Le M/S Song of Norway (renommé ultérieurement Sundream, Dream Princess, Dream, Clipper Pearl, Clipper Pacific, Festival, Ocean Pearl, Formosa Queen) est un des premiers navires construits spécialement comme bateau de croisière. Il entre en service en 1970, armé par la compagnie Royal Caribbean International dont il est le premier vaisseau, et est démantelé en 2014, après avoir servi de casino flottant ses dernières années.

Caractéristiques
Le navire a à sa mise à l'eau une jauge brute de  et peut transporter . Après un radoub de 1978, il est rallongé de 85 pieds, pour atteindre une capacité de  et une jauge de .

Histoire

Il est construit à Helsinki, en Finlande, en 1970. Nommé Song of Norway, il est le premier navire qu'investit le croisiériste Royal Caribbean International. Il embarque des passagers pour des croisières de sept ou quatorze jours au départ de Miami. Il est le premier paquebot à desservir le complexe hôtelier Royal Caribbean de Labadee, en Haïti.

En 1996, dépassé par les navires considérablement plus gros de la flotte de Royal Caribbean International, il est vendu à Sun Cruises (aujourd'hui intégré dans Thomas Cook AG), qui l'exploite sous le nom de Sundream.

En octobre 2004, il est vendu à la compagnie israélienne Caspi Cruises qui le réaménage et le renomme M/S Dream Princess. Il opère pour la saison 2005 depuis Haïfa, effectuant des croisières de quatre nuits entre Haïfa et Alanya, Rhodes et Larnaca, poussant parfois à Marmaris ou Santorin. En janvier 2006, le navire est utilisé pour héberger des étudiants de l'Université Tulane après que l'ouragan Katrina a frappé la Nouvelle-Orléans.

Le 18 septembre 2007, alors qu'il est ancré dans le port de Rhodes, le paquebot prend une gîte de 10 degrés. Quatre membres d'équipage sont arrêtés, soupçonnés d'avoir délibérément échoué le navire. Les plongeurs enquêtant sur l'incident découvrent que les écoutilles de la coque conçues pour évacuer les déchets non traités dans l'océan, avaient été grossièrement bouchées avec des morceaux de bois, pour empêcher le rejet.

Deux mois plus tard, sous des vents violents le Dream Princess rompt ses amarres et entre en collision avec un cargo adjacent. L'incident cause des dommages mineurs aux deux navires.

En novembre 2007, il est racheté par Pearl Owner Ltd., une société du groupe Clipper au Danemark, basée aux Bahamas. Après un réaménagement en Turquie et à Malte, le navire est rebaptisé Clipper Pacific et exploité par l'organisation Peace Boat, pour laquelle il fait le tour du monde au départ du Japon. Des avaries répétées interrompent son périple au Pirée, en Grèce. À nouveau vendu, il est renommé Festival, puis Clipper Pearl et Clipper Pacific.

Le 16 juillet 2008, le Clipper Pacific est placé sous séquestre à New York par les garde-côtes des États-Unis pour de nombreuses infractions à la sécurité, notamment une coque qui fuit. D'autres réparations importantes sont effectuées en cale sèche à Tampa, en Floride, où de nouveaux problèmes de sécurité sont découverts.

Il reprend du service comme paquebot de croisière en 2009 pour Caspi Cruises sur la Méditerranée, et à partir de 2010 pour Happy Cruises de Quail Travel sous le nom de M/V Ocean Pearl. La faillite de cette société le bloque en pleine croisière, à Malaga, en Espagne.

En avril 2012, le M/S Ocean Pearl est vendu pour être utilisé en Chine comme casino flottant. Il est rebaptisé Formosa Queen et exploité par Asia Star Cruises.

En novembre 2013 enfin, le navire est vendu à des ferrailleurs. Il est démantelé en Chine en 2014.

Galerie

Liens externes
 Photographies professionnelles du navire sur le site shippotting.com ;
 Cartes postales et autres photographies.

Références

Bateau lancé en 1969
Paquebot de croisière
Navire démoli en 2014
Navire construit à Helsinki
Royal Caribbean International

M/S Song of Norway


L'équipe de Trinité-et-Tobago féminine de hockey sur gazon représente Trinité-et-Tobago dans les compétitions internationales féminines de hockey sur gazon.

Histoire dans les tournois

Jeux panaméricains
 1987 -  place
 1991 -  place
 1995 -  place
 1999 -  place
 2003 -  place
 2011 -  place

Coupe d'Amérique
 2004 -  place
 2009 -  place
 2013 -  place
 2022 - Qualifiée

Jeux d'Amérique centrale et des Caraïbes
 1986 -
 1990 -
 1993 -
 2002 -
 2006 -  place
 2010 -
 2014 -  place
 2018 -
 2022 - Qualifiée

Challenge d'Amérique
 2021 -

Jeux du Commonwealth
 1998 -  place
 2010 -  place
 2014 -  place

Ligue mondiale
 2012-2013 -  place
 2014-2015 -  place
 2016-2017 -  place

Composition

Actuelle
La composition suivante de Trinité-et-Tobago pour la Coupe d'Amérique 2022 à Santiago du 19 au 30 janvier 2022.

Entraîneur :  Anthony Marcano

Références

Hockey sur gazon
Trinité-et-Tobago
Hockey sur gazon à Trinité-et-Tobago

Équipe de Trinité-et-Tobago féminine de hockey sur gazon


ගොඩබිමින් වටවූ ස්වභාවිකව විශාල මිරිදිය ජලස්කන්ධයක් රැස්වන භූ අවපාතයන් විල් නම් වේ.ලොව විශාලම විල ලෙස 'සුපීරියල්' විල හැදින්වේ.එමෙන්ම ටිටිකාකා විල යනු ලොව උසම ස්ථානයක පිහිටි විලයි.ලෝකයේ සෑම මහද්වීපයක් පාහේම විල් දක්නට ඇත.ආසියාවේ බයිකල් විල,උතුරු ඇමෙරිකාවේ පංච මහා විල්,යුරෝපයේ ලැඩගෝ විල,අප්‍රිකාවේ වික්ටෝරියා විල,දකුණු ඇමෙරිකාවේ ටිටිකාකා විල,උදාහරණ ලෙස ගත හැකියි.ඇතැම් විල් කරදියෙන් පිරුනු විශාල එවා වෙයි.ඒවාඅභ්‍යන්‍තර මුහුදුලෙස හැදින්වේ.

විල්


La microrregión de Vale do Rio dos Bois es una de las microrregiones del estado brasileño de Goiás perteneciente a la mesorregión Sur Goiano. Su población fue estimada en 2006 por el IBGE en 110.423 habitantes y está dividida en trece municipios. Posee un área total de 13.608,603 km². Siendo el municipio más poblado Palmeiras de Goiás.

Municipios
 Acreúna
 Campestre de Goiás
 Cezarina
 Edealina
 Edéia
 Indiara
 Jandaia
 Palmeiras de Goiás
 Palminópolis
 Paraúna
 São João da Paraúna
 Turvelândia
 Varjão

Microrregiones de Goiás

Microrregión de Vale do Rio dos Bois


Neidenfjorden (nordsamisk: Njávdánvuotna, kvensk og finsk: Näätämönvuono) er en delfjord af Kjøfjorden, en fjordarm af Varangerfjorden i Sør-Varanger kommune i Troms og Finnmark fylke i Norge. Fjorden har indløb mellem Braselvneset i vest og Buholmen i øst og strækker sig 6,5 kilometer mod sydvest, til starten på Munkefjorden i enden av fjorden.

Der ligger enkelte gårde på begge sider af fjorden, men primært på østsiden hvor blandt andet den lille bebyggelse Stonga ligger. Fjorden ender i syd ved udmundingen af Neidenelva som kommer fra vestsiden ved Mikkelsnes.

Europavej E6 går langs østsiden af fjorden.

Referanser

Fjorde i Troms og Finnmark
Sør-Varanger
Varangerfjorden

Neidenfjorden


El SMS Hansa fue el primer ironclad construido en Alemania, ya que los anteriores buques de este tipo de la Kaiserliche Marine eran de construcción francesa o británica. Recibió su nombre en honor a la Liga Hanseática, conocida en alemán simplemente como Hanse y latinizada como Hansa. El buque fue botado el 26 de octubre de 1872 y asignado en la Armada Imperial el 19 de mayo de 1875. Diseñado para el servicio oceánico, el Hansa estaba clasificado como corbeta blindada y tenía un armamento de ocho cañones de 210 mm/L19 en batería central.

El Hansa sirvió únicamente durante sus primeros nueve años con la flota alemana. En 1884, se descubrió que el hierro de su casco sufría graves problemas de corrosión, lo cual provocó que fuera retirado del servicio y fuera utilizado en distintos roles secundarios. Entre 1884 y 1888, sirvió como buque de guardia en Kiel y también para entrenamiento del personal de sala de máquinas y calderas. En 1888, fue dado de baja, y desde entonces fue usado como buque cuartel en Kiel. Fue trasladado a Mönkeberg en 1905, donde continuó siendo utilizado como buque de entrenamiento para el personal de calderas, hasta 1906 que fue vendido para su desguace.

Diseño

Características generales y maquinaria
El Hansa tenía una eslora en la línea de flotación de 71,73 m y máxima de 73,5 m. Su manga era de 14,1 m y su calado de 5,74 m a proa y 6,8 m a popa. El buque fue diseñado para desplazar 3950 t con carga normal y 4404 t con carga de combate. El casco del buque estaba formado por un armazón de hierro y una mezcla de hierro y madera de construcción. La parte sumergida del casco fue forrada con planchas de cobre para reducir la cantidad de biosuciedad marina adherida. Estaba dotado de seis compartimentos estancos.

La armada alemana comprobó que el buque era muy rígido en sus cualidades marineras. El Hansa era muy maniobrable y de fácil control navegando a vela; navegando a vapor, seguía siendo muy maniobrable, pero era difícil de controlar. La tripulación estaba compuesta por 28 oficiales y 371 suboficiales y marineros. Portaba varias embarcaciones menores, incluidas dos lanchas, una pinaza, dos cutters, una yola y un bote, además de otros botes menores y barcazas. Entre 1885 y 1888 fue equipado por redes antitorpedos.

El Hansa estaba motorizado por una sola máquina horizontal de tres cilindros y simple expansión construida por AG Vulcan en Stettin. La máquina accionaba una única hélice de tres palas y ø 6 m. El vapor, a una presión de 2 atmósferas, era suministrado por cuatro calderas, en un único cuarto de calderas. Las calderas evacuaban sus gases de combustión a una sola chimenea, que podía retraerse cuando el buque navegaba a vela. Su aparato motriz le proporcionaba una potencia de 450 caballos nominales, que le permitían alcanzar los 12 nudos. En sus pruebas de mar, alcanzó los 3275 cv indicados y una velocidad de 12,7 nudos. Su carga de carbón normal era de 310 toneladas, que le permitían una autonomía de 1330 millas náuticas a una velocidad de crucero de 10 nudos. El Hansa estaba dotado de una aparejo completo de fragata, con una superficie de velamen de 1760 m². Su rumbo era controlado por un solo timón.

Armamento y blindaje
El Hansa estaba armado con ocho cañones de 210 mm L/19, cada uno de los cuales estaba dotado de 110 proyectiles. Los cañones estaban colocados en una casamata de dos pisos a mitad del buque, cuatro de ellos montados en batería lateral, dos a cada costado del buque. Los otros cuatro fueron colocados en casamatas sobre las esquinas de la casamata inferior, lo cual le dio una alta capacidad de fuego. Los cañones inferiores podían variar su inclinación desde −5° hasta 13°; con la máxima inclinación, tenían un alcance máximo de 3000 m. Los superiores podían variar su inclinación desde −8° hasta 14°, lo que les permitía alcanzar los 5700 m.

El blindaje del Hansa consistía en planchas de hierro sobre planchas de teca. Dicho blindaje fue fabricado en Gran Bretaña. Su cinturón blindado tenía un espesor de 152 mm a mitad del buque, que protegía sus zonas vitales. En proa y popa, el cinturón se reducía hasta los 114 mm de espesor. El blindaje estaba colocado sobre madera de teca, con un espesor de 306 mm. Las casamatas estaban blindadas con placas de 114 mm de espesor, al igual que la batería inferior y los mamparos.

Historial de servicio
El Hansa fue puesto en grada en los astilleros Kaiserliche Werft de Danzig en 1868. Fue el primer ironclad construido en astilleros alemanes, ya que sus predecesores en la Kaiserliche Marine habían sido construidos en astilleros ingleses y franceses. El buque fue botado el 26 de octubre de 1872, tras lo cual fue trasladado a los astilleros AG Vulcan de Stettin para ser terminado allí. El proceso de construcción fue muy lento, y el  Hansa no se incorporó a la flota alemana hasta el 19 de mayo de 1875, dos años y medio después de ser botado, en comparación con todos los anteriores ironclad de fabricación no alemana, que fueron concluidos en menos de un año.

Diseñado para el servicio de protección en alta mar del tráfico mercante alemán, el Hansa pasó los primeros nueve años de su carrera en el extranjero. En 1884, se le detectaron graves problemas de corrosión en el casco, derivada del largo periodo de construcción, durante el cual el casco ya había comenzado a corroerse. Como resultado del mal estado del casco, el Hansa fue retirado del servicio activo en 1884 y pasó a ser utilizado como buqwue cuartel en Kiel. Mientras permaneció allí, también sirvió como entrenamiento para el personal de sala de máquinas y fogoneros. Fue formalmente dado de baja el 6 de agosto de 1888. Fue empleado como barracones en Kiel, hasta 1905. El Hansa fue posteriormente trasladado a Mönkeberg, donde fue usado como pontón y para entrenamiento de fogoneros. Finalmente, fue vendido para desguace en marzo de 1906 por 96.000 marcos oro y fue desguazado a finales del mismo año en Swinemünde.

Referencias

Notas aclaratorias

Notas al pie

Bibliografía

Véase también
 Anexo:Buques de la Kaiserliche Marine
 Anexo:Buques blindados (1855-1880)

Ironclads de la Kaiserliche Marine

SMS Hansa (1872)


Le gène EBI3 code le gène 3 induit par le virus d'Epstein-Barr (dit EBI3), également connu sous le nom de sous-unité bêta de l'interleukine-27 ou IL-27B, qui est une protéine.

Fonction
Ce gène a été identifié par l'induction de son expression dans les lymphocytes B par infection par le virus d'Epstein-Barr. La protéine codée par ce gène est une glycoprotéine sécrétée, qui est un membre de la famille des récepteurs de l'hématopoïétine liée à la sous-unité p40 de l'interleukine 12 (IL-12). Il joue un rôle dans la régulation des réponses immunitaires à médiation cellulaire.

EBI3 est une sous-unité de 2 cytokines hétérodimères distinctes : l'interleukine-27 (IL27) et l'IL35. L'IL27 est composée de p28 (IL27) et d'EBI3. L'IL27 peut déclencher la signalisation dans les cellules T, les cellules B et les cellules myéloïdes. L'IL35, une cytokine inhibitrice impliquée dans la fonction régulatrice des lymphocytes T, est composée d'EBI3 et de la sous-unité p35 de l'IL12.

Références

Liens externes
  Emplacement du gène humain dans l'UCSC Genome Browser
  Détails sur le gène humain dans l'UCSC Genome Browser.

Chromosome 19 humain
Gène humain

EBI3


Ben Arus, (Arapça:بن عروس) Tunus'un kuzeybatısında Ben Arus vilayetinin merkezi olan şehir.

Akdeniz sahilinde yer alan Ben Arus'un nüfusu 79.063 kişidir. (2004 verileri) Şehrin koordinatları :

Tunus'taki şehirler
Tunus'un vilayetlerin merkezleri
Tunus'un belediyeleri
Ben Arus ilindeki yerleşim birimleri
Tunus'taki kıyı yerleşim birimleri
Akdeniz'e kıyısı olan yerleşim birimleri

Ben Arus


Masada is an American television miniseries that aired on ABC in April 1981. Advertised by the network as an "ABC Novel for Television," it was a fictionalized account of the historical siege of the Masada citadel in Israel by legions of the Roman Empire in AD 73. The TV series' script is based on the 1971 novel The Antagonists by Ernest Gann, with a screenplay written by Joel Oliansky. The siege ended when the Roman armies entered the fortress, only to discover the mass suicide by the Jewish defenders when defeat became imminent.

The miniseries starred Peter O'Toole as Roman legion commander Lucius Flavius Silva, Peter Strauss as the Jewish commander Eleazar ben Ya'ir, and Barbara Carrera as Silva's Jewish mistress. It was O'Toole's first appearance in an American miniseries.

Masada was one of several historical miniseries produced in the early 1980s following the success of the miniseries Roots that aired on the ABC Network in 1977 and Shogun which aired on NBC in 1980.

Plot

Part I
In the year 70 AD, with the fall of Jerusalem and the destruction of the Second Temple, the Jewish rebellion against Roman occupation is declared over, but Eleazar ben Ya'ir and his family flee the city, vowing that the Judean War is not ended. Eleazar and his followers make their headquarters on top of the mountain fortress of Masada. From there they conduct raids on Roman occupied villages in the south of Judea. These guerrilla attacks threaten the credibility of the declared Roman victory. The commanding general of the 10th Legion, Cornelius Flavius Silva, arranges a meeting with Eleazar to negotiate a truce. Returning to Rome, Silva's hopes to implement a truce in Judea are quashed by the Emperor Vespasian, because of political pressures in the Roman Senate. Silva is sent back to Judea after securing the services of veteran Siege Commander Rubrius Gallus. Silva is also informed that his second in command, General Marcus Quadratus, and Head Tribune Merovius, are spies for the emperor's political enemy. While Silva is still in Rome, through the treachery of these two men, the truce is violently broken by the Romans.

Part II
Learning of the breaking of the truce upon his return from Rome, Silva marches the 5,000 men of the 10th Legion to the foot of Masada and lays a siege to the apparently impregnable fortress. He directs Quadratus and Merovius on a suicidal assault of the fortress in order to remove them from his forces and make them an example to any others who share their political leanings. Rubrius Gallus directs that a ramp be built to almost the summit of the mountain, intent on breaking through the Masada walls with the aid of a 50-foot (15.24 m) siege tower that is being constructed out of sight of the rebels. When Eleazar successfully attacks the Roman soldiers building the ramp with catapulted stones, Silva quickly rounds up hundreds of Jews from the surrounding area to use as slaves to continue the work, believing correctly that Eleazar will not attack fellow Jews.  This makes Eleazar change his tactics to psychological warfare, allowing the heat of the sun and revealing the surplus of water on Masada to demoralize the Roman troops. Also, he acts to capitalize on the Romans' belief in reading the future from the entrails of sacrificed goats, leading a party through the Roman sentries at night to feed the goats maggots, knowing that their discovery during the rituals will be seen as a bad omen. Eleazar's problems are further compounded by his own religious doubts and opposition from the more pacifist groups on Masada.

Part III
The political opportunist Pomponius Falco arrives and under the authority of the Emperor Vespasian relieves Silva as legion commander. Intent on ending the siege quickly through the use of terror, Falco orders Jewish slaves to be killed one by one, by catapulting them into the side of the mountain, until Eleazar surrenders. Eleazar, a religious skeptic, runs to the Masada synagogue and calls to God to stop the killing. Revolted by Falco's barbaric actions, Silva forcibly takes back his command, stops the catapulting, and orders Falco placed under arrest. The cessation of Falco's terror is seen by the Zealots as a response to Eleazar's praying and affirmation of his leadership to them. Rubrius Gallus is killed by a Masadan arrow as he carries out measurements on the siege ramp, only living long enough to confirm his plans to his second in command.

Part IV
As the ramp nears completion, Eleazar faces the fact that the final confrontation with the Romans is not far off. The Zealots break into Herod's Armory and begin to prepare for what they believe will be a straightforward storming of the fortress walls by the Romans. When the ramp is complete, the Romans wheel out the armoured siege tower and battering-ram. Eleazar then realizes that he had underestimated Silva's strategy. As the tower begins moving up the ramp, Eleazar has his people build "an inner wall that will absorb the blows of the ram and not shatter." Made from wooden beams from Herod's Palace roof and packed with dirt, they finish it just as the tower reaches the top of the ramp. The Romans quickly break through the stone walls of the fortress, but the ram does nothing against the improvised inner wall. As the wall is made partly of wood, Silva orders his men to set fire to it.  Deducing that it would take all night for the wall to burn through, Silva has his men stand down; the rest of the night is tense for both sides, as the fitful wind may as easily spread the blaze to the siege tower as burn down the inner wall. The next day, the Romans break into the fortress, only to discover that Eleazar and his people had all committed suicide during the night.

The closing line is said by a dispirited and despondent Silva, who mourns all that has been hoped and planned and lost by both sides whilst fighting for "a rock, in the middle of a wasteland, on the shore of a poisoned sea...".

Cast

Peter O'Toole        – Lucius Flavius Silva
Peter Strauss        – Eleazar Ben Yair
Barbara Carrera      – Sheva
Anthony Quayle       – Rubrius Gallus
David Warner         – Pomponius Falco
Nigel Davenport      – Mucianus
Timothy West         – Emperor Vespasian
Alan Feinstein       – Aaron
George Innes         – Titus
Giulia Pagano        – Miriam
Clive Francis        – Attius
Warren Clarke       – Plinius
Vernon Dobtcheff     – Roman Chief Priest
Michael Elphick      – Vettius
Christopher Biggins  – Claudius Albinus
Nick Brimble         – Milades
Joe Sagal            – Seth
Paul L. Smith        – Gideon
David Opatoshu       – Shimon
Denis Quilley        – General Marcus Quadratus
Jack Watson – Decurion
W. Morgan Sheppard   – Roman Sergeant
Norman Rossington    – Maro
Joseph Wiseman       – Jerahmeel, Head Essene
Anthony Valentine    – Merovius, Head Tribune
Ken Hutchison        – Fronto
Patrick Gorman       – Tribune
Ray Smith – Lentius, would be assassin
Kevin McNally        – Norbanus
Richard Basehart     – Narrator (Prologue and Epilogue)

Production
Masada was filmed on location at the site of the ancient fortress, in the Judean Desert, Israel. Remains of a ramp, created during the filming to simulate the ramp built by the Romans to take the fortress, can still be seen at the site. ABC, concerned that the audience would be unfamiliar with the historical background of the story, commissioned a 30-minute documentary, Back To Masada. Starring Peter O'Toole, it recounts the history of the Jewish revolt against Rome. The network gave the documentary to its affiliates to run in the weeks before the premiere of the miniseries.

Soundtrack
The music for Parts I and II were composed by Jerry Goldsmith. Because of myriad production delays, Goldsmith was forced to move on to other previously contracted scoring commitments. Parts III and IV were composed by Morton Stevens, based on the themes and motifs Goldsmith had written.

In 1981 MCA Records released on vinyl and cassette a re-recording of selections of Goldsmith's music performed by the UK's National Philharmonic Orchestra under the composer's baton; Intrada Records issued a 2-CD set of the original recording of the complete score in 2011, followed by a more expansive 4-CD set (with alternates, unreleased material, and the original album version) in 2021.

Awards and nominations
 The miniseries was nominated for the Primetime Emmy Award for Outstanding Limited Series and Golden Globe Award for Best Miniseries or Television Film.
 Peter O'Toole and Peter Strauss were both nominated for the Primetime Emmy Award for Outstanding Lead Actor in a Limited Series or Special and Golden Globe Award for Best Actor in a Limited Series or Motion Picture made for Television.
 David Warner, as Pomponius Falco, received a Primetime Emmy Award for Outstanding Supporting Actor in a Limited Series or a Special.
 Joel Oliansky was awarded the Writers Guild of America Award for Television: Long Form – Multi-part and was nominated for the Primetime Emmy Award for Outstanding Writing in a Limited Series or a Special.
 Jerry Goldsmith won the Primetime Emmy Award for Outstanding Achievement in Music Composition for a Limited Series or a Special for his score to Part II, with Morton Stevens nominated for his score to Part IV.
 The series, cast and crew garnered nominations for eight additional Emmys.

Home media
As was the case with Shogun, an edited, feature film-length version of the miniseries was made for theatrical release in other countries under the title The Antagonists. This was the version that was initially available on home video. The complete Masada miniseries first made it to the video market on four VHS tapes in 2001. A two-disc DVD release titled Masada — The Complete Epic Mini-Series was released on September 11, 2007. A Region 2 UK, two-disc DVD was released on 19 January 2009.

See also
The Dovekeepers
List of historical drama films
List of films set in ancient Rome

External links

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The Rootes Group or Rootes Motors Limited was a British automobile manufacturer and, separately, a major motor distributors and dealers business. Run from London's West End, the manufacturer was based in the Midlands and the distribution and dealers business in the south of England. In the decade beginning 1928 the Rootes brothers, William and Reginald, made prosperous by their very successful distribution and servicing business, were keen to enter manufacturing for closer control of the products they were selling. One brother has been termed the power unit, the other the steering and braking system.

With the financial support of Prudential Assurance, the two brothers bought some well-known British motor manufacturers, including Hillman, Humber, Singer, Sunbeam, Talbot, Commer and Karrier, controlling them through their parent, Rootes' 60-per-cent-owned subsidiary, Humber Limited.

At its height in 1960, Rootes had manufacturing plants in the Midlands at Coventry and Birmingham, in southern England at Acton, Luton and Dunstable, and a brand-new plant in the west of Scotland at Linwood. From its offices in Devonshire House, Piccadilly, in London it controlled exports and international distribution for Rootes and other motor manufacturers and its own local distribution and service operations in London, Kent, Birmingham and Manchester. There were assembly plants in nine countries outside the UK.

Rootes Group was under-capitalised and unable to survive industrial relations problems and losses from the 1963 introduction of a new aluminium-engined small car, the Hillman Imp. By mutual agreement, from mid-1964, Rootes Motors was taken over in stages by Chrysler Corporation, which bought control from the Rootes family in 1967. By the end of 1978 the last of the various elements of Chrysler UK had been sold to Peugeot and Renault.

History

Dealer and distributor for other manufacturers

Rootes was founded in Hawkhurst, Kent, in 1913 by William Rootes as a car sales agency independent from his father's Hawkhurst motor business. Rootes had moved his operations to Maidstone by 1914 and there he contracted to repair aero engines. In 1917 he formed Rootes Limited to buy the Maidstone branch of his father's motor business, founded by his father in 1897, to expand his aircraft engine repair business and the manufacture of aircraft parts.

In 1919 the distribution of cars and commercial vehicles resumed and operations extended to London and other part of the country. As early as 1924 Rootes had become the largest truck and car distributor in the United Kingdom. They advertised that their showrooms in Devonshire House Piccadilly could supply new cars priced from £145 to £3,000 manufactured by Rolls-Royce, Daimler, Sunbeam, Austin, Hillman, Fiat or Clyno.

Manufacturing: Humber Limited

A particular effort was put into overseas sales and it became clear the export opportunities warranted a move into car manufacture, which was achieved in 1928 by the purchase of controlling interests in first Hillman Motor Car Company Limited followed a year later by Humber Limited and Commercial Cars Limited. Hillman and Commer were made wholly owned subsidiaries of Humber Limited and the Rootes brothers' holding eventually became 60 percent of the Humber ordinary shares. The Rootes brothers could now show their ability to manufacture handsome cars with a strong sales appeal.

Humber Cycles
There was a resurgence in domestic and export demand for pedal bicycles, and in February 1932 Raleigh acquired all the Humber cycles trade marks. Manufacture was transferred to Raleigh's Nottingham works.

Rootes Securities Limited
Rootes Limited was renamed Rootes Securities Limited in 1933. During the Depression more businesses were picked up as they came available: Karrier Motors Limited 1934, Sunbeam Motor Company Limited 1934, Clement Talbot Limited 1934 and British Light Steel Pressings Limited 1937 were all bought and made subsidiaries of Humber Limited. London's Mayfair coachbuilders and Rolls-Royce and Daimler dealers Thrupp & Maberly Limited had been bought in 1926 their royal warrant always proudly displayed.

Rootes Ltd and exports
A new Rootes Limited was incorporated in 1933 to hold the very profitable core business of the Rootes brothers: the motor distribution and servicing functions, and its extension and development of export markets. It had been the largest truck and car distributor in the United Kingdom in 1924 and generated the capital to buy manufacturer Hillman, merge Hillman with manufacturer Humber and give the Rootes brothers control of Humber and the manufacturing subsidiaries they would have Humber buy.

Overseas representation of British motor manufacturers was not limited to group members.

Ownership and control, Rootes family
'Rootes Motors Limited' was the new name assumed 16 November 1949 of holding company Rootes Securities Limited. Substantially the whole of 1917's initial capital had been provided by the two Rootes brothers. Thereafter the business's expansion was financed by retained profits supplemented where necessary, for example the purchase of Hillman, by loans from The Prudential Assurance Company Limited and the company's bankers principally Midland Bank. On 24 November 1949 shares in Rootes Motors Limited were issued to the public in exchange for £3,025,000. Rootes was now a public listed company and the new capital repaid the Prudential and Midland Bank loans. The listed shares however were preference shares. The equity capital remained in the hands of the Rootes family now with new partner Prudential who had taken up all of the offered £1,000,000 of ordinary shares. External shareholders continued to hold a large proportion of Humber Limited. The preference shares issued to the public by Humber remained listed. In addition there were external shareholdings in the Rootes Acceptances vehicle exporting business and in Automobile Products of India Limited.

At this time employees totalled 17,000. Rootes owned, on average, about 80 per cent of the capital of its subsidiaries. The manufacturing subsidiaries were held through partly owned Humber Limited. Manufacture was carried out in three factories in Coventry with more at Luton, Cricklewood and Acton. There was a wholly owned assembly plant in Australia and similar facilities owned with associates in Argentina, Republic of Ireland and India. From Devonshire House in Piccadilly the original business, the marketing subsidiary, directed operations at five branches in Kent, their North Kensington service department and Birmingham and Manchester branches together with distribution companies overseas sometimes jointly owned.

Barely twelve months after listing preference shares the Rootes brothers recognised the effect death duties would have on their holdings and their businesses and the two brothers offered one quarter of Rootes Motors' ordinary shares to current holders of Rootes preference shares. Further issues of preference shares and debenture stock followed in November 1954 and November 1959. Rootes Acceptances Limited, the export financing arm, was sold.

World War II

With the outbreak of the Second World War Rootes, like most other British car manufacturers, became involved with the production of armaments. In 1940, under the Government's shadow factory scheme, Rootes built its massive assembly plant in Ryton-on-Dunsmore, near Coventry, initially manufacturing aircraft, one of the first types being the Bristol Blenheim. Production included an RAF heavy bomber, the Handley Page Halifax. These were built at a shadow factory at Speke Airport near Liverpool and at Blythe Bridge in Staffordshire from 1941 to 1943. Rootes also manufactured military vehicles, based on the Humber and Commer.

Rootes had a rare lapse of business judgement shortly after WWII. When he visited the Volkswagen factory in Wolfsburg to evaluate it for war reparations, he opined that it – and the Beetle – had no value.

Postwar acquisitions
Tilling-Stevens Limited with its subsidiary Vulcan Motors, both old-established and well-known commercial vehicle and bus manufacturers, was bought in the second half of 1950.
A new acquisition in 1956 was Singer Motors Limited. Rootes' Singers, badge-engineered Hillmans, were aimed at slightly more upmarket small car buyers.

Post-war development

Following the war, Rootes also sponsored satellite manufacturing operations around the world, notably in Australasia (Rootes Australia) and the Middle East. The best known example of the latter was the Iranian-built Paykan, based on the Hillman Hunter. In 1950 it acquired Tilling-Stevens, a truck and bus manufacturer based in Maidstone, Kent.

Rootes successfully sold a range of cars priced at a slight premium to their major home market competitors, justified on the basis that they offered a level of superiority in design and finish.

Studebaker stylist Raymond Loewy was a design consultant to Rootes; evidence of his influence is most readily seen in the 1956 Audax range of cars, which included the contemporary Hillman Minx, a model also produced under licence by Isuzu Motors of Japan as the Isuzu Hillman Minx.

Engineering innovation
Rootes introduced a novel supercharged diesel engine in 1954, based on a Sulzer Brothers concept. This was the Commer TS3 2-stroke 3-cylinder engine, with 2 opposed inward facing pistons per cylinder, which drove the crankshaft through bell cranks. The 3.25 litre engine developed , equivalent to contemporary 4-stroke diesel engines of more than twice the capacity.

The engine was used in Commer trucks as well as an industrial engine. Production ceased in 1968 after the Chrysler takeover.

Range rationalisation

Hillman when purchased had been making large cars. They introduced a straight-eight soon after Hillman became a subsidiary, but it was withdrawn as the Depression deepened. Their 2-1/2 and 3-litre cars were re-styled in the mid-1930s and renamed Humber Snipe and their small Minx was made the mainstay "bread and butter" member of the Rootes range. Sunbeam continued its sports appeal but downsizing postwar to small to medium-sized cars. Humber made the larger luxury passenger vehicles, Snipes and variants, and luxury mid-size cars ending with the compact Sceptre. The intervening break in medium-sized Humbers was filled by the postwar Sunbeams. Commer and Karrier were the commercial vehicle brands. Commer manufactured a full range of vans, trucks, tractors and bus chassis, and some badge-engineered small vehicles from the Hillman range. Karrier represented mainly municipal and special-purpose trucks, vans and buses, though towards the end included badge-engineered models from the Commer range.

Sunbeam Tiger
During the 1960s, Sunbeam's Alpine convertible was moderately successful in the US market. Rootes considered that the Alpine's sales would be improved with a more powerful model. As a result, in 1964 they introduced the Tiger, a V8 derivative powered by a  Ford V8 engine. Carroll Shelby was involved in the development of the Tiger prototype.

A  model followed in 1967, but few were built as it was considered inappropriate for a Chrysler vehicle to be powered by Ford. Consideration was given to installing a Chrysler V8 in the Tiger, but their engines were larger and heavier than the Ford engines, and the rear-mounted distributor would have required an unaffordable chassis design, given the limited sales.

Hillman Imp and the move to Linwood

In 1963, Rootes introduced the Hillman Imp, a compact rear-engined saloon with an innovative all-aluminium OHC engine, based on a Coventry Climax engine design (originally used for a fire pump). It was intended to be a response from Rootes to rival BMC's popular Mini, and a new factory (called the Linwood plant) on the boundary between Paisley and Elderslie, Renfrewshire was built for its assembly. The move to Linwood was forced upon the company by the British government, which had introduced the principle of "industrial development certificates" (IDCs) to build factories in depressed areas. The Linwood workforce had no experience in motor vehicle assembly and the build quality and reliability of the cars suffered. Another problem was that the component suppliers were still based in the Midlands, and the company incurred costs transporting half-finished engine castings from Linwood to be machined at Ryton and returned to Linwood once they had been assembled. Completed Imps returned south to Ryton, resulting in a  round trip.
The Imp itself was underdeveloped, and the build quality and reliability problems, coupled with buyer apathy towards the design were reflected in poor sales. After a reasonably successful start in 1963–65, the Imp did not sell well. Lost production caused by frequent strike action at Linwood and escalating warranty claims left Rootes no money to develop other models.

Competition history

During the 1950s, Rootes's promotion included a strategy of participation in major UK and European car rallies. Stirling Moss and Sheila van Damm were their top drivers, and the Sunbeam-Talbot 90's win in the 1955 Monte Carlo Rally was the most significant victory.

In 1968, Rootes entered a factory team in the London-Sydney Marathon. Driving a Hillman Hunter, Andrew Cowan gained what was regarded as a surprise victory against stiff competition from other factory teams with bigger budgets.

Business strategy
William Rootes' particular business skills were in marketing. "He was a supersalesman par excellence". Rootes brothers' manufacturing business was best known for solid, dependable, well-engineered middle-market vehicles always of attractive appearance. Well-known Rootes models include the Hillman Minx, its successor the Hillman Hunter, the Humber Super Snipe and the Sunbeam Alpine.

William Rootes built the Rootes Group using specific brands for each market niche.

Management succession
Following the death in 1964 of Lord Rootes, his son, William Geoffrey Rootes, became the second Lord Rootes and became the new chairman of Rootes Motors. On 1 May 1967 Lord Rootes appointed Gilbert Hunt, a Wolverhampton-born business executive, who at the time was managing director of Massey Ferguson in the UK, to be the new managing director of the Rootes Group. Hunt's appointment was made with the support of the Chrysler Corporation, which was building its holding and control over the business during this period.

Rootes' successors

Chrysler (1967–78)

In June 1964 Rootes Motors announced Chrysler Corporation would take a 30 per cent interest in their ordinary capital offering current shareholders double the market price and a 50 per cent share in the non-voting preference capital for almost three times market price. The purchase would leave control in British hands. On completion Rootes family holdings would still exceed those of Chrysler Corporation. The purchase was completed in October 1964. During 1966 the holdings were increased to 45 per cent of the ordinary shares and 65 per cent of the non-voting shares and in January 1967 holdings were increased to about two-thirds of Rootes Motors capital. The new name for Rootes Motors Limited – Chrysler UK Limited took effect at midnight 30 June 1970.

It has been suggested that the demise of Rootes began with losses due to industrial relations problems at their BLSP plant in London, with knock-on problems down the supply chain. By the mid-1960s, Rootes was progressively taken over by the Chrysler Corporation of the United States, following huge losses amid the commercial failure of the troubled Imp. The company's financial year ran to 31 July, and in the year ended 31 July 1967 Rootes was able to report a pre-tax profit of just £3.8 million. It was the first reported profit since 1964 and compared with a pretax loss of £10.7 million in the year ending in 1966. Lack of funds for new model investment was a striking feature of the company's final decade.

Chrysler was also keen to take control of the struggling firm as it wished to have its own wholly independent European subsidiaries like archrivals Ford and GM. Chrysler took over Simca of France and Barreiros of Spain at the same time, merging it with Rootes to create Chrysler Europe. In 1970, the Rootes name was replaced by "Chrysler United Kingdom" (correspondingly the French arm Simca was renamed "Chrysler France" at the same time), and subsequently disappeared from the public sphere.  The various Rootes marques were progressively phased out during the 1970s. Only Hillman was left by 1977, when it, too, was shelved in favour of the Chrysler name. The Commer name was also phased out in the 1970s; the van and truck models mostly assuming the Dodge nameplate by 1976.

In Iacocca—an Autobiography, former Chrysler chairman Lee Iacocca was disparaging of the Rootes operation, writing that Chrysler should never have bought it. Chrysler UK continued with a range of rear-wheel-drive family cars such as the Hillman Avenger (introduced in 1970) and Hillman Hunter (introduced in 1966), while the Imp — which by now had most of its teething problems ironed out — was largely ignored by the new management. The Imp's commercial chances were not helped by the launch of new imports in the early 1970s including the Fiat 127 and Renault 5, which not only showed that front engined, front wheel drive hatchbacks would become the industry standard format in the entry level market segment, but spearheaded an influx of popular imports.

In the late 1960s, Chrysler endeavoured to market the Rootes cars in the US. These efforts proved unsuccessful. Marketing in the US was impeded by an inability to offer cars for sale during part of 1968, as the Rootes cars could not comply with exhaust emission requirements.

In the early 1970s, with the rise of interest in sub-compact cars, Chrysler offered the Hillman Avenger in North America as the Plymouth Cricket. This attempt was aborted after only two years. At the same time, Chrysler's Dodge Division offered the Dodge Colt as its "subcompact"—sourced from Mitsubishi in Japan. The Colt proved a popular and reliable car, hastening the Cricket's demise.

However, Chrysler Fevre Argentina commenced manufacturing the Hillman Avenger-based Dodge 1500, and this car continued in production until 1990. During its last 10 years of production it was badged as a Volkswagen after that firm acquired Chrysler's Argentine business. There was also a Brazilian variant until 1980.

By the early 1970s, Chrysler Europe was working on the development of two new family car ranges which would be produced at both its British and French plants, and sold under both the Chrysler and Simca marques on the relevant markets - similar to the integration of British and German model ranges which its rivals Ford and General Motors were carrying out at the time.

The Chrysler Alpine (sold in France as the Simca 1307/1308) was introduced in 1975, being produced at the former Rootes plant at Ryton as well as the former Simca plant at Poissy, near Paris. The Chrysler Sunbeam a three-door hatchback based on the Avenger floorpan, was introduced in 1977 as successor to the Hillman Imp. Also, Chrysler UK made a significant contribution to the design of Chrysler's European range. As well as the Alpine and Sunbeam, there was the saloon derivative of the Alpine, the Talbot Solara (launched in early 1980 after Chrysler sold its European operations to Peugeot), and Chrysler/Simca Horizon. The Alpine and Horizon were both voted "European Car of the Year on their launch, and the Horizon was the basis for the US Plymouth Horizon and Dodge Omni, which were very successful for Chrysler and continued in production in various guises for more than a decade.

The Imp was finally discontinued in 1976, and the Hunter followed it three years later (although it continued to be produced in Iran). Indeed, componentry for the Iranian version of the car was a successful UK export during the 1980s.

Only the Avenger-based Chrysler Sunbeam hatchback, launched in 1977 kept the Rootes lineage alive, although the Alpine name was still in use and later Alpine and Solara special edition models were given the old Rootes model names, Minx and Rapier. The rights to the Rapier name remained with the successors of the company, and were eventually resurrected again on a few limited edition Peugeot models. There was also a special Sceptre edition of the 205, 405 and the 605 SRi models. This used a black plastic badge with the chrome effect Sceptre cursive script similar to that on the sideflashes of the '60s saloons. In the case of the Peugeot cars, the Sceptre badging was applied to the bootlid and lower aft part of the front wing.

Chrysler had spent much of the 1970s unsuccessfully trying to integrate its Rootes and Simca ranges into one, coherent whole. The traditionally engineered, rear-wheel-drive cars of the British division had limited appeal outside the UK, although the Avenger and Hunter—the first locally assembled car to reach a total of 30,000 units sold in its 12-year lifespan—were both relatively successful in New Zealand. Hunter production continued there and in Ireland until 1979, and it was built in Iran by Iran Khodro as the Peykan for many years more.

Unfortunately, with its problems in the US, Chrysler did not have the capital to invest in refreshing their entire product range, and sales of the older designs stagnated in the face of more modern competition. Also, the production facilities were outmoded, industrial relations problems were persistent, and the products had a poor reputation for quality.

In the face of massive losses, and the risk of high unemployment in the surrounding areas if the factories closed, the Ryton and Linwood factories were the subject of frequent government bail-outs.

Peugeot (1978–2007)
Despite the government assistance, the weight of problems bearing on Chrysler Europe resulted in its collapse in 1977, leading to the company's 1978 takeover by PSA Peugeot-Citroen. PSA soon wielded the axe over the troubled Linwood factory in Scotland, and exhumed the Talbot marque from the pages of Rootes' history to re-badge the former Chrysler and Simca badged models. Whilst Ryton was saved, PSA took little interest in the heavy commercial vehicles and the former Commer/Dodge/Karrier truck and van factory was run in conjunction with the trucks division of Renault. After the withdrawal of the last Dodge-derived trucks (latterly badged as Renaults) it became an engine production plant for Renault Véhicules Industriels.

The first Rootes model to be discontinued under Peugeot's ownership was the Hunter in 1979, and its production tooling subsequently went to Iran, where the Paykan went into local production, which continued until 2004. It remains a common sight throughout the Middle East, especially as a taxi. The closure of Linwood in 1981 spelled the end (in Europe at least) for the Avenger. Chrysler had retained the rights to the car, and continued its production in Argentina. The demise of Linwood also meant the demise of the Talbot Sunbeam after just four years in production. Its successor was the French built Talbot Samba, based on the Peugeot 104, and which went on sale in the UK in February 1982. By this stage, however, Peugeot was a year away from unveiling its highly acclaimed new 205 supermini, although it was originally planned that Peugeot would launch a Talbot badged supermini on the 205 platform as well as a Citroen some time around the mid-1980s.

The Simca-based models (the Horizon, Alpine and Solara) continued to be built at Ryton, using the resurrected Talbot badge from 1979. However, the Talbot-badged models declined in popularity over the next few years, with sales dropping from nearly 120,000 on the UK market in 1979 to around 25,000 in 1984, while at the same time the Peugeot brand was gaining ground thanks to the success of the 205.

By 1985 PSA had announced that it would abandon the three-marque strategy on passenger cars, and the Horizon replacement, developed as the Talbot Arizona, became the Peugeot 309 when it was launched in the autumn of 1985, and was the first Peugeot-badged car to be assembled at the Ryton plant. The Arizona's styling was mismatched with the rest of the range, making it resemble an enlarged Simca 1108. The Talbot badge was discontinued on passenger cars, with the Alpine, Solara and Samba all finishing production in May 1986, and the last Horizon models leaving the production lines in Spain and Finland a year later. The Talbot brand survived on the Express van - part of a venture between Peugeot and Fiat - until 1994.

The Ryton plant was initially retained and went on to assemble the Peugeot 405 alongside the 309 from 1987, as well as the 309's successor (the Peugeot 306) from late 1992, and finally the Peugeot 206 from 1998.

Ryton began assembling its last Peugeot, the 206, in 1998. At the height of the car's success, the plant was working at capacity to satisfy demand. Ryton's importance in PSA's overall strategy was as an assembly operation with limited production capacity compared to PSA's main factories in France and Spain - particularly as its location between two main roads made expansion impossible.

In April 2006, after years of speculation surrounding Ryton's future, the PSA Group announced that production of the Peugeot 206 would be shifted to Slovakia and the Ryton plant would close within the next year.

Production at the plant ceased on 12 December 2006. It marked the end of nearly 60 years of car manufacturing at Ryton, and severed the motor industry's final remaining direct link with the Rootes Group. More than 2,000 jobs were lost as a result of the factory's closure. It was demolished soon after. The only physical remnant of the Rootes Group still in existence is the Whitley research and development centre - originally established during the Chrysler era, but subsequently sold by PSA and is now owned by Jaguar Land Rover.

The intellectual property owned by the Rootes Group (including dormant marque and model names) went into the hands of either Chrysler or Peugeot following the divestment of the company's assets in 1978; and still appear from time to time on both companies' products - for example Peugeot has used the names "Minx", "Rapier" and "Sceptre" on various occasions, and on one occasion considered a second resurrection of the Talbot marque as a new budget brand - whilst Chrysler has reused the "Avenger" nameplate on the Dodge Avenger.

In 2021 the successors of both conglomerates, namely Fiat Chrysler Automobiles, and Groupe PSA merged to form Stellantis - effectively bringing together the surviving fragments of the Rootes Group back under one umbrella.

Commemorations

Maidstone, where William Rootes set up his business in 1914, managed to keep the Rootes name on their building until 2007. Built in 1938-39 for Rootes it is listed Grade II. On 1 January 2007, in line with the other 40 dealerships within its business group, the name was changed from Rootes Maidstone, to Robins & Day Maidstone. Robins & Day is wholly owned and operated by Peugeot UK, as opposed to many car dealerships which are franchises.

Rootes' contribution to Coventry's history is commemorated by the University of Warwick in the naming of Rootes Hall, one of its largest halls of residence, on the main campus site on the outskirts of Coventry.

The name lives on in the short access to the Rootes Estate, a housing estate built in the early 1990s on most of the Ladbroke Grove site of the Clément-Talbot car factory. The main access to the redevelopment, Shrewsbury Street, is named after the founder of Clément-Talbot, Charles Chetwynd-Talbot, 20th Earl of Shrewsbury. Soon after the Second World War the group of Clément-Talbot factory buildings was converted to a Rootes Group London administration and service depot which was later bought by Warwick Wright. One of the original buildings remains,  the Talbot administration block now known as Ladbroke Hall, with the earl's crest high above its main entrance. A tenant, Sunbeam studios, is named after the Sunbeam-Talbot car briefly produced there from 1938 to 1939 and 1945 to 1946. In the housing area there are short links one named Humber Drive and a Hillman Drive each side of a small park and there is a Sunbeam Crescent.

See also
 List of car manufacturers of the United Kingdom

Notes

References

External links

 Rootes Archive Centre (archived, 29 Oct 2005)

Defunct manufacturing companies of England
Defunct motor vehicle manufacturers of England
Former defence companies of the United Kingdom
Manufacturing companies based in Birmingham, West Midlands
Manufacturing companies based in London
British companies established in 1913
Manufacturing companies established in 1913
Manufacturing companies disestablished in 1971
Vehicle manufacturing companies established in 1913
Vehicle manufacturing companies disestablished in 1971
1913 establishments in England
1971 disestablishments in England
Chrysler
Defunct companies based in Birmingham, West Midlands
Defunct companies based in Kent
Hawkhurst
Defunct companies based in London
Defunct companies based in Manchester
British companies disestablished in 1971

Rootes Group


Dellstedt Almanya'nın kuzeyinde Schleswig-Holstein eyaletinde, Dithmarschen iline bağlı bölge. 21,77 km² yüzölçümüne sahiptir. Nüfusu, 31 Mart 2010 itibarıyla 800 olarak tespit edilmiştir. Belediye Başkanlığı Klaus-Dieter Holm tarafından yürütülmektedir.

Dış bağlantılar
 www.amt-tellingstedt.de

Dellstedt


Stigmatopteris , rod papratnica smješten u porodicu Dryopteridaceae, dio potporodice  Polybotryoideae. Postoji 6  vrsta u neotropima.

Vrste

 Stigmatopteris alloeoptera (Kunze) C. Chr.
 Stigmatopteris brevinervis (Fée) R. C. Moran
 Stigmatopteris bulbifera R. C. Moran
 Stigmatopteris carrii (Baker) C. Chr.
 Stigmatopteris caudata (Raddi) C. Chr.
 Stigmatopteris contracta (Christ) C. Chr.
 Stigmatopteris gemmipara C. Chr.
 Stigmatopteris hemiptera (Maxon) C. Chr.
 Stigmatopteris heterocarpa (Fée) Rosenst.
 Stigmatopteris heterophlebia (Baker) R. C. Moran
 Stigmatopteris ichtiosma (Sodiro) C. Chr.
 Stigmatopteris jamaicensis (Desv.) Proctor
 Stigmatopteris killipiana Lellinger
 Stigmatopteris lechleri (Mett.) C. Chr.
 Stigmatopteris litoralis Rosenst.
 Stigmatopteris longicaudata (Liebm.) C. Chr.
 Stigmatopteris michaelis (Baker) C. Chr.
 Stigmatopteris nephrodioides (Klotzsch) C. Chr.
 Stigmatopteris opaca (Baker) C. Chr.
 Stigmatopteris pellucidopunctata (C. Chr.) C. Chr.
 Stigmatopteris prionites (Kunze) C. Chr.
 Stigmatopteris pterorhachis R. C. Moran
 Stigmatopteris rotundata (Humb. & Bonpl. Willd.) C. Chr.
 Stigmatopteris sordida (Maxon) C. Chr.
 Stigmatopteris tijuccana (Raddi) C. Chr.
 Stigmatopteris ulei (C. Chr.) Sehnem

Sinonimi
 Dryopteris subgen.Stigmatopteris (C.Chr.) C.Chr.

Izvori

Polybotryoideae

Stigmatopteris


Moacy Cirne de Quadrinhos (n. São José do Seridó, 1943) es un poeta, artista visual y profesor jubilado del Departamento de Comunicación Social de la Universidad Federal Fluminense, siendo considerado el mayor estudioso brasileño de las historietas, habiendo escrito innumerables libros sobre la temática, además de haber sido uno de los fundadores del poema/processo.

Biografía
En 1967, participó del lanzamiento del poema/processo (en Natal y en Río de Janeiro), movimiento de vanguardia literaria próxima a las artes plásticas, al lado de Wlademir Dias-Pino, Alvaro de Sá, Neide Dias de Sá, Anselmo Santos, Dailor Varela, Anchieta Fernandes, Falves Silva, Nei Leandro de Castro, Sanderson Negreiros, Pedro Bertolino, Hugo Mund Jr. y otros. Enseguida, Joaquim Branco, Sebastião Carvalho, José Arimathéa, Ronaldo Werneck y, más tarde, Jota Medeiros y Bianor Paulino se incorporaron al movimiento, con sus poemas semiótico-gráfico-visuales, además de los proyectos semántico-verbales.

En la década de 1970 escribió la columna EQ, juntamente con Marcio Ehrlich, en el diario carioca Tribuna da Imprensa. Fue editor de la Revista de Cultura Vozes, de Petrópolis (1971-1980), y colaborador del suplemento Livro del Jornal do Brasil (Rio, 1972-76)

Fue profesor (ya jubilado) del Departamento de Comunicación Social de la Universidad Federal Fluminense, donde dictaba disciplinas sobre Historias de historietas y Ficción Científica entre otras, siendo famoso en el Instituto de Arte y Comunicación Social de la UFF, por editar y distribuir el fanzine independiente de una página Balaio Porreta. Cirne acostumbraba organizar conmemoraciones llamadas "Balaiadas" con distribución de regalos, como libros de arte y de poesía entre los estudiantes de Comunicación Social de la UFF, para divulgar las ediciones especiales de Balaio. Desde 2007 el fanzine, que une textos provocativos, listas de filmes, pensamientos y poesías, se transfirió a internet bajo la forma de blog, el Balaio Vermelho. Este fanzine Balaio fue uno de los principales medios de divulgación en Río de Janeiro de las poesías eróticas del polêmico Chico Doido de Caicó, durante mucho tiempo considerado un personaje ficticio y alter-ego del propio Moacy Cirne.

La poética en la práctica y en la teoría
Considerando la historia en cómics como literatura por excelencia del , Moacy Cirne consideraba, en 1968, que

Intencionanadamente creó un arte radical y revolucionario marxista-leninista, volcada a la acción, Moacy pretendía crear una poesía próxima a las artes plásticas, poseedora de alto "voltaje semántico". De teoría bastante compleja, el poema/processo, en la visión de Moacy, desea criar um poema dialógico, obra aberta permitiendo "varias lecturas, a partir de um punto dado, inicial o no". Así, el poema de proceso permite al "lector" descifrar relaciones semióticas entre signos no necesariamente verbales, o crear nuevas.

Por otro lado, conforme al manifiesto del poema/processo, de 1967, signado por Moacy Cirne, entre otros, "en todos los poemas en el proceso, pero siempre con idioma sintetizado en concreto, en el sentido empleado por el grupo "Nigandres" (noigandres) (são paulo). Pero todo poema concreto, para ser realmente válido, precisa encerrar un proceso". De esa forma, se mantuvo fiel al proyecto inicial del poema/processo, cuando se hace uso de la palabra, y no siempre es posible distinguir un poema / proceso de un poema concreto en las obras de Moacy Cirne.

Sin embargo, podemos considerar los poemas como un vistazo en "Correnteza em noite de lua vermelha"'' y en "Dadá pra cá, Dadá pra lá", en cuanto la mejor poesía de Moacy Cirne puede ser deudora del dadaísmo y del surrealismo, divergentes, por su naturaleza, y más expresivos que los proyectos de comunicación de los paulistas concretistas.

Principales obras

Antologías organizadas, ensayos y trabajos visuales
 A explosão criativa dos quadrinhos (1970)
 Para ler os quadrinhos (1972)
 Vanguarda: um projeto semiológico (1975)
 A poesia e o poema do Rio Grande do Norte (1979)
 Uma introdução política aos quadrinhos (1982)
 A biblioteca de Caicó (1983)
 História e crítica dos quadrinhos brasileiros (1990)
 Quadrinhos, sedução e paixão (2000)
 Cinema Cinema (2002)
 A poética das águas (2002, con Candinha Bezerra)
 69 poemas de Chico Doido de Caicó (2002, con Nei Leandro de Castro)
 A escrita dos quadrinhos (2006)

Poesía
 Objetos verbais (1979)
 Cinema Pax (1983)
 Docemente experimental (1988)
 Qualquer tudo (1993)
 Continua na próxima (1994)
 Rio Vermelho (1998).
 A invenção de Caicó (2004)
 Almanaque do Balaio (2006)
 Poemas inaugurais (2007)

Teatro
Escribió el auto natalino Jesus de Natal, en 2006, presentado en la capital potiguar con la dirección de Paulo Jorge Dumaresq.

Premio Moacy Cirne de Quadrinhos
En 2009, el gobierno del Estado do Rio Grande do Norte, a través de la Fundación José Augusto, lanzó el Premio Moacy Cirne de Quadrinhos, que objetiva selecionar a 10 historietistas potiguares para que integren una colección de cómics. El premio tiene como objetivo revelar y premiar el talento de artistas profesionales o amadores del Río Grande do Norte, además de impulsar la producción artística en esa área.

Referencias

Enlaces externos
 Balaio Vermelho - blog-fanzine oficial de Moacy Cirne
 Algunos Poemas Inaugurales de Moacy Cirne — Natal, Rio Grande do Norte, Sebo Vermelho Edições, 2007

Dramaturgos de Brasil
Ensayistas de Brasil
Escritores de Brasil
Escritores en portugués
Periodistas de Brasil
Poesía concreta
Poesía moderna
Poetas de Brasil
Nacidos en Río Grande del Norte
Profesores de la Universidad Federal Fluminense
Fallecidos por cáncer de hígado en Brasil

Moacy Cirne


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