text:
1Jurisdiction and designation
2Highway design and standards
3Main route
3.1British Columbia
3.2Alberta, Saskatchewan and Manitoba
3.3Ontario
3.4Quebec
3.5New Brunswick
3.6Nova Scotia
3.7Newfoundland and Labrador
3.8"Mile zero"
4Other routes
4.1Highway 16 (Yellowhead Highway)
4.2Northern Ontario & Quebec routes
4.3Southern Ontario route
4.4Prince Edward Island Route
4.5Bypasses
5.1Predecessor routes
5.2Opening
5.3Since completion (1960–2000)
5.4Recent improvements (2000–present)
6Future
Trans-Canada Highway
Transcontinental highway system in Canada
"Trans-Canada" redirects here. For the Boards of Canada record, see Trans Canada Highway (EP). For the airline, see Trans-Canada Air Lines. For other uses, see TransCanada (disambiguation).
Route Transcanadienne
7,476 km[1] (4,645 mi)
Main route
Existed
July 30, 1962[2]–present
Major junctions
Victoria and Haida Gwaii, British Columbia
St. John's, Newfoundland and Labrador
Victoria, Vancouver, Abbotsford, Calgary, Edmonton, Regina, Saskatoon, Winnipeg, Thunder Bay, Greater Sudbury, Peterborough, Ottawa, Montreal, Quebec City, Charlottetown, Fredericton, Moncton, St. John's
Highway system
National Highway System
The Trans-Canada Highway (French: Route Transcanadienne; abbreviated as the TCH or T-Can)[3] is a transcontinental federal–provincial highway system that travels through all ten provinces of Canada, from the Pacific Ocean on the west coast to the Atlantic Ocean on the east coast. The main route spans 7,476 km (4,645 mi) across the country, one of the longest routes of its type in the world.[4] The highway system is recognizable by its distinctive white-on-green maple leaf route markers, although there are small variations in the markers in some provinces.
While by definition the Trans-Canada Highway is a highway system that has several parallel routes throughout most of the country, the term "Trans-Canada Highway" often refers to the main route that consists of Highway 1 (British Columbia, Alberta, Saskatchewan, and Manitoba), Highways 17 and 417 (Ontario), Autoroutes 40, 20 and 85 (Quebec), Highway 2 (New Brunswick), Highways 104 and 105 (Nova Scotia) and Highway 1 (Newfoundland). This main route starts in Victoria and ends in St. John's, passes through nine of the ten provinces and connects most of the country's major cities, including Vancouver, Calgary, Winnipeg, Ottawa, Montreal, Quebec City and Fredericton. One of the main route's eight other parallel routes connects to the tenth province, Prince Edward Island.
While the other parallel routes in the system are also technically part of the Trans-Canada Highway, they are usually considered either secondary routes or different highways all together. For example, Highway 16 throughout Western Canada is part of the Trans-Canada Highway system, but is almost exclusively referred to as the Yellowhead Highway and is often recognized as its own highway under that name. In comparison, Highway 1 in Western Canada is always referred to as the Trans-Canada Highway, and has a significantly higher traffic volume with a route passing through more major cities than the less important Highway 16 (Yellowhead) TCH route. Therefore Highway 1 is usually considered to be part of the main Trans-Canada Highway route, while Highway 16 is not, although it may be considered a second mainline corridor as it serves a more northerly belt of major cities.
Although the TCH network is strictly a transcontinental system, and does not enter any of Canada's three northern territories or run to the United States' border, it does form part of Canada's overall National Highway System (NHS), which does provide connections to the Northwest Territories, Yukon and the border, although the NHS (apart from the TCH sections) is unsigned.[5]
Jurisdiction and designation[edit]
Examples of marker variations between provinces: British Columbia, Quebec, and Newfoundland and Labrador
Canada's National Highway System is not under federal jurisdiction or coordination, as highway construction and maintenance are entirely under the jurisdiction of the individual provinces, who also handle route numbering on the Trans-Canada Highway. The Western provinces have voluntarily coordinated their highway numbers so that the main Trans-Canada route is designated Highway 1 and the Yellowhead route is designated Highway 16 throughout. Prince Edward Island and Newfoundland and Labrador also designate Highway 1 as their section of the TCH, while New Brunswick utilizes Highway 2 (a separate important highway—albeit non-TCH—is Highway 1 in that province). East of Manitoba, the highway numbers change at each provincial boundary, or within a province (especially in Ontario and Quebec) as the TCH piggybacks along separate provincial highways (which often continue as non-TCH routes outside the designated sections) en route. In addition, Ontario and Quebec use standard provincial highway shields to number the highway within their boundaries, but post numberless Trans-Canada Highway shields alongside them to identify it. As the Trans-Canada route was composed of sections from pre-existing provincial highways, it is unlikely that the Trans-Canada Highway will ever have a uniform designation across the whole country.
Highway design and standards[edit]
Unlike the Interstate Highway System in the United States, the Trans-Canada Highway system has no national construction standard, and was originally built mostly as a two-lane highway with few multi-lane freeway or expressway sections, similar to the older United States Numbered Highway System. As a result, highway construction standards vary considerably among provinces and cities. In much of British Columbia, Ontario, and throughout Prince Edward Island and Newfoundland and Labrador, the Trans-Canada Highway system is still in its original two-lane state. On the other hand, New Brunswick is the only province to have its whole length of the main Trans-Canada Highway route upgraded to a four-lane freeway standard. In Quebec, most sections of the TCH network overlap with the province's Autoroute freeway system, resulting in the Trans-Canada Highway following freeways throughout most of Quebec as well. Alberta and Saskatchewan also have upgraded large portions of their Trans-Canada Highway network, with their entire length of Highway 1 and even most of Highway 16 upgraded to a four-lane divided highway, albeit with at-grade intersections in most areas. British Columbia is actively working on converting its section of Highway 1 east of Kamloops to a four-lane, non-freeway route. Currently, over half of the mainline Trans-Canada Highway is still in its original two-lane state, with no bypasses, interchanges and few passing opportunities. Only about 15 per cent of the mainline route is upgraded to freeway standards similar to those of the Interstate Highway system.
Like former U.S. Route 66, the many non-expressway sections of the Trans-Canada Highway often form the Main streets of communities, with a wide variety of small businesses and traveller services having signage and buildings directly adjacent to the Trans-Canada Highway, and in some cases even driveways directly off the highway. These tourist- and traveller-oriented business districts tend to generate significant revenue and employment for their respective communities, especially in the summer. However, the heavy commercial development on many sections of the highway can also cause traffic problems, due to the lower speed limits, signal lights and crosswalks required to service them.
Freeway portions are rare compared to the length of the Trans-Canada Highway network. They exist over significant distances in British Columbia's Lower Mainland, between Calgary and Banff, in Ontario and in Quebec where the network overlaps portions of those provinces' 400-series highways and Autoroutes, across all of New Brunswick, and in the western part of Nova Scotia. Outside of these freeway areas, the highway ranges from being a high-speed four-lane rural expressway to a narrow, winding, substandard two-lane route, subject to dangerous driving conditions and frequent closures. In many cities, the main highway routes are forced onto busy arterial streets with many traffic lights. Examples of this are where the route passes through Victoria, Nanaimo, Kamloops, and Salmon Arm, Calgary and Winnipeg. A TCH-designated expressway bypass exists around Winnipeg, although Highway 1 proper still passes through the city on surface streets. In Calgary, the Stoney Trail provides a freeway bypass around its heavily congested urban arterial section of Trans-Canada Highway, although Stoney Trail itself is not considered part of the TCH system.
The Trans-Canada Highway is not always the preferred route between two cities, or even across the country. For example, the vast majority of traffic travelling between Hope, British Columbia, and Kamloops takes the Coquihalla Highway via Merritt, a freeway, rather than the semi-parallel, but longer, Trans-Canada Highway route via Cache Creek, which remains a windy two-lane road. Another example is that much long-distance traffic between Western and Eastern Canada will drive south into the United States and use the Interstate Highway System, rather than the long, windy, two-lane Trans-Canada Highway through Northern Ontario, which is slow and subject to frequent closures.
Main route[edit]
British Columbia[edit]
Main article: British Columbia Highway 1
Highway 1 westbound near Vancouver
The Trans-Canada Highway passing through Glacier National Park in British Columbia
Highway 1 with wildlife overpass, eastbound through Banff National Park in Alberta
The main Trans-Canada Highway is uniformly designated as Highway 1 across the four western provinces. The British Columbia section of Highway 1 is 1,045 km (649 mi) long, beginning in Victoria at the intersection of Douglas Street and Dallas Road (where the "Mile 0" plaque stands), and ending on the Alberta border at Kicking Horse Pass. The highway starts by passing northward along the east coast of Vancouver Island for 99 km (62 mi) to Nanaimo along a mostly four-lane, heavily-signalized highway. After passing through downtown Nanaimo on a small arterial road it enters the Departure Bay Terminal and crosses the Strait of Georgia to Horseshoe Bay via BC Ferries. From there, it travels through Metro Vancouver on a four- to eight-lane freeway before leaving the city and continuing as a four-lane freeway eastward up the Fraser Valley to Hope. There the Trans-Canada Highway exits the freeway and turns north for 186 km (116 mi) through Fraser Canyon and Thompson Canyon toward Cache Creek, mostly as a two-lane rural highway with only occasional traffic lights. Highway 5 provides a more direct freeway route between Hope and Kamloops, leaving the Fraser Canyon route (the official TCH route) as more of a scenic option or for local traffic. Approaching Kamloops, Highway 1 re-enters a short freeway alignment (briefly concurrent with Highways 5 and 97), before passing through Kamloops itself as a four-lane signalized highway. From Kamloops, the highway continues east as a mostly two-lane rural highway through the Interior of British Columbia, with occasional passing lanes. It widens to a signalized four-lane arterial road for short stretches in Salmon Arm, Revelstoke and Golden, but has no signal lights on it for most of its length. The highway crosses two high passes along its route: Rogers Pass in Glacier National Park, and Kicking Horse Pass in Yoho National Park. At Kicking Horse Pass, the highest point on the whole Trans-Canada Highway system is reached, at 1,627 m (5,338 ft).
Highway 1 in British Columbia has four freeway segments. These are in Victoria, through the Lower Mainland, and west and east of Kamloops (the second and third of those sections are connected by the Coquihalla Highway, which is a freeway route that is the preferred route for through traffic). The rest of the highway is either a heavily-signalized four-lane route or a winding two-lane route with passing lanes and occasional four-lane sections. The freeway section of Highway 1 through Vancouver is notorious for its traffic, and is one of the most congested roads in Canada. The Highway 1 approach from North Vancouver to the Ironworkers Crossing is known to regularly form traffic jams that are an hour long during rush hour. Further east, another section of Highway 1 freeway between Langley and Abbotsford is locally known for being congested all day long. Both of these bottlenecks are caused by a lack of effective alternative routes, since Highway 1 is the only major east–west route through the city and the outdated four-lane freeway is used beyond its design capacity. Smaller traffic delays are known to exist on the highway during rush hour in Kamloops and Victoria, and during long weekends at the Revelstoke and Kicking Horse Canyon bottlenecks. In addition to the traffic problems, Highway 1 over Rogers Pass is considered Canada's most dangerous road[by whom?] due to frequent accidents, substandard highway construction, avalanche closures and terrible winter driving conditions.
Traffic moving eastbound or westbound between Vancouver Island and the Interior of the province can bypass the Departure Bay–Horseshoe Bay Ferry and the busiest sections of Highway 1 in Metro Vancouver using British Columbia Highway 17 (South Fraser Perimeter Road on the Mainland). This route runs from Victoria to Delta and Surrey by way of the Tsawwassen Ferry Terminal, and provides a shortcut that avoids the entire circuitous Vancouver Island route of the Trans-Canada Highway, with its numerous traffic lights and bottlenecks.
Speed limits on the Mainland segment of the Trans-Canada Highway in British Columbia range from 90–100 km/h (56–62 mph), although in town it can be as low as 50 km/h (31 mph). A combination of difficult terrain and growing urbanization limits posted speeds on the Vancouver Island section to 50 km/h (31 mph) in urban areas, 80 km/h (50 mph) over the Malahat and through suburban areas, and a maximum of 90 km/h (56 mph) in rural areas.
The Government of British Columbia is attempting to fix the bottleneck at the Ironworkers approach, and widening the highway to six lanes in Abbotsford, to reduce traffic delays. It also is planning on upgrading the entire length of the highway between Kamloops and Alberta to four lanes by 2050 to improve safety and traffic operation. The later plan has several upgrade projects under way, amounting to 20 km (12 mi) of new four-lane highway under construction. Particularly important is current work to upgrade the remaining 5 km (3.1 mi) of winding two-lane highway in the Kicking Horse Canyon outside Yoho National Park, which had long been a traffic bottleneck and prone to frequent closure (travel speeds on this section of TCH are often as low as 30 km/h). The construction of no fewer than five bridges and extensive blasting is underway to upgrade the Trans-Canada to a 100 km/h four-lane highway though the area, with completion scheduled for 2023. To avoid delay to traffic, the construction is largely done at night or during the shoulder season, with a 90-minute-long detour route in effect during those times. A complete closure of the road went into effect from April 19 to May 20, 2022, with additional partial closures from May 24 until fall.[6][7]
Alberta, Saskatchewan and Manitoba[edit]
Highway 1 eastbound in Manitoba near Carberry
Main articles: Alberta Highway 1, Saskatchewan Highway 1, and Manitoba Highway 1
The Trans-Canada Highway through the three prairie provinces is 1,667 km (1,036 mi) long. It starts at the border with British Columbia at Kicking Horse Pass, and runs all the way to the Ontario border at Whiteshell. The highway continues through Alberta, running east for 206 km (128 mi) as Alberta Highway 1 to Lake Louise, Banff, Canmore and Calgary. This section of the highway passes through Banff National Park, and has significant tourism. The section of Highway 1 through Banff National Park was also one of the first highways in North America to have wildlife crossing structures and fencing installed on it. After leaving the mountains it enters Calgary, where it becomes known as 16 Avenue N, a busy six-lane street with many signalized intersections.[8] The northwest and northeast segments of Stoney Trail (Highway 201) were completed in 2009, serving as an east–west limited-access highway (freeway) that bypasses the Calgary segment of Highway 1 (although Stoney Trail itself is not part of the Trans-Canada Highway network). For the next 293 km (182 mi) after Calgary, the Trans-Canada Highway continues as a four-lane expressway, with few stops along its route. Medicine Hat is served by a series of six interchanges, after which the Trans-Canada crosses into Saskatchewan on the way to Moose Jaw.[8] The highway mainly travels straight as a four-lane route for most of these sections. The expressway continues 79 km (49 mi) east to the city of Regina, and skirts around the city on the Regina Bypass, the most expensive infrastructure project in Saskatchewan to date. Beyond Regina, it continues east for 486 km (302 mi), across the border with Manitoba, to the cities of Brandon and Portage la Prairie, and finally 84 km (52 mi) east to Winnipeg.[9] The southern portion of Winnipeg's Perimeter Highway (Highway 100) is part of the Trans-Canada Highway system, and bypasses the city with a mix of traffic lights and interchanges, while Highway 1 continues through central Winnipeg as a signalized arterial road.[9]
With the exception of a 15 km-long stretch of two-lane highway just west of the Ontario border, the entire length of Highway 1 through the Prairie Provinces is a four-lane highway. While the only true freeway sections of the route are along the Regina Bypass, in Medicine Hat and between Calgary and Banff, the whole highway is largely stoplight-free, with "split" at-grade intersections forming the vast majority of the junctions. Because the highway has bypasses around all of the major cities traffic congestion is virtually non-existent anywhere on Highway 1 through the Prairies. These sections of divided highway are also generally reliable and safe to travel on, unlike sections of Highway 1 in British Columbia and Ontario.
The speed limit is restricted to 90 km/h (56 mph) through national parks in Canada, including Banff National Park. East of Banff, traffic on most of Highway 1 through Alberta, Saskatchewan, and Manitoba[10] is limited to 110 km/h (68 mph), but is 100 km/h (62 mph) east of Winnipeg.
Alberta Transportation has plans to upgrade its whole length of Highway 1 to a four-to-eight-lane freeway by replacing all at-grade intersections with overpasses. However, it has not set a timeline for this project. There has also been talk of re-aligning over 100 km (60 mi) of Highway 1 from its existing route to an upgraded Highway 22X when the west sections of Calgary Ring Road are complete, resulting in a designated Trans-Canada Highway bypass route south of the city, but no official announcements have been made.
Ontario[edit]
Main articles: Ontario Highway 17 and Ontario Highway 417
Highway 17 in Mattawa, Ontario
The statue of Terry Fox, which marks the spot where Fox stopped his run near Thunder Bay, Ontario
Highway 17 near Echo Bay, Ontario
Trans-Canada Highway through Ottawa on Ontario Highway 417
East of Winnipeg, the highway continues for over 200 km (120 mi) to Kenora, Ontario. At the provincial border, the expressway downgrades to an arterial highway and the numeric designation of the highway changes from 1 to 17. It is signed with a provincial shield along with a numberless Trans-Canada Highway sign, and continues as an arterial highway along the main route across Northern and Eastern Ontario, until widening out to a freeway at Arnprior, near Ottawa.[11] In Kenora, the Trans-Canada designation includes both the main route through the city's urban core, and the 33.6 km (20.9 mi) Highway 17A bypass route to the north. The existing branch from Kenora continues east for 136 km (85 mi) to Dryden.[11]This section of highway passes through the Canadian Shield, a rugged forested area with thousands of lakes. There are many cottage communities along this section of the Trans-Canada Highway, some of which have their driveways directly onto the highway.
Highway 11/Highway 17 proceeds southeast for 65 km (40 mi) to Thunder Bay, then northeast for 115 km (71 mi) to Nipigon.[11] An 83-kilometre (52 mi) segment of the Trans-Canada Highway between Thunder Bay and Nipigon is commemorated as the Terry Fox Courage Highway.[11] Fox was forced to abandon his cross-country Marathon of Hope run here, and a bronze statue of him was later erected in his honour. The highway is the only road that connects eastern and western Canada. On January 10, 2016, the Nipigon River Bridge suffered a mechanical failure, closing the Trans-Canada Highway for 17 hours; the only alternative was to go through the United States, around the south side of Lake Superior.[12]
Highway 17 proceeds east from Nipigon for 581 km (361 mi) along the northern and eastern coast of Lake Superior. Between Wawa and Sault Ste. Marie, the highway crosses the Montreal River Hill, which sometimes becomes a bottleneck on the system in the winter when inclement weather can make the steep grade virtually impassable.[13] At Sault Ste. Marie, the main route turns eastward for 291 km (181 mi) to Sudbury.
The mainline route then continues east from Sudbury for 151 km (94 mi) to North Bay. The northern route rejoins the mainline here, which continues 339 km (211 mi) to Arnprior where it widens to a freeway and becomes Highway 417. The freeway continues to Ottawa passing through the city on Highway 417, which is between six and eight lanes wide at this point. In Southern Ontario, the speed limit is generally 80 km/h (50 mph) on the Trans-Canada, while in Northern Ontario it is 90 km/h (56 mph). Sections routed along Highway 417 outside urban Ottawa feature a higher limit of 110 km/h (68 mph).[14]
While Highway 17 and 417 are largely free from traffic congestion except from minor rush hour delays on Ottawa's stretch of Highway 417, the non-freeway sections are subject to frequent closures due to accidents, especially in winter. It is considered a dangerous route due to its extensive outdated sections of winding two-lane highway. Because this section of the highway passes through a largely undeveloped and forested area, collisions with animals are a common cause of accidents.
Ontario plans to eventually extend the 417 freeway to Sudbury, which will upgrade the section of the mainline TCH between Ottawa and Sudbury to four-lane freeway standards. However, there is no funding secured for such a project, as Ontario is currently focusing on extending Highway 400 to Sudbury along the Highway 69 corridor (which is part of the Georgian Bay TCH route).
It is notable that the Trans-Canada largely bypasses Canada's most heavily populated region, the Golden Horseshoe area of Southern Ontario, which includes Canada's largest city; Toronto. However, a short section of the Central Ontario branch does pass through the rural northeastern edge of Durham Region at both Sunderland and Beaverton, which is officially part of the Greater Toronto Area. Access to Toronto itself from the mainline from Northern Ontario is via the non-TCH southern section of Highway 400, while access from Toronto to Quebec and points east is via Highway 401 (North America's busiest highway and a major national highway in itself),[15] a short non-TCH section of Autoroute 20, and A-30, where the Trans-Canada is joined at A-40 just west of Montreal.
Quebec[edit]
Main articles: Quebec Autoroute 40, Quebec Autoroute 20, and Quebec Autoroute 85
Quebec Autoroute 20 eastbound
From Ottawa, the Trans-Canada Highway continues as a freeway and proceeds 206 km (128 mi) east to Montreal, as Highway 417 in Ontario (and the Queensway in Ottawa) and Autoroute 40 in Quebec.[14] The Trans-Canada assumes the name Autoroute Métropolitaine (also known as "The Met" or "Metropolitan Boulevard") as it traverses Montreal as an elevated freeway. At the Laurentian interchange, in Montreal, the Abitibi route (Highway 66, Route 117, A-15) rejoins the main TCH line. The TCH then follows Autoroute 25 southbound, crossing the St. Lawrence River through the 6-lane Louis-Hippolyte Lafontaine Bridge–Tunnel, and proceeds northeast on Autoroute 20 for 257 km (160 mi) to Lévis (across from Quebec City).
East of Lévis, the Trans-Canada Highway continues on Autoroute 20 following the south bank of the St. Lawrence River to a junction just south of Rivière-du-Loup, 173 km (107 mi) northeast of Lévis. At that junction, the highway turns southeast and changes designation to Autoroute 85 for 13 km (8 mi), and then downgrades from a freeway to Route 185, a non-Autoroute (not limited-access) standard highway until Saint-Louis-du-Ha! Ha! where Autoroute 85 resumes once again. The portion from Autoroute 20 to Edmundston, New Brunswick is approximately 120 km (75 mi) long.[14]
Since the Trans-Canada Highway for the most part follows Quebec's Autoroute System, which is always composed of a minimum four-lane freeway, travel through Quebec is generally, safe, fast and congestion free. The exception is the route through Montreal, which can be prone to traffic congestion. However, drivers can bypass the city on the tolled Autoroute 30, which is not part of the Trans-Canada.
The maximum speed limit on the Quebec Autoroute System (including the TCH) is a strictly enforced 100 km/h (62 mph). However, the speed limit may be lower in select spots, such as through tunnels or major interchanges.
Quebec is currently working on upgrading the last remaining 36 km-long two-lane section of Trans-Canada Highway along 185 to an Autoroute, with 9 km (5.6 mi) of new freeway opened in 2021, and another 20 km (12.4 mi) of freeway currently under construction. Once this project is complete, the two sections of Autoroute 85 will be joined, and all of Quebec's Mainline Trans-Canada Highway route will be minimum four-lane freeway standards. This will also result in the TCH becoming a continuous freeway from Arnprior, Ontario, to Sutherland's River, Nova Scotia.
New Brunswick[edit]
Main article: New Brunswick Route 2
The Trans-Canada Highway crosses into New Brunswick and becomes Route 2 just northwest of Edmundston. From Edmundston, the highway (again signed exclusively with the TCH shield) follows the Saint John River Valley, running south for 170 km (110 mi) to Woodstock (parallelling the Canada–US border) and then east for another 102 km (63 mi) to pass through Fredericton. 40 km (25 mi) east of Fredericton, the Saint John River turns south, whereby the highway crosses the river at Jemseg and continues heading east to Moncton another 135 km (84 mi) later. On November 1, 2007, New Brunswick completed a 20-year effort to convert its entire 516 km (321 mi) section of the Trans-Canada Highway into a four-lane limited-access divided highway. The highway has a speed limit of 110 km/h (68 mph)[14] on most of its sections in New Brunswick.
New Brunswick was the first province where the main route of the Trans-Canada Highway was made entirely into a four-lane limited-access divided highway.
From Moncton, the highway continues southeast for 54 km (34 mi) to a junction at Aulac close to the New Brunswick–Nova Scotia border (near Sackville). Here, Trans-Canada Highway again splits into two routes, with the main route continuing to the nearby border with Nova Scotia as Route 2, and a 70 km (43 mi) route designated as Route 16 which runs east to the Confederation Bridge at Cape Jourimain.[14]
Nova Scotia[edit]
Highway 104 in Nova Scotia near Westville
From the New Brunswick border, the main Trans-Canada Highway route continues east into Nova Scotia at Amherst, where it settles onto Nova Scotia Highway 104. Southeast of Amherst, near Thomson Station, the highway traverses the Cobequid Pass, a 45 km (28 mi) tolled section ending at Masstown, before passing by Truro, where it links with Highway 102 to Halifax, 117 km (73 mi) east of the New Brunswick border. Halifax, like Toronto, is a provincial capital that the Trans-Canada Highway does not pass through. Beyond Truro, the highway continues east for 57 km (35 mi) to New Glasgow where it meets Highway 106, before continuing to the Canso Causeway which crosses the Strait of Canso onto Cape Breton Island near Port Hawkesbury. From the Canso Causeway, the highway continues east, now designated as Highway 105 on Cape Breton Island, until reaching the Marine Atlantic ferry terminal at North Sydney.[14]
Newfoundland and Labrador[edit]
Route 1 in Newfoundland and Labrador near Corner Brook
From North Sydney, a 177 km (110 mi) ferry route, operated by the Crown corporation Marine Atlantic, continues the highway to Newfoundland, arriving at Channel-Port aux Basques, whereby the Trans-Canada Highway assumes the designation of Highway 1 and runs northeast for 219 km (136 mi) through Corner Brook, east for another 352 km (219 mi) through Gander and finally ends at St. John's, another 334 km (208 mi) southeast, for a total of 905 km (562 mi) crossing the island.[14] The majority of the Trans-Canada Highway in Newfoundland is undivided, though sections in Corner Brook, Grand Falls-Windsor, Glovertown and a 75 km (47 mi) section from Whitbourne to St. John's are divided.[14]
"Mile zero"[edit]
The Mile Zero monument at the end of the Trans-Canada Highway in Victoria, British Columbia
Mile One Centre in St. John's, Newfoundland and Labrador
Although there does not appear to be any nationally sanctioned "starting point" for the entire Trans-Canada Highway system, St. John's has adopted this designation for the section of highway running in the city. The foot of East White Hills Road in St. John's, near Logy Bay Road, would be a more precise starting point of the highway, where the road meets and transfers into the start of the Trans-Canada Highway. The terminus of the Trans-Canada Highway in Victoria, located at the foot of Douglas Street and Dallas Road at Beacon Hill Park, is also marked by a "mile zero" monument. St. John's downtown arena, Mary Brown's Centre, was originally branded under naming rights as "Mile One Centre" in reference to the geography of the region.[16][17]
The usage of miles instead of kilometres at both designations dates back to when the Trans-Canada Highway was completed in 1962, prior to metrication in Canada.
Other routes[edit]
Highway 16 (Yellowhead Highway)[edit]
Main article: Yellowhead Highway
The Yellowhead Highway is a 2,859 km (1,777 mi) highway in Western Canada, running from Masset, British Columbia, to where it intersects Highway 1 (Trans-Canada Highway) just west of Portage la Prairie, Manitoba. It is designated as Highway 16 in all four provinces that it passes through (British Columbia, Alberta, Saskatchewan and Manitoba). It follows a more northerly east–west route across Western Canada than the main TCH and passes through fewer cities, with Edmonton being the largest on the route. Other major municipalities on the route include Prince Rupert, Prince George, Lloydminster and Saskatoon. The Yellowhead Highway is most well known for passing through Jasper National Park in Alberta, where it crosses the Continental Divide through its namesake Yellowhead Pass. Since it carries significantly less traffic than its more southerly counterpart, the Yellowhead is almost exclusively a two-lane highway in British Columbia and Manitoba, and is only partially upgraded to four-lane expressway standards in Alberta and Saskatchewan. Until recently,[when?] the Yellowhead Highway had its own unique highway number signs, but they have now mostly been replaced with standard maple-leaf Trans-Canada Highway signs, with numberless Yellowhead shields posted adjacent to them.
Northern Ontario & Quebec routes[edit]
Main articles: Ontario Highway 71, Ontario Highway 11, Ontario Highway 66, Quebec Route 117, and Quebec Autoroute 15
The 1,547 km (961 mi) section of Highway 71 and Highway 11 between Kenora, Ontario and North Bay, Ontario is considered part of the Trans-Canada Highway. This highway first runs south of the Main TCH route between Kenora and Thunder Bay, passing through the town of Fort Frances on the U.S. border. Then, after running concurrently with the main Trans-Canada Highway route (Highway 17) it splits off to the north, running through a vast and sparsely-populated area of northern Ontario. This highway sees very little long-distance traffic compared to the main route, and is mainly used for local traffic, the area also being not well known as a tourist destination. A much shorter 60 km (37 mi) section of Highway 66 connects another northern Trans-Canada Highway route to Quebec's Highway 117, which itself continues the TCH route to Montreal after connecting with Autoroute 15. The main Highway 11 continues south until it intersects the main Trans-Canada Highway route (Highway 17) in North Bay. Except for the southernmost stretches south of Labelle these highways are two-lane undivided routes.
Southern Ontario route[edit]
Main articles: Ontario Highway 69, Ontario Highway 400, Ontario Highway 12, and Ontario Highway 7
The southern Ontario Trans-Canada Highway route is even more abstract than the northern ones, as it uses four different provincial highways, and is largely non-functional as a major long distance corridor due to its roundabout route and the complete avoidance of the Toronto area. It is a 671 km-long alternate route to Highway 17 (the mainline TCH) between Sudbury and Ottawa. It passes through several major communities, including Orillia and Peterborough. Because it passes closer to major population centres, this section of the TCH sees higher traffic volumes. It is made up of various sections of freeways, expressways and two-lane routes.
Prince Edward Island Route[edit]
Main articles: New Brunswick Route 16, Prince Edward Island Route 1, and Nova Scotia Highway 106
Another spur route of the Trans-Canada Highway splits off the mainline in eastern New Brunswick. This route connects to Prince Edward Island across the 13 km-long Confederation Bridge, crosses the central part of Prince Edward Island, including through the provincial capital of Charlottetown, before crossing back to the mainland on a ferry. This length of the route is 234 km, and consists of New Brunswick Highway 16, Prince Edward Island Highway 1 and Nova Scotia Highway 106. This leg of the Trans-Canada Highway sees moderately high traffic volumes and is an important tourist route. The Confederation Bridge is often viewed as an attraction in itself. Although the highway is mostly a two-lane route, portions of the route are built as two-lane expressways.
Bypasses[edit]
Main articles: Perimeter Highway (Winnipeg) and Ontario Highway 17A
Two short bypasses are also considered part of the Trans-Canada Highway system. These include the 42-kilometre-long (26 mi) Perimeter Highway 100 bypass around Winnipeg, which provides an expressway standard alternative to the crowded Highway 1 in the city centre; and the 34-kilometre-long (21 mi) two-lane Kenora Bypass (Highway 17A) which is a two-lane route that bypasses the entire town to the north.
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Predecessor routes[edit]
Early on, much of the route of the Trans-Canada Highway was first explored in order to construct the Canadian Pacific Railway in the late 19th century, a route which much of the mainline TCH route later ended up following.
The Trans-Canada Highway was not the first road across Canada. In British Columbia, the highway was predated by the Crowsnest Highway, the Big Bend Highway and the Cariboo Highway, all of which were constructed during the Great Depression era. Many of the earlier highways in British Columbia were largely gravel, and had many frequent inland ferry crossings at wide rivers and lakes. In Alberta. the section between Calgary and Banff was predated by the Morley Trail (now Highway 1A). which was drivable starting in the 1910s and paved in the 1930s. The first route over the Central Canadian Rockies to connect Calgary to British Columbia was the Banff–Windermere Parkway, which was opened in 1922 and is now numbered as Highway 93. Sections of road across the Prairies have also existed since the 1920s. A gravel road connection across northern Ontario (Highway 17) was constructed starting in 1931. While this section was largely open by the late 1930s, it was not fully completed until 1951 (in large part due to World War II interrupting construction). However, despite the gap, vehicles could still cross the county by getting ferried around the relatively short section of incomplete highway by either rail or water.
Opening[edit]
The system was approved by the Trans-Canada Highway Act of 1949,[18] with construction commencing in 1950.[19] The highway officially opened in 1962, with the completion of the Rogers Pass section of highway between Golden and Revelstoke. This section of highway bypassed the original Big Bend Highway, the last remaining section of gravel highway on the route. Upon its original completion, the Trans-Canada Highway was the longest uninterrupted highway in the world.[20] Construction on other legs continued until 1971 when the last gap on Highway 16 was completed in the Upper Fraser Valley east of Prince George, at which point the highway network was considered complete.
Since completion (1960–2000)[edit]
When the Trans-Canada Highway first opened, it was almost exclusively a two-lane route for its whole length across the country. While at the time it was considered a major improvement to the gravel roads and ferries it replaced, it was soon found insufficient to handle the growing traffic volumes. In response, several provinces began to construct realignments, freeway upgrades and twin sections of highway in order to improve traffic flow and safety.
In British Columbia's Lower Mainland, the Upper Levels Freeway alignment was opened in 1960 with the completion of the Second Narrows Crossing, which allowed the Trans-Canada Highway to bypass downtown Vancouver's streets and the narrow Lions Gate Bridge. The four-lane Upper Levels Freeway was relatively-crudely constructed, with narrow lanes, low overpasses and no proper merge ramps. It remains in this state in the present day. Between 1962 and 1964, Highway 1 was rerouted onto a new four-lane freeway bypass between Vancouver and Chilliwack. This section of highway was originally part of British Columbia's own "400" series of highways, until the designation was replaced by Highway 1. A freeway alignment on the Trans-Canada Highway between Chilliwack and Hope opened in 1986. The opening of the Cassiar Tunnel in 1990 bypassed the last sets of signal lights in Vancouver rendering the whole alignment of the Trans-Canada Highway through the Lower Mainland a freeway. All bypassed sections of the highway were absorbed into various urban and rural road networks. The older freeways in the Lower Mainland were largely built as a parkway design, with wide forested medians and low overpasses (a road configuration that was common across North America at the time). The opening of the Coquihalla Highway in 1986 left much of the Trans-Canada Highway through the Fraser Canyon functionally obsolete, with the freeway bypass shortening the drive between Hope and Kamloops by 90 minutes. However, the route was retained as part of the Trans-Canada Highway system, despite being considered nothing more than a scenic route in the present. The opening of the Coquihalla was also an economic disaster for many of the towns along the Fraser Canyon section of the Trans-Canada Highway, since most of the travel and tourism business along the route quickly dried up when most of the traffic took the new highway. The towns continue to be largely deprived of wealth, and some are close to being abandoned. On the other hand. Merritt, located midway up the new Coquihalla highway, ended up booming, and continues to grow as a tourism and travel centre into the present. The Coquihalla project also realigned Highway 1 (TCH) to a new freeway bypass around Kamloops. Plans for a freeway to bypass or eliminate traffic congestion and road hazards along the heavily travelled route from Victoria to Nanaimo on Vancouver Island were cancelled during the recession that followed the 1987 stock market crash.
In Alberta, between 1964 and 1972, the Trans-Canada Highway was completely rerouted from its former two-lane alignment along the Bow River to a new, more direct, four-lane freeway between Banff and Calgary, resulting in the bypassing of several towns, such as Canmore. Prior to this upgrade, one of the first traffic circles in Canada existed on Highway 1 at the "gateway" junction for Banff from at least as early as the 1950s. the current interchange on Highway 1 for Banff Avenue now occupies the site. In the rest of Banff National Park, much of the predecessor Highway 1 parkway was bypassed by a new two-lane route in the 1960s. The original route between Banff and Lake Louise remains as the Bow Valley Parkway and Lake Louise Drive, while a section over Kicking Horse Pass was abandoned and is now part of the Great Divide Trail. Between 1973 and 1990 the highway was twinned from Calgary to the Saskatchewan Border. In 1970 plans were made for a six-to-eight-lane freeway to carry the Trans-Canada Highway though the heart of North Calgary, but the plan was soon dropped due to citizen outcry.
Between Ottawa and the Ontario–Quebec border, the Trans-Canada Highway designation was taken from the two-lane Highway 17 and applied to the existing Highway 417 freeway in 1997–98. On April 1, 1997, the Ministry of Transportation of Ontario (MTO) transferred the responsibility of maintenance and upkeep along 14.2 km (8.8 mi) of Highway 17 east of "the split" with Highway 417 to Trim Road (Regional Road 57) to the Regional Municipality of Ottawa-Carleton, a process commonly referred to as downloading. The Regional Municipality then designated the road as Regional Road 174. Despite the protests of the region that the route served a provincial purpose, a second round of transfers saw Highway 17 within Ottawa downloaded entirely on January 1, 1998, adding an additional 12.8 km (8.0 mi) to the length of Regional Road 174.[21] The highway was also downloaded within the United Counties of Prescott and Russell, where it was redesignated as County Road 17.[22] The result of these transfers was the truncation of Highway 17 at the western end of Highway 417.[23] 1990 saw the opening of the two-lane Kenora Bypass, providing through traffic with a way to avoid the congested town.
Starting in the 1960s, Quebec began to build its Autoroute network. Many sections of Trans-Canada Highway were upgraded to freeway standards during that era of highway construction.
Starting in 1987, New Brunswick began to upgrade its section of TCH to 4 lanes. Work to make the route a full freeway began in the late 1990s and was completed in 2007.
The 13 km-long Confederation Bridge connecting PEI to New Brunswick opened in 1997. Replacing the ferry that previously serviced that route, it was hailed as a major accomplishment.
Recent improvements (2000–present)[edit]
In 2000 and 2001, Transport Canada considered funding an infrastructure project to have the full Trans-Canada system converted to limited-access divided highways. Although construction funding was made available to some provinces for portions of the system, the federal government ultimately decided not to pursue a comprehensive limited-access highway conversion. Opposition to funding the limited-access upgrade was due to low traffic levels on parts of the Trans-Canada Highway.
Prior to the start of the Great Recession in 2008, the highway underwent some upgrades through the Rocky Mountains from Banff National Park to Golden, British Columbia. A major piece of this project was completed on August 30, 2007, with the new Park Bridge and Ten Mile Hill sections opening up 16 km (9.9 mi) of new four-lane highway. Other smaller four-lane upgrade projects on the Trans-Canada Highway in the interior of British Columbia were also built around the same time. As part of the Gateway Program, 37 km (23 mi) of congested four-lane Highway 1 freeway in Metro Vancouver were upgraded to a more modern eight-lane build out starting in 2012. This project continues into the present, with the current goal of rebuilding the freeway to a modern, minimum six-lane layout from Langley to Abbotsford by 2025.
The twinning of the highway in Alberta's Banff National Park continued with four-lane highway opening as far as the Highway 93 junction north of Lake Louise by the winter of 2010. Parks Canada completed twinning the final 8.5 km (5.3 mi) of Highway 1 between Lake Louise and the British Columbia border, with the new alignment opened to traffic on June 12, 2014[24] making the whole length of Alberta's main Trans-Canada Highway route a minimum four lanes. Stoney Trail began construction in 2005, and was usable as a bypass around Calgary when its northeastern section opened in 2010. Although not officially part of the Trans-Canada Highway system, Stoney Trail plays a critical role in providing through traffic on the Trans-Canada Highway with a way around the city.
During the 2000s much of the Trans-Canada Highway through Saskatchewan and Manitoba was twinned. In 2019 the Regina Bypass opened, resulting in the Trans-Canada Highway being realigned around the city, and bypassing a section of heavily-signalized arterial road on Victoria Avenue.
The 2010s saw the improvement of other routes in the Trans-Canada Highway system as well. Ontario Highway 400 began to be extended towards Sudbury, replacing Highway 69 and resulting in a freeway alignment for part of the Southern Ontario Trans-Canada Highway Route. Work on this project is continuing, with almost 25 km (16 mi) of freeway currently under construction.
Edmonton is currently attempting to upgrade its urban section of Highway 16 to a six-lane freeway. Large amounts of Highway 16 in Alberta were twinned during the 2000s.
Despite these many upgrades, over half of the mainline Trans-Canada highway still remains in its original two-lane state, and only about 15 per cent of the mainline's length is composed of freeway comparable to that of the Interstate Highway System.
In 2012, a series of free public electric vehicle charging stations were installed along the main route of the highway by a private company, Sun Country Highway, permitting electric vehicle travel across the entire length, as demonstrated by the company's president, Kent Rathwell, in a publicity trip from St John's, NL to Victoria, BC in a Tesla Roadster. As of 2012[update], this made the TCH the longest electric-vehicle-ready highway in the world.[25][26]
Future[edit]
No national plan for upgrading the Trans-Canada Highway exists, and all planning is currently done by the individual provinces. However, as with other routes in Canada's National Highway System, the federal government is required to cost-share for upgrades funded by the provinces. Currently, there are five large-scale highway improvement projects on the Trans-Canada Highway Network.
Quebec is working on completing Autoroute 85, bringing the last two-lane section of the mainline highway in Quebec up to four-lane freeway standards. As of September 2021[update], only 7 km (4.3 mi) of two-lane highway had not yet been addressed. The rest either had been completed or was currently under construction.
As of September 2021[update], Ontario was attempting to extend Highway 400 to Sudbury, which will carry the Southern Ontario TCH designation once complete. Around 80 km (50 mi) of highway remained to be upgraded to freeway standard, with approximately 25 km (16 mi) of new freeway under construction. The project was originally expected to be complete in 2021 but had its date pushed back.
As of September 2021[update], British Columbia was planning on upgrading the 420 km (260 mi) long section of TCH between Kamloops and Alberta to four lanes by 2050. The project goals do not include an eventual freeway upgrade, and it is likely that the signalized sections of highway in Kamloops, Salmon Arm, Revelstoke and Golden will remain. Around 16 km (9.9 mi) of four-lane highway were under construction, with 6 km (3.7 mi) more planned to start in 2022. Around a quarter of the length of highway between Kamloops and Alberta is now four lanes wide. At the current rate of construction, the project will likely not be completed until the 2070s. However, some of the most difficult sections have been completed, meaning that it may be easier to upgrade the remaining sections of highway to four lanes. Some of the highway in this section is under the jurisdiction of Parks Canada, specifically the sections through Mount Revelstoke, Glacier and Yoho National Parks, which means that Parks Canada will have to implement its own four-lane upgrade program in order for the provincial government to accomplish its goal.
The City of Edmonton is upgrading its urban section of Highway 16 (TCH) to a six-lane freeway by replacing all signal lights with overpasses. The route is already largely a freeway, but seven signalized intersections remain. The project is expected to be finished by 2026.[27]
As of September 2021[update], British Columbia was planning on upgrading 36 km (22 mi) of Highway 1 in the Lower Mainland as part of its Fraser Valley Highway improvement program. The four-lane freeway is over-congested, and many of the overpasses are in poor shape. The project intends to rebuild most of the interchanges and overpasses and widen the highway to six lanes. The first 4 km (2.5 mi) of this project opened in 2020, with 10 km (6.2 mi) more expected to be complete in 2025.
Apart from the major programs, many smaller scale projects exist on the highway in order to either rehabilitate the aging infrastructure or make minor traffic improvements.
Alberta had long term plans to upgrade both of its Trans-Canada Highway routes to a minimum four-lane freeway standard, but has not set a timeline for doing so.
Ontario hopes to eventually extend the 417 freeway to Sudbury, which will carry the mainline TCH route, but it has not set a timeline for doing so.
Roads portal
Canada portal
Canadian (train)
List of Canadian highways by province
Trans-Canada Trail
^ "Trans-Canada Highway: Bridging the Distance". CBC Digital Archives.
^ "Trans-Canada Highway". Unpublished Guides. Library and Archives of Canada. Retrieved July 29, 2011.
^ Donaldson MacLeod (2014). "THE TRANS-CANADA HIGHWAY – A Major Link in Canada's Transportation System" (PDF). Conference of the Transportation Association of Canada. Transportation Association of Canada.
^ "The world's longest highways". roadtraffic-technology.com. 4 November 2013. Retrieved 17 February 2017.
^ "National Highway System" (PDF). Transport Canada. Retrieved April 26, 2014.
^ Gomez, Michelle (April 15, 2022). "Kicking Horse Canyon stretch of Hwy 1 closing for a month for construction".
^ Palmer, Claire (May 20, 2022). "Kicking Horse Canyon to re-open today east of Golden". Maple Ridge-Pitt Meadows News. Kicking Horse Canyon, British Columbia. Retrieved May 29, 2022.
^ a b Google (November 4, 2016). "Highway 1 in Alberta" (Map). Google Maps. Google. Retrieved November 4, 2016.
^ a b Google (November 4, 2016). "Trans-Canada Highway in Saskatchewan and Manitoba" (Map). Google Maps. Google. Retrieved November 4, 2016.
^ "Manitoba Trans-Canada Speed Limit Goes Up to 110 km/h Today". CBC Manitoba. 2015. Retrieved June 2, 2015.
^ a b c d Google (November 4, 2016). "Trans-Canada Highway in Ontario" (Map). Google Maps. Google. Retrieved November 4, 2016.
^ "Nipigon River Bridge on Trans-Canada Highway partially reopens". CBC News. Retrieved November 28, 2016.
^ "The Montreal River hill: Nine years for nothing?". Northern Ontario Business. May 16, 2006. Retrieved November 17, 2016.
^ a b c d e f g h Google (November 4, 2016). "Trans-Canada Highway in Eastern Canada" (Map). Google Maps. Google. Retrieved November 4, 2016.
^ Allen, Paddy (July 11, 2011). "Carmageddon: The World's Busiest Roads". The Guardian. Guardian News & Media Ltd. Archived from the original on July 15, 2014. Retrieved July 11, 2014.
^ Muret, Don (April 9, 2001). "Venue's Name Game Takes New Twist". Amusement Business. Retrieved July 30, 2011.
^ "The Biggest Mary: Chicken chain Mary Brown's buys naming rights to Mile One Centre". CBC News. October 14, 2021. Retrieved January 9, 2022. {{cite web}}: CS1 maint: url-status (link)
^ "Trans-Canada Highway Act". Department of Justice Canada. R.S.C. 1970, c. T-12. Archived from the original on July 25, 2011. Retrieved December 19, 2006.
^ "The Trans-Canada Highway". Transport Canada.
^ MacLeod, Donaldson (2014). "The Trans-Canada Highway: A Major Link in Canada's Transportation System" (PDF). Transportation Association of Canada. Retrieved March 10, 2016.
^ Department of Public Works and Services (September 14, 2004). Responsibilities and Obligations Re: Highway 174 (Report). City of Ottawa. Retrieved February 14, 2011.
^ Millier Dickinson Blais (February 16, 2010). "4.2 Linking to the Megaregion". Economic Development Plan – Final Report (Report). Prescott-Russell Community Development Corporation. pp. 41–42. Retrieved March 10, 2011.
^ Ontario Road Map (Map). Cartography by Geomatics Office. Ministry of Transportation. 1999.
^ Schmidt, Colleen (June 13, 2014). "Crews Complete Twinning of Trans-Canada Through Banff National Park". CTV Calgary. Retrieved June 13, 2014.
^ Caulfield, Jane (December 11, 2012). "Electrifying Trip Along the Trans-Canada Highway Pit Stops in Saskatchewan". Metro. Archived from the original on December 16, 2013. Retrieved April 12, 2014.
^ "World's Longest Greenest Highway Project: Item Details". Sun Country Highway. Retrieved July 11, 2019.
^ "Yellowhead Trail Freeway Conversion - Program History | City of Edmonton". www.edmonton.ca. Retrieved February 14, 2022.
Wikimedia Commons has media related to Trans-Canada Highway.
Wikivoyage has a travel guide for Trans-Canada Highway.
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Trans-canada highway.com—Detailed province by province description, history, and itineraries
Dirt Roads to Freeways … And All That, ca.1970s, Archives of Ontario YouTube Channel
Ten Mile Hill Project Trans-Canada in B.C. HD Video
Trans-Canada Road Trip - Details, blog and photographs from a road trip on the TCH coast to coast in 2018
Portions of the Trans-Canada Highway system
Autoroute 40
Confederation Bridge
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Fingerprints are a big deal nowadays. As we continue to look at and explore exactly what may be involved in regards to the way that we deal with technology and other such things, you will notice that there are many, many factors that may come along with that. The fact of the matter is, there are a lot of technologies that utilize fingerprints as one of the main ways to identify people and, when all is said and done, we need to be sure that we're doing things properly there.
Using fingerprint imaging services centennial co can be one of the big steps to ensuring that we're going to be able to do pretty much anything we can in order to stay ahead of things. Not only is there are a lot that we can learn from fingerprints, but there are a lot of ways to use that information to move forward with it at the same time. You can talk with people about what you're thinking about and, after you look at the details, you will find out a lot about what may come next with the process as well.
Really take some time to see what is necessary in relation to the things that you want to do. You will be able to learn a lot and you can look for options that are going to give you the best results for what it is that you want to accomplish. By looking at all of the different technologies that are out there and choosing which ones are going to make the biggest difference for you, you will find that you're much more prepared and confident when it comes to working it all out. See what you can do, then try things out to see what can be best.


For those of you with a love for collectibles, B.J. Blazkowicz and $100 to burn, there is the Wolfenstein: The New Order Panzerhund Edition.
Keep your pre-order at your favorite retailer and we'll send you these goodies separately—this way we can ship these boxes worldwide and you're not stuck waiting for your game to come along with an oversized, expensively shipped box.
If you're interested, you can snag a Panzerhund Edition exclusively from the official Bethesda Store. Just don't forget to buy the game, too.


Matthew 26.38: "My soul is sorrowful, even unto death"
Christ, as one divine person didn't grow in truth, grace or virtue in His divine or human natures. His human nature was always sinless and perfectly united to His divine nature in what's called the hypostatic union. His human intellect beheld the beatific vision from the moment of His conception, confirming His human nature in a state of sanctifying grace.
Christ asked questions to teach, not to learn. Luke 2:46 reads, "They found Him in the temple, sitting in the midst of the doctors, hearing them, and asking them questions." Christ, who is the master rabbi or teacher, asked thought-provoking questions as all teachers do. He wasn't lacking in understanding as Luke 2:47 attests, "And all, that heard Him, were astonished at His wisdom and His answers."
Luke 2:52 reads, however, "Jesus increased in wisdom and age and grace with God and men." Pope St. Gregory the Great, Church Father and Doctor of the Church, teaches that Christ chose to increasingly manifest His wisdom and grace to men at opportune times. He is clear, however, that Christ never actually increased in wisdom or virtue as He aged.
Christ didn't fearfully vacillate in spirit regarding His salvific mission such as in the Garden of Gethsemane when in Matthew 26:42 He prayed, "My Father, if this chalice cannot pass away, but I must drink it, Thy will be done." This was not said in fear at His impending crucifixion. It was, however, the foreseen loss of reprobate souls that caused Him in Matthew 26:38 to cry out, "My soul is sorrowful, even unto death."
This understanding was confirmed to St. Faustina as stated on day nine of the Church-approved Divine Mercy Novena, which reads: "My soul suffered the most dreadful loathing in the Garden of Olives because of lukewarm souls. They were the reason I cried out: 'Father, take this cup away from Me if it be Your will.'"
Get to know Christ the King in season two of Majesty of the Faith—The King.


text:
Borodin (), or Borodina (feminine; Бородина́) is a Russian surname. Notable people with the name include:

 Alexander Borodin (1833–1887), Russian composer and chemist
 Alexei Borodin (born 1975), Ukrainian-born professor of mathematics at MIT
 Allan Borodin, American mathematician and computational theorist
 Anastasiia Borodina (born 1982), Ukrainian handball player
 Andrey Borodin (born 1967), former President of Bank of Moscow
 Dmitri Borodin, (born 1977), Russian football goalkeeper
 Ilya Borodin (footballer), (born 1976), Russian footballer
 Ilya Borodin, (born 2003), Russian swimmer
 Ivan Parfenievich Borodin, (1847 - 1930), Russian botanist
 Leonid Borodin (1938–2011), Russian novelist
 Mikhail Borodin (1884–1951), Soviet agent in China
 Olga Borodina (born 1963), Russian opera mezzo-soprano
 Pavel Borodin (born 1946), Russian politician, member of Boris Yeltsin's administration
 Piotr Borodin (1905–?), Moldavian politician
 Sergei Borodin (disambiguation), multiple people, including:
Sergei Borodin (footballer, born 1988), Russian football player
Sergei Borodin (footballer, born 1999), Russian football player
 Tatiana Borodina, Russian opera soprano

Fictional characters
 Kostia Borodin, character from the novel Gorky Park
 Vasily Borodin, executive officer on the submarine Red October in the book and film The Hunt for Red October

Russian-language surnames

redpajama_set_name: RedPajamaWikipedia


The MemoryC websites are operated by GoBeyond Limited with headquarters in Ireland. We have been operating our online businesses since 2001 and we have always been focused on offering our customers excellent value for money, along with an unparallelled customer service experience for every customer.
To read more about our company please have a look here.
Our website is open for ordering 24 hours a day, 7 days a week. You will find comprehensive listings of general and support questions on our website, which should answer most questions you may have.
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Unlike many virtual stockists (who only order stock when you place your order) we carry our products in stock, which means we can guarantee the shortest possible delivery time to you.
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Do you offer trade accounts to IT resellers?
Yes, we have 100s of IT resellers all over Europe. If you sell IT products and are interested in setting up a trade account with us please email our sales team at sales@memoryc.com.
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Eligibility: Students in any major. Courses in this certificate program require department permission for registration. Course registration priority will be given to students enrolled in the BM in music Technology and Production degree track.
Suggestion: Students who do not have a background in reading music and basic music theory should enroll in MUT1011: Fundamentals of Music, before taking the remaining certificate courses.


the Pro Invitational Rail Jam. The Red Bull Best Trick Contest will offer up an additional $5,000 for the men's winner and $1,000 for ladies, bringing the total contest purse to $20,000.
The event also includes a vendor booth city offering autograph signings and product giveaways, live DJ's, BBQ and the Beach Bar (21 and up) featuring drink specials from Effen Vodka. The world premiers of two snowboard films, Bear Mountain's "Paint It Red" and The People's "Cheers," will be shown at sundown.
The Pro Invitational Rail Jam features some of the world's best pro riders, including Chris Bradshaw, Ted Borland, Dylan Alito, Zak Hale, Jed Anderson and last year's HDHR winner Scott Vine. Bear Mountain Pro Team Riders JP Walker, Seth Huot, Joe Sexton, Simon Chamberlain and Lauri Heiskari will judge the contest.
The event begins at 2:00 p.m. Finals are at 6:00 p.m. The awards ceremony at 7:00 p.m. will be followed by the two world snowboarding movie premieres. Season passes go on sale at 9 a.m.
For more information on the event, visit bearmountain.com.


text:
Monsters from the ID
Does fiction inspire the science, or does science inspire the fiction? Monsters From the Id is a documentary that addresses this question. Going back to the classic sci-fi movies of the fifties and sixties, when the promise of an exciting new age permeated the world, the filmmakers look at the influence these films played on a future generation of scientists, and hears from those that went on to do great scientific work because of what they saw at the movies.
One of the theories put forward is that in those films it was the scientists that were the heroes who saved the day with their superior intellects, rather than with muscles and weapons that permeate today's movies. They propose that we need more films like those early classics to encourage a new generation of young people to become scientists in order to save our world.
The film also looks at the way sci-fi portrayed man's fears of invasion and loss of freedom at that time using, in particular, Forbidden Planet (where the title is taken from) to show that most of the terror comes from within man's own psyche.
If you have an enquiring mind, and are interested in the Real Science talks being held at the festival, then this is a great place to start getting your brain cells stimulated - and see fantastic clips from 1950s' sci-fi classics.
Monsters from the ID Trailer by SFLTV
Screening Times
Sat 2nd May
» Facebook Event Page
David Gargani
Also Recommend Seeing
Monsterland
Is there really anybody out there?
Artifical Life - It's life, just not as we know it!
screens with short documentary film: NAMING PLUTO
SFL8 Festival Dates
29 April - 4 May 2009
SFL:LAB Programme
Klatch Events
48 Hour Film Challenge

redpajama_set_name: RedPajamaCommonCrawl


Why I run: In general, I love to run. Of course, there are some days when I just don't want to do it, or when my legs feel heavy and tired, when I can't find the groove, when I just feel slow and lethargic and grumpy about it all. But most days, I love running. I love the solitude – time to think, to pray, to listen to my breath and pounding feet, or to just enjoy some silly music. I love running the sun up, love getting really sweaty and whole-body tired. Running clears my mind, balances me out, gives me energy, keeps me healthy, challenges me, and helps me be a better person, mom, and wife.
Checkout the book Born to Run. It'll change your running world (it did mine!).
Fort4Fitness, Fort Wayne, IN September 30, 2017 – 4:16:29 PR!
Indy half marathon May 2010 – 1:54:35 PR!
I loosely base my marathon training on Hal Higdon's intermediate guide. I also like to incorporate yassos into my running.
Hey, I'm from Michigan! Have you been before? Will you be there long for your race? I can suggest some fun places to visit in GR if you haven't.
Hey, Emily, whereabout in MI? We live in northern Indiana, not far from MI, so I've been to a few places. I've been to Grand Rapids quite a bit, since one of my good friends lives there. She's running the marathon, too!
I'm from north of Muskegon. Love the Midwest! Good luck on your run. I've always admired runners.
I'm kind of new to running, but I already understand how amazing it feels to run! I have to run at our local Y and can only do it during the hours when our son is in Child Watch, so it makes it difficult for me to be consistent at it.
Good job for starting at it though! I'm glad you're liking it!
Hi! I just found your blog since you joined the Tyndale Blog Network (where I work as a publicist). I started running & racing last year. It's addicting! Congrats on all your races–it's awesome to see how you've improved. I look forward to following more of your running adventures & good luck tomorrow in the half marathon!
Thanks, Christy, for reading and for saying hi! Running is addicting – and so fun!
Thanks for your comment on my blog. I totally agree with you that the Gu Chomps taste like fruit snacks!!!! YUM!
Hey Kim, new reader here! Just stumbled across your blog today!
Totally nosy, potentially inappropriate question here: when you were trying to get pregnant, did you cut back at all on running? If so, how much? My doctor told me to lay off for now, but I'm having a hard time accepting that. Thanks!


"Every Neighborhood Has a Future…and It Doesn't Include Blight," is the title of the comprehensive plan and set of recommendations to eliminate blight in the city of Detroit. DPTV/American Black Journal Host Stephen Henderson speaks with Glenda Price, co-chair of the Blight Removal Task Force, about how Mayor Mike Duggan plans to accomplish the goal of removing the blighted structures within five years.
Of course we never know what any of the speakers might spontaneously say about Detroit's bankruptcy, but following are a few of the sessions where we expect issues related to the Chapter 9 to be front and center.
WDET will be following the conference at this link.
Detroit Public Television is broadcasting live for much of the conference and can be viewed here.
4:45 p.m. Detroit Mayor Mike Duggan will be interviewed by Detroit Free Press columnist Rochelle Riley. DPTV is hosting an online screening and chat during his appearance with Next Chapter Detroit's Sandra Svoboda as a panelist.
9:30 a.m. Author Malcom Gladwell gives a keynote address and is interviewed by Detroit News columnist Daniel Howes, who has written extensively about the Detroit bankruptcy. As Gladwell's writing pushes a message of how entrepreneurship and education can help overcome obstacles, he'll explain how these lessons can apply to Detroit as well as the entire state.
2:45 p.m. Gov. Rick Snyder will be interviewed by Vickie Thomas, WWJ city beat reporter, and is expected to review the highlights of his administration.
5 p.m. WDIV and The Detroit News conducted a survey for the Mackinac Policy Conference, and the results will be discussed at a town hall meeting. They include the statewide view of Detroit as well as attitudes and opinions about this year's political races and policy issues.
8:55 a.m. New Orleans Mayor Mitch Landrieu, interviewed by WDET's Craig Fahle, will explain how rebuilding from natural disasters transformed the Crescent City and how lessons learned there could help Detroit's revitalization.
9:40 a.m. Detroit Emergency Manager Kevyn Orr will be interviewed by Vicki Mabrey, former ABC News correspondent. He's expected to discuss how Detroit is being positioned for success post bankruptcy and what his plans are toward the city's long-term sustainability.
Here's the link to the full agenda.
Detroit's bankruptcy and the "Grand Bargain" have taken center stage in Lansing, and creditors are still looking to the Detroit Institute of Arts collection for compensation. Michigan voters were polled about what they really think about the bankruptcy — and their answers might surprise you.
MiWeek: Is the Grand Bargain too hard a sell?
This week on MiWeek: Money to aid Detroit may come from the state's rainy day fund. The MiWeek Crew discusses if that will be a hard sell. Also, John Bebow, the president and CEO of the Center for Michigan, a Detroit Journalism Cooperative partner, joins to discuss the Center's annual "Michigan Speaks" report about voters' priorities.


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Гра́бли — сельскохозяйственный инструмент, применяемый для грабления, сгребания, валкования или сгромаживания сена, соломы переворачивания её и вообще при уборке культивируемых растений, сгребания опавшей листвы, мусора, очистки от выкопанных корней сорных трав, а также для лёгкого разрыхления почвы между рядами растений, разбивания комьев перекопанной почвы.

Процесс работы граблями по сгребанию называется грабление, от глагола грабить (не следует путать с грабить при ограблении).

Работающих граблями называли в прошлом гребщик, гребчиха, громадильник, громадильница, громадильщик, громадильщица.

Описание

Грабли бывают:
 ручными:
 деревянные — для уборки сена, зерновых культур, молотьбе и других сельхозработах;
 металлические — в основном в индивидуальном садоводстве, для обработки почвы, сгребания листьев и других лёгких работах;
 конными:
 поперечные;
 боковые;
 тракторными.

Ручные грабли состоят из деревянного или железного бруска — «хребта», в который через сквозные дыры вколочены деревянные или железные «зубья» и перпендикулярно «хребту» укреплена деревянная ручка длиной в рост человека («грабелина, грабловище»), которая или вилообразно разделена на конце (эрфуртские огородные грабли, деревянные с железными зубьями), или имеет вид прямой палки, вложенной в отверстие, сделанное в хребте, и соединённой с последним железными дугообразными скреплениями (американские железные грабли), или, наконец, вставляется в железную втулку, припаянную к хребту и иногда помещающуюся «на ножках» (английские грабли).

Все указанные параметры различаются в зависимости от назначения граблей.

Разновидности грабель

Небольшие грабли с особенно длинными зубьями, прикрепляемые к косе и помогающие более правильному укладыванию скашиваемого хлеба, называют грабками, а маленькие грабли, употребляемые при сборе ягод с низких кустов, но пригодные и для всцарапывания поверхности почвы возле растений, — грабилкой. В лесном хозяйстве устраиваются грабли с крестообразным хребтом или в виде буквы S, с длинными и толстыми зубьями и длинными железными ручками (это ручная борона Куттлера (Plaggenegge) и культиватор Баумшейда), которые служат для приготовления посадных ямок, для чего втыкаются в почву и поворачиваются в ней на полный оборот.

Конные грабли — для сгребания сена или хлебных колосьев, иногда для окончательной подготовки пашни к рядовому посеву. Они состоят из рамы, колёсного хода, сиденья для рабочего, оглобель или дышла для упряжки, грабильного прибора из изогнутых зубьев и особого подъёмного снаряда. Различают две системы: американские грабли, наиболее у нас распространённые, зубья которых сделаны из круглой закалённой стальной проволоки не толще 9,5 мм (³/8 дюйма) и насажены на общий брусок, колёса деревянные, и сиденье прикреплено к оглоблям.

Английские грабли с толстыми зубьями, имеющими в поперечном разрезе преимущественно прямоугольную форму, иногда овальную, крестообразную или в виде буквы Т, помещёнными на общем стержне, с железными колёсами и сиденьем, помещённым на бруске; они сравнительно уже, но тяжелее. Особенно важно хорошее устройство грабельного прибора: зубья его должны отличаться упругостью, и в то же время каждый из них должен быть настолько подвижен, чтобы легко мог подниматься на неровностях почвы до некоторой высоты. Подъёмный снаряд, служащий для изменения положения бруска или рамы, что вызывает поднятие или опускание зубьев, приводится в движение или надавливанием педали ногой рабочего, сидящего на орудии, или автоматически, без участия рабочего, вследствие хода самих граблей — это самодействующие грабли, очень в настоящее время распространённые. Работа конных граблей в течение 10 часов, при одном рабочем, колеблется от 7 га (6—7 десятин) (при (7-футовой) ширине 2174 мм и упряжке в оглобли одной лошади) до 9,5 га (8—9 десятин) (при (9-футовой) ширине 2736 мм и упряжке в дышло пары лошадей).

Галерея

В живописи

Примечания

Литература

Сельскохозяйственные инструменты
Уборочный инвентарь


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HomePodcast
Deephouseit Podcast 022 – Zoo Brazil
deephouse.it 12 febbraio 2020 Podcast Nessun commento
Grammy and Brit Award nominated Zoo Brazil, also known as John Andersson, has released over 160 singles and 8 albums under various monikers.
Through out his career, he has steadily carved out a reputation for himself as one of dance music's most innovative and respected producers and DJs. With releases on label like, Defected, Sci/Tec, Get Physical, Saved, Systematic, Kittball, Deeperfect, Size, Great Stuff, Dessous, Strictly Rhythm, Loaded, Turbo, Blackhole, Noir, Spinnin, Ministry of Sound, Armada, Stealth, Skint to name just a few a few.
As a DJ he has performed all over the world at some of the best clubs including Ministry of Sound, Space and Pacha, and has played underground clubs and festivals all over the world from Australia, Europe, Asia, North and South America.
The club music and djing being his main focus, he has also as a producer and songwriter been very successful in the world of pop music, co written Kylie Minogue's hit song "The One" featured on her album "X". This album was nominated at the 51st annual US Grammy Awards for Best Electronic/Dance Album. "X" was also nominated for a BRIT Award for Best International Album, and to date has sold over 3 million copies. John has also been writing music for various European and Hollywood movies and world wide tv-productions as for BBC, Discovery Channel, MTV, Channel4 and much more. In 2012 he composed music for the para Olympics opening ceremony in London and music for 2 Dermablend/Loreál commercial wish reached over 100 million views on youtube, got awarded with the prestige of 2 silver lion´s awards at the Cannes festival.
He has worked with and remixed some of the world's largest artists including Fatboy Slim (Skint/Astralwerks), Lana Del Ray (Interscope Records), Kylie Minogue (Emi/Virgin), Inflames (Universal music), Giorgio Moroder (Sony), Human Leauge (Virgin), Danni Mingoue (FFRR), and Nitin Sawney (V2),as well as a whole host of the most respected and credible "underground" dance acts like James Holden (Loaded/Border Com.), Steve Angello (Size) Ian Pooley (V2/Ministry Of Sound) Blaze (Slip N Slide), Dirty Vegas (Credence/EMI), Lo Fidelity Allstars (Skint/Astralwerks), Zoot Woman/Stuart Price, and many more.
During of 2015/16 John released his third Djmix cd called "Zoo Brazil – Songs for Clubs vol.3", remixed Giorgio Moroder & Kylie Minogue's "Right Here, Right Now" that went nr 1 on Billboard Dance Chart, and the underground hit single "Save Us" on Size Records. and the very successful Djmix album for Get Physical Music – Full Body Workout. Singles for Souvenir, and legendary King Street Records, and releases for Saved Records, Noir, Natura Viva and Get Physical Music.
2017/18 John released a is handfull of releases for Hot Since 82 Knee Deep label, various collabs with Mark Fanciulli with releases on Joris Voorns Rejected/Green Records, release on the much loved Berlin club Watergate 22 album with Catz n Dog. Nic Fanciulli´s Saved Records, Co-write and Produced and mixed the Wolf and Moon album "Before It Gets Dark" wish was feat on a "Game of Thrones" advert. The Exploited Records release " Zoo Brazil – Complicated" wish the vinyl sold out in a week and was played various times on BBC/Radio1.
2018/19 also did see the light of the Zoo Brazil album "Point Of View" wish includes remixes from Ramon Tapia, Monkey Safari, Alos the year for the Underground club hit "Sand" wish was essential tune on Pete Tongs/BBC Radio 1 Show.
Releases on Booka Shades Bluefield label, Sven Väth´s Cocoon. Monaberry and many more.
Coming up for 2020 is a new Zoo Brazil album "For Sins And False Alarms" on Magik Muzik, Various singles for John Digweeds legendary Bedrock label, Skint Records, Booka Shades Bluefield label, AnjunaDeep, Systematic Recordings, Super Flus Monaberry label. and much much more.
OUT NOW: Zoo Brazil – Your Love (Skint Records)
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giu 6, 2017


keep your fuel system debris-free and your engine running strong and healthy! "more than capable, and beautifully intimidating " My review is based on my curent '06 Dodge 3500 quad cab SLT Sport Dually Diesel Heavy Duty 4x4: It's interior is very comfortable ans spacious, while being very user friendly.
Rated 4.8 / 5 based on 400 reviews.


Mobile operators seeking to create new business models for themselves are looking at business revenue streams where there are synergies with existing business. In Safaricom's last results mPesa accounted for 21% of its total revenues. Orange has announced it will become a mobile only bank in France but Hello Group plans to do it in Africa. Russell Southwood spoke to its founder and CEO Nadir Khamissa about its plans.
The international boycott of Google and its platform YouTube is having a massive direct impact on YouTube Creators and channel operators. Russell Southwood spoke to Murphy Anawana, founder of Aforevo and probably the biggest operator of channels in Africa about the hit they and others have taken.
Africa: Will Vodacom Allow Foreigners to Buy Shares After Missing Target?


Students walk out of Woodward Academy in College Park.
A handful of Georgia schools participated in the April 20 walkouts to draw attention to gun violence. As GPB's Emily Cureton reports, there seemed to be a divide between private and public schools in Southwest Atlanta.
A tale of two schools.
Students who walked out of one of Georgia's most elite private schools were warned they'll be punished for it. Anna Kathryn Hodges is a junior at Woodward Academy in College Park. And the prospect of an unexcused absence and detention didn't deter her.
"I'm walking out to take action, to support the victims and also hopefully prevent other school shootings from happening in the future," she says.
But the interview is cut short by an assistant principal. After the walkout Woodward student organizers were allowed to put on a civic engagement event about how to register to vote, contact elected officials, and send condolences to communities suffering from gun violence.
"We have asked students to refrain from espousing specific policy views at this event and they have assured us that they will comply with this request," wrote Woodward's Upper School Principal Jonathan Merrill in an email to parents.
Less than two miles away at Tri-Cities public high school, there wasn't a walk out at all. A few students who happened to be walking the track on Friday morning said they hadn't heard about plans to commemorate the mass shooting at Columbine High School 19 years ago.
Across Georgia, around 10 schools listed demonstrations with the national walkout website, compared to over 2,500 events nationwide.
About 30,000 people turned out at the March For Our Lives in Atlanta Saturday to advocate for changes to gun laws.
As volunteers worked the crowds to register voters, South Cobb High school student Niles Francis held his sign high above his head. It listed lawmakers who took money from the NRA. He's still two years away from voting for the first time. But he's determined to be heard now.
"A movement like this proves that your voice does matter," Francis said.
Three weeks since 30,000 people filled Atlanta's streets to march for gun control, about 80 people rallied under a banner of gun rights at the Georgia State Capitol.


Advocacy: To support local, state, and federal educational initiatives that raise student achievement and opportunity.
Leadership and Professional Development: To provide best practice training and mentoring for staff and programs.
Resource and Partnership Development: To build coalitions of allied community partners and tap into local and statewide resources that enhance program operations.
Sponsoring professional conferences/meetings and other educational forums as specified herein and /or as required.
Individual payment of the membership fee as set by the board.
Serve on the NAEOP Board of Directors.
Appoint the Association Parliamentarian, as deemed necessary.
Represent or appoint a designee to represent the Association at NAEOP board meetings.
Assume the duties and responsibilities of the President in the event that the President is absent or becomes incapacitated. Incapacitation shall be determined by the Board of Directors.
The President-Elect shall assume the office of President at the completion of the annual NAEOP conference after serving one year as President-elect.
Assist the Washington State TRIO Board as requested.
Disseminate information about Policy Seminar and Civic Leadership , as well as facilitating legislative visits.
Other duties as assigned by the President and/or Board.
Update directory twice of year, on Dec & June.
The Past-President shall chair the nominating committee, whose duty it is to select a slate of candidates for each elected office. All persons elected to serve on the Board of Directors shall be those who receive the largest number of legal votes.
The President-elect shall be elected by a majority of the legal votes cast during the annual elections.
The Treasurer, shall be elected in even-numbered years.
The Secretary, East Representative, and West Representative shall be elected in odd-numbered years.
Association members will elect board officers before and swear in at the NAEOP annual conference.
A proposed amendment shall be submitted in writing to the Board of Directors at an official Board meeting, and if approved, the Board shall present it to the membership for consideration at an official business meeting.
A proposed amendment shall be presented to the membership for a vote of approval or disapproval at the next official business meeting.
Article IX—Books and Records Section I: Books and Records The Association shall maintain correct and complete books and records of financial accounts and minutes of proceedings of official meetings. The President shall be responsible for ensuring that the official books are forwarded to new officers. All records shall be open to inspection by members in good standing. Section II: Annual Reports The President shall be responsible for the preparation and delivery of an annual report to the membership of the Association that includes progress on goals and financial standing. Article X—Limitation of Liability The officers of the Association and representatives of member associations do not undertake the personal liability for debts, obligations, and liability of the Association, duly made under color of the authority of the Association by the corporation, except where an officer of the Association or representative of a member association has operated for personal benefit under color of the corporation. Article XI—Implementation The Constitution and By-Laws shall be implemented upon ratification by a majority of the members in good standing. Article XII—Date of Incorporation The Board approved the By-Laws of the Washington TRIO Association on 5/1/2009. Article XIII—Dissolution of Assets Upon dissolution or final liquidation, the association shall pay all debts, obligations, and liabilities within the meaning of section 501c3 of the Internal Revenue Code, or corresponding section of any future federal tax code, or shall be distributed to: 1. A nonprofit organization or organizations created to secede the association as long as such organization qualifies as exempt from federal income taxation. 2. A nonprofit organization or organizations having similar mission as the association as such organization qualifies as exempt from federal income taxation. Any such assets not disposed of shall be disposed of by the Court of Common Pleas of the county in which the principal office of the organization is then located, exclusively for such purposes or to such organization or organizations, as said Court shall determine, which are organized and operated exclusively for such purposes. Article XIV—Conflict of Interest A conflict of interest transaction is any transaction in which a member of the Board of Directors has a direct or indirect interest. A conflict of interest transaction may be authorized, approved, or ratified if it is fair to the association and it receives the affirmative vote of a majority of the Directors on the Board who have no direct or indirect interest in the transaction. The conflict of interest transaction shall not be authorized, approved, or ratified by a single Director. Before any vote to authorize, approve, or ratify a conflict of interest transaction can be taken, the material facts of the transaction and the Director's interest must be disclosed and made known to the Board of Directors.


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Mapania meditensis är en halvgräsart som beskrevs av David Alan Simpson. Mapania meditensis ingår i släktet Mapania och familjen halvgräs. Inga underarter finns listade i Catalogue of Life.

Källor

Halvgräs
meditensis


Address: Adolfo Lopez Mateos No.2504, casi esq. Mariano Escobedo, Col. Jardínes del Jeréz I, C.P. 37530, León, Guanajuato.
Address: Paseo del Moral, S/N esquina con Juan Alonso de Torres Col. Villas de Juncal, C.P. 37180, León, Gto.
Note: This list of Ixe Banco Branches in Leon, Mexico locations is for informational use only. All addresses, contacts, SWIFT codes and other data are gathered from open sources and re-checking regularly. If you see any inaccuracy here, please do not hesitate to contact us.


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Headlines in History: Fun on the Fourth in 1916
What was making news in our area during this week in years past? The History Museum offers these newspaper excerpts to give you an idea.
July 1, 1895: "A balloon was sent up this morning at 9 o'clock from the top of THE TRIBUNE building by the Tribune store. A crowd of boys watched operations and started after the balloon. One boy followed it on a bicycle as far as Rum Village but as it was still in the air he gave up the chase and the reward offered for its return." — The South-Bend Daily Tribune
July 2, 1900: "South Bend, the largest city in the extreme northern part of Indiana, is situated on the St. Joseph river, one of the most picturesque inland streams in America, six miles south of the Indiana-Michigan line. It has eight steam railways and one electric system and is one of the finest points for manufacturing, general business or residence in the world. It is only 86 miles east of Chicago and within but a day's ride to New York city …" — The South Bend Daily Tribune
July 3, 1916: "South Bend is all set for its biggest and sanest Fourth. With a municipal picnic, which will mark the formal dedication of the new Rum Village park, a racing matinee with all the trimmings at Springbrook park, and various fraternal and society outings at near-by lakes, tomorrow promises to set a new standard for local Independence day celebrations." — The South Bend Tribune
July 4, 1937: "The plant No. 2 building of the Oliver Farm Equipment company has been leased by the Bendix Household Appliances, Inc., for the building of electric washing machines, it was learned Saturday night." — The South Bend Tribune
July 5, 1947: "America's favorite entertainment, the circus, drew a big crowd Friday night when the Cole Brothers' troupe played under the big top on the Prairie avenue grounds." — The South Bend Tribune
July 6, 1958: "The year 1958 promises to be a climatic one in the annals of the Studebaker-Packard Corp., whose 106 years of operation has been studded with climaxes and anticlimaxes. For example, 1958 will be featured with S-P's bold bid to stay in business with the introduction to the motoring public of a new, smaller, compact-type of automobile–which is the kind of a car that had been attracting wide acceptance this year." — The South Bend Tribune


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Florida condo resident stayed with girlfriend on night of collapse
June 29, 2021 8:30PM EDT
▶ Watch Video: Man missed Florida building collapse by staying with girlfriend
A resident in Surfside, Florida, said he narrowly avoided the deadly collapse of the condominium building he calls home because his girlfriend asked him to spend the night at her place — a decision that may have saved his life.
When Erick de Moura woke up the next morning, he heard the news. "My building collapsed and she was also shocked and no one believed," de Moura told CBS Miami.
De Moura, who lived on the 10th floor of Champlain Towers South, said it was an unlikely move to stay with his girlfriend during the week. Now, he's hoping more survivors will be pulled out of the building.
"There's a lot of hope still to find people alive," he told CBS Miami at the scene of the collapse.
"It wasn't about my home, it was about the life that I had there, the lives that are there, the families, the kids, it's about community," de Moura said. "It wasn't about me."
At least 12 people have been killed and 149 others remain unaccounted for as rescue teams search the rubble where the building collapsed last week. No one has been pulled from the rubble alive since last Thursday.