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Darrell Figgis

Darrell Edmund Figgis (Darghal Figes; 17 September 1882 – 27 October 1925) was an Irish writer, Sinn Féin activist and independent parliamentarian in the Irish Free State.

Early life
Darrell Figgis was born at Glen na Smoil, Palmerstown Park, Rathmines in Dublin, the son of Arthur William Figges, tea merchant, and Mary Anne Deane. While he was still an infant, his family emigrated to Calcutta in India. There his father worked as an agent in the tea business, founding A W Figgis & Co. They returned when Darrell was ten years of age, though his father continued to spend much of his time in India.

As a young man he worked in London at the tea brokerage owned by his uncle and it was at this time that he began to develop his interest in literature and literary criticism.

Literary career
In 1910 Figgis, with the help of G. K. Chesterton, who wrote the introduction to his first book of verse, joined the Dent publishing company. For much of his time with Dent, Figgis resided at 42 Asmuns Hill, Hampstead Gardens in London. He moved to Pollagh, Achill Island, in 1913 to write, learn Irish and (like others of the Gaelic Revival) gain an appreciation of Irish culture, as perceived by many of his contemporaries to uniquely exist on the western seaboard. On his detention following the Easter Rising, he and the publishing house 'parted company'. Subsequently, he established his own firm in which he republished the works of William Carleton and others.

Irish Volunteers and gun-running

Figgis joined the Irish Volunteers in Dublin in 1913 and organised the original Battalion of Volunteers in Achill, where he had built a house. While in London, he was contacted by The O'Rahilly, who acquainted him with the arms dealers who had supplied the Ulster Volunteers. In this way he became part of the London group that discussed the financing and supply of German rifles for the Volunteers. This group of gun-runners included Molly and Erskine Childers, Mary Spring Rice, Alice Stopford Green and Roger Casement. He travelled with Erskine Childers, initially to Belgium and from there to Germany to make the purchase of the army surplus Mauser rifles. Figgis then chartered the tug Gladiator, from which the arms were transferred at sea to the Childers' yacht Asgard and Conor O'Brien's Kelpie. As well as the Childers and Spring Rice, Asgard was crewed by Captain Gordon Shephard of the Royal Flying Corps, and Patrick McGinley and Charles Duggan, two fishermen from Gola Island, County Donegal.

At this time the Royal Navy was patrolling the Irish Sea in anticipation of imminent war with Germany, and Figgis was tasked with taking a motor boat to Lambay Island to signal to the Asgard the all-clear. By his own account, he was unable to persuade the skipper of the pilot vessel to put to sea, as one of the worst storms in many years had been raging. Due to luck and the skill of the crews, the three over-laden yachts arrived at their destinations. Figgis, accompanied by Seán McGarry, watched Asgard helplessly from Howth pier until Erskine, with Molly at the helm, decided to take a calculated risk and sailed into the harbour. Against the odds, the conspiracy with Casement, Eoin MacNeill and Bulmer Hobson to buy rifles in Germany and land them safely in Ireland had succeeded. A large party of Volunteers, on their way to Dublin with rifles and ammunition was confronted by a detachment of the King's Own Scottish Borderers and Dublin Metropolitan Police. With their route blocked, Figgis and Thomas MacDonagh engaged the officers in an attempt to distract them. Figgis gave much of the credit for co-ordinating the quiet dispersal of the Volunteers with their contraband to "Commandant Kerrigan, a former soldier."

Internment and 1917 by-election
Although he did not participate in the 1916 Easter Rising, Figgis was arrested and interned by the British authorities between 1916 and 1917 in Reading Gaol. His wife Millie wrote to The New Age, detailing her husband's conditions in jail and what she saw as the excessively broad terms by which he was interned under the Defence of the Realm Act 1914. After his release, Figgis returned to Ireland. At the 1917 Sinn Féin Ardfheis he and Austin Stack were elected Honorary Secretaries of the party. The conference saw Éamon de Valera replace Arthur Griffith as President of the party. Griffith and Michael O'Flanagan became Vice-Presidents. Two Honorary Treasurers were also elected, W. T. Cosgrave and Laurence Ginnell. This duality of offices reflected the coalition nature of Sinn Féin between those of the constitutional tradition, and those who advocated a more militarist approach. Shortly after, Figgis was one of four recently released internees who travelled to the South Longford constituency to campaign for Joseph McGuinness in the by-election caused by the death of John Phillips. The overwhelming victory of the Sinn Féin candidate over the Irish Parliamentary Party nominee marked the beginning of the eclipse of the latter party by the former party. In May 1918, Figgis was arrested for his alleged part in the spurious German Plot a second time and again deported to England. In 1918, he became editor of the newspaper The Republic.

Irish War of Independence (1919–1921)
From September 1919 to 1921 Figgis headed the Commission of Inquiry into the Resources and Industries of Ireland. At this time a serious rift between Figgis and Michael Collins, then Minister for Finance, became a matter of public record. This close attention of Collins would pursue Figgis in his later activities on the Constitution Committee.

While Figgis was participating in a Dáil Court at Carrick on Shannon, the proceedings were interrupted by a British Army raid. An officer named Captain Cyril Crawford summarily "condemned" Figgis and Peadar Kearney to be hanged. He ordered rope for the purpose, but another officer intervened and Keaney and Figgis were set free.

Truce
Figgis supported the Anglo-Irish Treaty. He was extremely critical of the Collins/De Valera Pact for the June 1922 elections which was an attempt to avoid a split in the Sinn Féin party and, more importantly, in the IRA. On 25 May 1922 he attended a meeting of the executive council of the Farmers' Union and representatives of business interests, and encouraged them to put forward candidates in constituencies where anti-Treaty candidates might otherwise have headed the poll. As Figgis was a member of the Sinn Féin Ard Chomhairle National Executive at the time, he was expelled from the party. This contravention of policy must be assessed in the light of the flagrant breaches of the terms of the Truce that were a daily occurrence at the time. These were an unambiguous indication that the IRA was not under the control of Dáil Éireann and efforts at party unity were to a certain extent cosmetic.

Assault by Republicans
On 13 June 1922, Dublin newspapers carried reports of an assault on Darrell Figgis which involved the cutting of his beard. The Evening Herald reported that shortly before midnight, Millie Figgis had answered a knock at the door. Three men rushed past her seeking out her husband. Mrs. Figgis, fearing that they intended to shoot him, pushed into the room and attempted to lock it but was prevented from doing so by the intruders. The paper went on to say that "Mrs. Figgis is suffering severely from shock". Details of the attack remained vague until one of those responsible broke his silence 36 years later.

This was future Lord Mayor of Dublin, Robert Briscoe, at the time of this disclosure the most prominent and respected politician from the Jewish community in Ireland. A less than sympathetic attitude to the attack was not confined to Anti-Treatyites. In a letter to Collins on 13 June, his fiancée Kitty Kiernan wrote the following:"'Poor Darrell Figgis lost his nice red beard. When I read about it I could imagine you laughing and enjoying it very much. But it was a mean thing for Harry's cronies to do, wasn't it? Funny, this ages I've been expecting that something might happen to Figgis (from reading papers). He was lucky it was only his beard.'"

Constitution Committee
Soon after the signing of the Treaty, the necessity of quickly drafting a constitution for the proposed Free State became apparent. It was intended by Arthur Griffith that Figgis would chair the Constitution Committee, but this proposal was vetoed by Collins who nominated himself for the position specifically to minimise Figgis' influence. The animosity between Collins and Figgis remained an undercurrent of the project and in Collins' absence after the inaugural gathering, James G. Douglas, a Collins nominee, kept him briefed of developments by detailed weekly meetings. Douglas, who in his memoirs admitted his dislike for Figgis, brought with him onto the committee James McNeill, Clement J. France and R.J.P Mortished who had worked closely with him at the Irish White Cross thus consolidating further Collins' control. The mutual animosity between Figgis and Douglas stemmed from the early days of the Irish White Cross. Darrell Figgis had sought nomination as its Secretary. Douglas backed McNeill. In the end, Collins decided the job should go to Captain David Robinson, but this did nothing to heal the Figgis-Douglas rift.

Elections
In the 1922 and 1923 general elections he ran and was elected an independent Teachta Dála (member of parliament) for the Dublin County constituency.

While still a TD, he stood in the 1925 election to Seanad Éireann, where he polled only 512 first preferences.

Wireless Broadcasting Enquiry
In December 1923, it was decided that a committee be established to investigate the means by which a public radio broadcasting service should be operated in the Free State. A central issue of contention was whether the service should be run and controlled directly by the State or operated commercially by an Irish Broadcasting Company. The latter option, it was suggested, would follow the model adopted in the UK by the establishment of the BBC. Figgis was co-opted onto the committee, and this decision led to a series of allegations resulting in the new State's first corruption scandal of which Figgis himself was the focus.

A former business associate of Figgis, Andrew Belton, sent a letter to J. J. Walsh the Postmaster General. Walsh's own preferences for a private syndicate, which would include Belton and business acquaintances from Cork, together with his personal animosity towards Figgis, were evident from the outset. In the letter leaked by Walsh, Belton stated that Figgis had promised to use his political influence to assist him to gain government contracts. The accusation resulted in Figgis resigning from the Broadcasting committee and a second enquiry being launched to investigate these new allegations.

Figgis strenuously denied any impropriety, claiming they were motivated by personal animosity when Belton's expectations of preferential treatment were unfulfilled. Belton's apparent connections with senior finance and political figures in London, including Lord Beaverbrook, were also matters of considerable disquiet.

Personal life and suicide

On 18 November 1924, Figgis' wife Millie committed suicide using a Webley revolver given to them by Collins following the 1922 assault. According to the inquest, she shot herself in the head in the back of a taxi in Rathfarnham, having previously ordered the driver to take her to the Hellfire Club. Two bullets in the gun were discharged. She was taken to the Meath Hospital and pronounced dead. A bloodstained suicide letter was handed by the Matron to Figgis when he arrived there. In her letter, Mrs. Figgis expressed her sorrow for the pain her action would cause to her husband and referred to injuries and depression arising from the 1922 attack. She was buried at Mount Jerome Cemetery, Dublin.

A year later, Figgis' new love, a 21-year-old Catholic woman named Rita North, died, due to medical difficulties, when Dr Lake tried to surgically remove an already dead child. The court, after investigating North's death, determined that she died, ‘due to peritonitis’ - and inflammation in the lining of the abdominal cavity. However, the public jumped to the conclusion that she died in a failed illegal abortion. Her body was brought back from London and she was buried by her family at Glasnevin Cemetery. Figgis himself committed suicide in a London boarding-house, in Granville Street, Finsbury, on 26 October 1925, just a week after giving evidence at North's inquest. He had been staying at the Royal Automobile Club until the day before his death, as was usual when he visited London. A small group of mourners comprising close family and friends attended his interment at the West Hampstead Cemetery.

The by-election caused by his death was won by William Norton of the Labour Party.

Works

 * A Vision of Life (1909) poems (Gutenberg)
 * Shakespeare: A Study (1911)
 * The Crucibles of Time (1911) poems
 * Studies and Appreciations (1912)
 * Broken Arcs (1912) novel
 * Queen Tara (1913) play
 * Jacob Elthorne (1914) novel as Michael Ireland
 * The Mount of Transfiguration (1915) poems
 * AE (George W. Russell). A Study of a Man and a Nation (1916)
 * The Gaelic State in the Past & Future, or, "The Crown of a Nation" (1917)
 * A Chronicle of Jails (1917)
 * Bye-Ways of Study (1918) essays
 * Children of Earth (1918) novel as Michael Ireland
 * The Historic Case for Irish Independence (1918)
 * Carleton's Stories of Irish Life (1918/9) by William Carleton, editor
 * A Second Chronicle of Jails (1919)
 * Bogach Bán (1922) poem
 * ''The Economic Case for Irish Independence (1920)
 * Planning for the Future (1922) address to the Architectural Association of Ireland
 * The House of Success (1922) novel as Michael Ireland
 * The Irish Constitution Explained (Dublin: Mellifont Press, 1922
 * The Return of the Hero (1923) novel, as Michael Ireland
 * The Paintings of William Blake (1925)
 * John Milton and Darrell Figgis [editor]
 * Comus: A Mask with Eight Illustrations By William Blake (1926) John Milton, editor
 * Recollections of the Irish War (1927)

title: Darrell Figgis


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Hardened aircraft shelter

A hardened aircraft shelter (HAS) or protective aircraft shelter (PAS) is a reinforced hangar to house and protect military aircraft from enemy attack. Cost considerations and building practicalities limit their use to fighter size aircraft.

Background
HASs are a passive defence measure (i.e., they limit the effect of an attack as opposed to active defences, such as surface-to-air missiles, which aim to prevent or at least degrade enemy attacks.) The widespread adoption of hardened aircraft shelters can be traced back to lessons learned from Operation Focus in the 1967 Arab–Israeli Six-Day War, when the Israeli Air Force destroyed the unprotected Egyptian Air Force, at the time the largest and most advanced air force in the Arab world, at its airfields’ airbases.

As with many military items, whether structures, tanks or aircraft, its most prolific use was during the Cold War. NATO and Warsaw Pact countries built hundreds of HASs across Europe. In this context, hardened aircraft shelters were built to protect aircraft from conventional attacks, as well as nuclear, chemical and biological strikes. NATO shelters, built to standard designs across the continent, were designed to withstand a direct hit by a 500 lb (226 kg) bomb, or a near miss by a larger one (i.e., 1,000 lb+). In theory, HASs were also built to protect aircraft in a nuclear strike; however, the effect of such an attack on airfield taxiways, runways, support facilities and personnel would have made any retaliatory mission extremely difficult, and subsequent return and rearming almost impossible.

In the post-Cold War era, the value of the HAS concept was further eroded by the introduction of precision-guided munitions (PGM). Iraq's HAS hangars were built to a standard somewhat higher than NATO or Warsaw Pact shelters, but nevertheless proved almost useless during the Gulf War. Early attempts to defeat them typically used a "one-two punch" using a TV-guided missile to blast open the doors, followed by bombs tossed in the front. US efforts soon turned to simply dropping a 2,000 lb laser guided bomb on the top, which would easily penetrate the roof and explode within. With that being said, however, NATO hangars would still remain useful against the forces of any enemy as might conceivably engage Europe in an armed conflict in the short term (whose capabilities generally lack precision guidance systems needed to defeat the defensive shield such hangars offer).

Advantages

 * Reduces vulnerability of aircraft to all but the most accurate precision weaponry
 * Provides protection against chemical weapon attack.
 * Prevents satellite/aerial reconnaissance seeing whether aircraft are present.
 * Permits aircraft maintenance and turn-round in weathertight and relatively safe conditions.
 * Combined with active airfield defences, increases survivability of defender's aircraft and cost to enemy's forces in destroying them.
 * An alternative option, dispersal of aircraft to many different bases, reduces the efficiency of aircraft at both squadron and air force level.
 * Weapons, including nuclear weapons, can be stored in the HAS, sometimes in a vault under the aircraft; e.g., the United States Air Force Weapons Storage and Security System (WS3).

Disadvantages

 * They are in a fixed known position.
 * Hardened shelters are expensive. In 1999, a hardened shelter for a single aircraft would have cost the USAF $4 million, and this would not have included the cost of building hardened shelters for aircraft spare parts and other equipment, command and control etc.
 * Hardened aircraft shelters do not protect air force personnel. In the Gulf war, the number of personnel required for air operations reached the thousands. They were housed in tents in the desert, which were vulnerable to missile attacks.
 * Hardened shelters are usually too small to easily accommodate large aircraft such as strategic transport aircraft and large surveillance aircraft.
 * Time taken for construction requires forward planning regarding most likely combat zones. If a conflict flares up quickly aircraft may be afforded no protection; e.g., in both the Gulf War and 2003 Iraq War many coalition aircraft had only sun shelters, not hardened facilities.
 * When first developed, the likelihood of a direct hit was minimal. Today, with precision-guided munitions (PGMs) and adequate training, delivering a direct hit on a HAS is trivial. Coalition aircraft destroyed over half of Iraq's HASs during the Gulf War.

Deployable shelters
Kevlar lined deployable shelters could protect aircraft from bomblets (a common anti-airfield weapon). However, this would provide no protection from PGMs.

Dispersal at bases
Wider dispersal (distance between aircraft) at airfields would decrease the vulnerability of aircraft. This would also force an enemy to increase the number of attacking aircraft greatly, or spend more time over the target. Either way the effect of airfield defences would take a heavy toll on the aggressor. However, like HAS, dispersal can be expensive, requiring massive construction of hardstanding. Defense against enemy special forces is also more difficult.

Dispersal between bases
Dispersing aircraft between many bases greatly increases the cost of attacking a given number of aircraft, as measured by the number of attack aircraft required. However, this option similarly increases the defenders' cost of operation and degrades their efficiency.

Dispersal to highway strips
Dispersal of aircraft to highway strips will present the attacker with a multitude of targets which cannot be simultaneously attacked. Survivability is enhanced if the defender also chooses to use mobile tactics, using each highway strip for a limited number of sorties before moving on to another. With penny packets of two to four aircraft at each location, such a tactic increases the difficulty of effective co-ordination, and command and control, it also increases vulnerability to attack from the ground. However, with adequate planning these are not insurmountable problems.

Underground hangars
Several air forces have used tunnels dug into a mountainside as underground hangars.

Sweden: Bas 60 & Bas 90
Sweden developed its own alternative during the cold war. In the late 1950s the Swedish Air Force introduced the Bas 60 air base system, which revolved around both the principle of dispersal between bases and dispersal at bases simultaneously. Road runways (highway strips) were also introduced as alternative bases. Bas 60 was primarily a response to the nuclear threat, so in the aftermath of the Six-Day War in 1967, and the introduction of long range attack aircraft, such as the Sukhoi Su-24, the system was further developed into Bas 90. Improvements in the Bas 90 system included construction of short backup runways in the direct vicinity of the air bases and further dispersion of aircraft positioning and ground operations. The Swedish Air Force Rangers were also raised specifically to counter the threat of infiltrating enemy special forces.

title: Hardened aircraft shelter


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Category:Privateers

See also Category:Pirates. Privateering and piracy overlap, but are not the same.

For ships, see Category:Privateer ships.

title: Category:Privateers


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Wikipedia talk:Nofollow (archive)

Disputed survey statements
I'm troubled that the original very POV wording of the survey may have affected at least one vote: "Why exactly are we doing this? It's stated right there that this action won't deter spammers". According to Dispute_resolution, "The survey should be carefully designed to present all sides of the dispute fairly".

In the face of a sophisticated bot attack, it is disputed that:
 * ... linkspam can be quickly removed. The bot made 67 spam edits in 10 hours, and a spam URL remained in the article (PHP) for hours despite reversion, because an early reversion was not fully done and later reversions just reverted to it.
 * ... spam blacklists are effective. The bot simply switched to a new URL domain with each new attack, making filtering based on previously seen domains ineffective. User:Silsor finally took the drastic step of blacklisting entire subdomain-hosting services (6x.to and uni.cc) despite the side-effects this might have on legitimate websites hosted there.
 * ... anon IP blocking is effective. The bot simply switched to a new anon IP with each new attack, making blocking based on previously seen IPs ineffective.  These were likely not open proxies but hacked zombie machines.  Some of the anon IP addresses were in ranges that are problematic to block for any length of time, such as AOL addresses.
 * ... spammers will be undeterred by "nofollow". Unsophisticated spammers who add links manually might not be aware of "nofollow", but the operator of a sophisticated bot that constantly switches domains and IPs would probably be knowledgeable enough to be deterred by "nofollow" if he had known that we had implemented it only a few week earlier.

-- Curps 07:37, 12 Feb 2005 (UTC)

 * Interesting, but that's a technical mishap. Such things will always occur occasionally. If rollbacks work properly, however, spam can be removed effectively.
 * It's not a technical mishap... the rate of spam edits was so high that manual reverting became errorprone. Manual defense can't cope with a fully automated attack.
 * Maybe there needs to be a light level defense bot. We already watch the anon edits in IRC, any reason we can't develop an anti-bot and dispatch the greyhat individuals after the bot writers ... they give an IP every time, let's start visiting ISP's IRL and insisting they stick to their 'Terms of Service'. (and this is about the 'exception' not the rule.)
 * The blacklist is effective against a person or persons pushing a particular site. If, as in the case of the bot that's been plaguing us, it seems to just be spamming for the sake of spamming, the blacklist will do little because it was not designed to deal with such a scenario.
 * I'm not sure what you're saying here, you appear to admit that the blacklist is ineffective. The bot is not spamming for the sake of spamming, it's pushing a particular site or sites for financial gain... it's just using several dozen different domains and subdomains to do so.
 * The bot we're discussing is quite sophisticated; most spam, however, comes from single- or few-address users. Temporary blocks are just that, temporary; if a legitimate user is affected by one, all he or she has to do is email an administrator (a step explicitly suggested in the message shown to blocked users).
 * Perhaps. Of course, getting one's site into Wikipedia still means increased traffic and attention. Also, the bot that our discussion keeps coming back to is an exception, not the norm for link spammers.

--Slowking Man 07:53, Feb 12, 2005 (UTC)

 * Such bots will not be the exception in the future. As Wikipedia continues its phenomenal growth, the financial incentives for spamming it become greater. -- Curps 08:06, 12 Feb 2005 (UTC)

Yes, no longer use nofollow

 * I won't repeat the reasons I already stated in the Village Pump and the MetaWiki, but my vote is a STRONG YES. — Stevie is the man!  Talk 18:29, 5 Feb 2005 (UTC)

 * I think it should be removed, for now. While I agree Wikipedia shouldn't care one way or another about things like PageRank, using "nofollow" probably isn't going to deter link spammers; since they'll likely keep spamming regardless, and we'll have to keep reverting them regardless, why not help out good external pages by giving them a PageRank boost?  If Wikipedia becomes known among link spammers as a haven which doesn't use "nofollow", or if link spamming software starts detecting "nofollow" sites and leaving them alone, then we should start using "nofollow".  And switching in the future won't be hard, since it's just a single line in the config files (righ?). -- Khym Chanur 01:40, Feb 12, 2005 (UTC)

No, continue using nofollow

 * Wikipedia is a big target, and provides a big payoff for spammers when they manage to get a link hosted. According to MeatballWiki, Wikipedia is the single largest wiki out there (or if you count the languages as separate wikis, it's the largest three wikis and eight of the top ten). With nofollow active, linkspammers should quickly get the idea that wikis aren't a good place to target. I get really tired of having to track down incidents like last night, where a spammer created a half-dozen pages with nothing but external links. --Carnildo 05:38, 9 Feb 2005 (UTC)

Consider the Russian spambot that has been hammering PHP, Cybercash, DBpp, DBM, CCVS, FrontBase, and also Consultative Group on Indonesia, Wikipedia talk:Friends of Wikipedia/Other wikis, Thatware and their talk pages. He's got dozens if not hundreds of domains, and is probably using them as throwaways if they get on spam blocklists and registering new ones on a continual basis... as long as each domain earns more than the $6 or so it costs to register them in bulk, he can afford to keep doing that. He uses dozens if not hundreds of anonymous IPs, coming up with dozens of new ones on a daily basis — these are not open proxies but likely a herd of hacked zombie machines... a few of them came from an AOL address, for instance. The bot blindly hammers the same page a dozen times in a row even if the last edit was its own, so the history page can grow by dozens of versions every day. It's hard to see what to do about this, except permanent vprotection (really unfortunate for a major topic like PHP).

If you want a picture of the future, this is it. These are industrial-strength methods, a pure steamroller numbers game. Spamfilter blacklists, IP blocking, timely reverting... none of the traditional methods can stop this. I'm not sure what can.

Removing "nofollow" will only create an enormous new incentive for more such spambots to hammer Wikipedia continuously. This is dangerously naive.

-- Curps 00:56, 10 Feb 2005 (UTC)

 * You have a good point, but I highly doubt that having nofollow active has deterred or will deter spammers. People such as our new Russian friends who run vandalbots aren't carefully researching the software beforehand; they see that the site can be edited and attack. So, the attribute is ineffective in reducing spam, while it is very effective in penalizing the Google rankings of honest sites. --Slowking Man 09:05, Feb 11, 2005 (UTC)

The sole motivation for adding an external link to a Wikipedia article should be to improve that article. If you give people extra incentives to add external links for other reasons, such as a Google ranking boost, then the level of spam will only rise as a result. Not to mention edit wars, where getting your site ranked in the top 10 means knocking off one of the sites that's already there.

If you check out the history of the 2004 Indian Ocean earthquake article, there was an enormous amount of activity in the external links section, with various anons overwriting and deleting the edits of previous anons, or merely reordering to put their external link in the first position of the external links list. It's bad enough that they do this just to get traffic... if there's a Google ranking boost incentive in it for them as well, then it'll get completely out of control. Not just spambots but zillions of little individual manual edits all over the place.

-- Curps 09:24, 11 Feb 2005 (UTC)

 * There's already been a Google ranking boost for a long time, and we don't seem to have done too poorly. Edit wars and such are a natural consequence of a Wiki's open nature, and, like I stated regarding spambots, the vast majority of those out to promote a site or sites either don't know about nofollow or don't care. Wikipedia is an excellent resource for, among other things, links, since they're peer-reviewed. I don't see why we should deny our work to search engines, if it can improve search results. --Slowking Man 09:37, Feb 11, 2005 (UTC)

 * I'm in complete agreement with Slowking Man. However, I acknowledge the potential future that Curps describes and I very much appreciate his protection of the PHP article.  But for now, let's let the great resource that is Wikipedia participate in the process of aiding search engines and the ranking of quality web sites. —  Stevie is the man!  Talk 18:36, 13 Feb 2005 (UTC)

 * Quality links? Where?  I just went through about half of my watchlist, pruning external links.  On the articles with significant numbers of external links, I removed about a third of them for being largely irrelevant to the subject, or not adding anything to the article.  (For example, do we really need links to three "primer on GPS" sites?) --Carnildo 20:54, 13 Feb 2005 (UTC)

 * I think you just proved my point. Wikipedia editors continuously ensure that the links stay informative and useful. —  Stevie is the man!  Talk 23:37, 13 Feb 2005 (UTC)

 * I think it proves the opposite: as far as I can tell, I'm the only person ever to trim the "External Links" sections in these articles. Normally, the occasional egregiously bad link or goatse troll gets removed, but that's it. --Carnildo 01:07, 14 Feb 2005 (UTC)

 * I do it all the time. And I've also not seen many articles where this is a major concern. —  Stevie is the man!  Talk 04:01, 14 Feb 2005 (UTC)

"nofollow" removes a large part of the motivation for link spam though. Spammers do know which sites do and don't use it. As soon as they learn that Wikipedia is using it, they'll realise that spamming us won't help them, so they'll give up. And they will give up - spammers just won't go to the time and trouble of operating bots when they know they'll have no effect. Dan100 13:27, Feb 21, 2005 (UTC)

Clearer poll options
I think using "Keep" and "Remove" for the poll options will help prevent errors in voting. When I initially saw the page, I thought "Yes" was for putting nofollow in, not removing it. -- Cyrius|✎ 19:39, 5 Feb 2005 (UTC)
 * Ah, thanks. I had that idea this morning, but wasn't able to access the Internet. --Slowking Man 05:05, Feb 6, 2005 (UTC)

I agree that "yes" and "no" are not the right choice names here. I'm not sure what allthe options are but the following look to me like appropriate names for the possible options: Even this is a little tricky, because "nofollow" is, itself, a negative. We should also have one paragraph at the head of each voting section explaining what the policy would mean. -- Jmabel | Talk 20:42, Feb 5, 2005 (UTC)
 * "All links should be nofollow"
 * "Nofollow should be the default, with individual exceptions"
 * "Nofollow should be allowed, as an exception"
 * "Nofollow should not be used"

 * Methinks the MediaWiki technology would currently allow only the first and fourth choices to be implemented. We're not talking about all the wiki projects here, just the English Wikipedia, so even if the technology could handle it, I think we're talking about a setting that applies to the whole of the English Wikipedia. —  Stevie is the man!  Talk 23:52, 5 Feb 2005 (UTC)
 * Correct, currently, all links on a Wiki either use nofollow or they don't. There's been discussion on the foundation-l mailing list and Nofollow of incorporating the use of the attribute into the proposed peer review system--ideas such as having nofollow added to links for a period of time after they're added to an article or allowing admins to control the application of nofollow--but that's all still in the future. --Slowking Man 05:05, Feb 6, 2005 (UTC)

Nonsense
This says that voting is open and will remain open until February 19, 2004, but that was nearly a year ago. This is ridiculous! Georgia guy 01:14, 12 Feb 2005 (UTC)

 * The only thing ridiculous is that you're making a big noise about a simple typo. -- Cyrius|✎ 02:22, 12 Feb 2005 (UTC)

Extremely brief survey period
The survey opened today and remains open only for seven days. This is obviously much too brief a period of time in which to give a chance for all users having an opinion on a matter of policy to notice the poll, consider the merits, and make their votes. I urge that a longer discussion and voting period be considered. There is no pressing need to justify a single week, and it is far more important that an adequate section of views be sampled on this policy issue which will affect all external links and have effects beyond Wikipedia itself. The vote on Three revert rule enforcement lasted two weeks, and its effect was relatively minor. --Tony Sidaway|Talk 12:56, 12 Feb 2005 (UTC)
 * I agree with Tony that the voting period should be extented atlest one more week, to give more people time to think and cast a vote. kaal 02:52, 13 Feb 2005 (UTC)
 * Sounds fine to me. Anyone object? --Slowking Man 06:46, Feb 14, 2005 (UTC)
 * Yes i agree 1 week is far too short. I suggest an extension. --Sweets 22:40, 19 Feb 2005 (UTC)
 * I extended the voting deadline yesterday, since there have been no objections. --Slowking Man 00:28, Feb 20, 2005 (UTC)

In light of the outage, the extension was a very good idea. – Quadell (talk) (sleuth) 00:45, Feb 23, 2005 (UTC)

Reasons for removing?
I haven't heard many resons to remove the "rel=nofollow". I've heard reasons to keep it (it helps prevent linkspam), and rebuttals (no it doesn't), and re-rebuttals (oh yes it does), but what harm is the suffix doing? If it might prevent linkspam, even a little bit, it's a good thing, right?

I've heard the argument that it's not standard HTML, and I think that's been pretty well rebutted. I've heard the argument that no one uses it, and I think that's been successfully rebutted as well. And I've heard the argument that we should "reward" good sites that we link to by increasing their page rank, and I'm not convinced by that. So what other arguments are there for removing it? (The argument "there's no reason to keep it" doesn't count.) – Quadell (talk) (sleuth) 00:50, Feb 23, 2005 (UTC)

 * I'm convinced by the "page rank argument" because using nofollow essentially withdraws Wikipedia from the web, in that all the "search information" it provides will be totally lost. And I think that would suck. —  Stevie is the man!  Talk 01:38, 27 Feb 2005 (UTC)

A people divided
Although I'm heartened that the vote came out the way I desired, I'm also concerned at how divided the community is on this matter. Pure democracy can lead to bitterness and even revolt — we don't want half our editors to fork the project and start Wikipedia Nofollow. I think we should give very careful attention to a good compromise that a larger proportion of people can agree on. Deco 08:08, 1 Mar 2005 (UTC)
 * I agree, which is why I haven't tried to push anything. I don't have a solution, really, other than coding one of some of the software solutions that have been tossed around. I don't know PHP or SQL, so that's out of the question for at least me. There was no discussion in #mediawiki (the development channel) when I annouced that the vote had concluded, although it was a bit late (many of the developers are European or Australian). In #wikipedia, the only comment came from Fennec, who said that it might have to be a Board decision. I wouldn't be against asking Jimbo via e-mail to give his opinion on the results, if others think that would be a good idea. --Slowking Man 20:54, Mar 5, 2005 (UTC)
 * I think this is a very contentious issue, obviously. But to me, the question is: what is the status quo. In this case, I believe the status quo was "remove". The feature was added only one month ago, and without any user input into the issue. I would very much support asking the Board and Jimbo for input in this case, since it goes beyond the issue at hand to the broader issue of how policy in such cases should be decided. -- Decumanus 21:18, 2005 Mar 5 (UTC)

nofollow for older revisions?
I oppose nofollow for the main revisions of a page, but I think having it for historical revisions will mean that any spamming that ends up in the page history as cruft would be ignored, e.g. on. Any good links should be preserved in the filtered article. Thoughts? Dunc|☺ 22:43, 17 Mar 2005 (UTC)

 * I'm fairly sure older revisions aren't indexed by Google or anyone else, so it isn't needed. --Carnildo 23:29, 17 Mar 2005 (UTC)

title: Wikipedia talk:Nofollow (archive)


text:
Holographic Versatile Disc

The Holographic Versatile Disc (HVD) is an optical disc technology that was expected to store up to several terabytes of data on an optical disc 10 cm or 12 cm in diameter. Its development commenced in April 2004, but it never arrived due to lack of funding. The company responsible for HVD went bankrupt in 2010.

The reduced radius reduces cost and materials used. It employs a technique known as collinear holography, whereby a blue-green and red laser beam are collimated in a single beam. The blue-green laser reads data encoded as laser interference fringes from a holographic layer near the top of the disc. A red laser is used as the reference beam to read servoinformation from a regular CD-style aluminium layer near the bottom. Servoinformation is used to monitor the position of the read head over the disc, similar to the head, track, and sector information on a conventional hard disk drive. On a CD or DVD this servoinformation is interspersed among the data. A dichroic mirror layer between the holographic data and the servo data reflects the blue-green laser while letting the red laser pass through. This prevents interference from refraction of the blue-green laser off the servo data pits and is an advance over past holographic storage media, which either experienced too much interference, or lacked the servo data entirely, making them incompatible with current CD and DVD drive technology.

Standards for 100 GB read-only holographic discs and 200 GB recordable cartridges were published by ECMA in 2007, but no holographic disc product has ever appeared in the market. A number of release dates were announced, all since passed, likely due to high costs of the drives and discs itself, lack of compatibility with existing or new standards, and competition from more established optical disc Blu-ray and video streaming.

Technology

Current optical storage saves one bit per pulse, and the HVD alliance hoped to improve this efficiency with capabilities of around 60,000 bits per pulse in an inverted, truncated cone shape that has a 200 μm diameter at the bottom and a 500 μm diameter at the top. High densities are possible by moving these closer on the tracks: 100 GB at 18 μm separation, 200 GB at 13 μm, 500 GB at 8 μm, and most demonstrated of 5 TB for 3 μm on a 10 cm disc.

The system used a green laser, with an output power of 1 watt which is high power for a consumer device laser. Possible solutions include improving the sensitivity of the polymer used, or developing and commoditizing a laser capable of higher power output while being suitable for a consumer unit.

Competing technologies
HVD is not the only technology in high-capacity, holographic storage media. InPhase Technologies was developing a rival holographic format called Tapestry Media, which they claimed would eventually store 1.6 TB with a data transfer rate of 120 MB/s, and several companies are developing TB-level discs based on 3D optical data storage technology. Such large optical storage capacities compete favorably with the Blu-ray Disc format. However, in 2006, holographic drives were projected to initially cost around US$15,000, and a single disc around US$120–180, although prices were expected to fall steadily. Since InPhase Technologies was unable to deliver their promised product, they ran out of funds and went bankrupt in 2010.

Holography System Development Forum
The Holography System Development Forum (HSD Forum; formerly the HVD Alliance and the HVD FORUM) is a coalition of corporations purposed to provide an industry forum for testing and technical discussion of all aspects of HVD design and manufacturing.

, the following companies are members of the forum:

 * CBCGroup
 * Daicel
 * FujiFilm
 * Konica Minolta Inc.
 * Kyoeisha
 * Pulstec
 * Shibaura Mechatronics Corporation
 * Oracle Corporation
 * Teijin Chemicals Ltd.
 * Tokiwa Optical Corporation

, the following companies are supporting companies of the forum:

 * Kodate Laboratory

Standards
On December 9, 2004, at its 88th General Assembly, the standards body Ecma International created Technical Committee 44, dedicated to standardizing HVD formats based on Optware's technology.

On June 11, 2007, TC44 published the first two HVD standards: ECMA-377, defining a 200 GB HVD "recordable cartridge" and ECMA-378, defining a 100 GB HVD-ROM disc. Its next stated goals were 30 GB HVD cards and submission of these standards to the International Organization for Standardization for ISO approval.

General Electric
General Electric Global Research Centers created a holographic disc that could hold many times the data of a Blu-Ray — up to 500 GB. As the technology is quite similar to CD, DVD, and Blu-ray technologies, the players were to be cross-compatible with these formats.

title: Holographic Versatile Disc


text: Template:British Army lists

title: Template:British Army lists


text:
British Rail Class 150

The British Rail Class 150 Sprinter is a class of diesel multiple-unit passenger trains, developed and built by British Rail Engineering Limited at York Carriage Works between 1984 and 1987 for use on regional services across Great Britain. The type is a second-generation design, built to more modern standards and based on BR's Mark 3 body design for longer-distance services. It was developed alongside the lower-cost Pacers, which were built using bus parts, for use on short-distance services. Two prototype units were built, followed by 135 production units in two batches. Subsequently, further members of the Sprinter family were developed and introduced to service, including the Class 155, Class 156, Class 158 and Class 159.

Background
By the beginning of the 1980s, British Rail (BR) was operating a large fleet of first-generation DMUs of various designs. While formulating its long-term strategy for this sector of its operations, BR planners recognised that there would be considerable costs incurred by undertaking refurbishment programmes necessary for the continued use of these ageing multiple units, particularly due to the necessity of handling and removing hazardous materials such as asbestos. In light of the high costs involved in retention, planners examined the prospects for the development and introduction of a new generation of DMUs to succeed the first generation.

In the concept stage, two separate approaches were devised, one involving a so-called railbus that prioritised the minimisation of both initial (procurement) and ongoing (maintenance and operational) costs, while the second was a more substantial DMU that could deliver better performance than the existing fleet, particularly on long-distance services. The initial specification developed for the latter type was relatively ambitious for the era, calling for a maximum speed of 90 mph, a rate of acceleration comparable to contemporary EMUs, the ability to couple/work in multiple with existing EMUs, facilitate through-access for passengers, feature pressure ventilation, the ability to assist another failed unit, and to comprise either a three or four-car consist.

This specification led to the development of the experimental British Rail Class 210 diesel-electric multiple unit. However, to deliver the performance specified, it was found that relatively expensive equipment had to be used, particularly to provide sufficient speed, acceleration, and through-passenger access; it also had maintainability problems due to space limitations. Despite these shortcomings, it was recognised that a production fleet that was assembled from proven components would possess both a greater reliability level and lower maintenance costs; it was forecast to achieve an availability rate of 85 percent. As such, the type had sufficiently demonstrated a promising reduction in maintenance costs was achievable, especially once initial teething problems were dealt with, as well as the wider value represented by a new generation of DMUs in the reduction of ongoing costs for BR.

By 1983, experience with the Class 210 had influenced planners to favour the procurement of a new generation of DMUs, but also to adopt a new set of specifications somewhat less demanding than the prior set. Specifically, it was decided to lower the top speed from 90 to 75 mph, as testing had shown that the higher rate brought no perceptible improvement in journey times due to the typically short distances between the stations that the type was intended to serve. Furthermore, it was determined that a propulsion system delivering 7 hp per tonne would deliver sufficient acceleration. The requests for compatibility with other rolling stock were eliminated, although auto-coupling and auto-connecting functionality were added. In addition to a good ride quality, the specification included a sound level of 90dB when at full speed, an operational range of 1000 mi, and an interval between major overhauls of five years or 350000 mi.

In comparison to the previous generation of DMUs, which typically used a pair of engines for each power car, the new generation DMU would use only a single engine per car; sufficient cooling was also provided that even with one failed engine, a two-car unit could continue to perform typical services without incurring a major performance deficit. From an operational perspective, it was intended that the DMU could be assembled akin to building blocks, comprising between two and four cars that may or may not be outfitted with various passenger amenities such as toilets and luggage spaces.

Initially formalised as a business specification, these requirements were transferred into a relatively broad technical specification that avoided any specifics other than those deemed essential for compatibility purposes. Thereafter, it was issued to various rolling-stock manufacturers for a competitive tender. As part of this process, these manufacturers submitted bids to construct an initial series of three-car prototypes as demonstration units. A relatively constrained timetable of 18months from the date of order to delivery of these prototypes was also specified; this has been blamed for restricting manufacturers to existing industrial practices for their submissions.

In response to the specification, several submissions were received by BR. The bid submitted by British Rail Engineering Limited (BREL) was heavily based on its successful Class 455 EMU, sharing its body and the majority of its running gear, albeit equipped with two different power trains. The railway engineering company Metro-Cammell also bid, offering its own design that employed rivetted aluminium construction; this feature was credited with enabling a meaningful reduction in weight over conventional methods. BR officials quickly opted to proceed with a pair of prototypes from both BREL and Metro-Cammell, issuing orders to these manufacturers thenceforth.

Design
The Class 150 is a two- or three-car commuter diesel multiple unit. The steel bodyshell is shared with the Class 455 suburban EMU, with doors at 1/3 and 2/3. With the exception of units 150001 and 150002 in their original prototype configurations, each vehicle in the unit is powered by an underframe-mounted 855 cuin Cummins six-cylinder turbo-diesel engine that develops 213 kW. The engine drives a Voith T 211 r hydrokinetic transmission that in turn drives both axles on the inner bogie via a Cardan shaft and Gmeinder GM 180 final drive unit. The design speed is 75 mph. The majority of units are formed of a DMS (Driving Motor Second - numbered 57xxx) vehicle and a DMSL (Driving Motor Second Lavatory - numbered 52xxx) vehicle. Both vehicles are single class while the DMSL contains the toilet. The two prototype units were built as three-car sets with the addition of a MS (Motor Second) vehicle. In common with other non-intercity stock of the time, the trains lack air conditioning, ventilation being provided though opening hopper windows. As built, passenger seating was in a 3+2 configuration.

The second batch of production vehicles featured a new cab with gangway connection along with a revised interior.

Prototypes
During 1984, BREL constructed a pair of prototype three-car Class 150/0 units, numbered 150001 and 150002; the first unit was delivered to BR only 15 months following the date of order. 150001 was fitted with Cummins engines and Voith hydraulic transmission, and 150002 was fitted with Perkins (Rolls-Royce) engines and a fully automatic gearbox developed by the Self-Changing Gears company. Other than the power train, the two units were identical.

The design specifications of the prototypes were similar to the later production units, but they were to remain as the only Class 150s to be built as three-car units. Additional three-car units were created later by re-marshalling a 150/2 car in the middle of a 150/1 set, but only the prototypes had purpose-built centre cars without driving cabs. Both cab doors are air-operated, unlike the Class 150/1 production model, but seen later on in the 150/2 variant.

150002 proved to be the worse of the two for reliability, and was consequently chosen for use as the testbed for the, being re-geared to a maximum speed of 90 mi/h and fitted with Cummins engines and Voith transmission, and with a Class 158 interior. One car was fitted with the Class 151 Twin Disc 'hot-shift' transmission, which it used successfully, once the control software was sorted out. To distinguish this unit, it was reclassified as the Class 154. It has since been returned to the standard configuration and reverted to its original number. Both prototypes were still in service with London Midland until 2011. 150001 entered service with First Great Western in January 2012, with 150002 to follow after refurbishment and re-livery. 150001 & 150002 then operated for Great Western Railway. 150001 was based at Bristol's St. Phillips Marsh Depot, primarily working the Bristol Parkway-Weston Super Mare route. 150002 was based at Exeter St. Davids Depot and mainly operated the Riviera Line alongside Class 143 Pacers. In April 2020, both units transferred to Northern's Newton Heath Depot. Both units have since entered into service, initially being used mainly on the Manchester Victoria - Todmorden - Blackburn diagram, and subsequently on Rochdale - Manchester - Bolton - Clitheroe services.

At the same time that BREL built the 150/0s, Metro-Cammell built two prototype units at its Washwood Heath plant. The two types of unit were exhaustively tested, with a view to placing further orders for the more successful. These tests revealed that the Class 150 had exceptional ride quality, as well as fully meeting the 50 percent engine-out performance requirements. In the event, the two Class 150 units proved to be more reliable and, as a result, an order for 50 two-car units was placed with BREL.

Production units

This second batch of fifty units was classified as Class 150/1 and numbered in the range 150101-150. Like the prototype units, they did not have the front-end gangway connections which allowed passengers to move between two units that were working in multiple. Originally based at Derby Etches Park depot, these units were introduced in 1985, mainly concentrated around Birmingham and Manchester, and in later years restricted mainly to commuter services.

The final batch of 85 two-car units was built with front-end gangway connections. These units were classified as Class 150/2 and numbered in the range 150201-285. They were used on longer-distance services. The end gangways make them very similar in appearance to the Class 317/2 and Class 455/7 and 455/9 EMUs, also based on the Mark 3 bodyshell.

Some of the Class 150/2 units were later disbanded, and the vehicles were used to make some of the Birmingham and Manchester-based Class 150/1 units into three-car sets. The units in Manchester were later returned to their original configuration, but the Birmingham-based units were renumbered into the 1500xx range by subtracting 100 from the previous number (e.g. 150103 became 150003). This also gave the operational advantage of there being an extra set of passenger door controls within the train for use by the conductor, making it easier to collect revenue without having to run the full length of the unit between stations.

The Class 150 units have BSI couplers which enable them to work in multiple with, , , , , , , and units, as well as with units of the same class. However, they cannot work in multiple with or  units due to incompatible wiring arrangements.

When introduced, the Class 150s had unique interior door open/close buttons. In the north of England, they were square and blue. In the south of Scotland they were yellow in colour and lit up turquoise when enabled. The button lit up bright yellow in the south of England. The illumination feature was intended to aid visually impaired people, although they did not meet the subsequent standards set out by disability regulations that were later introduced, because they had no raised braille and were too small for some disabled people to reasonably locate. During the 2000s, these blue buttons were replaced across the fleet by the standard EAO series 56 'easy to see, easy to press' raised circular door button, with braille writing for the visually impaired, over a yellow surround to comply with the Rail Vehicle Accessibility Regulations.

The 450 Class was built using the Class 150 bodyshell and was operated by Northern Ireland Railways. It came to the end of its design life in 2014, so most of them were scrapped, although two remained.

One further unit was built specifically for testing duties. Originally numbered in the Class 180 series, the unit is now in the departmental series, numbered 950001 and carries the yellow Network Rail livery.

The performance of the Class 150 was such that BR decided to procure similar trains for the Provincial fleet, such as the Class 156 and Class 158 for longer regional routes, replacing a significant portion of the locomotive-hauled stock previously operated by BR.

Northern England
After privatisation, North Western Trains (which was later taken over by First Group and re-branded First North Western shortly afterwards) and Arriva Trains Northern operated Class 150/1 and 150/2s on their routes. The North Western Trains units underwent refurbishment by Hunslet-Barclay in Kilmarnock. The Arriva Trains Northern trains did not. When Northern Rail took over, both the former FNW and ATN Class 150s were transferred to Newton Heath depot, Manchester, with the former North Western Trains Class 158s taking the 150s' places at Northern's Neville Hill depot (Leeds). All Northern 150s contain high-density 2+3 seating. During late 2011, Northern Rail received various ex London Midland 150/1s and 150/2s when the brand-new units entered service in the Midlands. This enabled Northern Rail to increase capacity on its most overcrowded services.

In 2015, the then-new Northern franchise (Northern) announced that 24 of their Class 150 units would be reformed into three-car units by March 2019. The three-car sets would be used on routes including the Penistone Line and Leeds to Goole, though this did not end up happening. The current operator, Northern Trains received the Angel Trains 150/0s, previously leased to GWR, on 1 April 2020.

South-West England
After British Rail was privatised, the fleet passed to Porterbrook who leased the trains to Wales & West, which was later split up into Wessex Trains and Wales & Borders (later Arriva Trains Wales) in 2001.

Great Western Railway currently operates a fleet of 20 Class 150/2 units which are mainly used for services on the local branch lines in Devon. This includes the Avocet Line/Riviera Line between Exmouth and Paignton plus the Tarka Line between Barnstaple and Exeter Central (occasionally, when a Class 158, 165 or 166 isn't available). They are also used on the Cornish branch lines which includes the Tamar Valley Line between Plymouth and Gunnislake, Atlantic Coast Line between Par and Newquay, Looe Valley Line between Liskeard and Looe, Maritime Line between Truro and Falmouth Docks and St Ives Bay Line between St Erth and St Ives.

GWR previously operated the two prototype three-car Class 150/0 units, which had transferred from London Midland and replaced the and  Turbo units which were being used on the Reading to Basingstoke Line, which allowed the Turbo units to reinforce Thames Valley services. 150001 had entered service in January 2012. The two prototype units later cascaded down to the West fleet in response to the Class 387s taking over from the s and s on the London Paddington to Didcot Parkway services, hence releasing Turbos to take over on the Reading to Basingstoke Line again. Until the end of their operation by GWR, the two 150/0s were based at St Phillips Marsh depot in Bristol and were used on local services around Bristol and Exeter. In April 2020, they transferred to Northern Trains.

Wales
Following privatisation, Wales & Borders continued to use the fleet of Class 150 units on branch-line services as well as on the commuter services around Cardiff known as the Valley Lines and the Vale of Glamorgan Line. The units transferred to Arriva Trains Wales in December 2003, with more later acquired for the reopened Ebbw Vale line. All of the ATW units were transferred to KeolisAmey Wales on 14 October 2018 and all KeolisAmey Wales units were transferred to Transport for Wales Rail on 7 February 2021.

Midlands
Following privatisation of British Rail, both Silverlink and Central Trains operated Class 150s in the midland regions of England and both companies were run by National Express.

In 2010, London Midland ordered replacements for its Class 150s. It initially hoped to retain some of the 150s as additional capacity, although they were also wanted by First Great Western and Northern Rail. London Midland was expected to lose all of its Class 150s, but a change in plan saw it retain three Class 150 units as additional capacity, following a statement from the Department for Transport on 10 August 2011. However, London Midland lost two Class 153s to First Great Western as a result.

On 29 April 2019, the Class 150s that were still in operation with West Midlands Trains transferred to Arriva Rail North, having been replaced by Class 230s and Class 172s.

In July 2023, three Class 150/1s, 150137, 150139 and 150141, were transferred from Northern Trains to London Northwestern Railway for use on the Marston Vale line, after the Class 230s in use on the line were withdrawn from use in December 2022 due to maintenance concerns after the company who maintained the units, Vivarail, went into administration. The Class 150s entered service with LNR on 20 November 2023.

Scotland
Upon the privatisation of British Rail, the bus company National Express ran ScotRail, and its successor First ScotRail operated 18 Class 150s out of Edinburgh Waverley on Fife Circle services. Other workings included Dundee and Carnoustie, as well as operating alongside other DMUs such as Class 158s on the Crossrail services between Newcraighall through Edinburgh to Bathgate, Stirling, Dunblane and occasionally Perth. In 2005, 15 were transferred to Arriva Trains Wales and three to Northern Rail.

Eastern England
Anglia Railways was created upon privatisation of British Rail, and it initially inherited a small fleet of nine Class 150/2 units, later supplemented with a tenth. The units were based at Crown Point TMD, and put to use on rural services in Suffolk and Norfolk. Lines using the units included the Bittern Line, the East Suffolk Line, and the Wherry Lines, as well as services from Ipswich to Cambridge. One unit each weekday was sub-leased to First Great Eastern for use on the Sudbury Branch Line.

Anglia Railways named all bar one unit (150245) of its fleet after famous local figures. On 1 April 2004, Anglia Railways became part of the new 'One' franchise. The Class 150 units were transferred to Arriva Trains Wales (no. 150245) and Central Trains (all other units), having been replaced by units from Central Trains.

Silverlink/London Overground
National Express operated the North London Railways franchise from 1997 under the Silverlink brand. They had eight Class 150s; seven were cascaded from Central Trains following delivery of new Turbostar units in 2000, to replace the ageing fleet of and  units. The eighth unit, no. 150121, was transferred to Silverlink in late 2005.

London Overground, which took over the North London network in 2007, inherited the eight Class 150/1 units. Six were employed on the Gospel Oak to Barking line, while two were sent on long-term loan to First Great Western.

All units had names. The majority of the names are references to the Marston Vale Line on which they operated during Silverlink's franchise: Leslie Crabbe was a long-standing railway employee, who worked on the route; Richard Crane is the chairman of the Bletchley to Bedford Rail Users Association who has campaigned for the line to be retained and expanded. Three of the names (marked with an asterisk) were inherited from the previously incumbent units. All the units were then transferred to GWR in 2010 before being transferred again to Arriva Rail North in 2018, and their names are no longer applied.

By the end of October 2010, all London Overground's Class 150/1s had been replaced by a new fleet of eight two-car units operating exclusively on the Gospel Oak to Barking Line. Their final use was on 28 October 2010, when unit 150128 formed the 19:02 Barking to Gospel Oak service. The six units were cascaded to First Great Western, together with nine of the London Midland fleet.

Named units
The following Class 150 units are currently or were previously named:

 * 150105 – Hutchie/Bernie
 * 150108 – "Phil"
 * 150120 – Gospel Oak – Barking 2000 (denamed)
 * 150121 – Willesden Eight (denamed)
 * 150121 – Silver Star (denamed)
 * 150123 – Bletchley Seven (denamed)
 * 150123 – Richard Crane (denamed)
 * 150127 – Bletchley TMD (denamed)
 * 150128 – Community Forest (denamed)
 * 150128 – Bedford – Bamberg 30 (denamed)
 * 150129 – Marston Vale (denamed)
 * 150129 – Devon & Cornwall Rail Partnership (denamed)
 * 150130 – Bedford – Bletchley 150 (denamed)
 * 150130 – Severnside Community Rail Partnership (denamed)
 * 150131 – Leslie Crabbe (denamed)
 * 150133 – Northern Star (renamed)
 * 150213 – Lord Nelson (denamed)
 * 150214 – The Bentham Line – A Dementia-Friendly Railway
 * 150217 – Oliver Cromwell (denamed)
 * 150227 – Sir Alf Ramsey (denamed)
 * 150229 – George Borrow (denamed)
 * 150230 – The Tamar Kingfisher (denamed)
 * 150231 – King Edmund (denamed)
 * 150233 – Peter West OBE (denamed)
 * 150235 – Cardinal Wolsey (denamed)
 * 150237 – Hereward the Wake (denamed)
 * 150255 – Henry Blogg (denamed)
 * 150257 – Queen Boadicea (denamed)
 * 150261 – The Tarka Line – The First 25 Years 1989–2014 (denamed)
 * 150275 – The Yorkshire Regiment – Yorkshire Warrior

Accidents and incidents

 * On 15 December 1987, 150212 collided with an engineer's crane near Seamer West signal box in North Yorkshire. Carriage 52212 scrapped, 57212 married with 57209 to form 150209.
 * On 11 November 1988, 150209 derailed at St Helens Central, Merseyside. The train struck the abutment of an overbridge, crushing the leading cab and killing the driver. Sixteen passengers sustained minor injuries. Carriage 52209 scrapped, 57209 married with 57212.
 * On 12 July 2012, 150217 collided with cattle at Letterston, Pembrokeshire, and was derailed. There were no injuries amongst the 30 passengers and crew on the train.
 * On 11 May 2014, 150239 collided with a motorcycle on a level crossing at Frampton Mansell, Gloucestershire, killing the rider.
 * On 14 May 2015, two Class 150 units formed a train that collided with an agricultural tractor on an occupation crossing between Knaresborough and Cattal, North Yorkshire. Three people were injured.
 * On 7 November 2015, units 150133 and 150204 formed a passenger train that was derailed near Knaresborough due to a signalman's error.
 * On 3 April 2016, 150219 collided with a stationary InterCity 125 train at Plymouth. Thirty-five people were injured, and both trains were damaged.
 * On 3 September 2017, 150217 collided with a tree near Llanbradach in Caerphilly, Wales, at around 10pm. Three people were injured and five fire crews were in attendance.
 * On 7 February 2018, 150203 divided on the approach to Leeds. There were no injuries, but passengers had to be evacuated across the tracks.
 * On 31 January 2019, 150234 derailed at low speed at Penryn shortly before 1pm. No injuries were reported. A reduced service was run on the line between Truro and Falmouth until the unit was removed.
 * On 15 October 2019, 150245 collided with a fallen tree near Spittal, Pembrokeshire and was severely damaged.
 * On 27 August 2021, 150271 collided with the outrigger of a crane lorry that was obstructing the line at Penistone.
 * On 26 November 2021, 150284 collided with a fallen tree and was derailed at Balderton, Cheshire.
 * On 22 May 2022, a train formed of 150240, 150242 and 150279 struck a mini digger near Craven Arms, causing a fuel leak, igniting a fire under one of the carriages. Two units were severely damaged.

title: British Rail Class 150


text:
Woburn

Woburn may refer to:

Canada

 * Woburn, Toronto, Ontario, Canada
 * Woburn Collegiate Institute
 * Scarborough—Woburn, electoral district
 * Woburn, Quebec, Canada

England

 * Woburn, Bedfordshire
 * Woburn Abbey
 * Woburn Safari Park
 * Woburn Sands, Buckinghamshire
 * Woburn Golf and Country Club, in Little Brickhill, Buckinghamshire
 * Woburn Place, London
 * Woburn Square, London
 * Woburn Walk, London

New Zealand

 * Woburn, New Zealand

United States

 * Woburn, Massachusetts, United States
 * Woburn Memorial High School
 * Woburn (MBTA station), a former station in the Boston area, closed in 1981
 * Woburn, Illinois, United States

title: Woburn


text:
Fog Bowl

The name Fog Bowl has been given to games in which a thick fog covered the field, limiting visibility:

 * 50th Grey Cup, the 1962 Canadian Football League Championship Game won by the Winnipeg Blue Bombers over the Hamilton Tiger-Cats
 * Fog Bowl (American football), a December 31, 1988, National Football League playoff game between the Philadelphia Eagles and the Chicago Bears
 * The 1974 Sun Bowl, played December 28, 1974, between the Mississippi State Bulldogs and the North Carolina Tar Heels

title: Fog Bowl


text:
Timber Wolf (character)

Timber Wolf (Brin Londo) is a character appearing in American comics published by DC Comics. He is a member of the Legion of Super-Heroes from the planet Zoon (spelled in later stories as Zuun), and possesses enhanced strength and agility.

Publication history
Timber Wolf first appeared in Adventure Comics #327 (December 1964) as Lone Wolf, created by Edmond Hamilton and John Forte. He joined the team in Adventure Comics #372 (Sept 1968).

Fictional character biography
Brin Londo is a Zuunian who gained powers from experiments conducted on him by his father Mar Londo. Karth Arn, Mar's jealous android assistant, switches identities with Brin, but the plot is eventually revealed when "Lone Wolf" first meets the Legion. He is an early graduate of the Legion Academy. He is thought dead for six months, but is later revealed to have been kidnapped by the villain Tyr (during his captivity his features become more lupine). He has a long-standing romance with fellow Legionnaire Light Lass; they break up due to a misunderstanding when Light Lass finds Timber Wolf embracing Saturn Girl on a frozen asteroid. In Action Comics #377 (July 1969), Timber Wolf battled addiction to the juice of the Lotus Fruit.

In the fourth Legion of Super-Heroes series, Timber Wolf is transformed into a large dog-like creature dubbed Furball, due to being blasted with radiation by Doctor Regulus during his attempt to destroy the sun. Jo Nah (Ultra Boy) hid this from the Legion because of Brin's desire to keep his friends from finding out what had he had become.

Furball goes missing, resulting in a cadre of the Legion members seeking Furball and Brainiac 5 (Querl Dox). They eventually discover that Darkseid is involved in a scientific process to create a demigod from a young girl, Aria. The small Legion troop eventually find Darkseid, but fail to stop him from transforming Aria into the Gemini Entity. Darkseid is angered by Gemini's unwillingness to do the job he created her for, and also her kindness towards Brin, and restores Brin to his human form, knowing that this will eventually kill him.

In Legion of Super-Heroes (vol. 4) Annual #3 (1992), Brainiac 5 discovers that Brin's "condition" was the eventual result of his father's scientific machinations which has deteriorated Brin to the point of a fatal malignancy. Brin decides to wait out the remainder of his life with a small group of Legion friends that he feels are "family". Gemini magically appears and because of her deep friendship with Brin, tries to cure him, by transporting him back to the time before he was experimented on with Zuunium, but accidentally shifts the two of them back to late 20th century Earth, which transforms Brin into a hybrid form.

Subsequently, in the Timber Wolf miniseries, Brin is discovered by a "secret" low-profile underground, government-subsidized group Point Force that recruits "meta-humans without reputations" for undercover operations. He reluctantly joins Point Force, realizing they may be his only hope of finding and rescuing Gemini, who has been kidnapped by the Dominators for use as a god-like power source.

Eventually he is befriended by the "New Blood" super-hero Jamm and was experimented on again by mad scientists who sought to create their own "Timber Wolf". The process transformed Brin again, making him physically wolf-like but retaining his mind. Timber Wolf returned to the future and ultimately reconciled with the Legion.

The mute Furball incarnation appeared in Final Crisis: Legion of 3 Worlds #5, along with various Legionnaires from alternate worlds, to battle the Time Trapper at the end of time.

Reboot
In the post-Zero Hour reboot, Timber Wolf was introduced in the Legion Worlds miniseries. This version is the leader of the Lone Wolves, a gang on the planet Rimbor, and a rival of Ultra Boy. There is a love triangle between himself, Ultra Boy, and Apparition, as he met Apparition while Ultra Boy was part of the team lost in the Second Galaxy, and formed a strong connection with her. Timber Wolf later realized his feelings for Apparition were only those of a friend, but Ultra Boy remained jealous.

This version of the character had a healing factor. Later, the serum that gave him his powers caused him to mutate into a feral werewolf.

A character named Lupine, who resembled Furball, briefly appeared in an earlier story as a hologram, but due to the creative team changing this was not taken up.

Threeboot
In the 2004 reboot, written by Mark Waid, Timber Wolf appeared originally as an associate of the Legion but subsequently took on full Legion membership. Nothing was revealed about his origin in this series, which ended at issue #50 with several plotlines unresolved. He was not shown in his wolfen incarnation in this reboot, but was still prone in his human form to a violent and vicious outburst of rage, especially when Princess Projectra, for whom he carried a torch, is threatened. When Projectra, maddened by the loss of her home planet of Orando, began to blame the whole Legion for her losses, Timber Wolf took her side, going so far as to cover up the savage beating of Phantom Girl at her hands, by sneaking around Princess Projectra and anonymously activating Phantom Girl's Legion Ring alarm only when he was sure of Projectra's own safety.

This version of Timber Wolf has all the powers of the former iterations, but despite being fully human, he has some animalistic traits "carried over" to his otherwise humanoid body, like clawed fingernails and slightly elongated canines.

Post-Infinite Crisis retroboot
The events of the Infinite Crisis miniseries have restored a close analog of the Pre-Crisis Legion to continuity, as seen in "The Lightning Saga" story arc in Justice League of America and Justice Society of America, and in the "Superman and the Legion of Super-Heroes" story arc in Action Comics. Timber Wolf is included in the Legion and seemingly reconciled with Lightning Lass.

In the crossover story "The Lightning Saga", Timber Wolf is revealed to be alive in the present, alongside six other members of the Legion. He was discovered in Gorilla City, participating in a race riding Velociraptors with no idea who he really is. Only the name "Lightning Lad" (spoken in Interlac) was able to snap his memory back. After completing their "secret" mission in the 21st century, he subsequently returns to his own time along with Dream Girl, Sensor Girl, Dawnstar, and Wildfire.

The New 52
In September 2011, The New 52 rebooted DC's continuity. In this new timeline, in a second Legion Lost series, Timber Wolf, along with Chameleon Girl, Wildfire, Dawnstar, Tellus, Tyroc, and Gates are trapped in the 21st century while pursuing a time-travelling genetic terrorist. After exposure to the terrorist's mutagen, Brin's fingernails became hardened, resembling sharp talons which he could expel like projectiles (although not without some pain), regrowing new ones in a matter of seconds.

DC Rebirth
In the "Watchmen" sequel "Doomsday Clock", Timber Wolf is among the Legionnaires who appear in the present after Doctor Manhattan undid the experiment that erased the Legion and the Justice Society of America.

In Brian Michael Bendis' Legion of Super-Heroes run, Timber Wolf is reimagined as having been experimented on as a child and given powers in an attempt to defend the primitive Zuun. However, by the time the process was perfected, the planet had already been devastated. Deeply affected by this, Brin joined the Legion to prevent such disasters from happening again.

Powers and abilities
Originally, Timber Wolf was superhumanly strong, fast and agile. When the serum changed him into a wolf-like lycanthrope, he gained claws, enhanced senses, the ability to heal quickly from injuries, and even greater strength. As a side effect, he is often prone to outbursts of savage fury.

Through exposure to a mutagen while trapped in the 21st century, he gained the ability to fire off his nails as projectiles, regrowing them almost immediately.

Equipment
As a member of the Legion of Super-Heroes, he is provided a Legion Flight Ring. It allows him to fly and protects him from the vacuum of space and other dangerous environments.

Television

 * Timber Wolf makes a cameo appearance in the Justice League Unlimited episode "Far From Home" as one of several captive Legionnaires under the Fatal Five's control.
 * Timber Wolf appears in Legion of Super Heroes (2006), voiced by Shawn Harrison. This version previously lived on the planet Rawl where his father Mar experimented on him and the native animals and gave him the ability to transform into a large wolf-like creature, intending to use him as a weapon in galactic conquest. Afterwards, Brin escaped and lived in the wilderness for some time before being rescued by the Legion, who help him gain control of his abilities. However, he retains irreversible genetic damage that causes him to be unable to fully return to normal and have animalistic traits even when not transformed.

Film

 * Timber Wolf appears in Legion of Super-Heroes (2023), voiced by Robbie Daymond. This version is a council member of the Legion Academy.
 * The Legion of Super Heroes (2006) incarnation of Timber Wolf makes a non-speaking cameo appearance in Scooby-Doo! and Krypto, Too!.

Video games

 * Timber Wolf appears as a character summon in Scribblenauts Unmasked: A DC Comics Adventure.

Miscellaneous

 * The Legion of Super Heroes (2006) incarnation of Timber Wolf appears in the tie-in comic Legion of Super Heroes in the 31st Century.
 * Timber Wolf appears in the Smallville sequel comics.

title: Timber Wolf (character)


text:
Stef Bos

Steven "Stef" Bos (born 12 July 1961 in Veenendaal) is a Dutch singer who has been living in Cape Town, South Africa. He sings in Dutch (and occasionally in Afrikaans), and has been successful in Belgium, the Netherlands and South Africa ever since his breakthrough single "Papa" (Daddy) came out in 1990.

He wrote Belgium's entry into the 1989 Eurovision Song Contest, "Door De Wind".

Stef recorded an album (Together as One) in 1993 on which he worked together with Johannes Kerkorrel and Thandi Klaasen, two famous South African singers. From that moment on he fell in love with South Africa, the language Afrikaans and its music. We can hear the influence from Africa in his later albums like De onderstroom (The Undercurrent).

Albums

 * 1) 1990 - Is dit nu later
 * 2) 1992 - Tussen de liefde en de leegte
 * 3) 1994 - Vuur
 * 4) 1995 - Schaduw in de nacht
 * 5) 1997 - De onderstroom
 * 6) 1998 - Stad en land - Live 92/98
 * 7) 1999 - Zien
 * 8) 2000 - Beste van Bos (South Africa)
 * 9) 2000 - Noord & Zuid (Het beste van Stef Bos)
 * 10) 2001 - Van Mpumalanga tot die Kaap
 * 11) 2003 - Donker en licht
 * 12) 2003 - Donker en licht (Limited edition, South Africa, 5000 copies)
 * 13) 2003 - Jy vir my
 * 14) 2003 - Donker en licht (Limited edition, 3000 copies)
 * 15) 2005 - Ruimtevaarder (South Africa)
 * 16) 2005 - Ruimtevaarder
 * 17) 2007 - Storm
 * 18) 2009 - In een ander licht
 * 19) 2010 - Kloofstraat
 * 20) 2011 - Minder Meer
 * 21) 2013 - Mooie waanzinnige wereld
 * 22) 2015 - Kaalvoet
 * 23) 2015 - Sprong in de tijd
 * 24) 2017 - Kern
 * 25) 2019 - In Een Ander Licht 2019
 * 26) 2019 - Ridder van Toledo
 * 27) 2020 - Tijd om te gaan leven

Singles

 * 1) 1990 - Is dit nu later
 * 2) 1990 - Gek Zijn Is Gezond
 * 3) 1991 - Laat Vandaag Een Dag Zijn
 * 4) 1991 - Papa
 * 5) 1991 - Breek De Stilte
 * 6) 1991 - Wat een wonder
 * 7) 1992 - Jij Bent Voor Mij
 * 8) 1993 - De Radio
 * 9) 1993 - Awuwa (Zij Wil Dansen)
 * 10) 1994 - Vuur/Pepermunt
 * 11) 1994 - Pepermunt/Vuur
 * 12) 1994 - Hilton Barcelona
 * 13) 1995 - Twee Mannen Zo Stil
 * 14) 1995 - Vrouwen Aan De Macht
 * 15) 1996 - Schaduw In De Nacht
 * 16) 1996 - Two Of A Kind
 * 17) 1996 - Onder In My Whiskeyglas
 * 18) 1997 - De Dag Zal Komen
 * 19) 1997 - De Tovenaar
 * 20) 1999 - Papa (live)
 * 21) 1999 - Ik Geloof In Jou
 * 22) 1999 - Niets Te Verliezen
 * 23) 2000 - Ginette
 * 24) 2000 - Kind Van de Vijand
 * 25) 2000 - Suikerbossie
 * 26) 2003 - Ik Mis Jou
 * 27) 2003 - Engjelushe
 * 28) 2004 - Zij Weet
 * 29) 2005 - Ruimtevaarder
 * 30) 2009 - In een ander licht
 * 31) 2010 - Kloofstraat

title: Stef Bos


text:
User:Rekcedeob

Rekcedeob: The Legend of a Dork

I am a:

 * Vassar College student
 * Computer Science major
 * Compulsive copy-editor
 * Champion empiricist, materialist, reductionist and other such Godless nonsense
 * Defender of truth, justice and related abstract notions
 * Huge dork

title: User:Rekcedeob


text:
Talk:Intel Architecture Labs

How can it be more than 138% of the income? It this right? --Chotchki

Well, because other divisions (on the whole) lost money. However, I didn't write it originally, but it didn't fit in the context of the article (the sentence it contain was misleading) and I edited it out. So no problem in any case. - Gnetwerker 07:58, 30 Mar 2005 (UTC)

== "USB, in particular, was developed in the Oregon offices of IAL, where the architects of PCI and the Plug and Play initiatives assisted in building the first peripheral interconnect that would work with devices without requiring the PC to be dismantled." ==

No, could connect printers, scanners, cameras, mice, storage, etc. via serial/parallel, depending. What is being meant here? - 98.59.122.103 (talk) 21:57, 16 May 2022 (UTC)

title: Talk:Intel Architecture Labs


text:
Leo Jud

Leo Jud (also Leo Juda, Leo Judä, Leo Judas, Leonis Judae, Ionnes Iuda, Leo Keller; 1482 – 19 June 1542), known to his contemporaries as Meister Leu, was a Swiss reformer who worked with Huldrych Zwingli in Zürich.

Biography
Jud was born in 1482 in Guémar, Alsace, southwest of Strasbourg. Like his later colleague Heinrich Bullinger, Jud was the son of a priest. His father, Johannes Jud, was from Guémar and his mother, Elsa Hochsang, was from Solothurn.

He studied at the Latin school in Sélestat with Martin Bucer and in 1499 he matriculated at the University of Basel, where he met Huldrych Zwingli. He began his studies in medicine but switched to theology under the influence of Thomas Wyttenbach. Leo Jud is one of the lesser-known leaders of the Swiss Reformed Church, but his influence was extensive.

Jud was ordained by the Church at Rome in 1507, and from 1507-1512 he was a deacon at Saint Theodore in Basel, then, from 1512-18, he served as the preacher at Saint Hippolyte in Alsace. In 1519, he became Zwingli's associate at Einsiedeln (in Schwyz), where his reform-minded tendencies showed through clearly.

The 1520s were a time of great productivity for Jud. On 9 March 1522, he participated in the Affair of the Sausages during Lent, a protest against the established food mandates of the church. That summer he translated Zwingli's petition to the bishop of Constance (Konstanz) for the legitimization of clerical marriage from Latin into German.

In June 1522, Jud was selected to be pastor at Saint Peter's in Zürich (on Zwingli's recommendation), although he did not take up his post until 2 February 1523. Jud assumed his preaching duties only four days after the First Zürich Disputation.

During 1523, Jud became increasingly involved in Reformation efforts. On 7 March 1523, he was appointed the pastor of the Oetenbach nunnery in Zürich, which housed Dominican nuns. That summer he began preaching against clerical marriage prohibitions, which resulted in a group of the nuns at petitioning to be released from their vows. The same year, he drew up the baptismal rite for the Swiss Reformed Church in German, which still retained some Catholic elements to it. In September of that year, Jud preached a sermon in Saint Peter's against religious images, and the result was several acts of iconoclasm in Zürich. Jud (along with Zwingli) called for the complete removal of images, desiring the restoral of the apostolic church.

This call for iconoclasm was something characteristic of some French-speaking Swiss reformers as well, such as Pierre Viret and Guillaume Farel. Images in the church remained a point of contention between the Swiss Reformers and magistrates for another several years.

The appearance of Anabaptism in January 1525 forced the Swiss Reformers to divert their attention to this new movement. On 17 January 1525, Jud participated in a dispute alongside Zwingli and other reformers against the Anabaptists. The advent of Anabaptism required a more detailed statement from the Swiss church than the original 1523 statement on baptism, and Zwingli put forth a new baptismal order in 1525. The new order mandated that the ceremony be held in a parish church, the godparents were no longer asked questions about their faith, and baptismal theology was more explicitly in line with covenant theology and not the removal of original sin as taught by the Catholic church.

In addition to redefining baptism, a new statement appeared in 1525 on the Lord's Supper, which Jud was largely responsible for.

Reformation
As the Reformation began to spread and gain ground, new actions were being taken to purge Catholic influence. On 11 April 1525, Jud appeared before the Zürich magistrates with Zwingli, Kaspar Megander, Oswald Myconius and others, petitioning for abolition of the mass. Jud also contributed to establishing the Ehegericht, or marriage court, in Zürich, which opened roughly one month later, on 10 May 1525, for which Jud served as a judge.

On 19 June 1525, the Carolinum Reformed institution of theological training, also known as the Prophezei, opened in the Grossmünster in Zürich, where Jud was a prominent figure. After the morning Bible lectures from Konrad Pellikan and Huldrych Zwingli, Jud would preach a sermon in German which represented a synthesizing of the morning lectures. In this way, Jud was the “public face” of the Prophezei. In 1531, Jud helped Zwingli produce the first Zürich Bible, which represented the efforts of the Prophezei.

The late 1520s was a flurry of activity for Jud and the Swiss Reformers as they were dealing with Anabaptism, the resurgence of Catholicism in other territories, and the Eucharistic controversies with the Lutherans. Martin Luther published against the Swiss Eucharistic theology in 1526 with his book The Sacrament of the Body and Blood of Christ - Against the Fanatics.

After the Second War of Kappel
After the disaster of the Second War of Kappel in October 1531, which resulted in Zwingli's death at the hands of the Catholic forces, the backlash against Zwingli's followers was enormous. Gangs rampaged through Zürich, looking to lynch those associated with Zwingli, who was generally held responsible for the debacle at Kappel.

Jud's friends begged him to dress in women's clothing and hide, but instead he continued to boldly preach in Zürich, referring to Kappel as God's judgment, not for abandoning the Catholic faith, but for not carrying reform far enough.

Hans Escher, who had led the evangelical forces but loathed Zwingli, swore he'd kill Jud upon his return. A negotiation team was sent to meet the returning army and was able to procure a promise of peace before the army entered the city. Not long after though, forces from Schwyz set up outside Zürich, leading men such as Jud and Oswald Myconius to prepare for the worst. However, the army moved on, deciding not to attack Zürich.

Following Zwingli's death, Jud went into a depression that prevented him from taking any leadership positions in the church. In addition, as a foreigner he was viewed with high suspicion at that time, following what the “foreigner” Zwingli had led Zürich into at Kappel. Instead of Jud, Bullinger was elected to replace Zwingli on 9 December, and he took up his post the following month.

In addition to this period of depression, some of Jud's theological and ecclesiastical views changed drastically, albeit temporarily, after falling under the influence of Caspar Schwenckfeld, a German spiritualist, and to a lesser extent Johannes Oecolampadius. He abandoned Zwinglian thought regarding the magistrates and began to see all magistrates as opposed to the church; he also rejected infant baptism and a corporate emphasis on the church. In 1532, Jud was involved in preparation of Justification by Faith of Michael Weiß, a preacher of the Bohemian Brethren. Bullinger was alarmed by Jud's association with the Brethren and tried to persuade him to avoid them.

Between 1533 and 1534, correspondence between Jud and Schwenckfeld was high. However, in December 1534 Jud made his way back to the Reformed camp and reconciled with Bullinger.

The Zürich Council
On 22 October 1532, Jud and Bullinger issued a document outlining the Reformed faith to the Zürich Council. The document was the formative piece of the Swiss Reformation and it outlined three topics: the election of ministers, the life and learning of ministers, and the constitution of the synod. The Synod worked in tandem with the Ehegericht as the governing bodies of Zürich.

In 1534, revision of the Zürich Bible began, which was overseen by Jud. Errors in the 1531 edition were corrected in addition to adding more chapter summaries and parallel passages. It was during the 1530s, following the death of Zwingli, that Jud began to gain an international reputation as Reformer and Biblical scholar.

In December 1535, Jud met with Konrad Pellikan, Theodor Bibliander (from Zürich) and Oswald Myconius and Simon Grynaeus (from Basle) to try and harmonize their theology. Zwinglian and Lutheran rifts were plaguing the Swiss Reformation and straining the relationships between centers of reform throughout the Swiss Confederation. The result was five articles on the Lord's Supper, which seemed to indicate positive movement towards reconciliation, even from Luther.

Months later, beginning in January 1536, the Basle magistrates summoned the first council of the Reformed church. Theologians and magistrates from all over the Swiss Confederation attended, among whom Jud was a leading figure. Other figures included Martin Bucer, Wolfgang Capito, Heinrich Bullinger, Simon Grynaeus, and Oswald Myconius. The result was The First Helvetic Confession, and Jud was asked to translate it into German. Jud took up the task but also used the opportunity to add some Zwinglian tones to the document. Jud's German translation was the generally accepted throughout the Confederation over the Latin version.

In the late 1530s and early 1540s, efforts intensified to produce a new edition of the Latin Vulgate. Even though a new Vulgate was printed in 1539, Jud was responsible for producing the first truly "Reformed" Latin Bible. He worked on it throughout the 1530s until his illness halted his efforts. After his death in 1542 in Zürich, other Swiss theologians and scholars, such as Theodor Bibliander, Rudolf Gwalther, and Konrad Pellikan, picked up where Jud left off, and the Biblia Sacrosancta was published in 1543, one year after Jud's death.

Publications
Jud is responsible for several other influential publications, including large and small catechisms in 1534, which were published in German, followed by a Latin edition in 1538, and another catechism in 1541. He also published Zwingli's New Testament exegeses lectures in 1539, Proverba Solomonis (The Proverbs of Solomon), and the Biblia Sacrosancta, published posthumously in 1543. Jud's work was influential all over Europe, being disseminated as far as Hungary. It is also assumed that Jud played a role in converting the printer Christoph Froschauer, who was critical in distributing Zwingli's works in Germany. Jud exemplified the heavy interiority of spiritualism that was so present in Zwingli's theology, which was a hallmark of the majority of the Swiss movements. Leo Jud died from illness in 1542.

title: Leo Jud


text:
Wikipedia:Articles for deletion/Surfocracy

 This page is an archive of the discussion about the proposed deletion of the article below. This page is no longer live. Further comments should be made on the article's talk page rather than here so that this page is preserved as an historic record. The result of the debate was delete. -- AllyUnion (talk) 12:55, 11 Feb 2005 (UTC)

Surfocracy
Neologism. Bart133 (t) 18:37, 5 Feb 2005 (UTC)
 * Delete, neologism. It gets over 1,500 Google hits but only because it seems to be the name of an online graphics design company, which also does not seem to merit an article. — Ливай | ☺ 20:09, 5 Feb 2005 (UTC)
 * Delete, probably another vanity neologism. Wyss 21:14, 5 Feb 2005 (UTC)
 * And a nonsense one at that. Delete. humblefool® 23:40, 5 Feb 2005 (UTC)
 * Delete. -- AllyUnion (talk) 05:35, 10 Feb 2005 (UTC)

This page is now preserved as an archive of the debate and, like some other VfD subpages, is no longer 'live'. Subsequent comments on the issue, the deletion, or the decision-making process should be placed on the relevant 'live' pages. Please do not edit this page.