Background.

The lyrics concern a smuggler planning his next clandestine journey, Bush takes on the role of his lover, who begs him not to go (""I won't let you do it. If you go, I'll let the law know""). The song ends with the smuggler speaking in defiance (""Would you break even my wings, like a swallow. Let me, let me go""). Bush herself has commented on the lyrics, saying: "In this song she wants to control him and because he wants to do something that she doesn't want him to she feels that he is going away. It's almost on a parallel with the mother and son relationship where there is the same female feeling of not wanting the young child to move away from the nest. Of course, from the guy's point of view, because she doesn't want him to go, the urge to go is even stronger. For him, it's not so much a job as a challenge; a chance to do something risky and exciting." The song's release in Ireland only is most likely due to the Irish nature of the song, featuring instrumental accompaniment by Irish musicians. These include members of Planxty and The Chieftains: Bill Whelan on bagpipes, Liam O'Flynn on uillean pipes and penny whistle, Seán Keane on fiddle and Dónal Lunny on bouzouki. Whelan is credited as writing the string parts for the song, although this was in close association with Bush herself. Bush was to explore Irish themes in later works also, such as "Jig of Life" from "Hounds of Love" (1985) and the single "Rocket Man" (1991). Bush's mother was Irish and so Kate had listened to traditional Irish music from a young age and was eager to explore this style. Her brother Jay also influenced her due to his appreciation of the group Planxty.  The song was the first of two (the other being "Sat in Your Lap") to be recorded for the album. It was mainly recorded at Abbey Road studios in Spring 1981 over several sessions. The Irish musicians section was recorded in Ireland, with Bush working there with them overnight. After completing the track at seven in the morning, she headed back to London to finish mixing the song. Bush spoke about the song (where its name was revealed) as early as July 1981, saying that Planxty were "Fantastic musicians with open, receptive minds, which is unusual for people who work with traditional folk music".  The track was finally released in September 1982 as the seventh track of "The Dreaming". The single was released over a year after the album and failed to chart in Ireland. It also went unpromoted, with no music video made for the song.  The B-side of the single was another track from "The Dreaming", "Houdini". This song is about the story of Bess Houdini and her attempts to communicate with her deceased husband Harry, using a plan they developed while he was still alive. The album cover of "The Dreaming" depicts a scene from this song and in particular the line; "with a kiss, I'll pass the key".

"Night of the Swallow" is a 1982 song by Kate Bush. Written and produced by her, it was included on the album "The Dreaming". The song has a significantly Irish theme in that it features many Irish musicians and instruments. It was released as a single in Ireland in late 1983, making it the fifth release from the album.

Night of the Swallow est une chanson écrite et interprétée par Kate Bush. Sortie en single uniquement en Irlande, à la fin de l'année 1983, c'est le extrait de l'album "The Dreaming".


Ceramic-matrix nanocomposites.

Ceramic matrix composites (CMCs) consist of ceramic fibers embedded in a ceramic matrix. The matrix and fibers can consist of any ceramic material, including carbon and carbon fibers. The ceramic occupying most of the volume is often from the group of oxides, such as nitrides, borides, silicides, whereas the second component is often a metal. Ideally both components are finely dispersed in each other in order to elicit particular optical, electrical and magnetic properties as well as tribological, corrosion-resistance and other protective properties.  The binary phase diagram of the mixture should be considered in designing ceramic-metal nanocomposites and measures have to be taken to avoid a chemical reaction between both components. The last point mainly is of importance for the metallic component that may easily react with the ceramic and thereby lose its metallic character. This is not an easily obeyed constraint because the preparation of the ceramic component generally requires high process temperatures. The safest measure thus is to carefully choose immiscible metal and ceramic phases. A good example of such a combination is represented by the ceramic-metal composite of TiO and Cu, the mixtures of which were found immiscible over large areas in the Gibbs’ triangle of'Cu-O-Ti.  The concept of ceramic-matrix nanocomposites was also applied to thin films that are solid layers of a few nm to some tens of μm thickness deposited upon an underlying substrate and that play an important role in the functionalization of technical surfaces. Gas flow sputtering by the hollow cathode technique turned out as a rather effective technique for the preparation of nanocomposite layers. The process operates as a vacuum-based deposition technique and is associated with high deposition rates up to some μm/s and the growth of nanoparticles in the gas phase. Nanocomposite layers in the ceramics range of composition were prepared from TiO and Cu by the hollow cathode technique that showed a high mechanical hardness, small coefficients of friction and a high resistance to corrosion.

Metal-matrix nanocomposites.

Metal matrix nanocomposites can also be defined as reinforced metal matrix composites. This type of composites can be classified as continuous and non-continuous reinforced materials. One of the more important nanocomposites is Carbon nanotube metal matrix composites, which is an emerging new material that is being developed to take advantage of the high tensile strength and electrical conductivity of carbon nanotube materials. Critical to the realization of CNT-MMC possessing optimal properties in these areas are the development of synthetic techniques that are (a) economically producible, (b) provide for a homogeneous dispersion of nanotubes in the metallic matrix, and (c) lead to strong interfacial adhesion between the metallic matrix and the carbon nanotubes. In addition to carbon nanotube metal matrix composites, boron nitride reinforced metal matrix composites and carbon nitride metal matrix composites are the new research areas on metal matrix nanocomposites.  A recent study, comparing the mechanical properties (Young's modulus, compressive yield strength, flexural modulus and flexural yield strength) of single- and multi-walled reinforced polymeric (polypropylene fumarate—PPF) nanocomposites to tungsten disulfide nanotubes reinforced PPF nanocomposites suggest that tungsten disulfide nanotubes reinforced PPF nanocomposites possess significantly higher mechanical properties and tungsten disulfide nanotubes are better reinforcing agents than carbon nanotubes. Increases in the mechanical properties can be attributed to a uniform dispersion of inorganic nanotubes in the polymer matrix (compared to carbon nanotubes that exist as micron sized aggregates) and increased crosslinking density of the polymer in the presence of tungsten disulfide nanotubes (increase in crosslinking density leads to an increase in the mechanical properties). These results suggest that inorganic nanomaterials, in general, may be better reinforcing agents compared to carbon nanotubes.  Another kind of nanocomposite is the energetic nanocomposite, generally as a hybrid sol–gel with a silica base, which, when combined with metal oxides and nano-scale aluminum powder, can form "superthermite" materials.

Polymer-matrix nanocomposites.

In the simplest case, appropriately adding nanoparticulates to a polymer matrix can enhance its performance, often dramatically, by simply capitalizing on the nature and properties of the nanoscale filler (these materials are better described by the term nanofilled polymer composites). This strategy is particularly effective in yielding high performance composites, when uniform dispersion of the filler is achieved and the properties of the nanoscale filler are substantially different or better than those of the matrix. The uniformity of the dispersion is in all nanocomposites is counteracted by thermodynamically driven phase separation. Clustering of nanoscale fillers produces aggregates that serve as structural defects and result in failure. Layer-by-layer (LbL) assembly when nanometer scale layers of nanoparticulates and a polymers are added one by one. LbL composites display performance parameters 10-1000 times better that the traditional nanocomposites made by extrusion or batch-mixing.  Nanoparticles such as graphene, carbon nanotubes, molybdenum disulfide and tungsten disulfide are being used as reinforcing agents to fabricate mechanically strong biodegradable polymeric nanocomposites for bone tissue engineering applications. The addition of these nanoparticles in the polymer matrix at low concentrations (~0.2 weight %) cause significant improvements in the compressive and flexural mechanical properties of polymeric nanocomposites. Potentially, these nanocomposites may be used as a novel, mechanically strong, light weight composite as bone implants. The results suggest that mechanical reinforcement is dependent on the nanostructure morphology, defects, dispersion of nanomaterials in the polymer matrix, and the cross-linking density of the polymer. In general, two-dimensional nanostructures can reinforce the polymer better than one-dimensional nanostructures, and inorganic nanomaterials are better reinforcing agents than carbon based nanomaterials. In addition to mechanical properties, polymer nanocomposites based on carbon nanotubes or graphene have been used to enhance a wide range of properties, giving rise to functional materials for a wide range of high added value applications in fields such as energy conversion and storage, sensing and biomedical tissue engineering. For example, multi-walled carbon nanotubes based polymer nanocomposites have been used for the enhancement of the electrical conductivity.  Nanoscale dispersion of filler or controlled nanostructures in the composite can introduce new physical properties and novel behaviors that are absent in the unfilled matrices. This effectively changes the nature of the original matrix (such composite materials can be better described by the term genuine nanocomposites or hybrids). Some examples of such new properties are fire resistance or flame retardancy, and accelerated biodegradability.  A range of polymeric nanocomposites are used for biomedical applications such as tissue engineering, drug delivery, cellular therapies. Due to unique interactions between polymer and nanoparticles, a range of property combinations can be engineered to mimic native tissue structure and properties. A range of natural and synthetic polymers are used to design polymeric nanocomposites for biomedical applications including starch, cellulose, alginate, chitosan, collagen, gelatin, and fibrin, poly(vinyl alcohol) (PVA), poly(ethylene glycol) (PEG), poly(caprolactone) (PCL), poly(lactic-co-glycolic acid) (PLGA), and poly(glycerol sebacate) (PGS). A range of nanoparticles including ceramic, polymeric, metal oxide and carbon-based nanomaterials are incorporated within polymeric network to obtain desired property combinations.

Magnetic nanocomposites.

Nanocomposites that can respond to an external stimulus are of increased interest due to the fact that, because of the large amount of interaction between the phase interfaces, the stimulus response can have a larger effect on the composite as a whole. The external stimulus can take many forms, such as a magnetic, electrical, or mechanical field. Specifically, magnetic nanocomposites are useful for use in these applications due to the nature of magnetic material's ability to respond both to electrical and magnetic stimuli. The penetration depth of a magnetic field is also high, leading to an increased area that the nanocomposite is affected by and therefore an increased response. In order to respond to a magnetic field, a matrix can be easily loaded with nanoparticles or nanorods The different morphologies for magnetic nanocomposite materials are vast, including matrix dispersed nanoparticles, core-shell nanoparticles, colloidal crystals, macroscale spheres, or janus-type nanostructures.  Magnetic nanocomposites can be utilized in a vast number of applications, including catalytic, medical, and technical. For example, palladium is a common transition metal used in catalysis reactions. Magnetic nanoparticle-supported palladium complexes can be used in catalysis to increase the efficiency of the palladium in the reaction.  Magnetic nanocomposites can also be utilized in the medical field, with magnetic nanorods embedded in a polymer matrix can aid in more precise drug delivery and release. Finally, magnetic nanocomposites can be used in high frequency/high temperature applications. For example, multi-layer structures can be fabricated for use in electronic applications. An electrodeposited Fe/Fe oxide multi-layered sample can be an example of this application of magnetic nanocomposites.

Heat resistant nanocomposites.

In the recent years nanocomposites have been designed to withstand high temperatures by the addition of Carbon Dots (CDs) in the polymer matrix. Such nanocomposites can be utilized in environments wherein high temperature resistance is a prime criterion.

Nanocomposite is a multiphase solid material where one of the phases has one, two or three dimensions of less than 100 nanometers (nm) or structures having nano-scale repeat distances between the different phases that make up the material.

Un nanocomposite est un matériau solide multiphasé dont une des phases a au moins une dimension inférieure à. Un nanocomposite est généralement la combinaison d’une matrice massive avec une phase de renfort nanométrique de propriétés différentes résultantes des différences structurales et chimiques.


1878 Agreement.

On 22 January 1878, the Sultanate of Sulu and a British commercial syndicate made up of Alfred Dent and Baron von Overbeck signed an agreement, which, depending on the translation used, stipulated that North Borneo was either ceded or leased to the British syndicate in return for a payment of 5,000 Malayan dollars per year.  The keyword in the agreement is the ambiguous term "pajakan", a Malay term which was translated by Spanish linguists in 1878 and by American anthropologists H. Otley Beyer and Harold Conklin in 1946 as "arrendamiento" or "lease". However, the British used the interpretation of historian Najeeb Mitry Saleeby in 1908 and William George Maxwell and William Summer Gibson in 1924, which translated "pajak" as "grant and cede". It can be argued however, that "pajakan" means "mortgage" or "pawn" or even "wholesale", as per the contemporary meaning of "pajakan" in Sulu and Malay. Furthermore, the term ""selama-lama"" which means "forever" or "in perpetuity" indicate a binding effect beyond the lifetime of the then Sultan.  The ambiguity led to the different interpretation of the original Malay text, as shown in two versions below:  However, it is acknowledged that the British never paid such compensation to the Sultanate of Sulu but during a meeting of Maphilindo between the Philippine, Malayan and Indonesian governments in 1963, the Philippine government said the Sultan of Sulu wanted the payment of 5,000 from the Malaysian government. The first Malaysian Prime Minister at the time, Tunku Abdul Rahman said he would go back to Kuala Lumpur and get on the request. Since then, the Malaysian Embassy in the Philippines issues a check in the amount of 5,300 ringgit (US$1710 or about 77,000 Philippine pesos) to the legal counsel of the heirs of the Sultan of Sulu. Malaysia considers the amount an annual “cession” payment for the land, while the sultan’s descendants consider it “rent”.  The foregoing Sulu claim rests on the treaty signed by Sultan Jamalul Alam of Sulu appointing Baron de Overbeck as Dato Bendahara and Raja Sandakan on 22 January 1878. However, a further, earlier treaty signed by Sultan Abdul Momin of Brunei appointed Baron de Overbeck as the Maharaja Sabah, Rajah Gaya and Sandakan. This was signed on 29 December 1877, and granted the territories of Paitan as far as the Sibuco River, which overlaps the Sulu Sultanate's claim of their dominion in Sabah. In 1877, the Brunei Sultanate still believed and maintained that the territory was under its control.

Madrid Protocol.

As attested to by the International Court of Justice, the Sultan of Sulu relinquished the sovereign rights over all his possessions in favour of Spain, based on the "Bases of Peace and Capitulation" signed by the Sultan of Sulu and the crown of Spain in Jolo on 22 July 1878. The Sultan stayed on as ruler in protectorate status.  In 1885, Great Britain, Germany and Spain signed the Madrid Protocol to cement Spanish influence over the islands of the Philippines. In the same agreement, Spain relinquished all claims to North Borneo which had belonged to the Sultanate in the past in favour of Great Britain.

1903 Confirmation of Cession of certain island.

On 22 April 1903, the successor of Sultan Jamalul Alam, Sultan Jamalul Kiram II, signed a document known as "Confirmation of cession of certain islands", under which he grant and ceded additional islands, in addition to the land agreed upon in 1878, in the vicinity of the mainland of North Borneo from Banggi Island to Sibuku Bay to British North Borneo Company.  In the 1903 agreement, the ambiguous term ""pajakan"" was no longer used, but instead the phrase ""kita telah keredhai menyerahkan kepada pemerintah British North Borneo"" which literally means "we have willingly surrendered to the Government of British North Borneo" was used in the agreement, asserting the understanding of the Sulu Sultanate of that time of the meaning of the earlier agreement in 1878.  The confirmatory deed of 1903 makes it known and understood between the two parties that the islands mentioned were included in the cession of the districts and islands mentioned on 22 January 1878 agreement. Additional cession money was set at 300 dollars a year with arrears due for past occupation of 3,200 dollars. The originally agreed 5,000 dollars increased to 5,300 dollars per year payable annually.

Macaskie decision of 1939.

In 1939, propriety claimants Dayang Dayang Hadji Piandao and eight other heirs filed a civil suit regarding the "cession money" payable to the heirs of Sultan of Suluthe then incumbent Jamalul Kiram II having died childless in June 1936. Chief Justice C. F. C. Macaskie of the High Court of North Borneo ruled on the share entitlement of each claimant.  This ruling has often been quoted by proponents of the Sulu Sultanate's claim as proof of North Borneo's acknowledgment of the sultan's ownership of the territory, although it was made solely to determine who as heir was entitled to the "cession money" of 5,300 Malaysian ringgit per year.

Philippine claim.

The Sultanate of Sulu was granted the north-eastern part of the territory as a prize for helping the Sultan of Brunei against his enemies in 1658. However, on 22 July 1878, the Sultanate of Sulu relinquished the sovereign rights over all his possessions in favour of Spain, based on the "Bases of Peace and Capitulation" signed by the Sultan of Sulu and Spain in Jolo. The Spanish then claimed the area in northern Borneo but ending its claim soon under the Madrid Protocol of 1885 after the United Kingdom and Germany recognised its presence in the Philippine archipelago in return for the Spanish to stop interfering the British affairs in northern Borneo. Once the protocol had been ratified, the British North Borneo Chartered company proceeded with the administration of North Borneo, and in 1888, North Borneo became a British protectorate.  On 15 July 1946, the North Borneo Cession Order in Council, 1946, declared that the State of North Borneo is annexed to the British Crown, hence becoming a British colony. In September 1946, F. B. Harrison, former American Governor-General of the Philippines, urged the Philippine Government to protest this proclamation. America posited the claim on the premise that Spain had never acquired sovereignty over North Borneo, and thus did not have the right to transfer claims of sovereignty over North Borneo to the United Kingdom in the Madrid Protocol of 1885. This argument however, contradicts the treaty made between Spain and the Sultanate of Sulu in 1878, which expressly states that all of the territory of the Sultanate of Sulu is relinquished to Spain. Furthermore, the American view may be based on an erroneous interpretation of that part of the 1878 and the earlier 1836 treaties, that excluded North Borneo from the Sulu transfer to Spanish sovereignty (when in fact the exclusion merely referred to Spanish protection offered to the Sultan of Sulu in case he was attacked). The United States based government also refused to intervene in the dispute, officially maintaining a neutral stance on the matter and continuing to recognise Sabah as part of Malaysia.  On 12 September 1962, during President Diosdado Macapagal's administration, the Philippine government claimed the territory of North Borneo, and the full sovereignty, title and dominion over it were "ceded" by the heirs of Sultan of Sulu, Muhammad Esmail E. Kiram I, to the Philippines. The Philippines broke off diplomatic relations with Malaysia after the federation was formed with Sabah in 1963, but probably resumed relations unofficially through the Manila Accord, in which the Philippines made it clear that its position on the inclusion of North Borneo in the Federation of Malaysia was subject to the final outcome of the Philippine claim to North Borneo. The representatives of Indonesia and the Federation of Malaya seconded that the inclusion of North Borneo into the aforementioned Federation "would not prejudice either the claim or any right thereunder". It was revealed later in 1968 that President Ferdinand Marcos was training a team of militants on Corregidor known as Operation Merdeka for infiltration into Sabah. The plan failed as a result of the Jabidah massacre. Diplomatic ties were resumed in 1989 and succeeding Philippine administrations have placed the claim in abeyance in the interests of pursuing cordial economic and security relations with Kuala Lumpur.  Republic Act 5446 in the Philippines, which took effect on 18 September 1968, regards Sabah as a territory "over which the Republic of the Philippines has acquired dominion and sovereignty". On 16 July 2011, the Supreme Court ruled that the Philippine claim over Sabah is retained and may be pursued in the future. To date, Malaysia maintains that the Sabah claim is a non-issue and non-negotiable, thereby rejecting any calls from the Philippines to resolve the matter in ICJ. Sabah authorities stated in 2009 that they see the claim made by the Philippines' Moro leader Nur Misuari to take Sabah to International Court of Justice (ICJ) as a non-issue and that they dismiss the claim.

Attempts at withdrawing claim.

At the ASEAN Summit on 4 August 1977, Philippine President Ferdinand Marcos announced that the Philippines would take “definite steps to eliminate one of the burdens of ASEAN — the claim of the Philippine Republic to Sabah”. The statement, however was not followed through, despite negotiations and reassurances made by Marcos again in 1984 with Malaysian Prime Minister Mahathir Mohamad.  A bill to repeal Republic Act 5446 was filed by Leticia Ramos Shahani in the Philippine Senate in 1987. The bill was widely criticised for effectively dropping the country's claim over the territory. Muslim members of Congress also voiced their strong opposition to the measure for fears it would “endanger” the proprietary rights of the Sultanate of Sulu. This eventually led Shahani to not pursue the bill's passage.

Formation of Malaysia.

Prior to the formation of the Malaysia, two commissions of enquiry visited North Borneo, along with neighbouring Sarawak, to establish the state of public opinion there regarding merger with Malaya (and Singapore). The commission was mandated to address self-determination of the people of Sabah, i.e., the right of the people of Sabah to freely determine their own political status and freely pursue their own economic, social and cultural development. The first commission, usually known as the Cobbold Commission was established by the Malayan and British governments and was headed by Lord Cobbold, along with two representatives of Malaya and Britain (but neither of the territories under investigation). The Commission found that 'About one third of the population of each territory [i.e. of North Borneo and of Sarawak] strongly favours early realisation of Malaysia without too much concern over terms and conditions. Another third, many of them favourable to the Malaysia project, ask, with varying degrees of emphasis, for conditions and safeguards. The remaining third is divided between those who insist upon independence before Malaysia is considered and those who would strongly prefer to see British rule continue for some years to come'. The Commission published its report on 1 August 1962 and had made several recommendations. Unlike in Singapore, however, no referendum was ever conducted in North Borneo and Sarawak.  Indonesia and the Philippines rejected the findings of the Cobbold Commission. In 1963, a tripartite meeting was held in Manila between Indonesian president Sukarno, Philippines president Diosdado Macapagal and Malayan Prime Minister Tunku Abdul Rahman. The three heads of state signed an agreement known as the Manila Accord, which stipulated that the inclusion of North Borneo as part of Malaysia would not prejudice either the claim or any right thereunder by the Philippines to the territory. It was further agreed to petition the UN to send another commission of enquiry and the Philippines and Indonesia agreed to drop their objection to the formation of Malaysia if the new commission found popular opinion in the territories in favour.  The UN Mission to Borneo was thus established, comprising members of the UN Secretariat from Argentina, Brazil, Ceylon, Czechoslovakia, Ghana, Pakistan, Japan and Jordan. The Mission's report, authored by UN Secretary-General U Thant found ‘a sizeable majority of the people' in favour of joining Malaysia. Indonesia and the Philippines subsequently rejected the report's findings – and Indonesia continued its semi-military policy of "konfrontasi" towards Malaysia. The "referendum" did not involve the entire population of North Borneo and Sarawak at that time, but only representative consultations. The UN mission report noted "(t)here was no reference to a referendum or plebiscite in the request..." and that "(t)he Mission accordingly arranged for consultations with the population through the elected representatives of the people, leaders of political parties and other groups and organisations, and with all persons who were willing to express their views".

Related events.

Sovereignty over Ligitan and Sipadan islands case.

In 2002, in a case concerning sovereignty over Ligitan and Sipadan islands between Indonesia and Malaysia, the International Court of Justice (ICJ) ruled in favour of Malaysia. The two islands are located in the Celebes Sea off the northeast coast of Borneo. The case was decided based on Malaysia's "effectivités" (evidence of possession and use by a particular state that is effective to claim title) on the two islands as both Indonesia and Malaysia did not possess treaty-based titles on Ligitan and Sipadan.  The Philippines applied to intervene in the case based on its territorial claim to North Borneo. Indonesia objected to the application and stated that the "Philippines raises no claim with respect to [the two islands] and maintains that the legal status of North Borneo is not a matter on which the Court has been asked to rule". Malaysia further contended that "the issue of sovereignty over Ligitan and Sipadan is completely independent of that of the status of North Borneo" and that "the territorial titles are different in the two cases". The application was ultimately rejected by the ICJ because of the non-existence of an "interest of legal nature" such that the Court did not find how the decision on the case concerning the two islands would affect the Philippines' territorial claim to North Borneo.

2013 Standoff.

On 11 February 2013, a group of approximately 100–200 individuals, some of them armed, arrived by boat in Lahad Datu, Sabah from Simunul island, Tawi-Tawi in the southern Philippines. They were sent by Jamalul Kiram III, one of the claimants to the throne of the Sultanate of Sulu. Their objective was to assert their unresolved territorial claim to North Borneo. During the ensuing standoff, 56 of his followers were killed, along with 6 civilians and 10 Malaysian soldiers.

The North Borneo dispute, also known as the Sabah dispute, is the territorial dispute between Malaysia and the Philippines over much of the eastern part of the state of Sabah, a territory known as North Borneo prior to the formation of the Malaysian federation. The Philippines, presenting itself as the successor state of the Sultanate of Sulu, retains a "dormant claim" on Sabah on the basis that the territory was only leased to the British North Borneo Company in 1878, with the sovereignty of the Sultanate (and subsequently the Republic) over the territory never having been relinquished. However, Malaysia considers this dispute as a "non-issue" as it interprets the 1878 agreement as that of cession and that it deems that the residents of Sabah had exercised their right to self-determination when they joined to form the Malaysian federation in 1963.

Le conflit du Nord-Bornéo se réfère au différend territorial entre la Malaisie et les Philippines sur la partie orientale du Sabah, territoire connu sous le nom de Bornéo du Nord, lorsqu'il était un protectorat britannique avant la formation de la fédération de Malaisie. Les Philippines se présentent comme héritier des droits du Sultanat de Sulu. À ce titre, ils maintiennent une revendication sur cette partie de Sabah estimant que le territoire a seulement été loué à la "British North Borneo Company" en 1878, le sultanat conservant la pleine souveraineté. De son côté, la Malaisie estime que ce conflit n'a pas lieu d'être car ; d'une part elle interprète l'accord de 1878 comme une cession et, d'autre part elle juge que les habitants de Sabah ont exercé leur droit à l'autodétermination quand ils se sont joints à la fédération de Malaisie en 1963.


Overview.

"Dastak" presents an expanded version of Rajinder Singh Bedi's radio play, "Naql-e-Makaani" ("Moving to a New House"), first performed on All India Radio, Lahore in 1944.  Upon release, the film established Rajinder Singh Bedi as an important force in Indian Parallel Cinema, as "Dastak" is considered an important film of the decade. In 1972 the director was awarded the Padma Shri.  The director Hrishikesh Mukjherjee once said, "Rajinder Singh Bedi was an extraordinarily gifted writer. Indeed, I feel privileged that I could edit his maiden venture as writer-director 'Dastak' in stark B&W starring Sanjeev Kumar and Rehana Sultan. Rehana won the 'Urvashi' award then the term for the National Award for Best Actress and I won the coveted Filmfare award for my first love - editing!"

Critical reception.

"Dastak" was featured in Avijit Ghosh's book, "40 Retakes: Bollywood Classics You May Have Missed".

Synopsis.

The film was known for its unusual story line set in a red light area. A newlywed couple, Hamid (Sanjeev Kumar) and Salma (Rehana Sultan), unwittingly rent a flat, and thus begins their daily turmoil at the knocks (dastak) on their door. The previous occupant was Shamshad Begum (Shakeela), a famous mujrewali (nautch girl).

Music.

"Dastak" was released when the nation was gripped by the western rhythms prevalent in the music of music directors like R.D. Burman. The film's music director stood his ground as a maestro of classical rhythms on the "dholak" and raga based melodies. The music of "Dastak" stood out for its allegiance to the classical traditions of raga-based melodies by its music director Madan Mohan, who managed to get from Lata Mangeshkar, ostensibly her best performance as a playback singer.

Lyrics.

The film is known for its poignant lyrics by famous lyricist, Majrooh Sultanpuri, especially in capturing the painful state of the story's female protagonist, Salma — be it a dramatic statement about the society: "Hum hai mataye koocha bazaar ki tarah, Uthti hai har nigaah kharidaar ki tarah" or the silent pain of "Mai Ri mai ka se Kahoon peer apne jiya ki..."

Dastak () is a Hindi film made in 1970. It was written and directed by Rajinder Singh Bedi and was his directorial debut.

Dastak est un film indien réalisé par Rajinder Singh Bedi, sorti en 1970. Ce film est connu pour les récompenses qu'il a fait gagner à ses acteurs principaux (Sanjeev Kumar et Rehana Sultan) et à Madan Mohan, qui composa les chansons.


History.

The remains of two ancient synagogue have been discovered at al-Ahmadiyah, which is possibly the site of the ancient Roman Jewish settlement of Ecbatana. A number of artifacts indicate Jewish settlement in the village during the 4th century CE, such as one containing a relief of nine-branched menorah. Sherds dating to the Islamic era, particularly the Umayyad and Abbasid periods, were also found in the village.  The first archaeological survey of al-Ahmadiyah was undertaken by Gottlieb Schumacher in 1884. He noted that the village, poorly built, was inhabited by some 70 Turkomans living in twelve hut-like houses. They cultivated various types of vegetables. It was situated at the bottom of a hill containing ruins known as Shuwaikah. The residents had utilized the stones of these ruins to build al-Ahmadiyah. The ruins dated to the Roman era, as indicated by the carved stone reliefs of Roman eagles and other animals. Another survey in 1968, this time by Israeli archaeologist S. Guttman, found more sherds from the Roman and Byzantine as well as items from the Hellenistic period. Guttman determined the size of the ancient settlement spanned 35 dunams.  Israel occupied al-Ahmadiyah and the Golan Heights after driving out the Syrian Army from the area during the Six-Day War in 1967. In 1968 it demolished the town as witnessed by United Nations military observers. A Syrian diplomatic representative issued a complaint about the village's destruction. During the Yom Kippur War, in October 1973, al-Ahmadiyah was one of three places where the Syrian Army launched major drives against as their forces moved across the Golan's mountainous plains. The other two places were Khishniyah and al-Rafid.

El-Ahmediye (; ) also known as el-Hamediyeh or Ammudiya, is a former Syrian village in the central Golan Heights, 15 kilometers southeast of Lake Hula. It was populated during the Israeli occupation of the Golan Heights during the 1967 Six-Day War. The village spread over two low-lying hills surrounded by springs. The Israeli settlement of Qatzrin was established two kilometers to the south. Al-Ahmadiyah's previous inhabitants had predominantly been Turkomans.

Al-Ahmadiyah (arabe : également orthographié Ahmediye; aussi connu comme el-Hamediyeh ou Ammudiya), est un ancien village syrien dans le centre du plateau du Golan, à au sud-est du Lac Hula.


Life of David John Morris.

Morris was born in Melbourne, as were his parents and siblings. He has a younger brother and younger sister. Morris attended two primary schools: St. John’s Primary School, Mitcham and Our Lady of The Pines, Donvale and completed his secondary education at Whitefriars College, Donvale. David also spent 3 years in Denmark with his family from 1995–1997, he attended Rygaards International School.  After having to defer parts of his tertiary studies many times due to commitments with training and competing overseas, he graduated from Royal Melbourne Institute of Technology in 2011 with a Bachelor of Applied Science (Physical Education) with Honours 1st Class.  Much of his life has rotated around sport. At about four years of age he commenced a lifelong passion for gymnastics at the Nunawading Gymnastics and Sports Club (NGSC, formally known as the Nunawading Youth Club) and he learned to ski at age three. He has demonstrated capabilities in cricket, diving and football but has always returned to gymnastics and from there to aerial skiing.  Morris is a supporter of the Carlton Football Club in the Australian Football League and is a member of the Melbourne Cricket Club.  He is a qualified Mathematics and Physical Education teacher and, when he is at home between training camps and competitions, occasionally works as an emergency relief teacher at Whitefriars College, Donvale. He also coaches gymnastics, cheerleading and trampoline and is in demand as a motivational speaker.

Autobiography.

Morris released his self-published autobiography "SECOND NATURE - The Making of a Professional Athlete" in December 2014 following his Olympic silver medal performance in Sochi 2014. A detailed and personal account of his journey and struggles to become the only male on the Australian Aerial Skiing Team. In it he describes his experiences and the valuable lessons he learned in becoming a world class athlete. His book is available in Australia through his website www.AerialSkier.com/biography

Early aerial skiing career.

Morris' talent for acrobatics and his potential to become an aerialist was originally discovered while working as a gymnastics coach at NGSC, by Kirstie Marshall, former Australian World Champion aerial skier, who was the local State Member of Parliament at the time.  Since Australia did not have a program for male aerial skiers, Marshall volunteered to coach him on weekends in the basics of aerial skiing and when she was expecting her second child, she enlisted the help of former Australian male aerial skier Jonathan Sweet, as a personal coach until Morris was ready for private training overseas.

Competitive performance.

Morris won his first medal (a Silver) in an International Skiing Federation (FIS) race (USA selections) on 20 December 2007 in Park City and has gone on to become Australia's most successful male Aerial Skier, finishing the 2012/13 season ranked second in the World Cup standings. He has achieved a number of wins in various FIS Competitions. He was the first Australia Male Aerial Skier to win a World Cup gold medal, and in doing so he became Australia's most successful male Aerial Skier. He would later go on to win a Silver Medal at the Sochi 2014 Winter Olympic Games, becoming Australia's first male aerial skier to do so.

2010 Winter Olympics/Olympic debut.

Morris' performances led to his selection in the Australian Olympic Team for the 2010 Winter Olympic Games in Vancouver, Canada, where he finished in 13th position.  He was the first Australian male to compete in aerial skiing at the Winter Olympics for 12 years. During the Vancouver 2010 Games, Morris was coached by Jerry Grossi who formerly competed in aerial skiing for the USA.

Injury and comeback.

In the 2010/11 competition season Morris injured his hip during a competition in Calgary, requiring surgery and a long recuperation. As a result, he stepped out of competition during 2011/12 and re-evaluated whether to continue in the sport. He used this break from the sport to complete his much deferred university course.  Having come to the view that he still had more to offer, Morris concentrated on regaining his fitness through gym work and recommenced competitive aerials in 2012/13. His come-back season in 2012/13 proved to be his best ever with two podium finishes, including 1st place in Bukovel, Ukraine. His win was broadcast in Australia on Eurosport.  Morris was selected to compete for Australia at the Sochi 2014 Winter Olympics. He remains the only internationally competitive male aerial skier in Australia at any level and is therefore ranked 1st in Australia.

2014 Winter Olympics.

Morris was one of 60 members of the Australian Winter Olympic team in the 2014 Olympic Winter Games in Sochi, Russia. He competed in the Men's Aerial Skiing competition held on 17 February 2014, winning the silver medal. He was coached by Cord Spero and Eli Budd.  Morris was also elected to be the flag bearer for the Australian team at closing ceremony of the 2014 Sochi Olympic Winter Games.

Awards.

Apart from his sporting achievements and Olympic Silver Medal, Morris has also received various other honours and awards, including:  – 2014 Ski and Snowboard Australia Athlete of the Year, Joint winner with Torah Bright.  – 2014 Sir Wilfred Kent Hughes Award: Awarded by the Victorian Olympic Council.  – The award for "Senior Sportsman of the Year" at Whitefriars College in 2014 (David's high-school) has been named in his honour.  – 2013 Ski and Snowboard Australia Aerial Skiing Athlete of the Year.

Current statistics.

As at 11 September 2015, Morris is ranked 30th in the world based on FIS points. At the most recent Olympics, the Sochi 2014 Olympic Winter Games, he qualified 3rd in the Olympic Winter Games selection rankings. Morris finished the 2013–2014 Aerial Skiing World Cup season in 6th place. He has yet to compete in a subsequent World Cup season. He holds the Australian Record for the highest point score of 247.91 at the Lake Placid World Cup on 18 January 2013, and the second highest point score of 242.93 at the Val Saint-Côme Freestyle skiing World Cup on 12 January 2013, for two consecutive jumps in an international competition.

Training.

Morris travels extensively to the USA, Canada, Switzerland and Finland to train, jumping on snow during winter, and into water during warmer months. Morris is coached by Joe Davies and Jeff Bean, who formerly competed in aerial skiing for Canada. He has also benefited greatly from periodic coaching assistance by Michel Roth who is the Swiss Head Coach but is generous with his help for all athletes in aerial skiing. His coach at the Sochi 2014 Olympic Winter Games were Cord Spiro and Eli Budd.  Morris is well known on the competition circuit for his willingness to assist others and work with athletes from other countries, to further develop the sport of Aerial Skiing. He is an avid maker of on-line videos, which he posts on his website and YouTube Channel, that help to explain and showcase his sport. He also has a Facebook fan page where he posts pictures and videos of his aerial skiing and training activities, to help inspire others to achieve their sporting best.

David John Morris (born 31 August 1984) is an Australian Olympic aerial/freestyle skier who competed in both the 2014 Winter Olympic Games in Sochi and the 2010 Winter Olympic Games in Vancouver. He is Australia's most successful male aerial skier, having competed across FIS World Cup, World Championships and Winter Olympic competitions. He was selected to represent Australia at the Sochi 2014 Olympic Winter Games. He is the first Australian male aerial skier to compete at two consecutive Olympic Games, and the first Australian Medalist in the Olympic Men's Aerials.

David Morris, né le à Carlton, est un skieur acrobatique australien spécialisé dans le saut acrobatique. Il a participé aux Jeux olympiques 2010 à Vancouver où il a terminé treizième et a pour objectif la médaille d'or lors des Jeux de Sotchi 2014, il y est finalement médaillé d'argent. Il compte cinq podiums en Coupe du monde en date de 2016.


Gameplay.

At first, the player clicks on the large cookie on the far left side of the screen to earn one cookie per click. With these cookies, the player can purchase new assets such as cursors, grandmas, and farms, that automatically make cookies. Upgrades can be purchased to increase the cookies gathered from buildings or clicks. Golden cookies, smaller cookies that appear and fade away over several seconds, appear periodically and grant bonus cookies or increase the rate of production for a short time.  After earning a certain amount of cookies, the player can restart the game to earn heavenly chips and prestige, which will add a permanent boost to the rate of cookie production in future playthroughs. Other mechanics such as prestige upgrades (unlocked with heavenly chips), "wrinklers", the Cookie Dragon, minigames, and sugar lumps can be used to boost cookie production or generate more cookies in other ways (such as when the game is closed). Achievements can be earned by completing various tasks, such as producing certain numbers of total cookies or owning a particular number of a building. Additionally, seasonal events occur along with their respective holiday. With the seasonal events come more upgrades and cookies to unlock.  The game features geometric growth – the player begins baking handfuls of cookies, but can quickly reach billions of cookies, and eventually attain duodecillions of cookies or beyond. The game has no end.  Because of the game's relatively simple code, cheats and add-ons are widely available and simply implemented by using browser consoles and bookmarklets.

History.

Julien "Orteil" Thiennot created "Cookie Clicker" in August 2013. Written in a single evening, the game was posted in a link on 4chan, and garnered 50,000 players within hours. A month after the game's initial release, it had over 200,000 players per day. Orteil later wrote that traffic had peaked at 1.5 million hits in one day during August 2013, and as of January 2014 Cookie Clicker was still getting a steady 225,000 hits per day. The game has had continual updates since its release, notably the "legacy" update in February 2016 and the "spiritual" update in July 2017. On October 25, 2018, Orteil launched the game's Patreon page, with the intent on having developed Cookie Clicker and other Dashnet games becoming a full-time job. On August 8, 2019, the mobile beta for Cookie Clicker was released for Android devices after a long delay.  "Cookie Clicker" is similar to "Cow Clicker", a previously existing idle game created by Ian Bogost. Bogost has called "Cookie Clicker" "the logical conclusion of "Cow Clicker"". Orteil later released other idle games such as: "Idle Game Maker", a tool allowing customized idle games to be made without coding knowledge; "AdventureQuest Dragons", a mobile game created with Artix Entertainment; and "Neverending Legacy".

Analysis.

Impact on idle gaming.

In an IGN article, "Cookie Clicker" is credited as one of the few games to have played a major role in the establishment of the genre of idle gaming (also called incremental gaming). An article in "The Kernel" describes it as "probably the best-known" game in the genre.  In an issue of "Digital Culture & Society", Paolo Ruffino notes that the game is "supposed to be a parody of Farmville" (a popular game which Ruffino says could be played easily with an algorithm, as the optimal action is always obvious), but that it is "equally addictive". Thus, the game "explores the absence of human agency". Ian Bogost, creator of "Cow Clicker", similarly notes that "Cookie Clicker isn't a game for a human, but one for a computer to play while a human watches (or doesn't)." "Cookie Clicker" has been said by reviewers to be addictive, and its fanbase have been described as "obsessive" and "almost cultish". Kiberd notes that fans of the game have pointed out that their playing the game is bad for the environment (due to the computers being left on around the clock) and caused reduced efficiency at work.  However, due to their mockingly simple mechanics, idle games are also considered by many of being relatively simple or, as stated in an IGN article, "super dumb". Games such as "Cookie Clicker" have used this blend of simplicity and complexity to create a new genre that some may not even consider as actual games. Orteil himself described his works as "non-games".

Themes.

The game has dark humour in the names and descriptions of some of its upgrades, achievements or mechanics, and generally has themes of dystopia, cosmic horror, and apocalypse. Examples including an achievement titled "Global Warming" (upon owning 100 factories), a news ticker tape reading "New cookie-based religion sweeps the nation." and the "Grandmapocalypse", in which "the screen turns molten red and the central cookie is attacked by phallic 'wrinklers'", and the world at large is implied to have been taken over by a hive mind of mutated grandmothers.  In "The Kernel", Kiberd opines that the game is "a parable about how capitalism will destroy itself". Kiberd suggests that "Cookie Clicker" is "saddling [the concept of fun] with ideas about success, achievement, and productivity", and "uses its own form as a critique of the larger structures of expectation and reward".

Reception.

Justin Davis of "IGN" describes "Cookie Clicker" as the "greatest Idle Game" and says it "probably achieves the best balance of power yet [...] so that every step of the way you feel like you're flying, generating cookies so much faster than you were before. But you still can't wait until that next major milestone is finally within reach". "Boing Boing" reviewed "Cookie Clicker" as a "highly-addictive browser game". "Polygon" has described the game as "intriguing", and its fan base as "obsessive". "Destructoid" emphasizes that it is "centered around the pursuit and accumulation of vast wealth", providing players with "the "illusion" of progress, without any substantial advancement actually being made."

Cookie Clicker is an incremental game created by French programmer Julien "Orteil" Thiennot in 2013. The user initially clicks on a big cookie on the screen, earning a single cookie per click. They can then spend cookies on purchasing assets such as "cursors" and "buildings", which will automatically produce cookies. Upgrades can improve the efficiency of clicks and buildings, and other mechanics lead to many other ways in which the user can earn cookies. Though the game has no ending, it has hundreds of achievements, and users may aim to reach milestone numbers of cookies.

Cookie Clicker est un jeu vidéo sur navigateur écrit en Javascript, dont l'objectif est de produire un maximum de cookies. Il a été développé par le programmeur français Julien Thiennot, plus connu sous le nom d'Orteil, et est sorti le.


Concept and construction.

The "Sagafjord" was built by Société Nouvelle des Forges et Chantiers de la Méditerranée, France, who received the original plans and specifications for the vessel from the Norwegian America Line during the summer of 1960. The build contract was undertaken on 24 September 1962 and the keel finally laid on 21 June 1963 before her launch on 13 June 1964. She underwent sea trials from May until September in 1965 and was finally christened "Sagafjord" on 18 September 1965 in Toulon. The construction of the "Sagafjord" was so expensive that it put the shipyard out of business.

Service history.

The "Sagafjord" undertook her maiden voyage from Oslo to New York City on 2 to 11 October 1965. At the time she was built to set the mark of luxury. She sailed with Norwegian America Line until 1980. Cruise services operated a loss in the late 1970s and were restructured with the two cruise ships "Sagafjord" and "Vistafjord" passing to a new company, Norwegian America Cruises, in 1980. The two ships were sold in 1983/84. The company was taken over by Cunard Line. The ship retained her original name throughout her service with Cunard. Sagafjord was awarded a 5 Stars Plus rating by the Berlitz Cruise Guide and consistently voted amongst the 10 best cruise ships in the world until the early 1990s.  In 1996–97 the "Sagafjord" was chartered to Transocean Tours as part of a six-month deal. While in service with Transocean Tours she was renamed MS "Gripsholm". During this time, she damaged a screw after grounding not far from Copenhagen. She was sold to Saga Shipping in 1997 and renamed MS "Saga Rose". The ship was refurbished prior to entering service with her new owners.  On 11 June 2008, during a visit to Southampton, the second bosun died after entering a ballast tank which had a reduced oxygen atmosphere due to corrosion.  The "Saga Rose" was retired from service in October 2009 due to her not fulfilling the requirements of the new SOLAS 2010 regulations and was left with an uncertain future.  On 21 February 2010 "Saga Rose" was reported as setting out from Gibraltar, where she had been laid up since her final cruise with Saga Cruises, with her destination listed as Kenya. Rumours circulated about a possible sale for use as an accommodation ship. The stories proved false, as the ship was merely repositioned to a new anchorage and remained in Gibraltar.  In early April, "Saga Rose" finally put to sea, with Port Elizabeth, South Africa, listed as her destination. Once again, rumours of a conversion to a hotel ship circulated. On 29 April, "Saga Rose" docked in Durban for refuelling, and was under-way again with her destination now reported to be Maputo, Mozambique. Rather than dock again in Africa, "Saga Rose" next headed into the Indian Ocean, with Saga Cruises refusing to comment on the ship's possible sale for scrap or any other use. By 23 May, the ship was off the Taiwanese coast with her destination being reported as Japan.  On 27 May, "Saga Rose" reached the harbour of Shanghai, China. After a few days at anchor, she continued further inland up the Yangtze River, docking in the Jiangyin district on 29 May, seemingly confirming speculation that the ship had been sold for scrap, as Jiangyin is home to the Changjiang Ship Recycling Yard, China's largest ship dismantling facility.  The "Saga Rose" currently holds the record for the most world cruises ever completed by a ship with 44 altogether, of which most were achieved under her original name "Sagafjord", even surpassing the RMS Queen Elizabeth 2.

In popular culture.

In the pilot episode of HBO drama series "The Sopranos", Tony Soprano attempts to gift Artie Bucco two tickets for a cruise with the "Sagafjord."

MS "Sagafjord was an ocean liner built in 1965 by Société Nouvelle des Forges et Chantiers de la Méditerranée for Norwegian America Line as a combined ocean liner/cruise ship. Between 1983 and 1996 the "Sagafjord" was operated by Cunard Line. In 1996–1997 she was briefly operated by Transocean Tours as MS "Gripsholm prior to being sold to Saga. She was last owned and operated by Saga Cruises on worldwide cruises targeted at the senior market out of the United Kingdom, known as the MS "Saga Rose". She was retired in 2009 and scrapped in 2010.

Le Sagafjord est un paquebot construit en 1965 par les Forges et Chantiers de la Méditerranée pour la. Devenu le "Saga Rose" au fil des années et des propriétaires, il est détruit à Jiangyin en 2010.


Dennis Brothers 1895 to 1901.

Dennis Brothers was founded in 1895 by brothers John Cawsey Dennis (1871–1939) and (Herbert) Raymond Dennis (1878–1939) who made Speed King bicycles. They built the bicycles, initially from bought-in parts, and sold them from their shop, The Universal Athletic Stores, in High Street, Guildford. They made their first motor vehicle in 1898, and in 1899, their first car, "The Dennis Light Doctor's Car". Though shown at the National Cycle Show this car was never put into production.

Dennis Brothers Limited 1901 to 1972.

Cars.

After incorporating Dennis Brothers Limited, in which they were given generous financial support by local cyclists and potential motorists, the brothers began car production around 1901. John Dennis built a 30,000 square foot three storey plus basement building in Onslow Street in the centre of Guildford with a lift between floors later known as the Rodboro Buildings. This was the first purpose-built motor vehicle factory in Britain.  Their range of cars was quickly extended to 12hp, 14hp, 16 and 20hp chassis fitted with tourer, town car and limousine bodies. From the Dennis Brothers stand at the 1903 Crystal Palace Motor Show the brothers sold almost £30,000 worth of cars and took many more orders. Larger models followed their first light cars. A 35 hp model in 1906 was powered by a White and Poppe engine. This power unit was soon fitted to all their vehicles.

Worm drive back axle.

Until well into the early years of the twentieth century the back wheels of most vehicles were driven by a chain from each side of a differential fixed to the chassis frame. Dennis Brothers developed and patented a reliable worm drive into a differential mounted on the back axle. Another feature of that period was "spring drive", a torsional shock absorber mounted at the input end of the drive line.

Commercial vehicles.

Commercial vehicle activity increased. Their first was a van for Harrods in London. Dennis made its first bus in 1903 and their first fire engine in 1908 — for Bradford Council Fire Department. The last car was made in 1913 after the Dennis brothers saw there was less competition in the commercial vehicle market.  The rate of growth of the business may be gauged from the regular expansions on their new site at Woodbridge Hill on the outskirts of Guildford — in 1907, 1910, 1912 and 1913. In 1913 Dennis Brothers moved their main operations to a new much larger building of almost four acres on the twelve-acre site at Woodbridge leaving their purpose-built Onslow Street premises solely for repairs. In March 1913 the investing public learnt that Dennis Brothers was a manufacturer of motor-vans, motor-lorries, motor-fire-engines, motor-cars etc. The brothers' offer of shares to the public was substantially over-subscribed and Dennis Brothers Limited became a publicly listed company. Rising international tensions precipitated a major contract for supply of 1,000 3-ton "subsidy" lorries to private buyers on terms set by the War Office. Taking the subsidy obliged the buyer to release the vehicle to the War Office in time of war. Materials had been ordered but no subvention lorries completed when the situation changed.

World War I.

After August 1914's outbreak of hostilities production was reduced to the subvention type 3-ton military lorries, now supplied directly to the War Office, and the Dennis turbine fire engine. The Ministry of Munitions took complete control of the whole business in 1915. New buildings were added to contain the manufacture of munitions.

1920s.

Following 1918's armistice there was a severe glut of war surplus vehicles and a consequent collapse in demand for new trucks. To try to compensate the Dennis product range was expanded into municipal vehicles — dustcarts (refuse collection), street cleaning vehicles, sewage tankers and pumps etc. Municipal vehicles do not suffer from the fluctuations of demand experienced by the overall economy. Buyers tend to replace them at fixed periods so there is an element of longer term planning. While it is a relatively small market it is stable. Motor mowers were added in 1922.  White and Poppe in Coventry had always supplied engines for Dennis Brothers motor vehicles. A takeover had been under consideration before the war but it was not until April 1919 that it was made public Dennis Brothers and White and Poppe had agreed to an exchange of shares in each other's business. The swap gave Dennis Brothers the controlling interest in White and Poppe. Alfred White and Peter Poppe joined the Dennis Brothers board but it was not until March 1933 in the midst of the 1930s depression that engine production was transferred from Coventry to Guildford.  One chassis was used for both lorries and buses. In the 1920s Dennis began to design and build separate chassis for their public service vehicles (buses) with a lower ride height. Pneumatic tyres were introduced. Forward control buses were added to their catalogue in the same decade. Export markets were developed between the wars, particularly vehicles for Hong Kong.

The 1930s.

The decade began with the Great Depression. Diesel engines were in demand for larger commercial vehicles. New Dennis buses were a double-deck Lance and single-deck Lancet. The Dennis Ace, a smaller twenty-seater bus was brought into production in 1933 using the chassis of Dennis's small lorry. The Arrow Minor followed in 1935 and a new Falcon chassis in 1938.  John and Raymond Dennis built 223 houses for their workers, 102 of them on a 20 acres estate in Woodbridge Hill for their Coventry motor workers who brought production of White & Poppe engines to Guildford in 1933. The area took on the name Dennisville. Both brothers died in 1939 and they are commemorated in the names of Dennisville's St John's Road and Raymond Crescent.

Second World War.

During the Second World War the Ministry of Supply restricted Dennis to lorries and allocated bus production to Daimler and Guy. Over that period Dennis built some 3,000 6/8 ton capacity "Max" and 1,500 "Pax" 3-ton lorries, assembled 700 Churchill tanks, 17,000 engines for landing craft, 7,000 fire pumps, 750,000 bombs and 3,000 infantry carriers. Meanwhile,'municipal vehicles' were built for military bases. The plant operated around the clock and the number of workers doubled to 4,000.

1948 Nationalisation of road haulage.

British Road Services, Britain's state-owned road haulage operator, didn't buy any trucks from Dennis. New products were developed but were not attractive to British Road Services. The suppliers to British Road Services were prospering. Leyland, AEC and Foden's technical advances and greater truck experience let them build even better buses to compete with Dennis buses. Only Dennis's light Pax trucks sold well and they went to businesses still permitted to run their own short-distance transport. Yet buses and fire engines remained in demand. The 1940s and 1950s still managed to be Dennis's best years.

The 1950s.

The 1950s saw the introduction of diesel engines and automatic transmissions and bus engines were moved below floors to increase carrying capacity.  After the war bus production began again. 1950 introductions were a passenger chassis named Dominant with a semi-automatic transmission and a horizontally mounted diesel engine and Paxit all-enclosed mechanical rear-loading refuse-collection vehicles. Rolls-Royce diesel engines replaced Dennis petrol engines in the fire engines during 1951. New show vehicles in 1952 included a 51⁄2 litre Centaur chassis with platform body, a Pax chassis with tipping gear and a lightweight body and the Stork chassis.  The AV1, a new diesel ambulance chassis, returned ambulances to the Dennis product line-up during 1954. The next year an updated heavy fire engine chassis received Rolls-Royce fully automatic gearboxes.  They were not yet in production but Dennis revealed their plans for new Loline model doubledeck buses at the end of 1956. Built with Dennis components they used a patented Bristol Lodekka chassis. The Dennis version was for the independent section of the market Bristol was unable to supply. During 1957 sales in both home and export markets fell. Demand for commercial vehicles did not recover after the Suez Crisis. The new Loline buses were in service and a variant new chassis was now available with front entry providing driver control of the door.

The 1960s.

In the 1960s engines moved to the back of the buses.  In May 1962, Dennis bought the fire appliance division of Hawker Siddeley Group's Alfred Miles. In April 1964 tractor manufacturer Mercury Truck & Tractor Company, Mercury Airfield Equipment that manufactured airport tugs and later baggage trailers and ground units, and Mercury Snow Control were purchased.  Potential passenger customers preferred their new vehicles front-entrance and rear-engined and Dennis had no bus in production to meet those requirements. Dennis chose to end bus manufacture in 1965 and concentrate on lorries which also faced declining demand.  In late 1965 a significant block of shareholders dissatisfied with the performance of their business asked that Dennis Brothers cease production and liquidate its assets. The disputes ended when the rebels were unable to find a buyer for the Dennis business at an acceptable price. Major changes were made to management and to the directorate. The following year turnover grew again and profits seemed to have made improvement. New capital was found for an expansion and modernisation programme and twelve months later the new chairman reported activities had been split into six clear-cut divisions and claimed they were "poised for recovery".  The shareholders were faced with continuing losses. Responding to their invitation John King of Pollard Ball took up the challenge and accepted the position of chairman of the board. Julian Amery, a former Minister of Aviation, joined the board as did a new CEO and a new finance director. The workforce of 1,300 was cut by 150, mostly white-collar workers. A banker was added to the directorate.  At King's suggestion Dennis Motor Holdings, was formed on 15 January 1970 as a holding company with all part-time directors. In June the chairman announced much greater losses in the subsequent half year but he remained optimistic. They listed their products as: commercial vehicles, fire engines, refuse collection vehicles and aircraft tractors.  In 1971/72, Dennis sold 101 houses in Slyfield's Woking Road and in Midleton Road, Dennisville.

Hestair Group.

Dennis Motors 1972 to 1977.

In March 1972 Hestair made a successful takeover bid for Dennis Motor Holdings. It took effect in May 1972. With Dennis came 35 acres of sprawling red brick factory on the Guildford by-pass. Hestair announced it intended to sell surplus land.  Hestair was a new industrial investment vehicle managed by David Hargreaves. It had purchased street sweeper bodybuilder Yorkshire Vehicles and garbage truck bodybuilder Eagle Engineering in 1971. Hestair's other interests were agricultural engineering, toys and employment bureaux.  Dennis Motor Holdings was renamed Dennis Motors Limited and with Eagle and Yorkshire Vehicles, managed as the Vehicle Division of Hestair Engineering.  In June 1972 the manufacture of trucks for haulage ceased. In September Hestair sold Dennis' Mercury towing tractors and motor mowers to Marshalls (Halifax) and new plant was bought for the Guildford factory.  Envec, an acronym for Environmental Vehicles, was chosen as the new brand name for marketing the municipal vehicles built by Dennis Motors, Eagle Engineering and Yorkshire Vehicles.  Non-specialist truck production for general haulage resumed in 1974 after a break of two years. New rear-engined single-decker and double-decker buses were announced in August 1977 after a bus-building break of eleven years. At the time of the announcement the workforce was 875 and Dennis Motors remained Guildford's largest employer. The first new bus was the Dominator with a double-deck body followed by more new buses named Dorchester, Lancet and Falcon. The Falcon chassis took either single or double-deck bodies. All these names belonged to previous successful Dennis models. A new range of fire appliances, the R series, went into production in 1976. A single specialist fire engine chassis on which modular body units could be mounted it was complementary to the existing range.  On 31 December 1977 Dennis Motors Limited was renamed Hestair Dennis Limited.

Hestair Dennis 1977 to 1985.

The former Dennis Motors business was renamed Hestair Dennis by August 1977. A Queen's Award for Export was received in 1978. In February 1980 John Smith, the managing director of Hestair Dennis, was jailed for life in Baghdad for paying "huge amounts for commercial deals and secret information". Four of the Iraqis with him were hanged. He was not released until February 1988.  "Phoenix" was added as a brand name to all Dennis Eagle refuse collectors during 1978.  The Delta 1600 series trucks were launched, middleweight 16 tonne vehicles for tipper and haulage applications.  In February 1983, Hestair Dennis purchased Duple Coachbuilders. Between the two Hestair could produce complete vehicles with the new Duple-developed integrated body-chassis units. Duple owned Duple Metsec in Tipton, suppliers of bus body kits for assembly overseas. Hestair Duple 425 was displayed in October 1984 and in production a year later powered by Cummins engines. On 10 December 1985 Hestair Dennis Limited was renamed Dennis Specialist Vehicles Limited and again on 3 February 1986 to Hestair Specialist Vehicles Limited.

Special-vehicle division.

Production moves to Warwick, Worcester, Blackpool.

In late 1985 a new 125,000 square foot Dennis Eagle plant on the Heathcote Industrial Estate in Warwick opened, taking over the building of Dennis municipal vehicle chassis and the matching Eagle bodies. Construction of chassis for buses and coaches as well as fire appliances remained at Guildford but that factory lost 600 jobs. Building of fire appliance bodies was moved to Carmichael Fire in Worcester and all cabs to Duple at Blackpool.  The re-organisation cost around £4 million covered by the sale of part of the original Dennis site. The Guildford workforce dropped from 700 to 400. Still one of Europe's largest builders of fire appliance chassis Dennis Specialist Vehicles was running at a loss.  In the 1980s bus engines stayed beneath the floor but were moved as far back as possible to release luggage space. At the October 1986 Commercial Motor Show Dennis introduced its Javelin design using a 6-cylinder Cummins engine mounted forward of the axle. Previous models had used Gardner engines.  The fire engineering division was closed and requirements contracted out to Carmichael in Worcester. At this time Dennis claimed 65 per cent of the fire engine market. John Dennis of the founders' family, previously coach and truck sales manager, left and set up John Dennis Coachbuilders to build complete fire engine bodies.  The remaining business was the manufacture of chassis for fire appliances and public service vehicles. Almost all the 35 acre Woodbridge Hill site was sold.  At the October 1988 Motor Show Dennis and Duple displayed their new Dennis Dart midibus.

Management buy-out.

At the end of 1988 the Vehicle Division of Hestair Engineering comprised:

Trinity Holdings.

Trinity Holdings 1989 renamed Dennis Group in 1997.

Trinity Holdings, the management of the Vehicle Division of Hestair Engineering with the backing of banking institutions, bought Dennis from Hestair. Geoff Hollyhead, former head of the Vehicle Division, led the management buyout and was appointed chairman and CEO. The stated intention was to relist the Dennis group back on the London Stock Exchange.  Hestair Specialist Vehicles Limited was reamed Specialist Vehicles Limited on 7 March 1989.  Duple Coachbuilders was closed down in July 1989 with 350 jobs lost. The parts and service business went to Plaxton, production of the 300 series and 425 Integral followed parts and service to Plaxton later. Plaxton took the Duple sites in London, Blackpool and Glasgow to enlarge their spares and repairs network. Dennis and Duple had developed the Dart, a midibus bought by London Transport as a one-man operated bus to replace their AEC Routemasters. At the end of 1989 Dart bodywork production moved from the closed Duple to Carlyle Works in Birmingham. The Dart was followed by the Lance which used independent front suspension to allow a low floor halfway down the vehicle.  The next year Guildford factory moved to Slyfield Industrial Estate and into new premises allowing room to increase production. The work force was more than 300. Shelvoke's design rights were bought from the receiver in September 1991 and their parts and service depots at Merthyr Tydfil and Birmingham were taken over. Dennis now had 27 service outlets.  Carmichael Fire, a rival manufacturer of a range extending from Land Rover based fire tenders up to 8 x 8 airfield crash tenders, was rescued from its parent's receiver in 1992. Carmichael was sold in 1998 shortly after Mayflower took control.  As intended Trinity Holdings was successfully floated in 1992. At that time it was described as a group of famous motor engineering names including Dennis fire engines, buses and dustcarts, Duple bus kits and Reliance Mercury airport tenders. Trinity claimed it was Europe's largest specialist vehicle producer making specialised products for niche markets. Dennis held 40 per cent of the British fire engine market, the Dart mid-sized bus was Britain's biggest seller.  In 1993, Trinity entered a joint venture with UMW in Malaysia to build buses in Malaysia from Guildford built chassis kits and Duple Metsec body kits. Trinity withdrew from the venture in 1998. In December 1995, Trinity purchased the aircraft and cargo handling division of ML Holdings: Douglas Equipment and Schopf.  In October 1997 Trinity rebranded itself as the Dennis Group. It also revealed an order from Stagecoach Group for 100 Dennis Dart double-decker buses. In the first half of 1997, it produced made more than 1,000 buses and fire engines, restructured the assembly plant at Warwick and expanded its Guildford plant increasing capacity 25 per cent.

Low-floor bus chassis.

Henlys Group, the new name for Plaxton, made buses which it often mounted on Dennis chassis. For some years they had together made double-deckers for Hong Kong and British Columbia and mini-buses for English customers. The Dennis and Henlys combined production held 40 per cent of the British market. Combined along with third partner Volvo they held the biggest share of the US market. It seemed logical to put the Henlys and Dennis businesses together and Henlys made an offer to Dennis Group shareholders.  Mayflower, an engineering group that owned bus bodybuilder Walter Alexander, felt threatened by the almost-completed Henlys-Dennis tie up and launched a bid for Dennis. Volvo responded by announcing its backing for the Henlys Dennis merger. Mayflower revealed a proposed alliance with Daimler-Benz including collaboration on development of chassis, technical support, power unit supply and worldwide distribution.  Mayflower was angling for the Dennis-Henlys (and Volvo) strong position in the US bus market. It was believed Dennis's low-floor bus chassis design would fit the expected US demand for wheelchair-friendly buses and less polluting bus engines. That market was estimated to be around 15,000 vehicles each year. Mayflower's other core division, Mayflower Vehicle Systems, supplied panels to European and US manufacturers.  Mayflower won the contested takeover bid for Dennis Group and within a few months disposed of two Dennis subsidiaries it did not want. Subsequent events showed Mayflower paid too much for Dennis.

Divestments.

Henlys unable to buy Dennis bought, with Volvo's backing, which held 40 per cent of the US yellow school bus market. The deal also won Henlys the Blue Bird distribution system. However within five years the too high price Henlys paid for Blue Bird would lead to Henlys' financial collapse.

Transbus International.

Joint venture.

In 2000 Mayflower (Dennis and Alexander brands) and Henlys Group (Plaxton), aiming to save overheads, merged their British bus-making operations into a joint venture owned 70 per cent by Mayflower and 30 per cent by Henlys. The factories concerned employed 3,300 staff in seven places in Scotland and Yorkshire.  Plaxton's Scarborough operations was to close in the summer of 2001 with the loss of 700 jobs blamed on the fall in tourism after the foot and mouth epidemic broke out. Minibuses production was moved to Walter Alexander at Falkirk. However the Scarborough factory did not close altogether, 200 staff were to return to work after the summer break.  At the end of 2002 Mayflower terminated Thomas Dennis, its three-year-old North American low-floor single-decker buses joint venture, selling its 49 per cent interest to partner DaimlerChrysler. Mayflower stated it wanted to concentrate on double-deckers, citing the success of their double-decker fleets in New York and Vancouver.  Mayflower was valued at £700 million in 1999. By March 2004 that stockmarket valuation had fallen to £22 million. The following month Mayflower was placed in administration amid accusations of four years of falsifying crucial company records as to customers' payments to HSBC, counting the same income twice. One outcome was that certain members of the Dennis pension fund would receive only 40 per cent of their pensions though others would continue to receive their full entitlement.  Transbus Alexander and Transbus Dennis were bought by a consortium which included David Murray, Brian Souter and Ann Gloag, and was branded Alexander Dennis.  Transbus Plaxton was sold to its managers, Brian Davidson and Mike Keane with the support of a private equity group. In 2007 Plaxton Holdings was acquired by Alexander Dennis effectively recreating the TransBus International business.  The company incorporated as Dennis Motor Holdings in 1970 to save boardroom disputes having subsequently worn new names of:

Products.

Fire engines.

Dennis fire engines were noted, from their 1908 outset, for their use of a Gwynnes made centrifugal pump or 'turbine' as a water pump, rather than the piston pumps used by other makers. This was more complex to build than the long-established piston pumps, but had advantages in operation. Where water was supplied under pressure from a hydrant, rather than by suction from a pond, this additional pressure was boosted through the centrifugal pump, whereas a piston pump would have throttled it. Piston pumps also gave a pulsating outlet pressure which required an air-filled receiver to even this out.  The Karnataka Fire and Emergency Services owns a pumper that was built by Dennis Brothers and delivered to the erstwhile Kingdom of Mysore in 1925 from England.

Military vehicles of World War I.

Over 7,000 Dennis 3-Ton lorries were built for the War Department during World War I. These 3-Ton lorries could reach 55 miles per hour and climb gradients as steep as 1 in 6.

Buses.

Refuse trucks.

Dennis were noted as specialist makers of refuse collection trucks, with compactors, bin lifters, tipper-body emptying and other specialised features for this market. The same market is now served by Dennis Eagle.  Conceived to meet a requirement for a simple easily produced and maintained alternative to the effective but costly and complicated Quad 4 x 4 tractor, the Dennis design steered on the first pair of wheels but dispensed with springs, substituting six oversized tyres for conventional suspension.

Military vehicles of World War II.

A centre-control driving position in a shallow lightly armoured body provided with ammunition lockers and sheltered under an overall canvas tilt resulted in a vehicle not instantly recognisable as truck. (Prototypes used a box body in place of the simple platform and conventional cab). Early models were powered by twin coupled Bedford engines but the final design was powered by a powerful Leyland 9.8 litre engine. Length was 20 feet (6 metres), height 7ft 6 inches (2.3 metres) high.  Despite promising test results no production order was forthcoming.

Dennis Brothers Limited was an English manufacturer of commercial vehicles based in Guildford. It is best remembered as a manufacturer of buses, fire engines and lorries (trucks) and municipal vehicles such as dustcarts. All vehicles were made to order to the customer's requirements and more strongly built than mass production equivalents. For most of the 20th century Dennis Brothers was Guildford's main employer.

Dennis Specialist Vehicles Limited est un constructeur de véhicules anglais, basé à Guildford dans le comté de Surrey. Elle fut fondée en 1895 par John et Raymond Dennis, deux frères, qui lui donnèrent leur nom.


Early life.

William Whiting was born on March 22, 1824, in the coastal community of Biloxi in southern Mississippi. At the age of twelve, he was an outstanding student and graduate of English High School of Boston in Boston, Massachusetts. At sixteen, he graduated from Georgetown College (now University) in Washington, D.C. The son of Lieutenant Colonel Levi Whiting, a respected officer in the 1st Artillery Regiment, and Mary A. Whiting, he continued to impress his instructors at the United States Military Academy at West Point, New York, from which he graduated first in the class of 1845.  Appointed Second Lieutenant of Engineers, Whiting was involved in constructing seacoast defenses in Maryland and Florida and surveying military routes and frontier forts in west Texas. Whiting served at Fort Davis, Texas. He was the first to survey the Big Bend area for the U.S. Army. Promoted to First Lieutenant in 1853, Whiting was sent west, erecting harbor fortifications in San Francisco, California, and serving on the board of engineers for Pacific coast defenses until 1856. Lt. Whiting spent the five years before the Civil War improving rivers, canals, and harbors in North Carolina, South Carolina, Georgia, and Florida. He was promoted to Captain in the Corps of Engineers in 1858.

Civil War.

In January 1861, Captain Whiting was an engineer responsible for US Army installations in Georgia and Florida. As Georgia and Florida state militia seized these sites by force, Whiting took no discernible action. On January 3, Whiting received information that Georgia was moving to take Fort Marion, but he made no effort to warn the garrison there or its commander. By the end of the month, more than half a dozen U.S. Army forts, arsenals, and barracks had fallen to state forces without any action by Whiting.  Whiting resigned his commission February 20, 1861, in the weeks before Fort Sumter. He was appointed Major of Engineers in the ACSA, the regular Confederate States Army, on March 16. While improving the defenses of Charleston harbor he was also named Brigadier and Inspector General of the North Carolina Militia. During the first Battle of Fort Sumter he served on the staff of General P.G.T. Beauregard, who praised his work. Later Whiting served under General Joseph E. Johnston as Chief Engineer of the Army of the Shenandoah and at the First Battle of Bull Run. After a brief service as Inspector General he was promoted to Brigadier General on July 21, 1861, and became a brigade commander serving in the Aquia District under Major General Theophilus H. Holmes.  On December 19 Whiting sent a letter to President Jefferson Davis declining his assignment to command five fresh Mississippi regiments and instead gave unsolicited advice and criticism to his superiors. Davis, himself a Mississippian, ordered the suspension of Whiting from his rank and position, effectively demoting him to Major of Engineers again. It was only due to General Joe Johnston's hearty requests and protests that Whiting was reinstated to his rank.  By early 1862, Whiting had been assigned to Maj. Gen Gustavus W. Smith's division in Fredericksburg, a division that Whiting led during Smith's absences. The division comprised the commands of several brigadier generals who would distinguish themselves over the course of the war; notably John Bell Hood, Wade Hampton III, Evander Law, and colonel Dorsey Pender.  During the Peninsula Campaign, Whiting accompanied Johnston to Yorktown to examine the fortifications built by general John B. Magruder. His division was present during the month-long siege. On the Confederate withdraw from Yorktown to Richmond, Whiting's men were responsible for blocking a Union flanking maneuver by sea, at the Battle of Eltham's Landing.  A few days before the Battle of Seven Pines, Johnston named Smith as a wing commander and Whiting assumed operational command of the division during the battle. Whiting attempted to flank Union general Darius Couch's position, but was stopped by the arrival of Brig. Gen John Sedgwick's division, which resisted repeated Confederate attacks. After Joe Johnston was wounded, Gustavus Smith became temporary army commander, but suffered from illness and a nervous breakdown, forcing him to step down and cede command of the army to General Robert E. Lee. Whiting became permanent division commander following an army reorganization that left him with only two brigades instead of the five he had at Seven Pines. During the Battle of Gaines Mill, Whiting's division performed the decisive breakthrough of the Union lines at Boatswain's Creek. At Malvern Hill, he participated in the futile assault on the massed Union artillery atop the hill. After the Seven Days Battles were over, Robert E. Lee was dissatisfied with Whiting's performance and replaced him with Brig. Gen John Bell Hood.  Whiting was assigned to command the more peaceful Military District of Wilmington, North Carolina. Finally promoted to Major General on February 13, 1863, Whiting was assigned command of the Department of North Carolina and Southern Virginia, briefly taking over the Petersburg Defenses in May 1864. By late 1864, Whiting found himself defending the district against forces under Maj. Gen. Alfred Howe Terry in the Wilmington Campaign. Wounded in the right thigh and hip he was captured in the Second Battle of Fort Fisher. Angry that his superior, General Braxton Bragg, failed to use the division of Maj. Gen. Robert Hoke to attack the Federal rear while the fort was under assault, Whiting requested an investigation of his superior's actions from his prison cell.  Taken prisoner with the rest of fort's defenders, and weakened by war service and the injuries suffered at Fort Fisher, Whiting died of dysentery at the Union military hospital at Fort Columbus on Governors Island in New York City on March 10, 1865. He was buried a few miles distant at Green-Wood Cemetery in Brooklyn. His widow, Kate, had his body exhumed in 1900 and moved to Oakdale Cemetery in Wilmington, North Carolina.  Whiting's brother, Major Jasper Strong Whiting, died of scarlet fever on December 25, 1862. Another brother, Robert Edward Kerr Whiting, was later in charge of Woodlawn Cemetery in Westchester County (now the Bronx).  Whiting is posthumously credited with the authorship of several works, which are:  On July 23, 2012, the Cape Fear Museum in Wilmington unveiled Whiting's uniform for exhibition.

William Henry Chase Whiting (March 22, 1824 – March 10, 1865) was a United States Army officer who resigned after 16 years of service in the Army Corps of Engineers to serve in the Confederate States Army during the American Civil War. He was wounded at the Second Battle of Fort Fisher by a musket ball to his leg, and died in prison camp on March 10, 1865, of dysentery.

William Henry Chase Whiting, né le et mort le, est un officier de l'armée des États-Unis qui a démissionné après seize années de service dans le Corps des ingénieurs de l'armée des États-Unis pour servir dans l'armée des États confédérés pendant la guerre de Sécession. Il est notable pour sa défense du Fort Fisher.


Early life.

Johan Ludvig was the son of Johan Georg Holstein, who would himself become Danish prime minister, and Ida Frederikke Joachime of the Bülow family. He was born on 7 September 1694, at the Lübz castle which belonged to his maternal grandmother. His tutors during his upbringing included J. W. Schröder who later would go on to tutor Christian VI of Denmark. In 1711 his father sent him to Hamburg where he studied with Johann Albert Fabricius for a year. Subsequently, he studied and traveled at various places in Germany, the Netherlands, France and England until 1716, when he became a courtier and civil servant in Denmark.

Career in Denmark.

He obtained the position of marshal of the court to Crown Prince Christian (later King Christian VI) in 1721. In 1727, he became a member of the College of Missions where his father was president, and the same year he also became director of the "Waisenhuset", an orphanage King Frederick IV founded that year.  When Christian VI became king in 1730, he appointed Holstein "stiftsamtmand" ("amtmann" and co-administrator of the diocese with the bishop) of Zealand and "amtmann" of Copenhagen and Roskilde. In February 1734, he was appointed Minister of Finance. As the new king soon became disappointed in the men he originally had chosen to lead the chanceries, he appointed Holstein leading secretary of the Danish chancery (a position often known as Minister of State) on 12 May 1735, replacing Iver Rosenkrantz. At the same time, he became member of the king's council ("Konseillet"). In 1740, he also replaced Rosenkrantz as patron of the University of Copenhagen. In 1757, he additionally became first member of a special agricultural committee which was operative for several years.  Holstein was in regular correspondence with the King about daily affairs and matters with which the King was occupied.

Religious and scientific interests.

Holstein was deeply religious with pietistic leanings. In his older days he studied Greek in order to be able to read the New Testament in its original language. He also studied philosophy and history. Francis Bacon was among the philosophers he read, and he corresponded with Johann Lorenz von Mosheim and Johann Matthias Gesner. In Denmark, he was in contact with historians Hans Gram and Andreas Hojer.  With the permission of the King, Holstein and Gram founded the Royal Danish Academy of Sciences and Letters on 13 November 1742. He served as president of the Academy for the rest of his lifetime and the meetings were held at his residence. The academy opted right from the beginning to publish in Danish rather than German, even though German was Holstein's mother tongue as well as the language of many academics in Denmark at that time.

Personal life and Ledreborg.

Holstein married Hedevig Vind (1707–1756), a Danish noblewoman, in 1733. They had three children, among them Christian Frederik Holstein. With the help of her inheritance, capital obtained from selling his properties in Mecklenburg, and his income as a civil servant Holstein was able to buy land in the Ledreborg area, where he built the Ledreborg mansion. Ledreborg was first established as a "stamhus" (family seat) and in 1750 converted into a comital trust (Danish: "lensgrevskap").  At his death Holstein left a library of 20,000 books, as well as a collection of handwritten manuscripts. Both are now in the Royal Library in Copenhagen.

Johan Ludvig Holstein, Lensgreve til Ledreborg (7 September 1694 – 29 January 1763) was a Danish Minister of state from 1735 to 1751. The Danish colony Holsteinsborg on Greenland (now Sisimiut), was named after him.

Johan Ludvig von Holstein, comte de Holstein-Ledreborg, né le et mort le, est un secrétaire d'État et chancelier danois, fondateur de l'Académie royale danoise des sciences et des lettres en 1742.


The street.

The "downriver" end meets Canal Street. On the other side of Canal Street in the French Quarter, the corresponding street is Royal Street. From Canal Street, St. Charles runs up through the New Orleans Central Business District, then the length of Uptown New Orleans, reflecting the crescent curve of the Mississippi River but at a distance inland. It continues to the Carrollton neighborhood, ending one block past Carrollton Avenue where it intersects with Leake Street/River Road at the foot of the Mississippi River levee.  From Canal Street to Lee Circle, St. Charles Avenue is properly called St. Charles Street and is one way in the upriver direction with two lanes of traffic, with the streetcar track sharing right-of-way with one lane of motor vehicle traffic. From Lee Circle to Louisiana Avenue it has two lanes of traffic in each direction with two streetcar rail lines on the grassy tree-lined median ("neutral ground" in local parlance). From Louisiana Avenue to Carrollton Avenue it has one lane of traffic in each direction plus the streetcar neutral ground. The streetcar line turns inland at Carrollton Avenue to follow the thoroughfare, while the final stretch continues the final short block to River Road.  Major intersections, from east to west, include: Canal Street, Poydras Street, Lee Circle/Howard Avenue, Martin Luther King Jr. Boulevard/Melpomene Avenue, Jackson Avenue, Washington Avenue, Louisiana Avenue, Napoleon Avenue, Jefferson Avenue, Nashville Avenue, Broadway Street, Carrollton Avenue, and Leake Avenue.

History.

For the first half of the 19th century, the portion of St. Charles above Lee Circle (then "Tivoli Circle") was known as Nyades Street. The lower portion was and is an important corridor in the Central Business District. Historically-significant buildings include Gallier Hall, which was City Hall until the 1950s.  The street was laid out atop a slight rise, the remains of an old natural levee, in connection with the construction of the New Orleans and Carrollton Railroad, which became the St. Charles Streetcar Line. The long traffic avenue originally used for horse-drawn buggies and wagons, with public rail transit running down the center, helped fuel the development of Uptown in the 19th century.  In 1889, writer Martha R. Field observed that "St. Charles Avenue is seven miles long, and is paved with asphalt its entire length" and was lined "with beautiful homes."  St. Charles Avenue was the favored site for construction of mansions by the wealthy from the mid 19th century through the early years of the 20th century. A number of the old mansions were torn down in the mid- and late 20th century, until the area was declared an historic district. Many of the surviving ones have been divided into condominiums or rental apartments; others have been utilized as businesses, small hotels, and a library, while some remain individually-owned residences.  In early 1999, an effort by the New Orleans Police Department was made to clean up the Avenue and the blocks north, which were beginning to show signs of seediness. The illegal drug industry was pushed back into Central City.  During the 2005 flooding of the majority of New Orleans due to levee failures caused by Hurricane Katrina, St. Charles Avenue and the portion of Uptown closer to the Mississippi River escaped significant flooding.

Prominent buildings.

Notable buildings along St. Charles Avenue include several hotels, perhaps the most famous still in business being the Pontchartrain Hotel, in business since 1927. The Columns Hotel is a small hotel in a 19th-century mansion; part of the film "Pretty Baby" was made here.  The St. Charles Hotel, near Canal Street, was one of the city's two most well-known hotels through most of the 19th and early 20th centuries; it was torn down in the 1970s. (The other was the St. Louis Hotel in the French Quarter, which was replaced in the 20th century by the Royal Orleans.) The former Bienville Hotel on Lee Circle is now an apartment building.  The headquarters of the United Fruit Company was on St. Charles Avenue in the Central Business District.  The former mansion of silent-film star Marguerite Clark is now the Milton Latter Memorial branch of the New Orleans Public Library.  The facades of both Tulane University and Loyola University New Orleans are located on St. Charles Avenue, opposite Audubon Park.

St. Charles Avenue () is a thoroughfare in New Orleans, Louisiana, U.S. and the home of the St. Charles Streetcar Line. It is also famous for the dozens of mansions that adorn the tree-lined boulevard for much of the uptown section of the boulevard.

La St. Charles Avenue (« avenue Saint-Charles ») est une artère de La Nouvelle-Orléans en Louisiane, aux États-Unis. L'une des lignes du tramway de La Nouvelle-Orléans et une partie de la parade du Mardi gras empruntent cette voie.


Location.

Roma Trastevere railway station is situated at Piazza Flavio Biondo, southwest of the city centre. It is at the southern end of the Trastevere district, close to the districts of Marconi and Portuense.

History.

The original Roma Trastevere railway station was more centrally located, at Piazza Ippolito Nievo. That station replaced the Roma Porta Portese railway station, which had been opened on 24 April 1859, upon the inauguration of the Rome–Civitavecchia section of the Pisa–Livorno–Rome railway.  The present station was opened on 1 May 1911, together with minor deviations of both the Pisa–Livorno–Rome railway and the Rome–Capranica–Viterbo railway. The old station continued to operate until 1950 as a goods yard and rolling stock workshop. Its site is now occupied by the FS Experimental Institute.  In recent years, the present station has been the subject of renovations and improvements commissioned by Centostazioni.

Features.

Roma Trastevere's passenger building was designed by Paolo Bo. It is a large structure made up of several conjoined sections, ranging from two to four storeys in height. The ground floor level of the central section provides various facilities to passengers.  The station has six through tracks faced by platforms fitted with shelters and connected by a subway. Operationally, it was previously classified as a junction station, but in 1990 it was downgraded to the status of a stopping point.  Today, the Ferrovie regionali del Lazio FR1, FR3 and FR5 commuter lines all pass through the station, which is also planned to be an interchange with the proposed Line D of the Metropolitana di Roma.

External links.

"This article is based upon a translation of the as at December 2010."

Roma Trastevere railway station () is a major railway station serving the city and "comune" of Rome, Italy. Opened in 1911, it forms part of the Pisa–Livorno–Rome, Rome–Capranica–Viterbo and Rome–Fiumicino railways.

La gare de Rome-Trastevere est une gare de Rome située dans le quartier du Trastevere à l'ouest de la ville.