Premise.

Set in Pasadena, California, Avery Jennings' mother, Ellen, had just married Tyler and Chloe James' father, Bennett, so now the new family needs to make some adjustments on living together. They face an even bigger adjustment when they discover that their new dog, Stan, can talk. Only Avery, Tyler, and Chloe know this. Unbeknownst to the family, Stan also has a blog where he discusses happenings in the Jennings-James household. The children learn of Stan's talking ability in the first episode and agree to keep it a secret from their parents, fearing if the world finds out that Stan can talk, he will be taken away for experimentation.

Production.

The series was co-created by Michael B. Kaplan, who previously co-created the Disney XD series "I'm in the Band". Stephen Full was previously a cast member of that series, along with Beth Littleford who had a recurring role. G Hannelius and Regan Burns also previously guest starred on "I'm in the Band" during the show's two-season run.  On February 4, 2013, Disney Channel renewed the series for a second season. On February 4, 2014, the series was renewed for a third season by Disney Channel.  Kuma, the mutt who originally portrayed Stan, was replaced after five episodes due to a dispute with Kuma's owner. Another dog named Mick would portray Stan for the remainder of the series, with both dogs artificially painted with the same color scheme.

Broadcast.

Worldwide, the show aired on Disney Channel. The series premiered in the United States on October 12, 2012 and in Canada on November 23, 2012. The show later premiered in the United Kingdom and Ireland on December 21, 2012. In India, the series premiered on December 1, 2013 on Disney Channel India and on October 30, 2017 on Disney International HD. The second season premiered on November 26, 2014. The series premiered in Singapore on March 2, 2013, and in Australia and New Zealand on March 25, 2013. In Thailand the series premiered on February 18, 2017.

Reception.

Critical.

"Dog with a Blog" has received generally mixed reviews from critics. Critic Brian Lowry for "Variety" gave the show a mixed review, saying that "young kids should enjoy hearing Stan express dog-like thoughts", but concluded that ""Dog with a Blog" is strictly low-hanging-biscuit fare". Common Sense Media gave the show two stars out of five, calling it a "so-so sitcom" with "lackluster writing and cliche humor" while praising it for having "some heartwarming messages about families".  In a review on Gawker entitled "There Is a TV Show Called Dog with a Blog and It's About a Dog Who Blogs," Adrian Chen gave "Dog With A Blog" a mixed review, and remarked, "Unfortunately, there are only two short scenes where we see Stan blog in the pilot."

Dog with a Blog is an American comedy television series that aired on Disney Channel from October 12, 2012 to September 25, 2015. The series stars G Hannelius, Blake Michael, Francesca Capaldi, Regan Burns, and Beth Littleford, and also features the voice of Stephen Full.

《狗狗部落客》(英语:Dog with a Blog)是一部美国喜剧型电视连续剧,于2012年10月12日到2015年9月25日在迪士尼频道播出。该系列主演有吉娜维芙·汉内柳斯、布莱克·迈克、法兰西丝·卡帕尔、雷甘·伯恩斯与贝丝·莱特福特,还有负责配音的史蒂芬·富勒。


History.

Predecessor stations.

The narrow gauge Boston, Revere Beach and Lynn Railroad (BRB&L) opened from East Boston to Lynn on July 29, 1875.  Wood Island station was located at Prescott Street in what was then the Wood Island neighborhood, approximately at. It opened along with the rest of the line on July 29, 1875. The station was abandoned when the BRB&L ceased operations in 1940, and demolished several years later during expansion of Logan Airport. The station site is now occupied by aviation support businesses.  Harbor View, the next station to the northeast, was located at Short Street at. Harbor View was a boxy station of identical design to Wood Island, though it was not an original station on the line and opened later than its twin. Located a short walk from Bennington Street, it lost much of its ridership to East Boston Tunnel trolleys, and was closed significantly sooner than the rest of the BRB&L. The building was sold, moved closer to Cowper Street, and converted to a private residence.  By 1928 the line was electrified, with pre-pay stations - more a rapid transit line than a conventional railroad. However, due to the Great Depression, the BRB&L shut down on January 27, 1940.

Rapid transit.

In 1941, the Boston Elevated Railway bought the BRB&L right of way from Day Square to Revere Beach for use as a high-speed trolley line similar to the Ashmont-Mattapan High Speed Line; these plans were delayed by the onset of World War II. However, the 1926 "Report on Improved Transportation Facilities" and 1945–47 "Coolidge Commission Report" recommended that the East Boston Tunnel line, which had been converted to rapid transit from streetcars in 1924, be extended to Lynn via the BBRB&L route rather than using it for a trolley line.  In 1947, the newly formed Metropolitan Transit Authority (M.T.A.) decided to build to Lynn as a rapid transit line, and construction began in October 1948. The first part of the Revere Extension opened to Orient Heights on January 5, 1952, with intermediate stations at Airport Station and Day Square. Day Square station was built on a new section of right-of-way, which connected the former Eastern Railroad's East Boston Branch (used by the extension as far as Airport Station) with the BRB&L at Harbor View. The station was located between the former Wood Island and Harbor View stations, serving Day Square and the Neptune Road / Wood Island Park development designed by Frederick Law Olmsted.  Day Square station had its platforms at ground level, with an elevated busway for buses and trackless trolleys located above the platforms. A loop for these vehicles extended over a parking lot south of the station. The extension to Airport, Day Square, and Orient Heights opened on January 5, 1952, with further completion to Wonderland in 1954.  Day Square station was renamed Wood Island Park on October 21, 1954. In early 1967, as part of a series of station name changes, Wood Island Park was changed again to Wood Island, as Wood Island Park had been destroyed during the expansion of Logan Airport. The loop of the elevated busway was removed in the 1970s.

Modernization.

In 1988, the MBTA began planning the Blue Line Modernization Project, which included accessibility modifications as well as platform extensions to accommodate 6-car trains. The project was then expected to be complete in 1994. In 1989, the MBTA awarded design contracts for modernization and platform lengthening (to allow six-car trains) at nine Blue Line stations, including Wood Island. Wood Island entered the final design stage on January 3, 1991. The MBTA received federal funding in 1992 for the project, which was seen as the most critical of the first phase of station reconstructions. The rebuilt Wood Island would be needed as a bus terminal during the relocation of Airport station, which in turn was needed to accommodate construction of the Third Harbor Tunnel.  Demolition of the elevated structure at Wood Island begin in November 1993 under a $10.4 million contract. On June 25, 1994, the line was cut back to Orient Heights at all times to permit reconstruction of the outer stations; Wood Island remained open during construction. and Wood Island were completely rebuilt, while,, and Wonderland were renovated. The outer stations reopened on June 26, 1995, with Wood Island completed several months later. Unlike the other stations, Wood Island was not fully accessible after the 1994-95 renovation; the elevators were not usable until 2000.  The platforms installed during the 1994-95 construction did not age well, and were replaced during a series of short-term station closures in 2008. Wood Island was closed from July 7 to September 5, 2008, for a renovation of both platforms.

Bus connections.

Three MBTA Bus routes stop at the Wood Island busway; routes 112 and 121 routes terminate there.

Wood Island station is a rapid transit and bus station on in Boston, Massachusetts. It serves the MBTA Blue Line and the MBTA Bus system. It is located off Bennington Street (Route 145) in the Day Square section of East Boston. The station also serves as a bus transfer point for several local routes.

木岛站(英语:Wood Island station)是波士顿地铁蓝线在东波士顿地区的无障碍车站。车站紧邻本宁顿街和马萨诸塞州145号公路,可以在此换乘公共汽车。


History.

BRB&L era.

The narrow gauge Boston, Revere Beach and Lynn Railroad (BRB&L) opened from East Boston to Lynn on July 29, 1875. The BRB&L opened with Orient station, located north of the intersection of Bennington and Saratoga Street. It was soon replaced with Winthrop station located closer to Saratoga Street.  The station was renamed as Winthrop Junction in 1877 when the Boston, Winthrop, and Point Shirley Railroad opened to Winthrop Center, and again as Orient Heights in April 1892. The station was the transfer point between the main line and the Winthrop Center branch during its short operation from 1877 to 1885, and between the main line and the Winthrop Loop after the latter's 1888 opening.  By 1928 the line was electrified, with pre-pay stations - more a rapid transit line than a conventional railroad. However, due to the Great Depression, the BRB&L shut down on January 27, 1940.

MBTA era.

In 1941, the Boston Elevated Railway bought the BRB&L right of way from Day Square to Revere Beach for use as a high-speed trolley line similar to the Ashmont–Mattapan High Speed Line; these plans were delayed by the onset of World War II. However, the 1926 "Report on Improved Transportation Facilities" and 1945–47 "Coolidge Commission Report" recommended that the East Boston Tunnel line, which had been converted to rapid transit from streetcars in 1924, be extended to Lynn via the BBRB&L route rather than using it for a trolley line.  In 1947, the newly formed Metropolitan Transit Authority (M.T.A.) decided to build to Lynn as a rapid transit line, and construction began in October 1948. The first part of the Revere Extension opened to Orient Heights on January 5, 1952, with intermediate stations at and Day Square. The station was the terminus of the line until April 21, 1952, when station opened. Until September 1972, some trains terminated at Orient Heights rather than to provide more frequent service on the inner part of the line.  During temporary construction and track work on the outer section of the line and during severe weather conditions, Orient Heights is sometimes used as the terminus, as its busways can accommodate the replacement bus service. From February 1 to December 16, 1981, Orient Heights–Wonderland buses operated on Sundays due to budget cuts. From June 25, 1994 to June 24, 1995, Orient Heights was the terminus at all times to permit reconstruction of the outer stations as part of the Blue Line Modernization Program.

Rebuilding.

Until 2012, Orient Heights was the only Blue Line station in East Boston that had not yet been fully rebuilt (since its 1952 opening) for better accessibility. (The only others on the line were Government Center and Bowdoin, both in downtown Boston). Due to this distinction, until then it was the last remaining station in the MBTA that still had a 1967 system map, which showed the Charlestown and Washington Street Elevateds on the Orange Line and the Green Line A branch. The station was literally falling apart, with the sagging platforms held up by 2x4s.  On October 5, 2011, the MBTA announced a $51 million ground-up rebuild of the station. The $51 million reconstruction of the crumbling station was expected to be paid for mostly by the Federal Transit Administration. Construction began in earnest in mid-2012 with the demolition of much of the 1952 station and the erection of temporary platforms. The first inbound elevator shaft was built in November 2012, with the first outbound shaft following soon after.  The station closed on March 23, 2013, so that the remainder of the old station could be demolished and the new station built. Bus shuttles operated from Suffolk Downs during the closure, which ended on November 23, 2013.

Bus connections.

Three MBTA Bus routes operate out of Orient Heights:  Route 120 uses the Bennington Street busway on the inbound side of the station. Routes 712 and 713, which are privately operated lines using MBTA-owned buses, use the Saratoga Street busway on the outbound side.

Orient Heights is a rapid transit station in Boston, Massachusetts. The station serves the MBTA Blue Line. It is located off Bennington Street in East Boston's Orient Heights neighborhood. Formerly a Boston, Revere Beach and Lynn Railroad station under various names from 1875 to 1940, it reopened in 1952. The 1952-built station was closed in March 2013 for a complete rebuilding to provide full accessibility and reopened on November 26, 2013.

东部高地站(英语:Orient Heights station)是波士顿地铁蓝线无障碍车站,车站位于马萨诸塞州东波士顿本宁顿街1000号,服务于东部高地社区。车站曾经为波士顿里维尔海滩及林恩铁路车站,后于1952年重建成为地铁站。2013年3月,车站再次重建,与同年11月26日重新开放。


Current lines.

No lines feed into both the North and South Stations. The following lines terminate at South Station (listed from southeast to west):  The following lines terminate at North Station (listed from west to northeast):

Operational history.

Consolidation under MBTA control.

Boston & Maine Railroad.

The Commonwealth of Massachusetts's involvement with the operating facets of commuter rail began in 1967 when the Boston & Maine Railroad (B&M) petitioned the Interstate Commerce Commission to discontinue all passenger services. Service north of the state line was discontinued, but most service in Massachusetts was preserved through a contract between the Commonwealth and the B&M, at this time still an independent railroad company. The Commonwealth and MBTA began to purchase several lines, like the Lowell Line between Somerville and Wilmington, from the B&M.  In 1969 the B&M transported 24,000 passengers every weekday on four separate routes. Its yearly deficit was. A pool of 86 Budd Rail Diesel Cars provided the service. B&M filed for bankruptcy protection in 1970. All remaining B&M commuter assets, with the exception of yard tracks and freight-only branches, were sold to the Commonwealth on December 14, 1976, though B&M was contracted to operate the service using its existing fleet of diesel railcars.

New York, New Haven & Hartford Railroad.

The New York, New Haven and Hartford Railroad (NYNH&H), the long-time operator of most South Station commuter trains, filed for bankruptcy for the last time in 1961. Two years earlier in 1959, the railroad had discontinued passenger service on the Old Colony division in southeastern Massachusetts. On July 28, 1965, the MBTA signed an agreement with the New Haven Railroad to purchase of the former Old Colony mainline from Fort Point Channel to South Braintree in order to construct a new rapid transit line along the corridor. The line was expected to be completed within two years. The agreement also provided for the MBTA to subsidize commuter service on the railroad's remaining commuter rail lines for $1.2 million annually.  The NH was included in the Penn Central Transportation Company (PC) merger in 1968, which itself filed bankruptcy in 1970. MBTA purchased many PC southside commuter lines on January 27, 1973, including the Providence/Stoughton Line as far as the Rhode Island border plus the branch to Stoughton, the Franklin Line and Needham Line and the Framingham/Worcester Line from Riverside to Framingham, as well as a number of abandoned lines and lines without passenger service including the Old Colony mainline from Boston to Braintree and the Plymouth/Kingston Line (which were later restored). PC merged into Conrail on April 1, 1976; the MBTA bought the equipment but Conrail took over operations of the southside lines. The MBTA also purchased the Fairmount Line to restore it for passenger service as a bypass during Southwest Corridor reconstruction.

New York Central Railroad.

The Framingham/Worcester Line, historically part of the Boston & Albany Railroad (B&A), was merged into the New York Central Railroad (NYC) and its ownership subsequently passed to PC in 1968. As part of the Massachusetts Turnpike Boston Extension's construction in the 1960s, the Worcester Line's roadbed between Route 128 and Boston was sold to the Massachusetts Turnpike Authority, with the provison that the control of the railroad remain with NYC. Conrail inherited the line which formed a vital freight artery between Boston's Beacon Yard and Conrail's Selkirk Yard. The Riverside-Framingham section was sold to the MBTA in 1976 as part of their larger acquisition of PC commuter assets, but the section past Framingham remained in Conrail control. In September 2009, Conrail successor CSX Transportation and the Commonwealth finalized a $100 million agreement to purchase CSX's Framingham to Worcester tracks, as well as the Grand Junction Railroad plus lines which will be part of the South Coast Rail project, to improve service on the Framingham/Worcester Line. After several years of construction and negotiations, ownership of the line was transferred to the commonwealth on October 4, 2012, with increased service on the outer section of the line beginning several weeks later.

Combined operations.

The Penn Central combined the operations of the New Haven and the New York Central in 1968. Conrail succeeded them 1976, but would only operate the south-side lines until March 12, 1977. B&M won the contract for the southside lines; for the first time, all Boston commuter service was operated by one entity. After bankruptcy, B&M continued to operate trains under the protection of the federal bankruptcy court, in the hopes that a reorganization could make it profitable again. It emerged from the court's protection when Timothy Mellon's Guilford Transportation Industries (GTI) bought it in 1983. GTI let the contract expire in 1987, after a bitter strike had shut down most of the northside lines in 1986.  From 1987 to 2003, Amtrak managed all of Boston's commuter rail. The relationship between MBTA and Amtrak was often rocky, and Amtrak did not submit a bid when the contract expired in 2003. MBTA observers saw Amtrak as having been a reliable manager and operator, but Amtrak sometimes experienced strained relations with the MBTA. Quibbles centered on equipment failures, crewing issues about the number of conductors per train, and responsibility for late trains. Because of these issues, and Amtrak's repeated statements that the MBTA contract was unreasonable, few were surprised at Amtrak's decision not to bid again. Two tenders were submitted, one from GTI and another from the newly formed Massachusetts Bay Commuter Railroad Company (MBCR), a partnership between Connex (later Veolia), Bombardier Transportation and Alternate Concepts, Inc., the latter of which won the tender. MBCR took over the MBTA Commuter Rail operation from Amtrak in July 2003. The MBCR contract originally expired in July 2008 but had an additional five-year option; it was later extended three years to July 2011 and then another two to July 2013. After concerns about on-time performance, the 2011 extension increased the fine for late trains from $100 to $300.  In August 2012, MBCR and Keolis were the two bidders for the contract. On January 8, 2014, the MBTA awarded Keolis the contract for $2.68 billion over eight years, with the possibility of two two-year extensions that could bring the total price to $4.3 billion. Keolis took over the operations on July 1, 2014. Keolis lost $29.3 million in its first year of operation. In June 2020, the MBTA extended the contract through at least 2025.  Weekday service was substantially cut on March 17, 2020 due to reduced ridership during the COVID-19 pandemic. On June 22, service was increased to 85% of normal weekday levels.

Service changes since MBTA takeover.

Expansions.

Several significant improvements have been made during MBTA's period of stewardship which started circa 1973. However, the Commonwealth's support for rail operations began in the 1950s with contracted operations and subsidies to railroads providing commuter service, and more so in 1964 with the advent of MBTA.

Contractions.

During the period of MBTA control, services have also been curtailed:

Rolling stock.

All MBTA commuter rail service is provided by push-pull trains powered by diesel locomotives with a cab car on the opposite end. Trains typically have four to eight coaches (with six the most common) and seat between 400 and 1400 passengers. Approximately 65 trainsets are needed for weekday service.  The primary heavy maintenance facility is the MBTA Commuter Rail Maintenance Facility, located in East Somerville on the former site of the Boston and Maine's Boston Engine Terminal. It is also used for midday and overnight storage of trains on the northside lines. Southampton Street Yard and the Readville Interim Layover facility are used for light maintenance and layover service. Various other layover facilities are used for midday and overnight storage; most are located near the outer ends of the lines.

Locomotive fleet.

, the MBTA owned 125 locomotives. Of these, 85 were in active passenger service, four used for work service, and 36 inactive for various reasons. The current fleet of diesel locomotives comprises a mix of purpose-built passenger locomotives (such as the EMD F40PH) and freight locomotives rebuilt for passenger use (such as the GMD GP40MCs, which were originally GMD GP40-2LWs). All passenger locomotives are equipped with head end power (HEP), though some locomotives exclusively used for non-revenue work service are not.

Coach fleet.

, the MBTA owned 481 coaches. Of these, 420 were in active service and 61 inactive for various reasons. Coaches whose designations start with BTC (Blind Trailer Coach) are conventional coaches, while those starting with CTC (Control Trailer Coach) are cab cars. Cab cars will occasionally also appear in the middle of a consist. Coaches acquired before 1990 were single-level cars with 88 to 127 seats; those since are bilevel cars with 173 to 185 seats.  Various coaches are equipped with electronic doors for use on the Old Colony Lines and Greenbush Line, which have full-length high-level platforms at all stops. All BTC-3, CTC-3, BTC-4C, and BTC-4D coaches have restrooms. Trains usually have one of these cars adjacent to the locomotive, as that car will be platformed at all high level platforms regardless of length, and thus handicapped riders will be able to access the restroom car.  During winter months, a Ski Train serving Wachusett Mountain runs on the Fitchburg Line, using a coach car which is equipped for carrying bicycles or skis. During summer months, some Newburyport/Rockport Line trains to Rockport include one of two cars equipped to carry bicycles. The CapeFLYER uses car 224, which has been modified as a cafe and baggage car.  In January 2019, the MBTA issued a Request for Qualifications to design additional bilevel coach cars. The agency approved a $279 million contract (total project cost of $345 million) for 80 additional Rotem bilevel coaches in September 2019, with delivery expected from September 2022 to June 2024. The MBTA plans an additional procurement of 100 bilevel cars, delivered from 2024 to 2027.

Retired equipment.

As the Commonwealth assumed the control of the Commuter Rail during the 1970s, it inherited various non-standard equipment from predecessor railroads. These included:

Wi-Fi.

Free Wi-Fi internet service with limited bandwidth is provided on all trains. A two-tiered model where riders can pay extra for faster service is in planning.  The program started with a $262,000 pilot in January 2008 on the Worcester Line, where 45 coaches were fitted with routers which connected to cellular data networks. This was the first Wi-Fi available on a commuter rail service in the United States. The Worcester Line was chosen for the pilot phase in part to compensate for low on-time performance, as well as to test the service across the line's varied terrain. The program was considered successful; in December 2008, the MBTA announced that Wi-Fi would be available on all trains by mid-2009. Of the 410 coaches then owned by the MBTA, 258 would receive Wi-Fi equipment at a rate of about 30 per month.  In July 2014, the MBTA announced that a private company would be building a new $5.6 million network to replace the 2008-built network. The MBTA is not paying for the new network; instead, the company expects to recoup its investment by providing a two-tiered offering. Free limited-bandwidth Wi-Fi will continue to be provided, along with local television broadcasts; a monthly fee will be charged by the company for access to higher bandwidth and other broadcasts, with 7.5% of the fee returned to the MBTA. The new system was to be completed in 2016, with the revenue agreement lasting until 2037.  By December 2016, the new system was still in permitting and design, except for enhanced Wi-Fi at Back Bay, South Station, and North Station expected to be complete by the end of the year. In August 2017, the MBTA canceled the $140 million plan due to local opposition to the erection of 320 monopoles, each tall, as well as the need to focus on more critical projects like the Green Line Extension.

Fare policy.

The MBTA Commuter Rail uses a fare zone policy whereby origin and destination stations are not individually priced, but assigned a zone based on distance from Boston. There are a total of eleven zones (1A, then 1 through 10) with an increasing fare to or from Boston the higher the zone number. Most stations in inner Boston, as well as stations in Cambridge, Chelsea, Malden and Medford, are located in zone 1A; trips from this zone are the least expensive and cost the same as rapid transit ($2.40), while the highest priced Zone 10 fares are $12.50 per ride. Travel between suburban zones without going to Boston is charged an "interzone" fare based on the number of zones traveled. Seniors, those with a disability, and middle and high school students with proper identification receive a 50% discounted rate; children under eleven travel free with a paying adult. Fares are collected by train conductors; while fare evasion is explicitly illegal, it is not criminal.  Tickets may be purchased at automatic vending machines located in principal stations and at suburban stations from nearby businesses and vendors. Passengers joining at stations without ticketing machines or vendors can purchase tickets on board. Alternatively, riders can use the MBTA mTicket app to purchase tickets on iPhone and Android devices, which allows them to display their tickets on their mobile phone screens rather than presenting paper tickets or passes. Travelers can purchase tickets as a one-way, round trip, ten ride (no discount), or monthly pass (discounted over daily round-trip purchase).

Ridership.

Ridership levels on the Commuter Rail have grown since the MBTA's involvement began in the late 1960s, with overall average weekday ridership growing from 29,500 in 1969 to 76,000 in 1990 and 143,700 in 2008. This was accomplished by a series of rationalizations, such as closing lightly used lines, concentrating service on heavily utilized lines, and re-opening formerly abandoned branches with high traffic potential, such as the Old Colony Lines. A general growth of transit usage in the Northeastern United States also contributed. Growing ridership in this way required substantial capital investment, which was provided by a mixture of Federal mass transit funds and Commonwealth transportation bond issues.

Train operations.

Like most commuter railroads in the Northeastern United States, MBTA is a member of the Northeast Operating Rules Advisory Committee (NORAC) and uses the rulebook promulgated by that organization. Much of the MBTA Commuter Rail system is governed by NORAC rule 251, as the tracks are signalled for movement in one direction of travel only. During the 1990s, parts of the system, such as the Framingham/Worcester Line, were re-signalled to allow a more advanced mode of operations known as NORAC rule 261, which allows trains to operate in either direction on both tracks where double track is available. During the morning rush hour, both tracks can be simultaneously used for inbound traffic, allowing one train to make local stops while an express train overtakes the local train.  On each train, the cab car is attached at the end closest to the downtown Boston terminal station for the particular line (either North or South Station), and the locomotive is attached at the end farthest from the terminal station. On each train serving the North Station lines, the "ADA" coach used to carry mobility-limited persons is attached next to the locomotive, allowing level boarding at all suburban stations featuring mini-high platforms. On the other hand, on each train serving the South Station lines, the cab car also serves as the "ADA" coach. (The "ADA" coaches support compliance with the Americans with Disabilities Act of 1990.)  Trainlined doors that open automatically via central control are available on some equipment, but at low level platforms the conductor in each car must manually open a trap to allow passengers to descend via stairs onto the platform.  Positive Train Control is scheduled to be implemented on the entire system per a federal mandate, which requires installation by the end of 2018 with the possibility of a two-year extension., the MBTA expects to complete PTC on the southside lines by December 2018, on the northside lines by March 2020, and an overlay for freight on the sections of Pan Am Railways' Freight Main Line which overlap MBTA territory by August 2020.

Future operations.

In November 2019, the MBTA Fiscal and Management Control Board voted to back plans to further electrify the Commuter Rail system and increase service along key corridors. The resolution in which the board passed instructs the MBTA to prepare to launch a pilot service along the Fairmount line and a portion of the Newburyport/Rockport line where Commuter Rail service would be increased and fares reduced to that of a rapid transit ticket. Both of those lines, as well as the Providence/Stoughton line, are also to be electrified under the plan. The projected cost of such plans were not immediately clear at the time of the board's vote, but projections range from $10.6 billion to $28.9 billion, depending upon the results of the pilot program and future possible expansion.

Planned expansions.

South Station lines.

The South Coast Rail project is proposed to extend commuter rail service to the South Coast cities of Taunton, Fall River, and New Bedford. After previous service was discontinued in 1958, the project surfaced in the 1980s. A full planning process was held from 1990 until its suspension in 2002. Planning restarted from the beginning in 2007; the Final Environmental Impact Statement was issued in August 2013. Several separately-funded projects, such as bridge reconstructions, have been undertaken, including major tie replacement (beginning in November 2013), and $2.3 billion was appropriated to the project in an April 2014 state bill. However, full construction has been repeatedly delayed. Plans were changed in 2017 to have limited Phase 1 diesel service via the Middleborough/Lakeville Line in 2022, with full electric service via Stoughton in 2030. The modified plan, which is expected to cost $3.42 billion, proved immediately controversial.  A Providence Line extension to Wickford Junction, in North Kingstown, Rhode Island opened on April 23, 2012. The Rhode Island Department of Transportation is also studying the feasibility of serving existing Amtrak stations in Kingston and Westerly as well as constructing new stations in Cranston, East Greenwich, and West Davisville. Federal funding has also been provided for preliminary planning of a new station in Pawtucket.  There is also a proposal to extend the Middleborough/Lakeville Line to Wareham and eventually to Buzzards Bay. The CapeFLYER started service along this section to Hyannis on summer weekends in 2013.  In September 2013, the state announced plans to run diesel multiple unit (DMU) service between Back Bay and the Boston Convention and Exhibition Center on Track 61 beginning in 2015. In 2014, the MBTA announce it would purchase DMU self-propelled rail cars for the Fairmount Line with eventual expansion to five other lines, including Track 61, to be known as the Indigo Line. The planned DMU procurement was canceled in 2015. A new West Station, is planned to be built on the Framingham-Worcester line in the Beacon Park Yard site, where it may also connect to North Station via the Grand Junction Railroad.

North Station lines.

There is a proposal to build a South Salem station in Salem, Massachusetts, to improve access to Salem State University, as well as to extend Commuter Rail to Peabody, Massachusetts and Danvers, Massachusetts.  The former state Secretary of Transportation James Aloisi indicated in 2009 support for commuter service from Worcester to North Station via Clinton and Ayer, presumably along the Worcester, Nashua and Rochester Railroad right of way, owned by Pan Am Railways.  In 2007 the state of New Hampshire created the New Hampshire Rail Transit Authority and allocated money to build platforms at Nashua and Manchester.  A 2008 article in the "Eagle Tribune" claimed that Massachusetts is negotiating to buy property which has the potential to extend the Haverhill Line to Plaistow, New Hampshire. Funding is available, and Plaistow is potentially interested, but wants to better understand the potential drawbacks of being the location of the layover station.

North–South Rail Link.

No direct connection exists between the two downtown commuter rail terminals; to travel from one station to the other, passengers must use the MBTA subway or bus lines to make the connection. A North–South Rail Link has been proposed to unite the two halves of the commuter rail system. For non-revenue transfers of equipment, the MBTA and Amtrak use the Grand Junction Branch.

Freight service.

On the North Side lines, as part of the original sale agreement, B&M and its successor Pan Am Railways (formerly Guilford Transportation Industries) retains "perpetual and exclusive" trackage rights for freight service. Pan Am provides freight service on those lines.  Boston Sand and Gravel has an agreement with Pan Am to operate its shortline New Hampshire Northcoast Railroad trains from Ossipee, New Hampshire to just north of Boston's North Station to supply aggregates to its plant on the Boston/Cambridge border. An occasional move occurs with run-through power from Norfolk Southern Railway to supply coal the Merrimack Station power plant in Bow, New Hampshire, over the Fitchburg Line. The Haverhill and Fitchburg lines also host four to six Pan Am manifest freight trains per day.  On the South Side lines, CSX Transportation retains trackage rights over much of the former New Haven territory. Limited service is also provided by the Providence & Worcester Railroad on the Providence Line, principally from Central Falls (the intersection with its main line to Worcester) through Providence towards New Haven (although some freights go as far east as Attleboro before leaving the corridor). The Bay Colony Railroad provides a limited amount of service on some lines.  CSXT used to provide intermodal, autorack, and general merchandise over the Worcester Line, a part of CSXT's Boston Line. This part of the Commuter Rail network could host over 12 mainline freight trains per day, including descendants of Conrail's expedited intermodal Trail Van trains. Currently most freight service terminates in Framingham, and a trainload facility in Westboro, with limited freight service east through Beacon Park Yard in Allston to a few local customers. In 2013 CSX moved its intermodal service from Beacon Park to an expanded yard in Worcester.  On its former Old Colony division, the New York, New Haven and Hartford Railroad (NYNH&H) essentially vacated its right of freight operations by abandoning the tracks in 1959. As MBTA rebuilt the tracks, it gained freight service rights, and those rights were franchised to Conrail (predecessor to CSX), which provided freight service on the former Old Colony division.

Art and architecture.

As parts of their Arts on the Line program, the MBTA has public art at certain commuter rail stations. Large sculptures and murals are present at South Station, Back Bay, and Lynn, while a number of other stations include historic information panels on station signs.

The MBTA Commuter Rail system serves as the commuter rail arm of the Massachusetts Bay Transportation Authority's transportation coverage of Greater Boston in the United States. Trains run over 398 miles of track to 141 different stations, with 58 stations on the north side with the remaining 83 stations on the south. It is operated under contract by Keolis, which took over operations on July 1, 2014, from the Massachusetts Bay Commuter Railroad Company (MBCR).

波士顿通勤铁路(英语:MBTA Commuter Rail)属于马萨诸塞湾交通局,位于美国的大波士顿地区。经签约交由威立雅运输、庞巴迪运输、欧特内特顾问公司(Alternate Concepts, Inc.)合组的波士顿通勤铁路公司(Massachusetts Bay Commuter Railroad Company,MBCR)营运。


Film and theater.

In theatrical parlance, the term "slice of life" refers to a naturalistic representation of real life, sometimes used as an adjective, as in "a play with'slice of life' dialogue". The term originated between 1890 and 1895 as a calque from the French phrase "tranche de vie", credited to the French playwright Jean Jullien (1854–1919).  Jullien introduced the term not long after a staging of his play "The Serenade", as noted by Wayne S. Turney in his essay "Notes on Naturalism in the Theatre": "The Serenade" was introduced by the Théâtre Libre in 1887. It is a prime example of "rosserie", that is, plays dealing with corrupt, morally bankrupt characters who seem to be respectable, "smiling, smiling, damned villains..." Jullien gave us the famous apothegm defining naturalism in his "The Living Theatre" (1892): "A play is a slice of life put onstage with art." He goes on to say that "...our purpose is not to create laughter, but thought." He felt that the story of a play does not end with the curtain, which is "only an arbitrary interruption of the action which leaves the spectator free to speculate about what goes on beyond your expectation..."  During the 1950s, the phrase was commonly used in critical reviews of live television dramas, notably teleplays by JP Miller, Paddy Chayefsky, and Reginald Rose. At that time, it was sometimes used synonymously with the pejorative term "kitchen sink realism" adopted from British films and theatre.  In 2017, screenwriter and scholar Eric R. Williams identified Slice of Life Films as one of eleven super-genres in his screenwriters’ taxonomy, claiming that all feature length narrative films can be classified by these super-genres. The other ten super-genres are Action, Crime, Fantasy, Horror, Romance, Science Fiction, Sports, Thriller, War and Western. Williams identifies the following films as some examples of films in the Slice of Life super-genre: "Boyhood, Captain Fantastic, Fences, Moonlight, The Terminal" and "Waitress."

Literature.

In literary parlance, the term "slice of life" refers to a storytelling technique that presents a seemingly arbitrary sample of a character's life, which often lacks a coherent plot, conflict, or ending. The story may have little plot progress and often has no exposition, conflict, or dénouement, but rather has an open ending. A work that focuses on minute and faithful reproduction of some bit of reality, without selection, organization, or judgment and that every smallest detail is presented with scientific fidelity is an example of the "slice of life" novel. This is demonstrated in the case of Guy de Maupassant's novel "A Woman's Life", which told the story of a woman who transferred an unreturned love for her husband into a pathological affection for her son.  In the United States, slice-of-life stories were particularly given emphasis by the Chicago school at the end of the 19th century, a period when the novel and social sciences became different systems of discourse. These produced literary texts by researcher-authors that were written to represent the subject's stories and sentiment-free social realism using the language of ordinary people. It formed part of the late 19th- and early 20th-century naturalism in literature, which was inspired by the adaptation of principles and methods of social sciences such as the Darwinian view of nature. The movement was an extension of realism, presenting the faithful representation of reality without moral judgment. Some authors, particularly playwrights, used it by focusing on the "underbelly of life" to expose social ills and repressive social codes with the aim of shocking the audience so that they call for social reform.

Japanese animation and comics.

Robin E. Brenner's 2007 book "Understanding manga and anime" holds that in anime and manga, "slice of life" is a genre that is more akin to melodrama than drama, bordering on absurd due to the large numbers of dramatic and comedic events in very short spans. The author compares it to teen dramas such as "Dawson's Creek" or "The O.C.". This genre claims a large section of the Japanese manga market and usually focuses on school and interpersonal relationships. An unusual slice-of-life narrative is characteristic of "Sorcerous Stabber Orphen" light novel series, where a realistic human reaction to supernatural circumstances is depicted by the author.

Slice of life describes the depiction of mundane experiences in art and entertainment. In theater, slice-of-life refers to naturalism, while in literary parlance it is a narrative technique in which a seemingly arbitrary sequence of events in a character's life is presented, often lacking plot development, conflict and exposition, as well as often having an open ending.

生活片段(Slice of life)是指在艺术作品中描述平凡的经历,在戏剧上,这属于自然主义 (戏剧)的一支。以文学的角度而言,生活片段是一种叙事的技巧,呈现出角色生活的某些片段,这些片段的情节通常并不连贯,看似随意发生,而且缺乏冲突或结尾。


Career.

2011–2017: "New Tales of Gisaeng" and diverse roles.

After making a bit-part appearance in the 2009 film "4th Period Mystery" while she was still a student at Chung-Ang University, Im landed her breakthrough role when she was cast as Dan Sa-ran, a prideful, lower-middle class dancer, in the 2011 popular television series "New Tales of Gisaeng". Cast alongside Sung Hoon and Han Hye-rin, the series explored the premise that the gisaeng, the Korean equivalent of a geisha or courtesan, still existed in modern-day Korea. Im was nominated for several newcomer awards for her performance and won the SBS Drama Award for Best New Star and the Korea Drama Award for Best New Actress. That same year, she had a prominent supporting role in "Paradise Ranch" and made a cameo appearance in "Salamander Guru and The Shadows".  To develop her range, Im increased her profile with starring roles as diverse as a feisty chairman's daughter in "I Do, I Do" (2012), a cool assassin in "" (2013), the calculating stepdaughter of a high official in "Inspiring Generation" (2014), a college dropout in "Five Enough" (2015) and the female antagonist in "Blow Breeze" (2015). In 2016, Im played the title character in the prison romance film "Eunha".  In 2017, Im was cast in the leading role of a widowed policewoman in "Lovers in Bloom", for which she received a KBS Drama Award for Best Actress in a Daily Drama. Also that year, she made a cameo appearance as a serial killer who pretends to be a victim in tvN's crime procedural drama "Criminal Minds", based on the American series of the same name.

2018–present: "My ID is Gangnam Beauty" and rising popularity.

In 2018, Im experienced a rise in popularity when she starred opposite Cha Eun-woo of Astro fame in the JTBC romantic comedy series "Gangnam Beauty". One of the highest rated Korean dramas in cable television history, it garnered praise for its portrayal of issues afflicting South Korean society, particularly on its superficial beauty standards and discrimination on the basis of physical appearance. For her performance as Kang Mi-rae, a college student who went under cosmetic surgery to evade derision from her peers, Im won the Top Excellence Award for Actress in a Drama at the 26th Korea Culture and Entertainment Awards.  In 2019, Im starred in the mystery drama "Graceful Family" as a bold, charismatic chaebol heiress. The series premiered with high viewership ratings for MBN network and attracted the media attention in Korea and internationally.

Im Soo-hyang (; born April 19, 1990) is a South Korean actress. She rose to fame playing leading roles in the television series "New Tales of Gisaeng" (2011) and "Inspiring Generation" (2014). Im was cast in a Chinese film in 2014, and played the title character in the prison romance "Eun-ha" in 2016 and the female lead in the campus romance "My ID is Gangnam Beauty" in 2018.

林秀香(,英语:Lim Soo Hyang,1990年-4月19日),韩国女演员。2011年因出演《新妓生传》被观众熟知,凭本剧获得SBS演技大赏新星赏时主动提出出演《Running Man》。


List of world number one snooker players

History.

An Order of Merit was introduced for the 1975/1976 season, which saw Ray Reardon ranked in the top position. This system was only in place for a season before being replaced by the world rankings, which saw successive periods of dominance for the first 22 seasons by Ray Reardon (1976/1977–1982/1983), Steve Davis (1983/1984–1989/1990) and Stephen Hendry (1990/1991–1997/1998), interrupted only by the 1981/1982 season when Cliff Thorburn held the position. The following period (1998/1999–2009/2010) was shared by Ronnie O'Sullivan (five seasons), John Higgins (three seasons) and Mark Williams (three seasons), while Hendry regained the position for the 2006/2007 season. In the first 34 years of the world rankings, only seven players held the number-one position.  This period of dominance ended with the restructuring of the rankings system for the 2010/2011 season, which saw the world rankings updated after each tournament carrying ranking points, rather than just once a year after the World Championship as under the previous system. Since the introduction of the new system, John Higgins, Neil Robertson, Mark Williams, Mark Selby, Judd Trump, Ding Junhui and Ronnie O'Sullivan have all attained the number-one rank. Selby has also finished the season seven times ranked in first place, putting him in joint second place overall with Reardon and Davis (seven times each) and behind Hendry (nine times).  Sometimes other factors besides performance in ranking events impact upon the rankings. Alex Higgins would have been ranked number 1 in 1982/1983, but had ranking points deducted as a result of disciplinary action, and similarly, Robertson assumed the number-one spot earlier than would have been possible if John Higgins had not received a six-month ban in 2010. John Higgins would also have finished the 2010/2011 season ranked number 1 if he were not banned, since the points he was guaranteed from participating in the tournaments he missed would have been enough for him to take the top spot, and similarly O'Sullivan's decision not to enter the Malta Cup during the 2005/2006 season cost him the top rank for the following season, since the entry points on offer would have been enough for him to retain the position.

Number one players.

Steve Davis and Stephen Hendry share the record for fastest rise to the number one rank, both achieving this feat in just five seasons. Hendry also holds the record for most seasons at number one under the traditional system, with nine seasons (1990/1991–1997/1998 and again in 2006/2007). His first spell of eight consecutive seasons in this position is also a record. Under the rolling ranking format, Mark Selby holds both the total and consecutive records.

Periods.

The snooker players ranked number one in the world are listed below for each period since rankings officially began in 1976/77. Even though the rankings officially started in 1976, an Order of Merit was published in 1975 to determine the seedings for events. It used the same criteria that was used to determine the first set of official rankings the following year.

Players ranked number one at the start of the season.

The transition from the traditional system whereby the rankings were updated once per year after the world championship to a rolling system in the 2010/2011 season in which the rankings are updated after every tournament makes an "apples for apples" comparison impossible, when comparing the amount of time each player occupied the number one rank. For example, Steve Davis held the number one rank for a greater period of time than Mark Selby, but Davis only had to defend the rank once per season at the world championship, whereas Selby had to defend the rank at every tournament. However, both players have each held the rank on seven occasions after the world championship, meaning that Selby effectively equaled Davis' achievement despite spending less time in total occupying the top spot, so a snapshot of the rankings at the start of each season is provided below to enable an approximate comparison across the two systems.

There have been three ranking systems in place in professional snooker since 1975, which have seen eleven players hold the number-one rank: Ray Reardon, Cliff Thorburn, Steve Davis, Stephen Hendry, John Higgins, Mark Williams, Ronnie O'Sullivan, Neil Robertson, Mark Selby, Judd Trump and Ding Junhui.

斯诺克这项源于印度兴盛于英国的运动称之为英国的国球或许并不为过。英国选手的一直保持着自己在该项目上的领先地位。其它国家的选手很少染指诸如世界锦标赛之类重大赛事的冠军,更不用说体现选手整体实力的世界排名。自世界排名设立以来,仅有来自加拿大的克里夫·桑本、来自中国的丁俊晖和来自澳大利亚的尼尔·罗伯森获得过世界排名第一,其余赛季世界排名第一的头衔无不为英伦三岛选手所囊括。


History.

In brief.

During the club's history they have played mostly in the Serie C and D leagues. In the 2013–14 season, they played in Serie B for the first time in the club's history.  To date the highest league position the club has finished after the 1929–30 season was 2nd in the third highest level of Italian football, a position the club attained 3 times, in the Prima Divisione during the 1934–35 season, in the Serie C during the 1960–61 season and again during the 1962–63 season.  Before the 1929–30 season, the club played for one season at the then highest level football division in the 1921–22 season, but retired during the championship, forfeiting the last 6 matches.  In recent years, the highest league position the club attained was 4th in the third highest level of Italian football, then called Serie C1, during the 1994–95 season, a result that was bettered in the 2011–12 season when Trapani achieved a second place in the same division. Throughout their long history, Trapani have won at least six recorded league championships in various divisions.

Foundation.

The club's roots can be traced back to 1905; on 2 April of that year, local newspaper the Gazzetta di Trapani ran an advert requesting young people to form a football association for Trapani. The club founded, by professor Ugolino Montagna and young native Abele Mazzarese to represent the West-Sicilian town was named Unione Sportiva Trapanese. It is one of the oldest teams on the island, after Palermo and Messina.  U.S. Trapanese's first president was Giuseppe Platamone and the club played their games at Via Spalti. The first official game for the club came against Palermo in October 1908, the more experienced Palermitan team won emphatically scoring 12 goals. The Trapanese bounced back, however, playing local derbys against teams from Marsala and Erice. In 1915 play was stopped because of World War I.

Post-war times.

After the war, in 1921 three teams had risen up; Vigor, Bencivegna and Drepanum. During the 1921–22 season Vigor finished 6th in the Sicilian section of the national championship of the C.C.I. (Confederazione Calcistica Italiana). On 22 January 1923 a merger took place between Vigor and Drepanum, the club decided to revive the previous name U.S. Trapanese.  In June 1926, the name of the club was changed to A.S. Trapani. In the 1930–31 season, under the name Juventus Trapani, the club won promotion from III Divisione into II Divisione, the following season they achieved promotion again this time into the early 1930s equivalent of Serie C. They finished 8th in Serie C in the 1942–43 season, but then football in Italy was put on hold for the Second World War.

1940s, 50s and 60s.

Just after World War II, the club were using the name A.S. Trapani for one season, before changing its name to A.S. Drepanum. They were entered into Serie C, which, at the time, was divided into many regional groups. For the 1947–48 season, they qualified for the new, smaller Serie C; even finishing above Messina. Unfortunately for the club, they were relegated down to Serie D, in the 1949–50 season after finishing second from bottom.

1990s: peak and decline.

With former Serie A player Ignazio Arcoleo as head coach, Trapani experienced two consecutive promotions from Serie D to Serie C1 in the early 1990s.  In 1995, a strong and qualified team composed mostly of young promising players such as Marco Materazzi and more experienced local footballers such as Francesco Galeoto qualified to the promotion play-off, but ultimately lost to Walter Novellino's Gualdo in the semi-finals with a late goal scored on injury time. After that, Trapani experienced a slow but continuous decline, despite attempts to repeat past successes: Arcoleo left Trapani to coach Palermo along some of the best players, including Galeoto. The club then relegated to Serie C2 in 1997, Serie D in 2000 and even Eccellenza in the 2005–06 season, despite a late attempt by Arcoleo and former star Gaetano Vasari to save the team from relegation. In addition, the club also received a 12-points deduction for the 2006–07 season following a matchfixing attempt recognized by the Football Federation. In its 2006–07 Eccellenza campaign, Trapani, coached by former Parma midfielder Tarcisio Catanese, ended the regular season phase to eleventh place, and saved from relegation after having won relegation play-offs to Terrasini in a 5–0 single-legged win. From 2007 onwards Trapani competed in the Serie D with little success.

From Serie D to Serie B.

In 2009, chairman Vittorio Morace appointed Roberto Boscaglia as new head coach, with the aim to bring the club back into professionalism; in his first season in charge, Trapani ended as runners-up behind Milazzo. However, later in August, due to the high number of resignations of clubs in the higher ranks, Trapani was admitted into the 2010–11 Lega Pro Seconda Divisione (formerly Serie C2), thus ending the club's 13-year absence from the professional ranks.  In 2010–11, Trapani finished as runners-up in the Lega Pro Seconda Divisione group C, and successively won the promotion play-offs to Lega Pro Prima Divisione. In the first campaign in the third tier, Trapani surprised everyone by topping the league against all odds; an end-of-season crisis, however, led to the Sicilians being overtaken by Spezia in the penultimate week of the season and losing direct promotion. In the subsequent promotion play-offs, Trapani defeated Cremonese in the semi-finals, but then lost a two-legged final to fourth-placed outsiders Lanciano. In the following season, however, Trapani were crowned champions (this time in group A) and finally promoted to Serie B for their first time ever. In 2015–16, with Serse Cosmi as their coach, they finished in 3rd place, losing to Pescara in the play off final. However, they started off the following season badly, sacking Cosmi on 30 November with the club in last place. The appointment of Alessandro Calori saw an improvement in form, and the ended the season in 19th place, sitting in the relegation play off spots. Unfortunately, 18th placed Ternana finished five points above the Granata, meaning the club were relegated to Serie C for the 2017–18 season.  Trapani's first season back to the third tier, with Calori still in charge, saw the "Granata" ending in third place (behind U.S. Lecce and Catania) and then eliminated at the playoff stage by eventual winners Cosenza.  During the summer of 2018, Trapani's ownership announced their intention to sell the club and reduce the budget due to financial and legal issues surrounding the parent company Ustica Lines. Vincenzo Italiano was hired as new head coach in place of Calori, with Raffaele Rubino as director of football, for the new season. The season also saw the club being sold from the Morace family to the FM Service company, owned by Maurizio De Simone. The club ended the season in second place, and had a successful campaign in the subsequent promotion playoffs, making it to the finals against Piacenza after defeating Catania in the semi-finals.  On 5 June 2019, just a few days after the first leg of the playoff finals, the Trapani playing squad announced their intention to send their notice of default after the new ownership had repeatedly failed to pay their salaries. On 15 June 2019, Trapani defeated Piacenza 2–0 to win their second promotion to Serie B in the club's history. The very next day, Rome-based property developer Giorgio Heller (who was already linked to the club in the past) announced his acquisition of a majority 80% share of the club. The takeover was formally finalized on 21 June 2019, in time to allow the club to successfully register for the 2019–20 Serie B season. On 10 July 2019, Francesco Baldini was named the new coach of Trapani.

Rivalries.

Trapani's main rivals are Marsala 1912 and Mazara, respectively from the neighbouring cities of Marsala and Mazara del Vallo. A rivalry with Palermo also exists, but has rarely been contested: Palermo and Trapani briefly played together in Serie C1, and renewed their rivalry in the 2013–14 Serie B campaign.

Honours.

Lega Pro Prima Divisione:  Serie C2:  Serie D:  II Divisione:  III Divisione:  Interregionale:

Trapani Calcio, commonly referred to as Trapani, is an Italian football club based in Trapani, Sicily. It currently plays in Serie B.

特拉帕尼足球俱乐部(Trapani Calcio)是意大利的一家足球俱乐部,主场位于西西里岛的特拉帕尼,球队现在参加意大利足球乙级联赛的赛事。特拉帕尼足球俱乐部创建于1905年,是西西里岛历史最古老的球队之一。球队在历史上多参加意丙和意丁联赛。2013-14赛季,特拉帕尼首次参加意乙联赛的赛事。


History.

The word "picul" appeared as early as the mid 9th century in Javanese.  Following Spanish, Portuguese, British and most especially the Dutch colonial maritime trade, the term "picul" was both a convenient unit, and a lingua franca unit that was widely understood and employed by other Austronesians (in modern Malaysia and the Philippines) and their centuries-old trading relations with Indians, Chinese and Arabs. It remained a convenient reference unit for many commercial trade journals in the 19th century. One example is "Hunts Merchant Magazine" of 1859 giving detailed tables of expected prices of various commodities, such as coffee, e.g. one picul of Javanese coffee could be expected to be bought from 8 to 8.50 Spanish dollars in Batavia and Singapore.

Definitions.

As for any traditional measurement unit, the exact definition of the picul varied historically and regionally. In imperial China and later, the unit was used for a measure equivalent to 100 catties.  In 1831, the Dutch East Indies authorities acknowledged local variances in the definition of the pikul. In Hong Kong, one picul was defined in "Ordinance No. 22 of 1844" as avoirdupois pounds. The modern definition is exactly 60.478982 kilograms. The measure was and remains used on occasion in Taiwan where it is defined as 60 kg. The last, a measure of rice, was 20 picul, or 1,200 kg.

The stone.

While the character "石" ("stone") is normally pronounced "shi" (Cantonese: "sek6"), as a unit of measure it is pronounced "dàn" (Cantonese: "daam3").  Historically, during the Qin and Han dynasties, the stone was used as a unit of measurement equal to 120 catties. Government officials at the time were paid in grain, counted in stones. The amount of salary in weight was then used as a ranking system for officials, with the top ministers being paid 2000 stones.  In the early days of Hong Kong as a British colony, the stone (石, with a Cantonese pronunciation given as "shik") was used as a measurement of weight equal to 120 catties or, alongside the picul of 100 catties. It was made obsolete by subsequent overriding legislation in 1885, which included the picul but not the stone.

A picul or tam is a traditional Asian unit of weight, defined as "as much as a man can carry on a shoulder-pole".

石(汉语拼音:dàn;粤音-教院式:daam)在秦朝和汉朝时作为质量单位使用。三十斤为钧,四钧为石。一石为一百二十斤。汉代一斤大约有258.24克,一石大概为31公斤。


Virology.

The virus MERS-CoV is a new member of the beta group of coronavirus, "Betacoronavirus", lineage C. MERS-CoV genomes are phylogenetically classified into two clades, clade A and B. The earliest cases of MERS were of clade A clusters (EMC/2012 and Jordan-N3/2012), and new cases are genetically distinct (clade B).  MERS-CoV is one of seven known coronaviruses to infect people, including HCoV-229E, HCoV-NL63, HCoV-OC43, HCoV-HKU1, the original SARS-CoV (or SARS-CoV-1), and SARS-CoV-2. MERS-CoV is distinct from SARS coronavirus and distinct from the common-cold coronavirus and known endemic human betacoronaviruses HCoV-OC43 and HCoV-HKU1. Until 23 May 2013, MERS-CoV had frequently been referred to as a SARS-like virus, or simply the novel coronavirus, and earlier it was referred to colloquially on messageboards as the "Saudi SARS".  Over 2,000 cases of MERS have been reported by 2017 with about 600 deaths, so the case fatality rate is <30%. 182 genomes have been sequenced by 2015 (94 from humans and 88 from dromedary camels). All sequences are >99% similar. The genomes can be divided into two clades - A and B - with the majority of cases being caused by clade B. Human and camel strains are intermixed suggesting multiple transmission events.

Origin.

The first confirmed case was reported in Saudi Arabia in 2012. Egyptian virologist Ali Mohamed Zaki isolated and identified a previously unknown coronavirus from the man's lungs. Zaki then posted his findings on 24 September 2012 on ProMED-mail. The isolated cells showed cytopathic effects (CPE), in the form of rounding and syncytia formation.  A second case was found in September 2012, a 49-year-old male living in Qatar presented with similar flu symptoms, and a sequence of the virus was nearly identical to that of the first case. In November 2012, similar cases appeared in Qatar and Saudi Arabia. Additional cases were noted, with deaths associated, and rapid research and monitoring of this novel coronavirus began.  It is not certain whether the infections are the result of a single zoonotic event with subsequent human-to-human transmission, or if the multiple geographic sites of infection represent multiple zoonotic events from an unknown common source.  A study by Ziad Memish of Riyadh University and colleagues suggests that the virus arose sometime between July 2007 and June 2012, with perhaps as many as 7 separate zoonotic transmissions. Among animal reservoirs, CoV has a large genetic diversity yet the samples from patients suggested a similar genome, and therefore common source, though the data were limited. It was determined through molecular clock analysis that viruses from the EMC/2012 and England/Qatar/2012 date to early 2011, suggesting that these cases were descended from a single zoonotic event. It appeared the MERS-CoV had been circulating in the human population for more than one year without detection and suggested independent transmission from an unknown source.

Tropism.

In humans, the virus has a strong tropism for nonciliated bronchial epithelial cells, and it has been shown to effectively evade the innate immune responses and antagonize interferon (IFN) production in these cells. This tropism is unique in that most respiratory viruses target ciliated cells.  Due to the clinical similarity between MERS-CoV and SARS-CoV, it was proposed that they may use the same cellular receptor; the exopeptidase, angiotensin converting enzyme 2 (ACE2). However, it was later discovered that neutralization of ACE2 by recombinant antibodies does not prevent MERS-CoV infection. Further research identified dipeptidyl peptidase 4 (DPP4; also known as CD26) as a functional cellular receptor for MERS-CoV. Unlike other known coronavirus receptors, the enzymatic activity of DPP4 is not required for infection. As would be expected, the amino acid sequence of DPP4 is highly conserved across species and is expressed in the human bronchial epithelium and kidneys. Bat DPP4 genes appear to have been subject to a high degree of adaptive evolution as a response to coronavirus infections, so the lineage leading to MERS-CoV may have circulated in bat populations for a long period of time before being transmitted to people.

Transmission.

On 13 February 2013, the World Health Organization stated that "the risk of sustained person-to-person transmission appears to be very low." The cells MERS-CoV infects in the lungs only account for 20% of respiratory epithelial cells, so a large number of virions are likely needed to be inhaled to cause infection.  Dr. Anthony S. Fauci of the National Institutes of Health in Bethesda, Maryland, stated that as of now MERS-CoV "does not spread in a sustained person to person way at all." Dr. Fauci stated that there is potential danger in that it is possible for the virus to mutate into a strain that does transmit from person to person.  However, the infection of healthcare workers (HCW) has led to concerns of human to human transmission.  The Centers for Disease Control and Prevention (CDC) list MERS as transmissible from human-to-human. From their FAQ, in answer to the question "Does MERS-CoV spread from person to person?", they answer "MERS-CoV has been shown to spread between people who are in close contact. Transmission from infected patients to healthcare personnel has also been observed. Clusters of cases in several countries are being investigated." There is also a "New York Times" article which provides some correlative context for this.  However, on the 28th of May, the CDC revealed that the Illinois man who was originally thought to have been the first incidence of person to person spread (from the Indiana man at a business meeting), had in fact tested negative for MERS-CoV. After completing additional and more definitive tests using a neutralising antibody assay, experts at the CDC have concluded that the Indiana patient did not spread the virus to the Illinois patient. Tests concluded that the Illinois man had not been previously infected. It is possible for silent MERS to occur, this is when the patient does not develop symptoms. Early research has shown that up to 20% of cases show no signs of active infection but have MERS-CoV antibodies in their blood.

Evolution.

The virus appears to have originated in bats. The virus itself has been isolated from a bat. This virus is closely related to the "Tylonycteris bat coronavirus HKU4" and "Pipistrellus bat coronavirus HKU5". Serological evidence shows that these viruses have infected camels for at least 20 years. The most recent common ancestor of several human strains has been dated to March 2012 (95% confidence interval December 2011 to June 2012).  The evidence available to date suggests that the viruses have been present in bats for some time and had spread to camels by the mid 1990s. The viruses appear to have spread from camels to humans in the early 2010s. The original bat host species and the time of initial infection in this species has yet to be determined.  Examination of the sequences of 238 isolates suggested that this virus has evolved into three clades differing in codon usage, host, and geographic distribution.

Natural reservoir.

Early research suggested the virus is related to one found in the Egyptian tomb bat. In September 2012 Ron Fouchier speculated that the virus might have originated in bats. Work by epidemiologist Ian Lipkin of Columbia University in New York showed that the virus isolated from a bat looked to be a match to the virus found in humans. 2c betacoronaviruses were detected in "Nycteris" bats in Ghana and "Pipistrellus" bats in Europe that are phylogenetically related to the MERS-CoV virus. However the major natural reservoir where humans get the virus infection remained unknown until on 9 August 2013, a report in the journal "The Lancet Infectious Diseases" showed that 50 out of 50 (100%) blood serum from Omani camels and (14%) from Spanish camels had protein-specific antibodies against the MERS-CoV spike protein. Blood serum from European sheep, goats, cattle, and other camelids had no such antibodies.  Soon after on 5 September 2013 a seroepidemiological study published in the journal of Eurosurveillance by R.A Perera "et al." where they investigated 1343 human and 625 animal sera indicated, the abundant presence of MERS-CoV specific antibody in 108 out of 110 Egyptian dromedary camels but not in other animals such as goats, cows or sheep in this region. These are the first and significant scientific reports that indicated the role of "dromedary camels" as a reservoir of MERS-CoV.  Recent work links camels to the virus. An ahead-of-print dispatch for the journal "Emerging Infectious Diseases" records research showing the coronavirus infection in dromedary camel calves and adults, 99.9% matching to the genomes of human clade B MERS-CoV.  At least one person who has fallen sick with MERS was known to have come into contact with camels or recently drank camel milk.  Countries like Saudi Arabia and the United Arab Emirates produce and consume large amounts of camel meat. The possibility exists that African or Australian bats harbor the virus and transmit it to camels. Imported camels from these regions might have carried the virus to the Middle East.  In 2013 MERS-CoV was identified in three members of a dromedary camel herd held in a Qatar barn, which was linked to two confirmed human cases who have since recovered. The presence of MERS-CoV in the camels was confirmed by the National Institute of Public Health and Environment (RIVM) of the Ministry of Health and the Erasmus Medical Center (WHO Collaborating Center), the Netherlands. None of the camels showed any sign of disease when the samples were collected. The Qatar Supreme Council of Health advised in November 2013 that people with underlying health conditions, such as heart disease, diabetes, kidney disease, respiratory disease, the immunosuppressed, and the elderly, avoid any close animal contacts when visiting farms and markets, and to practice good hygiene, such as washing hands.  A further study on dromedary camels from Saudi Arabia published in December 2013 revealed the presence of MERS-CoV in 90% of the evaluated dromedary camels (310), suggesting that dromedary camels not only could be the main reservoir of MERS-CoV, but also the animal source of MERS.  According to the 27 March 2014 MERS-CoV summary update, recent studies support that camels serve as the primary source of the MERS-CoV infecting humans, while bats may be the ultimate reservoir of the virus. Evidence includes the frequency with which the virus has been found in camels to which human cases have been exposed, seriological data which shows widespread transmission in camels, and the similarity of the camel CoV to the human CoV.  On 6 June 2014, the "Arab News" newspaper highlighted the latest research findings in the New England Journal of Medicine in which a 44-year-old Saudi man who kept a herd of nine camels died of MERS in November 2013. His friends said they witnessed him applying a topical medicine to the nose of one of his ill camels—four of them reportedly sick with nasal discharge—seven days before he himself became stricken with MERS. Researchers sequenced the virus found in one of the sick camels and the virus that killed the man, and found that their genomes were identical. In that same article, the "Arab News" reported that as of 6 June 2014, there have been 689 cases of MERS reported within the Kingdom of Saudi Arabia with 283 deaths.

Taxonomy.

MERS-CoV is more closely related to the bat coronaviruses HKU4 and HKU5 (lineage 2C) than it is to SARS-CoV (lineage 2B) (2, 9), sharing more than 90% sequence identity with their closest relationships, bat coronaviruses HKU4 and HKU5 and therefore considered to belong to the same species by the International Committee on Taxonomy of Viruses (ICTV).  Strains:

Microbiology.

The virus grows readily on Vero cells and LLC-MK2 cells.  The receptor for this virus is CD26 (dipeptidyl peptidase 4).

Research and patent.

Saudi officials had not given permission for Dr. Zaki, the first isolator of the human strain, to send a sample of the virus to Fouchier and were angered when Fouchier claimed the patent on the full genetic sequence of the Middle East respiratory syndrome coronavirus.  The editor of "The Economist" observed, "Concern over security must not slow urgent work. Studying a deadly virus is risky. Not studying it is riskier." Dr. Zaki was fired from his job at the hospital as a result of bypassing the Saudi Ministry of Health in his announcement and sharing his sample and findings.  At their annual meeting of the World Health Assembly in May 2013, WHO chief Margaret Chan declared that intellectual property, or patents on strains of new virus, should not impede nations from protecting their citizens by limiting scientific investigations. Deputy Health Minister Ziad Memish raised concerns that scientists who held the patent for the MERS-CoV virus would not allow other scientists to use patented material and were therefore delaying the development of diagnostic tests. Erasmus MC responded that the patent application did not restrict public health research into MERS coronavirus, and that the virus and diagnostic tests were shipped—free of charge—to all that requested such reagents.

Mapping.

There are a number of mapping efforts focused on tracking MERS coronavirus. On 2 May 2014, the Corona Map was launched to track the MERS coronavirus in realtime on the world map. The data is officially reported by WHO or the Ministry of Health of the respective country. HealthMap also tracks case reports with inclusion of news and social media as data sources as part of HealthMap MERS. South Korea was infected in mid-2015, with 38 deaths among 186 cases of infection.

Middle East respiratory syndrome–related coronavirus (MERS-CoV), or EMC/2012 (HCoV-EMC/2012), is a species of coronavirus which infects humans, bats, and camels. The infecting virus is an enveloped, positive-sense, single-stranded RNA virus which enters its host cell by binding to the DPP4 receptor. The species is a member of the genus "Betacoronavirus" and subgenus "Merbecovirus".

中东呼吸系统综合症冠状病毒是导致中东呼吸系统综合症的病原体(英文缩写:英语:MERS-CoV 或代号:英语:EMC/2012『HCoV-EMC/2012』)引起,有别于严重急性呼吸系统综合症冠状病毒和普通伤风冠状病毒。中东冠状病毒具单链核糖核酸,为冠状病毒属的新成员,按基因组区别被分为了甲、乙两大系统发生分支;最早期的感染病例是由甲类病毒造成,与后来的不同。


2012年塞内加尔国会选举

Background.

Changes to the electoral law passed in 2010 made it mandatory for women to make up 50% of candidates on party lists. A total of 24 lists were submitted for the election, with over 7,000 candidates, including Laurence Gavron, the first white woman to run for election to Parliament.  Of the 150 seats in the National Assembly, 60 were elected through proportional representation and 90 in constituencies.  The election had originally been scheduled for 17 June 2012, but President Macky Sall announced a change of date after saying there was not enough time to prepare for it and that he had consulted the opposition Senegalese Democratic Party (PDS) on the move.

Results.

As a result of the new law on equal representation on party lists, 64 women were elected to the Assembly.

Aftermath.

The pro-Sall United in Hope coalition won an overwhelming majority of seats in the National Assembly, 119 out of 150, while the PDS saw its share of seats plummet to only 12. The remaining 19 seats were distributed amongst an assortment of small parties. On 30 July 2012, one of Sall's most prominent allies, Moustapha Niasse, was elected as President of the National Assembly; he defeated a PDS deputy, Oumar Sarr. Niasse received 126 votes against 17 votes for Sarr; there were three blank votes. Eight vice-presidents were elected, including Awa Guèye as First Vice-President and Moustapha Cissé Lô as Second Vice-President. None of the vice-president posts went to a deputy from the opposition, leading it to complain that the majority had excluded it and ignored parliamentary tradition. While the opposition Liberals and Democrats Parliamentary Group was too few in number to guarantee it one of the posts, the opposition nevertheless felt that it should have been given a post for reasons of tradition and "dignity".

Parliamentary elections were held in Senegal on 1 July 2012. The result was a victory for the United in Hope coalition supporting newly elected President Macky Sall, which won 119 of the 150 seats in the National Assembly. Voter turnout in the election was just 37%.

2012年塞内加尔国会选举于2012年7月1日举行,选出国民议会全部150个议席。支持新任总统麦基·萨勒的「希望团结联盟」在本次选举取得119席。