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Ortona

Ortona (Abruzzese: Urtónë; Ὄρτων) is a coastal town and municipality of the Province of Chieti in the Italian region of Abruzzo, with some 23,000 inhabitants.

In 1943 Ortona was the site of the bloody Battle of Ortona, known as "Western Stalingrad". A patron saint of Ortona is Saint Thomas the Apostle (Tommaso), whose relics were brought to Ortona in the 13th century by a sailor and are kept in the Cathedral of Saint Thomas.

History
The origins of Ortona are uncertain. Presumably, it was first inhabited by the Frentani, an Italic population. In 2005, during works near the Castle, a Bronze Age settlement was discovered, and the Roman town largely coincided with this first settlement. Some sections of paved roads and urban walls, as well as some archaeological findings are the only remains of this period. Ortona remained a part of the Eastern Roman Empire (later Byzantine Empire) for several centuries, before it was annexed by the Kingdom of the Lombards. In 803 the Franks incorporated Ortona into the county of Chieti. From that date on, the town remained tied to Chieti and its territory.

In 1258 the relics of the Apostle Thomas were brought to Ortona by the sailor Leone Acciaiuoli. In 1302 the Croatian lord George Šubić raided Ortona and extracted tribute from its denizens. In the first half of the 15th century its walls were built, and during this period Ortona fought with the nearby town of Lanciano in a fierce war that ended in 1427. On June 30, 1447, ships from Venice destroyed the port of Ortona; consequently the King of Sicily at that time commissioned the construction of a Castle to dominate the renovated port. In 1582 the town was acquired by Margaret of Parma, daughter of Emperor Charles V and Duchess of Parma. In 1584 Margaret decided to build a great mansion (known as Palazzo Farnese), which was never completed due to her death.

After the establishment of the Kingdom of Italy in 1860, Ortona became one of the first sea resorts on the Adriatic Sea. On 9 September 1943, the royal family of the House of Savoy left German-occupied Italy from the port of Ortona. The defensive Gustav Line was established by the Germans at Ortona (extending towards Cassino on the opposite side of Italy). Ortona offered the Allies a supply port on the Adriatic and was fiercely defended by the Germans. The struggle between the German paratroopers and the 2nd Canadian Infantry Brigade attracted the attention of the international press, leading the Battle of Ortona to be known as "Little Stalingrad."

Transport
Ortona is served from Port of Ortona, an important port of Adriatic Sea.

Main sights

 * Cathedral of San Tommaso (relics of saint Thomas the Apostle)
 * Cathedral Museum
 * Church of Santa Maria di Costantinopoli
 * Church of Santa Caterina d'Alessandria
 * Lighthouse
 * Medieval Aragona Castle
 * Museum of Ortona battle
 * Moro River Canadian War Cemetery
 * Trabucchi (fishing machines) on sea

Ortona is home of several beaches that appeal to tourists and one historical museum based on the battle of Ortona. The Abruzzo, Lazio and Molise National Park is not far either.

International relations
Ortona is twinned with:
 * 🇮🇹 Cassino, Italy, since 1991
 * 🇷🇺 Volgograd, Russia, since 2013
 * Metković, Croatia, since 2016

People

 * The composer Francesco Paolo Tosti was born in Ortona.
 * The pornstar Rocco Siffredi was born in Ortona.

title: Ortona


text:
Ronan Point

Ronan Point was a 22-storey tower block in Canning Town in Newham, East London, that partly collapsed on 16 May 1968, only two months after it had opened. A gas explosion blew out some load-bearing walls, causing the collapse of one entire corner of the building; four people died and 17 were injured. The nature of the failure (caused by both poor design and poor construction) led to a loss of public confidence in high-rise residential buildings, and major changes in British building regulations resulted.

Construction
Ronan Point, named after Deputy Mayor Harry Ronan (a former Chairman of the Housing Committee of the London Borough of Newham), was part of the wave of tower blocks built in the 1960s as cheap, affordable prefabricated housing for inhabitants of West Ham and other areas of London. The tower was built by Taylor Woodrow Anglian using a technique known as large panel system building, which involves casting large concrete prefabricated sections off-site and bolting them together to construct the building. The precast system used was the Danish Larsen & Nielsen system.

Construction started in 1966 and was completed on 11 March 1968.

Collapse
At approximately 5:45 am on 16 May 1968, resident Ivy Hodge went into her kitchen in flat 90, a corner flat on the 18th floor of the building, and lit a match to light the gas stove for a cup of tea. The match sparked a gas explosion that blew out the load-bearing flank wall, which had been supporting the four flats above. The flank wall fell away, leaving the floors above Hodge's living room and bedroom unsupported, causing their collapse. Falling floor slabs from Hodge's floor and the floors above pancaked down onto the floors below, causing a progressive collapse of all of the floors of the living room portions of the south-east units of the building.

The building had just opened, and three of the four flats immediately above Hodge's were unoccupied. Four of the 260 residents died immediately and seventeen were injured, including a young mother who was stranded on a narrow ledge when the rest of her living room disappeared. Hodge survived, having been knocked unconscious in her kitchen by the blast. Leaking gas had collected in the hallway outside her kitchen, and the largest area of overpressure from the gas explosion's blast wave occurred at this concentration of gas in the hallway, causing the highest pressures of the blast wave to travel outward to the exterior flank wall uninterrupted. The existing overpressure in the kitchen as a result of the gas explosion's origin there blunted the higher overpressure caused by the hallway explosion, leaving the walls of the kitchen intact and sparing Hodge's life. Also surviving the blast was Hodge's gas stove, which she took to her new address.

The gas leak was determined to have been caused by a cracked nut connecting the building's gas line to Hodge's stove, which was believed to have cracked due to being overtightened at the time of installation. The force of the blast also had lifted upward a portion of the ceiling in Hodge's unit (i.e., the unit above's floor slab) causing loss of the gravity load between the floor slab and flank wall necessary to keep the flank wall anchored to the floor slab. Further, a subsequent investigation determined that mechanical elements of the floor slab/flank wall connection were not properly designed to account for the effects of gravity load changes due to lateral forces such as high winds or explosions.

Griffiths inquiry
In the immediate aftermath of the collapse, the government commissioned an inquiry, led by Hugh Griffiths, QC. It reported on dangers caused by pressure on the walls from explosion, wind, or fire, finding that although the design had complied with the current regulations, the following recommendations should be implemented:
 * Gas supplies should be disconnected from existing tall buildings until they have been strengthened
 * Consideration should be given to a requirement to notify the gas board of new gas installations
 * Consideration should be given to improving ventilation in high blocks
 * The regulations for the storage of explosive materials in high blocks should be reviewed
 * All blocks over six storeys should be appraised by a structural engineer
 * Where necessary high blocks should be strengthened
 * Designers of new tall blocks should design them so they are not susceptible to progressive collapse
 * Designers should have regard to recent research on frequency and duration of high wind speeds etc
 * Designers should have regard to the effects of fire on the structural behaviour of the building

Rebuilding and later demolition
Ronan Point was partly rebuilt after the explosion, using strengthened joints designed to deal with those issues, and the building regulations were altered to ensure that similar designs would not be permitted in the future. However, public confidence in the safety of residential tower blocks was irreparably shaken, and the public scepticism of Ronan Point was later found to be appropriate.

Sam Webb, an architect who had given evidence to the Griffiths inquiry, predicted that after approximately 15 years, Ronan Point would develop structural problems and collapse. Webb's concerns eventually led the council to evacuate the building, and then to demolish it in 1986 in a piecemeal manner (rather than, for example, using explosives). When this was done, the extent of the defects found shocked even some of the activists, including Webb himself. It was discovered that most of the mechanical connections between floor slabs and flank walls had not been attached properly during construction. On the lower floors, cracks were found in the concrete where it had been point-loaded, and it was alleged that the extra pressure on those points during a high wind (such as during the Great Storm of 1987, barely a year after the demolition) would soon have led to building collapse.

Effect on legislation
The partial collapse of Ronan Point led to major changes in building regulations. The first of these came with the 5th Amendment to the Building Regulations in 1970. These are now embodied in Part A of the Building Regulations and cover "Disproportionate Collapse". They require that "the building shall be constructed so that in the event of an accident the building will not suffer collapse to an extent disproportionate to the cause". They specifically cover pressures which may be caused for example by wind forces, explosions (either internal or external), or vehicle incursions, and note that seismic design may occasionally be required.

Immediately after the publication of the report the Government brought out interim measures to ensure the safety and integrity of buildings in the event of an explosion. All new buildings of over five storeys constructed after November 1968 were required to be able to resist an explosive force of 34 kPa. Existing buildings were allowed to resist an explosive force of 17 kPa, provided that the gas supply was removed and flats were refitted for electric cooking and heating.

Many other jurisdictions, including the US, have since amended their building codes to require that buildings subject to explosions or other accidents will not collapse to an extent disproportionate to the cause.

Two days after the Grenfell Tower fire in 2017, John Knapton, emeritus professor of structural engineering at Newcastle University, claimed that regulations which came into force in 1971, following lessons learned from Ronan Point, had improved building structural strength in such a way as to prevent the collapse of the Grenfell Tower, which was built in 1974.

Effect on housing
In 1985, the Building Research Establishment published a report entitled "The Structure of Ronan Point and other Taylor Woodrow – Anglian buildings" to advise local councils and building owners on checking the structural stability of their blocks. Southwark Council confirmed in 2017 that strengthening work ordered after Ronan Point may not have been carried out on the Ledbury Estate, after structural weaknesses were found that led to the evacuation of four tower blocks.

Within a couple of decades of the collapse of Ronan Point, the public's lack of confidence in the construction technique used at Ronan Point, together with the social problems within such developments, led to the demolition of many tower blocks. In particular, the construction technique involved metal bolts which expand when they rust and crack the concrete round them. In 2018, it was reported that two tower blocks on the Broadwater Farm estate in Tottenham, Tangmere House and Northholt House, were structurally unsound and could collapse catastrophically if there is a gas explosion or if a vehicle collides with the base. Both are to be evacuated urgently. Other buildings in Broadwater Farm had less serious problems.

Legacy
In May 2018, 50 years after the partial collapse, Ronan Point was the subject of an experimental documentary film, And Then We Heard Shouts and Cries, by artist Ricky Chambers. Chambers' grandparents and mother had lived in flat 87 on the 18th floor of the tower block at the time of the gas explosion.

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

title: Ronan Point


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Last Gasp (publisher)

Last Gasp is a San Francisco–based book publisher with a lowbrow art and counterculture focus. Owned and operated by Ron Turner, for most of its existence Last Gasp was a publisher, distributor, and wholesaler of underground comix and books of all types.

Last Gasp was established in 1970. Although the company came onto the scene a bit later than some of the other underground publishers, Last Gasp continued publishing comics far longer most of its competitors. In addition to publishing notable original titles like Slow Death, Wimmen's Comix, Binky Brown Meets the Holy Virgin Mary, and Weirdo, it also picked up the publishing reins of important titles—such as Zap Comix and Young Lust—from rivals who had gone out of business.

Although Last Gasp no longer publishes "floppy" comics; the company continues to publish art and photography books, graphic novels, fiction, and poetry, producing 10–15 new titles per year.

History

Last Gasp Eco Funnies was founded in Berkeley, California, in 1970 by San Francisco State University graduate student Ronald E. Turner, with the help of Gary Arlington, to publish the ecologically-themed comics title Slow Death Funnies (in conjunction with the first Earth Day). Last Gasp followed Slow Death Funnies with the all-female anthology It Ain't Me, Babe, spearheaded by Trina Robbins.

Last Gasp incorporated on September 11, 1971. In the time period 1971–1973, Last Gasp published Air Pirates Funnies #1–2 and a number of other Air Pirates-related titles, including The Tortoise and the Hare, Dopin' Dan #1–3, and Merton of the Movement. (Turner insists that he only served as an advisor to the Air Pirates collective, despite them crediting his company as "publisher.") Considered to be an "enabler" of the Air Pirates infamous Walt Disney parodies, Turner's name was added to Disney's lawsuit against the collective. Turner quickly settled with Disney, but Air Pirates Dan O'Neill, Bobby London, and Ted Richards continued fighting, in a case that dragged on for years.

The company's success with Slow Death and It Ain't Me, Babe enabled Last Gasp to expand into distribution, in addition to publishing. The company soon became a major part of the underground comix movement. Sociopolitical themes were explored in Last Gasp series such as Guy Colwell's Inner City Romance (1972–1979), which portrayed gritty urban tales;  Armageddon (1973), which focused on anarcho-capitalism; and Anarchy Comics (1978), which focused on left-wing politics. In addition to publishing Wimmen's Comix for much of its run, Last Gasp published a number of other comix with feminist themes, including It Ain't Me, Babe, Tits & Clits Comix, Twisted Sisters #1, and Good Girls.

In 1972, Last Gasp published Justin Green's seminal autobiographical comic Binky Brown Meets the Holy Virgin Mary.

Beginning in 1972, Last Gasp began publishing ongoing titles moving over from other companies; beginning with Young Lust, and then Rand Holmes' Harold Hedd. In 1977, the company picked up Joyce Farmer and Lyn Chevely's Tits & Clits Comix, publishing that series until 1987. Last Gasp published the final three issues of San Francisco Comic Book in 1980–1983, and the latter half of Zap Comix' run from 1982 to 2005.

Last Gasp also published Weirdo from 1981 to 1993, and Cherry Poptart from 1982 to 1992.

In the early 1980s Last Gasp published some of the first books about the West Coast punk rock scene, including a number of titles by Peter Belsito.

Last Gasp moved its headquarters from Berkeley to San Francisco in c. 1975. Starting in 1975, Ron Turner began hosting the annual "Burritos, Beer & Cheer" holiday party at the Last Gasp offices, which was also a fundraiser for the Martin de Porres House of Hospitality, a free soup kitchen located in San Francisco. Last Gasp hosted "Burritos, Beer & Cheer" for more than 30 years.

In the period 2004–2010, Last Gasp published English-language compilations of popular manga titles, including Fumiyo Kouno's Town of Evening Calm, Country of Cherry Blossoms; Junko Mizuno's Pure Trance; and Keiji Nakazawa's Barefoot Gen.

In early December 2016, Last Gasp announced it was ending its comics distribution business to focus solely on book publishing. (As one of the last independent distributors, they handled comics distribution from more than 100 small comics publishers.) As a consequence, the company planned to lay off the bulk of its dozen employees by February 2017.

Creators associated with Last Gasp
Notable artists published by Last Gasp include Tim Biskup, Robert Crumb, Richard Corben, Ron English, Camille Rose Garcia, Justin Green, Bill Griffith, John Howard, Greg Irons, Shawna Kenney, Spain Rodriguez, Mark Ryden, Dori Seda, Larry Welz, Robert Williams, and S. Clay Wilson.

Comix
• The Adventures of Harold Hedd (1972–Sept. 1973)

• Anarchy Comics (4 issues; 1978–1987)

• Armageddon (3 issues; 1970–1973)

• Binky Brown Meets the Holy Virgin Mary (1972)

• Brain Fantasy (2 issues; May 1972–Jan. 1975)

• Cherry Poptart (13 issues; 1982–1992)

• Harlan Ellison's Chocolate Alphabet (Aug. 1975)

• Cocaine Comix (4 issues; 1975–1982)

• Dirty Laundry (1974, 1978, 1993)

• Dopin' Dan (3 issues; 1972–1979)

• Dr. Atomic (6 issues; Sept. 1972–Apr. 1981)

• Fresca Zizis (1977)

• Good Girls (6 issues; 1987–1991)

• Grim Wit (2 issues; June–Sept. 1973)

• Harold Hedd (3 issues, 1973–1984)

• Horny Biker Slut (13 issues; 1990–1998)

• Hup (4 issues; 1986–1992)

• Inner City Romance (5 issues; 1972–1978)

• It Ain't Me, Babe (July 1970)

• Last Gasp Comix & Stories (5 issues; 1994–1997)

• The Legion of Charlies (Fall 1971) — one-shot by Tom Veitch, Greg Irons, and Dave Sheridan

• Mickey Rat (2 issues; 1980–1982)

• Monolith (1972)

• Neurocomics (Mar. 1979)

• Skull (5 issues; 1970–1972)

• Slow Death Funnies/Slow Death (11 issues; 1970–1992)

• Tales from the Leather Nun (1973)

• Twisted Sisters #1 (1976)

• Weirdo (28 issues; Spring 1981–Summer 1993)

• Wimmen's Comix (10 issues; Spring 1981–Summer 1993)

• Young Lust (5 issues; 1972, 1987–1993)

• Zap Comix (16 issues; 1982–2005)

Manga translations

 * Kouno, Fumiyo. Town of Evening Calm, Country of Cherry Blossoms (2004)
 * Mizuno, Junko. Pure Trance (2005)
 * Nakazawa, Keiji. Barefoot Gen (10 issues, 2004–2010)

Books

 * Belsito, Peter, Bob Davis, and Marian Kester. StreetArt: The Punk Poster in San Francisco 1977-1981 (1981) ISBN 9780867193008
 * Belsito, Peter and Bob Davis. Hardcore California: A History of Punk and New Wave (1983) ISBN 9780867193145
 * Belsito, Peter. Notes From the Pop Underground (1985) ISBN 978-0867193374
 * Blank, Joani (ed.) Femalia (2nd ed., 2011)
 * Cometbus. Despite Everything: A Cometbus Omnibus (2002) ISBN 0-86719-561-4
 * Corinne, Tee. The Cunt Coloring Book (1989)
 * Davis, Mike. A Blind Man's Journey (2014)
 * Griffith, Bill. Zippy Stories (1986). ISBN 0-86719-325-5
 * Fitzgerald, F. Stop and Marian Kester. Dead Kennedys: The Unauthorized Version (1983) ISBN 0-86719-312-3
 * LeRoy, J. T. with illustrations by Cherry Hood. Labour (2006) ISBN 9780867196542
 * Perry, Michael with illustrations by Doug Cunningham. Turntable Timmy (paperback re-issue, 2015)
 * Schorr, Todd. American Surreal (2008)

title: Last Gasp (publisher)


text:
Category talk:Towns in Wiltshire

Why
Umm. Why do we need a separate category for towns in wiltshire?. It seems to me that if you know (eg) Ramsbury is in Wiltshire but are not sure if it is a town or a village (it is a village, but it is hard to be sure even on the ground), you now need to look in two places. -- Chris j wood 16:18, 20 Oct 2004 (UTC)

title: Category talk:Towns in Wiltshire


text:
S. Jayakumar (Singaporean politician)

Shunmugam Jayakumar (சண்முகம் செயக்குமார்; born 12 August 1939), often known as S. Jayakumar, is a Singaporean former politician, diplomat, jurist and author who served as 5th Deputy Prime Minister of Singapore between 2004 and 2009. A member of the governing People's Action Party (PAP), he was the Member of Parliament (MP) for Bedok SMC between 1980 and 1988, the Bedok division of Bedok GRC between 1988 and 1997, and later East Coast GRC between 1997 and 2011.

Jayakumar served as Minister for Foreign Affairs between 1994 and 2004, Minister for Home Affairs between 1988 and 1994, Minister for Law between 1988 and 2008, Minister for Labour between 1984 and 1985, Senior Minister and Coordinating Minister for National Security concurrently between 2009 and 2011.

He was appointed Deputy Prime Minister in 2004 after Lee Hsien Loong stepped down as Deputy Prime Minister and took up the office of Prime Minister. He was serving as Deputy Prime Minister alongside Tony Tan and Wong Kan Seng. In June 2020, he was appointed Pro-Chancellor of the National University of Singapore.

Education
Jayakumar was educated at Raffles Institution before graduating from the University of Singapore (now the National University of Singapore) with a Bachelor of Laws with honours degree and was called to the Bar in 1964.

He subsequently went on to complete a Master of Laws degree at Yale Law School in 1966.

Academic career
Upon his graduation from Yale Law School, Jayakumar took on a lecturing position at the National University of Singapore's Faculty of Law between 1964 and 1981, assuming the position of Dean in 1974, which he held until 1980.

Diplomatic career
While teaching at NUS Faculty of Law, Jayakumar concurrently served as Singapore's Permanent Representative to the United Nations and Singapore's High Commissioner to Canada between 1971 and 1974. He was also a member of Singapore's delegation to the United Nations Convention on the Law of the Sea between 1974 and 1979.

Jayakumar also authored three books and 32 articles on the topics of constitutional law, international law and legal education.

Political career
In 1980, Jayakumar was elected as the Member of Parliament (MP) representing the Bedok constituency. He remained as the MP for the Bedok constituency after the 1988 general election but this time under the newly created Bedok GRC.

During the 1991 general election, he remained as the MP for the Bedok constituency but this time under the newly created East Coast GRC. He retained his seat in 1997 general election and 2006 general election.

In 1981, Jayakumar was appointed as Minister of State for Home Affairs and Minister of State for Law. He first served in Prime Minister Lee Kuan Yew's Cabinet in 1984 as Minister for Labour, Second Minister for Home Affairs and Second Minister for Law.

Jayakumar was appointed Minister for Home Affairs and Second Minister for Law on 2 January 1985.

In 1988, Jayakumar was appointed Minister for Law and Minister for Home Affairs. He retained these portfolios under Prime Minister Goh Chok Tong.

In January 1994, Jayakumar was appointed Minister for Foreign Affairs and Minister for Law.

On 12 August 2004, Jayakumar was appointed Deputy Prime Minister and Minister for Law under Prime Minister Lee Hsien Loong's Cabinet. On 1 September 2005, Jayakumar took over the role as Coordinating Minister for National Security from Tony Tan to oversee counter-terrorism policies in Singapore.

Jayakumar stepped down as Minister for Law on 30 April 2008, and as Deputy Prime Minister on 1 April 2009.

Jayakumar was appointed a Senior Minister on 1 April 2009 before retiring from politics on 21 May 2011. He decided not to contest in the 2011 general election citing health reasons. He also resigned as a permanent member of the Presidential Council for Minority Rights which he was appointed to the position on 1 July 1998.

Career after politics
After his retirement from politics, Jayakumar served as Chair of the National University of Singapore Faculty of Law's Advisory Council and Patron of the NUS Centre for International Law. He became an emeritus professor at the NUS Faculty of Law, and a consultant at Drew & Napier, one of the Big Four law firms in Singapore. On 1 July 2020, he was appointed pro-chancellor of the National University of Singapore, where he served until 2023.

On 4 April 2021, during the National Day Awards, Jayakumar was conferred the Order of Temasek (With High Distinction), the nation's highest civilian honour, by President Halimah Yacob for his "wide-ranging, invaluable and unique contributions to the well-being and security of Singapore". In the investiture ceremony, he was praised for having "given his entire life to the service of Singapore" and the citation of his award said: "Uniquely among public servants, Prof Jayakumar brought an exceptionally keen legal mind to bear on a considerable range of issues, from national security and foreign policy to political and constitutional developments."

Publications
Jayakumar has written and published several books related to his life and experiences in foreign affairs and diplomacy. In 2009, Jayakumar and Ambassador-at-Large Tommy Koh published the book titled Pedra Branca: The Road to the World Court, which covers the territorial dispute between Malaysia and Singapore over Pedra Branca, a small island of strategic value located near the entry point to the Straits of Malacca.

In 2011, Jayakumar published a book titled Diplomacy: A Singapore Experience. The book covers his reflections on many events and episodes during his many years in public service. It also shared behind-the-scenes political decision making that governed Singapore's responses during important post-independence events that formed the basis of Singapore's foreign policy principles.

In 2015, he published a memoir titled Be at the Table or Be on the Menu: A Singapore Memoir, which covers his early life and his career as a law academic and dean before he entered politics.

In 2019, Jayakumar, Ambassador-at-Large Tommy Koh and Deputy Attorney-General Lionel Lee launched the book titled "Pedra Branca: Story Of The Unheard Cases", which recounts how Singapore's team prepared in the dispute with Malaysia over the sovereignty of Pedra Branca and also serves as a continuation to Pedra Branca: The Road to the World Court.

In November 2020, Jayakumar introduced his book titled Governing: A Singapore Perspective, which covers his views and experiences of Singapore's governance, such as how he viewed the Lee family dispute over their 38 Oxley Road home, and Prime Minister Lee Hsien Loong's retirement plan if the COVID-19 crisis has not improved.

Honours

 * 🇸🇬 Singapore:
 * Bintang Bakti Masyarakat ribbon (1963–1996).png Public Service Star (1980)
 * Darjah Utama Temasek ribbon (from 1996).svg Order of Temasek with High Distinction (2020)
 * 🇯🇵 Japan:
 * JPN Kyokujitsu-sho 1Class BAR.svg Grand Cordon of the Order of the Rising Sun (2012)

title: S. Jayakumar (Singaporean politician)


text:
Lady Cynthia Asquith

Lady Cynthia Mary Evelyn Asquith (née Charteris; 27 September 1887 – 31 March 1960) was an English writer and socialite, known for her ghost stories and diaries. She also wrote novels, edited a number of anthologies, wrote for children and covered the British Royal family.

Early life
Lady Cynthia was born at Clouds House, East Knoyle, Wiltshire on 27 September 1887, one of seven children of Hugo Richard Charteris, 11th Earl of Wemyss (1857–1937), and Mary Constance Wyndham, of The Souls fame. Among her siblings were Hugo Francis Charteris, Lord Elcho (who married Lady Violet Manners, the daughter of Henry Manners, 8th Duke of Rutland, and was killed in action in the Great War), Guy Lawrence Charteris, Colin Charteris (who died young), Lady Mary Charteris (wife of Capt. Algernon Walter Strickland and, after his death, John George Lyon), Yvo Alan Charteris (also killed in action during the Great War), and Lady Irene Charteris (wife of Ivor Windsor-Clive, 2nd Earl of Plymouth).

Her paternal grandparents were Francis Charteris, 10th Earl of Wemyss and his first wife Lady Anne Frederica Anson (second daughter of Thomas Anson, 1st Earl of Lichfield). Her maternal grandparents were Capt. Hon. Percy Scawen Wyndham MP for Cumberland West (second son of George Wyndham, 1st Baron Leconfield), and the former Madeleine Eden Campbell (sixth daughter of Maj.-Gen. Sir Guy Campbell, 1st Baronet).

Career
In 1913, Asquith met D. H. Lawrence in Margate and became a friend and correspondent. She took a position as secretary to the Peter Pan creator J. M. Barrie, with whom she became close friends, continuing to work for him until his death in 1937. Barrie left most of his estate to her, except for the Peter Pan works. Author L. P. Hartley became a lifelong friend after they met in the early 1920s.

Asquith became known for editing The Ghost Book, an anthology of supernatural fiction, including work by D. H. Lawrence, Algernon Blackwood, Arthur Machen, Oliver Onions, and May Sinclair.

One of Asquith's stories, "The Follower", was adapted for BBC Radio, along with others by Algernon Blackwood, Marjorie Bowen, and Noel Streatfeild; all were later reprinted in the Cecil Madden anthology My Grimmest Nightmare (1935). She contributed to the screenplay of the 1937 film Dreaming Lips, which starred Elisabeth Bergner.

In 1957, Asquith appeared as a contestant in the ITV Quiz show The 64,000 Question (hosted by Jerry Desmonde) where she won the top prize of £3,200 answering questions on the works of Jane Austen.

Personal life
On 28 July 1910, Lady Cynthia married Herbert Asquith (1881–1947), second son of H. H. Asquith, the Liberal Prime Minister of the United Kingdom from 1908 to 1916, with whom he is sometimes confused. They had three children:

 * John Michael Asquith (1911–1937), who suffered mental problems and died in an institution.
 * Michael Henry Asquith (1914–2004), who married in 1938 Diana Eveline Montagu Battye, daughter of Lt.-Col. Perceval Lawrence Montagu Battye. They divorced in 1952; he married secondly Helga Brigitta Ebba Elizabeth Ritter, daughter of Dr Walther Sigmund Casimir Ritter, in 1953.
 * Simon Roland Anthony Asquith (1919–1973), who married in 1942 Vivien Lawrence Jones, daughter of Sir Lawrence Jones, 5th Baronet and Lady Evelyn Alice Grey (a daughter of Albert Grey, 4th Earl Grey)

Lady Cynthia's husband died in Bath on 5 August 1947 aged 66, and Lady Cynthia herself on 31 March 1960, aged 72.

Works

 * The Duchess of York (1927), biography
 * The Spring House (1936), novel
 * The Family Life of Queen Elizabeth (1937)
 * The King’s Daughters (1938), biography
 * Dreaming Lips (1937), screenplay
 * One Sparkling Wave (1943), novel
 * This Mortal Coil (1947), stories: "In a Nutshell", "The White Moth", "The Corner Shop", "God Grante That She Lye Stille", "The Playfellow", "The Nurse Never Told", "The Lovely Voice", "The First Night", "The Follower"
 * Haply I May Remember (1950)
 * What Dreams May Come (1951), stories (contents the same as This Mortal Coil, but with "The Follower" omitted and "The Nurse Never Told" retitled as "From What Beginnings?")
 * Remember and be Glad (1952)
 * Portrait of Barrie (1954)
 * Married to Tolstoy (1960), biography
 * Lady Cynthia Asquith Diaries 1915–1918 (1968)
 * Thomas Hardy at Max Gate (1969)

As editor

 * The Flying Carpet (1925)
 * Treasure Ship (1926)
 * The Ghost Book (1927)
 * The Black Cap (1928)
 * The Funny Bone  (1928)
 * Shudders (1929)
 * The Children's Cargo (1930)
 * When Churchyards Yawn (1931)
 * My Grimmest Nightmare (1935)
 * The Second Ghost Book (1952)
 * The Third Ghost Book (1955)

Adaptations
"God Grante That She Lye Stille", first published in When Churchyards Yawn, was adapted in 1961 by Robert Hardy Andrews as an episode of the anthology TV series Thriller.

title: Lady Cynthia Asquith


text:
Talk:British Rail Class 373

Untitled
I have separated the link to the Eurostar page as this is a description of the trains, rather than the Eurostar service/company and is the same format as the other unit pages I have created. (Our Phellap 16:21, 20 Oct 2004 (UTC))

I've just noticed that the operators table has unit 373204 operated by both Eurostar and SNCF. I suspect that it it is the Eurostar that is incorrect (i.e. the range should start at 05 not 04), but I haven't changed it as I am not certain. Thryduulf 16:44, 28 July 2005 (UTC)`
 * Yes you are right - i have corrected it Our Phellap 17:02, 28 July 2005 (UTC)

3733xx (NoL Sets) transfer to SNCF
Was in Paris yesterday. I saw 3301/02 at Gare du Nord (domestic platforms), stripped of Eurostar logos and reassigned to "Le Landy". Forgot to check for removed shoegear. Sladen 00:24, 5 May 2007 (UTC)

Rerouting to St Pancras : issues
The UK end of the Eurostar link will be moved to St Pancras on 14th November 2007. This has benefits for domestic rail operation in and out of Waterloo, as it will allow the current platforms to be reused for domestic services, will increase capacity into Waterloo, and may reduce delays as a result.

However, the relocation of the link may not have a totally beneficial effect. Passengers from the South of London may find that the additional journey time to St Pancras will offset the reduced journey time to the continent. Partly this could be offset by new and more frequent rail services towards St Pancras from South of London locations, but this does not seem to have been planned.

The proposed removal of the 3rd rail capability from existing Eurostar trains might also not be ideal. In the event of major failures or emergency situations, Eurostar trains can run on much of the rail network around London. This would become impossible if this feature is removed.

Is there ever going to be the possibility of journeys progressing beyond London, for example North or West, using high speed trains? This might only provide marginal advantages, though currently having to change trains in London in the UK, and in Paris in France is a significant barrier to some users switching to rail from other forms of transport such as air or car.

Are the railway operators seriously considering all of the issues which could arise out of the relocation of the cross channel service terminal to St Pancras? David Martland 13:50, 19 July 2007 (UTC)

What has this go to do with the actual train this is to do with the Eurostar the service section —Preceding unsigned comment added by 172.200.220.2 (talk) 22:49, 8 October 2007 (UTC)

Following the closure of Waterloo International Station in November 2007, and the transfer of all Eurostar services to St Pancras International, using HS1, it was in January 2008, that all of the third rail DC traction equipment on all of the Eurostar trainsets was removed. Furthermore no DC traction equipment has been retained on any Eurostar trainset for Emergencey use or other operational reasons on grounds of cost. Eurostar never had a policy of having two International Stations in London, inspite of press comments to that effect. Aquizard 00:30, 20 April 2009(UTC)

Incorrect train numbers?
The wiki page shows that only 37 sets were built, but site such as abrail.co.uk list many more than that- more like 57 (although of those one is only a power car on its own)  — Preceding unsigned comment added by 86.18.150.66 (talk) 19:33, 13 June 2012 (UTC)

 * Depending on the numbers: 77 power cars. 76 half-sets of coaches. 62 full-length half-sets.  38 usable trains (2 power cars + 2 half-sets of coaches).  36 half-sets ordered by BR/EPS.  32 half-sets ordered by SNCF.  31 full-length usable 373/1 trains.  27 full-length trains in Eurostar International service today.  21 half-sets in SNCF domestic service today. 14 shorter "North of London" half-sets.   10.5 trains in SNCF domestic service today. 8 half-sets ordered by SNCB.  7 shorter "North of London".  4 complete trains ordered by SNCB. 3 trains previously painted (vinyl-wrapped) for GNER.  1 half-set used for spares.  1 spare power car.  0.5 trains used for spares.  Of those, which do you feel could do with expanding/explaining more clearly in the article?  —Sladen (talk) 00:29, 14 June 2012 (UTC)

Safety systems
I updated datas on safetys systems. TBL is used on SNCB lines (TBL 1 for all lines but TBL2 for HS2 line). Memor is used on CFL lines. TBM 430 is also used for the chunnel. —Preceding unsigned comment added by 83.156.119.159 (talk) 13:38, 6 December 2007 (UTC)
 * TVM and KVB are also used on the British HS1, including St. Pancras, The British systems mentioned in the article are 'not' used, they were only required for the line to Waterloo Int'l. --L.Willms (talk) 10:50, 28 January 2008 (UTC)
 * Except for when calling at Ashford International railway station! —Sladen (talk) 16:42, 28 January 2008 (UTC)

Multiple Unit?
The article says that the Class 373 is an electric multiple unit. Is this so? There's a comment in Talk:British Rail Class 390 that says that it isn't. I don't quite get the definition, so I'm not sure. Any views? --JCG33 (talk) 18:13, 6 January 2008 (UTC)

I think his point is that, in order a train to be considered a multiple unit, it should have distributed traction with no locomotives. Eurostar doesn't have distributed traction other then two power bogies on trailers adjacent to the locomotives, instead it has two locomotives. Nevertheless I would still consider it as a multiple unit since it is a fixed - formation trainset. It cannot be considered as a true locomotive - hauled train since it is not possible to add or remove cars by simple coupling, uncoupling and shunting operations. Gokaydince (talk) 22:00, 1 June 2008 (UTC)

Eurostar - Speeds?
Please look at that text below operators - Eurostar. "The trains can operate at up to 300 km/h (186 mph) on high-speed lines and 160 km/h (100 mph) in the Channel Tunnel. Since there is an automatic application of the brakes if the speed exceeds 315 km/h,[2] or 160 km/h when the pantograph is in the tunnel setting, the target speed is in fact 297 and 157 km/h respectively". Would it be conveient to replace the phrase "the target speed is in fact 297 and 157 km/h respectively" with "the cruise control is set to 297 and 157 km/h respectively"? I think it means that, the cruise control system, which enables the trains to travel at fairly constant speed, is set to those values. And the values are chosen somewhat below the speed limits in order to be on the safe side - i.e speed limits are not overshot. Gokaydince (talk) 22:09, 1 June 2008 (UTC)

BN
I came across a ref claiming that BN built the R9 and R10 vehicles, so I've added that in the article. Can anyone confirm this with a more authoritative ref? -- Timberframe (talk) 16:50, 16 May 2009 (UTC)

Name of this article
Why is it not called simply "Class 373", in the same style as Class 395? And What's with the "British Rail" prefix anyway, given that British Rail no longer exists and that it is used for international services? --John Maynard Friedman (talk) 13:49, 26 August 2009 (UTC)
 * I've just read Wikipedia talk:Naming conventions (British railway locomotive and multiple unit classes) hoping that it would throw some light on the subject, but that discussion just seems to have petered out inconclusively. And it didn't even begin to deal with international trains such as this one. How about "International railways Class 373"? --John Maynard Friedman (talk) 14:01, 26 August 2009 (UTC)

 * I would strongly oppose "International railways Class 373" as there is no organisation called "International railways" and there are several North American organisations with similar names (see International Railroad). I don't personally have a problem with TOPS Class 373 (as long as we retain a redirect) as the class number comes from TOPS. Thryduulf (talk) 15:27, 26 August 2009 (UTC)
 * After reading and editing the "Naming conventions" article, I agree and withdraw the "International railways" idea in favour of "TOPS Class 373". See that section for my reasoning. --John Maynard Friedman (talk) 15:50, 26 August 2009 (UTC)

 * Strong oppose. The name "British Rail Class 373" is accurate;  "TGV TMST" would be accurate ...and "TGV 373000".  The first—and current—of these has the advantage of being predictably guessable. There would be a non-benefit from changing the article from a consistently named, and accurate status-quo to one that is both inconsistent and not accurate.  —Sladen (talk) 21:47, 26 August 2009 (UTC)
 * How can you say that it is accurate when British Rail[ways] had ceased to exist? Indeed the status quo generally is no longer accurate generally, because it uses a transient company designation rather than a static and neutral numbering system such as TOPS is.  (And we don't say SNCF TGV TMST). Do you seriously think that anyone in the industry still uses the term "British Railways Class"? The only neutral designation is 'TOPS Class 373' --John Maynard Friedman (talk) 12:03, 27 August 2009 (UTC)
 * To answer your points individually:
 * Easily, there appear to be no grammatical errors. (BTW, last I heard, British Rail Residuary were still the ones paying the Minimum Usage Charge for these trains to transit the Chunnel—around £26 million/year...).
 * It was accurate at the point when the units were ordered, and so indefinately remains so.
 * [SNCF] TGV TMST is a widely used description, and not just in English, or French (see Dutch Wikipedia).
 * "Class NNN" is used as a frequent operator-netural description; for Wikipedia we need to differentiate to avoid polluting the namespace.
 * Yes, (I seriously think that) the initials "BR" are used across Europe as a designation of the standard gauge railway system in the United Kingdom primarily maintained (currently) by Network Rail. You can even find an example of this in the Class 373 cab, where the mode selector dial has:
 * BR AC (25kV: ECML, WCML, NLL)
 * BR HS AC (25kV: CTRL)
 * BR DC (750V: Southern third rail)
 * ET AC (25kV: Eurotunnel)
 * GV AC (25kV: LGV Nord/Interconnexion/PSE/Belgian LN1)
 * F AC (25kV: North France classique)
 * F DC (1500V: South France classique)
 * B DC (3kV: Belgium 3kV DC)
 * "only" is a very strong word, and directly contradicts the list of multiple possibilities given in the preceding contribution to this discussion. TOPS is a system for writing systems for keeping track of rolling stock, it is not the particular schema in use.  The schema in use is probably best described as "British Rail Classification".
 * —Sladen (talk) 12:45, 27 August 2009 (UTC)

We are still left with the problem that British Rail is the name of a company that is defunct. Ok, I can see that there is a deep attachment to the past here, but nevertheless it does not describe the sutuation today for trains in current service [I'm not suggesting that laid up trains be renamed]. So how about "British railways Class"? It recognises the fact that they are British trains and that they run on British railway lines. It just doesn't pretend that Thatcher never privatised BR, as the current naming does. --John Maynard Friedman (talk) 01:16, 31 August 2009 (UTC)
 * The class should be lower case. Railwayfan2005 (talk) 21:54, 31 August 2009 (UTC)
 * No it shouldn't because that would not be continuous with hundreds of other articles on British rolling stock. Raywil (talk) 22:05, 31 August 2009 (UTC)
 * I agree strongly with Raywil, we cannot take this simply out of sync with hundreds and hundreds of other articles still using the "British Rail Class..." extension. I know it the namesake isn't still around, but it is still a formal and very real name, more correctly, a designation for this train. Inventing contrived names will only add to confusion, we should stick with real world, actual class designations. It may be a defunct company, but that doesn't change the fact that trains that have introduced post-BR have still been given TOPS numbers in exactly the same fashion, like the Pendalino, the Desiros, or the new Javelin; they're all given an allocation under the British Rail TOPS system, it may be a different set of operators, but there hasn't been any change to the system. And we cannot call it simply TOPS designation, because TOPS is a classification system, it just happened to be employed by British Rail for designating the trains. It's be like knocking the Supermarine off Supermarine Spitfire, there are Spitfires around today, no sign of the original company though. This isn't really a discussion to be taken on the talk page of a single article, it concerns hundreds within this naming scheme on Wikipedia, I'd dare say it needs to be turned over to the Wikitrains groupfor a large and public consensus if you really are serious about changing it. 86.138.49.24 (talk) 16:11, 3 September 2009 (UTC)
 * There is actually an ongoing larger debate regarding this, however I unfortunately can't find a link to it, and havn't contributed to it, or added it to my watchlist. I'm not sure if anyone else can find it... Raywil (talk) 20:00, 3 September 2009 (UTC)
 * Found it: Wikipedia_talk:Naming_conventions_(British_railway_locomotive_and_multiple_unit_classes) Raywil (talk) 01:32, 5 September 2009 (UTC)

Lead images
I've looked at all the images involved in today's backwards and forwards, and would like to suggest a compromise. For the exterior image, I think that File:Rame Eurostar en Savoie.JPG ("Exterior 1" in the gallery below) is the better image. However the interior image File:2nd class Eurostar coach interior.jpg ("Interior 2") preferred by Peter Skuce is more illustrative than the existing image. I will not implement this until there is consensus to do so. Thryduulf (talk) 23:16, 16 September 2009 (UTC)

Pressure sealed?
Are Eurostar trains pressure-sealed like Shinkansen and ICE? (To prevent the uncomfortable feeling in passengers' ears caused by the pressure wave created when a train enters a tunnel.) KarenSutherland (talk) 16:19, 16 December 2009 (UTC)
 * Not entirely. The windows are all sealed, of course, and the passenger loading doors are fitted with inflatable seals which inflate when the door is closed. But the air conditioning isn't a closed system; it draws a proportion of its air from the external environment to maintain oxygen levels inside the vehicle. Having said that, the ducting, dampers and impellors in the air con system probably all help to reduce pressure impulses that arise from entering tunnels or passing other trains.
 * I can confirm that pressure changes are experienced when travelling on Eurostar, quite frequently too! —Preceding unsigned comment added by 80.6.35.235 (talk) 16:09, 16 February 2010 (UTC)

GNER - speeds
The reference didn't match the text - specifically it said that the locos were limited to 110mph. Was this true? reference?Shortfatlad (talk) 00:36, 22 December 2009 (UTC)
 * found a vague reference - still looking.Shortfatlad (talk) 13:13, 22 December 2009 (UTC)

 * I know its a long way after the event, but if anyone is still interested, I can answer this point. The trains were limited to 110 mph on the ex GNER lines because British railway operating regulations require two men to occupy the driving cab of any train exceeding 110 mph.  Both men must have a view if the line ahead and both must be able to bring the train to a halt.  The layout of the driving cab and the  narrow forward windscreen of the class 373 prevents two men from occupying the cab.  The English based Eurostar high speed lines are exempt from this requirement because the in cab signalling used has a number of safety features built into it that renders the second man unnecessary.

 * Also of note: is that a part of the GNER line (as was) is built and signalled for 140 mph operation (for trial use) using five aspect signalling. Once again, railway regulations get in the way, and only permit such speeds on lines that have no level crossings.  The 140 mph stretch of line in question does have level crossings and consequently when 140 mph trials are carried out, the crossings have to be closed to road traffic for the duration.  86.180.163.237 (talk) 15:58, 12 January 2014 (UTC)

Purchase price

 * Although the fourteen doesn't match up unless it's two times seven NoL half-sets. —Sladen (talk) 06:14, 4 February 2010 (UTC)

Exhibitions
For reference, the following used to appear in the page, detailing which particular units had attended which particular exhibitions: "On several occasions, Class 373 power cars and sets have appeared at special events and displays on behalf of Eurostar; such as at Rotterdam Centraal Station on 6 April 1996 (full set 3309/3310), Berlin-Grunewald station for Eurailspeed 1998 (full set 3303/3304), Madrid Chamartín railway station for Eurorailspeed 2002 (half-set 3212) and at the York National Railway Museum for the Railfest 200 celebrations in 2004 (power car 3313 + simulator)."

—Sladen (talk) 09:18, 10 February 2010 (UTC)

 * I am not sure what value the model numbers themselves to an encyclopedic article on the trains, is it particularly important or noteworthy in any manner that these particular units were used to demonstrate the train? I removed them because I don't see any use for them, beyond the train enthusiasts who like to track their activities, but that isn't really the job of what we're doing here. And for four seperate events, only one reference to one of the events can be found; there isn't any evidence that Class 373 sets even appeared at these events, it was simply so unnoteworthy not even the media bothered to keep a record of them in my searches to reference them. If it is that unnoteworthy that it can't be cited, it is likely that it is because this information is unremarkable and essentially trivia. I certainly see no case for the model numbers, but listing fact that it has been put on display at X, Y and X special events seems to be excessive as well, unless they were truely unique and special situations in and of themselves. For instance, over on the Concorde article there is no need to mention anything but a scant reference to a few of the thousands of airshows that the Concorde was displayed at momentarily, simply because it wasn't noteworthy or important. The operation down the Thames, that was something pretty original. I won't delete this, but I am not keen on it either. Kyteto (talk) 15:02, 10 February 2010 (UTC)

Source 43 regarding the postponing of the floatation of a power car down the Thames does not corroborate the statement it is used as a source for. There is nothing within the source indicating that the accident was fatal, or that the floatation was postponed for 24 hours. 87.194.40.167 (talk) 12:47, 18 September 2010 (UTC)

Possible change to the title of this article
This article is currently named in accordance the WikiProject UK Railways naming conventions for British rolling stock allocated a TOPS number. A proposal to change this convention and/or its scope is being discussed at Wikipedia talk:WikiProject UK Railways/Archive 20, where your comments would be welcome. — Preceding unsigned comment added by Avicennasis (talk • contribs) 18:22, 10 March 2011 (UTC)

4-system trainsets numbers
Did know anyone 4-system trainsets numbers ?

SNCF now own some of these trains.
yes yes its true as they are replacing them with new ones. Wkc19 :) (talk) 08:40, 13 November 2015 (UTC)
 * Own ≠ lease. —Sladen (talk) 09:46, 13 November 2015 (UTC)

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Configuration
Is there a reason why Eurostars don't have a configuration? Is it because of their optional number of carriages that they carry? Does that make it impractical to have a configuration? ― C.Syde  ( talk  |  contribs ) 07:53, 16 August 2017 (UTC)

Engine 3018 found abandoned.
https://www.youtube.com/watch?v=T2B8WzmrZTk — Preceding unsigned comment added by 210.84.63.110 (talk) 11:29, 3 February 2018 (UTC)

Overcoloured
Good evening, I have thought that it may be possible to replace colour marking (which is criticised by Template:Overcoloured, to a colums status. As Davey2010 suggested, I am waiting for consensus for my edits (which have bee cancelled), to avoid an edit conflict.<Thank you for your cooperation and good evening, --Les Yeux Noirs (talk) 22:03, 8 July 2018 (UTC)
 * The previous colours were terrible, but the current colours appear to be quite functional/useful. Perhaps add a column and keep the colours?  —Sladen (talk) 22:06, 8 July 2018 (UTC)
 * OK, no problem --Les Yeux Noirs (talk) 22:08, 8 July 2018 (UTC)
 * My reasons for objecting were that I felt the table colours helped the reader understand what is inuse, scrapped etc etc, The changed table imho looked more confusing than of help, The now added column certainly does help, I would say the now current table looks fine, Thanks, – Davey 2010 Talk 22:48, 8 July 2018 (UTC)
 * OK. Thank you for your objection.--Les Yeux Noirs (talk) 23:09, 8 July 2018 (UTC)

Scrapping
I'm pretty sure only 8 373s still exist, except the one owned by Izy. On the article it states only 16 have been scrapped. I find this hardly believable, so I think this will need changing. — Preceding unsigned comment added by Doomotron (talk • contribs) 18:15, 6 December 2019 (UTC)

Revised interior of a Class 373
The second photo is labelled as. "revised" interior but depicts the second/standard class as it was when the trains entered service. IMHO revised would either be the refurb with the brown headrests supposedly by Philippe Starck or the E300 design.--92.200.31.16 (talk) 13:21, 10 February 2020 (UTC)

Requested move 17 April 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: no consensus. (closed by non-admin page mover) Vaticidalprophet 09:30, 24 April 2021 (UTC)

– The trains have absolutely nothing to do with Britain and the article names are just obscuring and distorting the facts, reality and history. Neither of the trains are British nor are they made by a British company. One is made by the French TGV and the other by the German Siemens. That alone is sufficient to have the articles use the naming convention of their respective manufacturer. However, both manufacturers refer to them as e300 and e320 because they're made and used exclusively for and by Eurostar. The majority of the train operations are in Belgium, France and the Netherlands and yet this article uses a British Rail company call sign, which ceased to exist 20 years ago. The trains literally have painted on them, Siemens naming (manufacturer), Pininfarina naming (designer of the train). The name is not used anywhere outside of English wikipedia and it's plain inaccurate and wrong.
 * British Rail Class 373 → Eurostar e300
 * British Rail Class 374 → Eurostar e320

My previous move of the article was reverted by User:Redrose64 citing consensus "which has been in place for 10 years". The one on the naming convention was held on WikiProject_UK_Railway (completely irrelevant to the train) and even that barely passed the straw poll. Wikipedia talk:WikiProject UK Railways/Archive 20 Just because it has been in place for 10 years, doesn't make it right. Julius503 (talk) 08:28, 17 April 2021 (UTC) * eurostar "class 373" - 253 results * eurostar "e300" - 136 results * eurostar "class 374" - 62 results * eurostar "e320" - 1440 results For the e320's at least, there is a clear winner. Also, as per the nom Eurostar refers to their fleet as the e300/e320s. Jumpytoo Talk 22:37, 17 April 2021 (UTC)
 * Oppose Names are consistent with other classes of train which operate in Great Britain. -- Red rose64 🌹 (talk) 13:31, 17 April 2021 (UTC)
 * Except that is completely irrelevant because they don't operate exclusively in Britain and even if they were, they still aren't British trains. Julius503 (talk) 16:32, 17 April 2021 (UTC)
 * What is a "British train" anyway? All the erstwhile British-based train manufacturers are now either foreign-owned (by the likes of ABB, Alstom, Siemens etc.) or closed completely. If it comes down to country of origin, are made in Japan by Hitachi. -- Red rose64 🌹 (talk) 16:49, 17 April 2021 (UTC)
 * A British train is one that operates on the British rail network irrespective of where is was manufactured or the manufacturer headquartered. If there were no other similarly numbered classes in other countries, the BR prefix could probably be dropped and the article named Class 800, but there are others, hence the BR prefix is need to qualify. 20vouch (talk) 06:15, 23 April 2021 (UTC)
 * Support They're not really British trains. AlgaeGraphix (talk) 14:51, 17 April 2021 (UTC)
 * Oppose. I was going to support, but found that 's statement that these are nothing to do with "Britain" is not supported by either article. They both run, or have run, on tracks in the UK. In particular, 374s contain the statement The carriages are given a UIC identification marking in half-sets of eight-vehicles as 93 70 3740 NNN -X GB -EIL, where 93 denotes high-speed EMU, 70 denotes Great Britain, 374 is the class, 40NN (sharing the 4 from the class 374) is the unit number followed by a single digit for each carriage counting from the driving car towards the centre, a check digit (X), GB for Great Britain and EIL for Eurostar International Limited.. Bazza (talk) 16:02, 17 April 2021 (UTC)
 * I fail to see how your point is relevant, I was referring to the trains, which are not made, designed, owned or operated by any British company. What do UIC marking have to do with this? Apples and oranges. You're saying that the article should be called "British Rail Class 373" just because it operates or has operated a small part in the UK and not the standard train manufacturer naming convention. What about the majority part that operates in continental Europe which you conveniently left out? Julius503 (talk) 16:50, 17 April 2021 (UTC)
 * Please remember the instruction at the top of this page to "keep discussion succinct and civil." You have suggested a move and invited comments, which you should take as made in good faith, even if you disagree with what other people think. You stated in your initial argument that these trains have "absolutely nothing to do with Britain", which, as they are used to run services from London, is obviously not true. You have also stated that the "standard train manufacturer naming convention" should be used, which for these two articles would not be the Eurostar names you are proposing (Eurostar is not a manufacturer); so 374 would become Siemens Velaro e320. Bazza (talk) 17:41, 17 April 2021 (UTC)
 * Your point would make sense if it was another train that Siemens was selling to everyone, but it's exclusively made for Eurostar and the name "Eurostar e3200" is used even by Siemens, which I've linked above, can you read?Julius503 (talk) 18:40, 17 April 2021 (UTC)
 * Support Not British train or related to British Rail, doesn't make sense to use the current naming style.Blackbirdxd (talk) 17:01, 17 April 2021 (UTC)
 * Oppose the units have TOPS numbers. TOPS was a British Rail invention. Many post-BR classes have articles at "British Rail Class nnn" titles, these should be no exception. Mjroots (talk) 17:12, 17 April 2021 (UTC)
 * Splitting hairs, but TOPS was developed in the USA and sold to BR. 20vouch (talk) 06:17, 23 April 2021 (UTC)
 * The trains are registered in the United Kingdom so they are British trains, not e.g. French ones. There are actually many trains that were built outside the United Kingdom but haven't been in operation anywhere outside the UK and because of that have a British number. But then I'm wondering why we call them British Rail classes. British Rail ceased to exist in 1997, they have nothing to do with these trains (and many other trains in Britain as well). What is the reason behind this? --PhiH (talk) 18:54, 17 April 2021 (UTC)
 * It's long-established (over ten years), see e.g. Wikipedia talk:WikiProject UK Railways/Archive 20; there are also the more specific discussions at Wikipedia talk:Naming conventions (British railway locomotive and multiple unit classes) and further up this page. -- Red rose64 🌹 (talk) 19:46, 17 April 2021 (UTC)
 * Cautious support. The current convention has been developed for the purpose of naming the UK rolling stock. There were times when these trains were indeed UK trains. This is no longer the case - nowadays, French-operated Eurostar trains only venture into the UK using a short dedicated track that does not overlap with the rest of the UK network; whereas across the Channel, Eurostar is increasingly part of the French rail network. It makes less and less sense these days to pretend they are "British Railways trains". Also, e300 and e320 are far more popular terms than BR-373 and BR-374. — kashmīrī  TALK  20:36, 17 April 2021 (UTC)
 * The track used by Eurostar in the UK is also used by other international and UK-domestic services. Bazza (talk) 08:55, 18 April 2021 (UTC)
 * Oppose per Redrose64 and Mjroots, etc. If we want to discuss changing our long-standing naming convention (although personally I think we have discussed it enough in the past), let us discuss that and potentially change the name of dozens of articles. Just changing classes 373 and 374 because you don't think the trains are sufficiently "British" doesn't make any sense. It's nothing to do with where the trains are manufactured, it's to do with being in the TOPS system. Also, when the 373s were built in 1992 and indeed when they began service in 1994, British Rail did indeed still exist. -- Alarics (talk) 20:39, 17 April 2021 (UTC)
 * Weak oppose: and in practice I'd simply prefer the thing alone as there is a redirect. The units operate internationally and I was on very weak support until I noticed 373/374 is embedded in the unit number in each case.Djm-leighpark (talk) 20:43, 17 April 2021 (UTC)
 * Support at least for e320 series Per WP:COMMONNAME, a Google News search gave me the following:

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.
 * Support as e300/e320 are very clearly the common names. SK2242 (talk) 01:46, 18 April 2021 (UTC)
 * Comment: British Rail classification is the numbering system—like IEC 61375 where "IEC" is the numbering system rather than the International Electrotechnical Commission per se.  —Sladen (talk) 09:30, 18 April 2021 (UTC)
 * Oppose firstly the nomination statement that they "have absolutely nothing to do with Britain" is so completely wrong as to make me wonder whether they nominator has even read the article, secondly they are classified under the British Rail TOPS classification scheme as classes 373 and 374 so there is no "obscuring or distorting of the facts" happening. Thirdly, they are registered in Britain (not France or Belgium) so they should be named in the same format as every other modern British EMU in the absence of any compelling reason why they should not be, and nobody has presented any such reasons. Thryduulf (talk) 11:15, 18 April 2021 (UTC)
 * Oppose for 373; Neutral on 374. In the first case the proposed name seems to be some sort of retroactive marketing title. HumanBodyPiloter5 (talk) 14:13, 19 April 2021 (UTC)
 * Neutral whilst e300 and particularly e320 seem to be the common name, I'm worried that these seem to be branding/marketing names which could change in the future. Elshad (talk) 14:59, 22 April 2021 (UTC)
 * Oppose, can see the argument both ways, and would be inclined to support if the trains were used by multiple operators with different class designations, but as they aren't think it is ok as it is. 20vouch (talk) 06:21, 23 April 2021 (UTC)

Requested move 24 June 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: not moved. (closed by non-admin page mover) Lennart97 (talk) 17:35, 1 July 2021 (UTC)

British Rail Class 373 → TGV TMST – I believe the TOPS classification is not very important considering that these trans don't cover that much territory on the UK network (London to Folkstone) before going through the Chunnel and into the continent where their French classification of TGV TMST is used officially. The TOPS classification may have been more important when the trains ran on classic lines to get to Waterloo before 2007 but after that and the trains started using HS1 the time TMSTs spend in the UK is less between terminus and tunnel portal. So I believe this article should instead use the TGV TMST name as the title for this article. Thoughts? Slender (talk) 16:57, 24 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.
 * oppose. Regardless of how little time the Class 373 spends on the UK rail network, I feel that due to the fact that the Class 373 operates in the UK rail network at all meens we should keep the TOPS classification on the page. Maurice Oly (talk) 23:01, 24 June 2021 (UTC)
 * Oppose - didn't we just do this? -mattbuck (Talk) 08:06, 25 June 2021 (UTC)
 * Comment - That’s different though. That move debate was to change this to e300 which is basically a retroactive marketing term made by Eurostar. Whilst TGV TMST has some significance since iirc thats how SNCF classify them as on the French network. Slender (talk) 11:11, 25 June 2021 (UTC)
 * Oppose - the article states that there were two varieties, one of which (seven North of London trains) did not run in France, so should not be referred to as TGV TMSTs. The railway route from St Pancras to Folkestone is 70 mi or so, Calais to Paris around 290 km, so "not much territory" is questionable for that particular route. "SNCF classify them as on the French network" has an equally valid opposite for their classification as Class 373 on the British network. Bazza (talk) 11:45, 25 June 2021 (UTC)
 * Comment - Just checked this and indeed this article is named "TGV TMST" on the French Wikipedia.Slender (talk) 14:39, 25 June 2021 (UTC)
 * And London is at fr:Londres, because that's the French name for it. This is not French wikipedia, and TGV TMST is not the English name for it. -mattbuck (Talk) 10:20, 26 June 2021 (UTC)
 * Oppose - In essence the redirects cover different names and there's better things to than twinging and twanging over name moves. Give us a break after the 24 April 2021 no concensus approach. Leave the thing alone as it is.Djm-leighpark (talk) 15:36, 25 June 2021 (UTC)

Multiple units or not
Recently there has been some disagreement as to whether the Class 373 are multiple units or not. I would have thought not, as I understand they are a set of non-powered carriages with a locomotive at either end, much like an InterCity 125. Pinging and. 20vouch (talk) 05:55, 13 June 2022 (UTC)

 * They are still multiple units as they can operate in multiple. In fact each train consists of two half sets that have to operate in multiple to conform with Channel Tunnel regulations. The Intercity 125 sets are not designated as multiple units since they cannot operate in multiple as there is no provison for a second set of locos and trailers to be controlled from the leading cab of the train. Nothing to do with being separate locos and trailers. Murgatroyd49 (talk) 08:06, 13 June 2022 (UTC)
 * TGV trainsets are, structurally, locomotive-hauled carriages, like 20vouch says. Contrary to real EMUs like the BR374/e320, there are no power being pushed through the carriages, only through the front and the tail power cars, which is the exact opposite of the definition of a Electric multiple unit train. They can indeed operate as multiple units (i.e. two trains joined together) from an operational standpoint, but can not be qualified as EMUs. Stig124 (talk) 16:15, 13 June 2022 (UTC)
 * Why can't they? you have just admitted they can work in multiple; therefore they are multiple unit trains. They are fixed formation sets and the power cars can't operate independently, there being traction motors on the leading bogie of the adjacent trailer. Murgatroyd49 (talk) 16:19, 13 June 2022 (UTC)
 * These two locomotives are coupled together in such a fashion that the cab of the leading locomotive controls both, although only one driver is necessary. It's multiple working, but is not a multiple unit. -- Red rose64 🌹 (talk) 22:15, 13 June 2022 (UTC)
 * What is the relevance to the current discussion? The train is not a fixed formation. You could remove both locos and substitute a completely different form of motive power, eg a steam engine. Also vary the number, type and formation of the trailers. You can't do that with a Class 373. What you can't do with that train is have a loco at each end controlled from the leading cab.Murgatroyd49 (talk) 07:52, 14 June 2022 (UTC)
 * Actually, you can. You could take one, two or three units (unpowered), top and tail these with a  one end and a  the other, and the cab of either loco could control both locos. This is because the Southern Region developed a control system based on (and compatible with) the blue star system used on diesel-electric locos; this system was used for all their electric multiple units built between 1963 and 1974, and was also applied to locomotives of classes 33/1, 73 and.
 * As regards relevance: you stated they can work in multiple; therefore they are multiple unit trains. A multiple unit is not a train that can be worked in multiple with another - it is a train comprising multiple vehicles, semi-permanently coupled, with a cab at each end. -- Red rose64 🌹 (talk) 15:26, 14 June 2022 (UTC)
 * Please provide a cite for that definition. The 373s are fixed formation sets that cannot be reformed and various vehicles operated seperately. You can't mix and match power vehicles from different types of train. Each half unit is only divisble into component vehicles in especially equipped workshops. Murgatroyd49 (talk) 16:20, 14 June 2022 (UTC)

title: Talk:British Rail Class 373


text:
Orissa Jana Congress

Orissa Jana Congress (Orissa Peoples Congress), generally just called the Jana Congress, was a political party in the Indian state of Orissa. The Jana Congress was formed in 1966 when Harekrushna Mahatab (former Orissa Chief Minister) left the Indian National Congress. After the 1967 elections the Jana Congress took part in a coalition government in the state together with Swatantra Party. That government lasted from 1967 to 1969. In the 1971 and 1974 state elections the Jana Congress fared badly, and could only win a single seat. In 1977 the Jana Congress merged into the Janata Party.

title: Orissa Jana Congress


text:
User:Pawan.sahay

Interests
Current Events,Music,Healing through alternative medicines,Mind Control,Computer aided design and manufacturing(CAD/CAM),Automobiles and ancillaries.

title: User:Pawan.sahay


text:
User talk:Kyrn

Hello, "Kyrn" and welcome to Wikipedia. A few tips for you:

-- Infrogmation 16:23, 20 Oct 2004 (UTC)
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Proposed deletion of Amy Brown

The article Amy Brown has been proposed for deletion  because of the following concern:
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title: User talk:Kyrn


text:
Spada da lato

The spada da lato (Italian) or side-sword is a type of sword popular during the late 15th and early 16th centuries. It is a continuation of the medieval knightly sword, and the immediate predecessor of the rapier (espada ropera) of the early modern period.

Side-swords were sometimes used concurrently with rapiers for military applications. Its use was taught in the Dardi school of Italian fencing, and was influential on the classical fencing of the 17th century. Italian antiquarians use the term spada da lato for side-swords typical of the period of c. 1560–1630. The Italian term for the side-sword of the late 17th century is spada da lato striscia, or just spada striscia "strip-sword".

Although this particular type of sword is referred to in modern times as a side-sword, the name was not used contemporaneously to the sword in question (according to the current research of ancient fighting manuals). Although some early Italian sources use the term spada da lato, they are only talking about the sword that is at one's side, and not just this particular type of sword.

title: Spada da lato


text:
Eastern Orphean warbler

The eastern Orphean warbler (Curruca crassirostris) is a typical warbler of the genus Curruca. This species occurs in summer around the Mediterranean, through the Balkans via Turkey, the Caucasus and surrounding regions to Central Asia. It is migratory, wintering in sub-Saharan Africa.

At 15–16 cm length—somewhat larger than a blackcap—this is one of the largest species of typical warblers. The adult males have a plain grey back. The bill is long and pointed and the legs black. The male has a dark grey head, black eye mask, and white throat. The iris is white. Females and immatures have a paler head and reddish underparts; their grey back has a brownish tinge. The iris is dark in young birds. It is difficult to visually distinguish from the Western Orphean warbler.

The song is a series of warbling liroo-liroo and scolding notes. Its song is more varied than that of the western Orphean warbler, approaching the Nightingale in richness.

These small passerine birds are found in open deciduous woodland. 4–6 eggs are laid in a nest in a bush or tree. Like most "warblers", the eastern Orphean warbler is a nectarivore.

title: Eastern Orphean warbler


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Rinchinbal Khan

Rinchinbal (Mongolian: Ринчинбал, ; རིན་ཆེན་དཔལ།), also known by his temple name as the Emperor Ningzong of Yuan (May 1, 1326 – December 14, 1332), was a son of Kuśala (Emperor Mingzong) who was briefly installed to the throne of the Yuan dynasty of China, but died soon after he was installed to the throne. Apart from Emperor of China, he is also considered the 14th Great Khan of the Mongol Empire, although it was only nominal due to the division of the empire.

Biography
He was the second son of Kuśala (Emperor Mingzong) and a younger brother of Toghun Temür (Emperor Huizong). His mother was Babusha of the Naiman tribe, who met Kusala when he lived in exile in Central Asia under the Chagatai Khanate.

When his father Kuśala died and was succeeded by his younger brother Tugh Temür (who is thought to have poisoned Kuśala), Rinchinbal was appointed to Prince of Fu. Tugh Temur made his son Aratnadara heir apparent in January 1331. In order to secure her son's throne, Tugh Temur's Khatun Budashiri executed Rinchinbal's mother, Babusha, and exiled Toghan Temur to Korea. These proved unnecessary, however, Aratnadara died one month after his designation as heir. Although Tugh Temür had a son named El Tegüs when he died in 1332, it is said that on his deathbed the Khagan expressed remorse for what he had done to his elder brother and his intention to pass the throne to Toghan Temur, Kusala's eldest son, instead of his own son. The grand councilor El Temür resisted letting Kuśala's eldest son Toghun Temür accede to the throne since he was suspected of having poisoned his father Kuśala. When Tugh Temur's widow and El Tegüs's mother Budashiri Khatun respected Tugh Temür's will of making Kuśala's son succeed the throne, the 6 year old Rinchinbal was chosen. While Toghun Temür was kept far away from the capital Dadu, Rinchinbal was in Dadu and had become favored by Tugh Temür. Rinchinbal was enthroned as the new emperor on October 23, 1332, but he died on December 14.

El Temür again asked Budashiri to install El Tegüs but it was declined again. He had no choice but to invite Toghun Temür back from far-away Guangxi in southwest China.

title: Rinchinbal Khan


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Talk:Rinchinbal Khan

Article name
See Talk:Toghon Temür. Should there be a rename of this article? --Evecurid (talk) 01:13, 24 March 2015 (UTC)

We don't believe such
Not Really that.. Douglas Moare (talk) 15:41, 31 July 2020 (UTC)

title: Talk:Rinchinbal Khan


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Teramo

Teramo (Tèreme ) is a city and comune in the Italian region of Abruzzo, the capital of the province of Teramo.

The city, 150 km from Rome, is situated between the highest mountains of the Apennines (Gran Sasso d'Italia) and the Adriatic coast. The town is located by the confluence of the Vezzola and Tordino rivers, on a hillside area where the terrain features along with the Mediterranean climate make the territory rich in vineyards and olive groves.

The economy of the town is mostly based on activities connected with agriculture and commerce, as well as a sound industrial sector: textiles, foods, engineering, building materials and ceramics. Teramo can be reached from the A14 and the A24 motorways.

Climate
The climate in the region is described as fresh-temperate. During the coolest month, which is January, temperatures average around 5.5 °C. On the other hand, during the warmest month, July, temperatures average around 24 °C. In winter, the region experiences significant snowfall, as observed in 2005. Precipitation is not frequent and is mainly concentrated in late spring. Summers in the area are characterised by days of relatively high temperatures.

Name
Interamna (Greek: Ἰντέραμνα: Eth. Interamnas, Interamnātis) was the name of several cities in different parts of Italy. Its etymology, already pointed out by Varro and Festus, indicates their position at the confluence of two streams. The form "Interamnium" (Greek: Ἰντεράμνιον), and the ethnic form Interamnis are also found, but more rarely. The name referred to the two rivers Vezzola and Tordino, between which it lies.

The name is already defined in extant manuscripts of the Liber Coloniarum into Teramne, whence its modern form of Teramo. But in the Middle Ages it appears to have been known also by the name of Aprutium, supposed to be a corruption of Praetutium, or rather of the name of the people Praetutii, applied (as was so often the case in Gaul) to their chief city. Thus the name Abrutium is present among the cities of Picenum enumerated by the Geographer of Ravenna (iv. 31); and under the Lombards a comes Aprutii is mentioned. The name has been retained in that of Abruzzo, now a region of Italy.

Pre Roman Age
A settlement of the 1st millennium BC and  some buildings of ancient Italic tribes were the object of archaeological excavations. The most ancient historical remains were found in the outskirts of the city, precisely in the neighborhood Madonna delle grazie, where, among many, a burial place with a dagger and a halberd were found. Allegedly, the development of the old settlement was due to the commercial center founded by the Etruscan civilization.

According to the Roman author Sextus Julius Frontinus, the ancient Perut or Pretut (meaning "Hill surrounded by waters") strongly developed in dimensions and importance until it became the capital of the Praetutii tribe.

Roman age

In the battle of Sentinum (295 BC), the Romans defied the Italian confederation (Sabellians, Etrusci, Umbri and their allies the Gauls), starting the Samnite Wars. In 290 BC, the Sabine area, along with the Praetutii’s region was occupied by the legions sent by the consul Manius Curius Dentatus. The city took the Latin name of Interamnia Praetuttiorum or Interamnia Praetutia ("City of the Praetutii between two rivers"). During the reign of Augustus Interamnia is included in the Picenum district. The area of the current province was divided from south to north into the  Ager Hatrianus, Ager Praetutianus and Ager Palmense.

After the Second Social War, Interamnia became a municipium. The city lost the status of Municipium because of the participation of Lucius Cornelius Sulla in the Social war (91–88 BC), but the city will subsequently regain it for expressed will of Julius Caesar.

During the Roman age, thanks to its nearness to the capital of the empire, the city lived a prosperous and favorable moment as proven by the numerous mosaics,  theater, thermal baths and the amphitheater remains. As historians like Ptolemy, Livy and Pliny remember, the city reached its best period under the emperor Hadrian, with the constructions of the temples dedicated to Mars and Apollo.

Middle Ages
Little is known about Teramo in the early Middle Ages, after first destruction of the city in the year 410 by the Visigoths under Alaric I. The Ostrogoths ruled Interamnia 552–554 AD. Right after the Gothic War (6th century), the city became a Byzantine possession. Teramo was included in the Marchia Firmana, part of the Exarchate of Ravenna. Later it was a Lombard fief and part of the Duchy of Spoleto.

In 1129, the city was conquered by the Normans, as part of the  County of Apulia. In 1140, it became a possession of Roger II of Sicily, the first King of Sicily. During the strife following Roger's coronation, Teramo was destroyed by a Norman force under Robert II of Loritello. Only the tower of Piazza Sant’Anna was saved from this sack; from this moment on it will be called Torre Bruciata (burnt tower). In 1268, the domination of the House of Hohenstaufen, who had inherited Sicily from Roger II's line, ended; they were replaced by the House of Anjou.

The ecclesiastical authority of the Aprutina Diocese, led by the bishops Rainaldo Acquaviva, Niccolò degli Arcioni (1317), Stefano da Teramo (1335) and Pietro di Valle (1366) boosted the city's economy, as witnessed by the construction of castles, churches, cloisters and palaces along with the great privileges granted by the sovereigns. Within the following two centuries Teramo became part of the Kingdom of Naples.

Renaissance and modern era
The 15th century saw the struggles between the most important families of the city (De Valle and Melatino). The exemplary hanging of 13 followers of Melatino's family is still remembered in a stone shield in the very center of the city. The monument represents two heads with their tongues out under the writing “A lo parlare agi mesura” (mind what you say).

During the first years of the century, the tyrant Antonello de Valle was assassinated; his castle, located in what is now Garibaldi Square, was demolished. The legend says that the belligerence between the families ended thanks to the women of the city who proclaimed a strike of affection. Despite the internal struggles, the city lived a very developed cultural period in the century. Artists like Jacobello del Fiore and Nicola da Guardiagrele were called to work in the city, which had commercial relationship with Tuscany and Venice.

After the death of Ferdinand II, Charles II of Spain sold Teramo to the Duke of Atri for 40,000 ducats. The people of Teramo rebelled, but with no result. In 1626 Teramo was struck by an earthquake, followed four years later by the plague. From 1707, after of the War of the Spanish Succession, the Habsburg monarchy rules the whole Kingdom of the Two Sicilies for 27 years. During the Age of Enlightenment Teramo is an active centre of intellectual life, especially with Melchiorre Delfico, a notable poet, composer and Italian philosopher. In 1798 French troops entered Teramo, and though they were initially repulsed by the citizens, they returned a few days later, sacking the whole city.

In 1806, Napoleon defeated the troops of Ferdinand I of the Two Sicilies, and Teramo became a French possession until 1815, when it reverted to the Kingdom of Naples. King Ferdinand II of the Two Sicilies visited the city in 1832, 1844 and 1847. In 1890, the Observatory of Collurania was founded.

Contemporary age
In 1925,the first Italian Psychoanalytic Society was founded in Teramo.

During World War II, on 25 June 1943, German troops arrived in Teramo and proceeded to Bosco Martese where they fought against the men of the Resistance movement. The episode is remembered as the "Battle of Bosco Martese".

In 1972, the first edition of Interamnia World Cup was held.

The University of Teramo was founded in the city in 1993.

Main sights
The city's main attractions include:
 * the Cathedral of Saint Berardo, built in 1158 by bishop Guido II, in Romanesque style. It has a portal in Gothic style, finished in 1332 by the Roman master Deodato di Cosma. It houses a  silver antependium by Nicola of Guardiagrele (with 35 scenes of the life of Jesus) and a polyptych by the Venetian artist Jacobello del Fiore depicting the Incoronation of the Virgin. Annexed is a 50 m bell tower.
 * the Romanesque church of Sant'Antonio (1127), with a decorated portal. The interior, with a single nave, was renovated along Baroque lines.
 * the church of San Getulio, built in the early Middle Ages on the ruins of a Roman temple, finally destroyed in 1155 by the Normans. Only the presbyterium and some Romanesque elements of the original building remain today.
 * the church of San Domenico (14th century) with a fine Virgin with Child.
 * the sanctuary of the Madonna delle Grazie (also known as Chiesa di Santa Maria delle Grazie). It has a Romanesque cloister and a 15th-century miraculous wooden statue of the Virgin, attributed to Silvestro dell'Aquila.
 * the Palazzo Vescovile ("Bishops Palace"), from the 14th century.
 * the remains of the Roman theatre (built about 30 BC) and of the amphitheatre (about 3rd–4th century AD). Under Palazzo Savini are remains of a Roman domus, including a 1st-century BC opus tessellatum pavement which depicts a fighting lion and other decorative elements.
 * the Torre Bruciata ("Burnt Tower"), a Roman tower from the 2nd century BC, in opus quadratum. The name derives from the traces left by the siege in 1156 by Robert III of Loritello.
 * Church of Santa Maria de Praediis (10th–11th centuries), built using materials from the destroyed castle and Roman villas and temples.

Culture
An art exhibit, Maggio Festeggiante, is held each May. The summer calendar includes the Teramo Literary Prize and the Interamnia World Cup, an international handball event. A week in October is also dedicated to an international photography of film show.

University of Teramo
The University of Teramo offers five faculties, 24 bachelor's degree courses, 35 master's, six postgraduate schools and 10 departments. The Coste Sant'Agostino Campus holds the faculties of Law, Communication Sciences, and Political Science. The university is going through a period of internationalization by offering scholarships to students from all over of the world.

Osservatorio Collurania
The Observatory of Teramo was founded by Vincenzo Cerulli in 1890–1891, and donated to the Italian administration in 1891. Starting from 1994, the observatory owns an 80 cm optical telescope.

Government

At the municipal level, the City of Teramo has a council made up of the mayor and councilmen that are elected every 5 years. in Italy every citizen over 18 has the right to vote.

Twin towns — sister cities
Teramo is twinned with:

 * 🇲🇪 Berane, Montenegro, since 1982
 * 🇩🇪 Memmingen, Germany, since 1986
 * 🇮🇱 Rishon LeZion, Israel, since 1988
 * 🇨🇿 Prague 7, Czech Republic, since 2005
 * 🇧🇷 Ribeirão Preto, Brazil, since 2005
 * 🇵🇱 Gorzów Wielkopolski, Poland, since 2007
 * 🇪🇸 Ávila, Spain, since 2010
 * 🇨🇾 Strovolos, Cyprus, since 2010
 * 🇨🇾 Aglandjia, Cyprus, since 2011

Notable people
People born in or around Teramo include:
 * Berardo da Pagliara, (?-1123), bishop and patron saint of the city and diocese
 * Melchiorre Delfico, (1744–1835), Enlightenment philosopher
 * Melchiorre Delfico, (1825–1895), caricaturist
 * Vincenzo Cerulli (1859–1927), astronomer
 * Ivan Graziani, (1945–1997), singer-songwriter
 * Marco Pannella (1930–2016), politician
 * Francesco Possenti, (1838–1861), also known as Saint Gabriel of Our Lady of Sorrows.  Patron saint of Abruzzo
 * Felice Centofanti, (1969–present), a former soccer player
 * Marco Mordente, (1979–present), Basketball player
 * Gianni Di Venanzo, (1920–1966), cinematographer
 * Gaia Sabbatini (born 1999), Italian middle-distance runner

Neighborhoods

 * Il Castello
 * Colleparco
 * Gammarana
 * Madonna della Cona
 * San Berardo
 * San Benedetto
 * San Leonardo
 * Santa Maria a Bitetto
 * Santo Spirito
 * Villa Mosca
 * Villa Pavone
 * Piano della Lenta
 * Colleatterrato

Frazioni
Frazioni within the commune of Teramo include:

 * Cannelli
 * Caprafico
 * Castagneto
 * Castrogno
 * Cavuccio
 * Cerreto
 * Chiareto
 * Colle Caruno
 * Colleatterrato Alto
 * Colleminuccio
 * Colle Santa Maria
 * Forcella
 * Frondarola
 * Galeotti
 * Garrano
 * Garrano Basso
 * Magnanella
 * Miano
 * Monticelli
 * Nepezzano
 * Pantaneto
 * Poggio Cono
 * Piano D'Accio
 * Piano della Lenta
 * Poggio San Vittorino
 * Ponzano
 * Putignano
 * Rapino
 * Rocciano
 * Rupo
 * Sardinara
 * Saccoccia
 * San Nicolò a Tordino
 * San Pietro ad Lacum
 * Sant'Atto
 * Santa Reparata
 * Scapriano
 * Sciusciano
 * Sorrenti
 * Spiano
 * Tofo Sant'Eleuterio
 * Tordinia
 * Turri
 * Valle Pezzata
 * Valle San Giovanni
 * Valle Soprana
 * Varano
 * Villa Falchini
 * Villa Gesso
 * Villa Ripa
 * Villa Romita
 * Villa Stanghieri
 * Villa Taraschi
 * Villa Viola
 * Villa Vomano

Basketball
Teramo Basket was a basketball team playing in Serie A, the Italian professional basketball league. They finished third in the league in 2009 which qualified them for the Eurocup in 2010. Italian and American players have appeared with the team, including Bobby Jones, Clay Tucker, Jaycee Carroll, Roger Powell, and Hassan Adams. They dissolved in 2012 due to financial issues.

Football
Teramo Calcio was founded on 15 July 1913.

The "Gaetano Bonolis" stadium hosts concerts and football matches. It has a capacity of 8,000.

Handball
HC Teramo 2002 team won the Italian top league in 2012 in handball. The club also has a counterpart men's team.

Every July, the city hosts the Interamnia World Cup, an international handball tournament with teams from all over the world.

Other sports
Other sports practiced in Teramo are: tennis (the city hosts an international tournament once a year), rugby, water polo and rallying with Rally of Teramo. The Maratonina pretuziana short marathon is celebrated every year.

Teramo torball is the team that has won the most titles in Italy; it has also won a Champion's league.

Gastronomy
The provincial Teramo gastronomy is known for its variety and richness. Typical ingredients include agnello (lamb), peperoncino (hot pepper), formaggio pecorino (sheep milk cheeses), and slow roasted pork. Common wines are the renowned Montepulciano and Trebbiano d'Abruzzo.

Typical dishes from Teramo and the surrounding communities include the following:
 * scrippelle – This dish is served in the throughout the Teramo province and is somewhat similar to French crêpes, although typically made without milk. There are two common variations. The first is scrippelle 'mbusse – (dialect for scrippelle in brodo or broth) and consists of scrippelle rolled up in Pecorino or Parmesan cheese and served in chicken broth. A second variation is timballo – scrippelle layered with ragù, meat or tiny meatballs (polpettini), various cheeses such as scamorza, and sometimes peas (piselli).
 * maccheroni alla chitarra – a flat, stringlike egg pasta which takes its name from the wooden instrument, basically a wooden frame strung with fine metal wire, called a chitarra (guitar), used to cut the pasta.
 * mazzarelle – lamb's lung and innards wrapped in beet greens or chard and braised in white wine or tomato sauce. Not for the faint of heart and not to be confused with mozzarella cheese.
 * virtù – a vegetable soup typically prepared in May of each year to celebrate spiritual redemption and the bountiful virtues of the Earth. It is made with a wide variety of locally grown vegetables and  typically includes "annit" (a type of wild fennel).
 * tacchino alla canzanese – a dish famous in the nearby provincial town of Canzano. Made by slow baking a turkey in gelatin (an ancient method of preserving meat) and typically served cold.
 * vino cotto – a fortified wine, found also in the Marche region, produced by slowly boiling down grape juice before fermentation and aging thus producing a sweet and rich dessert-type of wine. Consumed both straight up and in cooking.
 * caggiunitti – deep fried almond fritters typically made with chocolate and chestnuts.
 * bocconotti – traditional Teramo dish, known with different variations in the rest of Italy, sweet typical of Montorio Al Vomano (city in the province of Teramo) covered with shortcrust pastry and stuffed with grape jam, chocolate and toasted almonds.

Transportation
Teramo is located 150 km away from Rome, to which it is connected through the A24 highway called Teramo-Rome. By railways, Teramo is connected with Pescara.

The nearest airport is the “Abruzzo Airport”. It is 65 km away from the city center and it is connected to the city through highway A14.

title: Teramo


text:
Talk:Parachutist badge

Requested move 5 December 2019

 * 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: moved as requested. Dekimasu よ! 15:06, 13 December 2019 (UTC)

Parachutist Badge → Parachutist badge – Proper capitalization per MOS:MILTERMS. – Illegitimate Barrister (talk • contribs), 08:04, 5 December 2019 (UTC)
 * Support - This title refers to parachutist badges in general and should be capped accordingly. Primergrey (talk) 13:46, 6 December 2019 (UTC)

 * The above discussion is preserved as an archive of a requested move. Please do not modify it. Subsequent comments should be made in a new section on this talk page or in a move review. No further edits should be made to this section.

title: Talk:Parachutist badge


text:
User talk:Digitalzack

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

Here are some tips to help you get started:

 * Try the Tutorial, and feel free to experiment in the test area.
 * If you need help, post a question at the Help Desk
 * Eventually, you might want to read the Manual of Style and Policies and Guidelines.
 * Remember Neutral point of view
 * Explore, be bold in editing pages, and, most importantly, have fun!

Good luck!

[[User:Meelar|Meelar (talk)]]

P.S. One last helpful hint. To sign your posts like I did above (on talk pages, for example) use the '~' symbol. To insert just your name, type ~~~ (3 tildes), or, to insert your name and timestamp, use ~~~~ (4 tildes).

title: User talk:Digitalzack


text:
Talk:Rinchinbal Khan/to do

 * Birth and death dates
 * Posthumous names (short and long)
 * Biography

title: Talk:Rinchinbal Khan/to do