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Reinhard Scheer

Carl Friedrich Heinrich Reinhard Scheer (30 September 1863 – 26 November 1928) was an Admiral in the Imperial German Navy (Kaiserliche Marine). Scheer joined the navy in 1879 as an officer cadet and progressed through the ranks, commanding cruisers and battleships, as well as senior staff positions on land. At the outbreak of World War I, Scheer was the commander of the II Battle Squadron of the High Seas Fleet. He then took command of the III Battle Squadron, which consisted of the newest and most powerful battleships in the navy. In January 1916, he was promoted to Admiral and given control of the High Seas Fleet. Scheer led the German fleet at the Battle of Jutland on 31 May – 1 June 1916, one of the largest naval battles in history.

Following the battle, Scheer joined those calling for unrestricted submarine warfare against the Allies, a move the Kaiser eventually permitted. In August 1918, Scheer was promoted to the Chief of Naval Staff; Admiral Franz von Hipper replaced him as commander of the fleet. Together they planned a final battle against the British Grand Fleet, but war-weary sailors mutinied at the news and the operation was abandoned. Scheer retired after the end of the war.

A strict disciplinarian, Scheer was popularly known in the Navy as the "man with the iron mask" due to his severe appearance. In 1919, Scheer wrote his memoirs; a year later they were translated and published in English. He wrote his autobiography in 1925. Scheer died at Marktredwitz. He is buried in the municipal cemetery at Weimar. The admiral was commemorated in the renascent Kriegsmarine by the heavy cruiser GERMAN CRUISER Admiral Scheer, built in the 1930s.

Early career
Scheer was born in Obernkirchen, present-day Lower Saxony. He came from a middle-class background, which initially hampered his naval career, as the Kaiserliche Marine was dominated by wealthy families.

Reinhard Scheer entered the navy on 22 April 1879 aged 15 as a cadet. His first sea assignment was aboard the sail-frigate SMS Niobe (1849). His first cruise aboard Niobe lasted from June to September 1879. During the cruise he was trained in navigation and engineering. Following his return to Germany in September, Scheer was assigned to the Naval School in Kiel to continue his officer training. He received only a "satisfactory" rating on his cadet evaluation in 1879, but received the second highest grade in his class for the Sea Cadet's Exam the following year. Following his graduation from the Naval School, Scheer embarked on a six-month-long special training program for gunnery, torpedo warfare, and infantry training. Afterward, he was assigned to the gunnery training ship SMS Renown. Scheer was for a short time assigned to the armored frigate SMS Friedrich Carl (1867). For his last year in cadet training, he was assigned to the frigate SMS Hertha (1864), which conducted a world tour. The ship sailed to Melbourne, Australia, Yokohama, Kobe, and Nagasaki in Japan, and Shanghai, China during the trip.

Following his commission into the German navy, he was transferred to the East Africa Squadron; his first tour with the unit lasted from 1884 to 1886. He was assigned to the crew of the frigate SMS Bismarck (1877). Here he was promoted to Leutnant. He also made important connections in Africa; among those he befriended was Leutnant Henning von Holtzendorff, who would later serve as commander of the High Seas Fleet. During the assignment, in December 1884, Scheer participated in a landing party that suppressed a pro-British indigenous chieftain in Kamerun.

After his return to Germany in 1886, Scheer took part in torpedo training aboard SMS Blücher (1877), from January to May 1888. In May 1888, Scheer returned to the East Africa Squadron as a torpedo officer aboard the corvette SMS Sophie. This tour lasted until early summer 1890, at which point Scheer returned to Germany, where he was made an instructor at the Torpedo Research Command in Kiel. Thus far in his career, Scheer had made a strong reputation for himself as a torpedo specialist. While stationed in Kiel, Scheer met Alfred von Tirpitz, who took note of his expertise. In 1897, following Tirpitz's promotion to State Secretary of the Imperial Navy Office, he transferred Scheer to the Reichsmarineamt (RMA) to work in the Torpedo Section.

After promotion to Korvettenkapitän, Scheer commanded the light cruiser SMS Gazelle. Scheer was promoted to Kapitän zur See in 1905 and took command of the battleship SMS Elsass in 1907, a command he held for two years. A report dated 1 December 1909 recommended Scheer for promotion; he became chief of staff to the commanding officer of the High Seas Fleet, Admiral Holtzendorff, under whom Scheer had served on the cruiser SMS Prinzess Wilhelm. Scheer reached flag rank less than six months after taking his post on Holtzendorff's staff, at the age of 47. He held the Chief of Staff position until late 1911, when he was transferred back to the RMA under Tirpitz. Here, he held the position of Chief of the General Naval Department through 1912. Following this appointment, Scheer returned to a sea command, in the form of squadron commander for the six battleships of the II Battle Squadron of the High Seas Fleet in January 1913.

World War I
On 9 December 1913, Scheer was promoted to Vizeadmiral. He remained with the II Battle Squadron until January 1915, by which time World War I had begun. He thereafter took command of the III Battle Squadron, which consisted of the most powerful battleships in the German fleet: the dreadnoughts of the Kaiser-class battleship and König-class battleshipes. Scheer advocated raids on the British coast to lure out portions of the numerically superior Royal Navy so they could be overwhelmed by the German fleet. He was highly critical of Admiral Friedrich von Ingenohl, who he felt was overcautious.

Following the bombardment of Scarborough, Hartlepool and Whitby, during which Ingenohl had withdrawn instead of attacking a weaker British squadron, Scheer remarked, "[Ingenohl] had robbed us of the opportunity of meeting certain divisions of the enemy according to the prearranged plan, which was now seen to be correct." Following the loss of SMS Blücher at the Battle of Dogger Bank in January 1915, the Kaiser removed Ingenohl from his post on 2 February. Admiral Hugo von Pohl replaced him as commander of the fleet. Pohl was exceedingly cautious; in the remainder of 1915, he conducted only five ineffective fleet actions, all of which remained within 120 nautical miles of Helgoland.

Command of the High Seas fleet
Vice Admiral Scheer became Commander in chief of the High Seas Fleet on 18 January 1916 when Pohl became too ill to continue in that post. Upon promotion to the position, Scheer wrote Guiding Principles for Sea Warfare in the North Sea, which outlined his strategic plans. His central idea was that the Grand Fleet should be pressured by higher U-boat activity and zeppelin raids as well as increased fleet sorties. The Grand Fleet would be forced to abandon the distant blockade and would have to attack the German fleet; the Kaiser approved the memorandum on 23 February 1916. Now that he had approval from the Kaiser, Scheer could use the fleet more aggressively.

Following the Kaiser's order forbidding unrestricted submarine warfare on 24 April 1916, Scheer ordered all of the U-boats in the Atlantic to return to Germany and abandon commerce raiding. Scheer intended to use the submarines to support the fleet by stationing the U-boats off major British naval bases. The U-boats would intercept British forces leaving the ports when provoked by a bombardment by the I Scouting Group battlecruisers under the command of Vice Admiral Franz von Hipper. Scheer planned the operation for 17 May, but damage to the battlecruiser SMS Seydlitz from the previous month, coupled with condenser trouble on several of the battleships of III Battle Squadron caused the plan to be delayed, ultimately to 31 May.

Battle of Jutland
Admiral Scheer's fleet, composed of 16 dreadnoughts, six pre-dreadnoughts, six light cruisers, and 31 torpedo boats departed the Jade early on the morning of 31 May. The fleet sailed in concert with Hipper's five battlecruisers and supporting cruisers and torpedo boats. The British navy's Room 40 had intercepted and decrypted German radio traffic containing plans of the operation, and so sortied the Grand Fleet, totaling some 28 dreadnoughts and 9 battlecruisers, the night before in order to cut off and destroy the High Seas Fleet.

At 16:00 UTC, the two battlecruiser forces encountered each other and began a running gun fight south, back towards Scheer's battle fleet. Upon reaching the High Seas Fleet, Vice Admiral David Beatty's battlecruisers turned back to the north to lure the Germans towards the rapidly approaching Grand Fleet, under the command of Admiral John Jellicoe. During the run to the north, Scheer's leading ships engaged the Queen Elizabeth-class battleships of the 5th Battle Squadron. By 18:30, the Grand Fleet had arrived on the scene, and was deployed into a position that would cross Scheer's "T" from the northeast. To extricate his fleet from this precarious position, Scheer ordered a 16-point turn to the south-west. At 18:55, Scheer decided to conduct another 16-point turn to launch an attack on the British fleet; he later explained his reasoning: It was as yet too early to assume 'night cruising order.' The enemy could have compelled us to fight before dark, he could have prevented our exercising our initiative, and finally he could have cut off our return to the German Bight. There was only one way of avoiding this: to inflict a second blow on the enemy with another advance carried through regardless of cost...It also offered the possibility of a last attempt being made to bring help to the hard-pressed SMS Wiesbaden, or at least of rescuing her ship's company. This maneuver again put Scheer in a dangerous position; Jellicoe had turned his fleet south and again crossed Scheer's "T." A third 16-point turn followed, which was covered by a charge by Hipper's mauled battlecruisers. Scheer then ordered the fleet to adopt the night cruising formation, which was completed by 23:40. A series of ferocious engagements between Scheer's battleships and Jellicoe's destroyer screen ensued, though the Germans managed to punch their way through the destroyers and make for Horns Reef. The High Seas Fleet reached the Jade between 13:00 and 14:45 on 1 June; Scheer ordered the undamaged battleships of the I Battle Squadron to take up defensive positions in the Jade roadstead while the Kaiser-class battleships were to maintain a state of readiness just outside Wilhelmshaven.

Post-Jutland
After the battle was finished, Scheer wrote an assessment of the engagement for the Kaiser; in it, he strongly urged for the resumption of the unrestricted submarine warfare campaign in the Atlantic. He argued that it was the only option to defeat Great Britain. Scheer spent the majority of the remainder of the year debating the issue with the naval command. Ultimately, Scheer and his allies prevailed and the unrestricted submarine campaign was resumed in February 1917. Despite his conviction that only the U-boats could defeat Britain, Scheer continued to utilize the surface fleet. On 18–19 August 1916, the High Seas Fleet again sortied in an attempt to draw out and defeat Admiral Beatty's battlecruiser squadron. The Royal Navy again intercepted German communications and sent the Grand Fleet out. In this case, however, Scheer's reconnaissance worked as intended, and warned him of the Grand Fleet's approach in time to retreat back to Germany. In later 1917, Scheer began to use light elements of the fleet to raid British convoys to Norway in the North Sea. This forced the British to deploy battleships to escort the convoys, which presented Scheer with the opportunity to attempt to isolate and destroy several battleships of the Grand Fleet. On 23 April 1918, Scheer sent the entire High Seas Fleet to intercept one of the convoys. However, Hipper's battlecruisers crossed the convoy's path several times without sighting any ships; it was later discovered that German intelligence had miscalculated the date the convoy would depart Britain. The German fleet turned south and reached their North Sea bases by 19:00.

Chief of Naval Staff
In June 1918, Scheer was informed that the state of Admiral Holtzendorff's health would not permit him to remain in his post as chief of the naval staff much longer. On 28 July, Scheer was informed that Holtzendorff had submitted his resignation to the Kaiser. Two weeks later, on 11 August 1918, Scheer was promoted to the Chief of Naval Staff; his subordinate Franz von Hipper succeeded him in command of the High Seas Fleet. The following day, Scheer met with Field Marshal Paul von Hindenburg and General Erich Ludendorff to discuss the deteriorating war situation. The three agreed that the U-boat campaign would be the sole hope for a German victory, as the German army had been pushed to the defensive. Scheer then called for a crash program to build a vastly increased number of U-boats. He stipulated that, at a minimum, at least 16 additional U-boats be constructed per month in the last quarter of 1918. This was to increase to at least an additional 30 per month by the third quarter of 1919. In total, the plan called for 376 to 450 new U-boats. However, German naval historian Holger Herwig suggested the program was "a massive propaganda effort designed to have an effect at home and abroad."

In October, with the war largely lost, Scheer and Hipper envisioned one last major fleet advance to attack the British Grand Fleet. Scheer intended to inflict as much damage as possible on the British navy, to achieve a better bargaining position for Germany regardless of the cost to the navy. The plan involved two simultaneous attacks by light cruisers and destroyers, one on Flanders and another on shipping in the Thames estuary; the five battlecruisers were to support the Thames attack while the dreadnoughts remained off Flanders. After both strikes, the fleet was to concentrate off the Dutch coast, where it would meet the Grand Fleet in battle. While the fleet was consolidating in Wilhelmshaven, however, war-weary sailors began deserting en masse. As Von der Tann and Derfflinger passed through the locks that separated Wilhelmshaven's inner harbor and roadstead, some 300 men from both ships climbed over the side and disappeared ashore. On 24 October 1918, the order was given to sail from Wilhelmshaven. Starting on the night of 29 October, sailors on several battleships mutinied; three ships from the III Squadron refused to weigh anchors, and acts of sabotage were committed on board the battleships SMS Thüringen and SMS Helgoland (1909). In the face of open rebellion, the order to sail was rescinded and the planned operation was abandoned. In an attempt to suppress the mutiny, the High Seas Fleet squadrons were dispersed.

Post-war
Scheer wrote his memoirs of the Great War in 1919, which were translated into English the following year. In October 1920, an intruder broke into Scheer's house and murdered his wife, Emillie, his maid, and injured his daughter Else. The man then committed suicide in the cellar. Following the incident, Scheer retreated into solitude. He wrote his autobiography, entitled Vom Segelschiff zum U-Boot (From Sailing Ship to Submarine), which was published on 6 November 1925.

In 1928, Scheer accepted an invitation to meet his adversary from Jutland, Admiral of the Fleet Jellicoe, in England. However, at the age of 65, Scheer died at Marktredwitz before he could make the trip. He was buried in the municipal cemetery at Weimar. His tombstone reads: [Here rests Admiral Reinhard Scheer] — with the dates of his life, his flag in metal applique and the single word  (the German name for the Battle of Jutland).

The heavy cruiser Admiral Scheer was named after Reinhard Scheer and christened by his daughter Marianne. The ship was ordered and funded by the Reichsmarine of the Weimar Republic and launched in 1933.

Decorations and awards

 * German honours
 * Grand Cross of the Order of the Red Eagle (Prussia)
 * Pour le Mérite (military), 5 June 1916, with Oak Leaves, 1 February 1918 (Prussia)
 * Iron Cross (1914), 1st and 2nd class
 * Knight's Cross of the Royal House Order of Hohenzollern
 * Service Award (Prussia)
 * Order of the Crown, 1st class with Swords (Prussia)
 * Grand Cross of the Military Order of Max Joseph (Kingdom of Bavaria)
 * Grand Cross of the House Order of Albert the Bear (Anhalt)
 * Grand Cross of the Military Merit Order (Bavaria)
 * Knight's Cross of the Military Order of St. Henry, 23 June 1916 (Saxony)
 * Grand Cross of the Albert Order (Saxony)
 * Grand Cross of the Order of the Griffon (Mecklenburg)
 * Honorary Grand Cross of the House and Merit Order of Peter Frederick Louis (Oldenburg)
 * Knight of the Military Merit Order (Württemberg)
 * Military Merit Cross, 1st class (Mecklenburg-Schwerin)

 * Foreign honours
 * Knight Grand Cross of the Imperial Austrian Order of Franz Joseph, 1911 (Austria)
 * Knight Grand Cross of the Austrian Imperial Order of Leopold, 1916 (Austria)
 * Order of the Rising Sun, 3rd class (Japan)
 * Grand Officer of the Order of Saints Maurice and Lazarus (Italy)
 * Order of the Iron Crown, 3rd class (Austria)
 * Order of Saint Stanislaus, 2nd class

title: Reinhard Scheer


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Christian National Trade Union Federation

The Christian National Trade Union Federation (Christelijk Nationaal Vakverbond, CNV) is a federation of trade unions of the Netherlands.

History
The CNV was founded on 13 May 1909, in Arnhem as a federation of several Christian unions. It was founded in reaction to the socialist Dutch Confederation of Trade Unions (NVV), which was founded in 1906. The CNV was more moderate than the NVV. It opposed the idea of class struggle and instead oriented itself towards a corporatist model of the economy. It was an interconfessional union, intended to represent both Protestant and Roman Catholic workers.

In 1912, however, the Roman Catholic bishops spoke out against interconfessional unions. All Roman Catholics left CNV and founded a separate Roman Catholic union, the RKWV "Rooms-Katholieke Werklieden Verbond" (Roman Catholic Workers' Union). The CNV orientated itself towards the Protestant Anti-Revolutionary Party, with which it formed the Protestant pillar.

After World War II, the corporatist model, which the CNV advocated was introduced in the Netherlands, this was combined with a strong welfare state. Unions received more influence in Dutch politics: the CNV became part of the Social-Economic Council an advisory board of government composed of representatives from unions, employers' organisations and independent scientists.

Because of the depillarisation of Dutch society and the rising political polarisation between left and right, the three major unions, the socialist NVV, the Protestant CNV and the Dutch Catholic Trade Union Federation (NKV) began to open talks in order to found one single federation of Dutch unions. In 1974 the CNV left those talks. In 1976 the NVV and NKV merged to form the Federation of Dutch Trade Unions (FNV), which was led by Wim Kok.

Activities
The most important function of CNV is the CAO-talks, over wages and secondary working conditions, it holds with the employers' federations. It also advises government via the Social Economic Council in which other unions, the employers' organisations and government appointed experts also have seats.

Ideology
The CNV started out as a moderate, Christian-democratic union, which was opposed to class struggle and workers' ownership of the means of production. Gradually, however, it oriented itself towards cooperation with the employers' organisations and a corporatist model of the economy. The CNV still prefers cooperating with employers over strikes.

It has founded a youth union, CNV-jongeren to address the issues of the ageing population and it has campaigned on issues of international cooperation with a separate organisation called CNV international.

Organisation
The CNV is a federation of three affiliated trade unions. Its board is formed by four daily board members (a chairman, a vice-chairman, a secretary and a treasurer), and the chairs of the affiliated unions. The CNV has around 355,000 members. The current chair is Maurice Limmen. Although the CNV is formally independent of other organisations there are strong ideological and personal links with the CDA. Former CNV vice chair Aart-Jan de Geus served between 2002 and 2007 as CDA minister of Social Affairs and Employment for instance.

Presidents

 * 1909: Hendrik Diemer
 * 1916: Klaas Kruithof
 * 1935: Antoon Stapelkamp
 * 1947: Marinus Ruppert
 * 1959: Cor van Mastrigt
 * 1964: Jan van Eibergen
 * 1969: Jan Lanser
 * 1978: Harm van der Meulen
 * 1986: Henk Hofstede
 * 1992: Anton Westerlaken
 * 1998: Doekle Terpstra
 * 2005: Josine Westerbeek-Huitink
 * 2005: René Paas
 * 2009: Bert van Boggelen
 * 2010: Jaap Smit
 * 2014: Maurice Limmen
 * 2018: Arend van Wijngaarden
 * 2020: Piet Fortuin

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


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CNV

CNV may refer to:
 * Chinese New Version, a Chinese language Bible translation
 * Choroidal neovascularization in ophthalmology
 * City of North Vancouver in British Columbia, as opposed to its surrounding District of North Vancouver
 * Christelijk Nationaal Vakverbond in Dutch Trade Unions
 * Copy number variation in genetics
 * contingent negative variation in evoked potentials
 * Cranial nerve V, also known as the trigeminal nerve
 * Communication Non Violente, the French version of the acronym NVC Non Violent Communication

title: CNV


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Jakob Gronovius

Jacobus Gronovius a.k.a. Jacob Gronow (10 October 1645 – 21 October 1716) was a Dutch classical scholar.

He was born in Deventer, the son of the German classical scholar Johann Friedrich Gronovius and Aleyda ten Nuyl, and father of the botanist Jan Frederik Gronovius. His family moved to Leiden in 1658 and he married Anna van Vredenburch from Rotterdam on 5 May 1680.

Gronovius is chiefly known as the editor of the Thesaurus antiquitatum Graecarum (1697–1702, in 13 volumes). He died, aged 71, in Leiden.

title: Jakob Gronovius


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Hippocampus (mythology)

The hippocampus or hippocamp, also hippokampos (plural: hippocampi or hippocamps;, from , and ), often called a sea-horse in English, is a mythological creature shared by Phoenician, Etruscan, Pictish, Roman and Greek mythology, though its name has a Greek origin. The hippocampus has typically been depicted as having the upper body of a horse with the lower body of a fish.

Mythology
Coins minted at Tyre around the 4th century BC show the patron god Melqart riding on a winged hippocampus and accompanied by dolphins. Coins of the same period from Byblos show a hippocampus diving under a galley.

A gold sea-horse was discovered in a hoard from the kingdom of Lydia in Asia minor, dating to the 6th century BC.

Greek and Roman

In the Iliad, Homer describes Poseidon, god of horses, earthquakes, and the sea, driving a chariot drawn by brazen-hoofed horses over the sea's surface, and Apollonius of Rhodes, describes the horse of Poseidon emerging from the sea and galloping across the Libyan sands. This compares to the specifically "two-hoofed" hippocampi of Gaius Valerius Flaccus in his Argonautica: "Orion when grasping his father’s reins heaves the sea with the snorting of his two-hooved horses." In Hellenistic and Roman imagery, however, Poseidon (or Roman Neptune) often drives a sea-chariot drawn by hippocampi. Thus, hippocampi sport with this god in both ancient depictions and much more modern ones, such as in the waters of the 18th-century Trevi Fountain in Rome surveyed by Neptune from his niche above.

The appearance of hippocampi in both freshwater and saltwater is counter-intuitive to a modern audience, though not to an ancient one. The Greek picture of the natural hydrological cycle did not take into account the condensation of atmospheric water as rain to replenish the water table, but imagined the waters of the sea oozing back landwards through vast caverns and aquifers, rising replenished and freshened in springs.

Thus, it was natural for a temple at Helike in the coastal plain of Achaea to be dedicated to Poseidon Helikonios, (the Poseidon of Helicon), the sacred spring of Boeotian Helikon. When an earthquake suddenly submerged the city, the temple's bronze Poseidon accompanied by hippocampi continued to snag fishermens' nets. Likewise, the hippocampus was considered an appropriate decoration for mosaics in Roman thermae or public baths, as at Aquae Sulis modern day Bath in Britannia.

Poseidon's horses, which were included in the elaborate sculptural program of gilt-bronze and ivory, added by a Roman client to the temple of Poseidon at Corinth, are likely to have been hippocampi; the Romanised Greek Pausanias described the rich ensemble in the later 2nd century AD (Geography of Greece ii.1.7-.8):

"On the temple, which is not very large, stand bronze Tritons. In the fore-temple are images, two of Poseidon, a third of Amphitrite, and a Sea, which also is of bronze. The offerings inside were dedicated in our time by Herodes Atticus, four horses, gilded except for the hoofs, which are of ivory, and two gold Tritons beside the horses, with the parts below the waist of ivory. On the car stand Amphitrite and Poseidon, and there is the boy Palaemon upright upon a dolphin. These too are made of ivory and gold. On the middle of the base on which the car has been wrought a Sea holding up the young Aphrodite, and on either side are the nymphs called Nereids."

Etruscan
Hippocampi appear with the first Oriental-phase of Etruscan civilization: they remain a theme in Etruscan tomb wall-paintings and reliefs, where they are sometimes provided with wings, as they are in the Trevi fountain. Katharine Shepard found in the theme an Etruscan belief in a sea-voyage to the other world.

Pictish
The sea-horse also appears in Pictish stone carvings in Scotland. The symbolism of the carving (also known as "Pictish Beast" or "Kelpie") is unknown. Although similar but not identical to Roman sea-horse images, it is unclear whether this depiction originates from images brought over by the Romans, or had a place in earlier Pictish mythology.

Medieval, Renaissance, and modern

The mythic hippocampus has been used as a heraldic charge, particularly since the Renaissance, most often in the armorial bearings of people and places with maritime associations. However, in a blazon, the terms hippocamp and hippocampus now refer to the real animal called a seahorse, and the terms seahorse and sea-horse refer to the mythological creature. The above-mentioned fish hybrids are seen less frequently. In appearance, the heraldic sea-horse is depicted as having the head and neck of a horse, the tail of a fish and webbed paws replacing its front hooves. Its mane may be that of a horse or it may be replaced with an additional fin. Sea-horses may be depicted with wings, and winged sea-horses with a horn were part of the armorial bearings granted to Sir Sean Connery in 2018 by the Lord Lyon King of Arms, the head of Scotland's heraldic authority.

The sea-horse is also a common image in Renaissance and Baroque art, for example, in the Trevi fountain, dating to 1732.

A winged hippocampus has been used as a symbol for Air France since its establishment in 1933 (inherited from its predecessor Air Orient); it appears today on the engine nacelles of Air France sea craft

Bronze hippocampi appear in Dublin, Leinster, Ireland on lampposts next to a statue of Henry Grattan and on Grattan Bridge.

The English football club Newcastle United has two hippocampi depicted on its crest. They appear to the left and right of the shield in the middle. The Civic Centre in Newcastle-upon-Tyne is also adorned with hippocampi at the top of its central tower.

Capricornus and related mythical animals
Closely related to the hippocampus is the "sea goat", represented by Capricorn, a mythical creature with the front half of a goat and the rear half of a fish. Canonical figures, most of which were not themselves cult images, and coins of the Carian goddess associated with Aphrodite as the Aphrodite of Aphrodisias through interpretatio graeca, show the goddess riding on a sea-goat. Brody describes her thus:

"... a semi-nude female figure appears riding on a sea-goat, accompanied by a dolphin and a Triton. This is the goddess Aphrodite herself, shown here not in her distinctive local guise but in a more traditionally Hellenistic style. She is the marine aspect of Aphrodite, known to the Greeks as Aphrodite Pelagia .... She rides on a fantastic marine creature with the body and tail of a fish and the forepart of a goat. This sea-goat moves to the right and turns his head back to look at the goddess. This group also appears on Aphrodisian coins from the 3rd century A.D."

Aside from aigikampoi, the fish-tailed goats representing Capricorn, other fish-tailed animals rarely appeared in Greek art, but are more characteristic of the Etruscans. These include leokampoi (fish-tailed lions), taurokampoi (fish-tailed bulls) or pardalokampoi (fish-tailed leopards).

Astronomy
A small moon of Neptune, discovered in July 2013, was named for the mythological creature in February 2019.

title: Hippocampus (mythology)


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South Circular Road, London

The South Circular Road (formally the A205 and often simply called the South Circular) in south London, England, is a major road that runs from the Woolwich Ferry in the east to the Chiswick Flyover in the west via Eltham, Lee Green, Catford, Forest Hill, Dulwich, Tulse Hill, Clapham Common, Clapham Junction, Wandsworth, Putney, Barnes, Mortlake and Kew Bridge. Together with the North Circular Road and Woolwich Ferry, it makes a complete ring-road around Central London and is a former boundary of the Ultra Low Emission Zone. The South Circular is largely a sequence of urban streets joined together, requiring several at-grade turns, unlike the mostly purpose-made carriageways of the North Circular. As a result, it is frequently congested.

Originally planned as a new-build route across South London, construction of the first section of the South Circular near Eltham began in 1921 to a high-quality specification. The remainder of the road was supposed to be of a similar standard but it was repeatedly delayed, and the current route was allocated in the late 1930s to existing urban streets instead. Despite several proposals to either upgrade the road or replace it with a parallel motorway, there has been little change since the route was first planned and most of the road is still urban streets. The South Circular has received sustained criticism for congestion and pollution and is one of the least popular roads in Britain.

Route
The South Circular is 20.5 miles long. The majority of the road is single carriageway, one lane each way, aside from a small section of dual carriageway near the Woolwich Ferry. It is a primary road for its entire length. The route runs closer to central London compared to the more distant North Circular.

Woolwich–Clapham
The South Circular Road starts just south of the ferry terminal where the A2204 Ferry Approach meets the main east–west road through Woolwich, the A206. It heads south, climbing up John Wilson Street, a section of dual carriageway, until it meets Grand Depot Road and becomes single carriageway through Woolwich Common and Academy Road past the former Royal Military Academy. The route continues south to the A2 at a grade separated junction—one of only two on the route—and continues southwesterly as a dual carriageway, crossing Eltham Road (A210) and Sidcup Road (A20). At the junction with Burnt Ash Hill the road becomes urban single carriageway again, which it remains the case for most of the remainder of the route.

The first section of the single carriageway is Saint Mildreds Road; then, shortly after passing under the railway line, it is Brownhill Road due west all the way to the Catford gyratory system which crosses the A21 to follow Catford Road past the former Catford Stadium, and a medley of suburban roads towards Forest Hill and Horniman Museum, Dulwich Common and Dulwich College, Tulse Hill and Brixton Hill to Clapham Common.

Clapham–Kew

Beyond the common, the South Circular merges with the A3 London to Portsmouth road for two miles, travelling along Wandsworth High Street and passing the old Ram Brewery. At West Hill the routes diverge, with the A205 going north-west along Upper Richmond Road, past Putney Leisure Centre and the south end of Barnes Common and the home ground of Rosslyn Park F.C., then along Upper Richmond Road West, before turning north at East Sheen onto Clifford Avenue.

The road then crosses the A316 Great Chertsey Road, passing the National Archives, Kew Green, and over Kew Bridge. It ends at the Chiswick Roundabout, which is the junction for the M4 and the A406 North Circular Road.

Early plans

The South Circular Road was planned by the Ministry of Transport in the early 20th century as part of a general programme of traffic improvements across London. In 1903, a proposal for new approach roads was submitted to the Royal Commission on London Traffic, but was rejected. The Road Board was formed in 1910 to address traffic issues, which led to the London Arterial Road Conferences in 1913–14 that revived the earlier plans. Progress was halted because of the war, but resumed in 1920, when it was hoped it would find work for demobilised soldiers.

The first section near Woolwich was under construction by 1921, as it ran on open land that was easy to purchase, but plans for the remainder of the route had not yet been decided and there were delays due to compulsory purchasing of properties. In 1925, The Times announced a replacement bridge for the Woolwich Ferry was planned as part of the South Circular project to tie in with the East Ham and Barking Bypass (now the A13). A significant amount of new housing had been built along the route of the South Circular since the original 1903 plans, and building costs had risen because of labour and because of further demolition required. In 1927, the Governors of Dulwich College formally objected to the road as it would put the Memorial Library right next to a main road and remove part of the college green.

A short section from Well Hall Road to Eltham Road had been completed by 1930, aside from a bridge underneath the Hither Green – Dartford railway, and the road had been built as far west as Burnt Ash Hill by the middle of the decade. Sir Charles Bressey's Highway Development Survey (also known as the Bressey Report), published in 1937, showed a 15 mi-long South Circular that would have a new-build section near Wandsworth Bridge (then being rebuilt) but otherwise be a series of online improvements to existing roads.

Abercrombie redevelopment
Sir Patrick Abercrombie was frustrated by the lack of progress, and in 1933 said "There is not a single complete Ring Road in the County or Region of London". Plans for an improved South Circular were revisited as part of Abercrombie's County of London Plan of 1943, as the southern half of one of several ring roads around the capital. Abercrombie designated it as the "C Ring" (the third ring out from the city centre); however, the high-quality road was never built and the semi-circular route was assigned to existing roads through the southern suburbs; these roads retain their historic names. The current recognised route of the South Circular was created by local motoring organisations putting up strategically placed signposts to direct traffic. Sir Richard Sharples, then MP for Sutton and Cheam, felt this was inadequate and complained that "I do not think that the South Circular Road could be said to exist at all."

Ringway 2
In the 1960s, Abercrombie's plans were revived by the Greater London Council (GLC) as the London Ringways Plan which proposed the construction of a series of motorways in and around London to control traffic congestion. The existing South Circular route was recognised as being unsuitable for upgrading and a new motorway, Ringway 2, was planned for construction further south.

Because of the destruction required and cost involved in the proposed plans the majority of the Ringway Plans had stagnated by 1973. However, local Members of Parliament (MPs), including Toby Jessel, MP for Twickenham, complained the project should not be cancelled, as the existing South Circular was completely unacceptable to traffic. The plans were scrapped after Labour won the GLC election that year.

Later plans
In 1985, the London Chamber of Commerce and Industry proposed a £300m partial replacement for the South Circular that would have seen a dual-carriageway built over existing suburban railway lines between Barnes and Wandsworth Bridge, and Wandsworth Common to Nine Elms. The Government announced a large-scale upgrade of the South Circular in the 1989 white paper Roads for Prosperity, but it was cancelled the following year after a petition signed by 3,500 local residents. In addition to the proposed property demolition around Tulse Hill, the petition complained that the road's course conveniently avoided a house belonging to then-Prime Minister Margaret Thatcher half a mile away.

Traffic

The South Circular Road has long been the target of criticism over its poor capacity and lack of improvement schemes. MPs have dismissed the road as "a collection of signposts" and "not so much a coherent through route". In 1969, the chairman of the Greater London Council planning and transportation committee called the South Circular "a joke". Two years later, Jessel reported it could take over an hour to travel the route end to end, a little over 20 miles.

The whole of the South Circular is a red route, allocated to roads that together make up over 30% of traffic in London. This prohibits any stopping or loading. Some sections of the road through the borough of Lewisham have extensive bus lanes. Their appearance is controversial; a 2006 resident survey produced mixed results, with people believing there were either too many or not enough.

In 1988, a single road closure (resulting from a gas leak on a side road in Wandsworth) caused severe congestion along the entire South Circular. A representative from Scotland Yard's Central Communications complex said the inadequate design of the road was indicative of several single points of failure in the London road network.

The South Circular has been criticised for its poor air quality and pollution. This affects drivers, cyclists and pedestrians, all of which regularly travel along the road. A 2007 report in the Daily Telegraph said it was the eighth worst road in Britain. In December 2020, pollution from the South Circular was ruled to be a factor in the death of 9 year old Ella Roberta Kissi-Debrah.

ULEZ
On 25 October 2021, the South Circular became the boundary of the London Ultra Low Emission Zone (ULEZ), although it is not included in it. Vehicles travelling inside the zone and not meeting key exhaust emission standards will need to pay a daily charge of £12.50 for cars, vans and motorcycles, and £100 for coaches, HGVs and buses. The zone expanded beyond this to cover the whole of Greater London on 29 August 2023.

Future
A task force was set up in July 2013 by the Mayor of London Boris Johnson to look at improvements to the London road network, including the South Circular and North Circular. The plans included putting the road in a series of tunnels. This would free up space on the surface, providing public space and extensive cycle routes and improving the linkage of existing communities currently severed by the busy road. Caroline Pidgeon, deputy chair of the London Assembly's Transport Committee, responded, "It doesn't make sense and it won't add up – [there's a] £30bn estimate, but I'm sure it'll cost at least double that, and the reality is we'll lose homes around these roads and so on."

title: South Circular Road, London


text:
User:Savarkar

Hi! I am Kunal Savarkar, an architect from Delhi, India, who has had a thirst for knowledge since the age of three.

title: User:Savarkar


text:
Herbert George Welch

Herbert George Welch (November 7, 1862 – April 4, 1969) was an American bishop of the Methodist Episcopal Church, The Methodist Church and the United Methodist Church. He was elected to the episcopacy in 1916. He also distinguished himself as a Methodist pastor, and as the fifth President of Ohio Wesleyan University, Delaware, Ohio.

Birth and family
Welch was born 7 November 1862 in New York City, New York. He was a son of Peter A. and Mary L. (née Loveland) Welch. Herbert married Adelaide Frances McGee 3 June 1890. They had two daughters: Dorothy McGee Welch and Eleanor Loveland Welch.

Education
Welch attended the Brooklyn College and Polytechnic Institute (now NYU Poly) in 1882. He earned the B.A. degree from Wesleyan University in 1887. He earned an M.A. from Wesleyan in 1890. He attended Drew Theological Seminary, Madison, New Jersey, earning the B.D. degree in 1890. He did postgraduate work at Oxford University in 1903.

Ordained and academic ministry
Welch entered the New York Annual Conference of the M.E. Church and was appointed to Bedford Station in 1890. In 1892 he was appointed pastor of St. Luke's M.E. Church in New York City. He then transferred to the New York East Annual Conference, where he was appointed successively to: Summerfield in Brooklyn, 1893–98; Middletown, Connecticut, 1898–1903; and the Chester Hill M.E. Church in Mt. Vernon, New York, 1903–05.

In 1905 Welch transferred his conference membership again, this time to the West Ohio Annual Conference, when he was named the president of Ohio Wesleyan University. He served as president until becoming bishop in 1916.

During 1907–1908, Welch was president of the Association of Ohio College Presidents and Deans. He was also the president of the Methodist Social Service from 1909 to 1912, and later served as chairman of the Methodist Commission for Overseas Relief, 1940–1948.

Episcopal ministry
Welch was elected and consecrated a bishop by the M.E. General Conference of 1916. He served in this capacity for 53 years until his death at the age of 106 in 1969.

His first episcopal assignment was to Korea and Japan (the Seoul episcopal area), where he served for twelve years. From 1928 until 1932 he was assigned the Pittsburgh area. In 1932 he was sent to China for his last assignment. He retired in 1936 from the active episcopacy.

title: Herbert George Welch


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Talk:Scania

"Improomements" comment _and_ two observations
Until I read this article, I had _NEVER_ heard of the Skåne region being referred to as "Scania". That lead to a bit of confusion on my part, and I imagine the same is true for others. I suggest a bit of latitude...  Let's not be so strident and zellous (sp?) with enforcing some wikipedia set of rules. I suggest we let the "Skåne" spelling take a more prominent position in the text. Topic Change... I've heard two observations about Skåne that I'd like to share...  1st, it's said that the Skåne region is to Sweden as Texas is to the United States. While they may not go around with ten gallon hats, hand guns, and spit tobacco, they _apparently_ have their own distinctive dialect (probably from the Danish times?) and a certain ATTITUDE that we in the US associate with Texas. I have absolutely no idea if the above statement is correct or not, but in case it's relevant to the article, I toss this out there for someone to research. 2nd, it's also been said that consumer product testers from European companies that want to sell in the U.S. first test their products for sale in Sweden. The corrolary (sp?) is that U.S. companies that want to sell consumer products in Europe first test market them in Sweden. In both cases, for similar reasons. Again, I toss this out there for someone else to consider looking into. LP-mn (talk) 04:01, 18 November 2009 (UTC)

languages
When you translate a region's name into the original languages, you can't allways write the languages in the brackets alphabetically. As it is now the article looks quite weird, when the languages Danish and Norwegian are put in front of Swedish in the brackets. Swedish is the only official language of the Scania region and if the region has a simular name in other languages that is unintresting. You don't write Danish in front of Swedish in the article:Sweden, when you translate the name Sweden into Sverige (in fact you don't write Danish at all, eaven if the name Sverige is used also in Denmark). —Preceding unsigned comment added by Leffe00 (talk • contribs) 21:52, 10 October 2009 (UTC)
 * Danish is spoken and written to a great extent in Scania since a very large amount of the citizens of Scania are Danes. For most of human history, Scania was part of Denmark and only Danish was spoken and written there. For these reasons, there is no point in putting Swedish in front. Rather, we do what we do when the sorting order is controversial: sort in alphabetical order. We could remove Norwegian though. --Law Lord (talk) 22:00, 10 October 2009 (UTC)
 * What do you mean with a "very large amount"? In for instance Mamö there are about 9000 persons born i Denmark, out of a total number of 80000 persons born outside Sweden. People from the former Yugoslavia stills constitutes the largest group of immigrants. --Vedum (talk) 21:03, 12 October 2009 (UTC)
 * Please provide the source for your claims. However, I certainly agree that Malmö is more Turkish, Arabic and Yugoslavian than it is Swedish. --Law Lord (talk) 22:22, 12 October 2009 (UTC)
 * You could find it here Malmö. After the opening of the Sound Bridge Danes are the gretest immigrant group, and also the fastest growing. They often retain their jobs in Copenhagen, and buy dwellings in Malmö, where it is cheaper. But in the province as a whole other groups, with other languages outnumber the Danes. But, Swedish is of course the lingua franca used by all groups when interacting with each other. --Vedum (talk) 17:56, 13 October 2009 (UTC)
 * As I suspected, your wording was not entirely accurate. Nor is the wording quite accurate in the statistics. The statistics say nothing about where people are born but merely from where they have migrated. Many people, who have Danish citizenship, but who are not Danes, migrate to Sweden, because the Swedish government – in the opinion of many people – would like to turn Sweden into a multicultural and ultimately Muslim state. The Danish government has different wishes for the future of Denmark. For that reason, the statistics offer little guidance, since many of the migrants of Danish citizenship may not speak Danish at all (they may have some skill but rarely ever use it), since their mother tongue is something entirely foreign. --Law Lord (talk) 20:04, 13 October 2009 (UTC)
 * If, as you claim, so many of the Danish citizens migrating to Sweden are born in other countries and not speaking Danish the number of Danish-speakers in e.g. Malmö would be less then the 9000 indicated in the statistics. But, just a few days ago (10 October) you said that "Danish is spoken and written to a great extent in Scania since a very large amount of the citizens of Scania are Danes". Suddenly, they are just Danish citizens, but not Danes. Could you explain that change of opinion in just a few days? --Vedum (talk) 21:25, 13 October 2009 (UTC)
 * I have not had a change of opinion. I offered my opinion on Scania and you offered statistics on Malmö. The former is a province, the latter a city. --Law Lord (talk) 22:05, 13 October 2009 (UTC)
 * OK. But Malmö is an example, just because it was more easy to find statistics right here in Wp. But it is certain that most of the Danes in the province live in that city and its surroundings. As soon as I find statistics for the province (or for Skåne län, but the difference is very small) I will present the figures. But which is your source for the statement that a a "very large amount" are Danes? --Vedum (talk) 06:11, 14 October 2009 (UTC)

I removed "danish" from the first sentence in the article since it is not a language spoken in Scania. — Preceding unsigned comment added by 83.250.206.41 (talk) 02:04, 13 February 2013 (UTC)

Many of you convey a nationalistic view of language. Yes; "swedish" is the official majority language of Sweden and thereby of Scania. However; Any linguist will tell you that the language in Scandinavia is scandinavian. A single language in the Germanic family of languages. The splitting of Scandinavian into three diffrent national languages, Danish, Swedish and (Neo-) Norwigian is only due to politically nationalist purposes. The actaual language is the same, only with slight natural fluctuations in spelling practise, choice of wording and pronounciation between the diffrent regions of Scandinavia. Scandinavians themselves make the choice to speak mutual and including scandinavian or nationalized and excluding national languages. Many regions have dialectal practises with a greater variation and diffrences making them more like proper languages than the diffrences between the national variants linguistically separates danish, swedish and norwigan.

CS 06:03, 9 February 2015 (UTC) — Preceding unsigned comment added by CSjoholm (talk • contribs)

Odd statement about "nationalistic discourse"
The article contains (20 March 2010) the following section:

''The status of Scania and the influence Scania has on the relationship between Denmark and Sweden are still contentious issues in the nationalistic discourse in the two countries. One of the state nationalist parties, the Sweden Democrats, is active in Scania and has launched frequent campaigns in the province under the slogan "Keep Sweden Swedish", a slogan which party spokesmen pronounced was their "most important message" during the 2006 election campaign. A member of the nationalist Danish People's Party created another stir in December 2007 by announcing that he would like to see Scania, Halland and Blekinge reunited with Denmark, if they expressed such a desire through a referendum.''

The "nationalistic discourse" in Denmark and Sweden ar quite unanimous. Their concerns are about immigration, especially from non-european countries, and the growing number of muslims. They are populist and xenophobic, trying to exploit the fear of ordinary people. But that has nothing whatsoever with the "status of Scania". This is a non-issue in both countries and has been for some 200 years. A few individuals' odd opinions are really not worth such attention. --Vedum (talk) 19:28, 30 March 2010 (UTC)

 * Well, the first part about "nationalist discourse" seems oddly disconnected to the last part. I think the meaning is something a like to the far-right SD claiming Skåneland is Swedish while the dominating view in Denmark is that Skåneland is Danish in every sense except the legal sense (e.g. Scania, Halland and Blekinge are Danish linguisticly and culturally, but at part of Sweden at the moment).

 * You are however quite wrong in claiming the status of Scania being a non-issue in Denmark, or that the view is only shared by a few individuals with odd opinions. Apart from that Søren Krarup is a very famous Danish politician and debater. And also very controversial. The only non-controversial thing he has said so far was claiming that Skåneland was essentially Danish. This is a mainstream view in Denmark and completely non-radical and non-controversial. He's usually attacked from all sides whenever he opens his mouth (and for good reasons), but none criticised him in regard to Scania, Halland and Blekinge. Even on the Danish far left reunification with Skåneland is strongly supported. That may be a surprise for you. Dylansmrjones (talk) 22:03, 30 March 2010 (UTC)

 * As born and raised in Sweden and now living there I have never heard such discussions. I do not think that the SD is "claiming" anything at all about the "status of Scania". This province has and shall not have any other status than any other province. I have no plans to give them my vote so I have not studied every detail of there programme. But, he SD normally sees DF as their "sister party". I do not think they are opponents in this question. Many of the leading persons in the SD are from Scania and the province is one of the strongholds of the party. The SD got 6,58% of the votes for regionfullmäktige in Scania.  That the "far left" in Denmark "strongly supports" a "reunifiction" is really very surprising. Which party has that on their agenda?? --Vedum (talk) 21:22, 31 March 2010 (UTC)

 * Well, as far as I can gather from danish politics DF does not consider SD their sister-party; at least not officially, but who knows what happens beneath the surface? I'm not surprised that Scania is one of the strongholds of SD. It used to be a stronghold for the swedish/scanian Framstegsparti and some form of local Centerparti, both parts of Skånes Väl (as far as I recall). I also remember the Sjöbo-affair (it was Sjöbo, right?) back in .... 1987 I think; something with foreigners/fugitives. I was quite young back then, so I might be mistaken.

 * The official position of all (major) parties and movements in Denmark in regard to Scania and Skåneland appears to be: Denmark and Skåneland belongs naturally together, and as such closer cultural, economical and political integration are fully supported. It is not intended to imply border revision as such. Rather it means abolishment of the border in everyday situations. Jens Kramer Mikkelsen (Socialdemocrat and former mayor of Copenhagen) and Ilmar Reepalu (apparently a member of the municipal council of Malmø? Or possible a PR-something? The worktitle in swedish is "kommunalråd och kommunstyrelsens ordförande i Malmö" - that's probably some sort of PR-thingy (e.g. talsmand)) wrote - in a article brought in Politiken and Sydsvenska Dagbladet 12/11-1999 - that the bridge between Zealand and Scania was the first step in reunifying what naturally belongs together, while making it clear it wasn't ment to imply border revisionism nor revanchism as such. Another thing is what is written on the forums of respective parties and movements. Particularly among members of centre-right parties.

 * The only place where I've seen some sort of opposition to reunification is among the far right (which does not mean DF; DF is centrist, at least in Denmark) due to the amount of muslims in Malmø. There is of course also strong opposition to launching a war on Sweden. Only fringe groups support that, or perhaps fringe persons is a better term (they are too few to even make a group).

 * However, it still doesn't change the fact that the part "The status of Scania and the influence Scania has on the relationship between Denmark and Sweden are still contentious issues in the nationalistic discourse in the two countries" sounds weird since there is next to no discourse across the border, as far as I know. It appears to be an internal danish subject. Dylansmrjones (talk) 13:53, 2 April 2010 (UTC)

 * Hallo! "Kommunstyrelsens ordförande" I think is the equivalent of a "Borgmester"in Denmark i.e. "Mayor" in English. This title is always problematic in Sweden as it up to about 1970 was used (Borgmästare) for the chief judge of a "rådhusrätt" (the equivalent of a Byret) and not for a politician.
 * You are quite right that the sentence about "nationalistic discourse" "sounds weird". I would like to change it or delete it, but I thought you would put it back. Perhaps we can make up some consensus about that. Good! A thanks for cleryfying things about opinions in Denmark. Perhaps SD likes DF more than DF likes SD. I think SD sees DF as some ideal pattern for them. And they strongly support Denmark in the conflict with the Muslim world. . --Vedum (talk) 21:26, 2 April 2010 (UTC)

 * As I replied to Saddhiyama I believe the statement about "nationalist discourse" is original research. Probably a result of an attempt to balance the statement from Søren Krarup. The only reason I haven't removed it is because I don't know much about the internal debate in Sweden. Personally I think SD resembles the british BNP more than it resembles DF. I thought SD was founded by persons coming from the neo-nazi environment in Sweden. But perhaps I'm mistaken? I am sure we can find some form of consensus on the modern view on Scania, but I lack knowledge of SD and its policies. Dylansmrjones (talk) 21:33, 2 April 2010 (UTC)

"The only non-controversial thing he has said so far was claiming that Skåneland was essentially Danish. This is a mainstream view in Denmark and completely non-radical and non-controversial." That is not true at all. I am a Dane and I have met noone apart from members of DF or more radical nationalist groups that held those views. "Even on the Danish far left reunification with Skåneland is strongly supported." That is also total nonsense, I would very much like to see you provide any evidence for such a statement. Regarding your most recent post, talks of Scania and Zealand experiencing closer economical ties does not necessarily imply a reunification with Denmark, in fact I would claim that that is very much far from the truth. --Saddhiyama (talk) 20:45, 2 April 2010 (UTC)

 * Hi Saddhiyama. We're off topic now, but okay. I'll answer anyway. As far as I know radical nationalist groups in Denmark do not support reunification as long as there is a "large" muslim presence in Skåneland. At least not any that I know of. There are quite a few such groups of course, but Vederfølner and its allies do not support it unless the muslims are expelled. I have yet to meet persons from SUF (Socialistisk UngdomsFront) who are opposed to reunification - so far I've only met persons who supported it. I haven't written anything about "Scania and Zealand experiencing closer economic ties". I explicitly wrote that the official views at the moment were: "Full support of cultural, economical and political reunification without border revision as such. I agree that such "reunification" does not necessarily imply border revision, but I wrote that in my former post. It looks like you didn't read my second post. The exact wording was this: while making it clear it wasn't ment to imply border revisionism nor revanchism as such. So we agree on that one. That reunification with Skåneland is non-controversial is impossible to prove, except through the lack of criticism of Søren Krarup in regard to his statements (the problem with proving a negative). Only Rune Engelbreth Larsen critizised him, and Rune Engelbreth Larsen is just as controversial. I'd like to see some evidence of this subject being controversial. You can't find a single politician critizising Søren Krarup in regard to Scania. However, this thread is about the odd statement about "nationalist discourse". As far as I know there is no cross border nationalist discourse at all, and as such the statement seems to be original research. Dylansmrjones (talk) 21:27, 2 April 2010 (UTC)

 * It sounds as we can all agree that this is not a great issue in either country. I think that Mr Krarup said that he would like a "reunification" if the population in Scania "voted for it in referendum" or something like that. And that makes it much less controversial. He did not say that the province should be taken by force. I think he also said that even if he regrets the loss of the provinces he understands that it is impossible to get them back. So, the whole thing is a "tempest in a tea-pot". Perhaps it could be mentioned in an article about Mr Krarup instead. --Vedum (talk) 21:49, 2 April 2010 (UTC)

 * We can definitely agree that it is not a great issue in either country. And you are correct about the statements from Mr. Krarup - it was of course through referendum. His statements created no stir in Denmark, the swedish reaction however did create a reaction; in strong support of reunification (69% as stated in the sources). But the lack of criticism of him and the lack of a official push for reunification of course proves that it is not a major issue. The incident is however still notable, in part because a famous debater and member of parliament publicly stated such a view and in part because there was no criticism (in it self notable). I just don't see the connection with the SD wanting to keep Sweden swedish and the claim of a cross-border nationalist discourse. There is no such discourse. The question is how we reword the section. I reject the removal of references to Krarup's statement. The incident is notable and deserves one or two sentences. A detailed treatment of the incident can be done in a different article if anybody wants to. I'm satisfied if it is mentioned here briefly. The two organisations mentioned by Saddhiyama are supporting each other instead of being opposed to each other and as such cannot be taken as evidence of a nationalist discourse across the border. A temporary solution could be to remove the section (or parts of it) of "Rivalry" and start from scratch. It is easier to start from scratch than fixing something which is broken. 130.226.70.2 (talk) 11:44, 3 April 2010 (UTC) Dylansmrjones (talk) 11:52, 3 April 2010 (UTC)

 * There is of course the option of moving the statement of Krarup and related incident to the article of Skåneland which may be more appropriate than this article on Scania. Dylansmrjones (talk) 12:18, 3 April 2010 (UTC)

 * You got it the wrong way around Dylansmrjones. It is up to you to prove that it is non-controversial if you want a claim that such a sentiment is widespread in Denmark to be reflected in the article. I agree with Vedum. As the issue is a non-issue in Denmark it mostly belongs in the articles of the few people that actually holds such ideas. --Saddhiyama (talk) 08:52, 3 April 2010 (UTC)
 * Regarding the "nationalist discourse", there are a couple of organisations like "Foreningen Skånsk Fremtid" og "Föreningen Skånelands Framtid", which have both Swedish and Danish members. And according to their websites they apparently work for some kind of self government of Scania, not a reunification with Denmark. But whether it is a widespread movement in Scania I don't know, it is certainly not in Denmark. --Saddhiyama (talk) 09:08, 3 April 2010 (UTC)

 * Saddhiyama. This is my last reply to you. You are grossly misreading my comments. The sources you are asking for are already used in the article, and other sources (Sydsvenska Dagbladet and Politiken, incl. exact date, month and year) have also been mentioned by me. Besides that I don't intend the article to express such views, nor have I explicitly stated such a wish, nor even implied it. I'll be satisfied if the statement of Krarup is briefly mentioned, since the incident after all was quite notable. 130.226.70.2 (talk) 11:50, 3 April 2010 (UTC) Dylansmrjones (talk) 11:52, 3 April 2010 (UTC)

The term "Dominion"
The article talks abot the "Scanian dominion" &c. If you check the article Dominion you only find references to British usage. The article Dominions of Sweden was created by the user "Mic" many years ago. This man was famous for creating his own terminology. My question is: Is the word "Dominion" used in English when talking about non-british territories? --Vedum (talk) 18:58, 12 April 2010 (UTC)

Moving of a section to Skåne County or Region Skåne
Some parts ought to be moved to other articles. The traditional provices (the landskap) in Sweden are not administrative or political entities. In this case the County (län) and the Region have almost the same boundaries as the province. But nevertheless the section "Regional politics" fits better in in the article Region Skåne. If someone has another opinion, please let me hear, otherwise I will make a move. --Muniswede (talk) 21:17, 5 August 2010 (UTC)

 * No, but maybe to Region Scania. There is no such thing as "Region Skåne" in the English language. John  Anderson   (talk) 06:32, 17 August 2010 (UTC)

 * Well, look here: http://www.skane.se/default.aspx?id=54721 --Muniswede (talk) 07:34, 28 September 2010 (UTC)

 * The discussion above is more about the name (exonym or endonym). Nobody seems to have an opinion about the moving of the section. Therefore I will move it now. --Muniswede (talk) 21:47, 10 October 2010 (UTC)

History section to page History of Scania
The history section here is much larger that the whole history article. They should be merged one way or the other. --Vedum (talk) 21:36, 5 October 2010 (UTC) Scania is a world leading provider of transport solutions in more than 100 countries. They partners and customers are driving the shift towards a sustainable transport system. — Preceding unsigned comment added by 117.221.195.235 (talk) 06:39, 14 December 2020 (UTC)

 * It has now been done. --Vedum (talk) 22:28, 5 October 2010 (UTC)

strange formulation ?
"There are no independence movements organized for electoral contests in Scania", supported by a source from 2005, if we are absolutely thorough, this doesn't cover time after its publishing. And the phrase "organized for electoral contests" feels a bit embroiled. Better and more true (based on the source) could be "By 2005 there were no political parties which supported independence" Boeing720 (talk) 06:36, 12 September 2014 (UTC)

Regional politics section - again
Four years ago I proposed that the section Regional politics could be moved to the county (län) or region (landsting) articles as the province (landskap) is not a political entity. There was no discussion about that at the time (only one concerning te use endonyms and exonyms). Now, the article is under constant rewriting by two users, "Boeing720" and "Peter isotalo" with somewhat opposing approaches. I now wonder if you have any opinions about this proposal. --Muniswede (talk) 09:16, 12 September 2014 (UTC)
 * In my opinion Scania (which indeed is English, atleast Brittish English) should be the main article it cover both län(administrational) and landskap (historical province) - provided the difference remains mentioned, from geographical aspect "Östra Karup"'s parish is the only difference. Articles like "Malmöhus län" and "Kristianstads län]" ougt to be very brief. "Region Skåne" is the name of the "landsting" and should, 1. a brief comparission toward "län", the parliament and its (minor) functions etc (Sweden isn't a federal nation) 2. health care and hospitals, and [if they still exist] hostpital regions. If You want to dig deeper, could what special care / wards that the different hospitals offer 3. collective trafic ("[[Skånetrafiken") - but the main part of it ought to be here and in separate articles. Also the regional politics (and parties) which is debated in the parliament could be used in Region Skåne, but issues about a further Swedish regionalization, and ideas of such (which hasn't developed under the current Swedish government, by the way. Plans existed in the zeroes), and things like TV4 closing down their tiny regional television, are issues that fits better here. The collective traffic is a bit more difficlut, since "Skånetrafiken" (subordinated to Region Skåne) not quite equals especially trains in Scania (Other "landsting" aswell as Denmark is involved in Oresundstog, and Krösatåg (subordinated to other "landsting") runs in the north-east. While as SJ is a national network, and I believe their tickets are not valid on other trains and vice versa - All in my opinion. Boeing720 (talk) 23:16, 12 September 2014 (UTC)
 * I agree with Muniswede. The provinces are at most cultural and historical entities. It is not accurate to describe modern party politics in this context.
 * Peter Isotalo 21:15, 14 September 2014 (UTC)

Primary source observations
I removed Boeing720's addition regarding referendums. They are entirely based on primary sources in the form of statistics. As such, the selection of facts has been made by a single user. I don't doubt that there are differences in how Scanians vote, but the comparison should be with all of Sweden, and based on selections by secondary sources.

In line with the comment in the section above, it's also quite questionable why it is relevant in an article about an historical landskap.

Peter Isotalo 21:20, 14 September 2014 (UTC)

It is in order to show differencies, I made no personal interpretaions of the data. The article covers its population aswell. I once asked a noteboard (as an example) if "Mein Kampf" could be used to show that Hitler hated Jews. The answer was yes (to any part where Hitler gives antisemitic statements), provided no further interpretations were added. I find this to be similar. Boeing720 (talk) 21:19, 15 September 2014 (UTC)

 * Yes, it's the same thing, actually. And both are not advisable. Claiming that Hitler was an anti-semite is rather uncontroversial, but the extent of his opinions should always rely on secondary sources as interpreted by experts in the field, not his own writings. Extrapolating facts from general statistics is making observations and deciding notability on your own.
 * And, again, this related to modern politics and belongs under Skåne County. This article is about territory that ceased being an administrative, political entity almost 300 years ago.
 * Peter Isotalo 18:39, 16 September 2014 (UTC)
 * It seems to me that some people writing here are very interested in showing how "different" Scania is from other parts of the country. And they are selecting examples proving their thesis, but omitting others. But such dissimilarities from the national average could also be found in other parts of Sweden, in the far north for example. --Muniswede (talk) 20:23, 16 September 2014 (UTC)

"Skåne"
I'm not sure if "Scania" or "Skåne" is the most common name used in modern English texts, but it's undisputable that both are used in actual English texts. This is the same as with all other Swedish Place names except for Gothenburg. I'm sure there's plenty of uses of "Skane", but I don't know how relevant it is.

So I have no idea why it would be referred to as "locally known" when it's used in both Swedish and English (unlike "Göteborg"). It seems to be for reasons other than the guidelines specified by WP:TITLE or WP:LEAD.

Peter Isotalo 16:29, 4 February 2015 (UTC)
 * All ngrams show Scania as consistently much more common. I have no problem with changing "locally" to "also". I just think we dont want to have "Swedish" between the two forms of the name.User:Maunus ·ʍaunus·snunɐw· 18:38, 4 February 2015 (UTC)

 * Peter now You have used just the kind of "crazy" sources You've told me to never use. Encyclopedias and unknown single web-sites. Some of them might even been written by someone who may sympathize with SD. This confuses me Boeing720 (talk) 03:40, 6 February 2015 (UTC)
 * Just a note: The Scania part in that ngram is significantly polluted by Scania AB.. --Kim D. Petersen 13:15, 19 February 2015 (UTC)

 * Boeing, I've told you not to use century-old encyclopedias like Nordisk familjebok. That and not to cite the website of the nationalist crackpot Jan Milld when it comes to historical facts. Huge difference. Besides, I'm not supporting any detailed statements in the article here but merely pointing to general language use.
 * Peter Isotalo 11:02, 21 February 2015 (UTC)

Bolded name of province in lede
Some of us have made corrections a few times now, to the first line of the article, to make it clear to any regular (non-Swedish & non-scholarly) reader that the English word "Scania" is not pronounced the same as the Swedish word "Skåne". That attempt to establish full clarity keeps getting reversed by a few Swedish editors, with edit summary comments like "Swedish is the only relevant language, just like with all other Swedish cities", which I find very confusing and hardly can be intentional (?) on English Wikipedia. I am now restoring the clarity and asking any and all editors to be considerate. --SergeWoodzing (talk) 21:32, 5 February 2015 (UTC)
 * Why did you start a new discussion when this was already being discussed in the section above? How is it relevant where other editors come from, and how do you know? As for "being considerate" is that what you are being here do you think? Peter has shown good sources that skåne is being used in English language sources as well, not just in Swedish and not just locally.User:Maunus ·ʍaunus·snunɐw· 21:39, 5 February 2015 (UTC)
 * This section specificlly deals with what is beginning to amount to an edit war about the article's first line and about best possible clarity there for regular readers of English. Who ever doubted that "skåne is being used in English language sources as well"? I certainly didn't, and that's not what we're even discussing. When speaking English, to pronounce the word "Skåne" with Swedish phonetics (which is what I assume Swedes want done, not Skain, which rhymes with rain) a speaker or English speaks Swedish when pronouncing that word, not English. I'm a bit surprised that that isn't clear to you. English and Swedish, after all, are two different languages, with totally different phonetics, and their words are pronounced in English or Swedish, depending on which language is being spoken, but not in a hodgepodge of both. In this case, though, the few non-Swedish readers of English who might be interested in learning how to try to say "Skåne" in Swedish or Scanian can try to pronounce it in Swedish or Scanian, and then, of course, go back to speaking English. --SergeWoodzing (talk) 21:57, 5 February 2015 (UTC)
 * PS Trying to take everbody's ideas into consideration, I've now made an additional adjustment. --SergeWoodzing (talk) 22:01, 5 February 2015 (UTC)
 * I agree that it is essentially at this point an editwar. That is because you keep reverting instead of discussing and arguing your point. I have looked how we handle other places that have both an English and a local language name that is sometimes used in English, and I think the solution you are advocating reflects general practice. I think I have heard English speakers say [skoʊ:ne] which is an Anglicized pronunciation of the Swedish, like [pa'ri:] is an Anglicized pronunciation of the French Paris. But I think you are right that we need to identify skåne as Swedish and not try to pass it off as an English language name. User:Maunus ·ʍaunus·snunɐw· 22:11, 5 February 2015 (UTC)

 * I think Serge has a very valid point here. Something which in one way or another we contributors far too often forget. Why are we writing articles ? The answer must be for the readers. Which at this Wikipedia are people who read and speak English. Hence we must to the best of our capabilities try to not forget this important issue. Also in this article. Boeing720 (talk) 04:09, 6 February 2015 (UTC)

Administrative center
The center for political administration of Skåne is not Malmö but Christianstad (Kristianstad).

After the joining of the two administrative shires (~county)or actually "län" "Malmö Hus län" and "Kristianstad län" in the 1990s the administration was split betewen the two capitals but the center for the Regional Parlament, "regionsfullmäktige" and political power is Kristianstad and not Malmö, as this article falsly implies. 193.14.65.55 (talk) 05:33, 9 February 2015 (UTC)

 * I agree. As they are based in Kristianstad, it is not true that Malmö is the "administrative centre". --IRISZOOM (talk) 23:51, 24 March 2015 (UTC)
 * There is no hierarchical relationship between municipalities and county councils. The latter have no jurisdiction over the responsibilities of the former, or vice versa. This is also still an article about a landskap. It has no official status as an administrative division.
 * Peter Isotalo 07:16, 25 March 2015 (UTC)

 * Yes, it is about the province, which was why I said the county council is based in Kristianstad. Even if the province is not an administrative division, it could still be described how that part of the country is managed, like you later added more info about. Though, the main purpose was to correct the sentence about Malmö being the "administrative centre". Now that is no longer there and the info about administration has been expanded. Great. --IRISZOOM (talk) 00:28, 26 March 2015 (UTC)

 * Malmö is the seat of the landshövding (governor) appointed by the Government of Sweden, and the länsstyrelse (county administration board), called in Swedish a residensstad (meaning residence city because the governor resides there). It is therefore the administrative centre of Skåne County. Scania is a landskap (historical province) which is not an administrative subdivision as therefore has no "administrative centre". Skåne Regional Council is a landsting ( sekundärrkommun "secondary municipality") responsable for health care, public transport, regional development etc. The seat of this entity is in Kristianstad. Confusing? Not really, it is how it works in Sweden. In most cases, however, the county and the county coucil have the same seat--Muniswede (talk) 21:52, 9 April 2015 (UTC)

 * This is the article for the historical province (landskap) of Scania, which is not to be confused with the modern Skåne Regional Council (landsting). Landskap and landsting sometimes overlap, but not always. So whether or not Malmö is the seat of the landsting administration doesn't really matter, as Malmö was the historical capital of the province (which no longer exist in any official sense, and so cannot have its capital redefined). Kristianstad didn't even exist until 1614. - Alltat (talk) 20:32, 26 May 2018 (UTC)

Swedish "län" and "landskap"
Swedish "län" and "landskap" are "shires" not "counties".

A county with the proper translation to "grevskap" is a smaller administrative unit, more corresponding to the swedish "kommun". Google Translate actually translates "län" as "state" today and that is a better and fuller explanation of what a "län" function as. Given that most states in countries that have those are bigger and more populated than swedish "län", counties are generally much smaller and have great fewer functions.

Historically Scania contained a great number of rural and agricultural "grevskap"; proper counties. Today you could say that "Scania, is a swedish shire (län) constituting of 33 municipal counties (kommuner).

This is a common mistake althrough Wiki and beyond and need to be adressed on a wide front! It is confusing and needs to be adressed for the purpose of both locals understanding of english and american vocabulary and terminology as well as for english speaking students of Sweden and Scandinavia.

Scania, Skåne, of course is in contemporary administrative swedish dubbed a "region" marking that it historically was split in two diffrent administrative shires, "län".

Please assist.

https://translate.google.com/#sv/en/l%C3%A4n

CS 06:22, 9 February 2015 (UTC) — Preceding unsigned comment added by CSjoholm (talk • contribs)
 * The official translation is county as this is a general term used for administrative subdivisions above the level of municipalities. No different from US counties. It's technically a subdivision of a state, and since Sweden consists of just one state (there is no federal level), this meaning of the term "county" is used. Overall, Google Translate is not reliable for these types of translations. You have to look at official use and such.

 * And this article is about the historical landskap, not Skåne County.

 * Peter Isotalo 08:09, 9 February 2015 (UTC)
 * Full agree with Peter Isotalo. Please note that we're not here to create new translations that "would be more logical" or something like that, but to use WP:COMMONNAME. Tomas e (talk) 21:37, 13 March 2015 (UTC)

 * The word län has two different meanings. The older one is Fief. But the the term has been "recycled" and is nowadays used for the first-level administrative disvisions of Sweden. Eaach län has a governor, appoited by and responsable to the Central Government of Sweden and it is not a local government entity. In each län there is also a landsting (often translated as County Council), which is a regional municipality, responsable for hospitals, public transport, culture etc. There are also 290 Municipalities of Sweden responsable for social welfare, schools, child care, emergency services, physical planning etc. Län should of couse not be translated as state because Sweden is a unitary state witout any federal elements. Counties and municipalities have no legislative powers and the the subdivision of the country is a national question and not a local one. --Muniswede (talk) 22:13, 9 April 2015 (UTC)

Swedification of Scania
Shouldn't there be a section of the Swedification of Scania? It was very brutal and according to Herman Lindqvist it was ethnic cleansing.

http://www.aftonbladet.se/nyheter/kolumnister/hermanlindqvist/article11667362.ab (swedish)

Copy text and translate

83.249.189.117 (talk) 00:45, 16 August 2015 (UTC)

 * Not with Lindqvist as a source. He's a journalist who likes dramatic narratives, not a scholar. Use works written by professional historians.
 * Peter Isotalo 23:08, 16 August 2015 (UTC)

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'Scodanus'
Concerning the name 'Scodanus' which is said by a contributor to be 'on old maps', it doesn't actually appear on old maps - the name as it appears on old maps is Codanus sinus, which one scholar (Svensson) conjectured might be an error for Scodanus. It also refers to an area of the sea, not to a peninsula. For this reason among others I have deleted the sentence referring to Scodanus. Kanjuzi (talk) 10:40, 24 July 2016 (UTC)

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Cheers.— InternetArchiveBot  (Report bug) 17:24, 24 January 2018 (UTC)

Better source for dramatic additions?
How reliable is someone like comedian Fredrik Lindström (writer) as a source for some of the dramatic additions made recently about very severe treatment of the Scanians? In his entertainment stuff, doesn't he usually relate more-or-less wild tails of folklore, such as in Swedish are called skrönor? --85.194.1.37 (talk) 23:43, 27 January 2018 (UTC)

 * It's been reverted. The contributor, Boeing720, is a long-time regionalist POV warrior who is determined to present Scania and its people as a brutally oppressed minority, in the past, and even today. There's been plenty written about Scanian history, including the treatment of the Scanian populace, and Boeing720 has been advised of this. As is evident, he prefers to stick to shallow google searches for his facts, and he consistently chooses to emphasis and exaggerate the oppression narrative.
 * I advise everyone to revert Boeing720's edits when it comes to the history of Scania. His contributions throughout the years have been consistently unencyclopedic.
 * Peter Isotalo 22:52, 1 June 2018 (UTC)

English pronunciation
Is it "Scah-nia" or "Scay-nia"? Please put something in lead. — Preceding unsigned comment added by 81.146.20.14 (talk) 10:33, 11 October 2020 (UTC)
 * Normal English phonetics: Skaynia. Pls do not clutter up the lead! --SergeWoodzing (talk) 13:12, 5 November 2022 (UTC)

When was the first written mention of Scania?
This article says, "Scania was first mentioned in written texts in the 9th century." However, immediately preceding this sentence is a link to the article on the history of Scania (https://en.wikipedia.org/wiki/History_of_Scania), which says, "Scania was first mentioned in written texts in the 8th century." Furthermore, this article says, "The southernmost tip of what is today Sweden was called Scania by the [presumably ancient] Romans and thought to be an island." How do we know what the Romans called it if it wasn't mentioned in written texts until hundreds of years later? (I assume that the oral tradition wouldn't have preserved such minor information for so long.)

Can anyone clarify these discrepancies?

108.21.81.233 (talk) 19:34, 4 November 2022 (UTC)

title: Talk:Scania