Please help improve this article by expanding it. Further information might be found on the talk page. (January 2007)
Logluv TIFF is an encoding used for storing high dynamic range imaging data inside a TIFF image. It was originally developed by Greg Ward for storing HDR-output of his Radiance-photonmapper in a time, where storage-space was a crucial factor. Its implementation in TIFF also allowed the combination with image-compression algorithms without great programming effort. As such it has to be considered a smart compromise between the imposed limitations. It is slightly related to RGBE, the most successful HDRI storage format, an earlier invention of Greg Ward.
Contents
1Details
1.1Extension
2Usage
3Resources
4See also
5References
Details
Logluv TIFF’s design solves two specific problems: storing high dynamic image data and doing so within a reasonable amount of space. Traditional image format generally stores pixel data in RGB-space occupying 24 bits, with 8 bits for each color component. This limits the representable colors to a subset of all visible and distinguishable colors, introducing quantization and clamping artifacts clearly visible to human observers. Using a triplet of floats to represent RGB would be a viable a solution, but it’d quadrupple the size of the file (occupying 32 bits for each color-component, as opposed to 8 bits).
Instead of using RGB, Logluv uses the CIELuv colorspace (with D65 whitepoint by default), which promises to distribute distinctcolors (independent of its brightness or human observability) uniformly over two Chrominance components. As humans can’t distinguish color in a very wide spectrum of possible colors, Logluv satisfies human observers with 8 bit on each of the U/V components. The Lightness component is then the most critical information-carrier — it has to suffice the requirements to store the high range offered by input-data, and is the component for which humans are the most sensitive. Logluv chooses a 16 bit presentation with base2-logarithmic scaling of the component (hence Logluv) enabling the representation of lightness values in the range of 38 aparture widths. The space occupied by one pixel is thus 32 bits (L16 + U8 + V8), marginally bigger than a standard 8 bit RGB-image.
Extension
In an attempt to prevent the expansion of data-size, Logluv comes in a 24 bit flavour, which in a rather complicated way quantizes Lightness to 10 bit and merges U/V into a 14 bit look-up based value.
Usage
Logluv TIFF has widespread use in HDRI applications such as IBL, image based lighting.
Reading and writing of Logluv TIFF images can be handled via LibTIFF. LibTIFF is freely available in both source and various binary packages for different platforms.
Resources
HDRI, by Reinhard et al. has a discussion regarding Logluv Tiff in the 3rd chapter.
For those looking for Logluv images, there are numerous example on Greg Ward Larson’s page.
See also
HDRI Image Format Comparison.
Tagged Image File Format
CIELUV color space
References
^ LibTIFF Homepage
^ (Amazon Link) High Dynamic Range Imaging by Erik Reinhard, Greg Ward, Sumanta Pattanaik, Paul Debevec
^ Greg Ward Larson on LogLuv Encoding for TIFF Images
^ LogLuv encoding for full-gamut, high-dynamic range images
^ A comparison of different HDR image encoding formats
Retrieved from “http://en.wikipedia.org/wiki/Logluv_TIFF”
Categories: Graphics file formats | HDR file formats | Photographic techniquesHidden categories: Articles to be expanded from January 2007 | All articles to be expanded
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Bayside Comprehensive School, or simply Bayside, is a boys’ comprehensive school in the British overseas territory of Gibraltar. It is Gibraltar’s only secondary school for boys and covers year 8 to year 13 (age 12 to 18).
Contents
1History
2Subjects offered
2.1Key Stage 3
2.2Key Stage 4
2.3Sixth form
3See also
4References
History
Bayside was established in 1972 when the comprehensive school system was implemented in Gibraltar. Four separate schools were merged to form Bayside, the sole secondary school for boys aged 12 to 18. The original for schools were St. Jago’s Secondary Modern, Our Lady of Lourdes Secondary Modern the Gibraltar and Dockyard Technical School and the Gibraltar Grammar School. However, it was not until 1974 that all the students from those schools were housed in the one building on the present site at Bayside
Subjects offered
Bayside offers a range of subjects at different levels. These are at Key Stage 3 (year 8 & 9), Key Stage 4 (year 10 & 11) and the sixth form (year 12 and 13). Students do their GCSEs during Key Stage 4. Students may choose to continue into the sixth form to study A-Levels. Italicized subjects indicate compulsory subjects.
Key Stage 3
Art and Design
Design and Technology
Drama
English
European studies
French
Geography
History
Information and Communication Technology
Italian (year 9 taster)
Mathematics
Music
Personal, Social and Health Education
Physical Education
Religious Studies
Science
Spanish
Key Stage 4
Art and Design
Business Studies
Drama
English language
English literature
Food Technology
French
Geography
History
Home Economics
Information and Communication Technology
Italian
Mathematics
Music
Personal, Social and Health Education (non GCSE)
Physical Education
Product Design
Religious Studies
Sociology
Spanish
Core science (formerly known as ‘Single science’)
Additional science (formerly known as ‘Dual science’)
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Lesser Whistling Duck
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Lesser Whistling Duck
Lesser Whistling Duck in Santragachi Lake, Howrah, IN
Conservation status
Least Concern (IUCN 3.1)
Scientific classification
Kingdom:
Animalia
Phylum:
Chordata
Class:
Aves
Order:
Anseriformes
Family:
Anatidae
Genus:
Dendrocygna
Species:
D. javanica
Binomial name
Dendrocygna javanica
(Horsfield, 1821)
The Lesser Whistling DuckDendrocygna javanica, also known as Indian Whistling Duck, is a small whistling duck which breeds in South Asia and southeast Asia. It may also be called the Lesser Whistling Teal (based on an older classification), or the Tree Duck.
Contents
1Distribution
2Description
3Nesting
4References
4.1Other References
5Behaviour, habits, views etc.
Distribution
Resting in Kolkata, West Bengal, India.
This is a largely resident species distributed unevenly from the Pakistan lower river valleys eastwards across most of peninsular India, Nepal terai, Sri Lanka, Bangladesh, Burma, Thailand, Malaysia,Singapore, Indonesia, south China, to Vietnam. It is largely resident, apart from local movements (often induced by drought or floods), but Chinese birds winter further south.
Covering between 1 to 10 million km², it is estimated to have a global population of between two and twenty million individuals.
Habitat: still freshwater lakes, with plentiful vegetation, where this duck feeds on seeds and other vegetation. Occasionally seeks refuge in the ocean just outside the surf area.
May be seen often perching on trees near water bodies, giving rise to the alternate name Tree Duck.
Description
The Lesser Whistling Duck (taken in South-east England)
Landing together in Kolkata, West Bengal, India.
This species has a long grey bill, long head and longish legs. It has a buff head, neck and underparts, and a darker crown. The back and wings are darkish grey, and there are chestnut patches on the wings and tail. All plumages are similar.
This species is gregarious, and at favoured sites, such as Carambolin Lake in India, the flocks of a thousand or more birds arriving at dawn are an impressive sight.
The call is a wheezy, whistling “seasick, seasick”, call, uttered in flight. Roosts can be quite noisy.
Nesting
It nests in tree holes, old nests of other birds, or on a stick platform near the ground, and lays 6-12 eggs.
References
^ abBirdLife International (2004). Dendrocygna javanica. 2006. IUCN Red List of Threatened Species. IUCN 2006. www.iucnredlist.org. Retrieved on 11 May 2006. justification for least concern: global population of between two and twenty million individuals (Wetlands International 2002).
^Grewal, Bikram; Bill Harvey and Otto Pfister (2002). Photographic guide to birds of India. Periplus editions / Princeton University Press. p. 58
^ abAli, Salim; Sidney Dillon Ripley (1986/2001). Handbook of the Birds of India and Pakistan, 2nd ed.,10 vols (2nd ed.). Oxford University Press.Bird Number 138, vol. 1, p. 138-140.
Other References
Wildfowl by Madge and Burn, ISBN 0-7470-2201-1
Birds of Goa (video)
Wikimedia Commons has media related to: Dendrocygna javanica
Behaviour, habits, views etc.
Resting in Kolkata, West Bengal, India.
After bath in Kolkata, West Bengal, India.
After bath in Kolkata, West Bengal, India.
After bath in Kolkata, West Bengal, India.
Preening & Allopreening in Hyderabad, India.
Resting in a lake in Kolkata, West Bengal, India.
Resting in Kolkata, West Bengal, India.
Resting hidden inside the foliage in Kolkata, West Bengal, India.
Resting and Landing in Kolkata, West Bengal, India.
Playing in Kolkata, West Bengal, India.
Playing in Kolkata, West Bengal, India.
About to land in Kolkata, West Bengal, India.
In a Lotus pond in Kolkata, West Bengal, India.
In a Lotus pond in Kolkata, West Bengal, India.
Resting in Hyderabad, India.
Retrieved from “http://en.wikipedia.org/wiki/Lesser_Whistling_Duck”
Categories: IUCN Red List least concern species | Dendrocygninae | Birds of Asia | Birds of Bangladesh | Birds of Brunei | Birds of Cambodia | Birds of China | Birds of India | Birds of Indonesia | Birds of Japan | Birds of Laos | Birds of Malaysia | Birds of Burma | Birds of Nepal | Birds of Pakistan | Birds of Singapore | Birds of Sri Lanka | Birds of Taiwan | Birds of Thailand | Birds of Vietnam | Birds of Southeast Asia
The Viva was produced by Vauxhall Motors in a succession of three versions between 1963 and 1979. These were known as the HA, the HB and the HC series.
The Viva appeared a year after Vauxhall’s sister company launched the Opel Kadett A: visually the two cars’ kinship was apparent.
In the UK the Viva’s principal competitors at the time of its launch included the well established Ford Anglia and Morris Minor.
Contents
1HA Viva (1963-1966)
2HB Viva (1966-1970)
3HC Viva (1970-1979)
4Name revival
5References
6External links
HA Viva (1963-1966)
Vauxhall Viva HA
Viva HA basic model 1965
Production
1963–1966
309,538 produced
Body style(s)
2-door saloon
Engine(s)
1,057 cc (64.5 cu in) ohv inline 4
Transmission(s)
4-speed manual all-synchromesh
Wheelbase
91.5 in (2324 mm)
Length
155 in (3937 mm)
Width
59.5 in (1511 mm)
Height
53.25 in (1353 mm)
Kerb weight
1,564 lb (709 kg) (standard)
1,628 lb (738 kg) (90 SL)
Fuel capacity
7 imp gal (32 L; 8 US gal)
The Viva HA, announced in September 1963, and replaced in September 1966, was Vauxhall’s first serious step into the compact car market after World War 2. It was also the first new small car produced by Vauxhall since 1936. It had a 1,057 cubic centimetres (64.5 cu in) overhead valve engine. The four cylinder front mounted engine drove the rear wheels. It was comparable in size and mechanical specifications to the new Opel Kadett released a year earlier in continental Europe. Both the Viva and Kadett were sold alongside each other in many markets. The Viva HA was just one inch longer than the Ford Anglia which had not been rebodied since 1959.
No four-door or estate versions of the HA Viva were available. A limited-production estate car conversion by Martin Walter Ltd. of Folkestone, based on the Bedford HA van, was known as the Bedford Beagle.
There was a van version of the Viva HA, which was known as the Bedford 8 or 10 cwt Van. This remained in production until 1983. Thousands of these vehicles were bought by the GPO (later British Telecom) and these bright yellow vans were a common sight.
These differed from the HA Viva saloon version in being taller. As the HA Van continued in production after the HA Viva had been replaced by the HB and HC models, the engine was uprated as were other items on it over the course of its production run.
The HA Van was eventually supplanted by the Chevanne. However, due to fleet orders, particularly from British Telecom and the Post Office, the HA van actually stayed in production using the later HC Viva’s engine, gearbox - until 1983.
The HA set new standards in its day for lightweight, easy to operate controls, a slick short gearchange, lightweight steering and clutch pedal, good all-round visibility and relatively nippy performance. It was one of the first cars to be actively marketed towards women, perhaps as a result of these perceived benefits for them.
The front crossmember (steering, suspension and engine mounting) assembly from the HA became a very popular item for DIY hot rod builders in the UK, due to its simple self-contained mechanics, similar to older designs such as those from the 1930s, and ability to accommodate much larger engines within its span. The assembly featured a double wishbone/vertical telescopic dampers suspension design in combination with a transverse leaf spring attached to the front cross member at its centre position and the entire unit could be removed and adapted to another vehicle as a complete unit. (For similar reasons the Jaguar IRS assembly was often used at the rear of these custom cars). The rear suspension making do with conventional longitudial semi elliptic leaf springs and lever arm dampers.
In Canada, the HA was sold as the Vauxhall Viva by Pontiac/Buick dealers and also as the Envoy Epic by Chevrolet/Oldsmobile dealers, and was second in sales to the Volkswagen Beetle amongst imported compact cars.
The Viva was initially launched in base and Deluxe versions, identifiable by their simple horizontal slatted metal grills. Minor changes in September 1964 included improved seats and more highly geared steering. A more luxurious SL (for Super Luxury) variant appeared in June 1965. Engines were available in two states of tune: entry level models came with a power output of 44.2 brake horsepower (33.0 kW), while the Viva 90, introduced in October 1965, having a higher 9:1 compression ratio, provided 53.7 brake horsepower (40.0 kW). The availability of two engines and three trim options enabled Vauxhall to offer six Viva variants in some markets. 90 models came with front disc brakes, while SLs featured contrasting bodyside flashes, a criss-cross chrome plated front grille, full wheel covers, three-element round tail lights and better interior trim.
During its first ten months, over 100,000 HA Vivas were made, and by 1966 the HA had chalked up over 306,000 sales, giving Vauxhall a successful return to the small car market, which they had abandoned following World War Two. One measure of the success is the extent to which budget was made available to design the car’s successor with a virtually clean sheet. The Viva HB would inherit engines, but little else, from the HA.
The HA, however, suffered severely from corrosion problems along with other Vauxhall models of the time and very few of this model remain - one of the main problem areas being the cappings along the top side edges of the luggage compartment badly corroding and allowing water to enter, consequently leading to severe structural corrosion in the luggage compartment floor area. However, as with a lot of other British cars of that period, many Vivas failed to survive long term, not so much due to their poor corrosion protection, but more due to local British councils putting salt on the roads to melt ice during the winter. In addition, the HA Viva suffered badly from handling and stability problems.
HB Viva (1966-1970)
Vauxhall Viva HB
Viva HB SL model, from about 1967
Production
1966–1970
566,391 produced
Body style(s)
2-door saloon
4-door saloon
3-door estate
Engine(s)
1159 cc ohv straight-4
1599 cc straight-4
1975 cc straight-4 (GT)
Transmission(s)
4 speed manual all-synchromesh
optional Borg Warner Type 35 automatic from February 1967
Wheelbase
95.75 in (2432 mm)
Length
161.1 in (4092 mm)
Width
63 in (1600 mm)
Height
53.3 in (1354 mm)
Curb weight
1,698 lb (770 kg) (standard)
2,070 lb (939 kg) (GT)
Fuel capacity
8 imp gal (36 L; 10 US gal)
1966 - 1968
12 imp gal (55 L; 14 US gal)
1968
Related
Holden Torana
The black bonnet / hood of the Viva GT was hard to miss
The Viva HB, announced in September 1966 and sold by Vauxhall until 1970, was a larger car than the HA, featuring distinctive coke bottle styling, modelled after American General Motors (GM) models such as the Chevrolet Impala/Caprice of the time. It featured the same basic engine as the HA, but enlarged to 1159 cc, but with the added weight of the larger body the final drive gearing was reduced from 3.9 to 1 to 4.1 (except the SL90 which retained the 3.9 diff) to keep the nippy Performance.
Less nippy was the automatic Viva HB offered from February 1967, fitted with the ubiquitous Borg Warner Type 35 system. Cars of this size featuring automatic transmission were still unusual due to the amount of power the transmission systems absorbed: in a heartfelt if uncharacteristically blunt piece of criticism a major British motoring journal later described Viva HBs with automatic transmission as ‘among the slowest cars on the road’.
The HB used a completely different suspension design from the HA, having double-wishbone and coil springs with integrated telescopic dampers at the front, and trailing arms and coil springs at the rear. Lateral location and anti-squat of the rear axle was achieved using upper trailing arms mounted at approximately 45° fixed to lugs at the top of the differential. Both front and rear could also be fitted with optional anti-roll bars. The HB set new standards for handling in its class as a result of the adoption of this suspension design, where many of its contemporaries stuck with leaf springs and Macpherson struts.
This time, apart from the standard and 90 stages of tune, there was also, for a brief time, a Brabham SL/90 HB that was purported to have been developed with the aid of world racing champion Jack Brabham. Brabham models were marked out externally by distinctive black stripes at the front of the bonnet that curved round to the fenders and then headed back to end in a taper at the front doors. This model is almost impossible to find today. This model and the Viva GT are the two most sought after models made. The Brabham model differed from the standard Viva SL/90 in having a different cam-shaft, uprated suspension with anti-roll bars, different exhaust manifolds, and a unique twin-carb manifold, as well as differing interior trim.
Two larger overhead camshaft engines from the larger Vauxhall Victor were also offered - a twin carb 1975 cc in the Viva GT from Feb 1968 and a 1599 cc making up the Viva 1600 from May 1968.
With the expanded engine programme, the HB saw numerous permutations of model offerings, with base, deluxe and SL trims offered with a choice of standard 1.2, tuned 90 1.2, Brabham 90 1.2 and the aforementioned overhead cam units offered during its run. The Brabham was effectively replaced by the 1600, although many complained of high fuel consumption with this engine. Front disc brakes came with the 90 and overhead cam engine models, while a larger 12 gallon fuel tank was also part of the 1600 and GT package.
The brakes were problematic: a 1971 survey of passenger cars registered in Sweden during 1967 place the HB Viva at the top of a list of cars identified as having faulty brakes as part of an annual testing procedure. Problems were concentrated on uneven braking and dragging brakes, generally at the rear, and affected 26% of the cars tested. Second on the list, with 24% of cars triggering brake fault reports, was the similarly configured Opel Kadett estate. Although it avoided the bottom spot in other individual categories, the poor score achieved by the brakes left the Viva with the highest overall rate of failure of the 34 passenger cars included in sufficient numbers to feature in the reports of the Swedish test results.
Originally offered as just a 2 door saloon, an attractive 3 door estate joined the HB range in June 1967, but the advent of the 4 door in October 1968 saw the HB breaking sales records worldwide. The introduction of the four door option coincided with various minor improvements to the interior trim, while ‘auxiliary’ switches were relocated from a remote panel to positions nearer to the steering wheel. The GM ‘energy absorbing’ steering column was now fitted to all models and the fuel tank capacity was increased from 8 to 12 British gallons (36 to 55 litres). The 4 door saloon was designed and engineered by Holden in Australia who exported it as a kit of parts back to Vauxhall in England. Oddly enough despite being closer in physical location to Australia, all HB Vivas sold in New Zealand were produced from CKD kits imported from the UK and sold as Vauxhalls.
The Viva GT had substantially different engine and running gear and interior from the standard Viva HB models. It was distinguished by having a black bonnet with twin louvres and being all-over white. Later GTs came in different colours.
A van version of the Viva HB was developed, but it never got beyond the prototype/mock-up stage. However, General Motors New Zealand did sell versions of the three-door station wagon with no rear seat as ‘van’ models and continued this with the later HC version.
Aftermarket conversion specialists, Crayford, also ran off some convertibles based on the 2-door Viva. Very few of these conversions exist still, only 2 GT model HBs were converted, but both are known to survive, and will likely be on the show scene in the coming years.
The HB Viva was also built in Australia by General Motors–Holden’s from 1967 to 1969 and marketed there as the Holden HB Torana.
Canadian Chevrolet/Oldsmobile dealers continued to sell a rebadged HB as the Envoy Epic through 1970.
The HB’s handsome lines and peppy performance made it a sales hit, with close to 560,000 units sold. Body design had improved after Vauxhall’s poor reputation with corrosion on previous models. The HB had better underbody protection, but UK cars were still prone to rusting through the front wings in the area behind the headlights where water, mud and salt could accumulate. This ongoing problem with salt on UK roads affected many makes & model, not just the Viva, but Vauxhall’s ongoing poor reputation for corrosion undoubtedly contributed to the development of bolt-on wings and wheel-arch liners in subsequent generations of family passenger car.
Today HB 2 door Vivas are very sought after, 4 door variants are rather rare (in contrast to the HC, where 2 door variants are rarer). The HB estate models, whose rear wings and tailgate showed coke bottle styling at its best, are rarer still.
Vauxhall Magnum
Vauxhall Firenza
Chevrolet Firenza
Viva HC Estate
The Viva HC (1970–1979) was mechanically the same as the HB but had more modern styling and greater interior space due to redesigned seating and positioning of bulkheads. It offered 2 and 4 door saloons and a fastback estate with the choice of either standard 1159 cc, 90 tuned 1159 cc or 1600 cc overhead cam power. No 2.0 GT version was offered with the new range, although the 2.0 became the sole engine offering for Canada, where the HC became the Pontiac Firenza, marketed without the Vauxhall name. The cloned Envoy Epic was dropped as Chevrolet dealers now carried the domestic Chevrolet Vega. The HC was pulled from the Canadian market after two model years amidst consumer anger over corrosion and reliability issues. A class action lawsuit launched against General Motors of Canada by dissatisfied owners was not settled until the early 1980s.
In Canada, the Epic’s poor reputation lead to it being nicknamed the “Envoy Epidemic.”
The American influence was still obvious on the design, with narrow horizontal rear lamp clusters, flat dashboard with a “letterbox” style speedometer, and a pronounced mid bonnet hump that was echoed in the front bumper.
A coupe version called the Firenza was introduced in spring 1971 to compete with the Ford Capri and forthcoming Morris Marina Coupe. It was available in deluxe and SL forms, with the latter sporting four headlights and finally resurrecting the missing 2.0 twin carb engine from the HB Viva GT.
The basic 1159 cc engine was enlarged to 1256 cc in late 1971 and with this the 90 version was removed from the line-up.
The overhead cam engines were upgraded in spring 1972, the 1.6 becoming a 1.8 (1759 cc) and the 2.0 (1975 cc) twin carb became a 2.3 (2279 cc). At this time, the Viva 2300 SL and Firenza Sport SL did away with the letter-box speedometer and substituted an attractive seven dial instrument pack. Firenza SLs had a two round dial pack, though all other Vivas and Firenzas stuck with the original presentation.
In September 1973, the Viva range was divided, the entry 1256 cc models staying as Vivas, with optional 1.8 power if automatic transmission was chosen.
The 1.8 and 2.3 L models took on more luxurious trim and were rebadged as the Magnum. At the same time, the Firenza coupe was given a radical makeover with an aerodynamic nose and beefed up 2.3 L twin carb engine mated to a ZF five speed gearbox, turning it into the HP (High Performance) Firenza.
The Viva was again revised in 1975, with trim levels becoming the E (for Economy), L and SL. The E was Vauxhall’s answer to the Ford Popular and was first offered as a promotional edition two-door coupe using surplus Firenza body shells, before becoming a permanent Viva model in two-door saloon form. It was the only Viva to still have the strip speedometer after this as the L and SL adopted the Firenza SL’s two round dial set up.
For 1977, the SL was replaced by the GLS, essentially marrying the plusher Magnum trim and equipment with the base 1,256 pushrod ohv engine. These models all had the full seven dial instrument panel, velour seating and Rostyle wheels, among many other upgrades.
In New Zealand, the Viva was re-named as the Magnum 1300 in 1976. This had the four headlight Magnum frontage and improved trim and equipment in a bid to overcome the Viva’s basic car image and slowing sales. An 1800 engine option was also offered, often teamed with automatic transmission.
A version of the Viva HC, called the Chevrolet Firenza, was produced in South Africa, where it offered the British 1.3 or a Opel 1.9 L engine. The UK Firenza coupe was also offered in South Africa, with a special batch even having the small block Chevrolet V8 stuffed in to make for a veritable wolf in sheep’s clothing. S Africa also saw a three door hatch developed off the Viva rather than taking on the then new Chevette/Kadett City (see next paragraph).
Viva production was scaled down after the launch of the Chevette in spring 1975. Originally a 3 door hatchback, the Chevette offered 2 and 4 door saloons and a 3 door estate in 1976 that all usurped the Viva’s position as Vauxhall’s small car entry.
The Chevette hatch was also sold as the Opel Kadett City, but the Viva remained on sale until the later part of 1979.
It was effectively replaced by the new Vauxhall Astra, a variant of the front wheel drive Opel Kadett. By that time it was feeling very dated in comparison with more modern rivals like the Volkswagen Golf. Production ceased at a time when European manufacturers were making the transition from rear-wheel drive saloons to front-wheel drive hatchbacks in the family car market.
The passing of the Viva marked a significant moment for Vauxhall, as it was the last car to be completely designed by the Luton-based company. All future Vauxhalls would be simply badge-engineered Opels, or in the case of the 2004 Vauxhall Monaro, a rebadged Holden.
The domestic market launch of the Viva HC coincided with one of the UK’s periodic surges of debt fueled economic growth, and the latest Viva became Vauxhall’s fastest selling new model of all time, chalking up its first 100,000 units in just 7½ months. Total HC sales ran to about 640,000 units, making combined Viva production top the 1.5 million mark. The millionth Viva, a gold HC, was driven off the production line by a national politician amid much celebration on 20 July 1971. Although most Vivas were produced at Vauxhall’s Ellesmere Port plant in northern England, the company’s production lines were by the standards of the time flexible, and the millionth car was a product of the Luton factory. However, within seconds of the Millionth Viva’s completion at Luton, Ellesmere Port celebrated what was described - over-optimistically as matters turned out - as the first Viva of the second million.
The HC Viva has been less popular with classic car enthusiasts, as until recently 1970s cars weren’t really sought after or considered true classics. This attitude is slowly changing, with the best low mileage examples of HC Vivas changing hands for a couple of thousand, rather than hundred, pounds on sites such as ebay.
Name revival
The Viva name would not appear on a General Motors car for another 25 years. In 2004, in cooperation with Lada manufacturer AutoVAZ, General Motors launched the Chevrolet Viva in Russia. This was essentially a four-door Opel Astra G (the model which was introduced as a Vauxhall/Opel in 1998 and was produced until 2004). The name is also used by Holden in Australia and New Zealand on versions of the Daewoo Lacetti and Nubira
Ramirez pitching for the Oklahoma RedHawks, Triple-A affiliate of the Texas Rangers, on April 17, 2006.
Chicago White Sox — No. –
Relief pitcher
Born: April 29, 1976 (1976-04-29)(age 33)
Santa Ana, California
Bats: Left
Throws: Left
MLB debut
April 30, 2003 for the Texas Rangers
Career statistics
(through 2008 season)
Win-Loss
8-4
Earned run average
3.95
Strikeouts
56
Teams
Texas Rangers (2003-2005)
Oakland Athletics (2007)
Florida Marlins (2007)
Erasmo Ramírez (born April 29, 1976 in Santa Ana, California) is a Major League Baseball left-handed relief pitcher for the Chicago White Sox organization. His nickname is “The Eraser”.
The San Francisco Giants drafted Ramirez in the 11th round (338th overall pick) in the 1998 Major League Baseball Draft. He spent 3½ seasons with the Giants organization before being traded with Todd Ozias and Chris Magruder for Andrés Galarraga on July 24, 2001.
Ramirez made his major league debut with the Texas Rangers in 2003. That season, he compiled a 3-1 record with 3.86 ERA and 28 strikeouts in 49 innings pitched and allowed just 9 walks. He would play part of the 2004 and 2005 seasons with the Rangers big league club.
In 2006, after the Rangers had signed more relievers, they optioned Ramirez to the Oklahoma Redhawks, their Pacific Coast League Triple-A affiliate. He would spend the whole 2006 season with the Redhawks and became a free agent after the season.
On November 20, 2006, the Oakland Athletics signed Ramirez to a minor league contract. He began the 2007 season with their Triple-A affiliate, the Sacramento River Cats, and was promoted to the big league club on May 25.
He played three games for the Athletics including an 18 day stretch in which he did not play at all. The Athletics then designated Ramirez for assignment on June 16, 2007, and Ramirez became a free agent afterwards. The Florida Marlins then signed him on June 20, and assigned him to Triple-A Albuquerque of the Pacific Coast League.
On July 2, 2007, Ramirez had his contract purchased by the Marlins and returned to the major leagues. He played just four games for the Marlins and was designated for assignment on July 13, 2007, and was outrighted to Triple-A five days later on July 18. Ramirez signed a minor league contract with the Milwaukee Brewers in January 2008. He became a free agent after the season and signed a minor league contract with the Chicago White Sox.
Ramirez has excellent control of his pitches and does not walk a lot of batters. He walked just 1.74 batters per 9 innings in 114 major league innings.
Sources
The ESPN Baseball Encyclopedia – Gary Gillette, Peter Gammons, Pete Palmer. Publisher: Sterling Publishing, 2005. Format: Paperback, 1824pp. Language: English. ISBN 1402747713
Career statistics and player information from MLB, or ESPN, or Baseball-Reference, or Fangraphs, or The Baseball Cube
Retrieved from “http://en.wikipedia.org/wiki/Erasmo_Ramirez”
Categories: 1976 births | Living people | People from Santa Ana, California | Major League Baseball players from California | Florida Marlins players | Oakland Athletics players | Texas Rangers players | Major League Baseball pitchers | Cal State Fullerton Titans baseball players | Salem-Keizer Volcanoes players | Bakersfield Blaze players | San Jose Giants players | Shreveport Captains players | Tulsa Drillers players | Frisco RoughRiders players | Oklahoma RedHawks players | Sacramento River Cats players | Albuquerque Isotopes players | Nashville Sounds players
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Retrieved from “http://en.wikipedia.org/wiki/Footreading”
Categories: Divination | Occult stubsHidden categories: Orphaned articles from August 2008 | All orphaned articles
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Pentamino comes from Greek pent (five) and amino (acid), a two amino acids based polymer resins group.
Pentamino can also mean:
Pentomino, a polyomino made of five squares
This disambiguation page lists articles associated with the same title.
If an internal link led you here, you may wish to change the link to point directly to the intended article.
Retrieved from “http://en.wikipedia.org/wiki/Pentamino”
Categories: Disambiguation pagesHidden categories: All article disambiguation pages | All disambiguation pages
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This biography of a living person does not cite any references or sources.Please help by adding reliable sources. Contentious material about living people that is unsourced or poorly sourced must be removed immediately. (April 2008)
Tony Davis
Personal information
Irish name
Antoine Dáibhis
Sport
Gaelic football
Position
Left wing-back
Date of birth
29 November 1964 (1964-11-29)(age 45)
Place of birth
Skibbereen, County Cork
Nickname(s)
Tony
Club(s)*
Years
Club
Apps (scores)
O’Donovan Rossa
Inter-County(ies)**
Years
County
Apps (scores)
1985-1993
Cork
Senior Inter-County Titles
Munster Titles
7
All-Ireland
2
All Stars
1
Anthony ‘Tony’ Davis (born 29 November 1964) is a former Irish sportsperson. He played senior football with Cork in the 1980s and 1990s.
Contents
1Early & private life
2Playing career
2.1Club
2.2Minor, Under-21 & Junior
2.3Senior
3Retirement
Early & private life
Anthony Davis was born in Skibbereen, County Cork in 1964. He was educated locally at St. Patrick’s National School where his interest in Gaelic football began. He later attended St. Fachtna’s De La Salle secondary school where he tasted his first major football success, winning both Cork and Munster Colleges’ titles. Davis subsequently became a member of An Garda Síochána and is currently based at Anglesea Street Garda station in Cork. One of Davis’s Garda colleagues is the Cork hurler Jerry O’Connor.
Playing career
Club
Davis played his club football with the O’Donovan Rossaclub in Skibbereen. He had much success at underage level, as well as winning a Cork SFC medal in 1993 – the very first time that the side had won the county title. This win was later converted into a Munster Senior Club Football Championship title and an All-Ireland club football title.
Minor, Under-21 & Junior
Davis was still in secondary school when he first started playing football for the Cork minor team. In 1981 he had his first inter-county success when he captured his first All-Ireland medal with the minor team. Three years later in 1984 Davis had a very successful year. He won an All-Ireland title with the Cork under-21 team before winning an All-Ireland medal with the Cork junior football team following a defeat of Warwickshire in Coventry. In 1985 he captained Cork to a second consecutive All-Ireland title at under-21 level.
Senior
Davis made his senior inter-county debut in a National Football League game against Meath in 1985. He quickly became a regular on the team and won his first Munster title in 1987. Cork later played Meath in the All-Ireland final, however, Davis’s side were beaten on the day. In 1988 he captured his second Munster medal, however, Cork were once again beaten by Meath in a controversial All-Ireland final replay. 1989 began well for Davis and for Cork. He won his first and only National Football League medal before later adding a third Munster medal to his collection. Cork reached the All-Ireland final once again, however, this time they were victorious against Mayo with Davis winning his first senior All-Ireland medal. Davis was honoured by being presented with an All-Star award. In 1990 Cork captured another Munster and a second consecutive All-Ireland medal.
Three years later in 1993 he won his fourth Munster medal along with his brother Don, who was also a member of the team. In the All-Ireland final Cork played Derry, however, Davis was wrongfully sent off and Derry subsequently won the game. Davis retired from inter-county football shortly after.
Only player to have won All Ireland medals at Minor, Under 21, Junior, Senior and Club.
Retirement
In retirement Davis has maintained a strong interest in Gaelic football. He is involved with coaching the Douglas underage teams in Cork. Davis is also a regular contributor on RTÉ’s The Sunday Game.
v•d•e
Cork - All-Ireland Senior Football Champions 1989 (5th title)
1 J. Kerins ·2 N. Cahalane ·3 S. O’Brien ·4 J. Kerrigan ·5 M. Slocum ·6 C. Counihan ·7 T. Davis·8 T. McCarthy ·9 S. Fahy ·10 D. Barry ·11 L. Tompkins ·12 B. Coffey ·13 P. McGrath ·14 D. Allen (Capt.) ·15 J. Cleary · Subs used: J. O’Driscoll for B. Coffey ·M. McCarthy for S. Fahy ·D. Culloty for J. Cleary · Subs not used: M. Maguire ·T. Nation ·D. Walsh ·M. Burns ·C. O’Neill ·E. O’Mahony · Manager: B. Morgan · Selectors: B. Honahan ·S. Murphy ·D. Loughman ·M. Farr ·
v•d•e
1989 All Star Gaelic Football Team
1 G. Irwin |2 J. Browne |3 G. Hargan |4 D. Flanagan |5 C. Murphy |6 C. Counihan |7 T. Davis |8 T. McCarthy |9 W. J. Padden |
10 D. Barry |11 L. Tompkins |12 N. Durkin |13 P. McGrath |14 E. McKenna |15 T. McManus
Retrieved from “http://en.wikipedia.org/wiki/Tony_Davis_(Gaelic_footballer)”
Categories: 1964 in Gaelic games | 1964 births | Living people | Cork Gaelic footballers | People from County Cork | Garda Síochána officersHidden categories: Unreferenced BLPs from April 2008 | All unreferenced BLPs
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This page was last modified on 15 December 2009 at 17:50.
Claude-Thomas Dupuy (10 December 1678 – 15 September 1738) was from Paris, France, where he followed the family’s path of upward mobility and prepared himself for a career in law. His good fortunes regarding his career were recognized in the appointment as Intendant of New France from 1726 to 1728 in New France (now Canada). He succeeded Michel Bégon de la Picardière in this position.
Dupuy took possession of his office in September, 1726, but remained only two years in Canada. He seems to have been competent and perceptive but did not agree with the governor, Beauharnois on most issues. A continued disharmony between the two caused, in large part, the recall of Dupuy. His inflexibility and inadaptability made him unsuitable for the position. He returned to France and started a new career in the scientific world where he was well regarded and successful.
External links
Biography at the Dictionary of Canadian Biography Online
This Canadian biographical article is a stub. You can help Wikipedia by expanding it. v•d•e
Retrieved from “http://en.wikipedia.org/wiki/Claude-Thomas_Dupuy”
Categories: 1678 births | 1738 deaths | Intendants of New France | People from Paris | Settlers of Canada | Canadian people stubs
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This page was last modified on 4 December 2008 at 09:22.
Live arrivals/departures and station information
from National Rail
Annual rail passenger usage
2004/05 *
26,206
2005/06 *
26,047
2006/07 *
26,032
2007/08 *
30,507
National Rail - UK railway stations
A B C D E F G H I J K L M N O P Q R S T U V W X Y Z
* Annual passenger usage based on sales of tickets in stated financial year(s) which end or originate at Betws-y-Coed from Office of Rail Regulation statistics.
UK Railways Portal
Betws-y-Coed railway station is a passenger station on the Conwy Valley Line from Llandudno Junction to Blaenau Ffestiniog.
The passenger train service is operated by Arriva Trains Wales and is marketed as the Conwy Valley Railway (Welsh: Rheilffordd Dyffryn Conwy).
The railway station is also an important bus interchange station. It is used by the Snowdonia National Park Sherpa bus services to Capel Curig, Pen-y-Gwryd, Pen-y-Pass, Beddgelert, Porthmadog, Tryfan and Bethesda. Other connecting bus services operate to Penmachno, Corwen, Llangollen, Llanrwst, Trefriw, Dolgarrog, Conwy and Llandudno. The local bus timetables advertise the train services and the “Gwynedd Red Rover” day ticket is valid on Conwy Valley trains as well as the Sherpa and Conwy Valley bus services. There is also a coach park at the station, which is extensively used by tourist coach operators.
Station history
The station platform in 2009.
The Conwy Valley line was constructed by the London and North Western Railway with the primary aim of transporting dressed slate from the Blaenau Ffestiniog quarries to a specially built quay at Deganwy for export by sea. The original plans envisaged a railhead at Betws-y-Coed and a large goods yard was established with intended interchange to a proposed narrow gauge line (with a significant saving in construction costs) via the steeply graded Lledr Valley to Blaenau Ffestiniog. Other entrepreneurs proposed narrow gauge lines from Corwen to Betws-y-Coed, Penmachno to Betws-y-Coed and from Beddgelert to Betws-y-Coed. In the event the line to Blaenau, which was not completed until 1879, was built to standard gauge and the other proposals were abandoned.
Extensive passenger and goods facilities were however provided at Betws-y-Coed, where the station, which was opened in 1868, adjoins the London to Holyhead A5 turnpike road and was thus ideally located to serve many isolated communities in Snowdonia and also the rapidly developing tourist industry. In the LMS timetables the station was listed as “Bettws-y-Coed - Station for Capel Curig”.
There was originally a passing loop with full length up and down platforms. The loop was removed some years ago but the footbridge that previously gave access to the now removed down platform has been retained and provides access to the Conwy Valley Railway Museum, which runs a miniature railway and other attractions in the former goods yard.
The comprehensive range of passenger station buildings has been preserved and sympathetically adapted for use as cafes and tourist shops. The station now functions as an unstaffed halt. The platform was refurbished and a Passenger Information System installed in Spring 2009.
Village and surrounding area
Patrons of the station café watch a train pass.
Betws-y-Coed is an important tourist village and the station is centrally located beside the large village green. The district has magnificent scenery and there are several spectacular waterfalls, including the much visited Swallow Falls, which are served by frequent Sherpa buses from Betws-y-Coed station. There are several large hotels in the village.
External links
Wikimedia Commons has media related to: Betws-y-Coed railway station
Conwy Valley railway museum
Conwy Valley Railway
Train times and station information for Betws-y-Coed railway station from National Rail
Retrieved from “http://en.wikipedia.org/wiki/Betws-y-Coed_railway_station”
Categories: Railway stations in Conwy county borough | Railway stations served by Arriva Trains WalesHidden categories: Articles containing Welsh language text
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This page was last modified on 5 February 2010 at 21:52.
Vauxhall Viva (HC)
Viva HB SL model, from about 1967
Viva HC 4 door Sedan
UK Railways Portal
