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List of trains in the Netherlands

The following are current and former trains in the Netherlands.

Diesel locomotives

 * 600 Class: Traditional shunter used in the Netherlands & UK. They are still used at Crailoo (between Bussum and Hilversum) by Railpro.
 * V60D: Ex Czech Railways shunting locomotives.
 * V 100: Ex German locomotives operated by VolkerRail, Alstom, Rotterdam Rail Feeding and Captrain.
 * 700 Class: Vossloh G400B locomotives in use by Nederlandse Spoorwegen, Train Charter Services and Strukton.
 * 6400 Class: A locomotive used for both shunting and pulling trains by DB Cargo. Some are permitted to operate in Belgium (called "Vlaamse Reuzen") and some in Germany (called "Duitse Herders"). Many are sold abroad.
 * Class 66: European version of the UK Class 66 locomotives used by various freight companies.
 * Vossloh G1206: Locomotives used by a number of private freight and infrastructure companies.
 * Vossloh G2000 BB: Locomotives used by Lineas, Rotterdam Rail Feeding and Rail Force One.

Electric locomotives

 * 1200 Class: These locomotives are former NS locomotive; They are operated by Railexperts for charter trains.
 * 1600 Class and 1800 Class: These two types of locomotives are the same, the 1800 series got renumbered from 1600 after the partial privatisation of the NS. The 1600 are used by a number of freight companies. The 1800 were used by NS Reizigers. They are stil used by Railexperts and Rail Force One.
 * 1700 Class: This locomotive is very similar to the 1600/1800 in appearance but technically different. They were frequently used in combination with DD-AR/DDM until late 2019 and the Intercity between Amsterdam and Berlin until late 2023. Currently they are operated by Volkerrail, Strukton and Train Charter Services.
 * Plan mP (Motorpost): These are the trains formerly used to distribute mail. Currently they have various tasks such as measuring rails or locate gps.
 * 186 Class: Since 2008, 14 TRAXX F140 AC2 locomotives have been leased by NS from Alpha Trains for operations on the HSL-Zuid. They are painted yellow with blue. The locomotives are also used by many freight operators. The NS ordered 45 of these locomotives for use on high speed services; deliveries of these started in the Summer of 2014. The 186 is also used by a large number of freight companies.
 * 189 Class: Certain locomotives of DB Cargo Class 189 are operating primarily in the Netherlands, they are distinguished by large white contrast areas on the front sides (otherwise painted red). These are also used by many private freight operators.
 * Siemens Vectron: Certain locomotives of DB Cargo, Nederlandse Spoorwegen and other operators operating primarily in the Netherlands, being used for the NightJet and many freight services across the country.

Diesel multiple units

 * Lint 41 are DMUs used by Arriva. Used on the Zutphen – Hengelo – Oldenzaal and Almelo - Hardenberg services.
 * Stadler GTW are DMUs used by Arriva and Breng. They replaced the Wadlopers and Buffels. Arriva uses them in the north of the Netherlands on the diesel lines out of Groningen to Delfzijl, Rodeschool, Nieuwschans (and Leer) and Leeuwarden. They also operate out of Leeuwarden to Harlingen and Stavoren. Since 2012 Arriva also uses them on the Arnhem – Tiel, – Winterswijk, Winterswijk – Zutphen and Zutphen – Apeldoorn services. And since 2016 Arriva uses them on the Roermond – Venlo and Venlo – Nijmegen services. Breng uses these units between Arnhem and Doetinchem.

High-speed services

 * The ICE 3M is a Dutch-German high-speed train that runs between Amsterdam and Arnhem in the Netherlands, onto Frankfurt and Cologne in Germany and Basel in Switzerland. ICE trains require special high-speed tracks to run at high speeds, but can also run on normal tracks at normal speeds.
 * The Thalys PBA and Thalys PBKA are used for Thalys services to Paris and Lille. Thalys is a high-speed train network built around the high-speed line between Paris, Brussels and Amsterdam. This track is shared with Eurostar trains that go from Paris or Brussels to London via Lille and the Channel Tunnel and with French domestic TGV trains. The system uses two models of trains, the PBA and the PBKA, which both belong to the TGV (train à grande vitesse) family of high-speed trains built by Alstom in France, although they are not identical to domestic TGV sets. Beyond Brussels, the main cities Thalys trains reach are Antwerp, Rotterdam, Amsterdam, Liège, Aachen and Cologne. Trains to these destinations run partly on dedicated high-speed tracks and partly on regular tracks. Since the completion of Dutch high speed line (the HSL-Zuid) the Thalys travels from Amsterdam to Schiphol, to Rotterdam and via Breda to Antwerp in Belgium.
 * The British Rail Class 374 operated by Eurostar which began operating in the Netherlands on 4 April 2018. Eurostar is a high-speed railway service connecting London with Amsterdam, Avignon, Brussels, Lille, Lyon, Marseille, Paris and Rotterdam. All its trains traverse the Channel Tunnel between the United Kingdom and France, owned and operated separately by Getlink.

Intercity services
A scheduled modernisation of around 7 million euro will see the ICM fleet updated. The renovated ICM trains provide 13% more seats, have a new interior, a bathroom accessible by wheelchairs, airconditioning as well as upgrades to the engine and connection systems. The head doors are removed. Also, these (renovated) trains are the first trains in the NS fleet equipped with OBIS. OBIS provides a (free) WiFi-connection on board, along with in-train journey information provided through screens and (automated) vocal announcements through the trains speakers. This journey information provides the actual status, and thus, it is always up-to-date to the actual situation on its trips, and the stations it passes.
 * The Koploper (ICM) (Intercitymaterieel) is a 3- or 4-car multiple unit that when coupled with another one, allowed passengers to walk through (the name Koploper being a play on words – literally "head walker", but in actual use meaning "front runner"). NS decided to close the doors permanently on 31 October 2005 because the mechanism broke down too often.

 * The DDZ (Dubbeldekker zonering) (go to DUTCH page ) EMUs are converted from DDM-2/3 resembling the bilevel rail cars series DDM-1 from 1985 and operates in fixed formations of 4 or 6 coaches. All trains use an mDDM motorcar for traction, which resembles a DD-AR driving trailer but has electric motors and a single passenger deck on top; the level of this deck is higher than that of a regular single deck rail car, but lower than the upper deck of the other coaches.

 * The VIRM (Verlengd Interregiomaterieel), also called Regiorunner was partially rebuilt from trainsets DD-IRM (Dubbeldeks Interregiomaterieel). DD-IRM was delivered in 3- and 4-car trainsets. 3-car trainsets got one extra coach, 4-car trainsets got two extra coaches. Also, new 4- and 6-car trainsets were built. Thus, a train consists of one or more combinations of 4 or 6 double deck coaches; each combination (multiple unit) has electric motors. More than three hundred coaches are currently operative in the Netherlands.

 * The NS Intercity Nieuwe Generatie (Intercity New Generation, ICNG) is operated by NS as of 2023.

Local services

 * The PROTOS is a train which was built by Fahrzeugtechnik Dessau for the Valleiljn. There are 5 units of them in use with Keolis.
 * The Sprinter Lighttrain or SLT is a new (2007 onwards) 4 or 6 car unit, built partly to replace Mat '64 stock. There are 131 of them. They do not have a toilet. For this reason further orders have been cancelled. Building toilets into the existing trains had been considered during the building phase, but it was judged to be too expensive. At this moment toilets are being built in to these trains.
 * The electric Stadler GTW is operated by Arriva for services on electrified lines in South Limburg, together with the Stadler FLIRT. The other services of Arriva in Limburg are on non-electrified lines, and are operated by the diesel Stadler GTW. As of 9 December 2018, it's also operated by Qbuzz on the MerwedeLingeLijn between Dordrecht and Geldermalsen.
 * The Stadler FLIRT is operated by Arriva, Keolis Nederland, NS and NS R-Net
 * The Sprinter New Generation (Sprinter Nieuwe Generatie, SNG) is operated by NS since 9 December 2018, which is built by CAF Civity.

Coaches

 * The railroad cars ICRm (Intercity Rijtuig = intercity carriage) were rebuilt from ICR coaches and now operate as trainsets on the high-speed line with a locomotive Class186 at both ends.
 * Koninklijk rijtuig (Dutch for Royal Carriage): a modified ICR.

Steam locomotives

 * Arend: (Dutch for "eagle") was the first locomotive in the Netherlands and pulled the first train between Amsterdam and Haarlem in 1839.
 * Series 600: Formerly SS (Staats Spoorwegen) 255-260. Built 1866 by Beyer, Peacock & Company in Manchester. Originally built as 2-4-2 engines, but rebuilt as 0-4-2s to allow them to do shunting.
 * Series 700: A class of 2-4-0 passenger engines. This class was also built in 1866 by Beyer, Peacock & Company, and renumbered after HSM (Hollandische IJzeren Spoorweg Maatschappij) and SS began to cooperate. It is considered one of the most beautiful locomotive types in the Netherlands. It was taken out of service in 1933. Formerly SS 1II-5II, 9-78, and NBDS (Noord Brabant Duitse Spoorweg) 1-5.
 * Series 1300 ('Grote Groenen'): A class of 2-4-0 engines built by Beyer, Peacock & Company from 1880 to 1895. They were nicknamed 'Grote Groenen' or 'Big Green'. It was designed for fast passenger and mail service over the SS lines to Germany, which competed with the NBDS and the HSM. These locomotives could pull a 15-coach train at 50 mph (75 km/h), when well fueled, which was fast for the time.
 * Series 1500: was a series of high-speed train locomotives of the Dutch Railways (NS) and its predecessors Maatschappij tot Exploitatie van Staatsspoorwegen (SS) and Nederlandsche Centraal-Spoorweg-Maatschappij (NCS).
 * Series 1600 ('Rhijnboog'): A class of 4-4-0 engines built by Sharp Stewart from 1889 to 1903. These were the first engines in the Netherlands to use bogies, and were nicknamed 'Rhijnboog' or 'Rhine Arch'. When the SS took over the NRS (Nederlandse Rhijn Spoorweg), this class was split between the SS and the HSM. The SS sold their locomotives to the HSM because their turntables were too short. Formerly NRS 101-109, or later HSM 350-408.
 * Series 1700 ('Overkoker'): A larger class of 4-4-0 engines built to pull the fast passenger services, which continued to increase in weight. These locomotives were nicknamed 'Overkoker', or 'Boil Over'. Formerly SS 801-935.
 * Series 2000: The first 4-4-2 (Atlantic) engines in the country, built by Beyer, Peacock & Company in 1900. This class was designed to pull the increasingly heavy mail trains from Vlissingen to Boxtel. Formerly SS 995-999.
 * Series 2100: A class of 4-4-0 passenger trains built by Schwartzkopff between 1914 and 1920. At the time this class was built, the SS had recently bought a class of 4-6-0s (SS 700s/NS 3700s), and the HSM didn't want to stay behind. They had to use 4-4-0s due to the length of the turntables, however. Formerly HSM 501-535.
 * Series 2800: These were the first 0-6-0 freight engines on the NRS. They were built by Beyer, Peacock & Company from 1865 to 1881. After the NRS was bought out, the engines were divided between the HSM and the SS. By the time the NS was formed, only the SS engines came into service.
 * Series 2900 ('Driemaster'): A class of 0-6-0 freight engines built by Beyer, Peacock & Company between 1865 and 1878. They were nicknamed 'Driemaster' or 'Three-master', as they were the first six-coupled freight engines built in the country. Originally owned by the SS.
 * Series 3200 ('Kamer en suite'): A class of 0-6-0s designed for goods trains, built by Sharp Stewart and Werkspoor between 1895 and 1907. They quickly became the standard class for such work, and were nicknamed 'Kamer en suite'/'Room en suite', possibly due to their large cabs. Formerly HSM 601-647.
 * Series 3300: Following the freight locomotives HSM 601-647 with three coupled axles from the years 1895-1907 the HSM ordered at Werkspoor about fifteen similar freight locomotives, now with superheater. These were delivered in the years 1912 (HSM 671-675), 1914 (HSM 676-680) and 1915 (HSM 681-685). The locomotives were excellent.
 * Series 3500: In 1907, the NBDS was the first railway company in the Netherlands to order express train locomotives with the axle layout 2'C, which were delivered by Beyer, Peacock & Company in 1908 and were put into service with the numbers 30-35. The larger companies Nederlandsche Centraal-Spoorweg-Maatschappij (NCS) and SS only arrived two years later with such express train locomotives, the NCS 71-78, later NS 3600 and SS 700, later NS 3700.
 * Series 3700 ('Jumbo'): The NS 3700 series was a series of 120 4-6-0 (2'C) express steam locomotives from the Dutch Railways. Ordered by the SS and later also the NS. The locomotive were built by Beyer, Peacock and Company, Werkspoor, Henschel & Sohn, Hanomag and Schwartzkopff between 1910 and 1928.
 * Series 3900 ('Grote Jumbo'): The NS 3900 series was a series of express train steam locomotives from the Dutch Railways. At the end of the 1920s, the Dutch Railways needed an express train locomotive that was stronger than the 3700 series, because more and more wooden passenger cars were replaced by steel. In the meantime the axle load could also be increased from 16 tons to 18 tons. This resulted in a design that looked at both series 3600 and 3700, so with an axis division of 2 °C. The 3900 series was given the rod or bar frame of the 3600, but in terms of the design of the boiler, cylinders and operator's house, it appeared to be an enlarged 3700, but with a more powerful boiler and cylinders with a diameter of 420 mm instead of 400 mm. With this, both the pulling power and the power increased by about 15 percent. The same boiler would later be used in the tender locomotive 6300. The tender was roughly the same as that of the 3600 series and the later-built 4-axle tenders of the 3700 series. The series was able to quickly carry the heaviest passenger trains at a speed of 100 km/h. The manufacturer, the German factory Henschel & Sohn, delivered the locomotives in two series in 1929 and 1930. The first series of 22 locomotives from 1929 (3901-3922) was initially not equipped with wind deflectors to prevent the wind from blowing the smoke. The chimney would blow into the operator's view. These were applied in 1930. The second series of ten locomotives (3923-3932) was supplied with wind deflectors immediately upon delivery.
 * Series 4000: The NS 4000 series was a series of fast train steam locomotives in service with the Dutch Railways from 1945 to 1956.
 * Series 4300 (II) ('Kleine Jeep' / 'Dakota') (ex-WD Austerity 2-8-0)
 * Series 4500-4600:In 1914 the NBDS ordered four freight locomotives at Hohenzollern in Düsseldorf-Grafenberg with the intended numbers 118-121. Due to the outbreak of World War I in 1915, delivery was delayed. It was not until 1917 that the 118 was delivered, followed by the 119 in 1918. In 1919 the NBDS merged into the SS, where the locomotives 118 and 119 received the SS numbers 1301 and 1302. The locomotives delivered in 1920 came directly into service with the SS numbers 1303 and 1304.
 * Series 4700 ('Kerstboom'): Already in World War II, the Dutch government ordered 50 steam locomotives in London at the Swedish factory Nydqvist & Holm AB (NOHAB) in Trollhättan to quickly bring the fleet of locomotives greatly reduced by warfare. To save time, they opted for existing models of typically Swedish locomotives. This involved 15 express train locomotives with the axle layout 2'C and 35 freight locomotives with the axle layout D. The express train locomotives were divided into the NS 4000 series and the freight locomotives in the NS 4700 series.
 * Series 5000
 * Series 5000 (II) ('Grote Jeep') (ex-WD Austerity 2-10-0)
 *  ('Bok')
 * Series 6100
 * Series 6200
 * Series 6300
 * Series 6500
 * Series 6700
 * Series 6800
 * Series 6900
 * Series 7100: Ten 2-4-2T locomotives (numbered 7101–10), ex Noord-Friesche Locaalspoorweg-Maatschappij and Hollandsche IJzeren Spoorweg-Maatschappij.
 * Series 8600 ('De Turken')
 * Series 8800 ('Hunslet') (ex-WD Austerity 0-6-0ST)
 * Series 9500
 * Series 9600

Diesel locomotives

 * 100 Class: The "oersik" was designed by the NS Service of Rolling Stock and Workshops and built by Berliner Machinenbau A.G. Due to the broad and low mounted footboards the enginedriver could easily mount and dismount.
 * 200 Class: "Sik". A light shunting locomotive. Some Sikken had a crane.
 * 400 Class: "Grote Sik" locomotives were not in service for long as they were too light for steadily increasing weight of the shunting duties. They were built after War by Werkspoor
 * 500 Class and 600 Class: nicknamed "Hippel" or "Bakkie". These are shunting locomotive currently not in use with the NS any more although a few have been sold to other companies.
 * Series 700
 *  NS Class 2000: These locomotives were bought from the American Army after World War 2 and came into service as series 600. 20 locomotives were in use, some of them were reserve. After a few years the American engines were replaced by Werkspoor-Engines due to a lack of spareparts. The series was then renumbered to 2000. Between 1958 and 1960 most were scrapped.
 * 2200 Class: Widely used diesel locomotive. Built by two consortiums in the Netherlands and France, based on the Baldwin VO-1000 design. Later some were used in Belgium for the construction of the high-speed connection between Netherlands and Belgium.
 * 2400 Class: Widely used diesel locomotive. Later some were used in France for the construction of the high-speed lines. A special version of this locomotive exists called "De Bisschop" (2530). This diesel loc has, as experiment, a higher constructed cab. Because of the purple colour it is nicknamed "The Bishop".
 * 2600 Class: The NS series 2600 "Beel" diesel locomotives were mainly used on the line Eindhoven – Venlo and later on Nijmegen – Roermond as well. These locomotives were plagued by failures, which led to using them in couples. In case of failure of the first the second could take over. Their nickname "Beel" was given because the high front of them resembled the then Dutch minister Beel. After being in service for only 5 years they were demolished. They were built by Werkspoor in Utrecht in 1958.
 * 2800 Class: "Kreupele Marie" (Dutch for "Crippled Marie"). This prototype diesel locomotive, no. 2801, was designed by Matériel de Traction Diesel Electrique (MTDE). This firm was established by the Dutch Werkspoor and French Schneiderworks with the purpose of designing and building standardised diesel lokomotives. In 1962 the prototype came into NS service and was well known for its defects; hence it was given its nickname. Therefore, this elegant locomotive was not long in service either. It was withdrawn in 1970. It was built by Werkspoor in Utrecht in 1962.
 * 2900 Class: This diesel locomotive was purchased by NS from the Statemines (series 151-155) for "Spoorslag '70". They were not long in service with NS, after a few years they were sold to the FEVE in Spain.
 * 6700 Class: Former Belgian locomotive bought by ACTS.

Electric locomotives

 * 1000 Class: Based on a Swiss locomotive. One is still in existence in the National Rail Museum in Utrecht, the Nederlands Spoorwegmuseum.
 * 1100 Class: Based on the French Class BB 8100 locomotives. After a serious accident, the locomotives were equipped with a new nose.
 * Benelux 1100 Class: These are Belgian locomotives that were used for the Benelux push-pull trains in combination with ICR carriages.
 * 1300 Class: Based on the French Class CC 7100 locomotives. This six axles locomotives were mainly used for freight trains.
 * 1500 Class: These are former British Rail Class 77 locomotives. The seven locomotives were purchased to relieve a shortage of locomotives in 1969. Locomotive no. 1501 is preserved in the Dutch Railway Museum; with 1502 & 1505 preserved in the UK.

Diesel multiple units

 * Mat '34: The very first series of streamlined multiple units of the NS were designed by Beijnes of Haarlem and were called the Mat '34, also nicknamed "Diesel Three". The streamlined form was developed during numerous trials at the Zeppelin Luftschiffahrt Gesellschaft in Friedrichshafen. The maximum speed was 140 km/h.
 * DE-5: The NS dieselelectric five-car unit series DE 5 was built for fast-train services and foreign services. For this purpose they had large fueltanks sufficient for about 2000 km. The war, however, made these services impossible. In 1940 during a trialrun a speed of 172 km/h was reached. They were built by Werkspoor in Utrecht, Beijnes in Haarlem and Allan in Rotterdam; Brown Boveri from Switzerland provided the electric equipment and Maybach supplied the diesel engines.
 * DE1: Nicknamed "Blauwe Engel" (Dutch for "Blue Angel"): A DMU consisting of one coach.
 * DE2: A DMU consisting of 2 coaches. It was very similar to the DE 1
 * DE3 or Plan U: Nicknamed "Rooie Duivel" (Dutch for "Red Devil") because of its original red livery this was a diesel electric multiple unit consisting of three coaches. The design was rather similar to the Mat '64 EMU (electric multiple unit). Some units were sold to Slovakia.
 * DE4 or DE-IV: The NS DE-IV TEE 1001–1003 and SBB RAm 501–502 TEE DMUs were used for international Trans Europ Express (TEE) service.
 * NS DE-20: nicknamed "De Kameel" (Dutch for "The Camel"). Originally it was in service as DMU for the board of directors, later it was for hire. Currently it is in the national railroad museum.
 * DH1 and DH2: Nicknamed "Wadlopers" these are a diesel hydraulic multiple unit, operated in the North of the Netherlands by Arriva. There are two versions, one with two coaches, the other with one coach. One of the Wadlopers is re-painted in green, most remained yellow. These trains were used by Veolia on the 'Maaslijn' Nijmegen-Roermond. After their replacement by new trains the Wadlopers were decommissioned. The majority of the wadloper-fleet was sold to Poland, Argentina and Uruguay.
 * omBC 2900: A DMU that was used in 1901–1903
 * Buffel (DM'90) were the last diesel trains still operated by NS. They were evidently used on the secondary diesel lines, namely Zwolle – Enschede and Zwolle – Kampen. As of 11 December 2017 their services were replaced by electric Stadler FLIRT's after the electrification of those railway lines. One unit (3426) has become a museum train.

Electric multiple units

 * Mat '24: In 1924, two prototype EMUs were delivered to NS, one by Werkspoor and the other by Beijnes. Both had the train composition mBD+Bec+Aec+Cec+mC. The Cecs were built by Hawa in Hanover. The Mat '24, nicknamed 'Blokkendoos', were especially for the services on the Old Line Amsterdam–Rotterdam which was electrified with 1500 V DC in this period. The third mBD5 was already delivered in 1924. Mat '24 series was built between 1923 and 1932.
 * Mat '35: The first streamlined electric multiple units of NS Mat '35. They were nicknamed 'Hoek van Hollanders' because they were used between Rotterdam and Hook of Holland. Eight units were built: 4 with and 4 without luggage-section. They were built by Werkspoor, Beijnes en Allan and consisted of 2 coaches.
 * Mat '36: This is practically the same as the Mat '35 EMU. They were built by Werkspoor in 1937–8. Versions existed consisting of two, three or four coaches.
 * Mat '40: The two- and five-car version of Mat '40 "Gooimaterieel" so-called because the planned deployment on Amsterdam–Amersfoort although they hardly ever used on this line. There were designed for speeds up to 160 km/h and built by Beijnes in Haarlem and Werkspoor in Utrecht between 1942 and 1944. This series was very similar to the Mat '35 series as well.
 * Mat '46: The NS Mat '46s were ordered to compensate for war-lost EMUs. This series had some differences compared to its predecessors: a convergent shaped front and sliding doors in the luggagecompartment. There are versions consisting of two and four coaches. From a technical viewpoint a four-car EMU consists of two two-car EMUs. They were built by Allan, Beijnes and Werkspoor between 1949 and 1952.
 * Mat '54: NS Mat '54 "Hondekop" (Dognose) series was extremely solidly constructed, resulting in a heavy weight. The running characteristics are very good, the trains sticks to the rails as if it is made of concrete. Calculating weight per seat (888 kg), Mat '54 is the heaviest of its kind ever built in Europe. From the beginning, much attention was paid to the workplace of the driver. The series were built by Allan of Rotterdam between 1956 and 1958. Two versions existed, consisting of two, or four coaches.  To modernise the Benelux-service (Amsterdam–Brussels) and the finishing of the electrification between Roosendaal and Essen, 12 EMU were built that these EMU  run in multiple unit with existing EMUs. The EMU can run under 1500 V DC and 3000 V DC. In cooperation with the NMBS the following was decided: mechanically of the same construction as the NS Mat '54 and the electrical installation would be a Belgian one. On the ABk is the 1500 V DC pantograph, on the BDk the 3000 V DC one.
 * SM'90 (Stoptreinmaterieel 90): The SM'90 EMUs (railhopper) ran on the line Zwolle – Emmen. Only 9 prototype trainsets were built as the intended successor to Mat '64. Due to engine and airco failing and an increase in the number of passengers, NS chose to buy more DDM coaches. In the early years of their service, the trainsets were ridden with trouble. All 9 trainsets have been taken out of service in December 2005 and were demolished.
 * Mat'64: Plan TT (build 1960), Plan T (build 1964-1965) And the recently taken out of service Plan V (build 1966 - 1976). Build by Werkspoor in Utrecht and later by Talbot in Aachen, these trains were used primarily as stoptrains, although they could were also used as intercity's sometimes. They were unofficially called Apekop or monkeyhead because of its characteristic nose at the front and rear. These EMU's were very solid, and proved to be essential during the harsh winters when newer trains could not be used effectively. MAT'64 was slowly replaced by the Sprinter Lighttrain from the late 2000s onwards. The last Plan T was taken out of service in July 2010 and the last plan V was taken out of service on 4 April 2015. Several units have been saved from becoming scrap. One unit is now owned by the national railway museum in Utrecht.
 * The V250 was a high-speed train operated as Fyra used for high-speed services. This train served the cities Amsterdam in the Netherlands and Brussels in Belgium or vice versa and serves as their terminus and the cities of Rotterdam and Breda along their routes. Today, all units are now sent back to Italy.(See parent page for details)
 * The Sprinter (SGM, Stads Gewestelijk Materieel) is a two or three car EMU, used on small distances. They are named Sprinter because they're able to accelerate and brake quite fast, making them very suitable for 'sprinter' services. They were also specifically designed for urban environments where they run commuter services. As a result, they are most commonly found in the Randstad area. The initial idea was that the Sprinter would provide somewhat of a subway/metro service but this plan failed as the cities of Amsterdam and Rotterdam continued to construct their own rapid transit systems. Nevertheless, in the densely populated Randstad, the Sprinters remain popular. Two car versions were revised and renamed to Citypendel. All Sprinters are now refurbished into the new white/yellow/dark blue livery. They were retired in 2021.

Coaches
These are other former carriages that have been operating in the Netherlands.
 * HSM C:The series C11 701-799, 1501-1535 was a series of 135 wooden third-class compartment cars. The coaches were built on behalf of the Hollandsche IJzeren Spoorweg-Maatschappij (HSM) and were transferred to the Dutch Railways at the merger in 1921. The last carriages of this series served until 1956.
 * "Ovalenramen Rijtuig":The ovaleramen rijtuigen (oval window-coaches) were three series of carriages, built between 1928 and 1931 for the Dutch Railways. The first delivery consisted of nine coaches with first and second class (AB 7201-7209) and six coaches with third class (C 7201-7206) in 1928. In 1930 a follow-up order of another twelve carriages with first and second class (AB) followed. 7210-7221), which was delivered in 1930 and 1931. These carriages deviated from the earlier carriages in a number of small points.
 * Stalen Couper Rijtuig:The steel compartment carriages were a series of a total of 85 carriages that entered service with the Dutch Railways in the early 1930s. Only third-class coaches of this type have been built so that they always join other coaches. Originally these wagons drove together with first / second class coaches D-train carriages.
 * Stalen P or "Steel P": The steel postal coaches, also known by the nickname Steel Post or Steel P, is a former series of postal carriages of the Dutch Railways. These coaches were used in international trains from 1931 to 1964.
 * Stalen D-treinrijtuigen:The steel D-train carriages were a series of carriages for mainly international rail connections. The carriages were built by Werkspoor for the Dutch Railways in the early 1930s. The carriages were characterized by a partial first and partial second class.
 * Bolkoprijtuig:The chariot props were a series of railway carriages that were built between 1935 and 1958 for the Dutch Railways. There are four series to distinguish: the pre-war coaches, and the post-war Plan D, Plan C and Plan K.
 * Stroomlijnpostrijtuig: For postal transport in Dutch trains, in the thirties, forties and fifties the stream line cars, type Pec [1], were built. These postal carriages were intended to be coupled with multiple units, and were therefore equipped with automatic couplings. They were owned by the state-owned PTT, but participated in the NS trains, which also took care of the maintenance.
 * Plan C: Plan C was a collective order. In addition to the towing vehicles P 7911-7920 described here, the streamline coaches Pec 922-936 were also part of this. The order also included 50 trainsets Mat '46: 221-240 and 270-299. Plan C was a series of 10 postal cars from the PTT, derived from the Plan D carriages of the Dutch Railways. The postal cars were delivered in 1952 and decommissioned in 1979.
 * Plan K: Plan K is a carriage series that was used by the Dutch Railways between 1957 and 1984.
 * Stalen D: is the type designation for a series of drawn carriages that were used by the Dutch Railways between 1950 and 1987 for the transportation of luggage.
 * Plan E: is a series of 196 steel coaches for long haul trains, ordered by NS by Werkspoor and Beijnes in 1954, to replace wooden carriages in the domestic service.
 * Plan L: In 1958, NS ordered from Werkspoor 13 station wagons Plan L as an addition to and largely similar to the previously delivered postal carriages Plan E.
 * Plan N: In 1958 Werkspoor in Utrecht delivered 25 couchettes to a new design. The construction of the heavy roundabout cars with their eight-tonne bogies was stopped and replaced by a new generation of carriages with a lighter building construction and ditto bogies. They were known as Plan N. The carriages were put into service in the familiar blue colors and were assigned the series Bc10 7001-7025.
 * Plan O: Plan O is the designation for a never-built series of cars of the Dutch Railways (NS). The AB coach was designed for NS in 1957 by W. de Steur of Allan & Co. They fell through their windows with rounded sides, this was due to the construction with diagonal beams that offered more strength without significantly increasing the weight. Werkspoor also created a more classic design and in 1958 produced two test bogies that temporarily ended up under carriage Bc10 7025 of Plan N. The design of these two test bogies is very similar to the later (running) bogies for the equipment of the Plans U, T, V and W.
 * Plan W: second class coaches similar to the German Silberlinge coaches.
 * K4:K4 was the name for a series of 84 coaches of the Belgian railways. The carriages were bought in 1994 from the French national railway company SNCF to be used in rush-hour trains in Belgium. Between 2000 and 2002, carriages of this series were used in Intercity trains of the Dutch Railways.
 * M2:The M2 railway carriages of the NMBS consisted of a series of carriages for domestic traffic which operated in the Netherlands from 1954. The coaches were built in different variants from 1954, totaling 620 copies. After the influx of the diesel trainsets MW41 the last carriages were removed.
 * Other Carriages:
 * IC+: The coaches for the IC+, a short-lived experimental train with more facilities, were converted from normal coaches ICR. The coaches were rebuilt to standard coaches ICRm during the revision of ICR.
 * Bcm: A couchette.
 * ICL: (Inter City Leased) These wagons are leased from the DB, they are now placed aside on emplacement Dijkgracht in Amsterdam, waiting to be delivered back to the DB.
 * AVMZ:formerly Avmz 111, was converted as a type of intercity coach of the Dutch Railways. They are ten first-class coaches that were built by various manufacturers from 1962 onwards for use in international trains.
 * ICK: ("InterCity Korte termijn") These are former German cars that were bought to relieve the shortage of material NSR suffered from.
 * The DD-AR (Dubbeldeksaggloregiomaterieel) EMUs were delivered as DDM-2/3 resembling the bilevel rail cars series DDM-1 from 1985 and operates in fixed formations of 3 or 4 coaches. Four car trains use a class 1700 locomotive for traction, three car trains use an mDDM motorcar, which resembles a DD-AR driving trailer but has electric motors and a single passenger deck on top; the level of this deck is higher than that of a regular single deck rail car, but lower than the upper deck of the other coaches. Three types of coaches are available: Bv (second class), ABv (first and second class) and Bvk (second class driving trailer). The DDM-2/3 series are being modernised from 2010–2013 and after modernisation the series was renamed as NID (Nieuwe Intercity Dubbeldekker).
 * DDM-1: The first series of the DDM, DDM-1, was operated in fixed formations of 6 coaches, using an 1800 class locomotive for traction. The other part of the DDM series, DDM-2/3, will be modernized during 2010-2013 and after modernization will be renamed as DDZ. DDM-1 was withdrawn in September 2010 but reactivated in January 2011, due to a lack of trains, caused by harsh winter conditions.

Configuration of seats
Usually in 2nd class there are 2+2 seats in the width of the train, sometimes 4 with the corridor on the side; Veolia had 3+2.

Toilet
Trains without a toilet:
 * Spurt GTW2/8 and GTW2/6 in Achterhoek/Rivierenland operated by Arriva
 * Spurt GTW2/8 and GTW2/6 on the Merwede-Lingelijn, operated by Qbuzz

In 2011 Nederlandse Spoorwegen announced that in the case of an incident causing a long stop of a train without a toilet and without the possibility of passengers leaving the train, NS will supply disposable bags, and allow the passengers entrance to the unused driver cabin.

title: List of trains in the Netherlands


text:
Christian Thomasius

Christian Thomasius (1 January 1655 – 23 September 1728) was a German jurist and philosopher.

Biography
He was born in Leipzig and was educated by his father, Jakob Thomasius (1622–1684), at that time a junior lecturer in Leipzig University (later dean and rector, as well as head master of Thomasschule zu Leipzig). Through his father's lectures, Christian came under the influence of the political philosophy of Hugo Grotius and Samuel Pufendorf, and continued the study of law at the University of Frankfurt (Oder) in 1675, completing his doctorate in 1679. In 1680, he married Anna Christine Heyland and started a legal practice in Leipzig; the following year he began teaching at the university’s law school as well. In 1684 he became professor of natural law, soon attracting attention by his abilities, and particularly by his attack on traditional prejudices, in theology and jurisprudence. In 1685 he published a provocative dissertation, De crimine bigamiae (The crime of bigamy), in which he argued that bigamy is permissible under natural law.

In 1687 he made the daring innovation of lecturing in German instead of Latin and gave a lecture on the topic "How One Should Emulate the French Way of Life," referring to the French use of their native language not only in everyday life but in scholarship as well; according to scholar Klaus Luig, this event marks the real beginning of the Enlightenment in Germany. In the following year he began publishing a monthly periodical (Scherzhafte und ernsthafte, vernüftige [sic] und einfältige Gedanken über allerhand lustige und nutzliche Bücher und Fragen) in which he ridiculed the pedantic weaknesses of the learned, taking the side of the Pietists in their controversy with the orthodox, and defending mixed marriages of Lutherans and Calvinists; he also published a volume on natural law which emphasized natural reason and a paper defending marriage between Lutherans and members of the Reformed church.

In consequence of these and other views, on 10 May 1690 he was denounced from the pulpits, forbidden to lecture or to write, and his arrest was ordered. He escaped by going to Berlin, and the elector Frederick III offered him a refuge in Halle, with a salary of 500 thaler and permission to lecture. He helped found the University of Halle (1694), where he became second and then first professor of law and (in 1710) rector of the university. He was one of the most esteemed university teachers and influential writers of his day, and in 1709 he was appointed to the privy council.

Though not a profound philosophical thinker, Thomasius prepared the way for great reforms in philosophy, as well as in law, literature, social life and theology. It was his mission to introduce a rational, common-sense point of view, and to bring the divine and human sciences to bear on the everyday world. He thus created an epoch in German literature, philosophy and law, and, along with Spittler, began the modern period of ecclesiastical history. One of the aims of his life was to free politics and jurisprudence from the control of theology. He fought bravely and consistently for freedom of thought and speech on religious matters and mediated between the academic and the public sphere. In this regard, he shared much in common with his disciple Gabriel Wagner, who subsequently objected to Thomasius' religious metaphysical beliefs. In law, he tried to prove that the rules of Roman law, which contradicted his own principles of natural law, had never actually been accepted and were therefore invalid; he also tried to legitimize his own principles by showing them to be common law built on Germanic foundations. In this way he contributed to the creation of scholarship of private law separate from that of Roman law.

Thomasius is often spoken of in German works as the author of the "territorial system," or Erastian theory of ecclesiastical government; but he taught that the state may interfere with legal or public duties only, and not with moral or private ones. He would not have even atheists punished, though they should be expelled from the country, and he came forward as an earnest opponent of the prosecution of witches and of the use of torture. In theology he was not a naturalist or a deist, but a believer in the necessity of revealed religion for salvation. He came strongly under the influence of the pietists, particularly of Spener, and there was a mystic vein in his thought; but other elements of his nature were too powerful to allow him to attach himself wholly to that party.

He died in Halle in 1728.

Thomasius's most popular and influential German publications were his periodical already referred to (1688–1689); Einleitung zur Vernunftlehre (1691, 5th ed. 1719); Vernünflige Gedanken über allerhand auserlesene und juristische Handel (1720–1721); Historie der Weisheit und Torheit (3 vols., 1693); Kurze Lehrsätze van dem Laster der Zauberei mit dem Hexenprozess (1704); Weitere Erläuterungen der neueren Wissenschaft anderer Gedanken kennen zu lernen (1711). He expressed his pedagogical principles in two main Latin works, Institutiones iurisprudentiae divinae (Institutes of Divine Jurisprudence, 1688), based on a lecture on Pufendorf’s natural law, and Fundamenta juris naturae et gentium (Foundations of the Law of Nature and Nations, 1705).

Works in English translation

 * Essays on Church, State, and Politics, edited, translated, and with and introduction by Ian Hunter, Thomas Ahnert, and Frank Grunert, Indianapolis: Liberty Fund, 2007.
 * Institutes of Divine Jurisprudence: With Selections from Foundations of the law of Nature and Nations, edited, translated, and with an introduction by Thomas Ahnert, Indianapolis: Liberty Fund, 2011.

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Christian Thomasius


text:
Samuel von Pufendorf

Samuel Freiherr von Pufendorf (8 January 1632 – 26 October 1694) was a German jurist, political philosopher, economist and historian. He was born Samuel Pufendorf and ennobled in 1694; he was made a baron by Charles XI of Sweden a few months before his death at age 62. Among his achievements are his commentaries and revisions of the natural law theories of Thomas Hobbes and Hugo Grotius.

His political concepts are part of the cultural background of the American Revolution. Pufendorf is seen as an important precursor of Enlightenment in Germany. He was involved in constant quarrels with clerical circles and frequently had to defend himself against accusations of heresy, despite holding largely traditional Christian views on matters of dogma and doctrine.

Early life
He was born at Dorfchemnitz in the Electorate of Saxony. His father Esaias Elias Pufendorf from Glauchau was a Lutheran pastor, and Samuel Pufendorf himself was destined for the ministry.

Educated at the Fürstenschule at Grimma, he was sent to study theology at the University of Leipzig. The narrow and dogmatic teaching was repugnant to Pufendorf, and he soon abandoned it for the study of public law.

Leaving Leipzig altogether, Pufendorf relocated to University of Jena, where he formed an intimate friendship with Erhard Weigel, the mathematician, whose influence helped to develop his remarkable independence of character. Under the influence of Weigel, he started to read Hugo Grotius, Thomas Hobbes and René Descartes.

Pufendorf left Jena in 1658 as Magister and became a tutor in the family of Peter Julius Coyet, one of the resident ministers of King Charles X Gustav of Sweden, at Copenhagen with the help of his brother Esaias von Pufendorf, a diplomat in the Swedish service.

At this time, Charles was endeavoring to impose an unwanted alliance on Denmark. In the middle of the negotiations he opened hostilities and the Danes turned with anger against his envoys. Coyet succeeded in escaping, but the second minister, Steno Bielke, and the rest of the staff were arrested and thrown into prison. Pufendorf shared this misfortune, and was held in captivity for eight months. He occupied himself in meditating upon what he had read in the works of Hugo Grotius and Thomas Hobbes, and mentally constructed a system of universal law. At the end of his captivity, he accompanied his pupils, the sons of Coyet, to the University of Leiden.

Career as author
At Leiden, he was permitted to publish, in 1660, the fruits of his reflections under the title of Elementa jurisprudentiae universalis libri duo ("Elements of Universal Jurisprudence: Two Books"). The work was dedicated to Charles Louis, elector palatine, who created for Pufendorf a new chair at the University of Heidelberg, that of the law of nature and nations. This professorship was first of its kind in the world. Pufendorf married Katharina Elisabeth von Palthen, the widow of a colleague, in 1665.

In 1667 he wrote, with the assent of the elector palatine, a tract De statu imperii germanici liber unus ("On the Present State of the German Empire: One Book"). Published under the cover of a pseudonym at Geneva in 1667, it was supposed to be addressed by a gentleman of Verona, Severinus de Monzambano, to his brother Laelius. The pamphlet caused a sensation. Its author directly challenged the organization of the Holy Roman Empire, denounced in the strongest terms the faults of the house of Austria, and attacked with vigour the politics of the ecclesiastical princes. Before Pufendorf, Bogislaw Philipp von Chemnitz, publicist and soldier, had written, under the pseudonym of "Hippolytus a Lapide", De ratione status in imperio nostro romano-germanico ("On The Reason of the Present State in Our Holy Roman Empire"). Inimical, like Pufendorf, to the Austrian House of Habsburg, Chemnitz had gone so far as to make an appeal to France and Sweden. Pufendorf, on the contrary, rejected all idea of foreign intervention, and advocated that of national initiative.

When Pufendorf went on to criticise a new tax on official documents, he did not get the chair of law and had to leave Heidelberg in 1668. Chances for advancement were few in a Germany that still suffered from the ravages of the Thirty Years' War (1618-1648), so Pufendorf went to Sweden where that year he was called to the University of Lund. His sojourn there was fruitful.

In 1672 appeared De jure naturae et gentium libri octo ("On The Law of Nature and of Nations: Eight Books") and of, and in 1673 a résumé of it under the title De officio hominis et civis iuxta legem naturalem ("On the Duty of Man and Citizen, according to Natural Law"), which, among other topics, gave his analysis of just war theory. In De jure naturae et gentium Pufendorf took up in great measure the theories of Grotius and sought to complete them by means of the doctrines of Hobbes and of his own ideas on jus gentium ("Law of Man"). His first important point was that natural law does not extend beyond the limits of this life and that it confines itself to regulating external acts. He disputed Hobbes's conception of the state of nature and concluded that the state of nature is not one of war but of peace. But this peace is feeble and insecure, and if something else does not come to its aid it can do very little for the preservation of mankind.

As regards public law Pufendorf, while recognizing in the state (civitas) a moral person (persona moralis), teaches that the will of the state is but the sum of the individual wills that constitute it, and that this association explains the state. In this a priori conception, in which he scarcely gives proof of historical insight, he shows himself as one of the precursors of Rousseau and of the Contrat social. Pufendorf powerfully defends the idea that international law is not restricted to Christendom, but constitutes a common bond between all nations because all nations form part of humanity.

In 1677 Pufendorf was called to Stockholm as Historiographer Royal. To this new period belong Einleitung zur Historie der vornehmsten Reiche und Staaten ("Introduction to the History of the Most Distinguished Kingdoms and States" as well as Commentarium de rebus suecicis libri XXVI., ab expeditione Gustavi Adolphi regis in Germaniam ad abdicationem usque Christinae and De rebus a Carolo Gustavo gestis. In his historical works, Pufendorf wrote in a very dry style, but he professed a great respect for truth and generally drew from archival sources. However, his historical works were heavily pro-Swedish and he supported the claim that eastern Denmark was originally Swedish. In 1658 Denmark was forced to cede the eastern provinces of Skåne (Scania), Halland, and Blekinge (plus some Norwegian territories) to Sweden. Pufendorf defended this move and insisted that these provinces were "reunited" with Sweden and that the Scanian provinces had always belonged to "Götaland". He wrote that "Sweden’s old borders have been healed again". In De habitu religionis christianae ad vitam civilem he traces the limits between ecclesiastical and civil power. This work propounded for the first time the so-called "collegial" theory of church government (Kollegialsystem), which, developed later by the learned Lutheran theologian Christoph Matthäus Pfaff, formed the basis of the relations of church and state in Germany and more especially in Prussia.

This theory makes a fundamental distinction between the supreme jurisdiction in ecclesiastical matters (Kirchenhoheit or jus circa sacra), which it conceives as inherent in the power of the state in respect of every religious communion, and the ecclesiastical power (Kirchengewalt or jus in sacra) inherent in the church, but in some cases vested in the state by tacit or expressed consent of the ecclesiastical body. The theory was of importance because, by distinguishing church from state while preserving the essential supremacy of the latter, it prepared the way for the principle of toleration. It was put into practice to a certain extent in Prussia in the 18th century; but it was not till the political changes of the 19th century led to a great mixture of confessions under the various state governments that it found universal acceptance in Germany. The theory initially found no acceptance in the Roman Catholic Episcopate, but it nonetheless made it possible for the Protestant governments to make a working compromise with Rome in respect of the Roman Catholic Church established in their states.

In 1688 Pufendorf was called into the service of Frederick William, Elector of Brandenburg. He accepted the call, but he had no sooner arrived than the elector died. His son Frederick III fulfilled the promises of his father; and Pufendorf, historiographer and privy councillor, was instructed to write a history of the Elector Frederick William (De rebus gestis Frederici Wilhelmi Magni).

The King of Sweden continued to testify his goodwill towards Pufendorf, and in 1694 created him a baron. In the same year while still in Sweden, Pufendorf suffered a stroke, and died on 26 October 1694 in Berlin. He was buried in the church of St Nicholas, where an inscription to his memory is still to be seen. He was succeeded as historiographer in Berlin by Charles Ancillon.

De iure naturae et gentium
In 1672 appeared De iure naturae et gentium. This work took largely the theories of Grotius and many ideas from Hobbes, adding to them Pufendorf's own ideas to develop the law of nations. Pufendorf argues that natural law does not extend beyond the limits of this life and merely regulates only external acts. He also challenges the Hobbesian thesis of a state of nature which is a state of war or conflict. For Pufendorf too there is a state of nature, but it is a state of peace. This natural peace, however, is weak and uncertain. In terms of public law, which recognizes the state (civitas) as a moral person (persona moralis), Pufendorf argues that the will of the state is nevertheless nothing more than the sum of the individual wills that are associated within it; hence the state needs to submit to a discipline essential for human safety. This 'submission', in the sense of obedience and mutual respect, is for Pufendorf the fundamental law of reason, which is the basis of natural law. He adds that international law should not be limited or restricted only to the Christian nations, but must create a common link between all peoples, since all nations are part of humanity.

De Officio Hominis et Civis Juxta Legem Naturalem
In De Officio Hominis et Civis Juxta Legem Naturalem ("On the Duty of Man and Citizen"), Pufendorf divides duties into several categories: duties towards God, duties towards oneself, and various forms of duty towards others. Duties towards oneself were classified as "duties of the soul", such as developing skills and talents, and "duties of the body", which involve not doing harm to oneself.

Legacy and reputation
John Locke, David Hume, Edward Gibbon, Voltaire, Jean-Jacques Rousseau, and Denis Diderot all recommended Pufendorf's inclusion in law curricula, and he greatly influenced Blackstone and Montesquieu.

Pufendorf's feuds with Leibniz diminished his reputation. Pufendorf and Leibniz shared many theological views, but differed in their philosophical foundation, with Pufendorf leaning toward Biblical fundamentalism. It was on the subject of the pamphlet of Severinus de Monzambano that their quarrel began. Leibniz once dismissed him as "Vir parum jurisconsultus, minime philosophus" ("A man barely a jurist, let alone a philosopher").

Works

 * Craig L. Carr (ed.), The Political Writings of Samuel Pufendorf (Oxford 1994)
 * Elementorum iurisprudentiae universalis (1660)
 * De rebus gestis Philippi Augustae (1663)
 * De statu imperii Germanici (Amsterdam 1669)
 * English translation:
 * Commentarium de rebus suecicis libri XXVI., ab expeditione Gustavi Adolphi regis in Germaniam ad abdicationem usque Christinae
 * De rebus a Carolo Gustavo Sueciae rege gestis commentariorum (Stockholm 1679)
 * English translation:
 * Commentarium de rebus suecicis libri XXVI., ab expeditione Gustavi Adolphi regis in Germaniam ad abdicationem usque Christinae
 * De rebus a Carolo Gustavo Sueciae rege gestis commentariorum (Stockholm 1679)
 * Commentarium de rebus suecicis libri XXVI., ab expeditione Gustavi Adolphi regis in Germaniam ad abdicationem usque Christinae
 * De rebus a Carolo Gustavo Sueciae rege gestis commentariorum (Stockholm 1679)
 * De rebus a Carolo Gustavo Sueciae rege gestis commentariorum (Stockholm 1679)

title: Samuel von Pufendorf


text:
Talk:List of presidents of Turkey

= Comments =

Prez
Who was Turkish president in the years 1980 -- 1982 ??

No president, there was a military coup in 1980, general Kenan Evren rules without election during two years.

Put the pecentace of the vote for presedentence in turkey should be added.
Atatürk 334 milletvekilinden 158'inin katılımıyla katılanların oybirliğiyle Cumhurbaşkanı seçilmiştir. 176 milletvekili ise oylamaya katılmamış. Atatürk milletvekillerinin yaklaşık yüzde 48'inin oyuyla Cumhurbaşkanı seçilmiştir. 1924 yılında yapılan Anayasa değişikliği ile her 4 yılda bir Cumhurbaşkanı seçilen ve yine tek aday olan Atatürk'ün, 1927 ve 1935'te Cumhurbaşkanı seçildi, sadece CHP'den müteşekkil olan Meclis'in de tam oyunu alamadı. Diğer Cumhurbaşkanlarının aldığı oylarda eklenmelidir. http://en.wikipedia.org/w/index.php?title=Talk:List_of_Presidents_of_Turkey&action=edit&section=new --3210 03:22, 10 April 2007 (UTC)

Titles for the presidents?
What's all this about refering to Mustafa Kemal as "Marshal" and the rest of the presidents of military background as Generals? Itis, in my opinion, utter tosh, most unnecessary. Other pages listing presidents of countries don't use titles (see List of Presidents of the French Republic and unless Ivan Bogdanov can justify his many edits I'm going to revert them back to the last edit by Deliogul. Mikedaventry 21:17, 27 May 2007 (UTC)

Revision made. Mikedaventry 16:49, 8 June 2007 (UTC)

 * Because he was a Marshal?! Atatürk and Çakmak were the only people to reach that rank in the history of Turkey. Deliogul 21:10, 2 September 2007 (UTC)
 * Atatürk did not used his Marshal as a title commonly. He was most refered as Gazi Mustafa Kemal or Gazi Kemal Atatürk (Gazi meaning veteran) --88.241.243.121 (talk) 16:17, 19 March 2009 (UTC)

My recent edit
Here's an explanation of my recent edit:

1 - Acting presidents. This was removed several days ago by an anonymous user without explanation, II see no reason why they shouldn't be there and have reinstated them.

2 - Colours. I disagre with Kaygtr over the colours, because they distinguish from the acting presidents. However, his revision was made after the acting presidents were removed. Perhaps his opinion has changed - I have returned the colours and key for now, if anyone disagrees let's discuss it here.

I have therefore returned the page to the edit by Ilse@ on August 29th, but have retained the Military and Chief justice tags that were added since then. —Preceding unsigned comment added by Mikedaventry (talk • contribs) 11:28, 2 September 2007 (UTC)

 * Current page looks like Nickelodeon. I think we may use gray for acting presidents and another single color for presidents. What do you think? As i have mentioned before, the political background of presidents are listed, so we do not need different cell colors. Kaygtr 08:09, 8 September 2007 (UTC)

 * Gray for acting presidents, red for military background and green or blue for civil presidents. This trio would do just fine. Deliogul 08:13, 8 September 2007 (UTC)

 * What about seperating acting presidents into a subheader? Take a look. This version is better, i think.Kaygtr 09:40, 8 September 2007 (UTC)

This is good. Thanks. Deliogul 21:19, 8 September 2007 (UTC)

I disagree. The whole point is that you get to see them in chronological order, it is illogical to separate them. For ideas of how the page can look, I refer you to either President of Germany, where the presidents are coloured by party of origin; List of Presidents of the French Republic, where the presidents are listed with the acting leaders in a smaller type; or President of Ireland, where a small coloured box indicates their party of origin. The precedent has been set by other, more developed pages. I'm not going to get into a silly match of editing pages according to how we prefer them to look all without consultation. I would prefer it if others were similarly sensitive. Why not discuss how it should look without recklessly going in for the edit? Mikedaventry 08:51, 9 September 2007 (UTC)

Fair use rationale for Image:PresidentCGursel.jpg
Image:PresidentCGursel.jpg is being used on this article. I notice the image page specifies that the image is being used under fair use but there is no explanation or rationale as to why its use in this Wikipedia article constitutes fair use. In addition to the boilerplate fair use template, you must also write out on the image description page a specific explanation or rationale for why using this image in each article is consistent with fair use.

Please go to the image description page and edit it to include a fair use rationale. Using one of the templates at Fair use rationale guideline is an easy way to ensure that your image is in compliance with Wikipedia policy, but remember that you must complete the template. Do not simply insert a blank template on an image page.

If there is other fair use media, consider checking that you have specified the fair use rationale on the other images used on this page. Note that any fair use images lacking such an explanation can be deleted one week after being tagged, as described on criteria for speedy deletion. If you have any questions please ask them at the Media copyright questions page. Thank you.

BetacommandBot (talk) 00:58, 14 February 2008 (UTC)

Images in certain lists of heads of states
Several prime minister, president, emperor and other monarch lists have different images (other than the images used on the main articles) to display the person in charge, could you please leave it like this? there is nothing wrong with a little variety, in fact I do believe this is widely supported on Wikipedia, just like the use of different types of English (American and British English for example). 77.166.30.3 (talk) 10:19, 27 May 2017 (UTC)

You have a good point there, thank you. Redman19 (talk) 12:28, 27 May 2017 (UTC)

 * I don't have a problem with variety, I just tend to follow some consistency. Its usual to have the same image of an officeholder both in the list and the main article. As you said by yourself, "Several" of them are exceptions to this rule, but majority have the same image in both places... Anyway, I don't have some problem with your preferred images, except for the image of Ataturk. An image should clearly show the person it represents, and this one isn't on that line. Your image would be acceptable if there are just a few available images of Ataturk here, but there are many other images of him, and I'll choose a different one for the article. --Sundostund (talk) 16:11, 27 May 2017 (UTC)

I moved that image to the main article, I agree with Sundostund here, let's end the revert war, dobro vece my friend and thank you for your explanation. Redman19 (talk) 19:33, 27 May 2017 (UTC)

 * Dobar dan, prijatelju :) I think we should create a crop image of Ataturk out of this pic - File:Ataturk visited Adana.jpg. As it seems to me, it would represent him better than the current pic in the article (its rather dark and not really clear)... If you have some other idea about a potential crop image, feel free to share it. --Sundostund (talk) 16:22, 29 May 2017 (UTC)

I think I have the best one. Check it out. Karamanli86 (talk) 15:41, 30 May 2017 (UTC)

 * Not bad, although it would be better if he doesn't have a top hat... Try to find a pic without the hat. --Sundostund (talk) 15:46, 30 May 2017 (UTC)

Thanks man, I will do my best, the IP adress 77.166.30.3 belongs to me, I made an account because others use that IP adress too and some were vandalizing. Karamanli86 (talk) 08:19, 31 May 2017 (UTC)

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title: Talk:List of presidents of Turkey


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Black-throated loon

The black-throated loon (Gavia arctica), also known as the Arctic loon and the black-throated diver, is a migratory aquatic bird found in the northern hemisphere, primarily breeding in freshwater lakes in northern Europe and Asia. It winters along sheltered, ice-free coasts of the north-east Atlantic Ocean and the eastern and western Pacific Ocean. This loon was first described by Carl Linnaeus in 1758 and has two subspecies. It was previously considered to be the same species as the Pacific loon, of which it is traditionally considered to be a sister species, although this is debated. In a study that used mitochondrial and nuclear intron DNA, the black-throated loon was found to be sister to a clade consisting of the Pacific loon and two sister species, the common loon and the yellow-billed loon.

The black-throated loon measures about 70 cm in length and can weigh anywhere from 1.3 to 3.4 kg. In breeding plumage, the adult of the nominate subspecies has mostly black upperparts, with the exception of some of the and, which have white squares. The head and hindneck are grey, and the sides white and striped black. Most of the throat is also black, giving this bird the name "black-throated loon". The colour of the throat patch can be used to distinguish the two subspecies; the throat patch of the other subspecies, G. a. viridigularis, is green. The underparts are mostly white, including the bottom of the throat. The flanks are also white, a feature which can be used to separate this bird from the Pacific loon. When it is not breeding, the black patch on the throat is absent, replaced with white; most of the black lines on the throat are also missing, except those on the bottom sides, and the upperparts are unpatterned with the exception of a few white spots on the. The juvenile is similar to the non-breeding adult, except more brown overall.

The timing of the breeding season is variable; in the southern part of its range, this loon starts breeding in April, whereas in the northern portion, it waits until after the spring thaw. It builds an oval-shaped nest that measures about 23 cm across, either near the breeding lake or on vegetation emerging from it. The black-throated loon usually lays a clutch of two, rarely one or three, brown-green eggs with dark splotches. After an incubation period of 27to 29days, the chick hatches, and is fed a diet of small fish and invertebrates. This contrasts with the mostly fish diet of the adult. To catch this food, it forages by itself or in pairs, very rarely foraging in groups. It dives from the water, going no deeper than 5 m. Most dives are successful. Whether or not at least one chick will hatch from a nest is variable, ranging from 30% to 90%. Most failures come from predators and flooding. Overall, the population of this loon is declining, although the International Union for Conservation of Nature (IUCN) still rates it as least concern, because the population decline is not rapid enough. The black-throated loon is protected under both the Migratory Bird Treaty Act of 1918 and the Agreement on the Conservation of African-Eurasian Migratory Waterbirds.

Taxonomy and etymology
The black-throated loon was formally described in 1758 by the Swedish naturalist Carl Linnaeus in the tenth edition of his Systema Naturae under the binomial name Colymbus arcticus. Linnaeus specified the type locality as Europe and America but in 1761 he restricted it to Sweden. In 1897 the American ornithologist Joel Asaph Allen suggested that the black-throated loon should be moved to the genus  Gavia that had been introduced by Johann Forster in 1788. This proposal was adopted by the American Ornithologists' Union (AOU) in 1899. The genus name Gavia comes from the Latin for "sea mew", as used by the ancient Roman naturalist Pliny the Elder. The specific arctica is Latin for "northern" or "Arctic". The name of the subspecies viridigularis stems from the Latin "viridis", meaning "green", and the Latin "gularis", meaning "throated", in reference to the green throat of this subspecies. The common name, black-throated loon, stems from its black throat patch. This loon is also called the Arctic loon and the black-throated diver.

There are two subspecies:
 * Gavia arctica arctica (Linnaeus, 1758) – This subspecies is found in northern Europe, east to the center of northern Asia, and from that to the Lena River and Transbaikal. It migrates to the coasts of northwestern Europe and the coasts of the Mediterranean, Black, and Caspian Seas.
 * G. a. viridigularis Dwight, 1918 – This subspecies is found in eastern Russia from the Lena River and Transbaikal east to the peninsulas of Chukotka and Kamchatka and the northern portion of Sakhalin. It migrates to the northwestern Pacific coasts.

G. a. viridigularis was considered to be a separate species when described by Jonathan Dwight in 1918, but a year after, in 1919, Arthur Cleveland Bent suggested that the former species be moved to its current placement as a subspecies. The black-throated loon was previously considered conspecific with the North American Pacific loon, which was its subspecies, but they have now been split into two species; there was no evidence of the two interbreeding in areas where they occurred together. Furthermore, the architecture of the air sacs in the lungs of the two species are significantly different. This split was done by the AOU in 1985. The phylogeny of this species is debated, the black-throated loon and the Pacific loon traditionally being considered sister species, whereas a study using mitochondrial and nuclear intron DNA supported placing the black-throated loon sister to a clade consisting of the Pacific loon and the two sister species that are the common loon and the yellow-billed loon. This latter study is criticized on the basis that it may form a phylogeny on incomplete lineage sorting. In the former phylogeny, the split between the Pacific loon and the black-throated loon is proposed to have happened about 6.5 million years ago.

Description
The adult black-throated loon is 58 to 73 cm in length with a 100 to 130 cm wingspan and a weight of 1.3 to 3.4 kg. The nominate subspecies in its has a grey head and hindneck, with a black throat and a large black patch on the foreneck, both of which have a soft purple gloss. The lower throat has a necklace-shaped patch of short parallel white lines. The sides of the throat have about five long parallel white lines that start at the side of the patch on the lower throat and run down to the chest, which also has a pattern of parallel white and black lines. The rest of the, including the centre of the chest, are pure white. The upperparts are blackish down to the base of the wing, where there are a few rows of high contrast white squares that cover the and. There are small white spots on both the lesser and median coverts. The rest of the is a blackish colour. The is paler than the upperwing, and the underwing coverts are white. The tail is blackish. The bill and legs are black, with a pale grey colour on the inner half of the legs. The toes and the webs are grey, the latter also being flesh coloured. The irides are a deep brown-red. The sexes are alike, and the subspecies viridigularis is very similar to the nominate except that the former has a green throat patch, instead of black. The subspecies viridigularis does still retain a purplish gloss, although it is less than the nominate. The non-breeding adult differs from the breeding adult in that the cap and the back of the neck are more brownish. The non-breeding adult also lacks the patterned upperparts of the breeding adult, although some of the upperwing coverts do not lose their white spots. This results in the upperparts being an almost unpatterned black from above. The sides of the throat are usually darker at the white border separating the sides of the throat and the front of the throat; most of the time a thin dark necklace between these two areas can be seen. There is white on the sides of the head that are below the eye. The bill is a steel-grey with, similar to the breeding adult, a blackish tip. The juvenile is similar to the non-breeding adult, but has a browner appearance. It has a buffy scaling on the upperparts that is especially pronounced on the scapulars. The lower face and front of the neck has a diffused brownish tinge. The juvenile does not have the white spots on the wing coverts, and its irides are darker and more dull in colour. The chick hatches with down feathers that range in colour from sooty-brown to brownish-grey, usually with a slightly paler head. The abdomen is pale.

The black-throated loon can be distinguished from the Pacific loon by the white on the flanks of the former.

Vocalizations
The male, when breeding, vocalizes a loud and rhythmic "oooéé-cu-cloooéé-cu-cloooéé-cu-cluuéé" whistling song. A "áááh-oo" wail can also be heard, and a growling or croaking "knarr-knor", a sound given especially at night. The alarm call at the nest is a rising "uweek".

Distribution and habitat
The black-throated loon has a large range, breeding taking place across northern Europe, Asia, and the Seward Peninsula in Alaska. When breeding, it is found in the area around isolated, deep freshwater lakes larger than 0.1 km2, especially those with inlets, as it prefers to face only small stretches of open water. When it is not breeding, this loon moves in a general southward direction and towards ice-free sea, usually wintering in coasts on north-east Atlantic Ocean and those on the eastern and western Pacific Ocean, such as the coasts of Japan. During this time, its habitat is usually inshore waters along sheltered coasts, although it will sometimes be found inland, in places such as the Mediterranean and Black seas.

Behaviour
Like other loons, this bird takes off by pattering on a "runway" of water. While flying, it makes a barking "kwow" flight call.

Breeding

This species usually nests on the ground within about 1 m of the lake it breeds at. This loon also sometimes nests on vegetation, like Arctophila fulva, that have emerged from lakes. The nest site is often reused the next year. The nest itself is oval-shaped and built mostly by the female out of heaped plant material like leaves and sticks. The nest measures about 23 cm across. Families of black-throated loons often move their nest site from the original nest ponds they inhabited to wetlands nearby after the chicks reach two weeks of age. The journey is generally less than 150 m.

In the southern portion of its range, this loon starts to breed in April, whereas in the northern parts of its range, it waits until the spring thaw, when there is adequate water for it to take off in. It usually arrives before the lake thaws, in the latter case.

Before copulation, the female hunches its neck and swims close to the shore until it finds a suitable place and then lies down on the shore. The male sometimes adopts the same posture as the female. During this time, the only vocalization made is a one note "hum". During copulation, the male, coming ashore, mounts the female and occasionally flaps its wings loudly. After this, the male returns to the water and itself. The female stays ashore for a maximum of about 23 minutes and usually starts to build the nest. The black-throated loon lays a clutch of two, very rarely one or three, 76 by eggs that are brown-green with darker speckles. These eggs are incubated by both parents for a period of 27to 29days, with the female spending the most time out of the sexes incubating. During incubation, this bird turns its eggs. The interval between when they are turned is very irregular, ranging from one minute to about six hours. After they hatch, the mobile young are fed by both parents for a period of weeks. The chicks fledge about 60to 65days after hatching, and achieve sexual maturity after two to three years.

Nesting success, whether or not at least one chick will hatch from any given nest, is variable year to year, the rate of success ranging from just under 30% to just more than 90%. For clutches of two eggs, the average nesting success is about 50%, whereas in clutches with only one egg, this rate is about 60%. The nesting success is influenced most by first, predation, and second, flooding. Some of the adults that lose their clutch early in the incubation period renest. Most of the time, only one chick survives to fledge, the other dying within seven days of hatching. In Scotland, a study concluded that a single pair usually fledges a chick, on average, 25% of the time per year. This can be increased, although, by artificial means, such as constructing rafts for loons to nest on. Whether or not there is at least one chick fledged is influenced by the density of fish in the breeding lake; a lake with a higher density of fish usually reduces the chance that a pair will fledge a chick, even though this loon feeds mainly on fish. There are two factors that might contribute to this; the first being that aquatic insects, an alternative food source for chicks, are more dense when there are less fish, and the second being that a higher density of fish means more northern pike, a predator of small chicks.

Feeding
A top predator in the pelagic zone of some subarctic lakes, this bird feeds on fish and sometimes insects, molluscs, crustaceans, and plant matter. The black-throated loon usually forages by itself or in pairs, rarely feeding in groups with multiple species. It dives from the water, at depths of no more than 5 m. Just before diving, this loon stretches and holds up its neck until it is erect and at full length. It usually jumps slightly upwards before diving. These dives are frequent, with an average of about 1.6 dives per minute. Most dives, about 80% of them, are successful, and those that are successful are usually shorter than those that are unsuccessful, with an average of 17 seconds for each successful dive, and 27 seconds for each unsuccessful dive. These dives usually only result in small items, and those that yield larger pieces of food are usually more than 40 seconds, where this bird catches quick-swimming fish. When it is breeding, the adult usually feeds away from the nest, foraging either at the opposite end of the breeding or at lakes near the breeding lake. When foraging for newly hatched chicks, the adult forages in the lake where the nest is or in nearby lakes, returning after a prey item has been caught. When the chicks are older, they usually accompany both of the parents, swimming a few metres behind them. The strategy that predominates immediately after hatching is generally still employed when the chicks are older, but at a reduced rate. The chicks are fed only one item of prey at a time. The young are also able to capture food themselves at least 36 days after hatching, although they are still fed daily up until about 70 days of age.

The diet of black-throated loon chicks varies, the prey in the breeding lake being a major factor. For the first eight days, chicks are usually fed three-spined sticklebacks and common minnows if they are found in the breeding lake. If they are not present, then the chicks are brought up mainly on small invertebrates until about eight days, when they are able to take trout of about 100 mm in length. Although in these chicks trout makes up the majority of their diet, they are still fed invertebrates in large numbers. In all lakes, salmonids make up an important part of the chicks' diet after eight days. Salmonids, especially those between 100 and 240 mm, are important in the diets of older chicks. Eels are also an important food for older chicks.

Predators and parasites
The black-throated loon is sometimes parasitized by Eustrongylides tubifex, a species of nematode that can cause Eustrongylidosis. Mammalian predators, such as red foxes and pine martens, are likely the cause of about 40% of clutch losses. Avian predators, such as hooded crows, also take the eggs of this loon.

Conservation
Despite the fact that its population is declining, the black-throated loon is listed as a species of least concern by the IUCN. This is because the species has a large population and an extremely large range, and its decline does not appear to be rapid. In North America, it is protected under the Migratory Bird Treaty Act of 1918, while in Europe and Africa, it is protected under the Agreement on the Conservation of African-Eurasian Migratory Waterbirds.

Threats
Acidification and heavy-metal pollution of the breeding lake possibly threatens this bird. It is also vulnerable to oil pollution, especially when near fishing grounds. Fishing nets are also a cause of mortality. This loon is sensitive to windfarms near the coast. Overall, the annual mortality rate of the adult black-throated loon is 10%.

title: Black-throated loon