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CTB

CTB is an abbreviation for "catch the bus," a euphemistic slang term employed in online suicide discussion forums to denote committing suicide, functioning as a workaround for platform content filters that block explicit references to self-harm.
The term's metaphorical framing—evoking departure via public transport or, in some interpretations, jumping before a moving vehicle—emerged within cybersuicide subcultures to enable open exchanges on methods, preparations, and rationales for ending life, particularly in self-described "pro-choice" communities advocating personal autonomy in terminal suffering.
Prevalent on sites like Sanctioned Suicide, CTB appears in user announcements of intent, method critiques, and post-attempt reports, reflecting adaptations to moderation while fostering networks that share empirical data on efficacy and survival rates derived from member experiences.
Notable controversies surround these forums' role in suicide clusters, with coronial inquiries attributing deaths to participation and research indicating elevated risk from exposure to detailed techniques, though causal links remain debated amid claims of providing candid alternatives to stigmatized mainstream interventions.

Companies and organizations

CTB Inc.

CTB, Inc. is a global manufacturer of equipment and systems for agricultural production, specializing in solutions for grain , and housing, egg production, and feed processing. The company operates under the umbrella as a wholly owned since its acquisition in 2002, employing over 3,000 people across 46 and facilities worldwide. Headquartered in Milford, , CTB focuses on innovation in and technologies to support intensive livestock and crop preservation needs. Originally founded as Chore-Time Equipment in 1952 by Howard S. Brembeck, a entrepreneur, the company initially developed automated feeding systems for production. Brembeck's inventions, including early chain-feeding mechanisms, addressed labor shortages in post-World War II farming by enabling efficient distribution of feed to multiple birds from a single point. In 1957, Brock Grain Systems was established as a sister entity focused on grain storage silos, expanding the portfolio to on-farm grain handling. By 1976, Brembeck consolidated Chore-Time and Brock under CTB, Inc. to unify operations and leverage synergies in equipment design. The 2002 merger with , announced on August 19, valued CTB at approximately $280 million in cash, positioning it for sustained growth without public market pressures. Under this ownership, CTB expanded through acquisitions and product development, maintaining a commitment to " Through Innovation" as its core principle. Key brands include Chore-Time for , Brock for bins and dryers, and others like Fancom for in hog facilities. CTB's product lines encompass galvanized steel bins with capacities up to millions of bushels, automated feeders that reduce by precise portioning, and environmental systems monitoring and in barns. These solutions target efficiency in preserving post-harvest grains against spoilage and optimizing animal growth cycles, with exports serving markets in , , , and beyond. The company's emphasis on durable, modular designs has supported scalability for commercial farms, contributing to global food production amid pressures.

Commonwealth Transportation Board

The Commonwealth Transportation Board (CTB) is the policy-making body responsible for administering Virginia's transportation programs and funds. It allocates resources from the Commonwealth Transportation Fund to support highways, railways, public transit, seaports, airports, and other initiatives, ensuring the maintenance and development of for the safe and efficient movement of people and goods. The board operates under Title 33.2 of the Code of Virginia, which continued the prior State Highway and Transportation Board as the CTB to coordinate statewide planning and project prioritization. The CTB consists of 17 members: three ex officio positions held by the Secretary of Transportation, the Commissioner of the Virginia Department of Transportation (VDOT), and the Director of the Department of Rail and Public Transportation; and 14 nonlegislative citizen members appointed by the with the of the General Assembly. Citizen members represent Virginia's nine highway construction districts, with one member and an additional appointment from the Transportation Authority district, serving four-year terms that may be renewed once. The board elects a chairman and vice-chairman from its citizen members to guide operations, which include quarterly meetings to review agendas, approve projects, and adopt policies. Among its core powers, the CTB develops regulations for traffic control not conflicting with state , coordinates financing for transportation modes including highways and public , and approves , , and debt issuance for projects. It establishes priorities for fund distribution, such as allocating 51% of remaining Commonwealth Transportation Fund revenues to the Highway and Operating Fund and 49% to the Transportation Trust Fund after initial transfers. The board also oversees the Six-Year Improvement Program, which for fiscal years 2026-2031 outlines $55.4 billion in planned expenditures, prioritizing system preservation before new capacity additions. In practice, the CTB's allocations emphasize data-driven decisions, such as performance metrics for pavement conditions and bridge safety, while incorporating regional input through metropolitan planning organizations. For instance, it has directed funds toward initiatives like the for specific interchanges, as seen in a $20 million allocation for improvements in New Kent County approved in June 2025. Public engagement occurs via hearings on draft plans, ensuring in project selection amid competing demands from urban to rural connectivity.

Central Tenders Board

The Central Tenders Board (CTB) is a in tasked with regulating public procurement for the government and specified statutory entities, acting as the sole authority for inviting, evaluating, and awarding contracts for goods, works, and services exceeding designated thresholds. Enacted through the Central Tenders Board Ordinance No. 22 of 1961, which became the Central Tenders Board Act (Chapter 71:91), the Board commenced operations on 1 January 1965 via Government Notice 111/1964. Its establishment addressed post-colonial needs for centralized oversight to prevent arbitrary contracting and promote procedural integrity in state expenditures. The Board consists of eight members appointed by the , chaired by the of Contracts with the Deputy Director as deputy chairman; at least five must be public officers nominated by relevant ministers or agency heads. Core functions encompass processing written requests from ministries, conducting sealed bid openings in locked receptacles, and adjudicating the "best" offer—defined not solely by lowest price but by overall value, with discretionary rejection powers. Awards require formal contracts published in the , while the CTB also manages surplus property disposals and consultant appointments for projects up to TT$2 million via sub-committees. It maintains an annual register of consultants under Section 27C and advises agencies on principles, committees, and . Bidders, including local and overseas firms, must register with the CTB and submit tax clearance and certificates with proposals; failure to comply disqualifies entries. Extended powers, via legal notices such as LN 179/1997 for real property and LN 52/2002 for equipment leasing, broaden its scope beyond initial mandates. Amendments, including Act No. 13 of 2010 effective 30 July 2009, enhanced consultant procurement authority under Sections 19 and 27B. Critics, including industry analyses, argue the 1961 framework fosters delays and rigidity, particularly in procurement where mandatory CTB routing for values over TT$150,000 hampers timely project execution. Reform proposals since the seek a modern Public Act to decentralize low-value tenders, integrate , and separate oversight from operations, aiming to reduce bottlenecks while retaining safeguards; however, the CTB persists as the primary mechanism.

Science and technology

Cell-to-Body (CTB) battery technology

Cell-to-Body (CTB) technology integrates cells directly into the 's or body structure, bypassing traditional modular packs and enclosures to form a unified structural element. This design leverages the as a load-bearing component, typically embedding prismatic or blade-style cells into the floorpan, which enhances overall while reducing parasitic weight from separate housings. The approach demands cells with inherent structural integrity and features, such as reinforced casings and thermal stability, to withstand vehicle stresses without compromising performance or risking propagation of failures. BYD Auto pioneered commercial CTB implementation in 2022 with its system, featuring (LFP) cells integrated into models like the sedan and Plus SUV. The technology eliminates module-level packaging, allowing up to 50% more cells per unit volume and reducing assembly steps by merging and lines. adopted a similar structural in the 2023 Cybertruck, where cells mount directly to the gigacasting underbody, claiming a 10-15% range improvement over non-integrated designs through weight savings of approximately 100-200 kg depending on pack size. Other adopters include , 2024 launch with downward-venting cells and thermal barriers) and , with exploring variants as of 2024. Key advantages stem from causal efficiencies in material use and load distribution: CTB increases torsional rigidity by 20-50% in tested prototypes by distributing forces across the battery plane, enabling lighter body panels elsewhere without sacrificing crash performance. rises due to minimized , with reporting up to 10% higher pack-level density than cell-to-pack (CTP) predecessors, translating to extended range—e.g., the achieves 700 km (WLTP) with a 82 kWh CTB pack. costs drop by simplifying and fastening, potentially reducing time by 30% per . However, these gains require empirical validation in diverse conditions; independent tests confirm improved handling but note variability based on cell chemistry, with LFP favored for puncture over nickel-based alternatives. Challenges include heightened repair complexity, as integrated cells necessitate full underbody disassembly for replacement, elevating service costs by 2-3 times compared to modular packs. Safety dependencies amplify risks if -level faults occur, demanding advanced monitoring like independent cooling loops and barriers to prevent spread—features absent in early designs could undermine structural claims. Scalability limits adoption to manufacturers with proprietary production, as off-the-shelf modules lack the uniformity for direct integration, and disruptions in raw materials like could exacerbate vulnerabilities. Ongoing developments focus on hybrid CTB-chassis (CTC) fusions for two-wheelers and trucks, but real-world data from 2024-2025 fleets indicates CTB's net benefits hinge on rigorous qualification, with failure rates under 0.1% in BYD's deployed units per manufacturer disclosures.

Cholera toxin B subunit

The cholera toxin B subunit (CTB) forms the non-toxic, receptor-binding portion of the AB5 secreted by toxigenic strains of . It assembles as a stable homopentamer of five identical 103-amino-acid polypeptides, each with a molecular mass of approximately 11.6 kDa following cleavage of the N-terminal , creating a symmetrical doughnut-shaped approximately 11 nm in diameter with a central pore. The pentameric assembly is stabilized by hydrogen bonds, salt bridges, and hydrophobic interactions among subunits, enabling high-affinity binding to host cell receptors without requiring the catalytic A subunit. In , CTB mediates the initial attachment of the holotoxin to the plasma membrane of intestinal epithelial cells by binding pentasialoganglioside receptors, which are enriched in glycosphingolipid-rich membrane domains. This multivalent interaction—up to five molecules per CTB pentamer—clusters receptors, induces local membrane curvature, and promotes retrograde vesicular trafficking from the plasma membrane through the Golgi apparatus to the . There, the A subunit unfolds, translocates to the via the Sec61 translocon, and exerts its ADP-ribosyltransferase activity on the Gsα subunit of heterotrimeric G proteins, causing persistent activation of , elevated cyclic AMP levels, protein kinase A-mediated phosphorylation of the chloride channel, and subsequent efflux of chloride ions followed by osmotic water loss—hallmarks of . Isolated CTB, lacking the A subunit, remains non-toxic but retains these trafficking properties, making it a tool for studying endocytic pathways and dynamics. Beyond its role in toxin delivery, CTB exhibits immunomodulatory effects independent of toxicity, including enhancement of and induction of both mucosal IgA and systemic IgG responses when fused to or co-administered with antigens. Recombinant CTB serves as a mucosal by upregulating maturation, production (e.g., IL-6, IL-10), and T-cell activation via GM1 binding and cross-linking of lipid rafts, without the enterotoxic effects of the full . In vaccine applications, it is incorporated into oral vaccines such as Dukoral, which combines killed whole-cell V. cholerae with recombinant CTB to elicit protective antitoxic and antibacterial immunity, demonstrating efficacy in preventing severe disease in clinical trials conducted in endemic areas. CTB fusions have also been explored for delivering antigens against pathogens like , , and , as well as for therapeutic targeting in autoimmune conditions such as through promotion of regulatory T-cell responses. Its production via recombinant systems in , , or enables scalable, non-toxic manufacturing for these purposes.

Comprehensive test ban

The (CTBT) prohibits all nuclear explosions by states parties, whether for military or peaceful purposes, in all environments including underground, atmosphere, underwater, and . Negotiations for the commenced in January 1994 within the in , building on earlier partial test ban efforts such as the 1963 Limited Test Ban Treaty, which restricted atmospheric, underwater, and space tests but permitted underground explosions. The text was adopted by the on September 10, 1996, and opened for signature on September 24, 1996, in , with the aim of constraining the qualitative improvement and development of nuclear weapons while contributing to nuclear non-proliferation and disarmament. As of October 2025, a global moratorium on nuclear testing has persisted since India's 1998 tests, though has conducted six declared nuclear tests between 2006 and 2017, underscoring enforcement challenges absent full . The treaty's core provisions include a complete ban on nuclear weapon test explosions, with allowances for peaceful nuclear explosions explicitly prohibited to close potential loopholes exploited in prior partial bans. It establishes a verification regime comprising the International Monitoring System (IMS), a global network of 321 monitoring stations and 16 laboratories using seismic, hydroacoustic, infrasound, and radionuclide detection technologies to identify suspicious events with yields as low as 1 kiloton or less under optimal conditions. Additional mechanisms include on-site inspections, triggered by request from 30 or more states parties upon evidence of a possible explosion, and a consultation and clarification process for resolving ambiguities. The IMS, over 90% operational as of 2025, has demonstrated efficacy by detecting and attributing events like North Korea's tests through data sharing with member states, though full implementation awaits treaty entry into force. Entry into force requires by all 44 states listed in Annex 2, deemed nuclear-capable under the 1996 Comprehensive Test Ban Treaty Organization criteria, 180 days after the last such . As of September 2025, 187 states have signed and 178 have ratified, but eight Annex 2 states—, , , , , , , and the —have not completed . The signed on September 24, 1996, but the rejected in October 1999 by a 51-48 vote, citing concerns over reliability for low-yield tests and the adequacy of maintaining stockpile confidence without testing. XIV conferences, including the 14th in September 2025, continue to urge holdout states toward , emphasizing the treaty's role in norm-building despite geopolitical tensions. Debates surrounding the CTBT center on its and strategic implications. Proponents argue the IMS provides robust, multi-faceted detection, with seismic networks capable of locating events to within kilometers and radionuclide sampling confirming origin, as evidenced in post-test analyses. Critics, including some U.S. analysts, contend that unverifiable sub-kiloton tests or advanced simulations by adversaries could evade detection, potentially allowing qualitative weapon improvements, and question whether computer-based —relying on non-explosive hydrodynamic tests, facilities, and supercomputing—can indefinitely certify reliability without full-yield data, as uncertainties in aging pits and refurbishments persist. The U.S. has assessed that stewardship has sustained confidence in existing stockpiles since 1992, but ongoing reviews highlight risks if proceeds without resolved doubts. Russia's 2023 revocation of intent further complicates prospects, reflecting mutual suspicions among powers.

Places

Cut Bank International Airport

Cut Bank International Airport (IATA: CTB, ICAO: KCTB, FAA LID: CTB) is a county-owned, public-use located approximately three miles southwest of Cut Bank, the county seat of . Situated at an elevation of 3,858 feet (1,176 meters) above mean , the facility spans 1,730 acres (700 hectares) and primarily serves private, business, and recreational aviation in northern . It functions as a key reliever without scheduled commercial passenger service, with the nearest major being , about 108 miles (174 kilometers) southeast. The is notable for providing 24-hour U.S. Customs and Border Protection (CBP) clearance services, making it the only such facility available around the clock in the region for aircraft arriving from abroad. The airport features two asphalt-paved runways: 5/23, measuring 5,300 feet (1,615 meters) by 75 feet (23 meters), oriented east-west with non-precision markings; and 14/32, also 5,300 feet long, oriented northwest-southeast. Both runways support operations for single- and multi-engine aircraft, including some larger types, with available services including 100 low-lead , Jet A , aircraft , and facilities. (FBO) services are provided on-site, and the airport accommodates transient parking, tie-downs, and de-icing when needed. CBP inspections for inbound flights are handled by pre-cleared officers, typically available seven days a week, though pilots must notify authorities at least two hours in advance for after-hours arrivals. Development began in 1930 when the site was selected on land leased—and later purchased—from Blackfeet Tribal members, initially operating as a private grass airstrip. The first commercial airline service commenced on June 1, 1941, with ' inaugural flight, drawing thousands of spectators as reported in local newspapers. During , the U.S. Army Air Forces took control, activating Cut Bank Army Airfield on November 11, 1942, as a satellite training base under Great Falls Army Air Base for operations; the first B-17 Flying Fortresses arrived on November 30, 1942, and the facility supported training until the military lease ended in 1948. Postwar, it reverted to civilian use, with a Modern-style constructed in 1949 to handle growing needs. Today, it continues as an economic asset for the community, hosting events like the annual Fun Weekend fly-in and supporting regional oil and gas industry traffic.

Canterbury (abbreviation in some contexts)

Canterbury, specifically the in New Zealand's , is occasionally abbreviated as CTB in niche contexts such as domestic and regional agricultural . This usage contrasts with more common abbreviations like "Cant" or full naming in general references. In New Zealand , the Canterbury representative —covering the , including —is consistently denoted as CTB across major domestic competitions. For example, in the 2024/25 season, fixtures appear as "CTB vs Firebirds," where Canterbury scored 68/10 and 483/10 in a lost by 19 runs on March 13, 2025. Similarly, Super Smash T20 matches list the team as CTB, such as a seven-wicket victory over an opponent on an unspecified date in the 2024/25 season, with Canterbury reaching 111/3. This abbreviation facilitates scorecards and match reporting on platforms covering New Zealand . In scientific literature on New Zealand farming, CTB denotes as a regional identifier in data analyses. A 2025 study on farm scenarios used CTB alongside other abbreviations like WKH (Waikato-High) to model and impacts, highlighting Canterbury's role in national averages for such metrics. This reflects specialized shorthand in empirical regional comparisons rather than widespread adoption. Such abbreviations lack standardization outside these domains, with general references preferring explicit naming due to Canterbury's prominence as New Zealand's second-largest region by population (approximately 660,000 as of recent estimates) and its historical significance in provincial governance since 1853.

Government and policy

Council Tax Benefit

Council Tax Benefit (CTB) was a means-tested welfare payment in England, Scotland, and Wales intended to reduce or eliminate council tax liability for low-income households liable for the tax. Introduced in 1993 alongside council tax itself under the Local Government Finance Act 1992, which replaced the Community Charge (poll tax), CTB provided rebates calculated based on household income, capital, and composition, with maximum support equivalent to 100% of the tax bill for those qualifying under income-related rules akin to Income Support. Local authorities administered CTB claims on behalf of , assessing eligibility through a national formula that tapered benefits as exceeded applicable amounts—typically reducing support by 20% of excess —and excluded those with exceeding £6,000 for working-age claimants or £16,000 for pensioners receiving Guarantee Credit. Claimants had to be responsible for the bill, reside in the property, and meet residency requirements, excluding full-time students, certain apprentices, and those under 18. In practice, around 5.5 million households received CTB in 2012-13, with average awards covering 80-90% of liabilities for recipients on means-tested benefits like . The benefit's structure emphasized need-based support, with automatic full rebates for those on core income-related benefits and adjustments for non-dependant adults' assumed contributions, aiming to mitigate the regressive elements of , which is banded by 1991 property values and disproportionately burdens lower-value homes. However, critics from fiscal analyses noted its high administrative costs—estimated at £300-400 million annually—and integration challenges with overlapping benefits like Housing Benefit. CTB was abolished on 1 April 2013 under provisions of the Welfare Reform Act 2012 and Localism Act 2011, replaced by devolved Reduction (CTR) or Support schemes administered by local councils with reduced central funding—initially a 10% cut for working-age support, totaling about £500 million less than prior CTB expenditure. Pensioner protections were retained nationally, preserving full rebates where income criteria were met, but working-age schemes varied by locality, with many imposing minimum 20% claimant contributions, flat-rate caps, or stricter taper rates, leading to estimated losses of £100-200 annually for 2-3 million affected households per independent evaluations. This localization shifted fiscal responsibility to councils, prompting some to increase precepts on taxpayers or tighten eligibility, while others retained generous schemes funded locally.

Código de Trânsito Brasileiro

The Código de Trânsito Brasileiro (CTB) constitutes the primary regulating land-based across Brazil's public roadways, encompassing vehicles, pedestrians, and other participants. Enacted as Law No. 9.503 on September 23, 1997, it establishes uniform norms to prioritize safety, fluidity, and environmental protection in operations. The law applies to all national and foreign vehicles, their owners, and drivers, defining as the utilization of roadways by individuals or vehicles, either individually or collectively, under shared responsibility among users, manufacturers, and public authorities. Structured into 12 titles, the CTB delineates the National Traffic System (SNT), coordinated by the National Traffic Council (CONTRAN) and the National Traffic Department (DENATRAN), which set regulatory standards, coordinate enforcement, and promote education. Key provisions mandate driver licensing via the Carteira Nacional de Habilitação (CNH), categorized by vehicle types and requiring medical and psychological evaluations; vehicle registration, inspection, and technical standards; adherence to signals, speed limits, and right-of-way rules; and prohibitions on driving under alcohol influence, with penalties escalating to criminal charges. Infractions are classified as light, medium, serious, or very serious, incurring fines from R$88.38 to R$293.47 (as of 2023 values, adjusted annually), point deductions on the CNH (up to 40 points before suspension post-2020 reforms), vehicle removal, or license suspension/cassation. Enforcement falls to federal, state, and municipal organs, including the Federal Highway (PRF) for highways, with appeals processed through administrative bodies like JARI and CETRAN. The CTB has undergone amendments to address evolving risks, such as Lei No. 14.071/2020, effective April 2021, which raised the suspension threshold to 40 points (50 for professional drivers), extended license validity to 10 years for those under 50, and introduced progressive fines for reckless . Earlier updates, like Lei No. 13.281/2016, refined penalty gradations and alcohol tolerances (zero for professionals). These changes aim to reduce fatalities— recorded over 30,000 annual traffic deaths pre-reforms—by enhancing deterrence without overly burdening compliant users, though enforcement inconsistencies persist in urban areas. The CTB emphasizes preventive education and infrastructure, requiring traffic schools for licensing and recurrent training for point-laden drivers, while prohibiting under 18 from driving. It integrates environmental mandates, such as emission controls and noise limits, and facilitates international reciprocity for foreign licenses. Despite advancements, data from the PRF indicate persistent challenges like speeding (contributing to 30% of fatal crashes) and non-use of restraints, underscoring the need for stricter compliance monitoring.

Other uses

Ceased to breathe (medical)

In medical documentation, CTB is an for "ceased to ," denoting the observed permanent halt in a patient's respiratory function, often as part of confirming cardiopulmonary arrest or . This term appears in hospital glossaries and clinical records to record the absence of spontaneous respirations, distinguishing it from reversible conditions like transient apnea. During pronouncement of death protocols, clinicians assess for absent breath sounds via and lack of chest rise, with "ceased to breathe" serving as a documented indicator alongside pulselessness and absent . In some inpatient systems, this status is explicitly tracked as a disposition equivalent to mortality, as evidenced in analyses of hospital data where "ceased to breathe" correlates with in-hospital fatalities. Unlike mechanical ventilation scenarios where breathing can be artificially maintained, CTB implies unassisted, irreversible cessation without intervention restoring function. The is employed in () and forensic contexts to note terminal , but it does not independently define , which requires integrated criteria such as confirmation or sustained per jurisdictional standards. Usage varies by institution, appearing in approved lists for efficiency in charting, though full phrasing is preferred in formal reports to avoid ambiguity with ongoing respiratory support. No standardized mandates CTB , but it aligns with empirical of vital absence in .

Catch the bus (suicide euphemism)

"Catch the bus," abbreviated as CTB, serves as a for within specific online communities focused on suicide ideation and methods. Participants use this phrase to describe their intent or plans to end their lives, often to circumvent on platforms that prohibit direct discussions of . The term appears prominently in forums such as , where members exchange information on suicide techniques under this coded language. The euphemism's metaphorical imagery evokes departing life akin to boarding a final , though its precise etymological origins remain undocumented in . Alternative interpretations within these groups occasionally equate CTB with "cease to breathe," reflecting a clinical from the . Usage has drawn scrutiny in investigations of online facilitation, with Canadian authorities linking the phrase to clusters of deaths associated with shared resources in these spaces as of 2023–2024. Such communities, while presenting as , have been characterized by advocates and coroners as promoting through detailed methodological exchanges veiled by terms like CTB.

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