text:
User talk:Vikingstad

FOTOZP
Vikingstad, this FOTOZP service sounds very useful. Where can I find it? Is it on the web somewhere? –Hajor 00:07, 9 Mar 2004 (UTC)
 * Yeah, it's very useful, but unfortunately just a PSOE library (FOTOZP, as in Zapatero). You'll find it here. --Vikingstad 00:12, 9 Mar 2004 (UTC)

Oh, OK. I thought it was a repository of standard stock photos, not just PSOE. Thanks, anyway. –Hajor 00:18, 9 Mar 2004 (UTC)

I don't think it's very appropriate that your picture of the demonstration in Barcelona shows the hammer-and-sickle banner of some fringe Communist group, and only a small number of people. If there were 1.5 million people in the P de Gracia, a more representative photo would be better. Adam 08:28, 13 Mar 2004 (UTC)

I didn't include POV comments in José María Aznar. Can anybody suplant me or use the same IP in an other computer? 80.58.36.42 08:26, 19 Mar 2004 (UTC)
 * Hard to say who did it then, but someone added "He requested the dissolution of the Cortes and new elections in January 2004, and announced he would not be seeking the prime minister's office again, fortunately for all Spaniards." the part in italic. Anyway, I suggest that you register an account here at Wikipedia, then you avoid being confused (or getting the blame) for being someone else. --Vikingstad 09:20, Mar 19, 2004 (UTC)

Thanks for your vote of support on Rfa -- it is much appreciated. –Hajor 15:03, 25 Mar 2004 (UTC)

Floorball
Thanks for adding a picture to the floorball article! Kokiri 18:00, 27 Mar 2004 (UTC)

Copyrights
I've raised an issue about the copyrights of your pages like Talk:Gunning Bedford, Jr. on the Village Pump. I'm not sure that licence is acceptable, since it bars downstream commercial users, and is thus incompataible with the GFDL. Bear in mind, I'm not a lawyer, but you should check out the Village Pump for information before continuing. Yours, Meelar 03:35, 28 Mar 2004 (UTC)
 * Ok, thanks. I will change the photos to something else then GFDL then. The text however is public domain, so that should be compatible... --Vikingstad 03:38, Mar 28, 2004 (UTC)

Letizia
Sorry, it was an accident; don't know how I did it. I guess Arwel just fixed it. -- Viajero 14:22, 23 May 2004 (UTC)

British
Hi. The word British is quite confusing sometimes (the article on it is quite good). British does indeed mean someone from the island of Great Britain but it is also the adjective used to describe someone or something related the United Kingdom. In the context of nationality, British refers to the country and not the island. Dmn 23:28, 23 May 2004 (UTC)

 * Ignore that last comment, I wrote it before I read your second comment :-p Dmn 23:30, 23 May 2004 (UTC)

EC President
Thanks for your remarks on the EC Presidents and for improving the template by adding the years. Unfortunately, I don't think the pipe link bug will be fixed. Currently, the pipe is used as a separator of parameters, so it is not available to use within the square brackets. -- Emsworth 22:58, Jun 24, 2004 (UTC)
 * Well, only time will tell, but it would be very useful, and not very hard I think, as this would only affect pipes within links. Cheers. --Vikingstad 23:20, Jun 24, 2004 (UTC)

The business and economics forum
Anouncing the introduction of The Business and Economics Forum. It is a "place" where those of us with an interest in the business and economics section of Wikipedia can "meet" and discuss issues. Please drop by: the more contributors, the greater its usefulness. If you know of other Wikipedians who might be interested, please send this to them.

mydogategodshat 18:58, 26 Aug 2004 (UTC)

License of a pic ?
Hi, is Image:Islm.png under GFDL ? Thanks in advance for your answer. Tipiac 15:41, 19 Oct 2004 (UTC)

Article Licensing
Hi, I've started a drive to get users to multi-license all of their contributions that they've made to either (1) all U.S. state, county, and city articles or (2) all articles, using the Creative Commons Attribution-Share Alike (CC-by-sa) v1.0 and v2.0 Licenses or into the public domain if they prefer. The CC-by-sa license is a true free documentation license that is similar to Wikipedia's license, the GFDL, but it allows other projects, such as WikiTravel, to use our articles. Since you are among the top 2000 Wikipedians by edits, I was wondering if you would be willing to multi-license all of your contributions or at minimum those on the geographic articles. Over 90% of people asked have agreed. For More Information:
 * Multi-Licensing FAQ - Lots of questions answered
 * Multi-Licensing Guide
 * Free the Rambot Articles Project

To allow us to track those users who muli-license their contributions, many users copy and paste the " " template into their user page, but there are other options at Template messages/User namespace. The following examples could also copied and pasted into your user page:

 * Option 1
 * I agree to multi-license all my contributions, with the exception of my user pages, as described below:

OR
 * Option 2
 * I agree to multi-license all my contributions to any U.S. state, county, or city article as described below:

Or if you wanted to place your work into the public domain, you could replace " " with "  ". If you only prefer using the GFDL, I would like to know that too. Please let me know what you think at my talk page. It's important to know either way so no one keeps asking. -- Ram-Man (comment| talk)

Washington Post
Boy, you're quick: I haven't had time to put anything in the Post talk page yet! I reverted because Wikipedia articles don't generally include writers' opinions. - DavidWBrooks 15:22, 1 Apr 2005 (UTC)
 * But I think that I may have been too hasty ... as I noted in the Talk page (I'm having database problems - I keep getting locked out of wikipedia), the article does need mention of the paper's liberal leanings. It was the tone of the comment that I reacted to, and the fact that it was labelled "opinion", as if it was your opinion. - DavidWBrooks 15:36, 1 Apr 2005 (UTC)

International airports category
I am going to CFD this, as it will get too big and unwieldly. Please stop adding airports to it. Burgundavia 09:28, Apr 6, 2005 (UTC)

Washington Post
FYI: I started a "political leanings" section for this article, as per our discussion above. Needs work ... of course! - DavidWBrooks 14:59, 30 Apr 2005 (UTC)

Hola
Hola. He visto en tu Babel que hablas español. Me gustaría que miraras el artículo Operación Galaxia y la traducción que hice al español en Operación Galaxia, a ver si es correcta, porque creo que hay algún fallo. Gracias. 83.43.76.241 22:20, 28 July 2005 (UTC)

Perdón, se me quitó el usuario y no firmé bien.Esta es mi firma de verdad. Reignerok 22:22, 28 July 2005 (UTC)

[[Image:Adolfo suarez.jpg]]
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Proposed deletion of Design for logistics
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Unreferenced BLPs
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 * 1) Antonio Tejero -

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Apple Store
I understand that you created the page (AppleStore). I edited it without asking first because i forgot so sorry about that, but i do think that my edit was pretty useful to people who want to know a little bit of history about Steve Jobs. I hope you do not undo my edit,

Thank you for you understanding DeathToEnemies (talk) 21:45, 25 August 2011 (UTC)

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Mariano Rajoy
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Nomination of Fog City Software for deletion
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Nomination of Visio.M for deletion
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Proposed deletion of Design for logistics

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Speedy deletion nomination of Marketing Agencies Association

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title: User talk:Vikingstad


text:
ESADE

Esade (Escola Superior d'Administració i Direcció d'Empreses) is an international private educational institution based in Barcelona, Spain. Esade runs two schools of the university, Esade Business School and Esade Law School, as well as a language centre, the Esade Executive Language Center. The school has also formed a strategic alliance with Ramon Llull University in its undergraduate programmes in Law and Business. ESADE is ranked among the world's top business schools and law school programs by the Financial Times, The Economist, Forbes, QS World University Rankings and more.

History
The Esade project was conceived in the spring of 1954 by a group of Spanish professionals and entrepreneurs who later founded the university. The school signed an agreement with the Jesuits (Societas Iesu) in October 1958 and started offering its first academic programs in a small building in the district of Sant Gervasi, Barcelona.

In 1958, Esade was ultimately founded. Two years later, in 1960, executive education programmes were introduced. In 1964 the college's MBA programme was established. A year later, in 1965, ESADE's Barcelona campus (Av. Pedralbes) opened (Building I), as well as the Executive Language Centre. In 1993, Esade Law School opened. In 2001, the school inaugurated its campus in Madrid (Chamartín). In 2009 Esade opened a new campus in Sant Cugat (Barcelona) as well as Esade Creapolis, a technology park based on open innovation and situated on the new Sant Cugat campus.

Today Esade's campuses, if the premises in both Madrid and Barcelona are included, cover an area of 30,000m2.

Esade Creapolis
Esade Creapolis is a joint venture between Esade, a consortium of Spanish financial institutions, local government institutions and business associations. The organisation manages a technology and innovation park on the Esade campus in Sant Cugat, Barcelona. It is an open innovation centre promoted by Esade business school, where companies, students, the academic community and scientists come together intending to promote both creativity and innovation. Between 2005 and 2008 Esade Creapolis invested €70 Million in its facilities in Sant Cugat and has since become home to various startups.

Notable alumni

 * Enrique Lores (born 1964/65), CEO of HP Inc.
 * Ramon Laguarta (born 1964), CEO of PepsiCo
 * Ferran Soriano (born 1967), CEO of Manchester City F.C.
 * Joaquin Duato (born 1962), CEO of Johnson & Johnson
 * Gabriel Escarrer Jaume (born 1971), Founder and CEO of Meliá Hotels International
 * Xavier Espot Zamora (born 1979), Current Prime Minister of Andorra
 * Jaume Guardiola Romojaro (born 1957), CEO of Banco Sabadell
 * Javier Ferrán (born 1956), Chairman of Diageo
 * Albert Rivera (born 1979), a Spanish politician
 * Josep Maria Bartomeu (born 1963), Former President of FC Barcelona
 * Joan Rigol (born 1943), Former President of the Parliament of Catalonia
 * Iñaki Urdangarin (born 1968), Retired Spanish handball player
 * Assumpta Escarp i Gibert (born 1957), Member of the Parliament of Catalonia for the Province of Barcelona
 * Javier Faus (born 1964), Chairman and CEO of Meridian Capital Partners
 * Eva Granados (born 1975), Deputy of the Parliament of Catalonia for the Socialists' Party of Catalonia
 * Sabina Fluxà (born 1980), Vice-Chairman and CEO of Iberostar Hotels & Resorts
 * Patricia Gras (born 1960), American journalist, television anchor, reporter and producer
 * Jordi Hereu (born 1965), 117th Mayor of Barcelona
 * Alessandro Magnoli Bocchi (born 1968), Italian economist
 * Irene Rigau (born 1951), Former Counselor of Education of Catalonia
 * Sandro Rosell (born 1964), Former President of FC Barcelona
 * Josep Maria Vallès (born 1940), a Spanish academic and politician
 * Risto Mejide (born 1974), Publicist, author, music producer, songwriter, talent show judge and TV presenter

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

title: ESADE


text:
Moorgate

Moorgate was one of the City of London, England's northern gates in its defensive wall, the last to be built. The gate took its name from the Moorfields, an area of marshy land that lay immediately north of the wall.

The gate was demolished in 1762, but gave its name to a major street, Moorgate, laid out in 1834. The area around the street and around Moorgate station is informally also referred to as Moorgate. The Moorgate district is home to many financial institutions and has many notable historic and contemporary buildings.

Moorgate station was the site of the Moorgate tube crash of 1975, when a Northern City Line train failed to stop and hit a brick wall killing 43. This resulted in systems, known as Moorgate control, being installed on the Underground in order to stop trains at dead-ends.

The gate
The earliest descriptions of Moorgate date from the early 15th century, where it was described as only a postern in the London city wall. Located between Bishopsgate and Cripplegate and leading to a marshy open space known as Moorfields, it was not one of the larger or more important of the city gates.

In 1415 an ordinance enacted that the old postern be demolished. It was replaced with a newer and larger structure located farther to the west, which included a wooden gate to be shut at night. This gate was enlarged again in 1472 and 1511, and then damaged in the Great Fire of London in 1666. Although the City gates had ceased to have any modern function apart from decoration, it was replaced along with Ludgate, Newgate, and Temple Bar with a stone gate in 1672.

Moorgate and the Wall originally formed the northern boundary of Coleman Street Ward. It appears that the area outside, the once very marshy Lower and Little Moorfields (now mostly occupied by Finsbury Circus and the surrounding buildings), previously part of the Manor of Finsbury were added in the 17th century, though it was not developed until 1817.

Moorgate was demolished with most of the other London city wall gates in 1761/2, and the resulting stone was sold for £166 to the City of London Corporation to support the starlings of the newly widened centre arch of the London Bridge.

Little Moorgate was a postern opposite Little Winchester Street leading into Moorfields. It had been demolished by 1755, but gave its name to a street that was later removed for the building of a railway.

Moorgate Street and locality
The area around the former gate, Moorgate Street and Moorgate station is referred to informally as the Moorgate area. This locale roughly approximates to the Coleman Street Ward of the City of London.

The contemporary street of Moorgate runs north from Princes Street and Lothbury at the back of the Bank of England, across the road named London Wall and the location of the old gate, and then continues north. After leaving the City of London in the direction of the London Borough of Islington, the street is known as Finsbury Pavement (which at one time was known as Moor Fields Pavement) and then City Road. The street was constructed around 1846 as one of the new approaches to London Bridge. While the street was formally known as "Moorgate Street", the street part of the name eventually fell out of use.

The Chartered Accountants' Hall, on Moorgate Place, is the home of the Institute of Chartered Accountants in England and Wales.

The Guildhall is connected to Moorgate station via Bassishaw Highwalk. The Guildhall is the home of the City of London Corporation and the centre of City government since the Middle Ages. Adjacent and internally connected to the Guildhall is the Guildhall Art Gallery, which houses the art collection of the City of London. It occupies a stone building in a semi-Gothic style which was completed in 1999 to replace an earlier building destroyed in 1941.

The Moorfields were an extensive area of open land, partly in the City of London, partly in the Manor of Finsbury. The Lower Moorfields was home to the Bethlem Royal Hospital (also known as Bedlam, Europe's oldest psychiatric hospital) from 1676 to 1815.

The Lower Moorfields was developed in 1817, with the building of Finsbury Circus. Finsbury Circus includes a number of classical buildings surrounding an oval-shaped circus. The gardens in the centre of the circus occupy a 5,000 sqm plot enclosed by railings, and include the lawn of the City of London Bowls Club.

Moorgate is also the birthplace of John Keats, one of the principal poets in the English Romantic movement. Keats was born in 1795 in the Swan and Hoop Inn at 199 Moorgate, where his father was an ostler. The pub is now called "The John Keats at The Globe", having previously been known as "The Moorgate Coffee House", "The Moorgate" and "The John Keats at Moorgate", only a few yards from Moorgate station.

A new commercial development on Moorgate, known as Moor House, opened in 2005. The building is located at the corner of Moorgate and London Wall, and was designed by Foster and Partners. The building has 28,000 m2 of office space in 19 storeys, and is built in the location of a smaller office building built in the 1960s known as Moor House. A 36 m shaft under the building incorporates part of Crossrail's new station and ticket hall serving Liverpool Street.

During the 1940s-60s, HM Customs and Excise investigation staff were based at Moorgate Hall, 153 Moorgate.

There is a campus of the London Metropolitan University, formerly a polytechnic, and part of the London Guildhall University, on Moorgate. The campus houses its business school, a library, and other administrative facilities.

A number of large buildings are being planned or already built in the neighbouring streets. These include a 43-storey, 140 m residential skyscraper at Milton Court (The Heron), that is taller than CityPoint, and a 90 m office tower at Ropemaker Place is also being developed by British Land, with construction already underway.

Nearest places

 * Barbican Estate

Nearby rail and Tube

 * National Rail
 * Liverpool Street station
 * Moorgate station

 * London Underground
 * Moorgate station: Northern line (city branch), Circle, Hammersmith & City and Metropolitan lines

Bus routes
Moorgate is served by the following bus routes: 21, 43 (24 hour), 76 (24 hour), 100, 141, 153, 214 (24 hour), 271 (24 hour) and Night Bus route N551 (Towards Gallions Reach on a temporary diversion)

title: Moorgate


text:
Mitsui O.S.K. Lines

Mitsui O.S.K. Lines (株式会社商船三井; abbreviated MOL) is a Japanese transport company headquartered in Toranomon, Minato, Tokyo, Japan. It is one of the largest shipping companies in the world.

MOL fleet includes dry cargo ships (bulk carriers), liquefied natural gas carriers, Ro-Ro Car Carrier ships, oil tankers, container ships (among which mv MOL Triumph is the 4th largest containership in the world), and container terminals. Its alligator logo can still be seen on containers in ports, roads, rails and barges around the world, despite the company's focus on containers shipping having been reduced since April 2018.

Founded as a key part of the Mitsui zaibatsu (family-owned conglomerate) during the early industrialization of Japan, the company is now independent of the zaibatsu, but remains part of the Mitsui keiretsu (group of aligned companies).

History
MOL (Mitsui O.S.K. Lines) was launched in 1964, following the merger of Osaka Shosen Kaisha (OSK) (大阪商船株式会社) created in 1878, and Mitsui Steamship Co., Ltd. founded in 1942, formerly known as Mitsui Line, under the Law Concerning the Reconstruction and Reorganization of the Shipping Industry. At that time the company was the largest shipping company in Japan, capitalized at ¥13.1 billion, with 83 vessels aggregating.

OSK
OSK was founded in 1884, when 55 ship owners, each of whom had only a small number of vessels, combined their operations. The chief representative of these ship owners was Hirose Saihei, senior manager of the Sumitomo zaibatsu, or conglomerate, and a prominent figure in Osaka financial circles. OSK was capitalized at ¥1.2 million, with 93 vessels totalling.

In the first few years its routes were limited to coastal services in the western area of Japan. In 1890, OSK inaugurated an Osaka-Pusan run followed in 1893 by the operation of an Osaka-Incheon route and Korean coastal services. The company was recapitalized at ¥1.8 million in 1893, rising to ¥2.5 million in 1894, to ¥5 million in 1896, when the government of Taiwan granted OSK subsidies for Osaka-Taiwan liner services, and to ¥10 million in 1898 when the company started to operate on the Yangtze River.

In 1898, Tokugoro Nakahashi became the company's third president. He made a great effort to rationalize the internal organization of OSK, to penetrate the Chinese market, and also to inaugurate the first OSK ocean route, a Hong Kong to Tacoma, Washington service, in 1908. In 1911 OSK started a Kobe to Bombay service. The route was under the monopoly of the Far Eastern Freight Conference (FEFC) of which Nippon Yusen K.K. (NYK) was the only Japanese member. OSK fought against the FEFC and was admitted to the conference in 1913. In 1918, the company opened a Bombay to Marseilles route and was admitted to full membership of the FEFC. Meanwhile, it opened a San Francisco route, an Australia route, and a South America route, offering a worldwide liner service. It began a New York City service in 1920 but operated at a deficit. In 1930 OSK made a huge investment in five new high-speed motor ships in order to start a New York express service. This service entirely transformed raw-silk transportation from Asia to America; raw silk began to be carried by water all the way to New York instead of going by land. OSK's share of cargo shipped on this route grew, and its business performance improved in spite of unfavourable business conditions.

During the Great Depression, OSK and NYK made a cooperative agreement in 1931 whereby OSK abolished its Puget Sound route, which had called at Tacoma and Seattle, and in turn acquired a monopoly on the South American east coast route. OSK quickly recovered from the deficits of 1930 and 1931, and resumed paying dividends in 1932.

The company's profits peaked in 1941, when OSK was capitalized at ¥87 million and had 112 vessels aggregating.

Mitsui Bussan Kaisha
The Mitsui Line was originally the shipping department of the trading company Mitsui Bussan Kaisha. Mitsui Bussan was established in 1876 and obtained exclusive rights to export and market the coal mined at the state-run Miike mines. It chartered boats and transported coal on its own account. In 1878 it bought a steamship, and in 1888 it bought the mines. Mitsui Bussan became an industrial carrier and the shipping section was established in 1898. The section expanded to become the Shipping Department and moved to Kobe in 1904. The company then owned 9 ships aggregating, and on the eve of World War I the fleet totalled 15 ships with , increasing to 30 ships totalling in 1919. The third general manager, Teijiro Kawamura, expanded the business of the department during World War I; in 1914 it began a tramp service carrying the company's own cargo and that of other companies. In 1917 it constructed a shipyard and set up the shipbuilding department and in 1920 it opened a semi-liner service from Dalian via Kobe to Seattle, whereby a liner service operated on outbound voyages but on the return voyage, owing to insufficient cargo at Seattle, ships had to stop and collect cargo at other ports.

Mitsui Bussan's Shipping Department built two sister ships in 1924. One was equipped with reciprocal oil-burners, the other had diesel engines and was the first ocean-going diesel ship in Japan. The department put these ships on the North American route and compared their performance. Akagisan Maru, the diesel ship, proved superior, and Mitsui concluded a manufacturing and marketing license agreement with Burmeister and Wain Co. (B & W), who had manufactured the engine, in 1926. In 1928 Mitsui opened a Bangkok route, in 1931 a Philippines route, in 1932 a Dalien to New York route, and in 1935 a Persian Gulf route. From 1933 the Shipping Department became known as Mitsui Line. In 1937 it owned 35 ships aggregating. The shipbuilding department was separated off as the Mitsui Tama Shipyard in 1937, and in 1942 the former Shipping Department too became a separate company, Mitsui Steamship Co., Ltd. (MS). It was capitalized at ¥50 million, and Takaharu Mitsui was elected chairman.

World War II
During World War II OSK, like other Japanese shipping companies, was forced to be a mere ship owner. When the war ended it had only 55 vessels left, totalling, most of which were so-called wartime standard ships, of poor quality. All ships were under control of the Allied powers through the Civilian Merchant Marine Committee. In 1950, however, OSK returned to global service. By the end of 1957 the company had almost recovered the sailing rights it had been given by the FEFC before the war, and was making 18 voyages per month on 13 overseas liner routes. Competition was far more intense than before the war, as anyone who had money could construct ships under the government-sponsored shipbuilding program, started in 1947. Before the war, conference members had sought to exclude newcomers. OSK constructed 38 ships under the program. In 1953 OSK established an eastbound route to South America to transport emigrants from Japan. At first the service was profitable, but the number of emigrants fell to below 2,000 per year in 1962. In 1963 OSK established the Japan Emigration Ship Co., Ltd. (JES) to hive off this loss making business. Later, JES was reorganized into Mitsui OSK Passenger Co., Ltd. In this period most of OSK's businesses were loss making. In 1964 it owned 41 vessels totalling. The company was capitalized at ¥7.6 billion and its debts totalled approximately ¥34.9 billion.

1950–1964
During World War II, and after the war, all MS ships were under the control of the government. When Japan lost the war in 1945, only 17 of MS's vessels were left, increasing to 22 vessels totalling when MS re-acquired operations that had previously been chartered out to the Civilian Merchant Marine Committee (CMMC).

Post-war
MS then began a vigorous expansion of its fleet and routes to re-establish its pre-war network, and went so far as to apply to the FEFC. When its application was rejected, MS placed outsider—non-conference-member—ships on this route in 1953. After a long struggle, the conference attempted to resolve the issue politically and the British ambassador openly criticized Japan's shipping policies in 1955. Japan joined the General Agreement on Tariffs and Trade (GATT) the same year, and Japan's minister of transport was anxious to settle the issue without dispute. The final proposal of the conference, through the mediation of the minister of transport, contained extremely harsh conditions which MS had to accept, one of which was that MS could only join the FEFC if it operated under the management of NYK for several years. The 39-month battle was over, and MS began placing ships under the auspice of NYK in 1956. Five years later, MS at last joined the conference.

Shipbuilding
MS constructed 38 vessels between 1950 and its merger with OSK in 1964, and its operating tonnage was the largest in Japan. One of its ships, Kinkasan Maru, was the first bridge-controlled ship in the world. MS planned to rationalize its crews and at the same time improve the working conditions of engineers. It cooperated with Mitsui Shipbuilding & Engineering Co., a direct successor of Mitsui Tama Shipyard, and designed innovatory bridge-controlled ships. The Kinkasan Maru was delivered in 1961 and MS placed it, along with another bridge-controlled ship, on the New York route, which was re-opened in 1951. Besides the New York route, MS operated westbound and eastbound routes around the world, a Central and South America route, a West Africa route, and a Great Lakes route. In 1964 MS owned 45 vessels aggregating. However, MS's performance was disappointing from 1950 until the OSK merger in 1964, when it was capitalized at ¥5.5 billion and had debts of ¥26.7 billion.

Mitsui-OSK merger
Soon after the shipping industry reorganization of 1964, in which Japanese shipping companies were restructured into six groups, world shipping moved toward containerization. Mitsui O.S.K. Lines, Ltd. (MOL), formed by the merger of OSK and MS, began container services on the California route, joining a space-charter consortium of four Japanese operators.

Business results improved after the merger, and the loss brought forward was written off in 1966. The company was recapitalized at ¥20 billion in 1968, and at ¥30 billion in 1972. The owned fleet increased to 152 vessels, totalling in 1974, and the operating fleet—owned vessels and time-chartered vessels—numbered 291 vessels, totalling.

Containerization
The first container ship, MOL's America Maru, sailed from Kobe to San Francisco in October 1969. Containerization spread to other routes, including the Australia route, with NYK and Yamashita-Shinnihon Steamship Co., in 1970; the North Pacific route, with five other Japanese companies, in 1971; and the Europe route, as part of the TRIO Group consisting of MOL, Nippon Yusen Kaisha, Overseas Container Line, Ben Line, and Hapag-Lloyd, in 1971. On the New York route and Mediterranean routes a container service began in 1972. In June 2013, one of its container ship, MOL Comfort, broke in two and sank off Yemen. The bow section caught fire before sinking. All 26 crew reported rescued by three other container ships that diverted to her, Hapag-Lloyd's Yantian Express, Hanjin Beijing of now defunct Hanjin Shipping and ZIM's ZIM India. The crews of three ships found them in two raft and one lifeboat.

Carrying ore
The other trend was toward specialization. Both OSK and MS had ore carriers, and after the merger MOL held the largest share of the Japanese ore market. The Yachiyosan Maru, at, built in 1970 under a cargo guarantee from Nippon Steel Corporation, was the largest ore carrier in Japan at that time.

Cars
MOL built Oppama Maru, the first Car Carrier ship in Japan in 1965, under cargo guarantee from Nissan Motor Company. MOL could not carry cars at a low freight rate because it had to stick to the conference rate. Nissan therefore established the Nissan Motor Car Carrier Co. in 1970 to operate Oppama Maru and transport its cars. Based on this model, MOL and Honda Motor Co. established the Act Maritime Co. in 1973 to carry Honda cars to the United States.

MOL Ro-Ro Car Carrier division is named ACE (Auto Car Carrier Express), and majority of the Roll-on/roll-off vessels in the company fleet have the suffix "Ace" in their names. The division specializes in maritime transport and distribution of brand new and used automobiles, trucks, trailers, Mafi roll trailers, heavy construction machineries and further types of rolling freight.

Since 1990, MOL has invested in the regional feeder line Euro Marine Logistics.

In July 2006, MOL-operated MV Cougar Ace suffered one of the worst stability accident in the industry. In that occasion, despite all her cargo was a total loss, the ship was salvaged and still sails.

On 1 January 2019, MV Sincerity Ace caught fire when sailing northwest of Oahu, en route from Japan to Honolulu port. Several vessels sailing close by were diverted by the US Coast Guard to rescue her crew, however 4 fatalities and 1 missing person were reported.

On 17 February 2022, Felicity Ace caught fire close to Azores islands, en route from Emden to Davisville in US. The ship was fully loaded with Porsche and Volkswagen cars. After sending a distress signal, the 22 crew members were airlifted, while a Portuguese navy ship and four cargo vessels went to rescue, waiting for salvage tugs to arrive. The ship sank on 2 March while under tow.

Oil crisis
The U.S. gold embargo in 1971 and the advent of a floating world monetary system was a severe blow for MOL. It changed its financial strategy, keeping more funds in U.S. dollars and in other currencies. More serious was the 1973 oil crisis. MOL immediately cancelled tankers under construction and recorded its best business performance since the merger; freight revenue topped ¥327.5 billion. Soon afterward, however, results deteriorated rapidly and the downslide continued until 1978.

MOL made great efforts to curtail costs, and simultaneously increased the size and number of container ships. Containerization increased on routes between industrially advanced and developing countries, and huge investment was needed to finance this expansion. The development of intermodal transportation on the North America route also began, and MOL introduced a Mini Land Bridge (MLB) service in 1972, using rail transport as well as shipping to reduce transit time, to compete with the U.S. shipping company Sea-Land, extending the service to IPI (Interior Point Intermodal) service in 1980.

Around the time that the MLB service started, the world trade structure began to change and in 1979 about 60% of general cargo from Asia to the United States came to be loaded at newly industrialized countries (NICs). MOL reorganized its routes, changing its starting ports for U.S. voyages from Japan to Hong Kong, Taiwan, and other NICs, while shipping companies in the newly industrialized countries captured this new demand and branched out into the Pacific routes. The competition in sea transportation increased and MOL began a direct container service between the Far East and the west coast of North America in 1982. MOL invested huge capital to consolidate these services and to establish a service network in the United States.

As a countermeasure against rising oil costs MOL built energy-efficient ships, cooperating with Mitsui Engineering & Shipbuilding. Awobasan Maru, delivered in 1981, was the first ship incorporating innovations that reduced fuel consumption by 30%. In 1974 MOL established the Saudi Arabian Shipping Co., Ltd. (SASCO) and Arabian Marine Operation Co. Ltd. (AMOCO) as joint ventures with the prince of Saudi Arabia in Jeddah. SASCO is the shipowner, while AMOCO manages tanker operations. MOL hoped that this joint venture would give it an advantageous status in any future nationalization of oil, but at first the performance of these companies was not good, and AMOCO acquired the rights to bunker supply in 1977. Two years later the second oil crisis occurred and MOL was able to get a stable bunker supply.

Scaling back
Personnel expenses increased after the first oil crisis, and the yen was revalued. These changes hit MOL heavily as a large part of its income was in U.S. dollars. To make itself more competitive, MOL reduced the number of its own vessels and increased the number of flag of convenience (FOC) ships; its own ships fell in number from 127 in 1975 to 82 in 1982, and the number of employees at sea from 3,127 to 2,233, while freight revenue increased from ¥282 billion to ¥476 billion over the same period. MOL also built highly rationalized ships in cooperation with MES, which would require a crew of only 18, the minimum number accepted by the Seamen's Act, while other ships required 22 or 24. The first super-advanced ship was the Canberra Maru, delivered in 1979, which was put on the Australia route.

Passenger service
In 1970 MOL established Mitsui OSK Passenger Co., Ltd. (MOP), with the reorganization of JES. MOP has three passenger ships. The company was the only one in Japan to operate an ocean-going passenger service at that time, but later in the 1990s a few Japanese shipping companies entered this market to cope with the boom in travelling by sea.

LNG
In 1983 the import of liquefied natural gas (LNG) on Free on Board (FOB) conditions began as part of the diversification of Japan's energy resources, and MOL, NYK, Kawasaki Steamship, Chubu Electric Power Company, Incorporated and other Japanese electricity and gas companies jointly established two specialized companies, Badak LNG Transport Inc. and Arun, to transport LNG from Indonesia. These two companies operated seven LNG ships, constructed by MOL and other shipping companies. MOL also took delivery in 1983 of the Kohzan Maru, Japan's first large-sized methanol carrier, and transported methanol from Saudi Arabia to Japan. Japan's exports of industrial plant grew at that time and modularization began. MOL was interested in the transportation of massive plants and took delivery of five specialized ships, including the Atlas Maru, equipped with a 600-ton capacity derrick, one of the largest in the world. Plant exports began to decline in the late 1980s and these special ships were mostly sold or changed their flags.

Restructuring
In 1984 the Maritime Act of the United States was revised and the mandatory independent action clause was introduced. This gave shipping companies the right to introduce a discount tariff if registered at the Federal Maritime Commission. The conferences on North American routes became extremely weak and freight rates on the routes dropped sharply. Every route between the Far East and the United States made losses and MOL's business performance deteriorated again. Once more, MOL worked hard to curtail expenses and establish greater competitiveness on these routes. In the same year it decided to enlarge its container terminal facilities at Los Angeles, and also installed its own container terminals at Asian ports, including Kaohsiung.

MOL also made great efforts to reorganize operations on the Pacific routes, dissolving the consortium of six Japanese companies. In 1985 it began a two-company consortium with Kawasaki Steamship's K Line service (KL) on the Japan/Pacific southwest route, and with East Asiatic Co. (EAC) on the Far East/Pacific southwest route. It also decided to start a three-company consortium with KL and EAC on the Pacific northwest route. On each route it began a weekly service with newly built large container ships. The first such ship, Asian Venture, was an FOC ship at 1,960 20 feet equivalent unit (TEU), indicating the number of containers loaded, and the main ships placed on this route became FOC ships after they were launched in 1984. Moreover, MOL began operating a double stack train service between Los Angeles, Chicago, and Columbus, Ohio in 1985 and extended it to New York in the following year.

The New York route became the most competitive because of this trend toward intermodal forms of transport. NYK, Yamashita-Shinnihon Steamship Co.--later merged with Japan Line to establish Nippon Liner Systems for liner business and Navix Lines for tramp business—and MOL began a joint operation service in 1986 and put on it six high-speed large vessels including MOL's Alligator series ships. To improve services, MOL introduced a computer booking system in 1984 and enlarged its online system to cover the United States and the Far East in 1986. This route, however, became lossmaking after 1986, seriously affecting the company's performance; MOL did not pay dividends between 1987 and 1989.

Fleet after restructuring

 * America Maru

Bulk carriers

 * Aurora Light
 * Brasil Maru
 * Crystal Pioneer (woodchip carrier)
 * Eigen
 * Enchanter
 * Energia Centaurus
 * Grandis
 * Envoyager
 * Hokuetsu Delight (woodchip carrier)
 * KN Arcadia
 * Kurenai
 * Lambert Maru
 * Midnight Dream
 * Mona Linden
 * Pleiades Dream
 * RMC Rigel
 * Sea Navigator
 * Shiyo
 * Vega Dream
 * Zebra Wind

Car carriers

 * Adria Ace
 * Amethyst Ace
 * Aquamarine Ace
 * Aquarius Ace
 * Azalea Ace
 * Bergamot Ace
 * Bravery Ace
 * Camelia Ace
 * Carnation Ace
 * Comet Ace
 * Cougar Ace (written off - 19 June 2020)
 * Courageous Ace
 * Crystal Ace
 * Divine Ace
 * Elegant Ace
 * Emerald Ace
 * Eminent Ace
 * Eternal Ace
 * Euphony Ace
 * Felicity Ace (written off - March 2022)
 * Freedom Ace
 * Frontier Ace
 * Genuine Ace
 * Galaxy Ace
 * Gardenia Ace
 * Gracious Ace
 * Heroic Ace
 * Iris Ace
 * Istra Ace
 * Liberty Ace
 * Mercury Ace
 * Meridian Ace
 * Miraculous Ace
 * Neptune Ace
 * Onyx Ace
 * Opal Ace
 * Orca Ace
 * Paradise Ace
 * Pearl Ace
 * Pegasus Ace
 * Planet Ace
 * Precious Ace
 * Prime Ace
 * Primrose Ace
 * Prominent Ace
 * Sanderling Ace
 * Salvia Ace
 * Sapphire Ace
 * Serenity Ace
 * Singa Ace
 * Sunlight Ace
 * Sunrise Ace
 * Sunshine Ace
 * Swallow Ace
 * Swan Ace
 * Swift Ace
 * Tranquil Ace
 * Triumph Ace
 * Violet Ace
 * Wisteria Ace

Cruise carriers

 * Fuji Maru
 * Nippon Maru

Ferries and domestic transportation

 * Blue Diamond
 * Sunflower Tomakomai

LNG carriers

 * Abdelkader
 * Al Aamriya
 * Al Deebel
 * Ben Badis
 * Dukhan
 * Fraiha
 * Fukurokuju
 * Fuwairit
 * GDF Suez Point Fortin
 * Grand Mereya
 * LNG Aquarius
 * LNG Aries
 * LNG Capricorn
 * LNG Ebisu
 * LNG Jurojin
 * LNG Pioneer
 * LNG Taurus
 * LNG Maleo
 * Murwab
 * Sun Arrows
 * Surya Satsuma

Tankers

 * Advance Victoria
 * Ambassador Norris
 * Asian Progress 3
 * Asian Progress 4
 * Atlantic Explorer
 * Atlantic Pioneer
 * Azumasan
 * Breezy Victoria
 * Chokaisan
 * Eagle Trader
 * Gassan
 * Great Tribute - LPG Carrier
 * Guanabara
 * Hakaisan
 * Hakkusan
 * Isla de Bioko
 * Ivy Express
 * Kaimon 2
 * Kasagisan
 * Kashimasan
 * Katsuragisan
 * Kirishima
 * Las Cuevas
 * Libra Trader
 * LPG/C Ayame - LPG Carrier
 * Maracas Bay
 * Mayaro
 * Millennium Explorer - Methanol Carrier
 * Mitake
 * Nariva
 * Noble Express
 * Noble Spirit - Methanol Carrier
 * Opal Express
 * Pacific Alliance
 * Pacific Partner
 * Pacific Voyager
 * Pigeon Point
 * Omega Trader
 * Oriental Jade
 * Perseus Trader
 * Phoenix Admiral
 * Phoenix Advance
 * Phoenix Vanguard
 * Phoenix Vigor
 * Pico Basile
 * Saamis Adventurer
 * San Fernando
 * Vemillion Express - Product Tanker
 * Yufusan
 * Yakumasan

Container ships

 * MOL Anchorage
 * MOL Advantage
 * MOL Bravery
 * MOL Celebration
 * MOL Comfort (written off - June 2013)
 * MOL Competence
 * MOL Contribution
 * MOL Courage
 * MOL Cosmos
 * MOL Creation
 * MOL Dedication
 * MOL Delight
 * MOL Dignity
 * MOL Diamond
 * MOL Earnest
 * MOL Efficiency
 * MOL Eminence
 * MOL Emissary
 * MOL Empire
 * MOL Endeavor
 * MOL Endurance
 * MOL Enterprise
 * MOL Gateway
 * MOL Grace
 * MOL Grandeur
 * MOL Maestro
 * MOL Magnificence
 * MOL Maneuver
 * MOL Marvel
 * MOL Matrix
 * MOL Mission
 * MOL Modern
 * MOL Prestige (intermittently called MSC Prestige when she was under charter to MSC)
 * MOL Proficiency
 * MOL Triumph
 * MOL Trust

Internationalization
MOL's financial activities became more international after the first oil crisis. The company issued corporate debentures and warrant bonds on the Swiss capital market. Shareholders' equity was ¥57.36 billion, and net income ¥5.94 billion in 1991.

In the same year, the number of directly owned vessels was 54, aggregating, and there were 296 operating vessels, aggregating.

New ship orders
In 2015 MOL announced its intention to order six new container ships that will be capable of carrying 20,150 20-foot containers. Other shipping groups have announced similar orders for ships of similar size, but when completed these ships will be among the largest container ships in the world. Four ships are to be constructed at Samsung Heavy Industries shipyards in Korea and a further two will be constructed by Imabari Shipbuilding in Japan. The six vessels are set to be launched starting in 2017 and will serve routes between Asia and Europe.

2018 container activities merge
On Monday 31 October 2016, Mitsui OSK Lines, Kawasaki Kisen Kaisha, and Nippon Yusen Kabushiki Kaisha agreed to merge their container shipping business via establishing a completely new joint venture company. The integration included their overseas terminal activities. The new joint venture company operating under the name Ocean Network Express from 1 April 2018, with the company headquarters in Japan (Tokyo), a business operation headquarters in Singapore and regional headquarters in United Kingdom (London), United States (Richmond, VA), Hong Kong, and Brazil (Sao Paulo).

2020 oil spill
On 25 July 2020, MOL-operated MV Wakashio ran aground and spilled oil at the south of Mauritius.

MOL blue bonds
On December 18, 2023, Mitsui OSK Lines (MOL) announced its plan to become the first shipping company in Japan to issue "blue bonds" in a public offering, aiming to raise JPY10 billion ($70.3 million) for environmental initiatives over five years. These bonds, which have received the highest rating from the Japan Credit Rating Agency, are part of MOL's "Blue Action 2035" strategy, focusing on marine and global environmental conservation with an investment of $4.5 billion (JPY650 billion) from FY2023 to FY2025.

2022 Mikage autonomous voyage and docking
In August 2022, MV Mikage successfully completed the first crewless sea voyage and docking of an autonomous coastal container ship, sailing 161-nautical miles, from Tsuruga to Sakai, in a two-day trial.

Wind Challenger
Wind Challenger project is initiated by MOL. It converts wind energy directly to a vessel propulsion force through an extensive use of the latest technologies. Wind energy is harnessed using hard sail. In October 2022, the 1st Wind Challenger vessel, Shofu Maru was delivered and started operation. Wind Challenger sail has reduced daily fuel consumption by up to 17%, with an average reduction of 5% to 8% per voyage. These results align with prior announcements and underscore the system’s potential to enhance fuel efficiency.

Subsidiaries

 * International Energy Transport Co., Ltd. (45%)
 * International Marine Transport Co., Ltd. (58%)
 * Mitsui OSK Passenger Line Co., Ltd. (51%)
 * M.O. Seaways, Ltd. (99%)
 * International Container Terminal (92%)
 * The Shosen Koun (62%)
 * Trans Pacific Container Service (90%)
 * Japan Express Co., Ltd. (Kobe) (86%)
 * Japan Express Co., Ltd. (Yokohama) (81%)
 * Blue Highway Line (25.4%)
 * Kusakabe Steamship Co., Ltd. (80%)
 * Mitsui OSK Kogyo Kaisha, Ltd. (79%)
 * Euromol B.V. (100%)
 * MOL International S.A. (100%)
 * MOL Maritime (India) Pvt. Ltd
 * Orange Finance Ltd. (100%)
 * Arabian Marine Bunker Sales Co., Ltd. (90%)
 * Tokyo Marine Asia Pte Ltd
 * TraPac, LLC
 * MOL Chemical Tankers Pte. Ltd. (100%)

title: Mitsui O.S.K. Lines


text:
Talk:Honours of the Principality of Wales

[Untitled]
Would I be right in thinking that these are on display at the National Museum of Wales? Or are they back in London now? Deb 17:45, 14 Dec 2003 (UTC)

 * I am not in favor of merging Drachenfyre 11:15, 3 May 2007 (UTC) Removed the merg tag as I seem to have been the only one to voice opposition to the move. Drachenfyre 06:34, 4 September 2007 (UTC)


text:
Moorfields

Moorfields was an open space, partly in the City of London, lying adjacent to – and outside – its northern wall, near the eponymous Moorgate. It was known for its marshy conditions, the result of the defensive wall acting as a dam, impeding the flow of the River Walbrook and its tributaries.

Moorfields gives its name to the Moorfields Eye Hospital which occupied a site on the former fields from 1822–1899, and is still based close by, in the St Luke's area of the London Borough of Islington.

Setting
Moorfields is first recorded in the late 12th century, though not by name, as a great fen. The fen was larger than the area subsequently known as Moorfields.

Moorfields was contiguous with Finsbury Fields, Bunhill Fields and other open spaces, and until its eventual loss in the 19th century, was the innermost part of a green wedge of land which stretched from the wall, to the open countryside which lay close by. Moorfields separated the western and eastern growth of London beyond the city wall – with the eastern extension being better known as the East End.

The fields were divided into four areas; the Little Moorfields, Moorfields proper, Middle Moorfields and Upper Moorfields.

Great Fen
The origins of Moorfields lie in a wider area, described by William Fitzstephen as the "great fen which washed against the northern wall of the City". The marshy conditions appear to have been caused by London's Wall acting as a dam, restricting the flow of the river.

The fen covered much of the Manor of Finsbury, but its exact extent is not clear. It has been suggested that it extended west from the Walbrook which fed it, extending to the vicinity of Old Street in the north, and the road from Cripplegate in the west. Other commentators have suggested that the topography of the area means the marsh probably didn’t extend as far west due to higher ground there, but did extend further north and possibly, in places, further east.

Little Moorfields and Moorfields Proper
The Little Moorfields and Moorfields proper (also known as Lower Moorfields) were just north of London's wall, and from 1676 to 1815 included the Bethlem Hospital. Little Moorfields was the element that was left lying just west of Moorgate Street after a gap had been made in the wall to create the Moorgate, and the associated road from the north, in the 15th and 16th century. These parts were inside the City boundaries, lying in the Coleman Street Ward.

It is thought that this open space was not included within the City’s administrative boundaries until the 17th century, prior to that being part of the Manor of Finsbury.

The Walbrook, known at this point as Deepditch and running on the line of modern Blomfield Street, seems to have formed the eastern boundary of Moorfields proper. It also formed an administrative boundary, with Coleman Street Ward to the west (including the open spaces of Little Moorfields and Moorfields proper); while on the East End side lay the urbanised extra-mural ward of Bishopsgate Without, and also the parish of Shoreditch.

This section of the Walbrook, around Blomfield Street, was the focal point of the Walbrook Skulls; the result of the deposit of large numbers of decapitated Roman-era human skulls into the water. These are still regularly uncovered during building work.

Middle and Upper Moorfields
Middle Moorfields and Upper Moorfields lay outside the City, to the north-west of Moorfields proper, in the Manor of Finsbury. The manor was coterminous with the parish of St Luke's (a late sub-division of the parish of St Giles-without-Cripplegate).

Neighbouring areas
The Metropolitan Borough of Shoreditch (which replaced the parish of Shoreditch, being based on the same boundaries), had an electoral ward named Moorfields, this was adjacent to the former Moorfields (and also the famous Moorfields Eye Hospital) with only a small part of the area ever having been part of Moorfields, and only at an early date.

History
An early name for Moorfields proper appears to have been Moor Mead. The Moor place-name element usually refers to fen environments, and the wet nature of the area persisted, though this was improved by a drainage scheme in 1572.

In the 15th century the monasteries of Charterhouse and St Bartholomews diverted the headwaters of the Walbrook to their sites in the River Fleet catchment. It has been suggested that this caused a significant reduction in the flow of the river, causing Moorfields to become drier, and allowing the Mayor to construct the new Moorgate.

Moorgate was built by upgrading a postern built in 1415, and enlarged in 1472 and 1511. The gate remained poorly connected as there was no direct approach road from the south until 1846, long after the gate and wall were demolished.

After the Great Fire of London in 1666, refugees from the fire evacuated to Moorfields and set up temporary camps there. King Charles II of England encouraged the dispossessed to move on and leave London, but it is unknown how many newly impoverished and displaced persons instead settled in the Moorfields area.

In the early 18th century, Moorfields was the site of sporadic open-air markets, shows, and vendors/auctions. Additionally, the homes near and within Moorfields were places of the poor, and the area had a reputation for harbouring highwaymen, as well as brothels. James Dalton and Jack Sheppard both retreated to Moorfields when in hiding from the law. Parts of the area were known as public cruising areas for gay men. A path in the Upper Moorfields, beside a wall that separated the Upper and Middle Moorfields, was known as Sodomites Walk: the wall was removed in 1752 but the path remains as the south side of Finsbury Square.

In 1780 it was the site of some of the most violent rioting during the Gordon Riots.

The district was once the site of The Foundery, a former cannon foundry turned preaching house and an early centre of Wesleyan Methodism.

A fashionable carpet manufactory was established here by Thomas Moore (c. 1700–1788) in the mid-eighteenth century. Moore's carpet manufactory at Moore Place made a number of fine carpets commissioned by the architect and interior designer, Robert Adam, for the grand rooms he designed for his wealthy clients. Thomas Moore lived at his home on Chiswell Street until his death. His Moore Park factory remained in operation until 1793, when his daughter, Jane, and her husband, Joseph Foskett, sold the lease to another carpet manufacturer.

Demise and legacy
Much of Moorfields was developed in 1777, when Finsbury Square was developed; the remainder succumbed within the next few decades, notably when Moorfields proper was replaced by the modern Finsbury Circus in 1817.

Today the name survives in the names of Moorfields Eye Hospital (since moved to another site); St Mary Moorfields; Moorfields the short street (on which stands the headquarters of the British Red Cross) parallel with Moorgate (and containing some entrances to Moorgate station); and Moorfields Highwalk, one of the pedestrian "streets" at high level in the Barbican Estate. Moorfields Highwalk is featured in the music video to Robbie Williams' song "No Regrets".

title: Moorfields


text:
Nicholas Herkimer

Brigadier General Nicholas Herkimer (also known as Nikolaus Herchheimer; c. 1728 – August 16, 1777) was an American Palatine military officer who fought during the Revolutionary War. He died of wounds after the Battle of Oriskany.

Early life and career
Herkimer was born in the vicinity of German Flatts in the Mohawk Valley of the Province of New York, and was the elder brother of Loyalist officer Johan Jost Herkimer. Their parents were Catherine Petri and Johann Jost Herchheimer, a son of the Palatine immigrant Georg Herchheimer or Hirchemer from Sandhausen in the parish of Leimen south of Heidelberg. Nicholas was of slender build, with a dark complexion and black hair; he was not quite six feet tall. He could speak German, English and Mohawk.

During the attack on German Flatts in the French and Indian War, he was involved in its defense. He was made a captain in the militia on January 5, 1758, and he repelled a second attack on German Flatts in April of that year.

Herkimer built his new house in 1764 on the south shore of the Mohawk River, near the falls and the present-day city of Little Falls; the estate was attended by Irish indentured servants and slaves.

Nicholas Herkimer joined the Scottish Rite Freemasonry, being initiated in the St. Patrick's Lodge, Johnstown, NY.

American Revolution
In July and August 1775, Herkimer headed the Tryon County Committee of Safety, and became colonel of the district militia. After the split in which Loyalist militia members from the area withdrew to Canada, he was commissioned a brigadier general in the Tryon County militia by the Provincial Congress on September 5, 1776. In June 1776, he led 380 men of the Tryon County militia to confront the Mohawk chief Joseph Brant at Unadilla, New York. Herkimer asked the Mohawk and five other Iroquois nations to remain neutral, while Brant said the Indians owed their loyalty to the King.

When Herkimer learned of the siege of Fort Stanwix to the west in late July 1777, he ordered the Tryon County militia to assemble at Fort Dayton. He marched them out to Fort Stanwix, about 28 miles to the west. His force marching in column was ambushed on August 6 by a mixed force of British regulars, Tory militia, and Mohawk in the Battle of Oriskany. Herkimer's horse was shot, and he was seriously wounded in the leg. In spite of his injuries, he sat propped up against a tree, lit his pipe, and directed his men in the battle, rallying them to avoid two panicked retreats. When they withdrew, they carried him home.

The brigade surgeon, William Petrie, dressed Herkimer's wound in the field and placed him on a litter. The wound quickly became infected, but the decision to amputate the leg was delayed for about ten days after the battle. The operation was performed by an inexperienced surgeon, Robert Johnson, because Petrie had also been wounded in the battle and was not available. The operation went poorly, the wound bled profusely, and Herkimer died of the injury on August 16, at around the age of 49.

Legacy
Herkimer's home, in what is now Little Falls, New York, is preserved as the Herkimer Home State Historic Site. Herkimer County, New York was named in his honor. His nephew, John Herkimer, later became a U.S. Congressman. A street in the Bronx, New York City, is named in his honor (Herkimer Place).

In popular culture

 * Roger Imhof portrays Herkimer in the 1939 film Drums Along the Mohawk, directed by John Ford. It is based on the 1936 historical novel by Walter D. Edmonds of the same name, about the Colonial era, settlements in the valley, and the American Revolutionary War.

title: Nicholas Herkimer


text:
Talk:Response of Roman Catholic Church to sex abuse by priests in the 20th century

Please stop reverting this, Erik, and work with me. See my proposed breakdown at talk:Roman Catholic Church sex abuse scandal. --The Cunctator 17:52, 14 Dec 2003 (UTC)


text:
Index of articles related to the theory of constraints

This is a list of topics related to the theory of constraints.

B
This is a resource that has enough capacity or more capacity when needed to satisfy the demand placed upon it. Bottlenecks need not be taken into account when scheduling.
 * Bottleneck (production)

C

 * Causality

E

 * Eliyahu M. Goldratt
 * Evaporating Cloud
 * Event chain methodology

F

 * Failure mode and effects analysis (FMEA)
 * Focused improvement
 * Future Reality Tree

G

 * Game Theory
 * The Goal (novel)
 * Goldratt, Eliyahu M.

I

 * It's Not Luck (novel)

L

 * Lean Construction

M

 * Meadows, Donella Twelve leverage points - protocols to intervene in a system

N

 * Necessary and sufficient conditions
 * Necessary But Not Sufficient (novel)

P

 * POOGI
 * Prerequisite Tree
 * Project Management

R

 * Reengineering
 * Reverse hierarchy

S

 * Strategy & Tactics (TOC)

T

 * Thinking processes
 * Throughput (business)
 * Throughput
 * Total quality management
 * Transition Tree
 * Twelve leverage points


text:
Talk:Independent State of Croatia

Flags - Deletion
If you go to the last image on the page --- https://en.wikipedia.org/wiki/Independent_State_of_Croatia#/media/File:NDH_propaganda_poster.jpg --- and then continue clicking for the next images, you will find https://en.wikipedia.org/wiki/Independent_State_of_Croatia#/media/File:Flag_of_Serbia_(2004%E2%80%932010).svg and https://en.wikipedia.org/wiki/Independent_State_of_Croatia#/media/File:Flag_of_Serbia.svg. These two links need to be deleted as they are clearly a provocation. Also these two images (of the Serbian flag) do not appear anywhere on the actual page.

New research
There is new scientific research considering efforts of ordinary Croats in helping Jews in NDH:

Perković Paloš, A., & Pelaić, M. (2024). Individual attempts to help Jews in Independent State of Croatia (NDH): petition letters by ordinary Croats. Holocaust Studies, 1–31. DOI: https://doi.org/10.1080/17504902.2024.2320479

Worth checking. Mudroslov (talk) 00:16, 4 April 2024 (UTC)

Semi-protected edit request, 6 June 2024
Category:Fascist states is unnecessary and should be removed, since there is already a subcategory in the article. == 2804:29B8:5183:100C:451E:C3B1:FB1C:8F0C (talk) 19:47, 6 June 2024 (UTC)
 * Red information icon with gradient background.svg Not done: you didn't mention the subcategory that you're alluding to. M.Bitton (talk) 16:27, 11 June 2024 (UTC)

Semi-protected edit request, 11 June 2024
Category:Fascist states is unnecessary and should be removed, since it is already included in the subcategories, Client states of Nazi Germany and Client states of Fascist Italy. -- 2804:29B8:5183:100C:CCDD:D740:78C9:4C1B (talk) 20:24, 11 June 2024 (UTC)
 * No, it is not. Being a client state of either doesn’t make a state fascist. Being described as fascist by reliable sources makes a state fascist. Which they do in the case of the NDH. Cheers, Peacemaker67 (click to talk to me) 06:38, 12 June 2024 (UTC)
 * Red information icon with gradient background.svg Not done for now: Charliehdb (talk) 13:40, 12 June 2024 (UTC)

title: Talk:Independent State of Croatia


text:
Rosalía de Castro

María Rosalía Rita de Castro (23 February 1837 – 15 July 1885), was a Galician poet and novelist, considered one of the most important figures of the 19th-century Spanish literature and modern lyricism. Widely regarded as the greatest Galician cultural icon, she was a leading figure in the emergence of the literary Galician language. Through her work, she projected multiple emotions, including the yearning for the celebration of Galician identity and culture, and female empowerment. She is credited with challenging the traditional female writer archetype.

Life
Writing in Galician and Spanish, after the period known as the Séculos Escuros (lit. Dark Centuries), she became an important figure of the Galician Romantic movement, known today as the Rexurdimento ("Renaissance"), along with Manuel Curros Enríquez and Eduardo Pondal. Her poetry is marked by saudade, an almost ineffable combination of nostalgia, longing and melancholy.

She married Manuel Murguía, a member of the important literary group known as the Royal Galician Academy, historian, journalist and editor of Rosalía's books. The couple had seven children: Alexandra (1859–1937), Aura (1868–1942), twins Gala (1871–1964) and Ovidio (1871–1900), Amara (1873–1921), Adriano (1875–1876) and Valentina (stillborn, 1877). Only two of Rosalía's children married, Aura in 1897 and Gala in 1922; neither they nor their siblings left any children, and thus, today there are no living descendants of Rosalía de Castro and her husband. Their son Ovidio was a promising painter, his career cut short by early death.

Rosalía published her first collection of poetry in Galician,  ("Galician Songs"), on 17 May 1863. This date, 17 May, is now known as the Día das Letras Galegas ("Galician Literature Day"), and commemorates Rosalía's achievement by dedicating, every year, this special day to a different writer, who must also write in the Galician language, since 1963. Día das Letras Galegas is an official holiday in the Autonomous Community of Galicia.

Relative poverty and sadness marked Rosalía's life, in spite of this, she had a strong sense of commitment to the poor and to the defenseless. She was a strong opponent of abuse of authority and an ardent defender of women's rights. Rosalía suffered from uterine cancer and died in Padrón, province of A Coruña, Spain, on 15 July 1885.

She is buried in the Panteón de Galegos Ilustres, a pantheon (mausoleum) in the Convent of San Domingos de Bonaval in Santiago de Compostela, Spain.

Legacy

Rosalía de Castro is today one of the unquestionable poets laureate of Galicia. Highly educated, expected to speak and write in Spanish and Galician she took the bold, unconventional step of writing her early poems in the Galician language. Her defiance earned her the contempt and spite of many that deemed Galician as a Spanish dialect fit "only for the illiterate and the churlish". However, Rosalía's defiant gesture won her the love and admiration of the common folk, who spoke Galician at home or on a daily basis. Schools in Galicia, in Spain, in Russia and in Uruguay, libraries, cultural associations,  awards, parks, folklore groups,   choirs,  compositions of her poems, a Galician traditional morning song adorned with the lyrics of one of her poems,   a professional sports team, monuments at home   and abroad,    a theater, restaurants,   a label of white wine, lodgings,   a banknote formerly in circulation, a postage stamp, a FS98 Iberia Airbus A340, a sea-rescue plane, a school train and many streets   have all taken her name.

International translations
Small Stations Press published Rosalía de Castro's Galician Songs in English, translated by *Erín Moure, in 2013. The Moure translation of de Castro's New Leaves was published by Small Stations in September 2016. In 2010 Edwin Mellen Press also published "the most thorough and representative volume of poetry and prose from Rosalía de Castro (1837–1885) ever translated into English." In 2007, Shearsman Books published a paperback of selected poems translated by Michael Smith. In 2004, Louis J. Rodrigues wrote for the literary magazine Babel a translation and analysis of two Rosalían poems, Nasín cando as prantas nasen and Negra Sombra. In 1991, State University of New York Press launched an English anthology edited and translated by Anna-Marie Aldaz, Barbara N. Gantt and Anne C. Bromley. In 1977 Kathleen Kulp-Hill translated several Galician poems as part of her work entitled "Rosalía de Castro"; this book is still available from AllBookstores.com. In 1964 the Spanish Ministry of Foreign Affairs published a selection of Galician poems translated into English by Charles David Ley; this book may be found in Spanish Rare Books libraries.

In Japan, the first volume of Rosalían poetry was translated in 2009 by Takekazu Asaka which is available from DTP Publishing (Tokyo). In the nineteen-nineties Katsuyo Ohata wrote two articles in the journal, "The Review of Inquiry and Research" at Kansai Gaidai University (Osaka, Japan) on the Galician poet: "El inconsciente creativo de Rosalía de Castro" and "En las orillas del Sar: El mundo íntimo de Rosalía de Castro."

Editoria Crisálida, in 2008, published an anthology of Rosalía's Galician poems in Portuguese, translated by Andityas Soares de Moura. There is a statue in her honor in the Galicia Square in the city of Porto, Portugal, by the sculptor Barata Feyo (September 1954).

In the French-speaking world Folle Avoine in 2003 offered a French anthology of Galician poems translated by Jose-Carlos Gonzalez.

Recognition

The name Rosalía de Castro has been used by several institutions, public spaces and/or parks, and on consumer goods, thus showing the social influence and impact this poet has had on the region. Today, it is possible to find schools and universities named after the writer in the Spanish Autonomous Region of Galicia as well as other parts of Spain, Russia, Venezuela (Teatro Rosalía de Castro) and Uruguay also have places that bear her name. Furthermore, there are numerous parks, plazas and streets, cultural associations, prizes granted to people that are intimately linked with the Galician and Spanish languages, libraries, folk groups, choirs, and even a wine with the name Rías Baixas. There is also a plane from the airline Iberia, as well as an aircraft belonging to the Maritime Safety and Rescue Society (Salvamento Marítimo), have been given the name of Rosalía de Castro. Moreover, there are a multitude of monuments, commemorative plaques and sculptures dedicated to her in many parts of the world. On 23 October 1979, the last of the 500 peseta bills was printed, being that in 1987, this bill was to be substituted by a coin of the same value. The bill had the portrait of Rosalía de Castro displayed on the obverse side, created by Pablo Sampedro Moledo: on the reverse side were the House/Museum of Rosalía located in Padrón and a few handwritten verses from Rosalía de Castro's work Follas Novas. With the printing of this bill, Rosalía de Castro became, excepting Isabella I of Castile, the only non-allegorical female to be placed on the obverse side of a Spanish bill.

In 2019, the International Astronomical Union named the star HD 149143 after de Castro, as part of the NameExoWorlds contest.

Works
Each year links to its corresponding year-in-poetry article or year-in-literature article:

In Galician

 * Poetry
 * Cantares gallegos (1863)
 * Follas novas (1880)

 * Prose
 * Contos da miña terra I (1864)

In Spanish

 * Poetry
 * La Flor (1857)
 * A mi madre (1863)
 * En las orillas del Sar (1884)

 * Prose
 * La hija del mar (1859)
 * Flavio (1861)
 * El cadiceño (1863)
 * Ruinas (1866)
 * Las literatas (1866)
 * El caballero de las botas azules (1867)
 * El primer loco (1881)
 * El domingo de Ramos (1881)
 * Padrón y las inundaciones (1881)

Settings in music

 * Osvaldo Golijov set "Lua descolorida" in "Three Songs for Soprano and Orchestra" (2002)
 * Antón García Abril set Cuatro canciones sobre textos gallegos (1957–1962)
 * Octavio Vazquez set "En Cornes" and "Como Chove Miudiño", and wrote two instrumental scenes on "Nosa Señora da Barca" and "Eu Ben Vin Estar o Moucho"
 * Adolfo Salazar set three poems for voice and piano in "Tres Poemas de Rosalía de Castro" (1915)

title: Rosalía de Castro