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Ladysmith Black Mambazo

Ladysmith Black Mambazo is a South African male choral group singing in the local vocal styles of isicathamiya and mbube. They became known internationally after singing with American Paul Simon on his 1986 album Graceland. They have since won multiple awards, including five Grammy Awards the fifth of which they dedicated to the late former South African President Nelson Mandela.

Formed by Joseph Shabalala in 1960, Ladysmith Black Mambazo became one of South Africa's most prolific musical groups. Their releases received gold and platinum disc honours in both South Africa and abroad. The group became a mobile academy of South African cultural heritage through their African indigenous isicathamiya music.

History
Joseph Shabalala formed Ladysmith Black Mambazo because of a series of dreams he had in 1964, in which he heard certain isicathamiya harmonies (isicathamiya being the traditional music of the Zulu people). Following their local success at wedding ceremonies and other gatherings, Shabalala entered them into isicathamiya competitions. The group was described as 'so good' that they were eventually forbidden to enter the competitions, but welcomed to entertain at them. Although they had been recognised as an isicathamiya group in 1964, they had been singing together since the early 1950s. They released their first album, Amabutho, in 1973. The album, along with many other releases by the group, received gold disc certification. Ladysmith Black Mambazo's collaboration with Paul Simon in 1986 paved the way for international releases.

1960–1986
The first incarnation of Ladysmith Black Mambazo was "Ezimnyama" ("The Black Ones"), formed by Joseph Shabalala in December 1960. The members of the group were relatives (mostly brothers and cousins) of Shabalala, with many having sung with him while he was growing up on the farm where he was born. Although the group did sing well together and captured the sound of cothoza mfana ("tiptoe boys", a 1960s slang term for isicathamiya) and mbube groups of the time, they were unknown outside of the Ladysmith district.

In 1964, Shabalala had a series of recurring dreams during his sleep, over a period of six months, featuring a choir singing in perfect harmony. Shabalala described this as a beautiful sound, and one not yet achieved by his group of the time. As a result, he reformed the group, bringing on board newer (younger) relatives but keeping the group name. He strove to teach them the harmonies from his dreams, creating what was to become a signature tune for the group: "Nomathemba" (a girl's name, meaning "hope"). After deciding that this group well replicated the beautiful, soft sounds from his dreams, Shabalala entered the group into isicathamiya competitions, held on Saturday nights in the halls of hostels in Durban and Johannesburg. The group managed to win nearly every competition that was held. As a result, Shabalala decided to change the name of the group to be more descriptive of its talent. The name "Ezimnyama" was replaced by "Ladysmith Black Mambazo".

The three elements of the new name were: the hometown of Shabalala's family, Ladysmith, KwaZulu-Natal; the black ox, considered to be the strongest farm animal; and mambazo, which means "axe" in the Zulu language, and is symbolic of the choir's ability to "chop down" the competition.

Eventually, by the early 1970s, the group was forbidden to compete in the competitions because of their continual success. They were, however, welcome to perform without taking part in the competition itself.

In 1967, the group began to make recordings for the SABC station Radio Zulu, appearing in DJ Alexius Buthelezi's popular Cothoza Mfana programme, which spotlighted the music of several local choirs. Their success was so great that music producers began enticing the group to sign a recording contract. In 1972 the group signed with Gallo Record Company under producer West Nkosi at the organisation's African music division, Mavuthela Music Company (Nkosi was also well known in South Africa as a saxophone jive star). Ladysmith Black Mambazo released their first album the following year, Amabutho, which received gold status and was the first album by a black musician or group in South Africa to do so. Their subsequent albums also received gold or platinum certification. With the release of their second album, they had become professional singers.

The group saw many changes; whereas the early line-ups were formed of a few Shabalalas and two (Funokwakhe and Joseph) Mazibukos, the group largely included members unrelated to Joseph. Joseph Shabalala's cousin Mdletshe Albert Mazibuko (the eldest of the six brothers) joined Mambazo in 1969 as a tenor voice, with his younger brother Milton as an alto voice. Albert is the longest remaining member of Ladysmith Black Mambazo aside from Joseph Shabalala and has been a full-time member of the group since 1973. After the killing of his brother Milton in 1980, Albert remained in the line-up, by which time his brothers Funokwakhe Mazibuko and Joseph Mazibuko had left Ladysmith Black Mambazo and his youngest brother Abednego had joined.

In 1976, Shabalala converted to Christianity and a host of religious material now entered the group's repertoire. Mambazo's first religious album, Ukukhanya Kwelanga, was released soon afterwards. It earned a double platinum disc award, and the group's repertoire came to be dominated by hymns, mostly Methodist. Their 1976 LP Ukusindiswa became one of their most popular religious albums, selling double gold discs within three weeks of release. By 1981, the group's popularity was such that the apartheid government allowed the members to travel to Cologne, Germany as part of a South African folk music festival. The group toured West Germany and appeared on television, and learned some of the German language; for the group's 1981 album Phansi Emgodini, Shabalala composed a song entitled "Wir Grüssen Euch Alle" ("We greet you all"). The following year, the group travelled back to Germany to appear on a televised quiz programme, bringing about requests for more live appearances. A track by the group also appeared on the groundbreaking British compilation album The Indestructible Beat of Soweto.

1986–1993
In 1985, Paul Simon travelled to South Africa in the hope of collaborating with African musicians for his Graceland album. Simon contacted Shabalala and conversed with him in person — after much discussion and excitement, the group travelled to London to record with Simon. The first recording was "Homeless" — the music and chorus were composed by Simon, with Shabalala composing the Zulu introduction and main (non-English) body of the song. They also sang on the song "Diamonds on the Soles of Her Shoes" and "You Can Call Me Al". Simon brought the group to New York City to perform on Saturday Night Live and they performed "Diamonds..." prior to the album or song being released. Graceland was released in late 1986, and although both Joseph Shabalala and Paul Simon were accused of breaking the cultural boycott of South Africa, the album became a huge success and sold 16 million copies and further boosted Ladysmith Black Mambazo's international image. This also paved the way for other African acts such as Stimela and Mahlathini and the Mahotella Queens to gain popularity among Western audiences.

After Graceland, Simon acted as producer for their first album for US release on Warner Brothers Records, Shaka Zulu (1987). Shaka Zulu won the Grammy Award for Best Traditional Folk Recording in 1988. Two more records were recorded for Warner Brothers Records in the US: Journey of Dreams (1988) and Two Worlds One Heart (1990). On the latter album, the group recorded with The Winans, Julia Fordham and George Clinton among other then-popular artists.

The success of the Graceland recording and subsequent concert tours led to a strong touring life for the group that continues to this day. Ladysmith Black Mambazo perform concert tours around the world for six or more months every year.

In 1988, Ladysmith Black Mambazo appeared in Michael Jackson's movie Moonwalker, where they performed "The Moon Is Walking" (an abridged version of the song "Lindelani", which appears on Journey of Dreams) over the end credits. Ladysmith Black Mambazo was also featured in the Sesame Street song "Put Down the Duckie", as well as "The African Alphabet".

In 1988, Ladysmith Black Mambazo sang "Mbube" during the opening sequence of the Eddie Murphy movie Coming to America, but the song was not released on the soundtrack.

In August 1990, Ladysmith Black Mambazo performed together with the Cologne group Bläck Fööss in front of the Cologne Cathedral.

On 10 December 1991, Shabalala's brother and one of the bass members in the group, Headman Shabalala, was shot and killed by Sean Nicholas, a white off-duty security guard. Headman's death was followed by the retirement of two members in 1993 and Shabalala recruited three of his sons into the group.

1993–2002
The apartheid system was officially abolished in 1991, and democratic general elections did not commence until 1994. The release of Nelson Mandela after 27 years imprisonment brought a celebratory album release - 1993's Liph' Iqiniso. Mandela (shortly after his release from prison) publicly stated that the members of Ladysmith Black Mambazo were "South Africa's cultural ambassadors". At Mandela's request, Ladysmith Black Mambazo accompanied the future President of South Africa to the Nobel Peace Prize ceremony in Oslo, Norway, in 1993. Mambazo sang again at President Mandela's inauguration in May 1994, and then later at his birthday celebrations.

In 1995 South Africa was the host and eventual winners of the Rugby World Cup, in which Ladysmith Black Mambazo collaborated with PJ Powers in recording and performing World in Union.

In 1996, the group appeared on Dolly Parton's album Treasures, collaborating with Parton on a cover of Cat Stevens' "Peace Train"; they joined Parton for an appearance on a November 1996 US network television special to perform the song.

In 1997, for a run of UK television advertisements, "Toast for Life", for Heinz soups, baked beans and tomato ketchup, the group recorded an abridged version of "Inkanyezi Nezazi" ("The Star and the Wiseman"). The adverts proved so popular that the original studio version (recorded back in 1992) was released as a single and reached No. 2 on the UK Singles Chart. The single was followed up by The Best of Ladysmith Black Mambazo - The Star and the Wiseman in 1998, a compilation release that became so popular it was certified triple platinum, selling 1 million copies in Britain alone. The Heinz campaign led to a reawakening of the group in Britain, and many television and radio performances beckoned over the next few years, as well as performing for the British royal family. In 1999, the group collaborated with Irish pop group B*Witched on their single "I Shall Be There", which hit No. 13 on the UK Singles Chart. In 2001, the group was referenced in the Family Guy episode "Lethal Weapons".

A film documentary about Ladysmith Black Mambazo, On Tiptoe: Gentle Steps to Freedom, was released in 2000. The film was nominated for the Academy Award for Best Documentary (Short Subject) in 2001, but lost out to "Big Mama". The movie was presented the Best Short Documentary award by the 2001 International Documentary Association.

2002–2006
The group began preparations for Wenyukela, an album of new material, in 2002. However, the making of the record underwent severe strain when, in May 2002, Shabalala's wife of 30 years (and lead singer in the allied group "Women of Mambazo"), Nellie, was murdered in a church car park by a masked gunman. Shabalala's hand was injured trying to protect his wife. Joseph's son Vivian Nkosinathi was accused of hiring a hitman to murder his stepmother Nellie. During the court trial, Nkosinathi supposedly testified that the South African police offered some kind of reprieve if he would implicate his own father, Joseph, in the murder. Wenyukela, however, went ahead, as Shabalala began to recover.

Wenyukela was a success in South Africa, prompting its release in Britain in March 2003 on Wrasse Records. Following the repeated success of the album, the American-based Heads Up International released the album in January 2004 and it garnered the group their second Grammy Award.

Joseph's brother Ben Shabalala, a former member of the group who had retired in 1993 after the death of Headman, was killed in a Durban suburb in June 2004.

The group is referenced in the 2004 film Mean Girls when Lindsay Lohan's character chooses not to accompany her parents to a Ladysmith Black Mambazo concert.

2006–2008
Long Walk to Freedom, a celebration of 45 years of Ladysmith Black Mambazo, was released by the group in January 2006. On the album the group recorded with a multitude of artists including Zap Mama, Sarah McLachlan, Melissa Etheridge, Joe McBride, Natalie Merchant, Emmylou Harris, and Taj Mahal as well as South African musicians Lucky Dube, Phuzekhemisi, Bhekumuzi Luthuli, Nokukhanya, Thandiswa, Vusi Mahlasela and Hugh Masekela. The release garnered the group their 13th Grammy Award nomination. Though it did not win the Grammy Award it showed the group's creative powers were still being recognised.

In April 2006, Mambazo collaborated with Josh Groban for his third studio album, Awake. The songs, "Weeping" and "Lullaby", featured a clear South African influence; lines from a Mambazo song, "Wangibambezela" ("Message from his Heart") were added to the backing track of "Weeping". Following this, in August 2006, Mambazo began working with Mavis Staples in a collaboration for Staples's new album. The television program Saturday Night Live featured the group in a TV Funhouse sketch, hosted by Dennis Haysbert, about failed Saturday morning cartoons starring black cartoon characters, one of which was a cartoon featuring the group, called Ladysmith Black Mambazo in Outer Space. Members of the group added commentary to the short for the DVD release of the SNL special The Best of TV Funhouse.

On 17 October 2006, Ladysmith Black Mambazo performed a sold-out concert, at New York's famed Carnegie Hall, billed as Long Walk to Freedom: An Evening with Ladysmith Black Mambazo and Friends. The night included special guest appearances by Sarah McLachlan, Natalie Merchant, Mahotella Queens, Vusi Mahlasela, and Pete Seeger. The concert was recorded but due to venue restrictions is not being allowed to be released.

Their 2007 CD, Ilembe, was released in South Africa on 26 February 2007 and worldwide on 22 January 2008, under the title Ilembe: Honoring Shaka Zulu, on Heads Up International.

2008–present
There had been many questions on when founder, director, composer, and lead singer Joseph Shabalala would finally retire from his group. On 23 January 2008, Shabalala issued a statement on this.

The full statement is reproduced below:

In the early 1960s I had a dream of a type of singing group that I wanted to create. Not just a dream, in the wishful way, but an actual dream while I was asleep. This beautiful dream led to the creation of my group, Ladysmith Black Mambazo. Now, some forty five plus years later this original dream has led to so many more dreams. We have been awarded Grammy Awards, represented our homeland of South Africa at many prestigious events, including accompanying Nelson Mandela to Norway to receive the Nobel Peace Prize, traveled the world so many times and most importantly, spread a message of Peace, Love and Harmony to millions of people.

This was never a dream a black South African could ever imagine.

As the years have passed, and the 20th century became the 21st, I started to get asked what will happen to Ladysmith Black Mambazo once I retired, if I ever retired. Well, I have spent much time thinking about this. Ladysmith Black Mambazo was never about one person. Ladysmith Black Mambazo is a mission. A mission to spread our message and to keep our culture alive and known. South Africa is a most wonderful place, filled with beautiful people. By touring, as we have, almost seven months every year for over twenty years, we have wanted to keep South Africa alive in people's hearts.

Ladysmith Black Mambazo is a family. Within the group I have had brothers and cousins singing together. Over the past fifteen years, because of retirements and death, I have been joined by four of my sons. They are the future of Ladysmith Black Mambazo, our next generation. The mission and message will continue. When the time comes for me to finish touring and to stay home they will carry on my dream. As well, my son Thamsanqa (Tommy) will become the new leader of the group. Thus, the dream I had over forty five years ago will continue well into the 21st century. Ladysmith Black Mambazo must continue as the message of Peace, Love and Harmony never must be silenced. We never will be silenced and we hope our fans and friends around the world will keep wanting to hear this message.

Ngiyabonga! Thank you!

Ladysmith Black Mambazo's 2007 release, Ilembe: Honoring Shaka Zulu, garnered success around the world. In 2008 the group won the SAMA Award for Best Traditional A Cappella Album for Ilembe and in 2009 won the Grammy Award for Best Traditional World Music Album, marking their third Grammy Award.

In January 2011 the group released a recording of original songs, Songs from a Zulu Farm. It received some of the best reviews the group had ever known, landing in the top five of most "Best World Music Releases" for 2011. It was nominated for a Grammy Award but did not win. It was also nominated for the Best Album of 2011 at the South African Music Awards.

In January 2013 the group released a new album, Live: Singing for Peace Around the World, which was dedicated to South African icon and former President Nelson Mandela. On 6 December 2013 it was announced that the album had been nominated by the Grammy Awards for Best World Music CD. This announcement came the day after the passing of Mandela. On 26 January 2014, the Grammy Awards announced it had won Best World Music CD for 2013. This was the fourth Grammy Award for the group and third since 2004. As well, in January 2014, Ladysmith released Always With Us, as a tribute to Joseph Shabalala's deceased wife. They are also currently recording a CD of American gospel songs, which will have a well known American singer joining them on the CD. They are also recording a follow-up recording to their recent Grammy-winning CD, to be called Songs of Peace & Love for Kids & Parents Around the World.

Ladysmith Black Mambazo was featured on the track Lift Me Up, along with Norwegian duo Nico & Vinz, on David Guetta's 2014 album Listen. Other features in 2016 include a vocal appearance on "Facing a Task Unfinished" by Keith and Kristyn Getty, "Wake Up" by Jennifer Saran, and Vian Izak's single "Brink of Love".

Foundation
In January 1999, Joseph Shabalala founded "The Ladysmith Black Mambazo Foundation". The aim of the organisation is to teach young Zulu South African children about their traditional culture and music, isicathamiya. Today, the Mambazo Academy is currently being built, with plans for a rehearsal hall, teaching areas and a professional recording studio. The main aim is to promote and teach the history of isicathamiya music to young people.

Competitions and the first Mambazo concerts
After the release of the group's first album, Amabutho, in 1973, they were banned from competing in the isicathamiya competitions because of their ability to win many of the competitions. They were, however, welcome to perform for the audience. Following this, the group started performing for their own audiences in shows that were specially made and, soon afterwards, the group began touring around South Africa in their own concerts, but due to the Apartheid system in use, they were often stopped by police guards; on some of these occasions they were even made to lie down on the ground whilst being searched. Shortly afterwards, they were allowed to tour without permits.

Graceland success
By 1986, the group had a very small number of white fans in South Africa; the majority of their fan base was black people (the group mainly toured in townships). After Paul Simon included the group on his "Graceland Tour of 1987", the group began touring by themselves and became very widely known.

Future touring
The group has been recognised as the most successful world music artists and have a healthy touring schedule. When asked if the group has any plans to stop their travelling, of over six months each year, the response has always been: "Not as long as the people of the world want to hear our music. We are the traveling musical academy for South African culture and it is our responsibility to continue on this journey."

Membership
Initially, the group comprised Joseph Shabalala, his brothers Headman and Enoch, cousins Albert, Milton, Funokwakhe, Abednego, and Joseph Mazibuko, as well as close friends Matovoti Msimanga and Walter Malinga. Altogether, the group has had more than 30 different members at one point or another over the past 45 years. However, since 1993 there have only been two membership changes due to retirements.

The members of the group currently reside in or near Pinetown, just outside the coastal city of Durban in KwaZulu-Natal. The chorus' members are Joseph Shabalala's sons Thamsanqa, Msizi, Thulani, and Sibongiseni; cousins Albert and Abednego Mazibuko; and close friends Russel Mthembu and Ngane Dlamini.

Discography
Ladysmith Black Mambazo recorded for the first time in 1973 on the Gallo label in South Africa. Since then the group has recorded over 50 albums, many of which have received gold- and/or platinum-disc certification.
 * Amabutho (1973)
 * Imbongi (1973)
 * Umama Lo! (1974)
 * Isitimela (1974)
 * Ukukhanya Kwelanga (1975)
 * Amaqhawe (1976)
 * Ukusindiswa (1977)
 * Shintsha Sithothobala (1977)
 * Phezulu Emafini (1977)
 * Ushaka (1978)
 * Indlela yaseZulwini (1978)
 * Ezinkulu (1979)
 * Ulwandle Oluncgwele (1981)
 * Phansi Emgodini (1981)
 * Umthombo Wamanzi (1982)
 * Induku Zethu (1983)
 * Ibhayibheli Liyindlela (1984)
 * Inkazimulo (1985)
 * Shaka Zulu (1987)
 * Journey of Dreams (1988)
 * Two Worlds One Heart (1990)
 * Live at the Royal Albert Hall (1999)
 * Lihl' Ixhiba Likagogo (2000)
 * Wenyukela (2003)
 * Raise Your Spirit Higher (2003)
 * Raise Your Spirit Higher (2004)
 * No Boundaries (2004)
 * Long Walk to Freedom (2006)
 * Ilembe (2007)
 * Ilembe: Honoring Shaka Zulu (2007)
 * My Dream – African Sounds (2008)
 * Always with Us (2014)

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Samuel Ward King

Samuel Ward King (May 23, 1786 – January 20, 1851) was the 15th Governor of Rhode Island from 1839 to 1843. He was born in Johnston, Rhode Island to William Borden King and Welthian Walton King.

King attended Brown University but did not graduate. He became a medical doctor and worked as a surgeon during the War of 1812.

In 1820, King was elected town clerk of Johnston. He became a Whig when the party was founded, and was a presidential elector in 1832. In 1838, he was elected to the Rhode Island Senate. He first became governor in 1839 when the legislature failed to grant a majority of votes to the three leading contenders. He was elected to three other terms.

During his administration as governor, he took a strong stand against the expanded voting franchise that led to the Dorr Rebellion in 1841 – 1842. President John Tyler refused to send in Federal troops at Governor King's request to suppress the uprising.

King married Catherine Latham Angell, with whom he had 14 children. He is buried in the King family plot in Johnston near the intersection of US Route 6A and Killingly Street.

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

title: Samuel Ward King


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Kereopa Te Rau

Kereopa Te Rau (? – 5 January 1872) was a leader of Pai Mārire (Hauhau), a Māori religion. He played a key role in the Volkner Incident and was subsequently hanged for his part in it.

Early life
Little is known of Kereopa's early life but he was of the Ngāti Rangiwewehi iwi (tribe) of the Te Arawa confederation of tribes. He was baptised by the Catholic missionary Father Euloge Reignier in the 1840s and was given the Christian name of Kereopa, the Māori pronunciation of the Biblical name Cleopas. He may have served as a police officer in Auckland during the 1850s. He is known to have fought for the King Movement during the Invasion of the Waikato in 1863. His wife and two daughters are believed to have been killed in an attack mounted on 21 February 1864 by government forces on the village of Rangiaowhia near Te Awamutu in 1864. His sister was killed in defence of nearby Hairini the next day.

Pai Mārire
Shortly afterwards Kereopa met up with the prophet Te Ua Haumēne and converted to the Pai Mārire faith. In December 1864 he was sent on a mission to the tribes of the East Coast. His instructions were to go in peace and avoid confrontations with the Pākehā. While he was at Ōpōtiki the missionary Carl Volkner was seized, tried, hanged and decapitated by his own congregation in what became known as the Volkner Incident. Immediately afterwards Kereopa preached a sermon from Volkner's pulpit during which he gouged the missionary's eyes out of his head and ate them.

Kereopa and his Pai Mārire followers went on to Gisborne, and then to the Urewera mountains to preach to the Tūhoe people. In 1865 he tried to return to the Waikato but was repulsed by a war party of Ngāti Manawa and Ngāti Rangitihi, kūpapa Maori who supported the government. Following the resulting battle Kereopa is said to have eaten the eyes of three of the slain enemy. For this and the eating of Volkner's eyes, he was nicknamed Kai Whatu (Eye Eater). He then retreated to the Ureweras where he found refuge and remained in hiding for the next five years.

In the early 1870s government forces searching for Te Kooti entered the Ureweras. The Tūhoe were conquered and British colonial law and order was established. Kereopa, who had a bounty of £1,000 for his capture, was hiding near Ruatahuna. Major Ropata Wahawaha led a Ngāti Porou party there and Tūhoe handed over Kereopa to him on 18 November.

Kereopa was tried for Volkner's murder in Napier on 21 December 1871. He was convicted and, despite appeals for clemency from the missionary William Colenso, who noted punishment had already been meted out for the crime, was hanged in Napier on 5 January 1872. His iwi Ngati Rangiwewehi say that the trial had a predetermined outcome and was a miscarriage of justice. Kereopa was posthumously pardoned as part of a Treaty of Waitangi settlement in 2014.

title: Kereopa Te Rau


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Kerem Yılmazer

Muhittin Kerem Yılmazer (2 February 1945 – 20 November 2003) was a Turkish actor and singer who was killed in the 2003 terrorist bombings in Istanbul.

title: Kerem Yılmazer


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SES

SES, S.E.S., Ses and similar variants can refere to:

Business and economics

 * Socioeconomic status
 * Scottish Economic Society, a learned society in Scotland
 * SES, callsign of the TV station SES/RTS (Mount Gambier, South Australia)
 * SES, a satellite owner and operator
 * SES Water, a UK water supply company for east Surrey, West Sussex, west Kent, and south London
 * Single Economic Space or Eurasian Economic Space, a project of economical integration of five post-Soviet states: Belarus, Kazakhstan, Russia, Armenia, and Kyrgyzstan
 * Single European Sky, in air traffic management
 * Stock Exchange of Singapore
 * Subud Enterprise Services

Science and technology

 * Science and Engineering South, a consortium of 7 research-intensive public universities in the Southeast of England, UK
 * Sedimentation Enhancing Strategy, an environmental management project for land-building in river deltas
 * Service Engine Soon, a warning message on modern automobiles
 * Service Evaluation System, an Operations Support System used by telephone companies
 * Ses Hübner, a fungus moth genus nowadays synonymized with Tinea
 * Small Edison Screw, a variety of the Edison screw standard light bulb fitting
 * Socio-ecological system
 * Solvent excluded surface, a chemistry-related term
 * Standard Event System, a guideline to study vertebrate embryos
 * Surface effect ship, a class of ship that has both an air cushion (like a hovercraft) and twin hulls (like a catamaran)
 * Seismic Electric Signals, in seismology

Computer technology

 * SCSI Enclosure Services, a computer protocol for management of disk storage enclosures
 * Search Engine Strategies, a search engine marketing conference and expo
 * SecureEasySetup, a technology developed by Broadcom to easily set up wireless LANs with Wi-Fi Protected Access
 * Sequence Execution System, a WinCC option used for batch production
 * Signed Envelope Sender, a predecessor email sender validation protocol to Bounce Address Tag Validation
 * Amazon Simple Email Service, part of Amazon.com's cloud computing suite (AWS)
 * .SES (session file), industry-standard export file format of Specctra-compatible autorouters

Education

 * School of Environmental Studies (disambiguation), multiple schools
 * School of Economic Science in London, England
 * Saraswati Education Society in Karjat, India
 * Sanjay Education Society's College of Engineering and Polytechnic in Dhule, India
 * Southern Evangelical Seminary in Charlotte, North Carolina
 * Sunnyside Environmental School in Portland, Oregon
 * Shanghai Experimental School, a ten-year 1–12 school in Shanghai, China

Popular culture

 * Ses (film) (The Voice), a 2010 Turkish horror film
 * S.E.S. (group), (Sea, Eugene, Shoo), a Korean girl group
 * Sex, Ecology, Spirituality, a 2001 book by Integral philosopher Ken Wilber
 * Smile Empty Soul, an American post-grunge band from California
 * Smile Empty Soul (album)
 * Straight Edge Society, a professional wrestling stable

People

 * Stephan El Shaarawy (born 1992), professional footballer for A.S. Roma

Geography

 * Ses, alternate name of Sers, Armenia
 * Șes, a village in Bunești Commune, Suceava County, Romania
 * Șes (Pârâul de Câmpie), a river in Romania
 * Șes (Râul Mare), a river in Romania

Other uses

 * Senior Executive Service (United States), a civil service classification in the United States federal government
 * Blue Shirts Society, also known as Spirit Encouragement Society, a Fascist clique and secret police or para-military force in the Republic of China between 1931 and 1938
 * State Emergency Service, a number of volunteer emergency response organisations in Australia, with most state organisations referred to as SES
 * State Emergency Service of Ukraine, emergency response organization in the Ukraine
 * ses, ISO 639-3 code for Koyraboro Senni
 * ses, a variant of the Solresol language
 * Spiritual Exercises (disambiguation)
 * Sønderjylland Elite Speedway, Danish speedway team

title: SES


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User:Ghettobodhi

Hi! I easily get my formulas confused, forgive me!

title: User:Ghettobodhi


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Eckernförde

Eckernförde (Egernførde, sometimes also Egernfjord; Eckernför, sometimes also Eckernföör) is a city located in the Kreis of Rendsburg-Eckernförde, Schleswig-Holstein, northern Germany. Situated on the coast of the Baltic Sea, approximately 30 km north-west of Kiel, it has a population of about 23,000. Eckernförde is a popular tourist destination.

Name
The name of Eckernförde is of mixed origin, but derived from the name of a Danish castle formerly located near the current town, which is also reflected in the name of the town district of Borby. This fortification is listed in the 13th century Liber Census Daniæ as Ykærnæburgh. In 1441, the town used an official seal listing its name as Eherneborgh. The first syllable corresponds to the modern Danish word "egern" meaning squirrel while "-förde" is Low German meaning fjord. The -förde ending is documented in Latinized form on two official seals used by the town in 1602 and 1624. The etymology of the town's name is reflected in the presence of a squirrel in the town's coat of arms, a feature first documented by the 1441 seal.

History

 * In 1197, Eckernförde was mentioned in a written manner for the first time.
 * Eckernförde was mentioned in the year 1302 for the first time explicitly as a city, but in 1288 the inhabitants were already called oppidani (city citizen).
 * In 1628, it was taken by Christian IV of Denmark from the troops of the Holy Roman Empire.
 * During the First War of Schleswig two Danish ships, the Christian VIII and the frigate SMS Gefion tried to land in Eckernförde in April 1849. They were cannonaded from the shore. The Christian VIII exploded, while the Gefion surrendered and was captured. Theodor Preusser, the commander in chief of the southern troops, died while rescuing Danish troops from the Christian VIII.
 * On November 13, the 1872 Baltic Sea flood hit the coast of the Baltic Sea from Denmark to Pomerania. Of all the German coastal settlements, Eckernförde was most heavily damaged due to its location on Eckernförde Bay which is wide open to the north-east. The entire town was flooded, 78 houses were destroyed, 138 damaged and 112 families became homeless.
 * The Count Saint-Germain was buried in Eckernförde near St. Nicolai Church. His grave was destroyed by the 1872 storm surge.
 * In 1934, the seaside resort Borby was incorporated.
 * After the Second World War a United Nations displaced persons camp for Estonians was located near Eckernförde, where a section of the Hohenstein mansion was converted into a maternity ward.

Mayors

 * 1906–1914: Karl Heldmann (1872-1914)
 * 1920–1921: Willers Jessen (temporary)
 * 1921–1926: Curt Pönitzsch
 * July–September 1926: Wilhelm Kuhr (temporary)
 * 1926–1931: Walther Heinn (temporary)
 * 1931–1933: Wilhelm Sievers, (1896-1966), NSDAP
 * 1933–1938: Helmut Lemke, (1907-1990), NSDAP
 * 1938–1943: Friedrich Böhm, NSDAP (time of office till 1945)
 * 1943–1945: Heinz Loewer, NSDAP (temporary)
 * since June 1945: Hans Ohm (temporary)
 * since August 1945 Ewald Wendenburg (temporary)
 * since April 1946: Heinrich Schumacher KPD
 * since September 1946: Daniel Hinrichsen, CDU
 * April 1950–September 1952: Ewald Wendenburg, CDU
 * 1952–1966 Werner Schmidt, (1911-1990), independent, then FDP
 * 1966–1969: Hans Wiedemann, independent
 * 1969–1987: Kurt Schulz, SPD
 * 1987–1998: Klaus Buß, (born 1942), SPD
 * 1998–1999: Ingrid Ehlers, SPD (temporary)
 * 1999–2006: Susanne Jeske-Paasch, (born 1958), SPD
 * since 2007: Jörg Sibbel, (born 1965), independent, then CDU

Economy
In the early 20th century, Eckernförde was known for its harbour, fishing, trade in agricultural products, and manufacture of salt and iron goods.

All German Navy submarines form part of 1st Ubootgeschwader and are stationed in Eckernförde. It is the home of BEHN, an alcoholic beverage family company, founded in 1792. The headquarters of SIG Sauer are also located there.

Education
Schools in the city include the Richard-Vosgerau-Schule. The Richard Vosgerau School is a public elementary school in Eckernförde. The address is 26 Bergstraße, 24340 Eckernförde. The current head of the school is Mrs. Koepke. The school building consists of a white main house and a small outbuilding as well as a football field and a sports hall. In the schoolyard, the school children enjoy various activities, ranging from slides to climbing. Other schools in Eckernförde include:

 * Fritz-Reuter-Schule (primary and regional school)
 * Waldorf School
 * Gudewerdt Schule (primary and community school)
 * Pestalozzi Schule (special school)
 * Schule am Noor (special school)
 * Jungmannschule (high school)
 * Peter-Ustinov-Schule (community school)
 * Sprottenschule (primary school)

Transport
The Kiel–Flensburg railway runs through the town with trains stopping at Eckernförde station, situated to the west of the town centre. The town's main bus station, central omnibus station (German: ZOB), is directly connected to the train station. The operating company of the railway network is Deutsche Bahn. Eckernförde has 4 bus routes for urban connections operated by single-deck buses. Eckernförde has no trams or trolley-buses. For transportation, the statewide Schleswig-Holstein-fare applies. A taxi stand is located at the bus station. Eckernförde has two bike rental outlets, one is located near the beach and one is in the pedestrian area.

The nearest international Airport is Hamburg Airport.

Twin towns – sister cities
Eckernförde is twinned with:
 * 🇩🇪 Bützow, Germany (1990)
 * 🇸🇪 Hässleholm, Sweden (1958)
 * 🇹🇿 Tanga, Tanzania (1963)

Notable people

 * Count of St. Germain, aristocrat and adventurer, died here in 1784
 * Georg Gerlach (1797–1865), a Danish officer.
 * Lorenz von Stein (1815–1890), economist, sociologist, and public administration scholar.
 * Karl Wilhelm Valentiner (1845–1931), astronomer
 * Frederick G. Clausen (1856–1940), German-American architect
 * Walter von Bülow-Bothkamp (1894–1918), fighter pilot in WWI, winner of Pour le Mérite
 * Ruth Halbsguth (1916–2003), swimmer, team silver medallist at the 1936 Summer Olympics
 * Inge Viett (born 1944), former member of the "Red Army Faction" (RAF)
 * Christoph, Prince of Schleswig-Holstein (born 1949), head of the House of Glücksburg since 1980
 * Horst-Dieter Kolletschke (born 1952), a retired rear admiral of the German Navy.
 * Grietje Staffelt (born 1975), politician (Alliance 90/The Greens), former Bundestag member
 * Ingmar Zahorsky (born 1983), photojournalist and media artist
 * Michael Schulte (born 1990), singer and songwriter

title: Eckernförde


text:
Talk:Societal impacts of cars

Older comments
This is a very good article. As a passer-by, I was amazed at your decision to delete it. I understand your reasoning, but I think it should be moved rather than deleted. It is, after all, a nice, long, well-structured article that deserves to stay. Remember, Wikipedia is not only a conventional encyclopedia. Yes, it looks like an essay, but I think it should be integrated with automobile or something like that -- Ronline, 22 Nov 2003

 * I think it's a very opinionated article, it says very little against the automobile and the one line paragraph on safety implies accidents are a thing of the past. It is a good essay, maybe it would be better suited boosting the egos of certain fat-cats.  I'd best say no more incase I begin to sound political.  SimonMayer 06:47, 11 Jan 2004 (GMT)
 * Simon, please give this article a thorough editing. I've parsed it down, but it still needs a lot of work. See if you can remove the POV and redundancies. And see if you can remove parts that are already written elsewhere in wikipedia. My head hurts trying to deal with this article. Kingturtle 17:52, 11 Jan 2004 (UTC)
 * I'm not sure I have the ability or knowledge to change it, infact I don't know if I have the strength, I set the challenge for someone else to do it... SimonMayer 10:33, 13 Jan 2004 (UTC)

This aricle could do with more about the negative impacts of the car, it reads like propaganda written by Ford or General Motors at present G-Man 01:20, 21 Feb 2004 (UTC)
 * This article reads like a paper written for a low-level college course. Kingturtle 02:53, 21 Feb 2004 (UTC)
 * This article reads like a paper written for a low-level college high school course.--Loodog (talk) 01:17, 6 February 2008 (UTC)

RFC on some major changes to this article
After reading the comments above, I would like to do a load of work on this area and I would appreciate any thoughts anyone has on my ideas. I think the article should be renamed something like 'Effects of the automobile on society' and the following areas covered: I don't want to offend anyone with my changes, and I will probably have to do them in stages, so please do let me know how it's going and feel free to edit/delete/revert etc as you see fit. akaDruid 13:25, 25 Feb 2004 (UTC)
 * Remove subjective trash like 'The automobile gave whole new meanings to accessibility, time, and distance', concentrate on facts.
 * The article should start with a summary, not stuff that belongs on automobile
 * comments like '(Flink, 33)' should be binned unless someone has a good reason for them.
 * I'm open to suggestions, but perhaps the article should be restructured something along the lines of:
 * Cultural changes
 * Economic changes
 * Technological changes

 * Wow! Excellent reformating and edits. This page needed it! Excellent work. Keep at it :) Kingturtle 18:16, 25 Feb 2004 (UTC)

I have a bit of a problem with this:

''Up until the automobile, horses were the major means of transportation within cities. Horses require a large amount of care, and were therefore kept in public facilities that were usually far from residences. They also created a sanitary problem with the manure they left on the ground. The automobile had none of those disadvantages.

The automobile may have had some affect on the role of women in society, providing a means of transport that was safer in some ways than existing travel.''

Surely streetcars, railroads, bicycles etc were major modes of transport prior to cars and not just horses.

Also this article should mention more about congestion and the contribution car culture has to the promlems of obesity caused by lack of excercise etc, and other problems related to cars G-Man 21:20, 26 Feb 2004 (UTC)

 * Please please please make changes as you see fit! your ideas are important here. So add willingly. Kingturtle 22:44, 26 Feb 2004 (UTC)

 * Yeah 100% correct. That section is pretty poor. I just started laying into formats on this article, it still needs loads of work.  The bit about Leland appears to differ with other articles in the WP.  As a side note, if anyone drifting through here has an interest, WikiProject:Automobiles is looking for volunteers. (This was me, forgot to sign :) akaDruid)

Photo
I think a photo of a snarled, bumper-to-bumper freeway would be more appropriate than the one here. This must be from the early 1960s. Anybody? heidimo 16:02, 7 Mar 2004 (UTC)
 * Yes. I thought about that when I put that one up, but I couldn't find one.  I think this one is from Australia, not the US. If anyone has such an item, please do upload it! akaDruid 09:29, 8 Mar 2004 (UTC)
 * I removed the image for the time being. Pete/Pcb21 (talk) 10:38, 8 Mar 2004 (UTC)
 * I think it would be better to find a more accurate picture rather than just delete it. It does add to the article, even as it is.  I'll try and snap something on my way to work one day since I walk along congested London streets! akaDruid 16:05, 10 Mar 2004 (UTC)
 * I too could take a photo of congested London streets.... still not much help for an article about the United States (unless you mean London, Ohio? ) Pete/Pcb21 (talk) 16:12, 10 Mar 2004 (UTC)
 * I'm proposing we change the title of the article anyway (see above) since there is little US-specific content. Aside from that, I can't do much about a picture of US roads anyway, and one traffic jam is a lot like another for the purposes of illustration!  I'm a strong believer in doing things like this, since a poor picture might only be a small improvement to the article, but it might prompt someone to replace it (or add to it) and then you may get a great picture. Just my £0.02 anyway.  akaDruid 12:46, 12 Mar 2004 (UTC)
 * As you can see, I agreed that a name change was appropiate, which solves the photo issue. Now lets have at least two photos, the Ozzie empty freeway and the narled up London street. Pete/Pcb21 (talk) 13:01, 12 Mar 2004 (UTC)
 * Haha! you're trying to edit this at the same time as me - I just got an edit conflict on the new image, so I'll let you finish first! akaDruid 13:04, 12 Mar 2004 (UTC)
 * OK, I've added the new image further down the page. It doesn't look as busy as I intended - there is a big jam on the opposite side of the road. If I see a better image opportunity soon I will add it. akaDruid 13:10, 12 Mar 2004 (UTC)

Suburban growth
Because of the automobile, cities grew and suburbs appeared for the first time.

 * Not quite true. In LA—considered by some to be the apotheosis of suburban auto hell—the sprawl actually started with Pacific Electric's extensive network of streetcar and interurban routes, at a time when large numbers of average folks were still using public transit.  I rewrote this sentence and polished up the following one.  --Sewing 23:55, 9 Mar 2004 (UTC)

name of article
Please change the name of the name of the article back. The facts and figures and topics in this article are about America. The article is about the effects on the United States. Feel free to start a different article about society at large. Kingturtle 15:34, 12 Mar 2004 (UTC)

 * "I'm proposing we change the title of the article anyway (see above) since there is little US-specific content..." - akaDruid. One of you is wrong! Pete/Pcb21 (talk) 15:51, 12 Mar 2004 (UTC)

 * But if it does get made US-specific again, please remove the pictures of London and Australia! Pete/Pcb21 (talk) 15:56, 12 Mar 2004 (UTC)

Facts and figures in this article specific to the U.S.: Facts and figures in this article specific to other societies:
 * Aside from industries, one of the most visible effects the automobile had on the world is the huge increase in the amount of surfaced roads. In 1921, the United States had only 620,000 km (387,000 miles) of surfaced road throughout the country. Over the course of the next twenty years, the United States spent US$40 billion and over one million new miles of roads. With this came loss of habitat for wildlife on a massive scale. Loss of rural areas and agricultural land to pavement has also been extensive. The quality of roads was also improved. Roads were paved with asphalt, (an environmental hazard) and roads with more than one lane on each side became commonplace.
 * The assembly line and other methods of mass production were developed when American businessmen began seeking ways to build more automobiles at a lower price. The idea of using many small identical parts that could be exchanged for each other was engendered by the president of the Cadillac Automobile Company, Henry M. Leland. Once other automobile makers realized the value of small identical parts that were interchangeable, they hired many small machine shops to make identical parts that were then put together at assembly plants. Because of this, broken parts could easily be sent to car owners. This greatly prolonged the life of the automobile, making it even more attractive to consumers. Ransom E. Olds took the first step towards assembly line production when had the framework of each automobile pushed on a wooden platform supported by rolling casters. Henry Ford built on this when he used conveyor belts to pull along the bare frame of a automobile while workmen added parts to it that were brought to them by other conveyor belts. Ford's utilization of the conveyor belt in the factory was inspired by the Chicago Packing Association's disassembly line, where workers dressed beef pulled along by an overhead trolley. Until Charles F. Kettering's invention of the electric self-starter, in order to start the engine, the driver would have had to rapidly turn a crank sticking out of the front of the automobile. This difficult and sometimes dangerous task had restricted automobile use. The self-starter rotated the engine's crankshaft with an electric motor, eliminating the need to do it by hand.
 * The creation of good roads and dependable automobiles changed the ideas of U.S. citizens recreation and vacations. Before the automobile, resorts were predominantly found near the coast or a railroad. If people did not live near either one, then they were unlikely to be able to visit one. Once the automobile became abundant, resorts sprang up that were off the beaten path. Resorts sprang up in scenic places, far away from the hectic life of the cities. National Parks became popular tourist attractions and developed designs with automobile travelers in mind.
 * Automobile accidents caused many deaths before the United States Government passed automobile safety laws. To this date, automobiles remain a major cause of accidental death and injury, not to mention emotional stress. The automobile expanded the role, abilities and efficiency of the emergency services such as the response to a 9-1-1 call for firefighters or paramedics.
 * nothing.

Sincerely, Kingturtle 16:26, 12 Mar 2004 (UTC) P.S. For those of you who don't know, this article started out as a school paper by a student - and it was full of problems. It was nominated for deletion, but survived. Kingturtle 16:27, 12 Mar 2004 (UTC)

OK. First up - I want to make this into a useful article, so I can easily be persuaded of improvements. Given the above, this is my take on this:
 * I doubt there is enough content to here to support a seperate article for the US. While you are correct on the lack of content specific to other societies, IMHO there is almost no useful content which is exclusive to the US.  The bulk of useful exisiting content, and potential future contributions, are applicable to most countries where the automobile is prevelant.  Specifically, all the references to 'US Government' and 'US Roads' etc in the quoted section would be better replaced with 'governments' and 'road networks' or stripped out entirely.  Since the article was originally written from a US POV these sections have not yet been made applicable to other countries.
 * If there is an additional article made for the US, it should focus only on factors unique to the US.
 * Perhaps 'Social impact of the automobile' would be better.
 * The article is still horribly opinionated. A more neutral locational bias is only a start to improving it.
 * The sections covering the historical development of the automobile concern US history. However, this belong under automobile or possibly US history.

OK start shooting :) akaDruid 17:15, 12 Mar 2004 (UTC)

"Effects of the automobile on society" moved to "Effects of the automobile on societies"???
This article is completely from the POV industrialized-nations and from the POV of Western nations. It barely (if at all) touches on cultural anthropology (which would seem vital if we are talking about societies). There is nothing here regarding the effects on third world societies or on communist or totalitarian societies, or indigenous peoples. Moreover, nearly all the effects discussed in this article have to do with what happened in the United States, but not other societies. There are difference between the effects of the automobile on the U.S., France, China, Russia, Afghanistan, etc.

Therefore the new (and even the old) name of this article is misleading and off target. Really, this article should be renamed Effects of the automobile on Western industrialized societies...but even that isn't fully accurate. Kingturtle 18:53, 9 May 2004 (UTC)

 * As a person from post-communist Eastern Europe, I can say that most of effects discussed in the article took place there as well, with some delay. I can try to add some information and numbers specific to that region. Andris 20:16, May 9, 2004 (UTC)

I absolutely agree. I haven't had the time to check who decided to make the change (though I have an idea), but I agree that it is most inappropriate as it stands and recommend the original name be restored. BTW, I'm not sure if you saw this article in its first incarnation; far from being a low-grade college essay, it appeared to be a grade-school or junior high essay. There remain only a few odd phrases from the original document - isn't evolution amazing? Denni 19:28, 2004 May 9 (UTC)

 * Yes, I had actually support its deletion. But since people wanted it to stay, I put in a few huge edits early on. This article still needs tremendous revisions. Kingturtle 20:15, 9 May 2004 (UTC)

Other commentary

 * What does the word "pizzarized" mean? As in, Automobile accidents caused many deaths before automobile safety laws were pizzarized.... If it's a typo, it should be corrected.  If it's a real word, it isn't in common usage.  Perhaps a definition is warranted. --Kaleid 02:22, 4 Feb 2005 (UTC)

Remove: Changes to individual lifestyle in America
I'm going to remove this section becuase it is, as far as I can tell, just a bunch of random thoughts and I can't find any source that supports these ideas. Are there any objections? futurebird 23:40, 17 January 2007 (UTC)

Car-oriented Convenience
I have some issues with this section. Here are the bullets currently listed and my respective issues (rearranged for ease of nitpicking):
 * Buy gasoline at a gas station (in the few areas where full service is still available)
 * Have the car washed
 * ''If you do not have a car, I wouldn't need to acquire gas or wash it.

 * Buy many different kinds of food and beverage
 * Buy freshly prepared coffee or other similar beverages
 * Purchase alcoholic beverages from a drive through liquor store where local ordinances permit
 * ''I agree with the intent, but providing separate descriptions for coffee and alcohol is too arbitrary to me. I pickup bagels, tacos, burgers, and whole chickens without having to leave my car; but no need to list each of those on their own.

 * Obtain cash from an ATM
 * Deposit mail for delivery by the postal service
 * Drop off apparel for dry cleaning
 * Pick up and pay for prescription drugs at a pharmacy
 * Return library books, videotapes, or almost any other small object that is regularly lent to the public
 * ''I'm actually OK with these, for now, though I do want to point out that I can similarly perform all of these without ever having to leave my feet. :)

Sláinte! --Bossi ( talk ;; contribs ) 22:32, 13 March 2007 (UTC)

Proving a point
To the person who stuck the infinite number of "citation needed" tags into this article, might I point you to WP:Point? This is ridiculous. Wouldn't a banner at the top of the article or even the sections suffice? Give me a break. Zweifel 08:37, 8 April 2007 (UTC)

Removed claim
I removed the claim:
 * In comparison to pedestrians or users of mass transit, drivers of automobiles are not able to travel as quickly in inner-city urban cores.

because it is unreferenced and somewhat dubious. It's certainly faster to get around downtown Boston in a car than it is on foot, if you are going more than a block or two. Sometimes it is faster to take the subway than, but that depends on traffic and parking. -- Beland 18:34, 23 April 2007 (UTC)

Expansion requests

 * There's a lot more to be said about the environmental impact of the car, for example:
 * Listing other pollutants besides CO2, such as ozone, NOx, sulphur dioxide, particular matter, etc.
 * Discussion what proportion of the emissions of various pollutants are due to automobiles
 * Discussion of which places are most impacted by automobile pollution
 * Summarize automobile emissions control
 * Discussion of differences between developed and developing countries
 * Nothing in this article is mentioned about the huge impact of the internal combustion engine on cargo transport. The article truck doesn't mention any social effects, and this article might not be such a bad place for coverage of the social impact of both cars and trucks.
 * There is no mention of the economic impact of cars on trade, other than the decentralization of cities.
 * What about the transportation economics of rural farming?
 * What about the economics of finding a job in a large metropolitan area?
 * What about the impact on the dynamics of inter-urban trade of goods and services?
 * What about the impact on the railroad passenger and cargo industries?
 * What about the impact of highways on economic dominance (I'm thinking of the rise of Route 128 ove downtown Boston due to better freeway access, the decline of Route 66, and how cities like New York, Chicago, and Atlanta used to be water or rail transport hubs, but seem to have transitioned into the automobile era)
 * Urban sprawl is not mentioned by name, except in the "see also" section. Discussion of land use differences between e.g. New York and Los Angeles would be interesting.
 * More specific information is needed about traffic accidents than "many deaths and injuries". Statistics on the frequency thereof, as well as areas and demographics for which traffic accidents are the leading cause of death and injury would be appropriate.
 * Nothing is mentioned about traffic congestion.
 * The article externality is linked in the "see also" section, but this should really be explained with regard to specific effects, such as pollution and congestion.

-- Beland 18:53, 23 April 2007 (UTC)

Further hidden costs

 * What about the financial cost of accidents? Currently £18bn annually in the UK, didn't want to edit the main page as it's a US context and I don't know the annual US cost.

-- Nick. — Preceding unsigned comment added by 86.180.238.227 (talk) 21:41, 5 March 2012 (UTC)

Neutrality problems
This article sounds like it was written by someone who does not like cars or what they feel American society has become as a result. While there are certainly some clear negatives, like traffic accidents and pollution, some changes are evaluated by different people in different ways (like the effect on interpersonal interaction) but this article seems to put a negative spin on those, too. Little coverage is given to positive effects. Most sections are very poorly referenced and short on supporting details which would help skeptical readers. -- Beland 19:02, 23 April 2007 (UTC)

I agree - the whole tone of the article feels driven by a hatred of automobiles - it needs to be essentially gutted for weasel wording, rhetoric, POV statements and rewritten in a neutral tone that plays up the benefits as much as the detractions. Hmoul 20:11, 20 June 2007 (UTC)

 * Reeks of OR to the point of deletion.--Loodog (talk) 05:16, 21 January 2008 (UTC)

 * I disagree, the article is increasingly comprehensive and well-sourced, and, in regards to worldwide view concerns, incorporates multiple references to the effects of road networks on other continents besides North America. It's been 1.5 years since all of your comments here, but I have yet to see some substantive edits on your part as to neutrality issues.  I do believe it's high time to remove the npov tag.   Critical Chris   12:47, 29 July 2009 (UTC)

 * Well, I don't disagree. Consider this sentence;

"Beginning in the 1940s, most urban environments in the United States lost their streetcars, cable cars, and other forms of light rail, to be replaced by diesel-burning motor coaches or buses."
 * This trend actually began in the late-1910's, not in the 1940's. DanTD (talk) 15:19, 19 January 2010 (UTC)

Name change
I propose to rename this article Automobile social impacts. It is shorter and more to the point. It would also be easier to find this title when one is searching lists for automobile related topics. Alternatively it could be named Automobile societal impacts. Timiddriver 04:19, 15 September 2007 (UTC)

Biased Section
The whole section on costs is written like a persuasive mini-essay on why roads and parking should be tolled to reduce driving, not to mention the graph of aggravating red colors representing the car and calming blue representing public transportation. Our own opinions aside it's a pretty one sided and unencyclopedic section. It should be rewritten somehow, but I'm not quite sure how to go about it myself. —Preceding unsigned comment added by 168.150.253.56 (talk) 03:03, 29 January 2008 (UTC)

"De facto" standard of transport
User:Loodog insists that the automobile is the "de facto" transportation standard in ALL (and not MOST) developed countries. But, for instance, the majority of personal journeys in Singapore and The Netherlands don't even happen by automobile. In Singapore the modal share for public transport is 63% of all motorised journeys, and the government wants to increase it to 75%. Anyone who has been to the Netherlands knows that the whole infrastructure is built around bicycles, and that cars are given very low priority in cities. What makes you so sure that the automobile is the "de facto" standard (which implies highly dominant modal share) in those countries, rather than just one of the standards? Cambrasa (talk) 04:56, 24 March 2008 (UTC)
 * Check again. That wasn't me.--Loodog (talk) 12:26, 24 March 2008 (UTC)
 * Maybe it was an edit conflict, but check out this - SCEhard T 13:39, 24 March 2008 (UTC)
 * Yes, that I did do.--Loodog (talk) 18:37, 24 March 2008 (UTC)
 * Which included "in most developed" -> "in developed". So, you are OK with Cambrasa's reversion? - SCEhard T 20:56, 24 March 2008 (UTC)

Good article, suggestions
Should tie in with the article "Motor vehicle fatality rate in U.S. by year" The death rate given in section 6 should be 36,560 (2018) from the above article. ref 9, 10

I don't see a lot wrong with the article's neutrality or its content. Yes the negative points are more numerous than the positive points but that isn't evidence of bias. This is simply an issue where there is a large, easily understood benefit which can be described quite concisely (ie. freedom of mobility) but there are also a number of ramified negative effects which each have to be evaluated and quantified to assess the overall impact.

If anything the article misses what in my opinion is a very important negative effect of the automobile's effect on society which is the extreme increase in the number of people leading sedentary lifestyles because they drive instead of having to walk or cycle, and the consequent rise of obesity etc. For example it would interesting to show a graph of obesity correlated with car ownership levels, or the two time correlated throughout the 20th century in the USA. If a source can be found, the plausible argument that the entire modern fitness and dieting industry and culture is largely an indirect consequence of the automobile should be noted.

I don't think the article addressed the argument that the shift to car transport, particularly in America due to its size and population distribution and the subsequent neglect of public transport, disadvantaged the poor and created an underclass of those who can't afford to drive. This has connections to the sociology and demography of inner city ghettos which should be noted. There is a lot of evidence that the US urban poor become socially ghettoized because they literally can't obtain affordable transport for a short trip out of their neighbourhoods. The cost of car transport or the hassle of public transport also makes work less financially rewarding or more stressful for them, leading to a poverty trap where benefits are marginally preferable to work.

It's interesting to note than car ownership levels aren't directly linked to "car hegemony" in any given society. For example, Germany has one the highest levels of car ownership but also very good public transport, healthy populations and quality of life for pedestrians and cyclists; Britain's levels are lower but in Britain these things are comparatively abysmal.

More generally, we should explore the argument that because the American public is tied to oil for transportation it has been far easier for American governments to unite the body politic behind foreign policies based on Middle East intervention and imperialism. The resulting low prices of oil have also probably encouraged the growth of oil based industries like plastics manufacturing and freight transport by truck or plane. In general a body politic of motorists has an interest in low prices and high supply for oil, and healthy profits for oil companies which they can reinvest into ensuring the continuation of oil consumption. All of this fosters dependence on oil in other spheres.

Marxists like Theodore Adorno, Guy Debord and Herbert Marcuse wrote a lot about the alienating individualising effects of the automobile too and their points should be mentioned. —Preceding unsigned comment added by 91.105.228.120 (talk) 22:51, 21 April 2008 (UTC)

 * In my opinion this article still needs a lot of work. It is not even 10% of the way to a good article award. Some parts read like a primary school essay, some like a motor industry pamphlet, and some like a green party manifesto. This is an extremely difficult topic to write a good article about because it is so vague and wide-reaching. At the moment the article summarises individual opinions of all sorts of experts with a narrow area of interest, but it fails to connect them together to a "bigger picture". I guess this is partly because it is so hard to find good literature about how the auto relates to the bigger picture, that don't have a political agenda. The second problem with this article is that it doesn't quantify the effects. Some highly trivial effects are reported thoroughly (such as how many songs have been written about cars) while some world-changing effects (such as urban sprawl) are barely mentioned at all. The third, and biggest problem, is that this article is mostly about the USA, however soon there will be 2 billion new cars in China and India, making the USA car fleet insignificant in comparison. The article says virtually nothing about cars in Asia, where the situation is very different to the US. Even the "freedom of mobility" advantage you talk about is highly dependent on geography and population density. For instance, in Hong Kong or Tokyo a car is probably the slowest and most inconvenient way of getting around.

 * Of course the difficulty of writing this should not make Wikipedia shy away, because this is a hugely important topic, far more important than most people realise. The systemic effects of the auto in the developing world could make the all the difference between survival and extinction of the human race (see Peak oil). It would be a shame if this article continues to be neglected. Some day, after reading all the literature, I will try to give it a major rework.  Cambrasa   confab  23:21, 21 April 2008 (UTC)

Bot report : Found duplicate references !
In the last revision I edited, I found duplicate named references, i.e. references sharing the same name, but not having the same content. Please check them, as I am not able to fix them automatically :) DumZiBoT (talk) 03:16, 9 August 2008 (UTC)
 * "asphalt" :

Remove POV tag?
This article seems objective to me. Obviously some work has gone into it since a lot of the comments on this page.

Time to remove the tag?

The worlwide tag I think needs to stay. There's not enough on cars outside the US.

DHooke1973 (talk) 12:13, 23 December 2009 (UTC)
 * Nope. It still needs some work. DanTD (talk) 15:22, 19 January 2010 (UTC)
 * I agree with DanTD. This article seems to have gone from a pro-driving POV to an anti-driving POV; particularly the last section, where almost every claim made is documented with reference to source #20, which itself has a very anti-car POV.

 * Absent that last section, the rest of the article isn't too bad, although very US-centric. I'd take a stab at fixing it, but I don't want to merely remove statements. I think we'd be better served by citing both pros AND cons to a larger extent than is done now.

 * And I absolutely agree the article is too US-centric. One example is the cost of road maintenance; the low tax on fuel in the US may not cover the cost of road maintenance, whereas many European countries have a very high tax that goes into their general budgets and gets spent on unrelated programs. -Stian 14:15, 20 August 2010 (UTC)

I made several improvements trying to fulfill the POV issue. May we remove the POV tag? Thank you in advance.João Pimentel Ferreira 13:14, 16 October 2015 (UTC) — Preceding unsigned comment added by Joao.pimentel.ferreira (talk • contribs)

removing POV tag with no active discussion per Template:POV
I've removed an old neutrality tag from this page that appears to have no active discussion per the instructions at Template:POV:
 * This template is not meant to be a permanent resident on any article. Remove this template whenever:
 * There is consensus on the talkpage or the NPOV Noticeboard that the issue has been resolved
 * It is not clear what the neutrality issue is, and no satisfactory explanation has been given
 * In the absence of any discussion, or if the discussion has become dormant.

Since there's no evidence of ongoing discussion, I'm removing the tag for now. If discussion is continuing and I've failed to see it, however, please feel free to restore the template and continue to address the issues. Thanks to everybody working on this one! -- Khazar2 (talk) 15:11, 15 June 2013 (UTC)

This statement not encyclopedic enough
In the history section "This increase in production required a large, new work force. In 1913 13,623 people worked at Ford Motor Company, but by 1915 18,028 people worked there"

A better statement than this would be say---> in the united states in 1905 X number of people were employed in the automotive industry by 1930 X number of people were employed in the automotive industry just need to find a good source now if anyone can help let me know Sassmouth (talk) 01:35, 24 October 2016 (UTC)

Additional verification?!
Someone added on the article a tag for additional verification without specifying anything. This article has already 47 sources! Either the person specifies which sentence needs verification (with the tag "citation needed") or that tag makes no sense.145.64.134.245 (talk) 14:48, 3 November 2016 (UTC)

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Source for cost in Portugal is missing
There is no source for the claim, that motorists in portugal spend over half of their income for their car and a spontaneous google search did not brought any fruits. Perhaps someone can clarify? Tulpenliebhaber (talk) 07:12, 22 January 2024 (UTC)

title: Talk:Societal impacts of cars


text:
Decimus Junius Brutus Callaicus

Decimus Junius Brutus Callaicus (or Gallaecus or Callaecus; c. 180 – 113 BC) was a consul of the Roman Republic for the year 138 BC together with Publius Cornelius Scipio Nasica Serapio. He was an optimate politician and a military commander in Hispania and in Illyria. He was the son of Marcus Junius Brutus (consul in 178 BC) and brother of Marcus Junius Brutus (praetor in 88 BC). He had a son also named Decimus Junius Brutus (consul in 77 BC) and his grandson was Decimus Junius Brutus Albinus.

Decimus Junius Brutus belonged to the optimates, a political faction which supported the interests of the aristocracy and was opposed to both the plebeian tribunes (the representatives of the plebs) and populares, a political faction which championed the cause of the poor and wanted reforms to help them. During his consulship he and his colleague P. Cornelius Scipio Nasica opposed the plebeian tribunes. The plebeian tribune Gaius Curiatus sent both consuls to prison because they did not allow the plebeian tribunes to select ten men who would be exempt from military service. The two consuls also opposed a proposal by the tribunes to purchase grain from abroad because the price of grain was going up. Scipio Nasica made a speech which quieted the restless plebs.

Campaigns in Lusitania and southern Gallaecia
Appian (who wrongly identified Decimus Junius Brutus Callaicus as a praetor called Sextius Junius Brutus) wrote that (in 138 BC) Brutus was sent to the Roman province of Hispania Ulterior (Further Spain, in modern Andalusia in the south) to deal with many guerrilla bands which were raiding Lusitania in emulation of Viriathus, the Lusitanian chieftain who led the Lusitanian War (or Fiery War, 155–139 BC) against the Romans and who had been assassinated the year before. The guerrilla bands raided Lusitania, which was between the Rivers Durius (Douro) and Tagus, lying to the north-west of Hispania Ulterior. It covered central and northern parts of present Portugal and also some territory in current western Spain.

Brutus would have been unable to pursue the gangs over an area which ranged from the Rivers Lethe (Limia) and Durius to the River Baetis (Guadalquivir). This was a vast area which extended from Gallaecia, in modern-day north-western Spain and northern Portugal, to the edge of the Roman province of Hispania Ulterior. Therefore, Brutus attacked their towns for revenge, to destroy their homes and for plunder for his army, obliterating everything in his path. Women fought valiantly with their men. Some people fled to the mountains and, when they asked for pardon, Brutus took their belongings as a fine. In 137 BC Brutus crossed the River Durius and therefore crossed into Gallaecia. Brutus also reached the River Lethe, which flows from a source in Galicia close to today's border with Portugal and has its outlet on the coast of northern Portugal. Appian wrote that he was the first Roman who thought of crossing it. Lethe was also the name of a mythical river in the underworld, and so the superstitious Roman soldiers refused to cross it until Brutus crossed it himself. Brutus also crossed the Nimis (a river which has not been identified, but was probably the Minho in Galicia, the last tract of which forms part of today's northern border of Portugal. He launched an assault against the Bracari, a tribe of southern Gallaecia centred on modern-day Braga, Portugal, because they attacked his baggage train. The fighting women killed themselves and their children when they were captured. A number of towns submitted but then rebelled. One of them was Talabriga. Brutus ordered the inhabitants to hand over the deserters, the prisoners, hostages and their weapons and to leave the town. They disobeyed and he had them surrounded by soldiers to scare them and then took their horses, provisions and public money, but gave them back the town. When he completed his campaign Brutus then returned to Rome.

Brutus must have moved into Lusitania from north of the River Tagus because no crossing of this river was mentioned by Appian. Therefore, he advanced from central Portugal to northern Portugal. He had the city of Olissipo (modern Lisbon) fortified. Talabriga (Marnel, near Águeda) must have been taken before the Crossing of the Durius. A fortified position was established at Vissaium (Viseu). As already noted, after devastating Lusitania Brutus also reached into southern Gallaecia.

Cividade de Terroso in the outskirts of modern Póvoa de Varzim, was one of the major cities in the heartland of the native Castro Culture in coastal northern Portugal, which had notable Carthaginian influence in trade and culture. The archaeological site shows clear signs of complete destruction and burning dating to the time of Decimus Junius Brutus. After the destruction the city was rebuilt using some Roman principles.

Decimus Junius Brutus pacified Lusitania and southern Gallaecia. The way the Roman kept suzerainty over the peoples of this area is unclear due lack of information. It is likely that they were forced to become Roman allies like some of the Celtiberian peoples who lived further east. There were further conflicts between the Romans and the Lusitanians later. Lusitania and Gallaecia were annexed into the Roman Empire later, when Augustus reorganised the Roman provinces of Hispania either before or after the Cantabrian Wars of 29–19 BC (in Asturias and Cantabria, to the north of Gallaecia) in which he suppressed the last rebellion against the Romans in the peninsula. Lusitania was established as a new province. Gallaecia became part of Hispania Tarraconensis, a new and larger province which replaced the province of Hispania Citerior to include central and southern Spain.

Participation in war against the Vaccaei
In 137 BC Decimus Junius Brutus also got involved in a campaign against the Vaccaei, who lived to the west of the Celtiberians and not far from Lusitania. The commanders of the Roman province of Hispania Citerior (Nearer Spain, on the east coast of Spain, roughly corresponding to modern Catalonia and Valencia) were fighting in Numantine War (143–133 BC), a rebellion of the Celtiberians who lived to the west of Hispania Citerior. The war was centred on the town of Numantia, which was difficult to besiege, holding out for ten years. In 137 BC the consul Marcus Aemilius Lepidus Porcina was sent to Hispania Citerior to continue the war after the Roman senate rejected a peace treaty made by the other consul for the year, Gaius Hostilius Mancinus. Aemilius did not want to keep his army idle while he was waiting for instructions from Rome and was probably greedy for glory and booty. He falsely accused the Vaccaei of aiding the Celtiberians as an excuse for war. He ravaged the countryside and besieged Pallantia, their main city. He convinced Brutus, who was the commander of Hispania Ulterior and his brother-in-law, to join him. Messengers from the senate arrived and asked why Aemilius sought a new war. They warned him not to continue the attacks on the Vaccaei. Aemilius sent them back to Rome and wrote that it would be dangerous to abandon the war. The siege lasted a long time, during which the Romans run short of food and many men and all the animals died. Aemilius and Brutus eventually had to withdraw, doing so in a very disorderly manner. The Pallantines harassed their flanks and rear and killed many men. When Rome heard of this, Aemilius was recalled, stripped of his command and consulship, and fined. Brutus does not seem to have been punished.

Family
Callaicus was married to a Clodia (who had previously been married to Publius Licinius Crassus Dives Mucianus and had three children with him) and with her had at least two children, a son named Decimus Junius Brutus and a daughter named Junia who became the mother of Gaius Claudius Marcellus.

Other facts
The ancient Roman historian Livy wrote that in 138 BC, when Decimus Junius Brutus and his consular colleague, Publius Cornelius Nasica, held the levy of the soldiers, "something happened in front of the recruits that served as an example." A man was accused before the plebeian tribunes of deserting the army in Hispania. He was sentenced, "sent under the yoke, chastised with rods, and sold for one sesterce."

In 138 BC Decimus Junius Brutus founded the Roman colony of "Valentia Edetanorum" (today's Valencia) in Hispania Citerior. Valentia, which means valour, was named in honour of the valour of the Roman soldiers. Edetanorum indicated that the city was in the territory of the Edetani, an Iberian people. It was built on the site of an Iberian town. Livy said that Valentia was founded to give land to soldiers who had fought under Viriathus, the Lusitanian leader.

In 136 BC the Roman Senate granted Brutus a triumph and gave him the cognomen Callaicus or Callaecus (winner against the Callaeci/Gallaeci) At an unknown date he built a temple by the Circus Flaminius which is thought to have been dedicated to Hercules Callaicus. This was one of various public buildings Callaicus built with the proceeds of the spoils of his war. All of them had inscriptions by Lucius Accius, the tragic poet. He had a colossal statue of a seated Mars erected in this temple.

Brutus was the patron of Lucius Accius, who wrote a tragedy on the tyranny of Lucius Tarquinius Superbus, the last king of Rome, and his expulsion by Lucius Junius Brutus (the founder of the Roman Republic and an ancestor of Callaecus) titled Brutus in honour of his patron.

In 129 BC, according to Livy, Brutus helped the consul Gaius Sempronius Tuditanus, who "at first fought unsuccessfully against the Iapydians [a tribe in Illyria], but the defeat was compensated by a victory won through the qualities of Decimus Junius Brutus." However, according to Appian, "Sempronius Tuditanus and Tiberius Pandusa waged war with the Iapydes, who live among the Alps, and seem to have subjugated them." This was the last historical record of Callaicus.

Cicero said that Callaicus had the peculiar habit of performing the libations (the pouring of a liquid as an offering to a god or spirit or in memory of the dead) for the dead in December instead of February as was customary. Plutarch explored a number of possible explanations for this peculiarity: (1) since the dead were honoured at the end of the day, it may be reasonable to do so at the end of the year; (2) it might not be fitting to honour the dead at the beginning of the sowing, a time of new life; (3) December was dedicated to Saturn, who was a god of the underworld; or, (4) that "Brutus deemed it proper to bestow upon the dead first-fruits" of the revelries of the festival of the Saturnalia. Plutarch also wondered whether "this statement, that Brutus alone sacrificed to the dead in this month" was wrong. "For it is in December that they make offerings to Larentia and bring libations to her sepulchre." Larentia was a mythical woman who was connected to the Lares, the spirits of ancestors who were guardian deities of the family, neighbourhoods, roadways, seaways, agriculture, livestock, towns, cities, and the state.

According to Mastrocinque, in 122 BC Callaicus took part in the suppression of the movement led by Gaius Sempronius Gracchus.

title: Decimus Junius Brutus Callaicus


text:
Decimus Junius Brutus Albinus

Decimus Junius Brutus Albinus (27 April 81 BC – September 43 BC) was a Roman general and politician of the late republican period and one of the leading instigators of Julius Caesar's assassination. He had previously been an important supporter of Caesar in the Gallic Wars and in the civil war against Pompey. Decimus Brutus is often confused with his distant cousin and fellow conspirator, Marcus Junius Brutus.

Early life

Decimus was probably son of the Roman senator Decimus Junius Brutus and his notorious wife Sempronia, one of the participants in the conspiracy of Catilina in 63 BC. His birthday seems to have been 27 April, and he was probably born in the year 81 BC, perhaps slightly earlier. Decimus was of distinguished ancestry: his father, grandfather and great-grandfather had all been consuls, and his mother was likely descended from Gaius Gracchus, the ill-fated popular reformer. He was also adopted by a patrician named Postumius Albinus, one of the last members of the ancient noble house which bore that name. Although some ancient sources accordingly refer to Decimus as 'Albinus', and the name also appears on some coins he himself minted, Decimus does not seem to have changed his name to reflect the adoption, as was customary, and his contemporaries continued referring to him by his birth name, even in official contexts.

On several occasions Julius Caesar expressed how he loved Decimus Brutus like a son. Syme argued that if a Brutus was the natural son of Caesar, Decimus was more likely than Marcus Brutus. Decimus was named an heir in the second degree in Caesar's will and was designated to become guardian of any child Caesar would have. Roman historian Appian interpreted this as being an adoption of Decimus by Caesar.

Decimus Brutus spent his youth mainly in the company of Publius Clodius Pulcher, Gaius Scribonius Curio, and Marcus Antonius.

During the Wars
He served in Caesar's army during the Gallic wars and was given the command of the fleet in the war against the Veneti in 56 BC. In the decisive Battle of Morbihan, Decimus Brutus succeeded in destroying the Veneti's fleet. Using sickle-like hooks fitted on long poles, Decimus Brutus attacked the enemy's sails, leaving them immobilized and easy prey to Roman boarding parties. He also served against Vercingetorix in 52 BC.

When the Republican Civil War broke out, Decimus Brutus sided with his commander, Caesar, and was entrusted once again with fleet operations. Richard Billows argued that Caesar loved Decimus Brutus almost as a son. In 50 BC he married Paula Valeria, the sister of Gaius Valerius Triarius, a friend of Cicero who later fought alongside Pompey at Pharsalus.

The Greek city of Massilia (present-day Marseille) sided with Pompey the Great, and Caesar, hastening to reach Hispania and cut Pompey off from his legions, left Decimus Brutus in charge of the naval blockade of Massilia. Within thirty days, Decimus Brutus built a fleet from scratch, defeated the Massilian fleet twice, and together with Gaius Trebonius (who commanded the siege) secured the capitulation of Massilia.

Ides of March and its aftermath
When Caesar returned to Rome as dictator after the final defeat of the Conservative faction in the Battle of Munda (45 BC), Marcus Brutus joined the conspiracy against Caesar, after being convinced by Cassius and Decimus. In 44 BC, Decimus was made Praetor Peregrinus by personal appointment of Caesar and was designated to be the governor of Cisalpine Gaul in the following year.

On the Ides of March (March 15), Caesar initially decided not to attend the Senate meeting in the curia at the theatre of Pompey due to the concerns of his wife. He was persuaded to attend by Decimus Brutus, who escorted him to the senate house, and neatly evaded Mark Antony, who may have told Caesar of the assassination plot. After Caesar was attacked by the first assassin, Servilius Casca, Decimus and the rest of the conspirators attacked and killed him. In all, Caesar suffered approximately 23 stab wounds. According to Nicolaus of Damascus, Decimus struck him through the thigh.

The assassins received an amnesty the next day, issued by the senate at the instigation of Mark Antony, Caesar's fellow consul. But the situation was not peaceful; Rome's population and Caesar's legionaries wanted to see the conspirators punished. The group decided to lie low, and Decimus used his office of Praetor Peregrinus to stay away from Rome. Decimus was named an heir in the second degree in Caesar's will.

Activity in Gallia Cisalpina
The climate of reconciliation soon passed, and slowly the conspirators were starting to feel the strain of the assassination. Already in March 44 BC, Decimus Brutus found his (earlier) allocation of the province of Cisalpine Gaul opposed by Antony. Nevertheless, by the autumn, Decimus Brutus was campaigning against local tribes in the province assigned to him by Caesar as propraetor, with his own troops. He was ordered by the Senate to surrender his province to Antony but refused, an act of provocation to which Antony was only too happy to respond. Defeating Decimus Brutus was a way for Antony to regain his ascendancy and get control of the strategically important Italian Gaul; while conversely Cicero encouraged the former to destroy Antony and thereby restore the commonwealth.

In 43 BC Decimus Brutus occupied Mutina, laying in provisions for a protracted siege. Antony obliged him, and blockaded Decimus Brutus' forces, intent on starving them out.

Nevertheless, the consuls of the year, Aulus Hirtius and Gaius Pansa, marched northward to raise the siege. Guided by Cicero (whose Philippics date from this time), the Senate was inclined to view Mark Antony as an enemy. Caesar Octavian, the nineteen-year-old heir of Caesar, and already raised to the rank of propraetor, accompanied Gaius Pansa north. The first confrontation occurred on April 14 at the battle of Forum Gallorum, where Antony hoped to deal with his opponents piecemeal. Antony defeated the forces of Gaius Pansa and Octavian, which resulted in Pansa suffering mortal wounds; however, Antony was then defeated by a surprise attack from Hirtius. A second battle on 21 April at Mutina resulted in a further defeat for Antony and Hirtius' death. Antony withdrew, unwilling to become the subject of a double circumvallation as Vercingetorix had done to Caesar at Alesia.

With the siege raised, Decimus Brutus cautiously thanked Octavian, now commander of the legions that had rescued him, from the other side of the river. Octavian coldly indicated he had come to oppose Antony, not aid Caesar's murderers. Decimus Brutus was given the command to wage war against Antony, but many of his soldiers deserted to Octavian.

Flight and death
With Cicero's support, however, Decimus Brutus crossed the Alps to join Plancus in the war against Antony; but when Plancus switched sides his position became untenable and he was forced to flee. He attempted to reach Macedonia, where Marcus Junius Brutus and Cassius had stationed themselves, but was executed en route in mid-September by a Gallic chief loyal to Mark Antony.

Several letters written by Decimus Brutus during the last two years of his life are preserved among Cicero's collected correspondence.

Cultural depictions
Decimus' legacy is not as notable as that of the other Brutus who was among the conspirators, Marcus Brutus, whom he is often confused for, or merged with, in depictions.

In Shakespeare's Julius Caesar, Decimus Brutus is mistakenly called "Decius". He also appears in the play Cato, a Tragedy by Joseph Addison also here under the name "Decius". He appears with his actual name in the play The Tragedy of Cicero.

In Allan Massie's 1993 book entitled Caesar, Decimus Junius Brutus Albinus narrates his story and reason for joining in Caesar's assassination while being held captive by the Gallic chief.

In Colleen McCullough's novels Caesar and The October Horse (of her Masters of Rome series) Decimus Brutus is an important character. In these novels, he and Gaius Trebonius are portrayed as the real leaders of the assassination conspiracy.

In Conn Iggulden's Emperor series of books the historical figures of Decimus Brutus and Marcus Brutus are blended together into the one character named Marcus Brutus.

In Ben Kane's books The Forgotten Legion, The Silver Eagle, and Road To Rome, Decimus Brutus is shown as a fairly major character to the plot and the rest of the book as Fabiola's lover.

In Robert Harris' novel, Dictator, it is Decimus, not Marcus, who is the Brutus targeted during Caesar's assassination by Caesar's alleged accusatory words, "Even you?". The phrase, more often rendered as "Et tu", is immortalized in Shakespeare's Julius Caesar.

In S.J.A Turney's series of novels titled Marius Mules, Decimus Brutus is heavily featured as a brilliant naval commander and one of Caesar's most loyal officers.

Ancient sources

 * Cicero, Epistulae ad Familiares.

title: Decimus Junius Brutus Albinus


text:
Timequake

Timequake is a 1997 semi-autobiographical work by Kurt Vonnegut, Jr. Marketed as a novel, the book was described as a "stew" by Vonnegut, in which he summarizes a novel he had been struggling with for a number of years.

Plot summary
Vonnegut uses the premise of a timequake (or repetition of actions) in which there is no free will. The idea of determinism is explored—as it is in many of his previous works—to assert that people really have no free will. Kilgore Trout serves again as the main character, who the author declares as having died in 2001, at the fictitious Xanadu retreat in Rhode Island. Vonnegut explains in the beginning of the book that he was not satisfied with the original version of Timequake he wrote (or Timequake One). Taking parts of Timequake One and combining it with personal thoughts and anecdotes produced the finished product, so-called Timequake Two. Many of the anecdotes deal with Vonnegut's family, the death of loved ones, and people's last words.

The plot, while centered on Trout, is also a sort of ramble in which Vonnegut relays tangents to the plot and comes back dozens of pages later: the timequake has thrust citizens of the year 2001 back in time to 1991 to repeat every action they undertook during that time.

Most of the small stories in the book expound on the depression and sadness wrought by watching oneself make bad choices: people watch their parents die again, drive drunk or cause accidents that severely injure others. At the end of the timequake, when people resume control, they are depressed and gripped by ennui. Kilgore Trout is the only one not affected by the apathy, and thus helps revive others by telling them, "You were sick, but now you're well, and there's work to do."

In the conclusion of this book, a fictionalized Vonnegut (who has inserted himself into the text, something he also did in Breakfast of Champions and, to a lesser degree, in Slaughterhouse-Five) meets other authors for a celebration of Trout. The celebration, described as a "clambake," is heavily foreshadowed throughout the novel's previous chapters.

Style
The novel is divided into 63 chapters, seemingly arbitrarily. A new chapter rarely offers any sort of "break" with a previous one; in most cases a thought which was being discussed at the conclusion of the previous chapter continues uninterrupted in the next; chapter breaks are thus used no differently from paragraph breaks.

Timequake, like many Vonnegut works, features a large number of double-spaced paragraph breaks and triple asterisks within each chapter, creating a constant sense of the author pausing between paragraphs.

Though his tone is largely cynical throughout Timequake, Vonnegut frequently makes use of various light-hearted sayings, such as "Hold on to your hats!" or "Get a load of this!" when segueing between ideas. Several phrases are likewise continually repeated, such as "ting-a-ling" and "he's up in heaven now."

Allusions in other works/similarity to other works
The Art Brut song "Late Sunday Evening" uses Trout's mantra "You were sick, but now you're well again, and there's work to do" as its refrain. The band I Would Set Myself on Fire for You uses a passage from Timequake at the beginning of their song, "The First Word That Comes To Mind"".

Philip K. Dick's short story "Breakfast at Twilight", which was written in 1953, refers to a "time quake" having occurred, which has propelled a family seven years into the future.

title: Timequake