Jared and Jerusha Hess

# Jared and Jerusha Hess

## Abstract

Jared Lawrence Hess (born July 18, 1979) and Jerusha Elizabeth Hess (née Demke, born May 12, 1980) are husband-and-wife American filmmakers best known for their work on Napoleon Dynamite (2004), Nacho Libre (2006) and Gentlemen Broncos (2009), all of which they co-wrote and which were directed by Jared (Nacho Libre was co-written with Mike White). For their film Ninety-Five Senses, they were nominated for the Academy Award for Best Animated Short.

They also produced music videos for The Postal Service 's third single, " We Will Become Silhouettes," and the Killers Christmas charity single "Boots."

## Personal life

Jerusha was born in Omaha, Nebraska, and Jared was born in Glendale, Arizona. Jared attended Manhattan High School in Kansas for two years before transferring to Preston High School in Idaho, from which he graduated in 1997. Many scenes from Napoleon Dynamite were filmed there. As a teenager Jared worked in film production with T. C. Christensen.

The Hesses have four children. The family are members of the Church of Jesus Christ of Latter-day Saints.

## Career

Jared met Jerusha while attending Brigham Young University 's (BYU) film school. Together they co-wrote the film Napoleon Dynamite, which was produced and edited by their classmate Jeremy Coon.

While at BYU, Jared wrote and directed a student film entitled Cardboard Only, which is about a seven-year-old Idaho farm boy who struggles to escape boredom while wearing a cardboard box over his head. While at BYU, Jared also wrote and directed a short film entitled Peluca, which became a prototype for Napoleon Dynamite and featured much of the same cast and plotline, including Jon Heder as Seth, "super nerd extraordinaire."

Besides Napoleon Dynamite and Peluca, Jared has worked as a camera assistant in a number of films and has played minor roles in a few Latter-day Saint comedies. These include The Singles Ward, The R.M. and Pride and Prejudice: A Latter-day Comedy. Their second movie Nacho Libre, starring Jack Black, was released on June 16, 2006.

The third major film made by the Hesses, Gentlemen Broncos, was released in 2009. It is about a teenager who aspires to be a writer, but after attending a fantasy-writer's convention, he finds that his idea has been stolen by an established novelist. The film stars Michael Angarano as the teenager, Jemaine Clement as the established novelist, and Sam Rockwell as the story's fictional title character who appears in book-come-to-life sequences.

In 2010, Jared created ads for the Utah State Fair which were run on the radio, but refused on television. The Utah State Fair representatives claimed they refused to run them due to sexual overtones, while Hess claimed the failure to run the ads was because the main actor in them, Markus T. Boddie, was an African-American.

In 2011, Jerusha directed a film adaptation of the book Austenland, which was released in 2013. She also co-wrote the screenplay.

Jared and Jerusha Hess are also among the executive producers of the Napoleon Dynamite series that aired in 2012. In addition, Jared voiced Don Moser, a returning character originally portrayed by Trevor Snarr in the film.

Jared directed the comedy heist film Masterminds (2016).

Jared was among the executive producers for the Fox TV series Making History, which premiered in 2017.

In 2019, it was announced that Jared would direct with Lynn Wang an animated musical movie adaptation of Thelma the Unicorn for Netflix. Both Jared and Jerusha would write it.

Jared co-directed (with Tyler Measom) a true crime docu-series Murder Among the Mormons, which premiered on Netflix on March 3, 2021.

In 2022, it was announced that Jared will direct A Minecraft Movie for Warner Bros. Pictures, with Jason Momoa and Jack Black starring. The film reunites Jared with Black after the two previously worked on Nacho Libre (2006).

## Filmography

### Short film

Jared Hess

### Television

Jared Hess


Ohrid

# Ohrid

## Abstract

It became capital of the First Bulgarian Empire ihttp://www.culture.in.mk/story.asp?id=12676

During the Roman conquests, towards the end of 3rd and the beginning of 2nd century BC, Lychnidus is mentioned as a town near or within Dassaretia. In Roman times, it was located along the Via Egnatia, which connected the Adriatic port Dyrrachion (present-day Durrës) with Byzantium. Archaeological excavations (e.g., the Polyconch Basilica from the 5th century) prove an early adoption of Christianity in the area. Bishops from Lychnidos participated in multiple ecumenical councils.

## Middle Ages

The South Slavs began to arrive in the area during the 6th century AD. By the early 7th century, it was colonized by a Slavic tribe known as the Berziti. Bulgaria conquered the city around 840.

The name Ohrid first appeared in 879. The Ohrid Literary School, established in 886 by Clement of Ohrid, became one of the two major cultural centres of the First Bulgarian Empire. Between 990 and 1015, Ohrid was the empire's capital and stronghold.

From 990 to 1018, Ohrid was also the seat of the Bulgarian Patriarchate. After the Byzantine reconquest of the city in 1018 by Basil II, the Bulgarian Patriarchate was downgraded to an Archbishopric of Ohrid, and placed under the authority of the Ecumenical Patriarch of Constantinople.

The higher clergy after 1018 was almost invariably Greek, including during the period of Ottoman domination, until the abolition of the archbishopric in 1767. At the beginning of the 16th century, the archbishopric reached its peak, subordinating the Sofia, Vidin, Vlach and Moldavian eparchies, part of the former medieval Serbian Patriarchate of Peć, (including Patriarchal Monastery of Peć itself), and even the Orthodox districts of Italy (Apulia, Calabria and Sicily), Venice and Dalmatia.

As an episcopal city, Ohrid was a cultural center of great importance for the Balkans. Almost all surviving churches were built by the Byzantines and by the Bulgarians, with the rest dating back to the short time of Serbian rule during the late Middle Ages.

Bohemond, leading a Norman army from southern Italy, took the city in 1083. The Byzantines regained it in 1085. In the 13th and 14th century, the city changed hands between the Despotate of Epirus, the Bulgarian, Byzantine and Serbian Empires, and Albanian rulers. In the mid-13th century, Ohrid was one of the cities ruled by Pal Gropa, a member of the Albanian noble Gropa family. In a text by Emperor John VI Kantakouzenos, there is mention of nomadic Albanians present in the vicinity of Ohrid at around 1328. The presence of the Turkish community dates from their settlement in Ohrid during 1451–81.

In 1334, the city was captured by Stefan Uroš IV Dušan and incorporated in the Serbian Empire. After Dusan's death, the city came under the control of Andrea Gropa. After his death, Prince Marko incorporated it in the Kingdom of Prilep.

In the early 1370s, Marko lost Ohrid to Pal II Gropa, another member of the Gropa family, and unsuccessfully tried to recapture it in 1375 with Ottoman assistance.

In 1395, the Ottomans under Bayezid I captured the city, which became the seat of the newly established Sanjak of Ohrid. Some time after Gjergj Kastrioti Skanderbeg had liberated Krujë to begin his rebellion, his troops—in coordination with Gjergj Arianiti and Zahari Gropa (of the local Albanian Gropa noble family)—liberated Ohrid and the castle of Svetigrad.

From 14–15 September 1464, 12,000 Albanian troops of the League of Lezhë and 1,000 of the Republic of Venice defeated a 14,000-man Ottoman force near the city in the Battle of Ohrid. When Mehmed II returned from Albania after his actions against Skanderbeg in 1466, he dethroned Dorotheos, the Archbishop of Ohrid, and expatriated him—together with his clerks and boyars and considerable number of citizens of Ohrid—to Istanbul, probably because of their anti-Ottoman activities during Skanderbeg's rebellion amid which many citizens of Ohrid, including Dorotheos and his clergy, supported Skanderbeg and his fight.

## Ottoman period

During the 16th century, Ohrid was located in the Sanjak of Ohrid. In the years 1529-1536, Sanjak of Ohrid had 33,271 households (32,648 Christians and 623 Muslims), with 1331 widows and 3392 unmarried singles. There were 859 settlements and 10 cities, with an average of 28.7 houses per settlement. Ohrid itself had 337 Christian families, 44 unmarried singles, 12 widows and 93 Muslim families. In 1583, the Sanjak of Ohrid was made up of several Kazas, including the Kaza of Ohrid, which were in turn made of Nahiyes; the Ottoman Defter recorded, within the Nahiya of Ohrid, 2,920 Christian homes, 627 unmarried singles and 465 Muslim families within a total of 107 settlements. In 1889, according to a French research, the city had 2.500-3.000 houses and approximately 12.000 individuals, of which 2/3 were Bulgarians and Vlachs and the rest 1/3 were Albanophone Muslims with 20-25 Slavophone Greek families. The Christian population declined during the first centuries of Ottoman rule. In 1664, there were only 142 Christian households. The situation changed in the 18th century when Ohrid emerged as an important trade center on a major trade route. At the end of this century it had around five thousand inhabitants.

Towards the end of the 18th century and in the early part of the 19th century, Ohrid region, like other parts of European Turkey, was a hotbed of unrest. In the 19th century the region of Ohrid became part of the Pashalik of Scutari, ruled by the Bushati family.

After the Christian population of the bishopric of Ohrid voted on a plebiscite in 1874 overwhelmingly in favour of joining the Bulgarian Exarchate (97%), the Exarchate became in control of the area. In 1889, Gustav Weigand discovered in Ohrid the important Codex Dimonie, a collection of Aromanian-language religious texts. In statistics gathered by Vasil Kanchov in 1900, the city of Ohrid was inhabited by 8000 Bulgarians, 5000 Turks, 500 Muslim Albanians, 300 Christian Albanians, 460 Vlachs and 600 Romani. The Bulgarian researcher Vasil Kanchov wrote in 1900 that many Albanians declared themselves as Turks. Ohrid, the population that declared itself Turkish "was of Albanian blood", but it "had been Turkified after the Ottoman invasion, including Skanderbeg", referring to Islamization.

The majority of the Christian inhabitants of the city were under the supremacy of the Bulgarian Exarchate. According to " La Macédoine et sa Population Chrétienne ", statistics of the secretary of the exarchate Dimitar Mishev on the Christian population in Macedonia, in 1905 the Christian population of Ohrid consisted of 7,768 Exarchist Bulgarians, 168 Greek Patriarchal Bulgarians, 56 Serboman Patriarchal Bulgarians, 660 Vlachs and 6 Albanians. In the city there is 1 secondary and 5 primary Bulgarian schools and 1 primary Greek, Serbian and Wallachian school each.

Modern Albanian study claims that in 1903 the Cartographic Society of Sofia registered incorrectly 8,893 households of Albanian or Vlach ethnicity in the Kaza of Ohrid. There were supposedly 2,610 households registered in Ohrid, but after further analysis of the documents by Dervishi et al., it was discovered that the city actually had 3,700 households; there were 2,100 Albanian Muslim households, 150 Albanian Christian households, 900 Bulgarian households, 300 Vlach households, 210 Serb households and 39 Greek households. The Cartographic Society of Sofia also incorrectly registered many villages - that were in fact inhabited entirely or mostly by Albanians (both Christians and Muslims) - as Bulgarian. 14 villages were registered as Albanian with 991 households, but further investigation by Dervishi et al. revealed that the number was actually 2,400. Therefore, with those corrections, the Kaza of Ohrid had 5,336 Albanian households, 4,347 Slavic households, 1,549 mixed household and 125 Vlach households that were mainly spread across two villages. By the end of Ottoman rule, the Kaza of Ohrid itself numbered to 38,000 Albanian inhabitants and 36,500 non-Albanian (Bulgarian, Serbs, Vlachs and Orthodox Albanians who recognised the exarch and were therefore classed as Bulgarians) inhabitants as indicated by statistics gathered from the Ottoman authorities.

## Modern

Before 1912, Ohrid was a township center bounded to Monastir sanjak in Manastir Vilayet (present-day Bitola). The city remained under Ottoman rule until 29 November 1912, when the Serbian army took control of the city during the Balkan Wars and later made it the capital of Ohrid district. In Ohrid, Serbian forces killed 150 Bulgarians and 500 people consisting of Albanians and Turks. In September 1913 local Albanian and pro-Bulgarian Internal Macedonian Revolutionary Organization leaders rebelled against the Kingdom of Serbia. It was occupied by Kingdom of Bulgaria between 1915 and 1918 during World War I.

Bulgarian ethnographer Yordan Ivanov, professor at the University of Sofia, wrote in 1915 that Albanians, since they did not have their own alphabet, lacked a consolidated national consciousness and were being influenced by foreign propaganda, declared themselves as Turks, Greeks and Bulgarians, depending on which religion they belonged to. Albanians in Ohrid were losing their mother tongue.

During Kingdom of Yugoslavia Ohrid continued to be as an independent district (Охридски округ) (1918-1922), then it became a part of Bitola Oblast (1920-1929), and then from 1929 to 1941, Ohrid was part of the Vardar Banovina. It was occupied again by Bulgaria between 1941 and 1944 during World War II. Since the days of SFR Yugoslavia Ohrid has been the municipal seat of Municipality of Ohrid (Општина Охрид). Since 1991 the town was part of the Republic of Macedonia (now North Macedonia).

On 20 November 1993, Avioimpex Flight 110 crashed near Ohrid, killing all 116 people on board. It is the deadliest aviation disaster to occur in North Macedonia.

## Geography and climate

Ohrid is located in the south-western part of North Macedonia, on the shore of Lake Ohrid, at an elevation of 695 meters above sea level.

Ohrid has a warm-summer mediterranean climate (Köppen climate classification: Csb), bordering on an oceanic climate (Köppen climate classification: Cfb) moderated by its elevation, as the mean temperature of the warmest month is just above 22 °C (71.6 °F) and every summer month receives less than 40 millimetres (1.6 in) of rainfall. The coldest month is January with the average temperature 2.5 °C (36.5 °F) or in a range between 6.2 °C (43.2 °F) and −1.5 °C (29.3 °F). The warmest month is August with average range of 27.7 °C (82 °F) - 14.2 °C (57.6 °F). The rainiest month is November, which sees on average 90.5 mm (3.6 in) of rain. The summer months of June, July and August receive the least amount of rain, around 30 mm (1.2 in). The absolute minimum temperature is −17.8 °C (0.0 °F) and the maximum 38.5 °C (101.3 °F).

## Demographics

At the 2021 census, Ohrid had 38,818 residents with the following ethnic makeup:

- Macedonians, 28,920 (74.5%)

- Persons for whom data are taken from administrative sources, 3,421 (8.8%)

- others, 2,728 (7.0%)

- Albanians, 1,924 (5.0%)

- Turks, 1,825 (4.7%)

As of the 2002 census, the city of Ohrid has 42,033 inhabitants and the ethnic composition was the following:

- Macedonians, 33,791 (80.4%)

- Albanians, 2,959 (7.0%)

- Turks, 2,256 (5.4%)

- others, 3,027 (7.2%)

The mother tongues of the city's residents include the following:

- Macedonian, 34,910 (83.1%)

- Albanian, 3,957 (9.4%)

- Turkish, 2,226 (5.3%)

- others, 1,017 (2.4%)

The religious composition of the city was the following:

- Orthodox Christians, 33,987 (80.9%)

- Muslims, 7,599 (18.1%)

- others, 447 (1.1%)

The oldest inhabitants of Ohrid are a few families that reside in the Varoš neighbourhood. Other Macedonians have settled in Ohrid and originate from the villages of the Kosel, Struga, Drimkol, Debarca, Malesija and Kičevo regions and other areas from southern Macedonia. Albanians in Ohrid originate from Albanian villages located on the western and southern areas of Lake Ohrid. There is a sizeable amount of Turkified Albanians in Ohrid who originate from the cities of Elbasan, Durrës and Ulcinj. The local Romani population in Ohrid originates from Podgradec and speaks the southern Tosk Albanian dialect.

The earliest presence of the Aromanian population in Ohrid dates to 1778 arriving from Moscopole, others from Kavajë (late 18th century), from the Myzeqe region, Elbasan, Llëngë and Mokër region (mid. 19th century) and also from Gorna Belica and Malovišta (late 19th century). A large part of Ohrid's Aromanian population has emigrated to Trieste, Odessa and Bucharest. Orthodox Albanians are also present and settled in Ohrid during the second half of the 19th century and originate from Pogradec, Lin, Çërravë and Peshkëpi.

All Turks from the village of Peštani after selling properties and land moved to Ohrid by 1920 and today those few families are known as Peştanlı. In 1949, additional families from Aegean Macedonia settled in Ohrid.

In Yugoslav censuses, Albanophone Ohrid Romani mainly declared as Albanians. As tensions between Albanians and the state increased over numbers regarding community size and sociopolitical rights, Romani identity became politicized and contested from the 1990s onward. Ohrid Albanophone Romani refused identification as Albanians seeing it as a result of Albanisation (or to be called Gypsies) and with encouragement from Macedonian circles now refers to itself as Egyptians whose ancestors migrated from Egypt many centuries ago. The Albanian language is considered by Ohrid Albanophone Romani as only an idiom of the home and not a mother tongue. Turkish speaking Romani reside in Ohrid that during the Yugoslav period self declared themselves mainly as Turks, while within independent Macedonia they identify as Egyptians. In the latter decades of the 20th century, some Albanian speaking Muslim Romani from the villages of Krani and Nakolec have migrated to Ohrid.

## Cultural Heritage sites

Ohrid Municipality is home to over 100 sites declared as Cultural Heritage by the Ministry of Culture, of which most lie within the city of Ohrid.

- Ancient Theatre of Ohrid from Hellenistic and Roman time

- Vidobišta Roman-era tombs

- Kozluk, Roman-era settlement

- Mančevci site with early Christian basilica

- Hermeleja, Roman-era settlement

- Saint Erasmus

- Karagjulevci tombs from Ancient Macedonian era

- Samuel's Fortress and remaining portions of the city walls

- Plaošnik

- Studenčišta basilica

- Saint 40 Holy Martyrs early Christian basilica

There is a legend supported by observations by the 17th century Ottoman traveler Evliya Çelebi that there were 365 chapels within the town boundaries, one for every day of the year. Today this number is significantly smaller.

- Grave of Grigor Prličev

- Church of Saints Clement and Panteleimon

- Church of the Holy Mother of God Čelnica

- Little Church of Saint Vrači (Saints Kuzman and Damjan)

- Church of Saint Demetrius

- Church of the Holy Mother of God - Bolnička

- Church of Saint Nicholas - Bolnički

- Church of the Holy Mother of God - Perivleptos

- Little Church of Saint Clement

- Church of Saint John the Baptist - Kaneo

- Church of Saint Sophia

- Church of Saints Constantine and Elena

- Church of the Holy Mother of God Kamensko

- Church of Saint Nicholas - Gerakomija

- Church of Saint Nicholas - Arbanaški

- Church of Saint Nicholas the Wonderworker

- Church of Saint Vrači (Saints Kuzman and Damjan), with frescos from the 14th century. A 14th-century icon from the church is depicted on the obverse of the 1000 denars banknote, issued in 1996 and 2003.

- Church of Saint George

- Church of Saint Nicholas

Besides being a holy center of the region, it is also the source of knowledge and pan-Slavic literacy. The restored Monastery at Plaošnik was actually one of the oldest Universities in the western world, dating before the 10th century. Several of Ohrid's best-known churches and monasteries, such as the Monastery of Saint Naum lie in its surrounding villages.

- Voska Hamam

- Eski Hamam

- Zejnel Abedin Pasha Tekke

- Sinan Çelebi Türbe

- Ali Pasha Mosque

- Hajdar Pasha Mosque

- Hadži Durgut Mosque

- Hadži Hamza Mosque

- Memorial mound on Slavej Planina

- Common grave of fallen National Liberation War soldiers

- Memorial plaque of fallen professors and students of the Ohrid Gymnasium in the National Liberation War

Dozens of individual homes and commercial buildings in Ohrid are listed as Cultural Heritage sites. Some of these, such as the Robevi family house and the Prličev family home, the Uzunov family home, function as museums today. Also included are the Saint Clement of Ohrid Gymnasium, the Ohrid Clock Tower, and the Icon Gallery.

## Transportation

There is a nearby international airport, Ohrid Airport (now known as "St. Paul the Apostle Airport").

Until 1966, Ohrid was linked to Skopje by the Ohrid line, a 167 kilometres (104 mi) long 600 mm narrow-gauge railway.

## Sports

GFK Ohrid Lihnidos is a football team playing at the SRC Biljanini Izvori stadium in the city. As of the 2021–22 season they play in the second tier of the Macedonian Football League system.

FK Voska Sport is also a football team in Ohrid that competes in the Macedonian First League as of the 2023-24 season.

RK Ohrid is a handball team playing at Biljanini Izvori Sports Hall arena, with a capacity of 3,500. As of the 2016–17 season they play in the Macedonian Handball Super League, which is the top tier.

The Ohrid Swimming Marathon is an international open water swimming competition, always taking place in the waters of Lake Ohrid. The swimmers are supposed to swim 30 km (19 mi) from the monastery of Saint Naum to the Ohrid harbor.

## Recurring events

- Ohrid Summer Festival, annual theater and music festival from July to August

- Ohrid Choir Festival, annual international choir festival at the end of August

- Balkan Folklore Festival, annual folklore music and dance festival at the beginning of July

- Balkan music square festival, music festival in August in which ethnic musicians from the whole Balkan peninsular participate

- Ohrid Fest (Охридски Трубадури), music festival in August in which musicians from the whole Balkan peninsular participate. This festival is held for four days which are divided into Debutant Night, Folk Night, Pop Night and International Night.

- Debutant Night,

- Folk Night,

- Pop Night and

- International Night.

- World Prized of Humanism in the Ohrid Academy of Humanism, created by Jordan Plevnes

- Ohrid art and scientific meetings (Охридска научна и уметничка визита), held in House of Uranija-MANU, Ohrid by Macedonian academy of science and arts

## Twin towns – sister cities

Ohrid is twinned with:

- Budva, Montenegro

- Caen, France

- Givatayim, Israel

- Inđija, Serbia

- Kragujevac, Serbia

- Mostar, Bosnia and Herzegovina

- Pogradec, Albania

- Piran, Slovenia

- Safranbolu, Turkey

- Stari Grad (Sarajevo), Bosnia and Herzegovina

- Vidovec, Croatia

- Vinkovci, Croatia

- Windsor, Canada

- Wollongong, Australia

- Yalova, Turkey

## Sources


Fred E. Inbau

# Fred E. Inbau

## Abstract

Fred E. Inbau (1909 to 1998) was an American lawyer and criminologist who helped develop the Reid technique of interrogation. He was director of the Scientific Crime Detection Lab. He coauthored the influential textbook Criminal Interrogation and Confessions.

Inbau was from New Orleans. After a law degree from Tulane University, he moved to Chicago. He studied at the Northwestern University School of Law and, after a few years as a trial lawyer, become a teacher there for 32 years. He was president of the American Academy of Forensic Sciences. He founded Americans for Effective Law Enforcement.


InMerge Innovation Summit

# InMerge Innovation Summit

## Abstract

InMerge, InMerge Innovation Summit or formerly Baku Innovation Summit is an annually organized event based on new trends and innovations in Azerbaijan. The summit aims to bring together technology leaders, companies and startups.

Since 2022, annual events have featured panel discussions, business conferences, startup presentations, and workshops, with participation from influential businessmen worldwide. It fosters dynamic discussions on cutting-edge innovations and offers valuable insights from experts around the world. This summit connects speakers, investors, and collaborators from more than 25 countries spanning Caucasus, Central Asia, Eastern Europe, and MENA.

The first "InMerge" event was organized on 13 December 2022. The third such event is planned to be held on October 10-11, 2024.

## History

### 2022

The event under the name of "Baku Innovation Summit" was organized by PASHA Holding in cooperation with the Innovation and Digital Development Agency on December 13, 2022. 1090 people participated in the event.

Main speakers at the 2022 summit include leadership and personal development expert Robin Sharma, speaker and futurist Kian Gohar, technology speaker Philippe Dewost, former Boston Consulting Group, IBM, EY partner Peter Ulrich, Jeroen van der Veer, the former CEO of Shell, and Chris Skinner, the author of books about technology

### 2023

"InMerge Innovation Summit" was held at the Baku Convention Center from November 30 to December 1. This event, in its second edition, is organized by the Center for Analysis and Coordination of the Fourth Industrial Revolution on behalf of the Ministry of Economy, the Innovation and Digital Development Agency under the Ministry of Digital Development and Transport, and PASHA Holding with primary partnership from Trendyol. About 3,000 participants from 20 countries, more than 50 investors, and more than 150 startups took part in the summit. The main goal of the event is to support the startup environment in Azerbaijan, including in the region, and to develop innovative industry.

One of the most notable speeches at the event was made by Apple co-founder Steve Wozniak. Wozniak shared his thoughts on innovation and the history of the company. He made his speech with the moderation of international speaker Bill Williams: He said these:

I met Steve Jobs five years before Apple was founded. He was a fun-loving young man. He admired people who changed lives.When he saw the computer I invented, he said there was a new business opportunity and came up with the idea of establishing a new company. This is how the Apple company was born. If he hadn't given me this idea, I would have remained an engineer until today.

Other interesting speeches were made by Tesla co-founder J. B. Straubel and Shazam founder Chris Barton.

Besides this, J. B. Straubel, Chris Barton, Trendyol CEO Erdem İnan, PASHA Holding Ecosystem CEO Farid Mammadov, and Uzum Company's Operations Director Roman Lavrentev discussed the future of smart ecosystems and technology integration in the panel.

There was also a panel discussion on open banking and API standards. In that discussion, Arif Babayev, co-founder of "DNA Payments Group", Farid Osmanov, who was the executive director of the Central Bank at that time, Tal Sharon, director of partnerships of "Ubeya" company, Kristina Doros, vice president of Visa for Central Asia and Azerbaijan, and Alastair Lukies, the CEO of Pollinate International company participated.

At "InMerge", participants are provided to get acquainted with local and regional startup authors. A VR zone has also been organized.

### 2024

The next summit is planned to be held on October 10-11. Professor Linda Hill from Harvard Business School, Werner Vogels, Chief Technology Officer and Vice President of Amazon, and Ilya Strebulaev are scheduled to participate in the summit as speakers. YouTube co-founder Steve Chen is also expected to attend this year's summit.


Thomas & Friends series 11

# Thomas & Friends series 11

## Abstract

Thomas (the Tank Engine) & Friends is a children's television series about the engines and other characters working on the railways of the Island of Sodor, and is based on The Railway Series books written by the Reverend W. Awdry.

This article lists and details episodes from the eleventh series of this show, which was first broadcast in September 2007 and ended in January 2008. This series was narrated by Michael Angelis for the UK audiences, while Michael Brandon narrates the episodes for the US audiences.

Starting in this series, the theme song was sung by the children from the Thomas & Friends suite.

Most episodes in this series have two titles: the original titles from the UK broadcasts are shown on top, while the American-adapted titles are shown underneath.

This was Christopher Skala's first series as executive producer.

For the US broadcasts, this was the last series to be distributed by Connecticut Public Television, which distributed the first few episodes. The rest of the episodes from this Series, and from future series, are distributed by WNET in New York City.

The original broadcast version only included 20 episodes; the rest were released on DVD (Engines and Escapades) and then were broadcast on TV months later.

## Production

Series 11 was the first in the Series to be filmed in high-definition television format. It was also the last series to be filmed entirely with models and to utilize the resin faces in the closeup shots, as well as human figurines; Series 12 utilized a mix of CGI and models prior to the switch to full CGI animation in series 13.

## Episodes

## Characters

### Introduced

- Whiff

- Billy

- Hector

- Madge

### Recurring cast

- Thomas

- Edward

- Henry

- Gordon

- James

- Percy

- Toby

- Donald and Douglas

- Emily

- Bill and Ben

- Arthur

- Spencer

- Molly

- Rosie

- Diesel

- Mavis

- 'Arry and Bert

- Salty

- Skarloey

- Rheneas

- Sir Handel

- Peter Sam

- Duncan

- Mighty Mac

- Freddie

- Rusty

- Troublesome Trucks

- Annie and Clarabel

- The Chinese Dragon

- Rocky

- Bertie

- Elizabeth

- Cranky

- The Fat Controller

- Cyril the Fogman

- Farmer McColl

- Allicia Botti

- The Duke of Boxford

- Mr. Percival

- Dowager Hatt (not named in US narration)

- Harvey (does not speak)

- Henrietta (does not speak)

- Jeremy (does not speak)

- Lady Hatt (does not speak)

- The Refreshment Lady (does not speak)

- Sodor Brass Band (do not speak)

- The Duchess of Boxford (does not speak)

- The Mayor of Sodor (does not speak)

- Murdoch (not named; does not speak)

- Neville (not named; does not speak)

- Jem Cole (not named; does not speak)

- Butch (cameo)

- Stephen Hatt (cameo)

- Bridget Hatt (cameo)

- Farmer Trotter (cameo)

- Lord Callan (cameo)


Career results of Juan Pablo Montoya

# Career results of Juan Pablo Montoya

## Abstract

Juan Pablo Montoya Roldán is a Colombian racing driver. Montoya is one of three drivers to win at least one race in Indy car racing, Formula One, and the NASCAR Cup Series. He is also one of only two active drivers (alongside Fernando Alonso) who have won two legs of the Triple Crown of Motorsport in its more recent definition.

## Career summary

### Complete International Formula 3000 results

(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

### CART Championship Series

(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

### IndyCar Series

(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

Montoya lost the title to Scott Dixon on a tiebreaker, after both tied on 556 points. He won two races compared to Dixon's three.

#### Indianapolis 500 results

### Complete Formula One results

(key) (Races in bold indicate pole position; races in italics indicate fastest lap)

Did not finish, but was classified as he had completed more than 90% of the race distance.

#### Formula One records

Montoya set the record for the highest average lap speed during qualifying for the 2004 Italian Grand Prix, at 262.242 km/h (162.950 mph). He held the record until the 2018 Italian Grand Prix, held at the same venue, after Kimi Räikkönen set a lap time with an average speed of 263.587 km/h (163.785 mph).

### NASCAR

(key) (Bold – Pole position awarded by qualifying time. Italics – Pole position earned by points standings or practice time. * – Most laps led.)

#### Cup Series

### ARCA Re/Max Series

(key) (Bold – Pole position awarded by qualifying time. Italics – Pole position earned by points standings or practice time. * – Most laps led.)

### Grand-Am

#### Daytona Prototype

Bold – Pole Position. (Overall Finish/Class Finish).

### Complete IMSA SportsCar Championship results

Season still in progress.

### Complete FIA World Endurance Championship results

(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)


Jiří Strach

# Jiří Strach

## Abstract

Jiří Strach (born 29 September 1973) is a Czech film director and actor. He directed the film Operace Silver A in 2007. In 2016, Strach directed Angel of the Lord 2, a sequel to Angel of the Lord (2005).

Strach is a practising Catholic and a member of the Order of Saint Dominic.


1989 in Greece

# 1989 in Greece

## Abstract

Events in the year 1989 in Greece.

## Incumbents

- President – Christos Sartzetakis

- Prime Minister of Greece – Andreas Papandreou (until 2 July), Tzannis Tzannetakis (2 July – 12 October), Ioannis Grivas (12 October – 23 November), Xenophon Zolotas (starting 23)

## Births

- 12 January – Olga-Afroditi Pilaki, rhythmic gymnast

- 29 January – Maria Kakiou, rhythmic gymnast

- 24 June – Ilektra-Elli Efthymiou, rhythmic gymnast


Railway electrification

# Railway electrification

## Abstract

Railway electrification is the use of electric power for the propulsion of rail transport. Electric railways use either electric locomotives (hauling passengers or freight in separate cars), electric multiple units (passenger cars with their own motors) or both.Electricity is typically generated in large and relatively efficient generating stations, transmitted to the railway network and distributed to the trains. Some electric railways have their own dedicated generating stations and transmission lines, but most purchase power from an electric utility. The railway usually provides its own distribution lines, switches, and transformers.

Power is supplied to moving trains with a (nearly) continuous conductor running along the track that usually takes one of two forms: an overhead line, suspended from poles or towers along the track or from structure or tunnel ceilings, or a third rail mounted at track level and contacted by a sliding " pickup shoe ". Both overhead wire and third-rail systems usually use the running rails as the return conductor, but some systems use a separate fourth rail for this purpose.

In comparison to the principal alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions, and lower operating costs. Electric locomotives are also usually quieter, more powerful, and more responsive and reliable than diesel. They have no local emissions, an important advantage in tunnels and urban areas. Some electric traction systems provide regenerative braking that turns the train's kinetic energy back into electricity and returns it to the supply system to be used by other trains or the general utility grid. While diesel locomotives burn petroleum products, electricity can be generated from diverse sources, including renewable energy. Historically, concerns of resource independence have played a role in the decision to electrify railway lines. The landlocked Swiss confederation which almost completely lacks oil or coal deposits but has plentiful hydropower electrified its network in part in reaction to supply issues during both World Wars.

Disadvantages of electric traction include: high capital costs that may be uneconomic on lightly trafficked routes, a relative lack of flexibility (since electric trains need third rails or overhead wires), and a vulnerability to power interruptions. Electro-diesel locomotives and electro-diesel multiple units mitigate these problems somewhat as they are capable of running on diesel power during an outage or on non-electrified routes.

Different regions may use different supply voltages and frequencies, complicating through service and requiring greater complexity of locomotive power. There used to be a historical concern for double-stack rail transport regarding clearances with overhead lines but it is no longer universally true as of 2022, with both Indian Railways and China Railway regularly operating electric double-stack cargo trains under overhead lines.

Railway electrification has constantly increased in the past decades, and as of 2022, electrified tracks account for nearly one-third of total tracks globally.

## History

Railway electrification is the development of powering trains and locomotives using electricity instead of diesel or steam power. The history of railway electrification dates back to the late 19th century when the first electric tramways were introduced in cities like Berlin, London, and New York City.

In 1881, the first permanent railway electrification in the world was the Gross-Lichterfelde Tramway in Berlin, Germany. Overhead line electrification was first applied successfully by Frank Sprague in Richmond, Virginia in 1887-1888, and led to the electrification of hundreds of additional street railway systems by the early 1890s. The first electrification of a mainline railway was the Baltimore and Ohio Railroad's Baltimore Belt Line in the United States in 1895–96.

The early electrification of railways used direct current (DC) power systems, which were limited in terms of the distance they could transmit power. However, in the early 20th century, alternating current (AC) power systems were developed, which allowed for more efficient power transmission over longer distances.

In the 1920s and 1930s, many countries worldwide began to electrify their railways. In Europe, Switzerland, Sweden, France, and Italy were among the early adopters of railway electrification. In the United States, the New York, New Haven and Hartford Railroad was one of the first major railways to be electrified.

Railway electrification continued to expand throughout the 20th century, with technological improvements and the development of high-speed trains and commuters. Today, many countries have extensive electrified railway networks with 375 000 km of standard lines in the world, including China, India, Japan, France, Germany, and the United Kingdom. Electrification is seen as a more sustainable and environmentally friendly alternative to diesel or steam power and is an important part of many countries' transportation infrastructure.

## Classification

Electrification systems are classified by three main parameters:

- Voltage

- Current Direct current (DC) Alternating current (AC) Frequency

- Direct current (DC)

- Alternating current (AC) Frequency

- Frequency

- Contact system Overhead lines (catenary) Third rail Fourth rail Ground-level power supply

- Overhead lines (catenary)

- Third rail

- Fourth rail

- Ground-level power supply

Selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to the revenue obtained for freight and passenger traffic. Different systems are used for urban and intercity areas; some electric locomotives can switch to different supply voltages to allow flexibility in operation.

### Standardised voltages

Six of the most commonly used voltages have been selected for European and international standardisation. Some of these are independent of the contact system used, so that, for example, 750 V DC may be used with either third rail or overhead lines.

There are many other voltage systems used for railway electrification systems around the world, and the list of railway electrification systems covers both standard voltage and non-standard voltage systems.

The permissible range of voltages allowed for the standardised voltages is as stated in standards BS EN 50163 and IEC 60850. These take into account the number of trains drawing current and their distance from the substation.

## Direct current

### Overhead lines

1,500 V DC is used in Japan, Indonesia, Hong Kong (parts), Ireland, Australia (parts), France (also using 25 kV 50 Hz AC), the Netherlands, New Zealand (Wellington), Singapore (on the North East MRT line), the United States (Chicago area on the Metra Electric district and the South Shore Line interurban line and Link light rail in Seattle, Washington). In Slovakia, there are two narrow-gauge lines in the High Tatras (one a cog railway). In the Netherlands it is used on the main system, alongside 25 kV on the HSL-Zuid and Betuwelijn, and 3,000 V south of Maastricht. In Portugal, it is used in the Cascais Line and in Denmark on the suburban S-train system (1650 V DC).

In the United Kingdom, 1,500 V DC was used in 1954 for the Woodhead trans-Pennine route (now closed); the system used regenerative braking, allowing for transfer of energy between climbing and descending trains on the steep approaches to the tunnel. The system was also used for suburban electrification in East London and Manchester, now converted to 25 kV AC. It is now only used for the Tyne and Wear Metro. In India, 1,500 V DC was the first electrification system launched in 1925 in Mumbai area. Between 2012 and 2016, the electrification was converted to 25 kV 50 Hz, which is the countrywide system.

3 kV DC is used in Belgium, Italy, Spain, Poland, Slovakia, Slovenia, South Africa, Chile, the northern portion of the Czech Republic, the former republics of the Soviet Union, and in the Netherlands on a few kilometers between Maastricht and Belgium. It was formerly used by the Milwaukee Road from Harlowton, Montana, to Seattle, across the Continental Divide and including extensive branch and loop lines in Montana, and by the Delaware, Lackawanna and Western Railroad (now New Jersey Transit, converted to 25 kV AC) in the United States, and the Kolkata suburban railway (Bardhaman Main Line) in India, before it was converted to 25 kV 50 Hz.

DC voltages between 600 V and 750 V are used by most tramways and trolleybus networks, as well as some metro systems as the traction motors accept this voltage without the weight of an on-board transformer.

#### Medium-voltage DC

Increasing availability of high-voltage semiconductors may allow the use of higher and more efficient DC voltages that heretofore have only been practical with AC.

The use of medium-voltage DC electrification (MVDC) would solve some of the issues associated with standard-frequency AC electrification systems, especially possible supply grid load imbalance and the phase separation between the electrified sections powered from different phases, whereas high voltage would make the transmission more efficient. UIC conducted a case study for the conversion of the Bordeaux-Hendaye railway line (France), currently electrified at 1.5 kV DC, to 9 kV DC and found that the conversion would allow to use less bulky overhead wires (saving €20 million per 100 route-km) and lower the losses (saving 2 GWh per year per 100 route-km; equalling about €150,000 p.a.). The line chosen is one of the lines, totalling 6000 km, that are in need of renewal.

In the 1960s the Soviets experimented with boosting the overhead voltage from 3 to 6 kV. DC rolling stock was equipped with ignitron -based converters to lower the supply voltage to 3 kV. The converters turned out to be unreliable and the experiment was curtailed. In 1970 the Ural Electromechanical Institute of Railway Engineers carried out calculations for railway electrificationat 12 kV DC, showing that the equivalent loss levels for a 25 kV AC system could be achieved with DC voltage between 11 and 16 kV. In the 1980s and 1990s 12 kV DC was being tested on the October Railway near Leningrad (now Petersburg). The experiments ended in 1995 due to the end of funding.

### Third rail

Most electrification systems use overhead wires, but third rail is an option up to 1,500 V. Third rail systems almost exclusively use DC distribution. The use of AC is usually not feasible due to the dimensions of a third rail being physically very large compared with the skin depth that AC penetrates to 0.3 millimetres or 0.012 inches in a steel rail. This effect makes the resistance per unit length unacceptably high compared with the use of DC. Third rail is more compact than overhead wires and can be used in smaller-diameter tunnels, an important factor for subway systems.

### Fourth rail

The London Underground in England is one of few networks that uses a four-rail system. The additional rail carries the electrical return that, on third-rail and overhead networks, is provided by the running rails. On the London Underground, a top-contact third rail is beside the track, energized at +420 V DC, and a top-contact fourth rail is located centrally between the running rails at −210 V DC, which combine to provide a traction voltage of 630 V DC. The same system was used for Milan 's earliest underground line, Milan Metro 's line 1, whose more recent lines use an overhead catenary or a third rail.

The key advantage of the four-rail system is that neither running rail carries any current. This scheme was introduced because of the problems of return currents, intended to be carried by the earthed (grounded) running rail, flowing through the iron tunnel linings instead. This can cause electrolytic damage and even arcing if the tunnel segments are not electrically bonded together. The problem was exacerbated because the return current also had a tendency to flow through nearby iron pipes forming the water and gas mains. Some of these, particularly Victorian mains that predated London's underground railways, were not constructed to carry currents and had no adequate electrical bonding between pipe segments. The four-rail system solves the problem. Although the supply has an artificially created earth point, this connection is derived by using resistors which ensures that stray earth currents are kept to manageable levels. Power-only rails can be mounted on strongly insulating ceramic chairs to minimise current leak, but this is not possible for running rails, which have to be seated on stronger metal chairs to carry the weight of trains. However, elastomeric rubber pads placed between the rails and chairs can now solve part of the problem by insulating the running rails from the current return should there be a leakage through the running rails.

The Expo and Millennium Line of the Vancouver SkyTrain use side-contact fourth-rail systems for their 650 V DC supply. Both are located to the side of the train, as the space between the running rails is occupied by an aluminum plate, as part of stator of the linear induction propulsion system used on the Innovia ART system. While part of the SkyTrain network, the Canada Line does not use this system and instead uses more traditional motors attached to the wheels and third-rail electrification.

#### Rubber-tyred systems

A few lines of the Paris Métro in France operate on a four-rail power system. The trains move on rubber tyres which roll on a pair of narrow roll ways made of steel and, in some places, of concrete. Since the tyres do not conduct the return current, the two guide bars provided outside the running ' roll ways ' become, in a sense, a third and fourth rail which each provide 750 V DC, so at least electrically it is a four-rail system. Each wheel set of a powered bogie carries one traction motor. A side sliding (side running) contact shoe picks up the current from the vertical face of each guide bar. The return of each traction motor, as well as each wagon, is effected by one contact shoe each that slide on top of each one of the running rails. This and all other rubber-tyred metros that have a 1,435 mm (4 ft 8 + 1 ⁄ 2 in) standard gauge track between the roll ways operate in the same manner.

## Alternating current

Railways and electrical utilities use AC as opposed to DC for the same reason: to use transformers, which require AC, to produce higher voltages. The higher the voltage, the lower the current for the same power (because power is current multiplied by voltage), and power loss is proportional to the current squared. The lower current reduces line loss, thus allowing higher power to be delivered.

As alternating current is used with high voltages, this method of electrification is only used on overhead lines, never on third rails for safety reasons. Inside the locomotive, a transformer steps the voltage down for use by the traction motors and auxiliary loads.

An early advantage of AC is that the power-wasting resistors used in DC locomotives for speed control were not needed in an AC locomotive: multiple taps on the transformer can supply a range of voltages. Separate low-voltage transformer windings supply lighting and the motors driving auxiliary machinery.More recently, the development of very high power semiconductors has caused the classic DC motor to be largely replaced with the three-phase induction motor fed by a variable frequency drive, a special inverter that varies both frequency and voltage to control motor speed.These drives can run equally well on DC or AC of any frequency, and many modern electric locomotives are designed to handle different supply voltages and frequencies to simplify cross-border operation.

### Low-frequency alternating current

Five European countries – Germany, Austria, Switzerland, Norway and Sweden – have standardized on 15 kV 16 + 2 ⁄ 3 Hz (the 50 Hz mains frequency divided by three) single-phase AC. On 16 October 1995, Germany, Austria and Switzerland changed from 16 + 2 ⁄ 3 Hz to 16.7 Hz which is no longer exactly one-third of the grid frequency. This solved overheating problems with the rotary converters used to generate some of this power from the grid supply.

In the US, the New York, New Haven, and Hartford Railroad, the Pennsylvania Railroad and the Philadelphia and Reading Railway adopted 11 kV 25 Hz single-phase AC. Parts of the original electrified network still operate at 25 Hz, with voltage boosted to 12 kV, while others were converted to 12.5 or 25 kV 60 Hz.

In the UK, the London, Brighton and South Coast Railway pioneered overhead electrification of its suburban lines in London, London Bridge to Victoria being opened to traffic on 1 December 1909. Victoria to Crystal Palace via Balham and West Norwood opened in May 1911. Peckham Rye to West Norwood opened in June 1912. Further extensions were not made owing to the First World War. Two lines opened in 1925 under the Southern Railway serving Coulsdon North and Sutton railway station. The lines were electrified at 6.7 kV 25 Hz. It was announced in 1926 that all lines were to be converted to DC third rail and the last overhead-powered electric service ran in September 1929.

### Standard frequency alternating current

AC power is used at 60 Hz in North America (excluding the aforementioned 25 Hz network), western Japan, South Korea and Taiwan; and at 50 Hz in a number of European countries, India, Saudi Arabia, eastern Japan, countries that used to be part of the Soviet Union, on high-speed lines in much of Western Europe (including countries that still run conventional railways under DC but not in countries using 16.7 Hz, see above). Most systems like this operate at 25 kV, although 12.5 kV sections exist in the United States, and 20 kV is used on some narrow-gauge lines in Japan. On "French system" HSLs, the overhead line and a "sleeper" feeder line each carry 25 kV in relation to the rails, but in opposite phase so they are at 50 kV from each other; autotransformers equalize the tension at regular intervals.

### Three-phase alternating current

Various railway electrification systems in the late nineteenth and twentieth centuries utilised three-phase, rather than single-phase electric power delivery due to ease of design of both power supply and locomotives. These systems could either use standard network frequency and three power cables, or reduced frequency, which allowed for return-phase line to be third rail, rather than an additional overhead wire.

## Comparisons

### AC versus DC for mainlines

The majority of modern electrification systems take AC energy from a power grid that is delivered to a locomotive, and within the locomotive, transformed and rectified to a lower DC voltage in preparation for use by traction motors. These motors may either be DC motors which directly use the DC or they may be three-phase AC motors which require further conversion of the DC to variable frequency three-phase AC (using power electronics). Thus both systems are faced with the same task: converting and transporting high-voltage AC from the power grid to low-voltage DC in the locomotive. The difference between AC and DC electrification systems lies in where the AC is converted to DC: at the substation or on the train. Energy efficiency and infrastructure costs determine which of these is used on a network, although this is often fixed due to pre-existing electrification systems.

Both the transmission and conversion of electric energy involve losses: ohmic losses in wires and power electronics, magnetic field losses in transformers and smoothing reactors (inductors). Power conversion for a DC system takes place mainly in a railway substation where large, heavy, and more efficient hardware can be used as compared to an AC system where conversion takes place aboard the locomotive where space is limited and losses are significantly higher. However, the higher voltages used in many AC electrification systems reduce transmission losses over longer distances, allowing for fewer substations or more powerful locomotives to be used. Also, the energy used to blow air to cool transformers, power electronics (including rectifiers), and other conversion hardware must be accounted for.

Standard AC electrification systems use much higher voltages than standard DC systems. One of the advantages of raising the voltage is that, to transmit certain level of power, lower current is necessary (P = V × I). Lowering the current reduces the ohmic losses and allows for less bulky, lighter overhead line equipment and more spacing between traction substations, while maintaining power capacity of the system. On the other hand, the higher voltage requires larger isolation gaps, requiring some elements of infrastructure to be larger. The standard-frequency AC system may introduce imbalance to the supply grid, requiring careful planning and design (as at each substation power is drawn from two out of three phases). The low-frequency AC system may be powered by separate generation and distribution network or a network of converter substations, adding the expense, also low-frequency transformers, used both at the substations and on the rolling stock, are particularly bulky and heavy. The DC system, apart from being limited as to the maximum power that can be transmitted, also can be responsible for electrochemical corrosion due to stray DC currents.

### Electric versus diesel

#### Energy efficiency

Electric trains need not carry the weight of prime movers, transmission and fuel. This is partly offset by the weight of electrical equipment. Regenerative braking returns power to the electrification system so that it may be used elsewhere, by other trains on the same system or returned to the general power grid. This is especially useful in mountainous areas where heavily loaded trains must descend long grades.

Central station electricity can often be generated with higher efficiency than a mobile engine/generator. While the efficiency of power plant generation and diesel locomotive generation are roughly the same in the nominal regime, diesel motors decrease in efficiency in non-nominal regimes at low power while if an electric power plant needs to generate less power it will shut down its least efficient generators, thereby increasing efficiency. The electric train can save energy (as compared to diesel) by regenerative braking and by not needing to consume energy by idling as diesel locomotives do when stopped or coasting. However, electric rolling stock may run cooling blowers when stopped or coasting, thus consuming energy.

Large fossil fuel power stations operate at high efficiency, and can be used for district heating or to produce district cooling, leading to a higher total efficiency. Electricity for electric rail systems can also come from renewable energy, nuclear power, or other low-carbon sources, which do not emit pollution or emissions.

#### Power output

Electric locomotives may easily be constructed with greater power output than most diesel locomotives. For passenger operation it is possible to provide enough power with diesel engines (see e.g. ' ICE TD ') but, at higher speeds, this proves costly and impractical. Therefore, almost all high speed trains are electric. The high power of electric locomotives also gives them the ability to pull freight at higher speed over gradients; in mixed traffic conditions this increases capacity when the time between trains can be decreased. The higher power of electric locomotives and an electrification can also be a cheaper alternative to a new and less steep railway if train weights are to be increased on a system.

On the other hand, electrification may not be suitable for lines with low frequency of traffic, because lower running cost of trains may be outweighed by the high cost of the electrification infrastructure. Therefore, most long-distance lines in developing or sparsely populated countries are not electrified due to relatively low frequency of trains.

#### Network effect

Network effects are a large factor with electrification. When converting lines to electric, the connections with other lines must be considered. Some electrifications have subsequently been removed because of the through traffic to non-electrified lines. If through traffic is to have any benefit, time-consuming engine switches must occur to make such connections or expensive dual mode engines must be used. This is mostly an issue for long-distance trips, but many lines come to be dominated by through traffic from long-haul freight trains (usually running coal, ore, or containers to or from ports). In theory, these trains could enjoy dramatic savings through electrification, but it can be too costly to extend electrification to isolated areas, and unless an entire network is electrified, companies often find that they need to continue use of diesel trains even if sections are electrified. The increasing demand for container traffic, which is more efficient when utilizing the double-stack car, also has network effect issues with existing electrifications due to insufficient clearance of overhead electrical lines for these trains, but electrification can be built or modified to have sufficient clearance, at additional cost.

A problem specifically related to electrified lines are gaps in the electrification. Electric vehicles, especially locomotives, lose power when traversing gaps in the supply, such as phase change gaps in overhead systems, and gaps over points in third rail systems. These become a nuisance if the locomotive stops with its collector on a dead gap, in which case there is no power to restart. This is less of a problem in trains consisting of two or more multiple units coupled together, since in that case if the train stops with one collector in a dead gap, another multiple unit can push or pull the disconnected unit until it can again draw power. The same applies to the kind of push-pull trains which have a locomotive at each end. Power gaps can be overcome in single-collector trains by on-board batteries or motor-flywheel-generator systems. In 2014, progress is being made in the use of large capacitors to power electric vehicles between stations, and so avoid the need for overhead wires between those stations.

#### Maintenance costs

Maintenance costs of the lines may be increased by electrification, but many systems claim lower costs due to reduced wear-and-tear on the track from lighter rolling stock. There are some additional maintenance costs associated with the electrical equipment around the track, such as power sub-stations and the catenary wire itself, but, if there is sufficient traffic, the reduced track and especially the lower engine maintenance and running costs exceed the costs of this maintenance significantly.

#### Sparks effect

Newly electrified lines often show a "sparks effect", whereby electrification in passenger rail systems leads to significant jumps in patronage / revenue. The reasons may include electric trains being seen as more modern and attractive to ride, faster, quieter and smoother service, and the fact that electrification often goes hand in hand with a general infrastructure and rolling stock overhaul / replacement, which leads to better service quality (in a way that theoretically could also be achieved by doing similar upgrades yet without electrification). Whatever the causes of the sparks effect, it is well established for numerous routes that have electrified over decades. This also applies when bus routes with diesel buses are replaced by trolleybuses. The overhead wires make the service "visible" even in no bus is running and the existence of the infrastructure gives some long-term expectations of the line being in operation.

#### Double-stack rail transport

Due to the height restriction imposed by the overhead wires, double-stacked container trains have been traditionally difficult and rare to operate under electrified lines. However, this limitation is being overcome by railways in India, China and African countries by laying new tracks with increased catenary height.

Such installations are in the Western Dedicated Freight Corridor in India where the wire height is at 7.45 m (24.4 ft) to accommodate double-stack container trains without the need of well-wagons.

#### Advantages

There are a number of advantages including the fact there is no exposure of passengers to exhaust from the locomotive and lower cost of building, running and maintaining locomotives and multiple units. Electric trains have a higher power-to-weight ratio (no onboard fuel tanks), resulting in fewer locomotives, faster acceleration, higher practical limit of power, higher limit of speed, less noise pollution (quieter operation). The faster acceleration clears lines more quickly to run more trains on the track in urban rail uses.

- Reduced power loss at higher altitudes (for power loss see Diesel engine)

- Independence of running costs from fluctuating fuel prices

- Service to underground stations where diesel trains cannot operate for safety reasons

- Reduced environmental pollution, especially in highly populated urban areas, even if electricity is produced by fossil fuels

- Easily accommodates kinetic energy brake reclaim using supercapacitors

- More comfortable ride on multiple units as trains have no underfloor diesel engines

- Somewhat higher energy efficiency in part due to regenerative braking and less power lost when "idling"

- More flexible primary energy source: can use coal, natural gas, nuclear or renewable energy (hydro, solar, wind) as the primary energy source instead of diesel fuel

- If the entire network is electrified, diesel infrastructure such as fueling stations, maintenance yards and indeed the diesel locomotive fleet can be retired or put to other uses – this is often the business case in favor of electrifying the last few lines in a network where otherwise costs would be too high. Having only one type of motive power also allows greater fleet homogeneity which can also reduce costs.

#### Disadvantages

- Electrification cost: electrification requires an entire new infrastructure to be built around the existing tracks at a significant cost. Costs are especially high when tunnels, bridges and other obstructions have to be altered for clearance. Another aspect that can raise the cost of electrification are the alterations or upgrades to railway signalling needed for new traffic characteristics, and to protect signalling circuitry and track circuits from interference by traction current. Electrification typically requires line closures while new equipment is being installed.

- Appearance: the overhead line structures and cabling can have a significant landscape impact compared with a non-electrified or third rail electrified line that has only occasional signalling equipment above ground level.

- Fragility and vulnerability: overhead electrification systems can suffer severe disruption due to minor mechanical faults or the effects of high winds causing the pantograph of a moving train to become entangled with the catenary, ripping the wires from their supports. The damage is often not limited to the supply to one track, but extends to those for adjacent tracks as well, causing the entire route to be blocked for a considerable time. Third-rail systems can suffer disruption in cold weather due to ice forming on the conductor rail.

- Theft: the high scrap value of copper and the unguarded, remote installations make overhead cables an attractive target for scrap metal thieves. Attempts at theft of live 25 kV cables may end in the thief's death from electrocution. In the UK, cable theft is claimed to be one of the biggest sources of delay and disruption to train services – though this normally relates to signalling cable, which is equally problematic for diesel lines.

- Incompatibility: Diesel trains can run on any track without electricity or with any kind of electricity (third rail or overhead line, DC or AC, and at any voltage or frequency). Not so for electric trains, which can never run on non-electrified lines, and which even on electrified lines can run only on the single, or the few, electrical system(s) for which they are equipped. Even on fully electrified networks, it is usually a good idea to keep a few diesel locomotives for maintenance and repair trains, for instance to repair broken or stolen overhead lines, or to lay new tracks. However, due to ventilation issues, diesel trains may have to be banned from certain tunnels and underground train stations mitigating the advantage of diesel trains somewhat.

- Birds may perch on parts with different charges, and animals may also touch the electrification system. Dead animals attract foxes or other scavengers, bringing risk of collision with trains.

- In most of the world's railway networks, the height clearance of overhead electrical lines is not sufficient for a double-stack container car or other unusually tall loads. To upgrade electrified lines to the correct clearances (21 ft 8 in or 6.60 m) to take double-stacked container trains, besides renewing bridges over it, would normally mean need for special pantographs violating standardisation and requiring custom made vehicles.

## Railway electrification around the world

As of 2012, electrified tracks accounted for nearly one third of total tracks globally.

As of 2018, there were 72,110 km (44,810 mi) of railways electrified at 25 kV, either 50 or 60 Hz; 68,890 km (42,810 mi) electrified at 3 kV DC; 32,940 km (20,470 mi) electrified at 15 kV 16.7 or 16 + 2 ⁄ 3 Hz and 20,440 km (12,700 mi) electrified at 1.5 kV DC.

As of 2023, the Swiss rail network is the largest fully electrified network in the world and one of only eleven countries or territories to achieve this, as listed in List of countries by rail transport network size. The percentage then continues falling in order with Laos, Montenegro, India, Belgium, Georgia, South Korea, Netherlands, and Japan, with all others being less than 75% electrified. Overall, China takes first place, with around 100,000 km (62,000 mi) of electrified railway, followed by India with over 60,000 km (37,000 mi) of electrified railway, and continuing with Russia, with over 54,000 km (34,000 mi) of electrified railway. A number of countries have zero electrified railways, instead relying on diesel multiple units, locomotive hauled services and many alternate forms of transport. The European Union contains the longest amount of electrified railways (in length), with over 114,000 km (71,000 mi) of electrified railway, however only making up around 55% of the total railway length.

Several countries have announced plans to electrify all or most of their railway network, including Indian Railways and Israel Railways.

The Trans-Siberian Railway mainly in Russia is completely electrified, making it one of the longest stretches of electrified railways in the world.

## Sources

### English

- Gomez-Exposito A., Mauricio J.M., Maza-Ortega J.M. "VSC-based MVDC Railway Electrification System" IEEE transactions on power delivery, v. 29, no. 1, Feb. 2014 pp. 422–431. (suggests 24 kV DC)

- (Jane's) Urban Transit Systems

### Russian

- Винокуров В.А., Попов Д.А. "Электрические машины железно-дорожного транспорта" (Electrical machinery of railroad transportation), Москва, Транспорт, 1986. ISBN 5-88998-425-X, 520 pp.

- Дмитриев, В.А., "Народнохозяйственная эффективность электрификации железных дорог и применения тепловозной тяги" (National economic effectiveness of railway electrification and application of diesel traction), Москва, Транспорт 1976.

- Дробинский В.А., Егунов П.М. "Как устроен и работает тепловоз" (How the diesel locomotive works) 3rd ed. Moscow, Транспорт, 1980.

- Иванова В.Н. (ed.) "Конструкция и динамика тепловозов" (Construction and dynamics of the diesel locomotive). Москва, Транспорт, 1968 (textbook).

- Калинин, В.К. "Электровозы и электропоезда" (Electric locomotives and electric train sets) Москва, Транспорт, 1991 ISBN 978-5-277-01046-4

- Мирошниченко, Р.И., "Режимы работы электрифицированных участков" (Regimes of operation of electrified sections), Москва, Транспорт, 1982.

- Перцовский, Л. М.; "Энергетическая эффективность электрической тяги" (Energy efficiency of electric traction), Железнодорожный транспорт (magazine), #12, 1974 p. 39+

- Плакс, А.В. & Пупынин, В. Н., "Электрические железные дороги" (Electric Railways), Москва "Транспорт" 1993.

- Сидоров Н.И., Сидорожа Н.Н. "Как устроен и работает электровоз" (How the electric locomotive works) Москва, Транспорт, 1988 (5th ed.). 233 pp, ISBN 978-5-277-00191-2. 1980 (4th ed.).

- Хомич А.З. Тупицын О.И., Симсон А.Э. "Экономия топлива и теплотехническая модернизация тепловозов" (Fuel economy and the thermodynamic modernization of diesel locomotives). Москва: Транспорт, 1975. 264 pp.


1994 in Greece

# 1994 in Greece

## Abstract

Events in the year 1994 in Greece.

## Births

- 29 January – Marianthi Zafeiriou, rhythmic gymnast

- 29 December – Varvara Filiou, rhythmic gymnast


2024 Pittsburgh Steelers season

# 2024 Pittsburgh Steelers season

## Abstract

The 2024 season is the Pittsburgh Steelers ' 92nd season in the National Football League (NFL), their third under general manager Omar Khan and their 18th under head coach Mike Tomlin. They will attempt to improve on their 10–7 record from last year, make the playoffs for the 2nd consecutive season, and end their 3-year AFC North title drought.

## Regular season

### Schedule

Notes

- Intra-division opponents are in bold text.

- Networks and times from Weeks 5–17 are subject to change as a result of flexible scheduling.

- The date, time and network for Week 18 will be finalized at the end of Week 17.

- All games are broadcast on a local station per NFL regulations.

### Game summaries

#### Week 1: at Atlanta Falcons

at Mercedes-Benz Stadium, Atlanta, Georgia

- Date: September 8

- Game time: 1:00 p.m. EDT

- Game weather: None (retractable roof closed)

- Game attendance: 72,291

- Referee: Brad Rogers

- TV announcers (Fox): Joe Davis, Greg Olsen and Pam Oliver

- Recap, Game Book

#### Week 2: at Denver Broncos

at Empower Field at Mile High, Denver, Colorado

- Date: September 15

- Game time: 4:25 p.m. EDT/2:25 p.m. MDT

- Game weather: Partly cloudy, 88 °F (31 °C)

- Game attendance: 74,215

- Referee: Clete Blakeman

- TV announcers (CBS): Spero Dedes, Adam Archuleta and Aditi Kinkhabwala

- Recap, Game Book

#### Week 3: vs. Los Angeles Chargers

at Acrisure Stadium, Pittsburgh, Pennsylvania

- Date: September 22

- Game time: 1:00 p.m. EDT

- TV announcers (CBS): Jim Nantz, Tony Romo, and Tracy Wolfson

- Preview

### Standings


1995 in Greece

# 1995 in Greece

## Abstract

Events in the year 1995 in Greece.

## Events

- 8 March The 1995 presidential election is held. The Hellenic Parliament elects Konstantinos Stephanopoulos as the new President of the Hellenic Republic.

- The 1995 presidential election is held. The Hellenic Parliament elects Konstantinos Stephanopoulos as the new President of the Hellenic Republic.

- March 10 – Konstantinos Stephanopoulos was sworn in as President in the Hellenic Parliament and succeeding Konstantinos Karamanlis.

- 13 May – The 6.6 M Kozani-Grevena earthquake shook the area with a maximum Mercalli intensity of VIII (Severe), injuring 25 and causing $450 million in damage.

- 15 June – The 6.5 M Aigio earthquake shook the area with a maximum Mercalli intensity of VII (Very strong), killing 26, injuring 290 and causing $660 million in damage.

## Births

- 25 July – Maria Sakkari, tennis player

- 15 November – Eleni Doika, rhythmic gymnast

- 15 December – Alexia Kyriazi, rhythmic gymnast

## Deaths

- 14 October – Helen Vlachos, journalist (born 1911)


The Simpsons season 35

# The Simpsons season 35

## Abstract

The thirty-fifth season of the American animated television series The Simpsons aired on Fox from October 1, 2023 to May 19, 2024. This was the first of two seasons ordered by Fox. It was produced by Gracie Films and 20th Television Animation. The primary showrunner for the season was Matt Selman.

Work from episodes this season was nominated for two Emmy Awards, two Writers Guild of America Awards, and one Humanitas Prize.

## Voice cast and characters

### Main cast

- Dan Castellaneta as Homer Simpson, Hans Moleman, Gil Gunderson, Barney Gumble, Mayor Quimby, Squeaky-Voiced Teen, Arnie Pye, Sideshow Mel, Krusty the Clown, Yes Guy, Grampa Simpson, Santa's Little Helper, Snowball II, Groundskeeper Willie and various others

- Julie Kavner as Marge Simpson, Jacqueline Bouvier, Patty Bouvier and Selma Bouvier

- Nancy Cartwright as Bart Simpson, Maggie Simpson, Nelson Muntz, Ralph Wiggum, Database, Kearney Zzyzwicz, Todd Flanders and various others

- Yeardley Smith as Lisa Simpson

- Hank Azaria as Chief Wiggum, Superintendent Chalmers, Captain McCallister, Disco Stu, Kirk Van Houten, Moe Szyslak, Snake, Jebediah Springfield, Professor Frink, Raphael, Comic Book Guy, Cletus Spuckler, Coach Krupt, Luigi Risotto, Veterinarian, Old Jewish Man, Gabbo, Duffman and various others

- Harry Shearer as Principal Skinner, Otto Mann, Lenny Leonard, Mr. Burns, Kent Brockman, Ned Flanders, Rainier Wolfcastle, Waylon Smithers, Reverend Lovejoy, Herman Hermann, Dewey Largo and various others

### Supporting cast

- Pamela Hayden as Milhouse Van Houten, Jimbo Jones, Rod Flanders and various others

- Tress MacNeille as Mrs. Muntz, Mrs. Vanderbilt, Agnes Skinner, Shauna Chalmers, Dolph Shapiro, Brandine Spuckler, Brunella Pommelhorst, Lunchlady Dora, Crazy Cat Lady, Mrs. Glick and various others

- Kevin Michael Richardson as Dr. Hibbert and various others

- Kimberly Brooks as Janey Powell, Lewis Clark and various others

- Grey DeLisle as Martin Prince, Sherri and Terri and various others

- Alex Désert as Carl Carlson, Officer Lou and various others

- Chris Edgerly as additional characters

- Dawnn Lewis as Bernice Hibbert

- Jonathan Lipow as Prehistoric Animals (in "Clan of the Cave Mom")

- Tony Rodríguez as Julio

- Maggie Roswell as Luann Van Houten, Helen Lovejoy, Elizabeth Hoover and various others

- Jenny Yokobori as Kumiko Albertson, Truth-Anne and various others

## Episodes

## Production

This season and the following season were ordered in January 2023. Seven episodes were holdovers from the previous season. Executive producer Matt Selman continued his role as primary showrunner, a role he had since the thirty-third season. Executive producer Al Jean was also showrunner for several episodes this season. Commenting on how the series stays relevant in its thirty-fifth season, Selman stated that the writers approach the show as if the series was new and not think about the show's past. Writer Cesar Mazariegos stated that the writers want to take the show in "zanier directions" that were previously reserved for Treehouse of Horror episodes.

Production of the season was halted in May 2023 by the 2023 Writers Guild of America strike. In June 2023, Selman and Jean organized a Simpsons themed picket outside the Fox Studios lot. Picketers joining them included creator Matt Groening and former writers David X. Cohen, Conan O'Brien, and Greg Daniels. Once a contract agreement was reached, production resumed in October 2023. As a result of the strike, only eighteen episodes aired this season instead of the normal twenty-two episodes.

### Promotion

To promote the thirty-fifth season, Fox released an extended trailer on September 11, 2023.

## Release

Due to the longer production lead time of animated shows, episodes produced before the strike were available to air as scheduled in October 2023 in the Sunday 8 PM timeslot. Leading out of NFL on Fox coverage, the season premiered on October 1, 2023 with an episode airing simultaneously in all time zones at 8 PM ET/5 PM PT. Several episodes this season also premiered simultaneously in the 8:30 PM ET/5:30 PM PT timeslot on Sundays leading out of NFL on Fox coverage and special episodes of the television series Krapopolis.

## Reception

### Viewing figures

For the 2023-2024 television season, the season earned a 0.58 rating in the 18-49 demographic, which was the 35th best performing show. It averaged 1.99 million viewers, which was the 106th best performing show.

### Critical response

John Schwarz of Bubbleblabber gave the season an 8 out of 10. He thought the earlier episodes of the season were of poor quality but thought the later episodes were better. He highlighted the Mario Kart parody in " Lisa Gets an F1 " and the mention of strikes in " Night of the Living Wage ".

### Awards and nominations

At the 76th Primetime Creative Arts Emmy Awards, the episode " Night of the Living Wage " was nominated for Outstanding Animated Program. Hank Azaria was nominated for Outstanding Character Voice-Over Performance for his performance as Moe Szyslak in " Cremains of the Day ".

At the 76th Writers Guild of America Awards, writers Carolyn Omine and Rob LaZebnik were nominated for the Writers Guild of America Award for Television: Animation for episodes written this season.

Writer Cesar Mazariegos was nominated for a Humanitas Prize in Comedy Teleplay for his script for " Night of the Living Wage ".


Podunk

# Podunk

## Abstract

The terms podunk and Podunk Hollow in American English denote or describe an insignificant, out-of-the-way, or even completely fictitious town. These terms are often used in the upper case as a placeholder name, to indicate "insignificance" and "lack of importance".

## Etymology

The word podunk is of Algonquian origin. It denoted both the Podunk people and marshy locations, particularly the people's winter village site on the border of present-day East Hartford and South Windsor, Connecticut. Podunk was first defined in an American national dictionary in 1934, as an imaginary small town considered typical of placid dullness and lack of contact with the progress of the world.

The earliest citation in the Dictionary of American Regional English is from Samuel Griswold Goodrich 's 1840 book The Politician of Podunk:

Solomon Waxtend was a shoemaker of Podunk, a small village of New York some forty years ago.

The book portrays Waxtend as being drawn by his interest in public affairs into becoming a representative in the General Assembly, finding himself unsuited to the role, and returning to his trade. It is unclear whether the author intended to evoke more than the place near Ulysses, New York by the name "Podunk". Possibly the term was meant to exemplify "plain, honest people", as opposed to more sophisticated people with questionable values. An 1875 description said:

Sometimes the newest State, or the youngest county or town of a State is nicknamed "Old Podunk," or whatever it may be, by its affectionate inhabitants, as though their home was an ancient figure in national history.

In American discourse, the term podunk came into general colloquial use through the wide national readership of the "Letters from Podunk" of 1846, in the Daily National Pilot of Buffalo, New York. These represented "Podunk" as a real place but one insignificant and out of the way. The term gained currency as standing for a fictional place. For instance, in 1869, Mark Twain wrote the article "Mr. Beecher and the Clergy," defending his friend Thomas K. Beecher, whose preaching had come under criticism. In it, he said:

They even know it in Podunk, wherever that may be. It excited a two-line paragraph there.

At the time, he was living in Buffalo, moving to Hartford, Connecticut in 1871, in a home within 4 miles (6.4 km) of the Podunk River. Elmira, where Twain had lived earlier, is within 30 miles (48 km) of Podunk, New York, so it is not clear to which village Twain was referring.

## Places named Podunk

The United States Board on Geographic Names lists places named "Podunk":

- Podunk, Connecticut, an area of the town of Guilford in New Haven County

- Podunk, New York, a hamlet in the town of Ulysses in Tompkins County

- Podunk, Vermont, an area of the town of Wardsboro in Windham County

- Three places, over 100 miles (160 km) apart, in Michigan: Podunk, Michigan, a community on Podunk Lake in Barry County Podunk, Michigan, a crossroads in Gladwin County Podunk, Michigan, an alternative name for Rogers City, MI in Presque Isle County, Michigan

- Podunk, Michigan, a community on Podunk Lake in Barry County

- Podunk, Michigan, a crossroads in Gladwin County

- Podunk, Michigan, an alternative name for Rogers City, MI in Presque Isle County, Michigan

- Podunk, Michigan, the south eastern portion of the Village of Manchester, Michigan centered on the current village offices, formal before consolidation with the western portion "Manchester" changed in attempts to improve community image, the concurrent USPS designation of the Village of Manchester, Michigan zip code 48158. Washtenaw County, Michigan

Other areas known as Podunk include:

- An area of East Hartford, Connecticut in the Podunk River basin including Vinton's Pond

- An area, now a ghost town, eleven miles (18 km) south of Shattuck, Oklahoma in Ellis County

- An area in Dixie National Forest containing a guard station known as the Podunk Guard Station

- Within Worcester County, Massachusetts (and involving three New England towns, each adjacent to at least one of the other two): Podunk, an unincorporated area in East Brookfield, according to The Straight Dope The Podunk Pike, which runs from Sturbridge, north through East Brookfield, and into Spencer

- Podunk, an unincorporated area in East Brookfield, according to The Straight Dope

- The Podunk Pike, which runs from Sturbridge, north through East Brookfield, and into Spencer

- An area of northwestern Rhode Island 3 miles (4.8 km) WNW of Pascoag

- There is a “Potunk” Lane in Westhampton Beach, New York, of the same Algonquin origin.

- An alternative spelling; "Podonque" is found as a name on a road leading into a settlement area (intersection of County roads 23 and 243) which is still sparsely populated, believed to having been established in the 1800s as: Podonque, Town of Rushford, New York, Allegany County, NY

- An area near the Erie Canal lift bridge in Holley, New York

- A lake in Franklin County, Maine.

- Podunk, Wisconsin, a now defunct town containing a sizable Bradner, Charnley & Co. logging camp, in Door County, Wisconsin


Ivan Josović

# Ivan Josović

## Abstract

Ivan Josović (Serbian Cyrillic: Иван Јосовић; born 27 December 1989) is a Serbian footballer who plays as a defender for Uzbek side Metallurg Bekabad.


Ivan Jovanović (footballer, born 1990)

# Ivan Jovanović (footballer, born 1990)

## Abstract

Ivan Jovanović (Serbian Cyrillic: Иван Јовановић; born 28 February 1990) is a Serbian football midfielder who plays for Dolina Padina.


Robb Cobb

# Robb Cobb

## Abstract

Robb Cobb (born 8 April 1999) is a New Zealand rugby union player who plays for the Northland in the Bunnings NPC. He also plays for the Houston SaberCats in Major League Rugby (MLR). His position is prop.

He was part of the Chiefs wider squad in 2020.