document_title: Ashish

question_text: what is the meaning of the name ashish

question_tokens: what is the meaning of the name ashish

root

text: Ashish

text: Ashish is a male given name. This name is most common in India and Nepal. It literally means blessing from the elderly or Aashirwaad (blessing).

tag: p

text: People with this name include:

text:
Aashish Rana, Nepalese singer and actor
Aashish Chaudhary, Indian film actor
Aashish Kapoor, Indian cricketer
Ashish Bagai, Canadian cricketer
Ashish Chauhan, Deputy Chief Executive Officer of Bombay Stock Exchange
Ashish Gulhati, Online activist and open source hacker
Ashish Kapoor, Indian television actor
Ashish Khetan, Indian journalist and politician
Ashish Kumar, Indian gymnast, 2010 Commonwealth Games silver and bronze medalist
Ashish Kumar Ballal, Indian hockey player and Arjuna awardee
Ashish Manchanda, Indian recording engineer
Ashish Nehra, Indian cricketer, a bowler of fast-medium pace
Ashish Patel, Canadian cricketer, a medium pace bowler
Ashish Sharma, Indian actor
Ashish Thakkar, Founder of Mara Group
Ashish Vashi, Gujarat based Journalist, Actor and Writer
Ashish Vidyarthi, National Award winning actor in India
Ashish Zaidi, Indian first class cricketer

tag: ul

text: Name listThis page or section lists people that share the same given name. If an internal link led you here, you may wish to change that link to point directly to the intended article.

tag: table

text: Given namesIndian given names

text: Articles with short descriptionAll set index articles


document_title: Endolymph

question_text: what is the role of the endolymph of the semicircular canals

text: Endolymph

text: Structure[edit]

text: The inner ear has two parts: the bony labyrinth and the membranous labyrinth. The membranous labyrinth is contained within the bony labyrinth, and within the membranous labyrinth is a fluid called endolymph. Between the outer wall of the membranous labyrinth and the wall of the bony labyrinth is the location of perilymph.

text: Composition[edit]

text: Perilymph and endolymph have unique ionic compositions suited to their functions in regulating electrochemical impulses of hair cells. The electric potential of endolymph is ~80-90 mV more positive than perilymph due to a higher concentration of K compared to Na.[2]

text: The main component of this unique extracellular fluid is potassium, which is secreted from the stria vascularis. The high potassium content of the endolymph means that potassium, not sodium, is carried as the de-polarizing electric current in the hair cells. This is known as the mechano-electric transduction (MET) current.

text: Endolymph has a high positive potential (80–120 mV in the cochlea), relative to other nearby fluids such as perilymph, due to its high concentration of positively charged ions. It is mainly this electrical potential difference that allows potassium ions to flow into the hair cells during mechanical stimulation of the hair bundle. Because the hair cells are at a negative potential of about -50 mV, the potential difference from endolymph to hair cell is on the order of 150 mV, which is the largest electrical potential difference found in the body.[citation needed]

text: Function[edit]

text: Fluid waves occur in the endolymph in the various parts of the membranous labyrinth in response to fluid waves in the perilymph.

text:
Hearing: Cochlear duct: fluid waves in the endolymph of the cochlear duct stimulate the receptor cells, which in turn translate their movement into nerve impulses that the brain perceives as sound.
Balance: Semicircular canals: angular acceleration of the endolymph in the semicircular canals stimulate the vestibular receptors of the endolymph. The semicircular canals of both inner ears act in concert to coordinate balance.

text: Clinical significance[edit]

text: Disruption of the endolymph due to jerky movements (like spinning around or driving over bumps while riding in a car) can cause motion sickness.[3] A condition where the volume of the endolymph is greatly enlarged is called endolymphatic hydrops and has been linked to Ménière's disease.[4]

text: Additional images[edit]

text: Inner ear illustration showing semicircular canal, hair cells, ampulla, cupula, vestibular nerve, & fluid


document_title: Union Pacific Railroad

question_text: who directed the union pacific railroad’s movement west

question_tokens: who directed the union pacific railroad 's movement west

text: Union Pacific Railroad

text: History[edit]

text: Original company (Union Pacific Rail Road) and second company (Union Pacific Railway)[edit]

text: The original company, the Union Pacific Rail Road was incorporated on July 1, 1862, under an act of Congress entitled Pacific Railroad Act of 1862. The act was approved by President Abraham Lincoln, and it provided for the construction of railroads from the Missouri River to the Pacific as a war measure for the preservation of the Union.[2] It was constructed westward from Council Bluffs, Iowa to meet the Central Pacific Railroad line, which was constructed eastward from San Francisco Bay. The combined Union Pacific-Central Pacific line became known as the First Transcontinental Railroad and later the Overland Route.

text: The line was constructed primarily by Irish labor who had learned their craft during the recent Civil War.[3] The two lines were joined together at Promontory Summit, Utah, 53 miles (85 km) west of Ogden on May 10, 1869, hence creating the first transcontinental railroad in North America.[4] Under the guidance of its dominant stockholder Dr. Thomas Clark Durant, the namesake of the city of Durant, Iowa, the first rails were laid in Omaha.

text: Subsequently, the original UP purchased three Mormon-built roads: the Utah Central Railroad extending south from Ogden to Salt Lake City, the Utah Southern Railroad extending south from Salt Lake City into the Utah Valley, and the Utah Northern Railroad extending north from Ogden into Idaho. It built or purchased local lines that gave it access to Denver, Colorado, to Portland, Oregon, and to the Pacific Northwest and acquired the Kansas Pacific (originally called the Union Pacific, Eastern Division, though in essence a separate railroad). It also owned narrow gauge trackage into the heart of the Colorado Rockies and a standard gauge line south from Denver across New Mexico into Texas (both parts of the Union Pacific, Denver and Gulf Railway).

text: The original UP was entangled in the Crédit Mobilier scandal, exposed in 1872. Its independent construction company the Crédit Mobilier had bribed congressmen. The original UP itself was not guilty but it did get bad publicity. The financial crisis of 1873 led to financial troubles but not bankruptcy.

text: The original company was taken over by the new Union Pacific Railway on January 24, 1880, with its dominant stockholder being Jay Gould; the Union Pacific Rail Road was merged into the Union Pacific Railway. The Union Pacific Railway declared bankruptcy during the Panic of 1893. A new Union Pacific "Railroad" was later formed and the Union Pacific Railway was merged into the new railroad.

text: Third (Mark I) and fourth (Mark II) company, both called Union Pacific Railroad[edit]

text: In 1897, a new Union Pacific Railroad was formed and the Union Pacific Railway was merged into the new Union Pacific Railroad.[5] This Union Pacific Railroad is the third incarnation, and the third incarnation makes up the bulk of the Union Pacific history. The third incarnation produced the well known Big Boy steam locomotives. The Union Pacific 4014 and the Union Pacific 4012 are examples of preserved Big Boy locomotives. Other well known steam locomotives were also produced by the third Union Pacific Railroad such as the Union Pacific 3985, the Union Pacific 3977, and the Union Pacific 844, these three are also preserved. The third Union Pacific Railroad also produced the preserved Union Pacific 6936 diesel locomotive. The Missouri Pacific Railroad, the Chicago and North Western Transportation Company, the Western Pacific Railroad, the Missouri–Kansas–Texas Railroad, the Denver and Rio Grande Western Railroad (part of the UP-SP merger), the St. Louis Southwestern Railway (part of the UP-SP merger), and the SPCSL Corporation (part of the UP-SP merger) all became part of the third Union Pacific Railroad.

text: The third Union Pacific railroad lasted until 1998 when the parent Union Pacific Corporation merged this Union Pacific railroad into the Southern Pacific Transportation Company (SP, SPTC or SPTCo) which was incorporated in 1969, completing the UP-SP merger with the Union Pacific name being the surviving name. The Southern Pacific Transportation Company was renamed Union Pacific Railroad on the same day it absorbed the third Union Pacific railroad; the Southern Pacific Transportation Company becomes the fourth Union Pacific railroad and it is also the last incarnation of the Southern Pacific railroad. The fourth incarnation of the Union Pacific Railroad inherits all operations of the third incarnation of the Union Pacific Railroad. The fourth incarnation of the Union Pacific Railroad is referred to as Mark II while the third incarnation of the Union Pacific Railroad is referred to as Mark I. All together, a total of four railroads used the "Union Pacific" name; however, all four incarnations of the Union Pacific railroad are grouped and regarded as one railroad, though all incarnations are all separate railroads.

text: Under chairman W. Averell Harriman, the third Union Pacific railroad founded the Sun Valley ski resort in central Idaho; it opened 81 years ago in 1936 and was sold in 1964.[6][7]

text:
Year
Traffic

1925
1,065

1933
436

1944
5,481

1960
1,233

1970
333

text: In the tables "UP" includes OSL-OWR&N-LA&SL-StJ&GI; 1925–1944 passenger-mile totals do not include Laramie North Park & Western, Saratoga & Encampment Valley, or Pacific & Idaho Northern, and none of the totals includes Spokane International or Mount Hood. From the ICC annual reports, except 1979 is from Moody's.

text:
Revenue freight ton-miles (millions)

UP
LNP&W
S&EV
P&IN

1925
12,869
10

3

1933
8,639
4
0.4
(into UP)

1944
37,126
7
0.7

1960
33,280
(into UP)
(into UP)

1970
47,575

1979
73,708

text: On December 31, 1925, UP-OSL-OWRN-LA&SL-StJ&GI operated 9,834 route-miles and 15,265 track-miles. At the end of 1980, the third Union Pacific railroad operated 9,266 route-miles and 15,647 miles of track.[8] Moody's shows 220,697 million revenue ton-miles in 1993 on the expanded system (17,835 route-miles at the end of the year).

text: Facilities[edit]

text: Because of the large size of UP, hundreds of yards throughout its rail network are needed to effectively handle the daily transport of goods from one place to another. To reduce overall emissions, Union Pacific is acquiring a new generation of environmentally friendly locomotives for use in Los Angeles basin rail yards.[9]

text: Union Pacific built a $90 million intermodal terminal in San Antonio, Texas in 2009.[10][11]

text: Active hump yards[edit]

text: Hump yards work by using a small hill over which cars are pushed, before being released down a slope and switched automatically into cuts of cars, ready to be made into outbound trains. Union Pacific's active hump yards include:[12]

text:
Bailey Yard in North Platte, Nebraska
Beaumont Yard in Beaumont, Texas
Davidson Yard in Fort Worth, Texas
Davis Yard in Roseville, California
Englewood Yard in Houston, Texas
Gateway Yard in East St Louis, Illinois, owned by subsidiary Alton and Southern Railway
Hinkle Yard in Hermiston, Oregon
Livonia Yard in Livonia, Louisiana
Neff Yard in Kansas City, Missouri
North Little Rock Yard in North Little Rock, Arkansas
Pine Bluff Yard in Pine Bluff, Arkansas
Proviso Yard in Northlake, Illinois, owned by Chicago and North Western Transportation Company until 1995
Strang Yard in La Porte, Texas
West Colton Yard in San Bernardino, California

text: Union Pacific Railroad Museum[edit]

text: The Union Pacific Railroad Museum in Council Bluffs, Iowa houses the Union Pacific legacy's oldest corporate collections in the United States. The museum includes artifacts, photographs, and documents that trace the development of the first Union Pacific railroad and the American West.

text: The museum's collection features weapons from the late 19th and 20th centuries, outlaw paraphernalia, a sampling of the immigrants' possessions, and a photograph collection comprising more than 500,000 images.[13][14]

text: In 2009, the America's Power Factuality Tour stopped at the Union Pacific Railroad Museum to report on the UP legacy's role in generating electricity in the United States.[15]

text: Locomotive and rolling stock[edit]

text: Paint and colors[edit]

text: This section relies largely or entirely on a single source. Relevant discussion may be found on the talk page. Please help improve this article by introducing citations to additional sources. (July 2014)

text: UP's basic paint scheme for its diesel-electric locomotives is the oldest still in use by a major railroad. The middle two-thirds of the locomotive body is painted Armour Yellow, so named because it was the color used by the Armour meat company. A thin band of Signal Red divides this from the Harbor Mist Gray (a fairly light gray) used for the body and roof above that point. Signal Red is also painted at the bottom of the locomotive body, but this color has gradually become yellow as new Federal Railroad Administration (FRA) regulations for reflectorized tape came into effect in 2005; the trucks, underframe, fuel tanks and everything else beneath that line are also Harbor Mist Gray. The trucks at one point were painted in an aluminum color, though due to high costs and high maintenance, this was also changed to harbor mist gray, right after the merger with WP and MP. Lettering and numbering are in Signal Red, with black outlines. Some locomotives (historically passenger locomotives, as well as most units from 2000 on) have white-outlined blue "wings" on the nose, as well as a zig zag design with the signal red line on the top half of the locomotive sides—this is affectionately known as the “lightning stripe”, based on a design from later CNW locomotives. Beginning in early 2002, a number of units were repainted with a large, billowing American flag with the corporate motto "Building America" on the side, where the 'UNION PACIFIC' lettering is normally positioned. This paint scheme is known as "Building America," "Wings," or "Flags and Flares."

text: The Armour Yellow livery was first introduced on the UP's M-10000 streamliner train in 1934, although Leaf Brown was used instead of Harbor Mist Grey. Passenger cars, cabooses, and other non-freight equipment have also been painted in a similar fashion.

text: The steam locomotive paint schemes are unique in their own way. Up until the mid-1940s, all steam locomotives on UP were painted in a standard scheme: the smokebox and firebox were painted graphite and the rest was painted jet black; the lettering was usually aluminum. In the late 1940s, many passenger steam locomotives were repainted in a two-tone grey scheme to match the scheme applied to some coaching stock. These locomotives were painted light grey, with one dark gray strip running from front to rear alongside the running board and in the middle of the tender. This dark grey strip was outlined in yellow (originally aluminum), and all lettering inside the strip was yellow also. After 1952, these locomotives were repainted in the same basic black color scheme as the earlier freight locomotives. The grey passenger cars were repainted in the yellow scheme.

text: From the second half of 2005 to the summer of 2006, UP unveiled a new set of six EMD SD70ACe locomotives in "Heritage Colors," painted in schemes reminiscent of railroads acquired by the Union Pacific Corporation since the 1980s. The engine numbers match the year that the predecessor railroad became part of the Union Pacific system. The locomotives commemorate the Missouri Pacific with UP 1982, the Western Pacific with UP 1983, the Missouri-Kansas-Texas with UP 1988, the Chicago and North Western with UP 1995, the Southern Pacific with UP 1996 (the current Union Pacific Railroad was the last incarnation of the Southern Pacific railroad), and the Denver and Rio Grande Western with UP 1989.[16]

text: In October 2005, UP unveiled another specially painted SD70ACe: 4141 has "George Bush 41" on the sides and its paint scheme resembles that of Air Force One.

text: On March 31, 2010, UP dedicated a specially painted GE ES44AC locomotive commemorating the centennial of the Boy Scouts of America.[17] Although it retains the standard Armour Yellow and Harbor Mist colors, the unit has a large BSA 2010 logo on each side of the long hood, and the scouting logo low on the side of the cab.

text: On September 28, 2010, UP dedicated a specially painted GE ES44AC locomotive, as a tribute to Susan G. Komen for the Cure.[18] The unit is standard UP Armour Yellow and Harbor Mist colors, but has a large pink ribbon, the symbol for breast cancer awareness, on each side of the long hood.

text: 2013 locomotive roster[edit]

text: As of October 2013, the Union Pacific had 8,185 locomotives on its active roster. The locomotive fleet consists of 43 different models and had an average age of 17.8 years.[19]

text:
Type
Quantity

4-8-8-4
1

4-6-6-4
1

4-8-4
1

B40-8
91

C40-8
333

C40-8W
50

C41-8W
154

C4460AC
80

C44-9W
274

C44AC/CTE
1,485

C45AC/CTE
943

C6044AC
176

C60AC
75

DDA40X
1

E9A
2

E9B
1

GP15-1
160

GP38-2
664

GP38AC
2

GP39-2
49

GP40
15

GP40-2
142

GP40-2P
2

GP40M-2
65

GP50
48

GP60
194

MP15AC
41

MP15DC
102

SD40-2
505

SD60
85

SD60M
560

SD70ACe
321

SD70M
1,445

SD9043AC
309

SW1500
18

text: Surviving merger partner locomotives[edit]

text: As of May 23, 2015, UP operates 9 Southern Pacific (107,177,187, 266, 309, 319, 335, 343, and 352) 2 St. Louis Southwestern (9642, and 9708), and 2 Chicago and North Western (8646 and 8701) locomotives that are still in the former railroads' paint. In addition, many locomotives have been "patched" and renumbered by UP, varying in the degree of the previous railroads' logos being eradicated, but always with a yellow patch applied over the locomotive's former number and a new UP number applied on the cab. This allows UP to number locomotives into its roster, yet it takes less time and money than it does to perform a complete repaint into UP colors. As of May 17, 2015, UP rostered 212 "patches", consisting of:

text:
22 Chicago and North Western (whose CNW logos have been hidden by the "patches"),
174 Southern Pacific (AC4400CW, GP40-2, MP15AC, and GP60)
14 St. Louis Southwestern (GP60)
2 Denver and Rio Grande Western (GP60)

text: While not technically a predecessor locomotive in the traditional sense, UP rosters a single SD40-2 (3564) still in the 1970s paint scheme. Also, several patched units have uniquenesses, such as UP 6289 (The 'flaming' patch), and UP 6361 (SP paint, with full UP letters on conductor's side). UP also rosters an ex-CNW AC4400CW in UP paint, that has been decaled with 'We Will Deliver' and Operation Lifesaver (6736). UP retains many CNW units with OLS decals.

text: Historic locomotives[edit]

text: Alone among modern railroads, UP maintains a small fleet of historic locomotives for special trains and hire in its Cheyenne, Wyoming roundhouse.

text:
UP 4014 is a 4-8-8-4 Articulated type, Big Boy, freight steam locomotive. On July 23, 2013, it was announced that the UP was acquiring UP 4014 from The Southern California Chapter of The Railway and Locomotive Historical Society in Pomona, with the goal of restoring it to service. 4014 was moved from Pomona to the Union Pacific West Colton yard on January 26, 2014 and then to Cheyenne, Wyoming. Restoration to full operating condition is currently in progress, expected to be finished between 2017 and 2019. Volunteers and paid contractors are assisting the UP steam crew in the rebuild predominantly at the UP Steam Shop in Cheyenne.[20]
UP 844 is a 4-8-4 Northern type express passenger steam locomotive (class FEF-3). It was the last steam locomotive built for UP and has been in continuous service since its 1944 delivery. Many people know the engine as the No. 8444, since an extra '4' was added to its number in 1962 to distinguish it from a diesel numbered in the 800 series. It regained its rightful number in June 1989, after the diesel was retired and donated to the Nevada Southern Railroad Museum in Boulder City, Nevada. A mechanical failure occurred on June 24, 1999, in which the boiler tubes from the 1996 overhaul, being made of the wrong material, collapsed inside the boiler and put the steam locomotive out of commission. The UP steam crew successfully repaired it and returned it to service on November 10, 2004. It was rebuilt and returned to service in 2016. It is the only steam locomotive to never be officially retired from a North American Class I railroad.
UP 3985 is a 4-6-6-4 Challenger class dual-service steam locomotive. It is the largest steam locomotive still in operation anywhere in the world. Withdrawn from service in 1962, it was stored in the UP roundhouse until 1975, when it was moved to the employees' parking lot outside the Cheyenne, Wyoming, depot until 1981 when a team of employee volunteers restored it to service. In 2007, it underwent repairs for service, and was back up and running in 2008 to continue its run. UP 3985 has been in storage since 2010, but may return to service once 4014's restoration is completed.
UP 951, 949 and 963B are a trio of streamlined General Motors Electro-Motive Division E9 passenger locomotives built in 1955. They are used to haul the UP business cars and for charter specials. While externally they are 1955 vintage locomotives, the original twin 1200 hp 12-cylinder 567 series engines have been replaced with single EMD 16-645E 2000 hp (1.5 MW) engines (which were salvaged from wrecked GP38-2 locomotives) and the electrical and control equipment similarly upgraded, making them more modern locomotives under the skin. The set is made of two A units and one B unit. The B unit contains an HEP engine-generator set for powering passenger cars. The two A units were recently modified to eliminate the nose doors to increase safety in the event of collision.
UP 6936 is an EMD DDA40X "Centennial" diesel-electric locomotive. These were the largest diesel locomotives ever built and were manufactured specifically for UP. Of the many DDA40X locomotives built, 6936 is the only one in service. The locomotive suffered major damages in 2000 as a result of a collision with a dump truck at a grade crossing in Livonia, Louisiana. After it was repaired a winged UP shield logo was applied to the front. It was also repainted in the current Lightning Bolt paint scheme and had a rooftop air conditioning unit installed.
UP 5511 is a 2-10-2 steam locomotive. This locomotive is very rarely ever heard of, because it was never donated for public display. This locomotive is reportedly in excellent condition. The only thing keeping it from being restored is that it would be limited to 40 mph (64 km/h) or lower due to its large cylinders and small drivers. As of August 2004, this locomotive is being offered for sale by UP.[citation needed]. It is currently in storage at the roundhouse where 844 & 3985 were repaired in Cheyenne, Wyoming
UP 1243 is a 4-6-0 steam locomotive, and is the oldest locomotive owned by UP. Built in 1890 and retired in 1957, it was at first stored in Rawlins, Wyoming. It was cosmetically restored in 1990 for public display, and toured with 844 as part of the Idaho and Wyoming Centennial train, being moved on a flat car. It was moved to Omaha, Nebraska in November 1996 and put on display at the Western Heritage Museum.

text: In addition there are a number of other locomotives kept in storage for possible future restoration. Rio Grande (DRGW) F9B 5763 is one of the units in storage, part of the Trio (A-B-B) of F9s that served on the Rio Grande in various Passenger Duty services (From the Denver Ski Train to the Zephyr Trains) until their retirement in 1996. Sister Units 5771 (F9A) and 5762 (F9B) were donated to the Colorado Railroad Museum. Chicago and North Western F7 No. 401, used for Chicago and North Western business trains, also was retained by UP.

text: UP 838, a twin to 844, is stored in the Cheyenne roundhouse as a parts source, though as most of its usable parts have already been applied to 844, it is more likely to see use as a source of pattern parts for reproduction replacements. Reputedly, 838's boiler is in better condition than that of 844, due to 838 having not been in steam since retirement, compared to 844's relatively heavy use since 1960.

text: Among the former tenants was Southern Pacific 1518 (the first production SD7 ex EMD demo 990), transferred to the Illinois Railway Museum after some time in storage in the UP shops.

text: Preserved steam locomotives[edit]

text: In addition to the historic fleet outlined above kept by UP itself, a large number of UP locomotives survive elsewhere. Many locomotives were donated to towns along the Union Pacific tracks, for instance, as well as locomotives donated to museums.

text:
UP 18, 26. From 1948 to 1970, UP operated a series of Gas turbine-electric locomotives. No other railroad in the world operated turbines on such a scale. At one point, UP claimed that the turbines hauled 10% of its freight. These were ultimately retired due to rising fuel costs. Two surviving GTELs can be seen on display; UP 18 is at the Illinois Railway Museum in Union, Illinois, and UP 26 is displayed at the Utah State Railroad Museum in Ogden, Utah.
UP 407 – A 2-8-0 type, donated to City of Sidney, Nebraska in July 1956
UP 421 – A 2-8-0 type, donated to City of Fairbury, Nebraska in April 1956
UP 423 – A 2-8-0 type, donated to City of Gering, Nebraska in July 1955
UP 428 – A 2-8-0 type, undergoing restoration at the Illinois Railway Museum, Union, Illinois
UP 437 – A 2-8-0 type, donated to City of Grand Island, Nebraska in September 1955
UP 440 – A 2-8-0 type, donated to City of Lincoln, Nebraska in May 1955, moved to Mid-Continent Railway Museum, North Freedom, Wisconsin in June 1975
UP 460 – A 2-8-0 type, donated to City of Marysville, Kansas in April 1956
UP 477 – A 2-8-0 type, donated to City of Salina, Kansas in July 1955
UP 480 – A 2-8-0 type, donated to City of North Platte, Nebraska in February 1956
UP 481 – A 2-8-0 type, on display at Buffalo County Historical Society, Kearney, Nebraska
UP 485 – A 2-8-0 type, donated to City of Lexington, Nebraska in June 1956
UP 529 – A 2-8-0 type, on display at Northwest Railway Museum, Snoqualmie, Washington
UP 533 – A 2-8-0 type, donated to City of Rawlins, Wyoming in December 1958
UP 561 – A 2-8-0 type, on display at Pawnee Park, Columbus, Nebraska
UP 616 – A 2-8-0 type, donated to City of Nampa, Idaho in August 1958
UP 618 – A 2-8-0 type, at the Heber Valley Historic Railroad
UP 737 – A 4-4-0 type, was in the collection of Steamtown National Historic Site, then moved to Feather River Railroad Museum, Portola, California. Currently displayed at the Double-T Agricultural Museum in Stevinson, California.
UP 119 – A 4-4-0 type, the original was scrapped, and thus technically does not count as a preserved engine. However, a full-scale, exact replica was built in 1979, and currently operates at the Golden Spike National Historic Site in Promontory, Utah.
UP 814 – A 4-8-4 type, on display at Dodge Park, Council Bluffs, Iowa
UP 833 – A 4-8-4 type, on display at Eccles Rail Center, Utah State Railroad Museum Union Station, Ogden, Utah
UP 942 - An EMD E8 type, on display and operation use at the Orange Empire Railroad Museum
UP 1242 – A 4-6-0 type, on display at Lions Park, Cheyenne, Wyoming
UP 2005 – A 2-8-2 type, on display at Ross Park, Pocatello, Idaho

text:
UP 2295 – A 2-8-2 type, on display at former UP passenger depot, Boise, Idaho
UP 2537 – A 2-8-2 type, donated to City of Walla Walla, Washington in December 1959
UP 2564 – A 2-8-2 type, originally on display in Oro Grande, California, May 1959, then moved to Orange Empire Railway Museum, Perris, California
UP 3203 – A 4-6-2 type, donated to City of Portland, Oregon in January 1958. Originally Oregon Railway and Navigation Company No. 197, it was moved to the Brooklyn Roundhouse in 1996 and to the Oregon Rail Heritage Center in 2012, where it is now undergoing restoration.
UP 3206 – A 4-6-2 type, originally on display at Highbridge Park in Spokane, Washington. Moved to Spokane Interstate Fairgrounds in 1978.
UP 3977 is the only 4-6-6-4 Challenger class dual-service steam locomotive on static display. It is located in Cody Park in North Platte, Nebraska.
UP 4004 – A Union Pacific Big Boy 4-8-8-4 articulated steam locomotive, on display in Holiday Park, Cheyenne, Wyoming
UP 4005 – A Union Pacific Big Boy 4-8-8-4 articulated steam locomotive, on display at Forney Museum of Transportation, Denver, Colorado
UP 4006 – A Union Pacific Big Boy 4-8-8-4 articulated steam locomotive, on display at National Museum of Transport, St. Louis, Missouri

text:
UP 4012 – A Union Pacific Big Boy 4-8-8-4 articulated steam locomotive, originally on display at Bellows Falls, Vermont, moved to Steamtown, Scranton, Pennsylvania in 1984[21]
UP 4017 – A Union Pacific Big Boy 4-8-8-4 articulated steam locomotive, on display at National Railroad Museum, Green Bay, Wisconsin
UP 4018 – A Union Pacific Big Boy 4-8-8-4 articulated steam locomotive, originally on display at Texas State Fair Grounds, Dallas, Texas. Number 4018, currently residing at the Museum of the American Railroad in Frisco, TX, almost saw a return to operation in 1998 when a film director proposed restoring the locomotive for use in a movie. However, it has been 9 years since anything has been heard of this proposal, and it is considered to have been only a whim.
UP 4023 – A Union Pacific Big Boy 4-8-8-4 articulated steam locomotive, on display at Lauritzen Gardens/Kenefick Park, Omaha, Nebraska
UP 4420 – An 0-6-0 type, donated to City of Evanston, Wyoming, in June 1958
UP 4436 – An 0-6-0 type, on display at Eccles Rail Cener, Utah State Railroad Museum Union Station, Ogden, Utah
UP 4439 – An 0-6-0 type, on display at Griffith Park, Los Angeles
UP 4442 – An 0-6-0 type, donated to City of Las Vegas, Nevada, in April 1960, since moved to Henderson, Nevada
UP 4455 – An 0-6-0 type, operated by the Laramie Portland Cement plant hauling limestone from the quarry southwest of Laramie, Wyoming until 1965, then to Colorado Railroad Museum for display
UP 4466 – An 0-6-0 type built by Lima Locomotive Works in 1920, displayed at the California State Railroad Museum. It operated at the museum until 1999.
UP 6051 – A 2-8-0 type, on display at Fairmount park, Riverside, California
UP 6072 – A 2-8-0 type, on display at Ft. Riley Museum, Ft. Riley, Kansas
UP 6237 – A 2-8-0 type, donated to City of Hastings, Nebraska in July 1956
UP 6264 – A 2-8-0 type, on display at Nevada Southern Railroad Museum, Boulder City, Nevada
UP 6535 – A 2-8-0 type, on display at Depot Park, Laramie, Wyoming
UP 6900 Centennial series – Several of the huge DDA40X diesel-electric locomotives have been saved. Other than 6936 that UP maintains in its heritage fleet, none of the remaining Centennials operate. However, 6930 at the Illinois Railway Museum has operating cab controls, allowing it to couple to another locomotive and control it.
UP 9000, a Union Pacific 9000 class 4-12-2 giant non-articulated freight locomotive, at the Fairplex in Pomona, California

text: Miniature Train[edit]

text: Union Pacific owns a miniature train, sometimes called the "Pride of The Omaha Shops." It was constructed in 1956 in the Omaha shops. For many years, the train has been used in various events, including parades, employee Family Days and other civic events. Today, it makes about 50 appearances a year throughout Union Pacific's 23-state system and generally is booked up to three years in advance of special civic celebrations.[22]

text: The mini train is composed of the following:[23]

text:
Locomotive, numbered as UP 956 (modeled after the E9)
Box car, numbered as UP 498150, "Automated Rail Way" slogan
Gondola, numbered as UP 98000
Tank car, numbered as UP 69969
Refrigerator car, numbered as UPFE 451501
Aluminum coal hopper
Caboose, numbered as UP 25300

text: Passenger train service[edit]

text: Union Pacific operated through passenger service over its historic "Overland Route" between 1869 until May 1, 1971. The last passenger train operated by UP was the westbound City of Los Angeles. After May 1, 1971, Amtrak assumed operation of long-distance passenger operations in the United States. UP at various times operated the following named passenger trains:

text:
Butte Special (operated between Salt Lake City and Butte, Montana)
Challenger (operated jointly with the Chicago and North Western Railway until October 1955, and thereafter the Milwaukee Road)
City of Denver (operated jointly with the Chicago and North Western Railway until October 1955, and thereafter the Milwaukee Road)
City of Las Vegas; later, the Las Vegas Holiday Special (1956–1967)
City of Los Angeles (operated jointly with the Chicago and North Western Railway until October 1955, and thereafter the Milwaukee Road)
City of Portland (operated jointly with the Chicago and North Western Railway until October 1955, and thereafter the Milwaukee Road)
City of Salina (1934–1940)
City of San Francisco (operated jointly with the Chicago and North Western Railway and the Southern Pacific Railroad; after October, 1955 the Milwaukee Road assumed operation of the Chicago-Omaha leg of the service)
City of St. Louis
Columbine (in service to Chicago and Denver, beginning in the 1920s)
Forty-Niner (operated between Chicago and Oakland)
Gold Coast (operated between Chicago and Oakland/Los Angeles)
Idahoan (operated between Cheyenne and Portland)
Los Angeles Limited (in service 1905)
Overland Flyer; renamed the Overland Limited in 1890 (1887–1963)
Pacific Limited (operated between Chicago and Ogden, Utah where it was split to serve Los Angeles and San Francisco, beginning in 1913. It was combined with the Portland Rose in 1947.)[24]
Pony Express (operated between Kansas City and Los Angeles 1926—1954)
Portland Rose (in service between Chicago and Portland, beginning in the 1920s)[25]
San Francisco Overland (originally operated between Chicago and Oakland, later terminated only at St. Louis)
Spokane (operated between Spokane and Portland)
Utahn (operated between Cheyenne and Los Angeles)
Yellowstone Special (operated between Pocatello, Idaho and West Yellowstone, Montana)

text: UP mainly operates commuter trains for Metra on the Union Pacific Lines: Union Pacific/North Line, Union Pacific/Northwest Line, and Union Pacific/West Line.

text: Many Amtrak routes currently utilize Union Pacific rails:

text:
Amtrak Cascades
California Zephyr
Capitol Corridor
Cardinal
Coast Starlight
Hoosier State
Lincoln Service
Missouri River Runner
Pacific Surfliner
San Joaquin
Sunset Limited
Texas Eagle

text: Notable accidents[edit]

text: On June 28, 2004, in the San Antonio suburb of Macdona, Texas, a UP train collided with an idle BNSF train resulting in the puncturing of a 90-ton tank car carrying liquified chlorine. As the chlorine vaporized, a toxic "yellow cloud" soon formed which killed three (the UP conductor and two residents nearby) and caused 43 hospitalizations. The costs of cleanup and property damaged during the incident exceeded $7 million.[26]

text: Another derailment in November 1994 killed a bystander in a neighboring business in San Antonio. Senator Kay Bailey Hutchison demanded a federal investigation in the Union Pacific crashes around Bexar County.[27] In March 2005, Texas Governor Rick Perry supported a plan to reroute trains around large urban population centers in the state of Texas, including San Antonio.[28]

text: Various investigations of the Macdona incident have revealed several serious safety lapses on the part of the Union Pacific and its employees; specifically, Federal Railroad Administration (FRA) officials in 2004 reported that the Union Pacific had "notable deficiencies", including its employees not following the company's own safety rules.[29] While initial reports blamed "fatigue" of the crew of the UP train,[citation needed] many other contributing factors have been cited. Among those, the chlorine tank cars were improperly placed near the front of the train.[30] Cars containing hazardous materials have traditionally been placed away from the front of the train, an operational measure used to safeguard against the likelihood of such cars being among the first affected in a derailment and to reduce their likelihood of colliding with heavier steel cars.[clarification needed]

text: On September 4, 2007 a Union Pacific train derailment split the small town of Sergeant Bluff, Iowa, in half. Around 16 cars, most of them carrying salt, derailed spilling its contents in mountainous, snow-like piles. The derailment caused an interruption in traffic for about two hours until city officials could clean up the mess[31]

text: In the aftermath of the Macdona and other incidents, the Federal Railroad Administration signed a compliance agreement with the railroad in November 2004 in which the railroad promised to rectify the "notable deficiencies" that regulators found.[28][29] Specifically, the agreement mandated increased training for railroad managers and increased the number of FRA inspectors in the region by 10.[29] United States Assemblyman Charlie Gonzalez questioned whether the agreement went far enough; he and other Congressional delegation members questioned the FRA's "partnership" approach as being "too cozy a relationship to the railroads" and cited an article in The New York Times that reported that the acting FRA administrator, Betty Monro, and the chief lobbyist for Union Pacific, Mary E. McAuliffe, had vacationed several times together on Nantucket.[29]

text: The railroad's San Antonio Service Unit (SASU) has had other derailments,[32][33][34][35] including a Schulenburg, Texas incident in June 2009 where tank cars containing chlorine and petroleum naptha xylene derailed but were not punctured.[36]

text: On January 7, 2008, a Union Pacific train carrying hazardous materials was derailed by a tornado near Lawrence, Illinois, injuring five and prompting a local evacuation. The train's rear surveillance camera caught the derailment on video.[37]

text: On June 24, 2012, three crew members were killed when two Union Pacific trains slammed into each other just east of Goodwell, about 300 miles northwest of Oklahoma City. The eastbound train passed a signal displaying stop on the main track striking the westbound train which was lined into the siding about 1 mile east of the meeting point. The crash triggered a diesel-fueled fireball that appeared to weld the locomotives together.[38]

text: On November 15, 2012, the Midland train crash occurred, in which four United States military veterans were killed when their parade float was struck by a train in Midland, Texas.

text: On May 25, 2013, in Chaffee, Missouri, a Union Pacific train collided with a BNSF train at a level junction. Seven people were injured. A total of 24 cars were derailed, including loaded autorack and scrap metal cars. Included in the crash were two Union Pacific engines. The accident caused an overpass to partially collapse, and a post-accident fire was also reported.[39][40] The resulting investigation concluded the engineer most likely fell asleep, due to sleep apnea. In this incident, four progressively restrictive signals were violated, resulting in the UP train hitting the BNSF train at roughly 40 MPH. Total damages exceeded ten million dollars. The Missouri Route M bridge was reopened in August, 2013 with a new design.[41] [42]

text: On June 3, 2016, a 96-car oil train derailed in the Columbia River Gorge near Mosier, Oregon. 11 cars derailed and at least one caught on fire. 42,000 gallons of Bakken crude oil spilled of which 10,000 gallons was recovered. Some oil went into the Colombia River. Cleanup and investigations continue as of June 6, 2016.

text: Facts and figures[edit]

text: According to UP's 2007 Annual Report to Investors, at the end of 2007 it had more than 50,000 employees, 8,721 locomotives, and 94,284 freight cars.

text: Broken down by specific type of car, owned and leased:

text:
35,437 covered hoppers
12,272 boxcars
18,647 open-top hoppers
13,780 gondolas
14,148 "other" types of cars

text: In addition, it owns 6,950 different pieces of maintenance of way work equipment. At the end of 2007 the average age of UP's locomotive fleet was 14.8 years, the freight car fleet 28 years.

text: Company officers[edit]

text: Presidents of all four incarnations of the Union Pacific Railroad:[citation needed]

text:
William Butler Ogden (1862–1863)
John Adams Dix (1863–1865)
Oliver Ames, Jr. (1866–1871)
Thomas Alexander Scott (1871–1872)
Horace F. Clark (1872–1873)
John Duff (1873–1874)
Sidney Dillon (1874–1884)
Charles F. Adams (1884–1890)
Sidney Dillon (1890–1892)
S.H.H. Clark (1890–1898)
W.S. Pierce (acting) (1897)
Horace G. Burt (1898–1904)
E. H. Harriman (1904–1909)
Robert S. Lovett (1910–1911)
A.L. Mohler (1911–1916)
E.E. Calvin (1916–1918)
C.B. Seger (1918–1919)
Carl R. Gray (1920–1937)
William M. Jeffers (1937–1946)
G.F. Ashby (1946–1949)
Arthur E. Stoddard (1949–1965)
E.H. Bailey (1965–1971)
John Kenefick (1971–1986)
Drew Lewis (1986–1987)
Mike Walsh (1987–1991)
Richard K. Davidson (1991–1996)
Ron Burns (several months in 1996)
Jerry Davis (1996–1998)
Ike Evans (1998–2004)
James R. Young (2004–2012)
Jack Koraleski (2012–2015)
Lance M. Fritz (2015–present)[43]

text: Environmental record[edit]

text: In Eugene, Oregon, the UP and the Oregon Department of Environmental Quality are jointly studying ground contamination at the railroad's yard originating with the Southern Pacific from over one hundred years ago, consisting mostly of petroleum hydrocarbons, industrial solvents, and metals. This has affected a nearby groundwater source.[44]

text: Union Pacific Railroad in 2007 started an experimental method of reducing emissions from the engine exhaust of their locomotives. By adding an experimental oxidation catalyst filtering canister to the diesel engine's exhaust manifold, they are attempting to reduce the amount of unburned hydrocarbons, carbon monoxide and particulate matter generated, much like a catalytic converter in automobiles and trucks. The United States Environmental Protection Agency's National Vehicle Fuels and Emissions Laboratory provided most of the funding for the test. Using Ultra Low Sulfur diesel with the oxicat resulted in reduced particulate emissions by approximately 50 percent, unburned hydrocarbons by 38 percent and carbon monoxide by 82 percent.[45]

text: The company's Fuel Master program uses the expertise of locomotive engineers to save fuel. Engineers who save the most fuel are rewarded on a monthly basis. The program has saved the company millions of dollars, a significant amount of which has been returned to the engineers. In 2006, the program founder, Wayne Kennedy, received the John H. Chafee Environmental Award, and the program was recognized by Secretary of Transportation Norman Mineta.[46]

text: EMP[edit]

text: EMP, a domestic interline Intermodal freight transport partnership that provides shipping and logistics of containers, is owned by Union Pacific, along with Norfolk Southern Railroad and agent-owned partners Canadian National Railway, Canadian Pacific Railway, I&M Rail Link, Iowa Interstate Railroad, Wisconsin Central Ltd., and Kansas City Southern Railway. EMP's fleet of more than 35,000 domestic 53-foot containers and chassis traverse major cities throughout North America.[47][48][49]


document_title: Gliding

question_text: how long do gliders stay in the air

question_tokens: how long do gliders stay in the air

text: Gliding

text: History[edit]

text: The development of heavier-than-air flight in the half century between Sir George Cayley's coachman in 1853 and the Wright brothers in 1903 mainly involved gliders (see Aviation history). However, the sport of gliding only emerged after the First World War, as a result of the Treaty of Versailles,[6] which imposed severe restrictions on the manufacture and use of single-seat powered aircraft in Germany's Weimar Republic. Thus, in the 1920s and 1930s, while aviators and aircraft makers in the rest of the world were working to improve the performance of powered aircraft, the Germans were designing, developing and flying ever more efficient gliders and discovering ways of using the natural forces in the atmosphere to make them fly farther and faster. With the active support of the German government, there were 50,000 glider pilots by 1937.[7] The first German gliding competition was held at the Wasserkuppe in 1920,[8][9]:51 organized by Oskar Ursinus. The best flight lasted two minutes and set a world distance record of 2 kilometres (1.2 mi).[9]:54 Within ten years, it had become an international event in which the achieved durations and distances had increased greatly. In 1931, Gunther Grönhoff flew 272 kilometres (169 mi) on the front of a storm from Munich to Kadaň (Kaaden in German) in Western Czechoslovakia, farther than had been thought possible.[9]:85

text: In the 1930s, gliding spread to many other countries. In the 1936 Summer Olympics in Berlin gliding was a demonstration sport, and it was scheduled to be a full Olympic sport in the 1940 Games.[9]:148 A glider, the Olympia, was developed in Germany for the event, but World War II intervened. By 1939 the major gliding records were held by Russians, including a distance record of 748 kilometres (465 mi).[9]:107 During the war, the sport of gliding in Europe was largely suspended, though several German fighter aces in the conflict, including Erich Hartmann, began their flight training in gliders.[10] :46

text: Gliding did not return to the Olympics after the war for two reasons: a shortage of gliders, and the failure to agree on a single model of competition glider. (Some in the community feared doing so would hinder development of new designs.)[9]:172 The re-introduction of air sports such as gliding to the Olympics has occasionally been proposed by the world governing body, the Fédération Aéronautique Internationale (FAI), but has been rejected on the grounds of lack of public interest.[11]

text: In many countries during the 1950s a large number of trained pilots wanted to continue flying. Many were also aeronautical engineers who could design, build and maintain gliders. They started both clubs and manufacturers, many of which still exist. This stimulated the development of both gliding and gliders, for example the membership of the Soaring Society of America increased from 1,000 to 16,000 by 1980.[12] The increased numbers of pilots, greater knowledge and improving technology helped set new records, for example the pre-war altitude record was doubled by 1950,[9]:195 and the first 1,000-kilometre (620 mi) flight was achieved in 1964.[13] New materials such as glass fiber and carbon fiber, advances in wing shapes and airfoils, electronic instruments, the Global Positioning System and improved weather forecasting have since allowed many pilots to make flights that were once extraordinary. Today over 550 pilots have made flights over 1,000 kilometres (620 mi).[14] Although there is no Olympic competition, there are the World Gliding Championships. The first event was held at the Samedan in 1948.[9]:161 Since World War II it has been held every two years. There are now six classes open to both sexes, plus three classes for women and two junior classes. The latest worldwide statistics for 2011 indicate that Germany, the sport's birthplace, is still a center of the gliding world: it accounted for 27 percent of the world's glider pilots,[15] and the three major glider manufacturers are still based there. However the meteorological conditions that allow soaring are common and the sport has been taken up in many countries. At the last count there were over 111,000 active civilian glider pilots and 32,920 gliders,[15] plus an unknown number of military cadets and aircraft. Clubs actively seek new members by giving trial flights, which are also a useful source of revenue for them.[16]

text: Soaring[edit]

text: Glider pilots can stay airborne for hours by flying through air that is ascending as fast or faster than the glider itself is descending, thus gaining potential energy.[17] The most commonly used sources of rising air are

text:
thermals (updrafts of warm air);
ridge lift (found where the wind blows against the face of a hill and is forced to rise); and
wave lift (standing waves in the atmosphere, analogous to the ripples on the surface of a stream).

text: Ridge lift rarely allows pilots to climb much higher than about 600 metres (2,000 ft) above the terrain; thermals, depending on the climate and terrain, can allow climbs in excess of 3,000 metres (9,800 ft) in flat country and much higher above mountains;[17] wave lift has allowed a glider to reach an altitude of 15,447 metres (50,679 ft).[18] In a few countries such as the UK, gliders may continue to climb into the clouds in uncontrolled airspace,[19] but in many European countries the pilot must stop climbing before reaching the cloud base (see Visual Flight Rules).[20]

text: Thermals[edit]

text: Thermals begin as bubbles of rising air that are formed on the ground through the warming of the surface by sunlight.[17] If the air contains enough moisture, the water will condense from the rising air and form cumulus clouds.[21]:41 When the air has little moisture or when an inversion stops the warm air from rising high enough for the moisture to condense, thermals do not create cumulus clouds. Without clouds or dust devils to mark the thermals, thermals are not always associated with any feature on the ground. The pilot must then use both skill and luck to find them using a sensitive vertical speed indicator called a variometer that quickly indicates climbs and descents. Occasionally reliable thermals can be found in the exhaust gases from power stations or from fires.[22] :6[23]:72[24]:29

text: Once a thermal is encountered, the pilot can fly in tight circles to keep the glider within the thermal, so gaining altitude before flying towards the destination or to the next thermal. This is known as "thermalling". Alternatively, glider pilots on cross-country flights may choose to 'dolphin'. This is when the pilot merely slows down in rising air, and then speeds up again in the non-rising air, thus following an undulating flight path. Dolphining allows the pilot to minimize the loss of height over great distances without spending time turning. Climb rates depend on conditions, but rates of several meters per second are common and can be maximized by gliders equipped with flaps. Thermals can also be formed in a line usually because of the wind or the terrain, creating cloud streets. These can allow the pilot to fly straight while climbing in continuous lift.[22]:61

text: As it requires rising heated air, thermalling is most effective in mid-latitudes from spring through late summer. During winter the sun's heat can only create weak thermals, but ridge and wave lift can still be used during this period.[21]:108

text: Ridge lift[edit]

text: A ridge soaring pilot uses upward air movements caused when the wind blows on to the sides of hills. It can also be augmented by thermals when the slopes also face the sun.[6][24]:135 In places where a steady wind blows, a ridge may allow virtually unlimited time aloft, although records for duration are no longer recognized because of the danger of exhaustion.[25]

text: Wave lift[edit]

text: The powerfully rising and sinking air in mountain waves was discovered by glider pilot, Wolf Hirth, in 1933.[9]:100 Gliders can sometimes climb in these waves to great altitudes, although pilots must use supplementary oxygen to avoid hypoxia.[24]:149

text: This lift is often marked by long, stationary lenticular (lens-shaped) clouds lying perpendicular to the wind.[6] Mountain wave was used to set the current altitude record of 15,453 metres (50,699 ft) on 29 August 2006 over El Calafate, Argentina. The pilots, Einar Enevoldson and Steve Fossett, wore pressure suits.[18] A new record of 15,902 metres (52,172 ft) is awaiting ratification.[26] The current world distance record of 3,008 kilometres (1,869 mi) by Klaus Ohlmann (set on 21 January 2003)[27] was also flown using mountain waves in South America.

text: A rare wave phenomenon is known as Morning Glory, a roll cloud producing strong lift. Pilots near Australia's Gulf of Carpentaria make use of it in springtime.[28]

text: Other sources of lift[edit]

text: The boundaries where two air masses meet are known as convergence zones.[29]:100 These can occur in sea breezes or in desert regions. In a sea-breeze front, cold air from the sea meets the warmer air from the land and creates a boundary between two masses of air like a shallow cold front. Glider pilots can gain altitude by flying along the intersection as if it were a ridge of land. Convergence may occur over considerable distances and so may permit virtually straight flight while climbing.[24]:55

text: Glider pilots have occasionally been able to use a technique called "dynamic soaring"[22]:35 allowing a glider to gain kinetic energy by repeatedly crossing the boundary between air masses of different horizontal velocity. However, such zones of high "wind gradient" are usually too close to the ground to be used safely by gliders.[22]:35

text: Launch methods[edit]

text: Most gliders do not have engines or at least engines that would allow a take-off under their own power. Various methods are therefore used to get airborne. Each method requires specific training, therefore glider pilots must be in current practice for the type of launch being used. Licensing rules in some countries, such as the USA, differentiate between aerotows and ground launch methods, due to the widely different techniques.[30][31]

text: Aerotowing[edit]

text: In an aerotow a powered aircraft is attached to a glider with a tow rope. Single-engined light aircraft or motor gliders are commonly used. The tow-plane takes the glider to the height and location requested by the pilot where the glider pilot releases the tow-rope.[32]:133 A weak link is often fitted to the rope to ensure that any sudden loads do not damage the airframe of the tow-plane or the glider. Under extreme loads the weak link will fail before any part of the glider or plane fails.[33] There is a remote chance that the weak link might break at low altitude, and so pilots plan for this eventuality before launching.

text: During the aerotow, the glider pilot keeps the glider behind the tow-plane in either the "low tow" position, just below the wake from the tow-plane, or the "high tow" position just above the wake.[34]:7–11 In Australia the convention is to fly in low tow, whereas in the United States and Europe the high tow prevails. One rare aerotow variation is attaching two gliders to one tow-plane, using a short rope for the high-towed glider and a long rope for the low tow. The current record is nine gliders in the same aerotow.[35]

text: Winch launching[edit]

text: Gliders are often launched using a stationary ground-based winch mounted on a heavy vehicle.[32] This method is widely used at many European clubs, often in addition to an aerotow service. The engine is usually powered by LPG, petrol or diesel, though hydraulic fluid engines and electrical motors are also used. The winch pulls in a 1,000 to 2,500-metre (3,000 to 7,500 ft) cable, made of high-tensile steel wire or a synthetic fiber, attached to the glider. The cable is released at a height of about 35% of the cable length after a short, steep ride.[32]:78 A strong headwind will result in higher launches.

text: Winch launches are much cheaper than aerotows and permit a higher launch frequency. A winch may also be used at sites where an aerotow could not operate, because of the shape of the field or because of noise restrictions. The height gained from a winch is usually less than from an aerotow so pilots need to find a source of lift soon after releasing from the cable, otherwise the flight will be short. A break in the cable or the weak link[Note 1] during a winch launch is a possibility for which pilots are trained.[32]:87[36]:16–7

text: Auto-tow[edit]

text: Another method of launching, the "autotow", is rarer nowadays.[32] The direct autotow requires a hard surface and a powerful vehicle that is attached to the glider by a long steel cable. After gently taking up slack in the cable, the driver accelerates hard and as a result the glider rises rapidly to about 400 metres (1,300 ft), especially if there is a good headwind and a runway of 1.5 kilometres (0.93 mi) or more. This method has also been used on desert dry lakes.[37]

text: A variation on the direct autotow is known as the "reverse pulley" method. In this method, the truck drives towards the glider being launched. The cable passes around a pulley at the far end of the airfield, resulting in an effect similar to that of a winch launch.[32]

text: Bungee launch[edit]

text: Bungee launching was widely used in the early days of gliding, and occasionally gliders are still launched from the top of a gently sloping hill into a strong breeze using a substantial multi-stranded rubber band, or "bungee".[38] For this launch method, the glider's main wheel rests in a small concrete trough. The hook normally used for winch-launching is instead attached to the middle of the bungee. Each end is then pulled by three or four people. One group runs slightly to the left, the other to the right. Once the tension in the bungee is high enough, the glider is released and the glider's wheel pops out of the trough. The glider gains just enough energy to leave the ground and fly away from the hill.[38]

text: Gravity launch[edit]

text: A glider can simply be pushed down a slope until gravity can create enough speed for it to take off.[39]

text: Cross-country[edit]

text: One of the measures of a glider's performance is the distance that it can fly for each meter it descends, known as its glide ratio. Glide ratio is dependent on an aircraft's class, and can typically range from 44:1 (for modern designs in the Standard Class) up to 70:1 (for the largest aircraft). A good gliding performance combined with regular sources of rising air enables modern gliders to fly long distances at high speeds.[22][40] The weather is a major factor in determining cross-country speeds. The record average speed for 1,000 kilometres (620 mi) is 203.1 kilometres per hour (126.2 mph)[27] and required unusually good conditions, but even in places with less favorable conditions (such as Northern Europe) a skilled pilot can expect to complete flights over 500 kilometres (310 mi) every year.[41]

text: As the performance of gliders improved in the 1960s, the concept of flying as far away as possible became unpopular with the crews who had to retrieve the gliders. Pilots now usually plan to fly around a course (called a task) via turn-points, returning to the starting point.[42]:133

text: In addition to just trying to fly further, glider pilots also race each other in competitions.[43] The winner is the fastest, or, if the weather conditions are poor, the furthest round the course. Tasks of up to 1,000 km have been set[44] and average speeds of 120 km/h are not unusual.[45]

text: Initially, ground observers confirmed that pilots had rounded the turn-points. Later, the glider pilots photographed these places and submitted the film for verification. Today, gliders carry secure GNSS Flight Recorders that record the position every few seconds from GPS satellites.[46] These recording devices now provide the proof that the turn-points have been reached.[47]

text: National competitions generally last one week, with international championships running over two. The winner is the pilot who has amassed the greatest number of points over all the contest days. However, these competitions have as yet failed to draw much interest outside the gliding community for several reasons. Because it would be unsafe for many gliders to cross a start line at the same time, pilots can choose their own start time.[48] Furthermore, gliders are not visible to the spectators for long periods during each day's contest and the scoring is complex, so traditional gliding competitions are difficult to televise. In an attempt to widen the sport's appeal, a new format, the Grand Prix, has been introduced.[49] Innovations introduced in the Grand Prix format include simultaneous starts for a small number of gliders, cockpit mounted cameras, telemetry giving the positions of the gliders, tasks consisting of multiple circuits, and simplified scoring.

text: There is a decentralized Internet-based competition called the Online Contest, in which pilots upload their GPS data files and are automatically scored based on distance flown. Worldwide, 6,703 pilots registered for this contest in 2010.[41]

text: Maximizing average speed[edit]

text: Soaring pioneer Paul MacCready is usually credited with developing mathematical principles for optimizing the speed at which to fly when cross-country soaring,[50]:11-10 although it was first described by Wolfgang Späte in 1938.[51] The speed to fly theory allows the optimal cruising speed between thermals to be computed, using thermal strength, glider performance and other variables. It accounts for the fact that if a pilot flies faster between thermals, the next thermal is reached sooner. However at higher speeds the glider also sinks faster, requiring the pilot to spend more time circling to regain the altitude. The MacCready speed represents the optimal trade-off between cruising and circling. Most competition pilots use MacCready theory to optimize their average speeds, and have the calculations programmed in their flight computers, or use a "McCready ring", a rotatable bezel on the glider's variometer to indicate the best speed to fly. The greatest factor in maximizing average speed, however, remains the ability of the pilot to find the strongest lift.[22]:56

text: On cross-country flights on days when strong lift is forecast, pilots fly with water ballast stored in tanks or bags in the wings and fin. The fin tank is used to reduce trim drag by optimizing the center of gravity, which typically would shift forward if water is stored only in the wings ahead of the spar.[50]:5–13 Ballast enables a sailplane to attain its best L/D at higher speeds but slows its climb rate in thermals, in part because a sailplane with a heavier wing loading cannot circle within a thermal as tightly as one with a lower, unballasted wing loading. But if lift is strong, typically either from thermals or wave, the disadvantage of slower climbs is outweighed by the higher cruising speeds between lift areas. Thus, the pilot can improve the average speed over a course by several percent or achieve longer distances in a given time.[22]:63 If lift is weaker than expected, or if an off-field landing is imminent, the pilot can jettison the water ballast by opening the dump valves.[22]:64

text: On days with particularly strong and widespread lift pilots can attain high average speeds by alternating periods of fast flight with pull-ups, merely slowing down in areas of lift without deviating from the course. This 'dolphining' technique can result in high average speeds because the height lost can be minimised until particularly strong lift is encountered when circling would be most effective.

text: Badges[edit]

text: Achievements in gliding have been marked by the awarding of badges since the 1920s.[52][53] For the lower badges, such as the first solo flight, national gliding federations set their own criteria. Typically, a bronze badge shows preparation for cross-country flight, including precise landings and witnessed soaring flights. Higher badges follow the standards set down by the Gliding Commission of the Fédération Aéronautique Internationale (FAI).[54]

text: The FAI's Sporting Code defines the rules for observers and recording devices to validate the claims for badges that are defined by kilometers of distance and meters of altitude gained.[55] The Silver-C badge was introduced in 1930.[53] Earning the Silver Badge shows that a glider pilot has achieved an altitude gain of at least 1,000 metres (3,281 ft), made a five-hour duration flight, and has flown cross-country for a straight-line distance of at least 50 kilometres (31 mi): these three attainments are usually, but not invariably, achieved in separate flights. The Gold and Diamond Badges require pilots to fly higher and further. A pilot who has completed the three parts of the Diamond Badge has flown 300 kilometres (186 mi) to a pre-defined goal, has flown 500 kilometres (311 mi) in one flight (but not necessarily to a pre-defined goal) and gained 5,000 metres (16,000 ft) in height. The FAI also issues a diploma for a flight of 1,000 kilometres (621 mi) and further diplomas for increments of 250 kilometres (155 mi).[54]

text: Landing out[edit]

text: If lift is not found during a cross-country flight, for example because of deteriorating weather, the pilot must choose a location to "land out".[22] Although inconvenient and often mistaken for "emergency landings", landing out (or "outlanding") is a routine event in cross-country gliding. The pilot has to choose a location where the glider can be landed safely, without damaging the plane, the pilot, or property such as crops or livestock.[56] The glider and the pilot(s) can then be retrieved by road from the outlanding location using a purpose-built trailer. In some instances, a tow-plane can be summoned to re-launch the aircraft.

text: Use of engines or motors[edit]

text: Although adding to the weight and expense, some gliders are fitted with small power units and are known as motor gliders.[57] This avoids the inconvenience of landing out. The power units can be internal combustion engines, electrical motors, or retractable jet engines. Retractable propellers are fitted to high performance sailplanes, though in another category, called touring motor gliders, non-retractable propellers are used. Some powered gliders are "self launching", which makes the glider independent of a tow plane. However some gliders have "sustainer" engines that can prolong flight but are not powerful enough for launching. All power units have to be started at a height that includes a margin that would still allow a safe landing out to be made, if there were a failure to start.[24]:130[58]

text: In a competition, using the engine ends the soaring flight. Unpowered gliders are lighter and, as they do not need a safety margin for starting the engine, they can safely thermal at lower altitudes in weaker conditions. Consequently, pilots in unpowered gliders may complete competition flights when some powered competitors cannot.[59] Conversely, motor glider pilots can start the engine if conditions will no longer support soaring flight, while unpowered gliders will have to land out, away from the home airfield, requiring retrieval by road using the glider's trailer.

text: Aerobatic competitions[edit]

text: World and European Aerobatic competitions are held regularly.[60] In this type of competition, the pilots fly a program of maneuvers (such as inverted flight, loop, roll, and various combinations). Each maneuver has a rating called the "K-Factor".[61] Maximum points are given for the maneuver if it is flown perfectly; otherwise, points are deducted. Efficient maneuvers also enable the whole program to be completed with the height available. The winner is the pilot with the most points.[62]

text: Hazards[edit]

text: Unlike hang gliders and paragliders, gliders surround the pilots with strong structures and have undercarriages to absorb impacts when landing. These features prevent injuries from otherwise minor incidents, [63][64] but there are some hazards. Although training and safe procedures are central to the ethos of the sport, a few fatal accidents occur every year, almost all caused by pilot error.[64] In particular there is a risk[65] of mid-air collisions between gliders, because two pilots might choose to fly to the same area of lift and so might collide. Because of this risk, pilots usually wear parachutes. To avoid other gliders and general aviation traffic, pilots must comply with the Rules of the Air and keep a good lookout. In several European countries and Australia, the FLARM warning system is used to help avoid mid-air collisions between gliders.[66] A few modern gliders have a ballistic emergency parachute to stabilize the aircraft after a collision.[67]

text: Training and regulation[edit]

text: In addition to national laws controlling aviation, the sport in many countries is regulated through national gliding associations and then through local gliding clubs. Much of the regulation concerns safety and training.

text: Many clubs provide training for new pilots. The student flies with an instructor in a two-seat glider fitted with dual controls. The instructor performs the first launches and landings, typically from the back seat, but otherwise the student manages the controls until the student is deemed to have the skill and the airmanship necessary to fly solo.[68] Simulators are also beginning to be used in training, especially during poor weather.[69]

text: After the first solo flights glider pilots are required to stay within gliding range of their home airfield. In addition to solo flying, further flights are made with an instructor until the student is capable of taking a glider cross-country and of handling more difficult weather. Cross-country flights are allowed when they have sufficient experience to find sources of lift away from their home airfield, to navigate, and to select and land in a field if necessary. In most countries pilots must take a written examination on the regulations, navigation, use of the radio, weather, principles of flight and human factors. Proposals are being made to standardise the training requirements across European countries.[70]

text: In addition to the regulation of pilots, gliders are inspected annually and after exceeding predetermined flight times. Maximum and minimum payloads are also defined for each glider. Because most gliders are designed to the same specifications of safety, the upper weight limit for a pilot, after allowing for a parachute, is usually 103 kilograms (227 lb). There is also a limit, 193 centimetres (6 ft 4 in), on the tallest pilots who can safely fit into a typical glider's cockpit.[71]

text: Challenges for the gliding movement[edit]

text: According to the FAI President, gliding as a sport faces challenges in the years ahead.[72] These include:

text:
Time pressures on participants: gliding typically takes whole days that many people today find harder to devote. As a result, the average age of glider pilots is increasing.[73][74]
In some countries, the need for more land for housing is threatening small airfields. These airfields may also be used for other general aviation activities, and the addition of gliding may be difficult to accommodate.[75] This can limit the number of available airfields and so it can require longer drives to reach them.
Airspace: in many European countries, the growth of civil aviation is reducing the amount of uncontrolled airspace.[76] In the U.S. new security requirements, and the growth of controlled airspace around cities, has also had some impact on where to fly.
Competition from other activities: there is now a greater variety of similar sports such as hang gliding and paragliding that may attract potential glider pilots.[74]
Lack of publicity: without coverage by television or popular publications, many people are unaware that gliding is even a sport. Without this knowledge the public may have a poor understanding of how flying without an engine is possible and safe.[77][78]
Increasing costs: due to higher costs of fuel and insurance, and due to greater regulation requiring equipment such as new radios, or in some cases transponders,[79][80] gliding costs have increased, although without the continuous use of engines and fuel, they are still considerably lower than traditional power flying.

text: Related air sports[edit]

text: The two air sports that are most closely related to gliding are hang gliding and paragliding. Although all three sports rely on rising air, there are significant differences which are listed in detail in a comparison of sailplanes hang gliders and paragliders. The main difference is that both hang gliders and paragliders are simpler, less sophisticated and cheaper aircraft that use the pilot's feet as the undercarriage.[81] All paragliders and most hang gliders have no protective structure around the pilot. However, the dividing line between basic gliders and sophisticated hang-gliders is becoming less distinct. For example, hang gliders typically use fabric wings, shaped over a framework, but hang gliders with rigid wings and three-axis controls are also available. The lower air speeds and lower glide ratios of typical hang gliders means that shorter cross-country distances are flown than in modern gliders. Paragliders are more basic craft. They are also foot-launched, but their wings usually have no frames and their shape is created by the flow and pressure of air.[82] The airspeeds and glide ratios of paragliders are generally lower still than the typical hang gliders, and so their cross-country flights are even shorter. Radio-controlled gliding uses scale-models of gliders mainly for ridge soaring; however thermic aeromodelling craft are also used.[83]


document_title: Death Note (2017 film)

question_text: who plays ryuk in the movie death note

question_tokens: who plays ryuk in the movie death note

text: Death Note (2017 film)

text: Plot[edit]

text: In Seattle, Washington, high school student Light Turner encounters a notebook marked "Death Note". He is visited by the death god Ryuk, who tells him that he can cause the death of anyone he wishes by writing their name in the book, as long as he knows their real name and face. Ryuk coaxes Light into testing it out on a bully. The bully is decapitated in a freak accident shortly afterwards. That evening, Light is compelled to write down the name of Antony Skomal, the man who killed his mother in a hit and run. Skomal dies in a similar freak accident at a restaurant. Ryuk explains other rules of the Death Note, including the ability to control the actions of the victim for up to 48 hours after their name is written before they die. Classmate Mia Sutton asks Light about the Death Note, and he demonstrates how it works. She encourages Light to use the Death Note with her to rid the world of criminals, improving the world. They decide to work together under the guise of a god they call "Kira", using the book's coercion powers to have their victims reveal this name to the world.

text: Kira becomes beloved by the public, as its killings are seen as righteous by the majority of law enforcement, and Light and Mia become lovers. Kira's actions draw the attention of "L", an enigmatic detective who is able to track down Kira's location to Seattle and his source to the city's police database. L and his assistant/father-figure Watari travel to Seattle and meet with James Turner, the chief of police and Light's father, to discuss how they will catch Kira. L gives a televised speech with his face concealed, taunting Kira to kill him, and when this fails to happen, L suspects that Kira must know a person's name and face to kill.

text: L has FBI agents follow Light and other suspects. Mia suggests killing the agents, but Light refuses. The FBI agents thereafter commit mass suicide and Light accuses Ryuk of killing them. James appears on television and vows to apprehend Kira. Mia urges Light to kill him for the greater good, but Light can't bring himself to do it. When James is not killed, L comes to the conclusion that Light must be Kira. L confronts Light, revealing his face to him. Realizing that L is closing in on him and with Mia motivating him, Light uses the Death Note to force Watari to uncover L's real name. As Ryuk explains, Light can burn the page with Watari's name on it within the 48 hours to cancel his impending death; however, this method can only be used to save a victim of the Death Note once. Watari leaves suddenly for the abandoned New York orphanage where he found L years before; L learns Watari has disappeared and orders Light's house to be searched; he finds nothing, as Mia was able to sneak the Death Note out.

text: Knowing that Light is still being followed, Mia helps him to sneak away at the school dance, allowing him to collect the Death Note and contact Watari via phone. Watari finds L's records moments before the 48-hour deadline, but Light finds Watari's page missing. Watari is then shot and killed by unknown soldiers before he can reveal L's name. Mia reveals that she used the Death Note to kill the FBI agents in order to protect herself and Light, took Watari's page, and has also written Light's name in the book, giving him until midnight before his heart stops. She offers to burn Light's page if he gives the Death Note to her, as she believes he is not capable of making the right decisions for the good of society. Meanwhile, L is devastated by Watari's death and goes on his own manhunt for Light.

text: Light tells Mia to meet him at the Seattle Great Wheel where he will turn over the book, and then flees from police, who are closing in on him. L catches up to him and prepares to kill him, but a passerby knocks L out after overhearing that Light is Kira. Pursued by police, Light meets Mia and takes her to the top of the ferris wheel. Light tries to convince Mia that they will be happier without the Death Note, at first seemingly dissuaded, Mia takes the Death Note when Light turns to look out, much to Light's intense dismay. Confused at first, she realised that Light must have wrote her name in the book, with her death contingent on her taking the Death Note from him. With both of them doomed, Ryuk causes the Ferris wheel to collapse. Mia falls to her death, while Light and the Death Note fall into the water. The page with Light's name on it drifts into a burn barrel, an event witnessed by L. Though Light is rescued from the water, he has fallen into a coma.

text: Two days later, a man leaves the Death Note at Light's bedside. When Light wakes up, he finds his father there, who tells him he knows that Light is Kira. James explains that he found a news clipping about Skomal's death in Light's room and realized that he was Kira's first victim. Light explains that he used the Death Note at the school to plan out Mia's death in a way that would ensure his own page got burned if she took the Death Note. He also manipulated several criminals to induce him into a medical coma, having them use the Death Note during his comatose absence to give himself an alibi. With Kira continuing to kill while Light was in a coma, L is taken off the case and forced to return to Japan. As his plane is about to take off, he ponders a comment Light made during their standoff, realizing Mia's involvement, he stops the plane and races to her home to search her possessions. He finds the Death Note page with the names of the FBI agents she killed on it, and in a hysterical fit, contemplates writing a name on the page. Back in Light's hospital room, Ryuk appears, laughing. When Light asks him why he's laughing, he simply comments "You humans are so interesting".

text: Cast[edit]

text:
Nat Wolff as Light Turner / "Kira": A high-school student who discovers the titular "Death Note" and uses it to kill criminals by writing their names and causes of death, and thus, alongside Mia Sutton, becoming the world-famous serial killer known as "Kira", while praised by law enforcement.
Lakeith Stanfield as L: A highly intelligent and skilled—but also arrogant and unhinged—FBI agent who is obsessively determined to capture Kira and end his reign.
Margaret Qualley as Mia Sutton / "Kira": Light's classmate and love interest, who becomes an ally in his mission to rid the world of criminals, eventually seeking to kill those who seek to stop them and becoming dangerously obsessed with the book's power. In an interview with io9, Adam Wingard revealed that rather than being based on original manga character Misa Amane, Sutton as a character is based on the sociopathic qualities of Light Yagami.[2]
Shea Whigham as James Turner: Light's father and a police officer who aids L in bringing down the mysterious Kira, unaware that he is Light.
Paul Nakauchi as Watari: L's assistant and father-figure.
Willem Dafoe and Jason Liles as Ryuk: A demonic god of death and the creator of the Death Note, who begins communicating with Light when he receives the book and warns him about its repercussions. Liles played the character in costume, while Dafoe provided voice work and performance capture for the facial elements.

text: Production[edit]

text: In 2007, the Malaysian newspaper The Star stated that more than ten film companies in the United States had expressed interest in the Death Note franchise.[3] The American production company Vertigo Entertainment was originally set to develop the remake, with Charley and Vlas Parlapanides as screenwriters and Roy Lee, Doug Davison, Dan Lin, and Brian Witten as producers.[4] On April 30, 2009, Variety reported that Warner Bros., the distributors for the original Japanese live-action films, had acquired the rights for an American remake, with the original screenwriters and producers still attached.[5] In 2009, Zac Efron responded to rumors that he would be playing the film's lead role by stating that the project was "not on the front burner".[6] On January 13, 2011, it was announced that Shane Black had been hired to direct the film, with the script being written by Anthony Bagarozzi and Charles Mondry.[7] Warner's studios planned to change the background story of Light Yagami into one of vengeance instead of justice and to remove Shinigami from the story. Black opposed this change, and it had not been green-lit.[8] Black confirmed in a 2013 interview with Bleeding Cool that he was still working on the film.[9] In July 2014, it was rumored that Gus Van Sant would replace Black as the film's new director, with Dan Lin, Doug Davison, Roy Lee and Brian Witten producing through Vertigo Entertainment, Witten Pictures and Lin Pictures.[10]

text: On April 27, 2015, The Hollywood Reporter revealed that Adam Wingard would direct the film, that Lin, Lee, Jason Hoffs and Masi Oka would produce, and that Niija Kuykendall and Nik Mavinkurve would oversee the studio.[11] Producers stated the film would receive an R rating.[12] In April 2016, TheWrap reported that because Warner Bros. had decided to make fewer films, the studio put the film into turnaround but allowed Wingard to take the project elsewhere. Within 48 hours, Wingard was reportedly approached by nearly every major film studio.[13] On April 6, 2016, it was confirmed that Netflix had bought the film from Warner Bros. with a budget of $40–50 million and a recent draft of the script being written by Jeremy Slater. Production officially began in British Columbia on June 30, 2016, overseen by DN (Canada) Productions, Inc.[14][15][16][17][18]

text: Casting[edit]

text: On September 29, 2015, Nat Wolff was cast in the lead role.[19] On November 12, 2015, Margaret Qualley joined the film as the female lead.[20] In June 2016, Lakeith Stanfield joined the cast.[21] On June 30, 2016, it was announced that Paul Nakauchi and Shea Whigham had joined the cast.[22] On August 2, 2016, Willem Dafoe was announced to voice the Shinigami Ryuk.[23] In the wake of Dafoe's casting, Brian Drummond, who voiced Ryuk in the English dub of the anime, voiced his approval citing the casting of Ryuk.[24]

text: Early casting announcements, similar to other Hollywood productions based on Japanese manga such as Dragonball Evolution and Ghost in the Shell, resulted in accusations of whitewashing.[25][26] In response, producers Roy Lee and Dan Lin stated that "Our vision for Death Note has always been to...introduce the world to this dark and mysterious masterpiece. The talent and diversity represented in our cast, writing, and producing teams reflect our belief in staying true to the story's concept of moral relevance—a universal theme that knows no racial boundaries."[18] Oka announced that he also has a role in the film.[27] Atticus Ross and Leopold Ross composed the score for the film.

text: Wingard addressed the concerns over the film, explaining that the film is an American take on the Death Note story, stating, "It's one of those things where the harder I tried to stay 100 percent true to the source material, the more it just kind of fell apart... You're in a different country, you're in a different kind of environment, and you're trying to also summarize a sprawling series into a two-hour-long film. For me, it became about; what do these themes mean to modern day America, and how does that affect how we tell the story."[28]

text: Release[edit]

text: The film was released on Netflix on August 25, 2017. On July 20, 2017, the film was screened early for audiences at San Diego Comic-Con International 2017.

text: Marketing[edit]

text: On March 22, 2017, Netflix released a teaser of the film on YouTube.[29] An additional trailer was released on June 29, 2017.

text: Critical reception[edit]

text: Death Note received mixed to negative reviews, with critics calling it "a bad decision on top of a festering pile of bad decisions", "a lazy, unambitious, forgettable movie" and "boring",[30][31] though the direction and the cast received some praise.[31] On review aggregation website Rotten Tomatoes, the film has an approval rating of 40% based on 53 reviews, and an average rating of 4.6/10. The site's critical consensus reads, "Death Note benefits from director Adam Wingard's distinctive eye and a talented cast, but they aren't enough to overcome a fatally overcrowded canvas."[32] On Metacritic, which assigns a normalized rating to reviews, the film has a score of 43 out of 100, based on 14 critics, indicating "mixed or average reviews".[33]

text: Jeanette Catsoulis for The New York Times wrote that the film "feels rushed and constricted" compared to the volume of the source material, but praised how Wingard's direction focused on "mood over mayhem" to make the adaptation his own.[34] Peter Debruge for Variety said that he felt that Wingard took the film adaptation towards a Donnie Darko-styled work that would capture the interest of more Western audiences compared to the original work, but made the work capture the feel of a theatrical film rather than just a made-for-television work. Debruge also wrote that despite the philosophical concepts of murdering via the Death Note, "the movie never quite reckons with just how twisted a concept it’s peddling, and that’s easily the scariest thing about it".[35] Brian Tallerico for Rogerebert.com gave the film one of four stars, stating that the changes that Wingard had made from the original work did not serve any artistic or thematic purpose, nor captured the cat-and-mouse game between Light and L that was core to the original work, and because the producers "refused to make Light the antihero he needed to be", the addition of Mia as a love interest "[left] the project hollow at its center".[36]

text: Tsugumi Ohba and Takeshi Obata, the original creators of Death Note, have praised the film, with the former stating, "In a good way, it both followed and diverged from the original work so the film can be enjoyed, of course by not only the fans, but also by a much larger and wider audience".[37]

text: Possible sequel[edit]

text: In an interview with Heat Vision, director Adam Wingard stated that Netflix has wanted to make at least two films, if enough people watch the first one. He said: "There are definitely lots of places to go, and we know generally where we would take it. Hopefully people will watch it and Netflix will order a sequel. They definitely are ready to. They just need people to watch it."[38]


document_title: List of current Major League Baseball stadiums

question_text: what are the oldest baseball stadiums in the united states

text: Legend[edit]

text:
Denotes stadium with a retractable roof.

Denotes stadium with a fixed roof.

text: Stadiums[edit]

text:
Image
Name
Seating capacity
Location
Playing surface
Team
Opened
Distance to center field
Ballpark typology
Roof type

Angel Stadium
45,477[1]
Anaheim, California
Grass
Los Angeles Angels
1966
396 feet (121 m)
Modern
Retro Modern
Open

AT&T Park
41,915[2]
San Francisco, California
Grass
San Francisco Giants
2000
399 feet (122 m)
Retro Classic
Open

Busch Stadium
45,529[3]
St. Louis, Missouri
Grass
St. Louis Cardinals
2006
400 feet (122 m)
Retro Classic
Open

Chase Field
48,686[4]
Phoenix, Arizona
Grass
Arizona Diamondbacks
1998
407 feet (124 m)
Retro Modern
Retractable

Citi Field
41,922[5]
Queens, New York
Grass
New York Mets
2009
408 feet (124 m)
Retro Classic
Open

Citizens Bank Park
43,651
Philadelphia, Pennsylvania
Grass
Philadelphia Phillies
2004
401 feet (122 m)
Retro Classic
Open

Comerica Park
41,299[6]
Detroit, Michigan
Grass
Detroit Tigers
2000
420 feet (128 m)
Retro Classic
Open

Coors Field
46,897[7]
Denver, Colorado
Grass
Colorado Rockies
1995
415 feet (126 m)
Retro Classic
Open

Dodger Stadium
56,000[8]
Los Angeles, California
Grass
Los Angeles Dodgers[nb 1]
1962
395 feet (120 m)
Modern
Open

Fenway Park
37,755[9]
Boston, Massachusetts
Grass
Boston Red Sox[nb 2]
1912
420 feet (128 m)
Jewel Box
Open

Globe Life Park in Arlington
48,114[10]
Arlington, Texas
Grass
Texas Rangers
1994
400 feet (122 m)
Retro Classic
Open

Great American Ball Park
42,319
Cincinnati, Ohio
Grass
Cincinnati Reds
2003
404 feet (123 m)
Retro Modern
Open

Guaranteed Rate Field
40,615
Chicago, Illinois
Grass
Chicago White Sox
1991
400 feet (122 m)
Modern
Retro Classic
Open

Kauffman Stadium
37,903[11]
Kansas City, Missouri
Grass
Kansas City Royals
1973
410 feet (125 m)
Modern
Retro Modern
Open

Marlins Park
36,742
Miami, Florida
Grass
Miami Marlins
2012
407 feet (124 m)
Contemporary[12]
Retractable

Miller Park
41,900[13]
Milwaukee, Wisconsin
Grass
Milwaukee Brewers
2001
400 feet (122 m)
Retro Modern
Retractable

Minute Maid Park
41,168[14]
Houston, Texas
Grass
Houston Astros
2000
409 feet (125 m)[15]
Retro Modern
Retractable

Nationals Park
41,339[16]
Washington, D.C.
Grass
Washington Nationals
2008
402 feet (123 m)
Retro Modern
Open

Oakland–Alameda County Coliseum[17]
47,170[18]
Oakland, California
Grass
Oakland Athletics
1966[nb 3]
400 feet (122 m)
Multipurpose
Open

Oriole Park at Camden Yards
45,971[19]
Baltimore, Maryland
Grass
Baltimore Orioles
1992
410 feet (125 m)
Retro Classic
Open

Petco Park
40,209[20]
San Diego, California
Grass
San Diego Padres
2004
396 feet (121 m)
Retro Modern
Open

PNC Park
38,362
Pittsburgh, Pennsylvania
Grass
Pittsburgh Pirates
2001
399 feet (122 m)
Retro Classic
Open

Progressive Field
35,051[21]
Cleveland, Ohio
Grass
Cleveland Indians
1994
410 feet (125 m)
Retro Modern
Open

Rogers Centre
49,282
Toronto, Ontario
Artificial turf
Toronto Blue Jays
1989
400 feet (122 m)
Multipurpose
Retractable

Safeco Field
47,715[22]
Seattle, Washington
Grass
Seattle Mariners
1999
401 feet (122 m)
Retro Modern
Retractable

SunTrust Park
41,084[23]
Cumberland, Georgia
Grass
Atlanta Braves
2017
400 feet (122 m)
Retro Modern
Open

Target Field
38,885[24]
Minneapolis, Minnesota
Grass
Minnesota Twins
2010
404 feet (123 m)
Retro Modern
Open

Tropicana Field
31,042[25]
St. Petersburg, Florida
Artificial turf
Tampa Bay Rays
1990
404 feet (123 m)
Indoor
Fixed

Wrigley Field
41,649[26]
Chicago, Illinois
Grass
Chicago Cubs
1914[nb 4]
400 feet (122 m)
Jewel Box
Open

Yankee Stadium
47,309[27]
Bronx, New York
Grass
New York Yankees
2009
408 feet (124 m)
Retro Classic
Open

text: Future and proposed ballparks[edit]

text:
Stadium
Estimated capacity
Location
Playing surface
Team
Estimated
opening date
Roof type
Status

Globe Life Field
40,000
Arlington, Texas

Texas Rangers
2020
Retractable
Under Construction[28]

Oakland Ballpark
35,000
Oakland, California
Grass
Oakland Athletics
2023
Open
Proposed

Ybor Stadium

Tampa, Florida

Tampa Bay Rays
2022 or 2023
Fixed or retractable[29]
Proposed

text: Notes[edit]

text:
Jump up ^ Dodger Stadium was also home to the Los Angeles Angels from 1962–1965.
Jump up ^ Fenway Park was also home to the Boston Braves in part of 1914 and 1915, before they moved into Braves Field.
Jump up ^ Oakland Coliseum opened for the American Football League (AFL) in 1966; the Oakland Athletics have been tenants since 1968.
Jump up ^ Wrigley Field opened for the Chicago Whales (FL) in 1914; the Chicago Cubs have played there since 1916.

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