English is the predominant language of Canada, the United States, Bermuda, and the Cayman Islands, and is spoken alongside English-based creole languages in Anguilla, Antigua and Barbuda, the Bahamas, Barbados, Belize, Grenada, Jamaica, Montserrat, Saint Kitts and Nevis, Saint Vincent and the Grenadines, Trinidad and Tobago, the Turks and Caicos Islands, and the Virgin Islands. It is also the official language of Dominica and Saint Lucia, where the French-based Antillean Creole is also widely spoken.  Spanish is the dominant language in Mexico and all of Central America apart from Belize, as well as Cuba, the Dominican Republic, and Puerto Rico (where English is spoken as well); it is also widely spoken in the United States.  French is the dominant language in Quebec and Saint Pierre and Miquelon, and is spoken in Manitoba, Prince Edward Island, Ontario, New Brunswick, Nova Scotia, Maine, New Hampshire, Vermont, and Louisiana. It is spoken alongside French-based creole languages in Saint Lucia, Dominica, Guadeloupe, Haiti, Martinique, Saint Barthélemy, and the French side of Saint Martin. French is one of the two official and national languages of Canada.  Russian was once widely spoken in Alaska as it was the language of administration, commerce, and the settlers there that often intermarried with the locals (they numbered no more than a thousand), creating a sizable biracial population. The language began to decline after the United States purchased the land from the Russian Empire. Nonetheless, the language, called "Old Russian" by its speakers, is still spoken today in parts of Alaska like Ninilchik and Kodiak by descendants of Russian colonists and Russified Alaskan Natives and is known for its archaic Russian vocabulary and indigenous influences, though the vast majority of speakers are elderly, so that this unique Russian dialect is heavily endangered. In addition, a Russian creole/mixed language known as Medny Aleut language was once spoken in some of the Aleutian Islands. Only a few elderly people still speak it. There has also been sizable recent immigration from Russia in the past few decades, leading to a new generation of Russian-speaking Alaskans.  Though no German state played a major role in the European colonization of the Americas, German people did found their own colonies. Pennsylvania German, Hutterite German, Texas German, all of which developed in North America, as well as Plautdietsch are spoken by descendants of these settlers in the United States, Canada, and Mexico.  Other introduced languages include Danish in Greenland, where it is spoken by nearly everyone (mostly as a second language) due to centuries of colonization by Denmark. Danish was once the language of administration of the US Virgin Islands before the purchase by the United States. Dutch in Aruba and the Netherlands Antilles, where it is spoken alongside the Portuguese Creole language in Papiamento. In modern times North America has immigrant speakers of many languages from around the world. For details see Languages of Canada, Languages of the United States, and Languages of Mexico. Some historic languages include Gholan Language and Quechua.  Indians were brought to the Caribbean from South Asia during the mid-19th century to the early 20th century to work on the sugar cane, cocoa bean, rice and coffee bean plantations after slavery was abolished. Caribbean Hindustani is spoken by Indo-Caribbeans in islands in the Caribbean like Trinidad and Tobago and Jamaica where a majority of the Indians are North Indian. Tamil and Telugu was spoken as the lingua franca of Indians in islands like Martinique and Guadeloupe, where the majority of Indians are Dravidians (South Indians). Recent immigration beginning in the 1960s from India to Canada and the United States has increased the prevalence of Indian languages in those countries, with Punjabi once had the highest ranking in Canada among Indian languages, being the third most-spoken language by the 2011 Canadian census. But now in the most recent 2016 census, Punjabi has been superseded by Mandarin and Cantonese to be the fifth. Today, Hindi, Urdu, Bengali, Kashmiri, Dogri, Gujarati, Konkani, Marathi, Punjabi, Sindhi, Odia, Maithili, Nepali, Balochi, Pashto, Assamese, Meitei, Santali, Kokborok, Tamil, Telugu, Tulu, Malayalam, Kannada, and other South Asian languages are also spoken throughout North America.

The languages of North America reflect not only that continent's indigenous peoples, but the European colonization as well. The most widely spoken languages in North America (which includes Central America and the Caribbean islands) are English, Spanish, and to a lesser extent French, and, especially in the Caribbean, creole languages lexified by them.


Key features.

Seaside's implementation of continuations was an initial point of interest in its first several years of existence following its 2002 release. Continuations provide a mechanism for rollback and resumption, a useful provision for the web browser environment in which "refresh" and "back" buttons may interrupt the flow of processing. This resolves many common issues with running web applications, like adequately sustaining the state on the server-side even when the web browser’s ‘back’ and ‘forward’ buttons are used. Continuation servers give the developer the ability to maintain state on the server in a scalable manner. The subsequent improvement of web browser implementations of JavaScript since 2002 has made the continuations aspect of Seaside less significant, by allowing client browsers to keep track of state better.  A distinctive feature of Seaside is its integrated development environment, providing access to development tools and debugging support within an application. In development-mode, unhandled errors are reported to the web page; developers can access and alter the program code and state directly from the web page, allowing bug identifying and fixing processes to occur within an integrated development environment (IDE).  A Seaside application is a set of interacting components. Each one stores state across page views and can "render" itself to the HTML stream. Thus, it is straightforward to write a component once and then reuse it elsewhere in an application. Seaside also supports the notion of tasks, which allow a programmer to describe the high-level logic of component interaction.  Seaside is not template-oriented, and does not offer generating or using HTML templates; HTML markup is generated programmatically. (The Seaside-based Pier content-management framework does offer wiki-markup syntax for templating.) Seaside uses callbacks on closures to specify actions to be taken when clicking on a link or submitting a form. The developers and users of Seaside argue that this helps enforce separation of structure (markup) from content and presentation (Cascading Style Sheets (CSS)). Seaside's combination of components, callbacks, and closures can significantly reduce the semantic gap between a complex workflow and its representation in code.  Seaside supports Ajax through integration with script.aculo.us and jQuery. Seaside also supports Comet-style server-push technology. Seaside can work with either Smalltalk-based web server implementations or other non-Smalltalk ones (Nginx, Apache).

Philosophy.

Over the last few years, some best practices have come to be widely accepted in the web development field:  Seaside deliberately breaks all of these rules. Avi Bryant describes it as a 'heretical' framework. He argues that this careful and reasoned rejection of the conventional wisdoms of web development has led to a very effective model for developing web applications.

Ports.

The main development of Seaside is implemented in Pharo Smalltalk. Ports for other Smalltalk dialects exist. The original development of Seaside was done on Squeak in the early 2000s. Michel Bany implemented ports to VisualWorks through Seaside version 2.7; Cincom Systems supports Seaside as part of VisualWorks as of early 2008. Instantiations announced Seaside support in its VAST (VA Smalltalk) Platform version 8.0 in 2009. The VAST Platform has continued to support Seaside through its latest version. Esteban Maringolo maintained the 2.8 port, plus some other add-ons (such as script.aculo.us) for Dolphin Smalltalk X6. Gemstone Systems implemented a port to Gemstone/S. A port of 2.8 was completed for GemStone, and a preliminary version of 3.0 runs on GNU Smalltalk 3.0a and later.

Open-source projects using it.

Many open-source projects use Seaside, some of which are:

Proprietary projects using it.

Many proprietary projects use Seaside, some of which are:

Seaside, an acronym that stands for “Squeak Enterprise Aubergines Server with Integrated Development Environment,” is computer software, a web framework to develop web applications in the programming language Smalltalk. It is distributed as free and open-source software under an MIT License.


Description.

The 2dF survey covered an area of about 1500 square degrees, surveying regions in both the north and the south galactic poles. The name derives from the fact that the survey instrument has a 2 degree diameter field of view.  The areas selected for observation were previously surveyed by the massive APM Galaxy Survey (on which Steve Maddox also worked). The regions surveyed cover roughly 75 degrees of right ascension for both bands, and the declination of the North Polar band was about 7.5 degrees while the declination of the South Polar band was about 15 degrees. Hundreds of isolated two degree fields near the South Polar band were also surveyed (see this illustration, where black circles represent survey fields, and the red grid represents the earlier APM survey).  In total, the photometry of 382,323 objects were measured, which includes spectra for 245,591 objects, of which 232,155 were galaxies (221,414 with good quality spectra), 12,311 are stars, and 125 are quasi-stellar objects (quasars). The survey necessitated 272 required nights of observation, spread over 5 years.  The survey was carried out with the 4 metre Anglo-Australian Telescope, with the 2dF instrument installed at the primary focus permitting the observation of a field of 2 degrees per pointing. The instrument possesses a spectrograph equipped with two banks each of 200 optical fibres, permitting the simultaneous measurement of 400 spectra.  The limiting apparent magnitude of the survey is 19.5, covering objects with a redshift mostly within less than z=0.3 and a median redshift of 0.11. The volume of the Universe covered by the survey is approximately 10 "h" Mpc, where "h" corresponds to the value of the Hubble constant, "H", divided by 100. "H" is approximately 70 km/s/Mpc. The largest redshift observed by the survey corresponds to a distance of 600 "h" Mpc.

Survey Results.

The principal results obtained for the field of cosmology by the 2dF survey are:  All these results are in agreement with the measurements of other experiments, notably those of WMAP. They confirm the standard cosmological model.  The 2dF survey also yields a unique view on our local cosmic environment. In the figure a 3-D reconstruction of the inner parts of the survey is shown, revealing an impressive view on the cosmic structures in the nearby universe. Several superclusters stand out, such as the Sloan Great Wall, one of the largest structures in the universe known to date (see also Huge-LQG).

In astronomy, the 2dF Galaxy Redshift Survey (Two-degree-Field Galaxy Redshift Survey), 2dF or 2dFGRS is a redshift survey conducted by the Australian Astronomical Observatory (AAO) with the 3.9m Anglo-Australian Telescope between 1997 and 11 April 2002. The data from this survey were made public on 30 June 2003. The survey determined the large-scale structure in two large slices of the Universe to a depth of around 2.5 billion light years (redshift ~ 0.2). It was the world's largest redshift survey between 1998 (overtaking Las Campanas Redshift Survey) and 2003 (overtaken by the Sloan Digital Sky Survey). Matthew Colless, Richard Ellis, Steve Maddox and John Peacock were in charge of the project. Team members Shaun Cole and John Peacock were awarded a share of the 2014 Shaw Prize in astronomy for results from the 2dFGRS.


History.

This line had previously been run by the state-owned company Ferrocarriles Argentinos since nationalisation of the Argentine railways in 1948. Branches from Constitución to Ezeiza and Glew were electrified and the entire fleet of trains renewed, acquiring multiple units by Japanese companies Nippon Sharyo, Kinki Sharyo, Tokyu Car, Kawasaki and Hitachi. The electrified rail system was opened to public in November, 1985. The design of these Japanese-built cars was based upon the Odakyu 9000 series, built for the first time between 1972 and 1977.  Ferrocarriles Argentinos operated the trains until 1991 when residual company FEMESA temporarily took over all the urban services prior to the privatisation of the network. After the Government of Carlos Menem privatised the urban railways services, the private company Metropolitano (TMR) took over Roca Line through concession.  Nevertheless, non-compliance with the terms and conditions (such as lack of investment and poor maintenance of the line, in spite of the large government subsidies received by Metropolitano) led the Government of Argentina to revoke the contract of concession in 2007. The UGOFE consortium took over the service until 12 February 2014, when it was announced that the line would be granted to the local Emepa Group.  After the concession was revoked, a temporary consortium named "UGOFE", took over the Roca line.  Several projects were announced to modernize the line and improve its service, setting as a priority the electrification of the whole system. Other projects included a new maintenance yard in the town of Tolosa in La Plata Partido, several new bridges and tunnels at road crossings and improved grade crossings, all new concrete sleepers and welded rail joints for the entire line, the remodeling of 50 stations and the purchase of 200 electric coaches of the latest technology. Presently electrification of Avellaneda-Quilmes and Temperley-Bosques sections are under way.

Recent developments.

In April 2013 the University train of La Plata service was opened, using railbuses built by the Argentine company TecnoTren. In that same year, Argentine state-owned company SOFSE announced that brand new electric multiple unit trains had been acquired for the line's metropolitan services. The contract included 300 coaches for the Roca Line, among the new rolling stock purchased for other lines.  The State-owned company Operadora Ferroviaria took over Roca Line (operated by Argentren) after the Government of Argentina rescinded the contracts signed with the company on 2 March 2015. The contract terms specified that the concession could be cancelled with no right to claim compensation. The agreements had been signed in February 2014, committing Argentren and Corredores Ferroviarios to operate the lines.  In March 2015, a total of 300 brand-new electric multiple units acquired to Chinese company CSR arrived in Argentina. The National Government announced that the new CSR EMUs would be put into service in June 2015, what finally happened on 8th of that month.  The line also reestablished services to Claypole (Constitución–Bosques–Gutiérrez branch) serving with the brand-new EMUs bought from China. The service had previously been suspended in February 2014.  There are currently ongoing electrification works on the line, most notably on the Buenos Aires - La Plata service which has received a US$500 million investment from the state, 300 of which come from an Inter-American Development Bank loan. Other works on the line include the refurbishment of stations and the raising of platforms to match the height of the new CSR rolling stock, while the construction of new underpasses and other infrastructure improvements is due to reduce travel times by around 50%.  On 5 December 2015, the electrified service between Constitución and Quilmes was presented, although the service was only opened next year, after the presidential elections, on 13 February. On 13 June 2016, the Quilmes-Berazategui section began service.  In March 2017, the first section of the electrified service was opened, joining Constitución with City Bell, covering almost 45 km-length. The entire project includes to extend the electrified service to La Plata downtown. The extension to La Plata was opened on 18 October 2017, about two years late due to numerous delays in construction.  In January 2018, Argentinian Minister of Transport Guillermo Dietrich approved an order of 200 EMU cars from CRRC Qingdao Sifang for service on the Roca Line, where they were to replace Toshiba EMUs that were built in the 1980s.

The Roca line is a gauge commuter rail service in the Buenos Aires Province, Argentina, part of General Roca Railway network. The service is currently operated by State-owned company Trenes Argentinos, from the city-centre terminus of Constitución south to Ezeiza, Alejandro Korn, La Plata, Cañuelas, Chascomús, Gutiérrez and Lobos, and west to Sarmiento Line's station Haedo. The transfer stations between the branch lines are Avellaneda, Temperley, Bosques and Berazategui.


History in Jewish thought.

Belief in reincarnation among Jewish mystics first existed in the Ancient World, among differing explanations given of the afterlife, although with a universal belief in an immortal soul. Today, reincarnation is an esoteric belief within many streams of modern Judaism, but is not an essential tenet of traditional Judaism. It is not mentioned in traditional classical sources such as the Hebrew Bible, the classical rabbinic works (Mishnah and Talmud), or Maimonides' 13 principles of faith. Kabbalah (Jewish mysticism), however, teaches a belief in "gilgul", transmigration of souls, and hence the belief is universal in Hasidic Judaism, which regards the Kabbalah as sacred and authoritative.  Among well-known rabbis who rejected the idea of reincarnation are Saadia Gaon, David Kimhi, Hasdai Crescas, Jedaiah ben Abraham Bedersi (early 14th century), Joseph Albo, Abraham ibn Daud and Leon of Modena. Among the Geonim, Hai Gaon argued with Saadia Gaon in favour of "gilgulim".  Rabbis who believed in the idea of reincarnation include, from Medieval times: the mystical leaders Nahmanides and Bahya ben Asher; from the 16th-century: Levi ibn Habib, and from the mystical school of Safed, Shlomo Halevi Alkabetz, Isaac Luria, and his exponent Hayyim ben Joseph Vital; and from the 18th-century: the founder of Hasidic Judaism, the Baal Shem Tov, later Hasidic Masters, and the Lithuanian Jewish Orthodox leader and Kabbalist the Vilna Gaon; and - amongst others - from the 19th/20th-century: Yosef Hayyim author of "Ben Ish Hai".  With the 16th-century rational systemisation of Cordoveran Kabbalah by Alkabetz, and the subsequent new paradigm of Lurianic Kabbalah by Luria, Kabbalah replaced rationalism as the mainstream traditional Jewish theology, both in scholarly circles and in the popular imagination. Isaac Luria taught new explanations of the process of "gilgul" and identification of the reincarnations of historic Jewish figures, which were compiled by Hayyim ben Joseph Vital in his "Shaar HaGilgulim".  The idea of "gilgul" became popular in Jewish folk belief, and is found in much Yiddish literature among Ashkenazi Jews.

In Kabbalah.

The essential Kabbalistic text in regards to "gilgul" is called Sha'ar Ha'Gilgulim ("The Gate of Reincarnations"), based on the work of Rabbi Isaac Luria (and compiled by his disciple, Rabbi Chaim Vital). It describes the deep, complex laws of reincarnation. One concept that arises from Sha'ar Ha'gilgulim is the idea that "gilgul" is paralleled physically by pregnancy. In Kabbalah, any higher spiritual truth is seen to be reflected in lower forms in this physical World. This is because the Divine lifeforce for this realm first descends through the chain of higher realms.

Expression of divine compassion.

In Kabbalistic understanding of "gilgul", reincarnation is not fatalistic or automatic, nor is it essentially a punishment of sin, or reward of virtue. In Judaism, the Heavenly realms could fulfill Maimonides' Principle of faith in Reward and Punishment. Rather, it is concerned with the process of individual Tikkun (Rectification) of the soul. In Kabbalistic interpretation, each Jewish soul is reincarnated enough times only in order to fulfill each of the 613 Mitzvot. The souls of the righteous among the Nations may be assisted through "gilgulim" to fulfil each of their seven mitzvot, the Seven Laws of Noah. As such "gilgul" is an expression of Divine compassion, and is seen as a Heavenly agreement with the individual soul to descend again. This stress on physical performance and perfection of each Mitzvah, is tied to the Lurianic doctrine of Cosmic Tikkun of Creation. In these new teachings, a Cosmic catastrophe occurred at the beginning of Creation called the "Shattering of the Vessels" of the Sephirot in the "World of Tohu (Chaos)". The vessels of the Sephirot broke and fell down through the spiritual Worlds until they were embedded in our physical realm as "sparks of holiness" (Nitzutzot). The reason in Lurianic Kabbalah that almost all Mitzvot involve physical action, is that through their performance, they elevate each particular Spark of holiness associated with that commandment. Once all the Sparks are redeemed to their spiritual source, the Messianic Era begins. This metaphysical theology gives cosmic significance to the life of each person, as each individual has particular tasks that only they can fulfil. Therefore, "gilgulim" assist the individual soul in this cosmic plan. This also explains the Kabbalistic reason why the future eschatological Utopia will be in this World, as only in the lowest, Physical realm is the purpose of Creation fulfilled.

Spiritual dimension of all Creations.

In Kabbalah, from its initial Medieval form onwards, Creation is described as a descending Chain of spiritual Worlds of cause and effect. The new 16th-century Kabbalistic paradigm of Isaac Luria extends the meaning of this with the concept of the holy sparks. Creation is a continuous process of Divine vitality. All physical and spiritual Creations only continue to exist due to the immanent Divine Ohr ("Light"), from God's Will to create, that they constantly receive. This immanent flow forms the spark of holiness in any Created form. This teaches that the true essence of anything is only its Divine spark within, that gives it continual existence. If the light were to be withdrawn, the creation would cease to exist. This complete dependence on Divinity is hidden in this lowest physical realm, but the souls and angels of successively higher spiritual realms are nullified to the Divine Unity, in successively higher degrees. This explains the statement of Isaac Luria that even stones possess a subtle form of soul. With the focus in Lurianic Kabbalah on Cosmic Tikkun rectification, accordingly every leaf also possesses a soul that "came into this world to receive a rectification".

Above-conscious root of Gilgul.

16th-century Lurianic doctrine was the first time that Kabbalah focused on gilgul, because it forms the microcosmic parallel to the Cosmic Divine rectification taught by Luria. In Medieval Kabbalah of the Zohar, which received its full rational synthesis in 16th-century Cordoveran Kabbalah, immediately before the new teachings of Luria, Gilgul was not the focus as intellectual categorisation was sought. Lurianic Kabbalah, accordingly, while also fully systemised in rational articulation, nonetheless focuses on Divine soul levels above intellect. The central doctrine of Luria is the Tzimtzum (Divine "Withdrawal") that paradoxically transcends human logic. The Tikkun rectification of the Tzimtzum, involving the "birur" (elevation) of the sparks of Creation, and their soul parallel of Gilgul, similarly are rooted in Divine levels above intellect. In the foundational Kabbalistic structure of the 10 Sephirot (emanations), Keter (Divine Will) transcends the intellectual Sephirot, and is the origin of All.  The Lurianic idea that all physical and spiritual Creations possess their particular bodily "soul", explains the notion that gilgul can involve a person's soul occasionally being exiled into lower creatures, plants or even stones.

Five levels of the soul.

In Jewish mysticism the human soul has five levels that relate to different levels of the Sephirot (Divine emanations). Based on an ancient Midrashic source, Kabbalah (followed also in Hasidic interpretation of Kabbalah) gives names for these five levels. Their corresponding Sephirot have both outer spiritual functions (vessels) and inner dimensions (lights), that relate to outer manifestations of the human soul, and their inner psychological "soul powers". The five levels of the human soul in ascending order: The most basic component of the soul, the nefesh, is always part of the "gilgul" process, as it must leave at the cessation of blood production (a stage of death). It moves to another body, where life has begun. There are four other soul components and different nations of the world possess different forms of souls with different purposes.

Other processes of transmigration.

"Gilgul" is contrasted with the other processes in Kabbalah of Ibbur - the attachment of a second soul to an individual, and Dybuk - a malicious possessing spirit believed to be the dislocated soul of a dead person.

In Hasidism.

Internalisation of Kabbalistic structures in dveikut.

Lurianic Kabbalah focuses on the process of "gilgulim", as it forms the microcosmic parallel to macrocosmic rectification of Creation. In the elite circles of Kabbalistic scholars, it becomes beneficial to helping achieve rectification for a person to identify their particular spiritual "gilgulim".  18th-century Hasidism sought to democratise and popularise the Jewish mystical tradition, so that the common folk could be invigorated by Judaism's inner dimensions. It sought the internalisation of abstract Kabbalistic metaphysics into personal perception and fervour (dveikus), by relating the structures of Kabbalah to their inner psychological relevance in man. Because "gilgul" forms part of the elaborate, abstract structure of the processes of redemption in Kabbalah, it was therefore sidelined in Hasidic Judaism. Hasidism believed in the Kabbalah and "gilgul" as authoritative, but left aside the focus in Jewish worship and meditation on the structures, meditations and metaphysical processes, to look to the inner Godliness within everything. Hasidic panentheism devotes itself to dveikus (attachment) to the Divine Omnipresence. In this inner path, identification of one's past "gilgulim" becomes external, and a diversion from inner "Bittul" (self nullification). To identify one's particular spiritual tasks could introduce a refined level of egotism, while acting purely from dveikus to God would be a higher, essential soulful Jewish worship. The Hasidic figure of the tzadik (Hasidic Rebbe), to which the followers would flock, was believed to know the particular past "gilgulim" of each person who came to them, through their semi-prophetic abilities, and the future destiny of each person. However, in Hasidic thought, they would not directly reveal this information in private consultation, as for the follower to know the tasks would introduce self-centredness, and Divine "help from Above". Through its Divine Service, Hasidism sought to make Divinity revealed "from Below" to fulfil the Ultimate purpose of Creation. Nonetheless, the Tzadik would give assistance and special advice that would both help the follower to achieve their tasks, yet also preserve the full soulfulness "from Below" of the common person's Divine service.

Kabbalistic descent and ascent in history.

Ascending stages in the history of Jewish mysticism.

In the history of Jewish mysticism, this Hasidic approach to gilgul corresponds to the third of three successive stages of perception and relation to Divinity. This is based on the three ascending categories of existence taught by the Baal Shem Tov: Worlds ("Olamot"-External spiritual vessel forms), Souls ("Neshamot"-Internal spiritual lights), Divinity ("Elokut"-Essential Godliness).

Descent of the Generations in Halachic scholarship.

Traditional Judaism views latter generations to be spiritually inferior and lower than former generations. This belief, called Yeridat ha-dorot ("Descent of the generations"), shapes the development of traditional Jewish thought. In Talmudic commentary and Halachah it means that latter authorities in the Eras of Rabbinic Judaism generally do not disagree with authorities from a previous era. The basis of this is two-fold. In the historical chain of transmission of Judaism from generation to generation, a latter generation is further removed from the original Revelation of the Torah on Mount Sinai. The Halachic authorities of a subsequent generation would avoid disagreeing with the preceding Halachic authorities, since to reach them, the chain of Torah transmission is longer and more vulnerable to mistaken recollection. This applies until the Oral Torah was written down in the Talmud, where the Amoraim Sages of the Gemara commentary do not disagree with the earlier Tannaim Sages of the Mishna. Accordingly, the Mishnaic Pirkei Avot begins with a historical account of the chain of Oral Torah transmission from Moses, until it became written down in the Mishna. Once the Oral Torah was written down in the Talmud and its commentaries, the principle still applies for a second reason. While Halachah adapts itself to new technological innovations, the principles behind it are held to be foundational. Latter authorities are less qualified to define the fundamental parameters of Halachah.

Lower levels of souls in latter generations.

This belief in Descent of the Generations is believed in the world view of Orthodox Judaism, which traditionally based itself around Talmudic scholarship. However, the ascending levels from generation to generation in Jewish mysticism described above, an opposite pattern to the Descent of Generations, are not so well known in contemporary Orthodoxy. This is because Jewish mysticism is less understood by regular Orthodox Jews, especially outside of the mystical Hasidic Movement. Within Hasidism as well, scholarly understanding of the meaning of Hasidic philosophy in relationship to historical Kabbalah, is more restricted to certain Hasidic groups over others. The three ascending stages in Kabbalistic paradigm, listed above, do not contradict the wider belief of Descent of the Generations. Kabbalah gives its own metaphysical reason for the generational descent. In Kabbalistic theology, latter generations possess lower souls than former generations. The level of a soul in Kabbalah only refers to its revealed form, while all the souls are rooted in the same sources. A lower soul means that it's spiritual power became greatly constricted as it descended the Chain of Worlds to reach this World. Accordingly, the possessor of the soul has much more limited spiritual capabilities. In the last generations before the Messiah, the souls come from the lowest levels, even though they are gilgulim of higher souls from earlier generations. This gives the Kabbalistic interpretation of the last generations when the "Heels (footsteps) of the Messiah" are perceptible. This Talmudic phrase becomes in Kabbalah, the generations of souls that correspond in the Man-metaphor of the Sephirot to the lowest level of the "heels" of the feet. This need however not be considered a disadvantage, as in Hasidic thought, which sought inner nullification to God in dveikus, lower souls worship God with more self-sacrifice and innermost sincerity, because they act without great knowledge and fulfilment of ego. Their Divine service is able to bring the Messiah because of their devoted essential soulfulness.

Ascending mystical revelations of select Tzadikim.

In Jewish mystical thought, the descent of generations applies even more because of this metaphysical explanation. Within scholarship it applies to Halachah and Talmudic commentary because of the simple historical explanations. However, within Lurianic mysticism the opposite progressive ascendency still applies. The reason for this is because this 16th century Kabbalistic dimension of Jewish thought is innovated only by the greatest Tzadikim (saintly souls) in history, the rarest of whom are unaffected by descending generational soul levels. A "Tzadik" in early 19th century Chabad philosophy, as defined by the Tanya (c. 1814), is a truly elevated soul, unaffected by physical limitations. The rarest such Tzadikim in history, who teach new revelations in Kabbalistic thought, are considered apart from general (traditional) Tzadikim. To them is applied in Kabbalah the verse from Psalms, "The [traditional] Tzadik is the foundation of the World". 16th century Lurianic Kabbalah and 18th century Hasidic philosophy make radical statements about this believed supreme level of "Tzadik". In the Kabbalistic worldview, their new revelations in Jewish mystical thought advance the conceptual frontiers of Kabbalah from generation to generation. Therefore, while in Halachah (Jewish Law), scholarship ability decreases in each generation, in 16th century Lurianic, 18th century Hasidic, and 19th century Chabad philosophy, mystical thought is said to ascend through history. This ascent applies to Jewish mystical thought, the "Inner Torah" ("Nistar"-"Concealed") of Kabbalah, rather than the "Revealed Torah" ("Nigleh"-"Revealed") of Jewish commentaries on the Bible, Midrash, Talmud, Halachah and Medieval Jewish philosophy. The reason for this is because in Nigleh, scholarship involves discovering new and deeper interpretations of previous revealed Biblical and Rabbinic texts. In Lurianic Kabbalah, advance is made by new doctrines and individual revelations that transcend previous descriptions. "Revealed" "Nigleh" corresponds to the collaborative scholarly ascent "from Below" of human intellect up to God. "Concealed" "Nistar" corresponds to privately drawing down new revelations of Divine intellect "from Above", down into the human intellect of one individual. This is also a philosophy, as the difference between Nevuah ("Prophecy") and Kabbalah ("Received"), is that Lurianic Kabbalah becomes articulated conceptually in intellectual structures, in which allegedly lays its supremacy over prophecy.

Ascending lights, descending vessels in history.

This paradoxical dialectic is explained more generally in Hasidic thought as part of the divine cosmic plan of Kabbalistic Lights and Vessels. In each subsequent generation, the external levels of creation and this world ("vessels") descend to a lower level. This enables the difference between purity and impurity to become revealed, clarified and redeemed. At the same time, "In every generation a new, higher light descends from on High" to transform this World. This inner revelation ascends progressively to prepare for, and give a foretaste of the Messianic Era. In the future era, the constant, inner elevation of existence, the mystical purpose of creation, will be revealed, as the messianic revelations of divinity are created through the present service of God from below. In kabbalistic terminology this dialectic is also related to the "masculine waters" of "direct light" from above, and the "feminine waters" of "reflected light" from below. This explains the mystical concept in Hasidic interpretation of Kabbalah that in the messianic era, the feminine in creation will become the ascendant, and similarly the body will give life to the soul, the opposite of the present reality.  The ultimate purpose of any spiritual descent in Kabbalah is "only in order to reach a higher spiritual ascent", than the original level at the start. In the Hasidic explanation of individual Divine providence, all that occurs for every individual is a concealed part of this ultimate ascent. In its inner interpretation, the descent, such as a spiritual fall, is itself the concealed beginning of the true divine ascent. According to this Hasidic explanation, sin is an opportunity for mystical dveikus (fervour) in Teshuvah (Return to God). This expression of divine compassion excludes any misinterpretation of Jewish reincarnation as a fatalistic process of reward and punishment.

Identification of Gilgulim of historical figures.

Outline of Jewish genealogy of nations.

Traditional Judaism describes Abraham as the first Jew. With his son Isaac, and grandson Jacob, they are described as the "Fathers" of the Jewish people, and their wives, Sarah, Rebecca, Rachel and Leah are the "Mothers". These terms take on Kabbalistic meanings by being associated with some of the different Sephirot (Divine emanations). It was Moses, in traditional Judaism, who later received the teachings of Judaism at Mount Sinai, embodied in the Torah and 613 mitzvot. The other "Nations of the World", counted as 70 roots from Noah, are given the Seven Laws of Noah for spiritual redemption, and do not need to convert to Judaism, in Jewish thought, to fulfil the eschatological purpose of Creation, or private salvation.

See also.

In Judaism: For comparison with other religions:

Gilgul/Gilgul neshamot/Gilgulei Ha Neshamot (Heb., Plural: "Gilgulim") is a concept of reincarnation in Kabbalistic esoteric mysticism. In Hebrew, the word "gilgul" means "cycle" or "wheel" and "neshamot" is the plural for "souls." Souls are seen to cycle through lives or incarnations, being attached to different human bodies over time. Which body they associate with depends on their particular task in the physical world, spiritual levels of the bodies of predecessors and so on. The concept relates to the wider processes of history in Kabbalah, involving cosmic Tikkun (Messianic rectification), and the historical dynamic of ascending Lights and descending Vessels from generation to generation.