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Mary Ann Day Brown

Mary Ann Day Brown (April 15, 1816 – February 29, 1884) was the second wife of abolitionist John Brown, leader of a raid on Harpers Ferry, Virginia (since 1863, West Virginia), which attempted to start a campaign of liberating enslaved people in the South. Married at age 17, Mary raised 5 stepchildren and an additional 13 children born during her marriage. She supported her husband's activities by managing the family farm while he was away, which he often was. Mary and her husband helped enslaved Africans escape slavery via the Underground Railroad. The couple lived in Pennsylvania, Ohio, and in the abolitionist settlement of North Elba, New York. After the execution of her husband, she became a California pioneer.

Early life
Mary Ann Day was born on April 15, 1816, in Granville in Washington County, New York, to Mary and Charles Day, a farmer and blacksmith. When she was a young girl, she moved with her parents to Meadville in Crawford County, Pennsylvania.

When she was sixteen, she occasionally came to abolitionist John Brown's house in New Richmond, Pennsylvania, to work on the spinning wheel. Her sister was his housekeeper. Mary was described as tall and sturdy, with striking black hair. John found her to be a hard worker and practical. A shy man, John wrote a letter to her in which he asked her to marry him.

Marriage and children
At the age of 17, Mary Ann Day was married on June 14 or July 11, 1833, in Crawford County, Pennsylvania, to John Brown, who was a widower previously married to Dianthe Lusk.

Stepchildren
Mary acquired five stepchildren, aged two to twelve, upon her marriage to John Brown.

 * John Brown, Jr., was born in Hudson, Ohio, on July 25, 1821. He attended the Grand River Institute in Austinburg, Ohio. He attempted to keep accurate records of his father's disorganized business proceedings in the 1840s and became a teacher later in life. He married Wealthy Hotchkiss in 1847. As a Captain in a Kansas cavalry unit, he was the only one of the Brown's children to serve in the Civil War. He died May 3, 1895.
 * Jason Brown was born in Hudson, Ohio, on January 19, 1823. Jason was a humanitarian and a pacifist. He married Ellen Sherbondy in 1847 and they had descendants. He died on December 24, 1912.
 * Owen Brown was born in Hudson, Ohio, on November 4, 1824. He participated in the Kansas battles and came with his father to Harpers Ferry. During the raid on Harpers Ferry, he stayed at the Kennedy Farm and led four others to safety when the failure of the raid became apparent. He died in Pasadena, California, on January 8, 1889.
 * Ruth Brown was born in New Richmond, Pennsylvania, on February 18, 1829. She also attended the Grand River Institute. She married Henry Thompson on September 26, 1850, and they had descendants. She died on January 18, 1904.
 * Frederick Brown (the second) was born in New Richmond, Pennsylvania, on December 31, 1830. He was shot and killed by Martin White in Osawatomie, Kansas, on August 30, 1856, and was buried there.

Mary's own children
Mary had thirteen children with John. Six of them did not survive to adulthood. Three more died before John's death. The children were:
 * Sarah Brown was born in New Richmond, Pennsylvania, on May 11, 1834. At age nine, she died in Richfield, Ohio, of dysentery.
 * Watson Brown was born in Franklin, Ohio, on October 7, 1835. He married Isabella Thompson in September 1858. He participated in the raid on Harpers Ferry and died on October 19, 1859, of wounds that he sustained.
 * Salmon Brown was born in Hudson, Ohio, on October 2, 1836. He married Abbie C. Hinckley in September 1858 and they had descendants. He took part in the Kansas fighting. He died in Portland, Oregon on May 10, 1919.
 * Charles Brown was born in Hudson, Ohio, on November 3, 1837. He died in Richmond, Ohio, of dysentery on September 11, 1843 at the age of 5.
 * Oliver Brown was born in Franklin, Ohio, on March 9, 1839. He married Martha Brewster on April 7, 1858. Oliver participated in the raid on Harpers Ferry and died from wounds received there on October 17, 1859.
 * Peter Brown was born in Hudson, Ohio, on December 7, 1840. He died of dysentery at age two on September 22, 1843, and was buried in Richfield, Ohio.
 * Austin Brown was born in Richfield, Ohio, on September 14, 1842. He died of dysentery at age one, September 27, 1843.
 * Annie Brown was born in Richfield, Ohio, on December 23, 1843. She was a lookout at Kennedy Farm before the raid on Harpers Ferry to alleviate concerns of nearby residents.  She married Samuel Adams and they had descendants. Annie died October 5, 1926, and was buried in Shively, California.
 * Amelia Brown was born June 22, 1845, and was accidentally scalded to death on October 30, 1846. She was buried in Akron, Ohio.
 * Sarah Brown (the second) was born in Akron, Ohio, on September 11, 1846. She never married and died in 1916.
 * Ellen Brown (the first) was born in Springfield, Massachusetts, on April 26, 1848. She died of consumption in her father's arms on April 30, 1849.
 * Infant son (unnamed) was born in Akron, Ohio, on April 26, 1852, and died of whooping cough 21 days after his birth.
 * Ellen Brown (the second) was born in Akron, Ohio, on September 25, 1854. She married James Fablinger in 1876. She died on July 16, 1916.

Ohio
For the first couple of years of marriage, the Browns lived in New Richmond, Pennsylvania. In May 1835, they moved to Franklin Mills, Ohio (later renamed Kent, Ohio), and to Richfield, Ohio, in 1842. At that time, the Browns had twelve living children. They also lived in John's home town of Hudson, Ohio, where he had lived from 1805 to 1821.

Anti-slavery institutions were established by William Lloyd Garrison in the early 1830s with the founding of The Liberator newspaper and the American Anti-Slavery Society. In the mid-1830s, the Browns were subscribers of the newspaper and Mary was familiar with her husband's and Garrison's positions against slavery. Few people supported the anti-slavery movement in the 1840s and 1850s. Influenced by the Second Great Awakening, Mary believed it important to bring an end to slavery. She saw African Americans as her equals.

While her husband and sons were away fighting against slavery, she remained at home and worked to support the family, as well as running her household and delivering and raising children. John considered his wife a partner and a "fast and faithful affectionate friend" who made it possible for him to focus on his fight against slavery. He recognized that she took on a life of "poverty, trials, discredit, and sore afflictions" due to his commitments, which resulted in periods of illness and loss.

Their children were raised to be truthful, resist temptation, improve morally, and be useful. Four of her children died in 1843 and another two children died by 1849. A religious marker was placed in the cemetery at Richfield, Ohio. Believed to have been written by John, the inscription is: "Through all the dreary night of death / In peaceful slumbers may you rest, / And when eternal day shall dawn / And shades and death have past and gone, / O may you then with glad surprise / In God's own image wake and rise."

In another transition, Mary and the children moved to Akron, Ohio, into a house owned by Simon Perkins, who started a wool business with John in Springfield, Massachusetts, by 1845.

North Elba colony
Gerrit Smith established a land-grant colony for African Americans at North Elba, New York, in the Adirondacks wilderness. John Brown moved to the area, with his family, to teach the men how to farm. Having suffered poor health following the death of her children, Mary was described as an invalid by visitor Richard Henry Dana Jr. in 1849. Ruth, her stepdaughter, was taking care of the children at the time. Mary traveled to Northampton, Massachusetts, for a water cure at David Ruggles' establishment, which greatly improved her health and well-being. Unique for the times, Frederick Douglass found during his visits that the boys and girls of the family served food to family members and visitors. The boys cleared the table and washed the dishes.

John Brown and Gerrit Smith had hoped that the colony would be a place where African Americans could settle. It was difficult, however, to farm in the cold climate and it did not become a thriving community. Lyman Epps and his family were neighbors. A formerly enslaved man, Cyrus, worked for the Browns as a farmhand and lived with the family. The Browns assisted Blacks who were escaping slavery on the Underground Railroad, which became more dangerous with the passage of the Fugitive Slave Act of 1850. John Brown made his wool warehouse in Springfield, Massachusetts, an Underground Railroad site. The Brown family intended to defend North Elba against slavecatchers with weapons.

In the mid-1850s, John and most of their sons went to Kansas to fight pro-slavery factions to make the territory a free state, while Brown stayed in North Elba with her daughters and son Watson. In 1857, Franklin Sanborn commented that Mary and her daughters, Ruth and Annie, were "hardworking, self-denying, devoted women, fully sensible of the greatness of the struggle in which Capt. Brown is engaged, and willing to bear their part in it." Brown's life was one of financial hardship, and yet the family set aside money to aid African Americans in North Elba.

John returned to the east in 1856 and began canvassing for support for an anti-slavery raid in Virginia. Mary was managing the family's "hardscrabble" existence in North Elba — as he traveled through Canada and the Northern states.

Mary refused to come to the Kennedy Farm, as her husband requested. She did not answer his request at all, and did "everything in her power" to prevent her stepdaughter Annie and Oliver's wife Martha from going in her place.

Harpers Ferry raid
John planned and executed the raid on Harpers Ferry on October 16, 1859. He was accompanied by their sons Oliver and Watson. Annie and daughter-in-law Martha (Oliver's wife) made preparations and cooked at the Kennedy house for the men who would participate in the raid, who were later called John Brown's raiders. The young women returned to North Elba when the raid was imminent.

The night of the raid, Mary waited at their home in North Elba for news about the fate of her husband and sons. With her were four daughters — Ruth, Annie, Sarah, and Ellen — and her daughters-in-law Martha and Bell. Ruth's husband, Henry, was injured while working with John and did not participate in the raid.

John was captured and two of their sons were killed. He was charged with murder, inciting a slave riot, and treason. When she visited him in jail in Charles Town, Virginia, Mary's likeness was sketched and her life story printed in newspapers. She became a source of interest in the country as the result of the Harpers Ferry raid. Mary met noted abolitionists and funds were raised to help support the family.

Mary was repeatedly tutored by abolitionist leaders (such as Wendell Phillips) about how they thought John Brown's wife should behave and speak, to project the image that John had his wife's unqualified support. They wrote letters for publication in her name.

Found guilty of all charges, John was hanged on December 2, 1859. There were some plans to use his body for medical research, but Mary implored Henry A. Wise, the governor of Virginia, to return his remains to her and their children for burial at the family farm, as John had requested. Wise agreed. Some abolitionists — like Wendell Phillips — wanted him to be buried in Mount Auburn Cemetery in Cambridge, Massachusetts, with a monument and lavish funeral, that would be a catalyst for fund-raising for the anti-slavery movement.

California
After the American Civil War, she and her daughters abstained from drinking and were members of temperance societies in their communities. Mary, her son Salmon, and her daughter-in-law Abbie Hinckley Brown decided to travel to California. Abbie's uncle had declared that he found it to be a "land of gold opportunity". Mary and the couple sold their farms and headed west with her daughters Sarah and Annie, hoping that it would be a fresh start and an escape from John Brown's notoriety.

They spent the winter in Iowa and were discovered by Confederate sympathizers who were believed to have poisoned two ewes and planned to kill Salmon. On September 22, 1864, The New York Tribune reported that there was an unconfirmed rumor that the Brown family was murdered by Missouri guerillas. Instead, the Browns traveled by wagon to the Union post at Soda Springs, Idaho, arriving three hours before their pursuers. Soldiers traveled with the family to Nevada, a 200 mile trip. They continued their journey along the California Trail and arrived at Red Bluff, California, where they were welcomed by the residents. They received groceries and supplies and Salmon obtained work immediately after their arrival. She was harassed by pro-slavery people while in Red Bluff and decided to leave the town. She moved to Rohnerville, California, and then Saratoga.

In 1882, she made a trip east. She was honored at public receptions in Chicago and Kansas, and visited several places associated with her life and that of her husband. While at the house of her son John Jr. in Ohio, the lost body of her son Watson was unexpectedly brought to her, and she took it with her to North Elba, burying him beside his father.

Death
Mary Ann Day Brown died on February 29, 1884, and was buried in the Madronia Cemetery in Saratoga, California. She had requested to be buried alongside her husband, if it was not too costly or difficult. Her funeral was heavily attended.

Legacy
Historian Stephen B. Oates called her a "loyal, self-sacrificing wife", and stated, "She had been taught since childhood that a woman's task was to bear children, tend her house, and obey her husband. Thus she subordinated herself completely to Brown's will... enduring his intractable ways."

Her correspondence shows that she was devoted to her husband and abolitionism. Author John Newton stated in Captain John Brown (1902) that she bore "hardship, poverty, prolonged separation from her husband, yea, even the loss of her noble sons to further the sacred cause of freedom." Of her husband, Mary stated, "It is only those that are capable of appreciating his motives that can see any beauty in them."

Oswald Garrison Villard noted in his 1910 biography of her husband that Mary possessed “rugged physical health and even greater ruggedness of nature… was as truly of the stuff of which martyrs are made as was her husband.

Susan Higginbotham deals with Mary in the novel John Brown's Women.

title: Mary Ann Day Brown


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Wikipedia:Articles for deletion/Church of Wikipedia

 * Church of Wikipedia. Move to meta BJAODN or delete. Maybe do the same for King of Wikipedia as well. Angela. 00:22, May 4, 2004 (UTC)
 * They're not meant seriously, so I don't think they belong on Meta either. Move to BJAODN and delete. --Michael Snow 04:55, 4 May 2004 (UTC)
 * Although there appears to be a bit of clamping down/tidying up on what is on meta, humour has traditionally been allowed. I would be happy with it there, with the new "page type" tags if necessary. Pete/Pcb21 (talk) 10:56, 4 May 2004 (UTC)
 * I concur with Michael - BJAODN and delete. →Raul654 05:00, May 4, 2004 (UTC)
 * Delete both, not even remotely encyclopedic. I wouldn't even move either to Meta or BJAODN, but neither would I object if others want them there. Andrewa 13:20, 4 May 2004 (UTC)
 * This is just a parody of the 'micronations' pages, right? Delete. Average Earthman 13:37, 4 May 2004 (UTC)
 * I thought them worth a laugh (forgive me), though of course they don't belong here. BJAODN makes the most sense to me if enough people find them funny, but if deleted, I wouldn't object. Jwrosenzweig 15:38, 4 May 2004 (UTC)
 * Delete both. Not funny. Wile E. Heresiarch 16:04, 4 May 2004 (UTC)
 * Keep --it's usefull in other material and the data shoudl be allowed to refactor. I too thought it was "literary"Quickwik
 * Delete or move to meta or to WP:-). Just don't keep in place. :) - Fennec 22:51, May 4, 2004 (UTC)
 * How inane. Delete both. Rdsmith4 22:28, 4 May 2004 (UTC)
 * Delete. Cribcage 03:31, 8 May 2004 (UTC)
 * Well, they don't belong in Wikispace. And since they're not funny, BJAODN is not really an appropriate place. However, they are just the right length to DELETE! Denni 04:56, 2004 May 8 (UTC)
 * BJAODN --Jiang 04:31, 9 May 2004 (UTC)

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


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Cherokee Nation v. Georgia

Cherokee Nation v. Georgia, 30 U.S. (5 Pet.) 1 (1831), was a United States Supreme Court case. The Cherokee Nation sought a federal injunction against laws passed by the U.S. state of Georgia depriving them of rights within its boundaries, but the Supreme Court did not hear the case on its merits. It ruled that it had no original jurisdiction in the matter, as the Cherokees were a dependent nation, with a relationship to the United States like that of a "ward to its guardian," as said by Chief Justice Marshall.

History
The Cherokee people had lived in Georgia in what is now the southeastern United States for thousands of years. In 1542, Hernando de Soto conducted an expedition through the southeastern United States and came into contact with at least three Cherokee villages. The English immigrants to the Carolinas began to trade with the tribe beginning in 1673. By 1711, the English were providing guns to the Cherokees in exchange for their help in fighting the Tuscarora tribe in the Tuscarora War. Cherokee trade with the English colonists of South Carolina and Georgia increased, and in the 1740s the Cherokee began to transition to a commercial hunting and farming lifestyle. In 1775, one Cherokee village was described as having 100 houses, each with a garden, orchard, hothouse, and hog pens. After a war with the colonists, the Cherokee signed a peace treaty in 1785. In 1791 the Treaty of Holston was signed by Cherokee leaders and William Blount for the United States.

Cherokee Nation
At the turn of the century, the Cherokee still possessed about 53000 sqmi of land in Tennessee, North Carolina, Georgia, and Alabama. In the meantime, white settlers eager for new lands urged the removal of the Cherokee and the opening of their remaining lands to settlement, pursuant to the promise made by the United States in 1802 to the State of Georgia that Georgia did have a treaty with the Cherokee. President Thomas Jefferson also began to look at removing the tribe from their lands at this time.

Congress voted very small appropriations to support the removal, but policy changed under President James Monroe, who did not favor large-scale removal. At the same time, the Cherokee were adopting some elements from European-American culture. During this period until 1816, numerous other treaties were signed by the Cherokee. In each they ceded land to the United States and allowed for roads to be constructed through Cherokee territory, but also kept the terms of the Holston treaty.

In 1817, the Treaty of the Cherokee Agency began the start of the Indian removal era for the Cherokee. The treaty promised an "acre for acre" land trade, if the Cherokee would leave their homeland and move to areas west of the Mississippi River. In 1819, the tribal government passed a law prohibiting any additional land cessions, providing for the death penalty for violation of the statute. By the 1820s, most of the Cherokee had adopted a farming lifestyle similar to that of neighboring European Americans.

State of Georgia
By 1823, the state government and citizens of Georgia began to agitate for the removal of the Cherokee Nation, in accordance with the agreements of 1802 with the federal government. Congress responded by appropriating $30,000 to extinguish Cherokee title to land in Georgia. In the fall of 1823, negotiators for the United States met with the Cherokee National Council at the tribe's capital city of New Echota, located in northwest Georgia. Joseph McMinn, noted for being in favor of removal, led the U.S. delegation. When the negotiations to remove the tribe did not go well, the U.S. delegation resorted to trying to bribe the tribe's leaders.

On December 20, 1828, the state legislature of Georgia, fearful that the United States would not enforce (as a matter of federal policy) the removal of the Cherokee people from their historic lands in the state, enacted a series of laws which stripped the Cherokee of their rights under the laws of the state. They intended to force the Cherokee to leave the state. Andrew Jackson, who had long favored removal, was elected US president in 1828, taking office in 1829. In this climate, John Ross, Principal Chief of the Cherokee Nation, led a delegation to Washington in January 1829 to resolve disputes over the failure of the US government to pay annuities to the Cherokee, and to seek federal enforcement of the boundary between the territory of the state of Georgia and the Cherokee Nation's historic tribal lands within that state. Rather than lead the delegation into futile negotiations with President Jackson, Ross wrote an immediate memorial to Congress, completely forgoing the customary correspondence and petitions to the President.

Ross found support in Congress from individuals in the National Republican Party, such as senators Henry Clay, Theodore Frelinghuysen, and Daniel Webster, as well as representatives Ambrose Spencer and David (Davy) Crockett. Despite this support, in April 1829, John H. Eaton, the secretary of war (1829–1831), informed Ross that President Jackson would support the right of Georgia to extend its laws over the Cherokee Nation. In May 1830, Congress endorsed Jackson's policy of removal by passing the Indian Removal Act, which authorized the president to set aside lands west of the Mississippi River to exchange for the lands of Indian nations in the east.

When Ross and the Cherokee delegation failed to protect Cherokee lands through negotiation with the executive branch and through petitions to Congress, Ross challenged the actions of the federal government through the U.S. courts.

The case
In June 1830, a delegation of Cherokee led by Chief John Ross (selected at the urging of Senators Daniel Webster and Theodore Frelinghuysen) and William Wirt, attorney general in the Monroe and Adams administrations, were selected to defend Cherokee rights before the U.S. Supreme Court. The Cherokee Nation asked for an injunction, claiming that Georgia's state legislation had created laws that "go directly to annihilate the Cherokees as a political society." Georgia pushed hard to bring evidence that the Cherokee Nation couldn't sue as a "foreign" nation due to the fact that they did not have a constitution or a strong central government. Wirt argued that "the Cherokee Nation [was] a foreign nation in the sense of our constitution and law" and was not subject to Georgia's jurisdiction. Wirt asked the Supreme Court to void all Georgia laws extended over Cherokee lands on the grounds that they violated the U.S. Constitution, United States-Cherokee treaties, and United States intercourse laws.

The Court did hear the case but declined to rule on the merits. The Court determined that the framers of the Constitution did not really consider the Indian Tribes as foreign nations but more as "domestic dependent nation[s]" and consequently the Cherokee Nation lacked the standing to sue as a "foreign" nation. Chief Justice Marshall said; "The court has bestowed its best attention on this question, and, after mature deliberation, the majority is of the opinion that an Indian tribe or nation within the United States is not a foreign state in the sense of the constitution, and cannot maintain an action in the courts of the United States." The Court held open the possibility that it yet might rule in favor of the Cherokee "in a proper case with proper parties".

Chief Justice John Marshall wrote that "the relationship of the tribes to the United States resembles that of a 'ward to its guardian'." Justice William Johnson added that the "rules of nations" would regard "Indian tribes" as "nothing more than wandering hordes, held together only by ties of blood and habit, and having neither rules nor government beyond what is required in a savage state."

Justice Smith Thompson, in a dissenting judgment joined by Justice Joseph Story, held that the Cherokee nation was a "foreign state" in the sense that the Cherokee retained their "usages and customs and self-government" and the United States government had treated them as "competent to make a treaty or contract". The Court therefore had jurisdiction; Acts passed by the State of Georgia were "repugnant to the treaties with the Cherokees" and directly in violation of a congressional Act of 1802; and the injury to the Cherokee was severe enough to justify an injunction against the further execution of the state laws.

Aftermath
One year later, however, in Worcester v. Georgia, 31 U.S. 515 (1832), the U.S. Supreme Court ruled that the Cherokee Nation was sovereign. According to the decision rendered by Chief Justice John Marshall, this meant that Georgia had no rights to enforce state laws in its territory.

Andrew Jackson decided not to uphold the ruling of this case and directed the military to effect the forced removal of the Cherokee Nation’s citizens to the Indian Territory, causing the deaths of at least 4,000 civilians on the Trail of Tears.

title: Cherokee Nation v. Georgia


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RMS Aquitania

RMS Aquitania was an ocean liner of the Cunard Line in service from 1914 to 1950. She was designed by Leonard Peskett and built by John Brown & Company in Clydebank, Scotland. She was launched on 21 April 1913 and sailed on her maiden voyage from Liverpool to New York on 30 May 1914. She was given the title of Royal Mail Ship (RMS) like many other Cunard ocean liners since she carried the royal mail on many of her voyages. Aquitania was the third in Cunard Line's grand trio of express liners, preceded by RMS Mauretania (1906) and RMS Lusitania, and was the last surviving four-funnelled ocean liner. Shortly after Aquitania entered service, the First World War broke out, during which she was first converted into an auxiliary cruiser before being used as a troop transport and a hospital ship, notably as part of the Dardanelles Campaign.

Returned to transatlantic passenger service in 1920, she operated alongside Mauretania and the Berengaria. Considered during this period of time as one of the most attractive ships, Aquitania earned the nickname  "the Ship Beautiful" from her passengers. She continued in service after the merger of Cunard Line with White Star Line in 1934. The company planned to retire her and replace her with RMS Queen Elizabeth in 1940.

However, the outbreak of the Second World War allowed the ship to remain in service for ten more years. During the war and until 1947, she served as a troop transport. She was used in particular to take home Canadian soldiers from Europe. After the war, she transported migrants to Canada before the Board of Trade found her unfit for further commercial service. Aquitania was retired from service in 1949 and was sold for scrapping the following year. Having served as a passenger ship for 36 years, Aquitania ended her career as the longest-serving Cunard vessel, a record which stood for six years until overtaken by RMS Scythia's service record of 37 years. In 2004 Aquitania's service record was pushed into third place when Queen Elizabeth 2 became the longest-serving Cunard vessel. She was nicknamed The Ship Beautiful for her interior and Cunard's Old Reliable for her war service.

Conception
The origins of Aquitania lay in the rivalry between the White Star Line and Cunard Line, Britain's two leading shipping companies. The White Star Line's RMS Olympic, RMS Titanic and the upcoming were larger than the latest Cunard ships, Mauretania and Lusitania, by 15,000 gross register tons. The Cunard duo were significantly faster than the White Star ships, while White Star's ships were seen as more luxurious. Cunard needed another liner for its weekly transatlantic express service, and elected to copy the White Star Line's Olympic-class model with a slower but larger and more luxurious ship. The plan for the building of that liner began in 1910. Several draft plans were conceived in order to determine the main axes of what should be the ship for which an average speed of 24 knots was planned. In July of that year, the company launched the construction offers to several shipyards before choosing John Brown and Company, the builder of the Lusitania. The company chose Aquitania as the name for its new ship in continuity with those of its two previous duo. The three ships were named respectively after the Ancient Roman provinces Lusitania, Mauretania, and Gallia Aquitania.

Design, construction and launch
Aquitania was designed by Cunard naval architect Leonard Peskett. She was a one of a kind liner as she did not have an identical sister ship of size and appointments as with Lusitania/Mauretania or Olympic/Titanic. Peskett drew up plans for a larger and wider vessel than Lusitania and Mauretania (about 130 ft longer). With four large funnels the ship would resemble the famous speed duo, but Peskett also designed the superstructure with "glassed in" touches from the smaller RMS Carmania (1905), a ship he also designed. Another design feature from Carmania was the addition of two tall forward deck ventilator cowlings. Although the ship's outward dimensions were greater than that of Olympic, her displacement and tonnage were lower. With Aquitania's keel being laid at the end of 1910, the experienced Peskett took a voyage on Olympic in 1911 so as to experience the feel of a ship reaching nearly 50,000 tonnes as well as to copy pointers for his company's new vessel. Though Aquitania was built solely with Cunard funds, Peskett designed her according to strict British Admiralty specifications. Aquitania was built in the John Brown and Company yards in Clydebank, Scotland, where the majority of the Cunard ships were built. The keel was laid in the same plot where Lusitania had been built, and would later be used to construct RMS Queen Mary, RMS Queen Elizabeth, and Queen Elizabeth 2. Just like with Mauretania, for the launch the hull was painted in a light grey colour for photographic purposes; a common practice of the day for the first ship in a new class, as it made the lines of the ship clearer in the black-and-white photographs. Her hull was repainted to black in dry dock.

In the wake of the Titanic sinking, Aquitania was one of the first new ships to carry enough lifeboats for all passengers and crew. Eighty lifeboats, including two motorised launches with Marconi wireless equipment, were carried in both swan-neck and newer Welin type davits. There was also a double hull and watertight compartments that were designed to allow the ship to float with five compartments flooded. As required by the British Admiralty, she was designed to be converted into an armed merchant cruiser, and was reinforced to mount guns for service in that role. The ship displaced approximately 49,430 tons, of which the hull accounted for 29,150 tons, machinery 9,000 and bunkers 6,000 tons.

Aquitania was launched on 21 April 1913 after being christened by Alice Stanley, the Countess of Derby, and fitted out over the next thirteen months. Notable installations were electrical wiring and decorations. The fitting out was led by Arthur Joseph Davis and his associate Charles Mewès. On 10 May 1914, she was tested in her sea trials and steamed at one full knot over the expected speed. On 14 May, she reached Mersey and stayed at a port there for fifteen days, during which she underwent a final major cleaning and finishing in preparation for her maiden voyage.

Technical aspects
Aquitania was the first Cunard liner to have a length in excess of 900 ft. Unlike some four-funneled ships, such as White Star Line's Olympic-class ocean liners, Aquitania did not have a dummy funnel; each funnel was utilised in venting smoke from the ship's boilers.

Steam was provided by twenty-one forced-draft, double-ended Scotch boilers, having eight furnaces each, that were 22 ft long with diameter of 17 ft arranged in four boiler rooms. Each boiler room had seven ash expellers with pump capacity of approximately 4,500 tons per hour that could also be used as emergency bilge pumps.

Steam drove Parsons turbines in three separate engine rooms in a triple expansion system for four shafts. The port engine room contained the high pressure ahead (240 tons, 40 ft long with four stage expansion) and astern turbine (120 tons, 22 ft long) for the port shaft, the centre room contained two low pressure turbines with ahead and astern capability within single casings (54 ft long, nine expansion stages in ahead turbine, four in astern turbine) for the two centre shafts and the starboard room contained the intermediate pressure ahead turbine (41 ft long) and a high pressure astern turbine (twin of the port high pressure turbine) for the starboard shaft.

The electrical plant, located on G deck below the waterline, consisted of four 400 kW British Westinghouse generator sets generating 225 volt direct current, with emergency power provided by a diesel driven 30 kW generator up on the promenade deck. Power was provided for about 10,000 lamps and about 180 electric motors. She also had brass triple chambered 3 chime steam whistles on the 1st funnel and 2nd funnel.

Interior and design
In 1914, Aquitania had the capacity to carry 3,220 passengers (618 First Class, 614 Second Class, 2,004 Third Class). After a refit in 1926, the figure was reduced to 610 in first class, 950 in second class, and 640 in tourist class. Although the original specification mentioned a capacity of 972 crew members, the ship sometimes carried around 1,100.

Although Aquitania lacked the lean, yacht-like appearance of running mates Mauretania and Lusitania, the greater length and wider beam allowed for grander and more spacious public rooms. Her public spaces were designed by the British architect Arthur Joseph Davis of the interior decorating firm Mewès and Davis. This firm had overseen the construction and decoration of the Ritz Hotel in London and Davis himself had designed several banks in that city. His partner in the firm, Charles Mewès, had designed the interiors of the Paris Ritz, and had been commissioned by Albert Ballin, head of Germany's Hamburg America Line (HAPAG), to decorate the interiors of the company's new liner Amerika in 1905. In the years prior to the First World War, Mewès was charged with the decoration of HAPAG's trio of giant new ships, SS Imperator, SS Vaterland (1913), and SS Bismarck, while Davis was awarded the contract for Aquitania. In a curious arrangement between the rival Cunard and Hamburg-Amerika Lines, Mewès and Davis worked apart—in Germany and England respectively and exclusively—with neither partner being able to disclose details of his work to the other. Although this arrangement was almost certainly violated, Aquitania's first-class interiors were largely the work of Davis. The Louis XVI dining saloon owed much to Mewès' work on the HAPAG liners, but it is likely that having worked so closely together for many years the two designers' work had become almost interchangeable. Indeed, Davis must be given credit for the Carolean smoking room and the Palladian lounge; a faithful interpretation of the style of architect John Webb.

The second class had a dining room, several lounges, a smoking room, a veranda café, and a gymnasium; many being unique facilities for this class on British ocean liners of the time. The third class had several common areas, a promenade, and three shared bathrooms. The cabins offered great comfort. The first class included eight luxury suites, named after famous painters. A large number of first-class cabins had bathrooms, although not all did. The second-class cabins were larger than average, most being capable of accommodating three people as opposed to the standard four. Her Third Class accommodations were a great expansion in facilities compared to her running mates. While most Cunard liners had their Third Class areas confined forward, aboard Aquitania such spaces spanned the full length of the ship, and included several large open areas, three large dining rooms and both open and enclosed promenades.

Over her thirty-five years career, her facilities changed. Examples of this were the addition of a cinema during her refit from 1932 to 1933 and the reorganisation of the tourist class during the 1920s for giving greater comfort to poor passengers.

Early career and World War I

Aquitania's maiden voyage was under the command of Captain William Turner on 30 May 1914 with arrival in New York on 5 June. The voyage and arrival in New York received great attention. Fifteen days earlier, the German liner SS Vaterland (1913), being the largest ship in the world at the time, was put into service. In the eye of the press, this maiden voyage was a matter of national prestige. However, this event was overshadowed by the sinking of RMS Empress of Ireland (1906) in Quebec the previous day with over a thousand drowned. However, no passenger cancelled their voyage aboard the Aquitania, despite the strong emotion aroused by this sinking. During her maiden voyage, the ship carried around 1,055 passengers, which was about a third of her total capacity. This was because a superstition pushed some people away from travelling on a ship's maiden voyage. The crossing fully satisfied the crew and the company. Average speed for the voyage, a distance of 3181 nmi measured from Liverpool to the Ambrose Channel lightship, was 23.1 kn, taking into account a five-hour stop due to fog and the proximity of icebergs. The ship briefly managed to exceed 25 knots. Also, her coal consumption was significantly lower than that of Lusitania and Mauretania. Many passengers enjoyed the voyage. On the return trip, the success was renewed; she carried a total of 2,649 passengers, which was a record for a British liner leaving New York.

Upon arrival at her home port, she underwent minor modifications, which took into account observations made during the two first crossings (this was typical for a liner after its first round trip). Two more round trips took place in the second half of June and the whole of July of that year. Her architect Leonard Peskett was on board during those trips to note any defect and room for improvement. In total, 11,208 passengers travelled on the ship during her first six crossings. Her career was abruptly interrupted by the outbreak of World War I, which removed her from passenger service for six years.

In June 1914 Archduke Franz Ferdinand of Austria was assassinated, and the world was soon plunged into World War I. Aquitania was converted into an armed merchant cruiser on 5 August 1914, for which provision had been made in her design. On 8 August, having been rid of decorative elements and armed with guns, she was sent on patrol. On 22 August, she collided with a liner named Canadian. Shortly after, the Admiralty found that large liners were too expensive to operate as cruisers. On 30 September, she was repaired, disarmed, and returned to Cunard Line.

After being idle for a time, in the spring of 1915 she was recalled by the Admiralty and converted into a troopship, and made voyages to the Dardanelles, sometimes running alongside Britannic or Mauretania. Around 30,000 men were transported on the ship to the battlefield between May and August of that year. Aquitania then was converted into a hospital ship, and acted in that role during the Dardanelles campaign. In 1916, the year that White Star's flagship, and one of Aquitania's main rivals, Britannic, was sunk, Aquitania was returned to the trooping front, and then in 1917 was laid up in the Solent. In 1918, now under the command of James Charles, the ship was back on the high seas in troopship service, conveying North American troops to Britain. Many of these departures were from the port of Halifax, Nova Scotia where the ship's dazzle paint scheme was captured by artists and photographers, including Antonio Jacobsen. On one occasion Aquitania transported over 8,000 men. During her nine voyages, she transported approximately a total of 60,000 men. During this period, she collided with USS Shaw and tore apart its bow. The accident killed a dozen members of the American ship's crew.

After the end of the war, in December 1918, Aquitania was dismissed from military service. She collided with the British cargo ship SS Lord Dufferin at New York in the United States on 28 February 1919. Lord Dufferin sank and Aquitania rescued her crew. Lord Dufferin was later refloated and beached.

Interwar career
In June 1919, Aquitania ran a Cunard "austerity service" between Southampton, Cherbourg, and New York. In December of that year Aquitania was docked at the Armstrong Whitworth yards in Newcastle to be refitted for post-war service. The ship was converted from coal burner to oil-fired, which greatly reduced the number of engine room crew required. The original fittings and art pieces, removed when refitted for military use, were brought out of storage and re-installed. At some point during this time, a new wheelhouse was constructed above the original one as the officers had complained about the visibility over the ship's bow. The second wheelhouse can be seen in later pictures of the era and the original wheelhouse area below had the windows plated in.

1920s
Aquitania resumed her commercial service on 17 July 1920, leaving from Liverpool with 2,433 passengers on board. The crossing was a success; the ship maintained good speed while showing that now being oil-fueled was much cheaper than coal-fueled propulsion. The ship's arrival in New York Harbor was filmed as part of the pioneering 1921 documentary Manhatta, in which she is seen being pushed to her destination by tugboats. The months that followed were just as promising, despite a stewards' strike in May 1921. At the beginning of the decade, Aquitania was the only large liner in the service of Cunard Line as the Mauretania was undergoing repair after a fire. The year 1921 was thus an exceptional year for her; she crossed the Atlantic 30 times (15 round trips) and broke a record by transporting a total of 60,587 passengers that year (including 26,331 in third class), averaging more than 2,000 passengers per crossing. In the following year, the Mauretania rejoined her in Cunard service. Aquitania operated in service with the Mauretania and RMS Berengaria (formerly the German liner Imperator) in a trio known as "The Big Three."

In 1924, a new restriction on immigration was passed in the United States, causing the number of third-class passengers to decline significantly. From more than 26,000 third-class passengers transported by Aquitania in 1921, the figure fell to about 8,200 third-class passengers in 1925. The number of crew was thus reduced to around 850 people from the original 1,200. The third class was no longer the key to the profitability of the liner, and so the company had to adapt. The third-class gradually became a tourist class, which offered decent service at a low price. In 1926, the ship underwent a major overhaul, which reduced the passenger capacity from around 3,300 to around 2,200.

Still, the Cunard Line benefited from prohibition in the United States, which started in 1919. American liners were legally part of the territory of the United States, and thus alcoholic beverages could not be served on them. Passengers who wanted to drink therefore travelled on British liners in order to do so. Aquitania enjoyed great success, making much profit for her company. In 1929, she underwent a major refit. A bathroom was added to many first-class cabins, and the tourist class was renovated. While new competitors, such as the German liner SS Bremen, entered service, Aquitania remained particularly popular after fifteen years of service.

Crisis of 1929 and its consequences
Following the stock market crash of 1929, many ships were affected by the economic downturn and reduced traffic. Aquitania found herself in a tough position. Only a few could afford expensive passage on her now, so Cunard sent Aquitania on cheap cruises to the Mediterranean. These were successful, especially for Americans who went on "booze cruises," tired of their country's prohibition. Another problem also arose: the two liners of the Norddeutscher Lloyd, SS Bremen and SS Europa, successfully captured the Blue Riband and many customers. In 1934, the number of passengers Aquitania carried declined to around 13,000 from 30,000 in 1929. The ship, however, remained popular and she was the third busiest in the early 1930s behind those two German liners.

To keep the ship up to date, she underwent a refit, which added a cinema, between 1932 and 1933. At the same time, in order to modernise its fleet, the company ordered the Queen Mary. The Great Depression, however, prevented the company from being able to fully finance the construction, and the company merged with its rival, the White Star Line, in 1934 in order to do so. The Queen Mary entered service in 1936. Author C. R. Bonsor writing in 1963 states, "from 1936 on it became necessary to squeeze the maximum speed out of Aquitania in order to make her a suitable running mate for Queen Mary thus 24 knot passages became regular".

Aquitania ran aground in the Solent on 24 January 1934 but was refloated later the same day. The merger of the two companies into Cunard-White Star Line resulted in a large surplus of liners being owned by a single company. Thus, very old ships, such as the Mauretania and the Olympic, were removed from service immediately and sent to the scrapyard. However, the Aquitania was not, despite her age. On 10 April 1935, Aquitania went hard aground on Thorne Knoll in the Solent near Southampton, England, but with the aid of ten tugboats, on the next high tide the ship was freed. When the new liner RMS Queen Elizabeth was due to enter service in 1940, newspapers speculated that Aquitania would be scrapped that year, since the QE replaced her on the North Atlantic route. However, during that period, her performance continued to satisfy her company and the Second World War soon broke out as well, making the old ocean liner useful once again. The year 1939 saw an increase in the number of wealthy passengers on board. The ship was then already 26 years old.

World War II service
Aquitania, with a normal troop capacity of 7,400, was among the select group of large, fast former passenger ships capable of sailing independently without escort transporting large numbers of troops that were assigned worldwide as needed. These ships, often termed "Monsters" until London requested the term be dropped, were Aquitania, Queen Mary, Queen Elizabeth, Mauretania (II), SS Île de France and SS Nieuw Amsterdam (1937) with "lesser monsters" being other large ex-liners capable of independent sailing with large troop capacity that accounted for much of the troop capacity and deployment, particularly in the early days of the war.

Plans to replace Aquitania with the newer Queen Elizabeth in 1940 had been forestalled by outbreak of World War II in 1939. On 16 September 1939 Aquitania, awaiting initial refit as a troop ship, was at pier 90 in New York along with Queen Mary while nearby, at pier 88, were the French ships Île de France and SS Normandie. She returned to Southampton and was requisitioned on 18 November.

Aquitania's initial troop transport operation was taking Canadian troops to Scotland, Convoy TC1 in company with Empress of Britain, Empress of Australia, SS Duchess of Bedford, Monarch of Bermuda, HMS Hood, HMS Warspite, HMS Barham, HMS Resolution, HMS Repulse, HMS Furious, December 1939. Meanwhile, a massive transport of Australian and New Zealand troops to Suez and North Africa, with possible diversion to the United Kingdom if events required, was in planning with the numbered convoys to be designated as "US" with the large Atlantic liners assigned a role. The fast convoy designated as US.3 was composed of Aquitania and the liners Queen Mary, Mauretania, RMS Empress of Britain (1930), RMS Empress of Canada (1920), RMS Empress of Japan (1929) and RMS Andes (1939). Aquitania, Empress of Britain and Empress of Japan, after embarking New Zealand troops at Wellington in May, sailed escorted by HMAS Canberra (D33), HMAS Australia (D84), and HMNZS Leander to join the Australian component off Sydney on 5 May 1940. Joined off Sydney by Queen Mary and Mauretania the convoy sailed the same day to be joined the next by Empress of Canada from Melbourne for a stop at Fremantle 10–12 May before the voyage intended to be for Colombo. About midway to Colombo, on 15 May, the convoy was rerouted due to the rapid German penetrations into France with the ultimate destination of Gourock, Scotland via Cape Town, South Africa and Freetown, Sierra Leone where the escort strengthened by various ships including the aircraft carriers HMS Hermes (95) and HMS Argus (I49) and the battlecruiser HMS Hood (51). The convoy arrived in the Clyde and anchored off Gourock on 16 June 1940.

Now repainted battleship grey, in November 1941 Aquitania was in the British colony of Singapore, from which she sailed to take part indirectly in the loss of the Australian cruiser HMAS Sydney (1934). Sydney had engaged in battle with the German auxiliary cruiser GERMAN AUXILIARY CRUISER Kormoran. There has been much unsubstantiated speculation that Kormoran was expecting Aquitania, after spies in Singapore had notified Kormoran's crew of the liner's sailing and planned to ambush her in the Indian Ocean west of Perth but instead encountered Sydney on 19 November. Both ships were lost after a fierce battle. On the morning of 24 November Aquitania en route to Sydney from Singapore spotted and picked up twenty-six survivors of the German ship but maintained radio silence and did not pass word until in visual range of Wilson's Promontory on 27 November. The captain had gone against orders not to stop for survivors of sinkings. There were no survivors from Sydney.

December saw the outbreak of war in the Pacific, then Japanese advances throughout Southeast Asia and toward Australia, necessitating the redeployment of defensive forces. On 28 December Aquitania and two smaller transports departed Sydney with 4,150 Australian troops and 10,000 tons of equipment for Port Moresby, New Guinea. (On the same date, USS Houston (CA-30) and other U.S. ships evacuating from the north reached Darwin, with USS Pensacola (CA-24), and elements of her diverted Philippine convoy some 300 mi ahead.) Aquitania was back in Sydney on 8 January 1942. The next effort was reinforcement of Singapore and the Netherlands East Indies with Aquitania transporting Australian troops (whose equipment was in Convoy MS.1) as the single ship MS.2 convoy, under escort of HMAS Canberra. The ship had been the only suitable transport for such a large movement. Originally, transport directly to Singapore was considered, but the danger from aircraft to such a valuable asset and so many troops caused a change of plans. Instead, Aquitania departed Sydney on 10 January, reaching Ratai Bay at the Sunda Strait on 20 January, where 3,456 personnel (including some Navy, Air Force and civilians) were transhipped under a covering naval force to seven smaller vessels (six of them Dutch KPM ships) that would continue to Singapore as convoy MS.2A. Aquitania was returned to Sydney on 31 January.

With the United States in the war, Aquitania (then with a troop capacity of 4,500) had been scheduled for transport duties from the United States to Australia in February, but necessary repairs delayed that. Because her deep draft was hazardous in Australian and intermediate ports in the Pacific Islands, she spent March and April 1942 transporting troops from the west coast of the U.S. to Hawaii. Then Aquitania was temporarily transferred from Pacific duties to support the movement of troops from the United States to Britain, sailing 30 April from New York in a large convoy that transported some 19,000 troops. On 12 May 1942 Aquitania loaded troops at Gourock destined for the war in the Middle East, departing in convoy WS19P on 1 June with destroyers and heavy weather, she broke off independently on 7 June due to her greater speed with designation WS19Q. The first port of call was 48 hours at Freetown (West Africa) on 11 June, then 3 days at Simonstown, South Africa 20 June 48 hours at Diego Suarez, Madagascar from 30 June 24 hours at Steamer Point, Aden on 3 July, and then disembarkation at Port Tewfik, Egypt from 8 July 1942. The return journey was via Diego Suarez, Cape Town, Freetown and then to Boston. By September Aquitania was engaged in a triangular troop deployment of United States-United Kingdom-Indian Ocean voyages. As part of the major redeployment of Australian troops from North Africa to the defence of Australia and start of offensive operations in the Southwest Pacific. Aquitania, Queen Mary, Île de France, Nieuw Amsterdam, and the armed merchant cruiser HMS Queen of Bermuda transported the Australian 9th Division to Sydney in Operation Pamphlet during January and February 1943.

By the buildup for the invasion of Europe in 1944 troop deployments to Britain depended heavily on Aquitania and the other "Monsters" and no allowance could be made for interruption of their service for other transport requirements.

Wartime embarkation at New York is described in some detail in the description of the departure of the Special Navy Advance Group 56 (SNAG 56) that was to become Navy Base Hospital Number 12 at the Royal Victoria Hospital, Netley, England, to receive casualties from Normandy. The unit was sent by "devious routes" by train to Jersey City where under cover of darkness they boarded a ferry crossing to the covered pier 86 in New York where a band played and the Red Cross served their last coffee and doughnuts as they boarded "N.Y. 40", the New York Port of Embarkation code designation for Aquitania, which got underway the morning of 29 January 1944 with some 1,000 Navy and 7,000 Army personnel for arrival at Gourock, Scotland 5 February.

In eight years of military work, Aquitania sailed more than 500,000 miles, and carried nearly 400,000 soldiers, to and from places as far afield as New Zealand, Australia, the South Pacific, Greece and the Indian Ocean. Cunard historian Michael Gallagher said: "Wartime Prime Minister Winston Churchill credited Aquitania, with Queen Mary and Queen Elizabeth, for shortening World War II in Europe by a year".

Postwar service and retirement
After completing troopship service, the vessel was handed back to Cunard-White Star in 1948. She underwent a refit for passenger service. She was then used to transport war brides and their children to Canada under charter from the Canadian government. This final service created a special fondness for Aquitania in Halifax, Nova Scotia, the port of disembarkation for these immigration voyages.

Aquitania sailed on her last commercial voyage from Halifax to Southampton, from November 24 1949 to 1 December 1949. After serving her purpose, the old Aquitania was taken out of service in December 1949, when the ship's Board of Trade certificate was not renewed as the condition of the ship had deteriorated, and it would have been cost-prohibitive to be brought up to new safety standards, namely fire code regulations. The decks leaked in foul weather, the bulkheads and funnels were corroded to a point that one could stick their finger through them. A long-standing rumor was made that during a corporate luncheon held on the ship, a piano had fallen through the roof of one of the dining rooms from the deck above. This has been proven to be false.

After its last voyage in February 1950 from Southampton to Faslane, the vessel was sold to British Iron and Steel Corporation for scrap for £125,000 at Faslane in Scotland. Dismantling took more than a year to complete and was finally finished in November 1951. This ended a career which included steaming 3 million miles over 450 round voyages. Aquitania carried 1.2 million passengers through an active sea career that spanned nearly 36 years, making her the longest-serving Express Liner of the 20th century. Aquitania was the only major liner and largest vessel to serve in and survive both World Wars. She was also the last four-funnelled passenger ship to be scrapped. The ship's wheel and a detailed scale model of Aquitania may be seen in the Cunard exhibit at the Maritime Museum of the Atlantic in Halifax.

Maritime author N. R. P. Bonsor wrote of Aquitania in 1963: "Cunard had recovered possession of their veteran in 1948 but she was not worth reconditioning. In 35 years of service Aquitania had sailed more than 3 million miles and apart from one or two early Allan Line steamers no other ship served for as long in a single ownership."

title: RMS Aquitania


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Enzo Hernández

Enzo Octavio Hernández (February 12, 1949 – January 13, 2013) was a Venezuelan shortstop in Major League Baseball who played from 1971 through 1978 for the San Diego Padres and Los Angeles Dodgers. Hernández was born in Valle de Guanape, Venezuela. Listed at 5' 8", 155 lb., he batted and threw right handed.

A typical ′′good field-no hit′′ shortstop, Hernández was initially signed by the Houston Astros in 1967, and later played in the Baltimore Orioles' minor league system. After being traded along with Tom Phoebus, Fred Beene and Al Severinsen from the Orioles for Pat Dobson and Tom Dukes on December 1, 1970, he became the Padres regular shortstop for most of the period from 1971 to 1976, stealing 20 or more bases four times. He also collected 595 assists In 1971, for the 5th highest total ever for a shortstop. On August 1, 1971, Hernández took part in one of eight recorded triple plays by the San Diego Padres franchise.

In an eight-season career, Hernández was a .224 hitter with two home runs, 113 RBIs, 241 runs, 522 hits, 66 doubles, 13 triples, and 129 stolen bases in 714 games played. Hernández finished his Major League Baseball career with an 80% success rate on stolen bases.

He also played from 1967 to 1979 with the Tiburones de La Guaira and Llaneros de Portuguesa of the Venezuelan Professional Baseball League. In besides, he spent time with five different minor league clubs in parts of four seasons spanning 1967–1978.

Hernández died on January 13, 2013, aged 63, in El Tigre, Venezuela of an apparent suicide, after suffering a long illness. Citing a tweet from journalist Juan Guatache, the Venezuelan newspaper, El diario deportivo Líder, added that the former player "in recent months had received treatment for a depressive condition and in the past December fell to health," without giving other details.

title: Enzo Hernández


text:
Glaciated Allegheny Plateau

The Glaciated Allegheny Plateau is that portion of the Allegheny Plateau that lies within the area covered by the last glaciation. As a result, this area of the Allegheny Plateau has lower relief and gentler slopes than the relatively rugged Unglaciated Allegheny Plateau. In general, the glaciated lies to the north and west of the unglaciated, and forms an arc in northeastern to southeastern Ohio lying between the glacial till plains and the Unglaciated Allegheny Plateau. The Glaciated Allegheny Plateau extends into a belt of southern New York State and the central Susquehanna River basin.

A small area of the Allegheny Plateau was glaciated during the Wisconsin Stage, the late Illinoian Stage, and Pre-Illinoian B and G glaciations of the Pre-Illinoian Stage. This area –only a few hundred square kilometers owing to the blockage the steep relief of the mountains provides at the edge of the ice sheet –contains only old drift now buried by long periods of soil development.

Major cities on the Glaciated Allegheny Plateau are Akron and Youngstown.

title: Glaciated Allegheny Plateau


text:
Ossie Blanco

Oswaldo Carlos Blanco Díaz (born September 8, 1945) is a former Major League Baseball first baseman. He batted and threw right-handed.

Blanco posted a .196 batting average in 52 games for the Chicago White Sox in 1970 and the Cleveland Indians in 1974. He was traded along with José Ortiz by the White Sox to the Chicago Cubs for Dave Lemonds, Roe Skidmore and Pat Jacquez on November 30, 1970.

In 2015, he was enshrined into the Venezuelan Baseball Hall of Fame and Museum.

title: Ossie Blanco


text:
Alabama School of Mathematics and Science

The Alabama School of Mathematics and Science (ASMS) is a public residential high school in the Midtown neighborhood of Mobile, Alabama. ASMS is a member of the National Consortium of Secondary STEM Schools (NCSSS). It graduated its first class in 1993.

The school was founded in 1989 as a unique public-private partnership. The Alabama School of Mathematics and Science is part of the state government, while the Alabama School of Mathematics and Science Foundation coordinates private support. It was modeled after the North Carolina School of Science and Mathematics and the Louisiana School for Math, Science, and the Arts where students complete their final two or three years of high school focusing on advanced studies in mathematics and the sciences. Although a boarding school, it does not charge for tuition, books, room, or board. The only fees include an annual student activity fee, which covers class trips and other day-to-day activities, along with an enrollment fee (for new students only), a PSAT fee, and a graduation fee. The annual student activity fee was $1,575 for the 2019 - 2020 school year. The school's focus is preparing its students for higher education, and residency is a requirement for all students.

ASMS's mascot is a dragon.

Academics
All courses are taught at the Advanced Placement or Honors level. ASMS offers Advanced Placement courses in Biology, Chemistry, Computer Science A, Environmental Science, Physics B, Physics C, Studio Art, English Literature and United States History. More than 40% of ASMS instructors hold terminal degrees, all have earned at least a master's degree, and nearly 100% have taught at the college level. According to Newsweek, the school was the third most effective in turning out college-ready graduates in the State of Alabama and 182nd nationally in 2012. The academic program, which is comprehensive in the sciences as well as the humanities, is complemented by varsity and intramural sports, residential life activities, and college counseling. ASMS is accredited by the Southern Association of Colleges and Schools and is a member of the National Consortium of Secondary STEM Schools, Science and Technology, or NCSSS.

Admission is open to all Alabama high school students via a process akin to college admissions. Initially, students could enter only as high school juniors, but in September 1998 the school also allowed sophomores to apply for entry. Students have been admitted as seniors, but this is extremely rare.

For the class of 2016, the average composite ACT score for the class of 2016 was 29.0 and 100% of the graduates matriculated at institutions of higher education

Summer program
ASMS also offers an academic summer camp for students entering the 6th through 9th grades. The Adventures In Math and Science summer program is typically held in June and enrolls roughly 1,000 students over the course of three weeks. Students from across Alabama can enroll in classes that are taught by ASMS instructors. Courses include: 3D Printing and Design; ACT Prep; All About Animals – Inside and Out; Apps for Smart Devices; Basic Geometry with Computers; CSI: Fun Forensics; Discovering the Alabama Outdoors; Drones and Race cars; Environmental Science; Estuaries: Where Rivers Meet the Sea; Exploring Inner Space; Game Design with Unity 3D; Geology of Minecraft; Invertebrate Zoology; Labs of Doom; Land, Sea, and Air: Basic Navigation, Buoyancy, and Energy of Propulsion; Learning Linux using the Raspberry Pi; Marine Biology; Meteorology; Phun Physics; Python Programming with Raspberry Pi; Robotics; Rocketry; and Studying Nature-Field Biology. The camp offers a residential program as well as a day-school program. AIMS runs for three week-long sessions. Each AIMS student takes three courses of their choice per week each weekday with a weekend interim period at a local waterpark for students staying more than one week. Admissions to AIMS is highly competitive. More than 50 percent of incoming, full-time students have attended the AIMS summer program. AIMS is made possible from the ASMSEA. ASMSEA stands for ASMS Educational Association and has hosted the many different camps available. The association decides which camps to host the cost and many other details involved. It has around 15 board members, but anyone can vote for a new program.

Facilities
The school was formerly the site of Dauphin Way Baptist Church and underwent extensive alterations to create classrooms, laboratories, and dormitories. In May 2006, the school commenced groundbreaking on the first new building since the building of the Boy's Dorm. This construction demolished the old Student Activities Center (SAC), and was completed for the start of the 2007–08 academic year. The new building, called the Ann Smith Bedsole Building, as named after one of the main founders of the school, former State Senator Ann Bedsole. The Bedsole Building includes a new library, reception area, several classrooms and offices, a coffee room, TV/lounge room, and games room.

In previous years, the girls' dormitory was spread out over two buildings, floors one through four being in the girls' dorm building, while the "fifth floor" was actually on the fourth floor of the humanities building. At the end of the 2009–10 school year, faculty decided to close "fifth floor," and it was used as storage for extra furniture. Following the 2016–17 school year the floor was renovated to become the Honor hall. The boys' dormitory is contained in one two-story building. Both the boys' and girls' dorms are divided into four halls- Einstein, Curie, Newton, and Da Vinci- which compete in several contests, such as a talent show and goofy olympics, throughout the school year to determine the year's winning hall. Girls on the "fifth floor" in Honor hall are divided amongst the other halls to ensure everyone takes part in activities.

Geekfest
Mike Zambrano, in the fall of 2004, 2005, president of High Fantasy, a role playing and card game club, in a collaborative effort with the Presidents of: the DDR club, Matt McCawley '05; the Anime club, Licki Kallenberg '05; and Anindo Sarker '05 organized a large, entertainment oriented event that involved the whole student body. Due to its popularity, the event became a school tradition, generally held once each trimester. The principal organizers for the 05-06 year were Jonathan Kush '06 and Jean-Jacques DeLisle '06, presidents of the anime and RPG clubs respectively. The current organization of geekfest is no longer handled by the former three clubs, but operates as an independent organization.

This event operates similar to a small fan convention, and includes activities that are predominantly associated with "Geek" culture. Such activities include anime and/or film showings, a LAN party for PCs, independent console games, board games, card games, DDR, Guitar Hero, as well as other events. The event is traditionally held in the SAC, but renovations have caused the event to be moved to several different locations. During the 2006-07 year Geekfest was held in multiple areas inside the Administration building. Upon the completion of the Bedsole Building, geekfest was held in areas around the first floor.

Stress Fest
On the last weekend before finals of the Spring term, the school hosts Stress Fest, designed to alleviate students' stress and give them time to enjoy themselves before tests. The event mainly consists of: field games, tournaments, a rock wall, ice cream truck, tie-dye T-shirts, barbecue, and live bands. During stress fest the first karaoke nights were created and later popularized by student groups such as "Ben Le and The Band".

Student publications

 * Oculus: features poetry, short stories, and works of art created by the students
 * Firewire: the school newspaper
 * Azimuth: the school yearbook

Notable alumni

 * Jeffrey Cotten (Class of 1999) - Founding member of Makers Local 256
 * Virgil Griffith (Class of 2002) - Creator of WikiScanner, convicted for assisting North Korea in evading international sanctions.
 * Ryan Williams - Professor of Computer Science at Stanford University


text: User talk:142.161.254.142

title: User talk:142.161.254.142


text:
Frederick IV

Frederick IV may refer to:

 * Frederick IV, Duke of Swabia (1145–1167)
 * Frederick IV, Count of Zollern (c. 1188–c. 1255), Burgrave Friedrich II of Nuremberg
 * Frederick IV, Duke of Lorraine (1282–1329)
 * Frederick IV, Burgrave of Nuremberg (1287–1332)
 * Frederick IV of Sicily (1341–1377), called "Frederick the Simple"
 * Frederick IV, Duke of Austria (1382–1439)
 * Frederick IV of Oettingen (died 1415)
 * Frederick IV, Landgrave of Thuringia (died 1440)
 * Frederick IV of Naples (1452–1504)
 * Frederick IV of Brandenburg (1530–1552)
 * Frederick IV, Elector Palatine (1574–1610), called "Frederick the Righteous"
 * Frederick IV, Duke of Brunswick-Lüneburg (1574–1648)
 * Frederick IV, Duke of Holstein-Gottorp (1671–1702)
 * Frederick IV of Denmark (1671–1730)
 * Frederick IV, Landgrave of Hesse-Homburg (1724–1751)
 * Frederick IV, Duke of Saxe-Gotha-Altenburg (1774–1825)
 * Frederick IV, Prince of Salm-Kyrburg (1789–1859), prince of Salm-Kyrburg, Ahaus and Bocholt

title: Frederick IV


text:
Frederick IX

Frederick IX, Friedrich IX or Frederik IX may refer to:

 * Frederick IX, Count of Hohenzollern (d. between 1377 and 1379)
 * Frederick IX, Margrave of Brandenburg (1588–1611)
 * Frederik IX of Denmark (1899–1972)
 * Frederik IX Bridge

title: Frederick IX