Extending northwards.

In 1830 the Liverpool and Manchester Railway opened, heralding a new age of steam powered public railways. It did not take many years for a railway network to form, and by October 1838 it reached Preston, enabling through journeys from London. On 26 June 1840 the Lancaster and Preston Junction Railway further extended the network north as far as Lancaster.  Already in 1835 many observers saw that a trunk line connecting England and Scotland could be expected soon; surveys had already been carried out and routes suggested. George Stephenson had developed two routes, a direct one via Shap following the valley of the River Lune. This involved steep gradients, which Stephenson disliked, and he preferred a route crossing Morecambe Bay by a long barrage, and round the Cumberland coast. This had much easier gradients and would serve numerous populated settlements, but at the expense of considerable extra distance. Stephenson’s proposals were not carried forward at this stage. Joseph Locke carried out a series of assessments of practicable routes in the years 1835 to 1837, not all of them actual surveys. In particular, on 4 November 1836 Joseph Locke was commissioned by the Grand Junction Railway to "report on the practicability of making a railway communication between Preston and Glasgow". He proposed a route passing east of Lancaster and running up the valley of the River Lune past Kirkby Lonsdale. There was to be a summit tunnel at Shap, miles long, after which the line would descend through Bampton, Askham and Penrith into Carlisle. The steepest gradients were to be 1 in 100. His report was well received, but no progress was made at this stage.  In 1837 George Stephenson was commissioned by interests in the Whitehaven area to design a route round the coast of Cumberland linking with the Maryport and Carlisle Railway. Stephenson was sceptical about the ability of locomotives of the day to ascend gradients, and he was happy to prepare a route that followed the coast closely, crossing Morecambe Bay from Poulton-le-Sands to Humphrey Head, crossing to Ulverston and then tunnelling under the Furness peninsula and crossing the Duddon Estuary, next following round the Cumberland coast to Whitehaven, where a railway from Carlisle was already proposed. Modifications to that prodigious scheme were put forward the following year.  At the time Kendal was a significant community of 9,000 persons, and local interests were dismayed to be by-passed by Locke's scheme. They argued that a line could be made running north from Kendal up Long Sleddale. At the head of the valley a mile tunnel could take the line to a viaduct over Mardale, and the line would then follow the west side of Haweswater to Bampton and Penrith. The tunnel under Gatescarth Pass (1,950 feet above sea level) would require construction shafts 700 feet deep. Meanwhile Locke revisited his Lune Valley route and proposed a deviation between Tebay and Penrith, involving a shorter tunnel under Orton Scar, before curving to the west through Crosby Ravensworth, Morland and Clifton.

The Commission on Railway Communication.

Carlisle was not the ultimate destination in these considerations: the issue was a route between the emerging English network and central Scotland. Although Lancaster was an obvious starting point for a westerly route, there were advocates for an eastern route from York. Here too the terrain northwards was a major difficulty: selection of the route of such a line within Scotland was just as controversial as that in England, and it incorporated just as great a difficulty in finding a practicable route.  At the time there was a firm belief that only one such route could be sustained, and the Government took the unusual step of establishing a Commission on Railway Communication to determine what that route should be. The Commission was appointed in November 1839 and had two members, Lt Col Sir Frederic Smith and Peter Barlow, Professor of Mathematics at the Royal Military Academy at Woolwich. Their task was to examine the whole question of railway communication between England and Scotland, as well as between London and Ireland.  The Smith and Barlow Commission became bogged down by energetic advocacy of rival schemes, and their first report of May 1840 was ambiguous. However it rejected the Stephenson scheme for a Cumberland coast railway. They suggested that a route combining the Lancaster to Kendal part of the Long Sleddale route and the northern part of the Lune Valley route might be feasible. George Larmer, working as Locke's local engineering representative while Locke was engaged elsewhere, quickly surveyed the connecting link from near Kendal to Borrowbridge in the Lune Valley, finding a route that offered reasonable gradients.  The commission issued a second report in November 1840, which approved Larmer's route, which became the preferred option for a Lancaster to Carlisle line. The Commission stuck to the policy that only one Anglo-Scottish route was viable, but it refrained from any definite recommendation as between west and east coasts. Their opinion was becoming irrelevant, as the west coast faction was now building to Lancaster, and the east coast railways were shortly to reach Newcastle.

Final route selection.

At the time a London to Glasgow journey involved a steamer section, at first from Liverpool to Ardrossan, and from 1840 from Fleetwood to Ardrossan. Provision of a direct railway connection was now inevitable and the Commission's view was no longer authoritative. However the money market had become tight, but after considerable hesitation in committing money, there was a meeting on 6 November 1843 at Kendal which determined to build what became the Lancaster and Carlisle Railway company. The London and Birmingham Railway had offered to subscribe £100,000, the Grand Junction Railway had offered £250,000 and the [North Union Railway]] and the Lancaster and Preston Junction Railway had each agreed to take £65,000. Locke was asked to be engineer-in-chief and he made some last minute revisions to the route previously advanced. The line was to strike north from the Penny Lane terminus of the Lancaster and Preston Junction Railway and pass round the east side of the town. Locke adopted the Lancaster - Oxenholme - Grayrigg - Tebay route, but eliminated the tunnel at Orton Scar, and determined to cross Shap without any tunnel. In doing so he increased ruling gradients from 1 in 140 in the earlier scheme to four miles of 1 in 75. To avoid landowner opposition, he altered the Bampton and Askham route to run via Thrimby Grange and Clifton. The Bill for the Lancaster and Carlisle Railway went forward to the 1844 session of Parliament.

Authorisation and construction.

The scheme received the Royal Assent without much opposition, on 6 June 1844. Authorised share capital was £900,000.  The line was to be built as a single track with land acquired sufficient for double track. However on 4 October 1844 the directors resolved: "That viewing probable increase of traffic and the extension of the railway to Scotland... it is desirable that this board shall recommend to the shareholders at a special meeting to be held as early as possible, to lay down a double line of rails for the whole line or for any part that may be considered desirable." This was obviously in consideration of a continuation to central Scotland, although it was nine months before the Caledonian Railway Act of Incorporation of 31 July 1845.  In early 1845 a petition was received from citizens of Lancaster, asking that the new line should pass to the west of the town, near the navigable section of the River Lune. This was agreed to, and an amending Act obtained on 30 June 1845 authorising a deviation line leaving the L&PJR south of Lancaster, and passing through a new Lancaster station; the old L&PJR station was thus to remain a terminus. Kendal interests were also dismayed to learn that the L&CR would pass about two miles from their town, and they quickly developed a scheme for a branch line to their town, running on to the shore of Windermere. Approval for the Kendal and Windermere Railway was received in the same Act as the Lancaster deviation, without opposition in Parliament; authorised capital was £125,000.

Construction and opening.

The allied railways building the east coast route to Scotland, via Berwick, were pressing ahead, and there was serious concern that if the L&CR was not built swiftly, it would suffer a huge competitive disadvantage.  The line was opened between Lancaster and Kendal Junction (later named Oxenholme) was opened formally on 21 September 1846, and the following day to the general public. For the time being it was a single line only. The section from Kendal Junction to Kendal on the Windermere line was opened on the same day. On 15 December 1846 the remainder of the line from Kendal Junction to Carlisle was opened formally, and fully on 17 December 1846. By January 1847 double track had been installed throughout. Two passenger trains ran each way daily throughout on the line at first.  The Caledonian Railway opened its line from Carlisle northwards to Beattock on 11 September 1847, the first stage of its own construction.

Windermere branch.

The first branch connection of any sort off the L&CR was the Kendal and Windermere Railway. The two miles from Kendal Junction (later named Oxenholme) to Kendal opened to passenger traffic with the southern section of the L&CR on 22 September 1846, but goods traffic was delayed until 4 January 1847. The Kendal to Windermere section was opened on 20 April 1847.

Company amalgamations.

The L&CR depended on the Lancaster and Preston Junction Railway for its southward connection. At the end of 1844, the common interests of the L&CR and the L&PJR Railway were becoming plain, and talk of an amalgamation turned into serious negotiation. An arrangement was agreed, but the L&PJR shareholders refused the proposal. The directors of the L&PJR felt aggrieved that their considerable hard work in negotiation was so casually cast aside, and they all, except one, resigned. This left the L&PJR without a properly constituted directorate, and it was unable to function at corporate level.  The Lancaster and Carlisle Railway had been backed by the money of principal investors in more southerly railways, who saw the advantage of a future west coast main line to Scotland. On 16 July 1846, just as the Lancaster-Carlisle was nearing completion, a merger occurred between three important concerns: the London and Birmingham Railway, the Grand Junction Railway and the Manchester and Birmingham Railway amalgamated to form the London and North Western Railway. The L&CR had agreed that the Grand Junction Railway would work its line, and the LNWR therefore inherited that task. The L&CR wished to form connecting and through services with the LNWR at Preston, so the paralysis in the intervening L&PJR was a problem. Accordingly the L&CR gave notice of its intention to run trains over the L&PJR when it opened from Lancaster to Kendal, and nobody had the authority to prevent it. This service began on 22 September 1846.  Opening on 15 February 1848, the Caledonian Railway now connected Glasgow and Edinburgh into the west coast network. This led to a huge increase in business, and a 44 per cent rise in the receipts of the Lancaster and Carlisle Railway. Nevertheless the new Anglo-Scottish expresses were running without authority over the Lancaster and Preston Junction Railway. The L&CR was carefully accounting for the toll charges it would pay, against the day when there was an active owning company to which it could pay them. The alarming situation was discussed at a shareholders' general meeting on 4 August 1848, when authority was given to plan an independent line between Lancaster and Preston, as no resolution of the dangerously unsatisfactory status quo seemed imminent. In fact matters were brought to a head by a rear-end collision at Bay Horse, on the L&PJR line, on 21 August 1848, when a London to Glasgow express passenger train ran into a stationary train carrying out station duties there. One person was killed and several injured. The subsequent Board of Trade Inquiry report elaborated the entire chaotic situation, and public opinion forced the L&PJR to re-constitute itself.  On 1 August 1849 the management of the L&PJR line was taken over by the L&CR. Up until this time the L&PJR had been running local trains from its terminus at Lancaster, but now all passenger business was transferred to the L&CR station, and the L&PJR terminus became a goods station.  The full amalgamation of the L&PJR with the L&CR, and the lease of the Kendal and Windermere Railway were authorised by Act of 13 August 1859. Within the next month the L&CR, including the properties which had belonged to these two other lines, was leased for 900 years to the LNWR as from 1 August 1859. Thus the L&CR came to an end as an active operator.

Connecting railways.

The North Western Railway wanted to connect Morecambe, where a harbour was being developed, with Skipton. The NWR opened a line from Morecombe to its own station at Lancaster, Green Ayre in 1848 and was extended eastward to Wennington, joining the uncompleted Skipton to Low Gill route there, on 17 November 1849. The NWR opened a single track connection from Green Ayre to the L&CR Lancaster Castle station on 19 December 1849.  The Ulverston and Lancaster Railway was incorporated on 24 July 1851, to make a line from Ulverston to Carnforth. It opened to goods traffic on 10 August 1857 and to passenger traffic on 16 August 1857. The Furness Railway and the Midland Railway jointly built a line from Carnforth to Wennington, on the North Western Railway line, and this opened in 1867.  In 1849 the North Western Railway had opened its line from Skipton to Ingleton. In 1855 there was an upsurge in interest in rival long-distance railways and the idea of continuing to Low Gill, originally authorised but never completed, was revived. The L&CR saw that this was a threat to abstract traffic from it, and it promoted its own Bill for a line from near Tebay to Ingleton. This was obviously a spoiling tactic, and Parliament inserted a clause into the Bill requiring the L&CR Ingleton branch to be physically connected to the NWR terminus there. The Act was passed on 25 August 1857 with additional capital of £300,000. The junction at Low Gill was to be triangular. Having achieved the object of blocking the approach of other railways, the L&CR was no hurry to build the line, and it opened after the LNWR takeover, on 24 August (goods) and 16 September (passengers), 1861. The south curve of the intended triangular Low Gill junctions was never built.  The LNWR did what it could to discourage through traffic. Through running at Ingleton did not take place, and at Tebay there were no worthwhile connections. Midland Railway carriages to or from Scotland were not permitted for a long time. The Midland Railway later took over the North Western Railway, but eventually gave up the idea of running from Leeds to Carlisle over the line and the L&CR (now LNWR) north from Low Gill. In frustration the Midland Railway promoted what became the Settle and Carlisle Line. The LNWR saw that this would abstract far more business than if it permitted the Midland Railway to use its line from Low Gill to Carlisle, on which it could charge tolls on the traffic, and it belatedly offered to concede the facility. The Midland Railway wished to take advantage of this, which would avoid the expense of constructing the Settle and Carlisle Line, but Parliament refused to allow the abandonment of the project. In this way the LNWR secured a pyrrhic victory, and the Midland Railway was obliged to construct the Settle and Carlisle line.  One more branch was promoted by the L&CR before the LNWR takeover. A short loop was authorised from Hest Bank to a junction on the Little North Western line at Bare Lane, on the outskirts of Morecambe. The Royal Assent was obtained on 13 August 1859, and it was the LNWR that actually built the line. It opened on 8 August 1864. It was built as double track, but was soon singled.

Carlisle.

At the time of the incorporation of the L&CR there were two railways already in Carlisle: the Maryport and Carlisle Railway and the Newcastle and Carlisle Railway. In March 1844 the L&CR board discussed a possible joint station with the Maryport and Carlisle Railway. The M&CR had a Bill in Parliament for an extension to an improved station of its own, at Crown Street, and felt that its Bill should proceed, but undertook to make arrangements with the L&CR for the joint use of this station and land to the south-west of it. At this stage the eventual construction of the Caledonian Railway was regarded as certain, although that company's powers were not being applied for yet. Next month the L&CR suggested that if the M&CR station Bill was withdrawn, the L&CR, the N&CR, and the Caledonian would share the M&CR's Parliamentary expenses among them, and that the four companies should then form a joint station committee to decide on the best site and other matters. The N&CR gave this idea approval in principle, but the M&CR declined.  The L&CR made agreements with the N&CR in the summer of 1845 to use their London Road station from when the L&CR reached Carlisle, until such time as a joint station was completed. London Road station was reached by a short extension spur from Upperby, but the station was itself on a spur facing Newcastle, so L&CR trains had to reverse into it.  The question of the joint station was on hold awaiting the formation of the Caledonian Railway. In May 1845, the L&CR tried to get the issue moving again, but the M&CR continued to obstruct an agreement, and retaining a plot of intervening land needed by the L&CR approach to the intended joint station. The N&CR too prevaricated, hoping to get compensated for its expenditure on the London Road station. Considerable negotiation on points of detail continued, until from the beginning of 1846 the L&CR determined to have one common station at Carlisle, even if it had to provide all the money itself. A Bill for the station was passed on 27 July 1846. The new station began to be referred to as "Citadel" from February 1847. The Caledonian Railway got its Act the same day for a line to approach the station from the north.  In 1846 the M&CR planned to cross the N&CR’s Canal Branch to get direct access to its Crown Street station, which had hitherto been reached by a reversal on the N&CR line. In the summer of 1847 the L&CR construction was approaching Citadel, and crossed the existing Crown Street branch on the level, and it crossed the N&CR Canal branch on the level at St Nicholas. In 1849 the L&CR went to law to get possession of M&CR ground it needed. From 1 June 1851, M&CR trains used Citadel station, at first by reversal off the N&CR line, but from 8 August 1852 up the new direct spur from Bog Street.  On 24 May 1847 the L&CR wrote to the three other companies; it had by now expended £60,000 on the joint station, and it invited the other companies to contribute some money at once, in the proportions 3:3:3:1 (L&CR:NCR:Caledonian:M&CR). Only the N&CR responded, sending a cheque for part of the sum requested. In frustration the L&CR returned the cheque and stated that it could no longer treat the N&CR as a party to the construction of the joint station; this action resulted in a complete breakdown of relations.  The L&CR diverted its trains to the Citadel station in September 1847, probably 1 September: the station was far from complete. The Caledonian Railway started using the station on 10 September 1847 when the first part of its own line was opened, as far as Beattock.  The L&CR negotiated briefly in March 1848 to lease the Newcastle and Carlisle Railway. George Hudson, the so-called Railway King, was chairman of the York, Newcastle and Berwick Railway, and he saw the N&CR as part of his kingdom. He was accustomed to using underhand tactics, and was later found out and disgraced At this stage however, he immediately leased the N&CR, from 1 August 1848, to keep the L&CR away. He soon went further, leasing the M&CR from 1 October in the same year. The alignment of the L&CR approaching from the south crossed the N&CR Canal Branch on the level at St Nicholas, and also the M&CR Crown Street line on the level. An M&CR passenger train arriving at Crown Street crossed the L&CR line on the level three times in doing so; if the train proceeded to London Road, as some did, and its engine returned light, then five level crossings of the L&CR took place.  The Lancaster and Carlisle Railway considered the M&CR Crown Street terminal to be temporary, and actually illegal. It negotiated with the M&CR and offered £7,005 for the land it needed for the development of Citadel station. Hudson intevened, and demanded £100,000. A jury was appointed to assess the value of the land, and it decided on £7,171, which the L&CR immediately paid. Hudson still refused to give up the land, and the L&CR called in the Under Sheriff of Cumberland. At 10 am on 17 March 1849 that officer took possession of the site and handed it over to the solicitor of the L&CR. Workmen employed by the L&CR immediately dismantled Crown Street station and the tracks there. Hudson's fall from power took place shortly afterwards, and Parliament refused to sanction his leases of the N&CR and the M&CR, so that control of those networks reverted to the owning companies.  The M&CR now reached an agreement with the L&CR and the Caledonian Railway, and became a permanent tenant of Citadel station, effective from 1 June 1851. Its trains reversed into the station from the London Road direction on the N&CR, until a direct curve was opened on 8 August 1852.  The N&CR never used Citadel station, and it was not until the North Eastern Railway took over the N&CR on 17 July 1862 that discussion resumed, and the NER used Citadel from 1 January 1863 as a tenant. The N&CR had always run on the right-hand track and the start of regular train working into Citadel showed this to be a problem. In 1864 the NER changed the running to normal left hand running, and to suit this some signal alterations had to be made around St Nicholas crossing and junction.  It was left to the L&CR and the Caledonian Railway between them to share the cost of Citadel, but the Caledonian was not a good payer. By July 1847 the L&CR had advanced £56,490 on the station, and the Caledonian had only paid in £5,000. It was not until 1854, when the station works had cost £178,324, that the Caledonian Railway then paid £85,391 as its portion. This great leniency of the L&CR over a long and difficult period was probably motivated by the desire that the Caledonian Railway should emerge as a vigorous partner in the Anglo-Scottish trade.  The level crossing of the N&CR Canal Branch was hardly appropriate for a main line railway, and on 7 July 1877 a new L&CR alignment came into use carrying the main line over the Canal Branch, which was itself realigned.

Absorption by the LNWR.

Finding itself now very prosperous, thanks to the Anglo-Scottish traffic, the L&CR delayed absorption by the LNWR, until on 10 September 1859 it leased its line to the LNWR. The terms were very generous to L&CR shareholders, as the LNWR feared the line's allegiance might pass to the Midland Railway, which at that time was advancing towards Carlisle from Leeds. The L&PJR amalgamated with the L&CR immediately before this arrangement, so that the whole line from Preston to Carlisle was included. The L&CR was vested outright in the LNWR from 21 July 1879.  Reed observes that:  During the 15 years’ independent working existence of the L&CR the board had had to suffer only one open contretemps, though there were internal dissensions from time to time. Dividends continued to rise until the beginning of 1855, when, due to the depression in general trade, the Crimean War, and a slight decrease in the Anglo-Scottish traffic, there was a fall in receipts and a small drop in the dividend rate. Seizing on this as an excuse, disturbed at what was said to be frequent LNWR domination, and angry that the board would not sanction a lease of the Little North Western Railway, a section of the shareholders led by John Barker, of Milnthorpe, made sweeping charges of defective management causing weak dividends. At the half-yearly meeting in September 1855 at which the issue came to a head, the board adjourned the meeting and asked for a committee of enquiry. This was, perhaps, the only case of such charges being made against a board that had been paying 8 to per cent and had dropped only to per cent, all paid out of revenue.

LNWR branches.

Two branch lines off the L&CR main line were promoted and built by the LNWR after the takeover. A double-track south curve from the Lancaster direction leading to the Hest Bank branch near Bare Lane was authorised by Act of 19 July 1887, and opened on 19 May 1888.

Later development of the line.

The Lancaster and Carlisle Railway line was a key part of the west coast route from London to Glasgow. The line continued as the principal route through Carlisle, and to this day is part of the West Coast Main Line. The steep gradients designed by Locke was for many years an operational difficulty, and all but the lightest trains had to be assisted by a banking engine or a pilot engine. Even after the introduction of diesel traction, this necessity continued, only being obviated on electrification of the route.

Electrification.

The Preston to Carlisle section of the West Coast Main line was electrified on the 25kV overhead system; it was energised on 25 March 1974. A full electrically operated train service started on 6 May 1974. On 7 May HM the Queen travelled the route and 'drove' the train from Preston to Lancaster.

The Lancaster and Carlisle Railway was a main line railway opened between those cities in 1846. With its Scottish counterpart, the Caledonian Railway, the Company launched the first continuous railway connection between the English railway network and the emerging network in central Scotland. The selection of its route was controversial, and strong arguments were put forward in favour of alternatives, in some cases avoiding the steep gradients, or connecting more population centres. Generating financial support for such a long railway was a challenge, and induced the engineer Joseph Locke to make a last-minute change to the route: in the interests of economy and speed of construction, he eliminated a summit tunnel at the expense of steeper gradients.


Biography.

Ramsay Richard Reinagle was a pupil of his father Philip Reinagle, whose style he followed, and he exhibited at the Royal Academy as early as 1788. He afterwards went to Italy, and was studying in Rome in 1796. Subsequently, he visited Holland in order to study from the Dutch masters. After his return home he painted for a time at Robert Barker's panorama in Leicester Square, and then entered into partnership with Thomas Edward Barker, Robert's eldest son, who was not himself an artist, in order to erect a rival building in the Strand. They produced panoramas of Rome, the Bay of Naples, Florence, Gibraltar, Bay of Gibraltar, and Paris, but in 1816 disposed of their exhibition to Henry Aston Barker and John Burford.  In 1805 Reinagle was elected an associate of the Society of Painters in Watercolours, and in 1806 a member. He became its treasurer in 1807, and was president from 1808 to 1812 Between 1806 and 1812 he sent to its exhibitions sixty-seven drawings, mostly Italian landscapes and scenery of the English lakes. During the same period he exhibited portraits and landscapes in oil at the Royal Academy, of which he became an associate in 1814, and an academician in 1823. He was a clever copyist of the old masters, and is said to have been much employed by a picture-dealer in restoring and "improving" their works.  In 1848 he sent to the Royal Academy exhibition as his own work a small picture of "Shipping a Breeze and Rainy Weather off Hurst Castle" painted by a young artist named J. W. Yarnold, which he had purchased at a broker's shop, and to which he had made some slight alterations. Attention was called to the deception, and a full inquiry made by the academy resulted in his being called upon to resign his diploma as a royal academician. In 1850 he unsuccessfully endeavoured to exculpate himself in two letters published in the "Literary Gazette".  He continued to exhibit at the academy until 1857, but in his later years sank into poverty, and was assisted by a pension from the funds of the academy. He died at Chelsea on 17 November 1862.

Works.

Three plates, "Richmond", "Sion House", and "The Opening of Waterloo Bridge" in William Bernard Cooke's "The Thames" were engraved after him by Robert Wallis, and many of the illustrations in Peacock's "Polite Repository" from 1818 to 1830, were engraved by John Pye from his designs. There is also a view of Haddon Hall, engraved by Robert Wallis, in the "Bijou" for 1828, and one of Bothwell Castle, engraved by Edward Finden, in John Tillotson's "Album of Scottish Scenery", 1860. Reinagle wrote the scientific and explanatory notices to Turner's "Views in Sussex" published in 1819, and the life of Allan Ramsay in Allan Cunningham's "Lives of the British Painters."  Reinagle's paintings are included in the collections of several British institutions including Sheffield, Rotherham, Doncaster and Derby Art Gallery and in the Government Art Collection.

Family.

Reinagle married Oriana Bullfinch in 1801. They had three sons, of whom George Philip Reinagle the painter, who was the youngest. There was one daughter, Oriana Jane, who married Philip Dottin Souper.

Ramsay Richard Reinagle (19 March 1775 – 17 November 1862) was an English portrait, landscape, and animal painter, and son of Philip Reinagle.


Early life and career.

Carmen is the daughter of former motor racing driver Jose Miguel Jordá, who introduced her to the sport at an early age. She began her career in karting, before progressing to Master Junior Formula as a teenager, and then onto Spanish Formula 3.  In the 2007 Spanish Formula 3 season, Jordá finished fourth in the Copa F300 standings – recording three podium finishes during the season. She continued to race in F3 in 2008 and 2009 – competing in the very first season of the new European F3 Open Championship.  In 2009 she competed in the Le Mans Series for the Q8 Oils Hache Team, racing in the LMP2 class.

Indy Lights Series (2010).

On 19 January 2010, Jordá tested an Indy Lights car for Walker Racing at Sebring International Raceway and later tested an Indy Lights car for Andersen Racing at Barber Motorsports Park. Almost two months later, on March 8, 2010, it was announced that Jordá had signed with Andersen Racing full-time to drive in the Firestone Indy Lights Series for the 2010 season.  Jordá made her first career start in the Firestone Indy Lights Series on March 28, 2010 at the Firestone Indy Grand Prix of St. Petersburg on the Streets of St. Petersburg, finishing in 11th position as the last car running after starting in 15th of 16 cars. After completing only one lap before retiring at Barber Motorsports Park, Jordá had her best career finish in the Firestone Indy Lights Series and attained her first top–10 finish on April 18, 2010 at the Streets of Long Beach. After a three-race hiatus, missing races at the Indianapolis Motor Speedway, Iowa Speedway, and Watkins Glen International, Jordá made her return to competition at the Exhibition Place in Toronto on July 18, 2010. However, the race did not fare well for her, as she finished in last place. The next weekend, at Edmonton City Centre Airport for the Edmonton Indy 100, Jordá completed only six laps in the race before encountering gearbox problems. She finished in last place for the second straight race. Jordá did not make another start for the remainder of the season and missed races at Mid-Ohio Sports Car Course, Infineon Raceway, Chicagoland Speedway, Kentucky Speedway, and Homestead–Miami Speedway.

GP3 (2012–2014).

Jordá made her debut in GP3 with Ocean Racing Technology in 2012. Jordá finished the season 28th in the driver's championship failing to score any points. In 2013 Jordá signed with Bamboo Engineering and finished the season 30th in the driver's championship, again failing to score any points. For 2014 season Jordá signed with Koiranen GP, again failing to score any points.

Formula 1 (2015–2016).

On 6 February 2015, it was announced that Jordá had joined Lotus F1 as a development driver. This made her just one of 11 women in history to be included on a Formula 1 team's driver line-up.  The recruitment of Jorda was vocally criticized by some within the sport. Former rally driver and head of the FIA's Women & Motor Sport Commission, Michèle Mouton, described her as a "marketing gimmick", citing "Simona de Silvestro, Danica Patrick, Susie Wolff or even Beitske Visser" as better choices. Writing for "Vice", James Newbold commented that the signing of Jorda had been "the wrong message", suggesting she got the position based on her looks rather than her performances in GP3, where she finished 29th in 2014, while only the series winner Alex Lynn also secured a spot with a Formula One team for 2015. In an interview with Motorsport.com, Jordá spoke of her surprise at Mouton's comments and her ambition to invite her to an F1 race so "she can better understand exactly what her plans are with Lotus". In April 2015, Jordá spoke out in favour of a separate championship for women, saying: "It's not fair that women have to compete in the same championship as men, because we're never going to become World Champion, and I think women deserve that chance." Her view was criticised by other female racing drivers, such as ADAC Formula 4 participant Sophia Flörsch and Indianapolis 500 driver Pippa Mann.  Formula 1 chief executive Bernie Ecclestone defended the appointment of Jordá, praising her in particular for being “prepared to give up what it takes". In an interview with "Motorsport.com" he spoke of his hopes to unearth more female talent in the future, arguing that a lack of other women racing at a comparable level makes criticism of Jordá unfair. He said: "She is very good. We asked Lotus to see and she has done a good job for them. She wants to be in F1. We have to try to find the right way, but she is not alone. There are plenty of other people." For, Jorda remained with the team, now known as Renault Sport Formula One Team, after Lotus was bought out by the French manufacturer.  In early 2016, former Lotus test driver Marco Sørensen claimed that she had been as much as twelve seconds off his pace in simulator runs. This claim was rejected by Jordá, who told Spanish newspaper AS that her simulator times had been "more or less within a second" of fellow Lotus driver Romain Grosjean.

Off-track activities.

In December 2017, Jordá was appointed to the FIA's Women in Motorsport commission. Her appointment was greeted with derision by many successful female racing drivers. Speaking to "Autosport" magazine, current Indianapolis 500 driver and race-winning Indy Lights driver Pippa Mann commented that "it is extremely disappointing to learn that a racer with no notable results in any of the categories in which she has competed, and who believes and is quoted as saying that she does not believe we as female racers can compete, has been appointed to the FIA Women in Motorsport Commission."

Carmen Jordá Buades (born 28 May 1988) is a Spanish former motor racing driver. From 2015 to 2017, she was a development driver for the Lotus and Renault Sport Formula One teams. Her appointment by Lotus saw her become just the eleventh woman in history to be part of a Formula 1 team's driver line-up.


Personal life.

Bradley was born in Saint Joseph, Missouri, and comes from a family of skaters. His sister, Becky, is a skating coach and former competitive skater, and his mother is a USFSA judge.  Bradley studied business at the University of Colorado at Colorado Springs. He is a volunteer at the Broadmoor Skating Club and a coach at the Colorado Springs World Arena.

Career.

Ryan Bradley began skating at the age of two and participated in the U.S. Figure Skating Basic Skills program from 1986-1988.  From 1996-1998, Bradley competed in pair skating with Tiffany Vise. They competed twice at the U.S. Championships. In 2001, he reached Sectionals with Melissa Gallegos. Bradley decided not to continue with pairs, preferring to focus on his singles career and not having enough time to train in both.  As a single skater, he won the silver medal on the Intermediate level at the Junior Olympics (later renamed "Junior Nationals") in the 1994-1995 season. The 1995-1996 season was Bradley's first on the Novice level, and he did not make it out of Sectionals. In the 1996-1997 season, he placed 7th at the novice level at Nationals. In the 1997-1998 season, Bradley won the silver medal on the novice level at Nationals. This win earned him a trip to the Triglav Trophy, which he won.  The following season, 1998–1999, Bradley debuted on the ISU Junior Grand Prix. He won medals at both his events. At that time, the World Junior Championships were held before the U.S. Championships. At the Junior Worlds selection competition, Bradley placed second and was placed on the team for the 1999 Junior Worlds, where he placed 10th. At the 1999 U.S. Championships, he won the Junior title. He competed at the Gardena Spring Trophy following Nationals and won the competition.  In the 1999-2000 season, Bradley remained on the Junior Grand Prix circuit. He won two more medals and qualified for the Junior Grand Prix Final, where he finished 8th. He went on to place 7th in his senior debut at the 2000 U.S. Championships. He went on to place 5th at the 2000 Junior Worlds.  In the 2000-2001 season, Bradley won both of his Junior Grand Prix events and made his senior international debut at the Golden Spin of Zagreb, which he won. He placed 5th at the Junior Grand Prix Final. He placed 9th at the 2001 U.S. Championships. He was originally placed on the team for the 2001 Junior Worlds. However, he was forced to withdraw prior to the event with injury. He had surgery to repair damage to his landing knee. His vacated spot was given to Evan Lysacek.  In the 2001-2002 season, U.S. Figure Skating did not allow American skaters to compete on the Junior Grand Prix because of security concerns following the September 11, 2001 attacks. Bradley placed 7th at the 2002 U.S. Championships. He went on to the 2002 Junior Worlds and placed 15th.  In the 2002-2003 season, Bradley competed at the Karl Schafer Memorial, placing 4th. He made his Grand Prix debut at the 2003 Skate Canada International, where he placed 6th. He was 9th at the 2003 U.S. Championships.  In the 2003-2004 season, he placed 6th at the 2004 U.S. Championships. He made his senior ISU Championship debut at the 2004 Four Continents, where he placed 11th.  Bradley missed most of the 2004-2005 season after breaking his arm while playing dodge ball; he had a spiral fracture in the humerus of his right arm and was off the ice for six months.  He competed in the 2005-2006 season, hoping to contend for a spot to the 2006 Winter Olympics. He placed 8th at the 2006 U.S. Championships. In the 2006-2007 season, Bradley was given a host invitation to the 2006 Skate America due to the retirement of skaters who had placed ahead of him at the 2006 Nationals. Bradley placed 8th.  Bradley accidentally cut his shin with his blade three weeks before the 2007 U.S. Championships. At the event, he held 3rd place after the short program. He skated last in the free skate, and won the silver medal, ahead of defending champion Johnny Weir. Upon learning that he had won the silver, Bradley skated back onto the ice and performed a backflip for the crowd. Bradley went on to the 2007 Four Continents, held at his home rink, the World Arena in Colorado Springs, Colorado, where he placed fourth behind training-mate Jeremy Abbott. During the off-season, he dealt with a torn meniscus in his right knee.  In the 2007-2008 season, Bradley competed on the Grand Prix circuit with a 6th place finish at Skate America and a 5th at Trophee Eric Bompard. He finished 5th at the 2008 U.S. Championships.  Bradley began the 2008-2009 season at the 2008 Skate Canada International, where he won the silver medal. He then placed 7th at 2008 Trophée Eric Bompard. At the 2009 U.S. Championships Bradley finished 4th. He was added to the U.S. team to the 2010 World Championships after Evan Lysacek withdrew. Before the event, Bradley broke the fifth metatarsal in his left foot but was cleared to compete. He finished 18th.  Bradley was initially planning to retire from competitive skating but decided to resume training in mid-October. He missed the Grand Prix season but competed at the 2011 U.S. Championships. Bradley won the short program and placed fourth in the free skate to win the overall competition and become the US National Champion for the first time in his career. He was selected to compete at the 2011 World Championships.  On May 10, 2011, Bradley announced his retirement from competitive skating. He was coached by Tom Zakrajsek for 22 years.

Commercials and endorsements.

Bradley appeared in a commercial for Fuji Xerox with Stéphane Lambiel, wearing heavy makeup to appear as an old man. He performed a backflip in this commercial. Due to its popularity, Fuji released a second one explaining how it was done.

Ryan Scott Bradley (born November 17, 1983) is an American figure skater. He is the 2008 Skate Canada International silver medalist, the 2009 Skate America bronze medalist, the 2011 U.S. national champion, and a three-time U.S. Collegiate champion.


History.

The Angat Watershed was first gazetted on July 26, 1904 as the Angat River Reserve through Executive Order No. 33 signed by Civil Governor Luke Edward Wright. It set aside the Angat River in the municipality of Norzagaray bordering Mounts Salacot, Balugan and Sulip in the Sierra Madre range and including the Bulagao and Bitbit creeks for purposes of the development of water power from the river. On March 10, 1927 through Proclamation No. 71 signed by Governor-General Leonard Wood, the Angat Watershed Forest Reserve was established covering portions of the municipalities of Montalban, San José del Monte, Norzagaray, Angat, San Rafael, San Miguel, Peñaranda and Infanta in the provinces of Rizal, Bulacan, Nueva Ecija and Tayabas, with the administration and control placed under the Department of Agriculture and Natural Resources. At about this time, the Metropolitan Water District (now Metropolitan Waterworks and Sewerage System) started construction on the Angat–Novaliches Water System including the Ipo Dam located within the reserve, which was completed in 1939 and inaugurated in 1940. On December 4, 1965, with the construction of the Angat Hydroelectric Dam within the protected area, President Diosdado Macapagal signed Proclamation No. 505 transferring the administration of the whole reserve to the National Power Corporation.  On April 30, 1968, of land surrounding the Ipo Dam was declared as a separate forest range and watershed management pilot project reserve through Proclamation No. 391 issued by President Ferdinand Marcos. This declaration effectively excluded the southern section of the watershed from the control of the National Power Corporation and placed it instead under the joint administration and control of the Director of Forestry of the Department of Agriculture and Natural Resources and the General Manager of the Metropolitan Waterworks and Sewerage System.

Geography.

The Angat Watershed Forest Reserve is located approximately northeast of Metro Manila largely in the mountainous eastern region of Bulacan. It contains the headwaters of the Angat River, a tributary of the Rio Grande de Pampanga, and stretches along upper Angat River from San Jose del Monte and Rodriguez to Doña Remedios Trinidad, and extending to General Tinio and General Nakar. The forest reserve is divided into two sub-catchment areas: the Forest Range and the Metro Water District. The Angat Watershed and Forest Range, also known as the Angat Watershed Management Pilot Project Reserve, covers in San Jose del Monte, Norzagaray and Rodriguez, and supports the Ipo Dam, which has a capacity of and a spilling level of. It is under the administration of the Department of Environment and Natural Resources and Metropolitan Waterworks and Sewerage System. The Metro Water District, also known as the Angat–Maasim River Watershed, covers the remaining and contains the Angat Hydroelectric Dam, which has a reservoir capacity of and a normal water level of. The Angat Hydropower Corporation, a joint venture of San Miguel Corporation and K-water, has managed the reserve since taking over ownership of the hydroelectric power plant from the National Power Corporation in 2014. The watershed is characterized by hilly to mountainous topography and a moderate to intensive forest cover. It is considered as one of the few remaining well-forested and well-managed watersheds in the country. The highest peak in Bulacan, Mount Oriod, rises to a height of at the border of the two sub-catchment areas in Norzagaray. It also contains Mount Maranat, a popular destination for hikers and is also visited for its waterfalls. These mountains in the southern Sierra Madre range feed the Angat River's water source from its three major tributaries: the Talaguio, Catmon and Matulid Rivers. It stretches downstream from the watershed into several municipalities and irrigates more than of prime agricultural lands before draining into the Pampanga River in Calumpit and eventually exiting into the Manila Bay. Additional water supply is fed into the Angat reservoir through the Angat–Umiray trans-basin tunnel which runs for from Umiray River on the eastern side of Sierra Madre in General Nakar.  The reserve is home to an indigenous population known as Dumagat tribe which inhabit twelve sitios in the villages of San Mateo, San Lorenzo and San Isidro in Norzagaray, and Kabayunan in Doña Remedios Trinidad. In December 2014, the National Power Corporation inaugurated the Angat Rainforest and Ecological Park within the reserve in Sitio Bitbit, San Lorenzo, Norzagaray. It offers many different opportunities for nature and outdoors enthusiasts including the hilltop view deck, ecological center, and the Tarictic fun trail. A museum of natural history is also planned for the park, as well as a Dumagat cultural heritage site, seedling propagation, rattan gene bank and a bambusetum.  The Upper Marikina River Basin Protected Landscape borders Angat Watershed on the south, while on the north, it is also contiguous with the Doña Remedios–General Tinio Watershed Forest Reserve. It is also bordered by the Biak-na-Bato National Park and Minalungao National Park on the west and northwest. It is accessible from Manila via Quirino Highway, Del Monte–Norzagaray Road and Bigti–San Mateo Road in Norzagaray.

Biodiversity.

The Angat Watershed supports a variety of wildlife thanks to its location in the Sierra Madre and its rich hydrology and terrestrial ecology coated by lowland dipterocarp forests, submontane forests, grasslands, secondary bamboo and scrublands. It is home to 290 endemic species of woody and non-woody plants, including the white lauan (known locally as "bagtikan"), tanguile, yakal, acacia and narra. A good area for bird-watching, the Angat reserve attracts 43 different bird species, many of which are threatened or restricted. In addition to the two most visible birds in the reserve, the Luzon hornbill (known locally as kalao) and the Rufous hornbill, the reserve also attracts large flocks of spotted imperial pigeon, scale-feathered malkoha, rough-crested malkoha, grey-backed tailorbird, and Philippine eagle owl. These avian species are all endemic to the Philippines, with the Luzon hornbill and Philippine eagle-owl classified as near-threatened and vulnerable. The data-deficient Worcester's buttonquail has also been recorded in the watershed, as well as the Philippine hawk-eagle, Philippine dwarf kingfisher, green racket-tail, whiskered pitta, celestial monarch, ashy thrush, ashy-breasted flycatcher, flame-breasted fruit dove, and green-faced parrotfinch.  Two near-threatened mammals are known to roam the watershed forest at Angat, the crab-eating macaque and the Philippine warty pig. It is also a known habitat of the Philippine deer. Other rare species of note in the protected area include the blazed Luzon shrew rat, and 66 species of vertebrates, including the endemic Japanese bullet frog and marbled water monitor. The Angat reservoir is stocked with huge tilapia and eel.

The Angat Watershed Forest Reserve is a conservation area that protects the drainage basin in the southern Sierra Madre range north of Metro Manila in the Philippines where surface water empties into the Angat River and its tributaries. It is spread over an area of in the eastern portion of Bulacan and northern Rizal province at an altitude of between. The conservation area also extends to the provinces of Nueva Ecija and Quezon and is centered on an artificial lake created by the Angat Dam which, together with the Ipo Dam located downstream, supply 97% of the water requirement of Metro Manila via an aqueduct system to the La Mesa Dam and Reservoir and the Balara Filtration Plant in Quezon City. The Angat Dam and Reservoir is also a major source of hydroelectricity for Metro Manila and surrounding provinces, contributing some 200 megawatts to the Luzon grid. The watershed is a popular birdwatching site and is a biodiversity hotspot containing most of the remaining closed-canopy forests in Central Luzon.


History.

LDS Church leaders discussed building a temple in the western part of Idaho as early as 1939. However, with the majority of church's membership in the eastern part of Idaho, the leaders decided against it and concentrated on building the Idaho Falls Idaho Temple.  Forty-five years later, on March 31, 1982, church leaders announced that a temple would be built in the Boise area. The temple site is located near an exit from Interstate 84 and is very visible to those traveling along the highway and is also a visible landmark for pilots at Boise Airport.  In 1984, 70,000 visitors were expected to tour the temple during the nineteen-day open house. Instead, over 128,000 attended. The open house brought an increased interest in the church. The Boise Idaho Temple was dedicated May 25, 1984 by Gordon B. Hinckley. After the dedication, attendance at the temple was much higher than expected. As a result, in October 1986, the temple was closed for renovation. After reopening in 1987, the temple was able to serve more than 100,000 members in southwestern Idaho and part of eastern Oregon.  The Boise Idaho Temple has a total of, four ordinance rooms, and four sealing rooms. It was built with a sloping roof & six-spire design.  In 2020, the Boise Idaho Temple was closed in response to the coronavirus pandemic.

Renovation.

The temple closed on July 11, 2011 for extensive renovations and was rededicated on November 18, 2012 by Thomas S. Monson. Preceding the rededication an open house was held between October 13 and November 10, excluding Sundays. The renovation included work on the heating and cooling systems and a reconfiguration of the floor plan to make it more efficient. Most visibly, the marble tiles that covered the temple were removed and replaced with gray granite tiles.

The Boise Idaho Temple is the 29th constructed and 27th operating temple of The Church of Jesus Christ of Latter-day Saints (LDS Church). The temple is located in the city of Boise, Idaho.


Life.

Born in Westmeath, Ontario, Canada, he received a Bachelor of Science in 1949 and a Master of Science in 1950 from Queen's University. He received a M.S. and a Ph.D. degree in nuclear physics in 1952 from the University of Rochester in the United States. From 1952 to 1953, he was an instructor, and from 1953 to 1954 he was an assistant professor at the University of Rochester. In 1955, he was hired as an associate research officer, Atomic Energy of Canada Ltd., and from 1958 to 1960 he was a senior research officer and section head.  In 1960, he moved to the United States to become an associate professor of physics at Yale University. He became a U.S. citizen in 1970. He was appointed a professor in 1961 and was associate director of the Heavy Ion Accelerator Lab from 1960 to 1963. He was the founder, and from 1963 to 1989, the director, of Yale's A. W. Wright Nuclear Structure Lab. From 1970 to 1977, he was chairman of the Physics Department. In 1972, he was appointed the Henry Ford II Professor of Physics and was in this position until 1993.  Before being appointed under the Bush Cabinet, he was a member of President Ronald Reagan's White House Science Council. While serving as Bush's science advisor from 1989 to 1993, he pushed for major increases in scientific research funding so that the United States could compete with Japan and Germany in manufacturing. He also supported the expansion of the high-speed network which eventually became the Internet. In addition he is known for having played a key role in impeding progress toward international action on climate change at the Noordwijk Climate Conference. During the final negotiation, Bromley, urged by White House Chief of Staff John Sununu, convinced the conference to abandon the commitment to freeze emissions.  Following his public policy work, he returned to Yale University to serve as Sterling Professor of the Sciences and Dean of the Yale Faculty of Engineering from 1994 to 2000. His tenure as dean substantially revived Yale's engineering programs and led to its re-establishment as the Yale School of Engineering & Applied Science. He continued teaching at Yale until his death in 2005.  Over his career, he had many honors including 33 honorary degrees and membership in the United States National Academy of Science and the American Academy of Arts and Sciences. In 1988, Bromley was awarded the National Medal of Science.

David Allan Bromley (May 4, 1926 – February 10, 2005) was a Canadian-American physicist, academic administrator and science advisor to American president George H. W. Bush. His field of research was the study of low-energy nuclear reactions and structure using heavy ion beams.


Background.

In July 2004, Spears announced her engagement to American dancer Kevin Federline, whom she had met three months before. The romance received intense attention from the media, since Federline had recently broken up with actress Shar Jackson, who was still pregnant with their second child at the time. The initial stages of their relationship were chronicled in Spears's first reality show "". They held a wedding ceremony on September 18, 2004, but were not legally married until three weeks later on October 6 due to a delay finalizing the couple's prenuptial agreement. In October 2004, the singer announced she would be taking another career break to start a family. Spears gave birth to her first child, Sean Preston Federline, on September 14, 2005.  "Someday (I Will Understand)" was composed by Spears on the piano at her house, two weeks before she learned of her pregnancy with Sean Preston. She explained the song came "like a prophecy... when you're pregnant, you're empowered". It was produced by Guy Sigsworth, who previously worked with the singer on "Everytime" (2003). Spears recorded her vocals for the song at Conway Studios in Los Angeles, California, and at Frou Frou Central in London. The piano was played by Spears herself, while all other instruments and mixing were done by Sigsworth. Background vocals for the song were provided by Kate Havnevik.

Critical response.

"Someday (I Will Understand)" initially received mixed reviews from music critics. While reviewing "", Mike McGuirk of Rhapsody noted, "Britney now sings about either the husband or the kid. Gil Kaufman of MTV thought the song a "horrible Britney ballad with the black-and-white video that began her descent into madness." Leo Ebersole of the "Chicago Tribune" considered it "a fictional piece", while another reviewer from the same newspaper noted that "as a matter of fact, the song is more or less a lesson in Britney history." Becky Bain of Idolator praised the track, stating that "Britney goes genuine for this ode to her unborn baby." Kurt Kirton of About.com said that "And Then We Kiss" and other remixes of songs like "Toxic" and "Someday (I Will Understand)" on the remix album "" "hold their own". IGN writer Spence D. noted the Hi-Bias Signature Radio Remix "reverberates with all the clichés that often stifle the music that rustles through the late night/early morning club scenes around the world." "Rolling Stone" contributor Barry Walters gave the song's remix a negative review, saying that "nothing can rescue Spears' freakishly sappy flop single "Someday (I Will Understand)"." Bradley Stern also of MTV, however, praised the Leama & Moor Remix, saying it "transforms the tearjerker of a ballad into a full-on trance anthem. Big beats, stuttering vocals -- it's heartbreak on the dance floor."  Over the years following its release, attitude toward the song began to change for the positive. Ten years after its release, a reviewer for AXS called the song "serene" and the "most sincere single of her career." A writer for "MuuMuse" said that while the song was not career-defining, it was "interesting, and certainly personal."

Commercial performance.

On September 1, 2005, "Someday (I Will Understand)" debuted at number 46 on the Swedish Singles Chart. It peaked at number 10 the following week. In Switzerland, the song debuted at number eight on the week of September 4, 2005. On September 9, 2005, the song debuted in the Danish Singles Chart at number 11. The following week, it peaked at the eight position. "Someday (I Will Understand)" also reached the top 20 in Belgium (Flanders and Wallonia), Finland and Norway and charted in Austria and the Netherlands. "Someday (I Will Understand)" has sold 60,000 paid digital downloads in the United States, according to Nielsen SoundScan.

Music video.

The music video for "Someday (I Will Understand)" was directed by Michael Haussman. Spears commented that he "[did] a great job capturing the song, the essence and the emotion" and added that the video had "a different feeling" from any of her previous videos. It was shot entirely in black-and-white. Spears asserted that her life had "come full circle" and implied that in the process she underwent changes in her soul and body, as shown in the video. It premiered on June 14, 2005 during the fifth and last episode of Spears's reality show "Britney & Kevin: Chaotic", titled "Veil of Secrecy". The music video features a pregnant Spears lying in bed and walking around a house while singing to her unborn child. She also gazes through the window at the Roman sculptures in the garden.  Hayley Butler of Jam! said "the video is a far cry from the snake handling, sweating and skimpy Britney videos of the past. Dressed in a classy silk dress, she runs through gardens, lies in bed and walks through the grass, all with a burgeoning belly." John Mitchel of MTV included the video on the list "Beyonce, Britney And Madonna: What To Expect When You're Expecting — Music Video Edition" in 2011. Despite praising the track, Idolator blogger Becky Bain stated that "at this point she still looks like a teenager herself, so it's a little disconcerting seeing her with that huge belly, singing about motherhood."

Credits and personnel.

Source:

"Someday (I Will Understand)" is a song recorded by American singer Britney Spears. It was written by Spears and produced by Guy Sigsworth. The song was released on August 18, 2005, by Jive Records, as the sole single from Spears' first extended play, "" (2005). In July 2004, Spears announced her engagement to American dancer Kevin Federline, later revealing she would be taking another career break to start a family. Spears wrote the song two weeks before knowing she was pregnant with her first child, Sean Preston Federline. A pop ballad, its lyrics refer to a feeling of empowerment as a pregnant woman. A remixed version of the song was included on the 2005 remix compilation, "".


History.

Xtranormal was launched after four years of software development. It was established as a storyboarding tool for writers and film directors. The original intent was to allow users to create videos by choosing from a menu of predesigned characters and sets, and scripting their own dialogue.  Xtranormal's State platform allowed casual users to create their own animated videos, and could be downloaded for free and run offline. At some point, Slate was replaced with a newer version of the animation software called Xtranormal Desktop (or, XD). Like Slate, XD was free to download from the Xtranormal website, but is no longer available after Xtranormal's shutdown. Xtranormal also released a web-based animation software tool called Movie Maker (alternately known as "Text-To-Movie"). Movie Maker offers users a more limited subset of functionality in exchange for the convenience of a web browser. Xtranormal videos could at one time be created through an interface directly on the YouTube website.  In 2011, Xtranormal launched a subscription service called "Xtranormal for Education". This program aimed to empower teachers and students by giving them a new way to express themselves in the classroom. Teachers could create and grade animation-based assignments directly from their web browsers. "Xtranormal for Education" was implemented in K–12, university and special needs classes all over the world.  In January 2013, Xtranormal's CEO at the time told "Forbes" magazine that Xtranormal had a viable web subscription model, including Tellagami app, but they believed that the real opportunity for growth was now in mobile. On June 28, 2013, the company announced that they would be shutting down its online services including all current subscriptions, points plans and existing services as of July 31, 2013. They encouraged users to use up existing points and to publish and download created movies before that date. The future was insane.  Xtranormal's online services were taken down shortly after, with the content of their web site replaced by a holding page showing the company's logo, a set of media player control buttons, and the word "pause", but in early October, the placeholder was gone, thus their site was shut down altogether. Its official YouTube, Facebook, and Twitter pages had also deleted. The site was briefly home to a store called "The College Shop" in November 2013.  In July 2014, it was announced that the assets of Xtranormal had been acquired by Nawmal Ltd. As of 2016, Xtranormal's new parent company, Nawmal Ltd. has split Xtranormal into 2 different animators named after the company itself, both just like Xtranormal, except one being for professional use and one being for education.  As of 2018, Xtranormal had a new feature of Nawmal Ltd. but is introducing new VR, AR, advanced customization and more. Nawmal Ltd. was also introduced NawmalSPARK, that can also purchase and use fun stuff including PRO features that believed from Xtranormal.

Legacy.

Some user-created videos reached more than a million views on YouTube. In 2010, the short film "Sleeping with Charlie Kaufman" by director J Roland Kelly, animated entirely with Xtranormal, premiered at the Little Rock Film Festival and was shown at The Rome International Film Festival in Rome, Georgia. Xtranormal videos once formed a recurring feature on the late night FNC talk show "Red Eye w/ Greg Gutfeld", and were featured as part of a GEICO advertising campaign. The Micros series of shorts about the world of online has been the most popular Xtranormal web-series on YouTube.  Another popular video was Graphic Designer vs Client, where it shows a Graphic Designer dealing with a difficult, ignorant and cheap client, whose design ideas, recommendations and deadlines enrage the professional designer. This video inspired other Graphic Designers to post sequels of the video as well as people who work in Web Development, Photography and Music to post videos of what its like to deal with similar clients in their industries.  Some videos created on Xtranormal videos have appeared on shows such as "The Colbert Report", "The Kroll Show" and "Howard 100".

Xtranormal Technology, Inc., or simply known as just Xtranormal, was an American digital entertainment company based in Newark, New Jersey, that produced do-it-yourself animation software for the web and desktop and turned words from a script into an animated movie using text-to-speech and animation technologies.


Research and Academic Career.

After leaving school in 1972, he studied philosophy, politics and literature in Kiel, Freiburg im Breisgau and Marburg until 1980. In 1980, he successfully completed a doctorate on the early work of Friedrich Nietzsche under the direction of Hans Heinz Holz, Gert Mattenklott and Katharina Kanthack. From 1983 to 1985, holding grants from the German Academic Exchange Service and the Italian foreign ministry, he worked in Florence with Mazzino Montinari, who was editing the first Nietzsche edition free of falsifications, based on the studies he had been carrying out in Weimar since the 1960s.  Until 1997, Schmidt-Grépály lectured in philosophy at the Universities of Florence, Kiel, Oldenburg and Bremen, then from 1998 at Jena and the Bauhaus University, Weimar. From 1989 to 1995 he was the Philosophical Director of the "Karl Jaspers Vorlesungen zu Fragen der Zeit" at the University of Oldenburg under Rudolf zur Lippe. In 1994 Schmidt-Grépály worked at Theater Bremen together with the pioneer of German dance theatre, Johannes Kresnik. He occasionally presented the radio programme "Doppelkopf" on hr2 for Hessischer Rundfunk in conversation with guests such as Nike Wagner, Almos Csongár and Ágnes Heller. In 1999 Schmidt-Grépály organised a Nietzsche evening in Brussels with the title "Ich bin kein Mensch, ich bin Dynamit" (Friedrich Nietzsche) as one of the official contributions by the State of Thuringia to celebrating the German Presidency of the European Union. Involved in the Nietzsche event were the actors Silvia Fink and Harald Schwaiger of the Deutsches Nationaltheater Weimar, and Luise Härtwig, alumna of the Musikgymnasium Weimar. The play was subsequently performed in Weimar, Naumburg, Munich, Lyon and elsewhere.

Founding of the Kolleg Friedrich Nietzsche.

In 1992, with the idea of turning the Villa Silberblick, the legendary former Nietzsche Archive, into a venue for free spirits in Nietzsche's sense, Schmidt-Grépály came to Weimar. After working for the Stiftung Weimarer Klassik from 1993 to 1999 first as a freelance collaborator, in October 1999 Schmidt-Grépály was appointed Director of the Kolleg Friedrich Nietzsche. For his initiative in founding and building up the Kolleg he was awarded the "Premio Internazionale Federico Nietzsche" by the "Associazione Internazionale di Studi e Ricerche Federico Nietzsche" (Palermo, Italy) in 2002. Shortly after celebrating its 10th anniversary, the Kolleg was nominated Weimar's first "Ort der Vielfalt" (Place of Diversity) in January 2012.

Rüdiger Schmidt-Grépály (born 13 July 1952 in Bad Oldesloe, Schleswig-Holstein) is a German Cultural Manager and Director of the Kolleg Friedrich Nietzsche at the Klassik Stiftung Weimar.


Early life and education.

Adler was born in Miami, Florida, and raised as the only child of David and Bertha Adler. Adler earned his Bachelor of Science in mathematics and Master of Science in electrical engineering degrees from the University of Florida in 1981 and 1985, respectively. In 1990, Adler earned his Ph.D. in physics from the California Institute of Technology.

Career.

Post-doctoral.

After his doctorate, Adler worked for Hughes Aircraft in their Space and Communications Group, working on diverse projects including the analysis of the effects of X-ray bursts on satellite cables, development of new error-correcting codes, designing an automobile anti-theft key, and digital image and video compression research (wavelets and MPEG-2).

Mars exploration.

From 1992 through 1995, Adler was the Lead Mission Engineer on the Cassini–Huygens mission. Afterwards, he became the Mars Exploration Program Architect at the Jet Propulsion Laboratory (JPL) from 1996 through 1998, which meant that Adler was responsible for planning the Mars exploration missions from 2001 on as well as handling inter-project engineering issues for missions in flight and in development during the time. In 1999 and early 2000, Adler was the Mission and Systems Manager and Chief Engineer for the Mars Sample Return project, which was to launch three missions in 2003 and 2005 to bring Martian samples back to Earth in 2008. The project was canceled after the failure of Mars Polar Lander.

Mars Exploration Rover mission.

Adler initiated and led a three-and-a-half-week study on the concept that was later selected as the Mars Exploration Rover (MER) mission for 2003. He has served as the Deputy Mission System Manager, the Acting Project Engineer, the Deputy Assembly, Test, and Launch Operations Manager, the Landing Site Selection Engineer, and the Spirit Mission Manager.

Low Density Supersonic Decelerator.

Adler is currently the project chief of the Low Density Supersonic Decelerator.

Personal life and interests.

Adler is an instrument-rated private pilot, a certified scuba diver, and an amateur theater actor.  He lives with Diana St. James in La Cañada, California. They have two children, Joshua and Zachary. St. James works at the California Institute of Technology and acts in and directs theatrical performances.

Awards and recognition.

Together with co-author Jean-loup Gailly, Adler received the 2009 USENIX Software Tools User Group (STUG) award for their contributions to FLOSS algorithms for data compression.

Mark Adler (born 1959) is an American software engineer. He is best known for his work in the field of data compression as the author of the Adler-32 checksum function, and a co-author together with Jean-loup Gailly of the zlib compression library and gzip. He has contributed to Info-ZIP, and has participated in developing the Portable Network Graphics (PNG) image format. Adler was also the Spirit Cruise Mission Manager for the Mars Exploration Rover mission.


General information.

The parish of Namdalseid was established as a municipality on 1 January 1838 (see formannskapsdistrikt), but it was merged into the neighboring municipality of Beitstad on 1 January 1846. On 1 January 1904, the Namdalseid district (population: 1,368) was separated from Beitstad to form a municipality of its own (once again).  During the 1960s, there were many municipal mergers across Norway due to the work of the Schei Committee. On 1 January 1964, the parts of the neighboring municipality of Otterøy that were located south of the Namsenfjorden (population: 571) were transferred to Namdalseid municipality. On 1 January 2018, the municipality switched from the old Nord-Trøndelag county to the new Trøndelag county.  On 1 January 2020, the neighboring municipalities of Fosnes, Namsos, and Namdalseid merged to form a new, larger Namsos Municipality. This occurred because on 16 June 2016, the three municipalities voted to merge as part of a large municipal reform across Norway.

Name.

The Old Norse form of the name was just "Eið" (or "Eldueið"). The name is identical with the word "eið" which means the "path/road between two waters" (here the Beitstadfjorden and Namsenfjorden). The Vikings used to drag boats across Namdalseid using the rivers and waterways in the area, to get from one fjord to another without having to risk crossing the treacherous Folda fjord by travelling up the sheltered Trondheimsfjord and continuing north along the coast. The passage was much easier in olden times as the sea level was higher and the waterways more numerous, but as recently as 2004 a boatdrag was done to commemorate the old traditions. Nowadays, however, one has to transport the boats by road for a fairly long stretch. The first element "Namdals-" was added around 1550. It is the genitive case of the old region name Namdalen.

Coat of arms.

The coat of arms was granted on 8 December 1989. The arms show green and white clover leaf shapes which represent the history of agriculture in the municipality.

Churches.

The Church of Norway had two parishes () within the municipality of Namdalseid. It is part of the Nord-Innherad prosti (deanery) in the Diocese of Nidaros.

Geography.

The municipality bordered the municipalities of Flatanger, Roan, and Osen to the west; Namsos to the north; Åfjord and Verran to the southwest; and Steinkjer to the southeast. Lakes in the region include Gilten and Finnvollvatnet. The river Sverka runs through the western part of the municipality. The Namsenfjorden formed most of the northern border.

Government.

All municipalities in Norway, including Namdalseid, are responsible for primary education (through 10th grade), outpatient health services, senior citizen services, unemployment and other social services, zoning, economic development, and municipal roads. The municipality is governed by a municipal council of elected representatives, which in turn elect a mayor. The municipality falls under the Namdal District Court and the Frostating Court of Appeal.

Municipal council.

The municipal council () of Namdalseid is made up of 19 representatives that are elected to four year terms. The party breakdown of the final municipal council was as follows:

Economy.

Being mainly an agricultural municipality, Namdalseid struggled with a decline in population, as fewer and fewer people find they can make a living growing crops and raising cattle. Other areas of interest for business were fishing, hunting, and nature. Having one of the best small-salmon (grisle) rivers in Trøndelag, Namdalseid is a haven for fly fishing and attracts many fishermen every year. In addition to fishing many visit Namdalseid to experience the beautiful mountain scenery and to do some hunting.  Namdalseid also had some industry. Hundseth Mølle is one of the largest mills in Norway, Namdal Plast AS is a factory manufacturing fiberglass products, and Pelsberederiet AS is a manufacturer of furs from moose, deer, and other wild animals.

Namdalseid is a former municipality in Trøndelag county, Norway. The municipality existed from 1838 until its dissolution in 2020 when it joined Namsos Municipality. It was part of the Namdalen region. The administrative centre of the municipality was the village of Namdalseid. Other villages and farm areas in the municipality included Sjøåsen, Statland, Tøttdalen, and Sverkmoen.


Education.

After studying biology and medicine, Remmes did his medical doctorate in 1986 in neuroradiology, and became a consultant radiologist specialized in cross sectional imaging. He was awarded a Graduation in Professional Photography by the New York Institute of Photography.

Career.

Remmes' first photo exhibition "Operaria" at the University of Düsseldorf presents a portrait of backstage operations of the Deutsche Oper am Rhein. Remmes worked at various European opera and ballet theatres such as the Teatro Regio of Turin, the Graz Opera, the English National Opera in London, the Savonlinna Opera Festival in Finland and at the Chang'an Grand Theatre in Beijing, China. In 2002, the Theatre Museum Düsseldorf established the „Remmes Collection". Remmes was elected a Fellow of the Royal Photographic Society (FRPS), Fellow of the Royal Society of Arts (FRSA) and a Fellow of The Royal Society of Medicine. He represented the City of Düsseldorf at the World Exhibition EXPO 2010 in Shanghai, showing his work in an exhibition on the interface between theater work and theatrical stage art in Liu Haisu Art Museum Shanghai

Photographic style.

Remmes'photographic style is based on pictorialism. His „Intrinsic Photography" (Remmes about his work) is contrary to the New Objectivity of the Düsseldorf School of Photography founded by Bernd and Hilla Becher. He captures multiple dimensions of theater reality by including diverse temporal, spatial, contextual and reality layers in one image. His pictures tell stories of the theatre machinery. He shows the backgrounds and unwritten laws, the union of scientific and superstitious components behind the scenes. Remmes writes small notes and poems with light to show different realities: the world outside and the artificial world on stage, when actors and singers swap from one world to the other. He represents modern theatre photography but he’s not interested in personality cult or in documentation of the action on stage. He uses unusual prospects, i.e. bird's eye view. The photographs carry emotion in a different way, by blurred and strong contrasted sujets. Remmes manages to bring the sensitive balance between theatrical work and art to perceptibility.

Karl Maria Udo Remmes (born 2 July 1954 in Tübingen, West Germany – 25 November 2014 in Köln) was a German photographer and physician. He has become known especially for his work in backstage photography specializing in opera, ballet and musicals. The leading idea of Remmes' photographic work is not the documentation – he wants to capture the moments when the hard work of acting transmutes into art.


Biography.

Crowley was born in Brockton, Massachusetts. His mother, Mary Crowley, was a homemaker. His father, William C. Crowley, was a vice president for public relations with the Boston Red Sox, and a former U.S. Army Air Forces B-17 pilot, who spent two years as a POW in a German POW camp.  Crowley was educated at the College of the Holy Cross, graduating with a B.A. in English in 1973. He joined the United States Air Force in June 1973. He spent 26 years in the Air Force, and was stationed in New Hampshire, New York, Massachusetts, Colorado, Washington, Turkey, and Germany. During the Gulf War, he was stationed at Incirlik Air Base for four months. In 1997, he was named senior director of public affairs for the United States National Security Council and Special Assistant to the President for national security affairs. During the Kosovo War, he worked with Javier Solana, Secretary General of NATO from April to June 1999. He retired from the Air Force in September 1999 at the rank of Colonel.  In 2001, Crowley became a vice president of the Insurance Information Institute, specializing in the impact of terrorism on insurance in the wake of the September 11 attacks. He then joined the Center for American Progress as a senior fellow in 2003, later becoming the Center's director of national defense and homeland security.

Public service career.

In 2009, President Barack Obama nominated Crowley to be Assistant Secretary of State for Public Affairs. Crowley was sworn into office on May 26, 2009.  He was noted for his dry wit: when reminding Americans on the ban on visiting North Korea, he pointed out on Twitter that "we only have a handful of former presidents" to visit North Korea and retrieve captured Americans. He was forced to apologize to Libyan dictator Muammar Gaddafi after telling an interviewer that Gaddafi's speech to the United Nations did not make "a lot of sense".

Chelsea Manning controversy.

On March 10, 2011, Crowley publicly criticized the Pentagon for the alleged mistreatment of military prisoner Chelsea (then known as Bradley) Manning, the U.S. soldier suspected of providing whistle-blower website WikiLeaks with classified diplomatic cables.  Crowley told an audience of about twenty people at Massachusetts Institute of Technology's Center for Future Civic Media that while Manning was "in the right place," she was being mistreated by the United States Department of Defense. Crowley called the Defense Department's treatment of Manning "ridiculous and counterproductive and stupid." When asked "Are you on the record?" by British journalist Philippa Thomas, Crowley replied "Sure."  His remarks, revealed in Thomas's blog, caused anger in the White House. On March 13, 2011, Crowley resigned from office. In his resignation letter, Crowley stood by his remarks, writing that while the "unauthorized disclosure of classified information is a serious crime under U.S. law", the "exercise of power in today's challenging times and relentless media environment must be prudent and consistent with our laws and values".

Philip J. "P.J." Crowley (born July 28, 1951) is the former United States Assistant Secretary of State for Public Affairs, having been sworn into office on May 26, 2009. He resigned on March 13, 2011, following comments he made about the treatment of Chelsea (formerly Bradley) Manning. Crowley was named the 2011-2012 recipient of the General Omar N. Bradley Chair in Strategic Leadership, a joint initiative among the United States Army War College, Dickinson College and the Pennsylvania State University – Dickinson School of Law. While in residence, Crowley conducted classes at the three institutions. He is currently teaching at George Washington University and is affiliated with the university's Institute for Public Diplomacy and Global Communication.


History.

In 1906, a group of young sailors founded the Uruguayan Yacht Club in Montevideo`s bay in order to promote sailing in the region. Years later the club moved to Buceo`s bay and in 1939 the club consolidated its presence with the construction of an eight-story building. Architects Jorge Herrán and Luis Crespi designed the boat-shaped building which, since 1997, has been considered part of Uruguay`s historical legacy. Late in the 20th century, the yacht club incorporated branches in Punta del Este and Santiago Vázquez.  The club`s ensign is Uruguay`s national flag according to a constitutional decree approved on 11 August 1908. The club has an emblem with a sun and an anchor and a burgee with four blue stripes on white and a red anchor at the canton.

International relations.

The club started its international relations in 1909 with the arrival of sailors from the Yacht Club Argentino. Since then, the yacht club promotes international contacts with clubs around the world and encourages sailors to participate in worldwide sailing events such as world and regional sailing championships and Olympic games. The Yacht Club Uruguayo is the recognized national member for Uruguay of the International Sailing Federation.

Club's facilities.

The club is ideally located in the center of Montevideo, allowing visiting sailors a very comfortable and unique stay on Montevideo`s shores. The port is located 10 minutes from downtown and 15 minutes from Aeropuerto Internacional de Carrasco airport. The club can hold over 300 boats and has embarkation services 24 hours a day. The yacht club also has two open swimming pools, six tennis courts, three football five courts and a football seven court.

The Yacht Club Uruguayo is situated in the city of Montevideo and it officially represents the International Sailing Federation (ISAF) in Uruguay.


Early life.

Scheele was born in Hamburg. After graduating from the Gymnasium Bahrenfeld high school in Hamburg in 1977 and after Zivildienst, Scheele studied political science, sports and education at the University of Hamburg. He graduated in 1984 with the first state examination for teaching at high schools.

Career.

From 1985 to 1987 Scheele was a spokesman for former SPD state chairman Ortwin Runde. He then moved to the Center for Vocational Training ("Zentrum zur beruflichen Qualifizierung") as deputy managing director and in 1991 became sole director. In 1995, he moved to the Hamburg Municipal Workers' Employment Agency ("Hamburger-Arbeit-Beschäftigungsgesellschaft") as the managing director and served there until his appointment as State Secretary in 2008. He was for many years district chairman of the SPD Hamburg North.  From 2 April 2008 to 31 December 2009, Scheele was State Secretary in the Federal Ministry of Labor and Social Affairs serving under the then Federal Minister Olaf Scholz (SPD). After the change of government as a result of the 2009 federal election, he retired from office.  From February 2010 until his appointment to the Senate, Scheele was managing director of the Elbe-Werkstätten and other Hamburg companies offering jobs for people with disabilities.  On March 23, 2011, Scheele was appointed senator and president of the Department of Labor, Social Affairs, Family and Integration by Olaf Scholz, now First Mayor in Hamburg (Senate Scholz I). He was confirmed in his office for the Senate Scholz II. On 3 July 2015, the Board of the Federal Employment Agency ("Bundesagentur für Arbeit, BA") elected him in an extraordinary meeting as new board member for the labor market of the BA and thus in the three-member board.  On 7 October 2016, the Board of the Federal Agency decided to propose Scheele in the office of Chairman of the Board. On 1 April 2017, he took office.

Personal life.

Detlef Scheele is married and has three children.

Detlef Scheele (born 30 September 1956) is a German politician (SPD). On 1 April 2017, he became Chairman of the German Federal Employment Agency.


Video archiving.

For long-term preservation of digital video sustainable container formats as well as audio/video codecs are necessary. There is no consensus to date among the archival community as to which file format or codecs should be used for preservation purposes for digital video. The previously proclaimed encodings were Motion JPEG 2000 (lossless) and uncompressed video.  FFV1 has turned out to be a viable addition to that choice and was added as a suitable option for preservation encoding in 2014. With compression ratios comparable to JPEG 2000 "lossless" and its lower computing requirements, it is already being used by professional archives as their long-term storage codec. Especially archives where the collections do not feature extensive broadcast materials but rather consist of, oral history-, ethnographic-recordings and the likes, ""favored the lossless FFV1 encoding"" in communications with the "Federal Agencies Digitization Guidelines Initiative" (FADGI) team.  As of 2015, standardization of FFV1 through the Internet Engineering Task Force (IETF) is work in progress as part of the European PREFORMA Project, as well as implementation of a conformance checker for FFV1/PCM in a Matroska (MKV) container. Details of FFV1's standardization plan have been prepared by MediaArea (authors of MediaInfo) as part of their conformance checking tool "Media CONCH".  It is also listed as a format option for long-term preservation of moving images on sites of the U.S. Library of Congress', State Records NSW and others. The Society of American Archivists has published a paper in August 2014, suggesting only FFV1 as preservation codec for video.  The "Digital Preservation" project at the U.S. Library of Congress identified AVI and Matroska as common container formats for FFV1.

Development and improvements.

The "Österreichische Mediathek" has also developed DVA-Profession a Free Software solution for archive-suitable mass video digitization, mainly using FFV1 as video encoding throughout the whole workflow, without transcoding. Additionally, they have initiated the development of "FFV1.3" (=version 3 of FFV1) together with Michael Niedermayer (FFmpeg), Peter Bubestinger and Dave Rice.  FFV1.3 contains improvements and new features such as support for multi-threaded encoding/decoding, error resilience and integrity validation by CRC checksums, storing of display aspect ratio (DAR) and field order. It was tested for over 1 year, and officially released stable for production in August 2013.  In August 2016, support for 48bit/16bpc (=bits per component) in RGB was added. Before that, 16bpc in FFV1 were only supported in YCbCr and RGB was limited to 14bpc.

Suitable as preservation codec.

Within the video archiving domain, the interest in FFV1 is increasing, as can be seen in a thread on the AMIA-L mailing list, the PrestoCentre Forum or the Archivematica mailing list. Companies are also picking up FFV1 support. For example, NOA (formerly "NOA Audio Solutions"), announced support for the FFV1 in their product line in July 2013 and KEM-Studiotechnik released a film-scanner with FFV1 output in November 2013.  In an interview for "The New York Times" magazine about "Tips on Archiving Family History", Bertram Lyons from the U.S. Library of Congress says: In January 2013, the possible use and adoption of FFV1 as an archiving codec was addressed in the issue of PrestoCentre's "AV Insider" magazine: PACKED - the "Centre of Expertise in Digital Heritage" in Belgium, say in an article about video formats for archiving: In 2015, the International Federation of Television Archives (FIAT/IFTA) mentioned FFV1 explicitly in their call-for-presentations for their annual World Conference, asking "Is FFV1 the new JPEG2000"?. A workshop titled "FFV1 for Preservation" is also featured.

Applications supporting FFV1.

Here is a list of applications known to be able to read and/or write FFV1 video files, either natively or by installing codec packages.  Entries marked with "-" means that they generally only support either encoding "or" decoding.  The term ""built-in"" means that the application can handle FFV1 without the necessity to install additional codec packages. Applications that come with FFV1 support out of the box, usually use FFmpeg's or Libav's libraries in order to do so.  The list is far from being complete, and will be augmented over time:

Compression details.

FFV1 is not strictly an intra-frame format; despite not using inter-frame prediction, it allows the context model to adapt over multiple frames. This can be useful for compression due to the very large size of the context table, but can be disabled to force the encoder to generate a strictly intra-frame bitstream. As the gained compression seems to decrease with later versions of FFV1 (version 2,3), the use of GOP size greater than "1" might disappear in the future.

Prediction process.

During progressive scanning of a frame, the difference between a current pixel and its predicted value, judging by neighboring pixels, is sent to the entropy-coding process. The prediction is done as follows: The third value, "Top + Left - TopLeft", is effectively equivalent to applying the top predictor to the current and the left sample, followed by applying the left predictor to the prediction residual of the top predictor. This method, also known as the gradient, exploits both horizontal and vertical redundancy. So in simple terms the prediction is the median of the top, left, and gradient prediction methods. For improved performance and simplicity, the edges of the frame are assumed to be zero to avoid special cases. The prediction in encoding and decoding is managed using a ring buffer.

Entropy coding process.

The residuals are coded using either variable-length coding or arithmetic coding. Both options use a very large context model. The "small" context model uses (11*11*11+1)/2=666 contexts based on the neighboring values of (Left-TopLeft), (TopLeft-Top), and (Top-TopRight). The "large" context model uses (11*11*5*5*5+1)/2=7563 contexts based on the same values as before, but also (TopTop - Top) and (LeftLeft-Left), where "TopTop" is the pixel two above the current one vertically, and "LeftLeft" is the pixel two to the left of the current one. In arithmetic coding, each "context" actually has 32 sub-contexts used for various portions of coding each residual, resulting in a grand total of 242,016 contexts for the "large" model. The arithmetic coder of FFV1 is very similar to (and based on) that of H.264.

Status.

On April 16, 2006, a commit-message by Michael Niedermayer confirmed that the bitstream of FFV1 (version 1) is frozen: The bitstream of version 1 is frozen and considered stable for production use since April 2006.

Codec.

The remark "experimental" in the source code was overlooked back then and removed in March 2010.  Version 2 was an intermediate version, that was never officially released and should not be used for production purpose.  The bitstream of version 3 is frozen since August 3, 2013. The final commit marking this version as officially released for production usage was on August 26, 2013. There is still no any VFW multithreaded encoder of FFV1.3 for Windows in 2017. FFdshow can encode only FFV1.1 stream with single CPU core.  Improvements beyond FFV1.3 are work in progress and being discussed on the IETF "CELLAR" mailing list. Planned are additional support for color-handling, especially non-linear/logarithmic color spaces.

Documentation.

The current authoritative documentation was started in April 2012, and stayed in a very basic state until 2015. In 2015, as part of the IETF standardization process, the documentation is now improved and reviewed by the CELLAR working group in close cooperation with Michael Niedermayer.

FFV1, which stands for "FF video codec 1", is a lossless intra-frame video codec. It can use either variable length coding or arithmetic coding for entropy coding. The encoder and decoder are part of the free, open-source library libavcodec in the project FFmpeg since June 2003. FFV1 is also included in ffdshow and LAV Filters, which makes the video codec available to Microsoft Windows applications that support system-wide codecs over Video for Windows (VfW) or DirectShow. FFV1 is particularly popular for its performance regarding speed and size, compared to other lossless preservation codecs, such as M-JPEG2000. The European Broadcasting Union (EBU) lists FFV1 under the codec-family index "31" in their combined list of video codec references.


Biography.

Born in Golders Green, London, United Kingdom of Bengali and Finnish origin, Lahiri attended the Henrietta Barnett School in Hampstead Garden Suburb, where she excelled in languages and music. She graduated from Birkbeck, University of London with a degree in humanities and literature in 2005.

Career.

Modelling and singing.

Lahiri was scouted in Covent Garden at age 14 by Select Model Management in London. She was sent on an audition for what she thought was a music video which turned out to be an audition for a musical group. At first, she was reluctant to audition but changed her mind. She performed All Saints' "Never Ever" and was chosen to become a part of the girl group Precious. The band was chosen by British viewers to represent the UK in the 1999 Eurovision Song Contest with their first single, "Say It Again", and arrived 12th. After that, they released their first album, called "Precious", which yielded two Top 10 hit singles: "Rewind" and "It's Gonna Be My Way". In the summer of 2000, the band tried to enter the United States market. In November 2000, they released their last single, called "New Beginning", with a video clip set in an industrial warehouse with the girl band acting like tough girls. By the end of 2000, the group went under scrutiny and the members decided it was time to stop.  Following the breakup of Precious, Lahiri returned to her education, attending Birkbeck, University of London, while continuing to model. During this time, she has modelled for brands such as Asda and ASOS as well as gracing the covers of "Company" and "More". She was one of the FHM PitGirls in 2003.

Acting.

In 2003, Lahiri landed her first acting role alongside Sienna Miller in "Keen Eddie". Miller advised Lahiri what acting classes to take and which reputable agencies she should try to have represent her. In 2004, she appeared in the movie "Tornado" with Daniel Bernhardt, and in "The Grooming" with Jacqueline Bisset. By 2005, she finished her studies in humanities and literature and was free to pursue her interest in acting full-time.  In 2006, Lahiri moved to Los Angeles, where she focused on becoming an actress. Being an established model, Lahiri signed with Next Models and became the face of the Anna Beth's jewels new collection. That same year, she starred in "I Can't Think Straight".  By 2007, Lahiri moved back to London, where she appeared in five episodes of "Dream Team" as Emma. Following that, she filmed "Daylight Robbery" and "".  In 2009, Lahiri focused on modeling; she was signed to agencies such as Models 1 in London, Next Models in Los Angeles, and MC2 Models in Tel Aviv. She was featured in editorials for "She]" magazine as well as landing a campaign for Poule de Luxe. She also appeared in "The Scar Crow" and "Life Blood".  In 2010, she made the short film "The Commuter", which was filmed entirely on the Nokia N8 in HD. She had a small part in "Swinging with the Finkels" and played Maddie in "Meet Pursuit Delange", a short film.  In 2011, Lahiri starred opposite Adrien Brody in a Super Bowl advertisement for Stella Artois.

Barry's Boot Camp.

In 2006, Lahiri began working out with Barry's Boot Camp, which eventually led to her training to become a fitness instructor. Since then, she has trained the likes of Kim Kardashian and Natalie Imbruglia. In 2011, she played an integral role in the establishment of Barry's Boot Camp in London. Today, she splits her time among modelling, acting, and being a fitness instructor.

Anya Lahiri (born 1 May 1982 in Golders Green, London) is a British actress, model, singer and fitness instructor who is of Bengali and Finnish origin.