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HMS Otranto

HMS Otranto was an armed merchant cruiser requisitioned by the British Admiralty when World War I began in 1914. Built before the war for the UK–Australia run as SS Otranto, she was primarily used in the war to search for German commerce raiders. She played small roles in the Battle of Coronel in November 1914 when the German East Asia Squadron destroyed the British squadron searching for it and in the Battle of the Falkland Islands the following month when a British squadron annihilated the Germans in turn.

Apart from brief refits in the UK, Canada and Australia, she remained on this duty until early 1918 when she became a troop ship. During a severe storm off the Isle of Islay in late 1918, she accidentally collided with another troop ship, HMS Kashmir (1915) and was forced ashore by the storm, killing 470 passengers, mainly American soldiers, and crewmen.

Description
Otranto had an overall length of 555 ft, a beam of 64 ft, and a moulded depth of 38 ft. She had tonnages of and. The ship was powered with a pair of four-cylinder quadruple-expansion steam engines, each driving one propeller. The engines had a total power of 14000 ihp and gave Otranto a top speed of 18 kn. The ship had a capacity of 235 first-class, 186 second-class and 696 third-class passengers.

By 1913 Otranto was equipped for wireless telegraphy, operating on the 300 and 600 metre wavelengths. Her call sign was MOD.

Construction
Otranto, named after the Strait of Otranto between Italy and Albania, was built by Workman, Clark and Company at its Belfast shipyard as yard number 278. She was built for the Orient Steam Navigation Company's England to Australia run. The first attempt to launch the ship failed on 23 March 1909 as the tallow used to lubricate the slipway had frozen and Otranto ground to a halt after sliding only 20 ft. Attempts to persuade her to resume her progress with hydraulic jacks failed and the slipway had to be partially rebuilt before she was successfully launched four days later. She was completed on 20 July and departed London on her maiden voyage to Brisbane, Australia, on 1 October.

Passenger service
Otranto had made two round-trips to Australia by January 1910, and then made a 17-day cruise in the Mediterranean.

The arrival of the British mails was always important to Australia, and the installation of wireless telegraphy equipment, even more so. It was reported on 13 July 1910 as follows: "ARRIVAL OF THE OTRANTO. Well up to cabled time, the R.M.S. Otranto arrived from London, via ports, early yesterday morning, and, after being granted pratique, made fast to the quay a little before 9 o'clock Captain Coad reported an uneventful voyage. Fine weather was experienced to Cape Guardafui, but from that point to Minikoi Island a strong south-west monsoon was met with. After leaving Colombo moderate south-east trades were encountered accompanied by a heavy southerly swell. The Otranto is the first of the new Orient liners to be fitted with wireless, and during her present trip she was able to maintain communication with 23 shore stations and 45 steamers. A full account of the Johnson-Jeffries fight was received from the Macedonia's operator on Monday. The Otranto, after discharging cargo, resumed her voyage to the Eastern States at 3.30 o'clock in the afternoon. MAILS BY THE OTRANTO. One hundred and forty-two packages of parcel posts and 1,690 bags of mails comprise the total shipment of mails brought to hand by the R.M.S. Otranto. Western Australia's proportion consists of 164 bags, whilst the balance is distributed as follows:— Adelaide, 125; Melbourne, 272; Geelong, 8; Ballarat, 18; Bendigo, 10; New South Wales, 346; Queensland, 169; Tasmania, 45; New Zealand, 495; H.M. fleet, 18; Noumea, 30. THE OTRANTO'S OFFICERS. Captain A. J. Coad. of the R.M.S. Otranto, has associated with him this voyage the following officers:— L. S. Brooke-Smith, first officer; H. G. C. Adams, second officer; J. J. Hayes, third officer; E. E. Smith, fourth officer; C. J. Hill, fifth officer; H. Newman, purser; H. E. Bloxsome, surgeon; G. T. Greig, chief engineer; E. F. Jeffrey, assistant purser."

She resumed her London–Australia runs into early 1910. That year, the company was awarded a contract to carry mail and she was redesignated as RMS Otranto, the RMS standing for Royal Mail Ship. She was present at King George V's Coronation Naval Review on 26 June and made several voyages to the Norwegian fjords before mid-September when she returned to the Australia run, on which she remained until war was declared on Germany on 4 August 1914.

Conversion
The Admiralty requisitioned Otranto on that same day for conversion to an armed merchant cruiser, having eight quick-firing (QF)4.7 in guns fitted. A rangefinder was installed on the bridge and her fore and aft holds were refitted as magazines. Half-inch (12.7 mm) steel plating was added to protect her steering gear and her interior cabin bulkheads and glass ventilators were removed to reduce damage from splinters. Her furniture was removed to make room for the mess decks needed to feed large numbers of troops and sailors and an operating room and sickbay were installed amidships.

Naval duties commence
The work was completed on 13 August and she was commissioned as HMS Otranto the next day. The ship departed the UK on 17 August, the second armed merchant cruiser to leave England, with sealed orders that assigned her to Rear Admiral Sir Christopher Cradock's West Indies Squadron in the South Atlantic. Otranto rendezvoused with the squadron on 27 August off the coast of Brazil where she patrolled the coast of South America between Chile and Montevideo, Uruguay, fruitlessly searching for German commerce raiders, together with the armoured cruisers HMS Good Hope (1901), HMS Monmouth (1901) and the light cruiser HMS Glasgow (1909).

Otranto accompanied Cradock and three cruisers to patrol the Strait of Magellan and the Chilean coast for German ships in mid-September. They failed to locate any of the German ships, but Otranto intercepted messages that indicated that German warships were operating in the area. Cradock concentrated his ships on the southwestern coast of South America in mid-October to prevent the East Asia Squadron under Vice Admiral Maximilian von Spee from breaking through into the South Atlantic. In mid-October Otranto struck a rock while departing Port Legunas, Chile, but a diver from Monmouth reported that it had done very little damage.

Battle of Coronel
On 27 October Cradock ordered Otranto to investigate Puerto Montt for signs of German ships and sent Glasgow to Coronel, Chile, to pick up any information from the Admiralty. The latter ship heard very strong radio transmission from the light cruiser SMS Leipzig (1905) four days later and Cradock brought his other ships north to rendezvous off Coronel. He ordered Glasgow to return to Coronel to transmit his appreciation of the situation to the Admiralty and collect any orders from them. The latter ship rejoined the squadron on the afternoon of 1 November and Cradock formed his ships into a line at 15 nmi intervals to search for any Germans. At this time, both sides thought that they were in pursuit of a single light cruiser as a German merchantman had reported Glasgow's presence in Coronel to von Spee earlier in the day. Glasgow was the first British ship to sight the East Asia Squadron at 16:20 and Otranto confirmed the spotting five minutes later. Cradock reformed the squadron into a line-ahead formation with Otranto in the rear and steered south to intercept the Germans. Due to the heavy weather and head sea, Otranto could make no more than 15 kn. After taking fire from the light cruiser SMS Dresden (1907) and the armoured cruiser SMS Gneisenau, her commander, Captain Edwards, ordered Otranto out of line, away from the Germans, and headed west at her best speed as she had no value against the German cruisers. Glasgow was the only other British ship to survive the battle.

Otranto was ordered to Montevideo to rendezvous with Rear Admiral Archibald Stoddart's squadron and arrived there on 10 November. She patrolled the Brazilian coast and east to Sierra Leone for the next month before arriving at Port Stanley in the Falkland Islands on 16 December to serve as the islands' guard ship. There she remained until 4 February 1915 when she returned to the UK where she arrived at Birkenhead on 10 March to begin a refit where her 4.7-inch guns were replaced an equal number of 6 in weapons.

On 18 June, Otranto arrived at Punta Arenas, Chile to patrol the Pacific coast of South America. She remained on that duty for the next six months before departing on 18 December, via Easter Island, for Sydney, Australia for a refit at the Garden Island Dockyard. She arrived there on 14 January 1916 and departed on 5 March to return to her previous duty station. She arrived at Valparaiso, Chile, on 30 March and resumed her patrols. The ship received another refit at Esquimault, British Columbia, Canada, from October to December before leaving for the western coast of South America on 29 December. She arrived at Santa Elena, Ecuador, on 12 January 1917 and resumed her patrols. The ship arrived at Esquimalt for another refit on 2 October and arrived back at Santa Elena on 8 January 1918.

Otranto arrived at Rio de Janeiro, Brazil, on 30 April and helped to salvage the cargo liner SS Highland Scot (1910) that had run aground on Ilhas das Maricás in the harbour on 6 May. On 16 May she escorted a convoy of 10 freighters to the UK where she arrived on 16 June. She then began a brief refit at HM Dockyard, Devonport. The ship arrived in New York City on 20 July where contractors fitted her with troop accommodations. Otranto departed on 8 August for her first trooping voyage and arrived at Liverpool on 20 August where she remained for several days before arriving back at New York City on 8 September.

Last voyage and sinking
Serving as the convoy flagship for Convoy HX 50, Otranto departed New York on 25 September. Six days later, on the evening of 1 October, the ship accidentally rammed the French fishing schooner Croisine off Newfoundland while the latter was returning home to St. Malo with a full load of cod. The fishing boat passed down the liner's port side and its masts destroyed some of the liner's lifeboats on that side. Captain Ernest Davidson, who was also commodore of the convoy, ordered the convoy to continue while Otranto stopped to rescue the 37 survivors. The derelict Croisine was now a menace to navigation and Davidson ordered his gun crews to sink her later that evening. The liner caught back up with the convoy by daybreak. The following day, the first death from the influenza pandemic occurred and the soldier was buried at sea. Only one other flu death aboard Otranto is recorded, but others may have occurred before she met her end.

The convoy encountered a strong storm on 4 October that got even stronger over the next several days; by the morning of 6 October it was assessed as a Force 11 storm on the Beaufort scale with mountainous seas. The storm forced the British destroyers that were to rendezvous with them back into port on 5 October and the last American escort departed at 06:00. The weather prevented accurate navigation and the convoy was forced to proceed by dead reckoning. The ship's officers were uncertain if they were off the northern coast of Ireland or the western coast of Scotland. When dawn broke it revealed a rocky coastline 3 to 4 mi to their east, just ahead of the convoy. Most of the ships correctly thought this was the Scottish coast and turned south, but Otranto's Officer of the Watch thought that it was the Irish coast and turned north. HMS Kashmir (1915), another liner turned troopship, was only about a half-mile (0.80 km) to Otranto's north and the turns placed them on a collision course. Both ships attempted to avoid the collision, but their efforts cancelled out and Kashmir rammed Otranto on the port side amidships, a few miles off the rocky coast of Islay.

The impact punched a hole some 20 ft deep and 16 ft wide in Otranto, from below the waterline up to the boat deck. The hole was right at the bulkhead between the fore and aft stokeholds (boiler rooms) and both instantly flooded, killing most of the crewmen in those spaces. When the engine room flooded shortly afterwards, Otranto lost all electrical power and began to drift towards the cliffs of Islay. The water pressure caused other bulkheads to collapse, quickly flooding other spaces below the waterline and giving the ship a massive list to starboard. The impact also damaged many of the remaining lifeboats on that side. The crew attempted to use collision mats to cover the hole in the ship's side, but it proved to be too large. Kashmir's bow was crushed by the impact, although she was able to steam off when a wave forced the two ships apart soon after the collision.

The high winds and heavy seas prevented the launching of any lifeboats and Davidson had decided not to abandon ship just yet in the faint hope that some passengers and crewmen might be able to swim ashore once the ship got closer. About a half-hour after the collision, the destroyer HMS Mounsey (1915) appeared after searching for the convoy during the night. Despite Davidson's order to stand clear, Mounseys captain, Lieutenant Francis Craven, positioned his ship on Otrantos lee side to allow the men aboard the liner to jump aboard. Several times the two ships struck and the destroyer's hull was holed, her bridge smashed, two of three boiler rooms flooded, and many hull frames were broken by the force of the impacts. Nonetheless, Craven kept his small ship close and was able to rescue 300 American troops, 266 officers and crewmen from Otranto, one YMCA morale officer and 30 French fishermen, although many more men had been washed from the decks or crushed between the two ships. Despite the weight of the rescued men and the damage sustained in the rescue, Mounsey was able to reach Belfast safely although she was too badly damaged to return to her own home port against the storm. About three hours after the collision, a large wave dropped Otranto onto "Old Women's Reef", about three-quarters of a mile (1.2 km) offshore, near the entrance to Machir Bay, missing a sandy beach just north of the reef. The action of the enormous waves quickly broke the ship in half and then ripped her bottom out. Of the roughly 489 men aboard after Mounsey departed, only 21 (17 of these were American) were able to successfully swim ashore, although two of these, including one American, later died of their injuries. The islanders were able to rescue some of these men by pulling them up the coastal cliffs or from rocks just offshore. By the following morning, the liner had been completely demolished by the heavy seas and the coastline was strewn with wreckage and hundreds of bodies in piles up to 15 ft deep. A total of 316 Americans were found and buried on Islay and the nearby island of Muck.

The police sergeant at Bowmore, Malcolm McNeill, the maternal grandfather of a later (1999-2004) NATO general secretary, George Robertson, commended local people in his report: 'though they had so little, they gave so much to help' and also responded to enquiries from the American families of those lost from the Otranto (and in the 1918 SS Tuscania sinking).

Aftermath
Craven was awarded the Distinguished Service Order and the Navy Cross for gallantry displayed in Mounsey's rescue operation. The best estimate of the casualty toll from the disaster is a total of 470 men: 12 officers and 84 crewmen from Otranto, 1 officer and 357 American enlisted men, and 6 French fishermen. After the war, most of the American bodies were reinterred at Brookwood American Cemetery and Memorial in Surrey, England, or repatriated to the United States. And an 80 ft stone tower was built on the Mull of Oa by the American Red Cross to commemorate the men lost aboard Otranto and SS Tuscania (1914) which was sunk by a German U-boat nearby. The remains of the wreck were later salvaged by Keith Jessop.

title: HMS Otranto


text:
Peter Schumann

Peter Schumann (born 11 June 1934) is the co-founder and director of the Bread & Puppet Theater. Born in Silesia, he was a sculptor and dancer in Germany before moving to the United States in 1961. In 1963 he founded Bread & Puppet in New York City, and in 1970 moved to the Northeast Kingdom of Vermont, eventually settling in Glover, Vermont, where the company still performs. Schumann's best known work is the Domestic Resurrection Circus, performed annually by the Bread and Puppet Theater until 1998. He was married to theater co-founder Elka Schumann until her death in August 2021.

The Bread and Puppet Theater
Peter Schumann and his wife Elka co-founded the Bread and Puppet Theater in 1963 in New York City. The theater is named for its combination of puppetry shows with free freshly baked bread, generally served with a dipping sauce. The company is known, according to The Buffalo News for "anarchic, noncommercial, participatory and politically charged approach to art." Among the notable Bread and Puppet Theater shows directed by Schumann are "Nativity 1992", described by The New York Times as "an exemplar of performance folk art", and "The Divine Reality Comedy". He also participated in the Angry Arts week in January 1967.

The Domestic Resurrection Circus
After Bread & Puppet's first decade in New York City, Schumann decided to take an offer from Goddard College in Plainfield, Vermont, to become the college's first theater-in-residence. After a few years, Schumann composed his first Domestic Resurrection Circus. Blending vaudeville comedy with political commentary, as well as the company's trademark giant puppets, the Circus became a tradition each summer. After Schumann moved to Glover, Vermont, in 1973, the Circuses continued. The Domestic Resurrection Circus's last year was 1998, when over 30,000 people attended. Since then, a smaller circus is performed every weekend during the summer.

Palestine exhibits
In 2007 Schumann premiered "Independence Paintings: Inspired by Four Stories" in Boston and Burlington, Vermont. The series was inspired by ten days Schumann spent in the Occupied Territories of Palestine, as well as John Hersey's 'The Wall', a graphic account of the birth, development, and destruction of the Warsaw Ghetto, the largest of the Jewish ghettos established by Nazi Germany during the Jewish Holocaust. The series proved controversial, with critics labeling Schumann's works as "anti-Zionist", "anti-Semitic" and "soft-core Holocaust denial", accusations Schumann denied, stating that "I'm not saying that what's happening in Palestine is the same as what happened in Warsaw ... but it's certainly a reminder." While Schumann later acknowledged that he "may have unnecessarily hurt some people's feelings" with the series, he returned in 2008 to the theme of the Israeli–Palestinian conflict in his subsequent art series, "The University of Majd: The Story of a Palestinian Youth", which addresses a case of false imprisonment in Israel.

Published works

 * Puppen und Masken. Das Bread and Puppet Theater, Fischer, Frankfurt am Main/Germany, 1973.
 * The old art of puppetry in the new world order, 1993.
 * Bread: A lecture to art students at SUNY/Purchase, New York. 1987, reprint 1994.
 * Bread & Puppet. Green Man, 1996.

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

title: Peter Schumann


text:
James McMillan (politician)

James McMillan (May 12, 1838 – August 10, 1902) was a businessman and a Republican U.S. Senator from Michigan, as well as the chair of the McMillan Commission.

Biography
McMillan was born in Hamilton, Upper Canada, to William and Grace McMillan, both Scottish natives. He attended Hamilton public schools before moving to Detroit, Michigan, in 1855 to embark on a career in business. McMillan's first position was as a clerk for Buhl, Ducharme & Co., a wholesale hardware firm. At the age of 20, he left to become the purchasing agent for the Detroit & Milwaukee Railway. In 1863, he helped, along with John Stoughton Newberry, to organize the Michigan Car Company for the manufacture of freight cars. This business grew very rapidly, and in ten years it was one of the largest in the United States. Its success led to the formation of the Detroit Car Wheel Co., the Baugh Steam Forge Co., the Detroit Iron Furnace Co., and the Vulcan Furnace Co. He was also a major shareholder in the Detroit City Railway.

McMillan later built and became president of the Duluth, South Shore and Atlantic Railway. He was largely interested in shipbuilding and lake transportation companies. He was one of the largest owners of the Detroit and Cleveland Steam Navigation Co., and the Detroit Transportation Co., and was a director of several banks in Detroit. For three years he was president of the Detroit Board of Park Commissioners and for four years a member of the Detroit Board of Estimates. In 1886, he joined with John S. Newberry in contributing $100,000 each for the maintenance of a hospital in Detroit.

McMillan was the only person to be elected Chairman of the Michigan Republican Party three non-consecutive times (1879, 1886 and 1890). He was a presidential elector on the Republican ticket in 1884. He was elected as a Republican to the United States Senate in 1889 and was reelected in 1895 and 1901, serving from March 4, 1889, until his death. He was a dominant figure in the party, leading the business interests especially in opposition to Progressive reformer Governor Hazen S. Pingree in 1897–1900.

He was chairman of the Committee on Manufactures in the 51st and 52nd congresses, and of the Committee on the District of Columbia in the 54th through 57th congresses. He is also remembered for his chairmanship of the Senate Park Improvement Commission of the District of Columbia (better known as the McMillan Commission), which recommended the redesign of the National Mall to better reflect Pierre (Peter) Charles L'Enfant's plan for Washington, D.C. The McMillan Reservoir and the McMillan Sand Filtration Site in DC also bear his name.

Death
McMillan died in Manchester, Massachusetts, and is interred in Elmwood Cemetery in Detroit. He was survived by his wife Mary and their six children: William Charles, Grace Fisher, James Howard, Amy (wife of Sir John Lane Harrington, British ambassador to Ethiopia), Philip Hamilton and Francis Wetmore. Through his son James Howard McMillan, James is the great-great-grandfather of Baroness Sybille de Selys Longchamps, the mother of Princess Delphine of Belgium (Delphine Michèle Anne Marie Ghislaine de Saxe-Cobourg; born February 22, 1968), known previously as Jonkvrouw Delphine Boël, is a Belgian artist and member of the Belgian royal family. She is the daughter of King Albert II of Belgium with Baroness Sybille de Selys Longchamps, and the half-sister of King Philippe of Belgium. Before October 1, 2020, she belonged to the Belgian titled nobility and was legally Jonkvrouw Boël. On that date, she was lawfully recognised as Princess of Belgium with the style "Her Royal Highness".

title: James McMillan (politician)


text:
User talk:Cemyildiz

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User talk:Jjzeidner

Hello and welcome to Wikipedia! Hope you like it here, and stick around.

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Posting on user pages
J.J., I have moved your comment from User:Zestauferov's userpage to his talk page. It is generally not acceptable to post messages on people's user pages without their consent. JFW | T@lk  13:36, 3 Aug 2004 (UTC)

And thankyou for doing that Jdwolff (by the way I hope to meet up with you when I get back to the UK in September). OK, Jjzeidner, thankyou for your compliments and yes I would be very interested in joining in, but I am not sure I know enough about the issues yet. let me know what you hope to look ate specifically.Zestauferov 05:21, 7 Aug 2004 (UTC)

Warning
You are in danger of violating the three-revert rule on. Please cease further reverts or you may be blocked from further editing. Just zis Guy you know? 20:22, 11 May 2006 (UTC)

Linkspam
So far the only article space edits of yours that have seen have been promoting your own blog. You are in danger of violating the no spam rule. -- RHaworth (Talk | contribs) 19:42, 12 March 2008 (UTC)

Singularity
We are building an encyclopedia here, not fighting a war. We have policies here that govern what we can and cannot do (WP:RS, WP:NPOV, WP:SPS, WP:COI, WP:SPAM, WP:EL, WP:V and a host of others). Your insistence of adding links to your own blog can be counted as external link spamming (see WP:EL for what can be a valid external link) and might lead you to you being blocked. For any matter, we just state the facts, and leave the interpretation to users. Promoting any reference of interpretation over others is POV-oriented, which is against out principles of WP:NPOV and hence disallowed here. For software licensing stuff, we just state what the license is, we leave it to the user to decide what to infer from it. We do not say what it is suitable for and what it aint. The article makes it very clear it isn;t under the MSPL or MSRL (I think this is the other open source MS license), so there isn't any whitewashing going on here, but your insistence is propagandizing. Stop it. Talk out the issue first, in a calm civil way, without resorting to name calling and accusations. The way you are proceeding is detrimental to the entire Wikipedia and will only lead you to being blocked. --soum talk 06:06, 14 March 2008 (UTC)

title: User talk:Jjzeidner


text: Talk:Gwar

title: Talk:Gwar


text:
James McMillan

James (or Jim or Jimmy) McMillan or MacMillan may refer to:

Sportspeople

 * James McMillan (footballer, born c. 1866) (c. 1866–?), played for Sunderland
 * James McMillan (footballer, born 1869) (1869–1937), played for Scotland,Everton and St Bernard's
 * James McMillan (Scottish footballer), played for Notts County
 * Jim McMillan (Canadian football) (born 1952), American football player
 * Jim McMillan (speedway rider) (born 1945), Scottish motorcycle speedway rider
 * James McMillan (cricketer) (born 1978), New Zealand cricketer

Musicians

 * James MacMillan (born 1959), Scottish composer
 * James McMillan (trumpeter), British jazz trumpeter, record producer and founder and owner of Quietmoney Recordings

Politicians

 * James McMillan (politician) (1838–1902), U.S. Senator from Michigan
 * James Bryan McMillan (1916–1995), U.S. federal judge
 * Jimmy McMillan (born 1946), U.S. fringe politician, founder of Rent Is Too Damn High Party
 * James E. McMillan (died 1907), mayor of Victoria, British Columbia

Other

 * James McMillan (fur trader) (1783–1858), founder of Fort Langley, British Columbia
 * James W. McMillan (1825–1903), Union officer during the American Civil War
 * Lynching of Jim McMillan on June 18, 1919, in Alabama
 * James Francis McMillan (1948–2010), Scottish historian and author
 * J. W. McMillan (brick manufacturer) (1850–1925), Scottish brick manufacturer in the American South

title: James McMillan


text:
Talk:Conjunction

True or false: this article belongs at Conjunction (disambiguation) with Conjunction being a re-direct to Grammatical conjunction. 66.245.117.183 19:11, 2 Aug 2004 (UTC)

title: Talk:Conjunction


text:
Talk:Chrysler Horizon

First move
The following was found on Talbot Horizon. I changed that to a redirect to point here, but we should check to see if any information should be merged. —Morven 19:14, Aug 2, 2004 (UTC)

 * Talbot Europe launched the Simca Horizon as a French-built five-door hatchback in 1978, for a while it was sold in the USA as a Dodge Sunbeam. But for the first year it was unavailable in Britain.

 * That all changed at the end of 1979, when Chrysler sold its European division to PEUGEOT and the Horizon was badged across Europe as a Talbot. Production also took place at the Ryton plant in Coventry.

 * The Horizon was good to drive and reasonably practical but its design quickly became outdated in comparison with modern designs like the Ford Escort and Vauxhall Astra/Opel Kadett.

 * Horizon production ceased at the end of 1985 but the chassis lived on until 1993 underneath the new Peugeot 309, which was also built at Ryton.

 * Few people can remember that there was once a car called a /Talbot Horizon, and even fewer can remember that it was once European Car of the Year. It is probably one of the most forgotten cars in the history of motoring.

 * I can't find anything that useful here, Morven, and certainly didn't know the 309 and Horizon shared a platform. Sounds like it was written by that 213.122.x.x chap. Stombs 06:59, Jan 6, 2005 (UTC)

Electric model?
Chrysler -Talbot produced, but never marketed, a 4-passenger electric subcompact city car in the US in late 1977-early 1978/I actually saw a shipment of such cars on the lot of a Cioncinnati Chrysler-Plymouth dealer. I'm certain Chrysler would never have designed, profuced or deliverd such a car to dealers had it not been financially worthwhile. So my question is: Why did Chrysler never market this car? Who stood to lose if this elevtric car were marketed? Who stood to gain if it were not marketed? One thing is for certain: Had this electric car been marketed, the US and perhaps the rest of the world as well would have been much less dependent today on oil. JDS, Kefar-sava, Israel
 * I don't think it would have been feasible for Chrysler to actually mass produce those (if they weren't custom jobs), since they were close to bankruptcy during that time. --ApolloBoy 02:23, 6 May 2006 (UTC)
 * In the late '70's third party conversions (to electric) of mass produced gasoline automobiles were fairly widespread in the US. I worked at a Toyota dealer that had an electric Renault 5 in it's inventory that was eventually destroyed in the late '80's after sitting unsold for over 5 years. I suspect the Chryslers you saw were similar third party conversions (probably of an Omni or Horizon.) And, ApolloBoy is 100% right: Chrysler had a hard enough time not losing its shirt selling gas powered cars at the time.Meersman 05:59, 29 November 2006 (UTC)

Picture
We could do with a picture of a European Horizon - there was one of the American version, but I notice that someone has quite reserved it for the Omnirizon page.

Subcompact?
Apologies for some really bad edits, but I'm not sure about the designation of this car as a "subcompact" in the first sentence, in an article that then goes on to compare it to rivals such as the Golf and Escort, which are "compact" (and also, neither of those terms is in use in Europe anyway). Anyone got a bright idea as to how to make it consistent and correct? 92.21.143.70 (talk) 16:37, 3 March 2011 (UTC)
 * There is, of course, no simple answer because people of different sizes take a different view.  And there are different norms in different countries.   If you live in Sicily or Andalucia, an Opel Rekord or a Volvo 144 are large cars.   If you live in Germany or Sweden or Norway they are medium sized family cars.   Once you go to the land of the Chevrolet Impala the differences in perspective only increase.   The Horizon sold in considerable numbers on both sides of the Atlantic, albeit differently branded in different markets.   You can take a look at the opening para on the Vauxhall Victor to see one attempt (mine)at a solution.   Feel free to adapt that or to improve upon it for the Horizon.   Feel free to look at the Victor's talk page to see me banging on about the subject at greater length.   Happy day.   Charles01 (talk) 16:48, 3 March 2011 (UTC)

first British-built hatchback of this size?
The article says "The Horizon was the first British-built hatchback of this size — launched two years before the Vauxhall Astra, three years before the European Ford Escort Mark III and five years before the Austin Maestro.". What about the Austin Maxi?? Dieselnutjob (talk) 12:44, 28 April 2012 (UTC)

There's no such car as a Simca-Talbot Horizon
It's either a Chrysler-Talbot Horizon (with Chrysler pentastar) or a Talbot Horizon. Simca-Talbot never occurred simultaneously, since the Talbot badge was replacing Chrysler-Simca from 1979 with the PEUGEOT takeover of Chrysler Europe. See --Robert (talk) 22:43, 3 March 2014 (UTC)

 * DarkPrinz is a somewhat problematic user, just check out their history. He's moved countless pages relating to the French automobile industry, often to much worse names. I don't know what to say to stop him, and thought that Chrysler Horizon was a good compromise between the Eurocentric and the Americentric viewpoints. Other, more obvious, names are also better than the current mish-mash.  Mr.choppers |   ✎  01:11, 4 March 2014 (UTC)

Requested move 9 May 2021

 * The following is a closed discussion of a requested move. Please do not modify it. Subsequent comments should be made in a new section on the talk page. Editors desiring to contest the closing decision should consider a move review after discussing it on the closer's talk page. No further edits should be made to this discussion.

The result of the move request was: Well OK, after a month this has been lingering in RM queue, the only thing that everyone agrees about is that the current "Simca-Talbot Horizon" is inappropriate. Per WP:NOGOODOPTIONS I'm picking up Chrysler Horizon as a reasonable alternative proposed in the discussion and (I guess) allowed by WP:CARNAMES. Should anyone disagree, please open a new RM. No such user (talk) 14:41, 10 June 2021 (UTC)

Simca-Talbot Horizon → Chrysler Simca Horizon – The car was originally introduced as the Chrysler Simca Horizon (sometimes just called Simca, sometimes written "Chrysler-Simca") in its home market. "Simca-Talbot Horizon" is a mish-mash of names and was never applied. Simca-Talbot seems to have been briefly used on some marketing material during the transitional period, in 1980. It was also sold as the Chrysler Horizon (UK) and Talbot Horizon, and during a transition period (1980) it was often listed as the Talbot Simca Horizon. No one name is clearly more important than any other, and therefore the original domestic name should be the title of this page.  Mr.choppers |  ✎  13:26, 9 May 2021 (UTC)

 * Your opening premise is, I believe, incorrect.  The car was launched in France and Germany and Italy and Switzerland and and and as the "Simca Horizon".   It was launched in England, Scotland and Wales as the "Chrysler Horizon".   I don't know what name it was given in of Ireland ("northern" and / or "southern" as we called the two "halves" in England) - nor, indeed, in Sweden.  And when it turned up in the States it was badged as a Plymouth/Dodge and, especially under the skin, significantly different.

 * "Chrysler Simca Horizon" is a name applied retrospectively in an attempt to make sense of the muddle, and it has caught on with some, though not all, wikipedia contributors.  But applying it to the car as though that is the name with which it was launched, marketed and sold is an unnecessary anachronism aka wrong.   I agree with your opinion that "no one name is clearly more important than any other".  But there is a logical disconnect in where you let this take you.   The car was manufactured in France and rebadged for sale in England.   If your starting point is that "the original domestic name should be the title of this page", then you should be opting for "Simca Horizon".   The car was indeed assembled also in Spain using subassemblies imported from France.   With Caudillo Franco dead and the Spanish government desperate to join the EEC, there had been a massive and recent dilution of the "local content" requirements, when it came to defining what could be taxed as a domestically produced car and what had to be punitively priced as an import.

 * As far as I recall, and according to wiki-en the "Chrysler Horizon" was also assembled in England, but volumes were modest, and Ryton/Coventry assembly started only AFTER the thing had been rebranded as the "Talbot Horizon" (Chrysler having by then sold the European manufacturing and marketing operations of "former Rootes" and "former Simca" to Peugeot).   I would assume - though the manufacturer's marketing department would have kept quiet about this - that English assembly used imported engines and body pressings.   You'd hardly import all the tooling needed to build in Coventry an ancient Simca-designed engine in the small volumes needed for British sales just of the Horizon and Alpine.   Ditto the heavy presses for a relatively small volume of body panels.

 * As for wishing to avoid a "mish-mash of names", that's great and I agree.  Order out of chaos:  what's not to like?   But it's not really the mission of wikipedia to apply a name retrospectively in order to impose a false semblance of order on the chaos that was Chrysler's Europe organisation during the 1970s.   Nevertheless, if you believe that "the original domestic name should be the title of this page", then your vote will go to "Simca Horizon".   The Brits won't like it, though!

 * Be well Charles01 (talk) 09:21, 13 May 2021 (UTC)

 * PS - Different language versions of wikipedia seem to embrace differing levels of wiki-muddle about the naming of this car.  However, the German language entry spells it out with teutonic clarity in a couple of lines.   And I happen to know that your German is a whole lot better than mine!   Copy ;n paste: "Die Markteinführung fand im September 1978 als Simca Horizon von Chrysler Europa statt. Der Wagen wurde (als Simca Horizon) zum „Auto des Jahres 1979“ gewählt. ...Da PEUGEO den europäischen Zweig von Chrysler im Sommer 1978 aufgekauft hatte, wurde das Fahrzeug [erst] August 1979 durch den neuen Eigentümer weitervertrieben, jetzt unter dem neuen Label Talbot-Simca Horizon. [Erst] Frühjahr 1980 fiel der Name Simca ganz weg. "

 * - yes, and until a week ago I thought the car was called simply Simca Horizon when first introduced. But then I went and looked at some late seventies French new car guides as well as at some of the introductory brochures, and nearly all of them read "Chrysler Simca" or "Chrysler-Simca". Here an original press photo. I do not have a strong preference for either name, I would just like to find out what its name was and give this page a stable, correct title. I am beginning to suspect that Chrysler (or Simca) never knew themselves. The thing even had a "Chrysler" badge on the leading edge of the bonnet, and Simca badges on the boot. I have even found a 1980 brochure which does call it "Simca-Talbot"... I suggest we enjoy this period German video, which sometimes calls it "Chrysler-Simca" and sometimes just Simca. Yet another period image.

 * Long story short, I am okay with Simca Horizon but the majority of sources I could find point to Chrysler Simca Horizon. Best,  Mr.choppers |   ✎  13:37, 13 May 2021 (UTC)

 * Intriguing stuff.  In terms of timelines, French wiki says it was presented [to the press] in October 1977 and went on sale in January 1978.   I guess I'll go with that, although when I was in France for a couple of days in May or June 1978 there were still  very few around.   (But ... I nevertheless found one before I came home.)

 * The brochure you show which identifies it as a "Chrysler Simca Horizon" would be more persuasive on this business if it was in French, but from details provide by the uploader it appears to be in Dutch.

 * On your next link, I'm afraid by the time I got to it it had turned a bit fuzzy.  I cannot tell where the "original press photo" was produced, nor which market it was targetting nor the date.   There is what looks like an address on the bottom left but I cannot read it.   Might there be a better copy somewhere?

 * On "yet another period image" that certainly includes the words Chrysler and Simca next to each other.  I cannot read what is actually written on the leading edge of the bonnet/hood at the front.   Intentional ambiguity?

 * For some reason I couldn't get past some google crap about google cookies which wanted me to click one of those "I agree" buttons from Google, so I have yet to access the "period German video".  But I sense that you included this "for fun" rather than "as evidence".   Dank U en tack.

 * By 1980 they do indeed seem to have been calling it Simca-Talbot in some markets, but that's not necessarily the same as the launch name. I don't find wiki-fr or wiki-en terribly clear on when it was called what.   Hang on, I have another idea ... I'll ask Rene Bellu:

 * In "Toutes les voitures francaises 1979 - salon 1978", the manufacturers are listed alphabetically and "Chrysler France" is listed under "C" - between "Chapron" and "Citroen", and on pages 9 - 14.  But that doesn't answer the question about what the Horizon was called.   Much of the intro rubric is concerned with the Peugeot take-over:   "Chrysler France deviendra juridiquement une filiale de PSA-Peugoet-Citroen a partir di 1 janvier 1979" (with apologies for my typoes and laziness about not adding the accents).   The Horizon gets almost two pages to itself, on pages 11-12.   Almost always he just calles it "la Horizon".   There was a new variant which he calls simply "la nouvelle Horizon SX".   I begin to believe that Rene Bellu agrees with you where you write, "... that Chrysler (or Simca) never knew themselves".   Except, Rene Bellu was there at the time as a specialist journalist interested in the auto industry, so presumably he asked the right questions even if they would not give him clear answers.   I was about to give up on Rene Bellu when I got to the second paragraph on page 12.   There he writes, "La Simca Horizon SX utilise le moteur 1442 cm3 de l'Horizon SX mais avec une puissance [plus elevee] pour compenser les pertes d'energie dues a la transmission automatique".   So when writing what amounts to a detailed report on the October 1978 Paris motor show, when the car had been on sale for approximately ten months, he calls it a "Simca Horizon" one time and a "Horizon" lots of times.   He does not call it a "Chrysler Horizon", and of course at that point no one knew (except, perhaps, at Sochaux) that Peugeot would add the "Talbot" label half way through 1979.

 * So .... without knowing more about (1) the dates and (2) the target markets (evident from the languages / address?) for the links you produce, I do not know how much weight to give them.  But based on the evidence that I do have about the French market, I still think that it was launched and for more than a year sold in France as the "Simca Horizon", but I also sense that Chrysler France would have been aware that, if they were ever able to agree terms with a buyer for their European business a change in ownership was on the way, and they may already have been soft pedalling on promoting the "Simca" brand with this new model, even in France itself.

 * As an aside, you may be aware that in 1954, when Simca took over the Ford France business and the much prized Poissy plant, the Ford Vedette was immediately rebadged as the Simca Vedette in France (and Belgium) even though in Sweden I understand they went on badging it as the Ford Vedette for several more years.  So ... when it came to (1) avoiding Anerican car names on the home market and (2) being confusing about their brands and model names ... these guys had form.

 * No further thoughts.  Unless you will give us more on the dates and languages for those links you included, and for which thank you.

 * Best wishes Charles01 (talk) 15:13, 13 May 2021 (UTC)
 * I guess it was a "Simca Horizon" but as it was built by Chrysler, it also included Chrysler badges and mentions here and there? FWIW, a lot of people refer to it as the last Simca. I am unsure what it was called in Sweden, but it had zero impact and our market doesn't really count when it comes to French cars. l'Automobile Journal write "Chrysler Simca Horizon", but again, it can be read as manufacturer—brand—model and I am not sure what the naming guidelines are or what's the best name. It's as if Toyota printed brochures that read "Toyota Lexus LS400".  Mr.choppers |   ✎  20:53, 13 May 2021 (UTC)

 * We know - think we know - Chrysler was in a desperately dire state at the time, so presumably French management in France (no doubt in a team peppered with the odd depressed American who understood little French keeping an eye on them) did what worked for them, while the guys in the US were focused on Chrysler US.  So I guess it's not entirely to be wondered at if even at the time they didn't allocate too much marketing budget to letting the punters know what to call it, even to the extent they agreed the matter among themselves.   In England lots of people had negative associations concerning the Chrysler name which was associated with the recently intensified decline of a formerly proud set of brands (Hillman/Singer/Sunbeam/Humber): and the Simca marque suffered from being French without being particularly "interesting" (Renault 16, Citroens) or dependable (Peugeot).   And then there was Simca.   Actually the Simca 1100 had its admirers in England and Scotland, which gave the Horizon a bit of credibility as its successor.  I think they must have sold more Horizons in England than in Sweden.   But it was still pretty niche, despite competing in a growing and trendy sector (Morris 1100/ Ford Escort and hatchbacks trying to be like the Golf but more aggressively priced ie cheaper).  The poor Horizon lacked too much kudos even in England, where Chrysler-Simca did at least have access to quite a large dealership network.   Elsewhere in Europe - apart from France and Spain - it was a bit of a "so-what?" car.   Not too much attention paid to what to call it.   And as with Toyotas and Mitsubishis and Datsuns/Nissans, what you or I want to call it will depend to some extent on the motor magazines we were reading in the 1970s and 1980s in/from which ever country / countries we lived in at the time.  I think I think that of the available options "Simca Horizon" probably still works best for me, even though back in 1978 and 1979 I'd have been reading about it in Autocar, Motor and (especially) "Car Magazine" as the "Chrysler Horizon - Car of the Year! 1979".  Over the years I remember that I've uploaded at least one picture of a French-built "Chrysler" from that period, only to have some wiki-comrade helpfully correct the name from "Chrysler" to "Simca".   I guess that may be part of what's influencing me on this discussion.   Ho hum.  Charles01 (talk) 08:57, 14 May 2021 (UTC)

 * It seems like it was called the "Talbot Horizon" during most of its life, both in its home market and in other markets. Wouldn't that be a good article title, even if it wasn't its first name? ⛐ Boivie (talk) 15:41, 14 May 2021 (UTC)
 * I could have swore that WP:CARNAMES stated that we are to use the introductory name when none takes precedence, but apparently I dreamt that (or it was changed since I last read it). [throws up hands and walks away].  Mr.choppers |   ✎  00:44, 15 May 2021 (UTC)
 * After reading WP:CARNAMES myself a couple of times, I can agree as well. At the very least, the current title needs to be changed (it combines two brands, used consecutively).  Along for pure simplicity, judging from the article, it looks like Chrysler Horizon is the most appropriate candidate (Simca was largely exclusive to France; Talbot replaced both from 1979 onward).  Thankfully, the American version is titled under Dodge Omni, minimizing potential confusion.  -SteveCof00 (talk) 07:26, 31 May 2021 (UTC)

What is the rationale for the article's current name? Two things about it strike me as a bit odd: the hyphenation of Simca and Talbot, and the absence of any reference to Chrysler (considering that the article states it was "designed by Chrysler Europe" and "produced ... under the Chrysler, Simca, and Talbot nameplates"). PaleCloudedWhite (talk) 08:18, 6 June 2021 (UTC) The discussion above is closed. Please do not modify it. Subsequent comments should be made on the appropriate discussion page. No further edits should be made to this discussion.

title: Talk:Chrysler Horizon


text: Category:Car classifications

title: Category:Car classifications


text:
Gennady Manakov

Gennady Mikhailovich Manakov (Геннадий Михайлович Манаков; 1 June 1950 – 26 September 2019) was a Soviet and Russian cosmonaut who commanded two Soyuz flights to the Mir space station.

He was born in Yefimovka, Chkalov Oblast, Russian SFSR, on 1 June 1950. He was selected on 2 September 1985 and flew as Commander on Soyuz TM-10 and Soyuz TM-16, before retiring on 20 December 1996. He was married with two children. He died on 26 September 2019 according to a statement from his friend, Cosmonaut Maksim Surayev.

Awards

 * Hero of the Soviet Union
 * Pilot-Cosmonaut of the USSR
 * Order of Military Merit
 * Order of Lenin
 * Order of Friendship of Peoples
 * Medal "For Merit in Space Exploration"
 * Officer of the Legion of Honour (France)

title: Gennady Manakov


text:
Vita Pavlysh

Viktoriya Anatoliïvna Pavlysh (Вікторія Анатопіївна Павпиш; born 15 January 1969 in Kharkov, Ukrainian SSR, Soviet Union) is a former Ukrainian track and field athlete who specialized in the shot put.

Pavlysh was stripped of her 1999 IAAF World Indoor Championships gold medal after she had tested positive for anabolic steroid stanozolol at the event in Maebashi, Japan. She claimed that she may have taken the drug to aid her recovery from injury. For this offence she received a two-year ban.

Five years later at the 2004 IAAF World Indoor Championships in Budapest, Hungary she won the title again only to fail the drug test for the same reason. She was again stripped of her title and banned from athletics for life.

Whether because of her drug-use or not, Pavlysh was famed for her very muscular lower body. During a state television show her middle-thigh was measured at 98 cm and her calf at 65 cm.

authors: Ілля Криворучко

title: Vita Pavlysh


text:
Talk:Galactic Empire (Asimov)

Comments
In Prelude to Foundation it is quoted that there are only 25 million inhabited worlds. Although at the time of the novel, 12020 GE, it is possible that the number of worlds had decreased from 200 at the peak of the Empire. Just a thought. Furthermore, isn't a date of closer to 12,000 AD a better fit to the date that the Galactic Era started? It seems like at the end of Foundation and Earth, R. Daneel Olivaw says something like he is over 20,000 years old at that time (close to 12570 GE), and in The Caves of Steel it was quoted that he was built something like 3,000 years after the founding of New York. Another thought. Cbing01 19:16, 2 Aug 2004 (UTC)

It is amusing to note that, where it anyone less famous than George Lucas, people might say Coruscant was plagerised from Trantor, rather than using such a kind word as 'borrowed'.

 * If you accuse Lucas of plagerism, goons turn up at your house and they never find your corpse. I thought everyone knew that.  —Preceding unsigned comment added by 195.171.111.194 (talk) 13:24, 12 September 2007 (UTC)

Fair use rationale for Image:Starship and Sun.jpg
Image:Starship and Sun.jpg is being used on this article. I notice the image page specifies that the image is being used under fair use but there is no explanation or rationale as to why its use in this Wikipedia article constitutes fair use. In addition to the boilerplate fair use template, you must also write out on the image description page a specific explanation or rationale for why using this image in each article is consistent with fair use.

Please go to the image description page and edit it to include a fair use rationale. Using one of the templates at Fair use rationale guideline is an easy way to insure that your image is in compliance with Wikipedia policy, but remember that you must complete the template. Do not simply insert a blank template on an image page.

If there is other fair use media, consider checking that you have specified the fair use rationale on the other images used on this page. Note that any fair use images lacking such an explanation can be deleted one week after being tagged, as described on criteria for speedy deletion. If you have any questions please ask them at the Media copyright questions page. Thank you.

BetacommandBot (talk) 06:21, 24 January 2008 (UTC)

List of emperors
I like the trivial minutae of certain works of fiction as much as the next guy, but in recent years lists like this have been deemed WP:Trivia or WP:Fancruft, and removed. Most of these names aren't even actual characters in any of the books. Wikipedia once had many fancrufty lists and articles, some of which were even created by a younger me, but they are gone now because we have tight content guidelines here. Interested fans can this information (and more) at or ; franchise-specific wikis like these have few restrictions on content as compared to Wikipedia's stricter guidelines.— TAnthonyTalk 17:22, 5 August 2019 (UTC)

Pirate hommage
Should be included: the pirate library nammed after this "Imperial library of Trantor", on the darkweb. — Preceding unsigned comment added by 87.91.51.235 (talk) 10:11, 14 December 2020 (UTC)

Trantor in Star Wars?
I'm not a Star Wars expert, but I've seen every movie and never heard of Trantor. I'm calling BS and removing this statement

There is a planet called Trantor in the Star Wars universe, and it is also an ecumenopolis and the home of trantor pigeons (and is located in the galaxy's Deep Core).

until this statement is verified by a reliable source. Unschool 22:04, 4 April 2021 (UTC)

title: Talk:Galactic Empire (Asimov)


text:
Bijapur

Bijapur (officially Vijayapura ) is the district headquarters of Bijapur district of the Karnataka state of India. It is also the headquarters for Bijapur Taluk. Bijapur city is well known for its historical monuments of architectural importance built during the rule of the Adil Shahi dynasty. It is also well known for the popular Karnataka premier league team, the Bijapur Bulls. Bijapur is located 519 km northwest of the state capital Bangalore and about 550 km from Mumbai and 210 km north east of the city of Belgaum.

The city was established in the 10th–11th centuries by the Kalyani Chalukyas and was known as Vijayapura (city of victory). The city was passed to Yadavas after Chalukya's demise. In 1347, the area was conquered by the Bahmani Sultanate. After the split of the Bahmani Sultanate, the Bijapur Sultanate ruled from the city. Relics of the Sultanates' rule can be found in the city, including the Bijapur Fort, Bara Kaman, Jama Masjid, and Gol Gumbaz.

Bijapur, one of the popular heritage cities in Karnataka, is also one of the top ten populated cities in Karnataka. Bijapur city was declared as one of the corporations in the state of Karnataka in 2013. Bijapur urban population as per 2011 census was 326,000, perhaps the 9th biggest city in Karnataka. Vijayapura Mahanagara Palike (VMP) is the newest Municipal Corporation formed under the KMC act, along with Shimoga and Tumkur Municipal Corporations. Administratively, Bijapur district comes under Belgaum division along with Bagalkote, Belgaum, Dharwad, Gadag, Haveri and Uttara Kannada (Karwar) districts.

Civic administration of the city is managed by the Bijapur City Corporation and office of Deputy Commissioner in Bijapur. The office of Deputy Commissioner has the responsibility for rural areas in Bijapur, while the corporation administers the city of Bijapur. Effective administration of the heritage city of Bijapur is the main purpose of the Vijayapura City Corporation.

Early history
The Bijapur district is historically, traditionally and legendarily, one of the richest districts in the state. Evidence found here reveals that it was an inhabited place since the Stone Age. The history of this district is divided into four periods, from the Chalukya acquisition of Badami till the Muslim invasion.

The early Western Chalukya period lasted from about 535 to about 757; the Rastrakuta period from 757 to 973; the Kalachuri and Hoysala period from 973 to about 1200; the Devagiri Yadava period from 1185 to the Muslim conquest of Devagiri in  1312.

Bahmani and Bijapur Sultanates
Bijapur first came under the influence of Alauddin Khalji, the Sultan of Delhi, towards the end of the 13th century, and then under the Bahmani sultans of Bidar in 1347. In 1347, when the Bahamani Sultanate was established, it included southern and eastern parts of Bijapur district. The Sultanate was divided into several provinces, including Bijapur. The capital of the province was Bijapur with boundaries extending to present parts of North Karnataka south and west of Maharashtra including the Konkan, and was a centre for trading overseas. The supremacy of the Bahmanis likely ceased by 1490. At that time five dynasties were born, and one of them was the Adil Shahi dynasty. In 1518, the Bahmani Sultanate formally split into five splinter states known as the Deccan sultanates, ruled by the aforementioned five dynasties. The sultans of the Bijapur Sultanate ruled from 1490 to 1686. The city of Bijapur owes much of its greatness to Yusuf Adil Shah, the founder of the independent state of Bijapur.

The Mughal emperor Aurangazeb conquered Bijapur from the Adil Shahis in 1686 and had two years prior turned Bijapur into a subah. Bijapur was under Mughal rule up to 1723. In 1724 the Nizam of Hyderabad State established his independence in the Deccan and included Bijapur within his dominion. However, his acquisition on this portion was of brief duration, in 1760 it went into the hands of the Maratha Confederacy.

British Colonial period
After the 1818 defeat of the Peshwa by the British in the Third Anglo-Maratha War, Bijapur passed into the hands of the British East India Company, and was assigned to the Maratha princely state Satara.

In 1817, war broke out between the British and the Marathas. By 1818, the whole of Bijapur was occupied by the British and was included in the territory assigned to the Raja of Satara. In 1848 the territory of Satara was obtained through the failure of heir and the British rule started. Till 1884, the Bijapur district had headquarters at Kaladagi. Bijapur was made headquarters in 1885.

Post-Independence
After Independence, the movement for re-organisation of States gained further momentum and on 1 November 1956 a separate "Mysore State" was formed. By the wish of the people it was renamed as "Karnataka". Thus, the district Bijapur along with other Kannada speaking areas became a part of "Karnataka State" on 1 November 1956.

Central government had approved the request to rename the city in October 2014 from Bijapur to "Vijayapura" on 1 November 2014.

Geography
Bijapur is located 519 km from the state capital Bangalore, 163 km from Kalaburagi, 196 km from Hubli, 212 km from Belagavi. Bijapur has a semi-arid climate. It is located at 16.83°N, 75.7°W. It has an average elevation of 606 metres (1988 ft). The district has two types of soil. The first is "deep black soil" (or yeari bhoomi), which is good for the crops like jawar, wheat, pulses, sunflower, etc. The major portion of the district consists of this kind of soil which has a great moisture-holding capacity. The second type is "red soil‟ (or masari /maddi bhoomi), which is generally poor, good for irrigation and horticulture.

Krishna river is the most important river of the district. It flows about 125 miles in the district. A dam is built across the river at Almatti. Bhima river flows in northern part of district for about 20 miles. It overflows in the rainy season and spreads over a wider area, which is thereby rendered extremely fertile land. In central part of district Doni river flows.

Climate and temperature
The climate of Bijapur district is generally dry and healthy. In summer, especially in April and May, it is very hot; at that time the temperature lays between 40-degrees Celsius to 42-degrees Celsius. In the winter season, from November to January, the temperature is between 15-degrees Celsius to 20-degrees Celsius. Usually the district has dry weather, so the humidity varies from 10% to 30%. The district has 34 rain gauge stations. The average annual rainfall for the whole district is 552.8 mm, with 37.2 rainy days. The monsoon generally reaches the district by June and lasts till October. Though the total rainfall is not high, the district benefits both from the south-west and the north-east monsoons. The annual rainfall varies from place to place within the district.

Description
The city consists of three distinct portions: the citadel, the fort and the remains of the city. The citadel, built by the Adilshahi Sultans, a mile in circuit, is of great strength, well built of the most massive materials, and encompassed by a ditch 100 yd wide, formerly supplied with water. The fort, which was completed by the Adilshahi Sultans in 1566, is surrounded by a wall 6 m. in circumference. This wall is from 30 to 50 ft high, and is strengthened with ninety-six massive bastions of various designs. In addition there are ten others at the various gateways. The width is about 25 ft; from bastion to bastion runs a battlement curtained wall about 10 ft high. The whole is surrounded by a deep moat 30 to 40 ft broad. Inside these walls the Bijapur kings bade defiance to all comers. Outside the walls are the remains of a vast city, now for the most part in ruins, but the innumerable tombs, mosques, which have resisted the havoc of time, afford abundant evidence of the ancient splendor of the place. Badami, Aihole, and Pattadakal, near Bijapur, are noted for their historical temples in the Chalukya architectural style.

Bijapur is nearly 530 km from the state capital Bangalore. It lies between latitude 15.20 and 17.28 north and longitude 74.59 and 76.28 east. It is situated well in the interior of the Deccan Peninsula and is about 130 miles away from the west coast.

The district is bounded by Solapur district to the north and Sangli district to the north-west, Belgaum district on the west, Bagalkot district to the south, Gulbarga district, Yadgir District to the east and Raichur District to the south-east.

About the city

 * The place is an important tourist place in the country, the former capital of the Adilshahi dynasty, situated about 579 km to the north-west of Bangalore. The Gadag–Solapur railway line traverses via this place. The Kalyani Chalukya kings made it a sub-capital according to an inscription of 1073. It is believed that Jain Poet Nagachandra, 12th century, had his residence here. The place had old names like Vijayapura, Vidyapura and Mohamudpura. For nearly 200 years from 1489 to 1686, this was the seat of the Adilshahi dynasty.
 * Among the other historical attractions at Bijapur, some notable ones are the Anand Mahal, Jod Gumbaz, Jumma Masjid, Saat Manzil, and Jal Manzil. also among old houses at Bijapur, the most famous is Elavia House (Nauzer Elavia) which is more than 100 years old.
 * Bijapur City was also held by Aurangzeb, the Nizam, Savanur Nawab, Satara Chatrapati and finally the British. Foreign travellers like Duarte Barbosa, Varthema, Poser, Mandeslo and Travernier visited this place.
 * The Ibrahim Rouza and the Gol Gumbaz are the most impressive monuments at Bijapur. A brief survey of spots of note in the city is given below.
 * Ain-ul-mulk's tomb and mosque Lies on the eastern outskirts of the city and is the solid structure in square, surrounded by a fair proportioned dome. The tomb belongs to Ain-ul-mulk. Close by this the much adorned mosque and the building is plastered.
 * Ali Adil Shah I's tomb lies in the south-west part of the city. Ali Adilshah's Tomb is a simple modest building containing an outer row of five arches surrounding a central chamber and is the earliest royal mausoleum in Bijapur.
 * Ali Adil Sha II's tomb is located to the north-west of the citadel, and is housed in a big square roofless structure consisting of incomplete arches in dark basalt. This incomplete structure is 215 ft square and on the raised platform stand the incomplete arches. In the centre on the elevated platform are the tombs.
 * Ali Shahi Pir's mosque and tomb is a square massive structure, its mihrab is remarkable in some ways. The tomb of the saint is outside the north-east gate of the mosque.
 * Khwaja Amin Dargah is considered as the most sacred in the city and is situated about 1.5 km to the west of Bijapur. The tomb of Khwaja Amin-ud-din is on the high ground and conspicuous landmark for considerable distance round about.
 * Anand Mahal is to the west of Gagan Mahal and in the premises of the citadel stands this two-storeyed mansion. This was constructed by Ibrahim Adil Sha II in 1589, exclusively for music and dance. The roof was ornamented with stucco work. The Ananda Mahal presently is being used by the State for Government offices.
 * Andu Masjid stands a little away from the citadel to the west of the Jumanal road. It is a two-storey structure; the upper floor is a prayer chamber while the ground is a hall. There is no pulpit in the mosque and probably it was restricted to the prayer of women. A Persian inscription here quotes that the mosque was constructed in 1608 by Itbar Khan, one of the nobles in the Court of Adil Shai II.
 * Aras Mahal Is to the south-east of Adalat Mahal and was once a joy resort of Ali II. It is now the residence of the District Surgeon.
 * Ark-Killa the citadel is at the centre of the city. It is also most important part of Bijapur. Yusuf Adilshah chose it as the site for his fort. The present citadel is nearly circular. Its defences are a strong wall with several bastions of considerable strength on the south and east.
 * Asar Mahal on the crest of the eastern glacis of the citadel is the Asar Mahal. In about 1646 it was constructed by Muhammad Shah and was earlier called as Adalat Mahal. The walls and ceilings of the rooms bear paintings of landscapes and various designs. The room of the south side of the gilded hall is a gorgeously painted apartment. These paintings had been whitewashed by the orders of Aurangzeb and later restored. There is a big square tank outside in front of the building.
 * Aurangzeb Idgah Is a large square enclosure built by Aurangzeb in 1682 after the occupation of the city as a gathering place for Muslims on important days.
 * Bukhari Masjid is believed to have been constructed by Chandbibi for a moulvi of the Bukhari family. On the door of the Masjid there is a Persian Inscription.
 * Chand Bavadi is a well constructed by Ali Adil Shah I in honour of his wife Chand Bibi in the year 1579. It is at the west corner of the town. The entrance is spanned by a single arch, approached by a descending flight of steps.
 * Chota Asar is a small building, remarkable for the amount of rich ornamentation in stucco which covers the wall, ceiling and a portion of the façade.
 * Chini Mahal or Faroukh Mahal is an edifice that consists of a big lofty durbar hall in the centre and series of rooms in the wings. Yusuf Adil Shah constructed it. For its sheer size and loftiness none of the hall in any other palace of Bijapur can be compared with it.

Sufis of Bijapur
Arrival of Sufis in the Bijapur region was started during the reign of Qutbuddin Aibak. During this period Deccan was under the control of native Hindu rulers and Palegars. Shaikh Haji Roomi was the first to arrive in Bijapur with his companions. Although his other comrades like Shaikh Salahuddin, Shaikh Saiful Mulk and Syed Haji Makki were settled in Pune, Haidra and Tikota respectively.

According to Tazkiraye Auliyae Dakkan i.e., Biographies of the saints of the Deccan, compiled by Abdul Jabbar Mulkapuri in 1912–1913, Sufi Sarmast was one of the earliest sufi of this region. He came to the Deccan from Arabia in the 13th Century at a time when the Deccan was a land of unbelievers with no sign of Islam or correct faith anywhere. His companions, pupils (fakir), disciples (murid), and soldiers (ghazi), numbered over seven hundred. He settled in Sagar in Solapur district. There, a zealous and anti-Muslim raja named Kumaram (Kumara Rama) wished to expel Sufi Sarmast, and his companions having also prepared to a struggle, a bitter fight ensued. Heroes on both sides were slain. Finally the raja was killed by the hand of his daughter. Countless Hindus were killed, and at this time Lakhi Khan Afghan and Nimat Khan came from Delhi to assist him. Hindus were defeated and the Muslims were victorious. The rest of the Hindus, having accepted tributary status, made peace. Since by nature he was fundamentally not combative, Sufi Sarmast spread the religion of Mohammed and befriended the hearts of Hindus. Having seen his fine virtue s and uncommon justice, many Hindus of that time accepted Islam, finally he died in the year A.H.680 i.e., 1281 A.D.

After this period arrival of Sufis in Bijapur and suburbs was started. Ainuddin Gahjul Ilm Dehelvi narrates that Ibrahim Sangane was one of the early Sufis of Bijapur parish. Sufis of Bijapur can be divided into three categories according to period of their arrival viz., Sufis before Bahmani and / or Adil Shahi Dynasty, Sufis during Adil Shahi Dynasty and Sufis after the fall of Adil Shahi Dynasty. And further it can be classified as Sufis as warriors, Sufis as social reformers, Sufis as scholars, poets and writers.

Ibrahim Zubairi writes in his book Rouzatul Auliyae Beejapore (compiled during 1895) which describes that more than 30 tombs or Dargahs are there in Bijapur with more than 300 Khankahs i.e., Islamic Missionary Schools with notable number of disciples of different lineage like Hasani Sadat, Husaini Sadat, Razavi Sadat, Kazmi Sadat, Shaikh Siddiquis, Farooquis, Usmanis, Alvis, Abbasees and other and spiritual chains like Quadari, Chishti, Suharwardi, Naqshbandi, Shuttari, Haidari etc.

Demographics
Bijapur City had a population of 326,360 population as per census 2011. Males constitute 51% of the population and females 49%. Bijapur has an effective literacy rate of 83.43%, higher than the national average of 74%; with male literacy of 88.92% and female literacy of 77.86%. 12% of the population is under 6 years of age. Kannada is the major language spoken here.

At the time of the 2011 census, 51.43% of the population spoke Kannada, 34.35% Urdu, 5.38% Marathi, 3.85% Lambadi, 2.01% Hindi and 1.17% Telugu as their first language.

Road
Bijapur is geographically and strategically well connected through major cities by four lane NH-13 (Solapur–Mangalore) (now NH50), NH-218 (Hubli–Humnabad) and other state highways. The main stand in Bijapur is near the southwestern side of the citadel, near the city center. Bus services to Badami, Belgaum, Almatti, Gulbarga, Bidar, Hubli, Solapur and Sangli, Miraj are frequent. Bijapur is geographically & strategically well connected through major cities by four lane NH 13(Solapur–Mangalore) (now NH50), NH-218 (Hubli–Humnabad) and other state highways. Bijapur is a big road transport hub and its state run bus transport division has 6 depots/units and comes under Kalyana Karnataka Road Transport Corporation (KKRTC) headquartered at Gulbarga. The division plys many premium multi-axle coaches, sleeper coach, sitting push back coach with AC and Non AC with makers like Volvo, Mercedes-Benz, Isuzu Tata Motors, Ashok Leyland, Mitsubishi etc. services to Bangalore, Mumbai, Pune, Hyderabad, Mangalore, Mysore, Hubli, Belgaum and other major cities.

Railways
Bijapur is well connected by rail with Bangalore and other major cities of India (Mumbai, Hyderabad, Ahmedabad, Hubli and Solapur). It has its own railhead that is located just 2 km from the main town.

Bijapur railway station is connected by a broad-gauge railway (Gadag–Hotgi railway line) to Hotgi Junction near Solapur railway station and Kurduvadi railway station on Central Railway towards the north and to Bagalkote and Gadag junction on South Western Railway towards the south. Bijapur is connected with direct trains to Solapur, Bagalkote, Gadag, Dharwad, Ballari, Yeswanthpur (Bangalore), Hubli, Mumbai, Hyderabad and Ahmedabad. Bijapur comes under Hubli division of South Western Railway (SWR)

Direct railway line to Gulbarga and Belgaum

Bijapur–Shahabad is a proposed new railway line (via Devar Hippargi, Sindgi, Jewargi) and was sanctioned in the state budget of 2010–11.

Bijapur–Shedbal is a proposed new railway line (via Tikota, Athani, Shedbal) survey has been completed and submitted to South Western Railway Hubli.

GoK's intention is to develop Bijapur - Gulbarga belt as a cement & steel hub, which has created a need for a direct railway line between Bijapur and Shahabad. This would also be able to carry coal from the Jharkhand and Singareni collieries for NTPC's 4000 MW Power Project in Kudagi (Basavana Bagewadi Taluk). The Bijapur–Shahabad line would run 156.60 km and be under the South Western Railway. Partial private sector financing is required; however, state government will contribute two-thirds of the project cost of the railway line, which is estimated at Rs. 12 billion over the first five years, in a role as an investor in return for a share in the profits.

A similar proposal has been made for sugar belt on the Bijapur Athani Belgaum new line, which will also provide shorter connectivity from Goa to Solapur, Gulbarga, Bidar, Nagpur, Kolkata. The line would run 112.3 km and be under South Western Railway, if project is taken into consideration it will be on 50:50 cost sharing basis on both state and railways.

Air transport
The nearest airport is at Gulbarga (152 km). Many airlines connect Bijapur to the rest of India via this airport. A greenfield airport which can accommodate ATR 72 & Airbus 320 (expansion afterwards) is currently being built by the Karnataka government. The land has already been acquired. Bijapur Airport will be built by the Karnataka State Industrial and Infrastructure Development Corporation (KSIIDC) at a cost of Rs 220 crore. The project site is located 15 km from the city on 727 acre of land in Madhubavi villages. The construction has started and airport is expected to be ready by February 2024

Education
Bijapur is emerging as a hub for professional education. Previously (i.e. before the 1980s) there were very few professional educational institutions. Along with the professional colleges there are many colleges which provide under-graduate and post-graduate degrees in the faculty of applied science, pure science, social-sciences and humanities. College of Agriculture, Bijapur, Hittinalli Farm affiliated university of Agricultural Sciences, Dharwad is one of the leading educational and research institutes in the field of agriculture, which is offering undergraduate and postgraduate courses in various disciplines of agriculture.

Engineering colleges are affiliated to Visvesvaraya Technological University viz, B.L.D.E.A's V.P. Dr. P.G. Halakatti College of Engineering and Technology and SECAB College of Engineering and Technology

Al Ameen Medical college is affiliated to Rajiv Gandhi University of Health Sciences. BLDEA's B.M.Patil Medical College, Hospital and Research Centre is a deemed university recognised by UGC. Other professional colleges run by BLDE Association are BLDEA's college of pharmacy and college of Nursing sciences affiliated to RGUHS.

Many of colleges except professional are affiliated to Rani Chennamma University Belgaum viz, B.L.D.E.A'S A.S.PATIL COLLEGE OF COMMERCE(Autonomous)MBA Programme, Bijapur. Rani Chennamma University has a Post-Graduation Centre at Bijapur also.

First women's university in the state of Karnataka is located at Bijapur. Various post-graduate courses like MBA, MCA are conducted here. Bijapur also has BLDE (Deemed to be University, a deemed University of health sciences recognised by UGC. Additionally Bijapur has the first Sainik School in the state, the second being in Kodagu. This is a very reputed residential school preparing cadets for the Defence forces and grooming students very well in many fields. And there many private computer training institutes providing computer education.

The Bijapur district is known for its mosques, structural monuments, art and architectural heritages, archaeological sites and cave temples. With the objective to spread education in this area, Karnatak University opened its Post-Graduate Centre in 1993.

Karnataka State Women's University
Karnataka State Women's University, established in 2003 in the city of Bijapur is the only women's university in Karnataka dedicated exclusively for women's education. It is recognised under 2(f) and 12(B) of the UGC Act. Seventy women's colleges spread in twelve districts of North-Karnataka are affiliated to this university. The university offers various undergraduate programmes leading to bachelor's degree in arts, business administration, computer applications, commerce, education, fashion technology, home science, physical education, science and social work. It also offers 20 postgraduate courses, postgraduate diploma and certificate courses in the faculties of arts, commerce and management, social sciences, science and technology and education.

IGNOU Bijapur Regional Center
Bijapur has IGNOU regional center, There are 7 districts under its jurisdiction (Districts Bagalkote, Bijapur, Bidar, Gulbarga, Koppal, Raichur and Yadagiri). The newly created Bijapur Regional Centre would cater to seven northern districts.
 * Bijapur IGNOU Regional Center

Cricket
At the inaugural auction of Karnataka Premier League (KPL), Bijapur Bulls was one of the eight teams that were formed. Bijapur Bulls represent the Gulbarga zone of Karnataka State.

Women's international cricket player Rajeshwari Gayakwad is from Bijapur.

Cycling
Bijapur is well known for its cycling culture. Cyclists from the city have won numerous accolades including medals in the State Mini Olympics.

title: Bijapur


text:
Bill Harris

Bill or Billy Harris may refer to:

Music

 * Bill Harris (trombonist) (1916–1973), American jazz trombonist
 * Bill Harris (guitarist) (1925–1988), American guitarist with the vocal group The Clovers

Politics

 * Bill Harris (Ohio politician) (1934–2017), American state senator
 * Bill Harris (Montana politician), member of the Montana State House of Representatives
 * Bill Harris (Nebraska politician) (1939–2011), member of the Nebraska Legislature and mayor of Lincoln, Nebraska
 * Bill Harris (lobbyist), American lobbyist

Sports

 * Bill Harris (1930s pitcher) (1900–1965), American baseball pitcher for the Reds, Pirates, and Red Sox
 * Bill Harris (1950s pitcher) (1931–2011), Canadian baseball pitcher for the Dodgers
 * Bill Harris (Australian footballer) (1877–1957), Australian footballer (Australian rules)
 * Bill Harris (New Zealand footballer), New Zealand footballer
 * Bill Harris (swimmer) (1897–1961), American swimmer
 * Bill Harris (Welsh footballer) (1928–1989), Welsh international footballer and manager
 * Billy Harris (American football) (born 1946), American football player
 * Billy Harris (baseball) (1943–2020), American baseball infielder
 * Billy Harris (basketball) (1951–2010), American basketball player
 * Billy Harris (ice hockey, born 1935) (1935–2001), Canadian ice hockey player for the Toronto Maple Leafs
 * Billy Harris (ice hockey, born 1952), Canadian ice hockey player for the New York Islanders
 * Billy Harris (rugby league) (born 1951), rugby league footballer for Wakefield Trinity and Oldham
 * Billy Harris (rugby league, born 1992), rugby league footballer for Stanley Rangers, Castleford Tigers, and Dewsbury Rams
 * Billy Harris (tennis) (born 1995), British tennis player

Others

 * Billy Harris (actor) (born 1994), British actor
 * Bill Harris (aviator) (1916–2012), United States Army Air Force fighter ace
 * Bill Harris (geneticist) (1944–2014), Scottish geneticist
 * Bill Harris (journalist) (1943–2019), American journalist
 * Bill Harris (neuroscientist) (born 1950), Canadian neuroscientist
 * Bill Harris (television producer), American television executive

title: Bill Harris


text: User talk:4.27.190.170

title: User talk:4.27.190.170


text:
Buenaventura

Buenaventura (Spanish, 'good fortune', and the name of Saint Bonaventure) or Buena Ventura may refer to:

People

 * Buenaventura Báez (1812-1884), president of the Dominican Republic for five terms
 * Buenaventura Bagaria (1882–1947), a Spanish sports shooter
 * Buenaventura Carlos Aribau (1798–1862), a Spanish economist, writer and politician
 * Buenaventura Cousiño Jorquera (1808–1855), a Chilean politician
 * Buenaventura de Abarzuza y Ferrer (1843–1910), a Spanish diplomat
 * Buenaventura Durruti (1896–1936), a Spanish anarchist and hero of the Spanish Civil War
 * Buenaventura Ferreira (born 1960), a Paraguayan footballer
 * Buenaventura Fernández de Córdoba Spínola (1724–1777), a Spanish aristocrat and priest
 * Buenaventura García de Paredes (1866–1936), a Dominican priest
 * Buenaventura Marcó del Pont (1738–1818), a Spanish businessman
 * Buenaventura S. Medina Jr. (born 1928), a Filipino author
 * Buenaventura Rodriguez (1893–1940), Filipino playwright and politician
 * Buenaventura Sitjar (1739–1808), Franciscan missionary who served in California, U.S.
 * Buenaventura Villamayor (born 1967), a Filipino chess player
 * Rafael Buenaventura (1938–2006), a Filipino banker

Places

 * Buenaventura, Valle del Cauca, Colombia
 * Buenaventura, Cuba
 * Buenaventura, Camagüey, Cuba
 * Buenaventura Municipality, Chihuahua, Mexico
 * Buenaventura, Spain
 * Buenaventura Lakes, Florida, U.S.
 * Buenaventura Province, a former province of Gran Colombia

Other uses

 * Buenaventura, a 2016 album by La Santa Cecilia
 * "Buenaventura", a song by Paul van Dyk from the 2003 album Reflections
 * Buenaventura River (legend), a non-existent river once believed to run from the Rocky Mountains to the Pacific Ocean
 * USS Buena Ventura (ID-1335), or USS Buenaventura, a U.S. Navy cargo ship sunk in WW1
 * Buenaventura (mining company), a Peruvian mining company
 * Buenaventura Press, an American publisher and distributor of comics and graphic novels

title: Buenaventura


text:
Klaus-Dietrich Flade

Klaus-Dietrich Flade (born 23 August 1952) is a German pilot and former German Aerospace Center astronaut who visited the Mir space station in 1992 aboard the Soyuz TM-14 mission, returning to Earth a week later aboard Soyuz TM-13.

Biography
Born in Büdesheim, West Germany, he joined the German Air Force after school. Educated initially as an airplane engineer, he studied aerospace engineering at Bundeswehr University Munich from 1976 to 1980. Afterwards he became a pilot. He trained as a test pilot from 1988 to 1989. In October 1990, he was selected as part of the German astronaut team for the Euromir '92 flight.

After two years of training, he flew as a research cosmonaut on Soyuz TM-14 in March 1992. After his spaceflight, he returned to the German Air Force. He is now test pilot at Airbus Industrie.

title: Klaus-Dietrich Flade


text:
User:Raul654/fun

Links

 * A challenge to the math geeks here - my humble proof that 0 = 1

Quotes

 * I realise it sounds stupid, but ¶ does look (very slightly) like a little handgun (barrel downward). Perhaps its a revolutionary rebus? -- Finlay McWalter |  Talk 22:14, 23 Apr 2004 (UTC)
 * It's a sign - the revolution is starting! Who should we line up against the wall first? →Raul654 22:16, Apr 23, 2004 (UTC)
 * This is wikipedia - things don't work like that. We'll have a long argument about what to call the wall, a series of quickpolls to decide on who'll be shot and who'll do the shooting, and then the bullets will be slowly pushed into the most unpopular person.  In the meantime, someone new will take the wall down and build a model of Barad-dûr with the bricks. -- Finlay McWalter |  Talk 22:23, 23 Apr 2004 (UTC)

The angriest edit in the history of Wikipedia:

 * Why are you so hostile toward me, Raul654? We do not know each other and are not likely to encounter each other outside this forum, so surely while I am here you can at least be civil and reasonable toward me. I think to do otherwise would be to verify the hypothesis that Plautus satire is being persecuted for personal reasons. I can assure you, we both want the same thing here, to find and remove unsupportable crap from the entries, and perhaps, if we're lucky, to insert something nobody else knew. - Plautus satire 03:03, 26 Feb 2004 (UTC)
 * I am hostile to you because it amazes me to think of all the time I and other have wasted watching you to make sure you obey the rules. You've driven away good users. At any time during the past 2 weeks you have been here, you could have decided - "Hrmm... I think I'll make inarguably good edits, and that way, people won't think bad of me". You could have gone over to golf or eraser or any of a million other articles and helped out there with obviously good edits. Instead, you go from one article to another, adding your crack pot theories and half-assed evidence that (more often than not) doesn't support you. Now that the tide of public sentiment has risen against you and you are going to become the first person that the (broken) system actually manages to get rid of, you come here and urge restraint. Coming from you, this is laughable! - when have you shown restraint during the past 2 weeks? You want to bury the hatchet - I'm not buying it. Neither is anyone else. →Raul654 03:11, Feb 26, 2004 (UTC)

Merry Christmas Mark!
 * For some reason, stuffing stockings / forcing onesself into a tight chimney / getting all the good & bad girls' and boys' names makes me think of you... :) -Dan M. (former roommate)

title: User:Raul654/fun


text:
Derivative (disambiguation)

The derivative of a function is the rate of change of the function's output relative to its input value.

Derivative may also refer to:

In mathematics and economics

 * Brzozowski derivative in the theory of formal languages
 * Formal derivative, an operation on elements of a polynomial ring which mimics the form of the derivative from calculus
 * Radon–Nikodym derivative in measure theory
 * Derivative (set theory), a concept applicable to normal functions
 * Derivative (graph theory), an alternative term for a line graph deva
 * Derivative (finance), a contract whose value is derived from that of other quantities
 * Derivative suit or derivative action, a type of lawsuit filed by shareholders of a corporation

In science and engineering

 * Derivative (chemistry), a type of compound which is a product of the process of derivatization
 * Derivative (linguistics), the process of forming a new word on the basis of an existing word, e.g. happiness and unhappy from happy
 * Aeroderivative gas turbine, a mechanical drive gas turbine derived from an aero engine gas turbine

Other uses

 * Derivative work, in copyright law, a modification of an original work
 * Fork (software development)
 * Derivative (film), a 2005 Turkish film
 * Derivative Inc., a spin-off of Side Effects Software, creators of the software Houdini
 * Derivative, used to describe a word formed from another word

title: Derivative (disambiguation)


text:
User:SpaceGhost

There are more things in heaven and earth, Horatio, than are dreamt of in your philosophy - Shakespear's Hamlet

A good number of those things are here in Wikipedia.

title: User:SpaceGhost