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Retro-direct

Retro-direct is a gearing mechanism used on some bicycles in the early 20th century, which provides a second gear ratio when pedaled backwards.

History
Retro-direct was developed by French inventor Paul de Martin de Viviés (1833–1911). An early two-chain version was patented by in 1869 by Barberon and Meunier. A single-chain version was patented in 1903 by the bicycle manufacturer Hirondelle. Some hobbyists have converted modern bicycles to use retro-direct gearing.

Technical details
In the single-chain system, the chain runs from the top of a chainring attached to the cranks to the top of a sprocket attached to the rear wheel hub with a freewheel, as with most bicycle chain drives. The chain then, usually, wraps around the rear sprocket to an idler sprocket between the rear wheel and the cranks, then runs back to a second sprocket attached to the rear wheel with a second freewheel, and finally returns to the bottom of the chain ring. Other configurations are possible, including one chain for forward pedalling, and a second crossed-chain configuration for reverse pedalling. Only one freewheel is engaged at a time, while the other spins backward freely. Since the chain wraps around the second sprocket in the opposite direction to the first sprocket, the cyclist needs only to pedal backwards to engage it. The small amount of out-of-line required of the chain is easily accommodated. The rear wheel cannot rotate backwards because the two freewheels try to drive the pedals forward and backward at the same time.

Usually the second sprocket is larger, which provides the cyclist a lower gear for climbing steep inclines simply by pedaling backwards. While most historical examples of retro-direct bicycles used the reverse gear for climbing, several modern retro-direct riders prefer pedalling forward when standing to accelerate from rest and climb, and engaging the higher cruising gear while pedalling backwards.

title: Retro-direct


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Jablanica

Jablanica (Јабланица, Јабланица) is a common South Slavic toponym, derived from jablan, "Lombardy poplar", literally meaning "place of lombardy poplar". It may refer to:

Albania

 * Jablanica Mountain, in eastern Albania and the west of the Republic of Macedonia

Bosnia and Herzegovina

 * Jablanica, Bosnia and Herzegovina, a town and municipality in Herzegovina
 * Jablanica, Gradiška
 * Jablanica, Lopare, a village in Republika Srpska
 * Jablanica (Maglaj), a village in Maglaj municipality
 * Jablanica, Tešanj
 * Jablanica, Trnovo
 * Jablanica (Višegrad)

Kosovo

 * Jablanica, Kosovo, a village - see List of populated places in Kosovo by municipality

North Macedonia

 * Jablanica, a village in Struga Municipality
 * Jablanica Mountain, in western Macedonia and the east of Albania

Montenegro

 * Jablanica, a village in Rožaje Municipality

Serbia

 * Jablanica (river), in southern Serbia
 * Jablanica (region), drainage basin of Jablanica
 * Jablanica District, in southern Serbia
 * Jablanica, Gornji Milanovac, settlement
 * Jablanica, Boljevac, settlement
 * Jablanica, Bujanovac, settlement
 * Jablanica, Kruševac, settlement
 * Jablanica, Novi Pazar, settlement
 * Jablanica, Tutin, settlement
 * Jablanica, Čajetina, settlement
 * Jablanica, Prizren, settlement

Slovenia

 * Jablanica, Ilirska Bistrica, a settlement in the Municipality of Ilirska Bistrica
 * Jablanica, Sevnica, a settlement in the Municipality of Sevnica
 * Spodnja Jablanica, a settlement in the Municipality of Šmartno pri Litiji
 * Zgornja Jablanica, a settlement in the Municipality of Šmartno pri Litiji

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

title: Jablanica


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Talk:Origin of Symmetry

Cryptic Messages
If this album had cryptic messages like the Muse band page says, where are they? 4.240.54.229 20:52, 25 January 2006 (UTC)

Well, from my understanding the lyrics in this one are very strange. For example, "H8, it gives me all I need, it helps me coexist without you" are lyrics from the song Space Dementia. It is well known that "H8" is a Hitachi 8-bit processor that was used in some US space missions. What these lyrics actually mean is hard to say. Chickenofbristol 15:49, 5 March 2006 (UTC)

 * That's a very interesting interperetation. I always take "h-eight" to just mean hate, and to be accurate the lyrics are "h-eight is the one for me, it gives me all I need, helps me coexist with the chill". Taking it as hate, it doesn't seem all that cryptic really. U-Mos 16:04, 12 June 2007 (UTC)

 * I think that he's simply using H8 as "height". He's known for talking about internet language (listen to Pink Ego Box). Patrickloggins 19:15, 29 July 2007 (UTC)

Well, its probably dual meaning then. Space is very cold. H8 is used in space missions, hence helps coexist with the chill. It is called Space Dementia after all. So I suppose it means hate and H8. —Preceding unsigned comment added by 86.135.67.44 (talk) 13:48, 27 April 2008 (UTC)

Beginning
Beginning is not very NPOV and needs capitalisation and link on "Swordfish"; doing it now. --crafty bison —Preceding unsigned comment added by 81.178.232.13 (talk • contribs) 21:21, 10 June 2006

music videos
why list the singles then list them as music videos, all singles have music videos —Preceding unsigned comment added by 158.125.9.4 (talk • contribs) 11:31, 16 November 2006

EVERY track??
As much as I like Muse, I don't believe it's necessary to have an article for every track on the album. The non-single articles should be deleted- with the possible exception of Citezin Erased since that article looks more complete and is more notable. Leemorrison 22:58, 7 August 2007 (UTC)
 * Let me make that more exact- all the tracks mentioned on the merge template now on this page. Leemorrison 23:08, 7 August 2007 (UTC)
 * I disagree. Many many albums have individual articles for each song - look at this and this for example. Besides, articles shouldn't necessarily be deleted just because they aren't 'complete' - that what stubs are for. Mark  ( Talk ) 13:01, 8 August 2007 (UTC)
 * Articles on songs should only be created if the song is notable, and if there exists enough encyclopedic material for it to ever be anything but a stub. See WP:MUSIC. --PEJL 14:04, 8 August 2007 (UTC)

Space Dementia- H8
I believe that when he talks about H8, he means height. Period. — Preceding unsigned comment added by Mbella725 (talk • contribs) 23:04, 3 December 2012 (UTC)
 * Well... good for you. Andre666 (talk) 17:42, 4 December 2012 (UTC)

Question
How exactly is this album, in any way, progressive metal? Just curious. — Preceding unsigned comment added by 107.10.8.161 (talk) 00:01, 5 September 2013 (UTC)

Genre
Hey, don't you just love it when people don't have the balls to assign anything more specific than "rock" on what can obviously be labelled as an alternative rock album? I think we should change the genre to alternative rock, anyone agree?

--80.202.123.73 (talk) 20:10, 31 October 2014 (UTC)

 * Wikipedia requires verifiable referencing for genre, not the opinions of editors. Can you find a published review discussing the genre? Binksternet (talk) 00:50, 1 November 2014 (UTC)

Question regarding NME's description of the album
In NME's review for the album, they used the terms "future rock" and "extreme rock" to describe the album at certain points. I believe that "future rock" means experimental rock and "extreme rock" means hard rock. I wasn't going to put it on the genre list right away because I wanted to know what others thought about this. Can we use these two as the genres? Aria1561 (talk) 05:11, 10 January 2015 (UTC)
 * Future rock is not a recognisable genre, and could be interpreted as many things; extreme rock is not a genre either, and this album is certainly not extreme metal. We should not add these, as it is not clear what genres they refer to, and any guess would be just that... a guess. Keep it simple - alternative rock. Andre666 (talk) 13:47, 10 January 2015 (UTC)

External links modified
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Release date
There's been some attempts at editing the release date for this album, which was quickly changed back with the defence of a "quick google search".

The release date of July 17th has been stated by some site and then repeated after that, but here are some sources that support that the album was released on June 18th, which also makes more sense in terms of weekday:

https://rateyourmusic.com/release/album/muse/origin_of_symmetry_f10/

https://www.discogs.com/Muse-Origin-Of-Symmetry-Exclusive-Advanced-Promo/release/1497917 "Text on back cover: Snippets taken from the album "Origin Of Symmetry" In Stores 18.06.01 "

http://drownedinsound.com/releases/2607/reviews/1116-muse-origin-of-symmetry

https://books.google.se/books?id=vwVACgAAQBAJ&pg=PT198&lpg=PT198&dq=muse+origin+of+symmetry+2001+june+18th&source=bl&ots=0-SBHjjFF8&sig=9MJUTNaKpshgMgHimHxFrJKG0BU&hl=en&sa=X&ved=0ahUKEwj9jNutmabcAhVlCZoKHeTKDH04ChDoAQg2MAI#v=onepage&q=muse%20origin%20of%20symmetry%202001%20june%2018th&f=false — Preceding unsigned comment added by Sippe (talk • contribs) 22:47, 14 April 2019 (UTC)

title: Talk:Origin of Symmetry


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Anatoli Papanov

Anatoli Dmitriyevich Papanov (Анатолий Дмитриевич Папанов; 31 October 1922 – 5 August 1987) was a Soviet and Russian actor, drama teacher, and theatre director at the Moscow Satire Theatre where he served for almost 40 years. A prominent character actor, Papanov is mostly remembered for his comedy roles in a duo with his friend Andrei Mironov, although he had many dramatic roles as well. As a voice actor he contributed to over hundred cartoons. He was named People's Artist of the USSR in 1973 and awarded the USSR State Prize posthumously.

Early and war years
Anatoli Papanov was born in Vyazma, Smolensk Governorate (modern-day Smolensk Oblast, Russia) into a mixed Russian-Polish family. His father Dmitry Filippovich Papanov (1897—1982) was a retired soldier who served as a railway guard and an amateur actor at the local theatre founded by Nikolai Plotnikov, where Anatoli and his sister also performed as children. His mother Yelena Boleslavovna Roskovskaya (1901—1973) was a Belarus-born Polish milliner who secretly converted from Roman Catholicism to Russian Orthodoxy. Anatoli himself was raised in Orthodox traditions.

In 1930 the family moved to Moscow. As a schoolboy Papanov attended drama courses, then went on to work as a caster at a factory, simultaneously performing in a popular theatre studio for factory workers organized by Vakhtangov Theatre actors led by Vasily Kuza whom Papanov later considered his first teacher. During the late 1930s he made a number of uncredited appearances in movies, such as a sailor in Lenin in October (1937) or a passerby in The Foundling (1939).

In 1941, after the invasion of the Soviet Union, Papanov joined the Red Army and left for the front line. As a senior sergeant he headed an anti-aircraft warfare platoon. In June 1942, he was badly wounded by an explosion and lost two toes on his right foot. He spent six months in a military hospital and was sent home as disabled, and for the next several years he could only walk with a cane. In 1985 he was awarded the 1st class Order of the Patriotic War.

Despite his injury, in 1943 Papanov enrolled as a student in the acting faculty of the State Institute of Theatre Arts, taking courses with Vasily Orlov. During his studies he met his future wife, a fellow student Nadezhda Yuryevna Karatayeva (born 1924), who had also served in the war as a nurse on a hospital train. They married on 20 May 1945, ten days after the end of the war.

Theatre
In 1946, after graduating from the State Institute, Papanov left for Klaipėda, Lithuanian SSR, along with other students. There, they founded a Klaipėda Russian Drama Theatre, where he performed for several years. In 1948 Andrey Goncharov suggested he join the Moscow Satire Theatre, where he continued to act up until his death, performing in about 50 plays.

Among his popular roles were Alexander Koreiko in The Little Golden Calf (1958), Kisa Vorobyaninov in The Twelve Chairs (1960, both based on the novels by Ilf and Petrov), Vasily Tyorkin in Aleksandr Tvardovsky's Tyorkin in the Other World (1966), Anton Antonovich in Nikolai Gogol's The Government Inspector (1972), Nikolai Shubin in Grigori Gorin's and Arkady Arkanov's Little Comedies of the Big House (1973), Pavel Famusov in Alexander Griboyedov's Woe from Wit (1976), Roman Khludov in Mikhail Bulgakov's Flight (1977), Leonid Gayev in Anton Chekhov's The Cherry Orchard (1984), and others.

Apart from performing, Papanov also taught acting at the Russian Institute of Theatre Arts, and in 1986 he staged his first and last play, The Last Ones by Maxim Gorky. Being a devout Christian, Papanov wanted to end it with a prayer. To avoid possible censorship, he used a radio record of Feodor Chaliapin performing a prayer.

Cinema
During the 1960s, Papanov began regularly appearing in films. He performed leading roles in the comedies Come Tomorrow, Please... (1962), directed by Yevgeny Tashkov, and Children of Don Quixote (1965), directed by Yevgeny Karelov, and appeared in several comedies by Eldar Ryazanov, including The Man from Nowhere (1961), where he played four roles at once. It didn't bring him any fame, though, as the movie was heavily criticized upon release and quickly banned for 25 years straight.

Papanov became very famous, however, after his work as General Serpilin in Aleksandr Stolper's war drama The Living and the Dead (1964). For this role he was awarded the Vasilyev Brothers State Prize of the RSFSR and the main prize at the First All-Union Film Festival, and Konstantin Simonov personally lauded his work.

In 1966, Eldar Ryazanov released Beware of the Car, in which Papanov appeared alongside his friend Andrei Mironov, with Mironov as a modern-day black marketeer, and Papanov as his father-in-law, a war veteran who mocks him all the way through. Its popularity led Leonid Gaidai to cast them in his 1968 comedy The Diamond Arm as the main antagonists, a pair of smugglers who tried to get their hands on the hero's "diamond arm". The film was seen by 76.7 million people on the year of release, becoming the third most popular Soviet movie of all time. In 1971, Gaidai also tried both actors for the leading parts in his adaptation of The Twelve Chairs, but decided otherwise. In 1976, Mark Zakharov directed his own TV adaptation of the book and eventually cast both actors in the leading roles, reuniting them for the last time.

Papanov was also highly sought-after by animation directors. His distinguishing growling voice suited all kind of beasts such as Shere Khan from Adventures of Mowgli (1967), a Soviet adaptation of The Jungle Book. His most popular characters, though, were wolves, especially after he voiced the Wolf character in the top-rated animated series Well, Just You Wait! (1969—1986), which has been considered his best role, overshadowing all of his other work, to his great displeasure.

Death and memory
Papanov suffered from chronic heart failure. In 1987, he performed his last role in the tragic drama The Cold Summer of 1953. After work on the movie was finished, Papanov returned from Karelia to his Moscow flat and decided to take a shower although the hot water was off that day. He died in the bath from a heart attack. Just eleven days later, his long-time friend and co-star Andrei Mironov would die from a cerebral hemorrhage.

Papanov was buried in Novodevichy Cemetery in Moscow. He was survived by his wife, actress Nadezhda Karatayeva who also performed at the Moscow Satire Theatre, and their daughter Yelena Papanova, a theatre and film actress.

Asteroid No. 2480 is named after Papanov.

In 2012 a monument in memory of Papanov was opened in his native Vyazma.

One of the streets in Mikhaylovsk, Stavropol Krai is named after the actor.

Movies

 * Lenin in October (1937) as sailor (uncredited)
 * The Foundling (1939) as passerby (uncredited)
 * Minin and Pozharsky (1939) as peasant boy (uncredited)
 * Composer Glinka (1952) as aide-de-camp
 * The Inspector-General (1952) as official (uncredited)
 * How Robinson Was Created (almanac "Absolutely Seriously", 1961) as chief editor
 * Man Follows the Sun (1961) as super
 * The Cossacks (1961) as cornet
 * The Man from Nowhere (1961) as Arkady Krokhalyov / tribal chief / theatre actor / bully
 * A Trip Without a Load (1962) as Akim Sevastyanovich
 * Come Tomorrow, Please... (1962) as Nikolay Vasilievich (voiced by Yevgeny Tashkov)
 * The Living and the Dead (1964) as major general Fyodor Serpilin
 * The Green Flame (1964) as Boris Zhmurkin
 * Children of Don Quixote (1965) as Pyotr Bondarenko
 * Our House (1965) as father
 * Give me a complaints book (1965) as a maître d'hôtel Vasily Kutaytsev
 * Going Inside a Storm (1965) as Anykeyev, the head of the lab
 * Beware of the Car (1966) as Sokol-Kruzhkin, Semitsvetov's father-in-law
 * Retribution (1967) as major general Fyodor Serpilin
 * Seven Old Men and a Girl (1968) as legal adviser
 * Two Comrades Were Serving (1968) as regimental commander
 * The Diamond Arm (1968) as Lyolik the smuggler
 * The Golden Calf (1968) as Vasisualy Lokhankin (deleted scene)
 * The Adjutant of His Excellency (1969) as Yevgeny Angel
 * Belorussian station (1970) as Nikolai Dubinsky
 * All The King's Men (1971) as Burden Sr.
 * Gentlemen of Fortune (1971) as chess player in a hotel
 * The Bad Good Man (1973) as Samoilenko the doctor
 * Eleven Hopes (1975) as Vorontsov
 * The Twelve Chairs (1976) as Kisa Vorobianinov
 * Mama, I'm Alive (1977) as Lopatkin the home owner
 * Incognito from St. Petersburg (1977) as mayor Anton Antonovich Skvoznik-Dmuhanovsky
 * Domestic Circumstances (1977) as male nanny
 * Engineer Graftio (1979) as Genrikh Graftio
 * Comic Lover, or Love Escapades of Sir John Falstaff (1983) as Falstaff
 * The Cold Summer of 1953 (1987) as Nikolai "Kopalych" Starobogatov (voiced by Igor Yefimov)

Animation

 * The Key (1961) as Zmei Gorynich's third head
 * A Little Frog Is looking for His Father (1964) as Crocodile
 * Fitil (1964—1984) as various roles
 * Rikki-Tikki-Tavi (1965) as Nag
 * Adventures of Mowgli (1967—1971) as Shere Khan
 * The Little Mermaid (1968) as guide
 * Well, Just You Wait! (1969—1994, 18 episodes) as Wolf (voice samples in episodes 17—18)
 * Happy Merry-Go-Round № 5 (1973) as Nikodim
 * Sack of Apples (1974) as Wolf
 * Ded Moroz And a Gray Wolf (1978) as Wolf
 * A Flying Ship (1979) as Vodyanoy
 * The Three on Island (1986) as pirate
 * The Hare and the Leader (2021 workprint) as Wolf the Leader (hero)

title: Anatoli Papanov


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Essence–energies distinction

In Eastern Orthodox (palamite) theology, there is a distinction between the essence (ousia) and the energies (energeia) of God. It was formulated by Gregory Palamas (1296–1359) as part of his defense of the Athonite monastic practice of Hesychasm against the charge of heresy brought by the humanist scholar and theologian Barlaam of Calabria.

Eastern Orthodox theologians generally regard this distinction as a real distinction, and not just a conceptual distinction. Historically, Western Christian thought, since the time of the Great Schism, has tended to reject the essence–energies distinction as real in the case of God, characterizing the view as a heretical introduction of an unacceptable division in the Trinity and suggestive of polytheism.

Historical background
The essence–energy distinction was formulated by Gregory Palamas of Thessaloniki (1296–1359), as part of his defense of the Athonite monastic practice of hesychasmos, the mystical exercise of "stillness" to facilitate ceaseless inner prayer and noetic contemplation of God, against the charge of heresy brought by the humanist scholar and theologian Barlaam of Calabria.

The mystagogical teachings of hesychasm were approved in the Eastern Orthodox Church by a series of local Hesychast councils in the 14th century, and Gregory's commemoration during the liturgical season of Great Lent is seen as an extension of the Sunday of Orthodoxy.

Essence and energy
In Eastern Orthodox theology God's essence is called ousia, "all that subsists by itself and which has not its being in another", and is distinct from his energies (energeia in Greek, actus in Latin) or activities as actualized in the world.

The ousia of God is God as God is. The essence, being, nature and substance of God as taught in Eastern Christianity is uncreated, and cannot be comprehended in words. According to Lossky, God's ousia is "that which finds no existence or subsistence in another or any other thing". God's ousia has no necessity or subsistence that needs or is dependent on anything other than itself.

It is the energies of God that enable us to experience something of the Divine, at first through sensory perception and then later intuitively or noetically. As St John Damascene states in Chapter 4 of An Exact Exposition of the Orthodox Faith, "all that we say positively of God manifests not his nature but the things about his nature."

Real distinction
According to Fr. John Romanides, Palamas considers the distinction between God's essence and his energies to be a "real distinction", as distinguished from the Thomistic "virtual distinction" and the Scotist "formal distinction". Romanides suspects that Barlaam accepted a "formal distinction" between God's essence and his energies. Other writers agree that Palamas views the distinction between the divine essence and the divine energies as "real".

According to Vladimir Lossky of the neopatristic school, if we deny the real distinction between essence and energy, we cannot fix any clear borderline between the procession of the divine persons (as existences and/or realities of God) and the creation of the world: both the one and the other will be equally acts of the divine nature (strictly uncreated from uncreated). The being and the action(s) of God then would appear identical, leading to the teaching of pantheism.

Modern interpretation
Some contemporary scholars argue against describing Palamas's essence–energies distinction in God as a metaphysically "real" distinction. Orthodox philosophical theologian David Bentley Hart expresses doubt "that Palamas ever intended to suggest a real distinction between God's essence and energies." G. Philips argues that Palamas's distinction is not an "ontological" distinction but, rather, analogous to a "formal distinction" in the Scotist sense of the term. According to Dominican Catholic theological historian Fr. Aidan Nichols, Palamas's essence–energies distinction is "not simply by virtue of his saving action ab extra, much less as a merely 'formal' distinction, something demanded by the limited operating capacities of human minds."

According to Anna N. Williams's study of Palamas, which is more recent than the assessments of Hart and Philips, in only two passages does Palamas state explicitly that God's energies are "as constitutively and ontologically distinct from the essence as are the three Hypostases," and in one place he makes explicit his view, repeatedly implied elsewhere, that the essence and the energies are not the same; but Williams contends that not even in these passages did Palamas intend to argue for an "ontological or fully real distinction," and that the interpretation of his teaching by certain polemical modern disciples of his is false.

Eastern Orthodox criticism of Western theology
Eastern Orthodox theologians have criticized Western theology, especially the traditional scholastic claim that God is actus purus, for its alleged incompatibility with the essence–energies distinction. Christos Yannaras writes, "The West confuses God's essence with his energy, regarding the energy as a property of the divine essence and interpreting the latter as "pure energy" (actus purus)" According to George C. Papademetriou, the essence–energies distinction "is contrary to the Western confusion of the uncreated essence with the uncreated energies and this is by the claim that God is Actus Purus".

Catholic perspectives
The Catholic Church distinguishes between doctrine, which is single and must be accepted by Catholics, and theological elaborations of doctrine, about which Catholics may legitimately disagree. With respect to the Eastern and Western theological traditions, the Catholic Church recognizes that, at times, one tradition may "come nearer to a full appreciation of some aspects of a mystery of revelation than the other, or [express] it to better advantage." In these situations, the Church views the various theological expressions "often as mutually complementary rather than conflicting."

According to Meyendorff, from Palamas's time until the twentieth century, Roman Catholic theologians generally rejected the idea that there is in God a real essence–energies distinction. In their view, a real distinction between the essence and the energies of God contradicted the teaching of the First Council of Nicaea on divine unity. Catholic theologian Ludwig Ott held that an absence of real distinction between the attributes of God and God's essence is a dogma of the Catholic Church.

In contrast, Jürgen Kuhlmann argues that the Catholic Church never judged Palamism to be heretical, adding that Palamas did not consider that the distinction between essence and energies in God made God composite. According to Kuhlmann, "the denial of a real distinction between essence and energies is not an article of Catholic faith".

According to Meyendorff, the later twentieth century saw a change in the attitude of Roman Catholic theologians to Palamas, a "rehabilitation" of him that has led to increasing parts of the Western Church considering him a saint, even if uncanonized. Some Western scholars maintain that there is no conflict between the teaching of Palamas and Catholic thought on the distinction. According to G. Philips, the essence–energies distinction of Palamas is "a typical example of a perfectly admissible theological pluralism" that is compatible with the Roman Catholic magisterium. Jeffrey D. Finch claims that "the future of East-West rapprochement appears to be overcoming the modern polemics of neo-scholasticism and neo-Palamism". Some Western theologians have incorporated the essence–energies distinction into their own thinking.

title: Essence–energies distinction


text:
User talk:Kate/This page links to a userpage

Community garden page fixed, so removed from list.


text: Talk:Skyscraper (album)

title: Talk:Skyscraper (album)


text:
Talk:Eat 'Em and Smile

Misused attribution tag?
The History section faithfully paraphrases the given source, (5) Farber, Jim (11 September 1986). "David Lee Roth: Eat 'Em and Smile : Music Reviews". Rolling Stone. Archived from the original on 2007-09-30. Retrieved 2011-09-07. This includes the final paragraph, which has an attribution tag, "According to whom?" It is according to the cited author, Jim Farber, as following the link and reading the source will demonstrate. Farber spends ample time on both Vai's entry into the public eye following an obscure but fruitful run with Frank Zappa, and on comparisons with Eddie Van Halen's skill a/o role in the act which David Lee Roth formerly fronted. The information, then, is properly cited and relevant to the history of the album. There does not therefore seem to be any need for that tag.24.20.10.46 (talk) 10:41, 3 July 2013 (UTC)

title: Talk:Eat 'Em and Smile


text:
Rolls-Royce R

The Rolls-Royce R is a British aero engine that was designed and built specifically for air racing purposes by Rolls-Royce Limited. Nineteen R engines were assembled in a limited production run between 1929 and 1931. Developed from the Rolls-Royce Buzzard, it was a 37-litre (2,240 cu in) capacity, supercharged V-12 capable of producing just under 2,800 horsepower (2,090 kW), and weighed 1,640 pounds (770 kg). Intensive factory testing revealed mechanical failures which were remedied by redesigning the components, greatly improving reliability.

The R was used with great success in the Schneider Trophy seaplane competitions held in England in 1929 and 1931. Shortly after the 1931 competition, an R engine using a special fuel blend powered the winning Supermarine S.6B aircraft to a new airspeed record of over 400 miles per hour (640 km/h). Continuing through the 1930s, both new and used R engines were used to achieve various land and water speed records by such racing personalities as Sir Henry Segrave, Sir Malcolm Campbell and his son Donald, the last record being set in 1939. A final R-powered water speed record attempt by Donald Campbell in 1951 was unsuccessful.

The experience gained by Rolls-Royce and Supermarine designers from the R engine was invaluable in the subsequent development of the Rolls-Royce Merlin engine and the Spitfire. A de-rated R engine, known as the Griffon, was tested in 1933, but it was not directly related to the production Rolls-Royce Griffon of 1939, of the same exact bore/stroke and resultant displacement figures as the "R" design. Three examples of the R engine are on public display in British museums as of 2014.

Origin
Rolls-Royce realised that the Napier Lion engine used in the 1927 Supermarine S.5 Schneider Trophy winner had reached the peak of its development, and that for Britain's entrant in the next race to be competitive a new, more powerful engine design was required. The first configuration drawing of the "Racing H" engine, based on the Buzzard, was sent to R. J. Mitchell of Supermarine on 3 July 1928, allowing Mitchell to start design of the new S.6 Schneider Trophy seaplane. Shortly after this the engine's name was changed to R for "Racing". An official British Government contract to proceed with the project was not awarded until February 1929, leaving Rolls-Royce six months to develop the engine before the planned Schneider Trophy competition of that year.

Description
The R was a physically imposing engine designed by a team led by Ernest Hives and including Cyril Lovesey, Arthur Rowledge and Henry Royce. The R shared the Buzzard's bore, stroke and capacity, and used the same 60-degree V-12 layout. A new single-stage, double-sided supercharger impeller was designed along with revised cylinders and strengthened connecting rods. The wet-liner cylinder blocks, crankcase and propeller reduction gear castings were produced from "R.R 50" aluminium alloy; and because of the short life expectancy of these engines, forged aluminium was used to replace bronze and steel in many parts. To make the R as compact as possible, several design modifications were made in comparison to the Buzzard: the propeller reduction gear housing was reshaped, and the camshaft and rocker covers were modified to fair into the shape of the aircraft's nose, the air intake was positioned in the vee of the engine (which also helped to avoid the ingress of spray), and beneath the engine the auxiliaries were raised a little to reduce the depth of the fuselage. The engine's length was minimised by not staggering its cylinder banks fore and aft, which meant that the connecting rods from opposing cylinders had to share a short crankshaft bearing journal known as the "big end". This was initially achieved by fitting one connecting rod inside the other at the lower end in a blade and fork arrangement; however, after cracking of the connecting rods was found during testing in 1931, the rod design was changed to an articulated type.

The introduction of articulated connecting rods was regarded as a "nuisance" by Arthur Rubbra, a Rolls-Royce engine designer, as there were inherent problems with the arrangement. The complicated geometry meant that a pair of rods had different effective lengths, giving a longer stroke on the articulated side; consequently the cylinder liners on that side had to be lengthened to prevent the oil scraper ring from running out of the cylinder skirt. Articulated rods were used in the Goshawk engine, but were not embodied in the later Rolls-Royce Merlin, for which Arthur Rowledge had designed a revised blade and fork system.

Later production R engines featured sodium-filled exhaust valve stems for improved cooling, while additional modifications included a redesigned lower crankcase casting and the introduction of an oil scraper ring below the piston gudgeon pin; a measure that was carried over to the Merlin engine. A balanced crankshaft was introduced in May 1931, and the compression ratio on the "sprint" engines prepared for that year was raised from 6:1 to 7:1.

The ignition system consisted of two rear-mounted, crankshaft-driven magnetos, each supplying one of a pair of spark plugs fitted to each cylinder. This is common practise for aero engines, as it ensures continued operation in the case of a single magneto failure, and has the advantage of more efficient combustion over a single spark plug application.

Cooling
Cooling this large engine whilst minimising aerodynamic drag posed new challenges for both the Rolls-Royce and Supermarine design teams. Traditional cooling methods using honeycomb-type radiators were known to cause high drag in flight; consequently it was decided to use the surface skins of the S.6 wings and floats as heat exchangers, employing a double-skinned structure through which the coolant could circulate. Engine oil was cooled in a similar manner using channels in the fuselage and empennage skins. The S.6 was described at the time as a "flying radiator", and it had been estimated that this coolant system dissipated the equivalent of 1,000 hp (745 kW) of heat in flight. However, even with this system in use, engine overheating was noted during the race flights, requiring the pilots to reduce the throttle setting to maintain a safe operating temperature.

A not-so-obvious cooling measure was the deliberate use of a rich fuel mixture, which accounts for the frequent reports of black smoke seen issuing from the engine exhaust stubs. Although this robbed the engine of some power, it increased reliability and reduced the possibility of detonation in the cylinders.

Supercharger and fuel
The keys to the R engine's high power-to-weight ratio were its supercharger design, ability to run at high revolutions due to its structural strength, and the special blends of fuel used. The double-sided supercharger impeller was a new development for Rolls-Royce: running at a ratio of almost 8:1, it could supply intake air at up to 18 pounds per square inch (psi) (1.24 bar) above atmospheric pressure, a figure known as "boost" and commonly abbreviated as "+x lb". By comparison the maximum boost of the earlier Rolls-Royce Kestrel design was +6 lb (0.4 bar), this figure not being achieved until 1934. The high boost pressures initially caused the spark plugs to fail on test, and eventually the Lodge type X170 plug was chosen as it proved to be extremely reliable.

The development of special fuel was attributed to the work of "Rod" Banks, an engineer who specialised in fuels and engine development. After using neat benzole for early ground test runs, a mixture of 11% aviation petrol and 89% benzole plus 5 cubic centimetres (cc) of tetra-ethyl lead per Imperial gallon (4.5 L) was tried. This blend of fuel was used to win the 1929 Schneider Trophy race, and continued to be used until June 1931. It was discovered that adding 10% methanol to this mixture resulted in a 20 hp (15 kW) increase, with the further advantage of reduced fuel weight – particularly important for aircraft use – due to its lowered specific gravity. For the 1931 airspeed record attempt acetone was added to prevent intermittent misfiring; the composition of this final blend was 30% benzole, 60% methanol, and 10% acetone, plus 4.2 cc of tetra-ethyl lead per gallon.

On an early test run the R engine produced 1,400 hp (1,040 kW) and was noted to idle happily at 450 revolutions per minute (rpm). With increased boost ratings and fuel developed by Banks, the R engine ultimately developed 2,530 hp (1,890 kW) at 3,200 rpm; well over double the maximum power output of the Buzzard. The engine was further tested and cleared for limited sprint racing at 2,783 hp (2,075 kW) at 3,400 rpm and +21 lb (1.45 bar) of boost, but this capability was not used due to concerns with the S.6B's airframe not being able to withstand the power, and the inability of the aircraft to lift the extra fuel required to meet the increased consumption.

Ground testing
The first run of engine R1 took place at Rolls-Royce's Derby factory on 7 April 1929 with R7 running the next day. Many mechanical failures were experienced during bench testing including burnt valves, connecting rod breakages and main bearing seizures, while considerably more trouble than expected occurred with valve springs; at one time two or three would be found broken after a 10-minute run, but the continual redesigning and testing of components reduced all these problems. Unknown to Royce himself, the engineers had also fitted "Wellworthy" pistons that were better able to withstand the 13 tons "pressure" of each firing stroke.

Ground testing of the R involved the use of three Kestrel engines: one to simulate a headwind or airspeed, one to provide ventilation of the test area, and another to cool the crankcase. Superchargers could be tested on a separate rig that was driven by another Kestrel engine. Eight men were required to run a test cell, led by the "Chief Tester" who had the tasks of logging the figures and directing the other operators. One of these chief testers was Victor Halliwell who later lost his life whilst on board the water speed record contender Miss England II. The conditions in the test cell were particularly unpleasant; deafness and tinnitus lasting up to two days were experienced by test personnel even after plugging their ears with cotton wool. Development time was short and the deafening sound of three Kestrels and an R engine running at high power for 24 hours a day took its toll on the local population. The Mayor of Derby stepped in and asked that the people endure the noise for the sake of British prestige; subsequently testing continued for seven months.

In the course of a 25-minute test an early R engine would consume 60 Imperial gallons (gal) (270 L) of pre-heated castor oil. The majority of this was spat out of the exhaust ports and smothered the test cell walls, milk being given to staff to minimise the effects of this well-known laxative. Up to 200 gal (900 L) of the special fuel blend had to be mixed for each test, 80 gal (360 L) of which were used just to warm the engine to operating temperature. The same coarse-pitch propeller used for flight trials was fitted throughout these tests.

Flight testing
Overseen by Cyril Lovesey, flight testing commenced on 4 August 1929 in the new Supermarine S.6 at RAF Calshot, a seaplane and flying boat station on Southampton Water in Hampshire. During pre-race scrutineering tests, metal particles were found on two of the engine's 24 spark plugs indicating a piston failure which would require an engine re-build or replacement. The competition rules did not allow an engine change, but due to the foresight of Ernest Hives, several Rolls-Royce engineers and mechanics that were familiar with the R had travelled down to Southampton to witness the trials, and with their assistance one cylinder bank was removed, the damaged piston replaced and the cylinder refurbished. This work was completed overnight and allowed the team to continue in the competition.

Engine starting was achieved by a combination of compressed air and a hand-turned magneto; however, starting problems were encountered during pre-race testing at Calshot due to moisture in the air and water contamination of the fuel. A complicated test procedure was devised to ensure clean fuel for competition flights since more than 0.3% water content made it unusable. As expected, minor engine failures continued to be experienced, and to counter this engines and parts were transported at high speed between Derby and Calshot using an adapted Rolls-Royce Phantom I motor car. Travelling mostly after dark, this vehicle became known as the Phantom of The Night.

Relationship to the Griffon and Merlin
According to Arthur Rubbra's memoirs, a de-rated version of the R engine, known by the name Griffon at that time, was tested in 1933. This engine, R11, was used for "Moderately Supercharged Buzzard development" (which was not proceeded with until much later), and bore no direct relationship to the volume-produced Griffon of the 1940s.

The pre-production Griffon I shared the R engine's bore and stroke, but was otherwise a completely new design that first ran in the Experimental Department in November 1939. Although this single engine was never flown, the production version, the Griffon II, first flew in 1941 installed in the Fairey Firefly. A significant difference between the R and the production Griffon was the re-location of the camshaft and supercharger drives to the front of the engine to reduce overall length. Another length-reducing measure was the use of a single magneto (the R had two, mounted at the rear), this again was moved to the front of the engine.

Further possible development work on the R engine was discussed in The National Archives' file AVIA 13/122, which contains a proposal from the Royal Aircraft Establishment dated October and November 1932, to test four engines to destruction. This document states that there were five engines available for test purposes, the fifth to be used for a standard Type Test at high revolutions.

Although not directly related to the Spitfire, the Supermarine engineers gained valuable experience of high-speed flight with the S.5 and S.6 aircraft, their next project being the Rolls-Royce Goshawk-powered Supermarine Type 224 prototype fighter aircraft. Technological advances used in the R engine, such as sodium-cooled valves and spark plugs able to operate under high boost pressures, were incorporated into the Rolls-Royce Merlin design. The author Steve Holter sums up the design of the Rolls-Royce R with these words:

"Quite simply the R-type engine was far ahead of its time, a marvel of British skill and ability."

- Steve Holter

Schneider Trophy use
The Schneider Trophy was a prestigious annual prize competition for seaplanes that was first held in 1913. The 1926 race was the first where all the teams fielded pilots from their armed forces, the Air Ministry financing a British team known as the High Speed Flight drawn from the Royal Air Force. Sometimes known simply as The Flight, the team was formed at the Marine Aircraft Experimental Establishment, Felixstowe, in preparation for the 1927 race in which Supermarine's Mitchell-designed, Napier Lion-powered Supermarine S.5s placed first and second. 1927 was the last annual competition, the event then moving onto a biannual schedule to allow more development time between races.

During the 1929 race at Cowes between Great Britain and Italy, Richard Waghorn flying the Supermarine S.6 with the new Rolls-Royce R engine retained the Schneider Trophy for Great Britain with an average speed of 328.63 mph, and also gained the 50 km and 100 km (31 mi and 62 mi) world speed records. The records were subsequently beaten when Richard Atcherley later registered higher speeds when he completed his laps of the circuit. The Italian team placed second and fourth using Fiat AS.3 V-12-powered Macchi M.52 aircraft. Another racing seaplane, the Fiat C.29 powered by the AS.5 engine attended the contest but did not compete.

More comparable to the R engine was the Fiat AS.6 engine developed for the 1931 contest; effectively a coupled, double AS.5 that suffered from technical problems. With the assistance of Rod Banks, the AS.6 powered the Macchi M.C.72 to a new speed record for piston-powered seaplanes in 1934 of 440.6 mph (709.2 km/h), a record that still stands as of 2009.

In 1931 the British Government withdrew financial support, but a private donation of £100,000 from Lucy, Lady Houston allowed Supermarine to compete on 13 September using the R-powered Supermarine S.6B. For this race the engine's rating was increased by 400 hp to 2300 hp. The Italian and French entrants however, failed to ready their aircraft and crews in time for the competition, and the remaining British team set both a new world speed record at 379 mph (610 km/h) and, unopposed, won the trophy outright with a third consecutive victory. "The Flight" was wound up within weeks of the 1931 win as there were to be no more Schneider Trophy contests. The original Trophy is on display in the London Science Museum along with the S.6B that secured it, as well as the R engine that powered this aircraft for the subsequent airspeed record flight.

World speed record use
New airspeed records were set after the 1929 and 1931 Schneider Trophy contests, both achieved using the R engine. In the two decades before World War II, the quest to break the land speed record was hotly contested, particularly so in the early 1930s. Aero engines were often used to power wheeled vehicles to ever-higher speeds, chosen because of their high power-to-weight ratios: the Liberty engine, Napier Lion and the Sunbeam Matabele were among the engine types used in the 1920s. The Rolls-Royce R was the latest development in high-powered aero engine design at the time, and was chosen by several makers of land speed record-contending cars; the engine was also chosen for powerboats attempting the water speed record. One car and two boats successfully used the combined power of two R engines.

Airspeed record
Immediately after the 1929 Schneider Trophy contest Squadron Leader Augustus Orlebar, commanding officer of the High Speed Flight, set a new airspeed record of 355.8 mph (572.6 km/h) using Supermarine S.6, N247. On 29 September 1931, barely two weeks after the British team had secured the Schneider Trophy outright, Flight Lieutenant George Stainforth broke the world airspeed record in a Rolls-Royce R-powered Supermarine S.6B, serial S1595, reaching an average speed of 407.5 mph (655.67 km/h). It had been intended to also use the identical sister aircraft, S1596, for the attempt but Stainforth had capsized it on 16 September whilst testing a propeller.
 * Supermarine S.6
 * Supermarine S.6B

Land speed record
Sir Malcolm Campbell, and later his son Donald, used R engines from 1931 to 1951. At Sir Malcolm's knighthood ceremony in February 1931, King George V expressed great interest in the R and asked many questions about its fuel consumption and performance.
 * Campbell-Railton Blue Bird

In 1932, Campbell stated that he "... was fortunate in procuring a special R.R. Schneider Trophy engine" for his land speed record car to replace its Napier Lion. Lent to him by Rolls-Royce, this engine was either R25 or R31. By February 1933 the car, named Blue Bird had been rebuilt to accommodate the larger engine and was running at Daytona.

In late 1933 Campbell bought engine R37 from Rolls-Royce; and had also been lent R17 and R19 by Lord Wakefield, and R39 by Rolls-Royce. He then lent R17 to George Eyston. Once he had achieved the 300 mi/h record on 3 September 1935 at the Bonneville Speedway, Campbell retired from further land speed endeavours.

Lord Wakefield arranged for a replica of the Rolls-Royce R to be exhibited at the 1933 Motor Show, held at Olympia, London. A press report from the event provides an insight into the public perception of the engine:

"Of the size only of an office desk ... this 12-cylinder supercharged racing engine is more powerful than an express locomotive. Its design is stated to be so valuable that it is still on the Government's secret list."

- Press report

Blue Bird is now on display at the Daytona International Speedway. During the mid-1930s, George Eyston set many speed records with his Speed of the Wind car, powered by an unsupercharged Rolls-Royce Kestrel. In 1937 he built a massive new car, Thunderbolt, powered by two R engines to attempt the absolute land speed record. At first Eyston experienced clutch failure due to the combined power of the engines. Nevertheless, he took the record in November 1937, reaching 312 mph (502 km/h), and in 1938 when Thunderbolt reached 357.5 mph (575 km/h). When first built at Bean Industries in Tipton, the nearside engine fitted to Thunderbolt was R27 which had powered S1595 when it set the air speed record in 1931. The other was R25, used by the same aircraft to win the Schneider Trophy two weeks earlier. Eyston had also borrowed R17 from Sir Malcolm Campbell and, with the continuing support that Rolls-Royce extended to both Campbell and Eyston, he also had the option of using R39.
 * Thunderbolt

Water speed record
Two R engines, R17 and R19, were built for Sir Henry Segrave's twin-engined water speed record boat Miss England II, this craft being ready for trials on Windermere by June 1930. On Friday 13 June, Segrave was fatally injured and a Rolls-Royce technical advisor, Victor Halliwell, was killed when Miss England II capsized at high speed after possibly hitting a log. Shortly before his death Segrave learnt that he had set a new water speed record of just under 100 mph (160 km/h). On 18 July 1932, Kaye Don set a new world water speed record of 119.81 mph on Loch Lomond in a new boat, Miss England III, which also used engines R17 and R19.
 * Miss England II and III

In late 1935, Sir Malcolm Campbell decided to challenge the water speed record. At that point he had two Napier Lions and one Rolls-Royce R engine, R37 at his disposal, and it was decided to install the R engine in Blue Bird K3. During trials on Loch Lomond in June 1937 the engine was "slightly damaged ... because of trouble with the circulating water system". In August 1937 Blue Bird K3 was taken to Lake Maggiore in Italy where "the modified [circulation] system worked perfectly with a second engine", R39.
 * Blue Bird K3

R39 was again used in 1939 in Blue Bird K4. In 1947 Campbell unsuccessfully converted K4 to jet power using a de Havilland Goblin engine. After Campbell's death from natural causes in 1948, Donald Campbell bought K4 for a nominal sum as well as the 1935 record car when his father's effects were auctioned. He also purchased R37 back from a car dealer and reinstalled it in K4. Attempts on the record were made in 1949, and again in 1951 when R37 was "damaged beyond any immediate repair" by overheating. Another attempt was made later in the year using R39, but K4 suffered a structural failure and sank in Coniston Water. It was recovered and broken up on the shore.
 * Blue Bird K4 and the work of Leo Villa

The care and maintenance of the Campbell's R engines was entrusted to Leo Villa, a Cockney born to a Swiss father, who was described as "the man behind the Campbells" and a central figure who "fitted the first nut to the first bolt". Villa learnt his trade of "aircraft mechanic" in the Royal Flying Corps; his first job was fitting Beardmore 160 hp engines to airframes. After World War I he worked for a motor racing company and participated as co-driver and mechanic in several races.

Villa was first employed by Malcolm Campbell in 1922, and continued in the service of Donald Campbell until 1967, when Campbell was killed during a record attempt on Coniston Water. He was the chief caretaker of their R engines until the last R-powered record attempt in 1951, after which his responsibilities centred on Campbell's jet engines. Villa's many responsibilities included installing and removing the engines, repairing and tuning them, and operating the compressed air and magneto for starting them. During the World War II years, he was responsible for the upkeep of Blue Bird K4 and the spare R engines, but unknown to him they had been sold along with K3. Villa eventually took the three R engines to Thomson & Taylor at Brooklands for long-term storage.

His relationship with Malcolm Campbell was strained at times: Campbell, with no engineering background, would often question Villa's intimate knowledge of the R engine, but his relations with Donald Campbell were much better, as they were of a similar age. At Lake Garda in 1951 Villa noted the willingness of "Don" to help with engineering tasks, and the difficulties of working on the R engine:

"I was in the workshop stitching the old R37 back together and had the long job of lapping in all 48 valves. It was a terrible job because the engine was two monoblocs, which meant that you couldn't just lift off the heads, you had to lift what amounted to two separate engines and even then getting the valves in was no easy task. But old Don just rolled up his sleeves and mucked in."

- Leo Villa

World speed record summary

Note:
 * Air speed record
 * Supermarine S.6: 8 September 1929 – 355.8 mph (572.6 km/h)
 * Supermarine S.6B: 29 September 1931 – 407.5 mph (656 km/h)

 * Land speed record
 * Blue Bird: 3 September 1935 – 301 mph (484 km/h)
 * Thunderbolt: 16 September 1938 – 357.5 mph (575 km/h)

 * Water speed record
 * Miss England II: 9 July 1931 – 110.28 mph (177.48 km/h)
 * Miss England III: 18 July 1932 – 119.81 mph (192.82 km/h)
 * Blue Bird K3: 17 August 1938 – 130.91 mph (210.67 km/h)
 * Blue Bird K4: 19 August 1939 – 141.74 mph (228.11 km/h)

Production summary
Nineteen R engines were produced at Derby between 1929 and 1931, all given odd serial numbers. This was a Rolls-Royce convention when the propeller rotated anticlockwise when viewed from the front, but an exception was made for R17, the sole clockwise-rotation R engine. There is some confusion as to whether 19 or 20 R engines were produced. In his notes Leo Villa refers to an R18 engine, but according to Holter this may have been R17 converted to clockwise rotation at the request of Malcolm Campbell rather than an additional example. There was no R13 as Rolls-Royce never used the number 13 in any of their designations. A summary production list is given below:

 * 1929 Development engines
 * R1, R3 and R5

 * 1929 Schneider Trophy engines
 * R7, R9 and R15

 * 1930 Development engine
 * R11

 * 1930 Wakefield order for Miss England II
 * R17 and R19

 * 1931 Schneider Trophy engines
 * R21, R23, R25, R27, R29 and R31

 * 1931 Development/factory spare engines
 * R33, R35, R37 and R39

Applications

 * Aircraft
 * Supermarine S.6
 * Supermarine S.6A
 * Supermarine S.6B
 * Cars
 * Campbell-Railton Blue Bird
 * Thunderbolt
 * Boats
 * Blue Bird K3
 * Blue Bird K4
 * Miss England II
 * Miss England III

Engines on display
The Royal Air Force Museum London at Hendon has a Rolls-Royce R on display (museum number 65E1139) that came to the museum in November 1965 from RAF Cranwell. According to the museum's records, before that it was with George Eyston as one of Thunderbolt's record engines. Its data plate states that it is R25 under Air Ministry contract number A106961 which makes it the second 1931 race engine delivered to RAF Calshot. The London Science Museum has an R engine on display which is catalogued as a stand-alone item, inventory number 1948-310. This is R27, the second sprint engine prepared for the successful air speed record attempt, and later used in Thunderbolt. The Science Museum also has S.6B, S1595, (winner of the 1931 race and the final air speed record aircraft) on display. The Filching Manor Motor Museum has R37 which is destined to be fitted in its restoration of the Blue Bird K3 water speed record boat.
 * R25
 * R27
 * R37

These three engines are the only ones listed by the British Aircraft Preservation Council/Rolls-Royce Heritage Trust. The Solent Sky museum's S.6A, N248, (a competing aircraft in the 1929 race as an S.6, and stand-by for the 1931 race, modified as an S.6A) does not contain an R engine.

title: Rolls-Royce R


text: User talk:220.227.207.12

title: User talk:220.227.207.12


text:
Talk:Falls of Clyde (ship)

Only surviving ship claim
I have just visited the Pommern, an iron hulled four masted barque, now a floating museum in Mariehamn harbour, Finnish Aaland Islands. I therefore dispute the claim that Falls of Clyde is the only surviving four-masted sailing ship in the world. There are probably more.... -- User:80.223.251.134 14:35, 26 Aug 2005

 * That depends on which definition of the word ship you use. The original meaning, and probably most appropriate when talking about a vessel of the Falls of Clydes age, is a sailing vessel which sets square sails on all its masts. By that definition, a barque, which sets fore and aft sails on its aftermost mast, is not' a ship. Of course by the modern definition, it is. See the article ship rig. -- Chris j wood 18:06, 26 August 2005 (UTC)

 * There never were many (fully rigged) ships with more than three masts. The big ships were a response to competition from steamers. At the same time, or slightly later, the big barques were a response to the same competition. The ships sought economy of scale while the barques sought the same plus the ability to sail with relatively small crews. In the short term, the winners were the barques. In the long term motor ships overtook them all, including the steamers.
 * This said, it may be suspected that the big German ships were not built for economy so much as for prestige and perhaps to train a naval reserve. It is less surprising then, to find that a ship from the same source as the Pommern and the Pamir, the Preussen, was a five-masted ship. See Preussen (Schiff). (RJP 22:37, 26 August 2005 (UTC))
 * "Prestige"? German bash much? The Preussen, as with all Flying P-liners, was/were EXCLUSIVLY made for EFFICIENY, not flaunting. 93.227.203.196 (talk) 19:22, 14 September 2023 (UTC)
 * For details of another of these Flying P ships (in English) see this history of the Padua (a four-masted barque). (RJP 08:54, 27 August 2005 (UTC))

According to and  she was originally a full rigged ship (i.e. square-rigged on all masts), rerigged as a barque in the early 20th century (i.e. square rigged on the first two or three masts and fore-and-aft rigged on the others), and restored as a full rigged ship. So the distinction is perhaps a bit too pedantic. Gdr 17:49, 2 October 2005 (UTC)

"Set" or "sea"?
The last word of the first line of verse is presently set, but I can't make sense of "sailing across the set." Sea would make more sense, and would also fit in with the A,A,B,B,C,C,... pattern of rhymes, which set does not. Does anyone know if this could be a typo? --Badger151 03:27, 6 August 2006 (UTC)

Iron-hulled ships
Hello All --

I worked for almost twenty years as a volunteer on the ship Wavertree, a three-masted, full-rigged, iron-hulled ship, moored at South Street Seaport Museum in downtown Manhattan. She's still there, floating away. As a matter of fact, when I first looked at the Falls of CLyde picture, I thought I was looking at the Wavertree. Same paint scheme, same lines (at least as far as I can tell from the photo). Built in 1885 in Wavertree by Leland and Co. Many of us older volunteers are certainly still among the living, and many more newer volunteers are working there right now. In fact, my wife is the Volunteer Coordinator for the Museum.

-- Victor Stanwick —Preceding unsigned comment added by 72.227.232.202 (talk) 18:58, 12 August 2008 (UTC)

Restaurant?
Could someone pls flesh out which years it was open to the public, and in what form during various stages? We used to go there around 90 or 91, and it was a restaurant/bar! I don't recall even feeling like it was a "museum" of any sort -- just a restaurant/bar aboard a tied-up ship!

When did that end?

66.3.106.10 (talk) 06:19, 18 December 2010 (UTC)

Accusations against Bishop Museum
Violation of NPOV and undue weight; Jeanie Ainlay is not notable enough for the lead section of this article. You are welcome to represent this manufactured controversy any way you like, but you need to be neutral. Viriditas (talk) 12:26, 20 October 2008 (UTC)

 * Sorry if my edit, done quickly, offends you. Please consider it like a placeholder which I put it in quickly mainly to capture the current, very relevant news article, which has other info to develop this wikipedia article.  I agree the treatment should be refined to avoid appearance of POV and undue weight, although the controversy is documented and highly relevant, and I believe it should be mentioned in this article.  Let's fix it. doncram (talk) 16:28, 20 October 2008 (UTC)

recent edits
Hey, recent edits seemed to improve the wording of the article, but raise a concern or two for me also.

The edits changed the intro from "Falls of Clyde is one of the few surviving iron-hulled, four-masted full rigged ship, and the only surviving sail-driven oil tanker in the world." to say that is it is the only surviving one of the first type. That reads better of course, but it is an unsourced new claim, which i presume is FALSE! (By the way, i believe that previous versions of the article had "full rigged ships" with a plural "S". The copy does need improvement.)

Also, lesser issue: now there's a run-on sentence later starting in 1989 and ending years later, about NRHP and NHL designations.

I don't want to just revert the article back, so could the new editor, and/or someone else, please take a look at these? doncram (talk) 06:23, 22 March 2009 (UTC)

 * User:Wikiuser100 is continuing. I disagree with his/her deleting a references section mention of an interview, with edit summary suggesting something about primary research.  If it was the source of info in the article, then it should stay in.  It doesn't help to pretend that it is not the source of some info, although you might not like use of primary sources, and certainly more specific sourcing in the article would be nice.  Also Primary sources can be used, with care, by wikipedia policy.  I don't believe Wikiuser is familiar with the sources in the article, even the available on-line ones; the edits look to me like improvements based on making interpretations of the wikipedia article alone.  I tend to think all Wikiuser edits here will have to be deleted, will invite to discuss here. doncram (talk) 06:49, 22 March 2009 (UTC)

 * You wrote: "...the edits look to me like improvements based on making interpretations of the wikipedia article alone. I tend to think all Wikiuser edits here will have to be deleted." These statements are contradictory. Please clarify. Wikiuser100 (talk) 12:57, 22 March 2009 (UTC)

 * To clarify: it looked to me that WikiUser100's recent edits appeared to be copyedits only, based only on the material in the article.  Many of the copyedits indeed helped with sentence flow and organization, etc.  However, in at least two cases I identified quickly, the copyedits reflect interpretations that are not justified (1. that the ship is the only one of the 4 masted whatever type, and 2. that all the material in the article is supported by references left in the article and none of the material is based upon an interview that was removed by the copyediting.  It is not even known if the interview mentioned is something reported in one of the printed references in the article, another possibility).  That is 2 strikes already.  My not-well-studied view, is that given at least these two mistakes it is easier to revert to the last version before WikiUser100 started editing, and start over.  Certainly that would be easy to do but would also be harsh upon WikiUser100's contributions.  Perhaps it could be managed approximately that way, but then with an effort to reintroduce the good changes that an editor knows are supported by references the editor has read and has at hand.  However, honestly i am not willing to do that myself for this article, hence my attraction to the easy alternative.  I'll offer freely that I am not local to Hawaii and not intensely interested here.  Perhaps I'll raise a note over at WikiProject Hawaii requesting some attention to sort this out better;  would that be helpful?  Actually i thot there were more people watching this article. doncram (talk) 19:46, 22 March 2009 (UTC)

You want to talk surgical alteration of my edits, fine. A categoric revert of all five edits is unwarranted, vast overkill, and simply out of the question. I appreciate your thoughtfulness in the matter. If you are up to a surgical amendment to address your concerns, fine, I'll check back. Perhaps the coming weekend I will have time to give them some attention myself. Do nothing precipitous in the meanwhile. Cheers. Wikiuser100 (talk) 22:34, 24 March 2009 (UTC)

Scuttled
Word has it that the Falls of Clyde has been scuttled out at sea. Can anyone confirm? —Preceding unsigned comment added by 66.165.46.26 (talk) 20:14, 3 February 2011 (UTC)

Breakwater
IP Editor 96.49.3.32 added this text to the last paragraph of §History. Doesn't belong there so I've moved it here.

 * [This does not make sense as there is and was no breakwater in Vancouver. The writer was likely thinking of Royston on Vancouver Island where there is a breakwater of old ships.]

—Trappist the monk (talk) 11:45, 1 November 2012 (UTC)

Appearance in Magnum PI
During the second season of Magnum PI, in an episode titled Memories are Forever Part II, a scene takes place on the Falls of Clyde. For a brief moment a brass plate can be seen with the words "Built by Russell & Co. "Falls of Clyde" Port Glasgow Scotland." The show originally aired November 5, 1981. — Preceding unsigned comment added by Itocalc (talk • contribs) 19:40, 21 December 2013 (UTC)

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title: Talk:Falls of Clyde (ship)


text:
Talk:Silent Steel

Untitled
by wich company it was distributed? — Preceding unsigned comment added by Melaen (talk • contribs) 14:36, 26 August 2005 (UTC)

 * Tsunami. It was originally a 4-CD affair, but was later re-released on DVD. http://www.amazon.com/gp/product/6305473307/ref=ase_homeoftheunde-20/002-9443709-1593661?s=dvd&v=glance&n=130&tagActionCode=homeoftheunde-20

 * I might take a crack at improving this article at some point. Silent Steel (the 4-CD version) came bundled with my old IBM Aptiva and I remember it well. 68.9.205.10 21:19, 30 March 2006 (UTC)

woa, I was never able to win that game... even with the few walkthroughs available on the net... perhaps my version (german, 4cd) is broken... sometimes I think what there may be a misleading link somewhere.. anyone got intel on that? --xxxxxx 11:34, 7 July 2006 (UTC)
 * I was able to complete the game after having applied the german patch (which may very well be a conincidence) xxxxxx 15:57, 1 January 2007 (UTC)

title: Talk:Silent Steel


text:
Talk:Yreka, California

Untitled
On 8/26/2005 I added a bit about goldmining in Yreka. (I used to live there). I'm new to this, so hopefully everything ok. Also added a link to their chamber commerce. Debated, and decided not to link to the local newspaper. Figured that could have it's own page someday? /Thaadd

Pronunciation
Can anyone confirm the local pronunciation of the town name. I heard it was "why-ree-ka". Astronaut 14:36, 12 July 2006 (UTC)

 * "Wy-ree'-ka" - no initial "h" sound. The initial sound is pronounced like the letter "Y" in the alphabet, not like the word "why"  Emphasis on the middle sylable. NorCalHistory 17:21, 12 July 2006 (UTC)

 * I can confirm this, natives who I spoke to pronounced it this way. Dcoetzee 07:29, 4 June 2007 (UTC)

mark twain citation
Mark Twain tells it much better than I do. I will replace my feeble description with a quote. --VKokielov 15:45, 1 June 2007 (UTC)

RE: REMOVAL of "For other uses, see Eureka, California" header that was placed in lead of article
Yreka is not another use of the word Eureka and Eureka is not another use of the word Yreka. Granted there may be some confusion, including the fact that the entire time JC Penney had stores in both locations, they routinely messed up orders bound for one city or the other. However, they are not the same word and the use of a header at this level of an article is especially obvious as the error in this usage of "For other uses, see..." To clarify further, there is no use of Eureka that is Yreka and no use of Yreka that is Eureka, period. The error in speaking or reading the word or name is not worthy of placement at the beginning of the article, even if the reference was more correctly stated. Norcalal 08:45, 6 September 2007 (UTC)

Dear anon editor in Chico, California
Dear anon editor - first, welcome to Wikipedia! If you like it here, and would like to become a regular editor (and please, all points of view are welcome!), perhaps you would like to adopt a Wikipedia name - that's pretty easy process, and makes conversation about this types of things a bit easier.

At the risk of maybe explaining something you feel you already know, the standard that we normally adopt here is that if you feel that an entry is not up to your writing standards, you are encouraged to upgrade the writing style and grammar so that it is to your taste and liking. We're all used to that and encourage it! However, I hope you won't mind my saying so, it's not really expected that you will simply delete an entry because you don't like the grammar or writing style! May I ask that you not delete the entry again? Please due fix whatever writing style and grammactical flaws that you see!

Second, if you feel that some part of an entry has insufficient citation, there is a "citation needed" system or "tag" that we typically follow, out of courtesy. That tag allows the original editor to provide back-up information. Finally, if you don't like the citation that is given, again, we welcome your looking for a better citation! Alternatively, I suppose, you could look for counter-citations to disprove the point asserted.

I would urge you to set out here your concerns, which I will cheerfully collaborate with you regarding before I return the material to the article. Of course, if you chose not to respond, I will return the material as well.

Additional thought-perhaps this will help you. If you go, for example, to the San Francisco article, you will find this in the intro section:

 * "San Francisco is a popular international tourist destination renowned for its steep rolling hills, an eclectic mix of Victorian and modern architecture, and famous landmarks, including the Golden Gate Bridge, Alcatraz Island, the cable cars, Coit Tower, and Chinatown."

You will also find in that article quite extensive and detailed descriptions of places and things to do that a visitor would find of interest.

If you look around Wikipedia, I think that you will find that a section describing local landmarks and activities is a standard part of city articles. Although you may not recognize this, the San Francisco article is a "Featured article" - that is, one that meets Wikipedia's highest standards. Again, I hope that this helps! :So, once again, welcome to Wikipedia, and in my years here, it has been a grand time! Good editing! NorCalHistory (talk) 13:37, 21 February 2008 (UTC)

You might also take a look at Chicago, Sacramento, Fresno, Redding, as well as your home town of Chico, California, and literally hundreds of other city articles for similar sections.NorCalHistory (talk) 16:26, 21 February 2008 (UTC)

Yreka Bakery
I will search for a source, citation, or better yet a dated photo, but in March 1993 I visited a bakery in Yreka whose sign read "Yreka Bakery". Rainbow-five (talk) 16:25, 12 March 2009 (UTC)
 * Which, in fact, is a palindrome. :)  Little  Mountain  5   14:37, 16 June 2009 (UTC)

I lived in Yreka until 2004. There was a functional business called the Yreka Bakery (though not in the original building) until the late 1990's, if not until 2000-2002. I cannot remember exactly when it closed but it was closed a couple years before I moved. I changed the entry, though I too do not have a source or citation other than my own (sketchy) memory. I hope that is acceptable! (NorCalGirl (talk) 23:52, 4 February 2010 (UTC))

I lived in Yreka between 1946 and 1956 when I graduated from YHS, but I visited family there until the late seventies. The Yreka Bakery was a business on the north side of Miner Street, between Third Street and N. Oregon Street, the entire time I lived there. It was run by an elderly baker with the first name of "Martin". The counter clerk was my maternal grandmother, Alta Hudson, so I was in there a lot. I do think it was open long before 1946. The best source would be the Siskiyou County Historical Society. The Yreka Bakery was featured as a palindrome in a "Believe It Or Not by Ripley" cartoon. A common belief was that there was a banner across a road (perhaps Miner Street, leading up to the gold fields) advertising "BAKERY" but the "B" was lost. Reading from the backside, "YREKA". I may do some verification on my own with the goal of editing the entry. Bonemike39 (talk) 23:29, 28 March 2010 (UTC)

At that time, because there was another town called Shasta in the region, Shasta Butte City changed names again, this time choosing the local Indian word for Mt. Shasta—Yreka. — Preceding unsigned comment added by 74.104.159.45 (talk) 14:39, 15 April 2012 (UTC)

Weather data is off...
The climate data in this article is rather inaccurate and apparently not derived from weatherbase.com as indicated by the reference. The weatherbase.com data is shown here:

http://www.weatherbase.com/weather/weatherall.php3?s=668940&refer=&units=us

This doesn't match what is in the article, and furthermore does not include the record highs & lows indicated. Another, and probably preferable as the origin of the data is clearer, source is NOAA's Western Regional Climate Center:

http://www.wrcc.dri.edu/cgi-bin/cliMAIN.pl?cayrek+nca

This also, however, does not have monthly extremes. I'd fix the page using the WRCC data except that I have a suspicion that figuring out how to reformat the table to omit monthly extremes (for which I do not have a convenient source) would make my head hurt. Anyways, as it stands now the table contains erroneous numbers with no clear source. For the moment I'll just put in a marker in the page itself indicating this...

Paalexan (talk) 11:15, 7 January 2011 (UTC)

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Plagiarism or not?
The entire first section under History (i.e. up to the section Lynchings) is almost entirely word-for-word identical to the first two paragraphs on the Yreka website under History (http://ci.yreka.ca.us/visitors/history).

"Almost", because where this article refers to "Rocky Gulch", the town web page refers to "Black Gulch". Both are valid names for gulches in the area and either of them could be the one described. It's not clear whether WP is a copy of Yreka's own page, or vice versa.

Additionally, most of the sources given in this part of the article seem to be broken. Twistlethrop (talk) 18:56, 29 July 2018 (UTC)

Erik Pianca
The source for Erik Pianca might be seen as unreliable due to it being a personal blog and how it seems to be more telling a story than describing the events. I do not have the necessary skills to add a new source, but I found an obituary for Erik Pianca that corroborates the story of the bazooka related injuries, I cannot find the afformentioned obituary, if someone is willing to find and add that source that would be much appreciated. I completely understand if no one wants to nor cares enough to do extra work that is unnecessary. 139.60.30.23 (talk) 18:33, 25 October 2023 (UTC)

title: Talk:Yreka, California


text:
Talk:Windlesham

Untitled
Does any have access to any old photographs of the old centre of Windlesham Village? I've been searching for hours via Google for my wedding website. - 26 aug 2005 IP address

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title: Talk:Windlesham


text:
Wikipedia:Articles for deletion/His Essence

 This page is an archive of the proposed deletion of the article below. Further comments should be made on the appropriate discussion page (such as the article's talk page or on a Votes for Undeletion nomination). No further edits should be made to this page.

The result of the debate was delete. Woohookitty 08:20, 3 September 2005 (UTC)

His Essence
Article about non-notable item; essentially an advertisement. —Preost talk  contribs  14:37, August 26, 2005 (UTC)
 * Delete - advert --Cje 14:50, 26 August 2005 (UTC)
 * Delete. Badvertisement. Alf 17:08, 26 August 2005 (UTC)
 * Delete. Advertisement. *drew 01:00, 28 August 2005 (UTC)
 * The above discussion is preserved as an archive of the debate. Please do not modify it. Subsequent comments should be made on the appropriate discussion page (such as the article's talk page or in an undeletion request). No further edits should be made to this page.


text:
Talk:Mr Sheen

DUUU?

 * who also once got a DUUU.

What is a DUUU? (Obscure acronyms should be avoided in Wikipedia articles.) -- B.D.Mills  (T, C) 06:43, 11 October 2007 (UTC)

title: Talk:Mr Sheen


text:
File:Cape Verdean Blues.jpg

Summary
Cover artwork for Horace Silver's The Cape Verdean Blues LP.

title: File:Cape Verdean Blues.jpg


text:
Johann Joseph Gassner

Johann Joseph Gassner (22 August 1727 in Braz, near Bludenz, Vorarlberg – 1779 Pondorf, now part of Winklarn, Bavaria) was a noted exorcist.

While a Catholic priest at Klösterle he gained a wide celebrity by professing to "cast out devils" and to work cures on the sick by means simply of prayer; he was attacked as an impostor, but the bishop of Regensburg, who believed in his honesty, bestowed upon him the cure of Pondorf.

Gassner's methods have been linked to a special form of hypnotic training. He has been described as a predecessor of modern hypnosis. Henri Ellenberger, in his "Discovery of the Unconscious", placed the dispute between Gassner and Franz Anton Mesmer at the center of modern psychotherapy.

title: Johann Joseph Gassner


text:
Taher Saifuddin

Taher Saifuddin (4 August 1888 – 12 November 1965), also known as Tahir Sayf al-Din, was the 51st and longest serving Da'i al-Mutlaq of the Dawoodi Bohras. Saifuddin adapted the modernisation in Western and European ideas, and established its benefits for the Bohras, whilst still steeped in the traditions and the culture of the community's Fatimid heritage. Saifuddin laid substantial groundwork in terms of philanthropy, education, entrepreneurship, social outreach, political outreach, and community upliftment upon which his successors, Mohammed Burhanuddin and Mufaddal Saifuddin, continued to build, resulting in an unprecedented era of prosperity among the Dawoodi Bohras.

Early life
Taher Saifuddin was born to Mohammed Burhanuddin I and Amatullah Aaisaheba on 4 August 1888 in Surat, British India (present day the state of Gujarat).

Da'i al-Mutlaq

Saifuddin became the 51st al-Dāʿī al-Mutlaq in the year 1915 at the age of 28.

During his reign, he rebuilt and repaired many monuments of the Fatimid Imams, al-Dāʿī al-Mutlaq, and other structures, and artifacts.

Education
Saifuddin was instrumental in setting up over 350 co-ed institutes, some of which bear his name, including but not limited to: Aljamea-tus-Saifiyah in Surat, Saifee Hall in Calcutta, Saifiyah Girls School in Karachi, Saifi High in Mumbai, Saifee Nursery at Saifee Mahal in Mumbai, Saifee Eide Zahabi College in Karachi, Saifee Golden Jubilee Quaderia College in Burhanpur, Saifee Jubilee Arts and Commerce College in Sidhpur. Mohammed Burhanuddin later organized the schools under the banner of MSB Educational Institute (also known as Al Madrasa Tus Saifiya Tul Burhaniyah ), which are affiliated with Indian Certificate of Secondary Education and, as of 2011, has branches in 22 cities across India, Pakistan, East Africa, and the Middle East. Burhanuddin organized the numerous religious schools world-wide known as Madrasas under the purview of the department of Attalim.

Saifuddin was appointed the Chancellor of Aligarh Muslim University for four consecutive terms, starting in 1953. Under Saifuddin's chancellorship, Jawaharlal Nehru, first Prime Minister of India, laid the foundation of Asia's largest library, the Maulana Azad Library, at AMU.

Aljamea-tus-Saifiyah
Saifuddin from his own personal wealth renovated Dars-e Saifee, an institution of Islamic studies, founded by his predecessor Abdeali Saifuddin c. 1810 in Surat, transformed it in to a university by introducing secular courses and establishing affiliations with international educational bodies, and consequently renamed it Aljamea-tus-Saifiyah (lit. 'The Saifiyah University').

Keeping in line with tradition of his predecessor, Ismail Badr al-Din I, the talabat al-ilm (lit. 'seekers of knowledge') of the institution were provided with lodging and meals at full cost to the office of Dai al-Mutlaq. To further inclusion and expansion, Saifuddin admitted to Aljamea its first female students. As is tradition, in his capacity as Dai al-Mutlaq, Saifuddin personally taught select classes at the newly renovated Academy. Saifuddin brought about a structural and functional change at Aljamea: He personally oversaw the standardization of the syllabus of each class and wrote numerous memoranda and treatises which were instilled into the curriculum. To this day, the treatises written by Saifuddin and his successors, Mohammed Burhanuddin and Mufaddal Saifuddin, are taught through the year and are central subjects of al-Imtihan al-Sanawi (lit. 'the annual exams'), among other religious and secular subjects.

After succeeding his father, Burhanuddin significantly expanded the reach of Aljamea: He added Mahad al-Zahra, an institute of Quranic studies c. 1976, re-renovated the Surat campus c. 1983, established campuses at Karachi c. 1983, Nairobi c. 2011, and Mumbai c. 2013. Aljamea and its graduates have since become integral to spiritual and temporal aspects of the Dawoodi Bohra community.

Community service
Saifuddin founded Bunaiyat-tul-Eidiz-Zahabi, a volunteer-run organisation of Dawoodi Bohra Women, in the 1950s which set a precedent that led to formation of Burhani Womens Association by his son Burhanuddin; Happy Threads and Supermums by Mufaddal Saifuddin's daughter Umme Haani in 2010s, and The Radiant Arts by Mufaddal Saifuddin's daughter-in-law Zaenab Imaduddin.

In a similar vein, Saifuddin established an organisation of Dawoodi Bohra men, Shabab ul-Eid iz-Zahabi, during the Golden Jubilee celebrations of his 50 years in the office of Dai al-Mutlaq, exclusively for community service. Mohammed Burhanuddin would later found the Burhani Guards (for crowd-control at miqaats lit. 'religious events'), Tolaba ul-Kulliyat il-Mumenoon (of college and school students),  Burhani Medical Idara (of medical professionals), Saifee Ambulance in India, and Burhani Ambulance in Pakistan (of paramedics and first responders). Mufaddal Saifuddin, on his first visit to North America, established Saifee Burhani Medical Association (America), on 14 March 2015.

Rasm-e Saifee
To subsidize costs and facilitate marriages among the close knit Dawoodi Bohra, Saifuddin initiated Rasm-e Saifee (lit. 'The tradition of Saifee') in Jamnagar c. 1952 and later institutionalised it c. 1963. Rasm-e Saifee is a singular occasion when multiple Nikah are solemnized at the hands of the Da'i al-Mutlaq and his representatives. Burhanuddin further organized it under International Taiyseer al-Nikah Committee (ITNC) (lit. 'International Committee for Marriage Facilitation'), which organizes Rasm-e Saifee throughout the year at various miqaats (lit. '(religious) gatherings'). Burhanuddin's successor, Mufaddal Saifuddin, continues to uphold the tradition.

Contributions to Islamic Institutions
Saifuddin contributed vast sums of money towards the refurbishment of mosques and shrines. He along with the Nizam of Hyderabad were among the few Indian Muslims to contribute towards the renovation of Al Aqsa Mosque in Jerusalem:

 * Sultan Taher Saif al-Din is said to have come from India with one hundred and fifty of his followers...At the Jerusalem station he was welcomed by the Mufti and other Sheikhs of the Supreme Moslem Council and a number of Arab notables including Ragheb Bey Nashashibi. A troop of Arab boy scouts paraded in his honour and there were two bands from Moslem institutions...The sultan was reputed to be a man of great wealth who had made substantial contributions to the religious and political funds of the Arabs of this country.

Saifuddin also gifted the internal curtains which were kept in the Kaaba for decades to King Abdul Aziz of Saudi Arabia in 1354AH, with whom he kept warm relations.

Saifuddin constructed Ghurrat-ul Masajid (lit. 'Pride of Mosques'), also known as Saifee Masjid, in Mumbai, Al-Mahal al-Saifee (lit. 'Saifee Palace') for pilgrims in Mecca, the zarih of Ali Ibn Abi Talib in Najaf and Husayn ibn Ali in Karbala and Cairo, the mausoleum of Qutub Khan Qutub al-Din and Fakhr al-Din Shaheed. He also made and donated the kiswah for the Masjid al-Haram.

Family

Saifuddin married Husaina Aaisaheba, who was also from the family of the Du'at Mutlaqeen. After her death, he then married Vazira Aaisaheba, Fatima Aaisaheba, and Amina Aaisaheba.

Saifuddin had 12 sons and 8 daughters: His sons were Mohammed Burhanuddin, Husain Husamuddin, Abdut Taiyeb Zakiyuddin, Yusuf Najmuddin, Ismail Shehabuddin, Hatim Hamiduddin, Qasim Hakimuddin, Aliasgar Kalimuddin, Shabbir Nooruddin, Abbas Fakhruddin, Mohammed al-Baqir Jamaluddin, and Khuzaima Qutbuddin. His daughters were Asma, Maryam, Khadijah, Zahra, Shireen, Banu, Fatema, and Zainab.

Saifuddin descends from the family of the early leaders of the Fatimid mission in India, Fakhr al-Din and Abd al-Qadir Hakim al-Din.

Rasāʾil Ramaḍāniyya (Epistles)
Saifuddin's Risalah (lit. 'epistle') are peculiarly titled gematrically equivalent to the Hijri year of its publication.

Recognition
Saifuddin was conferred Doctor of Theology by Aligarh Muslim University on 15 April 1946, and later c. 1953 accepted the chancellorship for which he was elected to for four consecutive terms.

Saifuddin was among the first to be conferred Doctor of Laws by Karachi University c. 1955.

Saifuddin was voted among 100 Greatest Indian Muslims of the Twentieth Century in an opinion poll run by Milli Gazette.

Death

Saifuddin died on 12 November 1965 (19 Rajab al-Asab 1385H) at Matheran, a hill-station in Maharashtra, India. He is buried at Raudat Tahera, a mausoleum opposite Ghurrat-ul Masajid in South Bombay, constructed by his successor, Mohammed Burhanuddin.

The Dandi Memorial
Saifuddin donated his home Saifee Villa in Dandi, Navsari where Gandhi stayed for ten days during his historic march from Sabarmati Ashram against the English Salt Laws, to Nehru in 1961. It was later converted into a National Museum. Present day, it lies adjacent to the 15-acre National Salt Satyagraha Memorial which was inaugurated by Narendra Modi in 2019.

Aligarh Muslim University
The Syedna Taher Saifuddin School at Aligarh Muslim University (AMU) is named after him in his honour. Saifuddin was the longest serving chancellor at AMU at 12 years, and was a patron of the Ali Society at AMU.

Hospitals
Saifee Hospital in Mumbai, inaugurated by Prime Minister Manmohan Singh in 2005, was dedicated to Saifuddin by his successor, Mohammed Burhanuddin, who built the hospital in social service. Saifee Hospital was one of the first responders to 2008 Mumbai Terror Attacks. Another hospital of the same name was built by Mohammed Burhanuddin in Karachi and dedicated to his father.

Housing
In 2009 Mohammed Burhanuddin founded Saifee Burhani Upliftment Trust (SBUT), a large-scale cluster redevelopment project in Bhendi Bazaar and dedicated it to his father, Saifuddin. The Government of Maharashtra plans to develop Kamathipura, one of the oldest neighborhoods of South Mumbai, after the cluster redevelopment model pioneered by SBUT.

Remembrance
Saifuddin's urs (lit. 'death anniversary') is commemorated annually by the Dai al-Mutlaq at Saifee Masjid, South Bombay. Aljamea-tus-Saifiyah's annual examinations, Imtihan al-Sanawi, commence after the Dai al-Mutlaq delivers the Zikra sermons in remembrance of Saifuddin.

Memorials
Shortly after Saifuddin's demise, on 18 March 1966 Mohammed Burhanuddin established His Holiness Dr. Syedna Taher Saifuddin Memorial Trust for educational and medicinal financial aid for institutions and individuals.

In memory of his father Burhanuddin set up Matheran Memorial Hall, a museum and lodging facility in the hill station of Matheran, where Saifuddin died.

title: Taher Saifuddin


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David Effron

David Effron is an American conductor and educator. After earning a Bachelor of Music degree in piano from the University of Michigan and a Master of Music degree in piano from Indiana University, he worked as an assistant to Wolfgang Sawallisch at the Cologne Opera. Upon returning to the United States he served as a member of the conducting staff at the New York City Opera for eighteen years. He served as head of the Merola Program in San Francisco and artistic director of the Central City Opera in Colorado.

Effron taught at the Curtis Institute of Music from 1970 until 1977 and was head of the orchestra program at the Eastman School of Music from 1977 until 1998. He also served as the music director and conductor of the Youngstown Symphony Orchestra from 1987 to 1996. Since 1998 he has been Professor of Music at Indiana University's Jacobs School of Music. From 1997-2007, Effron was artistic director of the summer Brevard Music Center.

Effron has conducted orchestras in Europe, Asia, Israel, and throughout North America. His recording of Aaron Copland's A Lincoln Portrait with narrator William Warfield and the Eastman Philharmonia won a Grammy Award for "Best Spoken Word Recording" of 1983. He is the recipient of a Fulbright scholarship as well as a Rockefeller Foundation Grant.

title: David Effron