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Dryburgh Abbey

Dryburgh Abbey, near Dryburgh on the banks of the River Tweed in the Scottish Borders, was nominally founded on 10 November (Martinmas) 1150 in an agreement between Hugh de Morville, Constable of Scotland, and the Premonstratensian canons regular from Alnwick Abbey in Northumberland. The arrival of the canons along with their first abbot, Roger, took place on 13 December 1152.

It was burned by English troops in 1322, after which it was restored only to be again burned by Richard II in 1385, but it flourished in the fifteenth century. It was finally destroyed in 1544, briefly surviving until the Scottish Reformation, when it was given to the Earl of Mar by James VI of Scotland. It is now a designated scheduled monument and the surrounding landscape is included in the Inventory of Gardens and Designed Landscapes in Scotland.

David Erskine, 11th Earl of Buchan bought the land in 1786. Sir Walter Scott and Douglas Haig are buried in its grounds. Their respective tomb and headstone, along with other memorials, are collectively designated a Category A listed building.

The Premonstratensian order
The Premonstratensian order was founded by St Norbert of Xanten who was firstly a canon at Xanten Cathedral. Unhappy with the way of life of his fellow canons, he left the Rhine lands for the diocese of Laon, in the north of France where the reforming Bishop Bartholomew was transforming his see into one that was more apostolic. Bartholomew persuaded Norbert to form a canonical order at Prémontré, in Aisne in 1120 and while the order was Augustinian in form, the canons wore the white habit and not the black. They followed an austere monastic life but had a duty to preach and teach to those on the outside of the monastery walls. The order spread rapidly across Europe with the Abbot of Prémontré becoming Abbot-General for all the daughter-houses. Even before the first Abbot-General Hugh of Fosse died, one hundred and twenty abbots attended the annual general chapter. The Premonstratensians took on many of the methods of the Cistercians including land management and the use of lay-brothers to undertake the labour-intensive work of the communes.

Abbey endowments
Unlike the situation at nearby Melrose Abbey with its royal patronage, Hugh de Morville, although a very wealthy noble, could not endow Dryburgh on the same scale as that of a monarch. However, it seems that King David I of Scotland was not unsympathetic to the monastery; it is recorded in a charter that as well as confirming various donations from de Morville's wife, Beatrice de Beauchamp, the king allowed the abbey to take freely, timber from his forests for the building work. Hugh gave the lands of Dryburgh containing the forests, grasslands and accompanying waters; the fishings from Berwick; the churches with their lands at Mertoun and Channelkirk in his lordship of Lauderdale and Asby in Westmoreland; and the earnings from the mills of Saltoun and Lauder. Beatrice gave the income from the church at Bozeat, Northamptonshire to the abbey as well as lands at Roxburgh that she bought solely for subsequent donation.

Hugh, in around 1162, like some other magnates of the period, turned his back on worldly affairs and entered the abbey-church, adopting the habit of the canons. He gave his elder son, Richard, his large Scottish estates while his younger son, Hugh, received those in England. Hugh, the senior, died at Dryburgh Abbey that same year.

Following Hugh's death, his son Richard carried on as patron to the abbey. However, in c. 1170 he founded the hospital of St Leonard near his castle at Lauder and then sometime between 1169 and 1187, the abbey of Kilwinning in the lordship of Cunningham. Although Kilwinning Abbey was built on a grand scale, it was inadequately provided for and so Richard ensured that some of the expense of its construction and upkeep was met from his holdings in Lauderdale; indeed a long-running argument broke out between Kilwinning and Dryburgh over the former's share of the tithes from the church of Lauder. Richard de Morville's establishment of this second monastery ensured that both establishments would remain in a state of relative poverty.

Daughter houses
Dryburgh Abbey, despite this underfunding, managed to attract a continuous flow of novices to bolster the number of canons, so much so that by the closing years of the 12th century the abbey was overcrowded necessitating the establishment of colonies. John de Courcy, the earl of Ulster installed a colony at Carrickfergus and a second at Drumcross but neither flourished in the longer term and this is put down more to the constant political convulsions throughout 13th century Ulster rather than any problems at the motherhouse.

Mounting debt
At the beginning of the 13th century, like its near neighbour Melrose Abbey, the abbey of Dryburgh commenced on a rebuilding programme on a grander scale, but building in stone against a background of an insecure income soon ensured that the construction work would not be completed quickly. Also at this time, the monastery became embroiled in a series of legal proceedings regarding land ownership and tithe revenues resulting, in April 1221, in the Pope's legate having to spend some time at Dryburgh to adjudicate. The construction effort was protracted and endured into the 1240s and with debts continuing to mount to the point that David de Bernham, Bishop of St Andrews gave Abbott John permission on 21 April 1242 to appoint his canons as vicars to the supporting churches stating … since they have been burdened by grinding debts both on account of construction of the monastery and also on account of other and various necessities.

Pope Innocent IV granted to the abbey in 1246, on the anniversary of its consecration, an indulgence lasting forty days intended to attract visitors who would hopefully be generous with their alms-giving. Additionally, he also provided a suspension of the requirements to create pensions and benefices that might deplete the abbey's revenues, and importantly, safeguarded the monastery, its property and the canons themselves against legal redress.

Abbott John was blamed for ineffectual financial management and was required to resign and, on 13 January 1255 Pope Alexander IV wrote to the Bishop of St Andrews (position vacant at the time) and to Nicholas de Prenderlathe, abbot of Jedburgh demanding that most of the abbey's income be diverted to paying off debts while only a basic level of income was to be retained for day to day expenses. Slow improvement in the abbey's finances took place over the next forty or so years in a period of relative stability. However this improvement was only relative; Dryburgh's neighbouring monasteries with their much more extensive grazing lands provided the main source of a much greater income.

Changing patronage
Hugh de Morville's line had died out in 1196 on the death of his grandson, William, and the estates passed to William's sister, Helen, whose husband was Lochlann, Lord of Galloway. The semi-independent Lords of Galloway were much wealthier than the de Morvilles but even they could not lavish large amounts on all their dependencies. Lochlann was already benefactor to four religious houses in Galloway that included his own Cistercian establishment of Glenluce Abbey as well as being associated with Holyrood Abbey in Edinburgh and the Cumbrian abbey of Holmcultram and the priory of St Bees. Dryburgh being one of many establishments who sought the generosity of the Galloway lords got a further setback in 1234 when Alan, the last of the line of Galloway lords, died. His property was to be split between three daughters and their husbands. The lands previously held by the de Morvilles were divided again and in the 1250s were held by Helen of Galloway with her husband, Roger de Quincy, the Earl of Winchester, and Dervorguilla of Galloway with her husband, John I de Balliol, Lord of Barnard Castle and Gainford. These new owners in Lauderdale diluted the available patronage yet again as they themselves had pre-existing commitments however the de Quincys did provide a fishing in Mertoun Loch, a burgage at Haddington and lands at Gledswood near Bemerside. Devorguilla's main concern however was her own foundation at Sweetheart Abbey, but she was at Dryburgh in 1281 to settle her lands in England on her son, John Balliol, the future king. Balliol came to the throne of Scotland on St Andrews Day, 1292 but his reign was short and he abdicated in July 1296 following the defeats of the Scots at Berwick and Dunbar at the hands of King Edward I of England. This heralded the end of a long period of stability in the borderlands.

Wars of Scottish Independence
The abbots of Dryburgh, Jedburgh, Melrose and Kelso all submitted to Edward I on 28 August 1296 at an event later to be described as the Ragman Rolls, and so on 2 September, Edward ordered that lands belonging to the abbey of Dryburgh be restored. From this point up to the year 1316, very few records of the abbey exist, however it is known that Sir Henry de Percy, one of the senior members of the English occupying force, placed himself and his cortege at Dryburgh in 1310. Despite the abbey's affiliation with the Balliol family who remained resolutely at odds with the Bruce monarchy, the abbot and canons, before 21 October 1316, expelled two of their rank for refusing to acknowledge Robert as their king; a grateful King Edward II of England rewarded them by providing them with the rent and fishery of the abbey at Berwick. Evidence is lacking on Robert's participation as a patron of Dryburgh. He certainly used the abbey as a base in July 1316 while conducting raiding expeditions into Northumberland. In retaliation for Bruce's raids in July 1322, Edward II of England took his army north in August only getting as far as Edinburgh. The English army retreated through Lauderdale and looted and burned both the abbeys of Melrose and Dryburgh. Melrose Abbey's reconstruction was generously provided for by Robert while Dryburgh's needs seem to have been ignored. It is unclear why Bruce chose to be so ungenerous towards the canons of Dryburgh; Melrose was granted £2000 by Robert while Dryburgh received the confirmation of a pre-existing rent of 20 shillings per annum

Walter Stewart, 6th High Steward of Scotland and Bruce's son-in-law was not unsympathetic to the abbey though and transferred to it his entitlements from Maxton church, and its lands and provided 4 acre of land belonging to himself. In 1326, Bishop John de Lindsay of Glasgow endorsed the abbey's possession of the church and allowed the canons to use its considerable income to help fund the rebuilding process. Bruce's brother-in-law, Sir Andrew Murray a Guardian of Scotland during the exile of King David II may also have given holdings in his Smailholm lands Added to these were gifts from lesser donors; people like Patrick de Dunbar, earl of Marsh who gave a handful of possessions while Sir William Abernethy gave lands in Saltoun and various other minor nobles added further packets of land. Robert the Bruce died in June 1329 and in August 1332 Edward Balliol, son of the ousted King John, returned to Scotland with an army provided by the disinherited Scottish landowners and defeated the Scottish army at the Battle of Dupplin Moor, near Perth and had himself crowned King of Scots at Scone. In December, Balliol was attacked at his castle at Annan in Galloway by John Randolph, 3rd Earl of Moray and Sir Archibald Douglas and was forced to flee into England. With the support of King Edward III of England, Balliol was restored to the Scottish crown but at the price of having to make Edward his overlord and ceding to him the sheriffdoms of Berwick, Dumfries, Edinburgh, Peebles and Selkirk, including the forests of Ettrick and Jedburgh Dryburgh found itself once again under English domination. However, this did not adversely affect the abbey; Sir Wiliam de Felton, the new Sheriff of Roxburgh and Keeper of Roxburgh Castle, bought and granted to the abbey a significant burgage in Roxburgh. In 1334, Balliol was forced to Berwick for protection and the English were slowly finding their authority in the Lothians slipping away and only managed to hold power in the garrisoned centres and so in mid-July 1335, Edward III marched his army to Glasgow where he met with Balliol and his army and together they advanced to Perth. In October, following his campaign, Edward moved to Dryburgh Abbey where he expected the Scots to present him with their terms of surrender but this did not happen. David II returned from France in 1342 and more of the lands held by Edward III were won back into Scottish control so that by 1346, the county of Roxburgh and the western parts of the county of Berwick were in the charge of the Bruce party. Patronage for the canons was once again provided by Scottish lords when it is recorded that Sir John Maxwell gave the income from the Pencaitland church, in East Lothian. The Scottish lordship changed again when David was captured at the Battle of Neville's Cross and an English garrison took command at Roxburgh putting the central lands of Tweeddale and all of Teviotdale firmly back under the control of England and it was to remain so for over twenty years. On 20 January 1356 Abbot Andrew of Dryburgh along with the Abbots of Melrose, Jedburgh and Kelso witnessed Edward Balliol's resignation. With the English victory over the French in September 1356, Scotland lost its continental ally and forced her back to the negotiating table for the release of David II from hostage. The treaty for the Scottish king's release was agreed on 3 October 1357 and four days later David was back in Scotland; under the terms of the treaty, 100,000 marks were to be paid to England over 10 years and England would retain its occupied lands until the ransom was paid in full.

Borderland partition
David II's liberation from hostage in 1357 did not come without conditions, one of which was that Edward would hold on to the lands in the southeast of the country; this ensured that Dryburgh and the other border abbeys stayed in English-held territory. David allowed the abbeys to keep their Scottish possessions and did not interfere with the canons and monks from receiving the income from those. Dryburgh's records had all been lost at this time and it is only from what is known at Melrose that Dryburgh's position can be traced. The wool export trade and the resultant customs duty was important to David and so the Border abbeys who produced large amounts of wool were encouraged to use the Scottish ports and at the expense of Edward's Berwick. The 1360s and 1370s saw the English hold over the Border areas diminish until it was basically the castles at Berwick, Jedburgh and Roxburgh with the county of Berwick and the eastern part of the county of Roxburgh still in their grip. Pressure on these bastions intensified during 1384 and 1385 and Scottish raiding parties moved deep into England forcing Richard II to launch his army on a hugely damaging incursion through the Borders to Edinburgh which he burned. On the way he ordered the sacking of Dryburgh, Melrose and Newbattle. It was while Richard was in Newbattle Wood in August 1385 that he took reprisals against all those in Teviotdale who had returned to the Scottish cause.

Turning point
The damage caused to Dryburgh was great and influential nobles seemed to have played a significant part in its restoration—in the closing years of the 1380s it seems that Robert Stewart, Earl of Fife, Archibald Douglas, 3rd Earl of Douglas and Walter Trail, Bishop of St Andrews all had roles in assisting the abbey to extricate itself from this disaster. King Robert III, in a charter dated 9 March 1391, granted to the canons all the very substantial income-rich possessions of the Cistercian nuns of South Berwick which had been destroyed by Richard II in 1385. The family of the Black Douglases continued with their support and in around 1420 Archibald, fourth earl of Douglas gave Dryburgh the income from the possessions of Smailholme parish church. The fifth earl continued the grant of Smailholm and went further in 1429 by asking the pope to formally confirm this together with the inclusion of the hospitals of St Leonards of Lauder and Smailholme. In 1443, the canons suffered once again when fire destroyed the abbey, evidently by accident yet eighteen years later in 1461, the abbey is recorded as requesting protection from Pope Pius II inferring that the canons were finding it difficult to finance the repairs.

The final century
The abbey lost the patronage of Robert Stewart, Duke of Albany on his death in 1420, and in 1455 with the forfeiture of the lands of the Black Douglases, they lost a major benefactor and protector in James Douglas, 9th Earl of Douglas. The election of Walter Dewer as abbot in 1461 was seemingly the last prelate to be elected by the canons, but it was under his abbacy that alienation of the monastery lands began. The rest of the 15th century was characterised by contests for the abbacy from either indigenous canons and from outside, expulsions, papal refusals or royal intervention.

Commendators
King James IV rewarded clerics who gave him good service by providing them with commendatorships. The first commendator of Dryburgh Abbey was Andrew Forman, the Bishop of Moray in 1509. Forman’s primary role was in the service of James IV as a diplomat and was employed by the king extensively in Europe but accumulated much wealth from his religious and other appointments. He received the commendatorships of the abbey of Culross in 1492 although he stepped down the following year after being provided with a large pension from the abbey. In June 1497 he was prior of Pittenweem, received the rectory of Cottingham from King Henry VII of England in May 1501, was commendator of Kelso (although he was unable to firmly establish his provision), as well as the Keeper of Darnaway Castle, Chamberlain of Moray and Custumar North of the Spey in 1511.

Forman gave up his rights to Dryburgh sometime after becoming Archbishop of St Andrews and was succeeded by James Ogilvie, another secular cleric and diplomat who received the temporalities of the abbey in August 1516. He held the commendatorship for only a short time, dying in 1518.

David Hamilton, Bishop of Argyll, and the younger brother of James, Lord Hamilton, Earl of Arran, was the next to be proposed to the Abbey by John Stewart, Duke of Albany and became commendator in May 1519. He died in 1523.

The next to be provided to the abbey was James Stewart, a canon from Glasgow Cathedral. Although named in a letter from Albany to Cardinal Accolti, Cardinal Protector for Scotland in Rome, Albany actually gave the commendatorship to the Earl of Lennox who in turn sold or gave his right to it to Stewart who then borrowed from money lenders in Paris to purchase the confirming papal bulls. Stewart received the temporalities of the abbey on 6 October 1526 until his death 1539.

Pope Paul III received King James V’s recommendation of Thomas Erskine as the next commendator in November 1539 but was not confirmed until April 1541 due to a contesting provision. In 1541, hostilities between Scotland and England resumed but Dryburgh remained untouched until 7 November 1544 when Edward Seymour, earl of Hertford, burned the town of Dryburgh and its abbey. He returned in 1545 and again set fire to the abbey. Erskine was captured at Dover when the Scottish warship he was aboard foundered while en route to France prompting Marie de Guise, widow of James V, to call for his release. Erskine was ransomed for £500 and Dryburgh would have been expected to provide amply to the settlement and it may have been the need to obtain funds that, in July 1548, he resigned his commendatorship to his brother John.

Like most of his commendatory forebears, John Erskine took very little interest in the spiritual side of the abbey but was an important personage in the politics of Scotland during the reigns of James V, Mary, Queen of Scots, and James VI. John was commendator until 1556 when he stepped down in favour of his nephew, David Erskine. David Erskine received the bulls confirming his office in July 1556 and set about quickly alienating the possessions of the abbey by granting lands to important local families. Erskine took part in the kidnapping of James VI known as the Raid of Ruthven but when the king escaped from his imprisonment in Ruthven castle, he and his accomplices fled to England. Erskine was deprived of his lands and the commendatorship of Dryburgh Abbey was given to William Stewart.

William Stewart held the commendatorship for just over a year when in 1585 David Erskine found favour once more with James VI and all of his possessions and appellations were reinstated.

In June 1600, Erskine wrote to a relative saying that all the canons had now died and marked the ending of the monastery. In 1604, the remaining possessions of the abbey were integrated into the Lordship of Cardross of John Erskine, the then Earl of Mar. Henry Erskine, Mar’s son received the titular title of commendator of Dryburgh Abbey.

Routine of the canons
The daily routine of the canons was made up of religious services, agricultural duties, household functions, copying books and reading. In detail, this would have been:
 * The canonical hour of Matins was held in the early morning when the canons were wakened by the dormitory bell. They would proceed to the church for the first service of the day following which they returned to bed.
 * The Prime service was held at 6 a.m. when the canons were re-awakened and summoned to church for mass; they would remain in private prayers until the bell announcing the daily meeting in the chapter house.
 * The community would assemble in the cloister then proceed to the chapter house where a lesson from the rules of the order was read. Any transgressors were held to account for their actions and any punishments carried out by the prior.
 * In winter, at the hour of Tierce, or 9 a.m., following on from the meeting of the chapter, the canons would proceed in pairs to the church for the singing of hymns. In summer, there was a longer interval before Tierce so that the abbey duties could be performed. The summer Tierce was a high mass.
 * High mass was performed at the hour of Sext, or mid-day, in winter.
 * The community ate at 1 p.m. where only two dishes were served except on certain occasions when an additional sweet dish, called a pittance was provided. If someone was late for the meal then unless he had an adequate excuse, he would have to sit at the most remote of the tables and perhaps with no wine or ale.
 * After the dinner, some canons rested while others conversed until the hour of Nones, or 3 p.m. when the canons proceeded to church for another service after which, the community were required to wash their hands and wait in the cloister until summoned to the refectory to drink.
 * At 6 p.m. the canons attended Vespers.
 * The Compline, the last of the day's worship was held after 7 p.m. followed by a light supper and then bed.
 * There were no sheets on the dormitory beds and the canons were required to sleep in their habit
 * in the Autumn, the agricultural canons would leave for the fields early in the morning and occasionally would not return until after vespers. They had to recite their prayers at the appointed hours as they toiled, however.

List of abbots

 * Abbots

 * Commendators

Fat Lips
There is a legend that the ruins of Dryburgh Abbey is the home of a benevolent spirit called Fat Lips. A woman who lost her lover in the 1745 Jacobite Rebellion made her home in the ruined abbey and claimed that Fat Lips, a little man in iron boots, used to tidy her cell for her.

Tourism
This Abbey is part of five other abbeys and historic sights through Scotland on Borders Abbeys Way walk.

title: Dryburgh Abbey


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Wikipedia:Articles for deletion/Transportation in Sudan

 * The following discussion is an archived debate of the proposed deletion of the article below. Please do not modify it. Subsequent comments should be made on the appropriate discussion page (such as the article's talk page or in a deletion review).  No further edits should be made to this page.

The result of the debate was - kept

Transportation in Sudan
This article was added to the main VfD page about three hours ago, but the user hasn't explained the nomination, nor added a VfD tag to the article. The article is basically a cut&paste from the Transportation section of the (public domain) CIA World Factbook, with Wikification. It was created Feb 2002, and while it could use some cleanup (ie it could use an intro, plus it gives 1999 numbers even tho' some 2003 ones are now available), the main Sudan article is big enuf, it seems reasonable to me to leave this as a stand-alone page. So my vote is to Keep (I just can't stand having red links on the VfD page), and possibly send to cleanup if it isn't in better shape by the end of five days Niteowlneils 23:32, 15 Oct 2004 (UTC)
 * There is a Transportation in xxx page for almost every country in the world, copied from the World Factbook, just like all of the other sub-articles on all of the other countries in the world. Let's not start deleting all of them, there are hundreds.  RickK 05:46, Oct 16, 2004 (UTC)
 * I suppose the originator of the deletion request has been deceived by vandalizing of the page : when the link on the VfD page appeared, Transportation in Sudan had been blanked and was empty. I reverted the missing text, so I suppose the request for deletion is now obsolete --French Tourist 11:56, 16 Oct 2004 (UTC)
 * Keep. Valid.   — Gwalla | Talk 21:48, 16 Oct 2004 (UTC)
 * Keep — siro  χ  o  20:47, Oct 17, 2004 (UTC)
 * Keep. Going by User:French Tourist's comment above, this should be removed from VfD, and if there isn't a policy for it, there should be! -- Chuq 21:57, 19 Oct 2004 (UTC)

 * The above discussion is preserved as an archive of the debate. Please do not modify it. Subsequent comments should be made on the appropriate discussion page (such as the article's talk page or in a deletion review). No further edits should be made to this page.

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


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Talk:Delegate (American politics)

Delegate in politics
"Dude ate" should be included. Halidecyphon 17:13, 12 Mar 2005 (UTC)
 * The programming note at the beginning feels very thrown in and is hard to understand. Perhaps a description could be put under the "other uses" heading. Phi*n!x  22:45, 20 May 2006 (UTC)

from VfD:

Delegate is a dictdef. Tempshill 23:35, 15 Oct 2004 (UTC)
 * Comment: Maybe it should be a disambig page...there are many kinds of delegates. BrokenSegue 00:51, 16 Oct 2004 (UTC)
 * Should ultimately be merged with the first part of delegation, under either name. As I see it, there's no difference between a "dictdef" and a stub.  01:37, Oct 16, 2004 (UTC)
 * Delete and redirect to delegation, although that's no winner, either. Dictdef. Geogre 04:38, 16 Oct 2004 (UTC)
 * Keep. It needs work to become a full article, but the current contents are actually better than what's at delegation, and it is a topic we should have an article about. I've added a few sentences more. - RedWordSmith 05:45, 16 Oct 2004 (UTC)
 * Merge and redirect to delegation.   — Gwalla | Talk 22:05, 16 Oct 2004 (UTC)
 * Keep. Acegikmo1 04:55, 18 Oct 2004 (UTC)
 * Noun. Keep and expand or merge and redirect. anthony (see warning) 17:23, 19 Oct 2004 (UTC)

end moved discussion

"proportional representation" (Democrats) is wrong.
The text indicates "proportional representation" for the Democrats, but is immediately followed by a 15% threshold. Those statements can both be true only if the total delegates are reduced by the percentage of votes going to candidates with <15%, or some other apportionment is applied to the residual (<15%) votes. (i.e., are the proportions of the whole divided among candidates with >15%?) I presume the answer is all regular delegates are divided proportionally among candidates with >15%. (I did not edit this because I don't know the answer, which is why I called up the article.) Unitacx 21:18, 7 October 2019 (UTC)

Research shows another "proportional representation" error. From "270 to Win" https://www.270towin.com/content/thresholds-for-delegate-allocation-2020-democratic-primary-and-caucus "some are awarded based on the statewide (at-large) vote, while the remainder are based on the results in each individual congressional district [or similar division]." So we're back to the odd/even delegate districts that were critical in the 2008 primaries. If "270 to Win" is correct, this becomes proportional selection by district, which is substantially different from state-wide proportions (or state-wide proportions of candidates with >15%). Unitacx (talk) 21:30, 7 October 2019 (UTC)

Clarification requested
"...eliminate any of those they feel would not be supportive..." - What does this exactly mean? Could this be clarified? Jan Vlug (talk) 21:50, 10 February 2020 (UTC)

Elected ...by whom?
Under both the Democrat and Republican section it says they are "...chosen/elected at the state or local level". By whom are they elected? Popular vote? How long do they stay "in office"? And most importantly, who are they? Isn't there one of those WP-typical "List of ... delegates" as with so many things? All in all I find this article (and the Super Tuesday one) to be rather chaotic and difficult to understand. 200.29.216.132 (talk) 18:23, 25 February 2020 (UTC)
 * They are mostly (except the "party leaders and elected officials" category with the Democrats and the three RNC members per state with the Republicans) non-notable average Joeys who engage themselves in their party on grass-root level (although I admitt that a certain percentage of delegates is made up by lobbyists, but it doesn't change that they are mainly almost all non-notable). It wouldn't make sense to make a list of them (and their names aren't even all published). Important are the numbers of them and, as you said, how they are selected. The thing is, as always in the US, every state decides itself who is allowed to participate, but usually it's party members with the possibillity of same-day registration, so de facto it's open to anyone (except that most states don't allow to vote in more than one party's primary). The voting/selection method is also different in any state, although nowadays it's popular vote almost anywhere (but when a party has a sitting president, democracy is often heavily reduced and many state parties use the possibility to switch to whatever selection method they want in order to best protect the sitting president, and some of them even select their candidate just by e. g. a party committee vote, without any participation of other voters). --SamWinchester000 (talk) 23:59, 21 August 2022 (UTC)

title: Talk:Delegate (American politics)


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Hudson Fysh

Sir Wilmot Hudson Fysh (7 January 1895 – 6 April 1974) was an Australian aviator and businessman. A founder of the Australian airline company Qantas, Fysh was born in Launceston, Tasmania. Serving in the Battle of Gallipoli and Palestine Campaign as a lieutenant of the Australian Light Horse Brigade, Fysh later became an observer and gunner to Paul McGinness in the AFC. He was awarded a Distinguished Flying Cross during the aftermath of the war for his services to aerial warfare.

Fysh, alongside Paul McGinness and Sir Fergus McMaster started Qantas in 1920. Despite government ownership, Fysh became managing director and chairman of Qantas. A committee member of the International Air Transport Association, he became president of the organisation in 1960. He was also one of the founders of the Australian National Travel Association, now known as the Australian Tourist Commission, a member of the Royal Aeronautical and British Interplanetary society, the Institute of Transport and the Australasian Pioneers Club.

Acknowledged for his work as an aviation historian, Fysh wrote books on the history and development of Qantas, exemplifying the airline's role in both military and civil aviation. Authoring a trilogy of memoirs dealing with the impact of Qantas in history, the series drew comparisons by critics towards Winston Churchill's The Second World War.

Fysh died in Paddington at the age of 79, on 6 April 1974.

Early and personal life
Wilmot Hudson Fysh was born in the city of Launceston in Tasmania, Australia, on 7 January 1895. His father, Frederick Wilmot Fysh, was a merchant, while his mother, Mary (née Reed), was the daughter of a famous landowner, Henry Reed. Fysh was the oldest of five siblings; Hudson, Henry, Margaret, Mary and Graham. He was also the great-nephew of Sir Philip Fysh. His childhood was marred by the failure of his parents' marriage and his father's business. Originally staying with his father, he ran away so often that eventually he was able to stay with his mother. Living in St Leonards—a suburb of Launceston—until 1914, he enlisted in the Light Horse upon the start of World War I.

Educated at Launceston and Geelong grammar schools, Fysh worked as a jackaroo and woolclasser after his education. He was also a cadet in the 70 Infantry Militia as a teenager, before volunteering for the Tasmanian 26th Light Horse upon the outbreak of war. After the foundation of Qantas, Fysh, being a poor student at school, tried to make up for his lack of training by studying economics and taking a course in pelmanism. After his retirement from Qantas, Fysh received an honorary degree of Doctor of Engineering (EngD), in a commemoration ceremony from the University of Tasmania, in 1971.

Described as a man of "great political acumen" and having "a hard head for business", Fysh had a reputation as a stern, uncompromising taskmaster. This contrasted against his "shy, quiet" nature; he described himself as "painfully shy...as a child feeling looked down on, sensitive, and socially lost." Fysh felt these feelings never left him, being "ill at ease with fame or publicity." Described as single-minded in many instances, his insistence on using a D.H.86 (De Havilland Express 86) lead to a bitter clash and eventual fall-out between Fysh and Sir Gordon Taylor. Fysh also made rivals in other airline entrepreneurs such as Norman Brearley, a founder of Western Australian Airways.

On 5 December 1923, Fysh married Elizabeth Eleanor ("Nell") Dove, from Hunter River, in St James Church, Sydney. They had a son and daughter, John Hudson Fysh and Wendy Elizabeth Fysh, both born in Longreach, Queensland. Fysh described his family as "his bulwark against the [company's] relentless pressures"

World War I
On 25 August 1914, Fysh enlisted in the 3rd Regiment of the 1st Australian Light Horse Brigade at a training camp in Pontville, Tasmania, following the declaration of the Great War. Initially commissioned as a private, Fysh was transported from Hobart on the HMAT Geelong to Egypt on 20 October 1914. He received his training in Egypt, and arrived at Gallipoli in May 1915; only two weeks after the initial Anzacs had arrived. Fysh was evacuated in December 1915, after serving for 7 months in the Australian Imperial Force.

"We lived like rats in their holes, and hung on to our hillside with the enemy on one side and the beach a few hundred yards away on the other."

- Hudson Fysh

He served in Palestine and Sinai, fighting in the Palestine Campaign for the 'C' Squadron of the Light Horse Regiment. He was transferred from Palestine on 17 July 1916, to the 1st Light Horse Brigade, Machine Gun Squadron. First promoted to corporal, he was commissioned as a lieutenant in January 1917. Fighting under lieutenant Ross Smith in the Light Horse, he soon replaced Smith as the section officer when Smith was transferred to the Flying Corps.

In July 1917, Fysh requested a transfer from the Light Horse Brigade to the Royal Flying Corps. After months of training, he qualified as an observer and gunner, in October 1917. Originally fighting for the Royal Flying Corps No. 67 squadron, he later fought for the No.1 Squadron of the Australian Flying Corps,  under the command of Major Richard Williams.

In the Flying Corps, Fysh was gunner to Major Sydney W. Addison and later to Lieutenant Paul McGinness. Engaging in battle as gunner in a Bristol Fighter, against German and Turkish aircraft in the Middle Eastern campaigns, Fysh was an observer ace, shooting down 5 enemy aircraft. On 8 January 1919, Fysh was recommended for the Distinguished Flying Cross. The award was gazetted in the London Gazette and the Commonwealth of Australia Gazette on 8 February 1919 and 23 May 1919 respectively. His citation read: "For gallantry in air combat and in attacking ground objectives. On 31 August 1918 this officer, acting as Observer to Lieutenant McGuiness [sic!], DCM, attacked and destroyed two hostile two-seater aeroplanes ... On previous occasions (23 June and 3 August 1918) this Officer has engaged in combats, resulting in the destruction of enemy aircraft as well as forcing enemy machines to land ... ...He has always shown great skill and gallantry on these and other occasions."

Survey of the Great Air Race
On 28 February 1919, at Heliopolis, Fysh received his flying licence, graduating as a scout pilot. In March 1919, an announcement was made by the Prime Minister of Australia, William Morris Hughes, of a Great Air Race for the "first successful flight to Australia from Great Britain in a machine manned by Australians". The prize money was £A10,000 (or £8,000 sterling), under the condition that the flight is completed within 720 hours, and before midnight of 31 December 1919. Deciding to join the race, Fysh regrouped with Paul McGinness as his co-pilot.

To fund the race, McGinness approached Sir Samuel McCaughey, the man who donated the plane that McGinness flew in for World War I. McCaughey agreed to fund the race, and they were joined by Arthur Baird, their flight-sergeant engineer during the war. Prior to the race, on 25 July 1919, McCaughey died and his executors refused to honour his agreement with McGinness. As a result, plans for the race were abandoned. Instead, Fysh and McGinness were commissioned to survey Northern Australia for the preparation of the Air Race, by Major-General James Gordon Legge (later Lieutenant-General) from the Defence Department. They were instructed to survey the route from the town of Longreach, past Katherine, and ending at the state capital of Darwin, in the Northern Territory.

Arriving in Longreach in August 1919, they acquired a Model T Ford, as a transport for the survey, and were accompanied by a mechanic, George Gorham. Leaving Longreach on 18 August 1919, the group traveled through Winton, Kynuna and McKinlay, reaching the town of Cloncurry on 20 August 1919. They were the first people to travel across the Gulf of Carpentaria, using an automobile. The team traveled through Burketown, the stations of Westmoreland and Wollorgorang, before reaching Hobble Chain Creek. From there, they traveled through Big Running Creek, Calvert River, Warbys Lagoon, Snake Lagoon, Fulch River, Werrin River, Fletcher River, Feathertop Creek. As none of the rivers have bridges, the group had to wade across the rivers. Following a route taken by Ludwig Leichhardt in 1845, they reached Borroloola. Fysh began a diary of maps and photography, to record their journey across Northern Australia.

Leaving Borroloola on 25 September 1919, they followed the Roper River, and arriving at Katherine on 8 October 1919. From Katherine, they took a train, Leaping Lena, to Darwin. In total, the pair had traveled through 2180 kilometre in their Model T Ford, taking up 51 days for their trip from Longreach to Katherine. As a result of their journey across the outback, the group found Legge's route lacking the necessary open space for aircraft landing. Fysh and McGinness became convinced that an alternate route through the Barkly Tableland will be more convenient for the winners of the air race, after talking to some motorcyclists from Sydney.

Upon reaching Darwin, McGinness and Gorham traveled back to Cloncurry to survey and build landing routes on the way there, while Fysh was to stay in Darwin and create suitable landing strips there and at Katherine. In a letter addressed to General Legge dated to 30 October 1919, Fysh rejected the use of the racecourse in Darwin, which was originally picked by Reginald Lloyd (the head of the first ground survey to find a suitable route for the aircraft), as the landing ground for the winning aircraft. He then suggested an alternate strip, locating one near Fannie Bay, to the north of Darwin. Shortly before the landing of the Smith brothers, the landing strip at Fannie Bay was completed at the cost of £A700.

On 10 December 1919, the team of Ross Smith, Keith Smith, Jim Bennett and Wally Shiers, winners of the Great Race, arrived in Darwin and were greeted by Fysh (as the official representative of the Defence Department). Deciding to return to Longreach in May 1920, Fysh met Alexander Kennedy, when he was given hospitality in Kennedy's homestead, Bushby Park. As McGinness had stopped at the homestead earlier on his way to Cloncurry, Kennedy told Fysh about McGinness' idea of an airline service for the region.

Foundation of Qantas
After reuniting at the Cloncurry Post Office, McGinness and Fysh started to make plans to build their airline service, confident in the future of commercial aviation. Writing about his experiences in the outback in his autobiography, Fysh commented that: "We could not help being struck by the natural advantages which favoured the establishment of an air service in the district... We were convinced of the important part aircraft would eventually play in transporting mail, passengers and freight over the sparsely populated and practically roadless areas of western and northern Queensland and North Australia."

Earlier on, McGinness had met a grazier, Fergus McMaster, when McMaster's car axle had broken down on a bed in Cloncurry River. McGinness fixed the car, gaining the respect of McMaster. McGinness and Fysh headed off to Brisbane, further developing their plan along the way. Coincidentally, McMaster also went to Brisbane. Upon realising this, Fysh and McGinness, explained their airline plans to him. The initial plans for the airline service consisted of joyriding, air taxi trips and charter services spanning the Northern Territory— Western Queensland region of Australia. As a result, on 20 June 1920 in Brisbane's Gresham Hotel, McGinness, Fysh, McMaster and Alan Campbell, an adviser for the Queensland Primary Producers, began to register the new airline company. The registration of the company was not finalised that day. It took several months before a name and the necessary funds were found for the business.

Funds for the company were lacking. Demonstrating his faith in the airline, Fysh invested his savings of £A500 (£400 sterlings), while McGinness invested £1000. After being contacted by the group, Arthur Baird joined them in the idea, once again closing his garage business. A main investor for Qantas was Ainslie Templeton, a friend of Fergus McMaster and a woolgrower in the Longreach district, who promised to match McMaster's investments in the "air service project", upon being told of the idea. Fysh and McGinness then traveled through the towns in the Northern Territory and Queensland, asking for investments for the airline. They were met with positive responses. After observing a shareholder writing "Donation" across the cheque butt, Fysh wrote:"...like others, he subscribed out of postwar patriotic sentiment for two young returned men, and out of the hope that in the roadless and bridgeless western plains, where all road transport ceased following heavy rain, perhaps the aeroplane might serve a useful purpose."

After trying many different names for the company, the Queensland And Northern Territory Aerial Services Limited or Qantas was chosen, a name that McMaster later stated was created "with Anzac as its inspiring factor". Qantas was formed on 16 November 1920, with Fysh, McGinness, McMaster, Ainslie Templeton, and Alan Campbell in the Gresham Hotel, with an initial paid-up capital of £A6,700 (£5,360 sterlings). The job of executive chairman of the airline was given to McMaster, with Winton becoming the head office and "the official birthplace of Qantas".

Partially due to McMaster's intervention, the original plans for air-taxi work and joyriding gave way for airmail services, which would link communication in the settlements between Darwin and Longreach. McMaster summarised it as "an aerial mail service from Longreach to Port Darwin, connecting at Winton, Cloncurry, Avon Downs, Anthony Lagoon, Newcastle Waters and The Katherine", therefore making it the longest direct air service in the world at that time. Another plan for Qantas came forth with Dr Frederick Archibald Michod, a doctor and aviator in Longreach who became foundation director of Qantas after its formation. Visiting cattle stations and private properties to give medical treatment, Michod was aware of the difficulties faced in the outback. Establishing a hospital in Longreach, he often used his aircraft as an aerial ambulance. He proposed an idea for a "flying doctor", which would later take form in the late 1920s with the Presbyterian minister, John Flynn.

The airline was provided with a wool store as their first hangar by A.J.B. McMaster, owner of Alba Woolscour, original Qantas shareholder and older Brother of Sir Fergus McMaster. On 7 February 1921, the first and only Qantas board meeting in Winton was held in the Winton Club, three days after the pilots landed, on 10 February. A quick decision was made to move Qantas headquarters to Longreach, which would be more central to operations, with easier access to passengers and spare parts.

Qantas first fleet and flight
In August 1920, Fysh and McGinness ordered their first aircraft for the company from Mascot Aerodrome, the first airport in Australia – two Avro 504K with Sunbeam Dyak engines, bought at £A1,425 each. The purchase for the 504K was dated 19 August 1920, and under the name of The Western Queensland Auto Aero Service Limited. The Avro was one of the original, of six, military aircraft built in Australia by AA & E Co. Ltd. upon the orders of the Commonwealth Government for the Royal Australian Air Force (RAAF). AA & E later went into liquidation after falling to their cheaper British competitors.

However a delay in the engines caused anxiety in the pilots, with their financial circumstance lingering. A decision was soon put up to order a third aircraft, with the company considering both the Avro 547 triplane and the "Westland Limousine Machine". After initial misgiving by McMaster, Fysh and McGinness finally settled for the Avro triplane. The Avro 547 was bought for £A2,798, and was considered a revolution in airplane technology, able to hold 4 passengers in an enclosed cabin. The Avro had also won a £A10,000 competition sponsored by the Daily Mail for the "best commercial aircraft". Due to their financial circumstances however, the order for one of the Avro 504K was cancelled.

After being informed that the Dyak engine was ready by the owner of the Aerodrome, Nigel Love, on 23 November 1920; they were told that the Avro 504K would be ready by December. However the aircraft was delayed until 25 January 1923, upon which McGinness send a wire message to McMaster stating that all tests have been complete with satisfactory results. Fysh, who was also in Mascot, was left redundant due to the cancellation of the second Avro 504K, until Charles Knight, a Longreach stock and station agent, requested him to fly a RAF B.E.2e back to Longreach. Despite only having thirty minutes of practice on the BE2e during his pilot licence training, Fysh agreed to fly it, with Baird as his passenger. Fysh later stated that "when I took the aeroplane over, the problem of my own temporary redundancy was solved".

On 31 January 1921, 6 days after McGinness sent the message to McMaster, McGinness, Fysh and Baird took off from Mascot aiming to reach Moree before dark. Due to the strong winds and turbulence, the BE2e began to spin, disorientating Fysh in the process. Landing his aircraft on an upside slope of a hill, they came to rest near a miner's cottage. Fysh and Baird soon found out that they were near Red Head mine (formally named "Lambton B Pit"), close to Singleton.

Joining McGinness, who had safely arrived in Singleton, they flew northwards; stopping at Moree, St. George, Charleville, Blackall, and then at Barcaldine, the last stop before reaching Longreach. Meeting at Barcaldine with McMaster, who had caught the train from Rockhampton to the town, McMaster decided to fly with them to Longreach, hoping their arrival in the town would be "impressive and historical". Reaching Longreach in the scheduled time, the flight beat the mail train from Barcaldine by 20 minutes despite the train leaving Barcaldine 2-hour earlier. Mapping the airline's short-term future in the Shakespeare Hotel in Longreach, they soon planned the last leg of the journey to Winton.

With Ainslie Templeton accompanying McMaster and McGinness in the Avro, Fysh flew with the owner of the aircraft, Charles Knight, to Winton on 7 February 1921. The trip of one and a half hours took considerably longer than that, with McGinness steering in the wrong direction, causing them to lose their path. They finally reached Winton after 3 hours of flight, with 15 minutes worth of fuel left. After "landing gracefully" to the cheering of a crowd in Winton, they were "entertained at a smoke concert at the North Gregory Hotel." In the hotel, McMaster outlined the links between aviation and defence, in reference to the future of Qantas.

"This commercial aviation company should get your support as Australians not investors; not for the dividends it is likely to bring, but for the great influence it may have in the administration, development and defense [sic] of Australia."

The next day, the 2 aircraft took off from Winton to return to Longreach. With Knight as his passenger in the BE2e, Fysh lost his way, missing Longreach by 20 mi; he navigated his way back to the town by following the Thompson River. The journey, coupled with the earlier delayed trip when flying from Longreach to Winton, proved to be too much for Knight, who sold the BE2e to the company upon landing, swearing that "nothing would induce him to fly again." The cost of the aircraft was £A450 which was partially bought, as insisted by McMaster, in the form of shares to the airline company.

Further career with Qantas
In 1922, Qantas was successful in bidding for the second Australian scheduled air route, which was to be established between Charleville and Cloncurry. The route was backed by the government, procured by relations between Qantas and regional politicians. While still piloting regularly until 1930, hard working Fysh studied business and management, and became managing director in 1923. When the airmail route to England was planned, Qantas successfully tendered, with Fysh involved in planning the route in the years 1931 to 1933. The final agreement saw Qantas flying the airmail to Singapore, where British Imperial Airways would take over. 1934, Qantas and Imperial Airways built a new company, Qantas Empire Airways, with both companies holding 50% of the stock. Fysh became managing director in the new formed company as well. He was also a co-founder of the Tasman Empire Airways Ltd in 1940, which later should become Air New Zealand.

Second World War was hitting the prospering business of Qantas hard. Japanese attacks in Singapore destroyed half of Qantas' fleet, the airport in Darwin was under attack as well. Fysh, still an officer in the RAAF, took responsibility for using Qantas equipment in war-related efforts, for example evacuation and supply flights. In 1946, the Australian government bought Qantas for market value. Fysh was the only manager of the company who supported this course of events. After finishing the negotiations, he became chairman of now government-owned Qantas, succeeding his co-founder McMasters. In 1955 he retired from the position as managing director. After controversies with the rest of the Qantas board, he eventually retired as chairman in 1966.

Published works
A writer of aviation history, Fysh authored many books during and after his career. In the biography Taming the North: The Story of Alexander Kennedy and Other Queensland Pathfinders which was first published in 1933, Fysh details the life of Alexander Kennedy, the first paying passenger for Qantas and a well-known pastoralist, later recording Kennedy's life in the Australian Dictionary of Biography. Fysh also wrote The Log of the Astraea, a book on the Imperial Airways monoplane airliner Astraea and the events surrounding the airmail flights to England, which eventually led towards Qantas' partnership with the Imperial Airways.

However his most successful publication was an autobiographical trilogy dealing with Qantas' history and its role in World War II and transportation in Australia. The first book in the trilogy, Qantas Rising: The Autobiography of the Flying Fysh, is an autobiography of Fysh's life, from World War I and the development of Qantas to the expansion of Qantas into Qantas Empire Airways in the mid-1930s. The book was "one of the very few autobiographies of airline pioneers", and was noted as "much to be welcomed" by critical review.

The second book in the series, Qantas at War, was written about the changes of Qantas and the Imperial Airways in times of nationalization and war. The book follows the dispute between Qantas. Following the positive response from the prior book in the trilogy, Qantas at War was compared to Winston Churchill's six-volume history series The Second World War. Higham (an aviation historian and professor of history) wrote that they (The Second World War and Qantas at War) "are well-written memoirs of the higher direction" and "both leave room for other works which will more mundanely examine the whole of the problems and set the story in its general milieu". When addressing future historians, he states that they "will ever remain most grateful to Sir Hudson for these memoirs".

The trilogy was completed with Wings to the World which was published in 1970. The book oversaw the expansion of Qantas, from the introduction of the Super Constellations to the beginnings of the jet era. Taming of the North, Qantas Rising, Qantas at War and Wings of the World, alongside Front-Line Airline by E. Bennett-Bremner, was selected for a series titled the Qantas Foundation Memorial Book Set. Also authoring a biography on Henry Reed, titled Henry Reed: Van Diemen's Land pioneer in Hobart, 1973, Fysh wrote a profile on the merchant in the Australian Dictionary of Biography in 1967. He also wrote a treatise on trout fishing, Round the bend in the stream, in 1968.

Tributes
As a result of his contributions to international aviation, he was knighted in 1953, becoming a Knight-Commander of the Order of the British Empire.

He received an honorary Engineering Doctorate in 1971.

After Fysh's death on 6 April 1974, to mark the centenary year of Australia Day, he was named in the list of "100 most influential Australians of the century" by the Sydney Morning Herald.

In theatrical productions, Fysh was portrayed by Brendan Hanson in the Australian television mini-series, Air Australia, a documentary depicting the history of early Australian aviation.

In 2002, Fysh was inducted into the Pacific Air Travel Association's Gallery of Legends for "personal excellence, integrity and a lifetime contribution to travel and tourism", the tenth person ever to be inducted.

In late 2008, an Airbus A380 was named after Hudson Fysh in recognition of his contribution to the aviation industry and Qantas.

There is a Hudson Fysh Avenue in Parap, Northern Territory near the old Darwin Airport runway.

The sample card of Qantas Frequent Flyer and Qantas credit card products all have W H Fysh as placeholder name.

Manuscript sources

 * Sir Hudson Fysh papers, ca.1817-1974, Include papers, ca. 1922-1966 in files with a detailed list compiled by Sir Hudson Fysh; correspondence 1912-1974, diaries and personal items, 1917-1973, speeches and articles, etc. ca. 1817-1974; manuscripts of published works and records of Qantas and associated companies, 1920-1927, State Library of NSW.
 * Sir Hudson Fysh further papers, 1921-1970, Include articles, speeches, press statements, messages to staff etc. mainly on aviation; and typescript copies of Qantas Gazette bound with printed copies, Jan 1925, Nov 1929, Jan. 1930, Dec. 1934, State Library of NSW.
 * Sir Hudson Fysh further papers, 1913-1974, State Library of NSW.
 * Sir Hudson Fysh - papers concerning Qantas Empire Airways, 1950-1961, This collection consists of the following 2 series. 1. Chairman's inwards correspondence registers, 1950-1958, 2. Chairman's personal and miscellaneous correspondence files, 1952-1961, State Library of NSW.
 * File 070: Qantas and correspondence with Sir Hudson Fysh, 1966-1969, State Library of NSW.

Pictorial collections

 * Sir Hudson Fysh - glass plate negatives, State Library of NSW
 * Series 02: Sir Hudson Fysh pictorial collection, State Library of NSW

title: Hudson Fysh


text:
Wemyss Bay

Wemyss Bay is a village on the coast of the Firth of Clyde in Inverclyde in the west central Lowlands of Scotland. It is in the traditional county of Renfrewshire. It is adjacent to Skelmorlie, North Ayrshire. The town and villages have always been in separate counties, divided by the Kelly Burn.

Wemyss Bay is the port for ferries on the Sea Road to Rothesay on the Isle of Bute. Passengers from the island can connect to Glasgow by trains, which terminate in the town at Wemyss Bay railway station, noted for its architectural qualities and regarded as one of Scotland's finest railway buildings. The port is very exposed, so in high winds the ferries must travel up river to Gourock to dock.

Topography
"The coast at this place, as it is with a few exceptions along the whole course of the Frith, is bounded at a short distance back from the shore with a range of hills, sometimes rising in gentle slopes, and at other times in abrupt rocky precipices, from which is to be had a continued succession of beautiful and varied views."

Etymology
The name Kelly comes from Celtic languages, with the meaning of a wood or woodland. Similarly, Kelburn refers to a wooded river.

The name Wemyss is derived from the Scottish Gaelic uaimh which means cave. It is believed to be taken from the caves of the Firth of Forth where the Clan Wemyss made their home. The chiefs are one of the few noble families who are descended from the Celtic nobility through the Clan MacDuff Earls of Fife.

Unlike the Firth of Forth, no conspicuous caves were seen in the Wemyss Bay area, though some minor caves may have been found in the cliffs. In his guide, Boyd says he was told the story that an old fisherman named Robert Wemyss lived at the bay in the 18th century, and rented out boats. Three of his regular customers were unable to agree on the name for the bay, until they decided to "call it after old Bob".

Lands of Kelly and Ardgowan
The Kelly Burn flows west down the hillside in a ravine and into the bay, which at one time was called Kelly Bay or White Week. The lands of Kelly, to the north of the burn, were granted in the late 15th century by King James III of Scotland to the Bannatyne family, descendants of the Bannatynes of Kames on Bute. Their Kelly Castle stood on a cliff edge on the north side of the ravine, about 500m upstream from the sea, and was the setting for the song "The Carle of Kellyburn Braes" collected by Robert Burns. The castle burnt down in 1740, and was not rebuilt.

The land on the north side of the bay to the west of what became the turnpike road, identified as Lower Finnock, was part of the adjoining Shaw Stewart Ardgowan Estate. This densely wooded area had valuable salmon fishing rights, the only dwelling was "Wemyss Cottage" occupied by a fisherman. In the late 18th century, ihe Ardgowan Estate feued an area for houses to Mr. Orkney of Rothesay, who built four identical villas facing the bay, off an access road (Wemyss Bay Road) extending west from the main road; they are shown in John Ainslie's 1796 survey which also records the names Wemyss Bay and Wemyss Point. These villas, the only houses in the bay for many years, were let to Glasgow merchants and came to be known as New Glasgow.

Wallace's "marine village"
In 1792 the Glasgow merchant John Wallace, owner of extensive estates in Jamaica with sugar plantations and slaves, bought the Kelly Estate. In 1793 he had a red sandstone mansion called Kelly House built on the hillside up from the road, looking over the bay (this was later painted white). About this time the Wemyss Bay Hotel was built on the east side of the main road, near the junction to the road serving the villas; a building is shown there on Ainslie's map.

In 1803 his son Robert Wallace of Kelly inherited the Kelly Estate, and began major improvements, including a large picture-gallery extension to Kelly House. In 1814 he exchanged his land at North Finnock with Shaw Stewart of Ardgowan to gain the Lower Finnock area adjoining Wemyss Bay, so that his estate boundary on both sides of the road was on a line immediately north of what became Ardgowan Road. He also bought land which he exchanged with the Earl of Eglinton to extend the Kelly Estate across the Kelly Burn into Ayrshire, incorporating the Auchindarroch area of upper Skelmorlie. In 1832 Wallace became Greenock's first MP, and he played a significant part in introduction of the Uniform Penny Post. He had a row of houses built on the west side of the turnpike road between Inverkip and Wemyss Bay, and named the development Forbes Place after his wife's maiden name, Forbes, of Craigievar.

Wallace planned the expansion of Wemyss Bay into a "Marine Village" of 200 villas, with facilities including three churches, hotel, Academy, hot baths, reading room and billiards room, terraced walks featuring a fountain and grass promenade, bowling green, curling pond, and quoiting ground. His plans included a harbour and a steamboat quay. In 1846 the Jamaican estates Wallace had inherited were devalued, and he lost his wealth. He resigned as MP, and sold the Kelly Estate to an Australian merchant named James Alexander.

An 1847 guide book described how "in passing Wemyss Point, we come upon Wemyss Bay or New Glasgow, which from its sheltered situation, the number of beautiful localities admirably adapted for building sites, and which indeed we understand had been purchased of Mr. Wallace by Mr. Alexander, with the view of building villas thereon, will no doubt become an important rival to its neighbouring watering places. There is already a row of neat villas and cottages stretching from the port, and occasionally an elegant mansion. We are now within sight of Kelly House, the seat of R. Wallace, Esq., M.P.".

Whiting Bay pier was constructed to the west of the original villas. Alexander went bankrupt after only a few years, and in 1850 his creditors sold the estate in two roughly equal portions; Kelly went to James Scott of Glasgow, Wemyss Bay to Charles Wilsone Brown.

Wemyss Bay estate and railway
Charles Wilsone Brown did a great deal to develop the bay, selling ground for feuing. By 1855 there were 36 villas, and he got Castle Wemyss, designed by Robert William Billings, built on the hillside above Wemyss Point. In 1860 he sold his estate on to George Burns, recently retired as a partner in the Cunard Line. Burns had Wemyss House, designed by James Salmon built (near Undercliff) near the north end of the bay. His son John Burns took over Castle Wemyss and had it dramatically enlarged to a design by Billings.

In November 1862 work began on the Greenock and Wemyss Bay Railway. The original plan was for a station in the grounds of the "Clutha" villa at the start of Undercliffe Road, with a short walk along to Whiting Bay pier, but objections were raised by the Burns family. James Scott sold ground from the Kelly Estate to the railway, and the line crossed a bridge over the road to extend down the coast over a beach which Wallace's 1845 plan had identified as "Bathing Bay". The railway opened in May 1865 with its stone-built terminus station at a new pier near the Kelly Burn. The Whiting Bay pier had been repaired after damage by a hurricane in February 1856, it was finally wrecked by a storm at the end of 1865.

Further development introduced bigger, more complex, houses. Of the four original villas, two were taken down as the site for a larger house, one replaced by a villa which may have been designed by Billings and was later remodelled by John Honeyman. Only one still shows something of the original design and scale. In 1887 George Burns had the episcopal Inverclyde Church built at Undercliffe Road in memory of his wife. This church was designed by J.J. Burnet.

James Young of Kelly
In 1867 Scott sold the Kelly estate to James Young, who had become a wealthy industrialist by inventing paraffin, and was known from then as James Young of Kelly. After his wife Mary died in April 1868, he continued living at Kelly House with his family.

Since college in Glasgow in 1836, Young had been a friend and supporter of David Livingstone. After the news of the explorer's death, he arranged for Livingstone's assistants Chuma and Susi to visit Britain in 1874. They arrived after the funeral, and following a period at Newstead Abbey helping Horace Waller with Livingstone's Last Journals, they reached Kelly in June. Young questioned them closely about the hut in which Livingstone had died, and as grass in fields was similar to that in Africa, they made a facsimile of the one they had built at Ilala. A photo of this informed the book illustrator. They also replicated the kitanda they had made to carry Livingstone after he became too weak to walk. On a later visit to Livingstone's relatives at Hamilton they made another hut. Wrench made a colourised photograph postcard of "Livingstone's Hut, Wemyss Bay".

The original Kelly House was replaced by a mansion designed by William Leiper, built further up the hill in 1890. This Kelly House was destroyed in a fire in 1913. Attempts were made to blame suffragettes, but research indicates faulty electrical wiring was a more likely cause. The house remained a burnt out ruin for several years. A caravan park now occupies the estate, with its facilities building on the site of the 1890 mansion.

Other notable buildings
A memorial on the shore road recalls 'The Gaiter Club', whose members included Anthony Trollope, Lord Kelvin, Lord Palmerston and the Earl of Shaftesbury.

Neither Castle Wemyss nor James Salmon's Wemyss House remain, having been demolished in the 1980s and 1940s respectively. Also gone is J.J. Burnet's episcopal Inverclyde Church, which stood on the shore road of Undercliff Road and was demolished in 1970.

The Castle Wemyss estate and adjoining areas had been sold off in the 1960s to property developers and since then the village has grown considerably, albeit largely a dormitory settlement for Greenock and Glasgow. However several of the fine red sandstone properties remain and are now seen as renovation opportunities. There is a butcher, newsagent, cafe and fish and chip shop in the village and a pub and cafe in the extensive railway station buildings.

title: Wemyss Bay


text:
User talk:Cjensen

- Ah, thanks a lot for that Cjensen, I'll keep an eye out! Craigy (talk) 21:29, 3 December 2005 (UTC)

Template:User Wikitravel
Colin: I thought you might like to put this template on your user page. You can see how to use it on Userboxes. --ESP 15:47, 28 January 2006 (UTC)

Thanks so much. I will make a few changes. The image I put up was a replacement of the exact same bird. It looks like the ID was wrong to begin with. Miskatonic 04:42, 25 March 2006 (UTC)

Humphrey the whale
i noticed the date discrepancy too but went with the source that looked the best. im looking into it but it may take a couple of months to get to the root sources, wont forget about the issue. thanks.Anlace 21:51, 14 June 2006 (UTC)

Mason et al
Hi, thanks for your note. You're right, I did misunderstand the Mason et al paper. Thanks for fixing up one of my related mistaken edits; I'm pretty sure they're all corrected now. I'm glad you like their paper. -- Avenue 09:10, 27 July 2006 (UTC)

Calling programmers
We need coders for the WikiProject Disambigation fixer. We need to make a program to make faster and easier the fixing of links. We will be happy if you could check the project. You can Help! --Neo139 08:54, 5 August 2006 (UTC)

Ashfall Fossil Beds
Hi, I added the to the Ashfall Fossil Beds item in the Supervolcano article. The eruption is listed among the VEI-8 eruptions, but is not listed in VEI as being a VEI-8 eruption, so that's the fact I was hoping someone could support. Is there a better way I could have marked it to make it understandable to other editors? -- Cjensen 05:27, 9 August 2006 (UTC)
 * Ah, OK, that makes more sense now. I guess it would have been slightly clearer if the note was placed directly next to the Bruneau-Jarbidge text itself, but it's basically a matter of interpretation only.
 * For what it's worth, here's the only scholarly reference I could find on that particular eruption (from the Bulletin of Volcanology):

Equally, the long-lived Yellowstone-Snake River Plain "hotspot" province (Smith and Braile 1994) has an extensive ash-fall tuff record suggesting that it has experienced many tens of eruptions with volumes in excess of 250 km³ over the past 16 Ma (Perkins and Nash 2001). Volumes of associated major ash-flow tuffs have, however, only been determined for deposits of the past 8 Ma (Morgan et al. 1984; Christiansen 2001). It is likely that several large volume eruptions associated with the earlier stages of the province, between 16 and 10 Ma, remain to be identified.
 * So, the the Bruneau-Jarbidge eruption that produced the Ashfall Fossil Beds has not yet been assigned an VEI number; presumably it will be if/when someone gets around to investigating the event in more detail. – Swid (talk 18:09, 9 August 2006 (UTC)

Colins Jensen
Hi in another place from the other Colin Jensen (the guy who owns colinjensen.com / colinandbethany.com). I'm from Marin County (Novato), so if you've ever wanted to meet another Colin Jensen we should hook up some idle holiday... --Mrcolj 02:04, 30 August 2006 (UTC)

Haraldskaer Woman
so how do i post something on wikitravel or link to wikipedia Covalent 05:21, 11 September 2006 (UTC)

 * Seeing that this has not been answered, I will jump in and try to answer it.

 * 1) Surf over to http://wikitravel.org/en/Help:Contents, and follow the instructions found there. The rules, guidelines, etc. are similar to but not identical to those for wikipedia.
 * 2) As I understand it from the Wikitravel Manual of Style, links from wikitravel to wikipedia should be made as Wikitravel External Links -- Boracay Bill 02:43, 21 October 2006 (UTC)

Wikitravel template

 * Thanks for explaining. Um, is that an official policy, or one just custom? David Cannon 22:51, 19 October 2006 (UTC)

 * Looking at your comment on the 06:46, 20 October 2006 edit to this template, it seems to me as if you intended to revert the template to a version which produces non-boxed links. (As I understand it, non-boxed is the Wikitravel is not a Wikimedia project variety and boxed is the  Wikitravel is not a Wikimedia project variety.  I inferred this understanding of non-boxed vs. boxed from the cited discussion section.)  You may have noted that I (as a newbie template writer) made an attempt to modify this template to do that (and more), and reverted that template to an earlier version which produced boxed links (but still did more) in frustration when my changes failed after I moved the non-boxed version into the template location. I left both versions there (the boxed version functional and non-boxed version nonfunctional and commented out) along with a comment as explanation, in hopes that some better template coder than I could resolv this.  Since then, there have been two further changes. I note that the template as it currently stands produces boxed links, which I believe from the cited discussion section to be inappropriate.  I am a bit gun-shy after my prior frustration in revising this template, so I am calling this to your attention rather than fiddling with the template myself. -- Boracay Bill 01:29, 21 October 2006 (UTC)

reply re Sierras
I replied on my talkpage. Skookum1 02:21, 9 January 2007 (UTC)

Acronyms
I was unaware that it was so contentious, and I would have posted to the talk page first had I known. The change has already been reverted. My reasons for the change, as seen in the edit summary, were to make it consistent with the next section in the very same article, titled "Acronym usage in article body". That section contains this sentence, "There is no consistent rule about periods—in general, avoid them, unless the preferred usage is otherwise (for example, U.S., but UK)." I also wanted to make it consistent with Manual of Style (abbreviations). A reason to use U.S. that was not mentioned in the edit summary is that it is the most common form*, and the most common form is what is used in the vast majority of cases on Wikipedia, as long as there are no other factors, such as the usage being incorrect according to most authorities.

 * Based solely on my experiences in my part of the United States. My perception may be incorrect and my experience may not be representative of the country as a whole or even of my own area. I doubt this very much because of the extreme difference in frequency in the usage of U.S. and US that I have encountered. In fact, am not sure that I have ever seen "US" used in professional writing in the United States (professional writing refers to books, magazines and newspapers (actual newspapers, not amateur websites)). I have seen "US" used in weblogs, but many of those are written outside of the United States, so many of the few occasions that I have seen it used may not be important (see below). In any case, the spelling is so sloppy in weblogs that I do not think it should be used for determining standards of any type. I do not have much experience with contemporary foreign writing, so I do not know the frequency of use outside the United States. I have seen "US" used on foreign news sites, but I do not have a perception of the frequency of its usage. However, since the spelling of U.S./US is a regional issue, I believe that the regional usage supercedes the global usage. There is precedent for this on Wikipedia. Articles for places have the accents that are used locally, such as São Paulo. In addition, spelling is altered depending on the subject. For example, subjects related to the United States use American spelling. -- Kjkolb 04:40, 24 February 2007 (UTC)

Dokdo RM poll
Hey, could you participate in a new poll for Dokdo? The candidates include Liancourt Rocks, Takeshima, and the new Takeshima/Dokdo variations suggested by user:Macgruder. I'm informing you because you voted on the last poll. Thanks. (Wikimachine 18:49, 21 May 2007 (UTC))

title: User talk:Cjensen


text:
Red Ball Express

The Red Ball Express was a famed truck convoy system that supplied Allied forces moving quickly through Europe after breaking out from the D-Day beaches in Normandy in 1944. To expedite cargo shipment to the front, trucks emblazoned with red balls followed a similarly marked route that was closed to civilian traffic. The trucks also had priority on regular roads.

Conceived in an urgent 36-hour meeting, the convoy system began operating on August 25, 1944. Staffed primarily with African-American soldiers, the Express at its peak operated 5,958 vehicles that carried about 12,500 tons of supplies a day. It ran for 83 days until November 16, when the port facilities at Antwerp, Belgium, were opened, enough French rail lines were repaired, and portable gasoline pipelines were deployed.

History
Use of the term "Red Ball" to describe express cargo service dated at least to the end of the 19th century. Around 1892, the Santa Fe railroad began using it to refer to express shipping for priority freight and perishables. Such trains and the tracks cleared for their use were marked with red balls. The term grew in popularity and was extensively used by the 1920s.

The need for such a priority transport service during World War II arose in the European Theater following the successful Allied invasion at Normandy in June 1944. To hobble the German army's ability to move forces and bring up reinforcements in a counter-attack, the Allies had preemptively bombed the French railway system into ruins in the weeks leading up to the D-Day landing.

At the time of the landing, traditional French ports were mostly inoperable and, after supporting the troops of the Allied invasion, the Normandy beaches needed to then become the makeshift port that would supply the march toward Germany. The temporary piers and docks that would create the port had been brought from England and had, by the end of June, unloaded 170,000 vehicles, 7.5 e6USgal of fuel and 500,000 tons of supplies. Some 28 Allied divisions needed constant resupply. During offensive operations, each division consumed about 750 tons of supplies per day (about 100 pounds per man) totaling about 21,000 tons in all. The only way to deliver them was by truck – thereby giving birth to the Red Ball Express.

At its peak, it operated 5,958 vehicles and carried about 12,500 tons of supplies per day. Colonel Loren Albert Ayers, known to his men as "Little Patton", was in charge of gathering two drivers for every truck, obtaining special equipment, and training port battalion personnel as drivers for long hauls. Able-bodied soldiers attached to other units whose duties were not critical were made drivers. Almost 75% of Red Ball drivers were black.

Over 36 hours of planning, 132 already existing military trucking operations were combined into a truck force composed primarily of 2.5 ton GMC “Jimmy’s” and 1.5 ton Dodges. The Dodge trucks had a reputation for reliability. The GMCs were prone to breakdown, but were available in greater numbers. The larger concept of the Express and its routing would be the work of General Dwight D. Eisenhower, based on a French model (and would be an influence in Eisenhower’s role in the development of the U.S. Interstate Highway System in the 1950s).

To keep supplies flowing without delay, two routes were opened from Cherbourg (Cherbourg-en-Cotentin since 2016) to the forward logistics base at Chartres. The northern route was used for delivering supplies, the southern for returning trucks. Both roads were closed to civilian traffic.

"The highways in France are usually good, but are ordinarily not excessively wide. The needs of the rapidly advancing armies, consequently, promptly put the greatest possible demands upon them. To ease this strain, main highways leading to the front were set aside very early in the advance as "one way" roads from which all civil and local military traffic were barred. Tens of thousands of truckloads of supplies were pushed forward over these one way roads in a constant stream of traffic. Reaching the supply dumps in the forward areas, the trucks unloaded and returned empty to Arromanches, Cherbourg and the lesser landing places by way of other one way highways. Even the French railroads were, to some degree, operated similarly, with loaded trains moving forward almost nose to tail."

- For Want of a Nail: The Influence of Logistics on War (1948) by Hawthorne Daniel

The Red Ball was at the center of a number of other named supply tracks. The Green Diamond operated in the region of Cherbourg; the White Ball from Le Havre to Paris; the Lions Express between Bayeux and Brussels; and the ABC Express eastward from Antwerp.

Only convoys of at least five trucks were allowed, escorted in front and behind by a jeep. In reality, it was common for individual trucks to depart Cherbourg as soon as they were loaded. It was also common to disable the engine governors to travel faster than 56 mph.

Convoys were a primary target of the German Luftwaffe but by 1944 German air power was so reduced that even these tempting and typically easy targets were rarely attacked. The biggest problems facing the Express were maintenance, finding enough drivers, and lack of sleep for the overworked truckers.

The most problematic natural enemy of the Express was mud. The trucks used 11 in wheels that could be easily overwhelmed, and efforts to escape could burn out transmissions while dried mud could immobilize their brakes.

To control traffic and provide security for the route, the 793rd Military Police Battalion, activated December 1942, was sent to the Red Ball from August through December 1944. The early beginnings of the battalion are commemorated on the distinctive unit insignia, with two red balls on a diagonal line of yellow, with a field of green behind (green and gold are the colors of the U.S. Army Military Police).

title: Red Ball Express


text:
John Dunne

John Dunne may refer to:

Religion

 * John Dunne (priest) (1816–1867), Irish priest and educator
 * John Dunne (bishop of Bathurst) (1845–1919), Roman Catholic bishop of Bathurst, New South Wales, Australia
 * John Dunne (bishop of Wilcannia) (1846–1916), Roman Catholic bishop of Wilcannia, New South Wales, Australia
 * John Charles Dunne (born 1937), American prelate of the Roman Catholic Church
 * John S. Dunne (1929–2013), Roman Catholic priest and theologian
 * John D. Dunne (born 1961), American author and professor of Buddhist Studies

Sports

 * John 'Tull' Dunne (1911–1990), Irish Gaelic footballer, coach and administrator
 * John Dunne (basketball) (born 1970), American college basketball coach
 * John Dunne, British rock climber featured in the film Hard Grit

Other

 * J. W. Dunne (1875–1949), British soldier, aeronautical engineer and philosopher
 * John Gregory Dunne (1932–2003), American novelist, screenwriter
 * John R. Dunne (1930–2020), American lawyer and politician
 * John Dunne (chief constable), chief constable of Cumberland and Westmorland

title: John Dunne


text:
Claudio Sillero-Zubiri

Claudio Sillero-Zubiri is an Argentine-born British zoologist. He is a Professor of Conservation Biology at Oxford University's WildCRU, the Wildlife Conservation Research Unit, and Bill Travers Fellow at Lady Margaret Hall. He is the Chair of the IUCN/SSC Canid Specialist Group, and Chief Scientist of the Born Free Foundation. He is internationally recognized for his work with carnivore conservation, and in particular the endangered Ethiopian wolf (Canis simensis).

He studied at the Universidad Nacional de La Plata, then obtained his Ph.D. at Oxford University in 1994 with a study on the behavioural ecology of the Ethiopian wolf. Academic interests are the behavioural ecology of carnivores, conservation biology, population biology and disease dynamics, with a particular interest in the Canidae.

His work includes the conservation of endangered species, protected areas management, and wildlife surveys for 35 years spanning four continents. In 1998 he received the Whitley Award for Animal Conservation from the Royal Geographical Society for his work in Ethiopia.

Becoming increasingly involved in the relationships between protected areas and their surrounding rural communities, he is now working with biodiversity conservation policies and practices, particularly in South America, India and Ethiopia.

His work with the IUCN Canid Specialist Group began in 1995 assisting with various conservation programmes and coordinating the Ethiopian Wolf Conservation Programme (EWCP). He is the Chair of the Canid Specialist Group, and Editor of the Canid Biology and Conservation journal. He is also active in several other IUCN Specialist Groups.

Prof Sillero is frequently a keynote speaker at the annual Wildlife Conservation Network expo.

title: Claudio Sillero-Zubiri


text: File:C64 Koala Painter.png

title: File:C64 Koala Painter.png


text:
User:3mta3

Hmmm

Topics related to conditional probability: conditional probability, conditioning (probability), conditional probability distribution, conditional expectation, regular conditional probability

Clustering

 * cluster analysis
 * clustering high-dimensional data
 * cluster analysis (in marketing)
 * Determining the number of clusters in a data set

Related concepts

 * Dimension reduction
 * Unsupervised learning
 * Density estimation

Main types

 * k-means clustering
 * Lloyd's algorithm
 * Linde-Buzo-Gray algorithm
 * k-medoids
 * hierarchical clustering
 * Single-linkage clustering
 * UPGMA
 * mixture model
 * Chinese restaurant process
 * Dirichlet process
 * Pitman–Yor process

Applications

 * Segmentation (image processing)
 * Thresholding (image processing)
 * Otsu's method
 * cluster analysis (in marketing) (above)
 * Market segment
 * Cluster sampling
 * Microtargeting
 * Document clustering
 * Latent Dirichlet allocation
 * Psychometrics
 * Pathfinder Networks

Other

 * Biclustering
 * Canopy clustering algorithm (not really an algorithm, more a heuristic for speeding up)
 * Constrained clustering (requires certain pairs either must or must not be in same cluster)
 * Conceptual clustering
 * Cobweb (clustering)
 * Formal concept analysis
 * Fuzzy clustering
 * Fuzzy c-means on cluster analysis
 * Spectral clustering on cluster analysis
 * Locality sensitive hashing
 * Artificial neural network (mention, but no explanation)

Comparison

 * Silhouette (clustering) (graphical representation)
 * Cophenetic correlation
 * Rand index
 * Adjusted rand index
 * Mutual information
 * Adjusted Mutual Information

Unknown

 * Consensus clustering (doesn't really explain what it is)
 * Information bottleneck method
 * Correlation clustering

Algorithms
N for novel (i.e. vanity page for CS paper), N? for possibly novel
 * Ants sleeping model N
 * birch (data clustering) N
 * Cure data clustering N
 * Cluster-weighted modeling N?
 * DBSCAN
 * FLAME clustering N
 * Girvan-Newman algorithm
 * k-means++ N? (for choosing starting points for k-means)
 * Neighbourhood components analysis N
 * OPTICS algorithm N?
 * QT (quality threshold) clustering on cluster analysis
 * SUBCLU N?

title: User:3mta3


text:
File:C64 Geopaint.png

screenshot C64 Geopaint, software by Berkeley Softworks 1988, screenshot made myself.

title: File:C64 Geopaint.png


text: Category:Olympic wheelchair racers by country


text:
File:C64 Geowrite.png

Screenshot C64 Geowrite, software by Berkeley Softworks 1987, screenshot made myself.

title: File:C64 Geowrite.png