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Fleet in being

In naval warfare, a "fleet in being" is a naval force that extends a controlling influence without ever leaving port. Were the fleet to leave port and face the enemy, it might lose in battle and no longer influence the enemy's actions, but while it remains safely in port, the enemy is forced to continually deploy forces to guard against it. A "fleet in being" can be part of a sea denial doctrine, but not one of sea control.

Use of the term
The term was first used in 1690 when Lord Torrington, commander of the Royal Navy forces in the English Channel, found himself facing a stronger French fleet. He proposed avoiding a sea battle, except under very favourable conditions, until he could be reinforced. By thus keeping his "fleet in being", he could maintain an active threat which would force the enemy to remain in the area and prevent them from taking the initiative elsewhere.

Secondary use
Rudyard Kipling published a series of articles about the British Channel Fleet under the title A Fleet in Being: Notes of Three Trips with the Channel Squadron in 1898, but did not use the term in the sense described here.

Concept
The "fleet in being" concept is based on the assumption that the fleet is relatively safe in port, even if near the enemy. While this is not necessarily true in the modern era, for much of human history a fleet that was at harbor was much less exposed to attack and to other hazards such as storms. This made it difficult, or even impossible, for an enemy to damage the fleet without taking disproportionate losses.

The enemy cannot simply ignore the fleet in being because it always has the option to sortie and attack wherever there are favourable terms. However, the blockading force has to be significant enough that the fleet in being cannot realistically attack it themselves. This creates a stalemate that favours the defender because the attacker always must deploy a superior force to counter them, and those units are unable to perform any other duties.

After the Battle of Taranto and the attack on Pearl Harbor, however, it became obvious that air power made a fleet concentrated in a port vulnerable, and a fleet in being became too risky to be practical. A port is a known location for an enemy to focus attacks on and a handful of aircraft or submarines can damage or sink multiple warships, even in the presence of advanced defenses. As a result, it is preferable for modern fleets to be at sea where their position is not fully known, which provides a degree of protection.

This has not made a fleet in being completely irrelevant because there are situations where an enemy is unwilling or unable to attack the fleet in harbour, such as for political reasons.

An example of this is during the Falklands Conflict. After looking at the alternatives, "The strategy that was accepted for the Argentine Navy [in the 1982 Falklands War] was one of a 'fleet in being' concept ... The fleet would not conduct a direct attack; they would only attack when the odds were in their favor. Otherwise, they would remain outside any declared British exclusion zones and wait for a target of opportunity." The Argentines were not able to make any positive use of their "fleet in being", because the sinking of the ARA General Belgrano by HMS Conqueror showed that the World War II-era cruisers and other assets of the Argentine Navy were vulnerable to attack from contemporary submarines.

The idea of a "fleet in being" can be generalised to forces other than naval. A fortress under siege is essentially an "army in being", which ties up enemy forces without taking the risk of fighting a battle.

While less developed there are a few similar cases for air forces. During the Gulf War, Saddam Hussein used his air force with an operational doctrine analogous to "fleet in being". The mere presence of the Iraqi Air Force in hardened bunkers forced the coalition attacking Iraq to act cautiously and to escort its bomber sorties, until the aircraft shelters were found to be vulnerable.

In all cases the principle is the same. As long as a smaller force exists and has the choice to engage or not, the larger force is only able to conduct operations in sufficient strength to destroy the complete smaller force. This limits the enemy options significantly, and may even deny actions entirely. The closer that the smaller force is to the larger in strength, the more significant the effect will be.

Russo-Japanese War 1904–1905
The first modern example was the stand-off between the Imperial Russian Navy and the Imperial Japanese Navy (IJN) at Port Arthur during the Russo-Japanese War in 1904. Russia possessed three battle-fleets: one in the Baltic Sea, the second in the Black Sea, and the third in the Far East. The Pacific squadron in the Far East was stationed at Vladivostok and Port Arthur. With the latter being closer to the land war, Port Arthur became strategically more important.

The IJN possessed only one battle-fleet to the Russian Navy's three; therefore it was imperative that the IJN not have to fight all three of them simultaneously. The Anglo-Japanese Treaty of 1902 effectively eliminated the Black Sea fleet by keeping it blocked in the Black Sea, lest they risk war with Britain. However, the Baltic Fleet (later renamed the 2nd Pacific Squadron) had orders to reinforce the Port Arthur squadron sometime in 1905. It would be the IJN's mission to preempt that move.

Only after Port Arthur's "fleet in being" was eliminated could the Baltic Fleet and Japanese fleet square off; and this would happen the following year, during the Battle of Tsushima in May 1905.

In order to permanently eliminate Port Arthur's battle-squadron, the IJN initiated three operations. The first was a surprise destroyer torpedo attack inside the harbor in early February 1904. This was quickly followed up with an attempt to block the harbor's entrance by sinking old steam ships (block ships) in the channel. The third and final attempt of permanently bottling up the fleet was the mining of the waters surrounding the harbor's entrance. Although this last attempt also failed, it had the unintended consequence of robbing the Russian Navy of one of its most brilliant naval officers, Admiral Stepan Makarov. When his flagship, the battleship Petropavlovsk, struck one of those mines she sank almost immediately, drowning Makarov with the crew.

The "fleet in being" remained so, until under the new command of Admiral Vilgelm Vitgeft, the Port Arthur squadron was ordered to break out and steam for Vladivostok on 10 August 1904. Vitgeft's exit from Port Arthur resulted in the Battle of the Yellow Sea, an excessively long-ranged gun duel that resulted in no capital warships being sunk on either side, but finally eliminated Port Arthur's "fleet in being", as its warships became dispersed to neutral ports (where they were interned), and the survivors were so heavily damaged that they were no longer serviceable.

World War I
A later example is the stand-off between the German High Seas Fleet and the British Grand Fleet during World War I. Germany largely preferred to keep its fleet intact rather than taking the risk of losing a major engagement with the larger Royal Navy, particularly after the Battle of Jutland.

World War II
In World War II, actions of the Italian Regia Marina in 1940 also demonstrate the idea of a "fleet in being". After a number of minor battles against the Royal Navy that were mostly inconclusive, the bulk of Italian fleet was left in Taranto from where it could sortie very quickly against any British attempt to reach Malta, exerting a "disproportionate influence on British strategy and fleet disposition". Even after the great tactical success of the British aircraft carrier attack on Taranto in November 1940, the British failure to deliver a decisive blow to the Italian fleet resulted in the Royal Navy tying up substantial naval forces in the Mediterranean for the next three years.

Even more so than other surface vessels in Nazi Germany's Kriegsmarine (navy), the German battleship Tirpitz served her entire career as a "fleet in being" in her own right. Although remarkably she never fired a shot at an enemy ship, her mere presence in the Norwegian fiords forced the Royal Navy and their allies to allocate powerful warships in defending Arctic convoys, and caused a major convoy (PQ 17) to scatter, suffering huge losses, mainly to U-boats and aircraft. A 1943 midget submarine attack and successive airstrikes launched by the RAF and the Fleet Air Arm removed the threat by November 1944, when the Tirpitz was sunk at Tromsø by Lancaster bombers.

title: Fleet in being


text:
Trunk (luggage)

A trunk, also known as a travel trunk, is a large cuboid container designed to hold clothes and other personal belongings. They are most commonly used for extended periods away from home, such as for boarding school, or long trips abroad. Trunks are differentiated from chests by their more rugged construction due to their intended use as luggage, instead of the latter's pure storage.

Among the many styles of trunks there are Jenny Lind, Saratoga, monitor, steamer or cabin, barrel-staves, octagon or bevel-top, wardrobe, dome-top, barrel-top, wall trunks, and even full dresser trunks. These differing styles often only lasted for a decade or two as well, and—along with the hardware—can be extremely helpful in dating an unmarked trunk.

History and construction
Although trunks have been around for thousands of years, the most common styles seen and referred to today date from the late 18th century to the early 20th century, when they were supplanted in the market by the cost-effective and lighter suitcase.

Trunks were generally constructed with a base trunk box made of pine which was then covered with protective and decorative materials. Some of the earliest trunks are covered with studded hide or leather and look much like the furniture of the same period (which makes sense as trunk manufacturing was sometimes an offshoot of a furniture business.) Later coverings include paper, canvas, plain or embossed tin, with an uncounted assortment of hardware and hardwood slats to keep it all down. They sometimes were made with a small brass handle on top and were made in many sizes.

The use of classic trunks for luggage was widespread through the first two decades of the twentieth century but began to fade in popularity thereafter in favor of the modern suitcase. By the end of the 1940s their use had become rare and in modern times is almost unknown.

Famous companies
There were hundreds of trunk manufacturers in the United States and a few of the larger and well known companies were Rhino Trunk & Case, C. A. Taylor, Haskell Brothers, Martin Maier, Romadka Bros., Goldsmith & Son, Crouch & Fitzgerald, M. M. Secor, Winship, Hartmann, Belber, Oshkosh, Seward, and Leatheroid. One of the largest American manufacturers of trunks at one point—Seward Trunk Co. of Petersburg, Virginia—still makes them for school and camp, and another company—Shwayder Trunk Company of Denver, Colorado—would eventually become Samsonite. Another is the English luxury goods manufacturer H. J. Cave trading since 1839. Their Osilite trunk was used by such famous customers as T. E. Lawrence and Ruth Vincent. Some of the better known French trunk makers were Louis Vuitton, Goyard, Moynat, and Au Départ. Only a few remain with the most prominent US companies, being Mercury Seward, Rhino Trunk & Case, and C & N Footlockers.

Styles and manufacturers
The easiest way for the casual observer to date any trunk is still by examining its style, so a short description of each aforementioned major variety follows.

Jenny Lind trunks have a distinctive hour glass or keyhole shape when viewed from the side. They were named after the Swedish singer Jenny Lind.

Saratoga trunks were the premium trunks of many makers (or the exclusive design of many premium trunk makers) and actually can encompass nearly every other style of trunk manufactured if loosely defined, although generally they are limited to before the 1880s. The most readily recognizable feature of Saratogas are their myriad (and generally very complex) compartments, trays, and heavy duty hardware.

Monitor-tops (incorrectly known as water-fall trunks from the furniture) date from the late 1870s to the late 1910s, and are characterized by their rounded front and rear corners to form a lying-down "D" when viewed from the side. Earlier examples usually included labor-intensive hardwood slats that were curved with the top, while there was a revival much later with rarer, all-metal ones being constructed.

Steamer trunks (named after their location of storage in the cabin of a steam ship, or "steamer") which are sometimes referred to as flat-tops, first appeared in the late 1870s, although the greater bulk of them date from the 1880–1920 period. They are distinguished by either their flat or slightly curved tops and were usually covered in canvas, leather or patterned paper and about 14 inch tall to accommodate steamship luggage regulations. There has been much debate and discourse on what these types of trunks are actually called. In some old catalogs, these trunks were called "packers", and the "steamer" trunk actually referred to a trunk that is often called a cabin trunk. An orthodox name for this type of trunk would be a "packer" trunk, but since it has been widely called a steamer for so long, it is now a hallmark of this style.

Cabin trunks, which are sometimes called "true" steamer trunks, were the equivalent of today's carry-on luggage. They were low-profiled and small enough to fit under the berths of trains or in the cabin of a steamer, hence their name. Most were built with flat tops and had inner tray compartments to store the owner's valuables deemed too precious to keep stowed away in the baggage (luggage) car or ship's hold.

Hat trunks  were square shaped trunks that were popular in the 1860s to the 1890s. Today, they are mostly called "half-trunks". They were smaller and easier to carry, and could hold up to six hats or bonnets. Most were flat tops, but some had domed lids (which were very elegant). This trunk style was popular with Victorian women, hence antique trunk labels often calling this type a "ladies' trunk". Hat trunks generally sell for more than any other average trunk style because they are smaller and are rather rare to find.

Barrel-staves are sometimes referred to as a form of dome-top trunk, but generally date from a decade or more earlier and are notable for having horizontal slats instead of vertical, giving it a distinctive look and construction. These were generally made from the late 1870s to the mid-1880s.

Bevel-tops are separated into an early and a late (or revival) period, the former generally dating from the 1870–1880 period, and the latter from 1890 to 1900. They are characterized by a distinct trapezoidal shape when viewed from the side, although the earlier period tended to have a much shorter flattened top section than the later did. These tend to be extremely rare, although are not as popular or sought-after as many of the other varieties.

Wardrobe trunks generally must be stood on end to be opened and have drawers on one side and hangers for clothes on the other. Many of the better wardrobe lines also included buckles/tie-downs for shoes, removable suitcases/briefcases, privacy curtains, mirrors, make-up boxes, and just about anything else imaginable. These are normally very large and heavy as they were used for extended travel by ship or train. Rhino Trunk and Case, Inc. still manufactures many styles of wardrobe trunks at their Rochester, NY facility.

A dome-top trunk has a high, curved top that can rise up to heights of 25 - 30 in. A variety of construction methods—including cuffing, molded ply, barrel construction, and so forth—were used to form the inner boxes. Included in this classification are camel-backs, which are distinguished by having a central, vertically running top slat that is higher than its fellows, hunch-backs or hump-backs which is the same but has no slat in the center of the top, and barrel-tops (not to be confused with barrel staves), which have high arching slats that are all the same height, a distinction that can be discerned by laying a ruler flat across the tops of the slats. These trunks date from 1870s-1900s, although there are a few shops still manufacturing them today. They are not only the most common trunks referred to as antique, but also are among the most popular.

Wall trunks are made with a special hinges so that when opened the trunk could still be put flat up against a wall. The two main manufacturers include Clinton and Miller, which can be easily noted by the name on the hinges. In good condition these are comparatively sought-after trunks for a specialty type, although are in the middling range when it comes to price.

Dresser trunks also known as pyramidal trunks, due to their shape, are a unique form of wall-trunk that generally date from the 1900–1910 era. They are characterized by a lid that opens up nearly the entire front half of the trunk, allowing it to rest on the bottom. Two prominent manufacturers of this trunk style were F. A. Stallman and Homer Young & Co.

Oak-slat trunks incorporating many construction-styles (e.g. dome-top, flat-top, beveled-top) were built on a wooden frame, where the malletier would fit thin oak slats vertically side-by-side until the entire trunk was covered. To a Victorian, this would show the complexity of the trunk and astuteness of the malletier, and was an indication of wealth to any purchaser. Oak-slat trunks were built by several companies, including the Excelsior Company, MM (Martin Maier) Company, Clinton Wall Trunk Manufactory, and El Paso Slat Trunk Company. Some oak-slat trunks were made with alternating colors on the vertical slats.

Footlockers are trunk-like pieces of luggage used in military contexts. Generally these are designed for economy, ruggedness, and ease of transport rather than aesthetic qualities.

During the steamer trunk restoration process when the inside paper covering is removed, dated notes in lead pencil made by the original craftsman may be found, as well as the circular saw blade impressions made on the rough-cut wood at the saw mill, both of which give added character and value to the restored trunk.

Types of tray compartments
There were numerous tray and lid compartments in Victorian trunks, ranging from basic to complex. A basic tray system comprised a hat box, a shirt compartment, a coin box, and a document box. A complex tray system, however, could consist two hat boxes, several other shirt compartments, a coin box, several document boxes and even secret compartments strategically placed so that people of unwanted access would pass up if not wary. Beautiful lithographs would be placed over the lids or dome of the trunk and truly capture the Victorian aesthetic of that day. There were numerous chromolithographs that a trunk maker could use, and they could be indicative of who the trunk was intended for, such as ladies or men. A bride's chest usually had a lot of floral pictures or lithographs of other ladies, while men's had pictures of "village" or country scenes. It was up to the malletier what to put on the lids and trays.

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

title: Trunk (luggage)


text:
Push–pull output

A push–pull amplifier is a type of electronic circuit that uses a pair of active devices that alternately supply current to, or absorb current from, a connected load. This kind of amplifier can enhance both the load capacity and switching speed.

Push–pull outputs are present in TTL and CMOS digital logic circuits and in some types of amplifiers, and are usually realized by a complementary pair of transistors, one dissipating or sinking current from the load to ground or a negative power supply, and the other supplying or sourcing current to the load from a positive power supply.

A push–pull amplifier is more efficient than a single-ended "class-A" amplifier. The output power that can be achieved is higher than the continuous dissipation rating of either transistor or tube used alone and increases the power available for a given supply voltage. Symmetrical construction of the two sides of the amplifier means that even-order harmonics are cancelled, which can reduce distortion. DC current is cancelled in the output, allowing a smaller output transformer to be used than in a single-ended amplifier. However, the push–pull amplifier requires a phase-splitting component that adds complexity and cost to the system; use of center-tapped transformers for input and output is a common technique but adds weight and restricts performance. If the two parts of the amplifier do not have identical characteristics, distortion can be introduced as the two halves of the input waveform are amplified unequally. Crossover distortion can be created near the zero point of each cycle as one device is cut off and the other device enters its active region.

Push–pull circuits are widely used in many amplifier output stages. A pair of audion tubes connected in push–pull is described in Edwin H. Colpitts' US patent 1137384 granted in 1915, although the patent does not specifically claim the push–pull connection. The technique was well known at that time and the principle had been claimed in an 1895 patent predating electronic amplifiers. Possibly the first commercial product using a push–pull amplifier was the RCA Balanced amplifier released in 1924 for use with their Radiola III regenerative broadcast receiver. By using a pair of low-power vacuum tubes in push–pull configuration, the amplifier allowed the use of a loudspeaker instead of headphones, while providing acceptable battery life with low standby power consumption. The technique continues to be used in audio, radio frequency, digital and power electronics systems today.

Digital circuits

A digital use of a push–pull configuration is the output of TTL and related families. The upper transistor is functioning as an active pull-up, in linear mode, while the lower transistor works digitally. For this reason they are not capable of sourcing as much current as they can sink (typically 20 times less). Because of the way these circuits are drawn schematically, with two transistors stacked vertically, normally with a level shifting diode in between, they are called "totem pole" outputs.

A disadvantage of simple push–pull outputs is that two or more of them cannot be connected together, because if one tried to pull while another tried to push, the transistors could be damaged. To avoid this restriction, some push–pull outputs have a third state in which both transistors are switched off. In this state, the output is said to be floating (or, to use a proprietary term, tri-stated).

An alternative to push–pull output is a single switch that disconnects or connects the load to ground (called an open collector or open drain output), or a single switch that disconnects or connects the load to the power supply (called an open-emitter or open-source output).

Analog circuits
A conventional amplifier stage which is not push–pull is sometimes called single-ended to distinguish it from a push–pull circuit.

In analog push–pull power amplifiers the two output devices operate in antiphase (i.e. 180° apart). The two antiphase outputs are connected to the load in a way that causes the signal outputs to be added, but distortion components due to non-linearity in the output devices to be subtracted from each other; if the non-linearity of both output devices is similar, distortion is much reduced. Symmetrical push–pull circuits must cancel even order harmonics, like 2f, 4f, 6f and therefore promote odd order harmonics, like f, 3f, 5f when driven into the nonlinear range.

A push–pull amplifier produces less distortion than a single-ended one. This allows a class-A or AB push–pull amplifier to have less distortion for the same power as the same devices used in single-ended configuration. Distortion can occur at the moment the outputs switch: the "hand-off" is not perfect. This is called crossover distortion. Class AB and class B dissipate less power for the same output than class A; general distortion can be kept low by negative feedback, and crossover distortion can be reduced by adding a 'bias current' to smoothen the hand-off.

A class-B push–pull amplifier is more efficient than a class-A power amplifier because each output device amplifies only half the output waveform and is cut off during the opposite half. It can be shown that the theoretical full power efficiency (AC power in load compared to DC power consumed) of a push–pull stage is approximately 78.5%. This compares with a class-A amplifier which has efficiency of 25% if directly driving the load and no more than 50% for a transformer coupled output. A push–pull amplifier draws little power with zero signal, compared to a class-A amplifier that draws constant power. Power dissipation in the output devices is roughly one-fifth of the output power rating of the amplifier. A class-A amplifier, by contrast, must use a device capable of dissipating several times the output power.

The output of the amplifier may be direct-coupled to the load, coupled by a transformer, or connected through a dc blocking capacitor. Where both positive and negative power supplies are used, the load can be returned to the midpoint (ground) of the power supplies. A transformer allows a single polarity power supply to be used, but limits the low-frequency response of the amplifier. Similarly, with a single power supply, a capacitor can be used to block the DC level at the output of the amplifier.

Where bipolar junction transistors are used, the bias network must compensate for the negative temperature coefficient of the transistors' base to emitter voltage. This can be done by including a small value resistor between emitter and output. Also, the driving circuit can have silicon diodes mounted in thermal contact with the output transistors to provide compensation.

Push–pull transistor output stages

Categories include:

Transformer-output transistor power amplifiers
It is now very rare to use output transformers with transistor amplifiers, although such amplifiers offer the best opportunity for matching the output devices (with only PNP or only NPN devices required).

Totem pole push–pull output stages
Two matched transistors of the same polarity can be arranged to supply opposite halves of each cycle without the need for an output transformer, although in doing so the driver circuit often is asymmetric and one transistor will be used in a common-emitter configuration while the other is used as an emitter follower. This arrangement is less used today than during the 1970s; it can be implemented with few transistors (not so important today) but is relatively difficult to balance and to keep a low distortion.

Symmetrical push–pull
Each half of the output pair "mirror" the other, in that an NPN (or N-Channel FET) device in one half will be matched by a PNP (or P-Channel FET) in the other. This type of arrangement tends to give lower distortion than quasi-symmetric stages because even harmonics are cancelled more effectively with greater symmetry.

Quasi-symmetrical push–pull
In the past when good quality PNP complements for high power NPN silicon transistors were limited, a workaround was to use identical NPN output devices, but fed from complementary PNP and NPN driver circuits in such a way that the combination was close to being symmetrical (but never as good as having symmetry throughout). Distortion due to mismatched gain on each half of the cycle could be a significant problem.

Super-symmetric output stages
Employing some duplication in the whole driver circuit, to allow symmetrical drive circuits can improve matching further, although driver asymmetry is a small fraction of the distortion generating process. Using a bridge-tied load arrangement allows a much greater degree of matching between positive and negative halves, compensating for the inevitable small differences between NPN and PNP devices.

Square-law push–pull
The output devices, usually MOSFETs or vacuum tubes, are configured so that their square-law transfer characteristics (that generate second-harmonic distortion if used in a single-ended circuit) cancel distortion to a large extent. That is, as one transistor's gate-source voltage increases, the drive to the other device is reduced by the same amount and the drain (or plate) current change in the second device approximately corrects for the non-linearity in the increase of the first.

Push–pull tube (valve) output stages
Vacuum tubes (valves) are not available in complementary types (as are PNP/NPN transistors), so the tube push–pull amplifier has a pair of identical output tubes or groups of tubes with the control grids driven in antiphase. These tubes drive current through the two halves of the primary winding of a center-tapped output transformer. Signal currents add, while the distortion signals due to the non-linear characteristic curves of the tubes subtract. These amplifiers were first designed long before the development of solid-state electronic devices; they are still in use by both audiophiles and musicians who consider them to sound better.

Vacuum tube push–pull amplifiers usually use an output transformer, although Output-transformerless (OTL) tube stages exist (such as the SEPP/SRPP and the White Cathode Follower below). The phase-splitter stage is usually another vacuum tube but a transformer with a center-tapped secondary winding was occasionally used in some designs. Because these are essentially square-law devices, the comments regarding distortion cancellation mentioned above apply to most push–pull tube designs when operated in class A (i.e. neither device is driven to its non-conducting state).

A Single Ended Push–Pull (SEPP, SRPP or mu-follower ) output stage, originally called the Series-Balanced amplifier (US patent 2,310,342, Feb 1943). is similar to a totem-pole arrangement for transistors in that two devices are in series between the power supply rails, but the input drive goes only to one of the devices, the bottom one of the pair; hence the (seemingly contradictory) Single-Ended description. The output is taken from the cathode of the top (not directly driven) device, which acts part way between a constant current source and a cathode follower but receiving some drive from the plate (anode) circuit of the bottom device. The drive to each tube therefore might not be equal, but the circuit tends to keep the current through the bottom device somewhat constant throughout the signal, increasing the power gain and reducing distortion compared with a true single-tube single-ended output stage.

The transformer-less circuit with two tetrode tubes dates back to 1933: "THE USE OF A VACUUM TUBE AS A PLATE-FEED IMPEDANCE." by J.W.Horton in the Journal of the Franklin Institute 1933 volume 216 Issue 6

The White Cathode Follower (Patent 2,358,428, Sep. 1944 by E. L. C. White) is similar to the SEPP design above, but the signal input is to the top tube, acting as a cathode follower, but one where the bottom tube (in common cathode configuration) if fed (usually via a step-up transformer) from the current in the plate (anode) of the top device. It essentially reverses the roles of the two devices in SEPP. The bottom tube acts part way between a constant current sink and an equal partner in the push–pull workload. Again, the drive to each tube therefore might not be equal.

Transistor versions of the SEPP and White follower do exist, but are rare.

Ultra-linear push–pull
A so-called ultra-linear push–pull amplifier uses either pentodes or tetrodes with their screen grid fed from a percentage of the primary voltage on the output transformer. This gives efficiency and distortion that is a good compromise between triode (or triode-strapped) power amplifier circuits and conventional pentode or tetrode output circuits where the screen is fed from a relatively constant voltage source.

title: Push–pull output


text: Category:Sibley County, Minnesota

title: Category:Sibley County, Minnesota


text:
Wheatpaste

Wheatpaste (also known as flour and water paste, flour paste, or simply paste) is a gel or liquid adhesive made from wheat flour or starch and water. It has been used since antiquity for various arts and crafts such as bookbinding, découpage, collage, papier-mâché, and adhering paper posters and notices to walls.

Types
A critical difference among wheat pastes is the division between those made from flour and those made from starch. Vegetable flours contain both gluten and starch. Over time the gluten in a flour paste cross-links, making it very difficult to release the adhesive. Using only starch, a fine quality, fully reversible paste can be produced. The latter is the standard adhesive for paper conservation.

Besides wheat, other vegetables also are processed into flours and starches from which pastes can be made: characteristics, such as strength and reversibility, vary with the plant species; manufacturer's processing; and the recipe of the end-user.

Uses
A common use is to make chains of paper rings, often from colored construction paper. It can also be used to create papier-mâché. In the fine arts, wheat starch paste is often used in preparation and presentation. A good wheat starch paste has a strength compatible with many paper artifacts, remains reversible over time, is neither too acidic or alkaline, and is white.

Activists and various subculture proponents often use this adhesive to flypost propaganda and artwork. It has also commonly been used by commercial bill posters since the nineteenth century. In particular, it was widely used by nineteenth and twentieth century circus bill posters, who developed a substantial culture around paste manufacture and postering campaigns. In the field of alcohol and nightclub advertising, in the 1890s, Henri de Toulouse-Lautrec's posters were so popular that instructions were published on how to peel down the pasted posters without damage.

Until the 1970s, commercial poster hangers always "cooked" their own paste, but since then many have bought pre-cooked instant pastes. It is applied to the backside of paper then placed on flat surfaces, particularly concrete and metal as it does not adhere well to wood or plastic. Cheap, rough paper such as newsprint, works well, as it can be briefly dipped in the mixture to saturate the fibres.

When hanging unauthorized billboards or signage, to reduce the danger of being caught, wheatpasters frequently work in teams or affinity groups. In the United States and Canada, this process is typically called "wheatpasting" or "poster bombing", even when using commercial wallpaper paste instead of traditional wheat paste. In the United Kingdom, commercial wheatpasting is called flyposting and wheatpasting associated with urban art is called paste up.

title: Wheatpaste


text:
Aimé Bénard

Aimé Bénard (November 21, 1873 – January 8, 1938) was a politician in Manitoba, Canada. He served as interim leader of the provincial Conservatives in 1915, and was later appointed to the Senate of Canada.

Life and career
Bénard was born in Henryville, Quebec, and was educated at the normal school in that community. He later moved to Manitoba, and worked as a financial agent. He was first elected to the Legislative Assembly of Manitoba in the 1907 provincial election, defeating Liberal incumbent Joseph H. Prefontaine by 339 votes. The Conservatives won this election, and Bénard served in the legislature as a government backbencher. He was re-elected for Assiniboia in the 1910 election, and for Iberville in the 1914 campaign.

Conservative premier Rodmond Roblin was forced to resign in 1915, amid a serious corruption scandal. Another election was called, which the Liberals won with a landslide majority. Bénard was one of only five Tories returned to the legislature. His re-election was primarily due to the Conservative Party's continued popularity in francophone areas of the province. The Conservatives were more supportive of francophone education rights than the Liberals, and received support from this community; four of the party's five legislators were francophone.

Bénard was chosen as the Conservative Party's interim leader shortly after the election. The party chose another francophone, Albert Prefontaine, as its house leader in 1916.

Bénard was appointed to the Canadian Senate on September 3, 1917, on the recommendation of Prime Minister Robert Borden. He served in the Senate until his death.

title: Aimé Bénard


text:
Khariton Laptev

Khariton Prokofievich Laptev (Харитон Прокофьевич Лаптев) (1700–1763) was a Russian naval officer and Arctic explorer.

Khariton Laptev was born in a gentry family in the village of Pokarevo near Velikiye Luki (in the southern part of today's Pskov Oblast), just a year before his cousin Dmitry Laptev was born in the nearby village of Bolotovo.

Khariton Laptev started his career in the Russian Navy as a cadet in 1718. By 1730, he was already in charge of a military ship, and in 1734 participated in the siege of Gdańsk.

In 1739–1742, Khariton Laptev led one of the parties of the Second Kamchatka expedition. Together with Semion Chelyuskin, N. Chekin, and G. Medvedev, Laptev described the Taimyr Peninsula from the mouth of the Khatanga River to the mouth of the Pyasina river and discovered a few of the islands in the area. After the expedition, he participated in the creation of the "General Map of the Siberian and Kamchatka Coast", and continued his military service in the Baltic Fleet. The sea coastline of the Taimyr Peninsula, a cape on the Chelyuskin Peninsula and other landmarks bear his name. The Laptev Sea was also named after him (and his cousin Dmitry Laptev). The 1962-built icebreaker Ledokol-3 was renamed Khariton Laptev in 1966 in his honor.

title: Khariton Laptev


text:
Mean arterial pressure

In medicine, the mean arterial pressure (MAP) is an average calculated blood pressure in an individual during a single cardiac cycle. Although methods of estimating MAP vary, a common calculation is to take one-third of the pulse pressure (the difference between the systolic and diastolic pressures), and add that amount to the diastolic pressure. A normal MAP is about 90 mmHg.

$1=Mean arterial pressure = diastolic blood pressure + (systolic blood pressure - diastolic blood pressure)⁄3$

MAP is altered by cardiac output and systemic vascular resistance. It is used clinically to estimate the risk of cardiovascular diseases, where a MAP of 90 mmHg or less is low risk, and a MAP of greater than 96 mmHg represents "stage one hypertension" with increased risk.

Testing
Mean arterial pressure can be measured directly or estimate from systolic and diastolic blood pressure by using a formula. The least invasive method is the use of a blood pressure cuff which gives the values to calculate an estimate of the mean pressure. A similar method is to use a oscillometric blood pressure device that works by a cuff only method where a microprocessor determines the systolic and diastolic blood pressure. Invasively, an arterial catheter with a transducer is placed and the mean pressure is determined by the subsequent waveform.

Estimating MAP
While MAP can only be measured directly by invasive monitoring, it can be estimated by using a formula in which the lower (diastolic) blood pressure is doubled and added to the higher (systolic) blood pressure and that composite sum then is divided by 3 to estimate MAP.

Thus, a common way to estimate mean arterial pressure is to take one-third of the pulse pressure added to the diastolic pressure:

$$MAP \approx DP+1/3(SP-DP)$$

where:

 * DP = diastolic pressure
 * SP = systolic pressure
 * MAP = mean arterial pressure

Systolic pressure minus diastolic pressure equals the pulse pressure which may be substituted in. Another way to find the MAP is to use the systemic vascular resistance equated ($$R$$), which is represented mathematically by the formula
 * $$R = \Delta P/Q$$

where $$\Delta P$$ is the change in pressure across the systemic circulation from its beginning to its end and $$Q$$ is the flow through the vasculature (equal to cardiac output).

In other words:

$$SVR = (MAP - CVP) / CO$$

Therefore, MAP can be determined by rearranging the equation to:
 * $$MAP = (CO \cdot SVR) + CVP$$

where:
 * $$CO$$ is cardiac output
 * $$SVR$$ is systemic vascular resistance
 * $$CVP$$ is central venous pressure and usually is small enough to be neglected in this formula.

This is only valid at normal resting heart rates during which $$MAP$$ can be approximated using the measured systolic ($$SP$$) and diastolic ($$DP$$) blood pressures:

Elevated heart rate
At high heart rates $$MAP$$ is more closely approximated by the arithmetic mean of systolic and diastolic pressures because of the change in shape of the arterial pressure pulse.

For a more accurate formula of $$MAP$$ for elevated heart rates use:

 * $$MAP \simeq DP + 0.01 \times \exp(4.14 - 40.74 / HR) \times PP$$

Where

 * HR = heart rate.
 * DP = diastolic pressure
 * MAP = mean arterial pressure
 * PP = pulse pressure which is systolic minus diastolic pressure

Most accurate
The version of the MAP equation multiplying 0.412 by pulse pressure and adding diastolic blood is indicated to correlate better than other versions of the equation with left ventricular hypertrophy, carotid wall thickness and aortic stiffness. It is expressed:

$$MAP=DBP +(0.412\times PP)$$

where:

 * DBP = diastolic pressure
 * MAP = mean arterial pressure
 * PP = pulse pressure

Young patients
For young patients with congenital heart disease a slight alteration to the factor used found to be more precise. This was written as:

$$MAP=DBP +(0.475\times PP)$$

where:

 * DBP = diastolic pressure
 * MAP = mean arterial pressure
 * PP = pulse pressure

This added precision means cerebral blood flow can be more accurately maintained in uncontrolled hypertension.

Neonates
For neonates, because of their altered physiology, a different formula has been proposed for a more precise reading:

$$MAP=DBP +(0.466\times PP)$$

where:

 * DBP = diastolic pressure
 * MAP = mean arterial pressure
 * PP = pulse pressure

It has also been suggested that when getting readings from a neonates radial arterial line, mean arterial pressure can be approximated by averaging the systolic and diastolic pressure.

Other formula versions
Other formulas used to estimate mean arterial pressure are:

$$MAP=DBP+ (0.33 PP) +5 $$

or

$$MAP=DBP+[0.33+(0.0012 \times HR)]\times PP$$

or

$$MAP=DAP + PP/3$$

or

$$MAP = DAP+(PP/3)+5mmHg $$

 * MAP = mean arterial pressure
 * PP = pulse pressure
 * DAP = diastolic aortic pressure
 * DPB = diastolic blood pressure

Clinical significance
Mean arterial pressure is a major determinant of the perfusion pressure seen by organs in the body. MAP levels greater than 90 mmHg increase the risk stepwise of having higher risk of cardiovascular diseases, such as stroke, and mortality.

Hypotension
When assessing hypotension, the context of the baseline blood pressure needs to be considered. Acute decreases in mean arterial pressure of around 25% put people at increased risk for organ damage and potential mortality. Even one minute at a MAP of 50 mmHg, or accumulative effects over short periods, increases the risk of mortality by 5%, and can result in organ failure or complications.

In people hospitalized with shock, a MAP of 65 mmHg lasting for more than two hours was associated with higher mortality. In people with sepsis, the vasopressor dosage may be titrated on the basis of estimated MAP.

MAP may be used like systolic blood pressure in monitoring and treating target blood pressure. Both are used as targets for assessing sepsis, major trauma, stroke, and intracranial bleeding.

Hypertension
In younger people, elevated MAP is used more commonly than pulse pressure in the prediction of stroke. However in older people, MAP is less predictive of stroke and a better predictor of cardiovascular disease.

title: Mean arterial pressure


text:
Talk:Johnson City, Texas

Untitled
Can it be true that the town was named after Lyndon Baines Johnson's grandfather ? —Preceding unsigned comment added by Kpjas (talk • contribs) 17:52, 25 July 2004

 * I thought the town was named after (or at least renamed in honor of) LBJ himself. millerc 05:32, 30 Aug 2004 (UTC)

 * No I was wrong, according to the town's official website it was named after James Polk Johnson a nephew of LBJ's grandfather, although the Johnson ranch which preceeded the founding of the town was named for LBJ's grandfather. millerc 05:41, 30 Aug 2004 (UTC)

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title: User talk:152.31.32.65


text:
USS Uhlmann

USS Uhlmann (DD-687) was a Fletcher-class destroyer in the service of the United States Navy from 1943 to 1946 and from 1950 to 1972. She was scrapped in 1974.

Namesake
was born on 16 August 1919 at Pittsburgh, Pennsylvania. He attended the College of Engineering, University of Michigan, from 1937 until 1940. In September 1940, he enlisted in the United States Naval Reserve as an apprentice seaman and, during November and December, trained on the USS Arkansas (BB-33). Following his appointment as a midshipman in the Naval Reserve on 17 March 1941, he trained at the Midshipman School, Northwestern University, Chicago, Illinois and on 12 June 1941 was commissioned ensign. After additional training, he reported to Patrol Squadron 24 on 1 August 1941. This squadron, a part of Patrol Wing 2 stationed at Naval Air Station Kaneohe Bay, was redesignated Patrol Squadron 12 (VP-12) in October 1941.

On the morning of 7 December 1941, during the Attack on Pearl Harbor, nine Imperial Japanese Navy fighters circled low over the airfield at Kaneohe and then attacked, machine-gunning the control tower and leaving planes in flames in the bay and on the ramp. The men of VP-12 returned fire with only rifles and machine guns. A short time later, a second wave of enemy planes flew over, bombing hangars and planes and destroying the hangar where many members of VP-12 were obtaining replenishment ammunition for machine guns. Additional strafing attacks followed; and, before the morning was over, eight patrol bomber seaplanes were destroyed, and all 35 planes which had been on the ground when the attack began were out of commission. Air station personnel shot down two Japanese planes and scored hits on the fuel tanks of seven others. Uhlmann was killed in the attack.

Service history
Uhlmann was laid down on 6 March 1943 at Staten Island, New York, by the Bethlehem Steel Co. and launched on 30 July 1943; sponsored by Mrs. C. F. Uhlmann, mother of Ens. Uhlmann. The ship was commissioned on 22 November 1943 at the Brooklyn Navy Yard, Commander Selden G. Hooper in command.

1944
After shakedown out of Bermuda and post-shakedown availability, the destroyer joined Destroyer Squadron 56 on 24 January 1944. Two days later, she got underway to escort USS Wasp (CV-18) to Trinidad. She then transited the Panama Canal, touched at San Diego, California, and arrived at San Francisco, California on 16 February. There, she embarked passengers for transportation to Hawaii and departed the west coast on 17 February in company with USS Birmingham (CL-62) and USS Newcomb (DD-586).

She arrived at Pearl Harbor on 23 February. During March, Uhlmann underwent availability, conducted training, and rendered occasional convoy screening services in Hawaiian waters. In April, she conducted carrier escort training exercises and honed her skills in shore bombardment and radar tracking in preparation for assignment to carrier screening duties. Two hours after sunset on 24 April, while Uhlmann was participating in training exercises in Hawaiian waters as an antisubmarine screening ship for the carriers of Task Group 19.2, she was struck amidships by destroyer USS Benham (DD-796). The collision tore an 8 x hole in Uhlmann's hull below the water line, flooding her firerooms and the forward engine room. The following day, she was taken in tow by USS Tekesta (AT-93) and returned to Pearl Harbor on 26 April. After temporary hull and engine repairs, she set her course for San Francisco on 17 May, steaming on her port engine with her forward fire and engine rooms out of commission. On 24 May, she moored at Hunter's Point and, for the next two months, underwent extensive repairs.

In August, she returned to Pearl Harbor and resumed training exercises including torpedo firing and antisubmarine warfare drills. After one false start, she departed Oahu on 18 September with USS South Dakota (BB-57) and USS Woodworth (DD-460) and set her course for the Admiralty Islands. En route to Manus, she was diverted to the western Caroline Islands and reported to 3d Fleet at Ulithi on 30 September. During a typhoon on 3 October, a nest of three destroyers drifted down on Uhlmann and pierced three holes in her starboard side. A few hours later, the destroyer made an emergency sortie from the lagoon with Task Group 38.2; but, by nightfall, high seas had carried away her emergency damage control measures and flooded the anchor windlass room. She returned to Ulithi on 4 October for repairs by USS Dixie (AD-14) and, on 6 October, was underway for an at-sea rendezvous with Task Force 38—the 3d Fleet's Fast Carrier Force—the following day.

At noon on 9 October, the carriers began a high-speed approach to a launch position for strikes on the Ryukyus. On 10 October, planes launched by the carriers struck Okinawa, destroying enemy aircraft, shipping, and shore installations in preparation for the projected landings on Leyte, Cebu, and Negros.

After fueling at sea on 11 October, TF 38 began a high-speed approach on Taiwan for two days of strikes on that island, again in support of the impending American assault on the Philippines. On 12 and 13 October, as the carriers steamed 85 miles (137 km) east of Taiwan and launched strike after strike against that island, Uhlmann operated in their antiaircraft screen. Planes from the carriers attempted to destroy Japanese air strength on Taiwan to eliminate that island as a staging base for the enemy.

Shortly after dusk on 12 October, low flying Japanese bombers and torpedo planes approached Task Group 38.2 from the west and northwest. Although most of the Japanese planes were intercepted by the task force's combat air patrol, more than a dozen broke through and attacked the formation. Uhlmann opened fire on a Japanese medium torpedo bomber at 7,000 yd. However, undeterred, the plane continued to approach the zigzagging destroyer from port until it was hit at close range by Uhlmann's 40-millimeter fire, crossed over the ship, and splashed 100 yd off the destroyer's starboard bow. The plane sank at once leaving a large quantity of gas and oil floating on the sea.

A second wave of attackers followed two minutes after the first, and Uhlmann, maneuvering with the formation, joined in the fire which downed some seven Japanese raiders during the night. At 2200, she hit an enemy plane which burst into flame and illuminated the moonless overcast night before splashing off the stern of the ship. Minutes before midnight, Uhlmann picked up another aerial intruder on radar and opened up with 5-inch fire. The plane countered by dropping flares as a diversionary tactic and pulled away, but Uhlmann's deadly fire found its mark as the raider burst into flame and splashed into the sea. The destroyers began laying smoke around midnight, and the raids tapered off. For the remainder of the night, Japanese planes merely approached within 6 to 7 miles (10 to 11 km), dropped flares, and retired without attacking the formation.

Japanese planes again ventured near the formation late on 14 October only to be routed by night fliers of the combat air patrol. The next day, TF 38 began a high-speed run in for strikes on Luzon, with Uhlmann providing antisubmarine protection for the fast carriers of TG 38.2. On 16 and 17 October, the carriers launched heavy strikes on Luzon concentrating on ships and installations in the Manila Bay area. Late on 17 October, the formation set a southerly course to get into position for strikes farther south, with the fighter planes of the task force dispersing light Japanese air opposition en route. Steaming east and northeast of Samar, the task force made strikes on Negros on 20 October in strategic support of the landings on Leyte and also provided direct air support for those landings.

Meanwhile, upon first sighting American minesweepers in the approaches to Leyte Gulf, Japan had sent her naval forces into Philippine waters. On 24 October, Uhlmann protected the carriers of Rear Admiral Gerald F. Bogan's TG 38.2 as they launched strikes against the Japanese Center Force which was approaching San Bernardino Strait. In an action known as the Battle of the Sibuyan Sea, American naval aircraft sank Japanese battleship JAPANESE BATTLESHIP Musashi and damaged several other enemy warships. At 2022 that evening, Task Force 38 turned north to seek out and destroy the Japanese Northern Force whose carriers had been spotted north of Luzon where they had been stationed in the hope of luring the 3d Fleet away from the beaches of Leyte.

However, a gallant group of American destroyers, destroyer escorts, and escort carriers had fought off the overwhelmingly superior Japanese Center Force and induced it to abandon its plan of attacking the amphibious ships which were supporting the Allied beachheads on Leyte. Thus, when TG 34.5 returned within aircraft range of San Bernardino Strait, the chastened Japanese Center Force had already retreated back through that strategic passage to safety. In the days that followed the historic Battle of Leyte Gulf, Uhlmann continued to screen TG 38.2 while its carriers conducted strikes on land targets, including raids on Luzon on 29 and 30 October. Shortly before noon on 29 October, as the carriers recovered aircraft from a strike against Japanese targets in the Manila area, Uhlmann left the formation to investigate what appeared to be the splash of a downed plane but was later determined to be a bomb splash. As the destroyer attempted to discover the cause of the splash, a Navy torpedo bomber from USS Hancock (CV-19) made a water landing nearby, and Uhlmann quickly rescued the pilot and two crewmen. Meanwhile, an enemy attack had materialized, and the destroyer went to general quarters, increased her speed to 25 kn, and executed evasive maneuvers as she attempted to rejoin the formation. As she steamed to her assigned position, she joined in the general fire against the attackers—10 to 12 Japanese planes which made notably inaccurate high altitude bombing runs and retired after one or two of their members had been splashed by the American ships' accurate fire.

On 4 November, TF 38.2 began a high-speed approach for strikes on Luzon. For two days, carrier-based aircraft pounded Luzon and Bicol. Then, on 7 November, Uhlmann set her course for Ulithi. En route, heavy seas caused flooding in the boatswain's stores and chain locker; and Uhlmann, accompanied by USS Yarnall (DD-541), left the formation and ran with the wind while damage-control measures were being effected. She arrived at Ulithi on 9 November, underwent repairs, and got underway again on 16 November. She rendezvoused with TG 38.2 the following day and took up an antisubmarine screening station. Following carrier strikes on Luzon on 19 November, Uhlmann returned to Ulithi on 22 November.

The destroyer conducted exercises out of Ulithi until 10 December when she got underway and rendezvoused with Task Force 38 on 12 November. From 14–16 December, the carriers made strikes against air installations on Luzon and against shipping in water off that island to support landings on Mindoro. Toward dusk on 16 December, the task force began its retirement. As the American warships fueled northeast of Samar on 17 December, weather conditions worsened. At 1330, Uhlmann abandoned fueling from USS Massachusetts (BB-59) due to rough seas and 26 kn winds stirred up by an approaching typhoon. On 18 December, Uhlmann recorded 69 kn winds, and rolls up to 58 degrees as the typhoon's center passed within 30 nmi of the formation. During the afternoon, winds decreased; and, by 2000, they had subsided to 25 kn. On 19 and 20 December, the ships of the battered task force resumed fueling which continued into the next day while its escorts searched for survivors of the three destroyers which had failed to survive the tropical storm. Late on 20 December, due to heavy seas, the carriers aborted a high-speed run in for strikes on Luzon; and Uhlmann returned to the storm area and searched for survivors. She made port at Ulithi on 24 December.

1945
Underway again with TG 38.1 on 30 December, she screened the carriers during strikes on Formosa and Luzon early in the new year and, an hour before midnight on 9 January 1945, transited Bashi Channel into the South China Sea. The carriers launched strikes on French Indochina, Taiwan, and Hong Kong before retiring from the South China Sea on 19 January. Steaming 75 miles (120 km) north of Luzon at dusk the next day, the formation came under attack by enemy aircraft, and Uhlmann joined other ships of the formation in repelling raiders. Following strikes on Formosa and Okinawa, TF 38 returned to Ulithi on 26 January. That day, the 3d Fleet was redesignated 5th Fleet and placed under the command of Admiral Raymond A. Spruance.

Following antisubmarine training, Uhlmann got underway from Ulithi with TG 58.2 on 10 February. During a Japanese air raid on 16 February, the first of two days of strikes on the Tokyo area, Uhlmann took under fire an enemy fighter which made a low-glide, diving attack on the ship's port beam and dropped a bomb 100 yd in the wake of destroyer USS Halsey Powell (DD-686). Neither destroyer suffered any damage in this exchange. On 19 February, Uhlmann screened TF 58 as it steamed north of Iwo Jima launching strikes on that island in support of the initial landings there. On 20 February, mechanical difficulties in her steering mechanism forced Uhlmann to part company with the task force, and she put in at Ulithi on 23 February for repairs. Underway on 14 March, she rendezvoused with TG 58.2 on 16 March. The next day, the carriers began a highspeed run in for strikes on Kyūshū. While the planes of TP 58 pounded that Japanese homeland, Uhlmann protected the carriers from air and submarine attack. Air activity began early on 18 March; and Uhlmann, acting as linking vessel between TF 58 and its picket line, began firing on aerial snoopers before dawn. Shortly before 0700, she joined the picket line and, at 0956, rescued three Navy aviators from a torpedo bomber which had splashed nearby.

Throughout the dav and into the night, alerts prompted by Japanese surveillance planes brought the ship's crew to general quarters. Four minutes before midnight, Uhlmann opened fire on an enemy aircraft at 10,000 yd. The plane burst into flame and splashed 7,000 yd off the destroyer's starboard quarter and burned brightly for several minutes. Air activity continued into the early hours of 19 March. Before dawn that day, Uhlmann joined USS Cushing (DD-797) in firing on a high-altitude Japanese raider which burst into flames and splashed. Fifty miles (80 km) off the eastern shore of Shikoku on the morning of 19 March, a Japanese plane dove toward the destroyer and, despite fire from the ship, dropped a small bomb which hit 50 ft off the ship's starboard quarter. No further action occurred that day as Uhlmann, screening TG 58.2, proceeded southward to rejoin the rest of TF 58 southeast of Kyūshū.

Ships of the task force began refueling on the 20th but were forced to discontinue when an air attack developed in mid-afternoon. Uhlmann was transferring aviation personnel to USS San Jacinto (CVL-30) at 1453 when a kamikaze dove at carrier USS Hancock (CV-19), missed, and crashed into Halsey Powell. Uhlmann fired on enemy dive bombers throughout the remainder of the afternoon, was hit by some shrapnel, but suffered no casualties. Air activity continued to be heavy as strikes on Japan continued on 21 March. During a surprise attack early in the afternoon, a bomb fell only 200 yd from Cushing, and another bomb narrowly missed a carrier of the force. Ten minutes before midnight on 22 March, while Uhlmann steamed on picket station, she made a surface radar contact which was later identified as a Japanese submarine. In company with USS Haggard (DD-555), she proceeded at high speed toward the submerging target and stood by while Haggard forced the enemy ship to the surface with depth charges. Haggard then rammed the submarine which exploded and sank. Uhlmann escorted the slightly damaged destroyer back to Ulithi where they arrived on 25 March.

She departed Ulithi on 30 March and set a northwesterly course. After weathering a typhoon on 2 April, she rendezvoused with TG 58.4 on 5 April and, toward dusk, began an approach for strikes on Okinawa. Following rendezvous with TF 58, she alternated radar picket and screening duties as the carrier-based planes pounded Okinawa.

In April, Japan began concentrated massed kamikaze attacks against American ships in the waters of the Ryukyus; and the carrier forces, despite their discreet distance from Okinawa, were not exempt from the attentions of the kamikazes. On 12 April, combat air patrol from the formation splashed three Mitsubishi A6M Zeroes ("Zekes") within sight of Uhlmann as she stood her picket station 25 miles (40 km) north of TF 58. Two days later, snoopers and nuisance raiders kept the air patrol occupied in the afternoon and early evening.

On radar picket with TG 58.4 on 17 April, Uhlmann joined in fire that downed two enemy aircraft, one of which splashed near USS Benham (DD-796) causing minor damage to that ship. That night, Uhlmann added her depth charges to a combined attack which sent JSUB I-56 (1944) to the bottom. Late on the afternoon of 29 April, as enemy planes began closing from the northward, destroyer Haggard joined Uhlman to strengthen the picket station in the face of attack. Minutes before 1700, a Japanese fighter plane, taken under fire by Uhlmann, nosed over and dove toward Haggard. The crash and explosion of the kamikaze and its bomb tore a hole in Haggard's starboard side, flooding her firerooms and number one engine room, and leaving her dead in the water. Meanwhile, a second "Zeke" began a run in. Uhlmann splashed the attacker close aboard Haggard and rescued two of the damaged destroyer's crew from the water. Uhlmann then requested assistance from the task group which responded with a combat air patrol of two divisions. An hour later, light cruiser USS San Diego (CL-53) and Destroyer Division 104 came to the aid of the stricken destroyer. Uhlmann escorted Haggard a short distance toward Kerama Retto and returned to her picket duty the next day. She screened the carrier strike force until 11 May when she headed for the Caroline Islands. The ship arrived at Ulithi on the 14th.

Underway with TG 58.4 on 24 May, the destroyer returned to a strike launch area off Okinawa and resumed her picket duties. On 28 May, operational control of the task force was returned to the 3d Fleet and TG 58.4 became TG 38.4. Uhlmann continued patrolling picket station and screening the fast carriers until 13 June when she arrived at San Pedro Bay, Leyte, for replenishment and maintenance. On 1 July, she set a northerly course; and, throughout July, the carriers conducted strikes on targets in the Japanese islands to soften up this last stronghold of Japanese power for the projected invasion. On 25 May, Uhlmann joined specially formed TG 35.3 for an antishipping sweep across Kii Suido between Honshū and Shikoku. Two hours after midnight on this completely overcast night, Uhlmann bombarded a radio tower on the southern tip of Uwano Hanto while other ships of the group shelled nearby airfields.

Until the cessation of hostilities on 15 August, Uhlmann continued to operate with the carrier force as it launched strikes against Japan. On 23 August, she rendezvoused with TF 47—a combined British-American force—for temporary escort duty in connection with the occupation of Japan. She arrived in Sagami Wan on 27 August, and immediately manned a picket station. On 30 August, while acting as plane guard for USS Cowpens (CVL-25), she rescued that carrier's landing signal officer who had jumped over the side in an attempt to rescue the pilot of a downed plane. That same day, the destroyer anchored in Sagami Wan, ending 61 days of continuous operation and, on 31 August, shifted anchorages to Tokyo Bay.

Her occupation duties included mail, freight, and passenger runs between Iwo Jima and Japanese ports. Late in October, she participated in training exercises; then, on 31 October, departed Yokosuka, steamed via Pearl Harbor, and arrived at Bremerton late in November. Following alterations, she got underway on 20 April 1946 and arrived at San Diego on 24 April. There, on 14 June 1946, she was decommissioned and placed in reserve. On 12 August, she was assigned to the Naval Reserve Training Program and underwent an overhaul at Terminal Island before reporting to the Commandant, 11th Naval District, in November 1946.

Operating out of San Diego, she trained reserve crews until the end of the decade. On 23 May 1950, she was recommissioned, but remained in reserve and, that summer, made a southward voyage, visiting Central and South American ports. She returned to San Diego in July and, on 18 November, was assigned active status.

Korean War
On 27 January 1951, she reported to the Commander in Chief, Pacific Fleet, for duty and, on 16 June, departed San Diego with units of Destroyer Division 152, setting her course for Korean waters. Commander P.A. "Tony" Lilly was in command. Assigned to TF 77—the fast carrier force operating in the Sea of Japan—Uhlmann resumed the screening and plane guard duties which had occupied much of her time in World War II. She later joined TF 95, a blockade and escort force, and carried out day and night bombardment of the Korean coast. While conducting a routine observation patrol off Wonsan Harbor's Hodo Peninsula on the morning of 20 August, the destroyer came under fire from seven enemy shore batteries. Gun flashes on the beach provided a warning only moments before shells began to fall 1,000 yd from the destroyer. All hands went quickly to battle stations as Uhlmann commenced evasive maneuvers, increased to flank speed, and opened fire on the shore installations. In short order, she reduced the enemy on shore to two guns, while she steamed among near misses, some of which came as close as 15 yd. Fragments from the shell explosions carried away a radio antenna during the half hour engagement. Ordered by TG 95.2 to break off the action, Uhlmann withdrew out of range of the shore batteries. Commander Lilly was awarded the Bronze Star with combat "V" for "inflicting extensive damage upon the enemy" and contributing "immeasurably to the success of the siege of Wonsan". Lilly recalled another non-combat mission. "We had one espionage mission. We took three or four South Koreans up north and put them ashore near Hungnam in North Korea from our whaleboat at night.  We went back some time later to pick them back up and got only one returning who was injured."

In the fall, she patrolled Taiwanese waters and participated in hunter-killer antisubmarine training off Okinawa. In November, she rejoined TF 77 and, operating in the Sea of Japan, rescued several pilots before leaving Yokosuka on 22 January 1952.

She returned to San Diego on 6 February and, in the months that followed, underwent drydocking and alterations which included the installation of new armament. She conducted exercises; then departed San Diego on 11 August 1952 in company with Destroyer Division 152, escorting USS Kearsarge (CV-33) and USS Toledo (CA-133) to the Far East.

During this seven-month Korean deployment, Uhlmann operated with fast carrier forces, conducted hunter-killer activities, and patrolled off Taiwan. She also conducted shore bombardment which destroyed enemy gun emplacements, a factory, and storage facilities, while damaging buildings, bunkers, and railways. On the morning of 3 November, as she was firing interdiction rounds on a railroad and tunnel on the east coast of North Korea near Hangwon, the destroyer was taken under fire by shore guns, mortars, and machine guns. Brought to alert by shell splashes only 100 yards (91 m) off her port bow, Uhlmann accelerated to 25 knots (46 km/h), began evasive maneuvers, and opened fire with her 3 in and 5 in guns. She scored a direct hit on an enemy gun emplacement and suffered only minor damages in the exchange. However, she emerged from the encounter with 13 wounded. After putting in at Hong Kong over Christmas, she departed Yokosuka on 3 March 1953, steamed via Midway and Pearl Harbor, and arrived at San Diego on 19 March 1953.

1953-1958
Following exercises off the west coast, Uhlmann was again deployed to the western Pacific. She proceeded via the Hawaiian Islands, and she arrived at Yokosuka on 20 November 1953. During this seven-month tour, the destroyer plied waters off Japan and Korea and engaged in training and operations out of Yokosuka and Sasebo with TF 77. In February 1954, Uhlmann joined with elements of the French and British Far Eastern Fleets for Exercise "Sonata" which included extensive antisubmarine warfare training and visits to Philippine and Indochina ports. During March, she embarked personnel of the Nationalist Chinese Navy for training.

While patrolling Taiwan Strait in the first week of March, she assisted the grounded Chinese Nationalist merchant ship Kiang Shan which was stranded on an island in the Pescadores. In the course of a daring rescue of crewmen from the Chinese steamer, Uhlmann lost her whaleboat and bent her propellers, shafts, and rudder on reefs in the shallow water. After the successful completion of her mission, she put in at Kaohsiung on 5 March. To prevent vibration damage to her reduction gears, she was towed from that port on 11 March and, on 14 March, arrived at Subic Bay for repairs. On her return to San Diego, she resumed the stateside routine of upkeep and training.

Over the next 15 years, Uhlmann made 11 more deployments to the western Pacific (WestPac). On deployment to the Far East in 1954 with Destroyer Division 152, she took part in the evacuation of the Tachen Islands—located off Hangzhou Bay—in the American attempt to defuse the explosive situation which had developed between Nationalist China and the People's Republic of China. In 1958, during a period of heightened tension over the Chinese offshore islands, the destroyer again supported American interests in the Far East. Between deployments, Uhlmann operated out of San Diego, participating in fleet exercises, receiving upkeep, and performing goodwill assignments.

Vietnam War
In the 1960s, trouble flared in the area formerly known as French Indochina; and Uhlmann served three more wartime tours in Pacific waters, this time off the coast of Vietnam. Her duties included gunfire support of land action, often coordinated by an airborne spotter, illumination missions, and routine bombardment assignments. Off Vietnam in 1965, she searched junks for contraband; supplied shore bombardment; and served as a plane guard for carrier USS Bon Homme Richard (CV-31). In 1968, a year of heavy fighting in the Republic of Vietnam, Uhlmann acted as a plane guard in the Gulf of Tonkin and fired 50 naval gunfire support missions off Huế.

In 1969, she participated in fleet exercises in Hawaiian waters; then, on 1 October, she returned to the west coast and assumed new duties as a Group I Naval Reserve Training Ship operating out of Tacoma, Washington. For the next three years, she conducted reserve training cruises out of that port and participated in fleet exercises. During Exercise "Head Beagle" in August 1970, she conducted intensive training in the Strait of Juan de Fuca and off the coast of Washington in conjunction with Canadian naval forces.

Decommissioning
The oldest commissioned destroyer in the Navy, she was found unfit for service on 24 November 1971; and, on 15 July 1972, Uhlmann, the U.S. Navy's last Fletcher-class destroyer, was decommissioned at the Naval Reserve Center Pier, Tacoma. Her name was struck from the Navy List the same day, and she was transferred to the custody of the Inactive Ship Facility, Bremerton, for disposal. She was scrapped in 1974.

Awards

 * Combat Action Ribbon with two stars
 * Asiatic-Pacific Campaign Medal with seven battle stars
 * World War II Victory Medal
 * Navy Occupation Medal with "ASIA" clasp
 * National Defense Service Medal with star
 * Korean Service Medal with two battle stars
 * Vietnam Service Medal with five battle stars
 * Philippine Presidential Unit Citation
 * Korean Presidential Unit Citation
 * Philippine Liberation Medal with two stars
 * United Nations Korea Medal
 * Korean War Service Medal
 * Republic of Vietnam Campaign Medal

title: USS Uhlmann


text:
Guy Owen (figure skater)

Guy Rochon Owen (August 22, 1913 – April 21, 1952) was a Canadian figure skating champion.

Owen initially competed in the men's individual figure skating event, winning the 1929 Canadian junior men's singles championship. He went on to specialize in the "Fours Event" with great success. For five straight years between 1933 and 1937, Owen and his skating partners Margaret Davis, Prudence Holbrook, and Melville Rogers won the Fours Event at the Canadian National Figure Skating Championships plus they also captured the bi-annual North American Figure Skating Championship three successive times in 1933, 1935, and 1937.

In 1938 Guy Owen married Maribel Vinson, nine-time United States ladies figure skating champion, and settled in Berkeley, California. They had two daughters, Maribel Owen (1940–1961) and Laurence Owen (1944–1961).

Guy and Maribel Owen turned professional, earning a living as performers with ice skating shows such as the International Ice Skate Revue before setting up their own show. They divorced in 1949 and she and the daughters moved back east to the Boston area in 1952, where they lived with her recently widowed mother in Winchester.

During his final year, Owen worked in Spokane, Washington. While visiting his parents in Ottawa, Owen died at age 38 of a perforated ulcer on April 21, 1952. His ex-wife and daughters died nine years later in the Sabena 548 plane crash in Belgium, which killed the U.S. figure skating team in February 1961.

Fours
(with Margaret Davis, Prudence Holbrook, and Melville Rogers)

(with Frances Claudet, Kathleen Lopdell, and Melville Rogers)

title: Guy Owen (figure skater)


text:
Maribel Vinson

Maribel Yerxa Vinson-Owen (née Vinson; October 12, 1911 – February 15, 1961) was an American figure skater and coach. She competed in the disciplines of ladies' singles and pair skating. As a single skater, she was the 1932 Olympic bronze medalist, a two-time World medalist (1928 silver, 1930 bronze), the 1937 North American champion, and a nine-time U.S. national champion. As a pair skater, she was the 1935 North American champion and four-time national champion with George Hill. She also won two national titles with Thornton Coolidge. She was the first female sportswriter at The New York Times, and continued competing and winning medals while working as a full-time reporter.

Vinson-Owen is tied with Michelle Kwan for the record in U.S. ladies' figure skating titles.

Personal life
Maribel Vinson was the daughter of Thomas and Gertrude Vinson of Winchester, Massachusetts. Both of her parents were figure skaters and Maribel was made an honorary member of the Cambridge Skating Club at birth.

A good student, Vinson studied at Radcliffe College, graduating in 1933, all the while pursuing an interest in ice skating. She married Canadian skater Guy Owen and they had two daughters, Maribel Yerxa Owen (1940) and Laurence Rochon Owen (1944). They divorced in 1949, and Guy Owen died three years later at age 38. Following her father's death, also in 1952, she and her daughters moved back east to Winchester and lived with her mother. In February 1961, Maribel Vinson-Owen was killed along with both daughters in the Sabena Flight 548 crash in Belgium.

Competitive career
Vinson began to take lessons with coach Willie Frick at the Boston Arena at the age of nine. She won the U.S. junior ladies' title at the age of 12.

From 1928 to 1937, Vinson won the women's singles title at the U.S. Championships every year except for 1934. She also teamed up with Thornton L. Coolidge to win the U.S. pairs' title in 1928 and 1929, and with George E. B. Hill to win four titles in 1933, 1935, 1936, and 1937.

At the 1932 Winter Olympic Games in Lake Placid, New York, Vinson earned the bronze medal behind the Norwegian champion Sonja Henie and the Austrian runner up, Fritzi Burger. While still competing, in the 1930s, Vinson became the first woman sportswriter at the New York Times newspaper.

Following her retirement from amateur ice skating, Vinson toured professionally with her husband Guy Owen in shows.

Coaching career
Following the birth of her two daughters, Vinson-Owen began coaching in Berkeley, California. She divorced Owen in 1949 and after her father's death in 1952, she lived in her native Winchester, Massachusetts, and coached at rinks in the Boston area. Her daughters developed a love for ice skating and she trained them in the sport. Vinson-Owen coached Tenley Albright to five U.S. titles and then to the United States' first Olympic gold medal in ladies' singles. She also taught Frank Carroll, who himself went on to be one of America's top skating instructors, coaching Michelle Kwan to her numerous world and national titles and Evan Lysacek to his Olympic gold medal.

During her lifetime, Vinson-Owen authored several books on her sport:
 * Primer of Figure Skating – McGraw-Hill/Whittlesey House (1938)
 * Advanced Figure Skating – McGraw-Hill/Whittlesey House (1940)
 * The Fun of Figure Skating – Harper & Brothers (1960)

In Primer of Figure Skating, Vinson devotes three-and-a-half pages to what female figure skaters should wear on the ice, which included the correct length and style of skirt, and credits the appeal of the sport to feminine interests in skating fashions. Figure skating historian and writer Ellyn Kestnbaum argues that "Vinson points to several ways in which skating attire connotes (and permits) athleticism and also how it can attract the eye on the merits of its own design elements and by enhancing the visual appeal of the skater's body". Kestnbaum also stated that female skaters should pay more attention to their appearance than men do.

At the 1961 U.S. Championships, her daughter and namesake, Maribel, won the national pair skating title with partner Dudley S. Richards, while her youngest daughter, 16-year-old Laurence, won the ladies' single title. It was the first time CBS broadcast the U.S. national championships on television and the Owen family became instant celebrities.

Plane crash
Vinson-Owen, as a coach, and her two daughters, as competitors, were all part of the United States team scheduled to appear at the 1961 World Championships in Prague, Czechoslovakia. They boarded Sabena Flight 548 at New York City's Idlewild International Airport along with the rest of the American team. The overnight flight had a stopover scheduled for Brussels, Belgium and on its arrival in the clear mid-morning of February 15, the captain had to abort the approach and circle around for a second attempt to land on a different runway. The plane, a Boeing 707, never made it back to the airport; instead, it plunged into the wooded farmland of the village of Berg, Belgium, taking the lives of all 72 passengers and crew plus a farmer at work in his fields. All 18 members of the American figure skating team plus 16 of their relatives, friends, and coaches were among the dead.

The 1961 World Championships were canceled. The remains of Vinson-Owen and her daughters were brought home for interment in the Story Chapel Columbarium at Mount Auburn Cemetery in Cambridge, Massachusetts.

Legacy
Vinson-Owen was inducted into the U.S. Figure Skating Hall of Fame three times – in 1976 as a singles' skater, in 1994 with George E.B. Hill in the pairs' category, and in 2011 as a coach for the 1961 World Team. In 2001, she was inducted to the inaugural class of the Professional Skaters' Association Coaches Hall of Fame, which included the five coaches that perished beside her. In 2002, she was inducted in the World Figure Skating Hall of Fame. Her daughters were inducted into the U.S. Figure Skating Hall of Fame in 2011.

In Winchester, the Vinson-Owen elementary school was named in her and her daughters' honor.

title: Maribel Vinson


text:
User talk:Sum0

Sum0 19:24, 24 December 2005 (UTC)

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Note that any non-free images not used in any articles will be deleted after seven days, as described in section F5 of the criteria for speedy deletion. Thank you. --B-bot (talk) 17:14, 28 September 2023 (UTC)

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title: User talk:Sum0


text:
HMS Royal Charles

Two ships of the British Royal Navy have been named HMS Royal Charles, both after King Charles II.

 * The first HMS Royal Charles (1655) was an 80-gun ship of the line, launched as Naseby for the Commonwealth Navy in 1655, renamed in 1660, and captured by the Dutch in the Raid on the Medway in 1667.
 * The second HMS Royal Charles (1673) was a 100-gun ship of the line, launched in 1673, renamed Queen in 1693, rebuilt in 1715 and renamed Royal George, again rebuilt in 1756, renamed Royal Anne this time, and broken up in 1767. (Note that the "rebuilds" were likely new construction cannibalizing parts from the old ship.)

title: HMS Royal Charles


text:
Dual-Ghia

Dual-Ghia is a rare, short-lived, automobile make produced in the United States between 1956 and 1958. The idea for a sporty limited production car came from Eugene Casaroll, who controlled specialized vehicle builder Dual-Motors Corporation based in Detroit, Michigan; the name Dual-Ghia is representative of the collaborative efforts between the builder and Carrozzeria Ghia. 117 examples were built.

Design
The design for a luxurious sports car was to be a modified version of the Ghia-built 1954 and 1955 Dodge-based concept cars known as the Firearrow I, II, III, IV and the nearly production-ready Firebomb; which had all been designed by Luigi Segre with some possible influence from Virgil Exner. With so many cars designed along the same theme, Chrysler may well have intended to produce the Firebomb and/or the Chrysler Falcon as a response to the Ford Thunderbird and Chevrolet Corvette; for whatever reason neither made it to production. After gaining rights to the Firearrow/Firebomb design, Casaroll asked Ghia's U.S. representative (and eventual Dual-Motors VP) Paul Farago to further develop the Firebomb into a production-friendly vehicle. The series-produced design utilized an even greater number of standard production MoPar fittings, the (road-legal) Firebomb two headlamp configuration, incorporated modest tail fins and was somewhat more slab-sided and square-edged in comparison to the Firearrow/Firebomb series. While a four-place convertible was the only official body type, one coupé prototype was also built.

The "world's longest assembly line" involved transporting a Dodge frame and drivetrain to Italy, where the bodywork and interior was fabricated by the coachbuilders at Ghia; once the partially completed vehicles were back in the U.S. Dual-Motors handled the rest. Performance was excellent, due to the cars being powered by the 315 cuin Dodge hemispherical-head short-stroke V-8 engine. Not all were built with the 315 CID Dodge hemispherical head engine. Some 1957s were built with the Dodge D-500 361 cuin dual quad carburetor.

Rarity
With a retail price close to $7,500 ($0 in dollars ), the Dual-Ghia D-500 was about $200 more expensive than most American production luxury cars. It cost, for example, about $200 more than Cadillac's Eldorado Biarritz convertible. However, its price did not even come close to that of the ultra-luxurious 1956 Continental Mark II at $10,400, or the 1957 Cadillac Eldorado Brougham at $13,074, ($0 in dollars ). Of the 117 cars produced, 32 still existed as of July 2006. The cars were mostly bought by American celebrities, such as Frank Sinatra, Sterling Hayden and Richard Nixon. Desi Arnaz owned one, but he wrecked it. Dean Martin had one at one point as well, according to his son Ricci. Dean Martin can be seen driving his Dual-Ghia in the film Kiss Me, Stupid. Musician Rick Danko from 1958 owned one, which was auctioned by Sotheby's for close to $350,000 in 2015.

title: Dual-Ghia


text:
Talk:List of populated places in South Africa

Untitled
This list is woefully short... I can't even find Joey's! MDCore 18:01, 25 Jul 2004 (UTC)

Cape Town and Johannesburg are cities so please see List of cities in South Africa--Jcw69 06:39, 31 January 2006 (UTC)

Automatic
Surely there must be a way to get all towns in the various provinces to be added automatically to this list. Maybe sorted into a box, with province name. Also considering that some towns in RSA have counterparts in other parts of the world. Flagman (talk) 13:10, 14 November 2009 (UTC)

Incorrect city links
I have just gone through the list of South African settlements and have found the following errors: BARODA, EASTERN CAPE, SOUTH AFRICA (REMOVE) LINKS TO VADODARA, INDIA https://en.wikipedia.org/wiki/Vadodara There is a Baroda Bank in South Africa but no settlement.

BAYALA, KWA-ZULU NATAL, SOUTH AFRICA (REMOVE) LINKS TO BAYALA, NEPAL https://en.wikipedia.org/wiki/Bayala There is no such settlement in South Africa.

BENDIGO, KWA-ZULU NATAL, SOUTH AFRICA (REMOVE) LINKS TO BENDIGO, AUSTRALIA https://en.wikipedia.org/wiki/Bendigo There was a Bendigo Gold Mine at Knysna, South Africa but there is no settlement.

HEIDELBERG, WESTERN CAPE, SOUTH ARICA LINKS TO HEIDELBERG, GERMANY https://en.wikipedia.org/wiki/Heidelberg SHOULD BE: https://en.wikipedia.org/wiki/Heidelberg,_Western_Cape

HEIDELBERG, GAUTENG, SOUTH ARICA LINKS TO HEIDELBERG, GERMANY https://en.wikipedia.org/wiki/Heidelberg SHOULD BE: https://en.wikipedia.org/wiki/Heidelberg,_Gauteng

MUDEN, MPUMALANGA (DOESN'T EXIST) LINKS TO MUDEN, GERMANY https://en.wikipedia.org/wiki/M%C3%BCden_(Aller) SHOULD BE: MUDEN, KWAZULU NATAL https://en.wikipedia.org/wiki/Muden,_KwaZulu-Natal

UNDERBERG, KWAZULU-NATAL LINKS TO UNDERBERG, GERMANY https://en.wikipedia.org/wiki/Underberg SHOULD BE: https://en.wikipedia.org/wiki/Underberg,_KwaZulu-Natal

WELLINGTON, WESTERN CAPE LINKS TO WELLINGTON NEW ZEALAND https://en.wikipedia.org/wiki/Wellington SHOULD BE: https://en.wikipedia.org/wiki/Wellington,_Western_Cape

Signaller (talk) 16:09, 28 January 2018 (UTC)


text:
Volleyball at the 2004 Summer Olympics

Volleyball at the 2004 Summer Olympics consisted of indoor volleyball held at the Peace and Friendship Stadium and beach volleyball held at the Faliro Olympic Beach Volleyball Centre, in the southern portion of the Roth Pavilion; both were located at the Faliro Coastal Zone Olympic Complex.

title: Volleyball at the 2004 Summer Olympics