Arie Slob

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Arie Slob
Born	November 16, 1961 (1961-11-16) (age 48) Nieuwerkerk aan den IJssel
Political party	ChristianUnion
Children	Three daughters, one son
Residence	Zwolle
Occupation	Teacher
Religion	Reformed (Liberated)
Website	http://www.arieslob.nl

Arie Slob (born November 16, 1961 in Nieuwerkerk aan den IJssel, Zuid-Holland) is a member of the Dutch House of Representatives for the ChristianUnion party.

Slob started his political career as a member of the city council of Zwolle from 1993 to 2001. In 2001, Slob became a member of the House of Representatives for the Reformed Political Alliance when leader Gert Schutte retired. After the 2002 elections, the newly formed ChristianUnion lost a seat, and Slob did not return to parliament. When lijsttrekker Kars Veling stepped down as a result of the election loss, Slob took his place. He was put on the second place of the list of ChristianUnion candidates for the 2003 elections, and was reelected.

Slob is currently the fractievoorzitter of ChristianUnion. He was also a member of the Parliamentary Committee on Infrastructural Projects

After the 2006 general elections, Slob and party lijsttrekker André Rouvoet represented the ChristianUnion in the negotiations for the formation of the new Dutch government.

External links

• Official website
• House of Representatives biography
• Parlement.com biography

This article about a Dutch politician is a stub. You can help Wikipedia by expanding it. v • d • e

Retrieved from “http://en.wikipedia.org/wiki/Arie_Slob”
Categories: 1961 births | Living people | Dutch Calvinists | Dutch politicians | Members of Protestant political parties | People from South Holland | Dutch politician stubs

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Gabriel Lenkiewicz

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Gabriel Lenkiewicz (15 March 1722, Polatsk, Belarus - 21 Novembre 1798, Polatsk, Belarus) was temporary Vicar General of the Society of Jesus from 1785 until 1798, at a time when, being suppressed in all Catholic countries, the Society of Jesus was still surviving in Russia.

Early Years and Formation

Of aristocratic Lithuanian family Lenkiewicz joined the Jesuits after making the ‘Humanities’. He did his Philosophy (1748-51) in Belarus, and then studied Mathematics, Astronomy and Architecture in the academy of Vilnius (1752-54). This was followed by Theology in Warsaw (1754-58) during which he was ordained priest (1757). After a few years of teaching Mathematics in Warsaw he was sent to Rome (Roman College) for further specialization in Architecture (1762-65).

Career

Back in Poland he was appointed to teach science at Polatsk (1765-68) but he made himself a name rather as architect of public and ecclesiastical building, including the construction of new premises for the high school of Polatsk (of which Stanislaus Czerniewicz was the Rector). After the Suppression of the Society of Jesus (1773) he became the right-hand man of the Vicar Czerniewicz, negotiating with him the survival of the Jesuits with Empress Catherina the II of Russia, all the while making sure that the standard of scientific education in Polatsk remains high: ‘quality education’ was an absolute necessity if the Society wanted to survive in Russia…

Regional (Polish) Congregation II

Lenkiewicz was busy preparing the Regional Congregation called to elect a successor to Stanislaw Czerniewicz (died in 1785) when news reached him that Pope Pius VI had given a verbal approval (12 March 1783) of the existence of the Society in Russia. At the Congregation II Lenkiewicz was elected Vicar General (8 October 1785). Much encouraged by the tacit approval of the Pope the Congregation Fathers did much to re-organize the life of the Society in Russia, after the first years of disarray: religious life and commitment, education (implementing the Ratio Studiorum), formation, admission of ex-Jesuits, etc. The province of White Russia was then numbering 172 Jesuits (95 priests, 23 students, 48 brothers and 6 novices) There were 6 high schools. Polatsk was the center of all Jesuit activities.

Temporary Vicar General

As Vicar General Lenkiewicz established relations with ex-Jesuits who wanted to rejoin the Society. He developed apostolic activities in the North, but had to struggle to maintain the Society’s independence in the face of interferences of the local bishop. After the dead of the local Governor (1791) and even more after the dead of Catherina II (1796), who both had been staunch protectors of the Society, there were moments of anxiety, even though her successor Emperor Paul I expressed support for the Jesuits (1797). Hope was rising however of having the Society recognized in the Duchy of Parma in Italy, whose ruler had asked that some Jesuits be sent him from Russia (1793). Groups of ex-Jesuits were asking to be affiliated to the Society in Russia. The years of Lenkiewicz as Vicar General are characterized by more stability in the life of the Jesuits, and renewal of apostolic activities. Young men were beginning to arrive from all over Western Europe with the desire to join the Jesuits. Spending 30 years in Polatsk in various capacities Lenkiewicz made of it a renowned place, with its scientific laboratory, rich library, museum of natural sciences, and other artistic and religious activities.

References

• INGLOT, M., La Compagnia di Gesù nell’Impero Russo (1772-1820), Roma, 1997.
• ZALENSKI, S., Les Jésuites de la Russie Blanche, (2 vol.), Paris, 1886.

Retrieved from “http://en.wikipedia.org/wiki/Gabriel_Lenkiewicz”
Categories: 1722 births | 1798 deaths | Lithuanian Jesuits | Lithuanian Roman Catholics

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Ollie Smith

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Oliver James Smith (born 14 August 1982 in Leicester) is an English rugby player who plays for Montpellier Hérault RC and England usually at outside centre and occasionally inside centre or wing. He sees himself as a centre who has enough pace to deliver on the wing if required. Smith is 6′1″ (1.85 m) and weighs 14 st 5l bs (91 kg). He formerly played for Leicester Tigers.

Early career

He was educated at John Cleveland College, Hinckley and went on to do a PE & Sports Science degree at Loughborough University. He started playing junior rugby union with Old Bosworthians and then joined Market Bosworth at U14 level. As a boy he attended Tigers matches with his father and had his first season ticket at Welford Road at age seven. He joined Leicester Academy in 1999 after attending a trial. He was an unused replacement aged 17 before making his Leicester debut in September 2000 against London Irish after his 18th birthday, at the time he was the youngest player to feature in the Zurich Premiership. His age and ability led to comparisons with former Tigers’ centre Paul Dodge who did make his debut aged 17 and was to be his mentor.

International career

He played for England U18 ‘A’ in 1999/00 and the next season became a member of the England U19 team, progressing to the U21 side during 2001/02, then Smith gained his first cap as a replacement against Italy. He started his first game for England in the trial against France. However, concerns about his defensive positioning saw him fail to make the 2003 World Cup Squad.

With injuries to other centres Mike Tindall and Will Greenwood, Smith was tipped by amongst others former centre Jeremy Guscott to take his place in the 2005 Six Nations side. However, Smith was overlooked in favour of Newcastle centres of Mathew Tait and Jamie Noon. Tait, aged only 18, played poorly in his debut against Wales and was substituted by Olly Barkley who played in the remaining matches. Noon was solid, if unspectacular and retained his place. Some good performances from Smith in club games saw him come onto the bench for the games against Ireland, Italy and Scotland, gaining two more caps against Italy and Scotland.

Smith was then named to the British & Irish Lions squad for the tour of New Zealand ahead of Noon and Barkley. Shortly after this announcement, his father died. He played in the warm-up test against Argentina scoring a try. This game was later granted test status by the IRB. In 2008 there was a great disappointment for Ollie because he did not get into the England squad for the mid-year tour to New Zealand.

2006 onwards

Following a disappointing 2005/6 season, Smith went to Brisbane, Australia to train with the Brisbane Broncos rugby league team, apparently in an effort to rediscover his form. Smith then regained a regular starting position in the Leicester team with many tries to his name in the 2006/07 season.

Smith openly admitted to having talks with other clubs over a move for this season. He signed for Montpellier after playing over 180 games for the Tigers.

References

1. ^ “Smith admits transfer talks”. Sky Sports. 2008-02-06. http://www.skysports.com/story/0,19528,12331_3110776,00.html. Retrieved 2008-02-06. 

External links

• Leicester profile
• England profile
• Tigers
• Sporting heroes
• Stats

Retrieved from “http://en.wikipedia.org/wiki/Ollie_Smith”
Categories: 1982 births | Living people | England international rugby union players | English rugby union players | Leicester Tigers players | Montpellier Hérault players | Alumni of Loughborough University | Expatriate rugby union players in France | Loughborough Students RUFC players

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Bonavista—Trinity—Conception

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Bonavista—Trinity—Conception

Newfoundland and Labrador electoral district
Defunct federal electoral district
Legislature	House of Commons
District created	1966
District abolished	2003
First contested	1968
Last contested	2000

Bonavista—Trinity—Conception was a federal electoral district in Newfoundland and Labrador, Canada, that was represented in the Canadian House of Commons from 1968 to 2003.

This riding was created in 1966 from parts of Bonavista—Twillingate and Trinity—Conception ridings. It was abolished in 2003 when it was redistributed into Avalon, Bonavista—Exploits and Random—Burin—St. George’s ridings.

It initially consisted of the provincial districts of Trinity North, Trinity South, Bay de Verde, Carbonear, Harbour Grace and Port de Grave, and part of the provincial district of Bonavista South.

Election results

See also

• List of Canadian federal electoral districts
• Past Canadian electoral districts

External links

• Riding history for Bonavista—Trinity—Conception (1966–2003) from the Library of Parliament

Retrieved from “http://en.wikipedia.org/wiki/Bonavista%E2%80%94Trinity%E2%80%94Conception”
Categories: Defunct Newfoundland and Labrador federal electoral districts

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Halas and Batchelor

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Title logo

Halas and Batchelor was an animation company founded by John Halas and his wife, Joy Batchelor. The company started as a small animation unit that created commercials for theatrical distribution. The unit continued this until the outbreak of World War II and became well known for its over 70 animated propaganda short films. Its first feature film was Handling Ships, made in 1945, and is the first-ever British animated feature. After the war, Halas and Batchelor continued to make short films, while in production, the first British animated feature released worldwide, Animal Farm was being made. The studio grew from a small unit to a proper animation company, located on several areas in Britain. Its best-known animation series were Foo Foo (1959-60) and DoDo, The Kid from Outer Space (1965-70).

As well as short films, the studio made a small number of feature films, such as Ruddigore in the late 1960s. The company no longer exists but most of the 2000 films now form part of The Halas and Batchelor Collection Limited that was started in 1996.

External links

• Animation Research Centre archive of Halas & Batchelor’s films and artwork
• Official site
• Screenonline Halas and Batchelor biography British Film Institute website
• BBC Gloucestershire article about Halas & Batchelor animator Harold Whitaker
• Halas and Batchelor at the Internet Movie Database

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Bogie exchange

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Bogie exchange is a system for operating railway wagons on two or more gauges to overcome difference in the rail gauge. To perform a bogie exchange, a car is converted from one gauge to another by removing the chassis containing the wheels and axles of the car, and installing a new chassis with differently spaced wheels. It is generally limited to wagons and carriages, though engines can be exchanged if more time is available.

Bogies exchange operation in Ussuriisk (near Vladivostok) at the Chinese–Russian border

Wagons and carriages

Bogie wagons can have their gauge changed by lifting them off one set of bogies and putting them back down again on another set of bogies. The pin that centres the bogies and the hoses and fittings for the brakes must be compatible. There needs to be a generous supply of bogies of each gauge to accommodate the ebb and flow of traffic.

The bogies and wagons also need to have standardized hooks, etc, where they may be efficiently lifted.

Four-wheel wagons are not suitable for gauge change.

Engines

Steam

Steam engines can be designed for more than one gauge by say having reversible wheel hubs that suit two alternative gauges. This was done in the 1930s and beyond in Victoria for possible gauge conversion, though no engines were ever converted in this manner other than one heritage engine (R766). Some 1,000 mm (3 ft 3+³?₈ in) Garratt locomotives of East Africa were designed for easy conversion to 3 ft 6 in (1,067 mm) Cape gauge, though again none ever were.

Diesel

Diesel locomotives have bogies like wagons and carriages, only with more cables for the traction motors and take a little longer to convert. In Australia, some classes of diesel locomotives are regularly gauge-converted to suit traffic requirements on the 1,435 mm (4 ft 8+¹?₂ in), 1,600 mm (5 ft 3 in) and 1,067 mm (3 ft 6 in) networks.

Since the 1,067 mm (3 ft 6 in) networks are not all connected to each other, being separated by deserts or lines of other gauges, the are bogie-exchanged or piggybacked on road or rail vehicles when transferred between these networks.

Raising or lowering

Raise

The simplest way to carry out bogie exchange is the lift the wagons off the bogies and replace them back on new bogies. This may require the wagons in a train to be uncoupled, and continuous brakes disconnected. As the bogies are swung out of the way, they sway, which wastes time settling them down.

Lower

A cleverer way of carrying out bogie exchange is to lower the bogies onto a trolley in a pit, after which the trolleys are rolled out of the way and others return. This keeps the train couplings and continuous brakes connected. In addition, the bogies never need leave a solid surface, so that they can be wheeled in and out more quickly. This method was used at Dry Creek railway station, Adelaide.

International

Argentina

• Between 1,435 mm (4 ft 8+¹?₂ in) Standard gauge and 5 ft 6 in (1,676 mm)

Australia

Between 1961 and 1995, Australia had five bogie exchange centres, which opened and closed as gauge conversion work proceeded. The gauges served were 1,435 mm (4 ft 8+¹?₂ in) and 1,600 mm (5 ft 3 in), though the 1,067 mm (3 ft 6 in) Queensland did acquire 100 bogie-exchange compatible QLX wagons just in case. All the wagons involved had wagon codes ending in “X”, such as VLX.

The centres were:

• Dynon, Melbourne, Victoria
• Wodonga near Albury on state border.
• Port Pirie, South Australia
• Peterborough, South Australia
• Dry Creek, Adelaide, South Australia - the youngest and most modern.

The busiest facility was that at Dynon, in a typical year (1981-82) 24,110 wagons were bogie exchanged, an average of 66 per day. This was done by one shift of 18 men, compared with the 100 men required if the same amount of freight was transferred wagon to wagon.

Belarus

• Brest, Belarus – between 1,520 mm (4 ft 11+⁵?₆ in) and 1,435 mm (4 ft 8+¹?₂ in) at the border to Poland

Bolivia

Bogie exchange used between 762 mm (2 ft 6 in) and 1,000 mm (3 ft 3+³?₈ in) gauge on the Ferrocarril de Antofagasta a Bolivia Railway.

Canada

• Between 1,435 mm (4 ft 8+¹?₂ in) Standard gauge and the 3 ft 6 in (1,067 mm) gauge of the former Newfoundland Railway (Terra Transport) at Port aux Basques

China

A bogie exchange station exists at the Chinese border to Mongolia. Both the Moscow-Beijing passenger train (Trans-Siberian) and freight trains get their bogies exchanged. Mongolia has Russian gauge 1,520 mm (4 ft 11+⁵?₆ in), China has 1,435 mm (4 ft 8+¹?₂ in).

Finland

A bogie exchange station exists in the Port of Turku with a short stretch of 1,435 mm (4 ft 8+¹?₂ in) gauge railway. Freight cars get their bogies exchanged. SeaRail train ferries go from Germany and Sweden. They carry no passenger trains, and passengers must walk by foot to Turku Harbour railway station opposite the ferry terminals. Finland has 1,524 mm (5 ft)  broad gauge.

Iran

• Jolfa - c1950, between 1,435 mm (4 ft 8+¹?₂ in) and 1,520 mm (4 ft 11+⁵?₆ in) (Russian gauge)
• Sarakhs - c1990, between 1,435 mm (4 ft 8+¹?₂ in) and 1,520 mm (4 ft 11+⁵?₆ in) (Russian gauge)
• Zahedan - proposed 2008, between 1,435 mm (4 ft 8+¹?₂ in) and 1,676 mm (5 ft 6 in) (Indian gauge)

Kazakhstan

• Druzhba, KZ - Alashankou, CN between 1,520 mm (4 ft 11+⁵?₆ in) and 1,435 mm (4 ft 8+¹?₂ in).

North Korea

• Tumangan, North Korea – between 1,435 mm (4 ft 8+¹?₂ in) and 1,520 mm (4 ft 11+⁵?₆ in) (Russian gauge) at the border to Russia.

The bogies of the direct sleeping car Moscow - Pyongyang, which runs twice monthly, are exchanged here.

Peru

• Between 1,435 mm (4 ft 8+¹?₂ in) Standard gauge and 3 ft  (914 mm) on the Ferrocarril Central Andino, including locomotives

Romania

• Between 1,435 mm (4 ft 8+¹?₂ in) and 1,520 mm (4 ft 11+⁵?₆ in) at Vadul Siret between Romania and Moldova

Russia

• Zabaikalsk (450 km from Chita) with China
• Grodekovo (116 km from Ussuriisk and 224 km from Vladivostok) with China
• Khasan North Korea (315 km from Vladivostok).
• Kholmsk, Sakhalin Island. The bogie exchange is necessary to enable Russian mainland cars to run on the Sakhalin railways, which use the Japanese gauge of 1,067 mm (3 ft 6 in).

Spain

• At Irun, between 1,435 mm (4 ft 8+¹?₂ in) and 1,668 mm (5 ft 5+²?₃ in) (Iberian gauge)
• At Portbou, between 1,435 mm (4 ft 8+¹?₂ in) and 1,668 mm (5 ft 5+²?₃ in)

Tunisia

• Between 1,435 mm (4 ft 8+¹?₂ in) Standard gauge and 1,000 mm (3 ft 3+³?₈ in) (meter gauge), including locomotives

Ukraine

• Chop, Ukraine – between 1,520 mm (4 ft 11+⁵?₆ in) (Russian gauge) and 1,435 mm (4 ft 8+¹?₂ in) at the border to Hungary and Slovakia
• Jagodin, Ukraine – between 1,520 mm (4 ft 11+⁵?₆ in) (Russian gauge) and 1,435 mm (4 ft 8+¹?₂ in) at the border to Poland

Variable Gauge Axles

Variable Gauge Axles also called Automatic Track Gauge Changeover System is a newer and faster development than bogie exchange. While Bogie Exchange is “obvious” and brute force, VGA / ATGCS is “subtle, hidden” and elegant. The SUW 2000 ATGCS requires a change over track about 20 m long, with a shed if there is snow compared to a small marshalling yard required by bogie exchange.

See also

• SeaRail
• Qazaqstan Temir Zholy
• Mungindi railway line
• Transporter wagon - and its logical development, the transporter train.
• Ramsey Car Transfer Apparatus
• Wheelset
• Automatic Track Gauge Changeover System

Gallery

External links

References

1. ^ Catch Point - November 2007 - p35 - picture of lowering method
2. ^ http://nla.gov.au/nla.cat-vn1271610
3. ^ http://www.trainweb.org/mystation/gauge1.txt
4. ^ Ian Patterson & Partners
5. ^ Technology in Australia 1788-1988, Chapter 7, page 477
6. ^ Lee, Robert (2007). The Railways of Victoria 1854-2004. Melbourne University Publishing Ltd. p. page 224. ISBN 9780522851342. 
7. ^ Travelogue Vienna - Pyongyang via Tumangan
8. ^ ??????????? ???????????? ???????? ?????? (The narrow-gauge railways of Sakhalin) (Russian)

Retrieved from “http://en.wikipedia.org/wiki/Bogie_exchange”
Categories: Rail gauge | Rolling stockHidden categories: All articles with unsourced statements | Articles with unsourced statements from December 2008

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Grey-throated Tit-flycatcher

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Grey-throated Tit-flycatcher
Conservation status
Least Concern (IUCN 3.1)
Scientific classification
Kingdom:	Animalia
Phylum:	Chordata
Class:	Aves
Order:	Passeriformes
Family:	Muscicapidae
Genus:	Myioparus
Species:	M. griseigularis
Binomial name
Myioparus griseigularis (Jackson, 1906)

The Grey-throated Tit-flycatcher (Myioparus griseigularis) is a species of bird in the Muscicapidae family. It is found in Angola, Cameroon, Central African Republic, Republic of the Congo, Democratic Republic of the Congo, Ivory Coast, Equatorial Guinea, Gabon, Ghana, Liberia, Nigeria, Sierra Leone, Tanzania, and Uganda. Its natural habitat is subtropical or tropical moist lowland forests.

References

• BirdLife International 2004. Myioparus griseigularis. 2006 IUCN Red List of Threatened Species. Downloaded on 26 July 2007.

Retrieved from “http://en.wikipedia.org/wiki/Grey-throated_Tit-flycatcher”
Categories: IUCN Red List least concern species | Muscicapidae stubs | Myioparus

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Wabash, St. Louis & Pacific Railway Company v. Illinois

  (Redirected from Wabash, St. Louis & Pacific Railroad Company v. Illinois)
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Wabash, St. Louis & Pacific Railway Company v. Illinois
Supreme Court of the United States
Argued April 14–15, 1886 Decided October 25, 1886
Full case name	Wabash, St. L. & P. Ry. Co. v. People of State of Illinois
Citations	118 U.S. 557 (more)
Holding
The Court held that Illinois had violated the Commerce Clause by placing a direct burden on interstate commerce. Under the Commerce Clause only Congress had the power to do so and states could only place indirect burdens on commerce.
Court membership
Chief Justice Morrison Waite Associate Justices Samuel F. Miller · Stephen J. Field Joseph P. Bradley · John M. Harlan William B. Woods · T. Stanley Matthews Horace Gray · Samuel Blatchford
Case opinions
Majority	Miller, joined by Field, Harlan, Woods, Matthews, Blatchford
Dissent	Waite, joined by Bradley, Gray
Laws applied
U.S. Const. amend. XIV

Wabash, St. Louis & Pacific Railway Company v. Illinois, 118 U.S. 557 (1886), also known as the Wabash Case, was a Supreme Court decision that severely limited the rights of states to control interstate commerce. It led to the creation of the Interstate Commerce Commission.

The court

The majority’s opinion was written by Justice Samuel Miller; joining him were Justices Stephen Field, John Harlan, William Woods, Thomas Matthews, and Samuel Blatchford. Dissenting were Chief Justice Morrison Waite and Justices Joseph Bradley and Horace Gray.

The case

The case was argued on April 14, 1886 - April 15, 1886 and was decided on October 25, 1886 by vote of 6 to 3. Associate Justice Miller wrote for the Court with Associate Justices Field, Harlan, Woods, Matthews, and Blatchford concurring; Associate Justices Bradley and Gray, along with Chief Justice Waite, dissented.

In Wabash, “direct” burdens on interstate commerce were not permitted by the Export Tax clause Clause of the Constitution (Article I, Section 9); however, that “indirect” burdens were permitted under the Commerce Clause. This was a standard enacted in Cooley v. Board of Wardens (1852).

Effects of decision

• The Wabash decision led to the creation of the first modern regulatory agency, the Interstate Commerce Commission.
• It clarified the “direct” v. “indirect” test (though this doctrine was abandoned in the 1930s).
• It was one of the first instances in government assuming responsibility for economic affairs that had previously been delegated to the states.

See also

• Munn v. Illinois
• List of United States Supreme Court cases, volume 118

External links

• ^  Text of Wabash, St. Louis & Pacific Railway Company v. Illinois, 118 U.S. 557 (1886) is available from:  · Enfacto · Findlaw

• Supreme Court cases citing Wabash
• Case summary from Bartleby.com

References

• “Wabash Case”. InfoPlease Encyclopedia. http://www.infoplease.com/ce6/history/A0851226.html. Retrieved March 1, 2005. 

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Piet de Jong

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Piet de Jong
Chair of the Parliamentary Party - KVP Senate
In office May 11, 1971 – September 17, 1974
Preceded by	Jan Niers
Succeeded by	Jan Teijssen
Member of the Senate
In office May 11, 1971 – September 17, 1974
Prime Minister of the Netherlands
In office April 5, 1967 – July 6, 1971
Monarch	Juliana
Preceded by	Jelle Zijlstra
Succeeded by	Barend Biesheuvel
Minister of Defence
In office July 24, 1963 – April 5, 1967
Prime Minister	Victor Marijnen (1963-1965) Jo Cals (1965-1966) Jelle Zijlstra (1966-1967)
Preceded by	Sim Visser
Succeeded by	Willem den Toom
State Secretary for Defence
In office June 25, 1959 – July 24, 1963
Prime Minister	Jan de Quay
Preceded by	Michael Calmeyer
Succeeded by	Joop Haex
Born	April 3, 1915 (1915-04-03) (age 94) Apeldoorn, Netherlands
Birth name	Petrus Jozef Sietze de Jong
Nationality	Dutch
Political party	KVP (1959-1980) CDA (from 1980)
Spouse(s)	Anneke Bartels (born 1915)
Residence	Wassenaar, Netherlands
Alma mater	Royal Netherlands Naval College
Occupation	Politician Public servant Naval Officer
Religion	Roman Catholic
Military service
Nickname(s)	Uncle Piet
Allegiance	The Netherlands
Service/branch	Royal Netherlands Navy
Years of service	1934-1959
Rank	Kapitein-ter-zee
Commands	Submarine 0-24 Hr. Ms. De Zeeuw Hr. Ms. Gelderland
Battles/wars	World War II

Petrus Josef Sietse “Piet” de Jong (born April 3, 1915) is a retired Dutch politician of the dissolved Catholic People’s Party now merged into the Christian Democratic Appeal. He served as Prime Minister of the Netherlands from April 5, 1967 until July 6, 1971. A veteran naval officer he commanded several ships during World War II. He is currently the oldest living former Prime Minister of the Netherlands, and is one of the Longest lived state leaders at the age of 94.

Biography

Early life

After leaving secondary school, he joined the Royal Netherlands Navy as a midshipman in 1931 and subsequently attended the Royal Netherlands Naval College in Den Helder. In 1934 he received his commission as a sub-lieutenant and from 1935 to 1947 served in submarines.

On May 13, 1940 de Jong sailed to England on board the Dutch submarine 0-24 and during World War II saw action initially as first officer and from mid-1944 onwards as commander of that vessel. In April 1946 he returned on board the 0-24 to the Netherlands. In 1947 he was attached to the Naval Staff of the Admiralty and in 1948 became adjutant to the Navy Minister.

From 1951 to the end of 1952, de Jong commanded a naval frigate called De Zeeuw, after which he joined the staff of the Allied Commander-in-Chief Channel in the British naval base at Portsmouth. In 1955 he was appointed Deputy Chief of Staff to the Inspector-General of the Royal Netherlands Navy Prince Bernhard of the Netherlands and aide-de-camp to Queen Juliana, after which he returned to sea in 1958 as commander of the submarine chaser De Gelderlander.

Politics

From June 25, 1959 to July 24, 1963, de Jong was State Secretary for Defence in the Cabinet de Quay and immediately thereafter Minister of Defence in the successive Cabinets Marijnen, Cals and Zijlstra. From April 5, 1967 to July 6, 1971 he was Prime Minister of the Netherlands and Minister of General Affairs in the Cabinet de Jong. His Cabinet was the first Dutch Cabinet since World War II that served a full four-year term.

After serving as Prime Minister of the Netherlands de Jong became a member of the Senate, where he served from 1971 to 1974 and as the Chair of the Parliamentary Party in the Senate. Following the end of his active political career, de Jong occupied many posts in industry and seats on numerous supervisory boards.

Trivia

Piet de Jong in 2008

In 2001 former Deputy Prime Minister Hans Wiegel praised de Jong as perhaps the best Prime Minister of the Netherlands after World War II.

References

1. ^ (Dutch) Ik zag de schepen en wist wat ik wilde worden
2. ^ (Dutch) Na 30 jaar eindelijk lof voor Piet de Jong

External links

• (Dutch) Official Parliamentary Biography
• Biography on the Ministry of General Affairs

Wikiquote has a collection of quotations related to: Piet de Jong

v • d • e Prime Ministers of the Netherlands Gerrit Schimmelpenninck • Jacob De Kempenaer • Johan Rudolph Thorbecke • Floris Adriaan van Hall  • Justinus Van der Brugghen • Jan Jacob Rochussen • Jacob van Zuylen van Nijevelt • Isaäc Dignus Fransen van de Putte • Julius van Zuylen van Nijevelt •Pieter Philip van Bosse • Gerrit de Vries • J. Heemskerk • Kappeyne van de Coppello • Van Lynden van Sandenburg • J. Heemskerk • Mackay • Van Tienhoven • Roëll • Pierson • Kuyper • De Meester • T. Heemskerk • Cort van der Linden • Ruijs de Beerenbrouck • Colijn • De Geer • Gerbrandy • Schermerhorn • Beel • Drees • De Quay • Marijnen • Cals • Zijlstra • De Jong • Biesheuvel • Den Uyl • Van Agt • Lubbers • Kok • Balkenende

Retrieved from “http://en.wikipedia.org/wiki/Piet_de_Jong”
Categories: 1915 births | Living people | Prime Ministers of the Netherlands | Dutch politicians | Government ministers of the Netherlands | State Secretaries of the Netherlands | Members of the House of Representatives of the Netherlands | Members of the Senate of the Netherlands | Dutch civil servants | Dutch military commanders | Dutch naval commanders | Dutch naval personnel | Dutch sailors | Dutch military personnel of World War II | Submarine commanders | Submariners | Dutch Roman Catholics | People from Apeldoorn

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• This page was last modified on 26 February 2010 at 13:16.
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